HomeMy WebLinkAbout2026-07-06 SB Packet - ReleasedAGENDA
SELECT BOARD MEETING
Monday, July 6, 2026
Select Board Meeting Room 1625 Massachusetts Avenue
6:30 PM
1.Exemption 3: Collective Bargaining - To Discuss Strategy with Respect to
Collective Bargaining (Library and AFSCME Public Safety Dispatcher Union)
1.Select Board Member Announcements and Liaison Reports
2.Lexington High School Project Update to Board
1.Town Manager Weekly Update
1.Approve: One-Day Liquor License(s) Spectacle Live, 1605 Massachusetts Ave
Friday, July 10, 2026 - High Kings
Wednesday, August 19, 2026 - Joanne Shaw Taylor
Thursday, August 20, 2026 - Tusk
Saturday, August 29, 2026 - Justin Hayward
2.Approve: One-Day Liquor License - Lexington-Waltham Lodge of Elks #2204, 959
Waltham Street
Watch City Cadillac Fundraiser for Tribute to Fallen Soldiers Torch Ride -
Friday, July 10, 2026
3.Approve: One-Day Liquor License(s) - Lexington Historical Society, 1 Bedford
Street
"Summer Fridays," Extended Buckman Tavern Hours
Friday, July 17, 2026
Friday, July 24, 2026
4.Approve: Battle Green Use Request - Lexington Semiquincentennial Commission
America250 Reading of the Declaration of Independence - Wednesday, July
8, 2026
5.Approve: Entertainment License - Association of Black Citizens of Lexington,
Visitor Center Lawn
6th Annual Quock Walker Day Community Celebration - Saturday, July 11,
EXECUTIVE SESSION A
PUBLIC COMMENTS
Public comments are allowed for up to 10 minutes at the beginning of each meeting. Each speaker is
limited to 2 minutes for comment. Members of the Board will neither comment nor respond, other than
to ask questions of clarification. Speakers are encouraged to notify the Select Board's Office at 781-
698-4580 if they wish to speak during public comment to assist the Chair in managing meeting times.
SELECT BOARD MEMBER CONCERNS AND LIAISON REPORTS
TOWN MANAGER REPORT
CONSENT AGENDA
1
2026
6.Approve: Memorandum of Agreement (MOA) Library Union
7.Approve: Water and Sewer Adjustments
1.Approve: End of Year Budget Adjustments
7:00pm
2.Update: Adams Street at East Street and at Hancock Street Intersection Design
7:10pm
3.Approve: Temporary Bike Lanes & Green Paint on Massachusetts Avenue -
Between Bow Street & Maple Street
7:30pm
4.Approve: Amendment to Chapter 192 Traffic Rules and Orders
4-Way Stop Sign Intersection at Forest Street/Clarke Street
4-Way Stop Sign Intersection at Forest Street/Muzzey Street
Parking Restrictions on Parker Street
7:40pm
5.Continued Discussion: Select Board Committee Liaison Assignments
8:10pm
6.Discussion: Select Board Report for FY2026 Annual Town Report
8:25pm
1.Exemption 2: To Conduct Strategy Session in Preparation for Contract Renewal
Discussions with Nonunion Personnel - Town Manager
8:35pm
1.Adjournment
8:50pm
1.Meeting Information
Meeting Packet: https://lexingtonma.granicus.com/ViewPublisher.php?view_id=5
*Members of the public can attend the meeting from their computer or tablet by
clicking on the following link at the time of the meeting:
https://lexingtonma.zoom.us/j/86343561893?pwd=oXKQDdIdatm6cK4k5pbTMMCVODdQYa.1
join.zoom.us
Meeting ID: 863 4356 1893
Passcode: 436053
Please note that the in-person meeting will not be suspended or terminated if
technological problems interrupt the remote connection.
An Act Relative to Extending Certain State of Emergency Accommodations:
https://www.mass.gov/the-open-meeting-law
The next regular meeting of the Select Board will be held on Monday, July 20, 2026
at 6:30pm via hybrid participation.
ITEMS FOR INDIVIDUAL CONSIDERATION
EXECUTIVE SESSION B
ADJOURN
MEETING INFORMATION
2
3
ITEM
NUMBER:
1
AGENDA ITEM SUMMARY
LEXINGTON SELECT BOARD MEETING
AGENDA SECTION TITLE:
EXECUTIVE SESSION A
AGENDA ITEM TITLE:
Exemption 3: Collective Bargaining - To Discuss Strategy with Respect to Collective Bargaining
(Library and AFSCME Public Safety Dispatcher Union)
SUMMARY:
Move that the Select Board go into Executive Session under Exemption 3 to To discuss strategy with
respect to collective bargaining for the Library & AFSCME Public Safety Dispatchers, and to reconvene
in Open Session. Further, as Chair, I declare that an open meeting discussion may have a detrimental
effect on the bargaining and litigating position of the Town.
4
PRESENTER:
Joe Pato, Chair
ITEM
NUMBER:
1
AGENDA ITEM SUMMARY
LEXINGTON SELECT BOARD MEETING
AGENDA SECTION TITLE:
SELECT BOARD MEMBER CONCERNS AND LIAISON REPORTS
AGENDA ITEM TITLE:
Select Board Member Announcements and Liaison Reports
SUMMARY:
Under this item, Select Board Members can provide verbal updates, make announcements, as well as
comment on any additional points or concerns.
Resources for Immigrant Rights, Travel and Protection
ATTACHMENTS:
2026-07-06-SB-Email-Report.pdf
5
1
July 6 Email Collection: Briefing Memo for
the Select Board
Prepared from public comment emails received June 25–July 2, 2026. Message numbers
are assigned in chronological order from oldest to newest. Content generated using
Microsoft CoPilot using the prompts in Section 5.
1. Message Inventory
Message # Date Subject Issues Covered
1
June 25,
2026,
3:06 PM
Re: Select Board approval
of a Drainage Mitigation
Measure on the
Unaccepted Road Hayes
Lane
Hayes Lane drainage mitigation;
appreciation for Select Board
approval; coordination with DPW,
Engineering, and Town staƯ.
2
June 25,
2026,
4:47 PM
Online Form Submittal:
Contact Us - Select Board /
Adams Street Intersection
Adams/East Street intersection;
opposition to land taking or tree
removal; Fiske Common open
space and gardens; school-period
traƯic.
3
June 25,
2026,
5:52 PM
In light of today's Supreme
Court Ruling on TPS status
TPS status developments;
immigrant resources; elder care and
healthcare workforce; small
business impacts; public resource
awareness.
4
June 26,
2026,
12:19
AM
Recommended Baseline
Trash Cart Size — 64
Gallons
Trash policy; automated collection;
baseline cart size; comparison
communities; property-tax-funded
service model.
5
June 27,
2026,
9:32 AM
Please keep Mass Ave
MWRA painted bike lane
Mass Ave MWRA painted bike lane;
bicycle access; traƯic calming.
6
June 29,
2026,
8:28 AM
[AtLarge] A Trash/Recycle
Service Suggestion
Trash and recycling service;
alternative waste-disposal
proposal; reference to external
letter.
6
2
Message # Date Subject Issues Covered
7
June 30,
2026,
12:22
PM
Comment-7/6 update on
Adam’s at East Street
Intersection improvements
Adams/East Street intersection;
support for Concept One / mini-
roundabout.
8
June 30,
2026,
12:27
PM
Comment-7/6 update on
Adams at East St
intersection improvements
Adams/East Street intersection;
traƯic volume; school-related
congestion; trees and green space;
cost; abutter burden; modest design
alternative.
9
July 1,
2026,
9:44 AM
Town plans - Intersection of
Adams and East Sts.
Adams/East Street intersection;
Fiske Common impacts; land
taking; mature trees; traƯic; noise;
headlights; property values; smaller
rotary alternative.
10
July 1,
2026,
5:11 PM
Trash Referendum
Trash policy after referendum; waste
reduction; resident education; fees;
public engagement.
11
July 2,
2026,
10:21
AM
Massachusetts Ave Bike
Lanes and Green Paint
Mass Ave bike lanes and green
paint; cyclist safety; Complete
Streets; on-street parking; pilot
monitoring; permanent markings.
2. Summary of Comments by Message Number
Message 1 thanked the Select Board, DPW, and Engineering staƯ for approving a
Hayes Lane drainage mitigation measure and expressed willingness to work with
Town staƯ as the project proceeds.
Message 2 opposed Adams Street intersection changes that would involve land
taking or tree removal near Fiske Common. The message emphasized open space,
gardens, mature trees, and limited periods of heavy traƯic associated with school
activity.
Message 3 highlighted potential local implications of a Supreme Court decision
aƯecting TPS holders from Haiti and Syria. The message noted possible impacts on
elder care, healthcare, and small businesses and encouraged the Town to monitor
developments and share resource information.
Message 4 recommended that Lexington use a 64-gallon baseline trash cart for
automated curbside collection. The message cited comparison communities near
7
3
Lexington using 64- or 65-gallon carts and distinguished property-tax-funded
programs from subscription or per-pickup systems.
Message 5 requested that the Mass Ave MWRA painted bike lane be retained if
possible, stating that the bike lane is useful for traƯic calming and supports access
to Lexington businesses and family.
Message 6 shared a trash/recycling service suggestion by referencing an external
letter proposing another waste-disposal option.
Message 7 supported Concept One, described as the mini-roundabout, for the
Adams/East Street intersection.
Message 8 expressed concern that Adams/East traƯic volumes are generally low
except during school start and end times. The message opposed an aggressive
redesign that would remove trees or green space and urged a more modest
improvement that addresses the awkward angle of the intersection without
unnecessary cost or abutter burden.
Message 9 opposed the current Adams/East Street proposals, citing expected
impacts to Fiske Common abutters, mature trees, landscaped areas, noise, vehicle
headlights, privacy, property values, and quality of life. The message suggested a
smaller rotary within the existing intersection footprint.
Message 10 stated that, although the trash referendum result allows the Select
Board to change trash policy, the high share of “No” votes should be treated as
significant public sentiment. The message urged the Board not to make immediate
policy changes and recommended education, recycling awareness, and
engagement with residents who opposed the change.
Message 11 supported retaining the temporary Massachusetts Ave bicycle lanes
and green paint installed through the MWRA project. The message described
perceived safety benefits for cyclists and drivers, referenced the Town’s Complete
Streets Policy, and requested pilot monitoring and eventual permanent color-
contrast bike lanes.
3. Neutral Briefing Memo
To: Select Board
From: Public Comment Summary
Date: July 2, 2026
Subject: Summary of Recent Public Comments
This memo summarizes eleven public comments received between June 25 and July 2,
2026. The comments address five issues: Adams/East Street intersection improvements;
8
4
trash and recycling policy; Massachusetts Ave bike lanes and green paint; TPS-related local
resource awareness; and Hayes Lane drainage mitigation.
The largest cluster of comments concerns the Adams/East Street intersection near Fiske
Common. Messages 2, 8, and 9 raised concerns about land taking, mature tree removal,
green space, construction burden, neighborhood character, traƯic levels, and eƯects on
nearby residents. Message 7 supported Concept One, described as the mini-roundabout.
Together, these messages frame a policy question about how to balance safety and
geometric improvements against environmental, cost, and abutter impacts.
Three messages addressed trash and recycling policy. Message 4 recommended a 64-
gallon baseline cart for automated collection based on comparison communities. Message
6 shared an external trash/recycling service suggestion. Message 10 urged caution
following the referendum and recommended education and public engagement before
implementing new fees or policy changes.
Two messages addressed Massachusetts Ave bicycle infrastructure. Message 5 requested
retention of the MWRA painted bike lane, citing traƯic calming and access. Message 11
supported retaining temporary bicycle lanes and green paint, describing perceived cyclist
and driver safety benefits, Complete Streets considerations, and a request for continued
monitoring and eventual permanent color-contrast markings.
The remaining messages addressed individual issues. Message 3 encouraged the Town to
monitor TPS-related developments and share resources because of possible impacts on
residents, care services, healthcare, and small businesses. Message 1 expressed
appreciation for approval of Hayes Lane drainage mitigation and interest in continued
coordination with Town staƯ.
4. Issue Tables: Message Counts
Issue Message
Count
Message
Numbers Brief Description
Adams/East Street
intersection
improvements
4 2, 7, 8, 9
Comments included opposition to
land taking and tree removal,
concerns about traƯic levels and
abutter impacts, and support for
Concept One / mini-roundabout.
9
5
Issue Message
Count
Message
Numbers Brief Description
Trash and recycling
policy 3 4, 6, 10
Comments addressed baseline cart
size, alternative service suggestions,
referendum response, education,
fees, and public engagement.
Massachusetts Ave
bike lanes and green
paint
2 5, 11
Comments supported retaining
MWRA-related bike lanes and green
paint, citing traƯic calming, cyclist
safety, access, Complete Streets, and
pilot monitoring.
TPS status
developments and
local resource
awareness
1 3
Comment encouraged monitoring
federal developments and sharing
resources due to possible local
eƯects.
Hayes Lane drainage
mitigation 1 1
Comment expressed appreciation for
approval and willingness to
coordinate with Town staƯ.
5. Prompts Used to Create This Document
1. Enumerate each email message by creating a table of the subject, date, and issues
covered in each message; order the table by date from oldest to newest; assign a
message number to each message.
2. Summarize the collection of emails, identifying which message by message number
included each comment.
3. Rewrite the material as a neutral briefing memo for the Select Board.
4. Create a table for each issue including a count of messages.
5. Add a section identifying the prompts used to create this document.
10
PRESENTER:
Joe Pato, Select Board/School Building Committee Member
ITEM
NUMBER:
2
AGENDA ITEM SUMMARY
LEXINGTON SELECT BOARD MEETING
AGENDA SECTION TITLE:
SELECT BOARD MEMBER CONCERNS AND LIAISON REPORTS
AGENDA ITEM TITLE:
Lexington High School Project Update to Board
SUMMARY:
Under this standing item, the Select Board will share general updates on the Lexington High School
Project, including progress reports, key milestones, and upcoming actions. This item is intended to
provide regular updates to the community on the project’s status and next steps.
Public comment will not be taken on this item.
For additional information and live updates, visit the project website: www.lhsproject.lexingtonma.org
FOLLOW-UP:
Select Board Office
11
ITEM
NUMBER:
1
AGENDA ITEM SUMMARY
LEXINGTON SELECT BOARD MEETING
AGENDA SECTION TITLE:
TOWN MANAGER REPORT
AGENDA ITEM TITLE:
Town Manager Weekly Update
SUMMARY:
Under this item, the Town Manager can provide verbal updates, make announcements, as well as
comment on any additional points or concerns.
12
PRESENTER:
Joe Pato, Chair
ITEM
NUMBER:
1
AGENDA ITEM SUMMARY
LEXINGTON SELECT BOARD MEETING
AGENDA SECTION TITLE:
CONSENT AGENDA
AGENDA ITEM TITLE:
Approve: One-Day Liquor License(s) Spectacle Live, 1605 Massachusetts Ave
SUMMARY:
Category: Decision-Making
Spectacle Live is requesting four One-Day Liquor Licenses to serve beer and wine at Cary Memorial
Building, located at 1605 Massachusetts Avenue, for their Concert Series. The concerts are scheduled
for the following dates and times:
Saturday, May 16, 2026 from 6:30 PM to 10:30 PM
Friday, July 10, 2026 - High Kings from 6:30 PM to 10:30 PM
Wednesday, August 19, 2026 - Joanne Shaw Taylor from 6:30 PM to 10:30 PM
Thursday, August 20, 2026 - Tusk from 6:30 PM to 10:30 PM
Saturday, August 29, 2026 - Justin Hayward from 7:00 PM to 11:00 PM
The relevant departments have reviewed this request and have no objections.
PROPOSED MOTION:
Move to approve four One-Day Liquor Licenses for Spectacle Live to serve beer and wine at Cary
Memorial Building, 1605 Massachusetts Avenue, for their Concert Series on July 10 & August 19, 20,
29th, 2026.
Move to approve the consent.
13
PRESENTER:
Joe Pato, Chair
ITEM
NUMBER:
2
AGENDA ITEM SUMMARY
LEXINGTON SELECT BOARD MEETING
AGENDA SECTION TITLE:
CONSENT AGENDA
AGENDA ITEM TITLE:
Approve: One-Day Liquor License - Lexington-Waltham Lodge of Elks #2204, 959 Waltham Street
SUMMARY:
Category: Decision-Making:
The Lexington-Waltham Lodge of Elks #2204 requests approval of a One-Day Liquor License to
permit the sale and consumption of alcoholic beverages in a designated area of the rear parking lot of
the Lodge, located at 959 Waltham Street, on Friday, July 10, 2026, from 7:00 p.m. to 11:00 p.m at the
same time an indoor fundraising event is being held. The fundraiser will feature a performance by the
Watch City Cadillacs inside the Lodge, with proceeds benefiting the Tribute to Fallen Soldiers Torch
Ride. The requested one-day license would allow attendees to purchase and consume alcoholic
beverages in the designated outdoor area, providing patrons with the opportunity to step outside while
remaining within the 1-day licensed outdoor premises. The Lodge currently holds an annual liquor
license for the interior of the building.
Under state law, the Lodge may obtain a separate one-day license for the outdoor area, provided
alcoholic beverages are not transferred between the permanently licensed indoor premises and the
temporarily licensed outdoor premises. The applicant has submitted an plan indicating that the outdoor
service area will be clearly defined and monitored by Lodge personnel to ensure alcoholic beverages
remain within the licensed outdoor area and that service is limited to patrons of legal drinking age.
PROPOSED MOTION:
Move to approve a One-Day Liquor Licenses for the Lexington-Waltham Lodge of Elks #2204 to serve
alcoholic beverages in the rear parking lot of the Lodge, on Friday, July 10, 2026 from 7:00pm -
11:00pm.
Move to approve the consent.
ATTACHMENTS:
Elks Diagram.png
14
15
PRESENTER:
Joe Pato, Chair
ITEM
NUMBER:
3
AGENDA ITEM SUMMARY
LEXINGTON SELECT BOARD MEETING
AGENDA SECTION TITLE:
CONSENT AGENDA
AGENDA ITEM TITLE:
Approve: One-Day Liquor License(s) - Lexington Historical Society, 1 Bedford Street
SUMMARY:
Category: Decision-Making
The Lexington History Museums requests two One-Day Liquor Licenses to serve beer, wine, and cider
at Buckman Tavern, 1 Bedford Street, in connection with its "Summer Fridays" seasonal event series.
Each event will be held from 4:00 PM to 7:00 PM on the following dates:
Friday, July 17, 2026
Friday, July 24, 2026
The relevant departments have reviewed this request and have no objections.
PROPOSED MOTION:
Move to approve two One-Day Liquor Licenses for the Lexington Historical Society to serve beer,
wine, and cider at 1 Bedford Street on the following dates from 4:00 PM to 7:00 PM:
Friday, July 17, 2026
Friday, July 24, 2026
Move to approve the consent.
ATTACHMENTS:
Summer_Fridays_Event_Layout_Diagram.pdf
16
Event Title: Summer Fridays at Buckman Tavern
Description:
Guests will redeem drink tickets (max 2 per person) in the “orientation room” labeled below. The
yellow circle is where we will have drinks and a table. This is located on the first floor of the
tavern.
Guests will be permitted to carry drinks throughout upstairs and downstairs of the tavern. Rooms
included below.
17
18
19
(For above image) Staff will be at the desk the entire night to ID guests and sell admission
tickets. Signage will also be placed to tell reinforce that guests cannot leave the building with
beverages.
20
21
22
Guests WILL NOT be allowed to take drinks outside. Signs and tables for leaving empty
containers will be placed at the following circled locations. 2 staff members will also be at the
gift shop desk and we will have 1 staff member positioned upstairs.
23
PRESENTER:
Joe Pato, Chair
ITEM
NUMBER:
4
AGENDA ITEM SUMMARY
LEXINGTON SELECT BOARD MEETING
AGENDA SECTION TITLE:
CONSENT AGENDA
AGENDA ITEM TITLE:
Approve: Battle Green Use Request - Lexington Semiquincentennial Commission
SUMMARY:
Category: Decision-Making
The Lexington Semiquincentennial Commission requests permission to use the Battle Green, in the area
between the flagpole and Harrington Road, on Wednesday, July 8, 2026, from 6:00 PM to 8:00 PM,
with setup beginning at 5:00 PM. The Commission will host the America250 Reading of the
Declaration of Independence, with approximately 100 participants and spectators expected.
The Police Department, Department of Public Works, and the Fire Department have reviewed the
request and have no objections or concerns.
PROPOSED MOTION:
To approve the request of the Lexington Semiquincentennial Commission to use the Battle Green, in the
area between the flagpole and Harrington Road, on Wednesday, July 8, 2026, from 6:00 PM to 8:00
PM, with setup beginning at 5:00 PM, for the purpose of hosting the America250 Reading of the
Declaration of Independence.
Move to approve the consent.
ATTACHMENTS:
Lex250 Event Diagram.png
24
25
PRESENTER:
Joe Pato, Chair
ITEM
NUMBER:
5
AGENDA ITEM SUMMARY
LEXINGTON SELECT BOARD MEETING
AGENDA SECTION TITLE:
CONSENT AGENDA
AGENDA ITEM TITLE:
Approve: Entertainment License - Association of Black Citizens of Lexington, Visitor Center Lawn
SUMMARY:
Category: Decision-Making
The Association of Black Citizens of Lexington (ABCL), doing business as ABCL, has requested an
Entertainment License for live music, dance performances, and recorded music in conjunction with the
6th Annual Quock Walker Day Community Celebration on Saturday, July 11, 2025. The event will take
place on the Visitors Center Lawn, located at 1875 Massachusetts Avenue, from 11:00 AM to 2:00 PM.
The scheduled entertainment is as follows:
11:00 AM - 12:00 PM
William Diamond Junior Fife and Drum Corps
12:00 PM - 2:00 PM
Rhythms of Ghana Concert
PROPOSED MOTION:
Move to approve an Entertainment License for the Association of Black Citizens of Lexington for the
6th Annual Quock Walker Day Community Celebration on Saturday, July 11, 2026, from 11:00 AM to
2:00 PM on the Visitors Center Lawn, 1875 Massachusetts Avenue, including live performances,
recorded music, and poetry readings.
Move to approve the consent.
ATTACHMENTS:
Quock Walker Event Diagram.png
26
27
PRESENTER:
Joe Pato, Select Board Chair
ITEM
NUMBER:
6
AGENDA ITEM SUMMARY
LEXINGTON SELECT BOARD MEETING
AGENDA SECTION TITLE:
CONSENT AGENDA
AGENDA ITEM TITLE:
Approve: Memorandum of Agreement (MOA) Library Union
SUMMARY:
Category: Decision-making
The Town and the Library Union have come to terms for the Collective Bargaining Agreement within
the parameters the Board had authorized.
PROPOSED MOTION:
To approve and authorize the Town Manager to sign the collective bargaining agreement Memorandum
of Understanding between the Town and the Cary Memorial Library Staff Association for the period of
July 1, 2026 to June 30, 2029.
Move to approve the consent
FOLLOW-UP:
Town Manager
28
PRESENTER:
Joe Pato, Chair
ITEM
NUMBER:
7
AGENDA ITEM SUMMARY
LEXINGTON SELECT BOARD MEETING
AGENDA SECTION TITLE:
CONSENT AGENDA
AGENDA ITEM TITLE:
Approve: Water and Sewer Adjustments
SUMMARY:
Category: Decision-making
Water and Sewer Finals / April 2026 $ 1,153.50
Adjustments to Water and Sewer / WSAB June 4, 2026 ($ 9,887.34)
PROPOSED MOTION:
Move to approve the Consent
FOLLOW-UP:
Treasurer / Collector
ATTACHMENTS:
SB 7-6-26.pdf
29
30
31
07/ 6/2026 7:00pm
PRESENTER:
Rosalyn Impink, Budget Director
ITEM
NUMBER:
1
AGENDA ITEM SUMMARY
LEXINGTON SELECT BOARD MEETING
AGENDA SECTION TITLE:
ITEMS FOR INDIVIDUAL CONSIDERATION
AGENDA ITEM TITLE:
Approve: End of Year Budget Adjustments
SUMMARY:
The Finance Department will present the requested end-of year budget adjustments for fiscal year 2026,
including interdepartmental transfers, transfers from the salary reserve, and increases to revolving fund
spending limits.
PROPOSED MOTION:
Move to approve the fiscal year 2026 budget adjustments in the general ledger accounts presented,
including:
Interdepartmental transfers of:
$8,000 from Human Services - Youth and Family expenses to Human Services Admin -Personal
Services;
$46,500 from Assessor - Contract Services to Comptroller Personal Services,
$39,000 from Land Use Admin and Planning expenses to Land Use Personal Services;
$15,000 from Town Clerk - Elections PT wages to Town Clerk - Elections Expenses;
$58,000 from Innovation & Technology Software Expenses to Innovation and Technology
Personal Services;
$115,912 from Innovation & Technology - Software Expenses to Public Works - Snow Personal
Services;
$15,000 from Public Works Expenses to Public Works - Personal Services;
$110,000 from Fire Department Expenses to Fire Department - Personal Services; and
A transfer of $189,000 from the Town Manager's Salary reserve account to Fire Department Personal
Services; and
An increase in the Tourism Revolving Fund limit of $189,000;
An increase in the Compost Revolving Fund limit of $52,000; and
An increase in the Building Rental Revolving Fund limit of $80,000.
DATE AND APPROXIMATE TIME ON AGENDA:
ATTACHMENTS:
32
FY2026 Snow Budget Summary_7.2.26.pdf
FY2026 AllBudgetTransfers_7.6.2026.pdf
33
Snow and Ice - FY2026 Budget Summary Original Budget Transfers/ Adjustments* Revised Budget YTD Expended Encumbered Surplus/ (Shortfall) Salaries/Wages 333,077$ -$ 333,077$ 848,989$ -$ (515,912)$ Expenses 1,300,900$ 200,000$ 1,500,900$ 1,831,632$ 27,099$ (357,831)$ Total 1,633,977$ 200,000$ 1,833,977$ 2,680,621$ 27,099$ (873,743)$ *Town Meeting approved a current year budget adjustment for $200,000 at the 2026 Annual Town Meeting, funded from Free Cash. Adjustments to Address Remaining Shortfall:Salaries/WagesExpensesTotalBudget Shortfall (515,912)$ (357,831)$ (873,743)$ Carryforward to FY2027 (budgeted) 400,000$ 400,000$ Transfer from other departments 115,912$ 115,912$ IT- network expensesOther DPW Expenses (Highway, Forestry, Parks, etc.) 357,831$ 357,831$ Net Balance for FY2026 -$ -$ -$ 34
Department
Transfer from
Salary
Adjustment
End-of-Year
(Interdepartmental)
Transfer
Snow Deficit
Carryforward
Reserve
Fund
Revolving
Fund
Authorization
Increase
Total
Adjustment
Human Services -$ 8,000$ -$ -$ 8,000$
Finance -$ 46,500$ -$ -$ 46,500$
Land Use -$ 39,000$ -$ -$ 39,000$
Town Clerk -$ 15,000$ -$ -$ 15,000$
Innovation & Technology -$ 58,000$ -$ -$ 58,000$
DPW -Snow -$ 115,912$ 400,000$ -$ -$ 515,912$
DPW - Other -$ 15,000$ -$ -$ 15,000$
Tourism Revolving -$ -$ -$ 189,000$ 189,000$
Building Rental Revolving -$ -$ -$ 80,000$ 80,000$
Compost Revolving -$ -$ -$ 52,000$ 52,000$
Fire Department 189,000$ 110,000$ -$ -$ 299,000$
189,000$ 407,412$ 400,000$ -$ 321,000$ 1,317,412$
Summary of Requested FY2026 End-of-Year Budget Adjustments
35
TO: Appropriation Committee & Select Board
SUBJECT: Request for End of Year Transfer between Departmental Line-Items
1. Amount requested:
2. To be transferred to:
Elections Printing & Forms
3. To be transferred from:
Elections Seasonal/Part-Time Wages
4. Present balance in Appropriation:
5. Explanation for purpose of transfer:
Action of Select Board:
Approved Disapproved
Action of Appropriation Committee:
Approved Disapproved
Town of Lexington
Request is hereby made for the following transfer between line-items as appropriated via a vote
of Annual Town Meeting, in accordance with M.G.L. Chapter 44, Section 33B, paragraph (b),
as amended by the Municipal Modernization Act.
$15,000.00
11162002-538080
Account Name Account Number
11162001-512000
Account Name Account Number
$55,460.75
Mary de Alderete
Department Head
Date
Transfer voted in the sum of: $15,000.00
The Elections division experienced an overage in expenses due to the unscheduled
special town election on June 16, 2026, including additional printing costs and
police details. This overage can be covered by funds from Elections Seasonal/Part-
Time Wages, the need for which has been reduced due to efficiencies in election
day processes.
Chair, Select Board
Date
Transfer voted in the sum of: $15,000.00
Chair, Appropriation Committee
EOY
36
TO: Appropriation Committee & Select Board
SUBJECT: Request for End of Year Transfer between Departmental Line-Items
1. Amount requested:
2. To be transferred to:
Comptroller Regular Wages
3. To be transferred from:
Assessors Professional Services
4. Present balance in Appropriation:
5. Explanation for purpose of transfer:
Action of Select Board:
Approved Disapproved
Action of Appropriation Committee:
Approved Disapproved
Chair, Select Board
Date
Transfer voted in the sum of: $46,500.00
Chair, Appropriation Committee
Carolyn Kosnoff
Department Head
Date
Transfer voted in the sum of: $46,500.00
The Finance Department experienced an overage in personal services due to the
implementation of recommendations from the Class & Compensation study. This
can be covered by a transfer from Finance professional services.
11141002-530000
Account Name Account Number
$48,919.54
Town of Lexington
Request is hereby made for the following transfer between line-items as appropriated via a vote
of Annual Town Meeting, in accordance with M.G.L. Chapter 44, Section 33B, paragraph (b),
as amended by the Municipal Modernization Act.
$46,500.00
11135001-511000
Account Name Account Number
EOY
37
TO: Appropriation Committee & Select Board
SUBJECT: Request for End of Year Transfer between Departmental Line-Items
1. Amount requested:
2. To be transferred to:
Land Use Admin Reg. Wage
3. To be transferred from:
a. Land Use Admin/ Prof Svc 11175002-520000 : 6,000$
b.Planning/ Contract Svc. 11175002-520000 : 33,000$
4.a. Present balance in Appropriation:
4.b. Present balance in Appropriation:
5. Explanation for purpose of transfer:
Action of Select Board:
Approved Disapproved
Action of Appropriation Committee:
Approved Disapproved
Chair, Select Board
Date
Transfer voted in the sum of: $39,000.00
Chair, Appropriation Committee
Carol Kowalski
Department Head
Date
Transfer voted in the sum of: $39,000.00
The Land Use, Housing, and Development Department experienced an overage in
personal services spending due to the implementation of recommendations from
the Class & Compensation study. This can be covered by a transfer from LUHD
expenses.
Account Name Account Number
$33,600.00
$10,500.00
Town of Lexington
Request is hereby made for the following transfer between line-items as appropriated via a
vote of Annual Town Meeting, in accordance with M.G.L. Chapter 44, Section 33B, paragraph
(b), as amended by the Municipal Modernization Act.
$39,000.00
11174001-511000
Account Name Account Number
EOY
38
TO: Appropriation Committee & Select Board
SUBJECT: Request for End of Year Transfer between Departmental Line-Items
1. Amount requested:
2. To be transferred to:
3. To be transferred from:
4. Present balance in Appropriation:
5. Explanation for purpose of transfer:
Action of Select Board:
Approved Disapproved
Action of Appropriation Committee:
Approved Disapproved
Chair, Select Board
Date
Transfer voted in the sum of: $8,000.00
Chair, Appropriation Committee
The Human Services department incurred additional expenses in regular wages as a result
of the implementation of recommendations from the Class & Compensation study. This
overage in Human Services Personal Services can be covered by a transfer from Human
Services Expenses.
Dana Bickelman
Department Head
Date
Transfer voted in the sum of: $8,000.00
$16,928.23
Town of Lexington
Request is hereby made for the following transfer between line-items as appropriated via a vote of
Annual Town Meeting, in accordance with M.G.L. Chapter 44, Section 33B, paragraph (b), as
amended by the Municipal Modernization Act.
$8,000.00
11545001-512000
Account Name Account Number
Human Services -Youth & Family Contract
Svc. 11544002-520000
Account Name Account Number
Human Services - Admin & Outreach Reg.
Wages
EOY
39
TO: Appropriation Committee & Select Board
SUBJECT: Request for End of Year Transfer between Departmental Line-Items
1. Amount requested:
2. To be transferred to:
Innovation & Technology Reg. Wages
3. To be transferred from:
4. Present balance in Appropriation:
5. Explanation for purpose of transfer:
Action of Select Board:
Approved Disapproved
Action of Appropriation Committee:
Approved Disapproved
Chair, Select Board
Date
Transfer voted in the sum of: $58,000.00
Chair, Appropriation Committee
Tim Goncalves
Department Head
Date
Transfer voted in the sum of: $58,000.00
The Innovation & Technology department incurred additional expenses in regular
wages as a result of the implementation of recommendations from the Class &
Compensation study, as well as paid parental leave. This overage in IT Personal
Services can be covered by a transfer from IT Expenses.
Town of Lexington
Request is hereby made for the following transfer between line-items as appropriated via a vote
of Annual Town Meeting, in accordance with M.G.L. Chapter 44, Section 33B, paragraph (b),
as amended by the Municipal Modernization Act.
$58,000.00
11155001-511000
Account Name Account Number
11155002-534040
Account Name Account Number
$64,814.37
Innovation & Technology Software
EOY
40
TO: Appropriation Committee & Select Board
SUBJECT: Request for End of Year Transfer between Departmental Line-Items
1. Amount requested:
2. To be transferred to:
DPW - Snow Removal Overtime
3. To be transferred from:
a. Municipal Software Support
4.a. Present balance in Appropriation:
5. Explanation for purpose of transfer:
Action of Select Board:
Approved Disapproved
Action of Appropriation Committee:
Approved Disapproved
Account Name Account Number
The Department of Public Works experienced an overage in personal services due to
extreme snowfall during FY26 that exceeded budget. This overage in DPW Snow
Removal Personal Services can be covered by a transfer from IT Expenses.
Town of Lexington
Request is hereby made for the following transfer between line-items as appropriated via a vote
of Annual Town Meeting, in accordance with M.G.L. Chapter 44, Section 33B, paragraph (b), as
amended by the Municipal Modernization Act.
$115,912
11421001-513000
Account Name Account Number
$164,872.00
11155002-534041
David Pinnsoneault
Department Head
Date
Transfer voted in the sum of: $115,912.00
Chair, Select Board
Date
Transfer voted in the sum of: $115,912.00
Chair, Appropriation Committee
EOY
41
TO: Appropriation Committee & Select Board
SUBJECT: Request for End of Year Transfer between Departmental Line-Items
1. Amount requested:
2. To be transferred to:
DPW - Parks Overtime
3. To be transferred from:
a. DPW - Parks Cont. Svc.
4.a. Present balance in Appropriation:
5. Explanation for purpose of transfer:
Action of Select Board:
Approved Disapproved
Action of Appropriation Committee:
Approved Disapproved
11630002-520000
Town of Lexington
Request is hereby made for the following transfer between line-items as appropriated via a vote
of Annual Town Meeting, in accordance with M.G.L. Chapter 44, Section 33B, paragraph (b),
as amended by the Municipal Modernization Act.
$15,000.00
11630001-513000
Account Name Account Number
Account Name Account Number
$33,354.00
David Pinnsoneault
Department Head
Date
Transfer voted in the sum of: $15,000.00
The Department of Public Works experienced an overage in personal services due
to overtime, vacation buybacks, and implementation of the class & compensation
study. This overage in DPW Personal Services can be covered by a transfer from
DPW Expenses.
Chair, Select Board
Date
Transfer voted in the sum of: $15,000.00
Chair, Appropriation Committee
EOY
42
TO: Appropriation Committee & Select Board
SUBJECT: Request for End of Year Transfer between Departmental Line-Items
1. Amount requested:
2. To be transferred to:
Fire Suppression
3. To be transferred from:
Fire Expenses
4. Present balance in Appropriation:
5. Explanation for purpose of transfer:
Action of Select Board:
Approved Disapproved
Action of Appropriation Committee:
Approved Disapproved
Chair, Select Board
Date
Transfer voted in the sum of: $110,000.00
Chair, Appropriation Committee
11230002-585020
Derek Sencabaugh
Department Head
Date
Transfer voted in the sum of: $110,000.00
Account Name Account Number
$120,555.00
In fiscal year 2026 the fire department incurred unbudgeted expenses due to
coverage for injuries on duty, paid parental leave, retirement payout of accrued time,
overtime and adjustments from the Class and Comp study.
Town of Lexington
Request is hereby made for the following transfer between line-items as appropriated via a vote
of Annual Town Meeting, in accordance with M.G.L. Chapter 44, Section 33B, paragraph (b),
as amended by the Municipal Modernization Act.
$110,000.00
11222001-513000
Account Name Account Number
EOY
43
TO: Appropriation Committee & Select Board
SUBJECT: Request for Increase of Authorization of Departmental Revolving Funds
1. Revolving Fund to be Increased:
2. Original Authorization
3. Amount of Increase Requested
4. Revised Authorization
5. Explanation for purpose of authorization increase:
Action of Select Board:
Approved Disapproved
Authorization voted in the sum of:
Action of Appropriation Committee:
Approved Disapproved
Authorization voted in the sum of:
$728,000
Chair, Select Board
Date
$728,000
Chair, Appropriation Committee
$80,000
$728,000
The Building Rental Revolving Fund saw significant activity this year, driving an
increase in maintenance and overtime costs.The proposed increase covers
outstanding invoices and projected remaining payroll for FY26. The Building Rental
Revolving Fund balance of $1,628,542 is sufficient to cover the increased
authorization.
Date
Town of Lexington
Request is hereby made for an increase in the authorization of a Departmental Revolving Fund
authorized via vote of Annual Town Meeting in accordance with MGL, Chapter 44, section 53E½.
Building Rental Rev. Fund
$648,000
Revolving Fund
Increase
44
TO: Appropriation Committee & Select Board
SUBJECT: Request for Increase of Authorization of Departmental Revolving Funds
1. Revolving Fund to be Increased:
2. Original Authorization
3. Amount of Increase Requested
4. Revised Authorization
5. Explanation for purpose of authorization increase:
Action of Select Board:
Approved Disapproved
Authorization voted in the sum of:
Action of Appropriation Committee:
Approved Disapproved
Authorization voted in the sum of:
$1,086,171
Chair, Select Board
Date
$1,086,171
Chair, Appropriation Committee
$52,000
$1,086,171
The Compost Revolving Fund had another strong year, with increased revenues and
activity driving an increase in materials, sales tax, and maintenance costs.The
proposed increase covers outstanding invoices and projected remaining payroll for
FY26. The Compost Revolving Fund balance of $1,387,147 is sufficient to cover the
increased authorization.
Date
Town of Lexington
Request is hereby made for an increase in the authorization of a Departmental Revolving Fund
authorized via vote of Annual Town Meeting in accordance with MGL, Chapter 44, section 53E½.
Compost Revolving
$1,034,171
Revolving Fund
Increase
45
TO: Appropriation Committee & Select Board
SUBJECT: Request for Increase of Authorization of Departmental Revolving Funds
1. Revolving Fund to be Increased:
2. Original Authorization
3. Amount of Increase Requested
4. Revised Authorization
5. Explanation for purpose of authorization increase:
Action of Select Board:
Approved Disapproved
Authorization voted in the sum of:
Action of Appropriation Committee:
Approved Disapproved
Authorization voted in the sum of:
Town of Lexington
Request is hereby made for an increase in the authorization of a Departmental Revolving Fund
authorized via vote of Annual Town Meeting in accordance with MGL, Chapter 44, section 53E½.
Tourism Revolving
$562,000
Chair, Appropriation Committee
$189,000
$751,000
The Tourism Fund had a strong year, with revenues associated with America 250
celebrations. However, increased revenue drove increased expenses for merchandise,
sales tax, and staffing costs, as well as startup costs associated with the iREV tour
program, class & compensation study impacts, and vacation buybacks. The Tourism
Fund Balance of $344,219 is sufficient to cover the increased authorization.
Date
$751,000
Chair, Select Board
Date
$751,000
Revolving Fund
Increase
46
TO: Select Board
SUBJECT: Request for Transfer from Salary Transfer Account
1. Amount requested:
2. To be transferred to:
3. Explanation for purpose of transfer:
Chief Derek Sencabaugh
Action of Select Board:
Approved Disapproved
Transfer voted in the sum of:
In fiscal year 2026 the fire department incurred unbudgeted expenses due to
coverage for injuries on duty, paid parental leave, retirement payout of accrued
time, overtime and adjustments from the Class and Comp study. The Town's Salary
Reserve account has a balance of $1,637,689 which is adequate to cover this
transfer (and others proposed for FY2026).
Department Head
Date
$189,000.00
Chair, Select Board
Account Name Account Number
Town of Lexington
Request is hereby made for the following transfer from the Salary Transfer Account as
appropriated via vote of Annual Town Meeting:
$189,000.00
Fire - Regular Wages 11222001-511000
SA
47
07/ 6/2026 7:10pm
PRESENTER:
Ross Morrow, Assistant Town Engineer
ITEM
NUMBER:
2
AGENDA ITEM SUMMARY
LEXINGTON SELECT BOARD MEETING
AGENDA SECTION TITLE:
ITEMS FOR INDIVIDUAL CONSIDERATION
AGENDA ITEM TITLE:
Update: Adams Street at East Street and at Hancock Street Intersection Design
SUMMARY:
Category: Informational
The Engineering Division will present the proposed design alternatives for the Adams Street/Hancock
Street and Adams Street/East Street Intersection Improvement Projects for the Select Board's review
and feedback. The Board's comments will be incorporated into the evaluation of the alternatives. A
neighborhood meeting to discuss both intersection improvement projects is anticipated to be held in late
summer 2026. The Engineering Division will then return to a future Select Board meeting to request
approval of the preferred intersection designs.
FOLLOW-UP:
Engineering
DATE AND APPROXIMATE TIME ON AGENDA:
ATTACHMENTS:
Memo
Presentation - Intersection Improvement project
Intersection Improvements Comparison Table
48
Town of Lexington
Department of Public Works
Engineering Division
John R. Livsey, P.E., Town Engineer Tel: (781) 274-8305
Ross Morrow, P.E., Assistant Town Engineer Fax: (781) 274-8323
210 BEDFORD STREET • LEXINGTON, MASSACHUSETTS 02420
AGENDA ITEM SUMMARY
LEXINGTON BOARD OF SELECTMEN MEETING
DATE: STAFF:
July 6, 2026 Ross Morrow, P.E., Assistant Town Engineer
Tricia Malatesta, P.E., Senior Civil Engineer
SUBJECT:
Hancock Street at Adams Street and Adams Street at East Street Intersection Improvement
Project PURPOSE OF PRESENTATION:
This presentation is for informational purposes only and is intended to present the intersection
alternatives, including concepts that involve land acquisition, as directed by the Board in
November 2023. The Engineering Division will return to a future Select Board meeting to request
a final vote on the preferred intersection designs. SUMMARY OF PRESENTATION:
The presentation includes the options and concepts explored to date for the reconstruction of
the intersections.
Hancock Street at Adams Street Intersection:
Previously, the concepts developed for the Hancock Street intersection included a mini
roundabout, and four options with revised geometry to a traditional T-intersection: retaining
Hancock Street as the free-flow movement, adjusting Adams Street to Hancock Street to be the
free-flow movement (stop control on Hancock Street southbound), an all-way stop, and a traffic
signal controlling all three approaches. Three concepts have been removed from further
consideration:
49
Due to slopes and grades of the roads and adjacent properties, the roundabout does not
seem feasible.
The traffic signal is not warranted (per Manual on Uniform Traffic Control Devices
(MUTCD) traffic signal warrants).
The T-intersection option that creates a free-flow movement between Adams Street and
Hancock Street does not adequately address the safety concerns that this project is
intended to address.
Of the two remaining concepts, the all-way stop would have the most significant change to the
current intersection condition. Moving forward, the Engineering Division plans to implement a
temporary all-way stop condition to evaluate whether this is a practical option for permanent
installation.
Adams Street and East Street Intersection:
Similarly, the concepts developed for the East Street intersection included a mini roundabout,
and four options with revised geometry to a traditional T-intersection: retaining Adams Street as
the through movement, an all-way stop, and a traffic signal controlling all three approaches.
These concepts kept any permanent impacts limited to within the roadway layout (Town
property). In this location, only the traffic signal concept was eliminated as it is not warranted
(per MUTCD traffic signal warrants).
As part of the previous presentation, it was noted that none of these concepts benefit Hathaway
Road and maintain an “offset” geometry between East Street and Hathaway Road. Due to this
condition, the Select Board requested additional options to be evaluated that would incorporate
Hathaway Road. By applying standard intersection geometry, the design team developed two
additional concepts that were the result of many iterations:
Re-align East Street to create a four-legged intersection with Hathaway Road, with either
all-way stop control, or stop control on East Street and Hathaway Road maintaining
Adams Street as a free-flow movement.
Create a four-legged roundabout with an effort to minimize property impacts resulting in
a peanut shaped roundabout – a peanut-about.
These additional concepts both require land acquisition from the Fiske Commons development
of approximately 3,200 square feet and 4,700 square feet respectively. Because of this, the
Engineering Division engaged in discussion with Fiske Commons and at this time it seems the
residents are not in favor of the concepts that require acquisition of their property.
Attached is a table comparing the concepts by both Level Of Service (LOS) and potential 95th
percentile queue length (one car is approximately 20’). The data shown represents the peak hour
of traffic in the morning and evening. As this is a narrow intersection, specifically turning from
Adams Street southbound to East Street eastbound, a breakdown of truck turning
accommodations has been included on the table as well.
50
COSTS AND FUNDING SOURCES:
The design was initiated utilizing Street Improvement funding. Funding to bring the project to the
final design phase was previously allocated at the 2025 Annual Town Meeting (ATM). Funding for
construction of the intersection improvements, including any potential land acquisition costs,
will be determined at a future date. PUBLIC OUTREACH:
There has been ongoing communication with the Fiske Commons community regarding the
Adams Street and East Street intersection. Comments and feedback received to date have been
incorporated into the development of multiple design concepts and iterations reflecting input
from residents of Fiske Commons.
A neighborhood meeting to discuss both intersections will be scheduled in late summer 2026. IMPACT ON DEPARTMENT GOALS AND ALIGNMENT WITH SELCT BOARD GOALS:
These intersections have been identified as locations with safety concerns for both motorists
and non-motorized users. This project advances the Select Board’s goals of maintaining and
improving physical assets and increasing opportunities for and utilization of safe multimodal
transportation. TIMELINE SUMMARY:
The intersection improvements are currently at the concept level. The project is expected to
move into the 25% design phase in 2027, with construction targeted for 2029–2030. BOARD ACTION:
No action is requested at this time.
Thank you.
51
Hancock St at Adams St &
Adams St at East St
Intersection Improvement Project
Select Board Meeting
July 6, 2026
Prepared by: Lexington Engineering Division
July 2026
52
Project Location
Adams Street
Fiske
Elementary
School
53
Project History
2018
Project Initiation
Completed in 2020
2019
Survey Services
Began traffic data collection and intersection analysis
2020
Design Concept Work
Presented 4 concepts for Hancock at Adams and 3 for Adams at East maintaining work within the ROW
Directed to review Adams at East for more beneficial designs showing property impacts
2023
Select Board Presentation
Solicited feedback from abutter with significant impact
2024-2025
Developed Additional Concepts
July 2026
Select Board Project Update
54
Hancock St at Adams St Intersection
Adams Street
57 Hancock St.
60 Hancock St.
58 Hancock St.
55B Hancock St.
1 Adams St.
55 Hancock St.
4-6 Adams St.
56 Hancock St.
Existing Conditions
Y-Shaped Intersection
Exist. Utilities
Storm, Sewer, Water, Gas,
Electric/Cable/Tele
Exist. Shared Lane Markings
“Sharrows”
Exist. Sidewalk
Safety Concerns
Sight Distance
Geometry Functionality
Operational Capacity
High Number of Conflict Points
Vehicle Queuing
55
Hancock St at Adams St Intersection
SignalizedUnsignalized
Mini Roundabout Hancock SB Stop
56
Hancock St at Adams St Intersection
SignalizedUnsignalized
Hancock SB StopMini Roundabout
57
Hancock St at Adams St Intersection
58
Adams St at East St Intersection
56 Adams St.62 Adams St.
64 Adams St.
68 Adams St.
6 East St.
12 East St.Fiske
Commons
Existing Conditions
Y-Shaped Intersection
Exist. Utilities
Storm, Sewer, Water, Gas,
Electric/Cable/Tele
Exist. Shared Lane Markings
“Sharrows”
Exist. Sidewalk
Safety Concerns
Sight Distance
Geometry Functionality
Operational Capacity
High Number of Conflict Points
Vehicle Queuing
59
Adams St at East St Intersection
SignalizedUnsignalized
Mini Roundabout
60
Adams St at East St Intersection
61
Adams St at East St Intersection
62
The Engineering Division, working with consultant Jacobs, evaluated and refined the intersection concepts through
an iterative design process using a variety of performance metrics and stakeholder input. The development of the
concepts was informed by:
Traffic analysis, including Level of Service (LOS), queue lengths, and conflict points for each proposed intersection
configuration (see table below).
Coordination with property owners affected by potential land impacts to optimize the proposed concepts while
minimizing impacts where feasible.
Adams St at East St Intersection Concept Development
63
Adams St at East St Intersection: 3-Way Mini Roundabout
Pros:
•No Required Land
Acquisition
•Traffic Calming
•Fewer Conflict Points
•Opportunity for
Additional Green Space
•Yields Instead of Stops
•High LOS for All Legs
Except Hathaway
Cons:
•Hathaway Not Included in
Design
64
Adams St at East St Intersection: 3-Way w/ Controlled Stop
at East and All Way Controlled Stop
Pros:
•No Required Land
Acquisition
•Simplest Design
and Construction
•Improves Upon
the Existing
Intersection
Geometry
•All Way Stop Control Improves LOS for East
Street While Reducing LOS for Adams Street
•All Way Stop Control Reduces the Need for
Longer Sight Lines
Cons:
•Hathaway Not Included in
Design
•East Street Still Has Queueing
•Sight Line Issues
65
Adams St at East St Intersection: 4-Way All Controlled Stop
w/ Slip Lane and same with Controlled Stop at East and
Hathaway Only
Pros:
•Improves Upon Existing Intersection
Geometry, Including Sight Distance
•Includes Hathaway in the Intersection
Configuration
Cons:
•Requires Land Acquisition
•All-Way Stop Control Improves LOS for
East Street While Reducing LOS for
Adams Street
66
Adams St at East St Intersection: 4-Way Peanut-About
Pros:
•Traffic Calming
•Fewer Conflict Points
•Opportunity for
Additional Green Space
•Yields Instead of Stops
•High LOS for All Legs
•It’s cute!
Cons:
•Requires Land Acquisition
•More Expensive Option
67
Next Steps & Timeline
July 2026
Select Board Project
update
Summer 2026
Public Outreach:
Neighborhood Meeting
Present public feedback
and preferred concepts
Fall 2026
Select Board
Winter 2026-
2027
Complete 25% Design
(if necessary)
ATM 2027
Request ROW Acquisition
Funding
2027
Complete Final Design
ATM 2028
Request Construction
Funding
January 2029
Bid Project and Select Contractor
2029-2030
Construction
68
Questions and
Comments
69
Town Of Lexington-Intersection Improvements Comparison Table
Date:June 26, 2026
Project Name:
Car School Bus Fire Truck SU-30 WB-40*
NB (8) [5]EB (43) [28]SB (0) [0]WB (360) [213]
NB-LOS(A)[A]EB-LOS(C)[C]SB-LOS(A)[A]WB-LOS(F)[F]
NB (25) [92]EB (63) [25]SB (157) [38]WB (28) [25]
NB-LOS(A)[A]EB-LOS(D)[C]SB-LOS(B)[A]WB-LOS(A)[A]
NB (10) [5]EB (63) [25]SB (0) [0]WB (130) [88]
NB-LOS(A)[A]EB-LOS(D)[C]SB-LOS(A)[A]WB-LOS(E)[D]
NB (45) [285]EB (63) [25]SB (248) [68]WB (58) [40]
NB-LOS(B)[D]EB-LOS(D)[C]SB-LOS(D)[B]WB-LOS(B)[B]
NB (93) [498]EB (23) [15]SB (355) [78]WB (70) [40]
NB-LOS(C)[F]EB-LOS(B)[B]SB-LOS(F)[C]WB-LOS(C)[B]
NB (8) [5]EB (43) [28]SB (0) [0]WB (218) [243]
NB-LOS(A)[A]EB-LOS(C)[C]SB-LOS(A)[A]WB-LOS(F)[F]
NB (38) [126]EB (21) [12]SB (203) [41]WB (30) [26]
NB-LOS(A)[A]EB-LOS(A)[A]SB-LOS(B)[A]WB-LOS(A)[A]
Legend LOS Breakdown
NB -Adams Street Traveling North Level Of Service (LOS)Delay (seconds)
SB -Adams Street Traveling South A 0-10
EB -Hathaway Road Traveling east B >10-15
WB -East Street Traveling West C >15-25
D >25-35
E >35-50
F >50
Intersection Safety Improvements: Adams Street/Hathaway Road/East Street
Concept Comparison Table
Concept ROW Impacts (sf)
[To Fiske Commons Only]
95th Percentile Queue Length (ft)
(AM) [PM]
Level Of Service (LOS)
(AM) [PM]
3,167 sf Overall LOS (F) [D]
3-Way, Stop Controlled @ East St. Only 0 sf Overall LOS (A) [A]
3-Way, All Way Stop Controlled 0 sf Overall LOS (C) [C]
Truck Turning Capability
Testing Vehicles (✔) or (✘)
4-Way, All Way Stop Controlled w/Slip Lane 3,167 sf Overall LOS (E) [F]
Existing Conditions 0 sf Overall LOS (F) [E]
3-Way, Mini Roundabout 0 sf Overall LOS (A) [A]
-----
(✘)(✔)**(✔)**(✔)**(✔)
(✔)***(✔)***(✔)***(✔)***(✔)
(✔)***(✔)***(✔)***(✔)***(✔)
(✔)*****(✔)*****(✔)*****(✔)*****(✔)
Notes:
^ Concepts assessed as 3-way, mini roundabout / stop control with separate stop-control assessment for EB performance. Intersection performance obtained from weighted average of all four approaches.
* WB-40 is not required based on Funcitional Classification of Road, but tested for viability
** School Bus, Fire Truck & SU-30 truck turning is tight . The turning requires movement outside of the travel lanes atop painted islands and paved buffer areas. The turning crosses over oncoming travel lanes which by MassDOT standards is allowed, but
not preferred. The turning cannot maneuver a full 360° turn within the mini roundabout.
*** School Bus, Fire Truck, SU-30 & WB-40 truck turning crosses over oncoming travel lanes which by MassDOT standards is allowed, nut not preferred. (Specifically Right-Turns) Resolution could be to increase radii to accomodate these movements
more feasibly.
**** WB-40 turning requires movement outside of the travel lanes atop painted islands and paved buffer areas, but not by a significant amount.
***** School Bus, Fire Truck, SU-30 & WB-40 truck turning for the left-turn movement onto East Street is tight. The turning requires movement outside of the travel lanes atop painted islands and paved buffer areas. The turning crosses over oncoming
travel lanes which by MassDOT standards is allowed, but not preferred.
(✔)(✔)***** (✔)***** (✔)***** (✔)*****
(✔)(✔)(✔)(✔)(✔)4-Way, Peanutabout 4,714 sf Overall LOS (A) [A]
4-Way Intersection
Stop Controlled at (East St. & Hathaway Rd) w/Slip
Lane
70
07/ 6/2026 7:30pm
PRESENTER:
Ross Morrow, Assistant Town Engineer
ITEM
NUMBER:
3
AGENDA ITEM SUMMARY
LEXINGTON SELECT BOARD MEETING
AGENDA SECTION TITLE:
ITEMS FOR INDIVIDUAL CONSIDERATION
AGENDA ITEM TITLE:
Approve: Temporary Bike Lanes & Green Paint on Massachusetts Avenue - Between Bow Street &
Maple Street
SUMMARY:
Category: Decision-making
The Board previously authorized temporary on street bike lanes, including green high visibility
markings, along Massachusetts Avenue from Bow Street to Maple Street as part of an MWRA project
detouring bicyclists during a bikeway closure. With MWRA work nearing completion, its permit
requires restoring the roadway to its prior condition, which would mean grinding out the bike lanes and
green paint and re striping.
At the June 8, 2026 meeting, a request was presented to the Select Board to retain the current
configuration temporarily. The Board asked staff to return with more information on impacts to directly
affected properties, including commercial abutters.
Ross Morrow, Assistant Town Engineer, will present outreach results, abutter comments, and staff’s
recommended approach for managing this corridor until the next planned resurfacing.
PROPOSED MOTION:
Move to (authorize/not authorize) retention of the current temporary bike lane configuration and
associated pavement markings on Massachusetts Avenue between Bow Street and Maple Street as an
interim treatment, to remain in place until the next scheduled resurfacing of this corridor or until further
action by the Board.
DATE AND APPROXIMATE TIME ON AGENDA:
ATTACHMENTS:
Memo presented at 6-8-2026 Meeting
LBAC Letter Green Bike Lanes Mass Ave July 2026.pdf
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Town of Lexington
ENGINEERING DIVISION
John Livsey, PE, Town Engineer
Ross Morrow, PE, Assistant Town
Engineer
201 Bedford Street
Lexington, MA 02420
Tel (781) 274-8305
http://www.lexingtonma.gov/engineering
Page 1 of 5
Memorandum
To: Steve Bartha, Town Manager
Kelly Axtell, Deputy Town Manager
Jill Hai, Select Board Chair
Select Board Members
Kim Katzenback, Executive Clerk
From: Ross Morrow, PE, Assistant Town Engineer
Date: June 4, 2026
Re: Bicycle lanes along Massachusetts Ave.
____________________________________________________________________________________
Background:
Massachusetts Water Resource Authority (MWRA) was granted a permit to close the Minuteman
Commuter Bikeway (bikeway) between Maple St. and Bow St. to facilitate installation of a 24-inch
watermain. As a condition of the permit, they were required to install temporary bike lanes along
Massachusetts (Mass) Ave., between Pleasant St. and Bow St. (there were bike lanes already in place
between Maple St. and Pleasant St.). Additionally, in the interest of safety, MWRA agreed to resurface
the pavement where the temporary bike lanes would be, as well as apply green paint in the bike lanes for
the full bikeway detour to increase visibility and alert motorists of the new bike lanes.
MWRA’s construction on, and closure of, the bikeway is coming to an end. Typically, a permit for work
within a town roadway would require the applicant to return the roadway to its previous condition. In this
case MWRA is required to remove the temporary section of bike lanes (between Pleasant St. and Bow St.)
and the green paint (between Maple St. and Bow St.).
During installation, the green paint material caused an excessive odor that did not disperse as quickly as
expected; this may have been exacerbated by installation in cooler temperatures and the extended duration
of painting operations. While non-toxic, it seemed to be a nuisance for residents. Additionally, adding the
bike lanes resulted in loss of approximately:
5 parking spots between 626 Mass Ave. and Wilson’s Farm truck access drive (south side)
23 parking spots between 627 Mass Ave. and 485 Mass Ave. (north side)
The final product, however, appears to be extremely beneficial. The combination of dedicated bike lanes
with the highly visible green paint allowed for safer travel for cyclists during the closure of the bikeway.
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2
Request:
MWRA, in coordination with the Engineering Division, is requesting the Lexington Select Board vote to
extend the length of time the temporary bike lanes and green paint remain in place. This approval will
absolve MWRA of the requirement to remove them.
Note, this request continues to consider the bike lanes temporary and does not include requiring DPW to
maintain (repaint) the temporary bike lanes or green paint. We anticipate a complete resurfacing of Mass
Ave. between Pleasant St. and Bow St. in approximately 2-4 years, pending additional utility installation
projects (National Grid has notified Engineering that their gas main is scheduled for replacement). Prior
to the resurfacing project, we will review the roadway conditions, the Town-wide Bicycle and Pedestrian
Plan, Architectural Access Board and Americans with Disabilities Act requirements, and other relevant
policies and documents to develop a cohesive design for the area. There will be a separate public process
for that effort.
Additional Information:
Requiring removal will add further disruption to residents and businesses as parking restrictions
will be required where the bike lanes and green paint are to be removed. This will also add
additional time to MWRA’s current construction operations.
Removal will require grinding out the pavement to eradicate markings, followed by asphalt
patching, and may be detrimental to the overall pavement condition.
This section of Mass Ave. is ranked 6th on the Bike Facilities prioritization list of the Town-wide
Bicycle and Pedestrian Plan, with the recommendation to add bike lanes.
The temporary loss of parking is not desirable but does not seem to significantly impact residents.
Both the Lexington Bicycle Advisory Committee and the Transportation Safety Group have
discussed and support leaving the bike lanes in place.
Action:
The request requires the Board’s vote, and Engineering will relay the decision through the town’s
permitting portal.
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3
Exhibits:
Mass Ave. at Charles St. looking west:
Mass Ave. at Hillside Ave. looking west (no parking on westbound side):
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4
Mass Ave. at Gibson Rd. looking west (previously installed bike lanes, MWRA added green paint):
Nearmap aerial view of Mass Ave. between Fottler Ave. (upper left) and Bowker St. (lower right):
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5
Nearmap aerial view of Mass Ave. between Maple St. (upper left) and Locust Ave. (lower right):
76
Town of Lexington, Massachusetts
Bicycle Advisory Committee
BETTY GAU, CHAIR
DAVID ARMSTRONG
JONATHAN BERNAYS
JAMES CADENHEAD
SUZAN CHEN
JASON DEARLING
SARAH HEWS
JONATHAN SCHWARZ
THOMAS SHIPLE
1625 MASSACHUSETTS AVENUE LEXINGTON, MASSACHUSETTS 02420
Date: July 2, 2026 To: Select Board CC: Steve Bartha, Town Manager
Ross Morrow, Assistant Town Engineer Re: Massachusetts Avenue Green Bike Lanes
Dear Members of the Select Board,
The Bicycle Advisory Committee is in full support of keeping the green bike lanes installed by the MWRA along Massachusetts Avenue between Maple and Bow Streets. The Select Board FY27 Goals, specifically 5.2 Advance the Bicycle and Pedestrian access plan and
Traffic Safety Group recommendations as a means of increasing safety and multi-modal and public transportation, directly supports preserving these lanes in an effort to improve bike safety, promote the Bicycle / Pedestrian Plan and increase safe multi-modal transportation. Importantly, this section of Massachusetts Avenue is identified as a high-priority corridor in the Town-wide Bicycle and Pedestrian Plan, ranking seventh for recommended bike facility improvements, filling a critical gap in the Lexington cycling network (page 4 of the Executive Summary).
Maintaining the temporary lanes aligns with the Town’s long-term goals and provides a valuable interim solution until the anticipated full resurfacing and redesign effort in the coming years. The support expressed by both the Bicycle Advisory Committee and the Transportation Safety Group further
underscores the value of keeping these facilities in place and supports the Select Board goal. The existing green bike lanes directly support the recommendations of the Bike/Ped plan.
Since the green bike lanes have been installed they have demonstrated clear and immediate benefits for public safety. The dedicated bike lanes provide a predictable, well-defined space for cyclists navigating this busy corridor. These lanes offer a safer, more comfortable route for people biking along this busy section of town. Cyclists who ride fast have the option to travel safely on these bike lanes at greater speed than on the Minuteman Commuter Bikeway, which has an additional benefit of reducing traffic on the Bikeway. Based on a survey on the Minuteman Bikeway Users Facebook page, the overwhelming response from cyclists is to keep the green bike lanes. Over 90% of approximately 130 people who responded to the survey are in favor of keeping the lanes, for reasons summarized as follows:
• The green bike lanes are safer as configured than an unmarked roadway
• The green bike lanes complement the Minuteman Commuter Bikeway (MMBW) and reduce congestion on the MMBW by providing an alternative for faster, more confident cyclists
• Bike lanes serve a real transportation need that the MMBW cannot meet entirely
77
Town of Lexington, Massachusetts
Bicycle Advisory Committee
BETTY GAU, CHAIR
DAVID ARMSTRONG
JONATHAN BERNAYS
JAMES CADENHEAD
SUZAN CHEN
JASON DEARLING
SARAH HEWS
JONATHAN SCHWARZ
THOMAS SHIPLE
1625 MASSACHUSETTS AVENUE LEXINGTON, MASSACHUSETTS 02420
• Encouraging bike use through infrastructure improvements to promote cycling safety is a plus for the Town
• Allowing the lanes to remain avoids unnecessary disruption and preserves the safety benefits already realized.
Please see the attached document for a summary of the survey results. For these reasons, we recommend the Select Board approve Assistant Town Engineer Ross Morrow’s recommendation to allow the temporary bike lanes and green markings to remain until the corridor undergoes comprehensive redesign and resurfacing. Finally, we agree that it's important to survey the abutters of Mass Ave. to understand the positive and negative impacts of the bike lanes. In terms of parking spaces, we note that the 23 parking spots on the north side all abut residential properties and were largely unused, and several of the five parking spots on the south side were likely used by Wilson's Farm employees.
Thank you for your consideration and for your continued commitment to improving safety and mobility for all who travel in Lexington by making this a FY27 Goal.
78
Some perspectives on Mass Ave Green Bike lanes
Origin:
Part of MWRA contract to accommodate
MMBW closure during sewer renovation –
included a provision for removal once
MMBW reopened
User Feedback:
•4-season use by commuters
•No reports of loss of traction due to
painted surface
•Fewer “scary passes” by motorists,
but still subject to “door” hits
•Awkward transition at Maple St
Impact:
•Loss of 5 parking spots south side, 23
parking spots north side of Mass Ave
just east of Pleasant St
•Aesthetic disruption to appearance of
Mass Ave, disruption during
installation
Should the Town request that the bike lanes be
left in place?
•Town officials conducting informal outreach to abutters
•Local volunteers collecting feedback via online poll hosted
on MMBW Users Facebook page – “Should Town make
temporary hi-viz bike lanes on Mass Ave permanent?”
Facebook poll summary – less than 2% negative response
•Approx 134 comments submitted, strongly biased in favor of retention
– representative samples paraphrased below:
•“Why spend money to remove?”
•“Bike lanes move high speed bike traffic off of MMBW”
•“Green paint does not cause any traction loss when wet”
•“Bike lanes support ridership for transportation, non-recreational use”
•”Should extend bike lanes, add more bike-friendly infrastructure”
•“Helps motorists pass cyclists safely”
•“Raises motorist awareness of cyclist traffic”
•“Town should maintain them”
•A few objections to difficulty with backing out of driveways, concern
about cost of maintaining, desire for bikes to “remain on bike path”79
PRESENTER:
Meghan Roche, Assistant Planning Director
ITEM
NUMBER:
4
AGENDA ITEM SUMMARY
LEXINGTON SELECT BOARD MEETING
AGENDA SECTION TITLE:
ITEMS FOR INDIVIDUAL CONSIDERATION
AGENDA ITEM TITLE:
Approve: Amendment to Chapter 192 Traffic Rules and Orders
SUMMARY:
Category: Decision-Making
4-Way Stop Sign Intersection at Forest Street/Clarke Street
4-Way Stop Sign Intersection at Forest Street/Muzzey Street
The Transportation Safety Group recommends that the Select Board vote to amend the Traffic Rules
and Orders, Chapter 192-10, Schedule 7, establishing All-Way Stop Control (AWSC) at two
intersections on Forest Street: Forest Street at Clarke Street and Forest Street at Muzzey Street. Both
intersections are located in a predominantly residential neighborhood with high volumes of pedestrian
and bicycle traffic, and are in close proximity to Lexington High School and the Center Recreation
Complex. An analysis finds that an All-Way Stop Control (AWSC) is warranted at the intersection of
Forest Street and Muzzey Street, and potentially warranted at the intersection of Forest Street and
Clarke Street.
Parking Restrictions on Parker Street
The Transportation Safety Group recommends that the Select Board vote to amend the Traffic Rules
and Orders, Chapter 192-18, Schedule 1, "Parking Prohibited or Restricted," to add the following
parking restrictions on Parker Street:
No parking would be permitted on the northeast side of Parker Street between Clarke Street and
Jackson Court from 6:00 AM to 10:00 AM, Monday through Friday.
No parking would be permitted on the southwest side of Parker Street between Jackson Court and
the shared property line of 15 and 17 Parker Street from 6:00 AM to 10:00 AM, Monday through
Friday.
No parking would be permitted on the northeast side of Parker Street between the driveway of 16
Parker Street and Massachusetts Avenue, :00 AM to 10:00 AM, Monday through Friday.
Meghan Roche, Assistant Planning Director, will provide an overview of each of the recommendations.
PROPOSED MOTION:
Motion 1 - Forest Street
Move to amend the Traffic Rules and Orders, Chapter 192-10, Schedule 7, establishing All-Way Stop
Control (AWSC) at two intersections on Forest Street: Forest Street at Clarke Street and Forest Street at
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07/ 6/2026 7:40pm
Muzzey Street.
Motion 2 - Parker Street
To amend the Traffic Rules and Orders, Chapter 192-18, Schedule 1, "Parking Prohibited or Restricted,"
to add: no parking on the northeast side of Parker Street between Clarke Street and Jackson Court, 6:00
AM to 10:00 AM, Monday through Friday; no parking on the southwest side of Parker Street between
Jackson Court and the shared property line of 15 and 17 Parker Street, 6:00 AM to 10:00 AM, Monday
through Friday; and no parking on the northeast side of Parker Street between the driveway of 16 Parker
Street and Massachusetts Avenue, 6:00 AM to 10:00 AM, Monday through Friday.
Move to approve the consent.
DATE AND APPROXIMATE TIME ON AGENDA:
ATTACHMENTS:
Forest-Muzzwy Clarke Memo- All Way Stop Intersections
TEC Engineering Group Analysis Report Forest-Muzzey
TEC Engineering Group Analysis ReportForest-Clarke
Parker Street Memo - parking_7.6.26.pdf
Parker St Proposed Parking Graphics_7.6.26.pdf
81
1
TOWN OF LEXINGTON
TRANSPORTATION SAFETY GROUP
1625 Massachusetts Avenue
Lexington, Massachusetts 02420
https://www.lexingtonma.gov/279/transportation-safety-group
Date: June 26, 2026
To: Steve Bartha; Town Manager
Cc: Kim Katzenback, Executive Clerk Select Board
Kelly Axtell, Deputy Town Manager
John Livsey, Town Engineer
Carol Kowalski, Assistant Town Manager for Development
Chief Michael McLean, Police
Fr: Transportation Safety Group
RE: Recommended Traffic Regulation Amendments
All Way Stop Control (AWSC) at the Intersection of Forest Street and Clarke Street
All Way Stop Control (AWSC) at the Intersection of Forest Street and Muzzey Street
Requested Action:
Vote to amend Traffic Rules and Orders: Chapter 192-10 Schedule 7 Stop Signs and Yield Signs to add:
Stop sign and line on Forest Street at Clarke Street in the northbound direction
Stop sign and line on Forest Street at Clarke Street in the southbound direction
Stop sign and line on Forest Street at Muzzey Street in the northbound direction
Stop sign and line on Forest Street at Muzzey Street in the southbound direction
The Transportation Safety Group (TSG) hired TEC, Inc. (“TEC”) to evaluate and provide recommendations for
stop control measures at the intersection of Forest Street with Muzzey Street, and the intersection of Forest Street
with Clarke Street. The assignment consisted of collecting turning movement counts, field work to confirm
existing conditions, compiling crash data, and providing a list of recommended improvements at both
intersections.
Over the last few years TSG has received many concerns from residents about these two intersections. Residents
of the neighborhood note that they have witnessed accidents and near-accidents caused by vehicles “inching out”
into the intersection(s), they have noted overall confusion from motorists over who has the right of way, and
incidents of vehicles not stopping for pedestrians in the crosswalks. The crash data in TEC’s report lists 7 crashes
at the Forest-Muzzey intersection from 2019 to 2024, and 57% of those crashes involved a bicyclist or pedestrian.
Forest St at Clarke St
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2
Under existing conditions, this intersection is a four-legged two-way stop-controlled (TWSC) intersection. Both
approaches on Clarke Street are under stop control while the Forest Street approaches are free flowing. This
intersection is located in a residential neighborhood and serves as a key vehicular and pedestrian junction north
of the high school.
TEC recommends that the two-way stop control at this intersection be retained, noting that there is no inherent
benefit of switching the stop control from Clarke Street to Forest Street. In addition, an AWSC is only potentially
warranted because sight lines from the Clarke Street approaches are restricted by the location of on-street parking,
and this condition could be mitigated solely by repositioning on-street parking limits.
Note that although TEC has provided a recommendation to maintain the two-way stop-control condition, the
evaluation does present data that all-way stop-control is ‘potentially’ warranted based on insufficient sight line
characteristics per Manual on Uniform Traffic Control Devices for Streets and Highways (MUTCD) Section
2B.14(01); pending whether obstructions to the sight lines could be removed. Where obstructions to the sight line
are maintained in a future condition due to other external circumstances, TEC does not have objection to the
conversion from two-way stop-control to all-way stop-control while the limited sight line restriction is still in
place as the warranting condition is therefore met [Samuel W. Gregorio, PE, PTOE, RSP, TEC, Inc.]
Forest at Muzzey
Under existing conditions, the intersection of Forest Street and Muzzey Street is a four-legged two-way stop-
controlled intersection. Both approaches on Muzzey Street are under stop control while the Forest Street
approaches are free flowing. The Muzzey Street southbound approach enters the intersection as a one-way. This
intersection is located in a residential neighborhood and serves as a key vehicular and pedestrian junction north
of the high school.
TEC states that an AWSC is warranted at this intersection under MUTCD Section 2B.14-Warrant B [Sight
Distance], noting that sight lines from the Muzzey Street approaches are below AASHTO minimum
recommendations, being restricted by vegetation, stationary objects and on-street parking. It is important to
mention that “although this intersection does not specifically meet the warranted under MUTCD Section 2B.13-
Warrant A [Crash Experience]”, the “level of pedestrian traffic merits further consideration of enhanced traffic
control beyond the existing TWSC conditions”.
TSG’s Recommendation
Given the high volume of pedestrian and bicycle traffic in a predominantly residential neighborhood, as well as
the proximity of both intersections to the Lexington High School and Center Recreation Complex, the
Transportation Safety Group is recommending both intersections (Forest at Clarke and Forest at Muzzey) be
changed to AWSC. As noted above, an AWSC is warranted at the intersection of Forest St and Muzzey St, and
an AWSC is potentially warranted at the intersection of Forest St and Clarke St. The Transportation Safety Group
requests the Select Board review the recommendations report and vote to approve the changes to the Traffic Rules
and Orders, Chapter 192-10 Schedule 7.
It should be noted that the report provided by TEC recommends other improvements to these intersections
including, but not limited to, Advanced Stop Control Warning Signs, Pedestrian Crossing Signs, LED signage and
relocation of on-street parking; in addition to more extensive and costly improvements such as reconstruction of
curb radii and relocation of utility poles. TSG did not want to recommend any relocation or removal of on-street
parking at this time and will monitor the effectiveness of the stop control measures if modified for future
improvements.
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TECHNICAL MEMORANDUM
T:\T0994\T0994.11\Docs\Memos &
Trans\T0994.11_Memo_Forest-Muzzey.docx
TEC, Inc. (TEC) has been retained by the Town of Lexington to evaluate the safety and
operational characteristics, primarily the traffic control conditions, at the intersection of Forest
Street / Muzzey Street in Lexington, Massachusetts. The four-legged two-way stop-controlled
(TWSC) intersection is located in a residential neighborhood just south of Lexington Town Center
and serves as a key vehicular and pedestrian junction north of Lexington High School, with a
driveway to the school south of the intersection off of Park Drive.
TEC has evaluated the traffic operations and safety characteristics of the study area under a base
year condition consistent with the Transportation Impact Assessment (TIA) Guidelines issued by
the Massachusetts Department of Transportation (MassDOT)1 and the standards of the Traffic
Engineering and Transportation Planning professions for the preparation of such reports. The
findings and recommendations for the improvements are based on the detailed traffic analyses
included in this technical memorandum.
EXISTING CONDITIONS
Intersection Geometry
Muzzey Street intersects Forest Street to form a four-legged unsignalized intersection. Both the
Muzzey Street northbound and southbound approaches are under stop control while the Forest
Street eastbound and westbound approaches are free flowing. Forest Street and Muzzey Street’s
northerly leg are classified as urban collector roadways while the Muzzey Street southerly leg is
classified as a local roadway. All four intersection approaches consist of a single general-purpose
travel lane. The Muzzey Street southbound approach enters the intersection as a one-way
approach while directional flow along each of the other approaches is unmarked. Both Muzzey
Street and Forest Street are 22-to-23-feet wide curb-to-curb dependent on the approach.
On-street parking is permitted along the southerly side of Forest Street except for between 6:00
AM to 10:00 AM from Monday to Friday. On-street parking is also permitted along the westerly
side of Muzzey Street with locations south of Forest Street prohibiting on-street parking Monday
to Friday between 7:00 AM and 3:30 PM. Locations to the north of Forest Street are metered.
1 Transportation Impact Assessment (TIA) Guidelines; Massachusetts Department of Transportation; March 13, 2014.
TO: Meghan McNamara, Asst. Planning Director
Town of Lexington
1625 Massachusetts Avenue
Lexington, Massachusetts 02420
DATE: January 9, 2025
FROM: Samuel W. Gregorio, PE, PTOE, RSP1, Project Manager
Rebecca L. Dean, Project Engineer
PROJECT #: T0994.11
RE: Forest Street / Muzzey Street - Lexington, Massachusetts
Intersection Safety & Stop Control Evaluation
84
Forest Street / Muzzey Street – Lexington, Massachusetts
Intersection Safety & Stop Control Evaluation
January 9, 2025
Page 2 of 18
Generally, the width of each intersection approach,
except for the Muzzey Street southbound one-way
approach, may be too narrow to support formal on-street
parking lanes. On-street parking designations and parking
prohibition traffic signs are provided on each intersection
approach. The location of the marked on-street parking
lane along the westerly side of Muzzey Street, north of the
intersection, creates an alignment challenge for
southbound vehicles which need to track up to 10 feet to
the right upon crossing through the intersection.
A sidewalk is present along both sides of all intersection
approaches. Vehicle and pedestrian traffic are vertically
separated by granite curbing (limited curb reveal) and a
grass buffer (width varies by approach). Crosswalks are
marked across the Muzzey Street northerly leg and both legs of Forest Street. Pedestrian curb
ramps are provided at the terminus of each crosswalk which visually appear to be in compliance
with Americans with Disabilities Act (ADA) / Architectural Access Board (AAB) / Public Right-of-
Way Accessibility Guidelines (PROWAG). There are no pedestrian crossing traffic signs (W11-2
and W16-7p) signs or advanced pedestrian warning and ‘Ahead’ plaque (W11-2 and W16-9p)
signs along and in advance of the uncontrolled crossings of Forest Street. There is no formal
bicycle accommodation provided at, or in advance, the intersection. The study intersection is
shown graphically in Figure 1.
Speed Zoning
The Town of Lexington opted-in to MGL Chapter 90 Section 17C (c.90 § 17C) defining the
statutory speed limit within thickly settled areas / business districts as 25 miles per hour (mph) on
May 12, 2017. Each roadway is subject to this statutory speed as there is no MassDOT Special
Speed Regulations documented along either intersection roadway. Speed limit signage is not
posted along any of the intersection approaches.
Existing Traffic Volumes
To establish existing traffic volume conditions at the intersection, TEC commissioned a Turning
Movement Count (TMC) during a typical weekday period on Tuesday, November 12, 2024, and
Thursday, November 13, 2024, from 7:00 AM to 7:00 PM. Area schools were in regular session
during the time of traffic counts. The traffic count defined the weekday morning peak hour as 8:00
AM – 9:00 AM on both November 12th and November 13th. The weekday evening peak hour was
defined as 2:45 PM – 3:45 PM on November 12th and 3:00 PM – 4:00 PM on November 13th. A
detailed summary of the TMC, partitioned into 15-minute intervals, is provided within Attachment
A.
Image 1: Muzzey Street northbound
movement directly opposing Muzzey
southbound movement.
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North1" = 300'
Figure 1
T:\T0994\T0994.11\CAD\Highway\Graphics\T0994.11_ Locus Map-FDR.dwg 12/16/2024 2:13:47 PMTechnical Memorandum
Forest Street @ Muzzey Street - Lexington, Massachusetts
Project Location Map
TEC, Inc.
282 Merrimack Street, 2nd Floor
Lawrence, MA 01843
978-794-1792
www.TheEngineeringCorp.com
Ma
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Waltham StreetFo
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Park Drive Muzzey StreetClarke StreetClarke StreetPa
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Lexington
High School
86
Not to Scale
Figure 1
T:\T0994\T0994.11\CAD\Highway\Graphics\T0994.11_Traffic Networks.dwg 1/2/2025 10:55:15 AMForest Street @ Muzzey Street - Lexington, Massachusetts
Technical MemorandumNorth
TEC, Inc.
282 Merrimack Street
Lawrence, MA 01843
978-794-1792
www.TheEngineeringCorp.com
2024 Base Year Conditions
Weekday Morning and Evening
Peak Hour Traffic Volumes
87
Forest Street / Muzzey Street – Lexington, Massachusetts
Intersection Safety & Stop Control Evaluation
January 9, 2025
Page 5 of 18
Seasonal Adjustment Considerations
In accordance with MassDOT standards, traffic volumes are typically adjusted to average-month
conditions. TEC reviewed MassDOT’s weekday seasonal and axle correction factors as published
in 2023 (most recent publication). The factors provide a month-to-month overview of traffic
volumes statewide by roadway functional classification and land (urban vs. rural) type. For both
urban collectors and local roadways, traffic volumes in the month of November are 9.0 percent
higher than average-month conditions (factor of 0.91). Therefore, the traffic volumes were
unadjusted to reflect a conservative traffic volume condition. The resulting 2024 Existing Year
Conditions weekday morning, weekday midday, and weekday evening peak hour traffic volumes
are illustrated in Figure 2.
SAFETY ANALYSIS
Sight Distance Measurements
TEC, Inc. visited the site in December 2024 to measure the available sight distances along the
several approaches where applicable. Although typical intersection sight distance (ISD) is not
evaluated from a stop-control to stop-control approach, the evaluation of traffic control itself is
under evaluation as part of this technical memorandum. The available sight distances were
compared to minimum requirements established by the American Association of State Highway
and Transportation Officials (AASHTO).
Sight distance represents the length of roadway that is visible to a driver traveling within the
roadway. Two types of sight distance are typically evaluated for driveways and intersections:
stopping sight distance (SSD) and intersection sight distance (ISD). SSD is the minimum distance
required for a driver traveling along a roadway to perceive an object in the roadway and stop
safely in advance of the object when traveling on a wet pavement surface. SSD is measured from
an eye height of 3.5 feet to an object height of 2 feet above the ground, which is equivalent to a
driver viewing the taillight of a vehicle ahead. SSD is measured along the centerline of the travel
lane approaching the driveway or intersection.
ISD represents the length of the roadway visible to a driver waiting to exit a driveway or minor
street. Minimum ISD requirements are based on the distance required for a driver to exit a minor
street onto a major street without requiring an approaching vehicle to reduce its speed from the
design speed to less than 70 percent of the design speed. ISD is measured from an eye height
of 3.5 feet to an object height of 3.5 feet and is measured from a distance 14.5 feet off the edge
of the travel-way of the major roadway to represent a driver waiting to exit a driveway or minor
roadway.
SSD is typically considered the critical sight distance, as it represents the minimum distance
required for safe stopping, while ISD represents an acceptable speed reduction for approaching
vehicles. The ISD, however, must be at least equal to the minimum required SSD to prevent a
driver from entering the roadway when an approaching vehicle is too close to safely stop. The
guidance provided by AASHTO states:
“If the available sight distance for an entering or crossing vehicle is at least equal
to the appropriate stopping sight distance for the major road, then drivers have
sufficient sight distance to anticipate and avoid collisions. However, in some cases,
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Forest Street / Muzzey Street – Lexington, Massachusetts
Intersection Safety & Stop Control Evaluation
January 9, 2025
Page 6 of 18
this may require a major-road vehicle to stop or slow to accommodate the
maneuver by a minor-road vehicle. To enhance traffic operations, intersection sight
distances that exceed stopping sight distances are desirable along the major road.”
Tables 1 and 2 provide a summary of the available SSD and ISD, respectively, along each of the
subject approaches. Note that SSD is typically not measured along stop-controlled approaches
and ISD is typically not measured along free-flowing approaches. Sight distance was collected in
each of these instances as a portion of the analysis includes the potential to relocate the stop-
control among the several approaches.
Table 1 – Stopping Sight Distance Measurements
Approach / Direction
Operating
Speed (a)
AASHTO
Recommended
Minimum
Measured Stopping
Sight Distance
Forest Street at Muzzey Street:
Forest Street eastbound 25 MPH 155 FT >500 FT
Forest Street westbound 25 MPH 155 FT >500 FT
Muzzey Street at Forest Street:
Muzzey Street northbound 25 MPH 155 FT >500 FT
Muzzey Street southbound 25 MPH 155 FT >500 FT
a Speed based on existing statutory speed.
Table 2 – Intersection Sight Distance Measurements
Approach / Direction
Operating
Speed (a)
AASHTO
Recommended
Minimum
AASHTO
Desired
Minimum
Measured
Intersection Sight
Distance
Forest Street [Eastbound]:
Looking (left) to the north
Looking (right) to the south
25 MPH
25 MPH
155 FT
155 FT
280 FT
280 FT
90 FT b
>500 FT
Forest Street [Westbound]:
Looking (right) to the north
Looking (left) to the south
25 MPH
25 MPH
155 FT
155 FT
280 FT
280 FT
330 FT
130 FT
Muzzey Street [Northbound]:
Looking (left) to the west
Looking (right) to the east
25 MPH
25 MPH
155 FT
155 FT
280 FT
280 FT
240 FT
100 FT b
Muzzey Street [Southbound]:
Looking (left) to the east
Looking (right) to the west
25 MPH
25 MPH
155 FT
155 FT
280 FT
280 FT
150 FT
130 FT
a Speed based on existing statutory speed.
b Sight line limited by existing on-street parking limits.
The SSD approaching the intersection along both Forest Street and Muzzey Street exceeds
AASHTO minimums for safe operations.
Assuming the existing TWSC conditions with stop-control present along both the Muzzey Street
northbound and southbound approaches, the ISD along Muzzey Street northbound is limited by
the location of unmarked on-street parking spaces (position of the ‘No Parking Here to Corner’
signs) looking right. The sightlines are further challenged by the position of the stop line along the
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Muzzey Street northbound approach which is set
approximately 23-feet back from the edge of travel way
where a vehicle must pass the existing stop line location
to maximize sightlines. These sightlines have the
potential to extend much further to the east and west
upon further restrictions on the location of on-street
parking along the southerly side of Forest Street. For the
Muzzey Street southbound approach, the ISD is slightly
less than the AASHTO minimum recommendations with
the sightlines restricted to the west by the hedge grove
adjacent to 33 Muzzey Street and to the east by the
arborvitaes in front of the wooden fence adjacent to 32
Muzzey Street. The sightlines are once again further
challenged by the position of the stop line along the
Muzzey Street southbound approach which is set approximately 24-feet back from the edge of
the travel way where a vehicle must pass the existing stop line location to maximize sightlines.
Assuming an alternative TWSC condition where stop control was relocated to Forest Street
approaches, the ISD along Forest Street eastbound is limited looking north by the marked on-
street parking stalls. ISD to the south does exceed AASHTO minimum recommendations. For
Forest Street westbound, the ISD looking north is limited by the bushes in front of the wooden
fence adjacent to 32 Muzzey Street while the ISD looking south does exceed AASHTO minimum
recommendations.
Crash History Analysis
Crash records for the study intersection were compiled and analyzed for the most recent six-year
period (2019 – 2024) on file with the MassDOT’s Interactive Mapping Portal for Analysis and
Crash Tracking (IMPACT) system. The motor vehicle crash data was reviewed to determine if
any crash trends exist within the study area. A summary of the vehicle crash data and intersection
crash rates are provided in Table 3.
Crash Rate Worksheets
In addition to examining the number of crashes at the study area intersection, a crash rate was
calculated to compare the occurrence of crashes to the volume of traffic passing through the
intersection. The crash rate per million entering vehicles (MEV) was calculated using the weekday
evening peak hour volumes from the TMCs and a K-factor obtained from the AADT listed on
MassDOT’s Road Inventory Viewer. The crash rate at the study area intersections was compared
to the statewide and district-wide averages published by MassDOT in June 2018 to determine the
significance of the crash occurrence. The statewide average for unsignalized intersections is 0.57
crashes per MEV and the District 4 average for unsignalized intersections is also 0.57 crashes
per MEV. Crash rates are calculated based on years of complete MassDOT data only (2018 –
2020). A compilation of the MEV rate calculation worksheet and detailed crash data are provided
in Attachment B.
Image 2: ISD sightline from Muzzey Street
southbound looking west to Forest Street
eastbound.
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Crash Summary
The study intersection experienced seven (7) crashes over the seven-year study period, yielding
a crash rate of 0.47 crashes per MEV. The crash rate for this intersection is lower than the
statewide and district-wide averages for unsignalized intersections. Two-thirds (4 of 6 crashes) of
the crashes at this location were crashes involving a pedestrian or bicycle. One (1) of these
pedestrian crashes involved a pedestrian within a crosswalk while the other involved multiple
pedestrians out of a crosswalk walking to/from school. Five (5) of the seven (7) crashes occurred
during the afternoon peak period between 3:00 PM and 6:00 PM.
Table 3 – Intersection Crash Summary
TRAFFIC WARRANTS
Multi-Way Stop Control Warrant Analysis
Multi- or All-way stop-control (AWSC) is a useful safety measure at unsignalized intersections if
certain traffic conditions exist. Multi-way stop control can be used where the volume of vehicle
Parameter Intersection
Crash Year
2018 1
2019 1
2020 1
2021 0
2022 2
2023 0
2024 2
TOTAL 7
Average Annual 1.00
Crash Rate (2018-2020) 0.47
Manner of
Collision
Angle 3
Rear-end 0
Sideswipe 0
Single Vehicle 0
Head-on 0
Ped/Bike 4
Other/NR 0
TOTAL 7
Road
Surface
Conditions
Dry 5
Wet 1
Snow / Ice 0
Other / Unknown 1
TOTAL 7
Injury Status
(Crash
Severity)
Property Damage 3
Non-Fatal Injury 4
Not Reported 0
TOTAL 7
Day of Week
Monday-Friday 7
Saturday-Sunday 0
TOTAL 7
Time of Day
6:00AM-9:00AM 1
9:00AM-3:00PM 1
3:00PM-6:00PM 5
6:00PM-6:00AM 0
TOTAL 7
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and multi-modal traffic on the intersecting road approaches and crosswalks are approximately
equal. Installation of multi-way or “all-way” stop-control is based upon Section 2B.12 through
2B.17 of the Manual on Uniform Traffic Control Devices (MUTCD), 11th Edition, which outlines the
guidance and options, as noted below. Only those applicable warrants are highlighted.
• Section 2B.13 – Warrant A [Crash Experience]:
o 2B.13(01)(A) - For a four-leg intersection, there are five or more reported
crashes in a 12-month period or six or more reported crashes in a 36-month
period that were of a type susceptible to correction by the installation of all-
way stop control.
NOT MET – Although crash report narratives and diagrams were not
specifically examined as part of this study, the data available would note
that one (1) crash may be correctable during the most recent 36-month
period.
• Section 2B.14 – Warrant B [Sight Distance]:
o 2B.14(01) - All-way stop control may be installed at an intersection where
an engineering study indicates that sight distance on the minor-road
approaches controlled by a STOP sign is not adequate for a vehicle to turn
onto or cross the major (uncontrolled) road.
MET – Sight lines from the Muzzey Street southbound approach looking
both east and west of the intersection are not adequate for a vehicle to turn
onto or cross the uncontrolled roadway. This may not be correctable by
countermeasures previously identified.
• Section 2B.16 – Warrant D [8-Hour Volume]:
o 2B.16(01) - All-way stop control may be installed at an intersection where
an engineering study indicates: (A). The combined motor vehicle, bicycle,
and pedestrian volume entering the intersection from the major street
approaches is at least 300 units per hour for each of any 8 hours of a typical
day; and (B). The combined motor vehicle, bicycle, and pedestrian volume
entering the intersection from the minor street approaches is at least 200
units per hour for each of any of the same 8 hours.
NOT MET – The traffic volumes as reported from November 2024 meet the
thresholds outlined in the warrant.
All-way stop-control analysis worksheets are included in Attachment C.
Rectangular Rapid Flashing Beacon Warrant Analysis
Utilizing the Federal Highway Administration (FHWA) publication’s Field Guide for Selecting
Countermeasures at Uncontrolled Pedestrian Crossing Locations, updated on July 2018, Table 1
from the publication outlines recommended countermeasures for a location with an Average
Annual Daily Traffic (AADT) of less than 9,000 vpd, a speed limit less than or equal to 30 mph,
and a two-lane cross-section indicates that a Rectangular Rapid Flashing Beacon (RRFB) is not
a candidate countermeasure for the crosswalk across either Forest Street or Muzzey Street (if
stop control was removed).
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Image 3: Applicability of Pedestrian Crash Countermeasures
Other potential countermeasures for the crosswalks may include high-visibility crosswalk
markings, raised crosswalks, an in-street pedestrian crossing sign, curb extensions, and
pedestrian refuge islands.
TRAFFIC OPERATIONAL ANALYSIS
To assess the quality of future traffic flow with each alternative, roadway capacity and vehicle
queue analyses were conducted under 2024 Base Year Conditions, 2024 Base Year with
Alternate TWSC Conditions, and 2024 Base Year with AWSC Conditions. Capacity analyses
provide an indication of how well the roadway facilities serve the traffic demands placed upon
them, with vehicle queue analyses providing a secondary measure of the operational
characteristics of an intersection or section of roadway under study. Synchro 11TM software was
used to perform the analysis.
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Levels of Service
A primary result of capacity analysis is the assignment of level-of-service to traffic facilities under
various traffic-flow conditions.2 The concept of level-of-service is defined as a qualitative measure
describing operational conditions within a traffic stream and their perception by motorists and/or
passengers. A level-of-service definition provides an index to quality of traffic flow in terms of such
factors as speed, travel time, freedom to maneuver, traffic interruptions, comfort, convenience,
and safety.
Six levels of service are defined for each type of facility. They are given letter designations from
A to F, with level of service (LOS) A representing the best operating conditions and LOS F rep-
resenting the worst. Since the level of service of a traffic facility is a function of the traffic flows
placed upon it, such a facility may operate at a wide range of levels of service, depending on the
time of day, day of week, or period of year.
Queue Length Analysis
Vehicle queue analyses are a direct measurement of an intersection’s ability to process vehicles
under various traffic control and volume scenarios and lane use arrangements. The vehicle queue
analysis was performed using the Synchro 11TM intersection capacity analysis software, which is
also based upon the methodology and procedures presented in the Highway Capacity Manual
(HCM), 6th Edition. Synchro reports the 95th percentile queues for unsignalized intersections and
both the 50th (average) and 95th percentile vehicle queues for signalized intersections, which are
based on the number of vehicles that experience a delay of six seconds or more at an intersection
and is a function of the traffic signal timing; vehicle arrival patterns during the analysis period; and
the saturation flow rate. The 50th percentile or average vehicle queue is the average number of
vehicles that are projected to be delayed by six seconds or more at the intersection under study
during the analysis period. The 95th percentile vehicle queue is the vehicle queue length that will
be exceeded only five percent of the time, or approximately three minutes out of 60 minutes during
the peak one hour of the day. During the remaining 57 minutes, the vehicle queue length will be
less than the 95th percentile queue length.
Parameters for Traffic Impact Analysis
Unsignalized Intersections
The levels of service of two-way stop-controlled unsignalized intersections are determined by
application of a procedure described in the HCM 6th Edition. The level of service is measured in
terms of average control delay. Mathematically, control delay is a function of the capacity and
degree of saturation of the lane group and/or approach under study and is a quantification of
motorist delay associated with traffic control devices such as traffic signals and stop signs.
Control delay includes the effects of initial deceleration delay approaching a stop sign, stopped
delay, queue move-up time, and final acceleration delay from a stopped condition. Definitions for
level of service at unsignalized intersections are also given in the HCM 6th Edition. Table 4
summarizes the relationship between level of service and average control delay for unsignalized
intersections.
2 The capacity analysis methodology is based on the concepts and procedures presented in the Highway Capacity Manual
6th Edition; Transportation Research Board; Washington, DC; 2017
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Table 4 – Level of Service Criteria for Unsignalized Intersections (a)
Level of
Service
(v/c ≤ 1.0)
Level of
Service
(v/c > 1.0)
Average
Control Delay
(sec/veh) Description
A F ≤10.0 LOS A represents a condition with little or no control delay to minor
street traffic.
B F 10.1 to 15.0 LOS B represents a condition with short control delays to minor street
traffic.
C F 15.1 to 25.0 LOS C represents a condition with average control delays to minor
street traffic.
D F 25.1 to 35.0 LOS D represents a condition with long control delays to minor street
traffic.
E F 35.1 to 50.0 LOS E represents operating conditions at or near capacity level, with
very long control delays to minor street traffic.
F F >50.0
LOS F represents a condition where minor street demand volume
exceeds capacity of an approach lane, with excessive control delays
resulting.
a Source: Highway Capacity Manual 6th Edition; Transportation Research Board; Washington D.C.; 2017
Intersection Capacity and Queue Analysis Results
Level of service and queue analyses were conducted for the 2024 Base Year Conditions, 2024
Base Year with Alternate TWSC Conditions, and 2024 Base Year with AWSC Conditions. The
results of the intersection capacity and queue analysis are summarized in Table 5. The capacity
analysis worksheets are provided in Attachment D.
2024 Base Year Conditions (Existing Two-Way Stop-Control)
Under the existing TWSC conditions, all four (4) intersection approaches operate with acceptable
levels of service (LOS D or better) during the key peak periods with volume-to-capacity (v/c) ratios
well below 1.00 indicating that adequate capacity exists to accommodate the existing traffic
demand. The weekday morning peak hour experiences the more detrimental delay and queuing
situation where queues are reported to back-up 150-feet (6 vehicles) on the Muzzey Street
northbound approach.
2024 Base Year with Alternate TWSC Conditions
Switching the location of the TWSC from stop control along Muzzey Street to stop control along
Forest Street will result in a degradation of traffic operations on the Forest Street approaches.
Specifically, the Forest Street westbound approach is expected to operate at LOS E or F during
the peak periods; however, the v/c ratios are still expected to be well below 1.00, indicating that
adequate capacity exists to accommodate the existing traffic demand. The degraded levels of
services would only be expected to occur during the peak periods and/or school arrival and
dismissal periods. Queues would not be expected to extend more than three (3) vehicles along
the stop control approaches.
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Engineering Tomorrow's Solutions Today.
Table 5 - Capacity and Queue Analysis Summary
Intersection / Lane Group
2024 Base Year
2024 Base Year
with Alternate TWSC Condition
2024 Base Year
with AWSC Condition
V/Ca Delayb LOSc Queued V/C Delay LOS Queue V/C Delay LOS Queue
Weekday AM Peak Period
Forest Street EB 0.01 0.0 A <25 0.28 29.7 D 28 0.09 9.3 A <25
Forest Street WB 0.01 7.5 A <25 0.57 72.2 F 68 0.10 9.5 A <25
Muzzey Street NB 0.73 30.1 D 150 0.23 8.6 A <25 0.47 12.0 B 63
Muzzey Street SB 0.57 16.4 C 90 0.08 7.8 A <25 0.53 12.8 B 78
Weekday PM Peak Period
Forest Street EB 0.01 0.0 A <25 0.31 30.2 D 33 0.09 8.6 A <25
Forest Street WB 0.01 8.2 A <25 0.47 43.9 E 55 0.11 8.6 A <25
Muzzey Street NB 0.43 19.2 C 53 0.12 7.8 A <25 0.24 9.2 A 25
Muzzey Street SB 0.39 14.7 B 45 0.11 8.4 A <25 0.29 9.3 A 30
a Volume-to-capacity ratio,
b Delay expressed in seconds per vehicle (average)
c Level of service,
d 50th/95th Percentile Queue [95th Percentile Queue only for unsignalized intersection]
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2024 Base Year with AWSC Conditions
Under an AWSC condition, all four (4) intersection approaches operate with acceptable levels of
service (LOS B or better) during the key peak periods with v/c ratios well below 1.00 indicating
that adequate capacity exists to accommodate the existing traffic demand. Queues would not be
expected to extend more than four (4) vehicles along the stop control approaches.
RECOMMENDATIONS
Modifications to Traffic Control Condition
The primary recommendation examination outlined by the Town of Lexington was to evaluate the
potential for the change in traffic control conditions at the intersection of Forest Street and Muzzey
Street. Upon evaluation of the traffic operational and safety characteristics of the intersection,
TEC recommends that the traffic control at this location be changed from TWSC to AWSC based
on the following attributes:
• An AWSC traffic control condition is warranted under MUTCD Section 2B.14 –
Warrant B [Sight Distance].
• Sight lines from the Muzzey Street approaches are below AASHTO minimum
recommendations as restricted by both existing vegetation, stationary objects, and
on-street parking:
o ISD along Muzzey Street northbound is limited by the location of unmarked
on-street parking spaces (position of the ‘No Parking Here to Corner’ signs)
looking right. These sightlines have the potential to extend much further to
the east and west upon further restrictions on the location of on-street
parking along the southerly side of Forest Street; however, the risk of active
on-street parking beyond the signage is elevated even if the parking
signage is relocated whereas the on-street parking is unmarked. On-street
parking should not be marked along Forest Street as the existing curb-to-
curb roadway width is limited to approximately 22-to-23-feet, which is
generally not sufficient to support formal on-street parking and bidirectional
travel lanes. This condition is currently allowed based on the low-volume /
low-speed residential feel of the roadway.
o ISD along Muzzey Street southbound are slightly less than the AASHTO
minimum recommendations with the sightlines restricted to the west by the
hedge grove adjacent to 33 Muzzey Street and to the east by the
arborvitaes in front of the wooden fence adjacent to 32 Muzzey Street. The
Town of Lexington assessor’s database indicates that the ROW on each
intersection corner creates a circle which generally aligns with the
vegetation and fence lines currently in place. It is likely that the vegetation
and fencing are on private property, and it is a higher challenge to relocate
without the issuance of sight line easements.
• Whereas the opportunity exists to switch the TWSC conditions from Muzzey Street
to Forest Street, the sight lines from the Forest Street approaches would similarly
be restricted by on-street parking along Muzzey Street (albeit marked along
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Muzzey Street southbound) and vegetation under the same characteristics as
noted above.
• Although the intersection does not specifically meet the warranted under MUTCD
Section 2B.13 – Warrant A [Crash Experience], the crash history at the intersection
does denote two (2) pedestrian and two (2) bicycle crashes over the past 7-years
at a location that is a direct connection to the Lexington High School. The 2024
traffic counts measured at least 650 pedestrians crossing at the intersection on
both days of measurement, much of which is school related. This level of
pedestrian traffic merits further consideration of enhanced traffic control beyond
the existing TWSC conditions.
• Unlike other residential intersections in the area, the Muzzey Street southerly leg
provides a direct driveway connection to Lexington High School and the presence
of AWSC would not be inherently unexpected, if properly installed, as compared
to other similar geometrically designed intersections.
Other Improvement Recommendations
TEC has identified a series of improvements that can be considered for implementation by the
Town of Lexington. Each improvement considered has been categorized as short-term, mid-term,
or long-term. Additionally, a cost category has been assigned to each improvement. Note that
some costs are noted with two cost thresholds. This is included as some enhancements may
require additional measures to ensure regulatory compliance. In addition, some enhancements
are defined to mitigate multiple safety issues.
Short-Term Improvements
The following short-term improvements, generally considered to be implementable within one (1)
calendar year, are described below.
• In the absence of ASWC, install advanced stop control (W3-1)
warning signs on the Muzzey Street approaches.
• In the absence of ASWC, install pedestrian crossing traffic signs
(W11-2 and W16-7p) signs along and advanced pedestrian warning
with ‘Ahead’ plaque (W11-2 and W16-9p) signs in advance of the
uncontrolled crossings of Forest Street.
• Consider enhanced LED signage to extend the visibility and
importance of the traffic condition.
• In the absence of AWSC and following the specific locating of the
existing ROW, coordinate with the property owners for 32 Muzzey Street and 33
Muzzey Street on the trimming and relocation of vegetation (hedge grove, bushes,
and arborvitae) and the slightly adjustment of the fence alignment.
• Eliminate the southernmost on-street parking space along the Muzzey Street
northerly leg which is too close to the approach stop line.
• In the absence of AWSC, consider the relocation of the on-street parking limits and
associated traffic signs along the Muzzey Street southerly leg and the Forest Street
MUTCD W11-2 Sign
w/ W16-9p Plaque
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easterly leg to support minimum ISD recommendations (assuming lack of other
restrictions such as vegetation).
• Install thickly settled speed (MA-W13-4) warning signs along the various
neighborhood roadway, as applicable, typically at the roadway’s origin.
• Consider relocation of the on-street parking along the Muzzey Street northerly leg
from the westerly side of pavement to the easterly side of pavement. This will allow
for improved vehicular alignment of southbound travel through the intersection and
eliminating the need for vehicle tracking up to 10 feet where the opposing Muzzey
Street approach is bidirectional flow.
All-Way Stop-Control Specific Short-Term Improvements
If chosen as the traffic control condition at the intersection of Forest Street / Muzzey Street, TEC
would note the following infrastructure recommendations to be installed in conjunction with
AWSC:
• Add new stop (R1-1) signage and stop-line pavement markings to the
Forest Street approaches.
• Add an ‘All Way’ plaque (R1-3P) sign to each stop sign location at the
intersection.
• Install advanced stop control (W3-1) warning signs on the four
intersection approaches.
• Consider enhanced LED signage to extend the visibility and
importance of the traffic condition.
• Install temporary variable message board signage along all four
approaches indicating the change in traffic control. This should be in
place for at least one week prior to, and four weeks after, the date of
the traffic control change.
A conceptual plan of these all-way stop control short-term safety and maintenance improvements
within the study area is depicted in Attachment E. A preliminary cost range breakdown for the
individual short-term safety and maintenance improvements are provided in Table 6.
Table 6 – Short-Term Countermeasure Cost Summary
Safety
Issue Countermeasure Cost Range Traffic Signs & Pavement Markings In the absence of ASWC, install advanced stop control (W3-1) warning
signs on the Muzzey Street approaches. <$1,000
In the absence of ASWC, install pedestrian crossing traffic signs (W11-2
and W16-7p) signs along and advanced pedestrian warning with ‘Ahead’
plaque (W11-2 and W16-9p) signs in advance of the uncontrolled
crossings of Forest Street.
$1,000 to $2,000
Consider enhanced LED signage to extend the visibility and importance of
the traffic condition.
$10,000 to $15,000 per
assembly
MUTCD R1-3P
MUTCD W3-1 Sign
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Table 6 – Short-Term Countermeasure Cost Summary (Continued)
Safety
Issue Countermeasure Cost Range Traffic Signs & Pavement Markings In the absence of AWSC, consider the relocation of the on-street parking
limits and associated traffic signs along the Muzzey Street southerly leg
and the Forest Street easterly leg to support minimum ISD
recommendations (assuming lack of other restrictions such as vegetation).
<$1,000
Install thickly settled speed (MA-W13-4) warning signs along the various
neighborhood roadway, as applicable, typically at the roadway’s origin. $1,000 to $2,000
Add new stop (R1-1) signage and stop-line pavement markings to the
Forest Street approaches. <$1,000
Add an ‘All Way’ plaque (R1-3P) sign to each stop sign location at the
intersection. <$1,000
Install advanced stop control (W3-1) warning signs on the four intersection
approaches. $1,000 to $2,000
Install temporary variable message board signage along all four
approaches indicating the change in traffic control. This should be in place
for at least one week prior to, and four weeks after, the date of the traffic
control change.
<$1,000 Vegetation In the absence of AWSC and following the specific locating of the existing
ROW, coordinate with the property owners for 32 Muzzey Street and 33
Muzzey Street on the trimming and relocation of vegetation (hedge grove,
bushes, and arborvitae) and the slightly adjustment of the fence alignment.
Varies and dependent on
need and property
owners On-Street Parking Eliminate the southernmost on-street parking space along the Muzzey
Street northerly leg which is too close to the approach stop line. <$1,000
Consider relocation of the on-street parking along the Muzzey Street
northerly leg from the westerly side of pavement to the easterly side of
pavement. This will allow for improved vehicular alignment of southbound
travel through the intersection and eliminating the need for vehicle tracking
up to 10 feet where the opposing Muzzey Street approach is bidirectional
flow.
$2,000 to $5,000
Mid-Term Improvements
The following mid-term improvements, generally considered to be implementable between one
(1) and three (3) calendar years, are described below. These improvements typically require more
detailed evaluation and/or design prior to implementation; but otherwise, can be quickly
implemented upon available funding.
• Relocate the stop line \ stop signs along both the Muzzey Street northbound and
southbound approaches to be closer to the intersection. Note that further relocation
of the stop line / stop line along Muzzey Street southbound may require
repositioning of the crosswalk / accessible ramps.
• Reconstruct the curb radii on the northerly intersection corners to accommodate
curb extensions where feasible. The curb lines should be able to accommodate
the design vehicle which may be a school bus / Town of Lexington fire apparatus
given the current vehicle fleet usage of the intersection. Adjustments to the curb
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radius will require modification to the stormwater infrastructure at the intersection;
including, at a minimum, two (2) catch basin.
• Relocate the utility pole on the intersection’s northwest corner to the back of
sidewalk to open visibility to the pedestrian ramp landing area and provide
sufficient lateral offset from the face of curb.
A preliminary cost range breakdown for the individual short-term safety and maintenance
improvements are provided in Table 7.
Table 7 – Mid-Term Countermeasure Cost Summary
Safety
Issue Countermeasure Cost Range Traffic Signs & Pavement Markings Relocate the stop line \ stop signs along both the Muzzey Street
northbound and southbound approaches to be closer to the intersection.
Note that further relocation of the stop line / stop line along Muzzey Street
southbound may require repositioning of the crosswalk / accessible ramps.
$5,000 to $10,000 Geometrics Reconstruct the curb radii on the northerly intersection corners to
accommodate curb extensions where feasible. The curb lines should be
able to accommodate the design vehicle which may be a school bus /
Town of Lexington fire apparatus given the current vehicle fleet usage of
the intersection. Adjustments to the curb radius will require modification to
the stormwater infrastructure at the intersection; including, at a minimum,
two (2) catch basin.
$20,000 to $40,000 Utilities Relocate the utility pole on the intersection’s northwest corner to the back
of sidewalk to open visibility to the pedestrian ramp landing area and
provide sufficient lateral offset from the face of curb.
$10,000 to $20,000
.
101
Attachment A
Turning Movement Counts (TMCs)
102
National Data & Surveying Services
Intersection Turning Movement Count
Location:Muzzey St & Forest St
City:Lexington Project ID:
Control:2-Way Stop(NB/SB)Date:
NS/EW Streets:
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
7:00 AM 2 0 0 0 14 5 3 0 0 2 1 0 0 5 0 0 32
7:15 AM 0 0 0 0 6 3 1 0 0 4 1 0 0 3 0 0 18
7:30 AM 0 0 0 0 10 6 0 0 0 3 2 0 0 4 0 0 25
7:45 AM 6 0 0 0 4 13 9 0 0 7 2 0 0 7 0 0 48
8:00 AM 19 0 1 0 16 37 9 0 0 4 5 0 5 5 0 0 101
8:15 AM 73 0 18 0 13 83 5 0 0 7 11 0 9 11 0 0 230
8:30 AM 27 0 9 0 14 8 5 0 0 3 6 0 0 9 0 0 81
8:45 AM 0 0 1 0 20 2 3 0 0 8 0 0 0 14 0 0 48
9:00 AM 0 0 0 0 22 1 5 0 0 9 0 0 0 13 0 0 50
9:15 AM 2 0 0 0 12 3 5 0 0 6 0 0 0 6 0 0 34
9:30 AM 5 0 0 0 19 5 12 0 0 4 0 0 0 12 0 0 57
9:45 AM 4 0 1 0 23 1 9 0 0 4 0 0 1 10 0 0 53
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :138 0 30 0 173 167 66 0 0 61 28 0 15 99 0 0 777
APPROACH %'s :82.14%0.00%17.86%0.00%42.61%41.13%16.26%0.00%0.00%68.54%31.46%0.00%13.16%86.84%0.00%0.00%
PEAK HR :8:00 AM 41 TOTAL
PEAK HR VOL :119 0 29 0 63 130 22 0 0 22 22 0 14 39 0 0 460
PEAK HR FACTOR :0.408 0.000 0.403 0.000 0.788 0.392 0.611 0.000 0.000 0.688 0.500 0.000 0.389 0.696 0.000 0.000
Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
10:00 AM 2 0 1 0 18 1 11 0 0 3 0 0 1 7 0 0 44
10:15 AM 2 0 0 0 26 1 13 0 0 8 2 0 0 8 0 0 60
10:30 AM 4 0 1 0 33 2 8 0 0 7 1 0 0 13 0 0 69
10:45 AM 1 0 0 0 24 1 18 0 0 10 0 0 0 13 0 0 67
11:00 AM 2 0 2 0 19 2 11 0 0 9 0 0 0 13 0 0 58
11:15 AM 0 0 4 0 24 3 18 0 0 5 1 0 0 12 0 0 67
11:30 AM 1 0 1 0 21 1 17 0 0 6 0 0 0 3 0 0 50
11:45 AM 1 0 1 0 26 3 10 0 0 6 0 0 1 8 0 0 56
12:00 PM 3 0 3 0 28 4 15 0 0 5 0 0 0 10 0 0 68
12:15 PM 1 0 0 0 20 3 11 0 0 4 0 0 1 5 0 0 45
12:30 PM 3 0 0 0 21 4 18 0 0 7 1 0 1 9 0 0 64
12:45 PM 0 0 0 0 20 2 12 0 0 8 0 0 0 11 0 0 53
1:00 PM 0 0 0 0 39 4 20 0 0 4 1 0 0 11 0 0 79
1:15 PM 4 0 0 0 25 4 16 0 0 1 0 0 0 16 0 0 66
1:30 PM 5 0 0 0 22 0 22 0 0 7 0 0 0 7 0 0 63
1:45 PM 4 0 0 0 32 2 15 0 0 5 1 0 1 16 0 0 76
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :33 0 13 0 398 37 235 0 0 95 7 0 5 162 0 0 985
APPROACH %'s :71.74%0.00%28.26%0.00%59.40%5.52%35.07%0.00%0.00%93.14%6.86%0.00%2.99%97.01%0.00%0.00%
PEAK HR :1:00 PM 12:00 AM TOTAL
PEAK HR VOL :13 0 0 0 118 10 73 0 0 17 2 0 1 50 0 0 284
PEAK HR FACTOR :0.650 0.000 0.000 0.000 0.756 0.625 0.830 0.000 0.000 0.607 0.500 0.000 0.250 0.781 0.000 0.000
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
2:00 PM 1 0 1 0 24 2 19 0 0 4 0 0 0 6 0 0 57
2:15 PM 3 0 0 0 25 4 18 0 0 5 1 0 1 6 0 0 63
2:30 PM 3 0 0 0 25 4 7 0 0 6 0 0 0 5 0 0 50
2:45 PM 12 0 1 0 29 9 12 0 0 8 1 0 0 15 0 0 87
3:00 PM 23 0 5 0 20 14 16 0 0 13 2 0 1 14 0 0 108
3:15 PM 43 0 6 0 22 9 12 0 0 10 1 0 2 23 0 0 128
3:30 PM 13 0 4 0 28 5 12 0 0 15 1 0 0 17 0 0 95
3:45 PM 6 0 1 0 28 9 18 0 0 5 1 0 0 18 0 0 86
4:00 PM 6 0 0 0 35 9 26 0 0 12 2 0 0 9 0 0 99
4:15 PM 5 0 1 0 35 2 19 0 0 7 1 0 1 13 0 0 84
4:30 PM 4 0 1 0 25 2 21 0 0 15 2 0 0 11 0 0 81
4:45 PM 4 0 2 0 34 6 19 0 0 16 2 0 0 11 0 0 94
5:00 PM 9 0 1 0 40 1 17 0 0 10 2 0 0 19 0 0 99
5:15 PM 2 0 0 0 38 2 24 0 0 16 1 0 0 13 0 0 96
5:30 PM 0 0 0 0 32 3 21 0 0 8 0 0 0 12 0 0 76
5:45 PM 1 0 0 0 27 3 13 0 0 17 0 0 0 9 0 0 70
6:00 PM 6 0 0 0 30 2 23 0 0 6 0 0 0 11 0 0 78
6:15 PM 1 0 1 0 19 0 10 0 0 5 0 0 0 13 0 0 49
6:30 PM 2 0 0 0 13 2 14 0 0 9 1 0 0 10 0 0 51
6:45 PM 0 0 0 0 20 3 16 0 0 6 1 0 0 5 0 0 51
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :144 0 24 0 549 91 337 0 0 193 19 0 5 240 0 0 1602
APPROACH %'s :85.71%0.00%14.29%0.00%56.19%9.31%34.49%0.00%0.00%91.04%8.96%0.00%2.04%97.96%0.00%0.00%
PEAK HR :2:45 PM 12:00 AM TOTAL
PEAK HR VOL :91 0 16 0 99 37 52 0 0 46 5 0 3 69 0 0 418
PEAK HR FACTOR :0.529 0.000 0.667 0.000 0.853 0.661 0.813 0.000 0.000 0.767 0.625 0.000 0.375 0.750 0.000 0.000
24-430178-001
11/12/2024
02:45 PM - 03:45 PM
0.8160.546 0.940 0.797 0.720
0.8990.650 0.798 0.679 0.750
01:00 PM - 02:00 PM
08:00 AM - 09:00 AM
0.500
PM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NOON NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
0.407 0.532 0.611 0.663
AM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
Data - Total
Muzzey St Muzzey St Forest St Forest St
103
National Data & Surveying Services
Intersection Turning Movement Count
Location:Muzzey St & Forest St
City:Lexington Project ID:
Control:2-Way Stop(NB/SB)Date:
NS/EW Streets:
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
7:00 AM 2 0 0 0 14 5 3 0 0 2 1 0 0 5 0 0 32
7:15 AM 0 0 0 0 6 3 1 0 0 4 1 0 0 3 0 0 18
7:30 AM 0 0 0 0 10 6 0 0 0 3 2 0 0 4 0 0 25
7:45 AM 6 0 0 0 4 13 9 0 0 7 2 0 0 7 0 0 48
8:00 AM 19 0 1 0 15 37 9 0 0 4 5 0 5 5 0 0 100
8:15 AM 73 0 18 0 12 83 5 0 0 7 11 0 9 11 0 0 229
8:30 AM 26 0 9 0 14 8 5 0 0 3 6 0 0 9 0 0 80
8:45 AM 0 0 1 0 19 2 3 0 0 8 0 0 0 14 0 0 47
9:00 AM 0 0 0 0 22 1 4 0 0 9 0 0 0 13 0 0 49
9:15 AM 2 0 0 0 11 3 5 0 0 6 0 0 0 6 0 0 33
9:30 AM 5 0 0 0 18 5 11 0 0 4 0 0 0 12 0 0 55
9:45 AM 4 0 1 0 23 1 9 0 0 4 0 0 1 10 0 0 53
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :137 0 30 0 168 167 64 0 0 61 28 0 15 99 0 0 769
APPROACH %'s :82.04%0.00%17.96%0.00%42.11%41.85%16.04%0.00%0.00%68.54%31.46%0.00%13.16%86.84%0.00%0.00%
PEAK HR :8:00 AM 41 0 0 TOTAL
PEAK HR VOL :118 0 29 0 60 130 22 0 0 22 22 0 14 39 0 0 456
PEAK HR FACTOR :0.404 0.000 0.403 0.000 0.789 0.392 0.611 0.000 0.000 0.688 0.500 0.000 0.389 0.696 0.000 0.000
Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
10:00 AM 2 0 1 0 18 1 11 0 0 3 0 0 1 7 0 0 44
10:15 AM 2 0 0 0 26 1 13 0 0 8 2 0 0 8 0 0 60
10:30 AM 4 0 1 0 33 2 8 0 0 7 1 0 0 13 0 0 69
10:45 AM 1 0 0 0 24 1 18 0 0 10 0 0 0 12 0 0 66
11:00 AM 2 0 2 0 19 2 10 0 0 9 0 0 0 13 0 0 57
11:15 AM 0 0 4 0 24 3 17 0 0 5 1 0 0 12 0 0 66
11:30 AM 1 0 1 0 21 1 16 0 0 6 0 0 0 3 0 0 49
11:45 AM 1 0 1 0 26 2 10 0 0 6 0 0 1 8 0 0 55
12:00 PM 3 0 3 0 28 4 14 0 0 4 0 0 0 10 0 0 66
12:15 PM 1 0 0 0 20 3 10 0 0 4 0 0 1 5 0 0 44
12:30 PM 3 0 0 0 20 4 17 0 0 7 1 0 1 9 0 0 62
12:45 PM 0 0 0 0 18 2 12 0 0 7 0 0 0 11 0 0 50
1:00 PM 0 0 0 0 37 4 19 0 0 4 1 0 0 10 0 0 75
1:15 PM 4 0 0 0 25 4 16 0 0 1 0 0 0 16 0 0 66
1:30 PM 5 0 0 0 22 0 21 0 0 7 0 0 0 7 0 0 62
1:45 PM 3 0 0 0 31 2 15 0 0 5 1 0 1 16 0 0 74
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :32 0 13 0 392 36 227 0 0 93 7 0 5 160 0 0 965
APPROACH %'s :71.11%0.00%28.89%0.00%59.85%5.50%34.66%0.00%0.00%93.00%7.00%0.00%3.03%96.97%0.00%0.00%
PEAK HR :1:00 PM 169 0 0 TOTAL
PEAK HR VOL :12 0 0 0 115 10 71 0 0 17 2 0 1 49 0 0 277
PEAK HR FACTOR :0.600 0.000 0.000 0.000 0.777 0.625 0.845 0.000 0.000 0.607 0.500 0.000 0.250 0.766 0.000 0.000
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
2:00 PM 1 0 1 0 23 2 18 0 0 4 0 0 0 5 0 0 54
2:15 PM 3 0 0 0 25 4 18 0 0 5 1 0 1 6 0 0 63
2:30 PM 3 0 0 0 24 4 7 0 0 6 0 0 0 5 0 0 49
2:45 PM 12 0 1 0 29 9 12 0 0 8 1 0 0 15 0 0 87
3:00 PM 23 0 5 0 20 14 16 0 0 13 2 0 1 14 0 0 108
3:15 PM 43 0 6 0 21 9 12 0 0 10 1 0 2 22 0 0 126
3:30 PM 13 0 4 0 28 5 12 0 0 15 1 0 0 17 0 0 95
3:45 PM 6 0 1 0 28 9 17 0 0 5 1 0 0 18 0 0 85
4:00 PM 6 0 0 0 34 9 25 0 0 11 2 0 0 9 0 0 96
4:15 PM 5 0 1 0 34 2 19 0 0 7 1 0 1 13 0 0 83
4:30 PM 4 0 1 0 25 2 21 0 0 15 2 0 0 11 0 0 81
4:45 PM 4 0 2 0 34 6 19 0 0 16 2 0 0 11 0 0 94
5:00 PM 9 0 1 0 39 1 17 0 0 10 2 0 0 19 0 0 98
5:15 PM 2 0 0 0 38 2 24 0 0 16 1 0 0 13 0 0 96
5:30 PM 0 0 0 0 32 3 21 0 0 8 0 0 0 12 0 0 76
5:45 PM 1 0 0 0 26 3 13 0 0 17 0 0 0 9 0 0 69
6:00 PM 6 0 0 0 30 2 23 0 0 6 0 0 0 11 0 0 78
6:15 PM 1 0 1 0 19 0 10 0 0 5 0 0 0 13 0 0 49
6:30 PM 2 0 0 0 13 2 14 0 0 9 1 0 0 10 0 0 51
6:45 PM 0 0 0 0 20 3 16 0 0 6 1 0 0 5 0 0 51
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :144 0 24 0 542 91 334 0 0 192 19 0 5 238 0 0 1589
APPROACH %'s :85.71%0.00%14.29%0.00%56.05%9.41%34.54%0.00%0.00%91.00%9.00%0.00%2.06%97.94%0.00%0.00%
PEAK HR :2:45 PM 284 0 0 TOTAL
PEAK HR VOL :91 0 16 0 98 37 52 0 0 46 5 0 3 68 0 0 416
PEAK HR FACTOR :0.529 0.000 0.667 0.000 0.845 0.661 0.813 0.000 0.000 0.767 0.625 0.000 0.375 0.773 0.000 0.000
24-430178-001
11/12/2024
02:45 PM - 03:45 PM
0.8250.546 0.935 0.797 0.740
01:00 PM - 02:00 PM
0.9230.600 0.817 0.679 0.735
08:00 AM - 09:00 AM
0.498
PM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NOON NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
0.404 0.530 0.611 0.663
AM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
Data - Cars
Muzzey St Muzzey St Forest St Forest St
104
National Data & Surveying Services
Intersection Turning Movement Count
Location:Muzzey St & Forest St
City:Lexington Project ID:
Control:2-Way Stop(NB/SB)Date:
NS/EW Streets:
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:30 AM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1
9:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1
APPROACH %'s :100.00%0.00%0.00%0.00%
PEAK HR :8:00 AM 41 0 0 TOTAL
PEAK HR VOL :0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
10:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:00 PM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1
1:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:30 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1
1:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 2
APPROACH %'s :50.00%0.00%50.00%0.00%
PEAK HR :1:00 PM 169 0 0 TOTAL
PEAK HR VOL :0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 2
PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.250 0.000 0.250 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
2:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:45 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:45 PM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1
6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 2
APPROACH %'s :50.00%0.00%50.00%0.00%
PEAK HR :2:45 PM 284 0 0 TOTAL
PEAK HR VOL :0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
24-430178-001
11/12/2024
02:45 PM - 03:45 PM
01:00 PM - 02:00 PM
0.5000.500
08:00 AM - 09:00 AM
PM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NOON NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
AM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
Data - Buses
Muzzey St Muzzey St Forest St Forest St
105
National Data & Surveying Services
Intersection Turning Movement Count
Location:Muzzey St & Forest St
City:Lexington Project ID:
Control:2-Way Stop(NB/SB)Date:
NS/EW Streets:
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:00 AM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1
8:15 AM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1
8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:45 AM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1
9:00 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1
9:15 AM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1
9:30 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1
9:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :0 0 0 0 4 0 2 0 0 0 0 0 0 0 0 0 6
APPROACH %'s :66.67%0.00%33.33%0.00%
PEAK HR :8:00 AM 41 0 0 TOTAL
PEAK HR VOL :0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 3
PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.750 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
10:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:00 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1
11:15 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1
11:30 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1
11:45 AM 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1
12:00 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1
12:15 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1
12:30 PM 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 2
12:45 PM 0 0 0 0 2 0 0 0 0 1 0 0 0 0 0 0 3
1:00 PM 0 0 0 0 1 0 1 0 0 0 0 0 0 1 0 0 3
1:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:45 PM 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 2
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :1 0 0 0 5 1 7 0 0 1 0 0 0 1 0 0 16
APPROACH %'s :100.00%0.00%0.00%0.00%38.46%7.69%53.85%0.00%0.00%100.00%0.00%0.00%0.00%100.00%0.00%0.00%
PEAK HR :1:00 PM 169 0 0 TOTAL
PEAK HR VOL :1 0 0 0 2 0 1 0 0 0 0 0 0 1 0 0 5
PEAK HR FACTOR :0.250 0.000 0.000 0.000 0.500 0.000 0.250 0.000 0.000 0.000 0.000 0.000 0.000 0.250 0.000 0.000
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
2:00 PM 0 0 0 0 1 0 1 0 0 0 0 0 0 1 0 0 3
2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:30 PM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1
2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:15 PM 0 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 2
3:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:00 PM 0 0 0 0 1 0 1 0 0 1 0 0 0 0 0 0 3
4:15 PM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:00 PM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :0 0 0 0 6 0 2 0 0 1 0 0 0 2 0 0 11
APPROACH %'s :75.00%0.00%25.00%0.00%0.00%100.00%0.00%0.00%0.00%100.00%0.00%0.00%
PEAK HR :2:45 PM 284 0 0 TOTAL
PEAK HR VOL :0 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 2
PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.250 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.250 0.000 0.000
24-430178-001
11/12/2024
02:45 PM - 03:45 PM
0.2500.250 0.250
01:00 PM - 02:00 PM
0.4170.250 0.375 0.250
08:00 AM - 09:00 AM
0.750
PM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NOON NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
0.750
AM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
Data - Duals
Muzzey St Muzzey St Forest St Forest St
106
National Data & Surveying Services
Intersection Turning Movement Count
Location:Muzzey St & Forest St
City:Lexington Project ID:
Control:2-Way Stop(NB/SB)Date:
NS/EW Streets:
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:30 AM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
APPROACH %'s :100.00%0.00%0.00%0.00%
PEAK HR :8:00 AM 41 0 0 TOTAL
PEAK HR VOL :1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
PEAK HR FACTOR :0.250 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
10:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1
11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:00 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1
12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 0 2
APPROACH %'s :0.00%100.00%0.00%0.00%0.00%100.00%0.00%0.00%
PEAK HR :1:00 PM 169 0 0 TOTAL
PEAK HR VOL :0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
2:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
APPROACH %'s :
PEAK HR :2:45 PM 284 0 0 TOTAL
PEAK HR VOL :0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
24-430178-001
11/12/2024
02:45 PM - 03:45 PM
01:00 PM - 02:00 PM
08:00 AM - 09:00 AM
0.250
PM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NOON NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
0.250
AM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
Data - TTST
Muzzey St Muzzey St Forest St Forest St
107
National Data & Surveying Services
Intersection Turning Movement Count
Location:Muzzey St & Forest St
City:Lexington Project ID:
Control:2-Way Stop(NB/SB)Date:
NS/EW Streets:
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:45 AM 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 2
8:00 AM 0 0 0 0 0 9 0 0 0 0 0 0 0 0 0 0 9
8:15 AM 0 0 0 0 0 33 0 0 0 1 3 0 0 0 0 0 37
8:30 AM 0 0 0 0 0 4 0 0 0 0 1 0 0 0 0 0 5
8:45 AM 0 0 0 0 0 1 1 0 0 0 0 0 0 2 0 0 4
9:00 AM 0 0 0 0 0 1 0 0 0 0 0 0 1 0 0 0 2
9:15 AM 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0 2
9:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :0 0 0 0 0 50 1 0 0 2 5 0 1 2 0 0 61
APPROACH %'s :0.00%98.04%1.96%0.00%0.00%28.57%71.43%0.00%33.33%66.67%0.00%0.00%
PEAK HR :8:00 AM 41 0 0 TOTAL
PEAK HR VOL :0 0 0 0 0 47 1 0 0 1 4 0 0 2 0 0 55
PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.000 0.356 0.250 0.000 0.000 0.250 0.333 0.000 0.000 0.250 0.000 0.000
Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
10:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:15 AM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1
10:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 2
11:00 AM 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 2
11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:30 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1
11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1
12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:15 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:00 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
1:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1
1:45 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :1 3 2 0 0 0 0 0 0 1 1 0 2 1 0 0 11
APPROACH %'s :16.67%50.00%33.33%0.00%0.00%50.00%50.00%0.00%66.67%33.33%0.00%0.00%
PEAK HR :1:00 PM 169 0 0 TOTAL
PEAK HR VOL :0 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 3
PEAK HR FACTOR :0.000 0.500 0.250 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
2:00 PM 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1
2:15 PM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:00 PM 5 13 1 0 0 0 0 0 0 0 0 0 0 0 0 0 19
3:15 PM 1 9 0 0 0 0 0 0 0 1 1 0 0 1 0 0 13
3:30 PM 0 3 0 0 1 0 0 0 0 2 0 0 0 0 0 0 6
3:45 PM 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2
4:00 PM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
4:15 PM 0 0 0 0 1 0 4 0 0 0 0 0 0 0 0 0 5
4:30 PM 1 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5
4:45 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1
5:00 PM 0 4 0 0 0 0 0 0 0 2 0 0 0 0 0 0 6
5:15 PM 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1
5:45 PM 0 0 0 0 0 1 0 0 0 2 0 0 0 0 0 0 3
6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:30 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1
6:45 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :11 37 1 0 2 2 4 0 0 10 1 0 0 2 0 0 70
APPROACH %'s :22.45%75.51%2.04%0.00%25.00%25.00%50.00%0.00%0.00%90.91%9.09%0.00%0.00%100.00%0.00%0.00%
PEAK HR :2:45 PM 284 0 0 TOTAL
PEAK HR VOL :6 25 1 0 1 0 0 0 0 3 1 0 0 1 0 0 38
PEAK HR FACTOR :0.300 0.481 0.250 0.000 0.250 0.000 0.000 0.000 0.000 0.375 0.250 0.000 0.000 0.250 0.000 0.000
24-430178-001
11/12/2024
02:45 PM - 03:45 PM
0.5000.421 0.250 0.500 0.250
01:00 PM - 02:00 PM
0.7500.750
08:00 AM - 09:00 AM
0.372
PM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NOON NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
0.364 0.313 0.250
AM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
Data - Bikes
Muzzey St Muzzey St Forest St Forest St
108
National Data & Surveying Services
Intersection Turning Movement Count
Location:Muzzey St & Forest St Project ID:
City:Lexington Date:
NS/EW Streets:
EB WB EB WB NB SB NB SB TOTAL
7:00 AM 1 2 0 1 0 0 1 0 5
7:15 AM 0 1 0 0 0 0 0 0 1
7:30 AM 2 0 0 0 0 1 0 1 4
7:45 AM 0 0 1 0 0 3 0 1 5
8:00 AM 3 0 1 1 0 7 0 1 13
8:15 AM 6 2 0 0 3 22 0 1 34
8:30 AM 0 1 0 0 2 1 0 0 4
8:45 AM 0 1 1 0 0 1 1 0 4
9:00 AM 0 2 0 0 0 0 0 1 3
9:15 AM 1 0 0 0 0 0 0 0 1
9:30 AM 0 0 0 0 18 0 1 0 19
9:45 AM 0 1 0 0 0 2 0 0 3
EB WB EB WB NB SB NB SB TOTAL
TOTAL VOLUMES :13 10 3 2 23 37 3 5 96
APPROACH %'s :56.52%43.48%60.00%40.00%38.33%61.67%37.50%62.50%
PEAK HR :8:00 AM 40 -1 -1 TOTAL
PEAK HR VOL :9 4 2 1 5 31 1 2 55
PEAK HR FACTOR :0.375 0.500 0.500 0.250 0.417 0.352 0.250 0.500
Headers NEB NWB SEB SWB ENS ESB WNB WSB
EB WB EB WB NB SB NB SB TOTAL
10:00 AM 0 1 0 0 2 4 0 0 7
10:15 AM 0 0 1 0 0 5 0 2 8
10:30 AM 0 2 0 0 28 8 0 0 38
10:45 AM 0 0 0 0 13 14 0 0 27
11:00 AM 0 0 1 0 13 8 0 1 23
11:15 AM 1 1 0 0 0 5 0 0 7
11:30 AM 0 0 0 0 11 4 0 0 15
11:45 AM 0 0 0 0 21 2 0 0 23
12:00 PM 0 0 0 0 1 25 1 0 27
12:15 PM 1 1 1 1 8 1 1 0 14
12:30 PM 0 1 0 0 8 11 0 1 21
12:45 PM 1 3 0 0 16 6 0 0 26
1:00 PM 0 0 0 0 10 18 1 0 29
1:15 PM 0 0 1 0 9 0 0 2 12
1:30 PM 1 0 1 0 5 10 0 1 18
1:45 PM 0 1 0 0 1 6 2 4 14
EB WB EB WB NB SB NB SB TOTAL
TOTAL VOLUMES :4 10 5 1 146 127 5 11 309
APPROACH %'s :28.57%71.43%83.33%16.67%53.48%46.52%31.25%68.75%
PEAK HR :1:00 PM 167 -2 -2 TOTAL
PEAK HR VOL :1 1 2 0 25 34 3 7 73
PEAK HR FACTOR :0.250 0.250 0.500 0.625 0.472 0.375 0.438
EB WB EB WB NB SB NB SB TOTAL
2:00 PM 2 0 0 0 0 3 0 1 6
2:15 PM 0 2 0 0 7 1 0 1 11
2:30 PM 0 0 0 0 2 0 1 1 4
2:45 PM 0 0 1 0 0 0 0 0 1
3:00 PM 0 0 0 0 28 1 3 1 33
3:15 PM 0 4 0 4 100 1 2 0 111
3:30 PM 2 3 0 0 17 3 0 0 25
3:45 PM 0 2 0 0 10 1 0 0 13
4:00 PM 0 1 0 0 7 1 0 0 9
4:15 PM 2 4 0 0 14 2 0 0 22
4:30 PM 0 4 0 0 20 5 0 1 30
4:45 PM 0 0 0 0 5 1 0 0 6
5:00 PM 2 3 0 0 6 0 3 0 14
5:15 PM 0 0 0 0 0 1 0 2 3
5:30 PM 1 1 0 0 0 0 0 3 5
5:45 PM 0 1 0 0 1 0 0 1 3
6:00 PM 0 1 0 0 0 0 0 0 1
6:15 PM 0 0 0 0 0 0 0 0 0
6:30 PM 0 1 0 0 0 0 0 3 4
6:45 PM 0 0 0 0 0 0 0 0 0
EB WB EB WB NB SB NB SB TOTAL
TOTAL VOLUMES :9 27 1 4 217 20 9 14 301
APPROACH %'s :25.00%75.00%20.00%80.00%91.56%8.44%39.13%60.87%
PEAK HR :2:45 PM 281 -3 -3 TOTAL
PEAK HR VOL :2 7 1 4 145 5 5 1 170
PEAK HR FACTOR :0.250 0.438 0.250 0.250 0.363 0.417 0.417 0.250
24-430178-001
11/12/2024
0.3830.450 0.313 0.371 0.375
02:45 PM - 03:45 PM
01:00 PM - 02:00 PM
0.6290.500 0.500 0.527 0.417
0.4040.406
PM NORTH LEG SOUTH LEG EAST LEG WEST LEG
NOON NORTH LEG SOUTH LEG EAST LEG WEST LEG
0.375 0.360 0.750
08:00 AM - 09:00 AM
AM NORTH LEG SOUTH LEG EAST LEG WEST LEG
Data - Pedestrians (Crosswalks)
Muzzey St Muzzey St Forest St Forest St
109
National Data & Surveying Services
Intersection Turning Movement Count
Location:Muzzey St & Forest St
City:Lexington Project ID:
Control:2-Way Stop(NB/SB)Date:
NS/EW Streets:
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
7:00 AM 1 0 1 0 7 4 1 0 0 1 1 0 1 3 0 0 20
7:15 AM 2 0 0 0 13 3 1 0 0 7 2 0 0 3 0 0 31
7:30 AM 3 0 1 0 7 11 2 0 0 6 3 0 1 1 0 0 35
7:45 AM 6 0 0 0 9 11 4 0 0 1 0 0 2 4 0 0 37
8:00 AM 25 0 3 0 12 27 6 0 0 6 7 0 4 7 0 0 97
8:15 AM 71 0 18 0 6 87 9 0 0 4 10 0 7 7 0 0 219
8:30 AM 29 0 7 0 24 11 4 0 0 6 3 0 1 8 0 0 93
8:45 AM 0 0 1 0 21 2 5 0 0 5 0 0 0 16 0 0 50
9:00 AM 0 0 0 0 12 0 8 0 0 11 0 0 1 5 0 0 37
9:15 AM 2 0 1 0 22 2 7 0 0 11 2 0 0 9 0 1 57
9:30 AM 6 0 3 0 14 6 19 0 0 8 0 0 0 9 0 0 65
9:45 AM 2 0 0 0 16 0 5 0 0 2 0 0 0 7 0 0 32
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :147 0 35 0 163 164 71 0 0 68 28 0 17 79 0 1 773
APPROACH %'s :80.77%0.00%19.23%0.00%40.95%41.21%17.84%0.00%0.00%70.83%29.17%0.00%17.53%81.44%0.00%1.03%
PEAK HR :8:00 AM 41 TOTAL
PEAK HR VOL :125 0 29 0 63 127 24 0 0 21 20 0 12 38 0 0 459
PEAK HR FACTOR :0.440 0.000 0.403 0.000 0.656 0.365 0.667 0.000 0.000 0.875 0.500 0.000 0.429 0.594 0.000 0.000
Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
10:00 AM 1 0 0 0 24 1 8 0 0 7 0 0 1 13 0 0 55
10:15 AM 1 0 5 0 15 0 8 0 0 8 0 0 0 11 0 0 48
10:30 AM 2 0 0 0 15 7 16 0 0 5 0 0 0 9 0 0 54
10:45 AM 5 0 1 0 21 2 18 0 0 5 0 0 0 13 0 0 65
11:00 AM 1 0 0 0 17 4 21 0 0 9 1 0 1 9 0 0 63
11:15 AM 4 0 0 0 14 0 11 0 0 4 0 0 0 8 0 0 41
11:30 AM 2 0 1 0 15 1 9 0 0 3 0 0 0 6 0 0 37
11:45 AM 1 0 1 0 23 4 10 0 0 8 0 0 0 7 0 0 54
12:00 PM 3 0 0 0 32 0 15 0 0 5 0 0 0 10 0 0 65
12:15 PM 2 0 0 0 18 2 11 0 0 5 0 0 0 8 0 0 46
12:30 PM 1 0 0 0 19 3 13 0 0 7 0 0 1 8 0 0 52
12:45 PM 1 0 1 0 13 2 9 0 0 4 0 0 0 7 0 1 38
1:00 PM 3 0 0 0 17 0 14 0 0 3 0 0 1 11 0 0 49
1:15 PM 1 0 2 0 17 2 11 0 0 7 1 0 1 15 0 0 57
1:30 PM 3 0 4 0 26 7 20 0 0 5 2 0 0 7 0 0 74
1:45 PM 3 0 0 0 26 3 20 0 0 8 1 0 0 11 0 0 72
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :34 0 15 0 312 38 214 0 0 93 5 0 5 153 0 1 870
APPROACH %'s :69.39%0.00%30.61%0.00%55.32%6.74%37.94%0.00%0.00%94.90%5.10%0.00%3.14%96.23%0.00%0.63%
PEAK HR :1:00 PM 12:00 AM TOTAL
PEAK HR VOL :10 0 6 0 86 12 65 0 0 23 4 0 2 44 0 0 252
PEAK HR FACTOR :0.833 0.000 0.375 0.000 0.827 0.429 0.813 0.000 0.000 0.719 0.500 0.000 0.500 0.733 0.000 0.000
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
2:00 PM 6 0 2 0 23 4 19 0 0 9 0 0 1 3 0 0 67
2:15 PM 4 0 1 0 32 1 21 0 0 5 1 0 0 13 0 0 78
2:30 PM 6 0 1 0 20 2 12 0 0 8 0 0 0 13 0 0 62
2:45 PM 13 0 2 0 22 6 18 0 0 4 2 0 0 9 0 0 76
3:00 PM 25 0 1 0 33 10 15 0 0 12 4 0 1 17 0 0 118
3:15 PM 44 0 3 0 30 11 15 0 0 6 2 0 2 18 0 0 131
3:30 PM 18 0 0 0 31 4 13 0 0 12 2 0 0 13 0 0 93
3:45 PM 9 0 1 0 27 2 22 0 0 11 1 0 0 11 0 0 84
4:00 PM 4 0 0 0 34 4 15 0 0 7 2 0 0 19 0 0 85
4:15 PM 7 0 1 0 30 5 19 0 0 7 0 0 0 9 0 0 78
4:30 PM 5 0 1 0 32 1 18 0 0 5 4 0 1 16 0 0 83
4:45 PM 5 0 0 0 30 3 15 0 0 6 0 0 0 11 0 0 70
5:00 PM 11 0 1 0 26 3 24 0 0 14 1 0 0 16 0 0 96
5:15 PM 1 0 0 0 39 2 16 0 0 16 0 0 0 12 0 0 86
5:30 PM 2 0 0 0 37 0 13 0 0 10 0 0 0 16 0 0 78
5:45 PM 0 0 0 0 29 3 13 0 0 11 0 0 2 12 0 0 70
6:00 PM 0 0 0 0 23 2 21 0 0 14 0 0 0 11 0 0 71
6:15 PM 0 0 0 0 23 0 13 0 0 12 0 0 0 9 0 0 57
6:30 PM 0 0 0 0 25 2 14 0 0 10 0 0 0 6 0 0 57
6:45 PM 2 0 0 0 17 4 11 0 0 11 0 0 0 15 0 0 60
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :162 0 14 0 563 69 327 0 0 190 19 0 7 249 0 0 1600
APPROACH %'s :92.05%0.00%7.95%0.00%58.71%7.19%34.10%0.00%0.00%90.91%9.09%0.00%2.73%97.27%0.00%0.00%
PEAK HR :3:00 PM 12:00 AM TOTAL
PEAK HR VOL :96 0 5 0 121 27 65 0 0 41 9 0 3 59 0 0 426
PEAK HR FACTOR :0.545 0.000 0.417 0.000 0.917 0.614 0.739 0.000 0.000 0.854 0.563 0.000 0.375 0.819 0.000 0.000
24-430178-001
11/13/2024
03:00 PM - 04:00 PM
0.8130.537 0.918 0.781 0.775
0.8510.571 0.769 0.750 0.719
01:00 PM - 02:00 PM
08:00 AM - 09:00 AM
0.524
PM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NOON NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
0.433 0.525 0.732 0.781
AM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
Data - Total
Muzzey St Muzzey St Forest St Forest St
110
National Data & Surveying Services
Intersection Turning Movement Count
Location:Muzzey St & Forest St
City:Lexington Project ID:
Control:2-Way Stop(NB/SB)Date:
NS/EW Streets:
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
7:00 AM 1 0 1 0 7 4 1 0 0 1 1 0 0 2 0 0 18
7:15 AM 1 0 0 0 12 3 1 0 0 4 2 0 0 3 0 0 26
7:30 AM 3 0 1 0 6 11 2 0 0 5 3 0 1 1 0 0 33
7:45 AM 6 0 0 0 9 11 3 0 0 1 0 0 2 4 0 0 36
8:00 AM 25 0 3 0 12 27 5 0 0 6 7 0 4 6 0 0 95
8:15 AM 71 0 18 0 6 87 9 0 0 4 10 0 7 7 0 0 219
8:30 AM 29 0 7 0 24 11 4 0 0 5 3 0 1 8 0 0 92
8:45 AM 0 0 1 0 20 2 5 0 0 4 0 0 0 16 0 0 48
9:00 AM 0 0 0 0 12 0 8 0 0 10 0 0 1 5 0 0 36
9:15 AM 2 0 1 0 21 1 6 0 0 11 2 0 0 6 0 1 51
9:30 AM 6 0 3 0 12 6 18 0 0 8 0 0 0 9 0 0 62
9:45 AM 2 0 0 0 16 0 5 0 0 2 0 0 0 7 0 0 32
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :146 0 35 0 157 163 67 0 0 61 28 0 16 74 0 1 748
APPROACH %'s :80.66%0.00%19.34%0.00%40.57%42.12%17.31%0.00%0.00%68.54%31.46%0.00%17.58%81.32%0.00%1.10%
PEAK HR :8:00 AM 41 0 0 TOTAL
PEAK HR VOL :125 0 29 0 62 127 23 0 0 19 20 0 12 37 0 0 454
PEAK HR FACTOR :0.440 0.000 0.403 0.000 0.646 0.365 0.639 0.000 0.000 0.792 0.500 0.000 0.429 0.578 0.000 0.000
Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
10:00 AM 1 0 0 0 23 1 8 0 0 7 0 0 1 13 0 0 54
10:15 AM 1 0 5 0 13 0 8 0 0 8 0 0 0 10 0 0 45
10:30 AM 2 0 0 0 13 7 15 0 0 5 0 0 0 9 0 0 51
10:45 AM 4 0 1 0 21 2 18 0 0 4 0 0 0 12 0 0 62
11:00 AM 1 0 0 0 17 4 21 0 0 9 1 0 1 9 0 0 63
11:15 AM 4 0 0 0 14 0 11 0 0 4 0 0 0 8 0 0 41
11:30 AM 2 0 1 0 15 1 8 0 0 3 0 0 0 6 0 0 36
11:45 AM 1 0 1 0 23 4 10 0 0 8 0 0 0 6 0 0 53
12:00 PM 3 0 0 0 32 0 14 0 0 5 0 0 0 9 0 0 63
12:15 PM 2 0 0 0 18 2 11 0 0 5 0 0 0 8 0 0 46
12:30 PM 1 0 0 0 19 3 13 0 0 6 0 0 1 8 0 0 51
12:45 PM 1 0 1 0 12 2 9 0 0 4 0 0 0 7 0 1 37
1:00 PM 3 0 0 0 17 0 14 0 0 3 0 0 1 11 0 0 49
1:15 PM 1 0 2 0 17 2 11 0 0 7 1 0 1 15 0 0 57
1:30 PM 3 0 4 0 26 6 19 0 0 5 2 0 0 7 0 0 72
1:45 PM 3 0 0 0 26 3 20 0 0 8 1 0 0 11 0 0 72
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :33 0 15 0 306 37 210 0 0 91 5 0 5 149 0 1 852
APPROACH %'s :68.75%0.00%31.25%0.00%55.33%6.69%37.97%0.00%0.00%94.79%5.21%0.00%3.23%96.13%0.00%0.65%
PEAK HR :1:00 PM 169 0 0 TOTAL
PEAK HR VOL :10 0 6 0 86 11 64 0 0 23 4 0 2 44 0 0 250
PEAK HR FACTOR :0.833 0.000 0.375 0.000 0.827 0.458 0.800 0.000 0.000 0.719 0.500 0.000 0.500 0.733 0.000 0.000
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
2:00 PM 6 0 2 0 21 4 19 0 0 9 0 0 1 3 0 0 65
2:15 PM 4 0 1 0 32 1 21 0 0 4 1 0 0 13 0 0 77
2:30 PM 6 0 1 0 20 2 12 0 0 8 0 0 0 13 0 0 62
2:45 PM 13 0 2 0 22 6 18 0 0 4 2 0 0 9 0 0 76
3:00 PM 25 0 1 0 32 10 15 0 0 12 4 0 1 17 0 0 117
3:15 PM 44 0 3 0 30 11 15 0 0 6 2 0 1 18 0 0 130
3:30 PM 18 0 0 0 30 4 12 0 0 12 2 0 0 13 0 0 91
3:45 PM 9 0 1 0 27 2 22 0 0 11 1 0 0 11 0 0 84
4:00 PM 4 0 0 0 33 4 14 0 0 7 2 0 0 19 0 0 83
4:15 PM 7 0 1 0 29 5 19 0 0 7 0 0 0 9 0 0 77
4:30 PM 5 0 1 0 32 1 18 0 0 5 4 0 1 16 0 0 83
4:45 PM 5 0 0 0 30 3 15 0 0 6 0 0 0 11 0 0 70
5:00 PM 11 0 1 0 26 3 24 0 0 14 1 0 0 16 0 0 96
5:15 PM 1 0 0 0 39 2 16 0 0 16 0 0 0 12 0 0 86
5:30 PM 2 0 0 0 37 0 13 0 0 10 0 0 0 16 0 0 78
5:45 PM 0 0 0 0 28 3 13 0 0 11 0 0 2 12 0 0 69
6:00 PM 0 0 0 0 23 2 21 0 0 14 0 0 0 11 0 0 71
6:15 PM 0 0 0 0 23 0 13 0 0 12 0 0 0 9 0 0 57
6:30 PM 0 0 0 0 25 2 14 0 0 10 0 0 0 5 0 0 56
6:45 PM 2 0 0 0 17 3 11 0 0 10 0 0 0 15 0 0 58
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :162 0 14 0 556 68 325 0 0 188 19 0 6 248 0 0 1586
APPROACH %'s :92.05%0.00%7.95%0.00%58.59%7.17%34.25%0.00%0.00%90.82%9.18%0.00%2.36%97.64%0.00%0.00%
PEAK HR :3:00 PM 285 0 0 TOTAL
PEAK HR VOL :96 0 5 0 119 27 64 0 0 41 9 0 2 59 0 0 422
PEAK HR FACTOR :0.545 0.000 0.417 0.000 0.930 0.614 0.727 0.000 0.000 0.854 0.563 0.000 0.500 0.819 0.000 0.000
24-430178-001
11/13/2024
03:00 PM - 04:00 PM
0.8120.537 0.921 0.781 0.803
01:00 PM - 02:00 PM
0.8680.571 0.789 0.750 0.719
08:00 AM - 09:00 AM
0.518
PM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NOON NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
0.433 0.520 0.696 0.766
AM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
Data - Cars
Muzzey St Muzzey St Forest St Forest St
111
National Data & Surveying Services
Intersection Turning Movement Count
Location:Muzzey St & Forest St
City:Lexington Project ID:
Control:2-Way Stop(NB/SB)Date:
NS/EW Streets:
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
APPROACH %'s :
PEAK HR :8:00 AM 41 0 0 TOTAL
PEAK HR VOL :0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
10:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1
12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:30 PM 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1
1:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 2
APPROACH %'s :0.00%100.00%0.00%0.00%0.00%100.00%0.00%0.00%
PEAK HR :1:00 PM 169 0 0 TOTAL
PEAK HR VOL :0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1
PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.000 0.250 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
2:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:30 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1
3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:45 PM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1
6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:45 PM 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 2
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :0 0 0 0 1 1 1 0 0 1 0 0 0 0 0 0 4
APPROACH %'s :33.33%33.33%33.33%0.00%0.00%100.00%0.00%0.00%
PEAK HR :3:00 PM 285 0 0 TOTAL
PEAK HR VOL :0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1
PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.000 0.000 0.250 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
24-430178-001
11/13/2024
03:00 PM - 04:00 PM
0.2500.250
01:00 PM - 02:00 PM
0.2500.250
08:00 AM - 09:00 AM
PM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NOON NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
AM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
Data - Buses
Muzzey St Muzzey St Forest St Forest St
112
National Data & Surveying Services
Intersection Turning Movement Count
Location:Muzzey St & Forest St
City:Lexington Project ID:
Control:2-Way Stop(NB/SB)Date:
NS/EW Streets:
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 2
7:15 AM 1 0 0 0 1 0 0 0 0 3 0 0 0 0 0 0 5
7:30 AM 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0 0 2
7:45 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1
8:00 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 0 2
8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:30 AM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1
8:45 AM 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0 0 2
9:00 AM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1
9:15 AM 0 0 0 0 1 1 1 0 0 0 0 0 0 3 0 0 6
9:30 AM 0 0 0 0 2 0 1 0 0 0 0 0 0 0 0 0 3
9:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :1 0 0 0 6 1 4 0 0 7 0 0 1 5 0 0 25
APPROACH %'s :100.00%0.00%0.00%0.00%54.55%9.09%36.36%0.00%0.00%100.00%0.00%0.00%16.67%83.33%0.00%0.00%
PEAK HR :8:00 AM 41 0 0 TOTAL
PEAK HR VOL :0 0 0 0 1 0 1 0 0 2 0 0 0 1 0 0 5
PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.250 0.000 0.250 0.000 0.000 0.500 0.000 0.000 0.000 0.250 0.000 0.000
Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
10:00 AM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1
10:15 AM 0 0 0 0 2 0 0 0 0 0 0 0 0 1 0 0 3
10:30 AM 0 0 0 0 2 0 1 0 0 0 0 0 0 0 0 0 3
10:45 AM 1 0 0 0 0 0 0 0 0 1 0 0 0 1 0 0 3
11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:30 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1
11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1
12:00 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1
12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:30 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1
12:45 PM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1
1:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:30 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1
1:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :1 0 0 0 6 0 4 0 0 2 0 0 0 3 0 0 16
APPROACH %'s :100.00%0.00%0.00%0.00%60.00%0.00%40.00%0.00%0.00%100.00%0.00%0.00%0.00%100.00%0.00%0.00%
PEAK HR :1:00 PM 169 0 0 TOTAL
PEAK HR VOL :0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1
PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.000 0.000 0.250 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
2:00 PM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1
2:15 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1
2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:00 PM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1
3:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1
3:30 PM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1
3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:00 PM 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 2
4:15 PM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1
6:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :0 0 0 0 5 0 1 0 0 1 0 0 1 1 0 0 9
APPROACH %'s :83.33%0.00%16.67%0.00%0.00%100.00%0.00%0.00%50.00%50.00%0.00%0.00%
PEAK HR :3:00 PM 285 0 0 TOTAL
PEAK HR VOL :0 0 0 0 2 0 0 0 0 0 0 0 1 0 0 0 3
PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.500 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.250 0.000 0.000 0.000
24-430178-001
11/13/2024
03:00 PM - 04:00 PM
0.7500.500 0.250
01:00 PM - 02:00 PM
0.2500.250
08:00 AM - 09:00 AM
0.625
PM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NOON NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
0.500 0.500 0.250
AM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
Data - Duals
Muzzey St Muzzey St Forest St Forest St
113
National Data & Surveying Services
Intersection Turning Movement Count
Location:Muzzey St & Forest St
City:Lexington Project ID:
Control:2-Way Stop(NB/SB)Date:
NS/EW Streets:
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
APPROACH %'s :
PEAK HR :8:00 AM 41 0 0 TOTAL
PEAK HR VOL :0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
10:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
APPROACH %'s :
PEAK HR :1:00 PM 169 0 0 TOTAL
PEAK HR VOL :0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
2:00 PM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1
2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1
APPROACH %'s :100.00%0.00%0.00%0.00%
PEAK HR :3:00 PM 285 0 0 TOTAL
PEAK HR VOL :0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
24-430178-001
11/13/2024
03:00 PM - 04:00 PM
01:00 PM - 02:00 PM
08:00 AM - 09:00 AM
PM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NOON NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
AM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
Data - TTST
Muzzey St Muzzey St Forest St Forest St
114
National Data & Surveying Services
Intersection Turning Movement Count
Location:Muzzey St & Forest St
City:Lexington Project ID:
Control:2-Way Stop(NB/SB)Date:
NS/EW Streets:
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1
7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:30 AM 0 0 1 0 0 1 0 0 0 0 0 0 0 1 0 0 3
7:45 AM 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1
8:00 AM 0 0 0 0 0 13 0 0 0 0 0 0 0 0 0 0 13
8:15 AM 0 0 0 0 0 23 0 0 0 0 2 0 0 2 0 0 27
8:30 AM 0 0 0 0 0 4 0 0 0 0 0 0 0 0 0 0 4
8:45 AM 0 0 0 0 0 1 0 0 0 2 0 0 0 0 0 0 3
9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:30 AM 0 0 0 0 0 2 0 0 0 0 1 0 0 0 0 0 3
9:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :0 0 1 0 0 45 0 0 0 2 3 0 1 3 0 0 55
APPROACH %'s :0.00%0.00%100.00%0.00%0.00%100.00%0.00%0.00%0.00%40.00%60.00%0.00%25.00%75.00%0.00%0.00%
PEAK HR :8:00 AM 41 0 0 TOTAL
PEAK HR VOL :0 0 0 0 0 41 0 0 0 2 2 0 0 2 0 0 47
PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.000 0.446 0.000 0.000 0.000 0.250 0.250 0.000 0.000 0.250 0.000 0.000
Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
10:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:45 AM 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2
11:00 AM 0 0 0 0 0 3 0 0 0 1 1 0 0 0 0 0 5
11:15 AM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1
11:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:45 AM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:15 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1
12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:15 PM 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1
1:30 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1
1:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :1 2 0 0 0 4 0 0 0 4 1 0 0 1 0 0 13
APPROACH %'s :33.33%66.67%0.00%0.00%0.00%100.00%0.00%0.00%0.00%80.00%20.00%0.00%0.00%100.00%0.00%0.00%
PEAK HR :1:00 PM 169 0 0 TOTAL
PEAK HR VOL :0 0 0 0 0 1 0 0 0 1 0 0 0 1 0 0 3
PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.000 0.250 0.000 0.000 0.000 0.250 0.000 0.000 0.000 0.250 0.000 0.000
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
2:00 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:00 PM 4 10 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14
3:15 PM 5 11 1 0 0 0 0 0 0 0 0 0 0 0 0 0 17
3:30 PM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
3:45 PM 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2
4:00 PM 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 2
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 2
4:45 PM 1 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3
5:00 PM 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2
5:15 PM 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3
5:30 PM 1 1 0 0 2 1 0 0 0 0 0 0 0 0 0 0 5
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:15 PM 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1
6:30 PM 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1
6:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :15 30 1 0 2 5 0 0 0 1 0 0 0 0 0 0 54
APPROACH %'s :32.61%65.22%2.17%0.00%28.57%71.43%0.00%0.00%0.00%100.00%0.00%0.00%
PEAK HR :3:00 PM 285 0 0 TOTAL
PEAK HR VOL :12 21 1 0 0 0 0 0 0 0 0 0 0 0 0 0 34
PEAK HR FACTOR :0.600 0.477 0.250 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
24-430178-001
11/13/2024
03:00 PM - 04:00 PM
0.5000.500
01:00 PM - 02:00 PM
0.7500.250 0.250 0.250
08:00 AM - 09:00 AM
0.435
PM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NOON NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
0.446 0.500 0.250
AM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
Data - Bikes
Muzzey St Muzzey St Forest St Forest St
115
National Data & Surveying Services
Intersection Turning Movement Count
Location:Muzzey St & Forest St Project ID:
City:Lexington Date:
NS/EW Streets:
EB WB EB WB NB SB NB SB TOTAL
7:00 AM 0 0 0 0 0 1 1 0 2
7:15 AM 0 1 0 0 0 0 0 0 1
7:30 AM 0 1 0 0 0 0 0 2 3
7:45 AM 2 0 0 0 0 3 0 1 6
8:00 AM 1 0 0 0 1 3 0 0 5
8:15 AM 7 0 0 0 1 19 0 0 27
8:30 AM 2 0 0 0 5 4 1 0 12
8:45 AM 0 0 0 0 0 1 0 0 1
9:00 AM 0 0 0 0 0 2 0 0 2
9:15 AM 0 0 0 0 4 2 0 0 6
9:30 AM 0 0 0 0 1 4 1 1 7
9:45 AM 0 0 0 0 7 1 0 1 9
EB WB EB WB NB SB NB SB TOTAL
TOTAL VOLUMES :12 2 0 0 19 40 3 5 81
APPROACH %'s :85.71%14.29%32.20%67.80%37.50%62.50%
PEAK HR :8:00 AM 40 -1 -1 TOTAL
PEAK HR VOL :10 0 0 0 7 27 1 0 45
PEAK HR FACTOR :0.357 0.350 0.355 0.250
Headers NEB NWB SEB SWB ENS ESB WNB WSB
EB WB EB WB NB SB NB SB TOTAL
10:00 AM 0 0 1 0 1 1 0 5 8
10:15 AM 0 0 1 0 1 4 0 0 6
10:30 AM 0 0 0 1 0 0 0 0 1
10:45 AM 0 0 1 0 23 1 1 1 27
11:00 AM 2 1 0 0 14 11 0 1 29
11:15 AM 1 0 1 0 1 0 0 0 3
11:30 AM 0 1 0 1 0 2 2 0 6
11:45 AM 0 0 0 0 16 14 0 3 33
12:00 PM 0 0 0 0 9 2 1 0 12
12:15 PM 2 2 0 0 7 14 0 7 32
12:30 PM 1 1 0 0 5 0 0 0 7
12:45 PM 0 1 0 0 4 2 2 2 11
1:00 PM 0 1 0 0 18 3 0 0 22
1:15 PM 0 1 0 0 10 10 0 1 22
1:30 PM 1 0 0 0 1 18 1 0 21
1:45 PM 1 1 0 0 1 1 1 1 6
EB WB EB WB NB SB NB SB TOTAL
TOTAL VOLUMES :8 9 4 2 111 83 8 21 246
APPROACH %'s :47.06%52.94%66.67%33.33%57.22%42.78%27.59%72.41%
PEAK HR :1:00 PM 167 -2 -2 TOTAL
PEAK HR VOL :2 3 0 0 30 32 2 2 71
PEAK HR FACTOR :0.500 0.750 0.417 0.444 0.500 0.500
EB WB EB WB NB SB NB SB TOTAL
2:00 PM 0 0 0 0 13 7 1 0 21
2:15 PM 0 1 0 0 7 2 0 0 10
2:30 PM 1 0 0 2 2 2 0 0 7
2:45 PM 2 0 0 0 6 5 0 1 14
3:00 PM 0 3 0 0 26 3 1 0 33
3:15 PM 0 5 3 0 113 0 1 0 122
3:30 PM 0 0 0 0 19 0 0 0 19
3:45 PM 1 0 0 0 6 0 0 0 7
4:00 PM 0 0 0 0 23 0 0 0 23
4:15 PM 0 0 0 0 18 0 2 4 24
4:30 PM 0 1 0 0 8 7 1 0 17
4:45 PM 2 4 1 0 9 0 1 3 20
5:00 PM 0 1 0 0 7 4 0 0 12
5:15 PM 0 1 0 0 2 0 0 0 3
5:30 PM 0 0 0 0 9 2 0 0 11
5:45 PM 2 0 0 0 0 7 0 0 9
6:00 PM 1 0 0 0 0 0 0 0 1
6:15 PM 0 1 0 0 1 0 0 0 2
6:30 PM 0 0 0 2 0 2 0 0 4
6:45 PM 0 0 0 0 0 0 0 0 0
EB WB EB WB NB SB NB SB TOTAL
TOTAL VOLUMES :9 17 4 4 269 41 7 8 359
APPROACH %'s :34.62%65.38%50.00%50.00%86.77%13.23%46.67%53.33%
PEAK HR :3:00 PM 282 -3 -3 TOTAL
PEAK HR VOL :1 8 3 0 164 3 2 0 181
PEAK HR FACTOR :0.250 0.400 0.250 0.363 0.250 0.500
24-430178-001
11/13/2024
0.3710.450 0.250 0.369 0.500
03:00 PM - 04:00 PM
01:00 PM - 02:00 PM
0.8070.625 0.738 0.500
0.4170.357
PM NORTH LEG SOUTH LEG EAST LEG WEST LEG
NOON NORTH LEG SOUTH LEG EAST LEG WEST LEG
0.425 0.250
08:00 AM - 09:00 AM
AM NORTH LEG SOUTH LEG EAST LEG WEST LEG
Data - Pedestrians (Crosswalks)
Muzzey St Muzzey St Forest St Forest St
116
Attachment B
Crash Data
117
Crash Data Summary Tables
Forest Street @ Muzzey Street - Lexington, MA
01/01/2018 - 12/01/2024
V1 V2 V3 V4
1 4509728 2/2/2018 7:48 AM Daylight Clear Dry 2 S Non-fatal Injury 1 Angled Failure to Yield Right-of-Way
2 4731927 7/12/2019 4:08 PM Daylight Clear Not Reported 1 W Non-fatal Injury 1 Cyclist No Improper Driving
3 4887284 10/8/2020 3:34 PM Daylight Clear Dry 2 S N Property Damage Only 0 Angled Failure to Yield Right-of-Way
4 5103211 5/2/2022 2:56 PM Daylight Clear Dry 2 W Property Damage Only 0 Angled Failure to Yield Right-of-Way
5 5103644 5/2/2022 4:46 PM Daylight Cloudy Dry 1 Non-fatal Injury 2 Pedestrian Not Reported
6 5381793 4/3/2024 5:05 PM Daylight Rain Wet 1 E Property Damage Only 0 Pedestrian Inattention / Distracted
7 5450095 10/9/2024 4:50 PM Daylight Clear Dry 1 S Non-fatal Injury 1 Cyclist No Improper Driving
Collision
Diagram Crash Number Crash Date
Number of
NonFatal InjuriesCrash Time Ambient Light Weather Condition Road Surface
Number of
Vehicles
Vehicle Travel
Directions Crash Severity Manner of Collision Driver Contributing Codes Detailed Narrative (from Crash Report)
Sheet 1 of 2 12/19/2024
118
Crash Data Summary Charts
Forest Street @ Muzzey Street - Lexington, MA
01/01/2019 - 12/01/2024
Forest Street / Muzzey Street 7
Month #%
January 0 0%
February 1 14%
March 0 0%
April 1 14%
May 2 29%
June 0 0%
July 1 14%
August 0 0%
September 0 0%
October 2 29%
November 0 0%
December 0 0%
Day of Week #%
Sunday 0 0%
Monday 2 29%
Tuesday 0 0%
Wednesday 2 29%
Thursday 1 14%
Friday 2 29%
Saturday 0 0%
Time of Day #%
6AM - 9AM 1 14%
9AM - 12PM 0 0%
12PM-3PM 1 14%
3PM - 6PM 5 71%
6PM - 9PM 0 0%
9PM - 6AM 0 0%
Manner of Collision #%
Single Vehicle 0 0%
Rear-end 0 0%
Angled 3 43%
Sideswipe 0 0%
Head-on 0 0%
Ped/Bike 4 57%
Other / Not Reported 0 0%
Weather Conditions #%
Clear 5 71%
Cloudy 1 14%
Rain 1 14%
Snow 0 0%
Other 0 0%
Not Reported 0 0%
Road Surface #%
Dry 5 71%
Wet 1 14%
Snow / Ice 0 0%
Other / Not Reported 1 14%
Crash Severity #%
Property Damage Only 3 43%
Non-Fatal Injury 4 57%
Fatal Injury 0 0%
Not Reported 0 0%
Main Contributing Factor from Narrative #%
Following Too Closely 0 0%
Visibility Obstructed / Glare 0 0%
Failure to Yield Right-Of-Way 3 43%
Inattention / Distracted 1 14%
Disregarded Traffic Controls 0 0%
Excessive Speed 0 0%
Wrong Side / Wrong Way 0 0%
Erratic / Aggressive / Reckless Driving 0 0%
Swerving / Avoiding / Over-Steering / Over-Correcting 0 0%
Failure to Keep in Proper Lane 0 0%
Made an Improper Turn 0 0%
No Improper Driving 2 29%
Other / Not Reported 1 14%
0%
5%
10%
15%
20%
25%
30%
0%
10%
20%
30%
0%
20%
40%
60%
80%
6AM - 9AM 9AM - 12PM 12PM-3PM 3PM - 6PM 6PM - 9PM 9PM - 6AM
0%
20%
40%
60%
Single
Vehicle
Rear-end Angled Sideswipe Head-on Ped/Bike Other /
Not
Reported
0%
20%
40%
60%
80%
Clear Cloudy Rain Snow Other Not
Reported
0%
50%
100%
Dry Wet Snow / Ice Other / Not
Reported
0%5%10%15%20%25%30%35%40%45%
0%
50%100%
Property Damage
Only
Non-Fatal Injury Fatal Injury Not Reported
Sheet 2 of 2 12/19/2024
119
CITY/TOWN : Lexington, MA COUNT DATE :Nov-24
DISTRICT : 4 UNSIGNALIZED :Y SIGNALIZED :
~ INTERSECTION DATA ~
MAJOR STREET :Forest Street
MINOR STREET(S) :Muzzey Street
Muzzey Street
North
Forest Street Forest Street
Muzzey Street
PEAK HOUR VOLUMES
1 2 3 4 5
EB WB NB SB
142 4 192 70 408
0.070 5,829
3 # OF
YEARS :3
AVERAGE # OF
CRASHES PER YEAR (
A ) :
1.00
0.47 RATE =( A * 1,000,000 )
( V * 365 )
Comments : K factor based on Muzzey Street ATR
Project Title & Date:All-Way Stop Evaluation
APPROACH :Total Peak
Hourly
Approach
VolumeDIRECTION :
INTERSECTION CRASH RATE WORKSHEET
INTERSECTION
DIAGRAM
(Label Approaches)
PEAK HOURLY
VOLUMES (AM/PM) :
" K " FACTOR :INTERSECTION ADT ( V ) = TOTAL DAILY
APPROACH VOLUME :
TOTAL # OF CRASHES :
CRASH RATE CALCULATION :
120
Attachment C
Warrant Analysis
121
Evaluation of All Way Stop Warrants
Project:All-Way Stop Analysis Eval Date:
Location:Forest Street / Muzzey Street (Day 1)Source:MUTCD 2009
Municipality Lexington, Massachusetts Trip Gen:N/A
Count Date:Analyst:TEC
Count Time:7:00 AM - 7:00 PM
Minor Street Roadway 1:Major Street Roadway 1:
Minor Street Roadway 2:Major Street Roadway 2:
Minor Street Direction 1:EB Major Street Direction 1:NB
Minor Street Direction 2:WB Major Street Direction 2:SB
Minor Street Lanes:1 Major Street Lanes:1
Major Street 85th Speed ≥ 40 mph OR Isolated Population ≤ 10,000 persons:N
VOLUMES VOLUMES
Minor Minor Major Major Minor Minor Major Major
Forest Street Forest Street Muzzey StreetMuzzey Street Forest Street Forest Street Muzzey StreetMuzzey Street
Time EB WB NB SB Time EB WB NB SB
6-7 AM 0 0 0 0 6-7 AM 0 0 0 0
7-8 AM 22 19 8 74 7-8 AM 22 19 8 74
8-9 AM 44 53 148 215 8-9 AM 44 53 148 215
9-10 AM 23 42 12 117 9-10 AM 23 42 12 117
10-11 AM 31 42 11 156 10-11 AM 31 42 11 156
11-12 PM 27 37 12 155 11-12 PM 27 37 12 155
12-1 PM 25 37 10 158 12-1 PM 25 37 10 158
1-2 PM 19 51 13 201 1-2 PM 19 51 13 201
2-3 PM 25 33 21 178 2-3 PM 25 33 21 178
3-4 PM 48 75 101 193 3-4 PM 48 75 101 193
4-5 PM 57 45 23 233 4-5 PM 57 45 23 233
5-6 PM 54 53 13 221 5-6 PM 54 53 13 221
6-7 PM 28 39 10 152 6-7 PM 28 39 10 152
Seasonal Adjustment:0.0%
VOLUMES VOLUMES
Minor Minor Major Major Minor Minor Major Major
Forest Street Forest Street Muzzey StreetMuzzey Street Forest Street Forest Street Muzzey StreetMuzzey Street
Time EB WB NB SB Time EB WB NB SB
6-7 AM 6-7 AM 0 0 0 0
7-8 AM 7-8 AM 22 19 8 74
8-9 AM 8-9 AM 44 53 148 215
9-10 AM 9-10 AM 23 42 12 117
10-11 AM 10-11 AM 31 42 11 156
11-12 PM 11-12 PM 27 37 12 155
12-1 PM 12-1 PM 25 37 10 158
1-2 PM 1-2 PM 19 51 13 201
2-3 PM 2-3 PM 25 33 21 178
3-4 PM 3-4 PM 48 75 101 193
4-5 PM 4-5 PM 57 45 23 233
5-6 PM 5-6 PM 54 53 13 221
6-7 PM 6-7 PM 28 39 10 152
Annual Adjustment:0.5%
Opening Year:2024
Years Until Opening Year:0
RAW DATA INPUT SEASONALLY ADJUSTED DATA
SITE-GENERATED DATA OPENING YEAR DATA
Thursday, December 19, 2024
Forest Street
Forest Street Muzzey Street
Muzzey Street
Tuesday, November 12, 2024
1 of 2 MUTCD (2009) Traffic Signal Warrants Evaluation 12/19/2024
122
Criteria A - Interim Measure Prior to Traffic Signal Control
NO
Criteria B - Five or More Preventable Crashes
Time NB SB
1 (Assumes December 5, 2023 to December 5, 2024)6-7 AM 0 0
7-8 AM 8 74
Result:NO 8-9 AM 148 215
9-10 AM 12 117
10-11 AM 11 156
Criteria C - Minimum Vehicular Volumes 11-12 PM 12 155
12-1 PM 10 158
1-2 PM 13 20124seconds per vehicle (Based on 2024 Base Year Condition - PM Hour)2-3 PM 21 178
3-4 PM 101 193
4-5 PM 23 233
Condition 1/2: Major Street 85th-Percentile Speed < 40 MPH 5-6 PM 13 221
6-7 PM 10 152
Street 6-7 AM 7-8 AM 8-9 AM 9-10 AM 10-11 AM 11-12 PM 12-1 PM 1-2 PM 2-3 PM 3-4 PM 4-5 PM 5-6 PM 6-7 PM
Major 300 0 82 363 129 167 167 168 214 199 294 256 234 162 30
Minor 200 0 49 143 89 152 131 141 139 75 295 159 129 72
Met?NO NO NO NO NO NO NO NO NO NO NO NO NO
Result:NO
OR
Condition 3: Major Street 85th-Percentile Speed > 40 MPH Time EB WB EB WB East Leg West Leg
70%6-7 AM 0 0 0 0 0 0
7-8 AM 22 19 1 0 4 3
Street 6-7 AM 7-8 AM 8-9 AM 9-10 AM 10-11 AM 11-12 PM 12-1 PM 1-2 PM 2-3 PM 3-4 PM 4-5 PM 5-6 PM 6-7 PM 8-9 AM 44 53 5 2 36 3
Major 210 0 82 363 129 167 167 168 214 199 294 256 234 162 9-10 AM 23 42 1 1 20 2
Minor 140 0 49 143 89 152 131 141 139 75 295 159 129 72 10-11 AM 31 42 1 2 74 2
Met?NO NO YES NO NO NO NO NO NO YES YES NO NO 11-12 PM 27 37 1 1 64 1
12-1 PM 25 37 0 0 76 3
Result:NO 1-2 PM 19 51 0 0 59 10
2-3 PM 25 33 0 0 13 4
3-4 PM 48 75 4 1 161 6
Criteria D - Minimum Values all Satisfied to 80% (Volumes, Crashes, & Delay)4-5 PM 57 45 1 0 55 1
5-6 PM 54 53 4 1 8 9
6-7 PM 28 39 2 0 0 3
80%
30
Street 6-7 AM 7-8 AM 8-9 AM 9-10 AM 10-11 AM 11-12 PM 12-1 PM 1-2 PM 2-3 PM 3-4 PM 4-5 PM 5-6 PM 6-7 PM
Major 240 0 82 363 129 167 167 168 214 199 294 256 234 162
Minor 160 0 49 143 89 152 131 141 139 75 295 159 129 72
Met?NO NO YES NO NO NO NO NO NO YES YES NO NO
Result:NO
Roadway Speeds
20
25
30
35
40
45
50
55
60
65
ATR Data
85th-Percentile Speed =
Average
Volume
ATR Data
Average
Volume
85th-Percentile Speed =Average
Volume
2024 Base Year
ATR Data
Is a Traffic Signal Proposaed In the Future =
Pedestrian Volumes
Muzzey Street
2024 Base Year
Average Delay to Minor-Street Vehicular Traffic =
Vehicle Volumes
Vehicle Volumes
Bicycle Volumes
Forest Street
Angle Crashes In Last 12-Month Period =
T0994.11 Multi-Way Stop 11th Ed_Muzzey Street Day 1 Sheet 2 of 2
123
Evaluation of All Way Stop Warrants
Project:All-Way Stop Analysis Eval Date:
Location:Forest Street / Muzzey Street (Day 2)Source:MUTCD 2009
Municipality Lexington, Massachusetts Trip Gen:N/A
Count Date:Analyst:TEC
Count Time:7:00 AM - 7:00 PM
Minor Street Roadway 1:Major Street Roadway 1:
Minor Street Roadway 2:Major Street Roadway 2:
Minor Street Direction 1:EB Major Street Direction 1:NB
Minor Street Direction 2:WB Major Street Direction 2:SB
Minor Street Lanes:1 Major Street Lanes:1
Major Street 85th Speed ≥ 40 mph OR Isolated Population ≤ 10,000 persons:N
VOLUMES VOLUMES
Minor Minor Major Major Minor Minor Major Major
Forest Street Forest Street Muzzey StreetMuzzey Street Forest Street Forest Street Muzzey StreetMuzzey Street
Time EB WB NB SB Time EB WB NB SB
6-7 AM 0 0 0 0 6-7 AM 0 0 0 0
7-8 AM 21 15 14 73 7-8 AM 21 15 14 73
8-9 AM 41 50 154 214 8-9 AM 41 50 154 214
9-10 AM 34 32 14 111 9-10 AM 34 32 14 111
10-11 AM 25 47 15 135 10-11 AM 25 47 15 135
11-12 PM 25 31 10 129 11-12 PM 25 31 10 129
12-1 PM 21 35 8 137 12-1 PM 21 35 8 137
1-2 PM 27 46 16 163 1-2 PM 27 46 16 163
2-3 PM 29 39 35 180 2-3 PM 29 39 35 180
3-4 PM 50 62 101 213 3-4 PM 50 62 101 213
4-5 PM 31 56 23 206 4-5 PM 31 56 23 206
5-6 PM 52 58 15 205 5-6 PM 52 58 15 205
6-7 PM 47 41 2 155 6-7 PM 47 41 2 155
Seasonal Adjustment:0.0%
VOLUMES VOLUMES
Minor Minor Major Major Minor Minor Major Major
Forest Street Forest Street Muzzey StreetMuzzey Street Forest Street Forest Street Muzzey StreetMuzzey Street
Time EB WB NB SB Time EB WB NB SB
6-7 AM 6-7 AM 0 0 0 0
7-8 AM 7-8 AM 21 15 14 73
8-9 AM 8-9 AM 41 50 154 214
9-10 AM 9-10 AM 34 32 14 111
10-11 AM 10-11 AM 25 47 15 135
11-12 PM 11-12 PM 25 31 10 129
12-1 PM 12-1 PM 21 35 8 137
1-2 PM 1-2 PM 27 46 16 163
2-3 PM 2-3 PM 29 39 35 180
3-4 PM 3-4 PM 50 62 101 213
4-5 PM 4-5 PM 31 56 23 206
5-6 PM 5-6 PM 52 58 15 205
6-7 PM 6-7 PM 47 41 2 155
Annual Adjustment:0.5%
Opening Year:2024
Years Until Opening Year:0
RAW DATA INPUT SEASONALLY ADJUSTED DATA
SITE-GENERATED DATA OPENING YEAR DATA
Thursday, December 19, 2024
Forest Street
Forest Street Muzzey Street
Muzzey Street
Wednesday, November 13, 2024
1 of 2 MUTCD (2009) Traffic Signal Warrants Evaluation 12/19/2024
124
Criteria A - Interim Measure Prior to Traffic Signal Control
NO
Criteria B - Five or More Preventable Crashes
Time NB SB
1 (Assumes December 5, 2023 to December 5, 2024)6-7 AM 0 0
7-8 AM 14 73
Result:NO 8-9 AM 154 214
9-10 AM 14 111
10-11 AM 15 135
Criteria C - Minimum Vehicular Volumes 11-12 PM 10 129
12-1 PM 8 137
1-2 PM 16 16324seconds per vehicle (Based on 2024 Base Year Condition - PM Hour)2-3 PM 35 180
3-4 PM 101 213
4-5 PM 23 206
Condition 1/2: Major Street 85th-Percentile Speed < 40 MPH 5-6 PM 15 205
6-7 PM 2 155
Street 6-7 AM 7-8 AM 8-9 AM 9-10 AM 10-11 AM 11-12 PM 12-1 PM 1-2 PM 2-3 PM 3-4 PM 4-5 PM 5-6 PM 6-7 PM
Major 300 0 87 368 125 150 139 145 179 215 314 229 220 157 30
Minor 200 0 46 132 91 110 123 112 141 114 281 164 141 91
Met?NO NO NO NO NO NO NO NO NO YES NO NO NO
Result:NO
OR
Condition 3: Major Street 85th-Percentile Speed > 40 MPH Time EB WB EB WB East Leg West Leg
70%6-7 AM 0 0 0 0 0 0
7-8 AM 21 15 0 2 4 4
Street 6-7 AM 7-8 AM 8-9 AM 9-10 AM 10-11 AM 11-12 PM 12-1 PM 1-2 PM 2-3 PM 3-4 PM 4-5 PM 5-6 PM 6-7 PM 8-9 AM 41 50 4 2 34 1
Major 210 0 87 368 125 150 139 145 179 215 314 229 220 157 9-10 AM 34 32 1 0 21 3
Minor 140 0 46 132 91 110 123 112 141 114 281 164 141 91 10-11 AM 25 47 0 0 31 7
Met?NO NO NO NO NO NO NO NO NO YES YES YES NO 11-12 PM 25 31 3 0 58 6
12-1 PM 21 35 1 0 43 12
Result:NO 1-2 PM 27 46 1 1 62 4
2-3 PM 29 39 0 0 44 2
3-4 PM 50 62 0 0 167 2
Criteria D - Minimum Values all Satisfied to 80% (Volumes, Crashes, & Delay)4-5 PM 31 56 1 0 65 11
5-6 PM 52 58 0 0 31 0
6-7 PM 47 41 0 0 3 0
80%
30
Street 6-7 AM 7-8 AM 8-9 AM 9-10 AM 10-11 AM 11-12 PM 12-1 PM 1-2 PM 2-3 PM 3-4 PM 4-5 PM 5-6 PM 6-7 PM
Major 240 0 87 368 125 150 139 145 179 215 314 229 220 157
Minor 160 0 46 132 91 110 123 112 141 114 281 164 141 91
Met?NO NO NO NO NO NO NO NO NO YES YES YES NO
Result:NO
Roadway Speeds
20
25
30
35
40
45
50
55
60
65
ATR Data
85th-Percentile Speed =
Average
Volume
ATR Data
Average
Volume
85th-Percentile Speed =Average
Volume
2024 Base Year
ATR Data
Is a Traffic Signal Proposaed In the Future =
Pedestrian Volumes
Muzzey Street
2024 Base Year
Average Delay to Minor-Street Vehicular Traffic =
Vehicle Volumes
Vehicle Volumes
Bicycle Volumes
Forest Street
Angle Crashes In Last 12-Month Period =
T0994.11 Multi-Way Stop 11th Ed_Muzzey Street Day 2 Sheet 2 of 2
125
Attachment D
Capacity and Queue Analysis
126
Lanes, Volumes, Timings
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2024 Base Year AM All-Way Stop Evaluation 12:47 pm 12/02/2024 Existing Conditions Synchro 11 Report
TEC Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 21 20 12 38 0 125 0 29 63 127 24
Future Volume (vph) 0 21 20 12 38 0 125 0 29 63 127 24
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 11 11 11 11 11 11 11 11 11 15 15 15
Link Speed (mph) 25 25 25 25
Link Distance (ft) 1000 1000 1000 1000
Travel Time (s) 27.3 27.3 27.3 27.3
Confl. Peds. (#/hr) 11 1 34 44 1 34 44 1
Confl. Bikes (#/hr) 2 2 41
Peak Hour Factor 0.73 0.73 0.73 0.78 0.78 0.78 0.43 0.43 0.43 0.53 0.53 0.53
Heavy Vehicles (%) 0% 10% 0% 0% 3% 0% 0% 0% 0% 2% 0% 4%
Parking (#/hr)555
Shared Lane Traffic (%)
Sign Control Free Free Stop Stop
Intersection Summary
Area Type: Other
Control Type: Unsignalized
127
HCM 6th TWSC
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TEC Page 2
Intersection
Int Delay, s/veh 19.9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 21 20 12 38 0 125 0 29 63 127 24
Future Vol, veh/h 0 21 20 12 38 0 125 0 29 63 127 24
Conflicting Peds, #/hr 11 0 1 34 0 44 1 0 34 44 0 1
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length ------------
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 73 73 73 78 78 78 43 43 43 53 53 53
Heavy Vehicles, % 0 10 0030000204
Mvmt Flow 0 29 27 15 49 0 291 0 67 119 240 45
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All - 0 0 90 0 0 300 156 121 199 169 50
Stage 1 ------7777-7979-
Stage 2 ------22379-12090-
Critical Hdwy - - - 4.1 - - 7.1 6.5 6.2 7.12 6.5 6.24
Critical Hdwy Stg 1 ------6.15.5-6.12 5.5 -
Critical Hdwy Stg 2 ------6.15.5-6.12 5.5 -
Follow-up Hdwy - - - 2.2 - - 3.5 4 3.3 3.518 4 3.336
Pot Cap-1 Maneuver 0 - - 1518 - 0 656 740 936 760 728 1013
Stage 1 0 ----0937835-930833-
Stage 2 0 ----0784833-884824-
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - - 1473 - - 443 710 873 670 699 1012
Mov Cap-2 Maneuver ------443710-670699-
Stage 1 ------937810-930825-
Stage 2 ------526825-784799-
Approach EB WB NB SB
HCM Control Delay, s 0 1.8 30.1 16.4
HCM LOS D C
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBTSBLn1
Capacity (veh/h) 488 - - 1473 - 715
HCM Lane V/C Ratio 0.734 - - 0.01 - 0.565
HCM Control Delay (s) 30.1 - - 7.5 0 16.4
HCM Lane LOS D - - A A C
HCM 95th %tile Q(veh) 6 - - 0 - 3.6
128
Lanes, Volumes, Timings
1: Muzzey Street & Forest Street 01/02/2025
2024 Base Year PM All-Way Stop Evaluation 1:46 pm 12/18/2024 Existing Conditions Synchro 11 Report
TEC Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 41 9 3 59 0 96 0 5 121 27 65
Future Volume (vph) 0 41 9 3 59 0 96 0 5 121 27 65
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 11 11 11 11 11 11 11 11 11 15 15 15
Link Speed (mph) 25 25 25 25
Link Distance (ft) 1000 1000 1000 1000
Travel Time (s) 27.3 27.3 27.3 27.3
Confl. Peds. (#/hr) 11 5 170 176 5 170 176 11
Confl. Bikes (#/hr)21
Peak Hour Factor 0.78 0.78 0.78 0.78 0.78 0.78 0.54 0.54 0.54 0.92 0.92 0.92
Heavy Vehicles (%) 0% 10% 0% 0% 3% 0% 0% 0% 0% 2% 0% 4%
Parking (#/hr)555
Shared Lane Traffic (%)
Sign Control Free Free Stop Stop
Intersection Summary
Area Type: Other
Control Type: Unsignalized
129
HCM 6th TWSC
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TEC Page 2
Intersection
Int Delay, s/veh 12.5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 41 9 3 59 0 96 0 5 121 27 65
Future Vol, veh/h 0 41 9 3 59 0 96 0 5 121 27 65
Conflicting Peds, #/hr 11 0 5 170 0 176 5 0 170 176 0 11
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length ------------
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 78 78 78 78 78 78 54 54 54 92 92 92
Heavy Vehicles, % 0 10 0030000204
Mvmt Flow 0 53 12 4 76 0 178 0 9 132 29 71
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All - 0 0 235 0 0 374 313 405 324 319 87
Stage 1 ------229229-8484-
Stage 2 ------14584-240235-
Critical Hdwy - - - 4.1 - - 7.1 6.5 6.2 7.12 6.5 6.24
Critical Hdwy Stg 1 ------6.15.5-6.12 5.5 -
Critical Hdwy Stg 2 ------6.15.5-6.12 5.5 -
Follow-up Hdwy - - - 2.2 - - 3.5 4 3.3 3.518 4 3.336
Pot Cap-1 Maneuver 0 - - 1344 - 0 587 606 650 629 601 966
Stage 1 0 ----0778718-924829-
Stage 2 0 ----0863829-763714-
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - - 1145 - - 437 514 468 520 510 957
Mov Cap-2 Maneuver ------437514-520510-
Stage 1 ------778612-924826-
Stage 2 ------760826-633608-
Approach EB WB NB SB
HCM Control Delay, s 0 0.4 19.2 14.7
HCM LOS C B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBTSBLn1
Capacity (veh/h) 438 - - 1145 - 602
HCM Lane V/C Ratio 0.427 - - 0.003 - 0.385
HCM Control Delay (s) 19.2 - - 8.2 0 14.7
HCM Lane LOS C - - A A B
HCM 95th %tile Q(veh) 2.1 - - 0 - 1.8
130
Lanes, Volumes, Timings
1: Muzzey Street & Forest Street 01/02/2025
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TEC Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 21 20 12 38 0 125 0 29 63 127 24
Future Volume (vph) 0 21 20 12 38 0 125 0 29 63 127 24
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 11 11 11 11 11 11 11 11 11 15 15 15
Link Speed (mph) 25 25 25 25
Link Distance (ft) 1000 1000 1000 1000
Travel Time (s) 27.3 27.3 27.3 27.3
Confl. Peds. (#/hr) 11 1 34 44 1 34 44 1
Confl. Bikes (#/hr) 2 2 41
Peak Hour Factor 0.73 0.73 0.73 0.78 0.78 0.78 0.43 0.43 0.43 0.53 0.53 0.53
Heavy Vehicles (%) 0% 10% 0% 0% 3% 0% 0% 0% 0% 2% 0% 4%
Parking (#/hr)555
Shared Lane Traffic (%)
Sign Control Stop Stop Free Free
Intersection Summary
Area Type: Other
Control Type: Unsignalized
131
HCM 6th TWSC
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TEC Page 2
Intersection
Int Delay, s/veh 11
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 21 20 12 38 0 125 0 29 63 127 24
Future Vol, veh/h 0 21 20 12 38 0 125 0 29 63 127 24
Conflicting Peds, #/hr 11 0 1 34 0 44 1 0 34 44 0 1
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length ------------
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 73 73 73 78 78 78 43 43 43 53 53 53
Heavy Vehicles, % 0 10 0030000204
Mvmt Flow 0 29 27 15 49 0 291 0 67 119 240 45
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All - 1195 298 1223 1184 - 286 0 0 111 0 0
Stage 1 - 502 - 660 660 -------
Stage 2 - 693 - 563 524 -------
Critical Hdwy - 6.6 6.2 7.1 6.53 - 4.1 - - 4.12 - -
Critical Hdwy Stg 1 - 5.6 - 6.1 5.53 -------
Critical Hdwy Stg 2 - 5.6 - 6.1 5.53 -------
Follow-up Hdwy - 4.09 3.3 3.5 4.027 - 2.2 - - 2.218 - -
Pot Cap-1 Maneuver 0 180 746 158 188 0 1288 - - 1479 - -
Stage 1 0 529 - 455 459 0 ------
Stage 2 0 433 - 514 528 0 ------
Platoon blocked, % - - - -
Mov Cap-1 Maneuver - 119 723 88 124 - 1287 - - 1422 - -
Mov Cap-2 Maneuver - 119 - 88 124 -------
Stage 1 - 476 - 334 337 -------
Stage 2 - 318 - 406 475 -------
Approach EB WB NB SB
HCM Control Delay, s 29.7 72.2 7 2.3
HCM LOS D F
Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 1287 - - 201 113 1422 - -
HCM Lane V/C Ratio 0.226 - - 0.279 0.567 0.084 - -
HCM Control Delay (s) 8.6 0 - 29.7 72.2 7.8 0 -
HCM Lane LOS A A - D F A A -
HCM 95th %tile Q(veh) 0.9 - - 1.1 2.7 0.3 - -
132
Lanes, Volumes, Timings
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TEC Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 41 9 3 59 0 96 0 5 121 27 65
Future Volume (vph) 0 41 9 3 59 0 96 0 5 121 27 65
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 11 11 11 11 11 11 11 11 11 15 15 15
Link Speed (mph) 25 25 25 25
Link Distance (ft) 1000 1000 1000 1000
Travel Time (s) 27.3 27.3 27.3 27.3
Confl. Peds. (#/hr) 11 5 170 176 5 170 176 11
Confl. Bikes (#/hr)21
Peak Hour Factor 0.78 0.78 0.78 0.78 0.78 0.78 0.54 0.54 0.54 0.92 0.92 0.92
Heavy Vehicles (%) 0% 10% 0% 0% 3% 0% 0% 0% 0% 2% 0% 4%
Parking (#/hr)555
Shared Lane Traffic (%)
Sign Control Stop Stop Free Free
Intersection Summary
Area Type: Other
Control Type: Unsignalized
133
HCM 6th TWSC
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TEC Page 2
Intersection
Int Delay, s/veh 14.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 41 9 3 59 0 96 0 5 121 27 65
Future Vol, veh/h 0 41 9 3 59 0 96 0 5 121 27 65
Conflicting Peds, #/hr 11 0 5 170 0 176 5 0 170 176 0 11
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length ------------
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 78 78 78 78 78 78 54 54 54 92 92 92
Heavy Vehicles, % 0 10 0030000204
Mvmt Flow 0 53 12 4 76 0 178 0 9 132 29 71
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All - 881 246 1068 912 - 111 0 0 185 0 0
Stage 1 - 340 - 537 537 -------
Stage 2 - 541 - 531 375 -------
Critical Hdwy - 6.6 6.2 7.1 6.53 - 4.1 - - 4.12 - -
Critical Hdwy Stg 1 - 5.6 - 6.1 5.53 -------
Critical Hdwy Stg 2 - 5.6 - 6.1 5.53 -------
Follow-up Hdwy - 4.09 3.3 3.5 4.027 - 2.2 - - 2.218 - -
Pot Cap-1 Maneuver 0 277 798 201 273 0 1492 - - 1390 - -
Stage 1 0 625 - 532 521 0 ------
Stage 2 0 508 - 536 615 0 ------
Platoon blocked, % - - - -
Mov Cap-1 Maneuver - 179 673 92 177 - 1478 - - 1176 - -
Mov Cap-2 Maneuver - 179 - 92 177 -------
Stage 1 - 544 - 396 388 -------
Stage 2 - 378 - 357 536 -------
Approach EB WB NB SB
HCM Control Delay, s 30.2 43.9 7.4 4.8
HCM LOS D E
Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 1478 - - 206 169 1176 - -
HCM Lane V/C Ratio 0.12 - - 0.311 0.47 0.112 - -
HCM Control Delay (s) 7.8 0 - 30.2 43.9 8.4 0 -
HCM Lane LOS A A - D E A A -
HCM 95th %tile Q(veh) 0.4 - - 1.3 2.2 0.4 - -
134
Lanes, Volumes, Timings
1: Muzzey Street & Forest Street 01/02/2025
2024 Base Year w/ AWSC Condition AM All-Way Stop Evaluation 12:47 pm 12/02/2024 AWSC Synchro 11 Report
TEC Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 21 20 12 38 0 125 0 29 63 127 24
Future Volume (vph) 0 21 20 12 38 0 125 0 29 63 127 24
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 11 11 11 11 11 11 11 11 11 15 15 15
Link Speed (mph) 25 25 25 25
Link Distance (ft) 1000 1000 1000 1000
Travel Time (s) 27.3 27.3 27.3 27.3
Confl. Peds. (#/hr) 11 1 34 44 1 34 44 1
Confl. Bikes (#/hr) 2 2 41
Peak Hour Factor 0.73 0.73 0.73 0.78 0.78 0.78 0.43 0.43 0.43 0.53 0.53 0.53
Heavy Vehicles (%) 0% 10% 0% 0% 3% 0% 0% 0% 0% 2% 0% 4%
Parking (#/hr)555
Shared Lane Traffic (%)
Sign Control Stop Stop Stop Stop
Intersection Summary
Area Type: Other
Control Type: Unsignalized
135
HCM 6th AWSC
1: Muzzey Street & Forest Street 01/02/2025
2024 Base Year w/ AWSC Condition AM All-Way Stop Evaluation 12:47 pm 12/02/2024 AWSC Synchro 11 Report
TEC Page 2
Intersection
Intersection Delay, s/veh 12
Intersection LOS B
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 21 20 12 38 0 125 0 29 63 127 24
Future Vol, veh/h 0 21 20 12 38 0 125 0 29 63 127 24
Peak Hour Factor 0.73 0.73 0.73 0.78 0.78 0.78 0.43 0.43 0.43 0.53 0.53 0.53
Heavy Vehicles, % 0 10 0030000204
Mvmt Flow 0 29 27 15 49 0 291 0 67 119 240 45
Number of Lanes 010010010010
Approach EB WB NB SB
Opposing Approach WB EB SB NB
Opposing Lanes 1 1 1 1
Conflicting Approach Left SB NB EB WB
Conflicting Lanes Left 1 1 1 1
Conflicting Approach Right NB SB WB EB
Conflicting Lanes Right 1 1 1 1
HCM Control Delay 9.3 9.5 12 12.8
HCM LOS A A B B
Lane NBLn1 EBLn1 WBLn1 SBLn1
Vol Left, % 81% 0% 24% 29%
Vol Thru, % 0% 51% 76% 59%
Vol Right, % 19% 49% 0% 11%
Sign Control Stop Stop Stop Stop
Traffic Vol by Lane 154 41 50 214
LT Vol 125 0 12 63
Through Vol 0 21 38 127
RT Vol 29 20 0 24
Lane Flow Rate 358 56 64 404
Geometry Grp 1111
Degree of Util (X) 0.471 0.089 0.104 0.523
Departure Headway (Hd) 4.737 5.707 5.858 4.667
Convergence, Y/N Yes Yes Yes Yes
Cap 756 631 615 767
Service Time 2.806 3.71 3.861 2.734
HCM Lane V/C Ratio 0.474 0.089 0.104 0.527
HCM Control Delay 12 9.3 9.5 12.8
HCM Lane LOS BAAB
HCM 95th-tile Q 2.5 0.3 0.3 3.1
136
Lanes, Volumes, Timings
1: Muzzey Street & Forest Street 01/02/2025
2024 Base Year w/ AWSC Condition PM All-Way Stop Evaluation 1:46 pm 12/18/2024 AWSC Synchro 11 Report
TEC Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 41 9 3 59 0 96 0 5 121 27 65
Future Volume (vph) 0 41 9 3 59 0 96 0 5 121 27 65
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 11 11 11 11 11 11 11 11 11 15 15 15
Link Speed (mph) 25 25 25 25
Link Distance (ft) 1000 1000 1000 1000
Travel Time (s) 27.3 27.3 27.3 27.3
Confl. Peds. (#/hr) 11 5 170 176 5 170 176 11
Confl. Bikes (#/hr)21
Peak Hour Factor 0.78 0.78 0.78 0.78 0.78 0.78 0.54 0.54 0.54 0.92 0.92 0.92
Heavy Vehicles (%) 0% 10% 0% 0% 3% 0% 0% 0% 0% 2% 0% 4%
Parking (#/hr)555
Shared Lane Traffic (%)
Sign Control Stop Stop Stop Stop
Intersection Summary
Area Type: Other
Control Type: Unsignalized
137
HCM 6th AWSC
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TEC Page 2
Intersection
Intersection Delay, s/veh 9.1
Intersection LOS A
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 41 9 3 59 0 96 0 5 121 27 65
Future Vol, veh/h 0 41 9 3 59 0 96 0 5 121 27 65
Peak Hour Factor 0.78 0.78 0.78 0.78 0.78 0.78 0.54 0.54 0.54 0.92 0.92 0.92
Heavy Vehicles, % 0 10 0030000204
Mvmt Flow 0 53 12 4 76 0 178 0 9 132 29 71
Number of Lanes 010010010010
Approach EB WB NB SB
Opposing Approach WB EB SB NB
Opposing Lanes 1 1 1 1
Conflicting Approach Left SB NB EB WB
Conflicting Lanes Left 1 1 1 1
Conflicting Approach Right NB SB WB EB
Conflicting Lanes Right 1 1 1 1
HCM Control Delay 8.6 8.6 9.2 9.3
HCM LOS A A A A
Lane NBLn1 EBLn1 WBLn1 SBLn1
Vol Left, % 95% 0% 5% 57%
Vol Thru, % 0% 82% 95% 13%
Vol Right, % 5% 18% 0% 31%
Sign Control Stop Stop Stop Stop
Traffic Vol by Lane 101 50 62 213
LT Vol 96 0 3 121
Through Vol 0 41 59 27
RT Vol 5 9 0 65
Lane Flow Rate 187 64 79 232
Geometry Grp 1111
Degree of Util (X) 0.243 0.09 0.109 0.286
Departure Headway (Hd) 4.675 5.027 4.953 4.44
Convergence, Y/N Yes Yes Yes Yes
Cap 767 710 721 808
Service Time 2.71 3.075 3 2.473
HCM Lane V/C Ratio 0.244 0.09 0.11 0.287
HCM Control Delay 9.2 8.6 8.6 9.3
HCM Lane LOS AAAA
HCM 95th-tile Q 1 0.3 0.4 1.2
138
Attachment E
Conceptual Improvement Plan
139
INSTALL STOP SIGN (R1-1)
& ALL WAY PLAQUE (R1-3)
INSTALL STOP LINE ALONG
FOREST STREET EASTBOUND
INSTALL STOP SIGN (R1-1)
& ALL WAY PLAQUE (R1-3)
INSTALL STOP LINE ALONG
FOREST STREET EASTBOUND
INSTALL ADVANCED
STOP WARNING SIGN (W3-1)
INSTALL ADVANCED
STOP WARNING SIGN (W3-1)
INSTALL ADVANCED
STOP WARNING SIGN (W3-1)
INSTALL ADVANCED
STOP WARNING SIGN (W3-1)
ELIMINATE PARKING STALL ADJACENT TO STOP LINE.
ADJUST PARKING METER ACCORDINGLY.
INSTALL ALL WAY PLAQUE (R1-3)
TO EXISTING STOP SIGNS
INSTALL ALL WAY PLAQUE (R1-3)
TO EXISTING STOP SIGN
RELOCATE NO PARKING SIGN TO PROVIDE SIGN SEPARATION
CONSIDER RELOCATION OF ON-STREET PARKING
TO THE EASTERLY SIDE OF MUZZEY STREET
T0994.11_MUZZEY CONCEPT.DWG5-Jan-2025 8:25 PMPlotted onTEC, Inc.
169 Ocean Blvd, Unit 3
PO Box 249
Hampton, NH 03842
603-601-8154
282 Merrimack Street,
2nd Floor
Lawrence, MA 01843
978-794-1792
311 Main Street,
2nd Floor
Worcester, MA 01608
508-868-5104
www.TheEngineeringCorp.com
-
DESIGNED BY CHECKED BY
APPROVED BYDRAWN BY PROJECT NO.
DATE
SWG SWG
SWG SWG T0994.11
01/06/2025
LEXINGTON
FOREST STREET AT MUZZEY STREET
SHORT-TERM CONCEPTUAL IMPROVEMENT PLAN
FIGURE E-1
20
SCALE: 1" = 20'
0 50 100
140
TECHNICAL MEMORANDUM
T:\T0994\T0994.11\Docs\Memos &
Trans\T0994.11_Memo_Forest-Clarke.docx
INTRODUCTION
TEC, Inc. (TEC) has been retained by the Town of Lexington to evaluate the safety and
operational characteristics, primarily the traffic control conditions, at the intersection of Forest
Street / Clarke Street in Lexington, Massachusetts. The four-legged two-way stop-controlled
(TWSC) intersection is located in a residential neighborhood just south of Lexington Town Center
and serves as a key vehicular and pedestrian junction north of Lexington High School, with a
driveway to the school’s / Town’s athletic fields south of the intersection off of Park Drive.
TEC has evaluated the traffic operations and safety characteristics of the study area under a base
year condition consistent with the Transportation Impact Assessment (TIA) Guidelines issued by
the Massachusetts Department of Transportation (MassDOT)1 and the standards of the Traffic
Engineering and Transportation Planning professions for the preparation of such reports. The
findings and recommendations for the improvements are based on the detailed traffic analyses
included in this technical memorandum.
EXISTING CONDITIONS
Intersection Geometry
Clarke Street intersects Forest Street to form a skewed four-legged unsignalized intersection.
Both the Clarke Street northbound and southbound approaches are under stop control while the
Forest Street eastbound and westbound approaches are free flowing. Forest Street and Clarke
Street’s northerly leg are classified as urban collector roadways while the Clarke Street southerly
leg is classified as a local roadway. All four intersection approaches consist of a single general-
purpose travel lane with directional flow along each of the other approaches is unmarked. Both
Forest Street approaches are 23-to-24-feet wide curb-to-curb. The Clarke Street northerly leg is
23-feet wide while the southerly leg is 29-feet wide curb-to-curb. The Clarke Street southerly leg
also enters the intersection at a skewed angle in which the broader curb-to-curb width situates
1 Transportation Impact Assessment (TIA) Guidelines; Massachusetts Department of Transportation; March 13, 2014.
TO: Meghan McNamara, Asst. Planning Director
Town of Lexington
1625 Massachusetts Avenue
Lexington, Massachusetts 02420
DATE: January 9, 2025
FROM: Samuel W. Gregorio, PE, PTOE, RSP1, Project Manager
Rebecca L. Dean, Project Engineer
PROJECT #: T0994.11
RE: Forest Street / Clarke Street - Lexington, Massachusetts
Intersection Safety & Stop Control Evaluation
141
Forest Street / Clarke Street – Lexington, Massachusetts
Intersection Safety & Stop Control Evaluation
January 9, 2025
Page 2 of 15
the stop line to face the curb line on the opposing
approach that creates an alignment challenge for
northbound vehicles which need to track to the left upon
crossing through the intersection.
On-street parking is permitted along the southerly side of
Forest Street except for between 6:00 AM to 10:00 AM
from Monday to Friday to the east of Clarke Street. On-
street parking is also permitted along both sides of Clarke
Street south of the intersection except for between 6:00
AM to 10:00 AM from Monday to Friday while on-street
parking is only permitted on the easterly side of Clarke
Street north of the intersection except for between 6:00 AM
to 10:00 AM from Monday to Friday. Generally, the width of each intersection approach may be
too narrow to support formal on-street parking lanes. On-street parking designations and parking
prohibition traffic signs are provided on each intersection approach.
A sidewalk is present along both sides of all intersection approaches, except for the easterly side
of the Clarke Street northbound approach. Vehicle and pedestrian traffic are vertically separated
by granite curbing (limited curb reveal) and a grass buffer (width varies by approach). Crosswalks
are marked across the Clarke Street northerly leg and both legs of Forest Street. Pedestrian curb
ramps are provided at the terminus of each crosswalk which visually appear to be in compliance
with Americans with Disabilities Act (ADA) / Architectural Access Board (AAB) / Public Right-of-
Way Accessibility Guidelines (PROWAG). There are no pedestrian crossing traffic signs (W11-2
and W16-7p) signs or advanced pedestrian warning and ‘Ahead’ plaque (W11-2 and W16-9p)
signs along and in advance of the uncontrolled crossings of Forest Street. There is no formal
bicycle accommodation provided at, or in advance, the intersection. The study intersection is
shown graphically in Figure 1.
Speed Zoning
The Town of Lexington opted-in to MGL Chapter 90 Section 17C (c.90 § 17C) defining the
statutory speed limit within thickly settled areas / business districts as 25 miles per hour (mph) on
May 12, 2017. Each roadway is subject to this statutory speed as there is no MassDOT Special
Speed Regulations documented along either intersection roadway. Speed limit signage is not
posted along any of the intersection approaches.
Existing Traffic Volumes
To establish existing traffic volume conditions at the intersection, TEC commissioned a Turning
Movement Count (TMC) during a typical weekday period on Tuesday, November 12, 2024, and
Thursday, November 13, 2024, from 7:00 AM to 7:00 PM. Area schools were in regular session
during the time of traffic counts. The traffic count defined the weekday morning peak hour as 7:45
AM – 8:45 AM on November 12th and 8:00 AM – 9:00 AM on November 13th. The weekday
evening peak hour was defined as 2:45 PM – 3:45 PM on November 12th and 3:00 PM – 4:00 PM
on November 13th. A detailed summary of the TMC, partitioned into 15-minute intervals, is
provided within Attachment A.
Image 1: Clarke Street northbound
approach curb line skewed alignment.
142
North1" = 300'
Figure 1
T:\T0994\T0994.11\CAD\Highway\Graphics\T0994.11_ Locus Map-FDR.dwg 12/16/2024 2:14:09 PMTechnical Memorandum
Forest Street @ Clarke Street - Lexington, Massachusetts
Project Location Map
TEC, Inc.
282 Merrimack Street, 2nd Floor
Lawrence, MA 01843
978-794-1792
www.TheEngineeringCorp.com
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Seasonal Adjustment Considerations
In accordance with MassDOT standards, traffic volumes are typically adjusted to average-month
conditions. TEC reviewed MassDOT’s weekday seasonal and axle correction factors as published
in 2023 (most recent publication). The factors provide a month-to-month overview of traffic
volumes statewide by roadway functional classification and land (urban vs. rural) type. For both
urban collectors and local roadways, traffic volumes in the month of November are 9.0 percent
higher than average-month conditions (factor of 0.91). Therefore, the traffic volumes were
unadjusted to reflect a conservative traffic volume condition. The resulting 2024 Existing Year
Conditions weekday morning, weekday midday, and weekday evening peak hour traffic volumes
are illustrated in Figure 2.
SAFETY ANALYSIS
Sight Distance Measurements
TEC, Inc. visited the site in December 2024 to measure the available sight distances along the
several approaches where applicable. Although typical intersection sight distance (ISD) is not
evaluated from a stop-control to stop-control approach, the evaluation of traffic control itself is
under evaluation as part of this technical memorandum. The available sight distances were
compared to minimum requirements established by the American Association of State Highway
and Transportation Officials (AASHTO).
Sight distance represents the length of roadway that is visible to a driver traveling within the
roadway. Two types of sight distance are typically evaluated for driveways and intersections:
stopping sight distance (SSD) and intersection sight distance (ISD). SSD is the minimum distance
required for a driver traveling along a roadway to perceive an object in the roadway and stop
safely in advance of the object when traveling on a wet pavement surface. SSD is measured from
an eye height of 3.5 feet to an object height of 2 feet above the ground, which is equivalent to a
driver viewing the taillight of a vehicle ahead. SSD is measured along the centerline of the travel
lane approaching the driveway or intersection.
ISD represents the length of the roadway visible to a driver waiting to exit a driveway or minor
street. Minimum ISD requirements are based on the distance required for a driver to exit a minor
street onto a major street without requiring an approaching vehicle to reduce its speed from the
design speed to less than 70 percent of the design speed. ISD is measured from an eye height
of 3.5 feet to an object height of 3.5 feet and is measured from a distance 14.5 feet off the edge
of the travel-way of the major roadway to represent a driver waiting to exit a driveway or minor
roadway.
SSD is typically considered the critical sight distance, as it represents the minimum distance
required for safe stopping, while ISD represents an acceptable speed reduction for approaching
vehicles. The ISD, however, must be at least equal to the minimum required SSD to prevent a
driver from entering the roadway when an approaching vehicle is too close to safely stop. The
guidance provided by AASHTO states:
144
Not to Scale
Figure 1
T:\T0994\T0994.11\CAD\Highway\Graphics\T0994.11_Traffic Networks.dwg 1/2/2025 10:52:25 AMForest Street @ Clarke Street - Lexington, Massachusetts
Technical MemorandumNorth
TEC, Inc.
282 Merrimack Street
Lawrence, MA 01843
978-794-1792
www.TheEngineeringCorp.com
2024 Base Year Conditions
Weekday Morning and Evening
Peak Hour Traffic Volumes
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“If the available sight distance for an entering or crossing vehicle is at least equal
to the appropriate stopping sight distance for the major road, then drivers have
sufficient sight distance to anticipate and avoid collisions. However, in some cases,
this may require a major-road vehicle to stop or slow to accommodate the
maneuver by a minor-road vehicle. To enhance traffic operations, intersection sight
distances that exceed stopping sight distances are desirable along the major road.”
Tables 1 and 2 provide a summary of the available SSD and ISD, respectively, along each of the
subject approaches. Note that SSD is typically not measured along stop-controlled approaches
and ISD is typically not measured along free-flowing approaches. Sight distance was collected in
each of these instances as a portion of the analysis includes the potential to relocate the stop-
control among the several approaches.
Table 1 – Stopping Sight Distance Measurements
Approach / Direction
Operating
Speed (a)
AASHTO
Recommended
Minimum
Measured Stopping
Sight Distance
Forest Street at Clarke Street:
Forest Street eastbound 25 MPH 155 FT >500 FT
Forest Street westbound 25 MPH 155 FT >500 FT
Clarke Street at Forest Street:
Clarke Street northbound 25 MPH 155 FT >500 FT
Clarke Street southbound 25 MPH 155 FT >500 FT
a Speed based on existing statutory speed.
Table 2 – Intersection Sight Distance Measurements
Approach / Direction
Operating
Speed (a)
AASHTO
Recommended
Minimum
AASHTO
Desired
Minimum
Measured
Intersection Sight
Distance
Forest Street [Eastbound]:
Looking (left) to the north
Looking (right) to the south
25 MPH
25 MPH
155 FT
155 FT
280 FT
280 FT
>500 FT
80 FT b
Forest Street [Westbound]:
Looking (left) to the south
Looking (right) to the north
25 MPH
25 MPH
155 FT
155 FT
280 FT
280 FT
>500 FT
80 FT b
Clarke Street [Northbound]:
Looking (left) to the west
Looking (right) to the east
25 MPH
25 MPH
155 FT
155 FT
280 FT
280 FT
50 FT b
75 FT b
Clarke Street [Southbound]:
Looking (left) to the east
Looking (right) to the west
25 MPH
25 MPH
155 FT
155 FT
280 FT
280 FT
190 FT
>500 FT
a Speed based on existing statutory speed.
b Sight line limited by existing on-street parking limits.
The SSD approaching the intersection along both Forest Street and Clarke Street exceeds
AASHTO minimums for safe operations.
Assuming the existing TWSC conditions with stop-control present along both the Clarke Street
northbound and southbound approaches, the ISD along Clarke Street northbound is limited by
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the location of unmarked on-street parking spaces (there are no ‘No Parking Here to Corner’ signs
provided in either direction). These sightlines have the potential to extend much further to the east
and west upon further restrictions on the location of on-street parking along the southerly side of
Forest Street. For the Clarke Street southbound approach, the ISD meets minimum AASHTO
recommendations for safe operations. The sightlines may be somewhat challenged by the
position of the stop line along the Clarke Street southbound approach which is set approximately
25-feet back from the edge of the travel way where a vehicle must pass the existing stop line
location to maximize sightlines.
Assuming an alternative TWSC condition where stop control was relocated to Forest Street
approaches, the ISD along Forest Street eastbound is limited looking south by the unmarked on-
street parking stalls. This sightline has the potential to extend much further to the south upon
further restrictions on the location of on-street parking along the westerly side of Clarke Street.
ISD to the north does exceed AASHTO minimum recommendations. The ISD along Forest Street
westbound is also limited looking north by the unmarked on-street parking stalls. This sightline
has the potential to extend much further to the north upon further restrictions on the location of
on-street parking along the easterly side of Clarke Street. ISD to the south does exceed AASHTO
minimum recommendations.
Crash History Analysis
Crash records for the study intersection were compiled and analyzed for the most recent six-year
period (2019 – 2024) on file with the MassDOT’s Interactive Mapping Portal for Analysis and
Crash Tracking (IMPACT) system. The motor vehicle crash data was reviewed to determine if
any crash trends exist within the study area. Upon review, the IMPACT system did not report any
crashes during the 7-year study period.
TRAFFIC WARRANTS
Multi-Way Stop Control Warrant Analysis
Multi- or All-way stop-control (AWSC) is a useful safety measure at unsignalized intersections if
certain traffic conditions exist. Multi-way stop control can be used where the volume of vehicle
and multi-modal traffic on the intersecting road approaches and crosswalks are approximately
equal. Installation of multi-way or “all-way” stop-control is based upon Section 2B.12 through
2B.17 of the Manual on Uniform Traffic Control Devices (MUTCD), 11th Edition, which outlines the
guidance and options, as noted below. Only those applicable warrants are highlighted.
• Section 2B.13 – Warrant A [Crash Experience]:
o 2B.13(01)(A) - For a four-leg intersection, there are five or more reported
crashes in a 12-month period or six or more reported crashes in a 36-month
period that were of a type susceptible to correction by the installation of all-
way stop control.
NOT MET – Although crash report narratives and diagrams were not
specifically examined as part of this study, the data available would note
that zero (0) crashes may be correctable during the most recent 36-month
period.
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• Section 2B.14 – Warrant B [Sight Distance]:
o 2B.14(01) - All-way stop control may be installed at an intersection where
an engineering study indicates that sight distance on the minor-road
approaches controlled by a STOP sign is not adequate for a vehicle to turn
onto or cross the major (uncontrolled) road.
POTENTIALLY MET – Sight lines from the Clarke Street approaches
looking both east and west of the intersection are restricted by the location
of on-street parking. This condition could be mitigated solely by the
repositioning of on-street parking limits.
• Section 2B.16 – Warrant D [8-Hour Volume]:
o 2B.16(01) - All-way stop control may be installed at an intersection where
an engineering study indicates: (A). The combined motor vehicle, bicycle,
and pedestrian volume entering the intersection from the major street
approaches is at least 300 units per hour for each of any 8 hours of a typical
day; and (B). The combined motor vehicle, bicycle, and pedestrian volume
entering the intersection from the minor street approaches is at least 200
units per hour for each of any of the same 8 hours.
NOT MET – The traffic volumes as reported from November 2024 meet the
thresholds outlined in the warrant.
All-way stop-control analysis worksheets are included in Attachment B.
Rectangular Rapid Flashing Beacon Warrant Analysis
Utilizing the Federal Highway Administration (FHWA) publication’s Field Guide for Selecting
Countermeasures at Uncontrolled Pedestrian Crossing Locations, updated on July 2018, Table 1
from the publication outlines recommended countermeasures for a location with an Average
Annual Daily Traffic (AADT) of less than 9,000 vpd, a speed limit less than or equal to 30 mph,
and a two-lane cross-section indicates that a Rectangular Rapid Flashing Beacon (RRFB) is not
a candidate countermeasure for the crosswalk across either Forest Street or Clarke Street (if stop
control was removed).
Other potential countermeasures for the crosswalks may include high-visibility crosswalk
markings, raised crosswalks, an in-street pedestrian crossing sign, curb extensions, and
pedestrian refuge islands.
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Image 2: Applicability of Pedestrian Crash Countermeasures
TRAFFIC OPERATIONAL ANALYSIS
To assess the quality of future traffic flow with each alternative, roadway capacity and vehicle
queue analyses were conducted under 2024 Base Year Conditions, 2024 Base Year with
Alternate TWSC Conditions, and 2024 Base Year with AWSC Conditions. Capacity analyses
provide an indication of how well the roadway facilities serve the traffic demands placed upon
them, with vehicle queue analyses providing a secondary measure of the operational
characteristics of an intersection or section of roadway under study. Synchro 11TM software was
used to perform the analysis.
Levels of Service
A primary result of capacity analysis is the assignment of level-of-service to traffic facilities under
various traffic-flow conditions.2 The concept of level-of-service is defined as a qualitative measure
2 The capacity analysis methodology is based on the concepts and procedures presented in the Highway Capacity Manual
6th Edition; Transportation Research Board; Washington, DC; 2017
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describing operational conditions within a traffic stream and their perception by motorists and/or
passengers. A level-of-service definition provides an index to quality of traffic flow in terms of such
factors as speed, travel time, freedom to maneuver, traffic interruptions, comfort, convenience,
and safety.
Six levels of service are defined for each type of facility. They are given letter designations from
A to F, with level of service (LOS) A representing the best operating conditions and LOS F
representing the worst. Since the level of service of a traffic facility is a function of the traffic flows
placed upon it, such a facility may operate at a wide range of levels of service, depending on the
time of day, day of week, or period of year.
Queue Length Analysis
Vehicle queue analyses are a direct measurement of an intersection’s ability to process vehicles
under various traffic control and volume scenarios and lane use arrangements. The vehicle queue
analysis was performed using the Synchro 11TM intersection capacity analysis software, which is
also based upon the methodology and procedures presented in the Highway Capacity Manual
(HCM), 6th Edition. Synchro reports the 95th percentile queues for unsignalized intersections and
both the 50th (average) and 95th percentile vehicle queues for signalized intersections, which are
based on the number of vehicles that experience a delay of six seconds or more at an intersection
and is a function of the traffic signal timing; vehicle arrival patterns during the analysis period; and
the saturation flow rate. The 50th percentile or average vehicle queue is the average number of
vehicles that are projected to be delayed by six seconds or more at the intersection under study
during the analysis period. The 95th percentile vehicle queue is the vehicle queue length that will
be exceeded only five percent of the time, or approximately three minutes out of 60 minutes during
the peak one hour of the day. During the remaining 57 minutes, the vehicle queue length will be
less than the 95th percentile queue length.
Parameters for Traffic Impact Analysis
Unsignalized Intersections
The levels of service of two-way stop-controlled unsignalized intersections are determined by
application of a procedure described in the HCM 6th Edition. The level of service is measured in
terms of average control delay. Mathematically, control delay is a function of the capacity and
degree of saturation of the lane group and/or approach under study and is a quantification of
motorist delay associated with traffic control devices such as traffic signals and stop signs.
Control delay includes the effects of initial deceleration delay approaching a stop sign, stopped
delay, queue move-up time, and final acceleration delay from a stopped condition. Definitions for
level of service at unsignalized intersections are also given in the HCM 6th Edition. Table 3
summarizes the relationship between level of service and average control delay for unsignalized
intersections.
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Table 3 – Level of Service Criteria for Unsignalized Intersections (a)
Level of
Service
(v/c ≤ 1.0)
Level of
Service
(v/c > 1.0)
Average
Control Delay
(sec/veh) Description
A F ≤10.0 LOS A represents a condition with little or no control delay to minor
street traffic.
B F 10.1 to 15.0 LOS B represents a condition with short control delays to minor street
traffic.
C F 15.1 to 25.0 LOS C represents a condition with average control delays to minor
street traffic.
D F 25.1 to 35.0 LOS D represents a condition with long control delays to minor street
traffic.
E F 35.1 to 50.0 LOS E represents operating conditions at or near capacity level, with
very long control delays to minor street traffic.
F F >50.0
LOS F represents a condition where minor street demand volume
exceeds capacity of an approach lane, with excessive control delays
resulting.
a Source: Highway Capacity Manual 6th Edition; Transportation Research Board; Washington D.C.; 2017
Intersection Capacity and Queue Analysis Results
Level of service and queue analyses were conducted for the 2024 Base Year Conditions, 2024
Base Year with Alternate TWSC Conditions, and 2024 Base Year with AWSC Conditions. The
results of the intersection capacity and queue analysis are summarized in Table 4. The capacity
analysis worksheets are provided in Attachment C.
2024 Base Year Conditions (Existing Two-Way Stop-Control)
Under the existing TWSC conditions, all four (4) intersection approaches operate with acceptable
levels of service (LOS C or better) during the key peak periods with volume-to-capacity (v/c) ratios
well below 1.00 indicating that adequate capacity exists to accommodate the existing traffic
demand. There are no significant queues experienced at the intersection during a typical
weekday.
2024 Base Year with Alternate TWSC Conditions
Switching the location of the TWSC from stop control along Clarke Street to stop control along
Forest Street will result in a slight degradation of traffic operations on the Forest Street
approaches; however, all four (4) intersection approaches will continue to operate with acceptable
levels of service (LOS C or better) during the key peak periods with v/c ratios well below 1.00
indicating that adequate capacity exists to accommodate the existing traffic demand. Although
slight queues may be visible along Forest Street, they would be limited to three (3) vehicles.
2024 Base Year with AWSC Conditions
Under an AWSC condition, all four (4) intersection approaches operate with acceptable levels of
service (LOS B or better) during the key peak periods with v/c ratios well below 1.00 indicating
that adequate capacity exists to accommodate the existing traffic demand. Queues would not be
expected to extend more than three (3) vehicles along the stop control approaches.
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Engineering Tomorrow's Solutions Today.
Table 4 - Capacity and Queue Analysis Summary
Intersection / Lane Group
2024 Base Year
2024 Base Year
with Alternate TWSC Condition
2024 Base Year
with AWSC Condition
V/Ca Delayb LOSc Queued V/C Delay LOS Queue V/C Delay LOS Queue
Weekday AM Peak Period
Forest Street EB 0.02 8.2 A <25 0.22 11.9 B <25 0.18 8.4 A <25
Forest Street WB 0.02 7.6 A <25 0.52 15.8 C 75 0.42 10.2 B 53
Clarke Street NB 0.20 15.7 C <25 0.04 7.5 A <25 0.12 9.1 A <25
Clarke Street SB 0.04 11.8 B <25 0.01 7.3 A <25 0.03 7.9 A <25
Weekday PM Peak Period
Forest Street EB 0.03 8.1 A <25 0.17 14.0 B <25 0.11 8.4 A <25
Forest Street WB 0.01 7.4 A <25 0.46 15.3 C 63 0.36 9.6 A 40
Clarke Street NB 0.22 14.0 B <25 0.03 7.4 A <25 0.15 8.7 A <25
Clarke Street SB 0.09 12.3 B <25 0.01 7.4 A <25 0.06 8.1 A <25
a Volume-to-capacity ratio,
b Delay expressed in seconds per vehicle (average)
c Level of service,
d 50th/95th Percentile Queue [95th Percentile Queue only for unsignalized intersection]
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RECOMMENDATIONS
Modifications to Traffic Control Condition
The primary recommendation outlined by the Town of Lexington was to evaluate the potential for
the change in traffic control conditions at the intersection of Forest Street and Clarke Street. Upon
evaluation of the traffic operational and safety characteristics of the intersection, TEC
recommends that the traffic control at this location be retained based on the following attributes:
• An AWSC traffic control condition is only potentially warranted under MUTCD
Section 2B.14 – Warrant B [Sight Distance] where the sight distance is correctable
by relocation of on-street parking.
• Whereas the opportunity exists to switch the TWSC conditions from Clarke Street
to Forest Street, the sight lines from the Forest Street approaches would similarly
be restricted by on-street parking along Clarke Street under the same
characteristics as noted above. There is no inherent benefit where the similar
condition is experienced.
• The skewed nature of the approaches is primarily related to the opposing Clarke
Street approaches. In the absence of other geometric modifications to realign the
travel path of Clarke Street vehicles, especially the northbound movement, it is
preferential to maintain the stop control along Clarke Street as opposed to
relocating to Forest Street.
Other Improvement Recommendations
TEC has identified a series of improvements that can be considered for implementation by the
Town of Lexington. Each improvement considered has been categorized as short-term, mid-term,
or long-term. Additionally, a cost category has been assigned to each improvement. Note that
some costs are noted with two cost thresholds. This is included as some enhancements may
require additional measures to ensure regulatory compliance. In addition, some enhancements
are defined to mitigate multiple safety issues.
Short-Term Improvements
The following short-term improvements, generally considered to be implementable within one (1)
calendar year, are described below.
• Install advanced stop control (W3-1) warning signs on both Clarke
Street approaches.
• Install pedestrian crossing traffic signs (W11-2 and W16-7p) signs
along and advanced pedestrian warning with ‘Ahead’ plaque (W11-2
and W16-9p) signs in advance of the uncontrolled crossings of Forest
Street.
• Consider enhanced LED signage to extend the visibility and
importance of the traffic condition.
• Consider the relocation of the on-street parking limits and associated
traffic signs along all intersection approaches to support minimum ISD
MUTCD W11-2 Sign
w/ W16-9p Plaque
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recommendations. Define the limits of on-street parking with ‘No
Parking Here to Corner’ (R7-1 Series) signs as appropriate.
• Install thickly settled speed (MA-W13-4) warning signs along the
various neighborhood roadway, as applicable, typically at the
roadway’s origin.
A conceptual plan of these all-way stop control short-term safety and
maintenance improvements within the study area is depicted in Attachment
D. A preliminary cost range breakdown for the individual short-term safety
and maintenance improvements are provided in Table 5.
Table 5 – Short-Term Countermeasure Cost Summary
Safety
Issue Countermeasure Cost Range Traffic Signs & Pavement Markings Install advanced stop control (W3-1) warning signs on both Clarke Street
approaches. <$1,000
Install pedestrian crossing traffic signs (W11-2 and W16-7p) signs along
and advanced pedestrian warning with ‘Ahead’ plaque (W11-2 and W16-
9p) signs in advance of the uncontrolled crossings of Forest Street.
$1,000 to $2,000
Consider enhanced LED signage to extend the visibility and importance of
the traffic condition.
$10,000 to $15,000 per
assembly
Install thickly settled speed (MA-W13-4) warning signs along the various
neighborhood roadway, as applicable, typically at the roadway’s origin. $1,000 to $2,000
Consider the relocation of the on-street parking limits and associated traffic
signs along all intersection approaches to support minimum ISD
recommendations. Define the limits of on-street parking with ‘No Parking
Here to Corner’ (R7-1 Series) signs as appropriate.
$1,000 to $2,000
Mid-Term Improvements
The following mid-term improvements, generally considered to be implementable between one
(1) and three (3) calendar years, are described below. These improvements typically require more
detailed evaluation and/or design prior to implementation; but otherwise, can be quickly
implemented upon available funding.
• Relocate the stop line \ stop signs along the Clarke Street southbound approach
to be closer to the intersection. Note that further relocation of the stop line / stop
line along Clarke Street southbound may require repositioning of the crosswalk.
• Reconstruct the easterly curb line along the Clarke Street southerly leg with a curb
extension, utilizing the 29-foot curb-to-curb width, to slightly realign the approach
near the intersection to directly oppose the Clarke Street northerly leg. This will
allow the repositioning of the lanes to eliminate the need to track across the
intersection. The curb line should be able to accommodate the design vehicle
which may be a school bus / Town of Lexington fire apparatus given the current
vehicle fleet usage of the intersection.
R7-1 Series
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• Relocate the utility pole on the intersection’s southwest corner to the back of
sidewalk to open visibility to the pedestrian ramp landing area and provide
sufficient lateral offset from the face of curb.
A preliminary cost range breakdown for the mid-term safety and maintenance improvements are
provided in Table 6.
Table 6 – Mid-Term Countermeasure Cost Summary
Safety
Issue Countermeasure Cost Range Traffic Signs & Pavement Markings Relocate the stop line \ stop signs along the Clarke Street southbound
approach to be closer to the intersection. Note that further relocation of the
stop line / stop line along Clarke Street southbound may require
repositioning of the crosswalk.
$5,000 to $10,000 Geometrics Reconstruct the easterly curb line along the Clarke Street southerly leg
with a curb extension, utilizing the 29-foot curb-to-curb width, to slightly
realign the approach near the intersection to directly oppose the Clarke
Street northerly leg. This will allow the repositioning of the lanes to
eliminate the need to track across the intersection. The curb line should be
able to accommodate the design vehicle which may be a school bus /
Town of Lexington fire apparatus given the current vehicle fleet usage of
the intersection.
$20,000 to $40,000 Utilities Relocate the utility pole on the intersection’s southwest corner to the back
of sidewalk to open visibility to the pedestrian ramp landing area and
provide sufficient lateral offset from the face of curb.
$10,000 to $20,000
155
Attachment A
Turning Movement Counts (TMCs)
156
National Data & Surveying Services
Intersection Turning Movement Count
Location:Clarke St & Forest St
City:Lexington Project ID:
Control:2-Way Stop(NB/SB)Date:
NS/EW Streets:
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
7:00 AM 0 0 1 0 0 0 0 0 1 3 1 0 0 9 1 0 16
7:15 AM 1 1 0 0 0 1 1 0 0 5 1 0 0 2 2 0 14
7:30 AM 2 1 0 0 0 1 1 0 1 5 1 0 0 4 0 0 16
7:45 AM 0 1 0 0 0 0 1 0 4 8 2 0 0 16 5 0 37
8:00 AM 1 1 0 0 0 0 0 0 2 10 16 0 7 22 4 0 63
8:15 AM 11 2 0 0 1 2 3 0 1 17 19 0 3 74 12 0 145
8:30 AM 3 5 0 0 1 1 1 0 5 7 3 0 1 39 2 0 68
8:45 AM 0 1 1 0 1 0 0 0 6 6 0 0 1 8 8 0 32
9:00 AM 2 0 1 0 0 0 4 0 11 7 1 0 2 11 6 0 45
9:15 AM 0 4 0 0 0 0 3 0 5 6 0 0 2 6 5 0 31
9:30 AM 1 1 0 0 0 0 7 0 3 4 1 0 0 19 8 0 44
9:45 AM 1 1 0 0 2 1 3 0 3 2 3 0 0 14 8 0 38
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :22 18 3 0 5 6 24 0 42 80 48 0 16 224 61 0 549
APPROACH %'s :51.16%41.86%6.98%0.00%14.29%17.14%68.57%0.00%24.71%47.06%28.24%0.00%5.32%74.42%20.27%0.00%
PEAK HR :7:45 AM 40 TOTAL
PEAK HR VOL :15 9 0 0 2 3 5 0 12 42 40 0 11 151 23 0 313
PEAK HR FACTOR :0.341 0.450 0.000 0.000 0.500 0.375 0.417 0.000 0.600 0.618 0.526 0.000 0.393 0.510 0.479 0.000
Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
10:00 AM 0 1 1 0 1 1 2 0 7 1 0 0 1 11 9 0 35
10:15 AM 1 1 0 0 2 0 3 0 9 7 2 0 0 12 10 0 47
10:30 AM 0 2 0 0 1 0 3 0 3 6 1 0 2 18 4 0 40
10:45 AM 1 1 0 0 0 0 3 0 4 9 2 0 3 21 7 0 51
11:00 AM 1 1 1 0 4 0 9 0 7 3 0 0 3 19 4 0 52
11:15 AM 1 1 0 0 0 0 2 0 3 5 1 0 1 23 5 0 42
11:30 AM 3 3 1 0 4 0 4 0 1 1 1 0 0 17 5 0 40
11:45 AM 1 0 1 0 1 0 1 0 3 4 1 0 2 15 3 0 32
12:00 PM 0 0 0 0 0 0 3 0 3 5 2 0 3 19 6 0 41
12:15 PM 0 0 3 0 4 0 2 0 7 -1 0 0 1 17 1 0 34
12:30 PM 0 1 0 0 1 0 8 0 6 6 1 0 2 21 6 0 52
12:45 PM 0 1 3 0 2 1 6 0 6 3 2 0 0 16 8 0 48
1:00 PM 0 1 1 0 2 0 5 0 2 3 2 0 1 20 10 0 47
1:15 PM 0 0 2 0 2 1 2 0 4 -2 1 0 0 23 11 0 44
1:30 PM 0 1 0 0 1 0 6 0 5 6 0 0 1 24 9 0 53
1:45 PM 0 2 2 0 5 0 6 0 6 0 0 0 0 27 6 0 54
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :8 16 15 0 30 3 65 0 76 56 16 0 20 303 104 0 712
APPROACH %'s :20.51%41.03%38.46%0.00%30.61%3.06%66.33%0.00%51.35%37.84%10.81%0.00%4.68%70.96%24.36%0.00%
PEAK HR :1:00 PM 12:00 AM TOTAL
PEAK HR VOL :0 4 5 0 10 1 19 0 17 7 3 0 2 94 36 0 198
PEAK HR FACTOR :0.000 0.500 0.625 0.000 0.500 0.250 0.792 0.000 0.708 0.292 0.375 0.000 0.500 0.870 0.818 0.000
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
2:00 PM 2 3 1 0 0 1 4 0 5 3 1 0 1 20 5 0 46
2:15 PM 1 1 1 0 6 1 4 0 4 0 1 0 2 18 6 0 45
2:30 PM 0 0 2 0 3 0 5 0 1 1 1 0 0 14 3 0 30
2:45 PM 0 0 1 0 1 0 9 0 4 7 3 0 2 25 13 0 65
3:00 PM 4 7 3 0 3 1 5 0 5 9 6 0 2 41 10 0 96
3:15 PM 8 3 2 0 5 0 4 0 6 4 1 0 4 55 19 0 111
3:30 PM 1 5 2 0 4 1 1 0 3 9 2 0 0 28 12 0 68
3:45 PM 0 1 1 0 5 1 4 1 3 0 0 0 3 34 5 0 58
4:00 PM 0 0 2 0 1 0 5 0 5 10 2 0 0 34 5 0 64
4:15 PM 1 2 1 0 4 3 4 0 8 4 4 0 2 23 10 0 66
4:30 PM 2 1 0 0 5 1 7 0 7 10 0 0 0 26 11 0 70
4:45 PM 2 2 1 0 7 0 10 0 5 8 1 0 2 25 6 0 69
5:00 PM 2 0 1 0 6 0 7 0 11 7 3 0 1 29 14 0 81
5:15 PM 1 1 1 0 5 0 9 0 5 11 3 0 2 25 9 0 72
5:30 PM 1 3 2 0 3 0 10 0 6 4 2 0 0 30 5 0 66
5:45 PM 1 2 4 0 5 1 5 0 5 8 3 0 1 15 6 0 56
6:00 PM 1 1 1 0 3 1 6 0 6 3 1 0 1 30 9 0 63
6:15 PM 1 1 0 0 4 0 7 0 5 1 1 0 2 10 8 0 40
6:30 PM 0 0 0 0 4 0 7 0 2 5 1 0 0 18 9 0 46
6:45 PM 0 1 0 0 3 0 5 0 1 4 0 0 2 19 0 0 35
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :28 34 26 0 77 11 118 1 97 108 36 0 27 519 165 0 1247
APPROACH %'s :31.82%38.64%29.55%0.00%37.20%5.31%57.00%0.48%40.25%44.81%14.94%0.00%3.80%73.00%23.21%0.00%
PEAK HR :2:45 PM 12:00 AM TOTAL
PEAK HR VOL :13 15 8 0 13 2 19 0 18 29 12 0 8 149 54 0 340
PEAK HR FACTOR :0.406 0.536 0.667 0.000 0.650 0.500 0.528 0.000 0.750 0.806 0.500 0.000 0.500 0.677 0.711 0.000
Data - Total
Clarke St Clarke St Forest St Forest St
0.462 0.417 0.635 0.520
AM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NOON NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
PM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
24-430177-001
11/12/2024
02:45 PM - 03:45 PM
0.7660.643 0.850 0.738 0.676
0.9170.563 0.682 0.614 0.971
01:00 PM - 02:00 PM
07:45 AM - 08:45 AM
0.540
157
National Data & Surveying Services
Intersection Turning Movement Count
Location:Clarke St & Forest St
City:Lexington Project ID:
Control:2-Way Stop(NB/SB)Date:
NS/EW Streets:
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
7:00 AM 0 0 1 0 0 0 0 0 1 3 1 0 0 9 1 0 16
7:15 AM 1 1 0 0 0 1 0 0 0 5 0 0 0 2 2 0 12
7:30 AM 1 0 0 0 0 1 1 0 0 5 1 0 0 4 0 0 13
7:45 AM 0 1 0 0 0 0 1 0 4 8 1 0 0 16 5 0 36
8:00 AM 1 0 0 0 0 0 0 0 2 10 16 0 7 22 4 0 62
8:15 AM 10 2 0 0 1 2 3 0 1 17 18 0 3 74 12 0 143
8:30 AM 3 5 0 0 1 1 1 0 5 7 3 0 1 38 2 0 67
8:45 AM 0 1 1 0 1 0 0 0 6 6 0 0 1 8 8 0 32
9:00 AM 2 0 1 0 0 0 4 0 11 7 1 0 2 10 6 0 44
9:15 AM 0 4 0 0 0 0 3 0 5 6 0 0 2 6 5 0 31
9:30 AM 1 0 0 0 0 0 7 0 3 4 1 0 0 18 8 0 42
9:45 AM 1 1 0 0 2 1 3 0 3 2 3 0 0 14 8 0 38
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :20 15 3 0 5 6 23 0 41 80 45 0 16 221 61 0 536
APPROACH %'s :52.63%39.47%7.89%0.00%14.71%17.65%67.65%0.00%24.70%48.19%27.11%0.00%5.37%74.16%20.47%0.00%
PEAK HR :7:45 AM 40 0 0 TOTAL
PEAK HR VOL :14 8 0 0 2 3 5 0 12 42 38 0 11 150 23 0 308
PEAK HR FACTOR :0.350 0.400 0.000 0.000 0.500 0.375 0.417 0.000 0.600 0.618 0.528 0.000 0.393 0.507 0.479 0.000
Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
10:00 AM 0 1 1 0 1 0 2 0 7 1 0 0 1 11 9 0 34
10:15 AM 1 1 0 0 2 0 3 0 9 7 2 0 0 12 10 0 47
10:30 AM 0 2 0 0 1 0 3 0 3 6 1 0 2 18 4 0 40
10:45 AM 1 1 0 0 0 0 3 0 3 9 2 0 3 20 7 0 49
11:00 AM 1 1 1 0 4 0 9 0 7 3 0 0 3 18 4 0 51
11:15 AM 1 1 0 0 0 0 2 0 3 5 1 0 1 22 5 0 41
11:30 AM 3 3 1 0 4 0 4 0 1 1 1 0 0 16 5 0 39
11:45 AM 1 0 1 0 1 0 1 0 3 4 1 0 2 15 3 0 32
12:00 PM 0 0 0 0 0 0 3 0 3 4 2 0 3 18 6 0 39
12:15 PM 0 0 3 0 4 0 2 0 6 -1 0 0 1 16 1 0 32
12:30 PM 0 1 0 0 1 0 8 0 6 6 1 0 2 20 6 0 51
12:45 PM 0 1 2 0 2 1 6 0 6 3 2 0 0 16 8 0 47
1:00 PM 0 1 1 0 2 0 5 0 2 3 2 0 1 18 10 0 45
1:15 PM 0 0 2 0 2 1 2 0 4 -2 1 0 0 23 11 0 44
1:30 PM 0 1 0 0 1 0 6 0 4 6 0 0 1 23 9 0 51
1:45 PM 0 2 2 0 5 0 6 0 6 0 0 0 0 26 6 0 53
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :8 16 14 0 30 2 65 0 73 55 16 0 20 292 104 0 695
APPROACH %'s :21.05%42.11%36.84%0.00%30.93%2.06%67.01%0.00%50.69%38.19%11.11%0.00%4.81%70.19%25.00%0.00%
PEAK HR :1:00 PM 169 0 0 TOTAL
PEAK HR VOL :0 4 5 0 10 1 19 0 16 7 3 0 2 90 36 0 193
PEAK HR FACTOR :0.000 0.500 0.625 0.000 0.500 0.250 0.792 0.000 0.667 0.292 0.375 0.000 0.500 0.865 0.818 0.000
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
2:00 PM 2 3 1 0 0 0 4 0 5 3 1 0 1 18 5 0 43
2:15 PM 1 1 1 0 6 0 4 0 4 0 1 0 2 18 6 0 44
2:30 PM 0 0 2 0 3 0 5 0 1 1 1 0 0 14 3 0 30
2:45 PM 0 0 1 0 1 0 9 0 4 7 3 0 2 25 13 0 65
3:00 PM 4 6 3 0 3 1 5 0 5 9 5 0 2 41 10 0 94
3:15 PM 8 3 2 0 5 0 4 0 5 4 1 0 4 54 19 0 109
3:30 PM 1 5 2 0 4 0 1 0 3 9 1 0 0 28 12 0 66
3:45 PM 0 1 1 0 5 1 4 1 3 0 0 0 3 33 5 0 57
4:00 PM 0 0 1 0 1 0 5 0 5 10 2 0 0 33 5 0 62
4:15 PM 1 2 1 0 4 3 4 0 8 4 4 0 2 23 10 0 66
4:30 PM 2 1 0 0 5 0 7 0 7 10 0 0 0 26 11 0 69
4:45 PM 1 2 1 0 7 0 10 0 5 8 1 0 2 25 6 0 68
5:00 PM 2 0 1 0 6 0 7 0 11 7 3 0 1 29 14 0 81
5:15 PM 1 1 1 0 5 0 9 0 5 11 3 0 2 25 9 0 72
5:30 PM 1 3 2 0 3 0 10 0 6 4 2 0 0 30 5 0 66
5:45 PM 1 2 4 0 5 1 5 0 5 8 3 0 1 15 6 0 56
6:00 PM 1 1 1 0 3 1 6 0 6 3 1 0 1 30 9 0 63
6:15 PM 1 1 0 0 4 0 7 0 5 1 1 0 2 10 8 0 40
6:30 PM 0 0 0 0 4 0 7 0 2 5 1 0 0 18 9 0 46
6:45 PM 0 1 0 0 3 0 5 0 1 4 0 0 2 19 0 0 35
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :27 33 25 0 77 7 118 1 96 108 34 0 27 514 165 0 1232
APPROACH %'s :31.76%38.82%29.41%0.00%37.93%3.45%58.13%0.49%40.34%45.38%14.29%0.00%3.82%72.80%23.37%0.00%
PEAK HR :2:45 PM 284 0 0 TOTAL
PEAK HR VOL :13 14 8 0 13 1 19 0 17 29 10 0 8 148 54 0 334
PEAK HR FACTOR :0.406 0.583 0.667 0.000 0.650 0.250 0.528 0.000 0.850 0.806 0.500 0.000 0.500 0.685 0.711 0.000
Data - Cars
Clarke St Clarke St Forest St Forest St
0.458 0.417 0.639 0.517
AM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NOON NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
PM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
24-430177-001
11/12/2024
02:45 PM - 03:45 PM
0.7660.673 0.825 0.737 0.682
01:00 PM - 02:00 PM
0.9100.563 0.682 0.650 0.941
07:45 AM - 08:45 AM
0.538
158
National Data & Surveying Services
Intersection Turning Movement Count
Location:Clarke St & Forest St
City:Lexington Project ID:
Control:2-Way Stop(NB/SB)Date:
NS/EW Streets:
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1
7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:15 AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1
8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 2
APPROACH %'s :0.00%0.00%100.00%0.00%
PEAK HR :7:45 AM 40 0 0 TOTAL
PEAK HR VOL :0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1
PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.250 0.000 0.000 0.000 0.000 0.000
Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
10:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1
1:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1
APPROACH %'s :0.00%100.00%0.00%0.00%
PEAK HR :1:00 PM 169 0 0 TOTAL
PEAK HR VOL :0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1
PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.250 0.000 0.000
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
2:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:00 PM 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 2
3:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:30 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1
3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :0 1 0 0 0 0 0 0 0 0 2 0 0 1 0 0 4
APPROACH %'s :0.00%100.00%0.00%0.00%0.00%0.00%100.00%0.00%0.00%100.00%0.00%0.00%
PEAK HR :2:45 PM 284 0 0 TOTAL
PEAK HR VOL :0 1 0 0 0 0 0 0 0 0 2 0 0 0 0 0 3
PEAK HR FACTOR :0.000 0.250 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.500 0.000 0.000 0.000 0.000 0.000
Data - Buses
Clarke St Clarke St Forest St Forest St
0.250
AM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NOON NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
PM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
24-430177-001
11/12/2024
02:45 PM - 03:45 PM
0.3750.250 0.500
01:00 PM - 02:00 PM
0.2500.250
07:45 AM - 08:45 AM
0.250
159
National Data & Surveying Services
Intersection Turning Movement Count
Location:Clarke St & Forest St
City:Lexington Project ID:
Control:2-Way Stop(NB/SB)Date:
NS/EW Streets:
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1
7:30 AM 1 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 3
7:45 AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1
8:00 AM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
8:15 AM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1
9:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:30 AM 0 1 0 0 0 0 0 0 0 0 0 0 0 1 0 0 2
9:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :2 3 0 0 0 0 1 0 1 0 1 0 0 2 0 0 10
APPROACH %'s :40.00%60.00%0.00%0.00%0.00%0.00%100.00%0.00%50.00%0.00%50.00%0.00%0.00%100.00%0.00%0.00%
PEAK HR :7:45 AM 40 0 0 TOTAL
PEAK HR VOL :1 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 3
PEAK HR FACTOR :0.250 0.250 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.250 0.000 0.000 0.000 0.000 0.000
Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
10:00 AM 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1
10:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:45 AM 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1
11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1
11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1
11:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1
11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1
12:15 PM 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 2
12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1
12:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1
1:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2
1:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:30 PM 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1
1:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :0 0 1 0 0 1 0 0 3 0 0 0 0 9 0 0 14
APPROACH %'s :0.00%0.00%100.00%0.00%0.00%100.00%0.00%0.00%100.00%0.00%0.00%0.00%0.00%100.00%0.00%0.00%
PEAK HR :1:00 PM 169 0 0 TOTAL
PEAK HR VOL :0 0 0 0 0 0 0 0 1 0 0 0 0 3 0 0 4
PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.250 0.000 0.000 0.000 0.000 0.375 0.000 0.000
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
2:00 PM 0 0 0 0 0 1 0 0 0 0 0 0 0 2 0 0 3
2:15 PM 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1
2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:15 PM 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 2
3:30 PM 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1
3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:00 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 2
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1
4:45 PM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :1 0 1 0 0 4 0 0 1 0 0 0 0 4 0 0 11
APPROACH %'s :50.00%0.00%50.00%0.00%0.00%100.00%0.00%0.00%100.00%0.00%0.00%0.00%0.00%100.00%0.00%0.00%
PEAK HR :2:45 PM 284 0 0 TOTAL
PEAK HR VOL :0 0 0 0 0 1 0 0 1 0 0 0 0 1 0 0 3
PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.000 0.250 0.000 0.000 0.250 0.000 0.000 0.000 0.000 0.250 0.000 0.000
Data - Duals
Clarke St Clarke St Forest St Forest St
0.500 0.250
AM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NOON NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
PM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
24-430177-001
11/12/2024
02:45 PM - 03:45 PM
0.3750.250 0.250 0.250
01:00 PM - 02:00 PM
0.5000.250 0.375
07:45 AM - 08:45 AM
0.750
160
National Data & Surveying Services
Intersection Turning Movement Count
Location:Clarke St & Forest St
City:Lexington Project ID:
Control:2-Way Stop(NB/SB)Date:
NS/EW Streets:
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1
8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1
APPROACH %'s :0.00%100.00%0.00%0.00%
PEAK HR :7:45 AM 40 0 0 TOTAL
PEAK HR VOL :0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1
PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.250 0.000 0.000
Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
10:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1
11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:00 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1
12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 0 2
APPROACH %'s :0.00%100.00%0.00%0.00%0.00%100.00%0.00%0.00%
PEAK HR :1:00 PM 169 0 0 TOTAL
PEAK HR VOL :0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
2:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
APPROACH %'s :
PEAK HR :2:45 PM 284 0 0 TOTAL
PEAK HR VOL :0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
Data - TTST
Clarke St Clarke St Forest St Forest St
0.250
AM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NOON NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
PM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
24-430177-001
11/12/2024
02:45 PM - 03:45 PM
01:00 PM - 02:00 PM
07:45 AM - 08:45 AM
0.250
161
National Data & Surveying Services
Intersection Turning Movement Count
Location:Clarke St & Forest St
City:Lexington Project ID:
Control:2-Way Stop(NB/SB)Date:
NS/EW Streets:
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
7:30 AM 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 2
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:00 AM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
8:15 AM 1 0 0 0 1 1 0 0 0 3 0 0 0 0 0 0 6
8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2
8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:00 AM 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 2
9:15 AM 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1
9:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :1 3 0 0 1 3 0 0 0 4 0 0 1 2 0 0 15
APPROACH %'s :25.00%75.00%0.00%0.00%25.00%75.00%0.00%0.00%0.00%100.00%0.00%0.00%33.33%66.67%0.00%0.00%
PEAK HR :7:45 AM 40 0 0 TOTAL
PEAK HR VOL :1 1 0 0 1 1 0 0 0 3 0 0 0 2 0 0 9
PEAK HR FACTOR :0.250 0.250 0.000 0.000 0.250 0.250 0.000 0.000 0.000 0.250 0.000 0.000 0.000 0.250 0.000 0.000
Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
10:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:30 AM 0 0 0 0 1 1 0 0 0 1 0 0 0 1 0 0 4
10:45 AM 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1
11:00 AM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1
11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:30 AM 0 1 0 0 0 0 0 0 0 0 0 0 0 1 0 0 2
11:45 AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1
12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:15 PM 0 0 0 0 1 0 0 0 0 0 0 0 0 2 0 0 3
12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :0 1 0 0 2 2 0 0 0 2 1 0 0 4 0 0 12
APPROACH %'s :0.00%100.00%0.00%0.00%50.00%50.00%0.00%0.00%0.00%66.67%33.33%0.00%0.00%100.00%0.00%0.00%
PEAK HR :1:00 PM 169 0 0 TOTAL
PEAK HR VOL :0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
2:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1
2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:00 PM 0 1 0 0 0 1 0 0 0 0 0 0 0 1 2 0 5
3:15 PM 0 1 0 0 0 0 0 0 0 1 0 0 0 1 2 0 5
3:30 PM 0 0 0 0 0 0 0 0 0 2 0 0 0 0 1 0 3
3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 2
4:15 PM 0 4 0 0 0 0 0 0 0 2 0 0 0 0 0 0 6
4:30 PM 0 1 0 0 0 1 0 0 0 0 0 0 0 0 1 0 3
4:45 PM 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 2
5:00 PM 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 2
5:15 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1
5:45 PM 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0 0 2
6:00 PM 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1
6:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:30 PM 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 2
6:45 PM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :0 9 1 0 4 3 0 0 0 7 1 0 1 3 8 0 37
APPROACH %'s :0.00%90.00%10.00%0.00%57.14%42.86%0.00%0.00%0.00%87.50%12.50%0.00%8.33%25.00%66.67%0.00%
PEAK HR :2:45 PM 284 0 0 TOTAL
PEAK HR VOL :0 2 0 0 0 1 0 0 0 3 0 0 0 2 5 0 13
PEAK HR FACTOR :0.000 0.500 0.000 0.000 0.000 0.250 0.000 0.000 0.000 0.375 0.000 0.000 0.000 0.500 0.625 0.000
Data - Bikes
Clarke St Clarke St Forest St Forest St
0.500 0.250 0.250 0.250
AM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NOON NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
PM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
24-430177-001
11/12/2024
02:45 PM - 03:45 PM
0.6500.500 0.250 0.375 0.583
01:00 PM - 02:00 PM
07:45 AM - 08:45 AM
0.375
162
National Data & Surveying Services
Intersection Turning Movement Count
Location:Clarke St & Forest St Project ID:
City:Lexington Date:
NS/EW Streets:
EB WB EB WB NB SB NB SB TOTAL
7:00 AM 1 0 0 0 1 1 4 5 12
7:15 AM 0 1 0 2 1 0 0 4 8
7:30 AM 0 1 2 0 0 0 1 0 4
7:45 AM 0 0 0 0 0 0 1 0 1
8:00 AM 1 0 0 0 0 1 0 0 2
8:15 AM 2 2 0 0 0 0 2 5 11
8:30 AM 0 1 0 0 0 0 2 0 3
8:45 AM 0 0 0 0 0 0 1 0 1
9:00 AM 1 1 0 0 0 0 0 0 2
9:15 AM 0 1 0 0 0 0 0 3 4
9:30 AM 1 0 0 0 1 0 0 2 4
9:45 AM 1 1 0 0 1 0 0 1 4
EB WB EB WB NB SB NB SB TOTAL
TOTAL VOLUMES :7 8 2 2 4 2 11 20 56
APPROACH %'s :46.67%53.33%50.00%50.00%66.67%33.33%35.48%64.52%
PEAK HR :7:45 AM 39 -1 -1 TOTAL
PEAK HR VOL :3 3 0 0 0 1 5 5 17
PEAK HR FACTOR :0.375 0.375 0.250 0.625 0.250
Headers NEB NWB SEB SWB ENS ESB WNB WSB
EB WB EB WB NB SB NB SB TOTAL
10:00 AM 1 1 0 0 0 0 2 3 7
10:15 AM 0 0 0 0 0 0 3 1 4
10:30 AM 0 2 0 0 0 0 2 0 4
10:45 AM 1 0 0 0 0 0 0 0 1
11:00 AM 0 1 0 0 0 0 2 3 6
11:15 AM 1 1 0 0 0 0 3 3 8
11:30 AM 3 0 0 0 0 0 3 0 6
11:45 AM 1 1 0 0 0 0 0 0 2
12:00 PM 1 0 0 0 0 0 0 1 2
12:15 PM 1 0 1 0 0 0 1 1 4
12:30 PM 1 0 0 1 0 3 0 0 5
12:45 PM 0 3 0 2 2 0 0 2 9
1:00 PM 1 2 0 1 0 1 0 3 8
1:15 PM 1 0 0 0 0 2 1 1 5
1:30 PM 0 2 0 3 1 3 2 1 12
1:45 PM 3 1 0 0 1 0 3 2 10
EB WB EB WB NB SB NB SB TOTAL
TOTAL VOLUMES :15 14 1 7 4 9 22 21 93
APPROACH %'s :51.72%48.28%12.50%87.50%30.77%69.23%51.16%48.84%
PEAK HR :1:00 PM 167 -2 -2 TOTAL
PEAK HR VOL :5 5 0 4 2 6 6 7 35
PEAK HR FACTOR :0.417 0.625 0.333 0.500 0.500 0.500 0.583
EB WB EB WB NB SB NB SB TOTAL
2:00 PM 0 1 0 1 0 0 1 2 5
2:15 PM 0 0 0 0 1 0 0 1 2
2:30 PM 0 0 0 1 0 1 0 1 3
2:45 PM 0 0 0 0 0 1 0 0 1
3:00 PM 1 1 0 0 0 0 3 1 6
3:15 PM 0 0 0 2 0 1 7 1 11
3:30 PM 0 0 1 1 3 1 2 2 10
3:45 PM 2 3 0 1 0 0 5 2 13
4:00 PM 0 1 0 1 0 2 1 3 8
4:15 PM 1 5 1 4 2 2 4 1 20
4:30 PM 0 1 2 2 0 2 3 0 10
4:45 PM 2 0 0 0 0 0 2 0 4
5:00 PM 0 6 0 0 0 1 0 3 10
5:15 PM 0 0 0 0 0 0 0 2 2
5:30 PM 2 5 0 0 1 0 5 4 17
5:45 PM 1 3 0 0 0 0 1 2 7
6:00 PM 0 3 0 3 0 3 1 0 10
6:15 PM 0 0 0 0 0 0 1 1 2
6:30 PM 0 2 0 0 0 0 0 2 4
6:45 PM 1 0 0 0 0 1 1 0 3
EB WB EB WB NB SB NB SB TOTAL
TOTAL VOLUMES :10 31 4 16 7 15 37 28 148
APPROACH %'s :24.39%75.61%20.00%80.00%31.82%68.18%56.92%43.08%
PEAK HR :2:45 PM 281 -3 -3 TOTAL
PEAK HR VOL :1 1 1 3 3 3 12 4 28
PEAK HR FACTOR :0.250 0.250 0.250 0.375 0.250 0.750 0.429 0.500
Data - Pedestrians (Crosswalks)
Clarke St Clarke St Forest St Forest St
0.250 0.357
07:45 AM - 08:45 AM
AM NORTH LEG SOUTH LEG EAST LEG WEST LEG
NOON NORTH LEG SOUTH LEG EAST LEG WEST LEG
PM NORTH LEG SOUTH LEG EAST LEG WEST LEG
24-430177-001
11/12/2024
0.6360.250 0.500 0.375 0.500
02:45 PM - 03:45 PM
01:00 PM - 02:00 PM
0.7290.625 0.333 0.500 0.650
0.3860.375
163
National Data & Surveying Services
Intersection Turning Movement Count
Location:Clarke St & Forest St
City:Lexington Project ID:
Control:2-Way Stop(NB/SB)Date:
NS/EW Streets:
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
7:00 AM 0 0 0 0 0 0 1 0 1 1 1 0 1 3 0 0 8
7:15 AM 0 0 1 0 1 0 1 0 4 7 3 0 1 4 1 0 23
7:30 AM 0 2 1 0 2 0 2 0 1 5 3 0 0 5 1 0 22
7:45 AM 0 1 0 0 0 0 1 0 1 2 3 0 1 8 6 0 23
8:00 AM 3 0 0 0 2 1 2 0 1 11 15 0 4 29 4 0 72
8:15 AM 18 3 0 0 1 1 1 0 1 14 21 0 7 72 9 0 148
8:30 AM 6 4 0 0 0 0 3 0 5 6 3 0 2 31 8 0 68
8:45 AM 0 0 0 0 0 0 3 0 6 6 2 0 2 7 12 0 38
9:00 AM 1 1 0 0 2 1 2 0 3 7 0 0 1 8 4 0 30
9:15 AM 0 2 1 0 4 0 3 0 4 7 2 0 3 10 5 0 41
9:30 AM 1 0 3 0 0 0 0 0 2 3 2 0 0 22 5 0 38
9:45 AM 0 2 0 0 0 0 3 0 3 1 1 0 0 9 7 0 26
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :29 15 6 0 12 3 22 0 32 70 56 0 22 208 62 0 537
APPROACH %'s :58.00%30.00%12.00%0.00%32.43%8.11%59.46%0.00%20.25%44.30%35.44%0.00%7.53%71.23%21.23%0.00%
PEAK HR :8:00 AM 41 TOTAL
PEAK HR VOL :27 7 0 0 3 2 9 0 13 37 41 0 15 139 33 0 326
PEAK HR FACTOR :0.375 0.438 0.000 0.000 0.375 0.500 0.750 0.000 0.542 0.661 0.488 0.000 0.536 0.483 0.688 0.000
Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
10:00 AM 1 1 1 0 1 2 4 0 3 3 1 0 1 12 8 1 39
10:15 AM 2 0 3 0 3 1 2 0 9 2 2 0 0 14 6 0 44
10:30 AM 0 3 1 0 0 1 7 0 4 2 0 0 2 20 6 0 46
10:45 AM 0 3 2 0 1 1 3 0 5 3 0 0 3 24 8 0 53
11:00 AM 1 2 3 0 2 1 6 0 5 5 0 0 1 24 4 0 54
11:15 AM 0 0 1 0 1 1 6 0 4 1 0 0 0 14 11 0 39
11:30 AM 1 0 0 0 2 0 5 0 5 2 0 0 0 16 1 0 32
11:45 AM 0 1 1 0 3 0 3 0 1 3 0 0 2 8 7 0 29
12:00 PM 2 4 0 0 0 1 4 0 4 5 0 0 1 15 10 0 46
12:15 PM 1 1 1 0 0 1 1 0 9 5 2 0 0 17 5 0 43
12:30 PM 0 0 0 0 3 0 7 0 4 3 0 0 1 16 5 0 39
12:45 PM 1 0 1 0 2 0 4 0 5 1 1 0 2 9 7 0 33
1:00 PM 2 2 1 0 1 1 5 0 6 1 0 0 0 21 7 0 47
1:15 PM 0 0 2 0 3 0 6 0 7 5 2 0 1 17 9 0 52
1:30 PM 0 0 2 0 1 1 2 0 5 3 1 0 2 18 12 0 47
1:45 PM 0 0 2 0 4 0 3 0 2 6 0 0 4 24 6 0 51
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :11 17 21 0 27 11 68 0 78 50 9 0 20 269 112 1 694
APPROACH %'s :22.45%34.69%42.86%0.00%25.47%10.38%64.15%0.00%56.93%36.50%6.57%0.00%4.98%66.92%27.86%0.25%
PEAK HR :1:00 PM 12:00 AM TOTAL
PEAK HR VOL :2 2 7 0 9 2 16 0 20 15 3 0 7 80 34 0 197
PEAK HR FACTOR :0.250 0.250 0.875 0.000 0.563 0.500 0.667 0.000 0.714 0.625 0.375 0.000 0.438 0.833 0.708 0.000
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
2:00 PM 1 2 1 0 2 0 1 0 3 6 0 0 0 23 4 0 43
2:15 PM 0 1 1 0 3 0 2 0 6 2 0 0 1 33 5 0 54
2:30 PM 0 1 0 0 3 0 3 0 3 5 2 0 1 25 6 0 49
2:45 PM 3 0 2 0 1 0 8 0 4 3 1 0 0 35 5 0 62
3:00 PM 4 4 1 0 5 1 6 0 6 9 6 0 3 35 17 0 97
3:15 PM 16 10 2 0 1 0 2 0 7 5 3 0 3 59 13 0 121
3:30 PM 0 3 2 0 6 1 3 0 7 7 2 0 1 33 12 0 77
3:45 PM 0 3 2 0 4 1 6 0 3 5 0 0 1 33 6 0 64
4:00 PM 0 0 1 0 1 1 8 0 5 7 2 0 3 19 16 0 63
4:15 PM 0 2 0 0 4 1 5 0 5 3 3 0 0 28 7 0 58
4:30 PM 0 1 1 0 4 0 4 0 6 3 2 0 1 28 11 0 61
4:45 PM 1 1 1 0 2 0 6 0 2 3 4 0 2 21 8 0 51
5:00 PM 1 2 1 0 3 0 5 0 8 12 1 0 2 38 10 0 83
5:15 PM 4 0 1 0 3 1 7 0 4 11 6 0 0 22 8 0 67
5:30 PM 2 2 1 0 5 0 13 0 8 5 0 0 1 28 5 0 70
5:45 PM 0 0 2 0 2 0 6 0 5 7 0 0 2 16 4 0 44
6:00 PM 0 0 3 0 4 0 11 0 4 7 0 0 1 21 6 0 57
6:15 PM 0 0 1 0 5 0 4 0 1 5 0 0 2 14 8 0 40
6:30 PM 0 2 0 0 5 0 10 0 4 5 0 0 1 14 4 0 45
6:45 PM 0 0 2 0 3 0 11 0 3 6 1 0 1 19 10 0 56
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :32 34 25 0 66 6 121 0 94 116 33 0 26 544 165 0 1262
APPROACH %'s :35.16%37.36%27.47%0.00%34.20%3.11%62.69%0.00%38.68%47.74%13.58%0.00%3.54%74.01%22.45%0.00%
PEAK HR :3:00 PM 12:00 AM TOTAL
PEAK HR VOL :20 20 7 0 16 3 17 0 23 26 11 0 8 160 48 0 359
PEAK HR FACTOR :0.313 0.500 0.875 0.000 0.667 0.750 0.708 0.000 0.821 0.722 0.458 0.000 0.667 0.678 0.706 0.000
24-430177-001
11/13/2024
03:00 PM - 04:00 PM
0.7420.420 0.750 0.714 0.720
0.9470.550 0.750 0.679 0.890
01:00 PM - 02:00 PM
08:00 AM - 09:00 AM
0.551
PM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NOON NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
0.405 0.700 0.632 0.531
AM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
Data - Total
Clarke St Clarke St Forest St Forest St
164
National Data & Surveying Services
Intersection Turning Movement Count
Location:Clarke St & Forest St
City:Lexington Project ID:
Control:2-Way Stop(NB/SB)Date:
NS/EW Streets:
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
7:00 AM 0 0 0 0 0 0 1 0 1 1 1 0 1 2 0 0 7
7:15 AM 0 0 1 0 1 0 1 0 3 4 1 0 0 4 1 0 16
7:30 AM 0 1 1 0 1 0 2 0 1 5 3 0 0 5 1 0 20
7:45 AM 0 1 0 0 0 0 1 0 1 2 3 0 0 8 6 0 22
8:00 AM 3 0 0 0 2 1 2 0 1 11 15 0 4 28 3 0 70
8:15 AM 17 3 0 0 1 1 1 0 1 14 19 0 7 72 9 0 145
8:30 AM 5 4 0 0 0 0 3 0 5 5 3 0 2 31 8 0 66
8:45 AM 0 0 0 0 0 0 2 0 5 5 2 0 2 7 12 0 35
9:00 AM 0 1 0 0 2 1 2 0 2 7 0 0 1 8 4 0 28
9:15 AM 0 2 1 0 4 0 3 0 4 7 2 0 3 7 5 0 38
9:30 AM 1 0 3 0 0 0 0 0 2 3 2 0 0 21 5 0 37
9:45 AM 0 2 0 0 0 0 3 0 3 1 1 0 0 9 7 0 26
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :26 14 6 0 11 3 21 0 29 65 52 0 20 202 61 0 510
APPROACH %'s :56.52%30.43%13.04%0.00%31.43%8.57%60.00%0.00%19.86%44.52%35.62%0.00%7.07%71.38%21.55%0.00%
PEAK HR :8:00 AM 41 0 0 TOTAL
PEAK HR VOL :25 7 0 0 3 2 8 0 12 35 39 0 15 138 32 0 316
PEAK HR FACTOR :0.368 0.438 0.000 0.000 0.375 0.500 0.667 0.000 0.600 0.625 0.513 0.000 0.536 0.479 0.667 0.000
Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
10:00 AM 1 1 1 0 1 2 4 0 3 3 1 0 1 12 8 1 39
10:15 AM 1 0 3 0 3 1 2 0 9 2 2 0 0 14 5 0 42
10:30 AM 0 3 1 0 0 1 7 0 3 2 0 0 2 19 6 0 44
10:45 AM 0 3 1 0 1 1 3 0 5 3 0 0 2 23 8 0 50
11:00 AM 1 2 3 0 2 1 6 0 5 5 0 0 1 24 4 0 54
11:15 AM 0 0 1 0 1 1 6 0 4 1 0 0 0 14 11 0 39
11:30 AM 1 0 0 0 2 0 5 0 5 2 0 0 0 15 1 0 31
11:45 AM 0 1 1 0 3 0 3 0 1 3 0 0 1 8 7 0 28
12:00 PM 2 4 0 0 0 1 4 0 4 5 0 0 1 14 9 0 44
12:15 PM 1 1 1 0 0 1 1 0 9 5 2 0 0 17 5 0 43
12:30 PM 0 0 0 0 3 0 7 0 4 2 0 0 1 16 5 0 38
12:45 PM 0 0 1 0 2 0 4 0 5 1 1 0 2 9 7 0 32
1:00 PM 2 2 1 0 1 1 5 0 6 1 0 0 0 21 7 0 47
1:15 PM 0 0 2 0 3 0 6 0 7 5 2 0 1 17 9 0 52
1:30 PM 0 0 2 0 1 1 2 0 5 3 1 0 2 18 11 0 46
1:45 PM 0 0 2 0 4 0 3 0 2 6 0 0 4 24 6 0 51
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :9 17 20 0 27 11 68 0 77 49 9 0 18 265 109 1 680
APPROACH %'s :19.57%36.96%43.48%0.00%25.47%10.38%64.15%0.00%57.04%36.30%6.67%0.00%4.58%67.43%27.74%0.25%
PEAK HR :1:00 PM 169 0 0 TOTAL
PEAK HR VOL :2 2 7 0 9 2 16 0 20 15 3 0 7 80 33 0 196
PEAK HR FACTOR :0.250 0.250 0.875 0.000 0.563 0.500 0.667 0.000 0.714 0.625 0.375 0.000 0.438 0.833 0.750 0.000
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
2:00 PM 1 2 1 0 2 0 1 0 3 6 0 0 0 23 4 0 43
2:15 PM 0 1 1 0 2 0 2 0 6 2 0 0 1 33 5 0 53
2:30 PM 0 1 0 0 3 0 3 0 3 5 2 0 1 25 6 0 49
2:45 PM 3 0 2 0 1 0 8 0 4 3 1 0 0 35 5 0 62
3:00 PM 4 4 1 0 5 1 6 0 5 9 5 0 3 35 17 0 95
3:15 PM 16 9 2 0 1 0 2 0 7 5 3 0 3 59 13 0 120
3:30 PM 0 3 2 0 6 1 3 0 7 7 1 0 1 32 12 0 75
3:45 PM 0 3 2 0 4 1 6 0 2 5 0 0 1 33 6 0 63
4:00 PM 0 0 1 0 1 1 8 0 5 7 2 0 3 18 16 0 62
4:15 PM 0 2 0 0 4 1 5 0 5 3 3 0 0 28 7 0 58
4:30 PM 0 1 1 0 4 0 4 0 6 3 2 0 1 28 11 0 61
4:45 PM 1 1 1 0 2 0 6 0 2 3 4 0 2 21 8 0 51
5:00 PM 1 2 1 0 3 0 5 0 8 12 1 0 2 38 10 0 83
5:15 PM 4 0 1 0 3 1 7 0 4 11 6 0 0 22 8 0 67
5:30 PM 2 2 1 0 5 0 13 0 8 5 0 0 1 28 5 0 70
5:45 PM 0 0 2 0 2 0 6 0 5 7 0 0 2 16 4 0 44
6:00 PM 0 0 3 0 4 0 11 0 4 7 0 0 1 21 6 0 57
6:15 PM 0 0 1 0 5 0 4 0 1 5 0 0 2 14 8 0 40
6:30 PM 0 2 0 0 5 0 10 0 4 5 0 0 1 14 4 0 45
6:45 PM 0 0 1 0 3 0 11 0 3 6 1 0 1 19 9 0 54
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :32 33 24 0 65 6 121 0 92 116 31 0 26 542 164 0 1252
APPROACH %'s :35.96%37.08%26.97%0.00%33.85%3.13%63.02%0.00%38.49%48.54%12.97%0.00%3.55%74.04%22.40%0.00%
PEAK HR :3:00 PM 285 0 0 TOTAL
PEAK HR VOL :20 19 7 0 16 3 17 0 21 26 9 0 8 159 48 0 353
PEAK HR FACTOR :0.313 0.528 0.875 0.000 0.667 0.750 0.708 0.000 0.750 0.722 0.450 0.000 0.667 0.674 0.706 0.000
24-430177-001
11/13/2024
03:00 PM - 04:00 PM
0.7350.426 0.750 0.737 0.717
01:00 PM - 02:00 PM
0.9420.550 0.750 0.679 0.882
08:00 AM - 09:00 AM
0.545
PM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NOON NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
0.400 0.650 0.632 0.526
AM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
Data - Cars
Clarke St Clarke St Forest St Forest St
165
National Data & Surveying Services
Intersection Turning Movement Count
Location:Clarke St & Forest St
City:Lexington Project ID:
Control:2-Way Stop(NB/SB)Date:
NS/EW Streets:
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1
7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:15 AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1
8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 2
APPROACH %'s :0.00%0.00%100.00%0.00%
PEAK HR :8:00 AM 41 0 0 TOTAL
PEAK HR VOL :0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1
PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.250 0.000 0.000 0.000 0.000 0.000
Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
10:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:45 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1
11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1
12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 0 2
APPROACH %'s :0.00%0.00%100.00%0.00%0.00%0.00%100.00%0.00%
PEAK HR :1:00 PM 169 0 0 TOTAL
PEAK HR VOL :0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
2:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:00 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1
3:15 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
3:30 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 2
3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :0 1 1 0 0 0 0 0 0 0 2 0 0 1 0 0 5
APPROACH %'s :0.00%50.00%50.00%0.00%0.00%0.00%100.00%0.00%0.00%100.00%0.00%0.00%
PEAK HR :3:00 PM 285 0 0 TOTAL
PEAK HR VOL :0 1 0 0 0 0 0 0 0 0 2 0 0 1 0 0 4
PEAK HR FACTOR :0.000 0.250 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.500 0.000 0.000 0.250 0.000 0.000
24-430177-001
11/13/2024
03:00 PM - 04:00 PM
0.5000.250 0.500 0.250
01:00 PM - 02:00 PM
08:00 AM - 09:00 AM
0.250
PM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NOON NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
0.250
AM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
Data - Buses
Clarke St Clarke St Forest St Forest St
166
National Data & Surveying Services
Intersection Turning Movement Count
Location:Clarke St & Forest St
City:Lexington Project ID:
Control:2-Way Stop(NB/SB)Date:
NS/EW Streets:
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1
7:15 AM 0 0 0 0 0 0 0 0 1 3 1 0 1 0 0 0 6
7:30 AM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 2
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1
8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 2
8:15 AM 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 2
8:30 AM 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 2
8:45 AM 0 0 0 0 0 0 1 0 1 1 0 0 0 0 0 0 3
9:00 AM 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 2
9:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 3
9:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1
9:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :3 1 0 0 1 0 1 0 3 5 2 0 2 6 1 0 25
APPROACH %'s :75.00%25.00%0.00%0.00%50.00%0.00%50.00%0.00%30.00%50.00%20.00%0.00%22.22%66.67%11.11%0.00%
PEAK HR :8:00 AM 41 0 0 TOTAL
PEAK HR VOL :2 0 0 0 0 0 1 0 1 2 1 0 0 1 1 0 9
PEAK HR FACTOR :0.500 0.000 0.000 0.000 0.000 0.000 0.250 0.000 0.250 0.500 0.250 0.000 0.000 0.250 0.250 0.000
Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
10:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:15 AM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 2
10:30 AM 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 2
10:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 2
11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1
11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1
12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1
12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:30 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1
12:45 PM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
1:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1
1:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :2 0 0 0 0 0 0 0 1 1 0 0 2 4 2 0 12
APPROACH %'s :100.00%0.00%0.00%0.00%50.00%50.00%0.00%0.00%25.00%50.00%25.00%0.00%
PEAK HR :1:00 PM 169 0 0 TOTAL
PEAK HR VOL :0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1
PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.250 0.000
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
2:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:15 PM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1
2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:00 PM 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1
3:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:45 PM 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :0 0 0 0 1 0 0 0 2 0 0 0 0 1 1 0 5
APPROACH %'s :100.00%0.00%0.00%0.00%100.00%0.00%0.00%0.00%0.00%50.00%50.00%0.00%
PEAK HR :3:00 PM 285 0 0 TOTAL
PEAK HR VOL :0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 2
PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.500 0.000 0.000 0.000 0.000 0.000 0.000 0.000
24-430177-001
11/13/2024
03:00 PM - 04:00 PM
0.5000.500
01:00 PM - 02:00 PM
0.2500.250
08:00 AM - 09:00 AM
0.750
PM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NOON NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
0.500 0.250 0.500 0.250
AM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
Data - Duals
Clarke St Clarke St Forest St Forest St
167
National Data & Surveying Services
Intersection Turning Movement Count
Location:Clarke St & Forest St
City:Lexington Project ID:
Control:2-Way Stop(NB/SB)Date:
NS/EW Streets:
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
APPROACH %'s :
PEAK HR :8:00 AM 41 0 0 TOTAL
PEAK HR VOL :0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
10:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
APPROACH %'s :
PEAK HR :1:00 PM 169 0 0 TOTAL
PEAK HR VOL :0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
2:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
APPROACH %'s :
PEAK HR :3:00 PM 285 0 0 TOTAL
PEAK HR VOL :0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
24-430177-001
11/13/2024
03:00 PM - 04:00 PM
01:00 PM - 02:00 PM
08:00 AM - 09:00 AM
PM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NOON NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
AM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
Data - TTST
Clarke St Clarke St Forest St Forest St
168
National Data & Surveying Services
Intersection Turning Movement Count
Location:Clarke St & Forest St
City:Lexington Project ID:
Control:2-Way Stop(NB/SB)Date:
NS/EW Streets:
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:00 AM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
8:15 AM 0 0 0 0 0 2 0 0 0 2 0 0 0 2 0 0 6
8:30 AM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
8:45 AM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1
9:00 AM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1
9:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:30 AM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1
9:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :1 1 0 0 1 2 0 0 0 4 0 0 0 2 1 0 12
APPROACH %'s :50.00%50.00%0.00%0.00%33.33%66.67%0.00%0.00%0.00%100.00%0.00%0.00%0.00%66.67%33.33%0.00%
PEAK HR :8:00 AM 41 0 0 TOTAL
PEAK HR VOL :1 1 0 0 0 2 0 0 0 3 0 0 0 2 0 0 9
PEAK HR FACTOR :0.250 0.250 0.000 0.000 0.000 0.250 0.000 0.000 0.000 0.375 0.000 0.000 0.000 0.250 0.000 0.000
Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
10:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:30 AM 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1
10:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1
11:00 AM 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 2
11:15 AM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1
11:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:15 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1
12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:00 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
1:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1
1:45 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1 0 0 2
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :0 2 1 0 1 1 0 0 0 3 0 0 0 2 0 0 10
APPROACH %'s :0.00%66.67%33.33%0.00%50.00%50.00%0.00%0.00%0.00%100.00%0.00%0.00%0.00%100.00%0.00%0.00%
PEAK HR :1:00 PM 169 0 0 TOTAL
PEAK HR VOL :0 2 1 0 0 0 0 0 0 0 0 0 0 1 0 0 4
PEAK HR FACTOR :0.000 0.500 0.250 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.250 0.000 0.000
0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
2:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:30 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:00 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1 2 0 4
3:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4 0 5
3:30 PM 0 1 0 0 0 1 0 0 0 0 0 0 0 0 1 0 3
3:45 PM 0 0 0 0 0 1 0 0 0 0 0 0 0 0 2 0 3
4:00 PM 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1
4:15 PM 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1
4:30 PM 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 2
4:45 PM 0 2 0 0 0 1 0 0 0 0 0 0 0 0 1 0 4
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:15 PM 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1
6:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES :0 6 0 0 1 5 0 0 1 0 0 0 0 2 11 0 26
APPROACH %'s :0.00%100.00%0.00%0.00%16.67%83.33%0.00%0.00%100.00%0.00%0.00%0.00%0.00%15.38%84.62%0.00%
PEAK HR :3:00 PM 285 0 0 TOTAL
PEAK HR VOL :0 2 0 0 0 2 0 0 0 0 0 0 0 2 9 0 15
PEAK HR FACTOR :0.000 0.500 0.000 0.000 0.000 0.500 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.500 0.563 0.000
24-430177-001
11/13/2024
03:00 PM - 04:00 PM
0.7500.500 0.500 0.550
01:00 PM - 02:00 PM
0.5000.750 0.250
08:00 AM - 09:00 AM
0.375
PM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
NOON NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
0.500 0.250 0.375 0.250
AM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
Data - Bikes
Clarke St Clarke St Forest St Forest St
169
National Data & Surveying Services
Intersection Turning Movement Count
Location:Clarke St & Forest St Project ID:
City:Lexington Date:
NS/EW Streets:
EB WB EB WB NB SB NB SB TOTAL
7:00 AM 0 0 0 3 0 3 3 0 9
7:15 AM 0 1 0 0 0 0 1 3 5
7:30 AM 0 1 0 0 0 0 0 0 1
7:45 AM 1 0 0 0 0 0 0 0 1
8:00 AM 3 0 0 0 0 2 1 0 6
8:15 AM 0 2 0 2 0 0 2 5 11
8:30 AM 3 0 0 0 0 0 3 0 6
8:45 AM 0 0 0 0 0 0 0 0 0
9:00 AM 0 1 0 0 0 0 2 0 3
9:15 AM 1 0 0 0 1 1 1 2 6
9:30 AM 0 2 0 0 1 0 0 1 4
9:45 AM 1 0 0 0 5 1 3 1 11
EB WB EB WB NB SB NB SB TOTAL
TOTAL VOLUMES :9 7 0 5 7 7 16 12 63
APPROACH %'s :56.25%43.75%0.00%100.00%50.00%50.00%57.14%42.86%
PEAK HR :8:00 AM 40 -1 -1 TOTAL
PEAK HR VOL :6 2 0 2 0 2 6 5 23
PEAK HR FACTOR :0.500 0.250 0.250 0.250 0.500 0.250
Headers NEB NWB SEB SWB ENS ESB WNB WSB
EB WB EB WB NB SB NB SB TOTAL
10:00 AM 1 0 0 0 3 0 2 0 6
10:15 AM 1 0 0 0 1 0 3 0 5
10:30 AM 0 0 0 0 0 2 0 1 3
10:45 AM 2 0 0 0 0 0 5 0 7
11:00 AM 0 1 1 0 2 0 2 0 6
11:15 AM 1 0 1 0 0 0 1 1 4
11:30 AM 0 1 0 0 2 2 1 1 7
11:45 AM 3 0 0 0 1 0 3 0 7
12:00 PM 0 1 0 0 1 0 0 3 5
12:15 PM 2 0 0 1 2 0 0 1 6
12:30 PM 0 4 3 1 0 1 1 2 12
12:45 PM 0 0 0 1 1 1 1 2 6
1:00 PM 0 0 0 0 2 0 0 0 2
1:15 PM 0 0 0 0 0 1 1 0 2
1:30 PM 2 0 0 0 0 0 0 1 3
1:45 PM 0 1 1 0 1 1 1 0 5
EB WB EB WB NB SB NB SB TOTAL
TOTAL VOLUMES :12 8 6 3 16 8 21 12 86
APPROACH %'s :60.00%40.00%66.67%33.33%66.67%33.33%63.64%36.36%
PEAK HR :1:00 PM 167 -2 -2 TOTAL
PEAK HR VOL :2 1 1 0 3 2 2 1 12
PEAK HR FACTOR :0.250 0.250 0.250 0.375 0.500 0.500 0.250
EB WB EB WB NB SB NB SB TOTAL
2:00 PM 0 1 0 0 0 2 1 2 6
2:15 PM 2 1 0 0 0 0 3 1 7
2:30 PM 2 1 0 0 0 1 3 1 8
2:45 PM 0 0 0 0 0 0 1 0 1
3:00 PM 2 1 0 0 0 2 3 2 10
3:15 PM 0 4 0 0 0 4 3 2 13
3:30 PM 0 0 0 0 1 2 2 2 7
3:45 PM 0 1 0 0 1 0 0 0 2
4:00 PM 0 0 0 0 0 0 0 1 1
4:15 PM 1 0 0 0 1 2 1 0 5
4:30 PM 0 2 0 1 0 4 0 2 9
4:45 PM 3 4 0 1 1 2 2 1 14
5:00 PM 0 1 0 1 0 1 0 5 8
5:15 PM 0 1 0 1 1 1 0 2 6
5:30 PM 0 0 0 1 0 1 0 0 2
5:45 PM 2 0 0 0 0 0 6 0 8
6:00 PM 1 0 0 0 0 0 3 1 5
6:15 PM 1 1 0 0 0 0 1 1 4
6:30 PM 0 0 0 0 0 0 0 2 2
6:45 PM 0 0 0 0 0 0 0 0 0
EB WB EB WB NB SB NB SB TOTAL
TOTAL VOLUMES :14 18 0 5 5 22 29 25 118
APPROACH %'s :43.75%56.25%0.00%100.00%18.52%81.48%53.70%46.30%
PEAK HR :3:00 PM 282 -3 -3 TOTAL
PEAK HR VOL :2 6 0 0 2 8 8 6 32
PEAK HR FACTOR :0.250 0.375 0.500 0.500 0.667 0.750
24-430177-001
11/13/2024
0.6150.500 0.625 0.700
03:00 PM - 04:00 PM
01:00 PM - 02:00 PM
0.6000.375 0.250 0.625 0.750
0.5230.667
PM NORTH LEG SOUTH LEG EAST LEG WEST LEG
NOON NORTH LEG SOUTH LEG EAST LEG WEST LEG
0.250 0.250 0.393
08:00 AM - 09:00 AM
AM NORTH LEG SOUTH LEG EAST LEG WEST LEG
Data - Pedestrians (Crosswalks)
Clarke St Clarke St Forest St Forest St
170
Attachment B
Warrant Analysis
171
Evaluation of All Way Stop Warrants
Project:All-Way Stop Analysis Eval Date:
Location:Forest Street / Clarke Street (Day 1)Source:MUTCD 2009
Municipality Lexington, Massachusetts Trip Gen:N/A
Count Date:Analyst:TEC
Count Time:7:00 AM - 7:00 PM
Minor Street Roadway 1:Major Street Roadway 1:
Minor Street Roadway 2:Major Street Roadway 2:
Minor Street Direction 1:NB Major Street Direction 1:EB
Minor Street Direction 2:SB Major Street Direction 2:WB
Minor Street Lanes:1 Major Street Lanes:1
Major Street 85th Speed ≥ 40 mph OR Isolated Population ≤ 10,000 persons:N
VOLUMES VOLUMES
Minor Minor Major Major Minor Minor Major Major
Clarke Street Clarke Street Forest Street Forest Street Clarke Street Clarke Street Forest Street Forest Street
Time NB SB EB WB Time NB SB EB WB
6-7 AM 0 0 0 0 6-7 AM 0 0 0 0
7-8 AM 7 5 32 39 7-8 AM 7 5 32 39
8-9 AM 25 10 92 181 8-9 AM 25 10 92 181
9-10 AM 11 20 46 81 9-10 AM 11 20 46 81
10-11 AM 8 16 51 98 10-11 AM 8 16 51 98
11-12 PM 14 25 30 97 11-12 PM 14 25 30 97
12-1 PM 8 27 40 100 12-1 PM 8 27 40 100
1-2 PM 9 30 27 132 1-2 PM 9 30 27 132
2-3 PM 12 34 31 109 2-3 PM 12 34 31 109
3-4 PM 37 35 48 213 3-4 PM 37 35 48 213
4-5 PM 14 47 64 144 4-5 PM 14 47 64 144
5-6 PM 19 51 68 137 5-6 PM 19 51 68 137
6-7 PM 6 40 30 108 6-7 PM 6 40 30 108
Seasonal Adjustment:0.0%
VOLUMES VOLUMES
Minor Minor Major Major Minor Minor Major Major
Clarke Street Clarke Street Forest Street Forest Street Clarke Street Clarke Street Forest Street Forest Street
Time NB SB EB WB Time NB SB EB WB
6-7 AM 6-7 AM 0 0 0 0
7-8 AM 7-8 AM 7 5 32 39
8-9 AM 8-9 AM 25 10 92 181
9-10 AM 9-10 AM 11 20 46 81
10-11 AM 10-11 AM 8 16 51 98
11-12 PM 11-12 PM 14 25 30 97
12-1 PM 12-1 PM 8 27 40 100
1-2 PM 1-2 PM 9 30 27 132
2-3 PM 2-3 PM 12 34 31 109
3-4 PM 3-4 PM 37 35 48 213
4-5 PM 4-5 PM 14 47 64 144
5-6 PM 5-6 PM 19 51 68 137
6-7 PM 6-7 PM 6 40 30 108
Annual Adjustment:0.5%
Opening Year:2024
Years Until Opening Year:0
RAW DATA INPUT SEASONALLY ADJUSTED DATA
SITE-GENERATED DATA OPENING YEAR DATA
Thursday, December 19, 2024
Clarke Street
Clarke Street Forest Street
Forest Street
Tuesday, November 12, 2024
1 of 2 MUTCD (2009) Traffic Signal Warrants Evaluation 12/19/2024
172
Criteria A - Interim Measure Prior to Traffic Signal Control
NO
Criteria B - Five or More Preventable Crashes
Time EB WB
0 (Assumes December 5, 2023 to December 5, 2024)6-7 AM 0 0
7-8 AM 32 39
Result:NO 8-9 AM 92 181
9-10 AM 46 81
10-11 AM 51 98
Criteria C - Minimum Vehicular Volumes 11-12 PM 30 97
12-1 PM 40 100
1-2 PM 27 13224seconds per vehicle (Based on 2024 Base Year Condition - PM Hour)2-3 PM 31 109
3-4 PM 48 213
4-5 PM 64 144
Condition 1/2: Major Street 85th-Percentile Speed < 40 MPH 5-6 PM 68 137
6-7 PM 30 108
Street 6-7 AM 7-8 AM 8-9 AM 9-10 AM 10-11 AM 11-12 PM 12-1 PM 1-2 PM 2-3 PM 3-4 PM 4-5 PM 5-6 PM 6-7 PM
Major 300 0 71 273 127 149 127 140 159 140 261 208 205 138 30
Minor 200 0 22 45 38 32 48 46 53 49 87 89 91 57
Met?NO NO NO NO NO NO NO NO NO NO NO NO NO
Result:NO
OR
Condition 3: Major Street 85th-Percentile Speed > 40 MPH Time NB SB NB SB North Leg South Leg
70%6-7 AM 0 0
7-8 AM 7 5 2 1 3 4
Street 6-7 AM 7-8 AM 8-9 AM 9-10 AM 10-11 AM 11-12 PM 12-1 PM 1-2 PM 2-3 PM 3-4 PM 4-5 PM 5-6 PM 6-7 PM 8-9 AM 25 10 2 2 6 0
Major 210 0 71 273 127 149 127 140 159 140 261 208 205 138 9-10 AM 11 20 0 1 6 0
Minor 140 0 22 45 38 32 48 46 53 49 87 89 91 57 10-11 AM 8 16 0 3 5 0
Met?NO NO NO NO NO NO NO NO NO NO NO NO NO 11-12 PM 14 25 1 0 8 0
12-1 PM 8 27 0 1 6 4
Result:NO 1-2 PM 9 30 0 0 10 4
2-3 PM 12 34 0 0 1 2
3-4 PM 37 35 2 1 7 5
Criteria D - Minimum Values all Satisfied to 80% (Volumes, Crashes, & Delay)4-5 PM 14 47 7 1 10 10
5-6 PM 19 51 1 3 17 0
6-7 PM 6 40 0 2 6 3
80%
30
Street 6-7 AM 7-8 AM 8-9 AM 9-10 AM 10-11 AM 11-12 PM 12-1 PM 1-2 PM 2-3 PM 3-4 PM 4-5 PM 5-6 PM 6-7 PM
Major 240 0 71 273 127 149 127 140 159 140 261 208 205 138
Minor 160 0 22 45 38 32 48 46 53 49 87 89 91 57
Met?NO NO NO NO NO NO NO NO NO NO NO NO NO
Result:NO
Roadway Speeds
20
25
30
35
40
45
50
55
60
65
ATR Data
85th-Percentile Speed =
Average
Volume
ATR Data
Average
Volume
85th-Percentile Speed =Average
Volume
2024 Base Year
ATR Data
Is a Traffic Signal Proposaed In the Future =
Pedestrian Volumes
Forest Street
2024 Base Year
Average Delay to Minor-Street Vehicular Traffic =
Vehicle Volumes
Vehicle Volumes
Bicycle Volumes
Clarke Street
Angle Crashes In Last 12-Month Period =
T0994.11 Multi-Way Stop 11th Ed_Clarke Street Day 1 Sheet 2 of 2
173
Evaluation of All Way Stop Warrants
Project:All-Way Stop Analysis Eval Date:
Location:Forest Street / Clarke Street (Day 2)Source:MUTCD 2009
Municipality Lexington, Massachusetts Trip Gen:N/A
Count Date:Analyst:TEC
Count Time:7:00 AM - 7:00 PM
Minor Street Roadway 1:Major Street Roadway 1:
Minor Street Roadway 2:Major Street Roadway 2:
Minor Street Direction 1:NB Major Street Direction 1:EB
Minor Street Direction 2:SB Major Street Direction 2:WB
Minor Street Lanes:1 Major Street Lanes:1
Major Street 85th Speed ≥ 40 mph OR Isolated Population ≤ 10,000 persons:N
VOLUMES VOLUMES
Minor Minor Major Major Minor Minor Major Major
Clarke Street Clarke Street Forest Street Forest Street Clarke Street Clarke Street Forest Street Forest Street
Time NB SB EB WB Time NB SB EB WB
6-7 AM 0 0 0 0 6-7 AM 0 0 0 0
7-8 AM 5 8 32 31 7-8 AM 5 8 32 31
8-9 AM 34 14 91 187 8-9 AM 34 14 91 187
9-10 AM 11 15 35 74 9-10 AM 11 15 35 74
10-11 AM 17 26 34 105 10-11 AM 17 26 34 105
11-12 PM 10 30 26 88 11-12 PM 10 30 26 88
12-1 PM 11 23 39 88 12-1 PM 11 23 39 88
1-2 PM 11 27 38 121 1-2 PM 11 27 38 121
2-3 PM 12 23 35 138 2-3 PM 12 23 35 138
3-4 PM 47 36 60 216 3-4 PM 47 36 60 216
4-5 PM 8 36 45 144 4-5 PM 8 36 45 144
5-6 PM 16 45 67 136 5-6 PM 16 45 67 136
6-7 PM 8 53 36 101 6-7 PM 8 53 36 101
Seasonal Adjustment:0.0%
VOLUMES VOLUMES
Minor Minor Major Major Minor Minor Major Major
Clarke Street Clarke Street Forest Street Forest Street Clarke Street Clarke Street Forest Street Forest Street
Time NB SB EB WB Time NB SB EB WB
6-7 AM 6-7 AM 0 0 0 0
7-8 AM 7-8 AM 5 8 32 31
8-9 AM 8-9 AM 34 14 91 187
9-10 AM 9-10 AM 11 15 35 74
10-11 AM 10-11 AM 17 26 34 105
11-12 PM 11-12 PM 10 30 26 88
12-1 PM 12-1 PM 11 23 39 88
1-2 PM 1-2 PM 11 27 38 121
2-3 PM 2-3 PM 12 23 35 138
3-4 PM 3-4 PM 47 36 60 216
4-5 PM 4-5 PM 8 36 45 144
5-6 PM 5-6 PM 16 45 67 136
6-7 PM 6-7 PM 8 53 36 101
Annual Adjustment:0.5%
Opening Year:2024
Years Until Opening Year:0
RAW DATA INPUT SEASONALLY ADJUSTED DATA
SITE-GENERATED DATA OPENING YEAR DATA
Thursday, December 19, 2024
Clarke Street
Clarke Street Forest Street
Forest Street
Wednesday, November 13, 2024
1 of 2 MUTCD (2009) Traffic Signal Warrants Evaluation 12/19/2024
174
Criteria A - Interim Measure Prior to Traffic Signal Control
NO
Criteria B - Five or More Preventable Crashes
Time EB WB
0 (Assumes December 5, 2023 to December 5, 2024)6-7 AM 0 0
7-8 AM 32 31
Result:NO 8-9 AM 91 187
9-10 AM 35 74
10-11 AM 34 105
Criteria C - Minimum Vehicular Volumes 11-12 PM 26 88
12-1 PM 39 88
1-2 PM 38 12124seconds per vehicle (Based on 2024 Base Year Condition - PM Hour)2-3 PM 35 138
3-4 PM 60 216
4-5 PM 45 144
Condition 1/2: Major Street 85th-Percentile Speed < 40 MPH 5-6 PM 67 136
6-7 PM 36 101
Street 6-7 AM 7-8 AM 8-9 AM 9-10 AM 10-11 AM 11-12 PM 12-1 PM 1-2 PM 2-3 PM 3-4 PM 4-5 PM 5-6 PM 6-7 PM
Major 300 0 63 278 109 139 114 127 159 173 276 189 203 137 30
Minor 200 0 19 62 32 48 49 47 45 43 95 62 68 65
Met?NO NO NO NO NO NO NO NO NO NO NO NO NO
Result:NO
OR
Condition 3: Major Street 85th-Percentile Speed > 40 MPH Time NB SB NB SB North Leg South Leg
70%6-7 AM 0 0
7-8 AM 5 8 0 0 3 3
Street 6-7 AM 7-8 AM 8-9 AM 9-10 AM 10-11 AM 11-12 PM 12-1 PM 1-2 PM 2-3 PM 3-4 PM 4-5 PM 5-6 PM 6-7 PM 8-9 AM 34 14 2 2 8 2
Major 210 0 63 278 109 139 114 127 159 173 276 189 203 137 9-10 AM 11 15 0 1 5 0
Minor 140 0 19 62 32 48 49 47 45 43 95 62 68 65 10-11 AM 17 26 0 1 4 0
Met?NO NO NO NO NO NO NO NO NO NO NO NO NO 11-12 PM 10 30 0 1 6 2
12-1 PM 11 23 0 0 7 6
Result:NO 1-2 PM 11 27 3 0 3 1
2-3 PM 12 23 1 0 7 0
3-4 PM 47 36 2 2 8 0
Criteria D - Minimum Values all Satisfied to 80% (Volumes, Crashes, & Delay)4-5 PM 8 36 3 3 10 2
5-6 PM 16 45 0 0 4 3
6-7 PM 8 53 0 1 3 0
80%
30
Street 6-7 AM 7-8 AM 8-9 AM 9-10 AM 10-11 AM 11-12 PM 12-1 PM 1-2 PM 2-3 PM 3-4 PM 4-5 PM 5-6 PM 6-7 PM
Major 240 0 63 278 109 139 114 127 159 173 276 189 203 137
Minor 160 0 19 62 32 48 49 47 45 43 95 62 68 65
Met?NO NO NO NO NO NO NO NO NO NO NO NO NO
Result:NO
Roadway Speeds
20
25
30
35
40
45
50
55
60
65
ATR Data
85th-Percentile Speed =
Average
Volume
ATR Data
Average
Volume
85th-Percentile Speed =Average
Volume
2024 Base Year
ATR Data
Is a Traffic Signal Proposaed In the Future =
Pedestrian Volumes
Forest Street
2024 Base Year
Average Delay to Minor-Street Vehicular Traffic =
Vehicle Volumes
Vehicle Volumes
Bicycle Volumes
Clarke Street
Angle Crashes In Last 12-Month Period =
T0994.11 Multi-Way Stop 11th Ed_Clarke Street Day 2 Sheet 2 of 2
175
Attachment C
Capacity and Queue Analysis
176
Lanes, Volumes, Timings
1: Clarke Street & Forest Street 01/02/2025
2024 Base Year AM All-Way Stop Evaluation 12:47 pm 12/02/2024 Existing Conditions Synchro 11 Report
TEC Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 13 37 41 15 139 33 27 70329
Future Volume (vph) 13 37 41 15 139 33 27 70329
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 11 11 11 11 11 11 13 13 13 11 11 11
Link Speed (mph) 25 25 25 25
Link Distance (ft) 1000 1000 1000 1000
Travel Time (s) 27.3 27.3 27.3 27.3
Confl. Peds. (#/hr) 19 13 4 10 13 4 10 19
Confl. Bikes (#/hr)3212
Peak Hour Factor 0.63 0.63 0.63 0.53 0.53 0.53 0.41 0.41 0.41 0.70 0.70 0.70
Heavy Vehicles (%) 8% 5% 5% 0% 1% 3% 7% 0% 0% 0% 0% 11%
Shared Lane Traffic (%)
Sign Control Free Free Stop Stop
Intersection Summary
Area Type: Other
Control Type: Unsignalized
177
HCM 6th TWSC
1: Clarke Street & Forest Street 01/02/2025
2024 Base Year AM All-Way Stop Evaluation 12:47 pm 12/02/2024 Existing Conditions Synchro 11 Report
TEC Page 2
Intersection
Int Delay, s/veh 3.2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 13 37 41 15 139 33 27 70329
Future Vol, veh/h 13 37 41 15 139 33 27 70329
Conflicting Peds, #/hr 19 0 13 4 0 10 13 0 4 10 0 19
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length ------------
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 63 63 63 53 53 53 41 41 41 70 70 70
Heavy Vehicles, % 8 550137000011
Mvmt Flow 21 59 65 28 262 62 66 17 0 4 3 13
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 343 0 0 137 0 0 523 546 115 520 547 331
Stage 1 ------147147-368368-
Stage 2 ------376399-152179-
Critical Hdwy 4.18 - - 4.1 - - 7.17 6.5 6.2 7.1 6.5 6.31
Critical Hdwy Stg 1 ------6.17 5.5 - 6.1 5.5 -
Critical Hdwy Stg 2 ------6.17 5.5 - 6.1 5.5 -
Follow-up Hdwy 2.272 - - 2.2 - - 3.563 4 3.3 3.5 4 3.399
Pot Cap-1 Maneuver 1183 - - 1459 - - 457 448 943 470 447 690
Stage 1 ------844779-656625-
Stage 2 ------635606-855755-
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1163 - - 1439 - - 418 416 922 429 415 667
Mov Cap-2 Maneuver ------418416-429415-
Stage 1 ------816753-632599-
Stage 2 ------595581-812730-
Approach EB WB NB SB
HCM Control Delay, s 1.2 0.6 15.7 11.8
HCM LOS C B
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) 418 1163 - - 1439 - - 553
HCM Lane V/C Ratio 0.198 0.018 - - 0.02 - - 0.036
HCM Control Delay (s) 15.7 8.2 0 - 7.6 0 - 11.8
HCM Lane LOS C A A - A A - B
HCM 95th %tile Q(veh) 0.7 0.1 - - 0.1 - - 0.1
178
Lanes, Volumes, Timings
1: Clarke Street & Forest Street 01/02/2025
2024 Base Year PM All-Way Stop Evaluation 3:23 pm 12/16/2024 Existing Conditions Synchro 11 Report
TEC Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 23 26 11 8 160 48 20 20 7 16 3 17
Future Volume (vph) 23 26 11 8 160 48 20 20 7 16 3 17
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 11 11 11 11 11 11 13 13 13 11 11 11
Link Speed (mph) 25 25 25 25
Link Distance (ft) 1000 1000 1000 1000
Travel Time (s) 27.3 27.3 27.3 27.3
Confl. Peds. (#/hr) 22 14 10 18 14 10 18 22
Confl. Bikes (#/hr) 2 2 2
Peak Hour Factor 0.71 0.71 0.71 0.72 0.72 0.72 0.42 0.42 0.42 0.75 0.75 0.75
Heavy Vehicles (%) 9% 0% 18% 0% 1% 0% 0% 5% 0% 0% 0% 0%
Shared Lane Traffic (%)
Sign Control Free Free Stop Stop
Intersection Summary
Area Type: Other
Control Type: Unsignalized
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TEC Page 2
Intersection
Int Delay, s/veh 4.6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 23 26 11 8 160 48 20 20 7 16 3 17
Future Vol, veh/h 23 26 11 8 160 48 20 20 7 16 3 17
Conflicting Peds, #/hr 22 0 14 10 0 18 14 0 10 18 0 22
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length ------------
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 71 71 71 72 72 72 42 42 42 75 75 75
Heavy Vehicles, % 9 0 18 010050000
Mvmt Flow 32 37 15 11 222 67 48 48 17 21 4 23
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 311 0 0 66 0 0 436 456 77 459 430 300
Stage 1 ------123123-300300-
Stage 2 ------313333-159130-
Critical Hdwy 4.19 - - 4.1 - - 7.1 6.55 6.2 7.1 6.5 6.2
Critical Hdwy Stg 1 ------6.15.55 - 6.1 5.5 -
Critical Hdwy Stg 2 ------6.15.55 - 6.1 5.5 -
Follow-up Hdwy 2.281 - - 2.2 - - 3.5 4.045 3.3 3.5 4 3.3
Pot Cap-1 Maneuver 1211 - - 1549 - - 534 496 990 516 521 744
Stage 1 ------886788-713669-
Stage 2 ------702638-848792-
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1188 - - 1527 - - 483 462 960 439 486 716
Mov Cap-2 Maneuver ------483462-439486-
Stage 1 ------849755-679650-
Stage 2 ------657620-747759-
Approach EB WB NB SB
HCM Control Delay, s 3.1 0.3 14 12.3
HCM LOS B B
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) 511 1188 - - 1527 - - 542
HCM Lane V/C Ratio 0.219 0.027 - - 0.007 - - 0.089
HCM Control Delay (s) 14 8.1 0 - 7.4 0 - 12.3
HCM Lane LOS B A A - A A - B
HCM 95th %tile Q(veh) 0.8 0.1 - - 0 - - 0.3
180
Lanes, Volumes, Timings
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TEC Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 13 37 41 15 139 33 27 70329
Future Volume (vph) 13 37 41 15 139 33 27 70329
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 11 11 11 11 11 11 13 13 13 11 11 11
Link Speed (mph) 25 25 25 25
Link Distance (ft) 1000 1000 1000 1000
Travel Time (s) 27.3 27.3 27.3 27.3
Confl. Peds. (#/hr) 19 13 4 10 13 4 10 19
Confl. Bikes (#/hr)3212
Peak Hour Factor 0.63 0.63 0.63 0.53 0.53 0.53 0.41 0.41 0.41 0.70 0.70 0.70
Heavy Vehicles (%) 8% 5% 5% 0% 1% 3% 7% 0% 0% 0% 0% 11%
Shared Lane Traffic (%)
Sign Control Stop Stop Free Free
Intersection Summary
Area Type: Other
Control Type: Unsignalized
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TEC Page 2
Intersection
Int Delay, s/veh 13
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 13 37 41 15 139 33 27 70329
Future Vol, veh/h 13 37 41 15 139 33 27 70329
Conflicting Peds, #/hr 19 0 13 4 0 10 13 0 4 10 0 19
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length ------------
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 63 63 63 53 53 53 41 41 41 70 70 70
Heavy Vehicles, % 8 550137000011
Mvmt Flow 21 59 65 28 262 62 66 17 0 4 3 13
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 367 196 42 252 202 46 35 0 0 27 0 0
Stage 1 37 37 - 159 159 -------
Stage 2 330 159 - 93 43 -------
Critical Hdwy 7.18 6.55 6.25 7.1 6.51 6.23 4.17 - - 4.1 - -
Critical Hdwy Stg 1 6.18 5.55 - 6.1 5.51 -------
Critical Hdwy Stg 2 6.18 5.55 - 6.1 5.51 -------
Follow-up Hdwy 3.572 4.045 3.345 3.5 4.009 3.327 2.263 - - 2.2 - -
Pot Cap-1 Maneuver 578 694 1020 706 696 1021 1544 - - 1600 - -
Stage 1 963 858 - 848 768 -------
Stage 2 671 761 - 919 861 -------
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 346 644 990 579 646 995 1518 - - 1586 - -
Mov Cap-2 Maneuver 346 644 - 579 646 -------
Stage 1 905 841 - 804 727 -------
Stage 2 378 721 - 786 844 -------
Approach EB WB NB SB
HCM Control Delay, s 11.9 15.8 5.9 1.6
HCM LOS B C
Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 1518 - - 667 682 1586 - -
HCM Lane V/C Ratio 0.043 - - 0.217 0.517 0.003 - -
HCM Control Delay (s) 7.5 0 - 11.9 15.8 7.3 0 -
HCM Lane LOS A A - B C A A -
HCM 95th %tile Q(veh) 0.1 - - 0.8 3 0 - -
182
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TEC Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 23 26 11 8 160 48 20 20 7 16 3 17
Future Volume (vph) 23 26 11 8 160 48 20 20 7 16 3 17
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 11 11 11 11 11 11 13 13 13 11 11 11
Link Speed (mph) 25 25 25 25
Link Distance (ft) 1000 1000 1000 1000
Travel Time (s) 27.3 27.3 27.3 27.3
Confl. Peds. (#/hr) 22 14 10 18 14 10 18 22
Confl. Bikes (#/hr) 2 2 2
Peak Hour Factor 0.71 0.71 0.71 0.72 0.72 0.72 0.42 0.42 0.42 0.75 0.75 0.75
Heavy Vehicles (%) 9% 0% 18% 0% 1% 0% 0% 5% 0% 0% 0% 0%
Shared Lane Traffic (%)
Sign Control Stop Stop Free Free
Intersection Summary
Area Type: Other
Control Type: Unsignalized
183
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TEC Page 2
Intersection
Int Delay, s/veh 11.6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 23 26 11 8 160 48 20 20 7 16 3 17
Future Vol, veh/h 23 26 11 8 160 48 20 20 7 16 3 17
Conflicting Peds, #/hr 22 0 14 10 0 18 14 0 10 18 0 22
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length ------------
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 71 71 71 72 72 72 42 42 42 75 75 75
Heavy Vehicles, % 9 0 18 010050000
Mvmt Flow 32 37 15 11 222 67 48 48 17 21 4 23
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 399 259 52 269 262 97 49 0 0 83 0 0
Stage 1 80 80 - 171 171 -------
Stage 2 319 179 - 98 91 -------
Critical Hdwy 7.19 6.5 6.38 7.1 6.51 6.2 4.1 - - 4.1 - -
Critical Hdwy Stg 1 6.19 5.5 - 6.1 5.51 -------
Critical Hdwy Stg 2 6.19 5.5 - 6.1 5.51 -------
Follow-up Hdwy 3.581 4 3.462 3.5 4.009 3.3 2.2 - - 2.2 - -
Pot Cap-1 Maneuver 549 649 972 688 645 965 1571 - - 1527 - -
Stage 1 911 832 - 836 759 -------
Stage 2 678 755 - 913 821 -------
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 337 598 940 604 594 932 1541 - - 1503 - -
Mov Cap-2 Maneuver 337 598 - 604 594 -------
Stage 1 865 805 - 797 723 -------
Stage 2 414 720 - 833 794 -------
Approach EB WB NB SB
HCM Control Delay, s 14 15.3 3.2 3.3
HCM LOS B C
Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 1541 - - 486 646 1503 - -
HCM Lane V/C Ratio 0.031 - - 0.174 0.464 0.014 - -
HCM Control Delay (s) 7.4 0 - 14 15.3 7.4 0 -
HCM Lane LOS A A - B C A A -
HCM 95th %tile Q(veh) 0.1 - - 0.6 2.5 0 - -
184
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TEC Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 13 37 41 15 139 33 27 70329
Future Volume (vph) 13 37 41 15 139 33 27 70329
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 11 11 11 11 11 11 13 13 13 11 11 11
Link Speed (mph) 25 25 25 25
Link Distance (ft) 1000 1000 1000 1000
Travel Time (s) 27.3 27.3 27.3 27.3
Confl. Peds. (#/hr) 19 13 4 10 13 4 10 19
Confl. Bikes (#/hr)3212
Peak Hour Factor 0.63 0.63 0.63 0.53 0.53 0.53 0.41 0.41 0.41 0.70 0.70 0.70
Heavy Vehicles (%) 8% 5% 5% 0% 1% 3% 7% 0% 0% 0% 0% 11%
Shared Lane Traffic (%)
Sign Control Stop Stop Stop Stop
Intersection Summary
Area Type: Other
Control Type: Unsignalized
185
HCM 6th AWSC
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TEC Page 2
Intersection
Intersection Delay, s/veh 9.5
Intersection LOS A
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 13 37 41 15 139 33 27 70329
Future Vol, veh/h 13 37 41 15 139 33 27 70329
Peak Hour Factor 0.63 0.63 0.63 0.53 0.53 0.53 0.41 0.41 0.41 0.70 0.70 0.70
Heavy Vehicles, %8550137000011
Mvmt Flow 21 59 65 28 262 62 66 17 0 4 3 13
Number of Lanes 010010010010
Approach EB WB NB SB
Opposing Approach WB EB SB NB
Opposing Lanes 1111
Conflicting Approach Left SB NB EB WB
Conflicting Lanes Left 1111
Conflicting Approach Right NB SB WB EB
Conflicting Lanes Right 1111
HCM Control Delay 8.4 10.2 9.1 7.9
HCM LOS ABAA
Lane NBLn1 EBLn1 WBLn1 SBLn1
Vol Left, % 79% 14% 8% 21%
Vol Thru, % 21% 41% 74% 14%
Vol Right, % 0% 45% 18% 64%
Sign Control Stop Stop Stop Stop
Traffic Vol by Lane 34 91 187 14
LT Vol 27 13 15 3
Through Vol 7 37 139 2
RT Vol 0 41 33 9
Lane Flow Rate 83 144 353 20
Geometry Grp 1111
Degree of Util (X) 0.122 0.178 0.415 0.026
Departure Headway (Hd) 5.283 4.428 4.237 4.76
Convergence, Y/N Yes Yes Yes Yes
Cap 678 810 850 749
Service Time 3.322 2.455 2.258 2.806
HCM Lane V/C Ratio 0.122 0.178 0.415 0.027
HCM Control Delay 9.1 8.4 10.2 7.9
HCM Lane LOS AABA
HCM 95th-tile Q 0.4 0.6 2.1 0.1
186
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TEC Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 23 26 11 8 160 48 20 20 7 16 3 17
Future Volume (vph) 23 26 11 8 160 48 20 20 7 16 3 17
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width (ft) 11 11 11 11 11 11 13 13 13 11 11 11
Link Speed (mph) 25 25 25 25
Link Distance (ft) 1000 1000 1000 1000
Travel Time (s) 27.3 27.3 27.3 27.3
Confl. Peds. (#/hr) 22 14 10 18 14 10 18 22
Confl. Bikes (#/hr) 2 2 2
Peak Hour Factor 0.71 0.71 0.71 0.72 0.72 0.72 0.42 0.42 0.42 0.75 0.75 0.75
Heavy Vehicles (%) 9% 0% 18% 0% 1% 0% 0% 5% 0% 0% 0% 0%
Shared Lane Traffic (%)
Sign Control Stop Stop Stop Stop
Intersection Summary
Area Type: Other
Control Type: Unsignalized
187
HCM 6th AWSC
1: Clarke Street & Forest Street 01/02/2025
2024 Base Year w/ AWSC Condition PM Tech Memo 3:23 pm 12/16/2024 AWSC Conditions Synchro 11 Report
TEC Page 2
Intersection
Intersection Delay, s/veh 9.1
Intersection LOS A
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 23 26 11 8 160 48 20 20 7 16 3 17
Future Vol, veh/h 23 26 11 8 160 48 20 20 7 16 3 17
Peak Hour Factor 0.71 0.71 0.71 0.72 0.72 0.72 0.42 0.42 0.42 0.75 0.75 0.75
Heavy Vehicles, % 9 0 18 010050000
Mvmt Flow 32 37 15 11 222 67 48 48 17 21 4 23
Number of Lanes 010010010010
Approach EB WB NB SB
Opposing Approach WB EB SB NB
Opposing Lanes 1111
Conflicting Approach Left SB NB EB WB
Conflicting Lanes Left 1111
Conflicting Approach Right NB SB WB EB
Conflicting Lanes Right 1111
HCM Control Delay 8.4 9.6 8.7 8.1
HCM LOS AAAA
Lane NBLn1 EBLn1 WBLn1 SBLn1
Vol Left, % 43% 38% 4% 44%
Vol Thru, % 43% 43% 74% 8%
Vol Right, % 15% 18% 22% 47%
Sign Control Stop Stop Stop Stop
Traffic Vol by Lane 47 60 216 36
LT Vol 20 23 8 16
Through Vol 20 26 160 3
RT Vol 7 11 48 17
Lane Flow Rate 112 85 300 48
Geometry Grp 1111
Degree of Util (X) 0.15 0.111 0.355 0.063
Departure Headway (Hd) 4.813 4.729 4.262 4.711
Convergence, Y/N Yes Yes Yes Yes
Cap 744 757 843 758
Service Time 2.849 2.763 2.288 2.751
HCM Lane V/C Ratio 0.151 0.112 0.356 0.063
HCM Control Delay 8.7 8.4 9.6 8.1
HCM Lane LOS AAAA
HCM 95th-tile Q 0.5 0.4 1.6 0.2
188
Attachment D
Conceptual Improvement Plan
189
INSTALL 'NO PARKING HERE TO CORNER'
(R7-X SERIES) AT 155-FT MINIMUM SIGHTLINE
INSTALL ADVANCED
STOP WARNING SIGN (W3-1)
INSTALL ADVANCED
STOP WARNING SIGN (W3-1)
INSTALL 'NO PARKING HERE TO CORNER'
(R7-X SERIES) AT 155-FT MINIMUM SIGHTLINE
RELOCATE PARKING DESIGNATION /
PROHIBITION SIGNS TO EAST OUT OF SIGHTLINE
INSTALL PEDESTRIAN CROSSING SIGN
(W11-1) & ARROW PLAQUE (W16-7pL)
INSTALL PEDESTRIAN CROSSING SIGN
(W11-1) & AHEAD PLAQUE (W16-9p)
INSTALL PEDESTRIAN CROSSING SIGN
(W11-1) & ARROW PLAQUE (W16-7pL)
INSTALL PEDESTRIAN CROSSING SIGN
(W11-1) & ARROW PLAQUE (W16-7pL)
INSTALL PEDESTRIAN CROSSING SIGN
(W11-1) & ARROW PLAQUE (W16-7pL)
INSTALL PEDESTRIAN CROSSING SIGN
(W11-1) & AHEAD PLAQUE (W16-9p)T0994.11_CLARKE CONCEPT.DWG9-Jan-2025 9:04 PMPlotted onTEC, Inc.
169 Ocean Blvd, Unit 3
PO Box 249
Hampton, NH 03842
603-601-8154
282 Merrimack Street,
2nd Floor
Lawrence, MA 01843
978-794-1792
311 Main Street,
2nd Floor
Worcester, MA 01608
508-868-5104
www.TheEngineeringCorp.com
-
DESIGNED BY CHECKED BY
APPROVED BYDRAWN BY PROJECT NO.
DATE
SWG SWG
SWG SWG T0994.11
01/06/2025
LEXINGTON
FOREST STREET AT CLARKE STREET
SHORT-TERM CONCEPTUAL IMPROVEMENT PLAN
FIGURE D-1
20
SCALE: 1" = 20'
0 50 100
190
1
TOWN OF LEXINGTON
TRANSPORTATION SAFETY GROUP
1625 Massachusetts Avenue
Lexington, Massachusetts 02420
https://www.lexingtonma.gov/279/transportation-safety-group
Date: June 30, 2026
To: Steve Bartha; Town Manager
Cc: Kim Katzenback, Executive Clerk Select Board
Kelly Axtell, Deputy Town Manager
John Livsey, Town Engineer
Carol Kowalski, Assistant Town Manager for Development
Chief Michael McLean, Police
RE: Recommended Traffic Regulation Amendments: Parking Restrictions on Parker Street
Requested Action:
Vote to amend Traffic Rules and Orders: Chapter 192-18 Schedule 1 “Parking Prohibited or Restricted”
to add:
No parking on the northeast side of Parker Street between Clarke Street and Jackson Court
between 6 AM-10 AM Monday through Friday
No parking on the southwest side of Parker Street between Jackson Court and the shared
property line of 15/17 Parker Street between 6AM-10AM Monday through Friday
No parking on the northeast side of Parker Street between the 16 Parker Street driveway and
Massachusetts Avenue between 6AM-10AM Monday through Friday
Existing Conditions
Parker Street is a two-directional public street, approximately ¼ mile long, extending from Massachusetts
Avenue to Clarke Street and has a speed limit of 25 MPH. The entire length of Parker Street is straight,
with no curvature to the roadway. Parker Street provides access to small single-family lots on both sides,
as well as access to Jackson Court. A sidewalk exists on both sides of the roadway. The width of the right
of way is approximately 50 feet, and the paved roadway surface is approximately 30 feet wide. On-street
parking is permitted on both sides of Parker Street and is subject to the town-wide regulation for restricted
overnight parking. Due to its proximity to Lexington High School and the Center Recreation Complex,
Parker Street often has vehicles parked on both sides of the roadway during the school days and carries a
high amount of vehicular traffic traveling towards the school campus.
191
2
Public Feedback
Residents of Parker Street and Jackson Court have commented that vehicles are often parked overhanging
driveway curb cuts and encroaching on no parking zones near intersections and hydrants, leading to
concerns exiting driveways with the limited visibility and reduced lane width. Residents also note
motorists are driving at excessive speeds, most notably during school-day mornings. Residents have also
witnessed motorists not stopping for and driving around the school bus while actively picking up children
at the Jackson Court bus stop. Some residents of the neighborhood have requested the installation of
speed humps/bumps, and many support the installation of a crosswalk near the intersection with Jackson
Court. Motorists speeding is a top concern for the residents.
Proposal
In collaboration with the Department of Public Facilities, in response to comments made during
neighborhood meetings associated with the high school project, TSG conducted a pilot project that
restricted on-street parking during weekday mornings on alternating sides of Parker Street. The purpose
of the parking restriction was in attempt to slow down vehicles by creating a “weaving” effect, also
known as a chicane, and to provide greater visibility to pedestrians and cyclists sharing the roadway.
Temporary signs were in place for the 2025-2026 school year.
On June 25, 2026, town staff hosted a neighborhood meeting for the residents of Parker Street and
Jackson Court, to discuss the proposed parking restrictions and collect feedback. Overall, most residents
staff spoke with were supportive of the parking restrictions, though some questioned its effectiveness and
noted vehicles still driving at high speeds.
TSG’s Recommendation
TSG is recommending that the Select Board vote to amend Traffic Rules and Orders: Chapter 192-18
Schedule 1 “Parking Prohibited or Restricted” to add:
No parking on the northeast side of Parker Street between Clarke Street and Jackson
Court between 6 AM-10 AM Monday through Friday
No parking on the southwest side of Parker Street between Jackson Court and the shared
property line of 15/17 Parker Street between 6AM-10AM Monday through Friday
No parking on the northeast side of Parker Street between the 16 Parker Street driveway
and Massachusetts Avenue.
Next Steps
If approved, the Department of Public Works will install permanent signage in the coming weeks, to be in
place before the start of the 2026 school year. TSG staff will work with the Highway Division to
determine exact locations and verbiage of signage based on the new and existing traffic rules. A “25
MPH” sign will also be installed on Parker Street as no speed limit signage exists today. The Police
Department can enforce the parking restrictions once permanent signage is installed. Residents are asked
to notify the non-emergency police line if vehicles are blocking driveways and/or parked illegally. If
approved, and once permanent signage is installed, TSG will conduct another speed study to gather data.
192
Clarke St
Jackson Ct
NO PARKING
6 AM-10AM
MON-FRI
193
NO PARKING
6 AM-10AM
MON-FRI
Jackson Ct
194
NO PARKING
6 AM-10AM
MON-FRI
Mass Ave
195
07/ 6/2026 8:10pm
PRESENTER:
Board Discussion
ITEM
NUMBER:
5
AGENDA ITEM SUMMARY
LEXINGTON SELECT BOARD MEETING
AGENDA SECTION TITLE:
ITEMS FOR INDIVIDUAL CONSIDERATION
AGENDA ITEM TITLE:
Continued Discussion: Select Board Committee Liaison Assignments
SUMMARY:
Category: Review and Discussion
The Select Board will review and discuss the proposed committee liaison assignments for FY2027, as
outlined in the attached document.
DATE AND APPROXIMATE TIME ON AGENDA:
ATTACHMENTS:
Proposed Liaison-Assignments
196
Proposed Select Board Liaison/Point of Contacts
Committee/Board Select Board
role
2026 Board Liaisons
effective 7/1/26 New Allocation
Battle Road Scenic Byway Committee n/a Doug Lucente
Economic Development Advisory Committee liaison Doug Lucente
Lexington Center Committee Liaison Doug Lucente
Monuments and Memorials Committee Liaison Doug Lucente
Recreation Committee Liaison Doug Lucente
Small Business Round Table Liaison (2)Doug Lucente
Tourism Committee Liaison Doug Lucente
Town Celebrations Committee Liaison Doug Lucente
Youth Commission Liaison Doug Lucente
Committee/Board Select Board
role
2026 Board Liaisons
effective 7/1/26 New Allocation
Greenways Corridor Committee Liaison Jill Hai YES
Housing Partnership Board Liaison Jill Hai YES
Lexington Housing Assistance Board (LexHAB)Point of contactJill Hai
Munroe Center for the Arts Board Point of contactJill Hai
Transportation Advisory Committee Liaison Jill Hai YES
Committee/Board Select Board
role
2026 Board Liaisons
effective 7/1/26 New Allocation
Ad Hoc Crematory Study Committee II Liaison Joe Pato, Chair
Appropriation Committee Point of contactJoe Pato, Chair YES
Capital Expenditures Committee Point of contactJoe Pato, Chair YES
Historic Districts Commission Point of contactJoe Pato, Chair YES
Historical Commission Point of contactJoe Pato, Chair YES
School Committee Point of contactJoe Pato, Chair YES
Town Report Committee Liaison Joe Pato, Chair YES
Traffic Safety Group Point of contactJoe Pato, Chair
197
Committee/Board Select Board
role
2026 Board Liaisons
effective 7/1/26 New Allocation
Bicycle Advisory Committee Liaison Mark Sandeen
Board of Health Point of contactMark Sandeen
Human Rights Committee Liaison Mark Sandeen
Noise Advisory Committee Liaison Mark Sandeen YES
Permanent Building Committee (PBC)Liaison Mark Sandeen
Tree Committee Liaison Mark Sandeen YES
Committee/Board Select Board
role
2026 Board Liaisons
effective 7/1/26 New Allocation
Commission on Disability Liaison Vineeta Kumar YES
Communication Advisory Comittee Liaison Vineeta Kumar
Council for the Arts Liaison Vineeta Kumar
Council on Aging Liaison Vineeta Kumar
Design Advisory Committee Liaison Vineeta Kumar
Economic Development Advisory Committee liaison Vineeta Kumar
Small Business Round Table liaison Vineeta Kumar
Sustainable Lexington Committee Liaison Vineeta Kumar YES
198
Current Select Board Membership on other committees
Committee/Board Select Board role 2026 Board Liaisons
effective 7/1/26 New Allocation Term Expiration
Fund for Lexington Board (1 of 2)Members (2)Doug Lucente open
Committee/Board Select Board role 2026 Board Liaisons
effective 7/1/26 New Allocation Term Expiration
Cary Library Executive Board (2 of 2)Members (2)Jill Hai Mar-28
MAGIC Member Jill Hai open
Committee/Board Select Board role 2026 Board Liaisons
effective 7/1/26 New Allocation Term Expiration
Cary Library Executive Board (1 of 2)Members (2)Joe Pato, Chair Mar-28
Fund for Lexington Board (2 of 2)Members (2)Joe Pato, Chair to resign open
School Building Committee (MSBA)Member Joe Pato, Chair duration
Committee/Board Select Board role 2026 Board Liaisons
effective 7/1/26 New Allocation Term Expiration
Affordable Housing Trust Member Mark Sandeen 4/30/2026
Community Preservation Committee Member Mark Sandeen 6/30/2027
Hanscom Area Towns Committee Member Mark Sandeen open
School Master Planning Advisory Committee*Member Mark Sandeen School Committee
Committee/Board Select Board role 2026 Board Liaisons
effective 7/1/26 New Allocation Term Expiration
Vision for Lexington Committee Member Vineeta Kumar Sep-28
199
07/ 6/2026 8:25pm
PRESENTER:
Board Discussion
ITEM
NUMBER:
6
AGENDA ITEM SUMMARY
LEXINGTON SELECT BOARD MEETING
AGENDA SECTION TITLE:
ITEMS FOR INDIVIDUAL CONSIDERATION
AGENDA ITEM TITLE:
Discussion: Select Board Report for FY2026 Annual Town Report
SUMMARY:
Category: Brainstorming
As the Town’s fiscal year, FY2026, has drawn to a close, the Board is being asked to begin preparations
for the Select Board submission for the FY26 (July 1, 2025 - June 30, 2026) Annual Town Report. The
final report will be due for submission to the Town report Coordinator early September.
The following is a draft schedule for writing this year’s Select Board Report:
Action Due Date
Determine topics and Select Board Scribes Monday, July 6, 2026
Select Board Members submit write-up to SB
office
As soon as possible but no later than Wednesday,
August 25, 2026
Select Board Reviews 1st draft of report at meeting Monday, August 31, 2026
Date any edits submitted to Select Board office Wednesday September 9, 2026
Select Board Votes Final Report Monday, September 14, 2026
To reference, attached are:
a copy of the Select Board report in the FY25 Annual Town Report
a copy of Select Board’s report to 2026 Annual Town Meeting.
DATE AND APPROXIMATE TIME ON AGENDA:
ATTACHMENTS:
FY2025 Annual Report - Select Board Report
Select Board Report to 2026 ATM
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SELECT BOARD
Five members, elected by the voters at-large to overlapping 3-year terms: Douglas M. Lucente, Chair, Jill I. Hai,
Vice-Chair, Joseph N. Pato, Suzanne E. Barry, and Mark D. Sandeen. The Board thanks Suzanne E. Barry for her
ten years of dedicated service to the Town and acknowledges her many contributions as she concluded her
tenure in March 2025. Voters re-elected Joseph N. Pato and elected Vineeta Kumar to the Board for her first
term at the annual town election in March 2025. At the Board's annual reorganization following the Town
Meeting in May 2025, Jill I. Hai was appointed Chair and Joseph N. Pato was appointed Vice-Chair, with their
terms beginning July 1, 2025.
Fiscal Year 2025 was a significant year for the Town of Lexington. It was a year in which we commemorated
our pivotal role in the founding of our nation while continuing to advance a forward-looking agenda of
strategic investment, community enhancement, and sound fiscal stewardship.
The Board adopted revisions to the Board and Committee Code of Conduct, reinforcing expectations for
civility and public participation. The Board also prioritized collaboration with neighboring municipalities and
regional partners, with the Board working alongside neighboring municipalities to address state-level
proposals on transportation funding and to respond to potential noise impacts from Hanscom Field
operations.
The Board advanced efforts to improve public amenities to ensure that Lexington’s shared spaces remain
accessible and welcoming to all. The Board engaged in public discussions on potential changes to rules
governing the historic Battle Green and ultimately decided to seek additional resident input before taking
action.
Throughout the year, the Select Board maintained its focus on disciplined, long-term fiscal planning. The Board
held collaborative Finance Summits with the School Committee, Appropriation Committee, and Capital
Expenditures Committee provided a forum for aligning budget priorities and ensuring the responsible
execution of capital projects.
As in prior years, the Board worked to balance near-term operational needs with long-term planning. Fiscal
discipline, environmental responsibility, and community vibrancy remained at the forefront. These priorities
continue to guide our goals of maintaining strong fiscal health, delivering major capital projects on schedule
and within budget, and advancing policies that foster a welcoming, inclusive, and sustainable community for
all.
Lexington High School Building Project
The Lexington High School Building Project represents one of the most ambitious and significant investments in
the Town’s history. Planning for this project has been ongoing for years leading to the 2017 LHS Visioning
process, the 2019 LPS Strategic Plan and the creation of the Master Planning Advisory Committee during the
2018-2019 year. In 2022 Lexington was invited into the Massachusetts School Building Authority (MSBA)
program beginning the current process for the project. As required by the MSBA, The School Building Committee
(SBC) was appointed to oversee and facilitate the project. At the end of FY2025 this project neared completion
of the Module 4 of the MSBA process – Schematic Design for the new construction option known as “Bloom”.
Progress and Milestones:
• Fall 2024
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o Completion of Module 3: Feasibility Study – The School Building Committee evaluated five
remaining design options for a design and selected Bloom, new construction to be built on the
playing fields adjacent to the existing school building and to renovate and expand the existing
field house. The fields on which the new structure will be built will be rebuilt where the current
school and parking lots are located preserving and improving the facilities.
o A citizen’s petition at the fall Special Town Meeting (Article 8) sought to delay the MSBA process
and request an alternative two-phase approach. The article failed by a vote of 11 in favor, 157
opposed, and 8 abstaining.
• Winter 2024/5
o MSBA approved Lexington’s Preliminary Design Program and a Preferred Schematic Report
advancing our project to Module 4 – Schematic Design.
• Spring 2025
o Schematic designs submitted to third-party cost estimators.
Looking forward, the SBC expects to submit the schematic design to the MSBA in August 2025 for approval and
advancement to a project funding agreement by the fall.
Financial Planning:
2024 Annual Town Meeting appropriated $10M for design funds for the project via article 26. The next major
funding action by Town Meeting is expected to occur at a Special Town Meeting in November of 2025 followed
by a town-wide debt exclusion vote in December.
The estimated total project cost as submitted in the fall of 2024 is $662 million. This cost will be offset by
anticipated funding from the MSBA estimated at over $100 million, as well as state and federal clean energy
incentives and rebates. The anticipated Town share is approximately $550 million to be funded by existing
capital reserves and annual debt service both within and excluded from the limits of Proposition 2½.
Estimated costs for the project are being refined as the design process progresses. In June of 2025 preliminary
schematic designs were submitted to third-party cost estimators and total projected costs remain below $662
million. The SBC remains committed to controlling costs and seeking savings where possible.
Detailed information about the project is publicly available at: https://lhsproject.lexingtonma.org The current
expected timeline for the LHS Project is illustrated below. Occupancy in the new facility is expected for the
2029/2030 academic year with removal of the old buildings and construction of the new fields occurring over
the following year.
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Town Manager Transition
In March 2024, Town Manager Jim Malloy announced that he would retire at the conclusion of his contract on
September 30, 2024.
The Select Board issued a Request for Quotations (RFQ) for an Executive Search firm to run the recruitment for
the next town manager, eventually selecting GovHR as the Executive Recruiting Firm to lead the search.
The Board also created a Town Manager Search Screening Committee (TMSSC), comprising a diverse group of
residents to assist the Search firm in screening applicants. The committee included two Select Board (SB)
members, a Planning Board (PB) member, a representative of the business community and five at large
residents, as well as liaisons from each of the two finance committees.
The members of the TMSSC were: Sarah Bothwell Allen, Bob Creech (PB), Jill Hai (SB), Heather Hartshorn
(Business Community), Vineeta Kumar, Charles Lamb (CEC liaison), Robert Mandeville, Sean Osborne (AC
liaison), Janet Perry, Mark Sandeen (SB) and Helen Yang.
The Select Board appointed Kelly Axtell as Acting Town Manager from October 1st through November 3, 2024.
On September 4, 2024, the Select Board voted to appoint Steve Bartha, then serving as Town Manager of
Danvers, as Lexington’s next Town Manager. He began his tenure on November 4, 2024. Since his arrival mid-
year, Mr. Bartha has helped complete the FY26 budget, advanced planning for the Lexington250 celebrations,
supported the hiring of key staff, union contract negotiations, and worked closely with departments, employees,
unions, committees, and community groups as he integrates into the Town’s operations.
250th Anniversary of the Battle of Lexington
On April 19, 1775, the Lexington Battle Green was the site of the opening chapter of the American Revolution.
As British Regulars advanced toward Concord, local militia stood in their path. In the brief exchange that
followed, eight Lexington residents were killed, the first to give their lives in the cause of American
independence.
In FY2025, the Town joined with residents, partners, and visitors from across the country and the world to
observe the 250th anniversary of this historic day. Planning for the commemoration spanned years, involving
Town departments, the Lex250 Commission, the Town Celebrations Committee, community organizations, and
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volunteers. The anniversary offered an opportunity to remember the events of 1775 and to share a broader
story that reflects the contributions of people who were free, indentured, and enslaved to the cause of the
Revolution.
The week of Patriots’ Day formed the centerpiece of the year, beginning with a Thursday evening Awards
Ceremony recognizing individuals and groups who have made significant contributions to the town. On
Saturday, April 19, the early morning Battle of Lexington reenactment drew large crowds, followed by the
rededication of the Battle Green and a U.S. Army program featuring the Golden Knights Parachute Team. That
afternoon, the Patriots’ Day Parade featured over 125 marching units, including military bands, fife and drum
corps, and many Lexington civic and cultural organizations.
Other weekend highlights included the Lex250 Patriotic Picnic in Hastings Park, with a performance by the
Boston Symphony Orchestra, and a lecture and film screening by Ken Burns offering historical perspective on
the Revolution. The year also welcomed a delegation from Lexington’s sister city, Antony, France, underscoring
the historic ties between our communities and the international resonance of the ideals born here.
Legacy projects included the opening of the Lexington History Museums’ fourth museum in the renovated
Lexington Depot, a new animated Paul Revere’s Ride presentation at the Visitors Center, and public history
installations such as the “Witness to 1775 Houses” project and the “Riding Through History” horse statues.
The Select Board extends sincere thanks to the Lexington Semiquincentennial Commission, the Town
Celebrations Committee, and Town staff whose dedication and professionalism made this year’s
commemorations possible. Their planning, coordination, and tireless work, alongside hundreds of community
volunteers, ensured the 250th anniversary was meaningful, inclusive, and worthy of the events it honored.
Housing Initiatives and Updates
Expanding the diversity of Lexington’s housing stock remains one of the Board’s highest priorities. Annual Town
Meeting 2024 authorized the Select Board to seek proposals to develop 100% affordable housing on the Town
owned property known as Parcel 68-44 located near the intersection of Lowell Street and North Street. The
Select Board issued a Request for Proposals (RFP) to build 100% affordable housing on this parcel and received
seven proposals from qualified development teams. The Town signed a land disposition agreement with the
selected developer to build 40 units of truly affordable housing at an average of 60% Area Median Income or
below. The developer has presented the proposed site design and completed the community engagement
process defined in the RFP.
The proposed design significantly exceeds the RFP requirements in many ways, including providing housing that
is well integrated with the neighborhood, with a community meeting area, a common space walking area,
thoughtfully designed landscaping, and almost an acre of protected woodland area. These homes will be all-
electric, solar-powered, and built to Passive House standards. The Select Board has sent a letter to the Executive
Office of Housing and Livable Communities in support of the developer’s Project Eligibility Letter application to
pursue a Comprehensive Permit under the MGL Chapter 40B process. The Comprehensive Permit process is
expected to start in the fall of 2025.
Home Rule Petitions: Lexington 2020 Special Town Meeting approved Article 6 to submit a home rule petition
requesting legislative authority to establish a surcharge on residential development for the purpose of funding
affordable housing. The legislature took no action on that home rule petition during this or the previous
legislative session. For that reason, that Article 6 home rule petition failed and can only be reconsidered by the
legislature after another vote of Lexington Town Meeting.
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Lexington 2021 Annual Town Meeting approved Article 36 to submit a home rule petition requesting legislative
authority to establish a surcharge on specific commercial development activities for the purpose of funding
affordable housing. The legislature approved that home rule petition by passing H.2740 “An Act to establish a
surcharge on specific commercial development activities for the purpose of funding the creation of community
housing.” The Governor signed the bill on January 8, 2025.
The Select Board authorized Town staff to commission a study funded under Article 36, to assess commercial
development and housing inventory trends before recommending an appropriate range of linkage fee rates.
Lexington Housing Assistance Board (LexHAB): In September 2024, the Massachusetts State Legislature
approved the Select Board’s Home Rule Petition to amend LexHAB’s enabling legislation and charter, to allow
LexHAB to become an independent non-profit entity. As a 501(c)(3) organization, LexHAB will now be able to
use a combination of state, federal, and private funding sources to acquire or develop affordable housing. This
will enhance LexHAB’s ability to create affordable housing more efficiently and cost effectively. Soon after the
reorganization, LexHAB received a donation of a property that LexHAB will convert to an affordable home for
Lexington residents in perpetuity.
The Lexington Affordable Housing Trust also provided a $1.1 million grant to LexHAB for the purchase of a single-
family home, with the condition of creating two affordable units for residents at or below 60% of Area Median
Income.
Zoning Initiatives: Annual Town Meeting 2023 created several MBTA village overlay districts with inclusionary
housing requirements. The Planning Board has approved nine multi-family housing projects that are proposed
to produce 1,086 units of multi-family housing, including 160 units of inclusionary housing for residents at or
below the 80% Area Median Income.
Annual Town Meeting 2023 also approved Special Residential Development (SRD) zoning. Construction has
started on the first SRD project, which will create 10 units of housing, including one unit of inclusionary housing.
Economic Development and Community Vitality
During fiscal year 2025, the Select Board maintained its commitment to fostering economic growth and
commercial development within the town, with a particular focus on revitalizing the downtown area. Strong
partnerships with local business associations, individual businesses, and advisory committees—such as the
Economic Development Advisory Committee and the Center Committee—played a central role. The Select
Board’s liaisons also participated in Quarterly Roundtable discussions hosted by the Economic Development
Department.
These are some highlights from fiscal year 2025.
Lex250 and Tourism: From July 2024 through June 2025, the Visitors Center welcomed 112,000 guests—an
impressive increase from the 87,000 visitors in the prior fiscal year. This growth was driven by the successful
Lex250 celebration, which attracted tens of thousands to commemorate the historical battle of Lexington.
Collaborations with organizations such as National Geographic, BBC, WCVB, and NYT promoted the 250th
anniversary, reaching tens of millions globally. The Tour Lexington.us website, launched in January 2024,
surpassed 120,000 users and recorded over 350,000 page views. These outreach efforts led to a 28% rise in foot
traffic, a 53% increase in merchandise revenue, and an 85% surge in online tour booking revenue compared to
FY24. The Visitors Center worked closely with the Lex250 commission to offer new branded merchandise. The
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Lexington Visitors Center also expanded its Step-On Guided Charter Tour program through networking and
connecting with new tour operators at events such as the American Bus Association Conference, International
Pow Wow Conference, and Discover New England Summit. Bookings nearly doubled from 54 in FY24 to 102 in
FY25. Lexington was recognized as a top destination by the American Bus Association, receiving the “Best of the
Best” award.
Local Economic Policy Enhancements: During 2024 Annual Town Meeting, Town Meeting passed several policy
measures designed to ease permitting requirements, modernize language, and allow for new businesses to
thrive in Lexington.
ATM 2024, the Town of Lexington passed Article 49 which changed the Zoning bylaw to support new uses from
Breweries and Wineries. This was accomplished by adding new definitions for craft beverage establishments
and permitting additional uses to all commercial districts in Lexington. By modernizing definitions for eating and
drinking establishments, more businesses are able to come into Town. With the passage of Article 47, Town
Meeting amended the Zoning bylaw to allow businesses to have an additional sign on their structure,
streamlined permitting process for signage, and removed restrictions on event signage.
On June 24, 2024, the Select Board updated their Alcohol Beverage License Regulations, broadening eligibility
to include event spaces and craft beverage establishments alongside traditional restaurants. Locations such as
Pinot’s Palette, The Venue, Galaray House, and local breweries are now eligible to serve alcohol as part of their
operations with an approved wine & malt liquor license.
Town Meeting also passed Article 39, a Home Rule Petition to adjust the number of on-premise wine and malt
licenses. State Representative Michelle Ciccolo sponsored House Bill HD.3893, which was filed on February 25,
2025, and is awaiting further action.
East Lexington Revitalization: Since 2020, the revitalization of East Lexington’s business districts has been a
priority. Efforts in FY25 focused on connecting businesses to the Minuteman Bikeway via upgrades, landscaping,
and wayfinding signs—key recommendations from the 2021 Massachusetts Downtown Initiative Rapid
Recovery Plan. Funding from a Regional Economic Development Organization Grant enabled wayfinding sign
installation at Bow Street, to help travelers find their way to restaurants, coffee shops, and businesses.
Additional beautification projects, including new murals funded by the American Rescue Plan Act (ARPA), were
implemented; artists Melissa Pandina and Gabriella Sepulveda created large-scale murals now displayed at
several Massachusetts Avenue locations - 55 Massachusetts Avenue (Berman’s Wine and Spirits), 131
Massachusetts Avenue (Busa Wine and Spirits), and 135-145 Massachusetts Avenue (Battle Road Bikes). These
three vibrant, large-scale murals illustrating pivotal moments from Lexington’s past brighten the Minutemen
Bikeway, and attract the attention of passersby. Ongoing efforts include landscaping and bench installation to
enhance the area’s appeal.
The Lexington Center Committee partnered with Lexington History Museums to commission a mural on the
Depot Building’s pillars, completed in August 2025.
These projects not only contribute towards revitalizing East Lexington but also set a framework for similar
initiatives elsewhere, like Lexington center.
Center Business District Revitalization: A charrette was organized in FY24, following which the Economic
Development Advisory Committee and Lexington Center Committee presented to the Select Board, a set of
recommendations based on Lexington Center: The Journey Forward. The first two recommendations are being
addressed as described in this report; the remaining two still need planning.
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1) Focus on ways to create more welcoming and inviting entryways from key access points (parking lots,
bike path, Visitors Center)
2) Evaluating options for supporting Lexington Center programming
3) Convene a forum of relevant municipal bodies and committees to ensure alignment around application
of new bylaws – The Select Board has not initiated this yet but plans to in FY26
4) Prioritize decision(s) regarding use of town-owned land in Lexington Center.
Lexington welcomed several new businesses into the Center Business District over the past year, including new
cafes, establishing Lexington Center as a prime breakfast destination. Major vacancies in the center have been
filled, with Revival Café and Tatte. Additional changes include candy store Liberty Sweets which replaced Fancy
Flea, knitting shop Knit Tuck and Purl, and the buildout and opening of Steak House- Post 1917 at 27 Waltham
Street. Post 1917 replaced the former Bulpan restaurant, which closed in 2020. New ownership has taken over
1800 Massachusetts Avenue (former Stationary Signature Store) and renewed interest in renovating the space
into a more appealing area for businesses.
The Center Committee, EDAC, and the Tourism Committee have been working on the planning and
implementation of wayfinding signage at critical access points in FY26, including a solar-powered event calendar
kiosk in Grain Mill Alley.
Commercial Development: Despite ongoing challenges in the Life Science sector, Lexington achieved significant
milestones in commercial development. Braskem established a $20 million, 35,000-square-foot Renewable
Innovation Center on Maguire Road, which began operations in 2024. This new facility strengthens Braskem’s
work in biotechnology, catalysis, and process engineering. The company’s accomplishments were celebrated at
the 2025 MassEcon Impact Awards. In addition, commercial entities in Lexington pulled permits totaling over
$112.7 million for new construction projects, supported by key Town departments including Building,
Conservation, Fire, Planning, Sustainability, and Health. Notable developments included 17 Hartwell Avenue, 93
Bedford Street, and 32–36 Edgewood Road.
Community Vibrancy and Cultural Events: Lexington fostered a vibrant community spirit through a wide array
of cultural events last year, many of which received vital support from the Economic Development Office.
Working with the Cultural Council, the office distributed $15,000 in Cultural District Investment Grants to eight
local arts and cultural groups, enabling valuable programming for the Town. Major events included the Bikeway
Block Party, LexLux Illumination Night, the Lexington History Museum’s Reenactment of Paul Revere’s Ride, and
the Chamber of Commerce Concert Series, among others.
The Economic Development Office also leveraged ARPA funds, to support the Lexington Retailer Association’s
Discovery Day by reducing and waiving application fees for local businesses, thus boosting participation. Similar
funding aided LexLux Illumination Night, with resources allocated for projectors, tables, and a heating station.
Additional equipment such as tables, canopy tents, and other items were purchased, making them available for
use at future community and municipal events.
The Select Board remains committed to continuously improving economic and community vitality through
various programs- providing access to a diverse mix of businesses, develop and vitalize new economic hubs,
increasing commercial revenue and utilization of town resources to create community vibrancy. Through
multifaceted initiatives, Lexington is striving for a future that is economically robust, inclusive and sustainable.
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American Rescue Plan Act (ARPA)
As we approach the conclusion of the American Rescue Plan Act (ARPA) funding period, we are pleased to
present an update on the allocation and utilization of ARPA funds in our community.
The Town of Lexington was allocated a total of $9,903,381 in ARPA funds, aimed at addressing the impacts of
the COVID-19 pandemic and fostering recovery across critical sectors. It was important for the Select Board to
deploy these resources in a manner that maximizes benefits for our community, adhering to the guiding
principles of transparency, equity, and strategic impact.
As of June 30, 2025, the Select Board has approved spending the full allocation of $9,903,381. Of that amount
$8,271,202 has been spent, and the remaining $1,632,179 is encumbered and under contract.
Funds have been allocated to the following broad areas, amounting to 78 individual projects of varying sizes,
many of which are complete and others in-progress.
• Economic Stimulus & Resiliency: The largest portion, approximately 36% of the funds or $3,572,672 was
earmarked to support our local economy, including bolstering the cultural sector, aiding small
businesses, enhancing community events, updating digital platforms, improving public spaces, Center
access, and fostering bikeway mobility and engagement.
• Public Health, Safety and Pandemic Response: With 24% of the funding or $2,382,104, this area focused
on bolstering the town's health department, including testing and vaccination programs, public safety
equipment, mental health measures and training in response to the pandemic.
• Housing: 15% of the funds or $1,502,735 were allocated to address housing needs, ensuring support for
those affected by the pandemic in securing stable housing.
• General Government Services: 23% of the funds or $2,245,871 have been utilized for general services
such as enhancing the Food Waste Program, investment in hybrid technology and IT improvements,
election equipment, acquiring a new electric vehicle for the Health Department, formulating an ADA
Town Building Self Evaluation and improving Recreation facilities.
• Food Insecurity: A smaller, yet crucial 2% of the funds or $200,000 addressed food insecurity, ensuring
that residents affected by the pandemic have access to necessary resources.
Some of the significant projects that have been completed in fiscal year 2025 are Water Wagon purchase for
community events, MBTA Zoning Study, installation of hybrid tech in the library living room, purchase of new
radios and hoses for the Fire Department, decarbonization of affordable housing, Wi-Fi installation in the Town
Center, and the full execution of the food insecurity program.
Some of the projects that are in-progress and will complete soon are the Lead and Copper water system
improvements, Recreation outdoor shelters and bottle fillers, the ADA building study, hybrid meeting
technology in Town buildings, East Lexington bikeway landscaping, store front and store back improvement
projects and Grain Mill Alley wayfinding signs. In addition, ARPA will continue to support the food waste
composting program and mental health services through the end of the ARPA program in December 2026.
The Board has voted that any remaining or surplus funds after completion of all earmarked projects will be
applied towards expanding the Town’s food waste collection program.
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Project/Initiative Count Allocated Spent till date Encumbered
Economic Stimulus &
Resiliency 18 36% $2,782,386.02 $790,286.08
Public Health & Safety 29 24% $2,056,029.85 $326,073.90
Housing 6 15% $1,502,734.65
General Government
Services 21 16% $1,175,930.55 $356,092.13
Hybrid Tech Improvements 3 7% $554,121.31 $159,726.51
Food Insecurity 1 2% $200,000.00
Total 78 100% $8,271,202.38 $1,632,178.62
The Participatory Budgeting (PB) process implemented in the previous year, which actively engaged our
residents in the decision-making process, led to identification of impactful community projects. Given the
stipulation for all ARPA funds to be committed by December 31, 2024, the PB process has been discontinued.
While not all suggestions could be implemented, we extend our gratitude to all residents who participated in
this process, contributing valuable insights and demonstrating the strength of our community's collective
engagement.
In this final phase of ARPA fund utilization, the Select Board is dedicated to successfully completing all projects
funded by ARPA.
Update on Municipal Building & Infrastructure Projects
The Board continues to address the issues of maintaining and improving our municipal and school building
infrastructure. The following section includes the current status of Lexington’s building projects. The Lexington
High School building project is covered in the Lexington High School section of this report.
Lexington Police Station
The Lexington Police Department moved into the new Police Station facility in June 2024. The Police Station
building was constructed in compliance with the Town’s Integrated Building Design and Construction Policy and
is solar ready in furtherance of the Town’s net zero renewable energy policy goals. The building includes all of
the infrastructure necessary to support onsite solar energy generation and energy storage systems and to
enable high speed electric vehicle charging for the Police Department’s electric vehicle fleet while reducing the
building’s electricity charges. Construction of the footings for the canopy has been completed.
The solar energy canopy design went through an extensive public process to secure approval of a design that is
appropriate for the neighborhood and meets the requirements of the Historic Districts Commission. Solar
canopy and energy storage system construction is expected to be completed by the end of 2025.
Old Reservoir Bath House Renovation
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Originally approved by Town Meeting in 2019, the bids for this project came in over-budget multiple times, due
to a series of factors including the COVID pandemic and resulting supply chain shortages.
The renovation includes repairs to the plumbing system, installation of new fixtures, electrical upgrades,
replacement of the existing roof, and reconfiguration of the main entrance. It also addresses accessibility issues
within the bathhouse, walkway, and surrounding site, including the installation of ADA-accessible parking spaces
located in close proximity to the Old Reservoir. The project was completed and open to the public in June 2025.
173 Bedford Street
2024 Town Meeting appropriated $6 million for the renovation of 173 Bedford Street to provide swing space
for the School Administration’s Central Office staff, the Cary Library renovation, and potentially the Town Office
building renovation, over the next 10 to 15 years. The scope of the renovation includes adding an elevator,
adding a fire suppression sprinkler system, converting to an all-electric HVAC system while expanding the HVAC
system to provide heating and cooling on the second floor, plus some interior fit out work. The project began in
April 2025 and Central Administration Staff is expected to move into the space in January 2026].
Pine Meadows Clubhouse Renovation
The clubhouse, constructed prior to the Town’s purchase of the Pine Meadows property in 1988, has not
undergone any significant renovation in the past 30 years. $2,575,000 was appropriated in FY2025 for the costs
associated with renovation of the clubhouse including installing a solar energy system at the Pine Meadows Golf
Club.
This project also includes renovation of the main concourse area, the restrooms, plumbing, windows, and roof.
This project will not only restore the clubhouse to a modern and functional facility, but will also bring it into
ADA-compliance, making it welcoming and accessible for all. Construction began in April 2025 and is expected
to be complete in the Fall of 2025
Bedford Street and Hartwell Avenue Complete Streets Design
Traffic issues in the Hartwell Avenue corridor are one of the key concerns cited by residents and business
owners. 2019 Special Town Meeting appropriated $1.5 million for the 25% design of the Bedford Street/Hartwell
Avenue/Wood Street Corridor. The Town formed a 25% design working group in November 2020, and hired an
engineering and planning firm in January 2021 to develop 25% design level plans for complete streets
reconstruction that addresses safety, traffic flow and pedestrian, bicycle, transit, and alternative modes of
transportation.
Based on input from the Select Board, the consultant revised the build out and traffic analysis to include future
development and expanded the study limits to include the I-95 interchange. In September 2024, the Select
Board reviewed the conceptual design and authorized Town staff and the consultant to proceed with numerous
public outreach and information sessions to finalize the design. In January 2025, the Select Board approved the
preferred design based on feedback received during public information sessions.
On June 23, 2025, the Town of Lexington was selected to receive an award of $1,650,000 for the study and
design of safety improvements at the I-95 and Route 4/225 interchange. The interchange is integral to the
success of the Bedford Street and Hartwell Avenue Complete Streets project.
Unfortunately, the Metropolitan Planning Organization (MPO) Board did not incorporate Lexington’s Bedford &
Hartwell Complete Streets project in the FY26-30 Transportation Improvement Program (TIP). The MPO board
voted 11 (in favor) and 10 (opposed) to not include new projects that are not yet at 25% design approved. The
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MPO’s decision is based on current TIP project delays and cost increases. Town staff were encouraged by the
MPO Chair to submit a TIP Amendment in the fall or winter after 25% design approval is issued by MassDOT to
be reconsidered for inclusion on the TIP. Staff and VHB expect the 25% design to be submitted to MassDOT by
the fall of 2025.
Pump Station Upgrade Project
The Department of Public works celebrated the completion of the wastewater pump station at the corner of
North Street and Adams Street during a ribbon-cutting ceremony November 2024. The completion of this
project represents the end of a 12-year effort to ensure the long-term sustainability of the Town's network of
wastewater pump stations. The project was led by the DPW
Engineering Division with coordination from the DPW Water/Sewer Division. These pump stations are critical to
the control of waste water throughout the town. The following pump stations were upgraded over the last
twelve years listed by project start date.
• 2012: Concord Avenue
• 2012: Potter Pond
• 2014: Brigham Road
• 2015: Main Pump Station
• 2015: Worthen Road
• 2019: Constitution Drive
• 2019: Marshall Road
• 2021: Hayden Avenue
• 2023: North Street
Zero Waste Reduction and Management
Waste management costs continue to rise across Massachusetts, creating pressure on municipal budgets,
including Lexington’s. The Select Board’s goal is to establish a waste collection system that addresses rising costs
and advances the Town’s environmental objectives.
Reducing trash by reducing the total amount of waste generated by residents is ideal. In 2023, Lexington
produced 8,014 tons of trash and 3,450 tons of recycling through the curbside programs. Of the trash, 1,843
tons could have been recycled, and 3,045 tons could have been composted. Diverting compostable trash to the
Town’s curbside composting program would preserve valuable organic waste and reduce costs associated with
trash collection and disposal. Currently about 3,500 households, a little more than a quarter of all, participate
in the Town’s no-fee curbside composting. Adopting automated trash collection would also reduce the rate of
increase in trash collection costs.
Many communities in Massachusetts have adopted some form of metering or fees associated with trash
disposal. On average, these 155 communities generate 29% less trash per household when compared to
communities that have no limits on trash disposal. At the Select Board’s request, the Waste Reduction Task
Force surveyed town residents and 74% of the 1,500 respondents indicated they supported automated
collection and 54% supported some form of fee for excess trash disposal.
Over the next year, the Select Board intends to explore options to contain waste disposal costs including:
• Adopting regulations and fees on bulky item disposal
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• Consider fees for excess trash generation
• Consider standardization of trash carts and adoption of automated collection
• Strongly encourage composting of organics, food, and yard waste
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SELECT BOARD
TOWN OF LEXINGTON
SELECT BOARD REPORT TO THE
2026 ANNUAL TOWN MEETING
MARCH 30, 2026
Select Board:
Jill I. Hai, Chair; Joseph N. Pato, Vice-Chair; Douglas M. Lucente
Mark D. Sandeen and Vineeta A. Kumar
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Fiscal Challenges Ahead
Rising costs, stagnant commercial growth and sluggish state aid are putting enormous pressure
on local budgets across Massachusetts.1 Like most Massachusetts communities, Lexington faces
a number of fiscal challenges in the years ahead. Historically high health insurance premium
increases, continued pressures on salaries and wages, and the increasing cost of supplies and
contractual services combine to squeeze our ability to maintain service delivery.
This year’s proposed balanced budget is a result of targeted reductions in expenses and years of
conservative budgeting practices and strong fiscal management. These practices include minimal
use of one-time revenues for ongoing expenses, prioritizing paying for capital projects with cash
to reduce debt and interest expenses, funding long-term Pension and Other Post Employment
Benefits (OPEB), and setting-aside funds into fiscal reserves and stabilization funds.
It is our intention to convene policy discussions this year prior to the annual budget summit
process to review key fiscal issues such as:
• Funding Large Capital Projects post LHS (potential future debt exclusions): Long term
capital planning improvement needs include East Lexington Fire Station Reconstruction,
Clark Middle School HVAC, Library HVAC, and Town Office Building
• Use of Renewable Energy Rebates: develop guidelines for redeploying rebate revenue
or savings generated by investment in renewable energy
• Pension & OPEB Funding: develop guidelines for redeploying resources if and when the
Pension liability is fully funded, including guidelines for maintaining fully funded status.
• Potential New Fee Revenue:
• Bulky & White Good Removal – approved in 2025, will go into effect July 1, 2026
• Composting -may be necessary if the cost of existing services continues to
increase, or to add new services
• Stormwater Enterprise – this may be necessary if the new EPA permit requires
significant investment in stormwater management
• Other potential revenue sources to be identified by staff
• Planning for changes in population, and shift in tax base between Residential and
Commercial properties
In addition, we seek to identify options for revenue diversification; however, this is a process
highly dependent on statewide action. To that end, we support the local-option taxes included in
the Municipal Empowerment Act2 currently being debated by the legislature. These options
1 Massachusetts Municipal Association (2025), A Perfect Storm: Cities and Towns Face Historic Fiscal Pressures
2 Bill H.5131 and Bill H.56, An Act empowering municipalities and local governments
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include measures to more easily enact tax exemptions for seniors, veterans, and other vulnerable
populations. Importantly, we also support the Mass Municipal Associations’ initiative seeking an
increase in Unrestricted General Government Aid – state funding to municipalities that has failed
to keep pace with inflation and was sharply reduced during the Great Recession of 2008-2010,
dropping from approximately 11.5% of municipal revenue vs local taxes in 2007 to 5.4% in 2024.3
Status of Home Rule Petitions
As of this report, the home-rule petitions approved by Town Meetings from 2023 through 2025
are largely pending before legislative committees of the General Court, with one petition having
been enacted into law.
1. ATM 2025: Article 24 — Regulation of Second-Generation Anticoagulant Rodenticides
Bill: House Docket No. H.4133 — An Act to authorize the town of Lexington to prohibit or
restrict the application of second generation anticoagulant rodenticides
Status: The bill will not be advancing. A statewide version of the legislation on this topic will
advance.
2. ATM 2025: Article 26 — Local Voting Rights for Lawful Permanent Residents
Bill: House Docket No. H.4132 — An Act to grant the town of Lexington the authority to endow
legal residents with local voting rights in municipal elections
Status: Referred to the committee on Election Laws. Pending further action.
3. STM 2025-2: Article 9 — Home Rule Legislation for New Lexington High School
Bill: House Docket No. H.4843 — An Act providing for the exchange of certain park land in the
town of Lexington
Status: Reported favorably out of committee by the Joint Committee on Municipalities and
Regional Government. Has gone to House Steering, Policy, and Scheduling (next steps: Third
Reading, Floor Vote)
4. STM 2025-2: Article 11 — Clarification of LexHab Reorganization
Bill: House Docket No. H.4842 — An Act to clarify the organization of the Lexington Housing
Assistance Board
Status: Reported out Favorably, currently with Steering, Policy, and scheduling.
5. ATM 2024: Article 39 — Additional Wine and Malt Beverage On-Premise Licenses
3 Massachusetts Municipal Association (2025), Navigating the Storm: Charting a Course
Toward Fiscal Stability
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Bill: House Docket No. H.3893 — An Act authorizing the town of Lexington to grant ten
additional licenses for the sale of wine and malt beverages to be drunk on the premises
Status : The petition completed the legislative process and was enacted into law as Chapter 36 of
the Acts of 2025.
6. STM 2023-1: Article 9 — Establishing the Election of Town Offices using Ranked Choice
Voting
Bill: House Docket No. H.809 — An Act establishing ranked choice voting for certain offices in
the town of Lexington
Status: Referred to the committee on Election Laws. Reported by committee to Clerk’s Office for
processing, will accompany a study order
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07/ 6/2026 8:35pm
PRESENTER:
Board Discussion
ITEM
NUMBER:
1
AGENDA ITEM SUMMARY
LEXINGTON SELECT BOARD MEETING
AGENDA SECTION TITLE:
EXECUTIVE SESSION B
AGENDA ITEM TITLE:
Exemption 2: To Conduct Strategy Session in Preparation for Contract Renewal Discussions with
Nonunion Personnel - Town Manager
PROPOSED MOTION:
Move that the Board go into Executive Session under Exemption 2 to Conduct Strategy Session for
Contract Negotiations with Non-union Personnel - Town Manager; and to not reconvene in Open
Session. Further, as Chair I declare that an open meeting discussion may have a detrimental effect on
the negotiating position of the Town.
DATE AND APPROXIMATE TIME ON AGENDA:
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