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HomeMy Public PortalAbout385 Pleasant St_TIAS Summary_011617 TRANSPORTATION CONSULTANTS,INC. MDMPlanners&Engineers PRINCIPALS Robert J.Michaud,P.E. Ronald D.Desrosiers,P.E.,PTOE MEMORANDUM Daniel J.Mills,P.E.,PTOE DATE: January 16,2017 TO: Patrick McKenna Amstel Heritage Watertown, LLC 28 Brooks Street Brighton, MA 02135 FROM: Robert J.Michaud,P.E.—Managing Principal Daniel A.Dumais,P.E.—Senior Project Manager RE: Proposed Mixed-Use Development 385 Pleasant Street—Watertown,MA MDM Transportation Consultants, Inc. (MDM) has prepared this traffic impact assessment (TIA) for the proposed mixed-use re-development at 385 Pleasant Street in Watertown, Massachusetts. The location of the site relative to adjacent roadways is shown in Figure 1. As currently proposed, the Site uses will include 58 residential apartments, office space and commercial spaces. This memorandum describes existing (baseline) traffic conditions for adjacent roadways, trip generation characteristics of the proposed development, quantifies incremental traffic impacts of the Site development on area roadways, and evaluates safety- related conditions at key study locations that provide access to the Site. Key findings of the traffic assessment are as follows: ❑ Traffic Generation. The proposed mixed-use project is projected to generate approximately 47 vehicle trips (19 entering and 28 exiting) during the weekday morning peak hour and 68 vehicle trips (35 entering and 33 exiting) during the weekday evening peak hour. On a daily basis, the site is estimated to generate approximately 814 vehicle trips on a weekday. ❑ Below Average Crash Rates. the study intersections all experienced crash rates well below the District 6 average and no immediate safety countermeasures are warranted based on the crash history at the study intersections. 28 Lord Road,Suite 280 •Marlborough,Massachusetts 01752 Phone(508)303-0370•Fax(508)303-0371 •www.mdmtrans.com Traffic Impact&Access Study Watertown, Massachusetts y WATERTOWN ! 20, �II �R a• � Aoto 0 n stye � °a Al Waltham Street o � - SITE .+, A '-w California Street i NEWTONS North Study Locations Scale: Not to Scale TRANSPORTATION CONSULTANTS,INC. Figure 1 MDMPlanners&Engineers Site Location Date:December 2016 Dwg No.903 TIAS.dwg Copyright 0 by MDM Transportation Consultants,Inc. All rights reserved. ❑ Adequate Roadway Capacity & Operations. Under future No-Build conditions, the signalized intersections of Pleasant Street at Bridge Street and Rosedale Street will operate at an overall LOS C or better and LOS B or better during the peak hours, respectively. The overall increase in delay with the project in place under Build conditions will be nominal and the intersection will continue to operate with only minor changes between No-Build and Build conditions. Likewise, the central site driveway will be an exit-only driveway and will operate at LOS D or better during the peak hours with the development in place. In summary, MDM finds that incremental traffic associated with the proposed development is not expected to materially impact operating conditions at the study intersections and ample roadway capacity will be available to support the project. Proposed access/egress improvements will minimize disruption of traffic along Pleasant Street by concentrating egress movements to a central Site location that will not be influenced by queues from nearby signals. Implementation of proposed pedestrian and bicycle improvements along with a Transportation Demand Management (TDM) program as outlined in this study will establish a framework of minimizing Site traffic impacts by encouraging non-motorized travel modes and pedestrian/bicycle accommodation that is compatible with other projects along the Pleasant Street corridor. PROJECT DESCRIPTION The project Site is located at 385 Pleasant Street in Watertown, Massachusetts. The site consists of a two-story warehouse (16,100± sf) which was formerly occupied by The Field Companies and the Site is currently being used for outdoor storage of Ford vehicles. Three access driveways along Pleasant Street provide access to the warehouse and nearby parking lots. Under proposed conditions, the site will be redeveloped into a mixed-use space providing 58 residential units as well as commercial space in a total of 5 buildings including the renovation of the existing warehouse. The commercial space will include 8,000± gross square feet (gsf) of commercial space in the first floor of the renovated warehouse building and 6,785± gsf of office space in the proposed office building. Access to the Site is proposed via the two entrance driveways on Pleasant Street; the first entrance located on the western side of the site and the second location in the eastern side of the site to the east of the townhomes. The driveways are proposed to be one-way with a single egress onto Pleasant Street. On-site parking is proposed for 93± vehicles to support the mixed-use residential/commercial buildings. The project will also include 32± indoor secure bike parking spaces to support the residential use. The preliminary site layout is presented in Figure 2. 2 MDM G:\Projects\903-Watertown(385 Pleasant)\Documents\903 MR01_Final.doc I ` w � I C." � a pie � co � I < JN —� r N � R d I V z H z 65 ° N U I = Z O � o — z Teo Rom _ z. STUDY METHODOLOGY This traffic impact assessment is conducted in general conformance with industry standard traffic study guidelines. The first step documents existing conditions in the transportation study area, including an inventory of roadway geometry, observed traffic volumes and safety characteristics. Next, future year traffic conditions are forecast that account for other planned area developments, normal area growth, and development-related traffic increases. The third step quantifies operating characteristics of study intersections. Specific attention is given to the incremental impacts of the proposed development. Finally, improvements are described that address specific development-related operational needs as required. STUDY AREA This TIA evaluates transportation characteristics of roadways and intersections that provide a primary means of access to the site, and that are likely to sustain a measurable level of traffic impact from the development. The study area includes the following intersections and identified in Figure 1: ❑ Pleasant Street at Bridge Street(Signalized) ❑ Pleasant Street at Rosedale Street(Signalized) ❑ Pleasant Street at Site Driveways (Unsignalized) EXISTING TRAFFIC & SAFETY CHARATERISTICS An overview of roadway classification and geometric characteristics is provided below for study roadways and intersections. Roadways Pleasant Street Pleasant Street is generally an east-west roadway classified by the Massachusetts Department of Transportation (MassDOT) as an Urban Minor Arterial roadway and is under the local (Town) jurisdiction. Pleasant Street connects Route 20 to the east with River Street to the west. In the project area, the roadway provides one travel lane in the eastbound and westbound directions with sidewalks provided on both the northern and southern sides of the roadway. Street lighting is provided along Pleasant Street within the immediate project area. Land uses along Pleasant Street includes a mix of land uses including but not limited to Exergen Corporation, a pet resort and hospital, retail shops, and auto dealerships and service centers. 3 MDM G:\Projects\903-Watertown(385 Pleasant)\Documents\903 MR01_Final.doc Bridge Street Bridge Street is a north-south roadway under local (Town) jurisdiction and is classified as an Urban Collector roadway by the MassDOT. Bridge Street provides a connection between Watertown Street to the south and Buck Street to the north. Bridge Street provides one lane of travel in each direction with additional turn lanes provided at its major intersections. Sidewalks are provided along both sides of the roadway. Street lighting is provided along Bridge Street in the project area. Land uses include a mix of commercial activity and residential uses, which includes an office building, a car wash, a Tesla Service Center, an automobile dealership (Toyota of Watertown), and Olympic Storage. Rosedale Street Rosedale Street is generally a north-south roadway under local (Town) jurisdiction and is classified as a Local roadway by the MassDOT. Rosedale Street provides a connection between Pleasant Street to the south and Main Street (Route 20) to the north. Rosedale Street provides one lane of travel in each direction with sidewalks provided along both the eastern and western sides of the roadway. Street lighting is provided along Rosedale Street in the project area. Land uses include a mix of commercial activity, which includes a Central Rock Gym, office space, automobile repair center, and Plumbing Museum. Residential uses are also located along the northern section of Rosedale Street. Intersections Pleasant Street at Bridge Street Pleasant Street meets Bridge Street to form a 4-way signalized intersection. The Pleasant Street eastbound approach provides a shared left/through travel lane and an exclusive right turn lane and the Pleasant Street westbound approach provides an exclusive left turn lane and a shared through/ right turn lane. The Bridge Street northbound approach operates as an exclusive left turn lane, a through travel lane and an exclusive right turn lane and the Bridge Street southbound approach operates as a shared left/through travel lane and an exclusive right turn lane. The traffic signal operates with advance phases for the westbound and northbound travel directions and an exclusive pedestrian phase actuated by push button. Land uses at the intersection consist of Tesla Auto Body Service Center, Toyota of Watertown, Riverworks at Aetna Mills, and Perfection Car Wash. 4 MDM G:\Projects\903-Watertown(385 Pleasant)\Documents\903 MR01_Final.doc Pleasant Street at Rosedale Road1304 Pleasant St. Driveway Pleasant Street meets Rosedale Road and the 304 Pleasant St. Driveway to form a 4-way signalized intersection. The 304 Pleasant Street northbound and Rosedale Road southbound approaches both provide single multi-purpose travel lanes. The Pleasant Street eastbound approach provides an exclusive left-turn lane and a separate through/right travel lane,while the Pleasant Street westbound approach provides a single shared travel lane with a gored out left turn area. The traffic signal operates with advance phases for the eastbound travel direction, split phasing for the northbound and southbound approaches and an exclusive pedestrian phase that is push button actuated. Land uses at the intersection consist of AWE Engineering, Felicitex Therapeutics, and Biomodels Pharmaceuticals. Baseline Traffic Data Peak Hour Traffic Traffic volume data was collected in December 2016 during the weekday morning (7:00 - 9:00 AM) and weekday evening (4:00-6:00 PM) peak periods. Review of MassDOT permanent count station data indicates that December is a below average traffic month (approximately 5 percent below average month conditions). Thus, the traffic counts were adjusted by 5% (increase) to represent average conditions. The resulting Baseline weekday morning and weekday evening peak-hour traffic volumes for the study intersections are depicted in Figure 3 and Figure 4. Turning movement counts and permanent count station data are provided in the Attachments. Daily Traffic Counts Daily traffic volumes along Pleasant Street between Bridge Street and Rosedale Street were collected in December 2016 using an automatic traffic recorder (ATR) device with results summarized in Table 1. TABLE 1 ROADWAY TRAFFIC-VOLUME SUMMARY-PLEASANT STREET Peak Hour Daily Percent Peak Hour Peak Flow Directional Time Period Volume(vpd)' Daily Traffic2 Volume(vph)3 Direction4 Volume(vph) Weekday Morning Peak Hour 13,910 8% 1,050 52%EB 550 Weekday Evening Peak Hour 13,910 9% 1,285 52%WB 668 'Two-way daily traffic expressed in vehicles per day without seasonal adjustment. 2Two-way peak-hour volume expressed in vehicles per hour. 3The percent of daily traffic that occurs during the peak hour. 4NB=Northbound,SB=Southbound 5 MDM G:\Projects\903-Watertown(385 Pleasant)\Documents\903 MR01_Final.doc M ■ � g $ $ O am g � 2 rd \\j L . m ODq k N 103N » p oll Gleposoll ma|J(303 1110 _ n�N # 0) N O6L 2 ? w � � ®.§ / / � n03 N f n�N a L E ± 2 0 k ui $ zr ne]N k ■ W ma jQaewor \ n03 N f n03N � ao � 2a n�N E 2 LUd O z S § Z 04 4 ge]N ma|JQ mom 1 / n�N � � 0) 04 2 � [ \ / ) c u 2 � L 09 � 4 r 4 Z 2 / © +9 \ } m&; eBppq m&} e6ppq \ ƒ § e f \ - \ % ZL2 ;zrL z 2 m % / 7 ) H / / 2 7 ■ \ \ 2 cn§ 2 \\j co 2 \ a. acu aCn w c � V � Q r rn w L '103N y 00 n z peon elepesom c ABMani.ia a3i;;p \C C 26 t O x '103N .0- M _j N 99l N z GA W (D z U) '1 t / '-103N '103N uj z = 0 m L -- w L ^ 41 z Ln ''103N C L d W � N AeMOAlia Jewor 103N JMJ z to 103N w w u u z z U) -1 Ww ® O z o L Z z Ln IN ALIManiaa e;oAol Z Z t H 103N � z z a � � b o w r) OD 000 °� N N N 1 I 02Z 4 ;aai;g a6pia9 ;aai;g a6pp8 cn x 00 r) 00 8 N 04 o F- U �ob� U o L z +� v o � oz a ~ ao As summarized in Table 1, Pleasant Street between Bridge Street and Rosedale Street carries approximately 13,910 vehicles per day (vpd) on weekdays. Peak hour traffic flow on Pleasant Street is approximately 8 to 9 percent of the daily flow with directional flow slightly skewed eastbound during the weekday morning peak traffic hour and slightly skewed westbound during the weekday evening peak hour. Observed Travel Sveeds Vehicle speeds were obtained for the eastbound and westbound travel directions on Pleasant Street between Bridge Street and Rosedale Street in December 2016 using an ATR machine equipped with speed radar. Table 2 summarizes the average and 851h percentile speeds for the location and time period studied. Speed data is provided in the Attachments. TABLE 2 SPEED STUDY RESULTS—PLEASANT STREET Observed Travel Speed(mph) Travel Posted Speed Direction Limit(mph)1 Meanz 85th Percentile3 Eastbound 30 33 39 Westbound 30 28 33 'Regulatory(posted)speed limit. 2Arithmetic mean. 3The speed at or below which 85 percent of the vehicles are traveling. As summarized in Table 2, the mean (average) travel speed on Pleasant Street traveling eastbound is 33 mph and the 85th percentile travel speed is 39 mph. In the westbound direction, the mean travel speed is 28 mph and the 851h percentile travel speed is 33 mph. The speed study results indicate that the observed travel speeds are generally highly consistent with the regulatory speed limit of 30 mph along Pleasant Street. The speed data will be used for the sight distance evaluation in the subsequent section of this report. 6 MDM G:\Projects\903-Watertown(385 Pleasant)\Documents\903 MR01_Final.doc Intersection Crash History In order to identify crash trends and safety characteristics for study area intersections, crash data were obtained from MassDOT for the Town of Watertown for the three-year period 2012 through 2014 (the most recent data currently available from MassDOT). Crash data for the study intersections is summarized in Table 3 with detailed data provided in the Attachments. Crash rates were calculated for the study area intersections as reported in Table 3. This rate quantifies the number of crashes per million entering vehicles. MassDOT has determined the official District 6 (which includes the Town of Watertown) crash rate to be 0.53 for unsignalized intersections and 0.70 for signalized intersections. This rate represents MassDOT's "average" crash experience for District 6 communities and serves as a basis for comparing reported crash rates for the study intersections. Where calculated crash rates notably exceed the district average, some form of safety countermeasures may be warranted. 7 MDM G:\Projects\903-Watertown(385 Pleasant)\Documents\903 MR01_Final.doc TABLE 3 INTERSECTION CRASH SUMMARY 2012 THROUGH 2O141 Pleasant Street at Pleasant Street at Rosedale Road/ Pleasant Street near Data Category Bridge Street Waltham Street Site Driveways Traffic Control Signalized Signalized Signalized Crash Rate2 0.28 0.29 0.13 District 6 Avg' 0.70 0.53 0.53 Year: 2012 4 2 1 2013 3 0 1 2014 1 3 0 Total 8 5 2 Type: Angle 4 3 2 Rear-End 2 1 0 Head-On 0 0 0 Sideswipe 1 0 0 Single Vehicle 1 1 0 Other/Unknown 0 0 0 Severity: P.Damage Only 7 4 2 Personal Injury 1 1 0 Fatality 0 0 0 Conditions: Dry 6 3 2 Wet 2 2 0 Snow 0 0 0 Other/Unknown 0 0 0 Time: 7:00 to 9:00 AM 2 0 0 4:00 to 6:00 PM 2 0 0 Rest of Day 4 5 2 1 Source:MassDOT Crash Database 2 Crashes per million entering vehicles 3 District 6 averages=0.70(signalized)and 0.53(unsignalized) 8 MDM G:\Projects\903-Watertown(385 Pleasant)\Documents\903 MR01_Final.doc As summarized in Table 3: ❑ Pleasant Street at Bridge Street. There are a total of eight (8) crashes reported at the intersection during the three-year study period resulting crash rate of 0.28. The crashes included five (5) angle/sideswipe type collisions (63%), two (2) rear-end type collisions and one (1) single vehicle collision. The majority resulted in property damage type crashes (88%) under dry roadway conditions (75%). Half of the crashes occur during peak commuter travel times. No fatalities or pedestrian related crashes were reported. ❑ Pleasant Street at Rosedale Street. There are a total of five (5) crashes reported at the intersection during the three-year study period resulting crash rate of 0.29. The crashes included three (3) angle/sideswipe type collisions (60%), one (1) rear-end type collision and one (1) single vehicle collision. The majority resulted in property damage type crashes (80%) under dry roadway conditions (60%). None of the crashes occur during peak commuter travel times. No fatalities or pedestrian related crashes were reported. ❑ Pleasant Street near Site Driveway(s). There were two reported crashed near the central site driveway during the three-year study period resulting crash rate of 0.13. The crashes were associated with businesses across the street along Pleasant Street. The crashes included a single unit truck backing into a vehicle traveling eastbound on Pleasant Street and a vehicle turning left from the east into a parking lot. None of the crashes occur during peak commuter travel times. No fatalities or pedestrian related crashes were reported. In summary, the study intersections all experienced crash rates well below the District 6 average and no immediate safety countermeasures are warranted based on the crash history at the study intersections. 9 MDM G:\Projects\903-Watertown(385 Pleasant)\Documents\903 MR01_Final.doc SIGHT LINE EVALUATION The evaluation documents existing sight distances for vehicles exiting the proposed site driveways along Pleasant Street with comparison to American Association of State Highway and Transportation Officials' (AASHTO)' recommended guidelines for the regulatory (posted) speed limit and observed travel speeds. The AASHTO standards reference two types of sight distance which are relevant at the proposed site driveway intersections with Pleasant Street: stopping sight distance (SSD) and intersection sight distance (ISD). Sight lines for critical vehicle movements at the proposed Pleasant Street and site driveway intersections were compared to minimum SSD and ISD recommended for the posted and observed travel speeds along Pleasant Street. Stopping Sight Distance Sight distance is the length of roadway visible to the motorist to a fixed object. The minimum sight distance available on a roadway should be sufficiently long enough to enable a below- average operator, traveling at or near a regulatory speed limit, to stop safely before reaching a stationary object in its path, in this case, a vehicle exiting from the central site driveway onto Pleasant Street or a vehicle on Pleasant Street slowing to turn into the eastern or western site driveways. The SSD criteria are defined by AASHTO based on design and operating speeds, anticipated driver behavior and vehicle performance, as well as physical roadway conditions. SSD includes the length of roadway traveled during the perception and reaction time of a driver to an object, and the distance traveled during brake application on wet, level pavements. Adjustment factors are applied to account for roadway grades. SSD was estimated in the field using AASHTO standards for driver's eye (3.5 feet) and object height equivalent to the taillight height of a passenger car (2.0 feet) for the eastbound and westbound Pleasant Street approaches to the proposed site driveways. Table 4 presents a summary of the available SSD for the Pleasant Street segments approaching the proposed site driveways and AASHTO's recommended SSD for the regulatory (posted) speed limit and observed travel speeds. 'A policy on Geometric Design of Highways and Streets,American Association of State Highway and Transportation Officials (AASHTO),2011. 10 MDM G:\Projects\903-Watertown(385 Pleasant)\Documents\903 MR01_Final.doc TABLE 4 STOPPING SIGHT DISTANCE SUMMARY PLEASANT STREET APPROACHES TO PROPOSED SITE DRIVEWAYS AASHTO Recommended' Approach/ Travel Regulatory Average 851h Percentile Direction Available SSD Speed2 Travel Speed3 Travel Speedo Pleasant Street at Site Driveway(Eastern) Eastbound >500 Feet 200 Feet 230 Feet 290 Feet Westbound >500 Feet 200 Feet 180 Feet 230 Feet Pleasant Street at Site Driveway(Central) Eastbound >500 Feet 200 Feet 230 Feet 290 Feet Westbound >500 Feet 200 Feet 180 Feet 230 Feet Pleasant Street at Site Driveway(Western) Eastbound >500 Feet 200 Feet 230 Feet 290 Feet Westbound >500 Feet 200 Feet 180 Feet 230 Feet 'Recommended sight distance based on AASHTO,A Policy on Geometric Design of Highways and Streets. Based on driver height of eye of 3.5 feet to object height of 2.0 feet and adjustments for roadway grade were applicable. 2 Regulatory Speed Limit is 30 mph EB and 30 mph SWB. 3 Average Speed is 33 mph EB and 28 mph WB. 48511,Percentile travel speed is 39 mph EB and 33 mph WB. As summarized in Table 4, analysis results indicate that the existing available sight lines exceed AASHTO's recommended SSD criteria for the eastbound and westbound travel directions along Pleasant Street based on the regulatory (posted) speed limit and observed travel speeds. 11 MDM G:\Projects\903-Watertown(385 Pleasant)\Documents\903 MR01_Final.doc Intersection Sight Distance Clear sight lines provide sufficient sight distance for a stopped driver on a minor-road approach to depart from the intersection and enter or cross the major road. As stated under AASHTO's Intersection Sight Distance (ISD) considerations, "...If the available sight distance for an entering ...vehicle is at least equal to the appropriate stopping sight distance for the major road, then drivers have sufficient sight distance to avoid collisions...To enhance traffic operations, intersection sight distances that exceed stopping sight distances are desirable along the major road." AASHTO's ISD criteria are defined into several "cases". Each case depends on the type of traffic control at the intersection (e.g. no control, Yield sign, Stop sign, and signal control), and the specific vehicle maneuver in question (crossing, right- or left-turn). AASHTO Case B1 (left turn from stop) and B2/B3 (right turn from stop and crossing maneuver) from the proposed central site driveway were utilized in determining the recommended intersection sight distance summarized in Table 5 below. Available ISD was estimated in the field using AASHTO standards for driver's eye (3.5 feet), object height (3.5 feet) and decision point (8 feet from edge of travel way) looking east and west from the proposed central driveway onto Pleasant Street. Table 5 presents a summary of the available ISD for the departures from the proposed central site driveway and AASHTO's recommended ISD. The eastern and western driveways are enter only, therefore, ISD criteria is not applicable. TABLE 5 INTERSECTION SIGHT DISTANCE SUMMARY CENTRAL SITE DRIVEWAY DEPARTURE TO PLEASANT STREET AASHTO Minimum' AASHTO Ideal' Approach/ Available Regulatory 85ffi Percentile Regulatory Travel Direction ISD Speedz Observed Speed3 Speedz Looking East >500 Feet 200 Feet 250 Feet 290 Feet Looking West >500 Feet 185 Feet 250 Feet 335 Feet 'Recommended sight distance based on AASHTO,A Policy on Geometric Design of Highways and Streets. Based on driver height of eye of 3.5 feet and an object height of 3.5 feet and adjustments for roadway grade if required. Minimum value as noted represents SSD per AASHTO guidance. z Regulatory Speed Limit is 30 mph EB and 30 mph SWB. 38511,Percentile travel speed is 39 mph EB and 33 mph WB. The results of the ISD analysis presented in Table 5 indicate that the proposed central site driveway onto Pleasant Street the available sight lines will satisfy the recommended sight line requirements from AASHTO. MDM recommends that any existing and/or new plantings (shrubs, bushes) or physical landscape features (including retaining walls) located within the driveway sight lines should be maintained at a height of 2 feet above the adjacent roadway grade or less to ensure unobstructed lines of sight. 12 MDM G:\Projects\903-Watertown(385 Pleasant)\Documents\903 MR01_Final.doc PUBLIC TRANSPORTATION The Massachusetts Bay Transit Authority (MBTA) operates the following bus routes in the study area and could be used as an alternative mode of travel to/from the site. A review of census data for Watertown indicates a public transit use of 6% for residents of the immediate study area (Census tract 3701.02) and 13% for the Town of Watertown. To remain conservative no credit (trip reduction) was taken for the use of nearby public transportation. Specific route and schedule information is provided in the Attachments. • Route 558: This route provides service between the Riverside "T" Station and Downtown Boston with express service via the Massachusetts Turnpike (Route 90). In the immediate project area, service is provided along Pleasant Street with a bus stop located near the intersection of Pleasant Street and Bridge Street. Service is provided on weekdays and operates between 6:25 am and 7:50 pm. • Route 70/70A: This route provides service between Cedarwood (Main Street) and the University Park via Arsenal Street, Main Street (Route 20), Western Avenue and Lexington Street. Service is provided along Main Street with a bus stop located less than 1/2 mile from Site near the intersection of Main Street and Rosedale Street. Several connections to other bus routes in the service area are available as is a direct connection to the Fitchburg Commuter Rail and Redline T service. Service is generally provided seven (7) days a week and operates between 4:50 am and 1:20 am on weekdays,between 5:00 am and 1:30 am on Saturdays and between 6:00 am and 1:30 am on Sundays. • Route 59: This route provides service between Needham Junction and Watertown Square with service through Newton Highlands. Service is provided along Watertown Street with a bus stop located just over 1/2 mile from Site near the intersection of Watertown Street and Bridge Street. Several connections to other bus routes in the service area are available as is a direct connection to the Needham Commuter Rail. Service is generally provided seven (7) days a week and operates between 6:05 am and 8:20 pm on weekdays, between 6:20 am and 7:35 pm on Saturdays and between 7:05 am and 6:50 pm on Sundays. PEDESTRIAN/BICYCLE FACILITIES The immediate study area is served by an existing sidewalk system that connects the Site to public transportation,neighborhood businesses and the nearby Charles River Greenway mixed- used path. An existing entrance to the Greenway is provided near the intersection of Pleasant Street and Bridge Street and a direct connection through the Water Mills at Bridge Point development which is under construction will be provided in the near future. 13 MDM G:\Projects\903-Watertown(385 Pleasant)\Documents\903 MR01_Final.doc CAR SHARING SERVICES Car sharing services provide access to short-term vehicle transportation. Vehicles can be rented by the hour or day and all standard vehicle costs (gas, maintenance, insurance, etc.) are included in the rental fee.Vehicles are checked out for a period and returned to their designated location. There are currently no Zipcar car-sharing locations in the immediate vicinity of the Site, however, the Water Mills at Bridge Point development which is under construction may provide several in the near future. 14 MDM G:\Projects\903-Watertown(385 Pleasant)\Documents\903 MR01_Final.doc PROJECTED FUTURE TRAFFIC CONDITIONS Evaluation of the proposed development impacts requires the establishment of a future baseline analysis condition. This section estimates future roadway and traffic conditions with and without the proposed development. A seven-year planning horizon (year 2023) was selected consistent with standard industry practice and recent area traffic studies. To determine the impact of site-generated traffic volumes on the roadway network under future conditions, baseline traffic volumes in the study area were projected to a future year condition. Traffic volumes on the roadway network at that time,in the absence of the development(that is, the No-Build condition), includes existing traffic, new traffic due to general background traffic growth, and traffic related to specific developments by others that are currently under review at the local and/or state level. Consideration of these factors resulted in the development of No- Build traffic volumes. Anticipated site-generated traffic volumes were then superimposed upon these No-Build traffic-flow networks to develop future Build conditions. The following sections provide an overview of the planned area roadway improvements as well as future No-Build and Build traffic volumes. Planned Area Roadwav Improvements The Proponent (World Realty and Development) of the proposed Water Mills at Bridge Point to be located at 330-350 Pleasant Street will implement improvement in the immediate study area as outlined in an Addendum to Traffic Mitigation Proposal dated January 5, 2017. Specifically, (1) a direct connection from Pleasant Street to the Greenway will be provided through the Site for pedestrian and bicycle use, (2) an upgrade to the intersection of Pleasant Street and Rosedale Road will be provided using a basic GRIDSMART or other similar system;and (3) provide for and coordinate the upgrade to the intersections of Bridge Street/Pleasant and Bridge Street/California using a basic GRIDSMART or other similar system to improve operations. It is assumed that this improvement projects are in place under future No-Build and Build conditions. 15 MDM G:\Projects\903-Watertown(385 Pleasant)\Documents\903 MR01_Final.doc Background Growth Background traffic includes demand generated by other planned developments in the area as well as demand increases caused by external factors. External factors are general increases in traffic not attributable to a specific development and are determined using historical data. Nearby permanent count station data published by MassDOT indicates a 0.5 percent per year growth rate. For purposes of this evaluation, a 1.0 percent growth rate was used (7.2 percent increase over a 7-year horizon). This growth rate is higher than historic rates, and, as such, is also expected to account for any small fluctuation in hourly traffic that may occur from time to time in the study area and traffic associated with other potential small developments in the area. MassDOT permanent count station data and background growth calculations are provided in the Attachments. There are also two (2) site-specific projects that are permitted or in the permitting process in the study area that may also modestly increase traffic at the study intersections that are included in background growth as follows: • Proposed Water Mills at Bridge Point (330 — 350 Pleasant Street). This Development will include the construction of 99 apartment units and 20,600± sf of commercial space (retail/office/restaurant). Site access/egress will be provided via two driveways along Pleasant Street just west of its intersection with Rosedale Street. On-site parking will be provided for 198± vehicles. The site-specific trip tracings (see Attachments) were obtained from the traffic study prepared for the project2. • Proposed Mixed-Use Development (60 Howard Street and 40 Bacon Street). This Development is to be located at 60 Howard Street and 40 Bacon Street, and will entail the construction of 65 apartment units, 6,530 sf of office space, and 3,865 sf of restaurant space. The site-specific trip tracings (see Attachments) were obtained from the traffic study prepared for the project3. 2023 No-Build Traffic Volume Networks In summary, to account for future traffic growth in the study area future No-Build traffic volumes are developed by increasing the Baseline volumes by approximately 7.2 percent (1.0 percent compounded annually over 7 years) and adding trips associated with the three (3) site-specific development projects in the area. The resulting 2023 No-Build traffic volumes are displayed in Figure 5 and Figure 6. 2Traffic Impact and Access Study;Water Mills at Bridge Point,prepared by Bayside Engineering dated May 6,2016. 3Traffic Impact and Access Study;Proposed Mixed Use Residential/Commercial Development,prepared by Bayside Engineering dated October 15,2013. 16 MDM G:\Projects\903-Watertown(385 Pleasant)\Documents\903 MR01_Final.doc kr) WD ;..o 15 a. V � E. Ln w L 103N � I� Iz '103N i 4 '103N Z peob 81epasob c� AeMGAIJd aoi}}O O ZLL t G '103N U') r- N N 60Z y GIB w M Z co � t / '103N '103N -j r) z 0 d L w N z co '103N r_ m M Luj 1N H AeMOAIJd aewor •� U) '103N t a� 103N � _j .0- z N '103N w co u n Z CO) J W (L Oz Lo L z w co z `° N '103N AeMOAIJd e;oAol Z '103N (D N a � � b t O w 00r00 L �o� z 4 LL2 I 29Z x 662 7 co o Z 8 5Z N N o � ro C N L o �a o yY zz v 0 a ~ ao ca 0 c.� � y 15 V � rn z peon eleposoa c(�h f ABManlJa 801110 Z O 00 l I I rM`1 x •193N M 't -j N 861 NLOz GA W to to z co 1 t I 193N -j L 00 z C z o r m z to 4 '103N L d W � N AeMGAIJa Jewor 193N J J z fn '193N w � w n u z z (n J W w Oz L z � Z co 04 4 h f AeMOAIJa e;oAol Z Z I I H '193N to Z co z 00 z a � � b z t oW ao N r%) z lS Z 4� 04 to r) 4 l9� .Jll.� L-VZ ;aaJ;g afp1J9 h f ;aaJ;g a6p1J8 x 6cn l � I I ISZ � L-V Mtor7 o h cz � ro F- U �ob� o z +� v o � oz Trip Generation The proposed development includes 58 residential units as well as commercial space. The commercial space will include 8,000± gross square feet (gsf) of commercial space in the first floor of the renovated warehouse building and 6,785± gsf of office space in the proposed office building. For analysis purposes specialty retail was assumed for the commercial space. As such, traffic generated by the Site is estimated using trip rates published in ITE's Trip Generation4 for the Land Use Code (LUC) 710—General Office Building and LUC 826—Specialty Retail Center for the weekday morning and weekday evening periods, which correspond to the critical analysis periods for the proposed uses and adjacent street traffic flow. As a conservative measure, no credit or trip reduction is taken for use of the adjacent public transportation system, pedestrian trips to/from the surrounding neighborhood or adjoining land uses, or "internal" trip reduction for shared trips between the on-site uses. Table 6 presents the trip-generation estimate for the proposed development based on ITE methodology. Detailed trip generation worksheets are provided in the Attachments. TABLE 6 TRIP-GENERATION — ITE RATES Site Trips Period/Direction Apartments, Office2 Retail3 Total Weekday Morning Peak Hour Entering 6 10 3 19 Exitin 24 1 3 28 Total 30 11 6 47 Weekday Evening Peak Hour Entering 23 2 10 35 Exitin 13 8 12 33 Total 36 10 22 68 Weekday Daily 386 74 354 814 Source:ITE Trip Generation,Ninth Edition;2012. 'Based on ITE LUC 220 applied to 58 apartment units. 2Based on ITE LUC 710 applied to 6,785 sf. 3 Based on ITE LUC 826 applied to 8,000 sf. 4Trip Generation,91"Edition,Institute of Transportation Engineers,Washington,D.C.(2012). 17 MDM G:\Projects\903-Watertown(385 Pleasant)\Documents\903 MR01_Final.doc As summarized in Table 6, projected trip generation for the Site is approximately 47 vehicle trips (19 entering and 28 exiting) during the weekday morning peak hour and 68 vehicle trips (35 entering and 33 exiting) during the weekday evening peak hour. On a daily basis, the site is estimated to generate approximately 814 vehicle trips on a weekday. Trip generation calculations are provided in the Attachments. Trip Distribution The distribution for projected traffic for the residential component is based on Census Journey to Work data statistics for Watertown while distribution for the commercial uses (office and retail) are based existing travel patterns in the area. The resulting trip distribution patterns are presented in Figure 7 and Figure 8. Trip distribution calculations are provided in the Attachments. Development-related trips for the proposed development are assigned to the roadway network using the ITE trip-generation estimates shown in Table 6 and the distribution patterns presented in Figure 7 and Figure 8. Development-related trips at each intersection approach for the weekday morning and weekday evening peak hours are quantified in Figure 9 and Figure 10. 2023 Build Traffic Conditions 2023 Build condition traffic volumes are derived by adding incremental traffic increases for the proposed development uses of the Site to the 2023 No-Build conditions. Figure 11 and Figure 12 present the 2023 Build condition traffic-volume networks for the weekday morning and weekday evening peak hours. 18 MDM G:\Projects\903-Watertown(385 Pleasant)\Documents\903 MR01_Final.doc r L 4-1 d N 0 LO L � N ~ �Vi peoM aleposob r f Aennaniaa ooi}}p °GS l L 0 0 v v i+ d N � i tN LU �_ 1 d M a� Z U) L C LV c!) ® W F— W II O z �* z rn II � W 1 4 ~ ABMOAIJa aewor U) NsS) blo, L L o � ? AeMOAIJa a;oAol Z I � H 0) v zt oLO W N .�.�.� P �= ;aa.l;s a6ppq f ;aaa;s a6pi.Ia P�l v + � � A co 0 Z AMA m � Az.m V (ti � d � qGU c O a (1) a A � N •� W U peol{ alepasol{ AeaManiJa 031110 %0 L o N o R M L 1 � N W m II NO2 d OM Z to i C w (' ® w I-- w II O z �* —— Ro z � II L W 14 ~ AeMGAIJ(3 aewor U) NOO 1 (%OL) 0o L M� � ? AeMGAIJa e}oAol Z o z v zt ��F 0 W N Iry I� O }aa.l}s a6ppq f jeeils e6ppq P�l °G9 l G cn o U N C G1 d Cl) o m a' A z.5 a (ti � AAU 01 GA � d (1) H C� L CJJ C peob oleposol{ 1 4 AeMGAIJa 031110 ai Z �v .044 ~ 4 I N W E. 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L u � � � Z vvv O .JIB. a ;sails a6ppq v ;aai;s e6ppq H P C d C Z f� d d a' A z.5 a CA (ti � AAU a in C w � � � 4-0 c� o o L '193N •� U) Iz 4 '193N H J 1 4 � 193N N peob aleposob h ABMOniaa 031110 N o ZLL �J3N CO CO N LIZCD c w PO ao (D CJJ t0 i I LM N U a1 C� z CO) n u y OZ z 00 CD L g W 1 l+ H f Aeananua aewor Cl) ZL I -103N co 9 L co F L l Un Ln 04 �93N h f Aeananua a;of(ol Z 00 N � � b tp o w o 0 L 0It Z 4 cv r� 4 LL2 29Z pails a6pia8 ~ f 400a;s a6pia8 I I h 662 o o 9Z N N o ro CIO ao F C N o o y z z v o cna. o n Q z - ca o c.� � � = g g 5 § a@ 2 � � � u 000 § $ k 4n03N peo ll mep s ll / $ ma|aQ 031110 k f r 0 l � � 9e]N fPO _ n Z z q 2 / % k � n \ 2 ■ g fP @ � 04 co 2U i i t 0 CD z —— z \ — t- 2 W $ � � z f ma|,Qjemor cn n f r ge]N e LZ 2 $ q � z c CO C14 4 n03 N � 3 ma|,Q mo of / fed \ cu \ [ \ / ) c u q 00\ ? @Z w 2 ; } r 4 l9 c : $ L 3 \ \ ma} eBp|,g maw eBppq \ - \ % GG 0 000 z ro 7 ) H % § t ; 0 2 \ CL acu OPERATIONS ANALYSIS This section provides an overview of operational analysis methodology, and an assessment of intersection operations under Baseline and projected future No-Build and Build conditions. Analvsis Methodoloav Intersection capacity analyses are presented in this section for the Baseline, No-Build, and Build traffic-volume conditions. Capacity analyses, conducted in accordance with EEA/MassDOT guidelines, provide an index of how well the roadway facilities serve the traffic demands placed upon them. The operational results provide the basis for recommended access and roadway improvements in the following section. Capacity analysis of intersections is developed using the Synchro® computer software, which implements the methods of the 2010 Highway Capacity Manual (HCM). The resulting analysis presents a level-of-service (LOS) designation for individual intersection movements. The LOS is a letter designation that provides a qualitative measure of operating conditions based on several factors including roadway geometry, speeds, ambient traffic volumes, traffic controls, and driver characteristics. Since the LOS of a traffic facility is a function of the traffic flows placed upon it, such a facility may operate at a wide range of LOS, depending on the time of day, day of week, or period of year. A range of six levels of service are defined on the basis of average delay, ranging from LOS A (the least delay) to LOS F (delays greater than 50 seconds for unsignalized movements and delays greater than 80 seconds for signalized movements). The specific control delays and associated LOS designations are presented in the Attachments. Intersection Cavacitv Analvsis Results Level-of-Service (LOS) analyses were conducted for the Baseline, No-Build, and Build conditions for the study intersections. The results of the intersection capacity are summarized below in Table 7 and Table 8. Detailed analysis results are presented in the Attachments. 19 MDM G:\Projects\903-Watertown(385 Pleasant)\Documents\903 MR01_Final.doc TABLE 7 INTERSECTION CAPACITY ANALYSIS RESULTS WEEKDAY MORNING PEAK HOUR Baseline 2023 No-Build 2023 Build Period Approach v/c' Delay2 LOSS v/c Delay LOS v/c Delay LOS Pleasant Street at Eastbound 0.75 63 D 0.89 41 D 0.89 42 D Bridge Street Westbound >1.0 >80 F 0.95 45 D 0.99 50 D Northbound >1.0 68 D 0.79 17 B 0.80 17 B Southbound 0.33 15 B 0.76 40 D 0.77 41 D Overall >1.0 46 D 0.95 32 C 0.99 33 C Pleasant Street at Eastbound 0.46 9 A 0.50 8 A 0.51 8 A Rosedale Street Westbound 0.64 22 C 0.73 24 C 0.73 24 C Northbound 0.00 <5 A 0.00 <5 A 0.00 <5 A Southbound 0.61 19 B 0.65 17 B 0.66 17 B Overall 0.64 16 B 0.73 15 B 0.73 15 B Pleasant Street at Eastbound 0.00 <5 A 0.00 <5 A 0.01 <5 A Site Driveway Westbound 0.00 <5 A 0.00 <5 A 0.00 <5 A (Western) NB Exit 0.01 19 C 0.01 21 C 0.01 19 C SB Exit 0.00 11 B 0.00 12 B n/a n/a n/a Pleasant Street at Eastbound 0.00 <5 A 0.00 <5 A 0.00 <5 A Site Driveway Westbound 0.01 <5 A 0.01 <5 A 0.01 <5 A (Central) NB Exit 0.03 19 C 0.04 21 C 0.03 22 C SB Exit 0.00 <5 A 0.00 <5 A 0.12 23 C Pleasant Street at Eastbound n/a n/a n/a n/a n/a n/a 0.00 <5 A Site Driveway Westbound n/a n/a n/a n/a n/a n/a 0.00 <5 A (Eastern) 'Volume-to-capacity ratio 2Average control delay per vehicle(in seconds) 3Level of service 4n/a=not applicable 20 MDM G:\Projects\903-Watertown(385 Pleasant)\Documents\903 MR01_Final.doc TABLE 8 INTERSECTION CAPACITY ANALYSIS RESULTS WEEKDAY EVENING PEAK HOUR Baseline 2023 No-Build 2023 Build Period Approach v/c' Delay2 LOSS v/c Delay LOS v/c Delay LOS Pleasant Street at Eastbound 0.84 38 D 0.85 28 C 0.85 28 C Bridge Street Westbound 0.96 54 D 0.84 26 C 0.87 28 C Northbound 0.80 21 C 0.66 15 B 0.67 15 B Southbound 0.22 13 B 0.59 29 C 0.60 30 C Overall 0.96 32 C 0.85 22 C 0.87 23 C Pleasant Street at Eastbound 0.47 9 A 0.56 10 A 0.57 10 A Rosedale Street Westbound 0.70 24 C 0.81 28 C 0.82 28 C Northbound 0.03 32 C 0.04 30 C 0.04 30 C Southbound 0.58 19 B 0.64 18 B 0.65 19 B Overall 0.70 16 B 0.81 17 B 0.82 17 B Pleasant Street at Eastbound 0.00 <5 A 0.00 <5 A 0.02 <5 A Site Driveway Westbound 0.00 <5 A 0.00 <5 A 0.00 <5 A (Western) NB Exit 0.03 27 D 0.04 35 D 0.04 31 D SB Exit 0.02 35 D 0.02 48 E n/a n/a n/a Pleasant Street at Eastbound 0.00 <5 A 0.00 <5 A 0.00 <5 A Site Driveway Westbound 0.00 <5 A 0.00 10 A 0.00 <5 A (Central) NB Exit 0.07 31 D 0.10 42 E 0.10 45 E SB Exit 0.01 33 D 0.01 43 E 0.18 28 D Pleasant Street at Eastbound n/a n/a n/a n/a n/a n/a 0.00 <5 A Site Driveway Westbound n/a n/a n/a n/a n/a n/a 0.00 <5 A (Eastern) 'Volume-to-capacity ratio 2Average control delay per vehicle(in seconds) 3Level of service 4n/a=not applicable 21 MDM G:\Projects\903-Watertown(385 Pleasant)\Documents\903 MR01_Final.doc As summarized in Table 7 and Table 8: ❑ Pleasant Street at Bridge Street. Under future No-Build conditions, the signalized intersection will operate at an overall LOS C or better during the peak hours. The overall increase in delay with the project in place under Build conditions will be nominal and the intersection will continue to operate at an overall LOS C or better with only minor changes between No-Build and Build conditions. ❑ Pleasant Street at Rosedale Street. Under future No-Build conditions, the signalized intersection will operate at an overall LOS B or better during the peak hours. The overall increase in delay with the project in place under Build conditions will be nominal and the intersection will continue to operate at an overall LOS B or better with only minor changes between No-Build and Build conditions. ❑ Pleasant Street at Site Driveway (Western)/ Watertown Toyota. Under future Build conditions, the western site driveway will be converted to an enter-only driveway. Traffic will operate along Pleasant Street unimpeded. ❑ Pleasant Street at Site Driveway (Central)ljomar Distributers. Under future Build conditions, the central site driveway will be an exit-only driveway with the driveway operating at LOS D or better during the peak hours. ❑ Pleasant Street at Site Driveway (Eastern). Under future Build conditions, the eastern site driveway will be converted to an enter-only driveway. Traffic will operate along Pleasant Street unimpeded. In summary, the proposed development is expected to have minimal impact on the study area intersection and will not result in any notable changes in traffic operations in the study area relative to No-Build conditions. Signal Queue Impacts Vehicle queue results are presented for the two signalized intersections within the study area. These vehicle queues are compared to available storage lengths, which are defined as lengths of exclusive turn lanes or the distance to the nearest major intersection for through lanes. Vehicle queue results from the capacity analysis are summarized in Table 9 and Table 10. The estimated queue lengths are based on the capacity analysis results provided using Synchro computer software. Detailed worksheets of the queuing analysis are provided in the Attachments. 22 MDM G:\Projects\903-Watertown(385 Pleasant)\Documents\903 MR01_Final.doc TABLE 9 VEHICLE QUEUE ANALYSIS SUMMARY PLEASANT STREET AT BRIDGE STREET Baseline 2023 No-Build 2023 Build Available Queue Storage Average Maximum Average Maximum Average Maximum Length Queue Queue Queue Queue Queue Queue Approach (feet) Length' Length' Length' Length' Length' Length' Weekday Morning Peak Hour Eastbound L/1' >1500 175 264 142 276 145 282 Eastbound R 225± <25 64 <25 62 <25 62 Westbound L 275± 218 392 166 344 175 364 Westbound T/R 1400± 98 156 71 122 105 125 Northbound L/T 435± 498 835 245 430 246 432 Northbound R 435± <25 48 40 73 43 77 Southbound L/T 600± 151 252 226 391 228 395 Southbound R 100± <25 <25 <25 <25 <25 <25 Weekday Evening Peak Hour Eastbound L/T >1500 234 348 159 292 162 296 Eastbound R 225± <25 79 <25 63 <25 63 Westbound L 275± 180 334 105 229 110 249 Westbound T/R 1400± 194 281 110 176 113 182 Northbound L/T 435± 379 598 221 364 221 366 Northbound R 435± 54 106 63 126 69 136 Southbound L/T 600± 105 160 126 204 127 206 Southbound R 100± <25 <25 <25 <25 <25 <25 'Average and 951h percentile queue lengths are reported in feet per lane. 23 MDM G:\Projects\903-Watertown(385 Pleasant)\Documents\903 MR01_Final.doc TABLE 10 VEHICLE QUEUE ANALYSIS SUMMARY PLEASANT STREET AT ROSEDALE STREET Baseline 2023 No-Build 2023 Build Available Queue Storage Average Maximum Average Maximum Average Maximum Length Queue Queue Queue Queue Queue Queue Approach (feet) Length' Length' Length' Length' Length' Length' Weekday Morning Peak Hour Eastbound L 175± <25 48 <25 41 <25 41 Eastbound T/R 1400± 76 172 80 146 84 151 Westbound L/T/R >1500 124 244 136 242 138 248 Northbound L/T/R 50± <25 <25 <25 <25 <25 <25 Southbound L/T/R 675± 72 175 65 148 66 149 Weekday Evening Peak Hour Eastbound L 175± <25 92 27 113 27 125 Eastbound T/R 1400± 75 259 88 229 90 235 Westbound L/T/R >1500 136 338 160 380 164 391 Northbound L/T/R 50± <25 <25 <25 <25 <25 <25 Southbound L/T/R 675± 47 138 38 149 40 152 'Average and 951h percentile queue lengths are reported in feet per lane. As summarized in Table 9 and Table 10, under Build conditions the average and 951h percentile queue lengths will generally remain within the available storage lengths. The exception is the westbound left turn lane which has a 95th percentile queue that continues to extend beyond the storage area during the weekday morning peak hour. The project will result in a change in queue lengths of 1 vehicle or less during the peak hours. The location of the centralized egress driveway onto Pleasant Street is expected to remain clear of queues from the adjacent traffic signals under normal operating conditions. 24 MDM G:\Projects\903-Watertown(385 Pleasant)\Documents\903 MR01_Final.doc CONCLUSIONS AND RECOMMENDATIONS MDM finds that travel conditions along Pleasant Street and in the site vicinity are generally unconstrained. Trip generation for the development is estimated at approximately 47 vehicle- trips during the weekday morning peak hour, 68 vehicle-trips during the weekday evening peak hour, and 814 vehicle trips on a daily basis. MDM finds that incremental traffic associated with the proposed development is not expected to materially impact operating conditions at the study intersections. The study intersections exhibit below-average crash rates based on historic crash data; safety countermeasures are therefore not warranted. Likewise, the available sight lines at the Pleasant Street intersections with the site driveways will exceed the recommended sight line requirements from AASHTO. MDM recommends that the following access/egress related improvements be incorporated into the Site Plan, offsite pedestrian accommodations and a transportation demand management (TDM) program to encourage non-motorized trip activity and travel safety: Access/Ep-ress Improvements ❑ "STOP" signs (R1-1) and "STOP" line pavement markings should be installed on the central site driveway approach to Pleasant Street. "Do Not Enter" signs (R5-1) and "One-way" signs (R6-1) and arrow pavement marking should be installed on the eastern and western driveway departures from Pleasant Street. The signs and pavement markings shall be compliant with the Manual on Uniform Traffic Control Devices (MUTCD). ❑ Sight Line triangles. Existing and new plantings (shrubs, bushes) or physical landscape features (walls, fences, signs) to be located within the driveway sight triangle should be maintained at a height of 2 feet or less above the adjacent existing roadway grade to ensure unobstructed lines of sight. Pedestrian and Bicvcle Accommodation ❑ Pedestrian Connections. The development has incorporated sidewalks that connect the proposed buildings to the existing sidewalk along Pleasant Street. The Proponent will work collaboratively with the Town of Watertown to implement a crosswalk on the western side of the signalized intersection of Pleasant Street and Rosedale Street. Improvements include the addition of ADA compliant ramps, a marked crosswalk, and associated pedestrian signal equipment. This crosswalk will provide a direct connection from the Site to the proposed pathway through the Water Mills at Bridge Point development which when complete will connect to the Charles River Greenway. 25 MDM G:\Projects\903-Watertown(385 Pleasant)\Documents\903 MR01_Final.doc ❑ Bicycle and Pedestrian Amenities. The development has incorporated bicycle storage racks in the buildings for the residential units. Bicycle racks will also be located proximate to commercial uses within the project with specific locations to be identified in the final approved Site Plans. Transportation Demand Management(TDM) The Proponent is committed to reduce auto dependency by residents and commercial building tenants by implementing a TDM program. Per the Town's requirements the TDM program will include quantifiable goals and a plan for collection and analysis of data to measure achievement of goals. A preliminary list of potential TDM program elements may include the following, subject to refinement of the development program and further evaluation by the Proponent and Town: ❑ Watertown Transportation Management Association (TMA). The Proponent will work with the Town regarding a development of a Watertown TMA which will include services such shuttle service, bicycle and walk resources and carpool/vanpool matching and other TDM strategies. The understanding is that the TMA will operate on financial contributions based on a proportionate share of development size and may provide satisfy several of the TDM actions listed herein. ❑ On-Site Employee Transportation Coordinator. The Proponent will designate a member of the on-site leasing staff as transportation coordinator responsible disseminating relevant TDM information to residents and commercial building tenants including posting of TDM information at appropriate locations within the buildings. ❑ Public Transportation Information & Promotion. Service and schedule information for MBTA services will be posted to promote the use of public transportation by residents, employees and patrons. ❑ Bicycle Facilities and Promotion. Provide bicycle parking, including weather protected racks for residents and visible accessible racks for visitors and employees proximate to the building entrances. Dissemination of area bicycle route maps as may be available will be postings in the building lobbies. ❑ Preferential Parking for Carpools, Vanpools and Car Sharing. Preferential parking locations for commercial building tenant employees who use carpools and vanpools. The Proponent will also work with the Town to consider designating parking spaces in the parking garage for use by a car sharing services such as Zipcar as required by local zoning requirements. 26 MDM G:\Projects\903-Watertown(385 Pleasant)\Documents\903 MR01_Final.doc ❑ Preferential Parking for Low-Emission Vehicles. Preferential parking locations for residents, employees and patrons who use low-emission vehicles will be considered; charging stations for electric vehicles will also be considered as required by local zoning requirements based on working in collaboration with the Town. ❑ Unbundled Parking. The Proponent should consider unbundling of residential parking to provide an option for residents to rent fewer or no parking spaces with their unit. ❑ Transit Pass Subsidy. Offer fare subsidies for commuter rail and local bus passes for employees and/or offer pre-tax payroll deductions for employee transit passes. ❑ MassRides. The Proponent will encourage commercial tenants to promote commuter assistance programs available through Executive Office of Transportation's MassRides and NuRide Program as part of the employee orientation program. ❑ Guaranteed Ride Home. The Proponent will encourage commercial tenants to offer a guaranteed ride home program that subsidizes taxi service for employees using non- auto commute options in cases of unexpected circumstances. ❑ Pedestrian Infrastructure. Sidewalk connections within the property along primary pedestrian desire lines that connect building entrances with the public sidewalk network; posting of area maps that highlight area walking/bicycle routes to promote walking and bicycle travel to/from the Site and area businesses. Conclusions In summary, MDM finds that incremental traffic associated with the proposed development is not expected to materially impact operating conditions at the study intersections and ample roadway capacity will be available to support the project. Proposed access/egress improvements will minimize disruption of traffic along Pleasant Street by concentrating egress movements to a central Site location that will not be influenced by queues from nearby signals. Implementation of proposed pedestrian and bicycle improvements along with a Transportation Demand Management (TDM) program as outlined in this study will establish a framework of minimizing Site traffic impacts by encouraging non-motorized travel modes and pedestrian/bicycle accommodation that is compatible with other projects along the Pleasant Street corridor. 27 MDM G:\Projects\903-Watertown(385 Pleasant)\Documents\903 MR01_Final.doc