Loading...
HomeMy Public PortalAbout1.5_80 Elm St_Traffic Impact Assessment 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: June 7, 2018 TO: 80 Elm Partners LLC 26 Elm Street Quincy, MA 02169 FROM: Robert J. Michaud, P.E. —Managing Principal RE: Traffic Impact Assessment—Proposed Self-Storage/R&D Facility 80 Elm Street,Watertown MA MDM Transportation Consultants, Inc. (MDM) has prepared a traffic impact assessment for a proposed mixed-use facility to be located at 80 Elm Street in Watertown, Massachusetts comprising self-storage and office (research and development) uses. This memorandum documents baseline traffic conditions for Elm Street in the Site vicinity, identifies safety characteristics of the proposed driveway location, estimates project traffic and parking generation characteristics, and provides a statement of traffic and parking impact for the project. In summary, MDM concludes that (a) the proposed parking supply for 80 Elm Street of 17 marked spaces plus 2 loading spaces complies with local zoning requirements and will accommodate peak parking demands projected using ITE Parking Generation rates; (b) the project trip generation represents an immaterial impact to area roadways, with peak hour trips that represent less than one new trip every 10 minutes entering or exiting the Site, and (c) the proposed driveway meets applicable safety-based sight line requirements based on measured travel speeds on Elm Street. PROPOSED SITE PROGRAMMING The proposed self-storage facility at 80 Elm Street is comprised of a single 4-story building totaling approximately 57,358± sf with and loading dock area. The building will contain approximately 400 self-storage units and approximately 2,964 sf of ground-floor research and development office space. On-site parking for the multi-story building is currently planned to include 17 surface parking spaces plus loading area sufficient to service two (2) concurrently parked vehicles for a total effective parking supply of 19 vehicles. The Site locus relative to area roadways is shown in Figure 1. A preliminary Site layout plan is presented as Figure 2. 28 Lord Road,Suite 280 • Marlborough,Massachusetts 01752 Phone (508)303-0370 •Fax (508)303-0371 • www.mdmtrans.com Traffic&Parking Evaluation Watertown, Massachusetts Q co Crawford Street + o - W 14 Nichols Avenue Coolidge Hill Avenue ' F �e Y a SITE ' ' , F.- r 9� � N 4 ff r° �,, �' %► ��. a eA`Q! .a 1 . Arsenal Street Goo It Pa: North Scale: Not to Scale TRANSPORTATION CONSULTANTS,INC. Figure 1 MDMPlanners&Engineers Site Location Date:June 2018 Dwg No.912 Figure l.dwg Copyright 0 by MDM Transportation Consultants,Inc. All rights reserved. Parking Evaluation Watertown, Massachusetts ,5}� 11 JJ 15' W 15'X�"�.`. III I \ � PROPOSED BUILDING \ / \ • ' 0 -— Fj G r� Elm Street North Scale: Not to Scale Site Plan Source: McKenzie Engineering Group �`� TRANSPORTATION CONSULTANTS,INC. Figure 2 �J Planners&Engineers Preliminary Site Layout Date:June 2018 Dwg No.912 Figure 2.dwg Copyright©by MDM Transportation Consultants,Inc. All rights reserved. The programming of storage space at the facility will be consistent with a "mini-warehouse" building in which a number of storage units are rented for storage of goods, a use typically referred to as a "self-storage" facility. Each unit is physically separated from other units. The proposed self-storage facility will be entirely enclosed with stair and elevator access to upper floors with privately controlled access to individual storage units; no outside storage of commercial vehicles, heavy equipment, recreational vehicles or recreational equipment shall be permitted. Average storage unit size is expected to be approximately 94 sf per unit, consistent with industry averages for mini-warehouse uses, thereby equating to a total of 400 units of varying size. Staffing at the facility will be limited to a maximum of 2 persons whose principal function will be for space lease-up, facility administration and customer service during normal business hours. PROJECTED PEAK PARKING DEMAND The parking supply for the proposed uses is consistent with local zoning requirements which require 2 spaces per 10,000 sf of GFA for mini-warehouse self-storage facilities with a minimum of 6 spaces and one space per 600 sf of research and development use. This would require a total of 16 spaces for the combined uses,which is met by the 19-space supply. Projected peak parking demands at the site are evaluated based on parking rates and methodology published by the Institute of Transportation Engineers (ITE). In the case of the self-storage use, prior evaluation by MDM as documented in a technical memorandum of March 10, 2017 (see Attachments) further supports the use of ITE parking rates which are shown to be highly consistent with local area self-storage facilities of similar size. Peak parking generation rates for a mini warehouse land use are published by the Institute of Transportation Engineers (ITE) in Parking Generation' which provides an established basis for identifying parking demand characteristics for self-storage facilities based on surveys of 7 facilities located in the United States (California and Massachusetts) and Canada. Surveyed facilities average 72,000 sf which is generally consistent with the proposed facility. ITE describes the mini warehouse use as follows: "Mini-warehouses are buildings in which a number of storage units or vaults are rented for the storage of goods. They are typically referred to as "self-storage"facilities. Each unit is physically separated from other units, and access is usually provided through an overhead door or other common access point." Table 1 provides a summary of peak parking demands for the proposed use. These parking demands account for all facility activity including staff,unit access and business office activity. Parking Generation,4th Edition,Institute of Transportation Engineers,Washington D.C.2010 2 MDM G:\Projects\912-Watertown(Storage Facility)\Documents\912 MR03 TIA_80 Elm Watertown.doc TABLE 1 PEAK PARKING DEMAND (ITE Rates for Mini Warehouse Use) Maximum Peak Average Parking Period Peak Parking Demand Demand Weekday 8 10 Saturday 6 7 'Average peak period demand per LUC 151(Mini Warehouse)applied to 54,394 sf. 2 85th Percentile for ITE LUC 151 peak parking generation rate applied to 54,394 sf. As summarized in Table 1, parking demand for the proposed self-storage facility units (ranges from 8 to 10 vehicles based on ITE parking generation rates with peak demands occurring during the weekday midday hours (11 AM- Noon). Saturday parking activity is slightly lower with peak activity occurring during the afternoon period (4-5 PM). Time-of-day factors published for ITE LUC 151 were used to model hourly parking demands at the site. Figure 3 provides a graphical summary of projected hourly parking demands at the site based on the published ITE time-of-day factors and peak parking rates for the facility. As shown in Figure 3, parking activity at the Site is projected to range from 3 vehicles (early morning weekday periods) to 10 vehicles (weekday midday periods) which are within the currently proposed on-site parking supply of 13 spaces that are to be assigned to the self-storage use at the Site. Peak parking generation rates for the office use (which includes research and development) are also published by the Institute of Transportation Engineers (ITE) in Parking Generation and provide an appropriate basis to estimate average and peak parking demand characteristics for that use. Based on ITE LUC 701 (Office) and an estimated employment level of 5 persons within the research and development space at the Site the average estimated parking demand on weekdays is 4 spaces; the 85th percentile parking demand is estimated at 5 spaces. This demand is accommodated within the 6 spaces that are to be assigned to this use at the Site. In summary, overall parking demand at the Site based on ITE parking rates is expected to range from 12 spaces (8 for the self-storage use and 4 for the research and development use) to a peak of 15 spaces (10 for the self-storage use and 5 for the research and development use) on weekdays. Proposed parking supply of 19 spaces is more than adequate to accommodate these projected demands. 3 MDM G:\Projects\912-Watertown(Storage Facility)\Documents\912 MR03 TIA_80 Elm Watertown.doc Traffic&Parking Evaluation Watertown, Massachusetts 15 10 v 9 9 1 a v u_ L v O -0 6 6 E z 5 5 4 4 3 3 3 2 0 a ¢ ¢ 0 0 0 0 0 0 0 0 0 0 r- 00 of CD Time of Day TRANSPORTATION CONSULTANTS,INC. Figure 3 MDMPlanners&Engineers Hourly Parking Demand Self-Storage Facility (Weekday) Date:June 2018 Dwg No.912 Parking.dwg Copyright©by MDM Transportation Consultants,Inc. All rights reserved. BASELINE TRAFFIC DATA Traffic-volume and travel speed data for Elm Street in the Site vicinity were obtained using a radar-based automatic traffic recorder (ATR) in June 2018 under normal travel conditions (schools in session). Daily and peak hour traffic volumes along Elm Street in the site vicinity are summarized in Table 2 and included in the Appendix. TABLE 2 BASELINE TRAFFIC VOLUME SUMMARY ELM STREET-SITE VICINITY Peak Hour Daily Percent Peak Hour Peak Flow Directional Time Period Volume(vpd)l Daily Trafficz Volume(vph)3 Direction4 Volume(vph) Weekday Morning Peak Hour 2,708 5% 144 60%SB 87 Weekday Evening Peak Hour 2,708 8% 220 52%NB 115 'Two-way daily traffic expressed in vehicles per day. 2The percent of daily traffic that occurs during the peak hour. 3Two-way peak-hour volume expressed in vehicles per hour. 4NB=Northbound,SB=Southbound As summarized in Table 2, the weekday daily traffic volume on Elm Street at the Site is approximately 2,708 vehicles per day (vpd). Peak hour traffic flow on Elm Street ranges from approximately 144 to 220 vehicles per hour (vph) near the Site which represents up to 9 percent of daily traffic flow. The traffic flow on Elm Street is generally higher in the southbound direction during the weekday morning peak hour and equally balanced during the weekday evening peak hour. Vehicle speeds were obtained for the Elm Street northbound and southbound travel directions based on the radar ATR; Table 3 summarizes the recorded average and 85th percentile speeds. These speed data provide a basis for determining appropriate sight lines for the proposed driveway. Field data are provided in the Attachments. 4 MDM G:\Projects\912-Watertown(Storage Facility)\Documents\912 MR03 TIA_80 Elm Watertown.doc TABLE 3 SPEED STUDY RESULTS-ELM STREET Travel Speeds Travel 85th Direction Regulatory' Meant Percentile3 Northbound 30 24 29 Southbound 30 25 29 1 Prima Facie speed limit(mph) z Arithmetic mean(mph) z The speed at or below which 85 percent of the vehicles are traveling As summarized in Table 3, the mean (average) travel speed on Elm Street traveling northbound is 24 mph and the 85th percentile travel speed is 29 mph. In the southbound direction, the mean travel speed is 25 mph and the 85th percentile travel speed is 29 mph. The observed average and 85th percentile travel speeds are highly consistent with the regulatory speed limit of 30 mph on Elm Street in the Site vicinity. SITE TRAFFIC GENERATION Traffic activity for the Site is estimated is estimated using trip rates published in ITE's Trip Generation for Mini Warehouse use (LUC 151) and Research and Development use (LUC 760). Table 4 presents the trip-generation estimates for the proposed development based on ITE methodology. TABLE 4 TRIP-GENERATION SUMMARY' SITE TRIPS Peak Hour/Direction Self-Storage' R&D Officez Total Weekday Morning Peak Hour: Entering 3 = 2 5 Exiting 3 = 1 4 Total 6 = 3 9 Weekday Evening Peak Hour: Entering 4 1 5 Ex�hn 4 = 2 6 Total 8 3 11 Weekday Daily(24 hours) 72 16 88 Source: ITE Trip Generation,Tenth Edition;2017. 1ITE LUC 151—Mini Warehouse applied to 400 units. 2ITE LUC 760—Research and Development applied to 5 employees. 5 MDM G:\Projects\912-Watertown(Storage Facility)\Documents\912 MR03 TIA-80 Elm Watertown.doc As summarized in Table 4, based on industry-standard trip rates the Site is estimated to generate approximately 11 or fewer trips during peak travel periods. On a daily basis, the development is estimated to generate approximately 88 vehicle trips on a weekday. These estimated Site trips represent a modest trip increase to area roadways representing a vehicle entering or exiting the property once every 10 minutes on average. This level of trip activity falls within normal variations in traffic on Elm Street that occur independent of the project and are therefore inconsequential to traffic operations on area roadways. SIGHT LINE CRITERIA An evaluation of sight lines was conducted at the proposed site driveway location to ensure that minimum recommended sight lines are available at the proposed site driveway on Elm Street. The evaluation documents existing sight lines for vehicles as they relate to Elm Street with comparison to recommended guidelines. The American Association of State Highway and Transportation Officials' (AASHTO) standards' reference two types of sight distance which are relevant at the proposed site driveway intersection: stopping sight distance (SSD) and intersection sight distance (ISD). Sight lines for critical vehicle movements at the proposed site driveway intersection were compared to minimum SSD and ISD recommendations for the travel speeds in the site vicinity. 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 onto Route 16. 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 pavement. Adjustment factors are applied to account for roadway grades when applicable. 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 Route 16 approaches to the proposed site driveway. Table 5 presents a summary of the available SSD as they relate to Elm Street and AASHTO's recommended SSD. 2 A policy on Geometric Design of Highways and Streets,American Association of State Highway and Transportation Officials (AASHTO),2004. 6 MDM G:\Projects\912-Watertown(Storage Facility)\Documents\912 MR03 TIA_80 Elm Watertown.doc TABLE 5 STOPPING SIGHT DISTANCE SUMMARY ELM STREET APPROACHES TO PROPOSED SITE DRIVEWAY AASHTO Recommended' Approach/ Average 851h Percentile Travel Regulatory Observed Observed Travel Direction Available SSD Speedz Travel Speed3 Speedo Northbound >400 Feet 200 Feet 143 Feet 187 Feet Southbound >300 Feet 200 Feet 152 Feet 187 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. 2Ehn Street Regulatory Speed based on Prima Facie=30 mph. 3Average Speed on Elm Street:24 mph NB,25 mph SB. 4859,Percentile travel speed on Elm Street:29 mph NB and SB. As summarized in Table 5 analysis results indicate that the site driveway available sight lines will exceed AASHTO's recommended SSD criteria for both travel directions along Elm Street based on the regulatory speed limit, average observed travel speeds and the observed 85t',percentile travel speeds. 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". For the unsignalized site driveway location which is proposed to be under STOP sign control then the ISD in question relates to the ability to turn left or turn right from the proposed driveway at its intersection with Elm Street. 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 to 14.5 feet from the edge of the travel way) for the eastbound and westbound directions along Route 16. Table 6 presents a summary of the available ISD for the departure from the site driveway and AASHTO's recommended ISD. 7 MDM G:\Projects\912-Watertown(Storage Facility)\Documents\912 MR03 TIA_80 Elm Watertown.doc TABLE 6 INTERSECTION SIGHT DISTANCE SUMMARY SITE DRIVEWAY DEPARTURES TO ROUTE 16 AASHTO Minimum' AASHTO Ideal' View Direction Available ISD 851h Percentile Speedz Regulatory Speed3 Driveway Looking North >300 Feet 187 Feet 290 Feet Looking South >400 Feet 187 Feet 330 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. 2Elm Street Regulatory Speed,Prima Facie=30 mph. 38511,Percentile travel speed on Elm Street:29 mph NB and SB. The results of the ISD analysis presented in Table 6 indicate that available sight lines looking north and south from the proposed site driveway onto Elm Street will exceed the recommended minimum intersection sight line requirements from AASHTO for the measured 85th percentile travel speeds;likewise,the ideal ISD criteria are also met. CONCLUSIONS In summary, MDM concludes that (a) the proposed parking supply for 80 Elm Street of 17 marked spaces plus 2 loading spaces complies with local zoning requirements and will accommodate peak parking demands projected using ITE Parking Generation rates; (b) the project trip generation represents an immaterial impact to area roadways, with peak hour trips that represent less than one new trip every 10 minutes entering or exiting the Site, and (c) the proposed driveway meets applicable safety-based sight line requirements based on measured travel speeds on Elm Street. 8 MDM G:\Projects\912-Watertown(Storage Facility)\Documents\912 MR03 TIA_80 Elm Watertown.doc ATTACHMENTS ❑ Parking Needs Evaluation Memo — March 10, 2017 ❑ Baseline Traffic Data ❑ ITE Parking Generation Worksheets ❑ ITE Trip Generation Worksheets ❑ Sight Line Calculations ❑ Parking Needs Evaluation Memo, March 10, 2017 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: March 10, 2017 TO: Community Development&Planning Administration Building 149 Main Street Watertown, MA 02472 FROM: Robert J. Michaud, P.E.—Managing Principal RE: Parking Needs Evaluation—Self-Storage Facilities Watertown MA MDM Transportation Consultants, Inc. (MDM) has conducted a parking needs evaluation for "mini-warehouse" self-storage facilities to facilitate discussion of zoning of such facilities in the Town of Watertown, Massachusetts. This memorandum specifically identifies a recommended parking supply ratio for such facilities as defined herein based on available industry parking ratio standards published by the Institute of Transportation Engineers (ITE), review of published empirical parking data for self-storage facilities, and inventory of parking supply ratios for similar facilities located in Boston and immediate surrounding suburban communities. In summary, MDM concludes that a parking supply ratio of 2 spaces per 10,000 sf gross floor area (GFA) for mini-warehouse self-storage facilities as defined herein with a minimum of 6 spaces presents a reasonable accommodation of anticipated peak parking activity levels of staff, customers and business office activity. SELF STORAGE FACILITY PROGRAMMING ASSUMPTIONS The programming of storage space at facilities in this evaluation are assumed to be consistent with "mini-warehouse" building(s) in which a number of storage units are rented for storage of goods, a use typically referred to as a "self-storage" facility. Each unit is physically separated from other units and accessible from a common access point. Such facilities are assumed to be entirely enclosed (i.e., no storage of vehicles or goods external to storage units) and in the case of multi-story buildings are assumed to have both stair and elevator access to upper floors with privately controlled access to individual storage units. Average storage unit size is expected to be approximately 100 to 120 sf per unit, consistent with industry averages for mini-warehouse 28 Lord Road,Suite 280•Marlborough,Massachusetts 01752 Phone (508)303-0370•Fax(508)303-0371 •www.mdmtrans.com uses. Staffing at the facility are assumed to average 2 persons whose principal function is for space lease-up, facility administration and customer service during normal business hours. PROJECTED PEAK PARKING DEMAND Projected peak parking demands at the site are evaluated based on parking rates and methodology published by the Institute of Transportation Engineers (ITE) and an inventory of parking supply ratios for similar facilities. In addition,MDM has reviewed published empirical parking data for self-storage facilities that corroborate the ITE data. We have also included in this evaluation an inventory of parking ratios for similar self-storage facilities located in Boston and immediate surrounding suburban communities as a point of comparison that further support these parking demand estimates. Peak Parking Rates—ITE Basis Peak parking generation rates for a mini warehouse land use are published by the Institute of Transportation Engineers (ITE) in Parking Generation' which provides an established basis for identifying parking demand characteristics for self-storage facilities based on surveys of 7 facilities located in the United States (California and Massachusetts) and Canada. Surveyed facilities average 72,000 sf with an average parking supply ratio of 0.2 spaces per 1,000 sf of GFA (equivalent to 2 spaces per 10,000 sf of GFA). ITE describes the "mini-warehouse" use as follows: "Mini-warehouses are buildings in which a number of storage units or vaults are rented for the storage of goods. They are typically referred to as "self-storage"facilities. Each unit is physically separated from other units, and access is usually provided through an overhead door or other common access point." Table 1 provides a summary of peak parking demands for the proposed use. These parking demands account for all facility activity including staff,unit access and business office activity. Parking Generation,4th Edition,Institute of Transportation Engineers,Washington D.C.2010 2 MDM G:\Projects\912-Watertown(Storage Facility)\Documents\912 NM02 Parking Analysis—Mini Warehouse Watertown.doc TABLE 1 PEAK PARKING DEMAND (ITE Rates for Mini Warehouse Use)1 Average 851h Percentile Parking Parking Demand Demand Period (Per 10,000 sf GFA) (Per 10,000 sf GFA) Weekday 1.4 1.7 Saturday 1.1 1.3 'Source: ITE Parking Generation,41h Edition(2010)LUC 151 (Mini Warehouse);parking demand rates presented are adjusted to reflect a ratio per 10,000 sf of GFA. As summarized in Table 1, parking demand rates for mini-warehouse self-storage facilities ranges from 1.4 to 1.7 spaces per 10,000 sf of GFA on weekdays and are slightly lower on Saturdays ranging from 1.1 to 1.3 spaces per 10,000 sf of GFA. The upper range of parking rates reflects the "851h percentile" parking rate which represents the maximum statistical parking rate from among the surveyed facilities. ITE Parking Generation reports that peak parking activity periods occur weekdays from 10 AM to Noon and from 4 PM to 5 PM; Saturday peak periods occur from 9 AM to 10 AM. As a point of clarification, the above ITE-based parking rates represent rates averaged among the surveyed facilities. ITE also documents an alternative and statistically valid equation-based methodology for calculating peak parking demands for LUC 151 for the weekday period. This equation-based ITE Parking Generation rate shows that projected parking demands for facilities of greater than 72,000 sf fall below those estimated using "static" parking demand rates. For example, estimated parking demand for a 100,000 sf facility using the ITE equation basis yields 11 vehicles, whereas application of average "static" parking demand rates shown in Table 1 yield a demand of between 14 and 17 vehicles. Accordingly, the rates presented in Table 1 present a somewhat conservative basis for determining peak parking demands for facilities that exceed 72,000 sf in size. 3 MDM G:\Projects\912-Watertown(Storage Facility)\Documents\912 MR02 Parking Analysis—Mini Warehouse Watertown.doc Peak Parking Activitv—Empirical Study In addition to ITE sources, MDM reviewed other independently commissioned empirical data and evaluation of self-storage facilities as a second point of reference. The Self Storage Association of Australia (SSAA) commissioned a study of self-storage facility traffic and parking generation which was prepared and published by an independent consulting firm (Aurecon2). The SSAA study is based on a total of 32 facilities nationwide including 11 facilities containing maximum leasable floor area (MLA) that range from 33,000 sf to 65,000 sf which reasonably comports with average facility size in ITE Parking Generation. Among all surveyed facilities, key operational characteristics are highly consistent with those published by ITE in Parking Generation and characteristics anticipated for the proposed facility as follows: • The survey includes multi-story buildings with vehicles parking in a central car park or loading area and accessing units via stairs or lifts; • Average storage unit size is approximately 105 sf, consistent with facilities in the United States for which industry averages indicate an average storage unit size of approximately 100 to 120 sf, • Staffing of up to two staff for most operating periods; staff members attend to the management of the storage facility and also the retail component of these businesses. The retail component entails the sale of packing and storage materials from the office area. • Visit rate for surveyed facilities nationwide indicate that 88 percent of customers access their unit once per month or less;27 percent access their unit less than 3 times per year. '-Aurecon Australia Pty Ltd,Self Storage Facility Traffic and Parking Study, prepared for the Self Storage Association of Australia dated July 8,2009. 4 MDM G:\Projects\912-Watertown(Storage Facility)\Documents\912 MM02 Parking Analysis—Mini Warehouse Watertown.doc The SSAA study provides a range of recommended parking supply for self-storage facilities that follows observed (empirical) peak parking activity from the nationwide survey of 32 facilities, which are categorized according to size. The recommended parking supply is further segregated into functional categories that include office use,storage use, loading/trailer use and staff use as summarized in Table 2. Table 2 RECOMMENDED PARKING SPACES—SELF STORAGE FACILITIES (SSAA Study)' Office Storage Trailer/Loading Staff Facility Size Parking Parking Parking Parking ; Total i Up to 33,000 sf± 1 2 1 2 6 i 33,000—64,000 sf± 2 5 1 2 10 i 64,000—100,000 sf± 3 5 1 2 1 11 I Source: Self Storage Facility Traffic and Parking Shtdy, prepared for Self Storage Association of Auutralia by Aurecon Australia Pty Ltd,dated July 8,2009. Facility sizes converted to approximate English unit equivalents. As presented in Table 2, recommended parking supply for self-storage facilities up to approximately 64,000 sf includes 2 spaces for office parking, 2 staff parking spaces, 5 storage parking spaces and 1 trailer/loading facility for a total of 10 spaces. Larger facilities (up to approximately 100,000 sf) have almost identical requirements with additional parking of only 1 space for office use. This marginal recommended increase in parking supply for larger facilities (up to 100,000 sf) relative to "mid-size" facilities(up to 64,000 sf) is highly consistent with trends documented by ITE in Parking Generation'. In summary, the SSAA study and associated parking recommendations are highly consistent with peak parking demand ratios for mini-warehouse facilities documented by ITE in Parking Generation, including larger facilities of up to 100,000 sf size. Empirical Data—Boston and Area Facilities An inventory of area self-storage facilities located in Brighton, Waltham and Somerville (surrounding communities that are proximate to Watertown) that offer similar programming to the proposed facility are identified to determine typical parking supply ratios for comparative 3 Application of the equation-based ITE Parking Generation rates for LUC 151 to a 100,000 sf facility results in a peak parking demand of I 1 vehicles. While average trip rates for mini warehouse self-storage facilities present a reasonable estimate of peak demand for average-sized facilities,the ITE parking equation presents a statistically valid basis on which to estimate demands for larger facilities exceeding 72,000 sf which demonstrate lower parking activity per 1,000 sf- 5 MDM G:\Projects\912-Watertown(Storage Facility)\Documents\912 NM02 Parking Analysis—Mini Warehouse Watertown.doc evaluation. The inventoried facilities range in size from 40,000 sf to 138,000 sf and are summarized in Table 3 below. Table 3 AREA SELF STORAGE FACILITY PARKING SUPPLY' Size Parking Parking Ratio Facility Location Address (KSF) Supply (Per 10,000 so Public Storage Waltham 945 Moody St 120 10 0.83 Public Storage Waltham 260 Lexington St 90 14 1.56 Planet Self Storage Waltham 115 Beacon St 52 5 0.96 Public Storage Brighton 156 Lincoln St 113 10 0.88 Cube Smart Brighton 130 Lincoln St 33 7 2.12 Brighton Self Storage Brighton 1360 Comm.Ave 40 11 0.28 Extra Space Storage Brighton 235 N.Beacon St 45 On-Street na Public Storage Somerville 50 Middlesex Ave 138 10 0.72 Planet Storage Somerville 39R Medford St 43 8 1.86 Extra Space Storage Somerville 460 Somerville Ave 98 5 0.51 Average2 77 10 0.97 1 Approximate building sizes per assessor's records z Average facility size based on 10 facilities; weighted average parking supply excluding Extra Space Storage in Brighton which relies on on-street parking;average parking supply ratio based on 9 facilities offering on-site supply. 6 M J1Jl 1T�1���YJL Af G:\Projects\912-Watertown(Storage Facility)\Documents\912 MR02 Parking Analysis—Mini Warehouse Watertown.doc As summarized in Table 3, average facility size among the 10 inventoried facilities is approximately 77,000 sf with an average parking supply of 10 spaces per facility. Parking supply ratios average just under 1 space per 10,000 sf of building area with a high of just over 2 spaces per 10,000 sf of building area. In summary, parking supply ratios for inventoried sites matching the definition of mini- warehouse self-storage facilities in the Boston and surrounding market are highly consistent with ITE-based and empirical peak parking demand rates, suggesting that a supply ratio of 2 spaces per 10,000 sf of GFA is appropriate for such facilities. CONCLUSIONS In summary, MDM concludes that a parking supply ratio of 2 spaces per 10,000 sf of GFA for mini-warehouse self-storage facilities as defined herein with a minimum of 6 spaces presents a reasonable accommodation of anticipated peak parking activity levels of staff, customers and business office activity. 7 MDM G:\Projects\912-Watertown(Storage Facility)\Documents\912 iMR02 Parking Analysis—Mini Warehouse Watertown.doc ❑ Baseline Traffic Data MDM Transportation Consultants, Inc. Page 1 N/S: Elm Street 28 Lord Road, Suite 280 South of Site Driveway Marlborough, MA 01752 Watertown, MA 508-303-0370 Date Start:Wednesday,June 06,2018 www.mdmtrans.com Site Code:912 Station ID: Date Start:Wednesday,June 06,2018 Start Wednesda Southbound Hour Totals Northbound Combined Totals Time Wed Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon 12:00 35 5 29 12:15 1 26 0 35 12:30 0 22 1 34 12:45 1 24 4 107 1 28 7 126 11 233 01:00 0 24 0 31 01:15 0 26 0 28 01:30 1 21 1 18 01:45 2 21 3 92 1 21 2 98 5 190 02:00 1 22 1 28 02:15 1 21 0 26 02:30 0 17 1 29 02:45 1 18 3 78 0 30 2 113 5 191 03:00 0 23 0 30 03:15 0 26 0 29 03:30 1 32 1 33 03:45 1 24 2 105 0 23 1 115 3 220 04:00 2 18 1 31 04:15 1 25 0 33 04:30 1 32 0 25 04:45 1 23 5 98 0 29 1 118 6 216 05:00 0 21 1 28 05:15 1 16 2 29 05:30 2 28 3 32 05:45 1 16 4 81 1 30 7 119 11 200 06:00 4 15 3 37 06:15 5 16 2 34 06:30 2 23 4 33 06:45 3 17 14 71 6 31 15 135 29 206 07:00 7 19 8 25 07:15 10 21 3 24 07:30 9 16 9 24 07:45 16 19 42 75 9 20 29 93 71 168 08:00 17 12 10 14 08:15 23 11 16 16 08:30 25 8 18 16 08:45 22 11 87 42 13 15 57 61 144 103 09:00 17 8 16 16 09:15 21 9 13 11 09:30 19 6 17 13 09:45 32 6 89 29 26 12 72 52 161 81 10:00 31 4 26 10 10:15 16 8 19 6 10:30 19 3 25 10 10:45 31 3 97 18 19 5 89 31 186 49 11:00 20 7 22 8 11:15 25 3 26 4 11:30 12 2 29 4 11:45 24 2 81 14 28 3 105 19 186 33 Total 431 810 387 1080 818 1890 Percent 34.7% 65.3% 26.4% 73.6% 30.2% 69.8% Combined 1241 1467 2708 Total NN 00 L_ MI- MM M N M 0 M M O M M M I-CT)O)0)O CT)O)I- Cl) . C O❑ C O M M N N M M N M N N N N N N N N N N N N N M M m 7 C 7 M 2 7-0.0 d (p O o0B o 2 � � <f MMNLO V'V'N I-O nr Il-N W LO a Orr 0 N O CO IT m O r V 00mm C)01�00) I-V Nrr O ) r r f6 m m O O O O O o O o O O o O O O O O O O O O O O O O r LO 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 n �CD 0 0 0 0 00 0 0 0 0 0 00 0 0 0 0 0 0 0 0 00 0 LO 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 V _ (O 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ,vA/w LO(O rt^J O O O O O O O O O O O O O O O O O O O O O O O O LO Lo OC)N N n E O OO U U Cl,<Cl) C (0 C) O O o 0 0 0 0 0 0 00 0 0 0 0 0 0 0 00 0 00 0 f0 0 LO O �M `w 200 E � ' oo _ 0 (O LO o 0 0 0 0 0 Co CDr O 0 0 0 0 0 0 0 0 0 0 0 0 0 0 J �� (6 CO M C)O r O O O CD CD 0�O N CD CDr 0 0 r N N 0 O O r LO co r CD O M r N Il-N m a)CO M)O N r O I--)O �O C 10 �'Itr r 2 2 2 r o 2 2 2 2 r o d d d!�2 N d d d d N N ON to LO O)N r co N(M N NNM CO Or ONrr(M�CDN LO TO OD NI--O OM(O N coM r��} �c7��N COMM M NMN O a) N 2 2^ N N 2 2 N=- tO C:) 00 LO Ce)LO OD CO I-M O N sF D)00 V, U)U)CON QC C IpC C22 N N r N N M M V V V V M CO M r r (n U U O N U U 00 > > a) NMM O O d co co Q Q �IL a n n �a_a. n n a L L cn cn 0 N L L cn co 2 UO tO N N N N lf)t() N N c0 Or O 0000 M M Mr Ih)O V I-rr 0001-M(M)O Mr arb 6) U U� W0 U U r N r r r r r L L L L N N C C N U) O >> N N >> u`, C mC r�noOOOr0OMOOr0M0rrrrorOoo0 3 a) Z z CL ❑_ < OO 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 U 3 0 r000OOOOoo0oa0000000O000ca E o 0 o a ECn .. cliMv. ..o0ofo riv)iiio�oobio " m .N W L L-.E O O O O O O O O O O r N r r r r r r r N N N N c N (� CO r [9 z(n� in in N 00N 00 L MM oo'ct It OMr OMOO I`00M OOMOO O. . 0) C m j�5C O N N M N M N M N N N N N N N N N N M M N N M M M f0 7 C 7 00 2 a 7 U 0 7 a. O(J O N O) LO U) O rN(O I�COO�D)rrrr�OMMr N N ~ cc io cl 0 ((00 m 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 rn �h0000000oo0000000000000o0 (D000a000a000000000000000a0 � U-)000000000000a00a00000000 V w LO 0 0 0 00 00 0 0 0 0 0 0 0 0 0 0 00 0 0 0 0 0 LO O O O O O O O O O O O O O O O O O O O O O O O O 3 to O Cy � Nn_ E O °BOO 0U r` U U,Q CO C (D 0000000000000 a 0000 a 000000 _ cG O V tO (4 O -co-)CM)M-0 0 0o E � 280 _ 2 8(O (O O O O O o 0 0 0 0 0 0 0 r 0 0 0 0 r Na 0 0 0 0 J a V V O 00 2 Q N N Li M a O 0 r O O r r N N N r 0(M r r r N(D(fl t•-N r r Q (Or O O O r O N r N It O(O O CO �00 M(D�N M Cl) r r r r r r 2 2 2 r o S S S S r o CO CT)mN COrN NNM r (D Orr O 00 N CO 01 Mr 0(O I- LO DMN rl.cr) LOP N NM rr N"r V' Mr NIt MC) �.�,�22 N=_ LO Mr- -ON'IT MN00 M M M V M N V MLOr a Mr- QC C�� C�� N N N N M M V'M V'V Cr)tO M M N r (n CD U U N N U U N N NC'07 MQ Q N OMM ccooaa n n v aaa n n a L L N fn N O L L En En S LO(O N N O N(O(O N N (D r N M0 (ON0000 - 't"t I'-'t mD 1)O rrrrN CO U U L t N B C C N N >> O N >> O 02 2 O O N C N C L N 9 0) m r(OOOOOOrr�r000r (ONrLOMNd'ONNra E E aa) r r r za za m � )2 mo00000000002Oo000000000 (n N 000Oo0oo0Oo0000o0000o co w p -2o 'C Nr D C M It LO CO Ih m Qi O .r.a0 (O n co 6 O 64 Ci .N W L L 2 E 0 0 0 O O O O O O O r N r r e-r r r N N N N � (0 r .�.. z U) z ❑ ITE Parking Generation Worksheets r Land Use: 151 Mini-Warehouse Description Mini-warehouses are buildings in which a number of storage units or vaults are rented for the storage of goods. They are typically referred to as"self-storage"facilities. Each unit is physically separated from other units, and access is usually provided through an overhead door or other common access point. Database Description • Average parking supply ratio: 0.2 spaces per 1,000 square feet(sq. ft.)gross floor area (GFA) (two study sites). The Saturday parking demand ratio for a site with 1,400 storage units was 0.77 vehicles per 100 storage units. Parking demand data at this site were collected for six consecutive hours between 1:00 and 7:00 p.m., and the peak period of demand occurred between 4:00 and 5:00 p.m. The following table presents a time-of-day distribution of parking demand for three study sites. Based on Vehicles per Weekday 1,000 sq.ft. GFA 1 Hour Beqinning Percent of Peak Period Number of Data Points* 1 1 12:00-4:00 a.m. — 0 1 5:00 a.m. — 0 1 6:00 a.m. — 0 1 7:00 a.m. 31 3 1 8:00 a.m. 24 3 1 9:00 a.m. 59 3 1 10:00 a.m. 1 91 3 1 11:00 a.m. 1 100 3 1 12:00 p.m. 1 55 I 3 1 1:00 P.M. 1 45 I 3 1 1 2:00 p.m. 1 46 I 3 1 3:00 p.m. 1 40 1 2 1 4:00 p.m. 1 88 1 1 1 1 5:00 p.m. 1 27 1 1 1 1 6:00 p.m. 35 I 1 1 1 7:00 p.m. 27 I 1 1 1 8:00 P.M. 1 I 0 I 1 9:00 P.M. I — I 0 1 10:00 P.M. — 0 1 1 11:00 P.M. I — 0 1 Subset of database Study Sites/Years Canada: Burnaby, BC (1991); Coquitlam, BC (1991); Richmond, BC (1991) United States: Santa Barbara, CA(1998); Hadley, MA(2008) 4th Edition Source Number 1115 Institute .. . .... . . . .. . ..... ....._. ....�. .�,a,.-.,�.:� of Transportation Engineers 43 1 Parking Generation,4th Edition Land Use: 151 Mini-Warehouse Average Peak Period Parking Demand vs. 1,000 sq. ft. GFA On a: Weekday Statistic Peak Period Demand Peak Period 10:00 a.m.-12:00 p.m.; 4:00-5:00 p.m. Number of Study Sites 7 Average Size of Study Sites 72,000 sq. ft. GFA Average Peak Period Parking Demand 0.14 vehicles per 1,000 sq. ft. GFA Standard Deviation 0.06 Coefficient of Variation 44% Range 0.09-0.27 vehicles per 1,000 sq. ft. GFA 85th Percentile 0.17 vehicles per 1,000 sq. ft. GFA 33rd Percentile 0.11 vehicles per 1,000 sq. ft. GFA Weekday Peak Period Parking Demand N 30 25 P = 0.07x + 4 R2 = 0.86 > 20 0000 ` 15 � 10 � L � O a 5 u a 0 0 50 100 150 200 x = 1,000 sq. ft. GFA • Actual Data Points Fitted Curve ----Average Rate Institute of Transportation Engineers ,, 44� 9 Parking Generation,4th Edition Land Use: 151 Mini-Warehouse Average Peak Period Parking Demand vs. 1,000 sq. ft. GFA On a: Saturday Statistic Peak Period Demand Peak Period 9:00-10:00 a.m. Number of Study Sites 3 Average Size of Study Sites 109,000 sq. ft. GFA Average Peak Period Parking Demand 0.11 vehicles per 1,000 sq. ft. GFA Standard Deviation 0.04 Coefficient of Variation 36% Range 0.06-0.14 vehicles per 1,000 sq. ft. GFA 85th Percentile 0.13 vehicles per 1,000 sq. ft. GFA 33rd Percentile 0.10 vehicles per 1,000 sq. ft. GFA Saturday Peak Period Parking Demand N 14 12 10 > g t .� Y 6 L a 4 If 2 °. 0 0 50 100 150 200 x = 1,000 sq. ft. GFA • Actual Data Points dition Institute _ ..,.... .........._..___._ ..__._.._.>,� _��._._._.:. _..........._.__ a of Transportation Engineers 45� � Parking Generation,4th Edition Land Use: 701 Office Building Description ITE defines office uses in several categories. In reviewing the statistics for office parking demand, it was found that five of the basic office land uses had virtually no difference in parking demand characteristics. The following section merges these uses together for analysis purposes. Analysts should continue to record the specific ITE land use category for data that they submit. 710: General Office Building: A general office building houses multiple tenants; it is a location where Aim affairs of businesses, commercial or industrial organizations, or professional persons or firms are conducted. An office building or buildings may contain a mixture of tenants including professional services, insurance companies, investment brokers and tenant services, such as a bank or savings and loan institution, a restaurant or cafeteria and service retail facilities. Corporate headquarters building (Land Use 714), single tenant office building (Land Use 715), office park(Land Use 750) and research and development center(Land Use 760)are related uses. 714: Corporate Headquarters Building: A corporate headquarters building is asingle-tenant office building that houses the corporate headquarters of a company or organization, which generally consists of offices, meeting rooms, space for file storage and data processing, a restaurant or cafeteria and other service functions. General office building (Land Use 710), single-tenant office building (Land Use 715), office park (Land Use 750) and research and development center(Land Use 760) are related uses. 715: Single-Tenant Office Building: A single-tenant office building generally contains offices, meeting rooms and space for file storage and data processing of a single business or company, as well as possibly other service functions, including a restaurant or cafeteria. General office building (Land Use 710), corporate headquarters building (Land Use 714), office park (Land Use 750) and research and development center(Land Use 760)are related uses. 750: Office Park: Office parks are usually suburban subdivisions or planned unit developments containing general office buildings and support services, such as banks, restaurants and service stations, 'a arranged in a park-or campus-like atmosphere. General office building (Land Use 710), corporate headquarters building (Land Use 714), single-tenant office building (Land Use 715)and research and development center(Land Use 760) are related uses. I 760: Research and Development Center: Research and development centers are offices or office- related facilities or groups of facilities devoted almost exclusively to research and development activities. The range of specific types of businesses contained in this land use category varies significantly. Research and development centers may contain offices and light-fabrication areas. General office 'tobuilding (Land Use 710), corporate headquarters building (Land Use 714), single-tenant office building (Land Use 715)and office park (Land Use 750) are related uses. Database Description The database consisted of a mix of suburban and urban sites. Parking demand differed between the area types for one independent variable-1,000 square feet(sq. ft.)gross floor area (GFA)—but not for another, employees. Therefore, parking demand was analyzed separately for 1,000 sq. ft. and was combined for employees. Average parking supply ratios: 4.0 spaces per 1,000 sq. ft. GFA(90 study sites)and 1.1 spaces per employee (49 study sites). • Average employee density: 3.4 employees per 1,000 sq. ft. GFA (54 study sites). Employee densities for corporate headquarter buildings and research and development centers tended to be slightly lower than the average. Institute of Transportation Engineers 2011 F r u Parking Generation 4th Edition ,L Land Use: 701 Office Building s Average Peak Period Parking Demand vs. Employees On a: Weekday Statistic Peak Period Demand Peak Period 9:00-11:00 a.m.; 1:00-4:00 p.m. Number of Study Sites 58 Average Size of Study Sites 44n t, Average Peak Period Parking Demand 1 0.83 vehicles per employee , Standard Deviation ` ? 1 C Coefficient of Variation 19% 95% Confidence Interval 0.79-0.87 vehicles per employee � Range 52-1 85th Percentile 0.98 vehicles per employee z 33rd Percentile s Weekday Peak Period Parking Demand 2,500 `-' 2 000 P = 0.84x - 10 • R2 = 0.91 > 1 ,500 E Y 1,000 a 500 • • n u a 0 0 500 1,000 1,500 2,000 x = Employees R 9 • Actual Data Points Fitted Curve/Average Rate I i Institutes.. .:of Transportation Engineers Parking Generation,4th Edition ❑ ITE Trip Generation Worksheets Land Use: 151 Mini-Warehouse Description A mini-warehouse is a building in which a number of storage units or vaults are rented for the storage of goods. They are typically referred to as"self-storage"facilities. Each unit is physically separated from other units, and access is usually provided through an overhead door or other common access point. Additional Data Time-of-day distribution data for this land use are presented in Appendix A. For the 10 general urban/ suburban sites with data, the overall highest vehicle volumes during the AM and PM on a weekday were counted between 10:30 and 11:30 a.m. and 1:15 and 2:15 p.m., respectively. The sites were surveyed in the 1980s, the 1990s, the 2000s, and the 2010s in California, Colorado, Massachusetts, Minnesota, New Jersey, Texas, and Utah. Source Numbers 212, 403, 551, 568, 642, 708, 724, 850, 868, 876 82 Trip Generation Manual 10th Edition•Volume 2: Data• Industrial(Land Uses 100-199) 6/6/2018 https://itetripgen.org/PrintGraph.htm?code=151&ivlabel=TSREO&timeperiod=AWDVTE&x=4&edition=385&IocationCode=General Urban/... Mini-Warehouse (151 ) Vehicle Trip Ends vs: Storage Units (100s) On a: Weekday Setting/Location: General Urban/Suburban Number of Studies: 6 Avg. Num. of Storage Units (100s): 5 Directional Distribution: 50% entering, 50% exiting Vehicle Trip Generation per Storage Unit (100s) Average Rate Range of Rates Standard Deviation 17.96 12.25 - 33.33 4.13 Data Plot and Equation 300 X a c W o- 200 H I H X 100 72 71 X 4 00 5 10 15 20 X=Number of Storage Units(100s) X Study Site Fitted Curve Average Rate Fitted Curve Equation:T=18.86(X)-4.09 R2=0.96 Trip Generation Manual, 10th Edition • Institute of Transportation Engineers httoS:1/itetrioaen.ora/PrintGraoh.htm?code=151&ivlabel=TSREO&timeperiod=AWDVTE&x=4&edition=385&IocationCode=General%20Urban/Suburban&countedIV 6/6/2018 https://itetripgen.org/PrintGraph.htm?code=151&ivlabel=TSREO&timeperiod=TASIDE&x=4&edition=385&IocationCode=General Urban/Su... Mini-Warehouse (151 ) Vehicle Trip Ends vs: Storage Units (100s) On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. Setting/Location: General Urban/Suburban Number of Studies: 6 Avg. Num. of Storage Units (100s): 6 Directional Distribution: 51% entering, 49% exiting Vehicle Trip Generation per Storage Unit (100s) Average Rate Range of Rates Standard Deviation 1.39 0.81 - 1.70 0.33 Data Plot and Equation 20 X 15 X a c W a F= 10 X 6 5 X 4 X X 00 4 5 10 15 20 X=Number of Storage Units(100s) X Study Site Fitted Curve Average Rate Fitted Curve Equation:T=1.98(X)-3.79 Rz=0.98 Trip Generation Manual, 10th Edition • Institute of Transportation Engineers httos://itetriooen.ora/PrintGraoh.htm?code=151&ivlabel=TSRFO&timeperiod=TASIDE&x=4&edition=385&IocationCode=General%20Urban/Suburban&countedMo 6/6/2018 https://itetripgen.org/PrintGraph.htm?code=151&ivlabel=TSREO&timeperiod=TPSIDE&x=4&edition=385&IocationCode=General Urban/S... Mini-Warehouse (151 ) Vehicle Trip Ends vs: Storage Units (100s) On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. Setting/Location: General Urban/Suburban Number of Studies: 8 Avg. Num. of Storage Units (100s): 5 Directional Distribution: 50% entering, 50% exiting Vehicle Trip Generation per Storage Unit (100s) Average Rate Range of Rates Standard Deviation 1.95 0.92 -8.33 1.40 Data Plot and Equation 30 25 X 20 a w a X 15 X 10 8 8 X 5 X X X X 4 00 5 10 15 20 X=Number of Storage Units(100s) X Study Site Fitted Curve Average Rate Fitted Curve Equation:T=1.52(X)+2.02 R2=0.61 Trip Generation Manual, 10th Edition • Institute of Transportation Engineers https://itetri Doe n.ora/PrintGraoh.htm?code=151&ivlabel=TSREO&timeperiod=TPSIDE&x=4&edition=385&IocationCode=Genera l%20Urban/Suburban&countedMo Land Use: 760 Research and Development Center Description A research and development center is a facility or group of facilities devoted almost exclusively to research and development activities. The range of specific types of businesses contained in this land use category varies significantly. Research and development centers may contain offices and light fabrication areas. General office building (Land Use 710), corporate headquarters building (Land Use 714), single tenant office building (Land Use 715), office park (Land Use 750), and business park (Land Use 770) are related uses. Additional Data The average numbers of person trips per vehicle trip at the 11 general urban/suburban sites at which both person trip and vehicle trip data were collected were as follows: • 1.36 during Weekday, Peak Hour of Adjacent Street Traffic, one hour between 7 and 9 a.m. • 1.36 during Weekday,AM Peak Hour of Generator • 1.45 during Weekday, Peak Hour of Adjacent Street Traffic, one hour between 4 and 6 p.m. • 1.43 during Weekday, PM Peak Hour of Generator The sites were surveyed in the 1980s, the 1990s, the 2000s, and the 2010s in Alberta (CAN), California, Iowa, Maryland, Minnesota, Montana, and Pennsylvania. Source Numbers 105, 157, 213, 218, 253, 332, 384, 423, 630, 723, 911, 973 252 Trip Generation Manual 10th Edition •Volume 2: Data•Office(Land Uses 700-799) itu- 6/6/2018 hftps://itetripgen.org/PrintGraph.htm?code=760&ivlabel=EMP&timeperiod=AWDVTE&x=5&edition=385&IocationCode=General Urban/Sub... Research and Development Center (760) Vehicle Trip Ends vs: Employees On a: Weekday Setting/Location: General Urban/Suburban Number of Studies: 21 Avg. Num. of Employees: 658 Directional Distribution: 50% entering, 50% exiting Vehicle Trip Generation per Employee Average Rate Range of Rates Standard Deviation 3.29 1,60- 10.63 1.34 Data Plot and Equation 10,000 X 8,000 w 6,000 a X X i 4,000 X X 2,000 X )0'X X X( X X X 359 % X X 00 500 1,000 1,500 2,000 X=Number of Employees X Study Site Fitted Curve Average Rate Fitted Curve Equation:T=2.76(X)+344.74 Rz=0.87 Trip Generation Manual, 10th Edition • Institute of Transportation Engineers httos://itetrioaen.ora/PrintGraDh.htm?code=760&ivlabel=EMP&timeperiod=AW DVTE&x=5&edition=385&IocationCode=General%20Urban/Suburban&counted Mod 6/6/2018 https://itetripgen.org/PrintGraph.htm?code=760&ivlabel=EMP&timeperiod=TASIDE&x=5&edition=385&IocationCode=General Urban/Subu... Research and Development Center (760) Vehicle Trip Ends vs: Employees On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. Setting/Location: General Urban/Suburban Number of Studies: 9 Avg. Num. of Employees: 92 Directional Distribution: 72% entering, 28% exiting Vehicle Trip Generation per Employee Avera e R Range of Rates Standard Deviation I 0.51 0.28 - 0.88 0.26 IF Q� &-> 05 Data Plot and Equation X 80 X 60 Z a X X X u X F- 40 X X 20 6 X 00 50 100 150 200 X=Number of Employees X Study Site Fitted Curve Average Rate Fitted Curve Equation: Ln(T)=0.69 Ln(X)+0.73 Rz=0.58 Trip Generation Manual, 10th Edition • Institute of Transportation Engineers httos://itetriDaen.ora/PrintGraDh.htm?code=760&ivlabel=EMP&timeDeriod=TAS I DE&x=5&edition=385&IocationCode=General%2OU rban/Suburban&cou ntedMode: 6/6/2018 https://itetripgen.org/PrintGraph.htm?code=760&ivlabel=EMP&timeperiod=TPSIDE&x=5&edition=385&IocationCode=General Urban/Subu... Research and Development Center (760) Vehicle Trip Ends vs: Employees On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. Setting/Location: General Urban/Suburban Number of Studies: 3 Avg. Num. of Employees: 122 Directional Distribution: 14% entering, 86% exiting Vehicle Trip Generation per Employee Average Rate Range of Rates Standard Deviation I0.52 0.36 - 1.07 0.26 03 Data Plot and Equation Caution-Small Sample Size 100 X 80 w w 60 a H I I X X 40 20 3 015 50 100 150 200 X=Number of Employees X Study Site Average Rate Fitted Curve Equation:Not Given R2=`*** Trip Generation Manual, 10th Edition • Institute of Transportation Engineers htti)s://itetriDaen.ora/PrintGraDh.htm?code=760&ivlabel=EMP&timeperiod=TPSIDE&x=5&edition=385&IocationCode=General°/`20 Urban/Suburban&countedMode; ❑ Sight Line Calculations Stopping Sight Distance - Regulatory Elm Street Approaches to Site Driveway BRAKE REACTION CALCULATED STOPPING SPEED DISTANCE BRAKING DISTANCE SIGHT DISTANCE (MPH) (FT) (FT) (FT) Direction 1 NB 30 110.25 86.3 196.5 Direction 2 SB 30 110.25 86.3 196.5 INPUTS Direction 1 Direction 2 Travel Direction NB SB Speed 30 30 Grade 0 0 t 2.5 2.5 a 11.2 11.2 Stoppinq Siqht Distance(SSD) -Source: AASHTO SSD= Reaction Distance+ Brake Distance Reaction Distance= 1.47 x t x V Brake Distance= VA /(30 x((a/32.2)+G)) Where: t= reaction time(sec) V=travel speed (mph) G=roadway grade a-deceleration rate(ft/seCA2) Stopping Sight Distance - Average Elm Street approaches to Site Driveway BRAKI- REACTION CALCULATED STOPPING SPEED DISTANCE BRAKING DISTANCE SIGHT DISTANCE (MPH) (FT) (FT) (FT) Direction 1 NB 24 88.2 55.2 143 Direction 2 SB 25 91.875 59.9 152 INPUTS Direction 1 Direction 2 Travel Direction NB SB Speed 24 25 Grade 0 0 t 2.5 2.5 a 11.2 11.2 St000ina Siaht Distance(SSD)-Source: AASHTO SSD= Reaction Distance + Brake Distance Reaction Distance= 1.47 x t x V Brake Distance= V112/(30 x((a/32.2)+G)) Where: t=reaction time(sec) V=travel speed (mph) G=roadway grade a-deceleration rate (it/sec^2) Stopping Sight Distance - Observed 85th Percentile Elm Street approaches to Site Driveway BRAKE REACTION CALCULATED STOPPING SPEED DISTANCE BRAKING DISTANCE SIGHT DISTANCE (MPH) (FT) (FT) (FT) Direction 1 NB 29 106.575 80.6 187 Direction 2 SB 29 106.575 80.6 187 INPUTS Direction 1 Direction 2 Travel Direction NB SB Speed 29 29 Grade 0 0 t 2.5 2.5 a 11.2 11.2 Stopnina Siaht Distance(SSD)-Source: AASHTO SSD= Reaction Distance + Brake Distance Reaction Distance= 1.47 x t x V Brake Distance= V^2/(30 x((a/32.2)+G)) Where: t= reaction time(sec) V=travel speed (mph) G= roadway grade a-deceleration rate (ft/seC^2) Intersection Sight Distance Calculations Source: A Policy on Geometric Design of Highways and Street, 6th Edition; AASHTO;2011. ISD = 1.47 *V*t V= speed t= time gap t= 7.5 s for a passenger car for Left Turn from a Stop t= 6.5 s for a passenger car for Right Turn from a Stop ELM Street ISD = 1.47 * 30 * 7.5 = 330 ft SAY 330 ft (left-turn from a stop) ISD = 1.47 *30 *6.5 = 287 ft SAY 290 ft (right-turn from a stop)