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HomeMy Public PortalAboutTIA 020915_201502180818073279 Transportation Impact Assessment Proposed Office Development Watertown, MA Prepared for: Boylston Properties Boston, Massachusetts • Transportation Engineers & Planners :35 New Bngland Business Center Drive Suite 140 Andover, MA 01 81 0-1 066 TRANSPORTATION IMPACT ASSESSMENT PROPOSED OFFICE DEVELOPMENT WATERTOWN, MASSACHUSETTS Prepared for: Boylston Properties Boston, Massachusetts February 2015 Prepared by: VANASSE&ASSOCIATES, INC. 35 New England Business Center Drive Suite 140 Andover, MA 01810 (978) 474-8800 Copyright©2015 by VAI All Rights Reserved CONTENTS EXECUTIVESUMMARY............................................................................................................. 1 ExistingConditions............................................................................................................ 1 Pedestrian and Bicycle Facilities........................................................................................ 2 Public Transportation......................................................................................................... 3 FutureConditions............................................................................................................... 3 Traffic Operations Analysis................................................................................................ 6 INTRODUCTION......................................................................................................................... 10 ProjectDescription........................................................................................................... 10 StudyMethodology.......................................................................................................... 10 EXISTINGCONDITIONS ........................................................................................................... 12 Geometry.......................................................................................................................... 12 ExistingTraffic Volumes................................................................................................. 16 Pedestrian and Bicycle Facilities...................................................................................... 18 PublicTransportation ....................................................................................................... 18 Motor Vehicle Crash Data................................................................................................ 19 Sight Distance Evaluation ................................................................................................ 21 FUTURECONDITIONS ..............................................................................................................22 FutureTraffic Growth......................................................................................................22 Project-Generated Traffic.................................................................................................24 Trip Distribution and Assignment....................................................................................25 Future Traffic Volumes—Build Condition ......................................................................26 C:\Users\gham\AppDataU.ocal\Microsoft\Windows\Temporary Intemet Files\Content,Outlook\HDDOYPAY\TIAS 020615(1�docx CONTENTS (Continued) TRAFFIC OPERATIONS ANALYSIS ........................................................................................ 27 Methodology..................................... •..............................................................................27 AnalysisResults...............................................................................................................30 CONCLUSIONS AND RECOMMENDATIONS........................................................................38 Conclusions......................................................................................................................38 Recommendations............................................................................................................39 C:\Users\gham\AppData\Local\Microsoft\Windows\Temporary Inteme[Files\Content.Outlook\HDDOYPAY\TIAS 020615(1)docx FIGURES No. Title 1 Site Location Map 2 Study Area Intersections 3 2014 Existing Weekday Morning Peak Hour Traffic Volumes 4 2014 Existing Weekday Evening Peak Hour Traffic Volumes 5 2021 No-Build Weekday Morning Peak Hour Traffic Volumes 6 2021 No-Build Weekday Evening Peak Hour Traffic Volumes 7 Trip Distribution Map 8 Project Generated Weekday Morning Peak Hour Traffic Volumes 9 Project Generated Weekday Evening Peak Hour Traffic Volumes 10 2021 Build Weekday Morning Peak Hour Traffic Volumes 11 2021 Build Weekday Evening Peak Hour Traffic Volumes C-\Users\gham\AppData\Local\Microsoft\Windows\Temporary Intemet Files\Content.Ootlook\HDDOYPAY\TIAS 020615(1).docx TABLES No. Title 1 Existing Roadway Traffic-Volume Summary 2 Motor Vehicle Crash Data Summary 3 Sight Distance Measurements 4 Trip-Generation Summary 5 Trip-Distribution Summary 6 Peak-Hour Traffic-Volume Increases 7 Level-of-Service Criteria for Unsignalized Intersections 8 Level-of-Service Criteria for Signalized Intersections 9 Unsignalized Intersection Level-Of-Service Summary 10 Signalized Intersection Level-Of-Service Summary 11 Mitigated Intersection Level-Of-Service Summary C:\Users\gham\AppData\Local\Microsoft\Windows\Temporary Internet Files\Content.OutlookUMDOYPAY\TIAS 020615(1),docx EXECUTIVE SUMMARY Vanasse & Associates, Inc. (VAI) has conducted a Transportation Impact Assessment (TIA) in order to determine the impact on the transportation infrastructure associated with a proposed office development to be located off Arsenal Street and Nichols Avenue, in Watertown, Massachusetts. As proposed, the Project will entail the construction of approximately 185,595 sf of office space with 566 parking spaces. Primary access to the Project will be provided by way of Birch Street which is signalized at Arsenal Street opposite Arsenal Court, and one proposed driveway that intersects Nichols Avenue, across from Bigelow Avenue. This report identifies existing traffic parameters within the study area, identifies the impact of traffic generated by the proposed development, and evaluates project-related impacts with regard to capacity and roadway requirements. This report was prepared in accordance with guidelines for preparation of traffic impact assessments, as required by the Executive Office of Energy and Environmental Affairs/Executive Office of Transportation(EOEEA/EOT), including MassDOT's Transportation Impact Assessment(TIA) Guidelines. EXISTING CONDITIONS A comprehensive field inventory of existing conditions on the study area roadways was conducted in December 2014. The field investigation consisted of an inventory of existing roadway geometrics; pedestrian and bicycle facilities; public transportation services; traffic volumes; and operating characteristics; as well as posted speed limits and land use information within the study area. The study area for the Project was selected to contain the major roadways providing access to the Project site, Arsenal Street and Nichols Avenue, as well as the 12 intersections through which Project-related traffic will travel. ExistinLr Traffic Volumes In order to determine existing traffic-volume demands and flow patterns within the study area, manual turning movement counts (TMCs) and vehicle classification counts were completed in November and December 2014. The TMCs were conducted during the weekday morning peak hours(7:00—9:00 AM)and weekday evening peak hours(4:00—6:00 PM). C\Users\gham\AppData\Loca[\Microsoft\Windows\Temporary Internet Files\ContenCOutlook\RDDOYPAY\TIAS 020615(1),docx The new November and December 2014 traffic counts were found to be representative of above- average month conditions and were not adjusted downward to average-month conditions in order to provide a conservative (above-average) analysis scenario. All other traffic counts were obtained from the prior traffic study networks. A review of the peak-period traffic counts indicates that the weekday morning peak hour generally occurs between 7:45 and 8:45 AM, with the weekday evening peak hour generally occurring between 4:30 and 5:30 PM. Motor Vehicle Crash Data Motor vehicle crash information for the study area intersections was provided by the MassDOT Safety Management/Traffic Operations Unit for the most recent five-year period available (2007 through 2011) in order to examine motor vehicle crash trends occurring within the study area. The study area intersections were found to have averaged approximately 4.60 or fewer reported motor vehicle crashes per year over the five-year review period and were found to have a motor vehicle crash rate that falls below the MassDOT average for unsignalized and signalized intersections. The majority of the crashes were rear-end crashes (37 out of 125), causing only property damage (77 out of 125) and occurred during dry conditions (91 out of 125). No fatal motor vehicle crashes were reported at the study area intersections over the five-year review period. PEDESTRIAN AND BICYCLE FACILITIES A comprehensive field inventory of pedestrian and bicycle facilities within the study area was undertaken in December 2014. The field inventory consisted of a review of the location of sidewalks and pedestrian crossing locations along the study roadways and at the study intersections, as well as the location of existing and planned future bicycle facilities. Sidewalks are provided continuously along the roadways within the study area, with marked crosswalks provided at the study intersections and pedestrian traffic signal equipment and phasing provided at the signalized study intersections. Bicycle lanes are currently not provided along Arsenal Street, in the vicinity of the project site, but are provided further west,to the west of Wooley Avenue. Within the site vicinity `Share The Road' signage is provided alerting motorists of the shared travelway for motorists and bicyclists. As identified in the Bicycle Transportation Plan prepared for the Town of Watertown Department of Public Works (DPW),' extension of the existing bicycle lanes either along Arsenal Street or via an off-road path are currently under evaluation. In addition, the Watertown Greenway Rail Trail runs behind the existing Watertown Mall, and adjacent to the project site. 'Bicycle Transportation Plan;Greenman-Pedersen,Inc.;2010. C.\Users\gham\AppData\Local\Microsoft\Windows\Temporary Intemet Files\COntenLOutl0ok%MDOYPAY\TIAS 020615(1).docx PUBLIC TRANSPORTATION Public transportation services are provided within the study area by the Massachusetts Bay Transportation Authority (MBTA). The MBTA operates fixed-route bus service by way of the Route 70/70A, Cedarwood or Central Square, Waltham — University Park bus route. Route 70/70A serves Central Square in Waltham, Watertown and Arsenal Malls, Watertown Square, and Central Square in Cambridge, with connections to the MBTA Red Line subway system and the Fitchburg branch of the Commuter Rail system. The closest bus stop to the Project on the Route 70/70A bus line is located at the Arsenal Mall. In addition, Bus Route 71, Watertown Square — Harvard Square operates along Mt. Auburn Street with stops at Bigelow Avenue. Connection to the MBTA redline can be made at Harvard Square. MBTA bus service is provided Monday through Saturday from approximately 5:00 AM to 1:30 AM, and on Sunday from approximately 6:00 AM to 1:30 AM. Bus Route 70/70A generally operates with 6 to 23-minute headways. Roundtrip fares for adults are $1.50, with a $0.75 fare for students, senior citizens and persons with disabilities. FUTURE CONDITIONS Traffic volumes in the study area were projected to the year 2021, which reflects a seven-year planning horizon consistent with state traffic study guidelines. Independent of the Project, traffic volumes on the roadway network in the year 2021 under No-Build conditions include all existing traffic and new traffic resulting from background traffic growth. Anticipated Project-generated traffic volumes superimposed upon this 2021 No-Build traffic network reflect 2021 conditions with the Project. Specific Development By Others The Planning Department of the Town of Watertown was contacted in order to determine if there are any projects planned within the study area that would have an impact on future traffic volumes at the study intersections. Based on these discussions, the following projects were identified for inclusion in this assessment: ➢ Elan on Arsenal Residential Community, Arsenal Street, Watertown, Massachusetts. This project will entail the construction of 288 apartment units and 15,000± square feet (sf) of retail space to be located off Arsenal Street and Irving Street in Watertown, Massachusetts. ➢ Mixed-Use Development, Arsenal Street, Watertown, Massachusetts. This project will entail the construction of a 40,000 sf supermarket, 307 apartment units and 34,000+ sf of retail space to be located at 202 and 204 Arsenal Street and 70 Phillips Street in Watertown, Massachusetts. ➢ Proposed Hotel Development, Arsenal Street, Watertown, Massachusetts. This project will entail the construction of a 150-room limited service hotel to be located off Arsenal Street, Elm Street and Arlington Street in Watertown,Massachusetts. ➢ Mixed-Use Development, 60 Howard Street and 40 Bacon Street, Watertown, Massachusetts. This project will entail the construction of 65 apartment units, eight (8)commercial office units(6,530+sf), and 3,865+sf of restaurant space to be located at 60 Howard Street and 40 Bacon Street in Watertown, Massachusetts. C:\Users\gham\AppData\Loca[\MicrosoR\Windows\Temporary Intemet Files\COntent.Outlook\FIDDOYPAY\TIAS 020615(1).docx ➢ Mixed-Use Development, 33 Mount Auburn Street, Watertown, Massachusetts. This project will entail the construction of 24 residential condominium units and 2,000+ sf of retail space to be located at 33 Mount Auburn Street in Watertown, Massachusetts. ➢ Proposed Hotel Development, Elm Street, Watertown, Massachusetts. This project entails the construction of a 102-room hotel located north of Arsenal Street. ➢ Proposed CVS Pharmacy,Mt. Auburn Street, Watertown, Massachusetts. This project entails the construction of a 14,000 sf pharmacy. ➢ Proposed Office Development, Grove Street, Watertown, Massachusetts. This project entails the construction of a 122,470 sf office building. ➢ Tufts Health Plan Expansion, Grove Street, Watertown, Massachusetts. This project entails the construction of a 58,200 sf of office space expansion. Traffic volumes associated with the aforementioned development projects by others were either estimated using trip-generation statistics published by the Institute of Transportation Engineers (ITE)z for the appropriate land uses or were obtained from the traffic study conducted for the specific development, and were assigned onto the study area roadway network based on existing traffic patterns where no other information was available. In addition, Athenahealth is currently undertaking a comprehensive master planning and visioning effort with respect to the redevelopment of the Arsenal on the Charles located west of the Project site, and the current owners of the Arsenal Mall are contemplating a redevelopment of the mall property. Neither of these projects have advanced to the point where definitive development plans have been prepared and submitted to the Town and, as such, they are not included in the future condition traffic volumes that form the basis of this assessment. No other developments were identified at this time that are expected to result in an increase in traffic within the study area beyond the general background traffic growth rate. General Background Traffic Growth Traffic-volume data compiled by MassDOT from permanent count stations and historic traffic counts in the area were reviewed in order to determine general background traffic growth trends. Based on a review of this data, it was determined that traffic volumes within the study area have generally decreased by approximately 2.8 percent. In order to provide a conservative (high) analysis scenario and a prudent planning condition for the Project, a higher than average 1.0 percent per year compounded annual background traffic growth rate was used in order to account for future traffic growth and presently unforeseen development within the study area. 2Trip Generation,9th Edition;Institute of Transportation Engineers;Washington,DC;2012. C:\Users\gham\AppData\Local\Microsoft\Windows\Temporary Intemet Files\Content.Outlook\I-DDOYPAY\TIAS 020615(1�docx Planned Roadwav Improvements The Town of Watertown was contacted in order to determine if there are any planned roadway improvement projects expected to be completed within the study area. While traffic improvements are proposed further west of the project site, in conjunction with the proposed Arsenal Street mixed-use development at 202-204 Arsenal Street and 70 Phillips Street, only one specific improvement is planned along Arsenal Street within the study area outside of routine maintenance activities. A two-way bicycle facility is proposed to run along Arsenal Street from School Street to Arlington Street. No-Build Traffic Volumes The 2021 No-Build condition peak-hour traffic-volume networks were developed by applying the 1.0 percent per year compounded annual background traffic growth rate to the 2014 Existing peak-hour traffic volumes and then superimposing the peak hour traffic volumes associated with the identified specific development projects by others. Proiect-Generated Traffic Design year (2021 Build) traffic volumes for the study area roadways were determined by estimating Project-generated traffic volumes and assigning those volumes on the study roadways. The Project will entail the construction of 185,595 sf of office space at full build-out. In order to develop the traffic characteristics of the Project, trip-generation statistics published by the Institute of Transportation Engineers(ITE)3 were used. ITE Land Use Code (LUC) 710, General Office Building was used to develop the traffic characteristics for the office use. It should be noted that traffic from the existing building use will be eliminated, which will reduce the overall impact. The Project is expected to generate approximately 1,734 additional vehicle trips on an average weekday (867 entering and 867 exiting), with 270 vehicle trips (237 entering and 33 exiting) during the weekday morning peak hour and 244 vehicle trips(30 entering and 214 exiting) during the weekday evening peak hour. Trip Distribution and Assignment The directional distribution of generated trips to and from the Project was determined based on a review of the existing volume networks. In general, 45 percent of Project-related traffic was oriented to/from Arsenal Street to the west; 30 percent to/from Arsenal Street to the east; 15 percent of Project-related traffic was oriented to/from Mt. Auburn Street to the west; 5 percent to/from Arlington Street to the north and 5 percent to/from Mt. Auburn Street to the east. Build Condition Traffic-Volume Networks The 2021 Build condition traffic-volume networks were developed by superimposing the traffic expected to be generated by the Project onto the 2021 No-Build traffic volumes. Project-related traffic volume increases external to the study area are anticipated to range from 0.9 to 5.8 percent, with vehicle trip increases ranging from 15 to 109 vehicle trips during the peak periods. 3 Trip Generation,Ninth Edition;Institute of Transportation Engineers;Washington,DC;2012. C:\Users\gham\AppData\Local\Microsoft\Windows\Temporary Intemet Files\Content.Outlook\MDOYPAY\TIAS 020615(1�docx TRAFFIC OPERATIONS ANALYSIS In order to assess the impact of the Project on the roadway network, traffic operations and vehicle queue analyses were performed at the study intersections under 2014 Existing, 2021 No-Build and 2021 Build conditions. This analysis has indicated that the Project will have a measurable but minor impact on motorist delays and vehicle queuing at the study intersections over Existing or anticipated future conditions without the Project(No-Build condition). At locations where the Level-of-Service changed, or improvements can be made to enhance traffic operations, recommendations have been made which are discussed below. RECOMMENDATIONS A detailed transportation improvement program has been developed that is designed to minimize the project impact to the area, while providing safe and efficient access to the Project site and address any deficiencies identified at off-site locations evaluated in conjunction with this study. The key elements to the transportation improvement program include 1) site access; 2)promotion of alternative modes of travel; and 3) off-site improvements. These elements are summarized below. Proiect Access Access to the Project site is anticipated to be provided by way of two (2) driveways as follows: a full access driveway onto Birch Street at Arsenal Street and a full access driveway (restricted turns to and from the west)onto Nichols Avenue opposite Bigelow Avenue. Birch Street Driveway The primary access and egress will be provided via the existing extension of Birch Street which is signalized at the intersection of Arsenal Street. The driveway should be a minimum of 24 feet wide with directional signage at the entrance for deliveries, parking and drop-offs. Nichols Avenue Driveway This secondary driveway should be a minimum of 24 feet wide under STOP-sign control. In addition,the following is recommended: ➢ Signage should be installed to No-Left-Turn-Out and No-Right-Turn-In to minimize the impact to the west of Nichols Avenue and the Armenian Center. ➢ Signs and landscaping should be set back as to not impact sight distances. Promotion of Alternative Modes of Travel A key design element of this project is the proximity to the Greenway Rail Trail which is a multi- use path. The project proponent is committed to the promotion of bicycle, pedestrian and transit modes of travel. In addition, a comprehensive Travel Demand Management Program has been established to reduce single occupant vehicles. These elements are summarized below: C:\Users\gham\AppData\Loca]\MicrosoR\Windows\Temporary Internet Files\COntent.Outl00k\FIDDOYPAY\TIAS 020615(1).docx Bicycle The following measures are recommended to support bicycle travel to and from the site. ➢ The main southern entrance and courtyard area will face and connect with paths to the Greenway Rail Trail; ➢ Area bicycle maps will be posted on-site at convenient locations; ➢ Provide bicycle parking outside and also in a secured covered area; ➢ Provide inside bicycle repair area. ➢ Provide on-site shower facilities; ➢ Tenant website to provide bicycle maps and information. Pedestrian The project site will take advantage of the area pedestrian network and connections to nearby uses. The following will be implemented: ➢ Pedestrian connection from the site to the Greenway Rail Trail; ➢ Sidewalk connection to Nichols Avenue; ➢ Install a crosswalk across Nichols Avenue to Bigelow Avenue; ➢ Install sidewalk along the Nichols Avenue site frontage; ➢ Tenant website to provide area pedestrian maps and connections to transit and area businesses. Transit MBTA bus service is provided along both Mt. Auburn Street and Arsenal Street which is a short distance from the project site. In order to promote transit usage,the following is recommended: ➢ Transit schedule and links to the MBTA web site will be included on the tenant websites; ➢ Transit maps will be provided in the lobby; ➢ Tenants will be encouraged to provide transit subsidies. ➢ Enhance pedestrian connection to the Mt. Auburn Street bus stop with sidewalks and crosswalks. Transportation Demand Mana e� ment The following Transportation Demand Management(TDM)measures will be implementation as a part of the Project in an effort to reduce the overall number of automobile trips in the area and to integrate the Project into the available transportation resources. C:\Users\gham\AppData\l.ocal\Microsoft\Windows\Temporary Intemet Files\Content OUtlook\HDDOYPAY\TIAS 020615(1).docx ➢ Assign an on-site Transportation Coordinator to oversee TDM policies; ➢ Post information regarding public transportation services, maps, schedules and fare information in a central location; ➢ Provide preferential parking for alternatively fueled vehicles and for car/vanpools by employees of the project; ➢ Provide car charging stations; ➢ Provide car-share spaces; ➢ Offer direct deposit for employee paychecks; ➢ Provide a shower,changing room and locker facility for employees; ➢ Require tenants to provide a "Welcome Package" for employees detailing transportation services and maps in the area including commuter options. Off-Site Improvements Four locations have been identified where modifications to the signal timings or phasing can be implemented to improve traffic operations. These locations are identified below: 1) Arsenal Street at Arsenal Court and Birch Street Birch Street provides the primary access and egress to the project. In order to provide improved traffic operations, is it recommended that the traffic signal phasing be modified to include an eastbound advance phase to better accommodate left turning traffic into Birch Street. 2) Arlington Street at Nichols Avenue and Coolidge Hill Road/Crawford Street This intersection accommodates a southbound lead phase for Arlington Street. With peak hour left turning traffic of less than 20 vehicles, it is recommended that this phase be eliminated. 3) Mt.Auburn Street at Bigelow Avenue and Kimball Road Signal timing optimization is recommended to better allocate the green time. 4) Arsenal Street at Arlington Street/Coolidge Avenue/Arsenal Mall Driveways Optimization of the traffic signal timings should help to improve overall traffic operations. Transportation Monitorine Prouram Following the first two years of project occupancy,the project proponent will annually monitor conditions at the project. The two reports will be submitted to the Town and will include the following: C\Users\gham\AppDataTocal\Microsoft\Windows\Temporary Intemet Files\Content,0utlook\HDDOYPAY\TIAS 020615(1),docx ➢ Weekday morning (7:00 to 9:00 AM) and weekday (4:00 to 6:00 PM) evening traffic counts at the site driveways; ➢ Parking accumulation surveys(8:00 AM—5:00 PM)within he parking lots; ➢ Surveys of employee mode shares to work; ➢ Bicycle counts at bicycle racks. This information will help document the traffic increases, distribution and mode share to work. With implementation of the above recommendations, safe and efficient access will be provided to the Project site and the Project can be accommodated with minimal impact to the surrounding transportation system. C:\Users\gham\AppData\Local\Microsoft\Windows\Temporary Intemet Files\Content.Outlook\HDDOYPAY\TIAS 020615(I).docx INTRODUCTION Vanasse & Associates, Inc. (VAI) has conducted a Transportation Impact Assessment (TIA) in order to determine the impact on the transportation infrastructure associated with a proposed office development to be located off Arsenal Street and Nichols Avenue, in Watertown, Massachusetts. As proposed, the Project will entail the construction of approximately 185,595 sf of office space with 566 parking spaces. Primary access to the Project will be provided by way of Birch Street which is signalized at Arsenal Street opposite Arsenal Court, and one proposed driveway that intersects Nichols Avenue, across from Bigelow Avenue. This report identifies existing traffic parameters within the study area, identifies the impact of traffic generated by the proposed development, and evaluates project-related impacts with regard to capacity and roadway requirements. This report was prepared in accordance with guidelines for preparation of traffic impact assessments, as required by the Executive Office of Energy and Environmental Affairs/Executive Office of Transportation (EOEEA/EOT), including MassDOT's Transportation Impact Assessment(TIA) Guidelines. PROJECT DESCRIPTION As proposed, the Project will entail the construction of a single office building with approximately 185,595 sf of space. Access to the Project will be provided by way of Birch Street off Arsenal Street and Nichols Avenue, across from Bigelow Street. The site location is depicted in Figure 1. STUDY METHODOLOGY This study was prepared in consultation with the Town of Watertown and was performed in accordance with the state standards for the preparation of Traffic Impact Assessments(TIAs); and was conducted in three distinct stages. The first stage involved an assessment of existing conditions in the study area and included an inventory of roadway geometrics; pedestrian and bicycle facilities; public transportation services; observations of traffic flow; and collection of peak period traffic counts. C:\Users\gham\AppData\Local\Microsoft\Windows\Temporary intemet Files\Content.Outlook\HDDOYPAY\TIAS 020615(1).docx 40 Tre;11spru•►u fit,r1 1Injwrf I.�srs.cf non r-Pri)poved Q firr Dt,relupmerrr- IVarerrrntar,-1111rsurl►useltsir �411 n, 000 iF JF All it �. : 1 w TM' * [ 'CRAWFORD SIRE ET wo r r AVER s I' ► .� r; •r .4 - — _ ~CCacipGQ Hrt_r, 1` �,•� . 4• r. -f i1 r Yl t Ir if jl M'I ti or 4. J 1p Uj � iu' � _ �-� '�"w+�����' p' `,1�i�•A..�,��:,fir 4ft" � � L '+� .� � ■ _ � ,IG+`w n_ � f� 1. AMU A �; . .��„� � - � r � fly--�_f_ + � "���• « 141 Mill 2�O 5dO Scale in Feet Figure 1 AL O r In the second stage of the study, future traffic conditions were projected and analyzed. Specific travel demand forecasts for the Project were assessed along with future traffic demands due to expected traffic growth independent of the Project. A seven-year time horizon was selected for analyses consistent with State guidelines for the preparation of TIAs. The traffic analysis conducted in stage two identifies existing or projected future roadway capacity,traffic safety, and site access issues. The third stage of the study presents and evaluates measures to address traffic and safety issues, if any, identified in stage two of the study. C:\Users\gham\AppData\Local\Microsoft\Windows\Temporary Intemet Files\Content.Outlook\HDDOYPAY\TIAS 020615(1).docx EXISTING CONDITIONS A comprehensive field inventory of existing conditions on the study area roadways was conducted in December 2014. The field investigation consisted of an inventory of existing roadway geometrics; pedestrian and bicycle facilities; public transportation services; traffic volumes; and operating characteristics; as well as posted speed limits and land use information within the study area. The study area for the Project was selected to contain the major roadways providing access to the Project site, Arsenal Street and Nichols Avenue, as well as the 12 intersections through which Project-related traffic will travel which are listed below and depicted in Figure 2. 1. Arsenal Street at Talcott Avenue 2. Arsenal Street at Birch Street and Arsenal Court 3. Arsenal Street at Arsenal Mall Driveway and Watertown Mall Driveway 4. Arsenal Street at Mall Driveway 5. Arsenal Street at Arlington Street and Coolidge Avenue 6. Arlington Street at Nichols Avenue and Coolidge Hill Road 7. Nichols Avenue at Bigelow Avenue 8. Nichols Avenue at Elton Avenue 9. Arlington Street at Grove Street 10. Mt. Auburn Street at Bigelow Avenue and Kimball Road 11. Mt.Auburn Street at Elton Avenue 12. Mt.Auburn Street at Arlington Street The following describes the study area roadway and intersections. GEOMETRY Roadways Arsenal Street Arsenal Street is a two to four-lane, urban principal arterial roadway that traverses the study area in a general east-west direction and is under local Town of Watertown jurisdiction. Within the study area, Arsenal Street provides two approximate 12-foot wide travel lanes in each direction, separated by a double-yellow centerline. Immediately east of both Elm Street and the C:\Users\gham\AppData\Local\Microsoft\Windows\Temporary Intemet Files\COntent.Outl00k\HDDOYPAY\TIAS 020615(1).docx Legend: ` QS Signalized intersection 0a oW Unsignalized Intersection �F S �uguR� S W 0? m �TR� 0 wa Q Liell 2� m GPI p C � NICHOLS � AVENUE S cn RI LOAD HILL PARKING LOT (SITE) 171 ~ > U W of Q Li.l [r Q UJ G < < Q ARSENAL STREET w ow 1jD IZQ; ZJ� aQ of ap ago 0�> Q � a 0 a � � 0 Va Study Area Intersections c3. co m o Copyright ©2014 by VAL All Rlghts Reserved. Watertown Mall driveway, directional traffic on Arsenal Street are also separated by a raised median island. Sidewalks are provided along both sides of Arsenal Street within the study area, with illumination provided by way of street lights mounted on aluminum poles. The posted speed limit along Arsenal Street within the study area is 30 miles per hour (mph). Land use along Arsenal Street within the study area consists primarily of a mix of commercial, office and residential properties. Nichols Avenue Nichols Avenue is a two-lane, collector roadway that traverses the study area in a general east- west direction and is under local Town of Watertown jurisdiction. Within the study area, Nichols Avenue provides one approximate 20-foot wide travel lane in westbound direction and one approximate 17-foot wide travel lane in the eastbound direction, separated by a double- yellow centerline. Sidewalk is provided along the north side of Nichols Avenue within the study area, with illumination provided by way of street lights mounted on wooden poles. Angle parking is provided along the south side of Nichols Avenue in the vicinity of the site. To the west of Bigelow Street, Nichols Avenue is within a school zone. Land use along Nichols Avenue within the study area consists primarily of a mix of commercial, office and residential properties. Intersections Arsenal Street at Talcott Avenue Talcott Avenue and the Roma Tile Driveway intersect Arsenal Street from the south and north, respectively, to form a four-way intersection that operates under traffic signal control. The Arsenal Street eastbound and westbound approaches provide two general purpose travel lanes, and a marked shoulder. The Roma Tile Driveway southbound approach provides a general purpose travel lane. The Talcott Avenue northbound approach consists of one exclusive right- turn lane, and one left/through-turn lane. Sidewalks are provided along both sides of Arsenal Street and the west side of Talcott Avenue. Crosswalks are provided across both legs of Arsenal Street and across Talcott Avenue. Land use in the vicinity of this intersection consists primarily of commercial uses. C:\Users\gham\AppData\Local\Microsoft\Windows\Temporary Intemet Files\Content.Outlook\HDDOYPAY\TIAS 020615(1).docx Arsenal Street at Birch Street and Arsenal Court Arsenal Court and Birch Street intersect Arsenal Street from the south and north, respectively, to form a four-way intersection that operates under traffic signal control. The Arsenal Street eastbound and westbound approaches provide two through lanes, and a marked shoulder. The Birch Street southbound approach provides an exclusive left-turn lane and a through/right-turn lane. The Arsenal Court northbound approach consists of one general purpose travel lane. Sidewalks are provided along both sides of Arsenal Street, the west side of Arsenal Court and the east side of the Site Driveway. Crosswalks are provided across all legs of the intersection. Land use in the vicinity of this intersection consists primarily of commercial uses. Arsenal Street at the Arsenal Mall and Watertown Mall Driveways The Arsenal Mall driveway and the Watertown Mall driveway intersect Arsenal Street from the south and north, respectively, to form this four-legged intersection is under traffic signal control. The Arsenal Street eastbound approach provides one left-turn lane, two through travel lanes, and one right-turn lane with a marked shoulder. Arsenal Street westbound approach provides one left-turn lane, one through travel lane, and one shared through/right-turn lane with a marked shoulder. Directions of travel along Arsenal Street are separated by a double-yellow centerline. The Arsenal Mall driveway approach provides one shared left-turn/through travel lane and one right-turn lane with no marked shoulder. Directions of travel along the Arsenal Mall driveway are separated by a double-yellow centerline. The Watertown Mall driveway approach provides one general-purpose travel lane with no marked shoulder. Directions of travel along the Watertown Mall driveway are separated by a raised median. Sidewalks are provided along both sides of Arsenal Street and along the east side of the Arsenal Mall driveway, with crosswalks provided across all legs. Bus shelters are provided on the north and south sides of the east leg (Arsenal Street). Land use consists of the Watertown Mall and the Arsenal Mall,their associated parking areas, and commercial properties. Arsenal Street at Watertown Mall Driveway The Watertown Mall driveway intersects Arsenal Street from the north to form a three-way intersection that operates under traffic signal control. The Arsenal Street eastbound approach provides an exclusive left-turn lane, and two through lanes. The Arsenal Street westbound approach provides two through lanes and an exclusive right-turn lane. The Watertown Mall/ Target driveway southbound approach provides an exclusive left-turn lane and an exclusive right- turn lane. The traffic signal at this location operates under a four-phase signal operation with an advance protected eastbound phase and an exclusive pedestrian phase provided via push-button activation. Sidewalks are provided along both sides of Arsenal Street and the Watertown Mall driveway at this location, with a crosswalk provided across the Arsenal Street eastbound approach and Watertown Mall driveway southbound approach. Land use in the vicinity of this intersection consists primarily of commercial uses. Arsenal Street at Arlington Street,Coolidge Avenue and Arsenal Mall Driveway Arlington Street, Coolidge Avenue and the Arsenal Mall driveway intersect Arsenal Street from the northwest, northeast and south, respectively, to form a five-way intersection that operates under traffic signal control. The Arsenal Street eastbound approach provides an exclusive left- turn lane, a through lane and a shared through/right-turn lane. The Arsenal Street westbound approach provides an exclusive left-turn lane, a through lane and a shared through/right-turn lane. C:\Users\gham\AppData\Local\Microsoft\Windows\Temporary Intemet Files\Content.Outlook\HDDOYPAY\TIAS 020615(I�docx The Arsenal Mall driveway northbound approach provides a shared left-turn/through lane and an exclusive right-turn lane. The Arlington Street southeastbound approach provides an exclusive left-turn lane and a shared through/right-turn lane. The Coolidge Avenue southwestbound approach provides a single general purpose travel lane. The traffic signal at this location operates under a five-phase traffic signal operation with a protected left-turn phase provided for eastbound and westbound left-turns from Arsenal Street, an exclusive phase for Arlington Street and an exclusive pedestrian phase provided via push-button activation. Sidewalks are provided along both sides of all five roadway approaches to this intersection. Crosswalks are provided across all five intersection approaches. Land use in the vicinity of this intersection consists primarily of commercial, office and residential uses. Arlington Street at Nichols Avenue and Coolidge Hill Road/Crawford Street Nichols Avenue, Coolidge Hill Road and Crawford Street intersect Arlington Street from the west, east and northeast, respectively, to form a five-way intersection that operates under traffic signal control. The Arlington Street northbound and southbound approaches provides an exclusive left-turn lane, a shared through/right-turn lane, with a marked shoulder. The Nichols Avenue eastbound approach provides a shared left-turn/through lane and an exclusive right-turn lane, along with a marked shoulder. The Coolidge Hill Road westbound approach provides a general purpose travel lane. Crawford Street is a one-way, leading away from the intersection, in a northeastbound direction. Sidewalks and crosswalks are provided along both sides of all five roadway approaches to this intersection. Land use in the vicinity of this intersection consists primarily of commercial, office and residential uses. Nichols Avenue at Bigelow Avenue Bigelow Avenue intersects Nichols Avenue from the north, to form a three-way unsignalized intersection that operates under STOP-sign control. The Nichols Avenue eastbound and westbound approaches provide one general purpose travel lane. The Bigelow Avenue southbound approach provides a general purpose travel lane. Sidewalks are provided along both sides of Nichols Avenue and Bigelow Avenue. A crosswalk is provided across Bigelow Avenue. Land use in the vicinity of this intersection consists primarily of residential and commercial uses. Nichols Avenue at Elton Avenue Elton Avenue intersects Nichols Avenue from the north, to form a three-way unsignalized intersection that operates under STOP-sign control. The Nichols Avenue eastbound and westbound approaches provide one general purpose travel lane. Elton Avenue in one-way southbound and the approach provides a general purpose travel lane. Sidewalks are provided along both sides of Nichols Avenue and Elton Avenue. Crosswalks are provided across Elton Avenue, and the east leg of Nichols Avenue. Land use in the vicinity of this intersection consists primarily of residential and commercial uses, along with St. Stephen's Elementary School. Arlington Street at Grove Street Grove Street intersects Arlington Street from the southeast, to form a three-way unsignalized intersection, where the Arlington Street northbound approach is under STOP-sign control. The Arlington Street northbound and southbound approaches consist of one channelized right-turn lane, and one through lane. The Grove Street northwest-bound approach consists of one general purpose travel lane, where the directional flow is separated by a striped 8-foot wide median. C:\Users\gham\AppData\Local\Microsoft\Windows\Temporary Internet Files\Content.Outlook\HDDOYPAY\TIAS 020615(1).docx Sidewalks are provided along both sides of Arlington Street and Grove Street. Crosswalks are provided across the Arlington Street northbound channelized right-turn, and Grove Street. Land use in the vicinity of this intersection consists primarily of residential, office and commercial uses. Mt.Auburn Street at Bigelow Avenue and Kimball Road Bigelow Avenue and Kimball Road intersect Mt. Auburn Street from the south and north, respectively, to form a four-way intersection that operates under traffic signal control. The Mt. Auburn Street eastbound and westbound approaches provide two through lanes, with no shoulder. The Kimball Road southbound approach provides a general purpose travel lane. The Bigelow Avenue northbound approach consists of one general purpose travel lane. Bus stops are located on the Mt Auburn Street eastbound approach,just west of Bigelow Avenue, and on the Mt. Auburn westbound approach,just east of Kimball Road. Sidewalks are provided along both sides of Mt. Auburn Street, Bigelow Avenue and Kimball Road. Crosswalks are provided across all legs of the intersection. Land use in the vicinity of this intersection consists primarily of commercial uses. Mt.Auburn Street at Elton Avenue Elton Avenue intersects Mt. Auburn Street from the south, to form a three-way unsignalized intersection. The Mt. Auburn Street eastbound and westbound approaches provide two general purpose travel lanes. Elton Avenue is a one-way in the southbound direction, and consists of one general purpose travel lane. Sidewalks are provided along both sides of Mt. Auburn Street and Elton Avenue. Crosswalks are provided across Elton Avenue, and the west leg of Mt. Auburn Street. Land use in the vicinity of this intersection consists primarily of commercial uses. Mt. Auburn Street at Arlington Street Arlington Street intersects Mt. Auburn Street from the north and south, to form a four-way intersection that operates under traffic signal control. The Mt. Auburn Street eastbound and westbound approaches provide one exclusive left-turn lane, one through lane and one shared through/right-turn lane. The Arlington Street northbound and southbound approaches consist of one exclusive left-turn lane, and one shared through/right-turn lane. Sidewalks are provided along both sides of Mt. Auburn Street and Arlington Street. Crosswalks are provided across all legs of the intersection. Land use in the vicinity of this intersection consists primarily of commercial and recreational uses. EXISTING TRAFFIC VOLUMES In order to determine existing traffic-volume demands and flow patterns within the study area, new manual turning movement counts (TMCs) and vehicle classification counts were completed in November and December 2014. In addition, traffic counts from previously completed traffic studies were also utilized. The following summarizes the traffic counts, source and dates. These were conducted during the weekday morning (7:00 to 9:00 AM) and weekday evening (4:00 to 6:00 PM)peak periods. 1. Arsenal Street at Talcott Avenue(VAI)(November 2014) 2. Arsenal Street at Birch Street and Arsenal Court(VAI)(November 2014) C'\Users\gham\AppData\Local\Microsoft\Windows\Temporary Internet Files\COntent.OutlOOk\HDDOYPAY\TIAS 020615(1).docx 3. Arsenal Street at Arsenal Mall Driveway and Watertown Mall Driveway (VAI)(January 2014) 4. Arsenal Street at Mall Driveway(VAI)(January 2014) 5. Arsenal Street at Arlington Street and Coolidge Avenue(VAI)(January 2014) 6. Arlington Street at Nichols Avenue and Coolidge Hill Road(VAI)(November 2014) 7. Nichols Avenue at Bigelow Avenue(VAI)(December 2014) 8. Nichols Avenue at Elton Avenue(VAI)(November 2014) 9. Arlington Street at Grove Street(TEC)(March 2013) 10. Mt. Auburn Street at Bigelow Avenue and Kimball Road(VAI)(December 2014) 11. Mt. Auburn Street at Elton Avenue(VAI)(December 2014) 12. Mt.Auburn Street at Arlington Street(MDM Transportation)(November 2013) A review of the peak-period traffic counts indicates that the weekday morning peak hour generally occurs between 7:45 and 8:45 AM, with the weekday evening peak hour generally occurring between 4:30 and 5:30 PM. Traffic Volume Adiustments The new November and December 2014 traffic counts were found to be representative of above- average month conditions and were not adjusted downward to average-month conditions in order to provide a conservative (above-average) analysis scenario. All other traffic counts were obtained from the prior traffic study networks. The 2014 Existing traffic volumes are summarized in Table 1 and are graphically depicted on Figure 3 for the weekday morning peak hour and Figure 4 for the weekday evening peak hour. C\Users\gham\AppData\Local\Microsoft\Windows\Temporary Interne[Files\Content.Oullook\HDDOYPAY\TIAS 020615(1).docx wA, w OW D L16 +N j I D r734 +�581SR kyf' sssff �A5 r489 1 � 46 .91 MOO."; 769� 612-0, 0'1-'L 149-i 132"Z f w �O rn x a O S�ROL o x M ��FT a NN �' N ?NICHOLS AVENUE 423 �1 N } +t4 g4 L 437--► 136-1" I �� ��ORO�� 450 H/L � uO1i rn L PARKING LOT SITE LLJ a a o �w ~ ' LLJ w J w �Jw 0 a°a a � M � wa> LJa> N P m 1-- & < < q 3 (o t71 t6 00(0 n(0 01 'n O N f-491 N ---567 n 0'N �507 n� t31 Na�0438 4) 1 � r105 ARSENAL j ► -q .j j L. j43 .) 1, f536 ') i L.L. 4 STREET 2� 1 �► 104� � r �► 38� r V 44� 24� � t 1� 985� 1 n 963-► n I0 LO 695-► rn I�n 654-► 100� 0 Irn n 40Z N 00 35--�, tN 605--* m 20Z UJ O z Z� Z J� J } Uw LiJD WQW ZJ3 J> (n O 0:> L U L�J <Q QU Q LY (n�> O QLY O s a 0 o � � n ' Vanasse 8.Associa_ tes, /nc 2014 Existing Weekday Morning Peak Hour Traffic Volumes Copyright ©2014 by VAI. All Rlghta Reserved. 4.. Opp Dy b O N j-3L6 AUauRN $ ?s r 55 r 4 1 475 r22 482 )1 f a�'� —+ o rn bA0 557 65--)f 40--i CID C0 N M C� O2 rn +- 17- PP— FF p 3� �rl � G P o � Lod pn00 *--291 N 4-107 M M c �. t�q i-0 NICHOLS �► a-2gg AVENUE 1 L" 34 138� 118---► 6-0 3 COOL 115---+ N 040 a a R D C PARKING LOT (SITE � > �w �J� F�3 ca T �� LLJQw Qfaw z� n mN ~ ��oN 4-27 v1 L2 corn On M00n ^ NCo F)04�920 840 f-649 I 4 � j 39 ARSENAL 4) 1L* i-9 '� L. r110 4) � �638 ,� 4) 1 l'1 STREET 2� 13-! 1 V 90� 4) t (* 133-4 49+ � t J� 646—► o,o 774--► 0 IC , 588—+ IN rn 677� 102� rn IO I� 14� 14� — 111� rn 0 650� N M 00 29� w O Z Z Z J3: Q J Q _j> V)0 (n > zQ Ld 3 H Q Of Q O C Of 0�> O QOf O a of 0 0 Vanasse &=Associates, In.c 2014 Existing 3 Weekday Evening Peak Hour Traffic Volumes Copyright ©2014 by VAL All Rights Reserved. Table 1 EXISTING ROADWAY TRAFFIC-VOLUME SUMMARY Weekday Morning Peak Hour Weekday Evening Peak Hour Daily Percent of Percent of Volume Volume Daily Predominant Volume Daily Predominant Location (vpd)a (vph)b Traffic` Flow (vph)b Traffic` Flow Arsenal Street, 20,975 1,279 6.1 57%EB 1,639 7.8 51%EB east of Elm Street Nichols Avenue, 4,700 649 13.8 76%EB 439 9.3 66%WB east of Elton Avenue Source: Manual turning movement counts conducted in January 2014(Arsenal Street)and November 2014(Nichols Avenue) aTwo-way daily traffic expressed in vehicles per day bTwo-way peak-hour volume expressed in vehicles per hour. `The percent of daily traffic that occurs during the peak hour. EB=eastbound;WB=westbound. A review of the peak-period traffic counts indicates that the weekday morning peak-hour generally occurs between 7:45 and 8:45 AM, with the weekday evening peak-hour generally occurring between 4:30 and 5:30 PM. PEDESTRIAN AND BICYCLE FACILITIES A comprehensive field inventory of pedestrian and bicycle facilities within the study area was undertaken in December 2014. The field inventory consisted of a review of the location of sidewalks and pedestrian crossing locations along the study roadways and at the study intersections, as well as the location of existing and planned future bicycle facilities. Sidewalks are provided continuously along the roadways within the study area, with marked crosswalks provided at the study intersections and pedestrian traffic signal equipment and phasing provided at the signalized study intersections. Bicycle lanes are currently not provided along Arsenal Street, in the vicinity of the project site, but are provided further west, to the west of Wooley Avenue. Within the site vicinity `Share the Road' signage is provided alerting motorists of the shared travelway for motorists and bicyclists. As identified in the Bicycle Transportation Plan prepared for the Town of Watertown Department of Public Works (DPW),4 extension of the existing bicycle lanes either along Arsenal Street or via an off-road path are currently under evaluation. In addition, the Watertown Greenway Rail Trail runs behind the existing Watertown Mall, and adjacent to the project site. PUBLIC TRANSPORTATION Public transportation services are provided within the study area by the Massachusetts Bay Transportation Authority (MBTA). The MBTA operates fixed-route bus service by way of the Route 70/70A, Cedarwood or Central Square, Waltham — University Park bus route. 4Bicycle Transportation Plan;Greenman-Pedersen,Inc.;2010. C:\Users\gham\AppData\Local\Microsoft\Windows\Temporary Intemet Files\Content.OutlookUHDDOYPAY\TIAS 020615(1).docx Route 70/70A serves Central Square in Waltham, Watertown and Arsenal Malls, Watertown Square, and Central Square in Cambridge, with connections to the MBTA Red Line subway system and the Fitchburg branch of the Commuter Rail system. The closest bus stop to the Project on the Route 70/70A bus line is located at the Arsenal Mall. In addition, Bus Route 71, Watertown Square — Harvard Square operates along Mt. Auburn Street with stops at Bigelow Avenue. Connection to the MBTA redline can be made at Harvard Square. MBTA bus service is provided Monday through Saturday from approximately 5:00 AM to 1:30 AM, and on Sunday from approximately 6:00 AM to 1:30 AM. Bus Route 70/70A generally operates with 6 to 23-minute headways. Roundtrip fares for adults are $1.50, with a $0.75 fare for students, senior citizens and persons with disabilities. In addition to the MBTA bus service, a private shuttle service is provided within the study are via the Arsenal on the Charles Shuttle Service. The service, which is currently provided for the sole and exclusive use of Arsenal tenants provides connections between Harvard Square, the Arsenal on the Charles, North Beacon Street and Talcott Avenue. Service is provided between 7:20 AM and 8:00 PM on weekdays. The public transportation schedules and fare information is provided in the Appendix. MOTOR VEHICLE CRASH DATA Motor vehicle crash information for the study area intersections was provided by the MassDOT Safety Management/Traffic Operations Unit for the most recent five-year period available (2007 through 2011) in order to examine motor vehicle crash trends occurring within the study area. The data is summarized by intersection, type, severity, weather and lighting Conditions, and day of occurrence, and presented in Table 2. As can be seen in Table 2, the study area intersections were found to have averaged approximately 4.60 or fewer reported motor vehicle crashes per year over the five-year review period and were found to have a motor vehicle crash rate that falls below the MassDOT average for unsignalized and signalized intersections. The majority of the crashes were rear-end crashes (37 out of 125), causing only property damage(77 out of 125)and occurred during dry conditions (91 out of 125). No fatal motor vehicle crashes were reported at the study area intersections over the five-year review period. C:\Users\gham\AppData\Local\MicrosoR\Windows\Temporary Intemet Files\Content.OUtl00k\HDDOYPAY\TIAS 020615(1}docx {ƒ �� > k/ }k 7! ,_ §` 2 & 7£ u2 )\\ k2) /) / a k\} § ) / !\\ 2 fyj § fk $7 § 2{� § . { �zl ƒ/\ RP ;e {7® !a u )f®| }$} {z}Jj SIGHT DISTANCE EVALUATION Sight distances were reviewed at the proposed driveway along Nichols Avenue opposite Bigelow Avenue in accordance with MassDOT and American Association of State Highway and Transportation Officials (AASHTO)5 standards. Both stopping sight distance (SSD) and intersection sight distance (ISD) were measured. In brief, SSD is the distance required by a vehicle traveling at the design speed of a roadway, on wet pavement, to stop prior to striking an object in its travel path. ISD or corner sight distance (CSD) is the sight distance required by a driver entering or crossing an intersecting roadway to perceive an oncoming vehicle and safely complete a turning or crossing maneuver with oncoming traffic. In accordance with AASHTO and MassDOT standards, if the measured ISD is at least equal to the required SSD value for the appropriate design speed, a minimum, the intersection can operate in a safe manner. Table 3 presents the measured sight distances at the proposed site driveway intersection with Nichols Avenue. Table 3 SIGHT DISTANCE MEASUREMENTS Required Minimum (Feet)a Measured Intersection/Sight Distance 30 mph 40 mph (Feet) Nichols Avenue at the Project Site Driveway Intersection Sight Distance: Looking to the east from the proposed site driveway 200 305 400 Looking to the west from the proposed site driveway 200 305 480 Stopping Sight Distance: Approaching the proposed site driveway from east 200 305 350 Approaching the proposed site driveway from west 200 305 480 'Recommended minimum values obtained from A Policy on Geometric Design of Highways and Slreels, 6th Edition; American Association of State Highway and Transportation Officials(AASHTO);2011. As can be seen in Table 3, the available lines of sight at the project driveway well exceeds 305 feet, which is the required distance based on a 40 mph approach speed along Nichols Avenue. Nichols Avenue does not have a posted speed limit, but the driveway is adjacent to a 20 mph School Zone. 5A Policy on Geometric Design of Highway and Streets, 61h Edition; American Association of State Highway and Transportation Officials(AASHTO);2011. C:\Users\gham\AppData\Local\MicrosoR\Windows\Temporary lntemet Files\Content.Outlook\MDOYPAY\TiAS 020615(1).docx FUTURE CONDITIONS Traffic volumes in the study area were projected to the year 2021, which reflects a seven-year planning horizon consistent with state traffic study guidelines. Independent of the Project, traffic volumes on the roadway network in the year 2021 under No-Build conditions include all existing traffic and new traffic resulting from background traffic growth. Anticipated Project-generated traffic volumes superimposed upon this 2021 No-Build traffic network reflect 2021 conditions with the Project. FUTURE TRAFFIC GROWTH Future traffic growth is a function of the expected land development in the immediate area and the surrounding region. Several methods can be used to estimate this growth. A procedure frequently employed estimates an annual percentage increase in traffic growth and applies that percentage to all traffic volumes under study. The drawback to such a procedure is that some turning volumes may actually grow at either a higher or lower rate at particular intersections. An alternative procedure identifies the location and type of planned development, estimates the traffic to be generated, and assigns it to the area roadway network. This procedure produces a more realistic estimate of growth for local traffic. However, the drawback of this procedure is that the potential growth in population and development external to the study area would not be accounted for in the traffic projections. To provide a conservative analysis framework, both procedures were used, the salient components of which are described below. Specific Development By Others The Planning Department of the Town of Watertown was contacted in order to determine if there are any projects planned within the study area that would have an impact on future traffic volumes at the study intersections. Based on these discussions, the following projects were identified for inclusion in this assessment: C:\Users\gham\AppData\Loca1\Microsoft\Windows\Temporary Internet Files\Content.Outlook\HDDOYPAY\TIAS 020615(1).docx ➢ Elan on Arsenal Residential Community, Arsenal Street, Watertown, Massachusetts. This project will entail the construction of 288 apartment units and 15,000± square feet (sf) of retail space to be located off Arsenal Street and Irving Street in Watertown, Massachusetts. ➢ Mixed-Use Development,Arsenal Street, Watertown, Massachusetts. This project will entail the construction of a 40,000 sf supermarket, 307 apartment units and 34,000+ sf of retail space to be located at 202 and 204 Arsenal Street and 70 Phillips Street in Watertown, Massachusetts. ➢ Proposed Hotel Development, Arsenal Street, Watertown, Massachusetts. This project will entail the construction of a 150-room limited service hotel to be located off Arsenal Street, Elm Street and Arlington Street in Watertown, Massachusetts. ➢ Mixed-Use Development, 60 Howard Street and 40 Bacon Street, Watertown, Massachusetts. This project will entail the construction of 65 apartment units, eight (8)commercial office units(6,530+sf), and 3,865+sf of restaurant space to be located at 60 Howard Street and 40 Bacon Street in Watertown,Massachusetts. ➢ Mixed-Use Development, 33 Mount Auburn Street, Watertown, Massachusetts. This project will entail the construction of 24 residential condominium units and 2,000+ sf of retail space to be located at 33 Mount Auburn Street in Watertown, Massachusetts. ➢ Proposed Hotel Development, Elm Street, Watertown, Massachusetts. This project entails the construction of a 102-room hotel located north of Arsenal Street. ➢ Proposed CVS Pharmacy,Mt. Auburn Street, Watertown, Massachusetts. This project entails the construction of a 14,000 sf pharmacy. ➢ Proposed Office Development, Grove Street, Watertown, Massachusetts. This project entails the construction of a 122,470 sf office building. ➢ Tufts Health Plan Expansion, Grove Street, Watertown, Massachusetts. This project entails the construction of a 58,200 sf of office space expansion. Traffic volumes associated with the aforementioned development projects by others were either estimated using trip-generation statistics published by the Institute of Transportation Engineers (ITE)6 for the appropriate land uses or were obtained from the traffic study conducted for the specific development, and were assigned onto the study area roadway network based on existing traffic patterns where no other information was available. In addition, Athena health is currently undertaking a comprehensive master planning and visioning effort with respect to the redevelopment of the Arsenal on the Charles located west of the Project site, and the current owners of the Arsenal Mall are contemplating a redevelopment of the mall property. Neither of these projects have advanced to the point where definitive development plans have been prepared and submitted to the Town and, as such, they are not included in the future condition traffic volumes that form the basis of this assessment. No other developments were identified at this time that are expected to result in an increase in traffic within the study area beyond the general background traffic growth rate. 6Trip Generation,9th Edition;Institute of Transportation Engineers;Washington,DC;2012. C:\Users\gham\AppData\Loca]\MicrosoR\Windows\Temporary Intemet Files\Content.Outlook\MDOYPAY\TIAS 020615(1}docx General Background Traffic Growth Traffic-volume data compiled by MassDOT from permanent count stations and historic traffic counts in the area were reviewed in order to determine general background traffic growth trends. Based on a review of this data, it was determined that traffic volumes within the study area have generally decreased by approximately 2.8 percent. In order to provide a conservative (high) analysis scenario and a prudent planning condition for the Project, a higher than average 1.0 percent per year compounded annual background traffic growth rate was used in order to account for future traffic growth and presently unforeseen development within the study area. Planned Roadwav Improvements The Town of Watertown was contacted in order to determine if there are any planned roadway improvement projects expected to be completed within the study area. While traffic improvements are proposed further west of the project site, in conjunction with the proposed Arsenal Street mixed-use development at 202-204 Arsenal Street and 70 Phillips Street, only one specific improvement is planned along Arsenal Street within the study area outside of routine maintenance activities. A two-way bicycle facility is proposed to run along Arsenal Street from School Street to Arlington Street. No-Build Traffic Volumes The 2021 No-Build condition peak-hour traffic-volume networks were developed by applying the 1.0 percent per year compounded annual background traffic growth rate to the 2014 Existing peak-hour traffic volumes and then superimposing the peak hour traffic volumes associated with the identified specific development projects by others. The resulting 2021 No-Build condition weekday morning and evening peak-hour traffic-volume networks are shown on Figure 5 and Figure 6, respectively. PROJECT-GENERATED TRAFFIC Design year (2021 Build) traffic volumes for the study area roadways were determined by estimating Project-generated traffic volumes and assigning those volumes on the study roadways. The Project will entail the construction of 185,595 sf of office space at full build-out. In order to develop the traffic characteristics of the Project, trip-generation statistics published by the Institute of Transportation Engineers(ITE)' were used. ITE Land Use Code (LUC) 710, General Office Building, was used to develop the traffic characteristics for the office use. It should be noted that traffic from the existing building use will be eliminated, which will reduce the overall impact. Given the availability of public transportation services to the Project site(MBTA bus service)and the sidewalk network that links the Project to the nearby commercial opportunities in the area, it is expected that a portion of the trips generated by the Project will be made by public transportation or will include pedestrian/bicycle trips. However, in order to present a conservative (high) analysis scenario, no reduction to the ITE trip generation projections for the project were taken for either transit or pedestrian/bicycle trips. The anticipated trip generation characteristics of the project are summarized in Table 4. 7 Trip Generation,Ninth Edition;Institute of Transportation Engineers;Washington,DC;2012. C\Users\gham\AppData\Local\Microsoft\Windows\Temporary Intemet Files\ContenCOutfook\HDDOYPAY\TIAS 020615(1}docx r OW 1A 1� L,7 N� pi_56a a 49 MpUNT 794--* A rn 3 962 160-i • ti42'i Cli -► m - z M s;Q� o FT wa � �• �a�7 Q 'k 1 m F jp+n •--169 O 00 f 4-28 N n I�M �p >i r1 NICHOLS J �► -111 AVENUE 1 1• �" �4 458---* f, 473--* 1as� `1 I �f cod Nib 0 C 483-1, N N N PARKING LOT I SITE Z Z Z _mow =F o a C) a o ~ U w F-- J F--J� O O �W ofQw �Qw Z G ' Oo m� Q �� Quo � ti1�y P 3 a P5,� t4 Z68 N 247 O Ln 4-603 N O 4-679 M 01 N t-615 M r i31 'no o co N 562 M I� � 1 r105 ARSENAL 1 �► -9 1 �► r43 ) IL. 1646 YI 1 L. r74 STREET 2--3' 4 I �► 104� 4) 1 38� 4) 1 �► 44� 38� *) 1 r r* 1207� M n 1188� n o 896 It (0n 852� 107� „1 m n 40—'+ N 00 7- 35--,* N 773--► "— 20--j, w O Z Z of Z J Q Q LLJ Jj V10 (/7a> ZJ� F-Q QU Q�Q 0�> a O a Y • ul O , .`'Ilanasse &_Associates;`:%nc 2021 No-Build Weekday Morning 4 Peak Hour Traffic Volumes ro ro i Copyright ©2014 by VAL All Rlghte Reserved. w� ¢w 0 oD 515 L17 On w A t-935 A�g1}Fcid 9s `3 S r34 �131 1 gd �► 11 � r24 12� 41 OL}NS F�73�" 593­10-4 u (D 89�`► 43--i w O7 N C� z >7 sr a o o 3 < o m � 1 �o 1 oco *--317 4_115 n I� tto ` ro NICHOLS *--290 AVENUE •j 152--+ 32--+ 10- S7 COO 4i� `) 1 �f '�oqp NY/ 124-7j, n a^o 00 U) N 00 PARKING LOT [SITE w a 3 a o OJ F > UW 0_j �J3 C~7N [� aX � � 1rQw �Qw zO m t ~ g UJM> Jw Of� O Q L1 8 p a t-27 Ln t-291 0 w �1165 0 1` '1085 ")00r` f--875 a t_118 M M°068 1 It. r39 ARSENAL .) 11. r9 + -110 .j ► 4-863 4� 1 (.L7 STREET 2--# n1 � 13� � 1 � 90� 4) r ( V 138� 57� 4) rJ�� 830� 0)0 M 958—► n 0„0 758—+ )N,o 854� 109-0 M IM n 14-7j, 815-1- N M 00 29---+ �w a� ¢ a OZ zQr zJ?i QJQ O w w D w a W z J?� O Q a a V.anasse 8 Associates, Inc:- 2021 No-Build %41 6'sic4jr-09m ,4a i,: Weekday Evening Peak Hour Traffic Volumes Copyright ©2014 by VAL All Right.Reserved. Table 4 TRIP GENERATION SUMMARY Existing Use Office (Verizon Service Vehicle Trips Time Period Facility)a (185,000 sf)a Net Increase Average Weekday Daily Traffic 362 2,096 1,734 Weekday Morning Peak Hour: Entering 38 275 237 Exiting 5 38 33 Total 43 313 270 Weekday Evening Peak Hour., Entering 19 49 30 Exitina 23 237 214 Total 42 286 244 a Based upon November 2014 traffic counts b Based on ITE LUC 710,General Office Building for 185,000 sf As can be seen in Table 4, the Project is expected to generate approximately 1,734 additional vehicle trips on an average weekday (867 entering and 867 exiting), with 270 additional vehicle trips (237 entering and 33 exiting) during the weekday morning peak hour and 244 additional vehicle trips(30 entering and 214 exiting)during the weekday evening peak hour. TRIP DISTRIBUTION AND ASSIGNMENT The directional distribution of generated trips to and from the Project was determined based on a review of the existing volume networks. The general trip distribution is summarized in Table 5 and graphically depicted on Figure 7. The additional weekday morning and evening peak-hour traffic volumes expected to be generated by the Project were assigned onto the study area roadway network are shown on Figure 8 and Figure 9,respectively. Table 5 TRIP-DISTRIBUTION SUMMARY Direction Roadway (To/From) Percent Arsenal Street West 45 Bigelow Avenue North 15 Arsenal Street East 30 Arlington Street North 5 Mt.Auburn Street East 5 TOTAL 100 C\Users\gham\AppData\Local\MicrosoR\Windows\Temporary intemet Files\COntent.OutlookMDOYPAY\TIAS 020615(1):docx >OCO r y�� S$ r10% F�l}8u�� 5%1 V 5%--r r15% 4 15% MOUNT AW-il LO p , rq OFF �7 O ARTSAKH 4 STREET 15% Wrn qgQ 7 o c 1`9 rn N NICHOLS 1 `20% AVENUE 00 o Rp HILC PARKING LOT ISITE I J W = O Q O Q O ~ > U W J W �JW Z /:22 O Q 45% o 0 °IoARSENAL 4 tt0% �10 7RE T 45%—} 10%--* �� a� aJa r Ow LUD W7 a> ZJ� > V Waw H¢ QU Q p v):2> Q p a 0 0 Vanass fir&Assacla#®s, Inc Trip Distribution Map w c� Copyrlght ©2014 by VAL All Rights Reserved. rt OW D o� r rza a,uau�N z1► a ._e '1 f a) MOUNT 41'� r G Sr�0.TF ARTSAKH 4 STREET 1 Qp cro 1 mtE NICHOLS 1 -55 AVENUE 1 ez roc / o03 ) RQga iY1 W m PARKING LOT SITE In 275 Out 38 Total 313 L'iV ~ ca M a � oa o w f- > =LLJ o o w 1-- J l- w a A � o o w 55 �17 ARSENAL L. t27 �27 �27 L STREET 124- ► 124-4 I� 3—o. 3----l- 3-0, H Q H Q J Q J } OJw ln0 tna>LLJ ZJ3 <a QO Q�0, 0:2> o � W a o a Y N :Vanase&_'Assaclates _./nc: Site Generated Weekday Morning Peak Hour Traffic Volumes Copyright ©2014 by VAL All Rights Reserved. 0� r 00 o� r r5 A06QV'' —36 1{pUt i 7 C L ARTSAKH STREET Z ec, � 7 o 4i s' mm G�r2 1 N NICHOLS 1 j'1O AVENUE 1 r 47� COO GpC PARKING L0T SITE In 49 Out 237 Total 266 w � Q a JJ � > 0 o J� oJ� w wQ > wQ> GP � — 0 m V) ��� Ir 3 3 o Q C3 N � L10 *--107 ARSENAL ) J L5 4-5 5 �s '5 STREET 22—o 22- 23--+ 23--o. 23--* Hw � 07 ¢Z1r ZJ3i Q Q J> V)0 V):>LU W Q JW <Q QU Q 0 Of O Q � O a 0 w � � 0 W asse.A:Associates; /nc Site Generated Weekday Evening Peak Hour Traffic Volumes ro Copyright ©2014 by VAI. All Rights Reeenrod. FUTURE TRAFFIC VOLUMES—BUILD CONDITION The 2021 Build condition traffic-volume networks were developed by superimposing the traffic expected to be generated by the Project onto the 2021 No-Build traffic volumes. The 2021 Build condition weekday morning and evening peak-hour traffic-volume networks are graphically depicted on Figure 10 and Figure 11,respectively. A summary of peak-hour projected traffic-volume increases external to the study area that is the subject of this assessment is shown on Table 6. These volumes are based on the expected increases from the Project. Table 6 PEAK-HOUR TRAFFIC-VOLUME INCREASES Volume Percent 2021 2021 Increase Over Increase Over Location/Peak Hour No-Build Build No-Build No-Build Mt.Auburn Street, east of Arlington Street Weekday Morning 1,475 1,491 16 1.1 Weekday Evening 1,663 1,678 15 0.9 Mt.Auburn Street, west of Bigelow Avenue Weekday Morning 1,668 1,715 47 2.8 Weekday Evening 1,747 1,790 43 2.9 Arsenal Street, east of Arlington Street Weekday Morning 2,349 2,434 85 3.6 Weekday Evening 2,558 2,636 78 3.0 Arsenal Street, west of Talcott Avenue Weekday Morning 1,877 1,986 109 5.8 Weekday Evening 2,131 2,225 94 4.4 As shown in Table 6, Project-related traffic volume increases external to the study area are anticipated to range from 0.9 to 5.8 percent, with vehicle trip increases ranging from 15 to 109 vehicle trips during the peak periods. C:\Users\gham\AppData\Local\Microsoft\Windows\Temporary Internet Files\Content.OutlookMDOYPAY\TIAS 020615(1).docx Transportation I ZJ OW sz�4 W u 1(1, �1os AUBURN �aJ 'r s 70 A8 �+ 49 4�g r } T ` 1 794 Lon 1ND coo MOON 9s2-" 160- w 183Z N �► Alp, z�•� Ld rl m W 4 c c o 1 riDo �G h1Nma1 tea � NM�M `0 o 69 ° ° ° �111 II C (F r1 NICHOLS 1�► -55 AVENUE 1 L � ~S� r ? ,► y 458— Q 473-► 1 I 43� GQa�IQ m 1a5-. `) 1 �f �QAp NICC 491Z 00NN� In N —1 fT1 PARKING LOT o SITE In 275 Out 38 Total 313 ■ LLJ C� LLJ Q > z� � Qw Cyaw zN m w > w >z 3o 68 L4 rn o 4-91 L6 0o co M rnO2 ,AON MONo,Nro M N(0�616 �679 �642 "� � L31 82 ► r1O5 ARSENAL ► r9 ^ � i r43 n �► -666 ' 4 STREET 2� 197� E� 38- V 44� 38� 1300� 11as� a99— � asa- ► 107-0 r 40� N 00 7� non 35� N 775--► m M rn co 20--+ w r oW Ili 1wQ> Z-'� a LU s av C�CY in:Q> a Q�Ir 0 a m a , s V= sse=&Associates, Inc 2021 Build no Weekday Morning Peak Hour Traffic Volumes Copyright ©2014 by VAL All Rights R.--d. A� G1 OW Or 4 O s L4 L17 $'\ r1067 1�► 4-39 r�2h 12� 4)1 10 pu�T g73� 593--'v 9 m cwn — 707 N - c 1 m� �o t6 tn t11s �O F//o co 17 �ra u 290 �po 0 ,{ 4 }`0 NICHOLS 1 r*10,► AVENUE � 1 y st!; 15;� �'r� 120� a,> 42— I �� COp�qe yI( ill r-171 N a0°D� (n N N m PARKING LOT o SITE m In 49 Out 237 Total 286 Ld W LLJ=� o a o Q ~ > U W � J w �J w zS < 0 m N 1--< Of 1--� o Q8 Nt28 ,n t2 ro Ch M M01 ON �1256 O a, '1085 M00r, t-880 t318 so II69 ► r39 ARSENAL � ► j-9 4 i ► -110 J ► 1864 Y 1 �L7 STREET 2--+ 1 + 16� �► iF 90� T �► 133� 57� 4) r r r* 833� a,O M 958� M O M 781� M N m 874—► 109-0 rn n M 14Z 14� 111� �+ 835--+ N M m 29� W 0 W W D W Q W Z J J> V)0 In > W W Q F Q Q D Q Q O > Q O� O a ro 0 Van soclaes /nc 2021 Build Weekday Evening n Peak Hour Traffic Volumes m co i ao m Capyrlght©2014 by VAL All Rights Reserved. TRAFFIC OPERATIONS ANALYSIS Measuring existing and future traffic volumes quantifies traffic flow within the study area. To assess quality of flow, roadway capacity and vehicle queue analyses were conducted under Existing,No-Build, and Build traffic-volume conditions. Capacity analyses provide an indication of how well the roadway facilities serve the traffic demands placed upon them, with vehicle queue analyses providing a secondary measure of the operational characteristics of an intersection or section of roadway under study. METHODOLOGY Levels of Service A primary result of capacity analyses is the assignment of level of service to traffic facilities under various traffic-flow conditions.' The concept of level of service is defined as a qualitative measure describing operational conditions within a traffic stream and their perception by motor- ists and/or passengers. A level-of-service definition provides an index to quality of traffic flow in terms of such factors as speed, travel time, freedom to maneuver, traffic interruptions, comfort, convenience, and safety. Six levels of service are defined for each type of facility. They are given letter designations from A to F, with level-of-service (LOS) A representing the best operating conditions and LOS F representing congested or constrained operating conditions. Since the level of service of a traffic facility is a function of the traffic flows placed upon it, such a facility may operate at a wide range of levels of service, depending on the time of day, day of week, or period of year. 8The capacity analysis methodology is based on the concepts and procedures presented in the Highway Capacity Manual;Transportation Research Board;Washington,DQ 2010. C:\Users\gham\AppDataU.ocat\Microsoft\Windows\Temporary Intemet Files\Content Outlook\I-IDDOYPAY\TIAS 020615(1)docx Unsi nalized Intersections The six levels of service for unsignalized intersections may be described as follows; • LOSA represents a condition with little or no control delay to minor street traffic. • LOS B represents a condition with short control delays to minor street traffic. • LOS C represents a condition with average control delays to minor street traffic. • LOS D represents a condition with long control delays to minor street traffic. • LOS E represents operating conditions at or near capacity level, with very long control delays to minor street traffic. • LOS F represents a condition where minor street demand volume exceeds capacity of an approach lane,with extreme control delays resulting. The levels of service of unsignalized intersections are determined by application of a procedure described in the 2000 Highway Capacity Manual.9 Level of service is measured in terms of average control delay. Mathematically, control delay is a function of the capacity and degree of saturation of the lane group and/or approach under study and is a quantification of motorist delay associated with traffic control devices such as traffic signals and STOP signs. Control delay includes the effects of initial deceleration delay approaching a STOP sign, stopped delay, queue move-up time, and final acceleration delay from a stopped condition. Definitions for level of service at unsignalized intersections are also given in the 2000 Highway Capacity Manual. Table 7 summarizes the relationship between level of service and average control delay for two- way stop controlled and all-way stop controlled intersections. Table 7 LEVEL-OF-SERVICE CRITERIA FOR UNSIGNALIZED INTERSECTIONS$ Level-Of-Service by Volume-to-Capacity Ratio Average Control Delay v/c< 1.0 v/c> 1.0 (Seconds Per Vehicle) A F <10.0 B F 10.1 to 15.0 C F 15.1 to 25.0 D F 25.1 to 35.0 E F 35.1 to 50.0 F F >50.0 'Source: Highway Capacity Manual;Transportation Research Board;Washington,DC;2000 9Highway Capacity Manual;Transportation Research Board;Washington,DC;2010, C:\Users\gham\AppData\Local\Microsoft\Windows\Temporary Intemet Files\Content 0ut1ook\HDD0YPAY\T1AS 020615(1).docx finalized Intersections The six levels of service for signalized intersections may be described as follows: • LOSA describes operations with very low control delay; most vehicles do not stop at all. • LOS B describes operations with relatively low control delay. However, more vehicles stop than LOS A. • LOS C describes operations with higher control delays. Individual cycle failures may begin to appear. The number of vehicles stopping is significant at this level, although many still pass through the intersection without stopping. • LOS D describes operations with control delay in the range where the influence of congestion becomes more noticeable. Many vehicles stop and individual cycle failures are noticeable. • LOS E describes operations with high control delay values. Individual cycle failures are frequent occurrences. • LOS F describes operations with high control delay values that often occur with over- saturation. Poor progression and long cycle lengths may also be major contributing causes to such delay levels. Levels of service for signalized intersections are calculated using the operational analysis meth- odology of the 2000 Highway Capacity Manual. This method assesses the effects of signal type, timing, phasing, and progression; vehicle mix; and geometrics on delay. Level-of-service desig- nations are based on the criterion of control or signal delay per vehicle. Control or signal delay is a measure of driver discomfort, frustration, and fuel consumption, and includes initial decel- eration delay approaching the traffic signal, queue move-up time, stopped delay and final accel- eration delay. Table 8 summarizes the relationship between level of service and control delay. The tabulated control delay criterion may be applied in assigning level-of-service designations to individual lane groups,to individual intersection approaches, or to entire intersections. Table 8 LEVEL-OF-SERVICE CRITERIA FOR SIGNALIZED INTERSECTIONSa Control(Signal) Level of Service Delay Per Vehicle(Seconds) A _<10.0 B 10.1 to 20.0 C 20.1 to 35.0 D 35.1 to 55.0 E 55.1 to 80.0 F >80.0 'Source: Highway Capacity Manual; Transportation Research Board; Washington,DC;2000;page 16-2. C\Users\gham\AppData\Local\Microsoft\Windows\Temporary Internet Files\Content,Outlook\HDDOYPAY\TIAS 020615(1}docx ANALYSIS RESULTS Level-of-service and vehicle queue analyses were conducted for 2014 Existing, 2021 No-Build and 2021 Build conditions for the intersections within the study area. The results of the intersection capacity analyses are summarized for unsignalized intersections in Table 9, and signalized intersections in Table 10,with the detailed analysis results presented in the Appendix. Table 9 UNSIGNALIZED INTERSECTION LEVEL-OF-SERVICE SUMMARY 2014 Existing 2021 No-Build 2021 Build Unsignalized Intersection/Peak Hour/Movement Demand' Delay" LOS' Demand Delay LOS Demand Delay LOS Nichols Avenue at Bigelow Avenue and Site Drive Weekday Morning: Site Drive NB LT/TH/RT — — -- 18 20,1 C Bigelow Avenue SB LT/TH/RT 306 >50 F 328 >50 F 397 >50 F Weekday Evening: Site Drive NB LT/TH/RT - - 107 14.3 B Bigelow Avenue SB LT/TH/RT 76 12.7 B 82 13.4 B 94 19.1 C Nichols Avenue at Elton Avenue Weekday Morning. Parking Lot NB LT/TH/RT 20 15.3 C 20 16.4 C 20 16.4 C Elton Avenue SB LT/TH/RT 106 20.3 C 114 23.8 C 114 23.8 C Weekday Evening: Parking Lot NB LT/TH/RT 6 11.1 B 6 11.5 B 6 11.5 B Elton Avenue SB LT/TH/RT 35 10.8 B 38 11.2 B 38 11.2 B Mt Auburn Street at Elton Avenue Weekday Morning: Mt.Auburn Street WB LT 46 1.7 A 49 2.2 A 49 2.3 A Weekday Evening: Mt.Auburn Street WB LT 22 0.7 A 24 1.2 A 24 1.2 A Arlington Street at Grove Street Weekday Morning: Arlington Street NB LT 160 >50 F 182 >50 F 182 >50 F Arlington Street NB RT 93 22.6 C III 28A D 111 28.4 D Weekday Evening: Arlington Street NB LT 238 >50 F 270 >50 F 270 >50 F Arlington Street NB RT 13 9.6 A 15 9.9 A 15 9.9 A 'Demand in vehicles per hour. "Average control delay per vehicle(in seconds). 'Level-of-Service. °Queue length in vehicles. NB=northbound;SB=southbound;EB=eastbound;WB=westbound;LT=left-turning movements;TH=through movements;RT= right-turning movements. NC=not calculated. C:\Users\gham\AppData\Local\Microsoft\Windows\Temporary Intemet Files\Content Outlook%MDOYPAY\TIAS 020615(1)docx Table 10 SIGNALIZED INTERSECTION LEVEL-OF-SERVICE SUMMARY 2014 Existing 2021 No-Build 2021 Build Signalized Intersection/Peak Hour/Movement V/Ca Delayb LOS` V/C Delay LOS V/C Delay LOS Arsenal Street at Arlington Street, Coolidge Avenue and the Arsenal Mall driveway Weekday Morning: Arsenal Street EB LT 0.63 52.6 D 0.72 60.7 E 0.72 60.9 E Arsenal Street EB TH/RT 0.59 31.3 C 0.75 37.5 D 0.76 37.9 D Arsenal Street WB LT 0.52 52.4 D 0.53 55.2 E 0.53 55.6 E Arsenal Street WB TH/RT 0.77 39.7 D 0.99 67.3 E 1.08 >80 F Arsenal Mall Driveway NB LT/TH 0.31 43.9 D 0.34 46.6 D 0.34 46.9 D Arsenal Mall Driveway NB RT 0.05 43.8 D 0.35 46.1 D 0.35 46.3 D Coolidge Avenue SB LT/TH/RT 0.72 54.9 D 0.78 62,5 E 0.78 62.7 E Arlington Street SB LT/TH/RT 0.80 43.0 D 0.83 45.7 D 0.83 45.6 D Overall 0.80 40.7 D 0.91 51.9 D 0.95 61.0 E Weekday Evening: Arsenal Street EB LT 0.66 56.4 E 0.71 61.0 E 0.72 62.8 E Arsenal Street EB TH/RT 0.57 31.5 C 0.73 37.8 D 0.77 40.2 D Arsenal Street WB LT 0.54 58.6 E 0.55 61.8 E 0.56 62.8 E Arsenal Street WB TH/RT 0.92 54.4 D 1.23 >80 F 1.27 >80 F Arsenal Mall Driveway NB LT/TH 0.75 67.5 E 0.78 75.1 E 0.80 79.8 E Arsenal Mall Driveway NB RT 0.44 48.8 D 0.45 50.9 D 0.45 52.0 D Coolidge Avenue SB LT/TH/RT 0.68 56.8 E 0.75 65.3 E 0.77 68.6 E Arlington Street SB LT/TH/RT 0.76 55.2 E 0.83 59.8 E 0.86 61.1 E Overall 0.77 49.1 D 0.91 >80 F 0.93 >80 F Arsenal Street at the Watertown Mall driveway Weekday Morning: Arsenal Street EB LT 0.24 27.4 C 0.24 27.4 C 0.24 27.4 C Arsenal Street EB TH 0.28 2.0 A 036 2.2 A 0.36 2.2 A Arsenal Street WB TH 0.28 6.4 A 0.33 6.7 A 0.34 6,7 A Arsenal Street WB RT 0.02 5.3 A 0.02 5.3 A 0.02 5.3 A Watertown Mall Driveway SB LT 0.13 28.8 C 0.13 28.8 C 0.13 28.8 C Watertown Mall Driveway SB RT 0.04 28.3 C 0.04 28.3 C 0.04 28.3 C Overall 0.29 6.0 A 0.37 5.8 A 0.38 5.8 A Weekday Evening: Arsenal Street EB LT 0.56 37.1 D 0.59 45.0 D 0.59 40.5 D Arsenal Street EB TH 0.31 5.7 A 0.41 7.7 A 0.42 7.8 A Arsenal Street WB TH 0.41 14.4 B 0.58 18.4 B 0.58 18.4 B Arsenal Street WB RT 0.08 I L9 B 0.09 13.7 B 0.09 13.7 B Watertown Mall Driveway SB LT 0.57 35.9 C 0.58 37.9 D 0.58 37.9 D Watertown Mall Driveway SB RT 0.15 31.0 D 0.15 32.9 C 0.15 32.9 C Overall 0.45 16.4 B 0.53 18.2 B 0.53 18.1 B See notes at end of table. C:\Users\gham\AppDataU.ocal\Microsoft\Windows\Temporary Intemet Files\Content Outlook\HDDOYPAY\TIAS 020615(1)docx Table 10(Continued) SIGNALIZED INTERSECTION LEVEL-OF-SERVICE SUMMARY 2014 Existing 2021 No-Build 2021 Build Signalized Intersection/Peak Hour/Movement V/Ca Delayb LOS` V/C Delay LOS V/C Delay LOS Arsenal Street at Arsenal Court and Birch Street Weekday Morning: Arsenal Street EB LT/TH/RT 0.49 2.5 A 0.59 3.1 A 0.74 4.9 A Arsenal Street WB LT/TH/RT 0.29 1.9 A 0.34 2.0 A 0.34 1.9 A Arsenal Court NB LT/TH/RT 0.02 28.8 C 0.02 28.8 C 0.02 29.9 C Birch Street SB LT 0.30 31.1 C 0.30 31.1 C 0.22 31.4 C Birch Street SB TH/RT 0.03 28.9 C 0.03 28.9 C 0.03 29.9 C Overall 0.49 3.6 A 0.59 3.8 A 0.72 4.7 A Weekday Evening: Arsenal Street EB LT/TH/RT 0.34 3.7 A 0.42 4.0 A 0.43 4.2 A Arsenal Street WB LT/TH/RT 0.39 3.9 A 0.50 4.4 A 0.51 4.5 A Arsenal Court NB LT/TH/RT 0.02 30.5 C 0.02 30.5 C 0.03 29.2 C Birch Street SB LT 0.60 40.0 D 0.60 40.0 D 0.75 51.3 D Birch Street SB TH/RT 0.07 30.8 C 0.07 30.8 C 0.14 29.8 C Overall 0.40 7.1 A 0.49 6.9 A 0.51 8.5 A Arsenal Street at Talcolt Avenue and Private Driveway Weekday Morning. Arsenal Street EB LT/TH/RT 0.45 4.4 A 0.55 5.1 A 0.59 5.3 A Arsenal Street WB LT/TH/RT 0.44 4.4 A 0.55 5.2 A 0.57 5.4 A Talcott Avenue NB LT/TH 0.12 26.5 C 0.12 26.7 C 0.12 27.1 C Talcott Avenue NB RT 0.07 26.2 C 0.07 26.4 C 0.07 26.8 C Private Driveway SB LT/TH/RT 0.01 25.9 C 0.01 26.1 C 0.01 26.4 C Overall 0.44 6.1 A 0.52 6.5 A 0.56 6.7 A Weekday Evening: Arsenal Street EB LT/TH/RT 0.31 6.7 A 0.39 6.9 A 0.40 6.9 A Arsenal Street WB LT/TH/RT 0.52 8.1 A 0.64 9.4 A 0.69 10.1 B Talcott Avenue NB LT/TH 0.47 29.7 C 0.48 31.1 C 0.48 31.1 C Talcott Avenue NB RT 0.14 26.7 C 0.14 27.9 C 0.14 27.9 C Private Driveway SB LT/TH/RT 0.01 25.8 C 0.01 27.0 C 0.01 27.0 C Overall 0.52 10.7 B 0.62 11.0 B 0.66 11.4 B See notes at end of table. C:\Users\gham\AppData\LocalMicrosoft\Windows\Temporary Internet Files\Content-Outlook\I-[DDOYPAY\TIAS 020615(1).docx Table 10(Continued) SIGNALIZED INTERSECTION LEVEL-OF-SERVICE SUMMARY 2014 Existing 2021 No-Build 2021 Build Signalized Intersection/Peak Hour/Movement V/Ca Delayb LOS` V/C Delay LOS V/C Delay LOS Arlington Street at Nichols Avenue and Coolidge Hill Road/Crawford Street Weekday Morning. Nichols Avenue EB LT/TH 1.03 >80 F 1.18 >80 F 1.18 >80 F Nichols Avenue EB RT 0.30 18.7 B 0.32 20.6 C 0.33 20.5 C Coolidge Hill Road WB LT/TH/RT 0.64 46.0 D 0.76 59.7 E 0.75 58.8 E Arlington Street NB LT 0.16 18.6 B 0.18 19.8 B 0.33 21.3 C Arlington Street NB TH/RT 0.37 16.5 B 0.45 16.8 B 0.45 16.5 B Arlington Street SB LT 1.00 >80 F 1.12 >80 F 1.06 >80 F Arlington Street SB TH/RT 0.89 45.5 D 0.88 42.9 D 0.88 41.6 D Overall 0.76 42.6 D 0.82 51.1 D 0.82 49.4 D Weekday Evening: Nichols Avenue EB LT/TH 0.49 38.8 D 0.45 39.6 D 0.45 39.6 D Nichols Avenue EB RT 0.08 20.3 C 0.08 22.4 C 0.12 22.7 C Coolidge Hill Road WB LT/TH/RT 0.61 34.8 C 0.71 41.1 D 0.71 41.1 D Arlington Street NB LT 0.48 21.7 C 0.59 27.5 C 0.61 28.1 C Arlington Street NB TH/RT 0.42 17.9 B 0.47 19.6 B 0.47 19.6 B Arlington Street SB LT 0.74 >80 F 0.75 >80 F 0.75 >80 F Arlington Street SB TH/RT 0.81 38.3 D 0.87 44.1 D 0.87 44.1 D Overall 0.63 29.3 C 0.70 33.8 C 0.71 33.5 C Mt Auburn Street at Bigelow Street and Kimball Road Weekday Morning- Mt.Auburn Street EB LT/TH/RT 0.51 19.0 B 0.64 21.5 C 0.64 21.6 C Mt.Auburn Street WB LT/TH/RT 0.53 19.8 B 0.67 23.2 C 0.77 27.1 C Bigelow Avenue NB LT/TH/RT 0.46 45.0 D 0.53 47.7 D 0.60 51.4 D Kimball Road SB LT/TH/RT 0.81 65.0 E 0.91 >80 F 0.92 >80 F Overall 0.45 26.7 C 0.54 30.3 C 0.59 32.1 C Weekday Evening: Mt.Auburn Street EB LT/TH/RT 0.40 17.4 B 0.48 18.6 B 0.48 18.6 B Mt.Auburn Street WB LT/TH/RT 0.56 19.9 B 0.71 23.5 C 0.73 23.9 C Bigelow Avenue NB LT/TH/RT 1.08 >80 F 1.32 >80 F 1.58 >80 F Kimball Road SB LT/TH/RT 0.07 36.9 D 0.07 37.0 D 0.07 37.0 D Overall 0.51 36.9 D 0.64 55.3 E 0.70 >80 F See notes at end of table. C:\Users\gham\AppData\Local\Microsoft\Windows\Temporary Internet Files\Content 0Ut1ook\HDD0YPAY\T1AS 020615(1)docx Table 10(Continued) SIGNALIZED INTERSECTION LEVEL-OF-SERVICE SUMMARY 2014 Existing 2021 No-Build 2021 Build Signalized Intersection/Peak Hour/Movement V/C' Delayb LOS` V/C Delay LOS V/C Delay LOS Mt.Auburn Street at Arlington Street Weekday Morning: Mt.Auburn Street EB LT 0.41 47.3 D 0.71 71.8 E 0.74 75.9 E Mt.Auburn Street EB TH/RT 1.34 >80 F 1.86 >80 F 1.87 >80 F Mt.Auburn Street WB LT 0.72 29.2 C 0.87 42.8 D 0.87 42.8 D Mt.Auburn Street WB TH/RT 0.32 20.7 C 0.36 21.2 C 0.37 21.3 C Arlington Street NB LT/TH/RT 0.80 39.5 D 1.00 73.5 E 1.00 73.0 E Arlington Street SB LT/TH/RT 0.93 47.9 D 1.06 >80 F 1.08 >80 F Overall 0.98 >80 F 1.19 >80 F 1.20 >80 F Weekday Evening: Mt.Auburn Street EB LT 0.31 35.3 D 0.56 45.3 D 0.63 49.4 D Mt.Auburn Street EB TH/RT 0.62 37.6 D 0.74 40.8 D 0.75 40.9 D Mt.Auburn Street WB LT 0.54 24.1 C 0.64 26.6 C 0.65 26.7 C Mt.Auburn Street WB TH/RT 0.41 23.7 C 0.46 22.5 C 0.46 22.4 C Arlington Street NB LT/TH/RT 1.51 >80 F 2.16 >80 F 2.18 >80 F Arlington Street SB LT/TH/RT 0.54 27.9 C 0.75 35.8 D 0.75 36.4 D Overall 1.08 >80 F 1.41 >80 F 1.41 >80 F Arsenal Street at Arsenal Mall driveway and Watertown Mall Driveway Weekday Morning: 0.18 33.2 C 0.18 33.2 C 0.18 33.2 C Arsenal Street EB LT 0.44 14.1 B 0.56 15.6 B 0.57 15.6 B Arsenal Street EB TH 0.02 11.1 B 0.02 11.1 B 0.02 11.1 B Arsenal Street EB RT 0.22 33.5 C 0.22 33.5 C 0.22 33.5 C Arsenal Street WB LT 0.36 13.9 B 0.44 14.8 B 0.46 15.1 B Arsenal Street WB TH/RT 0,20 26.8 C 0.20 26.8 C 0.20 26.8 C Arsenal Mall Driveway NB LT/TH 0.02 25.3 C 0.02 25.3 C 0.02 25.3 C Arsenal Mall Driveway NB RT 0.06 25.6 C 0.06 25.6 C 0.06 25.6 C Watertown Mall Driveway SB LT/TH/RT 0.35 16.2 B 0.43 16.9 B 0.43 16.9 B Overall Weekday Evening: 0.31 35.0 C 0.31 35.0 C 0.31 35.0 C Arsenal Street EB LT 0.47 22.5 C 0.61 24.6 C 0.63 24.9 C Arsenal Street EB TH 0.08 18.7 B 0.10 18.9 B 0.10 19.0 B Arsenal Street EB RT 0.30 31.8 C 0.30 31.8 C 0.30 31.8 C Arsenal Street WB LT 0.46 20.6 C 0.62 23.4 C 0.62 23.5 C Arsenal Street WB TH/RT 0.63 34.0 C 0.63 34.0 C 0.63 34.0 C Arsenal Mall Driveway NB LT/TH 0.13 26.6 C 0.13 26.6 C 0.13 26.6 C Arsenal Mall Driveway NB RT 0.06 26.0 C 0.06 26.0 C 0.06 26.0 C Watertown Mall Driveway SB LT/TH/RT 0.50 24.5 C 0.58 25.7 C 0.58 25.8 C 'Volume-to-capacity ratio. bControl(signal)delay per vehicle in seconds. `Level-of-Service. °Queue length in vehicles. NB=northbound;SB=southbound;EB=eastbound;WB=westbound;LT=left-turning movements;TH=through movements;RT=right- turning movements. C:\Users\gham\AppData\Local\Microsoft\Windows\Temporary Internet Files\Content Outlook\HDDOWAY\TIAS 020615(1).docx Unsienalized Intersections Overall the project will add traffic to unsignalized locations within the study area. However, the project will not significantly change any levels of service in the area. The site driveway exiting traffic is projected to operate at LOS C during the weekday morning peak hour and LOS B during the weekday evening peak hour. Sienalized Intersections As a result of the proposed development, most levels of service will remain the same when comparing No-Build and Build conditions. The two exceptions are the morning peak hour at the Arsenal Street intersection with Arlington Street/Coolidge Street/Arsenal Mall Driveway and the evening peak hour at the Mt.Auburn intersection with Bigelow Avenue/Kimball Road. Measures to improve signalized operation are presented below. Based upon the above signalized analysis, four locations have been identified where modifications to the signal timings or phasing can be implemented to improve traffic operations. These locations are identified below: 1) Arsenal Street at Arsenal Court and Birch Street Birch Street provides the primary access and egress to the project. In order to provide improved traffic operations, is it recommended that the traffic signal phasing be modified to include an eastbound advance phase to better accommodate left turning traffic into Birch Street. 2) Arlington Street at Nichols Avenue and Coolidge Hill Road/Crawford Street This intersection accommodates a southbound lead phase for Arlington Street. With peak hour left turning traffic of less than 20 vehicles, it is recommended that this phase be eliminated. 3) Mt.Auburn Street at Bigelow Avenue and Kimball Road With additional traffic travel along Bigelow Avenue as a result of the project, signal timing optimization is recommended to better allocate the green time. 4) Arsenal Street at Arlington Street/Coolidge Avenue/Arsenal Mall Driveways Optimization of the traffic signal timings should help to improve overall traffic operations. Table 11 summarizes the mitigated level-of-service analysis with these proposed changes implemented. As shown, improved traffic operation will result with these changes implemented. 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MU WUwgw b � c-a o,ot-00000a, r 0v -W)) qCD .w ,otnoOM00 I z Q Nv�i� t kn MN7N 7M -06 N 00 Mtn a x a N - o CD 00 N t- N � :- 0000 R ;o 70[� Wn � t� 00r lam O �a y o — O O O O— 0 0 O O O O O O O O O Cl— 0 0 U3 � F y VV ZS F. 0 II p tl F N � F x �ZZon .. o C e b ` r C .� A W a d �° dd ,x, aaca > QQ � ❑ ❑ cc da drx Baia V d v 000o —W � 0000 — L`W�a3 oa0 F o0cTn5u�n�noa oovTnTnSn�u� � ? 000� � gam. 0 �zzU 0 oO1Z ,ZU � ¢y ¢� ¢y0 -0 o m �40> v aCi�t 3 Cd 0 A a 6 s E .c 00 7 U CONCLUSIONS AND RECOMMENDATIONS CONCLUSIONS VAI has completed a detailed assessment of the potential impacts on the transportation infrastructure associated with the proposed construction of a 185,595 sf office building to be located off Birch Street and Nichols Avenue in Watertown, Massachusetts. The following specific areas have been evaluated as they relate to the Project: i) access requirements; ii)potential off-site improvements; and iii) safety considerations; under existing and future conditions, both with and without the Project. Based on this assessment, we have concluded the following with respect to the Project: 1. The Project is expected to generate approximately 1,734 additional vehicle trips (867 entering and 867 exiting) on an average weekday, with 270 additional vehicle trips (237 entering and 33 exiting) during the weekday morning peak hour and 244 additional vehicle trips(30 entering and 214 exiting)during the weekday evening peak hour; 2. The Project will add traffic to the area, but will not have a significant impact (increase) on motorist delays or vehicle queuing over anticipated future conditions without the Project(No-Build conditions), with the proposed mitigation implemented; 3. All study area locations exhibited motor vehicle crash rates that fall below MassDOT's average crash rate for both signalized and unsignalized intersections; and 4. Lines of sight to and from the Project site driveway with Nichols Avenue exceed the required minimum distance as set forth by State and Federal Standards for the intersections to operate in a safe and efficient manner. Based on the above, VAI has concluded that the Project can be safely accommodated with the implementation of a comprehensive mitigation plan as recommended below. C\Users\gham\AppData\Local\Microsott\Windows\Temporary Inleme[Files\Contenf.Ouflook\HDDOYPAY\TIAS 020615(1).docx RECOMMENDATIONS A detailed transportation improvement program has been developed that is designed to minimize the project impact to the area, while providing safe and efficient access to the Project site and address any deficiencies identified at off-site locations evaluated in conjunction with this study. The key elements to the transportation improvement program include 1) site access; 2)promotion of alternative modes of travel; and 3) off-site improvements. These elements are summarized below. Proiect Access Access to the Project site is anticipated to be provided by way of two (2) driveways as follows: a full access driveway onto Birch Street at Arsenal Street and a full access driveway (restricted turns to and from the west)onto Nichols Avenue opposite Bigelow Avenue. Birch Street Driveway The primary access and egress will be provided via the existing extension of Birch Street which is signalized at the intersection of Arsenal Street. The driveway should be a minimum of 24 feet wide with directional signage at the entrance for deliveries, parking and drop-offs. Nichols Avenue Driveway This secondary driveway should be a minimum of 24 feet wide under STOP-sign control. In addition,the following is recommended: ➢ Signage should be installed to No-Left-Turn-Out and No-Right-Turn-In to minimize the impact to the west of Nichols Avenue and the Armenian Center. ➢ Signs and landscaping should be set back as to not impact sight distances. Promotion of Alternative Modes of Travel A key design element of this project is the proximity to the Greenway Rail Trail which is a multi- use path. The project proponent is committed to the promotion of bicycle, pedestrian and transit modes of travel. In addition, a comprehensive Travel Demand Management Program has been established to reduce single occupant vehicles. These elements are summarized below: Bicycle The following measures are recommended to support bicycle travel to and from the site. ➢ The main southern entrance and courtyard area will face and connect with paths to the Greenway Rail Trail; ➢ Area bicycle maps will be posted on-site at convenient locations; ➢ Provide bicycle parking outside and also in a secured covered area; ➢ Provide inside bicycle repair space; ➢ Provide on-site shower facilities; C:\Users\gham\AppData\Local\Microsoft\Windows\Temporary Intemet Files\Content.Outlook\HDDOYPAY\TIAS 020615(1).docx ➢ Tenant website to provide bicycle maps and information. Pedestrian The project site will take advantage of the area pedestrian network and connections to nearby uses. The following will be implemented: ➢ Pedestrian connection from the site to the Greenway Rail Trail; ➢ Sidewalk connection to Nichols Avenue; ➢ Install a crosswalk across Nichols Avenue to Bigelow Avenue; ➢ Install sidewalk along the Nichols Avenue site frontage; ➢ Tenant website to provide area pedestrian maps and connections to transit and area businesses. Transit MBTA bus service is provided along both Mt. Auburn Street and Arsenal Street which is a short distance from the project site. In order to promote transit usage,the following is recommended: ➢ Transit schedule and links to the MBTA web site will be included on the tenant websites; ➢ Transit maps will be provided in the lobby; ➢ Tenants will be encouraged to provide transit subsidies; ➢ Enhance pedestrian connections to Mt. Auburn Street bus stop with sidewalks and crosswalks. Transportation Demand ManaLyement The following Transportation Demand Management(TDM)measures will be implementation as a part of the Project in an effort to reduce the overall number of automobile trips in the area and to integrate the Project into the available transportation resources. ➢ Assign an on-site Transportation Coordinator to oversee TDM policies; ➢ Post information regarding public transportation services, maps, schedules and fare information in a central location; ➢ Provide preferential parking for alternatively fueled vehicles and for car/vanpools by employees of the project; ➢ Provide car charging stations; ➢ Provide car-share spaces; ➢ Offer direct deposit for employee paychecks; ➢ Provide a shower,changing room and locker facility for employees; C\Users\gham\AppData\Loca1\Microsoft\Windows\Temporary Internet Files\Content_Outlook\HDDOYPAY\TIAS 020615(1).docx ➢ Require tenants to provide a "Welcome Package" for employees detailing Off-Site Improvements. Off-Site Imarovements Four locations have been identified where modifications to the signal timings or phasing can be implemented to improve traffic operations. These locations are identified below: 1) Arsenal Street at Arsenal Court and Birch Street Birch Street provides the primary access and egress to the project. In order to provide improved traffic operations, is it recommended that the traffic signal phasing be modified to include an eastbound advance phase to better accommodate left turning traffic into Birch Street. 2) Arlington Street at Nichols Avenue and Coolidge Hill Road/Crawford Street This intersection accommodates a southbound lead phase for Arlington Street. With peak hour left turning traffic of less than 20 vehicles, it is recommended that this phase be eliminated. 3) Mt.Auburn Street at Bigelow Avenue and Kimball Road Signal timing optimization is recommended to better allocate the green time. 4) Arsenal Street at Arlington Street/Coolidge Avenue/Arsenal Mall Driveways Optimization of the traffic signal timings should help to improve overall traffic operations. Transaortation Monitoring Program Following the first two years of project occupancy,the project proponent will annually monitor conditions at the project. The two reports will be submitted to the Town and will include the following: ➢ Weekday morning (7:00 to 9:00 AM) and weekday (4:00 to 6:00 PM) evening traffic counts at the site driveways; ➢ Parking accumulation surveys(8:00 AM—5:00 PM)within the parking lots; ➢ Surveys of employee mode shares to work; ➢ Bicycle usage to and from the site. This information will help document the traffic increases,distribution and mode share to work. With implementation of the above recommendations, safe and efficient access will be provided to the Project site and the Project can be accommodated with minimal impact to the surrounding transportation system. C:\Users\gham\AppDa[a\Local\Microsoft\Windows\Temporary In[emet Files\Con[en[.OuNook\HDDOYPAY\TIAS 020615(1).docx