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HomeMy Public PortalAboutMPSP-Traffic Impact Assessment Transportation impact Assessment ARSENAL PROJECT Watertown, Massachusetts Prepared for: Boylston Properties Boston, Massachusetts Transportation Engineers & Planners 35 1V.w Englan[1 Business Center Drive Suite 140 Andover, MA 01810-1066 TRANSPORTATION IMPACT ASSESSMENT THE ARSENAL PROJECT WATERTOWN, MASSACHUSETTS Prepared for: Boylston Properties Boston, Massachusetts August 2016 Prepared by; VANASSE &ASSOCIATES, INC. 35 New England Business Center Drive Suite 140 Andover, MA 01810 (978) 474-8800 www.rdva.com Copyright C 2016 by VAI All Rights Reserved CONTENTS EXECUTIVE SUMMARY............................................................................................................. 1 Recommendations.............................................................................................................. 2 INTRODUCTION...........................................................................................................................7 ProjectDescription..................................................... .......................................................7 StudyMethodology............................................................................................................7 EXISTINGCONDITIONS ............................................................................................................. 9 Pedestrian and Bicycle Facilities......................................................................................28 PublicTransportation....................................................................................................... 30 Spot Speed Measurements................................................................................................ 30 MotorVehicle Crash Data................................................................................................ 31 FUTURE CONDITIONS .............................................................................................................. 35 FutureTraffic Growth ...................................................................................................... 35 Project-Generated Traffic................................................................................................. 41 Future Traffic Volumes-Build Condition....................................................................... 45 TRAFFIC OPERATIONS ANALYSIS ........................................................................................ 47 Methodology..................................................................................................................... 47 AnalysisResults............................................................................................................... 50 CONCLUSIONS AND RECOMMENDATIONS........................................................................ 79 Conclusions...................................................................................................................... 79 Recommendations............................................................................................................ 80 G:\7319 Watertown\ReportsMA 082416.docx FIGURES No. Title 1 Site Location Map 2 Roadway Jurisdiction Map 3 Study Area Map 4 2016 Existing Weekday Morning Peak-Hour Traffic Volumes 4A 2016 Existing Weekday Morning Peak-Hour Traffic Volumes—Arlington Street 5 2016 Existing Weekday Evening Peak-Hour Traffic Volumes 5A 2016 Existing Weekday Evening Peak-Hour Traffic Volumes—Arlington Street 6 2016 Existing Saturday Midday Peak-Hour Traffic Volumes 6A 2016 Existing Saturday Midday Peak-Hour Traffic Volumes—Arlington Street 7 2016 Existing Saturday Evening Peak-Hour Traffic Volumes 8 2023 No-Build Weekday Morning Peak-Hour Traffic Volumes 8A 2023 No-Build Weekday Morning Peak-Hour Traffic Volumes—Arlington Street 9 2023 No-Build Weekday Evening Peak-Hour Traffic Volumes 9A 2023 No-Build Weekday Evening Peak-Hour Traffic Volumes—Arlington Street 10 2023 No-Build Saturday Midday Peak-Hour Traffic Volumes l0A 2023 No-Build Saturday Midday Peak-Hour Traffic Volumes—Arlington Street 11 2023 No-Build Saturday Evening Peak-Hour Traffic Volumes G:\7319 Wa[ertow\Reports\T]A 082416.docx FIGURES (Continued) No. Title 12 Trip-Distribution Map(Residential) 13 Trip-Distribution Map(Retail) 14 Site-Generated Weekday Morning Peak-Hour Traffic Volumes 14A Site-Generated Weekday Morning Peak-Hour Traffic Volumes—Arlington Street 15 Site-Generated Weekday Evening Peak-Hour Traffic Volumes 15A Site-Generated Weekday Evening Peak-Hour Traffic Volumes—Arlington Street 16 Site-Generated Saturday Midday Peak-Hour Traffic Volumes 16A Site-Generated Saturday Midday Peak-Hour Traffic Volumes 17 Site-Generated Saturday Evening Peak-Hour Traffic Volumes 18 2023 Build Weekday Morning Peak-Hour Traffic Volumes 18A 2023 Build Weekday Morning Peak-Hour Traffic Volumes—Arlington Street 19 2023 Build Weekday Evening Peak-Hour Traffic Volumes 19A 2023 Build Weekday Evening Peak-Hour Traffic Volumes—Arlington Street 20 2023 Build Saturday Midday Peak-Hour Traffic Volumes 20A 2023 Build Saturday Midday Peak-Hour Traffic Volumes—Arlington Street 21 2023 Build Saturday Evening Peak-Hour Traffic Volumes 22 Conceptual Improvement Plan 23 Greenough Boulevard Potential Connection to Proposed Site Driveway G17319 Wa[ertown\ReportsMA 082416,docx FIGURES (Continued) No. Title 24 Site Access and Mitigation 25 Bicycle Improvement Plan 26 Pedestrian Improvement Plan GA7319 Watertown\ReportsMA 082416,docx TABLES No. Title 1 Study Area Intersections 2 2016 Existing Traffic Volumes 3 Vehicle Travel Speed Measurements 4 Motor Vehicle Crash Data Summary 5 Trip-Generation Summary 6 Trip-Distribution Summary—Residential 7 Trip-Distribution Summary—Retail 8 Peak-Hour Traffic Volume Increases 9 Level-of-Service Criteria for Unsignalized Intersections 10 Level-of-Service Criteria for Signalized Intersections 11 Signalized Intersection Level-of-Service and Vehicle Queue Summary 12 Unsignalized Intersection Level-of-Service and Vehicle Queue Summary 13 Mitigated Signalized Intersections GA7319 Watertown\ReportATiA 082416.docx EXECUTIVE SUMMARY Vanasse & Associates, Inc. (VAI) has conducted a Transportation Impact Assessment (TIA) in support of The Arsenal Project which is a mixed-use commercial and residential development to be located off Arsenal Street in Watertown, Massachusetts(hereafter referred to as the"Project"). The proposed development program is consistent with the recent Town rezoning and the transportation study reviews the impacts of the development program as part of the Master Plan Special Permit Process. The existing Arsenal Mall includes 249,362 sf of retail space, a 52,847 sf medical office building and approximately 8,000 sf of restaurant space. The proposed redevelopment will include 221,500 sf of retail space (a slight decrease), 52,847 sf medical office building to remain, 48,000 sf of restaurant space, a 16-lane bowling alley, an 8-screen movie theater, a 25,000 sf supermarket and up to 500 apartment units. This assessment includes an expansive study area including traffic counts and inventories of pedestrian, bicycle and public transportation services; and a transportation improvement program that includes Transportation Demand Management (TDM) measures to encourage the use of alternative modes of transportation to single-occupant vehicles with the goal of reducing the overall traffic and parking demands in the area. This study was prepared in consultation with the Town of Watertown and their peer consultant, the Massachusetts Department of Transportation (MassDOT), and of the Department of Conservation and Recreation (DCR), and was performed in accordance with MassDOT's Transportation Impact Assessment (TIA) Guidelines. The scope of work developed in conjunction with the Watertown Department of Public Works. The study was conducted pursuant to the standards of the Traffic Engineering and Transportation Planning professions for the preparation of such reports. Based on this amended assessment,we have concluded the following with respect to the Project: 1. Using trip-generation statistics published by the Institute of Transportation Engineers (ITE)' for similar land uses as those proposed and empirical count data, the Project is expected to generate 6,366 additional vehicle trips on an average weekday and 10,648 additional vehicle trips on a Saturday (both are two-way, 24-hour volumes), with approximately 244 additional new vehicle trips expected during the weekday morning peak-hour, 545 additional new vehicle trips expected during the weekday evening peak- hour, 504 additional new vehicle trips expected during the Saturday midday peak-hour and 704 additional new trips expected during the Saturday evening peak hour. 'Trip Generation,9"Edition;Institute of Transportation Engineers;Washington,DC;2012. l G\7319 Watertown\ReportsMA 082416.docx 2. The Project will not have a significant impact (increase) on motorist delays or vehicle queuing over Existing or anticipated future conditions without the Project (No-Build conditions); however, this analysis has indicated that there are a number of intersections that are operating under constrained conditions independent of future development in the area. Specific improvement measures have been defined herein that will be completed as a part of the Project and are designed to off-set the impact of the Project on the transportation infrastructure; 3. Based upon a review of accident data and the driveway designs, the project can be safely accommodated. Existing safety deficiencies have been identified and appropriate mitigation has been identified. 4. The project is designed to take advantage of the multi-modal amenities in the area and to promote alternative modes of transportation. Pedestrian and bicycle links to the Arsenal Greenway, Arsenal Park and Greenough Boulevard are all critical connections to promote healthy transportation alternatives. Based on the above, we have concluded that the Project can be accommodated within the confines of the existing transportation infrastructure in a safe and efficient manner with implementation of the following recommendations. RECOMMENDATIONS A detailed transportation improvement program has been developed that is designed to provide safe and efficient access to the Project site and address any deficiencies identified at off-site locations evaluated in conjunction with this study. The elements of the improvement program include project access, transportation system improvements, bicycle improvements, pedestrian improvements and a Travel Demand Management program. These elements provide a comprehensive mitigation program which not only provides transportation system improvements, but also promotes alternative healthy modes of transportation. The following improvements have been recommended as a part of this evaluation and, where applicable, will be completed in conjunction with the Project subject to receipt of all necessary rights, permits, and approvals. Project Access Access to the Project site will continue to be provided by way of four (4) driveways on Arsenal Street as follows: two full access, signalized driveways; one right-in, entry-only driveway and one right-in/right-out only driveway. The following summarizes the driveways and improvements: ➢ Arsenal Street at Westerly Mall driveway. — The westerly Mall driveway consists of a 20-foot wide right-turn-in only driveway. This driveway will be modified to accommodate a 12-foot entrance, and an 8 to 10-foot multi-use path. The crosswalk will be modified and widened for both pedestrian and bicycle accommodations. ➢ Arsenal Street at the Arsenal Mall and Watertown Mall Driveway. —This intersection is signalized providing two exiting lanes from the Mall, an exclusive right-turn entering lane and an exclusive left-turn entering lane. As part of the mitigation for The Arsenal on The Charles project, this traffic signal will be retimed with provisions made for Adaptive Traffic Signal Control. No other improvements are required at this location. 2 G:\7319 Watertown\ReportATIA 082416 docx ➢ Arsenal Street at the Arsenal Mall right-turn only driveway. — This intersection accommodates only right-turn movements to and from the Project. The entering traffic is accommodated via a 12-foot right-turn lane and an exiting lane under STOP-control. This location is on the MassDOT Highway Safety Improvement Program as an area of high accidents and warrants further study. As such, it is recommended that a Roadway Safety Audit be conducted which will evaluate the accidents history with Town officials and develop recommendations to reduce the accident frequency. ➢ Arsenal Street at Arlington Street, Coolidge Avenue and the Arsenal Mall driveway. — This intersection is signalized and accommodates an Arsenal Street westbound left-turn lane into the Mall and two exiting travel lanes. As part of the mitigation for The Arsenal on The Charles project, this traffic signal will be retimed with provisions made for Adaptive Traffic Signal Control. In order to better accommodate the project-related traffic volumes, the Arsenal Street westbound left-turn lane will be extended to provide better queue storage, which can block through-traffic under existing conditions. This change will require signal timing changes to accommodate turning traffic. ➢ Greenough Boulevard site access —In consultation with the Department of Conservation and Recreation, the project proponent is evaluating a secondary means of access and egress to Greenough Boulevard. This rear driveway will accommodate vehicles,bicycles and pedestrians and will reduce traffic on Arsenal Street, but will remain a secondary driveway. The intersection is expected to remain unsignalized with a turn lane expected on Greenough Boulevard eastbound entering the project. Transportation Svstem Improvements Prior developments have committed to significant investments in the transportation system along Arsenal Street. These commitments include upgrades to traffic signal timings including optimization and adaptive traffic signal control, new traffic signals and commitment to fund further study along the corridor. In order to supplement the prior commitments, the following is recommended. Arsenal Street at Arlington Street,Coolidge Avenue and the Arsenal Mall Driveway This intersection is projected to operate at LOS E under future year design conditions. Recognizing the importance of this intersection to the corridor operation, as well as the project access driveway, the project proponent will fund an alternative analysis at this location. The study will review alternative signal phasings and timings, and alternatives to relocate Coolidge Avenue from the intersection or one-way alternatives for Coolidge Avenue. Such improvements are consistent with options under evaluation by the Arsenal Street Corridor Study conducted in a joint effort by MassDOT and the Town. In addition, the project proponent will contribute future funding toward implementation of acceptable alternatives approved by the Town. Watertown Square Overall operating conditions for the coordinated traffic signal systems that comprise Watertown Square (Main Street/Pleasant Street, Main Street/Church Street, North Beacon Street/ Mount Auburn Street/Galen Street/Charles River Road, and Galen Street/ Nonantum Road/Watertown Street)were shown to be constrained(LOS"F") under 2016 Existing conditions independent of the Project. In order to advance the long-term improvements that are 3 G:7319 Watertown\ReportsMA 082416 doex planned by the DPW for Watertown Square, the project proponent will contribute funding to the Town for use in the design and implementation of the Watertown Square improvement project. Arsenal Street Corridor Mobility Improvements The project proponent will contribute funding for the planning, design and construction of pedestrian, bicycle, traffic control and safety improvements along the Arsenal Street corridor. Of particular interest of the owners of the project is bicycle lanes along Arsenal Street. The Arsenal Street corridor Study is underway and should identify such improvements. Watertown Community Path In order to advance the extension of the Watertown Community Path, the project proponent will contribute funding for the planning and design of the extension. Bievele Improvements Recognizing the importance of bicycle connectivity within the community and to enhance the already existing bicycle infrastructure in the area, the project proponent is committed to implementing bicycle improvements to connect the project to the Watertown Greenway, Arsenal Park,and to Greenough Boulevard. To this end the following commitments are made: Provide a bicycle connection from the Watertown Greenway across Arsenal Street and along the project frontage and along the western project entrance driveway connection to the Arsenal Park. This connection will be accommodated via an 8-1 0-foot pathway along this area. - The project proponent will contribute funding for the planning, design and construction of pedestrian, bicycle, traffic control and safety improvements along the Arsenal Street corridor. Of particular interest, of the owners of the project, is bicycle lanes along Arsenal Street. - Provide a bicycle path from the Project to Greenough Boulevard and across Greenough Boulevard to the multi-use path along the south side of Greenough Boulevard (Dr. Paul Dudley White Bike Path). Bicycle parking will be placed throughout the site including in enclosed secured areas. - An area is reserved for a future hubway location along Arsenal Street. - Included in the TDM Plan are several bicycle amenity enhancements such as providing bicycle maps on-site and a"fix it" location on-site. Pedestrian Improvements The project design has emphasized pedestrian enhancements throughout the site to support non- auto trips to the project. The following pedestrian enhancements are included in the design. - A multi-use path from the Project to Greenough Boulevard and across Greenough Boulevard. - A pedestrian corridor from the site opening up to the Arsenal Park. 4 G\7319 Watertow\Reports\TIA 082416 docx - Pedestrian sidewalks and sitting areas throughout the site including crosswalks of key locations and a raised crosswalk at the movie theater access. - Connectivity to Arsenal Street where signalized pedestrian phases exists for safe crossing of Arsenal Street. Pedestrian maps will be located on-site to encourage walking within the area including to the Arsenal Park, Greenough Boulevard and a connection to the Athena Project. Parking Management It will be important for the Project to effectively manage parking on-site. While parking demand will be monitored annually to insure adequate parking is available, the following will be implemented as part of on-site circulation and parking management: - Intelligent parking system will be implemented at each garage to monitor daily demand. Parking guidance will be installed in the garages to alert drivers on each parking level where available spaces exist. An extensive on-site signage package will be implemented to direct drivers to appropriate parking. Overall, parking will be monitored on an on-going basis by the operators of the facilities. Transnot-tation Demand Mana e� men The Owners of the Arsenal Project are committed to the implementation of a comprehensive Transportation Demand Management (TDM) program as a part of The Arsenal Project Master Plan Special Permit. TDM plans are designed to promote transit, walking, bicycles, carpooling, vanpooling, and flexible work hours with the goal of reducing single occupancy vehicles(SOVs). The benefit of an aggressive TDM plan includes maximizing the efficiency of the existing transportation system, providing healthy commuter choices and by reducing vehicle trips, greenhouse gas emissions are reduced. The goal of the TDM plan is to achieve a non-auto mode split of at least 15 percent, which is 5 percent greater than assumed in the Transportation Impact Assessment (TIA). Should the non- auto mode share be less than 15 percent then the Owners shall identify and undertake corrective measures in conjunction with the appropriate parties including Department of Community Development and Planning(DCDP). Additional measures will be developed in consultation with and with input from DCDP and tailored to respond to particular concerns. Solutions may include without limitation: • On-Campus traffic management refinements • Expansion of the TDM program to provide additional measures and incentives to reduce traffic and parking demands • Addition of measures to discourage SOV mode split Providing additional on-site amenities to encourage use of public transportation The status of implementation of the identified improvement measure will be documented in the annual monitoring report. 5 GA7319 Wa[ertow\Reports\TIA 082416.docx Since the project is mixed-use including commercial tenants as well as residents,the program will focus on elements designed for these specific users. The key elements of the TDM program include the following: • TDM Program Management • Transportation Management Association participation ■ Commercial tenant strategies ■ Residential tenant strategies + Traffic Monitoring Program The details of the TDM plan are provided in more detail in a separate Travel Demand Management Plan document. With implementation of the above recommendations, safe and efficient access will be provided to the Project site and the Project can be accommodated within the confines of the existing and improved transportation system. 6 G\7319 Watertown\ReportsMA 082416.docx INTRODUCTION Vanasse & Associates, Inc. (VAI) has conducted a Transportation Impact Assessment (TIA) in support of the Arsenal Project to be located off Arsenal Street in Watertown, Massachusetts (hereafter referred to as the "Project"). This study evaluates the following specific areas as they relate to the Project: i) access requirements; ii)potential off-site improvements; and iii) safety considerations; and identifies and analyzes existing traffic conditions and future traffic conditions, both with and without the Project, at 33 intersections located along Arsenal Street, School Street and Arlington Street, including the roadways/driveways that serve the Project site. The scope of the traffic study was determined in conjunction with the Town Department of Public Works staff and their peer review consultant. PROJECT DESCRIPTION The existing Arsenal Mall includes 249,362 sf of retail space, a 52,847 sf medical office building and approximately 8,000 sf of restaurant space. The proposed redevelopment will include 221,500 sf of retail space (a slight decrease), 52,847 sf medical office building to remain, 48,000 sf of restaurant space, a 16-lane bowling alley, an 8-screen movie theater, a 25,000 sf supermarket and up to 500 apartment units. The Project site is bounded by Arsenal Street to the north and Greenough Boulevard to the South. Figure 1 depicts the Project site location in relation to the existing roadway network and Figure 2 depicts the roadway jurisdiction map. Access to the Project site will continue to be provided by way of four(4) roadways/driveways on Arsenal Street as follows: two full access, signalized driveways; one right-in, entry-only driveway; and one right-in/right-out only driveway. 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Y.• 't .-�. � /r,s1.,a�c Faralq+.tr-��r"+ '"' ,/ ��x ��� s5 { _ �-M .�- F ' ° } • _�j r f- aae - cir•' •* , ~ �1� ..t ,r. _r.,v.'s� r^. �. a+"� -����' �� .� + _ �•� �r f•�':���r������•:�s �.■ STH�ET�1� f�. r s� � f•r•r k �� .'� �,� �•��� +�. . ,■ a �Y,t � IC '� • '�AFC + � r •r _ ��_ 4 i �¢ f _ • a`E¢1p` lr `�,_ r ► -sF'r'+ + 4 +.. - r J �aa•W N � rr _ � •�+'y f � 7►' yr. - t - i+e^'^� � - �,� t' L: ,� �° O a �Nt1E �j •`1 � �L'��:�#r,�, '* �R� 1 fY��*: ..e � � ��� ti' a' P. ■� '}� C r�3� 1. ' 0 j• �,ts y.��'' - 'I.- ,.T���• •1�'#S� ? .t i i ♦ :►a G W _ .... �[ C s�. - w / //fr 4F'. S ! .r r Y _ wr .] '�i�^y.• . 3 !. '„�,,:r gj #..'"�,. r• _ r K r/ t ` '1> $��,.. t .P•#T ' r� "~� 'sue Tr + a ► _ �r � �[a � "-` 51F.» r • y J f pp -7v'yo RT-�S�R" � .,� 5 FSESSf « } � •�I. ■ ,a71.�•� �fn 4 - y . .•, *^i5l`# ��{ fa �._ �•� ^t'�r,.r,cns��,.T..�•�■r^ ,-• - f ' �f r � s��yy��}. 10 ��• + :f " t. �.. .�, ROAD a go .'•---`--�---w , ire . ,. Gil. +�i: ' 1 '�-51 .. i• .■ i `•w•�'• ,fir! R�,�ry, �' [-�Fy74�� L• pl f. k ■, fIi +rr,,,r'r�� �•'L .. .. "'i' �.r : �■ .fti..S. ''�f,�� r.. , N r' � rr. N' JI� .T -i V it..iiwi. �y . 'f�t �w fi"� 1� • r�`:7• j.� �� ,.. �� �,Y�,/�' TF J • _ _ Q 4 0 9 0 Scale in Feet Figure 2 o r 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 daily and peak period traffic counts. 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 from the current year was selected for analyses consistent with MassDOT's Transportation Impact Assessment (TIA) Guidelines. 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. 8 G:\7319 Watertown\Reports\TIA 082416.doex EXISTING CONDITIONS A comprehensive field inventory of existing conditions within the study area was conducted in November 2014, April and September 2015, and updated in March, June and July 2016. 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 developed in consultation with the Watertown Department of Public Works and was selected to contain the major roadways providing access to the Project site including Arsenal Street, School Street and Arlington Street, as well as the following 33 intersections which are listed below and depicted on Figure 3. 1. Arsenal Street at Western Avenue and Birmingham Parkway/Soldiers Field Road 2. Arsenal Street at Greenough Boulevard(East) 3. Arsenal Street at Greenough Boulevard(West)and Private Driveway 4. Arsenal Street at Arlington Street and Coolidge Avenue 5. Arsenal Street at Elm Street 6. Arsenal Street at the Watertown Mall Driveway 7. Arsenal Street at the Arsenal Mall Right-Turn Only Drive 8. Arsenal Street at the Arsenal Mall and Watertown Mall Driveway 9. Arsenal Street at the Arsenal Mall Right-Turn,Entry-Only Drive 10. Arsenal Street at Arsenal Court and Birch Street 11. Arsenal Street at Talcott Avenue 12. Arsenal Street at Kingsbury Avenue 13. Arsenal Street at School Street 14. Arsenal Street at Wooley Avenue 15. Arsenal Street at Louise Street 16. Arsenal Street at Beechwood Avenue 17. Arsenal Street at Irving Street 18. Arsenal Street at North Beacon Street and Taylor Street 19. North Beacon Street at Greenough Boulevard 20. North Beacon Street at Nonantum Road 21. Main Street and North Beacon Street at Mount Auburn Street, Galen Street and Charles River Road(Watertown Square) 22. Galen Street at Nonantum Road and Watertown Street 23. Main Street at Pleasant Street 24. Main Street at Church Street 9 G'M19 Watelown\ReportsUTA 082416.doex h-wo.%j uIYrrriaa Impp rrr.I Lc('..eaI(wI-Thr-I r wile l Pvl• jea'r Ilu.rrr Plan- ii urearmsrrr, Iler+tachei Nvak +� ��M•l,� f�:! i� {r 'r •e r ' �� ZY 1E Unsignalized Intersection • rt;t ��`_` _ r • v -+ •,i�r ' a� - _ r +PNr i !r .�T/1J13�■ Signalized Intersection {' r"y�7t4� .�, + .ter" fJr ..�y� � . 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O;Vr y ,r � ,�•� � :T^ 4 88ULEVARD .•r' s � •r r s' - �- .r, rRiVE�.� +■ �,ri�''' ..•+-"'^' '� ?,..�rr, i iFRS FSLLUR6a 1 _. „* T•,4•r w' � •'j NO _ Ft ell.tlif� I •� M �]c � r .aE _ v�a•w�F ,1i • e %�rG� �_� _ �� / �r•� � �.!►...7� S• a �,f i v._ ]-L Aw r•. � •S. •a!~'F `> ...f .�fJrUr4eA i.l.•.[ � ♦ v •P • r.' _—` 6EAMNST �T. •, ' • a.•'l ^�. � NORTH RE _ ,�y 4• i. �1 . *�Iif' - (a 4, It T ruaNPIRE w MCI * - ' •ram z r °�" _ _ ..? f 't rr t.`rµ,�. r �ra — WF� ` - _ � .1 .• y A' y L ..a i-• .i + i..c r'�r'Y, �, y� 1 f'• r `*., ' •� .7 y rr �.. . r r r•1 l � •r r,� .'�•. ��J � �r�� •' l , �;•+v+ — ,�w-•�i,�F �� •., -� �f G� a i I - _ .. r. _ • � ,+ � ._. �"��" �1 ,•.�c.r `=f_ ��F mil_ k_ _ ��- n a 0 9 0 Scare in Feet .Figure 3 or 25. School Street at Walnut Street and Dexter Avenue 26. School Street at Boylston Street 27. School Street at Mount Auburn Street 28. School Street at Maplewood Street 29. Belmont Street at School Street 30. Arlington Street at Nichols Avenue and Coolidge Hill Road/Crawford Street 31. Arlington Street at Grove Street 32. Arlington Street at Mount Auburn Street 33. Arlington Street at Maplewood Street The following describes the study area roadways and intersections. Roadways Arsenal Street Arsenal Street is a two to four-lane, urban minor arterial roadway that traverses the study area in a general east-west direction and is under Town jurisdiction. Within the study area east of School Street, Arsenal Street provides four 11 to 14-foot wide travel lanes separated by a raised median or double-yellow centerline with additional turning lanes provided at major intersections. West of School Street, Arsenal Street provides two 26-foot wide travel lanes separated by a double-yellow centerline with on-street parking accommodated in designated areas and additional turning lanes provided at major intersections. A 5 to 9-foot wide sidewalk is provided along both sides of Arsenal Street within the study area, with illumination provided by way of street lights mounted on steel 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 of the Project site and residential and commercial properties. School Street School Street is a two-lane urban collector roadway that traverses the study area in a general north-south direction and is under Town jurisdiction north of Arsenal Street (School Street is a private way within the Project site). Within the study area, School Street generally provides two 16 to 22-foot wide travel lanes separated by a double-yellow centerline with "Sharrow"pavement markings and no marked shoulders. On-street parking is generally allowed along both sides of School Street. A 4 to 11-foot wide sidewalk is provided along both sides of School Street, with illumination provided by way of street lights mounted on wood poles. Outside of the school zone approaching Boylston Street, the "prima facie" speed limit along School Street is 30 mph given the nature of the abutting land use (thickly settled or business district).' Land use along School Street within the study area consists of residential and commercial properties. 'The"prima facie"speed is defined in M.G.L.Chapter 90,Section 17,as the speed which would be deemed reasonable and proper to operate a motor vehicle. 10 G:\7319 Watertown\Reports\TIA 082416.doex Intersections 1. Arsenal Street at Western Avenue, Birmingham Parkway and Soldiers Field Road Ramps ➢ Arsenal Street eastbound approach provides two 11-foot wide general purpose travel lanes, with a 1-foot wide marked shoulder ➢ Western Avenue westbound approach provides one 21-foot wide general purpose travel lane,with no marked shoulder ➢ Birmingham Parkway northbound approach provides one 10-foot wide exclusive left-turn lane, one 12-foot wide shared left-turn/through lane, one 12-foot wide through lane and one 20-foot wide exclusive right-turn lane,with a 2-foot wide marked shoulder. ➢ Soldiers Field Road off-ramp southbound approach provides one 22-foot wide general purpose travel lane and two 12-foot wide channelized right-turn lanes, with a 2-foot wide marked shoulder ➢ Directions of travel along the intersecting roadways are separated by medians ➢ Sidewalks are provided along both sides of Arsenal Street and Western Avenue, the west side of the Soldiers Field WB off-ramp, the east side of the Soldiers Field EB on-ramp, the west side of Soldiers Field WB on-ramp and the east side of Birmingham Parkway ➢ A crosswalk is provided along the Arsenal Street leg of the intersection ➢ Land use consists of commercial properties 2. Arsenal Street at Greenough Boulevard (East) ➢ Three-legged intersection under traffic signal control ➢ Arsenal Street eastbound approach provides an 11-foot wide left-turn lane and two 11 to 12-foot wide through travel lanes with a 1-foot wide marked shoulder ➢ Arsenal Street westbound approach provides two 15 to 16-foot wide general-purpose travel lanes with a 1-foot wide marked shoulder and right-turn movements to Greenough Boulevard exiting prior to the intersection by way of a channelized turn lane ➢ Directions of travel along Arsenal Street are separated by a raised median approaching the intersection ➢ Greenough Boulevard southbound approach provides a 12-foot wide left-turn lane, and 11-foot wide left/right-turn lane and a 12-foot wide right-turn lane with a 1-foot wide marked shoulder ➢ Directions of travel along Greenough Boulevard are separated by a raised median approaching the intersection ➢ Sidewalks are provided along both sides of Arsenal Street and Greenough Boulevard with a crosswalk provided across Greenough Boulevard and the Arsenal Street east leg ➢ Land use consists of areas of open and wooded space 11 GA7319 Wa[ertown\ReportsMA 082416 docx 3. Arsenal Street at Greenough Boulevard (West)and Private Driveway ➢ Four-legged intersection under STOP-sign control ➢ Arsenal Street eastbound approach provides two 12 to 14-foot wide general-purpose travel lanes with a 3-foot wide marked shoulder ➢ Arsenal Street westbound approach provides three 10 to 12-foot wide general-purpose travel lanes, merging to two 12 to 14-foot wide general-purpose travel lanes at the intersection,with a 2-foot wide marked shoulder ➢ Directions of travel along Arsenal Street are separated by a double-yellow centerline ➢ Greenough Boulevard northbound approach is under STOP-sign control and provides one 12-foot wide general-purpose travel lane with a 2-foot wide marked shoulder ➢ Directions of travel along Greenough Boulevard are separated by a double-yellow centerline ➢ The private driveway approach provides one general-purpose travel lane with no marked shoulder ➢ Sidewalks are provided along both sides of Arsenal Street and the east side of Greenough Boulevard with a crosswalk provided across Greenough Boulevard ➢ Land use consists of commercial properties and areas of open and wooded space 4. Arsenal Street at Arlington Street,Coolidge Avenue and the Arsenal Mall Driveway ➢ Five-legged intersection under traffic signal control ➢ Arsenal Street east and westbound approaches provide an 11-foot wide left-turn lane, a 12-foot wide through travel lane and an 11-foot wide shared through/right-turn lane with a 3-foot wide marked shoulder ➢ Arsenal Mall driveway approach provides an 11-foot wide shared left-turn/through travel lane and an 11-foot wide right-turn lane with no marked shoulder ➢ Arlington Street approach provides an 11-foot wide left-turn lane and an 11-foot wide shared through/right-turn lane with no marked shoulder ➢ Coolidge Avenue approach provides a 20-foot wide general-purpose travel lane with no marked shoulder ➢ Directions of travel along the intersecting roadways are separated by a double-yellow centerline ➢ Sidewalks are provided along both sides of the intersecting roadways with crosswalks provided across all legs ➢ Land use consists of commercial properties ➢ Traffic signal operates in a four-phase, fully-actuated mode, with protected phasing provided for the Arsenal Street east and westbound left-turn movements, and for Arlington Street southeastbound ➢ An exclusive pedestrian phase is provided upon pushbutton actuation ➢ Right turn movements are prohibited on all approaches when a "red" signal indication is displayed 12 G\7319 Watertown\Reports\TIA 08241&docx 5. Arsenal Street at Elm Street ➢ Three-legged intersection under STOP-sign control ➢ Arsenal Street eastbound approach provides an 11-foot wide left-turn lane and two 11 to 12-foot wide through travel lanes with a 3-foot wide marked shoulder ➢ Arsenal Street westbound approach provides two 11 to 12-foot wide general-purpose travel lanes with a 3-foot wide marked shoulder ➢ Directions of travel along Arsenal Street are separated by a raised island east of the intersection and by a double-yellow centerline to the west ➢ Elm Street consists of a 24-foot wide roadway that accommodates two-way travel with no marked centerline or shoulders provided and vehicles approaching Arsenal Street under STOP-sign control ➢ Sidewalks are provided along both sides of the intersecting roadways with a crosswalk provided across Elm Street ➢ Land use consists of the Watertown Mall, the Arsenal Mall and other commercial properties 6. Arsenal Street at the Watertown Mall Driveway ➢ Three-legged intersection under traffic signal control ➢ Arsenal Street eastbound approach provides an 11-foot wide left-turn lane and two 11 to 12-foot wide through travel lanes with a 3-foot wide marked shoulder ➢ Arsenal Street westbound approach provides two 11 to 12-foot wide through travel lanes and an 11-foot wide right-turn lane with a 3-foot wide marked shoulder ➢ Directions of travel along Arsenal Street are separated by a raised median east of the intersection and by a double-yellow centerline to the west ➢ Watertown Mall driveway approach provides a 13-foot wide left-turn lane and a 12-foot wide right-turn lane with no marked shoulder ➢ Directions of travel along the Watertown Mall driveway are separated by a double-yellow centerline ➢ Sidewalks are provided along both sides of the intersecting roadways with crosswalks provided across all legs ➢ Land use consists of the Watertown Mall and the Arsenal Mall, and their associated parking areas ➢ Traffic signal operates in a three-phase, fully-actuated mode, with advanced phasing provided for the Arsenal Street eastbound approach ➢ An exclusive pedestrian phase is provided upon pushbutton actuation ➢ "SHARE THE ROAD" signs are posted on the north and south sides of Arsenal Street 13 GA7319 WatertownMeportsMA 082416 docx 7. Arsenal Street at the Arsenal Mall Right-Turn Only Driveway ➢ Three-legged intersection under STOP-sign control ➢ Arsenal Street eastbound approach provides an 11-foot wide left-turn lane (to the Watertown Mall), two 11 to 12-foot wide through travel lanes and a 12-foot wide right- turn lane with a 3-foot wide marked shoulder ➢ Arsenal Street westbound approach provides two 11 to 12-foot wide through travel lanes with a 3-foot wide marked shoulder ➢ Directions of travel along Arsenal Street are separated by a double-yellow centerline ➢ Watertown Mall driveway approach provides 12-foot wide entering and exiting travel lanes with a raised channelizing island to reinforce the right-turn only restriction for these movements and exiting traffic under STOP-sign control ➢ Directions of travel along the Watertown Mall driveway are separated by a single-yellow centerline ➢ Sidewalks are provided along both sides of Arsenal Street and along the east side of the Watertown Mall driveway with a crosswalk provided across the driveway ➢ Land use consists of the Watertown Mall and the Arsenal Mall, and their associated parking areas ➢ "SHARE THE ROAD" signs are posted on the north and south sides of Arsenal Street at or in advance of the intersection 8. Arsenal Street at the Arsenal Mall and Watertown Mall Driveway ➢ Four-legged intersection under traffic signal control ➢ Arsenal Street eastbound approach provides an 11-foot wide left-turn lane, two 11 to 12-foot wide through travel lanes, and a 13-foot wide right-turn lane with a 1-foot wide marked shoulder ➢ Arsenal Street westbound approach provides an 11-foot wide left-turn lane, an 11-foot wide through travel lane, and a 12-foot wide shared through/right-turn lane with a 3-foot wide marked shoulder ➢ Directions of travel along Arsenal Street are separated by a double-yellow centerline ➢ The Arsenal Mall driveway approach provides a 12-foot wide shared left-turn/through travel lane and a 12-foot wide 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 a 14-foot wide 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) 14 G:\7319 Wa[ertown\2eportsUTA 082416 docx ➢ Land use consists of the Watertown Mall and the Arsenal Mall, their associated parking areas, and commercial properties ➢ Traffic signal operates in a three-phase, fully-actuated mode, with protected phasing provided for the Arsenal Street east and westbound left-turn movements ➢ An exclusive pedestrian phase is provided upon pushbutton actuation 9. Arsenal Street at the Arsenal Mall Right-Turn,Entry-Only Driveway ➢ Three-legged intersection,with the Arsenal Mall Drive as a one-way entrance ➢ Arsenal Street eastbound approach provides two 12-foot wide general purpose travel lanes, with a 3-foot wide marked shoulder ➢ Arsenal Street westbound approach provides two 11-foot wide through travel lanes with a 3-foot wide marked shoulder ➢ Directions of travel along Arsenal Street are separated by a double-yellow centerline ➢ Sidewalks are provided along both sides of Arsenal Street and along the west side of the Arsenal Mall driveway with a crosswalk provided across the driveway ➢ Land use consists of the Watertown Mall and the Arsenal Mall, and their associated parking areas 10. Arsenal Street at Arsenal Court and Birch Street ➢ Four-legged intersection under traffic signal control ➢ Arsenal Street east and westbound approaches provide two 11 to 12-foot wide general-purpose travel lanes with a 2 to 3-foot wide marked shoulder ➢ Directions of travel along Arsenal Street are separated by a raised median east of the intersection and by a double-yellow centerline to the west ➢ Arsenal Court approach provides a 12-foot wide general-purpose travel lane with no marked shoulder ➢ Directions of travel along Arsenal Court are separated by a double-yellow centerline ➢ Birch Street approach provides an 11-foot wide left-turn lane and an 11-foot wide shared through/right-turn lane with no marked shoulder ➢ Directions of travel along Birch Street are separated by a raised median ➢ Sidewalks are provided along both sides of Arsenal Street, along the west side of Arsenal Court and along the east side of Birch Street,with crosswalks provided across all legs ➢ Land use consists of residential and commercial properties ➢ Traffic signal operates in a three-phase, fully-actuated mode, with protected phasing provided for the Birch Street southbound left-turn movement ➢ An exclusive pedestrian phase is provided upon pushbutton actuation ➢ A"SHARE THE ROAD" sign is posted on the south side of Arsenal Street 15 G\7319 Watertown\ReportATIA 082416 doex 11. Arsenal Street at Talcott Avenue and Private Driveway ➢ Four-legged intersection under traffic signal control ➢ Arsenal Street east and westbound approaches provide two 11 to 13-foot wide general- purpose travel lanes with a 2 to 3-foot wide marked shoulder ➢ Directions of travel along Arsenal Street are separated by a double-yellow centerline ➢ Talcott Avenue approach provides a 12-foot wide shared left-turn/through travel lane and a 12-foot wide right-turn lane with no marked shoulder ➢ Directions of travel along Talcott Avenue are separated by a landscaped median ➢ The private driveway approach provides one general-purpose travel lane with no marked shoulder ➢ Directions of travel along the private driveway are separated by a double-yellow centerline ➢ Sidewalks are provided along both sides of Arsenal Street and along the center of Talcott Avenue within the landscaped median,with crosswalks provided across the south, east and west legs ➢ Land use consists of residential and commercial properties and the Project site ➢ Traffic signal operates in a three-phase, fully-actuated mode, with advanced phasing provided for the Arsenal Street westbound approach ➢ An exclusive pedestrian phase is provided upon pushbutton actuation ➢ A"SHARE THE ROAD"sign is posted on the south side of Arsenal Street 12. Arsenal Street at Kingsbury Avenue and Private Driveway ➢ Four-legged intersection under assumed STOP-sign control (a STOP-sign is not currently provided) ➢ Arsenal Street east and westbound approaches provide two 11 to 12-foot wide general- purpose travel lanes with a 2 to 3-foot wide marked shoulder ➢ Directions of travel along Arsenal Street are separated by a double-yellow centerline ➢ Kingsbury Avenue is a 26-foot wide, one-way roadway accommodating southbound travel only(vehicles entering the Project site, away from the intersection)with no marked shoulder provided ➢ The private driveway accommodates two-way travel with no marked centerline or shoulders provided ➢ Sidewalks are provided along both sides of Arsenal Street and Kingsbury Avenue, with a crosswalk provided across the south leg(Kingsbury Avenue) ➢ Land use consists of commercial properties and the Project site 16 GA7319 Walertow\Reports\T[A 082416.docx 13. Arsenal Street at School Street ➢ Three-legged intersection under traffic signal control ➢ Arsenal Street east and westbound approaches provide two 11 to 12-foot wide general- purpose travel lanes with a 2 to 3-foot wide marked shoulder ➢ Directions of travel along Arsenal Street are separated by a double-yellow centerline ➢ School Street approach provides an 11-foot wide left-turn lane and a 12-foot wide shared left/right-turn lane with a 2-foot wide marked shoulder ➢ Directions of travel along School Street are separated by a double-yellow centerline ➢ Sidewalks are provided along both sides of the intersecting roadways with crosswalks provided across all legs ➢ An MBTA bus stop is provided on the south side of the east leg and the north side of the west leg(Arsenal Street) ➢ Land use consists of commercial properties and the Project site ➢ Traffic signal operates in a three-phase, fully-actuated mode, with advanced phasing provided for the Arsenal Street eastbound approach ➢ An exclusive pedestrian phase is provided upon pushbutton actuation 14. Arsenal Street at Wooley Avenue ➢ Three-legged intersection under STOP-sign control ➢ Arsenal Street east and westbound approaches provide one 12 to 13-foot wide general- purpose travel lane with a 4-foot wide bicycle lane and a 9-foot wide marked shoulder ➢ Directions of travel along Arsenal Street are separated by a double-yellow centerline ➢ Wooley Avenue northbound approach is under STOP-sign control and provides one 12-foot wide right-turn lane with no marked shoulder ➢ Directions of travel along Wooley Street are separated by a double-yellow centerline ➢ Sidewalks are provided along both sides of Arsenal Street and along the west side of Wooley Avenue,with no crosswalks provided ➢ Land use consists of commercial properties and the Project site ➢ An MBTA bus stop is provided on the north side of the west leg(Arsenal Street) 15. Arsenal Street at Louise Street ➢ Three-legged intersection under STOP-sign control ➢ Arsenal Street east and westbound approaches provide one 12 wide general-purpose travel lane with a 4-foot wide bicycle lane and a 10-foot wide marked shoulder ➢ Directions of travel along Arsenal Street are separated by a double-yellow centerline ➢ Louse Street northbound approach is under STOP-sign control and provides one 12-foot wide general purpose travel lane with no marked shoulder 17 GA7319 Watcrtow\Reports\TIA 082416 docx ➢ Directions of travel along Louise Street are separated by a double-yellow centerline approaching Arsenal Street ➢ Sidewalks are provided along both sides of the intersecting roadways with crosswalks provided across Louise Street and the Arsenal Street west leg of the intersection ➢ Land use consists of residential and commercial properties ➢ MBTA bus stops are provided along Arsenal Street opposite Louise Street in the westbound direction and just east of Louise Street in the eastbound direction 16. Arsenal Street at Beechwood Avenue ➢ Three-legged intersection under traffic signal control ➢ Arsenal Street east and westbound approaches provide a 26 to 27-foot wide general- purpose travel lane with directions of travel separated by a double-yellow centerline ➢ Beechwood Avenue northbound approach provide a 12-foot wide general-purpose travel lane ➢ Directions of travel along Beechwood Avenue are separated by a double-yellow centerline ➢ Marked shoulders are not provided along the intersecting roadways ➢ Sidewalks are provided along both sides of the intersecting roadways with crosswalks provided across the south and east legs ➢ An MBTA bus stop is provided on both sides of the east leg(Arsenal Street) ➢ Land use consists of residential and commercial properties ➢ Traffic signal operates in a two-phase, fully-actuated mode, with an exclusive pedestrian phase provided upon pushbutton actuation ➢ Right turn movements are prohibited on the north and eastbound approaches when a "red" signal indication is displayed 17. Arsenal Street at Irving Street ➢ Four-legged intersection under traffic signal control ➢ Arsenal Street east and westbound approaches provide a 26-foot wide general-purpose travel lane with directions of travel separated by a double-yellow centerline ➢ Irving Street north and southbound approaches provide a 13 to 20-foot wide general- purpose travel lane with directions of travel separated by a double-yellow centerline ➢ Marked shoulders are not provided along the intersecting roadways ➢ Sidewalks are provided along both sides of the intersecting roadways with crosswalks provided across all legs ➢ An MBTA bus stop is provided on both sides of the west leg(Arsenal Street) ➢ Land use consists of commercial properties ➢ Traffic signal operates in a two-phase, fully-actuated mode, with an exclusive pedestrian phase provided upon pushbutton actuation 18 G:\7319 Wa[erlow\Reports\TIA 082416 docx ➢ Right turn movements are prohibited on all approaches when a "red" signal indication is displayed 18. Arsenal Street at North Beacon Street(Route 20)and Taylor Street ➢ Four-legged intersection under traffic signal control ➢ Arsenal Street eastbound approach provides two 12-foot wide through travel lanes and a 16-foot wide right-turn lane with right-turns separated by a raised channelizing island and are under free-flow control ➢ Arsenal Street westbound approach is 32 feet wide and accommodates a through travel lane and a shared through/right-turn lane ➢ Directions of travel along Arsenal Street are separated by a double-yellow centerline east of the intersection and by a raised median to the west ➢ North Beacon Street approach provides a 23-foot wide general-purpose travel lane ➢ Directions of travel along North Beacon Street are separated by a raised median ➢ Taylor Street is a 27-foot wide, one-way northbound (away from the intersection) roadway ➢ A bicycle lane is provided along both sides of North Beacon Street and along the south side of Arsenal Street west of the intersection ➢ On-street parking is permitted along the south side of North Beacon Street and along the south side of Arsenal Street west of the intersection ➢ Sidewalks are provided along both sides of the intersecting roadways with crosswalks provided across the east and southeast legs ➢ Land use consists of commercial properties ➢ Traffic signal operates in a two-phase, fully-actuated mode, with a pedestrian phase provided upon pushbutton actuation ➢ A"SHARE THE ROAD" sign is posted on the south side of North Beacon Street 19. North Beacon Street at Greenough Boulevard ➢ Four-legged intersection under STOP-sign control ➢ North Beacon Street eastbound approach provides a 15-foot wide general-purpose travel lane and a 6-foot wide bicycle lane with a 9-foot wide marked shoulder ➢ North Beacon Street westbound approach provides a 13-foot wide through travel lane and a 12-foot wide right-turn lane with a 1-foot wide marked shoulder ➢ Directions of travel along North Beacon Street are separated by a double-yellow centerline ➢ Two-hour parking is permitted along both sides of North Beacon Street west of the intersection ➢ Greenough Boulevard approach provides one 12-foot wide general-purpose travel lane with a 3-foot wide marked shoulder and vehicles approaching North Beacon Street are under STOP-sign control 19 GA7319 Wa[ertow\Reports\TIA 082416.doex ➢ Directions of travel along Greenough Boulevard are separated by a double-yellow centerline ➢ Sidewalks are provided along both sides of North Beacon Street and along the east side of Greenough Boulevard,with crosswalks provided across the north and east legs ➢ Land use consists of the Project site and areas of open and wooded space 20. North Beacon Street at Nonantum Road ➢ Four-legged intersection under traffic signal control that is a part of the larger North Beacon Street/Nonantum Road/Soldiers Field Road traffic circle ➢ North Beacon Street southeastbound approach provides a 12-foot wide through travel lane and a 12-foot wide through/right-turn lane with a 1-foot wide shoulder ➢ Directions of travel along North Beacon Street are separated by a double-yellow centerline ➢ Nonantum Road approach westbound provides two 10-foot wide through travel lanes with a 3-foot wide marked shoulder along the north side and a 9-foot wide shoulder along the south side, with right-turns to North Beacon Street exiting prior to the intersection by way of two 11-foot wide travel lanes that are separated from Nonantum Road and North Beacon Street by a raised island ➢ Nonantum Road eastbound approach is separated from the intersection by way of a raised island and merges with southbound North Beacon Street traffic south of the intersection ➢ Directions of travel along Nonantum Road are separated by raised islands at and approaching North Beacon Street ➢ Sidewalks are provided along both sides of North Beacon Street and Nonantum Road but are not included within the intersection itself, with crosswalks provided across North Beacon Street ➢ The Dr. Paul Dudley White Bike Path is located along the north side of Nonantum Road and crosses the intersection by way of the North Beacon Street crosswalk ➢ Land use consists of the Charles River and the Charles River Reservation, the DCR Brighton-Allston Pool ➢ Traffic signal operates in a two-phase,pre-timed mode ➢ Pedestrian traffic signal equipment and phasing are not provided as a part of the traffic signal system 21. Main Street and North Beacon Street at Mount Auburn Street, Galen Street and Charles River Road (Watertown Square) ➢ Five-legged intersection under traffic signal control ➢ Main Street approach provides a 12-foot wide left-turn lane, two 12-foot wide through travel lanes and a 18-foot wide right-turn slip-ramp separated by a median island with a 1-foot wide marked shoulder ➢ North Beacon Street approach provides an 11-foot wide left-turn lane, an 11-foot wide shared left-turn/through travel lane and an 11.5-foot wide shared through/right-turn lane with a 1-foot wide marked shoulder 20 G\7319 Watertown\ReportsMA 082416 docx ➢ Mount Auburn Street approach provides a 12-foot wide left-turn lane, a 10.5-foot wide through travel lane and a 10-foot wide shared through/right-turn lane with no marked shoulder ➢ Galen Street approach provides two 12-foot wide left-turn lanes, an 11-foot wide through travel lane and an 11-foot wide through/right-turn lane with a 1-foot wide marked shoulder ➢ Charles River Road approach provides an 11-5-foot wide general-purpose travel lane with a 5-foot wide marked shoulder ➢ Directions of travel along the intersecting roadways are separated by a double-yellow centerline or by a raised median ➢ Sidewalks are provided along both sides of the intersecting roadways with crosswalks provided across all legs ➢ Land use consists of commercial properties ➢ Traffic signal operates in a five-phase, fully-actuated mode, with concurrent pedestrian phase provided upon pushbutton actuation ➢ A "No Turn On Red" sign is posted at the Charles River Road approach to the intersection 22. Galen Street at Nonantum Road and Watertown Street ➢ Four-legged intersection under traffic signal control ➢ Galen Street northbound approach provides two 12-foot wide general-purpose travel lanes with a 2-foot wide marked shoulder ➢ Galen Street southbound approach provides an 11-foot wide left-turn/through travel lane, an 11-foot wide through travel lane and an 11-foot wide right-turn lane, with a 1-foot wide marked shoulder ➢ The directions of travel along Galen Street are separated by a double-yellow centerline ➢ Watertown Street eastbound approach provides a 12-foot wide left-turn lane and an 11-foot wide through/right-turn with a 1-foot wide marked shoulder ➢ Nonantum Road westbound approach provides an 11-foot wide left-turn/through travel lane and a 14-foot wide through/right-turn lane with a 2-foot wide marked shoulder ➢ Directions of travel along Watertown Street and Nonantum Road are separated by a double-yellow centerline or by a raised island ➢ Sidewalks are provided along both sides of the intersecting roadways with crosswalks provided across all legs ➢ The Dr. Paul Dudley White Bike Path is located along the north side of Nonantum Road and crosses the intersection by way of the crosswalk across the Galen Street north leg of the intersection ➢ Land use consists of the Charles River and the Charles River Greenway, MBTA Watertown Yard and commercial properties ➢ Traffic signal operates in a four-phase, fully-actuated mode, with and exclusive pedestrian phase provided upon pushbutton actuation and a separate vehicle phase provided for exiting the MBTA Watertown Yard 21 GA7319 Wa[ertown\Reportffl A 082416 docx 23. Main Street at Pleasant Street ➢ Four-legged intersection under traffic signal control ➢ Main Street north and southbound approaches provide two 11 to 12-foot wide general- purpose travel lanes with a 1-foot wide marked shoulder ➢ The directions of travel along Main Street are separated by a double-yellow centerline ➢ Pleasant Street is a 22-foot wide one-way eastbound roadway that provides a 1-foot wide marked shoulder along the north side and a 2-foot wide marked shoulder along the south side, with parking prohibited along both sides of the roadway ➢ The fourth leg of the intersection is situated just south of Pleasant Street and consists of a 25-foot wide one-way eastbound roadway that serves a bus stop and the drop-off/pick-up area for the commercial building located at 9 Galen Street(Riverbend Office Park) ➢ Sidewalks are provided along both sides of the intersecting roadways with crosswalks provided across Pleasant Street, the adjacent roadway that serves the bus stop/drop- off/pick-up area and the Main Street north leg of the intersection ➢ Land use consists of commercial properties and areas of open and wooded space ➢ Traffic signal operates in a four-phase, fully-actuated mode, with and concurrent pedestrian phasing 24. Main Street at Church Street ➢ Three-legged intersection under traffic signal control ➢ Main Street northbound approach provides a 12-foot wide through travel lane and a 12-foot wide through/right-turn lane with a 1-foot wide marked shoulder ➢ The Main Street southbound approach provides a 16-foot wide general-purpose travel lane with marked on-street parking spaces(8-feet wide) ➢ The directions of travel along Main Street are separated by a double-yellow centerline ➢ Church Street provides a 10-foot wide left-turn lane and an 11-foot wide right-turn lane with no marked shoulder ➢ The directions of travel along Church Street are separated by a double-yellow centerline ➢ Sidewalks are provided along both sides of the intersecting roadways with crosswalks provided across all legs of the intersection ➢ Land use consists of commercial properties and the Armenian Library and Museum ➢ Traffic signal operates in a two-phase, fully-actuated mode, with and an exclusive pedestrian phase provided upon pushbutton actuation ➢ "No Turn on Red" signs are posted for Church Street and the Main Street northbound approach 22 GA7319 Wa[ertown\ReportAT1A 082416.docx 25. School Street at Walnut Street and Dexter Avenue ➢ Four-legged intersection under STOP-sign control ➢ School Street north and southbound approaches provide a 20-foot wide general-purpose travel lane with a 2-foot wide marked shoulder ➢ The directions of travel along School Street are separated by a double-yellow centerline ➢ The Walnut Street eastbound approach provides a 16-foot wide general-purpose travel lane with no marked shoulder and vehicles approaching School Street are under STOP- sign control ➢ The Dexter Avenue westbound approach provides a 20-foot wide general-purpose travel lane with no marked shoulder and vehicles approaching School Street are under STOP- sign control ➢ The directions of travel along Walnut Street and Dexter Avenue are separated by a double-yellow centerline ➢ Sidewalks are provided along both sides of the intersecting roadways with crosswalks provided across Walnut Street and Dexter Avenue ➢ Land use consists of commercial properties ➢ "Sharrow"pavement markings are provided on School Street south of the intersection 26. School Street at Boylston Street ➢ Four-legged intersection under STOP-sign control and is located within the defined school zone area of the Hosmer Elementary School ➢ School Street north and southbound approaches provide a 16-foot wide general-purpose travel lane with no marked shoulder ➢ The directions of travel along School Street are separated by a double-yellow centerline ➢ The Boylston Street east and westbound approaches provide a 32 to 36-foot wide travelled-way that accommodates two-way travel with no marked centerline or shoulders and vehicles approaching School Street under STOP-sign control ➢ Sidewalks are provided along both sides of the intersecting roadways with crosswalks provided across all legs of the intersection ➢ Land use consists of residential properties and the Hosmer Elementary School ➢ "Sharrow"pavement markings are provided on School Street north of the intersection 27. School Street at Mt.Auburn Street ➢ Four-legged intersection under traffic signal control ➢ Mount Auburn Street east and westbound approaches provide two 12 to 20-foot wide general-purpose travel lanes with no marked shoulder and right-turn vehicles exiting the westbound approach prior to the intersection by way of a channelized right-turn slip-ramp ➢ The directions of travel along Mount Auburn Street are separated by a double-yellow centerline 23 GA7319 Wa[ertown\ReportsMA 082416 doex ➢ School Street north and southbound approaches provide a 13 to 16-foot wide general- purpose travel lane with no marked shoulder ➢ The directions of travel along School Street are separated by a flush serrated island on the north leg at the intersection and by double-yellow centerline to the north and south ➢ Sidewalks are provided along both sides of the intersecting roadways with crosswalks provided across all legs of the intersection ➢ Land use consists of residential and commercial properties ➢ Traffic signal operates in a two-phase, fully-actuated mode, with and an exclusive pedestrian phase provided upon pushbutton actuation ➢ A"No Turn on Red"sign is posted for School Street northbound approach ➢ "Sharrow"pavement markings are provided on School Street north of the intersection 28. School Street at Maplewood Street ➢ Four-legged intersection under STOP-sign control ➢ School Street north and southbound approaches provide a 16-foot wide general-purpose travel lane with no marked shoulder ➢ The directions of travel along School Street are separated by a double-yellow centerline ➢ The Maplewood Street east and westbound approaches provide a 32 to 34-foot wide travelled-way that accommodates two-way travel with no marked centerline or shoulders and vehicles approaching School Street under STOP-sign control ➢ Sidewalks are provided along both sides of the intersecting roadways with crosswalks provided across all legs of the intersection ➢ Land use consists of residential properties ➢ "Sharrow"pavement markings are provided on School Street north of the intersection 29. Belmont Street at School Street ➢ Three-legged intersection under traffic signal control ➢ Belmont Street east and westbound approaches provide two 11 to 12-foot wide general- purpose travel lanes with 6 to 11-foot wide marked shoulders/parking lanes and right-turn vehicles exiting the eastbound approach prior to the intersection by way of a channelized right-turn slip-ramp ➢ The directions of travel along Belmont Street are separated by a double-yellow centerline ➢ School Street northbound approach provides a 12-foot wide general-purpose travel lane with no marked shoulder ➢ The directions of travel along School Street are separated by a double-yellow centerline ➢ Sidewalks are provided along both sides of the intersecting roadways with crosswalks provided across all legs of the intersection ➢ Land use consists of residential and commercial properties ➢ Traffic signal operates in a two-phase, fully-actuated mode, with and an exclusive pedestrian phase provided upon pushbutton actuation 24 G:\7319 Watertown\Reports\TIA 082416 docx ➢ A"No Turn on Red"sign is posted for Belmont Street westbound approach ➢ "Sharrow"pavement markings are provided on School Street south of the intersection 30. Arlington Street at Nichols Avenue and Coolidge Hill Road/Crawford Street ➢ Five-legged intersection under traffic signal control ➢ Arlington Street north and southbound approaches provide a 12-foot wide left-turn lane, and a 12-foot wide shared through/right-turn lane with a marked shoulder ➢ Nichols Avenue eastbound approach provides a 12-foot wide shared left-turn/through lane and a 12-foot wide exclusive right-turn lane, with a marked shoulder ➢ Coolidge Hill Road westbound approach provides a 16-foot wide general purpose travel lane ➢ Crawford Street is a one-way, leading away from the intersection, in a north-eastbound direction ➢ Directions of travel along the intersecting roadways are separated by a double-yellow centerline ➢ Sidewalks are provided along both sides of the intersecting roadways with crosswalks provided across all legs ➢ Land use in the vicinity of this intersection consists primarily of commercial, office and residential uses 31. Arlington Street at Grove Street ➢ Three-legged intersection under STOP-sign control ➢ Arlington Street northbound and southbound approaches consist of one channelized right- turn lane, and one through lane ➢ 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 ➢ Directions of travel along the intersecting roadways are separated by a double-yellow centerline and concrete islands ➢ 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 32. Mt.Auburn Street at Arlington Street ➢ Four-legged intersection under traffic signal control ➢ The Mt. Auburn Street eastbound and westbound approaches provide one 12-foot wide exclusive left-turn lane, one 12-foot wide through lane and one 11-foot wide shared through/right-turn lane 25 GA7319 WatertowriTuports\TIA 082416.docx ➢ The Arlington Street northbound and southbound approaches consist of one 12-foot wide exclusive left-turn lane, and one 12-foot wide shared through/right-turn lane ➢ Directions of travel along the intersecting roadways are separated by a double-yellow centerline ➢ Sidewalks are provided along both sides of the intersecting roadways with crosswalks provided across all legs of the intersection ➢ Land use in the vicinity of this intersection consists primarily of commercial and recreational uses 33. Arlington Street at Maplewood Street ➢ Three-legged intersection under STOP-sign control ➢ Arlington Street northbound and southbound approaches consist of one 12-foot wide general purpose travel lane ➢ Maplewood Street eastbound approach consists of one I1-foot wide general purpose travel lane,with on-street parking ➢ Directions of travel along the Arlington Street are separated by a double-yellow centerline. Maplewood Street has not pavement markings to separate direction of travel. ➢ Sidewalks are provided along both sides of Arlington Street and Maplewood Street. A Crosswalk is provided across Maplewood Street ➢ Land use in the vicinity of this intersection consists primarily of residential and institutional uses EXISTING TRAFFIC VOLUMES In order to determine existing traffic-volume demands and flow patterns within the study area, automatic traffic recorder (ATR) counts, manual turning movement counts (TMCs) and vehicle classification counts were completed in September 2015 and March 2016, as part of the Arsenal on the Charles Campus Plan traffic study, while public schools were in regular session, along with June and July 2016, which included supplemental data for Arlington Street and the Saturday evening traffic volumes. The ATR counts were conducted on Arsenal Street in order to record weekday daily traffic conditions over an extended period, with weekday morning (7:00 to 9:00 AM), weekday evening (4:00 to 6:00 PM), and Saturday midday (11:00 AM to 2:00 PM) peak period manual TMCs performed at the study intersections. Traffic counts(TMCs)were also performed at select study intersections along Arsenal Street and at the Project site driveways during the Saturday evening peak period (7:00 PM to 9:00 PM) as directed by the Town. These time periods were selected for analysis purposes as they are representative of the peak traffic volume hours for both the Project and the adjacent roadway network. Table 1 summarizes the study area intersections and selected count periods as requested by the Town. 26 G\7319 Watertown\ReportsMA 082416,docx TABLE 1 STUDY AREA INTERSECTIONS Time of Day Weekday Weekday Saturday Saturday Location Morning Evening Midday Evening Arsenal Street at Western Avenue,Birmingham Parkway and X X X Soldiers Field Road Arsenal Street at Greenough Boulevard(East) X X X X Arsenal Street at Greenough Boulevard(West) X X X X Arsenal Street at Arlington Street and Coolidge Avenue X X X X Arsenal Street at Elm Street X X X X Arsenal Street at the Watertown Mall Driveway X X X X Arsenal Street at the Arsenal Mall Right-In/ X X X X Right-Out Driveway Arsenal Street at the Arsenal Mall Driveway and X X X X Watertown Mall Driveway Arsenal Street at the Right-In,Entry-Only Arsenal X X X X Mall Driveway Arsenal Street at Arsenal Court X X X X Arsenal Street at Talcott Avenue X X X X Arsenal Street at Kingsbury Avenue X X X Arsenal Street at School Street X X X X Arsenal Street at Wooley Avenue X X X Arsenal Street at Louise Street X X X Arsenal Street at Beechwood Avenue X X X Arsenal Street at Irving Street X X X Arsenal Street at North Beacon Street and Taylor Street X X X North Beacon Street at Greenough Boulevard X X X North Beacon Street at Nonantum Road X X Main Street and North Beacon Street at Mt.Auburn Street, X X X Galen Street and Charles River Road Galen Street at Watertown Street and Nonantum Road X X X Main Street at Pleasant Street X X X Main Street at Church Street X X X School Street at Walnut Street and Dexter Avenue X X X School Street at Boylston.Street X X Mount Auburn Street at School Street X X School Street at Maplewood Street X X Belmont Street at School Street X X Traffic Volume Adiustments In order to evaluate the potential for seasonal fluctuation of traffic volumes within the study area, MassDOT weekday seasonal factors for Group 6 roadways (urban arterials, collectors and rural arterials, the MassDOT functional classification for Arsenal Street) were reviewed.' Based on a review of this data, it was determined that traffic volumes for the months of March, June, July, 3MassDOT Traffic Volumes for the Commonwealth of Massachusetts; 2014 Weekday Seasonal Factors, Group 6 — Urban Arterials,Collectors and Rural Arterials. 27 G:\7319 Watertown\ReportsMA 082416 docx September and November are approximately 4 percent, 10 percent, 8 percent, 7 percent and 3 percent above average-month conditions, respectively, and were not adjusted downward in order to provide a conservative (above-average) analysis condition. The traffic volume data collected in November 2014 was adjusted to 2016 conditions by applying general background traffic growth rate of 2.0 percent. The traffic volume data collected in September 2015 was adjusted to 2016 conditions by applying general background traffic growth rate of 1.0 percent (discussed in further detail in the General Background Traffic Growth section of this report). The 2016 Existing traffic volumes are summarized in Table 2, with the weekday morning, weekday evening, Saturday midday and Saturday evening peak-hour traffic volumes graphically depicted on Figures 4, 4A, 5, 5A, 6, 6A, and 7, respectively. Note that the peak-hour traffic volumes reflected in Table 2 were obtained from the TMCs and are reflected on the aforementioned figures. Table 2 2016 EXISTING TRAFFIC VOLUMES Weekday Morning Peak-Hour Weekday Evening Peak-Hour (7:45—8:45 AM) (5:00—6:00 PM) Directional Directional Location AWTa VPHI K Factor' Distribution VPH K Factor Distribution Arsenal Street,west of 18,310 1,743 9.5 76.2%EB 1,535 8.4 58.3%WB Kingsbury Avenue 'Average weekday traffic in vehicles per day. 'Vehicles per hour. `Percent of daily traffic occurring during the peak-hour. EB=eastbound;WB=westbound;NB=northbound;SB=southbound. As can be seen in Table 2, Arsenal Street was found to accommodate approximately 18,310 vehicles on an average weekday (two-way, 24-hour volume), with approximately 1,743 vehicles per hour (vph) during the weekday morning peak-hour and 1,535 vph during the weekday evening peak-hour. It should be noted that the base traffic volumes are consistent with the Arsenal on the Charles Campus Plan traffic study, with the exception of the Arlington Street intersections, which are additional study area intersections, and the Saturday evening traffic volumes which study period was added due to the entertainment portion of the project. PEDESTRIAN AND BICYCLE FACILITIES A comprehensive field inventory of pedestrian and bicycle facilities within the study area was undertaken in March 2016. 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. In general, sidewalks are provided continuously along either one or both sides of 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. It was noted that the Town of Watertown has been advancing the reconstruction of pedestrian facilities within the study area to meet the requirements of the Americans with Disabilities Act (ADA). These efforts will be supported in 28 G:\7319 Wa[ertow\ReportfflA 082416 docx r ao4-0 L19 NN— —489 BELMONT -)1 4 f--37 STREET b 22-! L11 737� o ^ova �239 r r42 'Oa 4-38 ARSENAL STREET * ti^r r-158 WESTERN AVENUE N u)'o —5J MAPLEWOOD '�I�' -13 STREET 391 i 61 � 362 van 226 ► I (� 43�i S�� 27---t N ¢ rororn t33 �i Y nMm —463 ra a MT. AUBURN '�I L' �47 STREET a 481 685— n n 39--,* NON z ma)- L17 m I � 71 1�//�� y BOYLSTON '�+�` r41 STREET ;iV 121 ►�I��Ir 2D--' 29� �ma -1• � na L5 0 m �21 WATERTOWN MALL a }rya WALNUT STREET i �52 DEXTER AVENUE w ✓ nip 91 w w r� 5)J� =ISV 221 v°i n D ZAVENS } } w 2 17� 2 � N T.H. McV£Y m y CUSTOM PIRNNURE ROMA TILE 3 3 �). STONE COMPANY z F-¢ ¢ or a 3 z SEE ABOVE ow > > �w wo wo 2 w ` — 2y MN ao ao m~ 3 3 �1�� a� c� �5 nN m c5gg o ¢ L460 .u_7N� L30 nvni o o i0 �no�n L5 Noo L55 omm L5 0 00 �,.U' t182 LO Now I 4 4 i-222 L30 f-359 �409 �414 �436 N m L101 pI —414 �500 1530 I 1505 —550 n o L55 a M i66 �u �449 01 C) r g82 N M L268 WESTERN 9SU1, 10 —354 ARSENAL '�l�' j-'10 �20 j f 4)L� �313 '�i�' �'38 l L. �60 •�1�► �5 .-590�i ) �40 �5* .��. .-525 �� �� 1 4.-540 STREET �90 +� j-gg .1 1..54$ ♦-i AVENUE � 51 101 758� 763— 672— ? } ? ` �� 0 Z 7O �1 f (� 20 (� 54 (� 1521 01 01 .\ 1 � 951 � I (�B68y 401 4` I (-885— r' 35� 25� 20� ?? 0� �► 354� S 505-► +�?p 601� �n 0 20� o M mo 7 �W 672� 1079� 1020� 000 1010� 00in 6 874� �0O 7 0 859� 833-. 126�' NNr� 1206� m�;y, 944-. a F 439�. 55� �N }w 250� 55� m oo 5-+ 55� n N 682— .605 121 o J Z w ¢ < ¢ THE ARSENAL PROJECT 3 w� to 0 ow w r 0 0 o t-w ¢I- M} M} } ARSENAL MALL ¢ z o Off`' mz r0 ¢ ¢ ¢ } w } 5 3Z Nw 3¢ N 0z zM w3 �3 �3 :2 ¢ ow O� Za U� �� Z� Z� z � 9 m¢ J� Y ¢¢ ¢ �0 �� �� SATE z- a / w� ¢ 367 Out 229 of o —¢ m Total 596�• CD WATERTOWN Noo STREET 1 LO r 3jV 0 M m 2931 345� 0 OygM� {EESSOt1�{ BOULEVARD oho ?0. N�rH J ¢ L7 �h1 �J H-d�p ZD 1by s �A Notes:1. Imbalances exist due to numerous curb cuts and side streets that are not shown. 2. *Illegal movement. access is provided via Arsenal Mall driveways,8 trips entering park and 6 trips exiting park. Vanasse &Associates, Inc. 2016 Existing Weekday Morning ~ Peak Hour Traffic Volumes Copyright ©2016 by VAL All Rights Reserved. d 9 r!feV p,I}SURN 5 0 1 ` c 0) NI{HDLS N M ~0 AVENUE •� 1 S4 0 30� �Z2 i 7s- 41 1 (�� cooD H/�G 459� rn u' J lY a ARSENAL STREET J } Q Q J J LJ Ld (n�1 LY � Q O IAVanassa S Associates. hiA 2016 Existing N Transportat o Engineers & Planners Weekday Morning Copyright ©2014 by VAL All Rights Reserved. o ro a L88 'O ImoI '° '747 BELMONT j i L. 4-17 STREET ¢ ❑ 30--f 22 538-� ,� rn 40 0'� o,N M +--404 n to �88 ARSENAL STREET 'T �(� j-256 WESTERN AVENUE Wnw �51 ? MAPLEWOOD +L. r16 STREET 353- a27 -tNo o� '1 T f 78� 9� co ao to W 16� NMM LL } ieo w Y �755 MT. AUBURN + r20 STREET a 47' ¢ 494:+ n, LD 30--t N z_ t17 M `�4 �35 m 4� g BOYLSTON STREET y� m ' 20 24-� L15 0 N C. ti. I '-32 WATERTOWN MALL a �ysS '18 WALNUT STREET + `?101 DEXTER AVENUE J ti 8� 41 I f* o �9`q '>vp y4' 32-+ a to ZA VEN S } } w sGy ?, T.N. McVEY m �i 129� c�a r CUSTOM£'/RNIR/RE ROMA TILE z 3 z 3 -� 4 Q STONE COMPANY am �'r P� �F� (y C, >3 >3 xw wo �o M a3 W r _ SEE ABOVE t y y �• fig$ v~i c=i� �� m w 3 ¢ w !ram�� f I iL15 N ao ao � 3 `4 ao ¢ �-596 oa,to t101 '�'� LO LO o to L15 o t5 to �i.l•' HO4 0 Y` N�'o �545 �631 —662 �641 NN 000 1895 000 1863 � `O f-808 f1toio 1596 �--707 mw u`Oim �P�U � 45 �0 rN � a asp :093 �515 ARSENAL 'j 1 L. �10 �20 r91 r109 .J L. r556 'j 1 L' f 1�• r25 DY (15 r-636'�l�' �105 `5* .1 l� .L-555 �. 591 STREET`r.��V' �95 �lolI 1. 823 m� �399 WESTERNI i �96 J tr.-722 t�� AVENUE 5� C7 151 ? 455— 465- fl7l-► 308� 0-4 0� 15� 65-4 752� S I (� (� (� * * 851-► (' 1355 40S 46 * 0� } 202� 1 b r �o0 384� ?g 394-. oNo 157 00 75-t o 37� ^ 444� 636-. 631-► o 793� oLr) 1 646� o�,) 257 o 667� 717— 96�' I rr 679— opo 732— ymgy �. �}a 354�. �q� 407 NNN 717 35� o o 25� }i 140Z N '0 626— occno� 14 m I N J J N`� w 357 0 z ir w F w a} a} a} 7HE ARSENAL PROJECT H z o� Nw o> mz 1 � ¢~ �¢ �¢ �¢ ¢ r mw jw 3¢ v) ❑z w� cy> o� z¢ J> tnoi z ¢> ¢> �3 ❑ Y m¢ wN Y ~a ¢ vwio vwio Wo SITE w N ¢ / Ir out w p M Tota11054- � WA TER TOWN 't m o �P STREET ')1� 3�y POy� 9 333-4 m 450--,#14� }r'y�Y BOULEVARD w 4C� c� �i "�f4�aA 8 3g s Notes:1. Imbalances exist due to numerous curb cuts and side streets that are not shown. 2.*Illegal movement. a Access is provided via Arsenal Mall driveways,with 15 trips entering the park and 7 trips exiting the park. Vanasse & Associates, Inc. 2016 Existing +�r.viiu:luli r"Yikllt:eycxlJ v1 1'"iutlilc la Weekday Evening Peak Hour Traffic Volumes d Copyright ©2016 by VAL All Rights Reserved � + �z o +$ 5 - UNT bra',�� cV )� Q ® � % � ¥CH as AVENUE �# 7� k@= 3--* }00 0 °m ate »�£ , b \ Q�� 0 _ w \ ARSENAL STREET x /j§ £ 7 � < c 2016 Existing IAN Transportation Engineers & Planners Weekday Evening m , e 2014w m All RlghtB__ O L13 a'0'n +-263 ARSENAL STREET _. C-162 WESTERN AVENUE * 374- 00omn 370--+ a�N 77--;1 W af 3 W Y K � Q o a to CD x z z 2 �4,Ft m Oa 20 { yes i _o o t2 0 *a N� ~21 WATERTO� WN MALL J �y iV WALNUT STREET '�j�' 84 DEXTER AVENUE y 7- * J J 9'A Itl 7 PF 9y til y �fiG m 6 y �157 ZAVENS T Q STONE COMPANY x 0 0�" ' r 4t "� fkl �s Q� 7�� Ow ¢j aW L)W F o o W W SEE ABOVE y'� ti '�• t^� s to v~ �� �- �� ¢ — yP�L �L17 nn a0 ao m� 3 3 v7 �`� r ao c� y $ LO t7 to t19 m L4 '0 N n .N o t`499 NON LSS INN 1-242 000 nOn OUD dnn OM MN Pf i 45 L7 NM 4 r ap �. F-325 a 4 1-581 ARSENAL '�j L. �5 46 �649 r645 687 �-538 00 b 772 r- �. � 745 4 r777 b t-514 720 N� t142 L150 'j 4� —564 00 —746 i172 WESTERN `ga y j `41 j r10 w �806 j r202 r17� ./1. '533 J t. �582 STREET i �150 j r 11 �1 L..861 I AVENUE % C� 10S �� 19' ? 693� 887— .��.787� 4)1,. ? ? L ? 1995 661 41S 1� * 144� 1 `�07 I (� �l (� 12 197� o� s� �1 I (. 2s� I (�8Z5-P 91S �1 I (�6311 *}I �1 I (• yh�y Asp p 258�. ? 542� Nn� 15� �� o� 1xi 0� 663� Bzs� 847� m B�p�� o0m 777 222� v00pi , 490� 558— 515� �J�(� 776� Y 676— I W $ 6D v 152� W 7 2 W J J N J 69� W I ry O OW W F O�t.Z�J 07 Fw J Qr ¢>. Qr J z 30 V)W 0> mz 07 ZK �Q �Q �¢ Qr !sl r S xz �w 3¢ cn�' Oz w0 �3 w3 wW WOf `S w¢ 0� Y¢ FQ QO tWnFr I.io I.,WUlm 51TE z2: V) ¢ J y 'pL m a a a In 817 �o —a -�� Out 722 ¢ a n� cult � WATERTOWN 0O �r40 M STREET s of m 3285 2B9� F Moti�y BOULEVARD f ��i1 01sr� I)N R n tl_40 TH w �FgOQ a V c� 20 Notes:1. Imbalances exist due to numerous curb cuts and side streets that are not shown. 2.*Illegal movement. a Access is provided via Arsenal Mall driveways,with 53 trips entering the park and 62 trips exiting the park. Vanasse & Associates, Inc. 2016 Existing Saturday Midday Peak Hour Traffic Volumes a Copyright ©2016 by VAL All Rights Reserved. tis�Gy Aua�RN 5� 9? N fiT NICHOLS N N N II � AVENUE �27 �3 9S COOf�� ia� 11 6� W N N O GOJ�c. J Q ARSENAL STREET .J } J LLJJ Ld V) > a Of W Q � c vamose A Associr"s, Iraq 2016 Existing 9 insp Arta io Engin. j & Planners Saturday Midday n IAN 0 3 Copyrlghl ©2014 by VAL All Rlghls Reserved. 0 E � , > VIC 0 _n n mm�e m� �| . 1E G®a m % U 16. = ±} �ƒ )� �I� ■ o MC ._%- t\ �/ 6�' 11Vh IVN3SdV * CNI Ld )} ) A a w )} ama« as �! k 11011 RMOiN31VM / C14 « }� � k / !{ m� a ® w t--a ) )}� -§L 1104 � � )- )i{mV w k ®0 -A, 00 @ Jf sV a �+ - t-9 k ]}{ 77 i a /\ )} ¥ q ' §rm o_ J 2 E ° § ■ ■ ® }C �/ 2 ) $ (1 O )|(* 3 ¥ 0 O _ ��! § �$ '13 § § / E ■_ (Dk 22 . o §} \ 133 a G� )| f { 2»s @� �04 } `~ w w 0 z ' q e \ m_v9T0Z/I;,/R'6MP'S11U61EL_, ISTEw conjunction with the Project where such accommodations do not presently exist or are not planned to be completed by others. In conjunction with the Arsenal Street corridor study that is being undertaken by MassDOT, an inventory of pedestrian accommodations along Arsenal Street has been completed. Bicycle lanes are currently provided along both sides of Arsenal Street between Wooley Avenue and Louise Street (located east of Beechwood Avenue), and along both sides of North Beacon Street and Charles River Road. "SHARE THE ROAD" signs are posted on Arsenal Street and North Beacon Street within the study area. "Sharrow" pavement markings are provided along School Street between Arsenal Street and Belmont Street. As identified in the Bicycle Transportation Plan prepared for the Town of Watertown Department of Public Works (DPW),' there are plans to extend the bicycle lanes on Arsenal Street along either one or both sides of the roadway(bicycle lanes or a cycle track), or by way of an off-road path. In addition, pedestrian and bicycle paths in the upper section of the Charles River Reservation (Dr. Paul Dudley White Bike Path)are located south of the project and can be accessed via Greenough Boulevard. The Charles River Reservation is a Department of Conservation and Recreation (DCR) parkland that traverses an alignment along the Charles River from Watertown Square to the Museum of Science in Boston and includes the Dr. Paul Dudley White Bike Path and the Charles River Greenway which provides pedestrian and bicycle accommodations along the Charles River between Waltham and Boston. A Walk Assessment' and a Bikeability Assessment' were conducted along the Irving Street corridor in January 2015 for the MassDOT Bicycle and Pedestrian Safety Awareness and Enforcement Program in partnership with the Massachusetts Department of Public Health. These assessments identified pedestrian and bicycle conditions along the Irving Street corridor, and provided short and long-term recommendations at the study area intersections and along Irving Street which are summarized below. Irving Street at Arsenal Street Short Term — Install detectable warning panels — Provide ADA-compliant ramps — Reinstall pavement markings — Adjust signage to the correct mounting height — Fix pedestrian indications on the northwest corner — Fix pedestrian pushbutton on the northeast corner — Fix audible signals — Evaluate signal timings Lang Term — Provide pedestrian-scale lighting — Relocate pushbuttons adjacent to the curb ramps Consider curb extensions — Consider installing bicycle detection 'Bicycle Transportation Plan;Greenman-Pedersen,Inc.;2010. 5 Walk Assessment, Watertown,MA; Walk Boston with Toole Design Group;January 14,2015. 6Bikeability Assessment, Watertown,MA; MassBike with Toole Design Group;January 14,2015_ 29 GA7319 WatertownAeportATlA 082416 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 two routes: Route 70/70A, Cedarwood or Central Square, Waltham — University Park, and Route 71, Watertown Square — Harvard Station. 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 Route 70/70A bus line stops at the project and at the Elm Street intersection. Route 71 serves Mount Auburn Hospital and Harvard University, with a connection to the Red Line subway system. The closest bus stops to the Project site on the Route 71 bus line are located along Mount Auburn Street between School Street and Arlington Street, approximately one half-mile from the Project site. 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, with Route 71 generally operating with 10 to 20-minute headways. Roundtrip fares for adults are $2.10, with a $0.80 fare for students, senior citizens and persons with disabilities. The public transportation schedules and fare information is provided in the Appendix. SPOT SPEED MEASUREMENTS Vehicle travel speed measurements were performed on Arsenal Street in the vicinity of the Project site over a continuous 48-hour weekday period in conjunction with the ATR counts. Table 3 summarizes the vehicle travel speed measurements. Table 3 VEHICLE TRAVEL SPEED MEASUREMENTS Arsenal Street Eastbound Westbound Mean Travel Speed(mph) 30 25 851 Percentile Speed(mph) 34 30 Posted Speed Limit(mph) 30 30 mph=miles per hour. As can be seen in Table 3, the mean (average) vehicle travel speed along Arsenal Street in the vicinity of the Project site was found to be approximately 28 mph. The average measured 85t" percentile vehicle travel speed, or the speed at which 85 percent of the observed vehicles traveled at or below, was found to be approximately 33 mph, which is 3 mph above the posted speed limit (30 mph). The 851h percentile speed is used as the basis of engineering design and in the evaluation of sight distances,and is often used in establishing posted speed limits. 30 G\7319 Watertown\ReportsUTA 082416 docx MOTOR VEHICLE CRASH DATA Motor vehicle crash information for the study area intersections was provided by the MassDOT Highway Division Safety Management/Traffic Operations Unit for the most recent five-year period available(2009 through 2013, inclusive) in order to examine motor vehicle crash trends occurring within the study area. The data is summarized by intersection, type, severity, and day of occurrence, and presented in Table 4. As can be seen in Table 4, with the exception of the Arsenal Street/Greenough Boulevard and North Beacon Street/Greenough Boulevard intersections, the study area intersections were found to have a motor vehicle crash rate below both the MassDOT statewide and Highway Division District 6 (the Highway Division District in which the intersection is located) average crash rate for a signalized or unsignalized intersection, as appropriate. The intersections of Arsenal Street at Greenough Boulevard and North Beacon Street at Greenough Boulevard experienced an average of approximately five(5) and seven (7) reported motor vehicle crashes per year over the five-year review period, respectively, and were found to have a motor vehicle crash rate above both the MassDOT statewide and Highway Division District 6 average crash rate for an unsignalized intersection. A review of the MassDOT statewide High Crash Location List for the study area indicated that the following intersections/locations are included on MassDOT's Highway Safety Improvement Program(HSIP) listing as high crash locations: -- Arsenal Street/Greenough Boulevard(2012-2014 HISP cluster) -- Galen StreetWonantum Road/Watertown Street(2012-2014 HISP cluster) — Mt. Auburn Street/Galen Street between Irving Street and Aldrich Road (2004-2013 HISP pedestrian cluster) — North Beacon Street/Greenough Boulevard(2012-2014 HISP cluster) — Main Street/Church Street/Cross Street(2012-2014 HISP cluster) — Main Street between Arsenal Street and Whites Avenue (2005-2014 HISP bicycle cluster) Arsenal Street at Birmingham Parkway(2005-2014 HISP bicycle cluster) — Arlington Street at Mount Auburn Street(2005-2014 HSIP pedestrian cluster) No fatal motor vehicle crashes were reported at the study area intersections over the five-year review period. The detailed MassDOT Crash Rate Worksheets and High Crash Location mapping are provided in the Appendix. 31 GA7319 Watertown\ReportsMA 082416.docx Table 4 MOTOR VEHICLE CRASH DATA SUMMARYe Arsenal Street/ Arsenal Street/ Arsenal Street/ Arsenal Street/ Coolidge Avenue/ Arsenal Street/ Arsenal Mall Watertown Mall Arsenal Street/ Arsenal Street/ Arsenal Street/ Arsenal Street/ Greenough Boulevard/ Arlington Street/ Arsenal Street/ Watertown Mall Right-In/ Drive/ Birch Street/ Arsenal Street/ Kingsbury Arsenal Street/ Wooley Arsenal Street/ Greenough Boulevard Private Driveway Arsenal Mall Drive Elm Street Drive Right-Out Drive Arsenal Mall Drive Arsenal Court Talcott Avenue Avenue School Street Avenue Louise Street Traffic Control Type:b TS U TS U TS U TS TS TS U TS U U Year: 2009 6 3 2 1 1 1 0 0 3 0 2 0 1 2010 4 4 2 1 3 2 0 0 0 0 0 0 0 2011 4 5 5 2 2 4 0 0 2 0 1 0 0 2012 4 7 1 2 1 1 1 1 3 0 2 0 1 2013 4 6 0 2 2 3 0 0 1 0 2 0 2 Total 22 25 10 8 9 11 1 1 9 0 7 0 4 Average 4.4 5.00 2.00 1.60 1.80 2.20 0.20 0.20 1.80 0.00 1.40 0.00 0.80 Calculated Ratee 0.43 0.60 0.20 0.25 0.26 0.35 0.03 0.03 0.23 0.00 0.16 0.00 0.15 MassDOT Crash Rated 0.77/0.70 0.50/0.53 0.77/0.70 0.5010.53 0.77/0.70 0.58/0.53 0.77/0.70 0.77/0.70 0.77/0.70 0.58/0.53 0.77/0.70 0.60/0.58 0.58/0.53 Significant?' No Yes No No No No No No No No No No No Type: Angle 9 10 2 7 4 6 1 1 3 0 3 0 1 Rear-End 7 12 4 0 2 1 0 0 4 0 4 0 3 Head-On 0 1 0 1 0 1 0 0 0 0 0 0 0 Sideswipe 1 2 1 0 0 2 0 0 1 0 0 0 0 Fixed Object 5 0 0 0 0 1 0 0 1 0 0 0 0 Pedestrian/Bicycle 0 0 2 0 3 0 0 0 0 0 0 0 0 Unknown/Other 0 0 1 0 0 0 0 0 0 0 0 0 0 Total 22 25 10 8 9 11 1 1 9 0 7 0 4 Day of Week: Monday through Friday 13 21 8 6 7 9 1 1 6 0 6 0 2 Saturday 2 1 2 1 2 2 0 0 1 0 0 0 1 Sunday 7 3 0 1 0 0 0 0 2 0 1 0 1 Total 22 25 10 8 9 11 1 1 9 0 7 0 4 Severity: Property Damage Only 14 21 6 4 4 9 1 0 5 0 4 0 3 Personal Injury 8 4 4 4 5 2 0 1 4 0 3 0 1 Fatality 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 22 25 10 8 9 11 1 1 9 0 7 0 4 See notes at end of table. G17319 Watertow\Reports\TJA 082416.doex 32 Table 4(Continued) MOTOR VEHICLE CRASH DATA SUMMARYe Arsenal Street/ North Galen Street/ Arsenal Street/ Arsenal Street/ Arsenal Street/ Arsenal Street/ North Beacon Street/ Beacon Street/ North Beacon Street/ Watertown Nonantum Road/ Birmingham Right-In Entry- Beechwood Avenue Irving Street Taylor Street Greenough Boulevard Nonantum Road Square Watertown Street Parkway Only Mall Drive Traffic Control Type:b TS TS TS U TS TS TS TS U Year: 2009 2 4 3 3 4 9 6 5 0 2010 1 2 1 8 6 7 8 5 0 2011 1 3 4 6 8 4 12 8 0 2012 0 0 1 11 2 5 13 5 0 2013 1 5 0 9 1 4 7 10 0 Total 5 14 9 37 21 29 46 33 0 Average 1.00 2.80 1.80 7.40 4.20 5.80 9.20 6.60 0.00 Calculated Rate' 0.22 0.41 0.26 0.78 0.20 0.35 0.68 0.53 0.00 MassDOT Crash Rated 0.77/0.70 0.77/0.70 0.77/0.70 0.58/0.53 0.77/0.70 0.77/0.70 0.77/0.70 0.77/0.70 0.58/0.53 Significant?e No No No Yes No No No No No Type: Angle 1 7 4 19 11 14 22 19 0 Rear-End 2 4 1 13 7 6 9 4 0 Head-On 1 0 0 2 0 0 3 1 0 Sideswipe 0 1 0 1 1 7 6 3 0 Fixed Object 0 1 1 1 0 0 1 6 0 Pedestrian/Bicycle 0 0 2 1 1 1 4 0 0 Unknown/Other 1 1 1 0 1 1 1 0 0 Total 5 14 9 37 21 29 46 33 0 Day of Week: Monday through Friday 5 12 8 34 18 24 37 24 0 Saturday 0 0 1 2 1 5 3 4 0 Sunday 0 2 0 1 2 0 6 5 0 Total 5 14 9 37 21 29 46 33 0 Severity: Property Damage Only 3 10 6 30 15 22 28 22 0 Personal Injury 2 4 3 7 6 7 18 11 0 Fatali1y 0 0 0 0 0 0 0 0 0 Total 5 14 9 37 21 29 46 33 0 See notes at end of table. GA7319 WatertownlReportsMA 062416.docx 33 Table 4(Continued) MOTOR VEHICLE CRASH DATA SUMMARY8 School Street/ Arlington Street/ Main Street/ Main Street/ Walnut Street/ School Street/ My.Auburn Street/ School Street/ Belmont Street/ Nichols Avenue Mr.Auburn Street/ Arlington Street/ Arlington Street/ Pleasant Street Church Street Dexter Avenue Boylston Street School Street Maplewood Street School Street Coolidge Hill Road Arlington Street Grove Street Maplewood Street Traffic Control Type:b TS TS U U TS U TS TS TS U U Year: 2009 1 0 1 0 4 0 5 1 5 3 0 2010 3 3 3 0 1 1 3 1 4 2 0 2011 1 0 4 1 3 1 6 2 2 2 0 2012 2 1 2 1 2 2 10 5 3 5 0 2013 2 0 2 3 3 1 5 2 3 3 2 Total 9 4 12 5 13 5 29 11 17 15 2 Average 1.80 0.80 2.40 1.00 2.60 1.00 5.80 2.20 3.40 3.00 0.40 Calculated Rate' 0.20 0.10 0.47 0.31 0.30 0.25 0.62 0.57 0.29 0.41 0.10 MassDOT Crash Rated 0.77/0.70 0.77/0.70 0.58/0.53 0.58/0.53 0.77/0.70 0.58/0.53 0.77/0.70 0.77/0.70 0.77/0.70 0.58/0.53 0.58/0.53 Significant?' No No No No No No No No No No No Type: Angle 2 1 10 5 4 3 11 3 6 11 0 Rear-End 5 2 0 0 6 2 14 1 4 1 1 Head-On 0 0 0 0 0 0 0 0 1 0 0 Sideswipe 1 1 0 0 2 0 3 3 1 0 0 Fixed Object 0 0 0 0 1 0 1 4 5 3 1 Pedestrian/Bicycle 0 0 0 0 0 0 0 0 0 0 0 Unknown/Other 1 0 2 0 0 0 0 0 0 0 0 Total 9 4 12 5 13 5 29 11 17 15 2 Day of Week: Monday through Friday 6 2 11 3 11 3 28 10 15 13 2 Saturday 3 0 1 1 1 0 0 1 1 0 0 Sunday 0 2 0 1 1 2 1 0 1 2 0 Total 9 4 12 5 13 5 29 11 17 15 2 Severity: Property Damage Only 8 2 10 2 8 4 23 7 11 12 2 Personal Injury 1 2 2 3 5 1 6 4 6 3 0 Fatalfty 0 0 0 0 0 0 0 0 0 0 0 Total 9 4 12 5 13 5 29 11 17 15 2 'Source: MassDOT Safety Management/Traffic Operations Unit records,2009 through 2013. "Traffic Control Type:TS=traffic signal control;U=unsignalized. 'Crash rate per million vehicles entering the intersection. 'Statewide/District crash rate. 'The intersection crash rate is significant if it is found to exceed MassDOT statewide or District(District 6)crash rate. GA7319 Watertow\Reports\TIA 082416.docx 34 FUTURE CONDITIONS Traffic volumes in the study area were projected to the year 2023, which reflects a seven-year planning horizon from current year (2016) consistent with MassDOT's Transportation Impact Assessment (TIA) Guidelines. Independent of the Project, traffic volumes on the roadway network in the year 2023 under No-Build conditions include all existing traffic and new traffic resulting from background traffic growth. Anticipated Project-generated traffic volumes superimposed upon the 2023 No-Build traffic volumes reflect 2023 Build traffic volume conditions with the Project. It should be noted that the future year 2023 No-Build conditions were taken from the Arsenal on the Charles Campus Plan Traffic Study Build conditions for the common study area intersections 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 a 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, potential population growth and development external to the study area would not be accounted for in the resulting traffic projections. To provide a conservative analysis framework, both procedures were used, the salient components of which are described below. Specific [Developmcnt by Others The Planning Department of the Town of Watertown was contacted in order to determine if there were 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: GA7319 Wa[ertow\Reports\TIA 082416.docx 35 ➢ Elan Union Market Residential Community, Arsenal Street, Watertown, Massachusetts. This project will entail the construction of 282 apartment units and 11,000± sf of retail space to be located off Arsenal Street and Irving Street in Watertown, Massachusetts. ➢ Mixed-Use Development (the Hanover/KS Venture/Cresset Development), Arsenal Street, Watertown, Massachusetts. This project will entail the construction of a 35,000 sf supermarket, 297 apartment units and 6,700E sf of retail space to be located at 202 and 204 Arsenal Street and 70 Phillips Street in Watertown, Massachusetts. Access to the supermarket component will be by way of a full-access driveway that will intersect the north side of Arsenal Street and will be placed under traffic signal control. Access to the 6,700E sf of retail space and the residential component will be provided by way of a full-access driveway that will intersect Arsenal Street opposite Beechwood Avenue and will be incorporated into the traffic signal system at the intersection. ➢ 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 (6,530f sf), and 3,865E 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. ➢ Office Development, 65 Grove Street, Watertown, Massachusetts. This project will entail the redevelopment of the former General Electric (GE) Water and Process Technologies Building located at 65 Grove Street in Watertown, Massachusetts, to include 122,470E sf of general office space. ➢ Hotel Development, 80 Elm Street, Watertown, Massachusetts. This project will entail the construction of a 103-room hotel to be located at 80 Elm Street in Watertown, Massachusetts. ➢ CVS/Pharmacy, 631, 653 and 655 Mount Auburn Street, Watertown,Massachusetts. This project will entail the demolition of a 1,200E sf automobile service center and fueling facility, a vacant 10,800E sf office building and an 8,960E sf Elks Club located at 631, 653 and 655 Mount Auburn Street in Watertown, Massachusetts, and the construction of a 14,000E sf CVS/Pharmacy. ➢ Office Development, 480 Arsenal Street, Watertown, Massachusetts. This project will entail the redevelopment of the existing warehouse located at 480 Arsenal Street in Watertown, Massachusetts,to accommodate 185,595E sf of general office space. ➢ Tufts Health Plan Expansion, Grove Street, Watertown, Massachusetts. This project entails the construction of a 58,200 sf of office space expansion. ➢ Athena Health, Arsenal Street, Watertown, Massachusetts. This project will entail the expansion of the Arsenal on the Charles mixed-use commercial, recreational and cultural GA7319 Wa[ertown\ReportsMA 082416 docx 36 development to encompass approximately 1,130,000± square feet(sf) of corporate office space, retail and restaurant space, and recreational and cultural opportunities. 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)' for the appropriate land use(s) 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. 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, consistent with the background traffic growth rate used in other recently completed traffic studies in the area.' Roadway Imnrovernent Proiects MassDOT, the Towns of Watertown and Belmont were contacted in order to determine if there were any planned roadway improvement projects expected to be completed within the study area. Based on these discussions, the following roadway, intersection and traffic control improvements were identified: Trapelo Road/Belmont Street Improvement Project - MassDOT is in the process of reconstructing Trapelo Road and Belmont Street in Watertown and Belmont, which includes the installation of new traffic signals, sidewalks, landscaping and streetscape enhancements, and is expected to be complete in the summer of 2016. As part of the improvements, new traffic signal equipment will be installed at the intersection of Belmont Street at School Street and an optimal traffic signal timing and phasing plan will be implemented. Mount Auburn Street Improvements—Improvements are currently being designed by MassDOT for the Mount Auburn Street corridor from the Cambridge City line to Summer Street, and includes reducing the number of travel lanes to accommodate bicycles and transit vehicles, pedestrian improvements and the implementation of safety enhancements. These improvements are at the preliminary design level. Hanover/WS Venture/Cresset Development and Elan Union Market Improvements - In conjunction with the Hanover/WS Venture/Cresset mixed-use development (202 and 204 Arsenal Street and 70 Phillips Street) and the Elan Union Market residential community, 7Ibid 1. 8Transportation Impact Assessment, Elan Union Market, Arsenal Street and Irving Street, Watertown, Massachusetts; VAI;February 2015,Amended March 2015. GA7319 Watertmn\Reports\TJA 082416,doex 37 specific improvements are planned along Arsenal Street to accommodate these projects and consist of the following elements: ➢ Widen and restripe the intersection of Arsenal Street at Irving Street to provide two general-purpose travel lanes on the Arsenal Street east and westbound approaches, and a left-turn lane on the Irving Street southbound approach; ➢ Install a traffic control signal at the intersection of Arsenal Street at the west driveway that will serve the supermarket component of the Arsenal Street(the Hanover) mixed-use development; ➢ Upgrade and modify the existing traffic control signal at the intersection of Arsenal Street at Beechwood Avenue to incorporate the proposed east driveway to the Arsenal Street (the Hanover) mixed-use development and Elan Union Market projects as the fourth leg to the intersection; ➢ Provide bicycle detection and coordinate the traffic control signals at the intersections of Arsenal Street at Irving Street; Arsenal Street at the proposed west driveway to the Arsenal Street (the Hanover) mixed-use development; Arsenal Street at Beechwood Avenue and the proposed east driveway; North Beacon Street at Irving Street; and North Beacon Street at Beechwood Avenue; ➢ Provide a two-way bicycle facility along the north side of Arsenal Street. ➢ Replace the existing traffic signal system complete at the Arsenal Street/North Beacon Street/Taylor Street and the North Beacon Street/Irving Street intersections to include new/upgraded signs and pavement markings, associated drainage system modifications/adjustments, traffic calming measures, and intersection resurfacing (mill and overlay intersection and approaches). ➢ Design and implement an optimal traffic signal timing, phasing and coordination plan at the Mount Auburn Street/Irving Street/Palfrey Street intersection to include the replacement of pedestrian pushbuttons, signs, saddles and indications, and the reconstruction of wheelchair ramps and installation of detectable warning panels. ➢ Design and implement an optimal traffic signal timing, phasing and coordination plan at the Arsenal Street/Main Street/Mount Auburn Street/Galen Street/Charles River Road (a.k.a. Watertown Square). ➢ Design and implement an optimal traffic signal timing, phasing and coordination plan at the Arsenal Street/Irving Street intersection to include the replacement of pedestrian pushbuttons, signs, saddles and indications, and the reconstruction of wheelchair ramps and installation of detectable warning panels. ➢ Mill and overlay Irving Street between North Beacon Street and Mount Auburn Street to include: curbing replacement as necessary; reconstruction of wheelchair ramps and installation detectable warning panels in accordance with Americans with Disabilities Act (ADA)requirements; and the installation of signs and pavement markings. ➢ Implement the implement the short-term recommendations that were identified as a part of the Walk and Bikeability Assessments for the Irving Street corridor, to include the following improvements: — Installation of detectable warning panels; — Providing ADA-compliant ramps; — Adjusting signs to the correct mounting height and relocating street name signs; G\7319 Wa[ertow\Reports\T[A 082416,docs 38 — Replacing pedestrian indications, pushbuttons and audible signals; — Removing the"BLIND ONLY"pedestrian pushbutton; — Evaluating signal timing and phasing; — Reinstalling pavement markings, crosswalks and STOP-lines; — Defining the pavement space on the southbound approach to Arsenal Street; — Implementing parking restrictions where appropriate; and — Installing"parking chicanes"between North Beacon Street and Charles River Road. Transportation Improvement Program-The Arsenal on the Charles Commensurate with the construction of the west parking garage, the Arsenal Street/ Wooley Avenue intersection will be placed under traffic signal control and the right-turn restriction for traffic exiting Wooley Avenue will be removed. Arsenal Street Traffic Signal System In order to improve operating conditions along the Arsenal Street corridor and to off-set the predicted impact of the Project, Athena Arsenal, LLC will design and implement an optimal traffic signal timing,phasing and coordination plan that will encompass the 11 existing(including two (2) intersections along North Beacon Street that are or will be a part of the Arsenal Street traffic signal system)and two(2)proposed traffic signals along the corridor as follows: 1. Arsenal Street/Arlington Street/Coolidge Avenue 2. Arsenal Street/Watertown Mall Driveway 3. Arsenal Street/Arsenal Mall Driveway/Watertown Mall Driveway 4. Arsenal Street/Arsenal Court/Birch Street 5. Arsenal Street/Talcott Avenue 6. Arsenal Street/School Street 7. Arsenal Street/Wooley Avenue(new) 8. Arsenal Street/Beechwood Avenue 9. Arsenal Street/Hanover-WS Venture-Cresset Development Driveway(new) 10. Arsenal Street/Irving Street 11. Arsenal Street/North Beacon Street/Taylor Street 12. North Beacon Street at Beechwood Avenue 13. North Beacon Street at Irving Street All new traffic signals that are to be constructed as a part of the Project will include provisions for the implementation of Adaptive Traffic Signal Control (ATSC) in accordance with the pending recommendations from the Arsenal Street Corridor Study. Arsenal Street at Greenough Boulevard and Private Driveway If the installation of a traffic control signal is found to be warranted, Athena Arsenal, LLC will coordinate with DCR, DCDP and DPW to obtain funding for the installation of a traffic control signal at the intersection. For analysis purposes, future signalization was assumed. GA7319 WatertownTeportsUTA 082416.docx 39 Arsenal Street at Wooley Avenue In order to facilitate access to the new parking garage and pedestrian and bicycle connectivity across Arsenal Street and through the Campus, Athena Arsenal, LLC will design and construct a traffic signal system at the intersection of Arsenal Street at Wooley Avenue. North Beacon Street at Charles River Road and School Street Athena Arsenal, LLC will modify the Charles River Road approach to provide a shared left- turn/through travel lane and a right-turn lane, and will design and implement an optimal traffic signal timing and phasing plan. In addition, the traffic signal system will be upgraded to include pedestrian countdown signal heads and APS devices with accompanying pushbuttons (vibratory), signs and saddles. Further, the improvements will include the installation of ADA compliant wheelchair ramps and curbline extensions (bump-outs)to reduce pedestrian crossing distances, as well as new signs and pavement markings at and approaching the intersection. North Beacon Street at Greenough Boulevard If the installation of a traffic control signal is found to be warranted, Athena Arsenal, LLC will coordinate with DCR, DCDP and DPW to obtain funding for the installation of a traffic control signal at the intersection. For analysis purposes, future signalization was assumed. School Street at Walnut Street and Dexter Avenue In order to improve pedestrian and bicycle mobility and enhance safety at the unsignalized intersection of School Street at Walnut Street and Dexter Avenue, Athena Arsenal, LLC will design and construct the following improvements to the intersection: ➢ Design and construct pedestrian and bicycle accommodations to include curbline extensions(bump-outs)and traffic calming measures as approved by DPW; and ➢ Install a solar powered flashing beacon to reinforce the STOP-sign control of both Walnut Street and Dexter Avenue These improvements are reflected in the 2023 No-Build and Build condition analyses. No other roadway improvement projects outside of routine maintenance activities were identified to be planned within the study area at this time. Arsenal Street Corridor Studv In addition to the aforementioned improvement projects, MassDOT is undertaking a study of the Arsenal Street corridor that includes an evaluation of traffic volumes and operating conditions; pedestrian, bicycle and transit accommodations; safety; and public health considerations. This study is currently underway and is in the data collection and analysis stage, and will include an assessment of existing and future conditions along Arsenal Street, with the goal of developing a comprehensive approach to improving conditions for all roadway users in the context of MassDOT's Complete Streets and Healthy Transportation Policy and Healthy Transportation Engineering Directives. The Project proponent has been and will continue to coordinate with MassDOT's consultant as the Project advances, particularly with regard to the planned transportation infrastructure improvements that are associated with the Project. G A7319 WatertownReportAT1A 082416,docx 40 No-Build Traffic Volumes The 2023 No-Build condition peak-hour traffic-volumes were developed by applying the 1.0 percent per year compounded annual background traffic growth rate to the 2016 Existing peak-hour traffic volumes and then superimposing the peak-hour traffic volumes associated with the identified specific development projects by others. The resulting 2023 No-Build weekday morning, weekday evening and Saturday midday peak-hour traffic volumes are shown on Figures 8, 8A, 9, 9A, 10, 10A and 11,respectively. PROJECT-GENERATED TRAFFIC Design year (2023 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 following sections describe the methodology used to develop the anticipated traffic characteristics of the Project. The existing Arsenal Mall includes 249,362 sf of retail space, a 52,847 sf medical office building and approximately 8,000 sf of restaurant space. The proposed redevelopment will include 221,500 sf of retail space (a slight decrease), 52,847 sf medical office building to remain, 48,000 sf of restaurant space, a 16-lane bowling alley, an 8-screen movie theater, a 25,000 sf supermarket and up to 500 apartment units. In order to develop the traffic characteristics of the Project, trip-generation statistics published by the ITE' and site counts for similar land uses as those proposed were used. ITE Land Use Codes (LUC) 720 —Medical/Dental Office Buil dirig 820 —Shopping Center; 220 —Apartments; 932 — High-Turnover Restaurant; 437 — Bowling Alley; 445 — Multiplex Movie Theater; and 850 — Supermarket, were used to develop the traffic characteristics of the additional build-out associated with the Project. For Bowling Alley, TMCs were conducted at a similar bowling facility and used for the weekday evening peak hour. In addition, ITE LUC 932—High-Turnover Restaurant at 15,000 sf was added to the Bowling trips in order to account for a combined Bowling/Restaurant use, within the facility. For the Movie Theater, TMCs were conducted at Framingham AMC and Burlington AMC during peak hours, in order to calculate a trip rate which was applied to 8 screens for the Saturday midday and Saturday evening peak hours. The trip generation estimates and methodology was reviewed and accepted by the Town Peer Consultant. 9Ibid 1, GA7319 Wa[ertown\ReportsMA 0824]6,doex 41 om o L20 MN �525 BELMONT '�I J-44 STREET o 27--J* L °C 7 2 7 _ 40--;l, r459 N� L41 ARSENAL STREET �i�L WESTERN AVENUE N10'0 —5 f MAPLEWOOD ')1� r14 STREET 489� f-, h� 24-► I (� 34B� W �uoi�ia 297 MNN a } 0 ¢ a°r o L37 Y �-515 9 a MT. AUBURN 'j I L. r--50 STREET EL 51--.* .�T�► Q 800--. a m N aw �42 N D Z M m10N L18 in BOYLSTON '�I�' -44 STREET 6 3,� m wv1 �nv�i L5 0 L �22 WATERTOWN MALL 4 a �? WALNUT STREET 1 `56 DEXTER AVENUE w w N�{'y J J J�6 4y 4� 18-► � ZAVEN'S r r c $ T.H. McVEY m 2537 oN0 CUSTOM F'/RNITI/R£ ROMA TILE 3 ��,.� [�Q STONE COMPANY � r r r w ~ �2 r�E� ry ���5 PJ03 c0�cn❑ F >� o w >> >3 w �W Of o *3 ? — SEE ABOVE 'k�rr Nm ao NN ao a mEn 3 3 w ��1�h a0 o o I 7 5 0 'L_70 Q P +�( 6P '`548 I �m L66 mao L14 a LO L5 N M L82 o L5 o ma L256 Lp 00 I o �► --314 L32 �502 '""o �526 -545 r-541 M 0 L102 000 r506 Vq n � 1379 "to- �692 �� �694 -739 Mo L55 LOa t84 1�. �649 0 0 �962 NN L287 WESTERNI S�s��a y'11 �--508 ARSENAL '�1�' r'12 �1 L► r21 �65 r161 .1 1. �404 4)l�' �71 i i-' 2 l � I} -779�1�' �40 �5" �L. �714 �� .--713 STREET�L `90 j L. �71 �1 l� -743 ♦�� AVENUE �3" ? ? 1137 ► 919--. ? ` 35� 59S 21-f 0� 418� -% 0 5� ���� 93 2 �1 I (� 21 �1(� �l(� 214� 0� 0� *? 219� * 1146� 40� *? 1063� �. ?? Ala I* o 793� +��j 893� m M 1082� n i m mo 174� n 874� 1388� 1325� ^01 �� 1197- of 6 7 053� of 15- 0 1038- 979� 1451 N r 1411� , co 1089� J I 48g�, .?es 59� �N 427 N M 1597 64� M m 5� 07 55� �n N 827� cn c. 6 130-4 o mLLJ rw 35� �J ry0 c� o o Z » w J a r a} a} THE ARSENAL PROJECT J J fA Z 0w wr mZ �� ¢H �Q �¢ fa Qr I w a S 31Z�..II �w 3a N� 6Z w� J3 J3 J3 ti U> U♦Y ZQ J� In0 Q'�'I Q� w JN ¢ WU Z_ Z_ Z_ (SITE zo a 1 wQ Y F-Q a �� K0 G1a m �i ¢ a ¢ O S ¢ a x 0 � 0 WATERTOWN STREET 1�► sr �Oyo m 32 343--t 422� ? 4 BOULEVARD 48-* (� g17i.. GRFFNOUGt1 Z Rc" J ¢ Nh k. g dJ� RflpD 20 1.94 r Notes:1. Imbalances exist due to numerous curb cuts and side streets that are not shown. 2.*Illegal movement. vanasse &Associates, Inc. 2023 No-Build IAN " Weekday Morning Peak Hour Traffic Volumes T Copyright ©2016 by VAL All Rights Reserved, d 'y A, LO NICHOLS AVENUE t' 4 32--,* f �2►7 COO CIp 188� N�� pOAQ N/�C 500� M7 r" N vik 0 z Ctpfl`�� J Q ARSENAL STREET J } a a W J LU In>> n Ir cr Q Q a Vanasae &Associates.,lnA 2023 No-Build FIAN Transportation Engineers Planners Weekday Morning Peak Hour Traffic Volumes 6 d Copyright ©2014 by VAL All Rlghte Reserved. oNm L94 T , MNII O '810 c: BELMONT '�i 4 r31 STREET :Y. 32S 1(* a 4-24 579--. mr'm p� �._ + 535 N N �/ N� L94 ARSENAL STREET [� � � ��{ WESTERN AVENUE �� �55 84-f rl�t�► MAPLEWOOD `}17 STREET 516— lCOLON mu)c1j O S I 89� w Lo lln 10� 19� Mmn r It sn 3 mvo't L.98 Y oNn —882 a MT. AUBURN '�I�' J-21 STREET N a s 50-} a 562� 32--� Mmmw z IM f It 2 NO �38 m BOYLSTON '�I�' f--34 STREET ' f iD C: 51 26— ,fib^ 9� 17NtD N M L14 ¢ MM) 34 WATERTON9V MALL WALNUT STREET '� �I�' f__108 DEXTER AVENUE dl�r 1 9: T(' ¢ Q F- ��G �a� T.H. McVEY m pu�9y 5 144� N,Nm CUSTOM FURNITURE ROMA TILE 3 3 � Q 4 STONE COMPANY ��� Lu >w o w > > v w w o y ^ ? w SEE ABOVE { Y•J, 11'1 .$'� [`�,�A aaf o L)�n a CR yP� .✓ t�y >r 16 0 n 't'21 n Qy�P fl �467 L40 ��^ e5a ��n �-976 �1040 �954 MN L422 00o LO o0o LO n L20 0�� L5 �o �� �� t283 LO �� 1 .� �. �� �► ~80 3 .� �. ~11 33 6 �y�. 152 �► —797 ~507 �90 n� �770 STREET a}i� ~745 �A �1052 N N L428 WESTEAVENUE fJ I Alt ,r0 �825 ARSENAL 1 �20 1 �21 98 �143 �1 L. �7gB 1 i 1 ^ �1037 l .)1. 757 �► �g5 4 �103 L.�888 AVENUE It 5� Cs 20: 551 * 681--o 745� 425-! 0� 0' * 37S L 65S * 1002-� �► 135-f 7" 48S * 0� �r► 2995 ' f �f 584_ +mot B 585� 636� I f6 N 8+Z o, 588� 811— BOB-. I ,1026� � ('1i02� 897— 4 I 257 0 917— 935� 109-' I rr* 1210� 0 949� ��Ap 389�. Jg 43� NNM 467 tN� �� rw �N 5}� 38� M2 w 25Z o n J}i 1407 Nr'N J r' 835Z ocnoo 15Y4 m n 1 I< �� w Z 0 w a a a 7H£ARSENAL PROJECT o ow wl- o mz K' �a �a Qr g 35 Nw 3a �� �z wo �3 �3 �3 mQ 4 3 I x oaf rno Q� a�' Q�' �3 o Y +u W< O(n Ya hQ QU WD_' WK cy CF, wQ Q� ao ao SITE a� ._ o_ ,E' 9,R m of ¢ m o s N G. Z WATERTOWN'n O 4 �tss 0 m STREET + r gT) yO 3721 444- BOULEVARD 54­ Inc)a �r RO4 NC I 0 ''' RCG3Y w Q 1 ti' 20 5b SOP r/ti�9 Notes:1. Imbalances exist due to numerous curb cuts and side streets that are not shown. 2. *Illegal movement. c Vanasse & Associates, Inc. 2023 No-Build Weekday Evening Peak Hour Traffic Volumes T '� Copyright ©2016 by VAi All Rights Reserved, 9 S A� 0 AUBUFN S�Rp w OJ9 1 L a NjN O)N o AVFNUF -) 1 � u 9$ ss �44 coot 3s—�-► 4) 1 (� RDA4 y��L 183Z �fDoo N 0 z G V_ J Q ARSENAL STREET J } W J W of Q • 2023 No-Build NTransportation Engineers Planners Weekday Evening Peak Hour Traffic Volumes d Copyright cQ 2014 by VAL All Rights Reserved. a L14 ^� Z m —415 �1 ARSENAL STREET .�[� •_� r17 174f WESTERN AVENUE 761 � I� f* 513� ovo,ro 3977 v N 87Z 1`�' Cc } rn 3 Y IL Q Q S C� Z_ of 0_ ��t m iQ G WALNUT STREET '�I�' r90 DEXTER AVENUE WATERTOWN MALL �S y v J% � o � ZAVENS 179�. a STONE COMPANY x �7 CUSTOM f/RNIIURE ROMA TILE J+y w ♦�a JF Fa Fa Or j F- N ra 70 Co >3 ow >3 >3 xw wo wa _J Q3 SEE ABOVE Woe W Stit T 9k ao In as ao rn i k M Of P 'L 16 k-633 Nnw) L122 oDrM L40 �� o0o LO non L7 N L23 00 L7 0� n� ��W ti171 L1 00Cj 0 Y. r437 L32 I �726 �876 �912 r-920 NM LP71 �1006 �993 �1015 I �752 �958 N.- L142 - L778 1* �827 0 o r1029 L164 I WESTERN .r 4 �4 —795 ARSENAL 1�' -23 •�1 Lr r15 r69 r94 .1 1. � 719 '�1�' -77 .�1�► r57 .�Y�. r10 —10444)14 r202 r17• 4J L. r771 �. .-796 STREET J r150 -Y L- r44 .1 L. —874 ♦_ AVENUE 271 T(� 40- I (*11603 972� 267� 0� 9_} 41 (� 46-f �1 t� s V �1 (�842 ► �1}(�'�(' (' 1pg (' 1991 112� 4a� * v d 2121 ►� p' ��}S 845� +�l3 734� oN� 950� nN r 108� a n 839-. 1082� 1001-+ �� 1062� O0 742� ' 'i n 720-. 742— 61�' I r� 1024 . n 859� r a 292�. 457 MGM 56� '��� tO� 1027 48- M 10� 777 222- atD1 n 7Z3--► a'JN� M gh(�ix SQ 81 }w } J J `� J 697 mN�W 163� vt J ZOf J Q Q Q off' mz k� a~ �a sa sa a} } S =z 5Ld 3a �� on w� J3 J3 JW fa a THE ARSENAL PROJECT �- o o z a ¢ z z z> ARSENAL MALL a 3 ma JN Y Ha Q NO V70 (/10 z Q s ISM a WATERTOWN �O STREET '�1 Lr �32 P�9O of 8� 361-f N 302— ? GK BOULEVARD � 957 a N �oqo N°Rry z Fay J Q �O Notes:1. Imbalances exist due to numerous curb cuts and side streets that are not shown. 2. *Illegal movement. Vanasse &Associates, Inc 2023 No-Build �:,�.,:;►:�.�m-:+ ►.►,y :�� . ;� .��,�I::.+ Saturday Midday L1Peak Hour Traffic Volumes a Copyright ©2016 by VA). All Rights Reserved, .rp�y 4�6 °' M sc�o� 0 NICHOLS AVENUE cooClp 11s1► �1 I �(� �oA'D y1CC 124--;1, m Po o ��d4 Z V_ J a ARSENAL STREET J } J 3. J V) 1 d Of o ry c 2023 No-Build Transportation Engineers & Planners Saturday Midday Peak Hour Traffic Volumes G Copyright ©2014 by VAL All Rights Reserved $ E � � o � ONVA3inoG mmN33 e s} ! c a� Gq La � 1. > \\ n/ � )}{ Cc m - J9 N _ to 4 ' N N d TV�+ % A a ot � ¥ toclj ar § o §} ) _ a w 99-4 ]$ \ Lo )} \ am#m as �| / ,n mo - #L--j, GR ~ Ln i }{ } o ( §{ 9a )} �e . � —\� � � _ l,w � z- m,lV a ,� 2 � ir a.»m . , ,n IVN3SNV V wG~ ■ 2 j}{ �) 7 ► / i ni e a mm o_ )cl{ lVNMJV 9 9 � § % )}§ � 2kVM \ � �d 0 Ni{ o\ 4 3 � § kk § 4J a ,HOS #� )/ k 4, � } 46 z ' n % o e / mmw__ _ _ mow Internal Trips A portion of the trips expected to be generated by the Project will consist of dual-purpose or internal trips. An internal trip consists of a customer, resident and/or employee that patronizes more than one of the uses planned within the development and is common in mixed-use projects with appropriate accommodations to facilitate trips between uses. By way of example, an employee of the office component of the Project may also patronize one of the many retail, restaurant, cultural or recreational opportunities located within the Project site. Performing the trip-generation calculations for the Project on an individual land use basis does not account for the interaction between the components of a mixed-use development. In order to account for this interaction, the multi-use trip-generation calculation methodology promulgated by the ITE10 was applied to the ITE trip-generation calculations for the office and retail components of the Project. Pass-By Trips Not all of the trips expected to be generated by the retail/restaurant component of the Project will be new trips on the roadway network. A significant portion of these trips will consist of pass-by trips or vehicles already traveling along Arsenal Street for other purposes that will patronize the Project in conjunction with their trip and then continue on to their original destination. These trips are not new trips on the roadway network as a result of the Project. Statistics published by the ITE" indicate that on average, approximately 43 percent of the trips generated by a restaurant use and 36 percent of the trips generated by a supermarket use may consist of pass-by trips. However, in order to provide a conservative (high) assessment of Project-related impacts on the transportation infrastructure and consistent with MassDOT guidelines, a 30 percent pass-by trip rate was applied to the trip-generation calculations for the supermarket/restaurant component of the Project to reflect the volume of traffic that is expected to access the Project site from the existing traffic stream along Arsenal Street. Table 5 summarizes the anticipated traffic characteristics of the new/expanded uses that are to be added to the Project using the above methodology. 10Trip Generation Handbook, Institute of Transportation engineers;Washington,D.C.;2014 11Ibid. GA7319 Wa[ertown\ReportsUTA 082416,docx 42 Project-Generated Traffic Volume Summary As can be seen in Table 5, using the aforementioned methodology, the Project is expected to generate approximately 6,366 additional vehicle trips on an average weekday and 10,648 additional vehicle trips on a Saturday (both are two-way, 24-hour volumes), with approximately 244 additional vehicle trips expected during the weekday morning peak-hour, 545 additional vehicle trips expected during the weekday evening peak-hour, 504 additional vehicle trips expected during the Saturday midday peak-hour and 704 additional trips expected during the Saturday evening peak hour. TABLE 5 TRIP GENERATION SUMMARY Total Trips Existing Total Time Period Vehicles Residential Retail Total Pass-By New Trips Weekday Daily 18,328 3,154 5,658 8,812 -2,446 6,366 Weekday Morning 367 45 23 68 -9 59 In 229 179 15 194 -9 185 Out 596 224 38 262 -18 244 Total Weekday Evening 456 116 298 414 -61 353 In 598 43 210 253 -61 192 Out 1,054 159 508 667 -122 545 Total Saturday Daily 22,168 3,375 9,651 13,026 -2,378 10,648 Saturday Midday In 817 84 277 361 -65 296 Out 722 51 222 273 -65 208 Total 1,539 135 499 634 -130 504 Saturday Evening 436 46 366 412 -61 351 In 505 31 383 414 -61 353 Out 941 77 749 826 -122 704 Total G:\7319 Wa[ertown\ReportsMA 082416.docx 43 Triv Distribution and Assi nnment Different trip distribution patterns were established for the retail and residential portions of the development. The directional distribution of generated trips to and from the proposed retail development was determined based on a review of existing travel patterns on Arsenal Street and the residential development trip distribution was determined based on Journey to Work data and a review of the existing traffic patterns. The residential and retail distribution patterns are summarized in Tables 6 and 7, and are shown on Figures 12 and 13, respectively. This information was reviewed and accepted by the Town Peer Review Consultant. The site-generated peak hour traffic volume increases are shown on Figures 14-17 for the weekday morning, weekday evening, Saturday midday and Saturday evening peak hour traffic volumes. Table 6 TRIP-DISTRIBUTION SUMMARY-RESIDENTIAL Direction Roadway (to/from) Percent Main Street Northwest 25% Galen Street South 20% Western Avenue East 20% Greenough Boulevard North 8% School Street North 8% Arlington Street North 7% Coolidge Avenue North 6% Greenough Boulevard South 4% Elm Street North 2% TOTAL 100% GA7319 Waterto"\ReportsMA082416.doex 44 i 8% 3% ¢ 0 0 BELMONT STREET15 Q w ARSENAL STREET �,� WESTERN /Q AVENUE w41" F 1 r—� u! MAPLEWOOD STREET w 2% O ¢ � 3 Y Q: MT. AUBURN STREET N z z 25% m 2/�0 BOYLSTON STREET � y iV G'rJ¢ r`J`YJr WATERTOWN MALL ZQ,O '�Q/QQ,Q Igo/. e WALNUT STREET DEXTER AVENUE ZAVEN S J J 9 a�f" STONE COMPANY �q T.H. McVEY 5 CUSTOM FURNITURE ROMA TILE a a s�y �2 ¢� a Jp a Q w �[^"� �+Q x o SEE ABOVE a� �l >w >w Wn �Q �O ¢ 4 tiA�P (n a� �� aW mF ¢ ¢ W ° om I of o o 0 o rn 3 3 I WESTERN, ARSENAL STREET �_�_� AVENUE } J J J J I W NOS w w Z m 0 z W o Q 3 a 3 ¢3 THE ARSENAL PROJECT f w i } ny off, z_¢ J� KU z z z ¢>_ Y 3¢ Y F¢ ¢ �o fwilo Eno w� a a a [SITE ] N Q q O fn `YCtr ow ¢ Sys OW = q xd z W O WATERTOWN STREET � � J� BOULEVARD 4% ¢ QY c� 0Q/Q 20 Notes:1. Imbalances exist due to numerous curb cuts and side streets that are not shown. 2. *Illegal movement. Vanasse & Associates, Inc. Trip Distribution Map %AN (Residential) Copyright ©2016 by VAL All Rights Reserved 10% 3°Io 0 BELMONT STREET w ARSENAL STREET �___� WESTERN %AVENUE IY MAPLEWOOD STREET o`J w 2% a a MT. AUBURN STREET n a x O z 20% m 20 9 BOYLSTON STREET �V r WATERTOWN MALL 2o,° $°,° I 5% 150/O 18 WALNUT STREET DEXTER AVENUE H. McVEY CUSTOM ZA FURNITURE ROMA TILE a a N'SE COMPANY o x o _ SEE ABOVE 4 J'Y O ¢VVj w4 w}¢ �� u~i zw >jUW wo wo w ao ir0 b S a-of a� a� m� 3 3 Vm o 0 o n WE5TERNI ARSENAL STREET ♦�.f AVENUE } J J J J af w J a} ¢} ¢T Q 4. l !� w J� tmilw Uz w� �3 �3 �W �3 I w� I 3 a Y a F a a o o THE ARSENAL PROJECT o Y , w� I 3 Of i U J 0 a a a SITE a — — YS OOW a w cxJ �j Max z V)V7 WATERTOWN STREET yo Jry = BOULEVARD COIL J J � Q Q CI 20 s P� Notes:1. Imbalances exist due to numerous curb cuts and side streets that are not shown. 2.*Illegal movement. Vanasse & Associates, Inc. Trip Distribution Map 1A1 (Retail) Copyright ©2016 by VAL All Rights Reserved � 1 BELMONT I STREET * �r I N N ARSENAL STREET ./ ` r 10 WESTERN AVENUE N � MAPLEWOOD I STREET 26— w � 3 W Y N � MT. AUBURN I STREET oN 1 a z Ln z m � BOYLSTON I STREET (+!1 F 1 20 ? 0 r Lo WATERTOWN MALL a II > ` WALNUT STREET i DEXTER AVENUE o s 1 a a �T N T.H McVEY m 2A WN'S a a w ��4.A STONE COMPANY x v� CUSTOM FURNITURE ROMA 71LE p 3 N �r'7G r 7 6' �, kp P w a 3 o w a 3 a 3 = w Of of Ix a 3 w _ SEE ABOVE 'L•� �$ of N � 2w 'I '� w1A Q� QO W K� w 1 p fy F. �, a ao w'n ao ao mN 3 3 h ao C 1 F pt� Q 4�4 "`46 In L15 ~7 �--11 tO WESTERN` r� j-37 r 83 ARSENAL F 83 �83 �83 �83 L. —83 �98 �98 �98 —98 j-18 —25 . 25 —25 STREET + `11 �19 .1 —13 I -i AVENUE 24� 24— 24� 24— 24— 24- 29— 29— 29— 24- 6— �' 29— (' 62--. 4� B-P 53— 151 1 g� n 10� M 58— 42-. T 03 77 7 38� w w wD �w J J THE ARSENAL PROJECT I O> m� I.l Zw fQ �Q �3 a}a Q 3 w� 3a �z wo J3 J3 J �3 Q 3 of sT3>W oJU) za o zcc z z �� ¢� Wlr ww Wd' z— ¢ P� wa in W Residential Retail Pass-By Total New w o —a- m �t p of ofa a ¢ Trips Trips Trips Trips a Q "Pp In 45 23 -9 59 � �o Out 179 15 -9 185 z WATERTOWN to Total 224 35 -18 244 m STREET I ry OO1i BOULEVARD T °'ygyl� GR��NO �- M 9f r J 0 / y 20 Figure 14 Not To Scale N� E Vanasse d Assoclatszs Inc. Site Generated 3 Weekday Morning IAN Peak Hour Traffic Volumes copyright ©2016 by VAL All Rights Reserved, d Y y �L G AUBURN �,�s MOUNT v� w fl4q 1 L NICHOLS j AVENUE i c°a40 q0 H/tC z � o z J Q ARSENAL STREET J } W J QJ N�1 a Qp r v NMilli I I Site Generated Transportation Engineers Planners Weekday Morning Peak Hour Traffic Volumes 5 d Copyright ©2014 by VAL All Rlghts Reserved. M M BELMONT I STREET rF C] 7 m _ M ARSENAL STREET ./ 64 WESTERN AVENUE M l l I MAPLEWOOD I STREET 36— r 4-� 9 u r a 3 MII Y MT. AUBURN i STREET a I � a x 0o z z f f 5 M � ro BOYLSTON I STREET ��ee 20 G�5 m M WATERTOVAV MALL of 16 WALNUT STREET I DEXTER AVENUE w �v Fti ¢ �G /�5 T.H. MCVEY M0ZAVENS� �r CUSTOM fIRNMR£ ROMA 71L£ 3 3 �� TONE COMPANY CD y wF-a �� a F Fo� rnof Ir �a ZSEE ABOVE S. 4a > ow >X:of _ > xw w0 wo a3 w — -- Of 0 �� a0 a_0% 3 a-41 L1B -16 'r` WESTERNI —65 ARSENAL �65 �65 —65 �65 �► �65 �83 �83 —83 —83 r116 �100 �100 r-93 STREET �L �727 �1 f 82 � �^s AVENUE 123� 123— 123� 123— 123— 123— 156— 156— 156— 128� 33� 4)fw 31— f, 88--� 31 r J t 28 957 rn uooi 60 i 85— 1 gs '1 P 79 46 { 67-. m w rw � 0 0o w o z Of F a} a y a} THE ARSENAL PROJECT 5 =Z =O� 3¢ V)> �z w� ¢ 3 of 0> n za �� Ir0 ¢> a ¢� SITE J� +I h m a 0 a 0 a 0 Residential Retail Pass-By Total New o —a Trips Trips Trips Trips a a In 116 298 -61 353 a: d Out 43 210 -61 192 z WATERTOWN STREET 1 Total T59 508 -122 so � m 1 N GN BOULEVARD ON,4'i'Jj� GR�ENOU ' �ROTC NO?rH z9C J ¢ �g e ZO SOP 9, y Pa \a V9anasse & Associates, Inc. Site Generated Weekday Evening Peak Hour Traffic Volumes T T Copyright ©2016 by VAL All Rights Reserved v � VIP MOUNT i a I v ti NICHOLS AVENUE j o O� Z CA, J Q ARSENAL STREET J } J J Nm Ld > Site Generated Transportation Engineers Planners Weekday Evening Peak Hour Traffic Volumes 6 0 3 Copyright ©2014 by VAL All Rlghts Reserved d a 0 ov ARSENAL STREET �/ _ r55 WESTERN AVENUE 39� �n 3 Y 9 a ,p a ¢ x z z w� m r C' ZOc W afe I� WATERTOWN MALL �p �9 WALNUT STREET I DEXTER AVENUE /,4 0 ZAVENS Mr r w N��yT.H. McI�YCUSTOM FURNITURE ROMA TILE f � TONE COMPANY rrr f- w¢ w¢ w¢ 0 r Z SEE ABOVE w a3 ow ¢3 a3 xW �of30w >_� >_� af 0aOa0pk-44 �► L20 �-16 '� ' i WESTERN' �26 r70 ARSENAL �70 �70 �70 �70 —70 —90 �90 �90 r90 �101 �85 —85 t 80 STREET �109 r70 ♦ ♦ AVENUE 101� 101� 101— 101� 101� 101— 129� 129— 129� 104� 23� 41(► 35— �' 96— 4S 12S 76� 27� r" 25i 817 toLn 537 92� 81 T�(� 10� 49— o ro 72— 0 wcr J Z w a a a THE ARSENAL PROJECT ! zw Nw O> mz �� ¢r M¢ MQ fQ ¢r 1 w_ r �A 5 00F 3¢ �� Uz w� w3 w3 �3 �¢ 9 3 �� J� z¢ a> f� z z z SITE a U) M w¢ Y F-¢ ¢ wa: w� w� �t m [n 0 U)0 (n0 Residential Retail Pass-By Total New wwwi o a &) tip ¢ ¢ ¢ Trips Trips Trips Trips a �0 In 84 277 -65 296 = m Out 51 222 -65 208 z W STREET 1 Total 135 499 -130 504 m * N GYI BOULEVARD ro OH,�'i'7� GRE�gU M ,�ROgp N�rH Z9 J ¢ (7 �NO r ZO s �FFr ¢ a Vanasse B Associates, Inc. Site Generated Saturday Midday Peak Hour Traffic Volumes T 7 i Copyright ©2016 by VAi. All Rights Reserved a c Gj, �gy �ou�T N c co NICHOLS + AVENUE i 1 C0040s ^I �nA4 N��C o tiD�. J Of Q ARSENAL STREET J r Q Q W J W (nm> of Q p Site Generated Transportation Engineers Planners Saturday Midday IAN Peak Hour Traffic Volumes d Copyright ©2014 by VAI. All Rights Reserved. I E 3 08vA31noa HenoN3380 os� '1 n nm '_ [C W L C 7 W kVM3AI80 T r* 20 31VA18d mo, Y LO Lom t23 + y y d 1(. �7 01 --34 AVM3Al8C] G N,c IIVW 1VN3523V 9�'�r�� 1AW X~IMMIO W o � O T F`1 0 I I I( [ N U rn a t133HiS W13 r Wa o dw M O f0 m `w f MMIn 1 ¢ o AVM3AW(I IIVW NMOla31VM y l J � � o Q � m O c LQOL C O H O 0 ? ),VM3AIN0 fa �+ It o IIVW IVNMJV C 3 c rn � tLo L R AVM3AING T�. kVM3AI8(l L IIVW NM01831VM IIVW IVN3SHV a+ MOl d M i N f l.VM3AR10 y N IIVW IVNMS IV V C ry 133HIS T 18noo �' G HONI9 GolVN3SHV rw a u �! to Mr O E 1 c c Q o kVM3AIM(I 3f)N3AV rr 31VAINd � 11001V1 7 Of a M- E ro' a M— C5 �Y C rn 1338iS sss T 100HOS M E ie ai N > da Z N 0 U WV 9T:9E:TT 9TOZ/Z/8'6MP'Z1u6TEL\9TOZ AI^h6T£L4N Table 7 TRIP-DISTRIBUTION SUMMARY—RETAIL Direction Roadway (to/from) Percent Main Street Northwest 20% Galen Street South 10% Western Avenue East 25% Greenough Boulevard North 15% School Street North 10% Arlington Street North 8% Coolidge Avenue North 5% Greenough Boulevard South 5% Elm Street North 2% TOTAL 100% FUTURE TRAFFIC VOLUMES-BUILD CONDITION The 2023 Build condition traffic volumes consist of the 2023 No-Build traffic volumes with the net change in traffic expected to be generated by the Project added to them. The 2023 Build weekday morning, weekday evening, Saturday midday and Saturday evening peak-hour traffic- volumes are graphically depicted on Figures 18-21,respectively. A summary of peak-hour projected traffic-volume increases external to the study area that is the subject of this assessment is shown in Table 8. These volumes are based on the expected increases from the Project. GA7319 Watertown\ReportsUTA 082416 doex 45 t 1 oo� 1-20 �525 7 BELMONT '�1�' -44 STREET c� 24 t rr. 764� g_ry r379 V 1 40� ^�� ARSENAL STREET �,jj'(; t_-_� �18g WESTERN AVENUE N 0 L41 _ Nmr1 —5 1631 MAPLEWOOD #1 L- rl4 STREET 517� f aN 6S •1 I (� 352� 24 29-* �2NN N Q 3 mad �51 a5 � MT. AUBURN '�1�' -56 STREET N a 51:� }f a 800 42- N-N z M ,i _11 m N A-18 m i �76 BOYLSTON '�1�' -44 STREET 13-1 � F 20 3� fit-' IWO R Nln'at L5 Q �22 WATERTOWN MALL > •�c� WALNUT STREET 4)1 Lw `56 DEXTER AVENUE J o gab y 18-. nn n ZAVENS r 2 r w M�r'Z �'�2 T.H. McVEY m SYt 253� o N a a a W y�G'� v STONE COMPANY x hh N CUSTOM FURNITURE ROMA ALE 3 3 w F 5�9k Q j r r > 11t�'py a0 '��yi{. w a 3 o w a 3 a 3 =w w o o �^ a 3 W SEE ABOVE pOf >� OW W F W v~i a� cx.1x a¢ a� m� 3 3 llr7n'~ a0 I ` o in o o V) I Q�py� k-594 ^M� �585 vN� �609 �628 F 624 M� L 17 0 o LO n t5 r_� LB2 Min i5 o L55 W� t84LJLp 6 o i0 NN �;$I f yYFSTERiYII �► �351 L32 1 q �604 �777 �790 r 701 qo -nv 4 —66❑ �9$1 ��"� W-11 •--591 ARSENAL �1 l' �12 �1�► �21 r65 r161 �� r 487 '�i�' �71 �Y� �82 �y�► r5 * —877�l 4 �63 r-769 �L. r739 �� �738 STREET� i 101 �Y� �71 �L. •-Iti6 �_i RV6hILiE 141 ? 151 i;g1-' 941--� 214� 0� 0� * 2195 M 40S * 1092— 35� 63� 29S ** 0' 433� F� L CSD L j T(� .T� 21"4 co 174- N 898� 1417� 1354� T 1226� �77 62 ► 1059� T M 25� M 1100� 1037� 153�' W N r 1464� �m•1127� Z 817� +�? 917� 1106� ry�4 ON 489� TSB 59� -N� 42� N M �o 159� 647 n an 5� 73--�, rn 869— �lrowaoo 137� r W r 35� �1 o W W a a a THE ARSENAL PRO�CT J f a ('J OW WF- H mZ rw QF- MQ �a M¢ Q} 41 }I z On U)W O� I af =z 0� �Q zQ 1W U)o a a SITE J Y I �� OF �� Z_ Z_ Z_ Q I WQ J� Y F-Q Q ND V10 cn0 a- m ¢ a E9Pnsy New Total Qoa Tripsp p p — S In 367 9 59 435 n� ��� Out 229 9 185 423 WATERTOWN 1170 P Total 596 18 244 858•• m STREET 4)1 L. r O yQ�i yD T4,, ■ 446422 OUCH BOULEVARD � J '91r Q a' Rai 20 ^,_� 1p ✓��� s � S�r Notes:1. Imbalances exist due to numerous curb cuts and side streets that are not shown. 2.*Illegal movement. access provided via Arsenal Mall driveways,with 8 trips entering the park and 6 trips exiting the park. a Vanasse & Associates, Inc. 2023 Build a Weekday Morning Peak Hour Traffic Volumes i Copyright ©2016 by VAL All Rights Reserved a �bo y� ti .�ya~�yw9, ems$ d�i MOUNT h�2� h� 3sy� 2sOd+ Y N � C w q�4 1 rM aON C AVENUE •� 1 u t¢ Sg 32—# 7 CDp 1 188� 4 I (w(� Ap HYk 500� °�N- N oCD z J d' Q ARSENAL STREET J } Q Q UJJIJ 0 Q> Of d 0 _ Yam-a G. A. 2023 Build Transportation Engineers Planners Weekday Morning Peak Hour Traffic Volumes 3 d Copyright ©2014 by VAL All Rights Reserved. omco t94 y WN1n '810 � BELMONT '�1�' `31 STREET a 321 ° 579— T .24 D­* NN V N��N W-100 U) L94 ARSENAL STREET j y�� r274 WESTERN AVENUE rnan �55 f MAPLEWOOD '�1�' r17 STREET 552� ,—, h� ? �Lnu7N 01 .� I (. 493� �N� 1 7• MNn y W Q o,ma L98i Y ONn r882 MT. AUBURN 'j 1 Lo r21 STREET D a- 501 4If* a 562� Omm 3271-18 Ix �38 m 4b BOYLSTON '�1�' j­34 STREET �v v i � ZO 51 *) I?f `r Ch N"Do t14 0 '-34 WATERT010N MALL a 6 WALNUT STREET '�1�' 4-108 DEXTER AVENUE w 91 ¢ Q '- /Fl-21 rr 34� T 4 ZAVEN'S M> M - w T.H. McVEY m 447 anw ¢ ¢ w cTONE COMPANY CUSTOM FURNITURE ROMA TILE 3 a O 0 �N >3 ow >w <3: �w ;3 ? SEE ABOVE itx � o• rc �0in ao ao m~ 3 3 a� c�p k-8p2 0 v t155 inLnt t54 00 LO L0 n_ "0 0 t20 to O t0 N n O E �—g19 1�� f 1041 �1105 �1019 MM L440 00o —1256 0 0 �1229 Oa0 �1256 ""nO �976 mm + m� t116 U% nN? r511 t40 o00 117942$ WESTERN�� ,W �890 ARSENAL 1 ?20 �► `f21 `96 �143 .1 L. r863 '�1�' `80 �Yb r*33 . ► �15 �712D'i ' F �1012 t, r057 .��► —863 STREET .J 1 L.�r10� L.�970 �_� AVENUE A` T ,`�o J 51 �6 201 �_ I 551 I 806— 86688� 4251 01 01 .1 I f. 371 .1 T 0� 651 .1 I fJ03 �► .� f► ! '�(' '�f' 1351 751 581 01 3241 Y1 707� +�2g 706— �0 759—. W. m 7 _O N 711— 967— 964— 001� 1182— oo n 3 930� o„n,) 7 n 1005 . 1020� 117� Ln T�(• 12$3� w 995—+ kyr�w 9�P� 389� 3qS 43� NNn 46� aN >w N 55� 38� n N 257 gi 235� Mao 0 925� 0 e0uw T60� o 0 Z it w J a a a THE ARSENAL PROJECT 3 J--* v n.�, j 3Z �w 3a m oZ w� M3 M3 M3 M¢ n 3 L) =a a� of z z z SITE a N a Y w Q Y r Q Q W 0 W o W m z O _ d m a 0 a 0 a o Existing Pass-By New Total _ _ Trips Trips Trips Trips a M p In 456 61 353 870 � N�o nya Out 598 61 192 851 z WATERTOWN i �BS Total 1054 122 5'45 1721** STREET + !' m 3721 444— 'Y BOULEVARD 54---� 1(` u�nia � �^ Ragp NO�'ryv w ' J Q L) Aa �a ZO h `> wi ti�or lO�A f�tk Notes:1. Imbalances exist due to numerous curb cuts and side streets that are not shown. 2. *Illegal movement. a access provided via Arsenal Mall driveways,with 15 trips entering the park and 7 trips exiting the park. i a Vanasse & Associates, Ina. 2023 Build IAN Weekday Evening Peak Hour Traffic Volumes 6 a Copyright ©2016 by VAI. All Rights Reserved. 9 P eye O raueuR ,,�1. sa IF f* w "00 G N NICHOLS N I0I N �q AVENUE 1 L �" V— 5-0 41 35—► �°r°o I D �AA l//4 183Z o N O ��� z Ov tia � ` P J lY Q ARSENAL STREET J } J J MM> a (If af O a Vanas fetes, Inc. 2023 Build ation Engineer. Weekday Evening IAN Peak Hour Traffic Volumes 6 0 rn 3 02 Copyright ©2014 by VAL All Rights Reserved 0 a O a N t14 �470 ARSENAL STREET r54��[ �_-_f rl744 WESTERN AVENUE 82S r`� -)4) I (� 552� oom� 397­* a�N 91� 9ka w � w 3 W_ Y am ¢ a In a x z z o: m S� 20 ` t2 ix:22 WATERTOWN MALL a \�9� Q WALNUT STREET '�I�' `}90 DEXTER AVENUE J J W 18::� 4 I r� ¢ ¢ U'G 2� T.H. McVEY m 1 Horn ZAVEN Iry 791 y ,�Q x �!2 r7 CUSTOM F/RNITURE ROMA TILE 3 3 F Q STONE COMPANY F_3 3 3 F � W w3 z SEE ABOVE > ow >_ > o w O w O w 0��n"7 r..p j of ��yT V n ao ao mN 3 of 3 �.� ao ofw CD m'o yP ✓� 10-y1 Lg87 NnM L722 Mom t40 �m o00 ��096 �1083 a �-1105 It �999 NM L142 N� L178 �� 4-1�J �21 1138 Na L184 I WESfEttN ��i r463 t32 � � F-946 982 �990 NM L291 4 4 4� �7 4 r 865 ARSENAL l' �789 + j i�' I �' �876 STREET C22g .944 I ♦_i AVENUE 1 r23 1�► r15 �69 j-94 L. j �77 �1Q �1134 1 �320 �1060 �1 .--856 .��. r44 .��r fi f 11� �e� 271 .�t�. 40S .�t 1263-+ .)(►1073� 2675 0� 9� } 48� * 1159 . 91� 877— (► 199� 116� 56S * 1� t 2395 r , s• 946� ti 7 835--. o N 1051� n N 7 7� 100� 940— 1211— 1130— I 1191-+ o 02 1085-. 917 00 816— 834— 69-4 J 1100— pd 908� .y6ap rp.' 292�. �Bj 45� r7rr� 56� '��� `�� 102� 48� n 10'� 1 7 303� Morn M 795--► I LL 9y�rr D wZ .i.i+m 173 r^ v 0 a 0 ow w� 0l, mD kw a� :Q �Q �¢ ar r z O o> MZ OD z� 3 3 �3 �a a n�9 g C)W o� 3¢ za a< �0 Z Z zW Cr SITE a� �i ma J Y ~¢ ¢ (rn (n O o Existing Pass-By New Total vzw o a / y p a a ¢ Trips Trips Trips Trips Q a p In 817 65 296 1178 am 0 coo pp Out 722 65 208 995 z WATERTOWN °4 9Q Total 1539 130 504 21730' m STREET 1 361--f ?8 302� 'Y BOULEVARD 95� �?(� �4y � N GRE�NQl1GN rn '40,� �11y zLq eiyr� a c� y s�'FW O 20 Notes:1. Imbalances exist due to numerous curb cuts and side streets that are not shown. 2.*Illegal movement. ** Park access provided via Arsenal Mall driveways,with 53 trips entering the park and 62 trips exiting the park. a � a 2023 Build Vanasse S Associates, Inc. Saturday Midday Peak Hour Traffic Volumes T T I d Copyright ©2016 by VAL All Rights Reserved. I � 2 �- � \�®� T �� � ro� � T3 � �® o � �j� \ ` b a U-0 00 L NICH S AVENUEo �00( a / m- ® C()O /� 4f (Wj %pJ %%£ ,z--'J, *§ � % I ARSENAL STREET x \ \ ! Imo/ \ ' ' 111 ' � ; VAnam*,A,4"- oc►afta./A& 2023 Build JTransportation Engint. , & Planners Saturday Midday Peak Hour Traffic Volumes / 5Cop , #m4#m All ,__ H E 7 �# 08tln31noa HpnoN33aO soles �20 La 16. kVM3AIN(I O� S m � ti 2 31VAIHd 0 I '� Z--�, .Cl co CO N b 000gGO t133 0 4) �� G was N y a.92� `56 �yJ t * AVM3AIN0 l o N IIVW J tlN3SNV ` 4I� a m aorn n a w w r�lfmOl� V) N M ro Lo U y a n 7 10If 133HIS Wl3 Sg--f �j W L9Z ¢ ~m a N N•- Lo It 00 ul �~ .� Q a rn AVM3AIN0 Zg-* n Jq N'- J IIVW NMO1831VM 4417 c-4 w 00, m cl co 1 LL9L so F O r�► AVM3AIN0 W Nn IIVW ItlN3S8V 3 zn C o�N ig6L ` ~Z L {0 4)1�► 4-20£ +, 10 AVM3AIN0 LS .�f r. AVM3AINp IIVW NMOIN31VM Z— (,Oro IIVW IVN3SHV 4. 9lZ vaa +� N 40 d nI *, i N r AVM3AIN0 4) n IIVW IVN3SHV �n N rnr� �� !0 � 4-£ 0,. "sT 133N1S 0LS }�. 18f100 V r S HONIG 0— a,(,. IVN3SHV ` 9 L-1, i° W C3 w 4— E G Q o ),VM3AIN0 OS * 3nN3AV w CID Q: 31VAINd 0' C-4 T 110OItl1 N 4 f U ^ V +'C wa N E "G 0 H O tA110 o � E ro R m 133N1s £az—f I00HOS 4417 Lo l E x -, �'Lo T d O Z O N Q T .k O O U Wd TZ:LO:E 9T0Z/8/9'6mP-Su6TEL\9T0Z AI^A6TEL\T1 Table 8 PEAK-HOUR TRAFFIC-VOLUME INCREASES Traffic Volume Percent Increase Increase 2023 2023 Over Over Location/Peak Hour No-Build Build No-Build No-Build Arsenal Street, east of Greenough Boulevard: Weekday Morning 2,319 2,370 51 2.2 Weekday Evening 2,530 2,658 128 5.1 Saturday Midday 2,059 2,178 119 5.8 Saturday Evening 1,362 1,534 172 12.6 School Street, north of Arsenal Street: Weekday Morning 1,380 1,400 20 1.5 Weekday Evening 1,488 1,539 51 3.4 Saturday Midday 1,149 1,197 48 4.2 Saturday Evening 632 700 68 10.8 Greenough Boulevard,south of Arsenal Street: Weekday Morning 402 412 10 2.5 Weekday Evening 382 408 26 6.8 Saturday Midday 406 430 24 5.9 Saturday Evening 264 300 36 13.6 Arlington Street,north of Arsenal Street: Weekday Morning 1,059 1,075 16 1.5 Weekday Evening 805 847 42 5.2 Saturday Midday 660 700 40 6.1 Saturday Evening 402 457 55 13.7 Main Street, north of Church Street: Weekday Morning 1,818 1,878 60 3.3 Weekday Evening 2,101 2,218 117 5.6 Saturday Midday 1,764 1,871 107 6.1 As shown in Table 8, Project-related traffic-volume increases external to the study area relative to 2023 No-Build conditions are anticipated to range from approximately 1.5 percent to 13.7 percent during the peak periods. GA7319 Wa[ertown\ReportATIA082416.docx 46 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 motorists and/or passengers. A level-of-service definition provides an index to quality of traffic flow in terms of such factors as speed, travel time, freedom to maneuver, traffic interruptions, comfort, convenience, and safety. Six levels of service are defined for each type of facility. They are given letter designations from A to F, with level-of-service (LOS) "A" representing the best operating conditions and LOS "F" representing 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. 12The capacity analysis methodology is based on the concepts and procedures presented in the Highway Capacity Manual;Transportation Research Board; Washington,DC;2010. GA7319 Watertown\Reports\TTA 082416.docx 4 Unsignalized 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. R 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 2010 Highway Capacity Manual.13 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 2010 Highway Capacity Manual. Table 9 summarizes the relationship between level of service and average control delay for two-way stop controlled and all-way stop controlled intersections. Table 9 LEVEL-OF-SERVICE CRITERIA FOR UNSIGNALIZED INTERSECTIONSe 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 aSource: Highway Capacity Manual; Transportation Research Board; Washington, DC; 2010; page 19-2. 1 3Highway Capacity Manual;Transportation Research Board; Washington,DC;2010_ G:\7319 Watertow\Reports\T1A 082416.doex 48 Signalized 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 were calculated using the Percentile Delay Method implemented as a part of the SynchroTm 8 software as suggested by MassDOT in order to compensate for errors found when employing the 2010 Highway Capacity Manual methodology as a part of the software. The Percentile Delay Method assesses the effects of signal type,timing, phasing, and progression; vehicle mix; and geometrics on "percentile" delay. Level-of-service designations are based on the criterion of percentile delay per vehicle and is a measure of: i)driver discomfort; ii) motorist frustration; and iii) fuel consumption; and includes a uniform delay based on percentile volumes using a Poisson arrival pattern, an initial queue move-up time, and a queue interaction delay that accounts for delays resulting from queues extending from adjacent intersections. Table 10 summarizes the relationship between level-of-service and percentile delay, and uses the same numerical delay thresholds as the HCM method. The tabulated percentile delay criterion may be applied in assigning level-of-service designations to individual lane groups,to individual intersection approaches, or to entire intersections. GA7319 Watertown\ReportATIA 082416.docx 49 Table 10 LEVEL-OF-SERVICE CRITERIA FOR SIGNALIZED INTERSECTIONS Percentile Delay Level of Service 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 Vehicle Queue Analvsis Vehicle queue analyses are a direct measurement of an intersection's ability to process vehicles under various traffic control and volume scenarios and lane use arrangements. The vehicle queue analysis was performed using the SynchroTM intersection capacity analysis software which is based upon the methodology and procedures presented in the 2010 Highway Capacity Manual. The SynchroTM vehicle queue analysis methodology is a simulation based model which reports the number of vehicles that experience a delay of six seconds or more at an intersection. For signalized intersections, SynchroTM reports both the average (50th percentile) the 951h percentile vehicle queue. For unsignalized intersections, SynchroTM reports the 951h percentile vehicle queue. Vehicle queue lengths are a function of the capacity of the movement under study and the volume of traffic being processed by the intersection during the analysis period. The 95th percentile vehicle queue is the vehicle queue length that will be exceeded only 5 percent of the time, or approximately three minutes out of 60 minutes during the peak one hour of the day (during the remaining 57 minutes, the vehicle queue length will be less than the 95'percentile queue length). ANALYSIS RESULTS Level-of-service and vehicle queue analyses were conducted for 2016 Existing, 2023 No-Build and 2023 Build conditions for the intersections within the study area. The results of the intersection capacity and vehicle queue analyses are summarized in Tables 11 and 12, with the detailed analysis results presented in the Appendix. 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F H F F� F F- h F- F-F. 2 o F" ,�� F- F- a F•' � mm� � mm� F�-� .., .ax acG ax ? zz zz zz ° o W ,r 6 ai z r a� 3 z t: `B�' z t «°J'_. - z V a°�i a°�i O L L ?, ` C ocncnY �v nY o 0 0 �, > t.o o Y cE o �� �16 �� �� �� r- �� w o a 0 0 n n�1 0 0. n v o oW o o � o o 5- >- o Q cd y °o °o = " o o o o °o °o ? �n�u wo n ? �n In V c a 0 0 o o chi c�i a apt d at > c H ° ° O O y G7 O U O O o N Q ¢ N '�' Q Q C O W y o mmmcncn o,m m Lon Con � �cnv� � �v�cn H Q Cada �m z 3 a Sie"li,7ed Intersections The addition of Project-related traffic to the signalized study area intersections is predicted to result in a change in the overall LOS between the No-Build and Build condition at eight(8)of the 23 signalized intersections studied: Arsenal Street at Greenough Boulevard (minor degradation in LOS from "A" to `B" during the Saturday evening peak-hour); Arsenal Street at Arlington Street/Coolidge Avenue/Arsenal Mall Drive (degradation in LOS from "D" to "E" during the weekday evening and Saturday midday peak-hours); North Beacon Street at Nonantum Road (degradation in LOS from `B" to "C" during the weekday evening peak-hour); Arsenal Street at School Street (degradation in LOS from "C" to "D" during the Saturday midday peak-hour); Arsenal Street at Wooley Avenue (degradation in LOS from `B" to "C" during the weekday evening and Saturday midday peak-hour); Arsenal Street at the Arsenal Mall Driveway and Watertown Mall Driveway (degradation in LOS from "C" to "D" during the Saturday midday peak hour); Arsenal Street at Birch Street and Arsenal Court (degradation in LOS from "A" to "B" during the weekday morning peak hour); and Arsenal Street at Beechwood Avenue (degradation in LOS from "A"to `B"during the Saturday midday peak hour). Nineteen (19) of the 23 signalized intersections within the study area were found to be generally operating at LOS "D" or better during the peak hours under all analysis conditions, where a LOS of"D" or better is generally defined as "acceptable" traffic operations. The following is a summary of the analysis results for the signalized intersections that were found to be operating at or over their design capacity (defined as LOS "E" or "F", respectively), or where the addition of Project-related traffic was found to result in a degradation in operating conditions to a LOS D. Arsenal Street at Arlington Street,Coolidge Avenue and the Arsenal Mall Driveway Under 2016 Existing conditions, this signalized intersection was shown to operate at an overall LOS "D" during the weekday morning, weekday evening and Saturday midday peak hours, and at LOS "C" during the Saturday evening peak hour. Under 2023 No-Build conditions, overall operating conditions at this intersection were shown to degrade to LOS"E" during the weekday morning peak hour and operate at LOS "D" during the weekday evening, Saturday midday and Saturday evening peak-hours as a result of traffic-volume increases independent of the Project. Under 2023 Build conditions, overall operating conditions at this intersection were shown to degrade to LOS "E" during the weekday morning, weekday evening and Saturday midday peak hours and operate at LOS "D"during the Saturday evening peak-hour. Mt. Auburn Street at Arlington Street Under 2016 Existing conditions, this signalized intersection was shown to operate at an overall LOS "D" during the weekday morning peak-hour, at LOS "F" during the weekday evening peak- hour and at LOS "C" during the Saturday midday peak-hour. Under 2023 No-Build and 2023 Build conditions, overall operating conditions at this intersection were shown to degrade to LOS "F" during the weekday morning and weekday evening peak-hours, and at LOS "C" during the Saturday midday peak-hour. Project impact ranges between 0 and 2 vehicles. G\7319 Watertown\ReportAT1A 082416.doex 75 North Beacon Street at Nonantum Road Under 2016 Existing conditions, this signalized intersection was shown to operate at an overall LOS `B" during the weekday morning peak-hour and at LOS "C" during the weekday evening peak-hour. Under 2023 No-Build conditions, overall operating conditions were shown to operate at LOS `B" during the weekday morning peak-hour and degrade to LOS "E" during the weekday evening peak-hour as a result of traffic volume increases independent of the Project. Under 2023 Build conditions, with the addition of Project-related traffic, overall operating conditions at this intersection were shown to operate at LOS "C" during the weekday morning peak-hour and LOS "E"during the weekday evening peak-hour. With optimal signal timing, no drop in LOS is expected. Main Street and North Beacon Street at Mount Auburn Street, Galen Street and Charles River Road Under 2016 Existing, this signalized intersection was shown to operate at an overall LOS "F" during the weekday morning peak hour and at LOS "E" during the weekday evening and Saturday midday peak hours. Under 2023 No-Build and 2023 Build conditions, this signalized intersection was shown to operate at an overall LOS "F" during the weekday morning, weekday evening and Saturday midday peak hours, as a result of traffic volume increases independent of the project. The project will impact maximum vehicle queues at this location no more than 3 vehicles or less. Galen Street at Watertown Street and Nonantum Road Under all conditions, this signalized intersection was shown to operate at an overall LOS "E" during the weekday morning peak-hour, at LOS "D" during the weekday evening peak-hour and at LOS "C"during the Saturday midday peak-hour. Western Avenue and Soldiers Field Road EB On-Ramp Under 2016 Existing conditions, this signalized intersection was shown to operate at an overall LOS "D" during the weekday morning and weekday evening peak hours, and at LOS "C" during the Saturday midday peak hour. Under 2023 No-Build and 2023 Build conditions, overall operating conditions at this intersection were shown to degrade to LOS "E" during the weekday morning, weekday evening and Saturday midday peak-hours as a result of traffic-volume increases independent of the Project. Arsenal Street at School Street Under 2016 Existing conditions, this signalized intersection was shown to operate at an overall LOS "C" during the weekday morning and Saturday midday peak hours, and at LOS `B" during the weekday evening and Saturday evening peak hours. Under 2023 No-Build conditions, overall operating conditions at this intersection were shown to operate at LOS "D" during the weekday morning peak hour, operate at LOS "C" during the weekday evening and Saturday midday peak- hours, and operate at LOS "B" during the Saturday evening peak hour. Under 2023 Build conditions, overall operating conditions at this intersection were shown to degrade to LOS "D" during the weekday morning and Saturday midday peak hours, operate at LOS "C" during the weekday evening peak hour and operate at LOS "B"during the Saturday evening peak-hour. G\7319 Watertown\ReportAT1A 082416.doex 76 Arsenal Street at Arsenal Mall Driveway and Watertown Mall Driveway Under 2016 Existing and 2023 No-Build conditions, this signalized intersection was shown to operate at an overall LOS `B"during the weekday morning peak hour, and at LOS "C"during the weekday evening, Saturday midday and Saturday evening peak hours. Under 2023 Build conditions, overall operating conditions at this intersection were shown to operate at LOS `B" during the weekday morning, at LOS "C" during the weekday evening and Saturday evening peak-hours, and at LOS "D"during the Saturday midday peak hour. Unsignaliced Intersections The addition of Project-related traffic to the unsignalized study area intersections is predicted to result in a change in the overall LOS between the No-Build and Build condition at three(3)of the 9 unsignalized intersections studied: Arsenal Street at Louise Street (degradation in LOS from "E"to "F"during the weekday evening peak-hour for the Louise Street approach); Arsenal Street at the Arsenal Mall Drive (degradation in LOS from `B"to "C" during the weekday evening and Saturday midday peak hours for the Arsenal Mall Drive approach); and School Street at Walnut Street (degradation in LOS from "D" to "F" during the weekday morning peak hour for the Walnut Street eastbound approach). Of the remaining six (6) unsignalized intersections, two (2)were found to be generally operating at LOS "D" or better during the peak hours under all analysis conditions. The following is a summary of the analysis results for the unsignalized intersections that were found to be operating at or over their design capacity or where the addition of Project-related traffic was found to result in a degradation in operating conditions. Arsenal Street at Elm Street Under 2016 Existing, conditions, the critical movements at this unsignalized intersection (all movements from Elm Street) were shown to operate at LOS "C" during the weekday morning peak-hour, at LOS "E" during the weekday evening peak-hour, at LOS "F" during the Saturday midday peak-hour and at LOS `B"during the Saturday evening peak hour. Under 2023 No-Build and 2023 Build conditions,the critical movements were shown to degrade to LOS "F" during the weekday morning, weekday evening and Saturday midday peak-hours, and to LOS "C" during the Saturday evening peak-hour, as a result of traffic volume increases independent of the Project. All movements along Arsenal Street were shown to operate at LOS "B" or better under all analysis conditions. This location may be signalized under future conditions. Arsenal Street at Louise Street Under 2016 Existing, conditions, the critical movements at this unsignalized intersection (all movements from Louise Street) were shown to operate at LOS "D" during the weekday morning peak-hour, at LOS "C" during the weekday evening peak-hour and at LOS "E" during the Saturday midday peak-hour. Under 2023 No-Build conditions, the critical movements were shown to degrade to LOS "F" during the weekday morning and Saturday midday peak hours, and to LOS "E" during the weekday evening peak-hour as a result of traffic volume increases independent of the Project. Under 2023 Build conditions, the critical movements were shown to operate at LOS "F" during the weekday morning, weekday evening and Saturday midday peak hours. All movements along Arsenal Street were shown to operate at LOS "B"or better under all analysis conditions. Vehicle queues will increase by 2 vehicles or less as a result of the project. GA7319 Watertown\Reports\TIA 082416.doex 77 School Street at Walnut Street and Dexter Avenue Under 2016 Existing, conditions, the critical movements at this unsignalized intersection (all movements from Dexter Avenue) were shown to operate at LOS "E" during the weekday morning and Saturday midday peak hours, and at LOS "F" during the weekday evening peak- hour. Under 2023 No-Build and 2023 Build conditions, the critical movements were shown to degrade to LOS "F" during both the weekday morning and Saturday midday peak hours as a result of traffic volume increases independent of the Project, and to remain operating at LOS "F" during the weekday evening peak-hour. Under 2016 Existing, conditions, the critical movements at this unsignalized intersection (all movements from Walnut Street) were shown to operate at LOS "C"during the weekday morning, at LOS "D" during the weekday evening peak hour and at LOS `B" during the Saturday midday peak-hour. Under 2023 No-Build conditions, the critical movements were shown to degrade to LOS "D" during the weekday morning peak hour, degrade to LOS "F" during the weekday evening peak hour and degrade to LOS "C" during the Saturday midday peak hour, as a result of traffic volume increases independent of the Project. Under 2023 Build conditions, the critical movements were shown to degrade to LOS"F" during the weekday morning and weekday evening peak hours, and remain at LOS "C" during the Saturday midday peak hour. All movements along Arsenal Street were shown to operate at LOS "A" under all analysis conditions. Arlington Street at Grove Street Under 2016 Existing, conditions, the critical movements at this unsignalized intersection (all movements from Arlington Street northbound) were shown to operate at LOS "F" during the weekday morning and weekday evening peak-hours and at LOS "C" during the Saturday midday peak-hour. Under 2023 No-Build and 2023 Build conditions,the critical movements were shown to degrade to LOS "F"during the weekday morning and weekday evening peak-hours and at LOS "D"during the Saturday midday peak hour. School Street at Boylston Street Under 2016 Existing, conditions, the critical movements at this unsignalized intersection (all movements from Boylston Street westbound) were shown to operate at LOS "E" during the weekday morning peak-hour and at LOS "C" during the weekday evening peak-hour. Under 2023 No-Build and 2023 Build conditions, the critical movements were shown to degrade to LOS "F" during the weekday morning peak-hour and to LOS "E" during the weekday evening peak-hour as a result of traffic volume increases independent of the Project. All movements along Arsenal Street were shown to operate at LOS "A"under all analysis conditions. School Street at Maplewood Street Under 2016 Existing conditions, the critical movements at this unsignalized intersection (all movements from Maplewood Street east and/or westbound) were shown to operate at LOS "F" during the weekday morning peak-hour and at LOS "D" during the weekday evening peak-hour. Under 2023 No-Build and 2023 Build conditions,the critical movements were shown to continue to operate at LOS "F" during the weekday morning peak-hour and to degrade to LOS "F" during the weekday evening peak-hour as a result of traffic volume increases independent of the Project. All movements along Arsenal Street were shown to operate at LOS"A" under all analysis conditions. GA7319 Watertown\Reports\TIA 082416_doex 78 CONCLUSIONS AND RECOMMENDATIONS CONCLUSIONS Vanasse & Associates, Inc. (VAI) has conducted a Transportation Impact Assessment (TIA) in support of The Arsenal Project which is a mixed-use commercial and residential development to be located off Arsenal Street in Watertown,Massachusetts (hereafter referred to as the"Project"). The proposed development program is consistent with the recent Town rezoning and the transportation study reviews the impacts of the development program as part of the Master Plan Special Permit Process. The existing Arsenal Mall includes 249,362 sf of retail space, a 52,847 sf medical office building and approximately 8,000 sf of restaurant space. The proposed redevelopment will include 221,500 sf of retail space (a slight decrease), 52,847 sf medical office building to remain, 48,000 sf of restaurant space, a 16-lane bowling alley, an 8-screen movie theater, a 25,000 sf supermarket and up to 500 apartment units. This assessment includes an expansive study area including traffic counts and inventories of pedestrian, bicycle and public transportation services; and a transportation improvement program that includes Transportation Demand Management (TDM) measures to encourage the use of alternative modes of transportation to single-occupant vehicles with the goal of reducing the overall traffic and parking demands in the area. This study was prepared in consultation with the Town of Watertown and their peer consultant, the Massachusetts Department of Transportation (MassDOT), and of the Department of Conservation and Recreation (DCR), and was performed in accordance with MassDOT's Transportation Impact Assessment (TIA) Guidelines. The scope of work developed in conjunction with the Watertown Department of Public Works. The study was conducted pursuant to the standards of the Traffic Engineering and Transportation Planning professions for the preparation of such reports. Based on this amended assessment, we have concluded the following with respect to the Project: 5. Using trip-generation statistics published by the Institute of Transportation Engineers (ITE)14 for similar land uses as those proposed and empirical count data, the Project is expected to generate 6,366 additional vehicle trips on an average weekday and 10,648 additional vehicle trips on a Saturday (both are two-way, 24-hour volumes), with approximately 244 additional new vehicle trips expected during the weekday morning peak-hour, 545 additional new vehicle trips expected during the weekday evening peak- 14Trip Generation,91h Edition;Institute of Transportation Engineers;Washington,DC;2012. G\7319 Wafertown\ReportsMA 082416,docx 79 hour, 504 additional new vehicle trips expected during the Saturday midday peak-hour and 704 additional new trips expected during the Saturday evening peak hour. 6. The Project will not have a significant impact (increase) on motorist delays or vehicle queuing over Existing or anticipated future conditions without the Project (No-Build conditions); however, this analysis has indicated that there are a number of intersections that are operating under constrained conditions independent of future development in the area. Specific improvement measures have been defined herein that will be completed as a part of the Project and are designed to off-set the impact of the Project on the transportation infrastructure; 7. Based upon a review of accident data and the driveway designs, the project can be safely accommodated. Existing safety deficiencies have been identified and appropriate mitigation has been identified. 8. The project is designed to take advantage of the multi-modal amenities in the area and to promote alternative modes of transportation. Pedestrian and bicycle links to the Arsenal Greenway,Arsenal Park and Greenough Boulevard are all critical connections to promote healthy transportation alternatives. Based on the above, we have concluded that the Project can be accommodated within the confines of the existing transportation infrastructure in a safe and efficient manner with implementation of the following recommendations. RECOMMENDATIONS A detailed transportation improvement program has been developed that is designed to provide safe and efficient access to the Project site and address any deficiencies identified at off-site locations evaluated in conjunction with this study. The elements of the improvement program include project access, transportation system improvements, bicycle improvements, pedestrian improvements and a Travel Demand Management program. These elements provide a comprehensive mitigation program which not only provides transportation system improvements, but also promotes alternative healthy modes of transportation. The following improvements have been recommended as a part of this evaluation and, where applicable, will be completed in conjunction with the Project subject to receipt of all necessary rights, permits, and approvals. Proiect Access Access to the Project site will continue to be provided by way of four (4) driveways on Arsenal Street as follows: two full access, signalized driveways; one right-in, entry-only driveway and one right-in/right-out only driveway. The following summarizes the driveways and improvements: ➢ Arsenal Street at Westerly Mall driveway. — The westerly Mall driveway consists of a 20-foot wide right-turn-in only driveway. This driveway will be modified to accommodate a 12-foot entrance, and an 8 to 10-foot multi-use path. The crosswalk will be modified and widened for both pedestrian and bicycle accommodations. ➢ Arsenal Street at the Arsenal Mall and Watertown Mall Driveway. — This intersection is signalized providing two exiting lanes from the Mall, an exclusive right-turn entering GA7319 Wa[ertow Reports\TIA 082416.docx 80 lane and an exclusive left-turn entering lane. As part of the mitigation for The Arsenal on The Charles project, this traffic signal will be retimed with provisions made for Adaptive Traffic Signal Control. No other improvements are required at this location. ➢ Arsenal Street at the Arsenal Mall right-turn only driveway. — This intersection accommodates only right-turn movements to and from the Project. The entering traffic is accommodated via a 12-foot right-turn lane and an exiting lane under STOP-control. This location is on the MassDOT Highway Safety Improvement Program as an area of high accidents and warrants further study. As such, it is recommended that a Roadway Safety Audit be conducted which will evaluate the accidents history with Town officials and develop recommendations to reduce the accident frequency. ➢ Arsenal Street at Arlington Street, Coolidge Avenue and the Arsenal Mall driveway. — This intersection is signalized and accommodates an Arsenal Street westbound left-turn lane into the Mall and two exiting travel lanes. As part of the mitigation for The Arsenal on The Charles project, this traffic signal will be retimed with provisions made for Adaptive Traffic Signal Control. In order to better accommodate the project-related traffic volumes, the Arsenal Street westbound left-turn lane will be extended to provide better queue storage, which can block through-traffic under existing conditions. This change will require signal timing changes to accommodate turning traffic. Figure 22 depicts the Conceptual Improvement Plan. ➢ Greenough Boulevard site access —In consultation with the Department of Conservation and Recreation, the project proponent is evaluating a secondary means of access and egress to Greenough Boulevard. This rear driveway will accommodate vehicles,bicycles and pedestrians and will reduce traffic on Arsenal Street, but will remain a secondary driveway. The intersection is expected to remain unsignalized with a turn lane expected on Greenough Boulevard eastbound entering the project. Figure 23 depicts the Greenough Boulevard Potential Connection to a Proposed Site Driveway. Figure 24 summarizes the Site Access and Transportation System Improvements. Transportation Svstem Imarovements Prior developments have committed to significant investments in the transportation system along Arsenal Street. These commitments include upgrades to traffic signal timings including optimization and adaptive traffic signal control, new traffic signals and commitment to fund further study along the corridor. In order to supplement the prior commitments, the following is recommended. Arsenal Street at Arlington Street,Coolidge Avenue and the Arsenal Mall Driveway This intersection is projected to operate at LOS E under future year design conditions. Recognizing the importance of this intersection to the corridor operation, as well as the project access driveway, the project proponent will fund an alternative analysis at this location. The study will review alternative signal phasings and timings, and alternatives to relocate Coolidge Avenue from the intersection or one-way alternatives for Coolidge Avenue. Such improvements are consistent with options under evaluation by the Arsenal Street Corridor Study conducted in a joint effort by MassDOT and the Town. In addition, the project proponent will contribute future funding toward implementation of acceptable alternatives approved by the Town. GA7319 Wa[erto"n Reports\T1A 082416,doex 81 Transportation lrr+ptier A."esrrr+em-The Irserud Prrrject- 17 1YrNerIuFF+r.,Ylrr.►sr+cha+selrr .yam. . .I - -.� _ •`} �' Y SIGN LEGEND LEFr LANE TURN LEFr STR3-7L MUST aP d"ilWF JOWL '4t _y � �` -ter' - � {�. y ��..' ( � �. ��' ��• _ -- MODIFY E%1571NG�Q �L �,ya;` ;~ `� # � • t _ TIMING AND PHAsIn+el :. �v •� �^_r-. •, ' � "ti. .-t _ it 'd S... I-REMO 04S'r , RA F,..rPDt1V w �' • ri 4.0 EMI D. S.tING. Y'7 {• w :T -- r. low left Hwy r.rAA , r _ 6 V00EN TO PROVIDE LEFT-TURN LA _ 7SA - f- pRGREENOUGH 6QULPVARQ Nr fff L ' 8'SIDF VVALISa---- A• ■ t ['V CST/. .' R t `f• i � � r r Z � �. � i � J r r • 40 `80 Scale in Feet Figure 22 Alk 0 SIGN LEGEND R1-1 ° LEFT LANE — R3-7L MUST _ • e TURN LEFT W11-2 EXISTING DR. DUDLEY WHITE BOUL&YAW MULTI-USE PATH _ WIDEN TO PROVIDE - rn np , • .�`RJ^! !00'RIVERFRONT AREA {^O�'LEFT TURN LANE - PROPOSED WHEELCHAIR . RAMP(TYP.) � _ - IG � - �tr --'Y,nc—^�..-+.-. .x.....,..7f. ✓b'*1fr v..--_^-.+,�dj W11-2,W16-7P 7 �� .yY'' .wrd00s !so•1FIeR _ . PROPOSED CONNECTION TO _ — EXISTING MULTI-USE PATH a•_� t " °' N PROS U LTI-U A-T� Y � � � =00'RNERFRONLARE� � /r -7P p3000 — — ifirr .: C;�COCA C� Q Pa/ o qJ Lam' d 01 Q. 00 m t ww, C f .i Scale in Feet Figure 3 s Vanasse & Associates, Inc, Greenough Boulevard m - Potential Connection to Proposed Site Driveway N 7 3 m Copyright ©2016 by VAI, All Rights Reserved = Private Project Funding f Watertown Square • Arsenal Street CorridorAL t e ^e "■ • Watertown Community Path ■ y, ldb _ - = = T �F = a+'►; Spa y.iF' i f ~�µ �.Cea rL - ruo r w � •�`�: _ Tom. � '•� I •� `�7 a+�- � _ _ � � J, � �..f� � ..� � � '.� .J ���I ' � .-! '� •)s :% ..i �2' • ID � Y � :y ea e+ ,ter �- r t•': � _ �J. � �,�; wlQ P i� �• �•" �'l -- c/� !{. ' i'f +i 1 ie,`F r ' te . y � si+s "' r�? , 1r ►: , '_. C14 A i _4. W 1 00 ti u r-i VI d Vanasse a Associates, Inc, Site Access/ Mitigation m1A •tiviiUl ftxili:.ill ft:}1t�iii�}u�;►rsl C'[dflliu+'; N 7 Q M n Copyright ©2016 by VAL All Rights Reserved. Watertown Square Overall operating conditions for the coordinated traffic signal systems that comprise Watertown Square (Main Street/Pleasant Street, Main Street/Church Street, North Beacon Street/ Mount Auburn Street/Galen Street/Charles River Road, and Galen Street/ Nonantum Road/Watertown Street)were shown to be constrained(LOS"F")under 2016 Existing conditions independent of the Project. In order to advance the long-term improvements that are planned by the DPW for Watertown Square, the project proponent will contribute funding to the Town for use in the design and implementation of the Watertown Square improvement project. Arsenal Street Corridor Mobility Improvements The project proponent will contribute funding for the planning, design and construction of pedestrian,bicycle, traffic control and safety improvements along the Arsenal Street corridor. Of particular interest of the owners of the project is bicycle lanes along Arsenal Street. The Arsenal Street corridor Study is underway and should identify such improvements. Watertown Community Path In order to advance the extension of the Watertown Community Path, the project proponent will contribute funding for the planning and design of the extension. The capacity analysis warranted a number of intersections where further traffic signal optimization can improve traffic signal operations. These locations are listed in Table 13 and the optimized timing is reflected in Table 11. The signal timings remained the same between the No- Build and Build conditions. Table 13 MITIGATED SIGNALIZED INTERSECTIONS Intersection Peak-Period Mitigated Arsenal Street at Soldiers Field Road WB On-Ramps Weekday Evening Arsenal Street at Arlington Street,Coolidge Avenue and Weekday Evening and Arsenal Mall Drive Saturday Midday Arsenal Street at Arsenal Mall Drive and Weekday Evening and Watertown Mall Saturday Midday Mount Auburn Street at School Street Weekday Evening GA7319 Wa[ertown\ReportsMA 082416.doex 82 Bievele Imnrovements Recognizing the importance of bicycle connectivity within the community and to enhance the already existing bicycle infrastructure in the area, the project proponent is committed to implementing bicycle improvements to connect the project to the Watertown Greenway, Arsenal Park, and to Greenough Boulevard. To this end the following commitments are made: Provide a bicycle connection from the Watertown Greenway across Arsenal Street and along the project frontage and along the western project entrance driveway connection to the Arsenal Park. This connection will be accommodated via an 8-10-foot pathway along this area. The project proponent will contribute funding for the planning, design and construction of pedestrian, bicycle, traffic control and safety improvements along the Arsenal Street corridor. Of particular interest, of the owners of the project, is bicycle lanes along Arsenal Street. — Provide a bicycle path from the Project to Greenough Boulevard and across Greenough Boulevard to the multi-use path along the south side of Greenough Boulevard (Dr. Paul Dudley White Bike Path). — Bicycle parking will be placed throughout the site including in enclosed secured areas. — An area is reserved for a future hubway location along Arsenal Street. — Included in the TDM Plan are several bicycle amenity enhancements such as providing bicycle maps on-site and a"fix it"location on-site. Figure 25 depicts the Bicycle Facilities Improvement. Pedestrian Improvements The project design has emphasized pedestrian enhancements throughout the site to support non- auto trips to the project. The following pedestrian enhancements are included in the design. -- A multi-use path from the Project to Greenough Boulevard and across Greenough Boulevard. — A pedestrian corridor from the site opening up to the Arsenal Park. — Pedestrian sidewalks and sitting areas throughout the site including crosswalks of key locations and a raised crosswalk at the movie theater access. — Connectivity to Arsenal Street where signalized pedestrian phases exists for safe crossing of Arsenal Street. Pedestrian maps will be located on-site to encourage walking within the area including to the Arsenal Park, Greenough Boulevard and a connection to the Athena Project. Figure 26 depicts the Pedestrian Improvement Plan. GA7319 Watertown\ReportsMA 082416,doex 83 Legend: w� EAsting Multi-Use/Bicycle Path w Proposed Multi-Use/Bicycle Path ! r 7# r�• lirrJ 1! - -- 0201 , — • �- 1 1 �h• Aw �"' 77, or,'�'���' -.�' •F _ w ��• /a mac.#' , ry ss� ..•. ,s u - - �•:.a ���' ��C rr�y�"' �. Y1 f y =cr J►r'i, *j'�Yioll�i �, ' its a. .r cis W 4 1114 - ja 1 1. ;� ,s J" • 'r r t �a+ fA44 _ t '�J ,.;� •ie, ,� - 4 ±'�. °"u„2 a°w yM,W', ,mow w� �•. :,A� � � .�1• �:.� �� �.a it `' �y,`.� '� �K' L�.,' �► r- � �' a as Vanasse & Associates, /nr,. Bicycle Facilities Improvements 5 Copyright ©2016 by VAL All Rights Reserved, d Legend: Ilk. F-A Existing Crosswalk r IjKrlw Sidewalk Connections to Site •. + A AD Existing Multi-Use/Bicycle Path _ - Proposed Multi-Use/Bicycle Path -- 1 Ila WHO' 7 owl IL ZlIko 10 On .SQL_A_1►:us ... -- _ _ _. - 'sr +•q 'r UI+�'„ 4 w1k _ - A�—: j 14 44 r.. n JV ��' ��. :. �' w,r +'� a'';y�syk~y �„+y sat• �_-- � , v ! ;s+ ;�' r �,• �'•c��J rya• �'-r,..Y ,. s � � � .� �, f� �.,�%! 13 _ 7 r e 3 Vanasse a Associates, Inc. Pedestrian Facilities 0 Improvements 3 Copyright ©2016 by VA). All Rights Reserved Parking Management It will be important for the Project to effectively manage parking on-site. While parking demand will be monitored annually to insure adequate parking is available, the following will be implemented as part of on-site circulation and parking management: - Intelligent parking system will be implemented at each garage to monitor daily demand. - Parking guidance will be installed in the garages to alert drivers on each parking level where available spaces exist. - An extensive on-site signage package will be implemented to direct drivers to appropriate parking. Overall, parking will be monitored on an on-going basis by the operators of the facilities. Transportation Demand Management The Owners of the Arsenal Project are committed to the implementation of a comprehensive Transportation Demand Management (TDM) program as a part of The Arsenal Project Master Plan Special Permit. TDM plans are designed to promote transit, walking, bicycles, carpooling, vanpooling, and flexible work hours with the goal of reducing single occupancy vehicles(SOVs). The benefit of an aggressive TDM plan includes maximizing the efficiency of the existing transportation system, providing healthy commuter choices and by reducing vehicle trips, greenhouse gas emissions are reduced. The goal of the TDM plan is to achieve a non-auto mode split of at least 15 percent, which is 5 percent greater than assumed in the Transportation Impact Assessment (TIA). Should the non- auto mode share be less than 15 percent then the Owners shall identify and undertake corrective measures in conjunction with the appropriate parties including Department of Community Development and Planning(DCDP). Additional measures will be developed in consultation with and with input from DCDP and tailored to respond to particular concerns. Solutions may include without limitation: • On-Campus traffic management refinements ■ Expansion of the TDM program to provide additional measures and incentives to reduce traffic and parking demands • Addition of measures to discourage SOV mode split • Providing additional on-site amenities to encourage use of public transportation The status of implementation of the identified improvement measure will be documented in the annual monitoring report. Since the project is mixed-use including commercial tenants as well as residents,the program will focus on elements designed for these specific users. The key elements of the TDM program include the following: • TDM Program Management • Transportation Management Association participation ■ Commercial tenant strategies • Residential tenant strategies G:7319 Watertown\ReportsUTA 082416.docx 84 • Traffic Monitoring Program The details of the TDM plan are provided in more detail in a separate Travel Demand Management Plan document. With implementation of the above recommendations, safe and efficient access will be provided to the Project site and the Project can be accommodated within the confines of the existing and improved transportation system. GA7319 W atertown\Reports\TIA 082416.docx 85