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Home My WebLink About2005-06-13 Board of Selectmen PacketGo C-ptic PARK SQUARE AT R E A D I N G Conclusions and Recommendations This section identifies measures that will address development related access needs in concert with the Town's long range interests to improve the transportation network that provides safe and efficient arterials to accommodate movements to business centers while minimizing unnecessary traffic through neighborhoods. At the same time, these access improvements will result in a sound transportation plan that will allow one of several development scenarios to be built on the Addison Wesley property without negative impacts. In addition, EK is committed to studying additional traffic calming measures to help alleviate the existing cut -thru traffic problem on South Street. Incremental traffic increases due to the development will not result in any notable level -of - service deficiencies at the study area intersections with the proposed mitigation measures. The most significant impact will be at the Route 28 /South Street intersection. The analysis provided includes a breakdown of the conditions that existed at full occupancy of the Addison Wesley site and would exist with the 3 new development options. Each development option would require major infrastructure investment at the Route 28 /South Street/I -95 interchange. Proposed Access Improvements Access needs of the development have been prepared for review and discussion with Town staff to determine the final list of improvements required. The access design will consist of the following: • Add left turn lanes on the Route 28 approaches. Add a right turn lane on the NB and SB approaches and on the South Street WB approach. • Add right turn lane on the South Street EB approach. • Add queue storage on the I -95 SB ramp. • Reconfigure the South Street and Jacob Way intersection. • Modify traffic signals at Route 28 /South Street to create exclusive left turn phases north and south and signalization of the I -95 SB .ramp. • Study traffic calming options for the South Street neighborhood. This traffic study has concentrated on the analysis of the Route 28 /South Street intersection and the adjoining I -95 (Route 128) interchange. Other study area intersections were determined to not be critical for two reasons; the traffic assigned to these intersections was minimal and traffic improvements are planned to upgrade most of these intersections. PARK SQUARE AT R E A 0 1 N G Conclusions The proposed access improvements at the Route 28 /South Street/I -95 interchange will result in a significant improvement for the traveling public over today's conditions. A variety of land -use options were tested and successfully mitigated with a combination of intersection/interchange improvements. The sole access to the site is via the South Street/ Jacob Way intersection and will play a key role in the success of the access plans for site. Alternatives were developed to realign the intersection to favor Jacob Way over South Street as the through street approaching Route 28. This has several advantages. One, it discourages cut — through traffic from using South Street and secondly, prevents the site traffic from using South Street as an egress. The method of traffic control for the South Street /Jacob Way intersection has two options as well; stop sign versus signal control. It is likely that queues formed on the eastbound Jacob Way realigned approach to Route 28 will likely block drivers on South Street in peak periods. For that reason, we favor signal control over stop signs. To summarize the key points of the project are as follows: • Different Land -Use options were tested - Office/Hotel ( "As -of Right") - Retail - Mixed -Use (Retail, Office, Residential) - Residential • All options will work at critical intersections with Mitigation -Route 28 /South Street intersection - 1- 95(Routel28) Interchange -South Street/Jacob Way alternatives • Additional Traffic Calming measures studied for South Street neighborhood. 1:\2005 Pmiects \050013.143 \1'ralTic Report 060205 (clean copy).doc PARK SPUARE • T R E A D Tonight (6/13/05) is the 3d Zoning Workshop for the proposed re-development of the A-W property. At the prior Zoning Workshop on 5/9/05, the proponent made a lengthy presentation that included a summary on traffic. The feedback provided was mainly focused on two key questions: 1) Does access work? • discussion centered around traffic impacts associated with the A-W property • statements & questions voiced about existing and future conditions • concerns include through-intersection traffic capacity and local neighborhood impact Next Step: The Town requested the proponent to make a comprehensive presentation on traffic impacts and mitigation. The proponent agreed and is prepared to do so at tonight's meeting. 2) What is the Town's vision for the future of the A-W property? • discussion explored possible alternatives to current zoning • suggestions included: office, hotel, residential, and recreational uses • observations as to market-viable options pointed to retail, hotel and residential uses as most realistic Next Step: The Town requested if the proponent would agree to consider augmenting retail with "mixed-use", i.e., residential. The proponent agreed to evaluate its feasibility and will report at tonight's meeting. 0 Ct*1" 10a) UTtO Cis, u Cis, I I U. YS OC-1 j PARK SqUARE A T R E A D I N 0 Summary of Traffic Improvements • Add Left Turn Lanes on the Route 28 approaches to South Street • Add Right Turn Lane on the South Street Eastbound approach to Route 28 • Add Queue storage on the-1-95 Southbound Ramp approaching Route 28 • Reconfigure South Street and Jacob Way intersection • Modify Traffic Signals.at the Route 28/South Street to create exclusive left turn phases North and South and Signalization of the 1-95 Southbound Ramp • Study Traffic Calming Options for the South Street Neighborhood Summary of Results Level-of —Service Route 28 /South Street Intersection .4, U, 1990's wIA-W F -late 2005 Existing w/o A-W B 2010 No Build B 2010 Office/ Hotel C 2010 Retail C 2010 Residential C 2010 Retail Mixed C PARK SPUARE A T R E A D I N G Tonight (6/13/05) is the 3d Zoning Workshop for the proposed re-development of the A-W property. At the prior Zoning Workshop on 5/9/05, the proponent made a lengthy presentation that included a summary on traffic. The feedback provided was mainly focused on two key questions: 1) Does access work? • discussion centered around traffic impacts associated with the A-W property • statements & questions voiced about existing and future conditions • concerns include through-intersection traffic capacity and local neighborhood impact Next Step: The Town requested the proponent to make a comprehensive presentation on traffic impacts and mitigation. The proponent agreed and is prepared to do so at tonight's meeting. 2) What is the Town's vision for the future of the A-W property? • discussion explored possible alternatives to current zoning • suggestions included: office, hotel, residential, and recreational uses • observations as to market-viable options pointed to retail, hotel and residential uses as most realistic Next Step: The Town requested if the proponent would agree to consider augmenting retail with "mixed-use", i.e., residential. The proponent agreed to evaluate its feasibility and will report at tonight's meeting. PARK SqUARE A T R E A D I N G Summary of Traffic Improvements • Add Left Turn Lanes on the Route 28 approaches to South Street • Add Riqht Turn Lane on the South Street Eastbound approach to Route 28 • Add Queue storage on the-1-95 Southbound Ramp approaching Route 28 • Reconfigure, South Street and Jacob Way intersection • Modify Traffic Signals at the Route 28/South Street to create exclusive left turn phases North and South and Signalization of the 1-95 Southbound Ramp • Study Traffic Calming Options for the South Street Neighborhood Summary of Results Level-of —Service Route 28/South Street Intersection T ,Traffic; Con 1119. 01 1 PR N R R M� 1990's wIA-W F -late 2005 Existing w/o A -W B Build B _2010.No .2010 Office/ Hotel C 2010 Retail C 2010 Residential C 2010 Retail Mixed C PARK SQUARE AT R E A D I N G Conclusions and Recommendations This section identifies measures that will address development related access needs in concert with the Town's long range interests to improve the transportation network that provides safe and efficient arterials to accommodate movements to business centers while minimizing unnecessary traffic through neighborhoods. At the same time, these access improvements will result in a sound transportation plan that will allow one of several development scenarios to be built on the Addison Wesley property without negative impacts. In addition, EK is committed to studying additional traffic calming measures to help alleviate the existing cut -thru traffic problem on South Street. Incremental traffic increases due to the development will not result in any notable level -of - service deficiencies at the study area intersections with the proposed mitigation measures. The most significant impact will be at the Route 28 /South Street intersection. The analysis provided includes a breakdown of the conditions that existed at full occupancy of the Addison Wesley site and would exist with the 3 new development options. Each development option would require major infrastructure investment at the Route 28 /South Street/1 -95 interchange. Proposed Access Improvements Access needs of the development have been prepared for review and discussion with Town staff to determine the final list of improvements required. The access design will consist of the following: • Add left turn lanes on the Route 28 approaches. Add a right turn lane on the NB and SB approaches and on the South Street WB approach. • Add right turn lane on the South Street EB approach. • Add queue storage on the 1 -95 SB ramp. • Reconfigure the South Street and Jacob Way intersection. • Modify traffic signals at Route 28 /South Street to create exclusive left turn phases north and south and signalization of the 1 -95 SB ramp. • Study traffic calming options for the South Street neighborhood. This traffic study has concentrated on the analysis of the Route 28 /South Street intersection and the adjoining I -95 (Route 128) interchange. Other study area intersections were determined to not be critical for two reasons; the traffic assigned to these intersections was minimal and traffic improvements are planned to upgrade most of these intersections. PARK SQUARE AT R E A D I N 13 Conclusions The proposed access improvements at the Route 28/South Street/1-95 interchange will result in a significant improvement for the traveling public over today's conditions. A variety of land-use options were tested and successfully mitigated with a combination of intersection/interchange improvements. The sole access to the site is via the South Street/ / Jacob Way intersection and will play a key role in the success of the access plans for site. Alternatives were developed to realign the intersection to favor Jacob Way over South Street as the through street approaching Route 28. This has several advantages. One, it discourages cut —through traffic from using South Street and secondly, prevents the site traffic from using South Street as an egress. The method of traffic control for the South Street /Jacob Way intersection has two options as well; stop sign versus signal control. It is likely that queues formed on the eastbound Jacob Way realigned approach to Route 28 will likely block drivers on South Street in peak periods. For that reason, we favor signal control over stop signs. To summarize the key points of the project are as follows: * Different Land-Use options were tested -Office/Hotel ("As-of Right") -Retail -Mixed-Use (Retail, Office, Residential) -Residential • All options will work at critical intersections with Mitigation -Route 28/South Street intersection -1-95(Routel28) Interchange -South Street/Jacob Way alternatives • Additional Traffic Calming measures studied for South Street neighborhood. JA2005 ProJects\050013.148\71'raffic Report 060205 (clean copy).doc Page 1 of I Hechenbleilkner, Peter From: RNRchambercom@aol.com Sent: Monday, June 13, 2005 8:25 AM To: CarolHughesl7 @aol.com Subject: RE:CPDC Meeting Hello Members, Just a reminder tonight is the CPDC meeting regarding the Addison-Wesley Rezoning being held at Parker Middle School tonight June 13th at 8:00pm. Carol Hughes, Executive Director Reading-North Reading Chamber of Commerce P.C. Box 771, Reading, MA 01867 Phone #781-944-8824 Fax #781-944-6125 Website address: readingnreadingchamber.org "Our Business is your Business" 6/13/2005 PAP,K SQUARE AT R E A 0 1 N 13 Fal 10 1 U M14 Lei WNW I I 1i The redevelopment of the former Addison-Wesley Property located at One Jacob Way Prepared for: W/S Development Associates LLC 1330 Boylston Street Chestnut Hill, NIA 02467 Prepared by: Edwards and Kelcey 343 Congress Street Boston, MA 02210 Under direction of Rodney C. Emery, P.E. PTOE Director of Traffic Engineering June 25 TRAFFIC IMPACT AND ACCESS STUDY, JUNE 2005 PARK SQUARE AT R E A D I N G 1 1 _1_51 \_ EXECUTIVE SUMMARY ...................................................................... ............................1 -1 CHAPTER 1— DATA COLLECTION .................................................. ............................1 -3 AnalysisArea ................................................................................................ ............................... 1 -3 TrafficVolumes ................................................................................................ ............................1 -4 Exisiting Intersection Accident Data ............................................................. ............................... 1-4 CHAPTER 2— FORECASTS ........................................................... ............................... 2 -1 BackgroundTraffic ....................................................................................... ............................... 2 -1 Future Build Conditions with the Project ...................................................... ............................... 2 -1 Proposed Site - Generated Traffic Alternatives .................................................. ............................2 ^1 DistributionPatterns ....................................................................................... ..............................: 2 CHAPTER 3— NETWORK ANALYSIS ............................................... ............................3 -1 Baseline Traffic Conditions ........................................................................... ............................... 3 -1 Methodology.................................................................................................. ............................... 3 -1 AnalysisResults ............................................................................................ ............................... 3 -2 DevelopmentOptions .................................................................................... ................:.............. 3 -2 Improve Intersections Linking Project with Route 28 and-I-95 ..................... ................................ 3 -2 Other Roadway Improvements ...................................................................... ......................:........ 3 -4 Build Conditions Traffic Volumes ................................................................ .................:..:.:........ 3 -4 CHAPTER 4— EVALUATE SITE ACCESS OPTIONS ............................. ............. ......... 4 -1 Alternative Improvement Options ................................................................... ............................4 -1 Comparative Review of Alternatives ............................................................ ............................... 4 -2 Conclusions and Recommendations .............................................................. ............................... 4 -3 TRAEFiC IMPACT AND ACCESS STUDY, JUNE 2005 PARK SQUARE AT R E A D I N G I_ EXECUTIVE SUMMARY Edwards and Kelcey has prepared this Traffic Impact and Access Study (TIAS) for a variety of development proposals located on the former Addison Wesley site in Reading, Massachusetts. This report documents operational and safety problems for roadways serving the site as they existed at the time of full occupancy of the Addison Wesley campus, under baseline conditions in 2005 and tests various development scenarios under different land -use options. The land -uses tested consist of. "as -of- right" office/hotel proposal; retail only as currently proposed; a mixed -use development; and a solely residential development. The mixed -use development would consist of retail, office and residential components. Access improvements are identified for the development proposal that would mitigate the traffic impacts under any of the development scenarios. The primary impacts revolve around the Route 28 /South Street intersection and the I -95 (Route 128) interchange. The imnplementation of the roadwgy infrastructure improvements described in this report will result in acceptable Levels -of- Service (LOS) for these critical intersections under any of the development proposals. SUMMARY AND CONCLUSIONS Capacity analyses were conducted for the critical study area intersections to quantify theiexisting and future year traffic operations with each development scenario for the weekday afternoon peak hour. This time period represents the critical impact period of the retail development during the II critical commuter peak. Secondary impacts to the South Street neighborhood were identified and measures taken to design an access scheme, which minimize development traffic from entering/ leaving South Street. Additional traffic calming measures are discussed, which are independent of any of the development proposals that will reduce or eliminate existing cut - through on South Street. The great majority of new trips to the network will originate or leave via the I -95/ Route 28 interchange. The movements primarily impacted by new trips are left turns into South Street and right turns out of South Street onto Route 28. For each of these movements additional lanes are being constructed to offset these impacts. Other traffic operations improvements are proposed at the I -95/ Route 28 interchange and Route 28 /South Street intersection which complement these improvements. Without these improvements, traffic conditions would deteriorate to the level that occurred with full occupancy of the Addison Wesley site. At the time, delays at the Route 28 /South Street intersection were prevalent and crash records indicated an average of 14 crashes per year. Recent experience at this intersection, which occurred during the fall presidential election, was a vivid reminder of the extreme delays that can occur at this intersection when a concentrated volume of traffic tries to exit the site through the Route 28 /South Street intersection without the additional capacity improvements. I.1 ITRAFFIC IMPACT AND ACCESS STUDY, JUNE 2005 1 -1 PARK SQUARE AT R E A D I N G Proposed access improvements at the Route 28 /South Street intersection address the incremental impact of the proposed development scenarios. With these access improvements in place, safe, access and egress for the proposed development can be provided and the development can be operated with minimal impact on the surrounding transportation system. W. S. Development also commits to working with the Town to study and develop additional traffic .calming measures that will improve the quality of life for the South Street neighborhood. TRAFFIC IMPACT AND ACCESS STUDY, JUNE 2005 1-2 PARK SQUARE AT R E A D I N G CHAPTER 1— DATA COLLECTION Analysis Area The primary area studied as part of the Traffic Mitigation and Analysis Report extended from the intersection of Route 28 and the I -95 northbound ramps to the intersection of Route 28 and South Street. Detailed analyses concentrated on the immediate roadway network surrounding the site, which served as a means of projecting the potential impacts of alternative land use plans on these gateway intersections. For these analyses, EK relied on traffic data published in Pearson's Traffic Impact Report for a proposed office/hotel redevelopment Project. The following intersection counts were included as part of their study area • Main Street (Route 28) and I- 95/Route 128 Ramps • Route 28 and South Street • Route 28 and Hopkins Street • Route 28 and Summer Street • South Street and Jacob Way • Route 28 and Pleasant Street • Route 28 and Washington Street • Summer Avenue and Woburn • South Street and West Street • Route 28 and North Street (Stoneham) The traffic volume data was primarily collected in the year 2000 and factored to 2005 for the basis of our "No Build" analyses. Additional traffic counts (ATR's) were taken by EK personnel along local streets in the surrounding neighborhood and supplements with additional counts were provided by CTPS to validate older counts in the Pearson Study and set baseline conditions on select streets surrounding the site. , ° -I 1 details the study area traffic counts locations. In addition, a license plate O -D study was conducted along South Street during the weekday PM peak and a Saturday midday peak. This information augmented data provided in the Pearson Study on cut - through behavior along South Street. South Street is the route chosen by many peak hour drivers familiar with the local traffic patterns and who appear to be commuting to Woburn from residences in Reading, Stoneham, and Wakefield. Significant amounts of cut - through traffic have - been documented in both the Pearson study and the EK license plate study. The results indicate a westbound flow of traffic onto South Street from Route 28 during the a.m. fpeak and from South Street to Route 28 during the evening and Saturday midday peaks �le� details the amount of cut - through traffic. I__) TRAFFIC IMPACT AND ACCESS STUDY, JUNE 2005 1 I 37 0 TURNING MOVEMENT = AUTOMATIC TRAFFIC RECORDER COUNT LOCATION COUNT LOCATION 343 Congress Street F I G URE 1 Cam.,/ Boston, MA 02210 AA(D TEL: (,617) 242-9222 TRAFFIC COUNTING LOCATIONS FAX: (617) 242-9824 = READING, MASSACHUSETTS LEND PASS—THROUGH TRAFFIC AVERAGE WEEKDAY TRAFFIC PM PEAK HOUR TRAFFIC 343 Congress Street FIGURE 2 BosWnMAO2210 NEIGHBORHOOD TRAFFIC ANALYSTS TEL: (617) 242-9222 FAM (617) 242-9824 READING, MASSACHUSETTS PARK SQUARE AT R E A D I N G Traffic Volumes Observed Traffi / c Volumes Traffic volumes were conducted at study area locations between 1999 and 2005 by various sources. All the peak hour counts were factored to represent year 2005 conditions. The traffic volumes are summarized in Table 1 -1. TAIRY.F.1-1 1RA.9F.T.TNF, TRAFFIC VOLUMES �,o 4;g ab Route 28, 22,240 Weekday AM 1,748 north of South Street Weekday PM 1,771 South Street 3,023 Weekday AM 160 west of Jacob Way Weekday PM 222 West Street 14,560 Weekday AM north of South Street Weekday PM 1585 South Street 3,636 Weekday AM 181 east of West Street Weekday PM 247 Hopkins Street 2,597 Weekday AM 123 east of Walnut Street Weekday PM 230 Walnut Street 1,886 Weekday AM 146 east of Curtis Street Weekday PM 172 Note: Volumes were adjusted to represent 2005 baseline conditions. b Vehicles per day. 'Vehicles per hour. Baseline Traffic Volumes Baseline 2005 traffic volumes diagrams were prepared at key intersections to reflect the existing peak hour conditions in 2005 and were published in the Pearson Study. The 2005 weekday peak hour turning movement volumes were developed by applying a compounded 0.5 per cent growth rate to the 2000 baseline peak-hour volumes and by subsequently adding the traffic generated by the site-specific developments. One additional adjustment made to these 2005 peak hours' volumes was the deletion of the fall build-out of the Addison Wesley Campus. `gur shows the expected 2005 ll baseline peak-hour volumes for the weekday evening conditions. Exisiting Intersection Accident Data Accident records compiled by Mass Highway were reviewed for the study area intersections over the period 1995 through 1997, a three-year period when the Addison-Wesley property was still occupied. Accidents were additionally categorized by year. Table 1-2 presents the results. A total of 109 accidents at the study area intersections were reported to Mass Highway. The intersection with the highest number of reported accidents was the intersection of Route 28 at South TRAFFIC IMPACT AND ACCESS STUDY, JUNE 2005 1-4 (I TRAFFIC IMPACT AND ACCESS STUDY WS Development - Reading, MA N O7 343 Congress St FIGURE 3 Boston MA, 02210 EXISTING 2005 TRAFFIC ®%(elL�y (617) 242 -9222 PM PEAK HOUR PARK SQUARE AT R E A D I N G Street (1.21). The unsignalized intersection of South Street and Jacob Way has a crash rate of 0.96, which exceeds the 0.62 average crash rate for unsignalized intersections in District 4. A review of the three most recent years of data (2001-2003) revealed that the overall number of accidents decreased significantly with the closing of the Addison-Wesley property and its associated traffic. The Route 28 & South Street intersection decreased from 42 incidents from 1995 to 1997 to only 10 from 2001 to 2003. rrA'RT.'Pl-'7 ArrMll?.NT DATA RUMMARV TRAFFIC IMPACT AND ACCESS STUDY, JUNE 2005 1-5 INS M M 0, MIN M TTM?w 10 Y A N. "Is 1995 0 1 1 13 8 10 1 2 1996 2 5 18 3 4 0 3 1997 3 9 11 4 9 0 3 Average 1.7 5.0 14 3.0 7.7 0.3 2.7 Crash RatO 0.11 0.39 1.32(5) 0.16 0.54 0.96 0.30 Above District No No Yes No No Yes No Average TRAFFIC IMPACT AND ACCESS STUDY, JUNE 2005 1-5 PARK SQUARE CHAPTER 2— FORECASTS Background Traffic To determine the impact of site-generated traffic volumes on the roadway network in the future condition, baseline traffic volumes in the study area were projected to the year 2010. Traffic volumes on the roadway network at that time, in the absence of a proposed project (the No-Build condition) would include simply new traffic due to general background traffic growth. No new development projects were included in the projected growth of the 2010 No-Build traffic. gas depicts these peak hour volumes. Future Build Conditions with the Project Several development scenarios were considered for the project; EK evaluated how each development proposal would impact the regional highway network and the local streets. The development proposals ranged from the original office expansion and hotel project proposed by Addison Wesley, a 100% retail development, a 100% residential project, and a mixed-use alternative which included a blend of retail, office and residential. Proposed Site-Generated Traffic Alternatives Trip generation estimates for each proposed development scenario were developed to compare the relative amount of generated traffic by the various types of land uses. The estimated vehicle trips for each scenario are presented in Table 2-1. I A "IV 0 I;and Use Code ,r X.V67, NXis WVV'i Wk - - - - - - - - - - - - - - - - ............ da 5 Z;9[ 'A�Q74 IZTG MIA 0 600,000 sf Office 100 room Hotel 400,000 s.f. 400,000 sf retail 100 Res units 40,000 sf Office 3800 Res units Traffic Generation Weekday Daily 7570 16,725 17,937 11,400 New Trips (VPD) (Morning Peak Hour) (7570) (8363) (9574) (11,400) Entering (VPH) 783 220 307 280 Exiting (VPH) 155 140 174 840 Total (VPH) 938 360 481 1120 (Evening Peak Hour) Entering (VPH) 219 750 798 750 Exiting (VPH) 705 813 933 479 Total (VPH) 924 1563 1 1731 1229 TRAFFIC IMPACT AND ACCESS STUDY, JUNE 2005 2-1 TRAFFIC IMPACT AND ACCESS STUDY WS Development - Reading, MA NOT 1 r I Eff" WIM& FIGURE 4 343 Congress St Boston MA, 02210 2010 FUTURE NO -BUILD (617) 242 -9222 PM PEAK HOUR PARK SQUARE AT R E A D I N G The total vehicle trips generated by A - "as of right" office/hotel project would be approximately 7570 daily trips on an average weekday (3785 entering and 3785 exiting). By comparison, B — Park Square Retail would generate 16,725 daily trips, but not all the trips would be applied to the study area roadway network. Studies have shown that for retail development projects such as this, a substantial portion of the site - generated vehicle trips will be "pass -by" trips or trips already present in the adjacent passing stream of traffic. Based on information published in the ITE Trip Generation Handbook, surveys indicate that, on average, 50% of the traffic generated by retail developments is pass -by or diverted link. This would have the effect of reducing daily and peak hour trips substantially, and approximate the daily trips expected by the proposed office/hotel development proposal. The development proposal for all residential units was estimated using ITE's land use code 222, for high -rise apartments. If approximately 3800 units were to be built, the resultant daily trips would be approximately 11,400 daily trips. The size of the residential development selected for analysis was based on equating the number of pm peak hour trips as the retail development. A mixed -use project consisting of 400,000 s.f. of retail, 40,000 s.f. Office and 100 residential units would be expected to generate the largest number of daily trips, 17,937. But approximately 8300 trips would be "pass -by" trips and not new to the roadway. The land -use that would generate the largest number of new vehicle trips on the surrounding roadway network would be the residential development alternative. The retail and mixed -use alternative have similar hourly distribution patterns, where traffic flows begin the day slowly, peak around noontime and then slowly decline throughout. the afternoon. In the peak hour, entering and exiting traffic is evenly split. Office developments have two distinct peaks, one in the morning for entering traffic and a second in the afternoon for exiting traffic. Residential developments have a similar distribution pattern to office but in reverser Traffic exits a residential development in the morning and -returns at night. The split between entering and exiting is very pronounced, approximately 80 % -20 %. Each has its own distinct impact•.brilhe traffic-:, operations at critical intersections. The daily distribution of traffic is significant in terms of explaining how traffic is assigned to the peak hours and ultimately determines the capacity of a project. For example an office development may generate less peak hour trips than a retail project, but due to the directionality of the demand may have a greater impact. Distribution Patterns The geographic distribution of proposed new site traffic on area roadways is based on surrounding population densities, competing opportunities and expected travel routes to the site. An evaluation of the expected distribution of site traffic would be different for each land -use alternative. Detailed trip distribution analyses have been prepared for all of the land -use alternatives. The trip distribution patterns for adjacent roadway network are shown in Table 2 -2. TRAFFIC IMPACT AND ACCESS STUDY, JUNE 2005 2-2 PARK SQUARE AT R E A D I N G TARTY, 7-7 TRIM D/ ISTRIRITTION SUMMARY "NOD' @ nqoxg i".- gg-' 'MP f'TM zo m5r' KV3, -1 1 M 1-95 / Route 128 North 14 20 20 14 1-95 / Route 128 South 30/37 65 40 42/32 Route 28 North 21/16 8 15 21/27 Route 28 South 12/12 7 20 12/12 South Street East 2 -- 5 2 South Street West 12/15 0 0 Hopkins Street West 2 0 7/2 Walnut Street West -- 0 0 Summer Ave West 6/2 0 2/11 The bolded areas in the table represent the traffic assigned to directly to the regional highway network via the 1-95 Route 28 interchange. TRAFFIC IMPACT AND ACCESS STUDY, JUNE 2005 2-3 PARK SQUARE AT R E A D I N G CHAPTER 3— NETWORK ANALYSIS Measuring existing traffic volumes and projecting future traffic volumes helps to quantify traffic flow at critical intersections. To assess quality of flow, capacity analyses were conducted at the critical intersections of Route 28 and South Street with respect to both existing and the projected conditions. The capacity analyses provide an indication of how well the intersections serve the traffic demand. Baseline Traffic Conditions The year 2005 baseline traffic condition was identified to represent existing conditions. The peak- hour traffic volume network was derived using the year 2000 data with a growth factor to 2005 conditions and deletion of the traffic associated with the employment of Addison Wesley traffic. Most of the intersections studied in the original Pearson Report operated at an acceptable level of service, even with Addison Wesley at full employment levels (1997). A few exceptions should be noted. TABLE 3-1 TRAFFIC CONDITIONS YEAR 2000 ASSUMING EXISTING ADDISON WESLEY FACILITY IS OCCUPIED A new baseline was established for the project in the year 2005 and the complete elimination of Addison Wesley traffic (as actually occurred in 1999) resulted in improvements to the level of service at the Route28/South Street intersection. Our calculations indicate that the intersection would improve to a " B " LOS in the critical PM peak hour. Other intersections listed in Table 3.1 would remain the same until traffic improvements were made to those locations. At the South Street/ West Street intersection, new traffic signals are proposed and will result in an improvement in LOS to "D". The Route 28/North Street intersection will remain at F in the PM peak until Route 28 corridor improvements are made. Route 28/Hopkins Street is stop controlled and will remain at an F LOS. Analysis of proposed development options will concentrate on the analysis of the Route 28/South Street intersection to determine the feasibility of different development options Methodology A primary result of capacity analyses is the assignment of level of service (LOS) to traffic facilities under various traffic-flow conditions. Drivers define the concept of level-of-service as a qualitative measure describing operational conditions within a traffic stream and their perception of those TRAFFIC IMPACT AND ACCESS STUDY, JUNE 2005 3-1 '�g gggg " E 2 Route 28 @ North Street D F Route 28 @ South Street F F Route 28 @ Hopkins Street F F South @ West Street F F A new baseline was established for the project in the year 2005 and the complete elimination of Addison Wesley traffic (as actually occurred in 1999) resulted in improvements to the level of service at the Route28/South Street intersection. Our calculations indicate that the intersection would improve to a " B " LOS in the critical PM peak hour. Other intersections listed in Table 3.1 would remain the same until traffic improvements were made to those locations. At the South Street/ West Street intersection, new traffic signals are proposed and will result in an improvement in LOS to "D". The Route 28/North Street intersection will remain at F in the PM peak until Route 28 corridor improvements are made. Route 28/Hopkins Street is stop controlled and will remain at an F LOS. Analysis of proposed development options will concentrate on the analysis of the Route 28/South Street intersection to determine the feasibility of different development options Methodology A primary result of capacity analyses is the assignment of level of service (LOS) to traffic facilities under various traffic-flow conditions. Drivers define the concept of level-of-service as a qualitative measure describing operational conditions within a traffic stream and their perception of those TRAFFIC IMPACT AND ACCESS STUDY, JUNE 2005 3-1 WSQUARE conditions. A level -of- service definition provides an index to the quality of traffic flow in terms of such factors as speed, travel time, freedom to maneuver, traffic interruptions, comfort, convenience and safety. The levels of service are defined for each type of facility. They are given a letter designation from A to F, with A representing the best operating condition and F the worst. For intersections, the levels - of- service are defined in terms of intersection delay in minutes. LOS A through E represents the range of acceptable outcomes where F is not desirable. Analysis Results The results of the intersection capacity analysis for the critical intersection of Route 28 /South Street are described below. Table 3 -2 provides a tabular summary of this critical intersection for both the 2005 existing conditions and 2010 future "No Build" conditions. Note that these results reflect a 100% vacant facility. TABLE 3 -1 ROUTE 28 AT SOUTH STREET Intersect�onlMovement a 05�FU§ting Conditions , y 'tFF2010 Future °No =Bn�td f 7'c�s��`�,. d^F A,W `�aCAnt , A W remaanQ�;vacant \l�rrkF}� rtk�j(L�J'� � Ln Cir.i4c'S is � % � Fr��J }3r [J• }F(i3�LO� �� 4 �i� b �� - S,� {�t'rlt �1� r�OtJ' j'j }3 �y � � S ffiFn .ir _y South St & Main St South Street EB B B South Street WB B B Route 28 NB B B Route 28 SB A A Overall Intersection B B Development Options The level of service at this intersection has been evaluated under multiple development scenarios, the original office/hotel proposal, a retail site, a residential site and lastly a mixed -use development project. The capacity analysis prepared for this intersection indicates a good LOS can be maintained at the Route 28 /South Street intersection by making several key traffic operations improvements. The Route 28 /South Street intersection and the I -95 interchange serve as the primary gateway to the project and will require extensive reconstruction to allow any development proposal to go forward. A basic package of improvements is required regardless of the development option selected. The following mitigation measures are proposed. Improve Intersections Linking Project with Route 28 and I -95 Route 28 and South Street This intersection will be reconstructed to accommodate two travel lanes per direction with exclusive left-turn lanes on Route 28. An exclusive right -turn lane on the South street eastbound approach TRAFFIC IMPACT AND ACCESS STUDY, JUNE 2005 3 -2 will be provided to accommodate exiting site traffic. An exclusive left -turn lane on the South Street westbound approach will be provided to accommodate existing traffic. Route 28 and I-95IRoute 128 Southbound off-Ramp This off- ramp will be widened at its approach to Route 28 and signalized as part of the Route 28/ South Street traffic signal improvements. Additional widening on the Route 28 northbound approach to the intersection with the Southbound —off Ramp will be continued in a southbound direction to provide an additional travel lane northbound. South Street and Jacob Way Jacob Way intersects South Street at an acute angle and in close proximity to the Route 28 / South Street intersection. It is proposed that this intersection will be realigned to provide greater separation with the Route 28 intersection and to provide a better alignment approaching Jacob Way. South Street is proposed to turn into Jacob Way and Jacob Way would become the through street approaching Route 28. The realignment allows more control over movement's to/ from Jacob Way and provides the opportunity to prevent drivers from accessing Jacob Way (Park Plaza) through restrictive geometrics and traffic control. This relocated and realigned intersection of South Street and Jacob Way will provide the needed flexibility to control development traffic from entering the South Street neighborhood and provide a better traffic operations solution to the adjoining Route 28 intersection. With these improvements in place, the capacity analysis for the Route 28 / South Street intersection was calculated as follows: TART.F. 3-7! 2010 HTTFLD ALTERNATIVE ANALYSIS TRAFFIC IMPACT AND ACCESS STUDY, JUNE 2005 3-3 A MBudd � 0 IN galuoll C South St. EB B D D D D South St. WB B B C C D Route 28 NB B B C B C Route 28 SB A C D C D Overall Intersection B C C C C TRAFFIC IMPACT AND ACCESS STUDY, JUNE 2005 3-3 PARK SQUARE AT R E A D I N 9 Other Roadway Improvements Previous traffic studies have documented planned roadway improvements proposed by the Town or Mass Highway for the West Street Corridor and Route 28 as part of the downtown improvement project. The following intersections are in various stages of implementation by others: • Route 28 @ North Street • Route 28 @ Washington Street • Route 28 @ Pleasant Street • West Street @ South Street • West Street @ Summer Street • West Street @ Woburn Street • Woburn Street @ Summer Street With these improvements in place, most of the study area intersections will function at a safe and acceptable Level of Service. Build Conditions Traffic Volumes The 2010 Build condition networks consist of the 2005 No-Build traffic volumes with the . , anticipated site-generated traffic added to them. Figures X- , illustrate the 2010 build conditions for the PM peak traffic for each development scenario. 'A summary of peak hour traffic volume changes in the site vicinity is shown in Table 3-5. These volumes are based on the expected increases from the project traffic volumes. It should be noted that the volume increases -shown. in Table 3-3 assumed that in alternative A: Office/Hotel some traffic was assigned to South Street reflecting the previous study's projections and geometric designs and Alternatives B, C, and D included restrictive geometry for accessing the site. TABLE 3-3 PM PEAK-HOUR TRAFFIC VOLUME INCREASES 2-fi ffij gg g Route 28, north of South Street 1,771 +163 +168 +264 +417 South Street West of Jacob Way 222 +108 0 0 0 West Street north of South Street 1,585 +8 0 0 0 South Street east of West Street 247 +108 0 0 0 Hopkins Street east of Walnut Street 230 +18 0 +4 +62 Walnut Street east of Curtis Street 1 172 0 0 0 0 TRAFFIC IMPACT AND ACCESS STUDY, JUNE 2005 334 TRAFFIC IMPACT AND ACCESS STUDY WS Development - Reading, MA NO' FIGURE 5 Auff"WIM& 343 Congress St 2,010 FUTURE BUILD Boston MA, 02210 (617) 242-9222 OFFICE-HOTEL ALTERNATIVE PM PEAK HOUR TRAFFIC IMPACT AND ACCESS STUDY WS Development - Reading, MA NOT FIGURE 6 ,Ef f""' " 343 Congress St 2010 FUTURE BUILD Boston MA, 02210 ®f�ejLLll�l / (-617) 242 -9222 RETAIL ALTERNATIVE PM PEAK HOUR TRAFFIC IMPACT AND ACCESS STUDY WS Development - Reading, MA f NOT FIGURE 7 AEff"Mraff 343 Congress St 2010 FUTURE BUILD AND Boston MA, 02210 RESIDENTIAL ALTERNATIVE (617) 242-9222 PM PEAK HOUR TRAFFIC IMPACT AND ACCESS STUDY WS Development - Reading, MA f NOT FIGURE 8 343 Congress St 2010 FUTURE BUILD Boston MA, 02210 . 617) 242-9222 MIXED USE ALTERNATIVE PM PEAK HOUR PARK SQUARE AT R E A D I N 0 CHAPTER 4— EVALUATE SITE ACCESS OPTIONS Alternative Improvement .Options In response to concerns received through meetings with Town officials and residents, the Town has prepared several alternative improvement plans for consideration. These alternatives are in addition to the proposed traffic mitigation package described in Chapter 3. The range of alternatives include retaining the existing South Street alignment and control, terminating South Street to create a �cul- de -sac/ dead end condition and realigning South Street to intersect Jacob Way. Other measures include traffic calming features to be incorporated throughout the South Street neighborhood supplementing these site design options. The operational issues, both positive and negative, are discussed briefly. These plans are illustrated in Figures 9, 10, and 11. The comparison Table is presented below in Table 4.b. TABLE 4 -1 SOUTH STREET /JACOB WAY ALTERNATIVES Conceptual Intersection Diagram Reduce South Street Cut - South Street operations Other neighborhood ImprovementPlan Thnr Traffic Concerns A- Existing South Street Figure 9. Not conducive to preventing cut -thru traffic on South Street B- Realigned South Figure 10. Configuration prevents site Street -Stop Control traffic from using South Street C- Realigned South Figure 11. Configuration prevents site Street -Signal Control traffic from using South Street D -South Street Cul -de- Not Shown Site traffic and existing cut sac —thru traffic prevented from using South Street Inadequate left -turn Neutral on Diversions storage into Jacob Way Ineffective Jacob Way Storage South street traffic may be Neutral on Diversions blocked by site traffic on Jacob Way South Street traffic Neutral on Diversions alternates with Jacob Way South Street operations improved due to reduction in traffic May result in diversion to other neighborhood streets TRAFFIC IMPACT AND ACCESS STUDY, R- JNE 2005 4 -1 TRAFFIC IMPACT AND ACCESS STUDY WS Development - Reading, MA NOT TO SCALE 343 Congress St FIGURE 9 Boston MA, 0221,0 EXISTING GEOMETRY 617 17) 242 -9222 I TRAFFIC IMPACT AND ACCESS STUDY WS Development - Reading, MA `'� VFF- -RAMP NOT TO SCALE I f f ou " °cliff 343 Congress St FIGURE 10 Boston MA, 02210 SOUTH STREET ALTERNATIVE ®/�e%1�1,� (617) 242 -9222 STOP CONTROL TRAFFIC IMPACT AND ACCESS STUDY WS Development - Reading, MA 5V ` . UFF_RgMP NOT TO SCALE EQ/""' 343 Congress St FIGURE 11 Boston MA, 02210 SOUTH STREET ALTERNATIVE ®/�e,1�1!®,l/ (617) 242 =9222 SIGNAL CONTROL PARK SQUARE AT R E A D I N 'G Comparative Review of Alternatives Traffic Volumes - Alternative A would be inappropriate from a traffic volume standpoint because the major flows would be under stop control and the minor flow under free operation. In Options B and C, the minor flow is either under stop control or is the minor approach to a signalized intersection; this would be an ideal case. Option D, the cul -de -sac, eliminates the South Street traffic from entering the intersection altogether. Compatibility with Route 28- Traffic movement through the Jacob Way/ South Street intersection is dependent on how traffic is discharged from the Route 28 traffic flow. This Route 28 -based traffic is governed by the Route 28 /South Street signal. In order to provide positive control over the size of the queue for vehicles on Jacob Way exiting the site and to prevent blockage from the vehicles on South Street, signal control is recommended over stop sign control. Alternative B provides this benefit. If South Street were to be dead - ended, Jacob Way would be the only approach to the Route 28 signal and the South Street interaction would be eliminated. Traffic Calming has become a popular tool to control unwanted volumes of vehicular traffic on local neighborhood streets and to control speeding. Traffic calming is defined as the combination of mainly physical measures that reduce the negative impacts of motor vehicle use, alter driver behavior and improve conditions for the non - motorized street users. Traffic calming measures involve both volume and speed control measures to improve safety. Volume control measures include full and partial closures, diverters, median barriers and forced turn islands. Speed control measures include active measures to slow traffic by creating physical deflections or constrictions such as raised crosswalks, raised intersections, roundabouts, chicanes, alternate side of the street parking, median islands, curb extensions neck downs, gateways and pedestrian refuge islands. Passive measures include on- street parking; bicycle lanes narrowed travel lanes, rumble strips, textured or colored pavements or markings. The South Street neighborhood has the potential to employ several traffic calming measures to control speeding and reduce cut -thru traffic independent of the traffic control plans proposed for the Park Square Development project. The range of alternatives can be as simple as additional turn restrictions at key intersections to physical barriers that will prevent intrusion into the neighborhood. Several traffic - calming measures have been identified as possible candidates for this project and are illustrated on the Figure 12. TRAFFIC IMPACT AND ACCESS STUDY, JUNE 2005 4 -2 PARK SQUARE AT R E A D I N G Conclusions and Recommendations This section identifies measures that will address development related access needs in concert with the Town's long range interests to improve the transportation network that provides safe and efficient arterials to accommodate movements to business centers while minimizing unnecessary traffic through neighborhoods. At the same time, these access improvements will result in a sound transportation plan that will allow one of several development scenarios to be built on the Addison Wesley property without negative impacts. In addition, EK is committed to studying additional traffic calming measures to help alleviate the existing cut -thru traffic problem on South Street. Incremental traffic increases due to the development will not result in any notable level -of - service deficiencies at the study area intersections with the proposed mitigation measures. The most significant impact will be at the Route 28 /South Street intersection. The analysis provided includes a breakdown of the conditions that existed at full occupancy of the Addison Wesley site and would exist with the 3 new development options. Each development option would require major infrastructure investment at the Route 28 /South Street/I -95 interchange. Proposed Access Improvements Access needs of the development have been prepared for review and discussion with Town staff to determine the final list of improvements required. The access design will consist of the following: • Add left turn lanes on the Route 28 approaches. Add a right turn lane on the NB and SB approaches and on the South Street WB approach. • Add right turn lane on the South Street EB approach. • Add queue storage on the I -95 SB ramp. • Reconfigure the South Street and Jacob Way intersection. • Modify traffic signals at Route 28 /South Street to create exclusive left turn phases north and south and signalization of the I -95 SB ramp. • Study traffic calming options for the South Street neighborhood. This traffic study has concentrated on the analysis of the Route 28 /South Street intersection and the adjoining I -95 (Route 128) interchange. Other study area intersections were determined to not be critical for two reasons; the traffic assigned to these intersections was minimal and traffic improvements are planned to upgrade most of these intersections. TRAFFIC IMPACT AND ACCESS STUDY, JUNE 2005 4 -3 PARK SQUARIM AT R E A D I N A Conclusions The proposed access improvements at the Route 28/South Street/1-95 interchange will result in a significant improvement for the traveling public over today's conditions. A variety of land-use options were tested and successfully mitigated with a combination of intersection/interchange improvements. The sole access to the site is via the South Street/ Jacob Way intersection and will play a key role in the success of the access plans for site. Alternatives were developed to realign the intersection to favor Jacob Way over South Street as the through street approaching Route 28. This has several advantages. One, it discourages cut —through traffic from using South Street and secondly, prevents the site traffic from using South Street as an egress. The method of traffic control for the South Street /Jacob Way intersection has two options as well; stop sign versus signal control. It is likely that queues formed on the eastbound Jacob Way realigned approach to Route 28 will likely block drivers on South Street in peak periods. For that reason, we favor signal control over stop signs. To summarize the key points of the project are as follows: • Different Land-Use options were tested -Office/Hotel ("As-of Right") -Retail -Mixed-Use (Retail, Office, Residential) -Residential ® All options will work at critical intersections with Mitigation -Route 28/South Street intersection -I-95(Routel28) Interchange -South Street/Jacob Way alternatives • Additional Traffic Calming measures studied for South Street neighborhood. JA2005 Projects\050013.148\Traffic Report 060205 (clean copy).doc TRAFFIC IMPACT AND ACCESS STUDY, JUNE 2005 4-5 PARK SQUARE AT R E A D I N G LOS Summary As previously stated, the critical factor in the operation of an intersection is determined by calculating its capacity and level of service. A variety of calculations were made at the intersection of Route 28 and South Street; existing conditions in 2005, 2010 no build conditions, and finally adding each alternative land use traffic to the intersection. The following levels of service were determined: TABLE 4 -2 ROUTE 28/ SOUTH STREET INTERSECTION TRAFFIC IMPACT AND ACCESS STUDY, JUNE 2005 44 Traffic,CanOihon�'�'' -� �- �Tiftersect�on�,US£��'��„ 2005 Existing B 2010 No Build B 2010 Office/ Hotel C 2010 Retail C 2010 Residential C 2010 Retail Mixed C TRAFFIC IMPACT AND ACCESS STUDY, JUNE 2005 44