327-337 Summer Street and 319 A Street PNF, Boston

EXPANDED PROJECT NOTIFICATION FORM

Submitted to:Boston Redevelopment Authority

One City Hall SquareBoston, MA 02201

Submitted by:W2005 BHWII Realty, LLC

800 Boylston Street, Suite 3330Boston, MA 02199

Prepared by:Epsilon Associates, Inc.

3 Clock Tower Place, Suite 250Maynard, MA 01754

In Association with:Bargmann Hendrie

+ Archetype, Inc.Dalton & Finegold, LLP

Haley & Aldrich Howard/Stein-Hudson Associates, Inc.

H.W. Moore Associates, Inc.

Submitted Pursuant to Article 80 of the Boston Zoning Code

December 24, 2012

327-337 Summer Street and 319 A Street

EXPANDED PROJECT NOTIFICATION FORM Submitted Pursuant to Article 80 of the Boston Zoning Code

327-337 Summer Street and 319 A Street

Submitted to: Boston Redevelopment Authority

One City Hall Square Boston, MA 02201

Submitted by:

W2005 BHWII Realty, LLC 800 Boylston Street, Suite 3330

Boston, MA 02199

Prepared by: Epsilon Associates, Inc.

3 Clock Tower Place, Suite 250 Maynard, MA 01754

In Association with:

Bargmann Hendrie + Archetype, Inc. Dalton & Finegold, LLP

Haley & Aldrich Howard/Stein-Hudson Associates, Inc.

H.W. Moore Associates, Inc.

December 24, 2012

Table of Contents

Table of Contents

1.0 PROJECT DESCRIPTION 1-1 1.1 Introduction 1-11.2 Project Team 1-31.3 Project Description 1-4

1.3.1 Project Site 1-4 1.3.1.1 327-337 Summer Street 1-4 1.3.1.2 319 A Street 1-4

1.3.2 Development Context 1-5 1.3.3 Architecture and Architectural Significance 1-5

1.3.3.1 327-337 Summer Street 1-5 1.3.3.2 319 A Street 1-14

1.3.4 Project Overview 1-14 1.3.4.1 327-337 Summer Street -- Residential with Glass Façade

Addition Alternative 1-16 1.3.4.2 327-337 Summer Street – Residential with Brick Façade

Addition Alternative 1-16 1.3.4.3 327-337 Summer Street -- Office with Glass Façade Addition

Alternative 1-16 1.3.4.4 327-337 Summer Street – Office with Brick Façade Addition

Alternative 1-28 1.3.4.5 319 A Street 1-28

1.3.5 Pedestrian Access and Vehicular Circulation 1-29 1.3.6 Construction Schedule 1-29

1.4 Public Benefits 1-301.5 Public Review 1-301.6 Legal Information 1-30

1.6.1 Legal Judgments Adverse to the Proposed Project 1-30 1.6.2 History of Tax Arrears on Property Owned in Boston by the

Proponent 1-31 1.6.3 Site Control 1-31

1.7 Regulatory Controls and Permits 1-311.7.1 State Review 1-31

1.7.1.1 Applicability of MEPA 1-31 1.7.1.2 Massachusetts Historical Commission 1-32

1.7.2 City Review 1-32 1.7.3 Anticipated Permits, Reviews and Approvals 1-32

1.8 Zoning Compliance 1-331.8.1 Zoning District 1-33

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Table of Contents (Continued)

1.8.2 PDA No. 69 – South Boston/The 100 Acres 1-33 1.8.3 Use Regulations 1-33 1.8.4 Bulk and Dimensional Requirements 1-33 1.8.5 Floor Area Ratio 1-34 1.8.6 Off-Street Parking and Loading Requirements 1-35 1.8.7 Groundwater Conservation Overlay District 1-36 1.8.8 Linkage Requirements 1-37

2.0 TRANSPORTATION 2-1 2.1 Introduction 2-1

2.1.1 Project Overview 2-1 2.1.2 Study Area 2-2 2.1.3 Methodology 2-2

2.2 Existing Transportation Conditions 2-22.2.1 Existing Roadway Conditions 2-2 2.2.2 Existing Intersection Conditions 2-5 2.2.3 Existing Traffic Volumes 2-7 2.2.4 Existing Traffic Operations 2-7 2.2.5 Existing Parking 2-15 2.2.6 Existing Public Transportation 2-15 2.2.7 Existing Pedestrian Conditions 2-19 2.2.8 Existing Bicycle and Car Sharing 2-19 2.2.9 Existing Loading and Service 2-21

2.3 Evaluation of Long-term Impacts 2-212.3.1 No-Build Conditions 2-21

2.3.1.1 Future Roadway Changes 2-22 2.3.1.2 No-Build Background Growth 2-22 2.3.1.3 No-Build Traffic Operations 2-25 2.3.1.4 No-Build Conditions Public Transportation 2-30 2.3.1.5 No-Build Pedestrian Conditions 2-31 2.3.1.6 No-Build Bicycle Conditions 2-31

2.3.2 Build Conditions 2-31 2.3.2.1 Site Access and Circulation 2-31 2.3.2.2 Trip Generation 2-31 2.3.2.3 Pass-by Trips 2-32 2.3.2.4 Travel Mode Shares 2-33 2.3.2.5 Vehicle Trips 2-34 2.3.2.6 Trip Distribution 2-34 2.3.2.7 Build Conditions Traffic Operations 2-39 2.3.2.8 Transit 2-48 2.3.2.9 Pedestrian and Bicycle Conditions 2-48

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2.3.2.10 Bicycle Accommodations 2-49 2.3.2.11 Parking Demand and Supply 2-50 2.3.2.12 Loading and Service Accommodations 2-51

2.4 Transportation Demand Management 2-512.5 Evaluation of Short-term/Construction Impacts 2-52

3.0 ENVIRONMENTAL PROTECTION 3-1 3.1 Wind 3-1

3.1.1 Introduction 3-1 3.1.2 Building and Site Information 3-1 3.1.3 Local Weather Data 3-2 3.1.4 Wind Comfort Criteria 3-2 3.1.5 Pedestrian Wind Conditions 3-3

3.1.5.1 Background 3-3 3.1.5.2 Previous Wind Tunnel Results 3-3 3.1.5.3 Future Wind Conditions at Grade 3-4 3.1.5.4 Future Wind Conditions on the Roof 3-4

3.1.6 Summary 3-4 3.2 Shadow 3-8

3.2.1 Introduction 3-8 3.2.2 Methodology 3-8 3.2.3 Vernal Equinox (March 21) 3-8 3.2.4 Summer Solstice (June 21) 3-9 3.2.5 Autumnal Equinox (September 21) 3-9 3.2.6 Winter Solstice (December 21) 3-9 3.2.7 Conclusions 3-9

3.3 Daylight 3-243.3.1 Introduction 3-24 3.3.2 Methodology 3-24 3.3.3 Daylight Analysis Results 3-25 3.3.4 Existing Conditions and Area Context 3-25 3.3.5 Conclusions 3-31

3.4 Solar Glare Impacts 3-313.4.1 Introduction 3-31 3.4.2 Methodology 3-31 3.4.3 Reflective Glare Analysis 3-34

3.4.3.1 Spring Equinox 3-34 3.4.3.2 Summer Solstice 3-34 3.4.3.3 Autumnal Equinox 3-34 3.4.3.4 Winter Solstice 3-35

3.4.4 Heat Loading on Nearby Buildings 3-36

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3.4.5 Conclusions 3-42 3.5 Air Quality Analysis 3-42

3.5.1 Introduction 3-42 3.5.2 Microscale Analysis 3-43

3.5.2.1 Intersection Selection 3-44 3.5.2.2 Emissions Calculations (MOBILE6.2) 3-44 3.5.2.3 Receptors and Meteorology Inputs 3-45 3.5.2.4 Impact Calculations (CAL3QHC) 3-45 3.5.2.5 Background Concentrations 3-45

3.5.3 Results 3-51 3.5.4 Conclusions 3-51

3.6 Water Quality / Stormwater 3-553.7 Flood Hazard Zone / Wetlands 3-563.8 Geotechnical / Groundwater 3-56

3.8.1 Introduction 3-56 3.8.2 Site and Building Description 3-56 3.8.3 Proposed Construction 3-57 3.8.4 Soil and Bedrock Conditions 3-57 3.8.5 Groundwater 3-58 3.8.6 Proposed Foundations and Below-Grade Construction 3-58 3.8.7 Groundwater Protection 3-58 3.8.8 Protection of Existing Structures 3-59 3.8.9 Noise, Vibrations and Dust 3-59 3.8.10 Monitoring 3-59

3.9 Solid and Hazardous Waste 3-593.9.1 Solid Waste Generation during Operation 3-59 3.9.2 Solid Waste Generation during Construction 3-61 3.9.3 Hazardous Wastes 3-61

3.10 Noise 3-623.10.1 Introduction 3-62 3.10.2 Noise Terminology 3-62 3.10.3 Noise Regulations and Criteria 3-64 3.10.4 Existing Conditions 3-65

3.10.4.1 Baseline Noise Environment 3-65 3.10.4.2 Noise Measurement Locations 3-65 3.10.4.3 Noise Measurement Methodology 3-66 3.10.4.4 Measurement Equipment 3-66 3.10.4.5 Baseline Ambient Noise Levels 3-68

3.10.5 Overview of Potential Project Noise Sources 3-68 3.10.6 Modeling Methodology 3-71

3.10.6.1 Future Sound Levels – Nighttime 3-72

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3.10.6.2 Future Sound Levels – Daytime 3-75 3.10.8 Conclusion 3-77

3.12 Sustainable Design 3-82

4.0 SITE DESIGN AND URBAN DESIGN 4-1

5.0 HISTORIC AND ARCHAEOLOGICAL RESOURCES 5-1 5.1 Historic Resources 5-1

5.1.1 Historic Resources within the Project Site 5-3 5.1.1.1 327 Summer Street 5-3 5.1.1.2 337 Summer Street 5-3 5.1.1.3 319 A Street 5-4

5.1.2 Historic Resources in the Vicinity of the Project Site 5-5 5.2 Archaeological Resources Within the Project Site 5-65.3 Relation of the Design Guidelines to PDA No. 69 5-65.4 Visual Impacts to Historic Resources 5-6

5.4.1 Rehabilitation 5-7 5.4.2 Infill, Horizontal and Rooftop Additions 5-7 5.4.3 Visual Impact Conclusions 5-8

5.5 Shadow Impacts to Historic Resources 5-85.6 Consistency with Local, State and Federal Regulatory Requirements 5-9

6.0 INFRASTRUCTURE SYSTEMS 6-1 6.1 Introduction and Agency Coordination 6-16.2 Sanitary Sewer 6-1

6.2.1 Existing Sewer Service 6-1 6.2.2 Projected Wastewater Flows 6-1 6.2.3 Sewer System Mitigation 6-4

6.3 Water Service 6-46.3.1 Existing Water Service 6-4 6.3.2 Proposed Water Service 6-4 6.3.3 Water Supply Conservation and Mitigation Measures 6-4

6.4 Storm Drainage System 6-66.4.1 Existing Storm Drainage System 6-6 6.4.2 Proposed Storm Drainage System Volume 6-6 6.4.3 DEP Stormwater Management Policy Standards 6-6 6.4.4 City of Boston Groundwater Overlay District 6-7 6.4.5 Mitigation Measures 6-7

6.5 Energy Requirements and Service 6-76.5.1 Existing and Proposed Electric Power 6-7 6.5.2 Gas Service 6-8

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6.5.3 Energy Conservation Measures 6-8 6.6 Telephone and Cable Television 6-86.7 Utility Protection During Construction 6-8

List of Figures

Figure 1-1 Locus Map 1-6 Figure 1-2 Existing Conditions Site Plan 1-7 Figure 1-3 Site Photographs 1-8 Figure 1-4 Site Photographs 1-9 Figure 1-5 Site Photographs 1-10 Figure 1-6 Site Photographs 1-11 Figure 1-7 Site Photographs 1-12 Figure 1-8 Site Photographs 1-13 Figure 1-9 Proposed Site Plan - Residential Alternative - Summer Street Level 1-17 Figure 1-10 Proposed Site Plan - Residential Alternative - Pastene Alley Level 1-18 Figure 1-11 Proposed Site Plan - Office Alternative - Summer Street Level 1-19 Figure 1-12 Proposed Site Plan - Office Alternative - Pastene Alley Level 1-20 Figure 1-13 327-337 Summer Street North Elevation (Summer Street): Glass Addition 1-21 Figure 1-14 327-337 Summer Street East Elevation (West Service Road): Glass Addition 1-22 Figure 1-15 327-337 Summer Street North Elevation (Summer Street): Brick Addition 1-23 Figure 1-16 327-337 Summer Street East Elevation (West Service Road): Brick Addition 1-24 Figure 1-17 319 A Street North Elevation 1-25 Figure 1-18 319 A Street South Elevation 1-26 Figure 1-19 319 A Street East and West Elevations 1-27 Figure 2-1 Study Area Intersections 2-3 Figure 2-2 Existing Conditions (2012) Traffic Volumes, a.m. Peak Hour (8:00–9:00 a.m.) 2-8 Figure 2-3 Existing Conditions (2012) Traffic Volumes, p.m. Peak Hour (5:00–6:00 p.m.) 2-9 Figure 2-4 Existing Conditions (2012) Pedestrian Volumes, a.m. and p.m. Peak Hours 2-10 Figure 2-5 Existing Conditions (2012) Bicycle Volumes, a.m. and p.m. Peak Hours 2-11 Figure 2-6 Existing On-street Parking in Study Area 2-16 Figure 2-7 Existing Off-street Parking in the Study Area 2-17 Figure 2-8 Public Transportation in Study Area 2-20 Figure 2-9 Area Development Projects 2-24 Figure 2-10 No-Build Conditions (2017) Traffic Volumes, a.m. Peak Hour 2-26 Figure 2-11 No-Build Conditions (2017) Traffic Volumes, p.m. Peak Hour 2-27 Figure 2-12 Vehicular Trip Distribution, Entering 2-35

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List of Figures (Continued)

Figure 2-13 Vehicular Trip Distribution, Exiting 2-36 Figure 2-14 Project-generated Trips—Residential Alternative, a.m. and p.m. Peak Hour 2-37 Figure 2-15 Project-generated Trips— Office Alternative, a.m. and p.m. Peak Hour 2-38 Figure 2-16 Build Conditions (2017) Traffic Volumes – Residential Alternative, a.m. Peak

Hour 2-40 Figure 2-17 Build Conditions (2017) Traffic Volumes – Residential Alternative, p.m. Peak

Hour 2-41 Figure 2-18 Build Conditions (2017) Traffic Volumes — Office Alternative, a.m. Peak Hour 2-42 Figure 2-19 Build Conditions (2017) Traffic Volumes — Office Alternative, p.m. Peak Hour 2-43 Figure 3.1-1 Annual and Seasonal Wind Directionality 3-5 Figure 3.1-2 Wind Tunnel Configurations for the Proposed Building at 315 A Street 3-6 Figure 3.1-3 Wind Conditions on Pastene Alley 3-7 Figure 3.2-1 Vernal Equinox – 9:00 a.m. 3-10 Figure 3.2-2 Vernal Equinox – 12:00 p.m. 3-11 Figure 3.2-3 Vernal Equinox – 3:00 p.m. 3-12 Figure 3.2-4 Summer Solstice – 9:00 a.m. 3-13 Figure 3.2-5 Summer Solstice – 12:00 p.m. 3-14 Figure 3.2-6 Summer Solstice – 3:00 p.m. 3-15 Figure 3.2-7 Summer Solstice – 6:00 p.m. 3-16 Figure 3.2-8 Autumnal Equinox – 9:00 a.m. 3-17 Figure 3.2-9 Autumnal Equinox – 12:00 p.m. 3-18 Figure 3.2-10 Autumnal Equinox – 3:00 p.m. 3-19 Figure 3.2-11 Autumnal Equinox – 6:00 p.m. 3-20 Figure 3.2-12 Winter Solstice --- 9:00 a.m. 3-21 Figure 3.2-13 Winter Solstice – 12:00 p.m. 3-22 Figure 3.2-14 Winter Solstice – 3:00 p.m. 3-23 Figure 3.3-1 Viewpoint Locations 3-27 Figure 3.3-2 Viewpoint 1 3-28 Figure 3.3-3 Viewpoint 2 3-29 Figure 3.3-4 Viewpoint 3 3-30 Figure 3.4-1 Solar Glare Impacts – March 21, 3:00 PM 3-37 Figure 3.4-2 Solar Glare Impacts – September 21, 9:00 AM 3-38 Figure 3.4-3 Solar Glare Impacts – December 21, 9:00 AM 3-39 Figure 3.4-4 Solar Glare Impacts – December 21, 12:00 PM 3-40 Figure 3.4-5 Solar Glare Impacts – December 21, 3:00 PM 3-41 Figure 3.5-1 Link and Receptor Locations for CAL3QHC modeling of Intersection 1: the

intersection of Congress Street, A Street & Thomson Place 3-46 Figure 3.5-2 Link and Receptor Locations for CAL3QHC modeling of Intersection 2: the

intersection of Congress Street, West Service Road, and Boston Wharf Road 3-47

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List of Figures (Continued)

Figure 3.5-3 Link and Receptor Locations for CAL3QHC modeling of Intersection 3: the intersection of Summer Street and Melcher Street 3-48

Figure 3.5-4 Link and Receptor Locations for CAL3QHC modeling of Intersection 4: the intersection of A Street and Melcher Street 3-49

Figure 3.10-1 Sound Level Measurement Locations 3-67 Figure 3.10-2 Sound Level Modeling Locations 3-73 Figure 5-1 Historic Resources 5-2 Figure 6-1 Existing Sewer and Storm Drainage Systems 6-3 Figure 6-2 Existing Water System 6-5

List of Tables

Table 1-1 Existing and Proposed Dimensions* 1-15 Table 1-2 Existing and Proposed Uses* 1-28 Table 1-3 Required Permits, Reviews, and Approvals 1-32 Table 2-1 Development Program 2-1 Table 2-2 Level of Service Criteria (HCM Excerpt) 2-12 Table 2-3 Existing Conditions (2012) Capacity Analysis Summary, a.m. Peak Hour 2-13 Table 2-4 Existing Conditions (2012) Capacity Analysis Summary, p.m. Peak Hour 2-14 Table 2-5 Off-street Public Parking 2-18 Table 2-6 Public Transportation in the Study Area 2-19 Table 2-7 No-Build Development Projects 2-23 Table 2-8 No-Build Conditions (2017) Capacity Analysis Summary, a.m. Peak Hour 2-28 Table 2-9 No-Build Conditions (2017) Capacity Analysis Summary, p.m. Peak Hour 2-29 Table 2-10 Travel Mode Shares 2-33 Table 2-11 Vehicle Trips 2-34 Table 2-12 Build Conditions (2017) Capacity Analysis Summary — Residential Alternative,

a.m. Peak Hour 2-44 Table 2-13 Build Conditions (2017) Capacity Analysis Summary — Residential Alternative,

p.m. Peak Hour 2-45 Table 2-14 Build Conditions (2017) Capacity Analysis Summary — Office Alternative, a.m.

Peak Hour 2-46 Table 2-15 Build Conditions (2017) Capacity Analysis Summary — Office Alternative, p.m.

Peak Hour 2-47 Table 2-16 Transit Trips 2-48 Table 2-17 Walk/Bicycle Trips 2-49

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List of Tables (Continued)

Table 2-18 Estimated Parking Demand 2-50 Table 2-19 Delivery Activity by Land Use 2-51 Table 3.3-1 Daylight Obstruction Values 3-25 Table 3.5-1 Observed Ambient Air Quality Concentrations and Selected Background Levels 3-50 Table 3.5-2 Summary of Microscale Modeling Analysis (Existing 2012) 3-52 Table 3.5-3 Summary of Microscale Modeling Analysis (No Build 2017) 3-53 Table 3.5-4 Summary of Microscale Modeling Analysis (Residential Build Alternative 2017) 3-54 Table 3.5-5 Summary of Microscale Modeling Analysis (Office Build Alternative 2017) 3-55 Table 3.9-1 Solid Waste Generation – Residential Alternative 3-60 Table 3.9-2 Solid Waste Generation – Office Alternative 3-60 Table 3.10-1 City Noise Standards, Maximum Allowable Sound Pressure Levels 3-64 Table 3.10-2 Baseline Ambient Sound Level Measurements – 327-337 Summer Street,

Boston, MA 3-69 Table 3.10-3-a Modeled Noise Sources 3-70 Table 3.10-3-b Modeled Sound Power Levels per Noise Source 3-71 Table 3.10-3-c Attenuation Values Applied to Mitigate Each Noise Source 3-71 Table 3.10-4-a Comparison of Future Predicted Project-Only Nighttime Sound Levels to the

City of Boston Limits 3-72 Table 3.10-4-b Comparison of Future Predicted Nighttime Sound Levels with Existing

Background – MassDEP Noise Policy 3-74 Table 3.10-4-c MassDEP Noise Policy “Pure-Tone” Evaluation of Future Predicted Nighttime

Sound Levels 3-74 Table 3.10-5-a Comparison of Future Predicted Project-Only Daytime Sound Levels to City

Noise Standards 3-75 Table 3.10-5-b Comparison of Future Predicted Daytime Sound Levels with Existing

Background – MassDEP Noise Policy 3-76 Table 3.10-5-c MassDEP Noise Policy “Pure-Tone” Evaluation of Future Predicted Daytime

Sound Levels 3-76 Table 5-1 Historic Resources 5-1 Table 6-1 Project Wastewater Flows 6-2 PROJECT CERTIFICATION

List of Appendices

Appendix A Site Survey and Legal Description Appendix B Floor Plans and Renderings Appendix C Transportation Appendix D Air Quality

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Section 1.0

Project Description

1.0 PROJECT DESCRIPTION

1.1 Introduction

W2005 BWH II Realty, L.L.C. (the Proponent) proposes to rehabilitate and redevelop four lots, three of which are improved with a single existing building each: 327-333 Summer Street (327 Summer Street); 337-347 Summer Street (337 Summer Street); 319 A Street; and the approximately 1,811 square-foot undeveloped parcel that abuts 337 Summer Street to the east (Parcel C), as follows (collectively, the Project).

♦ The Project will involve redevelopment of the 327 Summer Street and 337 Summer Street buildings, which together have an existing gross floor area (GFA) of approximately 105,600 square feet (s.f.), into a single building, referred to as 327-337 Summer Street. The Project will make two additions to 327-337 Summer Street: a two-story, approximately 15,300 square-foot, rooftop addition (Rooftop Addition); and an horizontal addition on the east side of the 337 Summer Street of approximately 18,900 s.f. (East Addition), to be built on Parcel C. The East Addition is proposed with a glass façade offering views to the original building, or, alternatively, as a brick structure designed in the character of the existing buildings’ façades. The Proponent is evaluating both a single-tenant office alternative and a primarily residential alternative for 327-337 Summer Street. All four alternatives –residential use with a glass façade addition, residential use with a masonry façade addition, office use with a glass façade addition, and office use with a masonry façade addition – are evaluated in this Expanded Project Notification Form (PNF).

♦ The Project will also involve the conversion of 319 A Street from its current use as office space into residential units, with first-floor retail, service, entertainment-restaurant-recreational space. The GFA, currently approximately 47,000 s.f., will be increased to 47,700 s.f. with the addition of a lobby and stairwell on the ground floor. There are no alternative redevelopment scenarios for 319 A Street.

This PNF initiates Large Project Review under Article 80 of the Boston Zoning Code. In addition to describing the Project, it analyzes the Project’s potential impacts and proposes mitigation measures, as summarized below.

♦ Project-related new traffic will be minimal. Under the Residential Alternative, no changes in level of service would occur. Under the Office Alternative, only two changes in level of service would occur during the morning peak hour, and only two changes in level of service would occur during the evening peak hour (Subsection 2.3.2.7).

♦ The Project will increase parking demand by just 58 spaces under the Residential Alternative or 107 spaces under the Office Alternative. The area has approximately 8,350 existing parking spaces, including the 585-space Necco Street Garage, which

3011/PNF/327-337 Summer Street and 319 A Street 1-1 Project Description Epsilon Associates, Inc.

is across A Street from the Project site, owned by an affiliate of the Proponent, and currently operates below capacity (Subsection 2.3.2.11).

♦ The Project would add only 17 transit trips during the morning peak hour and 26 transit trips during the evening peak hour under the Residential Alternatives, and only 46 transit trips during the morning peak hour and 50 transit trips during the evening peak hour under the Office Alternative, so it will not adversely affect transit capacity (Subsection 2.3.2.8).

♦ New pedestrian and bicycle accommodations will improve access to the Project site (Subsections 2.3.2.9 and 2.3.2.10).

♦ The Transportation Demand Management (TDM) program will encourage non-vehicular travel to the Project site, emphasizing the site’s proximity to public transportation services (Subsection 2.4).

♦ The Project will have little or no effect on pedestrian level winds, will generate minimal new shadow, will not significantly affect daylight reaching the Project area, and will not create significant adverse impacts from reflected solar glare (Subsections 3.1, 3.2, 3.3, and 3.4).

♦ Potential air quality and noise impacts will be below City and State thresholds (Subsections 3.5 and 3.10).

♦ Minimal geotechnical impacts are anticipated, and they will be monitored as required. The Project’s stormwater will be managed in accordance with applicable regulations, and the Project will comply with Article 32 of the Boston Zoning Code (Subsection 3.8).

♦ The Project will help to enliven the Fort Point Channel neighborhood by providing accessible retail, service, entertainment-restaurant-recreational space, new residential use, and possibly additional office space, through the renovation and adaptive reuse of three 100-year-old warehouse buildings (Section 4.0).

♦ The Project involves renovation and adaptive reuse of three buildings located within the Fort Point Channel Historic District, which is listed on the State and National Registers of Historic Places (Section 5.0).

♦ Public benefits accruing from the Project include historic preservation, neighborhood creation, improved access and circulation, increased property taxes, and creation of temporary and permanent jobs (Subsection 1.4).


1.2 Project Team

Proponent: W2005 BWH II Realty, L.L.C. 800 Boylston Street, Suite 3330 Boston, MA 02199 (617) 854-5500 John Matteson Richard Casner

Architects: Bargmann Hendrie + Archetype, Inc. 300 “A” Street Boston, MA 02210 (617) 350-0450

Joel Bargmann Robert Del Savio

Permitting Consultants: Epsilon Associates, Inc. 3 Clock Tower Place, Suite 250 Maynard, MA 01754 (978) 897-7100 Laura Rome Catherine Ferrara

Transportation and Parking Consultants:

Howard / Stein–Hudson Associates, Inc. 38 Chauncy Street, 9th Floor Boston, MA 02111 (617) 482-7080

Elizabeth Peart Guy D. Busa, Jr.

Legal Counsel: Dalton & Finegold, LLP 34 Essex Street Andover, MA 01810 (978) 269-6404

Jared Eigerman

Civil Engineer: H.W. Moore Associates, Inc. 112 Shawmut Avenue Boston, MA 02118 (617) 357-8145

Fred Keylor



Geotechnical Consultant: Haley & Aldrich 465 Medford Street, Suite 2200 Boston, MA 02129 (617) 886-7400 Steve Kraemer Michael Atwood

1.3 Project Description

1.3.1 Project Site

The Project affects four existing parcels of land in South Boston’s Fort Point Channel district, all owned by the Proponent and located along Pastene Alley, a private way not open to public travel: 327 Summer Street, 337 Summer Street; 319 A Street; and Parcel C (as all are defined in Subsection 1.1 above). The total Project site has a combined area of approximately 41,470 s.f. (0.95 acres). Under the Project, the four existing parcels will be combined into two parcels, as follows.

1.3.1.1 327-337 Summer Street

327 and 337 Summer Street are each currently improved with brick buildings of seven above-ground stories. The first story1 of 327 Summer Street is accessible from Pastene Alley, and the first story of 337 Summer Street is accessible from both Pastene Alley and West Service Road, part of the highway system under the jurisdiction of the Massachusetts Department of Transportation (MassDOT). Pastene Alley and West Service Road are both at a lower elevation than Summer Street. The third stories of both buildings are accessible from Summer Street. Parcel C, which abuts 337 Summer Street to the east, will be merged with 327-337 Summer Street, such that the 327-337 Summer Street parcel will be bordered by Summer Street to the north, West Service Road to the east, 315 A Street (which includes a portion of Pastene Alley) to the south, and 321 Summer Street on the west, and have a total area of approximately 18,637 s.f. (0.43 acres). The existing 327 and 337 Summer Street buildings have a combined total GFA of approximately 105,600 s.f., while Parcel C is currently undeveloped.

1.3.1.2 319 A Street

319 A Street is improved with a brick building of five above-ground stories, and includes the adjacent portion of Pastene Alley, for a total area of approximately 22,833 s.f. (0.52 acres). 319 A Street is bordered by 311 Summer Street and 321 Summer Street to the north,

1 The “first story” is the lowest story of which sixty-five percent (65%) or more of the height is above grade. (Boston Zoning Code, art. 2A.)

315 A Street to the east, a large surface parking lot owned by the United States Postal Service (USPS) to the south, and A Street to the west. The Project would not reconfigure the existing parcel. The existing building has a GFA of approximately 47,000 s.f.

Figure 1-1 Aerial Locus Map depicts the Project site and surrounding structures. Figure 1-2 is the Existing Conditions Site Plan for 327-337 Summer Street and 319 A Street. Figures 1-3 through 1-8 are photographs of the site. The site survey and legal description of the site are provided in Appendix A.

1.3.2 Development Context

The Project is located in the heart of a vibrant mixed-use and creative neighborhood in the Fort Point Channel district of South Boston. Located two blocks to the east of 327-337 Summer Street is the Boston Convention and Exhibition Center. Just five blocks from South Station, the Project site is convenient to the MBTA subways, Silver Line, and Commuter Rail and the I-90 and I-93 connections to downtown Boston, Greater Boston, and Logan Airport. The Project site lies within the City of Boston’s Planned Development Area No. 69, The 100 Acres Master Plan (PDA Master Plan).

1.3.3 Architecture and Architectural Significance

The existing three buildings at the Project site are considered representations of warehouse and commercial loft structures during the period of their development, and, therefore, historically significant. The Boston Wharf Company (BWC) developed each of the properties, with the architect Morton D. Safford using a simplified classical revival style derived from his earlier work at 254, 256 and 300 Summer Street in the late 19th century.

1.3.3.1 327-337 Summer Street

As noted above, the buildings at 327 and 337 Summer Street are currently two separate buildings. They were built in 1911 and 1907, respectively, for the BWC as warehouse space for the Joseph Middlebury, Jr. Inc., a company which produced bakery and confectioners supplies. The Summer Street elevations of both buildings are eight-bays wide and constructed in traditional tripartite design. Both buildings feature ground-floor commercial space along Summer Street that is articulated with tall plate-glass windows with glazed transoms set beneath a projecting cast stone beltcourse. Their upper levels consist of evenly spaced pairs of double-hung sash windows with a top level separated by a wide brick and cast stone beltcourse. Primary brick piers extend up to high-relief corbelled brick brackets and an overhanging parapet. The red-brick rear elevations of the buildings, which face Pastene Alley, and the secondary side elevation of 337 Summer Street facing West Service Road, all extend below Summer Street by one-and-one-half-stories. The lawful


Figure 1-1Aerial Locus Map

327-337 Summer Street & 319 A Street Boston, Massachusetts

G:\Projects2\MA\Boston\3011\aerial.mxd

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Basemap: Microsoft Bing Aerial Imagery, ESRI (2012)

Project Site

0 100 20050Feet1 inch = 200 feet

Scale 1:2,400

Figure 1-2Existing Conditions Site Plan


Figure 1-3 Site Photographs


319 A Street Detail from Pastene Alley

327 Summer Street Detail from Summer Street



337 Summer Street Detail from Summer Street

A Street Looking Northeast at 319 A Street



A Street Looking Southeast at 319 A Street

Looking Northeast at 327-337 Summer Street



Looking West Down Pastene Alley

Pastene Alley Looking West at 319 A Street



Summer Street above West Service Road Looking West at 327-337 Summer Street

Summer Street Looking Southeast at 327-337 Summer Street



Summer Street Looking West at 327-337 Summer Street

West Service Road Looking Northwest at 327-337 Summer Street

existing uses of 327 Summer Street are “office, storage and light industry” (ISD Permit No. 5056, Aug. 11, 1999). The lawful existing uses of 337 Summer Street are “manufacturing, office, storage” (ISD Permit No. 1016, Dec. 15, 1989). As noted above, Parcel C is undeveloped.

1.3.3.2 319 A Street

The building at 319 A Street was constructed in 1913 by the BWC for the Kistler Leather Co. The narrow brick building features a two-part form, rather than the tripartite form typical of the District, with the elevated first floor separated from the upper levels by a slightly projecting limestone beltcourse. The primary elevation is along A Street and features pairs of large window openings set between wide vertical piers extending up to low-relief corbelled brick brackets. The corbelled parapet wraps around the entire building and is set below a molded copper cornice. The two secondary elevations of the building are red brick, feature cast stone sills and triple windows within most of the vertical bays. Along the building’s Pastene Alley elevation, the eastern end of the ground floor is set back where a one-and-one-half-story train bay is located. The lawful existing uses of the building are office (ISD Permit No. 337, Sept. 14, 1999), service establishment (ISD Permit No. 2059, Dec. 26, 1997), and wholesale business including accessory storage (id.).

1.3.4 Project Overview

Under all alternatives, the Project entails:

♦ Combining 327 Summer Street, 337 Summer Street and Parcel C into a single parcel;

♦ Creating a single, integrated structure out of the two existing buildings at 327 and 337 Summer Street;

♦ Constructing a two-level rooftop addition to 327-337 Summer Street;

♦ Constructing the East Addition to 327-337 Summer Street located at Parcel C; and

♦ Converting the existing building at 319 A Street residential use with first-floor retail, service, entertainment-restaurant-recreational space.

The Proponent is evaluating two alternative scenarios for the resulting building at 327-337 Summer Street: one with a single office tenant, and the other with residential uses above lower-level retail, service, entertainment-restaurant-recreational space. Existing and proposed dimensions for the Project are shown in Table 1-1. Existing and proposed uses for the Project are shown in Table 1-2, below.



Table 1-1 Existing and Proposed Dimensions*

Total Project Site Area 41,470 s.f. Total Existing GFA 152,600 s.f. Total Proposed GFA – Residential Alternative 187,500 s.f. Total Proposed GFA – Office Alternative 187,500 s.f. 327-337 Summer Street Existing GFA 105,600 s.f. 327 Summer Street Existing GFA 46,900 s.f. 337 Summer Street Existing GFA 58,700 s.f. Proposed GFA – Residential Alternative 139,800 s.f. Existing GFA to remain 105,600 s.f. Proposed Rooftop Addition (two stories) GFA 15,300 s.f. Proposed Horizontal Addition GFA 18,900 s.f. Proposed GFA – Office Alternative 139,800 s.f. Existing GFA to remain 105,600 s.f. Proposed Rooftop Addition (two stories) GFA 15,300 s.f. Proposed Horizontal Addition GFA 18,900 s.f. Existing Building Height** 72’-0”2

Proposed Building Height 97’-0” Existing Building Height to remain 72’-0” Proposed Rooftop Addition (two stories) 25’-0” 319 A Street Existing GFA 47,000 s.f. Proposed GFA 47,700 s.f. Existing GFA to remain 47,000 s.f. New GFA to be added 700 s.f. Existing Building Height 74’-4” Proposed Building Height 74’-4” Existing Building Height to remain 74’-4”

* All area measurements are rounded to the nearest 100 s.f. ** Building heights are measured according to Article 2A of the Boston Zoning Code.

2 Pursuant to the PDA Master Plan, building heights at this location, which is a portion of Parcel A3, must be measured from Summer Street.

Figures 1-9 through 1-12 depict the proposed site plans under each alternative at the Summer Street and Pastene Alley levels. Figures 1-13 through 1-16 provide perspective sketches of 327-337 Summer Street under each façade alternative. Figures 1-17 through 1-19 provide perspective sketches of 319 A Street. Floor plans and additional renderings are included in Appendix B.

1.3.4.1 327-337 Summer Street -- Residential with Glass Façade Addition Alternative

Under the residential development alternative, the Summer Street building would include 92 residential units within approximately 110,800 s.f. These include eight (8) Innovation units located on the -2 Floor and -1 Mezzanine stories facing Pastene Alley, 77 studio, 1-bedroom, and 2-bedroom units across the first through fifth floors, and seven (7) penthouse units. Approximately 4,000 s.f. of Innovation office space would be located with the Innovation dwelling units on the -1 Mezzanine. The first-through-third story retail, service, entertainment-restaurant-recreational use would have approximately 25,000 s.f. of GFA, and all would be accessed from Summer Street via new accessible entries.

The East Addition of approximately 18,900 s.f. would be constructed on the east façade of 337 Summer Street, including on Parcel C. Under this alternative, the East Addition would be constructed as a minimalist glass façade. It would extend approximately thirty-two (32) feet from the existing easterly face of the building, allowing the public to see through the glass curtain wall to the existing brick façade beyond.

1.3.4.2 327-337 Summer Street – Residential with Brick Façade Addition Alternative

This alternative would be identical to the Residential with Glass Façade-Addition Alternative except for the visual appearance of the East Addition. Under this alternative, the East Addition would still be approximately 18,900 s.f. and extend thirty-two (32) feet from the existing easterly face of the building, however, it would be constructed in brick to mimic the surrounding architecture. To distinguish the original building from the addition, an approximately six-foot vertical strip of glass would separate the new masonry from the existing masonry. This glass strip would create a new universally accessible entry to the retail and restaurant areas.

1.3.4.3 327-337 Summer Street -- Office with Glass Façade Addition Alternative

Under the single-tenant office alternative for 327-337 Summer Street, the Proponent would still construct the approximately 15,300 square-foot, two-story rooftop addition as well as the approximately 18,900 square-foot East Addition. Office use would make up 135,800 s.f. of GFA, plus another 4,000 s.f. of Innovation office space. Employees and visitors would access the building from Summer Street via new accessible entries on the third story. A new service entry would be built at Pastene Alley.

This alternative would involve the construction of the East Addition with a minimalist glass façade, as described above in Subsection 1.3.4.1.


Figure 1-9 Proposed Site Plan - Residential Alternative - Summer Street Level


Figure 1-10 Proposed Site Plan - Residential Alternative - Pastene Alley Level


Figure 1-11 Proposed Site Plan - Office Alternative - Summer Street Level


Figure 1-12 Proposed Site Plan - Office Alternative - Pastene Alley Level


Figure 1-13 327-337 Summer Street North Elevation (Summer Street): Glass Addition


Figure 1-14 327-337 Summer Street East Elevation (West Service Road): Glass Addition


Figure 1-15 327-337 Summer Street North Elevation (Summer Street): Brick Addition


Figure 1-16 327-337 Summer Street East Elevation (West Service Road): Brick Addition


Figure 1-17 319 A Street North Elevation


Figure 1-18 319 A Street South Elevation


Figure 1-19 319 A Street East and West Elevations


1.3.4.4 327-337 Summer Street – Office with Brick Façade Addition Alternative

This alternative would be identical to the Office with Glass Façade Addition Alternative except for the visual appearance of the East Addition. Under this alternative, the East Addition would have a brick façade, as described above in Subsection 1.3.4.2.

1.3.4.5 319 A Street

No matter which alternative proceeds at 327-337 Summer Street, the Project also involves the conversion of the top four floors and a portion of the first floor of the existing building at 319 A Street to approximately 43,600 s.f. of GFA in residential use, including 18 two- and three-bedroom units and residential common areas. This residential square footage includes adding an approximately 700 square-foot, lobby and stairwell that would be constructed in the former railroad bay now outside the building. The remainder of the first story would contain approximately 4,100 s.f. of retail, service, entertainment-restaurant-recreational use, for a total GFA of approximately 47,700 s.f.

Table 1-2 Existing and Proposed Uses*

Total Existing Uses GFA** 152,600 s.f. Total Proposed Uses GFA – Residential Alternative 187,500 s.f. Net Additional GFA – Residential Alternative 34,900 s.f. Total Proposed Uses GFA – Office Alternative 187,500 s.f. Net Additional GFA – Residential Alternative 34,900 s.f. 327-337 Summer Street Existing Total GFA 105,600 s.f. Office GFA 105,600 s.f. Proposed Total GFA – Residential Alternative 139,800 s.f. Residential GFA (92 dwelling units) 110,800 s.f. Retail, Svc., Enter.-Rest.-Recr. GFA 25,000 s.f. Innovation Office GFA 4,000 s.f. Proposed Total GFA – Office Alternative 139,800 s.f. Office GFA 135,800 s.f. Innovation Office GFA 4,000 s.f. 319 A Street Existing Total GFA 47,000 s.f. Office GFA 47,000 s.f. Proposed Total GFA 47,700 s.f. Residential GFA (18 dwelling units) 43,600 s.f. Retail, Svc., Enter.-Rest.-Recr. GFA 4,100 s.f.

* All area measurements are rounded to the nearest 100 s.f. * GFA is measured according to Article 2A of the Boston Zoning Code.


1.3.5 Pedestrian Access and Vehicular Circulation

Pedestrians travelling to the Project site, which is a short walk from South Station and Downtown Boston, will enliven the neighborhood. Retail, service, entertainment-restaurant-recreational space or office space at 327-337 Summer Street would be accessible from Summer Street at grade via fully-accessible entries, including a new accessible entry on the East Addition. Under the Residential Alternative, residents of 327-337 Summer Street could access their units from an accessible entry on Pastene Alley. Pedestrians will access retail space in 319 A Street from an existing A Street entry, and residents of 319 A Street will access their units from a new, fully accessible entry and lobby on Pastene Alley.

Under either alternative, no parking will be provided on-site. It is anticipated that most automobiles coming to the two Project buildings will park at the Necco Street Garage, a public garage that is owned by an affiliate of the Proponent. Other parking facilities with over 8,000 spaces, however, are also available in the immediate vicinity of the site.

Ramp connections from the regional highway system into the Seaport District are located at West Service Road (I-90 west/I-93 south) and B Street (I-90 east). From these ramps, Project vehicles will follow Congress Street, turn left onto A Street, and turn right onto Garage Access Way to reach the Necco Street Garage. The primary route to the garage to/from I-93 north ramps and downtown will be via the Summer Street, Congress Street, and Seaport Boulevard bridges. From Summer Street, automobiles will turn right onto Melcher Street, right onto Necco Street, and then left onto Garage Access Way to enter the Necco Street Garage. Traffic from A Street, south of the site, will turn left onto Garage Access Way to the Necco Street Garage. Overall, exiting trips are expected to follow these routes in reverse. Automobile trip distribution patterns are shown in Figure 2-12 and Figure 2-13, for the Project’s entering and exiting automobile traffic, respectively.

Delivery activity for both Project sites will occur behind the buildings along Pastene Alley and not on public streets. Delivery vehicles will generally exhibit the same arrival/departure trip distribution pattern as automobiles. Pastene Alley will be one-way westbound at the West Service Road intersection and two-way along on the segment abutting 319 A Street. Deliveries coming to the 327-337 Summer Street will use West Service Road to access Pastene Alley and exit via A Street. Deliveries to 319 A Street will likely use A Street to both enter and exit Pastene Alley, although deliveries can also enter Pastene Alley from West Service Road.

1.3.6 Construction Schedule

Project construction is estimated to last approximately 12 months, with initial site work expected to begin in the second quarter of 2013.


1.4 Public Benefits

The Project provides numerous public benefits to the neighborhood and the City of Boston, including the following:

♦ Building Preservation: The Project will preserve and enhance Boston’s historic building stock through the adaptive reuse of three existing buildings that are considered examples of historic warehouse and industrial building architecture and are “contributing buildings” in the Fort Point Channel Historic District.

♦ Neighborhood Creation: The Project will enliven the neighborhood by increasing the population density through the creation of residences as well as more accessible street-level retail and/or usable commercial office space.

♦ Property Taxes: The Project is expected to generate approximately $250,000 (Residential Alternative) to $500,000 (Office Alternative) in additional annual property taxes for the City of Boston than the property currently contributes.

♦ Construction Jobs: The Project is expected to create 150 to 200 construction-related employment opportunities.

♦ Permanent Jobs: The Project creates the potential for up to approximately 370 ongoing employment opportunities. These include approximately five building management positions, approximately 29 retail, service, entertainment-restaurant-recreational jobs, and approximately 40 innovation office jobs. Approximately 300 general office jobs would be added under the Office Alternative, or an additional 25 retail, service, entertainment-restaurant-recreational jobs would be added under the Residential Alternative.

1.5 Public Review

As part of its planning efforts, the Proponent has consulted informally or will consult with officials from City agencies, including the Boston Redevelopment Authority, the Boston Landmarks Commission, and the Boston Transportation Department (BTD), as well as elected officials, to discuss the Project. The Proponent is committed to developing an effective dialogue with the community concerning the Project.

The formal community outreach begins with the filing of this Project Notification Form, and the Proponent looks forward to a productive public review.

1.6 Legal Information

1.6.1 Legal Judgments Adverse to the Proposed Project

There are no legal judgments adverse to the Project.


1.6.2 History of Tax Arrears on Property Owned in Boston by the Proponent

The Proponent does not have a history of tax arrears on the property that it owns in the City of Boston.

1.6.3 Site Control

The Proponent acquired fee title to the Project site by two separate quitclaim deeds. The Proponent acquired fee title to 319 A Street, 327 Summer Street and 337 Summer Street by a quitclaim deed from The Boston Wharf Company dated November 23, 2005, and recorded at the Suffolk County Registry of Deeds (Registry) at Book 38553, Page 148. The Proponent acquired fee title to Parcel C by a quitclaim deed from the United States Postal Service dated September 12, 2011, and recorded at the Registry at Book 48383, Page 15.

Ownership of Pastene Alley, a private way not open to public travel, is divided between the Proponent, through its ownership of 319 A Street, and the adjacent owner of 315 A Street. However, use of Pastene Alley is shared by its various abutters under a set of easement agreements. (See Harry R. Feldman, Inc., Easement Plan, No. 319 and No. 319R A Street, Boston (South Boston District), Mass., Sept. 19, 2011, recorded at the Registry at Plan Book 2011-324.)

1.7 Regulatory Controls and Permits

1.7.1 State Review

1.7.1.1 Applicability of MEPA

The Project is not subject to review under the Massachusetts Environmental Policy Act (MEPA), which is codified at Sections 62 through 62I of Chapter 30 of the Massachusetts General Laws (MGL), and implemented under the MEPA Regulations at Section 11 of Chapter 301 of the Code of Massachusetts Regulations (CMR). MEPA and the MEPA Regulations apply to: (i) projects undertaken by a state agency; (ii) those aspects of a project that are within the subject matter of any required state permit; (iii) projects involving state financial assistance; and (iv) those aspects of a project within the area of any real property acquired from a state agency. (301 CMR 11.01(2)(a).) MEPA review is triggered when one or more of the reasons set forth above apply, and when the proposed project exceeds one or more review thresholds set forth in the MEPA Regulations. (301 CMR 11.03.) None of the reasons set forth above apply, and, if even they were, no thresholds are exceeded by the Project.


1.7.1.2 Massachusetts Historical Commission

Because the Project does not require state agency action, it need not be reviewed by the Massachusetts Historical Commission (MHC) to demonstrate compliance with M.G.L. Chapter 9, Sec. 26-27c, as amended by Chapter 254 of the Acts of 1988. (950 CMR 71.00). By recorded agreement, however, the Proponent must consult with MHC regarding any development at Parcel C, the undeveloped parcel that will be merged with 327 and 337 Summer Street to build the East Addition, in compliance with Section 106 of the National Historic Preservation Act.

1.7.2 City Review

Because the Project will substantially rehabilitate at least one building having a gross floor area of more than 100,000 s.f., it is subject to Large Project Review under Section 80B of the Boston Zoning Code. This Expanded Project Notification Form is being prepared to initiate that review, and the Proponent expects that it will facilitate a comprehensive public process.

1.7.3 Anticipated Permits, Reviews and Approvals

Table 1-3 below presents a list of state and local agencies from which permits or other actions are expected to be required:

Table 1-3 Required Permits, Reviews, and Approvals

Agency Permit, Review or Approval State Agencies Department of Environmental Protection – Division

of Water Pollution Control ♦ Construction Dewatering Permit

Department of Environmental Protection ♦ Notification prior to construction City Agencies Boston Civic Design Commission ♦ Schematic Design Review Boston Fire Department ♦ Approval of Fire Safety Equipment Boston Inspectional Services Department ♦ Demolition Permit for interior work

♦ Building Permits Boston Public Improvement Commission ♦ Specific Repair Plan Boston Redevelopment Authority ♦ Article 80 Large Project Review

♦ PDA Development Plan ♦ Amendment of PDA Master Plan ♦ Cooperation Agreement ♦ Boston Residents Construction Employment

Plan ♦ Affordable Housing Agreement and Restriction

Boston Transportation Department ♦ Transportation Access Plan Agreement ♦ Construction Management Plan

Boston Water and Sewer Commission ♦ Water and Sewer Connection Permits ♦ General Service Application ♦ Site Plan Review

Fort Point Channel Landmark District Commission ♦ Certificate of Design Approval


1.8 Zoning Compliance

1.8.1 Zoning District

According to Zoning Map 4 (South Boston), the Project site is located within an underlying M-4 (Restricted Manufacturing) District, the overlaying area of the Master Plan for PDA No. 69, South Boston/The 100 Acres, the Groundwater Conservation Overlay District (GCOD), and the South Boston Restricted Parking Overlay District.

1.8.2 PDA No. 69 – South Boston/The 100 Acres

The PDA Master Plan was enacted by the Zoning Commission on January 10, 2007, and it codified, in large measure, the BRA’s Fort Point District 100 Acres Master Plan, dated September 7, 2006. As amended effective July 21, 2012, the PDA Master Plan envisions “a dense, varied, and lively urban district” (PDA Master Plan at p. 2).

Individual PDA Development Plans, one for 327-337 Summer Street and another for 319 A Street, will be required for the proposed Project, which is located on portions of Parcels A2 and A3 of the PDA Master Plan No. 69, and are being filed concurrently with this Expanded PNF. No provisions of the underlying M-4 zoning establish use, dimensional, design, or other requirements for projects within PDAs. Therefore, for zoning restrictions, the PDA Development Plans for the proposed Project need only comply with the PDA Master Plan.

1.8.3 Use Regulations

The PDA Master Plan permits residential/commercial mixed use at the Project site (see Exhibit E to Master Plan for PDA No. 69). Exhibit F to the PDA No. 69 Master Plan sets forth the specific use categories that are permitted. The proposed residential, retail, service, entertainment-restaurant-recreational, and office uses are permitted at the Project site by the PDA Master Plan.

1.8.4 Bulk and Dimensional Requirements

The proposed Project involves the adaptive reuse of existing buildings plus certain vertical (rooftop) and east side (to-the-lot-line) additions to 327-337 Summer Street. The PDA Master Plan contemplates both, as summarized below (PDA Master Plan, p. 9):

♦ Infill extensions to a single existing building (e.g. the filling in of lightwells, or an extension to the lot line) should be clearly visually demarcated from the original structure, and must conform to the building’s cornice line.

♦ Rooftop additions must be equivalent to no more than ten percent of the pre-existing gross floor area of the Existing Buildings; be set back from the cornice lines of the Existing Buildings to minimize and eliminate, where feasible, visibility from nearby streets; and add no more than two stories.


The proposed East Side (infill) and Rooftop Additions at 327-337 Summer Street, as well as the newly enclosed former railroad bay at 319 A Street, address these requirements. Extension of an existing building in the PDA Master Plan area must undergo BRA Site Plan and Design Review, as well as review by the Fort Point Channel Landmark District Commission (FPCLDC), and approval of a PDA Development Plan by the BRA Board and then the Boston Zoning Commission. The proposed Project will undergo such reviews.

1.8.5 Floor Area Ratio

To reinforce the prevailing physical conditions within the historic areas of the 100 Acres Master Plan Area, and to maintain strong, consistent urban street walls throughout the district, the PDA Master Plan provides that new buildings are intended to conform to a zero-lot-line standard and be constructed to the sidewalk. In general, therefore, other than the height limitations specified in the PDA Master Plan, the sole dimensional regulation applicable to the proposed Project is floor area ratio (FAR).

The 100 Acres Master Plan and the PDA Master Plan anticipate that the 100 Acres area may ultimately accommodate 5.9 million s.f. of net new development. The PDA Master Plan currently authorizes the build-out of approximately 70 percent of that amount (approximately 4.1 million s.f.). The remaining 1.8 million s.f. of potential development may take place when it is demonstrated to the BRA that adequate transportation infrastructure exists in the area to support the resulting new floor area.

The PDA Master Plan sets maximum FARs for new construction on an aggregate basis by groupings of parcels (Parcel Groupings) within the PDA Master Plan area. These FAR limits are calculated excluding the gross floor area of any development that preexisted adoption of the PDA Master Plan on January 10, 2007. Because FAR limits apply to the specified Parcel Groupings in the aggregate, individual sites within them may have higher or lower FARs than one another.

The PDA Master Plan designates the Project site as Parcel A3, which is part of the A1-A7 Parcel Grouping. The aggregate FAR limit for the A1-A7 Parcel Grouping is 1.3 under the 70 percent build-out scenario, which is now authorized. Because the 152,600 s.f. of GFA currently existing at the Project site is excluded from this limit, only the net addition of approximately 34,900 s.f. (as is the case under each alternative) is counted against FAR for the A1-A7 Parcel Grouping.

The Project site measures approximately 41,470 s.f., which, on its own, would allow up to 53,925 s.f. of newly created GFA. As described above, however, FAR is calculated on an aggregate basis for Parcel Grouping A1-A7. The total lot area for Parcel Grouping A1-A7 is approximately 263,583 s.f. Therefore, at a maximum FAR of 1.3, the PDA Master Plan authorizes up to 342,658 gross s.f. of net new floor area across Parcel Grouping A1-A7.



The Existing Buildings have a combined total of approximately 152,600 s.f. of gross floor area.3 The Project includes the addition of approximately 15,300 s.f. of GFA through a rooftop (vertical) addition to 327-337 Summer Street, the East Addition to 327-337 Summer Street of approximately 18,900 s.f. of GFA, and an infill addition to the ground floor of 319 A Street of approximately 700 s.f. of GFA. After excluding areas that do not meet the definition of GFA under the Boston Zoning Code, the total net additional GFA resulting from the Project is approximately 34,900 s.f. under each alternative.

Previously built or approved GFA across Parcel Grouping A1-A7 includes 5,700 s.f. of new floor area built as part of ADD Inc’s completed project at 311 Summer Street, which is a portion of Parcel A2, plus approximately 163,190 s.f. of net new floor area currently under construction at 315 A Street (formerly 319 A Street Rear), which is a portion of Parcel A3, for a total of 168,890 s.f. of net new floor area. Adding 168,890 s.f. to the net new floor area for the Project of approximately 34,900 s.f. results in total net new gross floor area for the Parcel A1-A7 Grouping of approximately 203,790 s.f.

When this allocation of 203,790 s.f. is, in turn, subtracted from the aggregate limit of 342,658 s.f. available under the current 1.3 FAR limit, it leaves approximately 138,868 s.f. of new gross floor area still available for Parcels A1-A7 after approval of the Project. Accordingly, under either the residential or the office alternatives, the Project is consistent with the PDA Master Plan as to floor area ratio.

1.8.6 Off-Street Parking and Loading Requirements

The Master Plan for PDA No. 69 does not include specific off-street parking requirements. Where a project is subject to Large Project Review pursuant to Article 80 of the Zoning Code, the number of off-street parking spaces is determined through that process. No new parking spaces are proposed for the Project site. Some residential parking for the proposed Project would be provided in the nearby Necco Street Garage, which is owned and controlled by the Proponent’s affiliate W2005 BWH III Realty, LLC. The Necco Street Garage has the requisite license from the APCC.

The number of loading bays required by Article 24 of the Zoning Code will also be determined during the Large Project Review process. It is proposed that the Project will make use of two existing loading bays on Pastene Alley.

3 Table 2 to the PDA Master Plan ascribes a floor area of 74,100 s.f. to the Site: 32,710 s.f. at 327 Summer Street; and 41,390 s.f. at 337 Summer Street. In fact, the three Existing Buildings have a total floor area of approximately 105,600 s.f. (46,900 s.f. at 327 Summer Street and 58,700 s.f. at 337 Summer Street), when those portions of the basement levels not devoted exclusively to uses accessory to building operation, or otherwise excluded from the Code's definition of "gross floor area," are taken into account. This was true when the PDA Master Plan was adopted. In conjunction with this PDA Development Plan, the Proponent seeks to amend Table 2 to the PDA Master Plan to correct this discrepancy.

1.8.7 Groundwater Conservation Overlay District

The Site is located within the GCOD, governed by Article 32 of the Code. Article 32 requires that projects meeting certain criteria employ mitigation measures to avoid adverse impacts to groundwater levels and, in some instances, to recharge storm water to help sustain groundwater levels. The Project is subject to Article 32 because the East Addition to 327-337 Summer Street will occupy more than 50 s.f. of lot area, and the Project includes “substantial rehabilitation” of structures as defined under Article 2A of the Code.

Based on its location in South Boston, only the requirements of Section 32-6(b) of the Code apply to the Project. Under that section, the Project must demonstrate that it will result in no negative impact on groundwater levels at the Site or adjacent lots, subject to the terms of any (A) dewatering permit or (B) cooperation agreement entered into by the Proponent and the Authority. No such permits or agreements exist.

The Project is not anticipated to impact short-term or permanent groundwater levels. No new basements will be constructed. New elevator pits, having bottoms near 7 ft. above Boston City Base datum, will be fully-waterproofed. Based on groundwater levels measured near the buildings, excavation to construct the elevator pits could require very limited, short-duration dewatering that is not anticipated to affect groundwater levels outside the buildings nor impact their wood pile foundations. The dewatering effluent will be managed and recharged on site. No off-site discharge of construction dewatering effluent is planned.

Construction of the Project will include the installation of drilled-in foundations (small diameter piles or possibly caissons) to support the East Addition, and possibly supplemental support for the existing wood piles. The new drilled-in foundations will be installed in a manner that does not impact groundwater levels. Project design will not include permanent foundation drainage or other long-term pumping of water.

Accordingly, the Project will comply with the applicable standards set forth in Section 32-6(b) of the Code by resulting in no negative impact on groundwater levels within the Site or on adjacent lots. If necessary, the Proponent will incorporate systems into the Project that meet the groundwater conservation standards set forth in Section 32-6(b). The Proponent will obtain a written determination from the Boston Water and Sewer Commission as to whether such standards are satisfactorily met, and will provide a copy of this letter to the Authority and to Boston Groundwater Trust prior to the issuance of a Certificate of Consistency for the Project.

Compliance with this Development Plan shall constitute compliance with Article 32 without the necessity of the Project’s obtaining a conditional use permit from the Board of Appeal.


1.8.8 Linkage Requirements

The BRA’s Development Impact Project (DIP) exactions (linkage) program requires the payment of development exactions, or equivalent in-kind contributions, for the creation of affordable housing and job training programs. (Zoning Code § 80B-7(1).) The Project will not, under either alternative, trigger the DIP exactions requirements of Section 80B-7. The Residential Alternative would not result in any new Development Impact Uses as defined in Section 80B-7.2(c) of the Zoning Code. The Office Alternative would result in only approximately 34,900 s.f. of new Development Impact Uses as defined in Section 80B-7.2(c) of the Zoning Code, which is lower than the 100,000 square-foot threshold for DIP exactions.


Section 2.0

Transportation

3011/PNF/327-337 Summer Street & 319 A Street 2-1 Transportation Component Howard/Stein-Hudson Associates, Inc.

2.0 TRANSPORTATION

2.1 Introduction

This section describes the transportation issues associated with the proposed redevelopment of 327-337 Summer Street and 319 A Street. The Site and surrounding area are shown in Figure 1-1.

2.1.1 Project Overview

The Project, located in the Fort Point Channel neighborhood of South Boston, includes the redevelopment of two1 existing buildings. The first building, at 327-337 Summer Street, is bounded by 321 Summer Street to the west, Summer Street to the north, West Service Road to the east, and Pastene Alley, a private way not open to public travel, to the south. The second building, at 319 A Street, is bounded by A Street to the west, Pastene Alley to the north (which for this segment, the Proponent owns in fee), the building currently under construction at 315 A Street to the east (formerly known as 319 A Street Rear), and a United States Postal Service (USPS) parking lot to the south.

At this stage of planning, the Proponent is evaluating a Residential Alternative and an Office Alternative for 327-337 Summer Street. The site plans for each alternative are shown in Figures 1-9 through 1-12.

Table 2-1 provides a summary of the proposed development programs.

Table 2-1 Development Program

1 At present, 327 and 337 Summer Street are considered two separate buildings according to city records. Their joint operation as a single, integrated building will be formalized as part of the Project.

Type of Use Residential Alternative1) Office Alternative1)

Residential 110 units 18 units

Retail 29,100 sf 4,100 sf

Office - 135,800 sf

Innovation Office 4,000 sf 4,000 sf

Total Gross Floor Area 187,500 sf 187,500 sf

sf = square feet

1) Includes 327-337 Summer Street and 319 A Street.

2.1.2 Study Area

The study area is generally bounded by Melcher Street to the west, Congress Street to the north, West Service Road to the east, and Necco Garage Road to the south. Study area intersections, selected in coordination with the Boston Transportation Department, are shown in Figure 2-1 and include the following:

♦ Summer Street/Melcher Street;

♦ Congress Street/A Street/Thomson Place;

♦ Congress Street/West Service Road/Boston Wharf Road;

♦ Melcher Street/Necco Street;

♦ A Street/Necco Garage Road; and

♦ A Street/Melcher Street.

2.1.3 Methodology

In accordance with Boston Transportation Department’s Transportation Access Plan Guidelines (2001) and the BRA Development Review Guidelines (2006), this section describes roadway, pedestrian, and bicycle conditions; transportation issues; parking and loading; and transportation goals for the proposed Project. Subsection 2.2 includes an inventory of existing (Year 2012) transportation conditions, including roadway capacities, parking, transit, pedestrian circulation, loading, and site conditions. Long-term impacts are evaluated for Year 2017, based on a five-year horizon from the existing year (2012). Expected roadway, parking, transit, bicycle, and pedestrian conditions are identified. No-Build conditions, which include general background growth and additional vehicular traffic associated with specific planned developments near the Project site, are presented in Subsection 2.3.1. Build conditions, which include specific travel demand forecasts for the Project, are presented in Subsection 2.3.2. Transportation demand management strategies are presented in Subsection 2.4.

2.2 Existing Transportation Conditions

This Subsection 2.2 includes a description of existing study area roadway geometry, intersection traffic control, peak-hour vehicular and pedestrian volumes, transit availability, parking supply, and loading conditions.

2.2.1 Existing Roadway Conditions

The study area examined under Existing, No-Build, and Build conditions includes the following roadways, which are categorized according to classifications established by the MassDOT Office of Planning and Programming:


Figure 2-1Study Area Intersections

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Signalized Intersection

Unsignalized Intersection

327-337 Summer Street & 319 A Street PNF Boston, Massachusetts

Summer Street is an urban principal arterial that runs generally east–west between Washington Street in Downtown Crossing to the west and East First Street in South Boston to the east, where it then becomes L Street. Summer Street has two lanes in each direction in the vicinity of the Project site. On-street parking is allowed on various sections of Summer Street throughout the study area. Sidewalks are provided along both sides of the roadway, are approximately 11-feet wide, and are generally uneven and in poor condition. In the study area, pavement markings on Summer Street are in good condition. Summer Street is part of the City’s Crossroads Initiative and is currently in design review by city agencies.

Melcher Street is a local road that begins at Summer Street and curves southeast to A Street. Melcher Street consists of one travel lane in each direction, with parking on both sides of the street. Sidewalks along Melcher Street vary in width from approximately six to 10 feet and are in good condition.

Congress Street is an urban minor arterial that extends from New Sudbury Street in Boston to Northern Avenue in South Boston. In the study area, Congress Street runs east–west and generally comprises two lanes in each direction. Sidewalks provided along both sides of the roadway are found to be approximately eight- to 11-feet wide. Throughout most of the study area, the roadway and sidewalks are in reasonable condition. Parking is allowed on the north side of Congress Street in most of the study area, and between West Service Road and East Service Road on both sides. Congress Street is also currently in design review as part of the City’s Crossroads Initiative.

A Street is a collector street that connects Congress Street in the north with Dorchester Avenue in the south. It provides two-way traffic flow within the study area, with parking restrictions varying from no parking to parking being allowed on one or both sides of the street. One travel lane is provided in each direction. Sidewalks provided along both sides of the road vary in width from approximately five to eight feet. A Street is generally in poor condition in the study area, with faded pavement markings and uneven sidewalks.

West Service Road (Boston Wharf Road) is a local street that runs north–south from Seaport Boulevard across Congress Street and under Summer Street to a point where it then curves to the east to intersect the South Boston Bypass Road. North of Congress Street, West Service Road is called Boston Wharf Road and consists primarily of one lane in each direction. Parking is allowed on both sides of Boston Wharf Road north of Congress Street. No parking is allowed in the vicinity of the Site. The sidewalks are in good condition and vary from six- to 13-feet wide.

Necco Street is a local street that runs north-south from Melcher Street to the Necco Garage Road. Necco Street consists of one unmarked, travel lane in each direction and on-street parking along both sides of the street. Sidewalks provided along both sides of the street are approximately seven-feet wide.


Necco Garage Road is a local street that runs east-west from Necco Street to A Street. Necco Garage Road provides one travel lane in each direction. Necco Garage Road is generally free of pavement markings, apart from the marked parking lanes along both sides of the road. Sidewalks provided along both sides of the roadway vary from six- to 18-feet wide.

2.2.2 Existing Intersection Conditions

The following descriptions of the study area intersections include geometry, pedestrian facilities, and intersection traffic control. The intersections analyzed under Existing Conditions were selected in coordination with BTD.

Summer Street/Melcher Street is a three-way, signalized intersection. The Summer Street eastbound approach consists of a 16-foot through lane and a 16-foot shared through/right-turn lane with a four-foot shoulder. The Summer Street westbound approach consists of a 16-foot shared left-turn/through lane and a 14-foot through lane. There is no parking on Summer Street west of Melcher Street. There are bus stops and eight-foot parking lanes along both sides of Summer Street just east of the intersection. Melcher Street, the northbound approach, consists of a 12-foot left-turn lane and a 12-foot right-turn lane. Parking is allowed on the west side of Melcher Street. Crosswalks and handicapped ramps are located across the northbound and eastbound approaches. Crosswalks are approximately 10-feet wide. Sidewalks provided along both sides of Summer Street and Melcher Street range in width from nine to 11 feet. This intersection is being redesigned as part of the Summer Street Crossroads Initiative.

Congress Street/A Street/Thomson Place is a four-way, signalized intersection. The Congress Street eastbound approach consists of a 12-foot shared left-turn/through lane, an 11-foot through lane, and a 10-foot right-turn lane with 56 feet of storage. There is metered parking just west of the right-turn storage lane on the eastbound approach of Congress Street. The Congress Street westbound approach consists of an 11-foot left-turn lane and a 12-foot shared through/right-turn lane. The north–south approaches are offset, with the north leg of the intersection 23 feet to the west of the south leg. The A Street northbound approach consists of a 17-foot shared left-turn/through/right-turn lane. The Thomson Place southbound approach has no lane markings but operates as a 14-foot shared left-turn/through/right-turn lane. A bus stop is located on Congress Street westbound just to the east of A Street. Crosswalks and wheelchair ramps are provided across all approaches. Crosswalks are approximately 11 feet wide. Sidewalks provided along both sides of A Street and Congress Street vary from five to nine feet wide. This intersection is being redesigned as part of the Congress Street Crossroads Initiative.

Congress Street/West Service Road/Boston Wharf Road is a four-way, signalized intersection. The Congress Street eastbound approach consists of a 13-foot shared left-turn/through lane and a 19-foot right-turn lane with 100 feet of storage. The Congress Street westbound approach consists of a 12-foot left-turn lane, an 11-foot through lane, and a 13-


foot shared through/right-turn lane. Parking is provided along both sides of Congress Street east of the intersection, but no parking is allowed west of the intersection. The West Service Road northbound approach consists of a 12-foot left-turn lane and a 13-foot shared through/right-turn lane. The Boston Wharf Road southbound approach has an 11-foot shared left-turn/through lane and an 11-foot right-turn lane with 120 feet of storage. Adjacent to the intersection, metered parking is available along Boston Wharf Road on the east side of the intersection only. All approaches have wheelchair ramps and crosswalks. Crosswalks are approximately 15-feet wide. Sidewalks provided along both sides of West Service Road, Congress Street, and Boston Wharf Road vary in width from approximately seven to 11 feet.

A Street/Melcher Street/USPS Driveway/319 A Street Driveway is a five-leg, unsignalized intersection. The A Street northbound approach consists of a 13-foot shared left-turn/through/right-turn lane. No on-street parking is provided along the A Street northbound approach. The A Street southbound approach has a 13-foot shared left-turn/through/right-turn lane with an 8-foot parking lane. Melcher Street is stop-controlled and functions as a 12-foot shared left-turn/through/right-turn lane with an eight-foot parking lane. The USPS Parking Lot westbound approach is unmarked and 40 feet wide. Adjacent to the USPS driveway and just south of 319 A Street is an additional unsignalized driveway. Each of these driveways operates with a shared left-turn/through/right-turn lane. Crosswalks and wheelchair ramps are provided across the southbound and eastbound approaches. Crosswalks are approximately 10-feet wide. Sidewalks provided along both sides of A Street and Melcher Street are approximately six- to nine-feet wide. However, the pavement markings at this intersection are worn. Under future conditions, the intersection of Melcher Street and A Street will be signalized and both the USPS driveway and the driveway to the south of 319 A Street will be restricted to access only. Egress from the USPS parking lot will be relocated to West Service Road at an existing curb cut. Egress from A Street addresses will be from Pastene Alley.

Melcher Street/Necco Street is a three-way, unsignalized intersection. The Melcher Street eastbound approach consists of one 12-foot shared through/right-turn lane with a seven-foot parking lane. The Melcher Street westbound approach consists of one nine-foot shared left-turn/through lane and an eight-foot parking lane. The Necco Street northbound approach is 14-foot shared left-turn/right-turn lane. The marked parking lanes on the east and west side of the road are eight and nine feet wide respectively. A crosswalk and handicap-accessible ramps are provided across the Necco Street northbound approach. The crosswalk is 10-feet wide. Sidewalks along both sides of Necco Street are approximately seven feet wide. Sidewalks provided along both sides of Melcher Street are approximately nine feet wide.

A Street/Necco Garage Road is an unsignalized “T” intersection. The Necco Garage Road eastbound approach is unmarked and functions as a 12-foot shared left-turn/right-turn lane with eight-foot marked parking lanes on both sides of the road. The A Street northbound approach consists of one 12-foot left-turn/through lane with a seven-foot parking lane. The


A Street southbound approach has one 12-foot through/right-turn lane with an eight-foot parking lane. There are crosswalks with wheelchair ramps on the Necco Garage Road eastbound approach and the A Street southbound approach. Crosswalks are approximately 10-feet wide. Sidewalks provided along both sides of A Street and Necco Garage Road vary from seven- to 18-feet wide.

2.2.3 Existing Traffic Volumes

Traffic data was collected in July 2012 at the six study intersections. Turning movement counts were collected on weekdays from 7:00 to 9:00 a.m. and from 4:00 to 6:00 p.m. Based on the turning-movement counts, the peak hours were identified as 8:00 to 9:00 a.m. and 5:00 to 6:00 p.m. Figure 2-2 and Figure 2-3 show existing peak hour turning volumes for study area intersections for the a.m. and p.m. peak hours, respectively. Figure 2-4 shows the peak hour pedestrian volumes and Figure 2-5 shows the peak hour bicycle volumes. Complete traffic count data are included in Appendix C.

2.2.4 Existing Traffic Operations

Traffic operations are determined through an analysis of intersection Level of Service (LOS). LOS and delay at the intersections were analyzed using the Synchro software developed by Trafficware. Synchro 6 was used to evaluate the effects that closely-spaced intersections may have on one another. Synchro is based on the traffic operational analysis methodology of the Transportation Research Board’s 2000 Highway Capacity Manual (HCM); LOS and delay (in seconds) are determined based on intersection geometry and available traffic data for each intersection. Signal timings and phasing used in this analysis were provided by BTD.

Table 2-2, derived from the HCM, provides LOS criteria for signalized and unsignalized intersections. LOS A defines the most favorable condition, with minimum traffic delay. LOS F represents the worst condition, with significant traffic delay. LOS D is generally considered acceptable in an urban environment, such as the Fort Point Channel district.


Figure 2-2Existing Conditions (2012) Traffic Volumes, a.m. Peak Hour (8:00-9:00 a.m.)

SITESITE

SUMMER ST.

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608308

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381

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114

302

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41

40559

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*116

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43531811

* Illegal Movement

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* Illegal Movement


Figure 2-3Existing Conditions (2012) Traffic Volumes, p.m. Peak Hour (5:00-6:00 p.m.)

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626172

39625

127166

12154

21044

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7637

98

31

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9532

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974156

1050

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89121

1235

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4 93392447

8122

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26285

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4314

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9276236

* Illegal Movement

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* Illegal Movement


Figure 2-4Existing Conditions (2012) Pedestrian Volumes, a.m. and p.m. Peak Hours

SITESITE

SUMMER ST.

MELCHER ST.

MELCHER ST.

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62 (44)

15 (12)

40 (7)

220 (253)

2 (12)

187 (65)

12 (4)

397 (74)

37 (16)115 (81)

253 (214)

72 (101)

88 (44)

54 (101)

5 (0)

100 (48)

53 (39)

60 (29)

28 (12)

15 (7)

13 (22)

A.M. (P.M.)

NNot toscale.


Figure 2-5Existing Conditions (2012) Bicycle Volumes, a.m. and p.m. Peak Hours

SITESITEA

ST.MELCHER ST.

POST OFFICEDRIVEWAY


SUMMER ST.

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17 (9)13 (1)

18 (6)4 (0)

1 (0)16 (5)

13 (3)3 (0)

14 (1)12 (4)

8 (4)

1 (0)

0 (0)

2 (9)

0 (0)

0 (0)0 (0)0 (0)

0 (0)0 (0)0 (0)

1 (14

)2 (

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0 (0)

0 (7)0 (0)0 (3)

0 (0)

4 (12

)

0 (0)3 (6)

1 (2)

4 (32

)

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0 (0)

0 (0)

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0 (0)

0 (0)

0 (0)

0 (0)5 (0)0 (1)

AM (PM)

A.M. (P.M.)

NNot toscale.


Table 2-2 Level of Service Criteria (HCM Excerpt)

Average Stopped Delay (sec./veh.) Level of Service

Signalized Intersections Unsignalized Intersections

A ≤10 ≤10

B >10 and ≤20 >10 and ≤15

C >20 and ≤35 >15 and ≤25

D >35 and ≤55 >25 and ≤35

E >55 and ≤80 >35 and ≤50

F >80 >50

Table 2-3 and Table 2-4 show the Existing Conditions capacity analysis summary for all six study area intersections for the a.m. peak hour and p.m. hour, respectively. The tables show LOS, average delay, volume to capacity ratio, and 95th percentile queue length (feet) for the overall intersection and each approach.

Under existing conditions, the following intersections or approaches operate below LOS D:

♦ At the intersection of Summer Street/Melcher Street in the a.m. peak hour, the Melcher Street northbound left/right movement operates at LOS E.

♦ In the a.m. and p.m. peak hours, the intersection of Congress Street/A Street/Thomson Place operates at LOS F and LOS E, respectively. During both peak hours, both the Congress Street westbound right movement and A Street northbound left/through/right movement operates at LOS F.

♦ At the intersection of Congress Street/West Service Road/Boston Wharf Road, the Congress Street westbound left-turn movement operates at LOS F during the afternoon peak hour.

♦ At the intersection of A Street/Melcher Street/USPS Parking Lot/319 A Driveway, the eastbound Melcher Street approach operates at LOS F due to heavy turning movements on the eastbound approach in the a.m. and p.m. peak hours. The westbound USPS driveway operates at LOS F during the a.m. peak hour, even with the minimal vehicle volumes at the approach, due to heavy volumes of conflicting vehicles traveling on A Street. No traffic was observed exiting the 319 A Street driveway during either peak period.

♦ At the intersection of A Street/Necco Garage Road, the eastbound Necco Garage Road approach operates at LOS E due to heavy volumes of conflicting vehicles traveling on A Street in the p.m. peak hour.


Table 2-3 Existing Conditions (2012) Capacity Analysis Summary, a.m. Peak Hour

Intersection Level of Service

Delay (seconds)

V/C Ratio

95th Percentile

Queue Signalized Intersections

Summer Street/Melcher Street C 20.3 Summer EB thru | thru/right A 5.5 0.54 m95 Summer WB left/thru | thru C 28.2 0.66 253 Melcher NB left/right E 63.7 0.81 m146 Congress Street/A Street/Thomson Place F 88.4 Congress EB left/thru | thru C 29.1 0.57 m#220 Congress EB right A 8.2 0.35 m89 Congress WB left F >80.0 >1.00 #550 Congress WB thru/right C 25.2 0.41 341 A Street NB left/thru/right F >80.0 >1.00 #220 Thomson SB left/thru/right C 28.9 0.25 35 Congress Street/West Service Road/ Boston Wharf Road C 23.7

Congress EB left/thru D 36.6 0.84 m#243 Congress EB right A 3.1 0.12 m12 Congress WB left B 17.4 0.27 m34 Congress WB thru | thru/right B 15.1 0.40 m154 West Service NB left D 47.4 0.62 165 West Service NB thru/right B 19.1 0.57 99 Boston Wharf SB left/thru D 46.3 0.51 70 Boston Wharf SB right B 10.9 0.34 30

Unsignalized Intersections A Street/Melcher Street/USPS Driveway/ 319 A Driveway

Melcher EB left/thru/right F >50.0 0.84 166 USPS Parking Lot WB left/thru/right F >50.0 0.07 5 319 A Dwy WB left/thru/right - - - - A Street NB left/thru/right A 4.4 0.16 14 A Street SB left/thru/right A 0.1 0.00 0 A Street/Necco Garage Road Necco Garage EB left/right C 15.3 0.14 12 A NB left/thru A 2.7 0.10 9 A SB thru/right A 0.0 0.33 0 Necco Street/Melcher Street Melcher EB thru/right A 0.0 0.29 0 Melcher WB left/thru A 4.6 0.13 12 Necco NB left/right C 15.9 0.12 10 # 95th percentile volume exceeds capacity. Queue may be longer. Queue shown is maximum after 2 cycles. m Volume for 95th percentile queue is metered by upstream signal. Light grey shading indicates LOS E or LOS F.


Table 2-4 Existing Conditions (2012) Capacity Analysis Summary, p.m. Peak Hour


Delay (seconds)

V/C Ratio

95th Percentile

Queue

Signalized Intersections Summer Street/Melcher Street C 23.8 Summer EB thru | thru/right B 11.6 0.53 m202 Summer WB left/thru | thru C 28.5 0.38 213 Melcher NB left/right D 46.2 0.85 m239 Congress Street/A Street/Thomson Place E 67.4 Congress EB left/thru | thru C 33.0 0.64 #228 Congress EB right B 16.3 0.49 m#181 Congress WB left F >80.0 >1.00 #300 Congress WB thru/right B 15.6 0.46 151 A Street NB left/thru/right F >80.0 >1.00 98 Thomson SB left/thru/right C 29.9 0.26 19 Congress Street/West Service Road/ Boston Wharf Road D 50.9

Congress EB left/thru D 48.7 0.93 m#477 Congress EB right A 5.0 0.50 m45 Congress WB left F >80.0 >1.00 m#282 Congress WB thru | thru/right B 11.3 0.25 55 West Service NB left D 39.0 0.20 61 West Service NB thru/right C 20.8 0.19 30 Boston Wharf SB left/thru D 51.2 0.85 320 Boston Wharf SB right A 7.3 0.26 28

Unsignalized Intersections A Street/Melcher Street/USPS Driveway/ 319 A Driveway

Melcher EB left/thru/right F >80.0 >1.00 427 USPS Parking Lot WB left/thru/right D 34.0 0.11 9 319 A Dwy WB left/thru/right - - - - A Street NB left/thru/right A 3.2 0.12 10 A Street SB left/thru/right A 0.4 0.01 1 A Street/Necco Garage Road Necco Garage EB left/right E 40.6 0.77 160 A NB left/thru A 0.9 0.03 2 A SB thru/right A 0.0 0.34 0 Necco Street/Melcher Street Melcher EB thru/right A 0.0 0.19 0 Melcher WB left/thru A 0.8 0.02 1 Necco NB left/right C 17.2 0.47 62 # 95th percentile volume exceeds capacity. Queue may be longer. Queue shown is maximum after 2 cycles. m Volume for 95th percentile queue is metered by upstream signal. Light grey shading indicates LOS E or LOS F.


2.2.5 Existing Parking

At present, there are four on-site parking spaces, all of which serve 319 A Street. There are no on-site parking spaces serving 327-337 Summer Street. (Accommodation of the Project’s future parking demand is presented in Section 2.3.2.11.)

Figure 2-6 illustrates the on-street parking regulations within a quarter-mile, equivalent to a five-minute walk, of the Project site. In the study area, most of the parking adjacent to the Site is restricted to residential and private permits.

While on-street parking in the area is limited, many off-street public parking facilities are located near the Site. As shown in Figure 2-7 and summarized in Table 2-5, about 6,900 spaces are in parking lots and about 1,450 spaces are in garages, providing a total of about 8,350 parking spaces near the Project site. About 75% of these spaces are available for public use.

2.2.6 Existing Public Transportation

Tenants of and visitors to the Site have several transit options. The Project is directly served by MBTA Bus Route 4, Route 7 and Route 11. Route 4 travels between North Station and Tide Street via The World Trade Center. Route 7 travels between Otis Street in Downtown Crossing to City Point in South Boston via Summer Street. Route 7 operates frequently with service every five minutes or less during peak hours, and every 15 minutes or less throughout the day. Route 11 only provides service in the outbound direction from Downtown Crossing at Bedford Street to City Point in South Boston. During the peak hour, the Route 11 runs every 20 minutes.

Along Congress Street, about two blocks from the Project, three express bus routes primarily serve commuters between the North Shore (Salem and Marblehead) and the South Boston Waterfront.

The Project is located within convenient walking distance — slightly under a half-mile — of the South Station Transportation Center, a transit hub that provides access to the MBTA Red Line, Silver Line, and seven commuter rail branches serving points south and west of Boston. South Station is also the terminus for Amtrak train service along the Northeast Corridor. Greyhound and Peter Pan provide regional and commuter bus service from South Station. Many commuters and visitors to the Fort Point Channel neighborhood travel into South Station on the Red Line, commuter rail, or other transit services, and then walk across the Fort Point Channel via Summer Street.

MBTA services in the area are shown in Table 2-6 and mapped in Figure 2-8.


Figure 2-6Existing On-street Parking in the Study Area


1/4-Mile Radius

Commercial Parking

Unrestricted Parking

Residential Parking6:00 P.M.–8:00 A.M.

No Parking Except8:00 A.M.–6:00 P.M. and Sat./Sun.

Residential Parking

Handicapped Parking

Restricted Parking

LoadingPermit Parking Only

Metered Parking

2-Hour Parking

Congress St.

OLD CO

LONY RD.

BROADWAY

Dorchester Ave.

Summer St.

Summer St.

A St

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Commercial Parking

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Residential Parking6:00 P.M.–8:00 A.M.

No Parking Except8:00 A.M.–6:00 P.M. and Sat./Sun.

Residential Parking

Handicapped Parking

Restricted Parking

LoadingPermit Parking Only

Metered Parking

2-Hour Parking

Congress St.

OLD CO

LONY RD.

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Dorchester Ave.

Summer St.

Summer St.

A St

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D St.

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on W

harf

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Not to scale.

Figure 2-7Existing Off-street Parking in the Study Area


Congress St.

OLD CO

LONY RD.

BROADWAY

Dorchester Ave.

Summer St.

Summer St.

A St

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D St.

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Summer St.

Summer St.

A St

.

D St.

D ST.

L S

T.

BROADWAY

L S

T.

Seaport Blvd.

Melcher St.

Bost

on W

harf

Rd.

East

Ser

vice

Rd.

South

Boston

Byp

ass R

d.1

2

3

L

H

I

J

K

FG

E

DACB

M

Parking Lot

Parking Garage

1/4-Mile Radius

SITE

N

Not to scale.

Table 2-5 Off-street Public Parking

Capacity (spaces) Map Key1) Facility/

Address Private Public

Lots

A LAZ Parking 25 Northern Avenue 0 922

B Sleeper Street Lot Sleeper Street 24 0

C Lincoln Place Parking 51 Sleeper Street 26 0

D LAZ Parking Farnsworth Street 65 0

E LAZ Parking 29 Stillings Street 0 299

F LAZ Parking 390 Congress Street Lot 0 1,417

G LAZ Parking 145 Northern Avenue 0 579

H Stanhope Parking 321 Congress Street 0 85

I Stanhope Parking 338 Congress Street 0 18

J Stanhope Parking 381 Congress Street 0 28

K LAZ Parking 391 Congress Street 0 375

L Channelside Parking Lot 284 A Street 0 1,256

M Post Office Employee Parking 135 A Street 1,787 0

Subtotal in Lots 1,902 4,979

Garages

1 Farnsworth Parking Garage 17 Farnsworth Street 0 361

2 Stillings Street Garage 29–49 Stillings Street 0 500

3 Necco Street Garage 30–60 Necco Street 0 585

Subtotal in Garages 0 1,446

Total

1,902 6,425 Total Garage + Lot

8,327

1) See Figure 2-7.


Table 2-6 Public Transportation in the Study Area

Service Origin–Destination Rush-hour Headway (minutes)

Red Line Ashmont/Braintree–Alewife 9

Route 4 North Station–Tide Street 15

Route 7 City Point–Otis and Summer streets 5

Route 11 City Point–Downtown 8

Route 171 Dudley Station-Airport Varies*

Route 448 Marblehead–Downtown Crossing (Express) 60

Route 449 Marblehead–Downtown Crossing (Express) 60

Route 459 Salem Depot–Downtown Crossing 60

Commuter Rail

South Station–Worcester, Needham, Franklin, Providence, Middleborough, Plymouth, Greenbush

30 to 90 varies by line

* 171 runs twice a day at 3:50 AM and 4:20 AM from Dudley Station to Airport Station Busway.

2.2.7 Existing Pedestrian Conditions

Pedestrian counts were taken as part of the intersection turning-movement counts in 2012 (see Figure 2-4). An inventory of sidewalks and crosswalks is provided in the intersection descriptions in Section 2.2.2. As described in greater detail above, sidewalks are generally provided along both sides of the study area roadways, with marked crosswalks provided at the signalized intersections.

2.2.8 Existing Bicycle and Car Sharing

Bicycle counts were taken as part of the intersection turning movement counts in 2012 (see Figure 2-5). No designated bicycle lanes exist within the immediate study area.

Bicycle accommodation is planned along the A Street corridor as part of the City of Boston’s Planned Development Area No. 69/The 100 Acres Master Plan, and the City is currently planning to implement bicycle lanes along the southern portion of the A Street corridor at West Broadway. It is expected that the City will continue implementation of bicycle accommodations north along the A Street corridor in the near future.


Figure 2-8Public Transportation in the Study Area


1/4-Mile Radius

SITE

Congress St.

Seaport Blvd.

OLD CO

LONY RD.

BROADWAY

Dorchester Ave.

Summer St.

Summer St.

A St

.

D St.

D ST.

L S

T.

Melcher St.

Bost

on W

harf

Rd.

East

Ser

vice

Rd.

South

Boston

Byp

ass R

d.

448

11

11

4 7

44

7

459

449

X MBTA Bus Route

MBTA Silver Line

11

11

11

44

47

11 448 449 459 CourthouseStation

SouthStation

BroadwayStation

MBTA Red Line

417

1

171

171

448459

449448449459

7

171

448449459

171

171

1/4-Mile Radius

SITE

Congress St.

Seaport Blvd.

OLD CO

LONY RD.

BROADWAY

Dorchester Ave.

Summer St.

Summer St.

A St

.

D St.

D ST.

L S

T.

Melcher St.

Bost

on W

harf

Rd.

East

Ser

vice

Rd.

South

Boston

Byp

ass R

d.

448

11

11

4 7

44

7

459

449

X MBTA Bus Route

MBTA Silver Line

11

11

11

44

47

11 448 449 459 CourthouseStation

SouthStation

BroadwayStation

MBTA Red Line

417

1171

171

448459

449448449459

7

171

448449459

171

171

N

Not to scale.

The South Bay Harbor Trail will ultimately connect the Fort Point Channel district of South Boston to the Pierre Lallement Bike Path along the MBTA Orange Line/Southwest Corridor Park. Segments of the trail are in place, including the Harborwalk section in South Boston and the Melnea Cass Bike Path in Roxbury. The still-incomplete connecting segment will eventually operate along portions of the I-93 frontage roads between West Fourth Street and Biosquare Drive at Boston Medical Center.

Hubway is a bicycle sharing system in Metro Boston, which was launched in July 2011 in Boston with 60 stations and 600 bicycles. Near the Project site there are Hubway stations at the corner of Congress Street/Sleeper Street (14 bicycles) and at the Boston Convention and Exhibition Center on Summer Street (19 bicycles). Bicycles are not available for rent during winter months.

Car sharing, predominantly provided by Zipcar in the Boston area, supplies easy access to vehicular transportation for those who do not own cars. Vehicles are rented hourly or daily with all vehicle costs (gas, maintenance, insurance, and parking) included in the rental fee. Vehicles are checked out for a specific time period and returned to their designated location. A total of six Zipcars are located at two locations close to the Project site: the Necco Street garage and the Children’s Museum, on Congress Street.

2.2.9 Existing Loading and Service

Loading and serving activities for both buildings, and other adjacent properties, occur along Pastene Alley, a private street not open to public travel which bisects the Site. Loading docks are located along the south side of 327-337 Summer Street and on the north side of 319 A Street. Because both buildings have recently had only temporary tenants, there is minimal loading activity occurring at present.

2.3 Evaluation of Long-term Impacts

It is standard practice to evaluate No-Build conditions (without the Project) and Build conditions (with the Project) to determine the extent to which future traffic operations will be affected by the Project. Based on standard industry practice, five years from the Existing Conditions (2017) has been designated as the future design year. This section describes and evaluates the projected 2017 No-Build and 2017 Build Conditions under both the Residential Alternative and the Office Alternative.

2.3.1 No-Build Conditions

No-Build Conditions are independent of the proposed Project and include existing traffic and future background growth. Any known roadway or operational improvements are also incorporated into the No-Build Conditions.


2.3.1.1 Future Roadway Changes

The Site lies within the area studied by the City in its 100 Acres Master Plan. That 2006 plan, codified through the adoption in 2007 of Planned Development Area No. 69/The 100 Acres Master Plan, proposed a new street grid system that will disperse the traffic within the commercial area and provide more direct connections to the regional highway system.

Currently under reconstruction as mitigation for the nearby Channel Center project, the intersection of Melcher Street/A Street will be signalized, and significant improvements will be made to pedestrian crossings. Additional improvements at this intersection include restricting the USPS driveway and the driveway behind 319 A Street to ingress only. Egress from the USPS parking lot will be relocated to the existing curb cut on West Service Road and egress from the A Street properties to Pastene Alley. These improvements have been included in the future year analysis.

As a part of the City of Boston’s Crossroad Initiative, a multi-disciplinary team provided a signal redesign of Congress and Summer Street intersections. Signal plans from the Crossroad Initiative were acquired and applied to No-Build and Build analysis for the intersections of Summer Street/Melcher Street, Congress Street/A Street/Thompson Place, and Congress Street/West Service Road/Boston Wharf Road. It should be noted that the purpose of the Crossroad Initiative is to improve the pedestrian service and safety within the study area, which may decrease vehicle levels of service at some locations.

2.3.1.2 No-Build Background Growth

Typically, two steps are used to calculate and determine background traffic growth. The first is to apply a general growth rate to account for changes in demographics, auto usage, and ownership. The second step is to estimate traffic generated by planned new major developments. Based on a review of historical and recent traffic counts, a 0.5% annual rate was applied to the existing intersection volumes to account for background growth.

The other major planned projects in the study are listed in Table 2-7 and mapped in Figure 2-9. Some of these projects are currently under construction and will be completed by the Year 2017 (future analysis year). Construction on other projects is likely to start before 2017. The peak hour traffic generated by these projects was incorporated into the future year analysis.


Table 2-7 No-Build Development Projects

Land Use Map Key1) Development Project Office

(sf) Retail

(sf) Cultural

(sf) Hotel

(rooms) Resident.

(units)

1 Fan Pier One Marina Drive 500,000 40,000

2 One Channel Center Phase 2-4 525,407 101,376 346

3 320 Summer Street 121,000 7,500

4 Pier 4 310 171

5 505 Congress Street Hotel 533

6 368 Congress Street 91,451 9,000

7 49–63 Melcher Street 199,400 36,000

8 Seaport Square Phase 1 46,600 25,000 110

9 381 Congress Street 44

10 Waterside Place 640,000 20,000 300 200

11 319 A Street Rear 3,000 202

Total 1,437,258 883,476 45,000 1,143 1,073

1) See Figure 2-9.


Figure 2-9Area Development Projects


6

8

1

4

10

59

3

7

2

11

1. Fan Pier – One Marina Drive 2. One Channel Center – Phase 2-4 3. 320 Summer Street 4. Pier 4 5. 505 Congress Street Hotel 6. 368 Congress Street 7. 49-63 Melcher Street 8. Seaport Square – Phase 1 9. 381 Congress 10. Waterside Place 11. 315 A Street (Formerly 319 A Street Rear)

SITE

6

8

1

4

10

59

3

7

2

11

1. Fan Pier – One Marina Drive 2. One Channel Center – Phase 2-4 3. 320 Summer Street 4. Pier 4 5. 505 Congress Street Hotel 6. 368 Congress Street 7. 49-63 Melcher Street 8. Seaport Square – Phase 1 9. 381 Congress 10. Waterside Place 11. 315 A Street (Formerly 319 A Street Rear)

SITE

2.3.1.3 No-Build Traffic Operations

The 2017 No-Build analysis uses the same methodology described in Subsection 2.2.4 for Existing Conditions. No-Build traffic volumes are shown in Figure 2-10 and Figure 2-11 for the a.m. and p.m. peak hours, respectively. The resulting intersection operations are shown in Table 2-8 and Table 2-9. Complete Synchro reports are provided in Appendix C.

At Summer Street/Melcher Street, the overall LOS for the p.m. peak hour worsens from LOS C under Existing Conditions to LOS D under No-Build Conditions. This is due to the Melcher Street northbound movement worsening from LOS D under Existing Conditions to LOS F under No-Build Conditions. The a.m. peak hour remains at LOS C, but the Summer Street eastbound movement does worsen from LOS A under Existing Conditions to LOS B under No-Build Conditions.

At the Congress Street/A Street/Thomson Place, the overall intersection operation remains at LOS F during the a.m. peak hour. During the a.m. peak hour, the Congress Street eastbound left/thru movement operates at LOS C under Existing Conditions and worsens to LOS E under No-Build Conditions. The Congress Street eastbound right-turn movement operates at LOS A under Existing Conditions and worsens to LOS C under No-Build Conditions. The southbound Thompson Place movement operates at LOS C under Existing conditions and deteriorates to LOS D under No-Build Conditions. During the p.m. peak hour, the overall intersection operations worsen from LOS E to LOS F. The Congress Street eastbound left/thru movement operates at LOS C under Existing Conditions and worsens to LOS F under No-Build Conditions. The Congress Street eastbound right-turn movement operates at LOS B under Existing Conditions and worsens to LOS D under No-Build Conditions. The southbound Thompson Place movement operates at LOS C under Existing conditions and deteriorates to LOS E under No-Build Conditions.

The overall LOS at Congress Street/West Service Road/Boston Wharf Road worsens from LOS C under Existing Conditions to LOS E under No-Build Conditions during the a.m. peak hour. The northbound West Service Road through/right-turn movement operates at LOS B under Existing Conditions and worsens to LOS C under No-Build Conditions. The southbound Boston Wharf Road left/through movement operates at LOS D under Existing Conditions and worsens to LOS F under No-Build Conditions. With lane-use changes from the Crossroad Initiative, some movements worsen in operations during the a.m. peak hour. The eastbound Congress Street right-turn movement operates at LOS A under Existing Conditions. Under No-Build Conditions, this lane becomes a shared through/right-turn lane that operates at LOS B. During the p.m. peak hour, operations worsen from LOS D to LOS F. The southbound Boston Wharf Road left/through movement operates at LOS D under Existing Conditions and worsens to LOS F under No-Build Conditions.


Table 2-8 No-Build Conditions (2017) Capacity Analysis Summary, a.m. Peak Hour


Delay (seconds)

V/C Ratio

95th Percentile

Queue

Signalized Intersections Summer Street/Melcher Street C 22.8 Summer EB thru | thru/right B 10.6 0.61 m158 Summer WB left/thru | thru C 27.5 >1.00dl 274 Melcher NB left/right E 62.9 0.86 #204 Congress Street/A Street/Thomson Place F >80.0 Congress EB left/thru | thru E 63.7 0.91 m#312 Congress EB right C 24.8 0.53 m#205 Congress WB left F >80.0 >1.00 #640 Congress WB thru/right A 9.6 0.36 193 A Street NB left/thru F >80.0 >1.00 #217 A Street NB right A 5.7 0.38 m51 Thomson SB left/thru/right D 52.5 0.57 61 Congress Street/West Service Road/ Boston Wharf Road E 65.8

Congress EB left D 38.7 0.75 m132 Congress EB thru/right B 12.6 0.45 m102 Congress WB left F >80.0 >1.00 #92 Congress WB thru | thru/right B 17.2 0.51 m230 West Service NB left D 46.5 0.75 #166 West Service NB thru/right C 31.1 0.68 251 Boston Wharf SB left/thru F >80.0 >1.00 #357

Boston Wharf SB right A 4.2 0.23 42

A Street/Melcher Street/USPS Driveway/ 319 A Driveway B 17.6

Melcher EB left/thru/right C 27.5 0.79 32 A Street NB left/thru/right B 14.3 0.67 370 A Street SB left/thru/right B 16.3 0.61 m448

Unsignalized Intersections A Street/Necco Garage Road Necco Garage EB left/right F >50.0 0.70 106 A NB left/thru A 4.0 0.16 14 A SB thru/right A 0.0 0.43 0 Necco Street/Melcher Street Melcher EB thru/right A 0.0 0.37 0 Melcher WB left/thru A 4.8 0.16 14 Necco NB left/right C 19.7 0.15 13 # 95th percentile volume exceeds capacity. Queue may be longer. Queue shown is maximum after 2 cycles. m Volume for 95th percentile queue is metered by upstream signal. Cell shading indicates that level of service worsens to LOS E or LOS F compared to Existing Conditions.


Figure 2-10No-Build Conditions (2017) Traffic Volumes, a.m. Peak Hour

SITESITEA

ST.MELCHER ST.

POST OFFICEDRIVEWAY


SUMMER ST.

MELCHER ST.

MELCHER ST.

NECCO

ST.

CONGRESS ST.

BOST

ON W

HARF R

D.

A ST

.

WES

TSE

RVIC

E RD

.TH

OMSO

N PL

.

CONGRESS ST.

SUMMER ST.

SUMMER ST.DORC

HEST

ER A

VE.

MELCHER ST.

SEAPORT BLVD.

SOUTH BOSTO

N BYPASS RD.

BOST

ON W

HARF

RD.

THOM

SON

PL.

WES

T SE

RVIC

E RD

.

A ST

.NECC

O ST

.

623399

449105

57135

182120

260261

19 5

171

486

4

120

404

2

804144

255

392

4630

9342

1

13352230

1426

7

186

724

7 18425996

121

7415

1

41596

78

177

147

49

11340509

NNot toscale.


Figure 2-11No-Build Conditions (2017) Traffic Volumes, p.m. Peak Hour

SITESITEA

ST.MELCHER ST.

POST OFFICEDRIVEWAY


SUMMER ST.

MELCHER ST.

MELCHER ST.

NECCO

ST.

CONGRESS ST.

BOST

ON W

HARF R

D.

A ST

.

WES

TSE

RVIC

E RD

.TH

OMSO

N PL

.

CONGRESS ST.

SUMMER ST.

SUMMER ST.DORC

HEST

ER A

VE.

MELCHER ST.

SEAPORT BLVD.

SOUTH BOSTO

N BYPASS RD.

BOST

ON W

HARF

RD.

THOM

SON

PL.

WES

T SE

RVIC

E RD

.

A ST

.NECC

O ST

.

642227

41030

147278

24212

23944

152

54

129

518

8

119

479

11

1524164

159

521

255136

1736

8

3426310

1510

12

169

2544

3 241426484

235

355

439

27300

145

4816

055

9310377

NNot toscale.


Table 2-9 No-Build Conditions (2017) Capacity Analysis Summary, p.m. Peak Hour


Delay (seconds)

V/C Ratio

95th Percentile


Summer Street/Melcher Street D 51.3 Summer EB thru | thru/right B 18.0 0.59 m264 Summer WB left/thru | thru C 20.4 0.41 228 Melcher NB left/right F >80.0 >1.00 m#543 Congress Street/A Street/Thomson Place F >80.0 Congress EB left/thru | thru F >80.0 >1.00 #336 Congress EB right D 41.6 0.73 m#333 Congress WB left F >80.0 0.99 #434 Congress WB thru/right B 10.2 0.38 173 A Street NB left/thru F >80.0 >1.00 96 A Street NB right A 4.8 0.53 m56 Thomson SB left/thru/right E 74.6 0.66 25 Congress Street/West Service Road/ Boston Wharf Road F >80.0

Congress EB left B 19.8 0.52 m102 Congress EB thru/right F >80.0 >1.00 m#547 Congress WB left F >80.0 >1.00 m#238 Congress WB thru | thru/right B 15.6 0.27 89 West Service NB left C 25.5 0.23 51 West Service NB thru/right C 30.3 0.56 167 Boston Wharf SB left/thru F >80.0 >1.00 #1397 Boston Wharf SB right C 20.9 0.60 120 A Street/Melcher Street/USPS Driveway/ 319 A Driveway C 33.5

Melcher EB left/thru/right D 36.2 0.85 10 A Street NB left/thru/right C 28.7 0.86 #625 A Street SB left/thru/right D 36.4 0.79 m588

Unsignalized Intersections A Street/Necco Garage Road Necco Garage EB left/right F >80.0 >1.00 - A NB left/thru A 1.8 0.06 5 A SB thru/right A 0.0 0.46 0 Necco Street/Melcher Street Melcher EB thru/right A 0.0 0.21 0 Melcher WB left/thru A 0.6 0.02 1 Necco NB left/right C 22.2 0.56 84 # 95th percentile volume exceeds capacity. Queue may be longer. Queue shown is maximum after 2 cycles. m Volume for 95th percentile queue is metered by upstream signal after 2 cycles Cell shading indicates that level of service worsens to LOS E or LOS F compared to Existing Conditions.


The southbound Boston Wharf Road right-turn movement operates at LOS A under Existing Conditions and worsens to LOS C under No-Build Conditions. The eastbound Congress Street right-turn movement operates at LOS A under Existing Conditions. Under No-Build Conditions, this lane becomes a shared through/right-turn lane that operates at LOS F.

The intersection of A Street/Melcher Street/USPS Parking Lot/319 A Street Driveway is currently unsignalized, but the future year analysis includes a new traffic signal and improved pedestrian crossings. The relocation of the USPS driveway egress movement to West Service Road and the A Street properties egress to Pastene Alley also helps to improve overall intersection operations. The intersection will operate at LOS B and LOS D during the a.m. and p.m. peak hours, respectively.

At the intersection of A Street/Necco Garage, the Necco Garage eastbound approach worsens from LOS C to LOS F in the a.m. peak hour and worsens from LOS E to LOS F during the p.m. peak hour from the addition of vehicles accessing Necco Street Garage.

2.3.1.4 No-Build Conditions Public Transportation

While no specific improvements are planned for transit services in the immediate study area, completion of Phase III of the Silver Line, as described below, would directly benefit commuters and visitors to the adjacent South Boston Waterfront. Because of ongoing challenges in terms of funding and constructability, however, Phase III improvements have not been included in the No-Build or Build conditions.

Silver Line. The Silver Line is being completed in three phases, the first of which — Silver Line Washington Street — opened in July 2002. It travels as a bus rapid transit (BRT) route along Washington Street between Dudley Square and Downtown. The second phase, Silver Line Waterfront, opened in December 2004 and runs as a BRT underground from South Station to Silver Line Way. The line then continues through the South Boston Waterfront aboveground to the BCEC, the Boston Marine Industrial Park, South Boston residential neighborhoods, and Logan International Airport. Silver Line Phase III, which is currently in design, will be a tunnel linking Downtown and South Station via the Boylston Street and Chinatown stations; it will connect Silver Line Phase I (Dudley Square to Downtown) and Phase II (South Station to the South Boston Waterfront).

When the final phase has been completed, all three segments will connect to become the “Silver Line” — the MBTA’s fifth rapid transit line — offering a seamless link between the communities of Roxbury, the South End, Chinatown, Downtown, and South Boston. This new transit line will connect passengers quickly and easily to the MBTA’s other rapid transit lines—the Orange, Green, and Red—to Logan Airport and to South Station, where they can board the south side commuter rail lines and Amtrak trains. The MBTA expects the Silver Line to accommodate some existing Green, Orange, and Red lines commuters and to provide additional service to attract those who currently do not use the public transit system.


2.3.1.5 No-Build Pedestrian Conditions

Significant improvements to pedestrian crossings and sidewalks are proposed for the intersection of A Street/Melcher Street as part of the Channel Center mitigation commitments. These should be in place within the next five years. In the longer term, the 100 Acres Master Plan proposes an extension of Melcher Street eastward to West Service Road.

2.3.1.6 No-Build Bicycle Conditions

Bicycle accommodation is planned along the A Street corridor as part of the City’s 100 Acres Master Plan and the City is currently planning to implement bicycle lanes along the southern portion of the A Street corridor at West Broadway. It is expected that the City will continue implementation of bicycle accommodations north along the A Street corridor in the near future.

The South Bay Harbor Trail will ultimately connect the Fort Point Channel district in South Boston to the Pierre Lallement Bike Path along the MBTA Orange Line/Southwest Corridor Park. Segments of the Trail are in place, including the Harborwalk section in South Boston and the Melnea Cass Bike Path in Roxbury. The incomplete connecting segment will eventually operate along portions of the I-93 frontage roads between West Fourth Street and Biosquare Drive at Boston Medical Center.

2.3.2 Build Conditions

The Year 2017 Build Conditions traffic impacts associated with the proposed Project are presented in this Subsection 2.3.2.

2.3.2.1 Site Access and Circulation

As shown in the site plans (Figures 1-9 through 1-12) the building at 327-337 Summer Street will have its primary doorways located on Summer Street, with secondary access available from Pastene Alley, two storeys below. The 319 A Street building will have doorways on A Street and also on Pastene Alley. For both buildings, service and loading will occur on Pastene Alley. Vehicle trips destined to the Site will park at nearby facilities.

2.3.2.2 Trip Generation

Vehicle trip generation estimates for the Project use rates derived from ITE’s Trip Generation (8th Edition, 2008) fitted curve equations and average trip rates. The ITE vehicle trip generation rates presented below identify the number of “unadjusted” vehicle trips associated with the Project. In an urban setting well served by transit, these “unadjusted” vehicle trips need to be “adjusted” to account for other travel mode shares. Several interim


steps further refine trip generation estimates to reflect the particular characteristics of the development program and building site. These interim steps account by pass-by trips and internal trips between land uses on-site.

The following ITE land use codes (LUCs) were used to develop the new project-related vehicle trips for the Project:

LUC 220 – Apartment. Apartments (rental dwelling units) are units located in rental buildings with at least three other dwelling units. Calculations of the number of trips use ITE’s fitted curve equation per dwelling unit.

LUC 820 – Retail/Shopping Center. A shopping center is an integrated group of commercial establishments that is planned, developed, owned, and managed as a unit. A shopping center’s composition is related to its market area in terms of size, location, and type of store. Calculations of the number of trips use ITE’s average rate per 1,000 sf.

LUC 710 – General Office Building. A general office building houses multiple tenants and is a location where affairs of businesses, commercial or industrial organizations, or professional persons or firms are conducted. An office building or buildings may contain a mixture of tenants including professional services, insurance companies, investment brokers and tenant services, a restaurant or cafeteria and service retail facilities. Calculations of the number of trips use ITE’s average rate per 1,000 sf.

Each alternative also has a designated Innovation Office component, which may exhibit more transitory tenant activity than standard office space. An example would be the use of the Innovation Office space to serve a temporary entrepreneurial partnership between two local start-up companies. For analysis purposes, however, the Innovation Office space was considered general office space.

2.3.2.3 Pass-by Trips

A portion of trips to the Project will be pass-by trips, which are already in the transportation network and not specifically destined to the proposed uses. ITE defines pass-by trips as trips “made as intermediate stops on the way from an origin to a primary destination without a route diversion.” This accounts for trips generated by people already in the area, as in common shopping districts or dense urban areas.

For all time periods, a pass-by rate of 25% was applied to the retail, based on the nature of the area around the Project Site. The detailed trip generation sheets in Appendix C show the estimated pass-by trips for each time period.


2.3.2.4 Travel Mode Shares

The BTD publishes vehicle, transit, and walk/bicycle mode shares specific to each area of Boston. The Project site is located within BTD Area 13. As is standard practice, these specific neighborhood mode shares have been adopted and used to estimate the number of new vehicle-person trips, transit trips, and walk/bicycle trips generated by the Project.

Local vehicle occupancy rates (VOR) are adopted from the 2009 National Household Travel Survey and the 2000 U.S. Census and were used to convert vehicle-person trips to vehicle trips. The Project travel mode shares (by time of day and land use) and vehicle occupancy rates are shown in Table 2-10.

Table 2-10 Travel Mode Shares

Land Use/ Direction Transit Share Walk Share Auto Share

Vehicle Occupancy Rate

(VOR) Daily

In 19% 34% 47% 1.1 Residential

Out 19% 34% 47% 1.1

5% 43% 52% 1.8 Retail In

Out 5% 43% 52% 1.8

In 21% 22% 57% 1.1 Office

Out 21% 22% 57% 1.1

a.m. Peak Hour In 16% 36% 49% 1.1

Residential Out 24% 42% 34% 1.1

4% 43% 53% 1.8 Retail In

Out 6% 54% 40% 1.8

In 17% 23% 60% 1.1 Office

Out 27% 29% 44% 1.1

p.m. Peak Hour In 24% 42% 34% 1.1

Residential Out 16% 36% 49% 1.1

6% 54% 40% 1.8 Retail In

Out 4% 43% 53% 1.8

In 27% 29% 44% 1.1 Office

Out 17% 23% 60% 1.1


2.3.2.5 Vehicle Trips

The resulting new vehicles trips associated with each alternative are shown in Table 2-11.

Table 2-11 Vehicle Trips

Time Period Residential Alternative1) Office Alternative1)

Daily 858 1,056 In 429 528 Out 429 528 a.m. Peak Hour 34 132 In 16 117 Out 18 15 p.m. Peak Hour 70 135 In 33 23 Out 37 112 1) Includes 327-337 Summer Street and 319 A Street.

As shown in Table 2-11, the Residential Alternative would add 858 vehicle trips per day to local streets, with 429 entering vehicles and 429 exiting vehicles. The Project would generate 34 and 70 new vehicle trips during the a.m. peak hour and p.m. peak hour, respectively.

The Office Alternative would generate more trips than the Residential Alternative, with a higher concentration of trips during the travel peak periods. Overall, 1,056 new vehicle trips per day would be generated under the Office Alternative. The Project would generate 132 and 135 new vehicle trips during the a.m. peak hour and p.m. peak hour, respectively.

2.3.2.6 Trip Distribution

The trip distribution identifies the various travel paths for vehicles arriving at nearby parking facilities and the corresponding departure travel path. The distribution is a combination of trip origin information and trip destination information. The study team developed vehicle trip distribution based on BTD’s origin-destination data for Area 13. The entering and exiting trip distribution patterns are shown in Figure 2-12 and Figure 2-13, respectively.

The Project-generated vehicle trips are assigned to the study intersections based on the associated trip distribution. The peak hour Project-generated vehicle trips for the Residential Alternative are shown in Figure 2-14, and Project-generated vehicle trips for the Office Alternative are shown in Figure 2-15.


Figure 2-12Vehicular Trip Distribution, Entering

SITE

CONGRESS ST.

SUMMER ST.

SUMMER ST.

D ST.

DORC

HEST

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Figure 2-13Vehicular Trip Distribution, Exiting

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Figure 2-14Project-generated Trips – Residential Alternative, a.m. and p.m. Peak Hours

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Figure 2-15Project-generated Trips – Office Alternative, a.m. and p.m. Peak Hours

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2.3.2.7 Build Conditions Traffic Operations

To estimate 2017 Build traffic volumes, the Project-generated vehicle trips for each alternative were added to the 2017 No-Build traffic volumes. The Year 2017 Build traffic volumes for the Residential Alternative are shown in Figure 2-16 and Figure 2-17, for the a.m. and p.m. peak hour, respectively. The Year 2017 Build traffic volumes for the Office Alternative are shown in Figure 2-18 and Figure 2-19, for the a.m. and p.m. peak hour, respectively. The capacity analysis results for the Residential Alternative Build Condition are shown in Table 2-12 and Table 2-13, for the a.m. and p.m. peak hour, respectively. The capacity analysis results for the Office Alternative Build Condition are shown in Table 2-14 and Table 2-15, for the a.m. and p.m. peak hour, respectively. Complete Synchro reports are provided in Appendix C.

Under the Residential Alternative, all intersections will continue to operate at the same level of service as in the No-Build Conditions, indicating that this alternative will have no significant impact to traffic operations in the study area.

Under the Office Alternative, all intersections continue to operate at the same level of service as in the No-Build Conditions with the following exceptions:

♦ Congress Street/West Service Road/Boston Wharf Road. The overall level of service at this intersection remains the same as in the No-Build Conditions for both the a.m. and p.m. peak hours. In the a.m. peak hour, the Boston Wharf Road northbound left-turn movement worsens from LOS D to LOS E.

♦ A Street/ Melcher Street/ USPS Driveway/ 319 A Driveway. While the overall level of service at this intersection worsens from LOS B to LOS C and from LOS C to LOS D in the a.m. and p.m. peak hours, respectively, all operations remain at LOS D or better.

These results indicate that the Office Alternative will have minimal impact to traffic operations in the study area.


Figure 2-16Build Conditions (2017) Traffic Volumes – Residential Alternative, a.m. Peak Hour

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Figure 2-17Build Conditions (2017) Traffic Volumes – Residential Alternative, p.m. Peak Hour

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Figure 2-18Build Conditions (2017) Traffic Volumes – Office Alternative, a.m. Peak Hour

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Figure 2-19Build Conditions (2017) Traffic Volumes – Office Alternative, p.m. Peak Hour

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Table 2-12 Build Conditions (2017) Capacity Analysis Summary — Residential Alternative, a.m. Peak Hour


Delay (seconds)

V/C Ratio

95th Percentile


Summer Street/Melcher Street C 22.9 Summer EB thru | thru/right B 10.6 0.61 m158 Summer WB left/thru | thru C 27.6 >1.00 274 Melcher NB left/right E 63.9 0.86 #206 Congress Street/A Street/Thomson Place F >80.0 - - Congress EB left/thru | thru E 63.7 0.91 m#312 Congress EB right C 24.8 0.53 m#206 Congress WB left F >80.0 >1.00 #655 Congress WB thru/right A 9.7 0.36 195 A Street NB left/thru F >80.0 >1.00 #219 A Street NB right A 5.6 0.40 m50 Thomson SB left/thru/right D 52.5 0.57 61 Congress Street/West Service Road/ Boston Wharf Road E 66.1

Congress EB left D 38.3 0.75 m133 Congress EB thru/right B 13.1 0.47 m114 Congress WB left F >80.0 >1.00 #95 Congress WB thru | thru/right B 17.3 0.51 m232 West Service NB left D 48.8 0.77 #176 West Service NB thru/right C 31.1 0.68 251 Boston Wharf SB left/thru F >80.0 >1.00 #359 Boston Wharf SB right A 4.2 0.23 42 A Street/Melcher Street/USPS Driveway/ 319 A Driveway B 18.0

USPS Parking Lot WB left/thru/right C 27.4 0.79 32 A Street NB left/thru/right B 14.9 0.68 393 A Street SB left/thru/right B 16.8 0.62 m450

Unsignalized Intersections A Street/Necco Garage Road Necco Garage EB left/right F >50.0 0.98 179 A NB left/thru A 4.3 0.17 15 A SB thru/right A 0.0 0.43 0 Necco Street/Melcher Street Melcher EB thru/right A 0.0 0.37 0 Melcher WB left/thru A 4.8 0.16 14 Necco NB left/right C 19.9 0.16 14 # 95th percentile volume exceeds capacity. Queue may be longer. Queue shown is maximum after 2 cycles. m Volume for 95th percentile queue is metered by upstream signal. Cell shading indicates level of service worsens to LOS E or LOS F compared to No-Build Conditions.


Table 2-13 Build Conditions (2017) Capacity Analysis Summary — Residential Alternative, p.m. Peak Hour


Delay (seconds)

V/C Ratio

95th Percentile


Summer Street/Melcher Street D 51.8 Summer EB thru | thru/right B 18.0 0.59 m264 Summer WB left/thru | thru C 20.4 0.41 228 Melcher NB left/right F >80.0 >1.00 m#513 Congress Street/A Street/Thomson Place F >80.0 Congress EB left/thru | thru F >80.0 >1.00 #336 Congress EB right D 43.8 0.73 m#333 Congress WB left F >80.0 >1.00 #438 Congress WB thru/right B 10.3 0.38 175 A Street NB left/thru F >80.0 >1.00 97 A Street NB right A 5.1 0.55 m56 Thomson SB left/thru/right E 74.6 0.66 25 Congress Street/West Service Road/ Boston Wharf Road F >80.0

Congress EB left B 19.8 0.53 m101 Congress EB thru/right F >80.0 >1.00 m#785 Congress WB left F >80.0 >1.00 m#243 Congress WB thru | thru/right B 15.8 0.28 92 West Service NB left C 26.4 0.28 59 West Service NB thru/right C 30.3 0.56 167 Boston Wharf SB left/thru F >80.0 >1.00 #1398 Boston Wharf SB right C 21.1 0.61 121 A Street/Melcher Street/USPS Driveway/ 319 A Driveway D 40.0

Melcher EB left/thru/right D 36.2 0.85 10 A Street NB left/thru/right C 33.6 0.91 #674 A Street SB left/thru/right D 47.0 0.82 m591

Unsignalized Intersections A Street/Necco Garage Road Necco Garage EB left/right F >50.0 >1.00 - A NB left/thru A 2.7 0.09 8 A SB thru/right A 0.0 0.47 0 Necco Street/Melcher Street Melcher EB thru/right A 0.0 0.21 0 Melcher WB left/thru A 0.6 0.02 1 Necco NB left/right C 22.6 0.57 86 # 95th percentile volume exceeds capacity. Queue may be longer. Queue shown is maximum after 2 cycles. m Volume for 95th percentile queue is metered by upstream signal. Cell shading indicates level of service worsens to LOS E or LOS F compared to No-Build Conditions.


Table 2-14 Build Conditions (2017) Capacity Analysis Summary — Office Alternative, a.m. Peak Hour


Delay (seconds)

V/C Ratio

95th Percentile

Queue

Signalized Intersections Summer Street/Melcher Street C 22.9 Summer EB thru | thru/right B 10.6 0.62 m159 Summer WB left/thru | thru C 27.7 >1.00 274 Melcher NB left/right E 63.3 0.86 #206 Congress Street/A Street/Thomson Place F >80.0 Congress EB left/thru | thru E 63.7 0.91 m#312 Congress EB right C 25.5 0.55 m#216 Congress WB left F >80.0 >1.00 m#759 Congress WB thru/right B 10.3 0.36 m199 A Street NB left/thru F >80.0 >1.00 #219 A Street NB right A 5.2 0.40 m46 Thomson SB left/thru/right D 52.5 0.57 61 Congress Street/West Service Road/ Boston Wharf Road E 66.8

Congress EB left D 38.3 0.75 m132 Congress EB thru/right B 12.9 0.46 m109 Congress WB left F >80.0 >1.00 #96 Congress WB thru | thru/right B 17.9 0.54 m243 West Service NB left E 66.3 0.90 #226 West Service NB thru/right C 31.1 0.68 251 Boston Wharf SB left/thru F >80.0 >1.00 #357 Boston Wharf SB right A 4.2 0.24 43 A Street/Melcher Street/USPS Driveway/ 319 A Driveway C 21.2

Melcher EB left/thru/right C 27.5 0.79 32 A Street NB thru/right B 16.5 0.71 418 A Street SB left/thru/right C 22.6 0.69 m462

Unsignalized Intersections A Street/Necco Garage Road Necco Garage EB left/right F >50.0 >1.00 238 A NB left/thru A 6.1 0.24 23 A SB thru/right A 0.0 0.49 0 Necco Street/Melcher Street Melcher EB thru/right A 0.0 0.37 0 Melcher WB left/thru A 4.8 0.16 14 Necco NB left/right C 20.0 0.16 14 # 95th percentile volume exceeds capacity. Queue may be longer. Queue shown is maximum after 2 cycles. m Volume for 95th percentile queue is metered by upstream signal. Cell shading indicates level of service worsens to LOS E or LOS F compared to No-Build Conditions.


Table 2-15 Build Conditions (2017) Capacity Analysis Summary — Office Alternative, p.m. Peak Hour


Delay (seconds)

V/C Ratio

95th Percentile


Summer Street/Melcher Street D 52.0 Summer EB thru | thru/right B 14.2 0.59 m213 Summer WB left/thru | thru C 20.4 0.41 228 Melcher NB left/right F >80.0 >1.00 m#533 Congress Street/A Street/Thomson Place F >80.0 Congress EB left/thru | thru F >80.0 >1.00 #336 Congress EB right D 45.1 0.74 m#336 Congress WB left F >80.0 >1.00 #429 Congress WB thru/right B 10.2 0.38 174 A Street NB left/thru F >80.0 >1.00 98 A Street NB right A 6.0 0.60 m60 Thomson SB left/thru/right E 71.1 0.66 25 Congress Street/West Service Road/ Boston Wharf Road F >80.0

Congress EB left B 18.9 0.53 m97 Congress EB THRU/right F >80.0 >1.00 m#879 Congress WB left F >80.0 >1.00 m#242 Congress WB thru | thru/right B 15.7 0.28 91 West Service NB left C 26.2 0.27 56 West Service NB thru/right C 30.3 0.56 167 Boston Wharf SB left/thru F >80.0 >1.00 #1398 Boston Wharf SB right C 21.1 0.61 121 A Street/Melcher Street/USPS Driveway/ 319 A Driveway D 44.1

Melcher EB left/thru/right D 35.0 0.83 12 A Street NB left/thru D 43.9 0.97 #751 A Street SB left/thru/right D 48.1 0.82 m592

Unsignalized Intersections A Street/Necco Garage Road Necco Garage EB left/right F >50.0 >1.00 - A NB left/thru A 2.5 0.09 7 A SB thru/right A 0.0 0.47 0 Necco Street/Melcher Street Melcher EB thru/right A 0.0 0.21 0 Melcher WB left/thru A 0.6 0.02 1 Necco NB left/right C 23.2 0.58 90 # 95th percentile volume exceeds capacity. Queue may be longer. Queue shown is maximum after 2 cycles. m Volume for 95th percentile queue is metered by upstream signal. Cell shading indicates level of service worsens to LOS E or LOS F compared to No-Build Conditions.


2.3.2.8 Transit

Based on the travel mode shares presented above in Table 2-10, the future transit trips generated by the Project were estimated and are shown in Table 2-16.

Table 2-16 Transit Trips


Daily 250 416

In 125 208

Out 125 208

a.m. Peak Hour 17 46

In 4 36

Out 13 10

p.m. Peak Hour 26 50

In 17 15

Out 9 35


Under the Residential Alternative, the Project would generate 250 daily transit trips, 17 a.m. peak hour trips, and 26 p.m. peak transit trips. Under the Office Alternative, the Project would generate 416 daily transit trips, 46 a.m. peak hour trips, and 50 p.m. peak transit trips. Given the relatively low number of new transit trips under either alternative, the existing transit services in the area will be able to accommodate the increase.

2.3.2.9 Pedestrian and Bicycle Conditions

Based on the walk mode shares presented in Table 2-10, the study team estimated the new walk/bicycle trips generated by the Project, as shown in Table 2-17. Under the Residential Alternative, the Project would generate 1,020 daily walk/bicycle trips, 46 a.m. peak hour trips, and 107 p.m. peak transit trips. Under the Office Alternative, the Project would generate 562 daily walk/bicycle trips, 64 a.m. peak hour trips, and 76 p.m. peak transit trips. Given the relatively low number of new walk/bicycle trips, the existing sidewalk and roadway networks in the area will be able to accommodate the increase under either alternative.


Table 2-17 Walk/Bicycle Trips


Daily 1,020 562

In 510 281

Out 510 281

a.m. Peak Hour 46 64

In 17 51

Out 29 13

p.m. Peak Hour 107 76

In 62 24

Out 45 52


2.3.2.10 Bicycle Accommodations

Secure bicycle storage will be made available to Project occupants and visitors to encourage bicycling as an alternative mode of transportation. BTD has established guidelines to estimate the number of secure and protected bicycle parking/storage and outdoor spaces that should be provided with new projects.

Residential Alternative

Based on BTD guidelines, the Project would provide 120 on-site secure bicycle storage spaces and 14 public outdoor bicycle spaces assigned by site accordingly. One shower/changing facility would be provided for employees.

Office Alternative

Based on BTD guidelines, the Project would provide 61 on-site secure bicycle storage spaces and 15 public outdoor bicycle spaces assigned by site accordingly. Two shower/changing facilities would be provided for employees.

Subject to necessary approvals, public bicycle racks will be provided on the sidewalks near each building entrance available for use by visitors. Bicycle racks, signs, and parking areas will conform to BTD standards and be sited in safe, secure locations. Because of the proximity of the Site to existing Hubway stations (Congress/Sleeper and Boston Convention Center), no new bicycle sharing station is required or proposed.


2.3.2.11 Parking Demand and Supply

At present, there are four on-site parking spaces on Pastene Alley along the north side of the 319 A Street building. As part of the Project, these four spaces will be eliminated to allow for an enhanced interior lobby/stairway design at 319 A Street. The 327-337 Summer Street building does not currently have any on-site parking.

BTD has established parking space guidelines throughout the City to ensure that the proper parking capacity is provided with new projects. While no parking is included on-site at the Project, an appropriate number of spaces for residents/tenants will be reserved in the nearby Necco Street garage, or other nearby facility. Table 2-18 shows the recommended BTD parking ratio for residential and office uses and the associated number of parking spaces. The retail parking demand can be met through the use of short-term meters along Summer Street and also at the numerous nearby parking facilities. (See Table 2-5.)

Table 2-18 Estimated Parking Demand

Residential Alternative 1) Office Alternative1) Parking Rate

Land Use Spaces Land Use Spaces

Residential 0.50 spaces/ unit 2) 110 units 55 18 units 9

Office/ Innovation Office

0.70 spaces/ 1,000 sf 3) 4,000 sf 3 139,800 sf 98


2) While BTD Guidelines (2001) recommend 1.0–1.5 spaces per unit for the South Boston Waterfront, the current trend is closer to 0.50 spaces per unit in Boston’s downtown neighborhoods.

3) BTD Guidelines for office space in South Boston Waterfront.

Under the Residential Alternative, about 55 spaces would be retained in off-site parking facilities for residents and a few spaces to support demand from the Innovation Office space. Under the Office Alternative, about nine spaces would be reserved in off-site parking facilities for residents. An arrangement for leasing up to 98 tenant parking spots would be established with one or more nearby parking facilities to accommodate the office demand.



2.3.2.12 Loading and Service Accommodations

The number of daily deliveries generated by the Project, shown in Table 2-19, is based on local data.2 The design, operations, and management of loading and service facilities for the Project will be coordinated with BTD, under a Transportation Access Plan Agreement, which is required for the Project.

Table 2-19 Delivery Activity by Land Use

Daily (Weekday) Deliveries Land Use

Residential Alternative1) Office Alternative1)

Residential 1 1

Retail 2 1

Office/Innovation Office 1 7

Total 4 9


Loading and service operations for both buildings, including trash pick-up, will occur on Pastene Alley and not on public streets. Service operations for 327-337 Summer Street will occur along the south side of the building on Pastene Alley. Service vehicles for 319 A Street will also use Pastene Alley, along the north side of that building. Given the small number of anticipated daily deliveries, adequate capacity for loading activities is available along Pastene Alley.

2.4 Transportation Demand Management

The Proponent is committed to implementing a TDM program, through the commitments listed below, that supports the City’s efforts to reduce dependency on the automobile by encouraging travelers to use alternatives to driving alone, especially during peak time periods.

♦ Bicycle Amenities: Secure bicycle storage will be made available to occupants to encourage bicycling as an alternative mode of transportation. In accordance with BTD guidelines, the Proponent will provide 120 secure spaces and 14 public spaces under the Residential Alternative or 61 secure spaces and 15 public spaces under the Office Alternative. Bicycle amenities will be assigned by site accordingly.

2 “Truck Trip Generation Rates by Land Use in the Central Artery/Tunnel Project Study Area”, prepared by the Central Transportation Planning Staff, with support from Massachusetts Highway Department and Federal Highway Administration, September 1993.

Bicycle racks, signs, and parking areas will conform to BTD standards and will be sited in safe, secure locations.

♦ Orientation Packets: The Proponent will provide orientation packets to new occupants containing information on available transportation choices, including transit routes and schedules. On-site management will work with residents and tenants as they move in to help facilitate transportation for new arrivals.

♦ Car-Sharing Service: The Proponent will promote the use of the two nearby Zipcar stations at the Necco Street garage and the Children’s Museum (a total of six vehicles are stationed at these locations).

♦ Transit Passes: The Proponent will encourage commercial occupants to subsidize transit passes for their employees.

A Transportation Access Plan Agreement (TAPA) will be entered into between the Proponent and BTD. The TAPA will codify the specific measures and agreements between the Proponent and the City of Boston.

2.5 Evaluation of Short-term/Construction Impacts

Most construction activities will be accommodated within the current site boundaries. Details of the overall construction schedule, working hours, number of construction workers, worker transportation and parking, number of construction vehicles, and routes will be addressed in detail in a Construction Management Plan to be filed with BTD.

To minimize transportation impacts during the construction period, the following measures will be considered for the Construction Management Plan:

♦ Limited construction worker parking on-site;

♦ Encouragement of worker carpooling;

♦ Consideration of a subsidy for MBTA passes for full-time employees; and

♦ Providing secure spaces on-site for workers' supplies and tools so they do not have to be brought to the site each day.

The Construction Management Plan, to be executed with the City prior to commencement of construction, will document all committed measures.


Section 3.0

Environmental Protection

3011/PNF/327-337 Summer Street & 319 A Street 3-1 Environmental Component Epsilon Associates, Inc.

3.0 ENVIRONMENTAL PROTECTION

3.1 Wind

3.1.1 Introduction

A qualitative assessment has been made to estimate the effect of the proposed Project on wind conditions around the proposed vertical and horizontal expansion at 327-337 Summer Street. The Project does not include any changes to the building envelope at 319 A Street, and so wind conditions were not studied there.

The results of the analysis indicate that the Project will have little or no effect on wind conditions and pedestrian comfort. Wind conditions around the proposed development are expected to be similar to those that currently exist.

This qualitative assessment is based on the following:

♦ a review of regional long-term meteorological data;

♦ previous wind-tunnel tests on buildings in Boston, including a proposed building adjacent to the current development site;

♦ Use of software developed by Rowan Williams Davies & Irwin Inc. (RWDI) (Windestimator1) for estimating the potential wind comfort conditions around generalized building forms.

3.1.2 Building and Site Information

The Project site is located at the southwest corner of the intersection of Summer Street and West Service Road. It is bordered by Pastene Alley, a private way not open to public travel, to the south. The existing surroundings include buildings of a similar height to the immediate west and south, as well as on the north side of Summer Street, plus open parking spaces to the east. Boston’s Financial District is located to the northwest, and the airport and harbor is located to the northeast and east.

The existing buildings at 327-337 Summer Street are five stories above Summer Street and seven stories along Pastene Alley and West Service Road. The proposed East Addition includes two bays of horizontal expansion at the east end of 327-337 Summer Street, and two stories of vertical addition above the existing roof of the newly combined buildings. (See Figures 1-13 through 1-16.)

1 H. Wu, C.J. Williams, H.A. Baker and W.F. Waechter (2004), “Knowledge-based Desk-Top Analysis of Pedestrian Wind Conditions”, ASCE Structure Congress 2004, Nashville, Tennessee.


Primary pedestrian areas include building entrances and sidewalks along Summer Street. Limited pedestrian usage is expected along West Service Road and Pastene Alley. Potentially, the rooftop areas can be used as outdoor terraces in the summer when the weather conditions are more favorable.

3.1.3 Local Weather Data

The wind roses in Figure 3.1-1 summarize the annual and seasonal wind climates in the Boston area, based on the long-term data from Boston Logan International Airport between the years 1982 and 2011. The year-round prevailing winds are from the west-northwest. This overall annual frequency is driven primarily by a particularly high frequency of winds from this direction during the winter and spring months. In the summer and fall, winds are more commonly from the southwest, with generally lower wind speeds.

On an annual basis, the most common wind directions are those that originate between the southwest and northwest. Winds from the east are also relatively common. In the case of strong winds, west-northwest and northeast are the dominant directions. Based on the local wind directionality and the orientation of the buildings and streets in the area, winds from the west-northwest and northeast are considered most important, although winds from all other directions have also been taken into account in the analysis.

3.1.4 Wind Comfort Criteria

The Boston Redevelopment Agency has adopted two standards for assessing the relative wind comfort of pedestrians. First, the BRA wind design guidance criterion states that an effective gust velocity (hourly mean wind speed plus 1.5 times the root-mean-square wind speed) of 31 mph should not be exceeded more than one percent (1%) of the time.

The second set of criteria used by the BRA to determine the acceptability of specific locations is based on the work of Melbourne.2 This set of criteria is used to determine the relative level of pedestrian wind comfort for activities such as sitting, standing, or walking. The criteria are expressed in terms of benchmarks for the one-hour mean wind speed exceeded one percent (1%) of the time (i.e., the 99-percentile mean wind speed). They are as follows:

Dangerous > 27 mph Uncomfortable for Walking > 19 mph and ≤ 27 mph Comfortable for Walking > 15 mph and ≤ 19 mph Comfortable for Standing > 12 mph and ≤15 mph Comfortable for Sitting < 12 mph

* Applicable to the hourly mean wind speed exceeded one percent (1%) of the time.

2 Melbourne, W.H. (1978), "Criteria for Environmental Wind Conditions", Journal of Industrial Aerodynamics, vol. 3, pp. 241-249.

3.1.5 Pedestrian Wind Conditions

3.1.5.1 Background

Wind tunnel tests were conducted recently by RWDI for a proposed building adjacent to the current development. Quantitative wind results are available for the existing and future surrounding conditions in the area. Because of the modest dimensions of the proposed additions to the existing buildings at 327-337 Summer Street, the potential wind conditions around the development site will be similar to those that currently exist. The following subsections present these wind tunnel results and discuss the potential wind effects of the proposed building additions.

3.1.5.2 Previous Wind Tunnel Results

Wind tunnel tests were conducted by RWDI in 2010 for a proposed building at 315 A Street (then known as 319 A Street Rear) in South Boston. That development, approved by the BRA on December 14, 2012, and currently under construction, is located immediately to the south of the current project at 327-337 Summer Street.

As shown in the photos in Figure 3.1-2, three surrounding configurations (i.e., No Build, Build and Future Build) were tested in the wind tunnel. Results for the latter two configurations can be directly applied for the current project, since the development at 315 A Street (the red building in the photos) is now considered an existing building for purposes of wind study.

With the 315 A Street building in place, wind conditions were found to be comfortable for walking on an annual basis along Summer Street (north façade of the current project) and on West Service Road (east façade). No unacceptable or dangerous wind conditions were detected for any season along these two streets.

The future surroundings would improve these conditions, with wind speeds comfortable for standing in several areas.

Elevated wind conditions were observed along Pastene Alley between 315 A Street and 327-337 Summer Street, with uncomfortable and/or unacceptable wind speeds at most measurement locations in the alley. This is primarily due to the prevailing northwest and northeast winds downwashing off of the proposed tower at 315 A Street and being channeled between the buildings (See Figure 3.1-3).

Once it is complete, the new building at 315 A Street will eliminate these uncomfortable and unacceptable wind conditions in the alley. The future wind conditions were predicted to be comfortable for walking or better annually and seasonally in all pedestrian areas around the building at 327-337 Summer Street.


3.1.5.3 Future Wind Conditions at Grade

The existing buildings at 327-337 Summer Street are attached to each other, for a total length of approximately 360 feet. The added two bays at the east end will be approximately 32 feet in width, less than nine percent (9%) of the total building length. With the vertical addition of two stories in place, the Project is still one story shorter than the existing building to the immediate west, and considerably lower than the building at 315 A Street, to the south. The two added stories will be set back from the main façade in all directions, which will reduce the potential wind impact of the increased height on the sidewalks and entrances at grade.

Therefore, wind conditions around the Project are expected to be similar to those that currently exist. In particular, wind conditions are likely to be comfortable for standing or walking along Summer Street and West Service Road on an annual basis.

Along Pastene Alley, uncomfortable wind conditions are expected to remain until the full buildup of future development in the surrounding area. These wind speeds would occur under both the current conditions and the proposed development of 327-337 Summer Street. Under the proposed development, Pastene Alley would remain primarily for vehicular use, and pedestrians would not be significantly affected by wind conditions.

3.1.5.4 Future Wind Conditions on the Roof

Under both the residential and office alternatives, plans for the rooftop addition to 327-337 Summer street include terraces for use by building occupants. Ideally low wind speeds comfortable for sitting are desired for roof terraces in the summer, when these spaces will typically be in use. However, higher-than-desired wind conditions are expected on the roof, due to the increased wind exposure at higher elevations. The Proponent has committed to installing five-foot glass parapets around the roof terrace for wind control.

3.1.6 Summary

This qualitative assessment of wind conditions around the proposed expansion at 327-337 Summer Street was based on recent wind tunnel results for an adjacent development, as well as local weather data and our experience in the Boston area. The proposed additions make relatively minor changes to the existing dimensions of the buildings, and the future wind conditions around the development are expected to be similar to those that currently exist. Suitable wind conditions are predicted along Summer Street and West Service Road. Uncomfortable and unacceptable wind speeds currently exist along Pastene Alley, and will remain until the full build out of future development in the surrounding area.


Figure 3.1-1 Annual and Seasonal Wind Directionality


(mph)

Calm

1‐5

6‐10

11‐15

16‐20

>20

Annual

Spring (Mar. – May) Summer (Jun. – Aug.)

Fall (Sep. – Nov.) Winter (Dec. – Feb.)

Figure 3.1-2 Wind Tunnel Configurations for the Proposed Building at 315 A Street


No Build

Build

Future Build

Figure 3.1-3 Wind Conditions on Pastene Alley


Downwashing Flow Channeling Effect

Northeast Winds Northwest Winds

3.2 Shadow

3.2.1 Introduction

An analysis of existing and future shadow conditions was conducted as typically required for Expanded PNFs, such as this one. The shadow study included an analysis of impacts to the area surrounding the Project site from the rooftop and East Addition at 327-337 Summer Street. The Project does not include any changes to the building envelope at 319 A Street, and so shadow conditions were not studied there.

Results of the analysis indicate that the Project will not cause substantial impacts to the surrounding area. In general, impacts will be primarily to the immediate surrounding public ways and sidewalks. No shadow from the Project is anticipated to fall on existing or proposed open spaces or public parks in the area. While some new shadow will fall onto sidewalks of adjacent streets, no shadow from the Project is expected to be cast onto MBTA subway or bus stations.

3.2.2 Methodology

The shadow analysis examines existing and build condition shadow impacts for the 9:00 a.m., 12:00 p.m., and 3:00 p.m. hours during the Vernal Equinox (March 21), Summer Solstice (June 21), Autumnal Equinox (September 21), and the Winter Solstice (December 21). In addition, shadow studies were conducted for the 6:00 p.m. time period during the Summer Solstice and Autumnal Equinox.

The shadow analysis presents shadow from the Project as well as the existing shadow and illustrates the incremental impact of the Project. The analysis focuses on major pedestrian areas, public open spaces, bus stops and subway stations, and the streets and sidewalks adjacent to and in the vicinity of the Project site. For the purposes of clarity, shadow from the proposed Project is shown in blue, so as to be distinguishable from the dark gray existing shadow cast in the Project area. Any shadow impacts to historic resources in the area will be discussed in Section 5.0, Historic Resources. Shadows have been determined using the applicable altitude and azimuth data for Boston.

Results of the shadow impact study are discussed in the following subsections, and are supported by Figures 3.2-1 through 3.2-14, which are located at the end of this subsection.

3.2.3 Vernal Equinox (March 21)

In the morning hours of the Vernal Equinox, the low sun will cast a new shadow to the south of the Project site on Pastene Alley. At noon, new shadow from the Project will be cast on part of Summer Street and the sidewalk in front of the East Addition. At 3:00 p.m. on the Vernal Equinox, new shadow from the Project will be limited to a small area of land in a paved area behind 381 Congress Street. (See Figures 3.2-1 through 3.2-3.)


3.2.4 Summer Solstice (June 21)

New shadow will be cast to the south of the Project Site on Pastene Alley in the morning during the Summer Solstice. At noon, new shadow will be cast onto the Summer Street sidewalk in front of the East Addition and a small part of the Summer Street eastbound shoulder. At 3:00 p.m., new shadow will be cast onto a part of the Summer Street eastbound lane on the bridge over West Service Road. At 6:00 p.m., new shadow from the Project will extend the shadow cast on Summer Street sidewalk and Summer Street westbound shoulder, as well as onto a Congress Street parking lot. (See Figures 3.2-4 through 3.2-7.)

3.2.5 Autumnal Equinox (September 21)

In the morning of the Autumnal Equinox, new shadows will only include a narrow band cast on Pastene Alley behind 327-337 Summer Street. At noon, the sun will cast new shadow north of the Project site, extending the existing shadow on Summer Street and the Summer Street sidewalk in front of the East Addition. No new shadows will be caused by the Project at 3:00 p.m. or 6:00 p.m. (See Figures 3.2-8 through 3.2-11.)

3.2.6 Winter Solstice (December 21)

A narrow band of new shadow will be cast on part of the Summer Street eastbound lane and the sidewalk in front of the Project site in the morning during the Winter Solstice. At noon, new shadow will be cast on part of Summer Street and sidewalks on both sides, and on a small paved area next to 322 Summer Street. At 3:00 p.m., a narrow band of new shadow will be cast across Summer Street and sidewalks on both sides in front of the East Addition. (See Figures 3.2-12 through 3.2-14.)

3.2.7 Conclusions

The shadow study analysis provides insight into potential impacts of the Project on the streets, sidewalks, bus stops and subway stations, and open spaces in the Project’s vicinity. The results indicate that the Project causes minimal shadow impacts to the surrounding area. Shadow impacts throughout the year will primarily extend existing shadows in the Project area. The most significant shadow will be cast onto the surrounding area during the morning hours, when the sun is low in the eastern sky, creating shadow from the East Side. Addition to 327-337 Summer Street. Some new shadow will fall onto sidewalks of adjacent streets. No shadow from the Project is expected to be cast onto MBTA subway or bus stations. No shadow from the Project is anticipated on existing or proposed open spaces or public parks (i.e., Channel Park and the Boston Harborwalk) in the area.


Figure 3.2-1 Shadow Impact - Vernal Equinox – 9:00 a.m.


Figure 3.2-2 Shadow Impact - Vernal Equinox – 12:00 p.m.


Figure 3.2-3 Shadow Impact - Vernal Equinox – 3:00 p.m.


Figure 3.2-4 Shadow Impact - Summer Solstice – 9:00 a.m.


Figure 3.2-5 Shadow Impact - Summer Solstice – 12:00 p.m.






Figure 3.2-8 Shadow Impact - Autumnal Equinox – 9:00 a.m.


Figure 3.2-9 Shadow Impact - Autumnal Equinox – 12:00 p.m.






Figure 3.2-12 Shadow Impact - Winter Solstice – 9:00 a.m.


Figure 3.2-13 Shadow Impact - Winter Solstice – 12:00 p.m.


Figure 3.2-14 Shadow Impact - Winter Solstice – 3:00 p.m.



3.3 Daylight

3.3.1 Introduction

The purpose of the daylight analysis is to estimate the extent to which a proposed Project will affect the amount of daylight reaching the streets and the pedestrian areas adjacent to the Project site. As is typically required by the BRA, the daylight analysis for the Project considers existing and proposed daylight conditions as well as those of the surrounding area. The results of the analysis indicate that although increases in daylight obstruction are anticipated due to new construction for the Project, the resulting conditions will be consistent with daylight obstruction values along nearby streets and typical of urban areas.

3.3.2 Methodology

The daylight analysis was performed using the Boston Redevelopment Authority Daylight Analysis (BRADA) computer program.3 This program measures the percentage of sky-dome that is obstructed by a project and is a useful tool in evaluating the net change in obstruction from existing to build conditions at a specific site.

Using BRADA, a silhouette view of the building is taken at ground level from the middle of the adjacent city streets or pedestrian ways centered on the Project. The façade of the building facing the viewpoint, including heights, setbacks, corners and other features, is plotted onto a base map using lateral and elevation angles. The two-dimensional base map generated by BRADA represents a figure of the building in the “sky dome” from the viewpoint chosen. Due to the constraints of the BRADA program, the setbacks of the building may be simplified or the building may be divided into sections in some cases. The BRADA program calculates the percentage of daylight that will be obstructed on a scale of zero percent to 100 percent based on the width of the view, the distance between the viewpoint and the building, and the massing and setbacks incorporated into the design of the building; the lower the number, the lower the percentage of obstruction of daylight from any given viewpoint.

This daylight analysis compares three conditions:

♦ Existing conditions;

♦ Proposed conditions; and

♦ The context of the area.

3 Method developed by Harvey Bryan and Susan Stuebing, computer program developed by Ronald Fergle, Massachusetts Institute of Technology, Cambridge, MA, September 1984.

Viewpoints for the existing and proposed condition were chosen from the two public ways surrounding 327-337 Summer Street: Summer Street (Viewpoint 1) and West Service Road (Viewpoint 2). Viewpoint 3 was chosen from Pastene Alley, which runs behind 327-337 Summer Street, along the southern edge of the Project site, although this alley is not anticipated to experience a high-level of pedestrian activity, and it is a private way not open to public travel. Additionally, this study considered area context points to provide a basis of comparison to existing conditions in the surrounding area. These viewpoints were taken along Summer Street (AC1), A Street (AC2) and Necco Court (AC3). These viewpoints and area context points are illustrated on Figure 3.3-1.

The 319 A Street building massing will remain the same, and therefore its daylight obstruction will not change as a result of the Project.

3.3.3 Daylight Analysis Results

The results for each viewpoint under each condition are described in Table 3.3-1. Figures 3.3-2 through 3.3-4 illustrate the BRADA results for each analysis and are located at the end of this subsection.

3.3.4 Existing Conditions and Area Context

The Project area is densely populated and characterized by a mix of uses, including retail, residential, commercial, institutional, and industrial uses. The Project site is currently occupied by two attached buildings that stand five stories above Summer Street and seven stories above West Service Road and Pastene Alley. Existing daylight obstruction values at the Project site range from 40.9 percent along West Service Road to 88.1 percent along Pastene Alley, as shown in Table 3.3-1.

To evaluate general daylight conditions in the area, the analysis included three area context viewpoints, some of which were included in previous filings with the BRA. From Summer Street, the buildings at 312-330 Summer Street (AC1) have a daylight obstruction value of 61.8 percent. The six-story building at 300 A Street (AC2) has an obstruction value of 80.6 percent from the center of A Street. From Necco Court (AC3), the three adjacent buildings at 49, 51 and 63 Melcher Street are anticipated to have an obstruction value of 93.9 percent.

Table 3.3-1 Daylight Obstruction Values

Viewpoint Locations Existing Proposed

Viewpoint 1 Summer Street looking south at the Project site 51.8% 56.9%

Viewpoint 2 West Service Road looking west at the Project site 40.9% 79.6%

Viewpoint 3 Pastene Alley looking north at the Project Site 88.1% 89.9%


Table 3.3-1 Daylight Obstruction Values (Continued)

Viewpoint Locations Existing Proposed

Area Context Points

AC1 Summer Street looking at the buildings at 312-330 Summer Street 61.8%

AC2 A Street looking at the building at 300 A Street 80.6%

AC3 Necco Court looking at the three adjacent buildings at 49, 51 and 63 Melcher Street

93.9%

* AC2 and AC3 are based on a daylight analysis prepared by Epsilon Associates for the 49/51/63 Melcher Street Project Notification Form, February 11, 2008; Construction is underway at 49, 51 and 63 Melcher Street by their respective owners.

Summer Street – Viewpoint 1

Summer Street runs along the northern edge of the Project site. Viewpoint 1 was taken from the center of Summer Street, looking south towards the Project site. The existing condition at the Project site has an obstruction value of 51.8 percent. The daylight analysis demonstrates that the horizontal and vertical additions proposed by the Project will result in a minor increase in daylight obstruction value to 56.9 percent.

West Service Road – Viewpoint 2

West Service Road runs along the eastern edge of the Project site. Viewpoint 2 was taken from the center of West Service Road, looking west towards the Project site. The existing building at the Project site has an obstruction value of 40.9 percent. Primarily due to the horizontal addition bringing the building closer to West Service Road, the daylight obstruction from this viewpoint will increase to 79.6 percent under proposed conditions. This daylight obstruction value is similar to the daylight obstruction values in the surrounding area.

Pastene Alley – Viewpoint 3

Pastene Alley, a private way, runs between 327-337 Summer Street and 319 A Street, along the southern edge of the 327-337 Summer Street building. The narrow width of the street reduces the amount of daylight reaching the narrow sidewalks along this alley. It should be noted that the alley is a private way not open to public travel, and is not anticipated to be used by pedestrians on a regular basis. Viewpoint 3 was taken from the center of the alley, looking north toward the Project site. Existing conditions at the Project site have an obstruction value of 88.1 percent. The horizontal and vertical additions of the Project will increase the daylight obstruction value only slightly to 89.9 percent. This daylight obstruction value is similar to those found in the surrounding area.


Figure 3.3-1Viewpoint Locations


G:\Projects2\MA\Boston\3011\viewpoints.mxd

LEGEND

Basemap: Microsoft Bing Aerial Imagery, ESRI (2012)

Project Site

0 100 20050Feet1 inch = 200 feet

Scale 1:2,400

Area Context Location and Direction

Viewpoint Location and Direction

AC

Figure 3.3-2 Daylight Analysis - Viewpoint 1


Viewpoint 1 – Existing Conditions: Summer Street Looking Southwest at 327-337 Summer Street

Viewpoint 1 – Proposed Conditions: Summer Street Looking Southwest at 327-337 Summer Street



Viewpoint 2 – Existing Conditions: West Service Road Looking Northwest at 327-337 Summer Street

Viewpoint 2 – Proposed Conditions: West Service Road Looking Northwest at 327-337 Summer Street



Viewpoint 3 – Existing Conditions: Pastene Alley Looking Northeast at 327-337 Summer Street

Viewpoint 3 – Proposed Conditions: Pastene Alley Looking Northeast at 327-337 Summer Street

3.3.5 Conclusions

The daylight analysis conducted for the Project describes existing and proposed daylight obstruction conditions at the Project site and in the surrounding area. The results of the BRADA analysis indicate that daylight obstruction will increase due to the additions proposed as part of the Project. The daylight obstruction related to the Project will be similar to that found in the surrounding area, and are typical of urban areas.

3.4 Solar Glare Impacts

3.4.1 Introduction

The Proponent is considering an option to construct the East Addition to 327-337 Summer Street with glass facades. The Rooftop Addition to that building is proposed with glass facades. This Subsection 3.4 includes an analysis of the potential for solar glare impacts on area streets, highway approaches, and nearby public open spaces from those glass facades. The Project would have substantially less solar glare impacts if the East Addition were clad in masonry, as proposed under a second design option.

During seven of the 12 time periods considered, the glass additions at 327-337 Summer Street are not expected to result in adverse solar glare impacts because the solar reflection will be outside the cone of vision for pedestrians and vehicular traffic. The five time periods in which such impacts are expected include 3:00 PM during the vernal equinox, 9:00 AM during the autumnal equinox, and 9:00 AM, 12:00 noon and 3:00 PM during the winter solstice.

Solar glare was analyzed for the Project at the eastern end of 327-337 Summer Street and for the two new levels of that building’s Rooftop Addition. This analysis is conservative in that it assumes the exterior skin of the building façades to be smooth, specular and 100-percent reflective glass. In actuality, these glass exterior would be a low-emittance (Low-E) glass with a reflectivity substantially below 100-percent. As a result, impacts to the surrounding area will be substantially less than those depicted in Figures 3.4-1 through 3.4-5.

3.4.2 Methodology

Light and Glare Evaluation

Commonly accepted environmental studies indicate that solar glare should be evaluated when reflected light is visible within the normal human viewing range. The normal human viewing range, also referred to as the “cone of vision,” is defined as an angle 30-degrees above the horizontal, 45-degrees below the horizontal, and 65-degrees to the right or left of the forward line of sight. This cone of vision can be applied when evaluating impacts on traffic, as well as pedestrians.


Reflected sunlight occurs within the normal human viewing range when the sun’s altitude angle is 30 degrees or fewer above the horizon and the reflected sunlight is 65 degrees to the right or left of a forward line of sight. Sunlight that is reflected in the same direction as, or that runs perpendicular to, pedestrian or vehicular traffic has no solar glare impact because it is outside the cone of vision.

Solar glare is generally described as being either “primary” or “secondary.” Primary glare pertains to glare caused by a direct light source, such as the sun, whereas secondary glare is caused by reflected light, also often referred to as reflective glare. Reflective glare is generally of two types: “spot” glare, in which parallel light rays from the sources are reflected parallel from the reflective surface; and “scattered” glare, which occurs when parallel light rays from a source are reflected from the reflecting surface in a non-parallel fashion.

Spot glare from reflected sunlight is actually quite common; however, it rarely creates a visual nuisance because the angles of reflectance are usually sufficiently large that the angle of incidence with the horizon is greater than 30 degrees, and so does not intrude on vision unless the viewer tilts his or her head upward. Reflective glare from the sun, whether spot and scattered type, is most noticeable during the early or late hours of the day, when the altitude of the sun above the horizon is low, or during the winter months when the angle of the sun is continuously at an angle of less than 30 degrees.

Lower solar altitude, typical of the early and late hours of the day and the winter months, produces glare that is within the normal cone of vision. This low altitude causes the sun’s light to pass through more of the atmosphere. The result is that the intensity of sunlight is much lower than when the sun is at a high angle. Oftentimes, low-angle sunlight cannot reach the street level to affect pedestrians and motorists.

Distant glare also has less effect on the human eye because it is out of the field of focus of a pedestrian or motorist. Impacts from glare are studied out to 400 feet from the reflective surface, where most of the impact would occur. Reflective glare outside 400 feet is considered insignificant due to the low solar intensity, and so impacts occurring at that radius and beyond are not addressed in this analysis. Conversely, those areas within 400 feet of each Project building will be referred to in this analysis as the “region of impact.”

The adverse effects of glare on vision are often analyzed in terms of visual discomfort and visual disability. Discomfort occurs when a relatively intense light (compared to the background) is seen before the eye has had sufficient time to adapt to it. Squinting and physical avoidance are signs of discomfort. Disabilities can arise when the eyes cannot adjust simultaneously to a bright light source and a darker background. An example of this is the momentary loss of clarity that occurs when a driver is faced with bright, high-angle headlights of an oncoming vehicle.


Solar glare impacts are calculated using solar altitude and azimuth angles and geometry. The light’s angle of reflectance can be determined if its angle of incidence is known, which, in the horizontal plane, is determined using the sun’s azimuth angle and the orientation of the reflective surface. By projecting the sun’s rays from the corners of a given building façade facing the sunlight, the potential area affected by the solar glare can be determined. The distance that the reflected sunlight will extend is determined by projecting the sun’s rays, using the appropriate altitude angle, from the top of the reflective surface. The reflected ray is then extended until it intersects ground level or another building.

In some cases, particularly in urban settings, adjacent buildings will intercept reflected light. The reflected light can either be completely blocked by a building or partially intercepted. Existing buildings also act to intercept incoming rays and thus reduce the amount of sunlight actually striking reflective surfaces of proposed buildings.

Building Materials

Two general types of exterior building surfaces can be distinguished: (1) specular (mirror-like); and (2) porous. Building exteriors that have smooth, specular surfaces reflect the sun’s rays in a parallel fashion, producing an image of the light source with intensity equal to that of the source, multiplied by the building surface’s reflectivity. Porous surfaces will scatter the sun’s rays in a number of directions, thereby diffusing it and resulting in scattered glare. Porous surfaces often will appear brighter than specular ones; however they will actually reflect light at a lower intensity than the specular surfaces.

327-337 Summer Street Façade Analysis

The Project entails constructing two distinct additions to the building at 327-337 Summer Street: an East Addition and a two-level Rooftop Addition. The proposed East Addition will either be clad with glass walls, or masonry walls with small windows. The solar glare study analyzes potential impacts assuming the most impactful case, which is the glass-facade scenario for the East Addition.

Potential for reflective glare from the Project’s facades was evaluated using solar altitude and azimuth angles and simple geometry. Four representative seasonal periods were selected for the analysis: the spring and autumnal equinoxes and the winter and summer solstices. On each of these days, three time periods, 9:00 am, 12:00 noon, and 3:00 pm (local time), were evaluated to provide a representative analysis of reflective glare impacts resulting from the Project façade.

The analysis is conservative in that it assumes the exterior skin of the East Addition and Rooftop Addition are specular, smooth and 100-percent reflective glass. In actuality, new exterior walls will be of varying materials (i.e. some metal with glass), and the glass itself will be Low-E, meaning it will have a reflectivity below 100 percent. As a result, impacts to the surrounding area will be substantially less than those assumed in this analysis.


3.4.3 Reflective Glare Analysis

The Project’s reflective glare impacts are discussed in detail below for each of the time periods evaluated. Figures illustrating potential impacts are included with a discussion of the impacts, and the technical data used in the analysis are included on each figure. To provide a clear depiction of the source of potential glare, one graphic depicts glare for each time period.

3.4.3.1 Spring Equinox

The solar altitude in Boston on March 21 at 9:00 AM is 33.3°, and at 12:00 PM is 48°. As noted above, reflected sunlight occurs within the normal human viewing range when the sun’s altitude angle is 30° or less above the horizon. Therefore, solar glare analyses for March 21 at 9:00 AM and 12:00 PM were not conducted because any solar glare during these time periods will be out of the cone of vision.

At 3:00 PM, the solar altitude in Boston is 30.5°, which is only marginally higher than the 30° limit of the cone of vision for pedestrians and motorists, but such that solar glare impacts may be noticeable. Incoming solar rays will be blocked to most of the western and southern faces of the additions by the high-rise building at 315 A Street now under construction and the adjacent Summer Street building. Just a small region at the southwest corners of the Rooftop Addition will receive incoming sunlight. As shown in Figure 3.4-1, the incoming sunlight from the southwest will be reflected off of the westernmost end of the southern facade and the southernmost end of the western façade of both levels of the proposed Rooftop Addition. The reflected glare will fall onto the roof of the next lower tier of the building, with no reflected glare reaching the ground.

3.4.3.2 Summer Solstice

Solar glare analyses for the summer solstice (June 21) were not conducted because any solar glare during the 9:00 AM, 12:00 PM and 3:00 PM time periods will be out of the cone of vision. This is because the sun’s altitude in Boston on that date is above 30° for each time period.

3.4.3.3 Autumnal Equinox

Because the altitude of the sun in Boston at 9:00 AM on the autumnal equinox (September 21) is below 30°, an analysis was conducted for that time period. At that time, incoming light from the east-southeast would reflect off the eastern and northern facades of the proposed East Addition and Rooftop Addition. As shown in Figure 3.4-2 reflected glare from the East Addition will extend across West Service Road, however it will not impact drivers or pedestrians because the reflected light would be nearly perpendicular to the traffic flow (i.e., out of the cone of vision). In addition, there will be a very narrow band of glare from the north side of the East Addition that could potentially affect traffic or


pedestrians travelling eastbound on Summer Street. This impact will be noticeable for a short duration. Reflected light from the Rooftop Addition eastern and northern façades will extend across the roof of the next lower tier, but will not reach the ground.

At 12:00 PM and 3:00 PM on September 21 the position of the sun in Boston is such that solar glare will be out of the cone of vision; therefore, solar glare analyses were not conducted for those time periods.

3.4.3.4 Winter Solstice

The winter period is generally of most concern for solar glare in Boston. During the winter solstice (December 21), the solar altitude angle in Boston is continuously below 30°. Therefore, an analysis was done for 9:00 AM, 12:00 PM and 3:00 PM. Generally, impacts during the winter solstice are somewhat lessened because the reflected sunlight becomes more diffused as the solar altitude drops closer to the horizon, and sunlight must pass through a greater thickness of atmosphere. Solar glare impacts from the Project during the winter solstice are shown in Figures 3.4-3 through 3.4-5. Of the three times analyzed, 9:00 AM and 12:00 PM are expected to be the times during which there are instances of potential solar glare impacts.

As shown in Figure 3.4-3, at 9:00 AM during the winter solstice, reflected sunlight from the east façade of the East Addition would not affect eastbound traffic on Summer Street, since the reflected light is heading in the same direction as the traffic, however the glare does extend in a small area into the westbound lane which could potentially affect traffic heading westbound on Summer Street. Pedestrians walking to the west on the southern side of Summer Street may also be affected. A small region on West Service Road near the East Addition will experience glare crossing it. This may minimally affect drivers and pedestrians since the angle of the reflected light is crossing their path near the edge of the cone of vision. The eastern facades of the Rooftop Additions will reflect light as well. The solar glare from these additions will extend over the rooftops of the next lower levels.

The southern façade of the additions will also reflect sunlight at 9 AM on December 21 as shown in Figure 3.4-3. A narrow band of reflected sunlight from the south side of the East Addition will extend into Pastene Alley, the private way that separates 327-337 Summer Street from 315 A Street. Reflected sunlight from the southern façade of the Rooftop Addition will fall onto the roof of the next lower tier and will not reach any surrounding ground levels.

At noon, as shown on Figure 3.4-4, incoming rays from the south will be blocked by the 315 A Street building. Only the eastern edge of the southern façade of the East Addition will receive incoming solar rays. Reflected light from the southern façade of the East Addition will fall in Pastene Alley. Incoming rays will also be blocked from reaching the southern part of the eastern face of the Penthouse Additions. Incoming rays will reach the entire east face of the East Addition. Reflected sunlight from the east façade of the East


Addition would potentially affect traffic heading westbound on Summer Street and southbound on West Service Road. Note that there is an area of no glare on the ground beyond Summer Street. This is because Summer Street is elevated above West Service Road, and the elevated roadbed itself casts a shadow on the ground blocking the reflected glare. Beyond the distance of the shadow, the reflected glare reaches the ground. Reflected light from the east façade of the Rooftop Addition falls onto the roof of the next lower tier and does not reach any surrounding ground levels.

At 3:00 PM, the 315 A Street building will block many of the incoming solar rays to the southern side of 327-337 Summer Street. Incoming rays will reach the western edge of the southern façade of the Rooftop Addition. As shown in Figure 3.4-5, at 3:00 PM, reflected light from the southern façade of the Rooftop Addition will result in glare falling onto the roof of the next lower tier and is not expected to reach the ground. Therefore reflected light from the Rooftop Addition is not expected to adversely impact any pedestrian or vehicular traffic areas.

3.4.4 Heat Loading on Nearby Buildings

It is anticipated that the Project will have little effect on the thermal heat gain of neighboring structures. The low reflectivity of new glass walls will not only mitigate solar glare, but will also reduce the heat gain on nearby buildings by the same intensity. During time periods with high sun angles, the amount of reflected solar radiation cast upon existing building walls and roofs will be necessarily limited, further reducing the energy received. At low sun angles in the winter, although there is more glare than in summer, the thermal energy is far less due to the thickness of atmosphere through which the light must travel, making potential heat gain less of a negative concern.

Heat loading from a reflective high-rise building is primarily a concern for other structures with glass facades (i.e., other high-rises). These high-rise buildings often use curtain wall construction and architectural glass surfaces, which expose the full surface of such buildings to radiation influences. Other than 315 A Street, which is not clad solely in glass, there are no high-rise buildings in the area. Typical perimeter wall materials for area buildings include masonry or other dense materials, with limited glazed areas, normally punched windows.

Based on the five time periods studied in this subsection, impacts from solar reflection may impact the 315 A Street building during the morning hours in the winter. Due to the Project’s use of Low-E glass and the low intensity of reflected sunlight during the periods of the year when reflections are most prevalent, the amount of heat loading on 315 A Street is anticipated to be minimal.


Proposed Project

SUMMER ST.

MELCHER ST.

PASTENE ALY.

NECCO CT.

SUMMER ST.

CONGRESS ST.

WES

T SER

VICE R

D.

A ST.

Proposed Project

SUMMER ST.

MELCHER ST.

PASTENE ALY.

NECCO CT.

SUMMER ST.

CONGRESS ST.

WES

T SER

VICE R

D.

A ST.

Proposed Project

SUMMER ST.

MELCHER ST.

PASTENE ALY.

NECCO CT.

SUMMER ST.

CONGRESS ST.

WES

T SER

VICE R

D.

A ST.

Proposed Project

SUMMER ST.

MELCHER ST.

PASTENE ALY.

NECCO CT.

SUMMER ST.

CONGRESS ST.

WES

T SER

VICE R

D.

A ST.

Proposed Project

SUMMER ST.

MELCHER ST.

PASTENE ALY.

NECCO CT.

SUMMER ST.

CONGRESS ST.

WES

T SER

VICE R

D.

A ST.

3.4.5 Conclusions

Under the most conservative assumptions, solar glare impacts from the Project are not expected to occur for seven of the 12 time periods considered, because the solar reflection will be outside the cone of vision for pedestrians and vehicular traffic. For the five other time periods studied, reflected light from the Rooftop Addition is not expected to adversely impact any pedestrian or vehicular traffic areas, while solar glare impacts from the East Addition could impact narrow areas of Summer Street, West Service Road, and Pastene Alley.

This solar glare analysis assumes that the exterior skin of the new additions to 327-337 Summer Street will be specular, smooth, and 100-percent reflective glass. In actuality, the facades of these additions will not be uniformly specular and smooth, and will use Low-E glass with a reflectivity substantially below 100 percent. Certain areas, as depicted in the figures to this Subsection 3.4, are expected to receive reflected sunlight, but the intensity will be relatively low. The Proponent will mitigate these potential solar glare impacts by continuing to evaluate façade design and materials for the two additions.

3.5 Air Quality Analysis

3.5.1 Introduction

It is expected that the majority of stationary sources of Air-pollutant emissions (boilers, engines, etc) would be subject to MassDEP’s Environmental Results Program. Thus, any air quality impacts would be mitigated by this program and air impact analyses would be done at the time of Mass DEP permitting.

An air quality analysis was conducted to determine the impact of pollutant emissions from mobile source emissions generated by the Project. Because two alternatives are being considered for the use of 327-337 Summer Street once it is renovated, four cases were examined in this analysis: Existing, No-Build, Residential Alternative, and Office Alternative. A microscale analysis is typically performed to evaluate the potential air quality impacts of carbon monoxide (CO) due to traffic flow around the Project area. The impacts were added to monitored background values and compared to the Federal National Ambient Air Quality Standards (NAAQS). The standards were developed by the United States Environmental Protection Agency (EPA) to protect the human health against adverse health effects with a margin of safety.



The modeling methodology was developed in accordance with the latest MassDEP modeling policies and Federal modeling guidelines.4 The air quality analysis results show that CO concentrations at all receptors studied are well under thresholds set by the National Ambient Air Quality Standards (NAAQS) promulgated by the U.S. Environmental Protection Agency (EPA).

Modeling assumptions and backup data for results presented in this subsection are provided in Appendix D.

3.5.2 Microscale Analysis

A microscale analysis is used to determine the effect on air quality of the increase in traffic generated by a project. A microscale analysis is typically required for a project at intersections where: 1) project traffic would impact intersections or roadway links currently operating at Level of Service D, E, or F or would cause LOS to decline to D, E, or F; 2) project traffic would increase traffic volumes on nearby roadways by 10% or more (unless the increase in traffic volume is less than 100 vehicles per hour); or, 3) the project will generate 3,000 or more new average daily trips on roadways providing access to a single location. The microscale analysis involves modeling of CO emissions from vehicles idling at and traveling through signalized intersections. Predicted ambient concentrations of CO for the Build and No-Build cases are compared with federal and state ambient air quality standards for CO.

The microscale analysis typically examines breathing-level (1.8 meter) CO impacts due to traffic queues in the immediate vicinity of a project. CO is used in microscale studies to indicate roadway pollutant levels since it is the most abundant pollutant emitted by motor vehicles and can result in so-called "hot spot" (high concentration) locations around congested intersections. NAAQS have been established by the EPA for CO to protect the public health (known as primary standards). These standards do not allow ambient CO concentrations to exceed 35 parts per million (ppm) for a one-hour averaging period and 9 ppm for an eight-hour averaging period, more than once per year at any location. The widespread use of CO catalysts on late-model vehicles has reduced the occurrences of CO hotspots. Air quality modeling techniques (computer simulation programs) are typically used to predict CO levels for both existing and future conditions to evaluate compliance of the roadways with the standards. The analysis followed the procedure outlined in EPA’s intersection modeling guidance.5

The microscale analysis has been conducted using the latest versions of EPA MOBILE6.2 and CAL3QHC to estimate CO concentrations at sidewalk receptor locations.

4 40 CFR 51 Appendix W, Guideline on Air Quality Models, 70 FR 68228, Nov. 9, 2005 5 U.S. EPA, Guideline for Modeling Carbon Monoxide from Roadway Intersections; EPA-454/R-92-005,

November 1992.

Existing (2012) and future year (2017) emission factor data calculated from the MOBILE6.2 model, along with traffic data, were input into the CAL3QHC program to determine CO concentrations due to traffic flowing through the selected intersections.

Existing background values of CO at the nearest monitor location in Kenmore Square, Boston, were obtained from the MassDEP. CAL3QHC and AERMOD results were then added to background CO values of 1.9 ppm (one-hour) and 1.5 ppm (eight-hour), as provided by MassDEP, to determine total air quality impacts due to the Project. This value was compared to the NAAQS for CO of 35 ppm (one-hour) and 9 ppm (eight-hour).

3.5.2.1 Intersection Selection

An analysis of the six intersections from the traffic study (Section 2.0) was conducted. Microscale modeling was performed for the intersections that met the aforementioned criteria for microscale analyses:

♦ Congress Street, A Street, and Thomson Place;

♦ Congress Street, West Service Road, and Boston Wharf Road

♦ Summer Street and Melcher Street; and,

♦ A Street and Melcher Street.

The traffic volumes and LOS calculations provided in Chapter 2 form the basis of evaluating the traffic data versus the microscale thresholds. It should be noted that in the 2017 cases, the USPS driveway at A Street and Melcher Street becomes one-way, with no exit to A Street.

3.5.2.2 Emissions Calculations (MOBILE6.2)

The EPA MOBILE6.2 computer program was used to estimate motor vehicle emission factors on the roadway network. Emission factors calculated by the MOBILE6.2 model are based on motor vehicle operations typical of daily periods. The Commonwealth’s statewide annual Inspection and Maintenance (I&M) program was included, as well as the state specific vehicle age registration distribution. The input files for MOBILE6.2 for the existing (2012) build year (2017) were provided by MassDEP. As is typical, minor edits to the files were necessary to allow the program to output emission factors for the various speeds used in the analysis.

The current version of MOBILE6.2 does not explicitly calculate idle emissions. However, idle emissions can be obtained by assuming a vehicle speed of 2.5 mph (the lowest speed MOBILE6 will model). The resulting emission rate given in (grams/mile) is then multiplied by 2.5 mph to estimate idle emissions (in grams/hour). Mobile emissions are calculated



based on actual speeds at which free-flowing vehicles travel through the intersections. A speed of 30 mph is used for all free-flow traffic. Speeds of 10 and 15 mph were used for right (and U-turns, if necessary) and left turns, respectively.

Winter CO emission factors are typically higher than summer. Therefore, winter vehicular emission factors were conservatively used in the microscale analysis.

3.5.2.3 Receptors and Meteorology Inputs

Sets of up to 100 receptors were placed in the vicinity of each of the modeled intersections. Receptors extended approximately 500 feet on the sidewalks along the roadways approaching the intersection. The roadway links and receptor locations of the modeled intersections are presented in Figure 3.5-1 through 3.5-4.

For the CAL3QHC model, limited meteorological inputs are required. Following EPA guidance,6 a wind speed of one m/s, neutral stability class D (4), and a mixing height of 1,000 meters was used. To account for the intersection geometry, wind directions from 0° to 350°, every 10°, were selected. A surface roughness length of 321 cm was selected.7

3.5.2.4 Impact Calculations (CAL3QHC)

The CAL3QHC model predicts one-hour concentrations using queue links at intersections, worst-case meteorological conditions, and traffic input data. The one-hour concentrations were scaled by a factor of 0.7 to estimate eight-hour concentrations.8 The CAL3QHC methodology was based on EPA CO modeling guidance. Signal timings were provided directly from the traffic modeling runs. The CAL3QHC input parameters are also described in Appendix D.

3.5.2.5 Background Concentrations

To estimate background pollutant levels representative of the area, the most recent air quality monitor data reported by the MassDEP in their Annual Air Quality Reports was obtained for 2007 to 2011. MassDEP guidance specifies the use of the latest three years of available monitoring data from within 10 kilometers of the Project site. Since some pollutants are no longer monitored, data prior to the most recent three years is used.

6 U.S. EPA, Guideline for Modeling Carbon Monoxide from Roadway Intersections. EPA-454/R-92-005, November 1992.

7 U.S. EPA, User’s Guide for CAL3QHC Version 2: A Modeling Methodology for Predicting Pollutant Concentrations Near Roadway Intersections. EPA –454/R-92-006 (Revised), September 1995

8 U.S. EPA, Screening Procedures for Estimating the Air Quality Impact of Stationary Sources; EPA-454/R-92-019, October 1992

Figure 3.5-1 Link and Receptor Locations for CAL3QHC modeling of Intersection 1: Congress St., A St., & Thomson Pl.


Figure 3.5-2 Link and Receptor Locations for CAL3QHC modeling of Intersection 2: Congress St., W. Service Rd., & Boston Wharf Rd.


Figure 3.5-3 Link and Receptor Locations for CAL3QHC modeling of Intersection 3: Summer St. & Melcher St.


Figure 3.5-4 Link and Receptor Locations for CAL3QHC modeling of Intersection 4: A. St. & Melcher St.


The closest monitors in Boston Are located at 174 North Street in the North End, One City Square in Charlestown, and at Kenmore Square. Since monitors do not always sample for all pollutants, the nearest monitor for each pollutant was identified. A summary of the background air quality concentrations are presented in Table 3.5-1. Overall air quality is generally good in the area, as all observed concentrations are currently in compliance with applicable NAAQS.

Background CO concentrations were determined from the closest available monitoring stations to the proposed Project. For use in the microscale analysis, background concentrations of CO in ppm were required. The corresponding maximum background concentrations in ppm were 1.9 ppm for one-hour and 1.5 ppm for eight-hour CO.

Table 3.5-1 Observed Ambient Air Quality Concentrations and Selected Background Levels

Pollutant Averaging

Time 2009 2010 2011

Background Concentration

(µg/m³) NAAQS Location

1-Hour 65 69.94 127.4 127.4 195 KEN

3-Hour 88.4 62.4 49.4 88.4 365 KEN

24-Hour 23.4 21.84 31.46 31.5 1,300 KEN SO2

1,7,8

Annual 6.5 5.824 6.136 6.5 80 KEN

24-Hour 44 32 39 44.0 150 CTY PM-10 Annual 17.9 15.1 15.9 17.9 50 CTY

24-Hour 4 24.1 24.8 23.9 24.3 35 NTH PM-2.5 Annual 5 10.2 10.03 10.32 10.2 15 NTH

1-Hour 6 112.8 119.38 140.812 140.8 188 KEN NO2 3

Annual 37.788 35.908 38.2768 38.3 100 KEN

1-Hour 1596 2166 1710 2166 40,000 KEN CO 2 8-Hour 1254 1710 1482 1710 10,000 KEN

From 2007-2011 MassDEP Annual Data Summaries

KEN = Kenmore Sq. Boston; CTY = 1 City Sq. Boston, NTH = 174 North St. Boston 1 SO2 reported in ppm or ppb. Converted to µg/m3 using factor of 1 ppm = 2600 µg/m3. 2 CO reported in ppm or ppb. Converted to µg/m3 using factor of 1 ppm = 1140 µg/m3. 3 NO2 reported in ppm or ppb. Converted to µg/m3 using factor of 1 ppm = 1880 µg/m3. 4 Background level for 24-hour PM-2.5 is the average concentration of the 98th percentile for three years. 5 Background level for annual PM-2.5 is the average for three years. 6 Maximum annual 1-hr concentrations. 7 The 24-hour and Annual standards were revoked by EPA on June 22, 2010, Federal Register 75-119, p. 35520. 8 The 2010 & 2011 SO2 3-hr value is not reported. Years 2007-2009 used instead.



3.5.3 Results

The results of the maximum one-hour predicted CO concentrations from CAL3QHC are provided in Tables 3.5-2 through 3.5-5 for the modeled scenarios. Eight-hour average concentrations are calculated by multiplying the maximum one-hour concentrations by a factor of 0.7.9

The results of the one-hour and eight-hour maximum modeled CO ground-level concentrations from CAL3QHC were added to EPA-supplied background levels for comparison to the NAAQS. These values represent the highest potential concentrations at the intersection as they are predicted during the simultaneous occurrence of "defined" worst-case meteorology. The highest one-hour traffic-related concentration predicted in the area of the Project, for the modeled conditions (1.4 ppm) plus background (1.9 ppm) is 3.3 ppm at Congress Street, A Street, and Thomson Place, in all 2017 cases. The highest eight-hour traffic-related concentration predicted in the area of the Project for the modeled conditions (0.9 ppm) plus background (1.5 ppm) is 2.4 ppm for the same location and cases. Both concentrations are well below the one-hour NAAQS of 35 ppm and the eight-hour NAAQS of 9 ppm.

It would be expected that any other mitigation measures implemented to improve traffic flow at any of the modeled intersections would result in further improved air quality conditions.

3.5.4 Conclusions

Using conservative estimates, the CO concentrations at the nearest receptors for impacts from the studied intersection, plus monitored background values, are well under the CO NAAQS thresholds.

9 U.S. EPA, Screening Procedures for Estimating the Air Quality Impact of Stationary Sources; EPA-454/R-92-019, October 1992

Table 3.5-2 Summary of Microscale Modeling Analysis (Existing 2012)

Intersection

CAL3QHC Modeled CO

Impacts (ppm)

Monitored Background

Concentration (ppm)

Total CO Impacts (ppm)

NAAQS (ppm)

One-Hour

1.1 1.9 3.0 35 Congress Street, A Street & Thomson Place

1.3 1.9 3.2 35

0.9 1.9 2.8 35 Congress Street, West Service Road, & Boston

Wharf Road 1.0 1.9 2.9 35

0.9 1.9 2.8 35 Summer Street & Melcher Street

1.0 1.9 2.9 35

0.7 1.9 2.6 35 A Street & Melcher Street

0.6 1.9 2.5 35

Eight-Hour

0.8 1.5 2.3 9 Congress Street, A Street & Thomson Place

0.9 1.5 2.4 9


Wharf Road 0.7 1.5 2.2 9

0.6 1.5 2.1 9 Summer Street & Melcher Street

0.7 1.5 2.2 9


0.4 1.5 1.9 9

Notes: CAL3QHC eight-hour impacts were conservatively obtained by multiplying one-hour impacts by a screening factor of 0.7. A Street & Melcher Street is unsignalized in Existing conditions. Queue inputs estimated from SYNCHRO reports.


Table 3.5-3 Summary of Microscale Modeling Analysis (No Build 2017)

Intersection

CAL3QHC Modeled CO

Impacts (ppm)


Concentration (ppm)


NAAQS (ppm)

One-Hour

1.3 1.9 3.2 35 Congress Street, A Street &

Thomson Place 1.4 1.9 3.3 35


Wharf Road 1.0 1.9 2.9 35

1.0 1.9 2.9 35 Summer Street & Melcher

Street 0.9 1.9 2.8 35


0.7 1.9 2.6 35

Eight-Hour




Wharf Road 0.7 1.5 2.2 9


Street 0.6 1.5 2.1 9


0.5 1.5 2.0 9

Notes: CAL3QHC eight-hour impacts were conservatively obtained by multiplying one-hour impacts by a screening factor of 0.7.


Table 3.5-4 Summary of Microscale Modeling Analysis (Residential Build Alternative 2017)

Intersection

CAL3QHC Modeled CO

Impacts (ppm)


Concentration (ppm)


NAAQS (ppm)

One-Hour




Wharf Road 1.0 1.9 2.9 35


Street 0.9 1.9 2.8 35


0.7 1.9 2.6 35

Eight-Hour




Wharf Road 0.7 1.5 2.2 9


Street 0.6 1.5 2.1 9


0.5 1.5 2.0 9



Table 3.5-5 Summary of Microscale Modeling Analysis (Office Build Alternative 2017)

Intersection

CAL3QHC Modeled CO

Impacts (ppm)


Concentration (ppm)


NAAQS (ppm)

One-Hour




Wharf Road 1.0 1.9 2.9 35


Street 0.9 1.9 2.8 35


0.7 1.9 2.6 35

Eight-Hour




Wharf Road 0.7 1.5 2.2 9


Street 0.6 1.5 2.1 9


0.5 1.5 2.0 9


3.6 Water Quality / Stormwater

The Project’s stormwater and drainage are discussed in Subsection 6.4.


3.7 Flood Hazard Zone / Wetlands

The Federal Emergency Management Agency (FEMA) Flood Insurance Rate Map indicates the FEMA Flood Zone Designations for the site (City of Boston, Map # 25025C0081G September 25, 2009). The map for the site shows the Project is located in a Zone X area determined to have less than 0.2% annual probability of flooding.

The proposed Project site is developed or paved, and does not contain wetland resource areas.

3.8 Geotechnical / Groundwater

3.8.1 Introduction

This subsection describes site subsurface soil and groundwater conditions, existing building foundation configuration, planned foundation construction activities for the proposed development, and mitigation measures for protection of adjacent structures and for maintaining nearby groundwater levels during construction.

3.8.2 Site and Building Description

Ground surface adjacent to the existing buildings at 327 and 337 Summer Street varies from about El. 15 Boston City Base Datum (BCB) at the rear (south) side along Pastene Alley to El. 38 to 40 BCB at the front (north) side along Summer Street. The foundation walls for the buildings along Summer Street also serve as retaining walls for the Summer Street embankment, which transitions into the north abutment for the Summer Street Bridge near the easternmost end of the building. The main entrances and “ground” floor of the buildings are at the Summer Street level.

The buildings each have two levels that extend below Summer Street with a sub-basement level partially below Pastene Alley grade; the sub-basement floor is at about El. 12 BCB. According to plans for the buildings prepared for the Boston Wharf Company, the buildings are supported on wood-pile foundations with the pile tops cut off at or about El. 6 BCB. The wood piles were typically driven through fill and organic soils to bear in the top of the hard clay crust, similar to most of the former BWC buildings in the area.

The following buildings are in the immediate proximity of the subject structures:

♦ 321 Summer Street 10-story masonry building

♦ 319 A Street 5-story masonry building

♦ 315 A Street 22-story concrete-framed building currently under construction (formerly 319 A Street Rear)


3.8.3 Proposed Construction

The proposed development scheme includes maintaining the existing five-story structures at 327 and 337 Summer Street, combining them into a single building, and adding two new floors on the roof. Other than enclosing an approximately 700 square-foot loading area, there are no changes proposed at 319 A Street. At the eastern end of 337 Summer Street, which faces West Service Road, a new five-story addition with two levels below Summer Street, and having a footprint of about 3,000 square feet, will be constructed. No sub-basement space is planned for this East Addition.

3.8.4 Soil and Bedrock Conditions

The site is located within an area of South Boston that was filled during the early to mid 19th century. Information on subsurface soil and bedrock conditions in the site vicinity is available from test boring data at nearby properties, test borings completed in the early 1990s for the adjacent Central Artery (I-93)/Tunnel (I-90) Project to the south, and other sources. Subsurface investigations will be performed at the Project site to assess existing foundations and enable design and construction of foundations for the proposed building addition.

Generalized subsurface conditions are described below, listed in order of increasing depth below ground surface:

♦ Miscellaneous Fill – Typically comprised of sand, silt, clay and gravel with varying amounts of demolition debris and other materials. Fill thickness in this area generally ranges from about 13-feet (ft) to 15-ft thick (beneath Pastene Alley) to up to 40-ft thick (as measured from beneath Summer Street grade). The elevation of the bottom of the fill layer is anticipated to be near El. 0 to El. 3 BCB.

♦ Organic Deposits – Organic silt with peat, 3- to 5-ft thick where encountered and extending to about El. -3.

♦ Marine Clay Deposits (Boston Blue Clay) - Silty clay, typically very stiff at the top and gradually softening with depth. The clay thickness is anticipated to be about 42 ft to 47 ft, extending to about El. -45 to El. -50, which corresponds to depths ranging from about 60 to 65 feet below Pastene Alley.

♦ Glacial Deposits - Unsorted silty sand, with cobbles and boulders, and where encountered was about 7- to 15-ft thickness. The elevation of the bottom of the glacial deposits is anticipated to be near El. -52 to El. -60, which corresponds to depths ranging from about 67 to 75 feet below Pastene Alley.

♦ Bedrock - Cambridge Argillite, locally fractured and weathered within the top 10 to 20 feet. The top of bedrock is estimated at about 70 ft to 75 ft below Pastene Alley.


3.8.5 Groundwater

Several groundwater observation wells (OWs) exist in the vicinity of the 327-337 Summer Street building, including wells installed in Pastene Alley by the Boston Wharf Company in 2002, and more recently in 2011 in advance of the start of construction at the adjacent parcel at 315 A Street. Water levels measured in these wells have generally ranged from about El. 7 to El. 10 BCB, which corresponds to depths of about 5 to 8 ft below the surface of Pastene Alley.

Groundwater levels can be influenced by weather, precipitation, infiltration of surface water runoff, nearby construction activities, leakage into or out of utility pipes, building/highway underdrain systems, localized water recharging, and other factors. Future groundwater levels could differ from previously-observed levels.

3.8.6 Proposed Foundations and Below-Grade Construction

The proposed building addition and any other features requiring foundations, will be supported on drilled-in, grouted, small-diameter piles or concrete caissons penetrating the fill and organic soils and deriving support in the natural soil strata. Foundation installation will be performed using low-noise, low-vibration, non-displacement methods. Only localized, minor excavations will be made for pile caps, elevator pits, utilities and similar shallow features, anticipated to be no deeper than about above El. 7 BCB.

3.8.7 Groundwater Protection

The Project site is located within the Groundwater Conservation Overlay District. Article 32 requires that projects meeting certain criteria employ mitigating measures to avoid adverse impacts to groundwater levels and, in some instances, to recharge stormwater to help sustain groundwater levels. The proposed Project is subject to Article 32 because the East Addition to 327-337 Summer Street will occupy more than 50 s.f. of lot area, and the Project may also constitute “substantial rehabilitation” as defined under Article 2A of the Zoning Code.

During the construction, the new foundations will be installed using rotary drilling methods that sometimes introduce water into the ground rather than remove water, and excavations for new pile caps and grade beams are expected to be above groundwater levels. Some local dewatering may be required during construction to manage and remove surface water (precipitation) runoff, and to the extent possible, the Project would attempt to recharge/infiltrate that water into the ground on the site. New elevator pits extending below the lowest level floor slab will be waterproofed. No foundation drains or other features that could withdraw groundwater long term will be used.

The proposed construction is not anticipated to adversely impact groundwater levels on or near the site, temporarily or permanently.


3.8.8 Protection of Existing Structures

The proposed construction is not expected to impact foundations of adjacent or nearby structures. Only surficial, temporary excavations are required for installation of shallow building elements and utilities. New foundation installations will be performed in small-diameter, non-displacement drilled holes under slurry, or within casing, in a manner that should not adversely impact any adjacent facilities.

3.8.9 Noise, Vibrations and Dust

Below-grade construction will be performed using low-impact, conventional methods and procedures. As noted above, new foundation installation will use non-displacement drilling methods under slurry, which will not result in significant noise or vibrations. No pile driving, blasting or other significant vibration or noise-generating activity is planned in connection with foundation construction.

Short-term air quality impacts from fugitive dust may be created by the Project. Plans for controlling fugitive dust, including mechanical street sweeping, wetting portions of the site during periods of high wind, and careful removal of any excavated soils by covered trucks will be utilized as necessary.

3.8.10 Monitoring

The Proponent recognizes the importance for maintaining and monitoring groundwater levels, as well as performance of the construction. The Proponent is committed to monitoring water levels in observation wells in the vicinity of the site at regular intervals before and during project construction, and will provide the water level data to the Boston Groundwater Trust, if requested.

Subject to property owner approvals, elevation reference points will be established on adjacent site buildings and other selected nearby facilities prior to construction and monitored during the work to confirm no impact from the construction activities.

A geotechnical engineer or technician will be on site during the foundation and subsurface construction to confirm compliance of the work with the project plans and specifications, as well as monitor geotechnical instrumentation.

3.9 Solid and Hazardous Waste

3.9.1 Solid Waste Generation during Operation

The Project will generate solid waste typical of other residential or office projects. Solid waste generated by the Project will be approximately 261.7 tons per year under the Residential Alternative or approximately 212.5 tons per year under the Office Alternative. It is assumed that residential space has a generation rate of 0.7 tons per bedroom per year,


office space has a generation rate of 1.3 tons per 1,000 s.f. per year, and retail/restaurant space has a generation rate of 5.5 tons per 1,000 s.f. per year, all as shown in Tables 3.9-1 and 3.9-2.

Table 3.9-1 Solid Waste Generation – Residential Alternative

Use Program Generation Rate Solid Waste (tons per year)

Residential 170 bedrooms 0.7 tons/bedroom/year 119.0 Office 4,000 s.f. 1.3 tons/1,000 s.f./year 5.2 Retail/restaurant 25,000 s.f. 5.5 tons/1,000 s.f./year 137.5 Total Solid Waste Generation 261.7

Table 3.9-2 Solid Waste Generation – Office Alternative

Use Program Generation Rate Solid Waste (tons per year)

Residential 44 bedrooms 0.7 tons/bedroom/year 30.8 Office 139,800 s.f. 1.3 tons/1,000 s.f./year 181.7 Total Solid Waste Generation 212.5

Solid waste will include wastepaper, cardboard, glass, bottles, and food waste under both alternatives. A portion of the waste will be recycled as described below. The remainder of the waste will be compacted and removed by a waste hauler contracted by building management. With the exception of “household hazardous wastes” typical of residential, office and retail uses (for example, cleaning fluids and paint), the Project will not generate hazardous waste under either the Residential Alternative or the Office Alternative.

Under both alternatives, all recycling, trash collection, and loading will occur on-site. Solid waste generated by the commercial office tenants and retail tenants will be collected internally by building management and temporarily held in separate trash rooms located in the basements of each building. Under the Residential Alternative, solid waste will be collected at 327-337 Summer Street in the basement via a trash chute that opens on each level of the building. Under the Office Alternative, solid waste will be collected at 327-337 Summer Street each workday evening by the building’s cleaning company. At 319 A Street, under either alternative, residents will take their trash down to a designated room in the basement, where it will be taken out daily by the management company. Recycling bins will be provided for tenants on each floor of each building, and one room in each building will be designated solely for recyclable materials. On a daily basis, the solid waste will be moved to the loading docks into two-yard containers for daily pick-up by a waste management company. A separate pick-up will occur for all recyclable materials.


Recycling

Recyclable materials under both alternatives are expected to include newspaper, cardboard, cans, and bottles. Recycling by building occupants will be encouraged and coordinated at both buildings, under either alternative. To encourage recycling, the Proponent will implement a recycling program throughout the Project. Under the Residential Alternative, 327-337 Summer Street will include space for recycling on each floor of each building. Under the Office Alternative, 327-337 Summer Street will have recyclables collected each workday evening by the building’s cleaning company. At 319 A Street, under either alternative, residents will take their recycling down to a designated room in the basement, where it will be removed daily by the management company. Loading/receiving areas will include space for the storage and pick-up of recyclable materials.

3.9.2 Solid Waste Generation during Construction

Solid waste generated by construction will consist primarily of demolition debris related to the selective interior demolition of the existing buildings and packaging and scrap materials (such as corrugated cardboard, glass, aluminum, scrap metal, and cable/wire) associated with new construction. Some of this construction-related waste will be recycled by waste disposal companies.

Construction waste material from demolition and new construction will be recycled when possible (see below). Solid waste that cannot be recycled will be transported in covered trucks to an approved solid waste facility, per MassDEP's Regulations for Solid Waste Facilities, 310 CMR 16.00. This requirement will be specified in the disposal contract. If asbestos-containing materials are identified, they will be treated as a special waste in accordance with MassDEP guidelines and addressed and disposed of accordingly.

Recycling during Construction

The Proponent’s Construction Manager will take an active role with regard to the reprocessing and recycling of construction waste. The Construction Manager will evaluate the potential for recycling before construction commences. Construction will be conducted so that some materials that may be recycled are segregated from those materials not recyclable to enable disposal at an approved solid waste facility. A comprehensive recycling program will be included in the final Construction Management Plan.

3.9.3 Hazardous Wastes

Analytical characterization of site soil and groundwater has not been conducted to date. Excess excavated material, if any, will be characterized for offsite transport prior to removing any material from the Project Site. Management of excavated soil and dewatering effluent will be in accordance with applicable local, state, and federal laws and regulations.


3.10 Noise

3.10.1 Introduction

This subsection describes a noise analysis conducted for the Project, including an estimate of future sound levels once the Project is in operation. The analysis was conducted to address potential impacts solely from the Project as it affects 327-337 Summer Street, under both the Residential Alternative and the Office Alternative. The improvements at 319 A Street are not anticipated to result in an increase in sound levels, and so were not analyzed. The scope of the noise analysis is consistent with BRA requirements for such studies.

Baseline noise levels were measured in the vicinity of the Project and were compared to predicted noise levels based on reference sound data for likely mechanical equipment identified by the Proponent for the Project. These predicted noise levels were compared to the City of Boston Zoning District Noise Standards (City Noise Standards) and the Massachusetts Department of Environmental Protection (MassDEP) Noise Policy. The analysis indicates that predicted noise levels from Project-related mechanical equipment with appropriate noise mitigation will comply with the City Noise Standards, and will result in sound level increases that are below the limit established by the MassDEP Noise Policy.

3.10.2 Noise Terminology

There are several ways in which sound (noise) levels are measured and quantified. All of them use the logarithmic decibel (dB) scale. The following information defines the noise measurement terminology used in this analysis.

The decibel scale is logarithmic to accommodate the wide range of sound intensities found in the environment. One property of the decibel scale is that the sound pressure levels of two separate sounds are not directly additive. For example, if a sound of 50 dB is added to another sound of 50 dB, the total is only a three-decibel increase (to 53 dB), not a doubling to 100 dB. Thus, every three dB change in sound levels represents a doubling or halving of sound energy. Related to this is that a change in sound levels of fewer than three dB is imperceptible to the human ear.

Another property of decibels is that if one source of noise is 10 dB (or more) louder than another source, then the total sound level is simply the sound level of the higher source. For example, a source of sound at 60 dB plus another source of sound at 47 dB is 60 dB.



The sound-level meter used to measure noise is a standardized instrument.10 It contains “weighting networks” to adjust the frequency response of the instrument to approximate that of the human ear under various circumstances. One network is the A-weighting network (there are also B- and C-weighting networks). The A-weighted scale (dBA) most closely approximates how the human ear responds to sound at various frequencies. Sounds are frequently reported as detected with the A-weighting network of the sound-level meter. A-weighted sound levels emphasize the middle frequency (i.e., middle pitched—around 1,000 Hertz sounds), and de-emphasize lower and higher frequency sounds.

Because the sounds in our environment vary with time, they cannot simply be described with a single number. Two methods are used for describing variable sounds. These are exceedance levels and the equivalent level, both of which are derived from a large number of moment-to-moment, A-weighted sound-level measurements. Exceedance levels are values from the cumulative amplitude distribution of all of the sound levels observed during a measurement period. Exceedance levels are designated Ln, where n can have a value of 0 to 100 percent. Several sound-level metrics that are commonly reported in community noise studies are described below.

♦ L90 is the sound level in dBA exceeded 90 percent of the time during the measurement period. The L90 is close to the lowest sound level observed. It is essentially the same as the residual sound level, which is the sound level observed when there are no obvious nearby intermittent noise sources.

♦ L50 is the median sound level, the sound level in dBA exceeded 50 percent of the time during the measurement period.

♦ L10 is the sound level in dBA exceeded only 10 percent of the time. It is close to the maximum level observed during the measurement period. The L10 is sometimes called the intrusive sound level because it is caused by occasional louder noises like those from passing motor vehicles.

♦ Lmax is the maximum instantaneous sound level observed over a given period.

Leq, the equivalent level, is the level of a hypothetical steady sound that would have the same energy (i.e., the same time-averaged mean square sound pressure) as the actual fluctuating sound observed. The equivalent level is designated Leq and is also A-weighted. The equivalent level represents the time average of the fluctuating sound pressure, but because sound is represented on a logarithmic scale and the averaging is done with linear mean square sound pressure values, the Leq is mostly determined by occasional loud, intrusive noises.

10 American National Standard Specification for Sound Level Meters, ANSI S1.4-1983, published by the Standards Secretariat of the Acoustical Society of America, Melville, NY.

By using various noise metrics it is possible to separate prevailing, steady sounds (the L90) from occasional, louder sounds (L10) in the noise environment or combined average levels (Leq). This analysis of sounds expected from the Project treats all noises as though they will be steady and continuous, and hence the L90 exceedance level was used. In the design of noise control treatments, it is essential to know something about the frequency spectrum of the noise of interest. Noise control treatments do not function like the human ear, so simple A-weighted levels are not useful for noise-control design. The spectra of noises are usually stated in terms of octave-band sound pressure levels, in dB, with the octave frequency bands being those established by a generally-accepted standard. To facilitate the noise-control design process, the estimates of noise levels in this analysis are also presented in terms of octave-band sound pressure levels.

3.10.3 Noise Regulations and Criteria

The primary set of regulations relating to the potential increase in noise levels is the City Noise Standards (City of Boston Code – Ordinances: Section 16–26 Unreasonable Noise; and City of Boston Air Pollution Control Commission Regulations for the Control of Noise in the City of Boston). Results of the baseline ambient noise-level survey and the modeled noise levels were compared to the City Noise Standards. Separate regulations within the City Noise Standards provide criteria to control different types of noise. Regulation 2 is applicable to the effects of the proposed buildings, as completed, and was considered in the noise study for the Project. Table 3.10-1 includes the City Noise Standards.

Additionally, MassDEP regulates community noise by its Noise Policy (DAQC policy 90-001). The MassDEP Noise Policy limits source sound levels to a 10-dBA increase in the ambient measured noise level (L90) at the Project property line and at the nearest residences. The policy further prohibits “pure tone” conditions—when any octave-band, center-frequency sound pressure level exceeds that of the two adjacent center-frequency sound pressure levels by three decibels or more.

Table 3.10-1 City Noise Standards, Maximum Allowable Sound Pressure Levels

Octave Band Residential Residential-Industrial Business Industrial Center Zoning District Zoning District Zoning District Zoning District

Frequency Daytime All Other Times Daytime All Other Times Anytime Anytime

(Hz) (dB) (dB) (dB) (dB) (dB) (dB)

32 76 68 79 72 79 83

63 75 67 78 71 78 82

125 69 61 73 65 73 77

250 62 52 68 57 68 73

500 56 46 62 51 62 67

1000 50 40 56 45 56 61


Table 3.10-1 City Noise Standards, Maximum Allowable Sound Pressure Levels (Continued)

Octave Band Residential Residential-Industrial Business Industrial Center Zoning District Zoning District Zoning District Zoning District

Frequency Daytime All Other Times Daytime All Other Times Anytime Anytime

(Hz) (dB) (dB) (dB) (dB) (dB) (dB)

2000 45 33 51 39 51 57

4000 40 28 47 34 47 53

8000 38 26 44 32 44 50

A-Weighted

(dBA)

60 50 65 55 65 70

Notes: ♦ Noise standards are extracted from Regulation 2.5, City of Boston Air Pollution Control Commission, "Regulations for the Control of Noise in the City of Boston", adopted December 17, 1976.

♦ All standards apply at the property line of the receiving property.

♦ dB and dBA based on a reference pressure of 20 micropascals.

♦ Daytime refers to the period between 7:00 am and 6:00 pm daily except Sunday.

3.10.4 Existing Conditions

3.10.4.1 Baseline Noise Environment

An ambient noise-level survey was conducted to characterize the “baseline” acoustical environment in the vicinity of the Project site. Existing noise sources consisted of: vehicular traffic (including trucks) on the local roadways, pedestrian traffic, nearby mechanical equipment located in and on surrounding buildings, and the general din of the city.

3.10.4.2 Noise Measurement Locations

The selection of the sound-monitoring locations was based upon a review of the current land uses in the Project area. Four noise-monitoring locations were selected as representative in obtaining a sampling of the ambient baseline noise environment. The measurement locations are depicted in Figure 3.10-1 and are described below.

♦ ST-1 is at the corner of Congress Street and Thomson Place, north of the Project site. Noise sources at this location include vehicular and pedestrian traffic and mechanical noise from surrounding buildings. Also, there was construction activity at a nearby building and a mobile generator truck close by that were present during the day.

♦ ST-2 is along Summer Street, northwest of the Project site. Noise sources at this location include vehicular and pedestrian traffic, mechanical noise from surrounding buildings, and rustling sidewalk vegetation.



♦ ST-3 is at the corner of A Street and Melcher Street, west of the Project site. Noise sources include vehicular traffic, air conditioning units at the existing Project site, and seagulls.

♦ ST-4 is along West Service Road, adjacent to the Project site to the east. Noise sources include vehicular and pedestrian traffic, mechanical noise from surrounding buildings, and seagulls. Daytime construction activities at a nearby building were also present.

3.10.4.3 Noise Measurement Methodology

Sound-level measurements were taken for approximately 20 minutes per location during the daytime (9:30 a.m. to 11:30 a.m.) on May 23, 2012, and during nighttime hours (12:00 a.m. to 2:00 a.m.) on May 24, 2012.11 Since noise impacts are greatest at night when existing noise levels are lowest, the study was designed to measure community noise levels under conditions typical of a “quiet period” for the area. Daytime measurements were scheduled to exclude peak traffic conditions.

The sound levels were measured at publicly-accessible locations at a height of approximately 1.5 meters above the ground. The measurements were made under low wind conditions, and roadway surfaces were dry. Wind speed measurements were made with a Davis Instruments TurboMeter electronic wind speed indicator, and temperature and humidity measurements were made using a General Tools digital psychrometer. Unofficial observations about meteorology, including wind speed, temperature, and humidity, as well as land use in the community were made solely to characterize the existing sound levels in the area and to estimate the noise sensitivity at properties near the proposed Project.

3.10.4.4 Measurement Equipment

A Norsonic model Nor140 Sound Level Analyzer, equipped with a Norsonic model 1209 Type 1 Preamplifier, a Norsonic model 40AN half-inch microphone, and a four-inch windscreen were used to collect broadband and octave band ambient sound pressure level data. The instrumentation meets the “Type 1 – Precision” requirements set forth in American National Standards Institute (ANSI) S1.4 for acoustical measuring devices. The meter was tripod-mounted at a height of five feet above ground level (AGL). The meter has data logging capability and was programmed to log statistical data for each 20-minute sampling period for the following parameters: L10, L50, L90, Lmax, Lmin, and Leq.

11 The only exception was the nighttime measurement at ST-3, which was approximately 10 minutes.

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Figure 3.10-1Sound Level Measurement Locations


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All measurement equipment was calibrated in the field before and after the surveys with a LD CAL200 acoustical calibrator which meets the standards of IEC 942 Class 1L and ANSI S1.40-1984. The meters were calibrated and certified as accurate to standards set by the National Institute of Standards and Technology. These calibrations were conducted by an independent laboratory within the past 12 months.

3.10.4.5 Baseline Ambient Noise Levels

The existing ambient noise environment consists primarily of vehicular traffic on nearby roadways, building mechanical systems, and pedestrian activity. Baseline noise monitoring results are presented in Table 3.10-2, and summarized below.

♦ The daytime residual background (L90) measurements ranged from 58 to 76 dBA;

♦ The nighttime residual background (L90) measurements ranged from 51 to 59 dBA;

♦ The daytime equivalent level (Leq) measurements ranged from 71 to 82 dBA; and

♦ The nighttime equivalent level (Leq) measurements ranged from 66 to 67 dBA.

A “pure tone” according to the MassDEP Noise Policy was present both during the day and at night at 63 Hz at Location ST-3. A “pure tone” was measured at 125 Hz during the day at Location ST-1, and a “pure tone” was measured at 63 Hz at Location ST-2 at night.

3.10.5 Overview of Potential Project Noise Sources

The Project includes the vertical and horizontal expansion of an existing building, 327-337 Summer Street. The primary sources of continuous sound exterior to the Project will consist of ventilation, cooling, and emergency power noise sources. The majority of the noise sources will be located at the rooftop, but an air intake will be located at the rear of the building at a height of approximately 15 feet AGL relative to Pastene Alley. All noise sources described in this subsection will be included in the Project regardless of whether the Residential Alternative or Office Alternative is built.


L10 L50 L90 Leq Lmax L90 Sound Level (dB) per Octave Band Center Frequency (Hz) Receptor I.D Start Time

(dBA) (dBA) (dBA) (dBA) (dBA) 31.5 63 125 250 500 1000 2000 4000 8000

ST-1 Day 09:55 a.m. 79 77 76 82 103 71 81 86 75 71 68 66 63 55

ST-2 Day 10:20 a.m. 74 69 66 71 84 67 67 69 66 64 61 57 52 42

ST-3 Day 11:08 a.m. 73 67 63 64 80 67 72 64 61 59 58 54 47 38

ST-4 Day 10:45 a.m. 68 61 58 71 86 63 64 59 56 55 54 49 43 34

ST-1 Night 11:50 p.m. 70 63 59 67 81 58 61 61 59 55 53 48 40 31

ST-2 Night 12:13 a.m. 70 61 56 67 84 60 64 58 55 52 51 47 38 25

ST-3 Night 01:00 a.m. 66 55 51 66 86 56 60 54 51 48 46 41 34 23

ST-4 Night 12:37 a.m. 68 58 56 67 89 58 59 55 52 52 51 48 43 37

Notes: 1. Daytime weather: Temperature = 72˚ F, Relative Humidity = 66%, partially cloudy skies, north winds 0-6 miles per hour. Nighttime weather: Temperature = 66˚ F, Relative Humidity = 84%, clear skies, southwest winds 0-4 miles per hour.

2. All road surfaces were dry during measurements.

3. Most sampling periods were exactly 20 minutes in duration with the exception of the nighttime ST-3 measurement. The duration of this measurement was 9:50.

4. Daytime measurements were collected on May 23, 2012. Nighttime measurements were collected on May 24, 2012.

Table 3.10-2 Baseline Ambient Sound Level Measurements – 327-337 Summer Street, Boston, MA

The major sources of sound exterior to the Project will be one 400-ton, closed-circuit cooler, one 4,500 cubic-feet-per-minute (CFM) energy-recovery ventilation unit, one 6,000 CFM kitchen exhaust fan, one make-up air unit, and one 180 kW standby generator. The proposed rooftop closed-circuit cooler for the building is an Evapco ESWA 400-ton unit. It will be located on the penthouse lower level at a height of 88’ 3” AGL (Pastene Alley). The Greenheck ERT-52H-30 energy-recovery unit with tempering will be located on the roof at a height of 110’ 7” AGL. The kitchen exhaust discharge will also be located on the roof. The kitchen exhaust will have a Greenheck SWB-222-75 backward, inclined centrifugal utility fan with a 6,000 CFM rating. The Greenheck DG-118-H30 make-up air unit will be located inside the building and will draw in air from a first floor-louvered opening approximately 15’ AGL, facing Pastene Alley. A 7,500 CFM unit was assumed for this analysis. The 180 kW Kohler Power Systems standby generator will be located on the penthouse lower level at a height of 88’ 3” AGL. The exhaust stack for the generator will extend above the penthouse lower level by 10 feet.

A tabular summary of the modeled mechanical equipment proposed for the Project is presented below in Table 3.10-3a. Manufacturer specifications indicating the sound power for each of piece of equipment -- except for the emergency generator -- are presented in Table 3.10-3-b. The sound power of the mechanical and exhaust components of the emergency generator were calculated using the sound-pressure levels provided at a reference distance. These values are presented in Table 3.10-3-b.

The Project includes various noise-control measures that are necessary to achieve compliance with the applicable noise regulations. A duct silencer will be installed to reduce the sound levels associated with the make-up air unit. The emergency generator will be controlled using an exhaust silencer and an acoustical enclosure. To further limit impacts from the standby generator, its required periodic, routine testing will be conducted during daytime hours, when background sound levels are highest. A summary of the noise mitigation proposed for the Project is presented below in Table 3.10-3-c.

Table 3.10-3-a Modeled Noise Sources

Noise Source Quantity Location Size/Capacity Closed Circuit Cooler 1 Penthouse Lower Level at 88’ 3” AGL 400 Ton

Energy Recovery Ventilation Unit 1 Roof at 110’ 7” AGL 4,500 CFM

Kitchen Exhaust Fan 1 Roof at 110’ 7” AGL 6,000 CFM Make-up Air Unit 1 Façade – Alley – 15’ AGL 7,500 CFM

Generator 1 Penthouse Lower Level at 88’ 3” AGL 180 kW

3011/PNF/327-337 Summer Street & 319 A Street 3-70 Environmental Protection Epsilon Associates, Inc.

Table 3.10-3-b Modeled Sound Power Levels per Noise Source

Sound Level (dB) per Octave Band Center Frequency (Hz) Noise Source

Broadband (dBA) 31.5 63 125 250 500 1k 2k 4k 8k

Closed Circuit Cooler – Evapco - ESWA 87 951 95 93 85 81 80 78 79 80

Energy Recovery Ventilation Unit – Greenheck ERT-52H-30 93 951 95 91 93 92 87 84 80 77

Kitchen Exhaust Fan – Greenheck SWB-222-75 91 941 94 92 91 89 85 81 79 77

Make-up Air Unit – Greenheck DG-118-H30 83 931 93 83 80 80 76 76 71 66

180 kW Generator – Mechanical – Kohler Power Systems 116 1081 108 112 118 110 108 108 106 103

180 kW Generator – Exhaust – Kohler Power Systems 125 1171 117 119 117 116 118 118 118 117

Notes: Sound power levels do not include mitigation. 1. Sound level assumed to be equal to dB level in 63 Hz band.

Table 3.10-3-c Attenuation Values Applied to Mitigate Each Noise Source

Sound Level (dB) per Octave Band Center Frequency (Hz) Noise Source Form of Mitigation 31.5 63 125 250 500 1k 2k 4k 8k

Make-up Air Unit – Greenheck DG-118-

H30 Duct Silencer 4 9 7 17 16 15 13 12 11

180 kW Generator – Mechanical – Kohler

Power Systems Enclosure 4 7 13 25 25 25 25 25 13

180 kW Generator – Exhaust – Kohler Power

Systems Silencer 10 20 40 40 40 28 25 25 25

3.10.6 Modeling Methodology

The noise impacts associated with the Project were predicted at the nearest receptors using the Cadna/A noise calculation software developed by DataKustik GmbH. This software uses the ISO 9613-2 international standard for sound propagation (Acoustics - Attenuation of sound during propagation outdoors - Part 2: General method of calculation). The benefits of this software are a more refined set of computations due to the inclusion of topography, ground attenuation, multiple building reflections, drop-off with distance, and atmospheric absorption. The Cadna/A software allows for octave band calculation of noise from multiple noise sources, as well as computation of diffraction around building edges.


3.10.6.1 Future Sound Levels – Nighttime

The analysis of sound levels at night considered all of the mechanical equipment without the emergency generators running, to simulate typical nighttime operating conditions at nearby receptors. Twelve modeling locations were included in the analysis. These modeling receptors, which correspond to nearby residential and industrial locations, are depicted in Figure 3.10-2. The predicted exterior Project-Only sound levels range from 21 to 49 dBA at nearby receptors. The range at residential modeling locations is 21 to 40 dBA. According to 2007 data available through the Massachusetts Office of Geographic Information (MassGIS), the immediate area surrounding the Project site is zoned industrial. The current land use in the area according to 2012 data from the Boston Redevelopment Authority (BRA) shows there are several residential uses within this industrial zone. Therefore, the Residential-Industrial limits have been applied to these locations. The remaining locations have been evaluated against the Industrial limits.

Predicted sound levels from Project-related equipment are within these broadband and octave-band nighttime limits under the City Noise Standards at the modeling locations. This evaluation is presented in Table 3.10-4-a. In addition, the predicted future total sound levels (Project + Background) are below the MassDEP criteria of 10dBA over the quietest nighttime sound levels (the L90 level) at sensitive receptors with nighttime use. This evaluation is presented in Table 3.10-4-b. The Project’s mechanical equipment is not expected to create any additional “pure-tone” conditions per the MassDEP Noise Policy when combined with existing middle of the night background sound levels at these locations as shown in Table 3.10-4-c. The “pure tones” shown in the table at 63 Hz are due to existing “pure tones” during the night at locations ST-2 and ST-3.

Table 3.10-4-a Comparison of Future Predicted Project-Only Nighttime Sound Levels to the City of Boston Limits

Sound Level (dB) per Octave Band Center Frequency (Hz) Modeling Location

ID Zoning / Land Use Broadband

(dBA) 31.5 63 125 250 500 1k 2k 4k 8k

1 Residential-Industrial 30 37 39 36 33 30 23 17 8 0 2 Residential-Industrial 34 43 42 37 35 33 27 22 15 0 3 Residential-Industrial 31 42 40 35 32 30 25 22 15 3 4 Residential-Industrial 40 49 48 43 41 39 34 30 24 13 5 Residential-Industrial 31 36 34 33 32 30 25 21 13 0 6 Residential-Industrial 43 61 56 49 41 39 35 36 32 27 7 Residential-Industrial 21 37 35 29 23 19 12 6 0 0 8 Industrial 45 53 54 51 45 42 38 35 34 28 9 Industrial 22 39 34 27 23 20 15 11 6 0 10 Industrial 43 52 51 49 44 40 37 34 31 24 11 Industrial 39 48 48 45 40 37 32 29 25 13 12 Industrial 49 68 63 55 43 44 41 42 39 34

Residential-Industrial 55 72 71 65 57 51 45 39 34 32 City of Boston Limits Industrial 70 83 82 77 73 67 61 57 53 50


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Figure 3.10-2Sound Level Modeling Locations


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Table 3.10-4-b Comparison of Future Predicted Nighttime Sound Levels with Existing Background – MassDEP Noise Policy

Modeling Location ID Zoning / Land Use

Project-Generated

Sound Levels (dBA)

Existing L90 --Nighttime

(dBA)

Future L90 – Nighttime

Total (dBA)1

Increase (dBA)1

1 Residential-Industrial 30 592 59 0






7 Residential-Industrial 21 514 51 0 Notes: 1. Calculation performed using existing and project sound levels rounded to one decimal place. 2. Sound levels at Modeling ID’s 1 through 4 correspond to measured sound levels at monitoring locations ST-1

through ST-4. 3. Ambient sound level assumed to be comparable to Location 2. 4. Ambient sound level assumed to be comparable to Location 3.

Table 3.10-4-c MassDEP Noise Policy “Pure-Tone” Evaluation of Future Predicted Nighttime Sound Levels

Sound Level (dB) per Octave Band Center Frequency (Hz)1 Modeling Location ID Zoning / Land Use

31.5 63 125 250 500 1k 2k 4k 8k

1 Residential-Industrial 58 61 61 59 55 53 48 40 31







Notes: 1. Calculation performed using existing and project sound levels rounded to one decimal place. 2. “Pure tone” due to existing sound levels.


3.10.6.2 Future Sound Levels – Daytime

As noted above, the emergency generator will only operate during the day for brief, routine testing, when the background sound levels are high, or during an interruption of power from the electrical grid. A second analysis combined noise from the Project’s mechanical equipment and its emergency generator to reflect worst-case conditions. The sound levels were calculated at the same receptors as in the nighttime analysis, and then were evaluated against daytime limits. Daytime ambient sound levels were incorporated where applicable.

The predicted exterior Project-Only daytime sound levels range from 28 to 50 dBA at nearby receptors. The range at residential modeling locations is 32 to 47 dBA. Predicted sound levels from Project-related equipment are within the daytime broadband and octave-band limits under the City Noise Standards at each of the modeling locations. This evaluation is presented in Table 3.10-5-a. In addition, the predicted future total sound levels (Project + background) are below the MassDEP criteria of 10dBA over the daytime ambient sound levels (the L90 level). That evaluation is presented in Table 3.10-5-b. The Project’s mechanical equipment is not expected to create any additional “pure-tone” conditions as defined under the MassDEP Noise Policy when combined with existing midday background sound levels. The predicted total sound levels per octave band are shown in Table 3.10-5-c. The “pure tones” shown in the table at 63 and 125 Hz are due to existing “pure tones” during the day at locations ST-1 and ST-3.

Table 3.10-5-a Comparison of Future Predicted Project-Only Daytime Sound Levels to City Noise Standards

Sound Level (dB) per Octave Band Center Frequency (Hz) Modeling Location

ID Zoning / Land Use Broadband

(dBA) 31.5 63 125 250 500 1k 2k 4k 8k

1 Residential-Industrial 32 41 41 38 34 30 25 23 17 4 2 Residential-Industrial 34 48 43 38 36 33 28 24 18 9 3 Residential-Industrial 34 52 44 38 33 30 27 27 23 15 4 Residential-Industrial 42 59 53 47 42 39 36 34 30 24 5 Residential-Industrial 33 45 38 35 33 31 26 25 20 10 6 Residential-Industrial 47 63 57 51 43 39 39 41 38 35 7 Residential-Industrial 45 56 49 46 43 35 39 41 34 16 8 Industrial 46 58 55 52 45 42 39 37 35 31 9 Industrial 28 49 39 33 27 21 21 23 19 11 10 Industrial 44 56 52 50 44 41 37 35 32 26 11 Industrial 40 56 51 46 41 37 33 32 28 20 12 Industrial 50 69 64 55 44 44 42 44 40 36

Residential-Industrial 65 79 78 73 68 62 56 51 47 44 City of Boston Limits Industrial 70 83 82 77 73 67 61 57 53 50


Table 3.10-5-b Comparison of Future Predicted Daytime Sound Levels with Existing Background – MassDEP Noise Policy

Modeling Location ID Zoning / Land Use

Project-Generated

Sound Levels (dBA)

Existing L90 –Daytime

(dBA)

Future L90 – Daytime

Total (dBA)1

Increase (dBA)1








8 Industrial 46 663 66 0




12 Industrial 50 634 63 0 Notes: 1. Calculation performed using existing and project sound levels rounded to one decimal place. 2. Sound levels at modeling ID’s 1 through 4 correspond to measured sound levels at monitoring locations ST-1

through ST-4. 3. Ambient sound level assumed to be comparable to Location 2. 4. Ambient sound level assumed to be comparable to Location 3. 5. Ambient sound level assumed to be comparable to Location 4.

Table 3.10-5-c MassDEP Noise Policy “Pure-Tone” Evaluation of Future Predicted Daytime Sound Levels


31.5 63 125 250 500 1k 2k 4k 8k







Table 3.10-5-c MassDEP Noise Policy “Pure-Tone” Evaluation of Future Predicted Daytime Sound Levels (Continued)


31.5 63 125 250 500 1k 2k 4k 8k



8 Industrial 68 68 69 66 64 61 57 52 42

9 Industrial 67 722 64 61 59 58 54 47 38

10 Industrial 68 67 69 66 64 61 57 52 42

11 Industrial 64 64 59 56 55 54 49 43 35

12 Industrial 71 72 64 61 59 58 54 48 40

Notes: 1. Calculation performed using existing and project sound levels rounded to one decimal place. 2. “Pure tone” due to existing sound levels.

3.10.8 Conclusion

Baseline noise levels were measured in the vicinity of the Project during the day and at night. These levels were compared to modeled sound levels that were calculated based information provided by the manufacturers of the expected mechanical equipment. Project-Only and future sound levels (Project + Background) were compared to applicable limits.

Predicted mechanical equipment noise levels from the Project at each receptor location, taking into account attenuation due to distance, structures, and noise-control measures, will be equal to or below the broadband requirements of City Noise Standards based on zoning and land-use maps available through MassGIS and the BRA, respectively. Because the residential uses are located in an industrial zone, the Residential-Industrial limits were evaluated for these locations. The remaining locations were evaluated against the Industrial limits. When the aforementioned mitigation efforts are included, the predicted sound levels from Project-related equipment are expected to remain below 55 dBA, within the nighttime residential-industrial zoning limits for the City of Boston at the nearest residential receptors. The results in Subection 3.10 indicate that the Project can operate without significant impact on the existing acoustical environment and will result in a noise experience similar to that of a typical urban setting. In addition, the Project will comply with the MassDEP Noise Policy.


At this time, the mechanical equipment and noise controls are conceptual in nature. During the final design phase of the Project, mechanical equipment and noise controls will be specified and designed to meet the applicable broadband limit and the corresponding octave-band limits of the City Noise Standards, as well as the MassDEP Noise Policy. Additional mitigation may include the selection of quieter mechanical units, and/or the addition of acoustical louvers, screening walls, mufflers, or equipment enclosures, as needed.

3.11 Construction Impacts

In accordance with Article 80 of the Boston Zoning Code, a Construction Management Plan in compliance with the City’s Construction Management Program (CMP) will be submitted to the Boston Transportation Department once final plans are developed and the construction schedule is determined for the Project. The CMP will include detailed information on construction activities, specific construction mitigation measures, and construction materials, access and staging area plans to minimize impacts to abutters and the local community. The construction contractor will be required to comply with the details and conditions of the approved CMP.

3.11.1 Construction schedule

Construction of the Project is estimated to last approximately twelve months, with initial site work expected to begin in the second quarter of 2013. There will be a one-month site mobilization period.

The City of Boston allows construction work from 7:00 a.m. to 6:00 p.m. Monday through Friday. Construction outside of those hours requires a permit. Typical construction hours for the Project will be in compliance with the City’s regulations with no work anticipated on the weekends. In the event that weekend work is necessary, the Proponent will obtain required City approvals.

The construction contractor will be responsible for coordinating construction activities during all phases of construction with City of Boston agencies to minimize potential scheduling and construction conflicts with other construction projects in the area.

3.11.2 Demolition

All three of the existing buildings at the Project site – 327 Summer Street, 337 Summer Street and 319 A Street -- will be rehabilitated for adaptive reuse under the Project therefore, their exterior walls and structure will predominately remain. Some selected interior demolition of the existing buildings is anticipated. Demolition debris will be disposed of at a properly licensed solid waste disposal facility.


During demolition, provisions will be made for the use of water spray to control the generation of dust. If asbestos-containing materials are identified, they will be treated as a special waste in accordance with Massachusetts MassDEP guidelines, and addressed and disposed of accordingly.

The contractor will contact the Building Materials Resource Center (BMRC) prior to demolition to discuss the potential for reusing building materials through the BMRC’s program.

3.11.3 Construction Staging / Public Safety / Access

Construction truck access to the Project site will be outlined in the CMP to be filed with BTD in accordance with the City’s transportation maintenance plan requirements.

The Proponent will ensure that staging areas are located to minimize impacts to pedestrian and vehicular flow. It may be necessary to temporarily occupy pedestrian walkways and parking lanes on Summer Street as well as on portions of West Service Road, which is under the jurisdiction of MassDOT, and Pastene Alley, a private way not open to public travel over which the Proponent holds various easements. Secure fencing, signage, and covered walkways may be employed to ensure the safety and efficiency of pedestrian and vehicular traffic flows. Sidewalk areas and walkways near construction activities will be well marked and lighted to protect pedestrians and ensure their safety. Pedestrian protection will be in place early in the construction process and will remain until construction completion. When necessary, police details will be provided to facilitate traffic flow. Construction procedures will be designed to meet OSHA safety standards for specific site construction activities.

3.11.4 Construction Air Quality

During the construction period, temporary effects on ambient air quality adjacent to the construction site may occur. Some construction activities will generate fugitive dust which may result in localized increases in particulate levels. The Project does not involve extensive or deep excavations, therefore air quality impacts associated with fugitive dust are anticipated to be minimal. The Proponent will explore participation in the MassDEP Diesel Retrofit Program.

The construction contract will provide for a number of strictly enforced measures to be used by contractors to reduce potential emissions and minimize impacts. These measures are expected to include the following:

♦ Installing a wheel wash at all site entrances and exits;

♦ Using wetting agents on area of exposed soil on a scheduled basis;

♦ Using covered trucks;


♦ Minimizing spoils on the construction site;

♦ Monitoring actual construction practices to ensure that unnecessary transfers and mechanical disturbances of loose materials are minimized;

♦ Minimizing storage of debris on-site; and

♦ Periodic street and sidewalk cleaning with water to minimize dust accumulations.

3.11.5 Construction Noise

The Proponent is committed to mitigating noise impacts from the construction of the Project. Increased community sound levels, however, are an inherent consequence of construction activities. Construction work will comply with the requirements of the City of Boston noise ordinance. Every reasonable effort will be made to minimize the noise impact of construction activities.

Mitigation measures are expected to include the following:

♦ Instituting a proactive program to ensure compliance with the City of Boston noise limitation policy;

♦ Using appropriate mufflers on equipment and ongoing maintenance of intake and exhaust mufflers;

♦ Muffling enclosures on continuously running equipment; such as air compressors and welding generators;

♦ Replacing specific construction operations and techniques with less noisy ones where feasible;

♦ Selecting the quietest of alternative items of equipment where feasible;

♦ Scheduling equipment operations to keep average noise levels low, to synchronize the noisiest operations with times of highest ambient levels, and to maintain relatively uniform noise levels;

♦ Turning off idling equipment; and

♦ Locating noisy equipment at locations that protect sensitive locations by shielding or distance.


3.11.6 Construction Period Transportation Issues

Details of the overall construction schedule, working hours, number of construction workers, worker transportation and parking, number of construction vehicles, and routes will be addressed in detail in the CMP to be filed with BTD in accordance with the City’s transportation maintenance plan requirements.

The number of workers required during the construction period will vary, depending upon the phase of construction. Because the construction workers will arrive and depart prior to peak traffic periods, the construction trips are not expected to impact local traffic conditions.

To reduce vehicle trips to and from the construction site, workers will be strongly encouraged to use public transportation. Space on-site will be made available for workers’ supplies and tools so they do not have to be brought to the site each day.

Specific delivery truck access routes will be established in consultation with the BTD through its approval of the CMP required for the Project. Construction contracts will include clauses restricting truck travel to primary roads. Enforcement of truck routes will be accomplished through clauses in the subcontractors’ agreements.

3.11.7 Protection of Utilities

Protection of Boston Water and Sewer Commission (BWSC) water, sewer, and drain lines will begin before commencement of site work. The Proponent will request that the locations of existing water, sewer, and drainage lines be marked by BWSC. Excavation in the area of existing water, sewer and drain lines will proceed with caution. Hand excavation will take place when excavation in the immediate area of pipe walls is required. BWSC will require additional protection measures if new pipes are to cross existing pipes.

BWSC is currently proposing improvements to the public infrastructure in the Project’s vicinity. This work would be completed under the Fort Point Channel Sewer Separation Project, for which construction began in Fall 2005. Impacts of the Project, as they are associated with the Fort Point Channel Sewer Separation Project, will be coordinated with BWSC in consultations regarding the proposed design.

The BWSC will require the Proponent to submit a General Service Application and a site plan for review prior to construction. The site plan must include existing water mains, sanitary sewers, storm drains, and proposed service connections.

3.11.8 Vibration Control

All means and methods for performing work at the Project site will be evaluated for potential vibration impacts on the buildings slated for rehabilitation and nearby buildings and utilities.


3.11.9 Generation and Disposal of Construction Debris

The Proponent will advise its contractor to take an active role with regard to the reprocessing and recycling of construction waste. The disposal contract should include requirements to allow for the sufficient space for segregation, reprocessing, reuse and recycling of materials. For materials that cannot be recycled, solid waste will be transported in covered trucks to an approved solid waste facility, per MassDEP’s Regulations for Solid Waste Facilities, 310 CMR 16.00. Construction will be conducted so that materials that may be recycled are segregated from those materials not recyclable to enable disposal at an approved solid waste facility.

As discussed above, removal of any hazardous materials, lead, or asbestos will be undertaken in accordance with applicable regulations. Moreover, the contractor will contact the BMRC prior to the start of construction to discuss the potential for reusing building materials through the BMRC’s program or donating materials to the BMRC.

3.11.10 Rodent Control During Construction

A rodent examination certificate will be filed with the building permit application to the City. Rodent inspection and monitoring and treatment will be carried out during and at the completion of construction work for the proposed Project, in compliance with the City’s requirements. Rodent extermination prior to work start-up consists of treatment areas throughout the Project site. During the construction process, regular service visits will be made.

3.11.11 National Pollutant Discharge Elimination System

The proposed Project does not involve the disturbance of over one acre, therefore a National Pollutant Discharge Elimination System (NPDES) permit is not required from the Environmental Protection Agency.

3.12 Sustainable Design

The Project will comply with the requirements of Article 37 of the Boston Zoning Code. The Proponent will incorporate many “green” features into the Project. The Project team will use the U.S. Green Building Council’s (USGBC) Leadership in Energy and Environmental Design (LEED) green building rating system to evaluate the success of the sustainable design measures. The architectural project manager will track the progress through the course of the Project and update the checklists.

LEED checklists are provided at the end of this subsection to identify sustainability design goals for the both the Office and Residential alternatives for 327-337 Summer Street and Residential plans for 319 A Street. Highlights are outlined below, including details on implementation measures to the extent that they are defined at this stage of design. Selection of specific building systems and specifications will be determined in consideration


of the Project’s sustainability goals. As goals are now being established, design solutions will be developed in an effort to achieve the pertinent LEED credits. The final design will strive to create a sustainable Project that will minimize environmental impacts, improve energy and water conservation, and optimize interior environmental quality.

The LEED New Construction and Major Renovation rating system is used for the Residential schemes. The LEED Core and Shell rating system is used for the Office scheme. The rating system is separated into six major categories: Sustainable Sites, Water Efficiency, Energy and Atmosphere, Materials and Resources, Indoor Environmental Quality, and Innovation & Design Process. The following subsections discuss Project’s sustainable features. The Project target is to achieve 40 LEED points and 1 Boston Green Building credit.

Sustainable Sites

1. Construction Activity Pollution Prevention (Prerequisite)

A management plan will enforce measures to protect adjacent areas from pollution. There is no topsoil on site to be distributed, as the site boundaries are the extents of the buildings. However construction activity will be required to prevent sedimentation of storm sewer and polluting the air with dust and particulate matter.

2. Site Selection (Credit 1)

The Project site has previously been developed and is located in an urban area. The Project does not involve developing land that is prime farmland, at an elevation below the 100-year flood elevation, habitat for endangered species, near wetlands or water bodies, or parkland, so it does not violate established criteria.

3. Development Density (Credit 5)

The site is located in the Fort Port Channel district which has a mixed density of residential and business use. Many basic services are within a walking distance of one-half mile radius, including restaurants, cafes, the South Station complex, the Children’s Museum, courthouse, the Institute of Contemporary Art, hardware store, banks, restaurants and a fitness center.

4. Alternative Transportation: Public Transportation Access (Credits 4.1)

The building is one-half mile from South Station, which is a hub for commuter rail, Red and Silver line subway, local buses and regional Amtrak and bus lines.

5. Alternative Transportation: Bicycle Storage & Changing Rooms (Credit 4.2)

Secured bicycle storage and shower facilities will be provided in 327-337 Summer Street and 319 A Street.


6. Heat Island Effects: Roof (Credits 7.2)

Roofing material will be selected with high Solar Reflectance Index (SRI) values to reduce urban heat island effect.

7. Tenant Design and Construction Guidelines (Credit 9 under LEED Core & Shell)

For the Office Alternative for 327-337 Summer Street, the Proponent will develop and issue guidelines which will describe the sustainable features in the base building and will provide information on how the tenant’s fit-out project can also incorporate other sustainable strategies.

Water Efficiency

1. Water Efficient Landscaping (4)

There will be no potable water use or irrigation for landscaping.

2. Water Use Reduction (Credits 3.1)

Low flow fixtures for the Project will include low flush toilets, faucets and showers with aerators and EPA WaterSense qualified kitchen faucets. A Project goal is to achieve 30 percent water use reduction over the baseline usage using code compliant plumbing fixtures.

Energy and Atmosphere

1. Fundamental Commissioning (Prerequisite 1)

Building systems will be commissioned in accordance with the USGBC requirements.

2. Minimum Energy Performance (Prerequisite 2)

American Society of Heating, Refrigerating, and Air-Conditioning Engineers (ASHRAE) Standard 90.1-2004 will set the minimum standard for the buildings energy use.

3. Fundamental Refrigerant Management (Prerequisite 3)

No chlorofluorocarbon-based (CFC-based) refrigerants will be used in the building.

4. Optimize Energy Performance (Credit 1)

For 327-337 Summer Street under the Residential Alternative and 319 A Street under either alternative, the target is to demonstrate a 10 percent improvement in building performance when we compare the energy model of the proposed design with the baseline model in


accordance with ASHRAE 90.1-2007 Appendix G. Improved energy efficiency can be achieved by providing new windows, repair to the masonry exterior wall, insulation on the roof, and energy efficient HVAC systems.

For 327-337 Summer Street under the Office Alternative, the target is to demonstrate an 8 percent improvement.

5. Measurement and Verification – Tenant Submetering (Credit 5.2)

For 327-337 Summer Street under the Office Alternative, the Project will include an electricity submetering system that allow ongoing monitoring and verification of energy use. A tenant measurement and verification plan will be provided to tenants so they can understand the energy conservation opportunities.

Materials and Resources

1. Storage and Collection of Recyclables (Prerequisite)

Facilities will be provided for collection of recyclable materials.

2. Building Reuse (Credit 1.1)

The Project is primarily a renovation of previously occupied, historic buildings. More than 75 percent of existing building wall, floor and roof will be preserved and refurbished.

3. Construction Waste Management (Credit 2) + Exemplary Performance (ID Credit 1)

A waste management plan will be implemented that seeks to divert at least 95 percent of construction waste material removed from the Project site from landfills through salvage and recycling.

4. Recycled Content and Regional Materials (Credits 4, 5)

Project specifications will include and encourage provision of building materials and product with recycled content and/or that are extracted and manufactured within 500 miles where possible.

Indoor Environmental Quality

1. Minimum Indoor Air Quality (IAQ) Performance (Prerequisite 1)

ASHRAE Standard 62.1-2004 will set the standard for minimum indoor air quality.

2. Environmental Tobacco Smoke Control (Prerequisite 2)

The Proponent intends to designate the entirety of the buildings as non-smoking facilities.


3. Construction Indoor Air Quality Management Plan, During Construction (Credit 3.1)

The Project Specifications will require the contractor to develop and implement an Indoor Air Quality Management plan such that particulates and water is managed during construction, absorptive material are protected and HVAC filters are replaced prior to occupancy.

4. Low-Emitting Materials (Credits 4.1, 4.2, 4.3, 4.4)

Materials including adhesives, sealants, paint, and carpet will be specified with low volatile organic compounds (VOC) content limits as prescribed by the respective applicable standards.

5. Indoor Chemical and Pollutant Source Control (Credit 5)

A permanent entryway system will be installed at the building entrances to prevent solid containments from entering the buildings. Loading area exhaust systems will be separated from the occupied space systems. Minimum Efficiency Reporting Value (MERV) 13 filters shall be used on air systems.

6. Thermal Comfort, Design (Credit 7.1)

The Project will comply with ASHRAE Standard 55-2004, Thermal Environmental Conditions for Human Occupancy.

Innovation and Design Process

1. Innovation in Design: Exemplary Performance

Divert 95%+ of construction waste.

2. LEED Accredited Professional

The Project team includes a LEED AP.

Boston Green Building Credits (Article 37, Boston Zoning Code)

The Project intends to achieve the Boston Green Building Credit 2, Historic Preservation. The Project site is located in the Fort Point Channel Historic District, listed in both the State and National Registers of Historic Places, as well as the City’s Fort Point Channel Landmark District. The Proponent has had initial meetings with the FPCLD Commission as well as staff of the Boston Landmarks Commission regarding the Project. As the Project progresses, the Proponent will continue to meet with the FPCLD commission to ensure that its comments and suggestions are addressed.


The Project involves renovation of historic structures. The goal is to preserve and restore the exterior façades. New windows being provided will replicate the historic character of the old windows to the extent possible while providing the most energy efficiency.

The Proponent has reviewed the LEED checklists which are included below. A number of credits are being targeted as achievable and would allow the Project to become “LEED certifiable.” As the design and engineering of the Project progress, the Project team will continue to apply the checklist as a measurement tool, and will coordinate and implement appropriate sustainable design measures.


LEED 2009 for New Construction and Major Renovation Project ChecklistProject Name: 327-337 Summer Street (Residental Scheme) BH+A Project No.: 3012.00Project Address: Boston, MA 02210 DRAFT 12/6/2012

Yes ? No

14 1 11 SUSTAINABLE SITES Possible 26 Points

Y C Prereq 1 Construction Activity Pollution Prevention Required1 D Credit 1 Site Selection 15 D Credit 2 Development Density & Community Connectivity 5

1 D Credit 3 Brownfield Redevelopment R 16 D Credit 4.1 Alternative Transportation, Public Transportation Access 61 D Credit 4.2 Alternative Transportation, Bicycle Storage & Changing Rooms 1

3 D Credit 4.3 Alternative Transportation, Low-Emitting & Fuel-Efficient Vehicles 32 D Credit 4.4 Alternative Transportation, Parking Capacity 21 C Credit 5.1 Site Development, Protect or Restore Habitat 11 D Credit 5.2 Site Development, Maximize Open Space 1

1 D Credit 6.1 Stormwater Design, Quantity Control R 11 D Credit 6.2 Stormwater Design, Quality Control 11 C Credit 7.1 Heat Island Effect, Non-Roof R 1

1 D Credit 7.2 Heat Island Effect, Roof R 11 D Credit 8 Light Pollution Reduction 1

Yes ? No

6 0 4 WATER EFFICIENCY Possible 10 Points

Y Prereq 1 Water Use Reduction Required4 D Credit 1 Water Efficient Landscaping 2 to 4

Reduce by 50% 2 4 No potable Water Use or Irrigation 4

2 D Credit 2 Innovative Wastewater Technologies 22 2 D Credit 3 Water Use Reduction, 20% Reduction 2 to 4

2 Reduce by 30% 2Reduce by 35% 3

Reduce by 40% 4Yes ? No 2 4 29 ENERGY & ATMOSPHERE Possible 35 Points

Y C Prereq 1 Fundamental Commissioning of the Building Energy Systems RequiredY D Prereq 2 Minimum Energy Performance RequiredY D Prereq 3 Fundamental Refrigerant Management Required2 17 D Credit 1 Optimize Energy Performance 1 to 19

2 Improve by 10% for Existing Buildings Renovations 7 D Credit 2 On-Site Renewable Energy 1 to 7

1% Renewable Energy R 13% Renewable Energy 25% Renewable Energy 37% Renewable Energy 4

9% Renewable Energy 5 11% Renewable Energy 6 13% Renewable Energy 7

2 C Credit 3 Enhanced Commissioning 22 D Credit 4 Enhanced Refrigerant Management 2

3 C Credit 5 Measurement & Verification 3 2 C Credit 6 Green Power 2

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LEED 2009 for New Construction and Major Renovation Project ChecklistProject Name: 327-337 Summer Street (Residental Scheme) BH+A Project No.: 3012.00Project Address: Boston, MA 02210 DRAFT 12/6/2012

Yes ? No

6 0 8 MATERIALS & RESOURCES Possible 14 Points

Y D Prereq 1 Storage & Collection of Recyclables Required2 1 C Credit 1.1 Building Reuse, Maintain Existing Walls, Floors and Roof 1 to 3

Reuse 55% 12 Reuse 75% R 2 Reuse 95% 3

1 C Credit 1.2 Building Reuse, Maintain Interior Nonstructural Elements 12 C Credit 2 Construction Waste Management 1 to 2

50% Recycled or Salvaged 1 2 75% Recycled or Salvaged 2

2 C Credit 3 Materials Reuse 1 to 2 Reuse 5% 1

Reuse 10% 21 1 C Credit 4 Recycled Content 1 to 2

1 10% of Content 1 20% of Content 2

1 1 C Credit 5 Regional Materials 1 to 21 10% of Material 1 20% of Material 2

1 C Credit 6 Rapidly Renewable Materials 11 C Credit 7 Certified Wood 1

Yes ? No

8 1 6 INDOOR ENVIRONMENTAL QUALITY Possible 15 Points

Y D Prereq 1 Minimum Indoor Air Quality Performance RequiredY D Prereq 2 Environmental Tobacco Smoke (ETS) Control Required

1 D Credit 1 Outdoor Air Delivery Monitoring 11 D Credit 2 Increased Ventilation 1

1 C Credit 3.1 Construction IAQ Management Plan , During Construction 11 C Credit 3.2 Construction IAQ Management Plan , Before Occupancy 1

1 C Credit 4.1 Low-Emitting Materials, Adhesives & Sealants 11 C Credit 4.2 Low-Emitting Materials, Paints & Coatings 11 C Credit 4.3 Low-Emitting Materials, Flooring Systems 11 C Credit 4.4 Low-Emitting Materials, Composite Wood & Agrifiber Products 11 D Credit 5 Indoor Chemical & Pollutant Source Control 11 D Credit 6.1 Controllability of Systems, Lighting 1

1 D Credit 6.2 Controllability of Systems, Thermal Comfort 11 D Credit 7.1 Thermal Comfort, Design 1

1 D Credit 7.2 Thermal Comfort, Verification 11 D Credit 8.1 Daylight and Views, Daylight for 75% regularly occupied areas 1

1 D Credit 8.2 Daylight and Views, Views for 90% regularly occupied areas 1Yes ? No

2 0 4 INNOVATION IN DESIGN Possible 6 Points

1 4 Credit 1 Innovation in Design 1 to 5C 1 Exemplary Performance: Construction Waste Diversion 95%+ 1

Innovation: 1 Innovation: 1 Innovation: 1

Innovation: 1 D Credit 2 LEED® Accredited Professional 1

Yes ? No

2 0 2 Regional Priority Possible 4 Points

2 2 Credit 1 Regional Priority 1 to 4D 1 Regionally Defined Credit Achieved: SSc7.2 1D 1 Regionally Defined Credit Achieved: MRc1.1 1

Regionally Defined Credit Achieved 1Regionally Defined Credit Achieved 1

Yes ? No

40 6 64 Project Totals (pre-certification estimates) Possible 110 PointsCertified: 40-49 points, Silver: 50-59 points, Gold: 60-79 points, Platinum: 80+ points

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LEED 2009 for Core and Shell Project ChecklistProject Name: 327-337 Summer Street (Office Scheme) BH+A Project No.: 3012.00Project Address: Boston, MA 02210 DRAFT 12/6/2012

Yes ? No







1 D Credit 9 Tenant Design and Construction Guidelines 1Yes ? No








3 Improve by 8% for Existing Buildings Renovations 4 D Credit 2 On-Site Renewable Energy R 4 2 C Credit 3 Enhanced Commissioning 2 2 D Credit 4 Enhanced Refrigerant Management 2 3 C Credit 5.1 Measurement and Verification- Base Building 33 C Credit 5.2 Measurement and Verification- Tenant Submetering 3 2 C Credit 6 Green Power 2

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LEED 2009 for Core and Shell Project ChecklistProject Name: 327-337 Summer Street (Office Scheme) BH+A Project No.: 3012.00Project Address: Boston, MA 02210 DRAFT 12/6/2012

Yes ? No


Y D Prereq 1 Storage & Collection of Recyclables Required5 C Credit 1.1 Building Reuse, Maintain Existing Walls, Floors and Roof 1 to 3

Reuse 25% 1Reuse 33% 2Reuse 42% 3Reuse 50% 4

5 Reuse 75% R 52 C Credit 2 Construction Waste Management 1 to 2


1 C Credit 3 Materials Reuse 11 1 C Credit 4 Recycled Content 1 to 2



1 C Credit 6 Certified Wood 1Yes ? No




1 C Credit 3 Construction IAQ Management Plan , During Construction 11 C Credit 4.1 Low-Emitting Materials, Adhesives & Sealants 11 C Credit 4.2 Low-Emitting Materials, Paints & Coatings 11 C Credit 4.3 Low-Emitting Materials, Flooring Systems 11 C Credit 4.4 Low-Emitting Materials, Composite Wood & Agrifiber Products 11 D Credit 5 Indoor Chemical & Pollutant Source Control 1

1 D Credit 6 Controllability of Systems, Thermal Comfort 11 D Credit 7 Thermal Comfort, Design 1

1 D Credit 8.1 Daylight and Views, Daylight 11 D Credit 8.2 Daylight and Views, Views 1

Yes ? No





Yes ? No




Yes ? No


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LEED 2009 for New Construction and Major Renovation Project ChecklistProject Name: 319 A Street (Residental Scheme) BH+A Project No.: 3040.00Project Address: Boston, MA 02210 DRAFT 12/6/2012

Yes ? No







Yes ? No








2 Improve by 10% for Existing Buildings Renovations 7 D Credit 2 On-Site Renewable Energy 1 to 7

1% Renewable Energy R 13% Renewable Energy 25% Renewable Energy 37% Renewable Energy 4

9% Renewable Energy 5 11% Renewable Energy 6 13% Renewable Energy 7

2 C Credit 3 Enhanced Commissioning 22 D Credit 4 Enhanced Refrigerant Management 2

3 C Credit 5 Measurement & Verification 3 2 C Credit 6 Green Power 2

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LEED 2009 for New Construction and Major Renovation Project ChecklistProject Name: 319 A Street (Residental Scheme) BH+A Project No.: 3040.00Project Address: Boston, MA 02210 DRAFT 12/6/2012

Yes ? No


Y D Prereq 1 Storage & Collection of Recyclables Required2 1 C Credit 1.1 Building Reuse, Maintain Existing Walls, Floors and Roof 1 to 3

Reuse 55% 12 Reuse 75% R 2 Reuse 95% 3

1 C Credit 1.2 Building Reuse, Maintain Interior Nonstructural Elements 12 C Credit 2 Construction Waste Management 1 to 2


2 C Credit 3 Materials Reuse 1 to 2 Reuse 5% 1

Reuse 10% 21 1 C Credit 4 Recycled Content 1 to 2



1 C Credit 6 Rapidly Renewable Materials 11 C Credit 7 Certified Wood 1

Yes ? No




1 C Credit 3.1 Construction IAQ Management Plan, During Construction 11 C Credit 3.2 Construction IAQ Management Plan, Before Occupancy 1

1 C Credit 4.1 Low-Emitting Materials, Adhesives & Sealants 11 C Credit 4.2 Low-Emitting Materials, Paints & Coatings 11 C Credit 4.3 Low-Emitting Materials, Flooring Systems 11 C Credit 4.4 Low-Emitting Materials, Composite Wood & Agrifiber Products 11 D Credit 5 Indoor Chemical & Pollutant Source Control 11 D Credit 6.1 Controllability of Systems, Lighting 1

1 D Credit 6.2 Controllability of Systems, Thermal Comfort 11 D Credit 7.1 Thermal Comfort, Design 1

1 D Credit 7.2 Thermal Comfort, Verification 11 D Credit 8.1 Daylight and Views, Daylight for 75% regularly occupied areas 1

1 D Credit 8.2 Daylight and Views, Views for 90% regularly occupied areas 1Yes ? No





Yes ? No




Yes ? No


Bargmann Hendrie + Archetype, Inc.\\BOS-FILE1\Projects\3040_319_A\doc\LEED\LEED NC 2009 Checklist_3040.xlsx Page 2 of 2

Section 4.0

Site Design

4.0 SITE DESIGN AND URBAN DESIGN

The renovation of the 327-337 Summer Street and 319 A Street buildings will help to enliven the Fort Point Channel neighborhood by providing upgraded residential/office space coupled with accessible retail, service and entertainment-restaurant-recreational space. The Project area enjoys convenient access to automobile, bus, subway, commuter rail, and even air transportation routes.

The Project involves a trio of approximately 100 year-old, historically-significant, brick-and-beam warehouses in the Fort Point Channel district of Boston. Two of the buildings, 327 and 337 Summer Street, are connected internally and function as a single building, although they remain separate legally. These two buildings will be renovated into a single building, to be called 327-337 Summer Street. Under one alternative, 327-337 Summer Street will include approximately 92 dwelling units, within approximately 110,800 s.f., with approximately 25,000 s.f. of retail, service, entertainment-restaurant-recreational space. Under a single office-tenant alternative, 327-337 Summer Street will include approximately 135,800 s.f. of office space. Under both alternatives, 327-337 Summer Street will include approximately 4,000 s.f. of innovation work/office space.

At the same time, the existing building at 319 A Street will be renovated to provide a unified development on Pastene Alley, and further the developer’s master plan for the former Boston Wharf Company portfolio. The existing envelope of 319 A Street will remain unchanged, but its uses will be converted to approximately 18 dwelling units within approximately 43,600 s.f., with approximately 4,100 s.f. of retail, service, entertainment-restaurant-recreational space.

A unique aspect of the Project area is the difference in grade between Summer Street to the north, and Pastene Alley and the West Service Road to the south and east. Summer Street is approximately two-and-one half stories above the other two ways. As currently configured, vertical connections between Summer Street and the adjacent lower street levels (as well as the nearby Congress Street) are minimal. The Project will improve these connections.

The Project has five components, which have been discussed in a series of preliminary design reviews with the BRA and the Fort Point Channel Landmark District Commission. These components are: (1) incorporation of a rooftop addition to 327-337 Summer Street; (2) incorporation of a horizontal addition at the easterly end of 327-337 Summer Street; (3) construction of a new universally-accessible, glass-enclosed entry at 319 A Street (Universally-Accessible Entry); (4) façade restoration for all three buildings (Façade Restorations); and (5) minor site improvements (Site Improvements).

3011/PNF/327-337 Summer Street & 319 A Street 4-1 Site Design and Urban Design Epsilon Associates, Inc.

1) Rooftop Addition

The PDA Master Plan allows for two-story additions to each of the three buildings, but the proposed Project includes a rooftop addition only at the newly combined 327-337 Summer Street. The design of the Rooftop Addition is modern and minimalist, and is intended to be a “quiet” visual element atop the existing historic buildings.

Along its northerly façade, the Rooftop Addition primarily provides a uniform glass treatment stepped back from the brick face of 327-337 Summer Street. The exception to the glazed façade is treatment of the “core element” (stairs and elevators) which are treated in horizontal, white-metal cladding.

The existing building at 321 Summer Street abuts and is taller than 327 and 337 Summer Street. Consequently, the west end of the Rooftop Addition is not readily visible from the street level due to its proximity to existing party wall with 321 Summer Street. To take advantage of this condition, the west end of the Rooftop Addition will provide a hidden place for rooftop mechanical equipment

The southerly façade of the Rooftop Addition, facing Pastene Alley (a private way that, adjacent to 327-337 Summer Street, is actually part of the neighboring lot at 315 A Street), is treated similarly to the Summer Street facades. It includes step backs from the face of the existing brick facades of 327-337 Summer Street. The easterly elevation of the Rooftop Addition is a similar combination of glass and the horizontal metal panels articulating the core area, similar to the façade treatment on Summer Street.

After the Proponent studied options informally with BRA and FPCLDC staff, it was concluded that the simple glass Rooftop Addition should be setback on both of its two levels, from Summer Street, West Service Road and Pastene Alley alike. Earlier studies depicted various setbacks including a second-level setback from Summer Street. To calm the appearance of the Rooftop Addition, the façade is articulated with the second setback. The vertical mullion lines which support the glass curtain wall are drawn up from the pattern of windows in the existing buildings below, to establish a rhythm of bays and piers on the Rooftop Addition. The mullion lines are intended to be lighter on the second level of the addition to “lighten” the building visually.

Consistent with guidelines for the Fort Point Landmark District, existing rooftop appurtenances at 327 and 337 Summer Street, such as old elevator overruns, chimneys and other extensions seen on the elevations, will remain. Elements that are internal and not seen from the street level will be removed, as they conflict with the program within the Rooftop Addition.

The second level of the Rooftop Addition will have a split-level roof, which is intended to lower the roofline and so make the Rooftop Addition less visible from view on Summer Street within the Fort Point Channel Historic District.


2) East Addition

The design of the East Addition is intended to improve the feasibility of adaptive reuse of 327 and 337 Summer Street for contemporary residential or office occupants. This horizontal addition will sit on a currently-undeveloped parcel of land located between the existing easterly face of 337 Summer Street and West Service Road, a public highway under the jurisdiction of MassDOT.

In response to preliminary comments on the East Addition made by the FPCLDC, the new easterly façade could be designed as a new version of the existing easterly façade of 337 Summer Street. The existing façade is perceived to be an important character-defining element of the overall Fort Point Landmark District. Since it is infeasible to remove and rebuild the existing façade at the new property line, a reconstruction of the façade is proposed instead. To make it clear what is original or at least historic, and what has been added later, an approximately six-foot vertical strip of glass will separate the new masonry from the existing masonry. This glass strip creates a new universally-accessible entry to the retail and restaurant areas.

As an alternative to the masonry design, the Proponent has also proposed a minimalist glass façade for the East Addition. In many areas, the public will be able see through the glass curtain wall to the historic brick façade beyond. This design direction is the preferred choice of the Proponent in order to differentiate historic elements from new construction, to tie the Rooftop Addition and the East Addition more closely together, and to create a signature architectural feature at the eastern boundary of the FPCLD, facing the Boston Convention and Exhibition Center.

Under both the glazed and the masonry alternatives, the East Addition would extend thirty-two (32) feet from the existing easterly face of 337 Summer Street. Likewise, both alternatives include adding a new stair connecting Summer Street with West Service Road, Pastene Alley and Congress Street. These latter three streets are all two-and-one-half stories below Summer Street. In keeping with historical precedent in the district, a portion of this metal stair will affixed to the exterior of the East Addition, based on the expression of fire escapes (which are being retained although they will not actually be reused).

Finally, whether its façade is masonry or glass, at grade, the East Addition will provide accessible entries to the newly created retail, service, entertainment-restaurant-recreational space at 327-337 Summer Street, as well as a secondary entry to the main building lobby at grade with Summer Street. This secondary entry will create new access from Summer Street down to Pastene Alley and beyond to off-site parking at the Necco Street Parking Garage.


3) Universally-Accessible Entry

At 319 A Street, a new entry providing universal access will be “tucked” below the existing loading dock on Pastene Alley, a private way closed to public travel. The existing loading dock is defunct. It consists of three bays along Pastene Alley that were originally designed to allow railroad cars to load flush against the side of the building.

The design intent for the Universally-Accessible Entry is to recess the glass vestibule and stair enclosure so that the historic railcar loading dock is still “readable” from the building’s Pastene Alley façade. The rail and cobblestone treatment on the ground will remain in strategic (non accessible areas) to memorialize the historic condition. Tucked under the stair within the new addition will be enclosed bicycle parking spaces.

After preliminary meetings with BRA staff and the FPCLDC, the glass façade of the new entry was redesigned to eliminate visible external metal mullions. The current, more minimalist treatment will make the vestibule as transparent as possible, and enable passersby to see through the lobby to the rear brick wall of the historic loading area. The westerly interior wall of the new infill addition will be clad in a combination of granite (at the base), and metal panels (above) where the stair is enclosed.

This easterly rear wall of the Universally-Accessible Entry will be located directly opposite the private parking garage exit at 315 A Street, and automobiles from that building will actually pass under a portion of 319 A Street by virtue of a recorded easement.

4) Façade Restorations

Approximately 100 years in age, the façades of the three buildings located at the Project site require restoration. The Façade Restorations will focus on masonry repair, window replacement, rehabilitation of selected windows, and repair and rehabilitation of the existing copper cornices.

The intent is for replacement windows to be metal from the second level and above, at all buildings. (In fact, a portion of the windows at 327-337 Summer Street have already received metal replacement windows.) The story of 327-337 Summer Street at grade with Summer Street will have restored wooden windows where feasible. New wood mullion windows, matching the existing ones, will be installed where it is not feasible to restore existing windows. At the basement and sub-basement levels visible from Pastene Alley, the existing wooden windows will be restored, unless their existing condition warrants replacement, which will be in kind.

To bring life back to the streets of the immediate neighborhood, the Façade Restorations include creating street-level access points to retail, service, entertainment-restaurant-recreational spaces along on Summer Street. Currently, the first story along Summer Street


is higher than sidewalk grade by approximately five (5) feet. To create viable retail space that meets accessibility requirements, a portion of the façade will be altered to allow for a grade level entry.

Out of respect for 327 and 337 Summer Street’s historical significance, the Project consciously limits the number of new access points and the areas of the façade that will be modified. To maximize the preservation of original building fabric, an existing loading dock bay, will be retained albeit with the modern garage door replaced with one matching the historic precedent.

5) Site Improvements

Various minor site improvements are included in the Project, all of which contribute to the revitalization of the neighborhood. A new sidewalk will be constructed along Summer Street in front of 327-337 Summer Street, with the opportunity to create a more level surface by raising the curb height along the roadbed. Although Pastene Alley will not be opened formally to public travel, the public will continue to be able to use that alley by permission, and the new building entries along Pastene Alley will encourage this. Street lighting along Pastene Alley will also be provided, to improve visibility and safety at night.


Section 5.0

Historic and Archaeological Resources

5.0 HISTORIC AND ARCHAEOLOGICAL RESOURCES

This section describes the historic and archaeological resources within and adjacent to the Project site and the effects of the Project on these resources.

5.1 Historic Resources

The Project site is located within the Fort Point Channel Landmark District administered by the City of Boston’s Fort Point Channel Landmark District Commission. It is also located within the Fort Point Channel Historic District, a district listed in the State and National Registers of Historic Places. Finally, the Project site is located within the vicinity of several historic resources listed in the State and National Registers or the Inventory of Historic and Archaeological Assets of the Commonwealth. Table 5-1 and Figure 5-1 identify historic resources located in the vicinity of the Project.

Table 5-1 Historic Resources

Map No. Name Address Designation

A Fort Point Channel Historic District

- State and National Register-listed

B Congress Street Fire Station 344 Congress Street State and National Register-listed

C Russia Wharf Russia Wharf, Atlantic Avenue

State and National Register-listed

1 Federal Reserve Bank of Boston 556-624 Atlantic Avenue Inventory

2 Stone and Webster Building 245 Summer Street Inventory

3 “C” Street Area - Inventory

P.1 Fort Point Channel Landmark District

- State Register-listed

P.2 Seaport Boulevard/Boston Wharf Road Protection Area

Seaport Boulevard/Boston Wharf Road

State Register-listed

P.3 Proposed “A” Street Protection Area

“A” Street, Wormwood, Melcher Street and West Service Road

State Register-listed

3011/PNF/327-337 Summer Street & 319 A Street 5-1 Historic and Archaeological Resources Epsilon Associates, Inc.

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Figure 5-1Historic Resources


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5.1.1 Historic Resources within the Project Site

The Project site consists of three buildings at 327 and 337 Summer Street and 319 A Street, and a vacant lot that will be merged with 327-337 Summer Street. The building at 327 Summer Street (identified in the Fort Point Channel Landmark District Commission Study Report (Report) as 327-333 Street) was constructed in 1911, and the building at 337 (identified as 337-347 Summer Street in the Report) was constructed in 1907. The buildings at 327 and 337 Summer Street were constructed for the Boston Wharf Company as warehouses for the Joseph Middlebury, Jr. Inc. that produced bakery and confectioners supplies. The building at 319 A Street was constructed in 1913 by the BWC for the Kistler Leather Co.

5.1.1.1 327 Summer Street

Classified as a “warehouse building” in the Report, 327 Summer Street, constructed by the BWC, is a Classical Revival style, load-bearing masonry warehouse building supported with wood posts and beams. Character-defining features of the district, as described in the Report, embodied by this building and its setting include the following: Streetscape and Setting, Density, Uniform Massing and Rooflines, Streets and Sidewalks, Architecture – Style and Form, Window Openings and Fittings, and Building Materials.

The Summer Street elevation is eight-bays wide and is constructed in a traditional tripartite design. The building features ground-floor commercial space along Summer Street that is articulated with tall plate-glass windows with glazed transoms set beneath a projecting cast stone beltcourse. The upper levels consist of evenly spaced pairs of double-hung sash with a top level separated by a wide brick and cast stone beltcourse. Primary brick piers extend up to high-relief corbelled brick brackets and an overhanging parapet. The red brick rear elevation, which faces Pastene Alley, extends below Summer Street by one-and-one-half-stories.

Windows on the Summer Street elevation consist primarily of two-over-two, double-hung, wood windows. First-floor windows consist of large plate glass windows with glass transoms. The rear elevation contains one-over-one and two-over-two, double-hung wood windows. A pedestrian entrance and several loading dock doors are located at the ground level of the rear elevation. Overall, the building is in good condition with localized areas of masonry deterioration. All windows are in poor condition as a result of deferred maintenance.

5.1.1.2 337 Summer Street

337 Summer Street, constructed by the BWC, is a Classical Revival style, load-bearing masonry warehouse building supported with wood posts and beams. Character-defining features of the district, as described in the Report, embodied by this building and its setting


include the following: Streetscape and Setting, Density, Uniform Massing and Rooflines, Streets and Sidewalks, Architecture – Style and Form, Window Openings and Fittings, and Building Materials.

The Summer Street elevation is eight-bays wide and is constructed in a traditional tripartite design. The building features ground-floor commercial space along Summer Street that is articulated with tall plate-glass windows with glazed transoms set beneath a projecting cast-stone beltcourse. The upper levels consist of evenly spaced pairs of double-hung sash with a top level separated by a wide brick and cast-stone beltcourse. Primary brick piers extend up to high-relief corbelled brick brackets and an overhanging parapet. The red-brick secondary side elevation and the rear elevation, which faces Pastene Alley, extend below Summer Street by one-and-one-half-stories.

Windows on the Summer Street elevation consist primarily of one-over-one, double-hung, wood windows. First-floor windows on the Summer Street elevation consist of large plate glass windows with glass transoms. The east elevation, which rises six stories, contains one-over-one and two-over-two windows on the upper floors. At the ground level, a large loading bay is centered on the elevation. This level also contains a loading bay and windows with large transoms above. The rear elevation contains one-over-one and two-over-two, double hung wood windows. A pedestrian entrance and several loading dock doors are located at the ground level of the rear elevation. Overall, the building is in good condition with localized areas of masonry deterioration. All windows are in poor condition as a result of deferred maintenance.

5.1.1.3 319 A Street

The building at 319 A Street was constructed in 1913 by the BWC for the Kistler Leather Co. The Kistler building was designed in the stylized Classical Revival style by Morton D. Safford, one of the two principal architects designing for the BWC at the turn of the century. The narrow brick building features a two-part form, rather than the tripartite form typical of the District, with the elevated first floor separated from the upper levels by a slightly projecting limestone beltcourse. The primary elevation is along A Street and features pairs of large window openings set between wide vertical piers extending up to low-relief corbelled brick brackets. The corbelled parapet wraps around the entire building and is set below a molded copper cornice. The two secondary elevations of the building are red brick, feature cast-stone sills and triple windows within most of the vertical bays. Along the building’s Pastene Alley elevation, the eastern end of the ground floor is set back where a one-and-one-half-story train bay is located.

Windows primarily consist of pairs of four-over-four, double hung, wood windows on the three primary elevations. Small basement level two-pane windows are located at the sidewalk or at grade, and windows at the first floor also contain glazed transom. Several windows at the second floor level are one-over-one. Windows are set primarily in pairs or in sets of three separated by wood mullions. A pedestrian entrance is located at the


southern end of A Street, and a second point of access is located within the train bay on Pastene Alley. Overall, the building is in good condition with localized areas of masonry deterioration. All windows are in poor condition as a result of deferred maintenance.

5.1.2 Historic Resources in the Vicinity of the Project Site

Several contributing buildings in the proposed Landmark District and within the Fort Point Channel Historic District are located in the immediate vicinity of the Project site.

Situated adjacent to 327 Summer Street, the BWC wool storehouse at 321 Summer Street was designed by J.M. and C.J. Buckley in 1911. The eight-story, Classical Revival style building is constructed of red brick and articulated with cast-stone detailing, including window sills and lintels, belt courses, decorative brackets, and parapet. The building features ground-floor storefronts and loading bays and upper level pairs of punched window openings set between tall red brick piers.

The site of the former 319 A Street Rear (now 315 A Street) building is located immediately south of the 327 and 337 Summer Street and east of 319 A Street. The red-brick former warehouse building on this site was recently demolished, and a new 21-story residential building is being constructed on the site. Improvements to Pastene Alley will also be undertaken as part of the redevelopment of the 319 A Street Rear parcel.

Situated across A Street from 319 A Street is the former A Street Deli at 324 Summer Street. Constructed by the Boston Wharf Company in 1945, the one-story, flat roof building is constructed of concrete block and is faced with a buff brick. Situated at the corner of the lot, the one-story building has a corner entrance flanked by large window openings along its A Street and Melcher Street elevations. Smaller punched window openings and a pedestrian door are located at the west end of the Melcher Street façade. [I think there are plans to alter this building on file with FPCLDC.]

A vacant lot is located across from 337 Summer Street at 332 Summer Street. The lot is situated one-and-one-half stories below the Summer Street elevation. The rear, solid, red-brick elevation of 381 Congress Street is visible behind the vacant lot. The vacant lot is currently utilized for surface parking.

Located across Summer Street is 330 Summer Street. The six-story, buff brick, Classical Revival style building features the distinct triparte façade design found in many Fort Point Channel buildings. The Summer Street elevation features a strong base with large plate-glass windows and a side entrance along with a street level loading bay. The middle of the building rises four stories and is separated from the first and sixth floors by a slightly projecting limestone beltcourse. Above the sixth floor is a projecting corbelled cornice. This elevation features evenly spaced rectangular window openings with cast stone sills and lintels. The east elevation is a solid red-brick wall, while the rear, red-brick elevation features evenly spaced punched window openings fronting a narrow alley.


The Russia Wharf buildings, the Federal Reserve Building (constructed in 1973), the Stone and Webster Building (constructed in 1973), the C Street Area, and other buildings and structures within the Fort Point Channel Historic District, including the Congress Street Fire Station, are located within the vicinity of the Project site.

5.2 Archaeological Resources Within the Project Site

The proposed Project is located on filled land which was previously disturbed by the initial construction of Boston Wharf Company buildings. No previously identified archaeological resources are located within the Project site. No impacts to archaeological resources are anticipated.

5.3 Relation of the Design Guidelines to PDA No. 69

The Design Guidelines for the FPCLD specifically address the Summer Street portion of the Project site in the context of the PDA Master Plan at Section 10.4(D) identifying it as a site with the potential for new buildings up to 180 feet in height:

The Fort Point Channel Landmark District Commission considered 327 Summer Street, 337 Summer Street, and 319 A Street Rear to be significant to the District. These buildings are identified in Planned Development Area (PDA) No. 69 as parcel A3, which was identified in that document as a site with the potential to receive an addition or new construction that would result in buildings with heights up to 180 feet, and is also eligible to exceed that height (see Study Report Section 6, Planning Context). Within the context of the planning process that resulted in PDA No. 69, the Commission will consider the rooftop addition to 319 A Street Rear and/or new construction in place of 319 A Street Rear and/or Pastene Alley until the PDA Master Plan terminates and expires. The Commission will also consider rooftop additions identified for 327 and 337 Summer Street, subject to the criteria above for rooftop additions (10.4, Section B).

The Project includes a two-story rooftop addition at 327-337 Summer Street and a horizontal addition on the east side of the 337 Summer Street, and the PDA Master Plan remains effective. Accordingly, the Project has been designed to take into consideration the Design Guidelines and the PDA Master Plan, as well as existing site conditions and current market conditions. There are no changes proposed to the existing envelope of 319 A Street.

5.4 Visual Impacts to Historic Resources

The proposed Project consists of the adaptive reuse of the existing historic structures located at 327 and 337 Summer Street and 319 A Street, including a horizontal addition on the east side of 337 Summer Street (East Addition)and a new two-story rooftop addition (Rooftop Addition) on 327 and 337 Summer Street.


5.4.1 Rehabilitation

Consistent with sustainable design principles, the adaptive reuse of the existing buildings is intended to be a smart growth project. The Project will reuse the existing historic structures as part of mixed-use development in a dense urban environment close to public transportation. The rehabilitation of these structures will ensure the preservation of these Boston Wharf Company buildings and maintain and enhance this section of the Summer Street and A Street streetscapes.

The existing façades of 327-337 Summer Street and 319 A Street are distinctive expressions of the particular history of the site and the surrounding historic district. Existing features of the buildings will be rehabilitated or repaired, as needed. All existing windows are in poor condition and will be replaced with historically-appropriate, simulated divided-light, aluminum replacement windows with a brick mold to match the existing and in a pane configuration to match the existing windows. At the first-floor (Summer Street) level of 327 and 337 Summer Street, existing plate-glass windows will be retained and rehabilitated. Existing openings on the Pastene Alley elevation at the ground-floor level will be modified to serve as doors and windows.

5.4.2 Infill, Horizontal and Rooftop Additions

New construction associated with the Project is limited to a small lobby infill on the ground floor of 319 A Street within the former rail bay, a horizontal addition on the east side of 337 Summer Street and a new two-story rooftop addition on the 327 and 337 Summer Street buildings. The small addition of a lobby within the train loading bay at 319 A Street will provide the necessary access to the residential entrance, which must remain separate from the commercial entrance that will continue to front on A Street. This lobby will also provide the necessary fire egress from the new fire-rated stair to be constructed within the building to serve the residential units on the upper floors of the building. The new lobby will be constructed on glass and masonry to ensure the infill clearly reads as new but is compatible with the historic building.

By taking advantage of the available space on the east side of the Summer Street buildings, the Project can create the necessary square footage to remain financially viable while minimizing the additional square footage that otherwise would have been required on the rooftops of the existing Summer Street buildings. A new addition will be located on the east side of 337 Summer Street. The new horizontal and rooftop additions on the Summer Street buildings will be largely constructed of glass curtain wall. This treatment allows the new construction to clearly read as new and be transparent to allow the existing masonry building to maintain its prominence of the site.

The horizontal addition on the east side of 337 Summer Street will be visible from Summer Street and West Service Road when viewed from outside the Landmark District. Likewise, the two-story, rooftop addition will also be visible from outside the District. Sight-line


studies indicate the two-story addition will not be visible from within the District on Summer Street or within Pastene Alley. The rooftop addition will also be shielded from view when looking west on Summer Street due to the presence of the taller 321 Summer Street building.

Two options for the architectural expression of the horizontal addition are being considered. One option is intended to be transparent in character by expressing the exterior walls in glass which allows the original exterior wall of the building to be seen through the glass walls. Another option constructs the addition in traditional brick and cast stone masonry. This latter option would be designed in a manner consistent with the traditional base, middle and top character of the historic building.

5.4.3 Visual Impact Conclusions

The sensitive design of the East Addition and Rooftop Addition together with the rehabilitation of the existing buildings will result in no adverse visual impacts to the Fort Point Channel Historic District and notable positive impacts, including activation of the pedestrian level of the buildings and rehabilitation of the building facades. Due to the small scale of the new construction and the density of the Fort Point Channel Historic District, the proposed new construction will be only minimally visible within the historic district. Alterations to the ground and first floors and the modification of existing window and door openings on the rear elevations will be undertaken in a manner sensitive to the character of the existing buildings. Similarly, the proposed horizontal addition and two-story rooftop addition provide the necessary square footage to make the Project viable while allowing the existing buildings to read as the primary structures on the site and the new construction as secondary elements designed to be sympathetic to the character of the historic buildings.

5.5 Shadow Impacts to Historic Resources

New shadow impacts on historic resources are limited due to the height of existing buildings, density of the neighborhood and presence of narrow streets. Overall, shadow impacts are minimal and occur primarily on the rooftops of existing buildings.

New shadow during the Vernal Equinox is limited to minimal new shadows on Summer Street where the street is already in shadow.

During the Summer Solstice, new shadow falls on Summer Street and West Service Road, but does not affect any historic buildings. New shadow is limited to areas immediately adjacent to the ground level which is already in shadow.

During the Autumnal Equinox, new shadow is limited to the 9:00AM and 12:00PM hours and is limited to minor new shadow on Summer Street adjacent to areas already in shadow.


During the Winter Solstice, the area is already largely in shadow. New shadow is limited to that produced by the horizontal addition on the east side of the site which casts across Summer Street to the alley adjacent to 381 Congress Street.

Due to the height of the buildings and their proximity to the street edge, this area of the Fort Point Channel is already largely in shadow. Net new shadows created by the project are largely limited to the Summer Street and West Service Road roadways and sidewalks. The addition of new shadow is unlikely to affect the architectural character of the historic district.

5.6 Consistency with Local, State and Federal Regulatory Requirements

The proposed Project is subject to review by the Fort Point Channel Landmark District Commission. An Application for a Certificate of Design Appropriateness will be submitted to the Commission. The proponent anticipates working collaboratively with the Commission and staff on the final design of the Project.

Because the Project does not require state agency action, it need not be reviewed by the Massachusetts Historical Commission (MHC) to demonstrate compliance with M.G.L. Chapter 9, Sec. 26-27c, as amended by Chapter 254 of the Acts of 1988. (950 CMR 71.00). By recorded agreement, however, the Proponent must consult with MHC regarding any development at Parcel C, the undeveloped parcel that will be merged with 327 and 337 Summer Street to build the East Addition in compliance with Section 106 of the National Historic Preservation Act.


Section 6.0

Infrastructure Systems

6.0 INFRASTRUCTURE SYSTEMS

6.1 Introduction and Agency Coordination

The following analysis describes the existing utility systems serving the Project area, discusses the Project’s potential impacts on these utilities, and identifies mitigation measures to address potential impacts.

Proposed connections to the Boston Water and Sewer Commission’s water, sewer, and storm drain systems will be designed in conformance with BWSC’s design standards, Sewer Use and Water Distribution System Regulations, and Requirements for Site Plans. The Proponent will submit a General Service Application and a Site Plan to BWSC’s Engineering Services Division for review and approval. The Site Plan will show the location of water mains, sanitary sewers and storm drains that serve the Site, as well as the location of existing and proposed water, sewer, and storm-drain connections. In addition, a Stormwater Pollution Prevention Plan (SWPPP) will be submitted specifying best management measures for protecting the BWSC systems during construction.

The Proponent will work with utility companies serving the area, such as NSTAR and National Grid, as building design and permitting progress continues. Updated design information on the proposed utility connections will be made available to the BRA as this information becomes available. Sewer, water, storm drainage, electric, and other utilities are discussed below.

6.2 Sanitary Sewer

6.2.1 Existing Sewer Service

The local existing sewer system is owned and maintained by the Boston Water and Sewer Commission, which is part of the Massachusetts Water Resources Authority (MWRA) collection and treatment system. Flows from BWSC sewers are ultimately discharged to MWRA interceptors for conveyance, treatment and disposal through the MWRA Deer Island Wastewater Treatment Plant.

Existing sewers located in the vicinity of the Project site are shown on Figure 6-1. The sewer system includes a 10-inch sanitary sewer in Pastene Alley, a private way not open to public travel, which discharges westerly to an existing 24-inch combined sewer in A Street, a city street. The existing 24-inch combined sewer in A Street discharges flows in a southerly direction.

6.2.2 Projected Wastewater Flows

Under existing conditions, the buildings at the Site discharge sewage to the 10-inch gravity sewer located in Pastene Alley. The proposed Project will also discharge sewage to the Pastene Alley 10-inch sewer via existing or new sewer services subject to final design of the

3011/PNF/327-337 Summer Street & 319 A Street 6-1 Infrastructure Systems Epsilon Associates, Inc.

proposed connections and their approval by the BWSC. Depending on the selected development scenario for 327-337 Summer Street (i.e. Residential or Office Alternatives), the combined Project will generate an estimated 16,360 to 45,260 gallons per day (gpd) of sewage flow based on sewage estimates, as calculated in Table 6-1 below in accordance with MassDEP regulations 310 CMR 7.00.

Table 6-1 Project Wastewater Flows

327-337 Summer Street Residential Alternative

Land Use 310 CMR 7.00 Estimates Total

Residential 93 units/126 BR 110 gpd/BR 13,860 gpd

Restaurant 500 seats 50 gpd/seat* 25,000 gpd

Storage/Work Area 18,306 sf 5 gpd/100 sf 915 gpd

TOTAL 151,926 sf 39,775 gpd

* Includes 35 gpd/seat for food service and 15 gpd/seat for kitchen flow.

327-337 Summer Street Office Alternative


Office 135,275 sf 75 gpd/1,000 sf 10,146 gpd

Storage Area 14,574 sf 5 gpd/100 sf 729 gpd

TOTAL 149,849 sf 10,875 gpd

319 A Street


Residential 18 units/44 BR 110 gpd/BR 4,840 gpd

Office/Retail 3,690 sf 75 gpd/1,000 sf 278 gpd

Storage Area 7,335 sf 5 gpd/100 sf 367 gpd

TOTAL 54,227 sf 5,485 gpd

In accordance with MassDEP Regulation 314 CMR 7.05 (h), a Sewer Connection Permit from MassDEP is not required for 319 A Street, nor for 327-337 Summer Street building under either alternative. A Certificate of Compliance must be filed with MassDEP for operation of the service connection. The existing sewer system has ample capacity to convey the Project’s estimated wastewater flows.


Figure 6-1 Existing Sewer and Storm Drainage Systems


6.2.3 Sewer System Mitigation

New sewer connections to the existing collection system, if required, will be constructed in accordance with BWSC standards and regulations, and will be made watertight. Any existing sewer connections on site that are not to be used will be cut, made watertight (capped), and abandoned in accordance with applicable BWSC and City standards. Upon completion of the design stage, a Site Plan will be submitted to the BWSC for approval. A General Service Application will be submitted for construction of the planned services.

6.3 Water Service

6.3.1 Existing Water Service

Existing water services to the Site are provided by the BWSC, which is a member of the MWRA transmission system. There is a well-developed network of piping for water service throughout the Project area. Existing water mains located in the vicinity of the Project site are shown on Figure 6-2.

Within the Site vicinity; there are both an existing 16-inch, low-service water main and an existing 12-inch, high-service water main located in A Street. An existing 8-inch service main, which originates from the 12-inch, high-service water main in A Street, extends easterly within Pastene Alley, a private way not open to public travel. This 8-inch main provides both domestic and fire service connections to 319 A Street

There is also an existing 12-inch low-service water main located on the north side of Summer Street in front of the Site. BWSC records indicate that existing domestic and fire services for 327-337 Summer Street are connected to this 12-inch water main.

6.3.2 Proposed Water Service

Any new water service for the Project will connect to the existing BWSC water system in the adjacent streets subject to final design of the proposed connections. Provided that the existing water services are in good operating condition and appropriately-sized, they may be re-used for the Project subject to BWSC approval. Depending on the selected use scenario of 327-337 Summer Street, the Project will require an estimated 18,000 to 49,785 gpd of water based upon the estimated average daily sewage flow and using a water consumption factor of 1.10.

6.3.3 Water Supply Conservation and Mitigation Measures

The State Building Code, 780 CMR, requires the use of water-conserving plumbing fixtures. Water conservation measures such as low-flow toilets and restricted-flow faucets will help to reduce domestic water demand on the existing water distribution system. There is no landscaping planned for the Site, and so it will not present an irrigation demand.


Figure 6-2 Existing Water System


The Proponent will arrange for water meters consistent with the BWSC’s automatic meter-reading system. The BWSC will provide meter transmission units (MTUs) at the Proponent’s expense. The Proponent will provide a telephone line and jack near the meters and outside meter-reading devices. The BWSC will connect the telephone lines and MTUs to the meters, and will program the MTUs.

To prevent cross-connections from the sprinkler systems for the buildings or other regulated plumbing equipment, backflow preventers will be installed on appropriate plumbing fixtures. The designs for the devices used to prevent backflow into the potable water supply will be submitted to the BWSC Cross Connection Control Department for review and approval in accordance with BWSC regulations.

The proposed water-supply systems and the fire-protection systems for the buildings will be carefully designed to meet the needs of the Project. The Project will comply with the standards of the State Plumbing Code, 248 CMR 10.000, as well as of the National Fire Protection Association. All required fittings for the mix of uses included in the Project will be installed in accordance with the applicable codes.

Based on existing development in the general area of the Site, it is anticipated that the existing BWSC water system will not be adversely affected by the Project.

6.4 Storm Drainage System

6.4.1 Existing Storm Drainage System

Stormwater from the Site currently discharges to the existing stormwater systems in the adjacent streets. Figure 6-1 above depicts the existing BWSC storm drainage systems in the Project area. There is an existing 12-inch drain in Pastene Alley. This drain flows westerly in Pastene Alley to an existing 30-inch drain in A Street. That drain in turn flows to a 48-inch drain in Melcher Street which then turns southerly down Necco Street and ultimately to Fort Point Channel. There is also a 12-inch drain in Summer Street which connects to the 30-inch drain in A Street.

6.4.2 Proposed Storm Drainage System Volume

Since the existing Site consists entirely of impervious cover, the Project cannot create additional impervious areas. Consequently, post-development runoff conditions will be the same as existing conditions thereby maintaining current runoff rates to the BWSC storm-drain system.

6.4.3 DEP Stormwater Management Policy Standards

In March 1997, the MassDEP adopted a Stormwater Management Policy to address non-point source pollution, which is administered locally pursuant to MGL Ch. 131, s. 40. The policy prescribes specific Stormwater Management Standards for development projects,


including urban pollutant removal criteria for projects that may impact environmental resource areas. Compliance is achieved through the implementation of Best Management Practices (BMPs) in the stormwater management design. This Project is a redevelopment project under the policy and will comply with all of the applicable standards to the maximum extent practicable.

6.4.4 City of Boston Groundwater Overlay District

According to City of Boston Zoning maps, the Site is located within the city’s Groundwater Conservation Overlay District, which is regulated under Article 32 of the Zoning Code. Please refer to Subsection 1.8.7 for a description of the Project’s compliance.

6.4.5 Mitigation Measures

As noted in Subsection 6.4.2 above, the existing Site is entirely impervious, and Project will worsen that condition. However, the use of subsurface leaching and recharge devices will be reviewed for application specific to this Site during the design phase. These devices, generally, can provide limited recharge of surface runoff to subsurface soils in areas where soil and other conditions allow. Necessary investigations of relevant site constraints will be evaluated during the design process and, if appropriate, such devices will be incorporated into the Project. Prior to construction, erosion and sedimentation control measures will be installed on Site to prevent the discharge of sediments to the BWSC’s stormwater drainage system. Finally, in conjunction with the Site Plan and General Service Application submitted to the BWSC’s Engineering Services Division, the Proponent will submit a SWPPP identifying existing drainage patterns and areas to be used for storage or treatment of any contaminated soils, groundwater or stormwater.

6.5 Energy Requirements and Service

6.5.1 Existing and Proposed Electric Power

NStar (formerly Boston Edison Company) provides electric service in the City of Boston. There are existing electric manholes and duct banks with service drops in A Street, Street and in Pastene Alley, nearby the Project site. The existing buildings currently have transformers and emergency generators located in Pastene Alley. The electrical, space-heating and energy systems for the Project have not yet been designed. However, it is anticipated new transformers for the buildings will be located in accordance with all applicable codes and requirements.


6.5.2 Gas Service

National Grid (formerly Boston Gas Company) provides natural gas service in the City of Boston. There is an existing 12-inch gas main in A Street which connects to a 6-inch gas line in Pastene Alley. Gas service is anticipated to be available from either of these sources. The heating systems for the Project will not be determined until the final design stages of the Project.

6.5.3 Energy Conservation Measures

The Proponent will install energy-efficient lighting, heating and cooling systems in the design for the building. Applicable standards and regulations will be complied with in regard to the use of energy conservation measures.

6.6 Telephone and Cable Television

The Proponent will coordinate with representatives of the relevant telephone and cable television franchisees regarding these services. There are existing underground telephone and cable lines both in A Street and in Pastene Alley.

6.7 Utility Protection During Construction

During construction, existing utility infrastructure will be protected using sheeting and shoring, temporary relocations, and construction staging, as required. The general contractor will be required to coordinate all such protection measures, as well as temporary supports and temporary shutdowns of utilities, with the appropriate utility owners and agencies. The contractor will also be required to provide adequate notification to the utility owner prior to work affecting their particular utility. In the event that a utility cannot be maintained in service during switchover to a temporary or permanent system, the contractor will be required to coordinate the shutdown with the utility owner and Project abutters to minimize impacts and inconveniences.


Project Certification

Appendix A

Site Survey and Legal Description

FELDMAN

Appendix B

Floor Plans and Renderings

Figure B-1327-337 Summer Street Seventh Floor Plan - Residential Alternative


DN

UP

TRASH

2,260 SF

DN

DECK3,173 SF

1,880 SF

EQUIPMENT

ELEC.

Residential : 7 Penthouse Upper Level : 5,270 gsf

16'8'0

Figure B-2327-337 Summer Street Sixth Floor Plan - Residential Alternative


DN

UP

TRASH

UP

DN

UNIT 11,530 SF

UNIT 21,000 SF

UNIT 31,920 SF

UNIT 61,040 SF

UNIT 51,105 SF

UNIT 41,290 SF

EQUIPMENT

ELEC.

Residential : 6 Penthouse Lower Level : 9,750 gsf

16'8'0

Figure B-3327-337 Summer Street Second through Fifth Floor Plans - Residential Alternative


TRASH

UNIT 13661 SF

UNIT 12555 SF

UNIT 11786 SF

UNIT 11,021 SF

UNIT 21,098 SF

UNIT 31,243 SF

UNIT41,046 SF

UNIT 5901 SF

UNIT 6757 SF

DN

UP

UNIT 81,510 SF

UNIT 91,042 SF

UP

DN

UNIT 101,425 SF

UNIT 14667 SF

UNIT 15544 SF

UNIT 16730 SF

UNIT 17803 SF

UNIT 7788 SF

ELEC.

Residential : 2-5 Typical Residential Level : 18,920 gsf

16'8'0

Figure B-4327-337 Summer Street First Floor (Summer Street) Plan - Residential Alternative


RETAIL / CAFE /RESTAURANT

6,640 SF(NOT INCL. STAIRS)

EGRESS RETAIL ENTRY RETAIL/RESTAURANT ENTRY

DN

DN

SUMMER STREET

WINDOW OCCURS @FIRST FLOOR ONLY

*1*2

*1 *2*1

STAIR TO INNOVATIONZONE WORKSPACE

DN

UP

TRASH

DN

LOBBY MAIL MGT.(1,169 SF)

FCCUP

DN

UNIT 5661 SF

UNIT 4539 SF

UNIT 3754 SF

UNIT 6667 SF

UNIT 7516 SF

UNIT 8512 SF

UNIT 11,202 SF

UNIT 9657 SF

STAIR TO WESTSERVICE ROAD

ACCESIBLE LIFT

Residential : 1 Summer Street Entry Level : 18,920 gsf

16'8'0

Figure B-5327-337 Summer Street -1 Mezzanine Level Plan - Residential Alternative


INNOVATION ZONEWORKSPACE

3,050 SF

RESTAURANT MEZZANINE3,240 SF

UP DNDN UP

NEW DOOR & OPENING*1

*2

OPEN TO BELOWDN

UP

TRASH

OPEN TO BELOW

UP

DN

DN

UNIT 4505 SF

UNIT 1603 SF

UNIT 2459 SF

UNIT 3445 SF

OPEN TOBELOW

Residential : -1 Mezzanine Level : 13,080 gsf

16'8'0

Figure B-6327-337 Summer Street -2 Floor Plan - Residential Alternative


KITCHEN/RESTAURANT

3,050 SF

RESTAURANT6,870 SF

DNUP

UP

DN

EXISTING OPENINGMODIFIED TO WINDOW

*2

*1

*1

WES

T SE

RVIC

E RO

AD

PASTENE ALLEY

TRANSFORMER

DN

UP

TRASH

UP

ELECTRICALROOM1,350 SF

UP

GENERATOR

UPDN

DN

UNIT 4505 SF

UNIT 1603 SF

UNIT 2459 SF

UNIT 3445 SF

Residential : -2 Floor Plan : 18,920 gsf

16'8'0

Figure B-7327-337 Summer Street Sub-basement Level Plan - Residential Alternative


MAINTENANCE290 SF

TRASH ROOM760 SF

STORAGE2,020 SF

RESIDENTIALBIKE STORAGE1,300 SF

UP

UP

UP

UP

*2

EXISTING WATERSERVICE INTO BUILDING

*1

*2

UP

*2

STORAGE4,500 SF

UNEXCAVATED

UP

PASTENE ALLEY

ENTRYBIKE RACKS

DN

UP

UPRAISED FLOOR AND NOTACCESSIBLE

LOADING

STAIR ABOVE

Residential : Sub-basement Level : 13,500 gsf

16'8'0

Figure B-8327-337 Summer Street Seventh Floor Plan - Office Alternative


LOBBY

DECK7,080 SF

4,325 SFLOBBY

Office Scheme : 7 Penthouse Upper Level : 5,750 gsf

16'8'0

Figure B-9327-337 Summer Street Sixth Floor Plan - Office Alternative


LOBBY

DECK

8,861 GSF

LOBBY

Office Scheme : 6 Penthouse Lower Level : 8,860 gsf

16'8'0

Figure B-10327-337 Summer Street Second through Fifth Floor Plans - Office Alternative


LOBBYLOBBY

Office Scheme : 2-5 Typical Office Level : 18,920 gsf

16'8'0

Figure B-11327-337 Summer Street First Floor (Summer Street) Plan - Office Alternative


SUMMER STREET

ENTRY

LOBBY

Office Scheme : 1 Summer Street Entry Level : 18,920 gsf

16'8'0

Figure B-12327-337 Summer Street -1 Mezzanine Level Plan - Office Alternative


OPEN BELOW

LOBBY

OPEN BELOW

LOBBY

OPEN BELOW

LOBBY

Office Scheme : -1 Mezzanine Level : 13,080 gsf

16'8'0

Figure B-13327-337 Summer Street -2 Floor Plan - Office Alternative


WES

T SE

RVIC

E RO

AD

OPEN BELOW

DN

PASTENE ALLEY

LOBBY

*1

TRANSFORMER

ELECTRICALROOM1,350 SF

GENERATOR

DN

LOBBY

Office Scheme : -2 Floor Plan : 18,920 gsf

16'8'0

Figure B-14327-337 Summer Street Sub-basement Level Plan - Office Alternative


WATER SERVICEROOM458 SF

MAINTENANCE288 SF

TRASH ROOM

UP

UP

UP

EXISTING WATERSERVICE INTO BUILDING

UPMECHANICAL/BOILER ROOM1,911 SF

LOBBY

BUILDING STORAGE BICYCLE & BUILDING STORAGE

PASTENE ALLEY BICYCLE RACKS

UNEXCAVATED

RAISED FLOOR AND NOTACCESSIBLE

Office Scheme : Sub-Basement Level : 13,500 gsf

16'8'0

Figure B-15 327-337 Summer Street View East Down Summer Street - Glass Addition


Figure B-16 327-337 Summer Street View West from Summer Street Bridge - Glass Addition


Figure B-17 327-337 Summer Street View East Down Summer Street (Night) - Glass Addition


Figure B-18 327-337 Summer Street View West from Summer Street Bridge (Night) - Glass Addition


Figure B-19 327-337 Summer Street View East Down Summer Street - Brick Addition


Figure B-20 327-337 Summer Street View West from Summer Street Bridge - Brick Addition


Figure B-21 327-337 Summer Street View East Down Summer Street (Night) - Brick Addition


Figure B-22 327-337 Summer Street View West from Summer Street Bridge (Night) - Brick Addition


Figure B-23319 A Street Floor Plans


SECOND THROUGH FIFTH FLOOR PLANS

FIRST FLOOR PLAN

Figure B-24 319 A Street from Pastene Alley Looking Southeast


Appendix C

Transportation

TRANSPORTATION APPENDIX

The Transportation Appendix is available upon request from Epsilon Associates, Inc.

Appendix D

Air Quality

AIR QUALITY APPENDIX

Introduction

This Air Quality Appendix provides modeling assumptions and backup for results presented in Subsection 3.5 of this Expanded PNF. Included within this documentation is a brief description of the methodology employed along with pertinent calculations and data used in the emissions and dispersion calculations supporting the microscale air quality analyses.

Motor Vehicle Emissions

The EPA MOBILE6.2 computer program generated motor vehicle emissions used in the mobile source CAL3QHC modeling. The model input parameters were provided by MassDEP. Emission rates were derived for 2017 for speed limits of 2.5, 10, 15, and 30 mph for use in the microscale analyses.

CAL3QHC

For the intersections studied, the CAL3QHC model was applied to calculate CO concentrations at sensitive receptor locations using emission rates derived in MOBILE6.2. The intersection’s queue links and free flow links were input to the model along with sensitive receptors at all locations nearby each intersection. The meteorological assumptions input into the model were a 1.0 meter per second wind speed, Pasquill-Gifford Class D stability combined with a mixing height of 1000 meters. For each direction, the full range of wind directions at 10 degree intervals was examined. In addition, a surface roughness (z0) of 321 cm was used for the intersections. Idle emission rates for queue links were based on 2.5 mph emission rates derived in MOBILE6.2 and converted from grams per mile to grams per hour. Emission rates for speeds of 10, 15, and 30 mph were used for right turn, left turn, and free flow links, respectively.

3011/PNF/327-337 Summer Street & 319 A Street D-1 Air Quality Appendix Epsilon Associates, Inc.

MOBILE6.2 Emission Factor Summary

327-337 Summer Street - Boston, MACalculation of Microscale Modeling Emission Rates

Summary of MOBILE6.2 Output

Carbon Monoxide Only

Queues IdleFree Flow 30 mphRight Turns 10 mphLeft Turns 15 mph

Summer 2012 2017 UnitsIdle 31.518 26.673 g/hr2.5 mph 12.607 10.669 g/mile10 mph 5.668 4.844 g/mile15 mph 4.806 4.104 g/mile30 mph 3.954 3.349 g/mile

Winter 2012 2017 UnitsIdle 50.215 42.868 g/hr2.5 mph 20.086 17.147 g/mile10 mph 10.834 9.392 g/mile15 mph 9.736 8.479 g/mile30 mph 8.682 7.610 g/mile

Model Input/Output

Due to excessive size CAL3QHC, and MOBILE6.2 input and output files are available on digital media upon request.

3011/PNF/327-337 Summer Street & 319 A Street Howard/Stein-Hudson Associates, Inc.

Appendix C – Transportation


Traffic Count Data

File Name : 01710001Site Code : 01710001Start Date : 7/18/2012Page No : 1

N/S Street : 'A' StreetE/W Street : Melcher St / PO DrivewayCity/State : South Boston, MAWeather : Clear

Groups Printed- Cars - Trucks'A' St

From NorthPO D'WayFrom East

'A' StFrom South

Melcher StFrom West

Start Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right Int. Total07:00 AM 2 89 23 0 0 2 25 41 2 6 5 20 21507:15 AM 3 73 19 1 0 0 22 51 4 4 2 19 19807:30 AM 3 74 19 0 0 0 15 54 2 5 2 17 19107:45 AM 4 103 24 0 0 0 26 60 4 7 1 26 255

Total 12 339 85 1 0 2 88 206 12 22 10 82 859

08:00 AM 1 93 39 0 0 0 26 76 0 14 2 32 28308:15 AM 1 101 40 0 0 0 25 85 0 6 0 19 27708:30 AM 1 96 46 0 0 0 33 78 1 14 1 35 30508:45 AM 1 91 29 1 0 0 30 63 1 6 1 31 254

Total 4 381 154 1 0 0 114 302 2 40 4 117 1119

Grand Total 16 720 239 2 0 2 202 508 14 62 14 199 1978Apprch % 1.6 73.8 24.5 50 0 50 27.9 70.2 1.9 22.5 5.1 72.4

Total % 0.8 36.4 12.1 0.1 0 0.1 10.2 25.7 0.7 3.1 0.7 10.1Cars 16 702 232 2 0 2 197 484 14 59 13 183 1904

% Cars 100 97.5 97.1 100 0 100 97.5 95.3 100 95.2 92.9 92 96.3Trucks 0 18 7 0 0 0 5 24 0 3 1 16 74

% Trucks 0 2.5 2.9 0 0 0 2.5 4.7 0 4.8 7.1 8 3.7

'A' StFrom North

PO D'WayFrom East

'A' StFrom South

Melcher StFrom West

Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total

Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1Peak Hour for Entire Intersection Begins at 07:45 AM

07:45 AM 4 103 24 131 0 0 0 0 26 60 4 90 7 1 26 34 25508:00 AM 1 93 39 133 0 0 0 0 26 76 0 102 14 2 32 48 28308:15 AM 1 101 40 142 0 0 0 0 25 85 0 110 6 0 19 25 27708:30 AM 1 96 46 143 0 0 0 0 33 78 1 112 14 1 35 50 305

Total Volume 7 393 149 549 0 0 0 0 110 299 5 414 41 4 112 157 1120% App. Total 1.3 71.6 27.1 0 0 0 26.6 72.2 1.2 26.1 2.5 71.3

PHF .438 .954 .810 .960 .000 .000 .000 .000 .833 .879 .313 .924 .732 .500 .800 .785 .918Cars 7 382 145 534 0 0 0 0 106 283 5 394 40 4 105 149 1077

% Cars 100 97.2 97.3 97.3 0 0 0 0 96.4 94.6 100 95.2 97.6 100 93.8 94.9 96.2Trucks 0 11 4 15 0 0 0 0 4 16 0 20 1 0 7 8 43

% Trucks 0 2.8 2.7 2.7 0 0 0 0 3.6 5.4 0 4.8 2.4 0 6.3 5.1 3.8

Accurate Counts978-664-2565



'A' St

Melc

her

St

PO

D'W

ay

'A' St

Right

145 4

149 Thru

382 11

393 Left

7 0 7

InOut Total323 534 857 17 15 32

340 889 549

Rig

ht 0

0

0

Thru 0

0

0

Left 0

0

0

Out

Tota

lIn

16

0

16

0

0

0

16

16

0

Left106

4 110

Thru283 16

299

Right5 0 5

Out TotalIn

487 394 881 18 20 38

505 919 414

Left40

1

41

Thru

4

0

4

Rig

ht

105

7

112

Tota

lO

ut

In251

149

400

8

8

16

259

416

157

Peak Hour Begins at 07:45 AM CarsTrucks

Peak Hour Data

North

Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1Peak Hour for Each Approach Begins at:

07:45 AM 07:00 AM 08:00 AM 08:00 AM

+0 mins. 4 103 24 131 0 0 2 2 26 76 0 102 14 2 32 48+15 mins. 1 93 39 133 1 0 0 1 25 85 0 110 6 0 19 25+30 mins. 1 101 40 142 0 0 0 0 33 78 1 112 14 1 35 50+45 mins. 1 96 46 143 0 0 0 0 30 63 1 94 6 1 31 38

Total Volume 7 393 149 549 1 0 2 3 114 302 2 418 40 4 117 161% App. Total 1.3 71.6 27.1 33.3 0 66.7 27.3 72.2 0.5 24.8 2.5 72.7

PHF .438 .954 .810 .960 .250 .000 .250 .375 .864 .888 .500 .933 .714 .500 .836 .805Cars 7 382 145 534 1 0 2 3 109 289 2 400 38 4 108 150

% Cars 100 97.2 97.3 97.3 100 0 100 100 95.6 95.7 100 95.7 95 100 92.3 93.2Trucks 0 11 4 15 0 0 0 0 5 13 0 18 2 0 9 11

% Trucks 0 2.8 2.7 2.7 0 0 0 0 4.4 4.3 0 4.3 5 0 7.7 6.8




'A' St

Melc

her

St

PO

D'W

ay

'A' St

Right

145 4

149 Thru

382 11

393 Left

7 0 7

In - Peak Hour: 07:45 AM534 15

549

Rig

ht 2

0

2

Thru 0

0

0

Left 1

0

1

In - P

eak H

our: 0

7:0

0 A

M3

0

3

Left109

5 114

Thru289 13

302

Right2 0 2

In - Peak Hour: 08:00 AM

400 18

418

Left38

2

40

Thru

4

0

4

Rig

ht

108

9

117

In -

Peak

Hour:

08:0

0 A

M150

11

161

CarsTrucks

Peak Hour Data

North




Groups Printed- Cars'A' St


'A' StFrom South

Melcher StFrom West


Total 12 331 82 1 0 2 88 195 12 21 9 75 828

08:00 AM 1 89 38 0 0 0 25 75 0 14 2 31 27508:15 AM 1 98 38 0 0 0 25 82 0 6 0 17 26708:30 AM 1 95 45 0 0 0 30 69 1 13 1 31 28608:45 AM 1 89 29 1 0 0 29 63 1 5 1 29 248

Total 4 371 150 1 0 0 109 289 2 38 4 108 1076

Grand Total 16 702 232 2 0 2 197 484 14 59 13 183 1904Apprch % 1.7 73.9 24.4 50 0 50 28.3 69.6 2 23.1 5.1 71.8

Total % 0.8 36.9 12.2 0.1 0 0.1 10.3 25.4 0.7 3.1 0.7 9.6

'A' StFrom North

PO D'WayFrom East

'A' StFrom South

Melcher StFrom West



07:45 AM 4 100 24 128 0 0 0 0 26 57 4 87 7 1 26 34 24908:00 AM 1 89 38 128 0 0 0 0 25 75 0 100 14 2 31 47 27508:15 AM 1 98 38 137 0 0 0 0 25 82 0 107 6 0 17 23 26708:30 AM 1 95 45 141 0 0 0 0 30 69 1 100 13 1 31 45 286


PHF .438 .955 .806 .947 .000 .000 .000 .000 .883 .863 .313 .921 .714 .500 .847 .793 .941




'A' St

Melc

her

St

PO

D'W

ay

'A' St

Right145

Thru382

Left7

InOut Total323 534 857

Rig

ht0

Thru0

Left0

Out

Tota

lIn

16

0

16

Left106

Thru283

Right5

Out TotalIn487 394 881

Left40

Thru

4

Rig

ht

105

Tota

lO

ut

In251

149

400

Peak Hour Begins at 07:45 AM Cars

Peak Hour Data

North


07:45 AM 07:00 AM 08:00 AM 08:00 AM


Total Volume 7 382 145 534 1 0 2 3 109 289 2 400 38 4 108 150% App. Total 1.3 71.5 27.2 33.3 0 66.7 27.2 72.2 0.5 25.3 2.7 72

PHF .438 .955 .806 .947 .250 .000 .250 .375 .908 .881 .500 .935 .679 .500 .871 .798




'A' St

Melc

her

St

PO

D'W

ay

'A' St

Right145

Thru382

Left7

In - Peak Hour: 07:45 AM534

Rig

ht2

Thru0

Left1

In - P

eak H

our: 0

7:0

0 A

M3

Left109

Thru289

Right2


Left38

Thru

4

Rig

ht

108

In -

Peak

Hour:

08:0

0 A

M150

Cars

Peak Hour Data

North




Groups Printed- Trucks'A' St


'A' StFrom South

Melcher StFrom West


Total 0 8 3 0 0 0 0 11 0 1 1 7 31

08:00 AM 0 4 1 0 0 0 1 1 0 0 0 1 808:15 AM 0 3 2 0 0 0 0 3 0 0 0 2 1008:30 AM 0 1 1 0 0 0 3 9 0 1 0 4 1908:45 AM 0 2 0 0 0 0 1 0 0 1 0 2 6

Total 0 10 4 0 0 0 5 13 0 2 0 9 43

Grand Total 0 18 7 0 0 0 5 24 0 3 1 16 74Apprch % 0 72 28 0 0 0 17.2 82.8 0 15 5 80

Total % 0 24.3 9.5 0 0 0 6.8 32.4 0 4.1 1.4 21.6

'A' StFrom North

PO D'WayFrom East

'A' StFrom South

Melcher StFrom West



07:45 AM 0 3 0 3 0 0 0 0 0 3 0 3 0 0 0 0 608:00 AM 0 4 1 5 0 0 0 0 1 1 0 2 0 0 1 1 808:15 AM 0 3 2 5 0 0 0 0 0 3 0 3 0 0 2 2 1008:30 AM 0 1 1 2 0 0 0 0 3 9 0 12 1 0 4 5 19

Total Volume 0 11 4 15 0 0 0 0 4 16 0 20 1 0 7 8 43% App. Total 0 73.3 26.7 0 0 0 20 80 0 12.5 0 87.5

PHF .000 .688 .500 .750 .000 .000 .000 .000 .333 .444 .000 .417 .250 .000 .438 .400 .566




'A' St

Melc

her

St

PO

D'W

ay

'A' St

Right4

Thru11

Left0

InOut Total17 15 32

Rig

ht0

Thru0

Left0

Out

Tota

lIn

0

0

0

Left4

Thru16

Right0

Out TotalIn18 20 38

Left

1

Thru

0

Rig

ht7

Tota

lO

ut

In8

8

16

Peak Hour Begins at 07:45 AM Trucks

Peak Hour Data

North


07:30 AM 07:00 AM 07:45 AM 08:00 AM


Total Volume 0 12 3 15 0 0 0 0 4 16 0 20 2 0 9 11% App. Total 0 80 20 0 0 0 20 80 0 18.2 0 81.8

PHF .000 .750 .375 .750 .000 .000 .000 .000 .333 .444 .000 .417 .500 .000 .563 .550




'A' St

Melc

her

St

PO

D'W

ay

'A' St

Right3

Thru12

Left0


Rig

ht0

Thru0

Left0

In - P

eak H

our: 0

7:0

0 A

M0

Left4

Thru16

Right0


Left

2

Thru

0

Rig

ht9

In -

Peak

Hour:

08:0

0 A

M11

Trucks

Peak Hour Data

North




Groups Printed- Bikes Peds'A' St


'A' StFrom South

Melcher StFrom West

Start Time Left Thru Right Peds Left Thru Right Peds Left Thru Right Peds Left Thru Right Peds Exclu. Total Inclu. Total Int. Total

07:00 AM 0 0 1 6 0 0 0 2 2 2 0 27 0 0 1 2 37 6 4307:15 AM 0 0 0 6 0 0 0 3 1 1 0 20 0 0 0 18 47 2 4907:30 AM 0 2 0 6 0 0 0 3 1 6 0 24 1 0 1 2 35 11 4607:45 AM 0 1 0 14 0 0 0 13 2 4 0 8 3 0 0 10 45 10 55

Total 0 3 1 32 0 0 0 21 6 13 0 79 4 0 2 32 164 29 193

08:00 AM 0 1 0 13 0 0 0 6 5 7 0 6 3 0 2 13 38 18 5608:15 AM 0 1 0 11 0 0 0 19 2 4 0 5 1 0 1 21 56 9 6508:30 AM 0 0 0 13 0 0 0 8 2 6 0 2 1 0 0 20 43 9 5208:45 AM 0 0 0 16 0 0 0 27 5 7 0 0 2 0 0 8 51 14 65

Total 0 2 0 53 0 0 0 60 14 24 0 13 7 0 3 62 188 50 238

Grand Total 0 5 1 85 0 0 0 81 20 37 0 92 11 0 5 94 352 79 431Apprch % 0 83.3 16.7 0 0 0 35.1 64.9 0 68.8 0 31.2

Total % 0 6.3 1.3 0 0 0 25.3 46.8 0 13.9 0 6.3 81.7 18.3

'A' StFrom North

PO D'WayFrom East

'A' StFrom South

Melcher StFrom West



08:00 AM 0 1 0 1 0 0 0 0 5 7 0 12 3 0 2 5 1808:15 AM 0 1 0 1 0 0 0 0 2 4 0 6 1 0 1 2 908:30 AM 0 0 0 0 0 0 0 0 2 6 0 8 1 0 0 1 908:45 AM 0 0 0 0 0 0 0 0 5 7 0 12 2 0 0 2 14

Total Volume 0 2 0 2 0 0 0 0 14 24 0 38 7 0 3 10 50% App. Total 0 100 0 0 0 0 36.8 63.2 0 70 0 30

PHF .000 .500 .000 .500 .000 .000 .000 .000 .700 .857 .000 .792 .583 .000 .375 .500 .694




'A' St

Melc

her

St

PO

D'W

ay

'A' St

Right0

Thru2

Left0

InOut Total31 2 33

Rig

ht0

Thru0

Left0

Out

Tota

lIn

0

0

0

Left14

Thru24

Right0

Out TotalIn5 38 43

Left

7

Thru

0

Rig

ht3

Tota

lO

ut

In14

10

24

Peak Hour Begins at 08:00 AM Bikes Peds

Peak Hour Data

North


07:30 AM 07:00 AM 08:00 AM 07:30 AM


Total Volume 0 5 0 5 0 0 0 0 14 24 0 38 8 0 4 12% App. Total 0 100 0 0 0 0 36.8 63.2 0 66.7 0 33.3

PHF .000 .625 .000 .625 .000 .000 .000 .000 .700 .857 .000 .792 .667 .000 .500 .600




'A' St

Melc

her

St

PO

D'W

ay

'A' St

Right0

Thru5

Left0


Rig

ht0

Thru0

Left0

In - P

eak H

our: 0

7:0

0 A

M0

Left14

Thru24

Right0


Left

8

Thru

0

Rig

ht4

In -

Peak

Hour:

07:3

0 A

M12

Bikes Peds

Peak Hour Data

North



N/S Street : 'A' StreetE/W Street : Melcher St / PO DrivewayCity/State : South Boston, MAWeather : Rain



'A' StFrom South

Melcher StFrom West

Start Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right Int. Total04:00 PM 1 81 7 0 0 0 18 57 2 24 0 41 23104:15 PM 5 99 8 0 0 0 19 80 1 22 2 38 27404:30 PM 2 113 5 0 0 0 14 69 3 18 1 46 27104:45 PM 3 104 10 0 0 1 19 73 5 17 2 38 272

Total 11 397 30 0 0 1 70 279 11 81 5 163 1048

05:00 PM 1 102 10 0 0 2 21 74 5 22 3 35 27505:15 PM 3 118 14 1 0 1 20 95 2 23 1 44 32205:30 PM 0 62 22 0 1 0 27 72 3 29 0 37 25305:45 PM 4 97 30 0 0 0 27 79 1 23 0 40 301

Total 8 379 76 1 1 3 95 320 11 97 4 156 1151

Grand Total 19 776 106 1 1 4 165 599 22 178 9 319 2199Apprch % 2.1 86.1 11.8 16.7 16.7 66.7 21 76.2 2.8 35.2 1.8 63

Total % 0.9 35.3 4.8 0 0 0.2 7.5 27.2 1 8.1 0.4 14.5Cars 19 766 106 1 1 4 163 595 22 177 9 309 2172

% Cars 100 98.7 100 100 100 100 98.8 99.3 100 99.4 100 96.9 98.8Trucks 0 10 0 0 0 0 2 4 0 1 0 10 27

% Trucks 0 1.3 0 0 0 0 1.2 0.7 0 0.6 0 3.1 1.2

'A' StFrom North

PO D'WayFrom East

'A' StFrom South

Melcher StFrom West


Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1Peak Hour for Entire Intersection Begins at 05:00 PM

05:00 PM 1 102 10 113 0 0 2 2 21 74 5 100 22 3 35 60 27505:15 PM 3 118 14 135 1 0 1 2 20 95 2 117 23 1 44 68 32205:30 PM 0 62 22 84 0 1 0 1 27 72 3 102 29 0 37 66 25305:45 PM 4 97 30 131 0 0 0 0 27 79 1 107 23 0 40 63 301


PHF .500 .803 .633 .857 .250 .250 .375 .625 .880 .842 .550 .910 .836 .333 .886 .945 .894Cars 8 372 76 456 1 1 3 5 95 318 11 424 97 4 151 252 1137

% Cars 100 98.2 100 98.5 100 100 100 100 100 99.4 100 99.5 100 100 96.8 98.1 98.8Trucks 0 7 0 7 0 0 0 0 0 2 0 2 0 0 5 5 14

% Trucks 0 1.8 0 1.5 0 0 0 0 0 0.6 0 0.5 0 0 3.2 1.9 1.2




'A' St

Melc

her

St

PO

D'W

ay

'A' St

Right

76 0

76 Thru

372 7

379 Left

8 0 8


2 7 9 420 883 463

Rig

ht 3

0

3

Thru 1

0

1

Left 1

0

1

Out

Tota

lIn

23

5

28

0

0

0

23

28

5

Left95 0

95

Thru318

2 320

Right11 0

11

Out TotalIn

524 424 948 12 2 14

536 962 426

Left97

0

97

Thru

4

0

4

Rig

ht

151

5

156

Tota

lO

ut

In172

252

424

0

5

5

172

429

257

Peak Hour Begins at 05:00 PM CarsTrucks

Peak Hour Data

North

Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1Peak Hour for Each Approach Begins at:

04:30 PM 04:45 PM 05:00 PM 05:00 PM


Total Volume 9 437 39 485 1 1 4 6 95 320 11 426 97 4 156 257% App. Total 1.9 90.1 8 16.7 16.7 66.7 22.3 75.1 2.6 37.7 1.6 60.7

PHF .750 .926 .696 .898 .250 .250 .500 .750 .880 .842 .550 .910 .836 .333 .886 .945Cars 9 430 39 478 1 1 4 6 95 318 11 424 97 4 151 252

% Cars 100 98.4 100 98.6 100 100 100 100 100 99.4 100 99.5 100 100 96.8 98.1Trucks 0 7 0 7 0 0 0 0 0 2 0 2 0 0 5 5

% Trucks 0 1.6 0 1.4 0 0 0 0 0 0.6 0 0.5 0 0 3.2 1.9




'A' St

Melc

her

St

PO

D'W

ay

'A' St

Right

39 0

39 Thru

430 7

437 Left

9 0 9

In - Peak Hour: 04:30 PM478

7 485

Rig

ht 4

0

4

Thru 1

0

1

Left 1

0

1

In - P

eak H

our: 0

4:4

5 P

M6

0

6

Left95 0

95

Thru318

2 320

Right11 0

11

In - Peak Hour: 05:00 PM

424 2

426

Left97

0

97

Thru

4

0

4

Rig

ht

151

5

156

In -

Peak

Hour:

05:0

0 P

M252

5

257

CarsTrucks

Peak Hour Data

North






'A' StFrom South

Melcher StFrom West


Total 11 394 30 0 0 1 68 277 11 80 5 158 1035

05:00 PM 1 100 10 0 0 2 21 73 5 22 3 34 27105:15 PM 3 115 14 1 0 1 20 94 2 23 1 43 31705:30 PM 0 60 22 0 1 0 27 72 3 29 0 34 24805:45 PM 4 97 30 0 0 0 27 79 1 23 0 40 301

Total 8 372 76 1 1 3 95 318 11 97 4 151 1137

Grand Total 19 766 106 1 1 4 163 595 22 177 9 309 2172Apprch % 2.1 86 11.9 16.7 16.7 66.7 20.9 76.3 2.8 35.8 1.8 62.4

Total % 0.9 35.3 4.9 0 0 0.2 7.5 27.4 1 8.1 0.4 14.2

'A' StFrom North

PO D'WayFrom East

'A' StFrom South

Melcher StFrom West



05:00 PM 1 100 10 111 0 0 2 2 21 73 5 99 22 3 34 59 27105:15 PM 3 115 14 132 1 0 1 2 20 94 2 116 23 1 43 67 31705:30 PM 0 60 22 82 0 1 0 1 27 72 3 102 29 0 34 63 24805:45 PM 4 97 30 131 0 0 0 0 27 79 1 107 23 0 40 63 301

Total Volume 8 372 76 456 1 1 3 5 95 318 11 424 97 4 151 252 1137% App. Total 1.8 81.6 16.7 20 20 60 22.4 75 2.6 38.5 1.6 59.9

PHF .500 .809 .633 .864 .250 .250 .375 .625 .880 .846 .550 .914 .836 .333 .878 .940 .897




'A' St

Melc

her

St

PO

D'W

ay

'A' St

Right76

Thru372

Left8


Rig

ht3

Thru1

Left1

Out

Tota

lIn

23

5

28

Left95

Thru318

Right11


Left97

Thru

4

Rig

ht

151

Tota

lO

ut

In172

252

424

Peak Hour Begins at 05:00 PM Cars

Peak Hour Data

North


04:30 PM 04:45 PM 05:00 PM 05:00 PM


Total Volume 9 430 39 478 1 1 4 6 95 318 11 424 97 4 151 252% App. Total 1.9 90 8.2 16.7 16.7 66.7 22.4 75 2.6 38.5 1.6 59.9

PHF .750 .935 .696 .905 .250 .250 .500 .750 .880 .846 .550 .914 .836 .333 .878 .940




'A' St

Melc

her

St

PO

D'W

ay

'A' St

Right39

Thru430

Left9


Rig

ht4

Thru1

Left1

In - P

eak H

our: 0

4:4

5 P

M6

Left95

Thru318

Right11


Left97

Thru

4

Rig

ht

151

In -

Peak

Hour:

05:0

0 P

M252

Cars

Peak Hour Data

North






'A' StFrom South

Melcher StFrom West


Total 0 3 0 0 0 0 2 2 0 1 0 5 13

05:00 PM 0 2 0 0 0 0 0 1 0 0 0 1 405:15 PM 0 3 0 0 0 0 0 1 0 0 0 1 505:30 PM 0 2 0 0 0 0 0 0 0 0 0 3 505:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 7 0 0 0 0 0 2 0 0 0 5 14

Grand Total 0 10 0 0 0 0 2 4 0 1 0 10 27Apprch % 0 100 0 0 0 0 33.3 66.7 0 9.1 0 90.9

Total % 0 37 0 0 0 0 7.4 14.8 0 3.7 0 37

'A' StFrom North

PO D'WayFrom East

'A' StFrom South

Melcher StFrom West



04:45 PM 0 1 0 1 0 0 0 0 0 1 0 1 0 0 1 1 305:00 PM 0 2 0 2 0 0 0 0 0 1 0 1 0 0 1 1 405:15 PM 0 3 0 3 0 0 0 0 0 1 0 1 0 0 1 1 505:30 PM 0 2 0 2 0 0 0 0 0 0 0 0 0 0 3 3 5

Total Volume 0 8 0 8 0 0 0 0 0 3 0 3 0 0 6 6 17% App. Total 0 100 0 0 0 0 0 100 0 0 0 100

PHF .000 .667 .000 .667 .000 .000 .000 .000 .000 .750 .000 .750 .000 .000 .500 .500 .850




'A' St

Melc

her

St

PO

D'W

ay

'A' St

Right0

Thru8

Left0

InOut Total3 8 11

Rig

ht0

Thru0

Left0

Out

Tota

lIn

0

0

0

Left0

Thru3

Right0

Out TotalIn14 3 17

Left

0

Thru

0

Rig

ht6

Tota

lO

ut

In0

6

6

Peak Hour Begins at 04:45 PM Trucks

Peak Hour Data

North


04:45 PM 04:00 PM 04:00 PM 04:00 PM


Total Volume 0 8 0 8 0 0 0 0 2 2 0 4 1 0 5 6% App. Total 0 100 0 0 0 0 50 50 0 16.7 0 83.3

PHF .000 .667 .000 .667 .000 .000 .000 .000 .500 .500 .000 .500 .250 .000 .625 .750




'A' St

Melc

her

St

PO

D'W

ay

'A' St

Right0

Thru8

Left0


Rig

ht0

Thru0

Left0

In - P

eak H

our: 0

4:0

0 P

M0

Left2

Thru2

Right0


Left

1

Thru

0

Rig

ht5

In -

Peak

Hour:

04:0

0 P

M6

Trucks

Peak Hour Data

North






'A' StFrom South

Melcher StFrom West


04:00 PM 0 1 1 3 0 0 0 2 0 0 0 5 0 0 1 6 16 3 1904:15 PM 0 3 0 8 0 0 0 5 0 1 0 9 0 0 0 0 22 4 2604:30 PM 0 1 0 8 0 0 0 3 0 3 0 6 0 0 2 6 23 6 2904:45 PM 0 6 1 5 0 0 0 1 0 0 0 4 0 0 1 8 18 8 26

Total 0 11 2 24 0 0 0 11 0 4 0 24 0 0 4 20 79 21 100

05:00 PM 0 4 0 7 0 0 0 4 0 1 0 5 0 0 0 9 25 5 3005:15 PM 0 1 0 9 0 0 0 8 0 0 0 8 0 0 0 12 37 1 3805:30 PM 0 2 0 13 0 0 0 11 0 0 0 0 0 0 0 13 37 2 3905:45 PM 0 2 0 10 0 0 0 6 1 1 0 9 0 0 0 10 35 4 39

Total 0 9 0 39 0 0 0 29 1 2 0 22 0 0 0 44 134 12 146

Grand Total 0 20 2 63 0 0 0 40 1 6 0 46 0 0 4 64 213 33 246Apprch % 0 90.9 9.1 0 0 0 14.3 85.7 0 0 0 100

Total % 0 60.6 6.1 0 0 0 3 18.2 0 0 0 12.1 86.6 13.4

'A' StFrom North

PO D'WayFrom East

'A' StFrom South

Melcher StFrom West



04:15 PM 0 3 0 3 0 0 0 0 0 1 0 1 0 0 0 0 404:30 PM 0 1 0 1 0 0 0 0 0 3 0 3 0 0 2 2 604:45 PM 0 6 1 7 0 0 0 0 0 0 0 0 0 0 1 1 805:00 PM 0 4 0 4 0 0 0 0 0 1 0 1 0 0 0 0 5

Total Volume 0 14 1 15 0 0 0 0 0 5 0 5 0 0 3 3 23% App. Total 0 93.3 6.7 0 0 0 0 100 0 0 0 100

PHF .000 .583 .250 .536 .000 .000 .000 .000 .000 .417 .000 .417 .000 .000 .375 .375 .719




'A' St

Melc

her

St

PO

D'W

ay

'A' St

Right1

Thru14

Left0

InOut Total5 15 20

Rig

ht0

Thru0

Left0

Out

Tota

lIn

0

0

0

Left0

Thru5

Right0

Out TotalIn17 5 22

Left

0

Thru

0

Rig

ht3

Tota

lO

ut

In1

3

4

Peak Hour Begins at 04:15 PM Bikes Peds

Peak Hour Data

North


04:15 PM 04:00 PM 04:15 PM 04:00 PM


Total Volume 0 14 1 15 0 0 0 0 0 5 0 5 0 0 4 4% App. Total 0 93.3 6.7 0 0 0 0 100 0 0 0 100

PHF .000 .583 .250 .536 .000 .000 .000 .000 .000 .417 .000 .417 .000 .000 .500 .500




'A' St

Melc

her

St

PO

D'W

ay

'A' St

Right1

Thru14

Left0


Rig

ht0

Thru0

Left0

In - P

eak H

our: 0

4:0

0 P

M0

Left0

Thru5

Right0


Left

0

Thru

0

Rig

ht4

In -

Peak

Hour:

04:0

0 P

M4

Bikes Peds

Peak Hour Data

North



N/S Street : 'A' Street / Thompson PlaceE/W Street: Congress StreetCity/State : South Boston, MAWeather : Clear

Groups Printed- Cars - TrucksThompson PlFrom North

Congress StFrom East

'A' StFrom South

Congress StFrom West


Total 7 3 6 319 310 7 91 2 110 3 221 141 1220

08:00 AM 1 1 2 99 79 0 45 2 34 2 64 45 37408:15 AM 4 2 3 132 91 4 38 2 38 6 88 46 45408:30 AM 1 2 6 114 83 3 39 0 42 2 80 54 42608:45 AM 1 3 3 90 65 4 34 1 24 3 94 49 371

Total 7 8 14 435 318 11 156 5 138 13 326 194 1625

Grand Total 14 11 20 754 628 18 247 7 248 16 547 335 2845Apprch % 31.1 24.4 44.4 53.9 44.9 1.3 49.2 1.4 49.4 1.8 60.9 37.3

Total % 0.5 0.4 0.7 26.5 22.1 0.6 8.7 0.2 8.7 0.6 19.2 11.8Cars 10 10 19 726 599 16 234 6 227 15 491 327 2680

% Cars 71.4 90.9 95 96.3 95.4 88.9 94.7 85.7 91.5 93.8 89.8 97.6 94.2Trucks 4 1 1 28 29 2 13 1 21 1 56 8 165

% Trucks 28.6 9.1 5 3.7 4.6 11.1 5.3 14.3 8.5 6.2 10.2 2.4 5.8

Thompson PlFrom North


'A' StFrom South




07:45 AM 1 0 1 2 104 81 2 187 23 2 34 59 2 74 49 125 37308:00 AM 1 1 2 4 99 79 0 178 45 2 34 81 2 64 45 111 37408:15 AM 4 2 3 9 132 91 4 227 38 2 38 78 6 88 46 140 45408:30 AM 1 2 6 9 114 83 3 200 39 0 42 81 2 80 54 136 426

Total Volume 7 5 12 24 449 334 9 792 145 6 148 299 12 306 194 512 1627% App. Total 29.2 20.8 50 56.7 42.2 1.1 48.5 2 49.5 2.3 59.8 37.9

PHF .438 .625 .500 .667 .850 .918 .563 .872 .806 .750 .881 .923 .500 .869 .898 .914 .896Cars 6 5 12 23 432 322 7 761 141 5 136 282 12 276 191 479 1545

% Cars 85.7 100 100 95.8 96.2 96.4 77.8 96.1 97.2 83.3 91.9 94.3 100 90.2 98.5 93.6 95.0Trucks 1 0 0 1 17 12 2 31 4 1 12 17 0 30 3 33 82

% Trucks 14.3 0 0 4.2 3.8 3.6 22.2 3.9 2.8 16.7 8.1 5.7 0 9.8 1.5 6.4 5.0




Thompson Pl

Congre

ss

St

Congre

ss St

'A' St

Right

12 0

12 Thru

5 0 5

Left

6 1 7

InOut Total24 23 47 3 1 4

27 51 24

Rig

ht 7

2

9

Thru

322

12

334

Left

432

17

449

Out

Tota

lIn

418

761

1179

43

31

74

461

1253

792

Left141

4 145

Thru5 1 6

Right136 12

148

Out TotalIn

628 282 910 20 17 37

648 947 299

Left12

0

12

Thru276

30

306

Rig

ht

191

3

194

Tota

lO

ut

In475

479

954

16

33

49

491

1003

512


Peak Hour Data

North


08:00 AM 07:45 AM 07:45 AM 08:00 AM


Total Volume 7 8 14 29 449 334 9 792 145 6 148 299 13 326 194 533% App. Total 24.1 27.6 48.3 56.7 42.2 1.1 48.5 2 49.5 2.4 61.2 36.4

PHF .438 .667 .583 .806 .850 .918 .563 .872 .806 .750 .881 .923 .542 .867 .898 .913Cars 6 8 13 27 432 322 7 761 141 5 136 282 12 294 191 497

% Cars 85.7 100 92.9 93.1 96.2 96.4 77.8 96.1 97.2 83.3 91.9 94.3 92.3 90.2 98.5 93.2Trucks 1 0 1 2 17 12 2 31 4 1 12 17 1 32 3 36

% Trucks 14.3 0 7.1 6.9 3.8 3.6 22.2 3.9 2.8 16.7 8.1 5.7 7.7 9.8 1.5 6.8




Thompson Pl

Congre

ss

St

Congre

ss St

'A' St

Right

13 1

14 Thru

8 0 8

Left

6 1 7


29

Rig

ht 7

2

9

Thru

322

12

334

Left

432

17

449

In - P

eak H

our: 0

7:4

5 A

M761

31

792

Left141

4 145

Thru5 1 6

Right136 12

148


282 17

299

Left12

1

13

Thru294

32

326

Rig

ht

191

3

194

In -

Peak

Hour:

08:0

0 A

M497

36

533

CarsTrucks

Peak Hour Data

North




Groups Printed- CarsThompson PlFrom North


'A' StFrom South



Total 4 2 6 305 291 6 82 1 98 3 197 136 1131

08:00 AM 0 1 2 93 78 0 43 2 33 2 56 44 35408:15 AM 4 2 3 128 87 4 38 2 36 6 83 45 43808:30 AM 1 2 6 112 79 2 38 0 36 2 72 54 40408:45 AM 1 3 2 88 64 4 33 1 24 2 83 48 353

Total 6 8 13 421 308 10 152 5 129 12 294 191 1549


Total % 0.4 0.4 0.7 27.1 22.4 0.6 8.7 0.2 8.5 0.6 18.3 12.2



'A' StFrom South




08:00 AM 0 1 2 3 93 78 0 171 43 2 33 78 2 56 44 102 35408:15 AM 4 2 3 9 128 87 4 219 38 2 36 76 6 83 45 134 43808:30 AM 1 2 6 9 112 79 2 193 38 0 36 74 2 72 54 128 40408:45 AM 1 3 2 6 88 64 4 156 33 1 24 58 2 83 48 133 353

Total Volume 6 8 13 27 421 308 10 739 152 5 129 286 12 294 191 497 1549% App. Total 22.2 29.6 48.1 57 41.7 1.4 53.1 1.7 45.1 2.4 59.2 38.4

PHF .375 .667 .542 .750 .822 .885 .625 .844 .884 .625 .896 .917 .500 .886 .884 .927 .884




Thompson Pl

Congre

ss

St

Congre

ss St

'A' St

Right13

Thru8

Left6

InOut Total27 27 54

Rig

ht

10

Thru

308

Left

421

Out

Tota

lIn

429

739

1168

Left152

Thru5

Right129


Left12

Thru294

Rig

ht

191

Tota

lO

ut

In473

497

970


Peak Hour Data

North


08:00 AM 07:45 AM 08:00 AM 08:00 AM


Total Volume 6 8 13 27 432 322 7 761 152 5 129 286 12 294 191 497% App. Total 22.2 29.6 48.1 56.8 42.3 0.9 53.1 1.7 45.1 2.4 59.2 38.4

PHF .375 .667 .542 .750 .844 .925 .438 .869 .884 .625 .896 .917 .500 .886 .884 .927




Thompson Pl

Congre

ss

St

Congre

ss St

'A' St

Right13

Thru8

Left6


Rig

ht7

Thru

322

Left

432

In - P

eak H

our: 0

7:4

5 A

M761

Left152

Thru5

Right129


Left12

Thru294

Rig

ht

191

In -

Peak

Hour:

08:0

0 A

M497

Cars

Peak Hour Data

North




Groups Printed- TrucksThompson PlFrom North


'A' StFrom South



Total 3 1 0 14 19 1 9 1 12 0 24 5 89

08:00 AM 1 0 0 6 1 0 2 0 1 0 8 1 2008:15 AM 0 0 0 4 4 0 0 0 2 0 5 1 1608:30 AM 0 0 0 2 4 1 1 0 6 0 8 0 2208:45 AM 0 0 1 2 1 0 1 0 0 1 11 1 18

Total 1 0 1 14 10 1 4 0 9 1 32 3 76

Grand Total 4 1 1 28 29 2 13 1 21 1 56 8 165Apprch % 66.7 16.7 16.7 47.5 49.2 3.4 37.1 2.9 60 1.5 86.2 12.3

Total % 2.4 0.6 0.6 17 17.6 1.2 7.9 0.6 12.7 0.6 33.9 4.8



'A' StFrom South




07:00 AM 3 1 0 4 4 6 0 10 2 0 2 4 0 4 2 6 2407:15 AM 0 0 0 0 3 6 0 9 4 0 4 8 0 5 1 6 2307:30 AM 0 0 0 0 2 4 0 6 2 0 3 5 0 6 1 7 1807:45 AM 0 0 0 0 5 3 1 9 1 1 3 5 0 9 1 10 24

Total Volume 3 1 0 4 14 19 1 34 9 1 12 22 0 24 5 29 89% App. Total 75 25 0 41.2 55.9 2.9 40.9 4.5 54.5 0 82.8 17.2

PHF .250 .250 .000 .250 .700 .792 .250 .850 .563 .250 .750 .688 .000 .667 .625 .725 .927




Thompson Pl

Congre

ss

St

Congre

ss St

'A' St

Right0

Thru1

Left3

InOut Total2 4 6

Rig

ht1

Thru1

9

Left1

4

Out

Tota

lIn

39

34

73

Left9

Thru1

Right12

Out TotalIn20 22 42

Left

0

Thru2

4

Rig

ht5

Tota

lO

ut

In28

29

57


Peak Hour Data

North


07:00 AM 07:00 AM 07:00 AM 08:00 AM


Total Volume 3 1 0 4 14 19 1 34 9 1 12 22 1 32 3 36% App. Total 75 25 0 41.2 55.9 2.9 40.9 4.5 54.5 2.8 88.9 8.3

PHF .250 .250 .000 .250 .700 .792 .250 .850 .563 .250 .750 .688 .250 .727 .750 .692




Thompson Pl

Congre

ss

St

Congre

ss St

'A' St

Right0

Thru1

Left3


Rig

ht1

Thru1

9

Left1

4

In - P

eak H

our: 0

7:0

0 A

M34

Left9

Thru1

Right12


Left

1

Thru3

2

Rig

ht3

In -

Peak

Hour:

08:0

0 A

M36

Trucks

Peak Hour Data

North




Groups Printed- Bikes PedsThompson PlFrom North


'A' StFrom South



07:00 AM 0 1 0 27 0 0 0 1 1 0 1 4 0 1 1 5 37 5 4207:15 AM 0 0 0 21 0 1 0 2 0 0 0 13 0 1 1 3 39 3 4207:30 AM 0 0 0 31 0 0 0 1 4 0 2 13 0 1 0 5 50 7 5707:45 AM 0 0 0 47 0 1 0 3 2 0 2 22 0 4 1 11 83 10 93

Total 0 1 0 126 0 2 0 7 7 0 5 52 0 7 3 24 209 25 234

08:00 AM 0 0 0 62 0 2 0 2 3 0 0 10 0 1 2 23 97 8 10508:15 AM 0 0 0 38 0 0 0 5 2 0 0 24 0 4 0 36 103 6 10908:30 AM 0 0 0 51 0 3 0 2 3 0 2 19 0 4 0 10 82 12 9408:45 AM 0 0 0 36 0 0 0 3 4 0 1 19 0 3 0 19 77 8 85

Total 0 0 0 187 0 5 0 12 12 0 3 72 0 12 2 88 359 34 393

Grand Total 0 1 0 313 0 7 0 19 19 0 8 124 0 19 5 112 568 59 627Apprch % 0 100 0 0 100 0 70.4 0 29.6 0 79.2 20.8

Total % 0 1.7 0 0 11.9 0 32.2 0 13.6 0 32.2 8.5 90.6 9.4



'A' StFrom South




07:45 AM 0 0 0 0 0 1 0 1 2 0 2 4 0 4 1 5 1008:00 AM 0 0 0 0 0 2 0 2 3 0 0 3 0 1 2 3 808:15 AM 0 0 0 0 0 0 0 0 2 0 0 2 0 4 0 4 608:30 AM 0 0 0 0 0 3 0 3 3 0 2 5 0 4 0 4 12

Total Volume 0 0 0 0 0 6 0 6 10 0 4 14 0 13 3 16 36% App. Total 0 0 0 0 100 0 71.4 0 28.6 0 81.2 18.8

PHF .000 .000 .000 .000 .000 .500 .000 .500 .833 .000 .500 .700 .000 .813 .375 .800 .750




Thompson Pl

Congre

ss

St

Congre

ss St

'A' St

Right0

Thru0

Left0

InOut Total0 0 0

Rig

ht0

Thru6

Left0

Out

Tota

lIn

17

6

23

Left10

Thru0

Right4

Out TotalIn3 14 17

Left

0

Thru1

3

Rig

ht3

Tota

lO

ut

In16

16

32


Peak Hour Data

North


07:00 AM 07:45 AM 07:30 AM 07:45 AM


Total Volume 0 1 0 1 0 6 0 6 11 0 4 15 0 13 3 16% App. Total 0 100 0 0 100 0 73.3 0 26.7 0 81.2 18.8

PHF .000 .250 .000 .250 .000 .500 .000 .500 .688 .000 .500 .625 .000 .813 .375 .800




Thompson Pl

Congre

ss

St

Congre

ss St

'A' St

Right0

Thru1

Left0


Rig

ht0

Thru6

Left0

In - P

eak H

our: 0

7:4

5 A

M6

Left11

Thru0

Right4


Left

0

Thru1

3

Rig

ht3

In -

Peak

Hour:

07:4

5 A

M16

Bikes Peds

Peak Hour Data

North



N/S Street : 'A' Street / Thompson PlaceE/W Street: Congress StreetCity/State : South Boston, MAWeather : Rain

Groups Printed- Cars - TrucksThompson PlFrom North


'A' StFrom South



Total 7 15 9 187 245 6 119 5 186 9 298 236 1322

05:00 PM 4 0 6 44 53 2 31 0 59 1 94 61 35505:15 PM 3 2 3 63 50 4 43 0 67 0 58 71 36405:30 PM 3 4 1 55 93 0 21 2 83 0 99 64 42505:45 PM 2 1 5 74 80 3 32 6 75 2 124 62 466

Total 12 7 15 236 276 9 127 8 284 3 375 258 1610

Grand Total 19 22 24 423 521 15 246 13 470 12 673 494 2932Apprch % 29.2 33.8 36.9 44.1 54.3 1.6 33.7 1.8 64.5 1 57.1 41.9

Total % 0.6 0.8 0.8 14.4 17.8 0.5 8.4 0.4 16 0.4 23 16.8Cars 19 22 24 415 511 15 244 12 462 12 633 488 2857

% Cars 100 100 100 98.1 98.1 100 99.2 92.3 98.3 100 94.1 98.8 97.4Trucks 0 0 0 8 10 0 2 1 8 0 40 6 75

% Trucks 0 0 0 1.9 1.9 0 0.8 7.7 1.7 0 5.9 1.2 2.6



'A' StFrom South




05:00 PM 4 0 6 10 44 53 2 99 31 0 59 90 1 94 61 156 35505:15 PM 3 2 3 8 63 50 4 117 43 0 67 110 0 58 71 129 36405:30 PM 3 4 1 8 55 93 0 148 21 2 83 106 0 99 64 163 42505:45 PM 2 1 5 8 74 80 3 157 32 6 75 113 2 124 62 188 466

Total Volume 12 7 15 34 236 276 9 521 127 8 284 419 3 375 258 636 1610% App. Total 35.3 20.6 44.1 45.3 53 1.7 30.3 1.9 67.8 0.5 59 40.6

PHF .750 .438 .625 .850 .797 .742 .563 .830 .738 .333 .855 .927 .375 .756 .908 .846 .864Cars 12 7 15 34 231 273 9 513 126 8 280 414 3 353 254 610 1571

% Cars 100 100 100 100 97.9 98.9 100 98.5 99.2 100 98.6 98.8 100 94.1 98.4 95.9 97.6Trucks 0 0 0 0 5 3 0 8 1 0 4 5 0 22 4 26 39

% Trucks 0 0 0 0 2.1 1.1 0 1.5 0.8 0 1.4 1.2 0 5.9 1.6 4.1 2.4




Thompson Pl

Congre

ss

St

Congre

ss St

'A' St

Right

15 0

15 Thru

7 0 7

Left

12 0

12

InOut Total20 34 54 0 0 0

20 54 34

Rig

ht 9

0

9

Thru

273

3

276

Left

231

5

236

Out

Tota

lIn

645

513

1158

26

8

34

671

1192

521

Left126

1 127

Thru8 0 8

Right280

4 284

Out TotalIn

492 414 906 9 5 14

501 920 419

Left

3

0

3

Thru353

22

375

Rig

ht

254

4

258

Tota

lO

ut

In414

610

1024

4

26

30

418

1054

636


Peak Hour Data

North


04:30 PM 05:00 PM 05:00 PM 05:00 PM


Total Volume 11 17 14 42 236 276 9 521 127 8 284 419 3 375 258 636% App. Total 26.2 40.5 33.3 45.3 53 1.7 30.3 1.9 67.8 0.5 59 40.6

PHF .688 .472 .583 .700 .797 .742 .563 .830 .738 .333 .855 .927 .375 .756 .908 .846Cars 11 17 14 42 231 273 9 513 126 8 280 414 3 353 254 610

% Cars 100 100 100 100 97.9 98.9 100 98.5 99.2 100 98.6 98.8 100 94.1 98.4 95.9Trucks 0 0 0 0 5 3 0 8 1 0 4 5 0 22 4 26

% Trucks 0 0 0 0 2.1 1.1 0 1.5 0.8 0 1.4 1.2 0 5.9 1.6 4.1




Thompson Pl

Congre

ss

St

Congre

ss St

'A' St

Right

14 0

14 Thru

17 0

17 Left

11 0

11

In - Peak Hour: 04:30 PM42 0

42

Rig

ht 9

0

9

Thru

273

3

276

Left

231

5

236

In - P

eak H

our: 0

5:0

0 P

M513

8

521

Left126

1 127

Thru8 0 8

Right280

4 284


414 5

419

Left

3

0

3

Thru353

22

375

Rig

ht

254

4

258

In -

Peak

Hour:

05:0

0 P

M610

26

636

CarsTrucks

Peak Hour Data

North




Groups Printed- CarsThompson PlFrom North


'A' StFrom South



Total 7 15 9 184 238 6 118 4 182 9 280 234 1286

05:00 PM 4 0 6 42 53 2 31 0 58 1 89 58 34405:15 PM 3 2 3 61 48 4 42 0 66 0 52 71 35205:30 PM 3 4 1 54 93 0 21 2 82 0 94 64 41805:45 PM 2 1 5 74 79 3 32 6 74 2 118 61 457

Total 12 7 15 231 273 9 126 8 280 3 353 254 1571

Grand Total 19 22 24 415 511 15 244 12 462 12 633 488 2857Apprch % 29.2 33.8 36.9 44.1 54.3 1.6 34 1.7 64.3 1.1 55.9 43.1

Total % 0.7 0.8 0.8 14.5 17.9 0.5 8.5 0.4 16.2 0.4 22.2 17.1



'A' StFrom South




05:00 PM 4 0 6 10 42 53 2 97 31 0 58 89 1 89 58 148 34405:15 PM 3 2 3 8 61 48 4 113 42 0 66 108 0 52 71 123 35205:30 PM 3 4 1 8 54 93 0 147 21 2 82 105 0 94 64 158 41805:45 PM 2 1 5 8 74 79 3 156 32 6 74 112 2 118 61 181 457

Total Volume 12 7 15 34 231 273 9 513 126 8 280 414 3 353 254 610 1571% App. Total 35.3 20.6 44.1 45 53.2 1.8 30.4 1.9 67.6 0.5 57.9 41.6

PHF .750 .438 .625 .850 .780 .734 .563 .822 .750 .333 .854 .924 .375 .748 .894 .843 .859




Thompson Pl

Congre

ss

St

Congre

ss St

'A' St

Right15

Thru7

Left12

InOut Total20 34 54

Rig

ht9

Thru

273

Left

231

Out

Tota

lIn

645

513

1158

Left126

Thru8

Right280


Left

3

Thru353

Rig

ht

254

Tota

lO

ut

In414

610

1024


Peak Hour Data

North


04:30 PM 05:00 PM 05:00 PM 05:00 PM


Total Volume 11 17 14 42 231 273 9 513 126 8 280 414 3 353 254 610% App. Total 26.2 40.5 33.3 45 53.2 1.8 30.4 1.9 67.6 0.5 57.9 41.6

PHF .688 .472 .583 .700 .780 .734 .563 .822 .750 .333 .854 .924 .375 .748 .894 .843




Thompson Pl

Congre

ss

St

Congre

ss St

'A' St

Right14

Thru17

Left11


Rig

ht9

Thru

273

Left

231

In - P

eak H

our: 0

5:0

0 P

M513

Left126

Thru8

Right280


Left

3

Thru353

Rig

ht

254

In -

Peak

Hour:

05:0

0 P

M610

Cars

Peak Hour Data

North




Groups Printed- TrucksThompson PlFrom North


'A' StFrom South



Total 0 0 0 3 7 0 1 1 4 0 18 2 36

05:00 PM 0 0 0 2 0 0 0 0 1 0 5 3 1105:15 PM 0 0 0 2 2 0 1 0 1 0 6 0 1205:30 PM 0 0 0 1 0 0 0 0 1 0 5 0 705:45 PM 0 0 0 0 1 0 0 0 1 0 6 1 9

Total 0 0 0 5 3 0 1 0 4 0 22 4 39

Grand Total 0 0 0 8 10 0 2 1 8 0 40 6 75Apprch % 0 0 0 44.4 55.6 0 18.2 9.1 72.7 0 87 13

Total % 0 0 0 10.7 13.3 0 2.7 1.3 10.7 0 53.3 8



'A' StFrom South




04:30 PM 0 0 0 0 1 1 0 2 1 0 0 1 0 5 0 5 804:45 PM 0 0 0 0 1 2 0 3 0 0 2 2 0 3 1 4 905:00 PM 0 0 0 0 2 0 0 2 0 0 1 1 0 5 3 8 1105:15 PM 0 0 0 0 2 2 0 4 1 0 1 2 0 6 0 6 12

Total Volume 0 0 0 0 6 5 0 11 2 0 4 6 0 19 4 23 40% App. Total 0 0 0 54.5 45.5 0 33.3 0 66.7 0 82.6 17.4

PHF .000 .000 .000 .000 .750 .625 .000 .688 .500 .000 .500 .750 .000 .792 .333 .719 .833




Thompson Pl

Congre

ss

St

Congre

ss St

'A' St

Right0

Thru0

Left0

InOut Total0 0 0

Rig

ht0

Thru5

Left6

Out

Tota

lIn

23

11

34

Left2

Thru0

Right4

Out TotalIn10 6 16

Left

0

Thru1

9

Rig

ht4

Tota

lO

ut

In7

23

30


Peak Hour Data

North


04:00 PM 04:30 PM 04:00 PM 05:00 PM


Total Volume 0 0 0 0 6 5 0 11 1 1 4 6 0 22 4 26% App. Total 0 0 0 54.5 45.5 0 16.7 16.7 66.7 0 84.6 15.4

PHF .000 .000 .000 .000 .750 .625 .000 .688 .250 .250 .500 .750 .000 .917 .333 .813




Thompson Pl

Congre

ss

St

Congre

ss St

'A' St

Right0

Thru0

Left0


Rig

ht0

Thru5

Left6

In - P

eak H

our: 0

4:3

0 P

M11

Left1

Thru1

Right4


Left

0

Thru2

2

Rig

ht4

In -

Peak

Hour:

05:0

0 P

M26

Trucks

Peak Hour Data

North




Groups Printed- Bikes PedsThompson PlFrom North


'A' StFrom South



04:00 PM 0 0 0 29 0 1 0 3 0 0 0 16 0 0 0 7 55 1 5604:15 PM 0 0 0 34 0 1 0 0 0 0 0 15 0 1 2 14 63 4 6704:30 PM 0 0 0 26 0 1 0 1 0 0 5 11 0 1 0 12 50 7 5704:45 PM 0 0 0 24 2 2 0 6 1 0 0 6 0 1 1 18 54 7 61

Total 0 0 0 113 2 5 0 10 1 0 5 48 0 3 3 51 222 19 241

05:00 PM 0 0 0 12 0 2 0 2 1 0 0 14 0 2 1 13 41 6 4705:15 PM 0 0 0 13 0 1 0 2 0 0 0 19 0 0 1 7 41 2 4305:30 PM 0 0 0 21 0 2 0 0 0 0 0 33 0 1 0 8 62 3 6505:45 PM 0 0 0 19 1 1 0 0 0 0 0 35 0 1 1 16 70 4 74

Total 0 0 0 65 1 6 0 4 1 0 0 101 0 4 3 44 214 15 229

Grand Total 0 0 0 178 3 11 0 14 2 0 5 149 0 7 6 95 436 34 470Apprch % 0 0 0 21.4 78.6 0 28.6 0 71.4 0 53.8 46.2

Total % 0 0 0 8.8 32.4 0 5.9 0 14.7 0 20.6 17.6 92.8 7.2



'A' StFrom South




04:15 PM 0 0 0 0 0 1 0 1 0 0 0 0 0 1 2 3 404:30 PM 0 0 0 0 0 1 0 1 0 0 5 5 0 1 0 1 704:45 PM 0 0 0 0 2 2 0 4 1 0 0 1 0 1 1 2 705:00 PM 0 0 0 0 0 2 0 2 1 0 0 1 0 2 1 3 6

Total Volume 0 0 0 0 2 6 0 8 2 0 5 7 0 5 4 9 24% App. Total 0 0 0 25 75 0 28.6 0 71.4 0 55.6 44.4

PHF .000 .000 .000 .000 .250 .750 .000 .500 .500 .000 .250 .350 .000 .625 .500 .750 .857




Thompson Pl

Congre

ss

St

Congre

ss St

'A' St

Right0

Thru0

Left0

InOut Total0 0 0

Rig

ht0

Thru6

Left2

Out

Tota

lIn

10

8

18

Left2

Thru0

Right5

Out TotalIn6 7 13

Left

0

Thru

5

Rig

ht4

Tota

lO

ut

In8

9

17


Peak Hour Data

North


04:00 PM 04:45 PM 04:15 PM 04:15 PM


Total Volume 0 0 0 0 2 7 0 9 2 0 5 7 0 5 4 9% App. Total 0 0 0 22.2 77.8 0 28.6 0 71.4 0 55.6 44.4

PHF .000 .000 .000 .000 .250 .875 .000 .563 .500 .000 .250 .350 .000 .625 .500 .750




Thompson Pl

Congre

ss

St

Congre

ss St

'A' St

Right0

Thru0

Left0


Rig

ht0

Thru7

Left2

In - P

eak H

our: 0

4:4

5 P

M9

Left2

Thru0

Right5


Left

0

Thru

5

Rig

ht4

In -

Peak

Hour:

04:1

5 P

M9

Bikes Peds

Peak Hour Data

North



N/S Street : Boston Wharf RoadE/W Street: Congress StreetCity/State : Boston, MAWeather : Clear

Groups Printed- Cars - TrucksBoston Wharf Rd

From NorthCongress StFrom East

Boston Wharf RdFrom South



Total 28 15 63 29 511 27 154 39 66 55 137 80 1204

08:00 AM 10 6 19 5 120 7 42 10 10 17 56 26 32808:15 AM 10 6 19 10 151 14 45 12 10 15 67 19 37808:30 AM 12 8 16 9 152 11 49 12 13 24 57 21 38408:45 AM 9 6 17 17 136 8 28 12 11 26 53 24 347

Total 41 26 71 41 559 40 164 46 44 82 233 90 1437

Grand Total 69 41 134 70 1070 67 318 85 110 137 370 170 2641Apprch % 28.3 16.8 54.9 5.8 88.6 5.6 62 16.6 21.4 20.2 54.7 25.1

Total % 2.6 1.6 5.1 2.7 40.5 2.5 12 3.2 4.2 5.2 14 6.4Cars 62 33 126 62 1036 67 301 79 105 127 323 158 2479

% Cars 89.9 80.5 94 88.6 96.8 100 94.7 92.9 95.5 92.7 87.3 92.9 93.9Trucks 7 8 8 8 34 0 17 6 5 10 47 12 162

% Trucks 10.1 19.5 6 11.4 3.2 0 5.3 7.1 4.5 7.3 12.7 7.1 6.1

Boston Wharf RdFrom North






07:45 AM 7 5 23 35 11 144 9 164 43 8 17 68 20 39 23 82 34908:00 AM 10 6 19 35 5 120 7 132 42 10 10 62 17 56 26 99 32808:15 AM 10 6 19 35 10 151 14 175 45 12 10 67 15 67 19 101 37808:30 AM 12 8 16 36 9 152 11 172 49 12 13 74 24 57 21 102 384

Total Volume 39 25 77 141 35 567 41 643 179 42 50 271 76 219 89 384 1439% App. Total 27.7 17.7 54.6 5.4 88.2 6.4 66.1 15.5 18.5 19.8 57 23.2

PHF .813 .781 .837 .979 .795 .933 .732 .919 .913 .875 .735 .916 .792 .817 .856 .941 .937Cars 36 19 76 131 30 546 41 617 173 38 49 260 70 193 82 345 1353

% Cars 92.3 76.0 98.7 92.9 85.7 96.3 100 96.0 96.6 90.5 98.0 95.9 92.1 88.1 92.1 89.8 94.0Trucks 3 6 1 10 5 21 0 26 6 4 1 11 6 26 7 39 86

% Trucks 7.7 24.0 1.3 7.1 14.3 3.7 0 4.0 3.4 9.5 2.0 4.1 7.9 11.9 7.9 10.2 6.0




Boston Wharf Rd

Congre

ss

St

Congre

ss St

Boston Wharf Rd

Right

76 1

77 Thru

19 6

25 Left

36 3

39

InOut Total149 131 280 10 10 20

159 300 141

Rig

ht

41

0

41

Thru

546

21

567

Left 3

0

5

35

Out

Tota

lIn

278

617

895

30

26

56

308

951

643

Left173

6 179

Thru38 4

42

Right49 1

50

Out TotalIn

131 260 391 18 11 29

149 420 271

Left70

6

76

Thru193

26

219

Rig

ht

82

7

89

Tota

lO

ut

In795

345

1140

28

39

67

823

1207

384


Peak Hour Data

North


07:45 AM 07:45 AM 07:45 AM 08:00 AM


Total Volume 39 25 77 141 35 567 41 643 179 42 50 271 82 233 90 405% App. Total 27.7 17.7 54.6 5.4 88.2 6.4 66.1 15.5 18.5 20.2 57.5 22.2

PHF .813 .781 .837 .979 .795 .933 .732 .919 .913 .875 .735 .916 .788 .869 .865 .983Cars 36 19 76 131 30 546 41 617 173 38 49 260 77 204 83 364

% Cars 92.3 76 98.7 92.9 85.7 96.3 100 96 96.6 90.5 98 95.9 93.9 87.6 92.2 89.9Trucks 3 6 1 10 5 21 0 26 6 4 1 11 5 29 7 41

% Trucks 7.7 24 1.3 7.1 14.3 3.7 0 4 3.4 9.5 2 4.1 6.1 12.4 7.8 10.1




Boston Wharf Rd

Congre

ss

St

Congre

ss St

Boston Wharf Rd

Right

76 1

77 Thru

19 6

25 Left

36 3

39


141

Rig

ht

41

0

41

Thru

546

21

567

Left 3

0

5

35

In - P

eak H

our: 0

7:4

5 A

M617

26

643

Left173

6 179

Thru38 4

42

Right49 1

50


260 11

271

Left77

5

82

Thru204

29

233

Rig

ht

83

7

90

In -

Peak

Hour:

08:0

0 A

M364

41

405

CarsTrucks

Peak Hour Data

North




Groups Printed- CarsBoston Wharf Rd





Total 24 12 56 24 495 27 143 38 62 50 119 75 1125

08:00 AM 10 4 19 5 114 7 41 7 10 17 51 25 31008:15 AM 9 5 19 8 147 14 41 11 9 14 57 17 35108:30 AM 11 6 16 8 148 11 49 12 13 22 49 19 36408:45 AM 8 6 16 17 132 8 27 11 11 24 47 22 329

Total 38 21 70 38 541 40 158 41 43 77 204 83 1354

Grand Total 62 33 126 62 1036 67 301 79 105 127 323 158 2479Apprch % 28.1 14.9 57 5.3 88.9 5.8 62.1 16.3 21.6 20.9 53.1 26

Total % 2.5 1.3 5.1 2.5 41.8 2.7 12.1 3.2 4.2 5.1 13 6.4







08:00 AM 10 4 19 33 5 114 7 126 41 7 10 58 17 51 25 93 31008:15 AM 9 5 19 33 8 147 14 169 41 11 9 61 14 57 17 88 35108:30 AM 11 6 16 33 8 148 11 167 49 12 13 74 22 49 19 90 36408:45 AM 8 6 16 30 17 132 8 157 27 11 11 49 24 47 22 93 329

Total Volume 38 21 70 129 38 541 40 619 158 41 43 242 77 204 83 364 1354% App. Total 29.5 16.3 54.3 6.1 87.4 6.5 65.3 16.9 17.8 21.2 56 22.8

PHF .864 .875 .921 .977 .559 .914 .714 .916 .806 .854 .827 .818 .802 .895 .830 .978 .930




Boston Wharf Rd

Congre

ss

St

Congre

ss St

Boston Wharf Rd

Right70

Thru21

Left38


Rig

ht

40

Thru

541

Left3

8

Out

Tota

lIn

285

619

904

Left158

Thru41

Right43


Left77

Thru204

Rig

ht

83

Tota

lO

ut

In769

364

1133


Peak Hour Data

North


07:45 AM 08:00 AM 07:45 AM 08:00 AM


Total Volume 36 19 76 131 38 541 40 619 173 38 49 260 77 204 83 364% App. Total 27.5 14.5 58 6.1 87.4 6.5 66.5 14.6 18.8 21.2 56 22.8

PHF .818 .792 .864 .992 .559 .914 .714 .916 .883 .792 .721 .878 .802 .895 .830 .978




Boston Wharf Rd

Congre

ss

St

Congre

ss St

Boston Wharf Rd

Right76

Thru19

Left36


Rig

ht

40

Thru

541

Left3

8

In - P

eak H

our: 0

8:0

0 A

M619

Left173

Thru38

Right49


Left77

Thru204

Rig

ht

83

In -

Peak

Hour:

08:0

0 A

M364

Cars

Peak Hour Data

North




Groups Printed- TrucksBoston Wharf Rd





Total 4 3 7 5 16 0 11 1 4 5 18 5 79

08:00 AM 0 2 0 0 6 0 1 3 0 0 5 1 1808:15 AM 1 1 0 2 4 0 4 1 1 1 10 2 2708:30 AM 1 2 0 1 4 0 0 0 0 2 8 2 2008:45 AM 1 0 1 0 4 0 1 1 0 2 6 2 18

Total 3 5 1 3 18 0 6 5 1 5 29 7 83

Grand Total 7 8 8 8 34 0 17 6 5 10 47 12 162Apprch % 30.4 34.8 34.8 19 81 0 60.7 21.4 17.9 14.5 68.1 17.4

Total % 4.3 4.9 4.9 4.9 21 0 10.5 3.7 3.1 6.2 29 7.4







07:45 AM 1 1 1 3 2 7 0 9 1 0 0 1 3 3 2 8 2108:00 AM 0 2 0 2 0 6 0 6 1 3 0 4 0 5 1 6 1808:15 AM 1 1 0 2 2 4 0 6 4 1 1 6 1 10 2 13 2708:30 AM 1 2 0 3 1 4 0 5 0 0 0 0 2 8 2 12 20

Total Volume 3 6 1 10 5 21 0 26 6 4 1 11 6 26 7 39 86% App. Total 30 60 10 19.2 80.8 0 54.5 36.4 9.1 15.4 66.7 17.9

PHF .750 .750 .250 .833 .625 .750 .000 .722 .375 .333 .250 .458 .500 .650 .875 .750 .796




Boston Wharf Rd

Congre

ss

St

Congre

ss St

Boston Wharf Rd

Right1

Thru6

Left3

InOut Total10 10 20

Rig

ht0

Thru2

1

Left5

Out

Tota

lIn

30

26

56

Left6

Thru4

Right1

Out TotalIn18 11 29

Left

6

Thru2

6

Rig

ht7

Tota

lO

ut

In28

39

67


Peak Hour Data

North


07:00 AM 07:45 AM 07:00 AM 08:00 AM


Total Volume 4 3 7 14 5 21 0 26 11 1 4 16 5 29 7 41% App. Total 28.6 21.4 50 19.2 80.8 0 68.8 6.2 25 12.2 70.7 17.1

PHF .500 .750 .875 .700 .625 .750 .000 .722 .688 .250 .500 .800 .625 .725 .875 .788




Boston Wharf Rd

Congre

ss

St

Congre

ss St

Boston Wharf Rd

Right7

Thru3

Left4


Rig

ht0

Thru2

1

Left5

In - P

eak H

our: 0

7:4

5 A

M26

Left11

Thru1

Right4


Left

5

Thru2

9

Rig

ht7

In -

Peak

Hour:

08:0

0 A

M41

Trucks

Peak Hour Data

North




Groups Printed- Bikes PedsBoston Wharf Rd





07:00 AM 0 0 0 38 0 0 0 0 0 0 0 6 0 1 0 2 46 1 4707:15 AM 0 0 0 32 0 0 0 1 0 0 0 6 0 6 0 2 41 6 4707:30 AM 0 0 0 34 0 1 0 0 0 0 0 14 0 0 0 3 51 1 5207:45 AM 0 0 0 52 0 0 0 0 0 0 0 11 0 5 0 0 63 5 68

Total 0 0 0 156 0 1 0 1 0 0 0 37 0 12 0 7 201 13 214

08:00 AM 0 0 0 47 0 0 0 0 0 0 0 11 2 1 0 0 58 3 6108:15 AM 0 0 0 56 0 1 0 0 0 0 0 4 0 5 0 0 60 6 6608:30 AM 0 0 0 59 0 1 0 2 0 0 0 18 0 4 0 2 81 5 8608:45 AM 0 0 0 58 0 1 0 0 0 0 0 21 0 1 0 3 82 2 84

Total 0 0 0 220 0 3 0 2 0 0 0 54 2 11 0 5 281 16 297

Grand Total 0 0 0 376 0 4 0 3 0 0 0 91 2 23 0 12 482 29 511Apprch % 0 0 0 0 100 0 0 0 0 8 92 0

Total % 0 0 0 0 13.8 0 0 0 0 6.9 79.3 0 94.3 5.7







07:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 5 0 5 508:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 2 1 0 3 308:15 AM 0 0 0 0 0 1 0 1 0 0 0 0 0 5 0 5 608:30 AM 0 0 0 0 0 1 0 1 0 0 0 0 0 4 0 4 5

Total Volume 0 0 0 0 0 2 0 2 0 0 0 0 2 15 0 17 19% App. Total 0 0 0 0 100 0 0 0 0 11.8 88.2 0

PHF .000 .000 .000 .000 .000 .500 .000 .500 .000 .000 .000 .000 .250 .750 .000 .850 .792




Boston Wharf Rd

Congre

ss

St

Congre

ss St

Boston Wharf Rd

Right0

Thru0

Left0

InOut Total2 0 2

Rig

ht0

Thru2

Left0

Out

Tota

lIn

15

2

17

Left0

Thru0

Right0

Out TotalIn0 0 0

Left

2

Thru1

5

Rig

ht0

Tota

lO

ut

In2

17

19


Peak Hour Data

North


07:00 AM 08:00 AM 07:00 AM 07:45 AM


Total Volume 0 0 0 0 0 3 0 3 0 0 0 0 2 15 0 17% App. Total 0 0 0 0 100 0 0 0 0 11.8 88.2 0

PHF .000 .000 .000 .000 .000 .750 .000 .750 .000 .000 .000 .000 .250 .750 .000 .850




Boston Wharf Rd

Congre

ss

St

Congre

ss St

Boston Wharf Rd

Right0

Thru0

Left0


Rig

ht0

Thru3

Left0

In - P

eak H

our: 0

8:0

0 A

M3

Left0

Thru0

Right0


Left

2

Thru1

5

Rig

ht0

In -

Peak

Hour:

07:4

5 A

M17

Bikes Peds

Peak Hour Data

North



N/S Street : Boston Wharf RoadE/W Street: Congress StreetCity/State : Boston, MAWeather : Rain

Groups Printed- Cars - TrucksBoston Wharf Rd





Total 51 152 70 100 258 13 49 21 28 60 252 355 1409

05:00 PM 24 51 18 30 68 4 12 5 8 22 82 102 42605:15 PM 26 60 19 38 80 7 11 4 4 24 93 108 47405:30 PM 19 63 28 33 73 8 10 4 6 24 111 127 50605:45 PM 12 53 16 34 64 7 10 1 6 23 106 110 442

Total 81 227 81 135 285 26 43 14 24 93 392 447 1848


Total % 4.1 11.6 4.6 7.2 16.7 1.2 2.8 1.1 1.6 4.7 19.8 24.6Cars 131 370 144 219 535 39 86 33 51 152 609 799 3168

% Cars 99.2 97.6 95.4 93.2 98.5 100 93.5 94.3 98.1 99.3 94.6 99.6 97.3Trucks 1 9 7 16 8 0 6 2 1 1 35 3 89

% Trucks 0.8 2.4 4.6 6.8 1.5 0 6.5 5.7 1.9 0.7 5.4 0.4 2.7







05:00 PM 24 51 18 93 30 68 4 102 12 5 8 25 22 82 102 206 42605:15 PM 26 60 19 105 38 80 7 125 11 4 4 19 24 93 108 225 47405:30 PM 19 63 28 110 33 73 8 114 10 4 6 20 24 111 127 262 50605:45 PM 12 53 16 81 34 64 7 105 10 1 6 17 23 106 110 239 442

Total Volume 81 227 81 389 135 285 26 446 43 14 24 81 93 392 447 932 1848% App. Total 20.8 58.4 20.8 30.3 63.9 5.8 53.1 17.3 29.6 10 42.1 48

PHF .779 .901 .723 .884 .888 .891 .813 .892 .896 .700 .750 .810 .969 .883 .880 .889 .913Cars 81 225 79 385 124 283 26 433 39 12 24 75 93 373 446 912 1805

% Cars 100 99.1 97.5 99.0 91.9 99.3 100 97.1 90.7 85.7 100 92.6 100 95.2 99.8 97.9 97.7Trucks 0 2 2 4 11 2 0 13 4 2 0 6 0 19 1 20 43

% Trucks 0 0.9 2.5 1.0 8.1 0.7 0 2.9 9.3 14.3 0 7.4 0 4.8 0.2 2.1 2.3




Boston Wharf Rd

Congre

ss

St

Congre

ss St

Boston Wharf Rd

Right

79 2

81 Thru

225 2

227 Left

81 0

81


2 4 6 133 522 389

Rig

ht

26

0

26

Thru

283

2

285

Left

124

11

135

Out

Tota

lIn

478

433

911

19

13

32

497

943

446

Left39 4

43

Thru12 2

14

Right24 0

24

Out TotalIn

795 75 870 14 6 20

809 890 81

Left93

0

93

Thru373

19

392

Rig

ht

446

1

447

Tota

lO

ut

In401

912

1313

8

20

28

409

1341

932


Peak Hour Data

North


04:45 PM 05:00 PM 04:15 PM 05:00 PM


Total Volume 81 221 87 389 135 285 26 446 48 22 31 101 93 392 447 932% App. Total 20.8 56.8 22.4 30.3 63.9 5.8 47.5 21.8 30.7 10 42.1 48

PHF .779 .877 .777 .884 .888 .891 .813 .892 .923 .917 .861 .902 .969 .883 .880 .889Cars 80 218 84 382 124 283 26 433 45 22 30 97 93 373 446 912

% Cars 98.8 98.6 96.6 98.2 91.9 99.3 100 97.1 93.8 100 96.8 96 100 95.2 99.8 97.9Trucks 1 3 3 7 11 2 0 13 3 0 1 4 0 19 1 20

% Trucks 1.2 1.4 3.4 1.8 8.1 0.7 0 2.9 6.2 0 3.2 4 0 4.8 0.2 2.1




Boston Wharf Rd

Congre

ss

St

Congre

ss St

Boston Wharf Rd

Right

84 3

87 Thru

218 3

221 Left

80 1

81


7 389

Rig

ht

26

0

26

Thru

283

2

285

Left

124

11

135

In - P

eak H

our: 0

5:0

0 P

M433

13

446

Left45 3

48

Thru22 0

22

Right30 1

31


97 4

101

Left93

0

93

Thru373

19

392

Rig

ht

446

1

447

In -

Peak

Hour:

05:0

0 P

M912

20

932

CarsTrucks

Peak Hour Data

North




Groups Printed- CarsBoston Wharf Rd





Total 50 145 65 95 252 13 47 21 27 59 236 353 1363

05:00 PM 24 51 17 27 67 4 10 5 8 22 77 101 41305:15 PM 26 59 19 34 79 7 11 3 4 24 89 108 46305:30 PM 19 63 27 32 73 8 9 3 6 24 108 127 49905:45 PM 12 52 16 31 64 7 9 1 6 23 99 110 430

Total 81 225 79 124 283 26 39 12 24 93 373 446 1805

Grand Total 131 370 144 219 535 39 86 33 51 152 609 799 3168Apprch % 20.3 57.4 22.3 27.6 67.5 4.9 50.6 19.4 30 9.7 39 51.2

Total % 4.1 11.7 4.5 6.9 16.9 1.2 2.7 1 1.6 4.8 19.2 25.2







05:00 PM 24 51 17 92 27 67 4 98 10 5 8 23 22 77 101 200 41305:15 PM 26 59 19 104 34 79 7 120 11 3 4 18 24 89 108 221 46305:30 PM 19 63 27 109 32 73 8 113 9 3 6 18 24 108 127 259 49905:45 PM 12 52 16 80 31 64 7 102 9 1 6 16 23 99 110 232 430

Total Volume 81 225 79 385 124 283 26 433 39 12 24 75 93 373 446 912 1805% App. Total 21 58.4 20.5 28.6 65.4 6 52 16 32 10.2 40.9 48.9

PHF .779 .893 .731 .883 .912 .896 .813 .902 .886 .600 .750 .815 .969 .863 .878 .880 .904




Boston Wharf Rd

Congre

ss

St

Congre

ss St

Boston Wharf Rd

Right79

Thru225

Left81


Rig

ht

26

Thru

283

Left

124

Out

Tota

lIn

478

433

911

Left39

Thru12

Right24


Left93

Thru373

Rig

ht

446

Tota

lO

ut

In401

912

1313


Peak Hour Data

North


05:00 PM 05:00 PM 04:15 PM 05:00 PM


Total Volume 81 225 79 385 124 283 26 433 45 22 30 97 93 373 446 912% App. Total 21 58.4 20.5 28.6 65.4 6 46.4 22.7 30.9 10.2 40.9 48.9

PHF .779 .893 .731 .883 .912 .896 .813 .902 .865 .917 .833 .866 .969 .863 .878 .880




Boston Wharf Rd

Congre

ss

St

Congre

ss St

Boston Wharf Rd

Right79

Thru225

Left81


Rig

ht

26

Thru

283

Left

124

In - P

eak H

our: 0

5:0

0 P

M433

Left45

Thru22

Right30


Left93

Thru373

Rig

ht

446

In -

Peak

Hour:

05:0

0 P

M912

Cars

Peak Hour Data

North




Groups Printed- TrucksBoston Wharf Rd





Total 1 7 5 5 6 0 2 0 1 1 16 2 46

05:00 PM 0 0 1 3 1 0 2 0 0 0 5 1 1305:15 PM 0 1 0 4 1 0 0 1 0 0 4 0 1105:30 PM 0 0 1 1 0 0 1 1 0 0 3 0 705:45 PM 0 1 0 3 0 0 1 0 0 0 7 0 12

Total 0 2 2 11 2 0 4 2 0 0 19 1 43

Grand Total 1 9 7 16 8 0 6 2 1 1 35 3 89Apprch % 5.9 52.9 41.2 66.7 33.3 0 66.7 22.2 11.1 2.6 89.7 7.7

Total % 1.1 10.1 7.9 18 9 0 6.7 2.2 1.1 1.1 39.3 3.4







04:15 PM 0 1 1 2 1 3 0 4 0 0 0 0 0 4 1 5 1104:30 PM 0 2 2 4 1 2 0 3 1 0 0 1 0 4 0 4 1204:45 PM 1 2 1 4 2 1 0 3 0 0 1 1 1 4 1 6 1405:00 PM 0 0 1 1 3 1 0 4 2 0 0 2 0 5 1 6 13

Total Volume 1 5 5 11 7 7 0 14 3 0 1 4 1 17 3 21 50% App. Total 9.1 45.5 45.5 50 50 0 75 0 25 4.8 81 14.3

PHF .250 .625 .625 .688 .583 .583 .000 .875 .375 .000 .250 .500 .250 .850 .750 .875 .893




Boston Wharf Rd

Congre

ss

St

Congre

ss St

Boston Wharf Rd

Right5

Thru5

Left1

InOut Total1 11 12

Rig

ht0

Thru7

Left7

Out

Tota

lIn

19

14

33

Left3

Thru0

Right1

Out TotalIn15 4 19

Left

1

Thru1

7

Rig

ht3

Tota

lO

ut

In15

21

36


Peak Hour Data

North


04:00 PM 04:30 PM 04:45 PM 04:15 PM


Total Volume 1 7 5 13 10 5 0 15 3 2 1 6 1 17 3 21% App. Total 7.7 53.8 38.5 66.7 33.3 0 50 33.3 16.7 4.8 81 14.3

PHF .250 .875 .625 .813 .625 .625 .000 .750 .375 .500 .250 .750 .250 .850 .750 .875




Boston Wharf Rd

Congre

ss

St

Congre

ss St

Boston Wharf Rd

Right5

Thru7

Left1


Rig

ht0

Thru5

Left1

0

In - P

eak H

our: 0

4:3

0 P

M15

Left3

Thru2

Right1


Left

1

Thru1

7

Rig

ht3

In -

Peak

Hour:

04:1

5 P

M21

Trucks

Peak Hour Data

North




Groups Printed- Bikes PedsBoston Wharf Rd





04:00 PM 0 0 0 52 0 2 0 1 0 0 0 16 0 0 0 1 70 2 7204:15 PM 0 0 0 36 0 2 0 0 0 0 0 13 0 1 0 1 50 3 5304:30 PM 0 0 0 32 0 2 0 2 0 0 0 8 0 0 1 1 43 3 4604:45 PM 0 0 0 57 0 3 0 2 0 0 0 19 0 0 0 2 80 3 83

Total 0 0 0 177 0 9 0 5 0 0 0 56 0 1 1 5 243 11 254

05:00 PM 0 0 0 54 0 2 1 0 0 0 0 26 0 1 0 0 80 4 8405:15 PM 0 0 0 86 0 4 0 2 0 0 0 22 0 1 0 0 110 5 11505:30 PM 0 0 0 61 0 3 0 0 0 0 0 29 0 1 0 0 90 4 9405:45 PM 0 0 0 52 0 4 1 0 0 0 0 24 0 1 1 0 76 7 83

Total 0 0 0 253 0 13 2 2 0 0 0 101 0 4 1 0 356 20 376

Grand Total 0 0 0 430 0 22 2 7 0 0 0 157 0 5 2 5 599 31 630Apprch % 0 0 0 0 91.7 8.3 0 0 0 0 71.4 28.6

Total % 0 0 0 0 71 6.5 0 0 0 0 16.1 6.5 95.1 4.9







05:00 PM 0 0 0 0 0 2 1 3 0 0 0 0 0 1 0 1 405:15 PM 0 0 0 0 0 4 0 4 0 0 0 0 0 1 0 1 505:30 PM 0 0 0 0 0 3 0 3 0 0 0 0 0 1 0 1 405:45 PM 0 0 0 0 0 4 1 5 0 0 0 0 0 1 1 2 7

Total Volume 0 0 0 0 0 13 2 15 0 0 0 0 0 4 1 5 20% App. Total 0 0 0 0 86.7 13.3 0 0 0 0 80 20

PHF .000 .000 .000 .000 .000 .813 .500 .750 .000 .000 .000 .000 .000 1.00 .250 .625 .714




Boston Wharf Rd

Congre

ss

St

Congre

ss St

Boston Wharf Rd

Right0

Thru0

Left0

InOut Total2 0 2

Rig

ht2

Thru1

3

Left0

Out

Tota

lIn

4

15

19

Left0

Thru0

Right0

Out TotalIn1 0 1

Left

0

Thru

4

Rig

ht1

Tota

lO

ut

In13

5

18


Peak Hour Data

North


04:00 PM 05:00 PM 04:00 PM 05:00 PM


Total Volume 0 0 0 0 0 13 2 15 0 0 0 0 0 4 1 5% App. Total 0 0 0 0 86.7 13.3 0 0 0 0 80 20

PHF .000 .000 .000 .000 .000 .813 .500 .750 .000 .000 .000 .000 .000 1.000 .250 .625




Boston Wharf Rd

Congre

ss

St

Congre

ss St

Boston Wharf Rd

Right0

Thru0

Left0


Rig

ht2

Thru1

3

Left0

In - P

eak H

our: 0

5:0

0 P

M15

Left0

Thru0

Right0


Left

0

Thru

4

Rig

ht1

In -

Peak

Hour:

05:0

0 P

M5

Bikes Peds

Peak Hour Data

North



N/S Street : Necco StreetE/W Street : Melcher StreetCity/State : South Boston, MAWeather : Clear

Groups Printed- Cars - TrucksMelcher Street

From EastNecco St

From SouthMelcher Street

From WestStart Time Left Thru Left Right Thru Right Int. Total07:00 AM 17 28 2 1 31 43 12207:15 AM 16 28 1 0 24 62 13107:30 AM 14 22 3 2 22 60 12307:45 AM 19 29 2 2 38 57 147

Total 66 107 8 5 115 222 523

08:00 AM 30 36 3 4 42 60 17508:15 AM 26 30 4 0 25 72 15708:30 AM 36 48 7 1 50 63 20508:45 AM 25 40 5 0 38 60 168

Total 117 154 19 5 155 255 705

Grand Total 183 261 27 10 270 477 1228Apprch % 41.2 58.8 73 27 36.1 63.9

Total % 14.9 21.3 2.2 0.8 22 38.8Cars 180 253 25 10 251 475 1194

% Cars 98.4 96.9 92.6 100 93 99.6 97.2Trucks 3 8 2 0 19 2 34

% Trucks 1.6 3.1 7.4 0 7 0.4 2.8

Melcher StreetFrom East

Necco StFrom South

Melcher StreetFrom West

Start Time Left Thru App. Total Left Right App. Total Thru Right App. Total Int. TotalPeak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1Peak Hour for Entire Intersection Begins at 08:00 AM

08:00 AM 30 36 66 3 4 7 42 60 102 17508:15 AM 26 30 56 4 0 4 25 72 97 15708:30 AM 36 48 84 7 1 8 50 63 113 20508:45 AM 25 40 65 5 0 5 38 60 98 168

Total Volume 117 154 271 19 5 24 155 255 410 705% App. Total 43.2 56.8 79.2 20.8 37.8 62.2

PHF .813 .802 .807 .679 .313 .750 .775 .885 .907 .860Cars 115 148 263 18 5 23 144 254 398 684

% Cars 98.3 96.1 97.0 94.7 100 95.8 92.9 99.6 97.1 97.0Trucks 2 6 8 1 0 1 11 1 12 21

% Trucks 1.7 3.9 3.0 5.3 0 4.2 7.1 0.4 2.9 3.0




Melc

her

Str

eet

Melch

er S

treet

Necco St

Thru

148

6

154

Left

115

2

117

Out

Tota

lIn

149

263

412

11

8

19

160

431

271

Left18 1

19

Right5 0 5

Out TotalIn

369 23 392 3 1 4

372 396 24

Thru144

11

155

Rig

ht

254

1

255

Tota

lO

ut

In166

398

564

7

12

19

173

583

410


Peak Hour Data

North


08:00 AM 08:00 AM 08:00 AM+0 mins. 30 36 66 3 4 7 42 60 102

+15 mins. 26 30 56 4 0 4 25 72 97+30 mins. 36 48 84 7 1 8 50 63 113+45 mins. 25 40 65 5 0 5 38 60 98

Total Volume 117 154 271 19 5 24 155 255 410% App. Total 43.2 56.8 79.2 20.8 37.8 62.2

PHF .813 .802 .807 .679 .313 .750 .775 .885 .907Cars 115 148 263 18 5 23 144 254 398

% Cars 98.3 96.1 97 94.7 100 95.8 92.9 99.6 97.1Trucks 2 6 8 1 0 1 11 1 12

% Trucks 1.7 3.9 3 5.3 0 4.2 7.1 0.4 2.9




Melc

her

Str

eet

Melch

er S

treet

Necco St

Thru

148

6

154

Left

115

2

117

In - P

eak H

our: 0

8:0

0 A

M263

8

271

Left18 1

19

Right5 0 5


23 1

24

Thru144

11

155

Rig

ht

254

1

255

In -

Peak

Hour:

08:0

0 A

M398

12

410

CarsTrucks

Peak Hour Data

North




Groups Printed- CarsMelcher Street

From EastNecco St



Total 65 105 7 5 107 221 510

08:00 AM 30 34 3 4 40 60 17108:15 AM 26 29 4 0 23 72 15408:30 AM 36 45 6 1 45 62 19508:45 AM 23 40 5 0 36 60 164

Total 115 148 18 5 144 254 684

Grand Total 180 253 25 10 251 475 1194Apprch % 41.6 58.4 71.4 28.6 34.6 65.4

Total % 15.1 21.2 2.1 0.8 21 39.8


Necco StFrom South



08:00 AM 30 34 64 3 4 7 40 60 100 17108:15 AM 26 29 55 4 0 4 23 72 95 15408:30 AM 36 45 81 6 1 7 45 62 107 19508:45 AM 23 40 63 5 0 5 36 60 96 164


PHF .799 .822 .812 .750 .313 .821 .800 .882 .930 .877




Melc

her

Str

eet

Melch

er S

treet

Necco St

Thru

148

Left

115

Out

Tota

lIn

149

263

412

Left18

Right5


Thru144

Rig

ht

254

Tota

lO

ut

In166

398

564


Peak Hour Data

North


08:00 AM 08:00 AM 08:00 AM+0 mins. 30 34 64 3 4 7 40 60 100

+15 mins. 26 29 55 4 0 4 23 72 95+30 mins. 36 45 81 6 1 7 45 62 107+45 mins. 23 40 63 5 0 5 36 60 96


PHF .799 .822 .812 .750 .313 .821 .800 .882 .930




Melc

her

Str

eet

Melch

er S

treet

Necco St

Thru

148

Left

115

In - P

eak H

our: 0

8:0

0 A

M263

Left18

Right5


Thru144

Rig

ht

254

In -

Peak

Hour:

08:0

0 A

M398

Cars

Peak Hour Data

North




Groups Printed- TrucksMelcher Street

From EastNecco St



Total 1 2 1 0 8 1 13

08:00 AM 0 2 0 0 2 0 408:15 AM 0 1 0 0 2 0 308:30 AM 0 3 1 0 5 1 1008:45 AM 2 0 0 0 2 0 4

Total 2 6 1 0 11 1 21

Grand Total 3 8 2 0 19 2 34Apprch % 27.3 72.7 100 0 90.5 9.5

Total % 8.8 23.5 5.9 0 55.9 5.9


Necco StFrom South



08:00 AM 0 2 2 0 0 0 2 0 2 408:15 AM 0 1 1 0 0 0 2 0 2 308:30 AM 0 3 3 1 0 1 5 1 6 1008:45 AM 2 0 2 0 0 0 2 0 2 4

Total Volume 2 6 8 1 0 1 11 1 12 21% App. Total 25 75 100 0 91.7 8.3

PHF .250 .500 .667 .250 .000 .250 .550 .250 .500 .525




Melc

her

Str

eet

Melch

er S

treet

Necco St

Thru6

Left2

Out

Tota

lIn

11

8

19

Left1

Right0

Out TotalIn3 1 4

Thru1

1

Rig

ht1

Tota

lO

ut

In7

12

19


Peak Hour Data

North


08:00 AM 07:00 AM 08:00 AM+0 mins. 0 2 2 1 0 1 2 0 2

+15 mins. 0 1 1 0 0 0 2 0 2+30 mins. 0 3 3 0 0 0 5 1 6+45 mins. 2 0 2 0 0 0 2 0 2

Total Volume 2 6 8 1 0 1 11 1 12% App. Total 25 75 100 0 91.7 8.3

PHF .250 .500 .667 .250 .000 .250 .550 .250 .500




Melc

her

Str

eet

Melch

er S

treet

Necco St

Thru6

Left2

In - P

eak H

our: 0

8:0

0 A

M8

Left1

Right0


Thru1

1

Rig

ht1

In -

Peak

Hour:

08:0

0 A

M12

Trucks

Peak Hour Data

North




Groups Printed- Bikes PedsMelcher Street

From EastNecco St


From WestStart Time Left Thru Peds Left Right Peds Thru Right Peds Exclu. Total Inclu. Total Int. Total07:00 AM 1 2 4 1 0 29 1 0 5 38 5 4307:15 AM 0 1 2 0 0 34 0 1 4 40 2 4207:30 AM 0 1 4 1 1 32 1 1 4 40 5 4507:45 AM 0 2 2 4 1 33 3 2 9 44 12 56

Total 1 6 12 6 2 128 5 4 22 162 24 186

08:00 AM 0 4 13 2 0 21 5 5 1 35 16 5108:15 AM 0 4 9 2 0 34 2 4 6 49 12 6108:30 AM 3 2 4 2 0 36 3 2 4 44 12 5608:45 AM 0 3 11 2 1 24 4 1 4 39 11 50

Total 3 13 37 8 1 115 14 12 15 167 51 218

Grand Total 4 19 49 14 3 243 19 16 37 329 75 404Apprch % 17.4 82.6 82.4 17.6 54.3 45.7

Total % 5.3 25.3 18.7 4 25.3 21.3 81.4 18.6


Necco StFrom South



07:45 AM 0 2 2 4 1 5 3 2 5 1208:00 AM 0 4 4 2 0 2 5 5 10 1608:15 AM 0 4 4 2 0 2 2 4 6 1208:30 AM 3 2 5 2 0 2 3 2 5 12

Total Volume 3 12 15 10 1 11 13 13 26 52% App. Total 20 80 90.9 9.1 50 50

PHF .250 .750 .750 .625 .250 .550 .650 .650 .650 .813




Melc

her

Str

eet

Melch

er S

treet

Necco St

Thru1

2

Left3

Out

Tota

lIn

14

15

29

Left10

Right1

Out TotalIn16 11 27

Thru1

3

Rig

ht

13

Tota

lO

ut

In22

26

48


Peak Hour Data

North


08:00 AM 07:30 AM 07:45 AM+0 mins. 0 4 4 1 1 2 3 2 5

+15 mins. 0 4 4 4 1 5 5 5 10+30 mins. 3 2 5 2 0 2 2 4 6+45 mins. 0 3 3 2 0 2 3 2 5

Total Volume 3 13 16 9 2 11 13 13 26% App. Total 18.8 81.2 81.8 18.2 50 50

PHF .250 .813 .800 .563 .500 .550 .650 .650 .650




Melc

her

Str

eet

Melch

er S

treet

Necco St

Thru1

3

Left3

In - P

eak H

our: 0

8:0

0 A

M16

Left9

Right2


Thru1

3

Rig

ht

13

In -

Peak

Hour:

07:4

5 A

M26

Bikes Peds

Peak Hour Data

North



N/S Street : Necco StreetE/W Street : Melcher StreetCity/State : South Boston, MAWeather : Rain

Groups Printed- Cars - TrucksMelcher Street

From EastNecco St


From WestStart Time Left Thru Left Right Thru Right Int. Total04:00 PM 2 24 20 11 42 10 10904:15 PM 0 29 39 14 52 8 14204:30 PM 3 17 25 10 52 5 11204:45 PM 1 31 27 11 48 8 126

Total 6 101 111 46 194 31 489

05:00 PM 1 26 34 16 42 7 12605:15 PM 2 30 32 10 59 9 14205:30 PM 5 46 48 16 61 20 19605:45 PM 4 52 38 12 48 8 162

Total 12 154 152 54 210 44 626


Total % 1.6 22.9 23.6 9 36.2 6.7Cars 18 253 263 100 393 75 1102

% Cars 100 99.2 100 100 97.3 100 98.8Trucks 0 2 0 0 11 0 13

% Trucks 0 0.8 0 0 2.7 0 1.2


Necco StFrom South


Start Time Left Thru App. Total Left Right App. Total Thru Right App. Total Int. TotalPeak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1Peak Hour for Entire Intersection Begins at 05:00 PM

05:00 PM 1 26 27 34 16 50 42 7 49 12605:15 PM 2 30 32 32 10 42 59 9 68 14205:30 PM 5 46 51 48 16 64 61 20 81 19605:45 PM 4 52 56 38 12 50 48 8 56 162


PHF .600 .740 .741 .792 .844 .805 .861 .550 .784 .798Cars 12 154 166 152 54 206 205 44 249 621

% Cars 100 100 100 100 100 100 97.6 100 98.0 99.2Trucks 0 0 0 0 0 0 5 0 5 5

% Trucks 0 0 0 0 0 0 2.4 0 2.0 0.8




Melc

her

Str

eet

Melch

er S

treet

Necco St

Thru

154

0

154

Left 1

2

0

12

Out

Tota

lIn

259

166

425

5

0

5

264

430

166

Left152

0 152

Right54 0

54

Out TotalIn

56 206 262 0 0 0

56 262 206

Thru205

5

210

Rig

ht

44

0

44

Tota

lO

ut

In306

249

555

0

5

5

306

560

254


Peak Hour Data

North


05:00 PM 05:00 PM 04:45 PM+0 mins. 1 26 27 34 16 50 48 8 56

+15 mins. 2 30 32 32 10 42 42 7 49+30 mins. 5 46 51 48 16 64 59 9 68+45 mins. 4 52 56 38 12 50 61 20 81


PHF .600 .740 .741 .792 .844 .805 .861 .550 .784Cars 12 154 166 152 54 206 204 44 248

% Cars 100 100 100 100 100 100 97.1 100 97.6Trucks 0 0 0 0 0 0 6 0 6

% Trucks 0 0 0 0 0 0 2.9 0 2.4




Melc

her

Str

eet

Melch

er S

treet

Necco St

Thru

154

0

154

Left 1

2

0

12

In - P

eak H

our: 0

5:0

0 P

M166

0

166

Left152

0 152

Right54 0

54


206 0

206

Thru204

6

210

Rig

ht

44

0

44

In -

Peak

Hour:

04:4

5 P

M248

6

254

CarsTrucks

Peak Hour Data

North




Groups Printed- CarsMelcher Street

From EastNecco St



Total 6 99 111 46 188 31 481

05:00 PM 1 26 34 16 41 7 12505:15 PM 2 30 32 10 58 9 14105:30 PM 5 46 48 16 58 20 19305:45 PM 4 52 38 12 48 8 162

Total 12 154 152 54 205 44 621

Grand Total 18 253 263 100 393 75 1102Apprch % 6.6 93.4 72.5 27.5 84 16

Total % 1.6 23 23.9 9.1 35.7 6.8


Necco StFrom South



05:00 PM 1 26 27 34 16 50 41 7 48 12505:15 PM 2 30 32 32 10 42 58 9 67 14105:30 PM 5 46 51 48 16 64 58 20 78 19305:45 PM 4 52 56 38 12 50 48 8 56 162


PHF .600 .740 .741 .792 .844 .805 .884 .550 .798 .804




Melc

her

Str

eet

Melch

er S

treet

Necco St

Thru

154

Left1

2

Out

Tota

lIn

259

166

425

Left152

Right54


Thru205

Rig

ht

44

Tota

lO

ut

In306

249

555


Peak Hour Data

North


05:00 PM 05:00 PM 05:00 PM+0 mins. 1 26 27 34 16 50 41 7 48

+15 mins. 2 30 32 32 10 42 58 9 67+30 mins. 5 46 51 48 16 64 58 20 78+45 mins. 4 52 56 38 12 50 48 8 56


PHF .600 .740 .741 .792 .844 .805 .884 .550 .798




Melc

her

Str

eet

Melch

er S

treet

Necco St

Thru

154

Left1

2

In - P

eak H

our: 0

5:0

0 P

M166

Left152

Right54


Thru205

Rig

ht

44

In -

Peak

Hour:

05:0

0 P

M249

Cars

Peak Hour Data

North




Groups Printed- TrucksMelcher Street

From EastNecco St



Total 0 2 0 0 6 0 8

05:00 PM 0 0 0 0 1 0 105:15 PM 0 0 0 0 1 0 105:30 PM 0 0 0 0 3 0 305:45 PM 0 0 0 0 0 0 0

Total 0 0 0 0 5 0 5

Grand Total 0 2 0 0 11 0 13Apprch % 0 100 0 0 100 0

Total % 0 15.4 0 0 84.6 0


Necco StFrom South



04:00 PM 0 1 1 0 0 0 1 0 1 204:15 PM 0 0 0 0 0 0 2 0 2 204:30 PM 0 1 1 0 0 0 2 0 2 304:45 PM 0 0 0 0 0 0 1 0 1 1

Total Volume 0 2 2 0 0 0 6 0 6 8% App. Total 0 100 0 0 100 0

PHF .000 .500 .500 .000 .000 .000 .750 .000 .750 .667




Melc

her

Str

eet

Melch

er S

treet

Necco St

Thru2

Left0

Out

Tota

lIn

6

2

8

Left0

Right0

Out TotalIn0 0 0

Thru

6

Rig

ht0

Tota

lO

ut

In2

6

8


Peak Hour Data

North


04:00 PM 04:00 PM 04:00 PM+0 mins. 0 1 1 0 0 0 1 0 1

+15 mins. 0 0 0 0 0 0 2 0 2+30 mins. 0 1 1 0 0 0 2 0 2+45 mins. 0 0 0 0 0 0 1 0 1

Total Volume 0 2 2 0 0 0 6 0 6% App. Total 0 100 0 0 100 0

PHF .000 .500 .500 .000 .000 .000 .750 .000 .750




Melc

her

Str

eet

Melch

er S

treet

Necco St

Thru2

Left0

In - P

eak H

our: 0

4:0

0 P

M2

Left0

Right0


Thru

6

Rig

ht0

In -

Peak

Hour:

04:0

0 P

M6

Trucks

Peak Hour Data

North




Groups Printed- Bikes PedsMelcher Street

From EastNecco St


From WestStart Time Left Thru Peds Left Right Peds Thru Right Peds Exclu. Total Inclu. Total Int. Total04:00 PM 0 1 0 0 0 7 2 1 1 8 4 1204:15 PM 0 0 5 0 0 28 0 1 4 37 1 3804:30 PM 0 0 5 0 0 22 2 3 0 27 5 3204:45 PM 0 1 3 2 0 14 1 2 4 21 6 27

Total 0 2 13 2 0 71 5 7 9 93 16 109

05:00 PM 0 0 4 1 0 20 0 0 0 24 1 2505:15 PM 0 0 4 2 0 25 0 1 1 30 3 3305:30 PM 0 2 4 0 0 22 1 2 9 35 5 4005:45 PM 0 1 4 1 0 14 0 1 2 20 3 23

Total 0 3 16 4 0 81 1 4 12 109 12 121

Grand Total 0 5 29 6 0 152 6 11 21 202 28 230Apprch % 0 100 100 0 35.3 64.7

Total % 0 17.9 21.4 0 21.4 39.3 87.8 12.2


Necco StFrom South



04:00 PM 0 1 1 0 0 0 2 1 3 404:15 PM 0 0 0 0 0 0 0 1 1 104:30 PM 0 0 0 0 0 0 2 3 5 504:45 PM 0 1 1 2 0 2 1 2 3 6


PHF .000 .500 .500 .250 .000 .250 .625 .583 .600 .667




Melc

her

Str

eet

Melch

er S

treet

Necco St

Thru2

Left0

Out

Tota

lIn

5

2

7

Left2

Right0

Out TotalIn7 2 9

Thru

5

Rig

ht7

Tota

lO

ut

In4

12

16


Peak Hour Data

North


04:45 PM 04:30 PM 04:00 PM+0 mins. 0 1 1 0 0 0 2 1 3

+15 mins. 0 0 0 2 0 2 0 1 1+30 mins. 0 0 0 1 0 1 2 3 5+45 mins. 0 2 2 2 0 2 1 2 3


PHF .000 .375 .375 .625 .000 .625 .625 .583 .600




Melc

her

Str

eet

Melch

er S

treet

Necco St

Thru3

Left0

In - P

eak H

our: 0

4:4

5 P

M3

Left5

Right0


Thru

5

Rig

ht7

In -

Peak

Hour:

04:0

0 P

M12

Bikes Peds

Peak Hour Data

North



N/S Street : Melcher StreetE/W Street : Summer StreetCity/State : South Boston, MAWeather : Clear

Groups Printed- Cars - TrucksSummer StFrom East

Melcher StFrom South

Summer StFrom West

Start Time Left Thru Left Right Thru Right Int. Total07:00 AM 8 77 22 5 104 66 28207:15 AM 12 92 20 9 119 74 32607:30 AM 12 97 17 3 125 72 32607:45 AM 14 121 27 8 139 76 385

Total 46 387 86 25 487 288 1319

08:00 AM 31 96 30 9 147 67 38008:15 AM 11 98 21 11 152 78 37108:30 AM 24 137 36 19 143 85 44408:45 AM 19 104 24 14 166 78 405

Total 85 435 111 53 608 308 1600


Total % 4.5 28.2 6.7 2.7 37.5 20.4Cars 125 751 188 76 1024 577 2741

% Cars 95.4 91.4 95.4 97.4 93.5 96.8 93.9Trucks 6 71 9 2 71 19 178

% Trucks 4.6 8.6 4.6 2.6 6.5 3.2 6.1

Summer StFrom East


Summer StFrom West


08:00 AM 31 96 127 30 9 39 147 67 214 38008:15 AM 11 98 109 21 11 32 152 78 230 37108:30 AM 24 137 161 36 19 55 143 85 228 44408:45 AM 19 104 123 24 14 38 166 78 244 405


PHF .685 .794 .807 .771 .697 .745 .916 .906 .939 .901Cars 83 398 481 106 51 157 568 297 865 1503

% Cars 97.6 91.5 92.5 95.5 96.2 95.7 93.4 96.4 94.4 93.9Trucks 2 37 39 5 2 7 40 11 51 97

% Trucks 2.4 8.5 7.5 4.5 3.8 4.3 6.6 3.6 5.6 6.1




Sum

mer

St

Sum

mer S

t

Melcher St

Thru

398

37

435

Left 8

3

2

85

Out

Tota

lIn

619

481

1100

42

39

81

661

1181

520

Left106

5 111

Right51 2

53

Out TotalIn

380 157 537 13 7 20

393 557 164

Thru568

40

608

Rig

ht

297

11

308

Tota

lO

ut

In504

865

1369

42

51

93

546

1462

916


Peak Hour Data

North


07:45 AM 08:00 AM 08:00 AM+0 mins. 14 121 135 30 9 39 147 67 214

+15 mins. 31 96 127 21 11 32 152 78 230+30 mins. 11 98 109 36 19 55 143 85 228+45 mins. 24 137 161 24 14 38 166 78 244

Total Volume 80 452 532 111 53 164 608 308 916% App. Total 15 85 67.7 32.3 66.4 33.6

PHF .645 .825 .826 .771 .697 .745 .916 .906 .939Cars 76 418 494 106 51 157 568 297 865

% Cars 95 92.5 92.9 95.5 96.2 95.7 93.4 96.4 94.4Trucks 4 34 38 5 2 7 40 11 51

% Trucks 5 7.5 7.1 4.5 3.8 4.3 6.6 3.6 5.6




Sum

mer

St

Sum

mer S

t

Melcher St

Thru

418

34

452

Left 7

6

4

80

In - P

eak H

our: 0

7:4

5 A

M494

38

532

Left106

5 111

Right51 2

53


157 7

164

Thru568

40

608

Rig

ht

297

11

308

In -

Peak

Hour:

08:0

0 A

M865

51

916

CarsTrucks

Peak Hour Data

North




Groups Printed- CarsSummer StFrom East


Summer StFrom West


Total 42 353 82 25 456 280 1238

08:00 AM 30 85 28 9 141 66 35908:15 AM 11 89 19 11 137 75 34208:30 AM 23 131 35 17 136 80 42208:45 AM 19 93 24 14 154 76 380

Total 83 398 106 51 568 297 1503


Total % 4.6 27.4 6.9 2.8 37.4 21.1

Summer StFrom East


Summer StFrom West


08:00 AM 30 85 115 28 9 37 141 66 207 35908:15 AM 11 89 100 19 11 30 137 75 212 34208:30 AM 23 131 154 35 17 52 136 80 216 42208:45 AM 19 93 112 24 14 38 154 76 230 380


PHF .692 .760 .781 .757 .750 .755 .922 .928 .940 .890




Sum

mer

St

Sum

mer S

t

Melcher St

Thru

398

Left8

3

Out

Tota

lIn

619

481

1100

Left106

Right51


Thru568

Rig

ht

297

Tota

lO

ut

In504

865

1369


Peak Hour Data

North


07:45 AM 08:00 AM 08:00 AM+0 mins. 12 113 125 28 9 37 141 66 207

+15 mins. 30 85 115 19 11 30 137 75 212+30 mins. 11 89 100 35 17 52 136 80 216+45 mins. 23 131 154 24 14 38 154 76 230


PHF .633 .798 .802 .757 .750 .755 .922 .928 .940




Sum

mer

St

Sum

mer S

t

Melcher St

Thru

418

Left7

6

In - P

eak H

our: 0

7:4

5 A

M494

Left106

Right51


Thru568

Rig

ht

297

In -

Peak

Hour:

08:0

0 A

M865

Cars

Peak Hour Data

North




Groups Printed- TrucksSummer StFrom East


Summer StFrom West


Total 4 34 4 0 31 8 81

08:00 AM 1 11 2 0 6 1 2108:15 AM 0 9 2 0 15 3 2908:30 AM 1 6 1 2 7 5 2208:45 AM 0 11 0 0 12 2 25

Total 2 37 5 2 40 11 97


Total % 3.4 39.9 5.1 1.1 39.9 10.7

Summer StFrom East


Summer StFrom West


08:00 AM 1 11 12 2 0 2 6 1 7 2108:15 AM 0 9 9 2 0 2 15 3 18 2908:30 AM 1 6 7 1 2 3 7 5 12 2208:45 AM 0 11 11 0 0 0 12 2 14 25


PHF .500 .841 .813 .625 .250 .583 .667 .550 .708 .836




Sum

mer

St

Sum

mer S

t

Melcher St

Thru3

7

Left2

Out

Tota

lIn

42

39

81

Left5

Right2

Out TotalIn13 7 20

Thru4

0

Rig

ht

11

Tota

lO

ut

In42

51

93


Peak Hour Data

North


07:15 AM 07:45 AM 08:00 AM+0 mins. 0 10 10 1 0 1 6 1 7

+15 mins. 1 9 10 2 0 2 15 3 18+30 mins. 2 8 10 2 0 2 7 5 12+45 mins. 1 11 12 1 2 3 12 2 14

Total Volume 4 38 42 6 2 8 40 11 51% App. Total 9.5 90.5 75 25 78.4 21.6

PHF .500 .864 .875 .750 .250 .667 .667 .550 .708




Sum

mer

St

Sum

mer S

t

Melcher St

Thru3

8

Left4

In - P

eak H

our: 0

7:1

5 A

M42

Left6

Right2


Thru4

0

Rig

ht

11

In -

Peak

Hour:

08:0

0 A

M51

Trucks

Peak Hour Data

North




Groups Printed- Bikes PedsSummer StFrom East


Summer StFrom West

Start Time Left Thru Peds Left Right Peds Thru Right Peds Exclu. Total Inclu. Total Int. Total07:00 AM 0 0 5 3 0 19 0 1 38 62 4 6607:15 AM 0 3 4 0 0 36 1 1 36 76 5 8107:30 AM 0 5 2 1 0 36 4 1 55 93 11 10407:45 AM 0 2 8 7 1 73 7 2 65 146 19 165

Total 0 10 19 11 1 164 12 5 194 377 39 416

08:00 AM 1 2 9 4 0 49 6 4 81 139 17 15608:15 AM 0 5 13 4 1 53 3 3 113 179 16 19508:30 AM 2 6 10 3 0 58 3 2 91 159 16 17508:45 AM 1 5 8 5 0 93 5 4 112 213 20 233

Total 4 18 40 16 1 253 17 13 397 690 69 759

Grand Total 4 28 59 27 2 417 29 18 591 1067 108 1175Apprch % 12.5 87.5 93.1 6.9 61.7 38.3

Total % 3.7 25.9 25 1.9 26.9 16.7 90.8 9.2

Summer StFrom East


Summer StFrom West


08:00 AM 1 2 3 4 0 4 6 4 10 1708:15 AM 0 5 5 4 1 5 3 3 6 1608:30 AM 2 6 8 3 0 3 3 2 5 1608:45 AM 1 5 6 5 0 5 5 4 9 20


PHF .500 .750 .688 .800 .250 .850 .708 .813 .750 .863




Sum

mer

St

Sum

mer S

t

Melcher St

Thru1

8

Left4

Out

Tota

lIn

18

22

40

Left16

Right1

Out TotalIn17 17 34

Thru1

7

Rig

ht

13

Tota

lO

ut

In34

30

64


Peak Hour Data

North


08:00 AM 07:45 AM 07:30 AM+0 mins. 1 2 3 7 1 8 4 1 5

+15 mins. 0 5 5 4 0 4 7 2 9+30 mins. 2 6 8 4 1 5 6 4 10+45 mins. 1 5 6 3 0 3 3 3 6

Total Volume 4 18 22 18 2 20 20 10 30% App. Total 18.2 81.8 90 10 66.7 33.3

PHF .500 .750 .688 .643 .500 .625 .714 .625 .750




Sum

mer

St

Sum

mer S

t

Melcher St

Thru1

8

Left4

In - P

eak H

our: 0

8:0

0 A

M22

Left18

Right2


Thru2

0

Rig

ht

10

In -

Peak

Hour:

07:3

0 A

M30

Bikes Peds

Peak Hour Data

North



N/S Street : Melcher StreetE/W Street : Summer StreetCity/State : South Boston, MAWeather : Rain

Groups Printed- Cars - TrucksSummer StFrom East


Summer StFrom West

Start Time Left Thru Left Right Thru Right Int. Total04:00 PM 7 66 31 8 135 60 30704:15 PM 3 99 50 15 160 44 37104:30 PM 5 79 30 10 146 52 32204:45 PM 3 83 42 13 135 46 322

Total 18 327 153 46 576 202 1322

05:00 PM 8 103 44 15 151 37 35805:15 PM 5 83 36 21 159 48 35205:30 PM 3 109 49 45 154 56 41605:45 PM 9 101 37 46 162 31 386

Total 25 396 166 127 626 172 1512


Total % 1.5 25.5 11.3 6.1 42.4 13.2Cars 43 697 318 172 1144 362 2736

% Cars 100 96.4 99.7 99.4 95.2 96.8 96.5Trucks 0 26 1 1 58 12 98

% Trucks 0 3.6 0.3 0.6 4.8 3.2 3.5

Summer StFrom East


Summer StFrom West


05:00 PM 8 103 111 44 15 59 151 37 188 35805:15 PM 5 83 88 36 21 57 159 48 207 35205:30 PM 3 109 112 49 45 94 154 56 210 41605:45 PM 9 101 110 37 46 83 162 31 193 386


PHF .694 .908 .940 .847 .690 .779 .966 .768 .950 .909Cars 25 388 413 166 127 293 597 168 765 1471

% Cars 100 98.0 98.1 100 100 100 95.4 97.7 95.9 97.3Trucks 0 8 8 0 0 0 29 4 33 41

% Trucks 0 2.0 1.9 0 0 0 4.6 2.3 4.1 2.7




Sum

mer

St

Sum

mer S

t

Melcher St

Thru

388

8

396

Left 2

5

0

25

Out

Tota

lIn

724

413

1137

29

8

37

753

1174

421

Left166

0 166

Right127

0 127

Out TotalIn

193 293 486 4 0 4

197 490 293

Thru597

29

626

Rig

ht

168

4

172

Tota

lO

ut

In554

765

1319

8

33

41

562

1360

798


Peak Hour Data

North


05:00 PM 05:00 PM 05:00 PM+0 mins. 8 103 111 44 15 59 151 37 188

+15 mins. 5 83 88 36 21 57 159 48 207+30 mins. 3 109 112 49 45 94 154 56 210+45 mins. 9 101 110 37 46 83 162 31 193


PHF .694 .908 .940 .847 .690 .779 .966 .768 .950Cars 25 388 413 166 127 293 597 168 765

% Cars 100 98 98.1 100 100 100 95.4 97.7 95.9Trucks 0 8 8 0 0 0 29 4 33

% Trucks 0 2 1.9 0 0 0 4.6 2.3 4.1




Sum

mer

St

Sum

mer S

t

Melcher St

Thru

388

8

396

Left 2

5

0

25

In - P

eak H

our: 0

5:0

0 P

M413

8

421

Left166

0 166

Right127

0 127


293 0

293

Thru597

29

626

Rig

ht

168

4

172

In -

Peak

Hour:

05:0

0 P

M765

33

798

CarsTrucks

Peak Hour Data

North




Groups Printed- CarsSummer StFrom East


Summer StFrom West


Total 18 309 152 45 547 194 1265

05:00 PM 8 101 44 15 145 36 34905:15 PM 5 82 36 21 151 47 34205:30 PM 3 106 49 45 148 54 40505:45 PM 9 99 37 46 153 31 375

Total 25 388 166 127 597 168 1471


Total % 1.6 25.5 11.6 6.3 41.8 13.2

Summer StFrom East


Summer StFrom West


05:00 PM 8 101 109 44 15 59 145 36 181 34905:15 PM 5 82 87 36 21 57 151 47 198 34205:30 PM 3 106 109 49 45 94 148 54 202 40505:45 PM 9 99 108 37 46 83 153 31 184 375

Total Volume 25 388 413 166 127 293 597 168 765 1471% App. Total 6.1 93.9 56.7 43.3 78 22

PHF .694 .915 .947 .847 .690 .779 .975 .778 .947 .908




Sum

mer

St

Sum

mer S

t

Melcher St

Thru

388

Left2

5

Out

Tota

lIn

724

413

1137

Left166

Right127


Thru597

Rig

ht

168

Tota

lO

ut

In554

765

1319


Peak Hour Data

North


05:00 PM 05:00 PM 05:00 PM+0 mins. 8 101 109 44 15 59 145 36 181

+15 mins. 5 82 87 36 21 57 151 47 198+30 mins. 3 106 109 49 45 94 148 54 202+45 mins. 9 99 108 37 46 83 153 31 184

Total Volume 25 388 413 166 127 293 597 168 765% App. Total 6.1 93.9 56.7 43.3 78 22

PHF .694 .915 .947 .847 .690 .779 .975 .778 .947




Sum

mer

St

Sum

mer S

t

Melcher St

Thru

388

Left2

5

In - P

eak H

our: 0

5:0

0 P

M413

Left166

Right127


Thru597

Rig

ht

168

In -

Peak

Hour:

05:0

0 P

M765

Cars

Peak Hour Data

North




Groups Printed- TrucksSummer StFrom East


Summer StFrom West


Total 0 18 1 1 29 8 57

05:00 PM 0 2 0 0 6 1 905:15 PM 0 1 0 0 8 1 1005:30 PM 0 3 0 0 6 2 1105:45 PM 0 2 0 0 9 0 11

Total 0 8 0 0 29 4 41

Grand Total 0 26 1 1 58 12 98Apprch % 0 100 50 50 82.9 17.1

Total % 0 26.5 1 1 59.2 12.2

Summer StFrom East


Summer StFrom West


04:00 PM 0 3 3 1 0 1 6 2 8 1204:15 PM 0 6 6 0 0 0 5 2 7 1304:30 PM 0 6 6 0 1 1 9 2 11 1804:45 PM 0 3 3 0 0 0 9 2 11 14


PHF .000 .750 .750 .250 .250 .500 .806 1.00 .841 .792




Sum

mer

St

Sum

mer S

t

Melcher St

Thru1

8

Left0

Out

Tota

lIn

30

18

48

Left1

Right1

Out TotalIn8 2 10

Thru2

9

Rig

ht8

Tota

lO

ut

In19

37

56


Peak Hour Data

North


04:00 PM 04:00 PM 04:30 PM+0 mins. 0 3 3 1 0 1 9 2 11

+15 mins. 0 6 6 0 0 0 9 2 11+30 mins. 0 6 6 0 1 1 6 1 7+45 mins. 0 3 3 0 0 0 8 1 9


PHF .000 .750 .750 .250 .250 .500 .889 .750 .864




Sum

mer

St

Sum

mer S

t

Melcher St

Thru1

8

Left0

In - P

eak H

our: 0

4:0

0 P

M18

Left1

Right1


Thru3

2

Rig

ht6

In -

Peak

Hour:

04:3

0 P

M38

Trucks

Peak Hour Data

North




Groups Printed- Bikes PedsSummer StFrom East


Summer StFrom West

Start Time Left Thru Peds Left Right Peds Thru Right Peds Exclu. Total Inclu. Total Int. Total04:00 PM 0 3 2 0 1 18 5 3 19 39 12 5104:15 PM 0 2 3 0 0 21 1 0 54 78 3 8104:30 PM 0 3 2 0 0 49 4 6 45 96 13 10904:45 PM 0 2 4 2 0 58 3 0 36 98 7 105

Total 0 10 11 2 1 146 13 9 154 311 35 346

05:00 PM 0 2 2 1 0 39 6 0 18 59 9 6805:15 PM 0 2 4 1 0 43 1 1 19 66 5 7105:30 PM 0 1 0 2 0 67 2 0 16 83 5 8805:45 PM 0 1 1 1 0 65 0 0 21 87 2 89

Total 0 6 7 5 0 214 9 1 74 295 21 316

Grand Total 0 16 18 7 1 360 22 10 228 606 56 662Apprch % 0 100 87.5 12.5 68.8 31.2

Total % 0 28.6 12.5 1.8 39.3 17.9 91.5 8.5

Summer StFrom East


Summer StFrom West


04:00 PM 0 3 3 0 1 1 5 3 8 1204:15 PM 0 2 2 0 0 0 1 0 1 304:30 PM 0 3 3 0 0 0 4 6 10 1304:45 PM 0 2 2 2 0 2 3 0 3 7

Total Volume 0 10 10 2 1 3 13 9 22 35% App. Total 0 100 66.7 33.3 59.1 40.9

PHF .000 .833 .833 .250 .250 .375 .650 .375 .550 .673




Sum

mer

St

Sum

mer S

t

Melcher St

Thru1

0

Left0

Out

Tota

lIn

14

10

24

Left2

Right1

Out TotalIn9 3 12

Thru1

3

Rig

ht9

Tota

lO

ut

In12

22

34


Peak Hour Data

North


04:00 PM 04:45 PM 04:00 PM+0 mins. 0 3 3 2 0 2 5 3 8

+15 mins. 0 2 2 1 0 1 1 0 1+30 mins. 0 3 3 1 0 1 4 6 10+45 mins. 0 2 2 2 0 2 3 0 3


PHF .000 .833 .833 .750 .000 .750 .650 .375 .550




Sum

mer

St

Sum

mer S

t

Melcher St

Thru1

0

Left0

In - P

eak H

our: 0

4:0

0 P

M10

Left6

Right0


Thru1

3

Rig

ht9

In -

Peak

Hour:

04:0

0 P

M22

Bikes Peds

Peak Hour Data

North



N/S Street : 'A' StreetE/W Street : Necco Garage RoadCity/State : South Boston, MAWeather : Clear


From North'A' St

From SouthNecco Garage

From WestStart Time Thru Right Left Thru Left Right Int. Total07:00 AM 90 22 7 66 1 6 19207:15 AM 73 21 7 74 2 4 18107:30 AM 82 17 12 77 2 11 20107:45 AM 100 25 7 86 0 3 221

Total 345 85 33 303 5 24 795

08:00 AM 91 32 23 101 2 1 25008:15 AM 99 41 26 106 3 11 28608:30 AM 101 34 10 110 2 5 26208:45 AM 91 27 20 94 1 10 243

Total 382 134 79 411 8 27 1041


Total % 39.6 11.9 6.1 38.9 0.7 2.8Cars 691 218 112 689 12 50 1772

% Cars 95 99.5 100 96.5 92.3 98 96.5Trucks 36 1 0 25 1 1 64

% Trucks 5 0.5 0 3.5 7.7 2 3.5

'A' StFrom North

'A' StFrom South

Necco GarageFrom West

Start Time Thru Right App. Total Left Thru App. Total Left Right App. Total Int. TotalPeak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1Peak Hour for Entire Intersection Begins at 08:00 AM

08:00 AM 91 32 123 23 101 124 2 1 3 25008:15 AM 99 41 140 26 106 132 3 11 14 28608:30 AM 101 34 135 10 110 120 2 5 7 26208:45 AM 91 27 118 20 94 114 1 10 11 243


PHF .946 .817 .921 .760 .934 .928 .667 .614 .625 .910Cars 362 134 496 79 396 475 7 26 33 1004

% Cars 94.8 100 96.1 100 96.4 96.9 87.5 96.3 94.3 96.4Trucks 20 0 20 0 15 15 1 1 2 37

% Trucks 5.2 0 3.9 0 3.6 3.1 12.5 3.7 5.7 3.6




'A' St

Necc

o G

ara

ge

'A' St

Right

134 0

134 Thru

362 20

382

InOut Total403 496 899 16 20 36

419 935 516

Left79 0

79

Thru396 15

411

Out TotalIn

388 475 863 21 15 36

409 899 490

Left

7

1

8

Rig

ht

26

1

27

Tota

lO

ut

In213

33

246

0

2

2

213

248

35


Peak Hour Data

North


07:45 AM 08:00 AM 08:00 AM+0 mins. 100 25 125 23 101 124 2 1 3

+15 mins. 91 32 123 26 106 132 3 11 14+30 mins. 99 41 140 10 110 120 2 5 7+45 mins. 101 34 135 20 94 114 1 10 11


PHF .968 .805 .934 .760 .934 .928 .667 .614 .625Cars 373 132 505 79 396 475 7 26 33

% Cars 95.4 100 96.6 100 96.4 96.9 87.5 96.3 94.3Trucks 18 0 18 0 15 15 1 1 2

% Trucks 4.6 0 3.4 0 3.6 3.1 12.5 3.7 5.7




'A' St

Necc

o G

ara

ge

'A' St

Right

132 0

132 Thru

373 18

391


523

Left79 0

79

Thru396 15

411


475 15

490

Left

7

1

8

Rig

ht

26

1

27

In -

Peak

Hour:

08:0

0 A

M33

2

35

CarsTrucks

Peak Hour Data

North





From North'A' St



Total 329 84 33 293 5 24 768

08:00 AM 86 32 23 100 1 1 24308:15 AM 94 41 26 102 3 11 27708:30 AM 96 34 10 101 2 5 24808:45 AM 86 27 20 93 1 9 236

Total 362 134 79 396 7 26 1004

Grand Total 691 218 112 689 12 50 1772Apprch % 76 24 14 86 19.4 80.6

Total % 39 12.3 6.3 38.9 0.7 2.8

'A' StFrom North

'A' StFrom South



08:00 AM 86 32 118 23 100 123 1 1 2 24308:15 AM 94 41 135 26 102 128 3 11 14 27708:30 AM 96 34 130 10 101 111 2 5 7 24808:45 AM 86 27 113 20 93 113 1 9 10 236


PHF .943 .817 .919 .760 .971 .928 .583 .591 .589 .906




'A' St

Necc

o G

ara

ge

'A' St

Right134

Thru362


Left79

Thru396


Left

7

Rig

ht

26

Tota

lO

ut

In213

33

246


Peak Hour Data

North


07:45 AM 08:00 AM 08:00 AM+0 mins. 97 25 122 23 100 123 1 1 2

+15 mins. 86 32 118 26 102 128 3 11 14+30 mins. 94 41 135 10 101 111 2 5 7+45 mins. 96 34 130 20 93 113 1 9 10


PHF .961 .805 .935 .760 .971 .928 .583 .591 .589




'A' St

Necc

o G

ara

ge

'A' St

Right132

Thru373


Left79

Thru396


Left

7

Rig

ht

26

In -

Peak

Hour:

08:0

0 A

M33

Cars

Peak Hour Data

North





From North'A' St



Total 16 1 0 10 0 0 27

08:00 AM 5 0 0 1 1 0 708:15 AM 5 0 0 4 0 0 908:30 AM 5 0 0 9 0 0 1408:45 AM 5 0 0 1 0 1 7

Total 20 0 0 15 1 1 37

Grand Total 36 1 0 25 1 1 64Apprch % 97.3 2.7 0 100 50 50

Total % 56.2 1.6 0 39.1 1.6 1.6

'A' StFrom North

'A' StFrom South



08:00 AM 5 0 5 0 1 1 1 0 1 708:15 AM 5 0 5 0 4 4 0 0 0 908:30 AM 5 0 5 0 9 9 0 0 0 1408:45 AM 5 0 5 0 1 1 0 1 1 7


PHF 1.00 .000 1.00 .000 .417 .417 .250 .250 .500 .661




'A' St

Necc

o G

ara

ge

'A' St

Right0

Thru20

InOut Total16 20 36

Left0

Thru15

Out TotalIn21 15 36

Left

1

Rig

ht1

Tota

lO

ut

In0

2

2


Peak Hour Data

North


08:00 AM 07:45 AM 08:00 AM+0 mins. 5 0 5 0 3 3 1 0 1

+15 mins. 5 0 5 0 1 1 0 0 0+30 mins. 5 0 5 0 4 4 0 0 0+45 mins. 5 0 5 0 9 9 0 1 1


PHF 1.000 .000 1.000 .000 .472 .472 .250 .250 .500




'A' St

Necc

o G

ara

ge

'A' St

Right0

Thru20


Left0

Thru17


Left

1

Rig

ht1

In -

Peak

Hour:

08:0

0 A

M2

Trucks

Peak Hour Data

North





From North'A' St


From WestStart Time Thru Right Peds Left Thru Peds Left Right Peds Exclu. Total Inclu. Total Int. Total07:00 AM 1 0 1 1 4 4 0 1 5 10 7 1707:15 AM 0 0 4 1 1 1 0 0 10 15 2 1707:30 AM 1 0 2 0 7 2 0 0 9 13 8 2107:45 AM 1 0 5 2 6 2 0 0 11 18 9 27

Total 3 0 12 4 18 9 0 1 35 56 26 82

08:00 AM 2 0 3 1 10 5 0 2 21 29 15 4408:15 AM 2 0 8 0 6 2 0 3 23 33 11 4408:30 AM 0 0 4 1 8 5 0 0 23 32 9 4108:45 AM 0 0 13 0 8 3 0 1 33 49 9 58

Total 4 0 28 2 32 15 0 6 100 143 44 187

Grand Total 7 0 40 6 50 24 0 7 135 199 70 269Apprch % 100 0 10.7 89.3 0 100

Total % 10 0 8.6 71.4 0 10 74 26

'A' StFrom North

'A' StFrom South



07:45 AM 1 0 1 2 6 8 0 0 0 908:00 AM 2 0 2 1 10 11 0 2 2 1508:15 AM 2 0 2 0 6 6 0 3 3 1108:30 AM 0 0 0 1 8 9 0 0 0 9

Total Volume 5 0 5 4 30 34 0 5 5 44% App. Total 100 0 11.8 88.2 0 100

PHF .625 .000 .625 .500 .750 .773 .000 .417 .417 .733




'A' St

Necc

o G

ara

ge

'A' St

Right0

Thru5

InOut Total30 5 35

Left4

Thru30

Out TotalIn10 34 44

Left

0

Rig

ht5

Tota

lO

ut

In4

5

9


Peak Hour Data

North


07:30 AM 07:45 AM 08:00 AM+0 mins. 1 0 1 2 6 8 0 2 2

+15 mins. 1 0 1 1 10 11 0 3 3+30 mins. 2 0 2 0 6 6 0 0 0+45 mins. 2 0 2 1 8 9 0 1 1

Total Volume 6 0 6 4 30 34 0 6 6% App. Total 100 0 11.8 88.2 0 100

PHF .750 .000 .750 .500 .750 .773 .000 .500 .500




'A' St

Necc

o G

ara

ge

'A' St

Right0

Thru6


Left4

Thru30


Left

0

Rig

ht6

In -

Peak

Hour:

08:0

0 A

M6

Bikes Peds

Peak Hour Data

North



N/S Street : 'A' StreetE/W Street : Necco Garage RoadCity/State : South Boston, MAWeather : Rain


From North'A' St


From WestStart Time Thru Right Left Thru Left Right Int. Total04:00 PM 123 1 4 65 10 16 21904:15 PM 138 4 6 82 18 19 26704:30 PM 159 2 1 67 19 21 26904:45 PM 140 3 6 77 18 18 262

Total 560 10 17 291 65 74 1017

05:00 PM 140 2 2 87 18 19 26805:15 PM 143 3 1 85 25 33 29005:30 PM 86 2 7 90 27 46 25805:45 PM 139 3 2 97 19 23 283

Total 508 10 12 359 89 121 1099


Total % 50.5 0.9 1.4 30.7 7.3 9.2Cars 1048 20 29 645 154 195 2091

% Cars 98.1 100 100 99.2 100 100 98.8Trucks 20 0 0 5 0 0 25

% Trucks 1.9 0 0 0.8 0 0 1.2

'A' StFrom North

'A' StFrom South


Start Time Thru Right App. Total Left Thru App. Total Left Right App. Total Int. TotalPeak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1Peak Hour for Entire Intersection Begins at 05:00 PM

05:00 PM 140 2 142 2 87 89 18 19 37 26805:15 PM 143 3 146 1 85 86 25 33 58 29005:30 PM 86 2 88 7 90 97 27 46 73 25805:45 PM 139 3 142 2 97 99 19 23 42 283


PHF .888 .833 .887 .429 .925 .937 .824 .658 .719 .947Cars 496 10 506 12 358 370 89 121 210 1086

% Cars 97.6 100 97.7 100 99.7 99.7 100 100 100 98.8Trucks 12 0 12 0 1 1 0 0 0 13

% Trucks 2.4 0 2.3 0 0.3 0.3 0 0 0 1.2




'A' St

Necc

o G

ara

ge

'A' St

Right

10 0

10 Thru

496 12

508


1 12 13 448 966 518

Left12 0

12

Thru358

1 359

Out TotalIn

617 370 987 12 1 13

629 1000 371

Left89

0

89

Rig

ht

121

0

121

Tota

lO

ut

In22

210

232

0

0

0

22

232

210


Peak Hour Data

North


04:30 PM 05:00 PM 05:00 PM+0 mins. 159 2 161 2 87 89 18 19 37

+15 mins. 140 3 143 1 85 86 25 33 58+30 mins. 140 2 142 7 90 97 27 46 73+45 mins. 143 3 146 2 97 99 19 23 42


PHF .915 .833 .919 .429 .925 .937 .824 .658 .719Cars 570 10 580 12 358 370 89 121 210

% Cars 97.9 100 98 100 99.7 99.7 100 100 100Trucks 12 0 12 0 1 1 0 0 0

% Trucks 2.1 0 2 0 0.3 0.3 0 0 0




'A' St

Necc

o G

ara

ge

'A' St

Right

10 0

10 Thru

570 12

582

In - Peak Hour: 04:30 PM580 12

592

Left12 0

12

Thru358

1 359


370 1

371

Left89

0

89

Rig

ht

121

0

121

In -

Peak

Hour:

05:0

0 P

M210

0

210

CarsTrucks

Peak Hour Data

North





From North'A' St



Total 552 10 17 287 65 74 1005

05:00 PM 136 2 2 87 18 19 26405:15 PM 140 3 1 84 25 33 28605:30 PM 81 2 7 90 27 46 25305:45 PM 139 3 2 97 19 23 283

Total 496 10 12 358 89 121 1086


Total % 50.1 1 1.4 30.8 7.4 9.3

'A' StFrom North

'A' StFrom South



05:00 PM 136 2 138 2 87 89 18 19 37 26405:15 PM 140 3 143 1 84 85 25 33 58 28605:30 PM 81 2 83 7 90 97 27 46 73 25305:45 PM 139 3 142 2 97 99 19 23 42 283


PHF .886 .833 .885 .429 .923 .934 .824 .658 .719 .949




'A' St

Necc

o G

ara

ge

'A' St

Right10

Thru496


Left12

Thru358


Left89

Rig

ht

121

Tota

lO

ut

In22

210

232


Peak Hour Data

North


04:30 PM 05:00 PM 05:00 PM+0 mins. 156 2 158 2 87 89 18 19 37

+15 mins. 138 3 141 1 84 85 25 33 58+30 mins. 136 2 138 7 90 97 27 46 73+45 mins. 140 3 143 2 97 99 19 23 42


PHF .913 .833 .918 .429 .923 .934 .824 .658 .719




'A' St

Necc

o G

ara

ge

'A' St

Right10

Thru570


Left12

Thru358


Left89

Rig

ht

121

In -

Peak

Hour:

05:0

0 P

M210

Cars

Peak Hour Data

North





From North'A' St



Total 8 0 0 4 0 0 12

05:00 PM 4 0 0 0 0 0 405:15 PM 3 0 0 1 0 0 405:30 PM 5 0 0 0 0 0 505:45 PM 0 0 0 0 0 0 0

Total 12 0 0 1 0 0 13

Grand Total 20 0 0 5 0 0 25Apprch % 100 0 0 100 0 0

Total % 80 0 0 20 0 0

'A' StFrom North

'A' StFrom South



04:45 PM 2 0 2 0 1 1 0 0 0 305:00 PM 4 0 4 0 0 0 0 0 0 405:15 PM 3 0 3 0 1 1 0 0 0 405:30 PM 5 0 5 0 0 0 0 0 0 5


PHF .700 .000 .700 .000 .500 .500 .000 .000 .000 .800




'A' St

Necc

o G

ara

ge

'A' St

Right0

Thru14

InOut Total2 14 16

Left0

Thru2

Out TotalIn14 2 16

Left

0

Rig

ht0

Tota

lO

ut

In0

0

0


Peak Hour Data

North


04:45 PM 04:00 PM 04:00 PM+0 mins. 2 0 2 0 2 2 0 0 0

+15 mins. 4 0 4 0 0 0 0 0 0+30 mins. 3 0 3 0 1 1 0 0 0+45 mins. 5 0 5 0 1 1 0 0 0


PHF .700 .000 .700 .000 .500 .500 .000 .000 .000




'A' St

Necc

o G

ara

ge

'A' St

Right0

Thru14


Left0

Thru4


Left

0

Rig

ht0

In -

Peak

Hour:

04:0

0 P

M0

Trucks

Peak Hour Data

North





From North'A' St


From WestStart Time Thru Right Peds Left Thru Peds Left Right Peds Exclu. Total Inclu. Total Int. Total04:00 PM 1 1 3 0 0 0 0 0 3 6 2 804:15 PM 2 0 4 0 1 0 0 0 4 8 3 1104:30 PM 4 0 3 1 1 2 1 2 1 6 9 1504:45 PM 10 0 1 0 0 1 0 0 1 3 10 13

Total 17 1 11 1 2 3 1 2 9 23 24 47

05:00 PM 3 0 2 1 1 2 0 0 16 20 5 2505:15 PM 1 0 2 0 0 2 0 1 4 8 2 1005:30 PM 6 0 3 0 1 1 0 2 10 14 9 2305:45 PM 2 0 5 0 2 2 0 0 18 25 4 29

Total 12 0 12 1 4 7 0 3 48 67 20 87

Grand Total 29 1 23 2 6 10 1 5 57 90 44 134Apprch % 96.7 3.3 25 75 16.7 83.3

Total % 65.9 2.3 4.5 13.6 2.3 11.4 67.2 32.8

'A' StFrom North

'A' StFrom South



04:15 PM 2 0 2 0 1 1 0 0 0 304:30 PM 4 0 4 1 1 2 1 2 3 904:45 PM 10 0 10 0 0 0 0 0 0 1005:00 PM 3 0 3 1 1 2 0 0 0 5


PHF .475 .000 .475 .500 .750 .625 .250 .250 .250 .675




'A' St

Necc

o G

ara

ge

'A' St

Right0

Thru19

InOut Total4 19 23

Left2

Thru3

Out TotalIn21 5 26

Left

1

Rig

ht2

Tota

lO

ut

In2

3

5


Peak Hour Data

North


04:45 PM 04:15 PM 04:30 PM+0 mins. 10 0 10 0 1 1 1 2 3

+15 mins. 3 0 3 1 1 2 0 0 0+30 mins. 1 0 1 0 0 0 0 0 0+45 mins. 6 0 6 1 1 2 0 1 1


PHF .500 .000 .500 .500 .750 .625 .250 .375 .333




'A' St

Necc

o G

ara

ge

'A' St

Right0

Thru20


Left2

Thru3


Left

1

Rig

ht3

In -

Peak

Hour:

04:3

0 P

M4

Bikes Peds

Peak Hour Data

North



Synchro Reports

327-337 Summer Street 2012 Existing AM Peak Conditions

2008: Summer Street & Melcher Street 8/10/2012

327-337 Summer Street 8/10/2012 2012 Existing AM Peak Conditions Syncrho 6 Report

HSH Associates Page 1

Lane Group EBT EBR WBL WBT NBL NBR ø2

Lane Configurations

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900

Lane Width (ft) 16 16 14 15 16 12

Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0

Leading Detector (ft) 50 50 50 50

Trailing Detector (ft) 0 0 0 0

Turning Speed (mph) 9 15 15 9

Lane Util. Factor 0.95 0.95 0.95 0.95 1.00 1.00

Frt 0.949 0.953

Flt Protected 0.991 0.968

Satd. Flow (prot) 3297 0 0 3123 1708 0

Flt Permitted 0.573 0.968

Satd. Flow (perm) 3297 0 0 1806 1708 0

Right Turn on Red No Yes

Satd. Flow (RTOR) 23

Headway Factor 0.97 0.97 1.05 1.08 0.97 1.14

Link Speed (mph) 30 30 30

Link Distance (ft) 601 1580 379

Travel Time (s) 13.7 35.9 8.6

Volume (vph) 608 308 85 435 111 53

Peak Hour Factor 0.92 0.91 0.69 0.79 0.77 0.70

Heavy Vehicles (%) 7% 4% 2% 9% 5% 4%

Parking (#/hr) 0

Adj. Flow (vph) 661 338 123 551 144 76

Lane Group Flow (vph) 999 0 0 674 220 0

Turn Type Perm

Protected Phases 1 1 3 2

Permitted Phases 1

Detector Phases 1 1 1 3

Minimum Initial (s) 8.0 8.0 8.0 8.0 4.0

Minimum Split (s) 25.0 25.0 25.0 15.0 26.0

Total Split (s) 54.0 0.0 54.0 54.0 20.0 0.0 26.0

Total Split (%) 54.0% 0.0% 54.0% 54.0% 20.0% 0.0% 26%

Maximum Green (s) 49.0 49.0 49.0 15.0 23.0

Yellow Time (s) 3.0 3.0 3.0 3.0 2.0

All-Red Time (s) 2.0 2.0 2.0 2.0 1.0

Lead/Lag Lead Lead Lead Lag

Lead-Lag Optimize?

Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0

Recall Mode C-Max C-Max C-Max None None

Walk Time (s) 8.0

Flash Dont Walk (s) 15.0

Pedestrian Calls (#/hr) 50

Act Effct Green (s) 56.5 56.5 14.7

Actuated g/C Ratio 0.56 0.56 0.15

v/c Ratio 0.54 0.66 0.81

Control Delay 5.5 28.2 63.7

Queue Delay 0.0 0.0 0.0

Total Delay 5.5 28.2 63.7






LOS A C E

Approach Delay 5.5 28.2 63.7

Approach LOS A C E

Intersection Summary

Area Type: CBD

Cycle Length: 100

Actuated Cycle Length: 100

Offset: 56 (56%), Referenced to phase 1:EBWB, Start of Green

Natural Cycle: 80

Control Type: Actuated-Coordinated

Maximum v/c Ratio: 0.81

Intersection Signal Delay: 20.3 Intersection LOS: C

Intersection Capacity Utilization 66.2% ICU Level of Service C

Analysis Period (min) 15

Splits and Phases: 2008: Summer Street & Melcher Street


1662: Congress Street & A Street 8/10/2012



Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR

Lane Configurations

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Lane Width (ft) 12 11 10 11 12 12 12 16 12 12 16 12

Storage Length (ft) 100 50 0 0 0 0 0 0

Storage Lanes 1 1 1 0 0 0 0 0

Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0

Leading Detector (ft) 50 50 50 50 50 50 50 50 50

Trailing Detector (ft) 0 0 0 0 0 0 0 0 0

Turning Speed (mph) 15 9 15 9 15 9 15 9

Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Frt 0.850 0.994 0.936 0.938

Flt Protected 0.997 0.950 0.975 0.985

Satd. Flow (prot) 0 2850 1330 1525 1693 0 0 1687 0 0 1717 0

Flt Permitted 0.618 0.359 0.975 0.985

Satd. Flow (perm) 0 1766 1330 576 1693 0 0 1687 0 0 1717 0

Right Turn on Red Yes Yes Yes Yes

Satd. Flow (RTOR) 141 2 39 24

Headway Factor 1.14 1.19 1.25 1.19 1.14 1.14 1.14 0.97 1.14 1.14 0.97 1.14

Link Speed (mph) 30 30 30 30

Link Distance (ft) 1285 478 519 390

Travel Time (s) 29.2 10.9 11.8 8.9

Volume (vph) 13 326 194 435 318 11 156 5 138 7 8 14

Peak Hour Factor 0.54 0.87 0.90 0.82 0.87 0.69 0.87 0.63 0.82 0.44 0.67 0.58

Heavy Vehicles (%) 8% 10% 2% 3% 0% 9% 3% 0% 7% 14% 0% 0%

Adj. Flow (vph) 24 375 216 530 366 16 179 8 168 16 12 24

Lane Group Flow (vph) 0 399 216 530 382 0 0 355 0 0 52 0

Turn Type Perm Perm D.P+P Split Split

Protected Phases 1 5 1 5 3 3 4 4

Permitted Phases 1 1 1

Detector Phases 1 1 1 5 1 5 3 3 4 4

Minimum Initial (s) 8.0 8.0 8.0 8.0 8.0 8.0 10.0 10.0

Minimum Split (s) 16.0 16.0 16.0 13.0 14.0 14.0 17.0 17.0

Total Split (s) 25.0 25.0 25.0 15.0 40.0 0.0 21.0 21.0 0.0 18.0 18.0 0.0

Total Split (%) 25.0% 25.0% 25.0% 15.0% 40.0% 0.0% 21.0% 21.0% 0.0% 18.0% 18.0% 0.0%

Maximum Green (s) 21.0 21.0 21.0 11.0 16.0 16.0 13.0 13.0

Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0

All-Red Time (s) 1.0 1.0 1.0 1.0 2.0 2.0 2.0 2.0

Lead/Lag Lead Lead Lead Lead Lead Lag Lag

Lead-Lag Optimize?

Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0

Recall Mode C-Max C-Max C-Max None None None None None

Walk Time (s)

Flash Dont Walk (s)

Pedestrian Calls (#/hr)

Act Effct Green (s) 39.6 39.6 50.6 54.6 17.0 11.0

Actuated g/C Ratio 0.40 0.40 0.51 0.55 0.17 0.11

v/c Ratio 0.57 0.35 1.34 0.41 1.11 0.25

Control Delay 29.1 8.2 196.0 24.9 120.0 28.9

Queue Delay 0.0 0.0 0.0 0.3 0.0 0.0





Lane Group ø2

Lane Configurations

Ideal Flow (vphpl)

Lane Width (ft)

Storage Length (ft)

Storage Lanes

Total Lost Time (s)

Leading Detector (ft)

Trailing Detector (ft)

Turning Speed (mph)

Lane Util. Factor

Frt

Flt Protected

Satd. Flow (prot)

Flt Permitted

Satd. Flow (perm)

Right Turn on Red

Satd. Flow (RTOR)

Headway Factor

Link Speed (mph)

Link Distance (ft)

Travel Time (s)

Volume (vph)

Peak Hour Factor

Heavy Vehicles (%)

Adj. Flow (vph)

Lane Group Flow (vph)

Turn Type

Protected Phases 2

Permitted Phases

Detector Phases

Minimum Initial (s) 4.0

Minimum Split (s) 21.0

Total Split (s) 21.0

Total Split (%) 21%

Maximum Green (s) 18.0

Yellow Time (s) 2.0

All-Red Time (s) 1.0

Lead/Lag Lag

Lead-Lag Optimize?

Vehicle Extension (s) 2.0

Recall Mode None

Walk Time (s) 7.0



Act Effct Green (s)

Actuated g/C Ratio

v/c Ratio

Control Delay

Queue Delay






Total Delay 29.1 8.2 196.0 25.2 120.0 28.9

LOS C A F C F C

Approach Delay 21.8 124.5 120.0 28.9

Approach LOS C F F C


Area Type: CBD

Cycle Length: 100



Natural Cycle: 145



Intersection Signal Delay: 88.4 Intersection LOS: F

Intersection Capacity Utilization 73.2% ICU Level of Service D


Splits and Phases: 1662: Congress Street & A Street





Lane Group ø2

Total Delay

LOS

Approach Delay

Approach LOS



4057: Congress Street & Boston Wharf Road (WSR) 8/10/2012



Lane Group EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBL

Lane Configurations

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Lane Width (ft) 12 13 16 12 11 12 12 12 12 13 12 12

Storage Length (ft) 0 0 0 0 0 0 0

Storage Lanes 0 1 1 0 1 0 0

Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0

Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50

Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0

Turning Speed (mph) 15 9 9 15 9 9 15 9 15

Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00

Frt 0.850 0.988 0.885

Flt Protected 0.986 0.950 0.950

Satd. Flow (prot) 0 1579 1525 0 1486 3210 0 0 1530 1502 0 0

Flt Permitted 0.506 0.359 0.950

Satd. Flow (perm) 0 810 1525 0 562 3210 0 0 1530 1502 0 0

Right Turn on Red Yes Yes Yes

Satd. Flow (RTOR) 103 10 152

Headway Factor 1.14 1.10 0.97 1.14 1.19 1.14 1.14 1.14 1.14 1.10 1.14 1.14



Travel Time (s) 10.9 9.7 4.6

Volume (vph) 82 233 90 7 41 599 40 1 164 46 44 41

Peak Hour Factor 0.79 0.87 0.87 0.44 0.60 0.92 0.71 0.25 0.96 0.85 0.25 0.85

Heavy Vehicles (%) 6% 12% 8% 0% 7% 0% 0% 100% 4% 11% 2% 7%

Parking (#/hr) 0

Adj. Flow (vph) 104 268 103 16 68 651 56 4 171 54 176 48


Turn Type Perm Perm Perm Perm Split Split Split

Protected Phases 1 1 2 2 2 3

Permitted Phases 1 1 1 1


Minimum Initial (s) 15.0 15.0 15.0 15.0 15.0 15.0 15.0 15.0 15.0 4.0

Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 21.0 27.0 27.0 27.0 24.0

Total Split (s) 41.0 41.0 41.0 41.0 41.0 41.0 0.0 27.0 27.0 27.0 0.0 26.0

Total Split (%) 41.0% 41.0% 41.0% 41.0% 41.0% 41.0% 0.0% 27.0% 27.0% 27.0% 0.0% 26.0%

Maximum Green (s) 36.0 36.0 36.0 36.0 36.0 36.0 22.0 22.0 22.0 21.0

Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0

All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0


Lead-Lag Optimize?

Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0

Recall Mode C-Max C-Max C-Max C-Max C-Max C-Max None None None None

Walk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0

Flash Dont Walk (s) 7.0 7.0 7.0 7.0 7.0 7.0 13.0 13.0 13.0 10.0

Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 0 0

Act Effct Green (s) 54.9 54.9 54.9 54.9 18.4 18.4


v/c Ratio 0.84 0.12 0.27 0.40 0.62 0.57

Control Delay 36.6 3.1 17.4 14.9 47.4 19.1





Lane Group SBT SBR ø4

Lane Configurations

Ideal Flow (vphpl) 1900 1900

Lane Width (ft) 11 11

Storage Length (ft) 120

Storage Lanes 1

Total Lost Time (s) 4.0 4.0

Leading Detector (ft) 50 50

Trailing Detector (ft) 0 0

Turning Speed (mph) 9

Lane Util. Factor 1.00 1.00

Frt 0.850

Flt Protected 0.971

Satd. Flow (prot) 1436 1405

Flt Permitted 0.971

Satd. Flow (perm) 1436 1405

Right Turn on Red Yes


Headway Factor 1.19 1.19

Link Speed (mph) 30

Link Distance (ft) 941

Travel Time (s) 21.4

Volume (vph) 26 71

Peak Hour Factor 0.81 0.93

Heavy Vehicles (%) 19% 0%

Parking (#/hr)

Adj. Flow (vph) 32 76

Lane Group Flow (vph) 80 76

Turn Type Prot

Protected Phases 3 3 4

Permitted Phases

Detector Phases 3 3

Minimum Initial (s) 4.0 4.0 1.0

Minimum Split (s) 24.0 24.0 6.0

Total Split (s) 26.0 26.0 6.0

Total Split (%) 26.0% 26.0% 6%

Maximum Green (s) 21.0 21.0 3.0

Yellow Time (s) 3.0 3.0 2.0

All-Red Time (s) 2.0 2.0 1.0

Lead/Lag Lag Lag

Lead-Lag Optimize?

Vehicle Extension (s) 3.0 3.0 3.0

Recall Mode None None Ped

Walk Time (s) 7.0 7.0 3.0

Flash Dont Walk (s) 10.0 10.0 0.0

Pedestrian Calls (#/hr) 0 0 0

Act Effct Green (s) 10.9 10.9

Actuated g/C Ratio 0.11 0.11

v/c Ratio 0.51 0.34

Control Delay 46.3 10.9





Lane Group EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBL

Queue Delay 0.0 0.0 0.0 0.2 0.0 0.0

Total Delay 36.6 3.1 17.4 15.1 47.4 19.1

LOS D A B B D B


Approach LOS C B C


Area Type: CBD

Cycle Length: 100



Natural Cycle: 100






Splits and Phases: 4057: Congress Street & Boston Wharf Road (WSR)





Lane Group SBT SBR ø4

Queue Delay 0.0 0.0

Total Delay 46.3 10.9

LOS D B

Approach Delay 29.1

Approach LOS C



96: Melcher Street & A Street 8/10/2012




Lane Configurations

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Lane Width (ft) 12 12 12 12 12 12 12 13 12 12 13 12


Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Frt 0.908 0.999 0.958

Flt Protected 0.986 0.950 0.986

Satd. Flow (prot) 0 1433 0 0 1805 0 0 1860 0 0 1659 0

Flt Permitted 0.986 0.950 0.986

Satd. Flow (perm) 0 1433 0 0 1805 0 0 1860 0 0 1659 0

Headway Factor 1.00 1.14 1.00 1.00 1.00 1.00 1.00 0.96 1.00 1.00 1.10 1.00



Travel Time (s) 7.6 3.7 8.7 11.8

Volume (vph) 40 4 117 1 0 0 114 302 2 4 381 154

Peak Hour Factor 0.71 0.50 0.84 0.25 0.25 0.25 0.86 0.89 0.50 1.00 0.94 0.84

Heavy Vehicles (%) 5% 0% 8% 0% 0% 0% 4% 4% 0% 0% 3% 0%

Parking (#/hr) 0 0 0 0 0 0

Adj. Flow (vph) 56 8 139 4 0 0 133 339 4 4 405 183


Sign Control Stop Stop Free Free


Area Type: Other

Control Type: Unsignalized




173: Necco Garage Rd & A Street 8/10/2012



Lane Group EBL EBR NBL NBT SBT SBR

Lane Configurations

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900


Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00

Frt 0.894 0.961


Satd. Flow (prot) 1427 0 0 1641 1587 0


Satd. Flow (perm) 1427 0 0 1641 1587 0

Headway Factor 1.14 1.00 1.00 1.14 1.14 1.00



Travel Time (s) 7.0 1.6 8.7

Volume (vph) 8 27 79 411 382 134

Peak Hour Factor 0.67 0.61 0.76 0.93 0.95 0.82

Heavy Vehicles (%) 13% 4% 0% 4% 5% 0%

Parking (#/hr) 0 0 0 0 0 0

Adj. Flow (vph) 12 44 104 442 402 163


Sign Control Stop Free Free


Area Type: Other





83: Melcher Street & Necco St 8/10/2012



Lane Group EBT EBR WBL WBT NBL NBR

Lane Configurations

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900

Lane Width (ft) 12 12 12 9 14 12


Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00

Frt 0.920 0.951


Satd. Flow (prot) 1529 0 0 1461 1629 0


Satd. Flow (perm) 1529 0 0 1461 1629 0

Headway Factor 1.14 1.00 1.00 1.30 1.05 1.00




Volume (vph) 155 255 117 154 19 5

Peak Hour Factor 0.78 0.89 0.81 0.80 0.68 0.31

Heavy Vehicles (%) 7% 0% 2% 4% 5% 0%

Parking (#/hr) 0 0 0 0 0 0

Adj. Flow (vph) 199 287 144 193 28 16


Sign Control Free Free Stop


Area Type: Other


Intersection Capacity Utilization 51.7% ICU Level of Service A







Lane Configurations

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900

Lane Width (ft) 16 16 14 15 16 12

Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0

Leading Detector (ft) 50 50 50 50

Trailing Detector (ft) 0 0 0 0


Lane Util. Factor 0.95 0.95 0.95 0.95 1.00 1.00

Frt 0.961 0.934


Satd. Flow (prot) 3395 0 0 3320 1765 0


Satd. Flow (perm) 3395 0 0 2590 1765 0

Right Turn on Red No Yes


Headway Factor 0.97 0.97 1.05 1.08 0.97 1.14



Travel Time (s) 13.7 35.9 8.4

Volume (vph) 626 172 25 396 166 127

Peak Hour Factor 0.97 0.77 0.69 0.91 0.85 0.69

Heavy Vehicles (%) 5% 2% 0% 2% 0% 0%

Parking (#/hr) 0

Adj. Flow (vph) 645 223 36 435 195 184


Turn Type Perm

Protected Phases 1 1 3 2

Permitted Phases 1

Detector Phases 1 1 1 3

Minimum Initial (s) 8.0 8.0 8.0 8.0 4.0

Minimum Split (s) 25.0 25.0 25.0 15.0 26.0

Total Split (s) 41.0 0.0 41.0 41.0 33.0 0.0 26.0

Total Split (%) 41.0% 0.0% 41.0% 41.0% 33.0% 0.0% 26%

Maximum Green (s) 36.0 36.0 36.0 28.0 23.0

Yellow Time (s) 3.0 3.0 3.0 3.0 2.0

All-Red Time (s) 2.0 2.0 2.0 2.0 1.0


Lead-Lag Optimize?

Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0

Recall Mode C-Max C-Max C-Max None None

Walk Time (s) 8.0



Act Effct Green (s) 47.9 47.9 23.3

Actuated g/C Ratio 0.48 0.48 0.23

v/c Ratio 0.53 0.38 0.85

Control Delay 11.6 28.5 46.2

Queue Delay 0.0 0.0 0.0

Total Delay 11.6 28.5 46.2






LOS B C D


Approach LOS B C D


Area Type: CBD

Cycle Length: 100



Natural Cycle: 70




Intersection Capacity Utilization 58.6% ICU Level of Service B








Lane Configurations

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Lane Width (ft) 12 11 10 11 12 12 12 16 12 12 16 12

Storage Length (ft) 100 50 0 0 0 0 0 0

Storage Lanes 1 1 1 0 0 0 0 0

Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0

Leading Detector (ft) 50 50 50 50 50 50 50 50 50

Trailing Detector (ft) 0 0 0 0 0 0 0 0 0


Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Frt 0.850 0.994 0.915 0.942

Flt Protected 0.999 0.950 0.984 0.986

Satd. Flow (prot) 0 2963 1330 1540 1684 0 0 1728 0 0 1800 0

Flt Permitted 0.720 0.224 0.984 0.986

Satd. Flow (perm) 0 2135 1330 363 1684 0 0 1728 0 0 1800 0

Right Turn on Red Yes Yes Yes Yes

Satd. Flow (RTOR) 143 2 77 24

Headway Factor 1.14 1.19 1.25 1.19 1.14 1.14 1.14 0.97 1.14 1.14 0.97 1.14



Travel Time (s) 29.2 10.9 12.0 10.7

Volume (vph) 3 375 258 236 276 9 127 8 284 12 7 15

Peak Hour Factor 0.38 0.76 0.91 0.80 0.74 0.56 0.74 0.33 0.86 0.75 0.44 0.63

Heavy Vehicles (%) 0% 6% 2% 2% 1% 0% 1% 0% 1% 0% 0% 0%

Adj. Flow (vph) 8 493 284 295 373 16 172 24 330 16 16 24


Turn Type Perm Perm D.P+P Split Split

Protected Phases 1 5 1 5 3 3 4 4

Permitted Phases 1 1 1


Minimum Initial (s) 8.0 8.0 8.0 8.0 8.0 8.0 10.0 10.0

Minimum Split (s) 16.0 16.0 16.0 13.0 14.0 14.0 17.0 17.0

Total Split (s) 23.0 23.0 23.0 14.0 37.0 0.0 25.0 25.0 0.0 17.0 17.0 0.0

Total Split (%) 23.0% 23.0% 23.0% 14.0% 37.0% 0.0% 25.0% 25.0% 0.0% 17.0% 17.0% 0.0%

Maximum Green (s) 19.0 19.0 19.0 10.0 20.0 20.0 12.0 12.0

Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0

All-Red Time (s) 1.0 1.0 1.0 1.0 2.0 2.0 2.0 2.0

Lead/Lag Lead Lead Lead Lead Lead Lag Lag

Lead-Lag Optimize?

Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0

Recall Mode C-Max C-Max C-Max None None None None None

Walk Time (s)

Flash Dont Walk (s)

Pedestrian Calls (#/hr)

Act Effct Green (s) 36.6 36.6 46.6 50.6 21.0 11.0


v/c Ratio 0.64 0.49 1.03 0.46 1.24 0.26

Control Delay 33.0 16.3 89.9 15.2 157.6 29.9

Queue Delay 0.0 0.0 0.0 0.4 0.0 0.0





Lane Group ø2

Lane Configurations

Ideal Flow (vphpl)

Lane Width (ft)

Storage Length (ft)

Storage Lanes

Total Lost Time (s)

Leading Detector (ft)

Trailing Detector (ft)

Turning Speed (mph)

Lane Util. Factor

Frt

Flt Protected

Satd. Flow (prot)

Flt Permitted

Satd. Flow (perm)

Right Turn on Red

Satd. Flow (RTOR)

Headway Factor

Link Speed (mph)

Link Distance (ft)

Travel Time (s)

Volume (vph)

Peak Hour Factor

Heavy Vehicles (%)

Adj. Flow (vph)

Lane Group Flow (vph)

Turn Type

Protected Phases 2

Permitted Phases

Detector Phases

Minimum Initial (s) 4.0

Minimum Split (s) 21.0

Total Split (s) 21.0

Total Split (%) 21%

Maximum Green (s) 18.0

Yellow Time (s) 2.0

All-Red Time (s) 1.0

Lead/Lag Lag

Lead-Lag Optimize?

Vehicle Extension (s) 2.0

Recall Mode None

Walk Time (s) 7.0



Act Effct Green (s)

Actuated g/C Ratio

v/c Ratio

Control Delay

Queue Delay






Total Delay 33.0 16.3 89.9 15.6 157.6 29.9

LOS C B F B F C

Approach Delay 27.0 47.6 157.6 29.9

Approach LOS C D F C


Area Type: CBD

Cycle Length: 100



Natural Cycle: 135



Intersection Signal Delay: 67.4 Intersection LOS: E








Lane Group ø2

Total Delay

LOS

Approach Delay

Approach LOS






Lane Group EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL SBT

Lane Configurations

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Lane Width (ft) 12 13 16 12 11 12 12 12 13 12 12 11

Storage Length (ft) 0 0 0 0 0 0 0

Storage Lanes 0 1 1 0 1 0 0

Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0

Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50

Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0


Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00

Frt 0.850 0.986 0.908

Flt Protected 0.991 0.950 0.950 0.986

Satd. Flow (prot) 0 1682 1647 0 1457 3175 0 1490 1522 0 0 1618

Flt Permitted 0.771 0.143 0.950 0.986

Satd. Flow (perm) 0 1309 1647 0 219 3175 0 1490 1522 0 0 1618

Right Turn on Red Yes Yes Yes

Satd. Flow (RTOR) 508 10 32

Headway Factor 1.14 1.10 0.97 1.14 1.19 1.14 1.14 1.14 1.10 1.14 1.14 1.19



Travel Time (s) 10.9 9.7 4.6 21.5

Volume (vph) 93 392 447 2 135 285 26 43 14 24 81 227

Peak Hour Factor 0.97 0.88 0.88 0.50 0.89 0.89 0.81 0.90 0.70 0.75 0.78 0.90

Heavy Vehicles (%) 0% 5% 0% 0% 8% 1% 0% 9% 14% 0% 0% 1%

Parking (#/hr) 0

Adj. Flow (vph) 96 445 508 4 152 320 32 48 20 32 104 252


Turn Type Perm Perm Perm Perm Split Split

Protected Phases 1 1 2 2 3 3

Permitted Phases 1 1 1 1


Minimum Initial (s) 15.0 15.0 15.0 15.0 15.0 15.0 15.0 15.0 4.0 4.0

Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 21.0 27.0 27.0 28.0 28.0

Total Split (s) 32.0 32.0 32.0 32.0 32.0 32.0 0.0 27.0 27.0 0.0 35.0 35.0

Total Split (%) 32.0% 32.0% 32.0% 32.0% 32.0% 32.0% 0.0% 27.0% 27.0% 0.0% 35.0% 35.0%

Maximum Green (s) 27.0 27.0 27.0 27.0 27.0 27.0 22.0 22.0 30.0 30.0

Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0

All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0

Lead/Lag Lead Lead Lag Lag

Lead-Lag Optimize?

Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0

Recall Mode C-Max C-Max C-Max C-Max C-Max C-Max None None None None

Walk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0

Flash Dont Walk (s) 7.0 7.0 7.0 7.0 7.0 7.0 13.0 13.0 10.0 10.0

Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0 0 0

Act Effct Green (s) 44.2 44.2 44.2 44.2 16.0 16.0 25.8

Actuated g/C Ratio 0.44 0.44 0.44 0.44 0.16 0.16 0.26

v/c Ratio 0.93 0.50 1.61 0.25 0.20 0.19 0.85

Control Delay 48.7 4.9 341.8 11.3 39.0 20.8 51.2





Lane Group SBR ø4

Lane Configurations

Ideal Flow (vphpl) 1900

Lane Width (ft) 11

Storage Length (ft) 120

Storage Lanes 1

Total Lost Time (s) 4.0

Leading Detector (ft) 50

Trailing Detector (ft) 0

Turning Speed (mph) 9

Lane Util. Factor 1.00

Frt 0.850

Flt Protected

Satd. Flow (prot) 1377

Flt Permitted

Satd. Flow (perm) 1377

Right Turn on Red Yes


Headway Factor 1.19

Link Speed (mph)

Link Distance (ft)

Travel Time (s)

Volume (vph) 81

Peak Hour Factor 0.72

Heavy Vehicles (%) 2%

Parking (#/hr)

Adj. Flow (vph) 112

Lane Group Flow (vph) 112

Turn Type Prot

Protected Phases 3 4

Permitted Phases

Detector Phases 3

Minimum Initial (s) 4.0 1.0

Minimum Split (s) 28.0 6.0

Total Split (s) 35.0 6.0

Total Split (%) 35.0% 6%

Maximum Green (s) 30.0 3.0

Yellow Time (s) 3.0 2.0

All-Red Time (s) 2.0 1.0

Lead/Lag Lag

Lead-Lag Optimize?

Vehicle Extension (s) 2.0 2.0

Recall Mode None Ped

Walk Time (s) 7.0 3.0

Flash Dont Walk (s) 10.0 0.0

Pedestrian Calls (#/hr) 0 0

Act Effct Green (s) 25.8

Actuated g/C Ratio 0.26

v/c Ratio 0.26

Control Delay 7.3





Lane Group EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL SBT

Queue Delay 0.0 0.2 0.0 0.0 0.0 0.0 0.0

Total Delay 48.7 5.0 341.8 11.3 39.0 20.8 51.2

LOS D A F B D C D

Approach Delay 27.6 112.8 29.6 40.7

Approach LOS C F C D


Area Type: CBD

Cycle Length: 100



Natural Cycle: 115



Intersection Signal Delay: 50.9 Intersection LOS: D

Intersection Capacity Utilization 85.2% ICU Level of Service E







Lane Group SBR ø4

Queue Delay 0.0

Total Delay 7.3

LOS A

Approach Delay

Approach LOS



107: Melcher Street & A Street 8/10/2012




Lane Configurations

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Lane Width (ft) 12 12 12 12 12 12 12 13 12 12 13 12


Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00

Frt 0.922 0.932 0.995 0.973

Flt Protected 0.981 0.988 0.990 0.999

Satd. Flow (prot) 0 1520 0 0 1750 0 0 1920 0 0 1691 0

Flt Permitted 0.981 0.988 0.990 0.999

Satd. Flow (perm) 0 1520 0 0 1750 0 0 1920 0 0 1691 0

Headway Factor 1.00 1.14 1.00 1.00 1.00 1.00 1.00 0.96 1.00 1.00 1.10 1.00



Travel Time (s) 7.9 3.5 8.4 12.0

Volume (vph) 97 4 156 1 1 3 95 320 11 8 379 76

Peak Hour Factor 0.84 0.33 0.89 0.25 0.25 0.38 0.88 0.84 0.55 0.50 0.80 0.63

Heavy Vehicles (%) 0% 0% 3% 0% 0% 0% 0% 1% 0% 0% 2% 0%

Parking (#/hr) 0 0 0 0 0 0

Adj. Flow (vph) 115 12 175 4 4 8 108 381 20 16 474 121


Sign Control Stop Stop Free Free


Area Type: Other


Intersection Capacity Utilization 79.6% ICU Level of Service D



119: Necco Garage Road & A Street 8/10/2012



Lane Group EBL EBR NBL NBT SBT SBR

Lane Configurations

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900


Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00

Frt 0.915 0.997


Satd. Flow (prot) 1536 0 0 1705 1672 0


Satd. Flow (perm) 1536 0 0 1705 1672 0

Headway Factor 1.14 1.00 1.00 1.14 1.14 1.00




Volume (vph) 89 121 12 359 508 10

Peak Hour Factor 0.82 0.66 0.43 0.93 0.89 0.83

Heavy Vehicles (%) 0% 0% 0% 0% 2% 0%

Parking (#/hr) 0 0 0 0 0 0

Adj. Flow (vph) 109 183 28 386 571 12


Sign Control Stop Free Free


Area Type: Other





96: Melcher Street & Necco Street 8/10/2012



Lane Group EBT EBR WBL WBT NBL NBR

Lane Configurations

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900

Lane Width (ft) 12 12 12 9 14 12


Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00

Frt 0.967 0.966


Satd. Flow (prot) 1629 0 0 1533 1699 0


Satd. Flow (perm) 1629 0 0 1533 1699 0

Headway Factor 1.14 1.00 1.00 1.30 1.05 1.00



Travel Time (s) 8.4 7.9 10.5

Volume (vph) 210 44 12 154 152 54

Peak Hour Factor 0.86 0.55 0.60 0.74 0.79 0.84

Heavy Vehicles (%) 2% 0% 0% 0% 0% 0%

Parking (#/hr) 0 0 0 0 0 0

Adj. Flow (vph) 244 80 20 208 192 64


Sign Control Free Free Stop


Area Type: Other




327-337 Summer Street 2017 No Build AM Peak Conditions2008: Summer Street & Melcher Street

HSH Associates Syncrho 6 ReportPage 1

Lane Group EBT EBR WBL WBT NBL NBR ø2Lane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900Lane Width (ft) 16 16 14 15 16 12Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0Leading Detector (ft) 50 50 50 50Trailing Detector (ft) 0 0 0 0Turning Speed (mph) 9 15 15 9Lane Util. Factor 0.95 0.95 0.95 0.95 1.00 1.00Frt 0.941 0.957Flt Protected 0.990 0.967Satd. Flow (prot) 3274 0 0 3126 1713 0Flt Permitted 0.516 0.967Satd. Flow (perm) 3274 0 0 1629 1713 0Right Turn on Red No YesSatd. Flow (RTOR) 20Headway Factor 0.97 0.97 1.05 1.08 0.97 1.14Link Speed (mph) 30 30 30Link Distance (ft) 601 1580 379Travel Time (s) 13.7 35.9 8.6Volume (vph) 623 399 105 449 135 57Peak Hour Factor 0.92 0.91 0.69 0.79 0.77 0.70Heavy Vehicles (%) 7% 4% 2% 9% 5% 4%Parking (#/hr) 0Adj. Flow (vph) 677 438 152 568 175 81Lane Group Flow (vph) 1115 0 0 720 256 0Turn Type PermProtected Phases 1 1 3 2Permitted Phases 1Detector Phases 1 1 1 3Minimum Initial (s) 10.0 10.0 10.0 6.0 4.0Minimum Split (s) 25.0 25.0 25.0 15.0 25.0Total Split (s) 54.0 0.0 54.0 54.0 21.0 0.0 25.0Total Split (%) 54.0% 0.0% 54.0% 54.0% 21.0% 0.0% 25%Maximum Green (s) 49.0 49.0 49.0 16.0 21.0Yellow Time (s) 3.0 3.0 3.0 3.0 3.0All-Red Time (s) 2.0 2.0 2.0 2.0 1.0Lead/Lag Lead Lead Lead LagLead-Lag Optimize?Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0Recall Mode C-Max C-Max C-Max None NoneWalk Time (s) 7.0Flash Dont Walk (s) 14.0Pedestrian Calls (#/hr) 50Act Effct Green (s) 55.6 55.6 16.4Actuated g/C Ratio 0.56 0.56 0.16v/c Ratio 0.61 1.09dl 0.86Control Delay 10.5 27.5 62.9Queue Delay 0.1 0.0 0.0Total Delay 10.6 27.5 62.9

327-337 Summer Street 2017 No Build AM Peak Conditions2008: Summer Street & Melcher Street


Lane Group EBT EBR WBL WBT NBL NBR ø2LOS B C EApproach Delay 10.6 27.5 62.9Approach LOS B C E90th %ile Green (s) 49.0 49.0 49.0 16.0 21.090th %ile Term Code Coord Coord Coord Max Ped70th %ile Green (s) 49.0 49.0 49.0 16.0 21.070th %ile Term Code Coord Coord Coord Max Ped50th %ile Green (s) 49.0 49.0 49.0 16.0 21.050th %ile Term Code Coord Coord Coord Max Ped30th %ile Green (s) 49.0 49.0 49.0 16.0 21.030th %ile Term Code Coord Coord Coord Max Ped10th %ile Green (s) 76.9 76.9 76.9 13.1 0.010th %ile Term Code Coord Coord Coord Gap SkipStops (vph) 418 452 151Fuel Used(gal) 9 12 4CO Emissions (g/hr) 648 869 269NOx Emissions (g/hr) 126 169 52VOC Emissions (g/hr) 150 201 62Dilemma Vehicles (#) 0 0 0Queue Length 50th (ft) 176 250 120Queue Length 95th (ft) m158 274 #204Internal Link Dist (ft) 521 1500 299Turn Bay Length (ft)Base Capacity (vph) 1820 906 308Starvation Cap Reductn 94 0 0Spillback Cap Reductn 0 0 0Storage Cap Reductn 0 0 0Reduced v/c Ratio 0.65 0.79 0.83

Intersection SummaryArea Type: CBDCycle Length: 100Actuated Cycle Length: 100Offset: 42 (42%), Referenced to phase 1:EBWB, Start of GreenNatural Cycle: 90Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.86Intersection Signal Delay: 22.8 Intersection LOS: CIntersection Capacity Utilization 72.7% ICU Level of Service CAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.m Volume for 95th percentile queue is metered by upstream signal.dl Defacto Left Lane. Recode with 1 though lane as a left lane.


327-337 Summer Street 2017 No Build AM Peak Conditions1662: Congress Street & A Street


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width (ft) 12 11 10 11 12 12 12 16 12 12 16 12Storage Length (ft) 0 50 0 0 0 0 0 0Storage Lanes 1 1 1 0 0 1 0 0Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0Turning Speed (mph) 15 9 15 9 15 9 15 9Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.850 0.994 0.850 0.959Flt Protected 0.997 0.950 0.955 0.990Satd. Flow (prot) 0 2850 1330 1525 1694 0 0 1799 1358 0 1789 0Flt Permitted 0.571 0.502 0.955 0.990Satd. Flow (perm) 0 1632 1330 806 1694 0 0 1799 1358 0 1789 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 142 3 301 17Headway Factor 1.14 1.19 1.25 1.19 1.14 1.14 1.14 0.97 1.14 1.14 0.97 1.14Link Speed (mph) 30 30 30 30Link Distance (ft) 1285 478 519 390Travel Time (s) 29.2 10.9 11.8 8.9Volume (vph) 13 352 230 509 340 11 186 7 247 7 26 14Peak Hour Factor 0.54 0.87 0.90 0.82 0.87 0.69 0.87 0.63 0.82 0.44 0.67 0.58Heavy Vehicles (%) 8% 10% 2% 3% 0% 9% 3% 0% 7% 14% 0% 0%Adj. Flow (vph) 24 405 256 621 391 16 214 11 301 16 39 24Lane Group Flow (vph) 0 429 256 621 407 0 0 225 301 0 79 0Turn Type Perm Perm Perm custom custom SplitProtected Phases 1 1 5 4 4 4 5 3 3Permitted Phases 1 1 1 5 4 4 4 5Detector Phases 1 1 1 1 5 1 5 4 4 4 5 3 3Minimum Initial (s) 10.0 10.0 10.0 4.0 4.0 3.0 3.0Minimum Split (s) 16.0 16.0 16.0 9.0 9.0 8.0 8.0Total Split (s) 18.0 18.0 18.0 56.0 56.0 0.0 12.0 12.0 50.0 11.0 11.0 0.0Total Split (%) 18.0% 18.0% 18.0% 56.0% 56.0% 0.0% 12.0% 12.0% 50.0% 11.0% 11.0% 0.0%Maximum Green (s) 14.0 14.0 14.0 7.0 7.0 6.0 6.0Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0All-Red Time (s) 1.0 1.0 1.0 2.0 2.0 2.0 2.0Lead/Lag Lead Lead Lead Lag Lag Lead LeadLead-Lag Optimize?Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode C-Max C-Max C-Max None None None NoneWalk Time (s)Flash Dont Walk (s)Pedestrian Calls (#/hr)Act Effct Green (s) 28.8 28.8 66.8 66.8 8.0 46.0 6.9Actuated g/C Ratio 0.29 0.29 0.67 0.67 0.08 0.46 0.07v/c Ratio 0.91 0.53 1.15 0.36 1.56 0.38 0.57Control Delay 63.7 24.3 111.3 9.5 307.0 5.7 52.4Queue Delay 0.0 0.5 24.2 0.2 0.0 0.0 0.1



Lane Group ø2 ø5Lane ConfigurationsIdeal Flow (vphpl)Lane Width (ft)Storage Length (ft)Storage LanesTotal Lost Time (s)Leading Detector (ft)Trailing Detector (ft)Turning Speed (mph)Lane Util. FactorFrtFlt ProtectedSatd. Flow (prot)Flt PermittedSatd. Flow (perm)Right Turn on RedSatd. Flow (RTOR)Headway FactorLink Speed (mph)Link Distance (ft)Travel Time (s)Volume (vph)Peak Hour FactorHeavy Vehicles (%)Adj. Flow (vph)Lane Group Flow (vph)Turn TypeProtected Phases 2 5Permitted PhasesDetector PhasesMinimum Initial (s) 4.0 6.0Minimum Split (s) 21.0 13.0Total Split (s) 21.0 38.0Total Split (%) 21% 38%Maximum Green (s) 17.0 33.0Yellow Time (s) 3.0 3.0All-Red Time (s) 1.0 2.0Lead/Lag LagLead-Lag Optimize?Vehicle Extension (s) 2.0 3.0Recall Mode None NoneWalk Time (s) 7.0Flash Dont Walk (s) 10.0Pedestrian Calls (#/hr) 20Act Effct Green (s)Actuated g/C Ratiov/c RatioControl DelayQueue Delay



Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRTotal Delay 63.7 24.8 135.5 9.6 307.0 5.7 52.5LOS E C F A F A DApproach Delay 49.1 85.7 134.6 52.5Approach LOS D F F D90th %ile Green (s) 14.0 14.0 14.0 7.0 7.0 6.0 6.090th %ile Term Code Coord Coord Coord Max Max Max Max70th %ile Green (s) 14.0 14.0 14.0 7.0 7.0 6.0 6.070th %ile Term Code Coord Coord Coord Max Max Max Max50th %ile Green (s) 35.0 35.0 35.0 7.0 7.0 6.0 6.050th %ile Term Code Coord Coord Coord Max Max Max Max30th %ile Green (s) 35.0 35.0 35.0 7.0 7.0 6.0 6.030th %ile Term Code Coord Coord Coord Max Max Max Max10th %ile Green (s) 46.0 46.0 46.0 7.0 7.0 0.0 0.010th %ile Term Code Coord Coord Coord Max Max Skip SkipStops (vph) 197 146 349 129 138 60 36Fuel Used(gal) 9 4 15 3 14 2 1CO Emissions (g/hr) 663 297 1074 189 951 113 59NOx Emissions (g/hr) 129 58 209 37 185 22 11VOC Emissions (g/hr) 154 69 249 44 220 26 14Dilemma Vehicles (#) 0 0 0 0 0 0 0Queue Length 50th (ft) 112 48 ~329 67 ~207 40 39Queue Length 95th (ft) m#312 m#205 #640 193 #217 m51 61Internal Link Dist (ft) 1205 398 439 310Turn Bay Length (ft) 50Base Capacity (vph) 470 484 538 1132 144 787 141Starvation Cap Reductn 0 0 0 180 0 0 0Spillback Cap Reductn 0 48 25 0 0 0 1Storage Cap Reductn 0 0 0 0 0 0 0Reduced v/c Ratio 0.91 0.59 1.21 0.43 1.56 0.38 0.56

Intersection SummaryArea Type: CBDCycle Length: 100Actuated Cycle Length: 100Offset: 0 (0%), Referenced to phase 1:EBWB, Start of GreenNatural Cycle: 150Control Type: Actuated-CoordinatedMaximum v/c Ratio: 1.56Intersection Signal Delay: 84.8 Intersection LOS: FIntersection Capacity Utilization 71.1% ICU Level of Service CAnalysis Period (min) 15~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles.# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.m Volume for 95th percentile queue is metered by upstream signal.






Lane Group ø2 ø5Total DelayLOSApproach DelayApproach LOS90th %ile Green (s) 17.0 33.090th %ile Term Code Ped Max70th %ile Green (s) 17.0 33.070th %ile Term Code Ped Max50th %ile Green (s) 0.0 33.050th %ile Term Code Skip Max30th %ile Green (s) 0.0 33.030th %ile Term Code Skip Max10th %ile Green (s) 0.0 33.010th %ile Term Code Skip MaxStops (vph)Fuel Used(gal)CO Emissions (g/hr)NOx Emissions (g/hr)VOC Emissions (g/hr)Dilemma Vehicles (#)Queue Length 50th (ft)Queue Length 95th (ft)Internal Link Dist (ft)Turn Bay Length (ft)Base Capacity (vph)Starvation Cap ReductnSpillback Cap ReductnStorage Cap ReductnReduced v/c Ratio


327-337 Summer Street 2017 No Build AM Peak Conditions4057: Congress Street & Boston Wharf Road (WSR)


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width (ft) 12 13 16 11 12 12 12 13 12 12 11 11Storage Length (ft) 0 0 0 0 0 0 0 120Storage Lanes 1 0 1 0 1 0 0 1Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Leading Detector (ft) 50 50 50 50 50 50 50 50 50Trailing Detector (ft) 0 0 0 0 0 0 0 0 0Turning Speed (mph) 15 9 15 9 15 9 15 9Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.960 0.988 0.920 0.850Flt Protected 0.950 0.950 0.950 0.968Satd. Flow (prot) 1533 1529 0 1468 3210 0 1562 1530 0 0 1441 1405Flt Permitted 0.182 0.182 0.250 0.598Satd. Flow (perm) 294 1529 0 281 3210 0 411 1530 0 0 890 1405Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 21 9 61 130Headway Factor 1.14 1.10 0.97 1.19 1.14 1.14 1.14 1.10 1.14 1.14 1.19 1.19Link Speed (mph) 30 30 30 30Link Distance (ft) 478 426 204 941Travel Time (s) 10.9 9.7 4.6 21.4Volume (vph) 184 259 96 78 596 41 177 147 49 151 74 121Peak Hour Factor 0.79 0.87 0.87 0.60 0.92 0.71 0.96 0.85 0.25 0.85 0.81 0.93Heavy Vehicles (%) 6% 12% 8% 7% 0% 0% 4% 11% 2% 7% 19% 0%Parking (#/hr) 0Adj. Flow (vph) 233 298 110 130 648 58 184 173 196 178 91 130Lane Group Flow (vph) 233 408 0 130 706 0 184 369 0 0 269 130Turn Type D.P+P Perm pm+pt Perm customProtected Phases 5 1 5 1 3 3 4 4 4Permitted Phases 1 1 3 4 3 4 4 4 5Detector Phases 5 1 5 1 1 3 3 4 4 4 4Minimum Initial (s) 6.0 15.0 15.0 1.0 6.0 6.0 6.0Minimum Split (s) 12.0 21.0 21.0 6.0 11.0 11.0 11.0Total Split (s) 16.0 42.0 0.0 26.0 26.0 0.0 15.0 37.0 0.0 22.0 22.0 22.0Total Split (%) 16.0% 42.0% 0.0% 26.0% 26.0% 0.0% 15.0% 37.0% 0.0% 22.0% 22.0% 22.0%Maximum Green (s) 10.0 21.0 21.0 10.0 17.0 17.0 17.0Yellow Time (s) 4.0 3.0 3.0 3.0 3.0 3.0 3.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lead/Lag Lead Lead Lead Lag Lag LagLead-Lag Optimize?Vehicle Extension (s) 2.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None C-Max C-Max None Min Min MinWalk Time (s)Flash Dont Walk (s)Pedestrian Calls (#/hr)Act Effct Green (s) 55.0 59.0 43.0 43.0 29.0 33.0 18.0 34.0Actuated g/C Ratio 0.55 0.59 0.43 0.43 0.29 0.33 0.18 0.34v/c Ratio 0.75 0.45 1.07 0.51 0.75 0.68 1.68 0.23Control Delay 38.7 12.2 129.6 17.2 46.5 31.1 357.5 4.2



Lane Group ø2Lane ConfigurationsIdeal Flow (vphpl)Lane Width (ft)Storage Length (ft)Storage LanesTotal Lost Time (s)Leading Detector (ft)Trailing Detector (ft)Turning Speed (mph)Lane Util. FactorFrtFlt ProtectedSatd. Flow (prot)Flt PermittedSatd. Flow (perm)Right Turn on RedSatd. Flow (RTOR)Headway FactorLink Speed (mph)Link Distance (ft)Travel Time (s)Volume (vph)Peak Hour FactorHeavy Vehicles (%)Parking (#/hr)Adj. Flow (vph)Lane Group Flow (vph)Turn TypeProtected Phases 2Permitted PhasesDetector PhasesMinimum Initial (s) 4.0Minimum Split (s) 21.0Total Split (s) 21.0Total Split (%) 21%Maximum Green (s) 17.0Yellow Time (s) 3.0All-Red Time (s) 1.0Lead/Lag LagLead-Lag Optimize?Vehicle Extension (s) 2.0Recall Mode NoneWalk Time (s) 7.0Flash Dont Walk (s) 10.0Pedestrian Calls (#/hr) 0Act Effct Green (s)Actuated g/C Ratiov/c RatioControl Delay



Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRQueue Delay 0.0 0.4 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 38.7 12.6 129.6 17.2 46.5 31.1 357.5 4.2LOS D B F B D C F AApproach Delay 22.1 34.6 36.2 242.4Approach LOS C C D F90th %ile Green (s) 10.0 42.0 42.0 10.0 17.0 17.0 17.090th %ile Term Code Max Coord Coord Max Max Max Max70th %ile Green (s) 10.0 42.0 42.0 10.0 17.0 17.0 17.070th %ile Term Code Max Coord Coord Max Max Max Max50th %ile Green (s) 10.0 42.0 42.0 10.0 17.0 17.0 17.050th %ile Term Code Max Coord Coord Max Max Max Max30th %ile Green (s) 10.0 42.0 42.0 10.0 17.0 17.0 17.030th %ile Term Code Max Coord Coord Max Max Max Max10th %ile Green (s) 10.0 42.0 42.0 10.0 17.0 17.0 17.010th %ile Term Code Max Coord Coord Max Max Max MaxStops (vph) 178 191 49 451 130 143 157 24Fuel Used(gal) 3 3 3 7 3 2 19 1CO Emissions (g/hr) 218 228 181 478 187 164 1321 79NOx Emissions (g/hr) 42 44 35 93 36 32 257 15VOC Emissions (g/hr) 51 53 42 111 43 38 306 18Dilemma Vehicles (#) 0 0 0 0 0 0 0 0Queue Length 50th (ft) 107 130 ~92 179 88 169 ~252 11Queue Length 95th (ft) m135 m102 #92 m230 #166 251 #357 42Internal Link Dist (ft) 398 346 124 861Turn Bay Length (ft) 120Base Capacity (vph) 310 911 121 1385 246 546 160 564Starvation Cap Reductn 0 179 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.75 0.56 1.07 0.51 0.75 0.68 1.68 0.23

Intersection SummaryArea Type: CBDCycle Length: 100Actuated Cycle Length: 100Offset: 85 (85%), Referenced to phase 1:EBWB, Start of GreenNatural Cycle: 110Control Type: Actuated-CoordinatedMaximum v/c Ratio: 1.68Intersection Signal Delay: 65.8 Intersection LOS: EIntersection Capacity Utilization 73.0% ICU Level of Service CAnalysis Period (min) 15~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles.# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.m Volume for 95th percentile queue is metered by upstream signal.






Lane Group ø2Queue DelayTotal DelayLOSApproach DelayApproach LOS90th %ile Green (s) 0.090th %ile Term Code Skip70th %ile Green (s) 0.070th %ile Term Code Skip50th %ile Green (s) 0.050th %ile Term Code Skip30th %ile Green (s) 0.030th %ile Term Code Skip10th %ile Green (s) 0.010th %ile Term Code SkipStops (vph)Fuel Used(gal)CO Emissions (g/hr)NOx Emissions (g/hr)VOC Emissions (g/hr)Dilemma Vehicles (#)Queue Length 50th (ft)Queue Length 95th (ft)Internal Link Dist (ft)Turn Bay Length (ft)Base Capacity (vph)Starvation Cap ReductnSpillback Cap ReductnStorage Cap ReductnReduced v/c Ratio


327-337 Summer Street 2017 No Build AM Peak Conditions96: Melcher St & A Street 12/14/2012


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width (ft) 12 12 12 12 12 12 12 13 12 12 13 12Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Leading Detector (ft) 50 50 50 50 50 50Trailing Detector (ft) 0 0 0 0 0 0Turning Speed (mph) 15 9 15 9 15 9 15 9Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.921 0.999 0.962Flt Protected 0.981 0.988Satd. Flow (prot) 0 1449 0 0 0 0 0 1864 0 0 1664 0Flt Permitted 0.981 0.675 0.998Satd. Flow (perm) 0 1449 0 0 0 0 0 1273 0 0 1661 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 76 1 34Headway Factor 1.00 1.14 1.00 1.00 1.00 1.00 1.00 0.96 1.00 1.00 1.10 1.00Link Speed (mph) 30 30 30 30Link Distance (ft) 334 162 384 519Travel Time (s) 7.6 3.7 8.7 11.8Volume (vph) 80 4 144 0 0 0 120 404 2 4 486 171Peak Hour Factor 0.71 0.50 0.84 0.25 0.25 0.25 0.86 0.89 0.50 1.00 0.94 0.84Heavy Vehicles (%) 5% 0% 8% 0% 0% 0% 4% 4% 0% 0% 3% 0%Parking (#/hr) 0 0 0 0 0 0Adj. Flow (vph) 113 8 171 0 0 0 140 454 4 4 517 204Lane Group Flow (vph) 0 292 0 0 0 0 0 598 0 0 725 0Turn Type Split Perm PermProtected Phases 5 5 1 1Permitted Phases 1 1 1 1Detector Phases 5 5 1 1 1 1Minimum Initial (s) 8.0 8.0 39.0 39.0 39.0 39.0Minimum Split (s) 23.0 23.0 44.0 44.0 44.0 44.0Total Split (s) 37.0 37.0 0.0 0.0 0.0 0.0 63.0 63.0 0.0 63.0 63.0 0.0Total Split (%) 37.0% 37.0% 0.0% 0.0% 0.0% 0.0% 63.0% 63.0% 0.0% 63.0% 63.0% 0.0%Maximum Green (s) 32.0 32.0 58.0 58.0 58.0 58.0Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0Lead/LagLead-Lag Optimize?Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0Recall Mode None None C-Max C-Max C-Max C-MaxWalk Time (s) 8.0 8.0 8.0 8.0 8.0 8.0Flash Dont Walk (s) 4.0 4.0 7.0 7.0 7.0 7.0Pedestrian Calls (#/hr) 0 0 0 0 0 0Act Effct Green (s) 21.4 70.6 70.6Actuated g/C Ratio 0.21 0.71 0.71v/c Ratio 0.79 0.67 0.61Control Delay 27.5 14.3 13.8Queue Delay 0.0 0.0 2.5Total Delay 27.5 14.3 16.3

327-337 Summer Street 2017 No Build AM Peak Conditions96: Melcher St & A Street 12/14/2012


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS C B BApproach Delay 27.5 14.3 16.3Approach LOS C B B90th %ile Green (s) 26.5 26.5 63.5 63.5 63.5 63.590th %ile Term Code Gap Gap Coord Coord Coord Coord70th %ile Green (s) 25.9 25.9 64.1 64.1 64.1 64.170th %ile Term Code Gap Gap Coord Coord Coord Coord50th %ile Green (s) 21.6 21.6 68.4 68.4 68.4 68.450th %ile Term Code Gap Gap Coord Coord Coord Coord30th %ile Green (s) 17.1 17.1 72.9 72.9 72.9 72.930th %ile Term Code Gap Gap Coord Coord Coord Coord10th %ile Green (s) 10.7 10.7 79.3 79.3 79.3 79.310th %ile Term Code Min Min Coord Coord Coord CoordStops (vph) 177 308 429Fuel Used(gal) 3 5 7CO Emissions (g/hr) 199 336 482NOx Emissions (g/hr) 39 65 94VOC Emissions (g/hr) 46 78 112Dilemma Vehicles (#) 0 0 0Queue Length 50th (ft) 99 192 194Queue Length 95th (ft) 32 370 m448Internal Link Dist (ft) 254 82 304 439Turn Bay Length (ft)Base Capacity (vph) 529 899 1183Starvation Cap Reductn 0 0 323Spillback Cap Reductn 0 0 0Storage Cap Reductn 0 0 0Reduced v/c Ratio 0.55 0.67 0.84

Intersection SummaryArea Type: OtherCycle Length: 100Actuated Cycle Length: 100Offset: 9 (9%), Referenced to phase 1:NBSB, Start of GreenNatural Cycle: 70Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.79Intersection Signal Delay: 17.6 Intersection LOS: BIntersection Capacity Utilization 92.2% ICU Level of Service FAnalysis Period (min) 15m Volume for 95th percentile queue is metered by upstream signal.

Splits and Phases: 96: Melcher St & A Street

327-337 Summer Street 2017 No Build AM Peak Conditions173: Necco Garage Rd & A Street


Movement EBL EBR NBL NBT SBT SBRLane ConfigurationsSign Control Stop Free FreeGrade 0% 0% 0%Volume (veh/h) 46 30 93 421 392 255Peak Hour Factor 0.67 0.61 0.76 0.93 0.95 0.82Hourly flow rate (vph) 69 49 122 453 413 311PedestriansLane Width (ft)Walking Speed (ft/s)Percent BlockageRight turn flare (veh)Median type NoneMedian storage veh)Upstream signal (ft) 384pX, platoon unblocked 0.83 0.83 0.83vC, conflicting volume 1266 568 724vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 1321 478 666tC, single (s) 6.5 6.2 4.1tC, 2 stage (s)tF (s) 3.6 3.3 2.2p0 queue free % 40 90 84cM capacity (veh/h) 114 483 772

Direction, Lane # EB 1 NB 1 SB 1Volume Total 118 575 724Volume Left 69 122 0Volume Right 49 0 311cSH 167 772 1700Volume to Capacity 0.70 0.16 0.43Queue Length 95th (ft) 106 14 0Control Delay (s) 66.0 4.0 0.0Lane LOS F AApproach Delay (s) 66.0 4.0 0.0Approach LOS F

Intersection SummaryAverage Delay 7.1Intersection Capacity Utilization 77.9% ICU Level of Service DAnalysis Period (min) 15

327-337 Summer Street 2017 No Build AM Peak Conditions83: Melcher Street & Necco St 12/6/2012


Movement EBT EBR WBL WBT NBL NBRLane ConfigurationsSign Control Free Free StopGrade 0% 0% 0%Volume (veh/h) 260 261 120 182 19 5Peak Hour Factor 0.78 0.89 0.81 0.80 0.68 0.31Hourly flow rate (vph) 333 293 148 228 28 16PedestriansLane Width (ft)Walking Speed (ft/s)Percent BlockageRight turn flare (veh)Median type NoneMedian storage veh)Upstream signal (ft) 379 334pX, platoon unblockedvC, conflicting volume 627 1004 480vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 627 1004 480tC, single (s) 4.1 6.4 6.2tC, 2 stage (s)tF (s) 2.2 3.5 3.3p0 queue free % 84 88 97cM capacity (veh/h) 955 224 590

Direction, Lane # EB 1 WB 1 NB 1Volume Total 627 376 44Volume Left 0 148 28Volume Right 293 0 16cSH 1700 955 289Volume to Capacity 0.37 0.16 0.15Queue Length 95th (ft) 0 14 13Control Delay (s) 0.0 4.8 19.7Lane LOS A CApproach Delay (s) 0.0 4.8 19.7Approach LOS C

Intersection SummaryAverage Delay 2.5Intersection Capacity Utilization 59.2% ICU Level of Service BAnalysis Period (min) 15

327-337 Summer Street 2017 No Build PM Peak Conditions2008: Summer Street & Melcher Street 12/6/2012


Lane Group EBT EBR WBL WBT NBL NBR ø2Lane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900Lane Width (ft) 16 16 14 15 16 12Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0Leading Detector (ft) 50 50 50 50Trailing Detector (ft) 0 0 0 0Turning Speed (mph) 9 15 15 9Lane Util. Factor 0.95 0.95 0.95 0.95 1.00 1.00Frt 0.954 0.947Flt Protected 0.996 0.971Satd. Flow (prot) 3375 0 0 3321 1782 0Flt Permitted 0.757 0.971Satd. Flow (perm) 3375 0 0 2524 1782 0Right Turn on Red No YesSatd. Flow (RTOR) 31Headway Factor 0.97 0.97 1.05 1.08 0.97 1.14Link Speed (mph) 30 30 30Link Distance (ft) 601 1580 370Travel Time (s) 13.7 35.9 8.4Volume (vph) 642 227 30 410 278 147Peak Hour Factor 0.97 0.77 0.69 0.91 0.85 0.69Heavy Vehicles (%) 5% 2% 0% 2% 0% 0%Parking (#/hr) 0Adj. Flow (vph) 662 295 43 451 327 213Lane Group Flow (vph) 957 0 0 494 540 0Turn Type PermProtected Phases 1 1 3 2Permitted Phases 1Detector Phases 1 1 1 3Minimum Initial (s) 10.0 10.0 10.0 6.0 4.0Minimum Split (s) 25.0 25.0 25.0 15.0 25.0Total Split (s) 47.0 0.0 47.0 47.0 28.0 0.0 25.0Total Split (%) 47.0% 0.0% 47.0% 47.0% 28.0% 0.0% 25%Maximum Green (s) 42.0 42.0 42.0 23.0 21.0Yellow Time (s) 3.0 3.0 3.0 3.0 3.0All-Red Time (s) 2.0 2.0 2.0 2.0 1.0Lead/Lag Lead Lead Lead LagLead-Lag Optimize?Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0Recall Mode C-Max C-Max C-Max None NoneWalk Time (s) 7.0Flash Dont Walk (s) 14.0Pedestrian Calls (#/hr) 50Act Effct Green (s) 48.0 48.0 24.0Actuated g/C Ratio 0.48 0.48 0.24v/c Ratio 0.59 0.41 1.20Control Delay 18.0 20.4 138.9Queue Delay 0.0 0.0 0.0Total Delay 18.0 20.4 138.9



Lane Group EBT EBR WBL WBT NBL NBR ø2LOS B C FApproach Delay 18.0 20.4 138.9Approach LOS B C F90th %ile Green (s) 42.0 42.0 42.0 23.0 21.090th %ile Term Code Coord Coord Coord Max Ped70th %ile Green (s) 42.0 42.0 42.0 23.0 21.070th %ile Term Code Coord Coord Coord Max Ped50th %ile Green (s) 42.0 42.0 42.0 23.0 21.050th %ile Term Code Coord Coord Coord Max Ped30th %ile Green (s) 42.0 42.0 42.0 23.0 21.030th %ile Term Code Coord Coord Coord Max Ped10th %ile Green (s) 67.0 67.0 67.0 23.0 0.010th %ile Term Code Coord Coord Coord Max SkipStops (vph) 517 358 316Fuel Used(gal) 10 9 15CO Emissions (g/hr) 707 645 1048NOx Emissions (g/hr) 138 125 204VOC Emissions (g/hr) 164 149 243Dilemma Vehicles (#) 0 0 0Queue Length 50th (ft) 211 116 ~398Queue Length 95th (ft) m264 228 m#534Internal Link Dist (ft) 521 1500 290Turn Bay Length (ft)Base Capacity (vph) 1620 1211 451Starvation Cap Reductn 0 0 0Spillback Cap Reductn 0 0 0Storage Cap Reductn 0 0 0Reduced v/c Ratio 0.59 0.41 1.20

Intersection SummaryArea Type: CBDCycle Length: 100Actuated Cycle Length: 100Offset: 48 (48%), Referenced to phase 1:EBWB, Start of GreenNatural Cycle: 90Control Type: Actuated-CoordinatedMaximum v/c Ratio: 1.20Intersection Signal Delay: 51.4 Intersection LOS: DIntersection Capacity Utilization 71.7% ICU Level of Service CAnalysis Period (min) 15~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles.# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.m Volume for 95th percentile queue is metered by upstream signal.




327-337 Summer Street 2017 No Build PM Peak Conditions1662: Congress Street & A Street


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width (ft) 12 11 10 11 12 12 12 16 12 12 16 12Storage Length (ft) 0 50 0 0 0 0 0 0Storage Lanes 0 1 1 0 0 1 0 0Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0Turning Speed (mph) 15 9 15 9 15 9 15 9Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.850 0.994 0.850 0.949Flt Protected 0.999 0.950 0.964 0.987Satd. Flow (prot) 0 2962 1330 1540 1684 0 0 1854 1439 0 1815 0Flt Permitted 0.672 0.438 0.964 0.987Satd. Flow (perm) 0 1993 1330 710 1684 0 0 1854 1439 0 1815 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 142 3 515 23Headway Factor 1.14 1.19 1.25 1.19 1.14 1.14 1.14 0.97 1.14 1.14 0.97 1.14Link Speed (mph) 30 30 30 30Link Distance (ft) 1285 478 527 470Travel Time (s) 29.2 10.9 12.0 10.7Volume (vph) 3 426 310 377 310 9 169 25 443 12 10 15Peak Hour Factor 0.38 0.76 0.91 0.80 0.74 0.56 0.74 0.33 0.86 0.75 0.44 0.63Heavy Vehicles (%) 0% 6% 2% 2% 1% 0% 1% 0% 1% 0% 0% 0%Adj. Flow (vph) 8 561 341 471 419 16 228 76 515 16 23 24Lane Group Flow (vph) 0 569 341 471 435 0 0 304 515 0 63 0Turn Type Perm Perm Perm Split custom SplitProtected Phases 1 1 5 4 4 4 5 3 3Permitted Phases 1 1 1 5 4 5Detector Phases 1 1 1 1 5 1 5 4 4 4 5 3 3Minimum Initial (s) 10.0 10.0 10.0 6.0 6.0 1.0 1.0Minimum Split (s) 16.0 16.0 16.0 11.0 11.0 6.0 6.0Total Split (s) 17.0 17.0 17.0 57.0 57.0 0.0 14.0 14.0 54.0 8.0 8.0 0.0Total Split (%) 17.0% 17.0% 17.0% 57.0% 57.0% 0.0% 14.0% 14.0% 54.0% 8.0% 8.0% 0.0%Maximum Green (s) 13.0 13.0 13.0 9.0 9.0 3.0 3.0Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0All-Red Time (s) 1.0 1.0 1.0 2.0 2.0 2.0 2.0Lead/Lag Lead Lead Lead Lag Lag Lead LeadLead-Lag Optimize?Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode C-Max C-Max C-Max None None None NoneWalk Time (s)Flash Dont Walk (s)Pedestrian Calls (#/hr)Act Effct Green (s) 27.2 27.2 67.2 67.2 10.0 50.0 4.0Actuated g/C Ratio 0.27 0.27 0.67 0.67 0.10 0.50 0.04v/c Ratio 1.05 0.73 0.99 0.38 1.64 0.53 0.66Control Delay 91.4 35.1 58.8 9.8 333.2 4.1 65.5Queue Delay 4.9 6.5 31.6 0.3 0.0 0.8 9.1






Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRTotal Delay 96.3 41.6 90.4 10.2 333.2 4.8 74.6LOS F D F B F A EApproach Delay 75.8 51.9 126.7 74.6Approach LOS E D F E90th %ile Green (s) 13.0 13.0 13.0 9.0 9.0 3.0 3.090th %ile Term Code Coord Coord Coord Max Max Max Max70th %ile Green (s) 13.0 13.0 13.0 9.0 9.0 3.0 3.070th %ile Term Code Coord Coord Coord Max Max Max Max50th %ile Green (s) 34.0 34.0 34.0 9.0 9.0 3.0 3.050th %ile Term Code Coord Coord Coord Max Max Max Max30th %ile Green (s) 34.0 34.0 34.0 9.0 9.0 3.0 3.030th %ile Term Code Coord Coord Coord Max Max Max Max10th %ile Green (s) 42.0 42.0 42.0 9.0 9.0 0.0 0.010th %ile Term Code Coord Coord Coord Max Max Skip SkipStops (vph) 265 105 225 144 140 88 23Fuel Used(gal) 14 6 7 3 15 3 1CO Emissions (g/hr) 961 412 501 183 1030 187 53NOx Emissions (g/hr) 187 80 97 36 200 36 10VOC Emissions (g/hr) 223 96 116 42 239 43 12Dilemma Vehicles (#) 0 0 0 0 0 0 0Queue Length 50th (ft) 185 82 198 73 ~283 43 26Queue Length 95th (ft) #336 m#333 #434 173 96 m56 25Internal Link Dist (ft) 1205 398 447 390Turn Bay Length (ft) 50Base Capacity (vph) 542 465 477 1133 185 977 95Starvation Cap Reductn 0 0 0 275 0 88 0Spillback Cap Reductn 7 82 44 0 0 202 14Storage Cap Reductn 0 0 0 0 0 0 0Reduced v/c Ratio 1.06 0.89 1.09 0.51 1.64 0.66 0.78









327-337 Summer Street 2017 No Build PM Peak Conditions4057: Congress Street & Boston Wharf Road (WSR) 12/6/2012


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width (ft) 12 13 16 11 12 12 12 13 12 12 11 11Storage Length (ft) 0 0 0 0 0 0 0 120Storage Lanes 1 0 1 0 1 0 0 1Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Leading Detector (ft) 50 50 50 50 50 50 50 50 50Trailing Detector (ft) 0 0 0 0 0 0 0 0 0Turning Speed (mph) 15 9 15 9 15 9 15 9Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.920 0.987 0.964 0.850Flt Protected 0.950 0.950 0.950 0.971Satd. Flow (prot) 1624 1588 0 1454 3178 0 1490 1540 0 0 1598 1377Flt Permitted 0.400 0.182 0.211 0.658Satd. Flow (perm) 684 1588 0 279 3178 0 331 1540 0 0 1083 1377Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 65 9 17 108Headway Factor 1.14 1.10 0.97 1.19 1.14 1.14 1.14 1.10 1.14 1.14 1.19 1.19Link Speed (mph) 30 30 30 30Link Distance (ft) 478 426 204 946Travel Time (s) 10.9 9.7 4.6 21.5Volume (vph) 241 426 484 145 300 27 48 160 55 439 355 235Peak Hour Factor 0.97 0.88 0.88 0.89 0.89 0.81 0.90 0.70 0.75 0.78 0.90 0.72Heavy Vehicles (%) 0% 5% 0% 8% 1% 0% 9% 14% 0% 0% 1% 2%Parking (#/hr) 0Adj. Flow (vph) 248 484 550 163 337 33 53 229 73 563 394 326Lane Group Flow (vph) 248 1034 0 163 370 0 53 302 0 0 957 326Turn Type D.P+P Perm pm+pt Perm customProtected Phases 5 1 5 1 3 3 4 4 4Permitted Phases 1 1 3 4 3 4 4 4 5Detector Phases 5 1 5 1 1 3 3 4 4 4 4Minimum Initial (s) 6.0 15.0 15.0 1.0 6.0 6.0 6.0Minimum Split (s) 12.0 21.0 21.0 6.0 11.0 11.0 11.0Total Split (s) 15.0 41.0 0.0 26.0 26.0 0.0 15.0 38.0 0.0 23.0 23.0 23.0Total Split (%) 15.0% 41.0% 0.0% 26.0% 26.0% 0.0% 15.0% 38.0% 0.0% 23.0% 23.0% 23.0%Maximum Green (s) 9.0 21.0 21.0 10.0 18.0 18.0 18.0Yellow Time (s) 4.0 3.0 3.0 3.0 3.0 3.0 3.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lead/Lag Lead Lead Lead Lag Lag LagLead-Lag Optimize?Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0Recall Mode None C-Max C-Max None Min Min MinWalk Time (s)Flash Dont Walk (s)Pedestrian Calls (#/hr)Act Effct Green (s) 54.0 58.0 43.0 43.0 30.0 34.0 19.0 34.0Actuated g/C Ratio 0.54 0.58 0.43 0.43 0.30 0.34 0.19 0.34v/c Ratio 0.52 1.09 1.36 0.27 0.23 0.56 4.65 0.60Control Delay 19.9 81.1 234.3 15.6 25.5 30.3 1663.6 20.9



Lane Group ø2Lane ConfigurationsIdeal Flow (vphpl)Lane Width (ft)Storage Length (ft)Storage LanesTotal Lost Time (s)Leading Detector (ft)Trailing Detector (ft)Turning Speed (mph)Lane Util. FactorFrtFlt ProtectedSatd. Flow (prot)Flt PermittedSatd. Flow (perm)Right Turn on RedSatd. Flow (RTOR)Headway FactorLink Speed (mph)Link Distance (ft)Travel Time (s)Volume (vph)Peak Hour FactorHeavy Vehicles (%)Parking (#/hr)Adj. Flow (vph)Lane Group Flow (vph)Turn TypeProtected Phases 2Permitted PhasesDetector PhasesMinimum Initial (s) 4.0Minimum Split (s) 21.0Total Split (s) 21.0Total Split (%) 21%Maximum Green (s) 17.0Yellow Time (s) 3.0All-Red Time (s) 1.0Lead/Lag LagLead-Lag Optimize?Vehicle Extension (s) 2.0Recall Mode NoneWalk Time (s) 7.0Flash Dont Walk (s) 10.0Pedestrian Calls (#/hr) 0Act Effct Green (s)Actuated g/C Ratiov/c RatioControl Delay



Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRQueue Delay 0.0 32.4 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 19.9 113.5 234.3 15.6 25.5 30.3 1663.6 20.9LOS B F F B C C F CApproach Delay 95.4 82.5 29.6 1246.2Approach LOS F F C F90th %ile Green (s) 9.0 42.0 42.0 10.0 18.0 18.0 18.090th %ile Term Code Max Coord Coord Max Max Max Max70th %ile Green (s) 9.0 42.0 42.0 10.0 18.0 18.0 18.070th %ile Term Code Max Coord Coord Max Max Max Max50th %ile Green (s) 9.0 42.0 42.0 10.0 18.0 18.0 18.050th %ile Term Code Max Coord Coord Max Max Max Max30th %ile Green (s) 9.0 42.0 42.0 10.0 18.0 18.0 18.030th %ile Term Code Max Coord Coord Max Max Max Max10th %ile Green (s) 9.0 42.0 42.0 10.0 18.0 18.0 18.010th %ile Term Code Max Coord Coord Max Max Max MaxStops (vph) 144 803 100 146 33 164 759 122Fuel Used(gal) 3 23 8 3 1 3 279 3CO Emissions (g/hr) 187 1597 556 205 36 180 19499 238NOx Emissions (g/hr) 36 311 108 40 7 35 3794 46VOC Emissions (g/hr) 43 370 129 48 8 42 4519 55Dilemma Vehicles (#) 0 0 0 0 0 0 0 0Queue Length 50th (ft) 98 ~706 ~136 56 23 147 ~1154 94Queue Length 95th (ft) m103 m#704 m#238 89 51 167 #1397 120Internal Link Dist (ft) 398 346 124 866Turn Bay Length (ft) 120Base Capacity (vph) 473 948 120 1372 227 535 206 539Starvation Cap Reductn 0 62 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0 0Reduced v/c Ratio 0.52 1.17 1.36 0.27 0.23 0.56 4.65 0.60

Intersection SummaryArea Type: CBDCycle Length: 100Actuated Cycle Length: 100Offset: 80 (80%), Referenced to phase 1:EBWB, Start of GreenNatural Cycle: 150Control Type: Actuated-CoordinatedMaximum v/c Ratio: 4.65Intersection Signal Delay: 514.2 Intersection LOS: FIntersection Capacity Utilization 144.5% ICU Level of Service HAnalysis Period (min) 15~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles.# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.m Volume for 95th percentile queue is metered by upstream signal.






Lane Group ø2Queue DelayTotal DelayLOSApproach DelayApproach LOS90th %ile Green (s) 0.090th %ile Term Code Skip70th %ile Green (s) 0.070th %ile Term Code Skip50th %ile Green (s) 0.050th %ile Term Code Skip30th %ile Green (s) 0.030th %ile Term Code Skip10th %ile Green (s) 0.010th %ile Term Code SkipStops (vph)Fuel Used(gal)CO Emissions (g/hr)NOx Emissions (g/hr)VOC Emissions (g/hr)Dilemma Vehicles (#)Queue Length 50th (ft)Queue Length 95th (ft)Internal Link Dist (ft)Turn Bay Length (ft)Base Capacity (vph)Starvation Cap ReductnSpillback Cap ReductnStorage Cap ReductnReduced v/c Ratio


327-337 Summer Street 2017 No Build PM Peak Conditions107: Melcher Street & A Street 12/14/2012


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width (ft) 12 12 12 12 12 12 12 13 12 12 13 12Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Leading Detector (ft) 50 50 50 50 50 50Trailing Detector (ft) 0 0 0 0 0 0Turning Speed (mph) 15 9 15 9 15 9 15 9Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.934 0.996 0.968Flt Protected 0.977 0.991 0.999Satd. Flow (prot) 0 1538 0 0 0 0 0 1923 0 0 1684 0Flt Permitted 0.977 0.659 0.984Satd. Flow (perm) 0 1538 0 0 0 0 0 1279 0 0 1658 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 53 2 26Headway Factor 1.00 1.14 1.00 1.00 1.00 1.00 1.00 0.96 1.00 1.00 1.10 1.00Link Speed (mph) 30 30 30 30Link Distance (ft) 348 152 369 527Travel Time (s) 7.9 3.5 8.4 12.0Volume (vph) 152 4 164 0 0 0 119 479 11 8 518 129Peak Hour Factor 0.84 0.33 0.89 0.25 0.25 0.38 0.88 0.84 0.55 0.50 0.80 0.63Heavy Vehicles (%) 0% 0% 3% 0% 0% 0% 0% 1% 0% 0% 2% 0%Parking (#/hr) 0 0 0 0 0 0Adj. Flow (vph) 181 12 184 0 0 0 135 570 20 16 648 205Lane Group Flow (vph) 0 377 0 0 0 0 0 725 0 0 869 0Turn Type Split Perm PermProtected Phases 5 5 1 1Permitted Phases 1 1Detector Phases 5 5 1 1 1 1Minimum Initial (s) 8.0 8.0 39.0 39.0 39.0 39.0Minimum Split (s) 25.0 25.0 44.0 44.0 44.0 44.0Total Split (s) 39.0 39.0 0.0 0.0 0.0 0.0 61.0 61.0 0.0 61.0 61.0 0.0Total Split (%) 39.0% 39.0% 0.0% 0.0% 0.0% 0.0% 61.0% 61.0% 0.0% 61.0% 61.0% 0.0%Maximum Green (s) 34.0 34.0 56.0 56.0 56.0 56.0Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0Lead/LagLead-Lag Optimize?Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0Recall Mode None None C-Max C-Max C-Max C-MaxWalk Time (s) 8.0 8.0 8.0 8.0 8.0 8.0Flash Dont Walk (s) 4.0 4.0 7.0 7.0 7.0 7.0Pedestrian Calls (#/hr) 0 0 0 0 0 0Act Effct Green (s) 26.4 65.6 65.6Actuated g/C Ratio 0.26 0.66 0.66v/c Ratio 0.85 0.86 0.79Control Delay 36.2 28.7 19.8Queue Delay 0.0 0.0 16.6Total Delay 36.2 28.7 36.4

327-337 Summer Street 2017 No Build PM Peak Conditions107: Melcher Street & A Street 12/14/2012


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS D C DApproach Delay 36.2 28.7 36.4Approach LOS D C D90th %ile Green (s) 34.0 34.0 56.0 56.0 56.0 56.090th %ile Term Code Max Max Coord Coord Coord Coord70th %ile Green (s) 28.2 28.2 61.8 61.8 61.8 61.870th %ile Term Code Gap Gap Coord Coord Coord Coord50th %ile Green (s) 26.4 26.4 63.6 63.6 63.6 63.650th %ile Term Code Gap Gap Coord Coord Coord Coord30th %ile Green (s) 22.4 22.4 67.6 67.6 67.6 67.630th %ile Term Code Gap Gap Coord Coord Coord Coord10th %ile Green (s) 16.2 16.2 73.8 73.8 73.8 73.810th %ile Term Code Gap Gap Coord Coord Coord CoordStops (vph) 243 427 504Fuel Used(gal) 5 8 8CO Emissions (g/hr) 319 536 568NOx Emissions (g/hr) 62 104 111VOC Emissions (g/hr) 74 124 132Dilemma Vehicles (#) 0 0 0Queue Length 50th (ft) 155 341 496Queue Length 95th (ft) 10 #625 m588Internal Link Dist (ft) 268 72 289 447Turn Bay Length (ft)Base Capacity (vph) 573 839 1096Starvation Cap Reductn 0 0 233Spillback Cap Reductn 0 0 0Storage Cap Reductn 0 0 0Reduced v/c Ratio 0.66 0.86 1.01

Intersection SummaryArea Type: OtherCycle Length: 100Actuated Cycle Length: 100Offset: 5 (5%), Referenced to phase 1:NBSB, Start of GreenNatural Cycle: 70Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.86Intersection Signal Delay: 33.5 Intersection LOS: CIntersection Capacity Utilization 96.7% ICU Level of Service FAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.m Volume for 95th percentile queue is metered by upstream signal.

Splits and Phases: 107: Melcher Street & A Street

327-337 Summer Street 2017 No Build PM Peak Conditions119: Necco Garage Road & A Street 12/6/2012



Direction, Lane # EB 1 NB 1 SB 1Volume Total 517 435 777Volume Left 311 40 0Volume Right 206 0 192cSH 165 615 1700Volume to Capacity 3.14 0.06 0.46Queue Length 95th (ft) Err 5 0Control Delay (s) Err 1.9 0.0Lane LOS F AApproach Delay (s) Err 1.9 0.0Approach LOS F

Intersection SummaryAverage Delay 2990.2Intersection Capacity Utilization 66.2% ICU Level of Service CAnalysis Period (min) 15

327-337 Summer Street 2017 No Build PM Peak Conditions96: Melcher Street & Necco Street 12/6/2012




Intersection SummaryAverage Delay 6.2Intersection Capacity Utilization 40.9% ICU Level of Service AAnalysis Period (min) 15

327-337 Summer Street 2017 Build AM Peak Conditions (Residential Alternative)2008: Summer Street & Melcher Street 12/7/2012



327-337 Summer Street 2017 Build AM Peak Conditions (Residential Alternative)2008: Summer Street & Melcher Street 12/7/2012



Intersection SummaryArea Type: CBDCycle Length: 100Actuated Cycle Length: 100Offset: 42 (42%), Referenced to phase 1:EBWB, Start of GreenNatural Cycle: 90Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.86Intersection Signal Delay: 23.1 Intersection LOS: CIntersection Capacity Utilization 72.8% ICU Level of Service CAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.m Volume for 95th percentile queue is metered by upstream signal.dl Defacto Left Lane. Recode with 1 though lane as a left lane.


327-337 Summer Street 2017 Build AM Peak Conditions (Residential Alternative)1662: Congress Street & A Street 12/7/2012








Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRTotal Delay 63.7 24.8 145.8 9.7 308.6 5.2 52.5LOS E C F A F A DApproach Delay 49.1 92.5 131.3 52.5Approach LOS D F F D90th %ile Green (s) 14.0 14.0 14.0 7.0 7.0 6.0 6.090th %ile Term Code Coord Coord Coord Max Max Max Max70th %ile Green (s) 14.0 14.0 14.0 7.0 7.0 6.0 6.070th %ile Term Code Coord Coord Coord Max Max Max Max50th %ile Green (s) 35.0 35.0 35.0 7.0 7.0 6.0 6.050th %ile Term Code Coord Coord Coord Max Max Max Max30th %ile Green (s) 35.0 35.0 35.0 7.0 7.0 6.0 6.030th %ile Term Code Coord Coord Coord Max Max Max Max10th %ile Green (s) 46.0 46.0 46.0 7.0 7.0 0.0 0.010th %ile Term Code Coord Coord Coord Max Max Skip SkipStops (vph) 197 147 348 130 138 63 36Fuel Used(gal) 9 4 17 3 14 2 1CO Emissions (g/hr) 662 298 1155 189 960 118 59NOx Emissions (g/hr) 129 58 225 37 187 23 11VOC Emissions (g/hr) 154 69 268 44 223 27 14Dilemma Vehicles (#) 0 0 0 0 0 0 0Queue Length 50th (ft) 112 49 ~350 68 ~208 47 39Queue Length 95th (ft) m#312 m#206 #655 195 #219 m49 61Internal Link Dist (ft) 1205 398 439 310Turn Bay Length (ft) 50Base Capacity (vph) 470 485 538 1132 144 796 141Starvation Cap Reductn 0 0 0 184 0 0 0Spillback Cap Reductn 0 53 26 0 0 0 1Storage Cap Reductn 0 0 0 0 0 0 0Reduced v/c Ratio 0.91 0.59 1.24 0.43 1.57 0.40 0.56









327-337 Summer Street 2017 Build AM Peak Conditions (Residential Alternative)4057: Congress Street & Boston Wharf Road (WSR) 12/7/2012


Lane Group EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL SBTLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width (ft) 12 13 16 12 11 12 12 12 13 12 12 11Storage Length (ft) 0 0 0 0 0 0 0Storage Lanes 1 0 1 0 1 0 0Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Leading Detector (ft) 50 50 50 50 50 50 50 50 50Trailing Detector (ft) 0 0 0 0 0 0 0 0 0Turning Speed (mph) 15 9 9 15 9 15 9 15Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00Frt 0.960 0.988 0.920Flt Protected 0.950 0.950 0.950 0.968Satd. Flow (prot) 1533 1529 0 0 1479 3210 0 1562 1530 0 0 1441Flt Permitted 0.182 0.182 0.250 0.598Satd. Flow (perm) 294 1529 0 0 283 3210 0 411 1530 0 0 890Right Turn on Red Yes Yes YesSatd. Flow (RTOR) 21 8 61Headway Factor 1.14 1.10 0.97 1.14 1.19 1.14 1.14 1.14 1.10 1.14 1.14 1.19Link Speed (mph) 30 30 30 30Link Distance (ft) 478 426 204 941Travel Time (s) 10.9 9.7 4.6 21.4Volume (vph) 184 270 99 7 71 601 41 182 147 49 151 74Peak Hour Factor 0.79 0.87 0.87 0.44 0.60 0.92 0.71 0.96 0.85 0.25 0.85 0.81Heavy Vehicles (%) 6% 12% 8% 0% 7% 0% 0% 4% 11% 2% 7% 19%Parking (#/hr) 0Adj. Flow (vph) 233 310 114 16 118 653 58 190 173 196 178 91Lane Group Flow (vph) 233 424 0 0 134 711 0 190 369 0 0 269Turn Type D.P+P Perm Perm pm+pt PermProtected Phases 5 1 5 1 3 3 4 4Permitted Phases 1 1 1 3 4 3 4 4Detector Phases 5 1 5 1 1 1 3 3 4 4 4Minimum Initial (s) 6.0 15.0 15.0 15.0 1.0 6.0 6.0Minimum Split (s) 12.0 21.0 21.0 21.0 6.0 11.0 11.0Total Split (s) 16.0 42.0 0.0 26.0 26.0 26.0 0.0 15.0 37.0 0.0 22.0 22.0Total Split (%) 16.0% 42.0% 0.0% 26.0% 26.0% 26.0% 0.0% 15.0% 37.0% 0.0% 22.0% 22.0%Maximum Green (s) 10.0 21.0 21.0 21.0 10.0 17.0 17.0Yellow Time (s) 4.0 3.0 3.0 3.0 3.0 3.0 3.0All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0Lead/Lag Lead Lead Lead Lead Lag LagLead-Lag Optimize?Vehicle Extension (s) 2.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None C-Max C-Max C-Max None Min MinWalk Time (s)Flash Dont Walk (s)Pedestrian Calls (#/hr)Act Effct Green (s) 55.0 59.0 43.0 43.0 29.0 33.0 18.0Actuated g/C Ratio 0.55 0.59 0.43 0.43 0.29 0.33 0.18v/c Ratio 0.75 0.47 1.10 0.51 0.77 0.68 1.68Control Delay 38.1 12.6 136.5 17.3 48.8 31.1 357.5



Lane Group SBR ø2Lane ConfigurationsIdeal Flow (vphpl) 1900Lane Width (ft) 11Storage Length (ft) 120Storage Lanes 1Total Lost Time (s) 4.0Leading Detector (ft) 50Trailing Detector (ft) 0Turning Speed (mph) 9Lane Util. Factor 1.00Frt 0.850Flt ProtectedSatd. Flow (prot) 1405Flt PermittedSatd. Flow (perm) 1405Right Turn on Red YesSatd. Flow (RTOR) 131Headway Factor 1.19Link Speed (mph)Link Distance (ft)Travel Time (s)Volume (vph) 122Peak Hour Factor 0.93Heavy Vehicles (%) 0%Parking (#/hr)Adj. Flow (vph) 131Lane Group Flow (vph) 131Turn Type customProtected Phases 4 2Permitted Phases 4 5Detector Phases 4Minimum Initial (s) 6.0 4.0Minimum Split (s) 11.0 21.0Total Split (s) 22.0 21.0Total Split (%) 22.0% 21%Maximum Green (s) 17.0 17.0Yellow Time (s) 3.0 3.0All-Red Time (s) 2.0 1.0Lead/Lag Lag LagLead-Lag Optimize?Vehicle Extension (s) 3.0 2.0Recall Mode Min NoneWalk Time (s) 7.0Flash Dont Walk (s) 10.0Pedestrian Calls (#/hr) 0Act Effct Green (s) 34.0Actuated g/C Ratio 0.34v/c Ratio 0.23Control Delay 4.2



Lane Group EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL SBTQueue Delay 0.0 0.5 0.0 0.0 0.0 0.0 0.0Total Delay 38.1 13.0 136.5 17.3 48.8 31.1 357.5LOS D B F B D C FApproach Delay 21.9 36.2 37.1 241.8Approach LOS C D D F90th %ile Green (s) 10.0 42.0 42.0 42.0 10.0 17.0 17.090th %ile Term Code Max Coord Coord Coord Max Max Max70th %ile Green (s) 10.0 42.0 42.0 42.0 10.0 17.0 17.070th %ile Term Code Max Coord Coord Coord Max Max Max50th %ile Green (s) 10.0 42.0 42.0 42.0 10.0 17.0 17.050th %ile Term Code Max Coord Coord Coord Max Max Max30th %ile Green (s) 10.0 42.0 42.0 42.0 10.0 17.0 17.030th %ile Term Code Max Coord Coord Coord Max Max Max10th %ile Green (s) 10.0 42.0 42.0 42.0 10.0 17.0 17.010th %ile Term Code Max Coord Coord Coord Max Max MaxStops (vph) 171 209 49 456 134 143 157Fuel Used(gal) 3 3 3 7 3 2 19CO Emissions (g/hr) 214 243 189 483 198 164 1321NOx Emissions (g/hr) 42 47 37 94 39 32 257VOC Emissions (g/hr) 50 56 44 112 46 38 306Dilemma Vehicles (#) 0 0 0 0 0 0 0Queue Length 50th (ft) 107 141 ~97 181 92 169 ~252Queue Length 95th (ft) m132 m108 #95 m232 #176 251 #359Internal Link Dist (ft) 398 346 124 861Turn Bay Length (ft)Base Capacity (vph) 310 911 122 1385 246 546 160Starvation Cap Reductn 0 173 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0Reduced v/c Ratio 0.75 0.57 1.10 0.51 0.77 0.68 1.68

Intersection SummaryArea Type: CBDCycle Length: 100Actuated Cycle Length: 100Offset: 85 (85%), Referenced to phase 1:EBWB, Start of GreenNatural Cycle: 150Control Type: Actuated-CoordinatedMaximum v/c Ratio: 1.68Intersection Signal Delay: 66.0 Intersection LOS: EIntersection Capacity Utilization 73.8% ICU Level of Service DAnalysis Period (min) 15~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles.# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.m Volume for 95th percentile queue is metered by upstream signal.






Lane Group SBR ø2Queue Delay 0.0Total Delay 4.2LOS AApproach DelayApproach LOS90th %ile Green (s) 17.0 0.090th %ile Term Code Max Skip70th %ile Green (s) 17.0 0.070th %ile Term Code Max Skip50th %ile Green (s) 17.0 0.050th %ile Term Code Max Skip30th %ile Green (s) 17.0 0.030th %ile Term Code Max Skip10th %ile Green (s) 17.0 0.010th %ile Term Code Max SkipStops (vph) 24Fuel Used(gal) 1CO Emissions (g/hr) 79NOx Emissions (g/hr) 15VOC Emissions (g/hr) 18Dilemma Vehicles (#) 0Queue Length 50th (ft) 11Queue Length 95th (ft) 42Internal Link Dist (ft)Turn Bay Length (ft) 120Base Capacity (vph) 564Starvation Cap Reductn 0Spillback Cap Reductn 0Storage Cap Reductn 0Reduced v/c Ratio 0.23


327-337 Summer Street 2017 Build AM Peak Conditions (Residential Alternative)96: Melcher St & A Street 12/14/2012



327-337 Summer Street 2017 Build AM Peak Conditions (Residential Alternative)96: Melcher St & A Street 12/14/2012


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS C B BApproach Delay 27.4 14.9 16.8Approach LOS C B B90th %ile Green (s) 26.5 26.5 63.5 63.5 63.5 63.590th %ile Term Code Gap Gap Coord Coord Coord Coord70th %ile Green (s) 25.9 25.9 64.1 64.1 64.1 64.170th %ile Term Code Gap Gap Coord Coord Coord Coord50th %ile Green (s) 21.6 21.6 68.4 68.4 68.4 68.450th %ile Term Code Gap Gap Coord Coord Coord Coord30th %ile Green (s) 17.2 17.2 72.8 72.8 72.8 72.830th %ile Term Code Gap Gap Coord Coord Coord Coord10th %ile Green (s) 10.7 10.7 79.3 79.3 79.3 79.310th %ile Term Code Min Min Coord Coord Coord CoordStops (vph) 176 326 443Fuel Used(gal) 3 5 7CO Emissions (g/hr) 199 354 496NOx Emissions (g/hr) 39 69 97VOC Emissions (g/hr) 46 82 115Dilemma Vehicles (#) 0 0 0Queue Length 50th (ft) 99 203 202Queue Length 95th (ft) 32 393 m450Internal Link Dist (ft) 254 82 304 439Turn Bay Length (ft)Base Capacity (vph) 529 899 1184Starvation Cap Reductn 0 0 322Spillback Cap Reductn 0 0 0Storage Cap Reductn 0 0 0Reduced v/c Ratio 0.55 0.68 0.86

Intersection SummaryArea Type: OtherCycle Length: 100Actuated Cycle Length: 100Offset: 9 (9%), Referenced to phase 1:NBSB, Start of GreenNatural Cycle: 70Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.79Intersection Signal Delay: 18.0 Intersection LOS: BIntersection Capacity Utilization 92.8% ICU Level of Service FAnalysis Period (min) 15m Volume for 95th percentile queue is metered by upstream signal.


327-337 Summer Street 2017 Build AM Peak Conditions (Residential Alternative)173: Necco Garage Rd & A Street 12/7/2012





327-337 Summer Street 2017 Build AM Peak Conditions (Residential Alternative)83: Melcher Street & Necco St 12/7/2012





327-337 Summer Street 2017 Build PM Peak Conditions (Residential Alternative)2008: Summer Street & Melcher Street 12/7/2012










327-337 Summer Street 2017 Build PM Peak Conditions (Residential Alternative)1662: Congress Street & A Street








Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRTotal Delay 101.5 43.8 120.5 10.3 336.7 5.1 74.6LOS F D F B F A EApproach Delay 79.9 69.1 123.9 74.6Approach LOS E E F E90th %ile Green (s) 13.0 13.0 13.0 9.0 9.0 3.0 3.090th %ile Term Code Coord Coord Coord Max Max Max Max70th %ile Green (s) 13.0 13.0 13.0 9.0 9.0 3.0 3.070th %ile Term Code Coord Coord Coord Max Max Max Max50th %ile Green (s) 34.0 34.0 34.0 9.0 9.0 3.0 3.050th %ile Term Code Coord Coord Coord Max Max Max Max30th %ile Green (s) 34.0 34.0 34.0 9.0 9.0 3.0 3.030th %ile Term Code Coord Coord Coord Max Max Max Max10th %ile Green (s) 42.0 42.0 42.0 9.0 9.0 0.0 0.010th %ile Term Code Coord Coord Coord Max Max Skip SkipStops (vph) 265 105 243 146 140 100 23Fuel Used(gal) 14 6 9 3 15 3 1CO Emissions (g/hr) 961 412 615 185 1044 202 53NOx Emissions (g/hr) 187 80 120 36 203 39 10VOC Emissions (g/hr) 223 96 143 43 242 47 12Dilemma Vehicles (#) 0 0 0 0 0 0 0Queue Length 50th (ft) 185 82 220 76 ~285 39 26Queue Length 95th (ft) #336 m#333 #438 175 97 m56 25Internal Link Dist (ft) 1205 398 447 390Turn Bay Length (ft) 50Base Capacity (vph) 542 465 477 1133 185 994 95Starvation Cap Reductn 0 0 0 275 0 92 0Spillback Cap Reductn 14 92 49 0 0 211 14Storage Cap Reductn 0 0 0 0 0 0 0Reduced v/c Ratio 1.08 0.91 1.16 0.51 1.65 0.70 0.78









327-337 Summer Street 2017 Build PM Peak Conditions (Residential Alternative)4057: Congress Street & Boston Wharf Road (WSR) 12/7/2012








Lane Group EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL SBTQueue Delay 0.0 34.1 0.0 0.0 0.0 0.0 0.0Total Delay 19.9 127.1 240.5 15.8 26.4 30.3 1663.6LOS B F F B C C FApproach Delay 106.9 83.7 29.6 1243.4Approach LOS F F C F90th %ile Green (s) 9.0 42.0 42.0 42.0 10.0 18.0 18.090th %ile Term Code Max Coord Coord Coord Max Max Max70th %ile Green (s) 9.0 42.0 42.0 42.0 10.0 18.0 18.070th %ile Term Code Max Coord Coord Coord Max Max Max50th %ile Green (s) 9.0 42.0 42.0 42.0 10.0 18.0 18.050th %ile Term Code Max Coord Coord Coord Max Max Max30th %ile Green (s) 9.0 42.0 42.0 42.0 10.0 18.0 18.030th %ile Term Code Max Coord Coord Coord Max Max Max10th %ile Green (s) 9.0 42.0 42.0 42.0 10.0 18.0 18.010th %ile Term Code Max Coord Coord Coord Max Max MaxStops (vph) 139 806 97 150 40 164 759Fuel Used(gal) 3 26 8 3 1 3 279CO Emissions (g/hr) 185 1798 567 211 44 180 19499NOx Emissions (g/hr) 36 350 110 41 9 35 3794VOC Emissions (g/hr) 43 417 132 49 10 42 4519Dilemma Vehicles (#) 0 0 0 0 0 0 0Queue Length 50th (ft) 95 ~753 ~140 58 28 147 ~1153Queue Length 95th (ft) m103 m#781 m#243 92 59 167 #1398Internal Link Dist (ft) 398 346 124 866Turn Bay Length (ft)Base Capacity (vph) 464 949 120 1372 227 535 206Starvation Cap Reductn 0 62 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0Reduced v/c Ratio 0.53 1.20 1.38 0.28 0.28 0.56 4.65







Lane Group SBR ø2Queue Delay 0.0Total Delay 21.1LOS CApproach DelayApproach LOS90th %ile Green (s) 18.0 0.090th %ile Term Code Max Skip70th %ile Green (s) 18.0 0.070th %ile Term Code Max Skip50th %ile Green (s) 18.0 0.050th %ile Term Code Max Skip30th %ile Green (s) 18.0 0.030th %ile Term Code Max Skip10th %ile Green (s) 18.0 0.010th %ile Term Code Max SkipStops (vph) 123Fuel Used(gal) 3CO Emissions (g/hr) 241NOx Emissions (g/hr) 47VOC Emissions (g/hr) 56Dilemma Vehicles (#) 0Queue Length 50th (ft) 96Queue Length 95th (ft) 121Internal Link Dist (ft)Turn Bay Length (ft) 120Base Capacity (vph) 540Starvation Cap Reductn 0Spillback Cap Reductn 0Storage Cap Reductn 0Reduced v/c Ratio 0.61


327-337 Summer Street 2017 Build PM Peak Conditions (Residential Alternative)107: Melcher Street & A Street 12/14/2012



327-337 Summer Street 2017 Build PM Peak Conditions (Residential Alternative)107: Melcher Street & A Street 12/14/2012


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS D C DApproach Delay 36.2 33.6 47.0Approach LOS D C D90th %ile Green (s) 34.0 34.0 56.0 56.0 56.0 56.090th %ile Term Code Max Max Coord Coord Coord Coord70th %ile Green (s) 28.2 28.2 61.8 61.8 61.8 61.870th %ile Term Code Gap Gap Coord Coord Coord Coord50th %ile Green (s) 26.4 26.4 63.6 63.6 63.6 63.650th %ile Term Code Gap Gap Coord Coord Coord Coord30th %ile Green (s) 22.4 22.4 67.6 67.6 67.6 67.630th %ile Term Code Gap Gap Coord Coord Coord Coord10th %ile Green (s) 16.3 16.3 73.7 73.7 73.7 73.710th %ile Term Code Gap Gap Coord Coord Coord CoordStops (vph) 244 449 532Fuel Used(gal) 5 9 9CO Emissions (g/hr) 320 607 601NOx Emissions (g/hr) 62 118 117VOC Emissions (g/hr) 74 141 139Dilemma Vehicles (#) 0 0 0Queue Length 50th (ft) 155 382 539Queue Length 95th (ft) 10 #674 m591Internal Link Dist (ft) 268 72 289 447Turn Bay Length (ft)Base Capacity (vph) 573 838 1097Starvation Cap Reductn 0 0 233Spillback Cap Reductn 0 0 0Storage Cap Reductn 0 0 0Reduced v/c Ratio 0.66 0.91 1.04

Intersection SummaryArea Type: OtherCycle Length: 100Actuated Cycle Length: 100Offset: 5 (5%), Referenced to phase 1:NBSB, Start of GreenNatural Cycle: 75Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.91Intersection Signal Delay: 40.0 Intersection LOS: DIntersection Capacity Utilization 99.5% ICU Level of Service FAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.m Volume for 95th percentile queue is metered by upstream signal.


327-337 Summer Street 2017 Build PM Peak Conditions (Residential Alternative)119: Necco Garage Road & A Street 12/7/2012




Intersection SummaryAverage Delay 3087.4Intersection Capacity Utilization 70.1% ICU Level of Service CAnalysis Period (min) 15

327-337 Summer Street 2017 Build PM Peak Conditions (Residential Alternative)96: Melcher Street & Necco Street 12/7/2012





327-337 Summer Street 2017 Build AM Peak Conditions (Office Alternative)2008: Summer Street & Melcher Street 12/7/2012



327-337 Summer Street 2017 Build AM Peak Conditions (Office Alternative)2008: Summer Street & Melcher Street 12/7/2012



Intersection SummaryArea Type: CBDCycle Length: 100Actuated Cycle Length: 100Offset: 42 (42%), Referenced to phase 1:EBWB, Start of GreenNatural Cycle: 90Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.86Intersection Signal Delay: 23.1 Intersection LOS: CIntersection Capacity Utilization 73.0% ICU Level of Service DAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.m Volume for 95th percentile queue is metered by upstream signal.dl Defacto Left Lane. Recode with 1 though lane as a left lane.


327-337 Summer Street 2017 Build AM Peak Conditions (Office Alternative)1662: Congress Street & A Street 12/7/2012








Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRTotal Delay 63.7 24.8 200.9 10.3 307.7 4.9 52.4LOS E C F B F A DApproach Delay 48.7 131.6 131.4 52.4Approach LOS D F F D90th %ile Green (s) 14.0 14.0 14.0 7.0 7.0 6.0 6.090th %ile Term Code Coord Coord Coord Max Max Max Max70th %ile Green (s) 14.0 14.0 14.0 7.0 7.0 6.0 6.070th %ile Term Code Coord Coord Coord Max Max Max Max50th %ile Green (s) 35.0 35.0 35.0 7.0 7.0 6.0 6.050th %ile Term Code Coord Coord Coord Max Max Max Max30th %ile Green (s) 35.0 35.0 35.0 7.0 7.0 6.0 6.030th %ile Term Code Coord Coord Coord Max Max Max Max10th %ile Green (s) 46.0 46.0 46.0 7.0 7.0 0.0 0.010th %ile Term Code Coord Coord Coord Max Max Skip SkipStops (vph) 198 147 402 137 138 60 36Fuel Used(gal) 9 4 26 3 14 2 1CO Emissions (g/hr) 663 310 1810 195 958 114 59NOx Emissions (g/hr) 129 60 352 38 186 22 11VOC Emissions (g/hr) 154 72 419 45 222 26 14Dilemma Vehicles (#) 0 0 0 0 0 0 0Queue Length 50th (ft) 113 50 ~558 72 ~208 46 39Queue Length 95th (ft) m#312 m#216 m#759 m199 #218 m48 61Internal Link Dist (ft) 1205 398 439 310Turn Bay Length (ft) 50Base Capacity (vph) 470 489 538 1132 144 795 141Starvation Cap Reductn 0 0 0 209 0 0 0Spillback Cap Reductn 0 29 18 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0Reduced v/c Ratio 0.91 0.58 1.37 0.44 1.57 0.40 0.56

Intersection SummaryArea Type: CBDCycle Length: 100Actuated Cycle Length: 100Offset: 0 (0%), Referenced to phase 1:EBWB, Start of GreenNatural Cycle: 150Control Type: Actuated-CoordinatedMaximum v/c Ratio: 1.57Intersection Signal Delay: 105.3 Intersection LOS: FIntersection Capacity Utilization 75.8% ICU Level of Service DAnalysis Period (min) 15~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles.# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.m Volume for 95th percentile queue is metered by upstream signal.








327-337 Summer Street 2017 Build AM Peak Conditions (Office Alternative)4057: Congress Street & Boston Wharf Road (WSR) 12/7/2012








Lane Group EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL SBTQueue Delay 0.0 0.5 0.0 0.0 0.0 0.0 0.0Total Delay 38.1 12.8 136.8 17.9 66.3 31.1 357.6LOS D B F B E C FApproach Delay 21.8 36.1 44.3 238.4Approach LOS C D D F90th %ile Green (s) 10.0 42.0 42.0 42.0 10.0 17.0 17.090th %ile Term Code Max Coord Coord Coord Max Max Max70th %ile Green (s) 10.0 42.0 42.0 42.0 10.0 17.0 17.070th %ile Term Code Max Coord Coord Coord Max Max Max50th %ile Green (s) 10.0 42.0 42.0 42.0 10.0 17.0 17.050th %ile Term Code Max Coord Coord Coord Max Max Max30th %ile Green (s) 10.0 42.0 42.0 42.0 10.0 17.0 17.030th %ile Term Code Max Coord Coord Coord Max Max Max10th %ile Green (s) 10.0 42.0 42.0 42.0 10.0 17.0 17.010th %ile Term Code Max Coord Coord Coord Max Max MaxStops (vph) 171 205 49 481 153 143 158Fuel Used(gal) 3 3 3 7 4 2 19CO Emissions (g/hr) 214 239 189 513 283 164 1321NOx Emissions (g/hr) 42 46 37 100 55 32 257VOC Emissions (g/hr) 50 55 44 119 65 38 306Dilemma Vehicles (#) 0 0 0 0 0 0 0Queue Length 50th (ft) 107 139 ~98 190 109 169 ~252Queue Length 95th (ft) m132 m105 #96 m243 #226 251 #357Internal Link Dist (ft) 398 346 124 861Turn Bay Length (ft)Base Capacity (vph) 310 911 122 1385 246 546 160Starvation Cap Reductn 0 174 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0Reduced v/c Ratio 0.75 0.57 1.10 0.54 0.90 0.68 1.68

Intersection SummaryArea Type: CBDCycle Length: 100Actuated Cycle Length: 100Offset: 85 (85%), Referenced to phase 1:EBWB, Start of GreenNatural Cycle: 110Control Type: Actuated-CoordinatedMaximum v/c Ratio: 1.68Intersection Signal Delay: 66.8 Intersection LOS: EIntersection Capacity Utilization 74.8% ICU Level of Service DAnalysis Period (min) 15~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles.# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.m Volume for 95th percentile queue is metered by upstream signal.






Lane Group SBR ø2Queue Delay 0.0Total Delay 4.2LOS AApproach DelayApproach LOS90th %ile Green (s) 17.0 0.090th %ile Term Code Max Skip70th %ile Green (s) 17.0 0.070th %ile Term Code Max Skip50th %ile Green (s) 17.0 0.050th %ile Term Code Max Skip30th %ile Green (s) 17.0 0.030th %ile Term Code Max Skip10th %ile Green (s) 17.0 0.010th %ile Term Code Max SkipStops (vph) 25Fuel Used(gal) 1CO Emissions (g/hr) 82NOx Emissions (g/hr) 16VOC Emissions (g/hr) 19Dilemma Vehicles (#) 0Queue Length 50th (ft) 11Queue Length 95th (ft) 43Internal Link Dist (ft)Turn Bay Length (ft) 120Base Capacity (vph) 568Starvation Cap Reductn 0Spillback Cap Reductn 0Storage Cap Reductn 0Reduced v/c Ratio 0.24


327-337 Summer Street 2017 Build AM Peak Conditions (Office Alternative)96: Melcher St & A Street 12/14/2012



327-337 Summer Street 2017 Build AM Peak Conditions (Office Alternative)96: Melcher St & A Street 12/14/2012


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS C B CApproach Delay 27.5 16.5 22.6Approach LOS C B C90th %ile Green (s) 26.4 26.4 63.6 63.6 63.6 63.690th %ile Term Code Gap Gap Coord Coord Coord Coord70th %ile Green (s) 25.9 25.9 64.1 64.1 64.1 64.170th %ile Term Code Gap Gap Coord Coord Coord Coord50th %ile Green (s) 21.6 21.6 68.4 68.4 68.4 68.450th %ile Term Code Gap Gap Coord Coord Coord Coord30th %ile Green (s) 17.2 17.2 72.8 72.8 72.8 72.830th %ile Term Code Gap Gap Coord Coord Coord Coord10th %ile Green (s) 10.8 10.8 79.2 79.2 79.2 79.210th %ile Term Code Min Min Coord Coord Coord CoordStops (vph) 178 335 534Fuel Used(gal) 3 5 8CO Emissions (g/hr) 199 368 584NOx Emissions (g/hr) 39 72 114VOC Emissions (g/hr) 46 85 135Dilemma Vehicles (#) 0 0 0Queue Length 50th (ft) 99 210 352Queue Length 95th (ft) 32 418 m462Internal Link Dist (ft) 254 82 304 439Turn Bay Length (ft)Base Capacity (vph) 529 856 1185Starvation Cap Reductn 0 0 319Spillback Cap Reductn 0 0 0Storage Cap Reductn 0 0 0Reduced v/c Ratio 0.55 0.71 0.94

Intersection SummaryArea Type: OtherCycle Length: 100Actuated Cycle Length: 100Offset: 9 (9%), Referenced to phase 1:NBSB, Start of GreenNatural Cycle: 70Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.79Intersection Signal Delay: 21.2 Intersection LOS: CIntersection Capacity Utilization 96.8% ICU Level of Service FAnalysis Period (min) 15m Volume for 95th percentile queue is metered by upstream signal.


327-337 Summer Street 2017 Build AM Peak Conditions (Office Alternative)173: Necco Garage Rd & A Street 12/7/2012




Intersection SummaryAverage Delay 28.9Intersection Capacity Utilization 85.3% ICU Level of Service EAnalysis Period (min) 15

327-337 Summer Street 2017 Build AM Peak Conditions (Office Alternative)83: Melcher Street & Necco St 12/7/2012





327-337 Summer Street 2017 Build PM Peak Conditions (Office Alternative)2008: Summer Street & Melcher Street 12/7/2012










327-337 Summer Street 2017 Build PM Peak Conditions (Office Alternative)1662: Congress Street & A Street








Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRTotal Delay 111.3 45.1 114.2 10.2 344.1 6.0 71.1LOS F D F B F A EApproach Delay 86.4 65.3 119.5 71.1Approach LOS F E F E90th %ile Green (s) 13.0 13.0 13.0 9.0 9.0 3.0 3.090th %ile Term Code Coord Coord Coord Max Max Max Max70th %ile Green (s) 13.0 13.0 13.0 9.0 9.0 3.0 3.070th %ile Term Code Coord Coord Coord Max Max Max Max50th %ile Green (s) 34.0 34.0 34.0 9.0 9.0 3.0 3.050th %ile Term Code Coord Coord Coord Max Max Max Max30th %ile Green (s) 34.0 34.0 34.0 9.0 9.0 3.0 3.030th %ile Term Code Coord Coord Coord Max Max Max Max10th %ile Green (s) 42.0 42.0 42.0 9.0 9.0 0.0 0.010th %ile Term Code Coord Coord Coord Max Max Skip SkipStops (vph) 266 106 237 145 142 134 23Fuel Used(gal) 14 6 8 3 15 3 1CO Emissions (g/hr) 961 416 578 184 1081 237 53NOx Emissions (g/hr) 187 81 113 36 210 46 10VOC Emissions (g/hr) 223 96 134 43 251 55 12Dilemma Vehicles (#) 0 0 0 0 0 0 0Queue Length 50th (ft) 186 83 214 75 ~292 38 26Queue Length 95th (ft) #336 m#336 #429 174 98 m60 25Internal Link Dist (ft) 1205 398 447 390Turn Bay Length (ft) 50Base Capacity (vph) 542 465 477 1133 185 1026 95Starvation Cap Reductn 0 0 0 275 0 100 0Spillback Cap Reductn 26 94 50 0 0 232 10Storage Cap Reductn 0 0 0 0 0 0 0Reduced v/c Ratio 1.10 0.92 1.15 0.51 1.68 0.77 0.74









327-337 Summer Street 2017 Build PM Peak Conditions (Office Alternative)4057: Congress Street & Boston Wharf Road (WSR) 12/7/2012








Lane Group EBL EBT EBR WBU WBL WBT WBR NBL NBT NBR SBL SBTQueue Delay 0.0 34.3 0.0 0.0 0.0 0.0 0.0Total Delay 19.0 154.3 240.6 15.7 26.2 30.3 1663.6LOS B F F B C C FApproach Delay 129.9 84.0 29.6 1244.3Approach LOS F F C F90th %ile Green (s) 9.0 42.0 42.0 42.0 10.0 18.0 18.090th %ile Term Code Max Coord Coord Coord Max Max Max70th %ile Green (s) 9.0 42.0 42.0 42.0 10.0 18.0 18.070th %ile Term Code Max Coord Coord Coord Max Max Max50th %ile Green (s) 9.0 42.0 42.0 42.0 10.0 18.0 18.050th %ile Term Code Max Coord Coord Coord Max Max Max30th %ile Green (s) 9.0 42.0 42.0 42.0 10.0 18.0 18.030th %ile Term Code Max Coord Coord Coord Max Max Max10th %ile Green (s) 9.0 42.0 42.0 42.0 10.0 18.0 18.010th %ile Term Code Max Coord Coord Coord Max Max MaxStops (vph) 135 816 97 149 38 164 759Fuel Used(gal) 3 32 8 3 1 3 279CO Emissions (g/hr) 180 2272 568 210 41 180 19499NOx Emissions (g/hr) 35 442 110 41 8 35 3794VOC Emissions (g/hr) 42 526 132 49 10 42 4519Dilemma Vehicles (#) 0 0 0 0 0 0 0Queue Length 50th (ft) 95 ~839 ~139 57 26 147 ~1153Queue Length 95th (ft) m99 m#876 m#242 91 56 167 #1398Internal Link Dist (ft) 398 346 124 866Turn Bay Length (ft)Base Capacity (vph) 466 948 120 1372 227 535 206Starvation Cap Reductn 0 58 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0Reduced v/c Ratio 0.53 1.27 1.38 0.28 0.27 0.56 4.65







Lane Group SBR ø2Queue Delay 0.0Total Delay 21.1LOS CApproach DelayApproach LOS90th %ile Green (s) 18.0 0.090th %ile Term Code Max Skip70th %ile Green (s) 18.0 0.070th %ile Term Code Max Skip50th %ile Green (s) 18.0 0.050th %ile Term Code Max Skip30th %ile Green (s) 18.0 0.030th %ile Term Code Max Skip10th %ile Green (s) 18.0 0.010th %ile Term Code Max SkipStops (vph) 123Fuel Used(gal) 3CO Emissions (g/hr) 240NOx Emissions (g/hr) 47VOC Emissions (g/hr) 56Dilemma Vehicles (#) 0Queue Length 50th (ft) 95Queue Length 95th (ft) 121Internal Link Dist (ft)Turn Bay Length (ft) 120Base Capacity (vph) 539Starvation Cap Reductn 0Spillback Cap Reductn 0Storage Cap Reductn 0Reduced v/c Ratio 0.61


327-337 Summer Street 2017 Build PM Peak Conditions (Office Alternative)107: Melcher Street & A Street 12/14/2012



327-337 Summer Street 2017 Build PM Peak Conditions (Office Alternative)107: Melcher Street & A Street 12/14/2012


Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLOS D D DApproach Delay 35.0 43.9 48.1Approach LOS D D D90th %ile Green (s) 34.0 34.0 56.0 56.0 56.0 56.090th %ile Term Code Max Max Coord Coord Coord Coord70th %ile Green (s) 30.5 30.5 59.5 59.5 59.5 59.570th %ile Term Code Gap Gap Coord Coord Coord Coord50th %ile Green (s) 26.5 26.5 63.5 63.5 63.5 63.550th %ile Term Code Gap Gap Coord Coord Coord Coord30th %ile Green (s) 22.6 22.6 67.4 67.4 67.4 67.430th %ile Term Code Gap Gap Coord Coord Coord Coord10th %ile Green (s) 16.3 16.3 73.7 73.7 73.7 73.710th %ile Term Code Gap Gap Coord Coord Coord CoordStops (vph) 235 495 524Fuel Used(gal) 4 11 9CO Emissions (g/hr) 311 767 597NOx Emissions (g/hr) 61 149 116VOC Emissions (g/hr) 72 178 138Dilemma Vehicles (#) 0 0 0Queue Length 50th (ft) 201 458 530Queue Length 95th (ft) 12 #751 m592Internal Link Dist (ft) 268 72 289 447Turn Bay Length (ft)Base Capacity (vph) 573 858 1086Starvation Cap Reductn 0 0 232Spillback Cap Reductn 0 0 0Storage Cap Reductn 0 0 0Reduced v/c Ratio 0.66 0.97 1.04

Intersection SummaryArea Type: OtherCycle Length: 100Actuated Cycle Length: 100Offset: 5 (5%), Referenced to phase 1:NBSB, Start of GreenNatural Cycle: 80Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.97Intersection Signal Delay: 44.1 Intersection LOS: DIntersection Capacity Utilization 102.2% ICU Level of Service GAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.m Volume for 95th percentile queue is metered by upstream signal.


327-337 Summer Street 2017 Build PM Peak Conditions (Office Alternative)119: Necco Garage Road & A Street 12/7/2012





327-337 Summer Street 2017 Build PM Peak Conditions (Office Alternative)96: Melcher Street & Necco Street 12/7/2012






Trip Generation

327-337 Summer StreetDetailed Trip Generation EstimateOffice SchemeHoward/Stein-Hudson Associates

Land Use Size Category

Trip Rates (Trips/ksf or

unit)Unadjusted

Vehicle TripsInternal trips1

Capture Rate

Less capture

trips

Assumed national vehicle

occupancy rate2

Converted to Person trips

Transit Share3

Transit Trips

Walk/Bike/ Other Share3

Walk/ Bike/ Other Trips

Vehicle Share3

Vehicle Person Trips


occupancy rate2

Total Adjusted Vehicle Trips

Residential - Apartments 5

18 Total 12.92 233 0 0% 233 1.1 256 19% 49 34% 87 47% 120 1.1 109Units In 6.46 116 0 0% 116 1.1 128 19% 24 34% 44 47% 60 1.1 55

Out 6.46 116 0 0% 116 1.1 128 19% 24 34% 44 47% 60 1.1 55

Retail 6

4.1 Total 42.94 176 0 25% 132 1.8 238 5% 12 43% 102 52% 124 1.8 69KSF In 21.47 88 0 25% 66 1.8 119 5% 6 43% 51 52% 62 1.8 34

Out 21.47 88 0 25% 66 1.8 119 5% 6 43% 51 52% 62 1.8 34

Office 7

139.8 Total 11.01 1,539 0 0% 1,539 1.1 1,693 21% 356 22% 372 57% 965 1.1 877KSF In 5.51 770 0 0% 770 1.1 847 21% 178 22% 186 57% 483 1.1 439

Out 5.51 770 0 0% 770 1.1 847 21% 178 22% 186 57% 483 1.1 439Total Total 1,948 0 1,904 2,187 416 562 1,055

In 974 0 952 1,093 208 281 528Out 974 0 952 1,093 208 281 528


18 Total 0.68 12 0 0% 12 1.1 13 3 5 5 1.1 5Units In 0.20 4 0 0% 4 1.1 4 16% 1 36% 1 49% 2 1.1 2

Out 0.48 9 0 0% 9 1.1 10 24% 2 42% 4 34% 3 1.1 3

Retail 6

4.1 Total 1.00 4 0 25% 3 1.8 6 0 0 3 1.8 1KSF In 0.61 3 0 25% 2 1.8 3 4% 0 43% 1 53% 2 1.8 1

Out 0.39 2 0 25% 1 1.8 2 6% 0 54% 1 40% 1 1.8 0

Office 7

139.8 Total 1.55 217 0 0% 217 1.1 238 43 57 138 1.1 126KSF In 1.36 191 0 0% 191 1.1 210 17% 36 23% 48 60% 126 1.1 114

Out 0.19 26 0 0% 26 1.1 29 27% 8 29% 8 44% 13 1.1 11Total Total 233 232 257 46 62 132

In 197 196 217 36 51 117Out 36 36 40 10 13 15


18 Total 1.43 26 0 0% 26 1.1 28 6 11 11 1.1 10Units In 0.87 16 0 0% 16 1.1 17 24% 4 42% 7 34% 6 1.1 5

Out 0.56 10 0 0% 10 1.1 11 16% 2 36% 4 49% 5 1.1 5

Retail 6

4.1 Total 3.73 15 0 25% 11 1.8 21 1 10 10 1.8 5KSF In 1.83 7 0 25% 6 1.8 10 6% 1 54% 5 40% 4 1.8 2

Out 1.90 8 0 25% 6 1.8 11 4% 0 43% 5 53% 6 1.8 3

Office 7

139.8 Total 1.49 208 0 0% 208 1.1 229 43 55 131 1.1 119KSF In 0.25 35 0 0% 35 1.1 39 27% 11 29% 11 44% 17 1.1 16

Out 1.24 173 0 0% 173 1.1 190 17% 32 23% 44 60% 114 1.1 104Total Total 249 278 50 76 135

In 59 66 15 24 23Out 191 212 35 52 112

Notes:

7. ITE Trip Generation Rate, 8th Edition, LUC 710 (General Office Building), average rate8. ITE Trip Generation Rate, 8th Edition, LUC 931 (Quality Restaurant), average rate

5. ITE Trip Generation Equation, 8th Edition, LUC 220 (Apartment), equation

12/21/2012

Daily Trip Generation

AM Peak Hour Trip Generation

PM Peak Hour Trip Generation

1. Intrenal trips based on ITE Trip Generation Handbook, 2nd Edition, Multi-Use Development

6. ITE Trip Generation Rate, 8th Edition, LUC 820 (Shopping Center), average rate

2. 2001 National vehicle occupancy rates - 1.1: Home to work; 1.8: Retail; 2.2: Social and Recreational3. Mode shares based on 2000 Census data and BTD Data for Area 134. Local vehicle occupancy rates based on 2000 Census data and 2001 National VOR.

327-337 Summer StreetDetailed Trip Generation EstimateResidential SchemeHoward/Stein-Hudson Associates

Land Use Size Category

Trip Rates (Trips/ksf or

unit)

Unadjusted Vehicle

TripsInternal

trips1Capture

Rate

Less capture

trips


occupancy rate2

Converted to Person trips

Transit Share3

Transit Trips

Walk/Bike/ Other Share3

Walk/ Bike/ Other Trips

Vehicle Share3

Vehicle Person Trips


occupancy rate2

Total Adjusted Vehicle Trips


110 Total 7.18 790 0 0% 790 1.1 869 19% 165 34% 296 47% 409 1.1 371Units In 3.59 395 0 0% 395 1.1 435 19% 83 34% 148 47% 204 1.1 186

Out 3.59 395 0 0% 395 1.1 435 19% 83 34% 148 47% 204 1.1 186Retail 6

29.1 Total 42.94 1,250 0 25% 937 1.8 1,687 5% 84 43% 725 52% 877 1.8 487KSF In 21.47 625 0 25% 469 1.8 843 5% 42 43% 363 52% 439 1.8 244

Out 21.47 625 0 25% 469 1.8 843 5% 42 43% 363 52% 439 1.8 244Office 7

4.0 Total 11.01 44 0 0% 44 1.1 48 21% 10 22% 11 57% 28 1.1 25KSF In 5.51 22 0 0% 22 1.1 24 21% 5 22% 5 57% 14 1.1 13

Out 5.51 22 0 0% 22 1.1 24 21% 5 22% 5 57% 14 1.1 13Restaurant 8

0.0 Total 89.95 0 0 0% 0 2.2 0 5% 0 43% 0 52% 0 2.2 0KSF In 44.98 0 0 0% 0 2.2 0 5% 0 43% 0 52% 0 2.2 0

Out 44.98 0 0 0% 0 2.2 0 5% 0 43% 0 52% 0 2.2 0Total Total 2,084 0 1,771 2,556 249 1,032 859

In 1,042 0 886 1,278 125 510 429Out 1,042 0 886 1,278 125 510 429


110 Total 0.56 62 0 0% 62 1.1 68 15 27 26 1.1 24Units In 0.16 18 0 0% 18 1.1 20 16% 3 36% 7 48% 9 1.1 9

Out 0.40 44 0 0% 44 1.1 48 24% 12 42% 20 34% 16 1.1 15Retail 6

29.1 Total 1.00 29 0 25% 22 1.8 39 2 19 19 1.8 10KSF In 0.61 18 0 25% 13 1.8 24 4% 1 43% 10 53% 13 1.8 7

Out 0.39 11 0 25% 9 1.8 15 6% 1 54% 8 40% 6 1.8 3Office 7

4.0 Total 1.55 6 0 0% 6 1.1 7 1 2 4 1.1 4KSF In 1.36 5 0 0% 5 1.1 6 17% 1 23% 1 60% 4 1.1 3

Out 0.19 1 0 0% 1 1.1 1 27% 0 29% 0 44% 0 1.1 0Restaurant 8

0.0 Total 0.81 0 0 0% 0 2.2 0 0 0 0 2.2 0KSF In 0.66 0 0 0% 0 2.2 0 4% 0 43% 0 53% 0 2.2 0

Out 0.15 0 0 0% 0 2.2 0 6% 0 54% 0 40% 0 2.2 0Total Total 97 90 107 17 46 34

In 41 37 44 4 17 16Out 56 53 64 13 29 18


110 Total 0.74 81 0 0% 81 1.1 89 19 35 35 1.1 32Units In 0.45 49 0 0% 49 1.1 54 24% 13 42% 23 34% 18 1.1 17

Out 0.29 32 0 0% 32 1.1 35 16% 6 36% 12 48% 17 1.1 15Retail 6

29.1 Total 3.73 109 0 25% 81 1.8 147 7 71 68 1.8 38KSF In 1.83 53 0 25% 40 1.8 72 6% 4 54% 39 40% 29 1.8 16

Out 1.90 55 0 25% 42 1.8 75 4% 3 43% 32 53% 40 1.8 22Office 7

4.0 Total 1.49 6 0 0% 6 1.1 7 1 2 4 1.1 3KSF In 0.25 1 0 0% 1 1.1 1 27% 0 29% 0 44% 0 1.1 0

Out 1.24 5 0 0% 5 1.1 5 17% 1 23% 1 60% 3 1.1 3Restaurant 8

0.0 Total 7.49 0 0 0% 0 2.2 0 0 0 0 2.2 0KSF In 5.02 0 0 0% 0 2.2 0 6% 0 54% 0 40% 0 2.2 0

Out 2.47 0 0 0% 0 2.2 0 4% 0 43% 0 53% 0 2.2 0Total Total 195 236 26 106 70

In 104 126 17 62 33Out 92 109 9 45 37

Notes:

7. ITE Trip Generation Rate, 8th Edition, LUC 710 (General Office Building), average rate8. ITE Trip Generation Rate, 8th Edition, LUC 931 (Quality Restaurant), average rate

6. ITE Trip Generation Rate, 8th Edition, LUC 820 (Shopping Center), average rate

2. 2001 National vehicle occupancy rates - 1.1: Home to work; 1.8: Retail; 2.2: Social and Recreational3. Mode shares based on 2000 Census data and BTD Data for Area 134. Local vehicle occupancy rates based on 2000 Census data and 2001 National VOR.5. ITE Trip Generation Equation, 8th Edition, LUC 220 (Apartment), equation

12/21/2012

Daily Trip Generation

AM Peak Hour Trip Generation

PM Peak Hour Trip Generation

1. Intrenal trips based on ITE Trip Generation Handbook, 2nd Edition, Multi-Use Development

Documents

327-337 Summer Street and 319 A Street PNF, Boston