medford garage final report 10.15.11
TRANSCRIPT
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Medord Square
Fil Rport Octobr 15, 2010
MaDvlomn
Uil, Inc.
Nlon\Naad Conulin Aocia
for th City of Mdford
Fasibiliy SudyGarage
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Prepared or
Th City of Mdford
Myor Michl J. McGly
I cooprtio with
Lr DiLorzo, Dirctor
Ofce of Community Development
85 George Hassett Drive
Mdford, Msschstts 02155
781-396-5500
www.medford.org
Prepared by
PROJeCT ManaGeMenT
MassDevelopment
160 Fdrl Strt
Bosto, Msschstts 02110
617-330-2000
www.massdevelopment.com
LeaD COnSuLTanT
util, Ic.
architctr + Plig
50 Summer Street
Bosto, Msschstts 02110
617-423-7200www.utiledesign.com
TRanSPORTaTIOn COnSuLTanT
nlso\nygrd Cosltig associts
10 High Strt, Sit 903
Bosto, Msschstts 02110
617-521-9404
www.nelsonnygaard.com
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Acknowledgements
I. Introduction
Executive Summary
Stdy ar
Mthodology
Pblic Prticiptio
II. Existing Conditions
urb Dsig Isss
existig Prkig Isss
III. Garage Site SelectionGovernors Avenue Site
Forst Strt Sit
Chevalier Site
City Hll Sit
IV. Parking Management Plan
and Recommendations
Supply Enhancement
Improved Walking Access
Prkig Zoig d
Management Program
Pricing Revenues & CostsSigig Pl
V. Proposed Garage Site
Sit Dscriptio
Site Impacts
VI. Garage Studies
Dsig approchs
Brick Grg
Gr Grg
VII. ConclusionsGrg
Trafc and Parking
Sstibility
7
8
10
12
14
17
19
22
3339
41
43
45
47
50
53
58
6264
67
69
76
87
88
90
102
115116
117
119
123
124
126
132
134
144
148
156
166
168
174
176
VIII. Appendix
Bibliography: Previous Studies
Proprty Titl Srch
Memorandum: Possible
Permits Required
MEPA Threshold Review
Environmental Report Overview
Structural Review
Preliminary Cost Estimating
Overview
Memorandum: PhotovoltaicPanel Specications
Memorandum: Financing the
Costrctio d Oprtios
d Mitc of nw
Garage in Medford Square
Memorandum: Overview
of Modlr Costrctio
Procurement
Relevant Building Code
excrpts
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Prepared or
The City o Medord
Michl J. McGly, Myor
Oce o Community Development
Lr DiLorzo, Dirctor
Clodagh Stoker-Long, Economic Development Planner
Consultants
MassDevelopment, Project Management
util, Ic., architctr d Plignlso\nygrd Cosltig associts, Trsporttio Plrs
Harry R. Feldman, Inc., Environmental Engineering
KVAssociates, Inc., Cost Estimating
Samiotes Consultants, Civil Engineering
Simpson Gumpertz & Heger (SGH), Structural Engineering
Solar Design Associates, Photovoltaic Consulting
Acknowledgements
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I.Irduci
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The goal of the Medford Garage Feasibility Study was to a)idtify th bst sit, prkig cpcity, d lyot of w pblic
parking garage, b) propose options for design approaches to the
garage, and c) embed the logic of a new parking garage within
an overall parking management strategy for the Medford Square
downtown core. To arrive at the most informed and compelling
recommendations, MassDevelopment and the planning team
util, Ic., d nlso\nygrd Cosltig associtsworkd
closly with Lr DiLorzo, Dirctor of th City of Mdford
Ofce of Community Development, and sought the feedback of
Mayor Michael J. McGlynn, City staff, and Medford community
members at several stages during the iterative planning process.
Public input was generated through two public meetings andwritten surveys.
The Feasibility Study resulted in ve important recommendations:
1. Build a Garage to Accommodate Future Development
A four-and-a-half-story parking garage with 178 vehicular spaces
d 22 bik spcs shold b bilt o th xistig lot btw
Governors Avenue and Bradlee Road, replacing the 163-space
municipal garage formerly on the site. This garage is adequate
to meet the future economic development of Medford Square if
the garage is part of a larger parking management plan for the
Downtown area. The garage will provide parking for existing busi-
nesses, for future retail and restaurant establishments, as well as
the patrons of the nearby Chevalier Theatre.
2. Forward a Sustainable Agenda in Planning and Design
The garage should be a high-quality and architecturally distinctive
building that can be considered a contributing visual asset to the
Square. The design should be driven by a sustainable agenda and
include photovoltaic (solar) panels, adequate natural ventilation
and daylighting, bicycle parking, accommodations for electric
and shared cars, innovative storm water management, and other
sustainable features to make the garage a Zero Net Energy
demonstration project in the Commonwealth.
Executive Summary
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3. Initiate a Comprehensive Parking Management StrategyNew parking supply in the western half of the Square, as provided
by a new garage, will not alleviate the on-street parking situation,
especially if there is a fee to park at the garage. Improved parking
management practices are necessary to moderate heavily utilized
prime parking areas and incentivize the use of a new garage. A
comprehensive parking management strategy for the Downtown
area will include tiered pricing for both metered spaces and
permits (business and residential), a relaxation of parking time
limits, and adequate enforcement.
4. Institute a Pricing Program
A demand-responsive priced parking management system in theSquare can equitably assure available parking spaces for all user
groups, including long-term spaces for employees and convenient
front-door spaces for customers. Financing the recommended
garage is made much more feasible if such pricing is success-
fully instituted, providing the City with new sources of revenue.
5. Improve Main Trac Intersection
The ve-legged intersection at High, Forest, Salem, Riverside, and
Main streets is currently an impediment to pedestrian movement
between the east and west halves of Medford Square, effectively
splitting the Squares parking supply. With some trafc and public
space improvements at this intersection, the overall vehicularlevel of service would not be negatively impacted, and a civic
space could be created at the very heart of the Square.
The analysis conducted and recommendations proposed in this
Feasibility Study are intended to arm the City of Medford, and
the design team they ultimately choose, with the regulatory and
technical information necessary to move the design and con-
struction of a new municipal garage forward. The comprehensive
appendix to this report is comprised of memos from a host of
subconsultants that outline the potential permits that may be
required for the garage, environmental conditions on the site,
structural implications of various systems, specications forphotovoltaic panel systems, conceptual cost estimates, construc-
tion and maintenance nancing implications, relevant building
code provisions, and an overview of modular construction options.
In total, the report provides the future design team with vetted
conceptual options for the garage, and the means to engage the
project quickly, with City and public support.
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i. iu
UrbAN
DesIgN
stUDy
AreA
trAffIC AND
pArkINg
stUDy AreA
pood
gaa si
Ci Hall
Chvali
tha
po
Ofce
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Utile, Inc., the lead urban design consultant, devised a planningpproch tht lyzd grg loctio d lyot optios t th
same time that Nelson\Nygaard, Utiles transportation planning
sub-consultant, conducted a comprehensive analysis of the
quantities and utilization rates of the existing parking supply.
As a result, the planning team was able to dovetail existing site
opportitis with rigoros lysis of ftr ds. This rport
describes the role analysis played in determining the location
d pproprit scl of th grg. Brod drstdig of th
existing conditions also helped to frame a specic set of recom -
mendations for a Downtown-wide parking management approach.
The planning began by a test of four discrete sites in the Square as
possible locations for a municipal parking garage (see Section III:
Garage Site Selection). Drafted plans revealed the most efcient
parking garage conguration and the specic number of spaces
that could be generated on each site. In addition, the overall merits
of ch sit d pottil grg wr ssssd, to llow th clit
team to select a preferred site on which the team would focus for
the remainder of the Feasibility Study.
Of the four potential sites assessed, the Governors Avenue park-
ing lot site was selected by the client team. Utile tested two plan
options for the sitea zero-lot-line option, and a slightly smaller
optiod two fcd strtgis. Ths fcd strtgis wr
kept purposely divergent, to provide the City with two differentbut equally feasible options for future design. Conceptual cost
estimates were developed for both options.
MethodologyUrban Design and Garage Study
High
street
governorsAvenue
badleeroad
LeFt: th prpsd garag si is
bw Grrs Au ad
Bradl Rad, jus High Sr.
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Recognizing the likely interaction that a new garage would havewith the existing Medford Square parking system, Nelson\Nygaard
developed a methodology that considered current parking sup-
plis, thir tiliztio, d how thy r rgltd. This icldd
detailed inventories, parking activity observations, user surveys,
d Prkig Op Hos workshop.
Th Prkig Op Hos ws codctd to hlp idtify sc-
cesses and needs in the existing parking management system.
Participants provided input on parking needs and potential
improvements through hands-on mapping and voting exercises.
This exercise was supplemented by a survey distributed at local
businesses and advertised online through the Citys web page.
In order to accurately assess the number of spaces required
for a parking garage in Medford Square, the team completed a
dtild prkig tiliztio stdy. Rthr th rly o tiol
averages to develop demand estimates, this approach measures
the real demand for parking within a reasonable walking distance
of the target garage site(s). Nelson\Nygaard created a detailed
parking inventory for all publicly accessible parking spaces, and
conducted counts throughout an entire day to determine how the
spaces were utilized. This led directly to an estimate of the exist -
ing demand and the need for additional supply.
Nelson\Nygaard then conducted an evaluation of walking condi-
tions in the Square, and their impact on the ability of motorists
to access destinations on foot once parked. Using a 5-minute
maximum walk time, and assuming various future walking improve-
ments, they determined the catchment area for the target site(s).
Finally, projected garage trafc was assigned to local streets to
assess the impact on vehicular safety and local congestion at
rby itrsctios.
Trac and Parking Study
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To help identify needs in and potential improvements to MedfordSquares parking system, the team and City held a Parking Open
Hos workshop o Mrch 31, 2010, t Mdford City Hll. Th
open public forum was designed to allow all participants to help
identify areas of concern regarding parking in the Square, and to
offer suggestions on how to improve the current parking condi -
tions. The Open House included a voting exercise to elicit general
parking preferences and small group discussions where com-
ments were made and recorded directly onto large tabletop maps
of the Squares parking inventory. The Open House was well-at-
tended by the local business community and nearby residents. All
map comments were transferred to illustrations included in this
report (see pp. 3031), and all voting results are summarized inthe accompanying pie charts (see facing page and p. 29). In ad-
dition, a broad public survey was distributed in paper and online
that resulted in more than one hundred responses. The workshop
and survey results helped target the teams recommendations
and provided a valuable users perspective on parking operations.
Filly, Pblic Mtig ws hld J 16, 2010, drig which
the consultant team shared the preliminary analysis and recom-
mendations for parking management strategies, siting and sizing
of a municipal parking garage, and conceptual studies for a
garage on the Governors Avenue site. The public was invited to
comment after the presentation. Some of the public recommenda-
tions and suggestions are reected in this report.
PublicParticipation
RIGHt: Cmmuiy mmbrs a h Public Mig Ju 16, 2010.
FACInG PAGe: Cmms rm wrkshp ad sury rspds.
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I sometimes bypass shoppingin Medford Square because I
know parking will be hard to find.
I do not like the time-limited
parking because I find myself
wasting time moving a car.
I would like for it to be easier
to get to Medford Square by
biking or taking transit.
I would like to park only once
and walk to all of my destinations
when I come to Medford Square.
I would be willing to pay to park
if I knew I was going to get a
convenient space for as long
as I wanted to stay.
I would run more errands in
Medford Square if I knew there
would be convenient parking at
my destination.
A new parking garage would
solve Medfords problems.
I dont mind parking a little
further away from my destination
if it means I dont have to search
for parking.
I avoid using parking garages
because they seem unsafe.
I usually circle for parking
because I prefer to park on
the street right in front of my
destination.
2229
16
3
3
8
9
39
45
29
respondents
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II.exisigCdiis
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Ci Hall
Chvali
tha
poOfce
ABove: Mdrd Squar wih h eas ad Ws Squars highlighd.
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ii. ex c
Medford Square centers on the ve-legged intersection at High,Forest, Salem, Riverside, and Main streets. While this crossroads
once served as a node for pedestrian activity and exchange, the
intersection is now dominated by constant vehicular trafc, which
effectively divides the square in two halves, the East and West
Squares. Currently, the conguration and character of Medford
Square, and the area that surrounds it, is dened by the needs
of the large number of vehicles that pass through the Square
every day. As a result, dedicated turn lanes, smooth turning radii
to maximize trafc speed, and a street layout that maximizes
the number of vehicular movements from any intersection, has
reduced the pedestrian realm to narrow sidewalks and pedestrian
islands marooned in the middle of trafc.
Th East Square is populated by a collection of small retail
storefronts that line both Salem Street and Riverside Avenue. This
commercial fabric quickly terminates at River Street, where City
Hall and its grounds mark a change in density and streetscape
character. Surface parking lots, both municipal and private, sur-
round City Hall grounds, extending south to Clippership Drive and
st to I-93.
Th West Square is more densely inhabited, and is characterized
by a collection of small retail storefronts, low-rise ofce buildings,
and medical ofce buildings lining High Street. Above High Street,
the fabric quickly transforms into a residential neighborhoodcomprised primarily of single-family housing stock. West Square
also contains several historic structures.
Urban Design IssuesEast vs. West Square
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In addition to the parking supply issues that inuenced therecommendations of the report, the team also weighed several
rb dsig isss icldig pdstri wlkbility, rchitctrl
character, and placemaking opportunities. Both sides of the
Square have pleasant architectural and streetscape character,
bt thr is otbl lck of pdstri gthrig spcs tht
would contribute a vibrant walking quality to the Square. The most
obvious location for public gathering should be at the center of
the Square, currently the most pedestrian-challenged location.
A thorough assessment of walking conditions in Medford Square
was conducted to evaluate the potential market for a new garage
within a 5-minute walk of the target site(s). A number of walking
issues were identied and mapped by the consultant team, includ-
ing obstructions, missing signing and crosswalks, poor sidewalk
conditions, difcult sight lines, and areas of higher trafc speeds.
As part of the walking inventory, the intersections of High and
Main Streets, and High Street and Governors Avenue were
determined to be notable barriers to walking in the Square
particularly between the East Square and West Square.
Pedestrian Experience
FACInG PAGe, toP: Pdsrias ar
h Salm / Frs irsci wih
High Sr.
FACInG PAGe, BottoM LeFt: Clls
High Sr, a h irsci
Grrs Au i h Ws Squar,
is a ppular ic cram ad sadwich
shp.
FACInG PAGe, BottoM RIGHt: th-lggd irsci High Sr,
Frs Sr, Salm Sr, Rirsid
Au, ad Mai Sr.
LeFt: Pdsrias i h eas Squar.
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ii. ex c
thr is ry lil lg-rm parkig r cusmrs i ihr hal Mdrd
Squar. Spar capaciy xiss, bu i h ms dsirabl lcais. A garag
may b cssary i uppr r acacis ar lld, hugh i ds d b
a larg garag. Wihu a parkig maagm sysm i plac, a w parkig
srucur al will sl h prblm a pauciy prim spacs.
existig Prkig Typs10 Miu
15 Miu
15 Miu Ladig
30 Miu
1 Hur
2 Hurs
2 Hur Busiss Prmi
2 Hur Muicipal emply
Pria Rsidial
Busiss Parkig
Urgulad
Cusmr Parkig
Cmmur L
Ws Squar
eas Squar
Prpsd Garag Si
exisig Parkig Spacs#
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Parking utilization counts revealed a signicant amount of vacantparking spaces in the Square during the busiest time of parking
demand. A utilization rate of 85 percent is considered ideal,
and should be the goal of the parking management plan in the
Square. In its current state, of the more than 1,300 public spaces
in the Square, nearly 500 are vacant at the peak hour of 11AM,
rsltig i lss th 65 prct tiliztio. Prkig o th st
side of the square is under 55 percent utilized with more than
300 vacant spaces at peak 11AM accumulation. Parking on the
west side of the square is better utilized at 76 percent, but nearly
140 spaces still remain vacant in this area.
Unfortunately, the vacant spaces in the Square are in the most
remote locations. Key commercial streets are almost entirely full
of cars for much of the workdayparticularly High Street, Salem
Street, and Riverside Avenue. Governors Avenue is also nearly
full during the workday. Similarly, the Governors Avenue surface
lot is heavily utilized all day, whereas lots in the eastern half of
the Square rarely reach 50 percent occupancy. The commuter lot
adjacent to I-93 rarely has cars in it.
Spatial analysis of parking patterns throughout the day reveals
that most business permit spaces are full before 9AM. Nearly
all prime customer-friendly front-door spaces on High, Salem,
and Riverside ll up shortly after 9AM. Participants in the
Parking Open House (March 31, 2010) indicated that a lot oflong-term employee parking occurs at these prime spaces, and
the online survey revealed that the vast majority of the Squares
employees park in the western half of the square where parking
is constrained, while nearly three-quarters of customers only
nd parking in the eastern half of the Square. It is likely that the
customers are forced to park in more distant locations while
employees occupy prime spaces.
The spatial analysis directly contributed to the demand estimation
for w prkig grg. By ssssig th tiliztio rt of prk-
ing within the immediate 5-minute walking distance of the target
site(s), Nelson\Nygaard evaluated whether demand exceeded
available supply sufciently to warrant new supply in the western
half of the Square. For the Governors Avenue site, this assess -
ment revealed an 85 percent utilization rate, which is considered
ideal. No new parking is necessary currently, but will be immi -
tly, with th itrodctio of w bsisss log High Strt.
Given this sites existing high demand for parking, it is a valuable
location for a garage, but parking management techniques would
need to be implemented within the 5-minute walking distance to
sr it is tilizd.
Parking Utilization
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ii. ex c
th ab map shws h arag uilizai r h curs wkday,
basd daa cllcd by nls\nygaard i April 2010. I al, Mdrd
Squar parkig (1,300 spacs al) is udr 65 prc uilizd. oly h
Grrs Au L, lwr Grrs Au, ad pris High, Salm, ad
Rirsid srs xcd h dsird 85 prc uilizai a crai ims day.
Prkig utiliztio
0-50%
50-75%
75-85%
85-100%
100%
Ws Squar
eas Squar
Prpsd Garag Si
exisig Parkig Spacs#
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East Square750 Parkig Spacs
Medford Square1,320 Parkig Spacs
West Square517 Parkig Spacs
th ab abls dmsra ha parkig dmad i h eas Squar is
sigicaly lwr hrughu h day ha dmad r parkig spacs i h
Ws Squar. Midday parkig ccupacy i Ws Squar apprachs 85 prc
us, whil ccupacy i eas Squar r xcds 55 prc.
Prkig Occpcis
70
638
368
385
408
345
272
481
329
424
398
355
0%
10%
20%
30%
50%
40%
60%
90%
100%
70%
80%
7AM 9AM 11AM 1PM 3PM 5PM
281
1022
743
538
810
455
553
744
690
606
761
526
0%
10%
20%
30%
50%
40%
60%
90%
100%
70%
80%
7AM 9AM 11AM 1PM 3PM 5PM
211
339
375
153
422
108
281
263
361
176
363
171
0%10%
20%
30%
50%
40%
60%
90%
100%
70%
80%
7AM 9AM 11AM 1PM 3PM 5PM
Optimaluse
Periodwithmostoccupiedspaces
Occupied
Vacant
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ii. ex c
Parking management in the Square today is almost nonexistent.The City has no dedicated enforcement personnel, and the
Police Department has public safety duties that limit its ability
to enforce parking regulations in the Square. The department
dispatches safety personnel to write tickets in the Square only
intermittently, and typically in response to complaints. Given the
high labor cost associated with enforcing time limits, it is not
surprising that many violations are unenforced.
Parking Open House participants who work in the Square were
aware that violations are rare, and many regular business custom-
ers are reported to take advantage of limited enforcement as
well. Unfortunately, occasional customers and any new or pass-by
customers assume that they can only stay for the posted time
limits or risk a parking ticket.
Parking Management
BeLoW LeFt AnD RIGHt: exisig -sr parkig ad sigag i h Ws
(l) ad eas (righ) Squars.
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Community Feedback and Analysis
General community feedback was provided at both the March 31,2010 Parking Open House workshop and in a survey distributed
to area businesses, customers and residents both online and
in paper form. This public input elucidated for the project team
current patterns of parking use in Medford Square. Specically,
the feedback identied a preference among Medford Square
employees for both lot and street parking in the West Square,
which affects availability of parking for West Square business
patrons. According to community observation and input, a major-
ity of customers park in the East Square because availability in
the West Square is quite limited during business hours.
Fdbck gthrd t th Prkig Op Hos lso hlpd th
team understand the primary vehicular and pedestrian chal-
lenges and opportunities in Medford Square for the community.
Leading concerns include confusing trafc rules and the lack of
adequate parking for senior citizens. Principal suggestions for
improving parking access in Medford Square include making use
of currently unused streetfront parking zones and implementing a
sigg strtgy to bttr idtify prkig opportitis.
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ii. ex c
East Square Street
33%
West SquareStreet
19%
West Square Lot
27%
West Square Street
37%
East Square Lot
27%
WestSquare Lot
9%
EastSquareStreet
9%
East Square Lot
39%
th graphics shw ab summariz rsuls gahrd rm h March 31, 2010, Parkig op Hus ad h papr ad
li sury disribud ara busisss, cusmrs, ad rsids.
Prfrrd Prkig LoctiosCustomers Employees
Primary Considerations for Parking Choice
Customers Employees
Location
50%
%
Ease offindinga spot
Ease offindinga spot
33% 31%
27%
Location
58%
Type of Parking
Price
Avoid Tow/Ticket
7%
7%Price
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Suggestions from the
Community
thrugh h public prcss sm
gral rcmmdais mrgd:
cusmr parkig ds x im
prids; busisss a Mai ad High
Srs ar aracig pdsrias;
ad h ara ds gallris,
bksrs, cas, ad pubs.
Gd1. r all-day parkig; shuldb busiss parkig; ds
shul ad lighig
thr cars ca park i r 2.Armry i lis ar paid
thr cars ca park i r 3.Rlads i lis ar rpaid ad
1 hydra is rmd (2 hydras
wihi 15 )
tw cars ca park i r 4.Hisrical Sciy
Pah shuld b li ad5.maiaid r say
L/Garag shuld b r high6.urr; ds b larg;
cc garag Chalir
thar
Z r rush hur parkig7.trac calmig z8.80 100 r bussculd9.his spac b br uilizd?
L ds br sigag10.Plac sigag r arby parkig11.Gd parkig supplyD ak12.away hs ls
Grl Isss d
Problems
A h March 31, 2010 Parkig op
Hus, gral cmmuiy ccrs
mrgd. Ladig ccrs iclud h
cusig rac ruls ad h lack
adqua parkig r sir ciizs.
Higha. Sr: Church dmad rparkig
Armry/Mdical cs usB.parkig l
CvS is grar walkig racC.
r hr busisssn way g High Sr rmD.Mai nrh; will crss
; bus backs up rac
easy--d parkige.
Specic Problems Identied
n. hadicappd parkigt ar: Dicul r ib.mrig ad xi i ig
durig pak ims; bad i wir
orw rsidial srs:c.Ppl park all day (i rdr
ak bus Bs)
Wsr High Sr: Furalsd.ad waks ca caus rac back-
ups; lack aailabl spacs
High Sr ws Frs Sr;
arrw
Lack rcm i Busiss.Prmi Sci
Limid ickig Bradl Radf.Ccr abu sigag rg.isirs Chalir thar
n way g High Sr rmh.
Mai Sr gig rh; will crss ; bus backs up rac
n hadicappd parkigi.
Prkig Op Hos
Surcs:
May 15, 2009, Mdrd Plic Parkig
iry; MassGIS; nls\nygaard;
March 31, 2010 Parkig op Hus
Ws Squar
eas Squar
Prpsd Garag Si
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ii. ex c
ca
d
h
b
CA
i
e
D
3
2
4
1
5
6
8
7
10
911
12
Suggestions from the Community
General Issues and Concerns from the Community
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III.Garag SiSlci
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1
3
2a
2
Governors Avenue Site
ProsHisrically wll-usd
o High Sr (back a layr)
tw mas ry/xi
o mal map parkig
pis
Adjac w rsaura / rail
Cls Mdrd Squar Mdical
nxus
Cosnarrw si
Adjac xisig rsidial
3 City Hall SitePros
eas accss I-93
Ampl l r ci parkig
Parkig surplus r uur
dlpm
CosRlaily ar rm cr
Squar
tra c wuld d b r-
rud
Pssibly rduda Harard
vaguard Garag
1 2a Forest Street SitePros
nar Chalir thar
Cls cr Squar
tw mas ry/xi
CosPrpry acquisii ad
dmlii
Chevalier Site
ProsAdjac Chalir thar
CosSmall, awkward si
Adjac xisig rsidial
2b
Harvard
Vanguard
Garage
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iii. g s s
Four locations in Medford Square were considered as potential sitesfor th ftr grg. Of th sits stdid, thr r loctd i th
West Square, a decision driven by Nelson\Nygaards assessment
that the West is closer to reaching the need for extra supply (see pp.
2425 for a more extensive discussion of existing parking utilization
rates).
Although the project team initially considered the possibility of an
underground garage on each of the four sites, preliminary cost
estimate studies revealed that subterranean garage construction
costs would total, by conservative measures, at least twice as much
as equivalent above-grade garage construction. The economic
fsibility of drgrod grg o y of th cosidrd sits
seemed unrealistic based on high projected costs and modest
revenue projections. Further study thus focused on above-ground
grg optios for ll for sits.
Each site was subject to a rigorous planning assessment; the sur-
rodig bildig cotxt d th possibl try d xit coditios
were considered carefully before a maximum build-out scenario was
drafted. This rst assessment led to a concise pros and cons list
for all four sites, information that ultimately assisted the client and
project team in selecting the preferred site for further study.
The drafted plans demonstrate a feasible structured parking solu-
tion for each parcel under consideration. While only one sitethe
Governors Avenue Sitewas developed further, the other three op-
tions should be considered viable solutions for future study, should
additional structured parking become necessary in the Square.
Sites UnderConsideration
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1 Governors Avenue Site
governorsAvenue
badlee
roa
d
2a Forst Strt Sit
foetst
eet
Hihstreet
Highstreet
book
Lan
e
badle
eroad
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iii. g s s
2b Chevalier Site
viws ar a dir scals.
3 City Hll Sit
Cit
yH
allM
all
rin
groa
d
rivesideAvenue
foetst
eet
ba
dle
er
oad
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Level 1
Level 2
Level 5
ery rm
Bradl Rad
ery rm
Grrs A
Subrraa
spac
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iii. g s s
Governors Avenue SiteThe Governors Avenue Site was selected as a candidate for the
potential garage for a host of reasons. It was the site of the previous
garage (which collapsed in 2005; see pp. 7071), and continues to
be a heavily used parking option for employees and customers of
the West Square. In this rst iteration, later rened, the garage was
planned to maximize the site, in a zero-lot-line conguration. This and
ltr optios sd th 10-foot topogrphicl ris cross th sit tomake use of two entrances, one at Bradlee Road (on the lowest por-
tion of the site), and one at Governors Avenue (at the highest grade).
Given the narrow width of the site and changes in the Massachusetts
building code, it is impossible to t an efcient two-bay double-
loaded plan. As a result, the four-and-a-half-oor garage yields 178 to
238 parking spaces, depending on its conguration on the site.
Post Ofce
Chvali
tha
178238ac
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ery rm Brks La
Level 1
Level 2
Srr
Frs Sr
ery rm
Frs Sr
Subrraaspac
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iii. g s s
Forest Street SiteThe Forest Street Site currently hosts a vacant one-story com-
mercial building that would be demolished to accommodate a
ftr grg. Bcs of cosidrbl grd chg cross th
site (rising from Forest Street to Brooks Lane), this garage has two
entrances, one into each level of the garage, and no internal ramp-
ing. The main entrance from Forest Street sits as far away from the
Salem Street intersection as is possible, and allows for a shallow
storfrot bffr log th soth d of th bildig. Th grod
oor is a at plate of parking that would require minor excavation
into the back of the site. The back entrance, accessed from Brooks
Lane, leads to another at plate of parking. The overall benet of
this scheme is its simplicity; also benecial is its proximity to the
Post Ofce and the Chevalier Theatre.
Post Ofce
Chvali tha
87ac
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Level 1
Level 2
ery rm Frs
Sr
ery rm Bradl Rad
Subrraa
spac
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iii. g s s
Chevalier SiteWhile the Chevalier site does not immediately seem a viable loca-
tion for a parking structure, two signicant characteristics of the
sit csd it to b icldd i th stdy. Lik th Forst Strt sit,
its proximity to the under-parked Chevalier Theatre (in this case im-
mediate adjacency), was its primary asset. Additionally, the extreme
natural grade rising from Forest Street to Bradlee Road allows for a
simple two-plate solution without a costly internal ramping system.
Crrtly, th sit is srfc prkig lot, flly tilizd throghot
the day by Post Ofce employees and visitors to the Square. The
main entrance to the ground oor is on Forest Street, and a back
entrance to the upper level can be accessed from Bradlee Road.
This scheme effectively doubles the number of spaces that can be
accommodated on the site.
Chvali
tha
Post Ofce
59 ac
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Level 1
Levels 2-5
ery rm Ciy
Hall Mall
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iii. g s s
City Hall SiteThis parcel (located behind Medford City Hall) is the only site of the
four considered located in the East Square. It was included in this
study because it was identied in the 2005 Medford Square Master
Plan s prfrrd ftr grg sit. Of ll of th sits cosidrd,
it is the most unhampered by surrounding context; there are no im -
mediately adjacent buildings, and the site itself is ample enough to
hold a large, efcient two-bay double-loaded garage. This ve-storyscheme has one entrance accessed from City Hall Mall. In order to
make vehicular access most convenient, City Hall Mall should be
re-routed to become a two-way street, which could also allow easier
access to the adjacent Harvard Vanguard Garage. Although there is
no current need for extra parking supply in this section of the Square,
sch grg cold b bilt s prkig bk to corg ftr
development on nearby underutilized sites.
Ci Hall
Havad Vanuadgaa
376ac
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Iv.ParkigMaagm
Pla adRcmmdais
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toP: th irsci High Sr,
Frs Sr, Mai Sr, Rirsid
Au, ad Salm Sr.
FAR LeFt: Sigag High Sr a h
irsci wih Grrs Au
dircs drirs h xisig surac
parkig l a h prpsd garag si.
LeFt, toP AnD BottoM, AnD ABove:
Sigag i Mdrd Squar.
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iV. Pk Mm P rqum
The parking study revealed signicant supplies of vacant parking inthe Square, but a lack of fees or nes results in the prime spaces
becoming fully occupied early in the day because they are closer
and more convenient to the Squares destinations. Unfortunately,
this characteristic of the Square will not change with the introduc-
tion of more parking supply at the target site(s). Furthermore, if a
fee for parking is introduced at a new garage, it will become the
least desirable place to park given the number of unpriced vacant
spaces within a 5-minute walk. Therefore, the team recognized that
a number of parking management strategies would be necessary
throughout the Square in order to balance demand and support the
nancing of a new garage.
Parking Management Planand Recommendations
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In the course of collecting parking inventory information and observ-ing walking conditions, the consultant team observed a number of
locations where additional on-street parking could be added. Several
locations were already used for parking, even though signs in these
locations indicated No Parking. Overall, nearly 80 such spaces
were identiedmostly in the eastern half of the Square. With the
planned re-alignment of Clippership Drive resulting in a net loss
of 10 spcs, o-strt dditios lswhr will s t gi of
approximately 30 spaces in the Squaresimply through the use of
pit d sigs.
Supply Enhancement
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iV. Pk Mm P rqum
Curr rdlpm alg Clipprship Dri will add 30 parkig spacs i
his srch Clipprship, ad ak away 40 -sr spacs, r a lss 10
spacs. Pai ad sigag al culd s his dci ad add a addiial 40
(+/-) spacs i h Squar, r a gai apprximaly 30 spacs.
Prkig: additiol Spcs
-10
+7
+7+8
+3
+2
+2
+10 ~30additional
spaces
Parkig expasi
Parkig Lss
10 Miu
15 Miu
15 Miu Ladig
30 Miu
1 Hur
2 Hurs
Ws Squar
eas Squar
Prpsd Garag Si
exisig Parkig Spacs#
2 Hur Busiss Prmi
2 Hur Muicipal emply
Pria Rsidial
Busiss Parkig
Urgulad
Cusmr Parkig
Cmmur L
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ABove: Rcgurai h mai irsci wuld graly impr h
pdsria xpric i h Squar by shrig h crssig disac ad
dlay, ad wuld als cily r up addiial parkig spacs h eas
Squar pars h Ws Squar.
LeFt: exisig cdii a h irsci High Sr, Frs Sr, Mai
Sr, Rirsid Au, ad Salm Sr.
FACInG PAGe: th xisig Ll Sric h irsci irmd h
ab rcmmdais.
n-park bx allw r
mrgcy hicl accss
Frs Sr
tw-way ra c
Rirsid Au
tw-way ra c
Salm Sr
nw pdsria plazas
crad all crrs
h irsci,
icras public spac ad
shr crssig disac
salemstreet
riveideAvenue
Highsteet
Mainst
reet
ringroad
foretstr
eet
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iV. Pk Mm P rqum
Highsteet
forestAvenue
riveside
Main
street
salem
Highsteet
forestAvenue
salem
riveside
Mainst
reet
Improved Walking Access
High and Main streets intersect with Salem Street, Forest Street,and Riverside Avenue at the core of Medford Square. This ve-legged
intersection includes medians and islands on two crosswalks,
breaking up the pedestrian crossing experience. The intersections
signal was timed by the consultant team to calculate average
pedestrian delay. While the average amount of pedestrian delay is
low (good pedestrian level-of-service) for each individual crosswalk,
the cumulative effect of needing to cross as many as three smaller
crosswlks to gt cross th itrsctiopls th fct tht th
maximum delay on each crosswalk is poorresults in a signicant
barrier to circulation between the east and west sides of the square.
Whereas no signal delay would enable the customers of businesses
near High Street and Governors Avenue to access the underutilizedparking spaces near City Hall with a 5-minute walk, the current signal
operation means that a parker near City Hall cannot get across the
main intersection in 5 minutes on foot.
Given the high pedestrian crossing delay observed at the inter-
sctio of High d Mi strts, nlso\nygrd bg to tst
intersection improvements that would reduce crossing delays
while preserving the vehicular capacity of the intersection. It was
determined that re-orienting the Forest Street approach to intersect
only with Salem Street could preserve all operations and levels of
service while converting the intersection to a standard four-way
with shorter crossings and no medians. The solution warrants more
detailed evaluation, but models show little change in vehicular delayand notable improvements to pedestrian delay, enabling many more
parking spaces that are vacant today to be accessed from Square
businesses within a 5-minute walk.
High Street and Governors Avenue safety conditions and crossing
delays were also evaluated by the consultant. Simple curb exten-
sions at this location would have a signicant safety advantage while
oticbly rdcig th crossig distc. This wold rslt i lowr
crossing delays and more parking supply within a short walk.
By making improvements to these two intersections, the consultant
determined that 208 vacant parking spaces would become acces-
sible within a 5-minute walk of the Governors Avenue lot, allowingnearly 90 more cars to be parked nearby before reaching the ideal
85 prct tiliztio rt.
Average Level
of Service
Maximum Level of
Service
> 60 seconds Very High
High
Moderate
Low
Delay Time
Likelihood ofPedestrian
Noncompliance
41 to 60 seconds
31 to 40 seconds
21 to 30 seconds
10 to 20 seconds
< 10 seconds
Level of
Service
Moderate-High
E
C
A
D
Moderate-Low
F
B
Lvl o
svic Dla tim
Lilihood opdian
Noncomlianc
> 60 scds
41 60 scds
31 40 scds
21 30 scds
10 20 scds
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93
pood Dla,accomlihd wih concual
incion imovmn
hown on viou a
No
Dela
y
th walkig disac wih n Dlay, shw ab i h lighr rag ,
rprss a hrical scari i which a pdsria wuld b rquird
wai r a sigal chag g acrss h -lggd irsci a h cr
Mdrd Squar, r a passig car a usigalizd crssigs. Wihu ay
dlay, a pdsria rigiaig a ihr h prpsd garag racs a
h Grrs Au si culd rasably walk h ur dgs h ligh
rag ara i 5 mius walkig im. I raliy, pdsrias i Mdrd Squar
ac sigica dlays wh crssig hs irscis. I h wrs cas
scari, a pdsria cmplyig wih ra c sigals spds mr ha 2 mius
aigaig w r hr crsswalks a Mai ad High Srs br rachig h
hr sid h irsci. this Maximum Dlay, rprsd by h darkr
rag i h diagram, rsuls i a sigicaly smallr ara accssibl
wihi 5 mius walkig im, ad rdrs may eas Squar busisss iac-
cssibl i a 5-miu walk rm h Grrs Au si. A Prpsd Dlay,
which culd b accmplishd by rcgurig h irsci (as shw i h
ccpual rdrig p. 52), wuld acilia br accss bw h as
ad ws scrs h Squar durig ims pak hicular ra c.
Governors Avenue Five-Minute Walking Area
pood gaa
enanc
Maxim
u
mDe
lay
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iV. Pk Mm P rqum
93
th csula am als calculad h 5-miu walkig ara rm a mr
rm rigi i a udruilizd parkig l ar Ciy Hall. th lighr rag
shap ab dpics h ara accssibl a pdsria bgiig a 5-miu
walk rm h cr h public l suh Rirsid Au wih
crssigs dlay. I his n Dlay cas, a pdsria is abl accss a sigica
pri h Ws Squars shps ad rsauras alg High Sr. Hwr,
cmplyig wih h curr crssig idicais a High ad Mai Srs wih
maximum sigal dlay assumd wuld dlay h sam pdsria by r
2 mius, cily limiig pdsria accss Ws Squar busisss
alghr. th Prpsd Dlay accmplishd by rcgurig h irsci
wuld rcc h as ad ws hals h squar.
Clippership Lot Five-Minute Walking Area
Maxim
umDelay
NoDelay
pood Dla
Clihi Lo
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3 Cra crssigs1 Cra rdr 5 Cmpl sidwalk
6 Impr sidwalk slp 7 Add curb ramp 8 Rm pls
14 Rm cig 16 Rcsruc curb ad walkway15 Wid mdia prci
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iV. Pk Mm P rqum
Recommendations for Pedestrian Improvements
Cra rdr1.Add waydig sigag2.Cra crssigs3.Impr sigh lis4.
Cmpl sidwalk5. Impr sidwalk slp6.Add curb ramp7.Rm pls8.Mak n Righ Rd9.Rduc spds10.
Rduc spds11.Rduc spds12.Cra crssigs13.Rm cig14.
Wid mdia prci;15. rpai crssigs; rcsruccurb ad walkway
Rcsruc curb ad16.walkway
ths ar bsrais ad rcmmdais rm nls\nygaard r
immdia pdsria imprms.Ws Squar
eas Squar
Prpsd Garag Si
1
2
3
4
5
6
7
8
9
10
11
12
1314
15
16
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Absent incentives to utilize vacant spaces in the Square, parking willcontinue to be heavily utilized and difcult to nd in the most desir -
able parts of Medford Square. A new parking garage alone will not
alleviate this problem. Furthermore, the need to collect parking fees
at a garage (in order to pay for its construction and maintenance)
while surrounding streets remain free will likely see the garage be-
come the parking destination of last resort, which typically leads to
disinvestment. Given this well-documented condition in downtowns
throughout the United States, the consultant team recommends a
parking management program that helps shift long-term parkers
(such as employees) to more underutilized remote spaces while free -
ing up prime spaces for visitors and customers.
The City is encouraged to implement a demand-responsive parking
management approach that has proven successful in numerous
cities in the United States. By implementing on-street pricing that is
higher where demand is highest and lower (or free) where demand
is lowest, the City can ensure availability for customers, guaranteed
parking for employees without the fear of ticketing, protection of
residential neighborhoods from spillover parking, and sufcient
utilization of a new parking garage. Fair pricing strategies will also
help cover the cost of operating and maintaining the garage and
other parking assets.
Four key elements comprise the recommended parking manage-
ment approach to support the optimal utilization of the garage whileimproving the availability of parking in the Square:
Implement Market Rate Pricing Recognizing that parkers re-
spond to pricing, a minimum of three pricing tiers are suggested that
correspond with local market prices. If implemented in response to
utilization patterns, availability can increase throughout the Square
while allowing patrons to pay according to the desirability of the
parking spaces.
Parking Zoning and Management Program
Above: A multi-spac mtr.
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Eliminate Time Limits The current time limits are only appropriatefor a limited number of parkers in the Square. If demand-responsive
pricing is in place, time limits are unnecessary as cost will encourage
turnover in time intervals that better match the real needs of those
working, visiting, or residing in the Square.
Use Multi-Space Meters New payment technologies have dramati-
cally improved the ease of payment, enforcement, and revenue
collection for paid parking spaces. Multi-space meters have sig-
nicantly fewer streetscape impacts, as one unit can serve many
spaces. They offer features such as credit card payment, payment
by cell phone, remote recharging from different points in the Square,
and transmission of space availability information to mobile devices
and the internet. A pay-by-space system is recommended with space
numbers posted on buildings or curbside.
Expand Parking Permit Program Utilizing the same demand-
responsive approach that should be implemented for public parking,
employees, commuters, and residents should have different tiers of
long-term monthly parking available for purchase on a monthly basis.
Financial Impact
Utilizing the modeled pricing structure, Nelson\Nygaard estimated
that surplus annual funds could be generated for the City that would
be best directed to improvements in the Square, such as signing,
landscaping, and pedestrian or bicycle amenities. Local manage -ment of the parking system would result in greater surpluses versus
contracting with a private vendor for operations and enforcement.
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Scrio a
Horly Prkig Permit Parking
High-dmad Parkig$$$
Mdra-dmad Parkig$$
Lg-rm Parkig$
Fr Parkig
Garag Parkig$
emply Parkig$$
Rsidial Parkig$
Rsidial Parkig 5PM-8AM wkdays ad wkdsemply Parkig 8AM-5PM wkdays
$
Ws Squar
eas Squar
Prpsd Garag Si
exisig Parkig Spacs#
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iV. Pk Mm P rqum
tw scaris ar shw hr, i which parkig r h Squar wuld b diidd
i pricig zs. As h ky (s acig pag) dscribs, -sr pricig is
highr whr dmad is highs ad lwr (r r) whr dmad is lws.
Usig such a sragy, h Ciy ca sur ha h ms ci -sr
spacs i h cr h Squar will ihr ur r quickly r gra
dc ru. th lws pricd, r r, spacs ar lcad a h priphry
whr dmad is lwr, ad hs willig walk ca b guarad h las-
xpsi parkig pis. th dirc bw h w scaris is simply
h allcai mply parkig aras. I Scari A (acig pag), mplys
ad rsids shar spacs durig h wrkig hurs. I Scari B (ab),
mplys ar rsricd rsidial srs.
Prkig: Proposd Pricig Zos
Scrio B
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The draft pricing structure is based upon con-servative estimates of supportable pricing in the
Medford Square marketplace. While these prices
might be a good starting place, the City should
carefully observe actual utilization patterns and be
prepared to adjust prices up or down depending
on how close parking utilization is to 85 percent
of capacity on any block face or in any off-street
facility.
Applying these conservative rates to the observed
utilization rates in each hourly pricing zone, over
$600,000 of annual revenues can be expected,
given the recommended hours of operation that
reect daily demand patterns. Similarly, tiered
monthly permit prices would conservatively gener-
ate another $185,000 per year, for a total revenue
stream exceeding $1,000,000 annually. Utilizing
this approach to pricing will generate most of the
revenue to cover parking system expenses from
on-street spaces, but not a new garage. This
recognizes the value that prime spaces have over
garage spaces, which are not as convenient.
By implementing this approach throughout the
Square and eliminating time limits, net revenuecan be made available for local improvements if
the City chooses to self-nance the new multi-
space meters. Assuming that annual debt service
on an installation of 30 units will be no more than
$30,000, on-call maintenance and service costs
would require up to an additional $75,000 per
year. Two full-time personnel with benets are es -
timated to cost $250,000 per year for dedicated
enforcement and maintenance.
Alternately, many municipalities choose to have
their entire system run privately. While a precise
estimate is not possible, given typical ratios ob-
served in other cities, Nelson\Nygaard estimates
that as much as three-quarters of the total system
revenues would be lost to the private entity.
Pricing Revenues & Costs
On-Street Fee Structure
High-Demand Spaces 82
Hours of Operation 9AM to 7PM
Hourly Fee $1.00
Moderate-Demand Spaces 265
Hours of Operation 9AM to 5PM
Hourly Fee $0.75
Long-Term Spaces (inc. garage) 310
Hours of Operation 10AM to 4PM
Hourly Fee $0.50
Annual Revenue by Hourly Paid SpaceTotal Annual Revenue per
High-Demand Space
$2,606
Total Annual Revenue per
Moderate-Demand Space
$1,564
Total Annual Revenue per
Long-Term Space
$1,043
Revenue at Existing Utilization Rates
Total Annual High-Demand
Parking (77% utilized)
$165,000
Total Annual Visitor Parking (66%
utilized)
$274,000
Total Annual General Parking
(51% utilized)
$165,000
Total Annual Hourly
Paid Parking Revenue
$603,000
Revenue at Target Utilization Rate (85%)
Total Annual Customer Parking $182,000
Total Annual Visitor Parking $352,000
Total Annual General Parking $275,000
Total Annual Hourly
Paid Parking Revenue
$809,000
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iV. Pk Mm P rqum
Monthly Permit Fee Structure
Garage Permits
(75% of Probable Capacity)
135
Hours of Operation 9AM to 5PM
Monthly Fee $60
Employee Permits 525
Hours of Operation 9AM to 5:30PM
Monthly Fee $15
Residential Permits N/A
Hours of Operation 5:30PM to 9AM
First Permit (Annually) $10
Second Permit (Annually) $30
Third & Each Additional Permit
(Annually)
$100
Annual Revenue by Permit
Total Annual Revenue per Garage
Permit
$720
Total Annual Revenue per
Employee Permit
$180
Total Annual Revenue per
Residential Permit
$10; $30; $100
Annual Permit RevenueGarage Permit Revenue
(180 spaces)
$90,720
Employee Permit Revenue
(525 permits)
$94,500
Total Annual Permit Revenue $185,220
Annual Parking System Revenues
Paid Parking Revenue $603,000
Permit Revenue
(Optimal Garage Capacity)
$185,000
Enforcement Revenue (Est.) $250,000
Total $1,038,000
Annual Parking System Costs (sel-nanced)
Equipment Service, Maintenance
(30 pay stations)
$75,000
Personnel $250,000
Total after Maintenanceand Operations
$713,000
Annual Parking System Costs (privately-nanced)*
Service Contract Estimate $800,000
Personnel $65,000
Total after Maintenance
and Operations
$173,000
* The privately nanced option is based upon an assump-tion that private vendors typically ofer an annual pay-
ment to the municipality in exchange or collecting and
retaining all enorcement revenues. The scenario above
assumes an annual payment o approximately $250,000
to the municipality ($1,038,000 in revenues, minus this
$250,000 payment, reveals the Service Contract Estimate
o approximately $800,000). One City stafer at hal-time
would still be required to manage the relationship with
the vendor.
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Transitioning from a time-limited enforcement system to a pay-as-you-go unlimited parking system can be very simple to describe to
the traveling public. Other than special regulations for buses, loading,
or sfty clrcs, ll xistig prkig rgltory sigs c b r-
moved. Simple pay for parking signs can be placed at entry points
to each pricing zone, with the only additional signs at the multi-space
meters themselves. Adhesive stickers indicating the hourly charge
c b plcd o sigs withi crti zos. Sch stickrs c b
replaced easily if the pricing structure changes. Similar barrier signs
c b sd o rsidtil strts d log strts sd for low-
rate monthly paid parking.
Signing Plan
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iV. Pk Mm P rqum
DC
A
e
a. Buldr, Clrad
B. Palm Bach, Flrida
C. Dr, Clrad
D. Salm, Massachuss
e. Salm, Massachuss
Bst Prctics Sigg
b
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governorAvenue
badleeroad
High
str
eet
Rsidial
Buildig
FuralHm
RailSrr
FuurRsaura
Rsaura
Rsaura
ocs
th Grrs Au si is currly a 70-spac muicipal parkig l. As h
imags suggs, i is alms always lld capaciy.
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th highs pi h si is h rhws crr, whr h l ms h
rsidial buildig. Raiig walls, rmas h udai h prius
garag, d his crr.
Site Description
The Governors Avenue parking lot, the preferred site for furtherstudy, is located immediately adjacent to the center of activity in the
west half of Medford Square. The edge dimensions of the trapezoidal
parcel are approximately 244 feet to the north, 108 feet to the east,
215 feet to the south, and 115 to the west, resulting in an overall
site area of 25,848 square feet.
Th sit is bodd o th st by Brdl Rod d o th wst by
Governors Avenue. To the immediate north of site, sitting above sig-
nicant retaining walls, is a ve-story brick residential building and a
small ofce building. The southernmost quadrant of the block, facing
High Street, is occupied by several retail and restaurant storefronts.
Crrtly, th sit is occpid by slopig 70-spc srfc prkiglot. The topography on the site is notable. From its highest point at
the northwest corner of the lot (facing Governors Avenue) to its low -
est elevation at its southeast corner (facing Bradlee Road), the site
drops approximately 10 feet. The abutting retail storefronts that face
oto High Strt r ll sigl-story strctrs, with th xcptio of
Gaffey Funeral Services.
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ABove: Drawigs h prius garag, which was dmlishd i 2005.
I discussis wih h Ciy ad h public durig h Parkig op Hus,
h am d grally gai public prcpi h prius garags
apparac. Wih a hay, paqu ccr clsur, ad lil aural ligh r
rasparcy, h dsig h garag limid isual cci bw isid
ad usid, ad his lack isibiliy cribud a rducd ss scuriy
amg may parkrs.
Elevations
Typicl Pl
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V. Pp g s
th prius garag ccupid irually h ir pri h si. I was
a w-ad-a-hal-sry ccr buildig wih ry w pigs allw r
ilai ad daylighig.
From 1983 to 2005, a 164-space, two-and-a-half-level garageexisted on the Governors Avenue site. Building and zoning codes in
effect during the construction of this garage allowed for much denser
occupation of the site than could be achieved in the current regula -
tory climate. The width of parking stalls was then much narrower
than current building code allows, and drive aisles were similarly less
generous. Additionally, the garage presented signicant barriers to
handicapped accessibility: it lacked an elevator to connect all three
parking levels, and offered too few designated accessible parking
stalls. It is important to note that any contemporary garage on this
site would thus not achieve the same density.
accordig to th 2005 Medford Square Master Plan, occpcy of
the previous garage was consistently high, reaching 84 percent oc-
cupancy in the morning hours and more than 90 percent occupancy
i th ftroo hors. I thir rct lysis of th sit, nlso\
Nygaard observed similarly high occupancy in the current surface lot,
which houses approximately 70 cars.
The previous garage was demolished in the spring of 2005, after the
top oor collapsed.
Previous Garage
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Fll Sit Optio
Prtil Sit Optio
10 rm rsidial
buildig
ery rm
Bradl Rad
178ac
238ac
10
Zr-l-li buildig
10 15 30
15
o-sry ry
paili rmGrrs Au
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V. Pp g s
I ordr to drstd th cpcity of th sit, d th prkig co-gurations the parcel could hold, the design team tried two primary
plig optios.
Full Site Option This maximum option was studied purely to
understand the number of parking spaces that could be generated
on the site, devoid of other considerations. This full site plan yields
238 vehicular spaces. The considerable downside to this option is
its relationship to the buildings to the north: it is a mere 10 feet from
the existing residential and ofce buildings. As street-level perspec -
tives demonstrated, this garage is not responsive to concerns that it
t into the context.
Partial Site Option The second option attempted pulls the buildingback slightly from the northern lot line, to allow for a 30-foot setback
from the adjacent buildings. An entry pavilion at the Governors
Avenue entrance is still required in order to take advantage of the
natural high point of the grade, but this entry is a small single-story
appendage, set back 15 feet from the lowest oor only. Shade-
tolrt trs d bioswl cold b isrtd i th rsltt gp
between the garage and the buildings to the north to create a visual
buffer and to help deal naturally with storm water runoff. This option
yields 178 vehicular spaces and a minimum of 22 bicycle spaces.
Visual Impact o New Garage
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exisig Cdiis:
Surac parkig l
Full Si Garag
Parial Si Garag
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V. Pp g s
oc h plas wr i plac, simpl
digial massig mdls bh pis
wr buil s h isual impac
h garag h si rm arius
prspcis. ths prspcishlpd h cli ad dsig am
arri a a dcisi rward h
Parial Si pi, as h Full Si
Garag was massi ad irusi
i h cx.
Ulimaly, h ccpual dsig was
a rm h Parial Si pi.
I h rd schm, s i Sci
vI his rpr, h archicur
ad massig wr adjusd brak
dw h bulk h buildig whil
maiaiig h maximum umbr
parkig spacs.
toP: ery h Parial Si Garag
rm Grrs Au.
MIDDLe: th Full Si Garag rm
Grrs Au.
RIGHt: th xisig surac l.
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Site Impacts
Given that a garage previously occupied the site, and that the sitecrrtly hosts wll-sd srfc lot, it c b ifrrd tht prk-
ing use is compatible with this location. Numerous business owners
and customers of the West Square who attended both the Parking
Op Hos d th Pblic Mtig xprssd spport for w
garage on this site, for the relief it will offer to the perceived parking
decit in this half of the Square. Among those most likely to utilize
the garage are patients and visitors to the nearby medical ofces,
employees and customers of High Street businesses, and evening
patrons of the Chevalier Theatre.
Although the Governors Avenue site is zoned as a zero-lot-line parcel,
th optios forwrdd i this stdy ckowldg th cotxtl d
fctiol d for stbcks o th sothr d orthr dgs
of the site. While the adjacent businesses to the south use their
High Street addresses as the primary means of entry and access,
these businesses also have secondary or service entries currently
accessed from a narrow passageway to the rear of their buildings,
dirctly off of th crrt prkig lot.
In addition, the team looked at both the vehicular and visual impact
of w grg o th srrodig strts d bildigs. Th
existing residential and ofce buildings to the north, which sit very
close to the lot line, were carefully considered in the garage massing
strtgis.
LeFt AnD MIDDLe: Lcal busisss
i Mdrd Squar.
ABove: A mdical c buildig
a h crr High Sr ad
Grrs Au.
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V. Pp g s
Positive Impacts on the Surrounding Uses
thr ar a umbr lcal csiucis i h wsr hal Mdrd Squar
ha will b rm a w garag h Grrs Au si. Amg hs
csiucis ar h isirs ad pais h arius mdical cs h
ws Grrs Au, h rail ad busiss cusmrs h High Sr
busisss, ad pars h Chalir thar Frs Sr. Pridig a
sa, jyabl, ad accssibl ru bw h garag ad h thar will b
crucial rgig a prgrammaic cci bw h w buildigs.
pood
Nw gaa
Mdod squa
Mdical Nxu
Chvali
tha
rail and buin
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1High/Forst Pththis pahway aks adaag
h alrady-xa Ciy sidwalksad h plasa amsphr
h Squar, ulimaly rig h
ms pial aciiy h cr
h Squar. Alhugh i is a w
sps lgr ha h hr pis,
i rquirs irually capial
imprms. Waydig sigag
bw h garag ad Chalir
highligh his ru is h ly
suggsd imprm. this is h
rcmmdd pahway.
2Brooks L Pththis pahway wuld sd pds-
rias acrss Bradl Rad, ad
dw hrugh a xisig allyway
bw w prialy wd build-
igs. this spac is currly usd r
pria parkig, ad wuld rquir
h Ciy parrig wih h pria
wrs cduc h rquisi
capial imprms (lighig, pa-
ig, sigag) mak his a asibl
pdsria pi.
3Brdl Rod Pththr ar sral majr disadaags
his pahway. Firs, pars wuld
ha climb h sp grad uppr
Bradl Rad, a grad ha may
m accssibiliy sadards. och pdsria rachs h p, h/
sh mus slip bw w rsidial
buildigs (h curr si h
rsidial dumpsrs), ad a w
sair/ramp wuld d b isrd.
th rmaiig slpig grad dw
h Chalir parkig l wuld als
rquir rgradig.
pival
ownd
o
pival
ownd
o
s ainin wall and nc o
idnial dum
Signicant dip in the pavement
foetst
eet
Hihstreet
badle
eroad
Chevaliertheare
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V. Pp g s
Pedestrian Impacts
th dsig am iiially csidrd sral pssibl rus bw h
Grrs Au si ad Chalir thar ha pririizd, aryig dgrs,
h shrs ru bw h w srucurs, h ms isually irsig
ru, ad h pah wih h las pgraphic chag (ad hus h las csly
iri). I rdr pimiz all hs ccrs, h prjc am arrid
a h cclusi ha h pdsria ru alg High Sr ad up Frs
Au maximizd cicy ad pdsria xpric whil miimizig css.
pood
Nw gaa
Bradl Rad Pah
777 = 0.15 mils = 3 mius
Brks La Pah
805 = 0.15 mils = 3 mius
High/Frs Pah
957 = 0.18 mils = 3.6 mius
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t aiga h 5- dirc i grad bw h back passagway (33- lai) ad h buildig irirs (28- l-ai), h xisig curyard spac wuld b r-gradd h 28- ll, ad a sair ad accssibl ramp wuld b isrd.
BeLoW, LeFt: th rar xi a lcal rsaura acs h Grrs Au si.
BeLoW, RIGHt: th xisig udruilizd pck spac.
+33
+28
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V. Pp g s
High Strt Bildigs: Bck etrc
Th rtil bildigs o High Strt tht bck p to th pottil
grg sit r zro-lot-li bildigs: thy sit xctly o th prcl
line. The previous garage on this site was set back approximately
three feet to allow for a service passageway between the garage
and these buildings. In the massing schemes for the future garage,
the new building allows for a more generous ve-foot passageway
btw th grg d th rtil bildigs. Th slop log th
passageway length rises gradually from Bradlee Road to Governors
Avenue, and with slight grading adjustments, can be fashioned into a
handicapped-accessible route from the garage to the rear of the High
Strt bildigs. a xistig, drtilizd pockt of spc i th
center of this block can be re-graded to match the oor level of the
retail buildings, and a stair and accessible ramp inserted to create a
plst try spc to ccss ll bttig bildigs.
I addii makig h passagway wd-clad (a bardwalk), buildig-mud lighig alg h passagway ad suspdd lighig ab h w
ry spac culd cra a plasa ig xpric r pars uur
rsauras husd i hs buildigs. exrir saig culd als b csidrd
r his spac.
Impacts to Access
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A new parking garage in Medford Square of approximately 180vehicular spaces, and a minimum of 22 bike spaces, can be expected
to see a worst-case volume of 110 entering cars in the morning peak
hour and 110 existing in the evening peak hour. Utilizing census data
and existing vehicle turning movement counts at the intersections of
High and Main streets, and High Street and Governors Avenue, the
consultant team distributed potential garage trafc through these
itrsctios i ch pk hor.
The High Street and Main Street intersection processes a signicant
volume of trafc in each peak hourapproximately 3,000 carsand
would be almost entirely unaffected by a new garage adding less
than 100 new vehicles in either peak hour to the intersections least
congested movements.
The High Street and Governors Avenue intersection processes 1,100
cars in the morning peak with a 7-car queue on stop-controlled
Governors Avenue, which contributes to a Level of Service (LOS)
E. However, the garage would be served by an entrance off of
Governors Avenue north of High Street, resulting in no impact to this
intersection in the morning. In the evening, the Governors Avenue
queue today is only 3 cars on average, but the exiting garage will add
up to another 6 cars to this queue. The intersection would drop from
a LOS D to LOS E with a 9-car queue extending up Governors Avenue
near the garage exit. While a trafc signal at Governors Avenue and
High Street would solve this situation, the delay is acceptable for astop-controlled minor street. It is advisable to observe actual condi-
tions before proceeding with new trafc controls.
Nonetheless, this intersection would benet from improved
geometry that would increase driver sight lines compromised today
Vehicular Impacts
existig OprtiosPM Pak (All tra c)
40%
25%
15%
Highsteet
governorsA
venue
badle
er
oad
salemst
reet
Mainst
eet
20%
C
D
o arag, 3-car quu i h PM
pak hurs.
nls\nygaard bsrd 57 cars
urig l High Sr rm
Grrs Au.
Currly, illgal l urs rm
Bradl Rad High Sr
caus dlays.
%
C
D
e
Lvl o svic
21-30 Scd Dlay
31-40 Scd Dlay
41-50 Scd Dlay
o h cars mighrugh his irsci,
his prc las i his
dirci
Illgal ur
brook
sL
nf
oretstr
eet
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V. Pp g s
Recommendations
Wih h addii a 180-spac
garag i his ara Mdrd
Squar, nls\nygaard
rcmmds h llwig acis
allia h ra c impacs
lisd blw:
Rrsal Bradl Rad1.dirci i his blck will
limia h hra illgal
l urs.
Isallai curb2. xsis will aid sigh lisad rduc crssig dlays.
180-spc GrgPM Pak (All tra c)
40%
25%
15%
Highsteet
governorsA
ve
badle
er
oad
salemst
reet
Mainst
eet
20%
C
e
o h cars pullig u h
garag, i is simad ha 22
wuld ur righ, ad 71 wuld
ur l.o arag, 7-car quu i h PM
pak hurs.
nls\nygaard simas 99 cars
wuld ur l High Sr
rm Grrs Au.
o cars laig h garag
Bradl Rad, a simad 17
wuld ur righ High Sr.
by cars parked in and close to the intersection. Simple curb exten-sios clrig crs bck s littl s t ft t th corrs d
removing parked cars from the intersection would allow Governors
Avenue motorists to merge into High Street trafc more safely,
reducing perceived delay. Furthermore, the curb extensions would
greatly improve pedestrian safety and reduce crossing delays,
capturing more existing parking spaces within a short walk of the
Squares businesses.
Trafc Circulation Changes
Th thrt of illgl lft trs ot of Brdl Rod oto High Strt
increases given the possibility of long queues on Governors Avenue
at High Street during the PM peak hour as the garage empties. Thismaneuver is already observed by the consultant team and many
workshop participants. While a new median break at the Governors
Avenue garage exit would enable better access to eastbound High
Street for garage users, the queue for left turns onto High Street
might discourage this route and preserve the appeal of exiting at
Bradlee Road. Therefore, the team recommends reversing the direc-
tio of Brdl Rod for th o block soth of Portr Rod, possibly
supported by a new median break at Porter Road on Governors
Avenue. This treatment enables new access to the garage from High
Street without using Brooks Lane, eliminates the risk of left turns
from Bradlee Street onto High Street, helps discourage cut-through
trafc on Bradlee Road into the Square, and preserves easy accessto ll proprtis o Brdl Rod. Vhicls hdig wst o High
Street can easily bypass the left-turn queue.
1
2
2
1
brook
sL
nf
orets
treet
poteroad
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FACInG PAGe, toP LeFt: o-sr
parkig alg Grrs Au.
toP RIGHt: viw lkig ws a h
rh sid High Sr.
MIDDLe LeFt: viw lkig ws a
h suh sid High Sr.
MIDDLe RIGHt: viw lkig as a
h suh sid High Sr.
BottoM LeFt: Parkig h rh
sid High Sr.
BottoM RIGHt: A car urig
Grrs Au rm High Sr.
Proposed Trafc and Roadway Impacts
A w parkig srucur h Grrs Au si will rquir sral
chags h rads ad sidwalks immdialy adjac h si prmi
sa ad asy accss ad rm h garag. Curb cus alg Grrs Au
ad Bradl Rad will b rlcad prmi hicular accss h mai ris
h srucur. Addiially, a cu hrugh h mdia ha sparas ppsig
rac alg Grrs Au may b rquird allw r suhbud rac
r i ad xi rm h garag. o-way rac w alg Bradl Rad
will likly d b rrsd s ha hicls ral rhward ly alg his
srch Bradl Rad uil is irsci wih Prr Sr. As par his
sragy, Brks La wuld rmai a suhbud -way ru allw asy
accss h ural hm i paricular. (S Sci Iv: Parkig Maagm
Pla ad Rcmmdai, pp. 4665, r urhr irmai abu radway
impacs.)
001520 50
teertShgiH
Bradle
e
Roa
d
Governors
Avenue
BrooksLane
rvid
trafc
ow
rvid
trafc
ow
Nw
cucu
Nw cu cu
rvid
iland cu
houh
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V. Pp g s 85F rp ob 15, 2010
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Design Approaches
Two optios for th dsig pproch to th grg wr tstd toprovide two price models and an opportunity for the community to
weigh in on two compelling but strongly differentiated approaches.
Th Brick Garage is modeled on early twentieth-century com-
mercial and mill buildings typical to Massachusetts cities and
towns. Each structural module is subdivided into two bays dened
by thick pilstrs tht strtch btw th bs d th top of th
wall. A brick corbel above the upper window head helps make this
trsitio btw th pilstrs d th ppr zo of th fcd.
Brick spandrels of a slightly darker color dene the parapet at each
parking level. The brick of the base, pilasters, and top of the wall
should closely match that of the neighboring apartment building.
The garage option is meant to be timeless in style and look like it
ws lwys thr. as rslt, th bildig will ot cll tttio to
itself, despite its relatively large size.
The Brick Garage is supported by a cast-in-place system of con -
crete columns and beams, and its structure is concealed behind
the pilasters and recessed spandrel panels described above. This
specic structural system was selected in order to minimize the
hight of th spdrl coditio, thrby llowig th tllst op-
ing possible at each level to support natural ventilation. Specically,
the state building code mandates that 40 percent of the garages
total facade area remain free and open in order to avoid the
requirement for a costly mechanical ventilation system in the struc-ture. (See the Appendix for relevant excerpts of the Massachusetts
State Building Code that dene this condition.)
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Th scod grg optio, th Green Garage, uses natural vegeta-tion rather than a masonry skin to give character and distinction
to the garage. To avoid the need for difcult-to-maintain irrigation,
the vegetation is planted in the ground around the perimeter of the
buildingincluding a vine pocket along the alley on the south side of
the garage. Since it will take several years for the ivies to cover the
garage, the supporting trellis is intended to be visually interesting in
its own right; the slightly canted poles are meant to represent the
view through a dense forest. In contrast to the vegetated walls, glass
stir ltrs r proposd i th two corrs closst to High Strt.
A mix of glass colors will create a memorable evening landmark as it
welcomes visitors to the restaurants in the Medford Square.
Bcs th tir fcd is poros d op, th Gr Grg
meets the Massachusetts Building Codes 40 percent open facade
area requirement without having to limit itself to a specic structural
logic. The Green Garage employs a different structural strategy than
its brick counterpart; this option employs a slender steel frame of
columns and girders to support precast concrete double-tee beams.
The Green Garage exposes its structure, offering glimpses of itself
through the vegetated walls. Such a hybrid structural system is
often less expensive than a cast-in-place equivalent, and in many
cases can be erected faster since it requires no formwork and is not
dependent on favorable weather conditions.
Having considered many structural strategies, the design team ulti-mately chose to pair the two garage schemes with specic structural
systems that meet the respective functional and aesthetic goals of
each. In forwarding a distinct structural strategy for each scheme,
the team was able to explore two varied structural strategies that
are conceivably interchangeable. (Please refer to the Appendix for
more detailed structural and cost estimating information.)
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Brick Garage
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Brick Grg Prcdts
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