transportation impact assessment
TRANSCRIPT
Prepared by:
35 New England Business Center Drive
Suite 140
Andover, MA 01810
Transportation Impact Assessment
Proposed Residential Development Brookline, Massachusetts
Prepared for:
New Kent Street LLC Brookline, Massachusetts
February 2021
Copyright © 2021 by VAI
All Rights Reserved
TRANSPORTATION IMPACT ASSESSMENT
PROPOSED RESIDENTIAL DEVELOPMENT
217 KENT STREET
BROOKLINE, MASSACHUSETTS
Prepared for:
NEW KENT STREET LLC
Brookline, Massachusetts
February 26, 2021
Prepared by:
VANASSE & ASSOCIATES, INC.
35 New England Business Center Drive
Suite 140
Andover, MA 01810
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CONTENTS
EXECUTIVE SUMMARY ...................................................................................................................1
INTRODUCTION .................................................................................................................................6
Project Description ............................................................................................................................6
Study Methodology ...........................................................................................................................6
EXISTING CONDITIONS ...................................................................................................................8
Geometry ...........................................................................................................................................8
Existing Traffic Volumes ..................................................................................................................9
Motor Vehicle Crash Data ............................................................................................................... 11
Spot Speed Measurements ............................................................................................................... 13
FUTURE CONDITIONS .................................................................................................................... 14
Future Traffic Growth ..................................................................................................................... 14
No-Build Traffic Volumes .............................................................................................................. 16
Trip Distribution And Assignment .................................................................................................. 17
Future Traffic Volumes ................................................................................................................... 17
TRAFFIC OPERATIONS ANALYSIS .............................................................................................. 19
Methodology ................................................................................................................................... 19
Analysis Results .............................................................................................................................. 22
CONCLUSIONS AND RECOMMENDATIONS .............................................................................. 25
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FIGURES
No. Title
1 Site Location and Study Map
2 Existing Intersection Lane Use, Travel Lane Width, and Pedestrian Facilities
3 2021 Existing Weekday Peak-Hour Traffic Volumes
4 2021 Existing Weekday Peak-Hour Pedestrian Volumes
5 2021 Existing Weekday Peak-Hour Bicycle Volumes
6 2028 No-Build Weekday Peak-Hour Traffic Volumes
7 Trip Distribution Map
8 Site-Generated Weekday Peak-Hour Traffic Volumes
9 2028 Build Weekday Peak-Hour Traffic Volumes
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TABLES
No. Title
1 Existing Roadway Traffic-Volume Summary
2 Motor Vehicle Crash Data Summary
3 Vehicle Travel Speed Measurements
4 Trip-Generation Summary
5 Trip-Distribution Summary
6 Peak-Hour Traffic-Volume Increases
7 Level-of-Service Criteria for Signalized Intersections
8 Level-of-Service Criteria for Unsignalized Intersections
9 Signalized Intersection Level-of-Service and Vehicle Queue Summary
10 Unsignalized Intersection Level-of-Service and Vehicle Queue Summary
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EXECUTIVE SUMMARY
Vanasse & Associates, Inc. (VAI) has prepared this Transportation Impact Assessment (TIA) in order to evaluate potential traffic impacts associated with the proposed residential redevelopment located at 217 Kent Street in Brookline, Massachusetts (the “Project”). This study evaluates the following specific areas as they relate to the Project: i) access requirements; ii) potential off-site improvements; and iii) safety considerations; and identifies and analyzes existing and future traffic conditions, both with and without the Project. PROJECT DESCRIPTION The Project entails construction of a new six-story building with 112 apartment units. Currently, the Project site consists of a 23-unit multifamily building with 36 parking spaces, which will be demolished as part of the proposed Project. Parking will be provided via a parking garage located on the underground floor. The parking garage will accommodate 39 parking spaces including 33 spaces that will be dedicated to tenants, 3 spaces dedicated to guests, and 3 spaces reserved for maintenance and staff during business hours that will revert to guest parking after regular business hours. In addition, an additional parking space located outside of the building and accessible by anyone in the neighborhood will be provided exclusively for a Zipcar vehicle. A bicycle storage room will be provided in the underground parking garage and is designed to house up to 50 bicycles. Access to the Project will remain as it currently exists, through one full-access driveway onto Kent Street. As part of this development, a dedicated drop-off area in front of the building will be provided. EXISTING CONDITIONS A comprehensive field inventory of traffic conditions on the study area roadways was conducted for this development. The field investigation consisted of an inventory of existing roadway geometrics, traffic volumes, and operating characteristics, as well as posted speed limits and land use information within the study area. The study area for the Project was selected in conjunction with the Brookline traffic department and contains major roadways that provide access to the site. Existing Traffic Volumes In order to determine existing traffic-volume demands and flow patterns within the study area, manual turning movement counts (TMCs) and vehicle classification counts were conducted on
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Tuesday, November 12 and 19, 2019, during the weekday morning (7:00 to 9:00 AM) and
weekday evening (4:00 to 6:00 PM) peak periods at each study area intersection. It is important to
note that these counts were conducted prior to the COVID-19 outbreak. In order to provide a
2021 baseline condition, the November 2019 existing traffic volumes were grown by 1 percent
per year. Kent Street was found to accommodate approximately 9,230 vehicles on an average
weekday (24-hour, two-way volume), with approximately 745 vehicles per hour (vph) during the
weekday morning peak hour and 795 vph during the weekday evening peak hour. The
predominant flow on Kent Street during the weekday morning is in the northbound direction and
during the weekday evening is in the southbound direction.
A review of the peak-period traffic counts indicates that the weekday morning peak hour
generally occurs between 7:30 and 8:30 AM with the weekday evening peak hour generally
occurring between 4:30 and 5:30 PM.
Motor Vehicle Crash Data
Motor vehicle crash data was acquired from the Massachusetts Department of Transportation
(MassDOT) Safety Management/Traffic Operations Unit for the most recent five-year period
available (2013 through 2017) in order to examine motor vehicle crash trends occurring within
the study area. The intersection of Aspinwall Avenue at Kent Street experienced the highest
frequency of accidents over the five-year review period with a total of 11 accidents reported at the
intersection, averaging 2.2 accidents per year. The majority of accidents involved property
damage only (7 out of 11), occurred on dry pavement (8 out of 11), during daylight (9 out of 11),
and involved angle-type collisions (9 out of 11). All of the study intersections were found to have
a motor vehicle crash rate below the MassDOT average for the District in which the Project is
located (District 6). No fatalities were reported at any of the study area intersections over the
five-year period reviewed. In addition, the Highway Safety Improvement Program (HSIP)
database was reviewed. The Longwood Avenue section between Kent Street and Chapel Street is
also listed as a HSIP bicycle cluster in the most recent (2008 through 2017) HSIP bicycle cluster
listing.
FUTURE CONDITIONS
Traffic volumes within the study area were projected to 2028, which reflects a seven-year
planning horizon consistent with State traffic study guidelines. The future condition traffic-
volume projections incorporated identify specific development by others expected to be complete
by 2028, as well as general background traffic growth as a result of development external to the
study area and presently unforeseen projects. Anticipated project-generated traffic added to these
future conditions reflect 2028 Build conditions with the Project.
Background Traffic Growth
Traffic-volume data compiled by MassDOT from permanent count stations and historic traffic
counts in the area were reviewed in order to determine general background traffic growth trends.
Based on this data, it was determined that traffic volumes within the study area have fluctuated
over the past several years. In order to be consistent with previous traffic studies in the area, a 1.0
percent per year compounded annual background traffic growth rate was used in order to account
for future traffic growth and presently unforeseen development within the study area.
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Specific Development by Others
The Town of Brookline was contacted in order to determine if there are any planned or approved
specific development projects within the area that would have an impact on future traffic volumes
at the study intersections. Based on these discussions, six projects were identified in the
immediate area of the project site, including a mixed-use development at 1299 Beacon Street, a
residential development at 1223 Beacon Street, a mixed-use development (The Coolidge) at 8-10
Waldo Street, a residential development at 209 Harvard Street, a residential development at 83
Longwood Avenue, and an affordable senior house at Kent Street/Station Street.
Planned Roadway Improvements
The Town of Brookline Planning Department was contacted in order to determine if there were
any planned roadway improvement projects expected to be completed within the study area.
Based on these discussions, no improvements are planned beyond general maintenance.
No-Build Traffic Volumes
The 2028 No-Build weekday morning and evening peak-hour traffic-volume networks were
developed by applying the 1 percent per year compounded annual background traffic growth rate
to the 2021 existing peak-hour traffic volumes plus the identified background developments.
Site-Generated Traffic Volumes
The proposal entails construction of a new six-story building with 112 housing units. Currently,
the Project site consists of a 23-unit multifamily building, which will be demolished as part of the
proposed Project. In order to develop the traffic characteristic, the existing 23-unit multifamily
building was monitored with actual counts taken during the morning and evening peak hours. The
existing multifamily building average trip rate was established and compared to the Institute of
Transportation Engineers (ITE)1 Trip Generation Land Use Code (LUC) 221, Multifamily
Housing (Mid-Rise) for comparison. In each case, to be conservative, the highest trip rate
between the existing 23-unit multifamily building and the ITE rates were used. The proposed 112
units housing will generate approximately 31 new vehicle trips (12 entering and 19 exiting)
during the weekday morning peak hour and 19 new vehicle trips (4 entering and 15 exiting)
during the weekday evening peak hour.
Trip Distribution and Assignment
The directional distribution of the site-generated trips to and from the proposed development was
determined based on a review of existing travel patterns at the study area intersections. In
summary, 65 percent will arrive and depart the site to/from Kent Street to the north and
35 percent will arrive and depart the site to/from Kent Street to the south.
1Trip Generation, 10th Edition; Institute of Transportation Engineers; Washington, DC; 2017.
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TRAFFIC OPERATIONS ANALYSIS
In order to assess the impact of the proposed residential development on the roadway network,
traffic operations analyses were performed at the study intersections under 2021 Existing,
2028 No-Build, and 2028 Build conditions. The addition of site-related traffic will result in a
measurable but not significant impact on overall operations at the signalized study intersection.
RECOMMENDATIONS
A transportation improvement program has been developed that is designed to provide safe and
efficient access to the Project and address any deficiencies identified at off-site locations
evaluated in conjunction with this study. The following improvements have been recommended
as a part of this evaluation.
Project Access
Access to the Project will be provided by way of one driveway onto Kent Street. The following
recommendations are offered with respect to the design and operation of the development site
driveway:
• The proposed main access driveway should be placed under STOP-sign control (Manual
of Uniform Traffic Control Devices (MUTCD)2 R1-1), with a painted STOP-bar
included.
• All signs and other pavement markings to be installed within the development site shall
conform to the applicable standards of the current MUTCD.
• Signs and landscaping adjacent to the development site driveway intersections should be
designed and maintained so as not to restrict lines of sight.
Transportation Demand Management (TDM) Plan
As is the case with many developments, a major focus of the traffic mitigation plan focuses on the
reduction of single-occupant vehicles arriving and departing to and from the site. This is
predominantly accomplished by developing a comprehensive Transportation Demand
Management (TDM) strategy. Through discussions with the Town, the proponent is committed to
supporting a balanced multimodal transportation plan to serve the residents and visitors of the
site. The major features of this TDM plan that support this commitment are as follows:
• The property management team will assign a transportation coordinator with the focus on
coordinating transportation aspects of the project with the City and the promotion of
alternative modes of transportation to the site.
• A “welcome packet” will be provided to residents detailing available public
transportation services, bicycle and walking alternatives, and commuter options available.
• In order to encourage the use of public transportation, the property management team will
make available public transportation schedules which will be posted in a centralized
location for the residents. Transit screens/displays will be provided in the building lobby
2Manual on Uniform Traffic Control Devices (MUTCD); Federal Highway Administration; Washington, D.C.; 2009
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to display real-time transportation information (similar to https://transitscreen.com).
• In order to encourage car/vanpooling, the property management team will identify
car/vanpool resources that may be available to residents of the proposed project. This
information will be posted in a centralized location for the residents, employees, and
visitors.
• The property management team will provide information on available pedestrian and
bicycle facilities in the vicinity of the Project site. This information will be posted in a
centralized location.
• Bicycle storage for up to 50 bicycles will be provided on-site inside the parking garage.
The Project proponent will investigate the implementation of these traffic reduction strategies and
will work with the Town to implement such programs.
CONCLUSIONS
The proposed Project will result in a measurable but not significant impact on overall operations.
With the implementation of the above recommendations, safe and efficient access will be
provided to the planned development and the proposed development can be constructed with
minimal impact to the area as designed.
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In the second stage of the study, future traffic conditions were projected and analyzed. Specific
travel demand forecasts for the Project were assessed along with future traffic demands due to
expected traffic growth independent of the Project. A seven-year time horizon was selected for
analyses consistent with State guidelines for the preparation of TIAs. The traffic analysis
conducted in stage two identifies existing or projected future roadway capacity, traffic safety, and
site access issues.
The third stage of the study presents and evaluates measures to address traffic and safety issues, if
any, identified in stage two of the study.
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INTRODUCTION
Vanasse & Associates, Inc. (VAI) has prepared this Transportation Impact Assessment (TIA) in order to evaluate the potential traffic impacts associated with the proposed Residential Development to be located 217 Kent Street, Brookline, Massachusetts (the “Project”). This study evaluates the following specific areas as they relate to the Project: i) access requirements; ii) potential off-site improvements; and iii) safety considerations; and identifies and analyzes existing and future traffic conditions, both with and without the Project. PROJECT DESCRIPTION The Project entails construction of a new six-story building with 112 apartment units. Currently, the Project site consists of a 23-unit multifamily building with 36 parking spaces, which will be demolished as part of the proposed Project. Parking will be provided via a parking garage located on the underground floor. The parking garage will accommodate 39 parking spaces including 33 spaces that will be dedicated to tenants, 3 spaces dedicated to guests, and 3 spaces reserved for maintenance and staff during business hours that will revert to guest parking after regular business hours. In addition, an additional parking space located outside of the building and accessible by anyone in the neighborhood will be provided exclusively for a Zipcar vehicle. A bicycle storage room will be provided in the underground parking garage and is designed to house up to 50 bicycles. Access to the Project will remain as it currently exists, through one full-access driveway onto Kent Street. As part of this development, a dedicated drop-off area in front of the building will be provided. STUDY METHODOLOGY This study was prepared in consultation with the Town of Brookline officials and in accordance with the Massachusetts Department of Transportation (MassDOT) Guidelines for Transportation Impact Assessment (TIA) Guideline.; and the standards of the Traffic Engineering and Transportation Planning professions for the preparation of such reports; and was conducted in three distinct stages. The first stage involved an assessment of existing conditions in the study area and included an inventory of roadway geometrics; pedestrian facilities; observations of traffic flow; review of safety characteristics along area roadways and collection of daily and peak-period traffic counts.
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EXISTING CONDITIONS
A comprehensive field inventory of existing conditions within the study area was conducted for
this development. The field investigation consisted of an inventory of existing roadway
geometrics, pedestrian facilities, traffic volumes, and operating characteristics, as well as posted
speed limits and land use information for the major roadways that provide access to the Project
including Kent Street, Longwood Avenue, and Aspinwall Avenue as well as the intersections
which are expected to accommodate the majority of Project-related traffic. The study area for the
Project is listed below and graphically depicted in Figure 1.
1. Kent Street at Longwood Avenue
2. Longwood Avenue at Chapel Street
3. Kent Street at Francis Street
4. Kent Street at site driveway
5. Kent Street at Aspinwall Avenue
The following describes the study area roadway and intersections:
GEOMETRY
Roadways
Kent Street
Kent Street is a two-lane roadway under local jurisdiction in a general north-south direction. Kent
Street connects with Beacon Street to the north and Route 9 to the south. Within the study area,
Kent Street generally provides two 12- to 14-foot wide travel lanes separated by a double-yellow
centerline with no marked shoulders. On-street parking is generally allowed before 8:00 AM and
after 10:00 AM along the northbound side of the roadway. Sidewalks are provided along both
sides of Kent Street within the study area, with illumination provided by way of streetlights
mounted on wood poles. The posted speed limit along Kent Street is 25 miles per hour (mph).
Land use within the study area consists mostly of residential properties.
Longwood Avenue
Longwood Avenue is an urban minor arterial under local jurisdiction. Longwood Avenue
generally runs in an east-west direction and provides one travel lane in each direction. On-street
SITE
BOSTON
BROOKLINE
KEN
T S
TREE
T
FRANCIS STREET
ASPINWALL
AVENUE
LONGWOOD AVENUE
KENT SQUARE
CHAP
EL S
TREE
T
Site Location Map
Transportation Impact Assessment - Proposed Residential Development - Brookline, Massachusetts
Figure 1Source: Google Earth.
N 200 4000 Scale in Feet
Legend:Signalized Study Intersection
Unsignalized Study IntersectionUS
S1
S5
U4
U3
S2
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parking is generally allowed along the westbound side of the street. A bicycle lane is provided on
the eastbound side of the roadway and bicycle and vehicles share the westbound roadway.
Sidewalks are provided along both sides of the street. Land uses along Longwood Avenue is
primally residential.
Aspinwall Avenue
Aspinwall Avenue is an urban minor arterial under local jurisdiction. Aspinwall Avenue
generally runs in an east-west direction and provides one travel lane in each direction. On-street
parking is generally allowed along both sides of Aspinwall Avenue. Sidewalks are provided along
both sides of the street. Land uses along Longwood avenue is primally residential.
Intersections
Figure 2 summarizes existing lane use and travel lane widths at the study area intersections based
on the field inventory performed by VAI.
EXISTING TRAFFIC VOLUMES
In order to determine existing traffic-volume demands and flow patterns within the study area,
manual turning movement counts (TMCs) and vehicle classification counts were conducted on
Tuesday, November 12 and 19, 2019, during the weekday morning (7:00 to 9:00 AM) and
weekday evening (4:00 to 6:00 PM) peak periods at each study area intersection. The TMCs were
performed while schools were in regular session and when weather conditions were generally
clear and sunny. It is important to note that these counts were conducted prior to the COVID-19
outbreak. In order to provide a 2021 baseline condition, the November 2019 existing traffic
volumes were grown by 1 percent per year.
Seasonal Adjustment
In order to determine whether traffic volumes collected in November are representative of
average annual conditions, historical traffic data collected by MassDOT was examined. Based on
a review of seasonal adjustment factors collected by MassDOT for urban arterials and collectors,
November traffic volumes are approximately 2 percent above average-month conditions and,
therefore, the traffic counts that form the basis of this assessment were not adjusted downward in
order to provide a conservative analysis condition. The 2021 Existing traffic volumes are
summarized in Table 1, with the weekday morning and evening peak-hour traffic volumes
graphically depicted on Figure 3.
SITESITE
Figure 2N
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Transportation Impact Assessment - Proposed Residential Development - Brookline, Massachusetts
Legend:Signalized Intersection
Sidewalk
SUnsignalized IntersectionU
CrosswalkLane Use and Travel LaneWidth
SS
Bike Lane
S
Travel Lane Width andExisting Intersection Lane Use,
Pedestrian Facilities
U
U
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SITE
Figure 3Note: Imbalances exist due to numerous curb cuts and side streets that are not shown.
N
WEEKDAY MORNING PEAK HOUR (7:30 - 8:30 AM) WEEKDAY EVENING PEAK HOUR (4:30 - 5:30 PM)
Vanasse &Associates inc
2021 Baseline ConditionPeak Hour Traffic Volumes
Transportation Impact Assessment - Proposed Residential Development - Brookline, Massachusetts
SITE
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Table 1
EXISTING ROADWAY TRAFFIC-VOLUME SUMMARY
Location
Daily
Volume
(vpd)a
Weekday Morning Peak Hour
(7:30 to 8:30 AM)
Weekday Afternoon Peak Hour
(4:30 to 5:30 PM)
Volume
(vph)b
Percent of
Daily
Trafficc
Predominant
Flow
Volume
(vph)
Percent of
Daily Traffic
Predominant
Flow
Kent Street, north of
Francis Street
9,230
745
8.0
66% NB
795
8.6
61% SB
aTwo-way daily traffic expressed in vehicles per day. Estimated. bManual TMCs conducted in November 2019. The existing traffic volumes were grown by 1 percent per year. cThe percent of daily traffic that occurs during the peak hour.
NB= northbound, SB= southbound.
As can be seen in Table 1, Kent Street was found to accommodate approximately 9,230 vehicles
on an average weekday (24-hour, two-way volume), with approximately 745 vehicles per hour
(vph) during the weekday morning peak hour and 795 vph during the weekday evening peak
hour. The predominant flow on Kent Street during the weekday morning is in the northbound
direction and during the weekday evening is in the southbound direction.
A review of the peak-period traffic counts indicates that the weekday morning peak hour
generally occurs between 7:30 and 8:30 AM with the weekday evening peak hour generally
occurring between 4:30 and 5:30 PM.
PEDESTRIAN AND BICYCLE FACILITIES
A comprehensive field inventory of pedestrian and bicycle facilities within the study area was
also conducted for the Project. The field inventory consisted of a review of the location of
sidewalks and pedestrian crossing locations along the study area roadways and at the study area
intersections. As detailed on Figure 2, sidewalks exist on both sides of Kent Street, Longwood
Avenue, and Aspinwall Avenue. Within the study area, painted crosswalks are provided at the
intersection of Kent Street at Longwood Avenue, Longwood Avenue at Chapel Street, and Kent
Street at Aspinwall Avenue. Bicycle facilities were noted in the vicinity of the Project site at
Longwood Avenue which provides and an exclusive bicycle lane on the eastbound side of the
roadway and bicycle and vehicles share the westbound direction. Bicycle and pedestrian
movement counts were completed in conjunction with vehicle counts on Tuesday, November 12
and November 19, 2019, during the weekday morning (7:00 to 9:00 AM) and weekday evening
(4:00 to 6:00 PM) peak periods at each study area intersection. The pedestrian and bicycle
volumes occurring during vehicle peak period are graphically depicted on Figures 4 and 5,
respectively.
PUBLIC TRANSPORTATION
Public transportation services are provided within the study area by the Massachusetts Bay
Transportation Authority (MBTA) for subway and bus service. Within the study area, the MBTA
operates the following bus and subway services:
Figure 4Note: Imbalances exist due to numerous curb cuts and side streets that are not shown.
N
WEEKDAY MORNING PEAK HOUR (7:30 - 8:30 AM) WEEKDAY EVENING PEAK HOUR (4:30 - 5:30 PM)
Vanasse &Associates inc
Existing ConditionPeak Hour Pedestrian Volumes
Transportation Impact Assessment - Proposed Residential Development - Brookline, Massachusetts
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Figure 5Note: Imbalances exist due to numerous curb cuts and side streets that are not shown.
N
WEEKDAY MORNING PEAK HOUR (7:30 - 8:30 AM) WEEKDAY EVENING PEAK HOUR (4:30 - 5:30 PM)
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Existing ConditionsPeak Hour Bicycle Volumes
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• Green Line C – The Green Line C stops at the Kent Street station which is located 0.4-
mile north of the project site. The MBTA Green Line “C” train provides service between
North Station in Boston and Cleveland Circle in Brighton. This subway line operates
from approximately 5:00 AM to 1:00 AM with 7-minute headways during weekday peak
hours and 12-minute headways during weekend peak hours. Roundtrip fares for adults
are $2.90 ($2.40 with a Charlie Card), $1.10 for students with valid ID, and $1.10 for
senior citizens (65 years of age or older) and persons with disabilities. All MBTA train
are handicapped and wheelchair accessible.
• Green Line D – The Green Line D stops at the Longwood Station which is located 0.2-
mile north of the project site. The MBTA Green Line “D” train provides service between
Government Center in Boston and Riverside in Newton. This subway line operates from
approximately 5:00 AM to 1:00 AM with 6-minute headway during weekday peak hours
and 13-minute headways during weekend peak hours. Roundtrip fares for adults are
$2.90 ($2.40 with a Charlie Card), $1.10 for students with valid ID, and $1.10 for senior
citizens (65 years of age or older) and persons with disabilities. All MBTA train are
handicapped and wheelchair accessible.
• Route 60/65 – Chestnut Hill – Kenmore Station/Brighton Center – Kenmore Station –
Route 60/65 stops at the Brookline Avenue intersection with Aspinwall Avenue,
approximately 0.3-mile south of the project site. Route 60/65 provides connection to The
Mall at Chestnut Hill, St. Elizabeth’s Medical Center, Brookline Village, Longwood
Medical Area, Beth Israel Deaconess Medical Center, Fenway Park, and Green Line.
MBTA bus service operates Monday through Friday from approximately 4:45 AM to
1:33 AM, on Saturday from 4:40 AM to 1:36 AM, and on Sunday from 5:50 AM to 1:34
AM, with 9-minute headways on weekdays and 17-minute (or less) headways on
Saturdays. The Route 65 line does not operate on Sundays. Roundtrip fares for adults are
$4.00 ($1.70 with a Charlie Card), $0.85 for students with valid ID, and $0.85 for senior
citizens (65 years of age or older) and persons with disabilities. All MBTA buses are
handicapped and wheelchair accessible.
MOTOR VEHICLE CRASH DATA
Motor vehicle crash data was acquired from the MassDOT Safety Management/Traffic
Operations Unit for the most recent five-year period available (2013 through 2017) in order to
examine motor vehicle crash trends occurring within the study area. The data is summarized by
intersection, type, and severity, and is presented in Table 2.
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Table 2
MOTOR VEHICLE CRASH DATA SUMMARYa
Scenario
Longwood Avenue at
Kent Street
(Signalized) d
Longwood Avenue at
Chapel Street
(Signalized) d
Aspinwall Avenue at
Kent Street
(Signalized) d
Year:
2013
2014
2015
2016
2017
Total
2
1
3
1
4
11
1
0
1
3
2
7
1
2
3
3
2
11
Averageb
Crash Ratec
Significant
2.20
0.32
No
1.40
0.25
No
2.2
0.48
No
Type:
Angle
Rear-End
Head-On
Sideswipe
Fixed Object
Unknown/Other
Total
5
2
1
0
2
1
11
3
4
0
0
0
0
7
9
0
0
2
0
0
11
Time of Day:
Weekday (Monday through Friday)
Saturday
Sunday
Total
6
1
4
11
4
1
2
7
6
2
3
11
Lighting Conditions:
Daylight
Dawn/Dusk
Dark (lit)
Dark (unlit)
Unknown
Total
7
0
4
0
0
11
5
0
2
0
0
7
9
0
2
0
0
11
Pavement Conditions
Dry
Wet
Snow
Ice
Unknown(Other)
Total
6
4
1
0
0
11
5
2
0
0
0
7
8
2
1
0
0
11
Severity:
Property Only
Injury Accident
Fatal Accident
Hit and Run
Other
Total
6
3
0
0
2
11
1
6
0
0
0
7
7
4
0
0
0
11
aSource: MassDOT, 2013 through 2017. bAverage crashes over five-year period. cCrash rate per million entering vehicles (mev). dSignalized intersections are significant if rate >0.71 crashes per million vehicles
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As summarized in Table 2, the intersection of Aspinwall Avenue at Kent Street experienced the
highest frequency of accidents over the five-year review period with a total of 11 accidents
reported at the intersection, averaging 2.2 accidents per year. The majority of accidents involved
property damage only (7 out of 11), occurred on dry pavement (8 out of 11), during daylight (9
out of 11), and involved angle-type collisions (9 out of 11). All of the study intersections were
found to have a motor vehicle crash rate below the MassDOT average for the District in which
the Project is located (District 6). No fatalities were reported at any of the study area intersections
over the five-year period reviewed. In addition, the Highway Safety Improvement Program
(HSIP) database was reviewed. The Longwood Avenue section between Kent Street and Chapel
Street is also listed as a HSIP bicycle cluster in the most recent (2008 through 2017) HSIP bicycle
cluster listing.
SPOT SPEED MEASUREMENTS
Vehicle travel speed measurements were performed on Kent Street in the vicinity of the project
site. Table 3 summarizes the vehicle travel speed measurements.
Table 3
VEHICLE TRAVEL SPEED MEASUREMENTS
Kent Street
Northbound
Kent Street
Southbound
Mean Travel Speed (mph)
29
31
85th Percentile Speed (mph)
32
34
Speed Limit (mph) (Not Posted)
25 25
mph = miles per hour.
As can be seen in Table 3, the mean (average) vehicle travel speed along Kent Street, in the
vicinity of the Project site, was found to be approximately 29 mph in the northbound and
approximately 31 mph southbound direction. The measured 85th percentile vehicle travel speed,
or the speed at which 85 percent of the observed vehicles traveled at or below, was found to be
approximately 32 mph in the northbound direction and 34 mph in the southbound direction,
which is 7 and 9 mph above the regulated speed limit in this area of Kent Street (25 mph). It is
important to note that there are speed limit signs along both directions of Kent Street in the
vicinity of the Project site.
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FUTURE CONDITIONS
Traffic volumes in the study area were projected to the year 2028, which reflects a seven-year
planning horizon consistent with State Traffic Study Guidelines. Independent of the Project,
traffic volumes on the roadway network in the year 2028 under No-Build conditions include all
existing traffic and new traffic resulting from background traffic growth. Anticipated Project-
generated traffic volumes superimposed upon this 2028 No-Build traffic network reflect the
2028 Build conditions with the Project.
FUTURE TRAFFIC GROWTH
Future traffic growth is a function of the expected land development in the immediate area and
the surrounding region. Several methods can be used to estimate this growth. A procedure
frequently employed estimates an annual percentage increase in traffic growth and applies that
percentage to all traffic volumes under study. The drawback to such a procedure is that some
turning volumes may actually grow at either a higher or a lower rate at particular intersections.
An alternative procedure identifies the location and type of planned development, estimates the
traffic to be generated, and assigns it to the area roadway network. This procedure produces a
more realistic estimate of growth for local traffic. However, the drawback of this procedure is that
the potential growth in population and development external to the study area would not be
accounted for in the traffic projections.
To provide a conservative analysis framework, both procedures were used, the salient
components of which are described below.
GENERAL BACKGROUND TRAFFIC GROWTH
Traffic-volume data compiled by MassDOT from permanent count stations and historic traffic
counts in the area were reviewed in order to determine general background traffic growth trends.
Based on this data, it was determined that traffic volumes within the study area have fluctuated
over the past several years. In order to be consistent with previous traffic studies in the area, a 1.0
percent per year compounded annual background traffic growth rate was used in order to account
for future traffic growth and presently unforeseen development within the study area.
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SPECIFIC DEVELOPMENT BY OTHERS
The Planning Department of the Town of Brookline was contacted in order to determine if there
were any projects planned within the study area that would have an impact on future traffic
volumes at the study intersections. Based on these discussions, the following project were
identified
• Mixed-Use Development – 1299 Beacon Street – This project entails the development of
55 rental residential units, two levels of retail, and approximately 57 parking spaces. This
project will be located at 1299 Beacon Street in Brookline, Massachusetts. The site-
generated volumes were obtained from the respective traffic study.
• Residential Development – Hampton Court – This project entails the development of
123 residential rental units with a ground floor office and approximately 79 parking
spaces. This project will be located at 1223 Beacon Street in Brookline, Massachusetts.
The site-generated volumes were obtained from the respective traffic study.
• Mixed-Use Development – The Coolidge – This project entails the development of
143 residential units and a 210-room hotel. This project will be located at
8-10 Waldo Street in Brookline, Massachusetts. The site-generated volumes were
obtained from the respective traffic study.
• Residential Development at 209 Harvard Street – This project entails the construction of
a new housing building which will be added to an existing five-story building located at
209 Harvard Street in Brookline, Massachusetts. The project will include 36 micro-units
(approximately 365 square feet (sf)) and 7 one-bedroom units (approximately 630 sf).
Traffic volumes associated with this project were obtained using trip-generation
information available from the Institute of Transportation Engineers (ITE).3
• Residential Development at 83 Longwood Avenue – The Project involves redeveloping
the site into a residential development providing 64 apartment units. The site-generated
volumes were obtained from the respective traffic study.
• Kent/Station Street Affordable Senior Housing – This project entails the development of
approximately 60 residential units. Traffic volumes associated with this project were
obtained using trip-generation information available from the ITE.
Traffic volumes associated with the aforementioned specific development projects by others were
obtained from the respective traffic studies or using trip-generation information available from
the ITE for the appropriate land use and were assigned onto the study area roadway network
based on existing traffic patterns where no other information was available. No other
developments were identified at this time that are expected to result in an increase in traffic
within the study area beyond the general background traffic growth rate.
ROADWAY IMPROVEMENT PROJECTS
The Town of Brookline Planning Department was contacted in order to determine if there were
any planned roadway improvement projects expected to be completed within the study area.
Based on these discussions, no improvements are planned beyond general maintenance.
3Ibid 1.
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NO-BUILD TRAFFIC VOLUMES The 2028 No-Build peak-hour traffic-volume networks were developed by applying the 1 percent per year compounded annual background traffic growth rate to the 2021 Existing peak-hour traffic volumes plus the identified background developments. The resulting 2028 No-Build weekday morning and weekday evening peak-hour traffic-volume networks are shown on Figure 6. PROJECT-GENERATED TRAFFIC The proposal entails construction of a new six-story building with 112 housing units. Currently, the Project site consists of a 23-unit multifamily building, which will be demolished as part of the proposed Project. In order to develop the traffic characteristic, the existing 23-unit multifamily building was monitored with actual counts taken during the morning and evening peak hours. The existing 23-unit multifamily building average trip rate was established and compared to the ITE Trip Generation LUC 221, Multifamily Housing (Mid-Rise) with a non-auto trip discount was used for comparison. In each case, to be conservative, the highest trip rate between the existing observed 23-unit multifamily building and the ITE rates were used. A detailed comparison table is presented in the Appendix. Trip-generation calculations were performed for a typical weekday, as well as the weekday morning and weekday evening peak hours, the critical time periods for project-related traffic activity. A summary of the expected vehicle-trip generation is summarized in Table 4.
Table 4 TRIP-GENERATION SUMMARY
Time Period/
Directional Distribution
Existing
Vehicle Trips (23-units) a
Vehicle Trip Rate
Proposed Vehicle Trips
(112-units) Net Increase Weekday Morning Peak Hour: Entering Exiting Total
3 5 8
0.130 0.217 0.348
15 24 39
12 19 31
Weekday Evening Peak Hour: Entering Exiting Total
1 4 5
0.043 0.174 0.217
5 19 24
4 15 19
aBased on manual TMCs conducted in November 2019. As shown in Table 4, the proposed 112-unit housing will generate approximately 31 new vehicle trips (12 entering and 19 exiting) during the weekday morning peak hour and 19 new vehicle trips (4 entering and 15 exiting) during the weekday evening peak hour above the vehicle trips currently generated by the existing building on site.
Figure 6Note: Imbalances exist due to numerous curb cuts and side streets that are not shown.
N
WEEKDAY MORNING PEAK HOUR (7:30 - 8:30 AM) WEEKDAY EVENING PEAK HOUR (4:30 - 5:30 PM)
Vanasse &Associates inc
2028 No-Build ConditionsPeak Hour Traffic Volumes
Transportation Impact Assessment - Proposed Residential Development - Brookline, Massachusetts
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TRIP DISTRIBUTION AND ASSIGNMENT
The directional distribution of the site-generated trips to and from the proposed development
were determined based on a review of existing travel patterns at the study area intersections and a
review of traffic studies previously conducted in the area for other developments. The general
trip-distribution for the proposed Project is summarized in Table 5 and graphically depicted on
Figure 7. The weekday morning and weekday evening peak-hour traffic volumes expected to be
generated by the residential development were assigned on the study area roadway network as
shown on Figure 8.
Table 5
TRIP-DISTRIBUTION SUMMARY
Roadway
Direction
(To/From)
Percentage
(To/From)
Longwood Avenue
Chapel Street
Kent Street
Longwood Avenue
Francis Street
Aspinwall Avenue
Kent Street
Aspinwall Avenue
East
North
North
West
West
West
South
East
15%
5%
35%
5%
5%
5%
15%
15%
TOTAL 100%
FUTURE TRAFFIC VOLUMES - BUILD CONDITION
The 2028 Build condition networks consist of the 2028 No-Build traffic volumes, plus the
proposed new 112-unit housing site-generated traffic added to them. The 2028 Build weekday
morning and weekday evening peak-hour traffic-volume networks are graphically depicted on
Figure 9.
A summary of peak-hour projected traffic-volume increases external to the study area that is the
subject of this assessment is shown in Table 6. These volumes are based on the expected
increases from the Project.
Figure 7N
Vanasse &Associates inc
Trip Distribution Map
Transportation Impact Assessment - Proposed Residential Development - Brookline, Massachusetts
SITESITE
Legend:
Exiting TripsEntering Trips
(XX)XX35% 5%
5%
5% 15%
15%
5%
15%
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Figure 8N
WEEKDAY MORNING PEAK HOUR WEEKDAY EVENING PEAK HOUR
Vanasse &Associates inc
Project-GeneratedPeak Hour Traffic Volumes
Transportation Impact Assessment - Proposed Residential Development - Brookline, Massachusetts
Legend:
Exiting TripsEntering Trips
(XX)XX
SITE SITE
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Figure 9Note: Imbalances exist due to numerous curb cuts and side streets that are not shown.
N
WEEKDAY MORNING PEAK HOUR WEEKDAY EVENING PEAK HOUR
Vanasse &Associates inc
2026 BuildPeak Hour Traffic Volumes
Transportation Impact Assessment - Proposed Residential Development - Brookline, Massachusetts
SITESITESITE
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Table 6
PEAK-HOUR TRAFFIC-VOLUME INCREASES
Location/Peak Hour
2028
No-Build
2028
Build
Traffic-Volume
Increase Over
No-Build
Percent
Increase Over
No-Build
Kent Street, north of Longwood Avenue:
Weekday Morning
Weekday Evening
814
807
825
814
11
7
1.4
0.9
Longwood Avenue, east of Chapel Street:
Weekday Morning
Weekday Evening
1,233
1,202
1,236
1,205
3
3
0.2
0.2
Kent Street, south of Aspinwall Avenue:
Weekday Morning
Weekday Evening
600
418
605
421
5
3
0.8
0.7
As shown in Table 6, in comparison to future No-Build conditions, Project-related traffic
increases are projected to range between 3 to 11 vehicles during peak hours, with traffic percent
increases ranging 0.2 to 1.4 percent.
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TRAFFIC OPERATIONS ANALYSIS
Measuring existing and future traffic volumes quantifies traffic flow within the study area. To
assess quality of flow, roadway capacity and vehicle queue analyses were conducted under
Existing, No-Build, and Build traffic-volume conditions. Capacity analyses provide an indication
of how well the roadway facilities serve the traffic demands placed upon them, with vehicle
queue analyses providing a secondary measure of the operational characteristics of an intersection
or section of roadway under study.
METHODOLOGY
Levels of Service
A primary result of capacity analyses is the assignment of level-of-service to traffic facilities
under various traffic-flow conditions.4 The concept of level-of-service is defined as a qualitative
measure describing operational conditions within a traffic stream and their perception by
motorists and/or passengers. A level-of-service definition provides an index to quality of traffic
flow in terms of such factors as speed, travel time, freedom to maneuver, traffic interruptions,
comfort, convenience, and safety.
Six levels of service are defined for each type of facility. They are given letter designations from
A to F, with level-of-service (LOS) A representing the best operating conditions and LOS F
representing congested or constrained operating conditions.
Since the level-of-service of a traffic facility is a function of the traffic flows placed upon it, such
a facility may operate at a wide range of levels of service, depending on the time of day, day of
week, or period of year.
4The capacity analysis methodology is based on the concepts and procedures presented in the Highway Capacity
Manual; Transportation Research Board; Washington, DC; 2010.
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Signalized Intersections
The six levels of service for signalized intersections may be described as follows:
• LOS A describes operations with very low control delay; most vehicles do not stop at all.
• LOS B describes operations with relatively low control delay. However, more vehicles
stop than LOS A.
• LOS C describes operations with higher control delays. Individual cycle failures may
begin to appear. The number of vehicles stopping is significant at this level, although
many still pass through the intersection without stopping.
• LOS D describes operations with control delay in the range where the influence of
congestion becomes more noticeable. Many vehicles stop, and individual cycle failures
are noticeable.
• LOS E describes operations with high control delay values. Individual cycle failures are
frequent occurrences.
• LOS F describes operations with high control delay values that often occur with over-
saturation. Poor progression and long cycle lengths may also be major contributing
causes to such delay levels.
Levels of service for signalized intersections were calculated using the Percentile Delay Method
implemented as a part of the Synchro™ 10 software as required by MassDOT. The Percentile
Delay Method assesses the effects of signal type, timing, phasing, and progression; vehicle mix;
and geometrics on “percentile” delay. Level-of-service designations are based on the criterion of
percentile delay per vehicle and is a measure of: i) driver discomfort; ii) motorist frustration; and
iii) fuel consumption; and includes a uniform delay based on percentile volumes using a Poisson
arrival pattern, an initial queue move-up time, and a queue interaction delay that accounts for
delays resulting from queues extending from adjacent intersections. Table 7 summarizes the
relationship between level-of-service and percentile delay and uses the same numerical delay
thresholds as the Highway Capacity Manual5 method. The tabulated percentile delay criterion
may be applied in assigning level-of-service designations to individual lane groups, to individual
intersection approaches, or to entire intersections.
Table 7
LEVEL-OF-SERVICE CRITERIA
FOR SIGNALIZED INTERSECTIONS
Level of Service
Percentile Delay
Per Vehicle (Seconds)
A
B
C
D
E
F
<10.0
10.1 to 20.0
20.1 to 35.0
35.1 to 55.0
55.1 to 80.0
>80.0
5Highway Capacity Manual; Transportation Research Board; Washington, DC; 2010.
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Unsignalized Intersections
The six levels of service for unsignalized intersections may be described as follows:
• LOS A represents a condition with little or no control delay to minor street traffic.
• LOS B represents a condition with short control delays to minor street traffic.
• LOS C represents a condition with average control delays to minor street traffic.
• LOS D represents a condition with long control delays to minor street traffic.
• LOS E represents operating conditions at or near capacity level, with very long control
delays to minor street traffic.
• LOS F represents a condition where minor street demand volume exceeds capacity of an
approach lane, with extreme control delays resulting.
The levels of service of unsignalized intersections are determined by application of a procedure
described in the 2010 Highway Capacity Manual.6 Level of service is measured in terms of
average control delay. Mathematically, control delay is a function of the capacity and degree of
saturation of the lane group and/or approach under study and is a quantification of motorist delay
associated with traffic control devices such as traffic signals and STOP signs. Control delay
includes the effects of initial deceleration delay approaching a STOP sign, stopped delay, queue
move-up time, and final acceleration delay from a stopped condition. Definitions for level of
service at unsignalized intersections are also given in the 2010 Highway Capacity Manual.
Table 8 summarizes the relationship between level of service and average control delay for two-
way stop controlled and all-way stop controlled intersections.
Table 8
LEVEL-OF-SERVICE CRITERIA FOR
UNSIGNALIZED INTERSECTIONSa
Level-of-Service by Volume-to-Capacity Ratio Average Control Delay
(Seconds Per Vehicle) v/c ≤ 1.0 v/c > 1.0
A
B
C
D
E
F
F
F
F
F
F
F
≤10.0
10.1 to 15.0
15.1 to 25.0
25.1 to 35.0
35.1 to 50.0
>50.0
aSource: Highway Capacity Manual; Transportation Research Board; Washington, DC; 2010;
page 19-2.
6Ibid 7.
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ANALYSIS RESULTS
Level-of-service and vehicle queue analyses were conducted for 2021 Existing, 2028 No-Build,
and 2028 Build conditions for the intersections within the study area. The results of the
intersection capacity and vehicle queue analyses are summarized for signalized intersections in
Table 9 and for unsignalized intersections in Table 10 with the detailed analysis results presented
in the Appendix. The following is a summary of the level-of-service and delay analyses for the
intersections within the study area:
Signalized Intersections
Longwood Avenue at Kent Street
Under existing condition, this signalized intersection will operate at an overall LOS B during the
weekday morning peak hour and at an overall LOS C during the weekday evening peak hour.
Under future conditions, this intersection will operate at an overall LOS C during weekday
morning and evening peak hours. It is noteworthy that the level of service remains the same under
the future No-Build and Build conditions. The project impact on queues and delays will be
minimal.
Longwood Avenue at Chapel Street
Under all conditions, this signalized intersection will operate at an overall LOS B during weekday
morning and evening peak hours. It is noteworthy that the level of service remains the same under
all conditions. The project impact on queues and delays will be minimal.
Kent Street at Aspinwall Avenue
Under all conditions, this signalized intersection will operate at an overall LOS B during weekday
morning and evening peak hours. It is noteworthy that the level of service remains the same under
all conditions. The project impact on queues and delays will be minimal.
Unsignalized Intersections
Kent Street at Francis Street
Under existing conditions, the critical movements at this unsignalized intersection are expected to
operate at LOS C during weekday morning and evening peak hours. Under future conditions, the
critical movements are expected to operate at LOS C during the weekday morning and evening
peak hours. Vehicle queues at this intersection were shown to range from 0 to 2 vehicles during
the peak periods.
Kent Street at Site Driveway
Under Existing and No-Build conditions, the critical movements at this unsignalized intersection
are expected to operate at LOS B during weekday morning and evening peak hours. Under Build
conditions, the critical movements are expected to operate at LOS C during the weekday morning
peak hour and at an overall LOS B during the weekday evening peak hour. The delay increase for
vehicles exiting during the morning time period is slightly more than 1 second on average.
Vehicle queues at this intersection were shown to range from 0 to 1 vehicle during the peak
periods.
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Table 9
SIGNALIZED INTERSECTION LEVEL-OF-SERVICE SUMMARY
Signalized Intersection/Peak Hour
2021 Existing 2028 No-Build 2028 Build
V/Ca
Delayb
LOSc
Queue d
Avg/95th
V/C
Delay
LOS
Queue
Avg/95th
V/C
Delay
LOS
Queue
Avg/95th
Longwood Avenue at Kent Street
Weekday Morning:
Longwood Avenue EB LT TH RT
Longwood Avenue WB LT TH RT
Kent Street NB LT TH RT
Kent Street SB LT TH RT
Overall
Weekday Evening:
Longwood Avenue EB LT TH RT
Longwood Avenue WB LT TH RT
Kent Street NB LT TH RT
Kent Street SB LT TH RT
Overall
0.58
0.61
0.63
0.67
--
0.55
0.78
0.38
0.69
--
27.5
19.5
15.6
19.8
19.7
23.1
24.6
14.1
22.3
21.9
C
B
B
B
B
C
C
B
C
C
101/235
120/289
150/244
113/159
--
126/273
162/511
75/126
169/259
--
0.65
0.69
0.65
0.72
--
0.62
0.94
0.39
0.71
--
31.6
24.4
15.9
21.9
22.4
27.0
42.7
13.8
22.6
29.0
C
C
B
C
C
C
D
B
C
C
123/275
151/352
181/269
141/181
--
152/345
209/638
82/135
191/288
--
0.65
0.71
0.65
0.72
--
0.62
0.95
0.40
0.71
--
32.1
25.2
16.0
22.1
22.7
27.1
44.6
13.9
22.5
29.6
C
C
B
C
C
C
D
B
C
C
128/276
160/361
187/278
144/185
--
152/345
210/641
86/140
192/290
--
Longwood Avenue at Chapel Street
Weekday Morning:
Longwood Avenue EB LT TH RT
Longwood Avenue WB LT TH RT
Chapel Street SB LT TH RT
Overall
Weekday Evening:
Longwood Avenue EB LT TH RT
Longwood Avenue WB LT TH RT
Chapel Street SB LT TH RT
Overall
0.65
0.54
0.45
--
0.56
0.48
0.39
--
13.9
9.90
35.8
14.2
15.7
10.7
30.0
14.1
B
A
D
B
B
B
C
B
70/299
62/299
32/122
--
58/363
74/393
29/91
--
0.68
0.55
0.54
--
0.67
0.52
0.41
--
15.4
9.9
40.3
15.3
20.5
11.5
30.7
16.4
B
A
D
B
C
B
C
B
82/350
69/336
46/137
--
74/477
87/446
32/98
--
0.68
0.54
0.55
--
0.68
0.52
0.41
--
15.5
9.9
40.6
15.4
21.1
11.5
30.7
16.7
B
A
D
B
C
B
C
B
83/354
70/336
48/137
--
76/485
87/447
32/98
--
Aspinwall Avenue at Kent Street
Weekday Morning:
Aspinwall Avenue EB LT TH RT
Aspinwall Avenue WB LT TH RT
Kent Street NB LT TH RT
Kent Street SB LT TH RT
Overall
Weekday Evening:
Aspinwall Avenue EB LT TH RT
Aspinwall Avenue WB LT TH RT
Kent Street NB LT TH RT
Kent Street SB LT TH RT
Overall
0.56
0.36
0.59
0.35
--
0.49
0.39
0.23
0.5
--
19.1
13.9
16.0
9.2
15.3
17.4
15.0
6.5
17.1
14.4
B
B
B
A
B
B
B
A
B
B
114/206
54/129
120/259
40/83
--
89/163
59/121
31/84
68/162
--
0.57
0.37
0.61
0.39
--
0.52
0.42
0.24
0.53
--
20.1
14.7
17.1
10.1
16.3
19.6
17.0
6.80
18.7
16.0
C
B
B
B
B
B
B
A
B
B
128/230
61/145
141/275
49/87
--
110/191
74/143
37/93
83/188
--
0.57
0.37
0.61
0.41
--
0.53
0.42
0.24
0.54
--
20.2
14.9
17.2
10.5
16.4
19.8
17.1
6.8
18.7
16.1
C
B
B
B
B
B
B
A
B
B
133/232
64/146
145/276
52/90
--
111/194
75/145
37/94
86/190
-- aVolume-to-capacity ratio. bControl (signal) delay per vehicle in seconds. cLevel of service. dQueue length in feet.
NB = northbound; SB = southbound; EB = eastbound; WB = westbound; LT = left-turning movements; TH = through movements; RT = right-turning movements.
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Table 10
UNSIGNALIZED INTERSECTION LEVEL-OF-SERVICE AND VEHICLE QUEUE SUMMARY
Unsignalized Intersection/
Peak Hour/Movement
2021 Existing
2028 No-Build
2028 Build
Demanda
Delayb
LOSc
Queue
95th
Percentile
Demand
Delay
LOS
Queue
95th
Percentile
Demand
Delay
LOS
Queue
95th
Percentile
Kent Street at Francis Street
Weekday Morning:
Kent Street NB LT
Francis Street EB RT LT
Weekday Evening:
Kent Street NB LT
Francis Street EB RT LT
32
89
11
44
8.0
18.8
8.5
15.6
A
C
A
C
0.1
1.2
0.0
0.5
34
95
12
48
8.0
21.1
8.6
16.8
A
C
A
C
0.1
1.5
0.0
0.6
35
96
13
48
8.1
21.8
8.7
17.1
A
C
A
C
0.1
1.6
0.0
0.6
Kent Street at Site Driveway
Weekday Morning:
Kent Street SB LT
Site Driveway WB LT RT
Weekday Evening:
Kent Street SB LT
Site Driveway WB LT RT
2
5
0
4
8.7
13.9
0.0
13.6
A
B
A
B
0.0
0.0
0.0
0.0
2
5
0
4
8.8
14.6
0.0
14.4
A
B
A
B
0.0
0.0
0.0
0.0
10
24
3
19
8.9
15.3
8.1
14.0e
A
C
A
B
0.1
0.2
0.0
0.2
aVolume-to-capacity ratio. bControl (signal) delay per vehicle in seconds. cLevel of service. dQueue length in vehicles. eDelay decreases due to increased proportion of right turns exiting site as compared with No-Build conditions.
NB = northbound; SB = southbound; EB = eastbound; WB = westbound; LT = left-turning movements; TH = through movements; RT = right-turning movements.
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CONCLUSIONS AND RECOMMENDATIONS
(VAI has prepared this TIA in order to evaluate potential traffic impacts associated with the
proposed residential redevelopment located at 217 Kent Street in Brookline, Massachusetts (the
“Project”). This study was prepared in accordance with the MassDOT Guidelines for
Transportation Impact Assessment (TIA) Guideline; and was conducted pursuant to the standards
of the Traffic Engineering and Transportation Planning Professions for the preparation of such
reports. Based on the results of this study, the following can be concluded:
• Based on trip-generation rates from the existing 23 housing units, the proposed new 112-
unit housing will generate approximately 31 new vehicle trips (12 entering and 19
exiting) during the weekday morning peak hour and 19 new vehicle trips (4 entering and
15 exiting) during the weekday evening peak hour above the vehicle trips currently
generated by the existing building on site.
• Project-related traffic increases in the area are expected to be between 0.2 to 1.4 percent
during the peak hours.
• The analysis has indicated that the Project will result in minimal impact on motorist
delays at the study intersections, as compared to future No-Build conditions.
In consideration of the above, we have concluded that the Project can be accommodated within
the confines of the existing transportation infrastructure in a safe and efficient manner with the
implementation of the following recommendations.
RECOMMENDATIONS
A transportation improvement program has been developed that is designed to provide safe and
efficient access to the Project and address any deficiencies identified at off-site locations
evaluated in conjunction with this study. The following improvements have been recommended
as a part of this evaluation.
Project Access
Access to the Project will be provided by way of one driveway onto Kent Street. The following
recommendations are offered with respect to the design and operation of the Project site
driveway:
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• The proposed main access driveway should be placed under STOP-sign control (MUTCD
R1-1), with a painted STOP-bar included.
• All signs and other pavement markings to be installed within the Project site shall
conform to the applicable standards of the current MUTCD.
• Signs and landscaping adjacent to the Project site driveway intersection should be
designed and maintained so as not to restrict lines of sight.
Transportation Demand Management (TDM) Plan
As is the case with many developments, a major focus of the traffic mitigation plan focuses on the
reduction of single-occupant vehicles arriving and departing to and from the site. This is
predominantly accomplished by developing a comprehensive TDM strategy. Through discussions
with the Town, the proponent is committed to supporting a balanced multimodal transportation
plan to serve the residents and visitors of the site. The major features of this TDM plan that
support this commitment are as follows:
• The property management team will assign a transportation coordinator with the focus on
coordinating transportation aspects of the project with the town and the promotion of
alternative modes of transportation to the site.
• A “welcome packet” will be provided to residents detailing available public
transportation services, bicycle and walking alternatives, and commuter options available.
• In order to encourage the use of public transportation, the property management team will
make available public transportation schedules which will be posted in a centralized
location for the residents. Transit screens/displays will be provided in the building lobby
to display real-time transportation information (similar to https://transitscreen.com).
• In order to encourage car/vanpooling, the property management team will identify
car/vanpool resources that may be available to residents of the proposed project. This
information will be posted in a centralized location for the residents, employees, and
visitors.
• The property management team will provide information on available pedestrian and
bicycle facilities in the vicinity of the Project site. This information will be posted in a
centralized location.
• Bicycle storage for up to 50 bicycles will be provided on-site inside the parking garage.
The Project proponent will investigate the implementation of these traffic reduction strategies and
will work with the Town to implement such programs.
CONCLUSIONS
The proposed Project will result in a measurable impact but an insignificant impact on overall
operations. With the implementation of the above recommendations, safe and efficient access will
be provided to the planned development and the proposed development can be constructed with
minimal impact to the area as designed.