Gateway Transportation Study

Gateway Transportation Study Amherst, Massachusetts SUBMITTED TO University of Massachusetts Amherst Town of Amherst SUBMITTED BY Vanasse Hangen Brustlin, Inc. Watertown, Massachusetts March 213

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Transportation Study University of Massachusetts Town of Amherst Gateway Transportation Study Prepared for University of Massachusetts Amherst The Town of Amherst Amherst, Massachusetts Prepared by Vanasse Hangen Brustlin, Inc. Watertown, Massachusetts March 213

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Table of Contents Summary... 1 1. Introduction... 3 1.1 Project Description... 3 1.2 Study Methodology... 5 2. Existing Conditions... 7 2.1 Existing Roadway Network... 7 2.2 Existing Traffic Volumes... 8 2.3 Vehicle Patterns - Lincoln Avenue and Fearing Street... 9 2.4 Pedestrian Volumes... 13 2.5 Vehicular Crash History... 16 3. Future Conditions... 19 3.1 No-Build Traffic... 19 3.2 Build Traffic... 21 4. Traffic Operations... 33 4.1 Level of Service Criteria... 33 4.2 Existing Conditions... 34 4.3 No-Build Condition... 37 4.4 Build Condition... 39 5. Proposed Roadway Improvements... 43 5.1 East-West Connector Road... 43 5.2 Pedestrian Volumes with Phillips Street Pedestrian Corridor... 49 5.3 Intersection of Triangle Street at East Pleasant Street... 49 5.4 Recommendations... 52 TS\1858.7\reports\Gateway_Transportation_Study_FINAL.docx i Contents

Tables Table Page Table 1 Weekday Traffic Volumes... 8 Table 2 Vehicular Crash Summary (29-211)... 17 Table 3 Vehicular Crash Summary (29-211)... 18 Table 4 Vehicle Trip Generation for Background Development... 2 Table 5 Trip Distribution Summary... 21 Table 6 Mode Share for Residents and Workers in Amherst from the 2 Census... 25 Table 7 UMass Commute Modes... 26 Table 8 Build Condition Trip Generation by Area... 27 Table 9 Build Condition Gateway Trip Generation Total... 28 Table 1 Intersection Level-of-Service Criteria... 34 Table 11 Signalized Intersection Capacity Analysis Summary Existing Conditions... 35 Table 12 Unsignalized Intersection Capacity Analysis Summary Existing Conditions... 36 Table 13 Signalized Intersection Capacity Analysis Summary No Build Conditions... 38 Table 14 Unsignalized Intersection Capacity Analysis Summary No Build Conditions... 39 Table 15 Signalized Intersection Capacity Analysis Summary Build Condition... 41 Table 16 Build Condition with and without Roundabout at Massachusetts Ave and North Pleasant St... 42 Table 17 Unsignalized Intersection Capacity Analysis Summary Build Conditions... 42 Table 18 Build vs. Build with Diverted Garage Trips - Massachusetts Avenue at North Pleasant Street... 47 Table 19 Build vs. Build with Diverted Garage Trips - Unsignalized Intersections... 48 Figures Figure Page Figure 1 Gateway Redevelopment Area... 4 Figure 2 Transportation Study Area... 6 Figure 3 Existing Conditions - Morning Peak Hour Volumes... 1 Figure 4 Existing Conditions - Evening Peak Hour Volumes... 11 Figure 5 Directional Volumes on Lincoln Avenue... 12 Figure 6 Directional Volumes on Fearing Street... 12 Figure 7 Existing Conditions - Pedestrian Volumes (1:3 PM - 11:3 PM)... 14 Figure 8 Existing Conditions - Pedestrian Volumes (12: AM - 1: AM)... 15 Figure 9 Trip Distribution... 22 Figure 1 No-build Traffic Volumes Morning Peak Hour... 23 Figure 11 No-build Traffic Volumes Evening Peak Hour... 24 Figure 12 Site Generated Trips - Morning Peak Hour... 29 Figure 13 Site Generated Trips - Evening Peak Hour... 3 Figure 14 Build Traffic Volumes - Morning Peak Hour... 31 Figure 15 Build Traffic Volumes - Evening Peak Hour... 32 Figure 16 Proposed Roadway Improvements... 44 Figure 17 Diverted Garage Trips... 45 Figure 18 Pedestrian Diversion Volumes (1:3 PM 11:3 PM)... 5 Figure 19 Pedestrian Diversion Volumes (12: AM - 1: AM)... 51 TS\1858.7\reports\Gateway_Transportation_Study_FINAL.docx ii Contents

Summary Vanasse Hangen Brustlin, Inc. (VHB) has evaluated the transportation impacts associated with the redevelopment of the Gateway area along East Pleasant and Triangle Streets in Amherst. The redevelopment involves a clustered mixed-use development that includes retail, office, residential, hotel, and open space elements. The analyses include a 1-year forecast, which accounts for the Phase 1 elements of the UMass Master Plan. This report is organized into five chapters: Chapter 1 - Introduction describes the purpose of the study, methodology, and defines the study area; Chapter 2 Existing Conditions presents the existing traffic demands and a review of crash trends over a 3-year period; Chapter 3 Future Conditions provides an assessment of the traffic impacts of the Gateway redevelopment over a 1-year planning horizon; Chapter 4 Traffic Operations summarizes the roadway capacity analyses for the study area intersections and quantifies how well the roadways handle peak demands; and Chapter 5 Proposed Roadway Improvements presents the roadway mitigation that is recommended to offset the traffic increases associated with the project. The following overarching conclusions were reached: The Gateway project includes land uses that are complementary to each other and self-sustaining. Retail, office, and residential uses that are clustered together support each other, thereby reducing vehicle trips and parking requirements. In addition, a relatively high non-vehicle mode share for Amherst residents and workers further reduces the number of vehicle trips generated by the project. The density of the redevelopment and its proximity to the UMass campus helps to create a strong transition and connectivity between the Town Center and UMass. TS\1858.7\reports\Gateway_Transportation_Study_FINAL.docx 1 Summary

Major changes to roadways or intersections are not needed to accommodate the project. The infrastructure recommendations include: New east-west connector road. A new connector road proposed in the UMass Master Plan between Lincoln Avenue and North Pleasant Street south of Massachusetts Avenue will absorb traffic that would otherwise use Fearing Street. Phillips Street pedestrian path. A pedestrian corridor along Phillips Street, through the redeveloped Lincoln Apartments and along an extension of Sunset Court from McClure Street to Lincoln Avenue is also proposed in the UMass Master Plan. This pedestrian path meets existing desire lines and diverts pedestrian traffic from Fearing Street. Triangle Street/East Pleasant Street intersection. Optimizing the signal timing/phasing at the intersection of Triangle Street and East Pleasant Street can provide an improvement in operations. Widening of this intersection was considered, along with converting the signalized intersection into a roundabout, however concerns over possible physical impacts to abutting properties and Kendrick Park outweighed any benefits from significantly altering the intersection. The next chapter of this report, Chapter 1 - Introduction, describes the study methodology and defines the key 19 intersections that were chosen based on their proximity to the Gateway project. TS\1858.7\reports\Gateway_Transportation_Study_FINAL.docx 2 Summary

1 Introduction Vanasse Hangen Brustlin, Inc. (VHB) has been retained by the University of Massachusetts (UMass) to evaluate the transportation impacts associated with the proposed redevelopment of the Gateway area in Amherst, Massachusetts. This study includes an evaluation of existing conditions, projection of future traffic conditions without the project, assessment of impacts associated with the Gateway redevelopment, and analysis of pedestrians and traffic impacts, including potential roadway improvements in the neighborhood south of Massachusetts Avenue. The evaluation identifies existing and potential deficiencies, and discusses potential improvements to offset project impacts as well as improve existing deficiencies. 1.1 Project Description As shown in Figure 1, the Gateway redevelopment project is comprised of three separate zones, the Gateway Neighborhood zone (North), the Gateway zone (Central), and Town Center Expansion zone (South). Over all three zones, the project includes the following elements: 29 residential units; 159,29 square feet of retail space; 47,97 square feet of office space; a 1-room hotel; and 3.52 acres of open space. The project encompasses land areas on both sides of North Pleasant Street between Massachusetts Avenue and Triangle Street, Kendrick Park, and East Pleasant Street between Triangle Street and Hallock Street. TS\1858.7\reports\Gateway_Transportation_Study_FINAL.docx 3 Introduction

\\mawatr\ts\1858.7\graphics\figures\redevelopment_area.indd Massachusetts Avenue North Pleasant Street East Pleasant Street Fearing Street Triangle Street Vanasse Hangen Brustlin, Inc. Gateway Redevelopment Area Figure 1 University of Massachusetts Gateway Traffic Study Amherst, MA

1.2 Study Methodology The transportation impact assessment of the Gateway project involved three steps. For the first step included defining the study area and completing inventories of roadway geometry, observations of traffic flow, and traffic data collection. The second step involved projecting the future traffic demands onto the roadway network with and without the Gateway project. The final step was an evaluation of how well the roadways and intersections handle the future traffic demands and identifying mitigation to offset any impacts. As illustrated in Figure 2, the study area includes the following 19 intersections: Signalized intersections (4 locations): Commonwealth Avenue at Massachusetts Avenue North Pleasant Street at Massachusetts Avenue Triangle Street at East Pleasant Street Triangle Street/Dickinson Street at Main Street Unsignalized intersections (15 locations): North University Drive at Massachusetts Avenue Sunset Avenue at Massachusetts Avenue (Eastbound) Lincoln Avenue at Massachusetts Avenue (Eastbound) Robsham Visitor Center Driveway (In) at Massachusetts Avenue (Eastbound) Robsham Visitor Center Driveway (Out) at Massachusetts Avenue (Eastbound) Parking Lot 34 Driveway at Massachusetts Avenue (Eastbound) Parking Lot 34 Driveway at Massachusetts Avenue (Westbound) Presidents Drive (Out) at Massachusetts Avenue (Westbound) Presidents Drive (In) at Massachusetts Avenue (Westbound) Lot 71 Driveway at Massachusetts Avenue (Westbound) Fearing Street at North University Drive Fearing Street at Sunset Avenue Fearing Street at Lincoln Avenue Fearing Street at North Pleasant Street Cottage Street/Pray Street at Triangle Street Once the existing conditions were evaluated, future traffic demands with and without the Gateway project were estimated to assess the likely impact of the project. Traffic growth from other area developments and planned UMass growth in the next ten years under Phase 1 of the Master Plan were layered into the forecast. Traffic flow analyses were completed for morning and evening peak hour conditions under three scenarios: Existing Conditions; No-Build Conditions (Existing Conditions plus area development and Phase 1 of the UMass Master Plan); and Build Conditions (No- Build Condition plus the Gateway project). Potential measures to address existing or projected deficiencies were identified and evaluated. TS\1858.7\reports\Gateway_Transportation_Study_FINAL.docx 5 Introduction

\\mawatr\ts\1858.7\graphics\figures\study_area.indd Vanasse Hangen Brustlin, Inc. Figure 2 Transportation Study Area

2 Existing Conditions To understand the traffic impacts associated with the Gateway project, a thorough review of the existing roadway system and its operations was conducted. Existing conditions observed in the study area included an inventory of roadway and intersection geometry; collection of daily and peak period traffic volumes; and examination of intersection crash data. 2.1 Existing Roadway Network The four primary roadways in the study area are North Pleasant Street, Massachusetts Avenue, Fearing Street, and Lincoln Avenue. North Pleasant Street is a two-lane, two-way roadway that travels north/south through the center of the UMass campus, connecting Amherst center with North Amherst. The roadway is under the jurisdiction of the Town of Amherst. Accommodating vehicles, buses, pedestrians, and bicyclists, North Pleasant Street serves both the University and Amherst center as well as through traffic. It is the main north/south transit route for UMass shuttle buses and Pioneer Valley Transit Authority (PVTA) local and regional buses. North Pleasant Street carries approximately 12, vehicles per day between Fearing Street and Massachusetts Avenue. Massachusetts Avenue is a four-lane, median divided roadway that travels east/west between North Pleasant Street and North University Drive. The roadway is under the jurisdiction of UMass. It separates the main UMass campus from several parking lots and the Southwest Residential Area. Massachusetts Avenue handles approximately 13,8 vehicles per day. Massachusetts Avenue provides direct access to several parking lots, Whitmore Administration Building, and to the major regional and local bus stop at Haigis Mall. Fearing Street is a residential two-way, two-lane roadway that runs parallel to Massachusetts Avenue connecting North University Drive with North Pleasant Street. Fearing Street is under the jurisdiction of the Town of Amherst and carries approximately 3,3 vehicles per day. TS\1858.7\reports\Gateway_Transportation_Study_FINAL.docx 7 Existing Conditions

Lincoln Avenue is a two-way, two-lane roadway that connects Massachusetts Avenue, Fearing Street, and Amity Street to Northampton Street (Route 9). Lincoln Avenue is under the jurisdiction of the Town of Amherst and carries approximately 2,5 vehicles per day north of Fearing Street. It provides direct access to UMass Lot 32 and the Lincoln Apartments (University of Massachusetts housing). 2.2 Existing Traffic Volumes To quantify existing traffic flow patterns along the roadways serving the Gateway area, peak-hour and daily traffic volumes were collected. Turning movement counts (TMCs) were collected at the 19 key intersections during the typical weekday peak periods of travel (7: AM to 9: AM and 4: PM to 6: PM). Daily traffic volume counts were collected on the key roadway segments over a 48-hour period using automatic traffic recorders (ATRs). As shown in Table 1, daily traffic volumes vary significantly along study area roadways. The two most heavily traveled roadways in the study area are Massachusetts Avenue and North Pleasant Street. Massachusetts Avenue carries approximately 12,2 vehicles per day and North Pleasant Street carried approximately 12, vehicles per day. The lowest volumes were recorded on Sunset Avenue (9 vehicles per day) and Lincoln Avenue (2,7 vehicles per day). Table 1 Weekday Traffic Volumes Morning Peak Hour Location Daily 3 Vol 4 Factor 5 K Dir. Dist. 6 Evening Peak Hour K Vol Factor Dir. Dist. Massachusetts Ave East of Commonwealth Ave 1 12,2 85 7.% 54% EB 1,7 8.8% 54%WB North Pleasant Street North of Fearing Street 2 12, 81 6.8% 7% NB 9 7.5% 57%SB North University Drive North of Fearing Street 2 9,4 6 6.4% 51% NB 82 8.7% 6%SB Fearing Street West of Nutting Avenue 2 3,3 18 5.5% 56% WB 28 8.5% 52%EB Lincoln Avenue South of Lincoln Apartments 2 2,7 25 9.3% 83% NB 26 9.6% 73%SB Sunset Avenue South of Massachusetts Avenue 2 9 5 5.6% 59% SB 8 8.9% 59%SB Source: Daily and peak hour traffic counts conducted by UMass ITE Student Chapter 1. Based on counts conducted on April 26 and 27, 211 2. Based on count conducted on October 12 and 13, 211 3. Daily - Average daily traffic volume expressed in vehicles per day 4. Vol Hourly volume, expressed in vehicles per hour 5. K Factor The percent of weekday daily traffic that occurs during the peak hour 6. Dir. Dist. The directional distribution of traffic TS\1858.7\reports\Gateway_Transportation_Study_FINAL.docx 8 Existing Conditions

Weekday morning and evening peak period TMCs were conducted at the 19 study area intersections. The data were used to establish existing peak hour traffic conditions at the study intersections. Existing morning and evening peak hour traffic volumes are presented in Figures 3 and 4, respectively. All traffic count data are included in the Appendix. 2.3 Vehicle Patterns - Lincoln Avenue and Fearing Street Travel patterns along Lincoln Avenue and Fearing Street are discussed in this section. Table 1 in the previous section summarized the vehicle directional volume on Lincoln Avenue and Fearing Street during the morning and evening peak hours. Figures 5 and 6 illustrate the hourly volumes by direction on Lincoln Avenue and Fearing Street. On Lincoln Avenue (Figure 5), most of the traffic heads northbound toward campus in the morning and southbound from campus in the evening. During the morning peak, approximately 2 vehicles travel northbound (toward campus). The southbound flow in the morning is approximately 5 vehicles. During the evening peak hour, approximately 19 vehicles are headed southbound and 7 vehicles northbound. The maximum two-way volume was 26 vehicles between 4: and 5: PM. Unlike Lincoln Avenue, traffic on Fearing Street is fairly evenly split over the day in each direction. The eastbound flow toward North Pleasant Street is almost identical to the westbound flow toward North University Drive over the entire day. Traffic on Fearing Street is notably higher in the evening peak hour compared to the morning peak hour. TS\1858.7\reports\Gateway_Transportation_Study_FINAL.docx 9 Existing Conditions

\\mawatr\ts\1858.7\graphics\figures\8x11_networks.indd Ave Ave Vanasse Hangen Brustlin, Inc. Figure 3 Existing Conditions Weekday Morning Not to Scale

\\mawatr\ts\1858.7\graphics\figures\8x11_networks.indd Ave Ave Vanasse Hangen Brustlin, Inc. Figure 4 Existing Conditions Weekday Evening Not to Scale

12: AM 1: AM 2: AM 3: AM 4: AM 5: AM 6: AM 7: AM 8: AM 9: AM 1: AM 11: AM 12: PM 1: PM 2: PM 3: PM 4: PM 5: PM 6: PM 7: PM 8: PM 9: PM 1: PM 11: PM Number of Vehicles 12: AM 1: AM 2: AM 3: AM 4: AM 5: AM 6: AM 7: AM 8: AM 9: AM 1: AM 11: AM 12: PM 1: PM 2: PM 3: PM 4: PM 5: PM 6: PM 7: PM 8: PM 9: PM 1: PM 11: PM Number of Vehicles Figure 5 Directional Volumes on Lincoln Avenue 3 28 26 24 22 2 18 16 14 12 1 8 6 4 2 Lincoln Avenue Northbound Southbound Combined Figure 6 Directional Volumes on Fearing Street 3 28 26 24 22 2 18 16 14 12 1 8 6 4 2 Fearing Street Westbound Eastbound Combined TS\1858.7\reports\Gateway_Transportation_Study_FINAL.docx 12 Existing Conditions

2.4 Pedestrian Volumes Residents in the neighborhood along Lincoln Avenue and Fearing Street have expressed concerns regarding the volume of pedestrians traveling on these streets during the late night on Friday and early morning on Saturday. Lincoln Avenue and Fearing Street are the most direct routes for students traveling between the Southwest Residential Area and the bars and restaurants in downtown Amherst. Pedestrian turning movement counts were conducted on a clear Friday night (October 21, 211) at the intersections of Fearing Street at Lincoln Avenue and Fearing Street at North Pleasant Street. The counts were conducted between 9:3 PM and 2:3 AM (see Figures 7 and 8). The hours with the highest pedestrian volumes were 1:3 PM to 11:3 PM and midnight to 1: AM. The volumes for those two hours are presented in Figures 7 and 8. Approximately 21 pedestrians were observed on Fearing Street east of Lincoln Avenue between 1:3 PM and 11:3 PM. The majority (165) were walking east toward Nutting Avenue and North Pleasant Street. Between 12: AM and 1: AM, 165 pedestrians were counted in the same location. Almost 1 pedestrians were walking west toward Lincoln Avenue. These directional flows are reflective of travel to downtown in the late evening and return travel from downtown in the early morning. TS\1858.7\reports\Gateway_Transportation_Study_FINAL.docx 13 Existing Conditions

1 \\mawatr\ts\1858.7\graphics\figures\net_base.dwg 37 4 1 18 33 51 9 42 42 17 78 26 129 8 166 74 92 92 43 49 25 51 Not to Scale Note: Volumes at Nutting Avenue were estimated based on volumes at Lincoln Avenue and North Pleasant Street. Vanasse Hangen Brustlin, Inc. Figure 7 Existing Conditions Pedestrian Volumes Friday October 21, 211 1:3-11:3 PM

\\mawatr\ts\1858.7\graphics\figures\net_base.dwg 17 6 6 94 3 97 23 74 74 28 74 6 51 2 15 1 68 17 51 51 9 42 46 111 Not to Scale Note: Volumes at Nutting Avenue were estimated based on volumes at Lincoln Avenue and North Pleasant Street. Vanasse Hangen Brustlin, Inc. Figure 8 Existing Conditions Pedestrian Volumes Friday October 21, 211 12: - 1: AM

2.5 Vehicular Crash History To determine if there are an excessive number of crashes occurring at the study area intersections, crash data were obtained from the Amherst Police Department and the University of Massachusetts Police Department for a three-year period from 29 to 211. Tables 2 and 3 summarize the crash data. There were 56 crashes over the 3-year period 29 to 211 period at the 19 study area intersections. The leading types of crashes were angle (19), followed by head-on and rear-end crashes (11 each). Forty-nine of the 56 crashes occurred on dry pavement and approximately 32 percent occurred in the weekday morning (7-9 AM) or evening (4-6 PM) peak periods. Of the 35 accidents for which crash severity was reported, only four resulted in personal injury and there were no fatalities. The highest crash location was Massachusetts Avenue at North University Drive with 14 crashes, followed by Massachusetts Avenue at Commonwealth Avenue with 11 crashes. The intersections of Massachusetts Avenue eastbound at Sunset Avenue and Massachusetts Avenue at North University Drive each had a crash that involved a pedestrian. Yearly intersection crash rates have been calculated for each intersection based on existing traffic volumes and the number of crashes. Crash rates are expressed in accidents per million entering vehicles per year. Also reported are the average crash rates for signalized and unsignalized intersections in MassDOT District 2. With the exception of North University Drive at Massachusetts Avenue, existing crash rates at the intersections analyzed are well below the state averages. The crash rate at North University Drive and Massachusetts Avenue is just below the District 2 average for unsignalized locations. TS\1858.7\reports\Gateway_Transportation_Study_FINAL.docx 16 Existing Conditions

Table 2 Vehicular Crash Summary (29-211) Fearing St at N. University Dr Fearing St at Sunset Ave Fearing St at Lincoln Ave Fearing St at N. Pleasant St Triangle St at E. Pleasant St Triangle St at Cottage St/ Pray St Triangle St at Main St Year 29 1 1 1 2 5 21 1 4 4 9 211 2 2 2 1 7 Total 1 2 3 7 1 7 21 Calculated Crash Rate..28.46.24.34.9.36 MassDOT District 2 Rate.67.67.67.67.83.67.83 Exceed? No No No No No No No Collision Type Angle 1 2 2 3 1 9 Head-on 1 1 Rear-end 3 3 Rear-to-Rear 1 1 Sideswipe, opposite direction Sideswipe, same direction 2 1 3 Single vehicle crash 1 2 1 4 Unknown Crash Severity Fatal injury Non-fatal injury Property damage only Unknown 1 2 3 7 1 7 21 Time of Day Weekday, 7: AM - 9: AM 1 1 Weekday, 4: PM - 6: PM 1 1 1 1 4 Saturday, 11: AM - 2: PM Weekday, other time 1 2 4 6 13 Weekend, other time 1 1 1 3 Pavement Conditions Dry 1 1 3 7 3 15 Wet 1 1 3 5 Snow 1 1 Non Motorist (Bike, Ped) Total Source: Town of Amherst Police Department Total TS\1858.7\reports\Gateway_Transportation_Study_FINAL.docx 17 Existing Conditions

Table 3 Vehicular Crash Summary (29-211) Mass. Ave at N University Dr Mass. Ave at N. Pleasant Street Mass. Ave at Comm. Ave Mass. Ave EB at Sunset Ave Mass. Ave EB at Lincoln Ave Mass. Ave WB at Parking Lot 71 Mass. Ave EB at Robsham Entrance Mass. Ave WB at Presidents Drive (Out) Mass. Ave EB at Robsham Exit Mass. Ave WB at Presidents Drive (In) Year 29 3 5 1 1 1 21 6 2 3 1 1 1 14 211 5 3 1 1 1 11 Total 14 2 11 1 2 1 1 1 2 35 Calculated Crash Rate.66.11.43.14.23.12.13.12.26 MassDOT District 2 Rate.67.83.83.67.67.67.67.67.67.67.67.67 Exceed? No No No No No No No No No No No No Collision Type Angle 6 2 2 1 Head-on 1 9 1 Rear-end 2 2 2 1 1 8 Rear-to-Rear Sideswipe, opposite direction 1 1 Sideswipe, same direction 4 1 5 Single vehicle crash Unknown 1 1 Crash Severity Fatal injury Non-fatal injury 3 1 4 Property damage only 14 2 8 2 1 1 1 2 31 Unknown Time of Day Weekday, 7: AM - 9: AM 1 1 3 1 1 1 8 Weekday, 4: PM - 6: PM 2 1 1 1 5 Saturday, 11: AM - 2: PM 1 1 Weekday, other time 6 1 7 1 1 1 17 Weekend, other time 4 4 Pavement Conditions Dry 14 2 11 1 1 1 1 1 2 34 Wet Snow 1 1 Non Motorist (Bike, Ped) Total 1 1 2 Source: UMass Police Department Mass. Ave EB at Parking Lot 34 Mass. Ave WB at Parking Lot 34 Total TS\1858.7\reports\Gateway_Transportation_Study_FINAL.docx 18 Existing Conditions

3 Future Conditions To assess the traffic impacts of the Gateway redevelopment, future traffic conditions were analyzed with and without the project over a 1-year planning horizon. Volumes on the roadway network under the future No-Build condition (without the project) were assumed to include existing traffic, traffic resulting from Phase I development in the UMass Master Plan and traffic from other development in Amherst. Anticipated traffic from the Gateway project was added to the No-Build traffic volumes to reflect Build conditions in the study area. 3.1 No-Build Traffic Trip Generation Traffic growth on area roadways is a function of expected land development, economic activity, changes to the transportation network, and changes in demographics. A frequently used procedure is to identify estimated traffic generated by planned new developments that would be expected to affect study area roadways. In addition, the increase of study area traffic volumes due to increases in UMass employment and student enrollment was included as a part of traffic growth without the proposed Gateway redevelopment. The Gateway redevelopment project is located at the southeast entrance of the University of Massachusetts. The majority of University traffic travels through the redevelopment area. As a result, the increase in staff, faculty and students during Phase I development of the UMass Master Plan (ten-year period) is included as part of the background traffic growth under the No-Build Condition. In addition to accounting for Phase I Master Plan traffic, the traffic associated with other planned and/or approved developments near the study area was considered. Based on consultation with Town of Amherst officials, approximately 6, square feet of retail space and 48 condominium units were included as part of the No-Build Condition. The trip generation for this development is shown in Table 4. The TS\1858.7\reports\Gateway_Transportation_Study_FINAL.docx 19 Future Conditions

proposed development is expected to add approximately 15 morning peak hour trips and 24 evening peak hour trips to the area roadway network. The total new trips accounted for the vehicle mode share for both land uses. The background development is expected to have vehicle mode shares of 7. percent and 63.4 percent respectively. Table 4 Vehicle Trip Generation for Background Development Use Retail (6 ksf) 1 Condominium (48 units) 2 Total Weekday AM Peak Hour 3 Enter 1 2 3 Exit 1 11 12 Total 2 13 15 Weekday PM Peak Hour 3 Enter 4 11 15 Exit 4 5 9 Total 8 16 24 1 Institute of Transportation Engineers, Trip Generation, 8th Edition - Land Use Code 23 [Residential Condominium/Townhouse]; average rates. 2 Institute of Transportation Engineers, Trip Generation, 8th Edition - Land Use Code 875 [Department Store (non-christmas)]; average rates. 3 expressed in vehicles per hour Trip Distribution and Assignment The trips generated by expected (No-Build) and proposed (Build) development were distributed and assigned to area roadways based on 2 Census Journey To-Work data. Almost two-thirds of Amherst residents work in Amherst and about 5 percent of people who work in Amherst live in Amherst. As a result, an averaged trip distribution was used. The directional distribution of trips to and from the Gateway project is summarized in Table 5 and illustrated on Figure 9. Commonwealth Avenue, North Pleasant Street and North University Drive are the primary routes for vehicles accessing the Gateway area. Detailed directional distribution calculations are presented in the Appendix. The new morning and evening peak hour traffic generated by the No-Build and Build developments was assigned to the area roadways based on the trip distribution patterns illustrated on Figure 9 and summarized in Table 5. No-Build development traffic was added to the existing traffic volumes to establish No-Build traffic volumes. The No-Build traffic volume networks for the morning and evening peak hours are shown in Figures 1 and 11. TS\1858.7\reports\Gateway_Transportation_Study_FINAL.docx 2 Future Conditions

Table 5 Trip Distribution Summary Travel Route To/From Percent of Site Traffic Commonwealth Avenue Northwest 38% North Hadley Road West 7% Lincoln Avenue/Fearing Street North 2% Route 9 (Northampton Street) West 26% North Pleasant Street North 6% South 12% Main Street East 2% East Pleasant Street North 2% Triangle Street Southeast 5% All Routes 1% 3.2 Build Traffic Design year (Build) traffic volumes for the study area roadways were determined by projecting site-generated traffic and assigning it to the study area roadways. The projected site-generated traffic volumes were added to the No-Build networks to create the Build traffic volume networks. The following sections describe the procedures used to develop the Build networks which represent a 1-year planning horizon. Trip Generation Trip generation was calculated for the proposed Gateway redevelopment using the Institute of Transportation Engineer s (ITE) Trip Generation, 8th Edition. The following ITE Land Use Codes (LUC) were used: LUC 23 Residential Condominium/Townhouse LUC 31 Hotel LUC 71 General Office Building LUC 875 Department Store (non-christmas) TS\1858.7\reports\Gateway_Transportation_Study_FINAL.docx 21 Future Conditions

\\mawatr\ts\1858.7\graphics\figures\8x11_networks.indd Ave Vanasse Hangen Brustlin, Inc. Figure 9 Trip Distribution Not to Scale

\\mawatr\ts\1858.7\graphics\figures\8x11_networks.indd Ave Ave Vanasse Hangen Brustlin, Inc. Figure 1 Not to Scale

\\mawatr\ts\1858.7\graphics\figures\8x11_networks.indd Ave Ave Vanasse Hangen Brustlin, Inc. Figure 11 Not to Scale

Mode Share ITE trip generation rates are generally developed from observations in suburban locations where the predominant mode of travel is by auto. In Amherst, other modes of travel, particularly walk and transit, are more extensively used. As a result, it was appropriate to adjust the ITE trip generation to reflect the lower auto share representative of Amherst. Local mode share was developed from the 2 Census Journey-to-Work data, which are summarized in Table 6. Separate mode shares are provided for residents of Amherst and employees who work in Amherst. Table 6 Mode Share for Residents and Workers in Amherst from the 2 Census Live in Amherst Work in Amherst Mode Number Percent Number Percent Drive Alone 9,395 55.6% 12,645 62.% Carpool 1,315 7.8% 1,73 8.5% Transit 1,345 8.% 1,434 7.% Walk 4,365 25.8% 4,16 2.4% Bike 3, 1.8% 335 1.6% Taxi/Other 175 1.% 19.5% Total 16,985 1.% 12,413 1.% Source: 2 Census Journey-to-Work data The auto mode share, which includes drive alone and carpool, is 63.4 percent for residents and 7.5 percent for workers in Amherst. These auto mode shares reflect the high walk shares of almost 26 percent and 2 percent respectively. The 63.4 percent auto mode share was applied to residential units and the 7.5 percent auto mode share was applied to retail and office. An auto mode share of 75 percent was assumed for the hotel. Mode share information from UMass was also reviewed to validate the use of the 2 journey-to-work data. As shown in Table 7, the total vehicle mode share at UMass declined from 77 percent in 1999 to 6 percent in 29. This decrease was offset by a 12 percent gain in the bus mode share and a 4 percent gain in the bike mode shares. The 6 percent vehicle mode share at UMass is somewhat lower than the census mode shares for all commuters. Using the census mode shares is a conservative approach to avoid potentially under estimating the vehicle trip generation for the project. TS\1858.7\reports\Gateway_Transportation_Study_FINAL.docx 25 Future Conditions

Table 7 UMass Commute Modes Mode 1999 29 Drive Alone 73% 5% Carpool 4% 1% Bus 17% 29% Bike 1% 5% Walk 3% 5% Combination 2% 1% Total 1% 1% Source: UMass Transportation Demand Management Program Mixed Use Internal Trip Capture The Gateway redevelopment is a mixed-use development, which includes residential, hotel, retail, and office uses. These uses complement each other such that there are internal trips made within the Gateway project. As a result, a portion of the total trips generated by the individual uses will not be new vehicle trips, rather they will be linked trips between each complementary use. These internal trips reduce the total vehicle trips added to the roadways. The internal capture rate between the four uses in the Gateway is projected to be 4 percent and 12 percent in the morning and evening peak hours, respectively, based on ITE guidelines 1. The external vehicle trip generation reflects these reductions. Build Condition Traffic Applying the vehicle mode shares to the ITE trip generation and reducing the total trips for internal capture results in the net new vehicle trips to and from the project. Table 8 presents the new vehicle trips generated by sub area from the proposed redevelopment. Table 9 presents the total new vehicle trips for the entire redevelopment area. The proposed development is expected to add approximately 213 morning peak hour trips and 299 evening peak hour trips to area roadways. The Gateway generated traffic was added to the No-Build traffic volumes to establish Build peak hour traffic volumes. The trips generated by Gateway were distributed to the network based on the trip distribution presented in Table 5 and Figure 9. These trips are shown in Figures 12 and 13 for the morning and evening peak hours. The resulting Build Condition morning and evening peak hour traffic volumes are shown in Figures 14 and 15. 1 Institute of Transportation Engineer s (ITE) Trip Generation, 9th Edition TS\1858.7\reports\Gateway_Transportation_Study_FINAL.docx 26 Future Conditions

Table 8 Build Condition Trip Generation by Area 1 GATEWAY NEIGHBORHOOD Use Retail Residential Hotel Office (8 ksf) (39 units) (N/A) (N/A) Weekday AM Peak Hour Enter 1 2 3 Exit 1 9 1 Total 2 11 13 Weekday PM Peak Hour Enter 3 8 11 Exit 3 4 7 Total 6 12 18 GATEWAY Use Retail Residential Hotel Office Units (69 ksf) (114 units) (1 rooms) (N/A) Weekday AM Peak Hour Enter 11 5 26 42 Exit 7 26 16 49 Total 18 31 42 91 Weekday PM Peak Hour Enter 29 22 2 71 Exit 27 11 19 57 Total 56 33 39 128 TOWN CENTER Use Retail Residential Hotel Office Units (82 ksf) (137 units) (N/A) (48 ksf) Weekday AM Peak Hour Enter 13 6 45 64 Exit 8 32 5 45 Total 21 38 5 19 Weekday PM Peak Hour Enter 34 27 7 68 Exit 32 13 4 85 Total 66 4 47 153 1 expressed in vehicles per hour Total Total Total TS\1858.7\reports\Gateway_Transportation_Study_FINAL.docx 27 Future Conditions

Table 9 Build Condition Gateway Trip Generation Total Retail Residential Use (159 ksf) 1 (29 units) 2 Hotel Office (1 Rooms) 3 (48 ksf) 4 Total Weekday AM Peak Hour Enter 25 14 26 45 11 Exit 16 66 16 5 13 Total 41 8 42 5 213 Weekday PM Peak Hour Enter 66 57 2 7 15 Exit 63 28 18 4 149 Total 129 85 39 47 299 1 Institute of Transportation Engineers, Trip Generation, 8th Edition - Land Use Code 875 [department store] 159.3 ksf; average rates. 2 Institute of Transportation Engineers, Trip Generation, 8th Edition - Land Use Code 23 [residential condominium/townhouse] 29 dwelling units; average rates. 3 Institute of Transportation Engineers, Trip Generation, 8th Edition - Land Use Code 31 [hotel] 1 rooms; average rates. 4 Institute of Transportation Engineers, Trip Generation, 8th Edition - Land Use Code 71 [general office building] 48 ksf ; average rates. TS\1858.7\reports\Gateway_Transportation_Study_FINAL.docx 28 Future Conditions

\\mawatr\ts\1858.7\graphics\figures\8x11_networks.indd Vanasse Hangen Brustlin, Inc. Figure 12 Site Generated Trips Not to Scale

\\mawatr\ts\1858.7\graphics\figures\8x11_networks.indd Vanasse Hangen Brustlin, Inc. Figure 13 Site Generated Trips Not to Scale

\\mawatr\ts\1858.7\graphics\figures\8x11_networks.indd Ave Ave Vanasse Hangen Brustlin, Inc. Figure 14 Not to Scale

\\mawatr\ts\1858.7\graphics\figures\8x11_networks.indd Ave Ave Vanasse Hangen Brustlin, Inc. Figure 15 Not to Scale

4 Traffic Operations To assess the quality of traffic flow, roadway capacity analyses were conducted for 4 signalized intersections and 15 unsignalized intersections. Capacity analyses provide an indication of how well the roadway facilities handle the traffic demands placed upon them. Traffic engineering procedures and principles from the 21 Highway Capacity Manual 2 (HCM) were used to analyze the study area intersections. 4.1 Level of Service Criteria Level of service (LOS) is the term used to describe the different operating conditions that occur on a given roadway segment or intersection under various traffic volume loads. It is a qualitative measure of the effect of a number of factors including roadway geometrics, speed, travel delay, freedom to maneuver, and safety. Six levels of service are defined for each type of facility. Levels of service are given letter designations from A to F, with LOS A representing the best operating conditions and LOS F representing the worst. Levels of service A through D are typically considered acceptable while LOS E and F represent excessive delays. LOS is reported differently for signalized and unsignalized intersections. For signalized intersections, the analysis considers the operation of all traffic entering the intersection and the level of service designation is for overall conditions at the intersection. For unsignalized intersections, the analysis assumes that through traffic on the main road is not affected by traffic on the side streets. Thus, the level of service is calculated for traffic exiting from side street approaches and for left turns from the main road. Table 1 presents the criteria for signalized and unsignalized intersection level of service, which are based on the average delay in seconds per vehicles. 2 Highway Capacity Manual, Transportation Research Board, Washington, D.C., 21 TS\1858.7\reports\Gateway_Transportation_Study_FINAL.docx 33 Traffic Operations

Table 1 Intersection Level-of-Service Criteria Delay (seconds/vehicle) Level of Service Signalized Intersections Unsignalized Intersections/Roundabouts A <1-1 B >1-2 >1-15 C >2-35 >15-25 D >35-55 >25-35 E >55-8 >35-5 F >8 >5 Source: Highway Capacity Manual, Transportation Research Board, Washington, D.C., 21 4.2 Existing Conditions Existing traffic operating conditions were analyzed for the four signalized intersections and 15 unsignalized locations within the study area. The analyses were conducting using the morning and evening peak hour volumes shown in Figure 4 and Figure 5. Signalized Intersection Capacity Analysis The results of the signalized intersection capacity analyses for existing conditions are summarized in Table 11. One intersection experiences deficient overall operating conditions. Massachusetts Avenue at North Pleasant Street operates at LOS F during both the morning and evening peak hours. This is due to excessive delays to the leftturn from Massachusetts Avenue to North Pleasant Street, which is a heavy turning movement (196 vehicles in the morning peak hour and 245 vehicles in the evening peak hour). The intersection of Massachusetts Avenue at Commonwealth Avenue operates at acceptable levels of service overall, although the southbound left-turn experiences long delays in the evening peak hour. Since this is not the critical movement in the evening peak hour, the overall intersection operations is considered to be acceptable at LOS D or better. TS\1858.7\reports\Gateway_Transportation_Study_FINAL.docx 34 Traffic Operations

Table 11 Signalized Intersection Capacity Analysis Summary Existing Conditions Weekday Morning Peak Hour Weekday Evening Peak Hour Intersection Lane Group V/C 1 Delay 2 LOS 3 V/C Delay LOS Massachusetts Avenue at Commonwealth Avenue Massachusetts Avenue at North Pleasant Street Triangle Street at East Pleasant Street Main Street at Triangle Street EB LT.75 18 B.4 16 B EB TH.28 14 B.19 16 B WB TH-TH-RT.37 29 C.84 44 D SB LT.39 31 C 1.15 >12 F SB RT.12 3 A.75 12 B Overall.62 18 B.88 39 D EB LT >1.2 >12 F >1.2 >12 F EB TH-TH.8 22 C.26 24 C WB TH-TH.5 39 D.32 36 D WB RT.12 3 C.15 3 C SB LT.29 32 C.64 41 D SB RT.13 23 C.19 23 C Overall.59 92 F.7 83 F EB LT-TH.25 25 C.78 39 D EB RT.7 15 B.11 15 B WB LT-TH-RT.86 43 D.71 34 C NB LT.43 3 C.31 22 C NB TH-RT.25 14 B.32 13 B SB LT.11 25 C.13 23 C SB TH-RT.75 37 D.57 28 C Overall.74 32 C.56 26 C EB LT-TH-RT.19 9 A.67 25 C WB LT-TH.44 11 B.42 2 C WB RT.31 1 B.19 18 B NB LT-TH-RT.5 27 C.31 42 D SB LT-TH-RT.47 25 C.81 33 C Overall.45 13 B.71 26 C Source: VHB, Inc. using Synchro 7 (Build 614) software. Note: Shaded cells denote LOS E/F conditions. NB = Northbound; SB = Southbound; EB = Eastbound; WB = Westbound; LT = left-turn; TH = through; RT = right-turn Weekday Morning Peak Hour: 8: AM to 9: AM; Weekday Evening Peak Hour: 4:15 PM to 5:15 PM. 1 V/C Volume-to-capacity ratio. V/C ratios range from 1. when demand equals the theoretical capacity to when demand is zero. Values over 1. indicate demand in excess of the theoretical capacity. 2 Delay Control delay per vehicle, expressed in seconds, includes initial deceleration delay, queue move-up time, stopped delay, and final acceleration delay. 3 LOS Level-of-Service. LOS A indicates free flow conditions with minimal delays. LOS E and F indicate congested conditions. 4 Q 95th percentile queue length estimate, in feet. TS\1858.7\reports\Gateway_Transportation_Study_FINAL.docx 35 Traffic Operations

Unsignalized Intersection Capacity Analysis The results of the unsignalized intersection capacity analysis are summarized in Table 12. As noted previously, the analysis results for unsignalized intersections reflect the operation of the critical turning movement (typically the left-turn from the minor street or the mainline left-turn movement into the minor street). The northbound approaches of North University Drive and Lincoln Avenue at Massachusetts Avenue and the southbound approach of Presidents Drive Exit at Massachusetts Avenue westbound all operate at LOS E in the evening peak hour. All other unsignalized intersections operate at acceptable levels of service in the existing condition. Table 12 Unsignalized Intersection Capacity Analysis Summary Existing Conditions Critical Weekday Morning Peak Hour Weekday Evening Peak Hour Intersection Movement(s) Dem 1 V/C 2 Delay 3 LOS 4 Dem V/C Delay LOS Massachusetts Avenue at North University Drive NB LT-RT 229.55 24 C 327.87 38 E Massachusetts Avenue Eastbound at Sunset Avenue NB RT 8.2 1 B 14.7 11 B Massachusetts Avenue Eastbound at Lincoln NB TH-RT 1.42 2 C 182.78 39 E Avenue Massachusetts Avenue Eastbound at Robsham SB LT-TH 72.17 13 B 139.43 2 C Visitors Center Entrance Massachusetts Avenue Eastbound at Robsham NB TH-RT 16.6 12 B 69.39 2 C Visitors Center Exit Massachusetts Avenue Eastbound at Parking Lot 34 SB LT-TH 27.7 12 B 15.6 15 C Driveway Massachusetts Avenue Westbound at Parking Lot 34 NB LT 2. 1 B 34.5 11 B Driveway Massachusetts Avenue Westbound at Presidents NB LT-TH 6.21 16 C 141.57 26 D Drive Entrance Massachusetts Avenue Westbound at Presidents SB TH-RT 71.25 14 B 152.74 37 E Drive Exit Massachusetts Avenue Westbound at Parking NB LT-TH 133.33 15 C 132.46 22 C Lot 71 Driveway Fearing Street at North University Drive WB LT-RT 76.23 14 B 112.42 27 D Fearing Street at Sunset Avenue NB LT-TH-RT 1. 9 A 2. 1 B Fearing Street at Lincoln Avenue NB LT-TH-RT 158.19 8 A SB LT-TH-RT 165.22 9 A Fearing Street at North Pleasant Street EB LT-TH-RT 65.28 24 C 132.37 19 C Pray Street/Cottage Street at Triangle Street SB LT-TH-RT 49.18 18 C 48.19 19 C Source: VHB, Inc. using Synchro 7 (Build 614) software. Note: Shaded cells denote LOS E/F conditions. NB = Northbound; SB = Southbound; EB = Eastbound; WB = Westbound; LT = left-turn; TH = through; RT = right-turn 1 Dem Demand. 2 V/C Volume-to-capacity ratio. Values over 1. indicate demand in excess of the theoretical capacity. 3 Delay Control delay per vehicle, expressed in seconds, includes initial deceleration delay, queue move-up time, stopped delay, and final acceleration delay. 4 LOS Level-of-Service. LOS A indicates free flow conditions with minimal delays. LOS E and F indicate congested conditions. TS\1858.7\reports\Gateway_Transportation_Study_FINAL.docx 36 Traffic Operations

4.3 No-Build Condition The trips generated by the retail development and condominium units expected in downtown Amherst without the Gateway project were assigned to the existing roadway system to produce No-Build traffic volumes. In addition, the road diet for Massachusetts Avenue proposed under Phase I of the UMass Master Plan is included in the No-Build condition. The details of the Massachusetts Avenue road diet are discussed in the following section. Transportation Recommendations for UMass Master Plan Phase I Massachusetts Avenue is a four-lane divided roadway with two 13-foot travel lanes in each direction and an approximately 6-foot median. Currently, there are no bicycle accommodations on Massachusetts Avenue. The highway type design of this roadway is oversized for the 12, vehicles using the road daily, which typically can be accommodated by a two-lane roadway. The recommended cross-section for Massachusetts Avenue includes a complete streets approach with a road diet. The road diet will include the following: Signalized Intersection Capacity Analysis Closure of the existing westbound barrel Widening of the existing eastbound barrel from the south curb to the north to include: A five-foot bicycle lane in each direction; One 12-foot travel lane in each direction; Ten-foot westbound left-turn lane at Lincoln Street and possibly Sunset Avenue; and A ten-foot planting strip and ten-foot sidewalk on the north side of the widened eastbound barrel. Retention of the existing sidewalk and planting strip on the south side of Massachusetts Avenue The results of the signalized intersection capacity analyses for No-Build conditions are summarized in Table 13. Compared to existing conditions, the same LOS E/F locations occur. TS\1858.7\reports\Gateway_Transportation_Study_FINAL.docx 37 Traffic Operations

Table 13 Signalized Intersection Capacity Analysis Summary No-Build Conditions Weekday Morning Peak Hour Weekday Evening Peak Hour Intersection Lane Group V/C 1 Delay 2 LOS 3 V/C Delay LOS EB LT.83 21 C.4 16 B Massachusetts Avenue at Commonwealth Avenue EB TH.3 17 B.19 17 B WB TH-TH-RT.37 31 C.84 46 D SB LT.44 34 C >1.2 >12 F SB RT.12 3 A.82 14 B Overall.69 21 C.96 52 D Massachusetts Avenue at North Pleasant Street Triangle Street at East Pleasant Street Main Street at Triangle Street EB LT >1.2 >12 F >1.2 >12 F EB TH-TH.9 22 C.29 24 C WB TH-TH.46 37 D.31 35 D WB RT.12 3 C.15 3 C SB LT.29 32 C.64 41 D SB RT.13 23 C.19 23 C Overall.58 88 F.64 82 F EB LT-TH.27 25 C.77 37 D EB RT.8 15 B.13 15 B WB LT-TH-RT.93 53 D.67 32 C NB LT.51 31 C.35 25 C NB TH-RT.27 14 B.34 14 B SB LT.12 25 C.14 25 C SB TH-RT.78 38 D.61 31 C Overall.79 36 D.59 27 C EB LT-TH-RT.19 1 A.72 29 C WB LT-TH.44 11 B.44 22 C WB RT.33 1 B.19 19 B NB LT-TH-RT.52 28 C.32 43 D SB LT-TH-RT.48 26 C.8 31 C Overall.46 13 B.73 27 C Source: VHB, Inc. using Synchro 7 (Build 614) software. Note: Shaded cells denote LOS E/F conditions. NB = Northbound; SB = Southbound; EB = Eastbound; WB = Westbound; LT = left-turn; TH = through; RT = right-turn Weekday Morning Peak Hour: 8: AM to 9: AM; Weekday Evening Peak Hour: 4:15 PM to 5:15 PM. 1 V/C Volume-to-capacity ratio. V/C ratios range from 1. when demand equals the theoretical capacity to when demand is zero. Values over 1. indicate demand in excess of the theoretical capacity. 2 Delay Control delay per vehicle, expressed in seconds, includes initial deceleration delay, queue move-up time, stopped delay, and final acceleration delay. 3 LOS Level-of-Service. LOS A indicates free flow conditions with minimal delays. LOS E and F indicate congested conditions. Unsignalized Intersection Capacity Analysis The results of the unsignalized intersection capacity analysis are summarized in Table 14. With the recommended road diet cross-section of Massachusetts Avenue, the following pairs of three-legged intersections will be combined into one intersection with four legs: TS\1858.7\reports\Gateway_Transportation_Study_FINAL.docx 38 Traffic Operations

Massachusetts Avenue at Lincoln Avenue/Parking Lot 71 Driveway; Massachusetts Avenue at Robsham Visitors Center Entrance/Presidents Drive Exit; and Massachusetts Avenue at Robsham Visitors Center Exit/Presidents Drive Entrance. Under No-Build conditions, three intersections remain at LOS E/F levels and three intersections are expected to degrade to LOS E/F along Massachusetts Avenue. The northbound approaches of North University Drive and Lincoln Avenue, and the southbound Presidents Drive Exit at Massachusetts Avenue would continue operate at LOS E/F in the evening peak hour. The Lincoln Avenue approach would also experience LOS F in the morning peak hour. In addition, the northbound approaches at the Robsham Visitors Center Exit and the Parking Lot 34 Driveway are projected to degrade to LOS E/F in the evening peak hour. All other intersections experience a slight increase in volume to capacity ratio and delay. Table 14 Unsignalized Intersection Capacity Analysis Summary No-Build Conditions Critical Weekday Morning Peak Hour Weekday Evening Peak Hour Intersection Movement(s) Dem 1 V/C 2 Delay 3 LOS 4 Dem V/C Delay LOS Massachusetts Avenue at North University Drive NB LT-RT 259.67 3 D 332 1.2 46 E Massachusetts Avenue at Sunset Avenue NB RT 8.3 12 B 14.11 14 B Massachusetts Avenue at Lincoln Avenue/Parking NB LT-TH-RT Lot 71 Driveway 1 >1.2 >12 F 182 >1.2 >12 F Massachusetts Avenue at Robsham Visitors Center SB LT-TH-RT 71.25 18 C 152 1.5 >12 F Entrance/Presidents Drive Exit Massachusetts Avenue at Robsham Visitors Center NB LT-TH-RT 16.11 18 C 69.89 93 F Exit/Presidents Drive Entrance Massachusetts Avenue at Parking Lot 34 Driveway NB LT-RT 3.1 12 B 62.65 42 E Fearing Street at North University Drive WB LT-RT 81.26 15 B 114.46 29 D Fearing Street at Sunset Avenue NB LT-TH-RT 1. 9 A 2. 1 B Fearing Street at Lincoln Avenue NB LT-TH-RT 158.19 8 A SB LT-TH-RT 165.22 9 A Fearing Street at North Pleasant Street EB LT-TH-RT 66.34 3 D 139.4 2 C Pray Street/Cottage Street at Triangle Street SB LT-TH-RT 5.19 19 C 48.19 2 C Source: VHB, Inc. using Synchro 7 (Build 614) software. Note: Shaded cells denote LOS E/F conditions. NB = Northbound; SB = Southbound; EB = Eastbound; WB = Westbound; LT = left-turn; TH = through; RT = right-turn 1 Dem Demand. 2 V/C Volume-to-capacity ratio. Values over 1. indicate demand in excess of the theoretical capacity. 3 Delay Control delay per vehicle, expressed in seconds, includes initial deceleration delay, queue move-up time, stopped delay, and final acceleration delay. 4 LOS Level-of-Service. LOS A indicates free flow conditions with minimal delays. LOS E and F indicate congested conditions. 4.4 Build Condition Trips generated by the Gateway project were assigned to the roadway network based on the distribution pattern discussed in Section 3.1. These volumes were added to TS\1858.7\reports\Gateway_Transportation_Study_FINAL.docx 39 Traffic Operations

the No-Build traffic volumes to produce Build traffic volumes. The Build Condition represents a 1-year forecast over Existing Conditions. Signalized Intersection Capacity Analysis The results of the signalized intersection capacity analyses for the Build condition are summarized in Table 15. The only significant change in level service occurs at the intersection of Massachusetts Avenue and Commonwealth Avenue, where the overall operating condition declines from LOS D to LOS E during the evening peak hour. In addition, the westbound approach to the intersection of Triangle Street and East Pleasant Street declines to LOS E in the morning peak hour although the overall intersection operation remains at an acceptable level of service. Roundabout at Massachusetts Avenue and North Pleasant Street Under the Build condition, the intersection of Massachusetts Avenue at North Pleasant Street operates at LOS E/F in the morning and evening peak hours. A roundabout is recommended for this intersection in Phase II of the UMass Master Plan, and would significantly improve operations. A roundabout analysis was conducted using SIDRA software. The result of the roundabout analysis compared to a traffic signal is summarized in Table 16. With the installation of the roundabout, the overall level of service improves from LOS F to an acceptable LOS B in the morning peak hour and from LOS E to LOS C in the evening peak hour. Delays on all approaches decrease significantly under roundabout control. Unsignalized Intersection Capacity Analysis The results of the unsignalized intersection capacity analysis are summarized in Table 17. One additional location degrades to LOS E/F under Build conditions. The eastbound Fearing Street approach to North Pleasant Street declines to LOS E in the morning peak hour. Level of service on the Lot 34 driveway at Massachusetts Avenue remains deficient but declines from LOS E to LOS F. All other intersections experience a minor increase in volume-to-capacity ratio and delay. TS\1858.7\reports\Gateway_Transportation_Study_FINAL.docx 4 Traffic Operations

Table 15 Signalized Intersection Capacity Analysis Summary Build Condition Weekday Morning Peak Weekday Evening Peak Intersection Lane Group EB LT V/C 1.85 Delay 2 24 LOS 3 C V/C.4 Delay 16 LOS B Massachusetts Avenue at Commonwealth EB TH.32 18 B.2 17 B Avenue WB TH-TH-RT.4 33 C.89 5 D SB LT.58 36 D >1.2 >12 F SB RT.12 3 A.83 15 B Overall.72 24 C 1.2 76 E Massachusetts Avenue at North Pleasant Street Triangle Street at East Pleasant Street Main Street at Triangle Street EB LT >1.2 >12 F >1.2 >12 F EB TH-TH.14 23 C.35 25 C WB TH-TH.56 39 D.42 37 D WB RT.13 3 C.16 3 C SB LT.31 33 C.66 42 D SB RT.13 23 C.19 23 C Overall.62 83 F.74 78 E EB LT-TH.34 26 C.8 39 D EB RT.1 15 B.15 15 B WB LT-TH-RT.97 61 E.73 34 C NB LT.6 33 C.49 28 C NB TH-RT.27 14 B.35 15 B SB LT.12 25 C.15 25 C SB TH-RT.78 38 D.63 32 C Overall.82 38 D.68 28 C EB LT-TH-RT.19 1 A.76 32 C WB LT-TH.44 11 B.45 23 C WB RT.34 1 B.2 21 C NB LT-TH-RT.54 28 C.37 45 D SB LT-TH-RT.5 26 C.78 3 C Overall.47 14 B.75 28 C Source: VHB, Inc. using Synchro 7 (Build 614) software. Note: Shaded cells denote LOS E/F conditions. NB = Northbound; SB = Southbound; EB = Eastbound; WB = Westbound; LT = left-turn; TH = through; RT = right-turn Weekday Morning Peak Hour: 8: AM to 9: AM; Weekday Evening Peak Hour: 4:15 PM to 5:15 PM. 1 V/C Volume-to-capacity ratio. V/C ratios range from 1. when demand equals the theoretical capacity to when demand is zero. Values over 1. indicate demand in excess of the theoretical capacity. 2 Delay Control delay per vehicle, expressed in seconds, includes initial deceleration delay, queue move-up time, stopped delay, and final acceleration delay. 3 LOS Level-of-Service. LOS A indicates free flow conditions with minimal delays. LOS E and F indicate congested conditions. TS\1858.7\reports\Gateway_Transportation_Study_FINAL.docx 41 Traffic Operations

Table 16 Build Condition with and without Roundabout at Massachusetts Ave and North Pleasant St Weekday Morning Peak Hour Build Condition Build with Roundabout Intersection Lane Group V/C 1 Delay 2 LOS 3 V/C Delay LOS Massachusetts Avenue at North Pleasant Street EB LT >1.2 >12 F EB TH-TH.14 23 C.42 9 A WB TH-TH.56 39 D WB RT.13 3 C.65 15 B SB LT.31 33 C SB RT.13 23 C.44 12 B Overall.62 83 F.65 13 B Weekday Evening Peak Hour Build Condition Build with Roundabout Intersection Lane Group V/C 1 Delay 2 LOS 3 V/C Delay LOS Massachusetts Avenue at North Pleasant Street EB LT >1.2 >12 F EB TH-TH.35 25 C.82 25 C WB TH-TH.42 37 D.63 15 B WB RT.16 3 C SB LT.66 42 D.74 2 B SB RT.19 23 C Overall.74 78 E.82 2 C Source: VHB, Inc. Build Condition using Synchro 7 (Build 614) software; Build with Roundabout using SIDRA Intersection 5.1 Note: Shaded cells denote LOS E/F conditions. NB = Northbound; SB = Southbound; EB = Eastbound; WB = Westbound; LT = left-turn; TH = through; RT = right-turn 1 V/C Volume-to-capacity ratio. V/C ratios range from 1. when demand equals the theoretical capacity to when demand is zero. Values over 1. indicate demand in excess of the theoretical capacity. 2 Delay Control delay per vehicle, expressed in seconds, includes initial deceleration delay, queue move-up time, stopped delay, and final acceleration delay. 3 LOS Level-of-Service. LOS A indicates free flow conditions with minimal delays. LOS E and F indicate congested conditions. Table 17 Unsignalized Intersection Capacity Analysis Summary Build Conditions Critical Weekday Morning Peak Hour Weekday Evening Peak Hour Intersection Movement(s) Dem 1 V/C 2 Delay 3 LOS 4 Dem V/C Delay LOS Massachusetts Avenue at North University Drive NB LT-RT 259.68 3 D 332 1.5 49 E Massachusetts Avenue at Sunset Avenue NB RT 8.3 12 B 14.12 15 C Massachusetts Avenue at Lincoln Avenue/Parking Lot NB LT-TH-RT 1 >1.2 >12 F 182 >1.2 >12 F 71 Driveway Massachusetts Avenue at Robsham Visitors Center SB LT-TH-RT 67.27 2 C 152 >1.2 >12 F Entrance/Presidents Drive Exit Massachusetts Avenue at Robsham Visitors Center NB LT-TH-RT 16.13 2 C 69 1.18 >12 F Exit/Presidents Drive Entrance Massachusetts Avenue at Parking Lot 34 Driveway NB LT-RT 3.1 14 B 62.81 73 F Fearing Street at North University Drive WB LT-RT 84.27 15 B 116.47 3 D Fearing Street at Sunset Avenue NB LT-TH-RT 1. 9 A 2. 1 B Fearing Street at Lincoln Avenue NB LT-TH-RT 158.19 8 A SB LT-TH-RT 167.23 9 A Fearing Street at North Pleasant Street EB LT-TH-RT 69.49 48 E 144.49 26 D Pray Street/Cottage Street at Triangle Street SB LT-TH-RT 5.2 2 C 48.2 21 C Source: VHB, Inc. using Synchro 7 (Build 614) software. Note: Shaded cells denote LOS E/F conditions. NB = Northbound; SB = Southbound; EB = Eastbound; WB = Westbound; LT = left-turn; TH = through; RT = right-turn 1 Dem Demand. 2 V/C Volume-to-capacity ratio. Values over 1. indicate demand in excess of the theoretical capacity. 3 Delay Control delay per vehicle, expressed in seconds, includes initial deceleration delay, queue move-up time, stopped delay, and final acceleration delay. 4 LOS Level-of-Service. LOS A indicates free flow conditions with minimal delays. LOS E and F indicate congested conditions. TS\1858.7\reports\Gateway_Transportation_Study_FINAL.docx 42 Traffic Operations

5 Proposed Roadway Improvements As part of this study, the following roadway improvements were analyzed as mitigation for the Gateway project to improve circulation for vehicles and pedestrians and address the deficiencies noted in Chapter 4: A new east-west connector road between Lincoln Avenue and North Pleasant Street; A pedestrian walkway that extends from Phillips Street to Lincoln Avenue; and Signal timing adjustments at the intersection of Triangle Street at East Pleasant Street The first two improvements are illustrated in Figure 16. 5.1 East-West Connector Road The construction of a new garage (Garage South), located the southeast corner of the intersection of Massachusetts Avenue and Lincoln Avenue is proposed for Phase II of the UMass Master Plan. To reduce the impact of garage traffic on Fearing Street, a new east-west connector road parallel to Fearing Street is recommended as part of the Master Plan under Phase II. The new connector road is proposed to align with Butterfield Terrace, across North Pleasant Street, to form a four-way unsignalized intersection. It would extend west from North Pleasant Street to Lincoln Avenue. With construction of the garage and other planned UMass Master Plan Phase II development, Parking Lots 32 and 34, the Robsham Visitor Center Parking Lot and the metered parking spots at Haigis Mall are eliminated. This in turn would eliminate the driveway intersections on Massachusetts Avenue associated with those parking areas. Traffic that previously entered and exited these parking areas along Massachusetts Avenue will be diverted to the new garage, which can be directly accessed from the new connector road and Lincoln Avenue. Based on this new roadway configuration and parking location, Figure 17 illustrates the diversion of garage trips in the morning and evening peak hours. TS\1858.7\reports\Gateway_Transportation_Study_FINAL.docx 43 Proposed Roadway Improvements

\\mawatr\ts\1858.7\graphics\figures\proposed_improvements.indd East/West Connector Road Phillips Street Pedestrian Path Vanasse Hangen Brustlin, Inc. Figure 16 Proposed Roadway Improvements Not to Scale