Plymouth Rubber Redevelopment

TRAFFIC IMPACT AND ACCESS STUDY Plymouth Rubber Redevelopment Canton, Massachusetts PREPARED FOR Canton Holdings, LLC c/o North American Real Estate Management 1 East Oak Hill Drive, Suite 11 Westmont, IL 609 PREPARED BY 1 Walnut Street PO Box 911 Watertown, MA 02471 617.924.1770 March 201

Table of Contents Introduction... i Project Description... i Study Methodology... iii Existing Conditions... 4 Study Area... 4 Roadway Geometry... 6 Roadways... 6 Intersections... 7 Roadway Jurisdiction... 12 Traffic Volume Data... 12 Seasonality of Count Data... 14 Public Transportation... 14 Vehicular Crash History... 1 Future Conditions... 17 Background Traffic Growth... 17 Historic Traffic Growth... 17 Site Specific Growth... 18 No Build Traffic Volumes... 19 Trip Generation... 19 Site Generated Traffic Volumes... 21 Trip Distribution and Assignment... 26 Traffic Operations Analysis... 29 Level of Service and Delay Criteria... 29 Level of Service Analysis... 31 Signalized Intersection Capacity Analysis... 31 Unsignalized Intersection Capacity Analysis... 37 Sight Distance Evaluation... 43 Mitigation... 47 Intersection / Roadway Mitigation... 47 Pedestrian Accommodations... 49 Conclusion... 1 \\MAWALD\ld\09989.01\reports\201 i Table of Contents

List of Tables Table Title Page 1 Summary of Observed Traffic Volumes... 13 2 Vehicular Crash Summary (2008 2012)... 16 3 Overall Raw Trip Generation Summary... 22 4 Residential Trip Generation Summary... 24 Commercial Trip Generation Summary... 2 6 Net Trip Generation Summary... 26 7 Vehicular Trip Distribution Summary... 27 8 Level of Service Criteria... 30 9 Signalized Intersection Capacity Analysis Summary... 32 Unsignalized Intersection Capacity Analysis Summary... 38 11 Sight Distance Summary... 4 \\MAWALD\ld\09989.01\reports\201 ii List of Tables

List of Figures Figure Title Follows Page 1 Site Location Map... 1 2 Study Area Intersections... 3 Observed Intersection Geometry and Traffic Control... 7 4 2014 Existing Weekday Morning Peak Hour Traffic Volumes... 14 2014 Existing Weekday Evening Peak Hour Traffic Volumes... 14 6 2021 No Build Weekday Morning Peak Hour Traffic Volumes... 19 7 2021 No Build Weekday Evening Peak Hour Traffic Volumes... 19 8 Trip Distribution... 27 9 2021 Build Weekday Morning Peak Hour Traffic Volumes... 28 2021 Build Weekday Evening Peak Hour Traffic Volumes... 28 \\MAWALD\ld\09989.01\reports\201 iii List of Figures

1 Introduction This Traffic Impact and Access Study documents the findings of the traffic evaluation conducted for the proposed redevelopment of the former Plymouth Rubber industrial site in Canton (the Project ) including an assessment of existing conditions, projection of future traffic volumes with and without the proposed development and analysis of potential traffic impacts. Project Description The Project site is located on the former Plymouth Rubber property on Revere Street, in the Town of Canton, Massachusetts. Almost the entire site is bounded by the East Branch of the Neponset River, with the exception of the northeasterly side of the site which abuts Revere Street. This assessment has been prepared on behalf of Canton Holdings, LLC (the Proponent ) in support of the proposed mixed use development of the approximately 3 acre site between Revere Street and Neponset Street. The site is located to the south of the nearby Canton Junction MBTA commuter rail station and is also within close proximity of the MBTA Canton Center commuter rail station. A site location map is provided in Figure 1. The Project site was previously occupied by the approximately 6,000 square foot Plymouth Rubber Company manufacturing facility. Plymouth Rubber was in operation on this site since 19, but there was a steady decrease in activity at the site until 2006 when it became inoperative. At its peak, the Proponent indicated that over 1,000 employees worked at this site in three continuous shifts. At the time of this study there has been initial site work and demolition to remove the former buildings that will be eliminated in conjunction with this Project. \\MAWALD\ld\09989.01\reports\201 1 Introduction

\\vhb\proj\wat-ld\09989.01\graphics\figures\2014 Residential TIAS\9989-slm22014.dwg INTERSTATE Norwood T Canton T Site Sharon 27 Stoughton 0 00 2000 Feet Vanasse Hangen Brustlin, Inc. Site Location Map Figure 1 Proposed Plymouth Rubber Redevelopment Canton, Massachusetts

Both the Canton Planning Board and Canton Board of Selectmen recently voted to support a Development Agreement for the proposed rezoning of the site from its currently mostly industrial zoning to a new overlay district allowing for residential and commercial mixed use redevelopment. While this rezoning process is required for the majority of the site, one component noted below (a proposed private daycare/pre school to be located on Neponset Street) is allowed by the current zoning. The rezoning proposal will be voted on by the town at a special town meeting to be held in May 201. The current development proposal has been structured to allow for two different development scenarios that are under consideration for the Plymouth Rubber site. The difference between the two scenarios is primarily a function of if the Town of Canton elects to acquire.2 acre parcel of land for use as community open space in conjunction with the Project. Both alternatives consist of the construction of a mixeduse development, including residential, commercial, and daycare uses. Specifically, the development alternative analyzed in this study consists of the following primary elements: Townhouses (owner occupied/non rental): 49 units Garden style condominiums: 186 units Age restricted housing: 60 units Commercial: 4,000± square feet (sf) Private daycare/pre school:,000± sf Mill Building office space: 6,000± sf Revere Barn office space: 2,00± sf In total, approximately 29 residential units would be constructed under this alternative, in addition to the other uses listed above. The Development Agreement detailing the nature of these uses also allows for up to 16,000 sf of public community uses. This includes the 6,000 sf of office space proposed to be included in the renovated Rolling Mill building at the northerly end of the property. While an exact office tenant has not be secured it is expected that this office space would likely be occupied by Town of Canton school officials or similar municipal uses. The number of employees working out of this building only is expected to be between 23 and 28 people. The second story of that building is expected to be used for general public meeting space or similar community uses. Likewise, approximately 2,00 sf of office space also is expected to be provided in the nearby Revere Barn building which will be renovated in conjunction with these improvements. This space also is expected to be used for town administrative services, with only ten employees expected. A small \\MAWALD\ld\09989.01\reports\201 2 Introduction

outdoor dog park area also is proposed at the northwesterly end of the property just south of the Canton Junction MBTA station. The second development alternative for the site involves the same uses listed above, with the exception that only 26 townhouse units would be provided, which would result in 272 total residential units. As this option would generated slightly less traffic than the first, the subsequent analysis in this study was based on the first alternative so that a more conservative analysis would be provided. Study Methodology This traffic assessment has been conducted in three stages. The first stage involved an assessment of existing traffic conditions within the Project study area including an inventory of existing roadway geometry; observations of traffic flow, including daily and peak period traffic counts; and a review of vehicular crash data. The second stage of the study established the framework for evaluating the transportation impacts of the proposed Project. Specific travel demand forecasts for the Project were assessed along with future traffic demands on the study area roadways due to projected background traffic growth and other proposed area developments that may occur independent of the proposed development. The year 2021, a seven year time horizon, was selected as the design year for analysis for the preparation of this traffic impact and access assessment to satisfy the Executive Office of Energy and Environmental Affairs/Executive Office of Transportation [EEA/EOT] guidelines. The third and final stage involved conducting traffic analyses to identify both existing and projected future roadway capacities and demands. This analysis was used as the basis for determining potential Project impacts and potential mitigation measures. \\MAWALD\ld\09989.01\reports\201 3 Introduction

2 Existing Conditions Evaluation of the transportation impacts associated with the proposed Project requires a thorough understanding of the existing transportation system in the Project study area. Existing transportation conditions in the study area include roadway geometry, traffic controls, daily and peak period traffic flow, and vehicular crash information data. Each of these elements is described in detail below. Study Area Based on VHB s knowledge of the area and the development of typical traffic impact and access evaluations, the following intersections were included in this assessment: Neponset Street at: o o o o o Chapman Street signalized Jackson Street/Fuller Street signalized Walpole Street unsignalized Norfolk Street unsignalized Church Street/Cape Cod Lane/Plymouth Street signalized Washington Street at: o o o o o Sherman Street signalized Revere Street signalized Bolivar Street signalized Chapman Street unsignalized Dedham Street signalized \\MAWALD\ld\09989.01\reports\201 4 Existing Conditions

Chapman Street at Everett Street/Spaulding Street unsignalized Spaulding Street at Jackson Street/MBTA parking lot unsignalized Spaulding Street at Beaumont Street unsignalized Beaumont Street/Sherman Street at Revere Street unsignalized Revere Street at Paul Revere Village driveway unsignalized Revere Street at Lincoln Street unsignalized Washington Street at Chapman Street unsignalized Washington Street at Dedham Street signalized In addition to the off site locations listed above, the potential impacts associated with the Project on Revere Street also were evaluated. This analysis focused on the two new Revere Street driveways that will provide access to the main townhouse/condominium portion of the site, along with the along with the new curb cut to the south that will serve the commercial development, and the new curb cut to the north that will serve the agerestricted housing units. In addition to the Revere Street driveways, two full access curb cuts are proposed on Neponset Street: one to serve the main townhouse/condominium portion of the site, and one to serve the private daycare/pre school facility. The potential impacts associated with the Project on these Neponset Street driveways also were evaluated. An egress only driveway also may be provided to the site to the southeast of the other Revere Street driveways. This driveway would connect to an existing private way that intersects Revere Street from the south approximately 70 feet to the west of Washington Street. That connection only would be provided under the 29 unit development scenario that is dependent upon whether the town elects to acquire the community open space. If provided, this egress only connection would serve a small number of townhouse units at the northeasterly end of the site as an alternative egress. Accordingly, the configuration of this driveway to the site that has been evaluated at a general qualitative level as part of the development of the Project site plan. The existing conditions evaluation consisted of an inventory of the traffic control; roadway, driveway, and intersection geometry in the study area; the collection of daily and peak period traffic volumes; and a review of recent vehicular crash history. A study area map highlighting the intersections listed above is provided in Figure 2. \\MAWALD\ld\09989.01\reports\201 Existing Conditions

\\vhb\proj\wat-ld\09989.01\graphics\figures\2014 Residential TIAS\9989-slm22014.dwg INTERSTATE Study Area Intersections Norwood T Canton T Site Sharon 27 Stoughton 0 00 2000 Feet Vanasse Hangen Brustlin, Inc. Study Area Intersections Figure 2 Proposed Plymouth Rubber Redevelopment Canton, Massachusetts

Roadway Geometry The major travel routes and intersections within the study area are described below. Roadways Neponset Street Neponset Street is a two lane principal arterial running generally in an east west direction between the Town of Norwood and Washington Street in Canton. Neponset Street also provides access to Route I 9 in Norwood just to the west of Canton. Within the Project study area, this roadway is under local jurisdiction and has a posted 30 milesper hour (mph) speed limit. Land use along Neponset Street is a mixture of commercial businesses (mostly in the vicinity of Route I 9 and Chapman Street) and residential uses. The Boston Providence line of the MBTA commuter rail crosses the easterly segment of Neponset Street via an elevated stone train bridge/viaduct. Washington Street Washington Street is a two lane principal arterial running generally in a north south direction through the Town of Canton Central Business District. Washington Street also provides access to Route I 93 further to the north in Canton and Route 27 to the south. This roadway is under local jurisdiction within the study area and has a posted 30 mph speed limit. Land use along Washington Street primarily consists of commercial businesses, municipal offices, and higher density residential uses within the downtown area. The Canton Center commuter rail station (on the MBTA Stoughton line) is located just to the west of Washington Street in the center of town, and the commuter rail tracks intersect Washington Street at grade at this location. Chapman Street Chapman Street is a two lane collector roadway running in a generally north south direction between Neponset Street and Washington Street. Chapman Street is under local jurisdiction with the exception of the MBTA commuter rail overpass where it is under MassDOT jurisdiction. The posted speed limit is 30 mph along this roadway within the study area. Land use along Chapman Street consists of residential uses and the MBTA Canton Junction Commuter Rail Station. \\MAWALD\ld\09989.01\reports\201 6 Existing Conditions

Sherman Street Sherman Street is a two lane collector roadway running in a generally east west direction in the study area. Sherman Street is under local jurisdiction and has a posted speed limit of 30 mph. Land use along Sherman Street includes residential uses and the MBTA Canton Junction Commuter Rail Station. Revere Street Revere Street is a two lane collector roadway running in a generally east west direction between Sherman Street and Washington Street. Revere Street is under local jurisdiction and is posted for a speed limit of 2 mph. Land use along Revere Street consists of residential and industrial uses, a new assisted living facility under construction, and the Canton Central Fire Station at 99 Revere Street. Intersections The following sections describe the some of the key study area intersections in detail. Figure 3 shows the current existing intersection lane use and traffic control as observed by VHB. Neponset Street at Chapman Street Chapman Street intersects Neponset Street from the north to form a three legged signalized intersection. At this location, Neponset Street has a general east west orientation. The Neponset Street eastbound approach consists of a single through lane and an exclusive left turn lane, while the westbound approach consists of a through lane and an exclusive right turn lane. The Chapman Street southbound approach consists of an exclusive left turn lane and a channelized, exclusive right turn lane. The signal at this intersection operates with three main vehicular phases and is coordinated with an existing signal at the Neponset Street/Fuller Street/Jackson Street intersection to the east. Pedestrian accommodations include a crosswalk across the Neponset Street approach from the east and sidewalks along the south side of Neponset Street and the east side of Chapman Street. The Neponset Street crosswalk has a signalized push button actuated signal phase under which all vehicular traffic is stopped, with the exception of the nonconflicting right turn movement from Chapman Street. Land use in the area consists of residential and commercial uses. Neponset Street at Jackson Street/ Fuller Street Jackson Street intersects Neponset Street from the north and Fuller Street intersects Neponset Street from the south to form a four legged signalized intersection. At this \\MAWALD\ld\09989.01\reports\201 7 Existing Conditions

\\vhb\proj\wat-ld\09989.01\graphics\figures\2014 Residential TIAS\9989NET2014.dwg Signalized Intersection Site Not to Scale Vanasse Hangen Brustlin, Inc. Existing Lane Geometry and Traffic Control Figure 3 Proposed Plymouth Rubber Redevelopment Canton, Massachusetts

location, Neponset Street has a general east west orientation. The Neponset Street eastbound approach consists of a single general purpose lane, while the westbound approach consists of a shared left turn/through lane and an exclusive right turn lane. The Jackson Street southbound approach and Fuller Street northbound approaches each consist of one general purpose lane. Left turns are prohibited from Neponset Street eastbound to Jackson Street. The signal at this intersection operates with three main vehicular phases and is coordinated with an existing signal at the Neponset Street/Chapman Street intersection to the west. Pedestrian accommodations include a crosswalk across the Neponset Street approach from the east, Jackson Street approach and Fuller Street approach. Sidewalks are provided along all approaches. The Neponset Street crosswalk has a signalized push button actuated signal phase under which all vehicular traffic is stopped. Land use in the area consists of residential and commercial uses. Neponset Street at Walpole Street Walpole Street intersects Neponset Street from the south to form a three legged unsignalized intersection. At this location, Neponset Street has a general east west orientation. The Neponset Street eastbound approach and westbound approach each consist of a single general purpose lane. The Walpole Street northbound approach consists of a single general purpose lane and operates under STOP control. An elevated stone train bridge/ viaduct traverses the intersection, and vehicles pass under this train bridge/ viaduct. The intersection is supplemented with warning yellow flashing beacons on the Neponset Street approaches and a warning red flashing beacon on the Walpole Street approach. Pedestrian accommodations include a sidewalk along the south side of Neponset Street and the west side of Walpole Street; no crosswalks are provided. Land use in the area consists of residential and commercial uses. Neponset Street at Norfolk Street Norfolk Street intersects Neponset Street from the south to form a three legged unsignalized intersection. At this location, Neponset Street has a general east west orientation. The Neponset Street eastbound approach and westbound approach each consist of a single general purpose lane. The Norfolk Street northbound approach consists of a single general purpose lane and operates under STOP control. Pedestrian accommodations include a crosswalk across the Neponset Street approach from the east, and sidewalks along both sides of Neponset Street and the west side of Norfolk Street. Land use in the area consists of residential uses and the southerly portion of the Plymouth Rubber site. \\MAWALD\ld\09989.01\reports\201 8 Existing Conditions

Neponset Street at Church Street / Cape Code Lane / Plymouth Street Cape Cod Lane intersects Neponset Street from the south, Plymouth Street from the north and Church Street from the northwest to form a five legged offset signalized intersection. Cape Cod Lane and Plymouth Street are slightly off set from each other. At this location, Neponset Street has a general east west orientation. Church Street operates as a one way in the westbound direction while Neponset Street, east of the intersection, operates as a one way in the eastbound direction. Each of the approaches consist of a single general purpose lane. Pedestrian accommodations include crosswalks across Plymouth Street, Cape Cod Lane and the east approach of Neponset Street along with sidewalks along both sides of Neponset. Land use in the area consists of residential uses. Washington Street at Sherman Street Sherman Street intersects Washington Street from the east and west to form a four way signalized intersection. The Washington Street northbound approach consists of a shared left /through lane and an exclusive right turn lane. All other approaches to the intersection consist of singe general purpose lanes. The signal at this intersection operates with two vehicular phases and an exclusive push button actuated pedestrian phase. Crosswalks are provided across each leg of the intersections and sidewalks are provided along both sides of the intersecting roadways. Land use in the area consists of office, retail shops, the Canton Public Library and Canton Town Hall. Washington Street at Revere Street Revere Street intersects Washington Street from the west to form a three way signalized intersection. The Washington Street approaches to the intersection feature single lanes with adjacent on street parallel parking. Striped on street parallel parking spaces are also provided along the northerly side of Revere Street, which features single arriving and departing lanes at this intersection. The signal functions with two vehicular phases and an exclusive push button actuated pedestrian phase. Pedestrian accommodations include crosswalks and sidewalks across/along all approaches. Land use in the area consists of residential and commercial uses, restaurants and a school. Washington Street at Bolivar Street Washington Street is intersected by Bolivar Street from the east to form this three legged signalized intersection. The Washington Street northbound consists of a single lane, while there is an exclusive left turn lane and single through lane provided on the southbound approach. Exclusive left and right turn lanes are provided on Bolivar Street with a single departing lane. Pedestrian accommodations include sidewalks adjacent to both Bolivar Street and Washington Street, and exclusive signalized pedestrian crossings. \\MAWALD\ld\09989.01\reports\201 9 Existing Conditions

Parking is permitted along both sides of Washington Street to the south of the intersection, and on the westerly side of the road immediately north of the intersection. Land use in the area consists of residential and commercial uses, and a retail plaza including a Walgreens Pharmacy at the northeast corner of the intersection. Washington Street at Chapman Street Washington Street is intersected by Chapman Street from the west to form this three way unsignalized intersection. Chapman Street operates under stop control with Stop pavement markings and stop sign. The Chapman Street approach consists of an exclusive left turn lane and a short exclusive right turn lane; however, vehicles are only able to bypass the left turn lane if there are two or fewer vehicles in the left turning lane. The Washington Street northbound approach consists of an exclusive left turn lane and a through lane, while the Washington Street southbound approach consists of one general purpose lane. Pedestrian accommodations include a sidewalk on the westerly side of Washington Street, with a crosswalk also provided across the Chapman Street approach. There is also a sidewalk along the northerly side of Chapman Street. Land use surrounding the intersection includes single family residential homes, a small corner store, and Temple Beth Abraham. Washington Street at Dedham Street Dedham Street intersects Washington Street from the west to form this three legged signalized intersection. The Dedham Street approach consists of a single general purpose lane. The Washington Street northbound approach consists of an exclusive left turn lane and a through lane, while the southbound approach consists of a through lane and an exclusive right turn lane. Pedestrian accommodations include sidewalks on both sides of Washington Street and along the northerly side of Dedham Street. Crosswalks are provided across the Dedham Street and Washington Street northbound approaches. Land use surrounding the intersection is comprised of single family residences. Chapman Street at Everett Street/Spaulding Street and Spaulding Street/Jackson Street Spaulding Street and Everett Street intersect Chapman Street from the east and west, respectively, to form this unsignalized intersection. Immediately to the east of this intersection Spaulding Street is intersected from the north by an MBTA parking lot and from the south by Jackson Street to form a separate four way unsignalized intersection. At Chapman Street, both Everett Street and Spaulding Street operate under stop control. Likewise, the MBTA parking lot and Jackson Street also operate under stop control at their intersection with Spaulding Street to the east. All approaches to both intersections consist of single general purpose lanes. However, the Spaulding Street westbound approach to Chapman Street has sufficient width to allow for right turn movements to \\MAWALD\ld\09989.01\reports\201 Existing Conditions

bypass vehicles waiting to turn left onto Chapman Street. Sidewalks are provided along the westerly side of Chapman Street south of the intersection and on both sides of Chapman Street north of the intersection, with a sidewalk also provided along the easterly side of the roadway to the north of this intersection. There are also sidewalks on both sides of Spaulding Street and on the easterly side of Jackson Street. Crosswalks are provided connecting these sidewalks, including a crosswalk provided across Spaulding Street to the east of Jackson Street. Land use in the area consists of the MBTA Canton Junction commuter rail station and associated parking, a commercial building, and various single family homes. Beaumont Street at Spaulding Street Spaulding Street intersects Beaumont Street from the west to form this three way unsignalized intersection. The Spaulding Street approach to the intersection operates under stop control. Single lanes are provided on each intersection approach. A sidewalk is located along the both sides of Beaumont Street and Spaulding Street, with crosswalks across each approach. Land use at this intersection is limited to single family homes and the Canton Junction MBTA Station in the south west corner. Beaumont Street/Sherman Street at Revere Street Revere Street intersects Beaumont Street and Sherman Street from the south to form this three way unsignalized intersection. To the east of Revere Street, the main roadway is known as Sherman Street while to the west it is named Beaumont Street. The Revere Street approach to the intersection operates under stop control. Single lanes are provided on each intersection approach, though there is sufficient room for right turns on Revere Street to bypass a single vehicle waiting to turn left onto Beaumont Street. A sidewalk is located along the northerly side of Beaumont Street/Sherman Street. Land use at this intersection is limited to single family homes and an apartment complex at the southeast corner of the intersection, with wooded areas, wetlands and water bodies surrounding the rest of the intersection. Revere Street at Lincoln Street Revere Street is intersected by Lincoln Street from the north, opposite the existing Plymouth Rubber site, to form this three way unsignalized intersection. Lincoln Street generally functions under stop control though no signs or pavement markings are provided. All approaches consist of one general purpose lane and a sidewalk is located along the north side of Revere Street. Approximately nine private homes are located on Lincoln Street, with an industrial use located at the end of the roadway. Private businesses (Canton Plumbing & Heating and New England Coach) are located immediately to the north and south of Lincoln Street adjacent to Revere Street. \\MAWALD\ld\09989.01\reports\201 11 Existing Conditions

Revere Street at Paul Revere Village driveway The access driveway to the Paul Revere Village residential complex intersects Revere Street from the north to form this three way unsignalized intersection. Paul Revere Village operates under stop control with Stop pavement markings provided. All approaches consist of one general purpose lane. Pedestrian accommodations include a sidewalk along the northerly side of Revere Street, with a crosswalk also provided across Revere Street approximately feet to the west of this intersection. However, this crosswalk is currently faded and not readily visible to Revere Street traffic. Land use surrounding the intersection includes the Project site to the south, a new assisted living facility currently under construction, and the Canton Central Fire Station. Roadway Jurisdiction All roadways within the study area are under the jurisdiction of the Town of Canton. The only exception to this is a short segment of Chapman Street at the MBTA commuter rail overpass, where that portion of the road is under MassDOT jurisdiction. Traffic Volume Data VHB conducted manual turning movement counts (TMCs) at the study area intersections during a typical weekday in October 2014 from 7 AM to 9 AM and from 4 PM to 6 PM. The weekday morning and evening peak periods are consistent with typical peak commuter traffic periods, and coincide with the expected peak periods for traffic entering and exiting the proposed site. These periods represent the most critical traffic volume conditions for the purpose of this evaluation. In addition to the counts completed in October 2014, one additional intersection TMC count was completed in November 2014 and previous TMC counts had been conducted at two of the study area intersections in February 2014 for the same time periods. Concurrent with the 2014 TMCs, VHB also conducted automatic traffic recorder (ATR) counts at two locations near the Project site. These counts were conducted over a 48 hour weekday period coinciding with the TMCs and a summary of the data is presented in Table 1. \\MAWALD\ld\09989.01\reports\201 12 Existing Conditions

Table 1 Summary of Observed Traffic Volumes Morning Peak Hour Evening Peak Hour Location ADT a Volume K Factor b Dir. Dist. c Volume K Factor Dir Dist Neponset Street, east of Walpole Street 16,200 1,09 6.8% 72% WB 1,18 7.3% 63% EB Revere Street, south of Sherman Street 2,200 20 9.1% 63% NB 23.4% 60% SB Source: Based on automatic traffic recorder counts conducted between October 29 and 30, 2014. a Average Daily Traffic volume, expressed in vehicles per day b Represents the percent of daily traffic which occurs during the peak hour c Directional distribution of peak hour traffic (WB = westbound, EB = eastbound, SB = southbound) Notes: ATR peak hours do not necessarily coincide with the peak hours of turning movement counts As shown in Table 1, VHB s traffic counts indicate that Neponset carries 16,200 vehicles per day (vpd). Typical commuter morning and evening peak hours represent sevenpercent of the daily traffic along this roadway. Neponset Street also has a notable orientation of peak period traffic flow with over 70 percent of the traffic heading westbound, likely towards Route I 9, during the weekday morning peak hour, with over 60 percent of the flow returning eastbound during the weekday evening peak hour. When compared to prior counts at this location, observed daily volumes on Neponset Street are approximately one and a half percent higher than November 2012 volumes. However, while the daily volumes has increased on Neponset Street the peak hour volumes decreased by four percent in the morning peak hour and nine percent in the weekday evening peak hour. While some of that difference may be attributable to minor seasonal variations it is clear there has been some reduction in peak hour traffic in this area. Revere Street currently carries comparatively low volumes, with only 2,200 vpd observed during the data collection phase of this study. Typical commuter morning and evening peak hours represent approximately nine to ten percent of the daily volume along this roadway, with over 60 percent of the traffic heading northbound during the weekday morning peak hour, which 60 percent of the flow returning southbound during the weekday evening peak hour. When compared to prior counts at this location, daily volumes on Revere Street observed are approximately one and a half percent higher than November 2012 volumes. Observed peak hour volumes on Revere Street are approximately 17 percent higher in the weekday morning peak hour and 2 percent lower in the weekday evening peak hour. Both the current traffic data collection sheets and previously gathered counts at these locations are provided in the Appendix to this report. \\MAWALD\ld\09989.01\reports\201 13 Existing Conditions

Seasonality of Count Data To evaluate the potential for seasonal fluctuation of traffic volumes on roadways near the Project site, the MassDOT s 2011 Weekday Seasonal Factors, based on MassDOT s statewide traffic data inventory, indicates that traffic volumes in November vary based upon the roadway classification. October traffic volumes are typically seven percent higher than the yearly average conditions on rural major collectors and approximately eight percent higher than the yearly average on rural arterials. Arterials generally provide service at higher speeds and longer period of uninterrupted distances, while collectors provide service at lower speeds for shorter distances and collect traffic from local roads and connect them to arterials. According to the MassDOT roadway classification maps, the study area is comprised of a mixture of rural collectors and rural arterials. Therefore, to present a conservative analysis, no seasonal adjustment factors were applied to the study area intersections counted in October. Based upon the same MassDOT 2011 Weekday Seasonal Factors, traffic volumes in November are typically one percent lower for rural collectors and three percent higher for rural arterials. To present a conservative analysis, a seasonal adjustment factor of onepercent was applied to the study area intersection counted in November. The MassDOT 2011 Weekday Seasonal Factors referenced above indicate that traffic volumes in February are typically twelve percent lower for rural collectors and onepercent lower for rural arterials. Therefore, a seasonal adjustment factor of twelve percent conservatively was applied to the study area intersections counted in February. The 2014 Existing Conditions weekday morning and evening peak hour traffic volumes are presented in Figures 4 and, respectively. Public Transportation The site is located in proximity to two MBTA commuter rail transit stations. The Canton Junction station, located approximately one half mile to the northwest, provides access to the Boston Providence (Rhode Island) and Boston Stoughton commuter rail lines. The Canton Center station, located less than one quarter mile to the northeast, provides access to the MBTA Boston Stoughton rail line. MBTA data from April 2013 (the most recent time period for which data are available) indicate that there were 1,113 daily boardings at the MBTA Canton Center Station. During this same time period there were 1,008 boardings at the MBTA Canton Junction Station. Measures to help promote transit use by residents of the Project site is discussed in detail later in this report. \\MAWALD\ld\09989.01\reports\201 14 Existing Conditions

\\vhb\proj\wat-ld\09989.01\graphics\figures\2014 Residential TIAS\9989NET2014.dwg = Negilible 280 6 30 14 80 9 70 260 33 7 16 1 80 19 20 1 200 1 7 8 280 24 9 29 2 70 68 33 380 60 220 90 290 700 140 90 1 380 20 320 80 11 80 40 3 3 40 2 240 14 2 7 31 20 60 900 30 3 Site 3 4 70 70 30 30 830 29 70 190 18 20 67 8 28 790 8 9 90 9 1 8 8 1 20 Not to Scale Vanasse Hangen Brustlin, Inc. 2014 Existing Conditions Weekday Morning Peak Hour Traffic Volumes Figure 4 Proposed Plymouth Rubber Redevelopment Canton, Massachusetts

60 20 \\vhb\proj\wat-ld\09989.01\graphics\figures\2014 Residential TIAS\9989NET2014.dwg = Negilible 42 6 36 21 17 17 4 1 37 60 21 41 13 630 80 76 20 7 0 7 28 2 70 280 2 4 48 0 840 49 1 320 13 17 39 60 170 1 20 92 430 2 42 30 60 12 60 18 6 60 36 8 8 6 7 6 440 20 80 Site 3 160 430 13 79 430 640 140 120 18 60 390 19 1 780 Neg 43 1 1 140 80 140 80 13 80 Neg Not to Scale Vanasse Hangen Brustlin, Inc. 2014 Existing Conditions Weekday Evening Peak Hour Traffic Volumes Figure Proposed Plymouth Rubber Redevelopment Canton, Massachusetts

Vehicular Crash History To identify potential vehicle crash trends in the study area, reported vehicular crash data for the study area intersections were obtained from the MassDOT database for the most recent five year period for which data are available (2008 2012). Crash rates are calculated based on the number of accidents at an intersection and the volume of traffic traveling through that intersection on a daily basis. Rates that exceed MassDOT s average for accidents at intersection in the district in which a municipality is located could indicate safety or geometric issues for a particular intersection. The calculated crash rates were compared to those of MassDOT district in which Canton is located (District 6), which are 0.76 for signalized intersections and 0.8 for unsignalized intersections. These rates imply that, on average, 0.76 accidents occurred per million vehicles entering signalized intersections throughout District 6, and 0.8 accidents occurred per million vehicles entering unsignalized intersections. It is possible that some additional accidents may have occurred but were either not reported or not included in the database, and therefore not considered. Table 2 summarizes the vehicle crash data and crash rates. Washington Street at Sherman Street experienced nineteen reported vehicle crashes during this five year analysis period, which was the highest of any study area intersection. Washington Street at Chapman Street experienced eighteen reported vehicle crashes, while Neponset Street at Chapman Street and Washington Street at Dedham Street each experienced fourteen reported vehicle crashes. All of the study area locations experienced an average crash rate below the MassDOT statewide and District 6 average values. \\MAWALD\ld\09989.01\reports\201 1 Existing Conditions

Table 2 Vehicular Crash Summary [2008 2012] Neponset/ Church/ Cape Cod Chapman/ Everett/ Spaulding Neponset/ Chapman Neponset/ Jackson/ Fuller Neponset/ Walpole Neponset/ Norfolk Spaulding/ Jackson/ MBTA Spaulding/ Beaumont Washington/ Bolivar Washington/ Revere Washington/ Sherman Washington/ Chapman Currently Signalized? Y Y N N Y N N N N Y Y Y N Y MassDOT ACR 0.76 0.76 0.8 0.8 0.76 0.8 0.8 0.8 0.8 0.76 0.76 0.76 0.8 0.76 MassDOT CCR 0.29 0.27 0.12 0.17 0.11 0.19 0.23 0.1 0.34 0.27 0.42 0.61 0.49 0.31 Exceeds? No No No No No No No No No No No No No No Year 2008 3 1 2 1 1 1 1 1 1 3 2 4 4 2009 2 0 0 0 1 0 1 0 0 2 3 3 1 3 20 1 3 1 2 0 3 0 1 3 2 4 6 8 2 2011 6 2 1 1 1 0 0 0 0 1 0 4 4 1 2012 2 3 0 1 0 1 1 0 1 1 2 1 1 4 Total 14 9 4 3 3 2 9 11 19 18 14 Average 2.8 1.8 0.8 1.0 0.6 1.0 0.6 0.4 1.0 1.8 2.2 3.8 3.6 2.8 Collision Type Angle 2 4 2 3 0 3 3 1 3 2 4 8 11 3 Head-on 1 0 0 0 0 0 0 0 0 0 0 2 1 1 Rear-end 7 3 0 1 2 1 0 1 1 4 4 3 3 6 Rear-to-Rear 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Sideswipe, opposite direction 1 0 0 0 0 0 0 0 0 0 0 1 0 0 Sideswipe, same direction 0 1 1 0 1 0 0 0 0 0 1 0 0 1 Single vehicle crash 1 1 1 1 0 1 0 0 1 2 2 1 2 3 Unknown 2 0 0 0 0 0 0 0 0 1 0 4 1 0 Total 14 9 4 3 3 2 9 11 19 18 14 Crash Severity Fatal injury 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Non-fatal injury 1 1 0 1 0 0 0 1 0 4 4 3 6 3 Property damage only 12 8 4 4 3 3 1 6 1 12 Unknown 1 0 0 0 0 0 0 0 0 0 1 1 0 1 Total 14 9 4 3 3 2 9 11 19 18 14 Time of Day Weekday, 7AM - 9AM 1 2 0 1 0 1 2 0 1 1 1 3 1 1 Weekday, 4 PM - 6 PM 2 2 0 1 0 1 1 0 1 0 0 3 4 Saturday, 11AM - 2 PM 0 0 0 0 0 2 0 0 2 0 1 1 0 2 Weekday, other time 8 3 4 3 2 0 0 2 0 8 8 11 Weekend, other time 3 2 0 0 1 1 0 0 1 0 1 2 2 1 Total 14 9 4 3 3 2 9 11 19 18 14 Pavement Conditions Dry 9 2 1 1 2 2 1 2 8 14 11 11 Wet 3 4 1 3 0 2 0 1 2 1 1 7 3 Snow 2 0 0 1 1 1 0 0 1 0 0 0 0 0 Other 0 0 1 0 1 0 1 0 0 0 0 0 0 0 Total 14 9 4 3 3 2 9 11 19 18 14 Non Motorist (Bike, Pedestrian) 0 0 0 0 0 0 0 0 0 2 3 2 0 0 ACR average crash rate CCR calculated crash rate source: MassDOT vehicle crash data Beaumont / Sherman/ Revere Washington/ Dedham \\MAWALD\ld\09989.01\reports\201 16 Existing Conditions

3 Future Conditions Traffic volumes in the study area were projected to the year 2021, reflecting a typical seven year traffic planning horizon from the initial 2014 Existing Condition traffic data collection. Independent of the Project, volumes on the roadway network under year 2021 No Build conditions were assumed to include existing traffic and new traffic resulting from background traffic growth. Anticipated site generated traffic volumes were added to the year 2021 No Build traffic volumes to reflect the year 2021 Build conditions in the study area. Background Traffic Growth Traffic growth on area roadways is a function of the expected land development, economic activity, and changes in demographics. A frequently used procedure is to estimate an annual percentage increase and apply that increase to study area traffic volumes. An alternative procedure is to identify estimated traffic generated by specific planned major developments that would be expected to affect the Project study area roadways. For the purpose of this assessment, both methods were utilized. In assessing future traffic conditions, VHB also considered any proposed roadway improvements within the study area. Historic Traffic Growth A review of the ATR data counted within the study area in 2012 and 2014 indicated that daily traffic volumes within the study area have increased by approximately 1. percent overall, or 0.7 percent per year. However, as noted earlier, the peak hour traffic volumes have decreased from 2012 to 2014 by four to nine percent on \\MAWALD\ld\09989.01\reports\201 17 Future Conditions

Neponset Street. Regardless, to present a conservative analysis, a 1.0 percent per year background traffic growth rate was used for the purposes of this study. Site-Specific Growth Two background projects included within the 2021 No Build condition volumes are described below. VHB is not aware of any other current development projects that would significantly affect traffic conditions within the Project study area. Cornerstone at Canton Assisted Living Facility The Proponent received approvals in 2014 from the Town of Canton to develop a previously vacant parking lot located opposite the Project site as part of a separate and independent project. Specifically, that project will involve the construction of an approximately 91 bed assisted living facility to be constructed within a 71,67 square foot three story structure. Two driveways to that site will be provided on Revere Street and 7 parking spaces will be provided for use by residents, visitors and employees of the assisted living development. VHB completed a Traffic Impact Assessment for the Assisted Living Facility in July 2013. That evaluation indicated that based on standard Institute of Transportation Engineers (ITE) data, trip generation for the assisted living facility site is expected to be limited to approximately 16 and 26 vehicle trips during the weekday morning and evening peak hours, respectively. The assessment indicated that this level of traffic generation is expected to have ligible impacts as it falls within the range of day to day fluctuations in traffic along Revere Street and in the surrounding area. Construction of this facility has been ongoing and the site is expected to be fully operational in the near future. Accordingly, for the purpose of this study, this development was considered as a separate background project that would be fully operational under the 2021 No Build condition. University Station (Westwood) University Station is an approved rail centric mixed use development located on University Avenue, adjacent to the Route 128 Commuter Rail/Amtrak Station, in Westwood Massachusetts. The 2.1 million sf development consists of a mixture of retail uses, restaurants, a Wegman s grocery store, a 160 room hotel, office space and residential units including a mix of condominiums, apartments and assisted living/ memory care units. Traffic volumes generated by the project were obtained from the July 2013 Expanded Notice of Project Change for the development; the volumes are included in the Appendix. A variety of traffic mitigation measures are planned in conjunction with this project. Mitigation that may affect traffic conditions within the \\MAWALD\ld\09989.01\reports\201 18 Future Conditions

Project study area is discussed in the Roadway Improvement Projects section of this report. No-Build Traffic Volumes The 2021 No Build traffic volumes were developed by applying the 1.0 percent annual growth rate over the five year study horizon to the 2014 Existing traffic volumes. The additional traffic generated by the Proponent s assisted living project was then added onto the 2021 base volumes. The resulting 2021 No Build weekday morning and evening peak hour traffic volume are shown in Figures 6 and 7, respectively. Roadway Improvement Projects A variety of traffic mitigation measures are planned within the Project study area in conjunction with the University Station project. The following section summarizes the planned roadway improvement projects that may affect traffic conditions within the study area. Washington Street at Chapman Street There is currently a proposed design to signalize Washington Street s intersection with Chapman Street. The design is currently under at 2 percent level, and is part of a project partially funded by University Station. It is expected that these plans will be advanced to a 0 percent level shortly. The proposed design includes extending the existing Washington Street exclusive northbound left turn lane and adding an exclusive southbound right turn lane. The proposed signal will be coordinated with the adjacent Washington Street/Dedham Street signal to the north. This proposed design has been incorporated into the 2021 No Build and 2021 Build conditions analyses. Washington Street at Dedham Street The University Station project also will be modifying the Dedham Street approach to Washington Street to provide separate left and right turn lanes instead of the single shared lane that currently exists on that approach. While the exact details of that work have not yet been determined, the future conditions analysis for this assessment includes this planned change in lane configurations that is expected to be implemented well before the 2021 horizon year. \\MAWALD\ld\09989.01\reports\201 19 Future Conditions

160 70 890 \\vhb\proj\wat-ld\09989.01\graphics\figures\2014 Residential TIAS\9989NET2014.dwg = Negilible 30 70 60 330 1 8 16 0 7 28 370 0 190 90 9 23 1 220 16 80 90 30 26 0 340 2 1170 740 360 4 70 23 0 3 0 1 60 4 20 34 870 12 8 4 40 9 30 270 1 22 60 4 340 8 230 60 6 96 30 34 Site 40 0 7 82 30 37 330 7 20 200 160 20 74 90 30 84 9 0 1 9 9 1 20 Not to Scale Vanasse Hangen Brustlin, Inc. 2021 No-Build Conditions Weekday Morning Peak Hour Traffic Volumes Figure 6 Proposed Plymouth Rubber Redevelopment Canton, Massachusetts

\\vhb\proj\wat-ld\09989.01\graphics\figures\2014 Residential TIAS\9989NET2014.dwg = Negilible 470 70 40 23 190 60 120 3 230 7 190 0 430 69 3 00 220 66 13 8 22 80 80 32 2 0 60 3 13 4 900 34 190 42 80 70 20 1 180 20 60 480 30 00 30 6 13 6 60 200 70 6 43 90 91 17 8 80 70 470 20 66 Site 3 170 60 0 14 80 460 730 130 200 6 460 2 1 83 Neg 46 1 1 1 90 1 90 14 90 Neg Not to Scale Vanasse Hangen Brustlin, Inc. 2021 No-Build Conditions Weekday Evening Peak Hour Traffic Volumes Figure 7 Proposed Plymouth Rubber Redevelopment Canton, Massachusetts

Neponset Street at Chapman Street The University Station project has committed to implementing an optimal traffic signal timing plan for this location to mitigate project impacts and help address existing deficiencies. This work is expected to be implemented well in advance of the 2021 horizon year of this study. Route I-9 / Dedham Street ramps MassDOT is currently planning interchange improvements to the Route I 9/I 93, University Avenue and Dedham Street interchanges in the Towns of Canton, Dedham, Westwood and Norwood. Work at the Route I 9/Dedham Street interchange will involve the construction of a new Route I 9 northbound off ramp to Dedham Street. A ramp justification study previously prepared for this work included estimates of likely traffic diversions that could be expected in the region as a result of this new connection. One likely change identified was an expected reduction in the volume of eastbound Neponset Street traffic heading to Chapman Street northbound. An increase in westbound Neponset Street traffic heading to Route I 9 instead of heading north on Washington Street also was anticipated. These changes are both due to the convenience and more direct route offered to Dedham Street via Route I 9. However, to provide for a conservative analysis no adjustments were made to the future volume projections to reflect these potential changes. Dedham Street traffic calming The Town of Canton also has been conducting an ongoing evaluation of a potential truck exclusion on Dedham Street along with other potential traffic calming measures. While these potential measures would not affect the capacity or operation of the Washington Street/Dedham Street intersection, they would address concerns expressed by residents along this roadway to the west of the study area. Trip Generation Design year 2021 Build traffic volumes for study area roadways were determined by estimating site generated traffic volumes and distributing these volumes over the study area roadways. These site generated volumes were added to the No Build traffic volumes to create the year 2021 Build traffic volume networks. The following sections describe the procedures used to develop the Build condition traffic volume networks. \\MAWALD\ld\09989.01\reports\201 20 Future Conditions