To: Craig Rottenberg Long s Jewelers 60A South Avenue Burlington, MA 01803 From: Patrick Dunford, P.E. Senior Project Manager Date: December 20, 2018 Project #: 14416.00 Re: Burlington Mall Proposed Long s Jewelers Trip Generation Evaluation VHB has conducted a transportation analysis for the proposed relocation of Long s Jewelers (the Project ) to the Burlington Mall located on Middlesex Turnpike in Burlington, Massachusetts (the Site ). Specifically, the Proponent is proposing to build a new 18,400 square foot (sf) Long s Jewelers store at the westerly end of the Site between the main signalized mall driveway on Middlesex Turnpike and the right-in/right-out driveway to the north. VHB s current analysis builds upon a previously conducted study 1 for the recently-approved repositioning of the existing Sears space at the Burlington Mall. This study also considers the operation of the access driveways currently serving the Burlington Mall. The following memorandum summarizes the potential changes in traffic generation associated with the current Project, and the expected operation of the Burlington Mall driveways with and without the Project in place. Existing Conditions A redevelopment project recently was approved for the Burlington Mall involving the repositioning of building space previously occupied by Sears, and a Sears TBA outparcel building. With that approved project, 1,571,333 sf of physical building space will be provided within the Site as compared to the former 1,591,024 sf mall size. There also will be an even greater reduction (48,803 sf) in the amount of leasable area within the Site due to newly created corridors, common areas, etc., within the former Sears space, which now will be occupied by multiple tenants. Proposed Project The currently proposed Project will involve the relocation of Long s Jewelers from its current location at 60 South Street to a new 18,400 sf building to be constructed within the Site. The new building will be located between the Middlesex Turnpike signalized Site driveway and the right-in/right-out driveway to the north. No changes in the overall Site access plan are planned. Table 1 provides an overall summary of the recently-approved changes, along with the addition of the proposed Long s Jewelers building (with the associated overall building area changes to the Burlington Mall highlighted in yellow). 1 Burlington Mall Retail Collection Transportation Evaluation; VHB, (Watertown, Massachusetts) April 3, 2018 (revised May 15, 2018). \\MAWALD\ld\14416.00\docs\memos\Traffic Memo\Transportation evaluation.docx
Ref: 14416.00 December 20, 2018 Page 2 Table 1 Burlington Mall Development Program Existing total Mall leasable space (GLA): Retail Approved New Restaurant Automotive 1,328,821 sf - Sears TBA -48,216 sf Existing Mall Retail/restaurant space (GLA): 1,280,605 sf Building Area Sears TBA redevelopment Existing TBA demolition Existing TBA storage demolition Proposed TBA retail 21,831 sf Proposed TBA restaurant 11,337 sf 316 (+157 patio) Seats -28,460 sf -19,756 sf Sears TBA subtotal +21,831 sf +11,337 sf 316 (+157 patio) -48,216 sf Sears repositioning 1 st floor/sears to be modified -147,540 sf Proposed new/remaining retail 74,774 sf Change in GLA: Retail conversion to common area -22,988 sf Retail conversion to misc. -4,292 sf Building demolition -5,365 sf Existing compactor removal -1,110 sf Retail conversion to restaurant -39,011 sf 39,011 sf 1,107 (+335 patio) Change in GLA subtotal -72,766 sf +39,011 sf 1,107 (+335 patio) Net change -50,935 sf +50,348 sf 1,423 seats (+492 patio) -48,216 sf Total Retail (inc. existing restaurants) 1,229,670 sf +50,348 sf 1,423 seats (+492 patio) 0 sf Total Retail & existing/new restaurants Proposed Long s Jewelers Total Retail (inc. existing restaurants) Total Retail & existing/new restaurants 1,280,018 sf 18,400 sf 1,248,070 sf 1,298,418 sf Total Building Area (GSF) a Total Leasable Area (GLA) Existing Burlington Mall 1,591,024 sf 1,328,821 sf Approved Burlington Mall 1,571,333 sf 1,280,018 sf Net change: -19,691 sf -48,803 sf Proposed Long s Jewelers +18,400 sf +18,400 sf Net change: -1,291 sf -30,403 sf GSF = Gross Square Footage. GLA = Gross Leasable Area. a Total building area includes gross leasable tenant space and additional non-leasable area (offices, common areas, mechanical rooms, etc.) \\MAWALD\ld\14416.00\docs\memos\Traffic Memo\Transportation evaluation.docx
Ref: 14416.00 December 20, 2018 Page 3 As shown in Table 1, even with the new Long s Jewelers, there still will be a 1,291-sf reduction in the total physical building area at the Burlington Mall compared to its former condition. Furthermore, the 1,298,418 sf of resulting total mall leasable space still will be approximately 30,403 sf lower than the previous mall total of 1,328,821 sf of leasable area. The following sections discuss how traffic generation was estimated for the Project considering this reduction, as well as the new Long s Jewelers use proposed within the Site. Trip Generation As with the recently-prepared study for the approved mall redevelopment, trip generation was estimated using standard Institute of Transportation Engineers (ITE) data 2, considering the difference between the existing and proposed Burlington Mall building area and uses. The associated methodology is the same as that used in VHB s April 3, 2018 study (revised May 15, 2018). As the current proposal involves only the addition of retail space and not any change in restaurant area, this currently evaluation focusses on the ITE shopping center methodology discussed below. ITE Shopping Center VHB estimated traffic based on the change in total mall leasable area using ITE Shopping Center data. The results of this comparison, including the additional 18,400 sf Long s Jewelers component, are summarized in Table 2. 2 Trip Generation Manual (10 th edition), Institute of Transportation Engineers, Washington DC, 2017. \\MAWALD\ld\14416.00\docs\memos\Traffic Memo\Transportation evaluation.docx
Ref: 14416.00 December 20, 2018 Page 4 Table 2 Trip Generation Summary Shopping Center Proposed Approved Burlington Mall Burlington Mall (with Long s Existing Total Retail/ Redevelopment a Long s Jewelers b Jewelers) TBA c Change 1,280,018 sf 18,400 sf = 1,298,418 sf 1,328,821 sf -30,403 sf Weekday Daily Enter 17,018 166 17,184 17,595-411 Exit 17,018 166 17,184 17,595-411 Total 34,036 332 34,368 35,190-822 Weekday Evening Enter 1,721 18 1,739 1,782-43 Exit 1,864 20 1,884 1,932-48 Total 3,585 38 3,623 3,714-91 Saturday Daily Enter 21,649 193 21,842 22,227-385 Exit 21,649 193 21,842 22,227-385 Total 43,298 386 43,684 44,454-770 Saturday Midday Enter 2,412 27 2,439 2,474-35 Exit 2,227 25 2,252 2,294-42 Total 4,639 52 4,691 4,768-77 a Source: Trip Generation Manual 10 th Edition, Institute of Transportation Engineers (ITE), Washington D.C. (2017). Land Use Code 820 b (Shopping Center). Estimates based on 1,280,018 sf of approved retail/restaurant GLA. Source: Ibid. Land Use Code 820 (Shopping Center). Estimates based on difference between proposed overall 1,298,418 sf of retail/restaurant GLA and currently approved 1,280,018 sf of approved retail/restaurant GLA. c Source: Ibid. Estimates based on Land Use Code 820 (Shopping Center) for 1,280,605 sf of retail/restaurant space and Land Use Code 942 (Automobile Care Center) for 48,216 sf of TBA building area. As shown in Table 2, the proposed Long s Jewelers building is estimated to generate 38 and 52 vehicle trips during the respective weekday evening and Saturday midday peak hours. However, even with the addition of Long s Jewelers, there still will be an overall 30,403-sf reduction in tenant leasable area compared to the former Burlington Mall. Accordingly, the overall mall should experience a corresponding decrease of 91 and 77 vehicle trips during the critical weekday evening and Saturday midday peak hours, respectively, compared to its former fully-occupied condition. \\MAWALD\ld\14416.00\docs\memos\Traffic Memo\Transportation evaluation.docx
Ref: 14416.00 December 20, 2018 Page 5 Build Condition Volumes As discussed above, even with the addition of Long s Jewelers there still should be a reduction in the volume of peakhour traffic generated by the mall compared to its former fully-occupied condition. This is due to both the reduced total leasable area, as well as the nature of the recently approved new restaurant space in the mall, which may experience peak times different from those of the rest of the mall. Accordingly, with a reduction in peak-hour traffic compared to that former full-occupancy condition, a full traffic analysis should not be necessary. However, to evaluate the expected operation of the Burlington Mall site driveways VHB reviewed and analyzed traffic counts previously conducted in this area. Specifically, VHB used traffic volumes from the traffic study 3 prepared for the nearby New England Executive Park project. While these counts are now five years old, they still are useful as they were conducted when the Sears and Sears TBA uses both still were fully active. Accordingly, these counts still should provide a reasonable estimation of the vehicular turning movements in and out of the mall at its former fully occupied state. Based on the preceding trip generation analysis, the actual peak-hour volumes in the future should be lower due to the recently approved changes. To isolate the current Project s potential impacts, the Long s Jeweler s volumes were added directly to the previously conducted counts and were used as the 2018 Build condition peak-hour traffic volumes. The Project traffic was assigned to the Site driveways based on their previously observed use, with additional consideration of the location of the proposed Project. This analysis focused primarily on the volume of traffic entering and exiting the mall, along with the existing street traffic at the time of the counts. While the street volumes likely have increased due ongoing growth in the area, the mall traffic likely soon will be decreasing as noted above. Other nearby potential or planned development projects were not incorporated into this analysis. With this methodology, any Project impacts can be more readily identified without being influenced by traffic growth associated with other projects or regular regional traffic growth. Adding the expected Long s Jeweler s traffic to the counts from the former fully-occupied mall condition results in an overly conservative analysis. While that assumes the addition of 38 and 52 trips during the weekday evening and Saturday midday peak hours, respectively, the overall mall volumes actually should be decreasing by 91 and 77 trips during the respective peak hours. Analysis of site access driveway normally is not conducted for conditions where volumes are expected to be lower than the former condition. Regardless, the potential impacts of adding additional Long s Jeweler s traffic to the Site were evaluated under this worst-case scenario as discussed in the following section. Traffic Operations Analysis To assess quality of flow, intersection capacity analyses were conducted with respect to 2018 Existing and 2018 Build traffic volume conditions. Capacity analyses provide an indication of how well the roadway facilities and intersections 3 Draft Environmental Impact Report (EEA No. 15169) New England Executive Park (NEEP) Renovations and Expansion, Vanasse Hangen Brustlin, Inc. (VHB) (Watertown, Massachusetts) June 2014. \\MAWALD\ld\14416.00\docs\memos\Traffic Memo\Transportation evaluation.docx
Ref: 14416.00 December 20, 2018 Page 6 serve the traffic demands placed upon them. Roadway operating conditions are classified by calculated levels-ofservice. The evaluation criteria used to analyze area intersections and roadways in this traffic study are based on the 2010 Highway Capacity Manual (HCM) 4. Level of-service (LOS) is the term used to denote the different operating conditions that occur on a given roadway segment under various traffic volume loads. It is a qualitative measure that considers a number of factors including roadway geometry, speed, travel delay, freedom to maneuver, and safety. Level-of-service provides an index to operational qualities of a roadway segment or an intersection. Level-of-service designations range from A to F, with LOS A representing the best operating conditions and LOS F representing the worst operating conditions. The level-of-service designation is reported differently for signalized intersections and unsignalized intersections. For signalized intersections, the analysis considers the operation of all traffic entering the intersection and the level-ofservice designation is for overall conditions at the intersection. For unsignalized intersections, however, the analysis assumes that traffic on the mainline is not affected by traffic on the side streets. Thus, the level-of-service designation is for the critical movement entering or exiting the side street, which is generally the left-turn out of the side street. Intersection Capacity Analysis Capacity analyses were conducted for the 2018 Existing and 2018 Build conditions for the study area intersections. Table 3 summarizes the capacity analysis results for the signalized study area intersections. The capacity analyses worksheets are included in the Attachments to this evaluation. 4 Highway Capacity Manual, Transportation Research Board, Washington D.C., 2010. \\MAWALD\ld\14416.00\docs\memos\Traffic Memo\Transportation evaluation.docx
Ref: 14416.00 December 20, 2018 Page 7 Table 3 Signalized Intersection Capacity Analysis Location / Movement 2018 Existing Conditions a 2018 Existing Conditions with added Longs Jewelers Traffic b v/c c Del d LOS e 50 Q f 95 Q g v/c Del LOS 50 Q 95 Q Middlesex Turnpike at Burlington Mall Main Driveway / South Avenue Weekday Evening South Avenue EB L 0.10 31 C 17 41 0.10 30 C 17 40 South Avenue EB R 0.09 1 A 0 0 0.09 1 A 0 0 Burlington Mall WB L 0.77 45 D 172 220 0.77 45 D 175 221 Burlington Mall WB R 0.03 0 A 0 0 0.03 0 A 0 0 Middlesex Turnpike NB L 0.58 67 E 62 m63 0.58 68 E 63 m63 Middlesex Turnpike NB T/R 0.30 2 A 14 m17 0.31 2 A 15 m18 Middlesex Turnpike SB L 0.42 51 D 31 m35 0.42 50 D 34 m39 Middlesex Turnpike SB T/R 0.59 20 C 267 m268 0.59 21 C 273 m274 Overall 21 C 21 C Saturday Midday South Avenue EB L 0.17 22 C 34 68 0.17 22 C 34 68 South Avenue EB R 0.13 1 A 0 0 0.13 1 A 0 0 Burlington Mall WB L 0.86 38 D 251 326 0.86 38 D 256 333 Burlington Mall WB R 0.03 0 A 0 0 0.03 0 A 0 0 Middlesex Turnpike NB L 0.82 36 D 108 m109 0.82 36 D 108 m109 Middlesex Turnpike NB T/R 0.47 4 A 38 m38 0.49 4 A 42 m39 Middlesex Turnpike SB L 0.44 47 D 39 81 0.47 49 D 41 86 Middlesex Turnpike SB T/R 0.65 30 C 193 249 0.66 30 C 195 249 Overall 24 C 24 C Burlington Mall Road at West Burlington Mall Driveway / Meadow Road Weekday Evening Burlington Mall Road EB L 0.22 46 D 23 57 0.22 46 D 23 57 Burlington Mall Road EB T/R 0.43 20 B 135 184 0.43 20 B 135 184 Burlington Mall Road WB L 0.31 46 D 36 78 0.34 46 D 39 84 Burlington Mall Road WB T/R 0.79 24 C 326 423 0.79 24 C 326 423 Burlington Mall NB L/T 0.34 49 D 36 79 0.34 49 D 36 79 Burlington Mall NB R 0.36 8 A 0 28 0.37 9 A 0 32 Meadow Road SB L/T 0.71 40 D 193 289 0.71 40 D 193 289 Meadow Road SB R 0.17 3 A 0 12 0.17 3 A 0 12 Overall 25 C 26 C Saturday Midday Burlington Mall Road EB L 0.43 42 D 45 93 0.43 42 D 45 93 Burlington Mall Road EB T/R 0.54 24 C 115 161 0.54 24 C 116 161 Burlington Mall Road WB L 0.44 40 D 50 109 0.47 41 D 55 118 Burlington Mall Road WB T/R 0.70 26 C 167 247 0.70 26 C 167 247 Burlington Mall NB L/T 0.46 40 D 55 116 0.46 40 D 55 116 Burlington Mall NB R 0.42 11 B 0 52 0.44 11 B 0 53 Meadow Road SB L/T 0.65 36 D 126 222 0.65 36 D 126 222 Meadow Road SB R 0.28 6 A 0 37 0.28 6 A 0 37 Overall 27 C 27 C \\MAWALD\ld\14416.00\docs\memos\Traffic Memo\Transportation evaluation.docx
Ref: 14416.00 December 20, 2018 Page 8 Table 3 Signalized Intersection Capacity Analysis Location / Movement 2018 Existing Conditions a 2018 Existing Conditions with added Longs Jewelers Traffic b v/c c Del d LOS e 50 Q f 95 Q g v/c Del LOS 50 Q 95 Q Burlington Mall Road at East Burlington Mall Driveway / Lexington Street Weekday Evening Burlington Mall Road EB L 0.50 34 C 63 166 0.50 34 C 64 167 Burlington Mall Road EB T/R 0.58 21 C 122 252 0.58 21 C 124 254 Burlington Mall Road WB L 0.60 30 C 99 240 0.60 30 C 99 241 Burlington Mall Road WB T/R 0.71 19 B 190 374 0.71 19 B 191 377 Burlington Mall NB L 0.39 34 C 35 101 0.39 35 C 35 102 Burlington Mall NB T 0.17 29 C 22 68 0.17 29 C 22 68 Burlington Mall NB R 0.12 0 A 0 0 0.12 0 A 0 0 Lexington Street SB L/T 0.33 31 C 42 115 0.33 31 C 42 115 Lexington Street SB R 0.05 0 A 0 0 0.05 0 A 0 0 Overall 21 C 21 C Saturday Midday Burlington Mall Road EB L 0.46 50 D 57 107 0.46 51 D 58 107 Burlington Mall Road EB T/R 0.79 40 D 207 271 0.80 41 D 212 276 Burlington Mall Road WB L 0.84 43 D 277 #398 0.84 44 D 281 #398 Burlington Mall Road WB T/R 0.36 15 B 131 168 0.37 15 B 134 172 Burlington Mall NB L 0.81 57 E 124 #251 0.81 58 E 126 #252 Burlington Mall NB T 0.20 29 C 49 94 0.20 30 C 50 94 Burlington Mall NB R 0.25 0 A 0 0 0.25 0 A 0 0 Lexington Street SB L/T 0.37 31 C 96 163 0.37 32 C 97 163 Lexington Street SB R 0.06 0 A 0 0 0.06 0 A 0 0 Overall 28 C 28 C a Source: Volumes from the New England Executive Park (NEEP) DEIR (EEA No. 15169), dated June 2014. Signal timings optimized in Synchro to represent adaptive signal control now in place. b Projected traffic associated with Longs Jewelers added to the 2018 existing conditions traffic volumes; signals optimized in Synchro to represent adaptive signal control. c Volume to capacity ratio. b Average total delay, in seconds per vehicle. e Level-of-service. f 50th percentile queue, in feet. g 95th percentile queue, in feet. ~ Volume exceeds capacity, queue is theoretically infinite. # 95th percentile volume exceeds capacity, queue may be longer. As shown in Table 3, the addition of the 38- and 52- peak-hour trips associated with Long s Jewelers will have a negligible impact on the operation of the signalized driveways serving the mall. While some particular intersection movements may currently experience lengthy delays, or be affected by other nearby locations, the additional Projectgenerated traffic by itself will have a negligible impact. \\MAWALD\ld\14416.00\docs\memos\Traffic Memo\Transportation evaluation.docx
Ref: 14416.00 December 20, 2018 Page 9 The capacity analysis results for Middlesex Turnpike s unsignalized intersection with the Burlington Mall right-in/rightout driveway are provided in Table 4. Table 4 Unsignalized Intersection Capacity Analysis Location / Movement 2013 Existing Conditions a 2013 Existing Conditions with added Longs Jewelers Traffic b D c v/c d Del e LOS f 95 Q g D v/c Del LOS 95 Q Middlesex Turnpike at North Burlington Mall Driveway (Right-In/Right-Out) Weekday Evening Burling ton Mall WB R 80 0.18 14 B 15 85 0.19 14 B 18 Saturday Midday Burlington Mall WB R 145 0.30 15 B 30 150 0.31 15 B 33 a Source: Volumes from the New England Executive Park (NEEP) DEIR (EEA No. 15169), dated June 2014. b Projected traffic associated with Longs Jewelers added to the 2018 existing traffic volumes. c Demand d Volume to capacity ratio. e Average total delay, in seconds per vehicle. f Level-of-service. g 95th percentile queue, in feet. # 95th percentile volume exceeds capacity, queue may be longer. As shown in Table 4, the existing right-in/right-out driveway on Middlesex Turnpike currently operates at LOS B and will continue to do so with the addition of Project traffic. Conclusion VHB has evaluated the potential changes in traffic generation resulting from the addition of an 18,400 sf Long s Jewelers store to the recently approved Burlington Mall redevelopment site. Following the same methodology used in the prior study for the mall redevelopment, the current analysis indicates that Long s Jewelers will generate 38 and 52 vehicle trips during the respective weekday evening and Saturday midday peak hours. However, the Burlington Mall still will have 30,403 sf less tenant leasable area than existed with the former fully-occupied mall. With that reduced building space, there will be 91 and 77 fewer vehicle trips during the weekday evening and Saturday midday peak hours, respectively, compared to that baseline condition. With the new Long s Jewelers traffic being distributed across the multiple driveways serving the Site, there should not be a noticeable impact. Regardless, these Site access driveways were analyzed under a worst-case condition of the Long s Jeweler s traffic being added to the formerly fully-occupied mall volumes. Instead of the expected decrease in peak-hour volumes, this assumes an increase in Site traffic associated with the Long s Jeweler s traffic. Even under these conservative assumptions, the analysis indicates that this current Project will have a negligible impact on the operation of the Site access driveways All of the signalized Burlington Mall access driveways are part of a recently-installed adaptive signal system along the Middlesex Turnpike and Burlington Mall Road corridors. This system responds to actual traffic conditions on a cycle-by-cycle basis without strictly relying on more rigid pre-established timing plans. Accordingly, the existing \\MAWALD\ld\14416.00\docs\memos\Traffic Memo\Transportation evaluation.docx
Ref: 14416.00 December 20, 2018 Page 10 transportation infrastructure surrounding the Site should readily be able to accommodate any changes in traffic patterns which may occur throughout the day, even with the overall reduction in peak-hour volume compared to the former fully-occupied mall. \\MAWALD\ld\14416.00\docs\memos\Traffic Memo\Transportation evaluation.docx
ATTACHMENTS Trip Generation Traffic Volume Networks Capacity Analysis \\MAWALD\ld\14416.00\docs\memos\Traffic Memo\Transportation evaluation.docx 101 Walnut Street PO Box 9151 Watertown, MA 02472-4026 P 617.924.1770
Ref: 13482.01 December 20, 2018 Page 12 Trip Generation \\MAWALD\ld\14416.00\docs\memos\Traffic Memo\Transportation evaluation.docx
Proposed: proposed mall GLA retail 1,229,671 proposed Long's Jewelers 18,400 proposed mall GLA restaurant 50,348 4% new restaurants represent this percent increase in total Burlington Mall leasable area total mall GLA 1,298,419 Existing: existing mall GLA 1,280,605 existing TBA 48,216 Total existing mall GLA + TBA 1,328,821-30,402 Existing Burlington Mall Approved Burlington Mall Redevelopment Proposed Existing Difference Difference Retail/Restaurant Retail Auto Total Retail LUC 820 820 942 820 SIZE 1,298,419 1,280,605 48,216 1,328,821 1,280,019 Weekday Daily Enter 17,184 17,023 572 17,595-411 17,018 166 Exit 17,184 17,023 572 17,595-411 17,018 166 Total 34,367 34,046 1,144 35,189-822 34,035 332 Weekday Morning Peak Hour Enter 497 491 72 563-66 491 6 Exit 304 301 37 338-34 301 3 Total 801 792 108 901-100 792 9 Weekday Evening Peak Hour Enter 1,739 1,721 61 1,783-44 1,721 18 Exit 1,884 1,865 67 1,931-47 1,864 20 Total 3,623 3,586 128 3,714-91 3,585 38 Saturday Daily Enter 21,842 21,655 572 22,227-386 21,649 192 Exit 21,842 21,655 572 22,227-386 21,649 192 Total 43,683 43,311 1,144 44,454-771 43,298 385 Saturday Midday Peak Hour Enter 2,439 2,413 61 2,474-35 2,412 27 Exit 2,252 2,227 67 2,294-42 2,227 25 Total 4,691 4,640 128 4,768-77 4,639 53 1 Trip generation estimate based on ITE LUC. \\MAWALD\pr\83711.18 _Longs-Burlington\Correspondence\traffic\Trip Generation Method 1 - mall 10/28/2018
ITE TRIP GENERATION WORKSHEET (10th Edition, Updated 2017) LANDUSE: Shopping Center LANDUSE CODE: 820 Independent Variable --- SETTING/LOCATION: General Urban/Suburban JOB NAME: FLOOR AREA (KSF): 1298.419 JOB NUMBER: WEEKDAY Directional RATES: Total Trip Ends Independent Variable Range Distribution # Studies R^2 Average Low High Average Low High Enter Exit DAILY 147 0.76 37.75 7.42 207.98 453 9 1,510 50% 50% AM PEAK OF GENERATOR 47 0.71 3.00 0.70 23.74 323 8 1,320 54% 46% PM PEAK OF GENERATOR 53 0.76 4.21 0.78 27.27 298 7 1,320 50% 50% AM PEAK (ADJACENT ST) 84 0.90 0.94 0.18 23.74 351 9 1,510 62% 38% PM PEAK (ADJACENT ST) 261 0.82 3.81 0.74 18.69 327 2 2,200 48% 52% TRIPS: BY AVERAGE BY REGRESSION Total Enter Exit Total Enter Exit DAILY 49,015 24,508 24,508 34,367 17,184 17,184 AM PEAK (ADJACENT ST) 1,221 757 464 801 497 304 PM PEAK (ADJACENT ST) 4,947 2,375 2,572 3,623 1,739 1,884 SATURDAY Directional RATES: Total Trip Ends Independent Variable Range Distribution # Studies R^2 Average Low High Average Low High Enter Exit DAILY 58 0.71 46.12 13.07 167.89 602 56 1,510 50% 50% PEAK OF GENERATOR 119 0.87 4.50 1.42 15.10 416 4 1,510 52% 48% TRIPS: BY AVERAGE BY REGRESSION Total Enter Exit Total Enter Exit DAILY 59,883 29,942 29,942 43,683 21,842 21,842 PEAK OF GENERATOR 5,843 3,038 2,805 4,691 2,439 2,252 SUNDAY Directional RATES: Total Trip Ends Independent Variable Range Distribution # Studies R^2 Average Low High Average Low High Enter Exit DAILY 30 21.10 4.15 148.15 509 47 1,510 50% 50% PEAK OF GENERATOR 24 2.79 0.39 12.40 382 47 1,268 49% 51% TRIPS: BY AVERAGE BY REGRESSION Total Enter Exit Total Enter Exit DAILY 27,397 13,698 13,698 N/A N/A N/A PEAK OF GENERATOR 3,623 1,775 1,848 N/A N/A N/A \\MAWALD\pr\83711.18 _Longs-Burlington\Correspondence\traffic\Trip Generation 820_Pr_Method_1 10/26/2018
ITE TRIP GENERATION WORKSHEET (10th Edition, Updated 2017) LANDUSE: Shopping Center LANDUSE CODE: 820 Independent Variable --- SETTING/LOCATION: General Urban/Suburban JOB NAME: FLOOR AREA (KSF): 1280.019 JOB NUMBER: WEEKDAY Directional RATES: Total Trip Ends Independent Variable Range Distribution # Studies R^2 Average Low High Average Low High Enter Exit DAILY 147 0.76 37.75 7.42 207.98 453 9 1,510 50% 50% AM PEAK OF GENERATOR 47 0.71 3.00 0.70 23.74 323 8 1,320 54% 46% PM PEAK OF GENERATOR 53 0.76 4.21 0.78 27.27 298 7 1,320 50% 50% AM PEAK (ADJACENT ST) 84 0.90 0.94 0.18 23.74 351 9 1,510 62% 38% PM PEAK (ADJACENT ST) 261 0.82 3.81 0.74 18.69 327 2 2,200 48% 52% TRIPS: BY AVERAGE BY REGRESSION Total Enter Exit Total Enter Exit DAILY 48,321 24,160 24,160 34,035 17,018 17,018 AM PEAK (ADJACENT ST) 1,203 746 457 792 491 301 PM PEAK (ADJACENT ST) 4,877 2,341 2,536 3,585 1,721 1,864 SATURDAY Directional RATES: Total Trip Ends Independent Variable Range Distribution # Studies R^2 Average Low High Average Low High Enter Exit DAILY 58 0.71 46.12 13.07 167.89 602 56 1,510 50% 50% PEAK OF GENERATOR 119 0.87 4.50 1.42 15.10 416 4 1,510 52% 48% TRIPS: BY AVERAGE BY REGRESSION Total Enter Exit Total Enter Exit DAILY 59,034 29,517 29,517 43,298 21,649 21,649 PEAK OF GENERATOR 5,760 2,995 2,765 4,639 2,412 2,227 SUNDAY Directional RATES: Total Trip Ends Independent Variable Range Distribution # Studies R^2 Average Low High Average Low High Enter Exit DAILY 30 21.10 4.15 148.15 509 47 1,510 50% 50% PEAK OF GENERATOR 24 2.79 0.39 12.40 382 47 1,268 49% 51% TRIPS: BY AVERAGE BY REGRESSION Total Enter Exit Total Enter Exit DAILY 27,008 13,504 13,504 N/A N/A N/A PEAK OF GENERATOR 3,571 1,750 1,821 N/A N/A N/A \\MAWALD\pr\83711.18 _Longs-Burlington\Correspondence\traffic\Trip Generation 820_Approved_Method_1 10/28/2018
ITE TRIP GENERATION WORKSHEET (10th Edition, Updated 2017) LANDUSE: Shopping Center LANDUSE CODE: 820 Independent Variable --- SETTING/LOCATION: General Urban/Suburban JOB NAME: FLOOR AREA (KSF): 1280.605 JOB NUMBER: WEEKDAY Directional RATES: Total Trip Ends Independent Variable Range Distribution # Studies R^2 Average Low High Average Low High Enter Exit DAILY 147 0.76 37.75 7.42 207.98 453 9 1,510 50% 50% AM PEAK OF GENERATOR 47 0.71 3.00 0.70 23.74 323 8 1,320 54% 46% PM PEAK OF GENERATOR 53 0.76 4.21 0.78 27.27 298 7 1,320 50% 50% AM PEAK (ADJACENT ST) 84 0.90 0.94 0.18 23.74 351 9 1,510 62% 38% PM PEAK (ADJACENT ST) 261 0.82 3.81 0.74 18.69 327 2 2,200 48% 52% TRIPS: BY AVERAGE BY REGRESSION Total Enter Exit Total Enter Exit DAILY 48,343 24,171 24,171 34,046 17,023 17,023 AM PEAK (ADJACENT ST) 1,204 746 457 792 491 301 PM PEAK (ADJACENT ST) 4,879 2,342 2,537 3,586 1,721 1,865 SATURDAY Directional RATES: Total Trip Ends Independent Variable Range Distribution # Studies R^2 Average Low High Average Low High Enter Exit DAILY 58 0.71 46.12 13.07 167.89 602 56 1,510 50% 50% PEAK OF GENERATOR 119 0.87 4.50 1.42 15.10 416 4 1,510 52% 48% TRIPS: BY AVERAGE BY REGRESSION Total Enter Exit Total Enter Exit DAILY 59,062 29,531 29,531 43,311 21,655 21,655 PEAK OF GENERATOR 5,763 2,997 2,766 4,640 2,413 2,227 SUNDAY Directional RATES: Total Trip Ends Independent Variable Range Distribution # Studies R^2 Average Low High Average Low High Enter Exit DAILY 30 21.10 4.15 148.15 509 47 1,510 50% 50% PEAK OF GENERATOR 24 2.79 0.39 12.40 382 47 1,268 49% 51% TRIPS: BY AVERAGE BY REGRESSION Total Enter Exit Total Enter Exit DAILY 27,021 13,510 13,510 N/A N/A N/A PEAK OF GENERATOR 3,573 1,751 1,822 N/A N/A N/A \\MAWALD\pr\83711.18 _Longs-Burlington\Correspondence\traffic\Trip Generation 820_Ex_Method_1 10/26/2018
ITE TRIP GENERATION WORKSHEET (10th Edition, Updated 2017) LANDUSE: Automobile Care Center LANDUSE CODE: 942 Independent Variable --- SETTING/LOCATION: General Urban/Suburban JOB NAME: FLOOR AREA (KSF): 48.216 JOB NUMBER: WEEKDAY Directional RATES: Total Trip Ends Independent Variable Range Distribution # Studies R^2 Average Low High Average Low High Enter Exit DAILY - - - - - - - - - - AM PEAK OF GENERATOR 6 0.65 2.83 1.93 5.74 17 8 40 56% 44% PM PEAK OF GENERATOR 6 0.71 3.51 2.75 7.15 17 8 40 49% 51% AM PEAK (ADJACENT ST) 6-2.25 1.20 5.30 17 8 40 66% 34% PM PEAK (ADJACENT ST) 6 0.83 3.11 1.87 5.65 17 8 40 48% 52% TRIPS: BY AVERAGE BY REGRESSION Total Enter Exit Total Enter Exit DAILY N/A N/A N/A N/A N/A N/A AM PEAK OF GENERATOR 136 76 60 99 55 43 PM PEAK OF GENERATOR 169 83 86 127 62 65 AM PEAK (ADJACENT ST) 108 72 37 N/A N/A N/A PM PEAK (ADJACENT ST) 150 72 78 128 61 67 SATURDAY Directional RATES: Total Trip Ends Independent Variable Range Distribution # Studies R^2 Average Low High Average Low High Enter Exit DAILY 2-23.72 15.87 28.20 31 22 40 50% 50% PEAK OF GENERATOR - - - - - - - - - - TRIPS: BY AVERAGE BY REGRESSION Total Enter Exit Total Enter Exit DAILY 1,144 572 572 N/A N/A N/A PEAK OF GENERATOR N/A N/A N/A N/A N/A N/A SUNDAY Directional RATES: Total Trip Ends Independent Variable Range Distribution # Studies R^2 Average Low High Average Low High Enter Exit DAILY 2 11.88 2.59 17.18 31 22 40 50% 50% PEAK OF GENERATOR - - - - - - - - - TRIPS: BY AVERAGE BY REGRESSION Total Enter Exit Total Enter Exit DAILY 573 286 286 N/A N/A N/A PEAK OF GENERATOR N/A N/A N/A N/A N/A N/A \\MAWALD\pr\83711.18 _Longs-Burlington\Correspondence\traffic\Trip GenerationAutomobile_Service_Center_942 10/26/2018
Ref: 13482.01 December 20, 2018 Page 13 Traffic Volume Networks \\MAWALD\ld\14416.00\docs\memos\Traffic Memo\Transportation evaluation.docx
75 1035 270 5 +5 Figure 1 \\vhb\proj\wat-ld\14416.00\graphics\figures\traffic\networks.dwg S Signalized Intersection neg = Negilible +XX = Long's Jewelers Traffic 30 35 40 40 510 50 745 60 45 1475 45 5 Middlesex Turnpike 785 35 1570 80 (+3) Burlington Mall North Driveway 20 35 90 75 65 230 35 510 55 Meadow Road S Burlington Mall West Driveway 270 845 55 neg 160 605 65 85 55 190 65 65 40 S Burlington Mall East Driveway Lexington Street (+10) South Avenue Burlington Mall S Main Driveway +4 +5 +3 +4 +3 (+7) +6 (+1) (+6) +1 Not to Scale Weekday Evening Peak Hour 2018 Existing Traffic Volumes Longs Jewelers at Burlington Mall Burlington, Massachusetts
60 510 410 neg +8 Figure 2 \\vhb\proj\wat-ld\14416.00\graphics\figures\traffic\networks.dwg S Signalized Intersection neg = Negilible +XX = Long's Jewelers Traffic Middlesex Turnpike 700 135 1030 145 (+4) Burlington Mall North Driveway Burlington Mall West Driveway Meadow Road S Burlington Mall East Driveway Lexington Street 875 (+13) South Avenue Burlington Mall S Main Driveway +5 +8 +4 +5 +4 (+9) 55 50 135 125 95 165 80 360 105 S 190 530 100 +9 (+1) (+8) +1 5 75 500 80 190 90 405 90 115 55 80 65 50 110 135 705 245 80 885 65 neg Not to Scale Saturday Midday Peak Hour 2018 Existing Traffic Volumes Longs Jewelers at Burlington Mall Burlington, Massachusetts
Ref: 13482.01 December 20, 2018 Page 14 Capacity Analysis \\MAWALD\ld\14416.00\docs\memos\Traffic Memo\Transportation evaluation.docx
14416.00 :: Longs Jewelers at Burlington Mall 2013 Existing Conditions 1: Middlesex Turnpike & South Avenue/Burlington Mall Main Driveway Timing Plan: Weekday Evening Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 30 0 35 510 0 40 90 745 60 50 1475 45 Future Volume (vph) 30 0 35 510 0 40 90 745 60 50 1475 45 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 0 150 0 75 200 0 250 0 Storage Lanes 1 1 2 1 1 0 1 0 Taper Length (ft) 25 25 25 25 Satd. Flow (prot) 1770 0 1583 3433 0 1583 1770 5029 0 1770 5065 0 Flt Permitted 0.950 0.950 0.950 0.950 Satd. Flow (perm) 1770 0 1583 3433 0 1583 1770 5029 0 1770 5065 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 131 196 19 6 Link Speed (mph) 30 30 30 35 Link Distance (ft) 493 571 828 887 Travel Time (s) 11.2 13.0 18.8 17.3 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Shared Lane Traffic (%) Lane Group Flow (vph) 33 0 38 554 0 43 98 875 0 54 1652 0 Turn Type Prot Perm Prot Free Prot NA Prot NA Protected Phases 8 4 5 2 1 6 Permitted Phases 8 Free Detector Phase 8 8 4 5 2 1 6 Switch Phase Minimum Initial (s) 6.0 6.0 6.0 6.0 15.0 4.0 15.0 Minimum Split (s) 12.0 12.0 12.0 11.0 20.0 9.0 26.0 Total Split (s) 31.0 31.0 31.0 17.0 56.0 13.0 52.0 Total Split (%) 31.0% 31.0% 31.0% 17.0% 56.0% 13.0% 52.0% Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 All-Red Time (s) 3.0 3.0 3.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode None None None None C-Max None Max Act Effct Green (s) 18.9 18.9 21.0 100.0 9.5 57.6 7.3 55.7 Actuated g/c Ratio 0.19 0.19 0.21 1.00 0.10 0.58 0.07 0.56 v/c Ratio 0.10 0.09 0.77 0.03 0.58 0.30 0.42 0.59 Control Delay 30.9 0.5 44.8 0.0 67.4 1.8 51.0 20.2 Queue Delay 0.0 0.0 0.3 0.0 0.0 0.0 0.0 0.0 Total Delay 30.9 0.5 45.1 0.0 67.4 1.8 51.0 20.2 LOS C A D A E A D C Approach Delay 14.6 41.9 8.4 21.2 Approach LOS B D A C Queue Length 50th (ft) 17 0 172 0 62 14 31 267 Queue Length 95th (ft) 41 0 220 0 m63 m17 m35 m268 Internal Link Dist (ft) 413 491 748 807 Turn Bay Length (ft) 150 75 200 250 Base Capacity (vph) 442 494 858 1583 212 2906 141 2823 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 26 56 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.07 0.08 0.69 0.03 0.46 0.30 0.38 0.59 Intersection Summary Area Type: Other Cycle Length: 100 Actuated Cycle Length: 100 Offset: 36 (36%), Referenced to phase 2:NBT, Start of Green Natural Cycle: 55 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.77 Intersection Signal Delay: 21.0 Intersection LOS: C Intersection Capacity Utilization 62.4% ICU Level of Service B Analysis Period (min) 15 m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 1: Middlesex Turnpike & South Avenue/Burlington Mall Main Driveway Lanes, Volumes, Timings \\vhb\proj\wat-ld\14416.00\tech\synchro\ex-pm.syn VHB/MSD 12/19/2018
14416.00 :: Longs Jewelers at Burlington Mall 2013 Existing Conditions 2: Middlesex Turnpike & North Burlington Mall Driveway Timing Plan: Weekday Evening Intersection Int Delay, s/veh 0.5 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 80 785 35 0 1570 Future Vol, veh/h 0 80 785 35 0 1570 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - Yield - Free - None Storage Length - 0 - - - - Veh in Median Storage, # 0-0 - - 0 Grade, % 0 - -3 - - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 87 853 38 0 1707 Major/Minor Minor1 Major1 Major2 Conflicting Flow All - 427 0 - - - Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - 7.14 - - - - Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - 3.92 - - - - Pot Cap-1 Maneuver 0 492-0 0 - Stage 1 0 - - 0 0 - Stage 2 0 - - 0 0 - Platoon blocked, % - - Mov Cap-1 Maneuver - 492 - - - - Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach WB NB SB HCM Control Delay, s 13.9 0 0 HCM LOS B Minor Lane/Major Mvmt NBT WBLn1 SBT Capacity (veh/h) - 492 - HCM Lane V/C Ratio - 0.177 - HCM Control Delay (s) - 13.9 - HCM Lane LOS - B - HCM 95th %tile Q(veh) - 0.6 - HCM 2010 TWSC \\vhb\proj\wat-ld\14416.00\tech\synchro\ex-pm.syn VHB/MSD 12/19/2018
14416.00 :: Longs Jewelers at Burlington Mall 2013 Existing Conditions 3: West Burlington Mall Driveway/Meadow Road & Burlington Mall Road Timing Plan: Weekday Evening Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 35 510 55 55 845 270 20 35 90 230 65 75 Future Volume (vph) 35 510 55 55 845 270 20 35 90 230 65 75 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft) 11 12 12 11 12 12 12 11 12 12 11 10 Storage Length (ft) 225 0 135 0 0 0 98 0 Storage Lanes 1 0 1 0 0 1 1 1 Taper Length (ft) 25 25 25 25 Satd. Flow (prot) 1728 3521 0 1711 3412 0 0 1786 1599 0 1751 1492 Flt Permitted 0.950 0.950 0.982 0.963 Satd. Flow (perm) 1728 3521 0 1711 3412 0 0 1786 1599 0 1751 1492 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 14 55 131 131 Link Speed (mph) 35 35 30 30 Link Distance (ft) 809 822 647 589 Travel Time (s) 15.8 16.0 14.7 13.4 Peak Hour Factor 0.92 0.92 0.92 0.91 0.91 0.91 0.92 0.92 0.92 0.87 0.87 0.87 Heavy Vehicles (%) 1% 1% 1% 2% 2% 2% 1% 1% 1% 1% 1% 1% Shared Lane Traffic (%) Lane Group Flow (vph) 38 614 0 60 1226 0 0 60 98 0 339 86 Turn Type Prot NA Prot NA Split NA Prot Split NA Prot Protected Phases 5 2 1 6 3 3 3 4 4 4 Permitted Phases Detector Phase 5 2 1 6 3 3 3 4 4 4 Switch Phase Minimum Initial (s) 6.0 12.0 6.0 12.0 6.0 6.0 6.0 8.0 8.0 8.0 Minimum Split (s) 11.0 17.0 11.0 17.0 11.0 11.0 11.0 13.0 13.0 13.0 Total Split (s) 11.0 46.0 13.0 48.0 11.0 11.0 11.0 30.0 30.0 30.0 Total Split (%) 11.0% 46.0% 13.0% 48.0% 11.0% 11.0% 11.0% 30.0% 30.0% 30.0% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) -1.0-1.0-1.0-1.0-1.0-1.0-1.0-1.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lead Lag Lead Lag Lead Lead Lead Lag Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None None None None Act Effct Green (s) 8.0 32.3 9.2 36.2 8.0 8.0 22.0 22.0 Actuated g/c Ratio 0.10 0.40 0.11 0.45 0.10 0.10 0.27 0.27 v/c Ratio 0.22 0.43 0.31 0.79 0.34 0.36 0.71 0.17 Control Delay 46.4 19.9 45.8 24.3 48.6 7.7 40.2 2.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 46.4 19.9 45.8 24.3 48.6 7.7 40.2 2.5 LOS D B D C D A D A Approach Delay 21.5 25.3 23.2 32.6 Approach LOS C C C C Queue Length 50th (ft) 23 135 36 326 36 0 193 0 Queue Length 95th (ft) 57 184 78 423 79 28 289 12 Internal Link Dist (ft) 729 742 567 509 Turn Bay Length (ft) 225 135 Base Capacity (vph) 171 2046 217 2061 177 276 645 632 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.22 0.30 0.28 0.59 0.34 0.36 0.53 0.14 Intersection Summary Area Type: Other Cycle Length: 100 Actuated Cycle Length: 80.7 Natural Cycle: 75 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.79 Intersection Signal Delay: 25.4 Intersection Capacity Utilization 69.8% Analysis Period (min) 15 Intersection LOS: C ICU Level of Service C Splits and Phases: 3: West Burlington Mall Driveway/Meadow Road & Burlington Mall Road Lanes, Volumes, Timings \\vhb\proj\wat-ld\14416.00\tech\synchro\ex-pm.syn VHB/MSD 12/19/2018
14416.00 :: Longs Jewelers at Burlington Mall 2013 Existing Conditions 4: East Burlington Mall Driveway/Lexington Street & Burlington Mall Road Timing Plan: Weekday Evening Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 160 605 65 275 1035 75 85 55 190 40 65 65 Future Volume (vph) 160 605 65 275 1035 75 85 55 190 40 65 65 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft) 10 10 12 10 12 13 11 12 16 16 16 11 Storage Length (ft) 0 0 150 0 0 100 0 50 Storage Lanes 1 0 1 0 1 1 0 1 Taper Length (ft) 25 25 25 25 Satd. Flow (prot) 1652 3257 0 1652 3504 0 1728 1881 1812 0 2092 1546 Flt Permitted 0.950 0.950 0.681 0.852 Satd. Flow (perm) 1652 3257 0 1652 3504 0 1238 1881 1812 0 1816 1546 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 12 10 216 169 Link Speed (mph) 35 35 30 30 Link Distance (ft) 822 621 421 729 Travel Time (s) 16.0 12.1 9.6 16.6 Peak Hour Factor 0.91 0.91 0.91 0.97 0.97 0.97 0.88 0.88 0.88 0.89 0.89 0.89 Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 1% 1% 1% 1% 1% 1% Shared Lane Traffic (%) Lane Group Flow (vph) 176 736 0 284 1144 0 97 63 216 0 118 73 Turn Type Prot NA Prot NA Perm NA Free Perm NA Free Protected Phases 5 2 1 6 4 8 Permitted Phases 4 Free 8 Free Detector Phase 5 2 1 6 4 4 8 8 Switch Phase Minimum Initial (s) 8.0 10.0 8.0 10.0 8.0 8.0 8.0 8.0 Minimum Split (s) 13.0 15.0 13.0 15.0 13.0 13.0 13.0 13.0 Total Split (s) 26.0 47.0 38.0 59.0 25.0 25.0 25.0 25.0 Total Split (%) 23.6% 42.7% 34.5% 53.6% 22.7% 22.7% 22.7% 22.7% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) -1.0-1.0-1.0-1.0-1.0-1.0-1.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode None Min None Min None None None None Act Effct Green (s) 14.4 25.9 19.2 30.7 13.4 13.4 67.1 13.4 67.1 Actuated g/c Ratio 0.21 0.39 0.29 0.46 0.20 0.20 1.00 0.20 1.00 v/c Ratio 0.50 0.58 0.60 0.71 0.39 0.17 0.12 0.33 0.05 Control Delay 33.7 20.6 30.1 19.1 34.4 29.2 0.1 31.3 0.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 33.7 20.6 30.1 19.1 34.4 29.2 0.1 31.3 0.1 LOS C C C B C C A C A Approach Delay 23.1 21.3 13.8 19.3 Approach LOS C C B B Queue Length 50th (ft) 63 122 99 190 35 22 0 42 0 Queue Length 95th (ft) 166 252 240 374 101 68 0 115 0 Internal Link Dist (ft) 742 541 341 649 Turn Bay Length (ft) 150 100 50 Base Capacity (vph) 612 2221 947 2858 438 666 1812 643 1546 Starvation Cap Reductn 0 0 0 17 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.29 0.33 0.30 0.40 0.22 0.09 0.12 0.18 0.05 Intersection Summary Area Type: Other Cycle Length: 110 Actuated Cycle Length: 67.1 Natural Cycle: 55 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.71 Intersection Signal Delay: 20.8 Intersection Capacity Utilization 62.2% Analysis Period (min) 15 Intersection LOS: C ICU Level of Service B Splits and Phases: 4: East Burlington Mall Driveway/Lexington Street & Burlington Mall Road Lanes, Volumes, Timings \\vhb\proj\wat-ld\14416.00\tech\synchro\ex-pm.syn VHB/MSD 12/19/2018
14416.00 :: Longs Jewelers at Burlington Mall 2013 Existing Conditions 1: Middlesex Turnpike & South Avenue/Burlington Mall Main Driveway Timing Plan: Saturday Midday Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 80 0 65 875 0 50 245 705 245 65 885 80 Future Volume (vph) 80 0 65 875 0 50 245 705 245 65 885 80 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 0 150 0 75 200 0 250 0 Storage Lanes 1 1 2 1 1 0 1 0 Taper Length (ft) 25 25 25 25 Satd. Flow (prot) 1770 0 1583 3433 0 1583 1770 4887 0 1770 5024 0 Flt Permitted 0.950 0.950 0.950 0.950 Satd. Flow (perm) 1770 0 1583 3433 0 1583 1770 4887 0 1770 5024 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 145 218 112 16 Link Speed (mph) 30 30 30 35 Link Distance (ft) 493 571 828 928 Travel Time (s) 11.2 13.0 18.8 18.1 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Shared Lane Traffic (%) Lane Group Flow (vph) 87 0 71 951 0 54 266 1032 0 71 1049 0 Turn Type Prot Perm Prot Free Prot NA Prot NA Protected Phases 8 4 5 2 1 6 Permitted Phases 8 Free Detector Phase 8 8 4 5 2 1 6 Switch Phase Minimum Initial (s) 6.0 6.0 6.0 6.0 15.0 4.0 15.0 Minimum Split (s) 12.0 12.0 12.0 11.0 20.0 9.0 26.0 Total Split (s) 37.0 37.0 37.0 24.0 39.0 14.0 29.0 Total Split (%) 41.1% 41.1% 41.1% 26.7% 43.3% 15.6% 32.2% Yellow Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 All-Red Time (s) 3.0 3.0 3.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode None None None None C-Max None Max Act Effct Green (s) 25.3 25.3 28.9 90.0 16.6 38.9 8.1 28.5 Actuated g/c Ratio 0.28 0.28 0.32 1.00 0.18 0.43 0.09 0.32 v/c Ratio 0.17 0.13 0.86 0.03 0.82 0.47 0.44 0.65 Control Delay 22.3 0.5 37.7 0.0 36.1 4.2 47.4 29.5 Queue Delay 0.0 0.0 0.2 0.0 0.0 0.0 0.0 0.0 Total Delay 22.3 0.5 37.9 0.0 36.1 4.2 47.4 29.5 LOS C A D A D A D C Approach Delay 12.5 35.9 10.7 30.6 Approach LOS B D B C Queue Length 50th (ft) 34 0 251 0 108 38 39 193 Queue Length 95th (ft) 68 0 326 0 m109 m38 81 249 Internal Link Dist (ft) 413 491 748 848 Turn Bay Length (ft) 150 75 200 250 Base Capacity (vph) 609 640 1182 1583 373 2175 177 1602 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 9 21 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.14 0.11 0.82 0.03 0.71 0.47 0.40 0.65 Intersection Summary Area Type: Other Cycle Length: 90 Actuated Cycle Length: 90 Offset: 45 (50%), Referenced to phase 2:NBT, Start of Green Natural Cycle: 70 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.86 Intersection Signal Delay: 24.1 Intersection LOS: C Intersection Capacity Utilization 70.7% ICU Level of Service C Analysis Period (min) 15 m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 1: Middlesex Turnpike & South Avenue/Burlington Mall Main Driveway Lanes, Volumes, Timings \\vhb\proj\wat-ld\14416.00\tech\synchro\ex-sat.syn VHB/MSD 12/19/2018
14416.00 :: Longs Jewelers at Burlington Mall 2013 Existing Conditions 2: Middlesex Turnpike & North Burlington Mall Driveway Timing Plan: Saturday Midday Intersection Int Delay, s/veh 1.1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 145 700 135 0 1030 Future Vol, veh/h 0 145 700 135 0 1030 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - Yield - Free - None Storage Length - 0 - - - - Veh in Median Storage, # 0-0 - - 0 Grade, % 0 - -3 - - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 158 761 147 0 1120 Major/Minor Minor1 Major1 Major2 Conflicting Flow All - 380 0 - - - Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - 7.14 - - - - Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - 3.92 - - - - Pot Cap-1 Maneuver 0 528-0 0 - Stage 1 0 - - 0 0 - Stage 2 0 - - 0 0 - Platoon blocked, % - - Mov Cap-1 Maneuver - 528 - - - - Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach WB NB SB HCM Control Delay, s 14.7 0 0 HCM LOS B Minor Lane/Major Mvmt NBT WBLn1 SBT Capacity (veh/h) - 528 - HCM Lane V/C Ratio - 0.299 - HCM Control Delay (s) - 14.7 - HCM Lane LOS - B - HCM 95th %tile Q(veh) - 1.2 - HCM 2010 TWSC \\vhb\proj\wat-ld\14416.00\tech\synchro\ex-sat.syn VHB/MSD 12/19/2018
14416.00 :: Longs Jewelers at Burlington Mall 2013 Existing Conditions 3: West Burlington Mall Driveway/Meadow Road & Burlington Mall Road Timing Plan: Saturday Midday Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 80 360 105 100 530 190 55 50 135 165 95 125 Future Volume (vph) 80 360 105 100 530 190 55 50 135 165 95 125 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft) 11 12 12 11 12 12 12 11 12 12 11 10 Storage Length (ft) 225 0 135 0 0 0 98 0 Storage Lanes 1 0 1 0 0 1 1 1 Taper Length (ft) 25 25 25 25 Satd. Flow (prot) 1728 3453 0 1745 3466 0 0 1789 1615 0 1780 1507 Flt Permitted 0.950 0.950 0.974 0.969 Satd. Flow (perm) 1728 3453 0 1745 3466 0 0 1789 1615 0 1780 1507 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 43 59 152 145 Link Speed (mph) 35 35 30 30 Link Distance (ft) 809 822 647 589 Travel Time (s) 15.8 16.0 14.7 13.4 Peak Hour Factor 0.83 0.83 0.83 0.93 0.93 0.93 0.89 0.89 0.89 0.94 0.94 0.94 Heavy Vehicles (%) 1% 1% 1% 0% 0% 0% 0% 0% 0% 0% 0% 0% Shared Lane Traffic (%) Lane Group Flow (vph) 96 561 0 108 774 0 0 118 152 0 277 133 Turn Type Prot NA Prot NA Split NA Prot Split NA Prot Protected Phases 5 2 1 6 3 3 3 4 4 4 Permitted Phases Detector Phase 5 2 1 6 3 3 3 4 4 4 Switch Phase Minimum Initial (s) 6.0 12.0 6.0 12.0 6.0 6.0 6.0 8.0 8.0 8.0 Minimum Split (s) 11.0 17.0 11.0 17.0 11.0 11.0 11.0 13.0 13.0 13.0 Total Split (s) 14.0 31.0 16.0 33.0 16.0 16.0 16.0 27.0 27.0 27.0 Total Split (%) 15.6% 34.4% 17.8% 36.7% 17.8% 17.8% 17.8% 30.0% 30.0% 30.0% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) -1.0-1.0-1.0-1.0-1.0-1.0-1.0-1.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lead Lag Lead Lag Lead Lead Lead Lag Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None None None None Act Effct Green (s) 9.5 21.7 10.6 22.7 10.7 10.7 17.7 17.7 Actuated g/c Ratio 0.13 0.29 0.14 0.31 0.14 0.14 0.24 0.24 v/c Ratio 0.43 0.54 0.44 0.70 0.46 0.42 0.65 0.28 Control Delay 42.0 24.1 40.1 26.2 40.4 10.6 36.0 6.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 42.0 24.1 40.1 26.2 40.4 10.6 36.0 6.1 LOS D C D C D B D A Approach Delay 26.7 27.9 23.6 26.3 Approach LOS C C C C Queue Length 50th (ft) 45 115 50 167 55 0 126 0 Queue Length 95th (ft) 93 161 109 247 116 52 222 37 Internal Link Dist (ft) 729 742 567 509 Turn Bay Length (ft) 225 135 Base Capacity (vph) 252 1385 305 1499 313 408 597 601 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.38 0.41 0.35 0.52 0.38 0.37 0.46 0.22 Intersection Summary Area Type: Other Cycle Length: 90 Actuated Cycle Length: 74.1 Natural Cycle: 60 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.70 Intersection Signal Delay: 26.7 Intersection Capacity Utilization 56.5% Analysis Period (min) 15 Intersection LOS: C ICU Level of Service B Splits and Phases: 3: West Burlington Mall Driveway/Meadow Road & Burlington Mall Road Lanes, Volumes, Timings \\vhb\proj\wat-ld\14416.00\tech\synchro\ex-sat.syn VHB/MSD 12/19/2018