South Boston Waterfront Sustainable Transportation Plan - Existing Conditions Technical Appendix

SouthBostonWaterfrontSustainableTransportationPlan
Task4.1ExistingConditions
ExistingConditionsTechnicalAppendix
AppendixA
Demographics
AppendixB
PortOperations/Freight
AppendixC
BostonConventionandExhibitionCenter
AppendixD
Transportation
AppendixE
D1
Transit
D2
Roadway
D3
WaterTransportation
D4
Parking
PublicRealm
Appendix A
Demographics
PopulationbyAge
Age<5
Age5to9
Age10to14
Age15to19
Age20to24
Age25to29
Age30to34
Age35to39
Age40to44
Age45to49
Age50to54
Age55to59
Age60to64
Age65to69
Age70to74
Age75to79
Age80to84
Age85+
Total
SouthBostonWaterfront
Cumulative
Population
Percent
Percent
438
4%
4%
326
3%
8%
336
3%
11%
413
4%
15%
967
10%
25%
1,995
20%
45%
1,511
15%
60%
890
9%
69%
619
6%
75%
573
6%
81%
559
6%
86%
435
4%
91%
368
4%
94%
187
2%
96%
145
1%
98%
97
1%
99%
71
1%
100%
49
0%
100%
9,979
100%
CityofBoston
Population
32,420
26,823
26,523
49,826
88,129
74,691
53,393
40,656
36,685
35,990
34,170
30,218
25,833
18,681
14,229
11,150
9,117
9,060
617,594
Percent
5%
4%
4%
8%
14%
12%
9%
7%
6%
6%
6%
5%
4%
3%
2%
2%
1%
1%
100%
Cumulative
Percent
5%
10%
14%
22%
36%
48%
57%
64%
69%
75%
81%
86%
90%
93%
95%
97%
99%
100%
Source:2010U.S.Census.
HouseholdsbyType
SouthBostonWaterfront
Households
Percent
Family
1,812
37%
NonFamily
3,059
63%
Total
4,871
100%
withppl<18
753
15%
CityofBoston
Households
Percent
116,244
46%
136,455
54%
252,699
100%
51,561
20%
Source:2010U.S.Census.TAZ's
\\vhb\proj\WatTS\12624.00\tech\LandUseData\CensusBlocksBlockGroups\2010CensusBlocks_within.xlsx
3
tables
SouthBostonWaterfrontResidentsEmploymentLocation
AggArea
1
2
3
4
5
6
7
20
8
21
22
9
10
11
12
RI
NH
ME
VT
Other
Description
NorthShore
NorthwestSuburbs
WestSuburbs
FarWestSuburbs
SouthwestSuburbs
SouthShore
BostonCore
BostonCoreFinancial
SouthBostonWater
TractFortPointArea
TractsImpactArea
MetroNorth
MetroSouth
MetroEast
MetroWest
RhodeIsland
NewHampshire
Maine
Vermont
Other
Total
SouthBoston
Water
10
90
40
0
0
64
349
180
195
0
55
0
124
4
125
19
0
0
0
95
1,350
TractFort TractsImpact
PointArea
Area
20
265
109
840
177
1,283
0
0
0
115
202
1,296
264
3,343
380
2,505
65
780
245
500
0
1,599
145
391
196
1,845
55
342
140
414
0
25
0
10
0
0
0
0
0
49
1,998
15,602
Total
295
1,039
1,500
0
115
1,562
3,956
3,065
1,040
745
1,654
536
2,165
401
679
44
10
0
0
144
18,950
SouthBostonWaterfrontResidentsEmploymentLocation
SouthBoston
AggArea Description
Water
1
NorthShore
0.7%
2
NorthwestSuburbs
6.7%
3
WestSuburbs
3.0%
4
FarWestSuburbs
0.0%
5
SouthwestSuburbs
0.0%
6
SouthShore
4.7%
7
BostonCore
25.9%
20
BostonCoreFinancial
13.3%
8
SouthBostonWater
14.4%
21
TractFortPointArea
0.0%
22
TractsImpactArea
4.1%
9
MetroNorth
0.0%
10
MetroSouth
9.2%
11
MetroEast
0.3%
12
MetroWest
9.3%
RI
RhodeIsland
1.4%
NH
NewHampshire
0.0%
ME
Maine
0.0%
VT
Vermont
0.0%
Other Other
7.0%
Total
100.0%
Source:20062010AmericanCommunitySurvey
PointArea
Area
1.0%
1.7%
5.5%
5.4%
8.9%
8.2%
0.0%
0.0%
0.0%
0.7%
10.1%
8.3%
13.2%
21.4%
19.0%
16.1%
3.3%
5.0%
12.3%
3.2%
0.0%
10.2%
7.3%
2.5%
9.8%
11.8%
2.8%
2.2%
7.0%
2.7%
0.0%
0.2%
0.0%
0.1%
0.0%
0.0%
0.0%
0.0%
0.0%
0.3%
100.0%
100.0%
Total
1.6%
5.5%
7.9%
0.0%
0.6%
8.2%
20.9%
16.2%
5.5%
3.9%
8.7%
2.8%
11.4%
2.1%
3.6%
0.2%
0.1%
0.0%
0.0%
0.8%
100.0%
StudyArea
0.9%
5.9%
6.5%
0.0%
0.0%
7.9%
18.3%
16.7%
7.8%
7.3%
1.6%
4.3%
9.6%
1.8%
7.9%
0.6%
0.0%
0.0%
0.0%
2.8%
100.0%
\\vhb\proj\WatTS\12624.00\tech\LandUseData\2000_2010CensusNewDistribution.xlsxappendixtables
ResidentModeSharetoWork
SOV
Carpool
Allston/Brighton
15,100
2,602
BackBay/BeaconHill
3,590
515
Charlestown
4,315
843
Chinatown/TheaterDistrict
1,120
330
Dorchester(North)
5,415
1,490
Dorchester(South)
12,660
2,442
Downtown
540
25
EastBoston
6,185
2,612
Fenway/LMA
2,050
613
HydePark
10,110
1,350
JamaicaPlain/MissionHill
7,065
1,030
Mattapan
7,670
2,120
NorthEnd/WestEnd
1,225
95
Roslindale
7,975
1,635
Roxbury
9,760
3,014
SouthBoston
9,200
814
SouthEnd
4,360
670
WestRoxbury
10,900
1,395
Total
119,240
23,595
Transit
16,015
3,665
2,495
1,825
4,530
8,560
455
10,329
4,995
3,880
7,918
5,830
1,850
4,933
10,029
6,235
5,590
2,240
101,374
Walk/
Bike
5,585
7,549
1,124
3,280
745
1,094
1,475
1,500
9,188
335
4,660
404
4,170
554
1,940
1,940
4,805
130
50,478
Other
295
300
45
155
185
275
120
190
164
94
58
229
90
145
304
185
164
130
3,128
Workat
Home
1,630
920
400
325
220
515
220
284
1,115
484
650
243
265
500
562
685
670
534
10,222
Transit
380
0
745
1,110
2,235
34%
Walk/
Bike
305
0
250
385
940
14%
Other
50
0
0
0
50
1%
Workat
Home
95
0
105
35
235
4%
Total
41,227
16,539
9,222
7,035
12,585
25,546
2,835
21,100
18,125
16,253
21,381
16,496
7,695
15,742
25,609
19,059
16,259
15,329
308,037
StudyArea
SOV
Carpool
BCEC/Broad/Seaport
420
100
MaritimeArea
0
0
FortPoint
890
90
AdjacenttoStud
1,525
59
Total
2,835
249
43%
4%
Total
1,350
0
2,080
3,114
6,544
\\vhb\proj\WatTS\12624.00\tech\AccessBostonRecreate\A102106Meansoftransportation(18)(Workers16
7
yearsandover)bostontracts2.xlsxappendixtables
SouthBostonWaterfrontEmployeeLocationofResidence
AggArea
1
2
3
4
5
6
7
20
8
21
22
9
10
11
12
RI
NH
ME
VT
Other
Description
NorthShore
NorthwestSuburbs
WestSuburbs
FarWestSuburbs
SouthwestSuburbs
SouthShore
BostonCore
BostonCoreFinancial
SouthBostonWater
TractFortPointArea
TractsImpactArea
MetroNorth
MetroSouth
MetroEast
MetroWest
RhodeIsland
NewHampshire
Maine
Vermont
Other
Total
SouthBoston
Water
2,271
3,296
2,499
137
410
5,263
1,237
75
195
65
780
1,078
3,015
1,023
1,289
318
567
116
19
228
23,881
PointArea
Area
946
518
1,281
374
859
242
89
40
200
69
3,293
1,220
305
119
45
60
0
55
245
0
500
1,599
490
144
1,870
1,056
455
290
395
100
190
65
248
35
49
0
22
0
63
35
11,545
6,021
Total
3,735
4,951
3,600
266
679
9,776
1,661
180
250
310
2,879
1,712
5,941
1,768
1,784
573
850
165
41
326
41,447
SouthBostonWaterfrontEmployeeLocationofResidence
SouthBoston
AggArea Description
Water
1
NorthShore
9.5%
2
NorthwestSuburbs
13.8%
3
WestSuburbs
10.5%
4
FarWestSuburbs
0.6%
5
SouthwestSuburbs
1.7%
6
SouthShore
22.0%
7
BostonCore
5.2%
20
BostonCoreFinancial
0.3%
8
SouthBostonWater
0.8%
21
TractFortPointArea
0.3%
22
TractsImpactArea
3.3%
9
MetroNorth
4.5%
10
MetroSouth
12.6%
11
MetroEast
4.3%
12
MetroWest
5.4%
RI
RhodeIsland
1.3%
NH
NewHampshire
2.4%
ME
Maine
0.5%
VT
Vermont
0.1%
Other Other
1.0%
Total
100.0%
PointArea
Area
8.2%
8.6%
11.1%
6.2%
7.4%
4.0%
0.8%
0.7%
1.7%
1.1%
28.5%
20.3%
2.6%
2.0%
0.4%
1.0%
0.0%
0.9%
2.1%
0.0%
4.3%
26.6%
4.2%
2.4%
16.2%
17.5%
3.9%
4.8%
3.4%
1.7%
1.6%
1.1%
2.1%
0.6%
0.4%
0.0%
0.2%
0.0%
0.5%
0.6%
100.0%
100.0%
Total
9.0%
11.9%
8.7%
0.6%
1.6%
23.6%
4.0%
0.4%
0.6%
0.7%
6.9%
4.1%
14.3%
4.3%
4.3%
1.4%
2.1%
0.4%
0.1%
0.8%
100.0%
StudyArea
9.1%
12.9%
9.5%
0.6%
1.7%
24.2%
4.4%
0.3%
0.6%
0.9%
3.6%
4.4%
13.8%
4.2%
4.8%
1.4%
2.3%
0.5%
0.1%
0.8%
100.0%
\\vhb\proj\WatTS\12624.00\tech\LandUseData\2000_2010CensusNewDistribution.xlsxappendixtables
EmployeeModeSharetoWork
SOV
Carpool
Allston/Brighton
20,680
3,249
BackBay/BeaconHill
26,555
5,154
Charlestown
9,340
1,375
Chinatown/TheaterDistrict
28,950
6,175
Dorchester(North)
7,470
1,395
Dorchester(South)
8,640
1,334
Downtown
19,125
3,225
EastBoston
5,245
834
Fenway/LMA
17,110
2,725
HydePark
4,510
845
JamaicaPlain/MissionHill
21,770
3,989
Mattapan
2,650
519
NorthEnd/WestEnd
6,010
1,300
Roslindale
4,080
449
Roxbury
11,390
1,899
SouthBoston
21,910
3,689
SouthEnd
11,600
1,950
WestRoxbury
5,980
570
Total
233,015
40,676
Transit
7,765
37,405
3,230
54,085
2,160
2,319
30,980
1,735
17,204
1,155
12,739
715
7,850
784
4,165
12,379
6,185
875
203,730
Walk/
Bike
4,105
8,535
730
7,960
870
760
4,600
890
9,305
235
6,320
430
1,230
310
1,268
2,595
2,474
270
52,887
Other
444
960
150
1,195
45
100
610
55
523
60
404
60
55
25
54
229
138
85
5,192
Workat
Home
1,630
920
400
325
220
515
220
284
1,115
484
650
243
265
500
562
685
670
534
10,222
Total
37,873
79,529
15,225
98,690
12,160
13,668
58,760
9,043
47,982
7,289
45,872
4,617
16,710
6,148
19,338
41,487
23,017
8,314
545,722
StudyArea
Walk/
Workat
SOV
Carpool
Transit
Bike
Other
Home
BCEC/Broad/Seaport
8,535
1,290
6,885
915
134
95
MaritimeArea
3,705
580
1,215
485
15
0
FortPoint
6,770
1,215
2,880
520
80
105
AdjacenttoStud
690
210
390
215
0
35
Total
19,700
3,295
11,370
2,135
229
235
53%
9%
31%
6%
1%
1%
Note: Summary level employment totals differ slightly due to differences in census tract boundaries
between 2000 and 2010 and the available raw data sources.
Total
17,854
6,000
11,570
1,540
36,964
\\vhb\proj\WatTS\12624.00\tech\AccessBostonRecreate\A202105MeansofTransportation(18)(Workers16
9
yearsandover)BostonTracts.xlsxappendixtables
Appendix B
Port Operations/Freight
10
report
South Boston Transportation Study

Freight Activity Existing Conditions
prepared for
A Better City (ABC)
prepared by
Cambridge Systematics, Inc.

100 CambridgePark Drive, Suite 400
Cambridge, MA 02140
date
April 15, 2014
11
Executive Summary
Over the last thirty years, South Boston has gone through a tremendous change.
What was once primarily an active seaport and industrial area has been
transformed by major transportation infrastructure investments which has made
this area very desirable for new development. Many of the freight hubs and
industrial sites have been abandoned and redeveloped for commercial,
residential, institutional/public, and mixed uses. The remaining freight-oriented
facilities and some of the new developments are large freight
generators/consumers that impact freight traffic in the area now and will
continue to do so in the future.
The major freight generating/consuming facilities are Conley Container
Terminal, Boston Convention and Exhibition Center (BCEC), Boston Marine
Industrial Park (BMIP), Gillette Company, Fish Pier, the US South Station Postal
Annex, and the remaining industrial businesses south of Summer Street along
the Reserved Channel and West First Street.
Conley Terminal is the container facility for the Port of Boston. It moves 1.5
million metric tons of cargo each year, or about 186,000 Twenty Foot Equivalent
Units (TEUs), down from a peak of 216,000 TEUs in 2008 prior to the Great
Recession. This volume translates into about 900 truck trips (entering and
exiting) on a peak day. Truck volumes are typically heaviest during the midday
hours, outside of commuter peak hours. Because of existing truck restrictions on
South Boston residential streets, all traffic arrives and eparts the Main Gate via
East First Street and Summer Street. The Massport Haul Road, limited to
commercial vehicles, provides efficient connections to and from the interstate
highway system.
The US Army Corps of Engineers plans to deepen the navigational channel to the
Terminal by 2018 so that it can accommodate post-Panamax ships (ships which
will be able to transit the newly enlarged Panama Canal in 2015) and thus remain
competitive with other East Coast ports. If larger ships do call at the port in the
future, the peak truck volumes would increase signficantly. Planned landside
improvements include integrating the 30-acre former Coastal Oil site into the
Terminal; constructing a 2/3-mile dedicated truck haul road which will remove
all container truck traffic from East First Street and portions of Summer Street;
and constructing a new 4.5 acre community open space along East First Street.
The BCEC does not generate high truck volumes on a daily basis, but it
experiences periodic truck peaks when shows are set up and taken down. BMIP
is a 191 acre industrial park which contains 200 businesses and 3,000 employees.
The Black Falcon Cruise Terminal within BMIP accomodates 300,000 passengers
annually and truck traffic necessary to serve the docked ships. The Fish Pier
12
provides berthing space for the regions fishermen and seafood processing
industries. The Postal Annex is located adjacent to South Station and has long
been the subject of relocation negotiations to enable the MBTA to expand
commuter railroad operations. Gillette is the largest manufacturing facility in the
City of Boston. More detailed data is needed on the truck trip generating
characteristics of each of these facilities.
Freight operations in the area are primarily served by truck. The 2000 South
Boston Transportation Study projected that peak period truck volumes
entering/exiting south Boston in 2010 would be 3,300 to 3,400 vehicles.
Highway ramps in the Seaport District provide trucks with direct access to and
from all points on I-90 and I-93 with the exception of I-93 from the north. The
Summer Street, Congress Street and Seaport Boulevard bridges over the Fort
Point Channel provide access to Downtown Boston. The South Boston Bypass
Road serves as a dedicated truck link between South Boston, the interstate
highway system, and destinations to the south and west of downtown Boston.
The Massport Haul Road which connects with the Bypass Road adjacent to the
BCEC, connects these highway ramps and truck routes to South Bostons
industrial areas. Oversize/overweight (in excess of 80,000 pounds except 88,000
for frozen fish carriers) and hazardous material restrictions greatly limit truck
movements into and out of the commercial area requiring circuitious routings,
and the time-consuming breaking down into smaller sizes of containerized
deliveries at the Port.
Rail access to the area, which was once robust, is now limited to a 1.6 mile single
track, referred to as Track 61, paralleling the Bypass and Haul Roads from
South Bay Junction to Drydock Avenue. As configured, this arrangement can
only handle modest volumes and does not allow direct access to the Dorchester
Branch, the primary route for freight traffic heading west. This line is dormant
and without an operator today. In order to achieve on-dock rail operations into
Conley Terminal, a new bridge would need to be constructed over the Reserved
Channel and new track constructed within Conley. Massports haul road plans
do not include any provision for rail access. In order to achieve high volume
operation into either Conley or BMIP, direct access to the Dorchester Branch
would need to be provided at South Bay Junction, and increased vertical
clearances as far south as Walpole to allow for double-stacked container acess.
Even with these improvements, the density of passenger traffic on the MBTAs
Old Colony and Indigo (Fairmont) commuter rail lines, Amtrak switching
operations, and MBTA plans to run Diesel Multiple Unit (DMU) passenger
service between Back Bay Station and the BCEC, would seriously complicate and
limit future freight operations.

13
1.0 Introduction
Over the last thirty years, South Boston has gone through tremendous change.
What was once primarily an active seaport and industrial area has been
transformed. The completion of the Central Artery/Tunnel Project, the MBTA
Silver Line, and a new surface street system in the early 2000s, have improved
the access to the South Boston Waterfront and made this area very desirable for
major new development. Historically, South Boston has been home to a number
of significant freight hubs, gateways and corridors that have been critical to the
citys economy. Throughout the years many of the industrial sites have been
abandoned and redeveloped for commercial, residential, institutional/public,
and mixed uses. The remaining freight-oriented facilities and some of the new
developments are large freight generators/consumers that impact freight traffic
in the area now and will continue to do so in the future.
Chapter 2 provides an overview of the freight generating and consuming
facilities in South Boston. Chapter 3 describes the key components and usage of
the road and rail infrastructure in the Study Area. Finally, Chapter 4 provides an
outlook on the future prospects for freight, specifically the land use planning for
existing industrial land use, the planned Conley Terminal improvements, and
the future of rail freight.
This Memorandum draws heavily on two reports that included detailed
information on freight in the Study Area: the South Boston Transportation
Study, completed in 2000 on behalf of the City of Boston; and Conley Terminal
Improvements, Dedicated Freight Corridor, and Buffer Open Space
Environmental Notification Form, completed in May 2013 by Massport. Beyond
that, little recent information is available on freight activity in and around the
Study Area. The report identifies areas where data should be developed to
support the analysis of this South Boston Transportation Study.
14
2.0 South Boston Freight

Generating Activities
This chapter describes the key freight generating facilities in South Boston. These
facilities are noted for being South Bostons major truck destinations. Figure 2.1
shows a map of the area highlighting the location of the major freight
generating/consuming facilities, including: Conley Container Terminal, Boston
Convention and Exhibition Center, Boston Marine Industrial Park, Gillette
Company, Fish Pier, the US South Station Postal Annex, industrial business
south of Summer Street along the Reserved Channel and West First Street,
among others. The following section briefly describes the major facilities.
2.1
MAJOR FREIGHT GENERATING FACILITIES

Conley Container Terminal
Conley Terminal serves as the container facility for the Port of Boston. Located in
South Boston on the Reserved Channel, Conley Terminal moves 1.5 million
metric tons of cargo each year. Boston's top imports through Conley Terminal
are alcoholic beverages, frozen seafood, footwear and furniture. Top exports
include hides and skins, automobiles, logs and lumber, frozen seafood, paper
including waste paper, and scrap metal. The 45 deep-water berth terminal is
equipped with six post-Panamax container gantry cranes and twelve rubber tire
gantry cranes (RTGs).
Operations at Conley Terminal reached a high mark for containers handled
annually in fiscal year 2008, when the level of annual activity reached
approximately 216,000 Twenty Foot Equivalent Units, commonly referred to as
TEUs. The following recession led to substantial declines in volume in response
to the weaker global economy and trade conditions. By 2012, volume had
recovered to 186,000 TEUs.
At present, two of the top international shipping lines serve Conley Terminal
and provide direct and trans-shipment service between Boston and major ports
throughout the world: Mediterranean Shipping Company (MSC) provides direct
Northern European and Mediterranean service with two ship calls per week; and
China Ocean Shipping Company (COSCO) and its vessel sharing partners, K
Line, Yang Ming Line and Hanjin, provides a weekly ship call with direct service
between major ports in China, Japan, and Boston via the Panama Canal.
15
Figure 2.1
Freight Generating/Consuming Facilities in South Boston

16
The Conley Terminal generates around 900 truck trips (entering and exiting) on a
typical peak day. Truck volumes are typically heaviest during the midday hours,
outside of the commuter peak hours. Activity at the Terminal can vary by day
depending on vessel activity and container arrivals. The Main Gate is currently
located at the intersection of East First Street and Farragut Road in South Boston.
All employees, container trucks, and vendors use this gate to gain access to the
Container Terminal. Because of existing truck restrictions in the South Boston
neighborhood, all trucks arrive and depart the Container Terminal via East First
Street and Summer Street. A Haul Road limited to commercial vehicle uses
provides easy connections for truckers to the national interstate system: I-93, I-90,
and I-95 are one mile or less from the terminal.
Boston Convention and Exhibition Center (BCEC)

Located on Summer Street, the Boston Convention and Exhibition Center (BCEC)
is New Englands largest meeting and convention hall, with over one million
square feet of exhibition, meeting and function space and over 500,000 square
feet of contiguous exhibit space. While the BCEC does not generate high truck
volumes on a daily basis, it experiences major periodic truck peaks when shows
are set up and taken down.
The Convention Center is about one block south of the World Trade Center
station on the MBTA Silver Line, with direct connections to South Station and
Logan Airport.
Boston Marine Industrial Park

The Boston Marine Industrial Park (BMIP) is a 191-acre industrial park on the
South Boston Waterfront owned by the citys Economic Development and
Industrial Corporation (EDIC). Formerly an Army/Navy base, it was
redeveloped as a prime location for consolidating, preserving, and growing
Boston's ocean trade, maritime industries and industrial uses. Based on the 1999
BMIP Master Plan, 74% of the BMIP is used/reserved for maritime industrial
purposes, 22% is used for industrial, and 4% is commercial. Currently, there are
200 businesses and 3,000 employees in the BMIP. A wide variety of tenants
occupy the area including the Boston Design Center, beer brewers, research
facilities, seafood processing and wholesaling facilities, and the Black Falcon
Cruise Terminal.
More than 300,000 passengers use the Black Falcon Cruise Terminal every year.
The cruise season runs from April through November with more than 100 vessel
calls, sailing north along the New England and Canadian coastline, south to
Bermuda and the Caribbean, or east across the Atlantic to Europe.
Gillette Company
TO BE UPDATED
17
Fish Pier
The Boston Fish Pier, which opened in 1914, provides berthing space with shoreto-ship power for the region's fishermen, as well as seafood processing and office
space. The historic Boston Fish Pier consists of three buildings: the East and
West Buildings, which are connected by huge archways; and the Exchange
Building. Although alternative uses have been introduced to the Fish Pier,
fishing and fish processing remain the primary functions.
South Station Postal Annex

The US Postal Service General Mail Facility (Postal Annex) is located on a 16acre site between South Station and Dorchester Avenue. The facility serves as
the primary post office for central Boston, as well as a distribution facility, and
thus handles considerable volumes of truck traffic. A key part of USPS
operations in the Boston region, there have been regular discussions about
relocating its functions to other USPS facilities so that the MBTA can expand its
commuter rail operations. Thus far no deal has been reached, but increasing
pressures to expand South Stations capacity will likely eventually result in its
closure.
MassDOT is currently spearheading a $35 million study to develop a new
concept for an expanded South Station. Projected to cost $850 million, the South
Station Expansion project includes relocation of the Postal Annex to free up land
adjacent to the station for adding 6-7 new platform tracks to the stations existing
13.1 In addition to providing much needed capacity to the station, the proposed
expansion would allow increased service on existing commuter and intercity
lines, as well as new services, such as South Coast Rail to Fall River and New
Bedford, and service to Cape Cod. Rapid-transit service along commuter rail
lines would also be possible.2
Freight Usage of New Commercial/Residential Development

TO BE UPDATED
https://www.massdot.state.ma.us/southstationexpansion/Home.aspx
http://www.bostonglobe.com/metro/2013/02/23/south-station-critical-componentpatrick-transportation-plan/0fl7cDPw6XAq0vJNYi5zAP/story.html

18
3.0 Infrastructure
The major highways and associated interchanges in the Study Area are:
I-90 Fort Point Channel tunnel/Ted Williams Tunnel,
I-90 South Boston interchange, and
South Boston Haul Road, Interchange to I-93 Southbound.
In addition to the highway and roadway network, there is a small remnant of a

once extensive rail plant that served the areas industries and piers. Each of these
elements is discussed below.
3.1
TRUCK ROUTES
Highway ramps in the South Boston Waterfront provide trucks with direct access
to and from all points on I-90 and I-93, with the exception of I-93 from the north;
trucks traveling southbound on I-93 to South Boston must use Northern Avenue
or Summer Street to cross the Fort Point Channel. The Summer Street, Congress
Street and Seaport Boulevard bridges over the Fort Point Channel provide access
to Downtown Boston.
The South Boston Bypass Road (Bypass Road) serves as a dedicated truck link
between South Boston, I-93, I-90 and other destinations in Boston. Constructed
as part of Central Artery/Tunnel project along a Conrail right-of-way, the twolane road is grade-separated from neighborhood streets and provides direct
access to trucks traveling from south of downtown to South Boston. The
separate Massport Haul Road (Haul Road), which links with the Bypass Road
at the northwest corner of the BCEC, connects these highway ramps and major
truck routes to South Bostons major industrial and commercial areas including
the Marine Industrial Park and Conley Terminal. The Bypass Road and Haul
Road, combined with Boston Department of Transportation truck prohibitions
on local streets, have been fairly effective in keeping truck traffic off of South
Boston residential streets. The major truck routes and truck prohibitions are
highlighted in Figure 3.1.
19
Figure 3.1
Truck Routes
Source: Boston Transportation Department. South Boston Transportation Study. July 2000.

20
Several times since its completion, the Bypass Road has been made accessible to
non-commercial vehicles to alleviate potential traffic congestion. Most recently,
this occurred when heavy maintenance was being performed on the Callahan
Tunnel during the winter of 2014. During that period, traffic on the Bypass Road
increased by 200 percent to approximately 6,100 vehicles, of which 14 percent
were trucks.3 With capacity of the route being substantially higher than the
volumes that occurred during that period, this route offers a potential means to
divert traffic from other more congested routes in and out of the area.
Oversize/Overweight Routes
One of the issues reported by the trucking community and its customers in the
2010 Massachusetts Freight Plan are overweight truck route restrictions (gross
weight in excess of 80,000 pounds) and hazardous materials route restrictions as
impediments to efficient goods movement operations, especially in core urban
areas. One of the key challenges is related to containerized goods entering the
state at the Conley Terminal when the containers carry heavy loads beyond local
and state allowances. These goods need to be delivered to inland distribution
centers but because of the lack of well-defined freight truck routes, the containers
either need to be reconfigured to a lower weight, or, due to the fact that the Port
has no facility to strip out containers, truckers risk a fine for overweight travel.4
Thus, additional and more appropriate overweight-truck routes serving the
Conley Terminal would improve the efficiency of freight operations, as shippers
report they would be able to use fewer trucks to move the same amount of
freight. Current regulations, of both the City of Boston and the Commonwealth,
require that if a load is divisible or reducible, it must be done. Examples of nonreducible loads include oversize steel or concrete beams, and blocks of frozen
food, typically fish.5 For frozen fish, an exception has been in place for some
time allowing the movement of trucks weighing up to 88,000 pounds between
South Boston and Gloucester.
Hazardous Material Routes

There are three designated hazardous material truck routes in the Boston metro
area to allow carriers to bypass restricted routes such as the Ted Williams Tunnel
(I-90) under Boston Harbor, US 1 (I-93) Northbound and Southbound Tunnels in
Boston, Callahan and Sumner Tunnels (Route 1A) under Boston Harbor Tunnel,
3http://www.bostonglobe.com/business/2014/03/10/haulroad/gjfoxMDDxfcu0nLAnn
Wc3N/story.html
4
http://atlanticnortheast.com/onl/iss/08_11B.pdf
Massachusetts Department of Transportation Freight Plan September 2010

https://www.massdot.state.ma.us/portals/17/docs/freightplan/02ExistingCondMass
FreightSys110110TOCv2.pdf
21
Charlestown Tunnel from I-93 to Charlestown, I-90, Prudential Tunnel (I-90)

from Dalton Street to Clarendon Street (including interchange 22), and the
Dewey Square Tunnel (I-93) from Sumner St. to Kneeland St. The three
hazardous material routes are designated as Boston Route North, Boston Route
South and Cambridge Route as shown in Figure 3.2.
Hazardous materials restrictions in tunnels are recognized as essential for safety.
However, the classification of certain products as hazardous presents special
challenges to the trucking community. Moving certain products from the Port to
locations within the metropolitan area often requires a long and circuitous route
that some advocates claim offers no safety enhancement. The additional truck
mileage leads to more fuel consumption, pavement damage, and traffic
congestion.
Figure 3.2
Hazardous Material Truck Routes
Source: Massachusetts Department of Transportation Freight Plan September 2010.
3.2
RAIL ACCESS
South Boston once hosted extensive rail yards that served the piers and
industries. Over the years, as industry disappeared and freight traffic shifted to
truck, South Bostons rail plant shrank substantially. The Central Artery project
removed many of the remaining vestiges of this plant, and built in its place a 1.6

22
mile single track, commonly referred to as Track 61, paralleling the newly
constructed Bypass and Haul Roads from South Bay Junction to the current end
of track at Drydock Avenue. At South Bay junction, the track connects to the
MBTAs Old Colony commuter rail line in a southeasterly (outbound) direction
at Southampton Street. As configured, this arrangement can only handle modest
volumes of traffic, and it does not allow direct access to the Dorchester Branch
(MBTA Fairmount Line), the primary route for freight traffic heading west.
Following completion of the Central Artery, the present Track 61 has largely
been dormant. A new operator would have to be found, as CSX Railroad ceded
its rights to operate the line to the Commonwealth in 2010.
3.3
USAGE
Until the current ongoing study is completed, the availability of recent data on
freight-related usage in the Study Area is limited. The truck traffic counts
undertaken for the Conley Terminal Improvements Environmental Notification
Form, issued in 2013, showed that truck volumes are typically heaviest during
the midday hours, outside of the commuter peak hours (see Table 3.1). These
traffic counts were conducted at six intersections along Summer Street between
D Street and East First Street. Traffic counts conducted at the Conley Terminal
gate on East First Street during a peak vessel day showed that Conley Terminal
traffic is distributed throughout the day with very little truck activity during the
evening peak hour.
These truck traffic trends are consistent with the findings from the 2000 South
Boston Transportation Study, which showed that truck volumes are much higher
in the AM and midday peak hours. This reflects the trucking industrys typical
operations which tend to start early in the morning and end in the mid-afternoon
in order to avoid commuter peak hours, especially the afternoon peak hour.
Table 3.1
Time
6:00-7:00 AM
7:00-8:00 AM
8:00-9:00 AM
9:00-10:00 AM
10:00-11:00 AM
11:00-12:00 PM
12:00-1:00 PM
1:00 2:00 PM
2:00-3:00 PM
3:00-4:00 PM
4:00-5:00 PM
5:00-6:00 PM
Summary of Existing Traffic on East First Street

Conley Trucks
Total Vehicles
4
17
47
77
78
91
80
106
101
74
40
3
137
251
350
363
335
413
439
427
428
379
270
217
% Conley Trucks
3%
7%
13%
21%
23%
22%
18%
25%
24%
20%
15%
1%
Source: Massachusetts Port Authority Environmental Notification Form Conley Terminal Improvements,
Dedicated Freight Corridor, and Buffer Open Space. May 2013.
23
The 2000 South Boston Transportation Study included truck traffic projections
for 2010 using 1999 truck counts as the baseline. Table 3.2 details the truck
volumes in 1999 and the projected volumes for 2010. The study projected that
truck volumes would change little between 1999 and 2010, with total peak period
truck volumes in the rang of 3,300-3,400 trucks entering and exiting South Boston
during the two peak hours. The most significant change in truck flow that the
study anticipated in the 2010 projections, is the facilities used to enter/exit South
Boston: more trucks currently enter/exit via highway ramps or the Bypass Road
and fewer enter/exit via surface streets and bridges.
Table 3.2
Truck Volumes 1999 and 2010 Projections
Source: Boston Transportation Department. South Boston Transportation Study. July 2000.

24
4.0 Future Prospects for Freight

The ongoing redevelopment and the continuing evolution of land use in South
Boston, will directly affect the what, where, and how freight will be handled in
the area. Apart from the presence of I-90 as a through route, most other freight
either begins or ends its trip in South Boston. Thus, the key drivers of the
demand for freight transportation are associated directly with general land use
and specific high-volume freight generators. The largest single generator is
Massports Conley terminal, and with other industrial uses either flat or
declining, the nature and volume of freight traffic in the future will primarily be
associated with the new residential and commercial development that is
projected to occur in the Study Area. The following sections explore some of the
key development and other trends that will affect the future use of South
Bostons roads and rail line for freight transport.
4.1
LAND USE FOR INDUSTRIAL PURPOSES

One of the goals of the 2000 South Boston Transportation Study was to preserve
the working port and industrial land uses in the area specifically new
development must respect and preserve good truck connections between the
regional highway system and South Bostons maritime and industrial
connections and industrial land uses.
4.2
CONLEY TERMINAL IMPROVEMENTS

Massport has planned a series of facility and operational improvements for the
Conley Terminal, along with deepening of the ship channel and berth space to
allow larger container ships with capacities in excess of 8,000 TEUs to call in
Boston.
In 2013, Massport issued its most recent plans for upgrading Conley with a $35
million package that encompasses the following elements: 6
Integrating the 30-acre former Coastal Oil site into Conley Terminal to
enable the Port of Boston to respond to future global shipping demand;
Constructing a new 2/3-mile dedicated truck haul road (Dedicated

Freight Corridor) that will allow Massport to remove all container truck
traffic from East First Street and portions of Summer Street; and,
Conley Terminal Improvements, Dedicated Freight Corridor, and Buffer Open Space
Environmental Notification Form, completed in May 2013 by Massport.
25
Constructing a new 4.5-acre community open space along East First Street
to be built and maintained by Massport.
The Buffer Open Space will serve as a significant noise and visual buffer for
adjacent residents and create a new amenity for the neighborhood. Figure 4.1
shows the layout of these proposed improvements for the Conley Terminal.
As part of the Deep Draft Navigation Improvement Project7 the US Army Corps
of Engineers, in partnership with Massport, recommended deepening the Main
Ship channel and the Reserved Channel to a depth that would allow the port to
retain and grow container liner services (including accommodating postPanamax ships, i.e. ships which will be able to transit the newly enlarged
Panama Canal scheduled to open in 2015), and efficiently operate its bulk cargo
facilities. Additional minor port improvements in the Mystic and Chelsea Rivers
and in the Main Ship Channel above the Reserved Channel were also considered
and are recommended. The total costs of these improvements were estimated to
be $320 million (in 2013 dollars), and if approved are expected to be completed
by the end of 2018. Figure 4.2 shows the recommended plan of improvement for
the Boston Harbor Deep Draft Navigation Project.
Other potential future improvements that have been discussed as a result of
integrating the former Coastal Oil site into Conley Terminal are the
reorganization of the facilities on the existing Conley Terminal site and the
construction of an additional berth along the Reserved Channel. This berth
would only be constructed in the future as demand and funding warrants.
4.3
RAIL
The existing Track 61 rights of way would permit re-establishment
of freight service into BMIP and, potentially new service to the BCEC. The BMIP
is the only port to freight rail connection remaining in Boston and provides the
BMIP and region a unique advantage in the market place as a result of the air,
ship/barge, rail and highway connections that is available to businesses. A
primary advantage of freight rail service is the potential of significantly
reducing truck trips on the highway network. In 2009, the Boston
Redevelopment Authority submitted an application for a federal discretionary
TIGER grant that included restoration of freight trackage into BMIP, noting that
this would be the sole freight rail-served waterfront in the City of Boston. While
US Army Corps of Engineers New England District and Massachusetts Port Authority,
Final Feasibility Report and Final Supplemental Environmental Impact Statement /
Massachusetts Final Environmental Impact Report for Deep Draft Navigation
Improvement, April 2013.
http://www.nae.usace.army.mil/Portals/74/docs/topics/BostonHarbor/DeepDraftF
easibilityStudy2013.pdf

26
not selected for the grant, the City continues to support Track 61 as a viable
freight transfer asset that may be needed and utilized in the future. Planning
along the the Track 61 rights of way contemplates its use for freight service
and recommends land uses that are not in conflict with rail use.
A connection to Conley Terminal is also possible, but would require capital
investments including a new bridge across the Reserved Channel and new track
would have to be laid within Conley. .
Massports recent plans to build a
dedicated truck haul road for Conley Terminal do not call for adding a rail
connection.
While modest carload volumes using most common freight car configurations
could be handled with the existing track configuration at South Bay Junction,
higher traffic volumes such as would be the case with on-dock rail at Conley,
would require substantial investment at South Bay Junction to allow direct access
to the Dorchester Branch, the most plausible route for freight coming out of
South Boston. Clearances along this route as far as Walpole would have to be
increased to accommodate double-stacked containers that are typically required
for the economical transportation by rail of containerized freight. Even with
these improvements, the density of passenger traffic on the Old Colony and
Indigo lines, along with Amtrak switching operations would preclude significant
daytime freight operations, thus impeding the potential traffic volumes that
could be handled.
Complicating efforts to reintroduce rail freight service in South Boston is the
announcement by the MBTA in September 2013 of plans to run Diesel Multiple
Unit (DMU) service between the Back Bay station and the Convention Center.8
Among other public transit benefits, the link would allow convention center
visitors more convenient connectivity to the Back Bay area. Expected to start
operations in 2015, the service would share a fleet of new DMUs with the
Dorchester Branch. Operating passenger service on this routing would require
crossing the Northeast Corridor and Old Colony Line tracks at grade in the Back
Bay and Southampton areas, respectively, with potential complications to
existing Amtrak and commuter rail operations.
http://www.bostonglobe.com/business/2013/09/05/state-begin-innovative-railservice-between-seaport-district-and-backbay/oHUinYj30lzOV6KNCQUMEJ/story.html
27
Figure 4.1
Conley Terminal Improvements Proposed Action Conceptual Layout
Source: Massport, Conley Terminal Improvements, Dedicated Freight Corridor, and Buffer Open Space Environmental Notification Form, May 2013.

28
Figure 4.2
Boston Harbor Deep Draft Navigation Project Recommended Plan of Improvement
Source: US Army Corps of Engineers New England District and Massachusetts Port Authority, Final Feasibility Report and Final Supplemental Environmental Impact Statement /
Massachusetts Final Environmental Impact Report for Deep Draft Navigation Improvement. April 2013
http://www.nae.usace.army.mil/Portals/74/docs/topics/BostonHarbor/DeepDraftFeasibilityStudy2013.pdf
29
While the infrastructure improvements that would come with passenger service
could benefit potential rail freight usage, it would complicate operations by
potentially precluding daytime switching activity along the route. Appropriate
infrastructure improvements and operational planning could ameliorate these
impacts, but not completely eliminate them. Additional planning efforts are
needed how and whether freight rail and public transit would co-exist in the
study area.

30
Appendix C
Boston Convention and Exhibition Center
31
BostonConvention&ExhibitionCenterExistingConditions
March22,2014
Introduction/Background
OverviewoftheBostonConventionandExhibitionCenter
TheBostonConvention&ExhibitionCenter(BCEC)openedin2004andisoperatedbythe
MassachusettsConventionCenterAuthority(MCCA).MCCAalsooperatestheJohnB.HynesVeterans
MemorialConventionCenterinBostonsBackBay,theMassMutualCenterinSpringfield,andthe
BostonCommonGarage.Withanexistingtotalsizeofapproximately1.6millionsquarefeet(sf),the
BCECincludesconventionspaceforlargeandsmallscaleevents.TheConventionCenterincludes
516,000sfofcontiguous,subdividableexhibitspacethatcanaccommodateupto47,000attendees.
Thehallscanbepartitionedtoaccommodateuptoeightseparateshowssimultaneously.Italsoincludes
160,000sfofflexiblemeetingspace,anda40,000sfGrandBallroom.
TheadjacentWestinHotelcontainsapproximately794roomsandwaspermittedfor1,100totalrooms
aspartoftheBCECPermittingprocess(19982000).WithalocationthatisonlytwomilesfromLogan
InternationalAirport,inproximitytotheregionalhighwaysystem,andwithineasytraveltoBostons
centralcore,theBCECisconvenientlylocatedtoserveasatopdestinationfornationalandinternational
meetingsandconventions,aswellasregionalevents.
ManagingTransportationattheBCEC
TheMCCAistheonlyconventioncenterauthorityinthecountrythathasadedicatedtransportation
departmentthatmanagesthetransportationcomponentofeventsattheBCEC.Transportation
DepartmentstaffworkwithShowManagementforeacheventtodevelopaTransportation
ManagementPlan(TMP).TheTMPoutlinestransportationamenitiesthatwillbeavailablefortheevent
(parking,taxis,bikeracks,etc.),aswellastrafficmitigationmeasuresthatarebeingtaken,suchasthe
useofVariableMessageSigns(VMS)andpolicedetails.Theplanalsofocusesoninteragency
coordinationinadvanceofandduringtheevent.TheTMPservestohelpBCECstaffandothersinthe
WaterfrontDistrictunderstandtheexpectedtrafficimpactsduringtheevent.Italsoallowstheevent
proponentandBCECstafftomanageaccesstotheBCECandparkingonthedayoftheeventtocreatea
satisfactoryeventexperience.
OnceaTMPhasbeendeveloped,theBCECstaffcoordinatepeakattendanceperiodswiththeMBTA,
developmapsandwebdirectionsthatarepostedonboththeMCCAandtheeventswebsite,and
developasocialmediastrategytoinformeventpatronsandlocalstakeholdersthroughtoolssuchas
Twitter,Facebook,andsmartphoneapplications.
OneofthekeyfactorsinmanagingthetransportationcomponentofeventsattheBCECistheuseof
TransportationAgents,whoservebothacustomerserviceandtrafficmitigationfunction.Theseagents
answerquestionsabouttransportation,managethetaxiqueue,andwillevenhelpmanageanddirect
trafficifneeded.Theagentsarerequiredtogothroughanextensivetrainingprogram,andaretrained
tohelpenhancethecustomersBCECexperience.
Recently,theMCCAhasformeditsownorganizationthatcanprovidethefullrangeoftransportation
servicesforeventscomingtotheBCEC.BostonConventionTransportationServices(BCTS)isbeing
offeredtoShowManagementbookingeventsattheBCEC,andiftheychoosetousetheservice,the
32
MCCAwillhandleallelementsoftransportationfortheevent,includingcontractingwithprivateshuttle
operatorsforhotelshuttles.BCTScurrentlyhasarosterofcloseto30differentapprovedvendors,
includingpedicab,privateshuttles,andlimousinecompanies.
ExistingBCECEventCharacteristics
Duringthecalendaryear2013,the
BCECheldatotalof254events
comprisedofConsumer/Gate,
International,National,and
Regionalevents.Theseevents
attractedatotalof773,550
attendees.ExhibitAsummarizes
thenumberofeventsbycategory
andthenumberofattendeesand
ExhibitBpresentsdataonthe
frequencyofeventsbasedon
attendance.AsshownintheExhibit,
morethanhalfoftheeventsatthe
BCECin2013weremidsized,
between301and3,000attendees.
Fivepercentofeventswere
between3,001and5,000
attendees,and14%wereover5,000attendees.However,itisimportanttonotethatevensmaller
eventscanhaveasignificantimpactonthelocaltransportationsystem,dependingonthearrivaland
departurepatternsofattendees.Forexample,alargeeventmighthavestaggeredarrivalanddeparture
times,whileasmaller,regionaleventmighthaveallattendeesarrivingordepartingatonce.This
smallereventmayhaveamoresignificantimpactonbothtransportationoperationsontheBCEC
propertyandthelargerlocalsystem.
ExhibitA:Summaryof2013EventsattheBCEC
TypeofEvent
Numberof TotalNumberof PercentofAnnual
Events
Attendees
BCECAttendance
International
6
13,727
2%
Consumer/Gate
9
218,438
28%
Regional
200
231,173
30%
National
39
310,212
40%
ExhibitCillustratesdataonthenumberofdaysthatdifferenttypesofeventswereintheBCECin2013
(foreventsover300attendees).ThisExhibitdiffersfromthepreviousoneinthatittakesintoaccount
thefactthateventsareinthebuildingformultipledays,andthenumberofeventdaysvariesbyevent.
AsseenintheExhibit,National/Internationaleventswereinthebuildingthelargestnumberofdays(67
33
daystotal),followedbyRegional
events(55days).Consumer/Gate
showswereonlyattheBCECfor14
daysoutoftheyear.Onsomedays,
multipletypesofshowsareinthe
building.Thereasonitisimportantto
understandhowfrequentlythese
differenttypesofeventsareinthe
buildingisbecausetheytendtohave
verydifferentimpactsonthe
transportationsystem.Aswillbeseen
laterwiththetransportationstatics
analyzed,National/International
eventstendtoputmoreofastrainon
thetaxisupply,whileConsumer/Gate
andRegionaleventsaremorelikelyto
impactparkingsupply
ExhibitDshowsactivityinthe
BCECbydayfor2013.Overthe
courseoftheyear,theBCEChad
activeeventsinthebuildingon
160days,andeventmove
in/moveoutonanother105
days.Therefore,activitytook
placeattheBCECon252total
days,approximately69%
percentofthedaysoftheyear.
Transportation
Characteristicsof2013
BCECEvents
Althoughthenumberof
attendeesregisteredforBCEC
eventsiswelldocumented,informationonmodeshareislimitedtovehicularmodes.Therefore,while
theproportionsandnumbersoftripsbydifferentvehiclemodesareknown,dataforthemodeshareof
nonvehiculartrips(publictransit,bicycle,andwalking)arenotavailable.Themodesplitforvehicular
tripsissummarizedinExhibitE.
34
ExhibitE:Summaryof2013EventsattheBCEC
SelfParking
ValetParking
1,172
185
49,370
7,113
22,809
3,922
25,727
4,315
MultipleEvent
Types*
12,175
1,268
Subtotal Private
Vehicles
1,357
56,483
26,731
30,042
13,443
4,136
60,475
7,797
2,141
3,473
VehicularMode
Taxi
MBTA
HotelShuttle
International National Regional Consumer/Gate
DataNotAvailable
DataNotAvailable
ExpansionPlans
Inordertoprovideincreasedfeaturesandfunctionality,andtoattractmoreeventstoBostonandallow
forlargerand/orconcurrenteventswithimprovedschedulingopportunitiesforcustomers,theBCECis
planninganexpansionthatwouldprovideadditionalexhibitspace,addnewmultipurposespace,and
wouldpotentiallyadda75,000sfballroomaswellasnewhotelsroomsandopenspace.Expansion
plansalsoincludetheadditionofapproximately2,000hotelroomswithinaonehalfmileradiusofthe
BCEC.
TheBCECExpansionwouldbelocatedontheexistingSouthParkingLot(originallytheexpansion
area),andwouldincreasetheexhibitandmultipurposespacebyapproximately1.2millionsf.Access
tothisnewExpansionwouldbeprovidedviaanewarrivalplazaonDStreet.Parkingdisplacedasa
resultoftheexpansionwillbemovedtooneormoreproposedparkinggaragesonlandownedbythe
MCCAbetweenDStreetandEStreet(together,theMCCAGarages).
HeadquartersHotel
Anewheadquartershotelisplannedintwophasesandwouldprovideapproximately1,200newhotel
rooms.ThePhase1sitefortheheadquartershotelislocatedonvacantParcelsD2andD3just
northofSummerStreetandflankingDStreet,ownedbyMassport.Inadditiontohotelrooms,thissite
wouldprovidemeetingandballroomspace.Apreviouslyapprovedadjacentgarage,tobebuiltby
MassportonitsCoreBlockairrightssite,wouldprovideparkingforthehotel.Thephase2site
isownedbytheUnitedStatesPostalService(USPS)andiscurrentlyusedasasurfaceparkinganddriver
trainingfacility.Inadditiontohotelrooms,thishotelwouldprovidemeetingandballroomspaceaswell
asrestaurantandretailspace.Approximately600parkingspaceswouldbeincludedwithinanonsite
garage.
DStreetHotels
Additionally,theexpansionplansincludedplansfortwomidpricedhotelsacrossDStreetfromtheBCEC
site.Thesehotelsarecurrentlyunderconstructionandarescheduledtobecompletebytheendof
2015.Thelargerhotel,anAloftHotel,willcontain330rooms,conferencefacilities,meetingrooms,and
guestamenities.TheElementHotel,locatedimmediatelyadjacenttotheAloftHotel,willcontain180
extendedstayroomswithguestamenities.BothhotelswillhavegroundfloorretailalongDStreet.As
35
partofthedevelopment,theconstructionofthehotelswillincludethreenewstreetsconnectingD
StreettoButlerStreetandprovideatleastonemidblockconnectionbetweenDStreetandEStreet.
ParkingfortheAloftandElementHotelswillbeinthenearbyMCCAGarages.
ThecomponentsoftheBCECExpansionPlansaresummarizedinExhibitF.
ExhibitF:ExpansionProgramSummary
ExpansionComponent
Size
AssociatedParking
BCECExpansion
1,200,000sf
MCCAGarages,BCECnorthlot
HeadquartersHotelPhase1and2
1,200rooms
OnsiteandMassportAirRightsGarage
DStreetHotels
510rooms
MCCAGarages
MCCAGarages
1,350spaces
SummaryofBCECTransportationbyMode
ParkingManagement
AttendeesatBCECeventshavetheoptionforselfparkingorvaletparkingonsite.UndertheSouth
BostonParkingFreeze,theBCECispermittedfor2,500parkingspaces(2,000spacesfortheBCECand
theremaining500spacesfortheWestinHotel).TheBCECcurrentlyhas1,596surfaceparkingspaces,as
summarizedinExhibitG.TheWestinHotelhasonly330spacesofthepermitted400spacesintheiron
sitegarage.Ofthe574spacesthatwerepermittedbuthavenotyetbeenbuilt,170spacesarereserved
fortheWestinHotel,including100additionalspacesthatwouldbeconstructedwithaplanned324
roomhotelexpansion.Theremaining404spacesareallottedtotheBCEC.
Detailsaboutparkingsupplyanddemandareprovidedinthefollowingsections.
ExhibitG:BCECParkingLotSummary
BCECParkingLot
BCECSouthParkingLot
BCECNorthLot(valetlot)
420DStreetLot(contractorparking)
EastServiceDrive(otherparking)
TOTALPARKINGSPACES
NumberofSpaces
1,343
190
50
13
1,596
SouthParkingLot
TheSouthParkingLothas1,343parkingspaces.Parkingisavailableintheparkinglotforacostof
$15/day.ExhibitHpresentsthenumberofdaysthroughouttheyearatvariousSouthParkingLot
occupancylevels.Throughout2013,therewereeighteventswhentheparkingdemandexceededthe
capacityoftheSouthParkingLot,totaling21eventdays.Ofthose21days,onlysixwereduringthe
weekwhiletheremainderoccurredonweekenddays.ExhibitIshowsasummaryofeventswithatotal
parkingdemandover1,000vehicles(bothSouthLotandValet).AsshownintheExhibit,largeRegional
eventsandConsumer/Gateshowsdotendtohavehighparkingneeds;however,large
National/Internationalshowscanalsosometimeshaveparkingdemandsthatexceedthecapacityatthe
BCEC.
36
MCCAprovideseventpatronswithshuttleservicefromtheSouthParkingLottotheclosestentranceto
eventregistrationtoimprovetheoveralleventexperience.Shuttlesstageinthecenteraisleofthe
SouthParkingLotandarehandicapaccessible.
ExhibitJshowsdailytaxidemandforshowswhereover1,000taxisareused.
ExhibitH:SouthLotOccupancy,2013
SouthParkingLot
Occupancy
0%
<25%
2550%
5075%
>75%
NumberofSpaces
NumberofDays
ProportionofYear
0
1335
336671
6721008
>1008
118
157
41
13
36
32%
43%
11%
4%
10%
37
ExhibitI:2013BCECEventswithDailyParkingDemandOver1,000vehicles
Event Name
Month
Event Type
New England International Auto Show / Boston RV and Camping Expo

International Boston Seafood Show/Seafood Processing America
Penny Arcade Expo East 2013
Conference for Women
Progressive New England Boat Show
Yankee Dental Congress
ArchitectureBoston Expo / American Society of Landscape Architects
New England Grows 2013
Pri-Med East 2013 / Abilities Expo Boston 2013
BIOMEDevice & Specialty Coffee Association of America
International Society for Stem Cell Research
Emerson College Commencement
January
March
March
December
February
January
November
February
September
April
June
May
Consumer/Gate
National
National
Regional
Consumer/Gate
National
Regional
National
National & Regional
National & Regional
Regional
Regional
Number of
Number of Weekday/ Peak Day
Days Over Days Off-Site Weekend Parking
1,000 Vehicles Parking Used
/Both Demand
5
3
3
1
8
3
3
2
3
2
3
1
2
3
3
0
3
3
0
2
3
2
0
0
Both
Both
Both
Weekday
Both
Both
Weekday
Weekday
Both
Weekday
Both
Weekend
4,638
3,320
3,016
2,676
2,506
2,470
2,001
1,970
1,912
1,615
1,253
1,121
ExhibitJ:2013BCECEventswithDailyTaxiDemandOver1,000Taxis
Event Name
Month
Event Type
International Boston Seafood Show/Seafood Processing America

Penny Arcade Expo East 2013
Drug Information Association
Emerson College Commencement
Yankee Dental Congress
Experimental Biology 2013 Annual Meeting
Specialty Coffee Association of America
BIOMEDevice
Orgill 2013 Fall Dealer Market
Cisco Partner Summit
March
March
June
May
January
April
April
April
August
June
National
National
National
Regional
National
National
National
National
National
National
Number of Days
Weekday/ Peak Day Taxi
Over 1,000 Taxis Weekend/Both
Demand
4
3
3
1
3
5
1
2
3
1
Both
Both
Weekday
Weekend
Both
Both
Weekend
Weekday
Weekday
Weekday
4,600
3,350
2,649
2,372
2,222
2,214
1,999
1,851
1,287
1,038
38
Valet
Valetparkingutilizesthe190spaceNorthParkingLot,andisavailableforeventpatronsforacostof$25
unlessthevaletparkinglotisfull.Typically,thenortheastcornerofthenorthplazaacrossfromthe
WestinHotelisthedropoffareaforvalet.TheplazaisonlyaccessiblefromSummerStreet.During
largerevents,carscanbedoublestackedintheNorthLotandalsoparkedalongtheRingRoad.The
maximumnumberofcarsthatcanbevaletparkedisapproximately200.Valetoperationsselloutless
than15timesperyear.
WestinHotelOperations
TheWestinHotelhasanagreementwiththeBCECthatlimitstheironsiteparkingallotmentto400
spaces.These400spacesarepartofthe2,500allottedtotheBCECundertheSouthBostonParking
Freeze.TheWestincurrentlyhas330stripedspacesavailableforparkingbelowgrade,whichareused
forselfparkingandvaletparking.Thereare794rooms,whichresultsinaparkingrationof0.4spaces
perroom.TheWestingarageisaccessedfromSummerStreettoEastSideDrive.17spacesinthegarage
aresetasideforkeyhotelstaff.Theremainingstaffcanparkin80spacesleasedfromMassDOT
locatednortheastofthehotelandprovidedbasedonaprioritysystem.
Duringlargerevents,thegarageoperatesasvaletonlyandcarsaredoubleandtripleparkedtoincrease
capacity.Thisallowsthegaragetoparkuptothe400spacelimit.Duringlargerevents,theWestinHotel
leasesupto200spacesfromtheShorensteinCompanyintheparkinglotlocatedatFargoStreetandD
Streetforvaletoperations.
ParkingforEventStaff
ParkingforMCCAandeventstaffisprovidedasfollows:
BCEC/MCCAManagement:ParkingisprovidedonthenortheastlevelofEastsideDrive,where
thereare13spacesstripedforexecutivestaff;thesespotsrequirespecialpermits,allofwhich
areused.
EventOperationsandSupport:Approximately100spacesarecurrentlyprovidedforother
MCCAstaff,aswellasforShowManagement.
Exhibitors:ExhibitorsareprovidedparkingspacesintheSouthParkingLot,althoughthe
demandforthesespacesvariesbasedonthesizeoftheevent.ForlargerGateshows,theTMPs
haveidentifiedupto450500parkingspacesforexhibitors.Parkingpassescanbepre
purchased,althoughonlyasmallnumberofexhibitors(100orless)typicallyprepurchase
parking.
ContractServices:ContractservicesarevendorsthatsupporteventoperationsattheBCEC.
ParkingisprovidedinboththeNorthLotandat420DStreet.The420DStreetlotisanun
stripedgravellotwhichparksapproximately50vehiclesatatime.
Parkingdemandonadaybydaybasisthroughout2013isshowninExhibitK,whichshowssignificant
dailyvariationbyindividualevent,dayofweek,andmonthofyear.Thedetaileddistributionoftripsby
timeofdayisunknown.Therefore,preciseanalysisofvehiculartripsgenerationformorningand
eveningpeaktrafficperiodsisnotpossible.
39
EventParkingOverflowManagement
WhentheSouthParkingLotisfull,remoteparkingintheSouthBostonWaterfrontisutilized.Forlarge
eventswithanticipatedhighparkingdemand,anassessmentisperformedtodeterminethebest
overflowlocation(s)andtheMCCATransportationDepartmentcoordinateswiththeparkinglot
owners/operators.Ingeneral,twooptionsforoverflowparkingaretypicallyutilized:MassportsNorth
JettyandtheCityofBostonsMarineIndustrialPark(BMIP)garage.
Forlargeshows,theMCCAsometimescontractswithMassportforavailabilitytotheirNorthJettyfor
parking.Upto2,400spaceshavebeenavailableatthislot,althoughthisnumberisreducedbycurrent
constructioninthearea.TheMCCAprovidestheirowncontractortooperatethelot.Patronsarealso
oftendirectedtotheBMIPgarage,locatedonDrydockAvenueat6thStreet.Thegaragehas1,700spaces
andisopen24hours/day.EventhoughthereisnoagreementbetweentheCityandtheBCECforspaces
used,theBCECTransportationDepartmentandtheBMIPoperatorsworkcooperativelytoassess
demandandcapacityforoverflowdays.ThespacesatBMIPgaragerangefrom$3for01hourand$27
for1624hours.A$15eventrateissometimesoffered.Duringweekdays,theBMIPgarageisheavily
utilizedbyindividualsworkingintheWaterfront,andonaverageonly25%orless(425spaces)ofthe
garageisavailableforoverflowparking.Onweekends,closerto70%ofparkingspacesareavailable
(1,190).
AshuttleserviceisprovidedbyMCCAbetweenthesetwoprimaryremoteparkinglocationsandthe
BCEC.Iftheselocationsarefull,patronsaredirectedtowardsothersecondarylotsintheWaterfront.
TrafficControl/Circulation/Wayfinding
Forlargerevents(typically5,000attendeesormore),variablemessagesigns(VMS)andtrailblazersto
theBCECareusedtoefficientlyguideattendeestotheparkingoptions.Recently,theBCEChasalso
beenusingconesbetweentheVMStoprovidebreadcrumbsthatoffermoreexplicitinstructionto
drivers.BothmunicipalandstatepolicedetailsassistwithdirectingtrafficintoandaroundtheBCECand
maintainpedestriansafetyduringtheevents.Theyalsoassistwithexhibitormoveoutdaysonthelast
dayoflargeevents.
PrivateCharterBuses
Shuttlebusesareusedtotransportattendeesbetweenremotehotels,remoteparking,andsometimes
toprivateoffsiteevents.HotelshuttlesaretypicallycontracteddirectlybyShowManagement,unless
theyhaveoptedtocontractwithBCTSfortheirtransportationneeds.Onlyshuttleoperatorswhohave
beenpreapprovedbyMCCAarepermittedontoBCECproperty.Privateshuttlescanpickup/dropoffat
Level0andLevel1dependingontheevent,butarenotallowedtostageonsite.Theexceptionisfor
shuttleoperatorswhohavebeencontracteddirectlybyMCCAandarepermittedtostageintheSouth
Lot.
TaxisandLimos
Limopickup/dropoffisgenerallyintheactivepickup/dropoffareaonSummerStreet.Onsome
occasions,whenthereareVIPswhoneedspecialaccesstotheExhibitorHandCarryentrancelocatedat
Level0,limosenterthroughtheloadingdockanddrivearoundtoNorthwestLevel0.Thereisno
provisionforlimostagingonsite.
40
ThereisasignedtaxistandonSummerStreetthatincludesspaceforapproximately50taxistoqueue.
PassengersareloadedandunloadedattheactiveloadingzoneonSummerStreetatthemainplaza
entrancetotheBCEC.In2013,taxioperationsaccountedforapproximately63%ofvehicletripstothe
BCEC.ExhibitJ(providedpreviously)exhibitsthenumberofeventdaysattheBCECwhentaxidemand
exceeded1,000taxirides.AsshownintheExhibit,therewere26daysoftheyearwithtaxidemandover
1,000rides.Forthemostpart,hightaxidemandisassociatedwithlargeNationalandInternational
events,whereattendeesarestayingatlocalhotels(butnotnecessarilyhotelsintheWaterfront).When
theselargeeventsbreak,thereareoftenlonglinesofattendeeswaitingfortaxis.Lackoftaxiavailability
isanissuethathasplaguedtheBCECsinceitsopeningin2004,andtheTransportationDepartmenthas
implementedavarietyofmethodstoaddressthisissue,fromsignageintheLoganAirporttaxipool
alertingdriversthatthereisaneventattheBCECtohandingoutlotteryticketstodriversasarewardfor
comingtotheBCEC.
PublicTransportation
TheBCEChasabuiltinstationatLevel0fortheSilverLine;however,thereiscurrentlynoregularSilver
LineservicetotheConventionCenter.EventpatronsareencouragedtotaketheSilverLinetoWorld
TradeCenterStationandwalkacrosstheWorldTradeCenterAvenueviaducttotheBCEC.MCCAhas
workedcloselywiththeMBTAtohaveannouncementsandsignageincludetheBCECasamajor
destination.
TheBCECpromotestheuseofpublictransportationbyofferingCharlieCardsforsaleattheircustomer
servicedesk,andalsopromotingtransitoptionstoShowManagement.Additionally,forlarge
National/Internationalevents,theMCCAworkswiththeMBTAtoprovidedirectSilverLineService
betweentheBCECandLoganInternationalAirportonthelasteventday.
PedestrianandBikeAccess
NearbyhotelsandlocalrestaurantscanbeaccessedfromtheBCECbywalkingorbiking.Asmorehotels
arebuiltintheWaterfront,itisexpectedthatthenumberofeventattendeesaccessingtheBCECby
walkingwillincrease.TheSilverLineWorldTradeCenterstationandSouthStationarealsoaccessedby
walkingtoorfromtheBCEC.Thepedestrianpathwaystothesedestinationsareprovidedwithsidewalks
andsignalizedcrosswalks.
TheBCEChassixbicycleracksonitspropertyproviding89spacesforbicycleparking.Tworacksholding
40spacescanbefoundinfrontoftheNorthLobby,31morespacescanbefoundattheNorthLotnear
theNorthLevel0entrance,andanadditional18spacescanbefoundattherearoftheBCECcloseto
theSouthParkingLot.BicyclistsareadvisedtodisembarkfromtheirbikesinfrontoftheBCECandwalk
themtoarackforstorage.Transportationagentsareonhandduringeventstodirectbicycliststothe
frontoftheBCEC.
Inaddition,theBCEChasaHubwayBicycleShareStationclosetothefrontentranceattheNorthLobby,
whichprovides19sharedbicyclestothecommunity.Theprogram,launchedin2011,providesan
accessibleandflexiblealternativemodeoftransportationforbothemployeesandattendeesofthe
BCEC.AdvertisingfortheHubwayProgramisdoneontheBCECmarqueesignoutfrontencouraging
attendeestotakepartinitwhiletheyarewaitingfortaxis.
41
Fright
TrucktrafficisvitaltosupporttheeventsthatoccurattheBCEC.Withoutfreight,eventswouldnotbe
abletohappenattheConventionCenter.TheBCEChasatotalof60loadingdockswithvehicularaccess
providedfromtheSouthBostonBypassRoadtotheCypherStreetentrance.Thereare52covered
loadingdocksandfiveelephantdoorsthatcanaccommodatetrucksandotheroutsizedtransport
vehiclestomoverightontotheexhibithallfloor.
TruckVolumes
Thenumberofmovein/moveoutdaysprovidedandnumberofvehiclesusingtheloadingdockvaries
byevent.Forexample,largeeventssuchastheSeafoodShow,BoatShow,andAutoShowhadthe
followingschedules/truckvolumesin2013:
NEEDTOADDWHENGETTHISINFO
Dailyservicedeliveriessuchastrash,recycling,andfoodservicetrucksalsoaccesstheBCECloading
docksviatheSouthBostonBypassRoad.
TruckMarshalling
TheBCECcurrentlyhas3.8acresofmarshallingareaintheSouthParkingLot,andalltruckmarshallingis
containedonsite.Overflowmarshalling,whichisused34timesperyear,isavailableintheAllston
BrightonMarshallingYard,whichisapproximately5mileswestoftheBCEC.TheMCCAmaintains30
spacesthatareplowedforboththeBCECandtheHynesConventionCenter.TheHynesConvention
CenterusesthisspaceinAllstonBrightonmorefrequentlythantheBCEC.
AttheBCECloadingdocks,truckscanleavetheirtrailersovernightintheloadingbays,butthecabs
cannotbeparkingovernightonsite.TherearenoonsiteorlongtermMCCAstagingareas.Offsite
stagingandmarshallingissometimesprovidedbyprivatelandowners.Theselocationsare
independentlycontractedbyeachDecorating/ExhibitSetUpcompanyandarenotcontrolledbythe
BCEC/MCCA.
TruckmarshallingattheBCECincludesthefollowingsequenceofactivities:
1.
2.
3.
4.
5.
6.
TrucksarriveviatheSouthBostonBypassRoad
TruckscheckinatTrailersintheSouthLotandreceiveanumber
TrucksaredirectedtogodirectlytoloadingdocksorstageintheSouthParkingLot
StagedtrucksarecalledtoLoadingDocksandunloadedinsidetheBCEC
AlltrucksarerequiredtoleavetheBCEC
DecoratorschooselocationforstorageoftrucksforthedurationofEventOffSite(SouthBoston
surfacelots,MassportNorthJetty,DStreetparcels,orCypherStreetparcels)
7. Trucksreturnaftereventends,stageinSouthParkingLotuntilcalledtoloadingdocks
Asaresult,alltruckmarshallingactivitycurrentlytakesplaceonsite.
SmallerExhibitorLoading/Unloading
Inadditiontofreightcarriedbylargetrucks,smallerexhibitorsoftenhavematerialstoload/unloadas
well.ThesepersonaloccupantvehiclesorPOVs,astheyaretermed,arepermittedtoparkmore
proximatetotheloadingareaforashortamountoftimeaftertheeventtohandcarryitemsto/from
theirvehicles.
42
LoadingDockExpansionPlans
Asmentionedabove,useoftheSouthLotisacriticalcomponentofthemovein/moveoutprocessat
theBCEC.WhentheBCECexpansionmovesforward,thisparkingareawillbelosttoconstruction,and
thenultimatelytheexpansionoftheConventionCenter.Inpreparationforthislossofsurfaceparking,
theMCCAhasdevelopedaplantoexpandtheLoadingDocktoaccommodatetruckmarshalling.
43
Appendix D
Transportation
44
D1 Transit
45
Transit Appendix
The South Boston Waterfront is served by MBTA bus and Silver Line service. Three MBTA bus routes
(Routes 4, 7 and 11) provide service in the South Boston Waterfront, act as feeder and distributor routes
from major transportation nodes, and operate on the surface roadway network. Two Inner Express bus
routes (routes 448 and 449) pass through the study area, with three local stops within the South Boston
Waterfront. The MBTA Silver Line is a Bus Rapid Transit service originating from South Station operating
on the exclusive underground right-of-way with three stations located on the trunk service in the
Waterfront.
Service Characteristics
The MBTA operates three Silver Line routes along the Waterfront, stopping at the three trunk stations:
Courthouse, World Trade Center, and Silver Line Way. Each route operates on six minute headways for
a combined frequency through the trunk of 30 buses per hour during the peak (one bus every 2
minutes). After Silver Line Way Station, SL1 branches to Logan Airport via the Ted Williams Tunnel and
makes five stops at airport terminals (Terminal A, Terminal B [two stops], Terminal C, and Terminal E).
SL2 continues above ground after Silver Line Way station to make eight surface stops within the BMIP.
SLW supports trunk service and only travels between South Station and Silver Line Way. Exhibit 1
illustrates the routing through the study area and provides the peak hour headways for each service.
Exhibit 1
Current South Boston Waterfront MBTA Silver Line Routes
Route
Origin
South Boston Service
SL1
South Station
SL2
South Station
SLW
South Station
Courthouse
World Trade Center
Silver Line Way
Courthouse
World Trade Center
Silver Line Way
Design Center
Courthouse
World Trade Center
Silver Line Way
Rail
connections
South Station
Destination
South Station
Design Center
South Station
Silver Line Way
Logan Airport Terminals

A, B (east and west), C, E
Peak Headway
[minutes]
6
Two MBTA bus routes provide approximately 21 buses during the peak commuting hour. Route 4
operates between the BMIP and North Station. The route varies based on the peak period (morning vs.
evening) and direction (inbound vs. outbound). During the morning peak period, Route 4 travels from
North Station (outbound) to the South Boston Waterfront via Haymarket and State Street Stations and
travels along Northern Avenue/Seaport Boulevard though the South Boston Waterfront. In the inbound
direction during the morning peak hour, Route 4 runs along Summer Street in the South Boston
Waterfront and back to North Station via Atlantic Avenue and Commercial Street. During the evening
46
peak, the inbound route follows the outbound morning route and the outbound route follows the
morning inbound route.
Route 7 runs between City Point in South Boston to Otis and Summer Streets in Downtown Boston,
serving as feeder service for South Boston residential neighborhoods east of the study area into South
Station and Downtown.
Route 11 provides service between City Point in South Boston and Downtown Boston. The inbound
route runs through the South Boston residential neighborhood, through the South End via Berkeley and
Washington Street. The outbound route runs from Downtown to the South Boston Waterfront via
Summer Street and back to the South Boston residential neighborhood via A Street. Exhibit 2 presents
route characteristics of the South Boston Waterfront.
Routes 448 and 449 are express bus services that run from Marblehead to Downtown Boston. The
routes provide local service north of Wonderland Station and only picks-up and discharges passengers
only at Wonderland Station and Logan Airport. They arrive in the South Boston Waterfront via the Ted
Williams Tunnel and travel along Congress Street toward Downtown.
Exhibit 2
Current South Boston Waterfront MBTA Bus Routes
Bus Route
Origin
South Boston
Service
Rail
connections
Destination
BMIP
Seaport Ave/
Northern Ave
& Summer St
North Station
City Point
Summer St
North Station
State Street
Aquarium
Haymarket
South Station
South Station
11
City Point
A Street
South Boston
Residential
448
Marblehead
449
Marblehead
Congress
Street
Congress
Street
Broadway
Tufts MC
Chinatown
South Station
South Station
South Station
Peak
Headway
[minutes]
12
Otis and
Summer
Downtown
Downtown
Crossing
Downtown
Crossing
30
30
47
Exhibit 3
MBTA Transit Service Access
MBTA Transit Service Capacity

Passenger capacity is seated and max capacity for the typical bus model used on each route. The max
capacity on each bus is calculated based on the MBTAs Service Delivery Policy vehicle load standards for
peak period bus service. The MBTA standard defines the max capacity as 140 percent of the seated
capacity. Exhibit 4 presents the typical bus capacity for each service run for each route.
Exhibit 4
Route
Route 4
Route 7
Route 11
Route 448
Route 449
SL1
SL2
SLW
Route Bus Capacity

Length
40 foot
40 foot
40 foot
40 foot
40 foot
60 foot
60 foot
60 foot
Seated Capacity
39
39
39
39
39
38
47
47
Max Capacity*
74
74
74
74
74
53
66
66
48
*Determined based on MBTA Service Delivery Policy Vehicle Load Standards for peak period bus service
(140 percent of Seated Capacity)
The bus capacity is then multiplied by the bus frequency during each peak hour. Exhibit 5 presents the
calculated peak hour max capacity for each MBTA route.
Exhibit 5
Transit Capacity
Frequency
[buses/hour/direction]
Route
Route 4
Route 7
Route 11
Route 448
Route 449
Subtotal
SL1
SL2
SLW
Subtotal
Total
Peak
AM
5
16
10
2
2
21
6
12
12
30
51
PM
3
10
5
2
2
13
6
12
12
30
43
Capacity
[per bus]
Capacity
[total]
Off-Peak
Seated
Max*
Peak Max Capacity
0
5
3
0
0
5
4
6
12
22
27
39
39
39
39
39
55
55
55
55
55
38
47
47
53
66
66
275
880
550
110
110
1,925
318
792
792
1,902
3,827
As shown in Exhibit 5, the MBTA has the capacity to move over 3,800 passengers through the South
Boston Waterfront during the morning peak period, approximately half of the capacity is via the Silver
Line service.
The Silver Line along the South Boston Waterfront operates as a trunk service from South Station and
then branches to Logan Airport (SL1) and the BMIP (SL2). Exhibit 6 presents the passenger capacity for
trunk service of the Silver Line and the respective branches.
49
Exhibit 6
Silver Line Waterfront Capacity
The Silver Line provides a capacity of approximately 1,900 passengers through its trunk during the
morning peak hour. Nearly 42 percent of that capacity services the BMIP and 17 percent services Logan
Airport during the morning peak. The remaining service remains in the trunk through the SLW service.
Transit Service Loads

The MBTA provided automated passenger count (APC) data for a typical day for each bus route.
Approximately ten percent of the MBTA bus fleet has onboard APC capabilities and the Authority rotates
these buses throughout its system to collect data for each scheduled service run for each route
throughout the service day. The data provided included the average1 number of bus boardings,
alightings, and calculated load at each transit stop along the route for each service run throughout the
scheduled service day.
An analysis on the provided APC data to determine the loading of the study area MBTA service and to
determine if additional capacity exists entering and exiting the South Boston Waterfront area during the
morning and evening peak hours. Exhibits 7 and 8 present cordon analyses and include calculated load,
seated capacity, and max capacity for MBTA transit service into and out of the study area as defined by
the Fort Point Channel, Boston Main Channel, and the Reserve Channel for the morning and evening
peak hours, respectively. The SL1 Silver Line service is the only bus that crosses the Boston Main
Channel from the South Boston Waterfront area and MBTA Bus Route 7 is the only service that crosses
the Reserve Channel from the South Boston Waterfront area. SL2, SLW, and MBTA Bus Route 4 all
terminate within the South Boston Waterfront area. All six MBTA services (SL1, SL2, SLW, Bus Route 4,
Bus Route 7, Bus Route 11) all cross Fort Point Channel and are represented as such in the exhibits.
The data provided typically included several observed counts
50
Exhibit 7
Morning Peak Hour Cordon Demand Analysis
Exhibit 8
Evening Peak Hour Cordon Demand Analysis
51
During the morning peak hour, MBTA Route 7 acts as a feeder service toward South Station, collecting
riders from the residential neighborhoods of South Boston. Route 7 inbound service (toward South
Station) is generally at capacity as it crosses the Reserve Channel and travels through the South Boston
Waterfront area and remains at capacity as it approaches the Fort Point Channel. The majority of riders
alight from Route 7 at the last three bus stops located north of Fort Point Channel. The local bus routes
show small loads in the outbound direction during the morning peak hour. Detailed load profiles are
provided in the Appendix.
MBTA Route 11 service is a feeder service for the Broadway Red Line Station, the South End, and
Downtown. Ridership is very low in the morning outbound direction, with a handful of riders alighting in
the South Boston Waterfront.
The Silver Line in the outbound direction (away from South Station) is at capacity as it crosses the Fort
Point channel. During the morning peak hour, the service distributes employees from South Station to
the Waterfront district, with approximately 10 percent continuing on to the airport via SL1. The
majority of the Silver Line riders in the inbound direction are coming from the airport.
The evening peak hour shows a similar pattern in the reverse direction. Route 7 is at capacity as it
travels across the Reserve Channel and the Silver Line is at or near capacity as it approaches the Fort
Point Channel inbound.
Exhibits 9 through 32 provide loading profiles for each route during the morning and evening peak hours
for inbound and outbound directions.
52
Exhibit 9
Route 4 AM Inbound
Exhibit 10
Route 4 AM Outbound
53
Exhibit 11
Route 4 PM Inbound
Exhibit 12
Route 4 PM Outbound
54
Exhibit 13
Route 7 AM Inbound
Exhibit 14
Route 7 AM Outbound
55
Exhibit 15
Route 7 PM Inbound
Exhibit 16
Route 7 PM Outbound
56
Exhibit 17
Route 11 AM Inbound
Exhibit 18
Route 11 AM Outbound
57
Exhibit 19
Route 11 PM Inbound
Exhibit 20
Route 11 PM Outbound
58
Exhibit 21
SL1 AM Inbound
Exhibit 22
SL1 AM Outbound
59
Exhibit 23
SL1 PM Inbound
Exhibit 24
SL1 PM Outbound
60
Exhibit 25
SL2 AM Inbound
Exhibit 26
SL2 AM Outbound
61
Exhibit 27
SL2 PM Inbound
Exhibit 28
SL2 PM Outbound
62
Exhibit 29
SLW AM Inbound
Exhibit 30
SLW AM Outbound
63
Exhibit 31
SLW PM Inbound
Exhibit 32
SLW PM Outbound
64
D2 Roadway
65
Legend
Study Area
Building Footprint
Public Space
Functional Classification (by color)
Interstate
Arterial
SEA
PO
EE
EVA
Collector
RD
BOS
TON
Boston
Massport
EN
S IO
ET
RAMP - H AUL
TR E
AS
R OA
D TO
RT 9
0 EB
HA
UL
RO
AD
FOR
T
NA
V EN
UE
XT
TR E
TE
RS
MassDOT
BOR
EE
ME
ET
POI
NT C
SUM
H ER
TR
H AN
B ST
NOR
T
Jurisdiction (by linetype)
H AR
DS
TR
UL
SS
BO
R EE
ES
NEL
CO
NG
R
RT
OR T
EE
TR
DS
RESERVED CHANNEL
REE T
EE
ND ST
TR
T SECO
BS
W ES
HA
UL
RO
AD
MA SSP
WE
ST
F IR
ST
ST
RE
CONLEY TERMINAL
ET
W ILLIAM
DAY BOULEVAR D
EAST FIRST STREET
PLEASURE BAY
66
250
500
1,000
Feet
South Boston Waterfront

Study Area Intersections
Oliver Street at Purchase Street/I-93 SB Off-Ramp - signalized
Seaport Boulevard at Atlantic Avenue/I-93 NB On-Ramp - signalized
Seaport Boulevard at Sleeper Street - signalized
Seaport Boulevard at Boston Wharf Road - signalized
Seaport Boulevard at Northern Avenue/East Service Road - signalized
Seaport Boulevard/Northern Avenue at B Street - signalized
Seaport Boulevard/Northern Avenue at D Street/Boston Fish Pier signalized
Seaport Boulevard/Northern Avenue at D Street signalized
Seaport Boulevard/Northern Avenue at Congress Street - unsignalized
Pearl Street at Purchase Street - signalized
Pearl Street/Alley Way at Atlantic Avenue - signalized
Congress Street at Purchase Street/I-90-93 On-Ramp - signalized
Congress Street at Atlantic Avenue - signalized
Congress Street at Dorchester Avenue - signalized
Congress Street at A Street/Thompson Place - signalized
Congress Street at Boston Wharf Road/West Service Road - signalized
Congress Street/I-93 EB Off-Ramp at East Service Road/I-93 Off-Ramp - signalized
Congress Street/I-93 On-Ramp at B Street/I-90 WB Off-Ramp - signalized
Congress Street at D Street - signalized
Silver Line Way at D Street - signalized
D Street at I-90 On-Ramp - signalized
Haul Road at Pumphouse Road - signalized
Summer Street at Purchase Street/Surface Road/I-93 Off-Ramp - signalized
Summer Street at Atlantic Avenue - signalized
Summer Street at Dorchester Avenue - signalized
Summer Street at Melcher Street - signalized
Summer Street at West Side Drive - signalized
Summer Street at World Trade Center Avenue - signalized
Summer Street at D Street - signalized
Summer Street at Pumphouse Road - signalized
Summer Street at Pappas Way/Drydock Avenue - signalized
A Street at Melcher Street - unsignalized
A Street at Binford Street - unsignalized
A Street at West 2nd Street - signalized
D Street at West 1st Street - signalized
Pappas Way at East 1st Street/West 1st Street unsignalized
Summer Street/L Street at East 1st Street - signalized
East 1st Street/Shore Road at Conley Terminal/Farragut Road unsignalized
Seaport Boulevard/Northern Avenue at Haul Road/Marine Industrial Parkway (Haul Road Roundabout)
unsignalized
As of July 2014 the analysis of roadway conditions has been expanded to include 14 additional locations. 67
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
30
145
20
5
490
5
85
275
405
315
40
280
115
350
700 Feet
6 05
120
240
30
15
330
5
370
10
35
80
125
35
80
635
20
200
655
100
505
5
110
255
35
80
70
20
30
neg
30
neg
neg
360
35
130
245
205
30
170
200
405
185
380
880
neg
15
540
70 5
15eg
n
20
25
25
160
75
5
130
50
neg
10
0
39
50
20
60
25
30
65
155
45
25
30
65
600
25
10
45
195
115
25
385
40
10
110
300
15
75
640
30
145
450
30
25
25
35
310
770
320
145
370
130
35
250
95
240
245
110
280
105
415
265
30
375
235
120
70
285
390
290
180
60
79
15 5
0
305
45
35
60
20
135
40
25
2
10 90
50
240
65
5
90
230
110
415
970
15
15 0
72
20
55
25
10
280
130
200
180
g
ne
10
10
0
10 0
22 0
3
395
235
130
15
320
355
150
5
165
15
5
15
95
230
380
165
5
neg
5
neg
30
220
50
340
10
45
275
15
370
150
300
35
5
30
375
34
5005
230
60
200
350
85
110
355
5
45
890
100
116
0
5
20
775
10
475
35
5
125
310
105
20
535
45
5
15 0
21
55
335
800
145
10
10
510
10
10
neg
15
510
15
470
375
45
20
5
10
45
210
185
Unsignalized Intersection
neg Negilible
30
30
115
195
190
5
15
10
480
70
5
23
50 5
55
5
145
5
315
10
20
140
75
15
30
490
220
235
35
10
10
neg
670
55
10
480
50
neg
670
255
Signalized Intersection
35
75
55
475
120
40
15
15
35
45
455
85
95
15
5
225
330
55
neg
295
280
435
neg
565
35
95
145
390
5
45
10
45
15
20
20
700
25
5
140
685
115
210
150
140
5
30
480
340
35
5
5
275
135
20
40
100
515
neg
25
50
neg
\\mawatr\TS\12624.00\graphics\PS\FIGURES\Network Base.dwg
20
95
45
5
35
60
Vanasse Hangen Brustlin, Inc.

Figure 1
2013 Existing Conditions
Weekday Morning Peak Hour Traffic Volumes
Boston, Massachusetts
68
40
585
5
10
460
10
105
140
520
360
20
350
375
350
700 Feet
1 210
80
275
15
10
340
5
475
25
80
160
305
75
360
615
5
490
720
340
620
neg
85
315
35
60
15
25
35
neg
70
10
neg
35
225
5
30
65
90
35
70
60
70
290
220
615
5
10
775
65
90
5
5
100
60
30
55
55
80
75
5
35
95
35
20
30
55
30
165
270
85
195
70
65
315
180
20
35
110
160
10
190
30
5
55
340
35
75
565
40
100
495
35
30
15
40
135
530
320
235
450
160
25
380
45
145
205
65
385
80
265
320
65
345
195
140
145
605
440
425
130
50
73
5
95
365
g
ne 5
17
220
70
30
20
30
1
12 90
30
320
75
0
90
365
405
110
470
10
15 0
37
20
125
60
15
420
180
50
290
g
ne
10 g
ne
0
24 0
66 5
7
710
600
210
20
170
245
115
20
380
20
5
20
90
515
535
200
45
neg
50
25
25
520
5
335
15
5
590
25
355
445
205
25
neg
10
385
59
3600
120
70
55
925
100
65
495
5
115
920
55
126
5
5
25
510
20
760
40
5
285
430
140
20
360
55
neg
360
270
55
neg
g
ne
70
55
140
540
230
45
5
885
5
5
5
405
neg
25
25
95
305
320
neg
60
5
290
65
5
34
14 0
0
g
ne 5
2
20
180
115
Unsignalized Intersection
neg Negilible
60
ne g
40
5
200
15
45
90
195
10
45
425
100
310
65
10
5
5
380
80
15
400
40
5
780
205
Signalized Intersection
20
130
105
365
200
50
35
40
10
25
460
50
75
15
5
85
345
240
5
235
135
440
5
635
255
115
190
500
10
165
65
220
20
15
20
590
10
5
35
555
120
105
55
165
neg
30
455
375
120
10
5
180
190
35
190
160
350
5
135
245
25
5
\\mawatr\TS\12624.00\graphics\PS\FIGURES\Network Base.dwg
20
105
145
neg
30
25
Vanasse Hangen Brustlin, Inc.

Figure 2
Weekday Evening Peak Hour Traffic Volumes
Boston, Massachusetts
69
Table 1
Signalized Intersection Capacity Analyses 2013 Existing Conditions

Morning Peak Hour
Evening Peak Hour
Intersection
Movement
V/C1
Del2
LOS3
50th Q4
95th Q5
V/C
Del
LOS
50th Q
95th Q
1: Seaport Blvd/Oliver
Seaport Blvd WB L/T
0.74
55
152
m106
0.70
33
70
m27
St at Purchase St/I-93
Purchase St SB T/R
0.89
50
244
#320
0.74
34
250
305
SB Off-Ramp
I-93 Off-Ramp SWB L
0.96
90
522
#812
0.73
79
324
388
I-93 Off-Ramp SWB T/R
1.06
102
~308
#498
0.91
168
#267
71
83
>120
F
F
Overall
2: Seaport Blvd at
Atlantic Ave/I-93 NB
On-Ramp
Seaport Blvd EB L/T

Seaport Blvd WB T/Bear R
1.13
>1.20
~221
~369
m#258
#535
>1.20
>1.20
>120
>120
F
F
~341
~428
#350
m#619
Seaport Blvd WB Bear R/R
0.82
66
106
#245
>1.20
>120
~484
m#665
>1.20
>120
~489
#653
>1.20
>120
~403
m#571
Atlantic Ave NB L
1.20
>120
~319
#481
1.20
>120
~426
m#528
Atlantic Ave NB L/T/R
0.95
231
#346
>1.20
>120
~451
m#551
>120
16
2
B
A
67
0
m55
m0
47
>120
Seaport Blvd EB L/T

Seaport Blvd EB R
>1.20dl
0.35
43
1
D
A
Seaport Blvd WB L
0.10
10
Seaport Blvd WB T/R
0.41
11
~373
0
m194
m0
0.86
0.46
m24
0.10
m8
118
161
0.75
20
101
132
Sleeper St NB L/T/R
0.61
46
86
138
0.88
61
196
#308
Sleeper St SB L/T
0.16
36
24
52
0.11
26
22
42
Sleeper St SB R
0.15
0.59
91
134
Overall
4: Seaport Blvd at
Boston Wharf Rd
27
13
5
B
A
84
17
m79
m17
0.59
0.33
16
23
B
C
92
49
m113
m57
Seaport Blvd WB T
0.46
94
105
0.32
21
98
m107
Boston Wharf Rd NB L/R
0.28
19
37
0.61
73
m114
42
10
Seaport Blvd EB L
Seaport Blvd EB T
0.19
0.43
25
27
C
C
13
98
Service Rd
Seaport Blvd WB T/R
0.80
26
East Service Rd NB L
0.60
36
East Service Rd NB T/R
0.40
15
Northern Ave SB L
0.11
34
Northern Ave SB L/T/R
0.11
Overall
54
25
m25
131
0.15
0.39
5
6
A
A
4
35
m7
43
166
225
0.96
45
196
193
161
m203
0.39
34
79
124
49
m72
0.39
10
18
40
23
41
0.40
39
101
141
0.28
349
194
436
#291
25
25
Seaport Blvd EB T/R

Seaport Blvd WB L/T
0.55
0.50
17
27
B
C
148
117
191
161
0.86
>1.20dl
40
59
D
E
B St NB L
0.64
26
79
m106
0.58
43
69
m95
B St NB R
0.45
23
75
m102
0.69
48
144
m200
Overall
Boston Fish Pier/D St
C
C
0.54
0.24
5: Seaport Blvd at
Northern Ave/East
7: Seaport Blvd/
Northern Ave at
22
24
Seaport Blvd EB T/R

Seaport Blvd WB L
Overall
6:Seaport Blvd/
Northern Ave at B St
F
D
Seaport Blvd WB R
Overall
3: Seaport Blvd at
Sleeper St
81
51
22
47
Seaport Blvd EB L/T/R

Seaport Blvd WB L/T/R
0.26
0.26
7
1
A
A
37
0
77
6
0.41
0.25
6
1
A
A
51
0
107
4
Boston Fish Pier SB L/T/R
0.29
25
16
61
0.38
25
22
68
Overall
Source: VHB, Inc. using SYNCHRO 8 software.
Note: Shaded cells denote LOS E/F conditions.
1
Volume-to-capacity ratio, based on theoretical capacity.
2
Average delay in seconds per vehicle
3
Level of service
4
50th percentile queue length estimate, in feet
5
~
#
m
dl
Volume exceeds capacity, queue is theoretically infinite

95th percentile volumes exceeds capacity, queue may be longer
Volumes for 95th percentile queue is metered by upstream signal
Defacto left lane
70
Table 1

(contd)
Morning Peak Hour
Intersection
Movement
V/C1
Del2
LOS3
8: Seaport Blvd/
Seaport Blvd EB T
0.14
Northern Ave at D St
Seaport Blvd WB T
0.25
D St NB L
0.37
28
D St NB R
0.06
14
Pearl St WB L
Pearl St WB L/T
0.51
0.60
44
36
Purchase St SB T/R
0.48
Overall
10: Pearl St at
Purchase St
Overall
50th Q4
Evening Peak Hour
95th Q5
V/C
Del
LOS
50th Q
95th Q
0.14
48
93
0.22
14
45
29
87
0.36
86
32
28
74
16
0.07
15
16
D
D
45
89
97
135
0.43
0.35
47
43
D
D
65
54
m72
m60
30
m47
0.65
59
m67
10
13
11: Pearl St at
Atlantic Ave
Atlantic Ave NB L/T

Overall
0.43
1
1
A
A
0.89
12
12
B
B
31
m23
12: Congress St at
Purchase St/I-93 WB/
Congress St EB T
Congress St EB Bear R
0.41
0.55
28
35
C
C
115
142
160
227
0.66
>1.20
30
>120
C
F
244
~603
294
#774
183
I-90 SB On-Ramp
Congress St EB R
0.30
27
69
121
0.44
27
122
Purchase St SB L
0.78
27
325
#476
0.71
34
109
272
Purchase St SB L/T
0.75
22
290
370
>1.20dl
78
~443
#565
27
70
0.44
0.39
53
15
D
B
100
156
m137
193
0.77
0.45
42
5
D
A
126
70
#187
64
Overall
13: Congress St at
Atlantic Ave
Congress St EB L
Congress St EB T
Congress St WB R
0.86
54
141
180
0.98
102
217
202
Atlantic Ave NB T/R
0.89
28
101
m157
0.87
30
221
m201
Overall
14: Congress St at
Dorchester Ave
31
39
Congress St EB T
Congress St EB R
0.50
0.42
6
2
A
A
45
0
m78
m0
0.50
0.61
8
6
A
A
62
15
m198
m28
Congress St WB L/T
0.67
19
64
m259
0.64
19
183
m317
Dorchester Ave NB L/R
0.80
69
163
m183
0.76
20
86
m77
20
12
E
E
97
82
#171
#148
1.00
0.97
78
92
E
F
197
146
#268
#267
#260
Overall
15: Congress St at
Thompson Pl/A St
Congress St EB L/T
Congress St EB R
0.78
0.63
57
55
Congress St WB L
0.99
76
200
#329
0.95
72
113
Congress St WB T/R
0.54
29
183
276
0.31
20
63
127
A St NB L/T
0.87
86
120
#244
0.86
88
111
#215
A St NB R
0.54
13
66
0.82
18
#96
Thompson Pl SB L/T/R
0.30
35
18
42
0.30
34
20
52
52
58
Overall
16: Congress St at
Congress St EB L/T
0.58
18
150
289
0.73
12
118
m120
Boston Wharf Rd/
Congress St EB R
0.17
24
0.58
m12
#265
West Service Rd
Congress St WB L
0.08
11
10
31
0.69
23
38
Congress St WB T/R
0.39
12
120
204
0.28
16
33
West Service Rd NB L
0.66
60
110
165
0.24
51
24
51
West Service Rd NB T/R
0.34
34
34
73
0.39
31
16
50
Boston Wharf Rd SB L/T
0.47
59
47
83
0.86
57
184
#321
Boston Wharf Rd SB R
0.25
0.25
m22
20
17
Overall
1
2
3
Level of service
4
5
~
#
m
dl

Defacto left lane
71
Table 1

(contd)
Morning Peak Hour
Intersection
Evening Peak Hour
Movement
V/C1
Del2
LOS3
50th Q4
17: Congress St at
Congress St EB L
0.22
34
East Service Rd/I-93
Congress St EB T
0.25
28
Off-Ramp/I-90 EB
Congress St WB T/R
0.57
18
Off-Ramp
I-93 Off-Ramp NB L/T
0.68
48
I-93 Off-Ramp NB R
0.49
I-90 EB Off-Ramp NEB L/R
0.84
41
32
C
E
D
200
29
#309
m62
Overall
18: Congress St at
B St/I-90 WB OffRamp/I-93 On-Ramp
Congress St EB T
Congress St EB R
0.86
0.19
57
40
Rd/I-90 Off-Ramp
50th Q
95th Q
17
50
0.15
65
110
0.30
m12
41
90
105
0.34
55
11
155
m120
136
177
0.36
49
39
63
0
287
61
0.45
15
44
351
0.59
50
82
88
16
0.65
0.80
33
49
C
D
140
157
205
#301
>120
~308
m#389
>1.20
>120
~458
m#578
0.62
12
34
m41
0.81
33
231
m280
I-90 WB Off-Ramp NB L
0.88
69
210
#364
>1.20
>120
~357
#504
I-90 WB Off-Ramp NB T
0.49
32
162
234
0.25
26
76
122
I-90 WB Off-Ramp NB R
0.59
71
0.61
58
B St SB L(illegal)/T
0.25
61
25
m40
0.72
26
72
m91
B St SB R
0.07
m7
0.25
37
m37
>120
87
~370
m123
m#515
0.58
1.03
24
79
C
E
90
~328
m127
m#508
Congress St EB L/T/R
Congress St EB R
>120
23
99
C
F
0.56
1.10
Congress St WB L/T/R
0.68
53
74
87
0.94
87
108
#182
D St NB L
0.81
45
188
#258
0.80
51
140
169
D St NB T/R
0.56
33
113
175
1.05
111
~192
#244
D St SB L/T/R
0.59
49
74
114
1.07
96
~298
#405
51
74
58
56
E
E
54
59
D
E
19
25
46
42
Silver Line Way EB T/R

Silver Line Way WB L/T
0.38
0.35
23
21
53
51
0.31
0.40
D St NB T/R
0.21
28
143
0.21
75
31
D St SB T
0.24
29
m98
0.44
44
m69
42
2
D
A
127
0
m205
104
0.89
0.26
74
2
E
A
210
0
m#370
114
63
90
0.69
154
#354
D St NB L
D St NB T
0.48
0.25
D St SB T/R
0.37
11
11
0.31
0.16
46
2
D
A
51
0
74
0
Overall
23: Summer St at
Purchase St/Surface
LOS
>1.20
Overall
21: D St at I-90
On-Ramp
Del
Congress St WB L
Overall
20: D St at Silver Line
Way
V/C
Congress St WB L/T/R
Overall
19: Congress St at
D St
95th Q5
Summer St EB T
Summer St EB R
19
23
0.48
0.27
49
3
D
A
86
0
149
0
Summer St WB L
0.86
61
185
m#342
0.73
31
106
m104
Summer St WB L/T
0.66
28
109
m156
0.76
29
118
m106
Purchase St SB L/T/R
1.16
>120
~256
#341
0.89
50
232
m246
I-90 Off-Ramp SWB L/T/R
0.77
44
207
275
0.61
40
148
189
70
39
Overall
1
2
3
Level of service
4
5
~
#
m

72
Table 1

(contd)
Morning Peak Hour
Evening Peak Hour
Intersection
Movement
V/C1
Del2
LOS3
50th Q4
24: Summer St at
Summer St EB L/T
0.53
27
145
m156
Atlantic Ave
Summer St WB T/R
0.75
30
79
m147
Atlantic Ave NB L
0.65
39
195
305
Atlantic Ave NB L/T
0.91
50
317
#446
Atlantic Ave NB R
0.75
214
#351
Overall
25: Summer St at
Dorchester Ave
Summer St EB L/T/R
Summer St WB L/T/R
1.06
0.63
74
6
E
A
~377
44
#443
27
Del
LOS
0.84
38
105
m#173
>1.20dr
>120
~238
m#303
0.36
28
75
131
0.83
42
213
#288
1.01
85
~258
#440
72
>120
25
F
C
~336
181
m#388
154
>1.20
0.82
50th Q
95th Q
0.34
26
45
76
0.24
17
31
58
Dorchester Ave SB L
0.94
72
215
#368
1.08
92
~337
#500
Dorchester Ave SB T/R
0.44
65
141
0.37
22
14
45
D
A
B
120
107
m112
189
0.66
0.39
113
#202
0.78
Summer St EB T/R
Summer St WB L/T
0.50
0.38
6
14
Melcher St NB L/R
0.75
66
14
Overall
27: Summer St at
West Side Dr
D
D
V/C
Dorchester Ave NB L/T/R
Overall
26: Summer St at
Melcher St
45
39
95th Q5
A
E
15
50
B
D
235
185
m218
m241
194
269
53
30
42
0
D
A
113
0
#489
0
Summer St EB T/R
Summer St WB L
0.51
0.04
9
14
A
B
118
5
172
m10
Summer St WB T
0.31
12
88
101
0.27
39
154
202
West Side Dr NB L
0.00
0.06
48
15
West Side Dr NB R
0.00
0.07
27
Overall
0.98
0.00
5
74
11
41
28: Summer St at
World Trade
Summer St EB L
Summer St EB T/R
0.03
0.40
3
3
A
A
0
0
m1
0
0.05
0.59
1
16
A
B
0
336
m0
m345
Center Ave
Summer St WB L
0.15
11
15
m22
0.21
21
32
m47
Summer St WB T/R
0.46
16
110
m141
0.28
31
163
m212
WTC Ave NB L
0.34
54
28
51
0.27
50
27
58
WTC Ave NB T/R
0.33
54
28
51
0.57
62
56
101
WTC Ave SB L
0.27
54
17
29
0.38
56
27
60
WTC Ave SB T/R
0.03
0.02
67
30
#167
31
Overall
29: Summer St at D St
13
24
36
5
D
A
Summer St EB L
Summer St EB T/R
0.51
0.35
30
21
C
C
36
54
100
120
0.87
0.45
Summer St WB L/T
1.09dl
48
142
#261
0.88dl
45
85
130
Summer St WB R
0.68
13
87
73
0.53
13
94
192
D St NB L
0.92
106
86
#202
0.37
43
68
104
D St NB T/R
0.53
42
101
147
0.69
48
155
175
D St SB L
>1.20
>120
~170
#298
0.90
72
189
#370
D St SB L/T/R
0.67
11
32
25
0.83
47
184
#279
84
35
Overall
30: Summer St at
Summer St EB L/T
0.32
32
m130
0.47
10
28
m297
Pump House Rd
Summer St WB T/R
0.56
14
143
354
0.43
17
105
238
Pumphouse Rd SB L/R
0.68
54
75
114
0.59
40
121
173
16
19
Overall
1
2
3
Level of service
4
5
~
#
m
dl
dr

Defacto left lane
Defacto right lane
73
Table 1

(contd)
Morning Peak Hour
Evening Peak Hour
Intersection
Movement
V/C1
Del2
LOS3
50th Q4
95th Q5
V/C
Del
31: Summer St at
Summer St EB L
0.70
34
71
#240
0.20
18
21
45
Pappas Way/
Summer St EB T/R
0.21
44
111
0.71
26
290
367
Summer St WB L
0.20
29
29
0.15
31
21
Summer St WB T/R
0.90
34
432
#756
0.57
29
166
224
Drydock Ave
0.74
58
107
#245
0.23
16
35
73
0.58
50
71
#165
0.80
36
252
#433
Drydock Ave SB R
0.21
42
0.31
35
Melcher St EB L/R
A St NB L/T
0.65
0.38
A St SB T/R
0.34
A
C
57
5
E
A
77
38
130
106
0.80
0.38
63
130
0.35
11
0.27
0.45
13
20
B
B
11
34
24
60
25
54
8
D
A
158
63
224
171
100
196
16
110
39
162
19
0.19
0.71
27
53
C
D
West 2nd St WB T/R
0.66
22
68
104
0.50
37
86
132
A St NB L/T
0.45
63
147
0.18
38
78
A St SB T/R
0.44
43
86
1.16
103
~620
#885
71
12
West 1st St EB L
West 1st St EB T
0.00
0.09
0
34
A
C
0
14
0
15
0.04
0.18
27
29
C
C
4
28
10
36
West 1st St WB T
0.44
50
49
93
0.45
44
51
84
West
1st
St WB R
D St NB L/T
0.16
17
0.10
0.67
53
105
141
0.52
45
63
111
D St NB R
0.20
0.22
D St SB L
0.19
13
41
112
0.31
15
93
177
D St SB R
0.08
15
0.19
37
22
>1.20
1.07
>120
84
F
F
~124
~288
#229
#466
L St NB L/T/R
1.13
102
~702
Summer St SB L/T/R
0.33
12
63
89
Overall
37: Summer St/L St at
East 1st St
5
30
West 2nd St EB L/R

West 2nd St WB L
Overall
35: D St at West 1St St
95th Q
Pappas Way NB L/T/R
Overall
34: A St at West 2nd St
50th Q
Drydock Ave SB L/T

Overall
32: A St at Melcher St
LOS
East 1st St EB L/T/R

East 1st St WB L/T/R
Overall
1
2
3
Level of service
4
5
~
#
18
0.74
0.67
60
37
E
D
83
75
133
122
#941
0.48
19
199
323
90
0.68
17
201
287
23

74
Table 2
Unsignalized Intersection Capacity Analyses 2013 Existing Conditions

Morning Peak Hour
Evening Peak Hour
Intersection
Critical Movements
Demand
V/C1
Del2
LOS3
95th Q4
Demand
V/C
Del
LOS
95th Q
9: Seaport Blvd/
Seaport Blvd WB L
35
0.04
65
0.06
Northern Ave at
Congress St NB L
20
0.07
14
45
0.17
17
Congress St
Congress St NB R
140
0.25
12
90
0.17
11
22: Haul Rd at
Pumphouse Rd
Haul Rd WB L
Pumphouse Rd NB L
20
360
0.03
0.36
8
14
A
B
1
2
70
225
0.06
0.25
8
15
A
B
1
1
Pumphouse Rd NB R
35
0.41
15
0.26
15
Binford St EB L/T/R
Binford St WB L/T/R
10
70
0.11
0.47
30
42
D
E
1
3
95
35
0.85
0.26
107
36
F
E
6
1
33: A St at Binford St
36: Pappas Way at

West 1st St/East 1st St
38: Conley Terminal/

Farragut Rd at East
1st St/Shore Rd
A St NB L
50
0.06
0.01
10
A St SB L
15
0.02
25
0.03
West 1st St EB L
East 1st St WB L
20
0
0.02
0.00
8
0
A
A
1
0
20
5
0.02
0.00
8
8
A
A
1
1
West 1st St NB L/T/R
100
0.25
15
55
0.17
14
Pappas Way SB L/T/R
70
0.15
13
140
0.32
15
East 1st St EB L/R

Shore Rd WB L/T/R
80
20
0.20
0.08
15
16
B
C
1
1
175
10
0.20
0.03
9
11
A
B
1
1
Farragut Rd NB L
210
0.17
70
0.07
Conley Terminal SB L
0.00
0.00
Seaport Blvd EB L/T

Seaport Blvd EB R
505
70
0.63
0.11
13
6
B
A
4
1
355
65
0.47
0.10
10
6
A
A
3
1
Haul Rd/Marine
Northern Ave WB L/T
285
0.40
10
480
0.63
14
Industrial Park
Northern Ave WB R
0.01
0.01
(Haul Rd Roundabout)
Haul Rd NB L/T
60
0.14
60
0.11
Haul Rd NB R
145
0.35
13
40
0.07
Industrial Park SB L/T/R
20
0.06
20
0.08
39: Seaport Blvd/

Northern Ave at
Source: VHB, Inc. using SYNCHRO 8 software and SIDRA 5.1 software.
1
2
3
Level of service
4
95th percentile queue length estimate, in vehicles
75
12624.00 :: South Boston Waterfront

1: Surface/Purchase/SASB & Oliver Street & I-93 SB OffRamp
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Shared Lane Traffic (%)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio

Timing Plan: Weekday Morning
WBL
WBT
SBT
SBR
SWL2
SWL
SWR
185
1900
12
0
210
1900
11
2950
0.977
2380
890
1900
12
4334
45
1900
12
0
0
Yes
335
1900
12
1432
0.959
908
55
1900
12
0
4334
800
1900
12
1562
0.950
1257
77
25
293
8.0
366
538
0.98
4%
0.98
4%
0.98
4%
816
Prot
16
398
NA
1
16
25
248
6.8
7
25
552
15.1
366
0.95
4%
0.95
4%
0.95
5%
0
Split
5
416
NA
5
984
NA
6
8.0
21.0
25.0
22.7%
3.0
3.0
8.0
21.0
25.0
22.7%
3.0
3.0
-2.0
4.0
Lead
8.0
13.0
31.0
28.2%
3.0
1.0
-1.0
3.0
Lag
Max
21.0
0.19
0.74
27.8
26.8
54.6
D
54.6
D
152
m106
168
Max
28.0
0.25
0.89
50.3
0.0
50.3
D
50.3
D
244
#320
472
563
155
0
0
1.02
1108
0
0
0
0.89
Lead
Max
538
31
0.95
5%
0
60.0
0.55
0.96
47.2
43.0
90.2
F
522
#812
8.0
21.0
33.0
30.0%
3.0
2.0
-1.0
4.0
Lead
8.0
21.0
21.0
19%
4.0
0.0
C-Max
29.0
0.26
1.06
101.9
0.0
101.9
F
94.0
F
~308
#498
213
Ped
852
0
182
0
1.22
Lag
377
0
0
0
1.06
Intersection Summary
Area Type:
CBD
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 65 (59%), Referenced to phase 1:SWL, Start of Green
Natural Cycle: 100
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.06
Intersection Signal Delay: 71.3
Intersection LOS: E
Intersection Capacity Utilization 92.4%
ICU Level of Service F
Analysis Period (min) 15
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases:
\\mawatr\TS\12624.00\tech\Synchro\EX-AM.syn
VHB/KBK
Lanes, Volumes, Timings

5/13/2014
76

2: Atlantic Avenue/Cross Street & Oliver Street/Seaport Boulevard & I-93 NB On-Ramp
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBL2
EBL
EBT
WBT
WBR
WBR2
NBL2
NBL
NBT
NBR
5
1900
12
775
1900
13
300
1900
11
150
1900
12
250
1
370
1900
13
95
1900
12
165
1900
12
0
0
1355
1192
1285
1355
1192
1285
No
2357
0.997
2320
3222
0.701
2263
230
1900
12
0
1
25
1332
0.950
920
380
1900
13
20
1900
12
0
0
25
0
25
248
6.8
25
1013
27.6
131
125
0.91
4%
0.91
4%
0.91
4%
0.89
11%
0
D.P+P
5
6
5
0
D.P+P
5
6
5
879
NA
56
337
NA
6
4.0
11.0
20.0
18.2%
3.0
3.0
4.0
11.0
20.0
18.2%
3.0
3.0
Lead
Lead
Max
Max
56
0
No
25
457
12.5
131
5
0.89
11%
0%
169
Prot
6
125
5
0.89
11%
0%
416
Prot
6
48
131
0.85
11%
0
Perm
0.85
11%
15%
342
Perm
1
1
1
1
8.0
26.0
39.0
35.5%
3.0
3.0
-1.0
5.0
Lead
8.0
26.0
39.0
35.5%
3.0
3.0
-1.0
5.0
Lead
8.0
27.0
27.0
25%
4.0
0.0
C-Max
34.0
0.31
1.20
144.1
4.0
148.1
F
C-Max
34.0
0.31
0.95
46.8
0.0
46.8
D
80.6
F
231
#346
377
None
8.0
21.0
24.0
21.8%
3.0
3.0
-1.0
5.0
Lag
8.0
21.0
24.0
21.8%
3.0
3.0
-1.0
5.0
Lag
8.0
21.0
24.0
21.8%
3.0
3.0
-1.0
5.0
Lag
8.0
26.0
39.0
35.5%
3.0
3.0
Max
19.0
0.17
0.82
65.7
0.0
65.7
E
Max
19.0
0.17
1.88
438.1
0.0
438.1
F
C-Max
32.0
0.29
1.13
82.7
0.1
82.8
F
82.8
F
~221
m#258
168
Max
19.0
0.17
1.44
250.2
0.6
250.8
F
301.4
F
~369
#535
933
106
#245
~489
#653
~319
#481
780
9
0
0
1.14
234
0
9
0
1.50
250
205
0
0
0
0.82
250
221
0
0
0
1.88
284
0
72
0
1.61
Lead
0.85
11%
682
NA
1
707
24
0.85
11%
0
2
Lag
717
0
0
0
0.95
Area Type:
CBD
Cycle Length: 110
Offset: 104 (95%), Referenced to phase 1:NBTL, Start of Green
Natural Cycle: 145
Intersection LOS: F
ICU Level of Service E
Splits and Phases:
VHB/KBK

5/13/2014
77

3: Sleeper Street & Seaport Boulevard
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Parking (#/hr)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBL
EBT
EBR
WBU
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
140
1900
12
0
0
25
0
685
1900
11
115
1900
12
125
1
5
1900
12
700
1900
12
20
1900
12
0
0
30
1900
12
0
0
45
1900
11
100
1
2862
2862
0
Yes
1422
0.836
1145
1243
542
Yes
119
1282
0.788
1036
20
1900
12
0
0
25
0
15
1900
11
1384
75
1900
12
0
0
25
0
15
1900
11
2967
0.513
1534
25
1900
12
125
1
25
1450
0.247
377
30
1013
23.0
70
214
16
0.91
5%
111
214
0.88
12%
0.88
12%
0.88
12%
126
Perm
0
custom
818
NA
14
1
1
4
4
34
D.P+P
4
1
4
10.0
23.0
66.0
60.0%
3.0
3.0
10.0
23.0
66.0
60.0%
3.0
3.0
-2.0
4.0
10.0
23.0
66.0
60.0%
3.0
3.0
-2.0
4.0
8.0
15.0
15.0
13.6%
3.0
3.0
C-Max
C-Max
62.0
0.56
2.70dl
42.8
0.0
42.8
D
37.7
D
~373
m194
933
C-Max
62.0
0.56
0.35
0.6
0.0
0.6
A
None
0.91
5%
0.91
5%
0
Perm
907
NA
1
1
1
Lag
864
0
0
0
1.05
6
30
926
21.0
14
70
7
0.88
12%
0
0
111
111
0.81
4%
0
0.85
13%
0.85
13%
0
Perm
149
NA
3
0
Perm
42
NA
3
3
3
None
73.0
0.66
0.10
9.7
0.0
9.7
A
Max
125
357
0
0
0
0.35
125
357
0
0
0
0.10
3
3
8.0
29.0
29.0
26.4%
3.0
3.0
-2.0
4.0
Lead
8.0
29.0
29.0
26.4%
3.0
3.0
Max
77.0
0.70
0.41
10.9
0.0
10.9
B
10.9
B
118
161
846
Max
25.0
0.23
0.61
46.1
0.0
46.1
D
46.1
D
86
138
266
2005
0
0
0
0.41
246
0
0
0
0.61
Lead
1216
Yes
89
30
269
6.1
0.81
4%
0
8.0
29.0
29.0
26.4%
3.0
3.0
9
m24
0.81
4%
8.0
15.0
15.0
13.6%
3.0
3.0
-2.0
4.0
Lag
0
m0
0
Yes
14
30
346
7.9
Lead
6
1
0.85
13%
53
Perm
3
3
8.0
29.0
29.0
26.4%
3.0
3.0
-2.0
4.0
Lead
8.0
29.0
29.0
26.4%
3.0
3.0
-2.0
4.0
Lead
Max
25.0
0.23
0.16
36.1
0.0
36.1
D
17.7
B
24
52
189
Max
25.0
0.23
0.15
3.1
0.0
3.1
A
260
0
0
0
0.16
0
8
100
345
0
0
0
0.15
Area Type:
CBD
Cycle Length: 110
Offset: 71 (65%), Referenced to phase 1:EBWB, Start of Green
Natural Cycle: 110
Intersection LOS: C
ICU Level of Service D
dl Defacto Left Lane. Recode with 1 though lane as a left lane.
Splits and Phases:
VHB/KBK

5/13/2014
78

4: Boston Wharf Road (WSR) & Seaport Boulevard
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBT
EBR
WBU
WBL
WBT
NBL
NBR
490
1900
13
220
1900
12
0
0
10
1900
12
670
1900
11
2924
0
Yes
45
1900
12
100
1
25
2517
0.961
2313
10
1900
12
0
0
2924
55
1900
12
100
1
25
1450
0.265
390
82
30
926
21.0
0.91
4%
107
23
0.91
4%
780
NA
1
1
2804
0
0
Yes
30
506
11.5
12
30
941
21.4
18
15
15
107
0.84
12%
0.84
12%
0.84
12%
0.82
21%
0.82
21%
0
custom
77
D.P+P
4
1
4
798
NA
14
67
NA
3
4
4
10.0
18.0
51.0
46.4%
3.0
3.0
-2.0
4.0
Lead
8.0
15.0
15.0
13.6%
3.0
3.0
C-Max
52.8
0.48
0.54
12.9
0.0
12.9
B
12.9
B
84
m79
846
Max
1446
0
0
0
0.54
2804
Lag
14
8.0
15.0
15.0
13.6%
3.0
3.0
-1.0
5.0
Lag
8.0
15.0
15.0
13.6%
3.0
3.0
-1.0
5.0
Lead
8.0
29.0
29.0
26%
4.0
0.0
Max
61.8
0.56
0.24
5.1
0.0
5.1
A
Max
10.0
0.09
0.28
42.2
0.0
42.2
D
42.2
D
19
37
861
100
239
0
0
0
0.28
None
17
m17
100
315
0
0
0
0.24
67.8
0.62
0.46
5.6
0.0
5.6
A
5.5
A
94
105
426
1728
0
0
0
0.46
Lag
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 80
Intersection LOS: B
ICU Level of Service A
Splits and Phases:
VHB/KBK

5/13/2014
79

5: East Service Road/Northern Avenue & Seaport Boulevard
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Parking (#/hr)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBU
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
5
1900
12
30
1900
12
150
1
25
1533
0.208
336
480
1900
12
0
1900
12
0
0
515
1900
13
100
1900
12
0
0
140
1900
12
125
1
20
1900
16
0
0
2775
2984
0
Yes
2775
0
Yes
2984
0
Yes
1238
0.981
1227
2912
40
1900
16
0
1
25
1495
0.950
1460
0
1900
12
210
1900
14
0
1
25
1699
0.950
1699
150
1900
13
2912
0
1900
12
0
0
25
0
0
0
20
30
376
8.5
30
506
11.5
68
0.92
6%
0.92
6%
0.92
6%
0
0.92
6%
0
0.86
15%
0.86
15%
0
custom
38
D.P+P
4
1
4
522
NA
14
715
NA
1
4
4
4.0
10.0
11.0
10.0%
3.0
3.0
Lead
None
68
5
0.86
15%
11
11
0.90
2%
0.90
2%
0.90
2%
0.69
17%
0.69
17%
0.69
17%
233
Split
3
323
NA
3
33%
39
Split
2
48
NA
2
8.0
21.0
35.0
31.8%
3.0
3.0
-2.0
4.0
8.0
17.0
30.0
27.3%
3.0
4.0
-2.0
5.0
Lag
8.0
17.0
30.0
27.3%
3.0
4.0
-2.0
5.0
Lag
8.0
18.0
30.0
27.3%
3.0
3.0
-2.0
4.0
Lead
8.0
18.0
30.0
27.3%
3.0
3.0
-2.0
4.0
Lead
None
42.0
0.38
0.19
24.6
0.0
24.6
C
46.0
0.42
0.43
27.0
0.0
27.0
C
26.8
C
98
131
426
C-Max
35.0
0.32
0.80
25.7
1.3
27.0
C
27.0
C
166
225
296
Max
25.0
0.23
0.60
35.9
0.0
35.9
D
Max
25.0
0.23
0.40
14.5
0.0
14.5
B
23.5
C
49
m72
898
Max
26.0
0.24
0.11
34.1
0.0
34.1
C
Max
26.0
0.24
0.11
0.5
0.0
0.5
A
15.6
B
0
0
360
1217
0
0
0
0.43
896
61
0
0
0.86
798
0
0
0
0.40
353
0
0
0
0.11
150
204
0
0
0
0.19
0
Yes
179
30
440
10.0
4.0
10.0
11.0
10.0%
3.0
3.0
-2.0
4.0
Lead
13
m25
14
156
30
978
22.2
161
m203
386
0
0
0
0.60
23
41
2.0
4.0
4.0
4%
2.0
0.0
Lag
None
429
0
0
0
0.11
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 70
Intersection LOS: C
Splits and Phases:
VHB/KBK

5/13/2014
80

6: B Street & Seaport Boulevard
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Parking (#/hr)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBT
EBR
WBU
WBL
WBT
NBU
NBL
NBR
565
1900
12
35
1900
11
0
0
5
1900
12
340
1900
13
5
1900
12
2988
0
No
2623
0.808
2117
275
1900
11
125
1
25
2795
0.950
1965
135
1900
12
0
1
2988
35
1900
12
0
0
25
0
80
30
376
8.5
1333
1333
No
80
140
140
30
686
15.6
22
0.88
21%
0.88
21%
0.88
21%
0
0.82
9%
0.82
9%
0.82
9%
0
Perm
0
Perm
432
NA
1
0
Perm
341
NA
3
165
Prot
3
1
1
1
1
10.0
18.0
49.0
44.5%
3.0
3.0
-2.0
4.0
Lead
10.0
18.0
49.0
44.5%
3.0
3.0
10.0
18.0
49.0
44.5%
3.0
3.0
Lead
Lead
C-Max
45.0
0.41
0.55
15.8
1.1
16.8
B
16.8
B
148
191
296
C-Max
C-Max
0.90
7%
30
1045
23.8
140
17
0.90
7%
667
NA
1
1222
309
0
0
0.73
3
3
10.0
18.0
49.0
44.5%
3.0
3.0
-2.0
4.0
Lead
8.0
15.0
36.0
32.7%
3.0
3.0
8.0
15.0
36.0
32.7%
3.0
3.0
0.0
6.0
8.0
15.0
36.0
32.7%
3.0
3.0
0.0
6.0
8.0
25.0
25.0
23%
4.0
0.0
C-Max
45.0
0.41
0.50
26.6
0.1
26.7
C
26.7
C
117
161
965
Max
Max
30.0
0.27
0.64
25.7
0.0
25.7
C
24.8
C
79
m106
606
125
535
0
0
0
0.64
Max
30.0
0.27
0.45
22.9
0.0
22.9
C
Ped
Lag
866
0
29
0
0.52
75
m102
363
0
0
0
0.45
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 65
Intersection LOS: C
ICU Level of Service B
Splits and Phases:
VHB/KBK

5/13/2014
81

7: D Street/Boston Fish Pier & Seaport Boulevard
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
40
1900
0
280
1900
3361
0.868
2932
115
1900
0
85
1900
0
45
1900
0
0
1900
0
0
1900
0
0
1900
0
35
1900
0
0
Yes
0
Yes
15
1900
1747
0.974
1747
15
1900
0
0
Yes
455
1900
3466
0.828
2889
55
30
1045
23.8
4
0.92
2%
0
Perm
0.92
2%
472
NA
1
1
1
16.0
21.0
45.0
42.1%
3.0
2.0
Lead
Min
12
30
173
3.9
12
0.92
2%
12
0.92
2%
0
Perm
0.92
2%
13
1
636
NA
13
5.0
10.0
19.0
18%
3.0
2.0
3.0
8.0
19.0
18%
3.0
2.0
1.0
6.0
21.0
20%
3.0
2.0
None
None
None
0
Yes
12
30
248
5.6
30
118
2.7
4
0.92
2%
0.92
2%
0.92
2%
0.92
2%
0.92
2%
0.92
2%
0
Perm
70
NA
4
4
4
9
0.92
2%
0
16.0
21.0
45.0
42.1%
3.0
2.0
0.0
5.0
Lead
5.0
8.0
21.0
19.6%
3.0
0.0
5.0
8.0
21.0
19.6%
3.0
0.0
0.0
3.0
5.0
22.0
22.0
21%
3.0
2.0
Min
31.6
0.61
0.26
7.2
0.0
7.2
A
7.2
A
37
77
965
None
None
43.9
0.85
0.26
0.6
0.1
0.7
A
0.7
A
0
6
93
None
7.0
0.13
0.29
25.3
0.0
25.3
C
25.3
C
16
61
168
2327
0
0
0
0.20
2478
724
0
0
0.36
Area Type:
Other
Cycle Length: 107
Actuated Cycle Length: 51.9
Natural Cycle: 65
Control Type: Actuated-Uncoordinated
Splits and Phases:
Lag
38
670
0
0
0
0.10
Intersection LOS: A
VHB/KBK

5/13/2014
82

8: D Street & Seaport Boulevard/Northern Avenue
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBT
EBR
WBL
WBT
NBL
NBR
315
1900
0
1900
0
0
490
1900
3539
0
Yes
3539
95
1900
0
1
25
1770
0.950
1770
15
1900
100
1
3539
0
1900
0
0
25
0
0.92
2%
0.92
2%
30
537
12.2
0.92
2%
30
215
4.9
0.92
2%
0.92
2%
533
NA
1
103
NA
7
16
Prot
7
16.0
21.0
45.0
42.1%
3.0
2.0
0.0
5.0
Lead
3.0
8.0
19.0
17.8%
3.0
2.0
0.0
5.0
3.0
8.0
19.0
17.8%
3.0
2.0
0.0
5.0
37.1
0.71
0.14
1.4
0.1
1.4
A
1.4
A
5
8
93
Min
31.6
0.61
0.25
7.8
0.0
7.8
A
7.8
A
48
93
457
None
8.2
0.16
0.37
27.7
0.0
27.7
C
25.9
C
29
87
135
3166
1431
0
0
0.20
2795
0
0
0
0.19
522
0
0
0
0.20
30
173
3.9
0.92
2%
342
NA
18
1
Area Type:
Other
Cycle Length: 107
Natural Cycle: 65
Splits and Phases:
3539
5.0
22.0
22.0
21%
3.0
2.0
5.0
10.0
19.0
18%
3.0
2.0
5.0
8.0
21.0
20%
3.0
0.0
1.0
6.0
21.0
20%
3.0
2.0
None
None
None
1583
1583
Yes
16
Lag
None
8.2
0.16
0.06
13.7
0.0
13.7
B
None
0
16
100
478
0
0
0
0.03
Intersection LOS: A
VHB/KBK

5/13/2014
83

9: Congress Street & Seaport Boulevard/Northern Avenue
Intersection
Intersection Delay, s/veh
Movement
Vol, veh/h
Conflicting Peds, #/hr
Sign Control
RT Channelized
Storage Length
Veh in Median Storage, #
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
Major/Minor
Conflicting Flow All
Stage 1
Stage 2
Follow-up Headway
Pot Capacity-1 Maneuver
Stage 1
Stage 2
Time blocked-Platoon, %
Mov Capacity-1 Maneuver
Stage 1
Stage 2
Approach
HCM Control Delay, s
HCM LOS
Minor Lane / Major Mvmt
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Control Delay (s)
HCM Lane LOS
HCM 95th %tile Q(veh)

3.5
EBT
315
0
Free
0
0
98
13
321
EBR
10
36
Free
None
98
13
10
Major1
0
-
0
-
EB
0
NBLn1
409
0.065
14.4
B
0.208
WBL
35
36
Free
94
23
37
Major2
339
2.43
1079
1047
-
WBT
235
0
Free
None
0
0
94
23
250
0
-
NBL
20
7
Stop
0
0
0
75
14
27
NBR
140
1
Stop
None
50
75
14
187
Minor1
543
344
199
3.64
442
655
780
209
3.44
761
-
409
409
651
726
734
-
WB
1.2
NBLn2
734
0.254
11.6
B
1.008
NB
12
B
EBU
-
EBT
-
EBR
-
WBL
1047
0.036
8.565
A
0.111
WBT
0.1
A
-
Notes
~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined
VHB/KBK
HCM 2010 TWSC

5/13/2014
84

10: Surface/Purchase/SASB & Pearl Street
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
0
1900
12
0
0
1900
12
0
0
1900
12
0
230
1900
11
2893
0
1900
11
0
0
1900
12
0
0
1900
12
0
0
1900
12
0
0
1900
12
0
1160
1900
12
4204
100
1900
12
0
0
Yes
60
1900
11
1374
0.950
882
No
2893
0
Yes
0
Yes
4204
0
Yes
25
635
17.3
25
246
6.7
20
25
420
11.5
25
252
6.9
232
0.92
0%
0.92
0%
0.92
0%
0.91
4%
0%
66
Perm
0.91
4%
0.91
4%
0.92
0%
0.92
0%
0.92
0%
0.99
5%
0.99
5%
253
NA
5
1273
NA
1
968
33
0.99
5%
0
2
5
5
8.0
19.0
28.0
25.5%
3.0
2.0
-1.0
4.0
8.0
19.0
28.0
25.5%
3.0
2.0
-1.0
4.0
8.0
20.0
64.0
58.2%
3.0
1.0
-1.0
3.0
Lead
8.0
18.0
18.0
16%
4.0
0.0
C-Max
68.8
0.63
0.48
2.2
0.6
2.8
A
2.8
A
30
m47
340
Ped
Ped
16.2
0.15
0.51
43.5
0.0
43.5
D
45
97
555
192
0
0
0
0.34
Ped
16.2
0.15
0.60
36.2
0.2
36.4
D
37.8
D
89
135
166
631
53
0
0
0.44
172
Lag
2638
867
457
0
0.72
Area Type:
CBD
Cycle Length: 110
Offset: 40 (36%), Referenced to phase 1:SBT, Start of Green
Natural Cycle: 60
Intersection LOS: A
ICU Level of Service C
Splits and Phases:
VHB/KBK

5/13/2014
85

11: Atlantic Avenue/Cross Street & Pearl Street
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBL
EBR
NBL
NBT
SBT
SBR
0
1900
0
0
1900
0
290
1900
0
0
1900
0
0
1900
0
0
Yes
0
No
1050
1900
4315
0.989
4235
0
Yes
25
240
6.5
25
457
12.5
225
0.91
7%
0.91
7%
0.92
0%
0.92
0%
0
Split
1
1473
NA
1
25
246
6.7
0.92
0%
0.92
0%
25.0
32.0
92.0
83.6%
3.0
2.0
25.0
32.0
92.0
83.6%
3.0
2.0
0.0
5.0
Lead
8.0
18.0
18.0
16%
4.0
0.0
C-Max
87.0
0.79
0.43
0.5
0.4
0.9
A
0.9
A
2
7
160
Ped
Lead
C-Max
166
Lag
377
3412
1276
0
0
0.69
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 50
Splits and Phases:
Intersection LOS: A
VHB/KBK

5/13/2014
86

12: Surface/Purchase/SASB & Ramp to I-93W-I-90S & Congress Street
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBT
EBR
EBR2
SBL2
SBL
SBT
395
1900
11
2829
235
1900
12
1309
130
1900
11
1266
345
1900
12
0
2829
1309
1266
No
500
1900
14
1488
0.950
1488
No
375
1900
11
2767
0.975
2767
25
700
19.1
25
252
6.9
0.94
11%
0.94
11%
0.94
11%
420
NA
1
250
Prot
1
138
Prot
1
0.94
6%
13%
463
Split
5
0.94
6%
0.94
6%
0
Split
5
835
NA
5
8.0
22.0
43.0
39.1%
3.0
2.0
-2.0
3.0
Lead
8.0
22.0
43.0
39.1%
3.0
2.0
0.0
5.0
Lead
8.0
22.0
43.0
39.1%
3.0
2.0
-2.0
3.0
Lead
8.0
19.0
47.0
42.7%
3.0
2.0
-2.0
3.0
8.0
19.0
47.0
42.7%
3.0
2.0
8.0
19.0
47.0
42.7%
3.0
2.0
-2.0
3.0
8.0
20.0
20.0
18%
4.0
0.0
C-Max
40.0
0.36
0.41
27.7
0.0
27.7
C
29.8
C
115
160
620
C-Max
38.0
0.35
0.55
34.8
0.0
34.8
C
C-Max
40.0
0.36
0.30
27.3
0.0
27.3
C
Max
44.0
0.40
0.78
27.2
1.0
28.2
C
Max
Ped
142
227
69
121
325
#476
Max
44.0
0.40
0.75
21.7
0.7
22.4
C
24.4
C
290
370
172
1028
0
20
0
0.42
452
0
0
0
0.55
460
0
0
0
0.30
595
29
22
0
0.82
Lag
Area Type:
CBD
Cycle Length: 110
Offset: 1 (1%), Referenced to phase 1:EBT, Start of Green
Natural Cycle: 70
Splits and Phases:
1106
76
41
0
0.81
Intersection LOS: C
VHB/KBK

5/13/2014
87

13: Atlantic Avenue/Cross Street & Congress Street
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
240
1900
11
2795
0.950
1855
No
655
1900
11
2881
0
1900
12
0
0
1900
12
0
0
1900
12
0
305
1900
11
2333
0
1900
12
0
795
1900
12
3785
150
1900
12
0
0
1900
12
0
0
1900
12
0
0
1900
12
0
2881
0
No
2333
No
3785
0
No
0
No
25
233
6.4
25
576
15.7
336
25
612
16.7
336
0.93
9%
0.93
9%
0.93
9%
0.76
6%
0.76
6%
0.76
6%
0.91
10%
0.91
10%
258
Prot
3
704
NA
123
401
custom
1
1039
NA
4
123
8.0
14.0
27.0
24.5%
3.0
2.0
-1.0
4.0
Lead
Max
23.0
0.21
0.44
50.9
1.8
52.7
D
100
m137
584
190
0
0
0.65
69.0
0.63
0.39
13.9
1.2
15.1
B
25.2
C
156
193
153
1807
831
0
0
0.72
25
240
6.5
1270
30
0.91
10%
0.92
0%
0.92
0%
0.92
0%
0
2
8.0
21.0
26.0
23.6%
3.0
2.0
-1.0
4.0
Lead
8.0
22.0
37.0
33.6%
3.0
2.0
-2.0
3.0
Lag
8.0
20.0
20.0
18%
3.0
2.0
C-Max
22.0
0.20
0.86
54.0
0.0
54.0
D
Max
34.0
0.31
0.89
28.2
0.0
28.2
C
28.2
C
101
m157
532
Max
141
180
496
466
0
0
0
0.86
Lag
160
1169
0
0
0
0.89
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 80
Intersection LOS: C
Splits and Phases:
VHB/KBK

5/13/2014
88

14: Dorchester Avenue & Congress Street
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBT
EBR
WBL
WBT
NBL
NBR
390
1900
11
1574
290
1900
11
1338
120
1900
12
0
1129
Yes
312
180
1900
16
1657
0.964
1601
60
1900
12
0
1574
235
1900
16
1832
0.632
1153
30
1285
29.2
16
30
391
8.9
45
98
30
576
13.1
0
Yes
185
41
0.93
5%
0.86
4%
0.86
4%
0.92
4%
0.92
4%
312
Perm
0
Perm
413
NA
1
261
NA
3
1
1
1
1
8.0
25.0
51.0
46.4%
3.0
2.0
-1.0
4.0
Lead
8.0
25.0
51.0
46.4%
3.0
2.0
-1.0
4.0
Lead
8.0
25.0
51.0
46.4%
3.0
2.0
8.0
25.0
51.0
46.4%
3.0
2.0
-1.0
4.0
Lead
8.0
18.0
37.0
33.6%
3.0
1.0
0.0
4.0
C-Max
59.1
0.54
0.50
5.6
0.0
5.6
A
3.9
A
45
m78
496
C-Max
59.1
0.54
0.42
1.6
0.0
1.6
A
C-Max
C-Max
59.1
0.54
0.67
18.6
0.0
18.6
B
18.6
B
64
m259
1205
None
20.9
0.19
0.80
69.2
0.0
69.3
E
69.3
E
163
m183
311
845
0
0
0
0.50
751
0
0
0
0.42
619
0
0
0
0.67
508
6
0
0
0.52
0.93
5%
419
NA
1
0
m0
185
Lead
4.0
22.0
22.0
20%
2.0
1.0
Lag
Ped
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 80
Intersection LOS: C
Splits and Phases:
VHB/KBK

5/13/2014
89

15: A Street & Congress Street
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
10
1900
12
100
1
25
0
280
1900
11
130
1900
11
100
1
320
1900
11
15
1900
12
0
0
165
1900
12
100
1
15
1900
12
0
0
1546
1309
0
Yes
1342
0.979
1299
1546
1666
0.954
1091
15
1900
12
0
0
25
0
5
1900
16
1277
150
1900
12
0
0
25
0
5
1900
16
2849
0.643
1825
355
1900
11
0
1
25
1510
0.524
781
1021
No
30
1285
29.2
372
0.93
10%
0.93
10%
0
Perm
312
NA
1
1
1
10.0
19.0
31.0
28.2%
3.0
4.0
Lead
C-Max
69
18
0.93
10%
140
Perm
69
0.95
4%
0.95
4%
374
D.P+P
5
1
5
353
NA
15
1
1
10.0
19.0
31.0
28.2%
3.0
4.0
0.0
7.0
Lead
10.0
19.0
31.0
28.2%
3.0
4.0
0.0
7.0
Lead
6.0
14.0
22.0
20.0%
3.0
4.0
0.0
7.0
C-Max
24.0
0.22
0.78
57.0
0.0
57.0
E
56.4
E
97
#171
1205
C-Max
24.0
0.22
0.63
55.1
0.0
55.1
E
None
39.0
0.35
0.99
75.5
0.0
75.5
E
82
#148
200
#329
100
222
0
0
0
0.63
376
0
0
0
0.99
398
0
0
0
0.78
1309
Yes
181
372
3
0.95
4%
0
15
90
0
Yes
21
30
426
9.7
30
214
4.9
0.91
11%
0.91
11%
34
2
0.91
11%
0.73
9%
0.73
9%
0.73
9%
0
Split
3
170
NA
3
181
Over
5
0
Split
4
49
NA
4
34
90
8.0
14.0
17.0
15.5%
3.0
2.0
8.0
14.0
17.0
15.5%
3.0
2.0
-1.0
4.0
Lead
6.0
14.0
22.0
20.0%
3.0
4.0
0.0
7.0
6.0
12.0
16.0
14.5%
3.0
2.0
6.0
12.0
16.0
14.5%
3.0
2.0
-1.0
4.0
Lag
8.0
24.0
24.0
22%
4.0
0.0
None
15.0
0.14
0.54
13.0
0.0
13.0
B
Max
Max
12.0
0.11
0.30
34.7
0.0
34.7
C
34.7
C
18
42
346
None
46.0
0.42
0.54
27.8
1.0
28.8
C
52.8
D
183
276
398
Max
13.0
0.12
0.87
85.8
0.0
85.8
F
48.3
D
120
#244
134
648
115
0
0
0.66
196
0
0
0
0.87
Lead
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 85
Splits and Phases:
3
30
478
10.9
Max
Lag
0
66
100
334
0
0
0
0.54
Lag
165
0
0
0
0.30
Intersection LOS: D
VHB/KBK

5/13/2014
90

16: Boston Wharf Road (WSR) & Congress Street
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Parking (#/hr)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBL
EBT
EBR
WBU
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
90
1900
12
0
0
25
0
230
1900
12
110
1900
12
0
1
10
1900
12
600
1900
12
65
1900
12
0
0
25
1900
12
0
0
45
1900
11
125
1
2757
1462
30
1900
12
0
0
25
0
25
1900
11
1275
2757
0
Yes
1462
0
Yes
1436
0.973
1418
1255
1067
Yes
129
135
1900
16
0
1
25
1753
0.950
1704
40
1900
11
1479
0.680
982
25
1900
12
150
1
25
1562
0.497
762
11
30
426
9.7
30
478
10.9
274
0.85
14%
0.85
14%
0
Perm
377
NA
1
1
1
42
13
0.85
14%
17
42
0.94
4%
0.94
4%
0.94
4%
0
129
Perm
0
Perm
38
Perm
707
NA
1
1
1
1
1
25
30
204
4.6
274
1
0.94
4%
0
0
18
1255
Yes
104
30
941
21.4
17
17
0.87
5%
0.87
5%
0.87
5%
0.83
12%
0.83
12%
0.83
12%
18
155
Split
2
75
NA
2
0
Split
3
66
NA
3
54
Prot
3
1
1
10.0
24.0
47.0
40.9%
3.0
3.0
10.0
24.0
47.0
40.9%
3.0
3.0
-1.0
5.0
10.0
24.0
47.0
40.9%
3.0
3.0
-1.0
5.0
10.0
24.0
47.0
40.9%
3.0
3.0
10.0
24.0
47.0
40.9%
3.0
3.0
-1.0
5.0
10.0
24.0
47.0
40.9%
3.0
3.0
-1.0
5.0
8.0
29.0
30.0
26.1%
3.0
3.0
-1.0
5.0
Lead
8.0
29.0
30.0
26.1%
3.0
3.0
-1.0
5.0
Lead
8.0
26.0
32.0
27.8%
3.0
3.0
8.0
26.0
32.0
27.8%
3.0
3.0
-1.0
5.0
Lag
8.0
26.0
32.0
27.8%
3.0
3.0
-1.0
5.0
Lag
4.0
6.0
6.0
5%
2.0
0.0
C-Max
C-Max
76.0
0.66
0.58
18.3
0.0
18.3
B
14.3
B
150
289
398
C-Max
76.0
0.66
0.17
2.6
0.0
2.6
A
C-Max
C-Max
76.0
0.66
0.08
10.6
0.0
10.6
B
None
15.5
0.13
0.66
59.9
0.0
59.9
E
None
11.3
0.10
0.47
59.3
0.0
59.3
E
34.0
C
47
83
861
None
11.3
0.10
0.25
3.2
0.0
3.2
A
None
10
31
None
15.5
0.13
0.34
34.3
0.0
34.3
C
51.6
D
34
73
124
None
0
24
C-Max
76.0
0.66
0.39
11.2
0.5
11.7
B
11.7
B
120
204
346
648
0
0
0
0.58
748
0
0
0
0.17
150
503
0
0
0
0.08
1825
633
0
0
0.59
381
0
0
0
0.41
Area Type:
CBD
Cycle Length: 115
Natural Cycle: 115
Splits and Phases:
110
165
337
0
0
0
0.22
Lag
337
0
0
0
0.20
0
0
125
374
0
0
0
0.14
Intersection LOS: B
VHB/KBK

5/13/2014
91

17: I-90 EB Off-Ramp & I-93 Off-Ramp/East Service Road & Congress Street
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBL
EBT
WBU
WBT
WBR
NBL
NBT
NBR
NEL2
NEL
NER
30
1900
12
175
1
25
1365
0.323
443
220
1900
12
5
1900
12
355
1900
13
110
1900
16
50
0
245
1900
12
205
1900
12
0
1
200
1900
12
3131
0.983
3125
1425
2730
3002
0.952
2860
1425
Yes
214
405
1900
12
0
2
25
3052
0.963
2588
185
1900
12
0
0
2730
130
1900
12
0
0
25
0
0
Yes
36
30
517
11.8
30
426
9.7
30
178
4.0
90
90
1
0.80
4%
0.89
19%
0.89
19%
0.80
4%
0.80
4%
34
Perm
247
NA
1
0
Perm
588
NA
1
1
1
4
0.96
2%
0.96
2%
0.90
1%
0.90
1%
0.90
1%
0
Split
2
390
NA
2
214
Prot
2
0
Split
3
878
NA
3
8.0
32.0
34.0
30.9%
3.0
4.0
-2.0
5.0
8.0
32.0
34.0
30.9%
3.0
4.0
-2.0
5.0
8.0
32.0
34.0
30.9%
3.0
4.0
8.0
32.0
34.0
30.9%
3.0
4.0
-2.0
5.0
8.0
30.0
30.0
27.3%
3.0
3.0
8.0
30.0
30.0
27.3%
3.0
3.0
-2.0
4.0
Lead
8.0
30.0
30.0
27.3%
3.0
3.0
-2.0
4.0
Lead
8.0
33.0
46.0
41.8%
3.0
3.0
8.0
33.0
46.0
41.8%
3.0
3.0
-2.0
4.0
Lag
C-Max
39.1
0.36
0.22
34.0
0.0
34.0
C
C-Max
39.1
0.36
0.25
28.2
0.0
28.2
C
28.9
C
65
110
346
C-Max
C-Max
39.1
0.36
0.57
17.7
0.0
17.7
B
17.7
B
90
105
437
None
None
20.2
0.18
0.68
47.8
0.0
47.8
D
34.0
C
136
177
98
None
20.2
0.18
0.49
8.9
0.0
8.9
A
None
740
0
0
0
0.53
500
0
0
0
0.43
Lead
175
157
0
0
0
0.22
970
0
0
0
0.25
0.96
2%
17
50
30
200
4.5
90
1
1
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 95
Splits and Phases:
1040
0
0
0
0.57
0
61
Lag
None
37.7
0.34
0.84
41.2
0.0
41.2
D
41.2
D
287
351
120
1165
0
0
0
0.75
Intersection LOS: C
VHB/KBK

5/13/2014
92

18: B Street & Congress Street
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBU
EBL
EBT
EBR
WBU
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
5
1900
12
330
1900
12
55
1900
12
200
1
5
1900
12
95
1900
12
0
0
435
1900
12
0
1
25
1900
11
125
1
1721
1371
2755
1232
1333
No
2579
0.978
2557
0
1900
12
0
0
25
0
50
1900
11
1333
295
1900
16
0
1
25
1737
0.950
1727
280
1900
14
2921
0.980
2794
390
1900
12
250
1
25
1356
0.129
184
145
1900
12
225
1900
12
0
0
25
0
1721
1371
Yes
448
2755
1210
Yes
109
0
Yes
28
30
1103
25.1
30
517
11.8
2
126
0.94
9%
0.94
9%
0.94
9%
14
6
0.94
9%
0
Perm
0
Split
2
595
NA
2
59
Prot
2
2
2
8.0
19.0
31.0
28.2%
3.0
4.0
8.0
19.0
31.0
28.2%
3.0
4.0
8.0
31.0
31.0
28.2%
3.0
4.0
-2.0
5.0
Lead
8.0
19.0
31.0
28.2%
3.0
4.0
-2.0
5.0
Lead
8.0
31.0
31.0
28.2%
3.0
4.0
Lead
8.0
19.0
31.0
28.2%
3.0
4.0
-2.0
5.0
Lead
Max
Max
Max
26.0
0.24
0.86
57.0
0.0
57.0
E
55.5
E
200
#309
437
Max
26.0
0.24
0.19
40.3
0.0
40.3
D
C-Max
C-Max
31.1
0.28
4.08
1439.0
0.0
1439.0
F
C-Max
31.1
0.28
0.62
12.1
0.0
12.1
B
460.3
F
34
m41
1023
Max
22.0
0.20
0.88
68.9
0.0
68.9
E
690
0
0
0
0.86
45
14
0.94
9%
0.94
9%
50%
212
Split
1
30
281
6.4
0
Perm
1
1
29
m62
~308
m#389
200
315
0
0
0
0.19
250
52
0
0
0
4.08
0.94
9%
126
1
0.94
9%
30
686
15.6
45
0.97
6%
0.97
6%
0.97
6%
0.75
14%
0.75
14%
0.75
14%
304
Prot
3
289
NA
34
448
Prot
34
67
NA
4
34
34
8.0
31.0
31.0
28.2%
3.0
4.0
-2.0
5.0
8.0
16.0
27.0
24.5%
3.0
4.0
-2.0
5.0
Lag
463
NA
1
749
0
0
0
0.62
210
#364
347
0
0
0
0.88
37.9
0.34
0.49
31.6
0.0
31.6
C
31.4
C
162
234
201
37.9
0.34
0.59
5.8
0.0
5.8
A
672
0
0
0
0.43
808
0
0
0
0.55
0
71
33
custom
4
2
4
8.0
19.0
21.0
19.1%
3.0
4.0
-2.0
5.0
8.0
19.0
21.0
19.1%
3.0
4.0
-2.0
5.0
None
10.9
0.10
0.25
60.8
0.0
60.8
E
41.4
D
25
m40
606
None
36.9
0.34
0.07
2.1
0.0
2.1
A
400
0
0
0
0.17
1
m7
125
532
0
0
0
0.06
Area Type:
CBD
Cycle Length: 110
Offset: 100 (91%), Referenced to phase 1:WBTL, Start of Green
Natural Cycle: 85
Intersection LOS: F
Splits and Phases:
VHB/KBK

5/13/2014
93

19: D Street & Congress Street
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Parking (#/hr)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBU
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBU
SBL
SBT
SBR
5
1900
12
275
1900
12
405
1900
13
150
1
35
1900
12
250
1
40
1900
12
0
0
5
1900
12
30
1900
12
0
0
1328
1328
0
Yes
2901
0.994
2731
2837
0.984
2816
20
1900
12
0
0
25
0
145
1900
14
1243
475
1900
11
0
2
25
2821
0.950
2657
120
1900
12
2741
0.989
2591
55
1900
12
0
0
25
0
75
1900
13
85
1900
12
0
0
25
0
1243
No
30
1103
25.1
13
153
0.87
10%
0.87
10%
0.87
10%
14
2
0.87
10%
0.71
5%
0.71
5%
0
Perm
0
Split
1
467
NA
1
10%
419
Prot
1
0
Split
4
232
NA
4
1
1
12.0
22.0
39.0
35.5%
3.0
5.0
12.0
22.0
39.0
35.5%
3.0
5.0
12.0
22.0
39.0
35.5%
3.0
5.0
-2.0
6.0
12.0
22.0
39.0
35.5%
3.0
5.0
-2.0
6.0
C-Max
C-Max
C-Max
33.7
0.31
0.56
23.4
0.0
23.4
C
59.3
E
87
m123
1023
C-Max
33.7
0.31
1.10
99.3
0.0
99.3
F
838
0
0
0
0.56
0
Yes
25
30
943
21.4
~370
m#515
150
380
0
0
0
1.10
14
14
30
317
7.2
153
1
0.71
5%
13
0.91
8%
0.91
8%
522
Split
2
176
NA
2
8.0
17.0
19.0
17.3%
3.0
5.0
8.0
17.0
19.0
17.3%
3.0
5.0
-2.0
6.0
8.0
27.0
32.0
29.1%
4.0
5.0
-2.0
7.0
Lead
None
None
12.3
0.11
0.68
52.5
0.0
52.5
D
52.5
D
74
87
863
Max
25.0
0.23
0.81
43.5
1.0
44.5
D
357
0
0
0
0.65
188
#258
641
25
0
0
0.85
156
3
0.91
8%
0
0
153
156
0.89
15%
0.89
15%
0.89
15%
0.89
15%
13
0
Perm
0
Split
3
225
NA
3
3
3
8.0
27.0
32.0
29.1%
4.0
5.0
-2.0
7.0
Lead
8.0
18.0
20.0
18.2%
3.0
5.0
8.0
18.0
20.0
18.2%
3.0
5.0
Lag
Lag
8.0
18.0
20.0
18.2%
3.0
5.0
-2.0
6.0
Lag
Max
25.0
0.23
0.56
32.8
0.1
32.9
C
41.6
D
113
175
237
Max
Max
312
5
0
0
0.57
0
Yes
15
30
210
4.8
Max
14.0
0.13
0.59
49.1
0.0
49.1
D
49.1
D
74
114
130
382
0
0
0
0.59
Area Type:
CBD
Cycle Length: 110
Offset: 37 (34%), Referenced to phase 1:EBTL, Start of Green
Natural Cycle: 95
Intersection LOS: D
Splits and Phases:
VHB/KBK

5/13/2014
94

20: D Street & Transitway
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Parking (#/hr)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
0
1900
12
0
30
1900
14
912
0
1900
12
0
0
1900
12
0
30
1900
14
912
0
1900
12
0
0
1900
12
0
635
1900
13
4334
20
1900
12
0
0
1900
12
0
605
1900
13
3109
0
1900
12
0
912
0
Yes
912
0
Yes
4334
0
Yes
3109
0
Yes
30
368
8.4
7
30
293
6.7
30
292
6.6
10
10
12
0.88
100%
0.88
100%
0.88
100%
0.97
100%
0.97
100%
0.97
100%
0.95
9%
0.95
9%
34
NA
3
0
Perm
31
NA
3
689
NA
1
3
8.0
15.0
33.0
30.0%
3.0
3.0
-1.0
5.0
None
10.8
0.10
0.38
58.2
0.0
58.2
E
58.2
E
23
53
288
232
0
0
0
0.15
3
3
8.0
15.0
33.0
30.0%
3.0
3.0
None
8.0
15.0
33.0
30.0%
3.0
3.0
-1.0
5.0
20.0
27.0
66.0
60.0%
4.0
1.0
-1.0
4.0
Lead
30
317
7.2
113
4
0.95
9%
0
0
113
0.95
8%
0.95
8%
637
NA
12
12
1
0.95
8%
0
2
12
4.0
10.0
11.0
10%
4.0
1.0
Lag
None
10.8
0.10
0.35
56.4
0.0
56.4
E
56.4
E
21
51
212
C-Max
82.0
0.75
0.21
5.7
0.2
5.9
A
5.9
A
28
143
213
93.8
0.85
0.24
2.8
0.8
3.6
A
3.6
A
29
m98
237
Max
232
0
0
0
0.13
3233
1662
144
0
0.44
2651
1612
0
0
0.61
Area Type:
CBD
Cycle Length: 110
Offset: 71 (65%), Referenced to phase 1:NBSB, Start of Green
Natural Cycle: 55
Intersection LOS: A
Splits and Phases:
VHB/KBK

5/13/2014
95

21: D Street & I-90 Ramp
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBL
EBR
NBL
NBT
SBT
SBR
0
1900
12
0
0
25
0
0
1900
12
0
0
655
1900
12
505
1900
13
100
1900
12
0
0
3008
2991
0
Yes
200
1900
13
200
1
25
1554
0.950
1550
3008
2991
0
Yes
30
297
6.8
23
30
293
6.7
4
0.92
8%
0.92
8%
0.96
9%
217
Prot
3
712
NA
13
630
NA
1
13
30
346
7.9
0.92
0%
0.92
0%
8.0
15.0
37.0
33.6%
4.0
2.0
-1.0
5.0
Max
32.0
0.29
0.48
39.7
2.3
42.0
D
127
m205
266
200
452
131
0
0
0.68
4
0.96
9%
0
2
15.0
23.0
45.0
40.9%
4.0
2.0
-1.0
5.0
Lead
8.0
28.0
28.0
25%
4.0
0.0
C-Max
62.4
0.57
0.37
10.3
0.3
10.7
B
10.7
B
63
90
213
None
103.4
0.94
0.25
1.8
0.0
1.9
A
11.2
B
0
104
217
2827
322
0
0
0.28
1706
525
0
0
0.53
Lag
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 70
Intersection LOS: B
Splits and Phases:
VHB/KBK

5/13/2014
96

22: Pump House Road & Haul Road
Intersection
Movement
Vol, veh/h
Sign Control
RT Channelized
Storage Length
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
Major/Minor
Stage 1
Stage 2
Follow-up Headway
Stage 1
Stage 2
Stage 1
Stage 2
Approach
HCM LOS
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Lane LOS

7.2
EBT
200
0
Free
0
0
96
13
208
EBR
180
1
Free
None
0
96
13
188
Major1
0
-
0
-
EB
0
NBLn1
611
0.359
14.2
B
1.628
WBL
20
1
Free
0
65
37
31
Major2
212
2.533
1176
1175
-
WBT
60
0
Free
None
0
0
65
37
92
0
-
WB
2
NBLn2
637
0.412
14.5
B
2.012
NBL
360
0
Stop
0
0
0
82
4
439
NBR
35
4
Stop
None
82
4
43
Minor1
366
212
154
3.536
630
819
869
213
3.336
822
-
611
611
816
845
819
-
NB
14.4
B
EBT
-
EBR
-
WBL
1175
0.026
8.146
A
0.081
WBT
-
Notes
VHB/KBK
HCM 2010 TWSC

5/13/2014
97

23: Surface/Purchase/SASB & Summer Street & I-90 Off-Ramp
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBT
EBR
WBL
WBT
SBL
SBT
SBR
SWL2
SWL
SWR
55
1900
13
1767
25
1900
13
1502
415
1900
11
3008
105
1900
12
0
245
1900
12
0
3008
0
Yes
240
1900
12
2777
0.960
819
95
1900
12
0
689
Yes
149
280
1900
12
2632
0.989
2630
110
1900
12
0
1767
265
1900
12
1478
0.950
763
25
418
11.4
1287
242
0.93
4%
0.93
4%
0.93
4%
0
Split
1
623
NA
1
25
670
18.3
29
25
724
19.7
25
275
7.5
1287
1287
0.70
0%
0.70
0%
0.92
0%
0.85
9%
0.85
9%
79
NA
4
36
Perm
0.92
0%
0%
288
Split
2
451
NA
2
0
Split
5
582
NA
5
8.0
22.0
29.0
26.4%
3.0
3.0
-2.0
4.0
8.0
24.0
24.0
21.8%
3.0
3.0
8.0
24.0
24.0
21.8%
3.0
3.0
-2.0
4.0
Lag
10.0
18.0
36.0
32.7%
3.0
3.0
10.0
18.0
36.0
32.7%
3.0
3.0
-2.0
4.0
Max
20.0
0.18
1.16
141.3
0.0
141.3
F
141.3
F
~256
#341
644
C-Max
C-Max
32.0
0.29
0.77
43.2
0.5
43.7
D
43.7
D
207
275
338
4
4
7.0
21.0
21.0
19.1%
3.0
3.0
-1.0
5.0
Lead
7.0
21.0
21.0
19.1%
3.0
3.0
-1.0
5.0
Lead
8.0
22.0
29.0
26.4%
3.0
3.0
-2.0
4.0
Max
16.0
0.15
0.31
45.7
0.0
45.7
D
31.9
C
51
74
590
Max
16.0
0.15
0.16
1.5
0.0
1.5
A
Max
25.0
0.23
0.86
43.6
17.0
60.7
E
0
0
185
m#342
257
0
0
0
0.31
227
0
0
0
0.16
335
43
0
0
0.99
Lag
Max
25.0
0.23
0.66
25.7
2.3
28.0
C
40.7
D
109
m156
195
Max
683
123
0
0
0.81
502
0
0
0
1.16
242
13
0.85
9%
0
807
0
30
0
0.80
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 85
Intersection LOS: E
Splits and Phases:
VHB/KBK

5/13/2014
98

24: Atlantic Avenue/Cross Street & Summer Street
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
30
1900
12
0
0
25
0
375
1900
12
0
1900
12
0
0
370
1900
10
145
1900
12
100
1
320
1900
12
0
1
0
1900
12
0
0
3076
1358
3076
0
No
2806
0.998
2748
0
1900
12
0
0
25
0
0
1900
12
310
1900
12
0
1
25
1382
0.950
636
770
1900
11
2996
0.879
2606
0
1900
12
0
0
25
0
0
No
0
No
25
275
7.5
25
826
22.5
2467
0.92
8%
0.92
8%
0.92
8%
0.91
15%
0.91
15%
0
D.P+P
4
1
4
441
NA
14
566
NA
1
14
1358
No
25
606
16.5
2467
18
0.91
15%
0
2044
0.93
7%
10%
300
Split
3
25
612
16.7
0.93
7%
680
42
0.93
7%
861
NA
3
344
Prot
3
0.92
0%
0.92
0%
0.92
0%
0
2
8.0
27.0
31.0
28.2%
3.0
3.0
-2.0
4.0
Lead
8.0
27.0
41.0
37.3%
3.0
2.0
-1.0
4.0
Lead
8.0
27.0
41.0
37.3%
3.0
2.0
-1.0
4.0
Lead
8.0
27.0
41.0
37.3%
3.0
2.0
-1.0
4.0
Lead
8.0
27.0
27.0
25%
4.0
0.0
Max
37.0
0.34
0.65
38.7
0.0
38.7
D
Max
37.0
0.34
0.91
50.2
0.0
50.2
D
46.6
D
317
#446
526
Max
37.0
0.34
0.75
44.6
0.0
44.6
D
Ped
34.0
0.31
0.53
25.6
1.0
26.6
C
26.6
C
145
m156
195
C-Max
27.0
0.25
0.75
28.2
1.5
29.7
C
29.7
C
79
m147
746
830
182
0
0
0.68
755
0
72
0
0.83
464
0
0
0
0.65
4.0
11.0
11.0
10.0%
3.0
3.0
Lag
Max
195
305
943
0
0
0
0.91
Lag
214
#351
532
456
0
0
0
0.75
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 95
Intersection LOS: D
Splits and Phases:
VHB/KBK

5/13/2014
99

25: Dorchester Avenue & Summer Street
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Parking (#/hr)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBU
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
15
1900
12
0
75
1900
13
0
30
1900
13
0
30
1900
16
0
25
1900
12
0
130
1900
12
0
0
Yes
250
1900
14
1666
0.655
1106
35
1900
14
1163
0
Yes
25
1900
16
1343
0.882
1126
35
1900
12
0
450
1900
16
2814
0.855
2393
145
1900
16
0
640
1900
13
2840
0.694
1935
1163
0
Yes
5
30
826
18.8
314
587
0.83
8%
0.83
8%
0.83
8%
0
0
Perm
0
Perm
915
NA
1
1
1
1
1
10.0
29.0
53.0
48.2%
3.0
1.0
10.0
29.0
53.0
48.2%
3.0
1.0
Lead
Lead
C-Max
C-Max
46
30
601
13.7
1146
44
0.83
8%
0
1146
0.91
10%
0.91
10%
0
Perm
687
NA
1
1
10.0
29.0
53.0
48.2%
3.0
1.0
0.0
4.0
Lead
10.0
29.0
53.0
48.2%
3.0
1.0
C-Max
49.0
0.45
1.06
73.7
0.0
73.7
E
73.7
E
~377
#443
746
C-Max
864
0
0
0
1.06
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 110
Splits and Phases:
1
1
Lead
31
30
349
7.9
587
21
0.91
10%
314
148
30
391
8.9
43
43
0.76
18%
0.76
18%
0
0.76
18%
0
0.88
4%
0.88
4%
0
Perm
112
NA
3
284
Perm
188
NA
3
3
3
10.0
29.0
53.0
48.2%
3.0
1.0
0.0
4.0
Lead
10.0
18.0
34.0
30.9%
3.0
1.0
C-Max
49.0
0.45
0.63
6.1
0.0
6.1
A
6.1
A
44
27
521
Max
1091
0
0
0
0.63
0
Yes
3
3
10.0
18.0
34.0
30.9%
3.0
1.0
0.0
4.0
10.0
18.0
34.0
30.9%
3.0
1.0
0.0
4.0
10.0
18.0
34.0
30.9%
3.0
1.0
0.0
4.0
314
1
0.88
4%
0
2
7.0
23.0
23.0
21%
2.0
1.0
Lag
Max
30.0
0.27
0.34
26.4
0.0
26.4
C
26.4
C
45
76
269
329
0
0
0
0.34
Max
30.0
0.27
0.94
72.2
0.0
72.2
E
215
#368
301
0
0
0
0.94
Max
30.0
0.27
0.44
13.9
0.0
13.9
B
49.0
D
65
141
311
Ped
424
0
0
0
0.44
Intersection LOS: D
VHB/KBK

5/13/2014
100

26: Melcher Street & Summer Street
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Parking (#/hr)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBT
EBR
WBL
WBT
NBL
NBR
670
1900
16
3249
255
1900
16
0
50
1900
14
0
0
No
145
1900
16
1794
0.955
1162
10
1900
12
0
3249
480
1900
14
3212
0.775
2491
30
1660
37.7
3
30
680
15.5
311
30
601
13.7
0.92
2%
228
3
0.92
2%
1005
NA
1
228
0
Yes
11
0.92
2%
0.92
2%
0
0.92
2%
0.92
2%
0
0
Perm
576
NA
1
169
NA
3
8.0
25.0
65.0
59.1%
3.0
2.0
-1.0
4.0
Lead
8.0
15.0
19.0
17.3%
3.0
2.0
-1.0
4.0
C-Max
67.5
0.61
0.38
13.5
0.0
13.5
B
13.5
B
107
189
1580
None
13.7
0.12
0.75
66.1
0.0
66.1
E
66.1
E
113
#202
600
1529
0
0
0
0.38
247
0
0
0
0.68
1
1
1
8.0
25.0
65.0
59.1%
3.0
2.0
-1.0
4.0
Lead
8.0
25.0
65.0
59.1%
3.0
2.0
C-Max
67.5
0.61
0.50
6.2
0.0
6.2
A
6.2
A
120
m112
521
C-Max
Lead
1994
0
0
0
0.50
4.0
26.0
26.0
24%
2.0
1.0
Lag
None
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 70
Intersection LOS: B
Splits and Phases:
VHB/KBK

5/13/2014
101

27: West Side Drive & Summer Street
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Parking (#/hr)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBU
EBT
EBR
WBL
WBT
NBL
NBR
10
1900
12
0
0
25
0
510
1900
12
10
1900
12
0
0
515
1900
12
2781
0
1900
11
0
1
25
1653
0
1900
11
0
1
2963
0.748
2218
15
1900
10
200
1
25
1366
0.370
518
2781
1653
1653
Yes
30
549
12.5
30
1002
22.8
11
0.91
11%
0.91
11%
0
0.50
0%
0.50
0%
566
NA
14
0
Prot
3
0
Yes
2
30
1660
37.7
11
0.88
9%
0.88
9%
0
Perm
602
NA
1
Lead
C-Max
65
1653
16
D.P+P
4
1
4
10.0
17.0
48.0
43.6%
3.0
2.0
-1.0
4.0
Lead
8.0
14.0
14.0
12.7%
3.0
2.0
-1.0
4.0
Lag
8.0
15.0
16.0
14.5%
3.0
3.0
-1.0
5.0
Lead
8.0
15.0
16.0
14.5%
3.0
3.0
-1.0
5.0
Lead
8.0
32.0
32.0
29%
4.0
0.0
C-Max
58.8
0.53
0.51
9.3
0.0
9.3
A
9.3
A
118
172
1580
Max
68.8
0.63
0.04
14.3
0.0
14.3
B
Min
Min
None
1
1
10.0
17.0
48.0
43.6%
3.0
2.0
65
12
0.88
9%
1186
0
0
0
0.51
5
m10
200
400
0
0
0
0.04
14
72.8
0.66
0.31
12.1
0.0
12.1
B
12.1
B
88
101
469
Lag
922
1840
0
0
0
0.31
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 90
Intersection LOS: B
Splits and Phases:
VHB/KBK

5/13/2014
102

28: World Trade Center Avenue & Summer Street
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Parking (#/hr)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBL
EBT
EBR
WBU
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
10
1900
10
200
1
25
1366
0.337
479
475
1900
12
35
1900
11
75
0
5
1900
12
535
1900
13
20
1900
12
0
0
30
1900
12
0
0
10
1900
12
0
0
3002
1282
1291
2893
0
Yes
3002
0
Yes
1282
0
No
15
1900
11
0
1
25
1510
0.730
944
0
1900
13
30
1900
15
0
1
25
1752
0.746
1247
0
1900
16
2893
45
1900
11
175
1
25
1415
0.398
579
1291
0
Yes
8
30
549
12.5
29
4
30
635
14.4
16
2
0.92
11%
66
16
0.84
11%
0.84
11%
0.84
11%
0
custom
60
pm+pt
4
1
4
661
NA
1
8.0
16.0
16.0
14.5%
3.0
4.0
0.0
7.0
Lag
Max
61.0
0.55
0.15
11.3
0.0
11.3
B
0.92
11%
0.92
11%
11
pm+pt
4
1
4
554
NA
1
8.0
16.0
16.0
14.5%
3.0
4.0
0.0
7.0
Lag
10.0
19.0
47.0
42.7%
3.0
4.0
-1.0
6.0
Lead
8.0
16.0
16.0
14.5%
3.0
4.0
Max
61.0
0.55
0.03
3.2
0.0
3.2
A
C-Max
53.0
0.48
0.40
2.8
0.0
2.8
A
2.8
A
0
0
469
Max
0
m1
200
337
0
0
0
0.03
4
4
Lag
1398
0
0
0
0.40
15
m22
175
389
0
0
0
0.15
558
30
374
8.5
30
383
8.7
29
13
0.84
11%
0
0
32
66
66
0.72
2%
0.72
2%
0.72
2%
0.60
4%
0.60
4%
0.60
4%
42
Perm
42
NA
3
25
Perm
17
NA
3
3
3
10.0
19.0
47.0
42.7%
3.0
4.0
-1.0
6.0
Lead
8.0
16.0
17.0
15.5%
3.0
4.0
-1.0
6.0
Lead
C-Max
53.0
0.48
0.46
16.0
0.0
16.0
B
15.6
B
110
m141
555
Max
11.0
0.10
0.34
54.3
0.0
54.3
D
1448
0
0
0
0.46
124
0
0
0
0.34
28
51
32
3
3
8.0
16.0
17.0
15.5%
3.0
4.0
-1.0
6.0
Lead
8.0
16.0
17.0
15.5%
3.0
4.0
-1.0
6.0
Lead
8.0
16.0
17.0
15.5%
3.0
4.0
-1.0
6.0
Lead
8.0
30.0
30.0
27%
4.0
0.0
Max
11.0
0.10
0.33
53.6
0.0
53.6
D
54.0
D
28
51
303
Max
11.0
0.10
0.27
53.5
0.0
53.5
D
Max
11.0
0.10
0.03
0.1
0.0
0.1
A
31.9
C
0
0
294
None
128
0
0
0
0.33
94
0
0
0
0.27
17
29
Lag
631
0
0
0
0.03
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 85
Intersection LOS: B
Splits and Phases:
VHB/KBK

5/13/2014
103

29: D Street & Summer Street
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Parking (#/hr)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBU
EBL
EBT
EBR
WBU
WBL
WBT
WBR
NBU
NBL
NBT
NBR
SBU
SBL
SBT
SBR
5
1900
12
125
1900
11
155
1
25
1415
0.398
576
310
1900
13
105
1900
12
0
0
20
1900
12
375
1900
16
470
1900
16
0
1
5
1900
12
35
1900
12
0
0
5
1900
12
115
1900
12
0
0
1525
3063
0
Yes
1434
No
3063
0
Yes
2818
0.992
2800
2841
3386
0.525
1790
190
1900
11
200
1
25
1336
0.182
256
195
1900
13
110
1900
12
150
1
25
1388
0.506
701
255
1900
16
2841
45
1900
12
0
0
25
0
0
0
54
30
635
14.4
9
29
0.93
11%
0.93
11%
0.93
11%
0
custom
139
D.P+P
4
1
4
446
NA
14
4
4
30
580
13.2
46
6
0.93
11%
0
14
36
46
0.92
8%
0.92
8%
0.92
8%
0
Perm
0
Perm
479
NA
1
1
1
1
1
29
2
0.92
8%
46
36
29
36
0.93
17%
0.93
17%
0.93
17%
0
0.91
7%
0.91
7%
0.91
7%
0.91
7%
511
pm+ov
2!
1
2
0
Perm
123
Split
3
312
NA
3
0
Perm
30%
151
Split
2
403
NA
2
8.0
27.0
27.0
24.5%
3.0
4.0
-1.0
6.0
Lag
8.0
27.0
27.0
24.5%
3.0
4.0
-1.0
6.0
Lag
8.0
28.0
28.0
25.5%
3.0
4.0
Max
21.0
0.19
0.92
105.8
0.0
105.8
F
Max
21.0
0.19
0.53
42.1
0.0
42.1
D
60.1
E
101
147
1224
Ped
3
3
6.0
15.0
15.0
13.6%
4.0
4.0
-1.0
7.0
8.0
30.0
40.0
36.4%
4.0
4.0
8.0
30.0
40.0
36.4%
4.0
4.0
8.0
30.0
40.0
36.4%
4.0
4.0
-1.0
7.0
8.0
28.0
28.0
25.5%
3.0
4.0
-1.0
6.0
Lead
8.0
27.0
27.0
24.5%
3.0
4.0
Max
Max
41.0
0.37
0.51
29.6
0.1
29.8
C
C-Max
C-Max
Ped
56.0
0.51
0.68
12.7
0.0
12.7
B
Max
48.0
0.44
0.35
20.5
0.0
20.5
C
22.7
C
54
120
555
C-Max
33.0
0.30
1.09dl
48.4
0.0
48.4
D
29.9
C
142
#261
500
87
73
86
#202
1270
0
0
0
0.35
537
0
0
0
0.89
748
0
1
0
0.68
150
133
0
0
0
0.92
36
100
155
275
0
5
0
0.51
0
Yes
54
30
297
6.8
0.93
17%
6.0
15.0
15.0
13.6%
4.0
4.0
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 100
! Phase conflict between lane groups.
Splits and Phases:
12
30
1304
29.6
Lag
594
0
0
0
0.53
2!
2
Lead
8.0
28.0
28.0
25.5%
3.0
4.0
-1.0
6.0
Lead
8.0
28.0
28.0
25.5%
3.0
4.0
-1.0
6.0
Lead
Ped
22.0
0.20
2.96
945.4
0.0
945.4
F
Ped
22.0
0.20
0.67
10.3
0.4
10.7
B
265.5
F
32
25
217
~170
#298
200
51
0
0
0
2.96
606
28
0
0
0.70
Intersection LOS: F
ICU Level of Service G
VHB/KBK

5/13/2014
104

30: Summer Street & Pump House Road
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBL
EBT
WBT
WBR
SBL
SBR
15
1900
12
0
540
1900
12
2898
0.898
2605
880
1900
11
3921
380
1900
11
0
30
1900
12
0
3921
0
Yes
170
1900
12
2729
0.959
2710
30
580
13.2
122
30
554
12.6
16
16
8
0.88
9%
0.94
12%
0.88
9%
0
D.P+P
5
1
5
590
NA
15
1432
NA
1
15
10.0
18.0
50.0
45.5%
3.0
3.0
-2.0
4.0
Lead
8.0
16.0
18.0
16.4%
3.0
4.0
-2.0
5.0
78.0
0.71
0.32
7.1
0.0
7.1
A
7.1
A
32
m130
500
C-Max
70.0
0.64
0.56
13.5
0.2
13.7
B
13.7
B
143
354
474
Max
13.0
0.12
0.68
54.3
0.0
54.3
D
54.3
D
75
114
215
1868
0
0
0
0.32
2539
398
0
0
0.67
335
0
0
0
0.68
5.0
12.0
12.0
10.9%
3.0
3.0
None
0
Yes
15
30
295
6.7
2
0.94
12%
0.88
14%
0.88
14%
227
NA
3
0
2
8.0
30.0
30.0
27%
4.0
0.0
Lag
None
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 90
Intersection LOS: B
Splits and Phases:
VHB/KBK

5/13/2014
105

31: Pappas Way/Drydock Avenue & Summer Street
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
200
1900
350
2
25
1770
0.089
166
350
1900
85
1900
0
0
970
1900
415
1900
0
0
20
1900
0
0
125
1900
0
1
3329
0
Yes
3329
0
Yes
1799
0.636
1179
1583
3413
1785
0.741
1343
80
1900
350
0
25
0
35
1900
80
1900
0
0
25
0
70
1900
3413
15
1900
70
1
25
1770
0.089
165
42
30
554
12.6
17
0.92
2%
0.92
2%
217
D.P+P
4
1
4
472
NA
14
None
61.8
0.62
0.70
34.1
0.0
34.1
C
71
#240
350
315
0
0
0
0.69
15
1
0.92
2%
0
15
0.92
2%
0.92
2%
16
Perm
1505
NA
1
66.8
0.67
0.21
7.4
0.0
7.4
A
15.8
B
44
111
474
2272
0
0
0
0.21
17
6
0.92
2%
0
11
0.92
2%
0.92
2%
0
Perm
185
NA
3
8.0
13.0
40.0
40.0%
4.0
1.0
0.0
5.0
Lead
8.0
13.0
40.0
40.0%
4.0
1.0
0.0
5.0
Lead
8.0
13.0
20.0
20.0%
4.0
1.0
C-Max
48.9
0.49
0.20
28.7
0.0
28.7
C
C-Max
48.9
0.49
0.90
33.5
0.0
33.5
C
33.4
C
432
#756
1332
None
6
29
70
80
0
0
0
0.20
0
Yes
6
30
2870
65.2
1
1
14
8.0
13.0
15.0
15.0%
4.0
1.0
0.0
5.0
Lag
73
30
1412
32.1
Area Type:
Other
Cycle Length: 100
Natural Cycle: 120
Splits and Phases:
1666
0
0
0
0.90
3
3
Lead
1583
Yes
136
30
950
21.6
6
1
0.92
2%
0
11
0.92
2%
0.92
2%
0.92
2%
0
Perm
125
NA
3
136
pt+ov
34
34
3
3
8.0
13.0
20.0
20.0%
4.0
1.0
0.0
5.0
Lead
8.0
13.0
20.0
20.0%
4.0
1.0
None
18.2
0.18
0.74
58.4
0.0
58.4
E
58.4
E
107
#245
2790
None
252
0
0
0
0.73
Lead
8.0
13.0
20.0
20.0%
4.0
1.0
0.0
5.0
Lead
None
18.2
0.18
0.58
49.8
0.0
49.8
D
26.4
C
71
#165
870
217
0
0
0
0.58
4.0
25.0
25.0
25%
4.0
1.0
Lag
None
36.1
0.36
0.21
5.0
0.0
5.0
A
0
42
651
0
0
0
0.21
Intersection LOS: C
VHB/KBK

5/13/2014
106

32: A Street & Melcher Street
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBL
EBR
NBL
NBT
SBT
SBR
35
1900
1461
0.985
1423
80
1900
0
120
1900
0
300
1900
1694
110
1900
0
0
No
240
1900
1833
0.741
1340
1694
0
Yes
30
50
1.1
30
680
15.5
24
44
66
0.92
2%
0.92
2%
0.92
2%
0.92
2%
0.92
2%
125
NA
5
0
Perm
391
NA
1
446
NA
1
1
1
8.0
19.0
27.0
27.0%
3.0
2.0
0.0
5.0
39.0
44.0
73.0
73.0%
3.0
2.0
39.0
44.0
73.0
73.0%
3.0
2.0
0.0
5.0
39.0
44.0
73.0
73.0%
3.0
2.0
0.0
5.0
None
13.1
0.13
0.65
56.8
0.0
56.8
E
56.8
E
77
130
600
C-Max
C-Max
76.9
0.77
0.38
4.8
0.0
4.8
A
4.8
A
39
115
1
C-Max
76.9
0.77
0.34
4.5
0.0
4.5
A
4.5
A
63
130
83
1030
0
0
0
0.38
1312
0
0
0
0.34
321
0
0
0
0.39
Area Type:
Other
Cycle Length: 100
Natural Cycle: 65
Splits and Phases:
41
30
163
3.7
66
1
0.92
2%
0
Intersection LOS: B
VHB/KBK

5/13/2014
107

33: A Street & Binford Street

Intersection
5.2
Movement
Vol, veh/h
Sign Control
RT Channelized
Storage Length
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
EBL
5
8
Stop
58
0
9
EBT
0
0
Stop
0
0
58
0
0
EBR
5
149
Stop
None
58
0
9
WBL
30
149
Stop
84
10
36
WBT
5
0
Stop
0
0
84
10
6
WBR
35
8
Stop
None
84
10
42
NBL
50
152
Free
94
8
53
Minor2
1163
517
646
3.5
173
545
464
1145
517
628
4
201
537
479
635
3.3
482
-
Minor1
1143
622
521
3.59
171
461
524
1164
622
542
4.09
188
466
507
668
3.39
444
-
Major1
509
2.272
1026
-
104
104
442
324
139
139
459
388
369
-
118
118
373
436
130
130
378
433
340
-
896
-
Major/Minor
Stage 1
Stage 2
Follow-up Headway
Stage 1
Stage 2
Stage 1
Stage 2
Approach
HCM LOS
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Lane LOS
EB
29.9
D
WB
42.2
E
NBL
896
0.059
9.271
A
0.189
NBT
0
A
-
NBR
-
NBT
340
0
Free
0
0
94
8
362
NBR
10
58
Free
None
94
8
11
0
-
0
-
NB
1.2
EBLn1 WBLn1
162
177
0.106
0.471
29.9
42.2
D
E
0.351
2.24
SBL
904
0.019
9.058
A
0.057
SBL
15
58
Free
89
4
17
Major2
521
2.236
1035
904
-
SBT
275
0
Free
0
0
89
4
309
SBR
45
152
Free
None
89
4
51
0
-
0
-
SB
0.4
SBT
0
A
-
SBR
-
Notes
VHB/KBK
HCM 2010 TWSC

5/13/2014
108

34: A Street & West 2nd Street
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
40
1900
0
10
1900
0
115
1900
1612
0.711
1206
195
1900
1649
45
1900
0
25
1900
0
0
1900
0
285
1900
1681
70
1900
0
1649
0
Yes
385
1900
1787
0.966
1732
0
1900
0
0
1900
1520
0.612
967
0
Yes
1681
0
Yes
0.71
17%
22
30
799
18.2
0.71
17%
0.89
6%
0.81
10%
35
30
1723
39.2
0.81
10%
0
Perm
70
NA
2
2
2
8.0
12.0
21.0
42.0%
3.0
1.0
Lag
None
0
Yes
0.71
17%
0.84
12%
137
Perm
286
NA
2
0.84
12%
0.89
6%
0
Perm
2
2
8.0
12.0
21.0
42.0%
3.0
1.0
0.0
4.0
Lag
8.0
12.0
21.0
42.0%
3.0
1.0
0.0
4.0
Lag
8.0
12.0
21.0
42.0%
3.0
1.0
0.0
4.0
Lag
8.0
12.0
29.0
58.0%
3.0
1.0
None
12.6
0.25
0.27
12.8
0.0
12.8
B
12.8
B
11
24
719
None
12.6
0.25
0.45
19.7
0.0
19.7
B
None
12.6
0.25
0.66
22.4
0.0
22.4
C
21.5
C
68
104
316
C-Min
343
0
0
0
0.20
410
0
0
0
0.33
Area Type:
Other
Cycle Length: 50
Natural Cycle: 40
Splits and Phases:
25
30
396
9.0
0.84
12%
34
60
577
0
0
0
0.50
1
1
Lead
30
625
14.2
0.89
6%
461
NA
1
438
NA
1
8.0
12.0
29.0
58.0%
3.0
1.0
0.0
4.0
Lead
8.0
12.0
29.0
58.0%
3.0
1.0
0.0
4.0
Lead
C-Min
29.4
0.59
0.45
8.6
0.0
8.6
A
8.6
A
63
147
545
C-Min
29.4
0.59
0.44
6.4
0.0
6.4
A
6.4
A
43
86
1643
1019
0
0
0
0.45
1004
0
0
0
0.44
0.81
10%
0
Intersection LOS: B
VHB/KBK

5/13/2014
109

35: D Street & West 1st Street
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
0
1900
100
1
25
1900
10
1900
0
1900
0
0
75
1900
160
1900
100
1
50
1900
150
1
65
1900
100
1
1696
1442
1509
1417
1900
1900
0
Yes
1696
1442
Yes
170
1772
0.998
1767
155
1900
0
1
25
1583
0.950
1482
0
1900
5
1900
0
0
25
0
130
1900
1900
0
1900
0
0
25
0
1417
Yes
98
30
728
16.5
30
1555
35.3
1509
Yes
109
30
921
20.9
30
1433
32.6
20
0.42
0%
0.42
0%
0.42
0%
0.94
12%
0.94
12%
0.94
12%
0.79
7%
0.79
7%
21
1
0.79
7%
0.91
14%
0.91
14%
0.91
14%
0
D.P+P
2
3
2
24
NA
23
80
NA
3
170
pt+ov
13
0
Split
4
171
NA
4
63
Prot
4
170
Prot
1
71
custom
1
13
10.0
17.0
32.0
32.0%
3.0
1.0
10.0
17.0
32.0
32.0%
3.0
1.0
0.0
4.0
Lag
10.0
17.0
32.0
32.0%
3.0
1.0
0.0
4.0
Lag
12.0
17.0
33.0
33.0%
3.0
2.0
0.0
5.0
Lead
12.0
17.0
33.0
33.0%
3.0
2.0
0.0
5.0
Lead
None
14.4
0.14
0.67
53.2
0.0
53.2
D
39.7
D
105
141
841
None
14.4
0.14
0.20
3.0
0.0
3.0
A
C-Max
57.8
0.58
0.19
13.0
0.0
13.0
B
C-Max
57.8
0.58
0.08
1.9
0.0
1.9
A
0
1
41
112
23
6.0
10.0
10.0
10.0%
3.0
1.0
0.0
4.0
Lag
10.0
17.0
25.0
25.0%
3.0
1.0
0.0
4.0
Lead
None
14.8
0.15
0.09
34.1
0.0
34.1
C
34.1
C
14
15
648
None
10.8
0.11
0.44
49.5
0.0
49.5
D
16.7
B
49
93
1475
475
0
0
0
0.05
356
0
0
0
0.22
Area Type:
Other
Cycle Length: 100
Offset: 0 (0%), Referenced to phase 1:SBL, Start of Green
Natural Cycle: 65
Splits and Phases:
Lag
None
70.6
0.71
0.16
1.2
0.0
1.2
A
0
17
100
1198
0
0
0
0.14
496
0
0
0
0.34
21
20
0
15
1353
150
501
0
0
0
0.13
915
0
0
0
0.19
100
860
0
0
0
0.08
Intersection LOS: C
VHB/KBK

5/13/2014
110

36: West 1st Street & East 1st Street & Pappas Way
Intersection
4.6
Movement
Vol, veh/h
Sign Control
RT Channelized
Storage Length
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
EBL
20
0
Free
82
13
24
Major/Minor
Stage 1
Stage 2
Follow-up Headway
Stage 1
Stage 2
Stage 1
Stage 2
Approach
HCM LOS
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Lane LOS
EBT
95
0
Free
0
0
82
13
116
EBR
45
0
Free
None
82
13
55
0
-
0
-
Major1
273
2.317
1229
1229
EB
1
WBL
0
0
Free
85
4
0
Major2
179
2.236
1385
1385
-

WBT
155
0
Free
0
0
85
4
182
WBR
70
0
Free
None
85
4
82
0
-
0
-
NBL
60
0
Stop
84
3
71
NBT
35
0
Stop
0
0
84
3
42
NBR
5
8
Stop
None
84
3
6
SBL
25
8
Stop
87
6
29
SBT
25
0
Stop
0
0
87
6
29
SBR
20
0
Stop
None
87
6
23
Minor1
457
200
257
3.527
512
800
745
473
200
273
4.027
488
734
682
151
3.327
893
-
Minor2
456
232
224
3.554
508
762
770
460
232
228
4.054
492
705
708
232
3.354
797
-
463
463
777
694
471
471
713
677
887
-
460
460
740
704
475
475
700
688
792
-
WB
0
NBLn1
477
0.25
15
C
0.976
EBL
1229
0.02
7.989
A
0.061
EBT
0
A
-
NB
15
C
EBR
-
WBL
1385
0
A
0
SB
13
B
WBT
-
WBR
-
SBLn1
529
0.152
13
B
0.533
Notes
VHB/KBK
HCM 2010 TWSC

5/13/2014
111

37: L Street/Summer Street & East 1st Street
Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
60
1900
0
0
25
0
25
1900
30
1900
0
0
50
1900
390
1900
0
0
15
1500
0
0
30
1900
0
0
1582
0.984
1559
1435
0.985
1414
100
1900
100
0
25
0
220
1900
20
1500
100
0
25
0
720
1500
1632
0.270
451
20
1900
0
0
25
0
3071
0.603
1874
0
Yes
14
30
2396
54.5
7
0.84
9%
0
Perm
0.84
9%
137
NA
3
3
3
7.0
11.0
24.0
22.0%
3.0
1.0
Lead
None
227
30
2803
63.7
4
0.84
9%
4
0.87
4%
0
Perm
0.87
4%
3
3
7.0
11.0
24.0
22.0%
3.0
1.0
None
20.2
0.20
1.34
240.6
0.0
240.6
F
240.6
F
~124
#229
2316
None
Lead
102
0
0
0
1.34
528
NA
3
0
Yes
1
30
696
15.8
7
0.87
4%
22
0.94
4%
0
Perm
7.0
11.0
24.0
22.0%
3.0
1.0
0.0
4.0
Lead
Area Type:
Other
Cycle Length: 109
Natural Cycle: 150
Splits and Phases:
0
Yes
1
1
7.0
11.0
24.0
22.0%
3.0
1.0
0.0
4.0
Lead
10.0
14.0
54.0
49.5%
3.0
1.0
None
20.2
0.20
1.07
83.8
0.0
83.8
F
83.8
F
~288
#466
2723
Max
495
0
0
0
1.07
Lead
0.94
4%
803
NA
1
1
0
Yes
13
30
1206
27.4
30
0.94
4%
30
0.95
14%
0
D.P+P
4
1
4
0.95
14%
369
NA
14
22
0.95
14%
0
2
14
10.0
14.0
54.0
49.5%
3.0
1.0
0.0
4.0
Lead
5.0
9.0
10.0
9.2%
3.0
1.0
4.0
21.0
21.0
19%
3.0
1.0
Lag
Lag
Max
50.6
0.50
1.13
102.2
0.0
102.2
F
102.2
F
~702
#941
616
None
711
0
0
0
1.13
None
56.5
0.56
0.33
11.6
0.0
11.6
B
11.6
B
63
90
1126
1133
0
0
0
0.33
Intersection LOS: F
VHB/KBK

5/13/2014
112

38: Farragut Road/Conley Terminal & East 1st Street/Shore Road

Intersection
8.2
Movement
Vol, veh/h
Sign Control
RT Channelized
Storage Length
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
EBL
45
0
Stop
86
28
52
EBT
0
0
Stop
0
0
86
28
0
EBR
35
0
Stop
None
86
28
41
WBL
10
0
Stop
75
0
13
WBT
10
0
Stop
0
0
75
0
13
WBR
0
0
Stop
None
75
0
0
NBL
210
1
Free
81
2
259
Minor2
584
40
544
3.752
387
913
479
589
52
537
4.252
388
803
483
41
3.552
961
-
Minor1
597
537
60
3.5
418
532
957
617
537
80
4
408
526
832
26
3.3
1056
-
Major1
68
2.218
1533
-
326
326
757
385
322
322
803
400
960
-
347
347
441
916
338
338
436
832
1055
-
1532
-
Major/Minor
Stage 1
Stage 2
Follow-up Headway
Stage 1
Stage 2
Stage 1
Stage 2
Approach
HCM LOS
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Lane LOS
EB
14.9
B
WB
16.4
C
NBL
1532
0.169
7.828
A
0.609
NBT
0
A
-
NBR
-
NBT
15
0
Free
0
0
81
2
19
NBR
0
0
Free
None
81
2
0
0
-
0
-
NB
7.3
EBLn1 WBLn1
458
342
0.203
0.078
14.9
16.4
B
C
0.752
0.252
SBL
0
0
Free
81
38
0
Major2
19
2.542
1392
1391
-
SBT
10
0
Free
0
0
81
38
12
SBR
45
1
Free
None
81
38
56
0
-
0
-
SB
0
SBU
-
SBL
1391
-
SBT
-
SBR
-
Notes
VHB/KBK
HCM 2010 TWSC

5/13/2014
113

40: A Street & Parking Lot

Intersection
0.9
Movement
Vol, veh/h
Sign Control
RT Channelized
Storage Length
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
WBL
15
0
Stop
0
0
0
92
0
16
WBR
30
44
Stop
None
92
0
33
Minor1
829
405
424
3.5
343
678
664
433
3.3
627
-
319
319
653
641
590
-
Major/Minor
Stage 1
Stage 2
Follow-up Headway
Stage 1
Stage 2
Stage 1
Stage 2
Approach
HCM LOS
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Lane LOS
WB
13.8
B
NBT
330
0
Free
0
0
92
0
359
NBR
5
28
Free
None
92
0
5
Major1
0
-
0
-
SBL
10
28
Free
92
0
11
Major2
408
2.2
1162
1135
-
NB
0
NBT
-
NBR WBLn1
460
0.106
13.8
B
0.355
SBL
1135
0.01
8.202
A
0.029
SBT
370
0
Free
None
0
0
92
0
402
0
-
SB
0.2
SBT
0
A
-
Notes
VHB/KBK
HCM 2010 TWSC

5/13/2014
114

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

Timing Plan: Weekday Evening
WBL
WBT
SBT
SBR
SWL2
SWL
SWR
115
1900
12
0
180
1900
11
2934
0.981
2429
920
1900
12
4293
115
1900
12
0
0
Yes
140
1900
12
1321
0.965
887
55
1900
12
0
4293
540
1900
12
1562
0.950
1073
144
25
293
8.0
428
435
0.81
4%
0.81
4%
0.81
4%
667
Prot
16
241
NA
1
16
25
248
6.8
22
25
552
15.1
428
0.93
5%
0.93
5%
0.91
3%
0
Split
5
318
NA
5
1137
NA
6
8.0
21.0
21.0
19.1%
3.0
3.0
8.0
21.0
21.0
19.1%
3.0
3.0
-2.0
4.0
Lead
8.0
13.0
42.0
38.2%
3.0
1.0
-1.0
3.0
Lag
Max
17.0
0.15
0.70
30.4
1.9
32.3
C
32.3
C
70
m44
168
Max
39.0
0.35
0.74
34.0
0.0
34.0
C
34.0
C
250
305
472
453
48
0
0
0.79
1536
0
0
0
0.74
Lead
Max
435
31
0.91
3%
0
64.0
0.58
0.73
22.9
55.9
78.8
E
324
388
8.0
21.0
26.0
23.6%
3.0
2.0
-1.0
4.0
Lead
8.0
21.0
21.0
19%
4.0
0.0
C-Max
22.0
0.20
0.91
81.2
0.0
81.2
F
79.4
E
168
#267
213
Ped
908
0
537
0
1.80
Lag
264
0
0
0
0.91
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 90
Intersection LOS: D
Splits and Phases:
\\mawatr\TS\12624.00\tech\Synchro\EX-PM.syn
VHB/KBK

5/13/2014
115

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBL2
EBL
EBT
WBT
WBR
WBR2
NBL2
NBL
NBT
NBR
5
1900
12
510
1900
13
205
1900
11
445
1900
12
250
1
355
1900
13
90
1800
12
200
1800
12
0
0
1114
1260
1359
1114
578
817
No
2154
0.850
2015
3188
0.605
1934
515
1800
12
0
1
25
1156
0.800
681
535
1800
13
25
1900
12
0
0
25
0
25
248
6.8
25
1013
27.6
314
314
0.75
5%
0.75
5%
0.75
5%
0.90
5%
0
D.P+P
5
6
5
0
D.P+P
5
6
5
720
NA
56
396
NA
6
4.0
11.0
11.0
10.0%
3.0
3.0
4.0
11.0
11.0
10.0%
3.0
3.0
Lead
Lead
Max
Max
0
No
25
457
12.5
314
20
0.90
5%
34%
365
Perm
314
20
0.90
5%
10%
355
Perm
6
6
6
6
8.0
21.0
31.0
28.2%
3.0
3.0
-1.0
5.0
Lag
8.0
21.0
31.0
28.2%
3.0
3.0
-1.0
5.0
Lag
8.0
21.0
31.0
28.2%
3.0
3.0
-1.0
5.0
Lag
8.0
26.0
41.0
37.3%
3.0
3.0
8.0
26.0
41.0
37.3%
3.0
3.0
-1.0
5.0
Lead
8.0
26.0
41.0
37.3%
3.0
3.0
-1.0
5.0
Lead
8.0
27.0
27.0
25%
4.0
0.0
Max
26.0
0.24
2.68
791.0
0.0
791.0
F
Max
26.0
0.24
1.84
417.7
0.0
417.7
F
C-Max
C-Max
36.0
0.33
1.20
138.7
0.0
138.7
F
~484
m#665
~403
m#571
~426
m#528
C-Max
36.0
0.33
1.30
172.2
0.0
172.2
F
161.1
F
~451
m#551
377
None
30.0
0.27
1.23
157.1
0.6
157.7
F
157.7
F
~341
#350
168
Max
26.0
0.24
1.51
271.7
0.4
272.0
F
488.1
F
~428
m#619
933
584
46
0
0
1.34
263
0
7
0
1.55
250
136
0
0
0
2.68
250
193
0
0
0
1.84
378
0
0
0
1.20
56
126
314
0.98
2%
0.98
2%
31%
455
Split
1
0
Split
1
Lead
0.98
2%
913
NA
1
1280
48
0.98
2%
0
2
Lag
704
0
0
0
1.30
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 145
Intersection LOS: F
Splits and Phases:
VHB/KBK

5/13/2014
116

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Parking (#/hr)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBL
EBT
EBR
WBU
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
35
1900
12
0
0
25
0
555
1900
11
120
1900
12
125
1
5
1000
12
590
1000
12
20
1000
12
0
0
45
1900
12
0
0
220
1900
11
100
1
1622
1622
0
Yes
1445
0.837
1207
1255
489
Yes
136
1337
0.743
1006
15
1900
12
0
0
25
0
20
1900
11
1358
195
1900
12
0
0
25
0
10
1900
11
2926
0.588
1726
10
1000
12
125
1
25
830
0.312
230
30
1013
23.0
131
252
6
0.88
7%
81
252
0.85
3%
0.85
3%
0.85
3%
136
Perm
0
custom
718
NA
14
1
1
4
4
18
D.P+P
4
1
4
10.0
23.0
54.0
49.1%
3.0
3.0
10.0
23.0
54.0
49.1%
3.0
3.0
-2.0
4.0
10.0
23.0
54.0
49.1%
3.0
3.0
-2.0
4.0
8.0
15.0
15.0
13.6%
3.0
3.0
C-Max
C-Max
50.0
0.45
0.86
15.9
0.0
15.9
B
13.6
B
67
m55
933
C-Max
50.0
0.45
0.46
2.3
0.0
2.3
A
None
0.88
7%
0.88
7%
0
Perm
671
NA
1
1
1
Lag
784
0
0
0
0.86
5
30
935
21.3
14
131
14
0.85
3%
0
0
23
0.82
2%
0.82
2%
0
0
Perm
305
NA
3
3
3
8.0
15.0
15.0
13.6%
3.0
3.0
-2.0
4.0
Lag
8.0
29.0
41.0
37.3%
3.0
3.0
None
61.0
0.55
0.10
5.7
0.0
5.7
A
Max
0
m0
4
m8
125
296
0
0
0
0.46
125
187
0
0
0
0.10
0
Yes
11
30
346
7.9
30
269
6.1
81
2
0.82
2%
0
0
81
23
0.77
12%
0.77
12%
0.77
12%
0
Perm
45
NA
3
286
Perm
3
3
8.0
29.0
41.0
37.3%
3.0
3.0
-2.0
4.0
Lead
8.0
29.0
41.0
37.3%
3.0
3.0
Max
65.0
0.59
0.75
20.3
0.0
20.3
C
20.0
B
101
132
855
Max
37.0
0.34
0.88
61.2
0.0
61.2
E
61.2
E
196
#308
266
960
0
0
0
0.75
345
0
0
0
0.88
Lead
1197
Yes
126
Lead
3
3
8.0
29.0
41.0
37.3%
3.0
3.0
-2.0
4.0
Lead
8.0
29.0
41.0
37.3%
3.0
3.0
-2.0
4.0
Lead
Max
37.0
0.34
0.11
26.2
0.0
26.2
C
22.6
C
22
42
189
Max
37.0
0.34
0.59
22.0
0.0
22.0
C
405
0
0
0
0.11
91
134
100
486
0
0
0
0.59
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 90
Intersection LOS: C
Splits and Phases:
VHB/KBK

5/13/2014
117

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBT
EBR
WBU
WBL
WBT
NBL
NBR
425
1900
13
100
1900
12
0
0
15
1900
12
380
1900
11
2895
0
Yes
165
1900
12
100
1
25
2875
0.965
2747
65
1900
12
0
0
2895
80
1900
12
100
1
25
1577
0.305
460
27
30
935
21.3
0.94
6%
187
7
0.94
6%
558
NA
1
1
3049
0
0
Yes
30
497
11.3
46
30
946
21.5
17
19
19
187
0.75
3%
0.75
3%
0.75
3%
0.88
4%
0.88
4%
0
custom
127
D.P+P
4
1
4
507
NA
14
262
NA
3
4
4
10.0
18.0
39.0
35.5%
3.0
3.0
-2.0
4.0
Lead
8.0
15.0
22.0
20.0%
3.0
3.0
C-Max
35.0
0.32
0.59
15.9
0.0
15.9
B
15.9
B
92
m113
855
Max
939
0
0
0
0.59
3049
Lag
14
8.0
15.0
22.0
20.0%
3.0
3.0
-1.0
5.0
Lag
8.0
15.0
20.0
18.2%
3.0
3.0
-1.0
5.0
Lead
8.0
29.0
29.0
26%
4.0
0.0
Max
51.0
0.46
0.33
22.6
0.0
22.6
C
Max
15.0
0.14
0.61
54.2
0.0
54.2
D
54.2
D
73
m114
866
100
431
0
0
0
0.61
None
49
m57
100
385
0
0
0
0.33
57.0
0.52
0.32
21.2
0.0
21.2
C
21.5
C
98
m107
417
1579
0
0
0
0.32
Lag
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 80
Intersection LOS: C
Splits and Phases:
VHB/KBK

5/13/2014
118

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Parking (#/hr)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBL
EBT
EBR
WBU
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
30
1900
12
150
1
25
1547
0.224
365
455
1900
12
0
1900
12
0
0
5
1900
12
350
1900
13
160
1900
12
0
0
165
1900
12
125
1
35
1900
16
0
0
2735
0
Yes
2735
0
Yes
1437
0.968
1397
2940
2728
0.756
2062
190
1900
16
0
1
25
1698
0.950
1625
0
1900
12
105
1900
14
0
1
25
1682
0.950
1671
55
1900
13
2940
0
1900
12
0
0
25
0
30
497
11.3
124
19
0.88
5%
0.88
5%
0
0.88
5%
0
0.71
7%
0.71
7%
0.71
7%
34
D.P+P
4
1
4
517
NA
14
0
Perm
725
NA
1
1
1
206
30
978
22.2
124
9
0.71
7%
19
19
0.80
3%
0.80
3%
0.80
3%
0.77
3%
0.77
3%
0.77
3%
131
Split
3
275
NA
3
35%
161
Split
2
131
NA
2
8.0
21.0
38.0
34.5%
3.0
3.0
8.0
21.0
38.0
34.5%
3.0
3.0
-2.0
4.0
8.0
17.0
27.0
24.5%
3.0
4.0
-2.0
5.0
Lag
8.0
17.0
27.0
24.5%
3.0
4.0
-2.0
5.0
Lag
8.0
18.0
30.0
27.3%
3.0
3.0
-2.0
4.0
Lead
8.0
18.0
30.0
27.3%
3.0
3.0
-2.0
4.0
Lead
None
45.0
0.41
0.15
5.2
0.0
5.2
A
C-Max
49.0
0.45
0.39
5.1
0.4
5.6
A
5.5
A
35
43
417
C-Max
38.0
0.35
0.96
44.7
0.0
44.7
D
44.7
D
196
193
277
Max
22.0
0.20
0.39
34.4
0.0
34.4
C
Max
22.0
0.20
0.39
10.0
0.0
10.0
A
17.8
B
18
40
898
Max
26.0
0.24
0.40
39.0
0.0
39.0
D
Max
26.0
0.24
0.28
3.2
0.0
3.3
A
23.0
C
0
3
360
1309
0
371
0
0.55
756
0
0
0
0.96
336
0
0
0
0.39
711
0
12
0
0.39
401
0
0
0
0.40
150
224
0
0
0
0.15
0
Yes
179
30
440
10.0
4.0
10.0
11.0
10.0%
3.0
3.0
-2.0
4.0
Lead
4
m7
14
0
Yes
68
30
357
8.1
79
124
101
141
2.0
4.0
4.0
4%
2.0
0.0
Lag
None
476
0
22
0
0.29
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 70
Intersection LOS: C
Splits and Phases:
VHB/KBK

5/13/2014
119

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Parking (#/hr)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBU
EBT
EBR
WBU
WBL
WBT
NBU
NBL
NBR
5
1900
12
0
0
25
0
635
1900
12
255
1900
11
0
0
10
1900
12
375
1900
13
5
1900
12
0
No
2942
0.506
1495
180
1900
11
125
1
25
2929
0.950
1599
190
1900
12
0
1
2901
0.952
2762
120
1900
12
0
0
25
0
102
30
357
8.1
102
180
180
0.87
7%
0.87
7%
0
0.81
4%
0.81
4%
0.81
4%
0
Perm
0
Perm
580
NA
1
0
Perm
228
NA
3
235
Prot
3
1
1
1
1
10.0
18.0
52.0
47.3%
3.0
3.0
-2.0
4.0
Lead
10.0
18.0
52.0
47.3%
3.0
3.0
10.0
18.0
52.0
47.3%
3.0
3.0
Lead
Lead
C-Max
48.0
0.44
0.86
34.5
5.7
40.2
D
40.2
D
349
436
277
C-Max
C-Max
0.86
3%
0
Perm
1041
NA
1
1
1
Lead
C-Max
1398
No
0.87
7%
43
10.0
18.0
52.0
47.3%
3.0
3.0
1398
30
679
15.4
43
0.86
3%
1205
123
0
0
0.96
30
1064
24.2
180
8
0.86
3%
3
3
10.0
18.0
52.0
47.3%
3.0
3.0
-2.0
4.0
Lead
8.0
15.0
33.0
30.0%
3.0
3.0
8.0
15.0
33.0
30.0%
3.0
3.0
0.0
6.0
8.0
15.0
33.0
30.0%
3.0
3.0
0.0
6.0
8.0
25.0
25.0
23%
4.0
0.0
C-Max
48.0
0.44
1.62dl
46.4
12.5
58.9
E
58.9
E
194
#291
984
Max
Max
27.0
0.25
0.58
42.7
0.0
42.7
D
45.4
D
69
m95
599
125
392
0
0
0
0.58
Max
27.0
0.25
0.69
48.1
0.0
48.1
D
Ped
652
0
67
0
0.99
Lag
144
m200
343
0
0
0
0.69
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 90
Intersection LOS: D
Splits and Phases:
VHB/KBK

5/13/2014
120

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
20
1900
0
350
1900
3229
0.934
3018
375
1900
0
50
1900
0
25
1900
0
0
1900
0
0
1900
0
0
1900
0
10
1900
0
0
Yes
0
Yes
40
1900
1715
0.994
1715
35
1900
0
0
Yes
460
1900
3491
0.838
2940
274
30
1064
24.2
16
0.92
2%
0
Perm
0.92
2%
810
NA
1
1
1
16.0
21.0
45.0
42.1%
3.0
2.0
Lead
Min
7
30
173
3.9
14
0.92
2%
14
0.92
2%
0
Perm
0.92
2%
13
1
581
NA
13
5.0
10.0
19.0
18%
3.0
2.0
3.0
8.0
19.0
18%
3.0
2.0
1.0
6.0
21.0
20%
3.0
2.0
None
None
None
0
Yes
28
30
248
5.6
30
118
2.7
16
0.92
2%
0.92
2%
0.92
2%
0.92
2%
0.92
2%
0.92
2%
0
Perm
92
NA
4
4
4
19
0.92
2%
0
16.0
21.0
45.0
42.1%
3.0
2.0
0.0
5.0
Lead
5.0
8.0
21.0
19.6%
3.0
0.0
5.0
8.0
21.0
19.6%
3.0
0.0
0.0
3.0
5.0
22.0
22.0
21%
3.0
2.0
Min
36.6
0.63
0.41
6.0
0.0
6.0
A
6.0
A
51
107
984
None
None
46.4
0.80
0.25
0.6
0.2
0.8
A
0.8
A
0
4
93
None
7.5
0.13
0.38
25.4
0.0
25.4
C
25.4
C
22
68
168
2231
0
0
0
0.36
2396
912
0
0
0.39
Area Type:
Other
Cycle Length: 107
Natural Cycle: 65
Splits and Phases:
Lag
38
586
0
0
0
0.16
Intersection LOS: A
VHB/KBK

5/13/2014
121

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBT
EBR
WBL
WBT
NBL
NBR
360
1900
0
1900
0
0
460
1900
3539
0
Yes
3539
75
1900
0
1
25
1770
0.950
1770
15
1900
100
1
3539
0
1900
0
0
25
0
30
537
12.2
30
215
4.9
30
173
3.9
3539
5.0
22.0
22.0
21%
3.0
2.0
5.0
10.0
19.0
18%
3.0
2.0
5.0
8.0
21.0
20%
3.0
0.0
1.0
6.0
21.0
20%
3.0
2.0
None
None
None
1583
Yes
16
0.92
2%
0.92
2%
0.92
2%
0.92
2%
10
0.92
2%
391
NA
18
500
NA
1
82
NA
7
16
Prot
7
16.0
21.0
45.0
42.1%
3.0
2.0
0.0
5.0
Lead
3.0
8.0
19.0
17.8%
3.0
2.0
0.0
5.0
3.0
8.0
19.0
17.8%
3.0
2.0
0.0
5.0
44.7
0.77
0.14
1.5
0.1
1.6
A
1.6
A
9
14
93
Min
36.6
0.63
0.22
7.7
0.0
7.7
A
7.7
A
45
86
457
None
7.6
0.13
0.36
31.6
0.0
31.6
C
28.9
C
28
74
135
3016
1517
0
0
0.26
2524
0
0
0
0.20
455
0
0
0
0.18
1583
0.92
2%
Area Type:
Other
Cycle Length: 107
Natural Cycle: 65
Splits and Phases:
Lag
None
7.6
0.13
0.07
14.8
0.0
14.8
B
None
0
16
100
419
0
0
0
0.04
Intersection LOS: A
VHB/KBK

5/13/2014
122

9: Congress Street & Seaport Boulevard/Northern Avenue
Intersection
Movement
Vol, veh/h
Sign Control
RT Channelized
Storage Length
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
Major/Minor
Stage 1
Stage 2
Follow-up Headway
Stage 1
Stage 2
Stage 1
Stage 2
Approach
HCM LOS
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Lane LOS

3.6
EBT
200
0
Free
0
0
91
9
220
EBR
15
60
Free
None
91
9
16
Major1
0
-
0
-
EB
0
NBLn1
376
0.173
16.6
C
0.62
WBL
65
60
Free
85
5
76
Major2
240
2.25
1302
1237
-
WBT
310
0
Free
None
0
0
85
5
365
0
-
WB
1.6
NBLn2
765
0.171
10.7
B
0.612
NBL
45
3
Stop
0
0
0
69
9
65
NBR
90
4
Stop
None
50
69
9
130
Minor1
578
243
335
3.59
430
754
676
182
3.39
808
-
376
376
751
593
765
-
NB
12.7
B
EBU
-
EBT
-
EBR
-
WBL
1237
0.062
8.102
A
0.197
WBT
0.2
A
-
Notes
VHB/KBK
HCM 2010 TWSC

5/13/2014
123

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
0
1900
12
0
0
1900
12
0
0
1900
12
0
120
1900
11
2949
0
1900
11
0
0
1900
12
0
0
1900
12
0
0
1900
12
0
0
1500
12
0
1265
1450
12
3360
55
1500
12
0
0
Yes
70
1900
11
1401
0.950
873
No
2949
0
Yes
0
Yes
3360
0
Yes
25
635
17.3
25
246
6.7
10
25
420
11.5
25
252
6.9
269
0.92
0%
0.92
0%
0.92
0%
729
14
0.94
3%
0.88
2%
0%
80
Split
5
0.88
2%
0.88
2%
0.92
0%
0.92
0%
0.92
0%
0.94
3%
0.94
3%
136
NA
5
1405
NA
1
8.0
19.0
26.0
23.6%
3.0
2.0
-1.0
4.0
8.0
19.0
26.0
23.6%
3.0
2.0
-1.0
4.0
8.0
20.0
66.0
60.0%
3.0
1.0
-1.0
3.0
Lead
8.0
18.0
18.0
16%
4.0
0.0
C-Max
70.4
0.64
0.65
7.2
0.5
7.7
A
7.7
A
59
m67
340
Ped
Ped
14.6
0.13
0.43
46.8
0.0
46.8
D
65
m72
555
280
0
0
0
0.29
Ped
14.6
0.13
0.35
43.4
0.0
43.4
D
44.6
D
54
m60
166
589
0
0
0
0.23
172
0
2
Lag
2155
44
326
0
0.77
Area Type:
CBD
Cycle Length: 110
Offset: 15 (14%), Referenced to phase 1:SBT, Start of Green
Natural Cycle: 70
Intersection LOS: B
Splits and Phases:
VHB/KBK

5/13/2014
124

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBL
EBR
NBL
NBT
SBT
SBR
0
1900
0
0
1900
0
190
1100
0
0
1900
0
0
1900
0
0
Yes
0
No
1230
1100
2230
0.850
2201
0
Yes
25
240
6.5
25
457
12.5
260
0.91
3%
0.91
3%
0.92
0%
0.92
0%
0
Split
1
1561
NA
1
25
246
6.7
0.92
0%
0.92
0%
25.0
32.0
92.0
83.6%
3.0
2.0
25.0
32.0
92.0
83.6%
3.0
2.0
0.0
5.0
Lead
8.0
18.0
18.0
16%
4.0
0.0
C-Max
87.0
0.79
0.89
6.6
5.3
11.9
B
11.9
B
31
m23
160
Ped
Lead
C-Max
166
Lag
377
1763
159
0
0
0.97
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 90
Intersection LOS: B
Splits and Phases:
VHB/KBK

5/13/2014
125

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBT
EBR
EBR2
SBL2
SBL
SBT
710
1900
11
3049
600
1900
12
1411
210
1900
11
1364
590
1900
12
0
3049
1411
1364
No
360
1900
14
1531
0.950
1298
No
385
1900
11
2836
0.971
1717
25
700
19.1
25
252
6.9
0.86
3%
298
13
0.86
3%
298
13
0.86
3%
60
298
0.93
3%
0.93
3%
244
Prot
1
0.93
3%
0%
387
Split
5
826
NA
1
698
Prot
1
0
Split
5
1048
NA
5
8.0
22.0
48.0
43.6%
3.0
2.0
-2.0
3.0
Lead
8.0
22.0
48.0
43.6%
3.0
2.0
-2.0
3.0
Lead
8.0
22.0
48.0
43.6%
3.0
2.0
-2.0
3.0
Lead
8.0
19.0
42.0
38.2%
3.0
2.0
-2.0
3.0
8.0
19.0
42.0
38.2%
3.0
2.0
8.0
19.0
42.0
38.2%
3.0
2.0
-2.0
3.0
C-Max
45.0
0.41
0.66
29.5
0.2
29.7
C
73.1
E
244
294
620
C-Max
45.0
0.41
1.21
140.8
0.0
140.8
F
C-Max
45.0
0.41
0.44
26.5
0.0
26.5
C
Max
39.0
0.35
0.71
19.5
14.7
34.2
C
~603
#774
122
183
109
272
1247
0
58
0
0.69
577
0
0
0
1.21
558
0
0
0
0.44
542
140
0
0
0.96
8.0
20.0
20.0
18%
4.0
0.0
Lag
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 150
Splits and Phases:
Max
Max
39.0
0.35
1.24dl
55.6
22.6
78.2
E
66.3
E
~443
#565
172
Ped
1005
98
0
0
1.16
Intersection LOS: E
VHB/KBK

5/13/2014
126

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
320
1900
11
2901
0.950
1681
No
750
1900
11
2991
0
1900
12
0
0
1900
12
0
0
1900
12
0
365
1900
11
2424
0
1500
12
0
735
1500
12
3300
95
1500
12
0
0
1900
12
0
0
1900
12
0
0
1900
12
0
2991
0
No
2424
No
3300
0
No
0
No
25
233
6.4
25
576
15.7
465
25
612
16.7
465
0.93
5%
0.93
5%
0.93
5%
0.68
2%
0.68
2%
0.68
2%
0.86
3%
0.86
3%
344
Prot
3
806
NA
123
537
custom
1
965
NA
4
123
8.0
14.0
21.0
19.1%
3.0
2.0
-1.0
4.0
Lead
Max
17.0
0.15
0.77
39.6
2.5
42.1
D
126
#187
448
38
0
0
0.84
66.0
0.60
0.45
4.1
0.6
4.7
A
15.9
B
70
64
153
1794
583
0
0
0.67
25
240
6.5
1083
8
0.86
3%
0.92
0%
0.92
0%
0.92
0%
0
2
8.0
21.0
29.0
26.4%
3.0
2.0
-1.0
4.0
Lead
8.0
22.0
40.0
36.4%
3.0
2.0
-2.0
3.0
Lag
8.0
20.0
20.0
18%
3.0
2.0
C-Max
25.0
0.23
0.98
75.1
26.4
101.6
F
Max
37.0
0.34
0.87
30.4
0.0
30.4
C
30.4
C
221
m201
532
Max
217
202
496
550
0
47
0
1.07
Lag
160
1110
0
0
0
0.87
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 90
Intersection LOS: D
Splits and Phases:
VHB/KBK

5/13/2014
127

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBT
EBR
WBL
WBT
NBL
NBR
440
1900
11
1621
425
1900
11
1378
140
1900
12
0
946
Yes
452
130
1900
16
1629
0.965
1586
50
1900
12
0
1621
195
1900
16
1862
0.568
1018
30
1285
29.2
17
30
391
8.9
30
97
30
576
13.1
0
Yes
517
12
0.94
2%
0.89
2%
0.89
2%
0.92
4%
0.92
4%
452
Perm
0
Perm
376
NA
1
195
NA
3
1
1
1
1
8.0
25.0
57.0
51.8%
3.0
2.0
-1.0
4.0
Lead
8.0
25.0
57.0
51.8%
3.0
2.0
-1.0
4.0
Lead
8.0
25.0
57.0
51.8%
3.0
2.0
8.0
25.0
57.0
51.8%
3.0
2.0
-1.0
4.0
Lead
8.0
18.0
31.0
28.2%
3.0
1.0
0.0
4.0
C-Max
63.5
0.58
0.50
7.8
0.1
7.9
A
6.8
A
62
m198
496
C-Max
63.5
0.58
0.61
4.8
0.8
5.6
A
C-Max
C-Max
63.5
0.58
0.64
18.6
0.7
19.3
B
19.3
B
183
m317
1205
None
16.5
0.15
0.76
19.9
0.0
19.9
B
19.9
B
86
m77
311
935
39
0
0
0.52
737
92
48
0
0.70
587
0
52
0
0.70
412
0
0
0
0.47
0.94
2%
468
NA
1
15
m28
517
Lead
4.0
22.0
22.0
20%
2.0
1.0
Lag
Ped
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 80
Intersection LOS: B
Splits and Phases:
VHB/KBK

5/13/2014
128

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Parking (#/hr)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
15
1900
12
100
1
25
0
420
1900
11
180
1900
11
100
1
170
1900
11
20
1900
12
0
0
380
1900
12
100
1
20
1900
12
0
0
1546
1425
0
Yes
1471
0.978
1396
1546
1822
0.959
1288
20
1900
12
0
0
25
0
5
1900
16
1240
115
1900
12
0
0
25
0
20
1900
16
3073
0.620
1901
245
1900
11
0
1
25
1525
0.349
501
813
No
30
1285
29.2
169
0.84
2%
0.84
2%
0
Perm
518
NA
1
1
1
10.0
19.0
37.0
33.6%
3.0
4.0
Lead
C-Max
177
7
0.84
2%
0
214
Perm
177
0.89
3%
0.89
3%
275
D.P+P
5
1
5
213
NA
15
1
1
10.0
19.0
37.0
33.6%
3.0
4.0
0.0
7.0
Lead
10.0
19.0
37.0
33.6%
3.0
4.0
0.0
7.0
Lead
6.0
14.0
18.0
16.4%
3.0
4.0
0.0
7.0
C-Max
30.0
0.27
1.00
78.4
0.0
78.4
E
82.3
F
197
#268
1205
C-Max
30.0
0.27
0.97
91.7
0.0
91.7
F
None
41.0
0.37
0.95
72.1
0.0
72.1
E
146
#267
113
#260
100
221
0
0
0
0.97
289
0
0
0
0.95
518
0
0
0
1.00
1425
Yes
442
169
8
0.89
3%
15
74
0
Yes
24
30
470
10.7
30
213
4.8
0.86
2%
0.86
2%
52
1
0.86
2%
0.82
2%
0.82
2%
0
Split
3
157
NA
3
442
Over
5
0
Split
4
54
NA
4
52
74
1
0.82
2%
0
2
8.0
14.0
15.0
13.6%
3.0
2.0
8.0
14.0
15.0
13.6%
3.0
2.0
-1.0
4.0
Lead
6.0
14.0
18.0
16.4%
3.0
4.0
0.0
7.0
6.0
12.0
16.0
14.5%
3.0
2.0
6.0
12.0
16.0
14.5%
3.0
2.0
-1.0
4.0
Lag
8.0
24.0
24.0
22%
4.0
0.0
None
11.0
0.10
0.82
18.0
0.0
18.0
B
Max
Max
12.0
0.11
0.30
33.5
0.0
33.5
C
33.5
C
20
52
390
None
48.0
0.44
0.31
19.6
0.0
19.6
B
49.2
D
63
127
398
Max
11.0
0.10
0.86
88.2
0.0
88.2
F
36.4
D
111
#215
133
678
0
0
0
0.31
182
0
0
0
0.86
Lead
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 95
Splits and Phases:
7
30
478
10.9
Max
Lag
0
#96
100
540
0
0
0
0.82
Lag
181
0
0
0
0.30
Intersection LOS: E
VHB/KBK

5/13/2014
129

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Parking (#/hr)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBL
EBT
EBR
WBU
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
90
1900
12
0
0
25
0
365
1900
12
405
1900
12
0
1
20
1900
12
315
1900
12
65
1900
12
0
0
30
1900
12
0
0
85
1900
11
125
1
2646
1389
70
1900
12
0
0
25
0
195
1900
11
1411
2646
0
Yes
1389
0
Yes
1569
0.987
1565
1351
1107
Yes
490
30
1900
16
0
1
25
1721
0.950
1669
20
1900
11
1644
0.823
1299
180
1900
12
150
1
25
1577
0.342
568
24
30
426
9.7
30
478
10.9
222
0.82
3%
0.82
3%
0
Perm
555
NA
1
1
1
36
30
204
4.6
1351
Yes
109
30
946
21.5
65
1
0.82
3%
65
222
27
0.88
3%
0.88
3%
0.88
3%
0
0.88
3%
0
0.83
7%
0.83
7%
0.83
7%
0.91
4%
0.91
4%
0.91
4%
27
494
Perm
0
Perm
228
Perm
432
NA
1
36
Split
2
60
NA
2
0
Split
3
291
NA
3
93
Prot
3
1
1
1
1
1
1
10.0
29.0
43.0
39.1%
3.0
3.0
10.0
29.0
43.0
39.1%
3.0
3.0
-1.0
5.0
10.0
29.0
43.0
39.1%
3.0
3.0
-1.0
5.0
10.0
29.0
43.0
39.1%
3.0
3.0
10.0
29.0
43.0
39.1%
3.0
3.0
-1.0
5.0
10.0
29.0
43.0
39.1%
3.0
3.0
-1.0
5.0
8.0
30.0
30.0
27.3%
3.0
3.0
-1.0
5.0
Lead
8.0
30.0
30.0
27.3%
3.0
3.0
-1.0
5.0
Lead
8.0
26.0
31.0
28.2%
3.0
3.0
8.0
26.0
31.0
28.2%
3.0
3.0
-1.0
5.0
Lag
8.0
26.0
31.0
28.2%
3.0
3.0
-1.0
5.0
Lag
4.0
6.0
6.0
5%
2.0
0.0
C-Max
C-Max
64.4
0.59
0.73
12.0
0.0
12.0
B
8.0
A
118
m120
398
C-Max
64.4
0.59
0.58
2.9
0.7
3.6
A
C-Max
C-Max
64.4
0.59
0.69
23.1
0.0
23.1
C
None
9.6
0.09
0.24
50.5
0.0
50.5
D
None
23.7
0.22
0.86
57.1
0.0
57.1
E
44.3
D
184
#321
866
None
23.7
0.22
0.25
4.5
0.0
4.5
A
None
38
#265
None
9.6
0.09
0.39
31.2
0.0
31.2
C
38.4
D
16
50
124
None
2
m12
C-Max
64.4
0.59
0.28
4.1
0.0
4.1
A
10.7
B
16
33
346
760
0
0
0
0.73
851
122
0
0
0.68
150
332
0
0
0
0.69
1559
0
0
0
0.28
391
0
0
0
0.09
24
51
343
0
0
0
0.17
Lag
370
0
0
0
0.79
2
m22
125
402
0
0
0
0.23
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 135
Intersection LOS: B
Splits and Phases:
VHB/KBK

5/13/2014
130

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBU
EBL
EBT
WBU
WBT
WBR
NBL
NBT
NBR
NEL2
NEL
NER
25
1900
12
25
1900
12
175
1
25
1562
0.377
603
520
1900
12
5
1900
12
495
1900
13
65
1900
16
50
0
65
1900
12
90
1900
12
0
1
35
1900
12
3104
0.984
3101
1411
3124
3197
0.950
3038
1411
Yes
106
70
1900
12
0
2
25
2897
0.969
2664
60
1900
12
0
0
3124
30
1900
12
0
0
25
0
0
0
0
Yes
15
30
517
11.8
30
426
9.7
1
30
178
4.0
1
0.85
3%
0.85
3%
0.85
3%
0.69
4%
0.69
4%
0.69
4%
0
Split
2
111
NA
2
106
Prot
2
0
Split
3
239
NA
3
58
0.86
4%
0.86
4%
0.86
2%
0.86
2%
0
Perm
58
Perm
605
NA
1
0
Perm
658
NA
1
1
1
1
1
8.0
32.0
47.0
42.7%
3.0
4.0
8.0
32.0
47.0
42.7%
3.0
4.0
-2.0
5.0
8.0
32.0
47.0
42.7%
3.0
4.0
-2.0
5.0
8.0
32.0
47.0
42.7%
3.0
4.0
8.0
32.0
47.0
42.7%
3.0
4.0
-2.0
5.0
8.0
30.0
30.0
27.3%
3.0
3.0
8.0
30.0
30.0
27.3%
3.0
3.0
-2.0
4.0
Lead
8.0
30.0
30.0
27.3%
3.0
3.0
-2.0
4.0
Lead
8.0
33.0
33.0
30.0%
3.0
3.0
8.0
33.0
33.0
30.0%
3.0
3.0
-2.0
4.0
Lag
C-Max
C-Max
70.6
0.64
0.15
4.8
0.0
4.8
A
C-Max
70.6
0.64
0.30
4.7
0.0
4.7
A
4.7
A
41
55
346
C-Max
C-Max
70.6
0.64
0.34
10.6
0.0
10.6
B
10.6
B
155
m120
437
None
None
11.0
0.10
0.36
49.4
0.0
49.4
D
32.7
C
39
63
98
None
11.0
0.10
0.45
15.2
0.0
15.2
B
None
733
0
0
0
0.15
414
0
0
0
0.26
Lead
7
m12
175
386
0
0
0
0.15
2003
0
0
0
0.30
30
200
4.5
58
0.86
4%
1
1
58
9
0.86
2%
1954
0
0
0
0.34
0
44
Lag
None
15.5
0.14
0.59
49.8
0.0
49.8
D
49.8
D
82
88
120
763
0
0
0
0.31
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 95
Intersection LOS: B
Splits and Phases:
VHB/KBK

5/13/2014
131

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBU
EBL
EBT
EBR
WBU
WBL
WBT
WBR
NBU
NBL
NBT
NBR
SBU
SBL
SBT
SBR
5
1900
12
345
1900
12
240
1900
12
200
1
10
1900
12
115
1900
12
0
0
5
1900
12
440
1900
12
0
1
5
1900
12
135
1900
11
125
1
1754
1398
1411
No
0
Yes
1754
1398
Yes
506
3091
0.890
2684
1391
2795
0.978
2757
25
1900
12
0
0
25
0
215
1900
11
1411
235
1900
16
0
1
25
1770
0.211
393
135
1900
14
3123
0.990
3095
500
1900
12
250
1
25
1435
0.130
196
190
1900
12
85
1900
12
0
0
25
0
27
30
1103
25.1
30
517
11.8
0.94
3%
0.94
3%
67
0.94
3%
19
1
0.94
3%
0
Perm
0
Split
2
462
NA
2
255
Prot
2
2
2
8.0
19.0
30.0
27.3%
3.0
4.0
8.0
19.0
30.0
27.3%
3.0
4.0
Lead
Lead
8.0
19.0
30.0
27.3%
3.0
4.0
-2.0
5.0
Lead
8.0
19.0
30.0
27.3%
3.0
4.0
-2.0
5.0
Lead
Max
Max
Max
25.0
0.23
0.65
33.2
0.0
33.2
C
38.9
D
140
205
437
Max
25.0
0.23
0.80
49.3
0.0
49.3
D
709
0
0
0
0.65
30
220
5.0
57
19
0.86
3%
0.86
3%
50%
302
Split
1
0.86
3%
8.0
31.0
35.0
31.8%
3.0
4.0
8.0
31.0
35.0
31.8%
3.0
4.0
-2.0
5.0
8.0
31.0
35.0
31.8%
3.0
4.0
-2.0
5.0
8.0
16.0
24.0
21.8%
3.0
4.0
C-Max
C-Max
30.7
0.28
5.59
2100.4
0.0
2100.4
F
C-Max
30.7
0.28
0.81
33.0
0.0
33.0
C
691.6
F
231
m280
1023
Max
0
Perm
1
1
646
NA
1
67
1
0.86
3%
0
19
~458
m#578
200
320
0
0
0
0.80
250
54
0
0
0
5.59
799
0
0
0
0.81
30
679
15.4
57
67
57
0.87
4%
0.87
4%
0.87
4%
0.87
4%
0.91
1%
0.91
1%
0.91
1%
0.91
1%
0
custom
276
Prot
3
155
NA
34
506
Prot
34
0
Perm
0
Perm
268
NA
4
34
34
4
4
4
4
148
custom
4
2
4
8.0
19.0
21.0
19.1%
3.0
4.0
8.0
19.0
21.0
19.1%
3.0
4.0
8.0
19.0
21.0
19.1%
3.0
4.0
-2.0
5.0
8.0
19.0
21.0
19.1%
3.0
4.0
-2.0
5.0
None
None
None
15.3
0.14
0.72
25.9
0.0
25.9
C
19.1
B
72
m91
599
None
40.3
0.37
0.25
6.6
0.0
6.6
A
3
3
Lag
157
#301
1391
Yes
148
8.0
16.0
24.0
21.8%
3.0
4.0
-2.0
5.0
Lag
Max
19.0
0.17
4.12
1452.1
0.0
1452.1
F
~357
#504
67
0
0
0
4.12
39.3
0.36
0.25
26.0
0.0
26.0
C
435.2
F
76
122
140
39.3
0.36
0.61
5.8
0.0
5.8
A
637
0
0
0
0.24
830
0
0
0
0.61
0
58
390
0
0
0
0.69
37
m37
125
611
0
0
0
0.24
Area Type:
CBD
Cycle Length: 110
Offset: 93 (85%), Referenced to phase 1:WBTL, Start of Green
Natural Cycle: 85
Intersection LOS: F
Splits and Phases:
VHB/KBK

5/13/2014
132

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Parking (#/hr)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBU
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBU
SBL
SBT
SBR
10
1900
12
140
1900
12
520
1900
13
150
1
20
1900
12
250
1
50
1900
12
0
0
10
1900
12
40
1900
12
0
0
1482
1482
0
Yes
3387
0.999
3359
3095
0.980
3070
5
1900
12
0
0
25
0
585
1900
14
1314
365
1900
11
0
2
25
2929
0.950
2864
200
1900
12
2728
0.986
2592
105
1900
12
0
0
25
0
130
1900
13
105
1900
12
0
0
25
0
1314
No
0
Yes
6
30
954
21.7
30
1103
25.1
10
81
10
106
81
106
0.91
4%
12
1
0.91
4%
81
0.91
4%
0.86
3%
0.86
3%
0.86
3%
0.86
4%
0.86
4%
0.86
4%
0
0.88
1%
0.88
1%
0.88
1%
0
Perm
0
Split
1
457
NA
1
31%
394
Prot
1
0
Split
4
296
NA
4
424
Split
2
291
NA
2
0
Perm
0
Split
3
727
NA
3
1
1
12.0
22.0
38.0
34.5%
3.0
5.0
12.0
22.0
38.0
34.5%
3.0
5.0
12.0
22.0
38.0
34.5%
3.0
5.0
-2.0
6.0
12.0
22.0
38.0
34.5%
3.0
5.0
-2.0
6.0
8.0
17.0
17.0
15.5%
3.0
5.0
8.0
17.0
17.0
15.5%
3.0
5.0
-2.0
6.0
8.0
27.0
27.0
24.5%
4.0
5.0
-2.0
7.0
Lead
C-Max
C-Max
C-Max
32.0
0.29
0.58
24.1
0.0
24.1
C
49.7
D
90
m127
1023
C-Max
32.0
0.29
1.03
75.0
4.4
79.4
E
None
None
11.0
0.10
0.94
87.0
0.0
87.0
F
87.0
F
108
#182
874
Max
20.0
0.18
0.80
50.9
0.0
50.9
D
314
0
0
0
0.94
532
0
0
0
0.80
793
0
5
0
0.58
150
382
0
5
0
1.05
140
169
3
3
8.0
27.0
27.0
24.5%
4.0
5.0
-2.0
7.0
Lead
8.0
18.0
28.0
25.5%
3.0
5.0
8.0
18.0
28.0
25.5%
3.0
5.0
Lag
Lag
8.0
18.0
28.0
25.5%
3.0
5.0
-2.0
6.0
Lag
Max
20.0
0.18
1.05
106.9
3.9
110.8
F
75.3
E
~192
#244
237
Max
Max
277
3
0
0
1.06
0
Yes
5
30
210
4.8
0.91
4%
~328
m#508
12
10
30
317
7.2
10
1
0.88
1%
Max
22.0
0.20
1.07
96.2
0.0
96.2
F
96.2
F
~298
#405
130
681
0
0
0
1.07
Area Type:
CBD
Cycle Length: 110
Offset: 32 (29%), Referenced to phase 1:EBTL, Start of Green
Natural Cycle: 115
Intersection LOS: E
Splits and Phases:
VHB/KBK

5/13/2014
133

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Parking (#/hr)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
0
1900
12
0
25
1900
14
912
0
1900
12
0
0
1900
12
0
25
1900
14
912
0
1900
12
0
0
1900
12
0
615
1900
13
4614
5
1900
12
0
0
1900
12
0
1210
1900
13
3291
0
1900
12
0
912
0
Yes
912
0
Yes
4614
0
Yes
3291
0
Yes
30
368
8.4
0.89
100%
0.89
100%
28
NA
3
3
8.0
15.0
25.0
22.7%
3.0
3.0
-1.0
5.0
None
10.9
0.10
0.31
54.3
0.0
54.3
D
54.3
D
19
46
288
165
0
0
0
0.17
2
30
293
6.7
30
292
6.6
2
0.89
100%
2
0.69
100%
0
Perm
3
3
8.0
15.0
25.0
22.7%
3.0
3.0
None
0.69
100%
0.69
100%
14
0.85
4%
36
NA
3
0.85
4%
730
NA
1
8.0
15.0
25.0
22.7%
3.0
3.0
-1.0
5.0
20.0
27.0
74.0
67.3%
4.0
1.0
-1.0
4.0
Lead
30
317
7.2
113
0.85
4%
0
113
0.98
2%
0.98
2%
1235
NA
12
14
0.98
2%
0
2
12
4.0
10.0
11.0
10%
4.0
1.0
Lag
None
10.9
0.10
0.40
58.8
0.0
58.8
E
58.8
E
25
42
212
C-Max
81.9
0.74
0.21
5.2
0.2
5.4
A
5.4
A
75
31
213
93.7
0.85
0.44
1.9
1.5
3.4
A
3.4
A
44
m69
237
Max
165
0
0
0
0.22
3435
1619
16
0
0.40
2802
1302
277
0
0.82
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 55
Intersection LOS: A
Splits and Phases:
VHB/KBK

5/13/2014
134

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBL
EBR
NBL
NBT
SBT
SBR
0
1900
12
0
0
25
0
0
1900
12
0
0
620
1900
12
720
1900
13
490
1900
12
0
0
3154
3061
0
Yes
340
1900
13
200
1
25
1630
0.950
1628
3154
3061
0
Yes
30
297
6.8
172
30
293
6.7
3
0.81
3%
0.81
3%
0.97
2%
420
Prot
3
765
NA
13
1247
NA
1
13
30
346
7.9
0.92
0%
0.92
0%
8.0
15.0
37.0
33.6%
4.0
2.0
-1.0
5.0
Max
32.0
0.29
0.89
50.0
23.8
73.8
E
210
m#370
266
200
474
65
0
0
1.03
3
0.97
2%
0
2
15.0
23.0
45.0
40.9%
4.0
2.0
-1.0
5.0
Lead
8.0
28.0
28.0
25%
4.0
0.0
C-Max
62.4
0.57
0.69
17.3
1.7
19.0
B
19.0
B
154
#354
213
None
103.4
0.94
0.26
2.0
0.0
2.0
A
27.5
C
0
114
217
2965
357
0
0
0.29
1810
370
84
0
0.87
Lag
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 90
Intersection LOS: C
Splits and Phases:
VHB/KBK

5/13/2014
135

22: Pump House Road & Haul Road
Intersection
Movement
Vol, veh/h
Sign Control
RT Channelized
Storage Length
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
Major/Minor
Stage 1
Stage 2
Follow-up Headway
Stage 1
Stage 2
Stage 1
Stage 2
Approach
HCM LOS
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Lane LOS

4.2
EBT
50
0
Free
0
0
81
7
62
EBR
290
0
Free
None
0
81
7
358
Major1
0
-
0
-
EB
0
NBLn1
499
0.251
14.6
B
0.982
WBL
70
0
Free
0
83
16
84
Major2
64
2.344
1454
1454
-
WBT
220
0
Free
None
0
0
83
16
265
0
-
WB
1.8
NBLn2
510
0.256
14.5
B
1.011
NBL
225
2
Stop
0
0
0
90
3
250
NBR
5
2
Stop
None
90
3
6
Minor1
498
64
434
3.527
530
956
651
64
3.327
998
-
499
499
954
613
996
-
NB
14.5
B
EBT
-
EBR
-
WBL
1454
0.058
7.628
A
0.185
WBT
-
Notes
VHB/KBK
HCM 2010 TWSC

5/13/2014
136

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBT
EBR
WBL
WBT
SBL
SBT
SBR
SWL2
SWL
SWR
125
1900
13
1767
60
1900
13
1502
385
1900
12
2838
0.993
2823
65
1900
12
0
205
1900
12
0
0
Yes
145
1900
12
2885
0.958
585
45
1900
12
0
689
Yes
149
265
1900
11
2960
0.984
2519
80
1900
12
0
1767
320
1900
12
1478
0.950
814
17
25
418
11.4
1517
219
0.85
3%
0.85
3%
0.85
3%
0
Split
1
465
NA
1
25
670
18.3
13
25
724
19.7
25
275
7.5
1517
1517
0.95
0%
0.95
0%
0.92
0%
0.88
7%
0.88
7%
132
NA
4
63
Perm
0.92
0%
41%
205
Split
2
431
NA
2
0
Split
5
603
NA
5
8.0
22.0
25.0
22.7%
3.0
3.0
-2.0
4.0
8.0
24.0
30.0
27.3%
3.0
3.0
8.0
24.0
30.0
27.3%
3.0
3.0
-2.0
4.0
Lag
10.0
18.0
33.0
30.0%
3.0
3.0
10.0
18.0
33.0
30.0%
3.0
3.0
-2.0
4.0
Max
26.0
0.24
0.89
50.0
0.0
50.0
D
50.0
D
232
m246
644
C-Max
C-Max
29.0
0.26
0.61
39.6
0.1
39.7
D
39.7
D
148
189
338
4
4
8.0
22.0
22.0
20.0%
3.0
3.0
-1.0
5.0
Lead
8.0
22.0
22.0
20.0%
3.0
3.0
-1.0
5.0
Lead
8.0
22.0
25.0
22.7%
3.0
3.0
-2.0
4.0
Max
17.0
0.15
0.48
49.2
0.0
49.2
D
34.2
C
86
149
590
Max
17.0
0.15
0.27
2.9
0.0
2.9
A
Max
21.0
0.19
0.73
20.8
9.9
30.7
C
0
0
106
m104
273
0
0
0
0.48
232
0
0
0
0.27
282
52
0
0
0.89
17
Lag
Max
21.0
0.19
0.76
19.6
9.7
29.3
C
29.8
C
118
m106
195
Max
565
107
0
0
0.94
680
0
0
0
0.89
219
21
0.88
7%
0
760
0
17
0
0.63
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 90
Intersection LOS: D
Splits and Phases:
VHB/KBK

5/13/2014
137

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Bus Blockages (#/hr)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
65
1900
12
0
0
25
0
345
1900
12
0
1900
12
0
0
450
1900
10
235
1900
12
100
1
320
1700
12
0
1
0
1900
12
0
0
3129
946
3129
0
No
1958
0.800
1932
0
1900
12
0
0
25
0
0
1900
12
135
1700
12
0
1
25
1013
0.800
466
530
1700
11
2984
0.592
1747
0
1900
12
0
0
25
0
0
No
0
No
25
275
7.5
25
826
22.5
1001
0.90
8%
0
0.90
8%
0
0.90
8%
0
0.92
0%
11
0.92
5%
11
0
D.P+P
4
1
4
455
NA
14
744
NA
1
14
1182
No
25
606
16.5
1001
77
0.92
7%
11
0
2011
0.88
10%
0
10%
138
Split
3
25
612
16.7
0.88
10%
0
1288
32
0.88
10%
0
617
NA
3
364
Prot
3
0.92
0%
0
0.92
0%
0
0.92
0%
0
0
2
8.0
25.0
26.0
23.6%
3.0
3.0
-2.0
4.0
Lead
8.0
27.0
46.0
41.8%
3.0
2.0
-1.0
4.0
Lead
8.0
27.0
46.0
41.8%
3.0
2.0
-1.0
4.0
Lead
8.0
27.0
46.0
41.8%
3.0
2.0
-1.0
4.0
Lead
8.0
27.0
27.0
25%
4.0
0.0
Max
42.0
0.38
0.36
27.7
0.0
27.7
C
Max
42.0
0.38
0.83
41.7
0.0
41.7
D
54.0
D
213
#288
526
Max
42.0
0.38
1.01
84.8
0.0
84.8
F
Ped
29.0
0.26
0.84
37.5
0.0
37.5
D
37.5
D
105
m#173
195
C-Max
22.0
0.20
1.27dr
120.7
0.5
121.1
F
121.1
F
~238
m#303
746
539
0
0
0
0.84
625
0
39
0
1.27
386
0
0
0
0.36
4.0
11.0
11.0
10.0%
3.0
3.0
Lag
Max
75
131
747
0
0
0
0.83
Lag
~258
#440
532
361
0
0
0
1.01
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 120
Intersection LOS: E
dr Defacto Right Lane. Recode with 1 though lane as a right lane.
Splits and Phases:
VHB/KBK

5/13/2014
138

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Parking (#/hr)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBU
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
35
1900
12
0
75
1900
13
0
40
1900
13
0
35
1900
16
0
30
1900
12
0
160
1900
12
0
0
Yes
380
1900
14
1699
0.680
1161
25
1900
14
1324
0
Yes
15
1900
16
1481
0.853
1235
40
1900
12
0
495
1900
16
3066
0.815
2476
100
1900
16
0
565
1900
13
2808
0.596
1642
1324
0
Yes
6
30
826
18.8
190
597
0.97
7%
0.97
7%
0.97
7%
0
0
Perm
0
Perm
736
NA
1
1
1
1
1
10.0
29.0
44.0
40.0%
3.0
1.0
10.0
29.0
44.0
40.0%
3.0
1.0
Lead
Lead
C-Max
C-Max
22
30
601
13.7
1281
26
0.97
7%
0
1281
0.84
6%
0.84
6%
0
Perm
750
NA
1
1
1
10.0
29.0
44.0
40.0%
3.0
1.0
0.0
4.0
Lead
10.0
29.0
44.0
40.0%
3.0
1.0
C-Max
40.0
0.36
1.23
142.5
0.1
142.6
F
142.6
F
~336
m#388
746
C-Max
600
0
10
0
1.25
Lead
45
30
349
7.9
597
29
0.84
6%
190
186
30
391
8.9
65
65
0.77
5%
0.77
5%
0
0.77
5%
0
0.86
2%
0.86
2%
0
Perm
110
NA
3
442
Perm
215
NA
3
3
3
10.0
29.0
44.0
40.0%
3.0
1.0
0.0
4.0
Lead
10.0
18.0
43.0
39.1%
3.0
1.0
C-Max
40.0
0.36
0.82
24.8
0.0
24.8
C
24.8
C
181
154
521
Max
914
0
0
0
0.82
0
Yes
3
3
10.0
18.0
43.0
39.1%
3.0
1.0
0.0
4.0
10.0
18.0
43.0
39.1%
3.0
1.0
0.0
4.0
10.0
18.0
43.0
39.1%
3.0
1.0
0.0
4.0
190
6
0.86
2%
0
2
7.0
23.0
23.0
21%
2.0
1.0
Lag
Max
39.0
0.35
0.24
16.6
0.0
16.6
B
16.6
B
31
58
269
466
0
0
0
0.24
Max
39.0
0.35
1.08
89.4
3.0
92.3
F
~337
#500
411
3
0
0
1.08
Max
39.0
0.35
0.37
4.7
0.0
4.7
A
63.6
E
6
22
311
None
589
0
0
0
0.37
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 150
Intersection LOS: E
Splits and Phases:
VHB/KBK

5/13/2014
139

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Parking (#/hr)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBT
EBR
WBU
WBL
WBT
NBL
NBR
780
1900
16
3113
205
1900
16
0
5
1900
12
0
40
1900
14
0
0
No
230
1900
16
1775
0.960
1498
45
1900
12
0
3113
400
1900
14
3212
0.736
2356
30
1666
37.9
9
30
667
15.2
181
30
601
13.7
0
Yes
19
467
0.92
2%
0.92
2%
0.92
2%
0
0.92
2%
0.92
2%
0
0
Perm
0
Perm
483
NA
1
299
NA
3
1
1
1
1
8.0
25.0
48.0
43.6%
3.0
2.0
-1.0
4.0
Lead
8.0
25.0
48.0
43.6%
3.0
2.0
8.0
25.0
48.0
43.6%
3.0
2.0
8.0
15.0
36.0
32.7%
3.0
2.0
-1.0
4.0
Lead
Lead
8.0
25.0
48.0
43.6%
3.0
2.0
-1.0
4.0
Lead
C-Max
57.8
0.53
0.66
15.0
0.1
15.1
B
15.1
B
235
m218
521
C-Max
C-Max
C-Max
57.8
0.53
0.39
50.2
0.0
50.2
D
50.2
D
185
m241
1586
None
23.4
0.21
0.78
53.0
0.0
53.0
D
53.0
D
194
269
587
1236
0
0
0
0.39
522
0
0
0
0.57
0.92
2%
467
4
0.92
2%
1071
NA
1
1634
68
0
0
0.68
19
4.0
26.0
26.0
24%
2.0
1.0
Lag
None
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 80
Intersection LOS: C
Splits and Phases:
VHB/KBK

5/13/2014
140

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Parking (#/hr)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBU
EBT
EBR
WBL
WBT
NBL
NBR
5
1900
12
0
0
25
0
885
1900
12
5
1900
12
0
0
405
1900
12
1520
2940
5
1900
11
0
1
25
1570
0.950
1570
5
1900
11
0
1
3087
0.788
2433
0
1900
10
200
1
25
1520
30
543
12.3
30
1002
22.8
0.94
5%
0.94
5%
0
0.63
0%
0.63
0%
431
NA
14
8
NA
3
8
Prot
3
0
Yes
1
30
1666
37.9
0.90
5%
0.90
5%
0
Perm
995
NA
1
Lead
C-Max
160
1405
1405
Yes
8
0
D.P+P
4
1
4
10.0
17.0
49.0
44.5%
3.0
2.0
-1.0
4.0
Lead
8.0
14.0
14.0
12.7%
3.0
2.0
-1.0
4.0
Lag
8.0
15.0
15.0
13.6%
3.0
3.0
-1.0
5.0
Lead
8.0
15.0
15.0
13.6%
3.0
3.0
-1.0
5.0
Lead
8.0
32.0
32.0
29%
4.0
0.0
C-Max
46.0
0.42
0.98
41.8
0.0
41.8
D
41.8
D
113
#489
1586
Max
Min
9.0
0.08
0.07
26.8
0.0
26.8
C
None
60.0
0.55
0.27
38.9
0.0
38.9
D
38.9
D
154
202
463
Min
9.0
0.08
0.06
48.0
0.0
48.0
D
37.4
D
5
15
922
1603
0
0
0
0.27
142
0
0
0
0.06
135
0
0
0
0.06
1
1
10.0
17.0
49.0
44.5%
3.0
2.0
160
8
0.90
5%
1018
0
0
0
0.98
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 100
Splits and Phases:
2940
14
Lag
0
9
Intersection LOS: D
VHB/KBK

5/13/2014
141

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Parking (#/hr)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
20
1900
10
200
1
25
1444
0.479
715
760
1900
12
40
1900
11
75
0
360
1900
13
20
1900
12
0
0
70
1900
12
0
0
10
1900
12
0
0
3191
1234
1338
3065
0
Yes
3191
0
Yes
1234
0
No
35
1900
11
0
1
25
1540
0.704
908
0
1900
13
35
1900
15
0
1
25
1752
0.750
1273
0
1900
16
3065
55
1900
11
175
1
25
1510
0.240
379
1338
0
Yes
5
30
543
12.3
29
6
30
635
14.4
42
42
0.95
5%
0.95
5%
0.95
5%
0.90
4%
0.90
4%
21
pm+pt
4
1
4
842
NA
1
422
NA
1
61
pm+pt
4
1
4
8.0
16.0
16.0
14.5%
3.0
4.0
0.0
7.0
Lag
10.0
19.0
45.0
40.9%
3.0
4.0
-1.0
6.0
Lead
8.0
16.0
16.0
14.5%
3.0
4.0
0.0
7.0
Lag
Max
59.0
0.54
0.05
1.1
0.0
1.1
A
C-Max
51.0
0.46
0.59
15.8
0.0
15.8
B
15.5
B
336
m345
463
Max
59.0
0.54
0.21
21.3
0.0
21.3
C
0
m0
200
443
0
0
0
0.05
1423
0
0
0
0.59
32
m47
175
295
0
0
0
0.21
627
30
374
8.5
30
383
8.7
29
6
0.90
4%
0
0
32
90
90
0.85
2%
0.85
2%
0.85
2%
0.85
2%
0.85
2%
0.85
2%
41
Perm
82
NA
3
41
Perm
12
NA
3
3
3
10.0
19.0
45.0
40.9%
3.0
4.0
-1.0
6.0
Lead
8.0
16.0
19.0
17.3%
3.0
4.0
-1.0
6.0
Lead
C-Max
51.0
0.46
0.28
30.7
0.0
30.7
C
29.5
C
163
m212
555
Max
13.0
0.12
0.27
49.5
0.0
49.5
D
1482
0
0
0
0.28
150
0
0
0
0.27
27
58
32
3
3
8.0
16.0
19.0
17.3%
3.0
4.0
-1.0
6.0
Lead
8.0
16.0
19.0
17.3%
3.0
4.0
-1.0
6.0
Lead
8.0
16.0
19.0
17.3%
3.0
4.0
-1.0
6.0
Lead
8.0
30.0
30.0
27%
4.0
0.0
Max
13.0
0.12
0.57
61.9
0.0
61.9
E
57.8
E
56
101
303
Max
13.0
0.12
0.38
56.1
0.0
56.1
E
Max
13.0
0.12
0.02
0.0
0.0
0.0
A
43.4
D
0
0
294
None
145
0
0
0
0.57
107
0
0
0
0.38
27
60
Lag
711
0
0
0
0.02
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 85
Intersection LOS: C
Splits and Phases:
VHB/KBK

5/13/2014
142

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Parking (#/hr)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBU
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
5
1900
12
285
1900
11
155
1
25
1496
0.502
741
430
1900
13
140
1900
12
0
0
270
1900
16
360
1900
16
0
1
35
1900
12
0
0
95
1900
12
0
0
1584
3415
0
Yes
3415
0
Yes
3001
0.992
2972
3034
3512
0.535
1894
320
1900
11
200
1
25
1401
0.950
1323
305
1900
13
85
1900
12
150
1
25
1547
0.950
1510
315
1900
16
3034
55
1900
12
0
0
25
0
0
0
30
32
0.94
5%
0.94
5%
0.94
5%
0
custom
308
D.P+P
4
1
4
606
NA
14
4
4
6.0
15.0
19.0
17.3%
4.0
4.0
6.0
15.0
19.0
17.3%
4.0
4.0
-1.0
7.0
Max
Max
40.4
0.37
0.87
35.9
0.0
35.9
D
67
#167
155
354
0
0
0
0.87
1481
No
9
30
1304
29.6
30
580
13.2
26
7
0.94
5%
0
14
26
0.94
4%
0.94
4%
0
Perm
346
NA
1
1
1
32
3
0.94
4%
30
0
Yes
23
30
297
6.8
60
60
0.77
5%
0.77
5%
0.77
5%
0
0.92
2%
0.92
2%
0.92
2%
30
383
pm+ov
2
1
2
110
Split
3
454
NA
3
26%
258
Split
2
525
NA
2
8.0
30.0
35.0
31.8%
4.0
4.0
8.0
30.0
35.0
31.8%
4.0
4.0
-1.0
7.0
8.0
28.0
29.0
26.4%
3.0
4.0
-1.0
6.0
Lead
8.0
27.0
27.0
24.5%
3.0
4.0
-1.0
6.0
Lag
8.0
27.0
27.0
24.5%
3.0
4.0
-1.0
6.0
Lag
8.0
28.0
29.0
26.4%
3.0
4.0
-1.0
6.0
Lead
8.0
28.0
29.0
26.4%
3.0
4.0
-1.0
6.0
Lead
C-Max
47.4
0.43
0.45
4.5
0.0
4.5
A
15.1
B
30
31
555
C-Max
28.4
0.26
0.88dl
45.0
0.0
45.0
D
28.4
C
85
130
500
Ped
52.0
0.47
0.53
13.0
0.4
13.4
B
Max
21.0
0.19
0.37
43.1
0.0
43.1
D
Ped
22.6
0.21
0.90
62.8
8.8
71.7
E
94
192
68
104
Max
21.0
0.19
0.69
46.8
1.3
48.1
D
47.1
D
155
175
1224
Ped
22.6
0.21
0.83
41.9
5.0
46.9
D
55.1
E
184
#279
217
1335
0
0
0
0.45
489
0
0
0
0.71
726
0
89
0
0.60
150
295
0
0
0
0.37
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 100
Splits and Phases:
50
30
635
14.4
659
0
75
0
0.78
189
#370
200
292
21
0
0
0.95
645
73
0
0
0.92
Intersection LOS: C
VHB/KBK

5/13/2014
143

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Lane Width (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBL
EBT
WBU
WBT
WBR
SBL
SBR
10
1900
12
0
775
1900
12
3121
0.942
2943
5
1900
12
0
615
1900
11
4177
0.936
3910
220
1900
11
0
290
1900
12
2993
0.961
2943
70
1900
12
0
86
30
554
12.6
30
580
13.2
16
0.92
4%
0.92
4%
0.92
3%
0.92
3%
0
D.P+P
5
1
5
853
NA
15
0
Perm
912
NA
1
15
0
Yes
1
1
16
5
0.92
3%
0
0.91
3%
0.91
3%
396
NA
3
10.0
18.0
39.0
35.5%
3.0
3.0
-2.0
4.0
Lead
8.0
16.0
29.0
26.4%
3.0
4.0
-2.0
5.0
67.0
0.61
0.47
9.9
0.0
9.9
A
9.9
A
28
m297
500
C-Max
59.0
0.54
0.43
16.5
0.0
16.5
B
16.5
B
105
238
474
Max
24.0
0.22
0.59
40.2
0.0
40.2
D
40.2
D
121
173
215
1805
0
0
0
0.47
2136
0
0
0
0.43
672
0
0
0
0.59
5.0
12.0
12.0
10.9%
3.0
3.0
10.0
18.0
39.0
35.5%
3.0
3.0
Lead
None
C-Max
0
Yes
25
30
295
6.7
9
8.0
30.0
30.0
27%
4.0
0.0
Lag
None
Area Type:
CBD
Cycle Length: 110
Natural Cycle: 80
Intersection LOS: B
Splits and Phases:
VHB/KBK

5/13/2014
144

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
55
1900
350
2
25
1770
0.279
512
925
1900
100
1900
0
0
470
1900
110
1900
0
0
25
1900
0
0
305
1900
0
1
3391
0
Yes
3391
0
Yes
1788
0.708
1309
1583
3464
1737
0.563
1005
360
1900
350
0
25
0
75
1900
60
1900
0
0
25
0
15
1900
3464
10
1900
70
1
25
1770
0.125
231
15
30
554
12.6
32
0.92
2%
0.92
2%
60
D.P+P
4
1
4
1114
NA
14
None
40.0
0.40
0.20
17.5
0.0
17.5
B
21
45
350
305
0
0
0
0.20
38
4
0.92
2%
0
38
0.92
2%
0.92
2%
11
Perm
631
NA
1
45.0
0.45
0.71
25.0
0.7
25.7
C
25.3
C
290
367
474
1567
172
0
0
0.80
32
1
0.92
2%
0
8
0.92
2%
0.92
2%
8
1
0.92
2%
0
Perm
108
NA
3
0
Perm
473
NA
3
332
pt+ov
34
34
8.0
13.0
37.0
37.0%
4.0
1.0
0.0
5.0
Lead
8.0
13.0
25.0
25.0%
4.0
1.0
C-Max
32.0
0.32
0.15
30.6
0.0
30.6
C
C-Max
32.0
0.32
0.57
29.3
0.0
29.3
C
29.3
C
166
224
1332
None
1105
0
0
0
0.57
30
950
21.6
0.92
2%
3
3
Lead
3
3
8.0
13.0
25.0
25.0%
4.0
1.0
0.0
5.0
Lead
8.0
13.0
25.0
25.0%
4.0
1.0
None
45.0
0.45
0.23
16.1
0.0
16.1
B
16.1
B
35
73
2790
None
460
0
0
0
0.23
1583
Yes
332
0.92
2%
8.0
13.0
37.0
37.0%
4.0
1.0
0.0
5.0
Lead
70
73
0
0
0
0.15
0.92
2%
5
21
0
Yes
15
30
2870
65.2
1
1
14
8.0
13.0
13.0
13.0%
4.0
1.0
0.0
5.0
Lag
30
30
1412
32.1
Area Type:
Other
Cycle Length: 100
Natural Cycle: 110
Splits and Phases:
Lead
8.0
13.0
25.0
25.0%
4.0
1.0
0.0
5.0
Lead
None
45.0
0.45
0.80
36.1
0.0
36.1
D
22.0
C
252
#433
870
589
0
0
0
0.80
4.0
25.0
25.0
25%
4.0
1.0
Lag
None
58.0
0.58
0.31
1.9
0.0
1.9
A
0
35
1057
0
0
0
0.31
Intersection LOS: C
VHB/KBK

5/13/2014
145

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBL
EBR
NBL
NBT
SBT
SBR
80
1900
1477
0.984
1440
160
1900
0
80
1900
0
340
1900
1786
55
1900
0
0
No
275
1900
1842
0.826
1518
1786
0
Yes
30
680
15.5
21
0.92
2%
30
78
1.8
43
1
0.92
2%
261
NA
5
50
50
0.92
2%
0.92
2%
0.92
2%
0.92
2%
0
Perm
386
NA
1
430
NA
1
1
1
8.0
19.0
39.0
39.0%
3.0
2.0
0.0
5.0
39.0
44.0
61.0
61.0%
3.0
2.0
39.0
44.0
61.0
61.0%
3.0
2.0
0.0
5.0
39.0
44.0
61.0
61.0%
3.0
2.0
0.0
5.0
None
22.2
0.22
0.80
53.7
0.0
53.7
D
53.7
D
158
224
600
C-Max
C-Max
67.8
0.68
0.38
10.3
0.0
10.3
B
10.3
B
81
227
1
C-Max
67.8
0.68
0.35
8.6
0.0
8.6
A
8.6
A
100
196
83
1028
0
0
0
0.38
1214
0
0
0
0.35
502
0
0
0
0.52
Area Type:
Other
Cycle Length: 100
Natural Cycle: 65
Splits and Phases:
13
30
163
3.7
Intersection LOS: C
VHB/KBK

5/13/2014
146

33: A Street & Binford Street

Intersection
11.1
Movement
Vol, veh/h
Sign Control
RT Channelized
Storage Length
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
EBL
45
8
Stop
87
0
52
EBT
0
0
Stop
0
0
87
0
0
EBR
50
138
Stop
None
87
0
57
WBL
10
138
Stop
86
8
12
WBT
0
0
Stop
0
0
86
8
0
WBR
25
8
Stop
None
86
8
29
NBL
5
161
Free
84
4
6
Minor2
1372
800
572
3.5
124
382
509
1367
800
567
4
148
400
510
910
3.3
336
-
Minor1
1387
558
829
3.572
117
504
356
1361
558
803
4.072
144
502
388
707
3.372
425
-
Major1
751
2.236
849
-
83
83
334
397
109
109
338
446
257
-
67
67
441
229
107
107
439
328
326
-
735
-
Major/Minor
Stage 1
Stage 2
Follow-up Headway
Stage 1
Stage 2
Stage 1
Stage 2
Approach
HCM LOS
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Lane LOS
EB
107.1
F
WB
36.3
E
NBL
735
0.008
9.938
A
0.024
NBT
0
A
-
NBR
-
NBT
335
0
Free
0
0
84
4
399
NBR
15
92
Free
None
84
4
18
0
-
0
-
NB
0.1
EBLn1 WBLn1
129
155
0.846
0.263
107.1
36.3
F
E
5.28
0.998
SBL
874
0.029
9.244
A
0.091
SBL
25
92
Free
97
3
26
Major2
555
2.227
1010
874
-
SBT
590
0
Free
0
0
97
3
608
SBR
5
161
Free
None
97
3
5
0
-
0
-
SB
0.4
SBT
0
A
-
SBR
-
Notes
VHB/KBK
HCM 2010 TWSC

5/13/2014
147

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
30
1900
0
5
1900
0
160
1900
1752
0.773
1426
110
1900
1778
35
1900
0
10
1900
0
0
1000
0
605
1000
946
145
1000
0
1778
0
Yes
190
1900
1877
0.961
1808
0
1900
0
0
1900
1594
0.701
1165
0
Yes
946
0
Yes
0.85
12%
11
30
799
18.2
0.85
12%
0.83
1%
0.92
3%
25
30
1723
39.2
0.92
3%
0
Perm
41
NA
2
2
2
8.0
12.0
30.0
30.0%
3.0
1.0
Lag
None
0
Yes
0.85
12%
0.88
3%
182
Perm
165
NA
2
0.88
3%
0.83
1%
0
Perm
2
2
8.0
12.0
30.0
30.0%
3.0
1.0
0.0
4.0
Lag
8.0
12.0
30.0
30.0%
3.0
1.0
0.0
4.0
Lag
8.0
12.0
30.0
30.0%
3.0
1.0
0.0
4.0
Lag
8.0
12.0
70.0
70.0%
3.0
1.0
None
18.0
0.18
0.19
27.0
0.0
27.0
C
27.0
C
16
39
719
None
18.0
0.18
0.71
52.9
0.0
52.9
D
None
18.0
0.18
0.50
37.1
0.0
37.1
D
45.4
D
86
132
316
C-Min
311
0
0
0
0.13
370
0
0
0
0.49
110
162
Area Type:
Other
Cycle Length: 100
Natural Cycle: 120
Splits and Phases:
16
30
396
9.0
0.88
3%
474
0
0
0
0.35
1
1
Lead
30
625
14.2
0.83
1%
241
NA
1
816
NA
1
8.0
12.0
70.0
70.0%
3.0
1.0
0.0
4.0
Lead
8.0
12.0
70.0
70.0%
3.0
1.0
0.0
4.0
Lead
C-Min
74.0
0.74
0.18
5.1
0.0
5.1
A
5.1
A
38
78
545
C-Min
74.0
0.74
1.16
102.9
0.0
102.9
F
102.9
F
~620
#885
1643
1338
0
0
0
0.18
706
0
0
0
1.16
0.92
3%
0
Intersection LOS: E
VHB/KBK

5/13/2014
148

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
5
1900
100
1
25
1530
0.673
1080
35
1900
0
1900
0
0
75
1900
80
1900
100
1
60
1900
150
1
165
1900
100
1
1727
1468
1509
1553
1610
0
Yes
1727
1468
Yes
100
1772
0.998
1768
270
1900
0
1
25
1736
0.950
1664
0
1900
5
1900
0
0
25
0
100
1900
1610
0
1900
0
0
25
0
1553
Yes
180
30
728
16.5
30
1555
35.3
1509
Yes
121
30
921
20.9
14
0.57
18%
0.80
10%
0.80
10%
1
1
0.80
10%
14
0.57
18%
0.91
7%
0.91
7%
0.91
7%
0.91
4%
0.91
4%
9
D.P+P
2
3
2
61
NA
23
94
NA
3
100
pt+ov
13
0
Split
4
115
NA
4
66
Prot
4
297
Prot
1
13
10.0
17.0
23.0
25.6%
3.0
1.0
10.0
17.0
23.0
25.6%
3.0
1.0
0.0
4.0
Lag
10.0
17.0
23.0
25.6%
3.0
1.0
0.0
4.0
Lag
12.0
17.0
34.0
37.8%
3.0
2.0
0.0
5.0
Lead
12.0
17.0
34.0
37.8%
3.0
2.0
0.0
5.0
Lead
None
11.4
0.13
0.52
44.9
0.0
44.9
D
29.6
C
63
111
841
None
11.4
0.13
0.22
2.8
0.0
2.8
A
C-Max
49.6
0.55
0.31
14.7
0.0
14.7
B
C-Max
49.6
0.55
0.19
3.0
0.0
3.0
A
0
7
93
177
23
6.0
10.0
10.0
11.1%
3.0
1.0
0.0
4.0
Lag
None
15.6
0.17
0.04
26.6
0.0
26.6
C
4
10
100
217
0
0
0
0.04
10.0
17.0
23.0
25.6%
3.0
1.0
0.0
4.0
Lead
18.8
0.21
0.18
28.7
0.0
28.7
C
28.4
C
28
36
648
None
10.8
0.12
0.45
43.9
0.0
43.9
D
21.9
C
51
84
1475
482
0
0
0
0.13
364
0
0
0
0.26
14
30
1433
32.6
0.57
18%
Area Type:
Other
Cycle Length: 90
Offset: 86 (96%), Referenced to phase 1:SBL, Start of Green
Natural Cycle: 65
Splits and Phases:
Lag
None
61.4
0.68
0.10
1.2
0.0
1.2
A
0
8
100
1130
0
0
0
0.09
374
0
0
0
0.31
14
2
0.91
4%
181
custom
1
0
37
1353
150
414
0
0
0
0.16
956
0
0
0
0.31
100
936
0
0
0
0.19
Intersection LOS: B
VHB/KBK

5/13/2014
149

36: West 1st Street & East 1st Street & Pappas Way
Intersection
5.5
Movement
Vol, veh/h
Sign Control
RT Channelized
Storage Length
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
EBL
20
1
Free
95
5
21
Major/Minor
Stage 1
Stage 2
Follow-up Headway
Stage 1
Stage 2
Stage 1
Stage 2
Approach
HCM LOS
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Lane LOS
EBT
105
0
Free
0
0
95
5
111
EBR
145
0
Free
None
95
5
153
0
-
0
-
Major1
174
2.245
1385
1384
EB
0.6
WBL
5
0
Free
95
5
5
Major2
274
2.245
1272
1271
-

WBT
90
0
Free
0
0
95
5
95
WBR
65
1
Free
None
95
5
68
0
-
0
-
WB
0.2
NBLn1
464
0.165
14.3
B
0.584
EBL
1384
0.015
7.641
A
0.046
EBT
0
A
-
NBL
25
0
Stop
72
5
35
NBT
30
0
Stop
0
0
72
5
42
NBR
0
11
Stop
None
72
5
0
SBL
55
11
Stop
80
1
69
SBT
55
0
Stop
0
0
80
1
69
SBR
30
0
Stop
None
80
1
38
Minor1
444
240
204
3.545
519
757
791
425
240
185
4.045
517
701
741
199
3.345
834
-
Minor2
411
150
261
3.509
553
855
746
466
150
316
4.009
496
775
657
141
3.309
910
-
431
431
737
687
496
496
682
731
826
-
504
504
832
687
476
476
765
639
901
-
NB
14.3
B
EBR
-
WBL
1271
0.004
7.844
A
0.012
WBT
0
A
-
SB
14.8
B
WBR
-
SBLn1
543
0.322
14.8
B
1.385
Notes
VHB/KBK
HCM 2010 TWSC

5/13/2014
150

Lane Group
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Storage Length (ft)
Storage Lanes
Taper Length (ft)
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Right Turn on Red
Satd. Flow (RTOR)
Link Speed (mph)
Link Distance (ft)
Travel Time (s)
Confl. Peds. (#/hr)
Confl. Bikes (#/hr)
Peak Hour Factor
Heavy Vehicles (%)
Turn Type
Protected Phases
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
Minimum Split (s)
Total Split (s)
Total Split (%)
Yellow Time (s)
All-Red Time (s)
Total Lost Time (s)
Lead/Lag
Lead-Lag Optimize?
Recall Mode
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Base Capacity (vph)
Storage Cap Reductn
Reduced v/c Ratio

EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
30
1900
0
0
25
0
55
1900
30
1900
0
0
35
1900
95
1900
0
0
15
1900
0
0
75
1900
0
0
1655
0.931
1549
1829
0.929
1702
240
1900
100
0
25
0
660
1900
20
1900
100
0
25
0
370
1900
1711
0.719
1245
20
1900
0
0
25
0
3474
0.686
2405
0
Yes
14
30
2396
54.5
4
70
30
2803
63.7
0
Yes
2
30
696
15.8
10
10
35
25
25
0.81
5%
0.81
5%
0.79
3%
0.79
3%
0.79
3%
0.91
3%
0.91
3%
0.91
3%
0.94
1%
0.94
1%
0
Perm
142
NA
3
0
Perm
189
NA
3
0
Perm
445
NA
1
0
D.P+P
4
1
4
1037
NA
14
3
3
7.0
11.0
24.0
22.0%
3.0
1.0
Lead
None
3
3
7.0
11.0
24.0
22.0%
3.0
1.0
0.0
4.0
Lead
7.0
11.0
24.0
22.0%
3.0
1.0
None
13.7
0.14
0.74
59.5
0.0
59.5
E
59.5
E
83
133
2316
None
Lead
280
0
0
0
0.51
1
1
7.0
11.0
24.0
22.0%
3.0
1.0
0.0
4.0
Lead
10.0
14.0
54.0
49.5%
3.0
1.0
None
13.7
0.14
0.67
37.1
0.0
37.1
D
37.1
D
75
122
2723
Max
390
0
0
0
0.48
Lead
0
Yes
12
30
1206
27.4
0.81
5%
Area Type:
Other
Cycle Length: 109
Natural Cycle: 80
Splits and Phases:
0
Yes
35
4
0.94
1%
0
2
14
10.0
14.0
54.0
49.5%
3.0
1.0
0.0
4.0
Lead
5.0
9.0
10.0
9.2%
3.0
1.0
4.0
21.0
21.0
19%
3.0
1.0
Lag
Lag
Max
51.3
0.54
0.48
19.1
0.0
19.1
B
19.1
B
199
323
616
None
923
0
0
0
0.48
None
57.5
0.61
0.68
16.9
0.0
16.9
B
16.9
B
201
287
1126
1534
0
0
0
0.68
Intersection LOS: C
VHB/KBK

5/13/2014
151

38: Farragut Road/Conley Terminal & East 1st Street/Shore Road

Intersection
7.3
Movement
Vol, veh/h
Sign Control
RT Channelized
Storage Length
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
EBL
0
0
Stop
88
1
0
EBT
0
0
Stop
0
0
88
1
0
EBR
175
0
Stop
None
88
1
199
WBL
0
0
Stop
63
0
0
WBT
10
0
Stop
0
0
63
0
16
WBR
0
0
Stop
None
63
0
0
NBL
70
1
Free
76
21
92
Minor2
248
56
192
3.509
708
959
812
240
56
184
4.009
663
850
749
57
3.309
1012
-
Minor1
339
184
155
3.5
619
822
852
255
184
71
4
652
751
840
1
3.3
1090
-
Major1
71
2.389
1417
-
659
659
897
741
620
620
850
700
1011
-
472
472
769
684
610
610
702
840
1089
-
1416
-
Major/Minor
Stage 1
Stage 2
Follow-up Headway
Stage 1
Stage 2
Stage 1
Stage 2
Approach
HCM LOS
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Lane LOS
EB
9.4
A
WB
11.1
B
NBL
1416
0.065
7.719
A
0.208
NBT
0
A
-
NBR
-
NBT
0
0
Free
0
0
76
21
0
NBR
0
0
Free
None
76
21
0
0
-
0
-
NB
7.7
EBLn1 WBLn1
1011
610
0.197
0.026
9.4
11.1
A
B
0.729
0.08
SBL
0
A
-
SBL
0
0
Free
63
0
0
Major2
0
2.2
-
SBT
25
0
Free
0
0
63
0
40
SBR
20
1
Free
None
63
0
32
0
-
0
-
SB
0
SBT
-
SBR
-
Notes
VHB/KBK
HCM 2010 TWSC

5/13/2014
152

40: A Street & Parking Lot

Intersection
0.7
Movement
Vol, veh/h
Sign Control
RT Channelized
Storage Length
Grade, %
Peak Hour Factor
Heavy Vehicles, %
Mvmt Flow
WBL
10
0
Stop
0
0
0
92
0
11
WBR
15
43
Stop
None
92
0
16
Minor1
986
415
571
3.5
277
671
569
428
3.3
631
-
255
255
647
544
602
-
Major/Minor
Stage 1
Stage 2
Follow-up Headway
Stage 1
Stage 2
Stage 1
Stage 2
Approach
HCM LOS
Capacity (veh/h)
HCM Lane V/C Ratio
HCM Lane LOS
WB
14.9
B
NBT
340
0
Free
0
0
92
0
370
NBR
5
13
Free
None
92
0
5
Major1
0
-
0
-
SBL
25
13
Free
92
0
27
Major2
418
2.2
1152
1140
-
NB
0
NBT
-
NBR WBLn1
390
0.07
14.9
B
0.224
SBL
1140
0.024
8.235
A
0.073
SBT
475
0
Free
None
0
0
92
0
516
0
-
SB
0.4
SBT
0
A
-
Notes
VHB/KBK
HCM 2010 TWSC

5/13/2014
153
D3 Water Transportation
154
South Boston Sustainable Waterfront Transportation Plan

Task 4 Deliverable: Water Transportation
CONTEXT: REGIONAL WATER TRANSPORTATION SERVICES &

FACILITIES
BostonHarborandMassachusettsBayareservedbyavarietyofpublicandprivately
operatedferryrouteswhichcanserveastheframeworkforanexpandedandenhanced
futurenetworkservingtheSouthBostonWaterfront.Withroutesthathavebeen
successfullyoperatingformanyyears,theoperatorshaveathoroughunderstandingof
theexistingmarkets,seasonsandoperatingconditions.Ofprimaryinteresttothe
transportationneedsofSouthBostonaretheterminalinfrastructureandservices
currentlyoperatinginBostonHarborandMassachusettsBay.Secondaryconsideration
maybegiventoopportunitiesforlongerdistanceservicestodestinationssouthofCape
Cod,includingMarthasVineyardandNantucket,ortodestinationsintheGulfofMaine
suchasPortlandorNovaScotia.
Includedinthefollowinginventoryareexistingroutesandinfrastructurethatare
currentlyinoperation(asof2014)orarecommittedforneartermoperation.The
inventoryincludesyearroundandseasonalferryoperationsthatcurrentlyservethe
SouthBostonWaterfrontorferrytransitroutesthatpassbywithpotentialforfuture
SouthBostonstops.Forpurposesofthisreport,thefocusisonscheduledpassenger
ferryroutesthatprimarilyserveatransitfunctionsforcommutersandvisitors.
TheexistingwatertransportationsystemshowingallBostonHarborroutesisillustrated
inFigure1.ThefollowingdescriptionsincludeexistingandcommittedSouthBoston
ferryroutesandterminalinfrastructure.
ExistingSouthBostonFerryRoutes:
ActiveseasonalroutesdirectlyservingSouthBoston
Presentlytherearealimitednumberofseasonalferryroutesprovidingtransit
connectionsdirectlytoandfromSouthBostonterminalsites.Therearecurrentlyno
yearroundroutesdirectlyconnectingtotheSeaportarea.
InnerHarborCulturalConnectorLoop(fromFanPier):Aseasonalshuttleservice
connectingtheFanPierterminaltotheChildrensMuseuminSouthBostonand
linkingtotheNewEnglandAquariumatCentralWharf.Theserviceisoperatedby
BostonHarborCruises. http://www.bostonharborcruises.com/boston-commuterboat-services/cultural-connector/
155
SouthBostonWaterfrontSustainableTransportationPlan:WaterTransportation
02.25.14
SouthBoston(CruiseTerminal)toThompsonsIsland:Theserviceisprivately
operatedbyThompsonsIslandonaseasonalbasis,departingfromtheEDICLandingat
BlackFalconCruiseTerminalintheReservedChannel.
SouthBoston(WorldTradeCenter)toProvincetown(MacMillanWharf):From
MaytoOctober,seasonalservicesareoffered.BaystateCruiseCompanyprovides
bothfastandconventionalferryservicefromWorldTradeCenterinSouthBostonto
MacMillanWharf.Formoreinformation,seewww.baystatecruisecompany.com
ActiveRoutesPassingbytheSouthBostonWaterfront:Therearealsomultipleactive
routeswhichpassbytheSouthBostonWaterfrontandwhichhavepotentialforfuture
service,includingyearroundandseasonaloperations.
DowntownBoston(LongNorth)totheBostonHarborIslands(Spectacleand
Georges):SeasonalservicefromMaythroughmidOctoberisprovidedbyBostons
BestCruisesasaconcessiontotheHarborIslandsAlliance.Aninterislandshuttleto
thesmallerislandsisalsoprovidedbythesameoperator.TheBostonHarborIslands
NationalRecreationAreaisconnectedbyferrytoBostonatLongWharfandto
HinghamatHewittsCove.Seasonalservicetosevenislandsisprovidedbythe
HarborIslandExpress,operatedbyBostonsBestCruisesundercontracttothe
IslandAlliance.Foradditionalinformation,see
http://www.bostonharborislands.org/passengerferry
DowntownBoston(LongNorth)toLoganAirporttoHingham(HewittsCove)to
Hull(PointPemberton):AlsodepartingfromLongWharfistheyearround
commuterferryconnectingQuincyandHullontheSouthShorewithLoganAirport
anddowntownBoston.TheferryserviceisoperatedbyBostonHarborCruises
undercontracttotheMBTA.Formoreinformation,see
www.mbta.com/schedules_and_maps/boats/
DowntownBoston(RowesWharf)toHingham(HewittsCove):Connectingfrom
RowesWharftoHewittsCoveinHingham,theyearroundcommuterferryprovides
anotherlinktocoastalcommunitiessuchasHingham,CohassetandScituate.The
ferryserviceisoperatedbyBostonHarborCruisesundercontracttotheMBTA.For
moreinformation,seewww.mbta.com/schedules_and_maps/boats/
DowntownBoston(LongNorth)totheBostonHarborIslands(SpectacleIslandand
GeorgesIsland)
SeasonalservicefromMaythroughmidOctoberisprovidedbyBostonsBest
CruisesasaconcessiontotheHarborIslandsAlliance.Aninterislandshuttletothe
smallerislandsisalsoprovidedbythesameoperator.TheBostonHarborIslands
NationalRecreationAreaisconnectedbyferrytoBostonatLongWharfandto
HinghamatHewittsCove.SeasonalservicetosevenislandsisprovidedbyBoston
156
02.25.14
HarborCruisesundercontracttotheMBTA.Formoreinformation,see
www.mbta.com/schedules_and_maps/boats/
Boston(LongNorth)toSalem(BlaneyStreet)
FromMaytoOctoberserviceisprovidedbyBostonHarborCruises.Ridersinclude
weekdaycommutersaswellasweeklongvisitorstoandfromSalem.TheSalemferry
providesseasonalservicefromLongWharftotheBlaneyStreetPierinSalem,a
shortwalkfrompopularattractionssuchastheSalemMaritimeParkandHouseof
theSevenGables.Duringthe2011season,theferrytestedastopatWorldTrade
Centerforcommuters,buttheservicewasnotcontinued,primarilybecauseof
schedulingconflicts.TheferryisownedbytheCityofSalemandoperatedby
BostonHarborCruises.Formoreinformation,seewww.salemferry.com
Boston(LongWharf)toProvincetown(MacMillanWharf)
FromMaytoOctoberseasonalservicesareoffered.BostonHarborCruisesprovides
servicefromLongWharfinBostontoMacMillanWharfinProvincetown,formore
Information,seewww.bostonharborcruises.com/provincetownferry/schedule
rates.aspx.
CommittedNeartermSouthBostonRoutes
Thereisalsooneroutethathasbeendesignatedforneartermimplementation
scheduledfor2016alongtheSouthBostonWaterfrontaspartoftheBRAsplanto
provideservicelinkingSouthBostontoEastBoston,withapotentialfutureconnection
toCharlestown.TheBRAiscurrentlysolicitingbidstobuildtwo40passenger
catamaranvesselsthatwouldutilizetheexistingFanPierferrylandinginSouthBoston
andarestoredlandingatLewisMallinEastBoston.
CurrentWaterTaxiServices
Inadditiontoscheduledtransitferries,thereisalsoanetworkofwatertaxisandwater
taxilandingsservingSouthBostonwhichsupplementthescheduledwatertransit
operationswithoncallservicestomultiplelandinglocations.Someservicesare
seasonalandsomeyearround.Whilethewatertaxisprovideausefuloncallpointto
pointservice.TheBostonHarborvesselsarerelativelysmallwith15orfewerseatsper
vessel,arepricedtomatchlandtaxiratesandarenotADAaccessible(landingsand/or
vessels).Aslowcapacitycarriers,thewatertaxisaregenerallyconsideredas
supplementaldiscretionarytransportationratherthantransitservice,ascomparedto
largerthelarger,scheduledwatertaxivesselsservingNewYorkorBaltimoreharbors.
ExistingandProposedNearTermFerryInfrastructure:(Figure2)
157
02.25.14
ExistingFerryTerminalsandLandings:Therearecurrentlythreewatertransitterminals
ontheSouthBostonWaterfrontsuitableforscheduledpassengerwatertransitservices
includingfromwesttoeast;FederalCourthouse,FanPier,andWorldTradeCenter
(west).
FederalCourthouse:TheexistinglandingatFederalCourthouseconsistsof250
feetofsingleloadedbargelandingwithamechanicalinclinedrampwith
platformtoprovideADAandMAABaccess.Anoncompliantmoveableramp
providesgeneralaccesstothefloats.Currentlytherearenoscheduledferry
servicestothesiteatthemouthoftheFortPointChannel.Themechanical
ramp/elevator(rampolator)hasnotproventobereliableinthesaltwater
environmentandhasrequiredfrequentmaintenancewithperiodsofnon
availability.
FanPier:Therecentlycompleted(2013)FanPierwatertransitterminalincludes
amoveableandfixedrampsystem(nonmechanical)toprovideADAandMAAB
access.Thedoubleloadedbargelandingsprovide320feetofberthingspace.
TherecentlycompletedfacilityisownedandmanagedbytheFallonCompany,
whichiscurrentlyseekingadditionaloperatorsandservicesfromtheterminal.
TheseasonalCulturalConnectorLoopscheduledshuttleserviceisprovidedby
BostonHarborCruises.
WorldTradeCenter(west):OnthewestordowntownsideofWorldTrade
Center,thereareseveralinterconnectedferrytransitlandingsunderdifferent
management.Asmall90footx10footbargelandingislocatedjustbeyondthe
SpiritofBostonterminal.ThelandinghasADAaccessprovidedbyasmall
elevatoralongsideastaircaseforgeneralaccess.Thelandinghasbeenusedin
thepastforscheduledMBAferrytransit(althoughnotownedbytheMBTA),but
doesnotcurrentlyserveanyroutes.Thelandingareaishiddenfrompedestrian
trafficonSeaportBoulevardanddifficulttoaccessbecauseoftheSpiritof
Bostonlandingandqueuingarea.
TothenorthofthepubliclandingistheBaystateCruiseCompanyterminalforits
Provincetownservices.TheBaystateterminalsitehasADAaccessfroman
adjacentelevatorandnonADAaccessbywayofamoveablerampforthe
catamaranvesselanddirectgangwaystothelargermonohull.Seasonalservices
areprovidedtoProvincetown.BaystateleasesthespacefromWorldTrade
Centerandmanagesapproximately300feetofsingleloadedberthingspace.
158
02.25.14
EDICLandingatBlackFalconTerminal:Asmallbargelandingofapproximately
50feetismaintainedattheSummerStreetendoftheReservedChannel.The
landinghasamoveablerampconnectionbutisnotADAaccessible.
ProposedSouthBostonSeaportWaterTransitTerminals:Therearecurrentlytwo
proposedorformerferryterminalsitesalongtheSouthBostonwaterfront.References
aremadetothe2000PublicRealmPlanandthe2000BostonHarborPassengerWater
TransportationPlan(BHPWTP).Ofthetwo,theSeaportFerryTerminalatWorldTrade
Centeristhemostimportantadditiontotheterminalinfrastructure.
SeaportFerryTerminalatWorldTradeEast:LocatedbetweentheWorldTrade
CenterpierandtheFishPier,Massporthasplannedanddesignedamulti
purposewatertransithubtocompletethearrayofterminalscalledforas
essentialcomponentsofthe2000PublicRealmPlanfortheSeaportdistrict.The
terminalwouldbeaccessedfromanewplazaconnectedtoSeaportBoulevard.
Theterminalwouldprovideberthingforcommuterandshuttletransitferries,
excursionandcharterferriesandwatertaxiservices.Includedwouldbebow
loadingandsideloadingslips.ThesiteoppositetheSeaportHotelprovidesgood
accessandhighvisibilityfortheemergingwaterfrontofficeandhotel
developmentaswellasclosestproximitytotheConventionCenter.Theproject
hasbeencompletedthroughengineeringdesigndrawingsandhasbeenseeking
fundingthroughseveralrecentFTAgrantcycles.Thenewmultipurposeferry
hubwouldservetoreplacethecurrentMBTAterminallocatedonthewestside
ofWorldTradewhichistoosmalltohandlemorethanonesmallvesselata
time.
BMIPatDrydock:AferrylandingatthenorthendoftheDrydockwasrecently
removed,butcouldprovideausefulfuturelocationtiedintotheBlackFalcon
CruiseTerminalandtheMarineIndustrialPark.Theapproximately60footbarge
landingwasusedbytheBostonHarborPoliceandwasnotADAaccessible.
However,thesliplocationcouldbeusefulforseasonaloryearrounduse,but
wouldneedconfiguredtostayclearoftheCoastalCementshipberth.
CurrentRidershiponTransitFerriesinSouthBoston:
Astherearecurrentlynoyearroundscheduledharborshuttleorcommuterroutes
servingtheSeaport,thereisnoeffectiveferryridershiptoreportfor20131014.
TheseasonalCulturalConnectorLoopfromFanPiermayeventuallyprovideashuttle
function,butiscurrentlyfocusedprimarilyonvisitoruse,withstopsattheChildrens
MuseumandAquarium.
159
02.25.14
TheProvincetownferriescurrentlyprovideregionwidereliefforhighwaytrafficduring
thesummerandfallseasons.Howeverastheridershipconsistsprimarilyofpatrons
withregionalanddowntownorigins,theferryservicemaybecurrentlyseenasactually
addingtoSeaportvehiculartrafficandMBTASilverLineuseratherthanhelpingto
reducestudyareatrafficloads.Astheresidential,officeandhotelpopulationincrease
inthearea,theProvincetownservicesmaybegintoservelargerportionsofthoseSouth
BostonmarketsandmaybecountedpositivelytowardsSeaporttrafficreduction.
160
South Boston Waterfront Sustainable Transportation Plan
Existing Boston Harbor Water Transportation
107
Key
To Salem
16
Ferry Terminals
Existing Ferry Routes 2014
99
Hingham-Hull-Long Wharf (Year-Round)

Hingham-Rowes Wharf (Year-Round)
Boston Harbor Islands-Long Wharf
Boston Harbor Island-Hingham
145
Long Wharf-Navy Yard (Year-Round)
` Navy Yard
`
` Lewis Mall
Long Wharf `
` Logan Airport
Rowes Wharf `
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203
` Nantascot
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228
28
53
37
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File Path: \\vhb\proj\Wat-TS\12624.00\GIS\Project\Boston Harbor Water Transportation Inventory.mxd
161
Existing South Boston Ferry Terminals and Routes

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163
South Boston Waterfront Transportation Plan

Task 4 Deliverable: Parking
PARKING INVENTORY
TheSouthBostonWaterfrontiscurrentlyservicedby41parkinglotsandgarages
offeringatotalof16,000vehicleparkingspaces.Exhibit33oftheexistingconditions
reportshowsthelocationsofthevehicleparkinglotsandgarages.
BicycleparkingisprovidedatonlyfivelocationsintheSouthBostonWaterfrontareaas
ofFebruary2013,accordingtotheCityofBostonswebsite.Thebicycleparking
locationsincludeofficesat241AStreet,Building32at12ChannelStreet,theMarine
IndustrialParkGarage,EDICBuilding49Pier10Park,andDrydockPark.
EXISTING BY TYPE (AND FEE STRUCTURE)

Ofthe41vehicleparkingareas,32aresurfaceparkinglotsprovidingatotalof9,021
vehicleparkingspaces(56%)andnineareparkinggaragesprovidingatotalof6,978
vehicleparkingspaces(44%).
Feesattheparkinglotsandgaragesvaryonanindividualbasis.Currentmidmarket
ratesare$320formonthlyparking,$33forhotelparking,and$20forearlybirdparking.
CAPACITY UTILIZATION AND USER TYPE

OnbehalfofMassport,WalkerParkingConsultantscompletedoccupancycountsatthe
majorityofparkinglotsandgaragesonatypicalThursdayandSaturdayinMayandJune
2013.Table1showsthedatathatwerecollected.Itshouldbenotedthatthe
occupancycountswereconductedondayswhennosizableeventswereoccurringinthe
neighborhood,inordertoestablishbaselineconditions.
164
Table1:SurveyAreaOccupancyCounts
Thursday
5/30/2013
MapID
Name
Inventory 10:00AM 1:00PM 7:00PM
ARG
ARGSite
250
135
135
190
Pier4
Pier4
300
278
277
152
ICA
ICA
300
269
295
145
SSG
SeaportSq.ParcelG
100
83
88
38
SSBD
SeaportSq.ParcelsBD
500
481
481
120
SSA
SeaportSq.ParcelA
0
0
0
0
SSK
SeaportSq.ParcelK
150
150
150
20
STIL
StillingsStreetGarage
500
373
395
106
FARN
FarnsworthStreetGarage
361
289
357
85
CONG
CongressSt.ValetLot
83
83
83
20
NECC
NeccoStreetGarage
596
566
536
80
375
342
361
38
SSNP
SeaportSq.ParcelsN,P
SSL
SeaportSq.ParcelL
930
1,408
1,417
321
SSM
SeaportSq.ParcelM
579
535
561
227
SP
SeaportPlace
2,300
1,815
1,834
607
A2
MassportParcelA2
85
30
35
38
BFPN
BostonFishPierNorth
40
15
20
9
BRPS
BostonFishPierSouth
125
45
88
78
PL
ParkLaneGarage
470
180
224
355
K
MassportParcelK
250
102
131
166
H
MassportParcelH
115
115
115
34
JH
JohnHancockGarage
177
84
97
27
D3
MassportParcelD3
120
27
31
4
SUM
MassportSummerStLot
30
30
30
6
FARG
MassportFargoSt.Lot
200
200
200
30
EDIC
Garage
1,759
1,434
1,436
606
GIL
GilletteLot
1,001
951
965
136
CHAN
ChannelCenterLot
124
93
124
20
PO
USPostalServiceLot
600
300
300
300
BB3
BarnesbuildingLot3
245
184
184
3
BB1
BarnesbuildingLot1
93
60
66
13
BB5
BarnesbuildingLot5
115
92
92
30
BB4
BarnesbuildingLot4
372
37
56
50
DRY
511DrydockAve.
66
49
54
22
BDC1
BostonDesignCenter
137
55
69
0
BDC3
BostonDesignCenter
83
83
42
1
FALC
FalconCruiseTerminal
103
10
10
0
FPF
OneMarinaParkDriveGarage
375
n/a
n/a
n/a
338CONG 338CongressStreetLot
17
n/a
n/a
n/a
BCEC1
BCECNorthLot
190
n/a
n/a
n/a
BCEC2
BCECSouthLot
1,343
n/a
n/a
n/a
Westin
WestinHotelGarage
440
n/a
n/a
n/a
10,983
11,339
4,077
Totals 15,999
Total(occupancyonly) 13,634
%ofInventory
80.6%
83.2%
29.9%
Source:WalkerParkingConsultants,2013,adjustedperSeaportTMAdata
Note:Redtextindicatespeakhouroccupancyratesgreaterthanorequalto90%.
TotalOccupiedSpaces
Thursday Thursday Thursday Satruday
Saturday
10:00AM 1:00PM 7:00PM 1:00PM
6/1/2013
Occ.%
Occ.%
Occ.%
1:00PM 7:00PM Occ.%
214
226
54%
54%
76%
86%
143
264
93%
92%
51%
48%
62
104
90%
98%
48%
21%
7
11
83%
88%
38%
7%
58
500
96%
96%
24%
12%
0
0
n/a
n/a
n/a
n/a
7
15
100%
100%
13%
5%
Closed
Closed
75%
79%
21%
#VALUE!
60
34
80%
99%
24%
17%
25
10
100%
100%
24%
30%
39
36
95%
90%
13%
7%
6
6
91%
96%
10%
2%
215
112
100%
100%
35%
23%
491
579
92%
97%
39%
85%
427
640
79%
80%
26%
19%
12
53
35%
41%
45%
14%
5
14
38%
50%
23%
13%
62
76
36%
70%
62%
50%
272
416
38%
48%
76%
58%
49
250
41%
52%
66%
20%
40
115
100%
100%
30%
35%
14
n/a
47%
55%
15%
8%
7
4
23%
26%
3%
6%
13
10
100%
100%
20%
43%
4
2
100%
100%
15%
2%
593
843
82%
82%
34%
34%
114
75
95%
96%
14%
11%
13
34
75%
100%
16%
10%
87
78
50%
50%
50%
15%
0
1
75%
75%
1%
0%
11
10
65%
71%
14%
12%
20
20
80%
80%
26%
17%
63
43
10%
15%
13%
17%
28
4
74%
82%
33%
42%
0
0
40%
50%
0%
0%
0
0
100%
51%
1%
0%
38
6
10%
10%
0%
37%
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
n/a
3,199
4,591
23.5%
Satruday
7:00PM
Occ.%
90%
88%
35%
11%
100%
n/a
10%
#VALUE!
9%
12%
6%
2%
12%
100%
28%
62%
35%
61%
89%
100%
100%
#VALUE!
3%
33%
1%
48%
7%
27%
13%
0%
11%
17%
12%
6%
0%
0%
6%
n/a
n/a
n/a
n/a
n/a
33.7%
165
SouthBostonWaterfrontTransportationPlan:Parking
03.25.14
Table1showsthattheoverallexistingvehicleparkingutilizationduringatypical
weekdayisapproximately81percentandduringeveningsandweekendsbetween20
and30percent.Onanindividualbasis,highlyutilizedlotsincludedtheSeaportSquare
lotsandsomeoftheMassportownedlots.SurfacelotseastofDStreetandnorthof
SummerStreetappeartobeunderutilized.Exhibit34oftheexistingconditionsreport
showsthelevelofoccupancyofthelotsandgaragesintheSouthBostonWaterfront
areaduringthepeakhour;Thursdayat1:00PM.
TheparkinglotsintheSouthBostonWaterfrontareaserviceavarietyofusers,including
arearesidents,workers,andvisitors.Ondayswereeventsarebeingheldwithinthe
neighborhood,availableparkingissparse.
SOUTH BOSTON PARKING FREEZE

TheSouthBostonParkingFreezewasimplementedaspartoftheMassachusettsState
ImplementationPlan(SIP)toimproveairqualityrequiredunderthefederalCleanAir
Act.TheparkingfreezeinSouthBostonwasestablishedin1993asoneoftheairquality
mitigationmeasuresoftheCentralArtery/Tunnelproject.Theoverallgoalofthe
parkingfreezeistoreducevehiclemilestraveledintheBostonarea,topromotetheuse
ofpublictransit,andtoencouragetransitrelateddevelopmentbyrestrictingthe
numberofoffstreetparkingspaces.
SouthBostonisdividedintothreezonesundertheparkingfreezeregulations;thePiers
Zone,theIndustrial/CommercialZone,andtheResidentialZone.Undertheregulations,
afreezeontheavailabilityofmotorvehicleparkingspaceswasestablishedforthePiers
ZoneandtheIndustrial/CommercialZoneandafreezeontheavailabilityofremote
parkingspaceswasestablishedfortheResidentialZone.Remoteparkingspacesare
consideredtobeanyparkingspacesthatserveendusesoutsideofaparkingfreeze
area.Additionally,itisrequiredthatallparkingfacilitiesinthePiersZonesetaside20
percentoftheirtotalparkingsupplyforoffpeakuseanditshallnotbeavailablefor
parkingbetween7:30and9:30AM.ThestudyareaoftheSouthBostonWaterfront
TransportationPlanislocatedinthePiersZoneandtheIndustrial/CommercialZone.
Intotal,theparkingfreezeallowsfor30,389nonresidentialparkingspacesinSouth
Boston.AsofNovember15,2013,1,325parkingspaceswereintheparkingfreeze
bank,availablefornewparkingfacilitiesthatmeetallthecriteriaofthepermitsetforth
intheregulations.Massportisallocatedanadditional10,316spaces.
166
THE CITY OF BOSTON

AIR POLLUTION CONTROL COMMISSION
PROCEDURES AND CRITERIA

FOR ISSUANCE OF
PARKING FREEZE PERMITS
Amended and approved by vote of the Air Pollution Control Commission, 4/11/94,
2/27/02, 3/15/06.
SECTION III. CITY OF BOSTON/SOUTH BOSTON PARKING FREEZE
PREAMBLE
On March 15, 1993, the Massachusetts Department of Environmental Protection
(DEP) adopted the City of Boston/South Boston Parking Freeze Regulations, 310 Code
of Massachusetts Regulations (CMR) 7.33. The Regulations were published in the
Massachusetts Register on April 9, 1993, and became effective on that date. The City of
Boston/South Boston Parking Freeze Regulations establish a freeze on the availability of
motor vehicle parking spaces in two zones in South Boston: the Piers Zone and the
Industrial/Commercial Zone. In addition, a freeze was placed on the availability of
remote parking spaces in the South Boston/Residential Zones. No owner, operator or
tenant within the South Boston Parking Freeze Area Piers Zone and
Industrial/Commercial Zones shall allow for the parking of motor vehicles in excess of
the allowed number of motor vehicle parking spaces established by the parking freeze.
No person within the South Boston Residential Zone shall allow for the parking of motor
vehicles in excess of the allowed number of remote parking spaces established by the
parking freeze.
The Regulations require that the Boston Air Pollution Control Commission take
the following steps:
1. Prepare and submit to the Department, a detailed inve ntory of all existing motor
vehicle parking spaces as well as motor vehicle parking spaces part of any project
submitted for MEPA as of August 1, 1990. This inventory must include a map
with supporting materials that identifies the location and quantity of motor vehicle
parking spaces for a wide range of uses, including parking for commercial,
remote, employee and off-peak use. In addition, parking spaces eliminated during
167
the Central Artery/Third Harbor Tunnel project construction must also be

identified in the inventory. [310 CMR 7.33]
2. Prepare and submit to the Department a detailed Parking Freeze Plan setting forth
the procedures by which the parking freeze shall be implemented and enforced
and how the permitting of parking facilities shall be administered. This plan must
identify city agencies and other entities that will be responsible for implementing
and enforcing the parking freeze, describe modifications to laws and ordinances
that may be needed to implement and enforce the parking freeze, prepare
procedures for allocation of motor vehicle parking spaces from parking freeze
banks, prepare a draft of the proposed text of the City Procedures and Criteria for
Issuance of Parking Freeze Permits, and prepare a procedure that will insure that
motor vehicle parking spaces designated as off-peak parking spaces are not used
between the hours of 7:30 AM and 9:30 AM. [310 CMR 7.33(6)]
3. Implement and enforce the Parking Freeze Plan and the Permitting of all parking
facilities. [310 CMR 7.33(6)]
4. Prepare and submit to the Department an inventory of motor vehicle parking
spaces available in the South Boston Piers Zone when Central Artery/Third
Harbor Tunnel is open for use by the general public. [310 CMR 7.33 (8)]
5. Monitor and track the use of restricted parking spaces in the parking freeze area
and provide detailed reports to the Department annually related to the use of such
spaces. In addition, where such use exceeds six days in any year, the City must
prepare a plan and schedule for initiating actions to reduce such use. [310 CMR
7.33 (9)]
6. Prepare and submit to the Department on an annual basis a report that details the
progress and status of each provision of 310 CMR 7.33 during the proceeding
year. Additionally, every third year that report shall include a fully updated
inventory of parking spaces in the parking freeze area. [310 CMR 7.33 (13)]
A. DEFINITIONS
The definitions below are applicable only to this Section III of the Procedures and
Criteria.
BOSTON TRANSPORTATION DEPARTMENT (BTD) means the agency within the
City of Boston responsible for transportation and traffic-related activities, including the
regulation of off-street parking spaces in the City under M.G.L. c. 148. s. 56.
COMMISSION means the Boston Air Pollution Control Commission.
MOTOR VEHICLE means any equipment or mechanical device propelled primarily on
land and licensed to travel on public ways by power other than muscular power, but does
not include railroad and railway engines, railcars or rolling stock. This definition
168
includes, but is not limited to, vehicles powered by gasoline and mixtures of simple
alcohols and gasoline, diesel fuel and other petroleum products.
CLEAN-FUEL VEHICLES--The Commission may grant exemptions from the parking
freeze for vehicles utilizing clean- fuel technologies such as compressed natural gas,
propane, or electricity.
MOTOR VEHICLE PARKING SPACE means any lot, garage, building, structure or
vessel on or in which motor vehicles are temporarily stored regardless of whether a fee is
charged or whether parking spaces are demarcated as such, except Residential Spaces and
On-Street Parking (see below).
OFF-PEAK PARKING SPACES means motor vehicle parking spaces not available for
use between the hours of 7:30 AM and 9:30 AM on weekdays.
ON-STREET PARKING SPACES means legal parking spaces on public ways authorized
by BTD. These spaces are not subject to the Parking Freeze and are not counted as part
of the inventory.
OFF-STREET PARKING SPACES means parking spaces on private or public property
adjacent to and/or with access to, but not located on a public roadway.
RESIDENTIAL PARKING SPACES means off-street parking that is for the exclusive
use of residents, guests, visitors, and/or staff of an adjacent or nearby residential
structure.
NEW RESIDENTIAL PARKING means residential parking built after the date of
adoption by the Commission of this Section III of the Procedures and Criteria. New
Residential Spaces shall be exempt from the Parking Freeze where the ratio is one space
per dwelling unit or less. Residential Parking in excess of one space/unit is subject to the
Freeze and the excess spaces must be allocated from the South Boston Parking Freeze
Bank pursuant to Section III.
PARCEL OF LAND means land owned by the same person or entity and shall inc lude
one or more parcels provided such parcels are contiguous.
PARKING FREEZE means a limitation on the number of Off-Street motor vehicle
parking spaces available for a specific geographic area. The "South Boston Parking
Freeze" is a limit on the availability of motor vehicle parking spaces within the South
Boston Piers Zone and the Industrial/Commercial Zone and a freeze on the availability of
remote parking spaces within the South Boston Residential Zone within the South Boston
Parking Freeze Area (as defined, below). No owner, operator or tenant within the South
Boston Parking Freeze Area Piers Zone and Industrial/Commercial Zones shall allow for
the parking of motor vehicles in excess of the allowed number of motor vehicle parking
spaces established by the parking freeze. No person within the South Boston Parking
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Freeze Area Residential Zone shall allow for the parking of motor vehicles in excess of
the allowed number of remote parking spaces established by the parking freeze.
FREEZE BANK SPACES as defined by 310 CMR 7.33 (5) means that part of the
inventory of parking spaces for South Boston held by the Commission, which are not
currently available for parking but which can be allocated by the Commission pursuant to
these Procedures and Criteria.
REMOTE PARKING SPACES means any parking space which serves end uses outside
of a parking freeze area including, but not limited to, parking for airport use, for
Downtown Boston parking, and for remote employee parking.
NEW RESIDENTIAL SPACES means new residential spaces in excess of one (1)
space/unit. Those seeking to build New Residential Spaces shall apply to the BAPCC for
permits. These spaces must be allocated by the Commission from the Freeze Bank
pursuant to Section III.
RESTRICTED USE parking means temporary parking in excess of the permitted number
of spaces. Such parking may only be provided in the parking freeze area administered by
the BAPCC in the South Boston Piers Zone or the South Boston Industrial/Commercial
Zone for up to ten days per year.
STATE IMPLEMENTATION PLAN (SIP) means the most recently prepared plan or
revision thereof required by the Federal Clean Air Act, submitted by the Commonwealth
of Massachusetts, and approved by the U.S. EPA.
B. SOUTH BOSTON PARKING FREEZE AREA
The South Boston Parking Freeze Area, as established in 310 CMR 7.33, shall be divided
into three zones defined as: 1) the South Boston Piers Zone; 2) the South Boston
Industrial/Commercial Zone; and 3) the South Boston Residential Zone. The geographic
boundary of each zone is as follows:
THE SOUTH BOSTON PIERS ZONE: beginning at the point where Mount Washington
Street meets the high water line of the Fort Point Channel and continuing in a westerly
direction to the center point of the Channel; then northeasterly along the imaginary center
line of the Channel to the Boston Inner Harbor; then continuing southeasterly along the
high water line to the southern center point of the Reserved Channel and continuing
westerly in a straight line along the Channel direction to a point where it meets Summer
Street; then following Summer Street in a northwesterly direction to a point where it
meets Fargo Street; then following Summer Street in a northwesterly direction to a point
along Fargo Street where it meets B Street; then westerly along an imaginary straight line
back to the point where Mount Washington meets the high water line.
THE SOUTH BOSTON INDUSTRIAL/COMMERCIAL ZONE: beginning at the point
where Southampton Street meets the railroad tracks and continuing northerly along the
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railroad tracks, to the West Fourth Street Bridge; then southeasterly along the Bridge to
the center point of the Fort Point Channel; then north and northeasterly along the center
line of the Channel to the point where it meets the imaginary line extending to the point
to the beginning of the Piers Zone to its end point where it meets the imaginary line
extending easterly along the center line of Reserved Channel and then southerly in a
straight line to the point where it meets the northeastern edge of the residential Zone
boundary line; then following said boundary line westerly, northerly, and southerly back
to the point where Southampton Street meets the railroad tracks.
THE SOUTH BOSTON RESIDENTIAL ZONE: Beginning at the point where
Southampton Street meets Dorchester Avenue, and continuing in a northerly direction
along Dorchester Avenue, to West Second Street; then southeasterly along West Second
Street, to B Street; then northwesterly along B Street to West First Street; then southerly
along West First Street to the point where it meets East First Street and continuing along
East First Street to the point where it meets Day Boulevard; then following along Day
Boulevard in a southwesterly direction to the point where it meets Preble Street and
continuing along Preble Street back to the point where Southampton Street meets
Dorchester Avenue.
C. RESPONSIBILITIES OF THE BOSTON AIR POLLUTION CONTROL
COMMISSION
(1) The Boston Air Pollution Control Commission (the Commission) is a five (5)
member body established pursuant to the City of Boston Code, Ordinances, Chapter 7,
Section 2. It is provided full jurisdiction to regulate and control atmospheric pollution
under Chapter 111, Section 31C of the Massachusetts General Laws and other applicable
laws, ordinances and regulations.
(2) The Commission shall, by majority vote, approve, disapprove or approve with
conditions all applications for Parking Freeze Permits under this Section III of the
procedures and Criteria, provided, however, that it may delegate its authority as provided
herein.
(3) The Commission shall have the power to enforce the provisions of these Procedures
and Criteria and the provisions of 310 CMR 7.33, as amended, and to modify, amend or
rescind its approval of a Parking Freeze Permit.
(4) The Commission or its designee may, as far as it deems it necessary in carrying out
the provisions herein, enter upon any lands subject to a permit at reasonable times in
order to conduct inspections related to compliance with the terms and conditions of a
Parking Freeze Permit.
(5) The Commission shall coordinate and administer the City of Boston/South Boston
Parking Freeze (South Boston Parking Freeze). In carrying out this responsibility, the
Commission shall perform, or cause to be performed, the following duties, among others:
(a) Maintain to the extent possible, complete and accurate records which indicate the
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current inventory of motor vehicle parking spaces within the South Boston Parking
Freeze Area; (b) Process Parking Freeze Permits; (c) Prepare an annual report to the
Regional Administrator of the Environmental Protection Agency and the Commissioner
of the DEP; and (d) Consult with and seek the assistance of other appropriate agencies
and departments of the city, state, and federal governments, including the Boston
Redevelopment Authority, the Boston Transportation Department and the Mayors
Office.
D. GENERAL PRINCIPLES FOR ADMINISTRATION OF THE PARKING FREEZE
(1) No owner, operator or tenant within the South Boston Parking Freeze Area Piers
Zone and the Industrial/Commercial Zone shall allow for the parking of motor vehicles in
excess of the number of motor vehicle parking spaces established by the parking freeze
under 310 CMR 7.33. No person within the South Boston Freeze Area Residential Zone
shall allow for the remote parking of motor vehicles in excess of the number of remote
parking spaces established by the parking freeze under 310 CMR 7.33. The total number
of motor vehicle parking spaces established by the parking space inventory conducted by
the Commission pursuant to 310 CMR 7.33 (base inventory) shall be submitted to DEP
for approval and incorporated herein in as Appendix D.
(2) No owner, operator or tenant within the South Boston Parking Freeze Area Piers
Zone and the Industrial/Commercial Zone shall use, or allow to be used, real property or
vessels under its ownership or control for the purpose of a motor vehicle parking space
unless the real property or vessel containing such parking spaces has the applicable
Permit from the Commission issued under the provisions of this Section III of the
Procedures and Criteria. No owner, operator or tenant within the South Boston Parking
Freeze Area Residential Zone shall use, or allow to be used, real property or vessel under
its ownership or control for the purpose of a remote motor vehicle parking space unless
the real property or vessel containing such parking spaces has the applicable Permit from
the Commission issued under the provisions of this Section III of the Procedures and
Criteria.
(3) The following information shall be set forth on the face of all Permits: name of
property owner; address of property, mailing address of owner, if different; the maximum
number of motor vehicle parking spaces allowed on suc h property, any restrictions or
conditions to the use of the motor vehicle parking spaces, the location of all entrances and
exits to the parking areas, and the use of such property.
(4) A Permit issued hereunder shall, unless sooner suspended or revoked, expire on the
first day of July in the year next succeeding the year in which it takes effect, or on such
earlier date as may be specified in the Permit. The Commission will annually renew
existing permits. Permit holders must petition the Commission for any modifications to
an existing permit as outlined herein. A Permit may be suspended or revoked as provided
herein.
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(5) Permits may be approved only by the Commission, provided that the Commission
may delegate its authority to Commission staff to approve Renewal Permits and to issue
conditional approval for any Permit, subject to the Commissions final approval, for a
period of up to three (3) months.
(6) There shall be four (4) types of Permits, as follows:
i.
Initial Permit shall be a permit issued to the owner of a parking space on a parcel
of land included in the base inventory.
ii. Renewal Permit shall be a permit issued to a current Permit holder after the
Initial, Modified or New Permit expires when there is no change to the Permit, as
provided in (iii) below.
iii. Modified Permit shall be a permit issued to the holder of an Initial Permit or a
Renewal Permit where there is a change in the Permit including any of the
following changes: 1) changes to the overall number of permitted parking spaces;
2) changes in the use of the parking spaces that may affect traffic patterns, 3) or
changes in the ingress or egress to the parking facility. Modified Permits may be
renewed pursuant to III D (6)(ii), above.
iv. New Permits shall be Permits issued to operators of parking facilities where the
parking spaces are allocated from the parking freeze bank to be established
hereunder. Holders of New Permits may seek a Modified Permit pursuant to III D
(6)(iii), above.
(7) Initial Permits shall be issued by the Commission by way of the following procedure.
The Commission shall notify by Certified Mail each owner of a parcel of land included in
the base inventory, for which a permit shall be issued. All of the information provided in
Section III(3), above, to the extent then known, shall be included in said notice. The
owner shall be provided 30 days, from the receipt of the Certified Mail notice, in which
to respond, by Certified Mail, to amend or correct any such information. If the
information in the Initial Permit is correct, the owner shall remit the appropriate fee
pursuant to III (E)(10) and Appendix III.B. and the Initial Permit shall be issued. If no
response is received by the Commission within 30 days, the number of spaces in said
Initial Permit shall be presumed correct and may not be disputed by the owner without a
hearing before the Commission, as provided for in Section III, E. below, but the permit
shall not issue until the appropriate fee has been received. Operation of a parking facility
without a valid Parking Freeze permit may subject the owner/operator to the enforcement
provisions of Section III J of these regulations. The Commission reserves the right to
rescind permits so issued if, after notice to the permit holder and opportunity to be heard
at a public hearing, the Commission finds that said permit was issued in error.
(8) Renewal Permits shall be issued by the Commission by way of the following
procedure: The Commission shall notify each holder of an Initial Permit or a Renewal
Permit that a Renewal Permit shall be issued without any modification unless within 30
days said owner provides updated information. Any modifications proposed by an owner
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that is a change as provided in (6)(iii), above, or any request for additional parking
spaces, shall be considered a Modified Permit and must comply with the procedures set
forth in Section III, E. below.
(9) The Commission may establish a parking freeze bank which shall initially consist of
an amount equal to 10% of the base inventory. Additionally, motor vehicle parking
spaces which have been physically eliminated may be added to the parking freeze bank.
The Commission may, by majority vote at a Public Hearing, permanently eliminate
spaces from the Freeze Bank and South Boston Parking Freeze Inventory.
(10) Modified Permits and New Permits shall be issued by the Commission by way of the
following procedure. A hearing before the Commission, as provided for in Section III, E.
below.
(11) The issuance of a Permit hereunder shall in no way be considered or construed to
provide the owner, operator or tenant with any rights or approvals to use such parking
spaces under any other law, ordinance or regulation and shall not be construed to confer a
"property right".
E. PERMIT APPLICATION AND HEARING PROCESS
(1) Modified Permits and New Permits may be issued only by way of filing an
application on a form prescribed by the Commission. Every permit application shall be
submitted on the attached form (see Appendix III-C) or on such form as the Commission
may, from time to time, designate. All information and required design and site plans
shall be furnished. Seven paper copies and one electronic copy of every application for a
Permit and the design and site plans (one set full size, 6 sets on 8.5x11, 8.5x14 or 11x17
format, and one electronic version) shall be submitted to the Boston Air Pollution Control
Commission, Boston City Hall, Room 805, Boston, MA 02201. If an application is
incomplete in any respect, it may be rejected.
(2) The Commission shall hold hearings from time to time as necessary. Hearings may
be conducted only by a quorum of the Commission, which shall be a majority of the
members of the Commission then in office. The Commission may, by majority vote,
continue a hearing pending additional information. Approval of permits shall be by a
majority vote of a quorum.
(3) Permit approval is subject to compliance with the provisions of these Procedures and
Criteria, 310 CMR 7.33 and the terms and conditions in the Permit, which shall include
the maximum number of motor vehicle parking spaces allowed. Modified Permits and
New Permits may be subject to additional conditions including, without limitation, the
number of parking spaces, conditions governing the use of the parking space, location of
the parking facility, the location of the ingress and egress to said facility, landscaping,
design and signage.
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(4) Applications for Modified Permits or New permits must be received at least sixty (60)
days prior to the next scheduled hearing to be considered at that date, unless the
Commission, at its discretion, has granted permission in writing for a late filing and the
applicant is capable of meeting all notification requirements.
(5) The Commission shall provide the applicant a Notice of Public Hearing which must
be published by the applicant, at its expense, in both a South Boston newspaper and a
Citywide newspaper of general circulation. The notice shall set forth a specific hearing
date not less than twenty-eight (28) days and not more than thirty- five (35) days from the
date of publication. The notice shall include the time and place of such hearing, a brief
description of the application, and shall indicate that a copy of the application(s) is
available for public inspection at the office of the City of Boston Environment
Department. A copy of the Notice, as published, and the date, page and name of the
publication shall be submitted to the Commission prior to the hearing by the applicant. A
copy of the Notice shall also be submitted to the Office of Neighborhood Services and to
each District City Councilor representing any part of the South Boston Parking Freeze
area, not less than ten (10) days prior to the hearing date. The Applicant shall make
reasonable efforts to provide abutters with a copy of the Notice at least twenty-one (21)
days but not more than twenty-eight (28) days prior to the hearing. Evidence of these
efforts shall be supplied to the Commission prior to the hearing date. Abutters shall
include the owners of property that directly abuts any parking facility location, and the
owners of property within three hundred (300) feet from the property line of any location.
(6) The Commission shall notify the Regional Administrator of the Environmental
Protection Agency (EPA) and the Commissioner of the DEP of the time and place of all
hearings.
(7) To the extent practicable, the Commission shall, within seven (7) days before the
hearing date, send to each applicant who has submitted a complete and timely application
a joint staff report which analyzes the application, presents transportation and planning
facts and data relevant to the criteria set out in Section III. F. and describe any further
information required in order to make full assessment of the application. Any applicant
who has filed an incomplete or late application shall be so notified at this time.
(8) Within twenty-one (21) days after the hearing, the Commission shall, based upon the
criteria set forth in Section III. F. and, in consideration of the information contained in the
application and presented at the public hearing, approve or disapprove the Permit
application, or approve the Permit application with conditions. The Commissions
findings and determination shall be in writing and shall indicate the location of the
parking, the number of parking spaces allowed and any conditions.
(9) The Commission shall cause to be made a record of its proceedings indicating the
vote of its members upon each question.
(10) Fees for processing Initial Permits and New or Modified Permit applications shall be
paid by check, made out to the City of Boston-Air Pollution Control Commission, and
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submitted along with the application. No permit shall be issued until the application fee
has been collected. The Fee Schedule is set forth in Appendix III-B. In addition, the
applicant shall be responsible for the costs of the advertising fees associated with the
publication of the notice of hearing, pursuant to Section III (5), above.
SECTION III. F. CRITERIA FOR ISSUANCE OF PARKING FREEZE PERMITS
The following criteria shall be used for the issuance of Parking Freeze Permits
(Permits) for motor vehicle parking spaces in the South Boston Freeze area. All motor
vehicle parking spaces will be permitted as either public or private parking spaces.
Depending on the use of the parking spaces, permit conditions, set forth below, shall be
required. In addition, each permit, regardless of type, shall include standard conditions as
set forth in Appendix III-A attached to these regulations.
(1) Initial Parking Space Permits
Initial permits shall be issued by the Commission to all owners of property with
motor vehicle parking spaces in the South Boston Piers area and the South Boston
Industrial/Commercial area, and owners of property in the South Boston
Residential area with remote parking spaces. Each permit will specify the number
of public and/or private parking spaces included in the inventory, as well as all
permit conditions. This will include a description of the site including such things
as ingress and egress, thereto.
(2) Modified or New Motor Vehicle Parking Space Permits
The Commission shall consider the following factors in its review and
approval/denial of Modified Permits and New Permit Applications: the location
of the facility, the anticipated number of vehicles and the times at which vehicles
will enter and leave the facility during the course of each day, the turning
movements required for vehicles that enter and leave the facility, the anticipated
vehicular volumes on streets and intersections in the vicinity of the facility,
pedestrian volume counts in the vicinity of the facility, accident experience in the
vicinity of the facility and other factors including, without limitation, vehicle
miles traveled by vehicles utilizing the parking facility, adverse impacts or
contributions to air pollution or traffic congestion on local and arterial streets, the
overall impacts on travel demand management and mode share, and the level of
support and commitment to implement available transportation alternatives and
demand management programs and plans.
(3) Off Peak Parking Spaces
The Commission shall require all parking facilities in the South Boston Piers
Zone as part of their initial permit to set aside 10% of their total parking supply
for off-peak use, and it shall not be available for parking between 7:30AM and
9:30AM At the opening of service of the South Boston Transitway, permits will
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be amended to reflect a 20% set-aside of Off-Peak parking in the South Boston

Piers Zone. Lot owners and/or operators shall ensure the off-peak set aside
through use of bollards and chains, gates, fencing or other means to physically
block access to the off-peak spaces until after 9:30AM, or utilize an suitable
electronic parking inventory control system to ensure the availability of the
required off-peak spaces, subject to the approval of the BAPCC.
(4) Restricted Use Parking Spaces
The Commission shall consider the following factors in its review and
approval/denial of Restricted Parking Spaces: the location of the facility, the
anticipated number of vehicles and the times at which vehicles will enter and
leave the facility during the course of the day, the tuning movements required for
vehicles that enter and leave the facility, the anticipated vehicular volumes on
streets and intersections in the vicinity of the facility, pedestrians volume counts
in the vicinity of a facility, accident experience in the vicinity of a facility, and
other factors including, without limitation, vehicle miles traveled by vehicles
utilizing a parking facility, adverse impacts or contributions to air pollution or
traffic congestion on local and arterial streets, the level of support and
commitment to implement available transportation alternatives and demand
management programs and plans, and the commitment by the proponent to take
appropriate actions to reduce the necessity of making requests for Restricted Use
Parking in the future.
(5) Remote Parking Spaces
The Commission shall not allocate remote parking spaces over and above the
existing remote parking space inventory established. Remote parking spaces
returned to the BAPCC Bank will be reallocated as motor vehicle parking spaces
within the Piers or Industrial/Commercial zones. To this end, shuttle bus services,
from parking facility to end uses outside the parking freeze area, may not be
provided by parking facility operators or owners who do not hold a remote
parking facility permit for that property.
(6) Central Artery Displaced Parking Spaces
The Commission will grant initial permits to all property owners who have
parking spaces displaced by the Central Artery Construction Project, as the total
number of 1) spaces documented in the Central Artery Final EIR as displaced and
2) spaces remaining on the property. (Final Supplement EIR Central Artery Third
Harbor Tunnel Project, Summary of Changes to Appendices, Figure 2.4 South
Boston/South Boston Bypass Road Area Parking Impacts). Spaces permanently
displaced by the project will be banked by the BAPCC and earmarked for the
affected property owner for two (2) years after the opening of the Central Artery
mainline to general traffic , after which time they will become part of the
available motor vehicle parking freeze bank. Spaces temporarily displaced
project will be banked by the BAPCC and earmarked for the affected property
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owner for one year after the property taken temporarily by the Central Artery
Project is returned to the property owner's control, after which time they will
become part of the available motor vehicle parking freeze bank.
G. CRITERIA RELATED TO THE RELOCATION OF PARKING SPACES
Spaces may only be moved from the Piers Zone to the Commercial Industrial Zone if
they are not needed in the Piers area and, either: 1) are on contiguous or abutting parcels
of land, or; 2) the parking spaces were temporarily or permanently impacted or displaced
by the CA/T project, and/or; 3) the BAPCC determines that the relocation of the motor
vehicle spaces will reduce adverse impacts or contributions to air pollution or traffic
congestion on local and arterial streets.
H. PROCEDURE RELATED TO CONDUCTING AN INVENTORY AFTER THE
CENTRAL ARTERY/THIRD HARBOR TUNNEL PROJECT IS OPEN
At such time as the Central Artery/Third Harbor Tunnel project is open for general public
use, an inventory of existing motor vehicle parking spaces, available in the South Boston
Piers Zone shall be submitted by the Commission to the DEP. Following DEP recertification of the parking freeze number for the South Boston Piers Zone, 10% of the
inventory of all motor vehicle parking spaces, including remote and off-peak parking
spaces, may, after public hearing and vote by the Commission, be added to the BAPCC
bank.
I. PROCEDURE RELATED TO PROPERTY TRANSFERS INVOLVING THE
MASSACHUSETTS AUTHORITY
In the event that the Massachusetts Port Authority (Massport) acquires any interest in
property in the South Boston Freeze Area, which interest shall include only the
acquisition of property by purchase or a lease with a term of more than one year, the
number of motor vehicle parking spaces on such property shall be deleted from the
inventory of parking spaces, provided that Massport has provided the Commission with
actual notice of said acquisition by way of a copy of the deed where the property is
acquired by purchase or a copy of the lease where the property is acquired by lease. In
the event that Massport conveys an interest in property in the South Boston Freeze Area,
which interest shall include only the conveyance of property by sale, the number of motor
vehicle parking spaces on such property shall be added to the inventory of parking
spaces.
J. ENFORCEMENT PROCEEDINGS
The provisions of these Procedures and Criteria and of 310 CMR 7.33., and the terms and
conditions in the Permits issued hereunder, shall be enforced by the Commission or its
designee by way of the provisions provided herein or by filing an action in a court of
competent jurisdiction in accordance with Massachusetts law. The Commission is not
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required to commence or complete the enforcement provisions provided herein prior to

seeking enforcement by filing a court action.
Permits may be suspended or revoked as set forth in this Section III, provided, however,
that where an alleged violation threatens the public health or welfare, Permits may be
suspended or revoked prior to initiating the procedures herein. Enforcement measures
shall take into consideration the severity and frequency of the violation. Where
enforcement includes the suspension or revocation of the Permit it shall be implemented
in a progressive manner, as follows: the first violation may result in a suspension or
revocation of a Permit for not more than five (5) days; the second violation may result in
a suspension or revocation of not more than ten (10) days; the third violation may result
in a suspension or revocation of a Permit for not more than fifteen (15) days. Further
violations may result in the indefinite suspension or revocation of the Permit.
Pursuant to MGL Ch. III S. 31C, violations of Section III may be punishable, for the first
offense, by a fine of not less than one thousand nor more than five thousand dollars and
for a subsequent offense, by a fine of not less than five thousand nor more than ten
thousand dollars. For the purpose of this paragraph each day and part thereof of violation
of such an order, rule or regulation whether such violation be continuous or intermittent,
shall be construed as a separate and succeeding offense. In addition, upon authorization
by the Department of Environmental Protection, the Commission may issue penalties
pursuant to 310 CMR 7.52 and MGL Ch. 111 s. 142B.
If the Commission or its designee takes cognizance of a violation of the provisions
herein, including the terms and conditions of the Permits issued hereunder or of 310
CMR 7.33, the Commission or its designee may, as an alternative to instituting criminal
proceedings, utilize the procedures provided under Chapter 40, Section 21D of the
Massachusetts General Laws.
In addition to the enforcement provisions provided above, the Commission or its
designee may commence enforcement proceedings by issuing a Notice of Probable
Violation (NOPV), if the Commission or its designee has reason to believe that a
violation has occurred or is continuing to occur. The NOPV shall state factual basis for
the allegation of a violation and the proposed remedial action to be taken by the person
served (respondent) if the Commission or its designee finds a violation. The NOPV
shall state that the respondent must: (a) reply in writing to the NOPV within fifteen (15)
days from the date of the NOPV; and (b) appear at an informal conference with the
Commission or its designee on a designated day which is at least fifteen (15) days from
the date of the NOPV.
The written reply must be filed with the Commission and must be signed by the
respondent or the respondents designee. It must include a complete statement of all
relevant facts and authority, and a full description of the reasons that the respondent
disputes the violation(s) alleged in the NOPV.
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If the respondent or his representative fails, either to file a written reply or to appear at
the informal conference, the respondent shall be deemed to have admitted the accuracy of
the factual allegations and legal conclusions stated in the NOPV, and the respondent shall
be held liable to take the remedial action proposed in the NOPV.
A hearing officer designated by the Commission shall conduct an informal review. The
informal review shall consist of an informal conference and an analysis of the
respondents written reply.
At any informal conference, the respondent shall have the right to be represented by an
attorney or other person, and shall have the right to present relevant documents to the
hearing officer. The hearing officer shall make available to the respondent any evidence
in the Commissions possession which indicates that the respondent may have committed
a violation, and the respondent or his representative shall have the opportunity to rebut
this evidence. However, this informal conference shall not be construed to be adjudicator
proceedings as defined in G.L. C. 30A.
The hearing officer shall make a decision in writing. If the respondent is not satisfied
with the decision, he may request a hearing by the Commission, provided that the
respondent makes such a request in writing within seven (7) calendar days of the date the
decision is issued. Failure to request a hearing by the Commission will be considered an
admission of the factual allegations and legal conclusion stated in the hearing officers
decision, and the respondent shall be held liable to take the remedial action proposed in
the NOPV.
A hearing before the Commission shall be de novo. The notice provisions provided in
Section III. E. shall not apply. At the hearing, the respondent may be represented by an
attorney or other person. The Commission may require the production of records and
documents and compel the attendance and testimony of witnesses before it, (pursuant to
City of Boston Code-Ordinances 7-2).
If the Commission finds, after the hearing, that the respondent has committed a violation,
it may take appropriate enforcement action including, but not limited to, rescinding or
modifying the Permit, issuing an administrative penalty or initiating an enforcement
proceeding in a court of competent jurisdiction.
K. PROCEDURES FOR AMENDING SECTION III
The APCC may from time to time, amend these regulations by simple majority vote of a
quorum of Commission members (a majority of members then in office) at a public
hearing on the record. Notice of such proposed amendments must be advertised on a
single day for two successive weeks in a newspaper of general circulation at least 21 days
in advance of the hearing date and a notice shall be posted with the Boston City Clerk.
Copies of the proposed amendments shall be made available to the public upon request.
The Commission shall give the public an opportunity to be heard at the public hearing
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and shall consider testimony received in its deliberations on the proposed change to the
regulations. Upon adoption of any amendment, the revised version of the regulations
shall be transmitted to the Massachusetts Department of Environmental Protection and
the U.S. Environmental Protection Agency Region 1 Office in Boston.
L. SEVERABILITY
The provisions of this Section III are severable and if any of its provisions shall be held
invalid in any circumstance, such invalidity shall not affect any other provisions or
circumstances.
END
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PARKING IN BOSTON
NORTH
Parking Freeze and Restricted Parking Area

South Boston
Boston Proper
Parking Freeze
Parking Freeze
East Boston
Parking Freeze
Restricted
Parking District
Figure 12
Parking Freeze and Restricted Parking Area
The Boston Air Pollution Control Commission administers parking freezes that cap all or part of the parking supply in
Boston Proper, South Boston and East Boston.
Source: Boston Air Pollution Control Commission
ACCESS BOSTON 2000-2010
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BOSTON TRANSPORTATION DEPARTMENT
COMMONWEALTH OF MASSACHUSETTS
DEPARTMENT OF ENVIRONMENTAL PROTECTION
310 CMR 7.00
AIR POLLUTION CONTROL REGULATIONS
310 CMR 7.33
MB CITY OF BOSTON/SOUTH BOSTON PARKING FREEZE
7.33: MB City of Boston/South Boston Parking Freeze

(1) Applicability.
(a) 310 CMR 7.33 is applicable to the Massachusetts Port Authority, the body
politic and corporate, created by and existing pursuant to St. 1956, c. 456, as
amended, hereafter referred to as Massport. Massport shall be responsible for
administering the South Boston Parking Freeze on all Massport owned property.
(b) 310 CMR 7.33 is applicable to the City of Boston which shall be responsible
for administering the South Boston Parking Freeze on all lands other that
Massport owned property under the authority of the Boston Air Pollution Control
Commission (BAPCC). Under M.G.L., c. 111, s. 31C, BAPCC is responsible for
administering local air pollution control programs including parking freezes
within the geographic and political boundaries of the City of Boston.
(c) 310 CMR 7.33 applies to the parking of motor vehicles in the South Boston
Parking Freeze Area. The South Boston Parking Freeze area shall be divided into
three zones defined as: (1) the South Boston Piers Zone, (2) the South Boston
Industrial/Commercial Zone and (3) the South Boston Residential Zone. These
geographic areas shall be bounded as follows:
The South Boston Piers Zone:
Beginning at the point where Mount Washington Street meets the high water
line of the Fort Point Channel and continuing in a westerly direction to the center
point of the Channel; then northeasterly along the imaginary center line of the
Channel to the Boston Inner Harbor; then continuing southeasterly along the high
water line to the southern most edge of the Boston Marine Industrial Park
property; then easterly in a straight line to the center point of the Reserved
Channel and continuing westerly in a straight line along the Channel to the point
where it meets Summer Street; then following Summer Street in a northwesterly
direction to a point where it meets Fargo Street; then following Summer Street in
a northwesterly direction to a point along Fargo Street where it meets B Street;
then westerly along an imaginary straight line back to the point where Mount
Washington meets the high water line.
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The South Boston Industrial/Commercial Zone:

Beginning at the point where Southampton Street meets the railroad tracks
and continuing northerly along the railroad tracks, to the West Fourth Street
Bridge; then southeasterly along the Bridge to the center point of the Fort Point
Channel; then north and northeasterly along the center line of the Channel to the
point where it meets the imaginary line extending to the point of the beginning of
the Piers Zone; then following along the southeast boundary line of the Piers
Zone to its end point where it meets the imaginary line extending easterly along
the center line of the Reserved Channel and then southerly in a straight line to the
point where it meets the northeastern edge of the residential Zone boundary line;
then following said boundary line westerly, northerly, and southerly back to the
point where Southampton Street meets the railroad tracks.
The South Boston Residential Zone:
Beginning at the point where Southampton Street meets Dorchester Avenue
and continuing in a northerly direction along Dorchester Avenue to West Second
Street; then southeasterly along West Second Street to B Street; then
northwesterly along B Street to West First Street; then southeasterly along West
First Street to the point where it meets East First Street and continuing along East
First Street to the point where it meets O'Day Boulevard; then easterly along
O'Day Boulevard to the high water line of Boston Harbor; then along the high
water line of Boston Harbor around Castle Island to the point where it meets the
rock jetty enclosing Pleasure Bay and continuing along to the point where it
meets O'Day Boulevard; then following along O'Day Boulevard in a
southwesterly direction to the point where it meets Preble Street and continuing
along Preble Street back to the point where Southampton Street meets Dorchester
Avenue.
(2) Definition of the Parking Freeze. There is hereby established a freeze on the
availability of motor vehicle parking spaces within the South Boston Piers Zone and the
Industrial/Commercial Zone and a freeze on the availability of remote parking spaces
within the South Boston Residential Zone within the South Boston Parking Freeze Area.
No owner, operator or tenant within the South Boston Parking Freeze Area Piers Zone
and Industrial/Commercial Zones shall allow for the parking of motor vehicles in excess
of the allowed number of motor vehicle parking spaces established by the parking freeze.
No person within the South Boston Parking Freeze Area Residential Zone shall allow for
the parking of motor vehicles in excess of the allowed number of remote parking spaces
established by the parking freeze.
(3) Parking Space Inventory.
(a) Not later than one year from the date 310 CMR 7.33 is first published in the
Massachusetts Register, the BAPCC and Massport shall each submit to the
Department, an inventory of all existing motor vehicle parking spaces and motor
310 CMR 7.33 Page - 2
184
vehicle parking spaces which were part of any project submitted for review under
the Massachusetts Environmental Policy Act process set forth in 301 CMR 11.00
or the Federal Environmental Review Process set forth in 42 U.S.C. 4321 et. seq.
as of August 1, 1990 and remote parking spaces for each of their respective areas.
Said inventory shall include a map and supportive descriptive material of
sufficient detail to identify the type, location, and quantity of motor vehicle
parking spaces, including parking spaces for commercial, remote, employee,
restricted use, off-peak uses and parking spaces eliminated during the Central
Artery/Third Harbor Tunnel project construction, located in the South Boston
Parking Freeze Area.
(b) Within 60 days of receipt of said inventory, the Department shall, after
review and consultation with interested parties, including but not limited to the
BAPCC, Massport, Chairman of the Boston MPO, and the EPA, issue a finding of
adequacy or inadequacy in writing. If found adequate, the number of motor
vehicle parking spaces and remote parking spaces by zone shall be the
Department-certified parking freeze base number for the South Boston Parking
Freeze Area.
(c) If found inadequate, the BAPCC and/or Massport, in consultation with the
Department, shall have an additional 60 days to resolve the inadequacies. If no
agreement is reached, the Department shall, at the end of the second 60 day
period, certify a parking freeze base number for the South Boston Parking Freeze
Area in writing. If within 60 days of receipt of said initial inventory, the
Department has not issued a finding of adequacy or inadequacy, the inventory
shall be deemed adequate.
(d) Property Transfers. In the event that Massport acquires any interest in
property in the South Boston Freeze area, Massport shall assume responsibility
for administering the freeze on the properties acquired and shall amend the
Parking Space Inventory submitted pursuant to 310 CMR 7.33(3).
(4) Elimination of Parking Spaces During Central Artery/Third Harbor Tunnel
Construction. Motor vehicle parking spaces removed or eliminated permanently during
the Seaport Access Road and Third Harbor Tunnel construction project shall be
incorporated into the parking space inventory submitted pursuant to 310 CMR 7.33(3).
(5) Establishment of Parking Freeze Banks.
(a) The number of motor vehicle parking spaces in the South Boston Parking
Freeze Area will be limited to the base inventory of all motor vehicle parking
spaces in each zone. From this base inventory of motor vehicle parking spaces,
parking freeze banks shall be created equal to 10% of the base inventory of motor
vehicle parking spaces. The Parking freeze banks shall be administered
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separately by the BAPCC and Massport and hereafter referred to as the BAPCC
Bank and the Massport Bank.
(b) Motor vehicle parking spaces eliminated for use in the South Boston Parking
Freeze Area shall be credited to the appropriate parking freeze bank for
reallocation and are not privately transferrable.
(6) Parking Freeze Plan.
(a) Not later than one year from the date 310 CMR 7.33 is published in the
Massachusetts Register, the BAPCC and Massport shall each submit a plan to the
Department, with copies to the Governor, the Boston Metropolitan Planning
Organization and the Environmental Protection Agency Region I, a South Boston
Parking Freeze plan, developed in coordination and consultation with the Boston
Zoning Board of Appeals, the Boston Department of Transportation, the
Department and other city and state authorities as may be appropriate which sets
forth the procedures by which the South Boston Parking Freeze shall be
implemented and enforced and the permitting of parking facilities shall be
administered. The plans shall, at a minimum, include the following elements:
1. identification of the city agencies, authorities or entities that will be
responsible for the various components of the Freeze and authority and
responsibilities of the City entities supporting the implementation and
enforcement of each of the components of the South Boston Parking Freeze;
2. a description of modifications needed to local ordinances, rules,
regulations and/or policies to enable the city and Massport to implement and
enforce the freeze, and a schedule for their adoption;
3. procedures for allocation of motor vehicle parking spaces from the parking
freeze banks which includes methods for determining the need for such spaces
consistent with street and intersection capacity; consultation procedures
between BAPCC and Massport for allocation of spaces; and incentives for
High Occupancy Vehicle (HOV) parking;
4. proposed text of amendments to the current BAPCC Procedures and
Criteria for Issuance of Parking Freeze Permits and similar procedures for
Massport. These guidelines shall pertain to the permitting of parking
facilities, taking into consideration land use, commitments to specific tripreduction measures, and the availability of improved transit;
5. A procedure to relocate motor vehicle parking spaces from the South
Boston Piers Zone to the South Boston Industrial/Commercial Zone.
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186
6. A procedure to ensure that motor vehicle parking spaces designated as offpeak parking spaces pursuant to 7.33(4) are not being utilized between the
hours of 7:30 AM and 9:30 AM. Said procedures shall be enforced by the
BAPCC and Massport upon approval by the Department of the Parking Freeze
Plan required by 310 CMR 7.33(6).
(b) Within 60 days of receipt of said Parking Freeze Plans, the Department, after
review and a non-adjudicatory public hearing shall issue a finding of adequacy or
inadequacy, depending upon the results of the review. If within 60 days of receipt
of said Parking Freeze Plans, the Department has not issued a finding of adequacy
or inadequacy, the Parking Freeze Plans shall be deemed adequate. If found
inadequate, the BAPCC and/or Massport, in consultation with the Department,
shall have an additional 60 days to resolve the inadequacies. Failure to submit an
acceptable Parking Freeze Plan by the end of the second 60 day period may result
in the Department issuing a Parking Freeze Plan which the BAPCC and Massport
shall proceed to implement and enforce; provided, however that no parking
spaces shall be allocated unless a Department-approved or Department-issued
Parking Freeze Plan under 310 CMR 7.33 is in effect.
(c) Following approval by the Department, the Parking Freeze Plans and
Permitting Procedures shall be implemented and enforced by the BAPCC and
Massport.
(7) Off-Peak Parking.
(a) A minimum of 10% of the existing motor vehicle parking spaces available in
the South Boston Piers Zone shall be designated for use as off-peak parking
spaces and shall not be open for entering customers between 7:30 AM and 9:30
AM. At the opening of service of the South Boston Transitway, 20% of the
existing motor vehicle parking spaces available in the South Boston Piers Zone
shall be designated for use as off-peak parking spaces and shall not be open for
entering customers between 7:30 AM and 9:30 AM.
(8) Completion of Central Artery/Third Harbor Tunnel.
(a) At such time that the Central Artery/Third Harbor Tunnel project is open for
general public use, an inventory of existing motor vehicle parking spaces
available in the South Boston Piers Zone shall be submitted by BAPCC and
Massport to the Department following the procedures in 310 CMR 7.33(2).
Following Department re-certification of the parking freeze number for the South
Boston Piers Zone, 10% of the inventory of motor vehicle parking spaces shall be
added to the BAPCC bank in the South Boston Piers Zone. Nothing in 310 CMR
7.33(8) shall prohibit the Department from requiring Massport and/or BAPCC to
submit an updated inventory at any time prior to the opening of the Central
Artery/Third Harbor Tunnel Project.
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187
(9) Restricted Use Parking.

(a) Restricted Use parking may only be provided in the parking freeze area
administered by the BAPCC in the South Boston Piers Zone or the South Boston
Industrial/Commercial Zone for up to ten days per year on the conditions of this
section. Massport is prohibited from providing restricted use parking in the South
Boston Freeze area for any purpose. The provision of restricted use parking shall
require substantial documentation including demand management plans and
programs to be provided to the Department by the BAPCC to explain such use
and to document how such use will be avoided in the future. The documentation
requirements will be detailed by the BAPCC in the "Procedures and Criteria for
Issuance of Parking Freeze Permits".
(b) Restricted use parking spaces shall be subject to the following monitoring and
reporting provisions:
1. On December 31 of each calendar year BAPCC shall submit to the
Department a letter containing an estimate of the number of days and dates on
which the BAPCC anticipates the need over the following calendar year to
invoke the use of restricted use parking spaces, including the estimated
number and location of said spaces;
2. BAPCC shall monitor and track the use of these restricted use parking
spaces continuously throughout the year and on March 1 of the following year
shall submit a report to the Department describing actual dates, locations, and
numbers of restricted use parking spaces used in the preceding calendar year.
(c) Should the actual number of days when restricted use parking spaces is
invoked by the BAPCC exceed six days by July 1 of any year, BAPCC shall
submit to the Department on or before August 1, a report outlining strategies the
BAPCC commits to undertake during the remainder of the calendar year so as not
to have to invoke the use of the of restricted use parking spaces more than the
four additional days that calendar year.
(d) Should the BAPCC invoke the use of restricted use parking spaces for more
than ten days during the calendar year, BAPCC shall submit to the Department,
on or before March 1 of the following year, a report containing:
1. an explanation of why the ten day limit on the use of restricted use parking
spaces was exceeded;
2. a determination of whether this exceedance was temporary or may be
expected to continue into future years and technical support for this
determination;
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3. a projection of future need to use restricted use parking spaces in terms of

the number of days and the number of spaces;
4. a plan and a schedule for initiating actions which will reduce the projected
need identified in 310 CMR 7.22(3);
5. a commitment from BAPCC to implement the identified actions.
(10) Relocation of Parking Spaces. Relocation of motor vehicle parking spaces is not
allowed into the South Boston Residential Freeze Zone or into the Industrial/Commercial
Freeze Zone from the South Boston Freeze Piers Zone. To ensure greater flexibility in
land use planning and development, a procedure shall be developed by the BAPCC and
Massport, which will enable the relocation of motor vehicle parking spaces from the
South Boston Piers Zone to the South Boston Industrial/Commercial Zone.
(11) Remote Parking:
(a) Additional remote parking spaces over and above the existing remote parking
space inventory established in the parking space inventory approved by the
Department pursuant to 310 CMR 7.33(3) shall not be allowed or permitted in the
South Boston Parking Freeze Area. Remote parking facilities already in use upon
the effective date of 310 CMR 7.00 shall be allowed to continue.
(b) Remote parking spaces which are eliminated for any purpose shall not be
transferred to other owners, operators or tenants within the South Boston Freeze
Area and shall return to the BAPCC Bank and Massport Bank for reallocation as
motor vehicle parking spaces.
(12) Procedures and Criteria for Issuance of Parking Freeze Permits
(a) Two years from the date 310 CMR 7.33 is published in the Massachusetts
Register, the BAPCC shall amend the existing Procedures and Criteria for
Issuance of Parking Freeze Permits, and submit these amendments to the
Department for review and approval.
(b) Two years from the date 310 CMR 7.33 is published in the Massachusetts
Register, Massport shall submit procedures and criteria for issuance of parking
freeze permits to the Department for review and approval. Such procedures shall
contain a process by which Massport shall consult with the BAPCC prior to
allocating motor vehicle parking spaces from the Massport Bank, and shall
provide BAPCC with a period of up to 30 days to comment on any proposed
allocation of motor vehicle parking spaces from the Massport Bank. Massport
shall respond in writing to any comments from BAPCC which Massport does not
accept.
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(13) Record Keeping and Reporting.

(a) On or before June 15 of each year following submission of the parking freeze
inventory pursuant to 310 CMR 7.33(3), BAPCC and Massport shall each submit
a report to the Department and EPA Region I detailing the progress and status of
each provision of 310 CMR 7.33 during the preceding calendar year.
(b) Every third year following the promulgation of the regulation, the annual
status report submitted to the Department shall include an updated inventory of
parking spaces in the South Boston Parking Freeze Area. The inventory
conducted immediately following the completion of the Central Artery/Third
Harbor Tunnel project shall establish a new three year reporting cycle.
(c) Copies of local ordinances adopted or modified in support of the South
Boston Parking freeze shall be submitted to the Department as they become
effective.
(14) Prohibitions. In the event the BAPCC and/or Massport fails to submit Procedures
and Criteria for Issuance of Parking Freeze Permits by the date required pursuant to 310
CMR 7.33(12) or fails to follow a procedure once approved, no person shall develop
motor vehicle parking spaces regulated herein until such time that a parking freeze permit
is obtained in accordance with a permit program adopted under 310 CMR 7.33.
(15) Enforcement.
(a) The Department may enforce this section under applicable law.
(b) The Department may enforce any requirement of 310 CMR 7.33, including
but not limited to, the requirements of any Department approved parking freeze
plan or parking freeze permit procedures adopted by BAPCC or Massport to
satisfy the requirements of this section in the event the BAPCC or Massport fail
to do so.
(c) The failure of BAPCC or Massport to adequately comply with the
requirements of the section may be cause for the Department to make a finding of
nonconformity under Section 176(c) of the Clean Air Act Amendments of 1990,
42 U.S.C. 7506(c).
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190
Task4.1ExistingConditions
PublicRealm
191
Urban Form and Public Realm Analysis
Page 1
192
Overview
Defining neighborhoods and establishing a legible
urban environment that establishes a sense of
place is a particular challenge in large-scale
redevelopments.
Given the scale of the South Boston Waterfront
as Downtown Boston expands beyond its core,
it is critical for the next phases of the Seaport
Development to be perceptibly felt as a collection of
mixed-use neighborhoods and districts, each with its
own character, yet part of the whole.
term improvements, but the proper integration

and interplay of transportation, land use, density
and intensity of use, environmental, streetscape
planning, and design strategies must be kept in
mind to help create a successful and memorable
public realm.
The South Boston Waterfront Transportation Plan

will focus on access, mobility, connections and
integrated multi-modal approaches to transportation
and land use planning for short, middle and longer-
The 1999 Seaport Public Realm Plan for the South

Boston Waterfront established the intent and
framework for streets, blocks, open space and
building form in order to ensure an integrated public
realm environment of distinctive character and
lasting quality, executed in a consistent manner.
Since then, the area has experienced intensive
construction; new projects are coming online, or are
now in detailed planning phases.
Existing Study Area Aerial
Illustrative Framework
Page 2
As the City reviews and updates the traffic and

transportation plans for the District, the opportunity
presents itself to review and update the Seaport
Public Realm Plan as it is being built-out.
An initial review of the public realm, as it is evolving,
reveals the issues and design opportunities outlined
on the following pages.
193
Public Realm Design Issues and Opportunities

1. Streets and Blocks
2. Street Design, Street Types and Hierarchy

There is not yet a clear designation or distinction of
The street and block patterns (size, shape,
streets as to their level of importance, role, function,
orientation and resulting building form) as the
or design character.
plan builds out vary greatly across the District.
This pattern can be used as a design strategy to
2.1. Street Design
organize the South Boston Waterfront as a series
The creation of mixed-use complete streets should
of smaller subdistricts or neighborhoods, each with
be a key design strategy with the purpose of
its own design character and iconic public place or
expanding the quantity and quality of the public
street.
realm in the District.
2.1.1
Ensure that Summer Street, Seaport Boulevard,
Congress Street, and D Street can accommodate
a full range of users, including: autos, buses,
trucks (where necessary), and bikes, as well as
pedestrians.
2.1.2
Assume the options study will explore which streets
take on a public transit function, and which streets
have a more pedestrian focus.
How to transform Seaport Boulevard ROW into a more iconic,

complete street design for the District?
Page 3
Congress Streets configuration, width, and role within the District

should be explored
A light rail or BRT line incorporated into the design

of any of these streets can provide the distinctive
character to the District, which is lacking at present
(i.e. San Francisco or Portland light rail expansions).
Streets which take pedestrians to Harborwalk and
the water can take on a different design character.
2.1.3
Develop a street hierarchy, and identify streets by
type from a design vocabulary point of view.
2.1.4
Explore reducing the size and scale of the paved
areas in some of the larger ROW sections, so that
streets become more balanced with respect to
pedestrian access, scale and feel. There may be
opportunities to expand the amounts of usable open
space (i.e. wider sidewalks, plazas, pocket parks,
bulb outs) by re-capturing paved areas of some
of these streets (i.e. NYC Broadway and Street
Righting programs).
Summer St requires redesign to become a primary multi-use street

194

2.1.5
As an integral component of the public realm
design, explore what elements of the streetscape
design can provide consistency vs. diversity and
variety throughout the South Boston Waterfront.
2.2. Seaport Boulevard
2.2.1
Seaport Boulevard has the opportunity to become
the iconic street and identity for the entire South
Boston Waterfront, as distinguished from Summer
Street. If that is the case, it needs a redesign of
sidewalks, lighting, tree planting, street furniture,
signage and materials. (i.e. San Franciscos
Embarcadero along the harbor, at the foot of Market
Street).
2.3.2
The elevated viaduct portion (including WTC Road)
should become a special pedestrian environment,
providing additional pedestrian and vehicular
connections to the Silver Line, and below to Seaport
Boulevard, as well as providing a more attractive
route to the water. (i.e. NYCs High Line Park)
2.4. Congress Street
2.4.1
Clarify the role of this street. Is it a major street like
Summer Street and Seaport Boulevard, or is it a
more secondary street within the District?
2.4.2
Can its ROW or street configuration be modified
east of Boston Wharf Road?
2.3. Summer Street

2.3.1
Summer Street needs a design focus, as a major
city-wide corridor and the front door of an expanding
Convention Center sub-district.
Seaport Boulevard could be an iconic waterfront boulevard like

the Embarcadero Boulevard in San Francisco
Page 4
Mixed-use complete streets include a range of transit

modes and land uses
2.5. Blue / Green Streets

2.5.1
As a public realm strategy, Blue/Green Streets can
collect open spaces from within the neighborhoods
and provide greenways to the water.
2.5.2
Can Blue/Green streets incorporate more innovative
design performance standards and design
standards for storm management/bio-filtration/
ecological strategies?
2.5.3
Blue/Green Streets are primarily North-South
streets and could include: A Street/Thomson Place
to Fan Pier; Boston Wharf Road/Medallion Street
to Fan Pier Cove; Pappas Way to Bank of America
Pavilion; Wormwood to Fort Point Channel; D
Street, as well as Seaport Blvd and other key EastWest connections.
The elevated viaduct could become a special pedestrian

environment like the High Line Park in New York
195

2.6. The Secondary Streets
3. Land Use
4. Waterfront Access
2.6.1
The secondary street network is beginning to evolve
on a project by project basis, but does not yet add
up to a coherent, interconnected network.
3.1
Ensure there is a direct relationship between higher
density, mixed-use commercial development and
the location of public transit nodes and multi-modal
street corridor design.
4.1
The pedestrian routes from inland to the water and
Harborwalk (streets, pedestrian ways and view
corridors) should be clearly identified and reinforced.
2.6.2
Secondary streets (existing and proposed)
provide the opportunity to introduce a smaller
scaled, interconnected, more pedestrian oriented
design character as contrasted to the major EastWest corridors; and could also enhance and/or
accentuate design variety and character within each
subdistrict.
One issue to date has been the location of buildings

(permanent or temporary) which have blocked
several view corridors to the water.
In addition, building orientation, form and massing
should reinforce views of and orientation to the
water.
For example, should the streetscape design

elements being incorporated within the Fan Pier
area become standardized throughout? Or, does
each subdistrict establish its own secondary
streetscape vocabulary?
How to transform A Street into a neighborhood main street for

the 100-Acre area?
Page 5
New secondary streets in Fan Pier have established a distinct

streetscape language
Successful open spaces along the Harborwalk in Fort Point Channel

196
5. Open Space
6. Public Transit
7. Summer Street Viaduct
5.1
In the 1999 Seaport Public Realm Plan, there were
few opportunities to locate usable public open
spaces inboard from the water (with the exception of
the linear park in the 100-Acre Plan).
6.1
The public transit stops and stations (Silver Line,
Ferry and bus routes) need to become more
prominent, more visible, and become part of the
armature and design vocabulary of the public realm.
In one sense, the public streets will become one of

the most important open space components of the
public realm as it evolves.
6.2
What are the design elements of designated public
transit corridors and station stops which can provide
continuity throughout the district; and what elements
will provide diversity and character to each of the
sub-districts? (See San Francisco and Portland light
rail expansions).
7.1
There should be further study of better integrating
Summer Streets upper level viaduct and WTC
Road with the at street grade network via additional
streets and/or pedestrian ways. The Convention
Center expansion plan provides an opportunity to
better tie these areas together.
There may be an opportunity to recapture paved

areas and under utilized portions of street ROWs
as usable smaller scale open spaces, as part of an
interconnected network of open spaces and areas
of pedestrian refuge.
The transit mall in Portland, Oregon could serve as a model for multi-modal hubs in the District
Page 6
Recaptured street plazas can provide valuable public space on

streets with oversized ROWs
197
8. Air Rights Development
9. Additional Design Issues and Opportunities
8.1
Are there opportunities for a more aggressive air
rights strategy over the highway infrastructure in the
vicinity of Congress Street, between Boston Wharf
Road and D Street? There may be opportunities
to develop a more integrated pedestrian and
streetscape network in this critical zone between
the Convention Center, the World Trade Center and
Seaport Boulevard.
Do not preclude additional pedestrian and/or

transit crossings of Fort Point Channel to better
integrate South Station with the South Boston
Waterfront.
In addition, do not preclude the ability to extend
the transit and public realm armature with potential
connections to Dorchester Avenue, Central Artery/
Atlantic Avenue up to North Station, Kneeland Street
Corridor or Urban Ring connections.
Do not preclude additional designated pedestrian
routes on the edge of, or through the BMIP, to
destinations such as Bank of America Pavilion, Dry
Dock, Black Falcon Terminal, and historic South
Boston neighborhood via Northern Avenue, Pappas
Way or L Street.
Articulate a more sequential phasing plan that
reinforces transportation improvements and
placemaking strategies for the District.
Air rights opportunities in vicinity of Congress Street at the

Districts core
Page 7
The upper level viaduct connecting WTC to Convention Center

could provide a more engaging pedestrian experience
The existing smokestack in the Wormwood neighborhood could

anchor the new central open space
198
1) Neighborhood Distinction
Page 8
199
South Boston Study Area
2.3 Miles
1.2 Miles
Page 9
200
Neighborhood Scale Comparison: Downtown Boston
North
Station
North End
West End
Beacon Hill
Boston
Commons
Quincy
Market
Govt
Center
Dtown
Crossing
Financial
District
Chinatown
Theater
District
Page 10
Downtown
Waterfront
South
Station
Fort Pt
Channel
14 Neighbrhoods / Sub-districts
201
Neighborhood Scale Comparison: Lower Manhattan
Civic
Center
Financial
District
Chinatown
Lower East Side
Battery
Park City
Tribeca
Little
Italy
Soho
Page 11
202
Proposed Study Area Neighborhoods

As a placemaking strategy, the South
Boston Waterfront could be arranged
as a series of smaller sub-districts or
neighborhoods, each with their own
design character. These could include:
1
2
11
3
4
6
7
8
1. Fan Pier + Pier 4

2. Historic Boston Wharf, North
3. Historic Boston Wharf, South
4. Gillette/Channel Center
5. The Piers District, West
6. The Piers District, East
7. Convention Center
8. South Boston Innovation District
9. BMIP
10. Reserved Channel/Conley Terminal
11. South Station
For example, predominate use and
density, street type and design, specific
transportation improvements, and/
or phasing could be organized by sub
district
10
Page 12
203
2) Street Framework
Page 13
204
City-Wide Street Connections

Three East-West street corridors relate to the
Downtown and the City:
1. Seaport Boulevard
2. Congress Street
3. Summer Street
Downtown
Three corresponding street corridors make direct

North-South connections to adjacent neighborhoods:
1. A Street
2. D Street
3. L Street
Se
St
St
ap
o
Co rt Bl
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L St
Page 14
205
Major East-West Streets

Design Considerations for Major East-West Corridors:
1. What is the role and character of each street?
2. Which streets take on a major public transit role?
3. Seaport Boulevard as waterfront boulevard and premier, iconic
street address for the district as a whole.
4. Summer Street as complementary inboard boulevard.

Seaport Blvd
5. What is the role and configuration of Congress Street?

6. How to improve the pedestrian environment on each street?
Congress St
7. What streetscape elements provide for district-wide continuity, and

which elements allow for design diversity within each sub-district?
Summer St
Page 15
206
Minor East-West Streets

Secondary East-West streets with a pedestrian
and/or transit focus.
Old Northern Ave
- Old Northern Avenue

- Melcher Street
- Wormwood Street
- Binford Street
- Northern Ave/BMIP
- West 2nd Street
Melcher St
Wormwood St
Binford St
Northern Ave
West 2nd St
Page 16
207
North-South Streets
North-South streets that take you to the water:
Minor:
- Farnsworth Street
- E Service Road
- WTC Ave
- Seaport Place Road
Pa
pp
as
W
ay
St
AS
WT
CA
ve
Se
ap
ort
P
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Fa
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Th wort
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Major:
- A Street/Thomson Place
- Medallian Ave/Boston Wharf Road
- D Street
- Pappas Way
Page 17
208
Blue / Green Streets

The Blue/Green street network consists largely
of North-South streets. Seaport Boulevard and
other key East-West streets can also connect
neighborhoods to the water and provide
greenways.
Blue/Green streets can incorporate more innovative
design performance standards and design
standards for storm-water management/bio-filtration
and ecological strategies.
Page 18
209
Upper Level Summer Street
Upper Level Summer Street

A potential upper level Summer Street
network of streets and/or pedestrian ways
can connect to a grade level network and
improve the districts walkability.
Summer
Street
Boston
Wharf Road
World Trade
Center Ave
A potential upper level Sumner street network of streets

and/or pedestrian ways grade level network.
Page 19
Scale: NTS
March 4, 2014
210
Cooper, Robertson & Partners
3) Conceptual Public Realm Framework

and Street Typologies
Page 20
211
Conceptual Public Realm Framework

The South Boston Waterfront can be conceived
as a collection of neighborhoods. Each
neighborhood should have a special place (e.g.
neighborhood park) and an important street or
streets which lead to the water.
The interconnected network of public spaces
and streets is a connective tissue and a
tool to develop the character within each
neighborhood.
Legend
Waterfront Parks
Upland Parks
Wharf District and Streets
Special Streets
Harborwalk
Alternate Congress Street alignment
Page 21
212
Street Typologies
The Seaport Public Realm plan, as it is evolving,
suggests a framework of streets and streetscape
typologies. These typologies can establish order and
hierarchy in South Boston Waterfronts evolving public
realm by relating streets of similar character and
function together.
For example, streets can be categorized as:
Spine Streets
Iconic and civic scaled with a transit function.
Commercial Streets
Transit or pedestrian focus, reinforced with active
ground floor uses.
Secondary Residential or Neighborhood Streets
Unique landscaping and streetscape elements that will
help create distinctive neighborhood streetscapes.
Park Streets
Special landscape corridors to connect parks and lead
the public to the waterfront.
Conceptual street typology framework

Page 22
Spine streets
Commercial streets
Secondary residential streets
Park streets
213
4) Development Framework
Page 23
214
Current Development Proposals
Fan Pier Master Plan

Seaport Square
Master Plan
100 Acre Master Plan

Commonwealth Flats
Development Area
Innovation Square
One Channel Center
Site Plan
BCEC Expansion Plan
Future planning efforts should ensure there is a

direct relationship between higher density, mixeduse commercial development and the location
of public transit nodes and multi-modal street
corridors.
Further study in the options phase will explore the
connectivity of streets, open space, and transit
options between Master Planned areas.
Page 24
215
5) Public Realm Framework
Page 25
216
1999 Seaport Public Realm Framework Plan

The 1999 Public Realm Plan for the
South Boston Waterfront established the
intent and framework for streets, blocks,
open space and building form in order
to ensure an integrated public realm
environment of distinctive character and
lasting quality, executed in a consistent
manner.
Page 26
217
Seaport Public Realm Plan, As Currently Evolving

Since the 1999 Seaport Public Realm Plan, the District
has experienced intensive construction; new projects are
coming online, or are now in detailed planning phases.
Se
ap
Su
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Str
Bo
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Co
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et
Page 27
et
re
St
dw
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tS
oa
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et
pp
as
Br
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ay
Dorchester Avenue
N3
80
Str
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ort
E 1st Street
218
Open Space Framework

In the 1999 Seaport Public Realm Plan, there
were few opportunities to locate usable public
open spaces inboard from the water (with the
exception of the linear park in the 100-Acre
Plan).
In one sense, the public streets will become one
of the most important open space components
of the public realm as it evolves.
Page 28
219
6) Waterfront Framework
Page 29
220
Four Waterfronts
1.
Fort Point
Channel
The Waterfront can be thought of as a series of

special places or unique bodies of water, each
with its own character, design potential, nodal
points of pedestrian and/or transit focus.
2.
Fan Pier +
Cove
3.
The Piers
4.
Reserved Channel
Page 30
221
Access
Views to Harborwalk
Access
to/Harborwalk
The pedestrian routes from inland to the water
and Harborwalk (streets, pedestrian ways and
view corridors) should be clearly identified and
reinforced.
Building orientation, form and massing should
reinforce views and orientation to the water.
Page 31
222
March 4, 2014
Street Network Relative to Waterfront Access

The street network, to date, has not maximized
access to the water; nor developed a coherent
interconnected framework of secondary streets and
public ways that lead to the water.
The zone around the Convention Center and over
the highway infrastructure is particularly problematic
in providing clear access to public streets and the
waterfront.
Elevated viaduct and highway infrastructure north of

the Convention Center
Page 32
223
6) Public Realm Design Principles
Page 33
224
Public Realm Design Principles

As the City plans for continued growth in the South
Boston Waterfront District, a clearly organized set of
design principles can help protect and strength the
Districts public realm and urban form.
1. The South Boston Waterfront District is vast in
size (the size of Downtown Boston, if overlaid on
the site contains 12-14 neighborhoods and sub
districts in itself). There is the opportunity at the
South Boston Waterfront to create many different
neighborhoods and districts, each with its own
character and design rationale.
2. Explore street hierarchy and street types for the
District. Have these streets reinforce waterfront and
open space special places in the public realm plan.
Clarify what design elements become consistent
throughout the South Boston Waterfront District and
which are distinctive to each neighborhood or subdistrict.
3. Distinguish East-West city-wide streets (Summer,
Congress, Seaport Boulevard) from North-South
neighborhood streets, i.e. ways to and from the
Downtown vs. ways to and from the water from the
South Boston neighborhood.
4. Design Seaport Boulevard as the iconic signature
street for the District; complemented with Summer
Street as the main through corridor inland.
5. Explore clear, legible, and memorable ways to the
water (pedestrian/view corridor/open space) from
Summer Street.
Page 34
6. Celebrate the special character of Summer Street

Viaduct and WTC Road. Provide at least one more
upper level connection to the water from Summer
between Boston Wharf Road and East Service
Road.
7. Clarify the role, ROW width, and configuration of
Congress Street
8. Create Green/Blue Streets connecting inland
neighborhoods to the water with innovative design
and performance characteristics.
9. Treat Old Northern Ave, Melcher, Wormwood
extended, and the streets of the Fort Point District
as historic/landmark streets of special character and
significance. Clarify the role of Old Northern Avenue
Bridge.
10. Develop complete streets to balance vehicular,
public transit, open space, and pedestrian
and bikeway functions. Focus higher density
development at these nodes and on corridors.
11. Make more visible and celebrate transit stops
and nodes (Silver Line, waterborne and dedicated
bus stations & stops).
12. Explore more aggressive air rights construction
possibilities (buildings, streets, open spaces,
view corridors), between East Service Road and
D Street, Summer to Congress to reinforce the
connections upland from the Convention Center
District to the waterfront.
225

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SouthBostonWaterfrontSustainableTransportationPlan

South Boston Transportation Study

A Better City (ABC)

Cambridge Systematics, Inc.

April 15, 2014

South Boston Transportation Study

Cambridge Systematics, Inc.

South Boston Transportation Study

Cambridge Systematics, Inc.

South Boston Transportation Study

Cambridge Systematics, Inc.

2.0 South Boston Freight

MAJOR FREIGHT GENERATING FACILITIES

South Boston Transportation Study

Freight Generating/Consuming Facilities in South Boston

Cambridge Systematics, Inc.

South Boston Transportation Study

Boston Convention and Exhibition Center (BCEC)

Boston Marine Industrial Park

South Boston Transportation Study

South Station Postal Annex

Freight Usage of New Commercial/Residential Development

Cambridge Systematics, Inc.

South Boston Transportation Study

I-90 Fort Point Channel tunnel/Ted Williams Tunnel,

I-90 South Boston interchange, and

South Boston Haul Road, Interchange to I-93 Southbound.

In addition to the highway and roadway network, there is a small remnant of a

South Boston Transportation Study

Cambridge Systematics, Inc.

South Boston Transportation Study

Hazardous Material Routes

Massachusetts Department of Transportation Freight Plan September 2010

South Boston Transportation Study

Charlestown Tunnel from I-93 to Charlestown, I-90, Prudential Tunnel (I-90)

Hazardous Material Truck Routes

Source: Massachusetts Department of Transportation Freight Plan September 2010.

Cambridge Systematics, Inc.

South Boston Transportation Study

Summary of Existing Traffic on East First Street

South Boston Transportation Study

Truck Volumes 1999 and 2010 Projections

Cambridge Systematics, Inc.

South Boston Transportation Study

4.0 Future Prospects for Freight

LAND USE FOR INDUSTRIAL PURPOSES

CONLEY TERMINAL IMPROVEMENTS

Constructing a new 2/3-mile dedicated truck haul road (Dedicated

South Boston Transportation Study

Cambridge Systematics, Inc.

South Boston Transportation Study

South Boston Transportation Study

Conley Terminal Improvements Proposed Action Conceptual Layout

Cambridge Systematics, Inc.

South Boston Transportation Study

Boston Harbor Deep Draft Navigation Project Recommended Plan of Improvement

South Boston Transportation Study

Cambridge Systematics, Inc.

International National Regional Consumer/Gate

New England International Auto Show / Boston RV and Camping Expo

International Boston Seafood Show/Seafood Processing America

Current South Boston Waterfront MBTA Silver Line Routes

South Boston Service