south boston waterfront sustainable transportation plan | existing conditions technical appendix

SouthBostonWaterfrontSustainableTransportationPlanTask4.1ExistingConditions

ExistingConditionsTechnicalAppendix

AppendixA Demographics

AppendixB PortOperations/Freight

AppendixC BostonConventionandExhibitionCenter

AppendixD Transportation

D1 Transit

D2 Roadway

D3 WaterTransportation

D4 Parking

AppendixE PublicRealm

1

Appendix ADemographics

2

PopulationbyAge

Population PercentCumulativePercent Population Percent

CumulativePercent

Age

SouthBostonWaterfrontResidentsEmploymentLocation

AggArea DescriptionSouthBoston

WaterTractFortPointArea

TractsImpactArea Total

1 NorthShore 10 20 265 2952 NorthwestSuburbs 90 109 840 1,0393 WestSuburbs 40 177 1,283 1,5004 FarWestSuburbs 0 0 0 05 SouthwestSuburbs 0 0 115 1156 SouthShore 64 202 1,296 1,5627 BostonCore 349 264 3,343 3,95620 BostonCoreFinancial 180 380 2,505 3,0658 SouthBostonWater 195 65 780 1,04021 TractFortPointArea 0 245 500 74522 TractsImpactArea 55 0 1,599 1,6549 MetroNorth 0 145 391 53610 MetroSouth 124 196 1,845 2,16511 MetroEast 4 55 342 40112 MetroWest 125 140 414 679RI RhodeIsland 19 0 25 44NH NewHampshire 0 0 10 10ME Maine 0 0 0 0VT Vermont 0 0 0 0

Other Other 95 0 49 144Total 1,350 1,998 15,602 18,950

SouthBostonWaterfrontResidentsEmploymentLocation



TractsImpactArea Total StudyArea

1 NorthShore 0.7% 1.0% 1.7% 1.6% 0.9%2 NorthwestSuburbs 6.7% 5.5% 5.4% 5.5% 5.9%3 WestSuburbs 3.0% 8.9% 8.2% 7.9% 6.5%4 FarWestSuburbs 0.0% 0.0% 0.0% 0.0% 0.0%5 SouthwestSuburbs 0.0% 0.0% 0.7% 0.6% 0.0%6 SouthShore 4.7% 10.1% 8.3% 8.2% 7.9%7 BostonCore 25.9% 13.2% 21.4% 20.9% 18.3%20 BostonCoreFinancial 13.3% 19.0% 16.1% 16.2% 16.7%8 SouthBostonWater 14.4% 3.3% 5.0% 5.5% 7.8%21 TractFortPointArea 0.0% 12.3% 3.2% 3.9% 7.3%22 TractsImpactArea 4.1% 0.0% 10.2% 8.7% 1.6%9 MetroNorth 0.0% 7.3% 2.5% 2.8% 4.3%10 MetroSouth 9.2% 9.8% 11.8% 11.4% 9.6%11 MetroEast 0.3% 2.8% 2.2% 2.1% 1.8%12 MetroWest 9.3% 7.0% 2.7% 3.6% 7.9%RI RhodeIsland 1.4% 0.0% 0.2% 0.2% 0.6%NH NewHampshire 0.0% 0.0% 0.1% 0.1% 0.0%ME Maine 0.0% 0.0% 0.0% 0.0% 0.0%VT Vermont 0.0% 0.0% 0.0% 0.0% 0.0%

Other Other 7.0% 0.0% 0.3% 0.8% 2.8%Total 100.0% 100.0% 100.0% 100.0% 100.0%

Source:20062010AmericanCommunitySurvey

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ResidentModeSharetoWork

SOV Carpool TransitWalk/Bike Other

WorkatHome Total

Allston/Brighton 15,100 2,602 16,015 5,585 295 1,630 41,227BackBay/BeaconHill 3,590 515 3,665 7,549 300 920 16,539Charlestown 4,315 843 2,495 1,124 45 400 9,222Chinatown/TheaterDistrict 1,120 330 1,825 3,280 155 325 7,035Dorchester(North) 5,415 1,490 4,530 745 185 220 12,585Dorchester(South) 12,660 2,442 8,560 1,094 275 515 25,546Downtown 540 25 455 1,475 120 220 2,835EastBoston 6,185 2,612 10,329 1,500 190 284 21,100Fenway/LMA 2,050 613 4,995 9,188 164 1,115 18,125HydePark 10,110 1,350 3,880 335 94 484 16,253JamaicaPlain/MissionHill 7,065 1,030 7,918 4,660 58 650 21,381Mattapan 7,670 2,120 5,830 404 229 243 16,496NorthEnd/WestEnd 1,225 95 1,850 4,170 90 265 7,695Roslindale 7,975 1,635 4,933 554 145 500 15,742Roxbury 9,760 3,014 10,029 1,940 304 562 25,609SouthBoston 9,200 814 6,235 1,940 185 685 19,059SouthEnd 4,360 670 5,590 4,805 164 670 16,259WestRoxbury 10,900 1,395 2,240 130 130 534 15,329Total 119,240 23,595 101,374 50,478 3,128 10,222 308,037Source:20062010AmericanCommunitySurvey

StudyArea


WorkatHome Total

BCEC/Broad/Seaport 420 100 380 305 50 95 1,350MaritimeArea 0 0 0 0 0 0 0FortPoint 890 90 745 250 0 105 2,080AdjacenttoStud 1,525 59 1,110 385 0 35 3,114Total 2,835 249 2,235 940 50 235 6,544

43% 4% 34% 14% 1% 4%Source:20062010AmericanCommunitySurvey

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SouthBostonWaterfrontEmployeeLocationofResidence



TractsImpactArea Total

1 NorthShore 2,271 946 518 3,7352 NorthwestSuburbs 3,296 1,281 374 4,9513 WestSuburbs 2,499 859 242 3,6004 FarWestSuburbs 137 89 40 2665 SouthwestSuburbs 410 200 69 6796 SouthShore 5,263 3,293 1,220 9,7767 BostonCore 1,237 305 119 1,66120 BostonCoreFinancial 75 45 60 1808 SouthBostonWater 195 0 55 25021 TractFortPointArea 65 245 0 31022 TractsImpactArea 780 500 1,599 2,8799 MetroNorth 1,078 490 144 1,71210 MetroSouth 3,015 1,870 1,056 5,94111 MetroEast 1,023 455 290 1,76812 MetroWest 1,289 395 100 1,784RI RhodeIsland 318 190 65 573NH NewHampshire 567 248 35 850ME Maine 116 49 0 165VT Vermont 19 22 0 41

Other Other 228 63 35 326Total 23,881 11,545 6,021 41,447

SouthBostonWaterfrontEmployeeLocationofResidence



TractsImpactArea Total StudyArea

1 NorthShore 9.5% 8.2% 8.6% 9.0% 9.1%2 NorthwestSuburbs 13.8% 11.1% 6.2% 11.9% 12.9%3 WestSuburbs 10.5% 7.4% 4.0% 8.7% 9.5%4 FarWestSuburbs 0.6% 0.8% 0.7% 0.6% 0.6%5 SouthwestSuburbs 1.7% 1.7% 1.1% 1.6% 1.7%6 SouthShore 22.0% 28.5% 20.3% 23.6% 24.2%7 BostonCore 5.2% 2.6% 2.0% 4.0% 4.4%20 BostonCoreFinancial 0.3% 0.4% 1.0% 0.4% 0.3%8 SouthBostonWater 0.8% 0.0% 0.9% 0.6% 0.6%21 TractFortPointArea 0.3% 2.1% 0.0% 0.7% 0.9%22 TractsImpactArea 3.3% 4.3% 26.6% 6.9% 3.6%9 MetroNorth 4.5% 4.2% 2.4% 4.1% 4.4%10 MetroSouth 12.6% 16.2% 17.5% 14.3% 13.8%11 MetroEast 4.3% 3.9% 4.8% 4.3% 4.2%12 MetroWest 5.4% 3.4% 1.7% 4.3% 4.8%RI RhodeIsland 1.3% 1.6% 1.1% 1.4% 1.4%NH NewHampshire 2.4% 2.1% 0.6% 2.1% 2.3%ME Maine 0.5% 0.4% 0.0% 0.4% 0.5%VT Vermont 0.1% 0.2% 0.0% 0.1% 0.1%

Other Other 1.0% 0.5% 0.6% 0.8% 0.8%Total 100.0% 100.0% 100.0% 100.0% 100.0%

Source:20062010AmericanCommunitySurvey

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EmployeeModeSharetoWork


WorkatHome Total

Allston/Brighton 20,680 3,249 7,765 4,105 444 1,630 37,873BackBay/BeaconHill 26,555 5,154 37,405 8,535 960 920 79,529Charlestown 9,340 1,375 3,230 730 150 400 15,225Chinatown/TheaterDistrict 28,950 6,175 54,085 7,960 1,195 325 98,690Dorchester(North) 7,470 1,395 2,160 870 45 220 12,160Dorchester(South) 8,640 1,334 2,319 760 100 515 13,668Downtown 19,125 3,225 30,980 4,600 610 220 58,760EastBoston 5,245 834 1,735 890 55 284 9,043Fenway/LMA 17,110 2,725 17,204 9,305 523 1,115 47,982HydePark 4,510 845 1,155 235 60 484 7,289JamaicaPlain/MissionHill 21,770 3,989 12,739 6,320 404 650 45,872Mattapan 2,650 519 715 430 60 243 4,617NorthEnd/WestEnd 6,010 1,300 7,850 1,230 55 265 16,710Roslindale 4,080 449 784 310 25 500 6,148Roxbury 11,390 1,899 4,165 1,268 54 562 19,338SouthBoston 21,910 3,689 12,379 2,595 229 685 41,487SouthEnd 11,600 1,950 6,185 2,474 138 670 23,017WestRoxbury 5,980 570 875 270 85 534 8,314Total 233,015 40,676 203,730 52,887 5,192 10,222 545,722Source:20062010AmericanCommunitySurvey

StudyArea


WorkatHome Total

BCEC/Broad/Seaport 8,535 1,290 6,885 915 134 95 17,854MaritimeArea 3,705 580 1,215 485 15 0 6,000FortPoint 6,770 1,215 2,880 520 80 105 11,570AdjacenttoStud 690 210 390 215 0 35 1,540Total 19,700 3,295 11,370 2,135 229 235 36,964

53% 9% 31% 6% 1% 1%Source:20062010AmericanCommunitySurveyNote: Summary level employment totals differ slightly due to differences in census tract boundaries between 2000 and 2010 and the available raw data sources.

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Appendix BPort 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

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Cambridge Systematics, Inc.

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

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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.

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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.

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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.

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Figure 2.1 Freight Generating/Consuming Facilities in South Boston

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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

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Fish Pier The Boston Fish Pier, which opened in 1914, provides berthing space with shore-to-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 16-acre 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

1 https://www.massdot.state.ma.us/southstationexpansion/Home.aspx 2 http://www.bostonglobe.com/metro/2013/02/23/south-station-critical-component-

patrick-transportation-plan/0fl7cDPw6XAq0vJNYi5zAP/story.html

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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 two-lane 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.

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Figure 3.1 Truck Routes

Source: Boston Transportation Department. South Boston Transportation Study. July 2000.

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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 non-reducible 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 5 Massachusetts Department of Transportation Freight Plan September 2010

https://www.massdot.state.ma.us/portals/17/docs/freightplan/02ExistingCondMassFreightSys110110TOCv2.pdf

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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

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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 Summary of Existing Traffic on East First Street Time Conley Trucks Total Vehicles % Conley Trucks 6:00-7:00 AM 4 137 3% 7:00-8:00 AM 17 251 7% 8:00-9:00 AM 47 350 13% 9:00-10:00 AM 77 363 21% 10:00-11:00 AM 78 335 23% 11:00-12:00 PM 91 413 22% 12:00-1:00 PM 80 439 18% 1:00 2:00 PM 106 427 25% 2:00-3:00 PM 101 428 24% 3:00-4:00 PM 74 379 20% 4:00-5:00 PM 40 270 15% 5:00-6:00 PM 3 217 1%

Source: Massachusetts Port Authority Environmental Notification Form Conley Terminal Improvements, Dedicated Freight Corridor, and Buffer Open Space. May 2013.

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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.

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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,

6 Conley Terminal Improvements, Dedicated Freight Corridor, and Buffer Open Space

Environmental Notification Form, completed in May 2013 by Massport.

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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 post-Panamax 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

7 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

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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.

8 http://www.bostonglobe.com/business/2013/09/05/state-begin-innovative-rail-

service-between-seaport-district-and-back-bay/oHUinYj30lzOV6KNCQUMEJ/story.html

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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.

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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

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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.

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Appendix CBoston Convention and Exhibition Center

31

SouthBostonWaterfrontSustainableTransportationPlan

BostonConvention&ExhibitionCenterExistingConditionsMarch22,2014

Introduction/BackgroundOverviewoftheBostonConventionandExhibitionCenterTheBostonConvention&ExhibitionCenter(BCEC)openedin2004andisoperatedbytheMassachusettsConventionCenterAuthority(MCCA).MCCAalsooperatestheJohnB.HynesVeteransMemorialConventionCenterinBostonsBackBay,theMassMutualCenterinSpringfield,andtheBostonCommonGarage.Withanexistingtotalsizeofapproximately1.6millionsquarefeet(sf),theBCECincludesconventionspaceforlargeandsmallscaleevents.TheConventionCenterincludes516,000sfofcontiguous,subdividableexhibitspacethatcanaccommodateupto47,000attendees.Thehallscanbepartitionedtoaccommodateuptoeightseparateshowssimultaneously.Italsoincludes160,000sfofflexiblemeetingspace,anda40,000sfGrandBallroom.

TheadjacentWestinHotelcontainsapproximately794roomsandwaspermittedfor1,100totalroomsaspartoftheBCECPermittingprocess(19982000).WithalocationthatisonlytwomilesfromLoganInternationalAirport,inproximitytotheregionalhighwaysystem,andwithineasytraveltoBostonscentralcore,theBCECisconvenientlylocatedtoserveasatopdestinationfornationalandinternationalmeetingsandconventions,aswellasregionalevents.

ManagingTransportationattheBCECTheMCCAistheonlyconventioncenterauthorityinthecountrythathasadedicatedtransportationdepartmentthatmanagesthetransportationcomponentofeventsattheBCEC.TransportationDepartmentstaffworkwithShowManagementforeacheventtodevelopaTransportationManagementPlan(TMP).TheTMPoutlinestransportationamenitiesthatwillbeavailablefortheevent(parking,taxis,bikeracks,etc.),aswellastrafficmitigationmeasuresthatarebeingtaken,suchastheuseofVariableMessageSigns(VMS)andpolicedetails.Theplanalsofocusesoninteragencycoordinationinadvanceofandduringtheevent.TheTMPservestohelpBCECstaffandothersintheWaterfrontDistrictunderstandtheexpectedtrafficimpactsduringtheevent.ItalsoallowstheeventproponentandBCECstafftomanageaccesstotheBCECandparkingonthedayoftheeventtocreateasatisfactoryeventexperience.

OnceaTMPhasbeendeveloped,theBCECstaffcoordinatepeakattendanceperiodswiththeMBTA,developmapsandwebdirectionsthatarepostedonboththeMCCAandtheeventswebsite,anddevelopasocialmediastrategytoinformeventpatronsandlocalstakeholdersthroughtoolssuchasTwitter,Facebook,andsmartphoneapplications.

OneofthekeyfactorsinmanagingthetransportationcomponentofeventsattheBCECistheuseofTransportationAgents,whoservebothacustomerserviceandtrafficmitigationfunction.Theseagentsanswerquestionsabouttransportation,managethetaxiqueue,andwillevenhelpmanageanddirecttrafficifneeded.Theagentsarerequiredtogothroughanextensivetrainingprogram,andaretrainedtohelpenhancethecustomersBCECexperience.

Recently,theMCCAhasformeditsownorganizationthatcanprovidethefullrangeoftransportationservicesforeventscomingtotheBCEC.BostonConventionTransportationServices(BCTS)isbeingofferedtoShowManagementbookingeventsattheBCEC,andiftheychoosetousetheservice,the

32


MCCAwillhandleallelementsoftransportationfortheevent,includingcontractingwithprivateshuttleoperatorsforhotelshuttles.BCTScurrentlyhasarosterofcloseto30differentapprovedvendors,includingpedicab,privateshuttles,andlimousinecompanies.

ExistingBCECEventCharacteristicsDuringthecalendaryear2013,theBCECheldatotalof254eventscomprisedofConsumer/Gate,International,National,andRegionalevents.Theseeventsattractedatotalof773,550attendees.ExhibitAsummarizesthenumberofeventsbycategoryandthenumberofattendeesandExhibitBpresentsdataonthefrequencyofeventsbasedonattendance.AsshownintheExhibit,morethanhalfoftheeventsattheBCECin2013weremidsized,between301and3,000attendees.Fivepercentofeventswerebetween3,001and5,000attendees,and14%wereover5,000attendees.However,itisimportanttonotethatevensmallereventscanhaveasignificantimpactonthelocaltransportationsystem,dependingonthearrivalanddeparturepatternsofattendees.Forexample,alargeeventmighthavestaggeredarrivalanddeparturetimes,whileasmaller,regionaleventmighthaveallattendeesarrivingordepartingatonce.ThissmallereventmayhaveamoresignificantimpactonbothtransportationoperationsontheBCECpropertyandthelargerlocalsystem.

ExhibitA:Summaryof2013EventsattheBCECTypeofEvent Numberof

EventsTotalNumberof

AttendeesPercentofAnnualBCECAttendance

International 6 13,727 2%Consumer/Gate 9 218,438 28%Regional 200 231,173 30%National 39 310,212 40%

ExhibitCillustratesdataonthenumberofdaysthatdifferenttypesofeventswereintheBCECin2013(foreventsover300attendees).ThisExhibitdiffersfromthepreviousoneinthatittakesintoaccountthefactthateventsareinthebuildingformultipledays,andthenumberofeventdaysvariesbyevent.AsseenintheExhibit,National/Internationaleventswereinthebuildingthelargestnumberofdays(67

33


daystotal),followedbyRegionalevents(55days).Consumer/GateshowswereonlyattheBCECfor14daysoutoftheyear.Onsomedays,multipletypesofshowsareinthebuilding.Thereasonitisimportanttounderstandhowfrequentlythesedifferenttypesofeventsareinthebuildingisbecausetheytendtohaveverydifferentimpactsonthetransportationsystem.Aswillbeseenlaterwiththetransportationstaticsanalyzed,National/Internationaleventstendtoputmoreofastrainonthetaxisupply,whileConsumer/GateandRegionaleventsaremorelikelytoimpactparkingsupply

ExhibitDshowsactivityintheBCECbydayfor2013.Overthecourseoftheyear,theBCEChadactiveeventsinthebuildingon160days,andeventmovein/moveoutonanother105days.Therefore,activitytookplaceattheBCECon252totaldays,approximately69%percentofthedaysoftheyear.

TransportationCharacteristicsof2013BCECEventsAlthoughthenumberofattendeesregisteredforBCEC

eventsiswelldocumented,informationonmodeshareislimitedtovehicularmodes.Therefore,whiletheproportionsandnumbersoftripsbydifferentvehiclemodesareknown,dataforthemodeshareofnonvehiculartrips(publictransit,bicycle,andwalking)arenotavailable.ThemodesplitforvehiculartripsissummarizedinExhibitE.

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ExhibitE:Summaryof2013EventsattheBCECVehicularMode International National Regional Consumer/Gate MultipleEventTypes*SelfParking 1,172 49,370 22,809 25,727 12,175ValetParking 185 7,113 3,922 4,315 1,268Subtotal PrivateVehicles 1,357 56,483 26,731 30,042 13,443Taxi 4,136 60,475 7,797 2,141 3,473MBTA DataNotAvailableHotelShuttle DataNotAvailable

ExpansionPlansInordertoprovideincreasedfeaturesandfunctionality,andtoattractmoreeventstoBostonandallowforlargerand/orconcurrenteventswithimprovedschedulingopportunitiesforcustomers,theBCECisplanninganexpansionthatwouldprovideadditionalexhibitspace,addnewmultipurposespace,andwouldpotentiallyadda75,000sfballroomaswellasnewhotelsroomsandopenspace.Expansionplansalsoincludetheadditionofapproximately2,000hotelroomswithinaonehalfmileradiusoftheBCEC.TheBCECExpansionwouldbelocatedontheexistingSouthParkingLot(originallytheexpansionarea),andwouldincreasetheexhibitandmultipurposespacebyapproximately1.2millionsf.AccesstothisnewExpansionwouldbeprovidedviaanewarrivalplazaonDStreet.ParkingdisplacedasaresultoftheexpansionwillbemovedtooneormoreproposedparkinggaragesonlandownedbytheMCCAbetweenDStreetandEStreet(together,theMCCAGarages).

HeadquartersHotelAnewheadquartershotelisplannedintwophasesandwouldprovideapproximately1,200newhotelrooms.ThePhase1sitefortheheadquartershotelislocatedonvacantParcelsD2andD3justnorthofSummerStreetandflankingDStreet,ownedbyMassport.Inadditiontohotelrooms,thissitewouldprovidemeetingandballroomspace.Apreviouslyapprovedadjacentgarage,tobebuiltbyMassportonitsCoreBlockairrightssite,wouldprovideparkingforthehotel.Thephase2siteisownedbytheUnitedStatesPostalService(USPS)andiscurrentlyusedasasurfaceparkinganddrivertrainingfacility.Inadditiontohotelrooms,thishotelwouldprovidemeetingandballroomspaceaswellasrestaurantandretailspace.Approximately600parkingspaceswouldbeincludedwithinanonsitegarage.

DStreetHotelsAdditionally,theexpansionplansincludedplansfortwomidpricedhotelsacrossDStreetfromtheBCECsite.Thesehotelsarecurrentlyunderconstructionandarescheduledtobecompletebytheendof2015.Thelargerhotel,anAloftHotel,willcontain330rooms,conferencefacilities,meetingrooms,andguestamenities.TheElementHotel,locatedimmediatelyadjacenttotheAloftHotel,willcontain180extendedstayroomswithguestamenities.BothhotelswillhavegroundfloorretailalongDStreet.As

35


partofthedevelopment,theconstructionofthehotelswillincludethreenewstreetsconnectingDStreettoButlerStreetandprovideatleastonemidblockconnectionbetweenDStreetandEStreet.ParkingfortheAloftandElementHotelswillbeinthenearbyMCCAGarages.ThecomponentsoftheBCECExpansionPlansaresummarizedinExhibitF.ExhibitF:ExpansionProgramSummaryExpansionComponent Size AssociatedParkingBCECExpansion 1,200,000sf MCCAGarages,BCECnorthlotHeadquartersHotelPhase1and2 1,200rooms OnsiteandMassportAirRightsGarageDStreetHotels 510rooms MCCAGaragesMCCAGarages 1,350spaces

SummaryofBCECTransportationbyModeParkingManagementAttendeesatBCECeventshavetheoptionforselfparkingorvaletparkingonsite.UndertheSouthBostonParkingFreeze,theBCECispermittedfor2,500parkingspaces(2,000spacesfortheBCECandtheremaining500spacesfortheWestinHotel).TheBCECcurrentlyhas1,596surfaceparkingspaces,assummarizedinExhibitG.TheWestinHotelhasonly330spacesofthepermitted400spacesintheironsitegarage.Ofthe574spacesthatwerepermittedbuthavenotyetbeenbuilt,170spacesarereservedfortheWestinHotel,including100additionalspacesthatwouldbeconstructedwithaplanned324roomhotelexpansion.Theremaining404spacesareallottedtotheBCEC.

Detailsaboutparkingsupplyanddemandareprovidedinthefollowingsections.

ExhibitG:BCECParkingLotSummaryBCECParkingLot NumberofSpacesBCECSouthParkingLot 1,343BCECNorthLot(valetlot) 190420DStreetLot(contractorparking) 50EastServiceDrive(otherparking) 13TOTALPARKINGSPACES 1,596

SouthParkingLotTheSouthParkingLothas1,343parkingspaces.Parkingisavailableintheparkinglotforacostof$15/day.ExhibitHpresentsthenumberofdaysthroughouttheyearatvariousSouthParkingLotoccupancylevels.Throughout2013,therewereeighteventswhentheparkingdemandexceededthecapacityoftheSouthParkingLot,totaling21eventdays.Ofthose21days,onlysixwereduringtheweekwhiletheremainderoccurredonweekenddays.ExhibitIshowsasummaryofeventswithatotalparkingdemandover1,000vehicles(bothSouthLotandValet).AsshownintheExhibit,largeRegionaleventsandConsumer/Gateshowsdotendtohavehighparkingneeds;however,largeNational/InternationalshowscanalsosometimeshaveparkingdemandsthatexceedthecapacityattheBCEC.

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MCCAprovideseventpatronswithshuttleservicefromtheSouthParkingLottotheclosestentrancetoeventregistrationtoimprovetheoveralleventexperience.ShuttlesstageinthecenteraisleoftheSouthParkingLotandarehandicapaccessible.

ExhibitJshowsdailytaxidemandforshowswhereover1,000taxisareused.

ExhibitH:SouthLotOccupancy,2013SouthParkingLot

OccupancyNumberofSpaces NumberofDays ProportionofYear

0% 0 118 32%75% >1008 36 10%

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ExhibitI:2013BCECEventswithDailyParkingDemandOver1,000vehicles

ExhibitJ:2013BCECEventswithDailyTaxiDemandOver1,000Taxis

Event Name Month Event Type

Number of Days Over

1,000 Vehicles

Number of Days Off-Site Parking Used

Weekday/ Weekend

/Both

Peak Day Parking

DemandNew England International Auto Show / Boston RV and Camping Expo January Consumer/Gate 5 2 Both 4,638International Boston Seafood Show/Seafood Processing America March National 3 3 Both 3,320Penny Arcade Expo East 2013 March National 3 3 Both 3,016Conference for Women December Regional 1 0 Weekday 2,676Progressive New England Boat Show February Consumer/Gate 8 3 Both 2,506Yankee Dental Congress January National 3 3 Both 2,470ArchitectureBoston Expo / American Society of Landscape Architects November Regional 3 0 Weekday 2,001New England Grows 2013 February National 2 2 Weekday 1,970Pri-Med East 2013 / Abilities Expo Boston 2013 September National & Regional 3 3 Both 1,912BIOMEDevice & Specialty Coffee Association of America April National & Regional 2 2 Weekday 1,615International Society for Stem Cell Research June Regional 3 0 Both 1,253Emerson College Commencement May Regional 1 0 Weekend 1,121

Event Name Month Event TypeNumber of Days Over 1,000 Taxis

Weekday/ Weekend/Both

Peak Day Taxi Demand

International Boston Seafood Show/Seafood Processing America March National 4 Both 4,600Penny Arcade Expo East 2013 March National 3 Both 3,350Drug Information Association June National 3 Weekday 2,649Emerson College Commencement May Regional 1 Weekend 2,372Yankee Dental Congress January National 3 Both 2,222Experimental Biology 2013 Annual Meeting April National 5 Both 2,214Specialty Coffee Association of America April National 1 Weekend 1,999BIOMEDevice April National 2 Weekday 1,851Orgill 2013 Fall Dealer Market August National 3 Weekday 1,287Cisco Partner Summit June National 1 Weekday 1,038

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ValetValetparkingutilizesthe190spaceNorthParkingLot,andisavailableforeventpatronsforacostof$25unlessthevaletparkinglotisfull.Typically,thenortheastcornerofthenorthplazaacrossfromtheWestinHotelisthedropoffareaforvalet.TheplazaisonlyaccessiblefromSummerStreet.Duringlargerevents,carscanbedoublestackedintheNorthLotandalsoparkedalongtheRingRoad.Themaximumnumberofcarsthatcanbevaletparkedisapproximately200.Valetoperationsselloutlessthan15timesperyear.

WestinHotelOperationsTheWestinHotelhasanagreementwiththeBCECthatlimitstheironsiteparkingallotmentto400spaces.These400spacesarepartofthe2,500allottedtotheBCECundertheSouthBostonParkingFreeze.TheWestincurrentlyhas330stripedspacesavailableforparkingbelowgrade,whichareusedforselfparkingandvaletparking.Thereare794rooms,whichresultsinaparkingrationof0.4spacesperroom.TheWestingarageisaccessedfromSummerStreettoEastSideDrive.17spacesinthegaragearesetasideforkeyhotelstaff.Theremainingstaffcanparkin80spacesleasedfromMassDOTlocatednortheastofthehotelandprovidedbasedonaprioritysystem.

Duringlargerevents,thegarageoperatesasvaletonlyandcarsaredoubleandtripleparkedtoincreasecapacity.Thisallowsthegaragetoparkuptothe400spacelimit.Duringlargerevents,theWestinHotelleasesupto200spacesfromtheShorensteinCompanyintheparkinglotlocatedatFargoStreetandDStreetforvaletoperations.

ParkingforEventStaffParkingforMCCAandeventstaffisprovidedasfollows:

BCEC/MCCAManagement:ParkingisprovidedonthenortheastlevelofEastsideDrive,wherethereare13spacesstripedforexecutivestaff;thesespotsrequirespecialpermits,allofwhichareused.

EventOperationsandSupport:Approximately100spacesarecurrentlyprovidedforotherMCCAstaff,aswellasforShowManagement.

Exhibitors:ExhibitorsareprovidedparkingspacesintheSouthParkingLot,althoughthedemandforthesespacesvariesbasedonthesizeoftheevent.ForlargerGateshows,theTMPshaveidentifiedupto450500parkingspacesforexhibitors.Parkingpassescanbeprepurchased,althoughonlyasmallnumberofexhibitors(100orless)typicallyprepurchaseparking.

ContractServices:ContractservicesarevendorsthatsupporteventoperationsattheBCEC.ParkingisprovidedinboththeNorthLotandat420DStreet.The420DStreetlotisanunstripedgravellotwhichparksapproximately50vehiclesatatime.

Parkingdemandonadaybydaybasisthroughout2013isshowninExhibitK,whichshowssignificantdailyvariationbyindividualevent,dayofweek,andmonthofyear.Thedetaileddistributionoftripsbytimeofdayisunknown.Therefore,preciseanalysisofvehiculartripsgenerationformorningandeveningpeaktrafficperiodsisnotpossible.

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EventParkingOverflowManagementWhentheSouthParkingLotisfull,remoteparkingintheSouthBostonWaterfrontisutilized.Forlargeeventswithanticipatedhighparkingdemand,anassessmentisperformedtodeterminethebestoverflowlocation(s)andtheMCCATransportationDepartmentcoordinateswiththeparkinglotowners/operators.Ingeneral,twooptionsforoverflowparkingaretypicallyutilized:MassportsNorthJettyandtheCityofBostonsMarineIndustrialPark(BMIP)garage.

Forlargeshows,theMCCAsometimescontractswithMassportforavailabilitytotheirNorthJettyforparking.Upto2,400spaceshavebeenavailableatthislot,althoughthisnumberisreducedbycurrentconstructioninthearea.TheMCCAprovidestheirowncontractortooperatethelot.PatronsarealsooftendirectedtotheBMIPgarage,locatedonDrydockAvenueat6thStreet.Thegaragehas1,700spacesandisopen24hours/day.EventhoughthereisnoagreementbetweentheCityandtheBCECforspacesused,theBCECTransportationDepartmentandtheBMIPoperatorsworkcooperativelytoassessdemandandcapacityforoverflowdays.ThespacesatBMIPgaragerangefrom$3for01hourand$27for1624hours.A$15eventrateissometimesoffered.Duringweekdays,theBMIPgarageisheavilyutilizedbyindividualsworkingintheWaterfront,andonaverageonly25%orless(425spaces)ofthegarageisavailableforoverflowparking.Onweekends,closerto70%ofparkingspacesareavailable(1,190).

AshuttleserviceisprovidedbyMCCAbetweenthesetwoprimaryremoteparkinglocationsandtheBCEC.Iftheselocationsarefull,patronsaredirectedtowardsothersecondarylotsintheWaterfront.

TrafficControl/Circulation/WayfindingForlargerevents(typically5,000attendeesormore),variablemessagesigns(VMS)andtrailblazerstotheBCECareusedtoefficientlyguideattendeestotheparkingoptions.Recently,theBCEChasalsobeenusingconesbetweentheVMStoprovidebreadcrumbsthatoffermoreexplicitinstructiontodrivers.BothmunicipalandstatepolicedetailsassistwithdirectingtrafficintoandaroundtheBCECandmaintainpedestriansafetyduringtheevents.Theyalsoassistwithexhibitormoveoutdaysonthelastdayoflargeevents.

PrivateCharterBusesShuttlebusesareusedtotransportattendeesbetweenremotehotels,remoteparking,andsometimestoprivateoffsiteevents.HotelshuttlesaretypicallycontracteddirectlybyShowManagement,unlesstheyhaveoptedtocontractwithBCTSfortheirtransportationneeds.OnlyshuttleoperatorswhohavebeenpreapprovedbyMCCAarepermittedontoBCECproperty.Privateshuttlescanpickup/dropoffatLevel0andLevel1dependingontheevent,butarenotallowedtostageonsite.TheexceptionisforshuttleoperatorswhohavebeencontracteddirectlybyMCCAandarepermittedtostageintheSouthLot.

TaxisandLimosLimopickup/dropoffisgenerallyintheactivepickup/dropoffareaonSummerStreet.Onsomeoccasions,whenthereareVIPswhoneedspecialaccesstotheExhibitorHandCarryentrancelocatedatLevel0,limosenterthroughtheloadingdockanddrivearoundtoNorthwestLevel0.Thereisnoprovisionforlimostagingonsite.

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ThereisasignedtaxistandonSummerStreetthatincludesspaceforapproximately50taxistoqueue.PassengersareloadedandunloadedattheactiveloadingzoneonSummerStreetatthemainplazaentrancetotheBCEC.In2013,taxioperationsaccountedforapproximately63%ofvehicletripstotheBCEC.ExhibitJ(providedpreviously)exhibitsthenumberofeventdaysattheBCECwhentaxidemandexceeded1,000taxirides.AsshownintheExhibit,therewere26daysoftheyearwithtaxidemandover1,000rides.Forthemostpart,hightaxidemandisassociatedwithlargeNationalandInternationalevents,whereattendeesarestayingatlocalhotels(butnotnecessarilyhotelsintheWaterfront).Whentheselargeeventsbreak,thereareoftenlonglinesofattendeeswaitingfortaxis.LackoftaxiavailabilityisanissuethathasplaguedtheBCECsinceitsopeningin2004,andtheTransportationDepartmenthasimplementedavarietyofmethodstoaddressthisissue,fromsignageintheLoganAirporttaxipoolalertingdriversthatthereisaneventattheBCECtohandingoutlotteryticketstodriversasarewardforcomingtotheBCEC.

PublicTransportationTheBCEChasabuiltinstationatLevel0fortheSilverLine;however,thereiscurrentlynoregularSilverLineservicetotheConventionCenter.EventpatronsareencouragedtotaketheSilverLinetoWorldTradeCenterStationandwalkacrosstheWorldTradeCenterAvenueviaducttotheBCEC.MCCAhasworkedcloselywiththeMBTAtohaveannouncementsandsignageincludetheBCECasamajordestination.

TheBCECpromotestheuseofpublictransportationbyofferingCharlieCardsforsaleattheircustomerservicedesk,andalsopromotingtransitoptionstoShowManagement.Additionally,forlargeNational/Internationalevents,theMCCAworkswiththeMBTAtoprovidedirectSilverLineServicebetweentheBCECandLoganInternationalAirportonthelasteventday.

PedestrianandBikeAccessNearbyhotelsandlocalrestaurantscanbeaccessedfromtheBCECbywalkingorbiking.AsmorehotelsarebuiltintheWaterfront,itisexpectedthatthenumberofeventattendeesaccessingtheBCECbywalkingwillincrease.TheSilverLineWorldTradeCenterstationandSouthStationarealsoaccessedbywalkingtoorfromtheBCEC.Thepedestrianpathwaystothesedestinationsareprovidedwithsidewalksandsignalizedcrosswalks.

TheBCEChassixbicycleracksonitspropertyproviding89spacesforbicycleparking.Tworacksholding40spacescanbefoundinfrontoftheNorthLobby,31morespacescanbefoundattheNorthLotneartheNorthLevel0entrance,andanadditional18spacescanbefoundattherearoftheBCECclosetotheSouthParkingLot.BicyclistsareadvisedtodisembarkfromtheirbikesinfrontoftheBCECandwalkthemtoarackforstorage.TransportationagentsareonhandduringeventstodirectbicycliststothefrontoftheBCEC.

Inaddition,theBCEChasaHubwayBicycleShareStationclosetothefrontentranceattheNorthLobby,whichprovides19sharedbicyclestothecommunity.Theprogram,launchedin2011,providesanaccessibleandflexiblealternativemodeoftransportationforbothemployeesandattendeesoftheBCEC.AdvertisingfortheHubwayProgramisdoneontheBCECmarqueesignoutfrontencouragingattendeestotakepartinitwhiletheyarewaitingfortaxis.

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FrightTrucktrafficisvitaltosupporttheeventsthatoccurattheBCEC.Withoutfreight,eventswouldnotbeabletohappenattheConventionCenter.TheBCEChasatotalof60loadingdockswithvehicularaccessprovidedfromtheSouthBostonBypassRoadtotheCypherStreetentrance.Thereare52coveredloadingdocksandfiveelephantdoorsthatcanaccommodatetrucksandotheroutsizedtransportvehiclestomoverightontotheexhibithallfloor.

TruckVolumesThenumberofmovein/moveoutdaysprovidedandnumberofvehiclesusingtheloadingdockvariesbyevent.Forexample,largeeventssuchastheSeafoodShow,BoatShow,andAutoShowhadthefollowingschedules/truckvolumesin2013:

NEEDTOADDWHENGETTHISINFO

Dailyservicedeliveriessuchastrash,recycling,andfoodservicetrucksalsoaccesstheBCECloadingdocksviatheSouthBostonBypassRoad.

TruckMarshallingTheBCECcurrentlyhas3.8acresofmarshallingareaintheSouthParkingLot,andalltruckmarshallingiscontainedonsite.Overflowmarshalling,whichisused34timesperyear,isavailableintheAllstonBrightonMarshallingYard,whichisapproximately5mileswestoftheBCEC.TheMCCAmaintains30spacesthatareplowedforboththeBCECandtheHynesConventionCenter.TheHynesConventionCenterusesthisspaceinAllstonBrightonmorefrequentlythantheBCEC.

AttheBCECloadingdocks,truckscanleavetheirtrailersovernightintheloadingbays,butthecabscannotbeparkingovernightonsite.TherearenoonsiteorlongtermMCCAstagingareas.Offsitestagingandmarshallingissometimesprovidedbyprivatelandowners.TheselocationsareindependentlycontractedbyeachDecorating/ExhibitSetUpcompanyandarenotcontrolledbytheBCEC/MCCA.

TruckmarshallingattheBCECincludesthefollowingsequenceofactivities:

1. TrucksarriveviatheSouthBostonBypassRoad2. TruckscheckinatTrailersintheSouthLotandreceiveanumber3. TrucksaredirectedtogodirectlytoloadingdocksorstageintheSouthParkingLot4. StagedtrucksarecalledtoLoadingDocksandunloadedinsidetheBCEC5. AlltrucksarerequiredtoleavetheBCEC6. DecoratorschooselocationforstorageoftrucksforthedurationofEventOffSite(SouthBoston

surfacelots,MassportNorthJetty,DStreetparcels,orCypherStreetparcels)7. Trucksreturnaftereventends,stageinSouthParkingLotuntilcalledtoloadingdocks

Asaresult,alltruckmarshallingactivitycurrentlytakesplaceonsite.

SmallerExhibitorLoading/UnloadingInadditiontofreightcarriedbylargetrucks,smallerexhibitorsoftenhavematerialstoload/unloadaswell.ThesepersonaloccupantvehiclesorPOVs,astheyaretermed,arepermittedtoparkmoreproximatetotheloadingareaforashortamountoftimeaftertheeventtohandcarryitemsto/fromtheirvehicles.

42


LoadingDockExpansionPlansAsmentionedabove,useoftheSouthLotisacriticalcomponentofthemovein/moveoutprocessattheBCEC.WhentheBCECexpansionmovesforward,thisparkingareawillbelosttoconstruction,andthenultimatelytheexpansionoftheConventionCenter.Inpreparationforthislossofsurfaceparking,theMCCAhasdevelopedaplantoexpandtheLoadingDocktoaccommodatetruckmarshalling.

43

Appendix DTransportation

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

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

Route Origin South Boston Service Rail connections

Destination Peak Headway [minutes]

SL1 South Station Courthouse World Trade Center Silver Line Way

South Station Logan Airport Terminals A, B (east and west), C, E

6

SL2 South Station Courthouse World Trade Center Silver Line Way Design Center

South Station Design Center 6

SLW South Station Courthouse World Trade Center Silver Line Way

South Station Silver Line Way 6

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 Peak Headway [minutes]

4 BMIP Seaport Ave/ Northern Ave & Summer St

North Station State Street Aquarium Haymarket South Station

North Station 12

7 City Point Summer St South Station Otis and Summer

4

11 City Point A Street South Boston Residential

Broadway Tufts MC Chinatown South Station

Downtown 6

448 Marblehead Congress Street

South Station Downtown Crossing

30

449 Marblehead Congress Street

South Station Downtown Crossing

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 Bus Capacity

Route Length Seated Capacity Max Capacity*

Route 4 40 foot 39 74 Route 7 40 foot 39 74 Route 11 40 foot 39 74 Route 448 40 foot 39 74 Route 449 40 foot 39 74 SL1 60 foot 38 53 SL2 60 foot 47 66 SLW 60 foot 47 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

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.

Frequency [buses/hour/direction]

Capacity [per bus]

Capacity [total]

Route Peak Off-Peak Seated Max* Peak Max Capacity AM PM

Route 4 5 3 0 39 55 275 Route 7 16 10 5 39 55 880 Route 11 10 5 3 39 55 550 Route 448 2 2 0 39 55 110 Route 449 2 2 0 39 55 110 Subtotal 21 13 5 1,925 SL1 6 6 4 38 53 318 SL2 12 12 6 47 66 792 SLW 12 12 12 47 66 792 Subtotal 30 30 22 1,902

Total 51 43 27 3,827

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.

1 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



55



56



57



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

BOSTON HARBOR

RESERVED CHANNEL

PLEASURE BAY

FORT

POIN

T CHA

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CONLEY TERMINAL

D STR

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SUMMER STREET

A STR

EET

EAST FIRST STREET

HAUL

ROAD

CONGRESS STREET

WEST FIRST STREET

NORTHERN AVENUE

SEAPORT BOULEVARD

MASSPOR T

HAUL

ROAD

WILLIAM DAYBOULEVARD

WEST SECOND STREET

B STR

EET

RAMP - HAUL ROAD TO RT 90 EB

D STR

EET E

XTEN

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B STR

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[0 500 1,000250

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Legend

Study Area

Building Footprint

Public Space

MassDOT

Boston

Massport

Interstate

Arterial

Collector

Functional Classification (by color)

Jurisdiction (by linetype)

66

South Boston Waterfront Study Area Intersections

1. Oliver Street at Purchase Street/I-93 SB Off-Ramp - signalized 2. Seaport Boulevard at Atlantic Avenue/I-93 NB On-Ramp - signalized 3. Seaport Boulevard at Sleeper Street - signalized 4. Seaport Boulevard at Boston Wharf Road - signalized 5. Seaport Boulevard at Northern Avenue/East Service Road - signalized 6. Seaport Boulevard/Northern Avenue at B Street - signalized 7. Seaport Boulevard/Northern Avenue at D Street/Boston Fish Pier signalized 8. Seaport Boulevard/Northern Avenue at D Street signalized 9. Seaport Boulevard/Northern Avenue at Congress Street - unsignalized 10. Pearl Street at Purchase Street - signalized 11. Pearl Street/Alley Way at Atlantic Avenue - signalized 12. Congress Street at Purchase Street/I-90-93 On-Ramp - signalized 13. Congress Street at Atlantic Avenue - signalized 14. Congress Street at Dorchester Avenue - signalized 15. Congress Street at A Street/Thompson Place - signalized 16. Congress Street at Boston Wharf Road/West Service Road - signalized 17. Congress Street/I-93 EB Off-Ramp at East Service Road/I-93 Off-Ramp - signalized 18. Congress Street/I-93 On-Ramp at B Street/I-90 WB Off-Ramp - signalized 19. Congress Street at D Street - signalized 20. Silver Line Way at D Street - signalized 21. D Street at I-90 On-Ramp - signalized 22. Haul Road at Pumphouse Road - signalized 23. Summer Street at Purchase Street/Surface Road/I-93 Off-Ramp - signalized 24. Summer Street at Atlantic Avenue - signalized 25. Summer Street at Dorchester Avenue - signalized 26. Summer Street at Melcher Street - signalized 27. Summer Street at West Side Drive - signalized 28. Summer Street at World Trade Center Avenue - signalized 29. Summer Street at D Street - signalized 30. Summer Street at Pumphouse Road - signalized 31. Summer Street at Pappas Way/Drydock Avenue - signalized 32. A Street at Melcher Street - unsignalized 33. A Street at Binford Street - unsignalized 34. A Street at West 2nd Street - signalized 35. D Street at West 1st Street - signalized 36. Pappas Way at East 1st Street/West 1st Street unsignalized 37. Summer Street/L Street at East 1st Street - signalized 38. East 1st Street/Shore Road at Conley Terminal/Farragut Road unsignalized 39. 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

Vanasse Hangen Brustlin, Inc.

\\mawatr\TS\12624.00\graphics\PS\FIGURES\Network Base.dwg

2013 Existing ConditionsWeekday Morning Peak Hour Traffic VolumesSouth Boston WaterfrontBoston, Massachusetts

Figure 1

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Vanasse Hangen Brustlin, Inc.

\\mawatr\TS\12624.00\graphics\PS\FIGURES\Network Base.dwg

2013 Existing ConditionsWeekday Evening Peak Hour Traffic VolumesSouth Boston WaterfrontBoston, Massachusetts

Figure 2

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2546050

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5

neg

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620

490

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365

200

50

40 585

5

105140520

20130105

10

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5

70 290

10775

220615

225 5

50290

22070

neg Negilible

2520neg

115

920

190

1230

12070

160

25 380

35 70 60

1210

neg

neg70

55 340

80160 8

027

5

475

25

1510

340 5

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 D 152 m106 0.70 33 C 70 m27

St at Purchase St/I-93 Purchase St SB T/R 0.89 50 D 244 #320 0.74 34 C 250 305

SB Off-Ramp I-93 Off-Ramp SWB L 0.96 90 F 522 #812 0.73 79 E 324 388

I-93 Off-Ramp SWB T/R 1.06 102 F ~308 #498 0.91 81 F 168 #267

Overall 71 E 51 D

2: Seaport Blvd at Seaport Blvd EB L/T 1.13 83 F ~221 m#258 >1.20 >120 F ~341 #350

Atlantic Ave/I-93 NB Seaport Blvd WB T/Bear R >1.20 >120 F ~369 #535 >1.20 >120 F ~428 m#619

On-Ramp Seaport Blvd WB Bear R/R 0.82 66 E 106 #245 >1.20 >120 F ~484 m#665

Seaport Blvd WB R >1.20 >120 F ~489 #653 >1.20 >120 F ~403 m#571

Atlantic Ave NB L 1.20 >120 F ~319 #481 1.20 >120 F ~426 m#528

Atlantic Ave NB L/T/R 0.95 47 D 231 #346 >1.20 >120 F ~451 m#551

Overall >120 F >120 F

south boston waterfront sustainable transportation plan | existing conditions technical appendix

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