Route 79 / Davol Street Corridor Study
Appendix K
Memorandums
CTPS
CENTRAL TRANSPORTATION PLANNING STAFF
Staff to the Boston Region Metropolitan Planning Organization
DRAFT MEMORANDUM
DATE
TO
FROM
RE
November 26, 2012
Ethan Britland, Route 79 MassDOT Project Manager
Scott Peterson, Director of Technical Services
Route 79 Modeling Assumptions
Introduction
The Central Transportation Planning Staff (CTPS) has been asked to support the Route
79 Traffic Study, using its regional multimodal travel demand model set, referred to as
the model through the rest of this memo. This model set is the same one that was used
to support the on goings South Coast Rail Final Environmental Impact Report (FEIR)
project. CTPS will apply this model to several transportation alternatives in a horizon
year of 2035 in order to produce transportation metrics for the project team. The
transportation metrics will include measures such as traffic volumes at key locations,
vehicle miles and hours traveled, in addition to various pollutants that impact air quality.
This will be done after calibrating the model to a base year condition, circa 2010. The
calibration process ensures that the model is replicating existing traffic data and
conditions as close as possible.
The Model
The model is based on procedures that have evolved over many years at CTPS. It
follows the traditional four step travel-modeling process of trip generation, trip
distribution, mode choice, and trip assignment and is implemented in the EMME
software package. This modeling process is employed to estimate present and future
daily transit ridership and daily highway traffic volumes, primarily on the basis of
demography and the characteristics of the transportation network. The model set covers
eastern Massachusetts, from the New Hampshire border in the north to the
Narragansett Bay in the south, and extends just east of Worcester.
The travel demand model set is data driven and one of its key inputs is land use
information by transportation analysis zone (TAZ), a process call trip generation. All
calculations are performed at the TAZ level. The TAZ is a unit of geography the model
uses to produce and attract person trips. Figure 1, identifies the number and boundaries
of the TAZ’s used in the Fall River area. The TAZ is similar in size to Census block
groups, but may not always match them precisely, since they were developed with a
transportation focus. Figure 2 shows a detailed TAZ map in the vicinity of Route 79
study area. The land use information; specifically population, household, and
State Transportation Building • Ten Park Plaza, Suite 2150 • Boston, MA 02116-3968 • (617) 973-7100 • Fax (617) 973-8855 • TTY (617) 973-7089 • ctps@ctps.org
Ethan Britland, MassDOT
November 26, 2012
2
Ethan Britland, MassDOT
November 26, 2012
employment, are obtained from a variety of sources and will become the primary
building blocks for inputs used in the model, which this memorandum will discuss.
CTPS
FIGURE 2
TAZ’s in Route 79 Study Area
Route 79
Transportation
Study
3
Ethan Britland, MassDOT
November 26, 2012
Land Use Inputs
All of the demographic assumptions, namely households, population, and employments
came from the regional planning agencies (RPAs) , which were covered by the model
set and were used in the RPAs most current Long Range Transportation Plans.
Households and employment by type are the variables upon which trip generation is
performed. The forecasts for the region were developed by collecting household,
population, and employment forecasts produced independently by the seven RPAs in
eastern Massachusetts: the Central Massachusetts Regional Planning Commission
(CMRPC), Merrimack Valley Planning Commission (MVPC), Metropolitan Area Planning
Council (MAPC), Montachusett Regional Planning Commission (MRPC), Northern
Middlesex Council of Governments (NMCOG), Old Colony Planning Council (OCPC),
and Southeastern Regional Planning and Economic Development District (SRPEDD).
Forecasts for the 101 cities and towns that make up the MAPC area (also the Boston
Region MPO area) were developed by MAPC based on a scenario it has developed,
known as the Metrofutures scenario, in which growth was targeted to communities’
denser areas, with a focus on development around transit stations.
The current round of projections conforms to the regional totals for population and
employment growth issued by MassDOT in December 2010. These totals anticipate
total population growth of 8.3% from 2010 to 2035 and employment growth of 8.0% over
the same time period. The regional control totals were developed by MassDOT through
a process that involved estimating state-level population, labor force, and employment
in future years and then allocating population and jobs to the state’s thirteen Regional
Planning Agency districts. The MassDOT projections assume that historical patterns of
net domestic outmigration will diminish (though not disappear) in the coming decades;
they assume sizeable increases in labor force participation rates for the 65 – 75 year old
population; and they assume that the labor force participation rate for the 16- 25 year
old population will stabilize (rather than continuing to decline, as projected by BLS.)
Overall, 40% of the state’s population growth and 48% of employment growth is
allocated to the MAPC region. This translates to an increase of 267,000 residents and
143,000 jobs over the 25 year forecast period. It is important to note that nearly 90% of
the net increase is anticipated from 2010 – 2020, with much slower growth in
employment afterward as a result of a constrained labor market as the baby boomers
retire from the labor force.
At the municipal level, 2010 total population is based on the 2009 Census Bureau
Population Estimates and the regional population control total, assuming a constant
municipal share from 2009 to 2010. 2010 municipal population in households is
calculated by subtracting the 2010 population in group quarters (sum of TAZ-level
projections) from the projected total population. 2010 municipal household demand is
estimated by applying the 2010 MetroFuture municipal average household size to the
4
Ethan Britland, MassDOT
November 26, 2012
projected population in households. TAZ-level population and household estimates for
2010 were created as follows: the Development Database count of housing units
completed prior to 2010, by TAZ, was added to the base year estimates; the product of
this addition was summed for the municipality and compared to the 2010 municipal
household demand described in the previous paragraph. The resulting ratio was used
to scale the household estimates at the TAZ-level so they sum to the 2010 municipal
household demand described above1. After the base year was developed, CTPS
incorporated each RPA’s estimate of growth at the TAZ level into the model.
Employment base year estimates were developed by CTPS using the annual
employment estimates produced by the state’s Division of Employment and Training
(DET). The three employment types were used in this model were originally developed
from Standard Industrial Codes (SIC) that were later matched to the North American
Industry Classification System (NAICS), which is the standard used by Federal
statistical agencies in classifying business establishments for the purpose of collecting,
analyzing, and publishing statistical data related to the U.S. business economy. The
employment types are retail, service, and basic. Retail employment represents any sale
of goods for consumption like a grocery store or shopping center that attracts large
people to them, but doesn’t include wholesale activity. Service employment produces
services rather than products. Examples of service sector jobs include housekeeping,
psychotherapy, tax preparation, guided tours, nursing and teaching. Basic includes
everything, retail and service doesn’t, such as manufacturing, fishing, farming, and
mining activities.
Route 79 Assumptions
A summary of the population, household, and employment assumptions used in the
model for Fall River, Swansea, and Somerset in the base year and in 2035 are shown in
Table 1. The base year assumes that these three communities had 122,887 people
resided in 51,623 household in 2010. There 43,592 jobs located in these three
communities, with service and basic employment being the primary employment types.
Fall River has by far has the largest number of people, residences, and jobs of the three
communities
In 2035, population increases by 14.7% for the three communities up to 140,923.
Households increase at a slightly higher rate, 18%. Employment grows by 14.5% for a
total of 49,000 jobs. The percent growth by community differs slightly, but Fall River still
has the largest absolute increases. Appendix A contains the 2010 TAZ level
assumptions and Appendix B contains the 2035 TAZ level assumptions.
1
The base year estimates include some TAZ-specific adjustments made by CTPS based on
information from municipalities, TMA’s, and feedback from businesses.
5
Ethan Britland, MassDOT
November 26, 2012
Table 1
Land Use Assumption in Fall River, Somerset, and Swansea
2010
Town
Fall River
Somerset
Swansea
Subtotal
Population
88,857
18,165
15,865
122,887
Total
Basic
Retail
Service
Household Employment Employment Employment Employment
38,457
34,006
13,475
5,551
14,980
7,087
4,445
1,288
1,494
1,663
6,079
5,141
1,236
2,156
1,749
51,623
43,592
15,999
9,201
18,392
2035
Town
Fall River
Somerset
Swansea
Subtotal
Population
103,495
19,115
18,313
140,923
Household
46,361
7,656
7,258
61,275
Total
Basic
Retail
Service
Employment Employment Employment Employment
38,809
15,843
6,220
16,746
4,921
1,428
1,715
1,778
6,170
1,483
2,618
2,069
49,900
18,754
10,553
20,593
6
Ethan Britland, MassDOT
November 26, 2012
Appendix A
2010 Base Year Land Use Assumptions by TAZ
2010
Town
TAZ
Population
Household
Total
Employment
Basic
Retail
Service
Fall River
2768
2,972
1,439
679
477
0
202
Fall River
2767
3,007
1,155
5,509
3,555
233
1,721
Fall River
2769
1,089
283
194
0
21
173
Fall River
2770
1,987
831
973
46
182
745
Fall River
2771
2,624
1,026
649
33
11
605
Fall River
2772
1,172
608
141
106
0
35
Fall River
2774
1,513
670
454
179
48
227
Fall River
2775
766
330
240
167
0
73
Fall River
2773
3,880
1,691
1,111
119
71
921
Fall River
2777
2,524
1,108
581
31
21
529
Fall River
2776
1,761
721
243
51
75
117
Fall River
2781
520
214
161
18
0
143
Fall River
2780
1,075
407
1
0
0
1
Fall River
2779
566
193
148
26
15
107
Fall River
2778
1,576
637
66
12
7
47
Fall River
2782
992
560
189
61
0
128
Fall River
2783
780
453
692
468
32
192
Fall River
2785
3,076
1,363
1,034
369
222
443
Fall River
2784
508
386
3,250
847
849
1,554
Fall River
2786
4,660
1,909
1,294
533
80
681
Fall River
2787
1,594
734
1,570
1,431
43
96
Fall River
2788
2,150
903
383
90
60
233
Fall River
2791
586
335
2,231
801
555
875
Fall River
2789
2,820
1,311
344
79
95
170
Fall River
2790
2,391
1,119
1,174
326
202
646
Fall River
2793
4,745
2,136
351
90
17
244
Fall River
2794
1,242
480
1,051
606
51
394
Fall River
2792
4,590
2,082
1,705
358
846
501
Fall River
2795
3,943
1,782
852
79
204
569
Fall River
2796
2,592
1,164
862
92
15
755
Fall River
2798
1,222
464
811
270
300
241
Fall River
2797
4,460
1,859
412
72
161
179
Fall River
2799
6,375
2,748
894
370
161
363
Fall River
2801
2,006
782
258
53
35
170
Fall River
2800
3,453
1,647
537
250
68
219
Fall River
2802
4,261
1,672
1,213
906
92
215
Fall River
2803
1,912
717
1,741
498
779
464
Fall River
2804
1,467
538
8
6
0
2
7
Ethan Britland, MassDOT
November 26, 2012
2010
Town
TAZ
Population
Basic
Retail
Service
Total
Employmen Employmen Employmen
t
t
t
Household Employment
Somerset
2755
2,467
971
338
66
85
187
Somerset
2754
2,534
864
418
31
265
122
Somerset
2756
4,386
1,778
409
41
246
122
Somerset
2757
1,498
615
293
51
0
242
Somerset
2758
1,300
527
432
166
90
176
Somerset
2760
1,431
575
560
283
161
116
Somerset
2759
866
348
196
7
0
189
Somerset
2761
916
327
158
8
17
133
Somerset
2762
908
375
319
99
194
26
Somerset
2763
1,315
493
848
296
300
252
Somerset
2764
544
214
474
240
136
98
Swansea
2742
3,318
1,147
203
55
0
148
Swansea
2741
2,162
739
1,029
307
335
387
Swansea
2745
1,091
457
337
35
56
246
Swansea
2743
2,689
968
360
122
88
150
Swansea
2744
766
365
2,744
589
1,598
557
Swansea
2746
976
361
0
0
0
0
Swansea
2748
1,542
658
205
64
49
92
Swansea
2747
691
287
5
2
0
3
Swansea
2749
2,630
1,097
258
62
30
166
124,897
51,623
43,592
15,999
9,201
18,392
Subtotal
8
Ethan Britland, MassDOT
November 26, 2012
Appendix B
2035 Future Year Land Use Assumptions by TAZ
Town
TAZ Population
2035
Total
Household Employment
Basic
Retail
Service
Fall River
2768
4,311
2,102
918
645
0
273
Fall River
2767
3,730
1,509
7,615
4,947
272
2,396
Fall River
2769
1,247
346
208
0
22
186
Fall River
2770
2,458
1,058
1,049
51
191
807
Fall River
2771
3,064
1,248
699
36
11
652
Fall River
2772
1,332
707
152
114
0
38
Fall River
2774
1,735
795
535
213
51
271
Fall River
2775
878
392
259
180
0
79
Fall River
2773
4,424
1,982
1,195
128
74
993
Fall River
2777
2,885
1,311
635
33
23
579
Fall River
2776
2,012
857
280
61
79
140
Fall River
2781
697
293
174
20
0
154
Fall River
2780
1,175
463
1
0
0
1
Fall River
2779
1,696
681
159
28
16
115
Fall River
2778
747
300
71
13
7
51
Fall River
2782
1,374
745
203
65
0
138
Fall River
2783
912
538
754
511
34
209
Fall River
2785
2,890
1,395
1,135
403
249
483
Fall River
2784
1,072
655
3,488
913
898
1,677
Fall River
2786
5,133
2,189
1,419
578
89
752
Fall River
2787
1,946
922
1,689
1,541
45
103
Fall River
2788
2,061
919
271
60
64
147
Fall River
2791
1,080
522
2,474
880
632
962
Fall River
2789
3,606
1,691
369
85
100
184
Fall River
2790
2,237
1,117
1,270
354
214
702
Fall River
2793
5,444
2,531
378
97
18
263
Fall River
2794
1,448
579
1,150
664
55
431
Fall River
2792
5,268
2,466
1,811
386
886
539
Fall River
2795
4,495
2,099
915
86
215
614
Fall River
2796
2,827
1,312
930
100
16
814
Fall River
2798
1,374
545
1,078
274
560
244
Fall River
2797
5,110
2,217
440
78
169
193
Fall River
2799
7,286
3,253
959
400
168
391
Fall River
2801
2,321
944
277
57
37
183
Fall River
2800
4,222
2,062
595
280
71
244
Fall River
2802
5,110
2,102
1,361
1,019
105
237
Fall River
2803
2,223
875
1,884
536
849
499
Fall River
2804
1,665
639
9
7
0
2
9
Ethan Britland, MassDOT
November 26, 2012
2035
TAZ Population
Town
Total
Household Employment
Basic
Retail
Service
Somerset
2755
2,569
1,038
347
67
91
189
Somerset
2754
2,723
963
445
33
284
128
Somerset
2756
4,484
1,862
428
42
263
123
Somerset
2757
1,527
644
297
52
0
245
Somerset
2758
1,357
565
443
168
97
178
Somerset
2760
1,143
469
610
303
183
124
Somerset
2759
914
377
199
7
0
192
Somerset
2761
962
353
237
8
94
135
Somerset
2762
941
397
333
100
207
26
Somerset
2763
1,527
590
1,065
391
341
333
Somerset
2764
968
398
517
257
155
105
Swansea
2742
3,801
1,365
226
61
0
165
Swansea
2741
2,772
1,001
1,258
361
442
455
Swansea
2745
1,286
553
411
41
81
289
Swansea
2743
3,068
1,145
423
146
98
179
Swansea
2744
922
447
3,333
731
1,910
692
Swansea
2746
1,150
442
0
0
0
0
Swansea
2748
1,641
725
227
71
54
102
Swansea
2747
853
364
6
3
0
3
Swansea
2749
2,820
1,216
286
69
33
184
142,958
61,275
49,900
18,754
10,553
20,593
Subtotal
10
CTPS
CENTRAL TRANSPORTATION PLANNING STAFF
Staff to the Boston Region Metropolitan Planning Organization
MEMORANDUM
DATE
TO
FROM
RE
December 13, 2013
Ethan Britland, Mass DOT
Ying Bao, Ben Dowling, CTPS Staff
CTPS Modeling Methods and Results for Route 79 Transportation Study
1
INTRODUCTION
MassDOT conducted a study of the Route 79/Davol Street Corridor in Fall
River. The study strived to balance transportation needs and improve
connectivity within the Route 79 corridor to support economic development
opportunities. This study pivoted off of the work done in the Route 79/Davol
Street Transportation Study, completed in June 2008. A primary
recommendation of that study was to conduct a more detailed review, analysis
and refinement of three developed alternatives. In the current study, CTPS
assisted MassDOT to evaluate the traffic impacts associated with three build
alternatives.
2
METHODOLOGY
CTPS utilized the regional travel demand model set developed for the South
Coast Rail project to conduct this analysis. This model is a traditional four-step
travel demand model, which includes trip generation, trip distribution, mode
choice, and trip assignment, and is implemented using the EMME software. For
this project only the trip assignment step in the process was run. Changes in
land use were accounted for utilizing trip table manipulation methodologies.
The model was used to simulate existing roadway traffic conditions and to
forecast future-year roadway traffic conditions in eastern Massachusetts.
Results from the model set provide detailed information relating to roadway
travel in the study area and across the region.
State Transportation Building • Ten Park Plaza, Suite 2150 • Boston, MA 02116-3968 • (617) 973-7100 • Fax (617) 973-8855 • TTY (617) 973-7089 • ctps@ctps.org
CTPS
2.1
2
November 29, 2013
Major Features of the Model
Some important features of the model set are listed below:
2.2
1.
The modeled area encompasses 182 cities and towns in eastern
Massachusetts. The area is divided into 2,924 internal Transportation
Analysis Zones (TAZs). There are 117 external stations around the
periphery of the modeled area that allow for travel between the modeled
area and adjacent areas of Massachusetts, New Hampshire, and Rhode
Island.
2.
The model set was developed using data from various data sources: a
Household Travel Survey, an External Cordon Survey, several Transit
Passenger Surveys, the 2000 and 2010 U.S. Census data, and an
employment database for the region. CTPS obtained the most current
highway volumes available to help calibrate the model for use in this
study.
3.
In the model the transportation system is broken down into three primary
modes. The transit mode contains all the MBTA rail and bus lines,
commuter boat services, regional transit agencies (including SRTA), and
private express bus carriers. The auto mode includes all of the express
highways, all of the principal arterials, and many minor arterials and local
roadways. Walk/bike trips are also examined and are represented in the
non-motorized mode.
4.
The model is set up to examine travel on an average weekday for two
time periods. The time periods are the AM peak (6 am – 9 am) and the
PM peak (3 pm – 6 pm). This study’s base year was 2010 and its forecast
year was 2035.
Model Calibration
The regional model set used for this study was originally developed for the
South Coast Rail Study. Extensive network refinements were made for the
Route 79 study including inclusion of the Grand Army of the Republic Highway
Bridge (Route 6 Bridge). The model was calibrated to the latest available
roadway counts. Initially, the project consultant requested that CTPS provide
modeled traffic volumes at approximately ninety intersections, or one-hundred
and fifty approach locations in Fall River and Swansea. CTPS focused its
calibration efforts on these key locations. CTPS ran a series of highway
CTPS
3
November 29, 2013
assignments iteratively in conjunction with roadway network refinements to
more accurately represent the roadway system in the study area.
CTPS strived to develop a calibrated model that was within plus or minus 10%
of observed volumes at every location provided by the project consultants.
Overall, the percentage difference between model estimated volumes and
observed counts at all of the selected intersections and approach locations was
-7% in the AM peak period and 0% in the PM peak period.
3
Model Results
CTPS modeled four future year (2035) scenarios, a no-build scenario and three
build alternatives. The transportation network of the no-build alternative
includes all transportation projects included in the Long Range Transportation
Plans (LRTP) of the Boston region Metropolitan Planning Organization and the
Southeastern Economic Development District. The demographics underlying
the no-build are also from the officially adopted transportation plans. The
demographics for each build alternative were modified to reflect the
development associated with the new parcels while at the same time
maintaining regional control totals for population and employment. The
following section briefly describes the networks for each modeled build
alternative.
3.1
Alternatives Examined
There were three future year build alternatives analyzed for this study. Rough
schematics of the proposed alternatives are depicted in Appendix B.
Alternative 1: Elevated Route 79
Alternative 1 is the most similar to the existing no-build condition. In Alternative
1, Route 79 remains elevated but is moved east. North and South Davol
Streets remain and five new developable parcels (constituting 10.1 acres) are
created. This alternative requires construction of five new bridges and four
streets provide east-west connectivity to the waterfront, Turner Street, South
Coast Rail, President Avenue and Brownell Street). Brightman Street is
accessed from North Davol Street and Brightman Street provides direct access
to northbound Route 79. There are shared use bicycle paths throughout the
area with connections to Veterans Memorial Bridge path.
Alternative 2: Urban Boulevard
Alternative 2 de-elevates Route 79 and converts Route 79 into a boulevard.
The new boulevard is also moved east of where the old elevated alignment was
located. Alternative 2 creates five new development parcels totaling 10.6
acres. All of the bridges are removed in the alternative, except for the u-turn
CTPS
4
November 29, 2013
from northbound to southbound Davol Street. Alternative 2 provides four street
connections to the waterfront (Turner Street, South Coast Rail, President
Avenue and Brightman Street). The boulevard includes a landscaped median
strip and Brightman Street is two way and provides direct access to northbound
Route 79 and southbound Davol Street. Southbound Davol Street is two-way
and northbound Davol Street is eliminated. There are shared use bicycle and
pedestrian paths throughout the area providing connectivity to the Veterans
Memorial Bridge path.
Alternative 3: Boulevard with Frontage Roads
Alternative 3 also de-elevates Route 79 and converts it into a boulevard with
frontage roads on either side. The alignment is moved east creating six
development parcels totaling 15 acres. All bridges are removed in the scenario.
Four streets provide east-west connectivity to the waterfront (Turner Street,
South Coast Rail, President Avenue and Corey Street). The boulevard has a
grass median. Brightman Street is two-way with direct access to/from
northbound Route 79. Northbound Davol is one-way, as is southbound Davol
south of President Avenue. This alternative also includes bicycle and
pedestrian paths throughout the area providing connectivity to the Veterans
Memorial Bridge path.
4
Preliminary Findings
Generally, Alternative 1 provides for the most amount of north-south traffic
throughput through the corridor. Alternatives 2 and 3, which are de-elevated
provide for less north-south throughput but allow for greater amounts of eastwest travel between Fall River and the waterfront zones. A detailed table of the
model highway assignments for the no-build and three build alternatives can be
found in Appendix A.
5
Air Quality
The air quality analysis performed by CTPS for the Route 79 Transportation
Study utilized the same methodology used for regional air quality conformity
determinations, a process which was recently certified by the Federal Transit
Administration (FTA) and the Federal Highway Administration (FHWA) for the
Long Range Transportation Plan. The travel demand model estimates traffic
volumes, average highway speeds, vehicle-miles traveled and vehicle-hours
traveled. CTPS utilizes these outputs along with the emission rates developed
by the Environmental Protection Agency (EPA) MOBILE 6.2 emissions
modeling software to forecast emissions for the no-build condition and the three
build alternatives.
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5
November 29, 2013
The air quality analysis estimated emissions from cars and trucks of carbon
monoxide (CO), carbon dioxide (CO2), nitrogen oxides (NOx) and volatile
organic compounds (VOCs).
As Table 1 shows, the four alternatives have very similar emissions profiles.
The alternative which generates the fewest amount of emissions, by a small
margin, is the no-build. The build alternatives generate slightly higher
emissions levels because of a combination of additional population and
employment in the study area and because speeds through the study area are
decreased in the build alternatives—slower speeds and congestion roughly
equates with higher emissions levels.
Table 1
AM and PM Peak Period Regional Air Quality
Regional
CO-winter
(kg)
Regional
Nox (kg)
Regional
VOC (kg)
Regional
CO2 (kg)
No-Build
491,200
8,984
10,746
31,911,100
Alt. 1
491,500
8,992
10,756
31,938,300
Alt. 2
491,600
8,990
10,754
31,934,200
Alt. 3
491,500
8,990
10,753
31,932,800
Scenarios
6
Environmental Justice Analysis
An Environmental justice (EJ) analysis is based on the principle that all people
have a right to be protected from environmental pollution and to live in and
enjoy a clean and healthful environment. Environmental Justice policy directs
state agencies to examine the impact state funded projects have on EJ
populations. This is done to ensure that EJ populations have a voice in
environmental decision making and receive the full protection afforded them
through existing environmental rules and regulations.
The environmental justice assessment performed by CTPS for the Route 79
Transportation Study is a detailed, system-level analysis. This assessment
examines the distribution of benefits and burdens that may be experienced by
the existing population of Fall River from construction of the proposed
alternatives.
6.1
Methodology
CTPS uses a standardized modeling routine to perform the environmental
justice analysis. In this analysis, EJ areas are identified by the demographics of
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6
November 29, 2013
the populations living in a transportation analysis zone. CTPS used the
Southeastern Regional Economic and Development District (SRPEDD)
definition for environmental justice in this study. SRPEDD defines an
environmental justice zone as any zone which meets any of the following
criteria:
•
•
•
Low-income population – any zone having median income at or below
$39,399
Minority population – any zone that has 25% or greater minority
population
Limited English Proficiency (LEP)—any zone whose population has a
LEP of 7.61% or higher
For the Route 79 Transportation Study, the study area was defined as the City
of Fall River. Based on the above definition, 32 out of 44 zones in Fall River
qualify as environmental justice zones. The data used to select EJ versus nonEJ zones were obtained from the 2010 Census for low income and minority
categories and from the 2000 Census for the LEP category.
6.2
Performance Measures
Three categories of performance measures were adopted in the environmental
justice analysis for the Route 79 Transportation Study. These performance
measures work as indicators of the benefits and burdens for EJ and non-EJ
TAZs. The three categories of performance measures are:
•
•
•
Accessibility to jobs and needed services
Mobility and congestion
Environmental impacts
In terms of travel, accessibility is determined by both the ability to reach desired
destinations and the ease of doing so. An accessibility analysis for an EJ study
investigates the number of employment opportunities, health care facilities, and
higher education facilities, which can be reached within 20 minutes by car. It
also examines the average travel time from environmental justice areas to
industrial, retail, and service employment opportunities, health care, and higher
education institutions.
The mobility and congestion analysis examines only highway modes and
focuses on the average door-to-door travel time under a congested condition
for auto trips travelling from and to the EJ areas. The two types of door-to-door
travel times examined are:
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7
•
•
November 29, 2013
Highway production time – The average travel time of all auto trips
departing from a TAZ
Highway attraction time – The average travel time of all auto trips
arriving at a TAZ
The environmental impact focuses on the impacts of the roadway project to the
regional and local air quality. The air quality analysis for EJ studies examines
the volumes of carbon monoxide (CO) and fine particulate matters (PM2.5)
emitted per square mile, and average vehicle-miles traveled under the
congested traffic conditions.
CTPS performed a statistical significance analysis on the accessibility, mobility
and environmental impact EJ results. Most of the differences between the nobuild and build alternatives were found to be statistically insignificant, meaning
the differences were likely due to normal variability.
6.3
Results Summary
The Environmental Justice analysis performed for the Route 79 Transportation
Study shows that none of the alternatives considered will have a major impact
on environmental justice communities. For this analysis, the City of Fall River
was defined as the study area. Of the 43 zones that make up Fall River, 11 are
non-EJ TAZs and 32 TAZs meet the definition of an EJ zone.
Results were calculated as between the build alternative and the no-build
alternative for each TAZ. In the accessibility and mobility analyses, the benefits
and burdens were averaged by the number of residents in each zone. In the
environmental analysis, they were weighted by the size of zone. All results
were aggregated to the study area for EJ and non-EJ TAZs, respectively. Only
the two three-hour peak periods were examined.
6.3.1
Accessibility Analysis
The accessibility analysis examines the number of basic, service and retail jobs
that are available within a 20 minute drive of EJ and non-EJ zones. The
accessibility analysis also examines the number of hospital beds and college
enrollment slots available within a 20 minute drive. The jobs, education and
medical data are geocoded into the model and are associated with a particular
TAZ.
Results from the accessibility analysis are summarized in tables 2 and 3. Table
2 compares the number of jobs and services available within 20 minutes by car,
for EJ and non-EJ neighborhoods, respectively. It also summarizes the average
travel time from EJ and non-EJ neighborhoods to reach these jobs and service.
The results indicate that there will be very little change in the number of jobs
available within 20 minutes driving time after construction of the build
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8
November 29, 2013
alternatives. All build alternatives show a slight decrease in accessibility to
employment in comparison with the no-build, for both EJ and non-EJ zones.
This slight decrease is due to a decrease in speeds the study area, which was
an expected outcome. The results also indicate there will be very little change
in the average highway travel time for EJ and non-EJ zones in the study area to
basic, service and retail jobs.
Table 2
Accessibility Summary (Build Alternatives vs. No-Build) – Employment Opportunities and Services
Basic Employment
Number of Available
Basic Jobs/Service
Scenarios
Retail Employment
Average Highway Time
(minute)
Number of Available
Retail Jobs/Service
Service Employment
Average Highway Time
(minute)
Number of Available
Service Jobs/Service
Average Highway Time
(minute)
EJ
Non-EJ
EJ
Non-EJ
EJ
Non-EJ
EJ
Non-EJ
EJ
Non-EJ
EJ
Non-EJ
No-Build
39,936
37,512
11.9
12.3
25,591
24,273
12.3
13.2
38,115
35,768
11.1
11.4
Alt. 1
39,096
36,596
11.9
12.3
24,723
22,594
12.3
12.9
36,969
35,077
11.0
11.4
Alt. 2
38,998
36,629
11.9
12.3
24,690
22,589
12.4
12.9
36,866
35,057
11.0
11.3
Alt. 3
39,099
36,602
11.9
12.2
24,703
22,613
12.3
12.9
36,936
35,113
11.0
11.3
Compare Build Alternatives to No-Build
Alt. 1 vs. No-Build
-2.1%
-2.4%
0.0%
0.0%
-3.4%
-6.9%
0.0%
-1.9%
-3.0%
-1.9%
-0.8%
0.0%
Alt. 2 vs. No-Build
-2.3%
-2.4%
0.0%
0.0%
-3.5%
-6.9%
0.3%
-1.9%
-3.3%
-2.0%
-0.8%
-0.4%
Alt. 3 vs. No-Build
-2.1%
-2.4%
0.0%
-0.5%
-3.5%
-6.8%
0.0%
-1.9%
-3.1%
-1.8%
-0.8%
-0.4%
Note: travel times are rounded to the nearest 0.1
Note: Only Fall River zones were analyzed
Table 3 presents the number of health care facilities and higher education
institutions that are accessible within 20 minutes highway time, for the no-build
and build alternatives. It shows that the build alternatives will have very little
impact on accessibility to health care and education facilities in both EJ and
non-EJ zones.
TABLE 3
ACCESSIBILITY SUMMARY (BUILD ALTERNATIVES VS. NO-BUILD) - COLLEGES
AND HEALTH CARE FACILITIES
Access to Education Facilities
Number of Available
College Enrollment
Scenarios
Access to Health Care
Average Highway Time
(minute)
Number of Available
Hospital Beds
Average Highway Time
(minute)
EJ
Non-EJ
EJ
Non-EJ
EJ
Non-EJ
EJ
Non-EJ
No-Build
13,948
12,152
12.0
11.1
747
668
9.6
9.8
Alt. 1
13,942
12,152
12.1
11.1
725
668
9.4
9.9
Alt. 2
13,942
12,152
12.1
11.1
725
668
9.3
9.9
Alt. 3
13,943
12,152
12.1
11.1
725
668
9.3
9.8
Compare Build Alternatives to No-Build
Alt. 1
0.0%
0.0%
0.9%
0.0%
-2.9%
0.0%
-2.8%
0.6%
Alt. 2
0.0%
0.0%
0.9%
0.0%
-2.9%
0.0%
-3.0%
0.6%
Alt. 3
0.0%
0.0%
0.9%
0.0%
-2.9%
0.0%
-3.0%
0.4%
Note: travel times are rounded to the nearest 0.1
6.3.2
Mobility Analysis
Results from the mobility analysis are summarized in table 4. In all three build
alternatives highway production times increase over the no-build for both EJ
and non-EJ zones, however the increase is uniform across build alternatives for
both EJ and non-EJ zones.. This slight change is due to a decrease in speeds
in the study area, which was an expected outcome. These changes were found
to be statistically insignificant. The attraction times change very little between
scenarios for both EJ and non-EJ zones and these changes were also found to
be statistically insignificant.
CTPS
3
November 29, 2013
Table 4
Mobility Summary (Build Alternatives vs. No-Build)
Average Highway Production
Time (minutes)
Scenarios
Average Highway
Attraction Time (minutes)
EJ
Non-EJ
EJ
Non-EJ
No-Build
13.9
15.3
5.8
7.8
Alt. 1
15.0
16.4
5.9
7.9
Alt. 2
15.0
16.4
5.9
7.9
Alt. 3
15.0
16.4
5.9
7.9
Compare Build Alternatives to No-Build
Alt. 1
8.3%
7.0%
1.3%
1.2%
Alt. 2
8.3%
7.0%
1.3%
1.2%
7.0%
1.3%
1.2%
Alt. 3
8.3%
Note: travel times are rounded to the nearest 0.1
6.3.3
Environmental Impact Analysis
The results of the environmental impact analysis for the combined AM and PM
peak periods are shown in table 5. This analysis focused on the impact to air
quality with respect to congested roadway conditions. Generally air quality is
marginally worse in the build scenarios than in the no-build, for both
environmental justice zones and non-environmental justice zones alike. These
changes in air quality are more pronounced than the air quality results
(reported at the regional level). This is not surprising, as air quality is driven by
speed and the vast majority of changes in speeds are occurring in the study
area.
CTPS
4
November 29, 2013
Table 5
Peak Period Emission Impacts Summary
(Build Alternatives vs. Existing Conditions)
VMT per Square Mile
CO per Square Mile (g/mile2)
PM2.5 per Square Mile
(g/mile2)
Scenarios
EJ
Non-EJ
EJ
Non-EJ
EJ
Non-EJ
No-Build
40,961
21,443
365,306
189,270
518
271
Alt. 1
42,829
22,251
381,170
196,223
542
281
Alt. 2
41,180
22,111
366,089
195,075
522
279
Alt. 3
40,149
21,568
357,878
190,499
509
272
Compare Build Alternatives to No-Build
7
Alt. 1
4.6%
3.8%
4.3%
3.7%
4.6%
3.7%
Alt. 2
0.5%
3.1%
0.2%
3.1%
0.7%
3.0%
Alt. 3
-2.0%
0.6%
-2.0%
0.6%
-1.7%
0.6%
Conclusion
The results of this analysis show that the three proposed build alternatives
provide greater east-west connectivity within Fall River. The build alternatives
each provide different levels of north-south throughput within the 79 corridor.
The results of the analysis also show that none of the proposed alternatives
would have a major impact on regional air quality or regional measures of
environmental justice.
YB/bhd/bhd
cc: Scott Peterson
CTPS
5
November 29, 2013
Appendix A
AM Peak Period Modeled Highway Volumes
(6 am – 9 am)
Scenarios
2012
Counts
2035
No
Build
Alt. 1
Ramp from Route 79 northbound to Route 24 (North) northbound
2,665
3,411
3,479
3,373
3,383
Route 79 southbound near Cedar St
2,618
2,619
2,704
changed
changed
Route 79 northbound near Cedar St
2,180
2,704
2,835
changed
changed
Ramp from Route 24 (North) southbound to Route 79 southbound
Ramp from Veteran’s Memorial Bridge to N. Davol St (one-way
southbound)
1,888
2,912
3,064
2,915
2,916
1,610
1,814
1,886
1,124
1,063
N. Davol St (one-way southbound) between U turns near Cedar St
1,590
1,647
1,882
changed
changed
N. Davol St (one-way northbound) between U turns near Cedar St
1,475
1,548
1,813
changed
changed
Route 79 northbound north of Brightman St
1,465
1,751
1,759
changed
changed
Route 79 southbound on-ramp from Veteran’s Memorial Bridge
1,413
1,465
1,459
2,319
2,271
Ramp from Veteran’s Memorial Bridge to Route 79 northbound
1,403
1,624
1,693
2,188
2,063
Route 79 northbound off-ramp to Veteran’s Memorial Bridge
1,338
1,548
1,821
1,980
1,899
Route 79 off-ramp to Veteran’s Memorial Bridge
1,250
2,539
2,312
2,519
2,402
Route 79 southbound north of Brightman St
1,070
1,019
1,110
1,075
1,159
920
891
973
888
888
COUNT LOCATIONS
Alt. 2
Alt. 3
Route 79 Corridor Locations Major
Route 79 northbound off-ramp to N. Main St
Route 79 southbound on-ramp from N. Main St
880
1,181
1,089
1,037
981
23,763
28,671
29,749
19,416*
19,023*
715
952
1,075
changed
changed
Ramp from N. Davol St to Route 79 northbound
Route 79 northbound to southbound U turn south of Veteran’s Memorial
Bridge
505
525
631
changed
changed
438
777
1,018
765
removed
Route 79 southbound off-ramp to N. Davol St (one-way southbound)
293
369
566
331
310
N. Davol St southbound to northbound U turn near Cory St
220
255
removed
removed
removed
N. Davol St southbound to northbound U turn near Cedar St
208
233
396
removed
removed
Route 79 southbound off-ramp to N. Main St
Route 79 southbound on-ramp from U turn south of Veteran’s Memorial
Bridge
170
180
165
42
42
135
135
135
removed
removed
68
68
68
removed
removed
Subtotal
Route 79 Corridor Locations Minor
Route 79 off-ramp to N. Davol St (one-way northbound) north of President
Ave
N. Davol St northbound to southbound U turn near Cedar St
Route 79 northbound on-ramp from N. Main St
Subtotal
10
10
10
10
10
2,760
3,502
4,061*
1,147*
362*
CTPS
6
November 29, 2013
Route 24 Locations
Ramp from Route 24 (North) southbound to I-195 westbound
1,398
2,075
2,075
2,086
2,086
Ramp from I-195 eastbound to Route 24 (North) northbound
2,368
2,670
2,666
2,721
2,678
Ramp from Route 24 (North) southbound to I-195 eastbound
1,685
1,747
1,745
1,825
1,825
Ramp from I-195 westbound to Route 24 (North) northbound
2,468
2,630
2,616
2,625
2,626
Ramp from President Ave to Route 24 (North) southbound
1,348
1,378
1,378
1,392
1,392
Ramp from President Ave to Route 24 (North) northbound
835
1,281
1,283
1,288
1,285
Ramp from Route 24 (North) northbound to President Ave
1,540
1,525
1,525
1,525
1,525
Ramp from Route 24 (North) southbound to President Ave
698
720
747
720
719
Route 24 (North) southbound south of Route 79 off-ramp
2,433
3,164
3,190
3,238
3,238
Route 24 northbound south of Route 79 northbound on-ramp
4,130
5,054
5,039
5,108
5,063
18,900
22,241
22,261
22,525
22,434
I-195 eastbound west of Route 24 (South)
8,363
10,490
10,567
10,558
10,494
I-195 westbound west of Route 24 (South)
11,825
12,010
12,054
11,940
11,944
I-195 W. bound east of Route 103
8,518
13,048
13,194
12,781
12,879
I-195 E. bound east of Route 103
7,678
7,570
7,587
6,965
7,093
I-195 westbound on-ramp from Route 24 (South) northbound
3,470
4,525
4,550
4,545
4,515
I-195 eastbound on-ramp from Route 24 (South) northbound
3,050
3,410
3,407
3,463
3,419
I-195 eastbound off-ramp to Route 24 (South) southbound
2,590
2,810
2,820
2,792
2,811
I-195 westbound off-ramp to Route 24 (South) southbound
2,415
3,605
3,605
3,616
3,615
I-195 westbound off-ramp at Plymouth Ave
2,085
1,910
1,904
1,913
1,930
I-195 eastbound off-ramp at Plymouth Ave/Hartwell St
1,750
1,723
1,740
1,383
1,691
Route 103 E. bound on-ramp to I-195 E. bound
1,615
1,600
1,599
1,611
1,609
I-195 eastbound on-ramp at Plymouth Ave
1,223
1,241
1,241
1,243
1,243
I-195 on ramp from Lee's River Rd.
1,165
1,197
1,075
1,393
1,387
I-195 westbound on-ramp at Plymouth Ave/Pleasant St
1,125
4,102
4,157
4,139
4,106
Lee's R. Ave. S. bound approach to Route 103
715
781
816
1,212
1,224
I-195 W. bound off-ramp to Route 103 W. bound
668
678
677
677
677
I-195 W. bound off-ramp to Route 103 E. bound
540
989
989
946
923
I-195 off ramp to Lee's River Rd.
423
347
372
930
799
Route 103 W. bound on-ramp to I-195 E. bound
335
492
501
504
494
Route 103 E. bound on-ramp to I-195 W. bound
18
18
18
18
18
59,568
70,604
70,746
72,626
72,869
Rotary exit to President Ave
2,363
2,394
2,427
2,513
2,397
Rotary entrance from N. Eastern Ave
2,138
2,504
2,509
2,510
2,507
Rotary entrance from President Ave
1,763
1,929
1,938
1,956
1,948
Rotary exit to N. Eastern Ave
1,590
1,622
1,629
1,627
1,623
President Ave. E. bound approaching N. Main St.
1,508
1,558
1,394
1,456
2,106
980
1,121
1,122
1,142
1,138
Subtotal
I-195 Locations
Subtotal
"Interior" Locations
Rotary circulating road between exit to and entrance from N. Eastern Ave
CTPS
7
November 29, 2013
N. Main St. N. bound approaching President Ave.
Rotary circulating road between exit to and entrance from Route 24
(North)
975
932
1,048
1,350
850
933
963
969
970
966
Rotary circulating road between exit to and entrance from President Ave
808
815
815
815
815
N. Main St. S. bound approaching President Ave.
773
816
663
517
464
President Ave. W. bound approaching N. Main St.
728
1,014
1,130
1,203
1,176
Highland Ave Southbound
585
550
550
549
550
Highland Ave Northbound
543
551
550
552
552
Lindsey St. S. bound approaching Brownell St.
285
379
240
113
113
Brownell St. E. bound approaching Lindsey St.
85
94
202
89
89
Brownell St. W. bound approaching Lindsey St.
75
102
72
57
57
Lindsey St. N. bound approaching Brownell St.
55
55
55
55
55
16,183
17,395
17,193
17,470
17,402
Subtotal
West of the River (non I-195) Locations
Brayton Ave S. bound ramp to Route 6 W.
215
215
215
215
215
Brayton Ave S. bound after ramp to Route 6
1,020
1,256
1,320
1,387
1,352
Route 6 W. approaching Brayton Ave.
1,708
3,316
3,306
3,651
3,451
95
95
95
95
95
Brayton Ave. N. bound ramp to Route 6 E.
Brayton Ave. N. bound after ramp to Route 6
133
137
141
141
139
1,825
1,916
1,930
2,118
1,943
Read Street E. bound approaching Brayton Ave.
500
510
511
510
513
Brayton Ave S. bound approaching Read St.
955
1,081
1,098
1,103
1,090
Brayton Ave. N. bound approaching Read St.
345
433
441
454
450
Read St. W. bound approaching Brayton Ave.
543
655
674
672
683
Route 6 E. bound approaching Brayton Pt. Rd.
930
1,045
1,057
1,246
1,072
Brayton Pt. Rd. S. bound approaching Route 6
788
825
822
823
824
Brayton Pt. Rd. N. bound approaching Route 6
1,625
1,618
1,632
1,632
1,612
Route 6 W. bound approaching Brayton Pt. Rd.
1,623
3,148
3,139
3,472
3,260
Route 6 E. bound approaching Lee's R. Rd.
1,678
1,804
1,813
1,840
1,816
Lee's R. Rd. S. bound approaching Route 6
828
912
894
887
908
Route 6 E. bound approaching Brayton Ave.
Lee's R. Rd. N. bound approaching Route 6
598
667
663
805
662
Route 6 W. bound approaching Lee's R. Rd.
1,445
3,003
2,995
3,312
3,107
Route 103 E. bound approaching Brayton Pt. Rd.
1,335
1,237
1,283
1,671
1,656
Brayton Pt. Rd. S. bound approaching Route 103
520
520
519
520
520
Brayton Pt. Rd. N. bound approaching Route 103
340
428
429
430
429
Route 103 W. bound approaching Brayton Pt. Rd.
330
141
153
171
206
Route 6 E. bound approaching Gardner's Neck Rd.
1,075
1,245
1,249
1,283
1,261
Gardner's Neck Rd. S. bound approaching Route 6
830
1,324
1,325
1,338
1,322
Gardner's Neck Rd. N. bound approaching Route 6
743
1,043
1,043
1,039
1,035
Route 6 W. bound approaching Gardner's Neck Rd.
1,190
2,931
3,030
3,007
2,830
I-195 W. bound west of Lee's River Rd.
8,318
12,125
12,116
12,074
12,239
I-195 E. bound approaching Lee's River Rd.
6,150
5,824
5,857
5,779
5,788
CTPS
8
November 29, 2013
Lee's R. Ave N. bound approach before I-195 on-ramp to I-195 W. bound
825
840
830
834
842
Route 103 W. bound approaching Lee's R. Ave.
950
1,607
1,618
1,600
1,592
1,975
2,237
2,237
2,243
2,242
41,430
54,133
54,430
56,347
55,149
1,555
1,616
1,619
1,637
1,653
President Ave W. bound approaching Highland
578
1,010
1,097
1,117
1,062
Highland Ave S. bound approaching President
575
586
591
558
558
President Ave. E. bound approaching Robeson
1,563
1,742
1,800
1,799
1,785
President Ave W. bound approaching Robeson
1,128
1,517
1,585
1,601
1,554
Robeson St. N. bound approaching President
825
814
814
814
814
Robeson St. N. bound approaching President
895
812
818
820
841
President Ave. E. bound approaching Elsbree
1,563
1,749
1,777
1,780
1,759
President Ave W. bound approaching Elsbree
2,230
2,442
2,464
2,480
2,463
Elsbree St. S. bound approaching President
1,218
1,249
1,282
1,256
1,252
President Ave. E. bound approaching Lindsey
1,640
1,699
1,533
1,622
2,283
President Ave W. bound approaching Lindsey
1,165
1,297
1,333
2,024
2,159
173
178
one way
one way
one way
1,025
1,102
913
removed
removed
773
906
855
removed
removed
Route 103 E. bound approaching Lee's R. Ave.
Subtotal
President Ave E. bound approaching Highland
Lindsey S. bound approaching President
President Ave E. bound approaching Davol
President Ave W. bound approaching Davol
President Ave W. bound ramp onto Davol northbound
Davol St. northbound approaching President
Subtotal
* subtotals are significantly less than other scenarios because network has been changed
448
448
removed
removed
removed
1,675
1,848
1,790
removed
removed
22,239
21,011
22,239*
17,506*
18,181*
CTPS
9
November 29, 2013
PM Peak Period Modeled Highway Volumes
(3 pm – 6 pm)
Scenarios
2012
Counts
2035
No
Build
Alt. 1
Alt. 2
Alt. 3
Ramp from Route 79 northbound to Route 24 (North) northbound
2,349
2,986
3,121
2,957
2,937
Route 79 southbound near Cedar St
3,326
4,108
4,086
changed
changed
Route 79 northbound near Cedar St
2,830
3,062
3,126
changed
changed
Ramp from Route 24 (North) southbound to Route 79 southbound
3,228
4,389
4,511
4,510
4,408
Ramp from Veteran’s Memorial Bridge to N. Davol St (one-way southbound)
2,045
2,315
2,299
979
936
N. Davol St (one-way southbound) between U turns near Cedar St
2,158
2,678
3,161
changed
changed
N. Davol St (one-way northbound) between U turns near Cedar St
2,410
2,364
2,660
changed
changed
Route 79 northbound north of Brightman St
1,383
1,735
1,752
changed
changed
Route 79 southbound on-ramp from Veteran’s Memorial Bridge
1,360
1,403
1,412
2,909
2,817
Ramp from Veteran’s Memorial Bridge to Route 79 northbound
1,146
1,309
1,477
2,269
2,098
Route 79 northbound off-ramp to Veteran’s Memorial Bridge
3,303
3,590
3,987
4,070
3,967
Route 79 off-ramp to Veteran’s Memorial Bridge
2,358
2,838
2,753
3,191
2,995
Route 79 southbound north of Brightman St
1,830
2,569
2,539
2,195
2,398
Route 79 northbound off-ramp to N. Main St
1,105
1,160
1,363
1,102
1,105
Route 79 southbound on-ramp from N. Main St
1,621
1,581
1,495
1,421
1,487
32,451
38,086
39,647
25,602*
25,147*
1,447
1,327
1,374
changed
changed
Ramp from N. Davol St to Route 79 northbound
696
800
966
changed
changed
Route 79 northbound to southbound U turn south of Veteran’s Memorial Bridge
360
405
727
620
removed
Route 79 southbound off-ramp to N. Davol St (one-way southbound)
484
506
662
493
450
N. Davol St southbound to northbound U turn near Cory St
299
405
removed
removed
removed
N. Davol St southbound to northbound U turn near Cedar St
189
291
842
removed
removed
Route 79 southbound off-ramp to N. Main St
177
56
52
52
52
Route 79 southbound on-ramp from U turn south of Veteran’s Memorial Bridge
COUNT LOCATIONS
Route 79 Corridor Locations Major
Subtotal
Route 79 Corridor Locations Minor
Route 79 off-ramp to N. Davol St (one-way northbound) north of President Ave
136
136
136
removed
removed
N. Davol St northbound to southbound U turn near Cedar St
99
99
99
removed
removed
Route 79 northbound on-ramp from N. Main St
15
15
15
15
15
3,901
4,039
4,721*
1,180*
517*
Ramp from Route 24 (North) southbound to I-195 westbound
2,509
3,438
3,420
3,557
3,522
Ramp from I-195 eastbound to Route 24 (North) northbound
2,082
2,127
2,127
2,128
2,127
Ramp from Route 24 (North) southbound to I-195 eastbound
2,271
2,633
2,635
2,654
2,650
Subtotal
Route 24 Locations
CTPS
10
November 29, 2013
Ramp from I-195 westbound to Route 24 (North) northbound
1,784
1,962
1,958
1,958
1,962
Ramp from President Ave to Route 24 (North) southbound
1,882
1,873
1,885
1,889
1,889
Ramp from President Ave to Route 24 (North) northbound
792
960
960
1,017
964
Ramp from Route 24 (North) northbound to President Ave
1,299
1,343
1,343
1,343
1,343
Ramp from Route 24 (North) southbound to President Ave
1,192
1,711
1,848
1,713
1,711
Route 24 (North) southbound south of Route 79 off-ramp
4,089
5,909
6,020
6,036
5,995
Route 24 northbound south of Route 79 northbound on-ramp
3,358
3,705
3,700
3,759
3,708
21,257
25,660
25,895
26,053
25,871
I-195 eastbound west of Route 24 (South)
9,118
9,636
9,704
9,691
9,649
I-195 westbound west of Route 24 (South)
5,670
6,388
6,549
6,361
6,320
I-195 W. bound east of Route 103
9,431
11,644
11,814
11,130
11,229
I-195 E. bound east of Route 103
9,474
10,653
10,726
9,700
9,845
I-195 westbound on-ramp from Route 24 (South) northbound
3,892
3,909
3,929
3,934
3,916
I-195 eastbound on-ramp from Route 24 (South) northbound
3,390
3,354
3,353
3,355
3,354
I-195 eastbound off-ramp to Route 24 (South) southbound
3,718
4,412
4,465
4,319
4,343
I-195 westbound off-ramp to Route 24 (South) southbound
3,466
4,628
4,613
4,745
4,710
I-195 westbound off-ramp at Plymouth Ave
2,114
2,071
2,076
2,124
2,137
I-195 eastbound off-ramp at Plymouth Ave/Hartwell St
2,335
2,612
2,732
2,360
2,524
Route 103 E. bound on-ramp to I-195 E. bound
1,096
1,302
1,351
1,078
1,068
I-195 eastbound on-ramp at Plymouth Ave
1,949
1,865
1,865
1,846
1,846
792
1,195
1,225
1,495
1,344
I-195 westbound on-ramp at Plymouth Ave/Pleasant St
1,824
4,108
4,146
3,975
3,982
Lee's R. Ave. S. bound approach to Route 103
1,030
1,205
1,189
1,427
1,411
I-195 W. bound off-ramp to Route 103 W. bound
1,531
1,722
1,793
1,914
1,836
861
845
901
826
702
1,061
987
967
1,786
1,666
Route 103 W. bound on-ramp to I-195 E. bound
444
388
329
706
708
Route 103 E. bound on-ramp to I-195 W. bound
26
26
27
186
82
63,220
71,032
71,852
72,956
72,670
Rotary exit to President Ave
2,094
2,502
2,662
2,547
2,531
Rotary entrance from N. Eastern Ave
2,013
2,141
2,163
2,226
2,170
Rotary entrance from President Ave
2,523
2,577
2,639
2,644
2,606
Rotary exit to N. Eastern Ave
2,259
2,438
2,488
2,475
2,448
President Ave. E. bound approaching N. Main St.
1,987
2,514
2,221
2,643
2,020
Rotary circulating road between exit to and entrance from N. Eastern Ave
1,438
1,487
1,499
1,503
1,503
N. Main St. N. bound approaching President Ave.
1,201
1,093
1,074
1,178
801
777
795
818
824
821
1,175
1,348
1,348
1,334
1,345
812
884
695
587
402
Subtotal
I-195 Locations
I-195 on ramp from Lee's River Rd.
I-195 W. bound off-ramp to Route 103 E. bound
I-195 off ramp to Lee's River Rd.
Subtotal
"Interior" Locations
Rotary circulating road between exit to and entrance from Route 24 (North)
Rotary circulating road between exit to and entrance from President Ave
N. Main St. S. bound approaching President Ave.
CTPS
11
President Ave. W. bound approaching N. Main St.
November 29, 2013
1,073
1,171
1,152
1,296
1,276
Highland Ave Southbound
708
643
643
646
644
Highland Ave Northbound
499
658
617
647
643
Lindsey St. S. bound approaching Brownell St.
342
430
397
255
250
Brownell St. E. bound approaching Lindsey St.
165
160
790
162
23
Brownell St. W. bound approaching Lindsey St.
119
158
105
98
100
Lindsey St. N. bound approaching Brownell St.
128
129
324
128
128
19,311
21,126
21,652
21,191
19,709
Brayton Ave S. bound ramp to Route 6 W.
392
392
392
392
392
Brayton Ave S. bound after ramp to Route 6
621
744
841
851
777
3,263
4,032
4,245
4,657
4,348
96
96
96
96
96
426
434
454
459
452
Route 6 E. bound approaching Brayton Ave.
2,810
3,135
3,173
4,000
3,747
Read Street E. bound approaching Brayton Ave.
1,192
1,405
1,464
1,529
1,385
Brayton Ave S. bound approaching Read St.
1,032
1,081
1,099
1,103
1,089
Brayton Ave. N. bound approaching Read St.
1,175
1,318
1,325
1,279
1,356
Read St. W. bound approaching Brayton Ave.
798
826
811
809
802
Route 6 E. bound approaching Brayton Pt. Rd.
1,746
2,160
2,196
3,024
2,774
Brayton Pt. Rd. S. bound approaching Route 6
995
1,087
1,082
1,085
1,086
Brayton Pt. Rd. N. bound approaching Route 6
2,897
2,862
2,934
3,030
2,851
Route 6 W. bound approaching Brayton Pt. Rd.
2,845
3,451
3,624
3,998
3,743
Route 6 E. bound approaching Lee's R. Rd.
2,134
2,789
2,793
3,025
2,970
Lee's R. Rd. S. bound approaching Route 6
557
689
644
656
664
Lee's R. Rd. N. bound approaching Route 6
960
1,351
1,345
1,908
1,760
Route 6 W. bound approaching Lee's R. Rd.
2,294
2,886
3,045
3,394
3,168
Route 103 E. bound approaching Brayton Pt. Rd.
1,546
1,403
1,485
1,754
1,607
Brayton Pt. Rd. S. bound approaching Route 103
870
898
897
908
898
Brayton Pt. Rd. N. bound approaching Route 103
438
387
386
388
387
Route 103 W. bound approaching Brayton Pt. Rd.
589
579
591
796
776
Route 6 E. bound approaching Gardner's Neck Rd.
2,195
3,122
3,118
3,370
3,306
Gardner's Neck Rd. S. bound approaching Route 6
534
858
873
882
884
Gardner's Neck Rd. N. bound approaching Route 6
624
633
628
631
633
Route 6 W. bound approaching Gardner's Neck Rd.
1,946
2,647
2,724
2,806
2,745
I-195 W. bound west of Lee's River Rd.
7,601
9,786
9,896
9,610
9,706
I-195 E. bound approaching Lee's River Rd.
8,996
9,952
10,015
9,705
9,738
Lee's R. Ave N. bound approach before I-195 on-ramp to I-195 W. bound
1,433
1,470
1,469
1,469
1,469
Route 103 W. bound approaching Lee's R. Ave.
2,784
3,140
3,148
3,124
3,181
Subtotal
West of the River (non I-195) Locations
Route 6 W. approaching Brayton Ave.
Brayton Ave. N. bound ramp to Route 6 E.
Brayton Ave. N. bound after ramp to Route 6
Route 103 E. bound approaching Lee's R. Ave.
Subtotal
1,607
1,875
1,882
1,877
1,874
57,391
67,483
68,670
72,610
70,659
CTPS
12
November 29, 2013
President Ave E. bound approaching Highland
2,158
2,366
2,722
2,621
2,557
President Ave W. bound approaching Highland
1,012
1,213
1,365
1,384
1,358
Highland Ave S. bound approaching President
667
630
726
641
565
President Ave. E. bound approaching Robeson
1,499
1,529
1,714
1,719
1,676
President Ave W. bound approaching Robeson
1,093
1,228
1,338
1,335
1,353
Robeson St. N. bound approaching President
998
952
1,039
1,065
1,036
Robeson St. N. bound approaching President
1,143
1,208
1,337
1,347
1,333
President Ave. E. bound approaching Elsbree
2,424
2,264
2,455
2,414
2,395
President Ave W. bound approaching Elsbree
1,984
2,052
2,465
2,350
2,334
Elsbree St. S. bound approaching President
1,296
1,615
1,608
1,764
1,601
President Ave. E. bound approaching Lindsey
2,192
2,534
2,034
2,931
3,616
President Ave W. bound approaching Lindsey
1,902
1,756
2,090
2,114
2,040
Lindsey S. bound approaching President
209
211
one way
one way
one way
1,337
2,028
1,529
removed
removed
President Ave W. bound approaching Davol
983
908
504
removed
removed
President Ave W. bound ramp onto Davol northbound
966
899
removed
removed
removed
President Ave E. bound approaching Davol
Davol St. northbound approaching President
Subtotal
* subtotals are significantly less than other scenarios because network has been changed
2,894
2,936
3,371
removed
removed
27,990
26,329
27,990*
21,686*
21,865*
CTPS
13
Appendix B
Alternatives Schematics
Alternative 1
November 29, 2013
CTPS
14
Alternative 2
November 29, 2013
CTPS
15
Alternative 3
November 29, 2013