HomeMy WebLinkAbout1983-11-15-SB-rpt Traffic and Parking Overview Study.pdf TRAFFIC AND PARKING OVERVIEW STUDY
of the
LEXINGTON CENTRAL BUSINESS DISTRICT
prepared for the
Board of Selectmen
Town of Lexington
Town Hall
Lexington, Massachusetts
November 15, 1983
NORMAN A ABEND TRANSPORTATION PLANNING CONSULTANT
TABLE OF CONTENTS
Page
INTRODUCTION 1
TRAFFIC VOLUMES/HOURLY VARIATION 3
THROUGH VS. LOCAL TRAFFIC 8
RECIRCULATION 14
BYPASS TRAFFIC 16
MASS. AVE./WALTHAM STREET 17
ED I SON WAY LOT 23
RAILROAD STATION PARKING LOT 25
SOUTH PARKING LOT 26
BEDFORD/HARRINGTON-HANCOCK 27
CHANNELIZATION 28
RECOMMENDATIONS 30
SUMMARY 31
NORMAN A ABEND TRANSPORTATION PLANNING CONSULTANT
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\ L|ST OF EXHIBITS
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Traffic Flow Variation - Mass. Ave./Waltham Street
5
2 Traffic Flow Variation - Mass. Ave./Woburn Street
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\ 3 Traffic Flow Variation - Bedford/Hancock/Harrington 7
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ea Directional Distribution - Walnut Streetestboun d
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W 11
bb Directional Distribution - Mass, Ave. Westbound
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4c Directional Distribution - Bedford Street Eastbound
12 -
4d Directional Distribution - Mass. Ave. Eastbound |2
\\ 4e Directional Distribution - Waltham Street Northbound 13
SUMMARY EXHIBIT
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NORMAN A ABEND TRANSPORTATION PLANNING COwuTAT
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INTRODUCTION
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,`' The purpose of this report is to provide a 2eneraI assessment
4z y °f traffic and__operatin� conditions in the Lexington_ Central
`= Business District, and to make recommendations for improvements.
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Originally conceived as a study of broader dimensions, the study
„'ti scope and content evolved into a smaller study which necessarily
limited both the geographical area as well as the scope of
`_ analysis. The report nevertheless provides a useful document for the
town in further developing the traffic and parking infrastructure of
:•s the Central Business District.
,4,
•
- In considering a variety of traffic and
parking improvements
v' for the Central Business District, it should be kept in mind that
the town as a whole has shown a desire to retain a walking,
,/ / low-key town center. Bypass routes, vast o t_ parking lots, elimination
'I
;r.° of curb parking to facilitate the flow of traffic and similar
R ; measures are not evident. In fact, the
:-
opposite is true. The town
'- has widened the sidewalk on the north side of Mass. Ave., and
': there has been no rush to acquire new properties for parking. Yet,
there are opportunities for small changes which can improve the
quality of traffic flow in the Center and increase the parking
supply, without ignoring the town 's interest in preserving the
aesthetics of the Center. Accordingly, many of the recommendations
contained in this report are, by some standards, relatively minor.
I t is hoped that the report does provide some guidance for the
town in improving the circulation and parking in the Central
Business District while maintaining the integrity of the business
1 and historical aspects of the Center. Some general recommendations
have been made that will involve significant additional engineering
work and decision-making on the part of the town.
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I
The results of traffic counts made by the town in the summer
f_:
of 1982 are included in a separate document submitted to the
Planning Board. Additionally, a through traffic study was made to
find out the degree and routing of through traffic in Lexington
Center. In the past, there has been some speculation as to the
significance of through traffic in Lexington Center, and the sample
survey provides a useful analysis that may assist the town in its
future planning for the Center.
The limits of the study were defined as being an area rough I y
•
para l lel with and about 1 , 000 feet from Mass. Ave., from its
intersection with Woburn Street on the east to its intersection with
Harrington Road at the west end of Lexington Green.
The report covers a number of topics in no special order.
Traffic issues are grouped together, and the parking sections are
together. In most cases, the parking and traffic issues re
intertwined and it is difficult to isolate the two subjects. As noted
at the outset, the purpose of the report is to provide an overa I I
assessment of the traffic conditions in the area, provide some
additional new data for use in this report and for future analysis,
and to make recommendations for improvements.
NORMAN A ABEND TRANSPORTATION PLANNING CONSULTANT
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TRAFFIC VOLUMES/HOURLY VARIATION
In looking at the traffic volumes in the Lexington Central
Business District, it appears that the traditional morning and
evening peak hours are near) Pe walled during the middle
part a
the day. To ascertain the peak period, histograms were
' prepared
for three major intersections, showing the 15 minute approach
volumes from 7:00 to 9:00 am, from 11 : 15 am to 2: 15 pm, and from
3:30 to 6:00 pm. These are shown in Exhibits 1 , 2, and 3.
The results show that the evening peak hour is the proper
design period for Lexington . Center, in that the highest volumes do
occur during the evening rush hour. The morning rush hour is
lower than the evening peak hour, although some 15 minute periods
in the morning equal or exceed 15 minute periods at night.
During the middle part of the day, traffic volumes in the
Center are also high. In fact, the highest 15 minute volume
recorded during the counts that were made for this study occurred
between 12:30 and 12:45 pm. It appears that Lexington Center
experiences three peaks: in the morning, at noontime, and in the
evening, and that any analysis of traffic here must take the
noontime peak into consideration.
It should be noted that these peaks are based on total
approach volumes at the intersections and that the directional
distribution varies significantly. At midday, there is less through
traffic and more local turning, which may give the appearance o
greater demand.
Flows are _generaI I outbound toward Route 128 in the
morning, about even during the middle part of the day, and
inbound toward the east at night. The evening directional
distribution is not as pronounced as the morning flows, suggesting
that evening traffic, while still commuter oriented, has a higher
component of Business District users. During the middle part of the
day, when the traffic is more evenly balanced, the CBD orientation
is highest.
NORMAN A ABEND TRANSPORTATION PLANNING CONSULTANT
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At M ss. Ave./YeItharu—Street, the noontime peak is higher
than the morning peak and about equal to the evening peak. The
highest 15 minute period occurred at 12:30-12:45 pm. This pattern
shows the importance of this intersection to local circulation and
the eed to maintain its capacity potential throughout the day.
Thus, any parking restrictions I imited to commuter rush hours
should probably be continued throughout the day.
a
NORMAN A ABEND TRANSPORTATION PLANNING CONSULTANT
NORMAN A . ABEND SUBJECT 1
. 1
TRAFFIC AND TRANSPORTATION CONSULTANT
304 CONCORD ROAD, WAYLAND, MASS. 01778 .
BY SHEET
617-358-7095 DATE (°/1///7'
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-8-
THROUGH VS. LOCAL TRAFFIC
Because of its past and ongoing revitalization as a commercial
place, Lexington Center has developed a conflict between local and
through traffic. Many such conflicts in commercial centers have
disappeared over the course of time,as bypasses have been built or
as one ty f traffic has totally overcome another. Most small
suburban communities have Central Business Districts that are
predominantly commuter oriented during rush hours. Those commer-
cial centers that have grown large enough to interfere with
commuter flows wave__attempted_ to create bypasses to channel
through traffic away from the Center.
-----------
Lexington Center still remains a crossroads where Mass.
Ave./Woburn Street and Mass. Ave./Bedford Street traffic crosses
over. It is also an active and expanding commercial center
providing both neighborhood and subregional services. In par-
ticular,ar, midday retail activity is fairly high. Lexington Center has
become a popular dining spot, with several restaurants located in
the Central Business District. This retail and restaurant activity
contributes to the high traffic volumes that occurin--t-ie center at
noontime. Traffic counts at the Mass. Ave./Waltham Street inter-
---
section show approach volumes at lunchtime that are comparable to
commuter peak hour volumes.
To assist in understanding the traffic pattern in Lexington
Center, a through traffic analysis was made of traffic approaching
the Center on major streets. The survey consisted of taking each of
the five major approaches to the Center, selecting vehicles at
random and then following these cars through the Center to see
which routes they used in passing the Center. Traffic that turned
left or right, either east or west of Waltham Street, was considered
to be local traffic, since such traffic enters local roads or parking
lots. The results of the through traffic study are shown in Exhibits
4a through 4e and are discussed briefly below.
NORMAN A ABEND TRANSPORTATION PLANNING CONSULTANT
-9-
Woburn Street Westbound: A little less than_one-th i rd of h i
traffic travPi=__ r-0 ___-Lexington Center on Mass. Ave. About
one-third is J�estined for Lexington Center. Twenty-three percent
leaves via Waltham Street. Assuming about half of Waltham Street
traffic is local, 45 percent of Woburn Street traffic is local and 55
percent is through. (The lack of any destinations west of Waltham
Street is the result of some procedural bias, since there are
probably some people coming from Woburn Street who are destined
for the west end of the Center. ) Eleven percent of Woburn Street
traffic leaves via Mass. Ave. east, not even entering the Central
Business District proper.
Mass. Ave. Westbound: About one-third of the traffic is through
traffic on Mass. Ave., with most of the remainder headed for the
n er. Little traffic from Mass. Ave. exits via Waltham Street since
an alternative route is readi I available. Traffic coming from the
east found the eastern half of the town more of a destination than
the part west of Wa I tham Street. This may be due, in part, to the
access route to the north parking areas which can be reached by
Edison Way.
Bedford Street: A higher proportion of Bedford Street traffic is
locally oriented, possibly accounted for by the orientation of the
Centr 128. Only 31 percent of approach traffic was
through traffic on Mass. Ave. Waltham Street, which may attract
some through traffic, accounted for 19 percent of Bedford Street
traffic.
Mass. Ave. Eastbound: This approach had the least amount of
through traffic on it, on : percent finding its way through the
Center either onto Wobu . Street or Mass. Ave. east. It may be
accounted for by the fact that Route 2A does provide an alternative
routing to Lexington Center for trips that begin in the vicinity of
Route 128 and continue beyond the Routes 2A/4/225 intersection. The
percentage of Mass. Ave. westbound traffic turning right on
NORMAN A ABEND TRANSPORTATION PLANNING CONSULTANT
-10-
Waltham Street should be almost totally local traffic, since Mass.
Ave. eastbound traffic could reach Waltham Street southbound more
conveniently via Worthen Road.
Waltham Street: This traffic is very uniformly distributed with
about 25 percent leaving the Central Business District to the east,
25 percent to the west, and the remainder split evenly with local
destinations east and west of Waltham Street. Some of this tra is
may not be through traffic, having originated on Waltham Street at
the fringe of the business district. For example, the fairly high
percentage of traffic between Waltham Street and Bedford Street (20
percent) suggests that some of this traffic is locally oriented since
an alternative routing via Worthen Road would be quicker for
through traffic from the south to Bedford Street.
Summary: The through traffic study is based on a very I imited
_mple and may be biased because of the methodology employed.
Nearly all of the samples were taken during the middle part of the
day and therefore do not take into consideration the morning or
evening peak flows. The sample size was the same for each
approach regardless of its volume, further weakening the statistical
purety of the survey. Nevertheless, the information does provide
some idea of the extent of through traffic in the traffic streams
approaching the Center along major arterial highways, especially
during non-commuter hours. Overall, less than half (about 35 to 40
percent) of the traffic approaching Lexington Center during the day
is through traffic. During peak commuter hours, this percentage
probably increases to at least 60 percent and may be even higher
during the morning peak.
NORMAN A .ABEND TRANSPORTATION PLANNING CONSULTANT
, .
. . -11-
NORMAN A . ABEND SUBJECT
•
TRAFFIC AND TRANSPORTATION CONSULTANT ____
304 CONCORD ROAD, WAYLAND, MASS. 01778
DATE BY SHEET
617-358-7095
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-12-
NORMAN A . ABEND SUBJECT •
TRAFFIC AND TRANSPORTATION CONSULTANT .- _ .-� �- -,�. cam_._ im.- _.
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304 CONCORD ROAD, WAYLAND, MASS. 01778
DATE BY SHEET
617-358-7095
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EXHIBIT 4d
-13-
N O R M A N A . ABEND SUBJECT
TRAFFIC AND TRANSPORTATION CONSULTANT
_-w>-�.....'.-
304 CONCORD ROAD, WAYLAND, MASS. 01778
DATE BY SHEE"
617-358-7095
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EXHIBIT 4e
-14-
RECIRCULATION
Established recirculation routes within the central area are
important components_ of-__._._a---._street system. Recirculation allows
parkers to approach and depart the area with a minimum of
inconvenience, and also allows people looking for a parking space
to circulate from one parking supply to another. A well-established
routing simplifies the process, which is an ongoing function and not
an unusual burden on the street system.
The search pattern in Lexington Center is clearly defined
north of Mass. Ave. The Edison Way parking lot has access points
at both ends, allowing full access from either direction of approach
and has recirculation capabilities within the parking lot itself. It
also has direct access to the north. The situation is further
simplified by the availability of the Depot parking lot. If the
Edison Way lot is fi I led, drivers can recirculate to the Depot
parking lot without crossing Mass. Ave. or becoming involved in
other traffic. There is some order in the system here with
shorter-term parking closer to the stores and longer-term parking
further away.
South of Mass. Ave., recirculation depends more on public
streets than it does on internal parking area circulation. The
discontinua y o streets parallel to Mass. Ave. the lack of
recirculation in the one municipal parking lot and one-way streets
results in an undefined, dispersed, and inefficient recirculation
system.
Forest Street, which is continuous from Clarke Street to
Waltham Street, is used for recirculation despite its distance from
Mass. Ave. Forest Street also roughly defines the edge of the
Central Area. Curb parking meters extend as far as Forest Street
and the street itself has parking regulations which are geared to
avoid all day parking. Two hour parking is allowed during the
middle part of the day. Forest Street is continuous alI the way from
Mass. Ave. (west) to Waltham Street.
NORMAN A ABEND TRANSPORTATION PLANNING CONSULTANT
-15-
Opening up a two-way connection between Waltham Stree'
Muzzey Street would al low greatly__ improved recirculation south �.
Mass. Ave., possibly resulting in reduced use of Mass. Ave. There
is no danger of developing a new bypass of Mass. Ave. since an
alternative does exist along Forest Street, Waltham Street, Vinebrook
Road, and Winthrop Street. Development _of__a_t_wo=wayconnection
here wouldoss__.Qf s aces but it would make
the parking lot more__accessib-i-e- and Peduce_ on street recirculation
One of the disadvantages of one-way streets is that they
increase travel distances and traffic volumes on other streets. A
connection from Muzzey to Waltham with parking bays perpendicular
to that access would be the most desirable layout. It may be
possible to extend public parking south of this connection to the
area behind a number of existing buildings which is already being
used for parking.
With Muzzey Street one-way away from Mass. Ave. and left
turns prohibited from Clarke Street onto Mass. Ave., egress from
this area to points west involves unnecessary travel . Most people
would prefer to exit directly on Mass. Ave. For Mass. Ave. west,
the situation is not critical since vehicles can use Forest Street,
but traffic headed toward Bedford Street would prefer to leave via
Muzzey Street or Clarke Street. For people headed east, Forest
Street becomes the key recirculation element.
Better signing at the parking lot exit to direct motorists
would help the situation. The natural tendency is to want to return
to Mass. Ave. on Wdzzey Street. Since this is not possible, some
directional signing, with relatively small signs, could be used to
n1�N' ` facilitate flows. Improved access from the west to this area would
IIVV
probably reduce flows at the Mass. Ave./Waltham Street intersection,
some directional signing would help.
Since the Lexington CBD attracts a larger-than-average number
of transients, some directional sign in. throughout the area,
especially at the exits of all parking lots, might be helpful,
par Icularly where t ere are turn restrictions.
NORMAN A ABEND TRANSPORTATION PLANNING CONSULTANT
-16-
BYPASS TRAFFIC
There are very few opportunities for through traffic to bypass
the Lexington Central Business District. Most of the traffic coming
through Lexington is of a very local nature since Lexington Center
can easily be bypassed via Route 2A, Route 2, Route 128, or Lowell
Street. However, for trips within Route 128 or those that have an
origin or destination a mile or two outside the Center, travel
through Lexington Center becomes more likely. Route 2A and Route
4/225, which go through Lexington, provide fairly direct and
continuous access to and from points outside of Lexington, and
these roads may be used by through traffic.
South of Mass. Ave., the Forest Street to Winthrop Street route
does
provide a low volume alternative for eastbound traffic on
Mass. Ave. headed for Woburn Street or Mass. Ave. east. This route
would be most apt to be used at night during the eastbound peak
flow when Lexington Center is congested.
In a westbound direction, the route is less desirable and less
needed since the peak east-to-west flow occurs in the morning when
Center business activities are low. There is no suitable bypass
north of the Center and any traffic that does try to avoid the
Center must disperse over a network of local streets. Worthen Road
was planned to act as a bypass of the Central Business District,
but sections of that road were never completed, and while it does
serve as a circumferential route and bypass for certain trips, its
use as an alternative to Mass. Ave. for east-west traffic is not
practical .
Thus, in the foreseeable future, Lexington Center wi l l continue
to handle about the same percentage of through traffic as it now
J does.
NORMAN A ABEND TRANSPORTATION PLANNING CONSULTANT
-17-
MASS. AVE./WALTHAM STREET
This intersection operates at less than its calculated capacity,
although it frequently backs up traffic on Mass. Ave. Even using
conservative assumptions in determining Level of Service, the
intersection appears to be operating at a Volume/Capacity Ratio of
.72, or Level of Service C. The congestion caused by this
intersection may be accounted for by th amount of time allocated to
pedestrian crossings, the disruptions to traffic flow caused by
parking maneuvers, and the inefficient lane use on the approaches.
hese prevent the intersection from being fully loaded during the
green time on each approach and reduce the amount of time allowed
for moving traffic.
In doing the Capacity Analysis, it was assumed that Waltham
Street was a single lane approach for both left and right turns,
and that each approach on Mass. Ave. is two lanes. The right turn
lane along the curb eastbound on Mass. Ave. adds little to
intersection capacity, and the same is true for the right turn lane
on Waltham Street.
Little physical change can be made to the intersection in
terms of increasing roadway width or adding lanes. The Mass. Ave.
eastbound right turn lane at the curb is too short to be efficient
as a separate right turn lane. If it were lengthened by eliminating
another two or three parking spaces, it would certainly help the
situation. The right turn volume at this intersection is pretty
consistent, ranging from 104 to 191 cars during off-peak or peak
hours, with highest volumes occurring midday. (See peak hour
turning movement summaries. )
It is not feasible to establish a separate left turn lane on
westbound Mass. Ave., particularly since the town has reduced the
width of Mass. Ave. to enhance the non-traffic aspects of the
Central Business District. An advance green Iight offers little
because left-turning vehicles cannot be shunted to a separate lane.
Only 20 percent of westbound Mass. Ave. traffic turns left at
Waltham Street and is randomly dispersed in the traffic stream.
NORMAN A ABEND TRANSPORTATION PLANNING CONSULTANT
-18-
Some improvement could be obtained by_ better lane
nation. The Right Lane For Right Turn signs should be replaced Lj,.
graphical signs that show that _the curb laneis the right turn lane
on Mass. Ave. eastbound _and on_ the Waltham Street approach. On
the Waltham Street approach, the curb lane should be used at alI
times as a right turn lane since such movements are fairly uniform
throughout the day.
Leaving the traffic final nn fixed-time basis throughout
most of the day would also help. Police officer control genera ly
tends to allocate more time to pedestrians than is actually
required. The traffic volumes in the Center are relatively
consistent, and i,t` should be possible either to retime the present
signal or install a new controller that can be adjusted to`respond
more fully to any fluctuation in volume. A fixed-time controller
would be adequa e as oppose• to semi- or fully-actuated. The latter
should be considered if acpmpletP reSicanalization is undertaken.
In sum, traffic volumes passing through the Mass.
Ave./Waltham Street intersection should not be a cause for anything
more than spontaneous congestion, the type that occurs once in a
while because of a temporary obstruction to moving traffic, or a
quick run-up in volume. Observations made during midday and
evening peak periods found that most vehicles are able to clear the
intersection during a single cycle and few vehicles have to wait for
second or third cycles.
In view of the town 's efforts aimed at beautification and
pedestrian improvement, it makes no sense to widen roads, remove
parking, etc. I t appears that better signing and perhaps greater
reliance on mechanical operation of the signal are the most that
can be done. It might also help if double parking by trucks, stops
'for information, and extra-long pedestrian phases could be avoided.
l'
NORMAN A ABEND TRANSPORTATION PLANNING CONSULTANT
-19-
CAPACITY CALCULATION
LOCATION: M4SS, A-L) (-4-)A-L-T)4-AM
PHASING: A B C D E
M r ss. A-1/41l; _
Maximum Critical Volume for Intersection: I E 0fl
No. of
Description Lanes
Critical Movement #1 E,T3. HQss. —TOt4t Z
OR Critical Movement #2 W.B , T412-..- S_
Critical Movement #3 L' S I Krio Il14\I-To}•A4
Critical Movement #4 "rly, Wprcni-APP1 57 , PR'ogGK 1
Critical Movement #5
Critical Volume Analysis
Condition
t`LoorJ
Movement #1 52 v
Movement #2 SI 2. L 1 3
Movement #3 1 °� 'zj Y'L /S'2-
Movement
Movement #4 3 2l( 3S1 y 13
Movement #5
TOTAL VOLUME: IC? cf q I l /07S
VOLUME/CAPACITY: 1 I , 7a
(V/C) RATIO: ,
LEVEL OF C
SERVICE (LOS) :
-20-
TIME PERIOD VEHICLE VOLUME Date 6A/T
From 7: 4S SUMMARY SHEET Weather C le,Ur
To
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TIME PERIOD VEHICLE VOLUME Date
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-22-
TIME PERIOD VEHICLE VOLUME Date . il•fiT.2--
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NORMAN A. ABEND
EVENING PEAK HOUR 'TRAFFIC AND TFAM fPOFTATION CONSULTANT
-23-
EDISON WAY LOT
This lot is an agglomeration of individual parcels ar - _.
this reason the layout is not uniform. It is, however, the primary
retai I parking resource for the north side of Mass. Ave. and
receives a great deal of use.
The parking behind the stores consists of bays that are
perpendicular to the main access way. The layout is fairly
efficiently and easily understood by users. There is essentially
two-way traffic in each bay (although there is a one-way pattern
shown by arrows) , al lowing maximum flexibi I ity and circulation
potential . While the bays are not uniformly spaced, any reorgan-
ization could not increase the number of bays. It would make them
more uniform without making them more efficient or increasing the
number of spaces. The only exception to this is that some angle
parking could be converted to 90 degree parking, which has The
potential for adding perhaps five or six more spaces. Since the
alignment of the spaces is related to property I ines and/or
protrusions from bui Idings, it is unlikely that any realignment or
relayout of this area is practical .
At the main entrance into the lot, however, the row of angle
parking along the railroad tracks could be modified. The aisle is
35 feet wide with 45 degree parking. An operational problem exists
in that the spaces are not accessible to incoming traffic from the
west and awkward maneuvering to enter these spaces and improperly
parked cars are the result.
This aisle could be widened along the railroad right-of-way
either by eliminating the sidewalk which is not heavily used or by
encroaching on the railroad right-of-way. This would increase the
width of the aisle by at least five feet, which would make it
suitable for 90 degree parking. This would increase the number of
spaces but, more important, would simplify the circulation and
recirculation within this parking lot. If this aisle could be widened
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a by ten feet, it could also function more effectively as the main
access. This change would enhance overall circulation, probably
reduce some of the congestion that now occurs at the entrances
during peak periods, and add a few spaces.
Direct access from Grant Street would be a big improvement.
This could be done without any serious disruption. If it were done,
it would be possible to limit Edison Way to one or two
non-conflicting movements. Access via Grant Street would result in a
relocation of left turns onto and off of Mass. Ave. which now occur
at Edison Way to Grant Street.
For now, the "extra" pavement on Mass. Ave. between Grant
Street and Edison Way should be designated as a right turn lane
into the parking lot instead of the current channelization striping.
Consideration might also be given to eliminating the left turn into
Edison Way. This traffic sometimes blocks the eastbound flow on
Mass. Ave. which quickly works its way back to the traffic Iight.
I
1
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RAILROAD STATION PARKING LOT
This lot is laid out efficiently and there is no way of.
increasing capacity except through the addition of more area. The
tai I end of the parking lot can be laid out by continuing the 90
degree parking as far as possible on both sides of the lot, shifting
to single side parking with a hammerhead turnaround at the end.
Because this is a public lot subject to transient use, turnaround
is needed. It might also be desirable to put long-term parking at
the tail end or the lot to avoid unnecessary circulation.
It might also be possible to add some additional parking at
the entrance. This would reduce the wide approach into the lot, but
since it is used primarily for longer-term parking, the reduction in
width may be acceptable.
Consideration should be given to a complete revamping of the
entire Depot lot, the Edison Way lot, and the railroad right-o -way.
Many of the inefficiencies that now exist are because of property
Iine restrictions. If the MBTA land could be incorporated, the entire
area could be laid out again, providing many new spaces. The
MBTA land would still be available for any future use as a
transportation corridor.
NORMAN A ABEND TRANSPORTATION PLANNING CONSULTANT
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SOUTH PARKING LOT
This lot, the only public lot on the south side of Mass. Ave. ,
is vital to the Central Business District. While a connection between
Waltham Street and Muzzey Street would enhance parking recir-
culation in the Central Business District, the parking lot, with its
connection to both streets, does little to support this function. It is
possible to travel from Waltham Street to Muzzey Street, but the
travel distance is circuitous and the interruptions from parking
maneuvers makes it a poor choice for recirculation. Forest Street
provides a faster connection between Waltham and Muzzey Streets
uring busy times. In the opposite direction, from Muzzey Street to
Waltham Street, the one-way access in from Waltham Street and the
parking layout itself prevent circulation in this direction.
No short-term recommendation is made for this lot. Any
relayout that raises dimensional standards or improves circulation
will result in an ill-afforded loss of spaces. Only if new areas can
be added to the_ eor anization be considered.
Enlargement of this lot to the south appears feasible since the area
is already used for parking. However, the use of individual parcels
makes the layout inefficient. It may be possible to relayout the
area completely, add more parking to the south, and provide
two-way circulation between Muzzey and Waltham Streets. This wi l l
require more extensive work.
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1
BEDFORD/HARR I NGTON-FIANCOCK
The occasional back-up on Harrington or Hancock results from
the high volumes, especially during peak hours on Bedford Street.
Given the limitations imposed by the Green and other properties
close to the intersection, any widening of the approach streets is
unlikely. While extensive traffic counts were not done here, it
appears that the intersection comes close to meeting the warrants
for a traffic signal . By allocating time to each approach on an
as-needed basis, the intersection could be made to operate better
than it does now.
Proposals for a connection between Hancock Street and Worthen
Roa.__. d should be considered as a way of reducing volumes at this
intersection. Cross traffic here is mostly circumferential or
north-south, and would probably find a connection between Hancock
and Worthen Road, possibly along Camellia Place, more convenient.
Should this intersection become badly overloaded, there do
appear to be alternative routes that already exist. It is possible to
use a series of residential streets to avoid this intersection yet
accomplish the same travel objective. It is also possible that if
delays were to reach a high level, some traffic would end up using
Route 128 to avoid it.
Given the sensitive location of this intersection and the limits
for improvement, solutions that involve diversion of traffic away
from it seem to have more potential .
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CHANNEL I ZAT I ON
28-CHANNELIZATION
The Y intersection at both ends of the Business District should
be channelized to provide smoother flow, less driver anxiety, and
greater safety. In both cases, the intersections have evolved very
--moi
little from their original layouts.
At Mass. Ave./Woburn Street, some attempt has already been
made to control the intersection with a triangular island. This
helps a little, especially for turns between Woburn Street and Mass.
Ave. east. Since Mass. Ave. is the higher volume street, it should
be given preference. The summary exhibit provides a sketch showing
how this intersection could be channelized. If signals are
eventually needed, they could be adapted to this layout.
At Mass. Ave./Bedford Street, the situation is complicated by
the Minuteman statue. Any changes should be looked at in terms of
ho� they would affect the views and setting of the statue.Since
Mass. Ave./Bedford is the major flow, channel izat ion that controls
Mass_Ave. traffic is preferred. A sketch on the summary ex ib it
shows how this might work. It would involve one large island,
which could be landscaped to fit the setting. It may also be
possible to add more green area to the triangle, depending on how
the layout is done.
At both intersections, provision for U turns should be
incorporated into the design. The recent effort to eliminate U turns
on Mass. Ave. has resulted in many such movements being made at
the extremities of the Central Business District. These U turns are
necessary because of the lack of recirculation streets, especially
east of Waltham Street. Both intersections have sufficient room to
incorporate these turns.
In considering channelization at these locations, a look at the
accident records wi l l be helpful . If these intersections are not
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experiencing high accident rates, channelization will do little
except make them neater and improve their appearance. I t wi I I not
increase capacity and, in fact, is apt to reduce traffic-carrying
potential ,
NORMAN A ABEND TRANSPORTATION PLANNING CONSULTANT
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RECOMMENDAT I ONS
The Summary Exhibit is a compendium of alI of the
recommendations made in this report. Each of the items is described
briefly and its location identified. In some cases, the recom-
mendat ions can be carried out immediately; in others, they would
require additional engineering before the town could proceed with
them. In yet other cases involving more significant changes, it
would be necessary to conduct additional traffic studies and
engineering surveys. No distinction is made in the exhibit among
the relative levels of impact and cost of the various proposals.
However, it is obvious that some involve mere changing of
regulations and erection of signs, whereas others, such as a
signal, involve significant commitment, and require additional
studies, engineering and construction.
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SUMMARY
Within the limited context of the agreement between the town
and the consultant, the study has made an effort to document new
information that was helpful in the preparation of the report and
should be helpful in future planning for the Central Business
District. Most of the report has been devoted to a discussion of
individual subjects related to traffic and parking.
There are a number of changes that can be made in the
Lexington Central Business District that will improve the traffic
circulation and increase the parking supply. These changes range
from relatively minor alterations in signs to the installation of new
traffic lights.
There is no priority given to any of the recommendations. A
priority Iist in this case is best drawn by the town. It is unlikely
that al I of the recommendations contained in this report will or
should be acted upon. I n some cases, one recommendation overlaps
another, and the implementation of one improvement would reduce
the need for others.
The study process and the work has been challenging because
of the nature of the town of Lexington. While traffic and parking
improvements are important to the economic and social vitality of
the Central Business District, the `town has demonstrated its desire
to maintain the pedestrian scale and integrity of the Central
Business District in the face of growing vehicular traffic and
parking demands. While there are legitimate complaints about the
slowness of traffic and the lack of convenient parking, there are
probably few people who avoid coming to Lexington Center at the
present time because of the traffic congestion or because they
cannot find parking spaces within a reasonable walking distance of
their destinations.
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However, as the Town Center continues to add square footage
and more intense uses, there will be a growing demand for
additional capacity. Such major undertakings as a bypass of the
Center for through traffic or construction of a parking garage have
not been addressed in this report because these subjects are beyond
its scope.
By fol lowing some of the recommendations in this report, the
town can increase its parking supply and faci I itate the flow of
traffic to more readily accommodate growing demand in the Central
Business District. However, Lexington is unique in its historical
position, and it is unlikely that the townspeople will ever look at
the Center only as a place of commerce, traffic, and parking. Given 6
this reality, some of the recommendations could be implemented
without losing sight of the town 's other goals and objectives.
NORMAN A ABEND TRANSPORTATION PLANNING CONSULTANT