Draft Project Impact Report - Boston Redevelopment Authority
Draft Project Impact Report - Boston Redevelopment Authority
Draft Project Impact Report - Boston Redevelopment Authority
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Exeter Residences\888 Boylston<br />
\\Mabos\projects\09916.00\docs\Permits\DPIR\Text\DPIR Chapter 4<br />
Transportation081208-clean.docx<br />
Table 4-6 Vehicle-Trip Generation Summary<br />
Continued<br />
Time Period/Use<br />
2011 Build Condition Traffic Operations<br />
Vehicle-Trips<br />
No Build<br />
Approved Development<br />
Plan Program<br />
Transportation 4-25<br />
Proposed<br />
Development<br />
Plan Program<br />
SATURDAY PEAK HOUR<br />
Exeter Residences Site<br />
Residential n/a 26<br />
Retail n/a 1<br />
Sub-Total n/a 27<br />
888 Boylston Site<br />
Office 37 54<br />
Retail 36 30<br />
Sub-Total 73 84<br />
Total 73 111<br />
The trip generation estimates presented above takes into account the reduction in<br />
trips due to pass-by or internal trip reduction. For example, the retail component in<br />
particular is expected to have some portion of trips resulting from passers-by or<br />
internal trips. Therefore a twenty-five (25) percent reduction was applied to the<br />
retails trips to adjust for these pass-by and internal trips which are based on ITE’s<br />
survey data that balances volumes by constraining internal trip making to levels that<br />
are realistic for the given mix of land uses. This is also consistent with standard<br />
engineering practices and the EOEEA/EOTC guidelines. It should be noted,<br />
however, that the actual number of vehicle trips generated for both buildings is<br />
expected to be much less than the number predicted by BTD rates, given the fact that<br />
the Prudential Center environment is very conducive to pedestrian and transit<br />
modes. For example, a survey of a portion of the office tenants in the Prudential<br />
Center indicated higher transit use and less likelihood to drive than the BTD rates<br />
predict. Therefore, the traffic generation estimates contained in this DPIR are likely<br />
more conservative than the actual amount of traffic that will be generated by the<br />
buildings.<br />
The site-generated traffic volumes, shown in Figures 4-16 and 4-17, were assigned to<br />
the roadway network and combined with the background traffic volumes to develop<br />
the 2011 Build peak hour traffic volume networks. Figures 4-18 and 4-19 illustrate<br />
the volumes for the proposed program.
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