Chapter 4: Part 1/ Congestion Management

The Congestion Management System is a systematic process to manage congestion for all aspects of the transportation system with the principal goal being the alleviation of, or prevention of, existing and future congestion. A Congestion Management System therefore enhances the mobility of persons and goods. It includes procedures to: monitor the transportation system's performance; identify causes of congestion; identify alternative actions; evaluate and implement cost-effective strategies; and determine the effectiveness of those strategies.

Normally, people associate congestion with heavy traffic volumes. Traffic congestion causes delays in travel, motorist frustration, and increased levels of air pollution. Congestion, however, is not confined exclusively to roadways. Overcrowded buses, trains and commuter parking lots are other examples of congestion.

Congestion Management in southeastern Massachusetts is a basic three step process:
• first, is the identification of mobility problems,
• second involves procedures to address the problems, and
• third is implementation of corrective measures.

The identification process is accomplished in the following three ways:

1) through local knowledge of the region's transportation system including an extensive database of traffic volumes, roadway characteristics and performance;
2) through the public participation process (particularly the Joint Transportation Planning Group); and,
3) through the regional travel demand model which identifies future problems to the year 2025.

Procedures to address congestion normally begin through the public participation process. Issues are identified and discussed with citizens and local officials. A study is frequently commenced to determine the cause and extent of the problem, then potential solutions are tested to assess their impacts and effectiveness. Recommendations are offered to decision makers for implementation.

Part 1SRPEDD has regularly identified congestion issues in the region. The previous Regional Transportation Plan for southeastern Massachusetts, published in 1997, listed 36 specific issues, intersections, interchanges, and corridors whose operations exceeded acceptable thresholds established in the region. The status of each is listed in the table on the next page.

Part 2/ Traffic Congestion

INTRODUCTION

Traffic congestion adversely impacts the movement of people and goods. Motor vehicles excessively delayed in traffic operate less efficiently by wasting fuel and expelling pollutants into the air we breath. Correcting congestion is important in providing an effective highway system and achieving the statewide goal of meeting national air quality standards.

Congestion within the SRPEDD region is mainly confined to the peak commuter hours. It is the result of a high number of motor vehicles entering the road network at similar hours of the day, usually for the daily trip to and from work. In some cases the congestion is the result of a unique situation, like that which occurs along Route 140 in Mansfield before and after performances at the Tweeter Center, or traffic tie-ups associated with the MBTA Commuter Rail stations in Attleboro and Mansfield.

Every intersection and road segment possesses its own ability to effectively accommodate traffic. A capacity analysis measures that ability and determines the quality of traffic flow, referred to as Level of Service (LOS). There are six levels of service which are assigned the letters "A" through "F.". LOS A represents the best conditions and LOS F represents the worst. An explanation of the different grades of LOS is listed below :

LOS A - represents free flow conditions
LOS B - represents stable flow conditions
LOS C - represents stable flow conditions with more restrictions on maneuverability
LOS D - represents high density and marginally unstable flow conditions
LOS E - represents operating conditions at or near capacity
LOS F - represents conditions beyond capacity with poor mobility and congestion

Congestion is measured by its volume to capacity ratio (v/c). The v/c ratio is a measure of a road's capacity versus the traffic volume on a numerical scale, where 0 is no traffic and 1 and beyond is at or above capacity. SRPEDD considers anything above (.8) as being congested.

Part 2SRPEDD's travel demand forecasting model was used to evaluate the volume to capacity ratios for all road segments in the network. The results of the effort are expressed in the following table which represents the total miles of roadway in the region that are now or expected to be congested through the year 2025.
Congested Mileage by Year
(Volume to Capacity Ratio > 0.8)

V/C Ratio 1996 Mileage 2000 Mileage 2010 Mileage 2020 Milage 2025 Mileage
Congested (> .8) 2.5 4.1 16.0 31.1 34.2

Corridors in the region that currently experience traffic congestion are :

• Route 1 in Attleboro and North Attleborough
• Route 6 in Seekonk, Swansea and Dartmouth
• Route 114A in Seekonk
• Route 44 in Taunton and Raynham
• Route 152 in Attleboro
• Route 106 in Mansfield
• Route 138 in Fall River
• Route 140 (County Street) in Taunton
• Plymouth Avenue in Fall River
• Kings Highway in New Bedford
• Coggeshall Street in New Bedford

Much debate has been made of the inherent traffic problems in southeastern Massachusetts. Existing safety and congestion issues are generally highly publicized, but at the same time there is tremendous interest in further development, particularly along the commercial corridors of Routes 1, 6 and 44. Communities are eager to welcome development, particularly suburban communities trying to add to their tax base.

The corridors listed above already require some form of improvement. Traffic along these roads will increase with or without more development, but further development activity would likely increase traffic, adding to the existing congestion problem. Physical improvements such as road widening, median installation, adding intersection turning lanes, etc. are already necessary at many of these locations. Alternatives to these physical changes are growth management strategies that restrict or limit development activities before major roadway modifications are necessary. It is not the intention of this regional transportation plan to dictate land use policy to the communities within the region. It is merely our role to point out the options available with respect to any and all transportation issues.

IDENTIFICATION PROCEDURES

SRPEDD utilizes three approaches to identify congestion in the region. First, a comprehensive database of signalized intersections throughout the region is under development. This database incorporates signal timing information, intersection geometry, and peak and off-peak turning movement counts. A capacity analysis is conducted on each intersection to determine existing operational characteristics such as level of service and delay. This effort is approximately 20% complete; the intersections have been identified but many sites lack recent traffic volumes. The project is ongoing and will contribute to identifying congested intersections. It will also allow for the inclusion of realistic delay and turning penalties into the regional travel demand model.

The second approach in identifying congestion is through collective knowledge of the region. Staff and local officials through the Joint Transportation Planning Group (JTPG) contribute their intimate knowledge of traffic conditions along the roads in which they are most familiar. Staff verification of these locations is then conducted.

The third approach is the regional Travel Demand Model which provides a means of predicting the future. The model calculates the flow of traffic to the year 2025, giving us an understanding of future traffic conditions based on current growth trends and policies.

EXISTING AREAS OF CONGESTION

The following road segments and intersections have been identified as sites currently experiencing traffic congestion.

• North Main Street (Route 152) (from Holden Street to Toner Boulevard), Attleboro

The intersection of North Main Street at Holden Street has been identified as a site of existing traffic congestion. A 1995 SRPEDD study recommended approach widenings and signalization of the intersection.

The North Main Street corridor between Holden Street and Toner Boulevard is projected to experience congested conditions by the year 2020. A reconstruction project is being pursued by the City of Attleboro. It is recommended that this project address congestion and safety issues.
• Washington Street (Route 1) @ May Street, Attleboro

This intersection operates at Level of Service F during the peak period. It is also one of the most dangerous intersections in southeastern Massachusetts. A redesign of the intersection is the responsibility of developers along Route 1. The proposed design includes approach widening and signal modifications.

• County Street @ Thatcher Street, Attleboro

This signalized intersection operates at a very poor level of service during peak periods. It is a major routing between I-95 and an industrial area in Attleboro. There are parallel roads that have truck restrictions in place, forcing heavy truck traffic to this intersection. A study of the site is recommended to assess the intersection's operations and to determine the impacts of the truck restrictions.

• Route 44 from Route 24 in Raynham to Route 58 in Carver

Existing congestion occurs at the Middleborough Circle Rotary, a five approach traffic circle that handles traffic from three state highways: Route 44, Route 28 and Route 18. Traffic growth is projected along the Route 44 corridor east of Route 24, due mainly to expected employment increases in Raynham and Middleborough. The corridor is currently undergoing an engineering and environmental impact study. This study is defining the specific needs of the corridor and evaluating alternative solutions to those needs. The major focus of the study is the replacement of the Middleborough Circle Rotary. The Massachusetts Highway Department is committed to the project, and improvements are programmed in the future element of the Transportation Improvement Program at an estimated $136,000,000.

• Route 6 (between Hathaway Road and Tucker Road), Dartmouth

This segment of Route 6 is a bottleneck that currently experiences poor operations during the PM peak hour as well as peak shopping periods. Short term improvements were made to the Route 6/Hathaway Road intersection based on a 1996 SRPEDD study of the corridor. The long term solution recommended in the study is the relocation of Tucker Road at Hathaway Road.

• I-195/Faunce Corner Road Interchange, Dartmouth

The partial cloverleaf interchange was originally constructed in the late 1960's to accommodate trips from the New Bedford area heading toward commercial development south along Faunce Corner Road to Route 6. In recent years, development has spread north along Faunce Corner Road, serving a wider geographic area extending to the west. These circumstances increase the amount of traffic using the interchange and also increase conflicting turning movements at the site. Congestion is regularly occurring at the interchange during peak periods and also during peak shopping seasons.

The Town of Dartmouth prepared an Engineering Justification Design study for improvements to the interchange. In accordance with this study, the Regional Transportation Plan recommends the widening of the Faunce Corner Road overpass to four lanes, the signalization of the ramp that serves the eastbound I-195 turning movement to northbound Faunce Corner Road, and the construction of a loop ramp in the northeast quadrant. Additional geometric improvements are recommended for the terminus of each existing ramp consistent with current design standards. In 1999, MHD purchased land in the northeast quadrant for the loop ramp.

• Brightman Street Bridge, Fall River

This double-leaf bascule bridge, that is designated Route 6 and 138, and spans the Taunton River between Fall River and Somerset is in desperate need of replacement. There are five problems with the existing bridge: 1) it is structurally deficient; 2) the narrow horizontal clearance of its drawspan opening is only 98 feet; 3) the location of the opening is on the side of the channel, rather than in the center of it; 4) the vertical clearance through the drawspan is only 27 feet above mean high water; and 5) there are traffic congestion problems at the Route 6/138/103 intersection in Somerset, especially when the bridge opens for river traffic. The low vertical clearance causes the bridge to open about 1,500 times per year, causing huge backups of traffic on a corridor that is projected to serve nearly 57,000 vehicles per day.

The new bridge will be located 1,500 feet north of the existing structure on the Fall River side. It will have a 60 foot vertical clearance and a 200 foot horizontal clearance. It will be safer for shipping and reduce the number of openings by 80%. The Route 6/138/103 intersection would be replaced by an overpass and ramp system on the Somerset side, and all of the signalized intersections on the Fall River side will be removed. It is the most significant air quality improvement project in the region.

The current cost estimate is $167.1 million. Funding for the project is segmented over several years culminating in 2005.

FUNDING TABLE FOR
BRIGHTMAN STREET BRIDGE REPLACEMENT

• Plymouth Avenue, Fall River

The congested segment of Plymouth Avenue is at the I-195 interchange. Studied in 1995, signal modifications were suggested, but ultimately, there is simply too much traffic for the road to handle. Increases in capacity are impossible at the site. The city of Fall River should consider restrictions in further development of the area, only allowing activities that will generate minimal traffic volumes.

• President Avenue (Route 6) @ Robeson Street, Fall River

This intersection currently operates at a poor level of service F throughout the afternoon hours. A 1996 SRPEDD study recommended restricting left turns during peak hours and/or restrict parking near the intersection and restripe the roadway to include narrow left turn lanes. The geometry of the intersection and the closeness of land uses to the roadway prevent the road from being easily widened. Recommendations also included plans to increase carpooling by developing a ride matching program with CARAVAN for Commuters, Inc. and designating preferential parking for carpooling at Charlton Memorial Hospital.

• Broadway (Route 138), Fall River

Congestion is currently occurring during the peak period at the Broadway/Columbia Street intersection. A traffic study of this neighborhood is recommended.

• Plymouth Avenue @ Globe Street, Fall River

This five approach intersection is currently experiencing poor traffic operations. A study of the site is recommended.

• Chauncy Street (Route 106), Mansfield in the vicinity of the Commuter Rail Station

Congestion is primarily associated with commuter rail traffic. GATRA and the MBTA are planning station improvements which will include traffic issues. The intersection of Chauncy Street (Route 106) at Copeland Street in programmed for reconstruction and signalization in FY2004.

• Kings Highway/Tarkiln Hill Road (Church to Mount Pleasant Street), New Bedford

This corridor is currently one of the most congested in the region due to recent additions in commercial activity. Large amounts of traffic volume are converging on a one-half mile long roadway. During peak periods there is little room for motorists to maneuver. Recently, SRTA reviewed transit options to reduce the number of vehicles attracted to the area, and has developed plans to implement bus service to the commercial uses. A study of the corridor's traffic flow is recommended including a review by the MBTA to explore the possibility of a grade separation of the rail crossing.

• Coggeshall Street, New Bedford

Traffic congestion and safety problems were verified in a 1999 SRPEDD study of the Coggeshall Street corridor. The study recommended a series of modifications that included a widening of Coggeshall Street from Purchase Street to a point east of Acushnet Avenue, to provide separate left turn lanes at the important intersections.

• Route 18 (JFK Highway), New Bedford

Route 18 and the JFK Highway is a principal routing to Downtown New Bedford, the Port of New Bedford, and the Whaling National Historical Park. Within this area a major aquarium is being planned as well. The area serves local commerce, the fishing industry, and is becoming an important tourist stop.

Congested conditions are now occurring at the intersection of the JFK Highway at Union Street. Traffic problems are expected to worsen as the tourist attractions begin to develop. The highway bisects these attractions separating the waterfront from the historic district and downtown. This makes pedestrian access difficult and dangerous. The City of New Bedford is in the process of redesigning the corridor to improve pedestrian movements and make vehicle flow more efficient. Traffic calming is a major component of the project.

An engineering study is currently underway that will produce 10% design drawings. Construction of the improvements is expected to begin in fiscal 2003 at an estimated cost of $13,700,000. This project has been identified by Congress as a high priority.

• Toner Boulevard @ I-95 Interchange and Route 152, Attleboro/North Attleborough

Both intersections at the I-95 interchange currently operate at level of service F. A 1998 SRPEDD study recommended that the northbound ramp be signalized with appropriate lane designations. After an extensive public review process, a series of short term intersection improvements were recommended at the Toner Boulevard/Route 152 intersection. Implementation is the responsibility of the City of Attleboro.

A study conducted by the town of North Attleborough recommended signalization and lane channelization improvements on the west side of the interchange including the Toner Boulevard at John Deitsch Boulevard intersection. This project is under construction.

• Route 138 @ I-495 Interchange, Raynham

This highway interchange has movements that currently operate at level of service F. A 1998 SRPEDD study recommended signalization to improve current traffic flow. The study also recommended extending the length of the separate left turn lanes along Route 138 to accommodate increased left turning queues expected by year 2020. The MHD District 5 office supports these recommendations and construction is planned in the next few years.

• Fall River Avenue (Route 114A) (from County Street to Mill Road), Seekonk

Congestion along this corridor is the direct result of delays occurring at the County Street intersection. These delays occur during peak periods and frequently during off-peak periods as well. SRPEDD reviewed the site in 1995 and offered specific recommendations for both short and long term improvements. The town of Seekonk has implemented short term measures along the eastbound County Street approach to the intersection, resulting in some operational improvements. A widening of the north and southbound Fall River Avenue approaches remains the ultimate long term solution to current and future congestion at the site.

• GAR Highway (Route 6) @ Riverside Avenue (Route 138), Somerset

This intersection operates at level of service F during the peak period and after openings of the Brightman Street Bridge. It is also ranked 34th on the list of most dangerous intersections in the region. Major modifications to the intersection are not recommended because the relocation of the Brightman Street Bridge will eliminate congestion at the site. Safety improvements involving the installation of pavement markings are recommended as a short term solution to the most prominent type of collisions within the intersection. These markings could have an added benefit of improved traffic flow.

• Route 6 / I-195 / Swansea Mall Drive (Route 118), Swansea

This highway interchange serves as a primary access to the Swansea Mall. It is currently operating at a very poor level of service F that is expected to worsen due to continued commercial activity along the Route 6 corridor. A 1998 SRPEDD study recommended a reconstruction of the 6/I-195 interchange to include a new westbound off-ramp at Route 118, plus a widening of the Route 6 bridge over I-195.

• Route 140 @ Route 24 Interchange, Taunton

This interchange is currently operating at level of service F during the morning and afternoon peak periods. A 1998 SRPEDD study recommended adding a Route 24 southbound off-ramp; extending Route 24 acceleration/deceleration lanes; widening Route 140 under Route 24; and widening Route 24 over Route 140.

• I-495/Bay Street/Industrial Park Road/Northwoods Road, Taunton

This highway interchange operates at level of service F during peak periods. Traffic is directly influenced by the interchange's proximity to the Taunton Industrial park. Signalization of the interchange has been recommended to improve the flow of traffic connecting the Industrial Park to the Interstate highway.

• Owen Riverway Extension, Taunton

The intersection of County Street (Route 140) at Williams Street is one of the most congested intersections in southeastern Massachusetts during the morning peak period. It is also one of the most dangerous intersections in the region. Traffic entering downtown Taunton must compete with traffic heading to the Taunton High School and nearby middle and elementary schools. Physical improvements to the intersection have been found to be incapable of handling the heavy conflicting turning movements at the site. Based on a 1987 SRPEDD study, the extension of the Gordon Owen Riverway from Williams Street south to a direct connection with County Street, is the preferred solution. The extension will traverse undeveloped land, and will avoid major intrusive land takings and the removal of long standing homes at the County Street/William Street intersection. The extension will effectively separate the conflicting turning movements over two intersections making traffic flow more efficiently. The cost of this project is estimated at $1,200,000 and is programmed for fiscal 2001.

FUTURE AREAS OF CONGESTION

The following road segments and intersections have been identified as sites expected to experience traffic congestion between 2000 and 2025.

• Industrial Access from I-95, Attleboro

The City of Attleboro is preparing to develop a business-office park on a 189 acre site adjacent to the I-95/Route 123 interchange. The project is expected to create 25 to 30 light industry and business parcels that will eventually provide 805,000 square feet of floor area and 2,100 jobs. Access to the site would be along already congested city streets. The City of Attleboro proposes to construct an access road adjacent to the I-95 interchange that would provide more direct access from the Interstate, dramatically reducing the amount of traffic on the surrounding road network. Further study of this proposal is needed. Congress has designated this as a high priority project.

• Highland Ave. (Route 123) @ Newport Avenue (Route 1A), Attleboro

Congestion is projected for year 2020. A recent study of the intersection recommended a widening of Route 123 to provide a separate westbound left turn approach lane to the intersection.

• W.S.Canning Boulevard/Newton Street/Harbor Mall, Fall River

PM peak period traffic operations are expected to be at level of service F in the year 2020. A 1999 SRPEDD study recommended a minor widening of the east and westbound approaches to the intersection to provide separate left turn lanes.

• Mariano Bishop Boulevard @ Newton Street , Fall River

PM peak period traffic operations are expected to be at level of service F in the year 2020. The 1999 SRPEDD study recommended a minor widening of the Newton Street approaches to provide separate left turn lanes.

• South Main Street (Route 140) @ Interstate 495 Interchange, Mansfield

The level of service at this interchange is expected to be LOS F by the year 2020. A 1998 SRPEDD study recommended the addition of an on-ramp from South Main Street to I-495 southbound. The study also recommended a northbound off-ramp from I-495 to South Main Street. The northbound off-ramp does not have the support of the town of Mansfield and is therefore not recommended in this Regional Transportation Plan. The developer of the proposed Great Waves Water Park is required to conduct a functional design report for the interchange within one year of site occupancy. The developer of the Park at Great Woods is committed to providing an engineering design for the southbound on-ramp based on the results of the functional design report.

• Interstate 495, Middleborough

Congestion projected for year 2025 between Route 18 and Route 105, is likely to be the result of economic development activity in the Middleborough Circle area. The costs (in dollars, land impacted and environmental) make a widening unlikely. A widening of Route I-495 is therefore, not recommended. Improvements along the corridor are related to the interchanges and their operation.

• Brownell Avenue, New Bedford

Congestion is projected for 2025 but there is already a poor level of service associated with the intersection of Brownell Avenue at Route 6 and 140. The rehabilitation of the Buttonwood Park Zoo, whose traffic generation is not part of the regional travel model, will add to the expected congestion accelerating the time at which excessive congestion will occur. A study of the operation of the intersection is recommended to determine the need, impacts and feasibility of a short widening of Brownell Avenue as it approaches Route 6, to better accommodate the projected traffic growth.

• Broadway (Route 138), Taunton and Raynham from Taunton Green to Easton line

Congestion projected for 2010 is the result of increasing traffic volumes along the corridor. Recommendations are for intersection capacity improvements, primarily widenings to provide separate left turn lanes at the signalized intersections.

• Central Avenue, Seekonk

Congestion is projected by the year 2020. Further study of the corridor is necessary to determine the cause and potential solutions.

• Main and Dean Streets (Route 44) (from the Taunton Green to Route 104), Taunton

Congestion is projected for the important intersections along Route 44 from the Taunton Central Business District to Route 104. This problem will be exacerbated during the AM and PM peak periods by the proposed commuter rail station to be located adjacent to the Dean Street/Arlington Street intersection. The MBTA must be prepared to make appropriate improvements to the intersection to address the problem. Furthermore, the entire corridor will require study to find solutions to remaining sites of congestion.

• Summer Street (Route 140) from Ingel Street to Main Street, Taunton

Congestion is projected for year 2020 along the corridor. The focus of this congestion is centered at the intersection of Summer Street at Spring Street which is already experiencing occasional periods of poor operations. This is due to the availability of single approach lanes to the intersection where left turning motorists delay the remaining through-flow. Improved signal operations will be needed, including updating the traffic signal equipment.

• Route 24

Congestion is projected to begin in 2010 between Route 44 and I-495 and extend southward to Route 140 by the year 2020. This congestion will occur primarily during commuter periods. The costs (in dollars, land impacted and environmental) of increasing the capacity of Route 24 by adding lanes, is expected to be great. The need for a major increase in the capacity should be partially alleviated by the planned commuter rail extensions to New Bedford and Fall River. A study of the current and future operational needs of Route 24 is needed to determine if additional lanes will be necessary.

In recent years there has been much discussion on converting Route 24 to an interstate highway. The road certainly serves as an interstate facility, connecting Rhode Island to I-195, I-495 and ending at I-93 (Route 128) south of Boston. The conversion would require

bringing Route 24 up to today's Federal Design Standards for an Interstate Highway. The total cost for the entire length of Route 24 has been estimated at $197,300,000. Improvements within the SRPEDD region are estimated at $88,300,000.

This Regional Transportation Plan supports the conversion for two principal reasons. First is the fact that the road truly serves as an interstate highway. Second and perhaps more important is the fact that so many aspects of Route 24 are not up to today's design standards. There are frequent periods of congestion that currently occur along Route 24. This congestion is associated with inadequate acceleration/deceleration lanes at the interchanges.

Route 24 was built to acceptable design standards during the 1950's, but the highway no longer meet today's stricter standards. Problems include inadequate acceleration/ deceleration lanes, inadequate road and shoulder widths and inadequate vertical clearance. Improvements to Route 24 within the region are expected to involve major upgrades to 5 interchanges; minor upgrades to another 5 interchanges; reconstructing 4 overpass bridges and widening 7 others; raising 17 underpass bridges to adequate vertical clearance; drainage modifications; signage; design and right-of-way acquisitions.

Federal regulations provide that "If the Secretary determines that a highway on the National Highway System meets all standards of a highway on the Interstate System and that the highway is a logical addition or connection to the Interstate System, the Secretary may, upon the affirmative recommendation of the State or States in which the highway is located, designate the highway as a route on the Interstate System."

"A designation...shall be made only upon the written agreement...that the highway will be constructed to meet all standards of a highway on the Interstate System by the date that is 12 years after the date of the agreement." (Interstate System Designations, 23 U.S.C. 103 (4) (A) & (B)(ii))

There appears to be sufficient justification for MassHighway to begin environmental impact studies on the feasibility of constructing the improvements required by applying interstate design standards to Route 24. If design exceptions are needed, they would be identified during these studies. The total cost of implementing the required improvements can be spread out over 12 years. Based on projected financial resources, it appears that there are sufficient funds during the 25 year life of the T-Plan to finance a capital improvement plan for Route 24.

The Regional Transportation Plan recommends the start of an EIR/EIS for upgrading Route 24.

• Route 24, Freetown

Recently three different groups have expressed their intent to establish major industrial/office/business developments in the town of Freetown and adjacent land in the City of Fall River. These proposals combined, total approximately 9 million square feet of floor area in addition to an already existing industrial park in the far north end of Fall River. An environmental study for the projects are underway and the proponents are anticipating the need for direct access to Route 24 through a new interchange between exits 8 and 9. The study is likely to recommend the new interchange or a reconstruct of the existing substandard interchanges. Either option is recommended by this Regional Transportation Plan.

• Interstate 95 from the Attleboro/Rhode Island Line to the Mansfield/Foxborough Town Line

Congestion is projected for year 2020 and is primarily the result of heavy through traffic between Providence and Boston. Widening I-95 is not a viable solution and the commuter rail line is nearing capacity. Therefore, a series of carpool lots is recommended.

• Makepeace Property in Carver, Plymouth, Wareham

The towns of Carver, Plymouth and Wareham are facing tremendous growth pressure due to the decline in profitability of the cranberry industry. Many cranberry growers are seeking alternative uses for their property. One such site is A.D. Makepeace which consists of ten thousand acres, mostly contiguous, with a couple of large stand-alone parcels.

The plan for the property envisions a progressive master-planned community with mixed-use residential areas as well as office, research and development, and corporate headquartered type uses. Open space and passive recreation are also included in these early stages of planning. The potential impacts are tremendous due to the sheer size and scale of the property. One of the most significant off-site impacts will be traffic.

The planning for this project is currently underway. SRPEDD will be assisting in this effort, assessing the traffic impacts of various alternative build scenarios.