medford garage final report 10.15.11

8/3/2019 Medford Garage Final Report 10.15.11

1/182

Medord Square

Fil Rport Octobr 15, 2010

MaDvlomn

Uil, Inc.

Nlon\Naad Conulin Aocia

for th City of Mdford

Fasibiliy SudyGarage


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Prepared or

Th City of Mdford

Myor Michl J. McGly

I cooprtio with

Lr DiLorzo, Dirctor

Ofce of Community Development

85 George Hassett Drive

Mdford, Msschstts 02155

781-396-5500

www.medford.org

Prepared by

PROJeCT ManaGeMenT

MassDevelopment

160 Fdrl Strt

Bosto, Msschstts 02110

617-330-2000

www.massdevelopment.com

LeaD COnSuLTanT

util, Ic.

architctr + Plig

50 Summer Street


617-423-7200www.utiledesign.com

TRanSPORTaTIOn COnSuLTanT

nlso\nygrd Cosltig associts

10 High Strt, Sit 903


617-521-9404

www.nelsonnygaard.com

Utile, inc. & nelson\nygaard2 Mf squ g Fb su


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Acknowledgements

I. Introduction

Executive Summary

Stdy ar

Mthodology

Pblic Prticiptio

II. Existing Conditions

urb Dsig Isss

existig Prkig Isss

III. Garage Site SelectionGovernors Avenue Site

Forst Strt Sit

Chevalier Site

City Hll Sit

IV. Parking Management Plan

and Recommendations

Supply Enhancement

Improved Walking Access

Prkig Zoig d

Management Program

Pricing Revenues & CostsSigig Pl

V. Proposed Garage Site

Sit Dscriptio

Site Impacts

VI. Garage Studies

Dsig approchs

Brick Grg

Gr Grg

VII. ConclusionsGrg

Trafc and Parking

Sstibility

7

8

10

12

14

17

19

22

3339

41

43

45

47

50

53

58

6264

67

69

76

87

88

90

102

115116

117

119

123

124

126

132

134

144

148

156

166

168

174

176

VIII. Appendix

Bibliography: Previous Studies

Proprty Titl Srch

Memorandum: Possible

Permits Required

MEPA Threshold Review

Environmental Report Overview

Structural Review

Preliminary Cost Estimating

Overview

Memorandum: PhotovoltaicPanel Specications

Memorandum: Financing the

Costrctio d Oprtios

d Mitc of nw

Garage in Medford Square

Memorandum: Overview

of Modlr Costrctio

Procurement

Relevant Building Code

excrpts

3F rp ob 15, 2010


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Prepared or

The City o Medord

Michl J. McGly, Myor

Oce o Community Development

Lr DiLorzo, Dirctor

Clodagh Stoker-Long, Economic Development Planner

Consultants

MassDevelopment, Project Management

util, Ic., architctr d Plignlso\nygrd Cosltig associts, Trsporttio Plrs

Harry R. Feldman, Inc., Environmental Engineering

KVAssociates, Inc., Cost Estimating

Samiotes Consultants, Civil Engineering

Simpson Gumpertz & Heger (SGH), Structural Engineering

Solar Design Associates, Photovoltaic Consulting

Acknowledgements

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I.Irduci


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The goal of the Medford Garage Feasibility Study was to a)idtify th bst sit, prkig cpcity, d lyot of w pblic

parking garage, b) propose options for design approaches to the

garage, and c) embed the logic of a new parking garage within

an overall parking management strategy for the Medford Square

downtown core. To arrive at the most informed and compelling

recommendations, MassDevelopment and the planning team

util, Ic., d nlso\nygrd Cosltig associtsworkd

closly with Lr DiLorzo, Dirctor of th City of Mdford

Ofce of Community Development, and sought the feedback of

Mayor Michael J. McGlynn, City staff, and Medford community

members at several stages during the iterative planning process.

Public input was generated through two public meetings andwritten surveys.

The Feasibility Study resulted in ve important recommendations:

1. Build a Garage to Accommodate Future Development

A four-and-a-half-story parking garage with 178 vehicular spaces

d 22 bik spcs shold b bilt o th xistig lot btw

Governors Avenue and Bradlee Road, replacing the 163-space

municipal garage formerly on the site. This garage is adequate

to meet the future economic development of Medford Square if

the garage is part of a larger parking management plan for the

Downtown area. The garage will provide parking for existing busi-

nesses, for future retail and restaurant establishments, as well as

the patrons of the nearby Chevalier Theatre.

2. Forward a Sustainable Agenda in Planning and Design

The garage should be a high-quality and architecturally distinctive

building that can be considered a contributing visual asset to the

Square. The design should be driven by a sustainable agenda and

include photovoltaic (solar) panels, adequate natural ventilation

and daylighting, bicycle parking, accommodations for electric

and shared cars, innovative storm water management, and other

sustainable features to make the garage a Zero Net Energy

demonstration project in the Commonwealth.

Executive Summary



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3. Initiate a Comprehensive Parking Management StrategyNew parking supply in the western half of the Square, as provided

by a new garage, will not alleviate the on-street parking situation,

especially if there is a fee to park at the garage. Improved parking

management practices are necessary to moderate heavily utilized

prime parking areas and incentivize the use of a new garage. A

comprehensive parking management strategy for the Downtown

area will include tiered pricing for both metered spaces and

permits (business and residential), a relaxation of parking time

limits, and adequate enforcement.

4. Institute a Pricing Program

A demand-responsive priced parking management system in theSquare can equitably assure available parking spaces for all user

groups, including long-term spaces for employees and convenient

front-door spaces for customers. Financing the recommended

garage is made much more feasible if such pricing is success-

fully instituted, providing the City with new sources of revenue.

5. Improve Main Trac Intersection

The ve-legged intersection at High, Forest, Salem, Riverside, and

Main streets is currently an impediment to pedestrian movement

between the east and west halves of Medford Square, effectively

splitting the Squares parking supply. With some trafc and public

space improvements at this intersection, the overall vehicularlevel of service would not be negatively impacted, and a civic

space could be created at the very heart of the Square.

The analysis conducted and recommendations proposed in this

Feasibility Study are intended to arm the City of Medford, and

the design team they ultimately choose, with the regulatory and

technical information necessary to move the design and con-

struction of a new municipal garage forward. The comprehensive

appendix to this report is comprised of memos from a host of

subconsultants that outline the potential permits that may be

required for the garage, environmental conditions on the site,

structural implications of various systems, specications forphotovoltaic panel systems, conceptual cost estimates, construc-

tion and maintenance nancing implications, relevant building

code provisions, and an overview of modular construction options.

In total, the report provides the future design team with vetted

conceptual options for the garage, and the means to engage the

project quickly, with City and public support.

9F rp ob 15, 2010


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i. iu

UrbAN

DesIgN

stUDy

AreA

trAffIC AND

pArkINg

stUDy AreA

pood

gaa si

Ci Hall

Chvali

tha

po

Ofce

11F rp ob 15, 2010


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Utile, Inc., the lead urban design consultant, devised a planningpproch tht lyzd grg loctio d lyot optios t th

same time that Nelson\Nygaard, Utiles transportation planning

sub-consultant, conducted a comprehensive analysis of the

quantities and utilization rates of the existing parking supply.

As a result, the planning team was able to dovetail existing site

opportitis with rigoros lysis of ftr ds. This rport

describes the role analysis played in determining the location

d pproprit scl of th grg. Brod drstdig of th

existing conditions also helped to frame a specic set of recom -

mendations for a Downtown-wide parking management approach.

The planning began by a test of four discrete sites in the Square as

possible locations for a municipal parking garage (see Section III:

Garage Site Selection). Drafted plans revealed the most efcient

parking garage conguration and the specic number of spaces

that could be generated on each site. In addition, the overall merits

of ch sit d pottil grg wr ssssd, to llow th clit

team to select a preferred site on which the team would focus for

the remainder of the Feasibility Study.

Of the four potential sites assessed, the Governors Avenue park-

ing lot site was selected by the client team. Utile tested two plan

options for the sitea zero-lot-line option, and a slightly smaller

optiod two fcd strtgis. Ths fcd strtgis wr

kept purposely divergent, to provide the City with two differentbut equally feasible options for future design. Conceptual cost

estimates were developed for both options.

MethodologyUrban Design and Garage Study

High

street

governorsAvenue

badleeroad

LeFt: th prpsd garag si is

bw Grrs Au ad

Bradl Rad, jus High Sr.



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Recognizing the likely interaction that a new garage would havewith the existing Medford Square parking system, Nelson\Nygaard

developed a methodology that considered current parking sup-

plis, thir tiliztio, d how thy r rgltd. This icldd

detailed inventories, parking activity observations, user surveys,

d Prkig Op Hos workshop.

Th Prkig Op Hos ws codctd to hlp idtify sc-

cesses and needs in the existing parking management system.

Participants provided input on parking needs and potential

improvements through hands-on mapping and voting exercises.

This exercise was supplemented by a survey distributed at local

businesses and advertised online through the Citys web page.

In order to accurately assess the number of spaces required

for a parking garage in Medford Square, the team completed a

dtild prkig tiliztio stdy. Rthr th rly o tiol

averages to develop demand estimates, this approach measures

the real demand for parking within a reasonable walking distance

of the target garage site(s). Nelson\Nygaard created a detailed

parking inventory for all publicly accessible parking spaces, and

conducted counts throughout an entire day to determine how the

spaces were utilized. This led directly to an estimate of the exist -

ing demand and the need for additional supply.

Nelson\Nygaard then conducted an evaluation of walking condi-

tions in the Square, and their impact on the ability of motorists

to access destinations on foot once parked. Using a 5-minute

maximum walk time, and assuming various future walking improve-

ments, they determined the catchment area for the target site(s).

Finally, projected garage trafc was assigned to local streets to

assess the impact on vehicular safety and local congestion at

rby itrsctios.

Trac and Parking Study

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To help identify needs in and potential improvements to MedfordSquares parking system, the team and City held a Parking Open

Hos workshop o Mrch 31, 2010, t Mdford City Hll. Th

open public forum was designed to allow all participants to help

identify areas of concern regarding parking in the Square, and to

offer suggestions on how to improve the current parking condi -

tions. The Open House included a voting exercise to elicit general

parking preferences and small group discussions where com-

ments were made and recorded directly onto large tabletop maps

of the Squares parking inventory. The Open House was well-at-

tended by the local business community and nearby residents. All

map comments were transferred to illustrations included in this

report (see pp. 3031), and all voting results are summarized inthe accompanying pie charts (see facing page and p. 29). In ad-

dition, a broad public survey was distributed in paper and online

that resulted in more than one hundred responses. The workshop

and survey results helped target the teams recommendations

and provided a valuable users perspective on parking operations.

Filly, Pblic Mtig ws hld J 16, 2010, drig which

the consultant team shared the preliminary analysis and recom-

mendations for parking management strategies, siting and sizing

of a municipal parking garage, and conceptual studies for a

garage on the Governors Avenue site. The public was invited to

comment after the presentation. Some of the public recommenda-

tions and suggestions are reected in this report.

PublicParticipation

RIGHt: Cmmuiy mmbrs a h Public Mig Ju 16, 2010.

FACInG PAGe: Cmms rm wrkshp ad sury rspds.



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i. iu

I sometimes bypass shoppingin Medford Square because I

know parking will be hard to find.

I do not like the time-limited

parking because I find myself

wasting time moving a car.

I would like for it to be easier

to get to Medford Square by

biking or taking transit.

I would like to park only once

and walk to all of my destinations

when I come to Medford Square.

I would be willing to pay to park

if I knew I was going to get a

convenient space for as long

as I wanted to stay.

I would run more errands in

Medford Square if I knew there

would be convenient parking at

my destination.

A new parking garage would

solve Medfords problems.

I dont mind parking a little

further away from my destination

if it means I dont have to search

for parking.

I avoid using parking garages

because they seem unsafe.

I usually circle for parking

because I prefer to park on

the street right in front of my

destination.

2229

16

3

3

8

9

39

45

29

respondents

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II.exisigCdiis


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Ci Hall

Chvali

tha

poOfce

ABove: Mdrd Squar wih h eas ad Ws Squars highlighd.



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ii. ex c

Medford Square centers on the ve-legged intersection at High,Forest, Salem, Riverside, and Main streets. While this crossroads

once served as a node for pedestrian activity and exchange, the

intersection is now dominated by constant vehicular trafc, which

effectively divides the square in two halves, the East and West

Squares. Currently, the conguration and character of Medford

Square, and the area that surrounds it, is dened by the needs

of the large number of vehicles that pass through the Square

every day. As a result, dedicated turn lanes, smooth turning radii

to maximize trafc speed, and a street layout that maximizes

the number of vehicular movements from any intersection, has

reduced the pedestrian realm to narrow sidewalks and pedestrian

islands marooned in the middle of trafc.

Th East Square is populated by a collection of small retail

storefronts that line both Salem Street and Riverside Avenue. This

commercial fabric quickly terminates at River Street, where City

Hall and its grounds mark a change in density and streetscape

character. Surface parking lots, both municipal and private, sur-

round City Hall grounds, extending south to Clippership Drive and

st to I-93.

Th West Square is more densely inhabited, and is characterized

by a collection of small retail storefronts, low-rise ofce buildings,

and medical ofce buildings lining High Street. Above High Street,

the fabric quickly transforms into a residential neighborhoodcomprised primarily of single-family housing stock. West Square

also contains several historic structures.

Urban Design IssuesEast vs. West Square

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In addition to the parking supply issues that inuenced therecommendations of the report, the team also weighed several

rb dsig isss icldig pdstri wlkbility, rchitctrl

character, and placemaking opportunities. Both sides of the

Square have pleasant architectural and streetscape character,

bt thr is otbl lck of pdstri gthrig spcs tht

would contribute a vibrant walking quality to the Square. The most

obvious location for public gathering should be at the center of

the Square, currently the most pedestrian-challenged location.

A thorough assessment of walking conditions in Medford Square

was conducted to evaluate the potential market for a new garage

within a 5-minute walk of the target site(s). A number of walking

issues were identied and mapped by the consultant team, includ-

ing obstructions, missing signing and crosswalks, poor sidewalk

conditions, difcult sight lines, and areas of higher trafc speeds.

As part of the walking inventory, the intersections of High and

Main Streets, and High Street and Governors Avenue were

determined to be notable barriers to walking in the Square

particularly between the East Square and West Square.

Pedestrian Experience

FACInG PAGe, toP: Pdsrias ar

h Salm / Frs irsci wih

High Sr.

FACInG PAGe, BottoM LeFt: Clls

High Sr, a h irsci

Grrs Au i h Ws Squar,

is a ppular ic cram ad sadwich

shp.

FACInG PAGe, BottoM RIGHt: th-lggd irsci High Sr,

Frs Sr, Salm Sr, Rirsid

Au, ad Mai Sr.

LeFt: Pdsrias i h eas Squar.



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ii. ex c 21F rp ob 15, 2010


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ii. ex c

thr is ry lil lg-rm parkig r cusmrs i ihr hal Mdrd

Squar. Spar capaciy xiss, bu i h ms dsirabl lcais. A garag

may b cssary i uppr r acacis ar lld, hugh i ds d b

a larg garag. Wihu a parkig maagm sysm i plac, a w parkig

srucur al will sl h prblm a pauciy prim spacs.

existig Prkig Typs10 Miu

15 Miu

15 Miu Ladig

30 Miu

1 Hur

2 Hurs

2 Hur Busiss Prmi

2 Hur Muicipal emply

Pria Rsidial

Busiss Parkig

Urgulad

Cusmr Parkig

Cmmur L

Ws Squar

eas Squar

Prpsd Garag Si

exisig Parkig Spacs#

23F rp ob 15, 2010

86


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Parking utilization counts revealed a signicant amount of vacantparking spaces in the Square during the busiest time of parking

demand. A utilization rate of 85 percent is considered ideal,

and should be the goal of the parking management plan in the

Square. In its current state, of the more than 1,300 public spaces

in the Square, nearly 500 are vacant at the peak hour of 11AM,

rsltig i lss th 65 prct tiliztio. Prkig o th st

side of the square is under 55 percent utilized with more than

300 vacant spaces at peak 11AM accumulation. Parking on the

west side of the square is better utilized at 76 percent, but nearly

140 spaces still remain vacant in this area.

Unfortunately, the vacant spaces in the Square are in the most

remote locations. Key commercial streets are almost entirely full

of cars for much of the workdayparticularly High Street, Salem

Street, and Riverside Avenue. Governors Avenue is also nearly

full during the workday. Similarly, the Governors Avenue surface

lot is heavily utilized all day, whereas lots in the eastern half of

the Square rarely reach 50 percent occupancy. The commuter lot

adjacent to I-93 rarely has cars in it.

Spatial analysis of parking patterns throughout the day reveals

that most business permit spaces are full before 9AM. Nearly

all prime customer-friendly front-door spaces on High, Salem,

and Riverside ll up shortly after 9AM. Participants in the

Parking Open House (March 31, 2010) indicated that a lot oflong-term employee parking occurs at these prime spaces, and

the online survey revealed that the vast majority of the Squares

employees park in the western half of the square where parking

is constrained, while nearly three-quarters of customers only

nd parking in the eastern half of the Square. It is likely that the

customers are forced to park in more distant locations while

employees occupy prime spaces.

The spatial analysis directly contributed to the demand estimation

for w prkig grg. By ssssig th tiliztio rt of prk-

ing within the immediate 5-minute walking distance of the target

site(s), Nelson\Nygaard evaluated whether demand exceeded

available supply sufciently to warrant new supply in the western

half of the Square. For the Governors Avenue site, this assess -

ment revealed an 85 percent utilization rate, which is considered

ideal. No new parking is necessary currently, but will be immi -

tly, with th itrodctio of w bsisss log High Strt.

Given this sites existing high demand for parking, it is a valuable

location for a garage, but parking management techniques would

need to be implemented within the 5-minute walking distance to

sr it is tilizd.

Parking Utilization



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ii. ex c

th ab map shws h arag uilizai r h curs wkday,

basd daa cllcd by nls\nygaard i April 2010. I al, Mdrd

Squar parkig (1,300 spacs al) is udr 65 prc uilizd. oly h

Grrs Au L, lwr Grrs Au, ad pris High, Salm, ad

Rirsid srs xcd h dsird 85 prc uilizai a crai ims day.

Prkig utiliztio

0-50%

50-75%

75-85%

85-100%

100%

Ws Squar

eas Squar

Prpsd Garag Si


25F rp ob 15, 2010

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East Square750 Parkig Spacs

Medford Square1,320 Parkig Spacs

West Square517 Parkig Spacs

th ab abls dmsra ha parkig dmad i h eas Squar is

sigicaly lwr hrughu h day ha dmad r parkig spacs i h

Ws Squar. Midday parkig ccupacy i Ws Squar apprachs 85 prc

us, whil ccupacy i eas Squar r xcds 55 prc.

Prkig Occpcis

70

638

368

385

408

345

272

481

329

424

398

355

0%

10%

20%

30%

50%

40%

60%

90%

100%

70%

80%

7AM 9AM 11AM 1PM 3PM 5PM

281

1022

743

538

810

455

553

744

690

606

761

526

0%

10%

20%

30%

50%

40%

60%

90%

100%

70%

80%


211

339

375

153

422

108

281

263

361

176

363

171

0%10%

20%

30%

50%

40%

60%

90%

100%

70%

80%


Optimaluse

Periodwithmostoccupiedspaces

Occupied

Vacant



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ii. ex c

Parking management in the Square today is almost nonexistent.The City has no dedicated enforcement personnel, and the

Police Department has public safety duties that limit its ability

to enforce parking regulations in the Square. The department

dispatches safety personnel to write tickets in the Square only

intermittently, and typically in response to complaints. Given the

high labor cost associated with enforcing time limits, it is not

surprising that many violations are unenforced.

Parking Open House participants who work in the Square were

aware that violations are rare, and many regular business custom-

ers are reported to take advantage of limited enforcement as

well. Unfortunately, occasional customers and any new or pass-by

customers assume that they can only stay for the posted time

limits or risk a parking ticket.

Parking Management

BeLoW LeFt AnD RIGHt: exisig -sr parkig ad sigag i h Ws

(l) ad eas (righ) Squars.

27F rp ob 15, 2010


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Community Feedback and Analysis

General community feedback was provided at both the March 31,2010 Parking Open House workshop and in a survey distributed

to area businesses, customers and residents both online and

in paper form. This public input elucidated for the project team

current patterns of parking use in Medford Square. Specically,

the feedback identied a preference among Medford Square

employees for both lot and street parking in the West Square,

which affects availability of parking for West Square business

patrons. According to community observation and input, a major-

ity of customers park in the East Square because availability in

the West Square is quite limited during business hours.

Fdbck gthrd t th Prkig Op Hos lso hlpd th

team understand the primary vehicular and pedestrian chal-

lenges and opportunities in Medford Square for the community.

Leading concerns include confusing trafc rules and the lack of

adequate parking for senior citizens. Principal suggestions for

improving parking access in Medford Square include making use

of currently unused streetfront parking zones and implementing a

sigg strtgy to bttr idtify prkig opportitis.



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ii. ex c

East Square Street

33%

West SquareStreet

19%

West Square Lot

27%

West Square Street

37%

East Square Lot

27%

WestSquare Lot

9%

EastSquareStreet

9%

East Square Lot

39%

th graphics shw ab summariz rsuls gahrd rm h March 31, 2010, Parkig op Hus ad h papr ad

li sury disribud ara busisss, cusmrs, ad rsids.

Prfrrd Prkig LoctiosCustomers Employees

Primary Considerations for Parking Choice

Customers Employees

Location

50%

%

Ease offindinga spot

Ease offindinga spot

33% 31%

27%

Location

58%

Type of Parking

Price

Avoid Tow/Ticket

7%

7%Price

29F rp ob 15, 2010


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Suggestions from the

Community

thrugh h public prcss sm

gral rcmmdais mrgd:

cusmr parkig ds x im

prids; busisss a Mai ad High

Srs ar aracig pdsrias;

ad h ara ds gallris,

bksrs, cas, ad pubs.

Gd1. r all-day parkig; shuldb busiss parkig; ds

shul ad lighig

thr cars ca park i r 2.Armry i lis ar paid

thr cars ca park i r 3.Rlads i lis ar rpaid ad

1 hydra is rmd (2 hydras

wihi 15 )

tw cars ca park i r 4.Hisrical Sciy

Pah shuld b li ad5.maiaid r say

L/Garag shuld b r high6.urr; ds b larg;

cc garag Chalir

thar

Z r rush hur parkig7.trac calmig z8.80 100 r bussculd9.his spac b br uilizd?

L ds br sigag10.Plac sigag r arby parkig11.Gd parkig supplyD ak12.away hs ls

Grl Isss d

Problems

A h March 31, 2010 Parkig op

Hus, gral cmmuiy ccrs

mrgd. Ladig ccrs iclud h

cusig rac ruls ad h lack

adqua parkig r sir ciizs.

Higha. Sr: Church dmad rparkig

Armry/Mdical cs usB.parkig l

CvS is grar walkig racC.

r hr busisssn way g High Sr rmD.Mai nrh; will crss

; bus backs up rac

easy--d parkige.

Specic Problems Identied

n. hadicappd parkigt ar: Dicul r ib.mrig ad xi i ig

durig pak ims; bad i wir

orw rsidial srs:c.Ppl park all day (i rdr

ak bus Bs)

Wsr High Sr: Furalsd.ad waks ca caus rac back-

ups; lack aailabl spacs

High Sr ws Frs Sr;

arrw

Lack rcm i Busiss.Prmi Sci

Limid ickig Bradl Radf.Ccr abu sigag rg.isirs Chalir thar

n way g High Sr rmh.

Mai Sr gig rh; will crss ; bus backs up rac

n hadicappd parkigi.

Prkig Op Hos

Surcs:

May 15, 2009, Mdrd Plic Parkig

iry; MassGIS; nls\nygaard;

March 31, 2010 Parkig op Hus

Ws Squar

eas Squar

Prpsd Garag Si



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ii. ex c

ca

d

h

b

CA

i

e

D

3

2

4

1

5

6

8

7

10

911

12

Suggestions from the Community

General Issues and Concerns from the Community

31F rp ob 15, 2010


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III.Garag SiSlci


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1

3

2a

2

Governors Avenue Site

ProsHisrically wll-usd

o High Sr (back a layr)

tw mas ry/xi

o mal map parkig

pis

Adjac w rsaura / rail

Cls Mdrd Squar Mdical

nxus

Cosnarrw si

Adjac xisig rsidial

3 City Hall SitePros

eas accss I-93

Ampl l r ci parkig

Parkig surplus r uur

dlpm

CosRlaily ar rm cr

Squar

tra c wuld d b r-

rud

Pssibly rduda Harard

vaguard Garag

1 2a Forest Street SitePros

nar Chalir thar

Cls cr Squar

tw mas ry/xi

CosPrpry acquisii ad

dmlii

Chevalier Site

ProsAdjac Chalir thar

CosSmall, awkward si

Adjac xisig rsidial

2b

Harvard

Vanguard

Garage



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iii. g s s

Four locations in Medford Square were considered as potential sitesfor th ftr grg. Of th sits stdid, thr r loctd i th

West Square, a decision driven by Nelson\Nygaards assessment

that the West is closer to reaching the need for extra supply (see pp.

2425 for a more extensive discussion of existing parking utilization

rates).

Although the project team initially considered the possibility of an

underground garage on each of the four sites, preliminary cost

estimate studies revealed that subterranean garage construction

costs would total, by conservative measures, at least twice as much

as equivalent above-grade garage construction. The economic

fsibility of drgrod grg o y of th cosidrd sits

seemed unrealistic based on high projected costs and modest

revenue projections. Further study thus focused on above-ground

grg optios for ll for sits.

Each site was subject to a rigorous planning assessment; the sur-

rodig bildig cotxt d th possibl try d xit coditios

were considered carefully before a maximum build-out scenario was

drafted. This rst assessment led to a concise pros and cons list

for all four sites, information that ultimately assisted the client and

project team in selecting the preferred site for further study.

The drafted plans demonstrate a feasible structured parking solu-

tion for each parcel under consideration. While only one sitethe

Governors Avenue Sitewas developed further, the other three op-

tions should be considered viable solutions for future study, should

additional structured parking become necessary in the Square.

Sites UnderConsideration

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1 Governors Avenue Site

governorsAvenue

badlee

roa

d

2a Forst Strt Sit

foetst

eet

Hihstreet

Highstreet

book

Lan

e

badle

eroad



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iii. g s s

2b Chevalier Site

viws ar a dir scals.

3 City Hll Sit

Cit

yH

allM

all

rin

groa

d

rivesideAvenue

foetst

eet

ba

dle

er

oad

37F rp ob 15, 2010


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Level 1

Level 2

Level 5

ery rm

Bradl Rad

ery rm

Grrs A

Subrraa

spac



39/182

iii. g s s

Governors Avenue SiteThe Governors Avenue Site was selected as a candidate for the

potential garage for a host of reasons. It was the site of the previous

garage (which collapsed in 2005; see pp. 7071), and continues to

be a heavily used parking option for employees and customers of

the West Square. In this rst iteration, later rened, the garage was

planned to maximize the site, in a zero-lot-line conguration. This and

ltr optios sd th 10-foot topogrphicl ris cross th sit tomake use of two entrances, one at Bradlee Road (on the lowest por-

tion of the site), and one at Governors Avenue (at the highest grade).

Given the narrow width of the site and changes in the Massachusetts

building code, it is impossible to t an efcient two-bay double-

loaded plan. As a result, the four-and-a-half-oor garage yields 178 to

238 parking spaces, depending on its conguration on the site.

Post Ofce

Chvali

tha

178238ac

39F rp ob 15, 2010


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ery rm Brks La

Level 1

Level 2

Srr

Frs Sr

ery rm

Frs Sr

Subrraaspac



41/182

iii. g s s

Forest Street SiteThe Forest Street Site currently hosts a vacant one-story com-

mercial building that would be demolished to accommodate a

ftr grg. Bcs of cosidrbl grd chg cross th

site (rising from Forest Street to Brooks Lane), this garage has two

entrances, one into each level of the garage, and no internal ramp-

ing. The main entrance from Forest Street sits as far away from the

Salem Street intersection as is possible, and allows for a shallow

storfrot bffr log th soth d of th bildig. Th grod

oor is a at plate of parking that would require minor excavation

into the back of the site. The back entrance, accessed from Brooks

Lane, leads to another at plate of parking. The overall benet of

this scheme is its simplicity; also benecial is its proximity to the

Post Ofce and the Chevalier Theatre.

Post Ofce

Chvali tha

87ac

41F rp ob 15, 2010


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Level 1

Level 2

ery rm Frs

Sr

ery rm Bradl Rad

Subrraa

spac



43/182

iii. g s s

Chevalier SiteWhile the Chevalier site does not immediately seem a viable loca-

tion for a parking structure, two signicant characteristics of the

sit csd it to b icldd i th stdy. Lik th Forst Strt sit,

its proximity to the under-parked Chevalier Theatre (in this case im-

mediate adjacency), was its primary asset. Additionally, the extreme

natural grade rising from Forest Street to Bradlee Road allows for a

simple two-plate solution without a costly internal ramping system.

Crrtly, th sit is srfc prkig lot, flly tilizd throghot

the day by Post Ofce employees and visitors to the Square. The

main entrance to the ground oor is on Forest Street, and a back

entrance to the upper level can be accessed from Bradlee Road.

This scheme effectively doubles the number of spaces that can be

accommodated on the site.

Chvali

tha

Post Ofce

59 ac

43F rp ob 15, 2010


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Level 1

Levels 2-5

ery rm Ciy

Hall Mall



45/182

iii. g s s

City Hall SiteThis parcel (located behind Medford City Hall) is the only site of the

four considered located in the East Square. It was included in this

study because it was identied in the 2005 Medford Square Master

Plan s prfrrd ftr grg sit. Of ll of th sits cosidrd,

it is the most unhampered by surrounding context; there are no im -

mediately adjacent buildings, and the site itself is ample enough to

hold a large, efcient two-bay double-loaded garage. This ve-storyscheme has one entrance accessed from City Hall Mall. In order to

make vehicular access most convenient, City Hall Mall should be

re-routed to become a two-way street, which could also allow easier

access to the adjacent Harvard Vanguard Garage. Although there is

no current need for extra parking supply in this section of the Square,

sch grg cold b bilt s prkig bk to corg ftr

development on nearby underutilized sites.

Ci Hall

Havad Vanuadgaa

376ac

45F rp ob 15, 2010


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47/182

Iv.ParkigMaagm

Pla adRcmmdais


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toP: th irsci High Sr,

Frs Sr, Mai Sr, Rirsid

Au, ad Salm Sr.

FAR LeFt: Sigag High Sr a h

irsci wih Grrs Au

dircs drirs h xisig surac

parkig l a h prpsd garag si.

LeFt, toP AnD BottoM, AnD ABove:

Sigag i Mdrd Squar.



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iV. Pk Mm P rqum

The parking study revealed signicant supplies of vacant parking inthe Square, but a lack of fees or nes results in the prime spaces

becoming fully occupied early in the day because they are closer

and more convenient to the Squares destinations. Unfortunately,

this characteristic of the Square will not change with the introduc-

tion of more parking supply at the target site(s). Furthermore, if a

fee for parking is introduced at a new garage, it will become the

least desirable place to park given the number of unpriced vacant

spaces within a 5-minute walk. Therefore, the team recognized that

a number of parking management strategies would be necessary

throughout the Square in order to balance demand and support the

nancing of a new garage.

Parking Management Planand Recommendations

49F rp ob 15, 2010


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In the course of collecting parking inventory information and observ-ing walking conditions, the consultant team observed a number of

locations where additional on-street parking could be added. Several

locations were already used for parking, even though signs in these

locations indicated No Parking. Overall, nearly 80 such spaces

were identiedmostly in the eastern half of the Square. With the

planned re-alignment of Clippership Drive resulting in a net loss

of 10 spcs, o-strt dditios lswhr will s t gi of

approximately 30 spaces in the Squaresimply through the use of

pit d sigs.

Supply Enhancement



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iV. Pk Mm P rqum

Curr rdlpm alg Clipprship Dri will add 30 parkig spacs i

his srch Clipprship, ad ak away 40 -sr spacs, r a lss 10

spacs. Pai ad sigag al culd s his dci ad add a addiial 40

(+/-) spacs i h Squar, r a gai apprximaly 30 spacs.

Prkig: additiol Spcs

-10

+7

+7+8

+3

+2

+2

+10 ~30additional

spaces

Parkig expasi

Parkig Lss

10 Miu

15 Miu

15 Miu Ladig

30 Miu

1 Hur

2 Hurs

Ws Squar

eas Squar

Prpsd Garag Si


2 Hur Busiss Prmi

2 Hur Muicipal emply

Pria Rsidial

Busiss Parkig

Urgulad

Cusmr Parkig

Cmmur L

51F rp ob 15, 2010

86


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ABove: Rcgurai h mai irsci wuld graly impr h

pdsria xpric i h Squar by shrig h crssig disac ad

dlay, ad wuld als cily r up addiial parkig spacs h eas

Squar pars h Ws Squar.

LeFt: exisig cdii a h irsci High Sr, Frs Sr, Mai

Sr, Rirsid Au, ad Salm Sr.

FACInG PAGe: th xisig Ll Sric h irsci irmd h

ab rcmmdais.

n-park bx allw r

mrgcy hicl accss

Frs Sr

tw-way ra c

Rirsid Au

tw-way ra c

Salm Sr

nw pdsria plazas

crad all crrs

h irsci,

icras public spac ad

shr crssig disac

salemstreet

riveideAvenue

Highsteet

Mainst

reet

ringroad

foretstr

eet



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iV. Pk Mm P rqum

Highsteet

forestAvenue

riveside

Main

street

salem

Highsteet

forestAvenue

salem

riveside

Mainst

reet

Improved Walking Access

High and Main streets intersect with Salem Street, Forest Street,and Riverside Avenue at the core of Medford Square. This ve-legged

intersection includes medians and islands on two crosswalks,

breaking up the pedestrian crossing experience. The intersections

signal was timed by the consultant team to calculate average

pedestrian delay. While the average amount of pedestrian delay is

low (good pedestrian level-of-service) for each individual crosswalk,

the cumulative effect of needing to cross as many as three smaller

crosswlks to gt cross th itrsctiopls th fct tht th

maximum delay on each crosswalk is poorresults in a signicant

barrier to circulation between the east and west sides of the square.

Whereas no signal delay would enable the customers of businesses

near High Street and Governors Avenue to access the underutilizedparking spaces near City Hall with a 5-minute walk, the current signal

operation means that a parker near City Hall cannot get across the

main intersection in 5 minutes on foot.

Given the high pedestrian crossing delay observed at the inter-

sctio of High d Mi strts, nlso\nygrd bg to tst

intersection improvements that would reduce crossing delays

while preserving the vehicular capacity of the intersection. It was

determined that re-orienting the Forest Street approach to intersect

only with Salem Street could preserve all operations and levels of

service while converting the intersection to a standard four-way

with shorter crossings and no medians. The solution warrants more

detailed evaluation, but models show little change in vehicular delayand notable improvements to pedestrian delay, enabling many more

parking spaces that are vacant today to be accessed from Square

businesses within a 5-minute walk.

High Street and Governors Avenue safety conditions and crossing

delays were also evaluated by the consultant. Simple curb exten-

sions at this location would have a signicant safety advantage while

oticbly rdcig th crossig distc. This wold rslt i lowr

crossing delays and more parking supply within a short walk.

By making improvements to these two intersections, the consultant

determined that 208 vacant parking spaces would become acces-

sible within a 5-minute walk of the Governors Avenue lot, allowingnearly 90 more cars to be parked nearby before reaching the ideal

85 prct tiliztio rt.

Average Level

of Service

Maximum Level of

Service

> 60 seconds Very High

High

Moderate

Low

Delay Time

Likelihood ofPedestrian

Noncompliance

41 to 60 seconds

31 to 40 seconds

21 to 30 seconds

10 to 20 seconds

< 10 seconds

Level of

Service

Moderate-High

E

C

A

D

Moderate-Low

F

B

Lvl o

svic Dla tim

Lilihood opdian

Noncomlianc

> 60 scds

41 60 scds

31 40 scds

21 30 scds

10 20 scds


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93

pood Dla,accomlihd wih concual

incion imovmn

hown on viou a

No

Dela

y

th walkig disac wih n Dlay, shw ab i h lighr rag ,

rprss a hrical scari i which a pdsria wuld b rquird

wai r a sigal chag g acrss h -lggd irsci a h cr

Mdrd Squar, r a passig car a usigalizd crssigs. Wihu ay

dlay, a pdsria rigiaig a ihr h prpsd garag racs a

h Grrs Au si culd rasably walk h ur dgs h ligh

rag ara i 5 mius walkig im. I raliy, pdsrias i Mdrd Squar

ac sigica dlays wh crssig hs irscis. I h wrs cas

scari, a pdsria cmplyig wih ra c sigals spds mr ha 2 mius

aigaig w r hr crsswalks a Mai ad High Srs br rachig h

hr sid h irsci. this Maximum Dlay, rprsd by h darkr

rag i h diagram, rsuls i a sigicaly smallr ara accssibl

wihi 5 mius walkig im, ad rdrs may eas Squar busisss iac-

cssibl i a 5-miu walk rm h Grrs Au si. A Prpsd Dlay,

which culd b accmplishd by rcgurig h irsci (as shw i h

ccpual rdrig p. 52), wuld acilia br accss bw h as

ad ws scrs h Squar durig ims pak hicular ra c.

Governors Avenue Five-Minute Walking Area

pood gaa

enanc

Maxim

u

mDe

lay



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iV. Pk Mm P rqum

93

th csula am als calculad h 5-miu walkig ara rm a mr

rm rigi i a udruilizd parkig l ar Ciy Hall. th lighr rag

shap ab dpics h ara accssibl a pdsria bgiig a 5-miu

walk rm h cr h public l suh Rirsid Au wih

crssigs dlay. I his n Dlay cas, a pdsria is abl accss a sigica

pri h Ws Squars shps ad rsauras alg High Sr. Hwr,

cmplyig wih h curr crssig idicais a High ad Mai Srs wih

maximum sigal dlay assumd wuld dlay h sam pdsria by r

2 mius, cily limiig pdsria accss Ws Squar busisss

alghr. th Prpsd Dlay accmplishd by rcgurig h irsci

wuld rcc h as ad ws hals h squar.

Clippership Lot Five-Minute Walking Area

Maxim

umDelay

NoDelay

pood Dla

Clihi Lo

55F rp ob 15, 2010


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3 Cra crssigs1 Cra rdr 5 Cmpl sidwalk

6 Impr sidwalk slp 7 Add curb ramp 8 Rm pls

14 Rm cig 16 Rcsruc curb ad walkway15 Wid mdia prci



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iV. Pk Mm P rqum

Recommendations for Pedestrian Improvements

Cra rdr1.Add waydig sigag2.Cra crssigs3.Impr sigh lis4.

Cmpl sidwalk5. Impr sidwalk slp6.Add curb ramp7.Rm pls8.Mak n Righ Rd9.Rduc spds10.

Rduc spds11.Rduc spds12.Cra crssigs13.Rm cig14.

Wid mdia prci;15. rpai crssigs; rcsruccurb ad walkway

Rcsruc curb ad16.walkway

ths ar bsrais ad rcmmdais rm nls\nygaard r

immdia pdsria imprms.Ws Squar

eas Squar

Prpsd Garag Si

1

2

3

4

5

6

7

8

9

10

11

12

1314

15

16

57F rp ob 15, 2010


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Absent incentives to utilize vacant spaces in the Square, parking willcontinue to be heavily utilized and difcult to nd in the most desir -

able parts of Medford Square. A new parking garage alone will not

alleviate this problem. Furthermore, the need to collect parking fees

at a garage (in order to pay for its construction and maintenance)

while surrounding streets remain free will likely see the garage be-

come the parking destination of last resort, which typically leads to

disinvestment. Given this well-documented condition in downtowns

throughout the United States, the consultant team recommends a

parking management program that helps shift long-term parkers

(such as employees) to more underutilized remote spaces while free -

ing up prime spaces for visitors and customers.

The City is encouraged to implement a demand-responsive parking

management approach that has proven successful in numerous

cities in the United States. By implementing on-street pricing that is

higher where demand is highest and lower (or free) where demand

is lowest, the City can ensure availability for customers, guaranteed

parking for employees without the fear of ticketing, protection of

residential neighborhoods from spillover parking, and sufcient

utilization of a new parking garage. Fair pricing strategies will also

help cover the cost of operating and maintaining the garage and

other parking assets.

Four key elements comprise the recommended parking manage-

ment approach to support the optimal utilization of the garage whileimproving the availability of parking in the Square:

Implement Market Rate Pricing Recognizing that parkers re-

spond to pricing, a minimum of three pricing tiers are suggested that

correspond with local market prices. If implemented in response to

utilization patterns, availability can increase throughout the Square

while allowing patrons to pay according to the desirability of the

parking spaces.

Parking Zoning and Management Program

Above: A multi-spac mtr.



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iV. Pk Mm P rqum

Eliminate Time Limits The current time limits are only appropriatefor a limited number of parkers in the Square. If demand-responsive

pricing is in place, time limits are unnecessary as cost will encourage

turnover in time intervals that better match the real needs of those

working, visiting, or residing in the Square.

Use Multi-Space Meters New payment technologies have dramati-

cally improved the ease of payment, enforcement, and revenue

collection for paid parking spaces. Multi-space meters have sig-

nicantly fewer streetscape impacts, as one unit can serve many

spaces. They offer features such as credit card payment, payment

by cell phone, remote recharging from different points in the Square,

and transmission of space availability information to mobile devices

and the internet. A pay-by-space system is recommended with space

numbers posted on buildings or curbside.

Expand Parking Permit Program Utilizing the same demand-

responsive approach that should be implemented for public parking,

employees, commuters, and residents should have different tiers of

long-term monthly parking available for purchase on a monthly basis.

Financial Impact

Utilizing the modeled pricing structure, Nelson\Nygaard estimated

that surplus annual funds could be generated for the City that would

be best directed to improvements in the Square, such as signing,

landscaping, and pedestrian or bicycle amenities. Local manage -ment of the parking system would result in greater surpluses versus

contracting with a private vendor for operations and enforcement.

59F rp ob 15, 2010


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Scrio a

Horly Prkig Permit Parking

High-dmad Parkig$$$

Mdra-dmad Parkig$$

Lg-rm Parkig$

Fr Parkig

Garag Parkig$

emply Parkig$$

Rsidial Parkig$

Rsidial Parkig 5PM-8AM wkdays ad wkdsemply Parkig 8AM-5PM wkdays

$

Ws Squar

eas Squar

Prpsd Garag Si



86


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iV. Pk Mm P rqum

tw scaris ar shw hr, i which parkig r h Squar wuld b diidd

i pricig zs. As h ky (s acig pag) dscribs, -sr pricig is

highr whr dmad is highs ad lwr (r r) whr dmad is lws.

Usig such a sragy, h Ciy ca sur ha h ms ci -sr

spacs i h cr h Squar will ihr ur r quickly r gra

dc ru. th lws pricd, r r, spacs ar lcad a h priphry

whr dmad is lwr, ad hs willig walk ca b guarad h las-

xpsi parkig pis. th dirc bw h w scaris is simply

h allcai mply parkig aras. I Scari A (acig pag), mplys

ad rsids shar spacs durig h wrkig hurs. I Scari B (ab),

mplys ar rsricd rsidial srs.

Prkig: Proposd Pricig Zos

Scrio B

61F rp ob 15, 2010

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62/182

The draft pricing structure is based upon con-servative estimates of supportable pricing in the

Medford Square marketplace. While these prices

might be a good starting place, the City should

carefully observe actual utilization patterns and be

prepared to adjust prices up or down depending

on how close parking utilization is to 85 percent

of capacity on any block face or in any off-street

facility.

Applying these conservative rates to the observed

utilization rates in each hourly pricing zone, over

$600,000 of annual revenues can be expected,

given the recommended hours of operation that

reect daily demand patterns. Similarly, tiered

monthly permit prices would conservatively gener-

ate another $185,000 per year, for a total revenue

stream exceeding $1,000,000 annually. Utilizing

this approach to pricing will generate most of the

revenue to cover parking system expenses from

on-street spaces, but not a new garage. This

recognizes the value that prime spaces have over

garage spaces, which are not as convenient.

By implementing this approach throughout the

Square and eliminating time limits, net revenuecan be made available for local improvements if

the City chooses to self-nance the new multi-

space meters. Assuming that annual debt service

on an installation of 30 units will be no more than

$30,000, on-call maintenance and service costs

would require up to an additional $75,000 per

year. Two full-time personnel with benets are es -

timated to cost $250,000 per year for dedicated

enforcement and maintenance.

Alternately, many municipalities choose to have

their entire system run privately. While a precise

estimate is not possible, given typical ratios ob-

served in other cities, Nelson\Nygaard estimates

that as much as three-quarters of the total system

revenues would be lost to the private entity.

Pricing Revenues & Costs

On-Street Fee Structure

High-Demand Spaces 82

Hours of Operation 9AM to 7PM

Hourly Fee $1.00

Moderate-Demand Spaces 265


Hourly Fee $0.75

Long-Term Spaces (inc. garage) 310


Hourly Fee $0.50

Annual Revenue by Hourly Paid SpaceTotal Annual Revenue per

High-Demand Space

$2,606

Total Annual Revenue per

Moderate-Demand Space

$1,564


Long-Term Space

$1,043

Revenue at Existing Utilization Rates

Total Annual High-Demand

Parking (77% utilized)

$165,000

Total Annual Visitor Parking (66%

utilized)

$274,000

Total Annual General Parking

(51% utilized)

$165,000

Total Annual Hourly

Paid Parking Revenue

$603,000

Revenue at Target Utilization Rate (85%)

Total Annual Customer Parking $182,000

Total Annual Visitor Parking $352,000

Total Annual General Parking $275,000

Total Annual Hourly

Paid Parking Revenue

$809,000



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iV. Pk Mm P rqum

Monthly Permit Fee Structure

Garage Permits

(75% of Probable Capacity)

135


Monthly Fee $60

Employee Permits 525

Hours of Operation 9AM to 5:30PM

Monthly Fee $15

Residential Permits N/A

Hours of Operation 5:30PM to 9AM

First Permit (Annually) $10

Second Permit (Annually) $30

Third & Each Additional Permit

(Annually)

$100

Annual Revenue by Permit

Total Annual Revenue per Garage

Permit

$720


Employee Permit

$180


Residential Permit

$10; $30; $100

Annual Permit RevenueGarage Permit Revenue

(180 spaces)

$90,720

Employee Permit Revenue

(525 permits)

$94,500

Total Annual Permit Revenue $185,220

Annual Parking System Revenues

Paid Parking Revenue $603,000

Permit Revenue

(Optimal Garage Capacity)

$185,000

Enforcement Revenue (Est.) $250,000

Total $1,038,000

Annual Parking System Costs (sel-nanced)

Equipment Service, Maintenance

(30 pay stations)

$75,000

Personnel $250,000

Total after Maintenanceand Operations

$713,000

Annual Parking System Costs (privately-nanced)*

Service Contract Estimate $800,000

Personnel $65,000

Total after Maintenance

and Operations

$173,000

* The privately nanced option is based upon an assump-tion that private vendors typically ofer an annual pay-

ment to the municipality in exchange or collecting and

retaining all enorcement revenues. The scenario above

assumes an annual payment o approximately $250,000

to the municipality ($1,038,000 in revenues, minus this

$250,000 payment, reveals the Service Contract Estimate

o approximately $800,000). One City stafer at hal-time

would still be required to manage the relationship with

the vendor.

63F rp ob 15, 2010


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Transitioning from a time-limited enforcement system to a pay-as-you-go unlimited parking system can be very simple to describe to

the traveling public. Other than special regulations for buses, loading,

or sfty clrcs, ll xistig prkig rgltory sigs c b r-

moved. Simple pay for parking signs can be placed at entry points

to each pricing zone, with the only additional signs at the multi-space

meters themselves. Adhesive stickers indicating the hourly charge

c b plcd o sigs withi crti zos. Sch stickrs c b

replaced easily if the pricing structure changes. Similar barrier signs

c b sd o rsidtil strts d log strts sd for low-

rate monthly paid parking.

Signing Plan



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iV. Pk Mm P rqum

DC

A

e

a. Buldr, Clrad

B. Palm Bach, Flrida

C. Dr, Clrad

D. Salm, Massachuss

e. Salm, Massachuss

Bst Prctics Sigg

b

65F rp ob 15, 2010


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67/182

v.PrpsdGarag Si


68/182

governorAvenue

badleeroad

High

str

eet

Rsidial

Buildig

FuralHm

RailSrr

FuurRsaura

Rsaura

Rsaura

ocs

th Grrs Au si is currly a 70-spac muicipal parkig l. As h

imags suggs, i is alms always lld capaciy.



69/182

th highs pi h si is h rhws crr, whr h l ms h

rsidial buildig. Raiig walls, rmas h udai h prius

garag, d his crr.

Site Description

The Governors Avenue parking lot, the preferred site for furtherstudy, is located immediately adjacent to the center of activity in the

west half of Medford Square. The edge dimensions of the trapezoidal

parcel are approximately 244 feet to the north, 108 feet to the east,

215 feet to the south, and 115 to the west, resulting in an overall

site area of 25,848 square feet.

Th sit is bodd o th st by Brdl Rod d o th wst by

Governors Avenue. To the immediate north of site, sitting above sig-

nicant retaining walls, is a ve-story brick residential building and a

small ofce building. The southernmost quadrant of the block, facing

High Street, is occupied by several retail and restaurant storefronts.

Crrtly, th sit is occpid by slopig 70-spc srfc prkiglot. The topography on the site is notable. From its highest point at

the northwest corner of the lot (facing Governors Avenue) to its low -

est elevation at its southeast corner (facing Bradlee Road), the site

drops approximately 10 feet. The abutting retail storefronts that face

oto High Strt r ll sigl-story strctrs, with th xcptio of

Gaffey Funeral Services.

69F rp ob 15, 2010


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ABove: Drawigs h prius garag, which was dmlishd i 2005.

I discussis wih h Ciy ad h public durig h Parkig op Hus,

h am d grally gai public prcpi h prius garags

apparac. Wih a hay, paqu ccr clsur, ad lil aural ligh r

rasparcy, h dsig h garag limid isual cci bw isid

ad usid, ad his lack isibiliy cribud a rducd ss scuriy

amg may parkrs.

Elevations

Typicl Pl



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V. Pp g s

th prius garag ccupid irually h ir pri h si. I was

a w-ad-a-hal-sry ccr buildig wih ry w pigs allw r

ilai ad daylighig.

From 1983 to 2005, a 164-space, two-and-a-half-level garageexisted on the Governors Avenue site. Building and zoning codes in

effect during the construction of this garage allowed for much denser

occupation of the site than could be achieved in the current regula -

tory climate. The width of parking stalls was then much narrower

than current building code allows, and drive aisles were similarly less

generous. Additionally, the garage presented signicant barriers to

handicapped accessibility: it lacked an elevator to connect all three

parking levels, and offered too few designated accessible parking

stalls. It is important to note that any contemporary garage on this

site would thus not achieve the same density.

accordig to th 2005 Medford Square Master Plan, occpcy of

the previous garage was consistently high, reaching 84 percent oc-

cupancy in the morning hours and more than 90 percent occupancy

i th ftroo hors. I thir rct lysis of th sit, nlso\

Nygaard observed similarly high occupancy in the current surface lot,

which houses approximately 70 cars.

The previous garage was demolished in the spring of 2005, after the

top oor collapsed.

Previous Garage

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Fll Sit Optio

Prtil Sit Optio

10 rm rsidial

buildig

ery rm

Bradl Rad

178ac

238ac

10

Zr-l-li buildig

10 15 30

15

o-sry ry

paili rmGrrs Au



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V. Pp g s

I ordr to drstd th cpcity of th sit, d th prkig co-gurations the parcel could hold, the design team tried two primary

plig optios.

Full Site Option This maximum option was studied purely to

understand the number of parking spaces that could be generated

on the site, devoid of other considerations. This full site plan yields

238 vehicular spaces. The considerable downside to this option is

its relationship to the buildings to the north: it is a mere 10 feet from

the existing residential and ofce buildings. As street-level perspec -

tives demonstrated, this garage is not responsive to concerns that it

t into the context.

Partial Site Option The second option attempted pulls the buildingback slightly from the northern lot line, to allow for a 30-foot setback

from the adjacent buildings. An entry pavilion at the Governors

Avenue entrance is still required in order to take advantage of the

natural high point of the grade, but this entry is a small single-story

appendage, set back 15 feet from the lowest oor only. Shade-

tolrt trs d bioswl cold b isrtd i th rsltt gp

between the garage and the buildings to the north to create a visual

buffer and to help deal naturally with storm water runoff. This option

yields 178 vehicular spaces and a minimum of 22 bicycle spaces.

Visual Impact o New Garage

73F rp ob 15, 2010


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exisig Cdiis:

Surac parkig l

Full Si Garag

Parial Si Garag



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V. Pp g s

oc h plas wr i plac, simpl

digial massig mdls bh pis

wr buil s h isual impac

h garag h si rm arius

prspcis. ths prspcishlpd h cli ad dsig am

arri a a dcisi rward h

Parial Si pi, as h Full Si

Garag was massi ad irusi

i h cx.

Ulimaly, h ccpual dsig was

a rm h Parial Si pi.

I h rd schm, s i Sci

vI his rpr, h archicur

ad massig wr adjusd brak

dw h bulk h buildig whil

maiaiig h maximum umbr

parkig spacs.

toP: ery h Parial Si Garag

rm Grrs Au.

MIDDLe: th Full Si Garag rm

Grrs Au.

RIGHt: th xisig surac l.

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Site Impacts

Given that a garage previously occupied the site, and that the sitecrrtly hosts wll-sd srfc lot, it c b ifrrd tht prk-

ing use is compatible with this location. Numerous business owners

and customers of the West Square who attended both the Parking

Op Hos d th Pblic Mtig xprssd spport for w

garage on this site, for the relief it will offer to the perceived parking

decit in this half of the Square. Among those most likely to utilize

the garage are patients and visitors to the nearby medical ofces,

employees and customers of High Street businesses, and evening

patrons of the Chevalier Theatre.

Although the Governors Avenue site is zoned as a zero-lot-line parcel,

th optios forwrdd i this stdy ckowldg th cotxtl d

fctiol d for stbcks o th sothr d orthr dgs

of the site. While the adjacent businesses to the south use their

High Street addresses as the primary means of entry and access,

these businesses also have secondary or service entries currently

accessed from a narrow passageway to the rear of their buildings,

dirctly off of th crrt prkig lot.

In addition, the team looked at both the vehicular and visual impact

of w grg o th srrodig strts d bildigs. Th

existing residential and ofce buildings to the north, which sit very

close to the lot line, were carefully considered in the garage massing

strtgis.

LeFt AnD MIDDLe: Lcal busisss

i Mdrd Squar.

ABove: A mdical c buildig

a h crr High Sr ad

Grrs Au.



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V. Pp g s

Positive Impacts on the Surrounding Uses

thr ar a umbr lcal csiucis i h wsr hal Mdrd Squar

ha will b rm a w garag h Grrs Au si. Amg hs

csiucis ar h isirs ad pais h arius mdical cs h

ws Grrs Au, h rail ad busiss cusmrs h High Sr

busisss, ad pars h Chalir thar Frs Sr. Pridig a

sa, jyabl, ad accssibl ru bw h garag ad h thar will b

crucial rgig a prgrammaic cci bw h w buildigs.

pood

Nw gaa

Mdod squa

Mdical Nxu

Chvali

tha

rail and buin

77F rp ob 15, 2010


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1High/Forst Pththis pahway aks adaag

h alrady-xa Ciy sidwalksad h plasa amsphr

h Squar, ulimaly rig h

ms pial aciiy h cr

h Squar. Alhugh i is a w

sps lgr ha h hr pis,

i rquirs irually capial

imprms. Waydig sigag

bw h garag ad Chalir

highligh his ru is h ly

suggsd imprm. this is h

rcmmdd pahway.

2Brooks L Pththis pahway wuld sd pds-

rias acrss Bradl Rad, ad

dw hrugh a xisig allyway

bw w prialy wd build-

igs. this spac is currly usd r

pria parkig, ad wuld rquir

h Ciy parrig wih h pria

wrs cduc h rquisi

capial imprms (lighig, pa-

ig, sigag) mak his a asibl

pdsria pi.

3Brdl Rod Pththr ar sral majr disadaags

his pahway. Firs, pars wuld

ha climb h sp grad uppr

Bradl Rad, a grad ha may

m accssibiliy sadards. och pdsria rachs h p, h/

sh mus slip bw w rsidial

buildigs (h curr si h

rsidial dumpsrs), ad a w

sair/ramp wuld d b isrd.

th rmaiig slpig grad dw

h Chalir parkig l wuld als

rquir rgradig.

pival

ownd

o

pival

ownd

o

s ainin wall and nc o

idnial dum

Signicant dip in the pavement

foetst

eet

Hihstreet

badle

eroad

Chevaliertheare



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V. Pp g s

Pedestrian Impacts

th dsig am iiially csidrd sral pssibl rus bw h

Grrs Au si ad Chalir thar ha pririizd, aryig dgrs,

h shrs ru bw h w srucurs, h ms isually irsig

ru, ad h pah wih h las pgraphic chag (ad hus h las csly

iri). I rdr pimiz all hs ccrs, h prjc am arrid

a h cclusi ha h pdsria ru alg High Sr ad up Frs

Au maximizd cicy ad pdsria xpric whil miimizig css.

pood

Nw gaa

Bradl Rad Pah

777 = 0.15 mils = 3 mius

Brks La Pah

805 = 0.15 mils = 3 mius

High/Frs Pah

957 = 0.18 mils = 3.6 mius

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t aiga h 5- dirc i grad bw h back passagway (33- lai) ad h buildig irirs (28- l-ai), h xisig curyard spac wuld b r-gradd h 28- ll, ad a sair ad accssibl ramp wuld b isrd.

BeLoW, LeFt: th rar xi a lcal rsaura acs h Grrs Au si.

BeLoW, RIGHt: th xisig udruilizd pck spac.

+33

+28



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V. Pp g s

High Strt Bildigs: Bck etrc

Th rtil bildigs o High Strt tht bck p to th pottil

grg sit r zro-lot-li bildigs: thy sit xctly o th prcl

line. The previous garage on this site was set back approximately

three feet to allow for a service passageway between the garage

and these buildings. In the massing schemes for the future garage,

the new building allows for a more generous ve-foot passageway

btw th grg d th rtil bildigs. Th slop log th

passageway length rises gradually from Bradlee Road to Governors

Avenue, and with slight grading adjustments, can be fashioned into a

handicapped-accessible route from the garage to the rear of the High

Strt bildigs. a xistig, drtilizd pockt of spc i th

center of this block can be re-graded to match the oor level of the

retail buildings, and a stair and accessible ramp inserted to create a

plst try spc to ccss ll bttig bildigs.

I addii makig h passagway wd-clad (a bardwalk), buildig-mud lighig alg h passagway ad suspdd lighig ab h w

ry spac culd cra a plasa ig xpric r pars uur

rsauras husd i hs buildigs. exrir saig culd als b csidrd

r his spac.

Impacts to Access

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A new parking garage in Medford Square of approximately 180vehicular spaces, and a minimum of 22 bike spaces, can be expected

to see a worst-case volume of 110 entering cars in the morning peak

hour and 110 existing in the evening peak hour. Utilizing census data

and existing vehicle turning movement counts at the intersections of

High and Main streets, and High Street and Governors Avenue, the

consultant team distributed potential garage trafc through these

itrsctios i ch pk hor.

The High Street and Main Street intersection processes a signicant

volume of trafc in each peak hourapproximately 3,000 carsand

would be almost entirely unaffected by a new garage adding less

than 100 new vehicles in either peak hour to the intersections least

congested movements.

The High Street and Governors Avenue intersection processes 1,100

cars in the morning peak with a 7-car queue on stop-controlled

Governors Avenue, which contributes to a Level of Service (LOS)

E. However, the garage would be served by an entrance off of

Governors Avenue north of High Street, resulting in no impact to this

intersection in the morning. In the evening, the Governors Avenue

queue today is only 3 cars on average, but the exiting garage will add

up to another 6 cars to this queue. The intersection would drop from

a LOS D to LOS E with a 9-car queue extending up Governors Avenue

near the garage exit. While a trafc signal at Governors Avenue and

High Street would solve this situation, the delay is acceptable for astop-controlled minor street. It is advisable to observe actual condi-

tions before proceeding with new trafc controls.

Nonetheless, this intersection would benet from improved

geometry that would increase driver sight lines compromised today

Vehicular Impacts

existig OprtiosPM Pak (All tra c)

40%

25%

15%

Highsteet

governorsA

venue

badle

er

oad

salemst

reet

Mainst

eet

20%

C

D

o arag, 3-car quu i h PM

pak hurs.

nls\nygaard bsrd 57 cars

urig l High Sr rm

Grrs Au.

Currly, illgal l urs rm

Bradl Rad High Sr

caus dlays.

%

C

D

e

Lvl o svic

21-30 Scd Dlay

31-40 Scd Dlay

41-50 Scd Dlay

o h cars mighrugh his irsci,

his prc las i his

dirci

Illgal ur

brook

sL

nf

oretstr

eet



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V. Pp g s

Recommendations

Wih h addii a 180-spac

garag i his ara Mdrd

Squar, nls\nygaard

rcmmds h llwig acis

allia h ra c impacs

lisd blw:

Rrsal Bradl Rad1.dirci i his blck will

limia h hra illgal

l urs.

Isallai curb2. xsis will aid sigh lisad rduc crssig dlays.

180-spc GrgPM Pak (All tra c)

40%

25%

15%

Highsteet

governorsA

ve

badle

er

oad

salemst

reet

Mainst

eet

20%

C

e

o h cars pullig u h

garag, i is simad ha 22

wuld ur righ, ad 71 wuld

ur l.o arag, 7-car quu i h PM

pak hurs.

nls\nygaard simas 99 cars

wuld ur l High Sr

rm Grrs Au.

o cars laig h garag

Bradl Rad, a simad 17

wuld ur righ High Sr.

by cars parked in and close to the intersection. Simple curb exten-sios clrig crs bck s littl s t ft t th corrs d

removing parked cars from the intersection would allow Governors

Avenue motorists to merge into High Street trafc more safely,

reducing perceived delay. Furthermore, the curb extensions would

greatly improve pedestrian safety and reduce crossing delays,

capturing more existing parking spaces within a short walk of the

Squares businesses.

Trafc Circulation Changes

Th thrt of illgl lft trs ot of Brdl Rod oto High Strt

increases given the possibility of long queues on Governors Avenue

at High Street during the PM peak hour as the garage empties. Thismaneuver is already observed by the consultant team and many

workshop participants. While a new median break at the Governors

Avenue garage exit would enable better access to eastbound High

Street for garage users, the queue for left turns onto High Street

might discourage this route and preserve the appeal of exiting at

Bradlee Road. Therefore, the team recommends reversing the direc-

tio of Brdl Rod for th o block soth of Portr Rod, possibly

supported by a new median break at Porter Road on Governors

Avenue. This treatment enables new access to the garage from High

Street without using Brooks Lane, eliminates the risk of left turns

from Bradlee Street onto High Street, helps discourage cut-through

trafc on Bradlee Road into the Square, and preserves easy accessto ll proprtis o Brdl Rod. Vhicls hdig wst o High

Street can easily bypass the left-turn queue.

1

2

2

1

brook

sL

nf

orets

treet

poteroad

83F rp ob 15, 2010


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FACInG PAGe, toP LeFt: o-sr

parkig alg Grrs Au.

toP RIGHt: viw lkig ws a h

rh sid High Sr.

MIDDLe LeFt: viw lkig ws a

h suh sid High Sr.

MIDDLe RIGHt: viw lkig as a

h suh sid High Sr.

BottoM LeFt: Parkig h rh

sid High Sr.

BottoM RIGHt: A car urig

Grrs Au rm High Sr.

Proposed Trafc and Roadway Impacts

A w parkig srucur h Grrs Au si will rquir sral

chags h rads ad sidwalks immdialy adjac h si prmi

sa ad asy accss ad rm h garag. Curb cus alg Grrs Au

ad Bradl Rad will b rlcad prmi hicular accss h mai ris

h srucur. Addiially, a cu hrugh h mdia ha sparas ppsig

rac alg Grrs Au may b rquird allw r suhbud rac

r i ad xi rm h garag. o-way rac w alg Bradl Rad

will likly d b rrsd s ha hicls ral rhward ly alg his

srch Bradl Rad uil is irsci wih Prr Sr. As par his

sragy, Brks La wuld rmai a suhbud -way ru allw asy

accss h ural hm i paricular. (S Sci Iv: Parkig Maagm

Pla ad Rcmmdai, pp. 4665, r urhr irmai abu radway

impacs.)

001520 50

teertShgiH

Bradle

e

Roa

d

Governors

Avenue

BrooksLane

rvid

trafc

ow

rvid

trafc

ow

Nw

cucu

Nw cu cu

rvid

iland cu

houh



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V. Pp g s 85F rp ob 15, 2010


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vI.Garag Sudis


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Design Approaches

Two optios for th dsig pproch to th grg wr tstd toprovide two price models and an opportunity for the community to

weigh in on two compelling but strongly differentiated approaches.

Th Brick Garage is modeled on early twentieth-century com-

mercial and mill buildings typical to Massachusetts cities and

towns. Each structural module is subdivided into two bays dened

by thick pilstrs tht strtch btw th bs d th top of th

wall. A brick corbel above the upper window head helps make this

trsitio btw th pilstrs d th ppr zo of th fcd.

Brick spandrels of a slightly darker color dene the parapet at each

parking level. The brick of the base, pilasters, and top of the wall

should closely match that of the neighboring apartment building.

The garage option is meant to be timeless in style and look like it

ws lwys thr. as rslt, th bildig will ot cll tttio to

itself, despite its relatively large size.

The Brick Garage is supported by a cast-in-place system of con -

crete columns and beams, and its structure is concealed behind

the pilasters and recessed spandrel panels described above. This

specic structural system was selected in order to minimize the

hight of th spdrl coditio, thrby llowig th tllst op-

ing possible at each level to support natural ventilation. Specically,

the state building code mandates that 40 percent of the garages

total facade area remain free and open in order to avoid the

requirement for a costly mechanical ventilation system in the struc-ture. (See the Appendix for relevant excerpts of the Massachusetts

State Building Code that dene this condition.)



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Vi. g su

Th scod grg optio, th Green Garage, uses natural vegeta-tion rather than a masonry skin to give character and distinction

to the garage. To avoid the need for difcult-to-maintain irrigation,

the vegetation is planted in the ground around the perimeter of the

buildingincluding a vine pocket along the alley on the south side of

the garage. Since it will take several years for the ivies to cover the

garage, the supporting trellis is intended to be visually interesting in

its own right; the slightly canted poles are meant to represent the

view through a dense forest. In contrast to the vegetated walls, glass

stir ltrs r proposd i th two corrs closst to High Strt.

A mix of glass colors will create a memorable evening landmark as it

welcomes visitors to the restaurants in the Medford Square.

Bcs th tir fcd is poros d op, th Gr Grg

meets the Massachusetts Building Codes 40 percent open facade

area requirement without having to limit itself to a specic structural

logic. The Green Garage employs a different structural strategy than

its brick counterpart; this option employs a slender steel frame of

columns and girders to support precast concrete double-tee beams.

The Green Garage exposes its structure, offering glimpses of itself

through the vegetated walls. Such a hybrid structural system is

often less expensive than a cast-in-place equivalent, and in many

cases can be erected faster since it requires no formwork and is not

dependent on favorable weather conditions.

Having considered many structural strategies, the design team ulti-mately chose to pair the two garage schemes with specic structural

systems that meet the respective functional and aesthetic goals of

each. In forwarding a distinct structural strategy for each scheme,

the team was able to explore two varied structural strategies that

are conceivably interchangeable. (Please refer to the Appendix for

more detailed structural and cost estimating information.)

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Brick Bildig Prcdts i

th Bosto ar

Brick Garage

tHIS PAGe: A brick buildig Mlchr Sr, i h Fr Pi igh-

brhd Bs. th brick crblig

dail a h p h al ull-high

widw was a dail ha was uilizd

i h Brick Garag pi.

FACInG PAGe: this cmmrcial

buildig h crr High ad

Frs srs i Mdrd Squar is a

xcll xampl arly wih-

cury cmmrcial archicur. th

srg rical pilasrs ad rcssd

spadrl pals cra dph ad

isual irs h acad.



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Vi. g su

Brick Grg Prcdts

I h irs rwardig schm ha lkd lik i righ i h

surrudig cx, h dsig am ud ispirai i sm xmplary lcal

masry prcds. A ariy lcally mid dails wr usd i h ulima

ccp r h Brick Garag, shw h llwig pags. o bh h

prcds usd hr, brick pirs r srg rical xprssi, mad mr pr-

medford garage final report 10.15.11

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