Trucks In The South Boston Waterfront - Bostonmpo
Trucksin theSouth BostonWaterfront
Trucks in the South Boston WaterfrontApril 2017Trucks in the South Boston WaterfrontProject ManagerBill KuttnerProject PrincipalMark AbbottGraphicsKate Parker-O’TooleCover DesignKim DeLauriThe preparation of this document was supportedby the Federal Highway Administration throughMHD 3C PL contracts #32075 and #33101.Central Transportation Planning StaffDirected by the Boston Region MetropolitanPlanning Organization. The MPO is composed ofstate and regional agencies and authorities, andlocal governments.April 2017Page 1 of 48
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Trucks in the South Boston WaterfrontApril 2017ABSTRACTThe South Boston Waterfront is arguably the most intensely studied area ofBoston. Both the Seaport Public Realm Plan, prepared by the BostonRedevelopment Authority in 1999, and the South Boston Transportation Study,prepared by the City of Boston in 2000, envisioned strong growth in housing andnon-industrial employment, and continued vitality in water-related and otherindustrial activities. After more than a decade of development, the South BostonWaterfront Sustainable Transportation Plan, in 2015, afforded an update to theearlier transportation plan.As trucking is the predominant freight mode serving the South Boston Waterfront,this report complements the two studies cited above by developing a detailedpicture of truck operations in the South Boston Waterfront—analyzing the trafficvolumes, travel patterns, and needs of the neighborhood. First, we defined eightdistinct types, or classes, of trucks and a cordon of ten locations through whichalmost all truck movements into and out of the South Boston Waterfront cross.We observed trucks in each of the eight classes entering and exiting the cordonarea during five specified time periods throughout the day. The results of thisfieldwork represent the major findings of this report.Staff organized the truck travel data and used it to analyze current traffic androadway issues in the study area from the perspective of the trucks that serve it.Issues analyzed from this perspective include the increasing overall study area traffic congestion,expanded use of the South Boston Bypass Road,growth trends at the Conley Marine Container Terminal, andtruck volumes at Fish Pier, and the Boston Convention and ExhibitionCenter.This study does not make specific recommendations, rather, it contributesadditional freight and truck data and analyses, which study-area stakeholdersand operating agencies may utilize when developing policies and programswithin their areas of responsibility.Page 3 of 48
Trucks in the South Boston WaterfrontApril 2017TABLE OF CONTENTSPAGEABSTRACT . 31. Introduction. 71.1Background . 71.2Goals of the Study .82. Estimating Truck Volumes by Truck Type.92.1Defining a Cordon Area .92.2Descriptions of Cordon Points .102.3The Definition of “Truck” .132.4Total Daily Cordon Volumes .142.5Types of Trucks.162.6Cordon Volumes by Truck Type .193. Applying Truck Data to Waterfront Planning Issues .363.1Congestion in the South Boston Waterfront.363.2Growth in Ocean Shipping .373.3Other Planning Issues .454. Summary and Conclusions .46TABLE 1All Trucks . 15TABLE 2Truck Classification Groups . 17TABLE 3Two-way Truck Volumes by Cordon Point and Truck Type . 18TABLE 4Single-Unit Box-Type Trucks (Unrefrigerated) . 21TABLE 5Box-Type Semi-Trailers (Unrefrigerated) . 23TABLE 6Single-Unit Refrigerated Trucks . 25TABLE 7Refrigerated Semi-Trailers . 27TABLE 8Single-Unit Trucks: Other Configurations . 29TABLE 9Semi-Trailers: Other Configurations . 31TABLE 10Hazardous Cargoes . 33TABLE 11Ocean Shipping Containers . 35Page 4 of 48
Trucks in the South Boston WaterfrontApril 2017FIGURE 1South Boston Waterfront Cordon Area . 11FIGURE 2Typical Truck with Doubled Rear Wheels. 13FIGURE 3Single-Unit Box-Type Trucks (Unrefrigerated) . 20FIGURE 4Box-Type Semi-Trailer (Unrefrigerated) . 22FIGURE 5Single-Unit Refrigerated Trucks . 24FIGURE 6Refrigerated Semi-Trailer . 26FIGURE 7Single-Unit Trucks with Other Configurations . 28FIGURE 8Semi-Trailer with Other Configuration . 30FIGURE 9Truck Displaying Hazardous Cargo Placards. 32FIGURE 10 Ocean Shipping Container . 34FIGURE 11 Trucks Going to Conley Terminal via East First Street . 39FIGURE 12 Locations Served by Conley Terminal Ocean Containers . 42Page 5 of 48
Trucks in the South Boston WaterfrontApril 2017Page 6 of 48
Trucks in the South Boston Waterfront1INTRODUCTION1.1BackgroundApril 2017The South Boston Waterfront is arguably the most intensely studied part of thecity of Boston, and to a large degree, these studies have focused ontransportation. Like many urban districts, the South Boston Waterfront (the studyarea) owes its character largely to its location on the waterfront and proximity toBoston’s central business district. Culminating early in the last century, thiswaterfront area was transformed from extensive tidal flats into a working port withadjacent industrial property via an intensive landfill project. At that time, theSouth Boston Waterfront was connected with the rest of North America primarilyby the freight rail network, along with a limited street system.By the 1970s, the containerization of ocean shipping and completion of theInterstate Highway System had fundamentally changed the nature of portoperations and the geographical distribution of industrial activity. The SouthBoston Waterfront, wedged between Boston’s central business district and aresidential neighborhood, already had declined into mostly underutilized land andwould now be transformed into something entirely new. Once again, thecharacter of the South Boston Waterfront would be shaped largely by itstransportation infrastructure.The need to expand the capacity of the Central Artery in downtown Boston hadlong been acknowledged. When plans for its reconstruction began in earnest inthe 1980s, the decision was made to incorporate a third harbor tunnel into theproject, the entire effort coming to be known as the CA/T project. A set of rampsconnecting Interstates I-90 and I-93 with the changing waterfront area becamekey features of the project and literally formed the road map within whichsubsequent planning would take place.The Boston Redevelopment Authority (now the Boston Planning andDevelopment Agency) published The Seaport Public Realm Plan in 1999.1 Thisreport presented a vision for land use and development in the South BostonWaterfront and clearly delineated areas that were preserved for industrial use bypolicy or regulation. The non-industrial parcels slated for development werecloser to downtown Boston, and even with important designations of future openspace, the anticipated development clearly would be massive.1Boston Redevelopment Authority, The Seaport Public Realm Plan, February 1999.Page 7 of 48
Trucks in the South Boston WaterfrontApril 2017A companion study, South Boston Transportation Study was completed by theCity of Boston in 2000.2 This report contained a detailed analysis of how a newlyredeveloped South Boston Waterfront could best utilize the expandingtransportation system that was under construction at that time. Again, theactivities of the working port were acknowledged and the volumes of truck trafficthat would support port and related industrial activities were anticipated andplanned for.Development of the South Boston Waterfront accelerated after completion of theCA/T project and the new Silver Line Waterfront bus rapid transit facility in 2004.A decade later, with development still less than half built out, a need for a freshlook at the area’s transportation challenges became apparent. The planning andengineering firm VHB was retained by a group of governmental and nongovernmental stakeholders to lead a study that would update and expand uponthe work of the South Boston Transportation Study.3While the importance of trucks in the South Boston Waterfront were consistentlyacknowledged and accurately described in these earlier studies, the truck data inthese studies were at a descriptive rather than analytical level of detail; such thatin most cases, area stakeholders who wished to perform calculations on thenumber of trucks or consider the utilization of trucks by type and purpose neededto collect data anew.1.2The Goals of this StudyThe cornerstone of this study is to develop a strong baseline of truck traffic datafor the South Boston Waterfront. Staff has collected truck data exclusivelythrough field observation, which allows for all trucks to be characterized by typeor function. These vetted data are presented here.There are many transportation and development issues currently being studiedby South Boston Waterfront stakeholders. This report uses some of the newtruck data to analyze several of these current planning issues from a freightperspective.These data can also serve as a baseline for further, more detailed data;throughout this report, we will suggest investigations that could build upon thisdata. We also will discuss the possibility of incorporating these data into thecalibration process for the Boston Region Metropolitan Planning Organization(MPO) travel demand model.23City of Boston, South Boston Transportation Study, July 2000.VHB, South Boston Waterfront Sustainable Transportation Plan, January 2015.Page 8 of 48
Trucks in the South Boston WaterfrontApril 20172ESTIMATING TRUCK VOLUMES BY TRUCK TYPE2.1Defining a Cordon AreaThe analytical framework used in this study is the traffic cordon. We haveidentified a portion of the South Boston Waterfront road network where vehiclescould enter or leave at number of well-defined points. We assume that, duringthe course of a typical weekday, the number of vehicles of each type that enterand leave the cordon area is the same, which is the key to organizing datagathered in the field into useful traffic information.The South Boston Waterfront and the study cordon points are shown in Figure 1,and indicated by the following: Green arrowsLocations where trucks can enter the cordon area are indicated with greenarrows. In most cases, these arrows represent the inbound direction of atwo-way street. Highway exit ramps are also shown in this manner. Red arrowsLocations where trucks can leave the cordon area are indicated with redarrows. In most cases, these arrows represent the outbound direction of atwo-way street. Highway entrance ramps and a one-way street leaving thecordon area are also shown in this manner. Blue shadingTrucks with more than 2.5 tons of capacity are prohibited on residentialstreets that meet the South Boston Waterfront. Trucks serving localdestinations are exempt from this prohibition; Summer Street at East FirstStreet shows both a blue truck prohibition shading and cordon countarrows for trucks serving local businesses.The other studies cited in Section 1 had defined formal study areas that includedand extended beyond the cordon area used in this study. The cordon area herehas been defined in a way that facilitates the acquisition and analysis of truckflow data. The findings developed for this study’s cordon points can informplanning issues both within and outside the cordon area; some of these issueswill be discussed later in this report.Page 9 of 48
Trucks in the South Boston Waterfront2.2April 2017Descriptions of Cordon PointsFor the purposes of this study the cordon crossing points have been divided intothree groups: three arterial streets crossing the Fort Point Channel, ramps ontoand off of the express highway system plus the South Boston Bypass Road, andcity streets that connect with the South Boston neighborhood. The routes anddistricts served by these cordon-crossing points relate closely to how truck trafficenters and leaves the South Boston Waterfront.Fort Point Channel ArterialsSeaport Boulevard, and Congress and Summer Streets allow trucks to reachdestinations in downtown Boston as well as use I-93 ramps, mostly to and fromthe north; and for a number of movements, the three crossings can substitute foreach other.Ramps Connecting with the Regional Express Highway SystemThese cordon points are actually within the cordon area rather than at itsperiphery. Three distinct freeway entrance ramps lead to I-90 eastbound into theTed Williams Tunnel, I-90 westbound to the Turnpike Extension, and to I-93, bothnorthbound and southbound. For the reciprocal movements, three distinctfreeway exit ramps bring traffic into the Waterfront area from the Ted WilliamsTunnel, the Turnpike Extension, and I-93. The exit ramp from I-93 is only bringingtraffic from the south. Traffic coming to the Waterfront from the north on I-93must use one of the Fort Point Channel arterials.The South Boston Bypass Road was built as part of the CA/T project. Itsupported construction of the CA/T and has continued as a truck-only routeconnecting the Waterfront with I-93 and nearby industrial areas. The cordon pointis just south of an intersection with Cypher Street, at the north end of a gradeseparated right-of-way that the Bypass Road shares with a freight rail spur.City Streets Connecting with the South Boston NeighborhoodMost city streets between the South Boston Waterfront and the historic SouthBoston residential neighborhood do not allow through truck traffic. At the westernend of the cordon area is A Street, a two-way street that does permit truck traffic.A Street is intersected by Second Street, a one-way street that allows all traffic,including trucks, to leave the cordon area.While package delivery and garbage trucks are generally permitted to use SouthBoston residential streets, only Summer Street at the eastern end of the cordonPage 10 of 48
SeaportBEntering cordon arealvdLeaving cordon areaCongresSuTruck-restricted streetsFish PierFuture Dedicated Freight CorridorsStmmerStto I-93from Ted Williams Tunnelfrom Turnpiketo Turnpike Extensionfrom S.E. ExpesswayBostonConvention andExhibitionCenterSummerStAStBypassRdto Ted Williams TunnelW. 2ndStFuture Dedicated Freight CorridorConley TerminalE. First StBOSTONREGIONMPOFIGURE 1South Boston Waterfront Cordon AreaFreight Planning Support:FFY 2015
Trucks in the South Boston WaterfrontApril 2017area has been counted as part of the cordon for this analysis because of thesubstantial number of businesses that can be serviced by trucks entering andleaving at that point.2.3The Definition of “Truck”Trucks are defined in this study as any vehicle with six or more wheels notincluding buses. The six-wheel criterion is useful in several practical respects.First, it determines which trucks are subject to local truck restrictions, which as ageneral rule define trucks as having a 2.5-ton carrying capacity. The BostonRegion MPO’s regional travel demand model identifies streets with local truckrestrictions and truck-restricted parkways, and can designate a reduced “truckonly” model network for which trip volumes by these six-wheeled trucks can beestimated.Another practical benefit of the six-wheel definition is the ease of truckidentification. For the traffic tabulator in the field, the presence of six wheels isclear and unambiguous, as illustrated in Figure 2. If a non-passenger vehicle hassix wheels, it is a truck. If it has four wheels, it is not, regardless of markings orvehicle body type.FIGURE 2Typical Truck with Doubled Rear WheelsLeaving cordon area on Summer Street near First StreetSource: AuthorPage 13 of 48
Trucks in the South Boston WaterfrontApril 2017Large numbers of four-wheeled vehicles are engaged in commerce rather thanhousehold travel, and many of these vehicles transport goods. These are all lightvehicles, however, and the entire road network is available for their use. Lightcommercial vehicles are represented in the MPO regional travel demand model,but they are not a topic of this study.2.4Total Daily Cordon VolumesTable 1 shows the total numbers of trucks of all types observed entering orleaving the cordon area. It cites the ten cordon-crossing points and the number oftrucks using each crossing point by direction. The table also presents estimatesof truck volumes by direction for five typical hours over the course of a weekday.Some of the cordon point characteristics described above are reflected in thesecombined truck volumes. Bypass Road was designed specifically as a preferredchoice for trucks to enter or leave the South Boston Waterfront. In fact, theestimated 1,519 trucks that use Bypass Road represent almost one-fourth of6,230 trucks entering the cordon area on a typical day.The numbers of trucks entering and leaving the cordon area at any particularpoint can vary significantly, reflecting practicalities of traffic patterns at thatparticular point. An extreme example is the number of trucks using the entranceand exit ramps to and from I-93. As noted above, the 530 trucks leaving by thisramp can travel either north or south on I-93, whereas the 139 trucks entering thecordon area have come from only the south.A less extreme imbalance is seen in the Williams Tunnel. The 406 trucks leavingthe cordon area do not need to pay a toll, whereas the 355 trucks entering thecordon area do need to pay a toll at one of the Logan Airport toll plazas. Trucksserving locations in North Shore communities can arrange their trips to avoid tollsif they use the Williams Tunnel in the outbound direction and Route 99, Route 16,or some other roadway inbound.The heavily used Bypass Road has significantly more traffic entering than leavingthe cordon area. This counterbalances much of the net outflow of trucksobserved at the I-93 ramps, Williams Tunnel ramps, and the one-way SecondStreet cordon point.The total volumes of trucks entering and leaving the cordon area show verysimilar patterns over the course of the day. Truck traffic peaks and remainsstrong during mid-morning and midday, then tapers off during the afternoon.Page 14 of 48
Table 1All TrucksCordon PointDaily Trucks byCordon PointTwo-wayEnteringLeavingAM PeakMid-morningMiddayAfternoonPM PeakAM PeakMid-morningMiddayAfternoonPM PeakFort Point ChannelSeaport BoulevardCongress StreetSummer 433153391628412324441927451017288151366Expressway SystemTurnpike ExtensionWilliams TunnelI-93Bypass 9173221117401114281014221231481Total Trucks by Time Period 6,230 3,115 3,115245321315254163243328337252138South BostonA StreetSecond StreetSummer St. at E. First91Trucks Entering CordonDuring a Typical HourTrucks Leaving CordonDuring a Typical HourNote: Second Street is one-way at the cordon. Columns may not sum exactly to column total because of rounding.Source: CTPS
Trucks in the South Boston WaterfrontApril 2017Truck traffic is lowest during the PM peak period (“peak” in these instances refersto all traffic).2.5Types of TrucksEight Truck Classification GroupsThe 6,230 trucks entering or leaving the cordon area each day represent a verywide variety of types of vehicles and businesses served. As mentioned earlier,the only thing these vehicles have in common is that they have at least sixwheels and normally cannot travel on truck-excluded parkways or city streets.For the purposes of this study, tabulators taking manual counts at cordon pointswere asked to classify each truck entering or leaving the cordon into one of eightgroups. Table 2 cites these eight groups and the total numbers of each truck typeobserved. These classifications were defined both to facilitate identification in thefield and to be able to relate truck types with their logistic functions to somedegree. The order of the groups in Table 2 reflects the features that tabulatorsmust note.Table 2 also lists some selected examples of trucks for each classification groupthat have been observed recently in the South Boston Waterfront. They only hintat the degree of diversity found among heavy vehicles. However, it is stillpossible to make limited generalizations about the activities and travel patterns ofthe eight groups, and we offer these observations later in the sections that focuson each classification group.Comparing Cordon Location Volumes by Truck TypeDividing the total two-way truck volumes at the ten cordon points of Table 1 bythe eight types of trucks described in Table 2 gives the truck traffic burden ateach cordon point by truck type (see Table 3).The ten cordon points are ranked by total two-way truck volumes with the heavilyutilized Bypass Road appearing at the top of the table. Total trucks by typeappear at the bottom of the table. The columns are arranged by type of truck,with the most often observed type, the single-unit unrefrigerated box-type truckappearing in the left column. The columns that follow are in descending order oftotal cordon volume for each truck type; the 24 trucks with hazardous cargoesare listed last, next to the daily total column.Table 3 reveals several relationships that are not readily apparent in Tables 1and 2. While Bypass Road is by far the most heavily used route for trucksentering or leaving the cordon area, the next five cordon points are tightlyclustered between 778 trucks per day on Seaport Boulevard and 658 trucksPage 16 of 48
Trucks in the South Boston WaterfrontApril 2017TABLE 2Truck Classification GroupsTruck Groups and Weekday VolumesSelected ExamplesBox-type trucks (unrefrigerated): single-unit1,680Certain FedEx and UPS trucksOffice supply delivery trucksCertain Beverage delivery trucksBakery delivery trucksLinen and uniform servicesBox-type trucks (unrefrigerated): semi-trailers U.S. Postal Service trucks412Air freight consolidator trucksRefrigerated trucks: single-unit1,186Seafood distributorsProduce distributorsRefrigerated trucks: semi-trailers356Seafood packersSupermarket chain distributionOther configurations: single-unit1,604Garbage trucksDump trucksConstruction suppliesCertain public utility repair vehiclesOther Configurations: semi-trailers316Dump trucksConstruction suppliesOcean shipping container chassisOcean shipping containers65240-foot containers20-foot containersHazardous cargoes24Tank trucks with hazard placardsWelding supplies with placards6,230 Total TrucksNote: Weekday volumes are two-way volumes at all the South Boston Waterfront Cordon locationscombined.Source: CTPS.Page 17 of 48
Trucks in the South Boston WaterfrontApril 2017Total TrucksHazardous CargoesSemi-trailers: Other ConfigurationsRefrigerated Semi-trailersBox-type Semi-TrailersOcean Shipping ContainersSingle-unit: RefrigeratedSingle-unit: Other ConfigurationsCordon PointsSingle-unit: Box-type TrucksTABLE 3Two-way Truck Volumes by Cordon Point and Truck TypeBypass Road2423414031879815679Seaport Boulevard23519213998312948Williams Tunnel17817820448894619761Summer urnpike Extension1901307979555570658A Street19717882124672523Congress Street154917951022343Summer St. at E. First5394195Second Street4160127All Locations1,680 1,604 1,1866524125Note: Columns and rows may not sum exactly to totals because of rounding.Source: CTPS.Page 18 of 48510235612 1,519316778185212524 6,230
Trucks in the South Boston WaterfrontApril 2017coming from or going to the Turnpike Extension. The numbers of trucks usingSummer Street, the Williams Tunnel ramps, or the I-93 ramps fall between thesetwo values.While Bypass Road far exceeds the other cordon points in terms overall trucktraffic, it is the most used cordon point for only six of the eight truck types. The242 single-unit box-type trucks using Bypass Road are exceeded by the 264trucks of the same type that use the Summer Street cordon point at Fort PointChannel. This cordon point is adjacent to the South Station Postal Annex, whichis served by a large number of trucks of this type. Summer Street is also animportant route between parcel delivery services based in the South BostonWaterfront and a dense concentration of package delivery customers in Boston’sfinancial district.Ocean containers are the other group for which Bypass Road is only the secondmost-used cordon point. The ramps to and from I-93 are used by more oceancontainers than use Bypass Road, reflecting the fact that ocean containerslargely serve locations throughout eastern Massachusetts. While I-93 can beaccessed via Bypass Road, the local industrial destinations Bypass Road servesare comparatively less important to the ocean container travel market.Interestingly, more ocean containers use the I-93 ramps than any other trucktype.Perhaps a more appropriate finding that may be derived from Table 3 is that all ofthe cordon points are heavily utilized to an appropriate degree, with Bypass Roadand the express highway system featuring prominently in waterfront truckaccess, and the other cordon points supplementing that access. The distributionof truck types is not uniform, however, reflecting the fact that specific industrieshave separate and distinct travel needs (partially observable via truck type).2.6Cordon Volumes by Truck TypeThe data presented in Table 1 are sums of data that were developed for each ofthe eight truck types defined for this study, which are discussed in detail below.Page 19 of 48
Trucks in the South Boston WaterfrontApril 2017Single-Unit Box-Type Trucks (Unrefrigerated)The most common truck type observed in the cordon area is the single-unitunrefrigerated box-type truck, of which two common designs are shown in Figure3. The truck on the left has a high floor to facilitate its use at loading docks. Italso has a stronger suspension, which is appropriate for heavier loads and longertrip distances. The truck on the right has a low floor and is commonly used fordeliveries of bulky items like parcels, baked goods, and linens. Both type ofvehicles come in a range of sizes.Travel by these trucks into and out of the cordon area is summarized in Table 4.The three Fort Point Channel cordon points are used for 39 percent of the cordoncrossings for this type of truck, the highest percentage of the eight groups andwell above the 29 percent average for all trucks. This is because significantoperations bases and many customer or destination concentrations for this classof trucks happen to be located across the Fort Point Channel from each other.For example, both United Parcel Service (UPS) and FedEx have distributioncenters in the South Boston Waterfront, and large concentrations of customers inBoston’s central business district. Another example is the fleet of US PostalService trucks that serve the South Station Postal Annex, many of which aregaraged and maintained in the Waterfront area.The flows of these trucks into and out of the cordon area stay roughly in balanceover the course of the day, reflecting the shuttle-like nature of many distributionoperations. The peaks for each direction are during the mid-morning, with 95trucks entering and 90 leaving during a typical hour. The weakest period for trucktraffic is during the evening rush hour, although staff still observed 41 of thesetrucks
Trucks in the South Boston Waterfront April 2017 . Page . 7. of . 48. 1 INTRODUCTION 1.1 Background . The South Boston Waterfront is arguably the most intensely studied part of the city of Boston, and to a large degree, these studies have focused on transportation. Like many urban districts, the South Boston Waterfront (the study
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