Bill—

The current status of my comments are noted below and are based upon the April 4, 2006 letter from Gorrill-Palmer Consulting Engineers, Inc. and new information provided by Woodard and Curran transmitted to me by hand today.

Fore Street is proposed to have a width of 24 feet. The street should probably have a minimum curb-to-curb width of approximately 28 feet. Eric Labelle should be consulted for the appropriate width. Eric Labelle has indicated that a width of 24 feet is acceptable. I have no further comment.

I do not support the vehicle turn-out on Commercial Street. I would suggest that the curb line remain tangential along Commercial Street and the parking spaces have appropriate regulation that reflects the needs of the development. The drop-off area on Commercial Street will serve no other added benefit versus a condition where curbside parking spaces are regulated to be either “Valet” parking or “short-term” parking. The drop-off area will result in less on-street parking (2 to 3 parking spaces), create an indirect path for pedestrians, and present difficulties for winter maintenance/snow removal. For these reasons, I would suggest that it not be provided.

The applicant should investigate the feasibility of providing a curb extension on the northeast corner of the India Street/Commercial Street intersection. Upon further review, a curb extension at this location will negatively impact the travel lane alignment of traffic lanes along Commercial Street and I do not recommend any change.

The curb openings for the Pump Station at the corner of India Street and Fore Street should be designed with “mountable” curbing, such that the infrequent entry and exit maneuvers can occur. Because of the infrequent volume, I would suggest that the curb-cut widths be minimized. Outstanding

Information should be provided as to the types of vehicles expected to use the truck loading alley on Fore Street between the Parking Garage and the Office Building. “Auto-Turn” vehicle template graphics should be provided that illustrates the feasibility of the maneuvers. The data provided indicates that a single-unit truck can access the loading alley, but it is very tight. It is unclear whether a vehicle door can open when the vehicle is parked in the alley.

The curb-cut for the residential underground parking garage is very wide. It is my understanding that this width is to accommodate entry and exit movements from the garage and access to a truck loading facility. I would suggest that the applicant consider pavement treatments that provide delineation between the primary entry/exit lanes and the truck loading lane. Outstanding

The applicant should provide information that the truck loading area in the residential parking garage can support a WB-50 Tractor trailer. The applicant should provide documentation that when the truck is located in the loading bay, that the sidewalk will not be blocked. The plan also indicates that the driveway width for the residential garage will be 15-feet wide. This width does not meet the City standard and further review will be necessary.

The primary parking garage exit onto Fore Street will be restricted to right-turn movements only. The design of the facility should attempt to incorporate features that physically prevent left-turn maneuvers. Outstanding

The applicant needs to provide a plan that illustrates the roadway alignment features along Fore Street between the new section adjacent to the project and the existing section east of Hancock Street. Outstanding

The applicant needs to provide a recommendation on the provision of on-street parking on Middle Street between India Street and Hancock Street. The applicant has provided a recommendation and I concur. No further comment.

The applicant will be expected to make a financial contribution to the implementation of future improvements at the India Street/Middle Street intersection. Long-term improvement strategies as contained in the Portland Peninsula Study indicate traffic signalization will be necessary at the subject intersection as development activity continues. Based upon previous developer contributions, it is my recommendation that the applicant contribute $8,100.00 to the implementation of possible future improvements (including signalization) at this location. I would suggest that the monetary contribution be placed in an escrow account to be applied to unspecified future transportation improvements at the subject intersection. If the escrow money is not used within ten years of the escrow agreement date, the money and accrued interest shall be returned to the applicant.

The applicant should provide “Auto-Turn” vehicle template graphics for all right-turn movements at the Fore Street/Hancock, Middle Street/Hancock Street, Commercial Street/Hancock Street and India Street/Commercial Street intersections for Passenger Car, SU-30, and WB-50 vehicles types. The requested information has been provided and I have no further comment.

Traffic impacts to the eastern promenade area including Mountfort Street has long been a concern associated with development activity in the Eastern Waterfront area. This project should participate in a monitoring program. Outstanding

The Traffic Impact Study illustrates a significant number of trips turn right from Middle Street onto India Street. It is unclear where these trips are destined to. An explanation should be provided. Figure 6 of the Traffic Impact Study indicates that 142 trips will leave the Fore Street/India Street intersection destined to Fore Street. The volumes at Fore Street indicate only 33 trips will be added. I do not believe a loss of trips will occur between the intersections and therefore adjustments will need to be incorporated.

I do not support the provision of a right-turn lane on Middle Street at India Street. Loss of on-street parking spaces in this area should be minimized. The applicant agrees and I have no further comment.

The applicant should evaluate the feasibility of providing a multi-way stop sign installation at the India Street/Middle Street intersection. The applicant should assess whether the intersection meets MUTCD warrants and assess queuing issues on India Street between Middle Street and Fore Street. The applicant recommends that the subject installation become a multi-way stop controlled intersection. I concur with the recommendation and have no further comment.

The trip generation calculations are based upon building areas that do not match those provided in the body of the report. An explanation should be provided. The trip generation tables were mislabeled and I have no further comment.

I do not fully endorse the adjustments included for traffic generation in the traffic impact study. I support the concept of alternative journey-to-work modes for urban developments, but in my professional opinion insufficient information/research has been provided to make a definitive conclusion for Portland. However, in my opinion the adjustment incorporated was relatively minor and I do not believe the conclusions would change if no adjustment was applied. The adjustments incorporated for this specific project seem reasonable, but this approval does not constitute an acceptance by the City that similar adjustments are appropriate or accepted for all similar type land use projects proposed on the peninsula. The City reserves the right to require different adjustment factors in the future.

The traffic impact study suggests that Travel Demand Management techniques be incorporated, including Promotion of Public Transit, Ridesharing Program, and provision of Bicycle Amenities. The applicant should elaborate on these items and how they will be implemented.

I have no further comment.

If you have any questions or comments, please call me.

Best Regards,

Thomas A. Errico, P.E.

Senior Transportation Engineer

Wilbur Smith Associates

59 Middle Street

Portland, Maine 04101

(207) 871-1785 Phone

(207) 871-5825 Fax