HomeMy WebLinkAboutSD-20-40 - Supplemental - 0500 Old Farm Road (17)
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Consulting Engineers, Inc.
O’Brien Home Farm
Traffic Impact Assessment
June 16, 2020
Executive Summary
The following summarizes the results of the traffic impact assessment (TIA) for the O’Brien Home Farm Phase
Two mixed use development project (hereafter referred to as the Project).
This Project proposes to develop lands of O’Brien Brothers located along Kimball Avenue, Old Farm Road and
Kennedy Drive in South Burlington. The involved zoning districts include the R1, C1-LR and I-C districts. The
proposed development includes:
C 126 residential units in single-family residences and duplexes,
C 289 mid-rise multi-family units,
C 120 attached congregate care units,
C a 120 room hotel,
C 4,000 sf of retail space, and
C 406,000 sf of medical-dental office and commercial space.
The initial construction phase of this Project will be the single-family and duplex residential units in the R1
Area. Subsequent construction phases will be market driven. Because this Project will most likely be
developed over an extended time period this TIA examines future traffic conditions over a 10-year period
commencing in 2022 instead of the traditional 5-year period.
The study area of this TIA extends from Hinesburg Road on the west to Gregory Drive on the east, and from
Williston Road south to Kimball Avenue, Kennedy Drive and Old Farm Road. Capacity analyses determined
that each major intersection in this study area will experience acceptable levels of service upon the
construction of the proposed residential units in the R1 Area. However, additional development will trigger
selected roadway and intersection improvements to mitigate future traffic congestion impacts.
A key roadway modification proposed by this Project is to relocate the northern section of Old Farm Rd to
intersect with Kimball Ave directly opposite the existing access to the 20-30 Kimball Ave office complex. This
will increase the separation between Old Farm Rd and Kennedy Dr, and reduce existing traffic conflicts in that
immediate area. It is proposed to construct this relocation as the residential construction in the R1 Area nears
completion and development in the C1-LR Area commences.
This Project includes construction of new sidewalks and shared-use paths linking with the City’s existing
sidewalk / shared use path network. It also proposes traffic calming measures on Old Farm Road to slow
traffic traveling through the residential area and to improve safety for bicyclists and pedestrians.
Ultimately, the following roadway and intersection improvements will be needed as this Project progresses
towards full completion (build-out):
Kennedy Dr / Kimball Ave intersection
C Modify the signal phasing to provide split phasing for the Kimball Ave and Bayberry Lane approaches.
C Lengthen the right-turn lane on the northbound Kennedy Dr approach.
C Widen the westbound Kimball Ave approach to provide double left-turn and right-turn lanes.
C Modify the existing traffic signal cantilever/mast arm poles to accommodate the above widening.
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Kimball Ave / Old Farm Rd intersection
C Widen Kimball Ave to provide right- and left-turn lanes for traffic turning onto Old Farm Rd.
C Provide separate left- and right-turn lanes on the new Old Farm Rd approach.
C Install a new traffic signal when warranted.
Kimball Ave / I-C Lots Access Rd intersection
C Widen Kimball Ave to provide right- and left-turn lanes for traffic turning onto Old Farm Rd.
C Provide separate left- and right-turn lanes on the new I-C Lots Access Rd approach.
C Install a new traffic signal when warranted.
Williston Rd/Gregory Dr intersection
C Install a new traffic signal when warranted (TBD in an addendum to the TIA).
Hinesburg Rd/Old Farm Rd intersection
C Widen the Old Farm Rd approach to provide a short right-turn slip lane.
Conceptual plans illustrating the above improvements are attached to the TIA.
Based on this Project’s estimated pm peak hour trip generation and directional patterns, it will also pay almost
$3,000,000 in state and local transportation impact fees to mitigate its projected traffic impacts at other
nearby off-site intersections and almost $700,000 in a local recreation impact fee. A large majority of the
latter will be used to construct off-site sidewalk and shared use path improvements in the City of South
Burlington.
The TIA concludes that with the above improvements and impact fees, the existing street network in the
immediate vicinity will have sufficient capacity and safety to accommodate the additional traffic generated by
the Project.
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O’Brien Home Farm
Traffic Impact Assessment
June 16, 2020
1.0 Introduction
This traffic impact assessment (TIA) examines the potential traffic congestion and safety impacts of the
proposed O’Brien Home Farm Phase Two development. The O’Brien Home Farm originally included lands east
of Kennedy Drive and Hinesburg Road, along both sides of Old Farm Road, and along both sides of Kimball
Avenue. Large portions of the farm have been developed over the years. Most recent is the Hillside at
O’Brien Farm Phase One1 development presently under construction between Hinesburg Road, Kennedy Drive
and Old Farm Road.
O’Brien Home Farm Phase Two includes lands located on both sides of Old Farm Rd, fronting on Kennedy Drive
and Kimball Avenue. Specifically, the land involved contains three distinct zoning districts, the Residential 1
PRD zoning district (“R1”), the Commercial 1 Limited Retail zoning district (“C1-LR”) and the Industrial
Commercial zoning district (“I-C”). Each district allows for specific uses. City of South Burlington’s Land
Development Regulations (LDR) require uses to be located on the land that is zoned accordingly; preventing
mixing of certain uses across zoning lines. Given this, the potential uses in distinct areas of the Project will be
identified herein by the zoning district in which those uses are located. The following mix of residential and
commercial development is permissible in the R1 and C1-LR Areas of the Project:
C 126 residential units in single family residences and duplexes (R1),2
C 289 mid-rise multi-family units (C1-LR),
C 120 attached congregate care units (C1-LR),
C a 120 room hotel (C1-LR),
C 14,000 sf of retail space (C1-LR), and
C 97,000 sf medical-dental office and commercial space (C1-LR).
The above development will be accessed by several new side streets located on both sides of Old Farm Rd and
also linking with the adjacent Phase One development. The northerly portion of Old Farm Road will be
relocated; moving the intersection of Kimball Ave and Old Farm Rd ±360 ft east to be directly opposite the
existing driveway access serving the office complex at 20-30 Kimball Ave and 275 Kennedy Dr.
O’Brien Home Farm Phase Two also includes nine new industrial/commercial lots located further east on
Kimball Ave in the I-C zoning district. While a range of uses are possible, this TIA is based on 309,000 sf of
medical-dental office and commercial space to be distributed among the new I-C lots. This sizing is based on a
schematic analysis of possible building and parking layouts, and represents an estimate of this area’s future
build-out potential. The I-C Lots will be served by a separate new street accessing directly onto Kimball Ave.
The location of the Project and the intersections which will be examined in this TIA are shown in Figure 1.
More specifically, this TIA will:
C Project present and future background design hour traffic volumes and traffic congestion conditions at
major intersections near the Project.
C Determine the future vehicular trip generation and peak hour directional patterns of the proposed land-
uses.
C Evaluate whether the proposed development will create unreasonable traffic congestion conditions.
1 Also sometimes referred to as Phase One.
2 Duplex units are treated as single family units for trip generation purposes.
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C Examine traffic safety conditions.
C Identify the scope of traffic improvements required to mitigate the effects of the proposed
development.
For the purpose of this TIA, it is anticipated that construction of this Project will begin in 2022, and will require
5-10 years to complete. This TIA therefore examines future traffic conditions for the years 2022 and 2032.
Figure 1 - Project Location and Study Intersections
2.0 Background Traffic Volumes
For this study, background traffic volumes were obtained from recent traffic counts performed by the
Vermont Agency of Transportation (VTrans). The study area of this TIA extends from Hinesburg Rd east to
Industrial Avenue, and from Williston Rd south to Kennedy Dr and Old Farm Rd.
The existing and proposed intersections which will be examined in this TIA are shown in Figure 1. Weekday
turning movement count data is available at all but one of the existing intersections; Williston Rd/Gregory Dr.
Unfortunately, as work on this TIA was beginning, the COVID-19 pandemic struck, and the resulting sharp
decline in traffic volumes has prevented our being able to perform new weekday am and pm peak period
turning movement counts at this intersection. Future traffic conditions at this location will be addressed in a
supplement to this TIA when normal traffic patterns resume.
Three new intersections are associated with this Project. The first, Kennedy Dr/Two Brothers Dr, will be
constructed as part of the Hillside at O’Brien Farm Phase One development. Future peak hour turning
movement volumes for this intersection were obtained from the TIA performed by this office for that
development. The second proposed intersection is Kimball Ave/Old Farm Rd. The northerly portion of Old
Farm Rd is proposed to be relocated as part of this Project; moving this intersection approximately 360 ft to
the east to line up opposite the access to the office complex on the north side of Kimball Ave. The third new
intersection will be located on Kimball Ave at the new street serving the I-C Lots.
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Existing traffic count data indicates that the adjacent street network in the immediate vicinity of this Project
experiences its highest traffic volumes during the afternoon peak hour period. Hourly traffic data from nearby
VTrans continuous count stations (CTC) located in South Burlington and Williston reinforce this. Thus, the pm
peak hour is the time period during which the design hour volume (DHV) generally occurs. The DHV is the 30th
highest hourly traffic volume that occurs in a given year, and is used in the design of highways and
intersections to determine existing and future traffic congestion conditions. To adjust the observed peak hour
volumes to a design hour (DHV) condition, daily adjustment factors corresponding to the dates of the turning
movement counts were calculated from nearby CTC’s.
Additional adjustments were also made to account for future background traffic growth from the year of each
turning movement count to the years 2022 and 2032. From VTrans data3, traffic growth in Vermont’s urban
areas during the 2015 - 2019 period was flat (zero growth). From 2019 to 2022 and from 2022 to 2032, VTrans
projects 2% and 5% traffic growth rates, respectively.
Detailed design hour volume calculations are enclosed as Appendix A. The resulting estimated 2022 and 2032
background peak hour volumes for each intersection are shown in Figures 2 - 5.
3.0 Other Approved Development Peak Hour Trips
To the above ‘No-Build’ pm peak hour volumes must also be added trips generated by other nearby major
developments that have received their state and local permits, but have not yet been constructed. The first
“Other Development” is the Hillside at O’Brien Farm Phase One development. Although this development is
presently under construction and some homes have been completed, it is treated in this TIA as an unbuilt
development. Estimated morning and afternoon peak hour trips for Hillside at O’Brien Farm Phase One were
obtained from the TIA for that project.4
The second “Other Development” is the proposed FedEx Ground Distribution Center to be located on
Community Drive at Technology Park. Estimated morning and afternoon peak hour trips were also obtained
from the TIA for that project.5
The total peak hour trips from the above two developments are shown on Figures 6 - 7. Following that,
Figures 8 - 11 present the sum of the 2022 and 2032 background peak hour volumes and other approved
development trips. This is also referred to as the “No-Build” development scenario (see below).
4.0 Project-Generated Peak Hour Trips
The trip generation of this Project was estimated using published trip generation rates6 for the proposed
residential land-uses. In the case of the proposed commercial land-uses, the estimated peak hour trips are
intended to include a broad range of potential businesses. It is proposed that medical-dental offices will
comprise a large portion of the commercial development. Should actual land-uses and their sizes differ
substantially from the above, careful attention will be needed to track the resulting peak hour trip generation
relative to the estimated trips outlined below.
3 Continuous Traffic Counter Report Based on 2018 Traffic Data, Vermont Agency of Transportation,
February 2019 and unpublished 2019 traffic data.
4 O’Brien Home Farm PUD - Phase 1 Traffic Impact Assessment, Lamoureux & Dickinson, August 8, 2016
5 Proposed FedEx Ground Distribution Center Traffic Impact Study, VHB, September 4, 2019
6 Trip Generation, Institute of Transportation Engineers, 10th Edition
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The ITE has also developed a methodology for estimating the internal capture of pm peak hour trips between
the residential, office space, restaurant and retail components of mixed-use developments.7 While this
Project includes connections with Phase One of the Hillside at O’Brien Farm development which will logically
expand the internal trip capture between them, for the purpose of this study, the internal capture calculations
have been limited to just the this Project (Phase Two). Additionally, internal trip capture for the I-C Area has
been calculated separately from the R1 and C1-LR Areas. The same methodology also incorporates modal-
split calculations to account for non-vehicular travel. For the purpose of this TIA, however, all trips were
estimated to be vehicle trips without any credit for transit or bicycle/pedestrian trips. The resulting peak hour
vehicular trip generation are summarized in Tables 1 and 2. Detailed calculations are enclosed in Appendix B.
Table 1 - O’Brien Home Farm Phase Two, R1 and C1-LR Areas
Weekday Peak Hour Project-Generated Vehicle Trips (vte/hr)
Land-Use
AM Peak Hour PM Peak Hour
Enter Exit Total Enter Exit Total
Single-Family Residential 23 70 93 80 47 127
Multi-Family Residential (Mid-Rise) 25 72 97 75 48 123
Congregate Care Units 8 16 24 17 14 31
Hotel 33 23 56 33 31 64
Office/Commercial 172 117 289 336 321 657
Total Trips 261 298 559 541 461 1,002
Internal Capture Vehicle Trips 6 6 12 111 111 222
Transit & Non-Motorized Trips 0 0 0 0 0 0
Total External Vehicle Trips 255 292 547 430 350 780
Table 2 - O’Brien Home Farm Phase Two, I-C Area
Weekday Peak Hour Project-Generated Vehicle Trips (vte/hr)
Land-Use
AM Peak Hour PM Peak Hour
Enter Exit Total Enter Exit Total
Office/Commercial 449 132 581 411 731 1,142
Internal Capture Vehicle Trips 15 15 30 16 16 32
Transit & Non-Motorized Trips 0 0 0 0 0 0
Total External Vehicle Trips 434 117 551 395 715 1,110
Some commercial land-uses also typically attract “pass-by” trips in addition to creating new “primary” trips.
Pass-by trips are generated by motorists who are already driving by the site on the adjacent roadways; in this
case Kennedy Drive or Kimball Ave. Instead of simply driving by, they enter the Project, and then exit in the
same direction that they were originally traveling. For the purpose of this TIA, potential pass-by trips were
7 Trip Generation Handbook, Institute of Transportation Engineers, 3rd Edition
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not estimated. As specific commercial uses are identified, however, they may become significant in reducing
future off-site traffic impacts.
The directional distributions of weekday peak hour project trips were estimated based on U.S. Census
residence to work travel patterns for the City of South Burlington. This data is available in two formats; the
workplace destinations of South Burlington residents, and the origins of people traveling to work in South
Burlington. Since residential trip patterns are primarily determined by the geographic distribution of
employment opportunities8, the workplace destinations of South Burlington residents can be applied to
estimate the directional patterns of those trips. Conversely, commercial trip patterns are primarily
determined by the geographic distribution of population within an anticipated sphere of influence. Thus, the
commercial trip patterns were based on the origins of people traveling to work in South Burlington.
The resulting directional distributions of morning and afternoon peak hour Project-generated trips are shown
in Figures 12 - 13. Detailed peak hour project trip distribution calculations are enclosed in Appendix C.
Adding Project-generated trips to the No-Build volumes provides the projected 2022 and 2032 Build volumes
shown in Figures 14 - 17.
5.0 Traffic Congestion
Levels of service (LOS) at intersections are determined by the average control delay; measured in seconds per
vehicle. The methodology for analyzing LOS is established by the Highway Capacity Manual (HCM)9. The
analyses were performed using Synchro 10. Table 3 summarizes the LOS and delay criteria for signalized
intersections.
Table 3 - Intersection Level of Service Criteria
LOS
Avg. Delay (sec/veh)
Quality of Service
Stop
Controlled
Signal
Controlled
A
B
C
D
E
F
≤10
≤15
≤25
≤35
≤50
>50
≤10
≤20
≤35
≤55
≤80
>80
Free flow with little or no queuing
Low delays with short queues
Moderate delays and queues with occasional cycle failures*
Moderate delays and queues with noticeable cycle failures
Long delays and queues with frequent cycle failures
Very long delays and queues with continued cycle failures
* A cycle failure occurs when a vehicle has to wait more
than one signal cycle to pass through the intersection.
The City of South Burlington’s LDR’s identify LOS D as the minimum standard for the overall level of service at
signalized intersections. The LDR’s also identify LOS D as the minimum standard for each through movement
on the major street.
VTrans’ Level of Service Policy10 for the state highway system identifies LOS C as the desired design standard,
except that reduced LOS may be acceptable on a case-by-case basis, particularly within densely settled areas
8 Traffic Impact Analysis, American Planning Association, 1984
9 Highway Capacity Manual, Transportation Research Board, 6th Edition
10 Highway Design “Level of Service” Policy, Vermont Agency of Transportation, May 31, 2007
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where the geometric improvements required to achieve LOS C would create negative cultural and
environmental impacts. In cases where the existing LOS is less than desired and where the necessary
geometric improvements are not feasible, the policy states that a lower LOS may be acceptable, provided that
a development’s impact can be effectively mitigated by implementing other congestion management
strategies.
VTrans’ LOS Policy has been generally interpreted in built-up areas to permit LOS D as an acceptable overall
intersection rating for signalized intersections. Also, that individual lane groups or approaches may
experience LOS E. However, should an individual lane group or approach experience LOS F or a
volume/capacity ratio greater than 1.0, the intersection is considered to have failed. In cases where an
intersection fails under projected no-build and/or build conditions, mitigation may be required, if reasonably
possible, in order to mitigate a development’s traffic impacts and not exacerbate the no-build conditions.
LOS standards for unsignalized intersections are different than for signalized intersections. The LDR do not
specifically establish a LOS standard for stop-controlled intersections. On the other hand, VTrans’ LOS Policy
identifies LOS D as the minimum design standard for traffic exiting a stop-controlled approach when traffic
volumes on that approach equal or exceed 100 vph for a one-lane approach, or 150 vph for a two-lane
approach. VTrans does not identify a LOS standard for stop-controlled intersections having lower traffic
volumes.
This Project’s impact on future levels of service and average delays was analyzed by performing intersection
capacity analyses for five development scenarios:
C No-Build. This development scenario includes background traffic growth and other development-
generated traffic as described above, but no Project-generated trips.
C Ø2 SF Residential Build. This development scenario adds only the 126 single family and duplex units in
the R1 Area to the No-Build traffic volumes.
C Ø2 Residential Build. This development scenario adds all of the residential development trips from the
R1 and C1-LR Areas to the No-Build traffic volumes.
C Ø2 Residential + ½ Commercial Build. This development scenario adds all of the residential
development trips from the R1 and C1-LR Areas plus 50% of the projected full-build commercial
development trips from the C1-LR and I-C Areas to the No-Build traffic volumes.
C Full-Build. This development scenario adds all of the residential development trips from the R1 and C1-
LR Areas and all of the projected full-build commercial development trips from the C1-LR and I-C Areas
to the No-Build traffic volumes.
All four development scenarios were analyzed during the 2032 design year; but only the first two during the
2022 design year, as the office/commercial uses are not expected to be constructed that quickly. The traffic
congestion impacts of the Project can be identified by comparing the results for each development scenario.
The results are presented for each intersection below. Detailed intersection capacity analyses worksheets are
grouped by intersection and enclosed in Appendices D - M.
Williston Road/Hinesburg Road/Patchen Road
Table 4 presents the results of the intersection capacity analyses at this intersection. The results indicate that
LOS C will be maintained for all analyzed development scenarios. Detailed results are enclosed in Appendix D.
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Table 4 - Williston Rd & Hinesburg Rd
Intersection Capacity Analyses Results
Time Period
Development
Scenario
2022 2032
Max.
V/C Ratio
Avg.
Delay
Int.
LOS
Max.
V/C Ratio
Avg.
Delay
Int.
LOS
AM Peak Hour
No-Build
Ø2 SF Res. Build
Ø2 Res. Build
Ø2 Res. + ½ Com. Build
Full-Build
0.77
0.76
0.76
-
-
21.8
21.8
21.8
-
-
C
C
C
-
-
0.79
0.79
0.79
0.79
0.79
22.7
22.7
22.7
23.0
23.3
C
C
C
C
C
PM Peak Hour
No-Build
Ø2 SF Res. Build
Ø2 Res. Build
Ø2 Res. + ½ Com. Build
Full-Build
0.82
0.81
0.81
-
-
22.5
22.5
22.6
-
-
C
C
C
-
-
0.81
0.86
0.85
0.86
0.92
23.8
23.9
23.9
25.0
27.9
C
C
C
C
C
Williston Road/Kennedy Drive/Airport Drive
Table 5 presents the results of the intersection capacity analyses at this intersection. The results indicate that
LOS C will be maintained for all analyzed development scenarios except for the 2032 PM Full-Build; in which
the LOS drops to D. Detailed results are enclosed in Appendix E.
Table 5 - Williston Rd, Kennedy Dr & Airport Dr
Intersection Capacity Analyses Results
Time Period
Development
Scenario
2022 2032
Max.
V/C Ratio
Avg.
Delay
Int.
LOS
Max.
V/C Ratio
Avg.
Delay
Int.
LOS
AM Peak Hour
No-Build
Ø2 SF Res. Build
Ø2 Res. Build
Ø2 Res. + ½ Com. Build
Full-Build
0.73
0.74
0.74
-
-
20.4
20.8
21.2
-
-
C
C
C
-
-
0.75
0.76
0.76
0.79
0.82
21.5
21.8
22.3
24.2
26.8
C
C
C
C
C
PM Peak Hour
No-Build
Ø2 SF Res. Build
Ø2 Res. Build
Ø2 Res. + ½ Com. Build
Full-Build
0.70
0.71
0.72
-
-
20.6
21.0
21.6
-
-
C
C
C
-
-
0.72
0.73
0.74
0.82
0.98
21.6
22.1
22.7
29.3
46.1
C
C
C
C
D
Williston Road/Gregory Drive/Palmer Court
This intersection is located on a route expected to be used by a significant number of project-generated trips
traveling to and from the northeast part of Chittenden County. As noted earlier, detailed capacity analyses
could not be performed in this TIA due to the lack of turning movement data at it. It is our preliminary
opinion, however, that future traffic volumes at this intersection will likely warrant signalization at some point
during the development of this Project.
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Williston Road/Industrial Avenue
Table 6 presents the results of the intersection capacity analyses at this intersection. The results indicate that
LOS B will be maintained for all analyzed development scenarios except for the 2032 AM and PM Full-Build; in
which the LOS drops to C. Detailed results are enclosed in Appendix F.
Table 6 - Williston Rd & Industrial Ave
Intersection Capacity Analyses Results
Time Period
Development
Scenario
2022 2032
Max.
V/C Ratio
Avg.
Delay
Int.
LOS
Max.
V/C Ratio
Avg.
Delay
Int.
LOS
AM Peak Hour
No-Build
Ø2 SF Res. Build
Ø2 Res. Build
Ø2 Res. + ½ Com. Build
Full-Build
0.80
0.80
0.80
-
-
14.2
14.2
14.3
-
-
B
B
B
-
-
0.84
0.83
0.84
0.89
0.95
15.2
15.4
15.5
17.8
21.4
B
B
B
B
C
PM Peak Hour
No-Build
Ø2 SF Res. Build
Ø2 Res. Build
Ø2 Res. + ½ Com. Build
Full-Build
0.81
0.82
0.82
-
-
14.1
14.2
14.5
-
-
B
B
B
-
-
0.83
0.83
0.84
0.87
0.90
15.1
15.2
15.5
18.2
22.0
B
B
B
B
C
Kennedy Drive/Hinesburg Road
Table 7 presents the results of the intersection capacity analyses at this intersection. The results indicate that
LOS C will be maintained for all analyzed development scenarios. Detailed results are enclosed in Appendix
G.
Table 7 - Kennedy Dr & Hinesburg Rd
Intersection Capacity Analyses Results
Time Period
Development
Scenario
2022 2032
Max.
V/C Ratio
Avg.
Delay
Int.
LOS
Max.
V/C Ratio
Avg.
Delay
Int.
LOS
AM Peak Hour
No-Build
Ø2 SF Res. Build
Ø2 Res. Build
Ø2 Res. + ½ Com. Build
Full-Build
0.79
0.79
0.79
-
-
27.6
27.7
27.7
-
-
C
C
C
-
-
0.80
0.80
0.80
0.80
0.79
28.1
28.2
28.2
28.3
28.5
C
C
C
C
C
PM Peak Hour
No-Build
Ø2 SF Res. Build
Ø2 Res. Build
Ø2 Res. + ½ Com. Build
Full-Build
0.82
0.82
0.82
-
-
27.4
27.5
27.7
-
-
C
C
C
-
-
0.83
0.83
0.83
0.83
0.83
28.0
28.1
28.6
29.1
30.3
C
C
C
C
C
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Kennedy Drive/Two Brothers Drive
Table 8 presents the results of the intersection capacity analyses at this intersection. The results indicate that
LOS B will be maintained for all analyzed development scenarios. Detailed results are enclosed in Appendix
H.
Table 8 - Kennedy Dr & Two Brothers Dr
Intersection Capacity Analyses Results
Time Period
Development
Scenario
2022 2032
Max.
V/C Ratio
Avg.
Delay
Int.
LOS
Max.
V/C Ratio
Avg.
Delay
Int.
LOS
AM Peak Hour
No-Build
Ø2 SF Res. Build
Ø2 Res. Build
Ø2 Res. + ½ Com. Build
Full-Build
0.64
0.69
0.73
-
-
15.3
16.3
17.2
-
-
B
B
B
-
-
0.64
0.69
0.73
0.76
0.78
15.5
16.3
17.1
18.0
18.9
B
B
B
B
B
PM Peak Hour
No-Build
Ø2 SF Res. Build
Ø2 Res. Build
Ø2 Res. + ½ Com. Build
Full-Build
0.49
0.55
0.61
-
-
9.7
10.5
11.4
-
-
A
B
B
-
-
0.49
0.61
0.61
0.69
0.74
9.7
11.1
11.4
12.4
13.3
A
B
B
B
B
Kennedy Drive/Kimball Avenue
Table 9 presents the results of the intersection capacity analyses at this intersection. The results indicate that
LOS D will be maintained for all analyzed development scenarios except for the 2032 PM Full-Build; in which
the LOS drops to E. In addition, the maximum volume/capacity (V/C) ratio will exceed 1.0 in three lane
groups: both lanes exiting Kimball Ave and the northbound Kennedy Dr through lanes (both of which will also
experience LOS F). Future traffic congestion conditions in the 2032 AM Full-Build development scenario are
slightly better; with the V/C ratio exceeding 1.0 only in the Kimball Ave through/right-turn lane. That lane will
again experiences LOS F, and the northbound Kennedy Dr through lanes will experience LOS E during the
morning peak hour. Detailed results are enclosed in Appendix I.
Table 9 - Kennedy Dr & Kimball Ave
Intersection Capacity Analyses Results
Time Period
Development
Scenario
2022 2032
Max.
V/C Ratio
Avg.
Delay
Int.
LOS
Max.
V/C Ratio
Avg.
Delay
Int.
LOS
AM Peak Hour
No-Build
Ø2 SF Res. Build
Ø2 Res. Build
Ø2 Res. + ½ Com. Build
Full-Build
0.79
0.81
0.82
-
-
33.6
36.8
35.6
-
-
C
D
D
-
-
0.85
0.82
0.89
0.90
1.03
35.3
38.3
37.7
41.9
53.5
D
D
D
D
D
PM Peak Hour
No-Build
Ø2 SF Res. Build
Ø2 Res. Build
Ø2 Res. + ½ Com. Build
Full-Build
0.84
0.76
0.84
-
-
33.4
35.5
37.6
-
-
C
D
D
-
-
0.89
0.81
0.89
0.92
1.05
35.1
36.8
39.5
40.5
57.7
D
D
D
D
E
Lamoureux & Dickinson Page 10
Consulting Engineers, Inc.
The above findings indicate that this intersection will require geometric improvements in order to maintain
acceptable levels of service. Table 10 presents the results of additional capacity analyses incorporating the
following intersection modifications and improvements in order to maintain a minimum LOS D:
C The Kimball Ave approach is widened to provide double left- and double-right turn lanes (L-L/T-R-R).
C The existing concurrent signal phasing for Kimball Ave and Bayberry Ln is modified to split phases.
C The northbound right-turn lane on Kennedy Dr is lengthened from 150 ft to 300 ft.
Table 10 - Kennedy Dr & Kimball Ave
Intersection Capacity Analyses Results with Improvements
Time Period
Development
Scenario
2032
Max.
V/C Ratio
Avg.
Delay
Int.
LOS
AM Peak Hour Ø2 Res. + ½ Com. Build
Full-Build
0.85
0.98
36.8
44.6
D
D
PM Peak Hour Ø2 Res. + ½ Com. Build
Full-Build
0.78
0.87
34.7
37.7
C
D
Kimball Avenue/Old Farm Road
Note: As the preparation of this TIA was nearing completion, the City Development Review Board requested
that Old Farm Rd relocation be moved from its originally proposed location which would have been a three-
way intersection. Instead it was requested that Old Farm Rd line up with the existing 20-30 Kimball Ave office
complex driveway access; thus creating a four-way intersection. The analyses shown in Tables 11 and 12 are
for a three-way intersection. Unfortunately, no turning movement data is available for traffic entering and
exiting the existing office complex, and the current COVID-19 pandemic prevented our being able to perform a
new traffic count. Future traffic conditions associated with a four-way intersection at the new location will be
addressed in a supplement to this TIA when normal traffic patterns resume.
Table 11 presents the results of the intersection capacity analyses at this intersection using its present stop-
sign traffic control. With this intersection being relocated, it is recommended that exclusive left-and right-turn
lanes on Kimball Ave and separate left- and right-turn lanes exiting Old Farm Rd also be installed. Those
improvements have been incorporated into the Phase Two Residential Build development scenario results
shown in Table 11. The results indicate that even with those added lanes, future levels of service will drop
quickly with development of this Project. Detailed results are enclosed in Appendix J.
Table 11 - Kimball Ave & Old Farm Rd (Stop-Sign Controlled)
Intersection Capacity Analyses Results
Time Period
Development
Scenario
2022 2032
Max.
V/C Ratio
Avg.
Delay
Int.
LOS
Max.
V/C Ratio
Avg.
Delay
Int.
LOS
AM Peak Hour
No-Build
Ø2 SF Res. Build
Ø2 Res. Build
0.15
0.35
0.40
15.9
24.6
41.0
C
C
E
0.17
0.38
0.43
16.6
26.8
46.2
C
D
E
PM Peak Hour
No-Build
Ø2 SF Res. Build
Ø2 Res. Build
0.18
0.35
0.38
14.4
22.1
48.5
B
C
E
0.20
0.38
0.42
14.9
23.9
56.3
B
C
F
Lamoureux & Dickinson Page 11
Consulting Engineers, Inc.
The above findings indicate that this intersection will likely warrant signalization in order to maintain
acceptable levels of service. Table 12 presents the results of additional intersection capacity analyses showing
how the installation of a traffic signal in conjunction with the above-described additional lanes will improve
future levels of service at this location.
Table 12 - Kimball Ave & Old Farm Rd (Signalized)
Intersection Capacity Analyses Results
Time Period
Development
Scenario
2022 2032
Max.
V/C Ratio
Avg.
Delay
Int.
LOS
Max.
V/C Ratio
Avg.
Delay
Int.
LOS
AM Peak Hour
Ø2 Res. Build
Ø2 Res. + ½ Com. Build
Full-Build
0.52
-
-
9.4
-
-
A
-
-
0.55
0.69
0.80
9.5
12.5
15.0
A
B
B
PM Peak Hour
Ø2 Res. Build
Ø2 Res. + ½ Com. Build
Full-Build
0.51
-
-
8.6
-
-
A
-
-
0.55
0.70
0.73
8.5
12.4
16.5
A
B
B
Kimball Avenue/I-C Lots Access
This intersection will be newly constructed with development of the I-C area. As such, it is recommended that
it be constructed with exclusive left- and right-turn lanes on Kimball Ave and separate left- and right-turn lanes
exiting the I/C Lots Access Road. The analyses results shown in Table 13 are also based on this intersection
being signalized once I-C area development reaches 50% of its projected build-out. Detailed results are
enclosed in Appendix K.
Table 13 - Kimball Ave & I/C Lots (Signalized)
Intersection Capacity Analyses Results
Time Period
Development
Scenario
2032
Max.
V/C Ratio
Avg.
Delay
Int.
LOS
AM Peak Hour Ø2 Res. + ½ Com. Build
Full-Build
0.64
0.65
8.3
9.8
A
A
PM Peak Hour Ø2 Res. + ½ Com. Build
Full-Build
0.82
0.92
16.0
29.9
B
C
Kimball Avenue/Gregory Drive/Community Drive
Table 14 presents the results of the intersection capacity analyses at this intersection. The capacity analyses
are based on this intersection being signalized by the proposed FedEx Ground Distribution Center
development. The results indicate that LOS B will be maintained for all analyzed development scenarios.
Detailed results are enclosed in Appendix L.
Lamoureux & Dickinson Page 12
Consulting Engineers, Inc.
Table 14 - Kimball Ave, Gregory Dr & Community Dr
Intersection Capacity Analyses Results
Time Period
Development
Scenario
2022 2032
Max.
V/C Ratio
Avg.
Delay
Int.
LOS
Max.
V/C Ratio
Avg.
Delay
Int.
LOS
AM Peak Hour
No-Build
Ø2 SF Res. Build
Ø2 Res. Build
Ø2 Res. + ½ Com. Build
Full-Build
0.66
0.66
0.66
-
-
9.9
9.9
9.9
-
-
A
A
A
-
-
0.67
0.68
0.68
0.71
0.74
10.1
10.1
10.1
11.0
12.1
B
B
B
B
B
PM Peak Hour
No-Build
Ø2 SF Res. Build
Ø2 Res. Build
Ø2 Res. + ½ Com. Build
Full-Build
0.74
0.75
0.75
-
-
12.0
12.1
12.2
-
-
B
B
B
-
-
0.76
0.76
0.77
0.79
0.82
12.5
12.6
12.7
13.6
15.4
B
B
B
B
B
Hinesburg Road/Old Farm Road
Table 15 presents the results of the intersection capacity analyses at this intersection. Detailed results are
enclosed in Appendix M. Being stop-sign controlled, traffic exiting Old Farm Rd, which is a single lane
approach, experiences the delays and levels of service shown in Table 15. Hinesburg Rd traffic travels through
this intersection with only minimal delays.
Table 15 - Hinesburg Rd & Old Farm Rd
Intersection Capacity Analyses Results
Time Period
Development
Scenario
2022 2032
Max.
V/C Ratio
Avg.
Delay
Int.
LOS
Max.
V/C Ratio
Avg.
Delay
Int.
LOS
AM Peak Hour
No-Build
Ø2 SF Res. Build
Ø2 Res. Build
Ø2 Res. + ½ Com. Build
Full-Build
0.41
0.42
0.44
-
-
32.0
31.8
32.8
-
-
D
D
D
-
-
0.45
0.47
0.49
0.53
0.56
35.6
36.8
37.9
40.6
42.9
E
E
E
E
E
PM Peak Hour
No-Build
Ø2 SF Res. Build
Ø2 Res. Build
Ø2 Res. + ½ Com. Build
Full-Build
0.38
0.39
0.41
-
-
27.5
27.9
28.7
-
-
D
D
D
-
-
0.43
0.44
0.46
0.59
0.70
31.0
31.5
32.5
41.1
51.8
D
D
D
E
F
The results indicate that this intersection, presently experiences LOS E and D, respectively during the morning
and afternoon peak hours. The LOS will remain at E during the morning peak hour with development of this
Project, but will drop to LOS F during the afternoon peak hour in the 2032 Full-Build development scenario.
Existing (2022 No-Build) Old Farm Rd peak hour approach volumes equal 90 vph and 98 vph during the
morning and afternoon peak hours, respectively. As such, VTrans’ LOS Policy does not presently apply. With
background growth, other development and this Project, those peak hour approach volumes are estimated to
increase to 116 vph and 156 vph, respectively; thereby triggering VTrans’ LOS Policy for a single lane stop-sign
controlled side street approach. Future Old Farm Rd approach volumes, however, are unlikely to satisfy either
Lamoureux & Dickinson Page 13
Consulting Engineers, Inc.
the four-hour or eight-hour volume warrants for signalization. Signalizing this intersection would also
facilitate increased use of Old Farm Rd by through traffic short-cutting between Hinesburg Rd and Kimball Ave.
Future traffic congestion conditions on the Old Farm Rd approach could instead be improved by installing a
short (50’) exclusive right-turn lane on the existing gravel shoulder exiting Old Farm Rd. The results of
additional capacity analyses with this improvement are shown in Table 16.
Table 16 - Hinesburg Rd & Old Farm Rd (with added RT lane)
Intersection Capacity Analyses Results
Time Period
Development
Scenario
2032
Max.
V/C Ratio
Avg.
Delay
Int.
LOS
AM Peak Hour Ø2 Res. + ½ Com. Build
Full-Build
0.50
0.53
37.8
39.9
E
E
PM Peak Hour Ø2 Res. + ½ Com. Build
Full-Build
0.51
0.62
34.3
42.1
D
E
6.0 Traffic Safety
Vehicular traffic safety is influenced by many factors, including road width, pavement conditions, sight
distances, lighting, proper signing and pavement markings, speed limits, alignment, number and spacing of
accesses, etc. The following discusses several of the more important factors with respect to conditions on the
adjacent street network in the immediate vicinity of the Project.
Speed limits on the major streets adjacent to the Project are typical of urban streets; i.e. 30-40 mph. The
speed limit on Old Farm Rd is 25 mph. The new development streets are also proposed to have 25 mph speed
limits.
Safe traffic conditions on the new development streets will be provided by designing those roads and their
intersections in accordance with accepted standards, and by providing adequate sight distances, street
lighting, pavement markings and traffic signs. The Project also proposes to add new traffic-calming features
on Old Farm Rd in order to slow vehicular traffic and provide a safer environment for pedestrians.
Crash History
Intersections and roadway segments which experience a statistically significant above average crash rate are
identified as high crash locations. VTrans has traditionally updated its High Crash Location Report11 every two
years based on the most recent five-year crash history. The most recent report, however, is for the 2012-2016
five-year period. The Identified high crash locations within the study area of this TIA are shown in Table 17.
Of the 75 crashes that occurred at the Williston Rd/Hinesburg Rd/Patchen Rd intersection, 70 were property
damage only crashes. The remaining 5 crashes resulted in 9 injuries.
The Williston Rd (mm 1.658 - 1.958) segment begins just west of the Airport Rd intersection and continues
east through the Kennedy Dr/Airport Dr intersection. Of the 75 crashes that occurred on this 0.3 mile long
segment of Williston Rd, 63 were property damage only crashes. The remaining 12 crashes resulted in 14
injuries. It is pertinent to note that the Williston Rd/Kennedy Dr/Airport Dr intersection was not identified as a
11 High Crash Location Report: Sections and Intersections 2012-2016, Vermont Agency of Transportation,
August 2017
Lamoureux & Dickinson Page 14
Consulting Engineers, Inc.
high crash location. With 36 of the 75 crashes in this segment occurring at the intersection, its presence is the
primary reason for the segment being identified as a high crash location.
Table 17 - High Crash Locations
Location # Crashes
Actual
Crash Rate
Actual/Critical
Ratio
Intersection
Williston Rd/Hinesburg Rd/Patchen Rd
Segment
Williston Rd (mm 1.658 - 1.958)
75
75
1.373a
8.461b
1.808
1.298
a crashes per million vehicles
b crashes per million vehicle miles
Table 18 provides a breakdown of the crash types at the above locations. It shows that just over one-half of
the crashes in the above high crash locations are rear-end crashes. Signalized intersections typically do
experience greater numbers of rear-end crashes, which are generally minor and do not result in severe
injuries; unlike opposing direction collisions which traffic signals are intended to prevent.
Table 18 - Intersection Crash Types
Crash Type
Williston Rd/
Hinesburg Rd
Intersection
Williston Rd
(mm 1.658 - 1.958)
Segment
Rear End
Same Direction Sideswipe
Opposing Dir. Sideswipe
L/T Angle Broadside
No Turns T/T Broadside
31
12
-
9
6
22
17
2
9
5
R/T Angle Broadside
Head On
Single Vehicle
Other
Unknown
Total
1
3
1
1
11
75
1
4
2
7
6
75
7.0 Road & Intersection Improvement Phasing
It is anticipated that construction of O’Brien Home Farm Phase Two will begin with the 126 proposed single-
family/duplex/triplex residential units in the R1 area. Following that, the remaining residential and
commercial development will be market driven. The following presents thresholds for implementing the
above identified road and intersection improvements.
Lamoureux & Dickinson Page 15
Consulting Engineers, Inc.
Old Farm Rd and the Kimball Ave / Old Farm Rd Intersection
Old Farm Rd and its existing intersection with Kimball Ave has sufficient capacity to support the development
of the 126 proposed residential units in the R1 Area. The principal traffic congestion issue will be queues of
westbound traffic on Kimball Ave extending past Old Farm Rd at times during peak afternoon periods due to
the relatively short distance between Old Farm Rd and Kennedy Drive. This is an existing condition which is
not anticipated to be materially impacted by this initial development phase.
Additional development in the C1-LR Area will necessitate relocating the northerly section of Old Farm Rd as
proposed so that its intersection with Kimball Ave lines up with the curb cut to the office complex at 20-30
Kimball Ave. This will increase the distance between Kennedy Dr and Old Farm Rd from 180± ft to 520± ft.
The initial construction of this new intersection should include separate left-and right-turn lanes on the Old
Farm Rd approach, exclusive left- and right-turn lanes on Kimball Ave, and provisions for future signalization.
It is not anticipated that future traffic volumes at this intersection will meet the warrants for signalization until
approximately one-half of the projected full-build trip generation in the R-1 and C1-LR Areas is reached. This
will require future traffic follow-up monitoring as development progresses.
Kennedy Drive / Kimball Ave Intersection
It is recommended that this intersection’s existing signal phasing be modified as development of the C1-LR
Area and/or the I-C Area commences to provide split phasing of the Kimball Ave and Bayberry Dr approaches.
This will improve traffic safety, and is a prerequisite to widening the Kimball Ave approach to provide double
turn lanes.
This intersection will operate at acceptable levels of service up to approximately one-half of the projected full-
build trip generation of the R1, C1-LR and I-C Areas. Beyond that, the Kimball Ave approach should be
widened to provide double left-turn and right-turns in a L-LT-R-R configuration, and the Kennedy Dr NB right-
turn lane lengthened from 150’ to 300’ to provide additional storage. The proposed widening will also
necessitate installing two new traffic signal cantilever poles with longer arms.
Kimball Ave / I-C Lots Access Rd Intersection
The initial construction of this intersection should include separate left-and right-turn lanes on the I-C Lots
Access Rd approach and exclusive left- and right-turn lanes on Kimball Ave. It should also include provisions
for future signalization.
It is not anticipated that future traffic volumes at this intersection will meet the warrants for signalization until
approximately one-half of the projected full-build trip generation in the I-C Area is reached. This will require
future follow-up traffic monitoring as development progresses.
Williston Rd/Gregory Dr Intersection
It should be anticipated that future traffic volumes at this intersection will warrant signalization at some point
as O’Brien Home Farm Phase Two is developed. This will be examined in an addendum to this TIA once
turning movement counts can be performed.
Lamoureux & Dickinson Page 16
Consulting Engineers, Inc.
8.0 Multi-Modal Facilities
This Project includes the construction of new sidewalks and shared use paths which will link with South
Burlington’s existing sidewalk and path network in the Hillside at O’Brien Farm Phase One development and
along Kimball Ave, Kennedy Dr and Hinesburg Rd. Marked crosswalks and pedestrian signals will also be
provided at each new signalized intersection (i.e. Kimball Ave/Old Farm Rd and Kimball Ave/I-C Lots Access
Road).
Local transit service is also provided along Williston Rd, Kennedy Dr and Kimball Ave. Green Mountain Transit
offers two routes which will provide transit service to this Project. The first is the Red Line which travels along
Williston Rd to/from destinations in Burlington and Williston. The closest Red Line bus stops are on Williston
Rd near its intersection with Kennedy Dr. The second is the Purple Line which circulates along Dorset St,
Kennedy Dr, Airport Dr, White St and Hinesburg Rd together with providing service to destinations in
Burlington. The closest bus stop along this route is in front of the Community Bank near the Kennedy
Dr/Kimball Ave intersection.
8.0 Transportation Impact Fees
This Project will be subject to paying impact fees which are related wholly or in part to transportation. They
include:
C City of South Burlington - Road Improvement Impact Fee
C City of South Burlington - Recreation Impact Fee
C District Environmental Commission #4 - Kimball Ave/Community Dr E Intersection Improvements
Impact Fee
C State of Vermont Act 145 Transportation Impact Fee.
Each will be discussed in the following sections.
City of South Burlington - Road Improvement Impact Fee
The Road Improvement Impact Fee equals $1,010 per unit for single-family dwellings (which by definition in
the LDR’s includes duplexes), $670 per unit for multi-family dwellings and $1,000 per pm peak hour trip end
for non-residential development. The actual assessed fees are adjusted each year to credit past and future tax
payments per the schedules in the City’s Impact Fee Ordinance.
The City’s Road Improvement Impact Fee can be estimated as follows:
Single Family Residential Units 126 units $127,260
Multi-Family Units 409 units $274,030
Non-Residential 1,863 pm peak hour trips $1,863,000
Total $2,264,290
City of South Burlington - Recreation Impact Fee
A large portion of the Recreation Impact Fee is dedicated to the development of shared-use paths and bicycle
lanes. In fact, in the projects identified in the City’s FY 2017-2026 Capital Improvement Program as being
funded in part by recreation impact fees, shared use path and bike/ped facility projects account for 77% of the
allocated recreation impact fees.
The recreation impact fee is assessed only on residential development. The base fee for dwellings in
structures containing three or less units equals $1,686 per unit. For dwellings in structures containing four or
more units the base fee equals $1,180 per unit. The actual assessed fees are again adjusted each year to
credit past and future tax payments per the schedules in the City’s Impact Fee Ordinance.
Lamoureux & Dickinson Page 17
Consulting Engineers, Inc.
The City’s Road Improvement Impact Fee can be estimated as follows:
Single Family & Duplex Units 126 units $212,436
Multi-Family Units 409 units $482,620
Total $695,056
District Environmental Commission #4 - Kimball Ave/Gregory Dr/Community Dr
Intersection Improvements Impact Fee
This impact fee has been established by the District Environmental Commission to reimburse the FedEx
Ground Distribution Center developers for the cost of installing traffic signals and making other improvements
at the Kimball Ave/Gregory Dr/Community Dr intersection. The amount of the fee equals $514 per pm peak
trip end. This fee may be reduced by 20% since this Project will construct new sidewalks (10% discount) and
shared-use paths (10% discount) connecting to existing sidewalks and shared use paths. The discounted fee
equals $411 per pm peak trip end.
This Project is estimated to generate a total of 461 new pm peak hour trips through this intersection. The
resulting impact fee equals $189,471. We note that Finding of Fact #11.h in the Land-Use Permit for the FedEx
project requires that this intersection improvement project be completed before the Commission begins
assessing this impact fee. We also note that this same project is included in the City’s FY 2017-2026 Capital
Improvement Program and is shown as being funded in part by the City’s Roadway Improvement Impact Fee.
State Act 145 Transportation Impact Fee
The Act 145 Transportation Impact Fee was established to provide funding for designated VTrans
transportation improvement projects located within a five-mile travel distance of proposed developments.
This impact fee is administered by VTrans through the District Environmental Commissions. The impact fee is
based on the number of pm peak hour trips that are estimated to travel through the locations of the
improvement projects.
The number of trips traveling through each highway improvement project were estimated using available pm
peak hour turning movement patterns at major intersections. The trips disperse at each intersection; thereby
reducing the number of project-generated pm peak hour trips as one moves away from the Project. Detailed
calculations are enclosed as Appendix N. Table 19 shows the estimated State Transportation Impact Fees for
each transportation improvement project.
Table 19 - Act 145 State Transportation Impact Fees
Transportation
Improvement Project
Distance
(Road Miles)
Impact Fee
per PM Peak
Hour Trip
PM Peak
Hour Trips
Act 145
Transportation
Impact Fee
Burlington - Champlain Parkway 4.1 $ 2,069 42 $ 86,898
Burlington - Shelburne St & Locust St
Roundabout 4.1 $ 1,217 66 $ 80,322
Colchester - US 7 & I-89 Exit 16 4.8 $ 1,170 64 $ 74,880
Essex Jct. - Crescent Connector 4.5 $2,788 113 $ 315,044
Williston - VT 2A & James Brown Dr 3.3 $ 189 173 $ 32,697
Williston - VT 2A & Industrial Ave/
Mountain View Rd 2.6 $ 252 252 $ 63,504
Williston - US 2 & Trader Lane 2.6 $ 210 23 $ 4,830
Williston - VT 2A & I-89 Exit 12 3.0 $ 243 42 $ 10,206
Subtotal $ 668,381
Lamoureux & Dickinson Page 18
Consulting Engineers, Inc.
Transportation
Improvement Project
Distance
(Road Miles)
Impact Fee
per PM Peak
Hour Trip
PM Peak
Hour Trips
Act 145
Transportation
Impact Fee
20% Max. Reduction for TDM Measures (New Sidewalks, Bicycle Paths & Bus Shelters) - $ 133,676
Total $ 534,705
10.0 Conclusions & Recommendations
The O’Brien Home Farm is designed to be a mixed use residential/commercial planned unit development.
Located in a transitional area, it links and complements other neighboring developments.
We conclude, based on the analyses performed as part of this TIA, that the existing off-site highways and
intersections in the immediate vicinity of this Project have sufficient capacity and safety. This Project will
require major improvements, however, to Kimball Avenue both at its intersection with Kennedy Drive and
extending eastward to the new I-C Lots Access Drive. Further distant, the traffic impacts of the O’Brien Home
Farm Phase Two development will be mitigated by future City and State transportation improvement projects
currently under development; towards which Finney Crossing will pay local and state transportation impact
fees.
Lamoureux & Dickinson
Consulting Engineers, Inc.
Figures 2-17
Traffic Volume Diagrams
12841601218717158545 0 4920 107369 97586 538503 414274 275150 58177 190 2341703913516824332614001085126 22 16988 3611 2651 390708 438318 34412 17510 480 0116 101 135032935700439189030385 74 33392 312554402680 448113 57140 0 11026381120075639 27 264 121 3 43526658719 1476 51255Figure 22022 Base AM Peak HourOld FarmRdHinesburg RdHinesburg RdEldredge StTwo Brothers DrHayesAveEldredgeStHinesburg RdHinesburg RdKennedy DrOld Farm RdI-C LotsCommunity DrKennedy DriveKennedy DriveHinesburg RdKennedy DrGregory DrBayberryLnKimballAveKimball AveWillistonRdPatchen RdAirport DrIndustrial DrWilliston RdWillistonRdP:\2019\19083 O'Brien\TIA Report Figures 2-17.xlsx, 6/17/2020
12981681319618061447 0 5121 112387 102615 565528 435288 289158 61186 200 2461794114217625532744201135427 23 17792 3812 2684 410743 460334 36113 18411 500 0122 106 136834536000459199531889 78 35412 328582 422714 470119 60150 0 11627685130075919 28 274 122 3 4555262022 - 2032 Growth Factor =1.0561620 1580 53858Figure 32032 Base AM Peak HourOld FarmRdHinesburg RdHinesburg RdEldredge StTwo Brothers DrHayesAveEldredgeStHinesburg RdHinesburg RdKennedy DrOld Farm RdI-C LotsCommunity DrKennedy DriveKennedy DriveHinesburg RdKennedy DrGregory DrBayberryLnKimballAveKimball AveWillistonRdPatchen RdAirport DrIndustrial DrWilliston RdWillistonRdP:\2019\19083 O'Brien\TIA Report Figures 2-17.xlsx, 6/17/2020
1222310020172183463125 3 8531 179436 72456 721402 518502 382114 99118 219 23325268259286204183631311131353 15 29340 143 17415 747494 800442 46214 46611 530 040 23 20383227679001413012013319978 122 134394 539543 751630 843153 76140 0 1273288512003739421 15 90 131 1 31580747511 3266 63689WillistonRdPatchen RdAirport DrIndustrial DrWilliston RdWillistonRdHinesburg RdKennedy DrGregory DrBayberryLnKimballAveKimball AveOld Farm RdI-C LotsCommunity DrKennedy DriveKennedy DriveHayesAveEldredgeStHinesburg RdHinesburg RdKennedy DrFigure 42022 Base PM DHVOld FarmRdHinesburg RdHinesburg RdEldredge StTwo Brothers DrP:\2019\19083 O'Brien\TIA Report Figures 2-17.xlsx, 6/17/2020
1323410521181192486131 3 8933 188458 76479 757422 544527 401120 104124 230 24526571272300214193811381191456 16 30842 153 18436 784519 840464 48515 48912 560 042 24 21402238683001483212614020982 128 141414 566570 789662 885161 80150 0 1333448913003941422 16 90 133 1 3360972022 - 2032 Growth Factor =1.0549912 3469 66893WillistonRdPatchen RdAirport DrIndustrial DrWilliston RdWillistonRdHinesburg RdKennedy DrGregory DrBayberryLnKimballAveKimball AveOld Farm RdI-C LotsCommunity DrKennedy DriveKennedy DriveHayesAveEldredgeStHinesburg RdHinesburg RdKennedy DrFigure 52032 Base PM DHVOld FarmRdHinesburg RdHinesburg RdEldredge StTwo Brothers DrP:\2019\19083 O'Brien\TIA Report Figures 2-17.xlsx, 6/17/2020
01750130140 0 20 018 017 200 08 434 230 7 46230311514021290110 0 300 00 079 7979 7921 190 490 00 00 40 030500000312410550 0 5669 7012213143 305 5293 40 18155410147059 0 330 00 21 0516260 00 210Figure 6Other Development AM TripsOld FarmRdHinesburg RdHinesburg RdEldredge StTwo Brothers DrHayesAveEldredgeStHinesburg RdHinesburg RdKennedy DrOld Farm RdI-C LotsCommunity DrKennedy DriveKennedy DriveHinesburg RdKennedy DrGregory DrBayberryLnKimballAveKimball AveWillistonRdPatchen RdAirport DrIndustrial DrWilliston RdWillistonRdP:\2019\19083 O'Brien\TIA Report Figures 2-17.xlsx, 6/17/2020
02140150180 0 20 012 019 160 04 642 232 11 2412324116026320130 0 260 00 075 6975 6911 170 430 00 03 45 0164300003103601946 0 2959 431017735 2617 51169 44 1297351250537 0 210 00 11 0717160 00 240Figure 7Other Development PM TripsOld FarmRdHinesburg RdHinesburg RdEldredge StTwo Brothers DrHayesAveEldredgeStHinesburg RdHinesburg RdKennedy DrOld Farm RdI-C LotsCommunity DrKennedy DriveKennedy DriveHinesburg RdKennedy DrGregory DrBayberryLnKimballAveKimball AveWillistonRdPatchen RdAirport DrIndustrial DrWilliston RdWillistonRdP:\2019\19083 O'Brien\TIA Report Figures 2-17.xlsx, 6/17/2020
13011651220017159945 0 5120 107387 97603 558503 414282 279184 60207 197 2801933916618325732824291086226 22 19988 3611 2730 469787 517339 36312 22410 480 0119 141 13803793570046215990308135 74 89461 382676 533723 478118 621693 40 128278861610147756818 27 594 121 24 435312261319 1476 53355Figure 82022 No-Build AM (incl. ODV)Old FarmRdHinesburg RdHinesburg RdEldredge StTwo Brothers DrHayesAveEldredgeStHinesburg RdHinesburg RdKennedy DrOld Farm RdI-C LotsCommunity DrKennedy DriveKennedy DriveHinesburg RdKennedy DrGregory DrBayberryLnKimballAveKimball AveWillistonRdPatchen RdAirport DrIndustrial DrWilliston RdWillistonRdP:\2019\19083 O'Brien\TIA Report Figures 2-17.xlsx, 6/17/2020
13151731320918062847 0 5321 112405 102632 585528 435296 293192 63216 207 2922024117319126932954491136527 23 20792 3812 2763 489822 539355 38013 23311 500 0125 146 13983953600048216095323139 78 91481 398704 553757 500124 651793 40 134291901710147759618 28 604 122 24 455572264220 1580 55958Figure 92032 No-Build AM (incl. ODV)Old FarmRdHinesburg RdHinesburg RdEldredge StTwo Brothers DrHayesAveEldredgeStHinesburg RdHinesburg RdKennedy DrOld Farm RdI-C LotsCommunity DrKennedy DriveKennedy DriveHinesburg RdKennedy DrGregory DrBayberryLnKimballAveKimball AveWillistonRdPatchen RdAirport DrIndustrial DrWilliston RdWillistonRdP:\2019\19083 O'Brien\TIA Report Figures 2-17.xlsx, 6/17/2020
1224410420187183481125 3 8731 179448 72475 737402 518506 388156 101150 230 25726471283297210183891631132653 15 31940 143 17490 816569 869453 47914 50911 530 043 68 203992706790014440156133218124 122 163453 582644 828665 869170 812569 44 139337921551253739958 15 300 131 12 315872449111 3266 66089WillistonRdPatchen RdAirport DrIndustrial DrWilliston RdWillistonRdHinesburg RdKennedy DrGregory DrBayberryLnKimballAveKimball AveOld Farm RdI-C LotsCommunity DrKennedy DriveKennedy DriveHayesAveEldredgeStHinesburg RdHinesburg RdKennedy DrFigure 102022 No-Build PM (incl. ODV)Old FarmRdHinesburg RdHinesburg RdEldredge StTwo Brothers DrP:\2019\19083 O'Brien\TIA Report Figures 2-17.xlsx, 6/17/2020
1325510921196192504131 3 9133 188470 76498 773422 544531 407162 106156 241 26927774296311220194071701192756 16 33442 153 18511 853594 909475 50215 53212 560 045 69 214182816830015142162140228128 128 170473 609671 866697 911178 852669 44 145353961651253941959 16 300 133 12 336162451512 3469 69293WillistonRdPatchen RdAirport DrIndustrial DrWilliston RdWillistonRdHinesburg RdKennedy DrGregory DrBayberryLnKimballAveKimball AveOld Farm RdI-C LotsCommunity DrKennedy DriveKennedy DriveHayesAveEldredgeStHinesburg RdHinesburg RdKennedy DrFigure 112032 No-Build PM (incl. ODV)Old FarmRdHinesburg RdHinesburg RdEldredge StTwo Brothers DrP:\2019\19083 O'Brien\TIA Report Figures 2-17.xlsx, 6/17/2020
001603601060 0 130 055 0150 920 011 150 7180 19 00111424200323110200 0 15046 00 0278 7552 4934 610 52111 58312 1225 0 081701228784337000036 0 25203 122239 147160 520 0079 3 0000968000 0 00 00 0 00000 021 035Fiogure 12O'Brien Home Farm Phase 2 AM Peak Hour TripsOld FarmRdHinesburg RdHinesburg RdEldredge StTwo Brothers DrHayesAveEldredgeStHinesburg RdHinesburg RdKennedy DrOld Farm RdI-C LotsCommunity DrKennedy DriveKennedy DriveHinesburg RdKennedy DrGregory DrBayberryLnKimballAveKimball AveWillistonRdPatchen RdAirport DrIndustrial DrWilliston RdWillistonRdP:\2019\19083 O'Brien\TIA Report Figures 2-17.xlsx, 6/17/2020
002004401250 0 230 0164 0182 2310 022 190 6219 32 00227655260529011100 0 354162 00 0253 45867 8294 730 258188 139284 11112 0 04154153995152009000045 0 56244 312288 368154 2580 00134 5 00001094000 0 00 00 0 00000 053 042WillistonRdPatchen RdAirport DrIndustrial DrWilliston RdWillistonRdHinesburg RdKennedy DrGregory DrBayberryLnKimballAveKimball AveOld Farm RdI-C LotsCommunity DrKennedy DriveKennedy DriveHayesAveEldredgeStHinesburg RdHinesburg RdKennedy DrFigure 13O'Brien Home Farm Phase 2 PM Peak Hour TripsOld FarmRdHinesburg RdHinesburg RdEldredge StTwo Brothers DrP:\2019\19083 O'Brien\TIA Report Figures 2-17.xlsx, 6/17/2020
13011811223617170545 0 6420 107442 97753 650503 414293 294184 67387 216 2801934028020727732856602106226 22 349134 3611 21008 544839 517373 42412 276121 106312 0124 141 138854912514433053215990308171 74 114664 504915 680883 530118 6216172 43 128278861619755756818 27 594 121 24 435312261319 1497 53390Figure 142022 Full-Build AM Peak HourOld FarmRdHinesburg RdHinesburg RdEldredge StTwo Brothers DrHayesAveEldredgeStHinesburg RdHinesburg RdKennedy DrOld Farm RdI-C LotsCommunity DrKennedy DriveKennedy DriveHinesburg RdKennedy DrGregory DrBayberryLnKimballAveKimball AveWillistonRdPatchen RdAirport DrIndustrial DrWilliston RdWillistonRdP:\2019\19083 O'Brien\TIA Report Figures 2-17.xlsx, 6/17/2020
13151891324518073447 0 6621 112460 102782 677528 435307 308192 70396 226 2922024228721528932986802156527 23 357138 3812 21041 564874 588389 44113 285122 108312 122130 146 1406565125147843355216095323175 78 116684 520943 700917 552124 6517172 43 134291901719755759618 28 604 122 24 455572264220 15101 55993Figure 152032 Full-Build AM Peak HourOld FarmRdHinesburg RdHinesburg RdEldredge StTwo Brothers DrHayesAveEldredgeStHinesburg RdHinesburg RdKennedy DrOld Farm RdI-C LotsCommunity DrKennedy DriveKennedy DriveHinesburg RdKennedy DrGregory DrBayberryLnKimballAveKimball AveWillistonRdPatchen RdAirport DrIndustrial DrWilliston RdWillistonRdP:\2019\19083 O'Brien\TIA Report Figures 2-17.xlsx, 6/17/2020
1224412420231183606125 3 11031 179612 72657 968402 518528 407156 107369 262 25726473559352236183944532242653 15 673202 143 17743 1274636 869547 55214 767199 192284 055 68 20403424159178200015340156133218169 122 219697 894932 1196819 1127170 8125203 49 1393379215160293739958 15 300 131 12 315872449111 32119 660131WillistonRdPatchen RdAirport DrIndustrial DrWilliston RdWillistonRdHinesburg RdKennedy DrGregory DrBayberryLnKimballAveKimball AveOld Farm RdI-C LotsCommunity DrKennedy DriveKennedy DriveHayesAveEldredgeStHinesburg RdHinesburg RdKennedy DrFigure 162022 Full-Build PM DHVOld FarmRdHinesburg RdHinesburg RdEldredge StTwo Brothers DrP:\2019\19083 O'Brien\TIA Report Figures 2-17.xlsx, 6/17/2020
1325512921240192629131 3 11433 188634 76680 1004422 544553 426162 112375 273 26927776572366246194124602302756 16 688204 153 18764 1311661 991569 57515 790200 195284 11157 69 2142243515918251520016042162140228173 128 226717 921959 1234851 1169178 8526203 49 1453539616160293941959 16 300 133 12 336162451512 34122 692135WillistonRdPatchen RdAirport DrIndustrial DrWilliston RdWillistonRdHinesburg RdKennedy DrGregory DrBayberryLnKimballAveKimball AveOld Farm RdI-C LotsCommunity DrKennedy DriveKennedy DriveHayesAveEldredgeStHinesburg RdHinesburg RdKennedy DrFigure 172032 Full-Build PM DHVOld FarmRdHinesburg RdHinesburg RdEldredge StTwo Brothers DrP:\2019\19083 O'Brien\TIA Report Figures 2-17.xlsx, 6/17/2020
Lamoureux & Dickinson
Consulting Engineers, Inc.
O’Brien Home Farm
Traffic Impact Assessment
June 16, 2020
APPENDICES
Lamoureux & Dickinson
Consulting Engineers, Inc.
APPENDIX A
Design Hour Volume
Calculations
Lamoureux & Dickinson
Consulting Engineers, Inc.
APPENDIX B
Project Trip Generation
Calculations
Lamoureux & Dickinson
Consulting Engineers, Inc.
APPENDIX C
Project Trip Distribution
Calculations
Lamoureux & Dickinson
Consulting Engineers, Inc.
APPENDIX D
Williston Rd/Hinesburg Rd
Intersection Capacity Analyses
Lamoureux & Dickinson
Consulting Engineers, Inc.
APPENDIX E
Williston Rd/Kennedy Dr
Intersection Capacity Analyses
Lamoureux & Dickinson
Consulting Engineers, Inc.
APPENDIX F
Williston Rd/Industrial Ave
Intersection Capacity Analyses
Lamoureux & Dickinson
Consulting Engineers, Inc.
APPENDIX G
Kennedy Dr/Hinesburg Rd
Intersection Capacity Analyses
Lamoureux & Dickinson
Consulting Engineers, Inc.
APPENDIX H
Kennedy Dr/Two Brothers Dr
Intersection Capacity Analyses
Lamoureux & Dickinson
Consulting Engineers, Inc.
APPENDIX I
Kennedy Dr/Kimball Ave
Intersection Capacity Analyses
Lamoureux & Dickinson
Consulting Engineers, Inc.
APPENDIX J
Kimball Ave/Old Farm Rd
Intersection Capacity Analyses
Lamoureux & Dickinson
Consulting Engineers, Inc.
APPENDIX K
Kimball Ave/I-C Lots Access Rd
Intersection Capacity Analyses
Lamoureux & Dickinson
Consulting Engineers, Inc.
APPENDIX L
Kimball Ave/Gregory Dr
Intersection Capacity Analyses
Lamoureux & Dickinson
Consulting Engineers, Inc.
APPENDIX M
Hinesburg Rd/Old Farm Rd
Intersection Capacity Analyses
Lamoureux & Dickinson
Consulting Engineers, Inc.
APPENDIX N
Act 145 Transportation Impact Fee
Calculations