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Home My WebLink AboutAgenda 07A_SD-21-28_3070 Williston Road_Beta_PP FP_SC&Plans#SD-21-28 Staff Comments 1 1 of 20 CITY OF SOUTH BURLINGTON DEVELOPMENT REVIEW BOARD SD-21-28_3070 Williston Road_Beta_2021-12-21.docx DEPARTMENT OF PLANNING & ZONING Report preparation date: December 15, 2021 Plans received: November 9, 2021 1200 Airport Drive Preliminary and Final Plat Application #SD-21-28 Meeting date: December 21, 2021 Owner City of Burlington, Burlington International Airport 1200 Airport Drive, Box 1 So. Burlington, VT 05403 Applicant BETA AIR, LLC 1150 Airport Drive South Burlington, VT 05403 Property Information Tax Parcel 2000-0000_C Airport Industrial and Mixed Industrial Commercial Zoning Districts 777.84 acres Engineer Stantec 193 Tilley Drive, Suite 101 South Burlington, VT 05403 Location Map #SD-21-28 Staff Comments 2 2 of 20 PROJECT DESCRIPTION Preliminary and final plat application #SD-21-28 of Beta Air, LLC to consolidate five existing lots ranging from 1.53 to 736.2 acres into one lot of 747.92 acres and to construct the first phase of a new concurrent application for a master plan, to include a 344,000 sf manufacturing and office building, improving approximately 2,400 ft of private road, and constructing associated site improvements, 3070 Williston Road. PERMIT HISTORY The Project is located in the Airport district. Development within this district must be reviewed pursuant to site plan provisions of Article 14, unless it otherwise triggers PUD or subdivision standards. Until recently, the LDRs required all projects within this district be reviewed under PUD standards. The Development Review Board held a public meeting to review a sketch plan application for this project on June 15, 2021. COMMENTS Development Review Planner Marla Keene and Planning and Zoning Director Paul Conner (“Staff”) have reviewed the plans submitted on 11/9/21 and offer the following comments. Numbered items for the Board’s attention are in red. A) CONTEXT The Project is located in the airport industrial (AIR-I) and mixed industrial commercial (IC) zoning districts, traffic overlay, transit overlay and airport approach cone overlay districts. The project consists of five existing lots: the main airport parcel, and four outparcels along Williston Road. The four outparcels are located within the Mixed Industrial/Commercial Zoning district, while the portion within the main airport parcel is within the Airport Industrial Zoning District. The portion of the property that fronts on Williston Road lies in the Traffic Overlay District – Zone 3 Balance of Restricted Roads, which restricts the trip generation to 45 vehicle trips per 40,000 of land area without supplemental mitigation. Both proposed uses are allowed in both zoning districts. The applicant is proposing to consolidate the five involved parcels into one 747.9 acre lot. The applicant is pursuing master plan approval for the project. The master plan includes 37.6 acres of the consolidated airport parcel. The creation of this master plan area would result in this 37.6 acre area being reviewed as a PUD independent of the overall airport PUD. These staff comments reflect only the master plan area. Staff considers the Board should require the applicant in all cases to meet the standards of the LDR within the master plan area. The applicant has submitted an application for combined preliminary and final plat review of the first, or “blue” phase of the master plan area. Dimensional standards and other review criteria discussed herein only reflect the “blue” phase. B) ZONING DISTRICT & DIMENSIONAL REQUIREMENTS Setbacks, Coverages & Lot Dimensions #SD-21-28 Staff Comments 3 3 of 20 Air-I Zoning District Requirement Air-I Zoning District Proposed I/C Zoning District Requirement I/C Zoning District Proposed  Min. Lot Size* 3 ac 747.9 40,000 sf 747.9 Max. Building Coverage 30 % Unknown 40% No building Max. Overall Coverage 50 % Unknown 70% Unknown @ Max. Height (flat roof) 35 ft. 45 ft. 35 ft. None Requirement Proposed  Min. Front Setback 50 ft. Air-I 30 ft. I/C Appx 629’  Min. Side Setback 35 ft. Air-I 10 ft. I/C 84’-5” Air-I  Min. Rear Setback 50 ft. Air-I 30 ft. I/C Appx 874’ Max. Front Setback Coverage 30% Unknown √ Zoning Compliance @ Waiver requested * The reported lot sizes represent the size of the involved lot, though the master plan and this final plat review consider only the involved 37.6 acres. LDR 15.02 allows the Board broad waiver authority in the case of Planned Unit Developments, except it specifically prohibits the following three standards from being modified. (a) setbacks shall be no less than five (5) feet (b) site coverage may not exceed the total maximum allowable site coverage for the applicable zoning district (c) parking must comply with LDR 14.06B(2) 1. The requirement that site coverage be met for each zoning district applies to this project. Staff recommends the Board require the applicant to provide an analysis of dimensional standards for the Project Area on a zoning district by zoning district basis in order to determine whether dimensional standards are met. Staff also recommends the Board require the applicant to provide a front setback coverage computation, though it appears to be below the maximum. The applicant has requested a waiver of the maximum height from 35-feet to 37 feet. The applicant has explained their belief that the 35-ft limit was intended to allow three-story buildings, but buildings are now being constructed with taller stories, and therefore the height limit in the LDR is outdated. Development in the airport-industrial district is eligible for height beyond 35-feet as follows. (a) The Development Review Board may approve a structure with a height in excess of the limitations set forth in Table C-2. For each foot of additional height, all front and rear setbacks shall be increased by one (1) foot and all side setbacks shall be increased by one half (1/2) foot. (b) For structures proposed to exceed the maximum height for structures specified in Table C-2 as part of a planned unit development or master plan, the Development Review Board may waive the requirements of this section as long as the general objectives of the applicable zoning district are met. A request for approval of a taller structure shall include the submittal of a #SD-21-28 Staff Comments 4 4 of 20 plan(s) showing the elevations and architectural design of the structure, pre-construction grade, post-construction grade, and height of the structure. Such plan shall demonstrate that the proposed building will not detract from scenic views from adjacent public roadways and other public rights-of-way. (c) Rooftop Apparatus. Rooftop apparatus, as defined under Heights in these Regulations, that are taller than normal height limitations established in Table C-2 may be approved by the Development Review Board as a conditional use subject to the provisions of Article 14, Conditional Uses. Such structures do not need to comply with the provisions of subsections (a) and (b) above. The project is already being reviewed as a PUD. Staff supports the requested height and recommends the Board approve it. 6.03 Supplemental District Standards All applications within the AIR-I District shall be subject to the supplemental standards in Section 6.05 and the following additional standards: (1) No use shall be permitted which will produce electrical interference with radio communications or radar operations at the Airport. (2) No lights or glare shall be permitted which could interfere with vision or cause confusion with airport lights. (3) No use shall be permitted which could obstruct the aerial approaches to the Airport. (4) All uses shall comply with all applicable provisions of the Federal Aviation Administration, and any other federal or state regulations pertaining to airports. 2. The applicant has not demonstrated that they have submitted or received approval from applicable airport regulatory agencies. Staff recommends the Board require the applicant to demonstrate they have submitted an application to the appropriate regulatory agencies prior to closing the hearing, and require the applicant to demonstrate they have received approval prior to issuance of a zoning permit. 6.05 Supplemental Standards for Industrial and Airport Districts A. Site Plan or PUD review required The application is being reviewed as a PUD. Staff considers this criterion met. B. Multiple structures and uses permitted. Multiple structures, multiple uses within structures, and multiple uses on a subject site may be allowed, if the Development Review Board determines that the subject site has sufficient frontage, lot size, and lot depth. Area and frontage requirements may be met by the consolidation of contiguous lots under separate ownership. Construction of a new public street may serve as the minimum frontage requirements. Where multiple structures are proposed, maximum lot coverage shall be the normal maximum for the applicable districts. The applicant is only proposing one structure for final plat approval. Staff considers this criterion met. C. [Reserved] #SD-21-28 Staff Comments 5 5 of 20 D. Buffer Strip. Properties in the Airport, Mixed Industrial Commercial, Industrial Open Space and Airport Industrial districts that abut residential districts shall provide a screen or buffer along the abutting line, as per Section 3.06(I) (buffers). Section 3.06(I) pertains to non-residential uses whose side or rear boundaries are within fifty feet of the boundary of a residential district. The Project is not proposed to be within fifty feet of any residential district. Staff considers this criterion not applicable. C) SITE PLAN REVIEW STANDARDS 14.6 General Review Standards Section 14.06 of the South Burlington Land Development Regulations establishes the following general review standards for all site plan applications: A. Relationship of Proposed Development to the City of South Burlington Comprehensive Plan. Due attention by the applicant should be given to the goals and objectives and the stated land use policies for the City of South Burlington as set forth in the Comprehensive Plan. The project is located in the northeast quadrant, whose objectives as stated in the comprehensive plan are to allow opportunities for employers in need of large amounts of space provided they are compatible with the operation of the airport, and to provide a balanced mix of recreation, resource conservation and business park opportunities in the south end of the quadrant. Staff considers that the proposed use is compatible with the airport. The site is not located in the south end of the quadrant. The land use policy for this area is medium to higher intensity, principally non-residential. Staff considers this criterion met and notes that as the applicant is seeking concurrent approval for a Master Plan (MP-21-02). Conformance with this standard is typically issued at that level. B. Relationship of Proposed Structures to the Site. (1) The site shall be planned to accomplish a desirable transition from structure to site, from structure to structure, and to provide for adequate planting, safe pedestrian movement, and adequate parking areas. As discussed in the staff notes for concurrent master plan application MP-21-02, this preliminary and final plat application represents the first phase of a four-phase master plan, each phase containing a single building. This phase is the largest and includes improvements to the airport internal roadway network as well as parking to serve three of the four master plan phases. As the first phase, Staff considers this project establishes the character of the project area. The applicant is proposing insulated metal panel wall cladding for the majority of the building, with corten steel fins near the principal entrance area. The principal entrance area has an irregularly shaped large awning that extends for most of the southeast façade. The facades which will be most visible from the street are the southwest and southeast. The northwest façade will be partially screened by existing hangar buildings and by the airport perimeter fence. The northeast façade will be fully within the airport security fence and face away from the public realm. Adequacy of planting is discussed under site plan review standard 14.07D below. The applicant has provided a pedestrian network, discussed under subdivision standard 15.18A(9) below. For the 344,000 sf building, containing 230,000 sf manufacturing area and a 114,000 sf office area, the applicant is proposing 323 parking spaces, representing the majority of the parking spaces in the proposed master plan. The total building square footage in the master plan area is 482,400 sf. #SD-21-28 Staff Comments 6 6 of 20 Staff considers the number of parking spaces to be adequate. Staff considers when considerations identified herein related to pedestrian movement and plantings are addressed, this criterion will be met. (2) Parking: (a) Parking shall be located to the rear or sides of buildings. Any side of a building facing a public street shall be considered a front side of a building for the purposes of this subsection. LDR 15.12D requires roadways serving one or more non residential lots to be built to public roadway standards, but does not require the road be a public road. The public street in this case is therefore Williston Road. 3. The applicant is proposing to locate the parking to the front of the building. LDR 15.02A(4) prohibits the DRB from waiving compliance with this standard, therefore Staff considers the Board may not grant this approval without the Board finding a path to approving the proposed project phasing as part of concurrent master plan application #MP-21-02. Staff recommends the Board discuss this criterion in light of their discussion of #MP-21-02. (3) Without restricting the permissible limits of the applicable zoning district, the height and scale of each building shall be compatible with its site and existing or anticipated adjoining buildings. The applicant’s requested height waiver is discussed above under zoning district standards. D) 14.07 SPECIFIC REVIEW STANDARDS In all Zoning Districts and the City Center Form Based Codes District, the following standards shall apply: A. Access to Abutting Properties. The reservation of land may be required on any lot for provision of access to abutting properties whenever such access is deemed necessary to reduce curb cuts onto an arterial or collector street, to provide additional access for emergency or other purposes, or to improve general access and circulation in the area. 4. Staff recommends that the findings on this criterion reflect the findings pertaining to access between properties on concurrent master plan application #MP-21-02. Staff has not identified the need for any cross-lot connections beyond those which are proposed. B. Utility Services. Electric, telephone and other wire-served utility lines and service connections shall be underground insofar as feasible and subject to state public utilities regulations. Any utility installations remaining above ground shall be located so as to have a harmonious relation to neighboring properties and to the site. Standards of Section 15.13, Utility Services, shall also be met. Wire served utilities for the new building are proposed to be accessed via Williston Road and proposed to be underground. Screening of the aboveground portions of the utilities is addressed under 14.07D below. 5. Existing overhead utilities serve the “Continental Hangar” north of the proposed building. It appears there is a conflict between the existing overhead utilities and the proposed water line. Staff recommends the Board require the applicant to address this conflict prior to closing the hearing. C. Disposal of Wastes. All dumpsters and other facilities to handle solid waste, including compliance with any recycling, composting, or other requirements, shall be accessible, secure and properly screened with opaque fencing to ensure that trash and debris do not escape the enclosure(s). Small receptacles intended for use by households or the public (ie, non-dumpster, non-large drum) shall not be required to be fenced or screened. #SD-21-28 Staff Comments 7 7 of 20 6. No information has been provided about the proposed dumpsters, which are located on the northwest façade near the loading docks. Staff recommends the Board require the applicant to demonstrate compliance with both the enclosure and the screening elements of this criterion. D. Landscaping and Screening Requirements. See Article 13, Section 13.06 Landscaping, Screening, and Street Trees. Pursuant to Section 13.06(A) of the proposed Land Development Regulations, landscaping and screening shall be required for all uses subject to planned unit development review. In evaluating landscaping, screening, and street tree plan requirements, the Board shall promote the retention of existing trees while encouraging the use of recommended plant species. 7. The applicant has proposed a large amount of site area to be planted with standard ground covering grass rather than landscaping. Staff considers it incumbent upon the Board to determine whether the objectives of the landscaping requirements are met in order to determine if credit may be granted for site improvements other than trees and shrubs. Specific comments pertaining to landscaping follow. 13.06B Landscaping of Parking Areas: All off-street parking areas subject to review by the Development Review Board shall be curbed and landscaped with appropriate trees, shrubs and other plans including ground covers as approved by the Development Review Board. (1) All off-street parking areas shall be landscaped around the perimeter of the lot with trees, shrubs and other plants. Perimeter planting shall be set back from the curb sufficiently to allow for snow storage. The purpose of perimeter planting shall be to mitigate the view of the parking lot from the public way and from adjacent uses and properties, and to provide shade and canopy for the parking lot. In some situations it may be necessary both for surveillance purposes and for the perception of safety to install the size and type of plants that leave visual access between the parking lot to the public way or other pedestrian areas. Staff considers this criterion met for the proposed phase. When the area of the existing building to remain is redeveloped as proposed in the master plan, additional screening and landscaping may be required. (2) In all parking areas containing twenty-eight (28) or more contiguous parking spaces and/or in parking lots with more than a single circulation lane, at least ten percent (10%) of the interior of the parking lot shall be landscaped islands planted with trees, shrubs and other plants. Such requirement shall not apply to structured parking or below-ground parking. The applicant has proposed to meet this criterion by providing large contiguous landscape islands between parking aisles. 8. Staff considers it appears this criterion is met but recommends the Board require the applicant to provide a computation of interior parking lot landscaping accompanied by a figure demonstrating how the computation was performed to support review of future amendments. (3) All interior and perimeter planting shall be protected by curbing unless specifically designed as a collection and treatment area for management of stormwater runoff as per 13.06(B)(5)(c) below. Interior planted islands shall have a minimum dimension of six (6) feet on any one side, and shall have a minimum square footage of sixty (60) square feet. Large islands are encouraged. Parking areas are curbed. Staff considers this criterion met. #SD-21-28 Staff Comments 8 8 of 20 (4) Landscaping Requirements (a) Landscaping shall include a variety of trees, shrubs, grasses and ground covers. All planting shall be species hardy for the region and, if located in areas receiving road runoff or salt spray, shall be salt-tolerant. The City arborist reviewed the proposed planting plans on 12/7/2021 and offers the following comments. Tree Protection Crown pruning to compensate for root loss is no longer a recommended practice Deciduous Planting Detail Change pruning recommendations from cuts will be made flush to cuts will be made outside of the branch collar Landscape Plan L-200 I found no specifications for planting soil under the concrete pavers to support tree root growth. Use of soil cells or structural soil is recommended. Cost could be reduced by using smaller planting stock 9. Staff recommends the Board require the applicant to address the comments of the City Arborist. (b) At least one (1) major deciduous shade tree shall be provided within or near the perimeter of each parking area, for every five (5) parking spaces. The trees shall be placed evenly throughout the parking lot to provide shade and reduce glare. Trees shall be placed a minimum of thirty (30) feet apart. 10. Staff considers all proposed tree species will function as shading when mature. Given the size of the project, Staff recommends the Board require the applicant to provide an exhibit demonstrating this criterion is met. (c) Trees shall have a caliper equal to or greater than two and one-half (2 ½) inches when measured on the tree stem, six (6) inches above the root ball. The applicant is proposing trees with a size at planting between 2.5” and 6”. Larger trees are more difficult to establish. Staff considers this criterion met, but also considers the larger size at installation makes the required landscaping bonding of particular importance. (6) Snow storage areas must be specified and located in an area that minimizes the potential for erosion and contaminated runoff into any adjacent or nearby surface waters. 11. Limited snow storage areas are shown on the plans near the front of the site. Staff considers snow storage may be challenging with the stormwater system and provided landscaping and recommends the Board discuss planned snow removal operations with the applicant. The City Arborist recommends plantings be set back at least 10-ft from the edge of pavement if snow storage is planned. 13.06C Screening or Buffering (1) All off-street parking areas, off-street loading areas, outdoor storage areas, refuse, recycling, and compost collection (excluding on-site composting) areas, and utility improvements such as transformer(s), external heating and cooling equipment shall be #SD-21-28 Staff Comments 9 9 of 20 effectively screened. There is a loading dock area located northwest of the proposed building. Screening of the loading dock is proposed to consist of relatively widely spaced evergreen trees. In acknowledgement of the fact that the roadway is intended to remain private, Staff considers the loading dock screening to be adequate. 12. There is a large electric cabinet along the proposed access drive. Not only is screening not proposed, it appears the site drawings and landscaping drawings conflict in this area. Due to the size of the project, Staff has not performed an exhaustive review of utility and landscaping conflicts, but recommends the Board require the applicant to so and make necessary modifications to the plan prior to closing the hearing. Staff further recommends the Board require the applicant to demonstrate that above-ground elements of the proposed utility system are adequately screened by showing those features on a plan or exhibit. (2) Such screening shall be a permanently maintained landscape of evergreen or a mix of evergreen and deciduous trees and shrubs, and/or a solid fence. As noted above, Staff recommends the Board require the applicant to demonstrate this criterion is met. (3) The landscaping shall be designed to minimize erosion and stormwater runoff, and to protect neighboring residential properties from the view of uses and parking areas on the site. The landscaping shall be of such type, height, and spacing, as in the judgment of the Development Review Board, will effectively screen the activities on the lot from the view of persons standing on adjoining properties. The plan and specifications for such planting shall be filed with the approved plan for the use of the lot. (4) A solid wall or fence, of location, height, and design approved by the Development Review Board, may be substituted for the required planting. (5) Modifications. Where the existing topography and/or landscaping provides adequate screening or would render the normally required screening inadequate, the Development Review Board may modify the planting and/or buffer requirements by, respectively, decreasing or increasing the requirements. The top of the building is approximately level with the high point of the topography on the southeast side of the property, though the building will be partially visible from adjoining properties. Staff considers these standards are not intended to require development to be completely invisible from adjoining properties, but rather to screen dissimilar uses and activities. When topography is taken into consideration, Staff considers the overall placement and density of screening satisfies these criteria. 13.06D Front Yards of Non-Residential and Multi-Family Uses. In the case of non-residential and multi-family uses, the required front yard and/or the frontage along designated arterial and collector streets (see Article 3, Section 3.06 for this list) shall be suitably landscaped and maintained in good appearance. Landscape elements that reduce stormwater runoff and promote stormwater infiltration are encouraged. The applicant has proposed an arborvitae hedge between the parking area and the street. They have also proposed a lawn area within the front setback and a meadow area between the front setback and the parking area. Staff notes this area is proposed in the master plan for a building, which will have its own required landscaping. Staff considers that if the Board approves the master #SD-21-28 Staff Comments 10 10 of 20 plan, the Board should find this criterion met. 13.06G Landscaping Standards. (1) The Development Review Board shall require compliance with any Tree Ordinance or Landscaping Design Standards enacted by the City of South Burlington, subsequent to the effective date of these regulations. (2) Overall, there shall be a mix of large canopy tree species within each landscaping plan. (3) Landscaping Budget Requirements. The Development Review Board shall require minimum planting costs for all site plans, as shown in Table 13-9 below. In evaluating landscaping requirements, some credit may be granted for existing trees or for site improvements other than tree planting as long as the objectives of this section are not reduced. The minimum landscape requirement for this project is determined by Table 13-9 of the South Burlington Land Development Regulations. The applicant estimates the building cost to be $111,500,000. The required minimum landscape value is therefore $1,122,500, as follows. Total Bldg Cons. Cost % of Total Cons Cost Value $0 - $250K 3% $ 7,500.00 $250K - $500K 2% $ 5,000.00 Additional over $500K 1% $ 1,110,000.00 Required landscaping budget $ 1,122,500.00 The applicant has requested a number of elements be allowed to be considered as contributing towards the minimum required landscape value, as follows. • Concrete pavers - $522,445.00. This element is proposed to make up 46.5% of the required minimum landscaping budget. 13. As this is an extremely high proportion of the required landscaping, Staff recommends the Board require the applicant to provide robust demonstration that the concrete pavers enhance the value of the project as compared to standard concrete construction. Staff recommends that the Board consider requiring the applicant to replace some of the concrete pavers (or the landscaping value associated with the pavers) with commissioned artwork, as recommended in the next staff comment. • Site Furniture - $105,175.00. An image of some of the proposed furniture is below. 14. Landscaping features are required to be maintained for the duration of the use. Staff recommends the Board deny the applicant’s request to include the proposed site furniture, as it is moveable and non-permanent. Staff considers the applicant may instead propose custom built-in elements that could function as art or as furniture, and that those materials #SD-21-28 Staff Comments 11 11 of 20 would count towards the requirement. Staff recommends the Board direct the applicant to meet with the Public Art Selection Committee for assistance developing a customized hardscape for the portion of the project which will be open to the public. Staff considers if the Board makes this recommendation, it should provide specific direction on objectives to the applicant and to the Committee. o This number includes the proposed bicycle racks. Staff has observed that the proposed type of bicycle rack is not durable and recommends the Board require the applicant to propose an alternative. • Trees - $485,140.00. 15. The applicant is proposing trees that range in size from 2.5 to 6” at planting. Given that the cost estimates for the 2.5” – 3” caliper trees are significantly (40%) higher than staff typically see for similar size and species trees on other projects, Staff asked the City Arborist for review. The City Arborist reports that deciduous tree prices are consistent with recent increases, but questions the listed estimates for the evergreen trees. He notes that “Horsford’s lists wholesale price for a 7ft T. occidentalis ‘nigra’ at $175. Planted cost is generally calculated at 3-4 times wholesale. Even at 4 times wholesale the price listed on the plan is $200 more.” Further, the City Arborists recommends the Board ask for documentation of the listed prices for the large caliper trees. 16. Staff also notes that the City Arborist recommends the use of soil cells to provide adequate soil for tree growth. Staff considers the Board may wish to allow the value of those cells to contribute towards the required minimum landscaping budget. • Shrubs - $87,587.50 • Perennials and Grasses - $120,495.00. Staff recommends the Board require the applicant to provide a surety for the required amount of plantings in accordance with LDR 15.15 as a condition of approval. E. Modification of Standards. Except within the City Center Form Based Code District, where the limitations of a site may cause unusual hardship in complying with any of the standards above and waiver therefrom will not endanger the public health, safety or welfare, the Development Review Board may modify such standards as long as the general objectives of Article 14 and the City's Comprehensive Plan are met. However, in no case shall the DRB permit the location of a new structure less than five (5) feet from any property boundary and in no case shall be the DRB allow land development creating a total site coverage exceeding the allowable limit for the applicable zoning district in the case of new development, or increasing the coverage on sites where the pre-existing condition exceeds the applicable limit. The applicant is requesting height waivers, discussed above. F Low Impact Development. The use of low impact site design strategies that minimize site disturbance, and that integrate structures, landscaping, natural hydrologic functions, and various other techniques to minimize runoff from impervious surfaces and to infiltrate precipitation into underlying soils and groundwater as close as is reasonable practicable to where it hits the ground, is required pursuant to the standards contained within Article 12. The City stormwater section provided comments on the proposed plans on 12/10/2021. The Stormwater Section has reviewed the “Beta Technologies BTV Manufacturing Plant; 3070 #SD-21-28 Staff Comments 12 12 of 20 Williston Rd, South Burlington, VT 05403” site plan prepared by Stantec, dated 10-15-21 and last updated on 11-05-21. We would like to offer the following comments: 1. The project is located near the watershed boundary between Muddy Brook and Potash Brook. The applicant should provide documentation confirming which watershed this project is located in. 2. The project proposes to create an additional 648,943 square feet of impervious area on the parcel. The project will require a stormwater permit from the Vermont DEC Stormwater Division. The applicant should acquire this permit before starting construction. 3. The project will require a construction stormwater permit from the Vermont DEC Stormwater Division. The applicant should acquire this permit before starting construction. 4. Work in the City Right Of Way (ROW) requires a permit before construction can begin. A “Permit to Open Streets or Right-Of-Way” can be obtained from the South Burlington Department of Public Works on their web site, or by stopping by their office located at 104 Landfill Road. 5. The applicant should provide a pre-development HydroCAD model for review. 6. The applicant should provide material verifying conveyance of 25-yr storm in accordance with Section 12.03.E(2) of the City’s LDRs. Please provide information confirming that the downstream infrastructure has adequate capacity to convey the 25-year, 24-hour storm event in accordance with Section 12.03.E(3) of the City’s LDRs. 7. The applicant should provide additional details on the EPSC plans, in accordance with the Vermont Standards and Specifications for Erosion Prevention & Sediment Control. Line types for silt fence and other symbology should be decipherable. 8. The applicant should include a pre-treatment structure on sheet C-012 for basin 6. 9. The applicant should include test pit and infiltration data for each proposed basin. 10. The applicant should include confirmation that utility conflicts have been checked for all water, storm, and sewing crossings. 11. The applicant should show snow storage locations on the site plan. 12. The DRB should include a condition requiring the applicant to regularly maintain all stormwater treatment and conveyance infrastructure. 17. Staff recommends the Board require the applicant to address the comments of the City Stormwater section prior to closing the hearing. G. Standards for Roadways, Parking and Circulation. Standards of Section 15.12 Standards for Roadways, Parking, and Circulation shall be met. 15.12A Street Layout: The arrangement of streets in the subdivision shall provide for the continuation of arterial, collector and local streets of adjoining subdivisions and for proper projection of arterial, collector and local streets through adjoining properties that are not yet subdivided, in order to make possible necessary fire protection, movement of traffic and construction or extension, presently or when later required, of needed utilities and public services such as recreation paths, sewers, water and drainage facilities. Where, in the opinion of the Development Review Board, topographic or other conditions make such continuance undesirable or impracticable, the above conditions may be modified. In no case shall gates of any kind be permitted across public or private roads, or driveways serving more than one dwelling unit. #SD-21-28 Staff Comments 13 13 of 20 As discussed below under 15.12D(2), the internal roadway is required to meet public roadway standards, though Staff considers it is not in the City’s interest to accept the roadway as a public road. Staff has reviewed the existing cross-lot connections and notes that the connection to the parcel to the east, presently occupied by Pete’s RV, is proposed to be terminated. No other connections appear to be proposed to be added or discontinued. Staff considers this criterion met. 15.12B. Relationship to Traffic Overlay District. In all PUDs and subdivisions in which the provisions of the Traffic Overlay District in Section 10.02 of these Regulations apply and in which the Traffic Overlay District provisions conflict with those of this section, the more restrictive provisions shall apply. The project is located in Traffic Overlay District Zone 3, which limits vehicle trips to 45 trips per PM peak hour per 40,000 sf of project area. The phase of the project proposed for final plat approval proposes to generate 175 PM peak hour trips and involves a 37.6 acre project area. Staff considers the project meets the requirements of the traffic overlay district. 15.12D. Criteria for Public and Private Roadways (2) Public roadway required. The DRB shall require a roadway to be built to City standards in Table 15-1, Figure 15-1, and the Transect Zone Street Typologies contained within Article 11 and dedicated to the City as a public roadway if one or more of the following situations applies: (a) The proposed roadway will or could provide a future extension to an adjoining property. (b) The right-of-way or proposed alignment of the proposed roadway is consistent with the right-of-way for a proposed City street shown on the Official Map; the City Council shall have the authority to determine if a proposed right-of-way with a similar location and/or alignment to a right-of-way on the Official Map must be required to be a public roadway. (c) The Development Review Board determines that the proposed length of a roadway or the significance of the roadway within the City’s street network warrants public ownership. (d) The proposed roadway serves one (1) or more lots occupied by and/or proposed for non-residential or mixed-use development. As a commercial development, the roadway must be built to City standards. Table 15-1 requires local roadways to have a 50-ft right-of-way. The applicant has not proposed a ROW for the roadway. As noted above, Staff considers there is no reason the City would ever accept this roadway as currently proposed. Staff considers this scenario to be sufficiently unlikely that it would be appropriate to forgo creation of a ROW at this time. If the applicant later desires for cause for the City to take over the roadway, they may seek an amendment. Table 15-1 requires the road width to be 32-ft since it serves commercial and industrial uses, though the the DRB may reduce the required width. The applicant is proposing 28-ft. Staff supports the proposed road width for the following reasons. • The road will serve a single user • There do not appear to be problems with truck movements • There is a wetland buffer which the applicant’s proposal manages to avoid permanently impacting (though there are temporary impacts associated with grading) • LDR 14.07F above prioritizes reduction of runoff from impervious surfaces. #SD-21-28 Staff Comments 14 14 of 20 (3) Private roadways allowed. The DRB may at its discretion approve a roadway or roadways within a subdivision or PUD to be private if one or more of the following situations applies: (a) The proposed roadway functions as a private frontage or service road to serve more than one (1) commercial lot, and the Development Review Board determines such a road would be consistent with the standards for PUDs in this Article. (b) The proposed roadway functions as a private service or access road within a commercial subdivision or PUD, and the Development Review Board determines such a road would be consistent with the standards for PUDs in this Article. The difference between this section (3) and section (2) above is that this section allows the road to be private, but section (2) requires it to be constructed to public roadway standards. (4) Connections to adjacent parcels. (a) If the DRB finds that a roadway or recreation path extension or connection to an adjacent property may or could occur in the future, whether through City action or development of an adjacent parcel, the DRB shall require the applicant to construct the roadway to the property line or contribute the cost of completing the roadway connection. (b) In determining whether a connection to an adjacent property may or could occur, and the location and configuration of such connection, the DRB may consider: (i) The existence of planned roadways or recreation paths in the City’s Comprehensive Plan, Official Map, or these Regulations; (ii) The requirements of the Zoning District in which the adjacent property is located and whether these Regulations allow additional development or development density on the adjacent parcel; (iii) The context of the proposed development’s setting in relation to the adjacent property; (iv) The presence of physical obstacles to such a connection, such as wetlands, water bodies, or steep slopes; (v) The presence of legal restrictions to development or use on the adjacent property; and/or; (vi) Any other information it deems necessary to make its determination. Staff has reviewed the potential connections between the project area and adjacent parcels and between the project area and other parts of the airport parcel and considers no additional connections to be necessary. Should the Board or interested persons feel that connections may be necessary, Staff would be happy to review the referenced information for such a potential connection. 15.12F Entrances This section requires that the nearest signalized intersection shall have a level of service “D” at the peak hour including the anticipated impact of the fully developed PUD. The LOS shall also be D for through- movements at the major roadway (Williston Road). Entrances to PUDs shall generally be separated by 400-ft., and signalized intersections shall be separated by between 300 ft and 500 ft, depending on traffic volume. These criteria are proposed to be met. The applicant has prepared a detailed traffic study evaluating the impacts of the proposed project on #SD-21-28 Staff Comments 15 15 of 20 the transportation system. The evaluation takes into consideration major permitted developments in the project vicinity. It evaluates traffic safety, sight distance, and intersection capacity. It ultimately concludes that a traffic signal is recommended at the new driveway into the site, which has been incorporated into the project design. Staff has read the provided study and has no concerns with the analysis or it’s conclusions. The applicant has not provided a full set of plans for the proposed traffic signal. Staff recognizes the Board likely has limited interest in the very detailed elements of signal design. Staff recommends the Board include a finding that operational functions of the traffic signal are subject to review and approval of the Director of Public Works and by Vermont Agency of Transportation (VTrans) as evidenced by issuance of an Act 250 permit prior to issuance of a zoning permit for installation of the signal. 15.12K Street Names Staff recommends the Board require the applicant to receive approval for a street name for the proposed access road prior to issuance of a zoning permit for the project. A locatable address is required prior to construction of any combustible elements of the project. 15.12M Sidewalks and Recreation Paths. (1) Unless otherwise provided in the specific regulations in Article 9 (SEQ) or in the City Center Form Based Codes District, sidewalks and/or recreation paths shall be installed along both sides of arterial streets, along both sides of collector streets in commercial areas, along one side of collector streets in noncommercial areas, and along one side of local streets. The specific location of sidewalks and/or recreation paths shall be determined by the DRB. The applicant is proposing a sidewalk or recreation path along one side of the access road from Williston Road to Eagle Drive. Staff considers this proposed pedestrian route as supportive of Comprehensive Plan objectives and strongly supports the applicant’s proposal. Staff considers this criterion met. 18. The applicant is also proposing a recreation path from Williston Road heading north along the side access road and then east of the building. This path terminates in a label that says “Nature Walk Trail.” Staff recommends the Board ask the applicant to describe this path, including who will be able to use it, responsibility for maintenance, and property access rights at the terminal of the paved portion of the path. (2) Sidewalk and/or path to curb distance shall be at least five (5) feet or as otherwise approved by the City Engineer (see street details in Figure 15-1) or required by the applicable City Center FBC District Transect Zone. Sidewalk to edge of pavement is generally at least five (5) feet except where in proximity to the wetland buffer. Staff recommends the Board accept the applicant’s proposed configuration. (3) Sidewalks shall be laid out so as to maximize southern exposure. Staff considers this criterion met. E) PLANNED UNIT DEVELOPMENT STANDARDS Section 15.18A of the South Burlington Land Development Regulations establishes the following general standards for all PUDs. #SD-21-28 Staff Comments 16 16 of 20 (1) Sufficient water supply and wastewater disposal capacity is available to meet the needs of the project in conformance with applicable State and City requirements, as evidenced by a City water allocation, City wastewater allocation, and/or Vermont Water and Wastewater Permit from the Department of Environmental Conservation. Staff is unaware of the applicant having received preliminary water or wastewater allocation for the proposed project. Staff has also not, at the time of this writing, received review comments from the South Burlington Water Department. Staff recommends the Board continue the hearing until the applicant has received preliminary water and wastewater allocation and require the applicant to obtain final water and wastewater allocation and connection permits prior to issuance of a zoning permit. (2) Sufficient grading and erosion controls will be utilized during construction and after construction to prevent soil erosion and runoff from creating unhealthy or dangerous conditions on the subject property and adjacent properties. In making this finding, the DRB may rely on evidence that the project will be covered under the General Permit for Construction issued by the Vermont Department of Environmental Conservation. As noted by the City Stormwater Section under criterion 14.07F above, the applicant will be required to obtain a construction stormwater permit from the Vermont DEC Stormwater Division. Staff considers the Board may rely on issuance of this permit as demonstration that this criterion is met. (3) The project incorporates access, circulation and traffic management strategies sufficient to prevent unreasonable congestion of adjacent roads. In making this finding the DRB may rely on the findings of a traffic study submitted by the applicant, and the findings of any technical review by City staff or consultants. Traffic impacts of the proposed project are discussed under 14.07G above. Staff considers this criterion met. (4) The project’s design respects and will provide suitable protection to wetlands, streams, wildlife habitat as identified in the Open Space Strategy, and any unique natural features on the site. In making this finding the DRB shall utilize the provisions of Article 12 of these Regulations related to wetlands and stream buffers, and may seek comment from the Natural Resources Committee with respect to the project’s impact on natural resources. The project temporarily impacts a portion of a Class II wetland buffer. The applicant indicates the purpose of the encroachment is to install a stormwater outfall, remove an existing gravel road, and temporary grading associated with the new road and sidewalk. Areas impacted will be revegetated. 19. The applicant has not enumerated the area of proposed encroachment. Staff recommends the Board require the applicant to do so for recordkeeping purposes. 12.02E. Standards for Wetlands Protection (2) Encroachment into Class II wetlands is permitted by the City only in conjunction with issuance of a Conditional Use Determination (CUD) by the Vermont Department of Environmental Conservation and positive findings by the DRB pursuant to the criteria in (3) below. #SD-21-28 Staff Comments 17 17 of 20 The applicant has not demonstrated that they have obtained approval from the DEC for the proposed encroachment. Staff recommends the Board require DEC approval prior to issuance of a zoning permit for the project. (3) Encroachment into Class II wetland buffers, Class III wetlands and Class III wetland buffers, may be permitted by the DRB upon finding that the proposed project’s overall development, erosion control, stormwater treatment system, provisions for stream buffering, and landscaping plan achieve the following standards for wetland protection: (a) The encroachment(s) will not adversely affect the ability of the property to carry or store flood waters adequately; The purpose of the encroachment is to allow discharge of an infiltration basin, to remove existing impervious surfaces, and temporary grading. Staff considers the limited size of the encroachment relative to the size of the impacted wetland, combined with the purpose of the impact, to be adequately protective of flood storage and conveyance capacity. Staff considers this criterion met. (b) The encroachment(s) will not adversely affect the ability of the proposed stormwater treatment system to reduce sedimentation according to state standards; Staff interprets this criterion to mean that the encroachment shall not adversely impact the erosion of sediment. Staff considers that since the stormwater system is designed to improve water quality, this criterion is met. (c) The impact of the encroachment(s) on the specific wetland functions and values identified in the field delineation and wetland report is minimized and/or offset by appropriate landscaping, stormwater treatment, stream buffering, and/or other mitigation measures. The applicant has not provided a field delineation/wetland report/wetland classification letter therefore Staff cannot provide an evaluation of how the impacts on the functions and values of the wetland are minimized or offset. However, since this impact will be subject to review and approval of the DEC, Staff considers the Board may rely upon issuance of a wetland permit from the DEC as demonstration that this criterion is met. (5) The project is designed to be visually compatible with the planned development patterns in the area, as specified in the Comprehensive Plan and the purpose of the zoning district(s) in which it is located. See discussion of visual compatibility and transitions above under site plan review standards 14.06(A) and 14.06B. Staff considers the use consistent with the comprehensive plan and purpose of the zoning district. (6) Open space areas on the site have been located in such a way as to maximize opportunities for creating contiguous open spaces between adjoining parcels and/or stream buffer areas. Open spaces are typically established at the master plan stage of review for projects subject to a master plan. Staff recommends the Board make findings in associated MP-21-02 that apply to all final plat applications within the master plan area. #SD-21-28 Staff Comments 18 18 of 20 (7) The layout of a subdivision or PUD has been reviewed by the Fire Chief or his designee to insure that adequate fire protection can be provided, with the standards for approval including, but not be limited to, minimum distance between structures, street width, vehicular access from two directions where possible, looping of water lines, water flow and pressure, and number and location of hydrants. All aspects of fire protection systems shall be designed and installed in accordance with applicable codes in all areas served by municipal water. The Fire Chief reviewed the plans on 12/1/2021 and offers the following comments. SBFD FMO has had several lengthy meeting with the design team over the past few months. We are currently working with the group to address access, water supply, fire protection features for the Phase 1 – 113,000 SF, one story, type 2, fully protected, mixed use facility (S & F-1) production building. We have asked the design team to submitted the mtg minutes (once approved by FMO) as part of the public record and comment on the project. While this is a unique and complex project we have found the design team and owners committed to constructing a project that meets or exceeds the State and local building fire and life safety codes and standards. 20. Staff recommends the Board require the applicant to provide the meeting minutes for the Board’s review prior to closing the hearing as referenced by the fire chief since they pertain to elements of the project within the jurisdiction of the DRB. (8) Roads, recreation paths, stormwater facilities, sidewalks, landscaping, utility lines and lighting have been designed in a manner that is compatible with the extension of such services and infrastructure to adjacent properties. 21. The applicant is proposing up lighting on some of their landscaping features. These fixtures are prohibited and must be removed. 22. The applicant is also proposing wall-mounted fixtures at 40-ft high. The maximum height for wall mounted fixtures is 30-ft or the height of the structure, whichever is less. These fixtures must be lowered. LDR A.9 requires that the maximum illumination at ground level not be in excess of an average of three (3) footcandles. The applicant calculates that the average illumination in the Loading Dock area is 10.15 footcandles and in the Entry Canopy area is 6.65 footcandles. 23. In the loading dock area, Staff considers it would be acceptable for illumination levels to exceed 3 footcandles where the loading dock is fully screened from the roadway by the building, but not where the loading dock area is exposed to view from the roadway. Staff considers illumination under the canopy may exceed 3 footcandles, but should not exceed 3 footcandles outside of the canopy. It is unclear what area the applicant has considered in their computation of “Entry Canopy” area. Staff recommends the Board require the applicant to adjust the illumination levels to more closely adhere to this criterion. The applicant is proposing overhead lighting along the recreation path where it diverges from the roadway, and bollard lighting along the recreation path along the southeast side of the building. It would be unusual to provide independent lighting for a recreation path in South Burlington, but as the roadway is proposed to remain private, Staff considers the Board may allow it if the applicant desires to provide it. Other elements are discussed elsewhere in this document. Staff considers this criterion will be met when other concerns discuss above are met. #SD-21-28 Staff Comments 19 19 of 20 (9) Roads, utilities, sidewalks, recreation paths, and lighting are designed in a manner that is consistent with City utility and roadway plans and maintenance standards, absent a specific agreement with the applicant related to maintenance that has been approved by the City Council. The applicant is proposing modifications to Williston Road. The Deputy Director of Operations reviewed the plans on 12/15/2021 and offers the following comments. All the crosswalks should be inlaid into the asphalt and poly-urea be used in the place of road paint. It holds up significantly better to traffic. If the City is going to be responsible for the crosswalk at the intersection of Williston Road and the new road I would ask it be done in that manner. Other relevant elements of this criterion are discussed elsewhere in this document. Staff recommends the Board require the applicant to comply with the comments of the Deputy Director of Operations as a condition of approval. (10) The project is consistent with the goals and objectives of the Comprehensive Plan for the affected district(s). A discussion of consistency with Comprehensive Plan is provided under site plan review standards above. (11) The project’s design incorporates strategies that minimize site disturbance and integrate structures, landscaping, natural hydrologic functions, and other techniques to generate less runoff from developed land and to infiltrate rainfall into underlying soils and groundwater as close as possible to where it hits the ground. 24. As discussed above, Staff recommends the Board not conclude the hearing until a positive determination from the Stormwater Section is made. F) OTHER Energy Standards Staff notes that all new buildings are subject to the Stretch Energy Code pursuant to Section 3.15: Residential and Commercial Building Energy Standards of the LDRs. 13.14 Bicycle Parking and Storage For the 344,000 sf building, containing 230,000 sf manufacturing area and a 114,000 sf office area, 35 short term and 12 long term bicycle spaces are required. The applicant is also required to provide 2 unisex changing facilities, 2 unisex showers, and 5 clothes lockers. The applicant has proposed 20 short term spaces and has stated in their application narrative that 21 long term spaces are provided within the building. 13.14B(2)(f) allows up to 50% of short term parking to be provided as long-term indoor parking. 25. Staff considers the Board should require the applicant to provide an additional six (6) bicycle parking spaces, either long or short term. Staff further recommends the Board require the applicant to show where the long term parking spaces, changing facilities, showers, and clothes lockers are provided in order to evaluate whether they meet the minimum location and dimensional standards. Bus Shelters 26. 13.09 requires that bus shelters be located within street rights-of-way and must permit ample room for the bus to conveniently leave the traveled roadway to pick up or discharge passengers. It also requires the design be harmonious with adjacent properties. Staff considers the applicant has not #SD-21-28 Staff Comments 20 20 of 20 demonstrated compliance with either of these provisions and recommends the Board require the applicant to do so prior to closing the hearing. Phasing The applicant has requested the building be approved in three phases in order to facilitate phased occupancy. It appears this request is not relevant to Board/Planning and Zoning approval and instead only applies to the interior of the building. The entirety of the presented project must be constructed and issued a certificate of occupancy from the Zoning Administrator prior to use of any portion of the approval. 27. Staff recommends the Board confirm this approach. If the applicant desires a phased Board approval, they must present phasing plans showing clearly what is proposed to be completed for each phase. RECOMMENDATION Staff recommends that the Board work with the applicant to address the issues identified herein. Respectfully submitted, Marla Keene, Development Review Planner Stantec Consulting Services Inc. 55 Green Mountain Drive, South Burlington VT 05403-7824 November 5, 2021 File: 218421340 Attention: South Burlington Development Review Board c/o City of South Burlington Planning and Zoning 180 Market Street, South Burlington, Vermont 05403 Reference: BETA Technologies – BTV Manufacturing Plant Preliminary/Final Plat Application Narrative Dear Members of the Board, On behalf of BETA Technologies (BETA), we are pleased to submit for your consideration BETA’s exciting expansion of its manufacturing capabilities, at the Burlington International Airport, for its innovative and celebrated electric vertical take-off and landing (eVTOL) aircraft, ALIA. We have been communicating with the South Burlington Planning staff and believe this submission meets the stated goals of the City’s Comprehensive Plan and associated standards in the Land Development Regulations. A narrative summarizing the project and highlighting its key features follows. PROJECT DESCRIPTION BETA proposes to construct a 344,000 gross square foot (gsf) state-of-the-art manufacturing facility as part of an expanded aviation training, research, and development campus. The new building is comprised of a 230,000 gsf manufacturing area supported by 114,000 gsf of two-story office and support spaces with mezzanine. Parking for the facility will be provided onsite and is presented in further detail later in this report. The new facility will be constructed as a continuous project, and will be occupied in two phases, with the first phase of occupancy accommodated in the western portion of the building, an approximately 450’ by 230’ area. This first area of occupancy is referred to by BETA as “A-Build Occupancy.” The proposed campus development includes several environmental and placemaking elements consistent with the Comprehensive Plan which will enhance South Burlington’s continued efforts towards sustainable and smart development. • Full multi-modal capability with new sidewalks, paths, indoor bicycle storage facilities, and access to a regular public transportation (bus) route. • Incorporation of stormwater management improvements and utilization of demand management strategies to manage traffic impacts from the project. • Improving safe access to Williston Road through the permanent closure of two separate curb cuts on the arterial road. Green spaces are planned for wide-reaching enjoyment with amenities planned for staff, visitors, and the public. Natural areas on site are respected and impacts minimized. The proposed development is also October 15, 2021 South Burlington Development Review Board Page 2 of 11 Reference: BETA Technologies – BTV Manufacturing Plant Preliminary/Final Plat Application Narrative proud to incorporate energy efficiency and potable water use reduction measures meeting or exceeding those required or suggested by local regulations. PROPERTY LOCATION AND EXISTING CONDITIONS The proposed redevelopment occurs on property owned by the Burlington International Airport (BTV) in two primary locations: 1) the retired quarry located at the south end of the airport, and 2) the Williston Road site, which is an area bounded by Williston Road to the east, Valley Drive to the north, Pete’s RV to the south, and the retired quarry to the east. Retired Quarry Property – The retired quarry area will be utilized for the manufacturing facility and expansion of the apron and taxiways. The quarry has been filled over the years with excess soils from various construction projects at the airport. An existing hangar is located northwest of the proposed building. There is an existing paved taxiway, northwest of the proposed site. Williston Road Site – The Williston Road site, which contains four parcels – 3060, 3062, 3064, and 3090 Williston Road, is intended to accommodate parking and greenspace and serve as the primary site entrance for employees and guests. Currently, this property is used for RV storage and maintenance as well as a commercial business that stores and sells hardscape landscaping supplies. The 3060 Williston Road parcel which contains two existing buildings, one commercial and one manufacturing, will be modified to facilitate an improved access plan. ZONING The proposed development spans two zoning districts as indicated in the current Zoning Map, dated April 11, 2016. The proposed building is located within the Airport Industrial District (AIR-I). Most of the proposed parking will be located within the Mixed Industrial & Commercial District (IC). Both districts allow the proposed development and associated uses. SUBDIVISION The properties to the south of the project site are 3060, 3062, 3064 and 3090 Williston Road. These properties are owned by BTV and leased to tenants. Final lease areas and associated covenants and easements are currently being negotiated between the Landowner and Applicant. Upon completion of the negotiations, the plan depicting the final lease areas will be forwarded to South Burlington Planning and Zoning. BUILDING ARCHITECTURE The proposed design of the manufacturing plant and associated support spaces reflects the forward-thinking research, development, and engineering embodied by the innovative aircraft designed and manufactured by BETA. Support spaces will include offices, visitor entry, meeting spaces, amenity spaces, and required building service spaces. The main entrance is located on the southeast corner of the building and is approached through a landscaped parking area and covered entry plaza leading into a welcoming interior entry space that links the office, support, and manufacturing spaces. Structural elements are exposed and visible as one approaches the main entry to the building, showcasing the innovative building engineering and technology that support the manufacturing work taking place inside. October 15, 2021 South Burlington Development Review Board Page 3 of 11 Reference: BETA Technologies – BTV Manufacturing Plant Preliminary/Final Plat Application Narrative At the north side of the building, large, motorized hangar-type sliding doors allow BETA to roll its aircraft from the manufacturing floor out to the taxiway and runways beyond. Importantly for BETA’s culture, these doors also provide daylight and views of the mountains to the north for the team members working in the manufacturing area. HEIGHT WAIVER A two-foot height waiver is requested from the 35’ height limit prescribed in the Uses and Dimensions Standards for both the AIR-I and IC districts to the building height of 37’ as defined by the definition of height in the LDR’s. From the landside (Williston Road), the building will be viewed as a 35’ tall building to the top of the parapet as shown in the figure below. From the airside, the building will be viewed 55’ to the top of the parapet to accommodate the high-bay structure required to manufacture the aircraft. As shown in the diagrammatic sections below, the proposed orientation of the building takes advantage of the sloping topography of the site to minimize the height difference between the support spaces and the high-bay manufacturing spaces. Additionally, the building will be set back approximately 700’ from the property line, limiting the visual impact of the building along Williston Road. SUSTAINABILITY In keeping with the City’s Comprehensive Plan and BETA’s values, sustainable design strategies have been studied for possible inclusion in the building, and design goals for sustainability are being developed, including: Energy Goals – BETA’s new manufacturing plant aims to minimize its footprint and impact on the environment by utilizing a high-performance building envelope, geothermal system, and five-acre solar PV array to enable the shell and core building systems to operate with no fossil fuels. Any additional power needed will be provided by GMP, whose power is generated through 100% renewable sources. Additionally, the project is evaluating battery storage opportunities to integrate into the solar PV array. Holistic Sustainability – Beyond its energy goals, BETA is exploring holistic sustainability criteria, including low-impact development (LID) strategies for land management (reduced stormwater runoff and heat island reduction), reduction of potable water uses through efficient fixtures, materials that promote reduced life cycle impacts, locally sourced goods and services, and optimized indoor air quality. Other Goals – This project is also evaluating additional measures, which link to sustainability targets, including long-term climate change adaptability and the use of evidence-based design approaches to promote mental and physical wellbeing for staff and visitors. These include but are not limited to outdoor places of respite, designing for physical activity, and access to daylight and natural views. October 15, 2021 South Burlington Development Review Board Page 4 of 11 Reference: BETA Technologies – BTV Manufacturing Plant Preliminary/Final Plat Application Narrative LANDSCAPING Design of the landscape is integral to achieving BETA’s goals for redeveloping this underutilized area which include being good stewards of the land for this and future generations, having minimal environmental impact, and creating environments that contribute to employee and community wellness. Design Intent: Overall, the site design has focused on leveraging the natural features on the site to locate key building elements, maximize views to the mountains beyond, create sustainable and accessible green space, and diffuse the parking into the overall site providing maximum screening from key vantage points. Parking Area: Parking bays follow the natural contours of the site and are separated by landscaped islands that vary in width from 10’ to 35’ that contain planted undulating landforms that minimize long uninterrupted parking areas. The landforms are planted with native trees, shrubs, and grasses on the steeper 2:1 sloped areas and a “no-mow” fescue grass mix on the 4:1 sloped sides. The Phase One plan exceeds the required parking lot tree count by approximately 20 trees. Pedestrian Experience: Sidewalks have been incorporated into the overall planning, including a sidewalk along Williston Road that provides connection to the multi-use path that extends from Williston Road to the northeast above the existing landscape features toward the airfield viewing area. The current design accommodates a future connection to the other area trails or to the Muddy Brook Natural Area. Additionally, the multi-use path will integrate into the BTV airport landscape master plan, providing an opportunity to move between BETA’s R&D facility adjacent to the airport and the new manufacturing facility without having to use the road network. Tree Plantings: Due to the scale of the project, tree plantings will range in caliper size from 2-1/2” – 3” and up to 6”. Large caliper trees will be mainly located near the building to provide immediate shade and scale to outdoor spaces. Sidewalks and Open Space: Sidewalks have been incorporated into the overall planning, including a sidewalk along Williston Road that provides connection to the multi-use path that extends from Williston Road to the northeast above the existing landscape features toward the airfield viewing area. The current design accommodates a future connection to the other area trails or to the Muddy Brook Natural Area. Additionally, the multi-use path will integrate into the BTV airport landscape master plan, providing an opportunity to move between BETA’s R&D facility adjacent to the airport and the new manufacturing facility without having to use the road network. Ground plane: The ground plane of the site will be treated in different ways the further one gets from the building. Up close to the building awn areas are designed for active and passive use. Parking area landforms and islands will receive a “no-mow” fescue seed mix that will grow to 12” high, which will be mowed once or twice a year, much less maintenance than traditional lawn areas. Detention basins will receive a seed mix of grasses and sedges that are native to seasonally wet areas. The furthest outreaches of the site will receive an upland conservation seed mix of taller grasses and wildflowers. Eastern Building Landscape: The eastern side of the building has employee outdoor areas at each of the three levels. Outdoor areas include small terraces, large terraces with seat walls and moveable tables and chairs, and a lower dining terrace. The hillside between the two lower levels provides the opportunity for an outdoor gatherings for both BETA and public events. Further to the east, the exposed ledge provides the backdrop for two large lawn areas. October 15, 2021 South Burlington Development Review Board Page 5 of 11 Reference: BETA Technologies – BTV Manufacturing Plant Preliminary/Final Plat Application Narrative Landscape Budget Requirements will be met on-site in accordance with City of South Burlington regulations. A landscape budget has been included as part of this application. Conformance with LDR’s: • Over 30% of the interior of the parking lot has landscaped islands planted with trees. • Interior and perimeter plantings are protected by curbing. • An abundance of trees is provided within or near the permitter of the parking area with at least 1 tree for every five (5) parking spaces. • Landscape budget is met on site. Please see Landscape Estimate Prepared by Landscape Architect, Wagner Hodgson. • Snow storage areas have been defined on the plan. LIGHTING Designed with BETA’s values in mind, the site and landscape lighting design focus on energy efficiency, safety, and creating an inviting environment. At the building façade, egress man-doors are provided with exterior wall mounted full cut-off luminaires with emergency power for egress lighting. Main building entries and publicly accessible entry points are illuminated with recessed architectural lighting at canopies. Architectural accent lighting is provided to emphasize the architectural façade elements at night. Recessed downlighting is also provided to illuminate vertical wood slats. Around the main entry, bench lighting and tree up lights are incorporated. Throughout the site, various levels of luminaires are utilized to illuminate areas and pathways. Site area luminaires mounted to 25’ poles are provided for parking lot and drive aisles. Pedestrian area luminaires mounted to 15’ poles illuminate pedestrian sidewalks adjacent to parking. Illuminated bollards are provided along pedestrian pathways. Luminaires are located and aimed to direct lighting towards the site and away from adjacent properties. Luminaire types are all full cut-off to minimize spill lighting and glare. Exterior lighting shall be controlled via photocell for dusk-to-dawn operation. Timeclock control will reduce light output in non-essential lighting zones. For emergency situations, the system shall be able to override all exterior lighting on. October 15, 2021 South Burlington Development Review Board Page 6 of 11 Reference: BETA Technologies – BTV Manufacturing Plant Preliminary/Final Plat Application Narrative PARKING For purposes of determining anticipated parking demand, the table below summarizes BETA’s estimated peak employee count for the manufacturing plant in full operation. Population Type Estimated Peak Population Office 250 Manufacturing (1st shift) 125 Manufacturing (2nd shift) 100 Visitors 40 Based on these employee counts, the ITE Parking Demand is 446 spaces. BETA has inspired a culture of sustainability within the organization and encourages carpooling, bicycle commuting, walking, transit use and telecommuting. Under the first phase of this project, there are a proposed 322 spaces. Under the master plan there will be 405 proposed spaces with opportunity to expand an additional 60 spaces. Vehicular Parking: While the goal of provision 14.06 B (2) of the Land Development Regulations (LDRs) is to locate parking to the rear or sides of buildings, on-airport projects are not able to meet this provision as the rear of the building is in FAA controlled space. To address the LDR requirements without requesting a variance or change to the language, the project has proposed under the master plan to relocate the existing commercial building along Williston Road in a future phase. To meet the intent of the rule temporarily, the parking will be set back at a distance greater than the standard 30’ setback required by the Uses and Dimensions Standards for the IC district. Additionally, the parking area will be partially shielded with landscape features to reduce visual impact from Williston Road. Bicycle Parking: In addition to accommodating vehicular parking needs, the site must also accommodate bicycle parking needs. Based on the proposed project size, 24 short-term spaces, 12 long-term spaces, lockers, showers and changing facilities are required per the LDR’s. BETA is proposing 20 short-term bike parking spaces at the main building entrance and 21 long term covered spaces within the building. By providing additional long term, indoor bike parking, the LDR’s allow for a 50% replacement of short term, outdoor bike parking. Indoor bike parking is located at levels 2 and 3 of the building. A Locker-room with showers is provided within the building. VEHICLE ACCESS The overall strategy for managing ingress and egress traffic from the proposed project is to separate shipping and receiving (truck) vehicles from employee and guest (cars) vehicles. Truck traffic would enter from Williston Road at Aviation Avenue and continue to Eagle Drive and then the future Eagle Drive Extension. Car traffic would enter from Williston Road at a proposed entry drive located at the center of the site. The Valley Road access will remain open temporarily to support the existing commercial building-to- remain until a future project under the master plan relocates the commercial building. Employee Access: For the employee access to the site, the project proposes to consolidate two existing curb cuts along Williston Road Between Valley Road and Pete’s RV into a single access point to service the proposed use. Large trucks will be restricted from using this access. A left turn lane is proposed on Williston Road to enter the site and a left and right turn lane are proposed to exit the site in accordance with the Traffic Impact Study recommendations. The access road will be designed using a fire truck as the design vehicle. October 15, 2021 South Burlington Development Review Board Page 7 of 11 Reference: BETA Technologies – BTV Manufacturing Plant Preliminary/Final Plat Application Narrative Truck Access: Truck access to the site will be from Williston Road, via Aviation Ave via Eagle Drive via a new proposed access road intended for large truck use (WB-67). Design Parameters: Access into the site from Williston Road includes 10’ drive lanes, 4’ shoulders, and a 5’ sidewalk providing room for vehicles and cyclists to share the main entry drive. The truck access road from Aviation Drive will be 32’ in width to support large truck movements consistent with the City’s standard for commercial/industrial drives. MULTI-MODAL Bicycles can access the site via a shared access drive from Williston Road. Outdoor and indoor bike parking will be provided in accordance with section 13.14 of the LDR’s. The level 3 entrance is accessed via an accessible ramp and walkway from the main building entry plaza. Transit use will be encouraged and supported by BETA as part of a comprehensive demand management plan that will integrate with the regional transportation plan by adding a bus shelter and providing pass stipends. The new bus shelter is proposed in front of the site along Williston Road, west of the new entry drive. TRAFFIC The applicant has submitted a traffic impact study for technical review at the request of the DRB during the sketch plan hearing. The traffic impact study supports the City’s review of roadway improvements required along Williston Road to make a consolidated access possible, including but not limited to, left turn lane warrants, signal warrants and site distance evaluation. Comments have been received on this technical review and addressed in an amended Traffic Impact Study. Any suggested improvements will be reviewed by the Vermont Agency of Transportation (VTrans) through the Section 1111 permitting process. UTILITIES Water will be serviced from an existing 12” water main located along Valley Rd. Water and wastewater allocations are anticipated to be approximately 28,600 GPD. A rainwater harvesting cistern is proposed to support the grey water demand and reduce potable water use. Wastewater disposal is achieved via a pump station along the northern corner of the site. Wastewater from the kitchen drains to grease trap prior to discharging to the pump station. Floor drains in the shipping and receiving bays, drain to an oil water separator prior to discharging to the proposed pump station. The proposed building conflicts with an existing force main that supports the neighboring building to the north. This existing force main will be relocated and tied into the proposed wastewater disposal system. The applicant is currently working with South Burlington Water Department, Champlain Water District and South Burlington Public works to get preliminary letters of allocation. Wastewater disposal is achieved via a pump station along the northern corner of the site. A second pump station is proposed in the northern portion of the site to collect waste from the cafeteria that includes a grease trap. The proposed building conflicts with an existing force main that supports the neighboring building to the north. This existing force main will be relocated and tied into the proposed wastewater disposal system. Power will be serviced underground from the existing poles along Valley Road. Gas service will not be required for this project to meet BETA’s sustainability goals. October 15, 2021 South Burlington Development Review Board Page 8 of 11 Reference: BETA Technologies – BTV Manufacturing Plant Preliminary/Final Plat Application Narrative STORMWATER City and State stormwater treatment objectives are met by infiltrating and recharging groundwater with stormwater runoff. In accordance with the City’s standards, infiltration basins have been positioned on the site to treat all new and redeveloped impervious area proposed on the site. In addition, the project is proposing a stormwater cistern that will collect and be used for grey water within the building (toilet flushing and aircraft washing). On the Eastern side of the building, a green roof is proposed to reduce the impervious cover in this area. Reduction of existing impervious area in the parking lot and the inclusion of infiltration basins and the stormwater cistern will meet the water quality treatment and the 1-year, 24-hour storm flow reduction requirements of the LDR’s. Discharge is to a large adjacent Class II wetland and will not have downstream impacts to stormwater infrastructure related to the 25-year, 24-hour storm event. Soils in the area are mapped as Adams and Windsor Loamy Sands, hydrologic soil group A and “Blown out Land” with no hydrologic soil group indicated. This indicates potentially well-draining soils in the area. Further field investigations are planned to confirm assumed infiltration rates for this area. The proposed stormwater management system, including location, supporting design data, and copies of computations used as a basis for the design capacities and performance of stormwater management facilities will be provided to the City’s Stormwater Superintendent. SNOW STORAGE Snow from the parking lot will be stored in the landscape islands at the end of the parking bays. WETLANDS Class II wetlands exist along the proposed Eagle Drive Extension. These wetlands were delineated by a wetland specialist on 5/18/2021 and reviewed with the Vermont Department of Environmental Conservation District Wetland Ecologist on 7/6/2021. The project proposes to encroach into the wetland buffer to install a stormwater outfall, remove an existing gravel road and temporary grading associated with new road and sidewalk. Area’s impacted will be revegetated. In response to section 12.03(E) of the LDR’s we offer the following responses: • (a) The encroachment(s) will not adversely affect the ability of the property to carry or store flood waters adequately – Runoff from the stormwater system will be treated and detained upstream prior to discharge. • (b) The encroachment(s) will not adversely affect the ability of the proposed stormwater treatment system to reduce sedimentation according to state standards. – The encroachment is related to the outfall of the proposed stormwater treatment practices and will not adversely affect the ability of these practices. • (c) The impact of the encroachment(s) on the specific wetland functions and values identified in the field delineation and wetland report is minimized and/or offset by appropriate landscaping, stormwater treatment, stream buffering, and/or other mitigation measures. – The areas temporarily impacted will be revegetated. October 15, 2021 South Burlington Development Review Board Page 9 of 11 Reference: BETA Technologies – BTV Manufacturing Plant Preliminary/Final Plat Application Narrative RARE THREATENED AND ENDANGERED SPECIES The area is listed as being within a 1-mile radius from an endangered bat species. The applicant will work with the Vermont Department of Fish & Wildlife to understand specific requirements resulting from this through the Act 250 process. In addition, two occurrences of rare, threatened, and endangered (RTE) plants were observed but were located outside of the project limits. A report summarizing the finding of the RTE species has been prepared and available for review upon request. WASTE MANAGEMENT The overall waste management strategy is to reduce non-reusable shipping and receiving material (pallets, crates, and consumables) through partnership with BETA vendors. For those items that do require collection and hauling, a waste management area is proposed for the northwest corner of the building accessed from the Eagle Drive Extension. It includes two trash compactors next to the shipping and receiving area. AIRSIDE IMPROVEMENTS Roll-off of aircraft from the final assembly line (FAL) will be on the airside of the building and require direct access to an apron (storage) and taxiways (delivery). Airside improvements are currently excluded from this approval request and being developed and permitted by the Burlington International Airport through the Federal Aviation Administration Grant process. To support the FAL needs, on the northeast facing side of the building, large hangar doors provide access to a proposed paved apron and extension of Taxiway ‘G’. The grades on the apron and taxiway will be limited to 0.5% to 1.5% to facilitate aircraft movement. AIRPORT REQUIREMENTS A preliminary analysis has been completed by BTV’s airport planning consultant confirming that the proposed building at 59’ in height with finish floor elevation of 320, will not impact the runway approach surfaces. In addition, a proposed building in this location is included in the current Airport Master Plan. Because the project intends to leverage the large roof for solar collection and because of the proximity to the airport, the project underwent a glint and glare analysis to ensure there are no visual impacts to pilots, airfield equipment and the air traffic control tower. This analysis has been completed and determined that rooftop solar had no significant impacts. PHASING The project will be constructed in a single continuous phase with occupancy occurring at several times to accommodate manufacturing needs requiring the applicant to request temporary certificates of occupancy (TCO’s) as noted below: • TCO #1 – “A-Build” Occupancy: This TCO will be for the portion of the building between column lines A and F, and has an approximate area or 166,000 SF. • TCO #2 – “LRIP” Occupancy: This TCO will be for the portion of the building between column lines F and G, and has an approximate area of 100,000 SF. • TCO #3 – Admin/Support Services Occupancy: This TCO will be for the portion of the building between column lines G and K, and has an approximate area of 78,000SF over October 15, 2021 South Burlington Development Review Board Page 10 of 11 Reference: BETA Technologies – BTV Manufacturing Plant Preliminary/Final Plat Application Narrative two floors plus a mezzanine. TCO’s for this area may be requested by floor and will be coordinated with the Authority Having Jurisdiction (AHJ). Life-safety, protection, and annunciation systems will be designed to be operational as each area is occupied to support ongoing construction in the adjacent areas. The final certificate of occupancy will be requested upon completion of the landscaping and AHJ requested items. APPLICATION TEAM This application is a collaborative effort with many partners (outlined below) who stand ready to answer questions. Landowner: The City of Burlington / Burlington International Airport Principal Developer / Lessee: BETA Technologies. Design Architect: Scott and Partners, Studio III Architecture Architect of Record: Stantec Building Systems Engineers: Stantec Landscape Architect: Wagner Hodgson Construction Manager: PC Construction SUPPORTING DOCUMENTS The following exhibits and supporting documents have been included in this preliminary/final plat application. 1) Application for Preliminary/Final Plat 2) DRB Submission Requirements Checklist 3) Landscaping Cost Estimate, dated 10/15/2021 4) Landscape Maintenance Plan, dated 10/15/2021 5) Impervious Area Calculations, dated 10/15/2021 6) Abutters List, dated 05/06/2021 7) Stormwater Supporting Information 10/15/2021 8) Title Sheet, dated 10/15/2021 9) Location Plan, dated 10/15/2021 10) Existing Conditions and Removals Plan, dated 10/15/2021 11) Overall Site Plan, dated 10/15/2021 12) Grading and Drainage Plan C-020, dated 10/15/2021 13) Grading and Drainage Plan C-021, dated 10/15/2021 14) Access Road Plan & Profile STA 24+40 to 13+00, dated 10/15/2021 15) Access Road Plan & Profile STA 13+00 to 00+00, dated 10/15/2021 16) Civil Details – 1, dated 10/15/2021 17) Civil Details – 2, dated 10/15/2021 18) Civil Details – 3, dated 10/15/2021 19) Water and Sewer Utility Plan, dated 10/15/2021 20) Water Main Plan and Profile (1 of 2), dated 10/15/2021 21) Water Main Plan and Profile (2 of 2), dated 10/15/2021 October 15, 2021 South Burlington Development Review Board Page 11 of 11 Reference: BETA Technologies – BTV Manufacturing Plant Preliminary/Final Plat Application Narrative 22) Force Main Plan and Profile (1 of 2), dated 10/15/2021 23) Force Main Plan and Profile (2 of 2), dated 10/15/2021 24) Water and Sewer Details, dated 10/15/2021 25) Erosion and Sediment Control Plan C-070, dated 10/15/2021 26) Erosion and Sediment Control Plan C-071, dated 10/15/2021 27) Overall Landscape Plan L000, 10/15/2021 28) Landscape Plan L-202, 10/15/2021 29) Tree Protection Plan, 10/15/2021 30) Landscape Plan L-201, dated 10/15/2021 31) Landscape Plan L-200, dated 10/15/2021 32) Luminaire Schedule and Lighting Legend, dated 10/15/2021 33) Site Lighting Area A, dated 10/15/2021 34) Site Lighting Area B, dated 10/15/2021 35) Site Lighting Area C, dated 10/15/2021 36) Site Lighting Area D, dated 10/15/2021 37) Floor Plan – Level 1, 10/15/2021 38) Floor Plan – Mezzanine, 10/15/2021 39) Floor Plan – Level 2, 10/15/2021 40) Roof Drainage Plan, 10/15/2021 41) Roof Plan, 10/15/2021 42) Building Perspectives, dated 10/15/2021 43) Building Elevations, dated 10/15/2021 44) Rendered Elevations A-202, dated 10/15/2021 45) Rendered Elevations A-203, dated 10/15/2021 46) Building Sections A-211, dated 10/15/2021 47) Building Sections A-212, dated 10/15/2021 Thank you for consideration of this proposal. We have worked hard to bring you the many details required for this project so that you may understand our thoughtful and holistic approach and our commitment to sustainability; and hopefully to share in our anticipation of an excellent project that will benefit South Burlington now and into the future. Regards, Stantec Consulting Services Inc. Christopher Gendron, PE Project Manager Phone: 802 497 6402 BETA MANUFACTURING | VIEW FROM PROPOSED SIDEWALK NORTH OF WILLISTON ROAD : LOOKING NORTH BETA 3 CAMPUS | VIEW FROM WILLISTON ROAD EASTBOUND : LOOKING NORTHEAST BETA 3 CAMPUS | VIEW FROM WILLISTON ROAD TURNING INTO NEW DRIVE : LOOKING NORTH Beta Technologies BTV Manufacturing Plant Estimate of Probable Construction Costs / City Landscape Budget 10/15/2021 TOTAL - NEW BUDGET REQUIRED BY CITY OF SO. BURLINGTON $1,122,500.00 Item Quantity Unit Unit Cost Unit Total Sub-total HARDSCAPE Concrete Units Pavers - Unilock Smooth, Series, and Umbriano 22,715 SF $23.00 $522,445.00 Includes cost of unit paver minus cost of standard concrete sidewalk Hardscape Subtotal $522,445.00 SITE FUNITURE Bollards @ Entry Plaza - Helio by Form+Surface 10 EA $620.00 $6,200.00 Bike Racks - Bola by Landscape Forms 10 EA $530.00 $5,300.00 Picnic Tables - Hopper 6' by Extremis 3 EA $4,800.00 $14,400.00 Picnic Tables - Hopper 8' by Extremis 3 EA $6,300.00 $18,900.00 Cafe Tables - Battery by Maglin 13 EA $1,275.00 $16,575.00 Moveable Chairs - Battery by Maglin 27 EA $450.00 $12,150.00 Bar Height Tables - Ancora by Maglin 5 EA $4,290.00 $21,450.00 Bar Height Stools - Kontur by Maglin 30 EA $340.00 $10,200.00 Site Furniture Subtotal $105,175.00 PLANTING Acer x freemanii 'Autumn Blaze'; 2.5"-3" Cal.6 EA $950.00 $5,700.00 Acer x freemanii 'Autumn Blaze'; 3.5"-4" Cal. 9 EA $1,500.00 $13,500.00 Acer x freemanii 'Autumn Blaze'; 4.5"-5" Cal.20 EA $4,000.00 $80,000.00 Acer x freemanii 'Autumn Blaze'; 5.5"-6" Cal. 5 EA $6,000.00 $30,000.00 Acer x freemanii 'Armstrong'; 2.5"-3" Cal. 1 EA $950.00 $950.00 Amelanchier x grandiflora 'Autumn Brilliance'; 3"-4" Cal. 11 EA $1,500.00 $16,500.00 Betula nigra 'Heritage' (single stem); 3"-3.5" Cal. 16 EA $1,500.00 $24,000.00 Gleditsia triacanthos f. inermis 'Streetkeeper'; 2.5"-3" Cal. 5 EA $950.00 $4,750.00 Gleditsia triacanthos f. inermis 'Streetkeeper'; 3.5"-4" Cal. 23 EA $1,500.00 $34,500.00 Gleditsia triacanthos f. inermis 'Streetkeeper'; 4.5"-5" Cal. 10 EA $4,000.00 $40,000.00 Gleditsia triacanthos f. inermis 'Streetkeeper'; 5.5"-6" Cal. 6 EA $6,000.00 $36,000.00 Nyssa sylvatica; 3.5"-4" Cal. 5 EA $1,500.00 $7,500.00 Quercus bicolor; 4"-4.5" Cal. 2 EA $4,000.00 $8,000.00 Quercus rubra; 2.5"-3" Cal. 9 EA $950.00 $8,550.00 Quercus rubra; 3.5"-4" Cal. 7 EA $1,500.00 $10,500.00 Quercus rubra; 5.5"-6" Cal. 1 EA $6,000.00 $6,000.00 Ulmus x 'Accolade'; 2.5"-3" Cal. 9 EA $950.00 $8,550.00 Ulmus x 'Accolade'; 3.5"-4" Cal. 11 EA $1,500.00 $16,500.00 Ulmus x 'Accolade'; 4.5"-5" Cal. 6 EA $4,000.00 $24,000.00 Zelkova serrata 'Green Vase'; 2.5"-3" Cal. 8 EA $950.00 $7,600.00 Zelkova serrata 'Green Vase'; 3"-3.5" Cal. 10 EA $1,500.00 $15,000.00 Picea glauca 'Montrose Spire'; 6-7' B&B 24 EA $900.00 $21,600.00 Pinus strobus; 6'-7' B&B 6 EA $900.00 $5,400.00 Pinus strobus; 8'-10' B&B 6 EA $900.00 $5,400.00 Thuja occidentalis 'Nigra'; 6'-7' B&B 56 EA $900.00 $50,400.00 Taxus x media 'Tauntoni'; 15-18" B&B 32 EA $50.00 $1,600.00 Viburnum dentatum; 4'-5' B&B 21 EA $124.00 $2,604.00 5 Gal. Shrubs 616 EA $100.00 $61,600.00 3 Gal. Shrubs 341 EA $75.00 $25,575.00 2 Gal. Perennial 64 EA $35.00 $2,240.00 1 Gal. Perennial 1477 EA $20.00 $29,540.00 1 Gal. Ornamental Grasses 1636 EA $35.00 $57,260.00 2 Gal. Ornamental Grasses 699 EA $45.00 $31,455.00 Planting Subtotal $631,310.00 Subtotal $1,258,930.00 TOTAL $1,258,930.00 Wagner Hodgson Landscape Architecture 1 10/14/2021 40 IDX Drive Building 100, Suite 200 South Burlington, VT 05403-7771 P 802.497.6100 To: Art Klugo, BETA Date: October 14, 2021 Project #: 58568.00 From:David Saladino, PE Karen Sentoff Re: BETA Manufacturing Facility, South Burlington, VT Traffic Impact Study VHB has completed a Traffic Impact Study (TIS) for the proposed BETA manufacturing facility located in the southeast corner of the Burlington International Airport grounds in South Burlington, Vermont. The proposed development program includes the construction of an approximately 285,000 square foot manufacturing facility with an anticipated workforce of 475 employees. The main access and egress to the project site is provided via a proposed new site driveway on US 2 (Williston Road) east of Valley Road, with secondary access provided via Aviation Avenue. This Traffic Impact Study includes the following elements: · A description of the existing roadway network in the vicinity of the site; · A summary of crash data within the study area; · Identification of any major permitted developments in the project vicinity; · A description of the proposed development program; · A trip generation estimate for the proposed development program; · An evaluation of the allowed trips per the land area of the proposed site; · An evaluation of traffic operations during weekday morning and evening peak hours for 2022 and 2027 at the intersections of US 2 (Williston Road) with the proposed site driveway, US 2 (Williston Road) with Shunpike Road and Valley Road, US 2 (Williston Road) and Aviation Avenue, and US 2 (Williston Road) / Kennedy Drive / Airport Drive; and, · Conclusions and recommendations to support the project. EXISTING CONDITIONS The proposed project site is located on the southeast edge of the Burlington International Airport grounds in South Burlington, Vermont. Primary access to the adjacent roadway network will be provided via a proposed site driveway onto US 2 (Williston Road) directly south of the site and east of Valley Road, with truck access provided via Aviation Avenue. The location of the site in relation to the local roadway network is shown in Figure 1 on the following page. Ref: 58568.00 October 14, 2021 Page 2 \\vhb\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - 2021-10-14.docx Figure 1: Site Location Map Roadway and Intersection Characteristics US 2 (Williston Road) is classified as a major arterial in the project vicinity and carries approximately 13,900 vehicles per day between Airport Drive / Kennedy Drive and the South Burlington/Williston town line.1 The segment of US 2 in the vicinity of the proposed site driveway has a posted speed limit of 40 mph with a two-lane cross-section and striped bicycle lanes in each direction. West of the proposed site driveway near Millham Court, US 2 transitions to a 35-mph speed limit and a three-lane cross-section with one through vehicle travel lane in each direction, a shared two-way left turn lane, and bikes lanes in each direction. US 2 also serves as a primary transit corridor through this area, with existing Green Mountain Transit Red line stops at Shunpike Road / Valley Road and Aviation Avenue in proximity to the project site. 1 2018 AADT based on 2017 count at Site Location ID D036 and accessed via the VTrans Transportation Data Management System. Ref: 58568.00 October 14, 2021 Page 3 \\vhb\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - 2021-10-14.docx US 2 at Shunpike Road and Valley Road (unsignalized): US 2 intersects with Shunpike Road and Valley Road at an unsignalized, two-way stop-controlled intersection located approximately 340 feet west of the proposed site driveway. At this intersection, US 2 has a single through lane in each direction and the two minor legs of the intersection meet US 2 at a slight offset. Shunpike Road connects to Kimball Avenue and provides access to a residential area while Valley Road provides access to a small commercial area. The northbound and southbound approaches to the intersection are single lane and stop-controlled. Bicycle lanes are designated in both the eastbound and westbound directions along US 2. Shunpike Road has a sidewalk on the west side of the road which connects to the sidewalk on the south side of US 2 west of Shunpike Road. US 2 at Aviation Avenue (unsignalized): US 2 intersects with Aviation Avenue at an unsignalized intersection less than ½ of a mile west of the proposed driveway location. At this intersection, US 2 has a posted speed limit of 35 mph and has a single travel lane in each direction and a two-way center left-turn lane (which provides a left turn lane for eastbound US 2 vehicles turning into Aviation Avenue). The Aviation Avenue approach is stop-controlled with approximately 200 foot dedicated right and left turn lanes and a single northbound departure lane separated by a 200 foot long raised median. The posted speed limit on Aviation Avenue is 25 mph. A crosswalk is present across Aviation Avenue approximately 40 feet north of the stop bar. No crosswalks are present across US 2. Sidewalks are present along the west side of Aviation Avenue and the north side of US 2. A section of sidewalk is present along the south side of US 2 in front of the Ace Hardware. The eastbound and westbound bike lanes on US 2 continue through this intersection. Trucks traveling to and from the BETA facility will be directed to use Aviation Avenue and Eagle Drive to access the site. Figure 2 below shows that vehicle turning paths for a WB-67 design vehicle (i.e. articulated tractor- trailer with 53’ trailer) can be accommodated within the existing intersection geometry. Figure 2. Turning Paths for WB-67 Design Vehicle Ref: 58568.00 October 14, 2021 Page 4 \\vhb\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - 2021-10-14.docx US 2 at Kennedy Drive and Airport Drive (signalized): US 2 intersects with Kennedy Drive and Airport Drive at a signalized intersection to the west of the proposed development site. The US 2 legs of the intersection to the east and west have three approach lanes with a dedicated left turn lane, through lane, and through/right lane. There are two departure lanes on each leg that converge to a single lane shortly downstream of the intersection. The south leg of the intersection, Kennedy Drive, is a median-divided facility with three approach lanes (left turn, through, and right turn lanes). The north leg of the intersection, Airport Drive, provides access to Burlington International Airport with three approach lanes (left and right turn lanes and a through lane). The current traffic signal phasing runs with a protected leading left turn phase followed by concurrent phasing for through and right movements with permitted lefts on all approaches. The north, south, and west legs of the intersection have crosswalks and pedestrian pushbuttons to provide access to the sidewalks that flank both sides of US 2, the west side of Airport Drive, and the east side of Kennedy Drive. Kennedy Drive has a shared use path on the west side of the corridor. Crash Data A review of VTrans’ most recent High Crash Location (HCL) Report (2015-2019) revealed that the nearest high crash locations to the study area include the segment of US 2 Williston Road just west of the Kennedy Drive / Airport Drive intersection and Industrial Avenue just east of the US 2 Williston Road intersection.2 The VTrans Public Crash Data Query Tool3 was reviewed to further investigate reported crashes occurring over the most recent 5-year period in the vicinity of the project. Table 1 summarizes the crashes occurring along roadway segments within the project area and at the study area intersections. The most prominent collision types on US 2 both east and west of the proposed site driveway are rear end crashes, likely resulting from turning movements into and out of the numerous curb cuts along this section of Williston Road. At the Kennedy Drive / Airport Drive intersection, there were 35 crashes in the five-year review period with the most common collision types being same-direction sideswipes and rear-end crashes. 2 VTrans, High Crash Location Report 2012-2016. 3 VTrans, Crash Data Query Tool, http://apps.vtrans.vermont.gov/CrashPublicQueryTool/ Ref: 58568.00 October 14, 2021 Page 5 \\vhb\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - 2021-10-14.docx Table 1. Crash Data for Study Area Segments and Intersections PROPOSED DEVELOPMENT PROGRAM The proposed development program includes the construction of a 285,000 square foot aircraft manufacturing facility with an estimated workforce of 475 employees. The 285,000 square foot facility is anticipated to include approximately 225,000 square feet of aircraft manufacturing space and 60,000 square feet of office space. Access and egress to the project site will be provided primarily via a new site driveway to the south of the site, connecting with US 2 (Williston Road) east of Valley Road. The preliminary site plan below (Figure 3) shows the proposed site plan in addition to the internal circulation and access from US 2 via the new site driveway. The new three-way intersection where the site driveway intersects with US 2 is proposed to be fully signalized with a left turn lane in the eastbound direction on US 2. The proposed site driveway approach to Williston Road will have dedicated left and right turn lanes for vehicles exiting the site. This signal and site driveway will provide the primary access and egress to the site. Secondary access and egress to US 2 will be provided via Eagle Drive and Aviation Avenue. This indirect connection to the broader roadway network will facilitate the majority of truck deliveries to and from the site. For the purposes of this analysis, anticipated truck trips were assigned to the Aviation Avenue access whereas the new site driveway is anticipated to provide access for all other trips to and from the site. US 2 Williston Road Kennedy Drive to Proposed Site Driveway US 2 Williston Road Proposed Site Driveway to Industrial Avenue US 2 Williston Road at Kennedy Drive / Airport Drive US 2 Williston Road at Shunpike Road / Valley Road type Segment Segment Intersection Number of 5 year mapped crashes (2015-2019)20 8 35 4 Property Damage Only 100% 88% 77% 100% Injury 0% 13% 23% 0% Rear End (45%) Rear End (38%) Same Direction Sideswipe (26%) Rear End (25%) Single Vehicle Crash (10%)Left Turn and Thru, Angle Broadside (13%)Rear End (20%)Left Turn and Thru, Angle Broadside (25%) Left Turn and Thru, Same Direction Sideswipe/Angle Crash (5%) Left Turn and Thru, Same Direction Sideswipe/Angle Crash (13%) Left Turn and Thru, Angle Broadside (14%) Right Turn and Thru, Angle Broadside (25%) Same Direction Sideswipe (5%) Head on (13%) No Turns, Thru moves only, Broadside (9%)Other / Missing / Unknown (25%) Other / Missing / Unknown (35%) Single Vehicle Crash (13%) Left Turn and Thru, Head On (3%) Other / Missing / Unknown (13%) Head on (3%) Other / Missing / Unknown (26%) Dry 50% 38% 69% 75% Wet 15% 0% 9% 25% Snow, Slush, Ice 20% 63% 3% 0% Other/Unknown 15% 0% 20% 0% Study Area Segments Crash Types Surface Condition Collision Types Study Area Intersection Ref: 58568.00 October 14, 2021 Page 6 \\vhb\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - 2021-10-14.docx Figure 3: BETA Facility Site Plan In addition to vehicular access and egress, it is anticipated that many trips to and from the site each day will be made via other modes of transportation, including walking, biking, and public transit. Transportation Demand Management strategies are planned for the anticipated workforce to encourage commuters and visitors to utilize alternative modes of transportation to and from the site. As such, the plans for on-site circulation are intended to facilitate these trips. Pedestrian walks are planned for the building side of each parking bay. Landscaped islands with planted topographic landforms divide the parking bays and discourage short cuts. Collector walks will act to funnel pedestrians laterally across the site to one of three building entries. A large main walk is intended to connect all of the collector walks and direct visitors and staff to the central main entrance. Secondary entry walks will lead to either the northwestern employee entrance or the southeastern employee entrance. Both of these entrances will have indoor bike parking and Ref: 58568.00 October 14, 2021 Page 7 \\vhb\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - 2021-10-14.docx will be graded to be fully accessible. In addition, there will be both a sidewalk and a multi-use recreation path leading from Williston Road to the main building entrance and further into the site to a field for viewing airplanes taking off and potentially connect to future recreation paths. A recreation path is planned that will connect the other BETA facilities and airport facilities in general to this site. Significant bike parking is planned for the building including at the main entrance with short-term spaces and additional long-term covered spaces will be available within the building. A large pedestrian plaza accommodates arrival, gathering, circulation and waiting space directly outside of the main building entrance. The additional on-site sidewalks and paths will support connectivity between the existing Green Mountain Transit bus stops located proximate to the Valley Road/Shunpike Road intersection and the BETA facility. SIGHT DISTANCE Stopping sight distance is the distance required for a vehicle, traveling at the design speed, to stop before reaching a stationary object in its path, such as a stopped vehicle. The provision of adequate stopping sight distance is critical for safe operations. The 2018 Policy on Geometric Design of Highways and Streets (the “Green Book”) states that, “[i]f the available sight distance for an entering or crossing vehicle is at least equal to the appropriate stopping sight distance for the major road, then drivers have sufficient sight distance to anticipate and avoid collisions.” 4 Along Williston Road, which has a posted speed limit of 40 mph adjacent to the proposed site drive, the minimum stopping sight distance required per the AASHTO Green Book is 305 feet. VHB measured stopping sight distances in the field along US 2 approaching the proposed site driveway location from the east and west. A vehicle traveling along US 2 at the posted speed of 40 mph approaching from the east has a stopping sight distance of approximately 400’ to the proposed site driveway. A vehicle approaching from the west has a stopping sight distance of 730’. Therefore, the minimum stopping sight distances are met in both directions along US 2 at the proposed site driveway. In addition to the field measurements, stopping sight distances were validated based on the vertical profile of the roadway and concern for the crest of the hill along US 2 Williston Road east of the proposed driveway location. As shown in Figure 4, stopping sight distance standards along Williston Road are met with respect to the back of the anticipated queue. When considering the vertical curvature, the required stopping sight distances vary slightly according to AASHTO depending on location due to changes in grade, as noted in Figure 4. Further, the visibility of the signal heads meets AASHTO standards as depicted in the diagram. Although standards are met despite the vertical curve, a signal ahead sign may be considered in this location. 4 A Policy on Geometric Design of Highways and Streets, 7th Edition, AASHTO, 2018 Ref: 58568.00 October 14, 2021 Page 8 \\vhb\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - 2021-10-14.docx Figure 4: Sight Distance for Vehicle Approach Site Driveway from East TRAFFIC NETWORKS The weekday AM and PM commuter peak periods were selected for analysis purposes as they represent the peak conditions for both the site-generated traffic and the adjacent street system. Existing Data A turning movement count was conducted at the existing intersection of Valley Road and Shunpike Road on May 27, 2021 for the PM peak hour of 4:30 to 5:30 PM and on May 28, 2021 for the AM peak hour of 7:30 to 8:30 AM. The turning movement counts indicated that the existing four-way intersection serves 1,264 vehicles in the AM peak hour and 1,542 in the PM peak hour. VHB collected turning movement count data on Wednesday, February 3, 2021 for the intersection of US 2 at Aviation Avenue during the weekday AM peak period 7:00 to 9:00 AM and the weekday PM peak period 4:00 to 6:00 PM. The Ref: 58568.00 October 14, 2021 Page 9 \\vhb\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - 2021-10-14.docx counts indicated that the AM peak hour occurred from 7:45 to 8:45 AM when 1,144 vehicles entered the intersection and the PM peak hour occurred from 4:00 to 5:00 PM when 1,298 vehicles entered the intersection. Intersection turning movement count data was gathered from the VTrans Transportation Data Management System for the US 2 / Airport Drive / Kennedy Drive intersection. VTrans data, collected on July 2 and 3, 2018, indicated that the weekday AM peak hour occurred from 7:45 to 8:45 AM when 2,124 vehicles entered the intersection and from 4:00 to 5:00 PM when 2,364 vehicles entered the intersection. To account for recent volume fluctuations due to the COVID-19 pandemic, the 2021 traffic volumes collected at the US 2 / Valley Road / Shunpike Road and US 2 / Aviation Avenue intersections were added to the network and adjusted and balanced based on the 2018 traffic volume data from the US 2 / Airport Drive / Kennedy Drive intersection. This adjustment resulted in a 24% and 4% increase in traffic volumes at Shunpike Road / Valley Road and a 31% and 21% increase in traffic volumes at Aviation Avenue to represent a pre-COVID condition during the weekday AM and PM peak hours, respectively. Copies of the traffic volume count data are provided in the Appendix. Adjustments to Existing Data Since it is impractical to design for the highest volume encountered during the year, VTrans Traffic Impact Study guidelines recommend a compromise between capacity and cost. Design Hourly Volume (DHV) criteria allow roads to be designed for the 30th highest hourly volume of the year. Traffic count data at a VTrans short-term traffic count station on US 2 west of Davis Parkway was used to calculate a DHV adjustment factor of 1.03 for the study intersections5. Detailed calculations for the DHV adjustments are provided in the Appendix. Background Traffic Growth To evaluate the impact of the proposed development within the study area, weekday AM and PM peak hour traffic volumes were projected to the design year (2022) and a 5-year forecast horizon year (2027). Background traffic growth is a function of expected land development in the region. To predict a rate at which traffic can be expected to grow during the forecast period, historical traffic growth was examined. The regression analysis chart in the 2019 VTrans Redbook suggests a background adjustment of 1.01 to project volumes from 2018 to 2022, and a rate of 1.03 to project traffic volumes from 2018 to 2027. To be conservative in the analysis, these adjustments were included despite the fact that the COVID-19 pandemic resulted in a decrease in traffic volumes in 2020. Traffic from Other Developments Traffic associated with area projects that have undergone permitting but may not be fully occupied was included in the No Build traffic networks. Based on discussions with South Burlington’s Planning and Zoning Department staff, traffic generated by the following projects was included in the No Build traffic network: 5 Count Station D209, located on US 2 approximately ¾ of a mile west of the Kennedy Drive / Airport Drive intersection near the Davis Parkway / Pine Tree Terrace intersection, had an AADT of 15,700 vpd in 2018. Using the AADT and the 2019 VTrans Redbook DHV Chart, the estimated DHV for the corridor was 1600 vph. Ref: 58568.00 October 14, 2021 Page 10 \\vhb\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - 2021-10-14.docx · O’Brien Farm: The O’Brien Farm project is a multi-phase mixed-use development located between Kimball Avenue, Old Farm Road, and Kennedy Drive in South Burlington. Based on discussions with South Burlington Planning and Zoning staff, trip generation from the following development phases has been included in the background traffic network: o Hillside (Phases 1 & 2): Includes the full Hillside phase of development located along O’Brien Farm Road and Two Brothers Drive. o Eastview (Residential Only): Includes the residential component of the Eastview phase of development (135 single family homes and duplexes), which is located along both sides of Old Farm Road south of Kimball Avenue. Anticipated AM and PM peak hour trips were obtained from the Traffic Impact Studies completed by Lamoureux & Dickinson for each of these developments and distributed through the study area network. · FedEx Ground Distribution Center: The FedEx Ground Distribution Center is currently under construction and located between I-89 and Community Drive in Technology Park in South Burlington. Anticipated AM and PM peak hour trips were obtained from the September 2019 Traffic Impact Study completed by VHB and distributed through the study area network. · Booska Movers Building: The Booska Movers Building is a proposed 25,560 SF commercial building with an anticipated 10 office employees and 25 field employees which is currently under construction at 410 Meadowland Drive. Anticipated AM and PM peak hour trips were estimated using rates in the 10th Edition of the ITE Trip Generation Manual6 for Land Use Code (UC) 150 Warehousing for 35 employees. The site- generated trips were then distributed through the study area network. Trips associated with each project were calculated and distributed to the study area roadways as shown in Figure 5. 6 Trip Generation Manual, 10th Edition, Institute of Transportation Engineers, Washington D.C., 2017. Ref: 58568.00 October 14, 2021 Page 11 \\vhb\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - 2021-10-14.docx Figure 5: Trips Generated by other Developments No Build Traffic Network The 2022 and 2027 No Build traffic volumes were developed by applying the growth factors from the VTrans regression analysis chart to DHV-adjusted peak hour traffic volumes and adding traffic associated with the other developments currently being permitted in the area. The 2022 and 2027 No Build traffic volume networks can be found in Figure 6 and Figure 7 below. Ref: 58568.00 October 14, 2021 Page 12 \\vhb\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - 2021-10-14.docx Figure 6: 2022 No Build Traffic Volumes Figure 7: 2027 No Build Traffic Volumes Ref: 58568.00 October 14, 2021 Page 13 \\vhb\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - 2021-10-14.docx TRIP GENERATION Trip generation estimates for the proposed development were calculated based on rates published by the Institute of Transportation Engineers (ITE) Trip Generation Manual7 for the weekday AM and PM peak hours for specific land use codes (LUC) and are summarized in Table 2 below. ITE Land Use Code 140 (Manufacturing) and Land Use Code 710 (General Office) were applied to estimate the trips per employee. The applicant anticipates that at full occupancy, the facility will house approximately 225 manufacturing employees and 250 office employees. Calculations supporting the proposed trip generation estimates for the project are provided in the Appendix. Table 2: Trip Generation Summary The new site-generated trips were distributed onto the adjacent street network based on existing traffic patterns. The anticipated distribution of the site-generated trips at the proposed site driveway reflects the average observed traffic distribution at the US 2/Aviation Avenue intersection, where approximately 75% of trips travelled to or from the west and 25% were traveling to or from the east. In order to evaluate the impacts associated with new truck trips accessing the site via Aviation Avenue, estimates of site-generated truck trips were developed based on the time-of-day distributions for each of the proposed land uses as noted in the ITE Trip Generation Manual. The truck percentages for entering / exiting trips were 5.9% / 0% for office uses, respectively, and 7.7% / 7.9% for manufacturing uses, respectively, during the AM peak hour. The truck percentages for entering / exiting trips during the PM peak hour were 2.9% / 2.9% for office uses, respectively, and 4.5% / 6.0% for manufacturing uses, respectively. Based on these splits, it was estimated that the BETA facility would generate approximately 10 entering and 2 exiting truck trips during the AM peak hour and 2 entering and 5 exiting trips during the PM peak hour. The 12 AM peak hour and 7 PM peak hour truck trips were distributed to the surrounding transportation network via Aviation Avenue. The distribution of the new site generated trips is shown in Figure 8 below. 7 Trip Generation Manual, 10th Edition, Institute of Transportation Engineers, Washington D.C., 2017. LU Code Use Size Units Enter Exit Enter Exit 710 Office 250 employees 77 16 18 73 140 Manufacturing 225 employees 67 24 33 51 Subtotal 145 39 51 124 TOTAL AM Peak Hour PM Peak Hour 184 175 Ref: 58568.00 October 14, 2021 Page 14 \\vhb\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - 2021-10-14.docx Figure 8: Trip Generation Summary Ref: 58568.00 October 14, 2021 Page 15 \\vhb\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - 2021-10-14.docx BUILD TRAFFIC NETWORK Based on the anticipated trip distribution shown above, the new site-generated trips were added to the No Build peak hour traffic volumes to establish the Build traffic networks. The 2027 Build traffic volume network for the study intersections is shown in Figure 9. Figure 9: 2027 Build Peak Hour Traffic Volumes Ref: 58568.00 October 14, 2021 Page 16 \\vhb\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - 2021-10-14.docx TRAFFIC ANALYSES Intersection capacity analyses were performed for the study area intersections. Levels of service (LOS) were calculated based on the criteria published in the 2016 Highway Capacity Manual.8 Level of service is the term that defines the conditions that may occur on a given roadway or at an intersection when accommodating various traffic volume loads. Levels of service range from A to F with LOS A representing generally free flowing operating conditions and LOS F representing generally congested conditions as shown in Table 3. Table 3: LOS and Delay Thresholds The South Burlington Land Development Regulations identify minimum standards for overall level of service at signalized intersections at a LOS D during peak hours and level of service D or better for major street through movements at the site driveway. Additionally, the VTrans Level of Service Policy9 states that the Agency of Transportation’s policy is to design facilities to maintain an overall LOS C or better at signalized intersections through the design period. For two-way stop-controlled intersections, VTrans’ policy is to maintain LOS D or better for side street approaches through the design year. Unsignalized Intersection Capacity Analysis Table 4 summarizes the results of the capacity analysis for the unsignalized US 2 / Aviation Avenue and US 2 / Valley Road / Shunpike Road intersections during the 2022 and 2027 weekday AM and PM peak hours in the No Build and Build condition. 8 Highway Capacity Manual, Sixth Edition: A Guide for Multimodal Mobility Analysis, Transportation Research Board, 2016. 9 Vermont Agency of Transportation Highway Design “Level of Service” Policy, VTrans, 2007 Signalized Intersection Unsignalized Intersection LOS A ≤ 10 0 - 10 B > 10 - 20 > 10 - 15 C > 20 - 35 > 15 - 25 D > 35 - 55 > 25 - 35 E > 55 - 80 > 35 - 50 F > 80 > 50 Delay (sec) Ref: 58568.00 October 14, 2021 Page 17 \\vhb\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - 2021-10-14.docx Table 4: Unsignalized Capacity Summary In the 2027 No Build scenario at the US 2 / Valley Road / Shunpike Road intersection, the stop-controlled minor legs operate at LOS E/F conditions. With the addition of the proposed site driveway and site-generated trips, it is estimated that the average delays on the Shunpike and Valley Road approaches will increase by less than 19 seconds across all scenarios. It is important to note that the volumes on these side street approaches are relatively low, with fewer than 40 combined trips during the AM peak hour and approximately 50 combined trips during the PM peak hour. These low volumes, and the excess capacity on these approaches, are reflected in low volume to capacity ratios of less than or equal to 0.36 across all scenarios. While not specifically reflected in these LOS results, the new signalized site driveway intersection, located approximately 500 feet to the east, will create regular gaps in the traffic flow on Williston Road that will mitigate some of the additional side street delay represented in the HCM analysis shown above. It is also important to note that the Peak Hour v/c+Delay* LOS**v/c+Delay* LOS**v/c+Delay* LOS**v/c+Delay* LOS** US 2, EB 0.05 1.4 A 0.06 1.5 A 0.06 1.5 A 0.06 1.6 A US 2, WB 0.01 0.3 A 0.01 0.4 A 0.01 0.3 A 0.01 0.4 A Shunpike Rd, NB 0.16 35.0 D 0.20 43.2 E 0.18 38.9 E 0.23 48.9 E Valley Rd, SB 0.26 53.0 F 0.32 68.7 F 0.28 57.3 F 0.35 75.1 F US 2, EB 0.01 0.3 A 0.01 0.4 A 0.01 0.3 A 0.01 0.4 A US 2, WB 0.01 0.3 A 0.01 0.3 A 0.01 0.3 A 0.01 0.3 A Shunpike Rd, NB 0.23 62.6 F 0.28 79.9 F 0.24 66.6 F 0.29 85.3 F Valley Rd, SB 0.28 41.1 E 0.34 52.7 F 0.30 43.6 E 0.36 56.4 F US 2, EBL 0.05 9.7 A 0.06 9.9 A 0.05 9.8 A 0.06 10.0 A US 2, EB 0.51 0.0 A 0.57 0.0 A 0.52 0.0 A 0.58 0.0 A US 2, WB 0.48 0.0 A 0.50 0.0 A 0.49 0.0 A 0.51 0.0 A Aviation Ave, SB 0.04 30.9 D 0.08 41.2 E 0.05 32.2 D 0.08 42.9 E US 2, EBL 0.02 10.0 A 0.02 10.4 B 0.02 10.0 B 0.02 10.5 B US 2, EB 0.49 0.0 A 0.52 0.0 A 0.50 0.0 A 0.53 0.0 A US 2, WB 0.54 0.0 A 0.60 0.0 A 0.55 0.0 A 0.61 0.0 A Aviation Ave, SB 0.10 24.3 C 0.15 30.4 D 0.11 25.1 D 0.16 31.5 D + Volume to Capacity Ratio * Delay (expressed in seconds per vehicle) ** Level of Service PM Peak Hour Intersection 2022 2022 2027 2027 No Build Build No Build Build US 2 Williston Road and Valley Road / Shunpike Road AM Peak Hour PM Peak Hour US 2 Williston Road / Aviation Avenue AM Peak Hour Ref: 58568.00 October 14, 2021 Page 18 \\vhb\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - 2021-10-14.docx proposed site layout provides an internal connection between Valley Road and the new signalized site driveway intersection, providing drivers an alternative to exiting at the unsignalized Shunpike Road/Valley Road intersection. At the US 2 / Aviation Avenue intersection, the Aviation Avenue approach is projected to operate at LOS D in the 2027 No Build scenario and LOS D/E in the 2027 Build scenario. It is important to note that Aviation Avenue is a relatively low volume approach, with 10 exiting trips during the morning peak and 44 exiting trips during the evening peak. Furthermore, the Build scenarios are indicative of excess capacity on this approach as the maximum volume to capacity ratio is only 0.16. Signalized Intersection Capacity Analysis In addition to the unsignalized intersections in the study area, the two signalized study intersections of US 2 / Kennedy Drive / Airport Drive and US 2 / Site Driveway were analyzed during the 2022 and 2027 peak hours. The results of the signalized intersection capacity analysis are summarized in Table 5. Table 5. Signalized Intersection Capacity Analysis Peak Hour v/c+Delay*LOS**v/c+Delay*LOS**v/c+Delay*LOS**v/c+Delay*LOS** US 2, EB 0.50 26.1 C 0.55 27.3 C 0.49 25.5 C 0.54 26.6 C US 2, WB 0.49 16.4 B 0.54 16.9 B 0.50 16.0 B 0.54 16.5 B Kennedy Drive, NB 0.62 37.5 D 0.62 37.7 D 0.66 39.8 D 0.66 40.0 D Airport Drive, SB 0.70 44.7 D 0.70 44.7 D 0.73 47.4 D 0.73 47.7 D Overall 0.58 29.2 C 0.61 29.7 C 0.60 29.9 C 0.63 30.5 C US 2, EB 0.52 25.6 C 0.55 26.2 C 0.58 27.8 C 0.61 28.6 C US 2, WB 0.61 18.9 B 0.68 20.2 C 0.61 19.3 B 0.68 20.4 C Kennedy Drive, NB 0.77 32.0 C 0.77 32.0 C 0.77 31.8 C 0.78 32.2 C Airport Drive, SB 0.71 35.8 D 0.71 36.3 D 0.72 35.8 D 0.72 36.6 D Overall 0.76 26.7 C 0.80 27.2 C 0.76 27.3 C 0.80 27.9 C US 2, EBL 0.26 5.6 A 0.27 5.8 A US 2, EBT 0.54 4.0 A 0.55 4.1 A US 2, WB 0.72 11.9 B 0.73 12.2 B Driveway, SBL 0.14 34.8 C 0.14 34.8 C Driveway, SBR 0.02 33.7 C 0.02 33.7 C Overall 0.71 8.5 A 0.72 8.7 A US 2, EBL 0.11 5.6 A 0.11 5.8 A US 2, EBT 0.59 5.5 A 0.60 5.7 A US 2, WB 0.68 11.0 B 0.70 11.4 B Driveway, SBL 0.23 34.9 C 0.23 34.9 C Driveway, SBR 0.06 33.8 C 0.06 33.8 C Overall 0.67 9.9 A 0.68 10.1 B PM Peak Hour + Maximum Volume to Capacity Ratio (by lane group per approach) * Delay (expressed in seconds per vehicle) ** Level of Service AM Peak Hour US 2 Williston Road and Kennedy Drive/Airport Drive AM Peak Hour PM Peak Hour US 2 Williston Road and New Site Driveway Intersection 2022 2022 2027 2027 No Build Build No Build Build Ref: 58568.00 October 14, 2021 Page 19 \\vhb\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - 2021-10-14.docx The US 2 / Kennedy Drive / Airport Drive intersection is expected to operate at overall LOS C conditions in all scenarios. The addition of site-generated trips to this intersection is expected to increase the overall intersection delay by less than a second during both peak periods. The Build scenario results assumed an optimization of signal timing to accommodate the additional traffic introduced from the proposed development. The signalization of the US 2 / Site Driveway intersection results in overall intersection LOS B conditions during the AM and PM peak hours. Anticipated queues for the eastbound left-turn and southbound right-turn lanes were examined to assess whether proposed storage lengths would be sufficient for the anticipated traffic. The 95th percentile queue lengths, according to SimTraffic traffic simulations of the 2027 Build operations, were 90 feet for the eastbound left- turn movement in the AM peak hour and 69 feet for the southbound right-turn movement in the PM peak hour. The maximum queues observed in these simulations were 117 feet and 89 feet for the AM eastbound left and PM southbound right, respectively. Intersection Signal Warrants The proposed US 2 / Site Driveway intersection was evaluated using the traffic signal warrant methodology outlined in the Manual on Uniform Traffic Control Devices (MUTCD)10 to determine if a signal was warranted at this location. For the new site driveway approach, the hourly distribution of vehicle trips according to ITE for Land Use Code 140 (Manufacturing) and Land Use Code 710 (General Office) were used to estimate the 24-hour distribution of site- generated trips based on the trip generation associated with the respective land uses in addition to background trips from Valley Road. For the Williston Road approaches, the daily distribution was estimated based on the hourly distribution of traffic collected at VTrans traffic count station D036 on Williston Road east of the proposed site driveway. Warrant 1 – Eight-Hour Vehicular Volumes Warrant 1 – Condition A, the minimum vehicular volume, is used for intersections where a large volume of intersecting traffic is present. Warrant 1 – Condition A requires that the total hourly volume for the major street and the higher hourly volume of the minor street satisfies the thresholds of Condition A for any eight-hours of the day. For a condition with single approach lanes on the major street and a two-lane approach on the minor street, the hourly volume thresholds are 500 and 200, respectively. Based on the 2022 build volumes, Warrant 1 – Condition A was met for three of the eight required hours to meet this warrant. Warrant 1 – Condition B, the interruption of continuous traffic, is used for intersections where the major street traffic volumes are so high that the minor street suffers lengthy delays. Warrant 1 – Condition B requires that the total hourly volume for the major street and the higher hourly volume of the minor street satisfy the thresholds of Condition B for any eight hours. For a condition with single approach lanes on the major street and a two-lane approach on the minor street, the volume thresholds are 750 and 100 respectively. Based on the 2022 build traffic volumes, Warrant 1 – 10 Manual on Uniform Traffic Control Devices, FHWA, 2012 Ref: 58568.00 October 14, 2021 Page 20 \\vhb\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - 2021-10-14.docx Condition B was met for a total of eight hours, meeting the eight hour criteria based on minor street volumes above the threshold. Warrant 2 – Four-Hour Vehicular Volumes Warrant 2 requires that the total hourly volume for the major street and the higher hourly volume of the minor street satisfy the thresholds of Warrant 2 for any four-hours. Based on the 2022 traffic volumes, Warrant 2 was met for a total of eight hours. Warrant 3 – Peak-Hour Warrant 3 requires that the total hourly volume for the major street and the higher hourly volume of the minor street satisfy the thresholds of Warrant 3 during the peak hour. Based on the 2022 build condition, Warrant 3 was met for five unique hours, primarily during the midday and PM peak hours. It is important to note that this signal warrant applies to cases where a land use like office complexes or manufacturing facilities are likely to attract and discharge traffic over a short period, as is anticipated with this development. Signal Warrant Summary As summarized in Table 6 below, the projected traffic volumes at the US 2 / Site Driveway intersection meet the eight- hour, four-hour, and peak-hour traffic signal warrants typically required by VTrans for installation of a traffic signal. Based on these results, we conclude that a traffic signal is warranted at this intersection. Table 6: Signal Warrant Summary (US 2 / Site Driveway) LAND DEVELOPMENT REGULATIONS – TRAFFIC OVERLAY DISTRICT The City of South Burlington’s Land Development Regulations11 (LDRs) identify the intersection of US 2 with the proposed site driveway as falling with Zone 3 (“access to balanced road segments”) of the City’s Traffic Overlay District. Section 10.02.G of the LDRs allows for a “trip budget” of 45 peak hour trips for every 40,000 square feet of parcel land area within Zone 3. The proposed site consists of leased land from the existing airport parcel as well as parcels with frontage along Williston Road. Although the 285,000 square foot building footprint will largely occupy a portion of the 736.2-acre airport parcel, to remain conservative, only the land area associated with the parcels along the Williston Road frontage were considered in calculating the trip budget for the development. Applying the trip rate specified in the LDRs to the combined area of the frontage parcels, totaling 500,144 square feet, yields a maximum 11 City of South Burlington Land Development Regulations. City of South Burlington, Vermont, adopted May 12, 2003, amended December 28, 2020. Ref: 58568.00 October 14, 2021 Page 21 \\vhb\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - 2021-10-14.docx trip budget of 563 PM peak hour trips for the development, which is summarized in Table 7 below. The anticipated peak hour trip generation for the proposed site is 175 trips, which is below the calculated trip generation budget for this site. Table 7: Calculation of Traffic Overlay District Traffic Budget Maximum Number of Peak Hour Trip Ends per 40,000 SF of Land Area 45 Approximate Frontage Parcel Area in square feet 500,144 Maximum PM Peak Hour Trip Budget 563 Anticipated PM Peak Hour Trips 175 CONCLUSIONS This Traffic Impact Study evaluated the traffic impacts of a proposed aircraft manufacturing facility located in the southeast corner of the Burlington International Airport grounds in South Burlington, Vermont. The proposed development program includes a 285,000 square foot manufacturing facility with an anticipated workforce of 475 employees. The main access and egress to the project site is provided via a proposed new site driveway on US 2 (Williston Road) east of Valley Road, with secondary access provided via Aviation Avenue. The proposed development program is anticipated to generate 184 new trips during the weekday AM peak hour and 175 new trips during the weekday PM peak hour. With these trips distributed onto the adjacent roadway network, the proposed signalized intersection at the site driveway is anticipated to operate at an overall LOS A / B during the AM / PM peak hours, respectively, during the 2027 Build conditions. With the addition of site-generated traffic, the US 2 / Shunpike Road / Valley Road intersection will experience slightly higher delays but will benefit from additional gaps in the Williston Road traffic stream created by the new signalized site driveway intersection to the east. At the US 2 / Kennedy Drive / Airport Drive intersection, the addition of site-generated traffic is estimated to increase overall average peak hour delay by less than a second. The estimated site trip generation is below the maximum trip budget allotted by South Burlington’s Land Development Regulations for a project of this size accessing a facility within the City’s designated Traffic Overlay District Zone 3. The following off-site traffic mitigation measure was identified in this study: · US 2 / Site Driveway Intersection: Construct a traffic signal with a single westbound lane, an eastbound left- turn and through lane, and two southbound approach lanes on the site driveway. Beyond the off-site traffic mitigation measure outlined above, the applicant is considering the following Transportation Demand Management (TDM) measures to promote alternative modes of commuting and reduce the number of single-occupant vehicle trips generated by the proposed development: · Provision of on-site covered bike parking and locker rooms with showers to encourage bike-commuting. Ref: 58568.00 October 14, 2021 Page 22 \\vhb\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\TIS - Proposed BETA Facility - 2021-10-14.docx · The parking area will incorporate priority parking spaces for carpool-only use to encourage employees to share rides to and from the facility. · Provision of company-sponsored Green Mountain Transit (GMT) bus passes to employees to encourage commuting via public transit. · Potential provision of a new GMT bus shelter along the property’s Williston Road frontage to supplement the existing sign-only bus stop adjacent to the US 2/Valley Road intersection. · Considering becoming a member of the Chittenden Area Transportation Management Association (CATMA) to help ensure that employees have continued access to TDM resources and opportunities. The above TDM measures are currently under consideration by the Applicant and have been provided for informational purposes. For the traffic analysis included in this Study, no TDM-related reductions were factored into the trip generation estimate at this time. In conclusion, based on the findings of this Traffic Impact Study, and in consideration of the identified traffic mitigation measures, the proposed project is not anticipated to generate unreasonable congestion or unsafe conditions on the adjacent roadway network. \\vhb\gbl\proj\SBurlington\58568.00 Industrial Facility\docs\memos\Appendix\Industrial Development Appendices Cover Sheet.docx Technical Appendix Traffic ➢ Safety Assessment Data o Crash Review Data ➢ Sight Distance Assessment o Intersection Sight Distance Vertical Curve ➢ Traffic Data & Trip Generation o US 2 Williston Road AADT and DHV o Growth Factors and DHV Estimation from VTrans Redbook o AM and PM Peak Hour Intersection Worksheets o Site Specific Development Trip Network o 2022 & 2027 No Build Trip Network o Trip Generation o Trip Generation Trip Network o 2022 & 2027 Build Network o South Burlington Land Development Regulations ➢ Intersection Capacity Analyses o 2022 AM No Build & Build Reports o 2022 PM No Build & Build Reports o 2027 AM No Build & Build Reports o 2027 PM No Build & Build Reports o 2027 Build Queuing Reports ➢ Signal Warrant Analysis o Summary o Warrant 1 Analysis o Warrant 2 Analysis o Warrant 3 Analysis