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HomeMy WebLinkAboutSD-22-10 - Supplemental - 0500 Old Farm Road (24)Lamoureux & Dickinson i Consulting Engineers, Inc. Eastview - O’Brien Home Farm Traffic Impact Assessment March 30, 2022 Executive Summary The following summarizes the results of the revised traffic impact assessment (TIA) for the second phase of the O’Brien Home Farm mixed use development project (hereafter referred to as “Eastview” or “the Project”). Eastview proposes to develop lands of O’Brien Brothers located along Kimball Avenue, Old Farm Road and Kennedy Drive in South Burlington. The exact eventual development of the full site is currently unknown. In reviewing the land and zoning in place, a potential development scenario has been developed in order to evaluate the potential traffic impacts as the Project develops. This development scenario, broken down into smaller parts with corresponding peak hour trips, will be the benchmark against which future development proposals are evaluated. This TIA uses the following development as represent the potential “Full-Build” development scenario: !155 residential units in single-family residences and duplexes (R1 Area), !289 mid-rise multi-family units (C1-LR Area), !120 attached congregate care units (C1-LR Area), !a 120 room hotel (C1-LR Area), !14,000 sf of retail space (C1-LR Area), !97,000 sf of medical-dental office and commercial space (C1-LR Area) and, !309,000 sf of medical-dental office and commercial space (I-C Area / Potash Rd). The initial construction phases will be to construct the residential units in the R1 and C1-LR Areas. Subsequent construction phases of the proposed commercial uses will be market driven. Because this Project will most likely be developed over an extended time period, this TIA examines future traffic conditions over a 10-year period commencing in 2022 instead of the traditional 5-year period. This TIA also recognizes the recently completed VT 116/Kimball Avenue/Tilley Drive Area Land Use & Transportation Plan.1 Key transportation planning concepts emerging from that study for this geographic area include: C Constructing several new connector streets and I-89 Exit 12B to provide alternate travel routes diverting traffic from existing streets. C Reducing future vehicular traffic levels by a) constructing bicycle and pedestrian infrastructure improvements to encourage increased multi-modal trips, and b) implementing transit enhancements. C Constructing moderate intersection upgrades only where absolutely necessary (i.e., permitting reduced levels of service). This TIA has been revised as required by Condition 6(i)(i) of the Development Review Board’s August 31, 2021 Preliminary Plat Decision. That condition required that the estimated internal capture trips be reduced by 50% and the resulting traffic impacts reevaluated. This TIA also examines future traffic conditions at the relocated Kimball Ave/Old Farm Rd intersection as a four-way intersection with 20-30 1 VT 116/Kimball Avenue/Tilley Drive Area Land Use & Transportation Plan Final Report, VHB, November 2020. Lamoureux & Dickinson ii Consulting Engineers, Inc. Kimball Ave, as requested by Technical Review.2 Lastly, with the recent release of the 11th Edition of ITE’s Trip Generation, this Project proposed land-uses and trip generation have been updated. The study area of this TIA extends from Hinesburg Road on the west to Gregory Drive on the east, and from Williston Road south to Kimball Avenue, Kennedy Drive and Old Farm Road. Capacity analyses determined that each major intersection in this study area will experience acceptable levels of service upon completion of the proposed development in the R1 and C1-LR Areas plus one-half of the proposed development in the I-C Area. Acceptable levels of service will also be maintained with further development in the I-C Area beyond the 50% build-out threshold at all but two intersections. The first is Kennedy Drive/Kimball Ave/Bayberry Ln. This intersection will be approaching capacity with full build of the I-C Area lots. Although the overall intersection level of service will remain at LOS D, individual approaches will begin to experience LOS E/F with the predicted year 2032 full build peak hour traffic volumes. It appears that future construction of the Tilley Drive connections will not materially affect the foregoing. The second intersection is Hinesburg Rd/Old Farm Rd. With future levels of service for traffic exiting Old Farm Rd predicted to drop to LOS F with full build of Eastview, a short-term solution would be to widen the Old Farm Rd approach to provide a short right-turn slip lane. A better long-term solution, however, will be to divert traffic off from Old Farm Rd by constructing one or more of the Tilley Drive connections. The following transportation improvements are included in the Eastview development: C In conjunction with Hillside (presently under construction), Eastview will construct an extensive network of new interconnected sidewalks and shared-use paths linking with the City’s existing sidewalk and shared use path network along Kimball Ave, Kennedy Drive, Eldredge St and Hinesburg Rd.3 C Implementing traffic calming measures on Old Farm Road to slow traffic traveling through the residential area and to safely accommodate bicycle and pedestrian traffic. C Relocating the Kimball Ave/Old Farm Rd intersection to line up directly across the existing office complex at #20-30 Kimball Ave. This will increase the distance between Kennedy Drive and Old Farm Rd from 200’ to 560’. C The I-C Area access road (Potash Rd) will form the northerly half of one of the future Tilley Drive connections. The southerly half of that connection will be located on and constructed by the adjacent Mountain View Office Park. Eastview also proposes to construct the following roadway and intersection improvements as development progresses towards completion (full build): Kennedy Dr / Kimball Ave intersection C Modify the signal phasing to provide split phasing for the Kimball Ave and Bayberry Lane approaches after completing residential development in the R1 and C1-LR Areas and upon commencing commercial development in the C1-LR Area. Kimball Ave / Old Farm Rd intersection C Relocate the intersection after completing residential development in the R1 and C1-LR Areas and/or upon commencing commercial development in the C1-LR Area. C Restripe the pavement markings on Kimball Ave to provide left-turn lanes in both directions at the relocated intersection. C Install a new traffic signal when warranted. 2 Technical Review Memorandum, Buckhurst, Fish & Jacquemart, Inc., April 20, 2021 3 Eastview PUD at O’Brien Farm: Bicycle and Pedestrian Infrastructure Review, Wall Consultant Group, December 30, 2021 Lamoureux & Dickinson iii Consulting Engineers, Inc. Kimball Ave / Potash Road intersection C Construct this intersection upon commencement of commercial development in the I-C Area. Include an exclusive right-turn lane exiting Potash Road. C Restripe the pavement markings on Kimball Ave to provide left-turn lanes on both directions at the new intersection. C Install a new traffic signal when warranted. Conceptual sketches illustrating the above recommended improvements on Kimball Ave are attached to the TIA. Based on this Project’s estimated pm peak hour trip generation and directional patterns, it will also pay almost $3,000,000 in state and local transportation impact fees to mitigate its projected traffic impacts at other nearby off-site intersections and almost $700,000 in local recreation impact fees. A large majority of the latter will be used to construct off-site sidewalk and shared use path improvements throughout the City of South Burlington. The TIA concludes that with the above improvements and impact fees, the existing street network in the immediate vicinity will have sufficient capacity and safety to accommodate the additional traffic generated by the Project. Lamoureux & Dickinson Page 1 Consulting Engineers, Inc. Eastview - O’Brien Home Farm Traffic Impact Assessment March 30, 2022 1.0 Introduction This traffic impact assessment (TIA) examines the potential traffic congestion and safety impacts of the second phase of the O’Brien Home Farm development, hereafter referred to as Eastview or the Project. The O’Brien Home Farm originally included lands east of Kennedy Drive and Hinesburg Road, along both sides of Old Farm Road, and along both sides of Kimball Avenue. Large portions of the farm have been developed over the years. Most recent is the Hillside at O’Brien Farm4 development presently under construction between Hinesburg Road, Kennedy Drive and Old Farm Road. Eastview includes lands located on both sides of Old Farm Rd, fronting on Kennedy Drive and Kimball Avenue. Specifically, the land involved contains three distinct zoning districts, the Residential 1 PRD zoning district (“R1”), the Commercial 1 - Limited Retail zoning district (“C1-LR”) and the Industrial-Commercial zoning district (“I-C”). Each district allows for specific uses. South Burlington’s Land Development Regulations (LDR) require uses to be located on the land that is zoned for them, preventing mixing of certain uses across zoning lines. Given this, the potential uses in distinct areas of the Project will be identified herein by the zoning district in which those uses are located. The following mix of residential and commercial development is proposed in the R1 and C1-LR Areas of the Project: C 155 residential units in single-family residences, duplexes and triplexes (R1),5 C 289 mid-rise multi-family units (C1-LR), C 120 attached congregate care units (C1-LR), C a 120 room hotel (C1-LR), C 14,000 sf of retail space (C1-LR), and C 97,000 sf medical-dental office and commercial space6 (C1-LR). The above development will be accessed by several new side streets located on both sides of Old Farm Rd and also linking with the adjacent Phase One development. The northerly portion of Old Farm Road will be relocated, moving the intersection of Kimball Ave and Old Farm Rd ±360 ft east to be directly opposite the existing driveway access serving the office complex at #20-30 Kimball Ave. Eastview also includes several new industrial/commercial lots located further east on Kimball Ave in the I-C zoning district. While a range of uses are possible, this TIA is based on 309,000 sf of medical-dental office and commercial space to be distributed among the new I-C Area lots. This sizing is based on a schematic analysis of possible building and parking layouts, and represents an estimate of this area’s future build-out potential. The I-C Area lots will be served by a separate new street (Potash Road) intersecting with Kimball Ave directly opposite the existing driveway access serving the office building at #70 Kimball Ave. Potash Road will also form part of one of the Tilley Drive connections shown the City of South Burlington’s Official Map. 4 Previously referred to as Phase One. 5 The number of single-family units was increased from 148 to 155 after the analyses contained herein were completed. The trip generation and analyses are therefore based on 148 units. 6 A 64,000 sf supermarket has been used to estimate the equivalent trip generation for the office/commercial space. Lamoureux & Dickinson Page 2 Consulting Engineers, Inc. The location of the Project and the intersections which will be examined in this TIA are shown in Figure 1. Figure 1 - Project Location and Study Intersections More specifically, this TIA will: C Project present and future background design hour traffic volumes and traffic congestion conditions at major intersections near the Project. C Determine the future vehicular trip generation and peak hour directional patterns of the proposed land- uses. C Evaluate whether the proposed development will create unreasonable traffic congestion conditions. C Examine traffic safety conditions. C Identify the scope of traffic improvements required to mitigate the effects of the proposed development. For the purpose of this TIA, it is anticipated that construction of this Project will begin in 2022, and will require 5-10 years to complete. This TIA therefore examines future traffic conditions for the years 2022 and 2032. 2.0 Background Traffic Volumes For this study, background traffic volumes were obtained from recent traffic counts performed by the Vermont Agency of Transportation (VTrans). The study area of this TIA extends from Hinesburg Rd east to Industrial Avenue, and from Williston Rd south to Kennedy Dr and Old Farm Rd. The existing and proposed intersections which will be examined in this TIA are shown in Figure 1. Weekday turning movement count data is available at all but one of the existing intersections; Williston Rd/Gregory Dr. Unfortunately, as work on this TIA was beginning, the COVID-19 pandemic struck, and the resulting sharp decline in traffic volumes has prevented our being able to perform new weekday am and pm peak period turning movement counts at this intersection. Future traffic conditions at this location will be addressed in a supplement to this TIA when normal traffic patterns resume. Lamoureux & Dickinson Page 3 Consulting Engineers, Inc. The COVID-19 pandemic also prevented our performing turning movement counts to determine peak hour trip generation and directional patterns at the private driveways serving 20-30 Kimball Ave and 70 Kimball Ave. These two driveways are located directly opposite the relocated Kimball Ave/Old Farm Rd and the new Kimball Ave/Potash Rd intersections, respectively. PM peak hour turning movement counts were performed at both driveways in June 2021. The observed pm peak hour volumes at the 20-30 Kimball Ave driveway were then adjusted using ITE trip generation rates to reflect the expected pm peak hour trip generation of that complex. At 70 Kimball Ave, however, that site’s employees were, as of June 2021, still working remotely and its observed peak hour trip generation was essentially zero. It is not known when those employees will return to working on-site. Three new intersections are associated with this Project. The first, Kennedy Dr/Two Brothers Dr, will be constructed as part of the Hillside at O’Brien Farm Phase One development. Future peak hour turning movement volumes for this intersection were obtained from the TIA performed by this office for that development. The second proposed intersection is Kimball Ave/Old Farm Rd. The northerly portion of Old Farm Rd is proposed to be relocated as part of this Project; moving this intersection approximately 360 ft to the east to line up opposite the access to the office complex on the north side of Kimball Ave. The third new intersection will be located on Kimball Ave at Potash Rd which will serve the new lots in the I-C Area. Existing traffic count data indicates that the adjacent street network in the immediate vicinity of this Project experiences its highest traffic volumes during the afternoon peak hour period. Hourly traffic data from nearby VTrans continuous count stations (CTC) located in South Burlington and Williston reinforce this. Thus, the pm peak hour is the time period during which the design hour volume (DHV) generally occurs. The DHV is the 30th highest hourly traffic volume that occurs in a given year, and is used in the design of highways and intersections to determine existing and future traffic congestion conditions. To adjust the observed peak hour volumes to a design hour (DHV) condition, daily adjustment factors corresponding to the dates of the turning movement counts were calculated from nearby CTC’s. Additional adjustments were also made to account for future background traffic growth from the year of each turning movement count to the years 2022 and 2032. From VTrans data7, traffic growth in Vermont’s urban areas during the 2015 - 2019 period was flat (zero growth). From 2019 to 2022 and from 2022 to 2032, VTrans projects 2% and 5% traffic growth rates, respectively. Detailed design hour volume calculations, together with figures showing the resulting estimated 2022 and 2032 background peak hour volumes for each intersection, are enclosed in Appendices A-1 and A-2. Note: Appendices are enclosed under separate cover. 3.0 Other Approved Development Peak Hour Trips To the above ‘No-Build’ peak hour volumes must also be added trips generated by other nearby major developments that have received their state and local permits, but have not yet been constructed. The first “Other Development” is the Hillside at O’Brien Farm Phase One development. Although this development is presently under construction and some homes have been completed, it is treated in this TIA as an unbuilt development. Estimated morning and afternoon peak hour trips for Hillside at O’Brien Farm Phase One were obtained from the TIA for that project.8 7 Continuous Traffic Counter Report Based on 2018 Traffic Data, Vermont Agency of Transportation, February 2019 and unpublished 2019 traffic data. 8 O’Brien Home Farm PUD - Phase 1 Traffic Impact Assessment, Lamoureux & Dickinson, August 8, 2016 Lamoureux & Dickinson Page 4 Consulting Engineers, Inc. The second “Other Development” is the proposed FedEx Ground Distribution Center to be located on Community Drive at Technology Park. Estimated morning and afternoon peak hour trips were also obtained from the TIA for that project.9 The total peak hour trips from the above two developments, together with figures showing the sum of the 2022 and 2032 background peak hour volumes and other approved development trips, are illustrated in the figures contained in Appendices E and F. This is also known as the “No-Build” development scenario (see pg. 7). Appendix E illustrates the estimated No-Build network peak hour traffic volumes without either of the two future roadway connections linking Kimball Ave with Tilley Drive10, whereas Appendix F illustrates the estimated No-Build network peak hour volumes with one of those connections (an extension of this Project’s Potash Road to make it a through street connecting with Tilley Drive). 4.0 Project-Generated Peak Hour Trips Eastview’s peak hour trip generation was estimated using published trip generation rates11 for the proposed residential land-uses. In the case of the proposed commercial land-uses, the estimated peak hour trips are intended to include a broad range of potential businesses. It is proposed that medical-dental offices will comprise a large portion of the commercial development. Should actual land-uses and their sizes differ substantially from the above, careful attention will be needed to track the resulting peak hour trip generation relative to the estimated trips outlined below. The ITE has also developed a methodology for estimating the internal capture of peak hour trips between the residential, office space, restaurant and retail components of mixed-use developments.12 While Eastview includes connections with the Hillside at O’Brien Farm development which will logically expand the internal trip capture between them, for the purpose of this study, the internal capture calculations have been limited to just this Project. Additionally, internal trip capture for the I-C Area lots has been calculated separately from the R1 and C1-LR Areas. The same methodology also incorporates modal-split calculations to account for non- vehicular travel. For the purpose of this TIA, however, all trips were estimated to be vehicle trips without any credit for transit or bicycle/pedestrian trips. In addition, as noted earlier, the number of internal capture trips has been reduced by 50% in this TIA as requested by the City’s Technical Review. Some commercial land-uses also typically attract “pass-by” trips in addition to creating new “primary” trips. Pass-by trips are generated by motorists who are already driving by the site on the adjacent roadways; in this case Kennedy Drive or Kimball Ave. Instead of simply driving by, they enter the Project, and then exit in the same direction that they were originally traveling. For the purpose of this TIA, potential pass-by trips were not estimated. As specific commercial uses are identified, however, they may become significant in reducing future off-site traffic impacts. In addition to the above, both Hillside and Eastview have been designed to support alternate travel modes (transit, walking & biking) through the use of extensive sidewalks, bike paths and their proximity to existing local bus routes. Mixed-uses have also been incorporated into the two developments, further encouraging alternate travel modes. These physical attributes qualify Eastview to a 6% travel demand management (TDM) credit in its peak hour trip generation.13 Tables 1 and 2 show the updated trip generation calculations based on the 11th Edition of Trip Generation and 148 single family/duplex/triplex residential units. Detailed calculations are enclosed in Appendix B. 9 Proposed FedEx Ground Distribution Center Traffic Impact Study, VHB, September 4, 2019 10 As shown on the City of South Burlington’s Official Map, effective October 25, 2021 11 Trip Generation, Institute of Transportation Engineers, 11th Edition 12 Trip Generation Handbook, Institute of Transportation Engineers, 3rd Edition 13 Travel Demand Management Guidance, Vermont Agency of Transportation, March 2016 Lamoureux & Dickinson Page 5 Consulting Engineers, Inc. Table 1 - O’Brien Home Farm Phase Two, R1 and C1-LR Areas Weekday Peak Hour Project-Generated Vehicle Trips (vte/hr) Land-Use Size AM Peak Hour PM Peak Hour Enter Exit Total Enter Exit Total Single-Family Detached Housing 80 units 16 45 61 51 30 81 Single-Family Attached Housing14 68 units 10 23 33 22 17 39 Multi-Family Housing (Mid-Rise)289 units 27 89 116 69 44 113 Senior Adult Housing -Multifamily 120 units 8 16 24 17 13 30 Hotel 120 rooms 31 24 55 36 35 71 Office/Commercial 97,000 sf 132 94 226 317 315 632 Total Trips 224 291 515 512 454 966 Internal Capture Vehicle Trips (@ 50%)3 3 6 54 54 108 Transit & Non-Motorized Trips 0 0 0 0 0 0 Total External Vehicle Trips 221 288 509 458 400 858 Total External Vehicle Trips with 6% TDM credit 208 271 479 431 376 807 Table 2 - O’Brien Home Farm Phase Two, I-C Area (Potash Rd) Weekday Peak Hour Project-Generated Vehicle Trips (vte/hr) (11h Ed.Trip Generation) Land-Use Size AM Peak Hour PM Peak Hour Enter Exit Total Enter Exit Total Office/Commercial 309,000 sf 500 150 650 458 790 1,248 Internal Capture Vehicle Trips (@ 50%)12.5 12.5 25 8 8 16 Transit & Non-Motorized Trips 0 0 0 0 0 0 Total External Vehicle Trips 487 138 625 450 782 1,232 Total External Vehicle Trips with 6% TDM credit 458 129 587 423 735 1,158 The directional distributions of weekday peak hour project trips were estimated based on U.S. Census residence to work travel patterns for the City of South Burlington. This data is available in two formats; the workplace destinations of South Burlington residents, and the origins of people traveling to work in South Burlington. Since residential trip patterns are primarily determined by the geographic distribution of 14 The ITE single-family attached housing land-use category includes duplexes, triplexes and rowhouses. Lamoureux & Dickinson Page 6 Consulting Engineers, Inc. employment opportunities15, the workplace destinations of South Burlington residents can be applied to estimate the directional patterns of those trips. Conversely, commercial trip patterns are primarily determined by the geographic distribution of population within an anticipated sphere of influence. Thus, the commercial trip patterns were based on the origins of people traveling to work in South Burlington. The foregoing directional patterns will also be influenced by future street connections linking Kimball Ave and Community Drive with Tilley Drive. Those connections will provide shorter and more favorable alternate routes for traffic presently using Kimball Ave, Kennedy Drive, Old Farm Rd, Hinesburg Rd and their intersections. Future traffic generated by the I-C Area lots will also be able to use Potash Dr and its future Tilley Dr connection as an alternate route to travel to/from points south of the site. Overall, we estimate that these future connections will divert 288 vph and 254 vph during the 2032 am and pm peak hour periods, respectively, with full-buildout of Eastview. Figures illustrating the resulting directional distributions of morning and afternoon peak hour Project- generated trips for the analysis scenarios defined on pg. 8 without the future Tilley Drive connections are enclosed in Appendices C-1 and C-2, respectively. Figures illustrating the resulting directional distributions of morning and afternoon peak hour Project- generated trips for the analysis scenarios defined on pg. 8 with the future Tilley Drive connections are enclosed in Appendices D-1 and D-2, respectively. 5.0 Traffic Congestion Levels of service (LOS) at intersections are determined by the average control delay; measured in seconds per vehicle. The methodology for analyzing LOS is established by the Highway Capacity Manual (HCM)16. The analyses were performed using Synchro 10.Table 3 summarizes the LOS and delay criteria for signalized intersections. Table 3 - Intersection Level of Service Criteria LOS Avg. Delay (sec/veh) Quality of Service Stop Controlled Signal Controlled A B C D E F ≤10 ≤15 ≤25 ≤35 ≤50 >50 ≤10 ≤20 ≤35 ≤55 ≤80 >80 Free flow with little or no queuing Low delays with short queues Moderate delays and queues with occasional cycle failures* Moderate delays and queues with noticeable cycle failures Long delays and queues with frequent cycle failures Very long delays and queues with continued cycle failures * A cycle failure occurs when a vehicle has to wait more than one signal cycle to pass through the intersection. South Burlington’s Land Development Regulations (LDR’s) identify LOS D as the minimum standard for the overall level of service at signalized intersections. The LDR’s also identify LOS D as the minimum standard for each through movement on the major street. 15 Traffic Impact Analysis, American Planning Association, 1984 16 Highway Capacity Manual, Transportation Research Board, 6th Edition Lamoureux & Dickinson Page 7 Consulting Engineers, Inc. VTrans’ Level of Service Policy17 for the state highway system identifies LOS C as the desired design standard, except that reduced LOS may be acceptable on a case-by-case basis, particularly within densely settled areas where the geometric improvements required to achieve LOS C would create negative cultural and environmental impacts. In cases where the existing LOS is less than desired and where the necessary geometric improvements are not feasible, the policy states that a lower LOS may be acceptable, provided that a development’s impact can be effectively mitigated by implementing other congestion management strategies. VTrans’ LOS Policy has been generally interpreted in built-up areas to permit LOS D as an acceptable overall intersection rating for signalized intersections. Also, that individual lane groups or approaches may experience LOS E. However, should an individual lane group or approach experience LOS F or a volume/capacity ratio greater than 1.0, the intersection is considered to have failed. In cases where an intersection fails under projected no-build and/or build conditions, mitigation may be required, if reasonably possible, in order to mitigate a development’s traffic impacts and not exacerbate the no-build conditions. LOS standards for unsignalized intersections are different than for signalized intersections. The City’s LDR’s do not specifically establish a LOS standard for stop-controlled intersections. On the other hand, VTrans’ LOS Policy identifies LOS D as the minimum design standard for traffic exiting a stop-controlled approach when traffic volumes on that approach equal or exceed 100 vph for a one-lane approach, or 150 vph for a two-lane approach. VTrans’ LOS Policy excludes stop-controlled intersections not meeting those volume thresholds. The recently completed VT 116/Kimball Avenue/Tilley Drive Area Land Use & Transportation Plan18 prepared for the City of South Burlington and the Chittenden County Regional Planning Commission proposes to mitigate future traffic congestion conditions associated with this and other nearby developments in part by permitting reduced levels of service and constructing moderate intersection upgrades. Instead of large-scale roadway and intersection improvements, that study recommends: C Constructing several new connector streets and I-89 Exit 12B to provide alternate travel routes to divert traffic from existing streets. C Reducing future vehicular traffic levels by a) constructing bicycle and pedestrian infrastructure improvements to encourage increased multi-modal trips, and b) implementing transit enhancements. This Project’s impact on future levels of service and average delays was analyzed by performing intersection capacity analyses for four analysis scenarios: C No-Build. This analysis scenario includes background traffic growth and other development-generated traffic as described above, but no Project-generated trips. C Residential-Build. This analysis scenario adds all of the residential development trips from Eastview’s R1 Area to the No-Build traffic volumes (88 am / 113 pm peak hour trips19). C Partial-Build. This analysis scenario adds all of Eastview’s residential development external trips from the R1 and C1-LR Areas plus the projected Full-Build commercial development trips from the C1-LR Area together with allowances of 294 am / 500 pm peak hour external trips from the I-C Area to the No-Build traffic volumes. The resulting Partial-Build project-generated trips include the requested 50% reduction in the estimated internal capture trips. C Full-Build. This analysis scenario adds all of Eastview’s residential development external trips from the R1 and C1-LR Areas plus the projected Full-Build commercial development trips from the C1-LR Area together with allowances of 587 am / 1,000 pm peak hour external trips from the I-C Area to the No- 17 Highway Design “Level of Service” Policy, Vermont Agency of Transportation, May 31, 2007 18 VT 116/Kimball Avenue/Tilley Drive Area Land Use & Transportation Plan Final Report, VHB, November 2020. 19 No internal capture trips. After applying the 6% TDM credit. Lamoureux & Dickinson Page 8 Consulting Engineers, Inc. Build traffic volumes. The resulting Full-Build project-generated trips include the requested 50% reduction in the estimated internal capture trips. Figures illustrating the resulting morning and afternoon peak hour analysis scenario volumes without the future Tilley Drive connections are enclosed in Appendices E-1 and E-2, respectively. Figures illustrating the resulting morning and afternoon peak hour analysis scenario volumes with the future Tilley Drive connections are enclosed inAppendices F-1 and F-2, respectively. The Residential-Build analysis scenario was analyzed at all intersections during the 2022 design year, but not during the 2032 design year, as it is expected by then to have been superseded by the 2032 Partial-Build analysis scenario (except potentially at the Kimball Ave/Old Farm Rd intersection; see below). The Partial- Build and Full-Build analysis scenarios were analyzed only during the 2032 design year, as development of proposed office and commercial uses are not expected to commence until after 2022. The above analysis scenarios are further expanded by the addition of future connections to Tilley Drive. Thus, the Partial-Build and Full-Build analysis scenarios were also analyzed for existing conditions without those connections and for future conditions with those connections. The traffic congestion impacts of the Project can be identified by comparing the results for each analysis scenario. The results are presented for each intersection below. Detailed intersection capacity analyses worksheets are also grouped by intersection and enclosed in Appendices G - P. Williston Road/Hinesburg Road/Patchen Road Table 4 presents the results of the intersection capacity analyses at this intersection. The results indicate that LOS C will be maintained for all analysis scenarios. This intersection will be unaffected by the future Tilley Dr connections; the analyses below are applicable both with or without those connections. Detailed results are enclosed in Appendix G. Table 4 - Williston Rd & Hinesburg Rd Intersection Capacity Analyses Results Design Year Analysis Scenario AM PM Overall LOS Avg. Delay Max. V/C Ratio Overall LOS Avg. Delay Max. V/C Ratio 2022 No-Build R1 Res.Build C C 21.8 21.9 0.77 0.76 C C 22.5 22.8 0.82 0.82 2032 No-Build R1 Res. Build Partial-Build Full-Build C C C C 22.7 22.9 23.2 23.3 0.79 0.79 0.79 0.79 C C C C 23.8 24.4 25.8 27.9 0.81 0.86 0.86 0.90 Williston Road/Kennedy Drive/Airport Drive Table 5 presents the results of the intersection capacity analyses at this intersection. The results indicate that LOS C will be maintained for all analysis scenarios except for the 2032 PM Full-Build; in which the LOS drops to D. This intersection will also be unaffected by the future Tilley Dr connections; the analyses below are applicable both with or without those connections. Detailed results are enclosed in Appendix H. Lamoureux & Dickinson Page 9 Consulting Engineers, Inc. Table 5 - Williston Rd, Kennedy Dr & Airport Dr Intersection Capacity Analyses Results Design Year Analysis Scenario AM PM Overall LOS Avg. Delay Max. V/C Ratio Overall LOS Avg. Delay Max. V/C Ratio 2022 No-Build R1 Res. Build B C 20.0 20.3 0.72 0.73 C C 20.2 20.5 0.69 0.70 2032 No-Build R1 Res. Build Partial-Build Full-Build C C C C 21.0 21.3 24.2 25.8 0.74 0.75 0.79 0.81 C C C D 21.1 21.5 31.5 41.3 0.71 0.71 0.84 0.91 Williston Road/Gregory Drive/Palmer Court This intersection is located on a route expected to be used by a significant number of project-generated trips traveling between Kimball Ave and Industrial Ave to and from the northeast part of Chittenden County. As noted earlier, detailed capacity analyses have not been performed in this TIA due to the lack of turning movement data at it. Williston Road/Industrial Avenue Table 6 presents the results of the intersection capacity analyses at this intersection. This intersection is presently being reconstructed with a 2023 completion date. The results of the capacity analyses outlined in Table 6 are based on the existing lane geometry. This intersection will also be unaffected by the future Tilley Dr connections; the analyses below are applicable both with or without those connections. The results indicate that LOS B will be maintained for all analysis scenarios except for the 2032 AM and PM Full-Build; in which the LOS drops to C. Detailed results are enclosed in Appendix I. Table 6 - Williston Rd & Industrial Ave Intersection Capacity Analyses Results Design Year Analysis Scenario AM PM Overall LOS Avg. Delay Max. V/C Ratio Overall LOS Avg. Delay Max. V/C Ratio 2022 No-Build R1 Res. Build B B 13.8 13.8 0.79 0.79 B B 13.7 13.8 0.81 0.81 2032 No-Build R1 Res. Build Partial-Build Full-Build B B B C 14.7 14.9 17.9 21.3 0.82 0.82 0.89 0.93 B B B C 14.6 14.7 18.1 20.7 0.82 0.83 0.87 0.90 Lamoureux & Dickinson Page 10 Consulting Engineers, Inc. Kennedy Drive/Hinesburg Road Table 7 presents the results of the intersection capacity analyses at this intersection. The results indicate that LOS C will be maintained for all analysis scenarios. Detailed results are enclosed in Appendix J. Table 7 - Kennedy Dr & Hinesburg Rd Intersection Capacity Analyses Results Design Year Analysis Scenario AM PM Overall LOS Avg. Delay Max. V/C Ratio Overall LOS Avg. Delay Max. V/C Ratio 2022 No-Build R1 Res. Build C C 27.4 27.1 0.78 0.78 C C 27.2 27.3 0.82 0.82 2032 No-Build R1 Res. Build Partial-Build Full-Build C C C C 27.9 27.5 28.0 28.1 0.79 0.79 0.79 0.78 C C C C 27.8 27.9 28.9 29.6 0.83 0.83 0.83 0.83 2032 with future connections Partial-Build Full-Build C C 27.5 27.6 0.79 0.79 C C 28.5 29.4 0.83 0.83 Kennedy Drive/Two Brothers Drive Table 8 presents the results of the intersection capacity analyses at this intersection. For the purpose of this TIA, this intersection is presumed to operate under traffic signal control, with the traffic signal having been installed as part of the O’Brien Farm Hillside Development. The results indicate that the overall intersection levels of service will remain at LOS B or better in all analysis scenarios. Detailed results are enclosed in Appendix K. Table 8 - Kennedy Dr & Two Brothers Dr Intersection Capacity Analyses Results Design Year Analysis Scenario AM PM Overall LOS Avg. Delay Max. V/C Ratio Overall LOS Avg. Delay Max. V/C Ratio 2022 No-Build R1 Res. Build B B 15.4 16.1 0.64 0.68 A B 9.6 10.3 0.49 0.55 2032 No-Build R1 Res. Build Partial-Build Full-Build B B B B 15.4 16.1 17.6 17.9 0.64 0.68 0.77 0.77 A B B B 9.6 10.3 13.6 13.4 0.49 0.55 0.75 0.75 2032 with future connections Partial-Build Full-Build B B 17.7 17.9 0.77 0.77 B B 13.6 13.5 0.75 0.75 Lamoureux & Dickinson Page 11 Consulting Engineers, Inc. Kennedy Drive/Kimball Avenue & Bayberry Ln Table 9 presents the results of the intersection capacity analyses at this intersection. The results indicate that the existing overall intersection levels of service are LOS C during both the AM and PM peak hour periods. By 2032, however, future levels of service will drop to LOS D during the morning peak hour without any Eastview development (No-Build). Maintaining LOS D as Eastview development progresses will require that the existing traffic signal phasing be modified to split the green phase that presently serves the Kimball Ave and Bayberry Ln approaches simultaneously. In addition to the above, the results of the intersection capacity analyses indicate that while the overall intersection will operate at LOS E during the 2032 PM Full-Build analysis scenario, several lane groups will experience LOS F and oversaturated traffic congestion conditions (v/c ratio ≥ 1.0). Although the future Tilley Drive connections will significantly reduce 2032 PM Full-Build delays, these results indicate that future traffic congestion conditions at this intersection should be periodically reexamined after Eastview’s Partial-Build peak hour trip generation is reached. Detailed results are enclosed in Appendix L. Table 9 - Kennedy Dr & Kimball Ave/Bayberry Ln Intersection Capacity Analyses Results Design Year Analysis Scenario AM PM Overall LOS Avg. Delay Max. V/C Ratio Overall LOS Avg. Delay Max. V/C Ratio 2022 No-Build R1 Res.Build D D 35.5 36.2 0.80 0.81 C C 32.9 34.9 0.81 0.73 2032 No-Build R1 Res. Build Partial-Build Full-Build D D D D 36.9 37.6 42.8 45.6 0.81 0.81 0.94 0.90 C D D E 34.6 36.1 41.8 76.6 0.86 0.77 0.94 1.05 2032 with future connections Partial-Build Full-Build D D 38.9 43.9 0.88 0.89 D E 41.4 59.9 0.94 1.02 Kimball Avenue/Old Farm Road Old Farm Rd presently intersects with Kimball Ave ±200’ east of Kennedy Drive. It is stop-sign controlled (unsignalized) and a three-way intersection. With development at Eastview beginning with the single- family residences in the R-1 Area (Meadow Loop and Legacy Farm Ave), it is proposed to retain Old Farm Rd in its present location until development commences on the northerly lots (Lots 17, 21-29) in the C1-LR Area. The northerly end of Old Farm Rd and its intersection with Kimball Ave will be relocated as development begins in the C1-LR Area. The relocated Old Farm Rd approach will be located directly across the existing driveway to the #20-30 Kimball Ave office complex, creating a new four-way intersection ±560’ east of Kennedy Drive. The initial construction of this new intersection will include new pavement markings on Kimball Ave to create left-turn lanes for traffic turning onto Old Farm Rd and into the office complex, together with underground conduits to facilitate the future installation of a traffic signal. These improvements are illustrated in Figure 2. Lamoureux & Dickinson Page 12 Consulting Engineers, Inc. Table 10 presents the results of the intersection capacity analyses at this intersection. The results indicate that the existing intersection has adequate capacity to remain in its current location and with stop-sign control with the proposed initial residential only development in the R1 Area. It should be anticipated, though, that once Old Farm Rd is relocated and a four-way intersection created with Kimball Ave, development in the C1-LR Area will warrant the installation of a traffic signal soon thereafter. The results shown in Table 10 also indicate that LOS D will be maintained during the higher volume PM peak hour with the installation of a traffic signal and development of the Project progresses to the Partial-Build analysis scenarios. The Full-Build analysis results, however, indicate a drop in the future level of service to F during the PM peak hour. Although the future Tilley Drive connections will significantly reduce 2032 PM Full- Build delays, these results indicate that future traffic congestion conditions at this intersection should be periodically reexamined after Eastview’s Partial-Build peak hour trip generation is reached. Detailed results are enclosed in Appendix M. Table 10 - Kimball Ave & Old Farm Rd Intersection Capacity Analyses Results Design Year Analysis Scenario AM PM Overall LOS Avg. Delay Max. V/C Ratio Overall LOS Avg. Delay Max. V/C Ratio Existing (Present Location) Stop-Sign Controlled Intersection 2022 No-Build R1 Res.Build C C 15.9 23.6 0.15 0.33 B C 14.3 20.7 0.18 0.32 2032 No-Build R1 Res.Build C D 16.6 25.6 0.17 0.36 B C 14.8 22.4 0.20 0.35 New Relocated and Signalized Intersection 2032 Partial-Build Full-Build C D 32.2 38.5 0.89 0.95 D F 37.7 92.0 0.96 1.07 2032 with future connections Partial-Build Full-Build C C 29.3 30.1 0.88 0.90 C E 32.2 64.7 0.97 1.04 Kimball Avenue/Potash Road This intersection will be constructed once development of Eastview’s I-C Area commences. It will require, as development of the I-C Area progresses, restriping the pavement markings on Kimball Ave to provide an exclusive left-turn lane for traffic entering Potash Rd, and installing a traffic signal. These improvements are also illustrated in Figure 2. The analysis scenarios are also based on two lanes exiting Potash Rd, with one of those being an exclusive right-turn lane. This intersection and Potash Rd will also form the northerly half of one of the future Tilley Drive connections. The southerly half of that connection will be located on and constructed by the adjacent Mountain View Office Park. The analyses results shown in Table 11 are based on this intersection being signalized once I-C Area development reaches 50% of its projected build-out (the Partial-Build analysis scenario). Detailed results are enclosed in Appendix N. Lamoureux & Dickinson Page 13 Consulting Engineers, Inc. Table 11 - Kimball Ave & Potash Rd Intersection Capacity Analyses Results Design Year Analysis Scenario AM PM Overall LOS Avg. Delay Max. V/C Ratio Overall LOS Avg. Delay Max. V/C Ratio 2032 Partial-Build Full-Build A A 3.7 5.2 0.73 0.86 B C 11.6 29.1 0.80 0.94 2032 with future connections Partial-Build Full-Build A A 5.3 6.7 0.69 0.79 B B 12.3 19.8 0.83 0.90 Kimball Avenue/Gregory Drive/Community Drive Table 12 presents the results of the intersection capacity analyses at this intersection. The results indicate that LOS B will be maintained for all analyzed development scenarios. Detailed results are enclosed in Appendix O. Table 12 - Kimball Ave, Gregory Dr & Community Dr Intersection Capacity Analyses Results Design Year Analysis Scenario AM PM Overall LOS Avg. Delay Max. V/C Ratio Overall LOS Avg. Delay Max. V/C Ratio 2022 No-Build R1 Res. Build A A 9.8 10.0 0.65 0.66 B B 11.9 12.0 0.73 0.74 2032 No-Build R1 Res. Build Partial-Build Full-Build B B B B 10.0 10.0 11.1 11.9 0.67 0.67 0.70 0.72 B B B B 12.3 12.5 13.7 14.6 0.75 0.76 0.79 0.80 2032 with future connections Partial-Build Full-Build B B 11.4 12.2 0.70 0.72 B B 13.9 14.9 0.76 0.78 Hinesburg Road/Old Farm Road Table 13 presents the results of the intersection capacity analyses at this intersection. Detailed results are enclosed in Appendix P. Being stop-sign controlled, the delays and levels of service shown in Table 13 are what is experienced by traffic exiting Old Farm Rd. Hinesburg Rd traffic travels through this intersection with only minimal delays. Lamoureux & Dickinson Page 14 Consulting Engineers, Inc. Table 13 - Hinesburg Rd & Old Farm Rd Intersection Capacity Analyses Results Design Year Analysis Scenario AM PM Overall LOS Avg. Delay Max. V/C Ratio Overall LOS Avg. Delay Max. V/C Ratio 2022 No-Build R1 Res. Build D D 33.0 32.4 0.41 0.42 D D 28.0 28.5 0.39 0.40 2032 No-Build R1 Res. Build Partial-Build Full-Build E E E E 36.6 37.5 42.0 44.0 0.46 0.47 0.54 0.56 D D E F 31.9 32.5 46.4 57.2 0.44 0.45 0.62 0.70 2032 with future connections Partial-Build Full-Build C D 24.1 25.0 0.25 0.26 C C 19.7 20.4 0.20 0.20 The results indicate that this intersection presently experiences LOS D during the morning and afternoon peak hours. Future levels of service will drop to LOS E by 2032 during the AM peak hour without any Eastview development. As development of Eastview progresses, future levels of service drop to LOS F during the afternoon peak hour in the 2032 PM Full-Build analysis scenario. The remedy for that, as can be seen in the bottom rows of Table 13, are the future Tilley Drive connections. 6.0 Traffic Safety Vehicular traffic safety is influenced by many factors, including road width, pavement conditions, sight distances, lighting, proper signing and pavement markings, speed limits, alignment, number and spacing of accesses, etc. The following discusses several of the more important factors with respect to conditions on the adjacent street network in the immediate vicinity of the Project. Speed limits on the major streets adjacent to the Project are typical of urban streets, i.e., 30-40 mph. The speed limit on Old Farm Rd is 25 mph. The new development streets are also proposed to have 25 mph speed limits. Safe traffic conditions on the new development streets will be provided by designing those roads and their intersections in accordance with accepted standards, and by providing adequate sight distances, street lighting, pavement markings and traffic signs. The Project also proposes to add new traffic-calming features on Old Farm Rd in order to slow vehicular traffic and provide a safer environment for pedestrians. Crash History Intersections and roadway segments which experience a statistically significant above average crash rate are identified as high crash locations. VTrans has traditionally updated its High Crash Location Report20 every two years based on the most recent five-year crash history. The most recent report, however, is for the 2012-2016 five-year period. The Identified high crash locations within the study area of this TIA are shown in Table 14. 20 High Crash Location Report: Sections and Intersections 2012-2016, Vermont Agency of Transportation, August 2017 Lamoureux & Dickinson Page 15 Consulting Engineers, Inc. Table 14 - High Crash Locations Location # Crashes Actual Crash Rate Actual/Critical Ratio Intersection Williston Rd/Hinesburg Rd/Patchen Rd Segment Williston Rd (mm 1.658 -1.958) 75 75 1.373a 8.461b 1.808 1.298 a crashes per million vehicles b crashes per million vehicle miles Of the 75 crashes that occurred at the Williston Rd/Hinesburg Rd/Patchen Rd intersection, 70 were property damage only crashes. The remaining 5 crashes resulted in 9 injuries. The Williston Rd (mm 1.658 - 1.958) segment begins just west of the Airport Rd intersection and continues east through the Kennedy Dr/Airport Dr intersection. Of the 75 crashes that occurred on this 0.3 mile long segment of Williston Rd, 63 were property damage only crashes. The remaining 12 crashes resulted in 14 injuries. It is pertinent to note that the Williston Rd/Kennedy Dr/Airport Dr intersection was not identified as a high crash location. With 36 of the 75 crashes in this segment occurring at the intersection, its presence is the primary reason for the segment being identified as a high crash location. Table 15 provides a breakdown of the crash types at the above locations. It shows that just over one-half of the crashes in the above high crash locations are rear-end crashes. Signalized intersections typically do experience greater numbers of rear-end crashes, which are generally minor and do not result in severe injuries; unlike opposing direction collisions which traffic signals are intended to prevent. Table 15 - Intersection Crash Types Crash Type Williston Rd/ Hinesburg Rd Intersection Williston Rd (mm 1.658 - 1.958) Segment Rear End Same Direction Sideswipe Opposing Dir. Sideswipe L/T Angle Broadside No Turns T/T Broadside 31 12 - 9 6 22 17 2 9 5 R/T Angle Broadside Head On Single Vehicle Other Unknown Total 1 3 1 1 11 75 1 4 2 7 6 75 Lamoureux & Dickinson Page 16 Consulting Engineers, Inc. 7.0 Multi-Modal Facilities Eastview will be a mixed-use development which includes residential, commercial and employment land-uses. It is located in an urban area which is designated in the 2018 Chittenden County ECOS Plan as a Metro Planning Area. From the ECOS Plan: Metro Planning Areas are areas where local zoning authorizes places to accommodate jobs and housing in a compact development pattern that supports transit service and encourages pedestrian activity and are within the sewer service area. Commercial land uses found in the Metro Planning Area are intended to serve the nearby residential area. Existing densities within Metro Planning Areas are typically higher than those found in the Suburban, Rural, Village, and Enterprise Planning Areas and generally range between 4 and 20 dwelling units per acre. Future development in the metro area should be encouraged to occur at the higher end of this range to ensure that there are adequate housing and jobs in these areas. Eastview will construct an extensive network of new sidewalks and shared use paths linking Eastview with the existing sidewalk and path network in Hillside (Eldredge St, Two Brothers Dr and O’Brien Farm Rd), and other destinations on Kimball Ave, Kennedy Dr and Hinesburg Rd. Every street in the Hillside and Eastview developments will have a sidewalk and/or a shared-use path on one or both sides. Marked crosswalks and pedestrian signals will also be provided at each new signalized intersection on Kimball Ave (i.e., at Old Farm Rd and at the I-C Road). Eastview’s new shared-use bicycle paths will also fill in existing gaps along Kimball Ave; providing improved connectivity for bicyclists and pedestrians. Additional information regarding Eastview’s proposed bicycle and pedestrian facilities is contained in Eastview’s engineering design plans and in the “Eastview PUD at O’Brien Farm: Bicycle and Pedestrian Infrastructure Review”, prepared by Wall Consultant Group, dated November 15, 2021. The proposed pedestrian and bicycle facilities will encourage non-vehicular travel not only among the various Hillside and Eastview neighborhoods, but to and from neighboring areas and other off-site destinations (i.e., schools, nearby stores and other community facilities). They will also provide convenient access to local transit service on Kennedy Dr and Williston Rd (see below). With Eastview being located in a Mixed-Use/Moderate Transit area, its proposed physical travel demand management measures to encourage bicycle and pedestrian travel qualify it for the 6% TDM credit permitted by VTrans. Local and regional transit service linking South Burlington with surrounding communities is provided by Green Mountain Transit (GMT). GMT’s Purple Line (Airport Route) originates and terminates in downtown Burlington with intermediate stops at the UVM Medical Center and the University Mall. From the UVM Medical Center, it travels to Dorset St and then to Kennedy Dr. The route circulates in counter-clockwise fashion along Kennedy Dr east of Hinesburg Rd, thence to Airport Dr, White St and Hinesburg Rd back to Kennedy Dr where it continues west on Kennedy Dr back to Dorset St. From Dorset St, it retraces its route back to downtown Burlington. The closest bus stops along this route on Kennedy Dr are located at Windridge and in front of the Community Bank just north of Kimball Ave. Service on this route is presently provided on 45-minute peak period headways. GMT’s Red Line (Williston Route) also travels the length of Williston Rd between Burlington and Williston on 20-minute headways. The closest bus stops on this route are located at the Williston Rd/Kennedy Dr intersection. The Special Services Transportation Agency (SSTA) also operates the “Tilley Drive Shuttle” serving the medical office buildings on Tilley Drive and the Sphinx Building located just south on Hinesburg Rd on 60–90-minute headways during peak periods. Advance reservations are required to use the Shuttle, which originates and terminates at the University Mall. Although the Shuttle travels Hinesburg Rd south of Kennedy Dr in both directions, it does not make any intermediate stops. Lamoureux & Dickinson Page 17 Consulting Engineers, Inc. 8.0 Road & Intersection Improvement Phasing It is anticipated that construction of the Eastview development will begin with the 148 proposed single- family/duplex/triplex residential units in the R1 Area. Following that, the remaining residential and commercial development will be market driven. The following presents thresholds for implementing the above identified road and intersection improvements. Kimball Ave / Old Farm Rd Intersection Old Farm Rd and its existing intersection with Kimball Ave has sufficient capacity to support the development of the proposed residential units in the R1 Area. The principal traffic congestion issue will be queues of westbound traffic on Kimball Ave extending past Old Farm Rd at times during peak afternoon periods due to the relatively short distance between Old Farm Rd and Kennedy Drive. This is an existing condition which is not anticipated to be materially impacted by this initial development phase. Additional development in the C1-LR Area will necessitate relocating the northerly section of Old Farm Rd as proposed so that it intersects Kimball Ave directly opposite the access to the #20-30 Kimball Ave office complex. We recommend that the proposed left-turn lane on Kimball Ave and the underground traffic signal sleeves and conduits crossing roadways be installed concurrently with the initial construction of the relocated intersection. It is difficult to predict exactly when a traffic signal should be installed at this intersection. While the proposed residential development in the R1 Area will not generate sufficient additional traffic to warrant signalization, major development in the C1-LR Area will. The exact timing will depend on the nature and size of the constructed C1-LR land-uses. Another factor which will come into play is the future construction of a Tilley Drive connection, which will reduce traffic volumes on Old Farm Rd. We therefore recommend that future traffic conditions at this intersection be monitored as development progresses to identify when the installation of a traffic signal will be warranted and would improve traffic operations. Kennedy Drive / Kimball Ave Intersection The intersection capacity analyses results show that this intersection’s existing signal phasing (in which Kimball Ave and Bayberry Ln have simultaneous green) can be maintained in the Residential-Build analysis scenario (development of the R1 Area). However, we recommend that the existing traffic signal programming be modified to provide split phasing on these two approaches once development in the C1-LR Area and/or the I-C Area commences. This modification will improve traffic safety and is needed to achieve the future levels of service presented herein. Kimball Ave / Potash Rd Intersection We recommend that the new left-turn lane on Kimball Ave at this new intersection be installed concurrently with completion of the first building in the I-C Area. It should also be anticipated the warrants for signalization will become satisfied at some point during the development of the I-C Area. The exact timing will depend upon the nature and size of the constructed land-uses. We recommend future traffic monitoring at this intersection as development progresses to identify when a traffic signal will be warranted and would improve future traffic operations. Old Farm Rd / O’Brien Farm Rd Intersection Although a plan showing the layout of a potential traffic signal has been prepared for this intersection, it is unlikely that this Project will satisfy the warrants for signalization, especially once a Tilley Dr connection is Lamoureux & Dickinson Page 18 Consulting Engineers, Inc. constructed. We recommend that future traffic operations be monitored at this intersection as development progresses. 9.0 Transportation Impact Fees Eastview will be assessed the following impact fees which are related wholly or in part to planned transportation infrastructure improvements: City of South Burlington - Road Improvement Impact Fee The Road Improvement Impact Fee equals $1,010 per unit for single-family dwellings (which by definition in the LDR’s includes duplexes), $670 per unit for multi-family dwellings and $1,000 per pm peak hour trip end for non-residential development. The actual assessed fees are adjusted each year to credit past and future tax payments per the schedules in the City’s Impact Fee Ordinance. The City’s Road Improvement Impact Fee can be estimated as follows: Single Family Residential Units 126 units $127,260 Multi-Family Units 409 units $274,030 Non-Residential 1,762 pm peak hour trips21 $1,762,000 Total $2,163,290 City of South Burlington - Recreation Impact Fee A large portion of the Recreation Impact Fee is dedicated to the development of shared-use paths and bicycle lanes. In fact, in the projects identified in the City’s FY 2017-2026 Capital Improvement Program as being funded in part by recreation impact fees, shared use path and bike/ped facility projects account for 77% of the allocated recreation impact fees. The recreation impact fee is assessed only on residential development. The base fee for dwellings in structures containing three or less units equals $1,686 per unit. For dwellings in structures containing four or more units the base fee equals $1,180 per unit. The actual assessed fees are again adjusted each year to credit past and future tax payments per the schedules in the City’s Impact Fee Ordinance. The City’s Road Improvement Impact Fee can be estimated as follows: Single Family & Duplex Units 148 units $249,528 Multi-Family Units 409 units $482,620 Total $732,148 Kimball Ave/Gregory Dr/Community Dr Intersection Improvements Impact Fee This impact fee has been established by the District Environmental Commission #4 to reimburse the FedEx Ground Distribution Center developers for the cost of installing traffic signals and making other improvements at the Kimball Ave/Gregory Dr/Community Dr intersection. The amount of the fee equals $514 per pm peak trip end. This fee may be reduced by 20% since this Project will construct new sidewalks (10% discount) and shared-use paths (10% discount) connecting to existing sidewalks and shared use paths. The discounted fee equals $411 per pm peak trip end. This Project is estimated to generate a total of 432 new pm peak hour trips (at Full-Build) through this intersection. The resulting impact fee equals $177,552. We also note that this same project is included in 21 Full-Build external trips after applying the 6% TDM credit. Lamoureux & Dickinson Page 19 Consulting Engineers, Inc. the City’s FY 2017-2026 Capital Improvement Program and is shown as being funded in part by the City’s Roadway Improvement Impact Fee. State Act 145 Transportation Impact Fee The Act 145 Transportation Impact Fee was established to provide funding for designated VTrans transportation improvement projects located within a five-mile travel distance of proposed developments. This impact fee is administered by VTrans through the District Environmental Commissions. The impact fee is based on the number of pm peak hour trips that are estimated to travel through the locations of the improvement projects. The number of trips traveling through each highway improvement project were estimated using available pm peak hour turning movement patterns at major intersections. The trips disperse at each intersection; thereby reducing the number of project-generated pm peak hour trips as one moves away from the Project. Detailed pm peak hour trip calculations are enclosed in Appendix Q.Table 16 shows the estimated State Transportation Impact Fees for each state transportation improvement project. Table 16 - Act 145 State Transportation Impact Fees Transportation Improvement Project Distance (Road Miles) Impact Fee per PM Peak Hour Trip PM Peak Hour Tripsa Act 145 Transportation Impact Fee Burlington -Champlain Parkway 4.1 $2,069 39 $80,691 Burlington - Shelburne St & Locust St Roundabout 4.1 $ 1,217 39 $ 47,463 Colchester - US 7 & I-89 Exit 16 4.8 $ 1,170 63 $ 73,710 Essex Jct.-Crescent Connector 4.5 $2,788 108 $301,104 Williston - VT 2A & James Brown Dr 3.3 $ 189 165 $ 31,185 Williston - VT 2A & Industrial Ave/ Mountain View Rd 2.6 $ 252 239 $ 60,228 Williston -US 2 & Trader Lane 2.6 $ 210 21 $ 4,410 Williston - VT 2A & I-89 Exit 12 3.0 $ 243 40 $ 9,720 Subtotal $608,511 20% Max. Reduction for TDM Measures (new sidewalks, bicycle paths & bus shelters) - $ 121,702 Total $486,809 a Full-Build external trips after applying the 6% TDM credit. Also based on 1,000 pm peak hour I-C Area trips. 10.0 Conclusions & Recommendations The O’Brien Home Farm Eastview development is designed to be a mixed use residential/commercial planned unit development. Located in a transitional area, it links and complements other neighboring developments. We conclude, based on the analyses performed as part of this TIA, that the existing off-site highways and intersections in the immediate vicinity of this Project have sufficient capacity and safety up to and including the proposed full build-out of Eastview’s R1 and C1-LR Areas together with 1,000 PM peak hour trips (approximating full build-out) from its I-C Area. Lamoureux & Dickinson Page 20 Consulting Engineers, Inc. The existing traffic signal phasing at the Kennedy Dr/Kimball Ave intersection will need to be modified as development in the C1-LR Area commences together with installing new left-turn lanes on Kimball Avenue at its new intersections with Old Farm Rd and Potash Rd. Future traffic congestion conditions on Kimball Avenue will also benefit from constructing one or both of the proposed Tilley Drive connections. Further distant, the traffic impacts of the Eastview development will be mitigated by future City and State transportation improvement projects currently under development; towards which Eastview will pay local and state transportation impact fees.