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Home My WebLink AboutSP-23-047 - Supplemental - 0017 Reel Road REPORT LARKIN TERRACE MULTI-USE DEVELOPMENT TRAFFIC IMPACT STUDY 8.2.2017 180 Battery Street, Suite 350 Burlington, VT 05401 802.383.0118 www.rsginc.com PREPARED FOR: LARKIN REALTY SUBMITTED BY: RSG MARK SMITH, PE; DAVID GROVER, PE LARKIN TERRACE MULTI-USE DEVELOPMENT TRAFFIC IMPACT STUDY PREPARED FOR: LARKIN REALTY CONTENTS i 1.0 SUMMARY OF KEY FINDINGS ....................................................................................................... 1 Trip Generation .................................................................................................................................................................. 1 Congestion analysis ........................................................................................................................................................... 1 PUD and Regulatory Restrictions ....................................................................................................................................... 1 2.0 PROJECT DESCRIPTION ................................................................................................................ 1 3.0 LOCAL TRAFFIC ............................................................................................................................. 3 4.0 ANALYSIS OF TRAFFIC VOLUMES ............................................................................................... 4 4.1 | Background Traffic Volumes and Adjustments ............................................................................. 5 4.2 | Other Development Volumes ........................................................................................................ 5 4.3 | Trip Generation .............................................................................................................................. 6 4.4 | Existing Site Traffic ........................................................................................................................ 8 4.5 | Scenario Volume Graphics ............................................................................................................ 8 5.0 CONGESTION ANALYSIS ............................................................................................................. 10 5.1 | Level-of-Service Definition ........................................................................................................... 10 5.2 | Level-of-Service Results .............................................................................................................. 11 6.0 QUEUING ANALYSIS .................................................................................................................... 12 7.0 SAFETY ANALYSIS ....................................................................................................................... 13 7.1 | Crash Histories ............................................................................................................................ 13 7.2 | Sight Distance Observations ....................................................................................................... 15 8.0 TRANSPORTATION DEMAND MANAGEMENT .......................................................................... 16 9.0 PUD LIMITS: TRIP ENDS AND PARKING .................................................................................... 17 ii August 2, 2017 9.1 | Vehicle Trips Ends ....................................................................................................................... 17 9.2 | PUD Parking ................................................................................................................................ 18 10.0 REGULATORY REQUIREMENTS ................................................................................................. 18 10.1 | City of South Burlington Road Impact Fees .............................................................................. 19 10.2 | City of South Burlington Traffic Overlay District ........................................................................ 19 10.3 | Act 145 Traffic Impact Fees ....................................................................................................... 20 Burlington Roundabout .................................................................................................................................................... 21 Champlain Parkway ......................................................................................................................................................... 21 Fees ................................................................................................................................................................................ 21 11.0 CONCLUSIONS AND RECOMMENDATIONS .............................................................................. 21 Trip Generation ................................................................................................................................................................ 22 Congestion analysis ......................................................................................................................................................... 22 PUD and Regulatory Restrictions ..................................................................................................................................... 22 Conclusion ....................................................................................................................................................................... 22 APPENDIX A. TRAFFIC VOLUMES AND ADJUSTMENTS APPENDIX B. INTERNAL CAPTURE APPENDIX C. SYNCHRO REPORTS APPENDIX D. SIMTRAFFIC REPORTS APPENDIX E. PARKING DATA APPENDIX F. TRIP DISTRIBUTION DATA FIGURE 1: PROJECT SITE PLAN .................................................................................................................................................... 2 FIGURE 2: PROJECT LOCATION AND STUDY AREA INTERSECTIONS ...................................................................................... 4 FIGURE 3: TRIP GENERATION SUMMARY .................................................................................................................................... 7 FIGURE 4: DISTRIBUTION OF SITE-GENERATED TRIPS.............................................................................................................. 8 FIGURE 5: EXISTING TRIPS FROM 7 FAYETTE ROAD ................................................................................................................. 8 FIGURE 6: 2017 PEAK HOUR NO BUILD ........................................................................................................................................ 9 FIGURE 7: 2017 PEAK HOUR BUILD .............................................................................................................................................. 9 FIGURE 8: 2022 PEAK HOUR NO BUILD ...................................................................................................................................... 10 FIGURE 9: 2022 PEAK HOUR BUILD ............................................................................................................................................ 10 FIGURE 10: LEVEL-OF-SERVICE CRITERIA FOR SIGNALIZED AND UNSIGNALIZED INTERSECTIONS ................................ 11 FIGURE 11: PM PEAK HOUR LOS RESULTS ............................................................................................................................... 12 FIGURE 12: AVERAGE 95TH PERCENTILE QUEUE LENGTHS (VEHICLES) ............................................................................... 13 FIGURE 13: STUDY AREA CRASHES BY TIME OF DAY ............................................................................................................. 14 iii FIGURE 14: CRASHES BY MONTH OF YEAR .............................................................................................................................. 14 FIGURE 15: CRASHES BY YEAR .................................................................................................................................................. 14 FIGURE 16: CRASHES BY TYPE................................................................................................................................................... 15 FIGURE 17: PROPOSED VEHICLE TRIP ENDS IN PUD ............................................................................................................... 18 FIGURE 18: ROAD IMPACT FEE INFORMATION ......................................................................................................................... 19 FIGURE 19: TRIP BUDGET SUMMARY ......................................................................................................................................... 19 FIGURE 20: DISTRIBUTION OF NEW TRIPS TO/FROM SURROUNDING AREAS ...................................................................... 20 FIGURE 21: ACT 145 FEES ........................................................................................................................................................... 21 1 1.0 SUMMARY OF KEY FINDINGS The proposed Larkin Terrace development is located in South Burlington, Vermont on the southwest corner of US-7 and Fayette Road. The development will replace an existing 61-unit apartment-style hotel and will create 60 new apartments and 20,250 square feet of commercial space. Because this study must model specific land uses and cannot model general commercial space, we have assumed the 20,250 square feet of commercial space to be a 3,250-square foot restaurant, and 17,000 square feet of retail space. Vehicular traffic will access the site from Fayette Road approximately 200 feet west of its intersection with US-7. Key project findings include: TRIP GENERATION After accounting for internal trip capture and transportation demand management, we project the proposed development will generate an additional 40 PM peak hour trip ends compared to the existing vehicle trip generation at the site driveway and a net of 32 new PM peak hour trips on the surrounding roads network after accounting for pass-by trips. CONGESTION ANALYSIS Traffic along Fayette Road will continue to experience minimal delays (LOS A) with and without the project. Access driveways for both the development site and the existing plaza across the street (7 Fayette Road) will maintain Level of Service B. Delays at the intersection of US-7, Fayette Road, and McIntosh Avenue are projected to remain virtually unchanged with the US-7 main line operating at LOS A and the side streets operating at LOS D both with and without the development. PUD AND REGULATORY RESTRICTIONS The project will operate within the parking and trip end limits of the PUD and below the trip threshold of the South Burlington Traffic Overlay District. 2.0 PROJECT DESCRIPTION This study evaluates the traffic and related infrastructure impacts associated with the proposed Larkin Terrace project on Fayette Road in South Burlington, Vermont. The site currently contains a 61-unit “all suites” hotel. This building will be removed and replaced with a mixed-use building that will contain 60 apartments (50 one-bedroom and 10 two-bedroom), and 20,250 square feet of commercial space. Because this study must model specific land uses and cannot model general commercial space, we have assumed the 20,250 square feet of commercial space to be a 3,250-square foot restaurant, and 17,000 square feet of retail space. As shown on the site plan below, the proposed development will have one access point via an existing curb cut on Fayette Road approximately 200 feet west of the intersection with US-7. Larkin Realty Larkin Terrace Multi-Use Development Traffic Impact Study 2 August 2, 2017 FIGURE 1: PROJECT SITE PLAN This study relies upon design standards and analysis procedures documented in the 2010 Highway Capacity Manual,1 Trip Generation,2 A Policy on Geometric Design of Highways and Streets,3 Manual on Uniform Traffic Control Devices (MUTCD),4 Traffic Impact Evaluation: Study and Review Guide,5 and the Vermont 1 Transportation Research Board, National Research Council, Highway Capacity Manual (Washington, DC: National Academy of Sciences, 2010). 2 Institute of Transportation Engineers, Trip Generation 9th Edition (Washington, D.C.: Institute of Transportation Engineers, 2012). 3 American Association of State Highway and Transportation Officials (AASHTO), A Policy on Geometric Design of Highways and Streets, 6th Edition (Washington DC: AASHTO, 2011). 4 American Traffic Safety Services Association (ATSSA), ITE, and AASHTO, Manual on Uniform Traffic Control Devices, 2009 Edition (Washington DC: FHWA, 2009). 5 Vermont Agency of Transportation, Development Review Section, Traffic Impact Evaluation Study and Review Guide (October 2008). Fayette Road Shelburne Road / US-7 Site Access Drive 3 State Design Standards,6 which are the generally accepted traffic analysis references relied upon by traffic engineering professionals and VTrans for projects of this type in Vermont. VTrans guidelines specify that a traffic study should be considered if the proposed development will generate 75 or more peak hour trips. The geographic scope of the study should include the immediate access points and those intersections or highway segments receiving 75 or more project- generated peak hour trips.7 We project that the site driveway will not meet the 75 vehicles per hour trip generation threshold. However, to provide a clearer picture of the traffic impacts of the development, we study capacity and congestion impacts at the US-7/Fayette Road/McIntosh Drive intersection as well as the site driveway. The intersection of US-7/Fayette Road/McIntosh Avenue is part of a high crash location segment, so we examine crashes at this intersection. We also examine the distribution of project related trips at the site driveway and the US-7/Fayette Road/McIntosh Avenue intersection for permitting purposes. 3.0 LOCAL TRAFFIC The project site is located on Fayette Road. It is a two-lane, local road 40 feet wide at the site driveway and posted at 25 miles per hour. It connects US-7 (Shelburne Road) to the east with Hannafords Drive to the north. The road is unstriped until lane markings begin at the intersection with US-7 and leading up to Hannafords Drive. Across from the project driveway is a plaza (7 Fayette Road) containing a bank (Citizens Bank), a fast food restaurant (McDonalds), an urgent care facility (Concentra), a sit-down restaurant (Zen Gardens), a gym (Artemis Fitness), and a vacant store front that had been a categorized as a tavern (formerly Tilt). The traffic volumes associated with 7 Fayette Road are discussed below. The project is part of the L&M Park planned unit development (PUD) that includes 7 Fayette Road, a 1,000-seat cinema (Palace 9) and 210 residential units on Olde Orchard Park to the west. The section of US-7 proximate to Fayette Road is a five-lane roadway (two lanes in each direction and a center left turn lane) with a posted speed limit of 35 miles per hour. In 2015, VTrans recorded an annual average daily traffic volume (AADT) of 31,130 vehicles per day along US-7 at station D577, approximately 0.4 miles south of the US-7/Fayette Road intersection. Count data collected by VTrans in June of 2016 indicate the highest traffic volumes along US-7 occur during the weekday PM peak hours. Traffic impacts during this period are examined in this study. Since background traffic in the project area and trip generation is greater during the PM period than in the AM peak period, operational findings for the PM peak hour will be the same or less favorable than findings for the AM peak hour. Figure 2 shows the project location and study area intersections. 6 State of Vermont Agency of Transportation, Vermont State Standards (Montpelier: VTrans, 1 July 1997). 7 Vermont Agency of Transportation, Development Review Section, Traffic Impact Evaluation Study and Review Guide (January 2003). Larkin Realty Larkin Terrace Multi-Use Development Traffic Impact Study 4 August 2, 2017 FIGURE 2: PROJECT LOCATION AND STUDY AREA INTERSECTIONS This section of US-7 was the subject of the 2012 report “Shelburne Road Corridor Study” prepared for the City of South Burlington and the Chittenden County Regional Planning Commission and prepared by Parsons Brinkerhoff. This study found that level of service was generally good at the US-7 intersections close to the project site. Our findings are similar to the findings in the 2012 report. 4.0 ANALYSIS OF TRAFFIC VOLUMES This analysis examines design hour vehicle delays and queues at the site driveway and projects trip distribution at the following two intersections: 1. Site Driveway/Fayette Road 2. US-7/Fayette Road/McIntosh Avenue Vehicle delays and queues are examined first with baseline, No Build scenario, traffic volumes, which represent the anticipated design hour conditions in the target study years without the proposed development in place. Once baseline conditions are established, anticipated traffic associated with the proposed development is added to the No Build scenario volumes to create Build scenario traffic volumes, Project Site Study Intersections 5 which are in turn used to project intersection delays and levels of service with the proposed development in place. A detailed description of the elements that contribute to the No Build and Build scenario traffic volumes is presented below. 4.1 | BACKGROUND TRAFFIC V OLUMES AND ADJUSTMENTS RSG obtained the most recent VTrans turning movement count data at the US-7/Fayette Road/McIntosh Avenue intersection (counted on June 30, 2016). This count data was used to establish background volumes at the site driveway. Trip Generation was used to establish turning movements at the site driveway and at the 7 Fayette Road driveway across the street. Following VTrans traffic study guidelines, raw peak hour traffic volumes were adjusted to represent the design hour volume (DHV)8 in 2017 and 20229 using two adjustment factors: 1. Design hour adjustment factors are based on VTrans count station D577, which is located along US-7 in South Burlington, VT, just south of the intersection with IDX Drive. The 2015 DHV at this station was compared to the peak hour volumes at the intersection of US- 7/Holmes Road/IDX Drive on the date of the turning movement count to formulate DHV adjustments. This intersection is 0.3 miles south of the US-7/Fayette Road/McIntosh Avenue intersection and both intersections were counted on the same day. DHV adjustments decreased raw count volumes by 4%. 2. An annual adjustment factor representing general background traffic growth is based on historic count data at VTrans count station D577. From 2010 to 2015, AADT changed from 29,300 to 31,130 vehicles per day, or 1% per year. An adjustment factor of 2% was applied to the DHV adjusted counts to grow the traffic from 2015 to 2017. Traffic volumes on US-7 are expected to grow by 5% from the 2017 base year condition to the 2022 future year condition. 4.2 | OTHER DEVELOPMENT VOLUMES Other development volumes (ODVs) represent trips generated by anticipated developments in the study area. Trips generated by ODVs are included in every scenario (both No Build and Build) because we assume they are already present on the road network in the analysis years. Through discussion with South Burlington Planning and Zoning staff, the following ODV was identified for inclusion in this study: • 65 apartments are planned along Green Mountain Drive, approximately 0.6 miles south of the Fayette Road intersection with US-7. Per Trip Generation, this development is expected to generate 40 trips in the PM Peak Hour. Based on the 2016 turning movements at the US- 7/Green Mountain Drive intersection, half of these trips travel through the US-7/Fayette Road Intersection, and 2 trips from this development will pass by the project site driveway. 8 The DHV is the 30th highest hour of traffic for the year and is used as the design standard in Vermont. 9 VTrans requires analysis during the year project construction is expected to be complete and in a future year scenario 5 years after project completion. Larkin Realty Larkin Terrace Multi-Use Development Traffic Impact Study 6 August 2, 2017 4.3 | TRIP GENERATION Trip generation refers to the number of vehicle trips originating at or destined for a particular development. Trip generation was used to determine the number of trips currently created by the existing Larkin Terrace (61 apartment-style hotel rooms) as well as the rest of the PUD and the traffic generated by the proposed Larkin Terrace development, which will consist of apartment residents, retail store patrons, and restaurant patrons. To estimate the number of new vehicle trips for the Larkin Terrace development, we examined trip generation rates presented in the Institute of Transportation Engineer’s Trip Generation.10 Applying trip generation rates for ITE Land Use Code (LUC) 220 (Apartment), LUC 826 (Specialty Retail Center), and LUC 932 (High-Turnover (Sit-Down) Restaurant), we calculate the proposed land uses will generate 115 vehicle trips ends during the PM peak hour before accounting for internal capture, transportation demand management, and existing trips (see Figure 3). This development consists of several different types of uses, allowing trips originating from one land use to be destined for another land use within the development. For example, an apartment resident may walk to the onsite retail stores, or a restaurant patron may go home to an apartment. These trips are said to be captured internally and are not counted towards the number of trips generated by the development on the adjacent transportation network. We used the NCHRP Report 684 Enhancing Internal Trip Capture Estimation for Mixed-Use Developments11 to calculate a 42% reduction in trips due to internal capture (48 trips). Internal capture calculations are included in the Appendix. External site generated traffic can be differentiated between primary and pass-by trips. While primary trips represent people who leave their home, place of work, or other origin expressly to visit the site and who would not otherwise have gotten into their vehicle to make a trip, pass-by trips represent vehicles that currently pass by the site on the local road network and who, when the proposed development is present, turn into the site on their way to another destination. Pass-by trips are converted from through movements to turning movements to and from the site at the development access points but do not add new trips to intersections beyond the site access. The percentage of trips that are considered pass-by is based on Trip Generation. Pass-by traffic is typically assumed to come from vehicles passing by the site on an immediately adjacent roadway to which the site directly accesses. However, due to the relatively low volume of through traffic along Fayette Road in the vicinity of the site and the relatively high volume of traffic on US-7, we have assumed the pass-by portion of trip generation will come from US-7 through trips at its intersection with Fayette Road. Due to the nature of the project, the percentage of pass-by trips will vary by land use, and, according to Trip Generation, will be approximately 10% of site generated external trips. Transportation demand management (TDM) is the practice of reducing the number of trips during peak hour travel times by providing alternative travel means (discussed in further detail later in this 10 Institute of Transportation Engineers, Trip Generation 9th Edition (Washington, D.C.: Institute of Transportation Engineers, 2012). 11 Bochner, Brian S., Kevin Hooper, Benjamin Sperry, and Robert Dunphy. Enhancing Internal Trip Capture Estimation for Mixed-Use Developments (Washington, D.C.: Transportation Research board – National Cooperative Highway Research Program, 2011). 7 study). Physical TDM measures include being located near a bus stop with a shelter, having access to and providing continuity of sidewalks and transit near building entrances, and providing accommodations for bike storage on site (including both covered and uncovered bicycle parking areas). These TDM accommodations can facilitate up to a 6% reduction in external vehicle trip generation12 (the maximum allowed for only physical TDM measures). The site currently contains a 61-room apartment style hotel which, according to Trip Generation, currently generates 11 and 13 entering and exiting trips respectively during the PM peak hour. These 24 trips are subtracted from the development traffic to determine that the development will add 40 new trips to the surrounding road network, including 8 pass-by trips. Figure 3 presents the projected trip generation, broken out into total trips, internal capture, primary traffic, TDM reduction, and pass-by traffic. FIGURE 3: TRIP GENERATION SUMMARY Figure 4 presents a map of the estimated distribution of the net 40 new project-generated trips. Net primary and pass-by trips entering and exiting the site access are distributed onto the roadway network based on background traffic volumes. Twenty-four of the 64 trips are not included here since the site already generates 24 trips. As discussed above, the reduction in through traffic at the US-7 intersection is due to pass-by traffic and corresponds with an increase in turns onto and off of Fayette Road as vehicles that previously passed by the site divert into the site when the development is complete. 12 Vermont Agency of Transportation. TDM Guidance. 2016. Enter Exit Apartments (LUC 220, 60 units)24 13 37 Specialty Retail Center (LUC 826, 17,000 sq ft)20 26 46 High-Turnover (Sit-Down) Restaurant (LUC 932, 3,250 sq ft)19 13 32 Total 63 52 115 Enter Exit Enter Exit Internal vs External Trips 24 24 39 28 115 Enter Exit Enter Exit Development PM Peak Hour Traffic 34 25 5 3 67 6% TDM Primary Trip Reduction*2 1 0 0 3 Total Development Trips 32 24 5 3 64 Existing trips 11 13 0 0 24 Net PM Peak Hour Traffic 21 11 5 3 40 *"TDM Guidance" VTrans, 2016. (Bus stop with shelter, Transit/walk access site design, Bicycle racks, 6% max) Primary Pass-By Total PM Peak Hour Total Internal Trips External Tips Total Larkin Realty Larkin Terrace Multi-Use Development Traffic Impact Study 8 August 2, 2017 FIGURE 4: DISTRIBUTION OF SITE-GENERATED TRIPS 4.4 | EXISTING SITE TRAFFIC The existing 61-unit apartment-style hotel generates 24 trips during the PM peak hour. This building would be replaced by the proposed development. Traffic volumes estimated at the site driveway intersection under No Build conditions include these 24 trips as well as trips coming from and going to the plaza across Fayette Road. Due to a vacant unit, the total number of trips associated with the plaza driveway were estimated from Trip Generation assuming full occupancy. Figure 5 shows trips associated with these land uses. Building sizes were taken from the December 23, 2013 parking study by conducted by Lamoureux and Dickinson on behalf of Jim Carroll and the permitting associated with Tilt at 7 Fayette Road. FIGURE 5: EXISTING TRIPS FROM 7 FAYETTE ROAD 4.5 | SCENARIO VOLUME GRAPHICS Figure 6 through Figure 9 present the No Build and Build scenario traffic volumes at the two study area intersections in the build year (2017) and the future year (2022). No Build traffic volumes include the raw count volumes, adjusted to design hour conditions, and projected traffic from a recently permitted development in the area (ODV). Build scenario volumes represent the addition of project-generated traffic (both primary and pass-by trips) to the No Build traffic volumes. 0 0 0 5 -2 0 0 0 2 0 0 C10 0 0 I10 1 9 17 6 0 6 0 8 11 -2 0 Site Driveway US-7 7 Fayette US-7 Fayette RoadMcIntosh AvenueExisting Land Use ITE LUC Enter Exit Total Zen Gardens 931 7128 SF 36 18 53 Artemis Fitness 492 3564 SF 7 5 13 Concentra 720 8586 SF 9 22 31 Formerly Tilt (Tavern)925 2677 SF 20 10 30 McDonalds 934 3500 SF 59 55 114 Citizens Bank 912 2644 SF 32 32 64 Total 306 Size 9 With the addition of project-generated traffic, volumes entering and exiting the project site increase in the Build scenario and these trips are carried out through the US-7 intersection. The reduction in through traffic at the US-7 intersection in the Build scenario is due to the increase in pass-by traffic as described in the Trip Generation discussion above. These trips previously passed by Fayette Road in the No Build scenario but turn into and out of the site once the project is in place. FIGURE 6: 2017 PEAK HOUR NO BUILD FIGURE 7: 2017 PEAK HOUR BUILD 85 0 57 52 1231 22 65 98 41 18 113 C10 158 7 I10 10 4 7 127 21 8 0 5 201 1245 16 Site Driveway US-7 7 Fayette US-7 Fayette RoadMcIntosh Avenue85 0 57 57 1229 22 65 98 43 18 113 C10 158 7 I10 11 13 24 133 21 14 0 13 212 1243 16 Site Driveway US-7 7 Fayette US-7 Fayette RoadMcIntosh Avenue Larkin Realty Larkin Terrace Multi-Use Development Traffic Impact Study 10 August 2, 2017 FIGURE 8: 2022 PEAK HOUR NO BUILD FIGURE 9: 2022 PEAK HOUR BUILD 5.0 CONGESTION ANALYSIS 5.1 | LEVEL-OF-SERVICE DEFINITION Level-of-service (LOS) is a qualitative measure describing the operating conditions as perceived by motorists driving in a traffic stream. LOS is calculated using the procedures outlined in the 2000 and 2010 Highway Capacity Manuals.13 In addition to traffic volumes, key inputs include the number of lanes at each intersection, traffic control type (signalized or unsignalized), and the traffic signal timing plans. 13 The HCM 2010 does not provide methodologies for calculating intersection delays at certain intersection types including signalized intersections with exclusive pedestrian phases and signalized intersections with non NEMA-standard phasing. Because of these limitations, HCM 2000 methodologies are employed where necessary. 90 0 60 54 1292 24 69 103 43 18 119 C10 166 7 I10 10 4 7 134 22 8 0 5 212 1307 16 Site Driveway US-7 7 Fayette US-7 Fayette RoadMcIntosh Avenue90 0 60 59 1290 24 69 103 45 18 119 C10 166 7 I10 11 13 24 140 22 14 0 13 223 1305 16 Site Driveway US-7 7 Fayette US-7 Fayette RoadMcIntosh Avenue 11 The 2010 Highway Capacity Manual defines six qualitative grades to describe the level of service at an intersection. Level-of-Service is based on the average control delay per vehicle. Figure 10 shows the various LOS grades and descriptions for signalized and unsignalized intersections. FIGURE 10: LEVEL-OF-SERVICE CRITERIA FOR SIGNALIZED AND UNSIGNALIZED INTERSECTIONS UNSIGNALIZED SIGNALIZED LOS CHARACTERISTICS TOTAL DELAY (SEC) TOTAL DELAY (SEC) A Little or no delay ≤ 10.0 ≤ 10.0 B Short delays 10.1-15.0 10.1-20.0 C Average delays 15.1-25.0 20.1-35.0 D Long delays 25.1-35.0 35.1-55.0 E Very long delays 35.1-50.0 55.1-80.0 F Extreme delays > 50.0 > 80.0 The delay thresholds for LOS at signalized and unsignalized intersections differ because of the driver’s expectations of the operating efficiency for the respective traffic control conditions. According to HCM procedures, an overall LOS cannot be calculated for two-way stop-controlled intersections because not all movements experience delay. In signalized and all-way stop-controlled intersections, all movements experience delay and an overall LOS can be calculated. The VTrans policy on level of service is: • Overall LOS C should be maintained for state-maintained highways and other streets accessing the state’s facilities • Reduced LOS may be acceptable on a case-by-case basis when considering, at minimum, current and future traffic volumes, delays, volume to capacity ratios, crash rates, and negative impacts as a result of improvement necessary to achieve LOS C. • LOS D should be maintained for side roads with volumes exceeding 100 vehicles/hour for a single lane approach (150 vehicles/hour for a two-lane approach) at two-way stop-controlled intersections. Detailed Synchro LOS worksheets are available in the Appendix. 5.2 | LEVEL-OF-SERVICE RESULTS The Highway Capacity Manual congestion reports within Synchro (v9), a traffic analysis software package from Trafficware, routinely relied upon by transportation engineering professionals, were used to assess traffic congestion at the site driveway. During the weekday PM peak hour most approach delays in the study area are projected to remain essentially unchanged with the addition of development volumes. At the site driveway on Fayette Road, LOS is projected to remain at A in both 2017 and 2022. Delays at the project driveway and 7 Fayette are projected to remain at LOS B. Similarly, at the intersection of US-7 and Fayette Road, the mainline (US-7) approaches are projected to remain at LOS A and side line approaches are projected to remain at D. The only exception is the northbound left lane, which is projected to change from LOS B to LOS C. Larkin Realty Larkin Terrace Multi-Use Development Traffic Impact Study 12 August 2, 2017 Figure 11 presents the LOS results during the weekday PM peak hour. FIGURE 11: PM PEAK HOUR LOS RESULTS 6.0 QUEUING ANALYSIS In addition to the congestion analysis, estimated average 95th percentile queues were evaluated using SimTraffic.14 Queues at the Fayette Road/Project driveway intersection are projected to remain virtually unchanged with the addition of project generated traffic (Figure 12). At the US- 7/Fayette/McIntosh intersection, queues do not change by more than on car length in 2017. In 2022, queues in the northbound left and through/right lanes are projected to increase by 2 and 6 car lengths, respectively. The existing lanes are able to accommodate this increased queuing. Detailed SimTraffic queuing worksheets are available in the Appendix. 14 Ten hour-long simulations were averaged together to estimate queue lengths. As each run is different, a difference in a few cars should not be seen as significant. LOS Delay v/c LOS Delay v/c LOS Delay v/c LOS Delay v/c US-7 / Fayette Rd / MacIntosh Ave Overall A 8 0.59 A 8 0.62 A 8 0.66 A 9 0.69 EB, left/thru from Fayette Dr D 46 0.35 D 45 0.35 D 45 0.35 D 45 0.35 EB, right from Fayette Dr D 46 0.38 D 46 0.41 D 46 0.42 D 46 0.44 WB, along MacIntosh Ave D 45 0.23 D 45 0.23 D 45 0.23 D 44 0.23 NB, left from US 7 B 14 0.61 B 16 0.65 B 19 0.69 C 22 0.73 NB, thru/right from US 7 A 5 0.48 A 6 0.48 A 6 0.50 A 6 0.50 SB, left from US 7 A 3 0.07 A 3 0.07 A 3 0.08 A 3 0.08 SB, thrufrom US 7 A 3 0.43 A 3 0.43 A 3 0.45 A 3 0.45 SB, right from US 7 A 2 0.03 A 2 0.04 A 2 0.03 A 2 0.04 Fayette Rd / 7 Fayette / Project Drive EB, along Fayette Dr A 3 0.05 A 3 0.05 A 3 0.05 A 3 0.05 WB, along Fayette Dr A 0 0.01 A <1 0.02 A <1 0.01 A <1 0.02 NB, exiting Site Drive B 12 0.03 B 12 0.05 B 12 0.03 B 12 0.05 SB, exiting 7 Fayette B 12 0.22 B 13 0.23 B 13 0.24 B 13 0.25 PM Peak Hour 2017 No Build 2017 Build 2022 No Build 2022 Build 13 FIGURE 12: AVERAGE 95TH PERCENTILE QUEUE LENGTHS (VEHICLES) 7.0 SAFETY ANALYSIS 7.1 | CRASH HISTORIES VTrans maintains a statewide database of all reported crashes along all state highways and federal aid road segments.15 Crash histories were collected from the VTrans Public Crash Data Query Tool16 for the 5-year period associated with the most recent VTrans High Crash Location Report17 (January 2010-December 2014). Within this 5-year period, one crash occurred within design stopping sight distance (155 feet at 25 miles per hour) of the site access point. This crash was from a left turn out of the plaza driveway across from the site access. The US-7/Fayette Road/McIntosh Avenue intersection is part of a designated VTrans High Crash Location (HCL) segment, which means the actual crash rate observed over the past five years is higher than comparable segments across the state with similar functional classification and traffic levels. Since some traffic from this development will proceed through this intersection, we examined crashes on US-7 within the stopping sight distance (250 feet at 35 miles per hour) of the intersection. One injury and one fatality resulted from the 47 crashes at this intersection. This section is ranked 551 out of 647 sections (lower numbers are more severe). As indicated in Figure 13, crashes in this area occur most frequently when there is more traffic on the roads during the later half of the day. Crashes are more prevalent in the second half of the year although there is no clear correlation between crashes and time of year (Figure 14). The five-year trend does not show any significant change in crash rate over the past five years of available data (Figure 15). 15 This data is exempt from Discovery or Admission under 23 U.S.C. 409. 16 http://apps.vtrans.vermont.gov/CrashPublicQueryTool/ 17 http://vtrans.vermont.gov/sites/aot/files/planning/2010- 2014%20Formal%20High%20Crash%20Location%20Report.pdf No Build No Build US-7 / Fayette Rd / MacIntosh Ave EB, left/thru from Fayette Dr 2 3 3 3 EB, right from Fayette Dr 2 2 3 3 WB, along MacIntosh Ave 3 3 2 3 NB, left from US 7 7 8 7 9 NB, thru/right from US 7 7 7 8 13 SB, left from US 7 1 1 2 1 SB, thrufrom US 7 8 7 7 7 SB, right from US 7 2 1 2 2 Fayette Rd / 7 Fayette / Project Drive EB, along Fayette Dr 2 3 2 2 WB, along Fayette Dr 1 1 0 1 NB, exiting Site Drive 1 1 1 2 SB, exiting 7 Fayette 3 2 3 3 PM Peak Hour 2017 2022 Larkin Realty Larkin Terrace Multi-Use Development Traffic Impact Study 14 August 2, 2017 FIGURE 13: STUDY AREA CRASHES BY TIME OF DAY FIGURE 14: CRASHES BY MONTH OF YEAR FIGURE 15: CRASHES BY YEAR About half the crashes are rear end crashes, which suggests that congestion is the most likely factor associated with crashes at this location (Figure 16). 15 FIGURE 16: CRASHES BY TYPE The 2012 Parsons Brinkerhoff report on the US-7 corridor mentions high crash locations north of the study area. It also found that many of the crashes in this area are rear end crashes, which are associated with congestion. That report provided a number of recommendations for improving safety including providing alternate routes that parallel US-7 and improving access management along this section of US-7. Traffic from this project will use an existing road at a traffic signal, so it will not exacerbate the access management issue. Overall, the congestion is a corridor-wide issue and it will take a corridor-wide solution. Implementing the recommendations from the 2012 study will help alleviate congestions on US-7 and make this a safer road. 7.2 | SIGHT DISTANCE OBSERVATIONS As defined in the 2011 publication A Policy on Geometric Design of Highways and Streets, from the American Association of State Highway and Transportation Officials (AASHTO), sight distance is the “the length of roadway ahead that is visible to the driver.”18 Sight distances of sufficient length are necessary at all points along a roadway to ensure vehicles can safely stop or avoid colliding with potential obstructions or other vehicles on the roadway. Standard practice in assessing intersection safety and operations involves measuring two separate sight distances – stopping sight distance and intersection sight distance. In this section, we examine sight distances at the site driveway on Fayette Road. Stopping sight distance is the visible distance along a roadway between an advancing motorist and a potential obstacle in the roadway. It is measured from a point representing the approaching driver’s eye and a point representing an obstacle in the roadway. Stopping sight distances of adequate length are needed along all roadways, both at and away from intersections, so that drivers travelling at design speeds can react to potential obstacles and safely brake to avoid collisions. Design minimum 18 American Association of State Highway and Transportation Officials, A Policy on Geometric Design of Highways and Streets, Fifth Edition (Washington D.C.: American Association of State Highway and Transportation Officials, 2011). Page 3-2. Larkin Realty Larkin Terrace Multi-Use Development Traffic Impact Study 16 August 2, 2017 stopping sight distances are calculated based on factors such as design speed, response times, and grades as reported in the 2011 Policy on Geometric Design of Highways and Streets.19 Intersection sight distance is the distance available along the major road travelled way corresponding with the maximum visibility between an advancing motorist on the major road and an entering motorist on an intersecting minor road. It is measured between a point representing the advancing driver’s eye above the major road and the entering driver’s eye above the intersecting road. The 2011 Policy on Geometric Design of Highways and Streets states that the available intersection sight distance should be at least equal to the required stopping sight distance along the major road, which in this case equals 155 feet. “Sight distance is also provided at intersections to allow the drivers of stopped vehicles a sufficient view of the intersecting highway to decide when to enter the intersecting highway or to cross it. If 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.” 20 However, when possible it is desirable to have intersection sight distances that exceed the design minimum stopping sight distances in order to offer improved operations, such that major road traffic need not decelerate to accommodate entering traffic. “However, in some cases a major-road vehicle may need to stop or slow to accommodate the maneuver by a minor road vehicle. To enhance traffic operations, intersection sight distances that exceed stopping sight distances are desirable along the major road.” 21 Based on the posted speed limit of 25 mph for Fayette Road, the design minimum stopping sight distance and intersection sight distances is 155 feet and the ideal target intersection sight distance is 280 feet. On October 19, 2016, RSG staff observed sight distances at the site driveway and along Fayette Road, and found both stopping and intersection sight distances to exceed these standards to the south. The distance between the site driveway and Fayette Road’s intersection with US-7 to the north is less than the intersection sight distance for vehicles turning right out of the site driveway, and vehicles can see clear to the intersection. 8.0 TRANSPORTATION DEMAND MANAGEMENT Recent VTrans guidance22 defines Transportation Demand Management (TDM) as “a broad set of strategies that strive to either reduce or reallocate automobile travel to achieve benefits such as reduced roadway congestion, improved air quality, reduced energy use and greenhouse gas emissions, 19 American Association of State Highway and Transportation Officials, A Policy on Geometric Design of Highways and Streets, Fifth Edition (Washington D.C.: American Association of State Highway and Transportation Officials, 2011). Page 3-5. 20 American Association of State Highway and Transportation Officials, A Policy on Geometric Design of Highways and Streets, Fifth Edition (Washington D.C.: American Association of State Highway and Transportation Officials, 2011). Page 9-29 21 American Association of State Highway and Transportation Officials, A Policy on Geometric Design of Highways and Streets, Fifth Edition (Washington D.C.: American Association of State Highway and Transportation Officials, 2011). Page 9-29 22 March 2016, Transportation Demand Management (TDM) Guidance, VTrans Policy & Planning 17 reduced parking demand, improved public health for those biking or walking, and reduced commuting and travel costs.” This guidance suggests several measures and combinations of measures for TDM that help reduce trip generation from new developments. Specifically, these reductions are applied to the expected trip rates computed from Trip Generation as a percentage. Relevant measures proposed by the Larkin Terrace development fall into the Physical category, and include: - Project location in a mixed use urban area, and on a moderate service transit line (headways of 30 minutes or less) - A bus stop with a shelter within 600 ft. of the project entrance. - Bicycle racks located conveniently on-site - A site design with connections to adjacent sidewalks and transit stop(s) Per the VTrans methodology, each measure has a percent trip reduction associated with it. The aggregate for this development exceeds the maximum allowed of 6%; thus a 6% reduction was applied. 9.0 PUD LIMITS: TRIP ENDS AND PARKING The L&M Park PUD limits the number of vehicle trips ends (VTE) associated with the PUD and allows for shared parking between the different uses in the PUD. This section demonstrates that the proposed project will not exceed the restrictions associated with the PUD. 9.1 | VEHICLE TRIPS ENDS Per the L&M PUD agreement, the number of VTE associated with the PUD is limited to 623 total trips. Figure 17 shows 549 VTE will be associated with the proposed development and the other existing land uses in the PUD. This number does not account for internal capture between different land uses, only internal capture within Larkin Terrace Development. The VTE would be fewer if internal capture were accounted for. These 549 VTE is below the 623 limit. A May 6, 2008 study of the PUD by Clough Harbor & Associates found a significantly higher number of VTE associated with the PUD. Since that time, the trip generation rate associated with some of the land uses, LUC 912 (Drive-In Bank) in particular, has decreased, which resulted in an overall lower number of VTE associated with the PUD. Larkin Realty Larkin Terrace Multi-Use Development Traffic Impact Study 18 August 2, 2017 FIGURE 17: PROPOSED VEHICLE TRIP ENDS IN PUD 9.2 | PUD PARKING A 2013 parking study by Lamoureux and Dickenson determined that 490 parking spaces currently exist within the limits of the PUD. The proposed project will remove 44 parking spaces as part of the removal of the existing Larkin Terrace buildings and will install 148 new spaces (55 garage spaces and 93 surface spaces) as part of the new development. This represents a net increase of 104 spaces within the PUD. The PUD-wide parking plan from the 2013 parking study and the projects’ site plan showing parking are included in the Appendix. The South Burlington 2016 Land Development Regulations (LDR) prescribe the minimum number of parking spaces a land use is required to have available. In cases where multiples uses are present and those uses will have different peak parking needs, they allow for shared parking. This study examined parking demand at different times of day and different times of year23 to determined that the overall peak parking demand for the PUD will occur 8-10 pm on a weekday between Christmas Day and New Year’s Day (see Appendix for a matrix of shared parking demand calculations). It was found that 646 parking spaces will be required at the peak time. After the improvements associated with the Larkin Terrace Development, there will be 594 spaces available. A waiver of up to 25% is available to the PUD, but only an 8% waiver will be required: (646-594)/646 = 8.1%. 10.0 REGULATORY REQUIREMENTS The Larkin Terrace development is potentially subject to two separate Traffic Impact Fees from the City of South Burlington and the State of Vermont via Act 145. The project also has trips that enter an intersection within South Burlington’s Transportation Overlay District. This section provides sufficient information to calculate relevant fees and demonstrates that the development is in compliance with the current regulations. 23 Hourly and monthly adjustment factors were taken from the Urban Land Institute’s Sharked Parking, Second Edition, 2005. Their methodology was used to calculate share parking demands. Proposed Land Use ITE LUC Enter Exit Total Larkin Terrace Development 37 27 64 Zen Gardens 931 7128 SF 36 18 53 Artemis Fitness 492 3564 SF 7 5 13 Concentra 720 8586 SF 9 22 31 Formerly Tilt (Tavern)925 2677 SF 20 10 30 McDonalds 934 3500 SF 59 55 114 Citizens Bank 912 2644 SF 32 32 64 Olde Orchard Park 230 210 Units 73 36 109 Palace 9 Movie Theater 444 1000 Seats 27 43 70 Total 549 Size Varies, see Figure 3 19 10.1 | CITY OF SOUTH BURLINGTON ROAD IMPACT FEES This City Impact Fee Ordinance levies a Road Improvement Impact Fee for residential developments that increase the number of residential dwelling units or non-residential developments that increase the number of PM peak hour trips. Figure 18 shows the number of new development units and trips associated with the Larkin Terrace project. The number of dwelling units is the number of new units (60) minus the number of existing units which will be removed (61), indicating a net reduction in the number of dwelling units. The number of non-residential PM peak hour trips includes reductions for internal capture and TDM measures by the following method. First, the total non-residential trip generation is determined by summing the entering and exiting volumes generated from the retail and restaurant uses as show in Figure 3 (78 trips). Next, internal capture reductions (35 trip) are found by multiplying the entering and exiting volumes generated from the retail and restaurant uses by their respective internal capture rates from the NCHRP report 684 worksheets (see Appendix). Subtracting the internal capture reductions from the total trip generation yields 43 trips. Finally, these 43 trips are reduced by 6% to account for TDM measures to yield the 40 non- residential PM peak hour trips. FIGURE 18: ROAD IMPACT FEE INFORMATION 10.2 | CITY OF SOUTH BURLINGTON TRAFFIC OVERLAY DISTRICT South Burlington restricts traffic from developments that used roadways within its Traffic Overlay District. This parcel is in Traffic Overlay Zone 2C (access to a high-volume roadway via a public roadway or a private driveway with a roundabout or a signalized intersection) and therefore has a budget of 0.75 trips per 1,000 square feet (ksf)24. The PUD generates a total of 549 trips (Figure 17). The project encompasses two property areas: the PUD (1,460 ksf) and 1195 Shelburne Road (95 ksf). As shown in Figure 19, the project is limited to a maximum of 1,166 trips accessing the US-7/Fayette Road intersection. FIGURE 19: TRIP BUDGET SUMMARY The 1,166-trip budget relates to the total number of trips generated by the site that accesses the high- volume roadway regardless of existing trips. Therefore, existing trips are not considered. However, 24 South Burlington Land Development Regulations. 2016. 10(F), p 179, 30 trips per 40,000 square feet Net Single Family Dwelling (Units)0 Net Multi-Family Dwelling (Units)0 Non-Residential PM Peak Hour (Trips)*40 *Includes reductions for internal capture and TDM Road Impact Fee: Dwelling Units and Trips Parcel T.O. Zone Budget*Area (ksf)Max Trips PUD Land 2C 0.75 1,460 1,095 1195 Shelburne Road 2C 0.75 95 71 Total 1,166 *Trips/ksf, based on 30 trips per 40,000 sf Larkin Realty Larkin Terrace Multi-Use Development Traffic Impact Study 20 August 2, 2017 not all of the 549 trips generated by the PUD access US-7, so not all of these should count against the trip budget. Since the number of trips generated by the PUD (549) is significantly less than the total trips allowed to access US-7 (1,166), it is clear that the PUD trip generation is less than the trips budget allowed by this TOD, and it is not necessary to account for PUD trips that do not access US- 7. 10.3 | ACT 145 TRAFFIC IMPACT FEES Act 145 requires new developments to pay part of the costs of VTrans funded transportation improvements that their trips will impact. Although there are currently no VTrans funded improvements in the project’s immediate vicinity, we understand VTrans’ policy is to look at the trip distribution and determine if any trips may travel through a location of planned improvements. The future development is expected to have 64 PM peak hour trips at the project driveway, but only 32 new trips to/from surrounding areas. Note that new pass-by trips (8) and existing trips (24) are not included in this summary as they are not new to the surrounding road network. Figure 20 summarizes the distribution of these 32 new trips to/from areas beyond the project intersection. This distribution is based on the turning movement counts at the project intersections. FIGURE 20: DISTRIBUTION OF NEW TRIPS TO/FROM SURROUNDING AREAS Discussions with VTrans indicate that two VTrans projects may receive new trips from this development: the Burlington Roundabout to the north on US-7 and the Champlain Parkway to the northwest. To determine trip distribution to these projects, we looked at available PM peak hour turning movement counts between the project site and these two VTrans projects. Where turning movement counts were not available, we examined trip generation of existing land uses. Existing turning movements, a diagram of turning movements at major intersections, the resulting new trip 1 0 6 9 3 0 Project Site 4 9 13 4 21 distribution, and trip generation data are included in the Appendix. The sizes of land uses are based on aerial photography measured in Google Earth where the exact size was not available. BURLINGTON ROUNDABOUT We estimate that 3 PM peak hour trips originate from the north on US-7 and zero trips are destined for the north on US-7. Background traffic at major intersections indicates that 1 of these 3 will come from the I-189 offramp, and turning movements at other streets along US-7 indicate that another trip will likely come from one of these side streets. This results in 1 PM peak hour trip traveling through the Burlington Roundabout project. CHAMPLAIN PARKWAY We estimate that 9 PM peak hour trips originate from the northwest and 6 trips are destined for the northwest in the vicinity of Pine Street. These trips connect to Pine Street via Fayette Road, the Kmart shopping center plaza, and Queen City Park Road. Turning movement counts are not available between Fayette Road and the Kmart Plaza, so trip generation for the existing land uses (Palace 9, Olde Orchard Park, Lowe’s, and Hannaford) is used to provide a sense of traffic associated with these land uses. Given the large number of trips generated by these land uses (841 in total), it would be conservative to assume that 25% of traffic between Fayette Road and Queen City Park Road is associated with these land uses. After removing these trips from the project’s new traffic to/from this area, the remaining trips were distributed according to turning movement counts at Queen City Park Road’s intersections with the Kmart plaza and Pine Street. It was found that 4 trips originated on Pine Street and 2 trips were destined for that area. However, the Champlain Parkway will cause the intersection with Pine Street to be disconnected and drivers will be forced to take an alternate route. Based on the possible destinations from Pine Street, we estimate that about one third of these 6 trips will utilize routes that do not include the Champlain Parkway. This results in 4 PM peak hour trip traveling through the Champlain Parkway project. FEES Based on the recommended Act 145 fees associated with each project which VTrans provided, we calculate the total Act 145 fees in Figure 21. The Act 145 fees come to $9,205. FIGURE 21: ACT 145 FEES 11.0 CONCLUSIONS AND RECOMMENDATIONS RSG has conducted an analysis of traffic impacts associated with the proposed Larkin Terrace development located in South Burlington, Vermont. The proposed development would be 60 apartments, and 20,250 square feet of commercial space (modeled as a 3,250-square foot restaurant Project Fee per Trip Trips Total Fee Burlington Roundabout $1,217 1 $1,217 Champlain Parkway $1,997 4 $7,988 Total $9,205 Larkin Realty Larkin Terrace Multi-Use Development Traffic Impact Study 22 August 2, 2017 and 17,000 square feet of retail space). The project would replace an existing 61-unit apartment-style hotel. The site entrance and exit will be on Fayette Road approximately 200 feet west of US-7 and aligned opposite an existing plaza access. Key project findings include: TRIP GENERATION We project the proposed development will generate approximately 40 net trips during the weekday PM peak hour. Of this total, we project that 8 trips will be pass-by trips (vehicles already passing by the site on US-7) meaning the development with add 32 trips to the surrounding roads network. CONGESTION ANALYSIS Traffic along Fayette Road will continue to experience minimal delays (LOS A) with and without the project. Access driveways for both the site and 7 Fayette across the street will maintain LOS B. The LOS at US-7 intersection with Fayette Road and McIntosh Avenue will also remain virtually unchanged with mainline traffic experiencing LOS A and side line traffic experiencing LOS D both before and after the development installed. PUD AND REGULATORY RESTRICTIONS With the additional of project related traffic, the PUD trip generation will be within the trip limits of both the PUD and the South Burlington Traffic Overlay District. Parking for the PUD will require an 8% waiver, which is less than the 25% waiver allowed. CONCLUSION Based on the analysis presented in this report, we conclude that construction of the proposed Larkin Terrace development will not cause unreasonable congestion or unsafe conditions on the local roadway network and will not adversely impact the public investment in roadway infrastructure in the adjacent area. APPENDIX A. TRAFFIC VOLUMES AND ADJUSTMENTS PM05/12/17 04:25 PMEnterExitEnterExitEnterExitEnterExitEnterExit261465 appartmentsPM322456PM538PM-11-13-24PM261440Synchro2015 DHV at D577 on US-7 in South Burlington28101631427 FayetteNodeEB WB NB SBEB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB1 US-7 & MCINTOSH AV L 42 21 204 23 L 41 21 200 22 L 0 1 L 41 21 201 22 L 2 14 L 1 3 L -1 -6 L 2 0 11 0 L 43 21 212 22 L 43 22 212 24 L 45 22 223 24SOUTH BURLINGTON T 7 10 1267 1246 T 7 10 1239 1219 T 6 12 T 7 10 1245 1231 T 0 1 T 0 -2 -2 T 0 0 T 0 1 -2 -2 T 7 11 1243 1229 T 7 10 1307 1292 T 7 11 1305 12906/30/2016 R 129 18 16 53 3036R 126 18 16 52 2970 R 1 0 20 R 127 18 16 52 2990 R 8 4 29 R 2 2 4 R -4 -1 -12 R 6 0 0 5 21 R 133 18 16 57 3011 R 134 18 16 54 3139 R 140 18 16 5931605th Thursday Enter 178 49 1487 1322 3036Enter 174 48 1455 1293 2970 Enter 1 0 7 12 20 Enter 175 48 1462 1305 2990 Enter 10 1 14 4 29 Enter 3 0 1 0 4 Enter -5 0 -6 -1 -12 Enter 8 1 9 3 21 Enter 183 49 1471 1308 3011 Enter 184 501535 1370 3139 Enter 192 51 1544 1373 316030414753Exit46267132713963036D577 peak on TM count date2930Exit45261129813662970Exit0161320Exit45262130413792990Exit0192829Exit05-104Exit0-7-1-4-12Exit0170421Exit45279130413833011Exit47276136914473139Exit47293136914513160% Trucks 0% 0% 3% 3% DHV Adjustment 0.96Peds 4 0 8 42015-2017 Growth 1.02Total Adjustment0.98EB WB NB SBEB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB2 Site Driveway L 65 7 8 57 L 65 7 8 57 LL 65 7 8 57 L 19 14 L 5 L -7 -8 L 0 17 6 0 L 65 24 14 57 L 69 7 8 60 L 69 24 14 60SOUTH BURLINGTON T 112 157 T 112 157 0 0 T 1 1 T 113 158 0 0 TTTT 0 0 0 0 T 113 158 0 0 T 119 166 0 0 T 119 166 0 006/30/16 R 4 98 5 85 598.4R 4 98 5 85 598 R 2 R 4 98 5 85 600 R 13 10 56 R 3 8 R -4 -5 -24 R 9 0 8 0 40 R 13 98 13 85 640 R 4 103 5 90 630 R 13 103 13 90 6705th Thursday Enter 181 261 13 142 598Enter 181 261 13 142 598 Enter 1 1 0 0 2 Enter 182 262 13 142 600 Enter 13 19 24 0 56 Enter 0 5 3 0 8 Enter -4 -7 -13 0 -24 Enter 9 17 14 0 40 Enter 191 279 27 142 640 Enter 192 27513 150 630 Enter 201 292 27 150 670ITE Trip Gen / Node 1Exit174250163115981.01 peak on TM count dateExit17425016311598Exit11002Exit17525116311600Exit101403256Exit30058Exit-5-80-11-24Exit8602640Exit18325716337640Exit18526317111630Exit19326917137670% Trucks DHV Adjustment51.8% primary trips to/from US-7Peds2015-2017 Growth29 primary trips to/from US-7 8 pass-by trips to/from US-737 total trips to/from US-7Total Adjustment1.0016:15-17:152022Raw Count DataAdjusted Raw CountsDHV & Annual Adjustments (3) to2022BuildNo BuildNo BuildBuildODVsGreen Mtn DriveTrip Generation Trip Generation(Pass by)Trip Generation2017Trip Generation(no credit for ex. Trips)20172017(Primary)(Total)2017(Remove Existing)Page 1 of 1 APPENDIX B. INTERNAL CAPTURE Project Name:Organization: Project Location:Performed By: Scenario Description:Build Volumes Date:15-May Analysis Year:Checked By:MCS Analysis Period:Date: ITE LUCs1 Quantity Units Total Entering Exiting Office 0 Retail 46 20 26 Restaurant 32 19 13 Cinema/Entertainment 0 Residential 37 24 13 Hotel 0 All Other Land Uses2 0 Total 115 63 52 Veh. Occ. % Transit % Non-Motorized Veh. Occ. % Transit % Non-Motorized Office Retail Restaurant Cinema/Entertainment Residential Hotel All Other Land Uses2 Office Retail Restaurant Residential Hotel Office Retail 600 Restaurant 600 Cinema/Entertainment Residential 600 600 Hotel Office Retail Restaurant Residential Hotel Office 0 0 0 0 Retail 0 6 7 0 Restaurant 0 5 2 0 Cinema/Entertainment 0 0 0 0 0 Residential 0 2 2 0 Hotel 0 0 0 0 Total Entering Exiting Land Use Entering Trips Exiting Trips All Person-Trips 115 63 52 Office N/A N/A Internal Capture Percentage 42% 38% 46% Retail 35% 50% Restaurant 42% 54% External Vehicle-Trips3 67 39 28 Cinema/Entertainment N/A N/A External Transit-Trips4 0 0 0 Residential 38% 31% External Non-Motorized Trips4 0 0 0 Hotel N/A N/A NCHRP 8-51 Internal Trip Capture Estimation Tool Larking Terrace RSG South Burlington, VT DKWG 2017 / 2022 PM Street Peak Hour 15-May Table 1-P: Base Vehicle-Trip Generation Estimates (Single-Use Site Estimate) Land Use Development Data (For Information Only)Estimated Vehicle-Trips Table 2-P: Mode Split and Vehicle Occupancy Estimates Land Use Entering Trips Exiting Trips Table 3-P: Average Land Use Interchange Distances (Feet Walking Distance) Origin (From)Destination (To) Cinema/Entertainment Table 4-P: Internal Person-Trip Origin-Destination Matrix* Origin (From)Destination (To) Cinema/Entertainment 0 0 0 0 0 Table 5-P: Computations Summary Table 6-P: Internal Trip Capture Percentages by Land Use 4Person-Trips Estimation Tool Developed by the Texas Transportation Institute 1Land Use Codes (LUCs) from Trip Generation Informational Report, published by the Institute of Transportation Engineers. 2Total estimate for all other land uses at mixed-use development site-not subject to internal trip capture computations in this estimator 3Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-P *Indicates computation that has been rounded to the nearest whole number. Project Name: Analysis Period: Veh. Occ. Vehicle-Trips Person-Trips* Veh. Occ. Vehicle-Trips Person-Trips* Office 1.00 0 0 1.00 0 0 Retail 1.00 20 20 1.00 26 26 Restaurant 1.00 19 19 1.00 13 13 Cinema/Entertainment 1.00 0 0 1.00 0 0 Residential 1.00 24 24 1.00 13 13 Hotel 1.00 0 0 1.00 0 0 Office Retail Restaurant Residential Hotel Office 0 0 0 0 Retail 1 8 7 1 Restaurant 0 5 2 1 Cinema/Entertainment 0 0 0 0 0 Residential 1 5 2 0 Hotel 0 0 0 0 Office Retail Restaurant Residential Hotel Office 2 0 1 0 Retail 0 6 11 0 Restaurant 0 10 4 0 Cinema/Entertainment 0 1 1 1 0 Residential 0 2 2 0 Hotel 0 0 1 0 Internal External Total Vehicles1 Transit2 Non-Motorized2 Office 0 0 0 0 0 0 Retail 7 13 20 13 0 0 Restaurant 8 11 19 11 0 0 Cinema/Entertainment 0 0 0 0 0 0 Residential 9 15 24 15 0 0 Hotel 0 0 0 0 0 0 All Other Land Uses3 0 0 0 0 0 0 Internal External Total Vehicles1 Transit2 Non-Motorized2 Office 0 0 0 0 0 0 Retail 13 13 26 13 0 0 Restaurant 7 6 13 6 0 0 Cinema/Entertainment 0 0 0 0 0 0 Residential 4 9 13 9 0 0 Hotel 0 0 0 0 0 0 All Other Land Uses3 0 0 0 0 0 0 *Indicates computation that has been rounded to the nearest whole number. Larking Terrace PM Street Peak Hour Table 7-P: Conversion of Vehicle-Trip Ends to Person-Trip Ends Land Use Table 7-P (D): Entering Trips Table 7-P (O): Exiting Trips Table 8-P (O): Internal Person-Trip Origin-Destination Matrix (Computed at Origin) Origin (From)Destination (To) Destination (To) Cinema/Entertainment Cinema/Entertainment 0 1 1Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-P 2Person-Trips 0 0 Table 9-P (D): Internal and External Trips Summary (Entering Trips) Destination Land Use 3Total estimate for all other land uses at mixed-use development site-not subject to internal trip capture computations in this estimator Table 9-P (O): Internal and External Trips Summary (Exiting Trips) Origin Land Use Person-Trip Estimates External Trips by Mode* Person-Trip Estimates External Trips by Mode* 0 Table 8-P (D): Internal Person-Trip Origin-Destination Matrix (Computed at Destination) Origin (From) 0 0 1 0 0 APPENDIX C. SYNCHRO REPORTS HCM Signalized Intersection Capacity Analysis 1: US-7 & Fayette Rd/McIntosh Avenue 05/12/2017 Larkin Terrace 2017 PM No Build Synchro 9 Report RSG Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 41 7 127 21 10 18 201 1245 16 22 1230 52 Future Volume (vph) 41 7 127 21 10 18 201 1245 16 22 1230 52 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95 1.00 Frpb, ped/bikes 1.00 0.96 0.99 1.00 1.00 1.00 1.00 0.98 Flpb, ped/bikes 0.99 1.00 0.99 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 0.95 1.00 1.00 1.00 1.00 0.85 Flt Protected 0.96 1.00 0.98 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1806 1556 1734 1804 3466 1805 3471 1579 Flt Permitted 0.78 1.00 0.85 0.23 1.00 0.18 1.00 1.00 Satd. Flow (perm) 1471 1556 1497 433 3466 346 3471 1579 Peak7hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 41 7 127 21 10 18 201 1245 16 22 1230 52 RTOR Reduction (vph) 0 0 71 0 16 0 0 0 0 0 0 9 Lane Group Flow (vph) 0 48 56 0 33 0 201 1261 0 22 1230 43 Confl. Peds. (#/hr) 4 8 8 4 4 4 Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 0% 4% 0% 0% 4% 0% Turn Type Perm NA Perm Perm NA Perm NA pm+pt NA Perm Protected Phases 4 8 6 5 2 Permitted Phases 4 4 8 6 2 2 Actuated Green, G (s) 8.3 8.3 8.3 79.7 79.7 87.0 87.0 87.0 Effective Green, g (s) 10.1 10.1 10.1 81.0 81.0 88.3 88.3 88.3 Actuated g/C Ratio 0.09 0.09 0.09 0.76 0.76 0.83 0.83 0.83 Clearance Time (s) 5.8 5.8 5.8 5.3 5.3 5.3 5.3 5.3 Vehicle Extension (s) 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 Lane Grp Cap (vph) 139 147 142 329 2638 332 2880 1310 v/s Ratio Prot 0.36 0.00 c0.35 v/s Ratio Perm 0.03 c0.04 0.02 c0.46 0.05 0.03 v/c Ratio 0.35 0.38 0.23 0.61 0.48 0.07 0.43 0.03 Uniform Delay, d1 45.1 45.2 44.6 5.7 4.8 2.7 2.4 1.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.5 0.6 0.3 8.5 0.6 0.0 0.5 0.0 Delay (s) 45.6 45.8 44.9 14.2 5.4 2.7 2.9 1.6 Level of Service D D D B A A A A Approach Delay (s) 45.8 44.9 6.6 2.8 Approach LOS D D A A Intersection Summary HCM 2000 Control Delay 7.9 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.59 Actuated Cycle Length (s) 106.4 Sum of lost time (s) 12.0 Intersection Capacity Utilization 64.8% ICU Level of Service C Analysis Period (min) 60 c Critical Lane Group HCM 2010 TWSC 2: Site Drive/7 Fayette & Fayette Rd 05/12/2017 Larkin Terrace 2017 PM No Build Synchro 9 Report RSG Page 2 Intersection Int Delay, s/veh 4.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 65 113 4 7 158 98 8 0 5 57 0 85 Future Vol, veh/h 65 113 4 7 158 98 8 0 5 57 0 85 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized 7 7 None 7 7 None 7 7 None 7 7 None Storage Length 7 7 7 7 7 7 7 7 7 7 7 7 Veh in Median Storage, # 7 0 7 7 0 7 7 0 7 7 0 7 Grade, % 7 0 7 7 0 7 7 0 7 7 0 7 Peak Hour Factor 100 100 100 100 100 100 100 100 100 100 100 100 Heavy Vehicles, % 0 0 0 0 0 0 0 0 0 0 0 0 Mvmt Flow 65 113 4 7 158 98 8 0 5 57 0 85 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 256 0 0 117 0 0 509 515 115 469 468 207 Stage 1 7 7 7 7 7 7 245 245 7 221 221 7 Stage 2 7 7 7 7 7 7 264 270 7 248 247 7 Critical Hdwy 4.1 7 7 4.1 7 7 7.1 6.5 6.2 7.1 6.5 6.2 Critical Hdwy Stg 1 7 7 7 7 7 7 6.1 5.5 7 6.1 5.5 7 Critical Hdwy Stg 2 7 7 7 7 7 7 6.1 5.5 7 6.1 5.5 7 Follow7up Hdwy 2.2 7 7 2.2 7 7 3.5 4 3.3 3.5 4 3.3 Pot Cap71 Maneuver 1321 7 7 1484 7 7 478 466 943 508 496 839 Stage 1 7 7 7 7 7 7 763 707 7 786 724 7 Stage 2 7 7 7 7 7 7 746 690 7 760 706 7 Platoon blocked, % 7 7 7 7 Mov Cap71 Maneuver 1321 7 7 1484 7 7 410 439 943 483 467 839 Mov Cap72 Maneuver 7 7 7 7 7 7 410 439 7 483 467 7 Stage 1 7 7 7 7 7 7 723 670 7 744 720 7 Stage 2 7 7 7 7 7 7 666 686 7 716 669 7 Approach EB WB NB SB HCM Control Delay, s 2.8 0.2 12 12.1 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 524 1321 7 7 1484 7 7 647 HCM Lane V/C Ratio 0.025 0.049 7 7 0.005 7 7 0.219 HCM Control Delay (s) 12 7.9 0 7 7.4 0 7 12.1 HCM Lane LOS B A A 7 A A 7 B HCM 95th %tile Q(veh) 0.1 0.2 7 7 0 7 7 0.8 HCM Signalized Intersection Capacity Analysis 1: US-7 & Fayette Rd/McIntosh Avenue 05/12/2017 Larkin Terrace 2017 PM Build Synchro 9 Report RSG Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 43 7 133 21 11 18 212 1243 16 22 1229 57 Future Volume (vph) 43 7 133 21 11 18 212 1243 16 22 1229 57 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95 1.00 Frpb, ped/bikes 1.00 0.96 0.99 1.00 1.00 1.00 1.00 0.98 Flpb, ped/bikes 0.99 1.00 0.99 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 0.95 1.00 1.00 1.00 1.00 0.85 Flt Protected 0.96 1.00 0.98 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1805 1557 1738 1804 3466 1805 3471 1579 Flt Permitted 0.78 1.00 0.85 0.23 1.00 0.18 1.00 1.00 Satd. Flow (perm) 1460 1557 1507 433 3466 346 3471 1579 Peak7hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 43 7 133 21 11 18 212 1243 16 22 1229 57 RTOR Reduction (vph) 0 0 70 0 16 0 0 0 0 0 0 10 Lane Group Flow (vph) 0 50 63 0 34 0 212 1259 0 22 1229 47 Confl. Peds. (#/hr) 4 8 8 4 4 4 Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 0% 4% 0% 0% 4% 0% Turn Type Perm NA Perm Perm NA Perm NA pm+pt NA Perm Protected Phases 4 8 6 5 2 Permitted Phases 4 4 8 6 2 2 Actuated Green, G (s) 8.6 8.6 8.6 79.4 79.4 86.7 86.7 86.7 Effective Green, g (s) 10.4 10.4 10.4 80.7 80.7 88.0 88.0 88.0 Actuated g/C Ratio 0.10 0.10 0.10 0.76 0.76 0.83 0.83 0.83 Clearance Time (s) 5.8 5.8 5.8 5.3 5.3 5.3 5.3 5.3 Vehicle Extension (s) 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 Lane Grp Cap (vph) 142 152 147 328 2628 331 2870 1305 v/s Ratio Prot 0.36 0.00 c0.35 v/s Ratio Perm 0.03 c0.04 0.02 c0.49 0.05 0.03 v/c Ratio 0.35 0.41 0.23 0.65 0.48 0.07 0.43 0.04 Uniform Delay, d1 44.9 45.1 44.3 6.1 4.9 2.7 2.5 1.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.6 0.7 0.3 9.9 0.6 0.0 0.5 0.1 Delay (s) 45.4 45.8 44.6 16.0 5.5 2.8 2.9 1.7 Level of Service D D D B A A A A Approach Delay (s) 45.7 44.6 7.0 2.9 Approach LOS D D A A Intersection Summary HCM 2000 Control Delay 8.2 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.62 Actuated Cycle Length (s) 106.4 Sum of lost time (s) 12.0 Intersection Capacity Utilization 65.4% ICU Level of Service C Analysis Period (min) 60 c Critical Lane Group HCM 2010 TWSC 2: Site Drive/7 Fayette & Fayette Rd 05/12/2017 Larkin Terrace 2017 PM Build Synchro 9 Report RSG Page 2 Intersection Int Delay, s/veh 4.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 65 113 13 24 158 98 14 0 13 57 0 85 Future Vol, veh/h 65 113 13 24 158 98 14 0 13 57 0 85 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized 7 7 None 7 7 None 7 7 None 7 7 None Storage Length 7 7 7 7 7 7 7 7 7 7 7 7 Veh in Median Storage, # 7 0 7 7 0 7 7 0 7 7 0 7 Grade, % 7 0 7 7 0 7 7 0 7 7 0 7 Peak Hour Factor 100 100 100 100 100 100 100 100 100 100 100 100 Heavy Vehicles, % 0 0 0 0 0 0 0 0 0 0 0 0 Mvmt Flow 65 113 13 24 158 98 14 0 13 57 0 85 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 256 0 0 126 0 0 548 554 120 511 511 207 Stage 1 7 7 7 7 7 7 250 250 7 255 255 7 Stage 2 7 7 7 7 7 7 298 304 7 256 256 7 Critical Hdwy 4.1 7 7 4.1 7 7 7.1 6.5 6.2 7.1 6.5 6.2 Critical Hdwy Stg 1 7 7 7 7 7 7 6.1 5.5 7 6.1 5.5 7 Critical Hdwy Stg 2 7 7 7 7 7 7 6.1 5.5 7 6.1 5.5 7 Follow7up Hdwy 2.2 7 7 2.2 7 7 3.5 4 3.3 3.5 4 3.3 Pot Cap71 Maneuver 1321 7 7 1473 7 7 450 443 937 476 469 839 Stage 1 7 7 7 7 7 7 759 704 7 754 700 7 Stage 2 7 7 7 7 7 7 715 667 7 753 699 7 Platoon blocked, % 7 7 7 7 Mov Cap71 Maneuver 1321 7 7 1473 7 7 382 412 937 444 436 839 Mov Cap72 Maneuver 7 7 7 7 7 7 382 412 7 444 436 7 Stage 1 7 7 7 7 7 7 719 667 7 714 687 7 Stage 2 7 7 7 7 7 7 630 654 7 703 662 7 Approach EB WB NB SB HCM Control Delay, s 2.7 0.6 12.1 12.6 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 534 1321 7 7 1473 7 7 618 HCM Lane V/C Ratio 0.051 0.049 7 7 0.016 7 7 0.23 HCM Control Delay (s) 12.1 7.9 0 7 7.5 0 7 12.6 HCM Lane LOS B A A 7 A A 7 B HCM 95th %tile Q(veh) 0.2 0.2 7 7 0.1 7 7 0.9 HCM Signalized Intersection Capacity Analysis 1: US-7 & Fayette Rd/McIntosh Avenue 05/12/2017 Larkin Terrace 2022 PM No Build Synchro 9 Report RSG Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 43 7 134 22 10 18 212 1307 16 24 1292 54 Future Volume (vph) 43 7 134 22 10 18 212 1307 16 24 1292 54 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95 1.00 Frpb, ped/bikes 1.00 0.96 0.99 1.00 1.00 1.00 1.00 0.98 Flpb, ped/bikes 0.99 1.00 0.99 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 0.95 1.00 1.00 1.00 1.00 0.85 Flt Protected 0.96 1.00 0.98 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1805 1557 1736 1804 3466 1805 3471 1579 Flt Permitted 0.78 1.00 0.84 0.21 1.00 0.17 1.00 1.00 Satd. Flow (perm) 1460 1557 1493 406 3466 319 3471 1579 Peak7hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 43 7 134 22 10 18 212 1307 16 24 1292 54 RTOR Reduction (vph) 0 0 70 0 16 0 0 0 0 0 0 9 Lane Group Flow (vph) 0 50 64 0 34 0 212 1323 0 24 1292 45 Confl. Peds. (#/hr) 4 8 8 4 4 4 Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 0% 4% 0% 0% 4% 0% Turn Type Perm NA Perm Perm NA Perm NA pm+pt NA Perm Protected Phases 4 8 6 5 2 Permitted Phases 4 4 8 6 2 2 Actuated Green, G (s) 8.6 8.6 8.6 79.4 79.4 86.7 86.7 86.7 Effective Green, g (s) 10.4 10.4 10.4 80.7 80.7 88.0 88.0 88.0 Actuated g/C Ratio 0.10 0.10 0.10 0.76 0.76 0.83 0.83 0.83 Clearance Time (s) 5.8 5.8 5.8 5.3 5.3 5.3 5.3 5.3 Vehicle Extension (s) 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 Lane Grp Cap (vph) 142 152 145 307 2628 309 2870 1305 v/s Ratio Prot 0.38 0.00 c0.37 v/s Ratio Perm 0.03 c0.04 0.02 c0.52 0.06 0.03 v/c Ratio 0.35 0.42 0.23 0.69 0.50 0.08 0.45 0.03 Uniform Delay, d1 44.9 45.2 44.3 6.5 5.0 2.9 2.5 1.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.6 0.7 0.3 12.8 0.7 0.0 0.5 0.0 Delay (s) 45.4 45.8 44.6 19.3 5.7 3.0 3.0 1.7 Level of Service D D D B A A A A Approach Delay (s) 45.7 44.6 7.6 3.0 Approach LOS D D A A Intersection Summary HCM 2000 Control Delay 8.4 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.66 Actuated Cycle Length (s) 106.4 Sum of lost time (s) 12.0 Intersection Capacity Utilization 67.1% ICU Level of Service C Analysis Period (min) 60 c Critical Lane Group HCM 2010 TWSC 2: Site Drive/7 Fayette & Fayette Rd 05/12/2017 Larkin Terrace 2022 PM No Build Synchro 9 Report RSG Page 2 Intersection Int Delay, s/veh 4.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 69 119 4 7 166 103 8 0 5 60 0 90 Future Vol, veh/h 69 119 4 7 166 103 8 0 5 60 0 90 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized 7 7 None 7 7 None 7 7 None 7 7 None Storage Length 7 7 7 7 7 7 7 7 7 7 7 7 Veh in Median Storage, # 7 0 7 7 0 7 7 0 7 7 0 7 Grade, % 7 0 7 7 0 7 7 0 7 7 0 7 Peak Hour Factor 100 100 100 100 100 100 100 100 100 100 100 100 Heavy Vehicles, % 0 0 0 0 0 0 0 0 0 0 0 0 Mvmt Flow 69 119 4 7 166 103 8 0 5 60 0 90 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 269 0 0 123 0 0 536 542 121 494 493 218 Stage 1 7 7 7 7 7 7 259 259 7 232 232 7 Stage 2 7 7 7 7 7 7 277 283 7 262 261 7 Critical Hdwy 4.1 7 7 4.1 7 7 7.1 6.5 6.2 7.1 6.5 6.2 Critical Hdwy Stg 1 7 7 7 7 7 7 6.1 5.5 7 6.1 5.5 7 Critical Hdwy Stg 2 7 7 7 7 7 7 6.1 5.5 7 6.1 5.5 7 Follow7up Hdwy 2.2 7 7 2.2 7 7 3.5 4 3.3 3.5 4 3.3 Pot Cap71 Maneuver 1306 7 7 1477 7 7 459 450 936 489 480 827 Stage 1 7 7 7 7 7 7 750 697 7 775 716 7 Stage 2 7 7 7 7 7 7 734 681 7 747 696 7 Platoon blocked, % 7 7 7 7 Mov Cap71 Maneuver 1306 7 7 1477 7 7 389 422 936 463 450 827 Mov Cap72 Maneuver 7 7 7 7 7 7 389 422 7 463 450 7 Stage 1 7 7 7 7 7 7 707 657 7 731 712 7 Stage 2 7 7 7 7 7 7 650 677 7 701 656 7 Approach EB WB NB SB HCM Control Delay, s 2.8 0.2 12.4 12.5 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 502 1306 7 7 1477 7 7 629 HCM Lane V/C Ratio 0.026 0.053 7 7 0.005 7 7 0.238 HCM Control Delay (s) 12.4 7.9 0 7 7.4 0 7 12.5 HCM Lane LOS B A A 7 A A 7 B HCM 95th %tile Q(veh) 0.1 0.2 7 7 0 7 7 0.9 HCM Signalized Intersection Capacity Analysis 1: US-7 & Fayette Rd/McIntosh Avenue 05/12/2017 Larkin Terrace 2022 PM Build Synchro 9 Report RSG Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 45 7 140 22 11 18 223 1305 16 24 1290 59 Future Volume (vph) 45 7 140 22 11 18 223 1305 16 24 1290 59 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95 1.00 Frpb, ped/bikes 1.00 0.96 0.99 1.00 1.00 1.00 1.00 0.98 Flpb, ped/bikes 0.99 1.00 0.99 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 0.95 1.00 1.00 1.00 1.00 0.85 Flt Protected 0.96 1.00 0.98 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1805 1558 1740 1804 3466 1805 3471 1579 Flt Permitted 0.77 1.00 0.85 0.21 1.00 0.17 1.00 1.00 Satd. Flow (perm) 1450 1558 1504 407 3466 318 3471 1579 Peak7hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 45 7 140 22 11 18 223 1305 16 24 1290 59 RTOR Reduction (vph) 0 0 70 0 16 0 0 0 0 0 0 10 Lane Group Flow (vph) 0 52 70 0 35 0 223 1321 0 24 1290 49 Confl. Peds. (#/hr) 4 8 8 4 4 4 Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 0% 4% 0% 0% 4% 0% Turn Type Perm NA Perm Perm NA Perm NA pm+pt NA Perm Protected Phases 4 8 6 5 2 Permitted Phases 4 4 8 6 2 2 Actuated Green, G (s) 9.0 9.0 9.0 79.0 79.0 86.3 86.3 86.3 Effective Green, g (s) 10.8 10.8 10.8 80.3 80.3 87.6 87.6 87.6 Actuated g/C Ratio 0.10 0.10 0.10 0.75 0.75 0.82 0.82 0.82 Clearance Time (s) 5.8 5.8 5.8 5.3 5.3 5.3 5.3 5.3 Vehicle Extension (s) 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 Lane Grp Cap (vph) 147 158 152 307 2615 307 2857 1300 v/s Ratio Prot 0.38 0.00 c0.37 v/s Ratio Perm 0.04 c0.04 0.02 c0.55 0.06 0.03 v/c Ratio 0.35 0.44 0.23 0.73 0.50 0.08 0.45 0.04 Uniform Delay, d1 44.5 45.0 44.0 7.1 5.2 3.0 2.6 1.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.5 0.7 0.3 15.1 0.7 0.0 0.5 0.1 Delay (s) 45.1 45.7 44.3 22.2 5.9 3.1 3.2 1.8 Level of Service D D D C A A A A Approach Delay (s) 45.5 44.3 8.2 3.1 Approach LOS D D A A Intersection Summary HCM 2000 Control Delay 8.8 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.69 Actuated Cycle Length (s) 106.4 Sum of lost time (s) 12.0 Intersection Capacity Utilization 67.7% ICU Level of Service C Analysis Period (min) 60 c Critical Lane Group HCM 2010 TWSC 2: Site Drive/7 Fayette & Fayette Rd 05/12/2017 Larkin Terrace 2022 PM Build Synchro 9 Report RSG Page 2 Intersection Int Delay, s/veh 4.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 69 119 13 24 166 103 14 0 13 60 0 90 Future Vol, veh/h 69 119 13 24 166 103 14 0 13 60 0 90 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized 7 7 None 7 7 None 7 7 None 7 7 None Storage Length 7 7 7 7 7 7 7 7 7 7 7 7 Veh in Median Storage, # 7 0 7 7 0 7 7 0 7 7 0 7 Grade, % 7 0 7 7 0 7 7 0 7 7 0 7 Peak Hour Factor 100 100 100 100 100 100 100 100 100 100 100 100 Heavy Vehicles, % 0 0 0 0 0 0 0 0 0 0 0 0 Mvmt Flow 69 119 13 24 166 103 14 0 13 60 0 90 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 269 0 0 132 0 0 575 581 126 536 536 218 Stage 1 7 7 7 7 7 7 264 264 7 266 266 7 Stage 2 7 7 7 7 7 7 311 317 7 270 270 7 Critical Hdwy 4.1 7 7 4.1 7 7 7.1 6.5 6.2 7.1 6.5 6.2 Critical Hdwy Stg 1 7 7 7 7 7 7 6.1 5.5 7 6.1 5.5 7 Critical Hdwy Stg 2 7 7 7 7 7 7 6.1 5.5 7 6.1 5.5 7 Follow7up Hdwy 2.2 7 7 2.2 7 7 3.5 4 3.3 3.5 4 3.3 Pot Cap71 Maneuver 1306 7 7 1466 7 7 432 428 930 459 454 827 Stage 1 7 7 7 7 7 7 746 694 7 744 692 7 Stage 2 7 7 7 7 7 7 704 658 7 740 690 7 Platoon blocked, % 7 7 7 7 Mov Cap71 Maneuver 1306 7 7 1466 7 7 363 396 930 426 420 827 Mov Cap72 Maneuver 7 7 7 7 7 7 363 396 7 426 420 7 Stage 1 7 7 7 7 7 7 703 654 7 702 678 7 Stage 2 7 7 7 7 7 7 615 645 7 688 651 7 Approach EB WB NB SB HCM Control Delay, s 2.7 0.6 12.4 13 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 514 1306 7 7 1466 7 7 601 HCM Lane V/C Ratio 0.053 0.053 7 7 0.016 7 7 0.25 HCM Control Delay (s) 12.4 7.9 0 7 7.5 0 7 13 HCM Lane LOS B A A 7 A A 7 B HCM 95th %tile Q(veh) 0.2 0.2 7 7 0.1 7 7 1 APPENDIX D. SIMTRAFFIC REPORTS Queuing and Blocking Report 2017 PM No Build 05/12/2017 Larkin Terrace SimTraffic Report RSG Page 1 Intersection: 1: US-7 & Fayette Rd/McIntosh Avenue Movement EB EB WB NB NB NB SB SB SB SB Directions Served LT R LTR L T TR L T T R Maximum Queue (ft) 47 51 53 141 152 120 31 173 137 37 Average Queue (ft) 27 34 33 91 75 51 10 95 61 11 95th Queue (ft) 58 58 68 163 172 145 34 189 154 38 Link Distance (ft) 201 201 368 494 494 468 468 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 200 100 190 Storage Blk Time (%)0 4 0 Queuing Penalty (veh)1 1 0 Intersection: 2: Site Drive/7 Fayette & Fayette Rd Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) 43 14 28 57 Average Queue (ft) 16 3 8 41 95th Queue (ft) 52 16 28 68 Link Distance (ft) 542 201 182 205 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 2 Queuing and Blocking Report 2017 PM Build 05/12/2017 Larkin Terrace SimTraffic Report RSG Page 1 Intersection: 1: US-7 & Fayette Rd/McIntosh Avenue Movement EB EB WB NB NB NB SB SB SB SB Directions Served LT R LTR L T TR L T T R Maximum Queue (ft) 46 56 56 163 162 139 25 155 91 23 Average Queue (ft) 25 34 34 103 84 58 12 99 53 6 95th Queue (ft) 63 59 68 193 177 145 37 174 109 25 Link Distance (ft) 201 201 368 494 494 468 468 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 200 100 190 Storage Blk Time (%) 1 0 5 Queuing Penalty (veh) 8 1 1 Intersection: 2: Site Drive/7 Fayette & Fayette Rd Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) 57 18 28 50 Average Queue (ft) 20 5 11 40 95th Queue (ft) 63 23 33 59 Link Distance (ft) 542 201 182 205 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 9 Queuing and Blocking Report 2022 PM No Build 05/12/2017 Larkin Terrace SimTraffic Report RSG Page 1 Intersection: 1: US-7 & Fayette Rd/McIntosh Avenue Movement EB EB WB NB NB NB SB SB SB SB Directions Served LT R LTR L T TR L T T R Maximum Queue (ft) 60 65 40 163 201 150 31 164 143 38 Average Queue (ft) 36 38 22 113 96 62 15 102 66 12 95th Queue (ft) 76 74 51 181 200 154 40 174 162 41 Link Distance (ft) 201 201 368 494 494 468 468 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 200 100 190 Storage Blk Time (%) 1 1 4 Queuing Penalty (veh) 9 1 1 Intersection: 2: Site Drive/7 Fayette & Fayette Rd Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) 48 6 28 54 Average Queue (ft) 16 1 10 37 95th Queue (ft) 53 11 32 64 Link Distance (ft) 542 201 182 205 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 12 Queuing and Blocking Report 2022 PM Build 05/12/2017 Larkin Terrace SimTraffic Report RSG Page 1 Intersection: 1: US-7 & Fayette Rd/McIntosh Avenue Movement EB EB WB NB NB NB SB SB SB SB Directions Served LT R LTR L T TR L T T R Maximum Queue (ft) 80 56 62 178 276 240 31 165 109 33 Average Queue (ft) 43 37 34 129 140 95 12 106 61 15 95th Queue (ft) 87 64 73 236 336 273 37 179 124 41 Link Distance (ft) 201 201 368 494 494 468 468 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 200 100 190 Storage Blk Time (%) 11 1 4 Queuing Penalty (veh) 73 1 1 Intersection: 2: Site Drive/7 Fayette & Fayette Rd Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) 44 22 33 68 Average Queue (ft) 20 4 14 44 95th Queue (ft) 54 26 40 81 Link Distance (ft) 542 201 182 205 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 75 APPENDIX E. PARKING DATA REMOVE 44 EXISTING SPACES PUD PARKING SPACES FROM 2013 PARKING STUDY BY LAMOUREUX AND DICKENSON 364485TEMPORTARY PARKING (NOT COUNTED)55 GARAGEPAKING SPACESPROPOSED LARKIN TERRACEPARKING SPACES Size Unit Space Ratio 1000 Seats 0.33 330 Spaces 330 Spaces 330 Spaces 330 Spaces 330 Spaces 330 Spaces Hourly 60%80%100%100%100%100% Monthly 55%100%55%100%92%100% 109 Spaces 264 Spaces 182 Spaces 330 Spaces 304 Spaces 330 Spaces 50 Units 1 50 Spaces 50 Spaces 50 Spaces 50 Spaces 50 Spaces 50 Spaces Hourly 85%85%99%99%99%99% Monthly 100%100%100%100%100%100% 43 Spaces 43 Spaces 50 Spaces 50 Spaces 50 Spaces 50 Spaces 10 Units 2 20 Spaces 20 Spaces 20 Spaces 20 Spaces 20 Spaces 20 Spaces Hourly 85%85%99%99%99%99% Monthly 100%100%100%100%100%100% 17 Spaces 17 Spaces 20 Spaces 20 Spaces 20 Spaces 20 Spaces 3.25 ksf 12 39 Spaces 39 Spaces 39 Spaces 39 Spaces 39 Spaces 39 Spaces Hourly 75%75%100%100%100%100% Monthly 98%95%98%95%98%95% 29 Spaces 28 Spaces 38 Spaces 37 Spaces 38 Spaces 37 Spaces 17.097 ksf 5 86 Spaces 86 Spaces 86 Spaces 86 Spaces 86 Spaces 86 Spaces Hourly 95%95%80%40%65%50% Monthly 64%(July)80%(late December)64%(July)80%(late December)64%(July)80%(late December) 52 Spaces 65 Spaces 44 Spaces 28 Spaces 36 Spaces 34 Spaces 7.1 ksf 18 128 Spaces 128 Spaces 128 Spaces 128 Spaces 128 Spaces 128 Spaces Hourly 75%75%100%100%100%100% Monthly 98%95%98%95%98%95% 94 Spaces 91 Spaces 125 Spaces 122 Spaces 125 Spaces 122 Spaces 42 max oc.0.33 14 Spaces 14 Spaces 14 Spaces 14 Spaces 14 Spaces 14 Spaces Hourly 90%90%80%80%30%30% Monthly 65%95%65%95%65%95% 8 Spaces 12 Spaces 7 Spaces 11 Spaces 3 Spaces 4 Spaces 50 seats 0.5 (tavern)25 Spaces 25 Spaces 25 Spaces 25 Spaces 25 Spaces 25 Spaces Hourly 75%75%100%100%100%100% Monthly 99%100%99%100%99%100% 19 Spaces 19 Spaces 25 Spaces 25 Spaces 25 Spaces 25 Spaces 8.6 ksf 5 43 Spaces 43 Spaces 43 Spaces 43 Spaces 43 Spaces 43 Spaces Hourly 80%80%15%15%0%0% Monthly 95%80%95%80%95%80% 33 Spaces 28 Spaces 6 Spaces 5 Spaces 0 Spaces 0 Spaces 3.5 ksf 12 42 Spaces 42 Spaces 42 Spaces 42 Spaces 42 Spaces 42 Spaces Hourly 60%60%50%50%50%50% Monthly 100%95%100%95%100%95% 25 Spaces 24 Spaces 21 Spaces 20 Spaces 21 Spaces 20 Spaces 2.6 ksf 5.8 16 Spaces 16 Spaces 16 Spaces 16 Spaces 16 Spaces 16 Spaces Hourly 100%100%0%0%0%0% Monthly 95%(July)80%(late December)95%(July)80%(late December)95%(July)80%(late December) 15 Spaces 13 Spaces 0 Spaces 0 Spaces 0 Spaces 0 Spaces 443 Spaces 603 Spaces 518 Spaces 646 Spaces 621 Spaces 641 Spaces Parking space ratios are based on the Article 13, page 221, of the 2016 South Burlington Land Development Regulations Shared parking adjustment factors are based on Shared Parking, Second Edition , Urban Land Institue, 2005 Peak # Required Spaces Total Number of Required Parking Spaces 7. McDonalds Peak # Required Spaces 8. Citizens Bank Peak # Required Spaces 4. Artemis Fitness (3,564f) Peak # Required Spaces 5. Formerly Tilt (2,677 sf) Peak # Required Spaces 6. Concentra Urgent Care (8,586 sf medical office) Peak # Required Spaces Peak # Required Spaces 2.2 Larkin Terrace Small Restaurant, Short order Peak # Required Spaces 2.3 Larkin Terrace General Retail 3. Zen Garden Restaurant (7,128sf) Winter (Late December) Weekday 4-6 pm Peak Weekday 4-6 pm Peak Weekday 8-10 pm Peak Weekday 8-10 Peak Summer (July)Winter (Late December)Summer (July)Winter (Late December)Summer (July) 2.1 Larkin Terrace 2+ BR Apartments Peak # Required Spaces Peak # Required Spaces Saturday 8-10 PM Saturday 8-10 PM 1. Palace 9 Cinema Shared Parking Adj. Factors Peak # Required Spaces 2.1 Larkin Terrace Studio/1 BR Apartments APPENDIX F. TRIP DISTRIBUTION DAT A To Points North US 7 0 1673 Price 881 Chopper 109 I 189 Off-Ramp Plaza 881 0 824 US 7 1018 1591 I 189 On-Ramp I 189 On-Ramp 678 1538 US 7 37 1614 256 To Points North Queen City Pk Rd 8 Pine St 16 236 73 32 5 2055 Queen City Pk Rd 22 162 280 1 149 81 22 1 US 7 196 0 181 84 1 7 Fayette Kmart 85 0 57 57 1228 22 Plaza 65 98 43 18 Side 114 158 7 11 McIntosh Avenue Lowe's, Hannaford, Streets 13 24 133 21 Olde Orchard Park,Fayette Rd Fayette Rd & Palace 9 14 13 213 1243 16 Enter: 432 Project Site US 7 Exit: 409 Turning Movements at Major Intersection Representing Background Traffic Trip Generation: To Points North US 7 2 Price Chopper I 189 Off-Ramp Plaza 1 US 7 3 I 189 On-Ramp I 189 On-Ramp US 7 3 To Points North Queen City Pk Rd Pine St 4 1 Queen City Pk Rd 2 2 1 US 7 6 3 2 7 Fayette Kmart 3 Plaza 7 5 0 Side 2 0 1 McIntosh Avenue Lowe's, Hannaford,2 Streets 9 14 4 Olde Orchard Park,Fayette Rd Fayette Rd & Palace 9 7 0 4 10 Percent Diverted: 25%Project Site US 7 Distribution of New Trips by Background Traffic Existing Land UseITE LUCEnterExitTotalNotesLowes862125,000SF143149292Size from Google EarthHannofords85039,000SF189181370Size from Google EarthOlde Orchard Park230210Units7336109Size from L&D 12/23/2013 Parking StudyPalace 9 Cinema4441,000Seats274370Size from L&D 12/23/2013 Parking StudyTotal432409841Size Peak Hour Data for Intersection Int ID: 30403395 Community: BURLINGTON Corridor: NA Road 1: PINE ST Road 3: Road 2: QUEEN CITY PK RD Road 4: QUEEN CITY PK RD |<<<>>>| 1-2 of 2 AM Peak Hour 06/09/2009 EB Start Time Left ThruRightPed App Total 7:45 AM 4 11 0 0 15 8:00 AM 4 15 0 0 19 8:15 AM 4 21 0 0 25 8:30 AM 3 10 0 0 13 Total 15 57 0 0 72 PHF 0.940.68 0.72 HV % 13 11 SB Left ThruRightPed App Total 32 0 1 0 33 32 0 2 0 34 33 0 4 0 37 35 0 3 0 38 132 0 10 0 142 0.94 0.63 0.93 1 30 WB LeftThruRightPed App Total 0 20 35 0 55 0 23 36 0 59 0 28 37 0 65 0 23 23 0 46 0 94 131 0 225 0.84 0.89 0.87 7 1 Int Total 103 112 127 97 439 Cars Trucks Pedestrians Bikes Traffic Count Database System (TCDS)http://vtrans.ms2soft.com/tcds/peakhour.asp?offset=&dir=&id=304033... 1 of 3 5/9/17, 1:57 PM Midday Peak Hour 06/09/2009 EB Start Time Left ThruRightPed App Total 11:00 AM 1 11 0 0 12 11:15 AM 5 15 0 0 20 11:30 AM 3 17 0 0 20 11:45 AM 8 21 0 0 29 Total 17 64 0 0 81 PHF 0.530.76 0.70 HV % 29 11 SB Left ThruRightPed App Total 32 0 2 0 34 35 0 1 0 36 49 0 3 0 52 62 0 10 0 72 178 0 16 0 194 0.72 0.40 0.67 1 19 WB LeftThruRightPed App Total 0 5 25 0 30 0 14 16 0 30 0 19 25 0 44 0 23 34 0 57 0 61 100 0 161 0.66 0.74 0.71 7 0 Int Total 76 86 116 158 436 Cars Trucks Pedestrians Bikes Traffic Count Database System (TCDS)http://vtrans.ms2soft.com/tcds/peakhour.asp?offset=&dir=&id=304033... 2 of 3 5/9/17, 1:57 PM PM Peak Hour 06/08/2009 NB Start Time LeftThruRightPed App Total 4:30 PM 0 0 0 0 0 4:45 PM 0 0 0 0 0 5:00 PM 0 0 0 0 0 5:15 PM 0 0 0 0 0 Total 0 0 0 0 0 PHF HV % EB Left ThruRightPed App Total 6 33 0 0 39 4 28 0 0 32 6 44 0 0 50 6 44 0 0 50 22 149 0 0 171 0.920.85 0.86 14 2 SB Left ThruRightPed App Total 54 0 3 0 57 59 0 4 0 63 69 0 2 0 71 54 0 7 0 61 236 0 16 0 252 0.86 0.57 0.89 0 0 WB LeftThruRightPed App Total 0 17 30 0 47 0 25 43 0 68 0 18 48 0 66 0 21 41 0 62 0 81 162 0 243 0.81 0.84 0.89 4 0 Int Total 143 163 187 173 666 Cars Trucks Pedestrians Bikes Traffic Count Database System (TCDS)http://vtrans.ms2soft.com/tcds/peakhour.asp?offset=&dir=&id=304033... 3 of 3 5/9/17, 1:57 PM Peak Hour Data for Intersection Int ID: 30414280 Community: SOUTH BURLINGTON Corridor: NA Road 1: QUEEN CITY PK RD Road 3: K-MART ACCESS RD Road 2: QUEEN CITY PK RD EXT Road 4: QUEEN CITY PK RD |<<<>>>| 1-2 of 2 AM Peak Hour 06/09/2009 NB Start Time Left ThruRightPed App Total 8:00 AM 33 0 0 0 33 8:15 AM 25 2 0 0 27 8:30 AM 14 1 0 0 15 8:45 AM 25 0 0 0 25 Total 97 3 0 0 100 PHF 0.730.38 0.76 HV % 7 0 EB Left ThruRightPed App Total 21 0 43 0 64 39 0 37 0 76 32 0 28 0 60 15 0 27 0 42 107 0 135 0 242 0.69 0.78 0.80 13 3 SB Left ThruRightPed App Total 0 2 55 0 57 2 1 51 0 54 0 2 39 0 41 1 5 39 0 45 3 10 184 0 197 0.380.50 0.84 0.86 0 0 7 WB Left ThruRightPed App Total 0 0 0 0 0 0 1 0 0 1 1 0 1 0 2 0 0 1 0 1 1 1 2 0 4 0.250.25 0.50 0.50 0 0 0 Int Total 154 158 118 113 543 Cars Trucks Pedestrians Bikes Traffic Count Database System (TCDS)http://vtrans.ms2soft.com/tcds/peakhour.asp?offset=&dir=&id=304142... 1 of 3 5/9/17, 2:00 PM Midday Peak Hour 06/09/2009 NB Start Time Left ThruRightPed App Total 11:00 AM 26 1 0 0 27 11:15 AM 14 2 0 0 16 11:30 AM 19 6 0 0 25 11:45 AM 18 11 2 0 31 Total 77 20 2 0 99 PHF 0.740.45 0.25 0.80 HV % 1 0 0 EB Left ThruRightPed App Total 27 0 36 0 63 19 0 28 0 47 20 1 49 0 70 27 1 39 0 67 93 2 152 0 247 0.860.50 0.78 0.88 5 50 2 SB Left ThruRight Ped App Total 0 3 13 0 16 0 6 13 0 19 1 6 25 0 32 0 9 13 0 22 1 24 64 0 89 0.250.67 0.64 0.70 0 4 9 WB Left ThruRight Ped App Total 0 0 0 0 0 0 1 2 0 3 0 0 0 0 0 1 1 0 0 2 1 2 2 0 5 0.250.50 0.25 0.42 0 0 0 Int Total 106 85 127 122 440 Cars Trucks Pedestrians Bikes Traffic Count Database System (TCDS)http://vtrans.ms2soft.com/tcds/peakhour.asp?offset=&dir=&id=304142... 2 of 3 5/9/17, 2:00 PM PM Peak Hour 06/08/2009 NB Start Time Left ThruRightPed App Total 5:00 PM 46 17 0 0 63 5:15 PM 49 20 0 0 69 5:30 PM 43 28 0 0 71 5:45 PM 43 19 1 0 63 Total 181 84 1 0 266 PHF 0.920.75 0.25 0.94 HV % 1 2 0 EB Left ThruRightPed App Total 61 3 65 0 129 73 7 45 0 125 74 7 47 0 128 72 5 39 0 116 280 22 196 0 498 0.950.79 0.75 0.97 1 0 1 SB Left ThruRightPed App Total 2 7 18 0 27 1 8 20 0 29 0 7 17 0 24 2 10 18 0 30 5 32 73 0 110 0.630.80 0.91 0.92 0 3 5 WB LeftThruRightPed App Total 0 1 1 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 2 0.25 0.25 0.25 0 0 Int Total 221 223 223 209 876 Cars Trucks Pedestrians Bikes Traffic Count Database System (TCDS)http://vtrans.ms2soft.com/tcds/peakhour.asp?offset=&dir=&id=304142... 3 of 3 5/9/17, 2:00 PM Peak Hour Data for Intersection Int ID: 30414775 Community: SOUTH BURLINGTON Corridor: NA Road 1: US-7 Road 3: US-7 Road 2: Road 4: QUEEN CITY PK RD |<<<>>>| 1-6 of 6 AM Peak Hour 06/28/2016 NB Start Time Left ThruRightPed App Total 7:30 AM 2 286 0 0 288 7:45 AM 9 333 0 0 342 8:00 AM 4 319 0 0 323 8:15 AM 5 336 0 0 341 Total 20 1274 0 0 1294 PHF 0.560.95 0.95 HV % 0 6 SB LeftThruRightPed App Total 0 302 5 0 307 0 403 76 0 479 0 369 69 0 438 0 349 17 0 366 0 1423 167 0 1590 0.88 0.55 0.83 6 2 Int Total 595 821 761 707 2884 Cars Trucks Pedestrians Bikes Traffic Count Database System (TCDS)http://vtrans.ms2soft.com/tcds/peakhour.asp?offset=&dir=&id=304147... 1 of 3 5/9/17, 5:04 PM Midday Peak Hour 06/28/2016 NB Start Time Left ThruRightPed App Total 11:00 AM 0 274 0 0 274 11:15 AM 4 346 0 0 350 11:30 AM 1 391 0 0 392 11:45 AM 6 339 0 0 345 Total 11 1350 0 0 1361 PHF 0.460.86 0.87 HV % 36 7 SB Left ThruRightPed App Total 0 256 12 0 268 0 342 11 0 353 0 329 7 0 336 0 359 9 0 368 0 1286 39 0 1325 0.90 0.81 0.90 8 23 Int Total 542 703 728 713 2686 Cars Trucks Pedestrians Bikes Traffic Count Database System (TCDS)http://vtrans.ms2soft.com/tcds/peakhour.asp?offset=&dir=&id=304147... 2 of 3 5/9/17, 5:04 PM PM Peak Hour 06/27/2016 NB Start Time Left ThruRightPed App Total 4:15 PM 0 537 0 0 537 4:30 PM 1 441 0 0 442 4:45 PM 2 517 0 0 519 5:00 PM 1 478 0 0 479 Total 4 1973 0 0 1977 PHF 0.500.92 0.92 HV % 25 3 SB LeftThruRightPed App Total 0 430 19 0 449 0 378 8 0 386 0 413 8 0 421 0 393 2 0 395 0 1614 37 0 1651 0.94 0.49 0.92 3 22 Int Total 986 828 940 874 3628 Cars Trucks Pedestrians Bikes Traffic Count Database System (TCDS)http://vtrans.ms2soft.com/tcds/peakhour.asp?offset=&dir=&id=304147... 3 of 3 5/9/17, 5:04 PM Peak Hour Data for Intersection Int ID: 30414774 Community: SOUTH BURLINGTON Corridor: Road 1: US-7 Road 3: US-7 Road 2: Road 4: QUEEN CITY PARK RD |<<<>>>| 1-2 of 2 AM Peak Hour 06/28/2016 NB Start Time LeftThruRight Ped App Total 7:45 AM 0 376 0 0 376 8:00 AM 0 361 0 0 361 8:15 AM 0 375 0 0 375 8:30 AM 0 411 0 0 411 Total 0 1523 0 0 1523 PHF 0.93 0.93 HV % 6 EB Left ThruRightPed App Total 27 0 2 0 29 24 0 4 0 28 22 0 4 0 26 23 0 6 0 29 96 0 16 0 112 0.89 0.67 0.97 8 19 SB LeftThruRight Ped App Total 0 403 0 0 403 0 382 0 0 382 0 386 0 0 386 0 343 0 0 343 0 1514 0 0 1514 0.94 0.94 6 Int Total 808 771 787 783 3149 Cars Trucks Pedestrians Bikes Traffic Count Database System (TCDS)http://vtrans.ms2soft.com/tcds/peakhour.asp?offset=&dir=&id=304147... 1 of 3 5/9/17, 5:03 PM Midday Peak Hour 06/28/2016 NB Start Time Left ThruRightPed App Total 11:00 AM 0 341 0 0 341 11:15 AM 0 358 0 0 358 11:30 AM 0 403 0 0 403 11:45 AM 0 379 0 0 379 Total 0 1481 0 0 1481 PHF 0.92 0.92 HV % 6 EB Left ThruRightPed App Total 19 0 10 0 29 27 0 10 0 37 21 0 9 0 30 25 0 5 0 30 92 0 34 0 126 0.85 0.85 0.85 9 6 SB Left ThruRightPed App Total 0 293 0 0 293 0 359 0 0 359 0 348 0 0 348 0 373 0 0 373 0 1373 0 0 1373 0.92 0.92 7 Int Total 663 754 781 782 2980 Cars Trucks Pedestrians Bikes Traffic Count Database System (TCDS)http://vtrans.ms2soft.com/tcds/peakhour.asp?offset=&dir=&id=304147... 2 of 3 5/9/17, 5:03 PM PM Peak Hour 06/27/2016 NB Start Time LeftThruRightPed App Total 4:15 PM 0 613 0 0 613 4:30 PM 0 428 0 0 428 4:45 PM 0 567 0 0 567 5:00 PM 0 447 0 0 447 Total 0 2055 0 0 2055 PHF 0.84 0.84 HV % 2 EB Left ThruRightPed App Total 40 0 2 0 42 57 0 1 0 58 73 0 2 0 75 86 0 3 0 89 256 0 8 0 264 0.74 0.67 0.74 2 13 SB LeftThruRightPed App Total 0 526 0 0 526 0 426 0 0 426 0 411 0 0 411 0 384 0 0 384 0 1747 0 0 1747 0.83 0.83 3 Int Total 1181 912 1053 920 4066 Cars Trucks Pedestrians Bikes Traffic Count Database System (TCDS)http://vtrans.ms2soft.com/tcds/peakhour.asp?offset=&dir=&id=304147... 3 of 3 5/9/17, 5:03 PM Peak Hour Data for Intersection Int ID: 30403906 Community: BURLINGTON Corridor: Road 1: US-7 Road 3: US-7 Road 2: I-189 WB OFF Road 4: SHOPPING CENTER ENTR |<<<>>>| 1-4 of 4 AM Peak Hour 06/28/2016 NB Start Time LeftThruRight Ped App Total 7:30 AM 0 154 0 0 154 7:45 AM 0 140 0 1 140 8:00 AM 0 194 0 1 194 8:15 AM 0 155 0 0 155 Total 0 643 0 2 643 PHF 0.83 0.83 HV % 3 SB LeftThruRight Ped App Total 0 239 1 0 240 0 270 0 0 270 0 241 0 0 241 0 273 0 0 273 0 1023 1 0 1024 0.94 0.25 0.94 7 0 WB Left ThruRight Ped App Total 293 13 234 0 540 329 7 240 0 576 298 3 242 0 543 277 7 236 0 520 1197 30 952 0 2179 0.91 0.58 0.98 0.95 9 20 2 Int Total 934 986 978 948 3846 Cars Trucks Pedestrians Bikes Traffic Count Database System (TCDS)http://vtrans.ms2soft.com/tcds/peakhour.asp?offset=&dir=&id=304039... 1 of 3 5/9/17, 1:58 PM Midday Peak Hour 06/28/2016 NB Start Time Left ThruRightPed App Total 11:00 AM 0 153 0 0 153 11:15 AM 0 165 0 0 165 11:30 AM 0 183 0 2 183 11:45 AM 7 195 0 6 202 Total 7 696 0 8 703 PHF 0.250.89 0.87 HV % 14 2 SB Left ThruRightPed App Total 0 238 1 0 239 0 279 0 0 279 0 304 0 0 304 0 353 0 0 353 0 1174 1 0 1175 0.83 0.25 0.83 7 0 WB Left ThruRightPed App Total 181 17 126 0 324 214 16 154 0 384 200 19 131 0 350 205 21 141 0 367 800 73 552 0 1425 0.930.87 0.90 0.93 13 1 5 Int Total 716 828 837 922 3303 Cars Trucks Pedestrians Bikes Traffic Count Database System (TCDS)http://vtrans.ms2soft.com/tcds/peakhour.asp?offset=&dir=&id=304039... 2 of 3 5/9/17, 1:58 PM PM Peak Hour 06/27/2016 NB Start Time LeftThruRightPed App Total 4:45 PM 0 232 0 0 232 5:00 PM 0 243 0 1 243 5:15 PM 0 179 0 0 179 5:30 PM 0 170 0 1 170 Total 0 824 0 2 824 PHF 0.85 0.85 HV % 2 SB LeftThruRightPed App Total 0 390 0 0 390 0 407 0 0 407 0 419 0 0 419 0 457 0 0 457 0 1673 0 0 1673 0.92 0.92 1 WB Left ThruRightPed App Total 210 24 192 0 426 208 30 198 0 436 250 24 255 0 529 213 31 236 0 480 881 109 881 0 1871 0.880.88 0.86 0.88 6 0 3 Int Total 1048 1086 1127 1107 4368 Cars Trucks Pedestrians Bikes Traffic Count Database System (TCDS)http://vtrans.ms2soft.com/tcds/peakhour.asp?offset=&dir=&id=304039... 3 of 3 5/9/17, 1:58 PM Peak Hour Data for Intersection Int ID: 30403905 Community: BURLINGTON Corridor: NA Road 1: US-7 Road 3: US-7 Road 2: I-189 Road 4: I-189 |<<<>>>| 1-5 of 5 AM Peak Hour 06/12/2014 NB Start Time LeftThruRight Ped App Total 7:30 AM 0 178 248 0 426 7:45 AM 0 201 313 0 514 8:00 AM 0 199 247 0 446 8:15 AM 0 206 281 0 487 Total 0 784 1089 0 1873 PHF 0.95 0.87 0.91 HV % 2 7 SB LeftThruRight Ped App Total 0 368 127 0 495 0 448 136 0 584 0 499 166 0 665 0 384 141 0 525 0 1699 570 0 2269 0.85 0.86 0.85 4 3 Int Total 921 1098 1111 1012 4142 Cars Trucks Pedestrians Bikes Traffic Count Database System (TCDS)http://vtrans.ms2soft.com/tcds/peakhour.asp?offset=&dir=&id=304039... 1 of 3 5/9/17, 1:59 PM Midday Peak Hour 06/12/2014 NB Start Time LeftThruRightPed App Total 2:00 PM 0 169 204 0 373 2:15 PM 0 166 243 0 409 2:30 PM 0 158 277 0 435 2:45 PM 0 169 277 0 446 Total 0 662 1001 0 1663 PHF 0.98 0.90 0.93 HV % 2 7 SB LeftThruRightPed App Total 0 334 149 0 483 0 350 146 0 496 0 339 181 0 520 0 381 164 0 545 0 1404 640 0 2044 0.92 0.88 0.94 6 4 Int Total 856 905 955 991 3707 Cars Trucks Pedestrians Bikes Traffic Count Database System (TCDS)http://vtrans.ms2soft.com/tcds/peakhour.asp?offset=&dir=&id=304039... 2 of 3 5/9/17, 1:59 PM PM Peak Hour 06/12/2014 NB Start Time LeftThruRightPed App Total 4:30 PM 0 172 370 0 542 4:45 PM 0 169 363 0 532 5:00 PM 0 175 407 0 582 5:15 PM 0 162 398 0 560 Total 0 678 1538 0 2216 PHF 0.97 0.94 0.95 HV % 1 3 SB LeftThruRightPed App Total 0 413 231 0 644 0 434 246 0 680 0 370 274 0 644 0 374 267 0 641 0 15911018 0 2609 0.92 0.93 0.96 3 1 Int Total 1186 1212 1226 1201 4825 Cars Trucks Pedestrians Bikes Traffic Count Database System (TCDS)http://vtrans.ms2soft.com/tcds/peakhour.asp?offset=&dir=&id=304039... 3 of 3 5/9/17, 1:59 PM State of Vermont Agency of Transportation Policy, Planning & Intermodal Development Division Policy, Planning and Research Bureau Development Review & Permitting Services Section One National Life Drive [phone] 802-828-2653 Montpelier, VT 05633-5001 [fax] 802-828-2456 vtrans.vermont.gov [ttd] 800-253-0191 August 10, 2017 District Environmental Commission #4 Attn: Stephanie H. Monaghan 111 West Street Essex Junction, VT 05452 Subject: Marilyn Larkin (Larkin Terrace) #4C0877-10 Dear Ms. Monaghan: Enclosed for filing is an Entry of Appearance and Comments concerning the above referenced matter. If you have any further questions about this matter, please call me at (802) 828-2653. Sincerely, Enclosure c: Certificate of Service Craig S. Keller, P.E., Permitting Services (VTrans) STATE OF VERMONT DISTRICT ENVIRONMENTAL COMMISSION #4 RE: Marilyn Larkin (Larkin Terrace) 4C0877-10 ENTRY OF APPEARANCE STATUTORY PARTY Please enter the appearance of the State of Vermont, Agency of Transportation ("VTrans") in the above-entitled matter as a statutory party pursuant to 10 V.S.A. §6085(c)(1)(D). VTrans hereby requests that the following representatives of the Agency be added to the Certificate of Service and that all correspondence and documents filed in this matter be served upon those representatives: Christopher G. Clow, P.E. Transportation Engineer Vermont Agency of Transportation Development Review & Permitting Service Section One National Life Drive Montpelier, VT 05633-5001 (802) 828-0513 Christopher.Clow@vermont.gov Additionally, VTrans has the following initial comments in conjunction with this matter: CRITERIA 5: TRAFFIC 1. Please see attached VTrans Comment letter dated August 9, 2017. Dated at Montpelier, Vermont this 10th day of August, 2017. Respectively submitted, State of Vermont Agency of Transportation Division of Policy, Planning and Intermodal Development One National Life Drive [phone] 802-828-0513 Montpelier, VT 05633-5001 [fax] 802-828-2456 www.aot.state.vt.us [ttd] 800-253-0191 August 9, 2017 Stephanie H. Monaghan District #4 Coordinator Natural Resources Board 111 West Street Essex Junction, Vermont 05452 Re: 4C0877-10 Marilyn Larkin (Larkin Terrace) – South Burlington Dear Ms. Monaghan: VTrans has reviewed the proposed permit and the RSG Traffic Impact Study (Exhibit 037, RSG, May 26, 2017) for the above application and offers the comments below. The proposed project consists of the construction of a new four story, mixed use structure with a basement garage, 60 dwelling units and 21,653 gross square feet of commercial space. This new development will be known as Larkin Terrace. According to the RSG traffic analysis, the proposed project is expected to generate 64 vehicles per hour (vph) during the PM peak hour. However this building has an existing land use as a 61 unit apartment style hotel so the net amount new trips generated in the PM peak hour will be 40 vehicles. The PM peak hour was primary volume used for the analysis since it was the hour of day where the roadway network and the site trip generation volumes were highest. The AM peak hour would have lower volumes for both of these factors. The traffic impact study was able to adequately address both the Level of Service analysis and the crash analysis for this portion of US-7 and Fayette Dr. The site design has connections to adjacent sidewalks as well as being located within close proximity of a transit shelter. Pedestrian signals and crosswalks exist at Fayette Dr. and US-7 for safe pedestrian movements. The development will also be providing bicycle racks on site for residents and visitors. Based on the traffic data as well as the bicycle/pedestrian accommodations, VTrans has no concerns relative to the impact of the project on local traffic congestion, safety, or access for pedestrians, cyclists, and transit. The development is located approximately 0.7 miles from the Champlain Parkway project extending along Pine St. that is included on the VTrans Capital Program (Project number MEGC M 5000(1)). The development is also located 1.8 miles from the Burlington Roundabout project at the intersection of Shelburne Rd, South Willard St, St. Paul St, and Locust St. (Project number HES 5000(18)). Based on the net traffic volume distribution shown in the RSG Traffic Impact Assessment, we estimate that 4 vph will pass through the Champlain Parkway project during the PM peak hour and that that 1 vph will pass through the Burlington Roundabout project during the PM peak hour. Ms. Stephanie Monaghan 4C0877-10 Marilyn Larkin (Larkin Terrace) – South Burlington August 9, 2017 Page 2 of 3 VTrans recommends payment of a transportation impact fee for the Champlain Parkway and Burlington Roundabout projects pursuant to Act 145 (2014) – Transportation Impact Fees. Act 145 allows a District Commission to require payment of a transportation impact fee for a capital transportation improvement that is “…necessary to mitigate the transportation impacts of a proposed development or subdivision or that benefit the proposed development or subdivision” (10 VSA §6104). The Champlain Parkway and Burlington Roundabout projects will address congestion and safety issues resulting in improved access that will benefit the proposed development. VTrans recommends a transportation impact fee for Champlain Parkway project of $2,069 per PM peak hour trip and an impact fee for the Burlington Roundabout project of $1,217 per PM peak hour trip. Multiplying the estimated trips by the impact fee amounts ($2,069/PM peak hour trip x 4 trips) and ($1,217/PM peak hour trip x 1 trip) respectively, the proposed development project should be assessed a total transportation impact fee of $9,493. Payment to VTrans would be due after the Land Use Permit is issued and prior to the start of construction. The check should be sent to the following address: State of Vermont Agency of Transportation Development Review and Permitting Services Section 1 National Life Drive – 3rd Floor Montpelier, VT 05633-5001 Attn: Christopher Clow The table below shows how the fee formula rates of the PM Peak Hour Trips were determined. Burlington Roundabout Project – HES 5000(18) Total Project Cost1 $3,460,000 Total Project Capacity 2,842 vph Transportation Impact Fee Rate $1,217 /PM Peak Hour Trip Champlain Parkway Project – MEGC M 5000(1) $37,100,000 14,430 3,500 Total Traffic Capacity for Lake Champlain Parkway Project 17,930 $2,069 Estimated Cost of Champlain Parkway Project #: MEGC M 5000(1) Total Traffic Capacity of Intersections (Veh/Hour) Base Transportation Impact Fee per PM Peak Hour Trip Passing Through the Champlain Parkway Total Traffic Capacity for New Champlain Parkway Lanes (Veh/Hour) Ms. Stephanie Monaghan 4C0877-10 Marilyn Larkin (Larkin Terrace) – South Burlington August 9, 2017 Page 3 of 3 Please contact me with any questions or comments at 802-828-0513 or christopher.clow@vermont.gov Sincerely, Christopher G. Clow, PE Transportation Engineer Attachment cc: Certificate of Service CERTIFICATE OF SERVICE I, Sabine Frost, of the Vermont Agency of Transportation hereby certify that on August 10, 2017, I sent an Entry of Appearance and Comment Letter to the District #4 Environmental Commission concerning the applicant, Marilyn Larkin, #4C0877-10, by U.S. Mail, postage prepaid or by email to the following: Marilyn Larkin c/o Deborah Sherman 410 Shelburne Road South Burlington, VT 05403 debsherman@larkinrealty.net Old Orchard Realty Partnership, LP PO Box 4193 Burlington, VT 05403 debsherman@larkinrealty.net E.F. Farrell, LLC PO Box 1335 Burlington, VT 05401 efarrell@farrellrealestatevt.com Greg Rabideau Rabideau Architects 550 Hinesburg Road South Burlington, VT 05403 greg@rabideau-architects.com Donna Kinville, City Clerk Chair, City Council/Chair, City Planning Commission City of South Burlington 575 Dorset St. South Burlington, VT 05403 dkinville@sburl.com Chittenden County Regional Planning Commission 110 West Canal Street, Suite 202 Winooski, VT 05404 rnahony@ccrpcvt.org Elizabeth Lord, Land Use Attorney Agency of Natural Resources 1 National Life Drive, Davis 2 Montpelier, VT 05602-3901 Anr.act250@vermont.gov Dated at Montpelier, Vermont this 10th day of August, 2017.