Feasibility Study. Vermont Route 100 at Moscow Road Intersection Stowe, VT

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1 Lamoille County Planning Commission Feasibility Study for Vermont Route 100 at Moscow Road Intersection Stowe, VT November 16, 2016

2 Table of Contents 1.0 Introduction Existing Conditions Project Purpose and Need Summary of Public Input Alternatives Assessment Preferred Alternative List of Figures Figure 1: Project Study Area... 2 Figure 2: Northbound Approach... 2 Figure 3: Intersection Aerial Photo... 3 Figure 4: Moscow Road Approach... 4 Figure 5: Stream West of the Intersection... 4 Figure 6: Overhead Utilities on East Side of VT Figure 7: Dwelling on Northwest Corner of the Intersection Figure 8: Alternative Figure 9: Alternative Figure 10: Alternative Figure 11: Alternative List of Tables Table 1: Existing and 2036 Peak Hour Analyses... 7 Table 2: Traffic Signal Warrants... 9 Table 3. Alternatives Evaluation Matrix Table 4. Traffic Analysis Summary Appendices Appendix A: Traffic Counts and Growth Rates Appendix B: Capacity Analyses Appendix C: Crash Data Appendix D: Formal High Crash Location Report Excerpt Appendix E: VTrans Traffic Signal and Turn Lane Warrants Appendix F: 2016 Turn Lane and Traffic Signal Warrant Analysis Appendix G: Natural Resource Assessments Appendix H: Archeological and Historical Assessment Letter Appendix I: Local Concerns Meeting Minutes Appendix J: Alternatives Presentation Meeting Minutes VT-100/Moscow Road Feasibility Study - i - CLD Reference No

3 1.0 Introduction 1.1 Background The Lamoille County Planning Commission (LCPC) and the Town of Stowe have retained CLD Consulting Engineers, Inc. (CLD) to conduct a feasibility study to assess existing intersection operations, identify a reasonable range of alternatives and provide a recommendation for improvements to the intersection of VT Route 100 (VT-100) and Moscow Road/Points North that will improve safety and reduce delays. The existing intersection is two-way stop controlled with uncontrolled movements for VT-100 traffic. The high volume of traffic on VT-100 creates significant delays for vehicles trying to exit from Moscow Road which contributes to safety concerns at the intersection. The following is a summary of the timeline for this feasibility study: 1. Kickoff Meeting May Data Collection and Existing Conditions Documentation - June Local Concerns Meeting June Develop Purpose and Need Statement June Develop and Assess Improvement Alternatives July Alternatives Review Meeting July Alternatives Presentation Meeting and Identification of Preferred Alternative August Study Area The feasibility study is centered on the VT-100, Moscow Road and Points North intersection and its approaches. This intersection is located approximately 0.9 miles north of the Waterbury/Stowe town line and approximately 1.5 miles south of the Lower Village of Stowe. The intersection is located in a rural setting with undeveloped land on the two southern corners of the intersection, a residence located on the northwest corner and a Christmas tree farm in the northeast corner. VT-100 traverses north-south and is classified as a minor arterial. Moscow Road is classified as a major collector road and Points North is a private road with little traffic. There are no existing pedestrian facilities in the area and bicycle access through the project area is on roadway shoulders. There are two transit stops, one northbound and one southbound on VT-100 just north of the intersection. Figure 1 shows the study area. VT-100/Moscow Road Feasibility Study CLD Reference No

4 Figure 1: Project Study Area 2.0 Existing Conditions 2.1 Traffic Control Currently, traffic on VT-100 is uncontrolled through this intersection, with Moscow Road and Points North under stop sign control. The speed limit for VT-100 through the intersection is 40 mph. The speed limit changes to 50 mph approximately 300 feet south of the intersection. The approach of Points North is unpaved and does not have any pavement markings or signing. Figure 2: Northbound Approach VT-100/Moscow Road Feasibility Study CLD Reference No

5 2.2 Intersection Geometry VT-100 consists of two 11-foot lanes with 4-foot paved shoulders. Moscow Road consists of two 11-foot lanes with 1 to 2-foot paved shoulders. Points North is a private, paved road approximately 20 feet wide. Figure 3: Intersection Aerial Photo 2.3 Roadway Alignment VT-100 is generally straight and flat through the study area. Beyond the study area to the south, VT-100 rises to a crest. Moscow Road and Points North are nearly perpendicular to the alignment of VT-100. Moscow Road is straight and level within the study area. The elevation of Points North rises immediately beyond its intersection with VT-100. A horizontal curve on Points North begins approximately 65 feet from the intersection. VT-100/Moscow Road Feasibility Study CLD Reference No

6 2.4 Bicycle and Pedestrian Access There are no sidewalks located at the intersection and no dedicated bicycle lanes. The existing shoulder width on VT-100 is 4 feet. The existing shoulder width on Moscow Road is 1-2 feet and Points North does not have defined shoulders. 2.5 Drainage A roadside ditch runs along the east side of VT-100 through most of the project area. There are multiple pipe crossings to the west side, including pipes immediately north and south of Figure 4: Moscow Road Approach the Moscow Road intersection. North of Moscow Road, the culvert crosses under VT-100 to a ditch extending along the north side of Moscow Road. This ditch crosses under a driveway and then connects into the same unnamed stream flowing to the Little River. South of Moscow Road, the culvert empties into a large undeveloped parcel and flows to a small unnamed stream which crosses under Moscow Road and to the Little River (see Figure 5). Stormwater from Points North flows to the ditch on the east side of VT-100. Figure 5: Stream West of the Intersection VT-100/Moscow Road Feasibility Study CLD Reference No

7 2.6 Right-of-Way The VT-100 right-of-way (ROW) varies through the study area. It is approximately 80 feet wide at the intersection. Beyond the first driveway north of the intersection it narrows to approximately 65 feet; approximately 300 feet south of the intersection the ROW is at its widest point, approximately 108 feet wide. The Moscow Road right-of-way is 3 rods (49.5 feet) wide. Points North is a private road. 2.7 Utilities There are overhead utilities located on the east side of VT-100 through the length of the study area (see Figure 6). The utility poles on VT-100 are located approximately ten feet from the existing edge of pavement. A power line crosses VT-100 to a light pole located in the northwest corner of the intersection. Overhead utilities also extend along Points North. Figure 6: Overhead Utilities on East Side of VT Land Use and Zoning The project is located in a primary zoning district defined as Rural Residential 2 (RR-2) and is not located in an overlay district. The purpose of this district includes: maintaining the natural and scenic qualities which create and preserve the best possible environment for residential development; promoting the preservation of adequate open space through carefully planned cluster types of development; encouraging agricultural productivity of good farmlands and of forest resources; permitting the establishment of recreational and resort facilities when compatible with the primary purpose of a residential environment; and allowing a higher density closer to available municipal services while maintaining the quality of the neighborhoods. VT-100/Moscow Road Feasibility Study CLD Reference No

8 2.9 Traffic Volumes The Average Annual Daily Traffic (AADT) volume for VT-100 in the vicinity of the intersection was estimated by VTrans to be 9,800 vehicles in Moscow Road had an AADT of 3,800 vehicles in The LCPC collected peak hour turning movement counts at the intersection on Tuesday, June 28, Peak Hours were identified for the AM (7:45-8:45) and PM (4:30-5:30) periods. The traffic counts were adjusted to Design Hour Volume (DHV) conditions following standard VTrans procedures and were projected to a design year of 2036 using VTrans standard regression equations by roadway classification based on long-term growth trends in the area. Delays and queues during peak tourist seasons and for special events may be higher than those identified by the standard Peak Hour methodology. Traffic count data and supporting documentation can be found in Appendix A. Intersection capacity analyses were performed to determine the projected operating efficiency of the intersection, using the SYNCHRO analysis program that emulates the methodologies published in the Highway Capacity Manual (HCM). The Level of Service (LOS) for an intersection is computed and assigned a value of A through F, on a scale of increasing delay and congestion, analogous to a report card. LOS A represents the ideal free-flow condition with vehicles experiencing minimal levels of delay, while LOS E represents conditions where vehicles experience very long delays and is usually considered to be the capacity of the intersection. LOS F represents failure of the intersection due to exceptionally long delays with volume demands exceeding the ability of the intersection or an individual approach or movement to process the demand. For signalized intersections, the LOS is related to the ratio of traffic volumes passing through the intersection to the ability of the intersection to process the traffic demand, expressed as a level of average delay experienced by the average driver. When average delays across the intersection exceed 80 seconds, the intersection is said to be operating at a failure condition (LOS F). LOS D, defined as average delays between 35 and 55 seconds, is generally considered to be an acceptable operating condition in urban areas but LOS C is the VTrans standard to be applied here. For unsignalized intersections, the LOS at two-way stop controlled intersections represents a level of average delay for vehicles turning to and from the minor side streets from the major (uncontrolled) traffic flow. The gap acceptance methodology assumes that major street traffic is generally unaffected by minor street flow, and that minor street traffic must wait for an acceptable gap in the main street traffic flow in order to complete their maneuver. The length and availability of these gaps decreases as the volume on the main street increases. LOS A for unsignalized intersections indicates an average delay of 10 seconds or less per vehicle on the minor street. LOS F conditions exist when the calculated delays are greater than 50 seconds per vehicle. This 1 VTrans, 2015 (route Log) AADTs State Highways, 2 VTrans, Automatic Traffic Recorder Station History , VT-100/Moscow Road Feasibility Study CLD Reference No

9 condition is typified by insufficient gaps of suitable size to allow traffic demand from the side street to cross safely through a major street traffic stream. Consequently, either long queues will occur on the side streets, or side street drivers will begin selecting smaller-than-usual gaps to complete their turn, which can present a safety problem and disruption to the main street traffic flow, even if this minor street-turning demand is small. Engineering judgment is applied in these cases to consider the necessity of additional traffic control measures, such as signalization, turning restrictions, or other physical improvements. The results of the AM and PM peak hour capacity analyses for 2036 are presented below in Table 1. The LOS for left turns from VT-100 in both directions is LOS A. However, traffic exiting from Moscow Road experiences significant delays and has a LOS F. Detailed capacity analyses can be found in Appendix B. No-Build Capacity Analyses - Unsignalized Intersection 2016 and 2036 Peak Hour Conditions Weekday AM Peak Weekday PM Peak Intersection LOS V/C Delay Queue LOS V/C Delay Queue VT-100/Moscow Rd/Points N 2016 Existing NB A A SB A A Moscow E F Point N C F No-Build NB A A SB A A Moscow F F Point N D F Notes: LOS = Level of Service Delay = Average intersection delay (seconds per vehicle) Queue 95 th percentile queue length, in feet (from Synchro) Table 1: Existing and 2036 Peak Hour Analyses 2.10 Crash History The intersection of VT-100 and Moscow Road is not listed as a High Crash Location (HCL) by VTrans; however, the segment of VT-100 immediately south of the intersection (between VT-100 mile markers VT-100/Moscow Road Feasibility Study CLD Reference No

10 ) is ranked #371 among HCL Segments in Vermont ( ) 3. An excerpt of this report listing the roadway section can be found in Appendix D. Crash data was collected for the intersection and the segment south of the intersection from the Public Crash Data Query from VTrans for the 5-year period between January 1, 2011 and December 31, In that time, nine crashes were recorded at the intersection of VT-100 and Moscow Road. Of these nine crashes, six were rear-end crashes, one was a broadside, one was a single vehicle crash, and one did not have the type recorded. All of the intersection crashes are listed as property damage only. During this same period, ten crashes were recorded in the segment south of the intersection. Of these crashes, three were rear-end crashes, three were single vehicle crashes, two were sideswipes, one was a head-on crash, and one did not have type recorded. Three of these crashes were injury crashes. Crash data can be found in Appendix C Turn Lane and Traffic Signal Warrant Analyses The justification for the installation of a new traffic signal follows the procedures contained in Chapter 4 of the 2009 edition of the Manual on Uniform Traffic Control Devices (MUTCD) for signal warrants, as well as engineering judgement. These warrants are based on the combination of prevailing speeds, traffic volumes, and the number of lanes on the major and minor street approaches during either 1, 4 or 8 hours of the average day. Adjustments are made to the warrant criteria if either the posted or 85 th percentile speed of the major road exceeds 40 mph or if the intersection is within a built-up area of an isolated community having a population of less than 10,000. If any of the applicable warrants listed below are met, a signal shall be considered. Conversely, if the warrants are not met, a signal should not be considered. Warrant 1 is for eight-hour vehicular volumes; this is applicable where there are delays to traffic during the same eight-hour period of the day. There are two conditions within Warrant 1: Condition A (Minimum Vehicular Volume) is for locations where a large volume of traffic from the side road is the principal reason to consider the installation of a traffic light. Condition B (Interruption of Continuous Traffic) considers the combination of high traffic volume on the major street, thus causing excessive delays for the minor street. If one of these two warrants isn t satisfied for the same eight-hour period, Warrants 1A and 1B are checked concurrently at a reduced volume. Warrant 2 (Four-Hour Vehicular Volume) and Warrant 3 (Peak Hour Warrant) are applied where a defined combination of volume on the major and minor approaches exceeds the criteria for any four hours or one peak hour of an average day, respectively. VTrans conducted turn lane warrant analyses for this intersection in 2014 and a traffic signal warrant analysis in Their turn lane analysis found that a northbound left-turn lane on VT-100 was warranted, but a southbound right-turn lane was not. Their traffic signal warrant analysis found that, without a northbound left-turn lane, Warrant 1 (Eight-Hour Minimum Vehicular Volume), Warrant 2 3 VTrans, High Crash Location Report: Sections and Intersections , VT-100/Moscow Road Feasibility Study CLD Reference No

11 (Four-Hour Vehicular Volume), and Warrant 3 (Peak Hour Volumes) were satisfied according to the criteria published in the MUTCD 4. With the inclusion of a northbound left-turn lane, only Warrants 1 and 3 were met. This analysis was based on traffic volumes from counts collected in VTrans turn lane and traffic signal warrant analyses documentation can be found in Appendix E. Traffic signal warrant analyses were conducted as part of this study using more recent data. The results of the Signal Warrant Analysis for 2016 and 2036 are provided below in Table 2. Stowe s population in 2010 was listed as 4,314; therefore, the population adjustment was made for the warrants. Using these parameters, the signal warrants were met for all cases in both the current year and However, due to the unique characteristics of this area, if it could be considered urban, it would not require the population adjustment. Using the non-adjusted guidance all of the warrants are still met for both 2016 and Therefore, it appears that there is sufficient justification for the installation of a traffic signal at this location Warrant 1A or B: Eight-Hour Vehicle Volume MET MET Warrant 1A and B: Eight-Hour Vehicle Volume MET MET Warrant 2: Four-Hour Vehicle Volume MET MET Warrant 3: Peak Hour MET MET Table 2: Traffic Signal Warrants The procedures for determining the need for a left-turn lane are defined in NCHRP Report These are based on a combination of the volume of traffic turning left; the percentage of this left-turn volume is of the total approaching traffic, and the opposing traffic volume. These three factors define the level that left turns may be impeding the major through traffic flow traveling in the same direction based on the number of available gaps provided in the opposing traffic flow, and, consequently, would suggest the need for an exclusive left-turn lane. Based on these procedures, a northbound left-turn lane is warranted at this intersection during both the AM and PM peak hours turn lane and signal warrant calculations can be found in Appendix F Environmental and Cultural Resources The natural resource assessment can be found in Appendix G and the cultural resources assessment can be found in Appendix H. A summary of the study area s resources is presented below. 4 Federal Highway Administration, Manual on Uniform Traffic Control Devices, National Cooperative Highway Research Program (NCHRP), Development of Left-Turn Lane Warrants for Unsignalized Intersections, VT-100/Moscow Road Feasibility Study CLD Reference No

12 Topology, Geology and Hydrologic Resources The intersection of VT-100 and Moscow Road is located within the Little River watershed. The watershed area is 112 square miles and is the within the greater Winooski River Basin. The Little River, listed as a stressed River by the Vermont Agency of Natural Resources, headwaters in Mount Mansfield near the border of Stowe and Morristown. The Little River flows approximately 21 miles to its outlet at the Winooski River, before draining to Lake Champlain. The majority of the Little River watershed is forested but contains smaller sectors of agricultural land, developed urban land, water bodies and wetland as well. The most concentrated areas of development are at the intersection of Mountain Road and VT-100 in Stowe as well as in downtown Waterbury. There are four geological formations within the watershed. The Hazens Notch Formation and the Stowe Formation comprise the bedrock underlying the watershed. The Hazens Notch Formation is primarily composed of carbonaceous and non-carbonaceous schist, while the Stowe Formation, located in the eastern part of the watershed, consists of quartz and chlorite phyllite, schist, granular white quartz, greenstone, and amphibolite rocks. The western part of the region in the Underhill Formation is a silvery gray-green schist with segregations of granular white quartz. Located between the Stowe Formation and the Hazens Notch is the Ottauquechee Formation, which is composed of black carbonaceous phyllite or schist. According to the Natural Resource Conservation Service (NRCS), the Little River watershed contains a variety of soils but is predominantly glacial till. At this intersection, the local soils are Groups C and D. The primary soil is Salmon variant-salmon very fine sandy loams (Group C) at 8 to 15 percent slopes. The natural resource assessment can be found in Appendix G Wetlands There are no identified wetlands present within the location of the proposed project limits at the intersection of VT-100 and Moscow Road. However, there is a mapped Class 2 wetland located approximately 500 feet west of the intersection that encompasses 6.25 acres. Additionally, there is a small stream that flows through a culvert that feeds into the Class 2 wetland near the Moscow Meadows residential development but outside of the buffer zone of the design alternatives. This information is also included in the natural resource assessment found in Appendix G Wildlife and Wildlife Habitat A acre deer wintering area occurs to the east of the intersection at Moscow Road and VT- 100 but is located outside of the project limits. Large Pinus strobus (Eastern White Pine) and Populus deltoids (Cottonwood) trees line the road in the northeastern corner. Additionally, there is a meadow on the northwest side of the intersection that consists of young planted Picea abies (Norway Spruce) trees. VT-100/Moscow Road Feasibility Study CLD Reference No

13 There is no indication of invasive species located within the projected work zone. There were no signs of nesting songbirds in the meadow at the time of the site visit in July The natural resource assessment can be found in Appendix G Rare, Threatened and Endangered (RTE) Species No RTE species or protected wildlife habitat were found within the project limits of the intersection. The Vermont Agency of Natural Resources did not specify the site as a potential Indiana bat hibernacula or within the summer range of the Indiana bat. The natural resource assessment can be found in Appendix G Agricultural Land No primary agricultural soils were identified within the project area. The natural resource assessment can be found in Appendix G Public Land and Conservation Areas There are no public or conserved lands within the immediate project area. The natural resource assessment can be found in Appendix G Hazardous Waste There are no hazardous waste sites, hazardous waste site generators, or underground storage tanks known to exist within the immediate project area. Salvas Paving, located approximately 375 feet north of the intersection, is listed as a hazardous waste generator. Additionally, there is an operating underground storage tank on the Salvas Paving property. The natural resource assessment can be found in Appendix G Archeological Resources The northwest, northeast and southeast corners of the VT-100 Moscow Road intersection are not considered to be archeologically sensitive due to slope or previous disturbance. The terrace located at the southwest corner of the road intersection is considered to be archeological sensitive for pre-contact resources based on the presence of level terrain adjacent to a small stream located near its confluence with the Little River. This terrace is situated at a lower elevation than the road base of Moscow Road and VT-100. The archeological and historical assessment letter can be found in Appendix H Historic Resources In the northwest corner of the intersection, a vernacular wood-frame dwelling dating to c is situated on an extensive grass lawn. Directly across the road (VT-100) from the residence are associated farm outbuildings. The other properties within the project area do not have historic significance and are described as follows. To the southwest of the road and intersection, the terrain slopes down to a lower level overlooking a tributary of the Little River. The northwest corner of the intersection is a work lot that has been impacted by earthmoving activities, and presently contains a driveway and parking area surrounded to the south by large blocks of granite and other stone and construction materials (see Figure 7). At the northeast corner of the intersection, a Christmas tree farm has been established on upward sloping terrain. The VT-100/Moscow Road Feasibility Study CLD Reference No

14 northeast corner also contains a historic marker for Smugglers Notch. This historic marker would need to be relocated should the project move forward. Finally, the southeast corner of the VT 100-Moscow Road intersection is characterized as sloping and hummocky terrain, some portions of which have been disturbed by earthmoving activities for drainage and road construction. The archeological and historical assessment letter can be found in Appendix H. Figure 7: Dwelling on Northwest Corner of the Intersection VT-100/Moscow Road Feasibility Study CLD Reference No

15 3.0 Project Purpose and Need A Purpose and Need Statement was developed for this project to help define the reason, not the solution, for the project, as well as specific requirements that each of the alternatives should address. Ultimately, the preferred alternative should best address the needs outlined in the Purpose and Need Statement. Purpose The purpose of this project is to develop alternatives and identify a preferred alternative to improve the flow of traffic and safety of this intersection for motorists and bicyclists. Need The existing intersection is considered deficient because: Left-turning vehicles on northbound VT-100 cause backups for through traffic; Traffic volumes are sufficiently high that delays for vehicles turning from Moscow Road onto VT-100 are significant; Existing shoulder widths are adequate for safe bicycle travel, but are used by vehicular traffic to bypass queued vehicles; Sight distance for vehicles exiting Moscow Road is limited by queued vehicles on VT-100; The speed limit changes from 40 mph to 50 mph just south of the intersection and some vehicles travel faster than the posted speed through the intersection. 4.0 Summary of Public Input The Local Concerns Meeting was held on June 13, Input was received from the Stowe community and is summarized below. Many members of the public and the Selectboard expressed concern that the current layout and operation of the intersection is dangerous. Northbound through vehicles on VT-100 will bypass vehicles waiting to turn left onto Moscow Road on the shoulder, making turning left from Moscow Road both difficult and dangerous. In addition, the width of the throat of Moscow Road allows right-turning vehicles to pull up next to vehicles waiting to turn left and further impede sight distance. The speed limit through the intersection is 40 mph, but increases to 50 mph just south of the intersection and due to the location of the sign, the consensus was that most drivers accelerate to 50 mph before the intersection, further contributing to the safety problems. A written comment received from Robin Pierson stated that the VT-100 northbound warning sign for the reduced speed is poorly located and inadequate. Some members of the public expressed concern about the frequency of crashes and near-misses at this intersection. One resident brought large-scale photographs of right angle and head-on crashes that have occurred at this location. Members of the Selectboard mentioned that both general traffic and truck traffic have increased significantly in the past several years in part due to the opening of the Morrisville Bypass in There was a near unanimous opinion that a roundabout would be the solution supported by both the public and Town officials, including the Selectboard, police chief, and members of the planning commission. There were several general comments that people liked roundabouts because they are VT-100/Moscow Road Feasibility Study CLD Reference No

16 efficient and allow traffic to move continually through the intersection. Others expressed enthusiasm for the fact that a roundabout would force traffic to slow down through the area. A member of the community expressed concern about the potential for driver confusion at a roundabout due to the number of tourists who visit the area who may be unfamiliar with how to navigate that type of intersection. Another member of the public noted that while the new roundabout in Waterbury seems to be working efficiently, the roundabout in Morristown sometimes experiences backups and delays. The LCPC has started to look into the operation of this roundabout. Rob Moore noted that there seems to be something related to the traffic patterns of the specific businesses located at the roundabout in Morristown that are unusual and may contribute to the backups. He noted that there are also businesses at the roundabout in Waterbury but it does not experience similar problems. Rob added that the Moscow Road intersection is not as developed as either of the other locations mentioned and would not expect to experience comparable congestion. Several members of the public and Town officials stated that they would not favor a traffic signal at this intersection. There was concern expressed about traffic queuing past the entrances to nearby businesses. No support was expressed for a stand-alone left-turn lane. Commenters felt that a left-turn lane would negatively impact the safety of the intersection. The No-Build option was briefly discussed as an alternative that would be included in the Feasibility Study. Meeting minutes from the Local Concerns Meeting can be found in Appendix I. 5.0 Alternatives Assessment Intersection alternatives were developed with the Project Purpose and Need Statement in mind. Factors influencing alternatives development and the ultimate recommendation include traffic analysis, input gathered from public meetings, project impacts, and cost. 5.1 Alternative 1: No-Build As with any project, the alternatives analysis should always consider that doing nothing may be the best option. There is no direct cost associated with this alternative, but none of the needs outlined in the Project Purpose and Need Statement are addressed. Since safety is a concern at this intersection, the No- Build Alternative is not recommended. In addition to safety concerns not being addressed, traffic at the Moscow Road approach will continue to operate at a LOS F. Alternative 1 is shown in Figure Alternative 2: Northbound VT-100 Left-Turn Lane Alternative 2 would widen VT-100 to include a northbound left-turn lane only. This widening would be accomplished by widening to both the east and west side of VT-100. The addition of this left-turn lane will separate left-turning traffic from northbound through traffic, reducing backups and the likelihood of through traffic using the shoulder to bypass vehicles waiting to turn. This alternative will also include construction of bus pull-offs to accommodate the transit stops at the intersection and allow buses to stop outside the travel lanes of VT-100. The pull-offs will be located north of the intersection for northbound buses and south of the intersection for southbound buses. The pavement and pavement markings of the intersection have been laid out for single-unit trucks. The alternative includes truck aprons at the corners of Moscow Road to allow for large trucks to turn into and out of Moscow Road without tracking off the pavement. In order to deter passenger vehicles from using the truck aprons to bypass other vehicles, a low curb of up to 2 in height is recommended. The appropriate vehicle to determine the size of the truck aprons can be finalized during the design process VT-100/Moscow Road Feasibility Study CLD Reference No

17 if this alternative were to be selected as the Preferred Alternative. It was noted by VTrans District 8 that the bus pull-outs and truck aprons would need to be maintained by the Town of Stowe. The addition of the left-turn lane will help improve safety at the intersection by reducing the total crashes at the intersection by an estimated 44% and fatal and injury accidents by an estimated 55% 6. These percentages are estimated based on study sites where similar improvements were made. Although safety would improve at the intersection, it will still operate at a LOS F for vehicles exiting from Moscow Road. The left-turn lane alone will not resolve the issue of delays for vehicles turning from Moscow Road onto VT-100, or the sight distance issue caused by queued vehicles on VT-100. Minimal right-of-way impacts and no significant resource impacts are anticipated. The aerial utilities located on the east side of VT-100 will likely be impacted by the roadway widening. The construction costs for Alternative 2 are anticipated to be approximately $750,000. Alternative 2 is shown in Figure 9. 6 Harkey, D.L., R. Srinivasan, J. Baek, F. Council, K. Eccles, N. Lefler, F. Gross, B. Persaud, C. Lyon, E. Hauer, and J. Bonneson. National Cooperative Highway Research Report 617: Accident Modification Factors for Traffic Engineering and ITS Improvements, NCHRP, Transportation Research Board, Washington, DC, 2008 VT-100/Moscow Road Feasibility Study CLD Reference No

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20 5.3 Alternative 3: Traffic Signal Alternative 3 includes the same left-turn lane as Alternative 2, but would also install a traffic signal. Along with the needs addressed in Alternative 2, Alternative 3 would also reduce the delays for vehicles turning from Moscow Road onto VT-100 and will resolve the issue of reduced sight distance due to queued vehicles on VT-100. This alternative improves the Level of Service of both the overall intersection and the Moscow Road approach to LOS B. VTrans requires that proposed improvements on State routes maintain a minimum intersection LOS of C, and this alternative meets that requirement. The installation of a traffic signal would improve safety by providing a separate lane for northbound turning vehicles similar to Alternative 2, but would also allow traffic from Moscow Road to turn onto VT- 100 safely by providing a protected green phase. A traffic signal alone would reduce the total crashes at the intersection by an estimated 44% 7. Right-angle crashes would be reduced by an estimated 77% and left-turn crashes would be reduced by an estimated 60%, but rear-end crashes would increase by an estimated 58%. The addition of the left-turn lane will reduce the number of rear-end crashes that are anticipated with the addition of the traffic signal by an estimated 55%. This alternative includes the same truck apron recommendations as Alternative 2 as well as the bus pull-outs. The plan for this alternative includes a median island to further separate traffic and reduce the incidence of sideswipe crashes. This median island could be included in Alternative 2 if desired and the type of island (raised vs. painted) would be determined at a later stage of design. VTrans District 8 would prefer painted islands. If raised landscaped islands were provided, an agreement with the Town to maintain the islands would be required. Street lighting would be included to increase visibility at the intersection. Locations of traffic signal equipment would be determined during final design, but because the intersection is adjacent to largely undeveloped land, mast arm poles and the controller cabinet can be easily accommodated. The aerial utilities located along the east side of VT-100 will be impacted by the proposed roadway widening and traffic signal installation. Right-of-way impacts are anticipated to be minor for this alternative. The widening for the left-turn lane, shoulders, islands and bus pull-outs appear to fit within the existing right-of-way, although easements may be needed for slopes, drainage ditches or utilities. The truck aprons at the corners and traffic signal equipment will require a small amount of right-of-way acquisition. No additional environmental or cultural impacts are expected. Construction costs for Alternative 3 are anticipated to be approximately $1,150,000, with another $325,000 of traffic signal operation and maintenance costs over the 30-year life cycle of the project. The total life cycle costs are anticipated to be $1,475,000. Alternative 3 is shown in Figure Harkey, D.L., R. Srinivasan, J. Baek, F. Council, K. Eccles, N. Lefler, F. Gross, B. Persaud, C. Lyon, E. Hauer, and J. Bonneson. National Cooperative Highway Research Report 617: Accident Modification Factors for Traffic Engineering and ITS Improvements, NCHRP, Transportation Research Board, Washington, DC, 2008 VT-100/Moscow Road Feasibility Study CLD Reference No

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22 5.4 Alternative 4: Roundabout Alternative 4 would construct a four-leg, one-lane roundabout. To determine feasibility, a 130-foot inscribed circle diameter was used. This roundabout would include a center island and a center truck apron to allow large vehicles (WB-67) to safely negotiate the intersection. It is recommended that the center island of the roundabout be landscaped to improve visibility of the intersection for vehicles approaching on VT-100 at comparatively high speeds. Street lighting is also included for this alternative. This alternative would improve the overall intersection LOS to C with the VT-100 northbound approach having a LOS D in the design year (2036) evening peak hour. This alternative meets VTrans LOS C requirement for the overall intersection. As with all roundabouts, construction of a roundabout at this location would significantly reduce the speed of vehicles through the intersection and eliminate left turns. These factors would significantly reduce the severity of crashes and eliminate the most dangerous types of crashes including broadside and head-on crashes. Compared to the traffic signal, the roundabout would reduce the number of all crashes by an estimated 48% and injury crashes by an estimated 78% 8. The traffic signal and left-turn lane would already significantly reduce crash rates over the No-Build alternative and this alternative would considerably improve the crash rates and severity over the traffic signal. The roundabout design would require bicyclists to share the road with vehicular traffic through the intersection. VTrans District 8 noted that this intersection is the boundary between maintenance responsibilities between Districts 8 and 5 on VT-100 and the Town of Stowe for Moscow Road and that a roundabout in this location would provide a useful turnaround for snow plows. The right-of-way impacts for this alternative are expected to be higher than the other alternatives, but due to the limited development adjacent to the intersection, it remains moderate. The aerial utilities located along the east side of VT-100 will be impacted by the roundabout. The environmental and cultural resource impacts for this alternative are expected to be minimal and similar to the others. Anticipated costs for Alternative 4 are approximately $2,200,000. Alternative 4 is shown in Figure Harkey, D.L., R. Srinivasan, J. Baek, F. Council, K. Eccles, N. Lefler, F. Gross, B. Persaud, C. Lyon, E. Hauer, and J. Bonneson. National Cooperative Highway Research Report 617: Accident Modification Factors for Traffic Engineering and ITS Improvements, NCHRP, Transportation Research Board, Washington, DC, 2008 VT-100/Moscow Road Feasibility Study CLD Reference No

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24 5.5 Alternatives Evaluation Matrix and Traffic Analysis Summary The Alternatives Evaluation Matrix (Table 3) provides a comparison of the No-Build and three Build alternatives for the proposed intersection improvements at VT-100 and Moscow Road. The matrix includes categories for construction costs, how well the Purpose and Need for the project is met, the impacts, the anticipated traffic operations, and the permits that will be needed for each alternative. Alternatives 2 and 3 both add a northbound VT-100 left-turn lane to the intersection which will eliminate the tendency for through traffic to bypass turning traffic on the shoulder. Adding the traffic signal in Alternative 3 provides additional safety and reduced delays for traffic exiting Moscow Road. The roundabout proposed in Alternative 4 will significantly improve safety and reduce delays for traffic on Moscow Road. This alternative will increase delays for traffic on VT-100, but the intersection will retain an overall LOS C. None of the alternatives considered will have significant environmental or cultural resource impacts. The permitting requirements will be similar for all three Build Alternatives. All three build alternatives will impact traffic during construction and require a traffic management plan to be developed during the final design process. It is anticipated that the roundabout, Alternative 4, will have the most impacts during construction, followed by Alternative 3 and then Alternative 2. None of the improvements considered would likely disrupt traffic for an entire construction season. The Traffic Analysis Summary (Table 4) provides the Level of Service comparisons between the No-Build and three Build alternatives. This summary provides the LOS and delay for the approaches as well as the overall intersection LOS where applicable. Alternative 2 does not improve the LOS on Moscow Road but eliminates some of the delay for through traffic on VT-100 northbound by providing a dedicated left-turn lane. Alternative 3 provides a dedicated left-turn lane and a signal to improve the LOS for Moscow Road from LOS F to LOS B. The average delay is decreased from 64 seconds to 15 seconds under this alternative. Alternative 4 similarly improves the LOS for Moscow Road, reducing the average delay to 9 seconds with a LOS of A utilizing a roundabout. This alternative increases the delay on VT-100 incrementally from its signalized counterpart with an overall LOS B for Alternative 3 and an overall LOS of C for Alternative 4. However, both of these alternatives provide significant LOS improvement from the No-Build option and the unsignalized leftturn lane option in Alternative 2. The traffic analysis summary can be found in Table 4 following the Alternatives Evaluation Matrix. VT-100/Moscow Road Feasibility Study CLD Reference No

25 Alternatives Evaluation Matrix Alternative 1 Alternative 2 Alternative 3 Alternative 4 No-Build NB Left Turn Lane Traffic Signal Roundabout Construction, Operation and Maintenance Costs $0 $750,000 $1,475,000 $2,200,000 Meets Purpose & Need No Partial Yes Yes Impacts Drainage None Low Low Moderate ROW None Low Low Moderate Utilities None Aerial Aerial Aerial Historic None No Adverse No Adverse No Adverse Archeological None None None None Wetlands None None None None Hazardous Materials None None None None Floodplain None None None None Threat. & End. Species None None None None Operation Overall LOS N/A N/A LOS B LOS C Critical Approach Moscow Rd Moscow Rd Moscow Rd NB VT-100 Critical Approach LOS LOS F LOS F LOS B LOS D Minimal Safety (anticipated) No Change Improvement Improvement Improvement Snow Removal Difficulty No Change Slight Increase Increased Increased Permits Act 250 No No No No NEPA No CE CE CE 401 Water Quality No No No No 404 COE Permit No No No No Stream Alteration No No No No Stormwater Discharge No Yes Yes Yes Archaeology Phase IB No No No No Section 106/Historic No No No No Table 3. Alternatives Evaluation Matrix VT-100/Moscow Road Feasibility Study CLD Reference No

26 Alternatives Capacity Analyses Peak Hour Conditions Weekday AM Peak Weekday PM Peak Intersection LOS Delay Queue LOS Delay Queue VT-100/Moscow Road/Points N Rd 2036 Alt 1: No-Build Overall n/a 23 n/a 20 NB A A 9 25 SB A 8 0 A 9 0 Moscow Rd F F Points N D F Alt 2: NB Left Turn Lane Overall n/a 21 n/a 16 NB Thru/RT NB Left A A 9 25 SB Thru/RT A - - A - - SB Left A 8 0 A 9 0 Moscow Rd F F Points N D F Alt 3: Traffic Signal Overall A 10 B 12 NB Thru/RT A B 14 #386 NB Left A - 60 A 54 SB Thru/RT B A SB Left Moscow Rd B B Points N B 13 4 B Alt 4: Roundabout Overall B 13 C 22 NB B D SB C B Moscow Rd A A 9 25 Points N A 7 0 A 9 0 Notes: LOS = Level of Service Delay = Average intersection delay (seconds per vehicle) Queue 95 th percentile queue length, in feet (from Synchro) # 95th percentile volume exceeds capacity, queue may be longer Table 4. Traffic Analysis Summary VT-100/Moscow Road Feasibility Study CLD Reference No

27 6.0 Preferred Alternative The intersection alternatives and evaluation matrix were presented to the Stowe Selectboard on August 8, Following a discussion of the alternatives, the Selectboard selected the roundabout design, Alternative 4, as the Preferred Alternative. While the traffic signal, Alternative 3, results in a better Level of Service at a lower cost, it was the clear desire of the community to reduce speed through the intersection and reduce the number and severity of crashes. The Selectboard determined that the roundabout would provide a gateway into Stowe, provide the speed and crash reduction through the intersection that the community desires, and would meet the Purpose and Need of the project most effectively. VT-100/Moscow Road Feasibility Study CLD Reference No

28 Appendix A Traffic Counts and Growth Rates

29 Project: Location: Stowe VT Rte 100/Moscow Road Count location: W081 MM: AADT Year: 2015 Group: C Rural Primary/Secondary DHV =.1086*AADT+28 AADT DHV Growth rates: (2014 Red Book) Intersetion Turning Movement Counts Jun-15 Monthly Factor= (June) 2016 Average Month 2036 (Avg Month) AM Peak PM Midday PM Peak AM Peak PM Midday PM Peak AM Peak PM Midday PM Peak (7:45-8:30) (4:15-5:00) (7:45-8:30) (4:30-5:15) (7:45-8:30) (4:30-5:15) Waterbury SB LT Waterbury SB Thru Waterbury SB RT Moscow WB LT Moscow WB Thru Moscow WB RT Waterbury NB LT Waterburyt NB Thru Waterbury NB RT Points N EB Left Points N EB Thru Points N EB RT total

30

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42 Appendix B Capacity Analyses

43 2016 Existing Condition AM HCM 2010 TWSC 3: 9/13/2016 Intersection Int Delay, s/veh 5.5 Movement NBL NBT NBR SBL SBT SBR SEL SET SER NWL NWT NWR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Minor1 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach NB SB SE NW HCM Control Delay, s HCM LOS E C Minor Lane/Major Mvmt NBL NBT NBRNWLn1 SELn1 SBL SBT SBR Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A - C E A A - HCM 95th %tile Q(veh) Moscow Road 7:45 am 6/8/2016 Existing Condition Synchro 9 Report LCG Page 1 You created this PDF from an application that is not licensed to print to novapdf printer (

44 2016 Existing Condition PM HCM 2010 TWSC 3: 9/15/2016 Intersection Int Delay, s/veh 17.6 Movement NBL NBT NBR SBL SBT SBR SEL SET SER NWL NWT NWR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Minor1 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach NB SB SE NW HCM Control Delay, s HCM LOS F F Minor Lane/Major Mvmt NBL NBT NBRNWLn1 SELn1 SBL SBT SBR Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A - F F A A - HCM 95th %tile Q(veh) Moscow Road 4:30 pm 6/8/ PM No-Build Synchro 9 Report LCG Page 1 You created this PDF from an application that is not licensed to print to novapdf printer (

45 Alternative 1: No-Build 2036 AM HCM 2010 TWSC 3: 9/13/2016 Intersection Int Delay, s/veh 22.7 Movement NBL NBT NBR SBL SBT SBR SEL SET SER NWL NWT NWR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Minor1 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach NB SB SE NW HCM Control Delay, s HCM LOS F D Minor Lane/Major Mvmt NBL NBT NBRNWLn1 SELn1 SBL SBT SBR Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A - D F A A - HCM 95th %tile Q(veh) Moscow Road 7:45 am 6/8/ AM No-Build Synchro 9 Report LCG Page 1 You created this PDF from an application that is not licensed to print to novapdf printer (

46 Alternative 1: No-Build 2036 PM HCM 2010 TWSC 3: 9/15/2016 Intersection Int Delay, s/veh 20.2 Movement NBL NBT NBR SBL SBT SBR SEL SET SER NWL NWT NWR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Minor1 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach NB SB SE NW HCM Control Delay, s HCM LOS F F Minor Lane/Major Mvmt NBL NBT NBRNWLn1 SELn1 SBL SBT SBR Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A A - F F A A - HCM 95th %tile Q(veh) Moscow Road 4:30 pm 6/8/ PM No-Build Synchro 9 Report LCG Page 1 You created this PDF from an application that is not licensed to print to novapdf printer (

47 Alternative 2: NB Left Turn Lane 2036 AM HCM 2010 TWSC 3: 9/13/2016 Intersection Int Delay, s/veh 20.5 Movement NBL NBT NBR SBL SBT SBR SEL SET SER NWL NWT NWR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Minor1 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach NB SB SE NW HCM Control Delay, s HCM LOS F D Minor Lane/Major Mvmt NBL NBT NBRNWLn1 SELn1 SBL SBT SBR Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A - - D F A A - HCM 95th %tile Q(veh) Moscow Road 7:45 am 6/8/ AM Stop with NB left turn lane Synchro 9 Report LCG Page 1 You created this PDF from an application that is not licensed to print to novapdf printer (

48 Alternative 2: NB Left Turn Lane 2036 PM HCM 2010 TWSC 3: 9/15/2016 Intersection Int Delay, s/veh 16.2 Movement NBL NBT NBR SBL SBT SBR SEL SET SER NWL NWT NWR Lane Configurations Traffic Vol, veh/h Future Vol, veh/h Conflicting Peds, #/hr Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow Major/Minor Major1 Major2 Minor2 Minor1 Conflicting Flow All Stage Stage Critical Hdwy Critical Hdwy Stg Critical Hdwy Stg Follow-up Hdwy Pot Cap-1 Maneuver Stage Stage Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage Stage Approach NB SB SE NW HCM Control Delay, s HCM LOS F F Minor Lane/Major Mvmt NBL NBT NBRNWLn1 SELn1 SBL SBT SBR Capacity (veh/h) HCM Lane V/C Ratio HCM Control Delay (s) HCM Lane LOS A - - F F A A - HCM 95th %tile Q(veh) Moscow Road 4:30 pm 6/8/ PM Stop with NB left turn lane Synchro 9 Report LCG Page 1 You created this PDF from an application that is not licensed to print to novapdf printer (

49 Alternative 3: Traffic Signal 2036 AM Lanes, Volumes, Timings 3: 9/13/2016 Lane Group NBL NBT NBR SBL SBT SBR SEL SET SER NWL NWT NWR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) 0% 5% 0% 0% 1% 0% 2% 0% 0% 0% 0% 0% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(ft) Detector 2 Size(ft) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) Turn Type Perm NA Perm NA Perm NA NA Moscow Road 7:45 am 6/8/2016 Build Signal with NB left turn lane Synchro 9 Report LCG Page 1 You created this PDF from an application that is not licensed to print to novapdf printer (

50 Lanes, Volumes, Timings 3: 9/13/2016 Lane Group NBL NBT NBR SBL SBT SBR SEL SET SER NWL NWT NWR Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 60.0% 60.0% 60.0% 60.0% 40.0% 40.0% 40.0% 40.0% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) Recall Mode Min Min Min Min None None None None Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS A A B B B Approach Delay Approach LOS A B B B 90th %ile Green (s) th %ile Term Code Max Max Max Max Gap Gap Hold Hold 70th %ile Green (s) th %ile Term Code Hold Hold Gap Gap Gap Gap Hold Hold 50th %ile Green (s) th %ile Term Code Hold Hold Gap Gap Gap Gap Hold Hold 30th %ile Green (s) th %ile Term Code Dwell Dwell Dwell Dwell Gap Gap Hold Hold 10th %ile Green (s) th %ile Term Code Dwell Dwell Dwell Dwell Skip Skip Skip Skip Queue Length 50th (ft) Queue Length 95th (ft) Internal Link Dist (ft) Turn Bay Length (ft) 100 Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Moscow Road 7:45 am 6/8/2016 Build Signal with NB left turn lane Synchro 9 Report LCG Page 2 You created this PDF from an application that is not licensed to print to novapdf printer (

51 Lanes, Volumes, Timings 3: 9/13/2016 Area Type: Other Cycle Length: 60 Actuated Cycle Length: 42.3 Natural Cycle: 60 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.58 Intersection Signal Delay: 9.9 Intersection Capacity Utilization 79.7% Analysis Period (min) 15 90th %ile Actuated Cycle: th %ile Actuated Cycle: th %ile Actuated Cycle: th %ile Actuated Cycle: th %ile Actuated Cycle: 31.9 Intersection LOS: A ICU Level of Service D Splits and Phases: 3: Moscow Road 7:45 am 6/8/2016 Build Signal with NB left turn lane Synchro 9 Report LCG Page 3 You created this PDF from an application that is not licensed to print to novapdf printer (

52 Alternative 3: Traffic Signal 2036 PM Lanes, Volumes, Timings 3: 9/15/2016 Lane Group NBL NBT NBR SBL SBT SBR SEL SET SER NWL NWT NWR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) 0% 5% 0% 0% 1% 0% 2% 0% 0% 0% 0% 0% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(ft) Detector 2 Size(ft) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) Turn Type Perm NA Perm NA Perm NA Perm NA Moscow Road 4:30 pm 6/8/2016 Build Signal with NB left turn lane Synchro 9 Report LCG Page 1 You created this PDF from an application that is not licensed to print to novapdf printer (

53 Lanes, Volumes, Timings 3: 9/15/2016 Lane Group NBL NBT NBR SBL SBT SBR SEL SET SER NWL NWT NWR Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 60.0% 60.0% 60.0% 60.0% 40.0% 40.0% 40.0% 40.0% Maximum Green (s) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) Recall Mode Min Min Min Min None None None None Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS A B A B B Approach Delay Approach LOS B A B B Queue Length 50th (ft) Queue Length 95th (ft) 54 # Internal Link Dist (ft) Turn Bay Length (ft) 100 Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Area Type: Other Cycle Length: 60 Actuated Cycle Length: 49.1 Natural Cycle: 60 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.74 Intersection Signal Delay: 11.5 Intersection LOS: B Intersection Capacity Utilization 90.5% ICU Level of Service E Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Moscow Road 4:30 pm 6/8/2016 Build Signal with NB left turn lane Synchro 9 Report LCG Page 2 You created this PDF from an application that is not licensed to print to novapdf printer (

54 Lanes, Volumes, Timings 3: 9/15/2016 Queue shown is maximum after two cycles. Splits and Phases: 3: Moscow Road 4:30 pm 6/8/2016 Build Signal with NB left turn lane Synchro 9 Report LCG Page 3 You created this PDF from an application that is not licensed to print to novapdf printer (

55 Alternative 4: Roundabout AM HCM 2010 Roundabout Moscow Road 2036 AM Peak - Build - Roundabout 9/13/2016 Intersection Intersection Delay, s/veh 12.9 Intersection LOS B Approach NB SB SE NW Entry Lanes Conflicting Circle Lanes Adj Approach Flow, veh/h Demand Flow Rate, veh/h Vehicles Circulating, veh/h Vehicles Exiting, veh/h Follow-Up Headway, s Ped Vol Crossing Leg, #/h Ped Cap Adj Approach Delay, s/veh Approach LOS B C A A Lane Left Left Left Left Designated Moves LTR LTR LTR LTR Assumed Moves LTR LTR LTR LTR RT Channelized Lane Util Critical Headway, s Entry Flow, veh/h Cap Entry Lane, veh/h Entry HV Adj Factor Flow Entry, veh/h Cap Entry, veh/h V/C Ratio Control Delay, s/veh LOS B C A A 95th %tile Queue, veh Moscow Road 7:45 am 6/8/ AM Peak - Build - Roundabout Synchro 9 Report LCG Page 1 You created this PDF from an application that is not licensed to print to novapdf printer (

56 Alternative 4: Roundabout PM HCM 2010 Roundabout Moscow Road 2036 PM Peak - Build - Roundabout 9/15/2016 Intersection Intersection Delay, s/veh 22.1 Intersection LOS C Approach NB SB SE NW Entry Lanes Conflicting Circle Lanes Adj Approach Flow, veh/h Demand Flow Rate, veh/h Vehicles Circulating, veh/h Vehicles Exiting, veh/h Follow-Up Headway, s Ped Vol Crossing Leg, #/h Ped Cap Adj Approach Delay, s/veh Approach LOS D B A A Lane Left Left Left Left Designated Moves LTR LTR LTR LTR Assumed Moves LTR LTR LTR LTR RT Channelized Lane Util Critical Headway, s Entry Flow, veh/h Cap Entry Lane, veh/h Entry HV Adj Factor Flow Entry, veh/h Cap Entry, veh/h V/C Ratio Control Delay, s/veh LOS D B A A 95th %tile Queue, veh Moscow Road 4:30 pm 6/8/ PM Peak - Build - Roundabout Synchro 9 Report LCG Page 1 You created this PDF from an application that is not licensed to print to novapdf printer (

57 Appendix C Crash Data

58 Vermont Agency of Transportation Custom Report Report Run Date: 5/5/2016 4:21:42 PM From: 1/1/2011 To: 12/31/2015 County: Lamoille Town: Stowe Route; VT-100 Crash Type: All Crash Types Intersection of Vermont Route 100 and Moscow Road Date Time AOT Actual Mile Point Street Address Report Number Surface Condition AOT Route Posted Speed Light Crash Type Road Characteristics Road Condition Road Design Intersection With Road Group Dir. of Collision 7/10/2011 5:00:00 PM 0.86 VT Rte ST01922 Dry VT Daylight VT-100 ( /13/2012 6:13:00 PM ST02848 Dry VT Waterbury Road) Dark - Roadway Not Lighted VT /15/ :50:00 PM ST03120 Dry VT Daylight Waterbury Road VT-100 9/30/2013 5:19:00 PM ST02290 Dry VT Daylight Waterbury Road VT-100/Moscow 2/9/2014 2:04:00 PM ST Dry VT Daylight Rd Waterbury Rd, 9/19/2014 3:35:00 PM ST Dry VT Daylight Moscow Rd 1/2/2015 1:36:00 PM 0.87 Waterbury Rd 2015ST Wet VT Daylight 8/8/ :22:00 AM 0.85 Waterbury Rd 2015ST Dry VT VT /4/2015 7:37:00 AM ST VT Waterbury Rd Property Damage Only Property Damage Only Property Damage Only Property Damage Only Property Damage Only Property Damage Only Property Damage Only Property Damage Only Property Damage Only Four-way Intersection None Level Moscow Road Not at a Junction None Level Moscow Road T - Intersection None Level Moscow Road Not at a Junction None Level Moscow Road T - Intersection None Level Rt. 100 Not at a Junction None Level Moscow Rd Four-way Intersection None Level Moscow Rd Four-way Intersection None Level Moscow Rd & Points North Moscow Rd State System (State Highways and Class I TH links) State System (State Highways and Class I TH links) State System (State Highways and Class I TH links) State System (State Highways and Class I TH links) State System (State Highways and Class I TH links) State System (State Highways and Class I TH links) State System (State Highways and Class I TH links) State System (State Highways and Class I TH links) State System (State Highways and Class I TH links) Rear End Single Vehicle Crash Rear End Rear End Rear End Rear End Rear End No Turns, Thru moves only, Broadside ^< 0

59 Vermont Agency of Transportation Custom Report Report Run Date: 5/5/2016 4:21:42 PM From: 1/1/2011 To: 12/31/2015 County: Lamoille Town: Stowe Route; VT-100 Crash Type: All Crash Types Vermont Route 100 Section - mileage Date AOT Actual Time Street Address Report Number Mile Point Surface Condition AOT Route Posted Speed VT-100 (2625 2/14/2011 8:27:00 PM ST00489 Ice VT Waterbury Road) Light Dark - Roadway Not Lighted Crash Type Property Damage Only Road Characteristics Not at a Junction VT-100 (2858 3/21/2011 7:10:00 PM ST00851 Snow VT Dusk Property Damage Only Not at a Junction Waterbury Road) Road Condition Road Design Intersection With Road Group Dir. of Collision Road Surface Condition(wet, icy, snow, slush, etc) Road Surface Condition(wet, icy, snow, slush, etc) Level South Marshall Road State System (State Highways and Class I TH links) State System (State Highways and Class I TH links) Single Vehicle Crash Single Vehicle Crash 6/14/2011 4:01:00 PM 0.6 VT 100 (2703 Waterbury Road) 11ST01618 Dry VT Daylight Property Damage Only Not at a Junction None Up / Down Hill 6/21/2011 5:28:00 PM 0.66 VT 100 (2625 Waterbury Road) 11ST01690 Dry VT Daylight Property Damage Only Not at a Junction None Level 8/5/2011 3:30:00 PM 0.67 Vt 100 (2618 Waterbury Road) 11ST02244 Dry VT Daylight Property Damage Only Driveway None Level 9/24/2011 4:32:00 PM 0.63 VT-100 (2625 Waterbury Road) 11ST02785 Dry VT Daylight Property Damage Only Not at a Junction None Up / Down Hill 9/30/2011 4:32:00 PM 0.74 VT 100 (2600 Waterbury Road) 11ST02949 Dry VT Daylight Property Damage Only Not at a Junction None Level State System (State Highways and Class I TH links) State System (State Highways and Class I TH links) State System (State Highways and Class I TH links) State System (State Highways and Class I TH links) State System (State Highways and Class I TH links) Same Direction Sideswipe Rear End Rear End Rear End Single Vehicle Crash VT-100 ( /13/2013 7:50:00 AM ST02959 Snow VT Injury Not at a Junction Waterbury Road) Road Surface Condition(wet, icy, snow, slush, etc) Level State System (State Highways and Class I TH links) Head On 2/10/2014 9:48:00 AM Waterbury Rd 2014ST VT Property Damage Only State System (State Highways and Class I TH links) 12/16/2015 1:04:00 PM 0.63 Waterbury Rd 2015ST Dry VT Injury Not at a Junction None Level North Marshall Rd State System (State Highways and Class I TH links) Single Vehicle Crash

60 Appendix D Formal High Crash Location Report Excerpt

61 Vermont Agency of Transportation Statewide Sections - Route Log Order /2 - Statewide Years: H.C.L No. PDO Critical Actual Ratio Severity Index /3. Route System Town Mileage ADT Years Crashes Fatalities Injuries Crashes Rate Rate Actual/Critical ($/Accident/1.) 363 VT-100 Minor Arterial (r) Wilmington $8, VT-100 Minor Arterial (r) Wilmington $21, VT-100 Minor Arterial (r) Wilmington $26, VT-100 Minor Arterial (r) Wilmington, Dover $33, VT-100 Minor Arterial (r) Dover $73, VT-100 Minor Arterial (r) Dover $25, VT-100 Minor Arterial (r) Dover $29, VT-100 Minor Arterial (r) Dover $20, VT-100 Minor Arterial (r) Stratton, Wardsboro $50, VT-100 Minor Arterial (r) Wardsboro $52, VT-100 Minor Arterial (r) Jamaica $36, VT-100 Minor Arterial (r) Londonderry $8, VT-100 Minor Arterial (r) Londonderry $8, VT-100 Minor Arterial (r) Weston $18,900 # 45 VT-100 Minor Arterial (r) Ludlow $8, VT-100 Minor Arterial (r) Killington $8, VT-100 Minor Arterial (r) Waterbury $23, VT-100 Minor Arterial (r) Stowe $18, VT-100 Minor Arterial (r) Stowe $19, VT-100 Minor Arterial (r) Stowe $13,567 # 17 VT-100 Minor Arterial (r) Stowe $10, VT-100 Minor Arterial (r) Stowe $15,900 48

62 Appendix E VTrans Traffic Signal and Turn Lane Warrants

63

64 Appendix F 2016 Turn Lane and Traffic Signal Warrant Analysis

65 Project: Location: Stowe VT Rte 100/Moscow Road Count location: W081 MM: AADT Year: 2015 Group: C Rural Primary/Secondary DHV =.1086*AADT+28 AADT DHV Growth rates: (2014 Red Book) Intersetion Turning Movement Counts Jun-15 Monthly Factor= (June) 2016 Average Month 2036 (Avg Month) AM Peak PM Midday PM Peak AM Peak PM Midday PM Peak AM Peak PM Midday PM Peak (7:45-8:45) (4:15-5:15) (7:45-8:30) (4:30-5:15) (7:45-8:30) (4:30-5:15) Waterbury SB LT Waterbury SB Thru Waterbury SB RT Moscow WB LT Moscow WB Thru Moscow WB RT Waterbury NB LT Waterburyt NB Thru Waterbury NB RT Points N EB Left Points N EB Thru Points N EB RT total

66 2016 EXISTING VOLUMES = 2011 counts Redbook Regression Group C = 0 growth Traffic Signal Warrants - Moscow Road/VT 100 Moscow Road/VT 100 STOWE, VT CLD No EM/LG 85th Percentile > 40 mph? N Population < 10,000 people? Y Population in 2010 = 4,314 Warrant 1 - One of the Following Conditions Must Be Met for 8 of 8 hours (Table 4C-1) Condition A: Minimum Vehicular Volume (100%/70%) Minimum ATR DATA Street Lanes Volume 6:00 AM 7:00 AM 8:00 AM 9:00 AM 10:00 AM 11:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM Major Minor # Hrs Met? 7 NO YES YES NO NO NO NO YES YES YES YES YES Condition B: Interruption of Continuous Traffic (100%/70%) Minimum ATR DATA Street Lanes Volume 6:00 AM 7:00 AM 8:00 AM 9:00 AM 10:00 AM 11:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM Major Minor # Hrs Met? 12 YES YES YES YES YES YES YES YES YES YES YES YES Result: MET Combination of Conditions A and B (80%/56%) Condition A Minimum ATR DATA Street Lanes Volume 6:00 AM 7:00 AM 8:00 AM 9:00 AM 10:00 AM 11:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM Major Minor # Hrs Met? 11 NO YES YES YES YES YES YES YES YES YES YES YES Condition B Minimum ATR DATA Street Lanes Volume 6:00 AM 7:00 AM 8:00 AM 9:00 AM 10:00 AM 11:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM Major Minor # Hrs Met? 12 YES YES YES YES YES YES YES YES YES YES YES YES Result: MET Warrant 2 - Four Hour Volumes (must be met for 4 of 8 hours) Minimum ATR DATA Street Lanes Volume 6:00 AM 7:00 AM 8:00 AM 9:00 AM 10:00 AM 11:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM Major 1 Fig. 4C-1 / 4C Minor 1 Fig. 4C-1 / 4C # Hrs Met? 11 NO YES YES YES YES YES YES YES YES YES YES YES Result: MET Warrant 3 - Peak Hour Volume (must be met for 1 of 8 hours) Minimum ATR DATA Street Lanes Volume 6:00 AM 7:00 AM 8:00 AM 9:00 AM 10:00 AM 11:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM Major 1 Fig. 4C-3 / 4C Minor 1 Fig. 4C-3 / 4C # Hrs Met? 6 NO YES YES NO NO NO NO NO YES YES YES YES Result: MET 1 MUTCD (2009) Signal Warrants 9/15/2016

67 2036 DESIGN VOLUMES Traffic Signal Warrants - Moscow Road/VT 100 Moscow Road/VT 100 STOWE, VT CLD No EM/LG 85th Percentile > 40 mph? N Population < 10,000 people? Y Population in 2010 = 4,314 Warrant 1 - One of the Following Conditions Must Be Met for 8 of 8 hours (Table 4C-1) Condition A: Minimum Vehicular Volume (100%/80%) Minimum ATR DATA Street Lanes Volume 6:00 AM 7:00 AM 8:00 AM 9:00 AM 10:00 AM 11:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM Major Minor # Hrs Met? 7 NO YES YES NO NO NO NO YES YES YES YES YES Condition B: Interruption of Continuous Traffic (100%/80%) Minimum ATR DATA Street Lanes Volume 6:00 AM 7:00 AM 8:00 AM 9:00 AM 10:00 AM 11:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM Major Minor # Hrs Met? 12 YES YES YES YES YES YES YES YES YES YES YES YES Result: MET Combination of Conditions A and B (80%/56%) Condition A Minimum ATR DATA Street Lanes Volume 6:00 AM 7:00 AM 8:00 AM 9:00 AM 10:00 AM 11:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM Major Minor # Hrs Met? 11 NO YES YES YES YES YES YES YES YES YES YES YES Condition B Minimum ATR DATA Street Lanes Volume 6:00 AM 7:00 AM 8:00 AM 9:00 AM 10:00 AM 11:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM Major Minor # Hrs Met? 12 YES YES YES YES YES YES YES YES YES YES YES YES Result: MET Warrant 2 - Four Hour Volumes (must be met for 4 of 8 hours) Minimum ATR DATA Street Lanes Volume 6:00 AM 7:00 AM 8:00 AM 9:00 AM 10:00 AM 11:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM Major 1 Fig. 4C-1 / 4C Minor 1 Fig. 4C-1 / 4C # Hrs Met? 11 NO YES YES YES YES YES YES YES YES YES YES YES Result: MET Warrant 3 - Peak Hour Volume (must be met for 1 of 8 hours) Minimum ATR DATA Street Lanes Volume 6:00 AM 7:00 AM 8:00 AM 9:00 AM 10:00 AM 11:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM Major 1 Fig. 4C-3 / 4C Minor 1 Fig. 4C-3 / 4C # Hrs Met? 6 NO YES YES NO NO NO NO NO YES YES YES YES Result: MET 1 MUTCD (2009) Signal Warrants 9/15/2016

68 2016 EXISTING VOLUMES = 2011 counts Redbook Regression Group C = 0 growth Traffic Signal Warrants - Moscow Road/VT 100 Moscow Road/VT 100 STOWE, VT CLD No EM/LG 85th Percentile > 40 mph? N Population < 10,000 people? N Population in 2010 = 4,314 Warrant 1 - One of the Following Conditions Must Be Met for 8 of 8 hours (Table 4C-1) Condition A: Minimum Vehicular Volume (100%/70%) Minimum ATR DATA Street Lanes Volume 6:00 AM 7:00 AM 8:00 AM 9:00 AM 10:00 AM 11:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM Major Minor # Hrs Met? 4 NO NO YES NO NO NO NO NO NO YES YES YES Condition B: Interruption of Continuous Traffic (100%/70%) Minimum ATR DATA Street Lanes Volume 6:00 AM 7:00 AM 8:00 AM 9:00 AM 10:00 AM 11:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM Major Minor # Hrs Met? 8 NO YES YES NO NO NO YES YES YES YES YES YES Result: MET Combination of Conditions A and B (80%/56%) Condition A Minimum ATR DATA Street Lanes Volume 6:00 AM 7:00 AM 8:00 AM 9:00 AM 10:00 AM 11:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM Major Minor # Hrs Met? 6 NO YES YES NO NO NO NO NO YES YES YES YES Condition B Minimum ATR DATA Street Lanes Volume 6:00 AM 7:00 AM 8:00 AM 9:00 AM 10:00 AM 11:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM Major Minor # Hrs Met? 11 NO YES YES YES YES YES YES YES YES YES YES YES Result: NOT MET Warrant 2 - Four Hour Volumes (must be met for 4 of 8 hours) Minimum ATR DATA Street Lanes Volume 6:00 AM 7:00 AM 8:00 AM 9:00 AM 10:00 AM 11:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM Major 1 Fig. 4C-1 / 4C Minor 1 Fig. 4C-1 / 4C # Hrs Met? 6 NO YES YES NO NO NO NO NO YES YES YES YES Result: MET Warrant 3 - Peak Hour Volume (must be met for 1 of 8 hours) Minimum ATR DATA Street Lanes Volume 6:00 AM 7:00 AM 8:00 AM 9:00 AM 10:00 AM 11:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM Major 1 Fig. 4C-3 / 4C Minor 1 Fig. 4C-3 / 4C # Hrs Met? 2 NO NO NO NO NO NO NO NO NO NO YES YES Result: MET 1 MUTCD (2009) Signal Warrants 9/15/2016

69 2036 DESIGN VOLUMES Traffic Signal Warrants - Moscow Road/VT 100 Moscow Road/VT 100 STOWE, VT CLD No EM/LG 85th Percentile > 40 mph? N Population < 10,000 people? Y Population in 2010 = 4,314 Warrant 1 - One of the Following Conditions Must Be Met for 8 of 8 hours (Table 4C-1) Condition A: Minimum Vehicular Volume (100%/80%) Minimum ATR DATA Street Lanes Volume 6:00 AM 7:00 AM 8:00 AM 9:00 AM 10:00 AM 11:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM Major Minor # Hrs Met? 7 NO YES YES NO NO NO NO YES YES YES YES YES Condition B: Interruption of Continuous Traffic (100%/80%) Minimum ATR DATA Street Lanes Volume 6:00 AM 7:00 AM 8:00 AM 9:00 AM 10:00 AM 11:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM Major Minor # Hrs Met? 12 YES YES YES YES YES YES YES YES YES YES YES YES Result: MET Combination of Conditions A and B (80%/56%) Condition A Minimum ATR DATA Street Lanes Volume 6:00 AM 7:00 AM 8:00 AM 9:00 AM 10:00 AM 11:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM Major Minor # Hrs Met? 11 NO YES YES YES YES YES YES YES YES YES YES YES Condition B Minimum ATR DATA Street Lanes Volume 6:00 AM 7:00 AM 8:00 AM 9:00 AM 10:00 AM 11:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM Major Minor # Hrs Met? 12 YES YES YES YES YES YES YES YES YES YES YES YES Result: MET Warrant 2 - Four Hour Volumes (must be met for 4 of 8 hours) Minimum ATR DATA Street Lanes Volume 6:00 AM 7:00 AM 8:00 AM 9:00 AM 10:00 AM 11:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM Major 1 Fig. 4C-1 / 4C Minor 1 Fig. 4C-1 / 4C # Hrs Met? 11 NO YES YES YES YES YES YES YES YES YES YES YES Result: MET Warrant 3 - Peak Hour Volume (must be met for 1 of 8 hours) Minimum ATR DATA Street Lanes Volume 6:00 AM 7:00 AM 8:00 AM 9:00 AM 10:00 AM 11:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM Major 1 Fig. 4C-3 / 4C Minor 1 Fig. 4C-3 / 4C # Hrs Met? 6 NO YES YES NO NO NO NO NO YES YES YES YES Result: MET 1 MUTCD (2009) Signal Warrants 9/15/2016

70 Opposing Volume (V O ), veh/h VT 100 Moscow Rd 2016 AM Peak Figure 2-5. Guideline for determining the need for a major-road left-turn bay at a two-way stop-controlled intersection. 2-lane roadway (English) INPUT Variable 85 th percentile speed, mph: Percent of left-turns in advancing volume (V A ), %: Advancing volume (V A ), veh/h: Opposing volume (V O ), veh/h: Value 40 27% Left-turn treatment warranted. OUTPUT Variable Limiting advancing volume (V A ), veh/h: Guidance for determining the need for a major-road left-turn bay: Left-turn treatment warranted. Value Left-turn treatment not warranted Advancing Volume (V A ), veh/h CALIBRATION CONSTANTS Variable Average time for making left-turn, s: Critical headway, s: Average time for left-turn vehicle to clear the advancing lane, s: Value

71 Opposing Volume (V O ), veh/h VT 100 Moscow Rd 2016 PM Peak Figure 2-5. Guideline for determining the need for a major-road left-turn bay at a two-way stop-controlled intersection. 2-lane roadway (English) INPUT Variable 85 th percentile speed, mph: Percent of left-turns in advancing volume (V A ), %: Advancing volume (V A ), veh/h: Opposing volume (V O ), veh/h: Value 40 17% Left-turn treatment warranted. OUTPUT Variable Limiting advancing volume (V A ), veh/h: Guidance for determining the need for a major-road left-turn bay: Left-turn treatment warranted. Value Left-turn treatment not Advancing Volume (V A ), veh/h CALIBRATION CONSTANTS Variable Average time for making left-turn, s: Critical headway, s: Average time for left-turn vehicle to clear the advancing lane, s: Value

72 Appendix G Natural Resource Assessments

73 55 Leroy Rd, Suite 15 Williston, VT Tel: Fax: August 2 nd, 2016 Nicole Fox CLD Consulting Engineers 540 Commercial Street Manchester, NH Re: Stowe: Moscow Road and West Hill Road Intersections with VT 100 Natural Resource Assessment Dear Ms. Fox: Thank you for selecting EIV Technical Services (EIV) to support your feasibility analysis at the Moscow Road and VT 100 as well as the West Hill Road and VT 100 intersections in Stowe, VT. EIV completed a review of the Vermont Agency of Natural Resources (VT ANR) database and a site visit to identify any sensitive environmental resources within the project area. Below is a summary of our findings by resource classification; Topography, Geology and Hydrologic Resources The two intersections on VT RT 100 are located within the Little River watershed. The watershed size is 112 square miles and is the within the greater Winooski River Basin. The Little River, listed as a stressed River by the Vermont Agency of Natural Resources, headwaters in Mount Mansfield near the border of Stowe and Morristown. The Little River flows approximately 21 miles to its outlet at the Winooski River, before draining to Lake Champlain. The majority of the Little River watershed is forested but contains smaller sectors of agricultural land, developed urban land, water and wetland as well. The most concentrated areas of development are at the intersection of Mountain Road and VT Route 100 in Stowe as well as downtown Waterbury. There are four geological formations within the watershed. The Hazens Notch Formation and the Stowe Formation comprise the bedrock underlying the watershed. The Hazens Notch Formation is primarily composed of carbonaceous and non-carbonaceous schist while the Stowe Formation, located in the eastern part of the watershed, consists of quartz and chlorite phyllite, schist, granular white quartz, greenstone, and amphibolite rocks. The western part of the region in the Underhill Formation is a silvery, gray-green schist with segregations of granular white quartz. Located between the Stowe Formation and the Hazens Notch is the Ottauquechee Formation which is composed of black carbonaceous phyllite or schist.

74 55 Leroy Rd, Suite 15 Williston, VT Tel: Fax: According to the Natural Resource Conservation Service (NRCS) the Little River watershed contains a variety of soils, but is predominantly glacial till. Moscow Road: At the intersection, the local soils are Group C and D. The primary soil is Salmon variant-salmon very fine sandy loams (Group C) at 8 to 15 percent slopes. West Hill Road: At the intersection of West Hill Road, the soils are Group B and D. The primary soil is composed of Adams loamy fine sand (Group B) at 2 to 8 percent slopes. Wetlands There are no wetlands present within the location of the proposed project limits at either intersection of VT Route 100. However, there is are mapped Class 2 wetland located nearby each intersection: Moscow Road: Located approximately 500 feet west of the intersection there is a Class 2 wetland that encompasses 6.25 acres. Additionally, there is a small stream that flows through a culvert that feeds into the class 2 wetland near the Moscow Meadows residential development but outside of the buffer zone of the design alternatives. West Hill Road: At the closest reach, the wetland is located approximately 400 feet north-west of the intersection there is a Class 2 wetland that encompasses acres. Wildlife and Wildlife Habitat Moscow Road: A acre deer wintering area occurs to the east of the intersection at Moscow Road and VT Route 100 but is located outside of the project limits. Large Pinus strobus (Eastern White Pine) and Populus deltoides (Cottonwood) line the road in the northeastern corner. Additionally, there is a meadow on the northwestern side of the intersection that consists of young planted Picea abies (Norway Spruce) trees. There is no indication of invasive species located within the projected work zone. There were no signs of nesting songbirds in the meadow at the time of the site visit in July 2016.

75 55 Leroy Rd, Suite 15 Williston, VT Tel: Fax: Image A Image B Image A: The planted Picea abies trees planted on the Northwest corner of the intersection. Image B: The large Pinus strobus trees along the Northeast corner of the intersection. West Hill Road: The Intersection of West Hill Road and VT 100 in the town of Stowe consists of agricultural land, commercial businesses, residential housing and hardwood forest. There is a private residence that is located at the intersection with a field of vegetable crops bordering the mapped wetlands located off West Hill Road. Shaws is located in the western corner of the intersection. On the southeastern side of VT Route 100, there is a mountainous forested area with evidence of stormwater and snow runoff flowing towards the Class 2 wetland. The plant species on the slope primarily consist of White Ash, White Pine, Shrub Willows, Apple, Black Elderberries, Raspberry, and Joe Pye weed. There are several large Silver maple trees that line the road around the residential houses that could be potential bat roosting sites.

76 55 Leroy Rd, Suite 15 Williston, VT Tel: Fax: Image A Image B Image A: Vegetable field at residence located along West Hill Road. Image B: Large Silver Maples along Route 100 in front of residential houses, potential bat habitat. Rare, Threatened, and Endangered Species (RTE) & Wildlife Habitat No RTE species or protected wildlife habitat were found within the project limits of either intersection. The Vermont Agency of Natural Resources did not specify either site as a potential Indiana bat hibernacula or within the summer range of the Indiana bat. Agricultural Land No primary agricultural soils were identified within the project areas. Public Land and Conservation Areas There are no public or conserved lands within the immediate project area. West Hill Road: The town of Stowe owns approximately 30 acres of protected land across VT Route 100 immediately east of the intersection of West Hill Road. The parcel requires permanent protection from conversion of the natural land cover.

77 55 Leroy Rd, Suite 15 Williston, VT Tel: Fax: Hazardous Waste There are no hazardous waste sites, hazardous waste site generators, or underground storage tanks known to exist within the immediate project area. Other Moscow Road: Salvas Paving, located approximately 375 feet north of the intersection, is listed as a hazardous waste generator. Additionally, there is an operating underground storage tank on the Salvas Paving property. West Hill Road: Shaws is listed as a hazardous waste generator, which is located approximately 250 feet west of the intersection. West Hill Road: A well belonging to Shaws is located approximately 200 feet southwest of the intersection. According to the Vermont Natural Resources Atlas, the well has a six inch casing and is 300 feet deep. Feel free to contact me with any questions regarding our findings, Best Regards, Emmalee Cherington, CPESC Environmental Engineer

78 Moscow Road and VT 100 Intersection Vermont Agency of Natural Resources vermont.gov LEGEND Vernal Pools Confirmed AE/V Vernal Pools Unconfirmed AE Wetland Projects Wetlands - VSWI Class 1 Wetland Class 2 Wetland Wetlands Advisory Layer DFIRM Floodways Special Flood Hazard Areas (A Counties) Landfills AE (1-percent annual chance floodp A (1-percent annual chance floodpla AO (1-percent annual chance zone feet) 0.2-percent annual chance flood ha OPERATING CLOSED 7,497 Hazardous Site Hazardous Waste Generators Brownfields Underground Storage Tank (wo Rare Threatened Endangered Threatened or Endangered Rare Significant Natural Community Uncommon Species and Other Animal 1: 5,248 March 8, 2016 NOTES WGS_1984_Web_Mercator_Auxiliary_Sphere Vermont Agency of Natural Resources Meters 1" = 437 Ft. 1cm = 52 Meters THIS MAP IS NOT TO BE USED FOR NAVIGATION DISCLAIMER: This map is for general reference only. Data layers that appear on this map may or may not be accurate, current, or otherwise reliable. ANR and the State of Vermont make no representations of any kind, including but not limited to, the warranties of merchantability, or fitness for a particular use, nor are any such warranties to be implied with respect to the data on this map. Map created using ANR's Natural Resources Atlas

79 W. Hill Road and VT 100 Intersection Vermont Agency of Natural Resources vermont.gov LEGEND 303(d) List of Impaired Lakes a 303(d) List of Impaired Streams Vernal Pools Confirmed AE/V Vernal Pools Unconfirmed AE Wetlands - VSWI Class 1 Wetland Class 2 Wetland Wetlands Advisory Layer Point features <all other values> Existing Abandoned Potential Proposed Linear Features <all other values> Existing Abandoned Potential Proposed Area Features <all other values> 6,931 Abandoned Existing Potential Proposed DFIRM Floodways 1: 4,852 March 8, 2016 Special Flood Hazard Areas (A NOTES WGS_1984_Web_Mercator_Auxiliary_Sphere Vermont Agency of Natural Resources Meters 1" = 404 Ft. 1cm = 49 Meters THIS MAP IS NOT TO BE USED FOR NAVIGATION DISCLAIMER: This map is for general reference only. Data layers that appear on this map may or may not be accurate, current, or otherwise reliable. ANR and the State of Vermont make no representations of any kind, including but not limited to, the warranties of merchantability, or fitness for a particular use, nor are any such warranties to be implied with respect to the data on this map. Map created using ANR's Natural Resources Atlas

80 Appendix H Archeological and Historical Assessment Letter

81 July 27, 2016 Elise H. Manning-Sterling Hartgen Archeological Associates, Inc. P.O. Box 81 Putney, Vermont Jacqueline Dagesse, PMP EIV Technical Services 55 Leroy Rd. Suite 15 Williston, Vermont p c Subject: Stowe Intersection Design Feasibility Study VT 100-West Hill Road and VT 100-Moscow Road Intersections Town of Stowe, Lamoille County Archeological and Historical Assessment Letter Dear Jacquie, Hartgen Archeological Associates, Inc. (Hartgen) was retained to conduct an archeological and historical assessment for the proposed Stowe Intersection Design Feasibility Studies. The Lamoille County Regional Planning Commission (LCRPC) is proposing to complete two feasibility studies that will focus on the intersections of VT West Hill Road and VT 100 Moscow Road, both located in the Town of Stowe, Lamoille County, Vermont. Recent project plans have been drafted which include four alternatives for each of the two intersections. Upgrades to the intersections include the possible addition of turn lane(s), improved signage, realignment and/or the installation of a traffic signal or roundabout. The goal of the studies is to determine how to improve circulation and safety for all modes of transportation utilizing these roads without unduly impacting the aesthetics of the area.

82 Stowe Intersection Design Feasibility Study VT 100-West Hill Road and VT 100-Moscow Road Intersections Town of Stowe, Lamoille County, Vermont Archeological and Historical Assessment Letter 2 The primary objective of this assessment is to identify areas of archeological and historical sensitivity based on environmental factors, known site information and historical documentation for the project Area of Potential Effects (APE). Background research included study of historical maps, archaeological site files and reports, National Register (NR) and State Register (SR) files. A site visit was made by archeologist Elise Manning Sterling on July 15, 2016 to observe and photograph existing conditions of the areas adjacent to the two road intersection project areas which allowed the study of topography, historic and modern features, historic structures and the identification of areas of ground disturbance. The following archeological and historical assessments are based upon preliminary plans by CLD Consulting Engineers, undated, but made available on July 26, Route 100 and Moscow Road Intersection The intersection of Moscow Road and Route 100 is characterized as a heavily utilized rural crossroads located south of the Town of Stowe. To the southwest of the road intersection, the terrain slopes down to a lower level overlooking a tributary of the Little River. The northwest corner of the intersection is a work lot that has been impacted by earthmoving activities, and presently contains a driveway and parking area surrounded to the south by large blocks of granite and other stone and construction materials. Further to the north, on the west side of Route 100, a mid-19 th century house is situated on an extensive grass lawn. Directly across the road (Route 100) from the residence, are associated farm outbuildings. Further to the south, at the northeast corner of the intersection, a Christmas tree farm has been established on upward sloping terrain. Finally, the southeast corner of the Route 100-Moscow Road intersection is characterized as sloping and hummocky terrain, some portions of which have been disturbed by earthmoving activities for drainage and road construction. Archeological Assessment The northwest, northeast and southeast corners of the Route 100 Moscow Road intersection are not considered to be archeologically sensitive due to slope or previous disturbance. The terrace located at the southwest corner of the road intersection is considered to be archeological sensitive for precontact resources based on the presence of level terrain adjacent to a small stream, located near its confluence with the Little River. This terrace is situated at a lower elevation than the road base of Moscow Road and Route 100. It does not appear that any of the four alternatives will impact this terrace. However, if there are any project plans that will cause ground disturbance to this landform, including use as staging area, then further archeological study may be required. Historical Assessment One vernacular wood-frame dwelling dating to c with associated agricultural outbuildings located across VT Route 100 to the southeast will be directly impacted by three of the four alternatives proposed. The no-build option (Alternative 1) results in no impacts to historic resources. Alternatives 2 and 3 result in no adverse effects to the property located on both sides of

83 Stowe Intersection Design Feasibility Study VT 100-West Hill Road and VT 100-Moscow Road Intersections Town of Stowe, Lamoille County, Vermont Archeological and Historical Assessment Letter 3 VT Route 100, to the east of the proposed upgraded intersection, despite their expansion of the right-of-way (that is, the project area of potential effect) into that property. Alternative 4, a roundabout, appears to propose a smaller taking from this property. None of these alternatives will remove historic plantings, structures or landscape elements. Route 100 and West Hill Road Intersection The West Hill Road and Route 100 project area is characterized as a very busy intersection at the north end of the Town of Stowe. Along the east side of Route 100, the terrain consists of a drainage gully with tall undergrowth leading eastward to a wooded upward slope. To the southwest of the road intersection, the terrain slopes steeply down a modified embankment to the Shaw s grocery store parking lot. The entire southwest quadrant of the intersection has been modified by landscaping on the slope and paving of the parking lot. On the northwest corner of the intersection is a mid-19 th century residence situated on a parcel of land which slopes downward to the west. Situated several hundred feet to the west of the residence, are two large, early 20 th -century chicken manufactories. Archeological Assessment The east side of Route 100, and the southwest corner of the West Hill Road and Route 100 intersection are not considered to be archeologically sensitive due to slope or previous disturbance. The historic house lot and associated chicken farming structures located at the northwest corner of the intersection, and along the north side of West Hill Road are considered to be archeologically sensitive for historic resources. The proposed Alternatives 1-3 will not impact any of these historic resources. Alternative 4, which proposes a roundabout and a realignment of West Hill Road will significantly impact the historic resources by removal of the residence and a chicken house structure, as well as disturbance to the backyard of the farmhouse. From an archeological viewpoint, Alternatives 1-3 are the preferred plans. If Alternative 4 is chosen, further archeological study will likely be required. Historical Assessment A mid-19th century wood-frame vernacular farmhouse with an extensive group of associated agricultural outbuildings related to its occupation as a chicken farm in the early 20th century is located immediately adjacent, to the north and west of the project APE. The no-build option (Alternative 1) results in no impacts to historic resources. Alternatives 2 and 3 do not appear to include direct impacts to this property; there are no indications on the project plans of expansion of the right-of-way onto the property. Alternative 4 would result in an adverse effect on the property inasmuch as it includes the removal of the farmhouse and two outbuildings, including a large chicken barn, realigning the intersection to occupy their present sites.

84 Stowe Intersection Design Feasibility Study VT 100-West Hill Road and VT 100-Moscow Road Intersections Town of Stowe, Lamoille County, Vermont Archeological and Historical Assessment Letter 4 If you have any questions about this assessment, please contact me at emanning@hartgen.com or Sincerely yours, Elise Manning-Sterling Project Manager

85 Appendix I Local Concerns Meeting Minutes

86 540 Commercial Street Manchester, NH (603) Fax: (603) New Hampshire Vermont Maine TO: FROM: File Nicole Fox, P.E. DATE: June 13, 2016 RE: Lamoille County Planning Commission Stowe Intersections Feasibility Studies CLD Reference No SUBJECT: LOCATION: ATTENDEES: Local Concerns Meeting Stowe Arena, 350 Park Street Rob Moore Lamoille County Planning Commission Tom Jackman Town of Stowe Charles Safford Town Manager Willie Noyes Selectboard Chair Lisa Hagerty Selectboard Vice Chair Adam Davis Selectboard Billy Adams Selectboard Patricia Shedd CLD Consulting Engineers Nicole Fox CLD Consulting Engineers See Attached Sign In Sheet for List of Additional Attendees MEETING MINUTES 1. Welcome and Introductions Patricia Shedd began the meeting with a brief explanation of the two projects and introductions of the project team. She explained that CLD is conducting two separate scoping studies in tandem for the Lamoille County Planning Commission (LCPC) in the Town of Stowe. The studies are for improvements to the intersections of VT 100 and Moscow Road and VT 100 and West Hill Road. The project team consists of: Rob Moore, LCPC Project Manager Tom Jackman, Stowe Planning Director Chris Jolly, Stowe Public Works Patricia Shedd, CLD Project Manager Nicole Fox, CLD Project Engineer Stowe Intersections Final LCM Mtg Notes.docx

87 Memorandum to File CLD Reference No June 13, 2016 Page Background and Project Process Nicole Fox continued with an explanation of the background of the project and an explanation of the project process. She stated that the LCPC had initiated the project in collaboration with the Town of Stowe and hired CLD to conduct the studies. She explained that the purpose of the Local Concerns Meeting is to gather feedback from stakeholders on their issues and concerns about the intersections and to hear their ideas for improvements. The studies will follow VTrans Project Development Process, which consists of three phases, Project Definition, Project Design and Construction. The scoping studies will meet the requirements of the Project Definition Phase. This phase includes the Local Concerns Meeting, developing a Purpose & Need Statement, alternatives development, an Alternatives Presentation Meeting, and development of a Feasibility Report and a conceptual design. Nicole explained that the project had begun in May of 2016, would have an Alternatives Presentation Meeting in August and will conclude with Final Feasibility Reports in October VT 100 and Moscow Road Patricia then began the discussion of the Moscow Road intersection with some intersection photographs and an existing conditions plan. She explained that VTrans has a paving project in design that will come through this intersection. In conjunction with the paving project VTrans conducted warrants for both a VT 100 northbound left turn lane and a traffic signal at this intersection and found that both were warranted. The discussion was opened to the public for stakeholders to express their concerns and suggestions. Community input is summarized below a. Safety: Many members of the public and the Selectboard expressed concern that the current layout and operation of the intersection is dangerous. Northbound through vehicles on VT 100 will bypass vehicles waiting to turn left onto Moscow Road on the shoulder, making turning left from Moscow Road both difficult and dangerous. In addition, the width of the throat of Moscow Road allows right turning vehicles to pull up next to vehicles waiting to turn left and further impede sight distance. The speed limit through the intersection is 40 mph, but increases to 50 mph just south of the intersection and due to the location of the sign, the consensus was that most drivers accelerate to 50 mph before the intersection, further contributing to the safety problems. A written comment received from Robin Pierson stated that the northbound VT 100 warning sign for the reduced speed is poorly located and inadequate Stowe Intersections Final LCM Mtg Notes.docx

88 Memorandum to File CLD Reference No June 13, 2016 Page - 3 Some members of the public expressed concern about the frequency of crashes and near-misses at this intersection. One member of the public brought large scale photographs of right angle and head on crashes that have occurred at this location. Members of the Selectboard mentioned that both general traffic and truck traffic have increased significantly in the past several years in part due to the opening of the Morrisville Bypass in b. Roundabout: There was a near unanimous opinion that a roundabout would be the solution supported by both the public and Town officials, including the Selectboard, police chief, and member of the planning commission. There were several comments that people liked that roundabouts are efficient and allow traffic to move continually through the intersection. Others expressed enthusiasm for the fact that a roundabout would force traffic to slow through the area. A member of the community expressed concern about the potential for driver confusion at a roundabout due to the number of tourists who visit the area who may be unfamiliar with how to navigate that type of intersection. Another member of the public noted that while the new roundabout in Waterbury seems to be working efficiently, the roundabout in Morristown sometimes experiences backups and delays. Rob Moore responded that the LCPC has started to look into the operation of this roundabout. He said that there seems to be something related to the traffic patterns of the specific businesses located at the roundabout in Morristown that are unusual and contribute to the backups. He noted that there are also businesses at the roundabout in Waterbury and it does not experience similar problems. Rob added that the Moscow Road intersection is not as developed as either of the other locations mentioned and would not expect comparable congestion. c. Traffic Signal: Several members of the public and Town officials stated that they would not favor a traffic signal at this intersection. There was concern expressed about traffic queuing past the entrances to nearby businesses. d. Left Turn Lane: No support was expressed for a stand-alone left turn lane. Commenters felt that a left turn lane would negatively impact the safety of the intersection. e. The no build option was briefly discussed as an alternative that would be included in the Feasibility Study Stowe Intersections Final LCM Mtg Notes.docx

89 Memorandum to File CLD Reference No June 13, 2016 Page VT 100 and West Hill Road Once all of the comments on the Moscow Road intersection were received, Patricia began the discussion of the VT 100 and West Hill Road intersection. She showed photographs of the intersection and discussed some of the challenges at this location. This intersection has many physical constraints, including the location of a home located very close to the northwest corner of the intersection. The Shaw s parking lot in the southwest corner of the intersection is much lower than VT 100. These combined would make it difficult to make changes to the layout of West Hill Road. In addition, VT 100 has a curve just north of the intersection, which in combination with the home and some trees, significantly reduce the sight distance. Community input is summarized below a. Existing congestion: Several commenters noted that traffic on both VT 100 and West Hill Road is congested enough that there are few gaps in traffic and it becomes difficult at peak times to turn on the roadways from adjacent properties. b. Sight distance: Commenters noted that southbound traffic on VT 100 often travels at speeds that seem unsafe, particularly considering the limited sight distance to the intersection from that direction. It was suggested that the project consider what an appropriate speed for the intersection would be. The question was asked about whether or not we can remove trees to improve sight distance. Patricia noted that if the tree was within the right-of-way (ROW) then District could remove the tree. However, if the tree were outside the ROW and needed to be removed with the project that the property owner would be compensated during the ROW process. c. Traffic signal: The consensus of commenters stated that they would favor a traffic signal at this intersection. During construction of a bridge project, a temporary signal was placed at this intersection. The temporary signal did not have vehicle detection, split phases or left turn phase. This signal did experience backups, but Charles Safford, Stowe Town Manager, said that he received many phone calls and s asking for the signal to be put back when it was removed. Commenters noted that during the time the signal was in place it allowed gaps in traffic that made it easier to access VT 100 and West Hill Road from adjacent properties. d. Transit: Green Mountain Transit stated that they are contemplating adding a bus stop for the Shaw s to serve resort employees without vehicles due to the lack of pedestrian access from either West Hill Road or VT 100. They noted that their ability to serve this location would be sensitive to delays at the intersection. e. The no build option was briefly discussed as an alternative that would be included in the Feasibility Study Stowe Intersections Final LCM Mtg Notes.docx

90 Memorandum to File CLD Reference No June 13, 2016 Page - 5 f. It was noted that the Town Plan included a three-way stop configuration for this intersection as a potential improvement alternative. 5. Next Steps CLD will incorporate the community s input into the development of Purpose & Need Statements for each project. These statements will be the foundation for the development of improvement alternatives. The Project Team will return in August to present these alternatives to the community for selection of a Preferred Alternative. Once a Preferred Alternative is chosen for each project, CLD will develop the Feasibility Reports and Concept Plans for completion in October If this memo is not in conformance with your recollection of the meeting, please contact us within 5 business days. NCF/PTS:ps:ams cc: Attendees (See attached list) Stowe Intersections Final LCM Mtg Notes.docx

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92 Appendix J Alternatives Presentation Meeting Minutes

93 540 Commercial Street Manchester, NH (603) Fax: (603) New Hampshire Vermont Maine TO: FROM: File Nicole C. Fox, P.E. DATE: August 8, 2016 RE: Lamoille County Planning Commission Stowe Intersections Feasibility Studies Moscow Road & VT Route 100 and West Hill Road & VT Route 100 CLD Reference No SUBJECT: Alternatives Presentation Meeting Location: Stowe Town Offices Attendees: Charles Safford Stowe Town Manager Willie Noyes Town of Stowe Selectboard Lisa Hagerty Town of Stowe Selectboard Adam Davis Town of Stowe Selectboard Billy Adams Town of Stowe Selectboard Rob Moore Lamoille County Planning Commission (LCPC) Tom Jackman Town of Stowe Planning Harry Shephard Town of Stowe Public Works Patricia Shedd CLD Consulting Engineers, Inc. (CLD) Nicole Fox CLD Consulting Engineers, Inc. (CLD) MEETING MINUTES On the above date we attended the Selectboard meeting to present the alternatives that have been developed for the Stowe Intersections Feasibility Studies. Rob Moore introduced the project and background. Patricia Shedd introduced the project team, an overview of the Alternatives Presentation Meeting and that our hope is to receive endorsement from the Selectboard on the preferred alternative for each intersection. Patricia briefly described the Project Development Process and noted that we are in the Project Definition Process which includes data collection, Local Concerns Meeting, Purpose and Need Statements, alternatives development, Alternatives Presentation Meeting and determining the preferred alternatives culminating with the Feasibility Reports with the conceptual design. Patricia discussed the project schedule noting that the Draft Feasibility Report will be completed in September with the Final Feasibility Report being completed in October, depending upon when comments are received from the Town. Patricia noted that we would be discussing the VT Route 100 & West Hill Road intersection. Nicole Fox began the discussion Stowe Int Alternatives Presentation Mtg Minutes Final.docx