US 5 CORRIDOR STUDY: FINAL REPORT

Transcription

1 Documentation for: CORRIDOR STUDY: FINAL REPORT Prepared for: Northeastern Vermont Development Association; Newport City; Town of Derby; and Village of Derby Center 19 MAY 2006

2 TABLE OF CONTENTS EXECUTIVE SUMMARY...1 CORRIDOR VISION AND GOALS...1 SUMMARY OF EXISTING CONDITIONS...2 SUMMARY OF FUTURE CONDITIONS...4 ALTERNATIVES ANALYSIS...7 RECOMMENDATIONS & IMPLEMENTATION PLAN INTRODUCTION VISION AND GOALS VISION STATEMENT PROJECT GOALS OVERVIEW OF EXISTING CONDITIONS DEMOGRAPHICS AND LAND USE TRANSPORTATION SYSTEM CHARACTERISTICS TRAVEL DEMAND CONGESTION, SAFETY, AND ACCESS MANAGEMENT NATURAL AND CULTURAL RESOURCE ASSESSMENT SUMMARY OF PREVIOUS STUDIES PROJECTION OF FUTURE CONDITIONS...43

3 Resource Systems Group, Inc. Page ii 4.1 STUDY AREA DEVELOPMENT POTENTIAL TWENTY-YEAR LAND USE SCENARIO TWENTY-YEAR TRAFFIC PROJECTIONS (2025) ALTERNATIVES ANALYSIS SHORT TERM RECOMMENDATIONS (0-5 YEARS) MID-TERM RECOMMENDATIONS (5-10 YEARS) LONG TERM RECOMMENDATIONS (10+ YEARS) PROJECT SCREENING AND PRIORITIZATION PUBLIC INPUT RECOMMENDATIONS AND IMPLEMENTATION PLAN (TE) TRANSPORTATION ENHANCEMENTS PROGRAM: (STP) SURFACE TRANSPORTATION PROGRAM/VTRANS CAPITAL PROGRAM: (MUNICIPAL) LOCAL FUNDS THROUGH THE MUNICIPAL CAPITAL BUDGET: PRIVATE SOURCES APPENDICIES Appendix A Record of Public Outreach and Meeting Notes Appendix B Traffic Signal Warrant Analysis Appendix C Environmental Resources Assessment Documentation Appendix D Traffic Volumes and Future Growth Assumptions Appendix E Traffic Congestion Analysis

4 Corridor Study Page iii LIST OF FIGURES Figure 1: /VT 105 Corridor Study Area...2 Figure 2: Average Daily Traffic Volumes (AADT) Along the Corridor...3 Figure 3: 20-Year Land Use Assumptions by Corridor Segment...5 Figure 4: Change in Travel Time Along the Corridor with Increasing Development...6 Figure 5: Implementation Matrix...15 Figure 6: 2003 Estimated Population of Orleans County Towns...4 Figure 7: Existing Land Use...6 Figure 8: Conceptual Roadway Functional Hierarchy...8 Figure 9: Functional Classification...9 Figure 10: National Highway System (NHS) and Designated Truck Routes...10 Figure 11: Road Jurisdiction...12 Figure 12: Existing Sidewalks in the Study Area (Newport City and Derby Center)...15 Figure 13: Looking South along VT 105 toward VT 111 in Derby Center Village...15 Figure 14: VTrans Statewide Park and Ride Lots...17 Figure 15: Rural Community Transportation Newport-Derby Fixed Route Service...18 Figure 16: Number of Boardings on Newport-Derby Fixed Route Service (December-May 2005)...19 Figure 17: 2005 AADT at Locations along and Adjacent to Study Corridor...20 Figure 18: Historical AADT at two Locations on...21 Figure 19: 2005 AM Peak Hour Turning Movement Counts...22 Figure 20: 2005 PM Peak Hour Turning Movement Counts...23 Figure 21: Study Area Reported Crashes ( )...31 Figure 22: VTrans Access Management Categories...34 Figure 23: Class II Wetlands and 50-Foot Buffer...37 Figure 24: Study Area Estimated Slopes...38 Figure 25: Endangered Species and Deer Wintering Areas...39 Figure 26: Federal, State, Local, and Private Environmental Management Areas...40 Figure 27: Recreational Facilities...41

5 Resource Systems Group, Inc. Page iv Figure 28: Existing Zoning and Parcel Boundaries...44 Figure 29: Wetland and Steep Slopes...46 Figure 30: Location of Commercial Development Potential...49 Figure 31: Twenty-year Land Use Assumptions-By Segment...53 Figure 32: Change in Travel Time Along the Corridor with Increasing Development...59 Figure 33: Example of 4-Lane Arterial with Roundabouts (left), Typical Roundabout Design Elements (right)...62 Figure 34: Design Hour Volumes: 2005 PM, 2025 PM, and 2025 PM with Local Roads...67 Figure 35: 4-Lane with Center Double-Yellow Lines...69 Figure 36: Typical Cross-Section...69 Figure 37: 4-Lanes with Two-Way Center Left Turn Lane...70 Figure 38: Typical Cross-Section...70 Figure 39: 4-Lane Boulevard with Center Median and Left-Turn Bays...71 Figure 40: Typical Cross-Section...71 Figure 41: Methodology Used to Calculate the Number of Buildings Impacted...73 Figure 42: Long-Term Recommendations...74 Figure 43: Implementation Matrix...87 LIST OF TABLES Table 1: Population Figures ( )... 3 Table 2: Employment Figures ( )... 4 Table 3: Types of Jobs in Newport and Derby (2003)... 5 Table 4: Largest Employers in Newport Labor Market Area (December 2004)... 5 Table 5: Description of General Land Use Categories... 6 Table 6: /VT 105 Corridor Intersection Characteristics...13 Table 7: /VT 105 Corridor Roadway Characteristics...14 Table 8: General Bicycle User Types...16 Table 9: Vermont Rideshare Participants...17 Table 10: Study Area Truck Traffic...24 Table 11: Newport City Journey to Work Data - Top 10 Origins and Destinations...25

6 Corridor Study Page v Table 12: Derby Journey to Work Data - Top 10 Origins and Destinations...25 Table 13: LOS Criteria for Signalized and Unsignalized Intersections...26 Table 14: 2005 Design Hour Intersection Delay, Level of Service (LOS) and 95th Percentile Queues...28 Table 15: Traffic Signal Warrant Summary...30 Table 16: VTrans Access Management Categories...32 Table 17: Number of Driveways with Access Management Issues...35 Table 18: Frequency of Access Management Issues...36 Table 19: Recommendations Developed in Previous Studies...42 Table 20: Potential Land Constraints...45 Table 21: Zoning Constraints...47 Table 22: Development Potential Results...49 Table 23: Anticipated Development from Steering Committee, Approved Projects, and Recent News...50 Table 24: Assumed 20-Year Development for Parcels near...52 Table 25: Summary of Twenty-Year Land Use Assumption...52 Table 26: 20-Year Trip Generation Table...54 Table 27: Level-of-Service Criteria for Signalized and Unsignalized Intersections...55 Table 28: 2005 & 2025 Congestion Analysis Results...57 Table 29: Change in Average Corridor Travel Time and Speed with Increasing Development along Corridor...59 Table 30: Differences between Roundabouts and Rotaries...63 Table 31: Intersection Improvements Considered...64 Table 32: Intersection Operating Parameters Design Hour Conditions...65 Table 33: Advantages and Disadvantages of Traffic Signals and Roundabouts...66 Table 34: Alternative 2 - Right of Way Impacts...72 Table 35: Strategy Scoring Table...75

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8 EXECUTIVE SUMMARY The /VT 105 Corridor Transportation Plan was developed through a joint effort of the Town of Derby, the Village of Derby Center, the City of Newport, the Northeastern Vermont Development Association (NVDA), the Vermont Agency of Transportation (VTrans), and local residents and business owners from May 2005 through April During this period, a project steering committee advised the project consultant, Resource Systems Group, in the development of interim technical memoranda describing existing conditions, future growth scenarios, and an alternatives analysis. This final report represents the culmination of public input, steering committee input, and the technical memoranda developed for the /VT 105 corridor. An overarching goal from the beginning has been to develop a corridor plan that identifies, evaluates, and recommends changes to the design and operation of, VT 105 and intersecting roads that improves safety and efficiency for passenger cars, trucks, pedestrians, and cyclists while supporting local planning and development goals in the corridor. This executive summary provides a brief overview of findings and recommendations from each of the chapters from the full corridor study. CORRIDOR VISION AND GOALS Corridor Vision The Corridor between Newport City and Derby Center provides a critical east-west link in the northern Orleans County transportation system and plays a vital role in the region s economic and commercial prosperity. The vision for the corridor is one in which the amount of travel has increased significantly within and through the corridor as local plans to attract more development are realized, and regional traffic flows continue to grow. Despite this increase in travel demand, traffic moves smoothly along between Derby Center and Newport City, even during the busiest times of day. The Exit 28 interchange is easy to access and trucks travel on and can reach final destinations in the corridor without significantly disrupting traffic flow. Vehicles and people on foot or riding bicycles can travel safely and conveniently between the different businesses and homes in the corridor without causing significant congestion or conflicts with traffic on. Because traffic flow is smooth, the local bus service runs efficiently and is accessible through easy to identify, safe, and attractive bus stops that are connected to nearby homes and businesses through a network of pedestrian and bicycle facilities. Improvements to have incorporated landscaping and other enhancements that make the roadway attractive for residents and visitors, improve property values, and attract businesses and customers to the area.

9 Resource Systems Group, Inc. EXECUTIVE SUMMARY Page E-2 19 May 2006 Corridor Goals The following goals have been identified to help achieve the corridor vision: Preserve mobility along by maintaining the current end-to-end travel time, and a minimum arterial LOS D for all segments; Improve access to and circulation between existing and future development in the corridor; Provide a safe and efficient transportation corridor; Improve travel for pedestrians, cyclists, and transit users; Support community land use and economic development goals; Enhance the natural and scenic attributes of the corridor; Provide an appropriate balance between through vehicle mobility and local access; and Enhance the quality of life for those living, shopping, or working along the corridor. Figure 1: /VT 105 Corridor Study Area SUMMARY OF EXISTING CONDITIONS Newport City and Derby are the two most populous municipalities in Orleans County, and together comprise a regional population and employment center with over 10,000 people and nearly 6,000 jobs. The /VT 105 corridor serves a vital role in both a regional and local context. On the regional level, provides an important arterial for through automobile and truck movements. This role is heightened by the location of the I-91 interchange and its designation as a state truck

10 EXECUTIVE SUMMARY Corridor Study 19 May 2006 Page E-3 route. At the local level, the /VT 105 corridor serves both as a main street (in Derby Center and Newport City) and as a commercial strip. In this role, access to adjacent land uses is important. A critical element of this corridor study will be to examine the inter-relationship between local access and through mobility and to find the balance that best serves local and regional interests. Some major findings include the following: The strong connection between Newport and Derby was reflected in the popularity of ridesharing between towns, consistent transit ridership on the Newport-Derby RCT bus service, journey to work data, and responses to an origin-destination survey conducted along the corridor. The -VT 105 corridor serves as the only major route connecting these two municipalities. The existing land use in the study area is consistent with current zoning and is dominated by commercial and retail uses. Most of the parcels fronting and VT 105 are currently occupied. The area with the greatest potential for growth is located in the Town of Derby between the Newport City line and the edge of Derby Center village. Figure 2: Average Daily Traffic Volumes (AADT) Along the Corridor The highest traffic volumes along the corridor can be found adjacent to the I-91 interchange with volumes decreasing to the east and west. The highest volumes correlate with the densest clustering of commercial and retail uses adjacent to the I-91 interchange. This may indicate that a certain percentage of traffic on adjacent to I-91 is simply using the corridor for shopping and errands and then departing via I-91. The transportation network outside of Newport City is relatively dispersed - with few options for high mobility north-south and east-west through routes. As the only major eastwest route in the area, /VT 105 carries the majority of the local and through traffic. An

11 Resource Systems Group, Inc. EXECUTIVE SUMMARY Page E-4 19 May 2006 idealized roadway network would include an arterial roadway surrounded by a well connected local roadway system that serves access to adjacent property and provides local circulation options. When approaches the Western Avenue/Sias Avenue intersection in Newport City, this type of network exists resulting in decreased traffic volumes on. However, the remainder of the study area lacks a well connected local road network that can help absorb traffic increases as growth occurs. and VT 105 are part of the Vermont Truck Network. As such, trucks with lengths up to 72 feet may travel through the study area without a permit. The highest number of total trucks and medium-size trucks (i.e. school bus, delivery van, dump truck) can be found adjacent to the Interstate. This indicates that a percentage of the trucks may be accessing US 5 from I-91 for local deliveries and then departing via I-91. The greatest number of heavy trucks (i.e. 5+ axles, articulated), however can be found closer to Newport in the section between Western Avenue and Blanchard Avenue. These large trucks may cause some negative quality of life impacts due to noise, vibration, and exhaust in the residential areas located on the east end of the study area in Derby Center and the west end in Newport City. The ½ mile section of VT 105 (Main Street) south of in Derby Center Village accounted for the densest cluster of vehicular crashes along the corridor. Although there may be other contributing factors, the 35 mile per hour posted speed should be investigated to determine whether it should be lowered to better reflect the village context. During the typical weekday, over 50% of all trips on the corridor are work-related. On a typical weekend day, approximately 1/3 of all trips on the corridor are shopping-related and 1/3 are recreation-related. There are no park and ride lots in the study area. The closest park and ride lots are located in St. Johnsbury and Morrisville. As a result, commuters may currently be meeting in unofficial park and ride lots (e.g. shopping plaza parking lots) to carpool to a common destination. Three intersections have approaches that experience LOS D or worse conditions during the peak periods: 1) Shaws Plaza, 2) I-91 Northbound Off-Ramps, 3) VT 105. Only the VT 105 intersection experiences queues extending beyond available storage capacity during peak hour conditions. 55 of the 70 commercial driveways evaluated along the corridor had at least one access management issue. Over half of the driveways have two or more access management problems. The most common access management problem in the study area involves the location of driveways. Taken together, adequate spacing and alignment of driveways account for 54 of the 136 deficiencies identified. SUMMARY OF FUTURE CONDITIONS The overview of future conditions included the following three components: 1) Identify the buildout development potential along the study corridor to understand the upper bound and ultimate

12 EXECUTIVE SUMMARY Corridor Study 19 May 2006 Page E-5 impacts of complete build out under existing regulations, 2) Identify a 20-year land use scenario that contains a reasonable set of developments anticipated within the next 20 years as shown in Figure 3, and 3) Conduct traffic analyses on the 20-year development figures to determine the results on traffic flow and congestion if no infrastructure changes are implemented.. Out of this evaluation of future conditions came the following findings: There are very few constraints to development along the study corridor assuming additional water and sewer capacity is provided. Therefore, the potential build-out under existing regulations is significant. The build-out analysis found that the study area has the potential for nearly 10 million square feet of commercial use, over 3 million square feet of industrial use, and nearly 2,000 residential units. The section of the study area through the Derby (Newport City Line to I-91) has the greatest development potential in the study area. This section accounts for 85% of the total commercial development potential and 83% of the industrial development potential in the study area. The large commercial development potential in Derby is driven by a few large parcels in the study area. Almost sixty percent of Derby s commercial development potential is contained in just seven large parcels. Twenty-five percent of the total commercial development potential is contained on one parcel. Figure 3: 20-Year Land Use Assumptions by Corridor Segment

13 Resource Systems Group, Inc. EXECUTIVE SUMMARY Page E-6 19 May 2006 The net new commercial development potential in Newport City of 546,500 square feet is also significant, although it appears small when compared to Derby s development potential. Over half (54%) of this net new commercial development potential is contained in one large mostly vacant parcel situated between the Derby Town line,, and Blanchard Avenue. The balance of the commercial development potential is located on parcels that are currently occupied and would need to be redeveloped. The large Newport City parcel located between Derby Town line,, and Blanchard Avenue falls within both the Commercial and Urban Residential zoning districts. Therefore, this parcel also accounts for 35% of the residential development potential in Newport City s portion of the study area, and almost 20% of the study area s residential development potential. The addition of the anticipated 20-year development traffic to the existing network results in each of the study intersections experiencing at least one approach operating under failing conditions. These results assume no additional infrastructure is in place, except for the realignment and signalization of the -Shattuck Hill Road-Crawford Road intersection. Based on the analysis of the traffic impacts related to increased growth along the corridor, there appears to be a tipping point, or a point at which additional growth (and the traffic that it generates) causes conditions along to deteriorate rapidly. Based on the analysis, it appears this point occurs with between 450,000 and 900,000 new square feet of new commercial and industrial development along the corridor (these values correspond to 5% and 10% of build out conditions, respectively). Figure 4: Change in Travel Time Along the Corridor with Increasing Development Travel Time (min) AM PEAK HOUR PM PEAK HOUR No Build % % % No Build % % % Year (+ % of Build-Out)

14 EXECUTIVE SUMMARY Corridor Study 19 May 2006 Page E-7 ALTERNATIVES ANALYSIS Based on an understanding of existing and future transportation and land use conditions, and input from the steering committee and the public, a number of specific recommendations were identified along the corridor. These projects included intersection upgrades, bicycle and pedestrian improvements, traffic operational improvements, access management improvements, an expanded cross-section, and new local road connections. The identified projects were prioritized based on their relative ability to meet the eight corridor goals (to improve mobility, accessibility, and safety, enhance multimodal travel options, support land use and economic development goals, and enhance quality of life along the corridor). RECOMMENDATIONS & IMPLEMENTATION PLAN A finalized listing of corridor recommendations was developed based on the results of the alternatives analysis, the project screening and prioritization, and input from the steering committee and the public. The recommended projects included expanded roadway capacity, new road connections, sidewalks, transit enhancements, new traffic signals, roundabouts, and access management improvements. Each of the recommendations was sorted into short-term, mid-term, and long-term project groupings. To assist in moving the recommendations forward, an implementation matrix was developed which shows project cost estimate, potential funding sources, and implementing partners. The potential funding sources identified in the implementation matrix are provided as guidance to assist with project implementation. The list of funding sources includes the following: Transportation Enhancements Program Surface Transportation Program/VTrans Capital Program Various municipal and local funding options Private sources Maps and brief descriptions of the short-, mid-, and long-term recommendation are shown on the following three pages.

15 Resource Systems Group, Inc. EXECUTIVE SUMMARY Page E-8 19 May 2006 SHORT-TERM RECOMMENDATIONS 1. Construct new sidewalks and crosswalks along between Quarry Road and Shaws Plaza to improve accessibility between the cluster of retail uses. 2. Construct new sidewalks and crosswalks along between West St. & VT 105 to improve accessibility between Derby Center Village, retail uses, and residential uses. 3. Conduct a spot-speed study in Derby Center Village to verify the existing posted speed limit of 35 mph. The posted speed should be adjusted if the 85 th percentile speed resulting from spotspeed study is found to be lower than 30 mph or higher than 40 mph. 4. Install transit shelters and signs at strategic locations along the corridor to improve accessibility for transit users and enhance awareness of transit along the corridor.

16 EXECUTIVE SUMMARY Corridor Study 19 May 2006 Page E-9 MID-TERM RECOMMENDATIONS 1. Access management improvements throughout the corridor to include: narrow wide curb cuts, ensure adequate spacing between driveways, align driveways, maximize corner clearances, and consolidate access points. Access management improvements can be implemented as parcels are redeveloped or as part of a larger highway reconstruction projects. 2. Intersection Improvements (further scoping and engineering needed to refine recommendations) a. Western Ave: Expand capacity at the intersection with additional through and turn lanes on the approaches and revised signal timing plans; or replace the traffic signal with a 2- lane roundabout with foot inscribed diameter. b. Community Drive: Install a new traffic signal and expand capacity at the intersection with additional through lanes on and an additional turn lane on the Community Drive approach. c. Shattuck Hill: Expand capacity at the intersection with additional through and turn lanes on all approaches and revised signal timing plans; or replace the traffic signal with a 2-lane roundabout with foot inscribed diameter. d. Quarry Road: Install a new traffic signal and expand capacity at the intersection with additional through lanes on the approaches; or replace the traffic signal with a 2-lane roundabout with foot inscribed diameter. (portion to be funded by adjacent property owner per Act 250 permit condition)

17 Resource Systems Group, Inc. EXECUTIVE SUMMARY Page E May 2006 e. Shaws Plaza: Install new traffic signal with additional through lane on and new right turn lane on westbound approach. (Intersection traffic volumes currently being monitored and portion of improvements to be funded by adjacent property owner per Act 250 permit condition) f. I-91 Ramps: Install new traffic signals with additional through lanes on at both offramp intersections. g. VT 105: Install a new traffic signal with a second left turn lane on the eastbound approach, a second left turn lane on the VT 105 northbound approach, and second right turn lane on the southbound approach.

18 EXECUTIVE SUMMARY Corridor Study 19 May 2006 Page E-11 LONG-TERM RECOMMENDATIONS 1. Expanded Segment A (Western Ave Industrial Drive): 4 through lanes, no median, new sidewalks along northern side of

19 Resource Systems Group, Inc. EXECUTIVE SUMMARY Page E May 2006 Segment B (Industrial Drive I-91 Ramps) 4 through lanes, center median (portions landscaped), channelized left-turns, sidewalks 4 through lanes, center 2-way left-turn lane, sidewalks

20 EXECUTIVE SUMMARY Corridor Study 19 May 2006 Page E-13 Segment C (I-91 through VT 105) 4-lanes, no median, sidewalk and green strip, shared-use shoulder 4-lanes, center 2-way left-turn lane, sidewalk and green strip, shared-use shoulder 4-lanes, landscaped median, sidewalk and green strip, shared-use shoulder

21 Resource Systems Group, Inc. EXECUTIVE SUMMARY Page E May New Grid Network: The grid network proposed between and Shattuck Hill Road would serve to provide additional access to an area that is anticipated to see significant growth in coming years. The grid network also provides an additional connection between and Shattuck Hill Road. 3. Shaws Plaza Connector: This 0.2 mile connector would provide an alternate route between Quarry Road and the Shaws Plaza. Additionally, it would also provide additional internal connections between the adjacent land uses and Quarry Road. 4. -West Street Connector: This approximately 0.35 new road would serve to provide access to a currently undeveloped section of Derby Center Village. The new road would also provide an alternate route between and VT 105 and VT 111. Figure 5 below shows each of the recommended projects identified for short-term (1-3 years), midterm (3-5 years) and long-term (5+ years) implementation. The implementation matrix also includes an order of magnitude cost estimate 1 ; a listing of potential funding sources, and an identification of implementing partners for each recommendation. 1 The cost estimate does not include costs associated with preliminary engineering or right of way purchase (if necessary). In many instances, VTrans average unit prices, or recent unit bid prices were used to determine the estimates. The cost estimates should be used for planning purposes only.

22 EXECUTIVE SUMMARY Corridor Study 19 May 2006 Page E-15 Figure 5: Implementation Matrix Short-Term Mid-Term Improvement Order of Magnitude Cost Estimate* Potential Funding Source(s)** Implementing Partners New sidewalks between Quarry Road and Shaws Plaza $110,000 TE VTrans, Town of Derby New sidewalks between West St. & VT 105 $430,000 TE VTrans, Town of Derby Conduct a spot-speed study in Derby Center Village $1,000 STP VTrans, Village of Derby Center, NVDA Install transit shelters and signs along $10,000 TE, STP RCT, Town of Derby, City of Newport, Derby Center Access Management improvements varies TE, STP, MUNI, PRIVATE VTrans, Property Owners, NVDA - Western Avenue intersection improvements $300,000 STP, MUNI VTrans, City of Newport Community Drive intersection improvements $300,000 STP, MUNI VTrans, Town of Derby - Shattuck Hill intersection improvements $300,000 STP, MUNI VTrans, Town of Derby - Quarry Road intersection improvements $300,000 STP, MUNI VTrans, Town of Derby - Shaws Plaza intersection improvements $300,000 STP, MUNI VTrans, Town of Derby, Plaza Owner - I-91 Ramps intersection improvements $700,000 STP, MUNI VTrans, Town of Derby, FHWA VT 105 intersection improvements $500,000 STP, MUNI VTrans, Town of Derby, Derby Center Long-Term Widening A) Western Avenue to Industrial Drive $5,500,000 STP, MUNI VTrans, Town of Derby, City of Newport, NVDA B) Industrial Drive to I-91 $15,000,000 STP, MUNI VTrans, Town of Derby, NVDA C) I-91 to VT 105 $8,300,000 STP, MUNI VTrans, Town of Derby, NVDA New Local Roads between Shattuck Hill and $2,500,000 STP, MUNI, PRIVATE Town of Derby, Private landowners New Connector between Shaws and Quarry Rd. $300,000 STP, MUNI, PRIVATE Town of Derby, Private landowners New Connector between & West St. $400,000 STP, MUNI, PRIVATE Town of Derby, Derby Center, Private landowners * NOTE: Cost figures are estimates only and do not include right-of-way purchase, engineering, or other contingencies. They should be used for planning purposes only. ** The following funding source abbreviations are used: (TE) - Transportation Enhancements (STP) - Surface Transportation Program (MUNI) - Municipal/Local (PRIVATE) - Private landowners, developers The potential funding sources identified in the implementation matrix are provided as guidance to assist with project implementation. The list of funding sources includes the Transportation Enhancements Program, the Surface Transportation Program/VTrans Capital Program, a variety of municipal and local funding options, and private sources. Additional detail about each of these programs along with contact information is provided in the final section of the full corridor study.

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24 1.0 INTRODUCTION The /VT 105 Corridor Transportation Plan was developed through a joint effort of the Town of Derby, the Village of Derby Center, the City of Newport, the Northeastern Vermont Development Association (NVDA), the Vermont Agency of Transportation (VTrans), and local residents and business owners from May 2005 through April During this period, a project steering committee advised the project consultant, Resource Systems Group, in the development of interim technical memoranda describing existing conditions, future growth scenarios, and an alternatives analysis. This final report represents the culmination of public input, steering committee input, and the technical memoranda developed for the /VT 105 corridor. An overarching goal from the beginning has been to develop a corridor plan that identifies, evaluates, and recommends changes to the design and operation of, VT 105 and intersecting roads that improves safety and efficiency for passenger cars, trucks, pedestrians, and cyclists while supporting local planning and development goals in the corridor. This corridor study proceeds in a logical fashion from the development of a vision and identification of existing conditions through the development of recommendations and an implementation plan. This report includes the following sections: Corridor Vision and Goals Overview of Existing Conditions This chapter includes an overview of land use, demographics, the transportation system, traffic flows, congestion, traffic safety, access management, and environmental resources. Projection of Future Conditions This chapter includes a build-out analysis for the corridor, the twenty-year land use scenario, and twenty-year traffic projections. Alternatives Analysis This chapter includes a screening and prioritization of short-term, mid-term, and long-term recommendations for the corridor. Implementation Plan The final chapter presents a plan for implementing the identified recommendations including costs estimates, potential funding sources, and an identification of implementing partners.

25 Resource Systems Group, Inc. 19 May 2006 Page VISION AND GOALS A corridor vision statement articulates the desired future for the corridor. A set of specific project goals is established to help define progress towards this vision. The corridor vision and goals were developed through an understanding of the existing and future traffic and land use conditions, and through comments from the project steering committee and the public. 2.1 VISION STATEMENT The Corridor between Newport City and Derby Center provides a critical east-west link in the northern Orleans County transportation system and plays a vital role in the region s economic and commercial prosperity. The vision for the corridor is one in which the amount of travel has increased significantly within and through the corridor as local plans to attract more development are realized, and regional traffic flows continue to grow. Despite this increase in travel demand, traffic moves smoothly along between Derby Center and Newport City, even during the busiest times of day. The Exit 28 interchange is easy to access and trucks travel on and can reach final destinations in the corridor without significantly disrupting traffic flow. Vehicles and people on foot or riding bicycles can travel safely and conveniently between the different businesses and homes in the corridor without causing significant congestion or conflicts with traffic on. Because traffic flow is smooth, the local bus service runs efficiently and is accessible through easy to identify, safe, and attractive bus stops that are connected to nearby homes and businesses through a network of pedestrian and bicycle facilities. Improvements to have incorporated landscaping and other enhancements that make the roadway attractive for residents and visitors, improve property values, and attract businesses and customers to the area. 2.2 PROJECT GOALS The following goals have been identified to help achieve the corridor vision: Preserve mobility along by maintaining the current end-to-end travel time, and a minimum arterial LOS D for all segments; Improve access to and circulation between existing and future development in the corridor; Provide a safe and efficient transportation corridor; Improve travel for pedestrians, cyclists, and transit users; Support community land use and economic development goals; Enhance the natural and scenic attributes of the corridor; Provide an appropriate balance between through vehicle mobility and local access; and Enhance the quality of life for those living, shopping, or working along the corridor.

26 19 May 2006 Corridor Study Page OVERVIEW OF EXISTING CONDITIONS 3.1 DEMOGRAPHICS AND LAND USE Population Trends Between 1920 and 2004, the population of Newport City experienced a net increase of only 116 persons, representing a growth of 2% over 84 years. On the other hand, the Town of Derby experienced a net increase of 2,592 persons between 1920 and 2004, representing a 118% population increase. During this time period, the population of Orleans County grew by 13% while the State of Vermont, as a whole, grew by 76%. Thus, over the last 80 years, Newport City has experienced minimal net population growth, while Derby has experienced a more than doubling of population, outpacing growth both at the County and at the State level. Table 1 below shows the population figures for Newport City, Derby, Orleans County, and the State of Vermont between 1920 and Table 1: Population Figures ( ) Newport City Derby Orleans County Vermont ,976 2,201 23, , ,094 2,165 23, , ,902 2,118 21, , ,217 2,245 21, , ,019 2,506 20, , ,664 3,252 20, , ,756 4,222 23, , ,434 4,479 24, , ,005 4,604 26, , * 5,013 4,618 26, , * 5,037 4,662 26, , * 5,051 4,701 26, , * 5,092 4,793 27, ,107 Source: US Census Bureau; * Estimate Figure 6 below shows the 2003 estimated population for Orleans County towns. Three of the four most populous towns in Orleans County surround Lake Memphramagog Newport City (5,092), Derby (4,793), and Newport Town (1,636). Combined, these towns comprise a regional population center of over 10,000 people.

27 Resource Systems Group, Inc. 19 May 2006 Page 4 Figure 6: 2003 Estimated Population of Orleans County Towns Employment Statistics Table 2 below shows the total number of jobs in Newport City and Derby and each municipality s share of the total number of jobs in Orleans County. As the table shows, the number of total jobs in both jurisdictions has remained relatively stable between 2000 and 2003 with Newport City accounting for 42-44% of the county s employment and Derby accounting for 17-18% of the county s employment in that time. Table 2: Employment Figures ( ) Newport City Derby # Jobs % County Share # Jobs % County Share ,919 42% 1,713 18% ,044 42% 1,691 18% ,152 44% 1,678 18% ,252 44% 1,640 17% Source: VT Department of Employment & Training Table 3 provides a closer look at the types of jobs located in Newport City and Derby in Of the 4,252 jobs in Newport City in 2003, the largest sectors are the education and health services field (30%) and the goods producing field (19%). Of the 1,640 jobs in Derby in 2003, the highest

28 19 May 2006 Corridor Study Page 5 percentages were in the trade, transportation, and utilities field (28%) and in the goods producing field (26%). Table 3: Types of Jobs in Newport and Derby (2003) Newport City Derby # Jobs % # Jobs % Private Ownership Goods Producing % % Trade, Transportation, Utilities % % Information % 27 2% Financial Activites 92 2% 103 6% Professional & Business Services 158 4% 52 3% Education & Health Services 1,284 30% % Leisure & Hospitality 334 8% 75 5% Other Services 94 2% 41 3% Government Federal Government 65 2% 97 6% State Government 300 7% 32 2% Local Government % % Source: VTSource: VT Department of Employment & Training Table 4 lists the twenty-two largest employers in the Newport Labor Market Area (LMA) as of December The Newport LMA, shown in the map to the right of the table, covers most of the northern half of the Northeast Kingdom and is anchored by the Newport Derby employment center. As Table 4 shows, seventeen of the top twenty-two regional employers are located in either Newport City or Derby. Table 4: Largest Employers in Newport Labor Market Area (December 2004) Employer # Employees (Dec. 2004) Town 1 Ethan Allen Manufacturing Corp Orleans 2 Columbia Forest Products, Inc Newport 3 Jay Peak Inc Jay 4 North Country Union High School Dist Various 5 North Country Hospital & Health Center Newport 6 Northeast Kingdom Human Services Newport 7 State of Vermont Newport 8 Community National Bank Various 9 Department of Homeland Security Derby 10 Derby Town School District Derby 11 Orleans Central Supervisory Union Orleans 12 Tivoly Inc Derby 13 Four Green Thumbs Inc Newport 14 Kingdom Rehab Center LLC Newport 15 Lake Region Union High School Dist Orleans 16 M W C M, Inc Derby 17 Newport Furniture Parts Corp Newport 18 Northeast Kingdom Community Action Lunenburg 19 Orleans Essex Visiting Nurses Assoc/Hospice Newport 20 Orleans-Essex North Supervisory Unit Newport 21 Shaw's Supermarkets Inc Derby 22 Newport City School District Newport Source: VT Labor Market Bulletin - 4th Quarter 2004, VT Dept. of Employment & Training

29 Resource Systems Group, Inc. 19 May 2006 Page Land Use in Study Area The existing land use shown in Figure 7 has been identified using the E911 site location dataset. The data have been organized into the general categories of residential, commercial, industrial, public/institutional and other as shown in Table 5 Table 5: Description of General Land Use Categories Generalized Land Use Category Residential Commercial Farm Public / Institutional Industrial E911 Specific Categories Single Family Residential Multi-Family Residential Mobil Home Other Residential Seasonal Single Family Commercial - retail/service Other Commercial Commercial - farm Government/Town Health Care Church Educational Cultural Police Station Fire Station Gathering Place Industrial Figure 7: Existing Land Use

30 19 May 2006 Corridor Study Page 7 Overall observations: Commercial/retail uses dominate parcels that front the highway in the entire study area; Most parcels fronting the roadway are currently occupied; and Large vacant parcels exist away from the highway. The existing land use suggests the following distinct sections within the study area: Derby Center- VT 111 to : Diverse mix of residential, institutional, and small scale retail uses that front the roadway. This section includes town offices and the North Country Junior High Middle School; VT 105 to I-91: Predominantly commercial uses fronting the roadway. Most of the residential uses are located off the main roadway on local streets; I-91 to Industrial Drive: Predominantly commercial, with a few industrial and public institutional uses; Industrial Drive to Blanchard Avenue: Predominantly open space; and Blanchard Avenue to Western Avenue: Small parcel sizes and higher density. Commercial uses front the westbound direction of the roadway and residential uses front the eastbound direction. Both the Town of Derby and the City of Newport have zoning bylaws that were updated in Zoning provides an indication of how existing land use may change over time. Future land use and development potential are analyzed in detail in Project Memorandum # TRANSPORTATION SYSTEM CHARACTERISTICS Highway System Context Functional Classification The Federal Highway Administration s roadway functional classification system, depicted in Figure 8, is organized as a hierarchy of facilities, based on the degree to which the roadway serves mobility and access to adjacent land uses. Freeways and interstate highways, at the top of the hierarchy, are devoted exclusively to vehicle mobility, with no direct access to adjacent land. Arterials and Collectors provide both mobility and access to adjacent land uses. The local road system is devoted exclusively to providing local access, with limited capacity and relatively slow speeds.

31 Resource Systems Group, Inc. 19 May 2006 Page 8 Figure 8: Conceptual Roadway Functional Hierarchy The functional classification of all roads along and adjacent to the study corridor is shown below in Figure 9. The /VT 105 study corridor is designated a rural minor arterial along the entire length. The minor arterial designation places a higher priority on mobility than accessibility along the corridor. As one of the few major east-west routes in the northern Northeast Kingdom the /VT 105 serves a regional role to provide adequate mobility for through vehicles. However, the I-91 interchange and cluster of commercial and retail uses along the corridor also suggest that some level of access should be provided. An idealized roadway network would include an arterial roadway surrounded by a well connected local roadway system that serves access to adjacent property and provides local circulation options. When approaches the Western Avenue/Sias Avenue intersection in Newport City, this type of network exists. However, the remainder of the study area lacks a well connected local road network. This situation will be alleviated in one location when Shattuck Hill Road and Quarry Road are connected as part of to the Price Chopper project. And, West Street, which provides an alternate route between the VT 105-VT 111 intersection and I-91, provides another opportunity to improve local circulation.

32 19 May 2006 Corridor Study Page 9 Figure 9: Functional Classification National Highway System and VT Truck Routes Figure 10 below shows the identified road segments in the project area classified as either part of the National Highway System and/or designated as part of the Vermont Truck Route. The National Highway System (NHS) was designated in 1995 and consists of approximately 155,000 miles of highway that provides an interconnected system of principal arterial routes serving major population centers, major transportation facilities, major travel destinations, and meets national defense requirements. The NHS includes all Interstates and some US and state routes. All NHSdesignated highways must adhere to Federal Highway Administration standards (rather than State and/or local). In the project study area, the only NHS highway is I-91. The State of Vermont has identified a designated truck network to guide the movement of certain larger trucks throughout the state. Within the study area, the following roadways have been designated as part of the truck network: VT 105 (Jay to Charleston except for urban section in Newport Town and Newport City) serves as the primary east-west truck route through northern Vermont. As such, trucks up to

33 Resource Systems Group, Inc. 19 May 2006 Page feet in length and up to 80,000 pounds (higher loads for selected commodities with permit) are permitted on VT 105 and through the study area. VT 14 (from VT 100 to ) and (from VT 14 to I-91) are designated as an urban avoidance section of the state truck network. This section diverts trucks around the residential areas along VT 105 in western Newport City. As part of the urban avoidance route, trucks up to 72 feet in length and up to 80,000 pounds (higher loads for selected commodities with permit) are permitted on these sections of VT 14 and. I-91 is designated as part of the limited access national network. As such, trucks up to 80,000 pounds are permitted on I-91. There are no overall length limits on the limited access national network. Figure 10: National Highway System (NHS) and Designated Truck Routes Study Area Roadway Jurisdiction VTrans has established a roadway classification scheme to identify the levels of jurisdiction over each section of road across the state. These classifications identify whether, for example, VTrans or the

34 19 May 2006 Corridor Study Page 11 Town is responsible for pot hole patching on a particular section of road. The following categories are used by VTrans 1 : Interstate/US Route/State Route: Form the primary transportation network through the State. US routes include all US numbered highways not designated as Class 1 town highways. State routes include all state numbered highway routes not designated as Class 1 town highways. The interstates, US routes, and state routes are the responsibility of VTrans. Class 1 Town Highway: Forms the extension of state numbered highway routes through a town, and which carry a state highway route number. Class 1 town highways are subject to concurrent responsibility and jurisdiction between the Municipality and VTrans on several matters. VTrans is responsible for scheduled surface maintenance or resurfacing while municipalities are responsible for pot hole patching, crack filling, etc; VTrans is responsible for center line pavement markings, while municipalities are responsible for sidewalks, crosswalks and parking. VTrans has exclusive authority to designate Class 1 highways. Class 2 Town Highway: Those town highways selected as the most important highways in each town. As far as practicable they shall be selected with the purposes of securing trunk lines of improved highways connecting two towns and to places which by their nature have more than a normal amount of traffic. The selectmen, with the approval of the Vermont Agency of Transportation, shall determine which highways are to be class 2 highways. Class 2 highways are primarily the responsibility of municipalities. VTrans is responsible for center line pavement markings if municipalities notify VTrans of the need to replace them, while municipalities are responsible for sidewalks, crosswalks and parking. Class 2 mileage normally may not exceed 25 percent of the total Class 2 and Class 3 mileage in the municipality. Class 3 Town Highway: All other town highways that are "negotiable under normal conditions all seasons of the year by a standard pleasure car." Class 3 town highways, including sidewalks, crosswalks, and parking, are the responsibility of municipalities. Class 4 Town Highway: All other town highways are considered Class 4 town highways. The majority of these receive limited or no maintenance. They are negotiable at your own risk, usually impassable in winter, and referred to as "jeep trails" at other times of the year. Class 4 town highways, including sidewalks, crosswalks, and parking, are the responsibility of municipalities. Figure 11 shows the roadway jurisdictional classifications in and around the study area. within Newport City is classified as a Class 1 Town Highway. VTrans and the City share responsibilities and jurisdiction over Class 1 Town Highways. and VT 105 in Derby are the responsibility of VTrans. 1 Road classification description sources: VTrans Handbook for Local Officials (2004) and NVDA Online Transportation Glossary.

35 Resource Systems Group, Inc. 19 May 2006 Page 12 Figure 11: Road Jurisdiction Intersection and Roadway Characteristics This study evaluates 12 specific intersections along the US Route 5/ VT 105 study corridor. Table 6 lists all of the study intersections with information on their lane geometry, traffic control, pedestrian facilities, and other features. All but the -Western Avenue intersection are stop-controlled on the minor approach.

36 19 May 2006 Corridor Study Page 13 Table 6: /VT 105 Corridor Intersection Characteristics Lane Configuration Control Type Signalized Pedestrian Facilities - Western Avenue US Route 5 - Two Lane Approach Sias Avenue SB - Two Lane Approach Western Avenue NB - Two Lane Approach - Blanchard Avenue Minor Stop None US Route 5 - One Lane Approach Blanchard Avenue SB - One Lane Approach - Community Drive Minor Stop None US Route 5 - One Lane Approach Community Drive SB - One Lane Approach - Shattuck Hill Road Minor Stop None US Route 5 - One Lane Approach Shattuck Hill Road SB - One Lane Approach - Crawford Road Minor Stop None US Route 5 - One Lane Approach Crawford Road NB - One Lane Approach - Quarry Road Minor Stop None US Route 5 - One Lane Approach Shattuck Hill Road SB - One Lane Approach - Shaws Entrance Minor Stop None US Route 5 EB - Two Lane Approach US Route 5 WB - One Lane Approach Shaws Drive SB - Two Lane Approach - West Hill Road Minor Stop None US Route 5 - One Lane Approach West Hill Road NB - One Lane Approach - I-91 SB Ramps Minor Stop None US Route 5 - Two Lane Approach I-91 SB Ramp - Two Lane Approach - I-91 NB Ramps Minor Stop None US Route 5 - Two Lane Approach I-91 NB Ramp - Two Lane Approach - VT 105 Minor Stop None US Route 5 EB - Two Lane Approach US Route 5 SB - One Lane Approach VT 105 NB - One Lane Approach VT VT 111 VT One Lane Approach VT One Lane Approach Minor Stop Marked crosswalks across VT 105 and VT 111 General Information Marked crosswalks Pretimed electro-mechanical signal. across, Sias Ave, Western Avenue Stop sign for Blanchard Avenue approach Stop sign for Community Drive approach Stop sign for Shattuck Hill Road approach. Intersection to be re-aligned with Crawford Road and signalized. Stop sign for Crawford Road approach. Intersection to be re-aligned with Shattuck Hill Road and signalized. Stop sign for Quarry Road approach. New traffic signal installation included as Price Chopper Plaza Act 250 permit condition. Stop sign for Shaws approach. Exclusive Eastbound leftturn lane into Shaws. Stop sign for West Hill Road approach Stop sign for SB Ramp approach. Exclusive eastbound left-turn lane into SB Ramp and exclusive westbound right-turn lane into SB Ramp. Stop sign for NB Ramp approach. Exclusive eastbound left-turn lane into NB Ramp and exclusive westbound right-turn lane into NB Ramp. Stop controlled along US Route EB. Exclusive eastbound left and right turn lanes. Stop sign for VT 111 approach The typical posted speed limit is 35 miles per hour in the study area except for a small segment within the City of Newport east of the - Western Ave/Silas Avenue intersection where the speed limit drops to 25 miles per hour. The grade varies substantially throughout the corridor; generally raising in elevation traveling east from the City of Newport to Quarry Road then maintains a relatively flat grade through the I-91 interchange then decreases in elevation to the -VT 105 intersection in Derby Center. Table 7 below summarizes the general roadway characteristics along the study corridor including number of lanes, posted speed, sidewalks, and shoulder width.

37 Resource Systems Group, Inc. 19 May 2006 Page 14 Table 7: /VT 105 Corridor Roadway Characteristics Highway Section Limits Posted Speed Lanes Sidewalks Shoulder US Route 5 Western Avenue to Start of Climing Lanes 25 MPH One lane in each direction. Sidewalk exists on south side of the road < 1' US Route 5 Climbing Lanes 35 MPH One lane westbound and two lanes eastbound (one through lane, one truck climbing lane) None 3-4.5' US Route 5 Industrial Avenue to Community National Bank 35 MPH One Lane in each direction None 5' US Route 5 Community National Bank to Shaws Entrance 35 MPH One lane in each direction with a center twoway left-turn lane. None 5' US Route 5 Shaws Entrance to West Hill Road 35 MPH One lane in each direction with exclusive lanes for turns onto I-91 Ramps None 2' US Route 5 West Hill Road to VT MPH One lane in each direction None 5' VT Route VT MPH One Lane in each direction Sidewalk exists on both sides of the road with green strips 4' Pedestrian and Bicycle Facilities There are two distinct areas along the study area that are served by sidewalks as shown in Figure 12 below. Within the City of Newport, at the western edge of the study corridor, sidewalks are located on the south side of between Blanchard Avenue and Sias Avenue and along both side of west of Sias Avenue. Sidewalks are located along both sides of VT 105 through Derby Center Village. The sidewalks at both locations vary in width, typically between 4 ½ and 5 feet wide, and are separated from the travel lane by a green strip. There may be a need to improve the pedestrian connection in Derby Center between the residential areas along Roy Street and Kingsbury Circle, the numerous businesses along, and Main Street (VT 105). This connection could be provided with sidewalks along, a separated facility that follows an alignment behind the Town offices, or a combination of the two.

38 19 May 2006 Corridor Study Page 15 Figure 12: Existing Sidewalks in the Study Area (Newport City and Derby Center) Derby Center Newport City Figure 13 below shows a typical cross-section of VT 105 through Derby Center Village with a sidewalk, a wide green strip, shoulder, and roadway. Figure 13: Looking South along VT 105 toward VT 111 in Derby Center Village

39 Resource Systems Group, Inc. 19 May 2006 Page 16 Crosswalks are provided at: (1) the -Western Avenue-Sias Avenue intersection in Newport City and (2) the VT 105 VT 111 intersection in Derby Center Village. There is sufficient sight distance available at both crosswalk locations. The crosswalk pavement markings at the VT 105-VT 111 crosswalks are in poor condition and are difficult to see while approaching the intersection. Table 8 lists the three general types of bicyclists, their characteristics, and the type of bicycle facility most appropriate for their abilities. There are no dedicated facilities, such as bicycle lanes or multiuse trails, for bicycle travel in the study area. In general, the shoulders along throughout the study area are 4 or more feet wide (except within the City of Newport and at the I-91 interchange) and are adequate for basic and advanced bicyclist travel. NVDA s Cycling in the Kingdom includes the Beebe Plains to Groton route which travels south along into Derby Center and continues south on VT 105 through the Village. Table 8: General Bicycle User Types 1 Group A: Advanced Bicyclists Group Characteristics Facility Design Guidelines - Experienced riders - Urban Setting: Wide curb lane - Comfortable operating in traffic - Rural Setting: Paved shoulder/shared travel lane - Use existing roadway system Group B: Basic Bicyclists Group C: Children - Require minimal roadway operating space - Casual or teenage riders - Provide extra operating space - Less confident operating in traffic - Provide network of designated bicycle facilities - Prefer low-speed, low-traffic streets or bike lanes - Usable shoulders on rural highways - May not comply with traffic regulations - Provide extra operating space - Prefer residential streets with low volumes & speeds - Provide network of designated bicycle facilities - Comprised of children and pre-teens - Riding on sidewalk where activity is low Rideshare & Carpooling Vermont Rideshare provides assistance to Vermont commuters with carpooling, pool-to-school, employer-based rideshare, emergency ride home, interest-free van loans and private sector van leasing. A local Vermont Rideshare Coordinator works with interested commuters to establish carpooling arrangements. Table 9 below shows the results of a recent polling of the Vermont Rideshare carpool advertising list. The table shows that within the study area, trips within Newport and between Newport and St. Johnsbury, Lyndon, and Derby appear to be the most popular. 1 Source: Pedestrian and Bicycle Facility Planning and Design Manual, VTrans, 2002

40 19 May 2006 Corridor Study Page 17 Table 9: Vermont Rideshare Participants Between Newport and: Between Derby and: Newport 8 Newport 2 St. Johnsbury 5 East Burke 1 Lyndon 4 Derby 2 Barton 1 Morgan 1 Orleans 1 Irasburg 1 Coventry 1 Johnson 1 The closest official park and ride lots are located in St. Johnsbury and Morrisville (see Figure 14). However, commuters may currently be meeting up and parking in unofficial park and ride lots (e.g. shopping plaza parking lots) to carpool to a common destination. Figure 14: VTrans Statewide Park and Ride Lots

41 Resource Systems Group, Inc. 19 May 2006 Page Transit Service Fixed-route public transit service is provided along the corridor by Rural Community Transportation, Inc. (RCT). RCT is the designated transportation brokerage agency for the Northeast Kingdom and Lamoille County. The RCT Newport-Derby Line route (see Figure 15) runs from the Highland Avenue professional building in Newport City out to Derby Line via. The Newport-Derby route operates on a 2-hour headway from 7 AM to 5:30 PM. The service costs $1.50 for an all day pass, $13.50 for a 10-ride ticket, and $20 for a monthly ticket. RCT has recently purchased transit shelters and will be asking towns to review and comment on proposed locations. Figure 15: Rural Community Transportation Newport-Derby Fixed Route Service Figure 16 shows the total number of monthly boardings on the RCT Newport-Derby fixed route service between December 2004 and May The data show a relatively steady ridership base averaging about 560 trips per month, or about 30 trips per day.

42 19 May 2006 Corridor Study Page 19 Figure 16: Number of Boardings on Newport-Derby Fixed Route Service (December-May 2005) # Boardings Dec-04 Jan-05 Feb-05 Mar-05 Apr-05 May TRAVEL DEMAND Traffic Volumes Average Annual Daily Traffic (AADT) Volumes Figure 17 shows the 2005 Average Annual Daily Traffic (AADT) volumes throughout the study area. These traffic volumes are based on data collected by VTrans and adjusted to 2005 average annual daily conditions. AADT volumes are shown at various points along the /VT 105 corridor as well as along significant corridor connections. The graphic shows that the highest traffic volumes along the corridor can be found adjacent to the I- 91 interchange with volumes decreasing to the east and west. The highest volumes correlate with the densest clustering of commercial and retail uses adjacent to the I-91 interchange. This may indicate that a certain percentage of traffic on adjacent to I-91 is simply using the corridor for shopping and errands and then departing via I-91. The transportation network outside of Newport City is relatively dispersed - with few options for north-south and east-west through routes. As the only major east-west route in the area, /VT 105 carries the majority of the local and through traffic. It is interesting to note that volumes on decrease in Newport City as the road network becomes more dense and parallel route options are

43 Resource Systems Group, Inc. 19 May 2006 Page 20 available. Of the roads adjacent to the study corridor, Western Avenue, with approximately 5,700 vehicles per day, carries the highest volume. Figure 17: 2005 AADT at Locations along and Adjacent to Study Corridor Figure 18 below shows historical AADT volumes at two locations along. The set of bars on the left reflects average daily traffic volumes just east of the I-91 interchange while the bar set on the right reflects historical volume to the west of I-91. Both locations show a similar increasing trend in the early 1990 s, decreases through the mid-1990 s, then increases through It is also apparent that a higher level of traffic exists to the west of I-91 than to the east. This observation is reasonable, since a majority of the regional commercial and retail uses, as well as Newport City, lie to the west of I-91.

44 19 May 2006 Corridor Study Page 21 Figure 18: Historical AADT at two Locations on 14,000 12,000 10,000 AADT 8,000 6,000 4,000 2, West of I-91 (Derby) - East of West Street (Derby) Intersection Turning Movement Counts Traffic volumes at the twelve study intersections were conducted by VTrans and RSG. All of the counts were conducted during both the AM peak (7-9 AM) and the PM peak (4-6 PM) hours. The raw traffic count data were adjusted to 2005 design hour conditions as follows: Design Hour Traffic: The raw counts were adjusted to reflect the design hour of traffic. The design hour is equivalent to the 30 th highest hour of traffic for the year, the design standard in Vermont. The factor used in this analysis varied from intersection to intersection, but on average resulted in a 10% increase in volume. Background Traffic Growth: Growth factors from the 2004 VTrans Red Book 1 were used to grow the raw traffic counts (which were conducted between 2002 and 2005) to 2005 conditions. The background growth rate increased traffic approximately 2% per year. The resulting adjusted 2005 DHV turning movement count volumes are presented below in Figure 19 and Figure 20 and are utilized in the intersection congestion analysis conducted in Section 3. 1 Regression Group C: Rural Primary and Secondary Highways

45 Resource Systems Group, Inc. 19 May 2006 Page 22 Figure 19: 2005 AM Peak Hour Turning Movement Counts Shaws Entrance Community Dr NB On-Ramps Blanchard Ave Crawford Rd NB Off-Ramps West St Sias Avenue VT Western Ave Shattuck Hill Rd. Quarry Rd I-91 SB Ramps VT VT 111

46 19 May 2006 Corridor Study Page 23 Figure 20: 2005 PM Peak Hour Turning Movement Counts Shaws Entrance Community Dr NB On-Ramps Nason St. Blanchard Ave Crawford Rd NB Off-Ramps Sias Avenue West St VT nue Shattuck Hill Rd. Quarry Rd I-91 SB Ramps VT VT Truck Traffic Figure 15 shows the level of daily truck traffic at five locations throughout the study area. These volumes are based on VTrans Automatic Traffic Recorder (ATR) count data. The table shows that the highest number of total trucks and medium trucks (i.e. school bus, delivery van, dump truck) can be found adjacent to the Interstate. This indicates that a percentage of the trucks may be accessing from I-91 for local deliveries and then departing via I-91. The greatest number of heavy trucks (i.e. 5+ axles with separate tractor and trailer), however can be found closer to Newport in the section between Western Avenue and Blanchard Avenue.

47 Resource Systems Group, Inc. 19 May 2006 Page 24 Table 10: Study Area Truck Traffic Roadway Segment Total Trucks Medium Trucks Heavy Trucks No. of Trucks % of AADT No. of Trucks % of AADT % of AADT No. of Trucks Western Avenue to Blachard Avenue 7% 664 4% % 243 Newport/Derby Town Line to TH-85 5% 489 4% % 127 TH-85 to Interstate 91 Interstate 91 to VT 105 7% 714 6% % 156 North of VT 105 9% 464 7% % 78 US Derby Center Village to VT 111 5% 340 3% % 119 South of VT 111 5% 209 3% % 87 VT Derby Center Village East of VT 105 5% 131 4% % 29 Sias Avenue 3% 104 3% % Origin-Destination Survey A comprehensive origin-destination survey was administered in June 1997 along the entire VT 105 corridor as part of the Route 105 Corridor Study 1 development process. The survey was administered at five locations along VT 105, with one location (between 1-91 and Derby Center Village) falling within this project s study area. Many of the findings from this survey location are relevant to this study and include: Trip purpose: Weekday Weekend Work 53% 16% Shopping 20% 31% Recreation 7% 29% Other 20% 25% Trip origin and destination: Weekday Weekend #1 Origin Derby (47%) Derby (43%) #2 Origin Derby Line (10%) Derby Line (7%) #1 Destination Newport (67%) Newport (49%) #2 Destination Derby (17%) Derby (20%) 1 Route 105 Corridor Study, Louis Berger & Associates Inc., 1998

48 19 May 2006 Corridor Study Page Journey To Work Every 10 years, the US Census polls residents about their commuting habits. This journey to work information includes a number of parameters including commute origin and destination, average trip length, and travel mode. Table 11 and Table 12 below summarize the top ten commute trip origins and destinations in Newport City and Derby in 1990 and As the regional employment center, Newport attracts employees from many different towns throughout the Northeast Kingdom. In 2000, roughly 45% of the jobs in Newport City were staffed by residents of Newport City, while the remaining 55% (or approximately 2,400 employees) commuted in from surrounding towns. The second most common residence of Newport City employees is the Town of Derby. Similarly, the second most common workplace for Newport City residents is in Derby. This close workplace-residence connection between Newport and Derby points to the importance of the corridor to the economic health of the region. Table 11: Newport City Journey to Work Data - Top 10 Origins and Destinations # Living in Newport # Working in Newport Work Town Residence Town Newport city Newport city Derby town Derby town Barton town Troy town Newport town Newport town Troy town Barton town Coventry town Coventry town St. Johnsbury 13 7 Charleston town Barre city 12 7 Irasburg town Jay town 9 29 Morgan town Table 12: Derby Journey to Work Data - Top 10 Origins and Destinations # Living in Derby # Working in Derby Work Town Residence Town Derby town Derby town Newport city Newport city Newport town Charleston town Barton town Holland town Charleston town 16 7 Newport town Morristown town 12 2 Barton town Troy town 9 22 Brighton town Lyndon town 5 41 Troy town St. Johnsbury 2 13 Coventry town Irasburg town 2 42 Morgan town 29 65

49 Resource Systems Group, Inc. 19 May 2006 Page CONGESTION, SAFETY, AND ACCESS MANAGEMENT Intersection Congestion Analysis Level of Service Methodology A Level of Service (LOS) analysis is the analytical tool used to estimate congestion at intersections. LOS is a qualitative measure rating the operating conditions as perceived by motorists driving in a traffic stream. The Highway Capacity Manual 1 (HCM) defines six grades of LOS at an intersection, based on the control delay per vehicle. Table 13 shows the various LOS grades, qualitative descriptions, and quantitative definitions for unsignalized and signalized intersections. Table 13: LOS Criteria for Signalized and Unsignalized Intersections --Unsignalized-- --Signalized-- LOS Characteristics Total Delay (sec) Total Delay (sec) A Little or no delay B Short delays C Average delays D Long delays E Very long delays F Extreme delays > 50.1 > 80.1 US Route 5 and VT 105 are both classified as minor arterials through the study area. The VTrans policy on LOS states that: Minor Arterials in urban or village areas will generally be designed for a level of service C or better. However, in heavily developed urban areas, reduced level of service criteria such as D or E may be appropriate as judged on a case by case basis. Congestion and queuing effects were estimated using the software package Synchro 6 which applies the widely accepted 2000 Highway Capacity Manual methodology. This section examines the traffic congestion conditions at the following study intersections during the 2005 AM and PM peak hours: Western/Silas Avenue; Blanchard Avenue; Community Drive; 1 Transportation Research Board, National Research Council, Highway Capacity Manual: Special Report 209, Washington DC, 2000.

50 19 May 2006 Corridor Study Page 27 Shattuck Hill Road; Crawford Road; Quarry Hill Road; Shaws Entrance; I-91 Interstate Ramps (NB and SB) VT 105; and VT VT LOS and Queuing Results Table 14 presents the average vehicle delay, corresponding Level of Service grade, and 95 th percentile queue 1 at the study intersections under 2005 AM and PM design hour conditions. Intersections approaches operating at LOS D, E, or F conditions are highlighted in the table. Specifically, those approaches include: 1. The southbound left turn from the Shaws Plaza onto during the afternoon peak; 2. The northbound left turn from the I-91 northbound off-ramp during the afternoon peak; and 3. The eastbound left-turn from to at the -VT 105 intersection during both the morning and evening peak hours. Also highlighted in the table are those 95th percentile queues that extend beyond the existing turn lane storage capacity. The eastbound left turn at the -VT 105 intersection is the one location that experiences excessive queuing during the morning and evening peak periods th percentile queue is the queue (length of stopped vehicles) anticipated to occur under 95 th percentile traffic conditions.

51 Resource Systems Group, Inc. 19 May 2006 Page 28 Table 14: 2005 Design Hour Intersection Delay, Level of Service (LOS) and 95th Percentile Queues Design Hour Conditions Intersection Delay (sec/veh) LOS AM 95th Percentile Queue Length (ft) Delay (sec/veh) LOS PM 95th Percentile Queue Length (ft) - Western Avenue Overall 13.1 B - 17 B - EB B B 176 WB B C 343 NB - Western Avenue 8.6 A 66 9 A 71 SB - Silas Avenue 8.1 A 46 9 A 69 - Blanchard Avenue EB A 2 0 A 1 SB - Blanchard Avenue 12.5 B 5 17 C 3 - Community Drive EB A 1 1 A 2 SB - Community Drive 12.8 B 3 15 C 8 - Shattuck Hill Road EB A 1 1 A 2 SB - Shattuck Hill Road 18.1 C D 73 - Crawford Road WB A 1 0 A 1 SB - Crawford Road 13.6 B 2 16 C 5 - Quarry Road EB A 1 1 A 3 SB - Quarry Road 13.2 B 7 21 C 21 - Shaws Entrance EBL A 3 1 A 7 SBL - Shaws 17.8 C 2 74 F 96 SBR - Shaws 12.2 B 4 13 B 15 - I-91 SB Ramps EBL A 2 1 A 8 SBL - I 91 SB Off-Ramp 16.5 C 1 35 D 4 SBR - I 91 SB Off-Ramp 12.1 B 4 12 B 6 - I-91 NB Ramps EBL A 1 1 A 6 NBL - I 91 NB Off-Ramps 19.8 C E 29 NBR - I 91 NB Off-Ramps 9.8 A 5 14 B 7 - West Street WB A - NB - West Hill Road 17.3 C C 10 - VT 105 EBL D F 283 EBR A B 43 NB - VT A 21 7 A 16 VT VT 111 WB - VT B B 23 SB - VT A 5 4 A 11

52 19 May 2006 Corridor Study Page Traffic Signal Warrant Analysis A signal warrant analysis is a set of tests that are run to determine whether a traffic signal would significantly improve operations, mobility, and safety at an unsignalized intersection. The Manual on Uniform Traffic Control Devices 1 specifies the following eight signal warrants: 1. Eight-Hour Vehicular Traffic Warrant: when a large amount of intersecting traffic occurring over an 8-hour period is the principal reason for installing a traffic signal, or where excessive delays occur on minor approaches to an intersection. 2. Four-Hour Vehicular Traffic Warrant: when a large amount of intersecting traffic occurring over a 4-hour period is the principal reason for installing a traffic signal. 3. Peak Hour Warrant: when the minor-street traffic suffers unduly delay when entering or crossing the major-street during the average peak hour is the principal reason for installing a traffic signal. 4. Pedestrian Volume Warrant: when the traffic volumes on a major street are so heavy that pedestrians experience excessive delays. 5. School Crossing Warrant: when school children crossing a major street are the principal reason for installing a traffic signal. 6. Coordinated Signal System Warrant: when maintaining proper platooning of vehicles is the principal reason for installing a traffic signal. 7. Crash Experience Warrant: when the severity and frequency of accidents is the principal reason for installing a traffic signal. 8. Roadway Network Warrant: when the concentration and organization of traffic flow is the principal reason for installing a traffic signal. Table 15 below summarizes the results of the signal warrant analysis and recommended future action. Signal warrants were met at the -Quarry Road, -NB I-91 Ramps, and the -VT 105 intersections. Based on this analysis, new traffic controls are recommended at the -Quarry Road intersection (partially funded by Price Chopper Plaza developer per Act 250 permit), and the - VT 105 intersection 2. 1 Federal Highway Administration, The 2004 VTrans traffic count of the -VT 105 was determined to be unreliable. The traffic signal warrant analysis was conducted on a 2002 count of this intersection VTrans plans to conduct a count in Summer This data should be reexamined to see if a signal is still warranted.

53 Resource Systems Group, Inc. 19 May 2006 Page 30 Table 15: Traffic Signal Warrant Summary Signal Warrants Met Recommended Action - Western Ave NA - Already Signalized None - Community Drive NA - Insufficient Data Monitor Traffic, Queuing & Delay - Shattuck Hill NA - Signal to be Installed 2006 None - Quarry Road 4-Hour Install Traffic Signal/Roundabout - Shaws Plaza NA - Intersection Being Monitored Install Traffic Signal when Warranted - SB I-91 Ramps None None - NB I-91 Ramps 4-Hour Monitor Traffic, Queuing & Delay - VT Hour, 8-Hour Install Traffic Signal VT VT 111 None None The detailed signal warrant is available in Appendix B Safety Analysis Crash Data Figure 21 shows the location of all reported vehicular crashes along the study corridor between 1999 and Reportable crashes generally involve a fatality, injury, and/or property damage in excess of $1,000. In the period , there were a total of 56 reported crashes along the /VT 105 study corridor. These crashes included 17 injuries and no fatalities. The crashes tend to cluster around high activity, typically with dense driveways and turning traffic. It is interesting to note in Figure 21 that no crashes occurred during the 5-year period between Community Drive and Blanchard Avenue. The crashes are clustered into three main sections: 1. VT 105 in Derby Center: 17 crashes (35 crashes/mile) 2. east of I-91: 25 crashes (26 crashes/mile) 3. west of I-91: 13 crashes (20 crashes/mile) In order to be classified as a High Crash Location (HCL), an intersection or road section (minimum 0.3 mile section) must meet two conditions: 1) it must have at least 5 accidents over a 5-year period; and 2) the actual crash rate must exceed the critical crash rate. The most recent VTrans High Crash Location Report ( ) identifies no High Crash Locations within the study area. The closest identified HCL is along (Main Street) in downtown Newport.

54 19 May 2006 Corridor Study Page 31 Figure 21: Study Area Reported Crashes ( ) Sight Distance Measurements Sight distance generally refers to the maximum distance that a driver in an automobile (or a pedestrian or bicyclist) can see at any given moment. Sight distance measurements are typically most important around intersections, crosswalks, steep grades, and other locations where a driver s view may be limited and create a safety concern. The American Association of State Highway and Transportation Officials (AASHTO), in A Policy on Geometric Design of Highways and Streets (5 th Edition) defines standard minimum sight distances under various conditions to ensure safe conditions are maintained. Since the /VT 105 study corridor is posted at 35 miles per hour for most of its length, we assumed an average travel speed of 40 miles per hour to establish a sight distance standard for comparison. The AASHTO minimum intersection sight distance under 40 mile per hour conditions is 445 feet. The one study intersection that lacks sufficient sight distance is the -Crawford Road. For a vehicle turning left out of Crawford Road, the available sight distance to the right is approximately 375 feet. VTrans is currently developing a design for the re-alignment of the Crawford Road intersection with Shattuck Hill Road. This new project will address the issue.

55 Resource Systems Group, Inc. 19 May 2006 Page Access Management Assessment VTrans Access Management Categories VTrans has established an Access Management Program that assigns all segments of the State s Highway System into one of six access management categories. The standards provide the basis for access permitting on state highways and are used in the planning and development of VTrans roadway construction projects. Existing highways are not required to meet the design standards. However, the standards are applied to all new access permits and construction projects. Table 16 summarizes the characteristics of the six different VTrans access management categories. Table 16: VTrans Access Management Categories 1 Access Category Functional Class and AADT Characteristics Direct Property Access Driveway Design Factors 1 - Interstates No Not Applicable 2 3 Traffic Operations and Movements Allowed Access only provided at Interchanges with public highways - Minor Collectors All turns in & out - Minor Arterials and Class 1 Town Highways (< 5,000 AADT) Number, Spacing 4 Yes - Non-limited Access Major Collectors on and Locations May limit turning State Highway and Class 1 Town Highways movements (Less than 5,000 AADT) Number and 5 - Frontage or Service Road Yes All turns in and out location 6 - May have any functional class but are urban in nature. Deny, restrict, or allow Number and location Design Features Grade-Separated Interchanges - Other Principal Arterials - Limited Access Major Collectors - Other Principal Arterials No Except by Access Rights Number, Spacing and Locations Access at intersections with public highways At-Grade or Grade-Separated intersections at ½ to 1 mile intervals - Physical Barriers (Medians or Islands) - Minor Arterials (AADT > 5,000) Deny, Restrict or Number, Spacing May limit turning - Traffic signal spacing requirements Allow and Locations movements - Non-limited Access Major Collectors on State Highway and Class 1 Town Highways (AADT greater than 5,000) - Left and/or Right Turn Lanes Required - Spacing of public highway intersections that are or may be signalized (1/4 to ½ mile) - Spacing of public highway intersections that are or may be signalized (1/4 to ½ mile) - Traffic signal spacing not less than 500 feet. - Traffic signal spacing not less than 500 feet. The access management categories within the study area are shown in Figure 22 and include: Class 1: Interstate I-91; Class 2: Limited or Controlled Access Highways VT 191 between and the I-91 interchange, at the I-91 interchange; Class 4: Minor Arterials north of Derby Center and south of Newport City, VT 111 east of Derby Center, VT 105 south of Derby Center; and Class 6: Urban Sections from Coventry town line to northern limit of Derby Center, VT 105 in Newport City and in Derby Center, VT 111 in Derby Center. 1 Modified from Table 1-1, page 22 in Vermont Agency of Transportation Access Management Program Guidelines; Utilities and Permits Unit Technical Service Division Revised July 17, 2000.

56 19 May 2006 Corridor Study Page 33 Within the Town of Derby, is a state highway, and is therefore subject to the VTrans access management program guidelines. With the exception of the area near the I-91 interchange, in the Town of Derby is designated as Access Management Class 6. Key provisions of this class are: VTrans may deny direct access to from an abutting parcel if safe and reasonable access to a connecting side street is available; VTrans may restrict some movements in and out of an abutting parcel (restricting left turns in and left turns out for example); and Only one access per parcel is allowed. Within Newport City, is a class 1 town highway and is owned and maintained by the City. Along class 1 town highways, it is not necessary to obtain an access permit from VTrans. VTrans is allowed however, to invoke joint jurisdiction on class 1 town highways when necessary to ensure safety and operational guidelines are not significantly affected by a proposed access or change in highway design. 1 There are no specific guidelines provided in the Newport zoning bylaws (such as one driveway per parcel, minimum spacing between driveways, and minimum spacing between driveways and intersections). However, the City of Newport Zoning Regulations require that all driveways accessing a public right-of-way, either new or designed, shall be reviewed by the Director of Public Works with regard to location, grade, slope and drainage. 1 According to Al Wright, VTrans Utility and Permits Unit, joint jurisdiction has only been invoked once. VTrans used joint jurisdiction to require changes to a roundabout design on a class 1 town highway in Manchester because the original design did not accommodate buses or trucks.

57 Resource Systems Group, Inc. 19 May 2006 Page 34 Figure 22: VTrans Access Management Categories Access Management Inventory RSG conducted an access management windshield survey of each commercial driveway along in the study area in June The field inventory captured information such as driveway location, business name(s), and an identification of the following access management issues: Poor definition and/or continuous curb cuts. Driveways should be designed with clearly defined borders that safely channel traffic between the street and parking area. Wide open curb cuts cause confusion by mixing entering and exiting traffic, creating additional conflict points, and often obscure sidewalks (where they exist); Lack of adequate spacing between driveways. Adequate spacing between driveways provides the distance necessary for drivers to react to vehicles entering and exiting a driveway. Although there are no national standards that provide minimum driveway spacing distances, VTrans uses

58 19 May 2006 Corridor Study Page 35 the lower limit of the AASHTO stopping sight distance 1. Given the posted speed limit of 35 miles per hour through most of the study area, the resulting driveway spacing is 225 feet. Poor alignment with driveways or intersections on opposite sides of the road. Driveways on opposite sides of a road should be aligned to reduce the number of potential conflict points. If driveways on opposite sides of road can not be aligned, they should be separated by the same distance recommended for driveways on the same side of the road (225 feet for the 35 mph posted in the study area); Inadequate corner clearance. Corner clearance is the distance between the edge of a street intersection and a driveway. Insufficient corner clearance causes conflicts between vehicles within a functional area of an intersection and vehicles entering and exiting a driveway. The functional area of an intersection includes the approaches where vehicles may be changing lanes, merging, accelerating or decelerating, or forming queues as they wait at traffic signals or to exit from a stop-controlled side street. Recommended corner clearance varies based upon the movements allowed at a driveway (for example: right-out/right-in versus all movements allowed); and whether or not a driveway is located downstream or up-stream from an intersection; Multiple access points for a single parcel. VTrans limits the number of access points for new projects along state highways to one per parcel. It is desirable to limit access points because each one creates potential conflict points; and Limited sight distance. Limited sight distance at a driveway causes potential safety problems. As indicated in Table 17, 55 of the 70 commercial driveways evaluated along the corridor had at least one access management issue. Over half of the driveways have two or more access management problems. Table 17: Number of Driveways with Access Management Issues Issues per Driveway Number of Driveways No Issues 15 One Issue 17 Two Issues 16 Three Issues 16 Four Issues 6 Total Driveways 70 1 Vermont Agency of Transportation Access Management Program Guidelines ; Utilities and Permits Unit, Technical Services Division; July 17, 2000.

59 Resource Systems Group, Inc. 19 May 2006 Page 36 Table 18 shows that the most common access management problem in the study area involves the location of driveways. Taken together, adequate spacing and alignment of driveways account for 54 of the deficiencies identified. Table 18: Frequency of Access Management Issues Number of Driveways Access Management Issue with Issue No issues 15 Poorly Defined or Continuous Curb Cut 32 Too close to adjacent driveways 33 Poor alignment with opposite drives or intersections 21 Inadequate corner clearance 9 More than one driveway per parcel 23 Limited sight distance 3 Number of Issues Identfied NATURAL AND CULTURAL RESOURCE ASSESSMENT This section provides an assessment of the following potential natural and cultural resources adjacent to the study corridor in Derby and Newport: Wetlands; Steep Slopes; Endangered Species and Deer Wintering Areas; Environmental Management Areas; and Recreational Facilities. To supplement this review, an Archeological and Architectural Assessment of the corridor is currently being conducted by Hartgen Archeological Associates, Inc. Their findings will be included in the development and evaluation of project alternatives. In addition, impact assessment letters and study area maps were mailed to various Federal and State regulatory agencies for their review and comment. As of the writing of this report, no responses had been received from the regulatory agencies. Any comments will be incorporated into the planning process Wetlands Figure 23 shows the extent of identified Class II wetlands adjacent to the study corridor. The wetland boundaries are based on the Vermont Significant Wetlands Inventory developed by the Vermont

60 19 May 2006 Corridor Study Page 37 Agency of Natural Resources. All Class II wetlands, including a 50-foot protective buffer, are protected under the Vermont Wetland Rules. Any intrusion into the identified wetland or its buffer requires a Conditional Use Determination from the Water Quality Division of the Department of Environmental Conservation. Potential wetlands limitations along the corridor are located near the -Western Avenue intersection in Newport City, east of Blanchard Avenue in Newport City, and east of Roy Street in Derby Center. Figure 23: Class II Wetlands and 50-Foot Buffer Steep Slopes Figure 24 shows a composite image of estimated slopes adjacent to the study corridor. Areas with greater than 20% slope in the study area, shown in red, are generally concentrated south of and between Blanchard Avenue and Sias Avenue.

61 Resource Systems Group, Inc. 19 May 2006 Page 38 Figure 24: Study Area Estimated Slopes Rare, Threatened and Endangered Species and Deer Wintering Areas Figure 25 shows the location of rare, threatened, or endangered species as defined by the Vermont Department of Fish and Wildlife as well as identified deer wintering areas based on boundaries established by the Vermont Agency of Natural Resources. Deer wintering areas generally begin at the edge of mature coniferous tree cover. Any disturbances on either identified endangered species grounds or deer wintering areas may require special permitting and/or mitigation. As the graphic shows, there are no identified threatened species or deer wintering areas immediately adjacent to the study corridor.

62 19 May 2006 Corridor Study Page 39 Figure 25: Endangered Species and Deer Wintering Areas Environmental Management Areas Figure 26 shows the location of Federal, State, Local, and Private Environmental Management Areas adjacent to the study corridor. The environmental management areas are based on data compiled by the Vermont Agency of Natural Resources and include state forest lands, state parks, wildlife management areas, and municipal forests. As the graphic shows, the there are no identified environmental management areas immediately adjacent to the study corridor.

63 Resource Systems Group, Inc. 19 May 2006 Page 40 Figure 26: Federal, State, Local, and Private Environmental Management Areas Recreational Facilities Figure 27 shows the location of various recreational facilities adjacent to the study corridor. The graphic includes identified recreational sites, Vermont Association of Snow Travelers (VAST) snowmobile trails, and public lands. Adjacent to the study corridor are the following five recreational sites, which are identified on the map: the North Country High School, the Hillside School Recreation Area, the Fireside Campground, the Derby Common and Skating Rink, and the North Country Junior High School.

64 19 May 2006 Corridor Study Page 41 Figure 27: Recreational Facilities 3.6 SUMMARY OF PREVIOUS STUDIES A number of transportation studies have been conducted recently along and proximate to the study corridor. The following reports were reviewed and their relevant recommendations summarized in Table 19 below. US Route 5 Corridor Access Management Plan +; September 1997 Route 105 Corridor Study From St. Albans to Bloomfield, Vermont ; Louis Berger & Associates for NVDA and NRPC; May 1998 Vermont Route 105 Access Management Study from Jay to Bloomfield, Vermont ; Lamoureux and Dickinson; for NVDA City of Newport Downtown Traffic and Parking Study ; Kevin Hooper Associates for City of Newport; February 1999 Traffic Impact Study for: Derby Shopping Center, Resource Systems Group, April 2001 with supplemental analysis and reports through August 2004.

65 Resource Systems Group, Inc. 19 May 2006 Page 42 Table 19: Recommendations Developed in Previous Studies Location (west to east) Recommendation Status Source - Newport City Conduct a study to identify appropriate corridor to serve as principal arterial through Newport City. One alternative would be to continue Coventry Street east across the railroad tracks to Mount Vernon Street then a new connection from Mount Vernon Street to VT 191 at Western Avenue. Provide 4 travel lanes with 8-foot shoulders. Not done 2 Examine feasibility of new bridge crossing backwaters of Lake Mamphremagog to eliminate bottleneck on VT 105/ through Newport City. Not done 2 - Western Avenue Intersection East of Western Avenue Community Drive Intersection - Shattuck Hill Intersection - Quarry Road Intersection Quarry Road to I-91 I-91 Ramps VT 105 Intersection Modify existing signal system to replace pedestal-mounted signals with mast arms and a fully-actuated signal system. Revise crosswalk locations. Provide pedestrian signal heads and push buttons at all crossings. Not done 1 Physically close the eastbound channelized right-turn lane immediately prior to the Shattuck Hill Road intersection. Completed 1 Provide a striped bicycle lane for cyclists on steep uphill grade. Not done 1 Monitor intersection to determine when flashing beacon or signal is warranted. Install new traffic signal once Price Chopper shopping center is developed with exclusive eastbound left-turn lane. Existing traffic conditions warrant a traffic signal at this intersection (8-hour and 4-hour volume warrants) Construct a 3-lane section with a center 2-way left-turn lane (TWLTL). Consolidate driveways, provide inter-parcel connections, channelized driveways, improved driveway spacing, improved traffic control, enforcement of speed limit, and enhanced pedestrian and bicycle circulation. Will be evaluated in this study Signal currently under design. VTrans is preparing design to realign Crawford Rd with Shattuck Hill Traffic Signal may be installed as a part of Price Chopper development (confirm?) TWLTL exists and some access management has been done. No sidewalks currently exist Provide tapered merge/acceleration lanes from the I-91 off-ramps onto. Not done 1 Complete intersection reconstruction to include curbing, sidewalk, and enhanced traffic control. Issues could be addressed with a roundabout, with special consideration for heavy truck movements from northbound VT 105 to southbound Not done ,3 - VT 111 Intersection Add new landscaped islands in front of and within the access to the corner gas station/store to define the edge of travelled way and channel entering/exiting vehicles. Not done 3 Add new curbing in front of Derby Store to control access and create 1-way trafic flow pattern. Completed 3 Sources: 1. US Route 5 Corridor Access Management Plan T.Y.Lin for NVDA; September Route 105 Corridor Study From St. Albans to Bloomfield, Vermont ; Louis Berger & Associates for NVDA and NRPC; May Vermont Route 105 Access Management Study from Jay to Bloomfield, Vermont ; Lamoureux and Dickinson; for NVDA 4. City of Newport Downtown Traffic and Parking Study ; Kevin Hooper Associates for City of Newport; February Traffic Impact Study for: Derby Shopping Center, Resource Systems Group, April 2001 with supplemental analysis and reports through August 2004.

66 19 May 2006 Corridor Study Page PROJECTION OF FUTURE CONDITIONS 4.1 STUDY AREA DEVELOPMENT POTENTIAL Total development potential has been estimated for the parcels that abut or are near to and VT 105 in the study area as shown in Figure 28. The development potential provides a long-term view of the amount of new commercial, industrial, and residential development possible under existing zoning regulations taking into account physical constraints such as steep slopes and wetlands. The analysis is based upon the most recent grand list and GIS data available. However, it does not account for current or projected market conditions or landowner desires. Moreover, the analysis makes the critical assumption that adequate sewer capacity will be available to accommodate all of the development possible under current zoning. Consequently, the estimates should only be considered as a general indication of development potential not an accurate indicator of anticipated development within the foreseeable time horizon. A more specific land use scenario is described in Section 4.2 of this memorandum Methodology and Assumptions The methodology described in the Chittenden County Regional Build-Out Analysis 1 was modified to suite the specific characteristics and data availability of the Newport-Derby study area. The methodology consists of: Quantifying the amount of existing development and identifying zoning districts for each study parcel; Identifying the land constraints that affect how much of a parcel is buildable; Quantifying the effect of zoning regulations; and Calculating total and net new development potential Quantify Existing Development and Zoning Districts Figure 28 shows the parcel boundaries and associated zoning districts included in the analysis. Parcel and 2004 zoning district boundaries for the City of Newport were provided in a GIS data set. Existing land use in terms of square footage and number of dwelling units is taken from the 2004 City of Newport grand list. Four of the City s nine zoning districts are found within the study area. 1 Chittenden County Regional Build-out Analysis Project Report: Regional Build-out Results ; Match 24, 2003; and Draft Technical Appendices; November 6, 2002; prepared by David H. Spitz and Stone Environmental for the Chittenden County Regional Planning Commission.

67 Resource Systems Group, Inc. 19 May 2006 Page 44 Parcel boundaries for the Town of Derby were converted manually from digital images of the tax maps into a GIS data format. The Town s 2004 zoning districts were assigned manually to each parcel from a visual inspection of the official zoning map located in the Town Offices. Figure 28: Existing Zoning and Parcel Boundaries Determine Land Constraints This step determines the total amount of buildable land for each parcel in the study area. Land constraints are physical features that make some or all of a parcel unsuitable for development. Table 20 lists the different land constraints that could potentially limit development on a parcel. As indicated in Table 20, many of the land constraints are not present in the study area. The only two land constraints that affect the study parcels in any significant way are wetlands and steep slopes. The extent of these two constraints is shown in Figure 29 A land constraint factor (LCF) of 0.0 indicates that there is no limit to development. A land constraint factor of 1.0 indicates that the land is fully constrained and is therefore not buildable. The LCF is assumed to be 1.0 for class 1 and 2 wetlands for the three general land use types. The LCF for steep slopes depends on the type of land use. An LCF of 1.0 is assumed for industrial uses because those types of facilities typically need a relatively flat site for access and efficiency purposes. The

68 19 May 2006 Corridor Study Page 45 LCF for commercial uses is 0.90, meaning that 10% of land with slopes greater than 20% may be used for office or retail development. This assumption is reasonable because some types of commercial uses may be more flexible in terms of operations and space needs. The LCF of 0.75 for residential uses assumes that homes may be built on 25% of land with steep slopes. Prime agricultural soils may be present in the study area. However, the steering committee felt that impacts to prime agricultural soils are typically mitigated with financial contribution to statewide conservation programs. Therefore, they do not create a real constraint. The most critical assumption is that some form of off-site sewer service, municipally owned or otherwise, would be provided. The steering committee agreed to this assumption with an understanding that there are significant issues with the amount of sewer allocation currently available. However, the steering committee felt that it was reasonable to assume the current challenges to increasing sewer capacity would be overcome well before the study area reached its full development potential. Table 20: Potential Land Constraints Land Constraint Factor by General Land Use Land Constraint Description Relevant to Study Area Residential Commercial Industrial Deer Habitat Not present in study area NA NA NA Floodplain Nearby but does not affect study parcels NA NA NA Prime Ag Soils May be present, but not considered a constraint NA NA NA Septic Soils (Marginally Suitable) Assume municipal sewer NA NA NA Septic Soils (Unsuitable Soils) Assume municipal sewer NA NA NA Slopes Greater than 20% Yes Surface Water and Buffer No buffer required in local regulations NA NA NA Class 1 & 2 Wetlands and Buffers Yes Devel Isolation (Well-head Protection) Not present in study area NA NA NA Rare/Endangered Species Not present in study area NA NA NA Above 2500 ft Not present in study area NA NA NA Open Space Conservation Not present in study area NA NA NA NA = Not applicable; 0.0 = No constraint; 1.0 = Fully constrained (not buildable)

69 Resource Systems Group, Inc. 19 May 2006 Page 46 Figure 29: Wetland and Steep Slopes Quantify the Effect of Current Zoning Regulations The zoning parameters described in Table 21 are applied to the buildable land determined in Section to determine the development potential for each parcel. The parameters consist of assumptions and specific measures as required in the City of Newport and Town of Derby zoning regulations. Percent of Permitted Residential, Commercial, and Industrial Uses: The percentages are based upon the permitted uses specified in zoning regulations, the existing land use pattern, and input from the steering committee; Build Factor: This factor accounts for the loss of developable land due to inefficiencies in lot shape, land requirements for on-site septic systems, and land consumed by new streets within a new subdivision. The Chittenden County Regional Buildout Analysis used 0.80 for lots with on-site septic systems and 0.85 where off-site sewer systems were provided. Because off-site sewer is assumed, a value of 0.85 has been used for the entire study area;

70 19 May 2006 Corridor Study Page 47 Site and Building Dimensional Factors: The factors are derived from the dimensional requirements published in the zoning regulations. Average building setback accounts for the fact that most lots are longer than they are wide. Therefore, the side-yard setback is given more weight than the rear or front yard setbacks. The number of building stories is based upon the height limits divided by 11 feet per story. The height limit in the City of Newport is specified in the zoning regulations. The height limit in Derby is 75 feet according the Town Zoning Administrator; Average Parking Setback: In some municipalities, parking is allowed within the setbacks. That flexibility allows more area for the building. However, the Derby and Newport zoning regulations do not allow parking in the setbacks. Therefore, the parking setbacks equal the building setbacks. Number of Parking Levels: Although the zoning regulations do not restrict the height of parking facilities, only one level of parking is assumed. It is unlikely that structured parking would be constructed in an area with large amounts of open land. Parking Ratios: The parking ratios assume that one parking space, and its associated roadways, requires 400 square feet 1. In Newport City, the commercial and industrial parking ratios presented in Table 21 are based upon this assumption and the parking requirements given for specific uses. In Derby, the parking ratios for commercial and industrial uses assume a generalized requirement of one space per 250 square feet 2. Table 21: Zoning Constraints Percent Allowed Uses (Assumed) Site and Building Dimensional Factors Parking Requirements Zoning Districts in Study Build Min Lot Size Sewer (Acre/DU) Maximum Lot Coverage Avg Bldg Setback (Feet) Maximum # of Stories Avg Parking Setback (Feet) Number of Parking Levels Parking Area/Com Square Ft Parking Area/Ind Sq Ft Municipality Corridor Residential Commercial Industrial Factor Newport City Commercial-B 0% 100% 0% na Newport City Industrial 0% 0% 100% NA 0.90 Newport City General Residential 100% 0% 0% NA NA Newport City Urban Residential 90% 10% 0% NA Derby Commercial (1) 20% 80% 0% NA Derby Residential High Density 100% 0% 0% NA NA Derby Industrial 0% 0% 100% NA 0.9 Derby R1 100% 0% 0% NA 26 1 NA NA Derby R2 100% 0% 0% NA 30 1 NA NA Derby Village Village Commercial 10% 90% 0% NA Derby Village Village Residential 100% 0% 0% NA 23 1 NA NA Derby Village Village Res-Multi-Family 90% 10% 0% NA NA 1 The square foot per parking space range from 270 to 430 in the Institute of Transportation Engineer s Transportation Planning Handbook. The 400 sf/parking space is on the high end of this range but is reasonable given the level of detail of a corridor study. 2 According the Town Zoning Administrator, the 1 space/250 square feet of commercial or industrial space is typical for the Town of Derby.

71 Resource Systems Group, Inc. 19 May 2006 Page Calculate Total and Net New Development Potential The final steps in estimating the total and net-new development potential are as follows: For Residential Uses: Total Potential Dwelling Units = Non-Residential Uses: ((Buildable Area) x (% Residential) x Build Factor))/Minimum Lot Size Total Potential Square Feet of Commercial or Industrial = Buildable Area x (%Commercial (Or Industrial)) x Floor Area Ratio Floor area ratio (FAR) is the total building square footage divided by the total area of the parcel. It is calculated for each parcel based upon the set-back requirements, allowable lot coverage, number of building stories allowed, and parking ratios. Inclusion of the parking ratios is an important component of the FAR calculation and the resulting potential development calculation. The parking ratios account for the fact that parking facilities consume land that can not be used for the building. Net New Development Potential: Total Potential Development Existing Development Development Potential Results Table 22 summarizes the total and net development potential for each of the major sections of the corridor. Figure 30 demonstrates that a few large parcels in the study area account for a significant amount of the corridor s development potential. The final calculation of net new development potential with Derby is not possible at this time because the Town can not devote any staff time to collecting the necessary information from its grand list. Despite the missing data, it is reasonable to state that the existing development in Derby is only a small fraction of the total development potential of 9.8 million square feet of commercial and 3.3 million square feet of industrial uses.

72 19 May 2006 Corridor Study Page 49 Table 22: Development Potential Results Total Development Potential Newport City Town of Derby Derby Center Total Study Area Commercial Sq Ft 591,494 8,383, ,424 9,840,657 Industrial Sq Ft 591,949 2,846,867-3,438,816 Residential Dwel Units ,859 Existing Land Use Commercial Sq Ft 45, ,037 Industrial Sq Ft 110, ,814 Residential Dwel Units Total Net-New Development Potential Commercial Sq Ft 546,457 8,383, ,424 9,795,620 Industrial Sq Ft 481,135 2,846,867-3,328,002 Residential Dwel Units ,783 Figure 30: Location of Commercial Development Potential

73 Resource Systems Group, Inc. 19 May 2006 Page TWENTY-YEAR LAND USE SCENARIO This section presents the development of the twenty-year land use scenario. The amount of new development assumed to be complete in 2025 is based upon direction provided by the steering committee, information on projects approved that will soon be built, and recent news regarding the potential for a new discount retailer in the study area. These assumptions are summarized in Table 23 and are also shown in Figure 31. The twenty-year land use scenario also assumes a certain percentage of build-out for vacant parcels as described below. Table 23: Anticipated Development from Steering Committee, Approved Projects, and Recent News General Location Between Shattuck Hill Rd and Description Potential 150,000 sf discount retailer and another 50,000 sf of specialty retail Total development and general land use type 200,000 sf commercial Notes Assumes a development size similar to a proposal under review in Saint Albans Town Between Shattuck Hill Rd/ and Quarry Rd. Parcel on north side of between I-91 and Elks Derby Shopping Center: 55,100 sf supermarket plus 28,100 square feet of specialty retail. 25,000 square feet car dealership and 125,000 sf of specialty retail 83,337 sf commercial Project has permits. Size based on recent traffic impact studies completed by RSG 150,000 sf commercial Based on comments from steering committee. In addition to the projects listed above, the twenty-year land use scenario also assumes that all vacant parcels that front in the study area, or vacant parcels that are located just off and are connected directly to with an access road, will be built-out in the next twenty-years. It is likely that some redevelopment of parcels that are currently occupied may occur as well. However, this analysis assumes that vacant parcels with easy access are more attractive and will therefore be developed before any significant changes to existing buildings occur. The one exception to the easy access rule in selecting parcels is the lots located on Quarry Road in Derby that are zoned industrial. Although these parcels are not located directly adjacent to, they are the only parcels in the Derby portion of the study area that are zoned industrial. Therefore, it is reasonable to assume some level of development will occur in those parcels over the next twenty years. Table 24 presents the twenty-year development assumptions for the vacant parcels adjacent to or nearby via an access road. Table 24 also includes the projects identified by the steering committee in Table 23. The estimate is equal to the development potential for each parcel determined in Section 4.1 adjusted by a certain percentage as follows: In most cases, the adjustment for commercial uses is based upon a comparison of actual buildings to the development potential of their specific parcel. The adjustment of 60% recognizes that most parcels are not built-out to their full development potential for a variety of economic and physical reasons. The exception is the large parcel between

74 19 May 2006 Corridor Study Page 51 Blanchard Ave,, and the Derby Town Line. This parcel has a development potential of almost 300,000 sf. It is unlikely that such a large amount of commercial development will occur on this parcel, so a 20% adjustment has been applied. In Newport City, the adjustment of 65% for industrial uses is based upon actual ratios of existing industrial building to development potential. In the Derby industrial area, the adjustment range from 10-30% because the parcels are large. Based on existing industrial uses in the corridor, it is assumed that most industrial uses will be less than 100,000 square feet. With the exception of the Blanchard Ave,, Derby Town municipal line parcel in Newport City, residential uses were assumed to equal 100% of the development potential. For the parcel located between Blanchard Ave,, and Derby Town municipal line, a 30% adjustment was applied. The total development potential of 319 dwelling units is, arguably, out of scale with type of residential developments that occur in the region.

75 Resource Systems Group, Inc. 19 May 2006 Page 52 Table 24: Assumed 20-Year Development for Parcels near Development New Development Assumed by 2025 General Location/Description Potential % Dev Pot Size Land Use Type Industrial Drive Parcel 37,404 sf 65% 24,312 sf Industrial Industrial Drive Parcel 32,019 sf 65% 20,812 sf Industrial Industrial Drive Parcel 16,557 sf 65% 10,762 sf Industrial Industrial Drive Parcel 23,384 sf 65% 15,200 sf Industrial Industrial Drive Parcel 19,778 sf 65% 12,856 sf Industrial Industrial Drive Parcel 185,238 sf 15% 27,786 sf Industrial Industrial Drive Parcel 29,689 sf 65% 19,298 sf Industrial Industrial Drive Parcel 22,202 sf 65% 14,431 sf Industrial Between Blanchard Ave, 297,786 sf 20% 59,557 sf Comercial and Derby Town Line 319 du 30% 100 du Residential 38,144 sf 60% 22,886 sf Commercial 29,199 sf 60% 17,519 sf Commercial 52,302 sf 60% 31,381 sf Commercial 150,000 sf 100% 150,000 sf Commercial 50,000 sf 100% 50,000 sf Commercial 55,132 sf 100% 55,132 sf Commercial 28,124 sf 100% 28,124 sf Commercial Community Drive 15,086 sf 60% 9,051 sf Commercial Community Drive 16,727 sf 60% 10,036 sf Commercial Community Drive 16,040 sf 60% 9,624 sf Commercial Community Drive 14,054 sf 60% 8,432 sf Commercial Community Drive 11,109 sf 60% 6,665 sf Commercial Quarry Road 80,229 sf 30% 24,069 sf Industrial Quarry Road 215,011 sf 30% 64,503 sf Industrial Quarry Road 84,249 sf 30% 25,275 sf Industrial Quarry Road 1,378,998 sf 5% 68,950 sf Industrial Derby Center Village 50,078 sf 60% 30,047 sf Commercial Derby Center Village 25,000 sf 100% 25,000 sf Commercial Derby Center Village 125,000 sf 50% 62,500 sf Commercial Derby Center Village 7 du 100% 7 du Residential Derby Center Village 3 du 100% 3 du Residential Derby Center Village 1,500 sf 60% 900 sf Commercial Derby Center Village 51 du 100% 51 du Residential Derby Center Village 47 du 100% 47 du Residential Total Commercial 576,855 sf Total Industrial 328,253 sf Total Residential 208 du Newport City Derby Town Derby Center Table 25 summarizes the twenty-year land use assumptions by municipality and for the entire study area. The estimated trip generation from these developments is combined with background traffic growth in Section 4.3 to create the estimated 2025 traffic volumes. Table 25: Summary of Twenty-Year Land Use Assumption Land Use Type Newport City Derby Town Derby Center Total Study Area Commercial (square ft) 59, , , ,855 Industrial (square ft) 145, , ,253 Residential (dwelling units)

76 19 May 2006 Corridor Study Page 53 Comparing the anticipated development levels shown above in Table 25 with the total build-out figures shown previously in Table 22, we see that the development estimated to occur over the next twenty years accounts for approximately 10% of the full build-out conditions. The traffic congestion analysis in the next section will focus on this 10% development assumption, while the travel time analysis in the following section examines the change in travel times and speeds under varying levels of build-out. Figure 31: Twenty-year Land Use Assumptions-By Segment 4.3 TWENTY-YEAR TRAFFIC PROJECTIONS (2025) Twenty-year traffic projections were developed for the corridor based on the anticipated twenty year development along the study corridor and general background traffic growth (i.e. 10% of build-out conditions). To quantify the number of trips generated by each development, standard Institute of Transportation Engineers (ITE) trip generation rates were applied to either the square footage or number of units of each development. The trip generation calculations are shown below in Table 26.

77 Resource Systems Group, Inc. 19 May 2006 Page 54 Table 26: 20-Year Trip Generation Table ITE Trip Generation Values New Development Assumed by 2025 AM Peak PM Peak Development General Location/Description Potential % Dev Pot Size Land Use Type ITE Code ITE Land Use # Total # Enter # Exit # Total # Enter # Exit Industrial Drive Parcel 37,404 sf 65% 24,312 sf Industrial 130 Industrial Park Industrial Drive Parcel 32,019 sf 65% 20,812 sf Industrial 130 Industrial Park Industrial Drive Parcel 16,557 sf 65% 10,762 sf Industrial 130 Industrial Park Industrial Drive Parcel 23,384 sf 65% 15,200 sf Industrial 130 Industrial Park Industrial Drive Parcel 19,778 sf 65% 12,856 sf Industrial 130 Industrial Park Industrial Drive Parcel 185,238 sf 15% 27,786 sf Industrial 130 Industrial Park Industrial Drive Parcel 29,689 sf 65% 19,298 sf Industrial 130 Industrial Park Industrial Drive Parcel 22,202 sf 65% 14,431 sf Industrial 130 Industrial Park Between Blanchard Ave, 297,786 sf 20% 59,557 sf Comercial 820 Shopping Center and Derby Town Line 319 du 30% 100 du Residential 210 Single Family Detached ,144 sf 60% 22,886 sf Commercial 820 Shopping Center ,199 sf 60% 17,519 sf Commercial 820 Shopping Center ,302 sf 60% 31,381 sf Commercial 820 Shopping Center ,000 sf 100% 150,000 sf Commercial 813 Discount Superstore ,000 sf 100% 50,000 sf Commercial 820 Shopping Center ,132 sf 100% 55,132 sf Commercial 850 Supermarket ,124 sf 100% 28,124 sf Commercial 820 Shopping Center Community Drive 15,086 sf 60% 9,051 sf Commercial 820 Shopping Center Community Drive 16,727 sf 60% 10,036 sf Commercial 820 Shopping Center Community Drive 16,040 sf 60% 9,624 sf Commercial 820 Shopping Center Community Drive 14,054 sf 60% 8,432 sf Commercial 820 Shopping Center Community Drive 11,109 sf 60% 6,665 sf Commercial 820 Shopping Center Quarry Road 80,229 sf 30% 24,069 sf Industrial 130 Industrial Park Quarry Road 215,011 sf 30% 64,503 sf Industrial 130 Industrial Park Quarry Road 84,249 sf 30% 25,275 sf Industrial 130 Industrial Park Quarry Road 1,378,998 sf 5% 68,950 sf Industrial 130 Industrial Park Derby Center Village 50,078 sf 60% 30,047 sf Commercial 820 Shopping Center Derby Center Village 25,000 sf 100% 25,000 sf Commercial 841 New Car Sales Derby Center Village 125,000 sf 50% 62,500 sf Commercial 814 Shopping Center Derby Center Village 7 du 100% 7 du Residential 210 Single Family Detached Derby Center Village 3 du 100% 3 du Residential 210 Single Family Detached Derby Center Village 1,500 sf 60% 900 sf Commercial 820 Shopping Center Derby Center Village 51 du 100% 51 du Residential 210 Single Family Detached Derby Center Village 47 du 100% 47 du Residential 210 Single Family Detached Total Commercial 576,855 sf 1, ,015 1,420 1,595 Newport City Derby Town Derby Center Total Industrial Total Residential 328,253 sf 208 du As the table above shows, there is a significant amount of new traffic generated by the anticipated development. In fact, the development alone will lead to an increase in traffic volumes of approximately 30% during the morning peak hour and nearly 40% during the evening peak hour along the corridor. Once the number of trips generated by the anticipated development was quantified, we then assigned them onto the network at logical loading points. The trips to and from the loading points were distributed based on background traffic distributions. In addition to traffic growth from the anticipated development, an adjustment was made to account for general background traffic growth. We assumed a 2% annual growth in traffic would occur along the corridor Congestion Analysis Level-of-service (LOS) is a qualitative measure describing the operating conditions as perceived by motorists driving in a traffic stream. The 2000 Highway Capacity Manual defines six qualitative grades to describe the level of service at an intersection. Level-of-Service is based on the average

78 19 May 2006 Corridor Study Page 55 control delay per vehicle. Table 27 shows the various LOS grades and descriptions for signalized and unsignalized intersections. Table 27: Level-of-Service Criteria for Signalized and Unsignalized Intersections LOS CHARACTERSTICS SIGNALIZED DELAY (sec) UNSIGNALIZED DELAY (sec) A Little or no delay < 10.0 < 10.0 B Short delays C Average delays D Long delays E Very long delays F Extreme delays 80.0< 50.1< The VTrans policy on level of service is: LOS C or better is desirable for rural facilities; LOS D or better is desirable for urban facilities; and LOS E or F may be permitted in an urban setting if the remedy, such as adding new lanes, would significantly impact the surrounding natural or built environment Base Transportation Improvement Assumptions The following transportation capacity improvements were assumed to be in place under the base 2025 scenario: Re-alignment of Crawford Road to intersect across from Shattuck Hill Road, with eastbound and westbound left turn lanes on ; A new signal at the re-configured -Crawford Road-Shattuck Hill Road intersection; A new signal at the -Quarry Road intersection with southbound left and right lanes and eastbound left turn lane; and All signal timings are optimized to projected traffic flow conditions & 2025 Congestion Analysis Results Table 28 below shows the results of the congestion analysis for the intersections along the study corridor during the morning and evening peak hour in 2005 and For each scenario and intersection approach, the table shows the LOS grade, the average delay per vehicle, and volume/capacity ratio (V/C) 1. The table highlights those intersection approaches that operate under 1 The v/c ratio reflects the percentage of the intersection movement s capacity being utilized by the peak hour volume. A v/c of 100% equates to fully saturated conditions.

79 Resource Systems Group, Inc. 19 May 2006 Page 56 LOS E or F conditions in yellow and those operating under LOS E or F conditions and experiencing a volume/capacity ratio greater than 100% in orange. The addition of background traffic growth and the additional trips resulting from likely development along the study corridor has significant impacts on congestion, as shown in Table 28. Under the current (2005) conditions, only three movements operate under LOS E/F conditions and no movements operate at a v/c greater than 100%. Under the 2025 conditions, every intersection has at least one approach operating under LOS E/F conditions most of which are also operating at v/c greater than 100%. It should be noted that many of the failing approaches are the stop-controlled, minor-approaches to. Although the volumes on these minor approaches (e.g. West Hill Road, Community Drive) may not be very high, as the traffic on increases, the ability for each car to turn out of the minor road onto decreases. This results in significant increases in delay for the minor approach and decreased capacity for the movement.

80 19 May 2006 Corridor Study Page 57 Table 28: 2005 & 2025 Congestion Analysis Results 2005 AM PM with Added Development AM PM Intersection LOS Delay (sec/veh) V/C LOS Delay (sec/veh) V/C LOS Delay (sec/veh) V/C LOS Delay (sec/veh) - Western Avenue Overall B 13 36% B 17 45% B 19 75% F % EB - B 15 28% B 18 53% A 8 41% F % WB - B 19 60% C 27 79% C 22 87% F % NB - Western Avenue A 9 19% A 9 20% C 20 51% F % SB - Silas Avenue A 8 13% A 9 21% C 20 50% F % - Blanchard Avenue EB - A 1 2% A 0 1% A 2 7% A 7 8% SB - Blanchard Avenue B 13 7% C 17 4% F 67 68% F % - Community Drive EB - A 1 2% A 1 2% A 4 12% F % SB - Community Drive B 13 4% C 15 10% F % F % - Shattuck Hill Road Overall C 24 92% F % EB - A 0 1% A 1 2% A 6 56% F % WB - A 0 35% A 0 27% C 31 95% F % NB - Crawford Road C 28 5% D 51 36% SB - Shattuck Hill Road C 18 27% D 30 50% D 46 79% F % - Crawford Road Realigned with Shattuck Hill Road EB - A 0 20% A 0 37% WB - A 0 1% A 0 1% NB - Crawford Road B 14 2% C 16 6% Quarry Road Overall A 10 79% F % EB - A 0 1% A 1 3% A 3 61% F % SB - Quarry Road B 13 9% C 21 22% D 39 11% F % - Shaws Entrance EBL - A 1 4% A 1 9% B 14 15% C 19 45% SBL - Shaws C 18 3% F 74 60% F % F % SBR - Shaws B 12 5% B 13 17% E 37 33% F % - I-91 SB Ramps EBL - A 1 3% A 1 9% B 12 10% C 19 45% SBL - I 91 SB Off-Ramp C 17 1% D 35 5% F 65 12% F % SBR - I 91 SB Off-Ramp B 12 5% B 12 8% D 27 26% F 54 58% - I-91 NB Ramps EBL - A 1 2% A 1 7% B 12 5% C 17 1% NBL - I 91 NB Off-Ramps C 20 16% E 50 29% F % F % NBR - I 91 NB Off-Ramps A 10 7% B 14 9% B 13 18% F 89 64% - West Hill Road WB - A 0 17% A 0 41% A 0 46% A 0 107% NB - West Hill Road C 17 14% C 25 12% F % F % - VT 105 EBL - D 32 50% F 65 84% F % F % EBR - A 10 16% B 11 37% B 13 41% F 74 96% NB - VT 105 A 7 22% A 7 18% B 11 54% B 14 64% SB - A 0 13% A 0 15% A 0 27% A 0 34% VT VT 111 WB - VT 111 B 11 21% B 12 23% D 26 67% F % NB - VT 105 A 0 15% A 0 12% A 0 31% A 0 25% SB - VT 105 A 3 6% A 4 12% A 4 13% A 8 37% V/C

81 Resource Systems Group, Inc. 19 May 2006 Page Travel Time Impacts In addition to LOS and delay, the travel time and average travel speed along a corridor provide an important indicator of congestion along the route. As the additional vehicles are added to the roadway, the road s capacity begins to fill and the total travel time between two fixed points increases while the average travel speed along the corridor decreases. Table 29 below shows the average travel time and travel speed along between VT 105 in Derby Center and Western Avenue in Newport City during the AM and PM peak hours under the following scenarios: 2005: Existing conditions 2025 Only Background Growth: Existing conditions plus 20 years of growth in background traffic (assumed at 1.5% per year). This scenario does not account for any additional development along the study corridor Background + 5% of Build-Out: Existing conditions plus 20 years of growth in background traffic (assumed at 1.5% per year) plus development along the corridor equivalent to 5% of build-out conditions Background + 10% of Build-Out: Existing conditions plus 20 years of growth in background traffic (assumed at 1.5% per year) plus development along the corridor equivalent to 10% of build-out conditions. This is the level of development determined to be the most likely situation in 2025 based on recent trends, zoning, and town and village officials comments Background + 20% of Build-Out: Existing conditions plus 20 years of growth in background traffic (assumed at 1.5% per year) plus development along the corridor equivalent to 20% of build-out conditions. The table shows that the average travel time along the corridor is currently between four and five minutes during the AM and PM peak hours and the average travel speed is between 30 and 32 miles per hour. Accounting for only background growth in traffic over 20 years, the travel time increases a modest amount to 5 minutes in As traffic generated by additional development along the corridor is added, the travel time increases while the average speeds decrease. The table shows a marked jump (between 10% and 20% build-out in the AM and between 5% and 10% buildout in the PM) where the traffic volumes reach a point where significant degradation in traffic flows are seen.

82 19 May 2006 Corridor Study Page 59 Table 29: Change in Average Corridor Travel Time and Speed with Increasing Development along Corridor Travel Time (min) AM Peak Hour Avg. Speed (mph) PM Peak Hour Travel Time (min) Avg. Speed (mph) Only Background Growth Background + 5% of Build-out Background + 10% of Build-out Background + 20% of Build-out Figure 32 below shows the travel time increases under the above-described scenarios graphically. The sharp jumps in travel times during the AM and PM peak hours are apparent in the chart with travel time, for example, increasing from 7 minutes to over 30 minutes during the PM peak hour when corridor development increases from 5% to 10%. Figure 32: Change in Travel Time Along the Corridor with Increasing Development Travel Time (min) AM PEAK HOUR PM PEAK HOUR No Build % % % No Build % % % Year (+ % of Build-Out) Based on the graphic shown above, it can be stated that there is some tipping point a point at which additional growth (and the traffic that it generates) causes conditions along to deteriorate rapidly. Based on the analysis, it appears this point occurs with between 450,000 and 900,000 new square feet of new commercial and industrial development along the corridor (these values correspond to 5% and 10% of build out conditions, respectively).

83 Resource Systems Group, Inc. 19 May 2006 Page ALTERNATIVES ANALYSIS A number of improvements have been defined for the corridor based on previous study recommendations, a technical analysis of existing and future conditions, and from input from the project steering committee and the public. This section presents the projects considered under a short term (0-5 year), intermediate term (5-10 year) and long term (10+ years) timeframe. 5.1 SHORT TERM RECOMMENDATIONS (0-5 YEARS) Short-term recommendations are those that could conceivably be implemented within five years. These projects may be implemented by the VTrans District Maintenance crews, by a developer, by the regional transit agency, or as a VTrans Local Transportation Facilities project. The following projects are currently planned and will be implemented in the short-term by VTrans, the regional transit provider, or by developers: Construction of a new interior connector road servicing new Price Chopper plaza between Quarry Road and Shattuck Hill Road; Realignment of Crawford Road with the Shattuck Hill Road- intersection and installation of a traffic signal; and Installation of a traffic signal at the Quarry Road- intersection. Additional projects, which are not currently financed, are recommended for the short-term: Reconstruct the -VT 105 intersection and install new traffic signal; Construct new sidewalks and crosswalks along between Quarry Road and Shaws Plaza to improve accessibility between the cluster of retail uses; Install transit shelters and signs at strategic locations along the corridor to improve accessibility for transit users and enhance awareness of transit along the corridor; Construct new sidewalks and crosswalks along between West St. & VT 105 to improve accessibility between Derby Center Village, retail uses, and residential uses; and Conduct a spot-speed study in Derby Center Village to verify the existing posted speed limit of 35 mph. The posted speed should be adjusted if the 85 th percentile speed resulting from spot-speed study is found to be lower than 30 mph or higher than 40 mph. 5.2 MID-TERM RECOMMENDATIONS (5-10 YEARS) The mid-term recommendations include intersection improvements, bicycle enhancements, and access management projects. These projects will take longer to implement because they require engineering design, financing, right of way acquisition, and/or agreements between property owners.

84 19 May 2006 Corridor Study Page 61 The identified mid-term recommendations are listed below. 2. Access Management improvements throughout the corridor: narrow wide curb cuts, ensure adequate spacing between driveways, align driveways, maximize corner clearances, and consolidate access points. Recommendations are provided in Project Memorandum #1. Access management improvements can be implemented as parcels are redeveloped or as part of larger highway reconstruction projects discussed in the long-term alternatives in Section Provide a striped bicycle lane for cyclists on the steep uphill grade between Blanchard Avenue and the industrial park. 4. Intersection Improvements: Over the next 5-10 years, the growth in traffic along (from background growth and new development) will necessitate significant improvements at many of the corridor intersections to maintain reasonable traffic conditions. The intersection improvements identified along the corridor include additional approach lanes associated with either a new or upgraded traffic signal or a roundabout. A roundabout is a circular intersection traffic control device that assigns the right of way to circulating vehicles. There are three basic principles that define a roundabout: Yield at Entry: At roundabouts the entering traffic yields the right-of-way to the circulating traffic. This yield-at-entry rule prevents traffic from locking-up and allows free flow movement; Deflection: The entry and center island of a roundabout deflects entering traffic to slow traffic and reinforce the yielding process; and Flare: The entry to a roundabout often flares out from one or two lanes to two or three lanes at the yield line to provide increased capacity.

85 Resource Systems Group, Inc. 19 May 2006 Page 62 Figure 33: Example of 4-Lane Arterial with Roundabouts (left), Typical Roundabout Design Elements (right) Roundabouts are designed for slow speeds (15-25 miles per hour) and are much smaller than rotaries. Table 3 compares the characteristics of roundabouts and rotaries.

86 19 May 2006 Corridor Study Page 63 Table 30: Differences between Roundabouts and Rotaries 1 Characteristics Roundabout Traffic Circle or Rotary Traffic Control Right-of-way Pedestrian Access Parking Direction of Circulation Yield control is used on all entries. The circulatory roadway has no control. Circulating vehicles in the roundabout have the rightof-way. Pedestrian access is allowed only across the legs of the roundabout, behind the yield line. No parking is allowed within the circulatory roadway or at the entries. All vehicles circulate counter-clockwise and pass to the right of the central island. Some traffic circles use stop control, or no control, on one or more entries. Some traffic circles require circulating traffic to yield to entering traffic. Some traffic circles allow pedestrian access to the central island. Some traffic circles allow parking within the circulatory roadway. Some neighborhood traffic circles allow left-turning vehicles to pass to the left of the central island. Table 31 on the following page details the various intersection improvements considered at each of the identified study intersections. With the exception of the -Shattuck Hill Road intersection, the existing lane geometry is shown for all of the study intersections. At -Shattuck Hill Road, the existing lane geometry assumes the realignment of Crawford Road. The proposed geometry indicates the number of lanes necessary at the intersection to accommodate projected traffic volumes while maintaining LOS D or better. Table 31 indicates the intersections where roundabouts are a reasonable alternative for consideration. Roundabouts were not considered as an alternative at the following intersections: Community Drive: A roundabout was not considered due to the relatively low volumes anticipated on Community Drive, and the ability for a traffic signal to operate more efficiently for a three-leg intersection with a relatively low-volume minor approach. Shaws Plaza: A roundabout was not considered due to its proximity to the Interstate ramps. I-91 Ramps: A roundabout was not considered due to the expense and logistical difficulties associated with constructing a portion of the roundabout over the Interstate. The number of structures that would likely be affected by construction of a roundabout or an expanded traffic signal is indicated in the far right column of Table Adapted from Roundabouts An Informal Guide ; US DOT, Federal Highway Administration Publication No.. FHWA- RD-00-67

87 Resource Systems Group, Inc. 19 May 2006 Page 64 Table 31: Intersection Improvements Considered TRAFFIC SIGNAL ROUNDABOUT Intersection Traffic Signal Considered? Existing Geometry Proposed Geometry Roundabout Considered? # Roundabout Lanes Inscribed Diameter # Structures Affected - Western Ave YES YES 2 lanes 150'-200' 1 Western Ave Community Drive Sias Ave - Community Drive YES NO Shattuck Hill Road Community Drive - Shattuck Hill YES YES 2 lanes 175'-225' 1 Crawford Road Crawford Road Quarry Road Shattuck Hill Road - Quarry Road YES YES 2 lanes 150'-200' 1-2 Shaws Plaza Quarry Road - Shaws Plaza YES NO SB Ramps Shaws Plaza - SB I-91 Ramps YES NO NB On-Ramp SB Ramps - NB I-91 Ramps YES NO NB Off-Ramp /VT 105 /VT 105 NB On-Ramp Sias Ave Western Ave - VT 105 YES YES 2 lanes 170'-220' 1 VT 105 VT 105

88 19 May 2006 Corridor Study Page 65 Table 32 shows the intersection operating performance measures (Level of Service, average vehicle delay, and volume/capacity) for the following three scenarios under 2025 design hour conditions: 1) new traffic signal with existing lane geometries, 2) new traffic signals with additional approach lanes as identified above, 3) new traffic signals and roundabouts with additional approach lanes as identified previously. The table shows that signalization alone is not sufficient to accommodate 2025 traffic volumes. The additional approach lanes, combined with new signals and/or roundabouts, do show a significant improvement in the traffic flow characteristics. Table 32: Intersection Operating Parameters Design Hour Conditions 2025 Design Hour Conditions Intersection - Western Avenue - Community Drive - Shattuck Hill Road - Quarry Road - Shaws Entrance - I-91 SB Ramps - I-91 NB Ramps - VT 105 Existing Lanes & Signalization 4-Lanes & Signalization 4-Lanes, Signals & Roundabouts LOS Delay Delay Delay V/C LOS V/C LOS (sec/veh) (sec/veh) (sec/veh) V/C Signal Signal Roundabout F % C 34 95% B 11 91% Signal Signal Signal E % A 7 51% A 7 51% Signal Signal Roundabout F % C 21 88% A 8 77% Signal Signal Roundabout F % B 14 79% A 7 72% Signal Signal Signal F % B 12 72% B 12 72% Signal Signal Signal F % B 11 70% B 11 70% Signal Signal Signal F % A 9 69% A 9 69% Signal Signal Roundabout F % B 16 56% B 13 78% At the study intersections where either a traffic signal or roundabout will provide acceptable levels of service, the advantages and disadvantages of each control type should be considered relative to the specific location.

89 Resource Systems Group, Inc. 19 May 2006 Page 66 Table 33: Advantages and Disadvantages of Traffic Signals and Roundabouts 1 Traffic Signals Roundabouts Advantages Eliminate certain types of crashes Often reduce overall delay Can be optimized for a variety of traffic patterns Reduce delay for side street traffic Can improve pedestrian safety by including protected phases Do not require significant amounts of new right-of-way Very familiar to today s drivers Reduce amount and severity of crashes relative to an intersection controlled by a stop sign or traffic signal. 51% decrease in total crashes, 73% decrease in injuries and 32% decrease in property damage only crashes. 2 Their ability to reduce speed while providing capacity for traffic can be incorporated into traffic calming for village centers. Do not have electrical/mechanical equipment that requires constant power, periodic light bulb and detection maintenance Service life is approximately 25 years compared with 10 years for a typical signal Offer the opportunity to provide attractive entries or centerpieces to communities. May provide environmental benefits if they reduce vehicle delay and the number and duration of stops compared with an alternative Generally are safe for experienced cyclists due to slower speeds. Disadvantages Increased delay for major street traffic Utilize signal equipment that requires constant power, periodic light bulb and detection maintenance, and regular signal timing update Create visual clutter Roundabouts usually require more space for the circular roadway and central island than the rectangular space inside traditional intersections. Therefore, roundabouts often have a significant right-of-way impact on the corner properties at the intersection. Roundabouts can be difficult for people with visual disabilities. May have higher landscape maintenance costs, depending on the degree of landscaping provided on the central island, splitter islands, and perimeter. All movements are given equal priority. This may result in more delay to the major movements than might otherwise be desired. Complicates snow removal compared to a typical intersection. 5.3 LONG TERM RECOMMENDATIONS (10+ YEARS) through the study area is currently one lane in each direction, except for a second eastbound climbing lane east of Blanchard Avenue, and a two-way center left turn lane between the Community National Bank (just west of Shattuck Hill Road) and the Shaws Entrance. As additional traffic is added to due to development along the corridor and background growth, the capacity of the existing roadway will quickly degrade and significant traffic failures can be expected. Additionally, the new traffic will likely seek out alternate routes to avoid the congested road leading to potentially undesirable traffic volumes on local roads. Figure 34 below shows design hour volumes (DHV) for each segment of the corridor under the following conditions: 2005 PM, 2025 PM, and 2025 PM with a new local road network in place. 1 Adapted from Roundabouts An Informal Guide ; US DOT, Federal Highway Administration Publication No.. FHWA- RD Based on an analysis of crashes at eight intersections in the United States that were converted to single lane roundabouts.

90 19 May 2006 Corridor Study Page 67 Figure 34: Design Hour Volumes: 2005 PM, 2025 PM, and 2025 PM with Local Roads & VT 111 Threshold for 4-Lane Road (DHV = 2030) West & VT 105 I-91 & Wes t I-91 Ramps Shaws & I-91 Quarry & Shaws Shattuck & Quarry Community & Shattuck Blanchard & Community Western & Blanchard ,000 1,500 2,000 2,500 3,000 3,500 4,000 Design Hour Volume (DHV) 2005 PM 2025 PM 2025 PM - with Local Roads For a suburban, arterial street with characteristics similar to those found along, the Highway Capacity Manual 1 identifies the maximum DHV for a two-lane section (i.e. one lane in each direction) to maintain LOS D conditions is 2,030 vehicles per hour. Figure 34 shows that under current (2005) conditions, the DHV at all locations along the corridor is less than 2,030 vehicles per hour, thus a two-lane cross section is appropriate. However, under the 2025 scenarios, the segment DHVs exceed the 2,030 vehicle threshold on all but the Derby Village segment. To accommodate long-term road capacity needs, the following recommendations have been identified: New local road connections to provide alternative travel routes and improve connectivity; and Expand to a 4- or 5-lane cross-section between Western Avenue and VT New Local Road Connections The primary objective of the new local road connections is to provide additional routing options for local trips. By providing alternative routes and improving connectivity, the overall traffic volumes on can be reduced as drivers have additional route choices for their trips. Based on a preliminary 1 Transportation Research Board, National Research Council, Highway Capacity Manual (Washington, DC: National Academy of Sciences, 2000).

91 Resource Systems Group, Inc. 19 May 2006 Page 68 analysis, the local road connections could reduce the traffic volume on by as much as 600 vehicles per day (6%) in Particularly during busy periods (rush hour, holiday shopping, etc.) the removal of 6% of local traffic can significantly improve conditions and traffic flow along. The proposed new local roads/connections are summarized below: 1. New Grid Network: The grid network proposed between and Shattuck Hill Road would serve to provide additional access to an area that is anticipated to see significant growth in coming years. The grid network also provides an additional connection between and Shattuck Hill Road. 2. Shattuck Hill-Quarry Road Connector (short-term): This new 0.3 mile interior connector road will be constructed as part of the Price Chopper plaza development and will provide a connection between the plaza, Quarry Road and Shattuck Hill Road 3. Shaws Plaza Connector: This 0.2 mile connector would provide an alternate route between Quarry Road and the Shaws Plaza. Additionally, it would also provide additional internal connections between the adjacent land uses and Quarry Road. 4. -West Street Connector: This approximately 0.35 new road would serve to provide access to a currently undeveloped section of Derby Center Village. The new road would also provide an alternate route between and VT 105 and VT Expand to 4- or 5-Lane Cross-Section The corridor was broken into three segments to assist in developing context-appropriate recommendations for roadway expansion. Each of the three segments has its own character and thus requires slightly different design elements to best accommodate additional capacity. The segments are as follows: Segment A: Western Avenue to Industrial Drive Segment B: Industrial Drive to I-91 Ramps Segment C: I-91 to VT 105 Three different cross-sections were examined for use in each of the three segments and evaluated based on right-of-way impacts, congestion impacts, bicycle and pedestrian accessibility, and suitability with its surroundings. The three cross-sections evaluated include: 4-Lane Cross-Section, No Median 4-Lane Cross-Section with Median 5-Lane Cross-Section with Center Two-Way Left-Turn Lane Photographs and typical cross-sections of each are shown on the following pages.

92 19 May 2006 Corridor Study Page 69 Figure 35: 4-Lane with Center Double-Yellow Lines Figure 36: Typical Cross-Section Advantages: o o Disadvantages: o o Requires the least amount of right-of-way width and accommodates sidewalks and landscaped buffer within existing State right-of-way. Likely the least expensive 4-lane option. No physical separation between traffic streams Does not separate left turning vehicles from through traffic. Vehicles stopped in the left lane will disrupt through traffic and increase the number of potential conflicts

93 Resource Systems Group, Inc. 19 May 2006 Page 70 Figure 37: 4-Lanes with Two-Way Center Left Turn Lane Figure 38: Typical Cross-Section Advantages: o o o o Disadvantages: o o o Center turn lane allows refuge area for left-turning vehicles. Center turn lane less expensive to construct and maintain than center median. Provides a high level of access to adjacent properties. Provides a high level of operational flexibility for emergency vehicles. A two-way left turn lane in combination with two travel lanes in each direction is not as safe as the same roadway with a raised, non traversable median. Creates relatively wide paved cross-section. Center turn lane does not provide a refuge for pedestrians.

94 19 May 2006 Corridor Study Page 71 Figure 39: 4-Lane Boulevard with Center Median and Left-Turn Bays Figure 40: Typical Cross-Section Advantages: o Channelized left-turn lanes improve safety over 2-way left-turn lane. o Landscaped central median improves aesthetics and stormwater management o Reduction in conflict points by reducing left-turn opportunities Disadvantages: o Requires the widest right of way width and greatest property impact o May decrease access (commercial, residential and emergency) to adjacent parcels. o Additional maintenance is necessary if landscaping were provided in the median.

95 Resource Systems Group, Inc. 19 May 2006 Page Right of Way Impacts The travel lane, shoulder, buffer, and sidewalk dimensions shown in the cross-section graphics are based on the Vermont State Design Guidelines for a minor arterial road. The total width required to accommodate the various cross-sections increases from approximately 74 feet for the standard 4-lane section up to 98 feet for the boulevard alternative. The existing state right-of-way along in the study area is four rods or 66 feet. 1 Thus, all of these alternatives will have some degree of impact to adjacent land and potentially to adjacent buildings. Table 34 below shows the total cross-section width, available right-of-way, additional right-of-way needed, and impacted structures for each alignment alternative. As expected, the impacted land and buildings increase as the alignment width increases. Table 34: Alternative 2 - Right of Way Impacts Total Width Available ROW Additional ROW Needed # Structures Impacted 4-Lane with Center Double-Yellow Lines 74 ft. 66 ft. 8 ft Lanes with Two-Way Center Left Turn Lane 85 ft. 66 ft. 19 ft Lane Boulevard with Center Median ft. 66 ft. varies 18 (max) Figure 41 shows an illustration of how the building impacts were assessed. The approximate crosssection for each alternative was superimposed on an orthophotograph. The number of structures touched by the outer line was counted as potentially affected by the alternative rods state-owned plus 1 rod easement. 2 As the text states, this alternative only counted structures that were actually touched by the lines. This methodology did not count any lots whose setbacks were made non-conforming due to the increased road widths.

96 19 May 2006 Corridor Study Page 73 Figure 41: Methodology Used to Calculate the Number of Buildings Impacted Congestion Impacts A primary indicator of congestion along a corridor such as is the total travel time or average travel speed (the intersection congestion analyses were detailed in the previous section). With no increase to capacity along the corridor, the increased traffic in 2025 would increase the one-way design hour travel time to 31 minutes, while the average speed would decrease to only 6 miles per hour. With a four-lane cross-section and identified intersection improvements in place, the travel time would decrease to 11 minutes (-180%), while the average travel speed would increase to 19 miles per hour (+68%). The current (2005) one-way travel time is approximately 5 minutes and the average travel speed is approximately 30 miles per hour Selection of Cross-Sections Based on the character and function of each segment, the potential right-of-way impacts, mobility enhancements, and Steering Committee input, the following cross-section(s) were selected for each segment for further evaluation: Segment A o Segment B o 4-lanes, no median, sidewalk and green strip, shared-use shoulder 4-lanes, center 2-way left-turn lane, sidewalk and green strip, shared-use shoulder

97 Resource Systems Group, Inc. 19 May 2006 Page 74 o 4-lanes, landscaped median, sidewalk and green strip, shared-use shoulder Segment C o 4-lanes, no median, sidewalk and green strip, shared-use shoulder o 4-lanes, center 2-way left-turn lane, sidewalk and green strip, shared-use shoulder o 4-lanes, landscaped median, sidewalk and green strip, shared-use shoulder These alternative cross-sections are illustrated below in Figure 42. Figure 42: Long-Term Recommendations

98 19 May 2006 Corridor Study Page PROJECT SCREENING AND PRIORITIZATION To assist in screening and prioritizing the identified improvements, each of the recommendations was evaluated based on its ability to meet the specific goals for the corridor. Table 35 below shows the results of this ranking for the short-term, mid-term, and long-term recommendations. The colored symbols indicate the level to which each of the improvements meets or opposes each goal. The maximum possible score for a particular project is 24 points. Table 35: Strategy Scoring Table Short-Term Mid-Term Long-Term Improvement MOBILITY: Maintain current corridor travel time ACCESS: Improve access & circulation SAFETY: Improve safety along corridor MULTIMODAL: Improve travel for pedestrians, cyclists & transit users LAND USE: Support land use & development goals ENVIRONMENT: Enhance natural & scenic attributes BALANCE: Provide balance between mobility & access QUALITY OF LIFE: Enhance quality of life along corridor New sidewalks between Quarry Road and Shaws Plaza t t x x v v t x 11 New sidewalks between West St. & VT 105 t t x x v v t x 11 Conduct a spot-speed study in Derby Center Village r t x x v v v x 11 Install transit shelters and signs t v v x v t v x 10 Construct new interior connector road servicing new Price Chopper v x t v v r v t 6 plaza. Access Management improvements x x x v t v x v 15 Community Drive intersection improvements x x v v x t x t 14 - Shattuck Hill intersection improvements x x v v x t x t 14 VT 105 intersection improvements x x x x v t t t 13 - Quarry Road intersection improvements x x v v x t v t 12 - Shaws Plaza intersection improvements x x v v v t v t 10 Provide a striped bicycle lane for cyclists on steep uphill grade. t t v x t v t v 6 - Western Avenue intersection improvements x t v v t t t t 5 - I-91 Ramps intersection improvements x v v t t t t t 5 Widening - Segment B: 4 lanes, median x x x x v t v v 15 Widening - Segment C: 4 lanes, median x x x x v t v v 15 New Local Roads between Shattuck Hill and x x v v v p v t 7 New Connector between Shaws and Quarry Rd. v x t v v r v v 7 Widening - Segment A: 4 lanes, no median x v t v v r v t 6 Widening - Segment C: 4 Lanes, no median x v t v v r v t 6 New Connector between & West St. v v t v v r v v 5 Widening - Segment B: 4 lanes, center left-turn lane x v v v v p t t 4 Widening - Segment C: 4 lanes, center left-turn lanemedian x v v v v p t t 4 SCORE LEGEND x = Fully Meets Goal (3 points) v = Partially Meets Goal (1 point) t = Neutral (0 points) r = Partially Opposes Goal (-1 point) p = Fully Opposes Goal (-3 points) -3 p -1 r 0t 1v

99 Resource Systems Group, Inc. 19 May 2006 Page 76 The highest ranking short-term recommendations are the new sidewalks along between Quarry Road and the Shaws Plaza, new sidewalks along between West Street and VT 105, and conducting a speed study in Derby Center Village. The top ranking mid-term project is to implement access management improvements along the corridor. For the long-term expansion alternatives, the highest ranking alignments for both Segment B and C was the 4 lane with median cross-section. 5.5 PUBLIC INPUT As part of this corridor planning study, three public meetings were held to present information and engage the community members in discussions about the future of the corridor. In particular, the second and third public meetings focused on a review of the alternatives presented in this chapter and discussion of the final recommendations. The comments received from the public at these two meetings, together with input from the Steering Committee members helped to define the alternatives that moved forward as final recommendations. A summary of the comments from the second and third public meeting is presented below. The full meeting notes can be found in Appendix A. Public Meeting #2 Alternatives Analysis Review: The growth is going to happen sooner than the analysis shows. Can you do an analysis assuming 5% of the build-out. Intersections that need action now: -VT 105 and -Shaws. Trucks on right-turn lane at Shaws block visibility for vehicles in left-turn lane. A traffic signal would address this problem. Not opposed in theory to a roundabout at -VT 105. However, a roundabout should not be constructed there until large/heavy trucks are permitted to travel on the interstate between Derby Line and Exit 28. This would reduce the number of heavy trucks that pass through the intersection. Also concern about the impact of a roundabout on adjacent property. Roundabouts in general don't seem to make sense along an arterial. Will a roundabout at Shattuck-Crawford- reduce response time from the State Police barracks? The State police office present did not feel a roundabout would cause a significant change in response time. When asked what the highest priority concern was in the corridor - meeting participants said safety. Concern over speed of traffic on through corridor. Although the posted speed is 35 mph, people drive faster than that.

100 19 May 2006 Corridor Study Page 77 General support for pedestrian improvements in the corridor. OK to provide sidewalks on one side of the road only to help to minimize costs and right-of-way impacts. General support that the highway should accommodate bicycle travel. Concern about potential conflicts between cyclists and pedestrians if shared use path was provided. Sidewalks more important than bike paths. Consider jughandles for certain intersection movements. Can utilities be places underground? Do cost estimates include relocation of utilities? There was a general discussion on how to pay for the improvements. Multiple strategies will have to be pursued. (Earmarks, impact fees, TIF, etc.) The raised/landscaped median will provide an aesthetic benefit. But that needs to be balanced against the additional right-of-way needed, expense, and maintenance. Mixing median treatments through the corridor makes sense. VTrans is currently planning to re-locate their District driveway to access directly across from Quarry Road. Construction summer It is advisable to think about the corridor in 15 years with all of the new development and to plan to accommodate it with more of a village character like Maple Tree Place in Williston. Public Meeting #3 Draft Plan Review Does the Derby Selectboard anticipate that the level of growth portrayed in the report occurring along the corridor? Residential uses are located on the ends of the corridor. Would sidewalks located near Shaws, or in the middle of the corridor, be used? (Response: Sidewalks would allow people to walk between businesses, and the potential for residential along or immediately behind the fronting parcels is possible in the future). Would buildings have to be removed near the Western Ave/Sias Ave intersection if a roundabout is constructed? (Depending on the alignment of the roundabout, a roundabout with a 200 inscribed diameter would affect the gas station and potentially the Cow Palace). It seems like a roundabout would help east/west flow on at the Western Ave/Sias Ave intersection at the expense of north/south flow. The intersection works OK now, why does it have to be reconstructed? (Response: Under 2025 design hour conditions, the intersection operates under LOS C conditions (34 seconds average delay) with additional lanes and a signal and operates at LOS B conditions (11 seconds average delaty) with a two lane roundabout.)

101 Resource Systems Group, Inc. 19 May 2006 Page 78 When will work start in the corridor? (Response: Doug Morton explained the study will be used by NVDA as an input to transportation planning for the Northeast Kingdom. To keep concepts and projects moving forward, the municipalities need to take an active role.) A traffic signal at Shaws is needed now. Several members expressed concerns that the new grid streets and local roads proposed in the plan will shift traffic from to Shattuck Hill Road and Darling Hill. Shattuck Hill Road is already used as a cut through route to the hospital. (Response: The purpose of the new local streets is to provide for circulation between businesses and homes that are developed in the corridor. They are not intended to serve or attract through traffic. If additional lanes are added to, the through traffic should stay on. However, Shattuck Hill Road should be monitored to determine if traffic increases are significant enough to warrant reconstruction). Will the cross-section designs impact available parking? (Response: The full build cross-sections will affect parking and will require acquisition of private property. The plan identifies various cross-section alternatives. The municipalities could select a cross-section that is not as wide or reduce their requirements for front lot buffer zones.) Concern was raised about plowing roundabouts and maintaining the medians. What is the purpose of the new road parallel to VT 105 in Derby Village? (Response: This would be a local residential street, not a bypass. It would increase access to the land behind the properties that front VT 105 and extend the village street grid pattern.) Will VTrans maintain the local roads? (Response: No. The municipalities would be responsible for plowing, periodic repaving, and other maintenance needs) A bigger solution is necessary for the corridor. There needs to be a bypass of Newport using VT 14 through Coventry Station. Relocate West Street to increase its distance from the I-91 northbound off ramp. Maybe use Joseph Street. Consider upgrading West Street to provide a bypass around Derby Center. How should the recommendations be phased? (Response: Implement the intersection projects first. The road segments would be reconstructed in the long-term. Based on existing traffic volumes, the section between I-91 and Shattuck Hill Road has the highest traffic volumes and may need to be reconstructed first, followed by I-91 to VT 105, and then sections west of Shattuck Hill Road. However, the phasing order may change depending on the location of new development.) Consider a one-way pair street system that consists of as the eastbound leg and some combination of the new local roads as the eastbound leg. This concept would eliminate the need for traffic signals and would keep traffic flowing.

102 19 May 2006 Corridor Study Page RECOMMENDATIONS AND IMPLEMENTATION PLAN A finalized listing of corridor recommendations was developed based on the results of the alternatives analysis, the project screening process, and input from the steering committee and the public. The recommended projects included expanded roadway capacity, new road connections, sidewalks, transit enhancements, new traffic signals, roundabouts, and access management improvements. Each of the recommendations was designated short-term, mid-term, or long-term based on the relative cost, need, and ability to implement. To assist in moving the recommendations forward, an implementation matrix was developed which identifies project cost estimates, potential funding sources, and implementing partners. Many of these recommendations, particularly those involving intersection or roadways expansion, will need additional scoping and engineering to determine exact alignments, impacts, and costs. The final selection of a preferred design will be determined through the VTrans project development process. The potential funding sources identified in the implementation matrix are provided as guidance to assist with project implementation. The list of funding sources includes the following: VTrans Bicycle and Pedestrian Program Transportation Enhancements Program Surface Transportation Program/VTrans Capital Program Various municipal and local funding options Private sources Maps and brief descriptions of the short-, mid-, and long-term recommendation are shown on the following three pages.

103 Resource Systems Group, Inc. 19 May 2006 Page 80 SHORT-TERM RECOMMENDATIONS 5. Construct new sidewalks and crosswalks along between Quarry Road and Shaws Plaza to improve accessibility between the cluster of retail uses. 6. Construct new sidewalks and crosswalks along between West St. & VT 105 to improve accessibility between Derby Center Village, retail uses, and residential uses. 7. Conduct a spot-speed study in Derby Center Village to verify the existing posted speed limit of 35 mph. The posted speed should be adjusted if the 85 th percentile speed resulting from spotspeed study is found to be lower than 30 mph or higher than 40 mph. 8. Install transit shelters and signs at strategic locations along the corridor to improve accessibility for transit users and enhance awareness of transit along the corridor.

104 19 May 2006 Corridor Study Page 81 MID-TERM RECOMMENDATIONS 3. Access management improvements throughout the corridor to include: narrow wide curb cuts, ensure adequate spacing between driveways, align driveways, maximize corner clearances, and consolidate access points. Access management improvements can be implemented as parcels are redeveloped or as part of a larger highway reconstruction projects. 4. Intersection Improvements (further scoping and engineering needed to refine recommendations) a. Western Ave: Expand capacity at the intersection with additional through and turn lanes on the approaches and revised signal timing plans; or replace the traffic signal with a 2- lane roundabout with foot inscribed diameter. b. Community Drive: Install a new traffic signal and expand capacity at the intersection with additional through lanes on and an additional turn lane on the Community Drive approach. c. Shattuck Hill: Expand capacity at the intersection with additional through and turn lanes on all approaches and revised signal timing plans; or replace the traffic signal with a 2-lane roundabout with foot inscribed diameter. d. Quarry Road: Install a new traffic signal and expand capacity at the intersection with additional through lanes on the approaches; or replace the traffic signal with a 2-lane roundabout with foot inscribed diameter. (portion to be funded by adjacent property owner per Act 250 permit condition)

105 Resource Systems Group, Inc. 19 May 2006 Page 82 e. Shaws Plaza: Install new traffic signal with additional through lane on and new right turn lane on westbound approach. (Intersection traffic volumes currently being monitored and portion of improvements to be funded by adjacent property owner per Act 250 permit condition) f. I-91 Ramps: Install new traffic signals with additional through lanes on at both offramp intersections. g. VT 105: Install a new traffic signal with a second left turn lane on the eastbound approach, a second left turn lane on the VT 105 northbound approach, and second right turn lane on the southbound approach.

106 19 May 2006 Corridor Study Page 83 LONG-TERM RECOMMENDATIONS 5. Expanded Segment A (Western Ave Industrial Drive): 4 through lanes, no median, new sidewalks along northern side of

107 Resource Systems Group, Inc. 19 May 2006 Page 84 Segment B (Industrial Drive I-91 Ramps) 4 through lanes, center median (portions landscaped), channelized left-turns, sidewalks 4 through lanes, center 2-way left-turn lane, sidewalks

108 19 May 2006 Corridor Study Page 85 Segment C (I-91 through VT 105) 4-lanes, no median, sidewalk and green strip, shared-use shoulder 4-lanes, center 2-way left-turn lane, sidewalk and green strip, shared-use shoulder 4-lanes, landscaped median, sidewalk and green strip, shared-use shoulder