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Exit 16 Circulation Study – FINAL REPORT Colchester, Vermont

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July 2009

Prepared for: The Chittenden Country Metropolitan Planning Organization, in cooperation with the Vermont Agency of Transportation, for the Town of Colchester. This report was funded in part through grant[s] from the Federal Highway Administration [and Federal Transit Administration], U.S. Department of Transportation. The views and opinions of the authors [or agency] expressed herein do not necessarily state or reflect those of the U. S. Department of Transportation.

60 L ake S t ree t , Su i t e 1E , Bu r l i ng ton , Vermont 05401 T E L 802 .383 . 0118 F A X 802 .383 . 0122 www. r s g i n c . com

Exit 16 Circulation Study Final Report Page i

TABLE OF CONTENTS

1.0 INTRODUCTION .......................................................................................1 1.1 Background ..............................................................................................................................................1 1.2 Study Objective ........................................................................................................................................1

2.0 EXISTING CONDITIONS ..............................................................................2 2.1 Study Area................................................................................................................................................2 2.2 Land Use...................................................................................................................................................3 2.3 Volumes ...................................................................................................................................................5 2.4 Constraints ...............................................................................................................................................9 2.5 Bicycle/Pedestrian Facilities...................................................................................................................12 2.6 Safety Analysis .......................................................................................................................................13 2.6.1 Crash Histories..................................................................................................................................13 2.6.2 High Crash Locations ........................................................................................................................13 2.6.3 Crash Analysis...................................................................................................................................15 2.6.4 Observed Deficiencies.......................................................................................................................16 2.7 Turn Lane Analysis .................................................................................................................................17 2.8 Traffic Assessment .................................................................................................................................18 2.8.1 Traffic Analysis Approach & Assumptions ........................................................................................18 2.8.2 Performance Criteria ........................................................................................................................18 2.8.3 Performance Results.........................................................................................................................19

3.0 FUTURE CONDITIONS..............................................................................21 3.1 Land Use.................................................................................................................................................21 3.2 Volumes .................................................................................................................................................24

4.0 ALTERNATIVES.......................................................................................26 4.1 Alternatives Development .....................................................................................................................26 4.1.1 Alternative 1: No Build .....................................................................................................................29 4.1.2 Alternative 2: Conventional Road Expansion Mitigation..................................................................29 4.1.3 Alternative 3: Right‐in/Right‐out at Lower Mountain View .............................................................30 4.2 Role of the AM Peak Hour......................................................................................................................32

5.0 ALTERNATIVES ASSESSMENT....................................................................33 5.1 Volumes Assessment .............................................................................................................................33 5.2 Alternative Performance Assessment....................................................................................................35 5.2.1 PM Results........................................................................................................................................35 5.2.2 AM Results........................................................................................................................................37

6.0 SAFETY ASSESSMENT..............................................................................38 6.1 Recommended Corridor Improvements ................................................................................................38 6.2 Safety Impact of Mitigation Recommendations ....................................................................................38

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7.0 TDM & PERMITTING ............................................................................. 40 7.1 TDM Guidelines ..................................................................................................................................... 40 7.2 Planning for Transportation Solutions................................................................................................... 41 7.3 Future Vision of Transportation ............................................................................................................ 43 7.4 Exit 16 Transit Survey ............................................................................................................................ 44 7.5 Permitting and LOS/Congestion Policy Discussion ................................................................................ 46 7.5.1 Background...................................................................................................................................... 46 7.5.2 Problem............................................................................................................................................ 47 7.5.3 Goals ................................................................................................................................................ 47 7.5.4 Proposed (Preliminary) Changes...................................................................................................... 48 7.5.5 Policy Discussion Conclusions .......................................................................................................... 48

8.0 CONCLUSIONS & RECOMMENDATIONS ..................................................... 49 8.1 Prioritization Considerations ................................................................................................................. 49 8.2 Cost Estimates ....................................................................................................................................... 49 8.3 Comparison of Alternatives................................................................................................................... 50 8.3.1 Alternative 4: Congestion & Safety Mitigation Hybrid..................................................................... 50 8.3.2 Benefit / Cost Metric........................................................................................................................ 50 8.4 Conclusions & Preferred Alternative..................................................................................................... 51 8.5 TDM Recommendations........................................................................................................................ 52

LIST OF FIGURES

Figure 1: Exit 16 Study Area................................................................................................................................... 2 Figure 2: Functional Classification ......................................................................................................................... 3 Figure 3: Colchester Zoning Map........................................................................................................................... 4 Figure 4: Existing Land Use .................................................................................................................................... 5 Figure 5: 2008 Daily Traffic Volumes ..................................................................................................................... 6 Figure 6: PM Peak Hour ......................................................................................................................................... 6 Figure 7: 200 Highest Hours by Month – 2007 ...................................................................................................... 7 Figure 8: 2008 AM and PM Peak Hour Volumes.................................................................................................... 8 Figure 9: Steep Slopes.......................................................................................................................................... 10 Figure 10: Prime and Statewide Soils .................................................................................................................. 11 Figure 11: Hazardous Waste Sites and Generators ............................................................................................. 12 Figure 12: Proposed Colchester Sidewalk – I89 Northbound Ramp intersection................................................ 13 Figure 13: VTrans High Crash Location – Section from MM 0.947 in Winooski to MM 0.227 in Colchester....... 14 Figure 14: VTrans HCL Section and Local High Crash Intersections ..................................................................... 15 Figure 15: Limited Sight Distance at the NB off ramp.......................................................................................... 17 Figure 16: Future Land Use – Low Growth Scenario............................................................................................ 22 Figure 17: Future Land Use – High Growth Scenario........................................................................................... 23 Figure 18: 2018 AM and PM Peak Hour Volumes................................................................................................ 25 Figure 19: Re‐Route Alternative and Re‐Align Alternative .................................................................................. 27 Figure 20: Mitigation Improvements for Alternative 2........................................................................................ 30

Exit 16 Circulation Study Final Report Page iii

Figure 21: Mitigation Improvements for Alternative 3 – southern section .........................................................31 Figure 22: Mitigation Improvements for Alternative 3 ‐ northern section ..........................................................32 Figure 23: Alternative 3: 2018 PM Peak Right‐in, Right‐out Volumes..................................................................34 Figure 24: Trip Reductions from TDM Measures (CCMPO)..................................................................................40 Figure 25: Gas Sold in VT 1993 – 2008 .................................................................................................................43 Figure 26: Estimated Effect of a 20% Increase in Gasoline Price on Relative Traffic Volume ..............................44 Figure 27: Comparison Summary .........................................................................................................................51

LIST OF TABLES

Table 1: Shoulder Widths .....................................................................................................................................12 Table 2: Crash Summary by Intersection..............................................................................................................16 Table 3: 2008 PM Peak Hour LOS, Delay and Queues..........................................................................................20 Table 4: Preliminary Mitigation Summary............................................................................................................28 Table 5: PM Peak Hour LOS, Delay and Queues for Alternatives 1, 2 and 3 ........................................................35 Table 6: Arterial Delay (PM Peak).........................................................................................................................36 Table 7: AM Peak Hour LOS, Delay and Queues for Alternatives 1, 2, and 3 .......................................................37 Table 8: Crash Reduction Factors for Alternative 2..............................................................................................38 Table 9: Crash Reduction Factors for Alternative 3..............................................................................................39 Table 10: 2008 Colchester Public Transit Survey Results .....................................................................................45 Table 11: 2008 Colchester Public Transit Survey – Preferred Transit Time of Day ..............................................46 Table 12: Alternative 2 ‐ Cost Summary by Enhancement Number.....................................................................49 Table 13: Alternative 3 ‐ Cost Summary by Enhancement Number.....................................................................50 Table 14: Performance Comparison.....................................................................................................................50 Table 15: Benefit‐Cost Metric ..............................................................................................................................50

Exit 16 Circulation Study Final Report Page 1

1.0 INTRODUCTION Over the last few decades, significant development pressure has had a sizable impact on the US 2/7 corridor in the vicinity of the I‐89 Exit 16 interchange in Colchester. Simultaneously, this corridor has grown to become a key arterial that connects Burlington and Winooski to points north, which further burdens the corridor with significant commuting pressures. These two forces have combined to create excessive intersection congestion during peak hours throughout the corridor. As a result, the corridor is faced with the challenge of how to enable further growth and development in the area with increasingly scarce funding for the necessary infrastructure improvements.

1.1 Background This project was initiated by the Town of Colchester after several development proposals in the corridor projected congested traffic conditions and offered no obvious or amenable mitigation. It is being funded through the Chittenden County Metropolitan Planning Organization. A Steering Committee was formed to oversee the progression of work and to review the results. The Committee includes:

Kimberly Murray, Town of Colchester, Director of Community & Economic Development

Sarah Hadd, Town of Colchester, Town Planner

Bryan Osborne, Town of Colchester, Director of Public Works

Amy Bell, VTrans, Policy & Planning Coordinator

Eleni Churchill, CCMPO, Senior Planner

Jason Charest, CCMPO, Transportation Engineer

1.2 Study Objective The objective of this study is to develop a future plan for transportation system improvements based on reasonable and likely growth scenarios. These improvements could include highway infrastructure, transit, and traffic demand management strategies, or any combination of these.

In order to understand the scope of potential growth, two future land use scenarios were developed with guidance from the Town of Colchester – both of which were based on probable and potential land use development strategies – one for “high” growth and one for “low” growth.

A secondary objective of this study was to initiate discussion with VTrans and Act 250 to affect changes in policy requirements and development review processes regarding transportation impacts in the Exit 16 area (and elsewhere across the state).

This study has been defined as a planning study rather than a corridor study because it seeks to identify the optimal level of development to maximize growth potential while minimizing substantial infrastructure cost burdens.

Accordingly, this study will assess traffic conditions in the present year and ten years in the future (2008 and 2018) in the AM and PM scenarios.

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2.0 EXISTING CONDITIONS

2.1 Study Area The study area includes the roughly one mile section of US 7 from the Winooski Town line northward through Colchester to the intersection with Rathe Road. There are six study intersections (see Figures 1 & 2):

US 7/South Park Drive

US 7/I89 Southbound Ramps

US 7/I89 Northbound Ramps

US 7/Mountain View Drive

US 7/Hercules Drive

US 7/Rathe Road

Figure 1: Exit 16 Study Area


In the study area, US 7 is classified as an urban principal arterial with an Annual Average Daily Traffic (AADT) of 14,500 vehicles per day, as measured by VTrans in 2007.1 The speed limit varies along US 7 as follows:

25 mph from South Park to the SB Ramps

30 mph through the Exit 16 interchange

40 mph from Mountain View to Rathe Rd

50 miles per hour north of Rathe Road

Figure 2: Functional Classification

2.2 Land Use Zoning in the study area has, until recently, been limited to commercial and industrial uses. However, the most recent revision of the zoning map (effective 9/17/2008) created a new “business district” that allows for a greater mix of potential land uses (Figure 3). This new zoning area is located west of US 7 and the Watertower Hill development.

1 The AADT was measured in 2007 at S6D040, along US 7 0.6 miles south of Blakely Road.

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Figure 3: Colchester Zoning Map

Existing land use in the study area is predominantly commercial and industrial, with a few residential parcels and two public areas (designated as “open space” within the planned unit development of Watertower Hill). Currently 26 out of 108 (24%) parcels are identified as undeveloped. Note that some of these parcels are undeveloped at this time due to environmental constraints and/or access issues.

Study Area


Figure 4: Existing Land Use

2.3 Volumes Traffic volumes in the study area indicate that US 7 in Colchester is a heavily commuter‐driven corridor, with significant peaks in the AM and PM peak hour. Figure 5 shows the average volumes by hour for 2008 from continuous traffic counter (CTC) P6D040, located just north of Rathe Road on US 7.

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Figure 5: 2008 Daily Traffic Volumes

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Monday ‐ Friday volume shows typical AM/PM peak hours, which is indicative of the commuter driven nature of the corridor. Saturday and Sunday volumes follow typical retail‐oriented patterns with one mid‐day peak hour.

The PM peak hour varies by intersection; some have an acute peak 15 minutes (Mountain View, Hercules, Rathe) while others experience a prolonged peak hour (SB and NB Ramps).

Figure 6: PM Peak Hour

Study Area Intersections PM Peak Hour

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The 200 highest volume hours of the year often reveal information about the highest volume periods in an area. Of note at this location, 199 out of 200 hours occurred during weekdays at either 4:00 PM or 5:00 PM in 2007. The only exception occurs on a weekday at 3:00 PM. This further reinforces the PM peak hour as the highest volume time of the day and week.

Of the 200 highest hours, the greater majority occur between May and October (Figure 7).


Figure 7: 200 Highest Hours by Month – 2007

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Traffic volumes for each study intersection were obtained from the Chittenden County Metropolitan Planning Organization, which were counted on various weekdays between 10 June and 14 July 2008. Volumes were then adjusted using CTC P6D040 which resulted in an annual adjustment of 0.6%. Volumes were also adjusted to the Design Hourly Volume (DHV) using the same CTC, which resulted in an adjustment of 0.97. Intersections were then balanced to adjust for variance between count dates. The resulting volumes are given in Figure 8.

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Figure 8: 2008 AM and PM Peak Hour Volumes

132 791 7 16 497 3

11 1 178 111 C10 1 1 J10 1

37 5 82 7

90 308 15 41 1046 4

0 755 78 1 536 49

0 8 0 1350 C20 0 1 J20 00 24 1 122

0 405 86 0 956 33

58 708 13 50 570 39

26 8 80 256 C30 17 33 J30 38

84 69 432 259

337 457 106 221 884 297

23 838 235 1026

434 711C40 0 J40 0

138 148

95 466 312 691

469 507 644 530

155 571 C50 0 J50

385 161

406 128 947 162

77 689 87 9 715 82

6 76 48 1260 C60 4 6 J60 22 42 0 52

2 452 37 3 935 62 Sou

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Volumes, adjustments, and trip distribution results are provided in Appendix A.


2.4 Constraints Over the past two decades, US 2/7 in the study area has been expanded to accommodate both local and through traffic growth. The consequence of this expansion has reduced the available right‐of‐way (ROW) for further improvements along the corridor. This is particularly true around the Exit 16 interchange and Mountain View intersections. Bridge abutments under the interstate provide approximately 66 feet of road width, which is fully occupied by 6 travel lanes and shoulders. The corridor in the vicinity of Hercules Drive and Rathe Road is considerably less restrictive.

The existing I‐89 overpass abutment locations create limitations to expansion due to the substantial cost of their reconstruction which would be necessary to expand the US 2/7 roadway. Additionally, the closely spaced ramp intersections limit the space needed for queuing and maneuvering. As a result vehicles need to line up early with their intended lane prior to entering this section of the roadway since queues back up regularly through adjacent intersections. Existing development immediately adjacent to the ramps limits the options for relocating the ramps in order to create adequate separation. One additional consequence of these constraints is the sight‐distance limitations created by the proximate bridge piers, which eliminates the possibility of right turns on red from the interstate exit ramps.

Environmental constraints to the corridor expansion include steep slopes, which are identified in Figure 9.

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Figure 9: Steep Slopes

There are no prime agricultural soils directly abutting the US 7 study area, however there are soils of statewide importance along the east and west sides of the corridor (Figure 10). Agricultural soils would not present an obstacle to expansion of the roadway within the ROW, but expansion beyond that would need to consider the extent of impact and current land use.


Figure 10: Prime and Statewide Soils

Lastly, there are several hazardous waste sites that have been identified along the corridor. Figure 11 shows the location of these facilities. Excavations relating to improvements near these sites would need to consider the potential for remediation of the materials identified.


Figure 11: Hazardous Waste Sites and Generators

2.5 Bicycle/Pedestrian Facilities There are no marked bicycle lanes or sidewalks in the study area along US 7. Shoulder widths in the project area are shown in Table 1.

Table 1: Shoulder Widths

From To West Side East SideNorth of the Study Area Rathe Road 6‐10 ft 6‐10 ftRathe Road Hercules Drive 6‐10 ft 6‐10 ftHercules Drive Mountain View Drive 6‐10 ft 6‐10 ftMountain View Drive Northbound Ramps 6 ft 4 ftNorthbound Ramps Southbound Ramps 4 ft 0 ftSouthbound Ramps South Park Drive 2 ft 2 ftSouth Park Drive South of the Study Area 0 ft 8 ft

Shoulder Width

The Exit 16 Pedestrian and Landscape Project, which is currently in final design,1 has proposed to install sidewalks on the east and west sides of US 7 from the Winooski town line to the Southbound Ramps. The

1 DuBois & King, 2008.


sidewalk continues on the east side of US 7 under the I‐89 overpass and up through the Mountain View intersection (see Figure 12). Pedestrian signals are proposed at the northbound and southbound ramps. Concurrent phasing is proposed, which does not impede or add delay to traffic flows as long as sufficient minimum signal phase time is provided to permit safe crossing.

Figure 12: Proposed Colchester Sidewalk – I89 Northbound Ramp intersection1

2.6 Safety Analysis

2.6.1 Crash Histories Crash histories were collected from VTrans (January 2003‐December 2007) for the US 7 corridor in the study area. VTrans maintains a statewide database of all reported crashes along all state highways and federal aid road segments.2

A reportable crash is a collision with at least one of the following results caused by the event:

property damage exceeding $1,000

personal injury

fatality

A summary of crash reports are available in Appendix B.

2.6.2 High Crash Locations In order to be classified as a High Crash Location (HCL), an intersection or road section (0.3 mile section) must meet the following two conditions:

1. It must have at least 5 crashes over a 5‐year period

1 The complete alignment proposed by this project is shown on the alternative drawings in the appendix. 2 This data is exempt from Discovery or Admission under 23 U.S.C. 409.


2. The Actual Crash Rate must exceed the Critical Crash Rate.

Based on the most current crash data available from VTrans (2001‐2005), there is one High Crash Location (a roadway segment) in the study area, which is shown in Figure 13.

Figure 13: VTrans High Crash Location – Section from MM 0.947 in Winooski to MM 0.227 in Colchester

The VTrans High Crash Location Summary Report follows specific rules in an effort to standardize the process of identifying problematic intersections across the state. Rules of particular consequence in this study area include:

Only intersections of federal aid state highways are used in HCL calculations; local roads are not.

Only crashes reported on federal aid highways are included; crashes on local roads are not.

Within designated “urban” areas, crashes within 0.01 miles of the intersection are included; all others consider stopping sight distance as the area of intersection influence.1

Because VTrans assesses only the intersections of federal aid highways, RSG expanded the scope of safety analysis to gain a greater understanding of localized safety deficiencies in the area. The following expanded data was included in this analysis:

Intersections of US 7 with all local roads

1 Information based on discussions with VTrans Highway Research Unit regarding HCL procedures


Crashes reported on local roads

All crashes within stopping sight distance (or halfway between two intersections, whichever is less) of the intersection

This expanded investigation of collisions in the study corridor indicates that the intersections of South Park, Mountain View, and Hercules could be considered as local High Crash Locations (Figure 14).

Figure 14: VTrans HCL Section and Local High Crash Intersections

2.6.3 Crash Analysis A summary of crashes by intersection are shown in Table 2: Crash Summary.1 Note that crashes that occurred in the corridor but not at an intersection are not included.

1 Intersection influence is calculated based on stopping sight distance or halfway between intersections, whichever is less.


Table 2: Crash Summary by Intersection

# CrashesFed Aid

# CrashesNon Fed Aid Total Crashes

Actual/Critical Ratio HCL?

South Park 40 0 40 1.80 YesI 89 SB Ramps 48 10 58 2.38 YesI 89 NB Ramps 37 10 47 1.42 YesMountain View Drive 28 1 29 1.44 YesHercules Drive 32 0 32 1.56 YesRathe Road 18 0 18 0.76 No*US 7 in the study area is 30 MPH South of the NB Ramp and 40 MPH North of the NB Ramp

To determine potential causes for the number of collisions in the study area, we assessed the following factors:

Weather

Time of Day

Day of Week

Month or Season

Type of Collision

Injury Rates

To understand the relevance of various collision types and circumstances at the study intersections, the chi‐squared test was employed. This test measures the differences between measured and expected frequencies at a location. For example, one might find that rear ends account for 30% of the collisions at a given intersection and conclude that rear ends are a major problem at that intersection. However, if rear ends account for 30% of all collisions at intersections across the region, then this intersection should actually be considered average; no better and no worse. The chi‐square test determines the significance of a value at a given location as compared to the greater expected value.

In this case, we compare collision rates at each intersection to collision rates within the Town of Colchester. Through this analysis, some findings emerged, including:

Tuesdays and Wednesdays are high collision days throughout the corridor

3 ‐ 6PM is the most common collision time of day

The Northbound Ramp has high collision rates from 12 – 3 PM

Possible causes of these findings could include business‐related activity on certain days of the week, inefficient time of day signal plans, and seasonal variation due to high volumes or unfamiliar drivers.

No other significant potential causes emerged from this analysis.

2.6.4 Observed Deficiencies Several specific deficiencies have been identified in the corridor:

1) Sight distance at the Northbound Off Ramp looking south

2) Sight distance at Lower Mountain View Drive looking south

3) Lane shifts:

a. Southbound vehicles at the Southbound Ramps in the right lane must make two quick lane shifts after South Park to stay in the thru lane


b. Vehicles turning right off upper Mountain View Drive must shift two lanes relatively quickly to get in the left lane for the southbound on ramp entrance (Southbound left). This is particularly challenging during congested periods, when the southbound queue is long.

4) Congestion, which causes anxious driving, red light running and unsafe gap acceptance, is a leading cause of crashes. Deficient and constrained movements are identified in section 2.8.3.

Figure 15: Limited Sight Distance at the NB off ramp

2.7 Turn Lane Analysis Turn lane guidelines have been reviewed to understand when it is important to install additional left or right turn lanes. This becomes more challenging once one turn lane has been built and additional lanes need to be installed. This analysis serves as a preliminary guide and is meant to be advisory only. At signalized intersections the performance (LOS, V/C, queues) etc. also play an important role in determining the suitability of additional lanes.

A general rule of thumb from the National Cooperative Highway Research Program’s Report 457: Evaluating Intersection Improvements: An Engineering Study Guide indicates that at signalized intersections an exclusive left turn lane should be considered when there are over 100 such turns in an hour. An additional left turn lane should be considered when there are over 300 turning vehicles per hour. Right turn lanes should be considered when the volume approaches 300 per hour (provided the adjacent remaining lanes still carried at least that for thru and or left turns). This suggests that the following exclusive turn lanes should be considered under existing conditions:

Mountain View –2nd Eastbound Right, Northbound Right

Under future conditions (Low Growth Scenario), the following additional turn lanes are suggested:

Mountain View – 2nd Westbound Left & 2nd Eastbound Right

NB Ramps – Southbound Right (US 2/7)

SB Ramps – 2nd Southbound Left (US 2/7)

SB Ramp – 2nd receiving lane on the Southbound ramp


The eastbound demand at Rathe Road also indicates that the existing two lanes should be converted from: 1 thru/left and 1 right to: 1 left and 1 thru/right.

Other turn lanes may be recommended based on LOS and Simulation results, and will be discussed in the following sections.

2.8 Traffic Assessment

2.8.1 Traffic Analysis Approach & Assumptions Traffic volume adjustments, land use development and trip generation are discussed in detail in sections 2.3 and 3.1, respectively.

The assessment of existing and future deficiencies was based on PM volumes, due to the fact that the PM peak hour is consistently the highest volume hour of the day, week, and even year. AM volumes were assessed and results can be found in Appendix C.

Once the deficient movements had been identified, the iterative process of mitigation planning began. This began by examining lane changes, potential new lanes, changes to signal timing plans and coordination, and went as far as considering alternative solutions such as changing traffic patterns rather than changing infrastructure. This assessment was an “anything goes” process, and included any solution that was considered practical and feasible.

Cost estimates were created for each alternative that was explored in greater detail, and cost/benefit ratios were used to understand the tradeoffs and relative value of each alternative.

2.8.2 Performance Criteria To determine which movements and intersections were overcapacity or ineffectively processing traffic, Volume‐to‐Capacity (V/C) ratios and queuing results were used. Level of Service (LOS) was considered, but generally given less credence due to it being an unsatisfactory indicator of problems in this corridor.

The Vermont Highway System Policy Plan (HSPP) explains that “V/C ratios relate to levels of congestion and delay on specific roadway segments. As the V/C ratio approaches 1.0, the roadway is operating at or near capacity, traffic flow conditions become unstable, and delay increases significantly.”

The plan defines V/C thresholds by location as follows:

0.9 for Urban Areas

0.7 for Rural Corridors

0.8 for all other areas (small towns/villages, suburban corridors and growth areas)

The HSPP goes on to say that “it is common to tolerate greater congestion levels for urbanized areas, especially densely built‐up areas. Some level of congestion is inevitable in such areas, and congestion is generally more acceptable on a short‐local trip than on a long‐distance intercity trip. Also, the designs required to reduce or eliminate congestion may be incompatible with other fundamental qualities of the urban environment (e.g., density of population, pedestrian‐oriented character, and historic character).”1

According to the HSPP the threshold for this corridor should be 0.9, but for the purpose of this study the threshold used was 1.0.

Queuing analysis could demonstrate where there are limitations and problems in the system whereas LOS analysis does not. For instance, a queue can back up through intersections or exceed turn pocket lengths so even if there is sufficient capacity at an intersection, the facility is not optimally used. Further,

1 VTrans, Vermont Highway System Policy Plan, Chapter 3, June 2004.


Synchro and especially HCM do not consider available lane capacity. Therefore, queue results provide additional insight to the operation of a network.

Level of Service (LOS) was included in this study since it is a standard and common way of measuring intersection performance. However, one of the most substantial downfalls of LOS is its inability to consider the interplay between intersections in a corridor.

A detailed LOS definition is available in Appendix C.

2.8.3 Performance Results The Highway Capacity Manual congestion reports within Synchro (version 7.0), a traffic analysis software package from Trafficware, were used to assess performance measures at the study intersections. Five simulation runs in SimTraffic were used to determine 95th percentile queues. Table 3 presents LOS, delay and queue results for the 2008 PM peak hour. Note that these results reflect existing signal timings per VTrans.1 Turning movements at LOS E or LOS F are highlighted in yellow and queues that exceed the existing link distance or storage length are highlighted in blue. V/C ratios that exceed 1.0 are highlighted in green.

1 VTrans revisited the signal timing plans for this coordinated network (all six study intersections) in 2007 and determined no changes were warranted.


Table 3: 2008 PM Peak Hour LOS, Delay and Queues

Signalized Intersections LOS Delay95th Queue V/C

US 7/South Park DriveOverall A 7 0.39

EB Thru, from High Point D 40 83 0.39WB Thru, from South Park D 38 78 0.40WB Right, from South Park D 37 75 0.08

NB Thru, from Winooski A 4 111 0.39SB Left, from Severance Corners A 2 60 0.24SB Thru, from Severance Corners A 1 41 0.31

US 7/SB RampsOverall C 35 0.83

EB Left, from I89 SB E 66 136 0.83EB Right, from I89 SB E 68 117 0.84

NB Thru, from Winooski E 27 277 0.60SB Left, from Severance Corners E 73 205 1.09SB Thru, from Severance Corners A 2 96 0.28

US 7/NB RampsOverall E 59 0.89

WB Left, from I89 NB C 31 667 0.42WB Right, from I89 NB F 177 989 1.29NB Left, from Winooski B 12 252 0.67NB Thru, from Winooski A 7 186 0.30

SB Thru, from Severance Corners C 28 422 0.78US 7/Mountain View Road

Overall C 26 0.79EB Left, from Upper Mountain View C 32 92 0.39EB Thru, from Upper Mountain View C 29 138 0.12EB Right, from Upper Mountain View B 16 131 0.63WB Left, from Lower Mountain View E 62 710 0.91

WB Thru/Right, from Lower Mountain View C 30 203 0.20NB Left, from Winooski C 24 163 0.40NB Thru, from Winooski A 7 138 0.63

SB Left, from Severance Corners D 36 97 0.51SB Thru, from Severance Corners D 50 341 0.78

US 7/Hercules DriveOverall B 16 0.47

WB Left, from Hercules E 60 182 0.83WB Right, from Hercules D 36 117 0.27NB Thru, from Winooski A 8 279 0.40

SB Thru, from Severance Corners A 6 126 0.33US 7/Rathe Road

Overall D 40 0.97EB Left/Thru, from Rathe Road F 92 225 1.01

EB Right, from Rathe Road C 30 120 0.12WB Thru, from Champlain Drive C 29 21 0.03WB Right, from Champlain Drive C 29 40 0.01

NB Left, from Winooski B 11 130 0.08NB Thru, from Winooski D 45 622 0.95

SB Thru, from Severance Corners A 6 69 0.25

2008 PM Peak HourExisting Conditions

Under present conditions, the intersections I89/NB Ramps is at LOS E and Rathe Road is at LOS D, which are both below VTrans standards. Detailed Synchro LOS and SimTraffic worksheets are available in Appendix C.


3.0 FUTURE CONDITIONS

3.1 Land Use Future land use was determined by considering the following sources: recently developed and submitted traffic impact studies, organizational master plans, and local information from the Planning and Economic Development Departments from the Town of Colchester.

Two scenarios were considered; a low growth scenario and a high growth scenario. The first assumed modest development including one “big box” development; the latter assumed aggressive development including two “big box” developments. The Institute of Transportation Engineer’s Trip Generation, 7th ed. was used to determine traffic volumes generated per parcel for each scenario. Trips were then distributed onto the network using background traffic patterns. Figure 16 and Figure 17 show the parcels identified for development, the type of development and the resulting trip generation for the low and high growth scenarios, respectively. Note that the key difference between these two scenarios is 1,000 trips in the PM peak hour.


Figure 16: Future Land Use – Low Growth Scenario


Figure 17: Future Land Use – High Growth Scenario

After preliminary review of the two scenarios and with the analysis from microsimulation, it was evident that the high growth scenario was too aggressive of a land use scenario to reasonably accommodate given the existing infrastructure limitations. Because the focus of this study was to assess reasonable


infrastructure improvements (which could not be achieved under the high growth land use scenario), the high growth scenario was eliminated from further consideration; only the low growth will be further assessed.

Note that as background traffic and corresponding congestion continues to grow, it becomes a self limiting scenario where this type of traffic will likely find alternate, less congested routes or modes.

3.2 Volumes Future year volumes were adjusted to the year 2018 from 2008 volumes using a 0.6% annual adjustment, which results in a ten‐year adjustment of 6.3%.

Volumes from area build‐out analysis of Severance Corners, which included traffic studies of approved developments, were added to these base volumes. These “Other Development Volumes” (ODVs) include:

Severance Corners ‐ Kolok Southwest Quadrant1

Severance Corners ‐ Ireland Southeast Quadrant2

Severance Corners ‐ Ireland Northwest Quadrant3

Severance Corners – Frisbee Northeast Quadrant4

Robenstein Retirement Property5

Wells Property6

All of these ODVs are located north of the study area in the vicinity of the US 7/Blakely Road intersection.

Lastly, volumes from the low growth land use scenario were added to these base volumes to determine the total build volume. These volumes are shown in Figure 18.

1 Volumes derived from Severance Corners TIS Update 7‐9‐08, RSG. 2 Volumes derived from Severance Corners Transportation Plan, RSG. 3 Volumes derived from Severance Corners Transportation Plan, RSG. 4 Volumes derived from Severance Corners Traffic Impact Study, Lamoreaux & Dickinson 5 Volumes derived from Severance Corners Transportation Plan, RSG. 6 Volumes derived from Severance Corners Transportation Plan, RSG.


Figure 18: 2018 AM and PM Peak Hour Volumes

240 967 7 91 632 3

58 2 335 131 C10 1 1 J10 1

80 5 161 8

229 490 16 222 1286 4

3 952 112 2 725 72

2 43 1 2100 C20 0 1 J20 03 47 2 156

2 675 110 2 1307 64

97 883 24 78 737 68

42 23 128 5720 C30 29 59 J30 63194 148 654 403

421 724 190 280 1189 400

61 1166 346 1447

603 907C40 0 J40 0

147 158

101 731 332 963

636 677 882 723

262 1021 C50 0 J50

409 171

570 136 1193 172

94 840 111 11 929 112

8 105 58 1580 C60 4 6 J60 22 44 0 56

2 594 39 3 1150 66

PM Peak Hour

2018 Future Low Growth Scenario

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4.0 ALTERNATIVES

4.1 Alternatives Development The alternatives development process was open to any and all potential solutions, with the exception of extravagant improvements (tunnels or new bridges, for example), or improvements with substantial impacts (such as a new connector road through existing homes and neighborhoods) which were dismissed early as infeasible and unrealistic. Mitigation alternatives that were considered in more detail include:

No change – accept poor levels of service and high V/C ratios

Change the approach configuration of the southbound movement at the Southbound On‐Ramp to two left turn lanes and one thru (currently one left turn lane and two thrus) and add a second lane on the on‐ramp

Adding another lane under the interstate bridges using the existing width.

Add approach lanes to increase capacity at signalized intersections:

o An exclusive southbound right‐turn lane at the Northbound On‐Ramp

o A northbound exclusive right turn lane at Lower Mountain View

o A second right turn lane eastbound from Upper Mountain View

o A second exclusive left turn lane westbound from Lower Mountain View

Re‐route traffic: create a barrier on Upper and Lower Mountain View Roads just beyond the first land uses such that the existing intersection would be used exclusively for those four land uses (Hampton Inn, Bank, Shaw’s and Friendly’s) and all vehicles destined for other land uses would be forced to use Hercules Drive (for access to Lower Mountain View) or Rathe Road (for access to Upper Mountain View).

Re‐align the intersection: close off the existing Mountain View intersection; create a new section of Upper Mountain View Road that routes behind Shaw’s and a new section of Lower Mountain View that routes behind the Bank; create a new intersection at US 7 north of the existing location.

Right‐in/Right‐out restriction: reconfigure Lower Mountain View Road to be right‐in/right‐out only; connect Mountain View Road and Hercules Drive and re‐route all other trips through Hercules Drive.

The re‐route and re‐align alternatives are shown graphically in Figure 19 below.


Figure 19: Re‐Route Alternative and Re‐Align Alternative

These alternatives were extensively analyzed using Synchro, SimTraffic, and VISSIM. An interim memorandum entitled “Exit 16 Interim Memorandum – Mitigation Alternatives and Cost Estimates” dated 4 December 2008 summarized the findings of this analysis. A meeting with the CCMPO, the Town of Colchester, and the project consultant was held on 14 January 2009 to discuss the findings from this memorandum.

The key findings of this memorandum and subsequent meeting are presented in Table 4.


Table 4: Preliminary Mitigation Summary

South Park SB Ramps NB Ramps Mountain View Hercules Rathe RoadTotal New Lanes

Conventional Road

ExpansionNone

2 SB Left/1 Thru2 On‐Ramp

Lanes

SB RightSplit Phasing

EB RightWB LeftNB Right

Split Phasing

None NB Thru 6

Re‐Route None2 SB Left/1 Thru2 On‐Ramp

Lanes


Split PhasingWB LeftSB LeftNB Right

EB LeftEB RightNB Thru

8

Re‐Align None2 SB Left/1 Thru2 On‐Ramp

Lanes


EB RightWB LeftNB Right

Split Phasing*Re‐Align

None NB Thru 6*

Right in‐Right out

None2 SB Left/1 Thru2 On‐Ramp

Lanes


NB RightInstall Island

WB LeftSB LeftNB Right

NB Thru 7

Exit 16 Alternative Investigation: Mitigation Summary

Table 4 shows little benefit to realignment or re‐routing since improvements of equal or greater magnitude are simply shifted to other locations. The Conventional Road Expansion and Right‐in/Right‐out alternatives require the least amount of mitigation to achieve desired performance levels.

One last alternative was considered: adding a lane under the I89 overpass within the existing width. The current configuration includes six lanes (with two southbound through and one southbound left lane). The proposed alternative suggested adding one lane, for a total of seven, to pass under I‐89 on US 7, which would allow two southbound thru and two southbound left lanes at the Southbound Ramps intersection.

The current width of the roadway is 66 ft. from curb to curb. In order to add a seventh lane, each lane would need to be reduced to 9 ft. and each shoulder width would need to be reduced to 1.5 ft. (7 x 9 + 2 x 1.5 = 66). VTrans criteria specifies a 10 ft. traveled lane minimum and 2 ft. shoulder with vertical curb (1 ft. with sloped curb) for urban principal arterial routes.1 In order to accommodate these changes, a variance from VTrans would need to be obtained. Additionally, the narrow lane width could pose as a safety concern, which is not desirable particularly when coupled with the existing high crash location and sight distance issues. Therefore, this alternative was not pursued any further.

Following these investigations, it was determined that three alternatives would be further considered:

Alternative 1: No Build

Alternative 2: Conventional Road Expansion

Alternative 3: Right‐in/Right‐out Access at Lower Mountain View Road

The details of this analysis, along with the interim memo, are provided in Appendix D.

1 Vermont State Standards, Section 3.5: Lane and Shoulder Widths for Urban and Village Principal Arterials, VTrans, 10/22/1997.


4.1.1 Alternative 1: No Build The No Build alternative assumes that there will be no infrastructure changes to the corridor. Traffic volumes will grow steadily over the ten‐year period, and the performance of the network will be analyzed with the addition of the 2018 Future Growth Scenario. This alternative will show the capacity of the current infrastructure and will help determine whether improvements are needed in the project area.

4.1.2 Alternative 2: Conventional Road Expansion Mitigation Alternative 2 includes the addition of five new intersection approach lanes and two signal re‐timing/phasing projects. These are (listed by Enhancement #):

1. Add a second right turn lane eastbound from Upper Mountain View

2. Implement phasing changes and add an exclusive southbound right‐turn lane at the northbound on‐ramp

3. Change the approach configuration of the southbound movement at the southbound on‐ramp to two left turn lanes and one thru; add a second receiving lane on the on‐ramp

4. Add a second exclusive left turn lane westbound from Lower Mountain View (along with some phasing changes)

5. Add a northbound exclusive right turn lane at Lower Mountain View

6. Add a second northbound thru lane at Rathe Road

Note that Alternative 2 also maintains the existing coordinated signal network that is currently in place and assumes optimized signal timings. These improvements are shown in Figure 20.


Figure 20: Mitigation Improvements for Alternative 2

Note that the enhancement number does not indicate suggested phasing; it is just a reference indicator. Phasing will be discussed in section 8.0 Recommendations & Conclusions.

4.1.3 Alternative 3: Right‐in/Right‐out at Lower Mountain View Alternative 3 also includes five new lanes and one signal re‐timing project. These include (listed by Enhancement #):

1. Lane conversions at Mountain View intersection (southbound left becomes a through, eastbound through becomes a second right turn lane), phasing changes, and reconfiguring the westbound approach to allow only rights in and out.

2. Add an exclusive southbound right‐turn lane at the northbound on‐ramp

3. Change the approach configuration of the southbound movement at the southbound on‐ramp to two left turn lanes and one thru; add a second receiving lane on the on‐ramp

4. Add an exclusive northbound right turn lane at Mountain View

5. Add a southbound exclusive left turn lane at Hercules

6. Add a northbound exclusive right turn lane at Hercules

7. Add a westbound exclusive left turn lane at Hercules

8. Add a second northbound through lane at Rathe Road


Note that Alternative 3 also maintains the existing coordinated signal network that is currently in place and assumes optimized signal timings. These improvements are shown in Figure 21 and Figure 22.

Figure 21: Mitigation Improvements for Alternative 3 – southern section


Figure 22: Mitigation Improvements for Alternative 3 ‐ northern section

Note that the enhancement number does not indicate suggested phasing; it is just a reference indicator. Phasing will be discussed in section 8.0 Recommendations & Conclusions.

Full sized plans for both alternatives are provided in Appendix E.

4.2 Role of the AM Peak Hour Current and future projected volumes for the AM peak hour were determined to be substantially less than for the PM peak hour. The ratio of AM volume to PM volume is listed per intersection:

Rathe Road – 74%

Hercules Road – 81%

Mountain View Drive – 73%

Northbound Ramps – 65%

Southbound Ramps – 80%

South Park Drive– 68%

As a result, the PM peak hour was the primary focus for the assessment of each alternative.


5.0 ALTERNATIVES ASSESSMENT

5.1 Volumes Assessment Volumes for the No Build and Conventional Road Expansion alternatives for 2018 PM Peak Low Growth Scenario are shown in Figure 18. Volumes for the Right‐in/Right‐out at Mountain View Road alternative are shown in Figure 23.


Figure 23: Alternative 3: 2018 PM Peak Right‐in, Right‐out Volumes

91 632 3

335 131 J10 1

161 8

222 1286 4

2 656 140

1 2101 J20 02 622

2 1307 123

141 1139 0

186 570 J30 0

654 0

280 1189 400

346 1447

907J40 0

158

332 963

882 723

1020 J50

171

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11 929 112

58 1586 J60 20 56

3 1150 66

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5.2 Alternative Performance Assessment

5.2.1 PM Results HCM Level of Service, delay, and V/C are reported from Synchro (v 7.0); queuing results are reported based on five simulation runs in SimTraffic. Table 5 shows the results of this output.

Turning movements at LOS E or LOS F are highlighted in yellow and volume to capacity (V/C) ratios greater than 1.0 are highlighted in green. Queues that exceed the existing link distance or storage length are highlighted in blue.

Table 5: PM Peak Hour LOS, Delay and Queues for Alternatives 1, 2 and 3

Signalized Intersections LOS Delay95th Queue V/C LOS Delay

95th Queue V/C LOS Delay

95th Queue V/C

US 7/South Park DriveOverall A 8 0.46 A 8 0.51 A 8 0.51

EB Thru, from High Point D 49 219 0.48 C 27 84 0.43 C 27 82 0.43 500WB Thru, from South Park D 47 269 0.46 C 26 119 0.41 C 26 109 0.41 300WB Right, from South Park D 46 148 0.18 C 26 111 0.35 C 26 105 0.35 150

NB Thru, from Winooski A 4 602 0.46 A 6 384 0.53 A 6 215 0.53 1,000SB Left, from Severance Corners A 6 102 0.42 B 10 125 0.50 B 10 144 0.50 500SB Thru, from Severance Corners A 2 174 0.39 A 6 133 0.45 A 6 121 0.45 500

US 7/SB RampsOverall E 55 1.04 C 25 0.74 C 25 0.74

EB Left, from I89 SB F 110 1261* 0.99 E 65 196 0.79 E 65 191 0.79 1,000EB Right, from I89 SB F 116 244 1.00 E 67 159 0.80 E 67 156 0.80 200

NB Thru, from Winooski F 82 568* 1.06 C 28 504 0.69 C 28 487 0.69 500SB Left, from Severance Corners D 50 492* 1.03 B 17 125 0.81 B 17 89 0.81 300SB Thru, from Severance Corners A 2 263 0.37 B 13 123 0.72 B 12 104 0.72 300

US 7/NB RampsOverall B 18 0.87 C 27 0.77 C 24 0.77

WB Left, from I89 NB E 57 186 0.74 E 58 202 0.71 E 58 189 0.71 700WB Right, from I89 NB B 15 303 0.62 B 16 281 0.62 B 16 337 0.62 350NB Left, from Winooski A 1 322* 0.64 B 13 217 0.62 B 13 154 0.62 300NB Thru, from Winooski B 13 314* 0.92 C 32 294 0.90 C 32 254 0.90 300

SB Thru, from Severance Corners C 22 451 0.88 C 29 425 0.71 C 25 469 0.71 500SB Right, from Severance Corners ‐ ‐ ‐ ‐ D 36 404 0.22 B 20 403 0.22 500

US 7/Mountain View RoadOverall F 134 1.36 D 45 0.94 C 26 0.81

EB Left, from Upper Mountain View D 53 206 0.70 D 44 155 0.51 E 59 224 0.80 250EB Thru, from Upper Mountain View E 79 1,463 0.77 D 46 958 0.30 ‐ ‐ ‐ ‐ 1,500EB Right, from Upper Mountain View F 202 316* 1.35 D 44 312* 0.89 B 18 284* 0.60 250WB Left, from Lower Mountain View F 213 1879* 1.34 E 57 296 0.83 ‐ ‐ ‐ ‐ 1,500

WB Thru/Right, from Lower Mountain View E 57 358* 0.70 E 59 202 0.69 E 59 100 0.56 250NB Left, from Winooski C 29 351 0.50 E 65 343 0.91 E 62 332 0.81 500NB Thru, from Winooski D 49 433 1.03 C 27 417 0.81 C 20 435 0.57 500NB Right, from Winooski ‐ ‐ ‐ ‐ C 34 351 0.26 ‐ ‐ ‐ ‐ 500

SB Left, from Severance Corners E 69 318 0.66 F 89 272 0.79 ‐ ‐ ‐ ‐ 350SB Thru, from Severance Corners F 234 1586* 1.41 E 56 755 0.93 C 28 1,047 0.90 1,500

US 7/Hercules DriveOverall B 18 0.67 B 15 0.77 C 33 0.90

WB Left, from Hercules D 41 354 0.63 B 18 178 0.55 D 52 517 0.93 1,500WB Right, from Hercules D 54 147 0.82 C 26 139 0.76 C 25 155 0.45 100NB Thru, from Winooski A 9 1827* 0.60 B 13 347 0.78 C 28 664 0.89 1,500

SB Left, from Severance Corners ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ D 53 287 0.85 1,500SB Thru, from Severance Corners B 13 897 0.61 B 14 234 0.78 B 20 301 0.37 1,500

US 7/Rathe RoadOverall F 124 1.20 D 42 0.82 C 34 0.79

EB Left, from Rathe Road F 268 504 1.46 D 49 229 0.91 E 62 300 0.93 1,500EB Thru/Right, from Rathe Road C 32 511 0.16 B 17 180 0.16 C 24 304 0.16 1,500WB Thru, from Champlain Drive E 56 26 0.19 D 44 30 0.16 E 58 34 0.19 800WB Right, from Champlain Drive D 55 39 0.01 D 43 41 0.01 E 57 32 0.01 200

NB Left, from Winooski E 69 308 0.86 E 78 219 0.94 E 56 298 0.84 300NB Thru, from Winooski F 146 846 1.26 C 31 363 0.90 B 15 338 0.81 1,500

SB Thru, from Severance Corners C 29 1,004 0.65 E 55 717 0.95 D 46 580 0.78 1,500*Queue extends into upstream intersection

Link Dist. (ft)

2018 PM Peak HourAlt 1: No Change Alt 2: Conventional Expansion Alt 3: Right‐In/Right‐Out

2018 PM Peak Hour 2018 PM Peak Hour


Key findings from the performance assessment are:

Alternative 1 indicates that the system will be over capacity if no mitigation measures are taken over the next ten years. Excessive delay, queuing and V/C ratios occur at five out of six study intersections.

Alternative 2 addresses the volume to capacity issues along the corridor for most intersections with the exception of Mountain View Drive. Arterial queuing is no longer an issue.

Alternative 3 resolves most delay, queuing and capacity issues along the US 7 corridor, although some sideline queuing does occur.

The performance of the arterial (US 7) can reveal more information about the entire network. Table 6 shows some important arterial performance measures in the PM Peak Hour for each alternative, which includes average total delay, travel time in seconds per vehicle, and average travel speed along the arterial (mph).

Table 6: Arterial Delay (PM Peak)

Exit 16 Arterial Summary Delay Travel Arterial(s/veh) time (s) Speed

0 ‐ Existing ConditionsNB 248.5 324.5 11SB 743.3 823.6 4

1 ‐ No BuildNB 2082.8 2157.8 4SB 1151.9 1232.1 3

2 ‐ Conventional Road ExpansionNB 162.6 238.6 14SB 237.3 318.2 10

3 ‐ Right In Right OutNB 160.1 236.2 14SB 206.5 287 11

Network Totals

This summary indicates that average travel speed will slow to 3‐4 mph if no mitigation is pursued. Either of the two mitigation alternatives would improve average travel time significantly, compared to existing conditions.


5.2.2 AM Results The AM Peak Hour performance assessment shows that both Alternatives 2 and 3 show significant relief to LOS, delay, and queuing throughout the corridor (Table 7).

Table 7: AM Peak Hour LOS, Delay and Queues for Alternatives 1, 2, and 3

Signalized Intersections LOS Delay95th Queue V/C LOS Delay

95th Queue V/C LOS Delay

95th Queue V/C

US 7/South Park DriveOverall A 6 0.35 A 6 0.35 A 6 0.36

EB Thru, from High Point C 34 29 0.06 C 34 28 0.06 C 31 35 0.07 500WB Thru, from South Park D 35 12 0.39 D 35 12 0.39 C 32 12 0.40 300WB Right, from South Park C 34 218 0.07 C 34 65 0.07 C 31 70 0.07 150

NB Thru, from Winooski A 3 329 0.25 A 3 55 0.25 A 3 57 0.26 1,000SB Left, from Severance Corners A 3 349 0.19 A 3 78 0.19 A 3 73 0.19 500SB Thru, from Severance Corners A 3 101 0.35 A 4 75 0.35 A 3 68 0.35 500

US 7/SB RampsOverall F 106 1.01 D 36 0.77 C 33 0.76

EB Left, from I89 SB C 28 1489* 0.58 D 53 566 0.77 D 49 485 0.69 1,000EB Right, from I89 SB F 122 201 1.00 C 23 236* 0.52 C 27 241* 0.59 200

NB Thru, from Winooski F 242 1060* 1.10 D 38 294 0.58 D 54 326 0.82 500SB Left, from Severance Corners E 80 556* 0.99 C 25 248 0.51 B 16 246 0.44 300SB Thru, from Severance Corners A 7 290 0.31 D 45 399* 0.89 C 24 401* 0.76 300

US 7/NB RampsOverall C 23 0.68 B 19 0.67 B 20 0.61

WB Left, from I89 NB C 26 499 0.35 C 26 302 0.35 D 35 298 0.32 700WB Right, from I89 NB D 53 608* 0.92 D 53 333 0.92 D 49 326 0.82 350NB Left, from Winooski C 29 148 0.45 C 34 157 0.45 F 83 151 0.49 300NB Thru, from Winooski C 24 275 0.35 A 8 104 0.35 A 1 125 0.34 300

SB Thru, from Severance Corners A 8 490 0.62 A 7 297 0.58 A 10 447 0.52 500SB Right, from Severance Corners ‐ ‐ ‐ ‐ A 2 66 0.04 A 1 226 0.04 500

US 7/Mountain View RoadOverall C 29 0.80 C 25 0.74 C 24 0.66

EB Left, from Upper Mountain View C 32 69 0.23 C 34 72 0.28 E 59 145 0.53 250EB Thru, from Upper Mountain View C 31 87 0.08 C 33 49 0.10 ‐ ‐ ‐ ‐ 1,500EB Right, from Upper Mountain View B 13 103 0.22 B 13 85 0.13 B 15 233 0.13 250WB Left, from Lower Mountain View D 42 390 0.67 C 34 143 0.42 ‐ ‐ ‐ ‐ 1,500

WB Thru/Right, from Lower Mountain View C 32 159 0.21 C 34 95 0.26 E 56 64 0.27 250NB Left, from Winooski C 28 299 0.72 C 25 334 0.71 D 50 343 0.84 500NB Thru, from Winooski A 2 256 0.45 A 4 400 0.34 A 3 396 0.29 500NB Right, from Winooski ‐ ‐ ‐ ‐ A 0 42 0.12 ‐ ‐ ‐ ‐ 500

SB Left, from Severance Corners C 33 222 0.34 C 32 57 0.34 ‐ ‐ ‐ ‐ 350SB Thru, from Severance Corners E 57 1517* 0.95 D 44 521 0.90 C 31 874 0.61 1,500

US 7/Hercules DriveOverall A 6 0.54 A 7 0.54 B 10 0.44

WB Left, from Hercules D 37 122 0.42 D 37 121 0.42 D 39 192 0.68 1,500WB Right, from Hercules C 34 86 0.04 C 34 87 0.04 C 30 109* 0.04 100NB Thru, from Winooski A 1 184 0.33 A 2 139 0.33 A 6 131 0.31 1,500

SB Left, from Severance Corners ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ A 8 124 0.27 1,500SB Thru, from Severance Corners A 8 360 0.56 A 8 207 0.56 A 7 196 0.39 1,500

US 7/Rathe RoadOverall A 10 0.80 A 10 0.79 A 9 0.79

EB Left, from Rathe Road D 37 99 0.51 D 37 95 0.50 D 37 90 0.50 1,500EB Thru/Right, from Rathe Road C 34 66 0.06 C 34 65 0.06 C 34 64 0.06 1,500WB Thru, from Champlain Drive C 34 24 0.06 C 34 25 0.06 C 34 17 0.06 800WB Right, from Champlain Drive C 34 16 0.00 C 34 14 0.00 C 34 17 0.00 200

NB Left, from Winooski D 36 346* 0.84 D 38 351* 0.83 D 35 385* 0.83 300NB Thru, from Winooski A 3 618 0.38 A 2 489 0.20 A 1 632 0.20 1,500

SB Thru, from Severance Corners A 5 135 0.49 A 4 129 0.49 A 4 85 0.49 1,500*Queue extends into upstream intersection

2018 AM Peak Hour 2018 AM Peak Hour

Link Dist. (ft)

2018 AM Peak HourAlt 1: No Change Alt 2: Conventional Expansion Alt 3: Right‐In/Right‐Out


6.0 SAFETY ASSESSMENT

6.1 Recommended Corridor Improvements Based on the findings of the safety evaluation and the congestion related difficulties in this corridor, various mitigation strategies have been identified (depending on the alternative). In addition to these strategies, several other roadway modifications are recommended to improve the safety of this corridor. They include:

Analyze/Update the PM peak signal timings at the Southbound Ramps

Analyze/Update the off‐peak signal timings at the Northbound Ramps

Identify potential local reasons for weekly volatility (e.g. high crash rates on Tuesdays and Wednesdays could be a result of local business promotions or other events on those days)

Identify causes for seasonal trends that create higher crash rates in the summertime

The southbound thru lane on US 7, which makes two shifts just south of the study area, should be addressed with a re‐striping plan to eliminate vehicle confusion. Dashed lines guiding vehicles from one side of the intersection to the other should also be employed.

6.2 Safety Impact of Mitigation Recommendations The effects of intersection modifications are often measured using Crash Reduction Factors1 (CRFs); a ratio of collisions experienced before and after the improvement. CRFs are given as factors (for instance, a CRF of 0.05 suggests that 95% of the “before” collisions will occur “after” the improvement – or a 5% reduction in collisions). Additionally, each factor is specific to collisions related to that improvement (unless otherwise noted) – for instance a CRF for the addition of an exclusive right‐turn lane applies only to right‐turn collisions. Lastly, CRFs are often provided for specific data sets; in this instance, CRFs are shown for two categories: all collisions, and injury and fatality only collisions.

Crash Reduction Factors for each mitigation measure included in Alternative 2 and 3 are shown in Table 8 and Table 9, respectively.

Table 8: Crash Reduction Factors for Alternative 2

Intersection Approach Treatment All CollisionsInjury &

Fatality OnlyRelated Crashes

Projected Crashes

1 Upper Mountain View Eastbound Install Double Right‐Turn Lane n/a n/a 1 n/a2 I89 Northbound Ramp Southbound Add Exclusive Right‐Turn Lane 0.04 0.09 4 43 I89 Southbound Ramp Southbound Install Double Left‐Turn Lane 0.26 0.29 5 44 Lower Mountain View Westbound Install Double Left‐Turn Lane 0.26 0.29 5 45 Lower Mountain View Northbound Add Exclusive Right‐Turn Lane 0.04 0.09 5 56 I89 Northbound Ramp Westbound Change Signal Phasing n/a n/a n/a n/a

Crash Reduction Factor

Based on the crash reduction factors and existing number of collisions, it is anticipated that Alternative 2 mitigation measures could result in a reduction of two collisions annually. Considering that the average cost per collision in the 2001‐2005 High Crash Location in this project study area was $15,216, these mitigation measures are anticipated to result in an annual savings of roughly $30,432.

1 Signalized Intersections: Infomational Guide FHWA 2004


Table 9: Crash Reduction Factors for Alternative 3

Intersection Approach Treatment All CollisionsInjury &

Fatality OnlyRelated Crashes

Projected Crashes

1 Upper Mountain View Eastbound Install Double Right‐Turn Lane n/a n/a 1 n/a2 I89 Northbound Ramp Southbound Add Exclusive Right‐Turn Lane 0.04 0.09 4 43 I89 Southbound Ramp Southbound Install Double Left‐Turn Lane 0.26 0.29 5 44 Hercules Westbound Install Double Left‐Turn Lane 0.26 0.29 0 05 Hercules Northbound Add Exclusive Right‐Turn Lane 0.04 0.09 2 26 Hercules Southbound Install Left‐Turn‐Lane 0.35* n/a 34 22

*35% reduction in all intersection collisions (not just related collisions)

Crash Reduction Factor

Based on the crash reduction factors and existing number of collisions, it is anticipated that Alternative 3 mitigation measures could result in a reduction of 13 collisions annually. Considering that the average cost per collision in the 2001‐2005 High Crash Location in this project study area was $15,216, these mitigation measures are anticipated to result in an annual savings of roughly $197,808.

Although benefits could not be quantified, it is generally believed that split (or sequential) phasing – which is a strategy that allows each intersection approach to go sequentially rather than concurrently – improves safety at intersections. This type of phasing is often used when crashes involving opposing left turns occur frequently, because it eliminates this conflict.1

A crash reduction factor could not be determined for the elimination of entering and exiting movements to/from Lower Mountain View Drive (southbound left, westbound thru and left, and eastbound thru). The elimination of these movements would reduce conflicts at this location, however this traffic will be rerouted to Hercules Drive, which may increase crashes there.

1Federal Highway Administration, Signalized Intersections: Informational Guide, Section 4.2.4, August 2004.


7.0 TDM & PERMITTING

7.1 TDM Guidelines VTrans suggests various Transportation Demand Management (TDM) Strategies, including:

Carpools/Vanpools – including preferential parking, ride matching onsite, financial incentives, and a “guaranteed ride home” program

Transit – including subsidized passes, shuttles to park and ride lots or transit stations

Workplace – including showers, secure and covered bicycle parking, alternative work schedules, staggered schedules, telecommuting, charging for parking, and on‐site informational programs

Infrastructure Investment – including contributions to park and ride lots, bus shelters, sidewalks, bicycle lanes and parking, shared use paths, and dedicated capital development funds for capacity1

The creation and continued use of TDMs has shown to significantly reduce vehicle trips on the roadway network. Figure 24 shows that providing financial incentives/disincentives and enhanced travel alternatives will reduce vehicle trips on the roadway, but that the combination of the two is even more effective. Note that providing information alone does not help to counteract the trend towards increased vehicle trips on the roadway.

Figure 24: Trip Reductions from TDM Measures (CCMPO)2

1 VTrans, Traffic Impact Study Guidelines, page 34, rev. October 2008. 2 Commuter Choice Primer: An Employer’s Guide to Implementing Effective Commuter Choice Programs, US Department of Transportation, Federal Transit Administration, Federal Highway Administration, Environmental Protection Agency (FHWA‐OP‐03‐007, EDL# 13669), 2003.


7.2 Planning for Transportation Solutions There are generally three types of TDM programs, including:

Public Sector – run by governmental organizations at any level. Often managed by planning departments, transit agencies, economic development or environmental units. Some are run with public employees, while others export programs through bid processes.

Public Sector with Transportation Management Initiative (TMI) – publicly funded area wide programs that join business and community representatives to address local transportation issues.

Transportation Management Association (TMA) – defined as a group of private‐sector business leaders that come together to address area wide transportation challenges. Although primarily funded by private sector members of the TMA, public grants for specific projects can also be contributed.

Funding for programs comes from various sources nationally, including Congestion Mitigation and Air Quality (CMAQ) funds for program start‐up, revenue from developer agreements, and special taxes to fund TDM activities. 1

There are many different ways for a municipality or private entity to get involved with TDM. Below are three lists: the first is a list of potential ways that a municipality could support employers in implementing TDM measures; the second lists possible means for requiring TDM support from private developers, and the third lists potential permit conditions that the municipality could require of developers through their regulations and ordinances. Note that these lists represent typical TDM recommendations, and that some of these have already been incorporated into the Town of Colchester’s zoning regulations.

A TDM program could provide the following support to employers:

Worksite assessment of existing and potential TDM services

Analysis of travel patterns and trip lengths, including employee origin mapping and analysis

Recommendation of appropriate shared‐ride modes and worksite initiatives, based on employee origins and existing services

Transportation information and awareness events to promote travel alternatives to employees

Promotional materials for worksite distribution, including posters, table tents, flyers, e‐mail messages

Ridematching of individuals to other travelers for carpooling and vanpooling

Information and referrals to transit services

Technical assistance in TDM program implementation and ongoing operation

A TDM program could be required from developers as they submit plans for developments:

A requirement for a traffic impact analysis that includes a projection of number of SOV trips that would be generated by the development and an estimate of reduction in trips that could be achieved with TDM

A menu of acceptable TDM approaches that could be used to meet TDM requirements

1 TMA Handbook: A Guide to Successful Transportation Management Associations, Association for Commuter Transportation, 2001, p. 5‐7.


A requirement for preparation and submittal of a TDM plan for the site that will serve as a commitment to a selected list of TDM measures

A process for requesting a waiver from the regulations

A statement of how the regulations will be enforced including a process for monitoring the implementation of the TDM plan

Application of TDM requirements only to developments above a given size either for a single use or a site with multiple uses congregated together

TDM measures which could be required of developers as a condition of permit approval could include:

A commuter matching service, in addition to or coordinated with an area wide rideshare program, to facilitate employee ridesharing for work trips

Provisions of vans for vanpooling

Subsidized carpooling or vanpooling which may include payment for fuel, insurance or parking

Use of company vehicles for carpooling

Provision of preferential parking for carpool or vanpool users which may include designated parking at desirable locations or covered parking facilities

Cooperation with transportation providers to provide additional regular or express service buses to the work site.

Subsidized bus fares

Construction of special loading and unloading facilities for transit and carpool and vanpool users

Construction of walkways or bicycle routes to the work site which are connected to the local system

Provision of bicycle racks, lockers and showers for employees who walk or bicycle to and from work.

Provision of a special information center where information on alternate modes and other travel reduction measures will be available.

Establishment of a work‐at‐home program, full‐ or part‐time, for employees

Establishment of a program of adjusted work hours which may include compressed work weeks and employee‐selected starting and stopping hours. Work hour adjustments should not interfere with or discourage the use of ridesharing and transit

Establishment of a program of parking incentives and disincentives; such as a fee for parking and/or a "rebate" for employees who do not use the parking facility

Incentives to encourage employees to live closer to work

Implementation of other measures designed to reduce commute trips such as the provision of day care facilities or emergency taxi services.

The implementation of TDM measures varies widely from municipality to municipality, and depends greatly on the willingness of participants and the resources available to encourage transportation demand management. Similarly, costs are directly related to the approach that is taken – typically the more measures that are employed, the greater the costs. These costs must be directly weighed with the benefits, such as the potential to increase employment opportunities or the ability to reduce vehicles on the roadway.


A list of resources for more information on TDMs is provided in Appendix F.

7.3 Future Vision of Transportation The price of gasoline has been unstable over the last year; rising to all‐time highs before crashing down to long‐unseen lows. It is difficult to quantify the impacts of this price instability on our local roadway networks; however trends over time give us a sense of our past so as to plan for the future. Trends in Vermont indicate that while gallons of gasoline sold has increased over the last fifteen years, it has been on the decline for the last three years (Figure 25). This decline coincides with the steady increase in the price of fuel over the last few years.

Figure 25: Gas Sold in VT 1993 – 2008

Gasoline - Rolling 12 month sum of gallons sold (millions)

300

310

320

330

340

350

360

370

380

Dec

-93

Dec

-94

Dec

-95

Dec

-96

Dec

-97

Dec

-98

Dec

-99

Dec

-00

Dec

-01

Dec

-02

Dec

-03

Dec

-04

Dec

-05

Dec

-06

Dec

-07

Dec

-08

Mill

ions

v

Dec 05 361.2

Dec 08 337.3Off 6.5% from Dec 05

Anticipating that the price of gasoline will be an obstacle to traffic growth and roadway usage, the Congressional Budget Office (CBO) conducted a study that found that an increase in gasoline prices by 20% would result in an average decline in traffic volume by 0.40%. This average can be further reduced to a decline of 0.69% for highways with a parallel rail option, versus no change for highways without alternative transportation means (Figure 26). 1

1 Effects of Gasoline Prices on Driving Behavior and Vehicle Markets, Congressional Budget Office, January 2008. http://www.cbo.gov/ftpdocs/88xx/doc8893/Chapter1.5.1.shtml#1075662


Figure 26: Estimated Effect of a 20% Increase in Gasoline Price on Relative Traffic Volume1

Although gas prices have dropped in recent months, the challenge of supply remains at the forefront of our minds when planning for our future in transportation. It is likely that as supply remains tight, prices will continue to impact the average commuter. While the results of the CBO study indicate that a decline in vehicle trips occurs as prices go up; the key is that trips decline only when an alternative means of transportation is available. Although there is no rail option available in the US 7 corridor, the results of this study emphasize the importance of an alternative method of transportation to the personal vehicle. Transit, carpools, and other TDM measures are an ideal means of alternate transportation in this study corridor.

7.4 Exit 16 Transit Survey The Economic Development department of the Town of Colchester conducted an informal qualitative survey in July and August 2008 on the topic of local public transportation needs for businesses in the Exit 16 area. The largest employers were selected to distribute the survey to roughly 1,100 employees, or 13% of the Colchester workforce. Questions were asked about various approaches to public transit, including rideshare opportunities, flexible work schedules and financial contributions. Note that when the participant indicated that their employees or customers would use transit, but did not indicate what percent, a value of 20% was employed. A summary of findings is provided in Table 10.

1 Ibid.


Table 10: 2008 Colchester Public Transit Survey Results

Name of Business # EmpsEst %

Transit UseEst Emp Use

Vanpool? Flextime?Willing to

contribute $?Stop on US

7Stop on Road

Stop in Front

Albany College of Pharmacy 75 20% 15 Yes Yes Yes

Burlington Foods 131 0% 0 Maybe Yes, in use No X

Champlain Cable 140 20% 28 Maybe Yes, in use Maybe XCoca Cola Bottling of Northern New England 122 20% 24 Maybe Yes, in use Maybe X

Costco 233 10% 23 No Yes, in use Maybe X

Engleberth Construction 8 0% 0 No Yes, in use No

Fab‐Tech 105 20% 21 Maybe Yes, in use XHampton Inn & Conference Center 70 20% 14 Maybe N/A Maybe X

MyWebGrocer 50 0% 0 Maybe No Maybe XNew England Federal Credit Union 60 10% 6 Maybe Yes, in use Maybe XPay Data Payroll Services & iSystems LLC 57 20% 11 Maybe Yes, in use Yes X

Shaw's Supermarket 59 60% 35 No Yes, in use Maybe X

Quality Inn 15 30% 5 Maybe Yes, in use Maybe X

PEAK TIME OF DAY 1125 16% 183

Preferred Stop Location

Based on the survey results, roughly 16% of business employees might use public transit. Assuming these results are applicable to overall town usage, this would result in roughly 1,300 Colchester employees that would be willing to commute via public transportation – and at a minimum, 168 along the US 7 corridor.

Table 11 shows a summary of the time of day each surveyed business indicated their preferred commuting times. The result of this survey indicates that the peak commuting hours would be roughly 6 a.m. to 9 a.m. and 3 p.m. to 7 p.m.


Table 11: 2008 Colchester Public Transit Survey – Preferred Transit Time of Day

Name of Business 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23

Albany College of PharmacyX X X X X X X X X X X X X

Burlington FoodsX X X X X X X X X X X X X X

Champlain CableX X X X X X

Coca Cola Bottling of Northern New England

X X X X X X X X X X X X X X X X X X X

Costco

Engleberth Construction

Fab‐TechX X X X X X X X X X X X

Hampton Inn & Conference Center

X X X

MyWebGrocerX X X X X X

New England Federal Credit Union

X X X X X X

Pay Data Payroll Services & iSystems LLC

X X X X X X

Shaw's SupermarketX X X X X X X X X X X X X X

Quality InnX X X X X X

PEAK TIME OF DAY X X X X X X X

Time of Day

Key recommendations that emerged from the results of this survey were to pursue the following public transit alternatives:

A commuter route connecting the Town of Milton

Connections to other commuter routes north and south of Colchester, including Winooski which has connections to Essex Junction and to the Cherry Street hub in Burlington

A local route that connects Hercules Drive, Costco, Shaw’s, and Severance Corners

7.5 Permitting and LOS/Congestion Policy Discussion The VTrans’ Level of Service (LOS) Policy (2007) was reviewed as part of this study to see if LOS threshold flexibility or other congestion metrics might be more appropriate for urban areas with developmental pressure such as the Exit 16 study area. In September of 2008, Colchester, RSG and CCMPO staff facilitated a meeting with VTrans to discuss the existing Level of Service policy and to propose new language that will both support statewide transportation and land use goals as well as promote a consistent application of these policies. In a subsequent meeting in November, VTrans staff indicated their willingness to consider new ways to quantify congestion in all areas of the state. It was agreed that the CCMPO will take the lead in drafting a proposed new Congestion Policy to replace the existing LOS policy—the proposed new policy will be presented to VTrans for consideration in the fall of 2009. The following is a summary of issues discussed.

7.5.1 Background Preliminary assessment of the Exit 16 area (which could be considered representative of many other congested urban areas throughout the state) showed that delay exceeded LOS C (the allowable limit


based on the Policy guidelines) at several intersections in the study area. Some intersections with clear deficiencies and safety issues operated above LOS C. Additionally, queuing was shown to be a significant problem including blocked auxiliary lanes, queues that backed through adjacent intersections and queuing in storage lanes that blocked thru traffic.

Several mitigation strategies have shown improved level of service, but did not address queuing. In addition, while it can be shown that when individual intersections are analyzed using the Highway Capacity Methodology, results (including LOS) are quite different than when looked at as a network using simulation software such as Simtraffic/Synchro.

The Exit 16 area is a designated growth area under the Colchester Town Plan and a sizable amount of development is anticipated, but constraints including the limited interstate bridge span width and closely space intersections make significant capacity improvements prohibitively costly.

7.5.2 Problem The LOS is a qualitative measure of driver satisfaction with a transportation facility. It is a delay‐based measure that does not accurately represent traffic conditions in urban areas such as the Exit 16 study area. The LOS does not necessarily show where the deficiencies in the system are and it does not reflect the difference in expected service levels between urban and rural environments.

A secondary consequence of the existing LOS policy is that its qualitative nature lends itself to different interpretations by the Act 250 Commissions around the state. This results in inconsistent application of the LOS policy among the different districts.

The current LOS Policy does not allow for an incremental approach to mitigating trips generated by developments. Currently, early developments use‐up available capacity without contributing to future improvements of the system while the “last development in” is responsible for mitigation of all trips. A more nuanced congestion policy could allow for incremental impacts, requiring early and predictable contributions to future improvements when the increment reaches certain levels.

In some cases, the current LOS policy does not support state transportation and land use policies—this is particularly true where local access and circulation take precedence over through traffic.

7.5.3 Goals The goal of this review was to propose revisions to the existing LOS policy or develop a new congestion policy that more appropriately assesses congestion in high growth areas around the State. The revised policies would more accurately reflect and support state transportation and land use policies and laws.

A secondary goal was to clarify and facilitate a more uniform interpretation of the LOS/congestion policy by all stakeholders (state agencies, developers, engineers, courts, etc.)—this would help traffic impact analyses be more consistent throughout the state.

The existing LOS policy is woven throughout many state documents, including:

The Long Range Transportation Business Plan;

The Highway System Policy Plan;

The Transit Plan;

The Vermont Climate Action Plan; and

The Downtown and Growth Center Legislation


7.5.4 Proposed (Preliminary) Changes Changes to the existing LOS policy include introducing a new “Congestion Management Policy” (dropping the term LOS Policy), which is based on the following foundations:

Utilize Volume to Capacity (V/C) ratios along with detailed queuing analysis in high growth areas, such as:

o Urban areas

o Designated Downtowns and Growth Centers

o Regional/Local Growth Areas and Suburban Corridors

Develop different performance thresholds based on the degree of acceptable congestion that encourages concentrated growth in these designated areas

Keep the LOS criteria for all other areas in the state where congestion is less acceptable

This approach could be employed as follows:

Urbanized Areas: These are commercial districts within urban areas as well as some designated downtowns. Performance standards recognize that a higher degree of congestion is tolerated in these areas. Performance measures and thresholds recognize the need to balance mobility with local circulation and access.

o Congestion Policy: V/C ≤ 0.90

Suburban Corridors, Designated Growth Centers, Regional/Local Growth Areas: These are designated growth areas (state, regional or local) and corridors with developmental pressures outside of downtown areas, where lower‐density commercial and residential development has occurred.


Smaller and Moderate Towns and Villages. These include smaller downtown areas and traditional village centers that are not urban in character. Performance standards and policies for these areas recognize the smaller scale of activity as well as the desire to preserve the historic character of these centers.


Rural Areas: These are areas other than those listed above where the land is traditionally under‐developed. Policies and performance measures for these areas should primarily facilitate the movements of thru traffic.

o Congestion Policy: LOS ≥ C

7.5.5 Policy Discussion Conclusions The use of V/C in congestion policies is not a new concept; similar policies are currently implemented throughout the United States. The State of Oregon and City of Bellevue, Washington, for instance, have V/C congestion policies.

It is our belief that this proposed policy changes more accurately reflect the transportation conditions in high growth urban(ized) areas in the state and at the same time support the State, regional and local transportation and land use policies. Further, the changes seek to identify different thresholds for different areas in the state based on various user expectations. Additionally, it provides a more consistent and clear interpretation across the state.

Lastly, higher levels of congestion in designated urban/high growth areas usually promote transit use, walking, biking, and other shared uses which create an overall net reduction in automobile use.


Therefore, this strategy will simultaneously seek to reduce energy use and support economic development goals, while ultimately reducing the high demand currently placed on transportation infrastructure.

8.0 CONCLUSIONS & RECOMMENDATIONS

8.1 Prioritization Considerations Several factors should be considered when prioritizing the implementation of each mitigation strategy. Sometimes these consideration factors conflict with one another, so it is important to re‐evaluate the prioritization schedule at each new juncture. These factors include:

Safety: Indicators include rates of vehicle crashes and excessive queues

o High Crash Locations would be the greatest priority (NB Ramps, SB Ramps, Mountain View and Hercules).

Capacity: Indicators include Level of Service, delay and V/C

o Consider intersections with V/C approaching 1, long queues affecting traffic operations of adjacent intersections, and corridor neck‐downs (NB, SB Ramps, Mountain View Drive, and Rathe Road).

Buildout Scenario: Depends on the location of actual development

o Depends on future proposals and timing (for instance, currently Costco is applying development pressure which indicates a mitigation at Mountain View is a greater priority).

Arterial flow: the network only works as well as its weakest link

o Proposed developments must consider the entire network and maintain flow in and out at the boundaries.

8.2 Cost Estimates Estimated construction costs were developed for each alternative based on conservative unit prices for quantities that can be anticipated. Items such as contingencies, miscellaneous items, construction management and engineering are included as a percent of the known/major items.

One other potentially substantial cost not listed in the estimates is Right‐of‐Way acquisition. This cost is most likely to impact the dedicated Northbound Right‐Turn lane at Lower Mountain View Road (Enhancement #4 of Alternative 3).

Total construction costs, including engineering are estimated as follows (shown by enhancement number and description):

Table 12: Alternative 2 ‐ Cost Summary by Enhancement Number

$180,000 1 2nd Eastbound Right‐Turn lane at Upper Mountain View Road$230,000 2 Dedicated Southbound Right‐Turn lane at the Northbound On‐Ramp & Phase changes$280,000 3 2nd Southbound Left‐Turn lane at the Southbound On‐Ramp & On‐Ramp Lane Expansion$150,000 4 2nd Westbound Left‐Turn lane at Lower Mountain View Road$390,000 5 Dedicated Northbound Right‐Turn lane at Lower Mountain View Road$710,000 6 Add 2nd northbound Thru at Rathe

$1,940,000 TOTAL


Table 13: Alternative 3 ‐ Cost Summary by Enhancement Number

$110,000 1 Convert EB Thru to RT, SB LT to Thru, construct island WB & signal changes at Mt View$230,000 2 Dedicated Southbound Right‐Turn lane at the Northbound On‐Ramp & Phase changes$280,000 3 2nd Southbound Left‐Turn lane at the Southbound On‐Ramp & On‐Ramp Lane Expansion$390,000 4 Dedicated Northbound Right‐Turn lane at Lower Mountain View Road$230,000 5 Dedicated Southbound Left‐Turn lane at Hercules$270,000 6 Dedicated Northbound Right‐Turn lane at Hercules$150,000 7 2nd Westbound Left‐Turn lane at Hercules$710,000 8 Add a Northbound Thru lane at Rathe Rd.

$2,370,000 TOTAL

Note that in order to compare costs of projects, all estimates are shown in 2009 dollars and with current typical costs. Long and medium‐term projects should be scaled for inflation and other industry changes accordingly.

Detailed Cost Estimates are available in Appendix G.

8.3 Comparison of Alternatives To quantify the value or benefit, we calculated the difference between the average intersection Volume to Capacity ratio (V/C), as well as overall delay due to congestion, for the no build future scenario (low growth) and compared them to the average intersection V/C ratio and delay in the build alternatives. These values, shown in Table 14 below effectively show little distinction.

Table 14: Performance Comparison (PM Peak Hour)

No‐build Alt 2 Alt 3Reduction in overall Delay (s/vec) 0 121.1 128.2

Reduction in overall V/C 0 18.8% 19.3%

8.3.1 Alternative 4: Congestion & Safety Mitigation Hybrid A fourth alternative was developed that includes all of the improvements proposed for congestion mitigation in Alternative 2, as well as the southbound left turn lane at Hercules Drive, which is likely to have significant safety benefits (see Section 6.2). Since this improvement was not added for its performance benefits it will likely perform similarly to Alternative 2.

8.3.2 Benefit / Cost Metric Another metric was used to compare the alternatives that calculates the expected safety benefit over a reasonable timeframe (10 years is typical for signalized intersections) using the values determined in Section 6.2. Note that the new hybrid alternative is expected to save 2 crashes per year due to the improvements of alternative 2 PLUS the 12 crashes per year expected due to the added southbound left turn lane at Hercules Drive. Thus the yearly safety benefit is 14 times the average cost of crashes in the project area (as estimated by VTrans Traffic & Safety), or $2.13M for 10 years. The cost of the hybrid is simply the cost of Alternative 2 PLUS the cost of the southbound turn lane ($1.94M +230K=2.17M).

Table 15: Benefit‐Cost Metric

No‐build Alt 2 Alt 3 Alt 4Cost ($M) 0 1.94 2.38 2.17

Safety benefit ($M) 0 0.30 1.98 2.13Safety benefit / cost: 0.2 0.8 1.0


Using this metric Alternative 3 and 4 are far superior to Alternative 2. Due to slightly lower cost and higher benefit, Alternative 4 has the best Benefit / Cost.

Other less tangible metrics should be considered as well, such as Right of Way impacts, the general effect on public access and circulation, and effects on businesses. In particular it should be noted that the right in right out scenario (Alt 3) reroutes traffic considerably, particularly since much of the traffic to this area originates at (or is destined for) the interstate.

The following summary looks at each metric for comparison purposes only. Note that 3 plusses is not necessarily 3 times better than one plus, but merely better that 2 plusses. Values are compared with few significant digits, thus a cost of $2.38M is similar to $2.17M, but greater than $1.9M.

Figure 27: Comparison Summary

No‐build Alt 2 Alt 3 Alt 4 KEYEffect on congestion 0 + + + better +Cost 0 ‐ ‐ ‐ ‐ ‐ worse ‐Safety 0 + ++ ++ bestEffects on public access 0 0 ‐ 0 worstEffects on businesses 0 0 ‐ ‐ 0ROW impacts 0 ‐ ‐ ‐

Overall ‐ + + ++

8.4 Conclusions & Preferred Alternative The following important points should be highlighted from this report:

When the high growth scenario is considered the traffic mitigation necessary involves impractical and extremely expensive measures, most notably the widening of US 2/7 under the interstate bridges.

While the low growth scenario shows there’s a limit to practical growth in the area, it does assume over 1,200 trips will be added to the network in the PM peak hour. The analysis also considers a modest amount of background growth (0.6% per year) which is small in comparison to estimated development trips.

Given that excess capacity will be in limited supply in future years with the proposed improvements, it would make sense for the Town to consider implementing planning measures such as a traffic overlay district that discourages high peak trip hour generators,

TDM measures will also extend the life of any improvements made and should be considered in the development review process (see next section).

Based on the comparison of the alternatives, Alternative 4 has the highest safety effect with a similar benefit in capacity improvement. In addition there are no negative effects on public access or businesses due to the rerouting of traffic necessary for Alternative 3. Therefore Alternative 4 is the recommended preferred alternative.


8.5 TDM Recommendations Provide time of day schedule to CCTA to enhance their knowledge of the Exit 16 area, which will

potentially allow them to provide a schedule that benefits the greatest number of passengers. (as requested by CCTA in the Colchester – Exit 16 Memo from CCTA (2/21/07).

Continue to encourage and require where appropriate comprehensive TDM provisions in land use regulations.

It is estimated 16% of businesses surveyed would use transit. This would reduce traffic on the roadway by an estimated 100‐150 vehicles throughout the study area. This would amount to a 35% reduction in vehicles at each study intersection. Implementation of transit routes, vanpools, or other alternatives are strongly recommended for this reason.

APPENDIX A

Raw Volumes and Adjustments

AM

02/24/09 01:44 PM

% of PM01/00/00 0 EB WB NB SB ATR/CTC ID P6D040 EB WB NB SB EB WB NB SB EB WB NB SBUS 7-Rathe Road LT 11 5 79 7 74% Location LT 11 5 77 7 LT 0 14 LT 11 5 90 7Colchester, VT TH 1 1 269 813 Poll Group TH 1 1 261 788 TH 47 3 TH 1 1 308 7916/16/2008 RT 38 1 13 136 1374 Annual Growth 0.6% RT 37 1 13 132 1332 RT 0 2 66 RT 37 1 15 132 13983rd Monday Enter 50 7 361 956 1374 Corr. AADT Enter 48 7 350 927 1332 Enter 0 0 63 3 66 Enter 49 7 413 929 1398 Exit 21 216 281 856 1374 TM Count Year 2008 Exit 20 209 272 830 1332 Exit 2 14 47 3 66 Exit 23 223 319 833 1398 % Trucks #### #### 7.8% 3.1% DHV Adj. 0.97 63 Peds 0 0 0 0 PHF Annual Adj. 1.00 3 Peak Hour 0.90 Total Adj. 0.97

01/00/00 0 EB WB NB SB ATR/CTC ID P6D040 EB WB NB SB EB WB NB SB EB WB NB SBUS 7-Hercules Drive LT 0 23 0 80 81% Location LT 0 22 0 78 LT 1 0 LT 0 24 0 78Colchester, VT TH 0 0 386 735 Poll Group TH 0 0 374 712 TH 31 43 TH 0 0 405 7556/10/2008 RT 0 8 82 0 1314 Annual Growth 0.6% RT 0 8 79 0 1274 RT 0 7 81 RT 0 8 86 0 13552nd Tuesday Enter 0 31 468 815 1314 Corr. AADT Enter 0 30 454 790 1274 Enter 0 1 37 43 81 Enter 0 31 491 833 1355 Exit 162 0 394 758 1314 TM Count Year 2008 Exit 157 0 382 735 1274 Exit 7 0 31 44 81 Exit 164 0 413 779 1355 % Trucks 0.0% #### #### 4.3% DHV Adj. 0.97 37 Peds 0 1 1 0 PHF Annual Adj. 1.00 44 Peak Hour 0.89 Total Adj. 0.97

01/00/00 0 EB WB NB SB ATR/CTC ID P6D040 EB WB NB SB EB WB NB SB EB WB NB SBUS 7-LowerMountainViewDrive LT 27 73 346 13 73% Location LT 26 71 335 13 LT -2 2 LT 26 69 337 13Colchester, VT TH 6 18 469 750 Poll Group TH 6 17 455 727 TH 3 -19 TH 6 17 457 7086/10/2008 RT 89 8 109 60 1968 Annual Growth 0.6% RT 86 8 106 58 1907 RT -2 1 -18 RT 84 8 106 58 18892nd Tuesday Enter 122 99 924 823 1968 Corr. AADT Enter 118 96 896 798 1907 Enter -2 -2 5 -19 -18 Enter 116 94 901 779 1889 Exit 128 424 504 912 1968 TM Count Year 2008 Exit 124 411 488 884 1907 Exit 1 2 3 -23 -18 Exit 125 413 491 861 1889 % Trucks 5.7% 3.0% 6.2% 4.4% DHV Adj. 0.97 5 Peds 3 0 0 0 PHF Annual Adj. 1.00 -23 Peak Hour 0.93 Total Adj. 0.97

01/00/00 0 EB WB NB SB ATR/CTC ID P6D040 EB WB NB SB EB WB NB SB EB WB NB SBUS 7-NB Ramps LT 0 140 99 0 65% Location LT 0 136 96 0 LT 3 -1 LT 0 138 95 0Colchester, VT TH 0 0 485 847 Poll Group TH 0 0 470 821 TH -4 17 TH 0 0 466 8387/8/2008 RT 0 448 0 24 2043 Annual Growth 0.6% RT 0 434 0 23 1980 RT 0 0 15 RT 0 434 0 23 19952nd Tuesday Enter 0 588 584 871 2043 Corr. AADT Enter 0 570 566 844 1980 Enter 0 3 -4 17 15 Enter 0 573 562 861 1995 Exit 0 123 933 987 2043 TM Count Year 2008 Exit 0 119 904 957 1980 Exit 0 -1 -4 19 15 Exit 0 118 901 976 1995 % Trucks 0.0% 5.8% 6.8% 4.7% DHV Adj. 0.97 -4 Peds 0 9 4 0 PHF Annual Adj. 1.00 19 Peak Hour 0.89 Total Adj. 0.97 nb -9

sb 3901/00/00 0 EB WB NB SB ATR/CTC ID P6D040 EB WB NB SB EB WB NB SB EB WB NB SBUS 7-SB Ramps LT 159 0 0 534 80% Location LT 154 0 0 518 LT 1 -10 LT 155 0 0 507Colchester, VT TH 1 0 416 493 Poll Group TH 1 0 403 478 TH 3 -9 TH 1 0 406 4697/8/2008 RT 397 0 132 0 2132 Annual Growth 0.6% RT 385 0 128 0 2066 RT 0 0 -15 RT 385 0 128 0 20512nd Tuesday Enter 557 0 548 1027 2132 Corr. AADT Enter 540 0 531 995 2066 Enter 1 0 3 -19 -15 Enter 541 0 534 976 2051 Exit 667 0 575 890 2132 TM Count Year 2008 Exit 646 0 557 863 2066 Exit -10 0 4 -9 -15 Exit 636 0 562 853 2051 % Trucks 2.7% 0.0% 6.6% 5.3% DHV Adj. 0.97 -19 Peds 0 0 4 1 PHF Annual Adj. 1.00 4 Peak Hour 0.91 Total Adj. 0.97

01/00/00 0 EB WB NB SB ATR/CTC ID P6D040 EB WB NB SB EB WB NB SB EB WB NB SBUS 7-South Park Drive LT 5 43 2 79 68% Location LT 5 42 2 77 LT 1 10 LT 6 42 2 87Colchester, VT TH 0 4 378 627 Poll Group TH 0 4 366 608 TH 85 82 TH 0 4 452 6897/14/2008 RT 2 64 38 70 1312 Annual Growth 0.6% RT 2 62 37 68 1272 RT 14 9 202 RT 2 76 37 77 14742nd Monday Enter 7 111 418 776 1312 Corr. AADT Enter 7 108 405 752 1272 Enter 1 14 85 101 202 Enter 8 122 491 853 1474 Exit 117 76 447 672 1312 TM Count Year 2008 Exit 113 74 433 651 1272 Exit 10 9 101 82 202 Exit 124 83 534 733 1474 % Trucks 0.0% 1.8% 5.3% 1.9% DHV Adj. 0.97 101 Peds 0 0 3 1 PHF Annual Adj. 1.00 101 Peak Hour 0.87 Total Adj. 0.97

Colchester: US7 0.6 mi S of Blakely RdUrban

Colchester: US7 0.6 mi S of Blakely Rd

Balanced Adjusted Raw Counts2008

Urban

7:30 AM - 8:30 AM Peak

7:30 AM - 8:30 AM Peak

7:30 AM - 8:30 AM Peak

7:30 AM - 8:30 AM Peak

7:30 AM - 8:30 AM Peak



Raw Count Data2008

Adjusted Raw Counts20082008

BalancingDHV & Annual Adjustments to

UrbanColchester: US7 0.6 mi S of Blakely Rd

7:30 AM - 8:30 AM Peak


Page 1 of 20

AM

02/24/09 01:44 PM

01/00/00US 7-Rathe RoadColchester, VT6/16/20083rd Monday

01/00/00US 7-Hercules DriveColchester, VT6/10/20082nd Tuesday

01/00/00US 7-LowerMountainViewDriveColchester, VT6/10/20082nd Tuesday

01/00/00US 7-NB RampsColchester, VT7/8/20082nd Tuesday

01/00/00US 7-SB RampsColchester, VT7/8/20082nd Tuesday

01/00/00US 7-South Park DriveColchester, VT7/14/20082nd Monday

Annual Adjustment

EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 11 5 90 7 1.063 LT 11 5 81 7 LT 0 15 LT 11 5 96 7TH 1 1 308 791 TH 1 1 277 838 TH 50 3 TH 1 1 327 841RT 37 1 15 132 1398 RT 39 1 13 140 1416 RT 0 2 70 RT 39 1 16 140 1486

Enter 49 7 413 929 1398 Enter 52 7 372 985 1416 Enter 0 0 67 3 70 Enter 52 7 439 988 1486Exit 23 223 319 833 1398 Exit 22 223 290 882 1416 Exit 2 15 50 3 70 Exit 24 237 339 885 1486

673



4047

EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 26 69 337 13 1.063 LT 28 75 357 13 LT -2 2 LT 28 73 359 13TH 6 17 457 708 TH 6 19 483 773 TH 3 -20 TH 6 19 486 753RT 84 8 106 58 1889 RT 92 8 112 62 2028 RT -2 1 -19 RT 89 8 113 62 2009

Enter 116 94 901 779 1889 Enter 126 102 952 848 2028 Enter -2 -2 5 -20 -19 Enter 123 100 958 828 2009Exit 125 413 491 861 1889 Exit 132 437 519 940 2028 Exit 1 2 3 -25 -19 Exit 133 439 522 915 2009

5-25

EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 0 138 95 0 1.063 LT 0 144 102 0 LT 3 -1 LT 0 147 101 0TH 0 0 466 838 TH 0 0 500 873 TH -4 18 TH 0 0 496 890RT 0 434 0 23 1995 RT 0 462 0 25 2105 RT 0 0 16 RT 0 462 0 25 2121

Enter 0 573 562 861 1995 Enter 0 606 602 898 2105 Enter 0 3 -5 18 16 Enter 0 609 597 915 2121Exit 0 118 901 976 1995 Exit 0 127 961 1017 2105 Exit 0 -1 -4 21 16 Exit 0 126 958 1038 2121

-521

nb -9sb 41

EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 155 0 0 507 1.063 LT 164 0 0 550 LT 1 -11 LT 165 0 0 540TH 1 0 406 469 TH 1 0 429 508 TH 3 -10 TH 1 0 432 498RT 385 0 128 0 2051 RT 409 0 136 0 2197 RT 0 0 -16 RT 409 0 136 0 2181

Enter 541 0 534 976 2051 Enter 574 0 565 1058 2197 Enter 1 0 3 -21 -16 Enter 575 0 568 1038 2181Exit 636 0 562 853 2051 Exit 687 0 593 917 2197 Exit -11 0 5 -10 -16 Exit 677 0 597 907 2181

-215



108107

2018


BalancingAdjusted Raw Counts2018

Existing Conditions2008

Page 2 of 20

AM

02/24/09 01:44 PM







EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 7 0 5 0 LT 40 0 128 0 LT 54 0 176 0 LT 58 5 229 7 LT 72 5 277 7TH 0 0 121 82 TH 0 0 42 44 TH 0 0 45 62 TH 1 1 490 967 TH 1 1 493 984RT 0 1 0 20 235 RT 40 0 0 81 376 RT 48 0 0 103 487 RT 80 2 16 240 2097 RT 87 2 16 263 2208

Enter 7 1 126 102 235 Enter 80 0 170 125 376 Enter 102 0 221 165 487 Enter 139 8 735 1215 2097 Enter 160 8 786 1255 2208Exit 0 25 128 82 235 Exit 0 209 82 85 376 Exit 0 279 99 110 487 Exit 24 471 550 1052 2097 Exit 24 541 566 1077 2208











ODVsSeverance Corners

Future Conditions - High2018 2018

Future Conditions - Low2018LOW Trip Gen

2018HIGH Trip Gen

Page 3 of 20

PM

02/24/09 01:44 PM

01/00/00 0 EB WB NB SB ATR/CTC ID P6D040 EB WB NB SB EB WB NB SB EB WB NB SBUS 7-Rathe Road LT 184 7 41 3 Location LT 178 7 40 3 LT 1 1 LT 178 7 41 3Colchester, VT TH 1 1 1042 466 Poll Group TH 1 1 1010 452 TH 36 45 TH 1 1 1046 4976/16/2008 RT 77 11 4 17 1854 ATR/CTC Year 2007 Annual Growth 0.6% RT 75 11 4 16 1797 RT 8 0 91 RT 82 11 4 16 18883rd Monday Enter 262 19 1087 486 1854 ATR/CTC AADT 14,500 Enter 254 18 1054 471 1797 Enter 8 1 38 45 91 Enter 261 19 1091 516 1888 Exit 8 59 1237 550 1854 TM Count Year 2008 Exit 8 57 1199 533 1797 Exit 0 1 36 54 91 Exit 8 59 1235 587 1888 % Trucks 1.1% 5.3% 1.5% 2.1% DHV 1,670 DHV Adj. 0.97 38 Peds 0 0 1 0 PHF Corr. AADT 1,680 Annual Adj. 1.00 54 Peak Hour 0.86 Corr. Count 1,723 Total Adj. 0.97

01/00/00 0 EB WB NB SB ATR/CTC ID P6D040 EB WB NB SB EB WB NB SB EB WB NB SBUS 7-Hercules Drive LT 0 105 0 51 0.1 Location LT 0 102 0 49 LT 20 0 LT 0 122 0 49Colchester, VT TH 1 0 835 462 Poll Group TH 1 0 809 448 TH 147 89 TH 1 0 956 5366/10/2008 RT 1 139 29 1 1624 0.6% RT 1 135 28 1 1574 RT 0 5 261 RT 1 135 33 1 18352nd Tuesday Enter 2 244 864 514 1624 Enter 2 236 837 498 1574 Enter 0 20 152 89 261 Enter 2 257 990 587 1835 Exit 81 1 974 568 1624 TM Count Year 2008 Exit 79 1 944 551 1574 Exit 5 0 147 109 261 Exit 84 1 1091 659 1835 % Trucks #### 7.0% 2.5% 3.7% DHV Adj. 0.97 Denter 152 Peds 0 0 0 0 PHF Annual Adj. 1.00 Dexit 109 Peak Hour 0.91 Total Adj. 0.97

01/00/00 0 EB WB NB SB ATR/CTC ID P6D040 EB WB NB SB EB WB NB SB EB WB NB SBUS 7-LowerMountainViewDrive LT 83 249 188 40 Location LT 80 241 182 39 LT 17 39 LT 80 259 221 39Colchester, VT TH 34 39 752 549 Poll Group TH 33 38 729 532 TH 155 38 TH 33 38 884 5706/10/2008 RT 416 26 253 52 2681 0.6% RT 403 25 245 50 2599 RT 29 52 330 RT 432 25 297 50 29292nd Tuesday Enter 533 314 1193 641 2681 Enter 517 304 1156 621 2599 Enter 29 17 246 38 330 Enter 545 322 1402 659 2929 Exit 327 279 861 1214 2681 TM Count Year 2008 Exit 317 270 835 1177 2599 Exit 52 39 155 84 330 Exit 369 309 990 1261 2929 % Trucks 0.2% 0.6% 2.2% 2.8% DHV Adj. 0.97 246 Peds 1 0 11 0 PHF Annual Adj. 1.00 84 Peak Hour 0.86 Total Adj. 0.97

01/00/00 0 EB WB NB SB ATR/CTC ID P6D040 EB WB NB SB EB WB NB SB EB WB NB SBUS 7-NB Ramps LT 0 149 308 0 Location LT 0 144 299 0 LT 4 14 LT 0 148 312 0Colchester, VT TH 0 0 682 1030 Poll Group TH 0 0 661 998 TH 30 28 TH 0 0 691 10267/8/2008 RT 0 734 0 242 3145 0.6% RT 0 711 0 235 3048 RT 0 0 76 RT 0 711 0 235 31242nd Tuesday Enter 0 883 990 1272 3145 Enter 0 856 960 1233 3048 Enter 0 4 44 28 76 Enter 0 860 1003 1261 3124 Exit 0 550 1416 1179 3145 TM Count Year 2008 Exit 0 533 1372 1143 3048 Exit 0 14 30 32 76 Exit 0 547 1402 1175 3124 % Trucks 0.0% 2.6% 1.1% 1.9% DHV Adj. 0.97 44 Peds 0 0 3 1 PHF Annual Adj. 1.00 32 Peak Hour 0.98 Total Adj. 0.97 nb 87

sb 6401/00/00 0 EB WB NB SB ATR/CTC ID P6D040 EB WB NB SB EB WB NB SB EB WB NB SBUS 7-SB Ramps LT 61 0 0 562 Location LT 59 0 0 545 LT -2 -14 LT 57 0 0 530Colchester, VT TH 0 0 1019 683 Poll Group TH 0 0 988 662 TH -41 -18 TH 0 0 947 6447/8/2008 RT 166 0 167 0 2658 0.6% RT 161 0 162 0 2576 RT 0 0 -76 RT 161 0 162 0 25012nd Tuesday Enter 227 0 1186 1245 2658 Enter 220 0 1150 1207 2576 Enter -2 0 -41 -32 -76 Enter 218 0 1108 1175 2501 Exit 729 0 1080 849 2658 TM Count Year 2008 Exit 707 0 1047 823 2576 Exit -14 0 -44 -18 -76 Exit 692 0 1003 805 2501 % Trucks 3.1% 0.0% 1.5% 2.1% DHV Adj. 0.97 -32 Peds 0 0 3 1 PHF Annual Adj. 1.00 -44 Peak Hour 0.97 Total Adj. 0.97

01/00/00 0 EB WB NB SB ATR/CTC ID P6D040 EB WB NB SB EB WB NB SB EB WB NB SBUS 7-South Park Drive LT 45 54 3 77 Location LT 44 52 3 75 LT 4 8 LT 48 52 3 82Colchester, VT TH 6 2 884 670 Poll Group TH 6 2 857 649 TH 78 65 TH 6 2 935 7157/14/2008 RT 0 119 64 8 1932 0.6% RT 0 115 62 8 1873 RT 11 1 166 RT 0 126 62 9 20392nd Monday Enter 51 175 951 755 1932 Enter 49 170 922 732 1873 Enter 4 11 78 74 166 Enter 53 180 1000 805 2039 Exit 147 13 1048 724 1932 TM Count Year 2008 Exit 142 13 1016 702 1873 Exit 8 1 93 65 166 Exit 150 13 1108 767 2039 % Trucks 0.0% 4.0% 1.2% 2.4% DHV Adj. 0.97 74 Peds 0 0 0 1 PHF Annual Adj. 1.00 93 Peak Hour 0.94 Total Adj. 0.97


Raw Count Data DHV & Annual Adjustments to Adjusted Raw Counts Balancing20082008

4:30 PM - 5:30 PM Peak

Urban




4:30 PM - 5:30 PM Peak

2008

4:30 PM - 5:30 PM Peak

4:30 PM - 5:30 PM Peak

4:30 PM - 5:30 PM Peak

4:30 PM - 5:30 PM Peak

UrbanColchester: US7 0.6 mi S of Blakely Rd

Urban

Urban



Page 4 of 20

PM

02/24/09 01:44 PM







Annual Adjustment

From ODVs TabDoes not add in ODVs

EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 178 7 41 3 1.063 LT 190 7 42 3 LT 1 2 LT 190 8 44 3 LT 34 0 0 0TH 1 1 1046 497 TH 1 1 1074 480 TH 38 48 TH 1 1 1112 528 TH 0 0 122 76RT 82 11 4 16 1888 RT 79 11 4 18 1910 RT 8 0 97 RT 87 11 4 18 2007 RT 0 2 0 4 237


4057



162116



26289



4634

nb 93sb 68

EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 57 0 0 530 1.063 LT 63 0 0 579 LT -3 -15 LT 60 0 0 564 LT 3 0 0 30TH 0 0 947 644 TH 0 0 1050 704 TH -44 -19 TH 0 0 1006 685 TH 0 0 40 21RT 161 0 162 0 2501 RT 171 0 172 0 2739 RT 0 0 -80 RT 171 0 172 0 2659 RT 0 0 0 0 94

Enter 218 0 1108 1175 2501 Enter 234 0 1222 1283 2739 Enter -3 0 -44 -34 -80 Enter 231 0 1178 1249 2659 Enter 3 0 40 51 94Exit 692 0 1003 805 2501 Exit 751 0 1113 875 2739 Exit -15 0 -46 -19 -80 Exit 736 0 1067 856 2659 Exit 30 0 44 21 94

-34-46



7898

ODVsSeverance Corners

Adjusted Raw Counts2008 2018

Existing ConditionsBalanced Adjusted Raw

Counts2018

Balancing2018

Page 5 of 20

PM

02/24/09 01:44 PM







From TG_PMLow Tab From TG_PMHigh Tab













16143 3220 5243 19363 21386

Traffic analysis without the local Exit 16 development

2018 Background Growth Only

Background Growth2018

HIGH Trip GenLOW Trip Gen 20182018Future Conditions - Low Future Conditions - High2018

Page 6 of 20

TG_AMLow

Enter Exit Enter Exit Enter Exit Enter Exit Enter ExitAM 505 372 877 AM 18 17 35 AM 3 0 4 AM 138 138 275 AM 40 27 67

77% SB SB 32%23% NB NB 68% Source: RSG TIS

EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-Rathe Road LT 11 5 79 7 LT 40 0 128 0 LT 0 LT 0 1 LT 27 81 LT 9 0 31 0Colchester, VT TH 1 1 269 813 TH 0 0 42 44 TH 12 14 TH 0 TH 0 TH 0 0 0 039615 RT 38 1 13 136 1374 RT 40 0 0 81 376 RT 1 27 RT 0 2 3 RT 10 37 155 RT 17 0 0 9 673rd Monday Enter 50 7 361 956 1374 Enter 80 0 170 125 376 Enter 0 0 12 15 27 Enter 0 0 1 2 3 Enter 37 0 81 37 155 Enter 27 0 31 9 67 Exit 21 216 281 856 1374 Exit 0 209 82 85 376 Exit 0 1 12 14 27 Exit 0 3 0 0 3 Exit 0 118 27 10 155 Exit 0 40 9 17 67 0.08 Exit Rathe 23% %enter from South 10% %SB exit Rathe 9% %SB exit Rathe 0.10 Exit US7 North 77% %exit to South 90% %NB enter Rathe 86% %NB enter Rathe 0.02 Enter Rathe Dente 5% Lower Mnt View0 0.33 Enter US7 North Dexit 30 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-Hercules Drive LT 0 23 0 80 LT 2 22 2 21 LT 1 LT 0 0 LT 0 1 LT 2Colchester, VT TH 0 0 386 735 TH 0 0 139 60 TH 12 13 TH 1 0 TH 80 9 TH 30 1639609 RT 0 8 82 0 1314 RT 3 31 19 3 303 RT 0 26 RT 0 0 1 RT 1 3 94 RT 0 482nd Tuesday Enter 0 31 468 815 1314 Enter 5 53 160 85 303 Enter 0 0 12 14 26 Enter 0 0 1 0 1 Enter 0 1 83 10 94 Enter 0 0 30 17 48 Exit 162 0 394 758 1314 Exit 40 6 172 86 303 Exit 1 0 12 13 26 Exit 0 0 1 0 1 Exit 4 0 81 9 94 Exit 2 0 31 16 48 0.06 Exit Hercules 0.01 Enter Hercules 0 0 0 13800 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-LowerMountainViewDrive LT 27 73 346 13 LT 8 75 62 8 LT 1 LT 0 0 0 LT 3 8 -1 LT 2Colchester, VT TH 6 18 469 750 TH 13 10 140 50 TH 11 10 TH 0 0 1 0 TH 7 7 82 6 TH 29 1239609 RT 89 8 109 60 1968 RT 105 12 77 27 589 RT 2 24 RT 0 0 0 2 RT 91 -2 4 205 RT 4 462nd Tuesday Enter 122 99 924 823 1968 Enter 127 97 279 86 589 Enter 1 0 11 13 24 Enter 0 0 1 0 2 Enter 101 5 90 9 205 Enter 2 0 29 16 46 Exit 128 424 504 912 1968 Exit 99 100 160 230 589 Exit 0 2 12 10 24 Exit 0 0 1 0 2 Exit 6 19 83 97 205 Exit 0 4 30 12 46 0.15 Exit Upper Mtn View Denter 0 Denter 0.04 Exit Lwr Mtn View Dexit 0 Dexit 0.04 Enter Upper Mtn View0 0.03 Enter Lwr Mtn View0 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-NB Ramps LT 0 140 99 0 LT 0 0 0 0 LT LT LT LTColchester, VT TH 0 0 485 847 TH 0 0 185 202 TH 7 10 TH 1 0 TH 63 91 TH 21 1139637 RT 0 448 0 24 2043 RT 0 94 0 27 508 RT 4 1 21 RT 1 0 1 RT 28 6 187 RT 8 1 412nd Tuesday Enter 0 588 584 871 2043 Enter 0 94 185 230 508 Enter 0 4 7 10 21 Enter 0 1 1 0 1 Enter 0 28 63 97 187 Enter 0 8 21 12 41 Exit 0 123 933 987 2043 Exit 0 27 279 202 508 Exit 0 1 11 10 21 Exit 0 0 1 0 1 Exit 0 6 90 91 187 Exit 0 1 29 11 41 0.04 Exit NB Ramps 0.20 Enter NB Ramps 00 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-SB Ramps LT 159 0 0 534 LT 84 0 0 93 LT 3 4 LT 1 0 LT 26 32 LT 8 6Colchester, VT TH 1 0 416 493 TH 0 0 101 109 TH 4 6 TH 0 0 TH 37 59 TH 13 539637 RT 397 0 132 0 2132 RT 0 0 0 0 387 RT 17 RT 1 RT 154 RT 312nd Tuesday Enter 557 0 548 1027 2132 Enter 84 0 101 202 387 Enter 3 0 4 10 17 Enter 1 0 0 0 1 Enter 26 0 37 91 154 Enter 8 0 13 11 31 Exit 667 0 575 890 2132 Exit 93 0 185 109 387 Exit 4 0 7 6 17 Exit 0 0 1 0 1 Exit 32 0 63 59 154 Exit 6 0 21 5 31 0.23 Exit SB Ramps 0.19 Enter SB Ramps 00 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-South Park Drive LT 5 43 2 79 LT 1 0 0 16 LT 0 1 LT 0 0 LT 0 6 LT 0 1Colchester, VT TH 0 4 378 627 TH 0 0 82 84 TH 3 5 TH 0 0 TH 31 50 TH 12 339643 RT 2 64 38 70 1312 RT 0 18 0 10 211 RT 1 0 10 RT 0 0 0 RT 5 4 96 RT 2 1 182nd Monday Enter 7 111 418 776 1312 Enter 1 18 82 109 211 Enter 0 1 3 6 10 Enter 0 0 0 0 0 Enter 0 5 31 59 96 Enter 0 2 12 5 18

Exit 117 76 447 672 1312 Exit 16 10 101 84 211 Exit 1 0 4 5 10 Exit 0 0 0 0 0 Exit 6 4 37 50 96 Exit 1 1 13 3 180.04 Exit S Park0.03 Exit High Point0.23 Exit US7 South0.04 Enter S Park0.00 Enter High Point0.14 Enter US7 South

Zone 1 - New Business District

ODVs by 20185354

ODVs by 2018Counts

ODVs by 20185399 5424

ODVs by 2018Rathe Road Hotel-5481

ODVs by 2018SUMMARY

TG_AMLow

US 7-Rathe RoadColchester, VT396153rd Monday 00US 7-Hercules DriveColchester, VT396092nd Tuesday 00US 7-LowerMountainViewDriveColchester, VT396092nd Tuesday 00US 7-NB RampsColchester, VT396372nd Tuesday 00US 7-SB RampsColchester, VT396372nd Tuesday 00US 7-South Park DriveColchester, VT396432nd Monday


SB 0.316 0.77 SB SB 0.618 COSTCO ExpansionNB 0.684 0.23 NB NB 0.382 *Distributed based on Costco TIS by Trude

EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 0 0 LT 2 4 LT 1 10 LT LT 0 1TH 0 9 TH 0 TH 0 TH 2 3 TH 17 11RT 0 1 10 RT 8 8 22 RT 3 22 35 RT 5 RT 2 0 31


5% %SB exit Rathe 50% use Rathe 50% Rathe10% %NB enter Rathe 50% Use Mountain view 50% Mountain View5% Lower Mountain view

EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 0 0 LT 0 0 LT 1 0 LT 2 2 LT 6 10TH 1 9 TH 4 8 TH 10 3 TH TH 1 3RT 0 10 RT 0 2 14 RT 0 1 15 RT 3 3 11 RT 17 3 40


0 0 06 21 9

EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 1 18 0 LT 2 10 0 LT 1 25 0 LT LT -2 68 0 8TH 0 1 0 TH 1 1 3 7 TH 0 1 9 -1 TH 2 3 TH 5 0 -7 1RT 5 9 35 RT 8 0 2 33 RT 4 1 4 45 RT 5 RT -3 13 71 0 154


Denter 11 Denter 4Dexit 12 Dexit 31

EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT LT LT LT LTTH 12 4 TH 8 14 TH 22 3 TH 1 3 TH 40 51RT 6 0 23 RT 5 1 28 RT 13 0 37 RT 1 0 5 RT 24 15 130


EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 6 2 LT 5 5 LT 12 2 LT 1 1 LT 19 34TH 7 3 TH 4 9 TH 10 1 TH 0 2 TH 21 17RT 17 RT 22 RT 24 RT 4 RT 91


EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 0 0 LT 0 1 LT 0 0 LT 0 0 LT 0 6TH 5 3 TH 3 7 TH 7 0 TH 0 1 TH 15 8RT 1 0 10 RT 1 1 13 RT 2 0 10 RT 0 0 2 RT 5 4 38


Zone 2 - Watertower Hill

ODVs by 20185707

ODVs by 20185595 5842

ODVs by 2018 ODVs by 2018ODVs by 201856075669

TG_AMLow



Weimann-Lamphere Officeell Source: RSG TIS

EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 0 0 0 0 LT 0 LT 0 LT 0 LT 1TH 0 0 10 1 TH 0 0 TH 0 0 TH 0 3 TH 1 3RT 0 0 0 0 11 RT 0 0 RT 0 0 RT 0 3 RT 0 6


EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 0 8 0 1 LT LT LT 1 3 LT 5 4TH 0 0 0 0 TH 0 0 TH 0 0 TH THRT 0 10 1 0 20 RT 0 RT 0 RT 0 5 9 RT 2 4 15


Denter 7Dexit 7

EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 0 7 0 0 LT 0 0 LT 0 0 LT 0 LT 0TH 0 0 1 7 TH 0 0 TH 0 0 TH 5 1 TH 3 4RT 0 0 3 1 19 RT 0 3 4 RT 0 1 1 RT 0 6 RT 1 9



EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 0 0 LT LT LT LTTH 2 11 TH 2 0 TH 1 0 TH 3 1 TH 2 4RT 2 3 17 RT 1 0 3 RT 0 0 1 RT 2 0 6 RT 1 0 8


EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 0 5 LT 1 0 LT 0 0 LT 2 0 LT 1 2TH 2 6 TH 1 0 TH 0 0 TH 2 0 TH 1 2RT 0 0 13 RT 2 RT 1 RT 4 RT 6




Assume no trips to Hercules; Assume no trips to Hercules; Assume no trips to LMtnView; Assume no trips to LMtnView;vehicles will get there internally vehicles will get there internally vehicles will get there internally vehicles will get there internally

5800 5826ODVs by 2018

5773ODVs by 2018

Zone 3 - Lower Mountain View

ODVs by 20185825

ODVs by 20185983

ODVs by 2018

TG_AMHigh



EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-Rathe Road LT 11 5 79 7 LT 54 0 176 0 LT 0 LT 1 2 LT 40 125 LT 9 0 31 0Colchester, VT TH 1 1 269 813 TH 0 0 45 62 TH 12 14 TH 0 TH 0 TH 0 0 0 039615 RT 38 1 13 136 1374 RT 48 0 0 103 487 RT 1 27 RT 0 4 7 RT 14 58 237 RT 17 0 0 9 673rd Monday Enter 50 7 361 956 1374 Enter 102 0 221 165 487 Enter 0 0 12 15 27 Enter 1 0 2 4 7 Enter 54 0 125 58 237 Enter 27 0 31 9 67 Exit 21 216 281 856 1374 Exit 0 279 99 110 487 Exit 0 1 12 14 27 Exit 0 6 1 0 7 Exit 0 182 40 14 237 Exit 0 40 9 17 67 0.08 Exit Rathe 23% %enter from South 10% %SB exit Rathe 9% %SB exit Rathe 0.10 Exit US7 North 77% %exit to South 90% %NB enter Rathe 86% %NB enter Rathe 0.02 Enter Rathe Dente 5% Lower Mnt View0 0.33 Enter US7 North Dexit 50 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-Hercules Drive LT 0 23 0 80 LT 4 21 6 18 LT 1 LT 0 0 LT 0 1 LT 2Colchester, VT TH 0 0 386 735 TH 0 0 186 81 TH 12 13 TH 2 0 TH 123 13 TH 30 1639609 RT 0 8 82 0 1314 RT 7 31 16 10 382 RT 0 26 RT 0 1 3 RT 2 4 143 RT 0 482nd Tuesday Enter 0 31 468 815 1314 Enter 12 52 208 110 382 Enter 0 0 12 14 26 Enter 0 0 2 0 3 Enter 0 2 127 14 143 Enter 0 0 30 17 48 Exit 162 0 394 758 1314 Exit 34 16 222 110 382 Exit 1 0 12 13 26 Exit 1 0 2 0 3 Exit 5 0 125 13 143 Exit 2 0 31 16 48 0.06 Exit Hercules 0.01 Enter Hercules 0 0 3 20400 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-LowerMountainViewDrive LT 27 73 346 13 LT 10 107 67 25 LT 1 LT 1 0 0 LT 4 13 -1 LT 2Colchester, VT TH 6 18 469 750 TH 24 22 184 56 TH 11 10 TH 0 0 2 0 TH 10 11 126 8 TH 29 1239609 RT 89 8 109 60 1968 RT 150 14 215 29 904 RT 2 24 RT 2 0 0 5 RT 135 -3 6 309 RT 4 462nd Tuesday Enter 122 99 924 823 1968 Enter 185 143 466 110 904 Enter 1 0 11 13 24 Enter 2 0 2 0 5 Enter 149 7 139 13 309 Enter 2 0 29 16 46 Exit 128 424 504 912 1968 Exit 265 118 208 313 904 Exit 0 2 12 10 24 Exit 0 0 2 2 5 Exit 9 30 127 143 309 Exit 0 4 30 12 46 0.15 Exit Upper Mtn View Denter 2 Denter 0.04 Exit Lwr Mtn View Dexit 1 Dexit 0.04 Enter Upper Mtn View0 0.03 Enter Lwr Mtn View0 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-NB Ramps LT 0 140 99 0 LT 0 0 0 0 LT LT LT LTColchester, VT TH 0 0 485 847 TH 0 0 324 281 TH 7 10 TH 1 2 TH 97 135 TH 21 1139637 RT 0 448 0 24 2043 RT 0 142 0 33 779 RT 4 1 21 RT 1 0 4 RT 42 9 283 RT 8 1 412nd Tuesday Enter 0 588 584 871 2043 Enter 0 142 324 313 779 Enter 0 4 7 10 21 Enter 0 1 1 2 4 Enter 0 42 97 143 283 Enter 0 8 21 12 41 Exit 0 123 933 987 2043 Exit 0 33 466 281 779 Exit 0 1 11 10 21 Exit 0 0 2 2 4 Exit 0 9 139 135 283 Exit 0 1 29 11 41 0.04 Exit NB Ramps 0.20 Enter NB Ramps 00 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-SB Ramps LT 159 0 0 534 LT 129 0 0 120 LT 3 4 LT 1 1 LT 40 47 LT 8 6Colchester, VT TH 1 0 416 493 TH 0 0 194 160 TH 4 6 TH 0 1 TH 57 87 TH 13 539637 RT 397 0 132 0 2132 RT 0 0 0 0 604 RT 17 RT 3 RT 232 RT 312nd Tuesday Enter 557 0 548 1027 2132 Enter 129 0 194 281 604 Enter 3 0 4 10 17 Enter 1 0 0 2 3 Enter 40 0 57 135 232 Enter 8 0 13 11 31 Exit 667 0 575 890 2132 Exit 120 0 324 160 604 Exit 4 0 7 6 17 Exit 1 0 1 1 3 Exit 47 0 97 87 232 Exit 6 0 21 5 31 0.23 Exit SB Ramps 0.19 Enter SB Ramps 00 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-South Park Drive LT 5 43 2 79 LT 2 0 0 20 LT 0 1 LT 0 0 LT 1 8 LT 0 1Colchester, VT TH 0 4 378 627 TH 0 0 165 127 TH 3 5 TH 0 1 TH 48 73 TH 12 339643 RT 2 64 38 70 1312 RT 0 27 0 13 355 RT 1 0 10 RT 0 0 1 RT 8 5 144 RT 2 1 182nd Monday Enter 7 111 418 776 1312 Enter 2 27 165 160 355 Enter 0 1 3 6 10 Enter 0 0 0 1 1 Enter 1 8 48 87 144 Enter 0 2 12 5 18


ODVs by 2018SUMMARYCounts

ODVs by 20185399 5424



ODVs by 20185354

ODVs by 2018

TG_AMHigh


Enter Exit Enter Exit Enter Exit Enter Exit Enter Exit Enter ExitAM 30 6 36 AM 24 21 45 AM 63 9 72 AM 16 12 28 AM 137 137 274 AM 27 4 31

SB 0.316 0.77 SB SB 0.618 COSTCO Expansion Weimann-Lamphere OfficeNB 0.684 0.23 NB NB 0.382 *Distributed based on Costco TIS by Trudell Source: RSG TIS

EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 0 0 LT 2 4 LT 1 10 LT LT 0 1 LT 0 0 0 0TH 0 9 TH 0 TH 0 TH 4 10 TH 17 11 TH 0 0 10 1RT 0 1 10 RT 8 8 22 RT 3 22 35 RT 14 RT 2 0 31 RT 0 0 0 0 11

Enter 0 0 0 10 10 Enter 10 0 4 8 22 Enter 4 0 10 22 35 Enter 0 0 4 10 14 Enter 2 0 18 11 31 Enter 0 0 10 1 11Exit 0 1 0 9 10 Exit 0 12 2 8 22 Exit 0 31 1 3 35 Exit 0 0 4 10 14 Exit 0 1 17 13 31 Exit 0 0 10 1 11


EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 0 0 LT 0 0 LT 1 0 LT 4 6 LT 6 10 LT 0 8 0 1TH 1 9 TH 4 8 TH 10 3 TH TH 1 3 TH 0 0 0 0RT 0 10 RT 0 2 14 RT 0 1 15 RT 7 10 28 RT 17 3 40 RT 0 10 1 0 20


0 0 06 21 9

EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 1 18 0 LT 2 10 0 LT 1 25 0 LT LT -2 68 0 8 LT 0 7 0 0TH 0 1 0 TH 1 1 3 7 TH 0 1 9 -1 TH 6 7 TH 5 0 -7 1 TH 0 0 1 7RT 5 9 35 RT 8 0 2 33 RT 4 1 4 45 RT 13 RT -3 13 71 0 154 RT 0 0 3 1 19



EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT LT LT LT LT LT 0 0TH 12 4 TH 8 14 TH 22 3 TH 3 7 TH 40 51 TH 2 11RT 6 0 23 RT 5 1 28 RT 13 0 37 RT 3 1 13 RT 24 15 130 RT 2 3 17


EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 6 2 LT 5 5 LT 12 2 LT 3 3 LT 19 34 LT 0 5TH 7 3 TH 4 9 TH 10 1 TH 0 4 TH 21 17 TH 2 6RT 17 RT 22 RT 24 RT 10 RT 91 RT 0 0 13


EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 0 0 LT 0 1 LT 0 0 LT 0 0 LT 0 6 LT 0 1TH 5 3 TH 3 7 TH 7 0 TH -1 3 TH 15 8 TH 1 5RT 1 0 10 RT 1 1 13 RT 2 0 10 RT 1 0 4 RT 5 4 38 RT 0 0 8

Enter 0 1 5 3 10 Enter 0 1 3 9 13 Enter 0 2 7 1 10 Enter 0 1 -1 4 4 Enter 0 5 15 17 38 Enter 0 0 1 6 8Exit 0 0 7 3 10 Exit 1 1 4 7 13 Exit 0 0 10 0 10 Exit 0 0 0 3 4 Exit 6 4 21 8 38 Exit 1 0 2 5 8

5842ODVs by 2018 ODVs by 2018ODVs by 2018

56075669ODVs by 2018

5800


ODVs by 20185707

ODVs by 20185595

TG_AMHigh


Enter Exit Enter Exit Enter Exit Enter ExitAM 3 0 4 AM 163 43 207 AM 0 0 0 AM 7 7 15

EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 0 LT 3 LT 0 LT 1TH 0 0 TH 0 14 TH 0 0 TH 1 3RT 0 0 RT 3 20 RT 0 0 RT 0 6


EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT LT LT 0 0 LT 5 4TH 0 0 TH 4 17 TH THRT 0 RT 20 RT 0 0 0 RT 2 4 15


Denter 7Dexit 7

EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 0 0 LT 32 17 LT 0 LT 0TH 0 0 TH 8 8 TH 0 0 TH 3 4RT 0 3 4 RT 4 139 207 RT 0 0 RT 1 9



EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT LT LT LTTH 2 0 TH 106 30 TH 0 0 TH 2 4RT 1 0 3 RT 33 2 171 RT 0 0 0 RT 1 0 8


EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 1 0 LT 31 10 LT 0 0 LT 1 2TH 1 0 TH 75 20 TH 0 0 TH 1 2RT 2 RT 137 RT 0 RT 6


EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 0 0 LT 0 2 LT 0 0 LT 0 0TH 1 0 TH 69 17 TH 0 0 TH 0 2RT 0 0 2 RT 6 1 96 RT 0 0 0 RT 0 0 3




ODVs by 20185825

ODVs by 20185983

ODVs by 20185826

ODVs by 20185773

TG_PMLow

Enter Exit Enter Exit Enter Exit Enter Exit Enter ExitPM 455 644 1100 PM 11 7 19 PM 14 66 80 PM 200 200 400 PM 40 27 67


EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-Rathe Road LT 184 7 41 3 LT 111 0 179 0 LT 1 LT 21 9 LT 60 132 LT 9 0 31 0Colchester, VT TH 1 1 1042 466 TH 0 0 51 27 TH 9 5 TH 0 TH 0 TH 0 0 0 039615 RT 77 11 4 17 1854 RT 74 0 0 70 513 RT 0 15 RT 4 4 38 RT 12 40 244 RT 17 0 0 9 673rd Monday Enter 262 19 1087 486 1854 Enter 185 0 230 97 513 Enter 1 0 9 5 15 Enter 25 0 9 4 38 Enter 72 0 132 40 244 Enter 27 0 31 9 67 Exit 8 59 1237 550 1854 Exit 0 249 163 101 513 Exit 0 0 10 5 15 Exit 0 13 21 4 38 Exit 0 172 60 12 244 Exit 0 40 9 17 67 0.01 Exit Rathe 72% %enter from South 10% %SB exit Rathe 9% %SB exit Rathe 0.30 Exit US7 North 28% %exit to South 90% %NB enter Rathe 86% %NB enter Rathe 0.06 Enter Rathe Dente 5% Lower Mnt View0 0.12 Enter US7 North Dexit 130 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-Hercules Drive LT 0 105 0 51 LT 1 27 2 17 LT 0 LT 0 0 LT 2 0 LT 1Colchester, VT TH 1 0 835 462 TH 0 0 183 83 TH 9 5 TH 8 4 TH 122 11 TH 28 1739609 RT 1 139 29 1 1624 RT 1 50 29 1 394 RT 1 14 RT 1 6 20 RT 10 6 152 RT 2 482nd Tuesday Enter 2 244 864 514 1624 Enter 2 77 214 101 394 Enter 0 1 9 5 14 Enter 0 1 15 4 20 Enter 0 12 128 12 152 Enter 0 2 28 17 48 Exit 81 1 974 568 1624 Exit 46 4 234 111 394 Exit 0 0 9 5 14 Exit 6 0 9 4 20 Exit 7 0 132 13 152 Exit 1 0 31 17 48 0.02 Exit Hercules 0.06 Enter Hercules 0 0 66 20000 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-LowerMountainViewDrive LT 83 249 188 40 LT 32 128 45 24 LT 1 LT 6 1 3 LT 6 14 6 LT 5Colchester, VT TH 34 39 752 549 TH 24 23 158 69 TH 7 4 TH 3 0 7 2 TH 10 10 117 3 TH 23 1539609 RT 416 26 253 52 2681 RT 194 25 84 18 822 RT 0 14 RT 32 1 0 55 RT 112 5 4 287 RT 2 452nd Tuesday Enter 533 314 1193 641 2681 Enter 250 175 287 111 822 Enter 1 0 7 5 14 Enter 41 1 8 4 55 Enter 128 15 131 13 287 Enter 5 0 23 17 45 Exit 327 279 861 1214 2681 Exit 132 85 214 391 822 Exit 0 0 9 4 14 Exit 5 1 15 33 55 Exit 16 28 128 115 287 Exit 0 2 28 15 45 0.07 Exit Upper Mtn View Denter 41 Denter 0.08 Exit Lwr Mtn View Dexit 1 Dexit 0.13 Enter Upper Mtn View0 0.08 Enter Lwr Mtn View0 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-NB Ramps LT 0 149 308 0 LT 0 0 0 0 LT LT LT LTColchester, VT TH 0 0 682 1030 TH 0 0 185 305 TH 5 3 TH 5 25 TH 88 88 TH 15 1139637 RT 0 734 0 242 3145 RT 0 102 0 86 678 RT 2 1 12 RT 3 9 42 RT 43 27 245 RT 9 4 382nd Tuesday Enter 0 883 990 1272 3145 Enter 0 102 185 391 678 Enter 0 2 5 4 12 Enter 0 3 5 33 42 Enter 0 43 88 115 245 Enter 0 9 15 15 38 Exit 0 550 1416 1179 3145 Exit 0 86 287 305 678 Exit 0 1 7 3 12 Exit 0 9 8 25 42 Exit 0 27 131 88 245 Exit 0 4 23 11 38 0.13 Exit NB Ramps 0.21 Enter NB Ramps 00 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-SB Ramps LT 61 0 0 562 LT 39 0 0 130 LT 1 1 LT 1 12 LT 11 35 LT 2 5Colchester, VT TH 0 0 1019 683 TH 0 0 147 176 TH 4 2 TH 5 13 TH 77 53 TH 12 739637 RT 166 0 167 0 2658 RT 0 0 0 0 491 RT 8 RT 30 RT 176 RT 262nd Tuesday Enter 227 0 1186 1245 2658 Enter 39 0 147 305 491 Enter 1 0 4 3 8 Enter 1 0 5 25 30 Enter 11 0 77 88 176 Enter 2 0 12 11 26 Exit 729 0 1080 849 2658 Exit 130 0 185 176 491 Exit 1 0 5 2 8 Exit 12 0 5 13 30 Exit 35 0 88 53 176 Exit 5 0 15 7 26 0.18 Exit SB Ramps 0.06 Enter SB Ramps 00 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-South Park Drive LT 45 54 3 77 LT 6 0 0 23 LT 0 0 LT 0 2 LT 2 7 LT 0 1Colchester, VT TH 6 2 884 670 TH 0 0 122 151 TH 3 2 TH 4 11 TH 66 45 TH 10 639643 RT 0 119 64 8 1932 RT 0 19 0 2 322 RT 0 0 6 RT 1 0 18 RT 8 1 130 RT 2 0 192nd Monday Enter 51 175 951 755 1932 Enter 6 19 122 176 322 Enter 0 0 3 2 6 Enter 0 1 4 13 18 Enter 2 8 66 53 130 Enter 0 2 10 7 19


ODVs by 2018SUMMARYCounts

ODVs by 20185399 5424



ODVs by 20185354

ODVs by 2018

TG_PMLow



SB 0.232 0.649 SB SB 0.397 COSTCO ExpansionNB 0.768 0.351 NB NB 0.603 *Distributed based on Costco TIS by Trude

EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 0 0 LT 4 3 LT 16 2 LT LT 0 1TH 0 4 TH 0 TH 0 TH 1 1 TH 17 11RT 0 1 5 RT 7 8 22 RT 30 7 56 RT 3 RT 2 0 31



EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 1 0 LT 1 0 LT 1 0 LT 1 2 LT 6 10TH 4 4 TH 3 7 TH 2 30 TH TH 1 3RT 0 10 RT 0 2 13 RT 0 7 40 RT 1 1 6 RT 17 3 40


0 0 013 23 93

EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 4 16 0 LT 2 7 1 LT 7 7 4 LT LT -2 68 0 8TH 1 1 0 TH 1 2 2 5 TH 3 1 2 25 TH 2 1 TH 5 0 -7 1RT 8 5 35 RT 9 0 2 32 RT 37 0 2 88 RT 3 RT -3 13 71 0 154









5842ODVs by 2018 ODVs by 2018ODVs by 2018

56075669


ODVs by 20185707

ODVs by 20185595

TG_PMLow



Weimann-Lamphere Officeell Source: RSG TIS

EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 0 0 0 0 LT 1 LT 0 LT 0 LT 0TH 0 0 10 1 TH 5 1 TH 0 0 TH 5 0 TH 4 4RT 0 0 0 0 11 RT 1 7 RT 0 0 RT 0 5 RT 0 8


EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 0 8 0 1 LT LT LT 4 0 LT 3 4TH 0 0 0 0 TH 5 2 TH 0 0 TH THRT 0 10 1 0 20 RT 7 RT 0 RT 5 1 10 RT 4 2 14


Denter 8Dexit 6

EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 0 7 0 0 LT 52 2 LT 1 0 LT 0 LT 1TH 0 0 1 7 TH 1 8 TH 0 0 TH 1 3 TH 1 3RT 0 0 3 1 19 RT 5 10 80 RT 0 0 1 RT 1 5 RT 1 6



EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 0 0 LT LT LT LTTH 2 11 TH 8 44 TH 0 1 TH 0 2 TH 0 2RT 2 3 17 RT 3 9 63 RT 0 0 1 RT 0 1 4 RT 1 1 4


EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 0 5 LT 1 12 LT 0 0 LT 0 2 LT 0 1TH 2 6 TH 7 32 TH 0 0 TH 0 0 TH 0 0RT 0 0 13 RT 51 RT 1 RT 2 RT 2


EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 0 1 LT 0 2 LT 0 0 LT 0 0 LT 0 0TH 1 5 TH 6 29 TH 0 0 TH 0 0 TH -1 0RT 0 0 8 RT 1 0 39 RT 0 0 1 RT 0 0 1 RT 0 0 0

Enter 0 0 1 6 8 Enter 0 1 6 32 39 Enter 0 0 0 0 1 Enter 0 0 0 0 1 Enter 0 0 -1 0 0Exit 1 0 2 5 8 Exit 2 0 7 29 39 Exit 0 0 0 0 1 Exit 0 0 0 0 1 Exit 0 0 0 0 0



ODVs by 20185825

ODVs by 20185983

ODVs by 20185826

ODVs by 20185773

ODVs by 20185800

TG_PMHigh

Enter Exit Enter Exit Enter Exit Enter ExitPM 760 986 1746 PM 11 7 19 PM 8 9 17 PM 429 429 857

65% SB SB 23%35% NB NB 77%

EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-Rathe Road LT 184 7 41 3 LT 162 0 328 0 LT 1 LT 3 6 LT 129 283Colchester, VT TH 1 1 1042 466 TH 0 0 82 42 TH 9 5 TH 0 TH 039615 RT 77 11 4 17 1854 RT 87 0 0 114 817 RT 0 15 RT 1 3 12 RT 25 85 5233rd Monday Enter 262 19 1087 486 1854 Enter 249 0 411 157 817 Enter 1 0 9 5 15 Enter 3 0 6 3 12 Enter 155 0 283 85 523 Exit 8 59 1237 550 1854 Exit 0 443 245 129 817 Exit 0 0 10 5 15 Exit 0 9 3 1 12 Exit 0 369 129 25 523 0.01 Exit Rathe 72% %enter from South 10% %SB exit Rathe 9% %SB exit Rathe 0.30 Exit US7 North 28% %exit to South 90% %NB enter Rathe 86% %NB enter Rathe 0.06 Enter Rathe Dente 5% Lower Mnt View0 0.12 Enter US7 North Dexit 80 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-Hercules Drive LT 0 105 0 51 LT 21 30 20 19 LT 0 LT 0 0 LT 4 1Colchester, VT TH 1 0 835 462 TH 0 0 330 98 TH 9 5 TH 5 1 TH 261 2439609 RT 1 139 29 1 1624 RT 14 64 36 13 644 RT 1 14 RT 0 1 7 RT 22 14 3252nd Tuesday Enter 2 244 864 514 1624 Enter 34 94 386 129 644 Enter 0 1 9 5 14 Enter 0 0 6 1 7 Enter 0 25 275 25 325 Exit 81 1 974 568 1624 Exit 54 33 415 142 644 Exit 0 0 9 5 14 Exit 1 0 6 1 7 Exit 14 0 283 28 325 0.02 Exit Hercules 0.06 Enter Hercules 0 0 9 42900 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-LowerMountainViewDrive LT 83 249 188 40 LT 34 234 60 34 LT 1 LT 1 1 0 LT 14 30 12Colchester, VT TH 34 39 752 549 TH 37 51 310 86 TH 7 4 TH 0 0 5 0 TH 21 21 250 739609 RT 416 26 253 52 2681 RT 294 42 117 23 1321 RT 0 14 RT 4 1 0 12 RT 239 11 9 6142nd Tuesday Enter 533 314 1193 641 2681 Enter 366 326 487 142 1321 Enter 1 0 7 5 14 Enter 6 1 5 1 12 Enter 274 33 280 28 614 Exit 327 279 861 1214 2681 Exit 188 133 386 614 1321 Exit 0 0 9 4 14 Exit 1 1 6 5 12 Exit 34 60 275 246 614 0.07 Exit Upper Mtn View Denter 6 Denter 0.08 Exit Lwr Mtn View Dexit 0.833 Dexit 0.13 Enter Upper Mtn View0 0.08 Enter Lwr Mtn View0 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-NB Ramps LT 0 149 308 0 LT 0 0 0 0 LT LT LTColchester, VT TH 0 0 682 1030 TH 0 0 320 483 TH 5 3 TH 3 3 TH 188 18939637 RT 0 734 0 242 3145 RT 0 167 0 131 1101 RT 2 1 12 RT 2 1 10 RT 92 57 5252nd Tuesday Enter 0 883 990 1272 3145 Enter 0 167 320 614 1101 Enter 0 2 5 4 12 Enter 0 2 3 5 10 Enter 0 92 188 246 525 Exit 0 550 1416 1179 3145 Exit 0 131 487 483 1101 Exit 0 1 7 3 12 Exit 0 1 5 3 10 Exit 0 57 280 189 525 0.13 Exit NB Ramps 0.21 Enter NB Ramps 00 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-SB Ramps LT 61 0 0 562 LT 55 0 0 190 LT 1 1 LT 0 2 LT 24 75Colchester, VT TH 0 0 1019 683 TH 0 0 265 293 TH 4 2 TH 3 2 TH 165 11339637 RT 166 0 167 0 2658 RT 0 0 0 0 803 RT 8 RT 7 RT 3772nd Tuesday Enter 227 0 1186 1245 2658 Enter 55 0 265 483 803 Enter 1 0 4 3 8 Enter 0 0 3 3 7 Enter 24 0 165 189 377 Exit 729 0 1080 849 2658 Exit 190 0 320 293 803 Exit 1 0 5 2 8 Exit 2 0 3 2 7 Exit 75 0 188 113 377 0.18 Exit SB Ramps 0.06 Enter SB Ramps 00 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-South Park Drive LT 45 54 3 77 LT 9 0 0 35 LT 0 0 LT 0 0 LT 5 15Colchester, VT TH 6 2 884 670 TH 0 0 223 255 TH 3 2 TH 2 1 TH 141 9739643 RT 0 119 64 8 1932 RT 0 32 0 3 558 RT 0 0 6 RT 0 0 5 RT 18 1 2782nd Monday Enter 51 175 951 755 1932 Enter 9 32 223 293 558 Enter 0 0 3 2 6 Enter 0 0 2 2 5 Enter 5 18 141 113 278

Exit 147 13 1048 724 1932 Exit 35 3 265 255 558 Exit 0 0 4 2 6 Exit 0 0 3 1 5 Exit 15 1 165 97 2780.04 Exit S Park0.00 Exit High Point0.17 Exit US7 South0.04 Enter S Park0.01 Enter High Point0.23 Enter US7 South


ODVs by 20185354

ODVs by 2018Counts

ODVs by 20185399 5424

ODVs by 2018SUMMARY

TG_PMHigh



SB 0.232 0.649 SB SB 0.397Source: RSG TIS NB 0.768 0.351 NB NB 0.603

EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 9 0 31 0 LT 0 0 LT 4 3 LT 16 2 LTTH 0 0 0 0 TH 0 4 TH 0 TH 0 TH 21 13RT 17 0 0 9 67 RT 0 1 5 RT 7 8 22 RT 30 7 56 RT 34



EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 1 LT 1 0 LT 1 0 LT 1 0 LT 21 20TH 28 17 TH 4 4 TH 3 7 TH 2 30 THRT 2 48 RT 0 10 RT 0 2 13 RT 0 7 40 RT 14 13 68


0 0 013 23 93

EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 5 LT 4 16 0 LT 2 7 1 LT 7 7 4 LTTH 23 15 TH 1 1 0 TH 1 2 2 5 TH 3 1 2 25 TH 20 14RT 2 45 RT 8 5 35 RT 9 0 2 32 RT 37 0 2 88 RT 34










ODVs by 20185707

ODVs by 20185595


ODVs by 2018 ODVs by 201856075669

TG_PMHigh


Enter Exit Enter Exit Enter Exit Enter Exit Enter Exit Enter ExitPM 96 105 201 PM 5 25 30 PM 14 66 80 PM 42 135 177 PM 10 13 23 PM 6 8 14

COSTCO Expansion Weimann-Lamphere Office*Distributed based on Costco TIS by Trudell Source: RSG TIS

EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 0 1 LT 0 0 0 0 LT 1 LT 2 LT 0 LT 0TH 17 11 TH 0 0 10 1 TH 5 1 TH 9 2 TH 7 1 TH 4 4RT 2 0 31 RT 0 0 0 0 11 RT 1 7 RT 3 16 RT 1 9 RT 0 8


EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 6 10 LT 0 8 0 1 LT LT LT 6 2 LT 3 4TH 1 3 TH 0 0 0 0 TH 5 2 TH 11 5 TH THRT 17 3 40 RT 0 10 1 0 20 RT 7 RT 16 RT 7 6 21 RT 4 2 14


Denter 13 Denter 8Dexit Dexit 6

EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT -2 68 0 8 LT 0 7 0 0 LT 52 2 LT 107 5 LT 1 LT 1TH 5 0 -7 1 TH 0 0 1 7 TH 1 8 TH 4 17 TH 4 5 TH 1 3RT -3 13 71 0 154 RT 0 0 3 1 19 RT 5 10 80 RT 11 33 177 RT 1 11 RT 1 6



EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT LT 0 0 LT LT LT LTTH 40 51 TH 2 11 TH 8 44 TH 24 89 TH 2 3 TH 0 2RT 24 15 130 RT 2 3 17 RT 3 9 63 RT 9 18 140 RT 2 2 9 RT 1 1 4


EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 19 34 LT 0 5 LT 1 12 LT 2 24 LT 1 2 LT 0 1TH 21 17 TH 2 6 TH 7 32 TH 21 65 TH 2 1 TH 0 0RT 91 RT 0 0 13 RT 51 RT 113 RT 5 RT 2


EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBLT 1 4 LT 0 1 LT 0 2 LT 1 5 LT 0 0 LT 0 0TH 16 13 TH 1 5 TH 6 29 TH 19 60 TH 1 0 TH -1 0RT 4 0 38 RT 0 0 8 RT 1 0 39 RT 2 0 87 RT 0 0 2 RT 0 0 0

Enter 1 4 16 17 38 Enter 0 0 1 6 8 Enter 0 1 6 32 39 Enter 1 2 19 65 87 Enter 0 0 1 1 2 Enter 0 0 -1 0 0Exit 4 0 21 13 38 Exit 1 0 2 5 8 Exit 2 0 7 29 39 Exit 5 0 21 60 87 Exit 0 0 2 0 2 Exit 0 0 0 0 0


5800 5826ODVs by 2018

5842ODVs by 2018

5773ODVs by 2018


ODVs by 20185825

ODVs by 20185983

ODVs by 2018

AM_ODVs

From Severance Corners 2008 From Severance Corners Transportation PlanTIS Update 7-9-08

EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-Rathe Road LT 7 0 5 0 LT 2 0 LT 2 0 0 0 LT 0 0 1 0 LT 1 0 1 0 LT 1 0 3 0 LT 0 0 0 0Colchester, VT TH 0 0 121 82 TH 60 10 TH 0 0 36 23 TH 0 0 4 20 TH 0 0 6 25 TH 0 0 15 4 TH 0 0 0 06/16/2008 RT 0 1 0 20 235 RT 0 2 74 RT 0 0 0 6 67 RT 0 0 0 5 30 RT 0 0 0 6 39 RT 0 0 0 1 25 RT 0 0 0 0 03rd Monday Enter 7 1 126 102 235 Enter 2 0 60 11 74 Enter 2 0 36 29 67 Enter 0 0 4 25 30 Enter 1 0 8 31 39 Enter 1 0 18 5 25 Enter 0 0 0 0 0 Exit 0 25 128 82 235 Exit 0 2 62 10 74 Exit 0 6 38 23 67 Exit 0 6 4 20 30 Exit 0 7 7 25 39 Exit 0 4 17 4 25 Exit 0 0 0 0 0 00 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-Hercules Drive LT 0 0 0 8 LT 0 1 LT 0 0 0 2 LT 0 0 0 2 LT 0 0 0 3 LT 0 0 0 0 LT 0 0 0 0Colchester, VT TH 0 0 106 89 TH 58 9 TH 0 0 18 36 TH 0 0 4 18 TH 0 0 7 22 TH 0 0 18 4 TH 0 0 0 06/10/2008 RT 0 4 0 0 207 RT 1 0 69 RT 0 2 0 0 58 RT 0 0 0 0 25 RT 0 0 0 0 33 RT 0 1 0 0 23 RT 0 0 0 0 02nd Tuesday Enter 0 4 106 97 207 Enter 0 1 58 10 69 Enter 0 2 18 38 58 Enter 0 0 4 20 25 Enter 0 0 7 25 33 Enter 0 1 18 4 23 Enter 0 0 0 0 0 Exit 8 0 110 89 207 Exit 1 0 60 9 69 Exit 2 0 20 36 58 Exit 2 0 4 18 25 Exit 3 0 8 22 33 Exit 0 0 18 4 23 Exit 0 0 0 0 0 00 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-LowerMountainViewDrive LT 5 0 0 2 LT 3 0 LT 1 0 0 1 LT 0 0 0 0 LT 0 0 0 0 LT 1 0 0 0 LT 0 0 0 0Colchester, VT TH 0 0 98 81 TH 54 8 TH 0 0 16 32 TH 0 0 4 17 TH 0 0 7 21 TH 0 0 17 3 TH 0 0 0 06/10/2008 RT 0 2 0 8 196 RT 1 1 67 RT 0 1 0 3 54 RT 0 0 0 1 22 RT 0 0 0 2 30 RT 0 0 0 1 22 RT 0 0 0 0 02nd Tuesday Enter 5 2 98 90 196 Enter 3 1 54 9 67 Enter 1 1 16 36 54 Enter 0 0 4 18 22 Enter 0 0 7 23 30 Enter 1 0 17 4 22 Enter 0 0 0 0 0 Exit 2 8 106 81 196 Exit 0 1 58 8 67 Exit 1 3 18 32 54 Exit 0 1 4 17 22 Exit 0 2 7 21 30 Exit 0 1 18 3 22 Exit 0 0 0 0 0 00 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-NB Ramps LT 0 0 0 0 LT 0 0 LT 0 0 0 0 LT 0 0 0 0 LT 0 0 0 0 LT 0 0 0 0 LT 0 0 0 0Colchester, VT TH 0 0 50 73 TH 28 8 TH 0 0 7 26 TH 0 0 2 16 TH 0 0 4 20 TH 0 0 9 3 TH 0 0 0 07/8/2008 RT 0 48 0 9 181 RT 26 0 62 RT 0 9 0 6 48 RT 0 2 0 1 21 RT 0 3 0 1 28 RT 0 8 0 1 21 RT 0 0 0 0 02nd Tuesday Enter 0 48 50 82 181 Enter 0 26 28 8 62 Enter 0 9 7 32 48 Enter 0 2 2 17 21 Enter 0 3 4 21 28 Enter 0 8 9 4 21 Enter 0 0 0 0 0 Exit 0 9 98 73 181 Exit 0 0 54 8 62 Exit 0 6 16 26 48 Exit 0 1 4 16 21 Exit 0 1 7 20 28 Exit 0 1 17 3 21 Exit 0 0 0 0 0 00 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-SB Ramps LT 13 0 0 45 LT 8 4 LT 1 0 0 18 LT 1 0 0 9 LT 1 0 0 11 LT 3 0 0 2 LT 0 0 0 0Colchester, VT TH 0 0 37 29 TH 20 4 TH 0 0 6 8 TH 0 0 2 7 TH 0 0 3 9 TH 0 0 6 1 TH 0 0 0 07/8/2008 RT 0 0 0 0 124 RT 0 0 36 RT 0 0 0 0 33 RT 0 0 0 0 18 RT 0 0 0 0 24 RT 0 0 0 0 12 RT 0 0 0 0 02nd Tuesday Enter 13 0 37 73 124 Enter 8 0 20 8 36 Enter 1 0 6 26 33 Enter 1 0 2 16 18 Enter 1 0 3 20 24 Enter 3 0 6 3 12 Enter 0 0 0 0 0 Exit 45 0 51 29 124 Exit 4 0 28 4 36 Exit 18 0 7 8 33 Exit 9 0 2 7 18 Exit 11 0 4 9 24 Exit 2 0 9 1 12 Exit 0 0 0 0 0 00 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-South Park Drive LT 0 0 0 3 LT 0 0 LT 0 1 LT 0 1 LT 0 1 LT 0 0 LT 0 0Colchester, VT TH 0 0 32 23 TH 17 3 TH 5 6 TH 1 6 TH 2 7 TH 5 1 TH 0 07/14/2008 RT 0 5 0 3 66 RT 3 0 24 RT 1 1 14 RT 0 1 9 RT 0 1 11 RT 1 0 8 RT 0 0 02nd Monday Enter 0 5 32 29 66 Enter 0 3 17 4 24 Enter 0 1 5 8 14 Enter 0 0 1 7 9 Enter 0 0 2 9 11 Enter 0 1 5 1 8 Enter 0 0 0 0 0

Exit 3 3 37 23 66 Exit 0 0 20 3 24 Exit 1 1 6 6 14 Exit 1 1 2 6 9 Exit 1 1 3 7 11 Exit 0 0 6 1 8 Exit 0 0 0 0 0

US7/Blakely Road Intersection0 EB WB NB SB 0

LT 47 7 62 0 0TH 42 22 0 4 0RT 0 0 0 8 192

Enter 89 29 62 12 192Exit 42 92 47 11 192

Robenstein Retirement Home Wells PropertyIreland - NW QuadrantTOTAL Kolock SW Quadrant Frisbee - NE QuadrantIreland - SE Quadrant

PM_ODVs

From Severance Corners 2008 From Severance Corners Transportation PlanTIS Update 7-9-08

EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-Rathe Road LT 34 0 0 0 LT 9 0 LT 4 0 0 0 LT 6 0 0 0 LT 10 0 0 0 LT 5 0 0 0 LT 0 0 0 0Colchester, VT TH 0 0 122 76 TH 52 11 TH 0 0 20 38 TH 0 0 15 9 TH 0 0 23 14 TH 0 0 12 5 TH 0 0 0 039615 RT 0 2 0 4 237 RT 1 0 74 RT 0 0 0 2 64 RT 0 0 0 0 30 RT 0 1 0 1 48 RT 0 0 0 0 22 RT 0 0 0 0 03rd Monday Enter 34 2 122 80 237 Enter 9 1 52 11 74 Enter 4 0 20 40 64 Enter 6 0 15 9 30 Enter 10 1 23 14 48 Enter 5 0 12 5 22 Enter 0 0 0 0 0 Exit 0 4 158 76 237 Exit 0 0 62 11 74 Exit 0 2 24 38 64 Exit 0 0 21 9 30 Exit 0 1 33 14 48 Exit 0 0 17 5 22 Exit 0 0 0 0 0 00 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-Hercules Drive LT 0 0 0 3 LT 0 1 LT 0 0 0 2 LT 0 0 0 0 LT 0 0 0 0 LT 0 0 0 0 LT 0 0 0 0Colchester, VT TH 0 0 108 71 TH 45 10 TH 0 0 18 36 TH 0 0 13 8 TH 0 0 21 13 TH 0 0 11 5 TH 0 0 0 039609 RT 0 16 0 0 198 RT 7 0 63 RT 0 2 0 0 58 RT 0 2 0 0 23 RT 0 3 0 0 36 RT 0 2 0 0 18 RT 0 0 0 0 02nd Tuesday Enter 0 16 108 74 198 Enter 0 7 45 11 63 Enter 0 2 18 38 58 Enter 0 2 13 8 23 Enter 0 3 21 13 36 Enter 0 2 11 5 18 Enter 0 0 0 0 0 Exit 3 0 124 71 198 Exit 1 0 52 10 63 Exit 2 0 20 36 58 Exit 0 0 15 8 23 Exit 0 0 24 13 36 Exit 0 0 13 5 18 Exit 0 0 0 0 0 00 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-LowerMountainViewDrive LT 11 0 0 3 LT 4 1 LT 1 0 0 1 LT 2 0 0 0 LT 2 0 0 1 LT 1 0 0 0 LT 0 0 0 0Colchester, VT TH 0 0 92 61 TH 39 8 TH 0 0 16 32 TH 0 0 11 7 TH 0 0 17 11 TH 0 0 9 4 TH 0 0 0 039609 RT 0 5 0 7 179 RT 1 1 55 RT 0 1 0 3 54 RT 0 1 0 1 21 RT 0 1 0 1 33 RT 0 1 0 1 16 RT 0 0 0 0 02nd Tuesday Enter 11 5 92 72 179 Enter 4 1 39 10 55 Enter 1 1 16 36 54 Enter 2 1 11 8 21 Enter 2 1 17 13 33 Enter 1 1 9 5 16 Enter 0 0 0 0 0 Exit 3 7 108 61 179 Exit 1 1 45 8 55 Exit 1 3 18 32 54 Exit 0 1 13 7 21 Exit 1 1 21 11 33 Exit 0 1 11 4 16 Exit 0 0 0 0 0 00 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-NB Ramps LT 0 0 0 0 LT 0 0 LT 0 0 0 0 LT 0 0 0 0 LT 0 0 0 0 LT 0 0 0 0 LT 0 0 0 0Colchester, VT TH 0 0 43 51 TH 19 7 TH 0 0 7 26 TH 0 0 5 5 TH 0 0 8 9 TH 0 0 4 3 TH 0 0 0 039637 RT 0 49 0 11 153 RT 20 2 48 RT 0 9 0 6 48 RT 0 6 0 1 18 RT 0 9 0 2 28 RT 0 5 0 1 13 RT 0 0 0 0 02nd Tuesday Enter 0 49 43 61 153 Enter 0 20 19 8 48 Enter 0 9 7 32 48 Enter 0 6 5 7 18 Enter 0 9 8 11 28 Enter 0 5 4 4 13 Enter 0 0 0 0 0 Exit 0 11 92 51 153 Exit 0 2 39 7 48 Exit 0 6 16 26 48 Exit 0 1 11 5 18 Exit 0 2 17 9 28 Exit 0 1 9 3 13 Exit 0 0 0 0 0 00 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-SB Ramps LT 3 0 0 30 LT 1 3 LT 1 0 0 18 LT 0 0 0 3 LT 1 0 0 4 LT 0 0 0 2 LT 0 0 0 0Colchester, VT TH 0 0 40 21 TH 18 4 TH 0 0 6 8 TH 0 0 5 3 TH 0 0 7 4 TH 0 0 4 2 TH 0 0 0 039637 RT 0 0 0 0 94 RT 0 0 26 RT 0 0 0 0 33 RT 0 0 0 0 11 RT 0 0 0 0 17 RT 0 0 0 0 8 RT 0 0 0 0 02nd Tuesday Enter 3 0 40 51 94 Enter 1 0 18 7 26 Enter 1 0 6 26 33 Enter 0 0 5 5 11 Enter 1 0 7 9 17 Enter 0 0 4 3 8 Enter 0 0 0 0 0 Exit 30 0 44 21 94 Exit 3 0 19 4 26 Exit 18 0 7 8 33 Exit 3 0 5 3 11 Exit 4 0 8 4 17 Exit 2 0 4 2 8 Exit 0 0 0 0 0 00 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-South Park Drive LT 2 0 0 2 LT 1 0 LT 0 1 LT 0 0 LT 0 0 LT 0 0 LT 0 0Colchester, VT TH 0 0 34 18 TH 15 3 TH 5 7 TH 4 2 TH 6 4 TH 3 2 TH 0 039643 RT 0 5 0 0 61 RT 2 0 22 RT 1 0 14 RT 1 0 8 RT 1 0 12 RT 0 0 6 RT 0 0 02nd Monday Enter 2 5 34 21 61 Enter 1 2 15 4 22 Enter 0 1 5 8 14 Enter 0 1 4 3 8 Enter 0 1 6 4 12 Enter 0 0 3 2 6 Enter 0 0 0 0 0

Exit 2 0 40 18 61 Exit 0 0 18 3 22 Exit 1 0 6 7 14 Exit 0 0 5 2 8 Exit 0 0 7 4 12 Exit 0 0 4 2 6 Exit 0 0 0 0 0

US7/Blakely Road Intersection0 EB WB NB SB 0

LT 47 7 62 0 0TH 42 22 0 4 0RT 0 0 0 8 192

Enter 89 29 62 12 192Exit 42 92 47 11 192

Ireland - NW QuadrantTOTAL Kolock SW Quadrant Frisbee - NE QuadrantIreland - SE Quadrant Robenstein Retirement Home Wells Property

Alt7PM

02/16/09 10:34 AM

01/00/00 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-Rathe Road LT 335 8 222 3 LT 93 115 LT LT 15 LT LT 428 8 352 3Colchester, VT TH 1 1 1286 632 TH TH TH TH -32 TH 1 1 1286 6006/16/2008 RT 161 13 4 91 2758 RT 475 32 715 RT 0 RT 15 RT 32 0 RT 668 13 4 123 34873rd Monday Enter 497 22 1512 726 2758 Enter 568 0 115 32 715 Enter 0 0 0 0 0 Enter 0 0 15 0 15 Enter 32 0 0 -32 0 Enter 1097 22 1642 726 3487 Exit 9 314 1634 801 2758 Exit 0 147 93 475 715 Exit 0 0 0 0 0 Exit 0 15 0 0 15 Exit 0 0 0 0 0 Exit 9 476 1726 1276 3487 DISPLACED from Mt View

DISPLACED from Mt View01/00/00 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-Hercules Drive LT 1 156 2 72 LT LT 332 56 LT LT 32 LT 1 489 2 160Colchester, VT TH 1 0 1307 725 TH TH TH -47 -56 TH 22 443 TH 1 0 1282 11126/10/2008 RT 2 210 64 2 2544 RT 0 RT 47 326 761 RT 15 -88 RT 497 RT 2 271 390 2 37132nd Tuesday Enter 5 366 1374 799 2544 Enter 0 0 0 0 0 Enter 0 379 326 56 761 Enter 0 15 -47 -56 -88 Enter 0 0 22 475 497 Enter 5 760 1675 1274 3713 Exit 138 5 1519 883 2544 Exit 0 0 0 0 0 Exit 382 0 47 332 761 Exit 0 0 -32 -56 -88 Exit 32 0 22 443 497 Exit 551 5 1555 1603 3713

01/00/00 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-LowerMountainViewDrive LT 128 403 280 68 LT 165 13 LT 35 70 LT -403 -68 LT -128 -280 LT 35 70 165 13Colchester, VT TH 59 63 1189 737 TH 11 37 TH 16 11 TH -63 326 332 TH -59 115 475 TH 27 48 1630 15446/10/2008 RT 654 57 400 78 4115 RT 74 46 346 RT 179 10 321 RT -57 -400 -332 RT -654 -78 -609 RT 179 10 74 46 38422nd Tuesday Enter 840 522 1870 883 4115 Enter 11 37 239 59 346 Enter 230 91 0 0 321 Enter 0 -522 -74 264 -332 Enter -840 0 -165 397 -609 Enter 240 128 1870 1603 3842 Exit 528 421 1374 1793 4115 Exit 98 248 0 0 346 Exit 16 11 45 249 321 Exit -469 -63 269 -70 -332 Exit -59 -358 -13 -179 -609 Exit 114 259 1675 1793 3842 Enter Exit Lower Mtn View 98 Lower Mtn View 91 Upper Mtn View 248 Upper Mtn View 230

01/00/00 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-NB Ramps LT 0 158 332 0 LT LT LT LT LT 0 158 332 0Colchester, VT TH 0 0 963 1447 TH TH TH TH TH 0 0 963 14477/8/2008 RT 0 907 0 346 4152 RT 0 RT 0 RT 0 RT 0 RT 0 907 0 346 41522nd Tuesday Enter 0 1064 1295 1793 4152 Enter 0 0 0 0 0 Enter 0 0 0 0 0 Enter 0 0 0 0 0 Enter 0 0 0 0 0 Enter 0 1064 1295 1793 4152 Exit 0 678 1870 1605 4152 Exit 0 0 0 0 0 Exit 0 0 0 0 0 Exit 0 0 0 0 0 Exit 0 0 0 0 0 Exit 0 678 1870 1605 4152

01/00/00 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-SB Ramps LT 102 0 0 723 LT LT LT LT LT 102 0 0 723Colchester, VT TH 0 0 1193 882 TH TH TH TH TH 0 0 1193 8827/8/2008 RT 171 0 172 0 3243 RT 0 RT 0 RT 0 RT 0 RT 171 0 172 0 32432nd Tuesday Enter 273 0 1365 1605 3243 Enter 0 0 0 0 0 Enter 0 0 0 0 0 Enter 0 0 0 0 0 Enter 0 0 0 0 0 Enter 273 0 1365 1605 3243 Exit 895 0 1295 1053 3243 Exit 0 0 0 0 0 Exit 0 0 0 0 0 Exit 0 0 0 0 0 Exit 0 0 0 0 0 Exit 895 0 1295 1053 3243

01/00/00 EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SBUS 7-South Park Drive LT 58 56 3 112 LT LT LT LT LT 58 56 3 112Colchester, VT TH 6 2 1150 929 TH TH TH TH TH 6 2 1150 9297/14/2008 RT 0 158 66 11 2551 RT 0 RT 0 RT 0 RT 0 RT 0 158 66 11 25512nd Monday Enter 64 215 1219 1053 2551 Enter 0 0 0 0 0 Enter 0 0 0 0 0 Enter 0 0 0 0 0 Enter 0 0 0 0 0 Enter 64 215 1219 1053 2551 Exit 184 16 1365 985 2551 Exit 0 0 0 0 0 Exit 0 0 0 0 0 Exit 0 0 0 0 0 Exit 0 0 0 0 0 Exit 184 16 1365 985 2551 19363 1061 1082 -405 -112 20988

Calculated Trip Gen (Shaws, Friendly's, Bank, Hampton Inn)

Alt 7 - Displaced Trips Alt 7 - Displaced TripsAlt 7 - Displaced Trips Alt 7 - Displaced Trips2018Future Conditions - Low

Future Conditions - Alt 7 Diverted Trips (Low)

2018

Page 1 of 1

APPENDIX B

Safety Data

Number MM Date Time Weather Contributing Circumstances Direction Of Collision # Inj # Fat Dir0405/7937‐07 0.01 6/19/07 13:55 Clear No improper driving, Operating defective equipment Head On 1 00418/10320‐06 0.01 7/20/06 13:23 Not Reported Failed to yield right of way, No improper driving Other 0 0 S0418/12745‐05 0.02 9/17/05 11:45 Cloudy Followed too closely, No improper driving Rear End 0 0 N0405/5512‐05 0.04 4/4/05 15:45 Cloudy Failed to yield right of way, Visibility obstructed, No improper driving Left Turn and Thru, Angle Broadside ‐‐>v‐‐ 1 0 E0418/5942‐05 0.05 4/14/05 17:08 Clear No improper driving, Made an improper turn, Visibility obstructed No Turns, Thru moves only, Broadside ^< 0 0 N0405/816‐04 0.06 1/12/04 16:58 Clear No improper driving, Failed to yield right of way No Turns, Thru moves only, Broadside ^< 0 0 N0405/10963‐07 0.07 8/22/07 16:41 Cloudy No improper driving, Failure to keep in proper lane or running off road,

InattentionSame Direction Sideswipe 0 0 S

0405/12067‐04 0.07 8/21/04 14:59 Clear Followed too closely, No improper driving Rear End 0 0 S0405/13499‐06 0.07 10/13/06 14:34 Clear Inattention, No improper driving Opp Direction Sideswipe 1 00405/16932‐03 0.07 12/30/03 17:14 Rain Visibility obstructed, No improper driving Rear End 0 0 E0405/16995‐03 0.07 12/23/03 18:45 Unknown No improper driving No Turns, Thru moves only, Broadside ^< 0 00405/4469‐03 0.07 3/19/03 16:59 Cloudy No improper driving, Failed to yield right of way, Made an improper turn No Turns, Thru moves only, Broadside ^< 0 0 N0405/476‐06 0.07 1/6/06 12:41 Snow No improper driving, Followed too closely Rear End 0 0 S0405/5207‐03 0.07 4/15/03 15:43 Clear Inattention, No improper driving Rear End 0 00405/5421‐06 0.07 1/26/06 18:00 Cloudy No improper driving Other 0 00405/9804‐06 0.07 7/19/06 15:00 Clear No improper driving, Failed to yield right of way Right Turn and Thru, Angle Broadside ‐‐>^‐‐ 0 0 N0405/7652‐07 0.09 6/2/07 11:05 Cloudy Inattention, No improper driving Rear End 0 0 N0405/10041‐41 0.09 7/16/04 9:55 Clear Failed to yield right of way Left Turn and Thru, Angle Broadside ‐‐>v‐‐ 0 00405/12431‐04 0.09 8/25/04 8:50 Unknown Other 0 00405/16944‐06 0.09 12/22/06 15:30 Rain No improper driving, Failed to yield right of way Left Turn and Thru, Broadside v<‐‐ 0 0 N0405/16970‐05 0.09 12/13/05 7:33 Clear No improper driving, Failed to yield right of way Left Turn and Thru, Angle Broadside ‐‐>v‐‐ 0 0 S0405/2481‐07 0.09 2/8/07 9:16 Snow No improper driving, Failure to keep in proper lane or running off road Same Direction Sideswipe 0 0 S0405/3560‐03 0.09 3/17/03 20:06 Clear No improper driving, Made an improper turn Head On 2 00405/4837‐04 0.09 3/23/04 19:39 Snow Followed too closely, Unknown Rear End 0 0 N0405/9209‐06 0.09 5/6/06 13:02 Clear No improper driving, Inattention, Other improper action Same Direction Sideswipe 0 0 N0405/15169‐07 0.10 11/6/07 11:04 Cloudy No improper driving, Followed too closely Rear End 0 0 S0405/9909‐04 0.10 7/25/04 14:27 Clear No improper driving, Followed too closely Rear End 0 0 S0405/12305‐03 0.11 10/15/03 2:18 Cloudy No improper driving, Failed to yield right of way, Made an improper turn Left Turn and Thru, Angle Broadside ‐‐>v‐‐ 1 0 N0405/14479‐06 0.11 10/17/06 17:03 Rain Failure to keep in proper lane or running off road, Failed to yield right of way, No

improper drivingLeft Turn and Thru, Broadside v<‐‐ 1 0 N

0405/6421‐03 0.11 5/21/03 13:00 Cloudy Inattention, Followed too closely, No improper driving Rear End 0 0 S0405/7192‐03 0.12 6/12/03 6:40 Clear Failed to yield right of way, Fatigued, asleep, No improper driving No Turns, Thru moves only, Broadside ^< 0 0 E0405/9672‐03 0.12 8/12/03 16:12 Clear No improper driving, Failed to yield right of way Head On 2 00405/10913‐04 0.13 8/16/04 11:30 Clear No improper driving Single Vehicle Crash 0 0 N0405/11397‐07 0.13 9/4/07 17:35 Clear No improper driving, Followed too closely Rear End 0 0 N0405/11503‐06 0.13 9/5/06 9:31 Cloudy Driving too fast for conditions, No improper driving No Turns, Thru moves only, Broadside ^< 0 0 E0405/14846‐06 0.13 11/16/06 17:10 Cloudy No improper driving, Failed to yield right of way Left Turn and Thru, Angle Broadside ‐‐>v‐‐ 0 0 N0405/15857‐05 0.13 7/28/05 16:32 Clear Visibility obstructed, Failed to yield right of way No Turns, Thru moves only, Broadside ^< 0 0 N0405/4322‐05 0.13 2/15/05 8:38 Cloudy No improper driving, Failed to yield right of way Opp Direction Sideswipe 0 0 N0405/7447‐06 0.13 6/8/06 8:01 Clear Failed to yield right of way, No improper driving Left Turn and Thru, Angle Broadside ‐‐>v‐‐ 0 0 E0405/9506‐07 0.13 7/17/07 16:15 Clear Failed to yield right of way, No improper driving Left Turn and Thru, Angle Broadside ‐‐>v‐‐ 0 0 E0405/334‐05 0.14 1/2/05 15:05 Sleet, Hail

(Freezing Rain or Drizzle)

Unknown, Driving too fast for conditions Same Direction Sideswipe 0 0 N

Crashes on US 7 Corridor in Colchester, Vermont 2003 ‐ 2007

Number MM Date Time Weather Contributing Circumstances Direction Of Collision # Inj # Fat DirCrashes on US 7 Corridor in Colchester, Vermont 2003 ‐ 2007

0405/1128‐05 0.14 1/6/05 15:30 Unknown No improper driving, Driving too fast for conditions, Inattention Rear End 0 0 N0405/12088‐04 0.14 9/17/04 7:26 Clear No improper driving, Failed to yield right of way, Made an improper turn Left Turn and Thru, Broadside v<‐‐ 0 0 E0405/1998‐06 0.14 2/3/06 15:05 Clear No improper driving, Failed to yield right of way Same Direction Sideswipe 1 0 N0405/2571‐05 0.14 2/6/05 13:30 Clear No improper driving, Failure to keep in proper lane or running off road,

InattentionSame Direction Sideswipe 0 0 S

0405/10788‐04 0.15 8/20/04 12:13 Clear No improper driving, Failed to yield right of way, Visibility obstructed No Turns, Thru moves only, Broadside ^< 0 0 N0405/11013‐05 0.15 8/10/05 15:39 Cloudy No improper driving, Failed to yield right of way, Visibility obstructed No Turns, Thru moves only, Broadside ^< 0 0 N0405/11664‐07 0.15 4/28/07 22:32 Rain Failed to yield right of way, No improper driving Same Direction Sideswipe 0 0 S0405/13558‐04 0.15 10/1/04 9:45 Clear No improper driving, Failure to keep in proper lane or running off road, Made an

improper turnSame Direction Sideswipe 0 0 S

0405/15395‐06 0.15 11/28/06 17:03 Rain Inattention, No improper driving Rear End 0 0 N0405/1774‐06 0.15 2/2/06 18:13 Clear No improper driving, Inattention Same Direction Sideswipe 0 0 N0405/18322‐05 0.15 11/11/05 11:52 Cloudy No improper driving, Failed to yield right of way, Visibility obstructed No Turns, Thru moves only, Broadside ^< 0 0 N0405/3210‐04 0.15 2/15/04 10:35 Clear No improper driving Head On 0 00405/3312‐06 0.15 3/1/06 16:27 Clear No improper driving, Disregarded traffic signs, signals, road markings Right Turn and Thru, Angle Broadside ‐‐>^‐‐ 3 00405/4165‐07 0.15 2/28/07 14:42 Clear Visibility obstructed, Failed to yield right of way No Turns, Thru moves only, Broadside ^< 0 0 N0405/4301‐03 0.15 2/27/03 16:15 Clear No improper driving, Inattention Rear End 2 00405/6688‐03 0.15 5/23/03 10:09 Clear Disregarded traffic signs, signals, road markings, No improper driving No Turns, Thru moves only, Broadside ^< 0 00405/8084‐05 0.15 6/7/05 20:20 Clear Visibility obstructed, Other improper action, No improper driving Opp Direction Sideswipe 0 0 S0405/8246‐03 0.15 7/7/03 15:15 Cloudy No improper driving, Failed to yield right of way, Visibility obstructed Left Turn and Thru, Broadside v<‐‐ 0 0 N0405/9803‐06 0.15 7/19/06 16:30 Clear Made an improper turn, No improper driving Same Direction Sideswipe 0 00405/14062‐03 0.17 11/3/03 15:16 Rain Failed to yield right of way, Visibility obstructed, No improper driving Left Turn and Thru, Angle Broadside ‐‐>v‐‐ 0 0 E0405/5502‐07 0.17 4/12/07 17:22 Rain No improper driving, Made an improper turn, Visibility obstructed Left Turn and Thru, Angle Broadside ‐‐>v‐‐ 0 00405/10016‐03 0.18 8/12/03 8:34 Clear No improper driving, Inattention Rear End 0 0 S0405/12954‐03 0.18 10/14/03 16:45 Clear Failed to yield right of way, Unknown Left Turn and Thru, Angle Broadside ‐‐>v‐‐ 0 0 E0405/14232‐03 0.18 11/6/03 15:45 Clear Unknown Rear End 0 00405/15572‐06 0.18 11/21/06 20:27 Clear Unknown Same Direction Sideswipe 0 0 W0405/5082‐07 0.18 4/9/07 10:54 Cloudy Inattention, No improper driving Rear End 1 0 N0405/10380‐07 0.19 8/11/07 18:01 Clear Unknown No Turns, Thru moves only, Broadside ^< 0 0 N0405/10464‐04 0.19 8/7/04 0:25 Cloudy No improper driving, Disregarded traffic signs, signals, road markings No Turns, Thru moves only, Broadside ^< 0 0 E0405/12455‐05 0.19 9/1/05 7:43 Clear No improper driving, Made an improper turn Same Direction Sideswipe 0 0 S0405/12781‐04 0.19 4/19/04 7:20 Clear Failed to yield right of way, No improper driving Left Turn and Thru, Angle Broadside ‐‐>v‐‐ 1 00405/1401‐07 0.19 1/30/07 17:40 Cloudy Followed too closely, No improper driving Rear End 0 0 N0405/14810‐06 0.19 10/18/06 21:15 Cloudy Made an improper turn, No improper driving Same Direction Sideswipe 0 0 S0405/14952‐04 0.19 11/19/04 16:43 Cloudy No improper driving, Failure to keep in proper lane or running off road Same Direction Sideswipe 0 0 S0405/15199‐07 0.19 11/12/07 11:45 Clear No improper driving Opp Direction Sideswipe 0 00405/16872‐05 0.19 11/25/05 17:12 Clear No improper driving, Failed to yield right of way Same Direction Sideswipe 0 0 E0405/17113‐07 0.19 11/21/07 12:19 Rain Inattention, No improper driving Rear End 0 0 S0405/17288‐06 0.19 12/23/06 11:53 Rain Failure to keep in proper lane or running off road, Swerving or avoiding due to

wind, slippery surface, vehicle, object, non‐motorist in roadway etc, No improper driving

Same Direction Sideswipe 0 0 S

0405/1742‐07 0.19 1/24/07 15:01 Cloudy No improper driving, Unknown Left Turns, Same Direction, Rear End v‐‐v‐‐ 0 00405/17546‐07 0.19 11/15/07 7:01 Rain Disregarded traffic signs, signals, road markings, No improper driving No Turns, Thru moves only, Broadside ^< 0 0 E0405/2393‐05 0.19 1/31/05 11:55 Clear No improper driving, Disregarded traffic signs, signals, road markings Same Direction Sideswipe 0 0 S


0405/2838‐07 0.19 2/21/07 15:10 Clear Disregarded traffic signs, signals, road markings, Inattention, No improper driving No Turns, Thru moves only, Broadside ^< 0 0

0405/3022‐03 0.19 1/26/03 10:40 Clear Inattention, No improper driving Rear End 0 0 S0405/3404‐03 0.19 2/5/03 17:42 Clear No improper driving, Visibility obstructed, Other improper action Same Direction Sideswipe 0 0 S0405/4936‐05 0.19 2/1/05 16:46 Cloudy Inattention, No improper driving Rear End 0 0 S0405/8493‐05 0.19 5/10/05 16:36 Clear Inattention, No improper driving Rear End 0 0 N0405/8633‐06 0.19 6/27/06 16:45 Cloudy Disregarded traffic signs, signals, road markings, No improper driving Same Direction Sideswipe 1 0 S0405/8915‐05 0.19 6/9/05 11:53 Clear Disregarded traffic signs, signals, road markings, No improper driving Same Direction Sideswipe 0 0 S0417/3087‐05 0.19 2/3/05 17:34 Clear No improper driving, Failed to yield right of way, Operating defective equipment Rear End 0 00405/1106‐05 0.20 1/5/05 15:40 Cloudy No improper driving, Failed to yield right of way, Failure to keep in proper lane or

running off roadSame Direction Sideswipe 0 0 N

0405/13057‐03 0.20 11/2/03 13:25 Rain Inattention, No improper driving Rear End 0 0 S0405/4885‐06 0.20 3/31/06 11:27 Clear Inattention, Driving too fast for conditions, No improper driving Rear End 0 0 W0405/3579‐05 0.21 2/20/05 13:20 Cloudy Failed to yield right of way, Made an improper turn, No improper driving Same Direction Sideswipe 0 0 N0405/12649‐07 0.22 10/2/07 11:40 Clear No improper driving, Inattention Rear End 0 0 S0405/17573‐06 0.22 12/9/06 19:44 Rain Driving too fast for conditions, Followed too closely, No improper driving Rear End 0 0 S0405/6416‐07 0.22 5/10/07 13:00 Unknown Followed too closely, No improper driving Rear End 0 0 N0405/7368‐04 0.22 4/18/04 12:00 Clear No improper driving Same Direction Sideswipe 0 00405/8115‐03 0.22 6/27/03 15:00 Clear No improper driving, Other improper action Same Direction Sideswipe 0 0 S0405/9569‐05 0.22 7/6/05 18:00 Clear Followed too closely, Inattention, No improper driving Rear End 0 0 S0405/9960‐03 0.22 7/25/03 17:10 Clear No improper driving, Followed too closely Rear End 0 0 S0405/2023‐07 0.23 2/10/07 19:05 Cloudy Disregarded traffic signs, signals, road markings, Failed to yield right of way, No

improper drivingNo Turns, Thru moves only, Broadside ^< 1 0 S

0405/2562‐05 0.23 1/30/05 17:28 Clear No improper driving, Driving too fast for conditions, Inattention Rear End 1 0 S0405/5461‐05 0.23 3/29/05 21:10 Clear No improper driving, Other improper action Head On 0 0 N0405/11466‐06 0.24 8/24/06 12:54 Clear No improper driving, Unknown Same Direction Sideswipe 0 00405/12881‐07 0.24 10/9/07 8:10 Cloudy Failed to yield right of way, No improper driving Left Turn and Thru, Same Direction

Sideswipe/Angle Crash vv‐‐0 0 S

0405/14254‐03 0.24 11/21/03 17:23 Clear Inattention, No improper driving Rear End 0 0 S0405/14791‐05 0.24 11/3/05 17:25 Cloudy Driving too fast for conditions, Under the influence of medication/drugs/alcohol,

No improper drivingRear End 0 0 N

0405/14888‐07 0.24 10/27/07 14:09 Rain No improper driving, Other improper action Left Turn and Thru, Broadside v<‐‐ 0 0 N0405/15859‐05 0.24 9/13/05 13:18 Clear Inattention, No improper driving Rear End 0 0 S0405/15994‐04 0.24 12/3/04 14:30 Clear No improper driving, Failed to yield right of way, Failure to keep in proper lane or

running off roadSame Direction Sideswipe 0 0 N

0405/16026‐04 0.24 12/9/04 12:27 Cloudy Visibility obstructed, Other improper action, No improper driving Opp Direction Sideswipe 0 0 S0405/16328‐06 0.24 12/8/06 18:15 Cloudy No improper driving Other 0 00405/16366‐03 0.24 10/31/03 14:29 Clear Inattention, No improper driving Same Direction Sideswipe 0 0 N0405/16972‐06 0.24 12/12/06 12:55 Clear Inattention, No improper driving Rear End 0 0 S0405/17285‐06 0.24 12/7/06 20:54 Clear Inattention, No improper driving Rear End 0 0 S0405/17753‐05 0.24 12/24/05 13:09 Cloudy No improper driving Same Direction Sideswipe 0 0 N0405/17996‐07 0.24 9/22/07 15:20 Clear Disregarded traffic signs, signals, road markings, Distracted, No improper driving No Turns, Thru moves only, Broadside ^< 0 0 N

0405/1881‐03 0.24 2/28/03 12:25 Clear No improper driving, Inattention Rear End 0 0 N0405/2599‐05 0.24 1/28/05 15:47 Clear Followed too closely, Inattention, No improper driving Rear End 0 0 N


0405/2744‐06 0.24 1/31/06 7:19 Rain Unknown Same Direction Sideswipe 0 0 N0405/3062‐06 0.24 2/27/06 13:10 Clear No improper driving, Visibility obstructed Head On 0 0 N0405/3294‐07 0.24 2/15/07 13:12 Clear Followed too closely, No improper driving Rear End 0 0 S0405/3967‐03 0.24 2/17/03 16:00 Cloudy Disregarded traffic signs, signals, road markings, No improper driving Left Turn and Thru, Same Direction

Sideswipe/Angle Crash vv‐‐0 0 S

0405/5011‐05 0.24 3/21/05 9:16 Clear Failure to keep in proper lane or running off road, No improper driving Right Turn and Thru, Same Direction Sideswipe/Angle Crash ^^‐‐

0 0 S

0405/7380‐07 0.24 6/4/07 17:15 Rain No improper driving, Distracted Rear End 0 0 N0405/7587‐04 0.24 5/5/04 9:16 Cloudy No improper driving, Inattention Rear End 1 0 S0405/8464‐04 0.24 5/6/04 17:08 Clear No improper driving, Unknown Rear End 0 0 N0405/8716‐03 0.24 7/14/03 14:50 Clear Other improper action, No improper driving Rear End 0 00405/11360‐03 0.25 8/6/03 13:53 Clear No improper driving, Inattention Rear End 0 0 S0405/3881‐05 0.28 2/22/05 16:23 Cloudy Failed to yield right of way, No improper driving Right Turn and Thru, Same Direction

Sideswipe/Angle Crash ^^‐‐0 0 N

0405/11500‐04 0.32 4/26/04 17:28 Cloudy Followed too closely, No improper driving Rear End 0 0 N0405/13548‐04 0.32 9/23/04 7:20 Cloudy Unknown Single Vehicle Crash 0 0 N0405/3216‐07 0.32 3/2/07 9:45 Snow Inattention, No improper driving Rear End 0 0 N0405/15280‐03 0.33 12/9/03 15:34 Unknown Unknown, No improper driving Rear End 0 0 N0405/11172‐05 0.34 8/5/05 15:03 Clear No improper driving, Failed to yield right of way, Inattention Opp Direction Sideswipe 1 00405/13419‐03 0.34 11/4/03 13:03 Rain Inattention, Driving too fast for conditions, No improper driving No Turns, Thru moves only, Broadside ^< 0 0 N0405/14268‐06 0.34 9/6/06 16:41 Clear Distracted, No improper driving Rear End 0 0 N0405/14457‐06 0.34 10/23/06 18:00 Cloudy No improper driving, Inattention Rear End 0 0 N0405/3501‐03 0.34 2/7/03 17:34 Clear No improper driving, Operating vehicle in erratic, reckless, careless, negligent, or

aggressive manner, Under the influence of medication/drugs/alcoholLeft Turn and Thru, Angle Broadside ‐‐>v‐‐ 2 0

0405/5541‐04 0.34 4/8/04 10:55 Clear No improper driving, Followed too closely, Inattention Rear End 0 0 N0405/8258‐06 0.34 5/31/06 13:49 Clear No improper driving, Disregarded traffic signs, signals, road markings No Turns, Thru moves only, Broadside ^< 1 00405/8259‐06 0.34 5/10/06 17:52 Clear Followed too closely, No improper driving Rear End 0 0 W0405/8596‐03 0.34 7/15/03 15:59 Clear Failure to keep in proper lane or running off road, Inattention, No improper

drivingSame Direction Sideswipe 0 0 N

0405/9319‐04 0.34 7/14/04 7:48 Cloudy Inattention, Distracted, No improper driving Rear End 0 0 S0405/2770‐05 0.35 2/10/05 7:14 Snow Failed to yield right of way, No improper driving Left Turn and Thru, Angle Broadside ‐‐>v‐‐ 0 0 E0405/6610‐03 0.35 5/27/03 22:48 Unknown Unknown Rear End 0 00405/9167‐03 0.35 7/16/03 14:03 Clear Inattention Single Vehicle Crash 0 00405/10780‐04 0.36 8/19/04 22:21 Cloudy No improper driving, Disregarded traffic signs, signals, road markings, Inattention Head On 0 0 N

0405/13018‐04 0.36 10/5/04 17:15 Clear Inattention, Followed too closely, No improper driving Rear End 0 0 S0405/15852‐05 0.36 10/28/05 16:20 Clear No improper driving, Followed too closely, Inattention Rear End 0 0 N0405/7154‐05 0.36 5/17/05 15:39 Clear No improper driving Same Direction Sideswipe 0 00405/8895‐05 0.36 6/14/05 15:47 Rain No improper driving, Inattention, Other improper action Rear End 0 0 N0405/188‐07 0.38 1/2/07 14:02 Clear Failure to keep in proper lane or running off road Same Direction Sideswipe 0 00405/6418‐03 0.38 5/20/03 17:20 Cloudy Other improper action Right Turn and Thru, Same Direction

Sideswipe/Angle Crash ^^‐‐0 0 N

0405/13423‐03 0.39 11/7/03 9:01 Clear No improper driving, Inattention Rear‐to‐rear 0 0 E0405/14318‐07 0.39 11/10/07 13:38 Clear No improper driving, Failed to yield right of way Left Turn and Thru, Broadside v<‐‐ 1 0 N


0405/17275‐06 0.40 10/20/06 14:29 Rain Failure to keep in proper lane or running off road, Other improper action, No improper driving

Same Direction Sideswipe 0 0 N

0405/8601‐05 0.40 6/10/05 12:38 Unknown No improper driving, Failed to yield right of way No Turns, Thru moves only, Broadside ^< 0 0 E0405/16175‐07 0.41 12/13/07 14:55 Snow No improper driving, Failed to yield right of way, Inattention Left Turn and Thru, Broadside v<‐‐ 1 0 N0405/18008‐07 0.41 12/17/07 16:25 Clear Unknown No Turns, Thru moves only, Broadside ^< 0 0 N0405/2315‐06 0.44 2/9/06 7:00 Cloudy Visibility obstructed, No improper driving Other 0 0 E0405/11298‐07 0.51 7/23/07 13:59 Cloudy No improper driving, Inattention Rear End 1 0 S0405/15270‐07 0.51 11/27/07 13:07 Cloudy No improper driving, Failed to yield right of way Same Direction Sideswipe 0 0 N0405/15570‐06 0.51 11/15/06 17:45 Unknown No improper driving Rear End 0 00405/2772‐03 0.51 3/8/03 10:59 Clear Other improper action, Followed too closely Rear End 1 00405/6376‐05 0.52 2/23/05 8:00 Clear Unknown Rear End 0 00405/12409‐06 0.54 9/19/06 1:53 Clear Driving too fast for conditions Single Vehicle Crash 1 0 N0405/10832‐07 0.58 6/30/07 6:56 Clear No improper driving Single Vehicle Crash 0 0 N0405/6171‐05 0.60 4/19/05 11:59 Clear Distracted, Inattention Rear End 0 0 N0405/10286‐07 0.61 8/8/07 19:03 Cloudy Disregarded traffic signs, signals, road markings, No improper driving No Turns, Thru moves only, Broadside ^< 0 00405/10461‐04 0.61 8/6/04 11:09 Cloudy No improper driving Single Vehicle Crash 0 0 S0405/10469‐04 0.61 8/11/04 12:10 Unknown Opp Direction Sideswipe 0 00405/10628‐03 0.61 9/7/03 15:22 Clear Inattention, No improper driving Rear End 0 0 S0405/10747‐03 0.61 9/7/03 17:07 Cloudy Failure to keep in proper lane or running off road, No improper driving Same Direction Sideswipe 0 0 S0405/11593‐03 0.61 9/16/03 9:57 Clear Disregarded traffic signs, signals, road markings, Failure to keep in proper lane or

running off road, No improper drivingSame Direction Sideswipe 0 0 N

0405/11661‐07 0.61 7/18/07 13:30 Unknown Unknown Rear End 1 0 N0405/12433‐04 0.61 8/27/04 13:00 Cloudy No improper driving, Followed too closely Rear End 0 0 S0405/12454‐05 0.61 8/17/05 16:57 Clear No improper driving, Driving too fast for conditions, Inattention Rear End 0 0 N0405/12484‐06 0.61 8/4/06 11:05 Clear Followed too closely, No improper driving Rear End 0 0 S0405/12824‐05 0.61 9/15/05 13:45 Clear Driving too fast for conditions, No improper driving Rear End 0 0 N0405/13863‐04 0.61 10/27/04 17:10 Clear No improper driving, Followed too closely, Swerving or avoiding due to wind,

slippery surface, vehicle, object, non‐motorist in roadway etcHead On 0 0 N

0405/15839‐04 0.61 12/3/04 16:48 Snow No improper driving, Failed to yield right of way Right Turn and Thru, Angle Broadside ‐‐>^‐‐ 0 0 N0405/17453‐07 0.61 12/11/07 17:29 Snow No improper driving Left Turn and Thru, Angle Broadside ‐‐>v‐‐ 0 00405/2344‐04 0.61 1/28/04 6:58 Cloudy Driving too fast for conditions, No improper driving Head On 0 00405/2987‐04 0.61 2/7/04 18:53 Cloudy Swerving or avoiding due to wind, slippery surface, vehicle, object, non‐motorist

in roadway etc, No improper drivingHead On 0 0 N

0405/3740‐05 0.61 2/28/05 8:40 Cloudy Failed to yield right of way, No improper driving Same Direction Sideswipe 0 0 S0405/5423‐06 0.61 2/20/06 15:19 Clear No improper driving, Technology Related Distraction Rear End 1 00405/6854‐06 0.61 5/25/06 16:33 Cloudy Inattention, No improper driving Rear End 0 0 S0405/7209‐07 0.61 5/30/07 12:13 Cloudy Visibility obstructed, No improper driving Rear End 0 0 S0405/7256‐04 0.61 6/2/04 15:58 Clear Distracted, No improper driving Rear End 0 0 N0405/8554‐06 0.61 6/30/06 17:54 Clear No improper driving, Inattention Rear End 2 0 N0405/8902‐05 0.61 6/24/05 12:24 Clear Inattention, No improper driving Rear End 0 0 S0405/9260‐05 0.61 6/23/05 8:27 Clear No improper driving, Inattention Rear End 0 0 N0405/9608‐04 0.61 7/21/04 10:43 Unknown Disregarded traffic signs, signals, road markings, Unknown Rear End 3 0 N0405/3708‐04 0.63 2/12/04 17:08 Clear No improper driving, Driving too fast for conditions, Inattention Rear End 0 0 N0405/4034‐07 0.64 3/16/07 17:23 Cloudy Failed to yield right of way, Failure to keep in proper lane or running off road, No

improper drivingSame Direction Sideswipe 0 0 N


0405/4181‐07 0.64 2/28/07 19:29 Clear No improper driving Opp Direction Sideswipe 0 00405/6778‐03 0.64 6/2/03 8:06 Clear No improper driving, Other improper action Left Turn and Thru, Head On ^v‐‐ 0 0 N0405/3757‐05 0.65 1/3/05 17:45 Cloudy No improper driving, Failed to yield right of way, Inattention Left Turn and Thru, Angle Broadside ‐‐>v‐‐ 0 0 S0405/13025‐05 0.75 8/14/05 15:20 Rain Made an improper turn, Other improper action, No improper driving Opp Direction Sideswipe 0 0 N0405/5992‐04 0.80 11/21/04 16:22 Cloudy Failure to keep in proper lane or running off road, Under the influence of

medication/drugs/alcoholSingle Vehicle Crash 0 0 S

0405/3239‐07 0.82 3/1/07 14:30 Clear Followed too closely, No improper driving Rear End 0 0 S0405/11456‐06 0.84 5/10/06 14:23 Clear No improper driving, Failed to yield right of way Same Direction Sideswipe 0 0 E0405/13256‐05 0.84 9/17/05 15:48 Clear Inattention, Distracted, No improper driving Rear End 0 0 N0405/13806‐06 0.84 3/31/06 16:07 Clear Failed to yield right of way, No improper driving Left Turn and Thru, Angle Broadside ‐‐>v‐‐ 0 0 N0405/15162‐04 0.84 11/24/04 16:57 Rain Other improper action, No improper driving Rear End 1 0 N0405/16603‐06 0.84 12/14/06 15:46 Cloudy Failed to yield right of way, No improper driving Left Turn and Thru, Broadside v<‐‐ 1 00405/17951‐07 0.84 12/14/07 17:00 Cloudy No improper driving Rear End 0 0 N0405/2150‐07 0.84 2/10/07 9:28 Cloudy No improper driving, Driving too fast for conditions Rear End 0 0 S0405/5842‐06 0.84 4/26/06 13:11 Clear Failed to yield right of way, No improper driving Left Turn and Thru, Angle Broadside ‐‐>v‐‐ 1 00405/6930‐03 0.84 5/13/03 18:13 Rain Inattention, Distracted, No improper driving Rear End 0 0 N0405/8929‐06 0.84 6/30/06 23:50 Clear Inattention Rear End 1 00405/9317‐07 0.84 7/19/07 16:45 Rain Distracted, No improper driving Rear End 0 0 N0417/9907‐06 0.84 8/2/06 13:20 Cloudy No improper driving, Failure to keep in proper lane or running off road Same Direction Sideswipe 0 00405/4418‐06 0.86 3/16/06 12:07 Clear No improper driving, Inattention Rear End 0 0 E0405/12903‐03 0.88 8/26/03 7:21 Cloudy Inattention, No improper driving Rear End 0 0 N0405/4819‐06 0.89 2/14/06 18:49 Clear No improper driving Same Direction Sideswipe 0 0 N0405/12003‐03 0.90 10/8/03 19:22 Clear Failed to yield right of way, No improper driving No Turns, Thru moves only, Broadside ^< 0 0 N0405/6798‐03 0.92 6/3/03 13:37 Clear No improper driving, Inattention, Other improper action Rear End 1 00405/13787‐04 0.95 7/24/04 3:58 Clear Under the influence of medication/drugs/alcohol, Exceeded authorized speed

limitSingle Vehicle Crash 1 0 N

0405/14533‐04 0.96 11/11/04 16:41 Clear No improper driving, Inattention Rear End 0 0 N0405/14110‐04 0.97 9/25/04 1:37 Clear Failure to keep in proper lane or running off road Single Vehicle Crash 1 0 S0405/17228‐04 0.97 12/28/04 12:12 Cloudy No improper driving, Inattention, Followed too closely Head On 0 0 N0405/3781‐07 0.97 3/8/07 8:57 Cloudy Driving too fast for conditions Single Vehicle Crash 0 0 S0405/549‐06 0.97 1/6/06 16:49 Snow Followed too closely, No improper driving Rear End 0 0 N0405/8491‐05 0.97 4/27/05 17:45 Rain No improper driving, Followed too closely Rear End 0 0 N0405/861‐03 0.97 1/28/03 16:29 Clear Swerving or avoiding due to wind, slippery surface, vehicle, object, non‐motorist

in roadway etc, No improper drivingNo Turns, Thru moves only, Broadside ^< 0 0 E

0405/8804‐03 0.97 7/10/03 12:26 Clear Inattention, No improper driving Rear End 0 0 S0405/14370‐04 0.98 10/29/04 17:11 Clear No improper driving, Driving too fast for conditions, Followed too closely Rear End 2 0 N0405/515‐07 0.99 1/13/07 10:24 Cloudy No improper driving Same Direction Sideswipe 0 00405/9101‐04 0.99 7/8/04 17:00 Cloudy Inattention, No improper driving Rear End 0 0 N

APPENDIX C

LOS Definition

Synchro LOS and SimTraffic Queuing Worksheets

Level‐of‐Service Definition Level‐of‐service (LOS) is a qualitative measure describing the operating conditions as perceived by motorists driving in a traffic stream. LOS is estimated using the procedures outlined in the 2000 Highway Capacity Manual. In addition to traffic volumes, key inputs include the number of lanes at each intersection and the traffic signal timing plans. The LOS results are based on the existing lane configurations and control types (signalized or unsignalized) at each study intersection.

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 control delay per vehicle. Figure 1 shows the various LOS grades and descriptions for signalized and unsignalized intersections.

Figure 1. Level‐of‐Service Criteria for Signalized and Unsignalized Intersections

Unsignalized Signalized

LOS Characteristics Total Delay (sec) Total Delay (sec)

A Little or no delay ≤ 10.0 ≤ 10.0

B Short delays 10.1‐15.0 10.1‐20.0

C Average delays 15.1‐25.0 20.1‐35.0

D Long delays 25.1‐35.0 35.1‐55.0

E Very long delays 35.1‐50.0 55.1‐80.0

F Extreme delays > 50.0 > 80.0

The delay thresholds for LOS at signalized and unsignalized intersections differ because of the driver’s expectations of the operating efficiency for the respective traffic control conditions. According to HCM procedures, an overall LOS cannot be calculated for two‐way stop‐controlled intersections because not all movements experience delay. In signalized and all‐way stop‐controlled intersections, all movements experience delay and an overall LOS can be calculated.

The VTrans policy on level of service is:

Overall LOS C should be maintained for state‐maintained highways and other streets accessing the state’s facilities

Reduced LOS may be acceptable on a case‐by‐case basis when considering, at minimum, current and future traffic volumes, delays, volume to capacity ratios, crash rates, and negative impacts as a result of improvement necessary to achieve LOS C.

LOS D should be maintained for side roads with volumes exceeding 100 vehicles/hour for a single lane approach (150 vehicles/hour for a two‐lane approach) at two‐way stop‐controlled intersections.

HCM Signalized Intersection Capacity Analysis 2008 AM1: Rathe Road & US 2-7 2/27/2009

2015 PM No Build 7:00 am 9/7/2004 Synchro 7 - Report%user_name% Page 1

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 11 1 37 5 1 1 90 308 15 7 791 132Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 12 12 12 12 12 12 11 12 12 12 12 12Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95Frt 1.00 0.85 1.00 0.85 1.00 0.99 0.98Flt Protected 0.96 1.00 0.96 1.00 0.95 1.00 1.00Satd. Flow (prot) 1566 1392 1414 1252 1616 1747 3429Flt Permitted 0.80 1.00 0.76 1.00 0.31 1.00 0.95Satd. Flow (perm) 1308 1392 1125 1252 520 1747 3268Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 11 1 37 5 1 1 90 308 15 7 791 132RTOR Reduction (vph) 0 0 35 0 0 1 0 1 0 0 10 0Lane Group Flow (vph) 0 12 2 0 6 0 90 322 0 0 920 0Heavy Vehicles (%) 16% 16% 16% 29% 29% 29% 8% 8% 8% 3% 3% 3%Turn Type Perm Perm Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 4 8 8 2 6Actuated Green, G (s) 4.8 4.8 4.8 4.8 65.2 65.2 65.2Effective Green, g (s) 4.8 4.8 4.8 4.8 65.2 65.2 65.2Actuated g/C Ratio 0.06 0.06 0.06 0.06 0.80 0.80 0.80Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 2.0 2.0 0.2 0.2 2.0 2.0 0.2Lane Grp Cap (vph) 77 81 66 73 413 1389 2598v/s Ratio Prot 0.18v/s Ratio Perm c0.01 0.00 0.01 0.00 0.17 c0.28v/c Ratio 0.16 0.03 0.09 0.00 0.22 0.23 0.35Uniform Delay, d1 36.7 36.4 36.5 36.3 2.1 2.1 2.4Progression Factor 1.00 1.00 1.00 1.00 0.50 0.45 1.00Incremental Delay, d2 0.3 0.0 0.2 0.0 1.2 0.4 0.4Delay (s) 37.0 36.4 36.8 36.3 2.2 1.3 2.8Level of Service D D D D A A AApproach Delay (s) 36.6 36.7 1.5 2.8Approach LOS D D A A

Intersection SummaryHCM Average Control Delay 3.8 HCM Level of Service AHCM Volume to Capacity ratio 0.34Actuated Cycle Length (s) 82.0 Sum of lost time (s) 12.0Intersection Capacity Utilization 92.1% ICU Level of Service FAnalysis Period (min) 60c Critical Lane Group

HCM Signalized Intersection Capacity Analysis 2008 AM2: Hercules Drive & US 2-7 2/27/2009


Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsVolume (vph) 24 8 405 86 78 755Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900Total Lost time (s) 7.0 7.0 7.0 7.0Lane Util. Factor 1.00 1.00 0.95 0.95Frt 1.00 0.85 0.97 1.00Flt Protected 0.95 1.00 1.00 1.00Satd. Flow (prot) 1142 1022 3139 3455Flt Permitted 0.95 1.00 1.00 0.85Satd. Flow (perm) 1142 1022 3139 2943Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 24 8 405 86 78 755RTOR Reduction (vph) 0 8 14 0 0 0Lane Group Flow (vph) 24 0 477 0 0 833Heavy Vehicles (%) 58% 58% 12% 12% 4% 4%Turn Type Perm PermProtected Phases 8 2 6Permitted Phases 8 6Actuated Green, G (s) 3.7 3.7 64.3 64.3Effective Green, g (s) 3.7 3.7 64.3 64.3Actuated g/C Ratio 0.05 0.05 0.78 0.78Clearance Time (s) 7.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 52 46 2461 2308v/s Ratio Prot c0.02 0.15v/s Ratio Perm 0.00 c0.28v/c Ratio 0.46 0.01 0.19 0.36Uniform Delay, d1 38.2 37.4 2.3 2.7Progression Factor 1.00 1.00 0.01 0.97Incremental Delay, d2 6.5 0.1 0.2 0.4Delay (s) 44.7 37.5 0.2 3.0Level of Service D D A AApproach Delay (s) 42.9 0.2 3.0Approach LOS D A A


HCM Signalized Intersection Capacity Analysis 2008 AM3: Mountain View Dr & US 2-7 2/27/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 26 6 84 69 17 8 337 457 106 13 708 58Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95Frt 1.00 1.00 0.85 1.00 0.95 1.00 0.97 1.00 0.99Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1703 1792 1524 1752 1756 1703 3309 1736 3432Flt Permitted 0.74 1.00 1.00 0.85 1.00 0.95 1.00 0.95 1.00Satd. Flow (perm) 1328 1792 1524 1568 1756 1703 3309 1736 3432Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 26 6 84 69 17 8 337 457 106 13 708 58RTOR Reduction (vph) 0 0 20 0 0 0 0 16 0 0 7 0Lane Group Flow (vph) 26 6 64 69 25 0 337 547 0 13 759 0Heavy Vehicles (%) 6% 6% 6% 3% 3% 3% 6% 6% 6% 4% 4% 4%Turn Type Perm pm+ov Perm Prot ProtProtected Phases 4 5 8 5 2 1 6Permitted Phases 4 4 8Actuated Green, G (s) 8.0 8.0 36.1 8.0 8.0 28.1 54.4 1.6 27.9Effective Green, g (s) 8.0 8.0 36.1 8.0 8.0 28.1 54.4 1.6 27.9Actuated g/C Ratio 0.10 0.10 0.44 0.10 0.10 0.34 0.66 0.02 0.34Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 0.2 3.0 0.2Lane Grp Cap (vph) 130 175 782 153 171 584 2195 34 1168v/s Ratio Prot 0.00 0.03 0.01 c0.20 0.17 0.01 c0.22v/s Ratio Perm 0.02 0.01 c0.04v/c Ratio 0.20 0.03 0.08 0.45 0.15 0.58 0.25 0.38 0.65Uniform Delay, d1 34.1 33.5 13.3 34.9 33.9 22.1 5.6 39.7 22.9Progression Factor 1.00 1.00 1.00 1.00 1.00 1.11 0.02 0.86 1.12Incremental Delay, d2 0.8 0.1 0.0 2.1 0.4 1.3 0.3 6.9 2.8Delay (s) 34.8 33.6 13.4 37.0 34.3 25.7 0.3 40.9 28.4Level of Service C C B D C C A D CApproach Delay (s) 19.2 36.3 9.8 28.7Approach LOS B D A C

Intersection SummaryHCM Average Control Delay 19.5 HCM Level of Service BHCM Volume to Capacity ratio 0.59Actuated Cycle Length (s) 82.0 Sum of lost time (s) 18.0Intersection Capacity Utilization 70.2% ICU Level of Service CAnalysis Period (min) 60c Critical Lane Group

HCM Signalized Intersection Capacity Analysis 2008 AM4: I-89 NB & US 2-7 2/27/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 0 0 0 138 0 434 95 466 0 0 838 23Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Grade (%) 0% -2% 0% 0%Total Lost time (s) 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 0.88 1.00 0.95 0.91Frt 1.00 0.85 1.00 1.00 1.00Flt Protected 0.95 1.00 0.95 1.00 1.00Satd. Flow (prot) 1720 2708 1687 3374 4920Flt Permitted 0.95 1.00 0.95 1.00 1.00Satd. Flow (perm) 1720 2708 1687 3374 4920Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 0 0 0 138 0 434 95 466 0 0 838 23RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 3 0Lane Group Flow (vph) 0 0 0 0 138 434 95 466 0 0 858 0Heavy Vehicles (%) 0% 0% 0% 6% 6% 6% 7% 7% 7% 5% 5% 5%Turn Type Perm Perm ProtProtected Phases 8 5 2 6Permitted Phases 8 8Actuated Green, G (s) 17.5 17.5 11.0 52.5 35.5Effective Green, g (s) 17.5 17.5 11.0 52.5 35.5Actuated g/C Ratio 0.21 0.21 0.13 0.64 0.43Clearance Time (s) 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 367 578 226 2160 2130v/s Ratio Prot c0.06 0.14 c0.17v/s Ratio Perm 0.08 c0.16v/c Ratio 0.38 0.75 0.42 0.22 0.40Uniform Delay, d1 27.6 30.2 32.6 6.2 16.0Progression Factor 1.00 1.00 0.86 3.06 0.28Incremental Delay, d2 0.6 5.7 0.7 0.2 0.5Delay (s) 28.2 35.9 28.8 19.0 5.0Level of Service C D C B AApproach Delay (s) 0.0 34.0 20.7 5.0Approach LOS A C C A

Intersection SummaryHCM Average Control Delay 17.7 HCM Level of Service BHCM Volume to Capacity ratio 0.50Actuated Cycle Length (s) 82.0 Sum of lost time (s) 18.0Intersection Capacity Utilization 74.6% ICU Level of Service DAnalysis Period (min) 60c Critical Lane Group

HCM Signalized Intersection Capacity Analysis 2008 AM5: I-89 SB & US 2-7 2/27/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 155 1 385 0 0 0 0 406 128 507 469 0Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Grade (%) -2% 0% 0% 0%Total Lost time (s) 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 1.00 0.91 1.00 0.95Frt 1.00 0.85 0.96 1.00 1.00Flt Protected 0.95 1.00 1.00 0.95 1.00Satd. Flow (prot) 1775 1584 4673 1719 3438Flt Permitted 0.95 1.00 1.00 0.95 1.00Satd. Flow (perm) 1775 1584 4673 1719 3438Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 155 1 385 0 0 0 0 406 128 507 469 0RTOR Reduction (vph) 0 0 0 0 0 0 0 69 0 0 0 0Lane Group Flow (vph) 0 156 385 0 0 0 0 465 0 507 469 0Heavy Vehicles (%) 3% 3% 3% 0% 0% 0% 7% 7% 7% 5% 5% 5%Turn Type Perm Perm ProtProtected Phases 4 2 1 6Permitted Phases 4 4Actuated Green, G (s) 21.0 21.0 10.5 32.5 49.0Effective Green, g (s) 21.0 21.0 10.5 32.5 49.0Actuated g/C Ratio 0.26 0.26 0.13 0.40 0.60Clearance Time (s) 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 455 406 598 681 2054v/s Ratio Prot c0.10 c0.29 0.14v/s Ratio Perm 0.09 c0.24v/c Ratio 0.34 0.95 0.78 0.74 0.23Uniform Delay, d1 24.9 30.0 34.6 21.2 7.7Progression Factor 1.00 1.00 0.91 0.79 1.13Incremental Delay, d2 0.5 48.4 10.2 4.3 0.2Delay (s) 25.3 78.3 41.8 20.9 9.0Level of Service C E D C AApproach Delay (s) 63.0 0.0 41.8 15.2Approach LOS E A D B

Intersection SummaryHCM Average Control Delay 34.7 HCM Level of Service CHCM Volume to Capacity ratio 0.82Actuated Cycle Length (s) 82.0 Sum of lost time (s) 18.0Intersection Capacity Utilization 74.6% ICU Level of Service DAnalysis Period (min) 60c Critical Lane Group

HCM Signalized Intersection Capacity Analysis 2008 AM6: South Park St & US 2-7 2/27/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 6 0 2 42 4 76 2 452 37 87 689 77Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95Frt 1.00 0.85 1.00 0.85 0.99 1.00 0.98Flt Protected 0.95 1.00 0.96 1.00 1.00 0.95 1.00Satd. Flow (prot) 1805 1615 1781 1583 3399 1770 3486Flt Permitted 0.73 1.00 0.74 1.00 0.95 0.47 1.00Satd. Flow (perm) 1381 1615 1379 1583 3241 881 3486Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 6 0 2 42 4 76 2 452 37 87 689 77RTOR Reduction (vph) 0 0 2 0 0 69 0 5 0 0 7 0Lane Group Flow (vph) 0 6 0 0 46 7 0 486 0 87 759 0Heavy Vehicles (%) 0% 0% 0% 2% 2% 2% 5% 5% 5% 2% 2% 2%Turn Type Perm Perm Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 4 8 8 2 6Actuated Green, G (s) 7.3 7.3 7.3 7.3 62.7 62.7 62.7Effective Green, g (s) 7.3 7.3 7.3 7.3 62.7 62.7 62.7Actuated g/C Ratio 0.09 0.09 0.09 0.09 0.76 0.76 0.76Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 123 144 123 141 2478 674 2666v/s Ratio Prot c0.22v/s Ratio Perm 0.00 0.00 c0.03 0.00 0.15 0.10v/c Ratio 0.05 0.00 0.37 0.05 0.20 0.13 0.28Uniform Delay, d1 34.2 34.0 35.2 34.2 2.7 2.5 2.9Progression Factor 1.00 1.00 1.00 1.00 1.00 1.01 0.98Incremental Delay, d2 0.2 0.0 1.9 0.1 0.2 0.3 0.2Delay (s) 34.3 34.0 37.1 34.3 2.8 2.9 3.1Level of Service C C D C A A AApproach Delay (s) 34.3 35.4 2.8 3.0Approach LOS C D A A


SimTraffic P2015 PM No Build2/26/2009

1: Rathe Road & US 2-7 Performance by movement

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR AllTotal Delay (hr) 0.1 0 0.1 0 0 0 0.2 0.2 0 0 1 0.2 1.9Delay / Veh (s) 46.2 57.1 7.8 48.3 50.2 6.7 8.9 1.8 0.8 6.1 4.5 6.3 4.8Stop Delay (hr) 0.1 0 0.1 0 0 0 0.2 0 0 0 0.4 0.2 1.1St Del/Veh (s) 44.3 52.4 7.2 47 47.6 6.7 6.6 0.2 0.1 3.8 2 5.3 2.8Total Stops 10 1 36 3 1 2 61 5 1 3 33 18 174Stop/Veh 1 1 0.95 1 1 1 0.73 0.02 0.07 0.43 0.04 0.13 0.13Travel Dist (mi) 1.4 0.2 5.1 0.4 0.1 0.3 10.9 41.4 1.9 1 114 20.5 197.1Travel Time (hr) 0.2 0 0.3 0.1 0 0 0.6 1.2 0.1 0 4 0.9 7.4Avg Speed (mph) 8 8 21 7 8 23 20 34 28 25 31 28 29Fuel Used (gal) 0.6 0.1 1.5 0.2 0.1 0.1 2.7 11.5 0.4 0.3 39.6 5.8 62.7Fuel Eff. (mpg) 2.2 2.3 3.4 2.2 2.4 4 4.1 3.6 4.8 3.9 2.9 3.5 3.1HC Emissions (g) 0 0 1 0 0 0 1 6 0 0 8 1 16CO Emissions (g) 41 1 138 1 0 0 107 1065 24 10 2683 409 4479NOx Emissions (g) 0 0 2 0 0 0 2 17 0 0 23 3 47Vehicles Entered 10 1 38 3 1 2 84 328 14 7 763 137 1388Vehicles Exited 10 1 38 3 1 2 84 327 14 7 763 138 1388Hourly Exit Rate 10 1 38 3 1 2 84 327 14 7 763 138 1388Input Volume 11 1 37 5 1 1 90 329 15 7 791 132 1420% of Volume 91 100 103 60 100 200 93 99 93 100 96 105 98Denied Entry Before 0 0 0 0 0 0 0 0 0 0 1 0 1Denied Entry After 0 0 0 0 0 0 0 0 0 0 0 0 0Density (ft/veh) 863Occupancy (veh) 0 0 0 0 0 0 1 1 0 0 4 1 7

2: Hercules Drive & US 2-7 Performance by movement

Movement WBL WBR NBT NBR SBL SBT AllTotal Delay (hr) 0.3 0 0.3 0 0.2 0.5 1.2Delay / Veh (s) 43.8 5.3 2.4 1.5 7.8 2.4 3.3Stop Delay (hr) 0.2 0 0 0 0.1 0.2 0.6St Del/Veh (s) 41.5 4.7 0.2 0.1 6 1 1.6Total Stops 21 7 6 5 41 68 148Stop/Veh 1 1 0.01 0.06 0.57 0.09 0.11Travel Dist (mi) 5.9 1.8 111.4 20.7 6.1 62.2 208.1Travel Time (hr) 0.5 0.1 3.2 0.6 0.4 2.1 6.8Avg Speed (mph) 13 25 35 32 17 30 30Fuel Used (gal) 2.2 0.5 34 5.8 1.3 17 60.9Fuel Eff. (mpg) 2.7 3.4 3.3 3.6 4.5 3.6 3.4HC Emissions (g) 4 1 14 2 0 4 24CO Emissions (g) 543 159 3069 546 38 859 5214NOx Emissions (g) 8 3 40 7 1 12 70Vehicles Entered 21 6 426 77 72 736 1338Vehicles Exited 21 7 428 77 72 735 1340Hourly Exit Rate 21 7 428 77 72 735 1340Input Volume 24 8 435 86 78 757 1388% of Volume 88 88 98 90 92 97 97Denied Entry Before 0 0 0 0 0 0 0Denied Entry After 0 0 0 0 0 0 0Density (ft/veh) 997Occupancy (veh) 0 0 3 1 0 2 7

3: Mountain View Dr & US 2-7 Performance by movement

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR AllTotal Delay (hr) 0.3 0 0.2 1 0.3 0.1 5.1 0.5 0.1 0.2 4.6 0.3 12.8Delay / Veh (s) 49.9 36.6 8 49.4 51.2 40.3 54.9 4.3 2.4 54.7 23.9 19.4 24.6Stop Delay (hr) 0.3 0 0.2 0.9 0.2 0.1 4.6 0.1 0 0.2 3.3 0.2 10.1St Del/Veh (s) 48 33.4 7.7 45.8 47.2 38.3 48.9 0.9 0.2 51.2 16.7 14.2 19.5Total Stops 23 4 44 68 16 8 264 11 6 11 407 36 898Stop/Veh 0.96 1 0.56 0.92 0.84 0.89 0.79 0.02 0.06 1 0.58 0.61 0.48Travel Dist (mi) 2 0.4 6.5 8.5 2.1 1 28.4 37.5 9.1 2.9 189.1 16.2 303.7Travel Time (hr) 0.4 0.1 0.5 1.3 0.3 0.1 6.2 1.6 0.5 0.3 9.5 0.8 21.6Avg Speed (mph) 5 7 18 6 7 8 5 23 20 12 20 20 14Fuel Used (gal) 1.3 0.2 1.9 5.1 1.3 0.6 22.3 25.5 4 1.2 61.3 4.8 129.5Fuel Eff. (mpg) 1.6 2.1 3.3 1.7 1.6 1.7 1.3 1.5 2.3 2.5 3.1 3.3 2.3HC Emissions (g) 0 0 0 1 0 0 4 9 1 0 16 1 33CO Emissions (g) 61 3 89 171 49 16 910 2815 354 35 3737 219 8461NOx Emissions (g) 0 0 1 2 0 0 11 25 4 0 47 3 93Vehicles Entered 24 5 78 74 18 9 335 447 108 11 701 59 1869Vehicles Exited 24 4 78 74 19 9 335 444 108 11 702 60 1868Hourly Exit Rate 24 4 78 74 19 9 335 444 108 11 702 60 1868Input Volume 26 6 84 69 17 8 337 463 106 13 721 58 1908% of Volume 92 67 93 107 112 112 99 96 102 85 97 103 98Denied Entry Before 0 0 0 0 0 0 0 0 0 0 0 0 0Denied Entry After 0 0 0 0 0 0 0 0 0 0 0 0 0Density (ft/veh) 379Occupancy (veh) 0 0 0 1 0 0 6 2 0 0 10 1 21

4: I-89 NB & US 2-7 Performance by movement

Movement WBL WBR NBL NBT SBT SBR AllTotal Delay (hr) 2.1 7.4 1.1 2.4 2.8 0 15.7Delay / Veh (s) 56.5 61.3 41.8 18.7 12.1 4 28.8Stop Delay (hr) 1.9 6.6 1 1.6 1.5 0 12.7St Del/Veh (s) 52.1 55.3 37.7 12.7 6.7 2.2 23.3Total Stops 132 467 93 339 212 5 1248Stop/Veh 0.99 1.08 1.02 0.74 0.26 0.22 0.63Travel Dist (mi) 20.4 66.1 5.1 26.2 71.8 2 191.6Travel Time (hr) 2.9 9.7 1.3 3.2 4.7 0.1 22Avg Speed (mph) 7 7 4 8 15 18 9Fuel Used (gal) 11.2 38.1 4.5 18.8 39.7 0.9 113.2Fuel Eff. (mpg) 1.8 1.7 1.1 1.4 1.8 2.3 1.7HC Emissions (g) 2 8 1 5 8 0 24CO Emissions (g) 467 1710 197 1222 2818 80 6494NOx Emissions (g) 5 19 2 14 26 1 67Vehicles Entered 135 431 91 462 823 23 1965Vehicles Exited 134 434 91 461 824 23 1967Hourly Exit Rate 134 434 91 461 824 23 1967Input Volume 138 434 95 473 846 23 2009% of Volume 97 100 96 97 97 100 98Denied Entry Before 0 0 0 0 0 0 0Denied Entry After 0 0 0 0 0 0 0Density (ft/veh) 215Occupancy (veh) 3 10 1 3 5 0 22

5: I-89 SB & US 2-7 Performance by movement

Movement EBL EBT EBR NBT NBR SBL SBT AllTotal Delay (hr) 5.9 0 16 5.2 1 3.6 1 32.7Delay / Veh (s) 136.8 149.4 46.3 26.5 27.1 7.9 58Stop Delay (hr) 5.1 0 14.1 4.5 0.8 3.1 0.7 28.3St Del/Veh (s) 120.1 131.6 39.9 22.2 22.9 5.7 50.2Total Stops 412 1 1043 383 101 251 142 2333Stop/Veh 2.68 2.71 0.94 0.78 0.52 0.3 1.15Travel Dist (mi) 34.9 0.1 87.2 39.1 11.7 27.7 27.4 228.2Travel Time (hr) 7.1 0 19.3 6.3 1.4 4.7 1.9 40.7Avg Speed (mph) 5 7 5 6 8 6 15 6Fuel Used (gal) 23.4 0 60 22.6 5.1 16.5 15.5 143.2Fuel Eff. (mpg) 1.5 2 1.5 1.7 2.3 1.7 1.8 1.6HC Emissions (g) 2 0 6 4 1 2 4 19CO Emissions (g) 468 0 1099 1070 265 457 1258 4616NOx Emissions (g) 6 0 13 10 3 6 11 49Vehicles Entered 157 0 388 408 131 481 472 2037Vehicles Exited 151 0 383 407 129 483 471 2024Hourly Exit Rate 151 0 383 407 129 483 471 2024Input Volume 155 1 385 418 128 507 471 2065% of Volume 97 0 99 97 101 95 100 98Denied Entry Before 0 0 0 0 0 0 0 0Denied Entry After 0 0 0 0 0 0 0 0Density (ft/veh) 119Occupancy (veh) 7 0 19 6 1 5 2 41

6: South Park St & US 2-7 Performance by movement

Movement EBL EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR AllTotal Delay (hr) 0.1 0 0.4 0 0.2 0 0.3 0 0.2 1 0.1 2.3Delay / Veh (s) 37.6 7.9 38.1 28.9 8.6 23.7 2.1 1.1 10.3 5.1 3.2 5.5Stop Delay (hr) 0.1 0 0.4 0 0.2 0 0.2 0 0.2 0.4 0 1.5St Del/Veh (s) 36.1 7.7 36.7 26.6 7.7 22.6 1.2 0.9 8 2.2 1.6 3.5Total Stops 5 1 34 4 74 1 52 10 58 153 22 414Stop/Veh 1 0.5 0.92 0.8 0.92 1 0.12 0.24 0.67 0.22 0.28 0.28Travel Dist (mi) 0.4 0.1 1.6 0.2 3.4 0.1 38.2 3.5 8.2 66.3 7.6 129.7Travel Time (hr) 0.1 0 0.5 0 0.4 0 1.3 0.1 0.6 3.1 0.4 6.6Avg Speed (mph) 6 16 3 5 13 11 29 24 14 21 19 20Fuel Used (gal) 0.2 0 1.3 0.2 1.5 0 13.4 0.9 3.8 35.7 3 60.1Fuel Eff. (mpg) 2.1 3.7 1.2 1.3 2.2 2.9 2.8 3.8 2.2 1.9 2.6 2.2HC Emissions (g) 0 0 0 0 0 0 4 0 1 8 1 13CO Emissions (g) 2 0 26 4 72 2 1187 61 208 3005 189 4755NOx Emissions (g) 0 0 0 0 1 0 10 0 2 24 2 39Vehicles Entered 5 2 36 5 81 1 444 41 86 703 80 1484Vehicles Exited 5 2 38 5 80 1 444 41 86 704 80 1486Hourly Exit Rate 5 2 38 5 80 1 444 41 86 704 80 1486Input Volume 6 2 42 4 76 2 452 37 87 706 77 1491% of Volume 83 100 90 125 105 50 98 111 99 100 104 100Denied Entry Before 0 0 0 0 0 0 0 0 0 0 0 0Denied Entry After 0 0 0 0 0 0 0 0 0 0 0 0Density (ft/veh) 725Occupancy (veh) 0 0 0 0 0 0 1 0 1 3 0 6

Total Network Performance

Total Delay (hr) 70.5Delay / Veh (s) 83.5Stop Delay (hr) 56.6St Del/Veh (s) 67Total Stops 5378Stop/Veh 1.77Travel Dist (mi) 1900.4Travel Time (hr) 130.3Avg Speed (mph) 15Fuel Used (gal) 823.8Fuel Eff. (mpg) 2.3HC Emissions (g) 197CO Emissions (g) 51896NOx Emissions (g) 564Vehicles Entered 3050Vehicles Exited 3028Hourly Exit Rate 3028Input Volume 15147% of Volume 20Denied Entry Before 1Denied Entry After 0Density (ft/veh) 339Occupancy (veh) 129

SimTraffic ReportPage 0

�Arterial Lev2015 PM No Build2/26/2009

Arterial Level of Service: NB US 2-7

Delay Travel Dist Arterial Run 1 Run 1 Run 2 Run 2 Run 3 Run 3 Run 4 Run 4 Run 5 Run 5Cross Street Node (s/veh) time (s) (mi) Speed Speed Delay Speed Delay Speed Delay Speed Delay Speed DelaySouth Park St 6 2.1 10.8 0.2 62 62 2.1 61 2.3 62 2.2 63 2.1 62 2I-89 SB 5 46.3 55.4 0.1 6 7 41.5 6 54.6 5 57.5 8 38.2 8 38.3I-89 NB 4 22 27.1 0.1 7 7 23.5 8 21 8 20.4 7 21.3 7 24Mountain View Dr 3 5.2 13.1 0.1 25 23 5.9 25 4.7 24 5.7 26 4.5 25 5Hercules Drive 2 2.4 26.5 0.3 38 38 2.3 38 2.3 38 2.3 38 2.5 38 2.5 21 0.9 8.9 0.1 34 35 0.8 35 0.9 35 0.8 34 1.1 34 1Rathe Road 1 1.8 13.5 0.1 36 36 1.7 37 1.6 37 1.6 36 1.7 35 2.1Total 80.6 155.3 0.9 21 22 77.8 21 87.5 20 90.6 23 71.3 22 74.8

Arterial Level of Service: SB US 2-7

Delay Travel Dist Arterial Run 1 Run 1 Run 2 Run 2 Run 3 Run 3 Run 4 Run 4 Run 5 Run 5Cross Street Node (s/veh) time (s) (mi) Speed Speed Delay Speed Delay Speed Delay Speed Delay Speed DelayRathe Road 1 4.5 18.7 0.2 33 33 4.4 34 3.9 33 4.8 33 4.4 32 5.1 21 0.9 13.5 0.1 36 36 0.9 36 0.8 36 1 36 0.9 35 1Hercules Drive 2 2.4 10.2 0.1 30 32 1.9 30 2.5 29 2.6 31 2.3 29 2.6Mountain View Dr 3 24.1 49.1 0.3 20 21 23.8 21 22.9 20 24.8 20 25 20 23.9I-89 NB 4 11.2 19.3 0.1 17 18 9.4 18 10.1 19 9 17 11.3 13 16.1I-89 SB 5 2.2 7.4 0.1 26 26 2.1 28 1.7 25 2.7 27 2.2 27 2.1South Park St 6 4.7 13.5 0.1 26 26 4.9 26 5.2 25 5.3 27 4.4 29 3.7Total 50 131.8 0.9 25 25 47.4 25 47 25 50.2 25 50.4 24 54.5


�Queuing an2015 PM No Build2/26/2009

Intersection: 1: Rathe Road & US 2-7

Movement EB EB WB WB NB NB SB SBDirections Served LT R LT R L TR LT TRMaximum Queue (ft) 59 54 32 29 74 54 76 73Average Queue (ft) 14 24 4 2 28 4 18 1495th Queue (ft) 44 54 20 13 59 25 59 48Link Distance (ft) 702 763 639 781Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 100 200 300 140Storage Blk Time (%) Queuing Penalty (veh)

Intersection: 2: Hercules Drive & US 2-7

Movement WB WB NB NB SB SBDirections Served L R T TR LT TMaximum Queue (ft) 118 61 76 40 139 135Average Queue (ft) 30 8 8 3 45 3495th Queue (ft) 84 38 41 19 106 102Link Distance (ft) 1483 1396 1396 393 393Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 100Storage Blk Time (%) 1 0Queuing Penalty (veh) 0 0

Intersection: 3: Mountain View Dr & US 2-7

Movement EB EB EB WB WB NB NB NB SB SB SBDirections Served L T R L TR L T TR L T TRMaximum Queue (ft) 75 32 71 136 76 294 402 151 45 271 287Average Queue (ft) 21 4 26 59 26 204 86 6 11 156 15895th Queue (ft) 55 19 53 110 61 319 347 72 34 254 270Link Distance (ft) 436 609 380 380 1396 1396Upstream Blk Time (%) 6Queuing Penalty (veh) 27Storage Bay Dist (ft) 230 100 150 270 335Storage Blk Time (%) 0 11 0Queuing Penalty (veh) 0 26 0

Intersection: 4: I-89 NB & US 2-7

Movement WB WB WB NB NB NB SB SB SBDirections Served LT R R L T T T T TRMaximum Queue (ft) 394 421 243 199 241 195 275 233 122Average Queue (ft) 150 218 143 83 138 97 92 50 3195th Queue (ft) 329 382 255 166 233 174 233 172 84Link Distance (ft) 799 234 234 234 380 380 380Upstream Blk Time (%) 0 1 0 0 0Queuing Penalty (veh) 0 1 0 0 0Storage Bay Dist (ft) 500 220Storage Blk Time (%) 0 12 0Queuing Penalty (veh) 1 42 1

Intersection: 5: I-89 SB & US 2-7

Movement EB EB B22 NB NB NB SB SB SBDirections Served LT R T T T TR L T TMaximum Queue (ft) 1000 195 197 185 234 265 266 224 150Average Queue (ft) 684 193 48 94 116 132 159 74 5895th Queue (ft) 1209 204 315 169 208 232 261 171 121Link Distance (ft) 1135 933 452 452 452 234 234 234Upstream Blk Time (% 7 0 6 1 0Queuing Penalty (veh) 0 0 18 3 0Storage Bay Dist (ft) 170Storage Blk Time (%) 4 61Queuing Penalty (veh) 15 96

Intersection: 6: South Park St & US 2-7

Movement EB EB WB WB NB NB SB SB SBDirections Served LT R LT R LT TR L T TRMaximum Queue (ft) 40 29 82 54 71 80 85 117 134Average Queue (ft) 5 1 31 29 15 22 31 40 6095th Queue (ft) 25 12 66 49 47 57 68 95 126Link Distance (ft) 432 219 452 452Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 100 100 280Storage Blk Time (%) 0Queuing Penalty (veh) 0

Network SummaryNetwork wide Queuing Penalty: 230


HCM Signalized Intersection Capacity Analysis 2008 AM Low1: Rathe Road & US 2-7 2/27/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 58 1 80 5 1 2 229 490 16 7 967 240Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 12 12 12 12 12 12 11 12 12 12 12 12Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95Frt 1.00 0.85 1.00 0.85 1.00 1.00 0.97Flt Protected 0.95 1.00 0.96 1.00 0.95 1.00 1.00Satd. Flow (prot) 1561 1392 1414 1252 1616 1751 3400Flt Permitted 0.73 1.00 0.73 1.00 0.21 1.00 0.95Satd. Flow (perm) 1189 1392 1080 1252 362 1751 3240Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 58 1 80 5 1 2 229 490 16 7 967 240RTOR Reduction (vph) 0 0 72 0 0 2 0 1 0 0 20 0Lane Group Flow (vph) 0 59 8 0 6 0 229 505 0 0 1194 0Heavy Vehicles (%) 16% 16% 16% 29% 29% 29% 8% 8% 8% 3% 3% 3%Turn Type Perm Perm Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 4 8 8 2 6Actuated Green, G (s) 7.9 7.9 7.9 7.9 62.1 62.1 62.1Effective Green, g (s) 7.9 7.9 7.9 7.9 62.1 62.1 62.1Actuated g/C Ratio 0.10 0.10 0.10 0.10 0.76 0.76 0.76Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 2.0 2.0 0.2 0.2 2.0 2.0 0.2Lane Grp Cap (vph) 115 134 104 121 274 1326 2454v/s Ratio Prot 0.29v/s Ratio Perm c0.05 0.01 0.01 0.00 c0.63 0.37v/c Ratio 0.51 0.06 0.06 0.00 0.84 0.38 0.49Uniform Delay, d1 35.2 33.7 33.7 33.5 6.6 3.4 3.8Progression Factor 1.00 1.00 1.00 1.00 1.07 0.56 1.00Incremental Delay, d2 1.6 0.1 0.1 0.0 29.4 0.8 0.7Delay (s) 36.8 33.7 33.8 33.5 36.4 2.7 4.5Level of Service D C C C D A AApproach Delay (s) 35.0 33.7 13.2 4.5Approach LOS D C B A

Intersection SummaryHCM Average Control Delay 9.7 HCM Level of Service AHCM Volume to Capacity ratio 0.80Actuated Cycle Length (s) 82.0 Sum of lost time (s) 12.0Intersection Capacity Utilization 117.4% ICU Level of Service HAnalysis Period (min) 60c Critical Lane Group

HCM Signalized Intersection Capacity Analysis 2008 AM Low2: Hercules Drive & US 2-7 2/27/2009


Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsVolume (vph) 47 43 675 110 112 952Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900Total Lost time (s) 7.0 7.0 7.0 7.0Lane Util. Factor 1.00 1.00 0.95 0.95Frt 1.00 0.85 0.98 1.00Flt Protected 0.95 1.00 1.00 0.99Satd. Flow (prot) 1142 1022 3155 3453Flt Permitted 0.95 1.00 1.00 0.75Satd. Flow (perm) 1142 1022 3155 2613Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 47 43 675 110 112 952RTOR Reduction (vph) 0 39 13 0 0 0Lane Group Flow (vph) 47 4 772 0 0 1064Heavy Vehicles (%) 58% 58% 12% 12% 4% 4%Turn Type Perm PermProtected Phases 8 2 6Permitted Phases 8 6Actuated Green, G (s) 8.0 8.0 60.0 60.0Effective Green, g (s) 8.0 8.0 60.0 60.0Actuated g/C Ratio 0.10 0.10 0.73 0.73Clearance Time (s) 7.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 111 100 2309 1912v/s Ratio Prot c0.04 0.24v/s Ratio Perm 0.00 c0.41v/c Ratio 0.42 0.04 0.33 0.56Uniform Delay, d1 34.8 33.5 3.9 5.0Progression Factor 1.00 1.00 0.04 1.32Incremental Delay, d2 2.6 0.2 0.4 1.1Delay (s) 37.4 33.7 0.5 7.7Level of Service D C A AApproach Delay (s) 35.7 0.5 7.7Approach LOS D A A


HCM Signalized Intersection Capacity Analysis 2008 AM Low3: Mountain View Dr & US 2-7 2/27/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 42 20 194 148 29 23 421 724 190 24 883 97Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95Frt 1.00 1.00 0.85 1.00 0.93 1.00 0.97 1.00 0.99Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1703 1792 1524 1752 1722 1703 3299 1736 3420Flt Permitted 0.72 1.00 1.00 0.85 1.00 0.95 1.00 0.95 1.00Satd. Flow (perm) 1296 1792 1524 1568 1722 1703 3299 1736 3420Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 42 20 194 148 29 23 421 724 190 24 883 97RTOR Reduction (vph) 0 0 8 0 0 0 0 23 0 0 10 0Lane Group Flow (vph) 42 20 186 148 52 0 421 891 0 24 970 0Heavy Vehicles (%) 6% 6% 6% 3% 3% 3% 6% 6% 6% 4% 4% 4%Turn Type Perm pm+ov Perm Prot ProtProtected Phases 4 5 8 5 2 1 6Permitted Phases 4 4 8Actuated Green, G (s) 11.5 11.5 39.5 11.5 11.5 28.0 49.2 3.3 24.5Effective Green, g (s) 11.5 11.5 39.5 11.5 11.5 28.0 49.2 3.3 24.5Actuated g/C Ratio 0.14 0.14 0.48 0.14 0.14 0.34 0.60 0.04 0.30Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 0.2 3.0 0.2Lane Grp Cap (vph) 182 251 846 220 242 582 1979 70 1022v/s Ratio Prot 0.01 0.08 0.03 c0.25 0.27 0.01 c0.28v/s Ratio Perm 0.03 0.05 c0.09v/c Ratio 0.23 0.08 0.22 0.67 0.21 0.72 0.45 0.34 0.95Uniform Delay, d1 31.3 30.6 12.3 33.5 31.2 23.6 9.0 38.3 28.1Progression Factor 1.00 1.00 1.00 1.00 1.00 1.04 0.10 0.80 1.20Incremental Delay, d2 0.7 0.1 0.1 8.2 0.4 3.6 0.6 2.6 22.9Delay (s) 32.0 30.8 12.5 41.6 31.7 28.3 1.5 33.1 56.7Level of Service C C B D C C A C EApproach Delay (s) 17.1 39.0 9.9 56.2Approach LOS B D A E


HCM Signalized Intersection Capacity Analysis 2008 AM Low4: I-89 NB & US 2-7 2/27/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 0 0 0 147 0 603 101 731 0 0 1166 61Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Grade (%) 0% -2% 0% 0%Total Lost time (s) 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 0.88 1.00 0.95 0.91Frt 1.00 0.85 1.00 1.00 0.99Flt Protected 0.95 1.00 0.95 1.00 1.00Satd. Flow (prot) 1720 2708 1687 3374 4903Flt Permitted 0.95 1.00 0.95 1.00 1.00Satd. Flow (perm) 1720 2708 1687 3374 4903Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 0 0 0 147 0 603 101 731 0 0 1166 61RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 7 0Lane Group Flow (vph) 0 0 0 0 147 603 101 731 0 0 1220 0Heavy Vehicles (%) 0% 0% 0% 6% 6% 6% 7% 7% 7% 5% 5% 5%Turn Type Perm Perm ProtProtected Phases 8 5 2 6Permitted Phases 8 8Actuated Green, G (s) 19.9 19.9 11.0 50.1 33.1Effective Green, g (s) 19.9 19.9 11.0 50.1 33.1Actuated g/C Ratio 0.24 0.24 0.13 0.61 0.40Clearance Time (s) 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 417 657 226 2061 1979v/s Ratio Prot 0.06 c0.22 c0.25v/s Ratio Perm 0.09 c0.22v/c Ratio 0.35 0.92 0.45 0.35 0.62Uniform Delay, d1 25.7 30.3 32.7 7.9 19.4Progression Factor 1.00 1.00 0.87 3.01 0.36Incremental Delay, d2 0.5 22.7 0.1 0.2 0.9Delay (s) 26.2 53.0 28.6 24.0 7.8Level of Service C D C C AApproach Delay (s) 0.0 47.7 24.6 7.8Approach LOS A D C A


HCM Signalized Intersection Capacity Analysis 2008 AM Low5: I-89 SB & US 2-7 2/27/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 262 1 409 0 0 0 0 570 136 677 636 0Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Grade (%) -2% 0% 0% 0%Total Lost time (s) 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 1.00 0.91 1.00 0.95Frt 1.00 0.85 0.97 1.00 1.00Flt Protected 0.95 1.00 1.00 0.95 1.00Satd. Flow (prot) 1775 1584 4708 1719 3438Flt Permitted 0.95 1.00 1.00 0.95 1.00Satd. Flow (perm) 1775 1584 4708 1719 3438Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 262 1 409 0 0 0 0 570 136 677 636 0RTOR Reduction (vph) 0 0 0 0 0 0 0 49 0 0 0 0Lane Group Flow (vph) 0 263 409 0 0 0 0 657 0 677 636 0Heavy Vehicles (%) 3% 3% 3% 0% 0% 0% 7% 7% 7% 5% 5% 5%Turn Type Perm Perm ProtProtected Phases 4 2 1 6Permitted Phases 4 4Actuated Green, G (s) 21.1 21.1 10.4 32.5 48.9Effective Green, g (s) 21.1 21.1 10.4 32.5 48.9Actuated g/C Ratio 0.26 0.26 0.13 0.40 0.60Clearance Time (s) 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 457 408 597 681 2050v/s Ratio Prot c0.14 c0.39 0.18v/s Ratio Perm 0.15 c0.26v/c Ratio 0.58 1.00 1.10 0.99 0.31Uniform Delay, d1 26.5 30.4 35.8 24.7 8.2Progression Factor 1.00 1.00 0.92 0.95 0.80Incremental Delay, d2 1.8 91.5 209.3 56.2 0.3Delay (s) 28.3 121.9 242.1 79.5 6.9Level of Service C F F E AApproach Delay (s) 85.3 0.0 242.1 44.3Approach LOS F A F D

Intersection SummaryHCM Average Control Delay 106.4 HCM Level of Service FHCM Volume to Capacity ratio 1.01Actuated Cycle Length (s) 82.0 Sum of lost time (s) 18.0Intersection Capacity Utilization 81.1% ICU Level of Service DAnalysis Period (min) 60c Critical Lane Group

HCM Signalized Intersection Capacity Analysis 2008 AM Low6: South Park St & US 2-7 2/27/2009




SimTraffic P2015 PM No Build2/26/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR AllTotal Delay (hr) 0.6 0 0.2 0 0 0 4.3 1.2 0 0 3.1 0.7 10.3Delay / Veh (s) 38.6 32.2 10.1 33.2 41.2 8.4 69 8.7 6.8 14.1 11.5 10.7 17.6Stop Delay (hr) 0.5 0 0.2 0 0 0 4 0.7 0 0 1.5 0.5 7.7St Del/Veh (s) 36.1 28.5 8.5 31.6 37 8.3 63.9 5.2 4.7 10 5.7 8 13.1Total Stops 49 1 78 5 1 1 258 75 4 3 173 73 721Stop/Veh 0.91 1 0.9 1 1 1 1.14 0.15 0.24 0.5 0.18 0.31 0.34Travel Dist (mi) 7.2 0.1 11.6 0.7 0.2 0.2 28.8 61.9 2.2 0.8 143 35.3 292Travel Time (hr) 0.9 0 0.7 0.1 0 0 5.3 2.8 0.1 0.1 6.8 1.9 18.6Avg Speed (mph) 9 9 19 10 11 22 6 25 22 19 25 25 18Fuel Used (gal) 3.3 0.1 4.1 0.3 0.1 0 16.2 22.4 0.6 0.2 48.3 10.8 106.2Fuel Eff. (mpg) 2.2 2 2.8 2.7 2.9 3.6 1.8 2.8 3.8 3.6 3 3.3 2.7HC Emissions (g) 2 0 3 0 0 0 2 11 0 0 8 2 28CO Emissions (g) 312 1 500 9 0 6 443 2418 24 5 2547 727 6992NOx Emissions (g) 4 0 6 0 0 0 5 30 0 0 24 6 76Vehicles Entered 54 1 87 5 1 1 229 508 17 6 958 237 2104Vehicles Exited 54 1 87 5 1 1 223 505 17 6 957 237 2094Hourly Exit Rate 54 1 87 5 1 1 223 505 17 6 957 237 2094Input Volume 58 1 80 5 1 2 229 538 16 7 967 240 2144% of Volume 93 100 109 100 100 50 97 94 106 86 99 99 98Denied Entry Before 0 0 0 0 0 0 0 0 0 0 1 0 1Denied Entry After 0 0 0 0 0 0 0 0 0 0 1 0 1Density (ft/veh) 356Occupancy (veh) 1 0 1 0 0 0 5 2 0 0 6 1 16


Movement WBL WBR NBT NBR SBL SBT AllTotal Delay (hr) 0.5 0.1 0.9 0.1 1 5.6 8.2Delay / Veh (s) 42.4 7.5 4.8 2.1 34.6 21.3 15.3Stop Delay (hr) 0.5 0.1 0.1 0 0.9 4.3 5.9St Del/Veh (s) 39.8 5.9 0.7 0.3 30.3 16.3 11Total Stops 43 45 37 11 115 483 734Stop/Veh 0.93 1.02 0.05 0.11 1.07 0.51 0.38Travel Dist (mi) 13.2 12.3 180.8 27.1 9 79.3 321.7Travel Time (hr) 1 0.5 5.6 0.9 1.3 7.6 17Avg Speed (mph) 13 24 32 31 7 11 19Fuel Used (gal) 4.8 3.8 59.4 8.2 4.1 32.1 112.4Fuel Eff. (mpg) 2.7 3.2 3 3.3 2.2 2.5 2.9HC Emissions (g) 9 7 23 4 0 5 47CO Emissions (g) 1319 1087 5598 891 64 1105 10063NOx Emissions (g) 19 17 66 10 1 14 127Vehicles Entered 47 44 689 100 108 947 1935Vehicles Exited 46 44 692 102 106 935 1925Hourly Exit Rate 46 44 692 102 106 935 1925Input Volume 47 43 726 110 112 953 1991% of Volume 98 102 95 93 95 98 97Denied Entry Before 0 0 0 0 0 0 0Denied Entry After 0 0 0 0 0 0 0Density (ft/veh) 405Occupancy (veh) 1 1 6 1 1 7 17


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR AllTotal Delay (hr) 0.5 0.2 0.7 4.4 0.5 0.5 5.1 1.1 0.2 1 48.9 5.6 68.7Delay / Veh (s) 43.4 37.8 13.6 109 65.1 64.8 45.9 5.8 3.6 153.2 206.9 207 92.1Stop Delay (hr) 0.5 0.2 0.6 4.1 0.5 0.5 4.4 0.3 0 0.8 41.6 4.8 58.3St Del/Veh (s) 41 34.3 12.3 102.9 58.4 60.5 39.4 1.4 0.7 129.5 176.3 177.3 78.3Total Stops 37 19 110 207 36 38 325 41 21 68 2828 337 4067Stop/Veh 0.9 0.83 0.58 1.43 1.24 1.27 0.82 0.06 0.12 2.96 3.33 3.47 1.52Travel Dist (mi) 3.4 1.9 15.7 16.8 3.3 3.4 33.8 57.7 14.6 6.2 230.3 26.7 413.9Travel Time (hr) 0.6 0.3 1.4 5 0.6 0.7 6.4 2.7 0.8 1.2 54.8 6.4 80.9Avg Speed (mph) 6 6 14 3 5 5 5 21 18 5 4 4 5Fuel Used (gal) 2.1 1.1 6 16 2.5 2.5 24.2 37.9 6.3 4.2 179.3 20.5 302.7Fuel Eff. (mpg) 1.6 1.7 2.6 1 1.3 1.4 1.4 1.5 2.3 1.5 1.3 1.3 1.4HC Emissions (g) 1 0 1 1 0 1 5 12 2 0 32 3 58CO Emissions (g) 129 42 355 376 72 146 1013 3841 511 122 6598 622 13826NOx Emissions (g) 1 0 4 3 1 1 13 36 6 1 75 7 148Vehicles Entered 41 23 190 145 28 30 399 687 173 23 879 101 2719Vehicles Exited 42 23 190 145 29 30 397 683 174 23 822 94 2652Hourly Exit Rate 42 23 190 145 29 30 397 683 174 23 822 94 2652Input Volume 42 20 194 148 29 23 421 732 190 24 908 97 2828% of Volume 100 115 98 98 100 130 94 93 92 96 91 97 94Denied Entry Before 0 0 0 0 0 0 0 0 0 0 0 0 0Denied Entry After 0 0 0 0 0 0 0 0 0 0 3 0 3Density (ft/veh) 102Occupancy (veh) 1 0 1 5 1 1 6 3 1 1 54 6 79


Movement WBL WBR NBL NBT SBT SBR AllTotal Delay (hr) 3.4 15.9 0.8 3.9 12.7 0.2 36.8Delay / Veh (s) 87.9 96.1 32.9 20.8 42.1 9.6 50.3Stop Delay (hr) 3.1 14.3 0.7 2.6 9.7 0.1 30.6St Del/Veh (s) 80.9 86.5 28.8 14 32.2 6.3 41.8Total Stops 192 951 87 577 1022 22 2851Stop/Veh 1.37 1.6 0.99 0.86 0.94 0.38 1.08Travel Dist (mi) 21.3 91.3 4.9 38 94.1 5 254.7Travel Time (hr) 4.2 19.2 1 5.1 15.3 0.4 45.2Avg Speed (mph) 6 5 5 8 6 14 6Fuel Used (gal) 14.9 66.8 3.9 26.8 73 2.6 187.8Fuel Eff. (mpg) 1.4 1.4 1.3 1.4 1.3 1.9 1.4HC Emissions (g) 3 12 1 7 14 1 36CO Emissions (g) 583 2475 149 1476 3625 209 8516NOx Emissions (g) 6 28 2 19 39 2 96Vehicles Entered 141 599 88 668 1084 57 2637Vehicles Exited 140 594 88 667 1082 58 2629Hourly Exit Rate 140 594 88 667 1082 58 2629Input Volume 147 603 101 741 1174 61 2827% of Volume 95 99 87 90 92 95 93Denied Entry Before 0 0 0 0 0 0 0Denied Entry After 2 8 0 0 0 0 10Density (ft/veh) 110Occupancy (veh) 4 17 1 5 15 0 43


Movement EBL EBT EBR NBT NBR SBL SBT AllTotal Delay (hr) 13.7 0.1 22.2 30.9 5.9 7 1.2 81.1Delay / Veh (s) 201.4 160.1 206.9 206.4 177.1 40.2 7.6 116.3Stop Delay (hr) 12 0.1 19.5 28.9 5.5 6 0.8 72.9St Del/Veh (s) 176.7 139 181.7 193.2 166.7 34.2 4.9 104.5Total Stops 901 6 1432 1336 292 472 156 4595Stop/Veh 3.68 3 3.7 2.48 2.45 0.75 0.27 1.83Travel Dist (mi) 55.3 0.4 87.2 51.9 10.8 36.4 34 275.9Travel Time (hr) 15.7 0.1 25.5 32.3 6.3 8.5 2.3 90.6Avg Speed (mph) 4 4 3 2 2 4 15 3Fuel Used (gal) 48.6 0.3 76.8 85.5 16.1 29 21.8 278.1Fuel Eff. (mpg) 1.1 1.1 1.1 0.6 0.7 1.3 1.6 1HC Emissions (g) 4 0 6 16 4 4 6 41CO Emissions (g) 929 3 1268 2684 607 854 1973 8317NOx Emissions (g) 11 0 15 23 5 11 17 83Vehicles Entered 251 2 395 555 122 631 585 2541Vehicles Exited 239 2 379 523 118 630 585 2476Hourly Exit Rate 239 2 379 523 118 630 585 2476Input Volume 262 1 409 589 136 677 637 2711% of Volume 91 200 93 89 87 93 92 91Denied Entry Before 0 0 0 0 0 0 0 0Denied Entry After 0 0 0 4 2 0 0 6Density (ft/veh) 55Occupancy (veh) 16 0 26 31 6 8 2 88


Movement EBL EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR AllTotal Delay (hr) 0.1 0 0.5 0 1.2 0 2.7 0.2 0.4 1.3 0.1 6.6Delay / Veh (s) 62.6 14.1 44.4 44.3 45 14.3 16.9 15 13 6 4.4 13.4Stop Delay (hr) 0.1 0 0.5 0 1.2 0 2.2 0.2 0.3 0.6 0.1 5.2St Del/Veh (s) 61 14 42.9 41.5 44.2 12.8 14 13.5 10.6 2.8 2.5 10.6Total Stops 6 1 37 4 89 2 253 23 76 191 29 711Stop/Veh 1 1 0.9 1 0.93 1 0.44 0.53 0.72 0.24 0.32 0.4Travel Dist (mi) 0.5 0.1 1.7 0.2 4.1 0.2 49.4 3.7 10 74.7 8.6 153.2Travel Time (hr) 0.1 0 0.6 0.1 1.4 0 4.2 0.3 0.8 3.6 0.5 11.6Avg Speed (mph) 4 16 3 3 3 13 12 11 13 21 18 14Fuel Used (gal) 0.3 0 1.7 0.2 4.1 0.1 21.7 1.5 4.4 38.5 3.3 75.9Fuel Eff. (mpg) 1.6 3.4 1 1.1 1 2.9 2.3 2.4 2.2 1.9 2.6 2HC Emissions (g) 0 0 0 0 0 0 5 0 0 8 0 15CO Emissions (g) 3 0 31 2 95 2 1448 97 222 3169 177 5246NOx Emissions (g) 0 0 0 0 1 0 12 1 2 25 1 43Vehicles Entered 7 1 41 4 99 2 580 44 105 794 90 1767Vehicles Exited 6 1 41 4 95 2 567 43 105 796 90 1750Hourly Exit Rate 6 1 41 4 95 2 567 43 105 796 90 1750Input Volume 8 2 44 4 105 2 594 39 111 863 94 1866% of Volume 75 50 93 100 90 100 95 110 95 92 96 94Denied Entry Before 0 0 0 0 1 0 0 0 0 0 0 1Denied Entry After 0 0 0 0 1 0 0 0 0 0 0 1Density (ft/veh) 412Occupancy (veh) 0 0 1 0 1 0 4 0 1 4 0 11


Total Delay (hr) 224.5Delay / Veh (s) 192.9Stop Delay (hr) 189.1St Del/Veh (s) 162.5Total Stops 14489Stop/Veh 3.46Travel Dist (mi) 2579Travel Time (hr) 305.8Avg Speed (mph) 9Fuel Used (gal) 1440.4Fuel Eff. (mpg) 1.8HC Emissions (g) 334CO Emissions (g) 81695NOx Emissions (g) 885Vehicles Entered 4295Vehicles Exited 4084Hourly Exit Rate 4084Input Volume 21130% of Volume 19Denied Entry Before 2Denied Entry After 23Density (ft/veh) 147Occupancy (veh) 297




Delay Travel Dist Arterial Run 1 Run 1 Run 2 Run 2 Run 3 Run 3 Run 4 Run 4 Run 5 Run 5Cross Street Node (s/veh) time (s) (mi) Speed Speed Delay Speed Delay Speed Delay Speed Delay Speed DelaySouth Park St 6 16.9 26.3 0.2 25 24 17.3 12 47.3 39 7.8 42 6.7 42 6.8I-89 SB 5 208.9 217.9 0.1 2 1 242.7 2 200.8 2 199.1 2 245.7 2 155.4I-89 NB 4 24.9 29.9 0.1 7 7 25.4 7 24.4 7 24.6 7 22.8 6 27.1Mountain View Dr 3 7.6 15.5 0.1 21 21 7.7 21 7.4 21 7.6 22 6.4 19 8.7Hercules Drive 2 4.5 28.7 0.3 35 35 4.7 35 4.5 35 4.8 35 4.3 35 4.2 21 2.8 10.8 0.1 28 25 4.3 26 3.9 30 2 31 1.9 31 1.7Rathe Road 1 8.7 20 0.1 27 26 8.2 18 25.6 34 3.2 34 3.3 33 3.3Total 274.3 349.2 0.9 10 9 310.4 9 313.9 11 249.2 10 291.2 12 207.3


Delay Travel Dist Arterial Run 1 Run 1 Run 2 Run 2 Run 3 Run 3 Run 4 Run 4 Run 5 Run 5Cross Street Node (s/veh) time (s) (mi) Speed Speed Delay Speed Delay Speed Delay Speed Delay Speed DelayRathe Road 1 11.5 25.6 0.2 26 26 13 26 11.2 26 11.7 26 11.1 27 10.5 21 4.2 16.7 0.1 29 32 2.4 27 5.3 22 8.9 33 2.1 33 2Hercules Drive 2 21.3 29.1 0.1 11 15 13.5 7 38.9 7 41 21 7.1 22 6.3Mountain View Dr 3 208.9 233.9 0.3 4 4 205.2 3 281.6 3 307.4 9 91.7 5 166.1I-89 NB 4 39.5 47.6 0.1 7 9 29.6 8 32.2 5 51.2 7 39.1 6 46.7I-89 SB 5 2.9 8.1 0.1 24 24 2.9 25 2.8 24 3.1 24 3 25 2.6South Park St 6 5.6 14.3 0.1 25 22 7.4 24 6.2 27 4.5 27 4.5 26 5Total 293.9 375.1 0.9 9 9 273.9 7 378.2 7 427.9 14 158.6 10 239.1




Movement EB EB WB WB NB NB B21 SB SBDirections Served LT R LT R L TR T LT TRMaximum Queue (ft) 111 108 36 30 315 471 142 143 150Average Queue (ft) 45 42 6 1 153 83 8 67 6395th Queue (ft) 90 79 26 13 306 408 88 128 127Link Distance (ft) 702 763 639 393 781Upstream Blk Time (%) 2 0Queuing Penalty (veh) 15 1Storage Bay Dist (ft) 100 200 300 140Storage Blk Time (%) 1 0 9 0 0 0Queuing Penalty (veh) 1 0 43 0 0 1


Movement WB WB NB NB SB SB B21 B21Directions Served L R T TR LT T T TMaximum Queue (ft) 167 122 130 102 378 382 124 123Average Queue (ft) 57 37 31 11 168 162 13 1595th Queue (ft) 129 89 92 51 390 399 99 104Link Distance (ft) 1483 1396 1396 393 393 639 639Upstream Blk Time (%) 6 6Queuing Penalty (veh) 32 34Storage Bay Dist (ft) 100Storage Blk Time (%) 3 0Queuing Penalty (veh) 1 0


Movement EB EB EB WB WB NB NB NB SB SB SBDirections Served L T R L TR L T TR L T TRMaximum Queue (ft) 84 154 124 360 167 294 403 189 302 1216 1236Average Queue (ft) 30 23 55 171 68 210 81 21 49 868 88795th Queue (ft) 68 88 106 360 159 318 315 98 215 1566 1585Link Distance (ft) 436 609 380 380 1396 1396Upstream Blk Time (%) 0 3 0 6 10Queuing Penalty (veh) 0 22 0 28 48Storage Bay Dist (ft) 230 100 150 270 335Storage Blk Time (%) 0 2 23 0 9 56Queuing Penalty (veh) 0 1 12 0 34 13


Movement WB WB WB NB NB NB SB SB SBDirections Served LT R R L T T T T TRMaximum Queue (ft) 478 682 245 178 260 233 414 423 362Average Queue (ft) 284 385 193 70 191 154 316 292 14295th Queue (ft) 564 755 290 138 272 233 488 498 336Link Distance (ft) 799 234 234 234 380 380 380Upstream Blk Time (%) 5 0 3 0 9 4 0Queuing Penalty (veh) 0 0 8 0 35 17 0Storage Bay Dist (ft) 500 220Storage Blk Time (%) 3 29 4Queuing Penalty (veh) 20 132 16


Movement EB EB B22 NB NB NB SB SB SBDirections Served LT R T T T TR L T TMaximum Queue (ft) 1221 195 898 476 484 479 297 263 259Average Queue (ft) 1074 193 345 350 363 367 242 127 7095th Queue (ft) 1509 200 880 556 553 551 285 272 170Link Distance (ft) 1135 933 452 452 452 234 234 234Upstream Blk Time (% 40 2 16 18 19 28 4 0Queuing Penalty (veh) 0 0 37 41 46 125 19 1Storage Bay Dist (ft) 170Storage Blk Time (%) 17 58Queuing Penalty (veh) 68 152


Movement EB EB WB WB NB NB SB SB SBDirections Served LT R LT R LT TR L T TRMaximum Queue (ft) 44 24 149 89 219 241 100 136 138Average Queue (ft) 7 1 50 46 64 79 36 52 7295th Queue (ft) 29 12 148 100 210 233 76 112 134Link Distance (ft) 432 219 452 452Upstream Blk Time (%) 4Queuing Penalty (veh) 0Storage Bay Dist (ft) 100 100 280Storage Blk Time (%) 0 9Queuing Penalty (veh) 0 4



HCM Signalized Intersection Capacity Analysis 2008 AM Low - Mitigated1: Rathe Road & US 2-7 2/27/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 58 1 80 5 1 2 229 490 16 7 967 240Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 12 12 12 12 12 12 11 12 12 12 12 12Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 0.95Frt 1.00 0.85 1.00 0.85 1.00 1.00 0.97Flt Protected 0.95 1.00 0.96 1.00 0.95 1.00 1.00Satd. Flow (prot) 1556 1395 1414 1252 1616 3327 3400Flt Permitted 0.75 1.00 0.71 1.00 0.21 1.00 0.95Satd. Flow (perm) 1235 1395 1050 1252 363 3327 3239Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 58 1 80 5 1 2 229 490 16 7 967 240RTOR Reduction (vph) 0 72 0 0 0 2 0 2 0 0 20 0Lane Group Flow (vph) 58 9 0 0 6 0 229 504 0 0 1194 0Heavy Vehicles (%) 16% 16% 16% 29% 29% 29% 8% 8% 8% 3% 3% 3%Turn Type Perm Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 8 8 2 6Actuated Green, G (s) 7.7 7.7 7.7 7.7 62.3 62.3 62.3Effective Green, g (s) 7.7 7.7 7.7 7.7 62.3 62.3 62.3Actuated g/C Ratio 0.09 0.09 0.09 0.09 0.76 0.76 0.76Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 2.0 2.0 0.2 0.2 2.0 2.0 0.2Lane Grp Cap (vph) 116 131 99 118 276 2528 2461v/s Ratio Prot 0.01 0.15v/s Ratio Perm c0.05 0.01 0.00 c0.63 0.37v/c Ratio 0.50 0.06 0.06 0.00 0.83 0.20 0.49Uniform Delay, d1 35.3 33.9 33.9 33.7 6.4 2.8 3.7Progression Factor 1.00 1.00 1.00 1.00 1.53 0.53 1.00Incremental Delay, d2 1.2 0.1 0.1 0.0 28.1 0.2 0.7Delay (s) 36.6 33.9 33.9 33.7 37.9 1.7 4.4Level of Service D C C C D A AApproach Delay (s) 35.0 33.9 13.0 4.4Approach LOS D C B A


HCM Signalized Intersection Capacity Analysis 2008 AM Low - Mitigated2: Hercules Drive & US 2-7 2/27/2009


Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsVolume (vph) 47 43 675 110 112 952Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900Total Lost time (s) 7.0 7.0 7.0 7.0Lane Util. Factor 1.00 1.00 0.95 0.95Frt 1.00 0.85 0.98 1.00Flt Protected 0.95 1.00 1.00 0.99Satd. Flow (prot) 1142 1022 3155 3453Flt Permitted 0.95 1.00 1.00 0.75Satd. Flow (perm) 1142 1022 3155 2613Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 47 43 675 110 112 952RTOR Reduction (vph) 0 39 13 0 0 0Lane Group Flow (vph) 47 4 772 0 0 1064Heavy Vehicles (%) 58% 58% 12% 12% 4% 4%Turn Type Perm PermProtected Phases 8 2 6Permitted Phases 8 6Actuated Green, G (s) 8.0 8.0 60.0 60.0Effective Green, g (s) 8.0 8.0 60.0 60.0Actuated g/C Ratio 0.10 0.10 0.73 0.73Clearance Time (s) 7.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 111 100 2309 1912v/s Ratio Prot c0.04 0.24v/s Ratio Perm 0.00 c0.41v/c Ratio 0.42 0.04 0.33 0.56Uniform Delay, d1 34.8 33.5 3.9 5.0Progression Factor 1.00 1.00 0.48 1.29Incremental Delay, d2 2.6 0.2 0.4 1.1Delay (s) 37.4 33.7 2.3 7.5Level of Service D C A AApproach Delay (s) 35.7 2.3 7.5Approach LOS D A A


HCM Signalized Intersection Capacity Analysis 2008 AM Low - Mitigated3: Mountain View Dr & US 2-7 2/27/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 42 20 194 148 29 23 421 724 190 24 883 97Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 1.00 0.88 0.97 1.00 1.00 0.95 1.00 1.00 0.95Frt 1.00 1.00 0.85 1.00 0.93 1.00 1.00 0.85 1.00 0.99Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00Satd. Flow (prot) 1703 1792 2682 3400 1722 1703 3406 1524 1736 3420Flt Permitted 0.72 1.00 1.00 0.85 1.00 0.95 1.00 1.00 0.95 1.00Satd. Flow (perm) 1296 1792 2682 3042 1722 1703 3406 1524 1736 3420Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 42 20 194 148 29 23 421 724 190 24 883 97RTOR Reduction (vph) 0 0 14 0 0 0 0 0 72 0 10 0Lane Group Flow (vph) 42 20 180 148 52 0 421 724 118 24 970 0Heavy Vehicles (%) 6% 6% 6% 3% 3% 3% 6% 6% 6% 4% 4% 4%Turn Type Perm pm+ov Perm Prot Perm ProtProtected Phases 4 5 8 5 2 1 6Permitted Phases 4 4 8 2Actuated Green, G (s) 9.6 9.6 38.0 9.6 9.6 28.4 51.1 51.1 3.3 26.0Effective Green, g (s) 9.6 9.6 38.0 9.6 9.6 28.4 51.1 51.1 3.3 26.0Actuated g/C Ratio 0.12 0.12 0.46 0.12 0.12 0.35 0.62 0.62 0.04 0.32Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 0.2 0.2 3.0 0.2Lane Grp Cap (vph) 152 210 1439 356 202 590 2123 950 70 1084v/s Ratio Prot 0.01 0.04 0.03 c0.25 0.21 0.01 c0.28v/s Ratio Perm 0.03 0.02 c0.05 0.08v/c Ratio 0.28 0.10 0.13 0.42 0.26 0.71 0.34 0.12 0.34 0.90Uniform Delay, d1 33.0 32.3 12.5 33.6 33.0 23.3 7.4 6.3 38.3 26.7Progression Factor 1.00 1.00 1.00 1.00 1.00 0.93 0.50 0.03 0.78 1.21Incremental Delay, d2 1.0 0.2 0.0 0.8 0.7 3.3 0.4 0.2 2.6 11.6Delay (s) 34.0 32.5 12.6 34.4 33.6 25.0 4.1 0.4 32.4 43.8Level of Service C C B C C C A A C DApproach Delay (s) 17.6 34.2 10.1 43.5Approach LOS B C B D


HCM Signalized Intersection Capacity Analysis 2008 AM Low - Mitigated4: I-89 NB & US 2-7 2/27/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 0 0 0 147 0 603 101 731 0 0 1166 61Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Grade (%) 0% -2% 0% 0%Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 0.88 1.00 0.95 0.91 1.00Frt 1.00 0.85 1.00 1.00 1.00 0.85Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00Satd. Flow (prot) 1720 2708 1687 3374 4940 1538Flt Permitted 0.95 1.00 0.95 1.00 1.00 1.00Satd. Flow (perm) 1720 2708 1687 3374 4940 1538Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 0 0 0 147 0 603 101 731 0 0 1166 61RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 0 36Lane Group Flow (vph) 0 0 0 0 147 603 101 731 0 0 1166 25Heavy Vehicles (%) 0% 0% 0% 6% 6% 6% 7% 7% 7% 5% 5% 5%Turn Type Perm Perm Prot PermProtected Phases 8 5 2 6Permitted Phases 8 8 6Actuated Green, G (s) 19.9 19.9 11.0 50.1 33.1 33.1Effective Green, g (s) 19.9 19.9 11.0 50.1 33.1 33.1Actuated g/C Ratio 0.24 0.24 0.13 0.61 0.40 0.40Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 417 657 226 2061 1994 621v/s Ratio Prot 0.06 c0.22 c0.24v/s Ratio Perm 0.09 c0.22 0.02v/c Ratio 0.35 0.92 0.45 0.35 0.58 0.04Uniform Delay, d1 25.7 30.3 32.7 7.9 19.1 14.8Progression Factor 1.00 1.00 1.00 1.00 0.32 0.13Incremental Delay, d2 0.5 22.7 1.4 0.5 0.9 0.1Delay (s) 26.2 53.0 34.1 8.4 7.1 2.1Level of Service C D C A A AApproach Delay (s) 0.0 47.7 11.5 6.8Approach LOS A D B A


HCM Signalized Intersection Capacity Analysis 2008 AM Low - Mitigated5: I-89 SB & US 2-7 2/27/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 262 1 409 0 0 0 0 570 136 677 636 0Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Grade (%) -2% 0% 0% 0%Total Lost time (s) 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 1.00 0.91 0.97 1.00Frt 1.00 0.85 0.97 1.00 1.00Flt Protected 0.95 1.00 1.00 0.95 1.00Satd. Flow (prot) 1775 1584 4708 3335 1810Flt Permitted 0.95 1.00 1.00 0.95 1.00Satd. Flow (perm) 1775 1584 4708 3335 1810Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 262 1 409 0 0 0 0 570 136 677 636 0RTOR Reduction (vph) 0 0 0 0 0 0 0 35 0 0 0 0Lane Group Flow (vph) 0 263 409 0 0 0 0 671 0 677 636 0Heavy Vehicles (%) 3% 3% 3% 0% 0% 0% 7% 7% 7% 5% 5% 5%Turn Type Split custom SplitProtected Phases 4 4 4 2 6 6Permitted Phases 2Actuated Green, G (s) 20.6 47.0 26.4 42.5 42.5Effective Green, g (s) 20.6 47.0 26.4 42.5 42.5Actuated g/C Ratio 0.19 0.44 0.25 0.40 0.40Clearance Time (s) 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 340 781 1156 1318 716v/s Ratio Prot c0.15 0.10 c0.14 0.20 c0.35v/s Ratio Perm 0.16v/c Ratio 0.77 0.52 0.58 0.51 0.89Uniform Delay, d1 41.2 22.1 35.7 24.7 30.3Progression Factor 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 11.2 0.6 2.2 0.3 15.0Delay (s) 52.5 22.7 37.8 25.0 45.3Level of Service D C D C DApproach Delay (s) 34.4 0.0 37.8 34.8Approach LOS C A D C

Intersection SummaryHCM Average Control Delay 35.5 HCM Level of Service DHCM Volume to Capacity ratio 0.77Actuated Cycle Length (s) 107.5 Sum of lost time (s) 18.0Intersection Capacity Utilization 72.6% ICU Level of Service CAnalysis Period (min) 60c Critical Lane Group

HCM Signalized Intersection Capacity Analysis 2008 AM Low - Mitigated6: South Park St & US 2-7 2/27/2009




SimTraffic 2015 PM No Build2/26/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR AllTotal Delay (hr) 0.7 0 0.1 0 0 0 7.8 1.3 0 0 3.3 0.8 14.1Delay / Veh (s) 39.4 25 4.4 32.1 37.1 8.2 120.9 8.7 4.8 14.5 12.3 11.4 23.5Stop Delay (hr) 0.6 0 0.1 0 0 0 7.5 1 0 0 1.7 0.6 11.6St Del/Veh (s) 37.1 22.5 4 30.6 34.3 8.1 115.5 6.9 3.9 9.5 6.3 8.6 19.3Total Stops 55 0 73 4 1 1 286 31 2 3 177 78 711Stop/Veh 0.92 0 0.87 0.8 1 0.5 1.23 0.06 0.11 0.5 0.18 0.32 0.33Travel Dist (mi) 8 0.1 11.2 0.6 0.1 0.3 29.7 65.1 2.4 0.9 144.6 35.9 298.9Travel Time (hr) 1 0 0.6 0.1 0 0 8.8 3 0.1 0.1 7.1 2 22.6Avg Speed (mph) 8 10 20 9 9 21 4 32 27 19 25 24 15Fuel Used (gal) 3.9 0 3.1 0.2 0.1 0.1 24.3 22.7 0.6 0.3 48.5 11.1 114.7Fuel Eff. (mpg) 2.1 2.4 3.6 2.6 2.5 3.6 1.2 2.9 4.3 3.6 3 3.2 2.6HC Emissions (g) 2 0 2 0 0 0 3 12 0 0 8 2 30CO Emissions (g) 397 0 355 2 0 10 602 2661 21 4 2486 738 7277NOx Emissions (g) 5 0 5 0 0 0 6 34 0 0 23 6 80Vehicles Entered 60 1 84 4 1 2 240 533 19 6 977 243 2170Vehicles Exited 60 1 84 5 1 2 226 530 19 6 975 243 2152Hourly Exit Rate 60 1 84 5 1 2 226 530 19 6 975 243 2152Input Volume 58 1 80 5 1 2 229 538 16 7 967 240 2144% of Volume 103 100 105 100 100 100 99 99 119 86 101 101 100Denied Entry Before 0 0 0 0 0 0 0 0 0 0 1 0 1Denied Entry After 0 0 0 0 0 0 3 4 0 0 1 0 8Density (ft/veh) 337Occupancy (veh) 1 0 1 0 0 0 8 2 0 0 6 1 19


Movement WBL WBR NBT NBR SBL SBT AllTotal Delay (hr) 0.5 0.1 0.9 0.1 0.5 1.9 4.1Delay / Veh (s) 40.4 10.4 4.5 4.3 17.5 7.1 7.4Stop Delay (hr) 0.4 0.1 0.2 0 0.4 1 2.2St Del/Veh (s) 38 8.9 0.8 0.8 14.5 3.7 3.9Total Stops 39 47 52 18 93 255 504Stop/Veh 0.93 1 0.07 0.17 0.83 0.27 0.25Travel Dist (mi) 11.9 13.3 192.7 29.1 9.4 81 337.4Travel Time (hr) 0.9 0.6 5.9 1 0.9 4 13.3Avg Speed (mph) 13 22 32 29 11 20 25Fuel Used (gal) 4.4 4.2 61.4 8.1 2.8 24.2 105.2Fuel Eff. (mpg) 2.7 3.1 3.1 3.6 3.3 3.3 3.2HC Emissions (g) 8 7 25 4 0 4 48CO Emissions (g) 1228 1174 5638 742 58 1065 9907NOx Emissions (g) 18 18 72 10 1 14 132Vehicles Entered 43 47 729 108 112 962 2001Vehicles Exited 42 47 734 108 111 961 2003Hourly Exit Rate 42 47 734 108 111 961 2003Input Volume 47 43 726 110 112 953 1991% of Volume 89 109 101 98 99 101 101Denied Entry Before 0 0 0 0 0 0 0Denied Entry After 0 0 0 0 0 0 0Density (ft/veh) 515Occupancy (veh) 1 1 6 1 1 4 13


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR AllTotal Delay (hr) 0.5 0.2 0.7 2.2 0.3 0.4 5.7 1.2 0.1 0.4 19.5 2.8 34.1Delay / Veh (s) 46.8 36 13.1 53.5 44.9 46.1 49.9 6 1.6 61.2 78.1 99.6 43.6Stop Delay (hr) 0.5 0.2 0.6 2 0.3 0.4 5 0.6 0 0.4 15.2 2.3 27.6St Del/Veh (s) 44.5 32.6 12.1 49.8 40 44.2 43.7 3 0.7 53.3 60.9 82 35.3Total Stops 38 20 109 143 24 26 357 128 41 27 1301 183 2397Stop/Veh 0.93 0.87 0.56 0.97 0.89 0.87 0.87 0.17 0.22 1.12 1.45 1.81 0.85Travel Dist (mi) 3.4 1.9 15.7 17 3.1 3.4 34.1 60.8 15.5 6.4 240.4 27.5 429.2Travel Time (hr) 0.7 0.3 1.4 2.8 0.4 0.5 7 3 0.8 0.6 25.7 3.6 46.8Avg Speed (mph) 6 6 14 6 8 7 5 21 21 11 9 8 9Fuel Used (gal) 2.2 1 6 10.4 1.9 2.1 24.5 36.8 5.9 3 117.5 14.5 225.7Fuel Eff. (mpg) 1.5 1.8 2.6 1.6 1.6 1.7 1.4 1.7 2.6 2.2 2 1.9 1.9HC Emissions (g) 1 0 2 1 0 0 5 13 2 0 28 3 55CO Emissions (g) 137 35 376 310 84 105 922 4099 625 114 6739 611 14156NOx Emissions (g) 1 0 4 3 1 1 11 37 6 1 75 7 146Vehicles Entered 41 23 193 148 27 30 411 733 186 24 902 103 2821Vehicles Exited 41 23 192 148 27 29 407 731 187 24 896 100 2805Hourly Exit Rate 41 23 192 148 27 29 407 731 187 24 896 100 2805Input Volume 42 20 194 148 29 23 421 732 190 24 908 97 2828% of Volume 98 115 99 100 93 126 97 100 98 100 99 103 99Denied Entry Before 0 0 0 0 0 0 0 0 0 0 0 0 0Denied Entry After 0 0 0 0 0 0 0 0 0 0 0 0 0Density (ft/veh) 205Occupancy (veh) 1 0 1 3 0 0 7 3 1 1 25 4 46


Movement WBL WBR NBL NBT SBT SBR AllTotal Delay (hr) 6.9 13.5 1.6 2.6 12.8 0.1 37.4Delay / Veh (s) 177.5 82.3 60.1 12.7 39.9 4.2 48.5Stop Delay (hr) 6.6 12.3 1.5 1.6 10.1 0 32.1St Del/Veh (s) 169.8 74.7 55.7 8 31.6 2.2 41.7Total Stops 233 763 98 286 837 24 2241Stop/Veh 1.66 1.29 1.02 0.39 0.73 0.4 0.81Travel Dist (mi) 21.2 89.6 5.5 43.1 101 5.3 265.7Travel Time (hr) 7.7 16.7 1.8 4 15.7 0.3 46.2Avg Speed (mph) 3 6 3 11 6 18 6Fuel Used (gal) 22.6 60.5 5.8 32.3 68.8 2.8 192.7Fuel Eff. (mpg) 0.9 1.5 1 1.3 1.5 1.9 1.4HC Emissions (g) 3 10 1 10 12 1 37CO Emissions (g) 624 2308 169 2793 3104 280 9278NOx Emissions (g) 6 26 2 29 34 2 99Vehicles Entered 140 593 97 735 1158 60 2783Vehicles Exited 141 589 96 744 1145 60 2775Hourly Exit Rate 141 589 96 744 1145 60 2775Input Volume 147 603 101 741 1174 61 2827% of Volume 96 98 95 100 98 98 98Denied Entry Before 0 0 0 0 0 0 0Denied Entry After 0 0 0 0 0 0 0Density (ft/veh) 116Occupancy (veh) 7 16 2 4 16 0 45


Movement EBL EBT EBR NBT NBR SBL SBT AllTotal Delay (hr) 3.7 0 3.1 7.1 1.1 5.7 6.8 27.4Delay / Veh (s) 50.9 55.9 27.3 43.9 29.3 29.9 39.9 36.9Stop Delay (hr) 3.1 0 2.2 5.9 0.9 4.8 5.6 22.5St Del/Veh (s) 42.7 47.5 19.1 36.8 24.2 25.4 33.3 30.3Total Stops 265 1 335 504 98 464 440 2107Stop/Veh 1.01 1 0.82 0.87 0.75 0.68 0.72 0.79Travel Dist (mi) 60 0.3 92.8 54.6 11.3 39 35.8 293.8Travel Time (hr) 5.9 0 6.6 8.6 1.5 7.2 7.8 37.6Avg Speed (mph) 10 12 14 6 8 5 5 8Fuel Used (gal) 23.9 0.1 30 31.7 5.4 26 34.4 151.6Fuel Eff. (mpg) 2.5 2.6 3.1 1.7 2.1 1.5 1 1.9HC Emissions (g) 3 0 3 7 1 4 6 24CO Emissions (g) 549 1 608 1560 270 854 1416 5259NOx Emissions (g) 7 0 9 16 3 11 19 64Vehicles Entered 266 1 411 582 130 673 606 2669Vehicles Exited 261 1 406 577 130 687 613 2675Hourly Exit Rate 261 1 406 577 130 687 613 2675Input Volume 262 1 409 589 136 677 637 2711% of Volume 100 100 99 98 96 101 96 99Denied Entry Before 0 0 0 0 0 0 0 0Denied Entry After 0 0 0 0 0 0 0 0Density (ft/veh) 128Occupancy (veh) 6 0 7 9 1 7 8 38


Movement EBL EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR AllTotal Delay (hr) 0.1 0 0.5 0 0.3 0 0.5 0 0.3 1 0.1 2.7Delay / Veh (s) 41.5 12.7 37.2 39.5 9.3 10.9 2.8 1.4 10.2 4.2 3.4 5.3Stop Delay (hr) 0.1 0 0.4 0 0.2 0 0.3 0 0.2 0.4 0 1.7St Del/Veh (s) 39.9 12.7 35.8 36.6 8.4 9.9 1.6 1 7.4 1.5 1.6 3.3Total Stops 6 1 39 4 90 1 86 8 80 129 22 466Stop/Veh 1 1 0.89 1 0.87 0.5 0.15 0.18 0.71 0.15 0.24 0.25Travel Dist (mi) 0.5 0.1 1.9 0.2 4.3 0.2 50.4 3.8 10.7 78.5 8.9 159.5Travel Time (hr) 0.1 0 0.5 0.1 0.5 0 1.9 0.2 0.8 3.4 0.5 7.9Avg Speed (mph) 6 17 3 4 12 15 27 23 14 23 19 21Fuel Used (gal) 0.3 0 1.6 0.2 2.1 0.1 18.1 1.1 5.5 47.7 3.9 80.4Fuel Eff. (mpg) 2.1 3.4 1.2 1.1 2.1 3 2.8 3.5 2 1.6 2.3 2HC Emissions (g) 0 0 0 0 0 0 5 0 1 12 1 18CO Emissions (g) 2 0 24 2 78 2 1613 83 324 4627 250 7005NOx Emissions (g) 0 0 0 0 1 0 14 1 2 35 2 55Vehicles Entered 7 1 44 4 103 2 587 45 113 837 94 1837Vehicles Exited 6 1 44 4 103 2 586 45 112 835 93 1831Hourly Exit Rate 6 1 44 4 103 2 586 45 112 835 93 1831Input Volume 8 2 44 4 105 2 594 39 111 863 94 1866% of Volume 75 50 100 100 98 100 99 115 101 97 99 98Denied Entry Before 0 0 0 0 1 0 0 0 0 0 0 1Denied Entry After 0 0 0 0 0 0 0 0 0 0 0 0Density (ft/veh) 601Occupancy (veh) 0 0 1 0 0 0 2 0 1 3 0 8


Total Delay (hr) 123.4Delay / Veh (s) 102.8Stop Delay (hr) 98.8St Del/Veh (s) 82.3Total Stops 8510Stop/Veh 1.97Travel Dist (mi) 2694Travel Time (hr) 208.4Avg Speed (mph) 13Fuel Used (gal) 1245.5Fuel Eff. (mpg) 2.2HC Emissions (g) 326CO Emissions (g) 83388NOx Emissions (g) 906Vehicles Entered 4351Vehicles Exited 4295Hourly Exit Rate 4295Input Volume 21130% of Volume 20Denied Entry Before 2Denied Entry After 8Density (ft/veh) 228Occupancy (veh) 203




Delay Travel Dist Arterial Run 1 Run 1 Run 2 Run 2 Run 3 Run 3 Run 4 Run 4 Run 08100 Run 08100\Cross Street Node (s/veh) time (s) (mi) Speed Speed Delay Speed Delay Speed Delay Speed Delay Speed DelaySouth Park St 6 2.8 11.6 0.2 58 57 2.8 57 2.9 59 2.7 56 3.1 59 2.6I-89 SB 5 43.9 52.9 0.1 7 7 42.3 7 43.8 7 41.5 8 38.2 6 53I-89 NB 4 15.9 21.1 0.1 9 10 14.1 10 13.5 9 16.1 9 15.6 8 19.7Mountain View Dr 3 8.5 16.4 0.1 20 20 8.4 20 8.3 20 8.2 20 7.9 18 9.8Hercules Drive 2 4.4 28.7 0.3 35 35 4.3 35 4.2 35 4.5 35 4 34 4.9 21 1.6 9.6 0.1 32 34 1.1 29 2.6 33 1.2 34 1.1 31 1.8Rathe Road 1 8.7 20.1 0.1 35 35 3.4 32 34.3 37 1.8 37 2 34 3.3Total 85.7 160.3 0.9 22 22 76.5 22 109.5 22 75.8 23 72 20 95.2


Delay Travel Dist Arterial Run 1 Run 1 Run 2 Run 2 Run 3 Run 3 Run 4 Run 4 Run 08100 Run 08100\Cross Street Node (s/veh) time (s) (mi) Speed Speed Delay Speed Delay Speed Delay Speed Delay Speed DelayRathe Road 1 12.3 26.2 0.2 26 26 13.2 26 11.6 26 11.9 26 11.5 25 13.2 21 2.2 14.8 0.1 33 33 2.2 33 2.2 32 2.2 33 2.1 33 2.3Hercules Drive 2 7.1 14.9 0.1 21 20 7.9 21 6.9 21 7.1 21 6.8 21 6.9Mountain View Dr 3 79.3 104 0.3 10 8 111.8 13 53 10 76.3 15 42.2 8 110.4I-89 NB 4 36.7 44.8 0.1 7 8 34.6 8 32 9 27.2 8 33.9 5 55.6I-89 SB 5 39.5 44.7 0.1 4 4 39 5 37.6 4 38.6 4 42 4 40.2South Park St 6 4.8 13.5 0.1 27 27 4.6 26 4.8 29 4 25 5.9 26 4.8Total 181.8 262.7 0.9 13 11 213.1 14 148.1 13 167.3 15 144.4 11 233.4




Movement EB EB WB WB NB NB NB B21 B21 SB SBDirections Served L TR LT R L T TR T T LT TRMaximum Queue (ft) 112 84 33 31 324 544 441 42 24 143 141Average Queue (ft) 51 39 6 2 203 134 82 4 1 68 6495th Queue (ft) 99 66 24 14 362 516 364 34 20 127 125Link Distance (ft) 702 702 751 646 646 393 393 774Upstream Blk Time (%) 4 0Queuing Penalty (veh) 16 0Storage Bay Dist (ft) 200 300 140Storage Blk Time (%) 21 0 0 0Queuing Penalty (veh) 51 0 1 1




Movement EB EB EB EB WB WB WB NB NB NB NB SB SB SBDirections Served L T R R L L TR L T T R L T TRMaximum Queue (ft) 120 128 111 73 96 155 111 295 391 360 115 120 862 898Average Queue (ft) 27 19 47 6 36 70 36 220 142 69 9 25 455 54895th Queue (ft) 74 79 93 39 78 123 84 330 409 255 64 82 966 1006Link Distance (ft) 424 596 596 366 366 366 1390 1390Upstream Blk Time (%) 8 0 0Queuing Penalty (veh) 37 1 0Storage Bay Dist (ft) 230 100 100 150 270 335Storage Blk Time (%) 0 0 2 0 1 14 8Queuing Penalty (veh) 0 0 1 0 0 52 2


Movement WB WB WB NB NB NB SB SB SB SBDirections Served LT R R L T T T T T RMaximum Queue (ft) 496 579 443 223 280 244 374 395 386 283Average Queue (ft) 275 312 228 93 123 102 137 179 224 3395th Queue (ft) 492 614 429 195 277 236 319 359 394 162Link Distance (ft) 799 234 234 234 366 366 366 366Upstream Blk Time (%) 3 0 3 0 2 2 4 0Queuing Penalty (veh) 0 1 8 1 5 6 12 0Storage Bay Dist (ft) 500 500Storage Blk Time (%) 3 5 0Queuing Penalty (veh) 17 23 2


Movement EB EB NB NB NB SB SB SBDirections Served LT R T T TR L L TMaximum Queue (ft) 643 195 225 277 308 252 327 296Average Queue (ft) 276 162 123 157 185 179 276 26095th Queue (ft) 537 241 214 248 285 279 360 288Link Distance (ft) 1136 441 441 441 234 234 234Upstream Blk Time (%) 5 17 40Queuing Penalty (veh) 23 74 174Storage Bay Dist (ft) 170Storage Blk Time (%) 13 7Queuing Penalty (veh) 54 18


Movement EB EB WB WB NB NB SB SB SBDirections Served LT R LT R LT TR L T TRMaximum Queue (ft) 43 23 90 75 72 96 90 102 142Average Queue (ft) 7 1 33 33 22 36 35 33 5595th Queue (ft) 28 12 72 55 58 82 72 81 116Link Distance (ft) 431 219 441 441Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 100 100 280Storage Blk Time (%) 0 0Queuing Penalty (veh) 0 0



HCM Signalized Intersection Capacity Analysis 2008 AM Low - Right In Right Out1: Rathe Road & US 2-7 2/27/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 58 1 80 5 1 2 229 490 16 7 967 240Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 12 12 12 12 12 12 11 12 12 12 12 12Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 0.95Frt 1.00 0.85 1.00 0.85 1.00 1.00 0.97Flt Protected 0.95 1.00 0.96 1.00 0.95 1.00 1.00Satd. Flow (prot) 1556 1395 1414 1252 1616 3327 3400Flt Permitted 0.75 1.00 0.71 1.00 0.21 1.00 0.95Satd. Flow (perm) 1235 1395 1050 1252 363 3327 3239Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 58 1 80 5 1 2 229 490 16 7 967 240RTOR Reduction (vph) 0 72 0 0 0 2 0 2 0 0 20 0Lane Group Flow (vph) 58 9 0 0 6 0 229 504 0 0 1194 0Heavy Vehicles (%) 16% 16% 16% 29% 29% 29% 8% 8% 8% 3% 3% 3%Turn Type Perm Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 8 8 2 6Actuated Green, G (s) 7.7 7.7 7.7 7.7 62.3 62.3 62.3Effective Green, g (s) 7.7 7.7 7.7 7.7 62.3 62.3 62.3Actuated g/C Ratio 0.09 0.09 0.09 0.09 0.76 0.76 0.76Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 2.0 2.0 0.2 0.2 2.0 2.0 0.2Lane Grp Cap (vph) 116 131 99 118 276 2528 2461v/s Ratio Prot 0.01 0.15v/s Ratio Perm c0.05 0.01 0.00 c0.63 0.37v/c Ratio 0.50 0.06 0.06 0.00 0.83 0.20 0.49Uniform Delay, d1 35.3 33.9 33.9 33.7 6.4 2.8 3.7Progression Factor 1.00 1.00 1.00 1.00 1.09 0.30 1.00Incremental Delay, d2 1.2 0.1 0.1 0.0 28.2 0.2 0.7Delay (s) 36.6 33.9 33.9 33.7 35.2 1.0 4.4Level of Service D C C C D A AApproach Delay (s) 35.0 33.9 11.7 4.4Approach LOS D C B A


HCM Signalized Intersection Capacity Analysis 2008 AM Low - Right In Right Out2: Hercules Drive & US 2-7 2/27/2009


Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsVolume (vph) 224 43 675 130 135 928Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900Total Lost time (s) 7.0 7.0 7.0 7.0 7.0 7.0Lane Util. Factor 0.97 1.00 0.95 1.00 1.00 0.95Frt 1.00 0.85 1.00 0.85 1.00 1.00Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00Satd. Flow (prot) 2216 1022 3223 1442 1736 3471Flt Permitted 0.95 1.00 1.00 1.00 0.40 1.00Satd. Flow (perm) 2216 1022 3223 1442 722 3471Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 224 43 675 130 135 928RTOR Reduction (vph) 0 37 0 42 0 0Lane Group Flow (vph) 224 6 675 88 135 928Heavy Vehicles (%) 58% 58% 12% 12% 4% 4%Turn Type Perm Perm PermProtected Phases 8 2 6Permitted Phases 8 2 6Actuated Green, G (s) 12.2 12.2 55.8 55.8 55.8 55.8Effective Green, g (s) 12.2 12.2 55.8 55.8 55.8 55.8Actuated g/C Ratio 0.15 0.15 0.68 0.68 0.68 0.68Clearance Time (s) 7.0 7.0 7.0 7.0 7.0 7.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 330 152 2193 981 491 2362v/s Ratio Prot c0.10 0.21 c0.27v/s Ratio Perm 0.01 0.06 0.19v/c Ratio 0.68 0.04 0.31 0.09 0.27 0.39Uniform Delay, d1 33.0 29.9 5.3 4.5 5.1 5.7Progression Factor 1.00 1.00 1.00 1.00 1.26 1.20Incremental Delay, d2 5.6 0.1 0.4 0.2 1.3 0.4Delay (s) 38.7 30.0 5.7 4.6 7.8 7.3Level of Service D C A A A AApproach Delay (s) 37.3 5.5 7.4Approach LOS D A A

Intersection SummaryHCM Average Control Delay 10.4 HCM Level of Service BHCM Volume to Capacity ratio 0.44Actuated Cycle Length (s) 82.0 Sum of lost time (s) 14.0Intersection Capacity Utilization 115.0% ICU Level of Service HAnalysis Period (min) 60c Critical Lane Group

HCM Signalized Intersection Capacity Analysis 2008 AM Low - Right In Right Out3: Mountain View Dr & US 2-7 2/27/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 61 0 194 0 0 23 421 724 190 0 1032 126Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 0.88 1.00 1.00 0.95 1.00 0.91Frt 1.00 0.85 0.86 1.00 1.00 0.85 0.98Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 1.00Satd. Flow (prot) 1703 2682 1596 1703 3406 1524 4906Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 1.00Satd. Flow (perm) 1703 2682 1596 1703 3406 1524 4906Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 61 0 194 0 0 23 421 724 190 0 1032 126RTOR Reduction (vph) 0 0 7 0 0 0 0 0 0 0 11 0Lane Group Flow (vph) 61 0 187 0 0 23 421 724 190 0 1147 0Heavy Vehicles (%) 6% 6% 6% 3% 3% 3% 6% 6% 6% 4% 4% 4%Turn Type Prot custom custom Prot customProtected Phases 7 5 4 8 5 2 2 4 6Permitted PhasesActuated Green, G (s) 8.1 62.0 6.4 35.5 87.5 120.0 46.0Effective Green, g (s) 8.1 62.0 6.4 35.5 87.5 120.0 46.0Actuated g/C Ratio 0.07 0.52 0.05 0.30 0.73 1.00 0.38Clearance Time (s) 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 0.2 0.2Lane Grp Cap (vph) 115 1386 85 504 2484 1524 1881v/s Ratio Prot c0.04 0.07 c0.01 c0.25 0.21 0.12 c0.23v/s Ratio Permv/c Ratio 0.53 0.13 0.27 0.84 0.29 0.12 0.61Uniform Delay, d1 54.1 15.1 54.6 39.5 5.6 0.0 29.8Progression Factor 1.00 1.00 1.00 0.97 0.57 1.00 1.00Incremental Delay, d2 4.7 0.0 1.7 11.4 0.3 0.0 1.5Delay (s) 58.8 15.1 56.3 49.8 3.4 0.0 31.3Level of Service E B E D A A CApproach Delay (s) 25.6 56.3 17.6 31.3Approach LOS C E B C

Intersection SummaryHCM Average Control Delay 24.3 HCM Level of Service CHCM Volume to Capacity ratio 0.66Actuated Cycle Length (s) 120.0 Sum of lost time (s) 24.0Intersection Capacity Utilization 62.8% ICU Level of Service BAnalysis Period (min) 60c Critical Lane Group

HCM Signalized Intersection Capacity Analysis 2008 AM Low - Right In Right Out4: I-89 NB & US 2-7 2/27/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 0 0 0 147 0 603 101 731 0 0 1166 61Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Grade (%) 0% -2% 0% 0%Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 0.88 1.00 0.95 0.91 1.00Frt 1.00 0.85 1.00 1.00 1.00 0.85Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00Satd. Flow (prot) 1720 2708 1687 3374 4940 1538Flt Permitted 0.95 1.00 0.95 1.00 1.00 1.00Satd. Flow (perm) 1720 2708 1687 3374 4940 1538Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 0 0 0 147 0 603 101 731 0 0 1166 61RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 0 33Lane Group Flow (vph) 0 0 0 0 147 603 101 731 0 0 1166 28Heavy Vehicles (%) 0% 0% 0% 6% 6% 6% 7% 7% 7% 5% 5% 5%Turn Type Perm Perm Prot PermProtected Phases 8 5 2 6Permitted Phases 8 8 6Actuated Green, G (s) 32.5 32.5 14.6 75.5 54.9 54.9Effective Green, g (s) 32.5 32.5 14.6 75.5 54.9 54.9Actuated g/C Ratio 0.27 0.27 0.12 0.63 0.46 0.46Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 466 733 205 2123 2260 704v/s Ratio Prot c0.06 0.22 c0.24v/s Ratio Perm 0.09 c0.22 0.02v/c Ratio 0.32 0.82 0.49 0.34 0.52 0.04Uniform Delay, d1 34.9 41.0 49.2 10.5 23.1 18.0Progression Factor 1.00 1.00 1.67 0.09 0.39 0.07Incremental Delay, d2 0.4 7.9 1.1 0.3 0.7 0.1Delay (s) 35.3 49.0 83.2 1.3 9.6 1.3Level of Service D D F A A AApproach Delay (s) 0.0 46.3 11.2 9.2Approach LOS A D B A


HCM Signalized Intersection Capacity Analysis 2008 AM Low - Right In Right Out5: I-89 SB & US 2-7 2/27/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 262 1 409 0 0 0 0 570 136 677 636 0Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Grade (%) -2% 0% 0% 0%Total Lost time (s) 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 1.00 0.91 0.97 1.00Frt 1.00 0.85 0.97 1.00 1.00Flt Protected 0.95 1.00 1.00 0.95 1.00Satd. Flow (prot) 1775 1584 4708 3335 1810Flt Permitted 0.95 1.00 1.00 0.95 1.00Satd. Flow (perm) 1775 1584 4708 3335 1810Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 262 1 409 0 0 0 0 570 136 677 636 0RTOR Reduction (vph) 0 0 0 0 0 0 0 33 0 0 0 0Lane Group Flow (vph) 0 263 409 0 0 0 0 673 0 677 636 0Heavy Vehicles (%) 3% 3% 3% 0% 0% 0% 7% 7% 7% 5% 5% 5%Turn Type Split custom SplitProtected Phases 4 4 4 2 2 6 6Permitted PhasesActuated Green, G (s) 25.8 52.8 21.0 55.2 55.2Effective Green, g (s) 25.8 52.8 21.0 55.2 55.2Actuated g/C Ratio 0.22 0.44 0.18 0.46 0.46Clearance Time (s) 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 382 697 824 1534 833v/s Ratio Prot c0.15 0.26 c0.14 0.20 c0.35v/s Ratio Permv/c Ratio 0.69 0.59 0.82 0.44 0.76Uniform Delay, d1 43.4 25.4 47.6 22.0 27.0Progression Factor 1.00 1.00 1.00 0.71 0.66Incremental Delay, d2 5.2 1.3 6.6 0.8 6.2Delay (s) 48.6 26.6 54.3 16.3 24.1Level of Service D C D B CApproach Delay (s) 35.2 0.0 54.3 20.1Approach LOS D A D C

Intersection SummaryHCM Average Control Delay 32.9 HCM Level of Service CHCM Volume to Capacity ratio 0.76Actuated Cycle Length (s) 120.0 Sum of lost time (s) 18.0Intersection Capacity Utilization 72.6% ICU Level of Service CAnalysis Period (min) 60c Critical Lane Group

HCM Signalized Intersection Capacity Analysis 2008 AM Low - Right In Right Out6: South Park St & US 2-7 2/27/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 8 0 2 44 4 105 2 594 39 111 840 94Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95Frt 1.00 0.85 1.00 0.85 0.99 1.00 0.98Flt Protected 0.95 1.00 0.96 1.00 1.00 0.95 1.00Satd. Flow (prot) 1805 1615 1781 1583 3406 1770 3486Flt Permitted 0.73 1.00 0.74 1.00 0.95 0.41 1.00Satd. Flow (perm) 1379 1615 1375 1583 3247 765 3486Peak-hour factor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 8 0 2 44 4 105 2 594 39 111 840 94RTOR Reduction (vph) 0 0 2 0 0 96 0 6 0 0 11 0Lane Group Flow (vph) 0 8 0 0 48 9 0 629 0 111 923 0Heavy Vehicles (%) 0% 0% 0% 2% 2% 2% 5% 5% 5% 2% 2% 2%Turn Type Perm Perm Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 4 8 8 2 6Actuated Green, G (s) 6.4 6.4 6.4 6.4 55.2 55.2 55.2Effective Green, g (s) 6.4 6.4 6.4 6.4 55.2 55.2 55.2Actuated g/C Ratio 0.09 0.09 0.09 0.09 0.75 0.75 0.75Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 120 140 120 138 2435 574 2615v/s Ratio Prot c0.26v/s Ratio Perm 0.01 0.00 c0.03 0.01 0.19 0.15v/c Ratio 0.07 0.00 0.40 0.07 0.26 0.19 0.35Uniform Delay, d1 30.9 30.7 31.8 30.9 2.9 2.7 3.1Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 0.2 0.0 2.2 0.2 0.1 0.2 0.1Delay (s) 31.1 30.7 34.0 31.1 2.9 2.9 3.2Level of Service C C C C A A AApproach Delay (s) 31.0 32.0 2.9 3.2Approach LOS C C A A


SimTraffic 2015 PM No Build2/26/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR AllTotal Delay (hr) 0.7 0 0.1 0 0 0 10 1.5 0.1 0 4 0.9 17.2Delay / Veh (s) 40.4 29.8 3.6 36.8 31.2 7.4 159.1 10.2 14.7 19.8 14.8 13.6 29.1Stop Delay (hr) 0.6 0 0.1 0 0 0 9.6 1.2 0.1 0 2.3 0.7 14.6St Del/Veh (s) 38.3 27.1 3.2 35 28.8 7.3 152.8 8.3 13.8 14.2 8.5 10.6 24.6Total Stops 54 1 76 2 1 2 310 25 1 5 173 72 722Stop/Veh 0.93 1 0.87 1 1 1 1.37 0.05 0.07 0.62 0.18 0.3 0.34Travel Dist (mi) 7.6 0.1 11.4 0.4 0.1 0.3 28.7 65.2 1.9 1.2 142.8 35.2 294.9Travel Time (hr) 0.9 0 0.6 0 0 0 10.9 3.2 0.1 0.1 7.7 2.1 25.7Avg Speed (mph) 8 8 21 11 10 22 3 32 28 18 24 24 14Fuel Used (gal) 0.4 0 0.3 0 0 0 2.9 2.4 0.1 0 4.9 1.1 12.2Fuel Eff. (mpg) 20 22.8 35.7 29.6 26.6 36.9 9.9 26.9 33.6 34.8 29 32.3 24.3HC Emissions (g) 22 0 19 0 0 1 50 130 2 0 83 19 326CO Emissions (g) 400 0 351 1 0 16 863 2858 37 4 2615 642 7786NOx Emissions (g) 49 0 48 0 0 2 85 355 4 0 241 49 834Vehicles Entered 57 1 88 2 1 2 230 531 15 8 964 238 2137Vehicles Exited 58 1 87 2 1 2 222 531 15 8 966 238 2131Hourly Exit Rate 58 1 87 2 1 2 222 531 15 8 966 238 2131Input Volume 58 1 80 5 1 2 229 538 16 7 967 240 2144% of Volume 100 100 109 40 100 100 97 99 94 114 100 99 99Denied Entry Before 0 0 0 0 0 0 0 0 0 0 1 0 1Denied Entry After 0 0 0 0 0 0 2 2 0 0 2 0 6Density (ft/veh) 307Occupancy (veh) 1 0 1 0 0 0 10 2 0 0 6 1 21


Movement WBL WBR NBT NBR SBL SBT AllTotal Delay (hr) 2 0.2 1.2 0.1 0.8 1.9 6.3Delay / Veh (s) 33.8 13.3 6.2 2.5 21.8 7.5 10.3Stop Delay (hr) 1.9 0.1 0.5 0 0.7 1 4.3St Del/Veh (s) 31 10.8 2.5 0.8 19.6 4 7.1Total Stops 188 46 163 44 114 302 857Stop/Veh 0.86 1.05 0.22 0.33 0.87 0.32 0.39Travel Dist (mi) 60.8 12.4 188.9 35.6 11 77.7 386.3Travel Time (hr) 4.3 0.6 6.2 1.2 1.2 3.9 17.4Avg Speed (mph) 14 21 31 31 9 20 22Fuel Used (gal) 2.3 0.4 5.9 1 0.3 2.3 12.2Fuel Eff. (mpg) 26.8 29.6 32.2 34.6 31.8 34.4 31.7HC Emissions (g) 414 82 234 56 3 47 837CO Emissions (g) 6595 1345 5229 1221 64 1083 15537NOx Emissions (g) 970 199 680 153 7 143 2152Vehicles Entered 217 44 724 132 131 933 2181Vehicles Exited 218 44 728 133 131 935 2189Hourly Exit Rate 218 44 728 133 131 935 2189Input Volume 224 43 727 130 135 929 2188% of Volume 97 102 100 102 97 101 100Denied Entry Before 0 0 0 0 0 0 0Denied Entry After 0 0 0 0 0 0 0Density (ft/veh) 587Occupancy (veh) 4 1 6 1 1 4 17


Movement EBL EBR WBR NBL NBT NBR SBT SBR AllTotal Delay (hr) 1.1 1.3 0.4 4.6 0.7 0.1 22.4 3.1 33.7Delay / Veh (s) 68.3 24.9 63.7 39.6 3.6 1 70.6 90.3 42.2Stop Delay (hr) 1.1 1.3 0.4 3.9 0.3 0 18.7 2.7 28.4St Del/Veh (s) 65.1 23.8 63.2 33.8 1.3 0.1 59.2 78.7 35.5Total Stops 57 112 21 294 67 6 1096 143 1796Stop/Veh 0.97 0.59 0.91 0.71 0.09 0.03 0.96 1.14 0.62Travel Dist (mi) 4.8 15.5 2.6 35.4 62.2 16.3 285.1 32.4 454.3Travel Time (hr) 1.3 2 0.5 5.9 2.5 0.7 30 4.1 47.2Avg Speed (mph) 4 8 5 6 25 22 10 8 10Fuel Used (gal) 0.4 0.7 0.2 2.2 3.5 0.5 14.9 1.7 24.2Fuel Eff. (mpg) 11.3 20.7 14.9 16.3 17.7 29.7 19.2 19.1 18.8HC Emissions (g) 8 23 1 44 135 21 746 33 1010CO Emissions (g) 191 471 42 900 4121 608 16214 807 23355NOx Emissions (g) 17 50 3 109 371 53 1881 88 2571Vehicles Entered 58 192 23 416 731 193 1147 125 2885Vehicles Exited 59 189 23 416 733 194 1134 124 2872Hourly Exit Rate 59 189 23 416 733 194 1134 124 2872Input Volume 61 194 23 421 732 190 1153 126 2900% of Volume 97 97 100 99 100 102 98 98 99Denied Entry Before 0 0 0 0 0 0 0 0 0Denied Entry After 0 0 0 0 0 0 7 1 8Density (ft/veh) 181Occupancy (veh) 1 2 1 6 3 1 27 4 44


Movement WBL WBR NBL NBT SBT SBR AllTotal Delay (hr) 1.9 7.9 2.3 1.2 13 0.1 26.3Delay / Veh (s) 47.2 47.1 85 5.8 40.4 4.5 33.9Stop Delay (hr) 1.8 7 2.2 0.4 10.3 0 21.6St Del/Veh (s) 42.9 41.9 80.7 2 32.1 2.2 27.9Total Stops 125 512 94 105 859 18 1713Stop/Veh 0.84 0.85 0.98 0.14 0.74 0.32 0.61Travel Dist (mi) 22.5 91.3 5.5 43.1 100.4 4.9 267.7Travel Time (hr) 2.8 11.1 2.5 2.6 15.8 0.3 35.1Avg Speed (mph) 9 9 2 17 6 18 8Fuel Used (gal) 1.1 4.7 0.7 3.3 6.8 0.2 16.8Fuel Eff. (mpg) 19.8 19.6 7.6 13.1 14.9 19.6 15.9HC Emissions (g) 20 92 9 108 133 7 370CO Emissions (g) 472 2069 207 3257 3164 239 9409NOx Emissions (g) 50 232 21 317 358 20 999Vehicles Entered 149 604 96 739 1158 56 2802Vehicles Exited 148 601 97 739 1150 56 2791Hourly Exit Rate 148 601 97 739 1150 56 2791Input Volume 147 603 101 741 1173 61 2826% of Volume 101 100 96 100 98 92 99Denied Entry Before 0 0 0 0 0 0 0Denied Entry After 0 0 0 0 0 0 0Density (ft/veh) 150Occupancy (veh) 3 11 2 3 16 0 34


Movement EBL EBT EBR NBT NBR SBL SBT AllTotal Delay (hr) 3.6 0 3.1 8.4 1.6 2.1 4.6 23.3Delay / Veh (s) 49.5 32.4 26.6 52 42.3 11.5 26.4 31.3Stop Delay (hr) 3 0 2.2 7.2 1.3 1.4 3.5 18.5St Del/Veh (s) 41.9 28.7 18.5 44.6 36.2 7.4 20 24.8Total Stops 234 1 286 524 121 322 384 1872Stop/Veh 0.91 1 0.68 0.9 0.9 0.49 0.61 0.7Travel Dist (mi) 58.3 0.2 95.6 54.3 11.7 38.3 36.9 295.2Travel Time (hr) 5.6 0 6.7 9.9 2 3.6 5.7 33.6Avg Speed (mph) 10 11 14 5 6 11 6 9Fuel Used (gal) 2.3 0 3.1 3.4 0.7 1.7 3.1 14.2Fuel Eff. (mpg) 25 23 31.1 15.9 17.6 22.8 12 20.7HC Emissions (g) 23 0 34 64 13 36 65 236CO Emissions (g) 486 1 666 1451 285 772 1487 5148NOx Emissions (g) 66 0 97 144 30 103 197 638Vehicles Entered 258 1 422 578 133 666 627 2685Vehicles Exited 258 1 424 583 135 661 626 2688Hourly Exit Rate 258 1 424 583 135 661 626 2688Input Volume 262 1 409 589 136 677 637 2711% of Volume 98 100 104 99 99 98 98 99Denied Entry Before 0 0 0 0 0 0 0 0Denied Entry After 0 0 0 0 0 0 0 0Density (ft/veh) 143Occupancy (veh) 6 0 7 10 2 4 6 34


Movement EBL EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR AllTotal Delay (hr) 0.1 0 0.5 0.1 0.3 0 0.3 0 0.3 0.8 0.1 2.4Delay / Veh (s) 42.5 6.6 46 48.4 9.7 15.9 1.9 1.3 8.9 3.4 2.5 4.7Stop Delay (hr) 0.1 0 0.5 0.1 0.3 0 0.2 0 0.2 0.2 0 1.5St Del/Veh (s) 40.9 6.6 44.5 45.7 8.7 14.9 1 1 6.3 1 1 3Total Stops 8 2 38 4 103 1 53 8 71 106 15 409Stop/Veh 0.89 1 0.95 1 0.94 1 0.09 0.19 0.66 0.12 0.17 0.22Travel Dist (mi) 0.7 0.1 1.7 0.2 4.6 0.1 49.7 3.6 10.1 82.2 8.5 161.6Travel Time (hr) 0.1 0 0.6 0.1 0.5 0 1.7 0.2 0.7 3.4 0.4 7.7Avg Speed (mph) 5 18 3 3 11 13 30 23 15 24 20 22Fuel Used (gal) 0 0 0.2 0 0.2 0 1.7 0.1 0.5 5.1 0.4 8.2Fuel Eff. (mpg) 17.2 34.9 10.1 9.8 19.9 30.9 28.6 37.4 20 16.2 22.9 19.6HC Emissions (g) 0 0 1 0 3 0 52 4 6 132 6 204CO Emissions (g) 6 0 29 2 89 2 1679 96 312 5070 254 7539NOx Emissions (g) 0 0 3 0 9 0 146 9 22 388 19 596Vehicles Entered 9 2 40 4 110 1 578 42 106 875 90 1857Vehicles Exited 9 2 40 4 110 1 578 42 107 873 90 1856Hourly Exit Rate 9 2 40 4 110 1 578 42 107 873 90 1856Input Volume 8 2 44 4 105 2 594 39 111 863 94 1866% of Volume 112 100 91 100 105 50 97 108 96 101 96 99Denied Entry Before 0 0 0 0 0 0 0 0 0 0 0 0Denied Entry After 0 0 0 0 0 0 0 0 0 0 0 0Density (ft/veh) 618Occupancy (veh) 0 0 1 0 0 0 2 0 1 3 0 8


Total Delay (hr) 113.3Delay / Veh (s) 92.4Stop Delay (hr) 90.4St Del/Veh (s) 73.8Total Stops 7465Stop/Veh 1.69Travel Dist (mi) 2771Travel Time (hr) 200.9Avg Speed (mph) 14Fuel Used (gal) 126.1Fuel Eff. (mpg) 22HC Emissions (g) 4226CO Emissions (g) 101522NOx Emissions (g) 11332Vehicles Entered 4421Vehicles Exited 4397Hourly Exit Rate 4397Input Volume 21397% of Volume 21Denied Entry Before 1Denied Entry After 14Density (ft/veh) 254Occupancy (veh) 192




Delay Travel Dist Arterial Run 1 Run 1 Run 2 Run 2 Run 3 Run 3 Run 4 Run 4 Run 5 Run 5 Run 08100 Run 08100\Cross Street Node (s/veh) time (s) (mi) Speed Speed Delay Speed Delay Speed Delay Speed Delay Speed Delay Speed DelaySouth Park St 6 1.9 10.5 0.2 64 64 1.8 65 1.6 64 1.8 63 2 64 1.8 62 2.2I-89 SB 5 52.3 61.2 0.1 6 6 53.6 5 56.3 6 49.9 6 50.9 6 55.8 6 46.5I-89 NB 4 5.9 11.2 0.1 18 16 7.4 19 5.2 20 4.8 16 7 17 6.4 20 4.8Mountain View Dr 3 3.4 11.4 0.1 28 28 3.6 31 2.4 29 3.2 29 3.2 25 4.9 29 3.1Hercules Drive 2 6.3 30.2 0.3 33 33 6.4 33 6.2 34 5.7 33 5.9 32 6.7 33 6.7 21 2.7 10.8 0.1 28 31 1.7 26 3.6 32 1.6 32 1.6 31 1.7 22 5.7Rathe Road 1 10.2 21.6 0.1 35 37 1.7 31 46.6 37 1.8 34 4 37 1.8 33 5.9Total 82.6 156.9 0.9 22 22 76.2 22 121.9 23 68.8 23 74.6 22 78.9 23 75


Delay Travel Dist Arterial Run 1 Run 1 Run 2 Run 2 Run 3 Run 3 Run 4 Run 4 Run 5 Run 5 Run 08100 Run 08100\Cross Street Node (s/veh) time (s) (mi) Speed Speed Delay Speed Delay Speed Delay Speed Delay Speed Delay Speed DelayRathe Road 1 14.8 28.7 0.2 26 26 12.9 25 17 27 13 25 15 26 13.7 26 17 21 2.2 14.9 0.1 32 33 2.2 32 2.3 33 2 32 2.4 32 2.3 33 2.2Hercules Drive 2 7.5 15.2 0.1 20 21 7.2 19 8.2 21 6.8 20 7.8 20 7.6 21 7.4Mountain View Dr 3 76 99.7 0.3 11 15 41.7 4 270.7 17 34.5 17 35.4 17 35.2 16 41.1I-89 NB 4 38.1 46.2 0.1 7 6 48.7 5 61.2 10 22.6 11 20.9 7 35.8 7 39.5I-89 SB 5 22.2 27.5 0.1 7 7 23.7 7 22.4 7 23.2 8 18.1 7 23 7 22.6South Park St 6 4.1 12.9 0.1 28 27 4.8 27 4.2 27 4.2 29 3.8 28 3.9 28 3.8Total 164.9 244.9 0.9 14 15 141.2 8 386 18 106.3 18 103.3 17 121.6 16 133.4




Movement EB EB WB WB NB NB NB B21 B21 SB SBDirections Served L TR LT R L T TR T T LT TRMaximum Queue (ft) 115 73 28 39 324 521 316 87 77 160 153Average Queue (ft) 45 37 3 2 229 193 111 10 5 64 6895th Queue (ft) 90 64 17 17 385 632 443 85 59 128 133Link Distance (ft) 690 690 751 646 646 387 387 774Upstream Blk Time (%) 6 0Queuing Penalty (veh) 20 0Storage Bay Dist (ft) 200 300 140Storage Blk Time (%) 31 1 0 0Queuing Penalty (veh) 76 3 1 1


Movement WB WB WB NB NB NB SB SB SBDirections Served L L R T T R L T TMaximum Queue (ft) 196 224 125 152 151 68 148 196 224Average Queue (ft) 83 110 40 62 66 24 66 85 11495th Queue (ft) 154 192 109 128 131 56 124 160 196Link Distance (ft) 1470 1470 1389 1389 1389 387 387 387Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 100Storage Blk Time (%) 12 0Queuing Penalty (veh) 5 0


Movement EB EB EB WB NB NB NB SB SB SBDirections Served L R R R L T T T T TRMaximum Queue (ft) 152 170 83 73 294 403 335 564 570 594Average Queue (ft) 60 73 22 26 218 121 52 301 354 37895th Queue (ft) 145 233 76 64 343 396 216 805 849 874Link Distance (ft) 424 596 384 384 1389 1389 1389Upstream Blk Time (%) 3 5 0 0 0Queuing Penalty (veh) 0 20 0 0 0Storage Bay Dist (ft) 230 100 270Storage Blk Time (%) 0 8 0 9 0Queuing Penalty (veh) 0 13 0 34 0


Movement WB WB WB NB NB NB SB SB SB SBDirections Served LT R R L T T T T T RMaximum Queue (ft) 391 369 293 189 203 151 341 408 402 338Average Queue (ft) 143 210 187 75 40 38 140 218 241 5095th Queue (ft) 298 326 272 151 125 113 327 442 447 226Link Distance (ft) 799 234 234 234 384 384 384 384Upstream Blk Time (%) 0 1 0 3 10 0Queuing Penalty (veh) 0 2 0 9 32 0Storage Bay Dist (ft) 500 500Storage Blk Time (%) Queuing Penalty (veh)


Movement EB EB NB NB NB SB SB SBDirections Served LT R T T TR L L TMaximum Queue (ft) 560 195 267 293 362 246 327 313Average Queue (ft) 252 159 146 179 226 132 262 25395th Queue (ft) 485 241 241 267 326 246 401 313Link Distance (ft) 1136 441 441 441 234 234 234Upstream Blk Time (%) 0 1 13 20Queuing Penalty (veh) 0 4 57 87Storage Bay Dist (ft) 170Storage Blk Time (%) 11 8Queuing Penalty (veh) 43 22


Movement EB EB WB WB NB NB SB SB SBDirections Served LT R LT R LT TR L T TRMaximum Queue (ft) 52 25 79 78 65 92 81 82 116Average Queue (ft) 9 2 32 34 14 28 31 25 4295th Queue (ft) 35 12 70 57 44 73 64 68 100Link Distance (ft) 431 219 441 441Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 100 100 280Storage Blk Time (%) 0 0Queuing Penalty (veh) 0 0



HCM Signalized Intersection Capacity Analysis 2018 PM Low Growth1: Rathe Road & US 2-7 2/27/2009

2015 PM No Build 4:00 pm 9/7/2004 Synchro 7 - Report%user_name% Page 1

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 335 1 161 8 1 13 222 1286 4 3 632 91Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 12 12 12 12 12 12 11 12 12 12 12 12Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95Frt 1.00 0.85 1.00 0.85 1.00 1.00 0.98Flt Protected 0.95 1.00 0.96 1.00 0.95 1.00 1.00Satd. Flow (prot) 1787 1601 1733 1538 1711 1862 3472Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00 0.81Satd. Flow (perm) 1787 1601 1810 1538 1711 1862 2826Peak-hour factor, PHF 0.64 0.64 0.64 1.00 1.00 1.00 0.89 0.89 0.89 0.98 0.98 0.98Adj. Flow (vph) 523 2 252 8 1 13 249 1445 4 3 645 93RTOR Reduction (vph) 0 182 0 0 0 13 0 0 0 0 9 0Lane Group Flow (vph) 523 72 0 0 9 0 249 1449 0 0 732 0Heavy Vehicles (%) 1% 1% 1% 5% 5% 5% 2% 2% 2% 2% 2% 2%Turn Type Prot Perm Perm Prot PermProtected Phases 7 4 8 5 2 6Permitted Phases 8 8 6Actuated Green, G (s) 23.1 32.1 3.0 3.0 19.4 71.3 45.9Effective Green, g (s) 23.1 32.1 3.0 3.0 19.4 71.3 45.9Actuated g/C Ratio 0.20 0.28 0.03 0.03 0.17 0.62 0.40Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 2.0 0.2 0.2 3.0 2.0 0.2Lane Grp Cap (vph) 358 445 47 40 288 1150 1124v/s Ratio Prot c0.29 c0.05 0.15 c0.78v/s Ratio Perm 0.00 0.00 0.26v/c Ratio 1.46 0.16 0.19 0.01 0.86 1.26 0.65Uniform Delay, d1 46.2 31.5 55.0 54.8 46.7 22.1 28.2Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 222.3 0.1 0.7 0.0 22.6 124.1 1.0Delay (s) 268.4 31.5 55.7 54.8 69.3 146.2 29.3Level of Service F C E D E F CApproach Delay (s) 191.0 55.2 134.9 29.3Approach LOS F E F C

Intersection SummaryHCM Average Control Delay 123.7 HCM Level of Service FHCM Volume to Capacity ratio 1.20Actuated Cycle Length (s) 115.4 Sum of lost time (s) 12.0Intersection Capacity Utilization 128.6% ICU Level of Service HAnalysis Period (min) 15c Critical Lane Group

HCM Signalized Intersection Capacity Analysis 2018 PM Low Growth2: Hercules Drive & US 2-7 2/27/2009


Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsVolume (vph) 156 210 1307 64 72 725Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 1.00 0.95 0.95Frt 1.00 0.85 0.99 1.00Flt Protected 0.95 1.00 1.00 1.00Satd. Flow (prot) 1687 1509 3480 3456Flt Permitted 0.95 1.00 1.00 0.64Satd. Flow (perm) 1687 1509 3480 2205Peak-hour factor, PHF 0.63 0.63 1.00 1.00 0.90 0.90Adj. Flow (vph) 248 333 1307 64 80 806RTOR Reduction (vph) 0 43 3 0 0 0Lane Group Flow (vph) 248 290 1368 0 0 886Heavy Vehicles (%) 7% 7% 3% 3% 4% 4%Turn Type Perm PermProtected Phases 8 2 6Permitted Phases 8 6Actuated Green, G (s) 25.7 25.7 72.3 72.3Effective Green, g (s) 25.7 25.7 72.3 72.3Actuated g/C Ratio 0.23 0.23 0.66 0.66Clearance Time (s) 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 394 353 2287 1449v/s Ratio Prot 0.15 0.39v/s Ratio Perm c0.19 c0.40v/c Ratio 0.63 0.82 0.60 0.61Uniform Delay, d1 37.9 40.0 10.6 10.8Progression Factor 1.00 1.00 0.82 1.00Incremental Delay, d2 3.1 14.2 0.3 1.9Delay (s) 41.0 54.2 9.0 12.7Level of Service D D A BApproach Delay (s) 48.6 9.0 12.7Approach LOS D A B

Intersection SummaryHCM Average Control Delay 18.3 HCM Level of Service BHCM Volume to Capacity ratio 0.67Actuated Cycle Length (s) 110.0 Sum of lost time (s) 12.0Intersection Capacity Utilization 83.9% ICU Level of Service EAnalysis Period (min) 15c Critical Lane Group

HCM Signalized Intersection Capacity Analysis 2018 PM Low Growth3: Mountain View Dr & US 2-7 2/27/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 128 59 654 403 63 57 280 1189 400 68 737 78Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95Frt 1.00 1.00 0.85 1.00 0.93 1.00 0.96 1.00 0.99Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1805 1900 1615 1787 1748 1770 3406 1752 3454Flt Permitted 0.95 1.00 1.00 0.85 1.00 0.95 1.00 0.95 1.00Satd. Flow (perm) 1805 1900 1615 1599 1748 1770 3406 1752 3454Peak-hour factor, PHF 0.69 0.69 0.69 0.81 0.81 0.81 1.00 1.00 1.00 0.84 0.84 0.84Adj. Flow (vph) 186 86 948 498 78 70 280 1189 400 81 877 93RTOR Reduction (vph) 0 0 11 0 0 0 0 30 0 0 7 0Lane Group Flow (vph) 186 86 937 498 148 0 280 1559 0 81 963 0Heavy Vehicles (%) 0% 0% 0% 1% 1% 1% 2% 2% 2% 3% 3% 3%Turn Type Prot pm+ov Prot Prot ProtProtected Phases 7 4 5 3 8 5 2 1 6Permitted Phases 4Actuated Green, G (s) 16.1 6.4 41.3 22.9 13.2 34.9 49.0 7.7 21.8Effective Green, g (s) 16.1 6.4 41.3 22.9 13.2 34.9 49.0 7.7 21.8Actuated g/C Ratio 0.15 0.06 0.38 0.21 0.12 0.32 0.45 0.07 0.20Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 0.2 3.0 0.2Lane Grp Cap (vph) 264 111 694 372 210 562 1517 123 685v/s Ratio Prot 0.10 0.05 c0.43 c0.28 0.08 0.16 0.46 0.05 c0.28v/s Ratio Perm 0.15v/c Ratio 0.70 0.77 1.35 1.34 0.70 0.50 1.03 0.66 1.41Uniform Delay, d1 44.7 51.1 34.4 43.6 46.5 30.4 30.5 49.9 44.1Progression Factor 1.00 1.00 1.00 1.00 1.00 0.92 0.74 0.98 1.01Incremental Delay, d2 8.3 27.9 167.2 169.6 10.3 0.4 25.9 20.4 189.6Delay (s) 53.0 79.0 201.6 213.2 56.8 28.5 48.5 69.1 234.3Level of Service D E F F E C D E FApproach Delay (s) 170.3 177.3 45.5 221.5Approach LOS F F D F

Intersection SummaryHCM Average Control Delay 133.8 HCM Level of Service FHCM Volume to Capacity ratio 1.36Actuated Cycle Length (s) 110.0 Sum of lost time (s) 18.0Intersection Capacity Utilization 100.7% ICU Level of Service GAnalysis Period (min) 15c Critical Lane Group

HCM Signalized Intersection Capacity Analysis 2018 PM Low Growth4: I-89 NB & US 2-7 2/27/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 0 0 0 158 0 907 332 963 0 0 1447 346Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Grade (%) 0% -2% 0% 0%Total Lost time (s) 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 0.88 1.00 0.95 0.91Frt 1.00 0.85 1.00 1.00 0.97Flt Protected 0.95 1.00 0.95 1.00 1.00Satd. Flow (prot) 1770 2787 1787 3574 4938Flt Permitted 0.95 1.00 0.95 1.00 1.00Satd. Flow (perm) 1770 2787 1787 3574 4938Peak-hour factor, PHF 1.00 1.00 1.00 0.88 0.88 0.88 0.99 0.99 0.99 1.00 1.00 1.00Adj. Flow (vph) 0 0 0 180 0 1031 335 973 0 0 1447 346RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 36 0Lane Group Flow (vph) 0 0 0 0 180 1031 335 973 0 0 1757 0Heavy Vehicles (%) 0% 0% 0% 3% 3% 3% 1% 1% 1% 2% 2% 2%Turn Type Split custom SplitProtected Phases 8 8 8 7 2 2 7Permitted PhasesActuated Green, G (s) 15.1 65.6 32.4 32.4 44.5Effective Green, g (s) 15.1 65.6 32.4 32.4 44.5Actuated g/C Ratio 0.14 0.60 0.29 0.29 0.40Clearance Time (s) 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 243 1662 526 1053 1998v/s Ratio Prot c0.10 0.37 0.19 c0.27 c0.36v/s Ratio Permv/c Ratio 0.74 0.62 0.64 0.92 0.88Uniform Delay, d1 45.6 14.2 33.7 37.6 30.3Progression Factor 1.00 1.00 0.03 0.30 0.71Incremental Delay, d2 11.5 0.7 0.2 1.6 0.6Delay (s) 57.1 14.9 1.1 12.9 22.2Level of Service E B A B CApproach Delay (s) 0.0 21.2 9.9 22.2Approach LOS A C A C

Intersection SummaryHCM Average Control Delay 18.2 HCM Level of Service BHCM Volume to Capacity ratio 0.87Actuated Cycle Length (s) 110.0 Sum of lost time (s) 18.0Intersection Capacity Utilization 91.1% ICU Level of Service FAnalysis Period (min) 15c Critical Lane Group

HCM Signalized Intersection Capacity Analysis 2018 PM Low Growth5: I-89 SB & US 2-7 2/27/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 102 0 171 0 0 0 0 1193 172 723 882 0Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Grade (%) -2% 0% 0% 0%Total Lost time (s) 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 0.95 0.95 0.91 1.00 0.95Frt 0.96 0.85 0.98 1.00 1.00Flt Protected 0.97 1.00 1.00 0.95 1.00Satd. Flow (prot) 1637 1504 4989 1770 3539Flt Permitted 0.97 1.00 1.00 0.95 1.00Satd. Flow (perm) 1637 1504 4989 1770 3539Peak-hour factor, PHF 0.74 0.74 0.74 1.00 1.00 1.00 0.97 0.97 0.97 0.87 0.87 0.87Adj. Flow (vph) 138 0 231 0 0 0 0 1230 177 831 1014 0RTOR Reduction (vph) 0 0 0 0 0 0 0 17 0 0 0 0Lane Group Flow (vph) 0 191 178 0 0 0 0 1390 0 831 1014 0Heavy Vehicles (%) 3% 3% 3% 0% 0% 0% 2% 2% 2% 2% 2% 2%Turn Type Perm Perm ProtProtected Phases 4 2 1 6Permitted Phases 4 4Actuated Green, G (s) 13.0 13.0 29.0 50.0 85.0Effective Green, g (s) 13.0 13.0 29.0 50.0 85.0Actuated g/C Ratio 0.12 0.12 0.26 0.45 0.77Clearance Time (s) 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 193 178 1315 805 2735v/s Ratio Prot c0.28 c0.47 0.29v/s Ratio Perm 0.12 c0.12v/c Ratio 0.99 1.00 1.06 1.03 0.37Uniform Delay, d1 48.4 48.5 40.5 30.0 4.0Progression Factor 1.00 1.00 1.02 0.46 0.52Incremental Delay, d2 61.1 67.5 40.4 35.9 0.3Delay (s) 109.6 116.0 81.6 49.8 2.3Level of Service F F F D AApproach Delay (s) 112.6 0.0 81.6 23.7Approach LOS F A F C

Intersection SummaryHCM Average Control Delay 55.3 HCM Level of Service EHCM Volume to Capacity ratio 1.04Actuated Cycle Length (s) 110.0 Sum of lost time (s) 18.0Intersection Capacity Utilization 91.1% ICU Level of Service FAnalysis Period (min) 15c Critical Lane Group

HCM Signalized Intersection Capacity Analysis 2018 PM Low Growth6: South Park St & US 2-7 2/27/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 58 6 0 56 2 158 3 1150 66 112 929 11Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 0.95Frt 1.00 1.00 0.85 0.99 1.00 1.00Flt Protected 0.96 0.95 1.00 1.00 0.95 1.00Satd. Flow (prot) 1818 1743 1553 3545 1770 3533Flt Permitted 0.70 0.69 1.00 0.95 0.21 1.00Satd. Flow (perm) 1338 1253 1553 3379 389 3533Peak-hour factor, PHF 0.98 0.98 0.98 1.00 1.00 1.00 0.99 0.99 0.99 0.87 0.87 0.87Adj. Flow (vph) 59 6 0 56 2 158 3 1162 67 129 1068 13RTOR Reduction (vph) 0 0 0 0 0 129 0 3 0 0 1 0Lane Group Flow (vph) 0 65 0 0 58 29 0 1229 0 129 1080 0Heavy Vehicles (%) 0% 0% 0% 4% 4% 4% 1% 1% 1% 2% 2% 2%Turn Type Perm Perm Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 4 8 8 2 6Actuated Green, G (s) 11.1 11.1 11.1 86.9 86.9 86.9Effective Green, g (s) 11.1 11.1 11.1 86.9 86.9 86.9Actuated g/C Ratio 0.10 0.10 0.10 0.79 0.79 0.79Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 135 126 157 2669 307 2791v/s Ratio Prot 0.31v/s Ratio Perm c0.05 0.05 0.02 c0.36 0.33v/c Ratio 0.48 0.46 0.18 0.46 0.42 0.39Uniform Delay, d1 46.7 46.6 45.3 3.8 3.6 3.5Progression Factor 1.00 1.00 1.00 1.00 0.55 0.58Incremental Delay, d2 2.7 2.7 0.6 0.6 3.7 0.4Delay (s) 49.4 49.3 45.8 4.4 5.7 2.4Level of Service D D D A A AApproach Delay (s) 49.4 46.8 4.4 2.7Approach LOS D D A A

Intersection SummaryHCM Average Control Delay 8.1 HCM Level of Service AHCM Volume to Capacity ratio 0.46Actuated Cycle Length (s) 110.0 Sum of lost time (s) 12.0Intersection Capacity Utilization 85.2% ICU Level of Service EAnalysis Period (min) 15c Critical Lane Group

HCM Signalized Intersection Capacity Analysis 2008 PM No Build1: Rathe Road & US 2-7 2/27/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 178 1 82 7 1 11 41 1046 4 3 497 16Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 12 12 12 12 12 12 11 12 12 12 12 12Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95Frt 1.00 0.85 1.00 0.85 1.00 1.00 1.00Flt Protected 0.95 1.00 0.96 1.00 0.95 1.00 1.00Satd. Flow (prot) 1787 1603 1734 1538 1711 1862 3522Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00 0.89Satd. Flow (perm) 1787 1603 1810 1538 1711 1862 3145Peak-hour factor, PHF 0.64 0.64 0.64 1.00 1.00 1.00 0.89 0.89 0.89 0.98 0.98 0.98Adj. Flow (vph) 278 2 128 7 1 11 46 1175 4 3 507 16RTOR Reduction (vph) 0 98 0 0 0 11 0 0 0 0 2 0Lane Group Flow (vph) 278 32 0 0 8 0 46 1179 0 0 524 0Heavy Vehicles (%) 1% 1% 1% 5% 5% 5% 2% 2% 2% 2% 2% 2%Turn Type Prot Perm Perm Prot PermProtected Phases 7 4 8 5 2 6Permitted Phases 8 8 6Actuated Green, G (s) 18.1 27.0 2.9 2.9 6.1 76.1 64.0Effective Green, g (s) 18.1 27.0 2.9 2.9 6.1 76.1 64.0Actuated g/C Ratio 0.16 0.23 0.03 0.03 0.05 0.66 0.56Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 2.0 0.2 0.2 3.0 2.0 0.2Lane Grp Cap (vph) 281 376 46 39 91 1231 1749v/s Ratio Prot c0.16 0.02 0.03 c0.63v/s Ratio Perm c0.00 0.00 0.17v/c Ratio 0.99 0.09 0.17 0.01 0.51 0.96 0.30Uniform Delay, d1 48.4 34.4 54.9 54.7 53.0 18.0 13.6Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 50.2 0.0 0.7 0.0 4.4 16.3 0.0Delay (s) 98.6 34.4 55.6 54.7 57.4 34.3 13.6Level of Service F C E D E C BApproach Delay (s) 78.2 55.1 35.1 13.6Approach LOS E E D B

Intersection SummaryHCM Average Control Delay 38.2 HCM Level of Service DHCM Volume to Capacity ratio 0.94Actuated Cycle Length (s) 115.1 Sum of lost time (s) 18.0Intersection Capacity Utilization 86.8% ICU Level of Service EAnalysis Period (min) 15c Critical Lane Group

HCM Signalized Intersection Capacity Analysis 2008 PM No Build2: Hercules Drive & US 2-7 2/27/2009


Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsVolume (vph) 122 135 956 33 49 536Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 1.00 0.95 0.95Frt 1.00 0.85 0.99 1.00Flt Protected 0.95 1.00 1.00 1.00Satd. Flow (prot) 1687 1509 3487 3457Flt Permitted 0.95 1.00 1.00 0.79Satd. Flow (perm) 1687 1509 3487 2744Peak-hour factor, PHF 0.63 0.63 1.00 1.00 0.90 0.90Adj. Flow (vph) 194 214 956 33 54 596RTOR Reduction (vph) 0 106 2 0 0 0Lane Group Flow (vph) 194 108 987 0 0 650Heavy Vehicles (%) 7% 7% 3% 3% 4% 4%Turn Type Perm PermProtected Phases 8 2 6Permitted Phases 8 6Actuated Green, G (s) 16.9 16.9 71.1 71.1Effective Green, g (s) 16.9 16.9 71.1 71.1Actuated g/C Ratio 0.17 0.17 0.71 0.71Clearance Time (s) 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 285 255 2479 1951v/s Ratio Prot c0.12 c0.28v/s Ratio Perm 0.07 0.24v/c Ratio 0.68 0.42 0.40 0.33Uniform Delay, d1 39.0 37.2 5.8 5.5Progression Factor 1.00 1.00 0.60 1.00Incremental Delay, d2 6.5 1.1 0.3 0.5Delay (s) 45.6 38.3 3.8 5.9Level of Service D D A AApproach Delay (s) 41.8 3.8 5.9Approach LOS D A A


HCM Signalized Intersection Capacity Analysis 2008 PM No Build3: Mountain View Dr & US 2-7 2/27/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 80 33 432 259 38 25 221 884 297 39 570 50Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95Frt 1.00 1.00 0.85 1.00 0.94 1.00 0.96 1.00 0.99Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00Satd. Flow (prot) 1805 1900 1615 1787 1769 1770 3406 1752 3462Flt Permitted 0.95 1.00 1.00 0.85 1.00 0.95 1.00 0.95 1.00Satd. Flow (perm) 1805 1900 1615 1599 1769 1770 3406 1752 3462Peak-hour factor, PHF 0.69 0.69 0.69 0.81 0.81 0.81 1.00 1.00 1.00 0.84 0.84 0.84Adj. Flow (vph) 116 48 626 320 47 31 221 884 297 46 679 60RTOR Reduction (vph) 0 0 44 0 0 0 0 34 0 0 7 0Lane Group Flow (vph) 116 48 582 320 78 0 221 1147 0 46 732 0Heavy Vehicles (%) 0% 0% 0% 1% 1% 1% 2% 2% 2% 3% 3% 3%Turn Type Prot pm+ov Prot Prot ProtProtected Phases 7 4 5 3 8 5 2 1 6Permitted Phases 4Actuated Green, G (s) 16.7 4.8 33.2 20.4 8.5 28.4 41.9 8.9 22.4Effective Green, g (s) 16.7 4.8 33.2 20.4 8.5 28.4 41.9 8.9 22.4Actuated g/C Ratio 0.17 0.05 0.33 0.20 0.08 0.28 0.42 0.09 0.22Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 0.2 3.0 0.2Lane Grp Cap (vph) 301 91 633 365 150 503 1427 156 775v/s Ratio Prot 0.06 0.03 c0.26 c0.18 0.04 0.12 0.34 0.03 c0.21v/s Ratio Perm 0.10v/c Ratio 0.39 0.53 0.92 0.88 0.52 0.44 0.80 0.29 0.94Uniform Delay, d1 37.1 46.5 32.1 38.6 43.8 29.3 25.5 42.6 38.2Progression Factor 1.00 1.00 1.00 1.00 1.00 0.87 0.74 1.10 0.87Incremental Delay, d2 0.8 5.4 18.4 20.3 3.2 0.5 2.7 4.5 20.6Delay (s) 37.9 51.9 50.5 58.9 47.0 25.9 21.5 51.5 54.0Level of Service D D D E D C C D DApproach Delay (s) 48.7 56.6 22.2 53.8Approach LOS D E C D

Intersection SummaryHCM Average Control Delay 39.8 HCM Level of Service DHCM Volume to Capacity ratio 0.92Actuated Cycle Length (s) 100.0 Sum of lost time (s) 18.0Intersection Capacity Utilization 73.4% ICU Level of Service DAnalysis Period (min) 15c Critical Lane Group

HCM Signalized Intersection Capacity Analysis 2008 PM No Build4: I-89 NB & US 2-7 2/27/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 0 0 0 148 0 711 312 691 0 0 1026 235Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Grade (%) 0% -2% 0% 0%Total Lost time (s) 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 0.88 1.00 0.95 0.91Frt 1.00 0.85 1.00 1.00 0.97Flt Protected 0.95 1.00 0.95 1.00 1.00Satd. Flow (prot) 1770 2787 1787 3574 4943Flt Permitted 0.95 1.00 0.95 1.00 1.00Satd. Flow (perm) 1770 2787 1787 3574 4943Peak-hour factor, PHF 1.00 1.00 1.00 0.88 0.88 0.88 0.99 0.99 0.99 1.00 1.00 1.00Adj. Flow (vph) 0 0 0 168 0 808 315 698 0 0 1026 235RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 33 0Lane Group Flow (vph) 0 0 0 0 168 808 315 698 0 0 1228 0Heavy Vehicles (%) 0% 0% 0% 3% 3% 3% 1% 1% 1% 2% 2% 2%Turn Type Split custom SplitProtected Phases 8 8 8 7 2 2 7Permitted PhasesActuated Green, G (s) 14.4 62.7 25.3 25.3 42.3Effective Green, g (s) 14.4 62.7 25.3 25.3 42.3Actuated g/C Ratio 0.14 0.63 0.25 0.25 0.42Clearance Time (s) 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 255 1747 452 904 2091v/s Ratio Prot c0.09 0.29 0.18 c0.20 c0.25v/s Ratio Permv/c Ratio 0.66 0.46 0.70 0.77 0.59Uniform Delay, d1 40.5 9.8 33.9 34.7 22.1Progression Factor 1.00 1.00 0.16 0.38 0.72Incremental Delay, d2 6.0 0.2 3.0 2.7 0.5Delay (s) 46.5 10.0 8.3 15.8 16.5Level of Service D A A B BApproach Delay (s) 0.0 16.3 13.5 16.5Approach LOS A B B B


HCM Signalized Intersection Capacity Analysis 2008 PM No Build5: I-89 SB & US 2-7 2/27/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 57 0 161 0 0 0 0 947 162 530 644 0Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Grade (%) -2% 0% 0% 0%Total Lost time (s) 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 0.95 0.95 0.91 1.00 0.95Frt 0.93 0.85 0.98 1.00 1.00Flt Protected 0.98 1.00 1.00 0.95 1.00Satd. Flow (prot) 1599 1504 4974 1770 3539Flt Permitted 0.98 1.00 1.00 0.95 1.00Satd. Flow (perm) 1599 1504 4974 1770 3539Peak-hour factor, PHF 0.74 0.74 0.74 1.00 1.00 1.00 0.97 0.97 0.97 0.87 0.87 0.87Adj. Flow (vph) 77 0 218 0 0 0 0 976 167 609 740 0RTOR Reduction (vph) 0 0 0 0 0 0 0 22 0 0 0 0Lane Group Flow (vph) 0 151 144 0 0 0 0 1121 0 609 740 0Heavy Vehicles (%) 3% 3% 3% 0% 0% 0% 2% 2% 2% 2% 2% 2%Turn Type Perm Perm ProtProtected Phases 4 2 1 6Permitted Phases 4 4Actuated Green, G (s) 12.3 12.3 30.3 39.4 75.7Effective Green, g (s) 12.3 12.3 30.3 39.4 75.7Actuated g/C Ratio 0.12 0.12 0.30 0.39 0.76Clearance Time (s) 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 197 185 1507 697 2679v/s Ratio Prot c0.23 c0.34 0.21v/s Ratio Perm 0.09 c0.10v/c Ratio 0.77 0.78 0.74 0.87 0.28Uniform Delay, d1 42.5 42.5 31.4 28.0 3.7Progression Factor 1.00 1.00 0.89 0.38 0.55Incremental Delay, d2 16.2 18.4 1.9 13.2 0.2Delay (s) 58.7 60.9 29.7 23.7 2.3Level of Service E E C C AApproach Delay (s) 59.8 0.0 29.7 12.0Approach LOS E A C B


HCM Signalized Intersection Capacity Analysis 2008 PM No Build6: South Park St & US 2-7 2/27/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 48 6 0 52 2 126 3 935 62 82 715 9Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 0.95Frt 1.00 1.00 0.85 0.99 1.00 1.00Flt Protected 0.96 0.95 1.00 1.00 0.95 1.00Satd. Flow (prot) 1819 1743 1553 3540 1770 3533Flt Permitted 0.71 0.69 1.00 0.95 0.27 1.00Satd. Flow (perm) 1350 1267 1553 3376 506 3533Peak-hour factor, PHF 0.98 0.98 0.98 1.00 1.00 1.00 0.99 0.99 0.99 0.87 0.87 0.87Adj. Flow (vph) 49 6 0 52 2 126 3 944 63 94 822 10RTOR Reduction (vph) 0 0 0 0 0 113 0 3 0 0 1 0Lane Group Flow (vph) 0 55 0 0 54 13 0 1007 0 94 831 0Heavy Vehicles (%) 0% 0% 0% 4% 4% 4% 1% 1% 1% 2% 2% 2%Turn Type Perm Perm Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 4 8 8 2 6Actuated Green, G (s) 10.1 10.1 10.1 77.9 77.9 77.9Effective Green, g (s) 10.1 10.1 10.1 77.9 77.9 77.9Actuated g/C Ratio 0.10 0.10 0.10 0.78 0.78 0.78Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 136 128 157 2630 394 2752v/s Ratio Prot 0.24v/s Ratio Perm 0.04 c0.04 0.01 c0.30 0.19v/c Ratio 0.40 0.42 0.08 0.38 0.24 0.30Uniform Delay, d1 42.1 42.2 40.7 3.5 3.0 3.2Progression Factor 1.00 1.00 1.00 1.00 1.11 1.05Incremental Delay, d2 2.0 2.2 0.2 0.4 1.3 0.3Delay (s) 44.1 44.4 41.0 3.9 4.7 3.6Level of Service D D D A A AApproach Delay (s) 44.1 42.0 3.9 3.7Approach LOS D D A A

Intersection SummaryHCM Average Control Delay 8.0 HCM Level of Service AHCM Volume to Capacity ratio 0.39Actuated Cycle Length (s) 100.0 Sum of lost time (s) 12.0Intersection Capacity Utilization 72.6% ICU Level of Service CAnalysis Period (min) 15c Critical Lane Group

SimTraffic Performance Report2/20/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR AllTotal Delay (hr) 2.2 0 1.3 0.1 0 0.1 0.5 6.1 0 0 9.1 0.2 19.7Delay / Veh (s) 45.4 81.8 59.4 61.6 23.9 21.6 47.7 21.4 19.7 75 68.6 49 38.5Stop Delay (hr) 2 0 1.2 0.1 0 0.1 0.4 2.9 0 0 8.3 0.2 15.4St Del/Veh (s) 42 79.2 58.1 59.9 20.7 21.5 39.5 10.1 14.1 73.2 62.7 46.1 30.1Total Stops 166 1 71 7 1 11 43 552 2 2 306 10 1172Stop/Veh 0.95 1 0.92 1 1 0.92 1.16 0.53 0.5 1 0.64 0.59 0.64Travel Dist (mi) 44.7 0.3 20.2 1 0.1 1.7 4.9 133 0.5 0.2 71.1 2.6 280.3Travel Time (hr) 3.8 0 2 0.2 0 0.1 0.6 9.5 0 0 11 0.3 27.7Avg Speed (mph) 12 8 10 6 12 13 8 14 17 8 9 14 12Fuel Used (gal) 18.3 0.1 8.7 0.5 0.1 0.6 2.4 46.3 0.2 0.1 42.2 1.2 120.5Fuel Eff. (mpg) 2.4 1.9 2.3 2 2.7 2.8 2.1 2.9 3 1.7 1.7 2.2 2.3HC Emissions (g) 1 0 1 0 0 0 0 4 0 0 3 0 10CO Emissions (g) 328 3 203 4 1 28 50 940 1 2 1342 30 2933NOx Emissions (g) 3 0 2 0 0 0 0 14 0 0 10 0 31Vehicles Entered 175 1 79 7 1 12 38 1036 4 2 486 17 1858Vehicles Exited 172 1 75 7 1 12 37 1028 4 2 468 17 1824Hourly Exit Rate 172 1 75 7 1 12 37 1028 4 2 468 17 1824Input Volume 178 1 82 7 1 11 41 1062 4 3 497 16 1903% of Volume 97 100 91 100 100 109 90 97 100 67 94 106 96Denied Entry Before 0 0 0 0 0 0 0 0 0 0 0 0 0Denied Entry After 0 0 0 0 0 0 0 0 0 0 14 1 15Density (ft/veh) 299Occupancy (veh) 4 0 2 0 0 0 1 9 0 0 8 0 24


Movement WBL WBR NBT NBR SBL SBT AllTotal Delay (hr) 2.7 1.1 5.8 0.1 3 14.3 27Delay / Veh (s) 79.8 27.2 22.3 8.1 257.7 114.1 56.1Stop Delay (hr) 2.6 0.9 2 0 3 13.5 22St Del/Veh (s) 75.2 23.9 7.8 1.5 253 107.6 45.7Total Stops 123 148 357 7 58 338 1031Stop/Veh 1 1.05 0.38 0.2 1.38 0.75 0.6Travel Dist (mi) 30.1 34.4 257.2 9.6 3.6 38.2 373.1Travel Time (hr) 3.8 2.3 12.4 0.4 3.1 15.3 37.4Avg Speed (mph) 8 15 21 26 1 3 10Fuel Used (gal) 14.7 12 111.8 3.9 7.7 43.2 193.3Fuel Eff. (mpg) 2.1 2.9 2.3 2.4 0.5 0.9 1.9HC Emissions (g) 2 2 14 1 0 4 24CO Emissions (g) 442 454 5602 242 88 941 7770NOx Emissions (g) 5 6 50 2 1 8 72Vehicles Entered 125 144 937 35 44 467 1752Vehicles Exited 121 139 935 35 40 437 1707Hourly Exit Rate 121 139 935 35 40 437 1707Input Volume 122 135 968 33 49 549 1856% of Volume 99 103 97 106 82 80 92Denied Entry Before 0 0 0 0 0 0 0Denied Entry After 0 0 0 0 0 2 2Density (ft/veh) 175Occupancy (veh) 4 2 12 0 3 15 37


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR AllTotal Delay (hr) 0.9 0.6 4.1 4.6 0.5 0.4 2.4 5.8 1.1 4.5 51.9 2 78.7Delay / Veh (s) 47.9 65.2 34.6 65.8 47.3 50.2 40.1 24.2 14 557.6 418.6 156.2 103.9Stop Delay (hr) 0.9 0.5 3.6 4.2 0.5 0.4 2.1 3.5 0.6 4.3 48.9 1.8 71St Del/Veh (s) 44.3 59.6 30.4 60.2 42.7 47.4 34.4 14.5 7.1 531.3 394.5 137.9 93.7Total Stops 67 33 364 280 40 33 168 500 148 109 1227 97 3066Stop/Veh 0.94 1.03 0.86 1.12 1 1.1 0.78 0.58 0.51 3.76 2.75 2.11 1.12Travel Dist (mi) 15.6 6.9 91 71.9 11.3 8.7 18.3 72.6 22.6 7.8 121.2 12.6 460.5Travel Time (hr) 1.5 0.8 7.4 7.5 1 0.8 3.1 7.8 2 4.7 55 2.4 94.1Avg Speed (mph) 11 9 13 10 12 11 6 9 11 2 2 6 5Fuel Used (gal) 6.4 3.1 32.4 32.1 4.5 3.5 12.5 39.9 9.8 12.9 157.9 8.9 324Fuel Eff. (mpg) 2.4 2.2 2.8 2.2 2.5 2.5 1.5 1.8 2.3 0.6 0.8 1.4 1.4HC Emissions (g) 0 0 1 1 0 0 1 3 1 1 12 1 22CO Emissions (g) 90 44 386 422 57 40 323 1200 310 229 3300 294 6695NOx Emissions (g) 1 0 4 5 1 0 3 13 3 2 30 3 65Vehicles Entered 72 32 422 251 40 30 216 856 288 32 476 46 2761Vehicles Exited 71 32 423 250 40 30 215 858 289 26 416 46 2696Hourly Exit Rate 71 32 423 250 40 30 215 858 289 26 416 46 2696Input Volume 80 33 432 259 38 25 221 884 297 39 580 50 2938% of Volume 89 97 98 97 105 120 97 97 97 67 72 92 92Denied Entry Before 0 0 0 0 0 0 0 0 0 0 0 0 0Denied Entry After 0 0 1 0 0 0 0 0 0 0 4 0 5Density (ft/veh) 130Occupancy (veh) 1 1 7 7 1 1 3 8 2 5 54 2 92


Movement WBL WBR NBL NBT SBT SBR AllTotal Delay (hr) 1.7 2.6 1.7 5.1 19.1 1.4 31.6Delay / Veh (s) 45.5 13.3 20.7 27.9 78.4 24.8 39.4Stop Delay (hr) 1.6 2.1 1.4 3.9 16.6 1.1 26.8St Del/Veh (s) 42.7 10.4 16.9 21.7 68.4 19.7 33.4Total Stops 119 293 64 227 1107 149 1959Stop/Veh 0.87 0.41 0.21 0.35 1.27 0.73 0.68Travel Dist (mi) 20.8 109.6 16.7 36.3 74.8 17.6 275.9Travel Time (hr) 2.5 6.5 2.4 6 21.4 2.2 41.1Avg Speed (mph) 9 18 7 6 3 8 7Fuel Used (gal) 9.9 36.5 9.7 28.8 78.6 10.6 174.1Fuel Eff. (mpg) 2.1 3 1.7 1.3 1 1.7 1.6HC Emissions (g) 1 4 0 2 5 1 14CO Emissions (g) 214 1061 162 815 1718 312 4283NOx Emissions (g) 2 12 2 9 18 3 47Vehicles Entered 137 716 300 655 883 204 2895Vehicles Exited 137 720 298 651 869 205 2880Hourly Exit Rate 137 720 298 651 869 205 2880Input Volume 148 711 312 702 1032 235 3140% of Volume 93 101 96 93 84 87 92Denied Entry Before 0 0 0 0 0 0 0Denied Entry After 0 0 0 0 0 0 0Density (ft/veh) 115Occupancy (veh) 2 6 2 6 21 2 40


Movement EBL EBR NBT NBR SBL SBT AllTotal Delay (hr) 0.7 2.1 27.9 4.4 5 0.5 40.6Delay / Veh (s) 48.2 42.6 110.8 96.3 43.4 2.8 63.6Stop Delay (hr) 0.7 2 24.5 3.9 4.4 0.1 35.6St Del/Veh (s) 44.3 40.5 97.2 85 38.2 0.7 55.7Total Stops 50 161 1436 252 209 23 2131Stop/Veh 0.94 0.93 1.58 1.53 0.5 0.04 0.93Travel Dist (mi) 12 39.3 88.8 15.1 24.2 34.1 213.5Travel Time (hr) 1.1 3.5 30.3 5 6 1.5 47.4Avg Speed (mph) 11 11 3 3 4 23 5Fuel Used (gal) 4.6 14.6 95.5 14.8 19.6 28.4 177.6Fuel Eff. (mpg) 2.6 2.7 0.9 1 1.2 1.2 1.2HC Emissions (g) 0 1 5 1 1 5 13CO Emissions (g) 68 222 1505 238 288 2466 4788NOx Emissions (g) 1 3 16 2 3 15 41Vehicles Entered 53 174 915 166 419 582 2309Vehicles Exited 53 174 901 163 416 581 2288Hourly Exit Rate 53 174 901 163 416 581 2288Input Volume 57 161 955 162 530 645 2510% of Volume 93 108 94 101 78 90 91Denied Entry Before 0 0 0 0 0 0 0Denied Entry After 0 0 0 0 0 0 0Density (ft/veh) 102Occupancy (veh) 1 4 30 5 6 1 47


Movement EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR AllTotal Delay (hr) 0.4 0.1 0.5 0 0.8 0 10.6 0.6 0.6 0.7 0 14.4Delay / Veh (s) 39.5 32.2 36.7 19.7 22.9 41.8 41.4 37.8 29.4 3.9 3.7 26.4Stop Delay (hr) 0.4 0.1 0.5 0 0.7 0 9 0.6 0.5 0.4 0 12.2St Del/Veh (s) 37.5 29.4 35 17.2 21.6 37.8 35.2 33.8 27.4 1.9 2.6 22.5Total Stops 35 6 42 2 105 3 616 41 57 105 3 1015Stop/Veh 0.85 0.75 0.84 1 0.87 1 0.67 0.68 0.84 0.16 0.33 0.52Travel Dist (mi) 3.4 0.6 2.1 0.1 5.1 0.2 79.1 5.2 6.6 65.5 0.9 168.8Travel Time (hr) 0.6 0.1 0.6 0 1 0 13 0.9 0.8 2.6 0 19.7Avg Speed (mph) 6 7 4 6 6 6 7 7 8 25 19 10Fuel Used (gal) 2.1 0.4 1.8 0.1 3.5 0.2 50 3.1 3.2 27.8 0.3 92.5Fuel Eff. (mpg) 1.6 1.6 1.2 1.6 1.5 1.5 1.6 1.6 2.1 2.4 2.7 1.8HC Emissions (g) 0 0 0 0 1 0 3 0 0 4 0 8CO Emissions (g) 40 8 26 1 120 4 1284 82 118 1771 14 3468NOx Emissions (g) 0 0 0 0 1 0 10 1 1 15 0 28Vehicles Entered 41 7 50 2 121 3 934 61 69 676 9 1973Vehicles Exited 41 8 50 2 121 3 910 59 67 673 9 1943Hourly Exit Rate 41 8 50 2 121 3 910 59 67 673 9 1943Input Volume 48 6 52 2 126 3 935 62 82 717 9 2042% of Volume 85 133 96 100 96 100 97 95 82 94 100 95Denied Entry Before 0 0 0 0 0 0 0 0 0 0 0 0Denied Entry After 0 0 0 0 0 0 12 1 0 0 0 13Density (ft/veh) 264Occupancy (veh) 1 0 1 0 1 0 11 1 1 3 0 18


Total Delay (hr) 231.2Delay / Veh (s) 201.1Stop Delay (hr) 196.7St Del/Veh (s) 171Total Stops 10803Stop/Veh 2.61Travel Dist (mi) 2737.5Travel Time (hr) 318.2Avg Speed (mph) 9Fuel Used (gal) 1522.8Fuel Eff. (mpg) 1.8HC Emissions (g) 141CO Emissions (g) 47734NOx Emissions (g) 463Vehicles Entered 4269Vehicles Exited 4015Hourly Exit Rate 4015Input Volume 21062% of Volume 19Denied Entry Before 0Denied Entry After 35Density (ft/veh) 157Occupancy (veh) 309

2015 PM NSimTraffic ReportPage 0

�Arterial Level of Service

2/20/2009


Delay Travel Dist ArterialCross Street Node (s/veh) time (s) (mi) SpeedSouth Park St 6 41.4 50.7 0.2 15I-89 SB 5 112.6 121.6 0.1 3I-89 NB 4 24.7 29.7 0.1 7Mountain View Dr 3 18.9 26.8 0.1 12Hercules Drive 2 21.8 46.8 0.3 21 15 7.7 15.7 0.1 20Rathe Road 1 21.4 33.1 0.1 15Total 248.5 324.5 0.9 11


Delay Travel Dist ArterialCross Street Node (s/veh) time (s) (mi) SpeedRathe Road 1 68.6 82.9 0.2 10 15 91.4 103.7 0.1 5Hercules Drive 2 114.1 121.9 0.1 3Mountain View Dr 3 398 422 0.3 2I-89 NB 4 63.3 71.3 0.1 5I-89 SB 5 3.3 8.5 0.1 23South Park St 6 4.5 13.3 0.1 27Total 743.3 823.6 0.9 4


�Queuing and Blocking Report

2/20/2009


Movement EB EB WB WB NB NB B15 B15 SB SBDirections Served L TR LT R L TR T LT TRMaximum Queue (ft) 316 292 42 64 177 674 465 161 461 154Average Queue (ft) 118 71 8 12 37 373 57 5 163 7195th Queue (ft) 277 245 31 42 112 722 286 82 551 147Link Distance (ft) 1357 1357 763 636 403 403 776Upstream Blk Time (%) 3 1 0 8Queuing Penalty (veh) 33 5 0 0Storage Bay Dist (ft) 200 300 140Storage Blk Time (%) 9 11 7Queuing Penalty (veh) 4 30 17


Movement WB WB NB NB SB SB B15 B15Directions Served L R T TR LT T T TMaximum Queue (ft) 579 125 551 454 477 481 645 624Average Queue (ft) 166 69 152 76 291 262 186 18195th Queue (ft) 413 140 415 290 580 574 623 614Link Distance (ft) 1274 1394 1394 403 403 636 636Upstream Blk Time (%) 40 29 12 12Queuing Penalty (veh) 117 85 36 37Storage Bay Dist (ft) 100Storage Blk Time (%) 27 1Queuing Penalty (veh) 36 1


Movement EB EB EB WB WB NB NB NB SB SB SBDirections Served L T R L TR L T TR L T TRMaximum Queue (ft) 134 539 275 430 272 273 398 399 360 1409 1411Average Queue (ft) 52 102 167 206 82 132 209 205 110 1092 86395th Queue (ft) 107 371 282 373 219 242 357 369 363 1806 1681Link Distance (ft) 1137 1518 382 382 1394 1394Upstream Blk Time (%) 1 1 31 13Queuing Penalty (veh) 9 8 102 43Storage Bay Dist (ft) 230 250 250 270 335Storage Blk Time (%) 0 7 8 0 0 3 0 77Queuing Penalty (veh) 0 8 5 0 0 6 0 30


Movement WB WB WB NB NB NB SB SB SBDirections Served LT R R L T T T T TRMaximum Queue (ft) 212 235 218 264 262 250 434 428 414Average Queue (ft) 91 108 92 82 115 110 391 372 23795th Queue (ft) 162 201 177 256 277 269 437 459 407Link Distance (ft) 799 234 234 234 382 382 382Upstream Blk Time (%) 6 4 2 25 12 2Queuing Penalty (veh) 20 12 8 105 49 7Storage Bay Dist (ft) 500 500Storage Blk Time (%) Queuing Penalty (veh)


Movement EB EB NB NB NB SB SB SBDirections Served LR R T T TR L T TMaximum Queue (ft) 167 157 500 513 498 257 148 180Average Queue (ft) 88 70 384 388 384 239 13 1895th Queue (ft) 143 122 581 570 556 279 80 98Link Distance (ft) 1135 452 452 452 234 234 234Upstream Blk Time (%) 22 18 17 40 1 0Queuing Penalty (veh) 82 66 62 157 3 0Storage Bay Dist (ft) 170Storage Blk Time (%) 0 0Queuing Penalty (veh) 0 0


Movement EB WB WB NB NB SB SB SBDirections Served LT LT R LT TR L T TRMaximum Queue (ft) 113 163 122 449 434 107 147 147Average Queue (ft) 37 40 54 194 202 39 32 4395th Queue (ft) 85 111 104 460 466 86 99 112Link Distance (ft) 432 219 452 452Upstream Blk Time (%) 0Queuing Penalty (veh) 0Storage Bay Dist (ft) 100 280Storage Blk Time (%) 1 1 3Queuing Penalty (veh) 0 1 2





Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR AllTotal Delay (hr) 2.8 0 1.5 0 0 0 1.5 4.7 0 0.1 21.9 2.6 35.2Delay / Veh (s) 73.9 70.9 88.3 63.6 30 71 41.8 68.8 481.1 405.2 385.2 140.3Stop Delay (hr) 2.5 0 1.5 0 0 0 1.2 3 0 0.1 21.2 2.5 32.1St Del/Veh (s) 67.3 64.7 84 61.9 30.1 57.4 26.5 53.7 469.9 390.6 374.6 127.6Total Stops 163 1 82 2 0 5 107 351 1 2 291 34 1039Stop/Veh 1.21 1 1.3 1 1 1.43 0.87 1 2 1.49 1.42 1.15Travel Dist (mi) 34.7 0.2 16.5 0.3 0 0.8 9.8 51.9 0.1 0.2 29 3.6 147.2Travel Time (hr) 4 0 2.2 0 0 0.1 1.8 6 0 0.1 22.7 2.7 39.6Avg Speed (mph) 9 7 8 6 8 11 6 9 9 2 3 4 6Fuel Used (gal) 16.9 0.1 8.3 0.1 0 0.3 6.5 26.7 0.1 0.3 58.6 6.9 124.9Fuel Eff. (mpg) 2.1 1.9 2 1.9 2.3 2.8 1.5 1.9 1.6 0.4 0.5 0.5 1.2HC Emissions (g) 1 0 0 0 0 0 1 3 0 0 2 0 7CO Emissions (g) 277 1 145 1 0 8 158 576 1 2 714 65 1948NOx Emissions (g) 3 0 1 0 0 0 2 9 0 0 5 0 20Vehicles Entered 137 1 65 2 0 5 75 403 1 1 200 26 916Vehicles Exited 132 1 61 2 0 5 75 402 1 1 189 23 892Hourly Exit Rate 330 3 153 5 0 13 188 1005 3 3 473 58 2230Input Volume 134 0 64 3 0 5 89 524 2 1 253 36 1112% of Volume 246 625 237 156 0 240 211 192 156 208 187 158 200Denied Entry Before 0 0 0 0 0 0 0 0 0 0 0 0 0Denied Entry After 0 0 0 0 0 0 0 0 0 0 57 6 63Density (ft/veh) Occupancy (veh) 10 0 5 0 0 0 4 14 0 0 21 2 58


Movement WBL WBR NBT NBR SBL SBT AllTotal Delay (hr) 0.8 0.5 20.4 0.2 1.9 10 33.9Delay / Veh (s) 51.3 19.7 184.1 46.3 314 170.8 153.3Stop Delay (hr) 0.7 0.4 16.7 0.1 1.9 9.4 29.3St Del/Veh (s) 47.2 16.3 150.9 26.7 306.1 160.8 132.7Total Stops 49 87 945 26 42 231 1380Stop/Veh 0.86 0.99 2.37 1.44 1.91 1.09 1.74Travel Dist (mi) 13.8 21.4 110.1 5.1 1.9 17.8 170.1Travel Time (hr) 1.3 1.3 23.3 0.4 2 10.5 38.7Avg Speed (mph) 11 17 5 13 1 2 4Fuel Used (gal) 5.7 6.8 85.7 2.6 5 29.8 135.6Fuel Eff. (mpg) 2.4 3.1 1.3 2 0.4 0.6 1.3HC Emissions (g) 1 1 8 0 0 3 15CO Emissions (g) 160 251 2484 142 80 669 3786NOx Emissions (g) 2 3 23 1 1 6 37Vehicles Entered 57 89 407 19 23 216 811Vehicles Exited 58 87 390 18 21 205 779Hourly Exit Rate 145 218 975 45 53 513 1948Input Volume 62 84 530 26 29 298 1030% of Volume 232 259 184 176 182 172 189Denied Entry Before 0 0 0 0 0 0 0Denied Entry After 0 0 1 0 0 1 2Density (ft/veh) Occupancy (veh) 3 3 58 1 5 25 95


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR AllTotal Delay (hr) 3.5 1.5 14.4 17.7 2.8 2.7 1.2 5.7 1.3 1.4 18.5 1.3 72.1Delay / Veh (s) 280.3 261 229.1 455.9 424.2 576.8 52.3 56.8 38.8 286.1 315.5 211.3 201.3Stop Delay (hr) 3.3 1.4 13.2 16.8 2.7 2.6 1 4.4 0.9 1.2 17 1.2 65.7St Del/Veh (s) 264 241.5 209.7 430.8 399.5 551.4 44.1 43.5 28.5 262.6 289.4 190.8 183.3Total Stops 101 49 479 572 100 74 99 368 104 52 599 55 2652Stop/Veh 2.24 2.33 2.11 4.09 4.17 4.35 1.19 1.01 0.87 3.06 2.84 2.5 2.06Travel Dist (mi) 9.3 4.5 48.8 39.8 6.7 4.7 7 30.7 9.3 4.7 57.6 6.2 229.2Travel Time (hr) 3.8 1.7 16.3 19.3 3.1 2.9 1.5 6.6 1.7 1.5 20 1.5 79.9Avg Speed (mph) 4 5 5 3 3 2 5 5 6 3 3 4 3Fuel Used (gal) 11 4.8 46.5 53.7 8.7 7.7 5.6 23.5 5.9 4.8 61.6 4.9 238.7Fuel Eff. (mpg) 0.8 0.9 1 0.7 0.8 0.6 1.3 1.3 1.6 1 0.9 1.3 1HC Emissions (g) 0 0 0 1 0 0 0 2 0 0 6 0 11CO Emissions (g) 96 45 343 393 100 94 120 414 111 123 1679 87 3606NOx Emissions (g) 1 0 3 3 1 1 1 5 1 1 15 1 34Vehicles Entered 45 22 232 147 24 18 82 367 120 18 223 23 1321Vehicles Exited 44 20 223 133 24 16 83 361 119 16 199 22 1260Hourly Exit Rate 110 50 558 333 60 40 208 903 298 40 498 55 3150Input Volume 51 24 262 161 25 23 112 476 160 27 300 31 1653% of Volume 215 212 213 206 238 175 185 189 186 147 166 176 191Denied Entry Before 0 0 0 0 0 0 0 0 0 0 0 0 0Denied Entry After 7 5 38 18 3 4 0 0 0 0 0 0 75Density (ft/veh) Occupancy (veh) 6 2 25 39 6 5 4 17 4 4 49 4 165


Movement WBL WBR NBL NBT SBT SBR AllTotal Delay (hr) 0.8 2.4 0.3 6.4 6.9 1 17.8Delay / Veh (s) 54.5 24 14.1 110.6 56.2 30.7 51.1Stop Delay (hr) 0.8 1.9 0.2 5.9 5.7 0.8 15.4St Del/Veh (s) 51.2 18.9 10.7 101.6 47 24.5 44Total Stops 50 228 11 221 389 90 989Stop/Veh 0.89 0.62 0.14 1.05 0.88 0.8 0.79Travel Dist (mi) 8.5 56.2 4.2 11.7 37.5 9.6 127.7Travel Time (hr) 1.2 4.4 0.5 6.8 8.1 1.4 22.3Avg Speed (mph) 8 14 9 2 5 7 6Fuel Used (gal) 4.4 21.1 2.3 19.1 33.1 6 86Fuel Eff. (mpg) 1.9 2.7 1.9 0.6 1.1 1.6 1.5HC Emissions (g) 0 3 0 1 3 0 7CO Emissions (g) 107 619 55 195 861 140 1978NOx Emissions (g) 1 7 1 2 9 2 21Vehicles Entered 56 367 76 212 444 112 1267Vehicles Exited 55 364 77 208 435 111 1250Hourly Exit Rate 138 910 193 520 1088 278 3125Input Volume 63 363 133 391 583 138 1671% of Volume 218 251 145 133 186 201 187Denied Entry Before 0 0 0 0 0 0 0Denied Entry After 0 1 0 0 0 0 1Density (ft/veh) Occupancy (veh) 3 10 1 17 20 4 55


Movement EBL EBR NBT NBR SBL SBT AllTotal Delay (hr) 4.3 4.8 17.7 2.1 1.1 0.5 30.6Delay / Veh (s) 489.3 311.5 246.2 223.2 18.9 6.8 126.6Stop Delay (hr) 4.3 4.6 16.6 2 0.8 0.3 28.6St Del/Veh (s) 479.4 302.8 230.7 210.4 14.2 3.8 118.5Total Stops 69 111 559 60 18 7 824Stop/Veh 2.16 2.02 2.16 1.76 0.08 0.03 0.95Travel Dist (mi) 7.5 12.3 25.1 3 12.3 16.1 76.2Travel Time (hr) 4.6 5.2 18.4 2.2 1.6 1 33.1Avg Speed (mph) 2 2 1 2 8 16 2Fuel Used (gal) 11.9 14 49.2 5.6 6.3 11 98Fuel Eff. (mpg) 0.6 0.9 0.5 0.5 2 1.5 0.8HC Emissions (g) 0 1 4 1 0 2 8CO Emissions (g) 83 169 834 147 112 721 2066NOx Emissions (g) 1 1 7 1 1 6 17Vehicles Entered 36 61 262 34 212 275 880Vehicles Exited 29 50 257 34 212 275 857Hourly Exit Rate 73 125 643 85 530 688 2143Input Volume 41 68 481 69 289 354 1302% of Volume 178 183 134 124 183 194 165Denied Entry Before 0 0 0 0 0 0 0Denied Entry After 0 0 2 0 0 0 2Density (ft/veh) Occupancy (veh) 12 13 44 5 4 2 80


Movement EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR AllTotal Delay (hr) 1 0 0.6 0 2 0.3 89.1 4.9 0.2 0.6 0 98.7Delay / Veh (s) 142.5 85.7 111.3 41 125.1 1450.6 1481.4 20.6 8 11.8 535.4Stop Delay (hr) 1 0 0.6 0 2 0.3 88.4 4.9 0.1 0.2 0 97.5St Del/Veh (s) 139.4 80.9 108.8 38.1 123.2 1439.7 1474.5 17.3 2.7 7.6 528.7Total Stops 30 2 21 1 59 1 417 22 19 77 1 650Stop/Veh 1.2 1 1.05 1 1.04 1.89 1.83 0.63 0.26 0.33 0.98Travel Dist (mi) 2.1 0.2 0.9 0 2.4 0 18.9 1 2.9 28.3 0.3 57.1Travel Time (hr) 1.1 0.1 0.7 0 2.1 0.3 89.6 5 0.3 1.4 0 100.5Avg Speed (mph) 2 4 2 2 2 1 2 2 11 20 13 3Fuel Used (gal) 3.1 0.2 1.8 0 5.4 0.6 209.9 11.6 1.2 11.2 0.1 245.1Fuel Eff. (mpg) 0.7 1.1 0.5 0.7 0.4 0.1 0.1 0.1 2.4 2.5 2.6 0.2HC Emissions (g) 0 0 0 0 0 0 3 0 0 1 0 5CO Emissions (g) 42 4 17 0 80 3 1407 105 37 518 2 2215NOx Emissions (g) 0 0 0 0 1 0 4 0 0 5 0 11Vehicles Entered 26 2 21 1 59 0 227 13 30 292 3 674Vehicles Exited 24 2 20 1 55 0 215 12 30 294 3 656Hourly Exit Rate 60 5 50 3 138 0 538 30 75 735 8 1640Input Volume 23 2 22 1 63 1 460 26 45 372 4 1021% of Volume 259 208 223 312 218 0 117 114 167 197 170 161Denied Entry Before 0 0 0 0 0 0 0 0 0 0 0 0Denied Entry After 0 0 1 0 4 1 224 12 0 0 0 242Density (ft/veh) Occupancy (veh) 3 0 1 0 3 0 31 2 1 4 0 45


Total Delay (hr) 308.3Delay / Veh (s) 586.8Stop Delay (hr) 284.6St Del/Veh (s) 541.8Total Stops 8146Stop/Veh 4.31Travel Dist (mi) 1241.9Travel Time (hr) 348.2Avg Speed (mph) 5Fuel Used (gal) 1154.6Fuel Eff. (mpg) 1.1HC Emissions (g) 78CO Emissions (g) 23851NOx Emissions (g) 225Vehicles Entered 1988Vehicles Exited 1792Hourly Exit Rate 4480Input Volume 11416% of Volume 39Denied Entry Before 0Denied Entry After 390Density (ft/veh) Occupancy (veh) 581



2/20/2009


Delay Travel Dist ArterialCross Street Node (s/veh) time (s) (mi) SpeedSouth Park St 6 1450.6 1459.3 0.2 3I-89 SB 5 238.2 246.9 0.1 2I-89 NB 4 106.1 111.1 0.1 2Mountain View Dr 3 45.6 53.3 0.1 6Hercules Drive 2 182.8 207.8 0.3 5 15 17.8 25.8 0.1 12Rathe Road 1 41.8 53.6 0.1 9Total 2082.8 2157.8 0.9 4


Delay Travel Dist ArterialCross Street Node (s/veh) time (s) (mi) SpeedRathe Road 1 405.2 419.4 0.2 4 15 202.1 214.2 0.1 2Hercules Drive 2 170.8 178.5 0.1 2Mountain View Dr 3 308.5 332.7 0.3 3I-89 NB 4 51.3 59.2 0.1 5I-89 SB 5 7.6 12.8 0.1 15South Park St 6 6.3 15.3 0.1 23Total 1151.9 1232.1 0.9 3



2/20/2009


Movement EB EB WB WB NB NB B15 B15 SB SBDirections Served L TR LT R L TR T LT TRMaximum Queue (ft) 255 257 12 20 130 290 193 176 316 66Average Queue (ft) 269 241 7 12 168 609 256 63 526 15595th Queue (ft) 504 511 26 39 308 846 589 309 1004 188Link Distance (ft) 0 0 0 0 0 0 0Upstream Blk Time (%) 16 8 1 41Queuing Penalty (veh) 98 24 4 0Storage Bay Dist (ft) 200 300 140Storage Blk Time (%) 0 25 47 37Queuing Penalty (veh) 0 22 76 47


Movement WB WB NB NB SB SB B15 B15Directions Served L R T TR LT T T TMaximum Queue (ft) 180 50 573 557 192 202 262 263Average Queue (ft) 161 87 1198 1005 447 440 498 50095th Queue (ft) 354 147 1827 1726 574 593 897 904Link Distance (ft) 0 0 0 0 0 0 0Upstream Blk Time (%) 21 0 81 61 27 34Queuing Penalty (veh) 56 1 130 97 43 54Storage Bay Dist (ft) 100Storage Blk Time (%) 19 3Queuing Penalty (veh) 16 2


Movement EB EB EB WB WB NB NB NB SB SB SBDirections Served L T R L TR L T TR L T TRMaximum Queue (ft) 99 461 110 619 110 118 177 175 144 560 562Average Queue (ft) 105 832 267 1250 193 201 394 396 100 903 74595th Queue (ft) 206 1463 316 1879 358 351 431 433 318 1586 1491Link Distance (ft) 0 0 0 0 0 0Upstream Blk Time (%) 21 39 23 21 7 9Queuing Penalty (veh) 0 0 85 80 11 16Storage Bay Dist (ft) 230 250 250 270 335Storage Blk Time (%) 2 51 71 0 0 32 66Queuing Penalty (veh) 5 38 34 0 1 36 18


Movement WB WB WB NB NB NB SB SB SBDirections Served LT R R L T T T T TRMaximum Queue (ft) 82 133 121 122 110 122 165 168 160Average Queue (ft) 106 199 183 118 234 230 352 336 26295th Queue (ft) 186 303 284 322 305 314 440 451 410Link Distance (ft) 0 0 0 0 0 0 0Upstream Blk Time (%) 3 44 34 18 12 0Queuing Penalty (veh) 5 75 58 43 29 1Storage Bay Dist (ft) 500 500Storage Blk Time (%) Queuing Penalty (veh)


Movement EB EB B22 NB NB NB SB SB SBDirections Served LR R T T T TR L T TMaximum Queue (ft) 491 78 253 206 201 195 101 53 53Average Queue (ft) 549 116 115 470 465 456 81 15 1495th Queue (ft) 1261 244 568 509 498 492 263 100 91Link Distance (ft) 0 0 0 0 0 0 0 0Upstream Blk Time (% 20 6 47 46 47 18 4 2Queuing Penalty (veh) 0 0 86 83 86 38 8 3Storage Bay Dist (ft) 170Storage Blk Time (%) 58 5Queuing Penalty (veh) 20 4


Movement EB WB WB NB NB SB SB SBDirections Served LT LT R LT TR L T TRMaximum Queue (ft) 91 103 50 187 193 65 86 96Average Queue (ft) 93 122 100 408 411 36 58 7895th Queue (ft) 219 269 148 601 602 102 149 174Link Distance (ft) 0 0 0 0Upstream Blk Time (%) 16Queuing Penalty (veh) 0Storage Bay Dist (ft) 100 280Storage Blk Time (%) 26 1 36 0Queuing Penalty (veh) 0 1 8 0



HCM Signalized Intersection Capacity Analysis 2018 PM Low Growth - Mitigated1: Rathe Road & US 2-7 2/27/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 335 1 161 8 1 13 222 1286 4 3 632 91Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 12 12 12 12 12 12 11 12 12 12 12 12Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 0.95Frt 1.00 0.85 1.00 0.85 1.00 1.00 0.98Flt Protected 0.95 1.00 0.96 1.00 0.95 1.00 1.00Satd. Flow (prot) 1787 1601 1733 1538 1711 3538 3472Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00 0.95Satd. Flow (perm) 1787 1601 1810 1538 1711 3538 3286Peak-hour factor, PHF 0.64 0.64 0.64 1.00 1.00 1.00 0.89 0.89 0.89 0.98 0.98 0.98Adj. Flow (vph) 523 2 252 8 1 13 249 1445 4 3 645 93RTOR Reduction (vph) 0 147 0 0 0 13 0 0 0 0 11 0Lane Group Flow (vph) 523 107 0 0 9 0 249 1449 0 0 730 0Heavy Vehicles (%) 1% 1% 1% 5% 5% 5% 2% 2% 2% 2% 2% 2%Turn Type Prot Perm Perm Prot PermProtected Phases 7 4 8 5 2 6Permitted Phases 8 8 6Actuated Green, G (s) 29.4 38.2 2.8 2.8 14.2 41.7 21.5Effective Green, g (s) 29.4 38.2 2.8 2.8 14.2 41.7 21.5Actuated g/C Ratio 0.32 0.42 0.03 0.03 0.15 0.45 0.23Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 2.0 0.2 0.2 3.0 2.0 0.2Lane Grp Cap (vph) 572 665 55 47 264 1605 769v/s Ratio Prot c0.29 c0.07 0.15 c0.41v/s Ratio Perm 0.00 0.00 0.22v/c Ratio 0.91 0.16 0.16 0.01 0.94 0.90 0.95Uniform Delay, d1 30.0 16.8 43.4 43.2 38.5 23.2 34.7Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00Incremental Delay, d2 19.2 0.0 0.5 0.0 39.9 7.3 20.5Delay (s) 49.2 16.9 43.9 43.2 78.4 30.5 55.1Level of Service D B D D E C EApproach Delay (s) 38.6 43.5 37.6 55.1Approach LOS D D D E

Intersection SummaryHCM Average Control Delay 41.9 HCM Level of Service DHCM Volume to Capacity ratio 0.82Actuated Cycle Length (s) 91.9 Sum of lost time (s) 12.0Intersection Capacity Utilization 96.4% ICU Level of Service FAnalysis Period (min) 15c Critical Lane Group

HCM Signalized Intersection Capacity Analysis 2018 PM Low Growth - Mitigated2: Hercules Drive & US 2-7 2/27/2009


Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsVolume (vph) 156 210 1307 64 72 725Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 1.00 0.95 0.95Frt 1.00 0.85 0.99 1.00Flt Protected 0.95 1.00 1.00 1.00Satd. Flow (prot) 1687 1509 3480 3456Flt Permitted 0.95 1.00 1.00 0.64Satd. Flow (perm) 1687 1509 3480 2238Peak-hour factor, PHF 0.63 0.63 1.00 1.00 0.90 0.90Adj. Flow (vph) 248 333 1307 64 80 806RTOR Reduction (vph) 0 29 6 0 0 0Lane Group Flow (vph) 248 304 1365 0 0 886Heavy Vehicles (%) 7% 7% 3% 3% 4% 4%Turn Type Perm PermProtected Phases 8 2 6Permitted Phases 8 6Actuated Green, G (s) 14.0 14.0 26.6 26.6Effective Green, g (s) 14.0 14.0 26.6 26.6Actuated g/C Ratio 0.27 0.27 0.51 0.51Clearance Time (s) 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 449 402 1760 1132v/s Ratio Prot 0.15 0.39v/s Ratio Perm c0.20 c0.40v/c Ratio 0.55 0.76 0.78 0.78Uniform Delay, d1 16.6 17.7 10.6 10.6Progression Factor 1.00 1.00 1.00 1.00Incremental Delay, d2 1.5 7.9 2.2 3.6Delay (s) 18.1 25.6 12.8 14.2Level of Service B C B BApproach Delay (s) 22.4 12.8 14.2Approach LOS C B B

Intersection SummaryHCM Average Control Delay 15.2 HCM Level of Service BHCM Volume to Capacity ratio 0.77Actuated Cycle Length (s) 52.6 Sum of lost time (s) 12.0Intersection Capacity Utilization 83.9% ICU Level of Service EAnalysis Period (min) 15c Critical Lane Group

HCM Signalized Intersection Capacity Analysis 2018 PM Low Growth - Mitigated3: Mountain View Dr & US 2-7 2/27/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 128 59 654 403 63 57 280 1189 400 68 737 78Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 1.00 0.88 0.97 1.00 1.00 0.95 1.00 1.00 0.95Frt 1.00 1.00 0.85 1.00 0.93 1.00 1.00 0.85 1.00 0.99Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00Satd. Flow (prot) 1805 1900 2842 3467 1748 1770 3539 1583 1752 3454Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00Satd. Flow (perm) 1805 1900 2842 3467 1748 1770 3539 1583 1752 3454Peak-hour factor, PHF 0.69 0.69 0.69 0.81 0.81 0.81 1.00 1.00 1.00 0.84 0.84 0.84Adj. Flow (vph) 186 86 948 498 78 70 280 1189 400 81 877 93RTOR Reduction (vph) 0 0 0 0 0 0 0 0 227 0 7 0Lane Group Flow (vph) 186 86 948 498 148 0 280 1189 173 81 963 0Heavy Vehicles (%) 0% 0% 0% 1% 1% 1% 2% 2% 2% 3% 3% 3%Turn Type Prot pt+ov Prot Prot Prot ProtProtected Phases 7 4 4 5 3 8 5 2 2 1 6Permitted PhasesActuated Green, G (s) 23.5 18.1 45.7 20.0 14.6 21.6 50.9 50.9 7.0 36.3Effective Green, g (s) 23.5 18.1 45.7 20.0 14.6 21.6 50.9 50.9 7.0 36.3Actuated g/C Ratio 0.20 0.15 0.38 0.17 0.12 0.18 0.42 0.42 0.06 0.30Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 0.2 0.2 3.0 0.2Lane Grp Cap (vph) 353 287 1082 578 213 319 1501 671 102 1045v/s Ratio Prot c0.10 0.05 c0.33 c0.14 0.08 c0.16 0.34 0.11 0.05 c0.28v/s Ratio Permv/c Ratio 0.53 0.30 0.88 0.86 0.69 0.88 0.79 0.26 0.79 0.92Uniform Delay, d1 43.3 45.3 34.5 48.7 50.6 47.9 30.0 22.3 55.8 40.5Progression Factor 1.00 1.00 1.00 1.00 1.00 0.89 0.77 1.48 1.00 1.00Incremental Delay, d2 1.4 0.6 8.1 12.5 9.4 16.5 3.0 0.6 33.3 14.4Delay (s) 44.7 45.9 42.7 61.2 60.0 59.0 25.9 33.7 89.1 54.9Level of Service D D D E E E C C F DApproach Delay (s) 43.2 60.9 32.5 57.5Approach LOS D E C E

Intersection SummaryHCM Average Control Delay 44.6 HCM Level of Service DHCM Volume to Capacity ratio 0.94Actuated Cycle Length (s) 120.0 Sum of lost time (s) 24.0Intersection Capacity Utilization 72.2% ICU Level of Service CAnalysis Period (min) 15c Critical Lane Group

HCM Signalized Intersection Capacity Analysis 2018 PM Low Growth - Mitigated4: I-89 NB & US 2-7 2/27/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 0 0 0 158 0 907 332 963 0 0 1447 346Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Grade (%) 0% -2% 0% 0%Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 0.88 1.00 0.95 0.91 1.00Frt 1.00 0.85 1.00 1.00 1.00 0.85Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00Satd. Flow (prot) 1770 2787 1787 3574 5085 1583Flt Permitted 0.95 1.00 0.95 1.00 1.00 1.00Satd. Flow (perm) 1770 2787 1787 3574 5085 1583Peak-hour factor, PHF 1.00 1.00 1.00 0.88 0.88 0.88 0.99 0.99 0.99 1.00 1.00 1.00Adj. Flow (vph) 0 0 0 180 0 1031 335 973 0 0 1447 346RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 0 206Lane Group Flow (vph) 0 0 0 0 180 1031 335 973 0 0 1447 140Heavy Vehicles (%) 0% 0% 0% 3% 3% 3% 1% 1% 1% 2% 2% 2%Turn Type Split custom Split ProtProtected Phases 8 8 8 6 2 2 6 6Permitted PhasesActuated Green, G (s) 17.1 71.5 36.5 36.5 48.4 48.4Effective Green, g (s) 17.1 71.5 36.5 36.5 48.4 48.4Actuated g/C Ratio 0.14 0.60 0.30 0.30 0.40 0.40Clearance Time (s) 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 252 1661 544 1087 2051 638v/s Ratio Prot c0.10 0.37 0.19 c0.27 c0.28 0.09v/s Ratio Permv/c Ratio 0.71 0.62 0.62 0.90 0.71 0.22Uniform Delay, d1 49.1 15.6 35.7 39.9 29.9 23.4Progression Factor 1.00 1.00 0.32 0.61 0.94 1.63Incremental Delay, d2 9.2 0.7 1.5 7.1 1.0 0.4Delay (s) 58.3 16.3 12.9 31.6 29.2 38.5Level of Service E B B C C DApproach Delay (s) 0.0 22.5 26.8 31.0Approach LOS A C C C


HCM Signalized Intersection Capacity Analysis 2018 PM Low Growth - Mitigated5: I-89 SB & US 2-7 2/27/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 102 0 171 0 0 0 0 1193 172 723 882 0Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Grade (%) -2% 0% 0% 0%Total Lost time (s) 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 0.95 0.95 0.91 0.97 1.00Frt 0.96 0.85 0.98 1.00 1.00Flt Protected 0.97 1.00 1.00 0.95 1.00Satd. Flow (prot) 1637 1504 4989 3433 1863Flt Permitted 0.97 1.00 1.00 0.95 1.00Satd. Flow (perm) 1637 1504 4989 3433 1863Peak-hour factor, PHF 0.74 0.74 0.74 1.00 1.00 1.00 0.97 0.97 0.97 0.87 0.87 0.87Adj. Flow (vph) 138 0 231 0 0 0 0 1230 177 831 1014 0RTOR Reduction (vph) 0 0 0 0 0 0 0 14 0 0 0 0Lane Group Flow (vph) 0 191 178 0 0 0 0 1393 0 831 1014 0Heavy Vehicles (%) 3% 3% 3% 0% 0% 0% 2% 2% 2% 2% 2% 2%Turn Type Perm Perm ProtProtected Phases 4 2 1 6Permitted Phases 4 4Actuated Green, G (s) 17.8 17.8 48.2 36.0 90.2Effective Green, g (s) 17.8 17.8 48.2 36.0 90.2Actuated g/C Ratio 0.15 0.15 0.40 0.30 0.75Clearance Time (s) 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 243 223 2004 1030 1400v/s Ratio Prot 0.28 c0.24 c0.54v/s Ratio Perm 0.12 c0.12v/c Ratio 0.79 0.80 0.69 0.81 0.72Uniform Delay, d1 49.3 49.4 29.8 38.8 8.1Progression Factor 1.00 1.00 0.89 0.27 1.20Incremental Delay, d2 15.3 17.8 0.9 5.9 2.8Delay (s) 64.6 67.1 27.5 16.2 12.5Level of Service E E C B BApproach Delay (s) 65.8 0.0 27.5 14.2Approach LOS E A C B


HCM Signalized Intersection Capacity Analysis 2018 PM Low Growth - Mitigated6: South Park St & US 2-7 2/27/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 58 6 0 56 2 158 3 1150 66 112 929 11Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 0.95Frt 1.00 1.00 0.85 0.99 1.00 1.00Flt Protected 0.96 0.95 1.00 1.00 0.95 1.00Satd. Flow (prot) 1818 1743 1553 3545 1770 3533Flt Permitted 0.70 0.69 1.00 0.95 0.20 1.00Satd. Flow (perm) 1338 1253 1553 3379 376 3533Peak-hour factor, PHF 0.98 0.98 0.98 1.00 1.00 1.00 0.99 0.99 0.99 0.87 0.87 0.87Adj. Flow (vph) 59 6 0 56 2 158 3 1162 67 129 1068 13RTOR Reduction (vph) 0 0 0 0 0 97 0 7 0 0 1 0Lane Group Flow (vph) 0 65 0 0 58 61 0 1225 0 129 1080 0Heavy Vehicles (%) 0% 0% 0% 4% 4% 4% 1% 1% 1% 2% 2% 2%Turn Type Perm Perm Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 4 8 8 2 6Actuated Green, G (s) 6.8 6.8 6.8 41.2 41.2 41.2Effective Green, g (s) 6.8 6.8 6.8 41.2 41.2 41.2Actuated g/C Ratio 0.11 0.11 0.11 0.69 0.69 0.69Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 152 142 176 2320 258 2426v/s Ratio Prot 0.31v/s Ratio Perm c0.05 0.05 0.04 c0.36 0.34v/c Ratio 0.43 0.41 0.35 0.53 0.50 0.45Uniform Delay, d1 24.8 24.7 24.6 4.6 4.5 4.2Progression Factor 1.00 1.00 1.00 1.00 1.28 1.23Incremental Delay, d2 1.9 1.9 1.2 0.9 4.6 0.4Delay (s) 26.7 26.6 25.8 5.5 10.4 5.6Level of Service C C C A B AApproach Delay (s) 26.7 26.0 5.5 6.1Approach LOS C C A A




Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR AllTotal Delay (hr) 2.2 0 0.3 0.1 0 0.1 2.1 5.4 0 0 11 1.5 22.6Delay / Veh (s) 23.1 19.1 6.7 40.1 15.8 36.7 14.8 13.4 73.3 63 58.7 29.5Stop Delay (hr) 1.8 0 0.2 0.1 0 0.1 1.8 2.7 0 0 8.8 1.2 16.8St Del/Veh (s) 19.3 16.6 5.2 38.4 15.6 31 7.6 8.6 64.2 50.5 49.6 21.9Total Stops 280 1 113 8 0 13 204 609 4 4 860 133 2229Stop/Veh 0.82 1 0.71 1 0.93 0.98 0.47 0.67 2 1.37 1.49 0.81Travel Dist (mi) 87.4 0.2 40.9 1.1 0 1.9 27.2 168.6 0.7 0.2 92.7 13.1 434.3Travel Time (hr) 5.3 0 1.8 0.1 0 0.1 3 9.6 0 0 13.4 1.9 35.4Avg Speed (mph) 17 17 23 8 14 14 9 18 16 5 8 8 13Fuel Used (gal) 3 0 1.2 0 0 0.1 1 5.2 0 0 5.2 0.7 16.5Fuel Eff. (mpg) 28.9 29 33.6 23.5 31.1 30.5 26.3 32.4 37.5 15.1 17.9 18.5 26.3HC Emissions (g) 17 0 10 0 0 1 7 68 0 0 35 6 144CO Emissions (g) 540 1 291 4 0 12 194 1744 2 2 1373 195 4358NOx Emissions (g) 57 0 31 0 0 2 23 216 0 0 116 17 462Vehicles Entered 340 1 160 8 0 13 209 1306 6 2 628 89 2762Vehicles Exited 341 1 159 8 0 14 208 1301 6 2 624 89 2753Hourly Exit Rate 341 1 159 8 0 14 208 1301 6 2 624 89 2753Input Volume 335 1 161 8 1 13 222 1310 4 3 632 91 2781% of Volume 102 100 99 100 0 108 94 99 150 67 99 98 99Denied Entry Before 0 0 0 0 0 0 0 0 0 0 0 0 0Denied Entry After 0 0 0 0 0 0 0 0 0 0 4 0 4Density (ft/veh) 232Occupancy (veh) 5 0 2 0 0 0 3 10 0 0 12 2 34


Movement WBL WBR NBT NBR SBL SBT AllTotal Delay (hr) 1 0.8 6.3 0.3 0.7 2.8 11.8Delay / Veh (s) 21.8 14.1 17.2 17 37.6 13.6 16.7Stop Delay (hr) 0.8 0.7 2 0.1 0.6 1.8 5.9St Del/Veh (s) 18.6 11.5 5.5 6.2 34 8.6 8.4Total Stops 125 159 530 32 69 336 1251Stop/Veh 0.8 0.78 0.4 0.52 1.08 0.45 0.49Travel Dist (mi) 38 49.1 365.6 17 5.5 62.8 538Travel Time (hr) 2.3 2.6 15.8 0.8 0.9 4.4 26.8Avg Speed (mph) 17 19 23 21 6 14 20Fuel Used (gal) 1.3 1.5 14.2 0.6 0.3 2.2 20.1Fuel Eff. (mpg) 30.3 32.9 25.7 26.6 21.3 28.6 26.8HC Emissions (g) 31 39 171 10 2 29 282CO Emissions (g) 564 689 6034 297 46 786 8417NOx Emissions (g) 79 98 647 33 5 92 952Vehicles Entered 157 203 1323 61 65 744 2553Vehicles Exited 157 204 1321 61 63 736 2542Hourly Exit Rate 157 204 1321 61 63 736 2542Input Volume 156 210 1326 64 72 746 2574% of Volume 101 97 100 95 88 99 99Denied Entry Before 0 0 0 0 0 0 0Denied Entry After 0 0 0 0 0 0 0Density (ft/veh) 240Occupancy (veh) 2 3 16 1 1 4 27


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR AllTotal Delay (hr) 2.6 1.3 14 7.9 1.1 0.9 5.3 7.5 0.5 1.7 18 2.1 62.9Delay / Veh (s) 77 79.5 78.8 69.6 60.5 54.3 69.6 22.7 4.7 89.7 87.8 93.8 55.2Stop Delay (hr) 2.3 1.1 12.4 7.4 1 0.9 4.8 4.8 0.3 1.5 14.7 1.8 52.8St Del/Veh (s) 69.5 70.2 69.8 64.7 55.3 51.3 62.2 14.5 2.3 78.6 71.5 79.8 46.4Total Stops 139 70 783 454 67 59 314 758 176 94 946 115 3975Stop/Veh 1.15 1.21 1.23 1.1 1.05 0.97 1.14 0.64 0.44 1.38 1.28 1.44 0.97Travel Dist (mi) 26.1 12.6 137.9 117.7 18.5 17.4 22.9 98.7 33 18.7 199.2 21.8 724.6Travel Time (hr) 3.5 1.7 19.1 12.7 1.8 1.7 6.2 10.3 2 2.2 23.2 2.8 87.2Avg Speed (mph) 8 8 8 9 10 11 4 10 17 8 9 8 9Fuel Used (gal) 1.3 0.6 7 5.4 0.8 0.7 2.1 5.9 1.4 1.1 10.9 1.2 38.5Fuel Eff. (mpg) 19.4 19.4 19.7 21.6 23.2 24.1 11 16.8 24.1 17.3 18.2 18.1 18.8HC Emissions (g) 4 2 16 25 3 5 15 52 17 13 170 12 335CO Emissions (g) 168 92 746 731 105 130 404 1908 741 489 5176 454 11142NOx Emissions (g) 15 8 71 93 12 16 46 199 60 40 499 39 1097Vehicles Entered 122 59 643 412 63 61 276 1185 397 69 740 81 4108Vehicles Exited 120 57 634 410 64 61 274 1188 397 67 738 80 4090Hourly Exit Rate 120 57 634 410 64 61 274 1188 397 67 738 80 4090Input Volume 128 59 654 403 63 57 280 1191 400 68 751 78 4132% of Volume 94 97 97 102 102 107 98 100 99 99 98 103 99Denied Entry Before 0 1 3 0 0 0 0 0 0 0 0 0 4Denied Entry After 0 1 2 0 0 0 0 0 0 0 0 0 3Density (ft/veh) 178Occupancy (veh) 3 2 17 13 2 2 6 10 2 2 23 3 85


Movement WBL WBR NBL NBT SBT SBR AllTotal Delay (hr) 2.6 5.7 0.5 5.7 24.7 1.9 41Delay / Veh (s) 62.7 22.3 5.9 21.5 62.9 19.3 35.9Stop Delay (hr) 2.4 4.8 0.1 3.6 21 1.4 33.3St Del/Veh (s) 59.3 18.7 1.4 13.7 53.6 13.9 29.2Total Stops 137 425 65 453 1447 306 2833Stop/Veh 0.93 0.46 0.19 0.48 1.02 0.86 0.69Travel Dist (mi) 22.3 139 19.1 54.5 120.7 30.3 385.8Travel Time (hr) 3.4 10.5 1.3 7.2 28.4 3.3 54.1Avg Speed (mph) 7 16 15 8 4 9 7Fuel Used (gal) 1.2 5.2 0.8 3.6 10.1 1.7 22.5Fuel Eff. (mpg) 18.3 27 25.2 15.1 12 18.2 17.2HC Emissions (g) 9 55 3 28 60 14 170CO Emissions (g) 268 1372 155 789 1844 466 4893NOx Emissions (g) 23 153 18 115 206 57 571Vehicles Entered 147 916 334 948 1421 355 4121Vehicles Exited 148 919 334 951 1404 353 4109Hourly Exit Rate 148 919 334 951 1404 353 4109Input Volume 158 907 332 977 1458 346 4178% of Volume 94 101 101 97 96 102 98Denied Entry Before 0 4 0 0 0 0 4Denied Entry After 0 1 0 0 0 0 1Density (ft/veh) 98Occupancy (veh) 3 9 1 7 28 3 52


Movement EBL EBR NBT NBR SBL SBT AllTotal Delay (hr) 1.5 2.5 20.7 2.6 1.8 1.5 30.7Delay / Veh (s) 54.9 51.9 63.1 56.2 9.5 6.5 35Stop Delay (hr) 1.4 2.4 16.7 2.1 1.2 0.4 24.2St Del/Veh (s) 50.4 48.9 51 45.8 6.3 1.5 27.6Total Stops 94 158 1340 177 69 104 1942Stop/Veh 0.94 0.9 1.14 1.05 0.1 0.12 0.61Travel Dist (mi) 22.7 39.6 113.6 14.9 40 49.6 280.5Travel Time (hr) 2.3 4 23.8 3.2 3.4 3 39.6Avg Speed (mph) 10 10 5 5 12 17 7Fuel Used (gal) 0.9 1.6 8.6 1.1 1.7 3.9 17.8Fuel Eff. (mpg) 24.6 25.1 13.2 14 23.1 12.7 15.8HC Emissions (g) 6 17 57 6 13 46 146CO Emissions (g) 119 303 1765 193 412 1715 4506NOx Emissions (g) 17 42 191 20 52 200 521Vehicles Entered 100 175 1184 168 693 846 3166Vehicles Exited 100 176 1174 168 694 846 3158Hourly Exit Rate 100 176 1174 168 694 846 3158Input Volume 102 171 1203 172 723 884 3255% of Volume 98 103 98 98 96 96 97Denied Entry Before 0 0 0 0 0 0 0Denied Entry After 0 0 0 0 0 0 0Density (ft/veh) 121Occupancy (veh) 2 4 24 3 3 3 40


Movement EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR AllTotal Delay (hr) 0.6 0 0.5 0 1.1 0 6.7 0.3 1.1 1.5 0 11.9Delay / Veh (s) 35.8 25.2 33.4 14.5 26.2 25.2 21.4 15.7 38.6 6 4.7 17.2Stop Delay (hr) 0.6 0 0.4 0 1 0 5 0.2 1 0.6 0 9St Del/Veh (s) 33.7 22.2 31.7 12.2 25.3 23.7 16 13.1 35.7 2.2 2.9 13Total Stops 59 4 49 2 126 2 641 41 98 254 5 1281Stop/Veh 0.94 1 0.96 0.67 0.85 1 0.56 0.62 0.95 0.28 0.5 0.51Travel Dist (mi) 5.2 0.4 2.2 0.1 6.2 0.2 97.5 5.7 10 87.8 1 216.2Travel Time (hr) 0.8 0 0.6 0 1.4 0 9.7 0.5 1.5 3.9 0.1 18.6Avg Speed (mph) 6 9 4 7 5 8 11 12 7 22 19 13Fuel Used (gal) 0.3 0 0.2 0 0.5 0 4.7 0.2 0.6 4.2 0 10.7Fuel Eff. (mpg) 16.3 18.3 12.8 17 13.7 20.3 20.7 23.4 17 21 25.7 20.1HC Emissions (g) 1 0 1 0 7 0 31 2 4 65 0 112CO Emissions (g) 73 5 33 2 160 3 1557 92 226 2885 20 5056NOx Emissions (g) 5 0 3 0 16 0 118 7 14 214 1 381Vehicles Entered 63 4 51 3 148 2 1140 66 104 906 10 2497Vehicles Exited 63 4 51 3 148 2 1134 66 102 904 10 2487Hourly Exit Rate 63 4 51 3 148 2 1134 66 102 904 10 2487Input Volume 58 6 56 2 158 3 1150 66 112 931 11 2553% of Volume 109 67 91 150 94 67 99 100 91 97 91 97Denied Entry Before 0 0 0 0 0 0 0 0 0 0 0 0Denied Entry After 0 0 0 0 0 0 2 0 0 0 0 2Density (ft/veh) 269Occupancy (veh) 1 0 1 0 1 0 9 0 1 4 0 17


Total Delay (hr) 187.2Delay / Veh (s) 115.3Stop Delay (hr) 143St Del/Veh (s) 88.1Total Stops 13528Stop/Veh 2.31Travel Dist (mi) 3988.1Travel Time (hr) 314.7Avg Speed (mph) 13Fuel Used (gal) 189.2Fuel Eff. (mpg) 21.1HC Emissions (g) 2033CO Emissions (g) 70554NOx Emissions (g) 6916Vehicles Entered 5880Vehicles Exited 5810Hourly Exit Rate 5810Input Volume 28540% of Volume 20Denied Entry Before 8Denied Entry After 10Density (ft/veh) 171Occupancy (veh) 306



2/25/2009


Delay Travel Dist ArterialCross Street Node (s/veh) time (s) (mi) SpeedSouth Park St 6 21.4 30.6 0.2 24I-89 SB 5 63.4 72.3 0.1 5I-89 NB 4 15.5 20.7 0.1 10Mountain View Dr 3 26.3 34 0.1 9Hercules Drive 2 18 43.2 0.3 23 15 3.1 11.2 0.1 28Rathe Road 1 14.8 26.6 0.1 18Total 162.6 238.6 0.9 14


Delay Travel Dist ArterialCross Street Node (s/veh) time (s) (mi) SpeedRathe Road 1 63 77.3 0.2 8 15 4.2 16.5 0.1 29Hercules Drive 2 13.6 21.4 0.1 15Mountain View Dr 3 89.2 113.7 0.3 9I-89 NB 4 53.8 61.9 0.1 5I-89 SB 5 7.7 12.9 0.1 15South Park St 6 5.8 14.6 0.1 24Total 237.3 318.2 0.9 10



2/25/2009


Movement EB EB WB WB NB NB NB SB SBDirections Served L TR LT R L T TR LT TRMaximum Queue (ft) 256 222 38 57 276 385 424 637 165Average Queue (ft) 144 78 8 13 121 173 204 306 14195th Queue (ft) 229 180 30 41 219 329 363 717 198Link Distance (ft) 1357 1357 751 636 636 774Upstream Blk Time (%) 9Queuing Penalty (veh) 0Storage Bay Dist (ft) 200 300 140Storage Blk Time (%) 0 0 20 19Queuing Penalty (veh) 3 1 83 60




Movement EB EB EB EB WB WB WB NB NB NB NB SB SB SBDirections Served L T R R L L TR L T T R L T TRMaximum Queue (ft) 188 1014 275 262 284 301 234 294 385 373 413 318 682 696Average Queue (ft) 87 299 213 205 170 171 101 221 297 280 116 98 398 41295th Queue (ft) 155 958 312 295 285 296 202 343 417 394 351 272 755 752Link Distance (ft) 1138 1505 1505 368 368 368 1388 1388Upstream Blk Time (%) 2 3 1 0Queuing Penalty (veh) 0 18 6 2Storage Bay Dist (ft) 230 250 250 250 270 335Storage Blk Time (%) 0 15 10 4 0 6 6 18Queuing Penalty (veh) 0 28 19 4 0 35 15 12


Movement WB WB WB NB NB NB SB SB SB SBDirections Served LT R R L T T T T T RMaximum Queue (ft) 238 286 286 308 275 278 390 410 398 315Average Queue (ft) 121 172 189 74 158 164 322 357 358 22695th Queue (ft) 202 269 281 217 294 280 418 424 425 404Link Distance (ft) 799 234 234 234 368 368 368Upstream Blk Time (%) 1 3 2 2 11 18Queuing Penalty (veh) 4 13 8 11 69 107Storage Bay Dist (ft) 500 500 290Storage Blk Time (%) 29 0Queuing Penalty (veh) 99 2


Movement EB EB NB NB NB SB SB SBDirections Served LR R T T TR L L TMaximum Queue (ft) 246 181 483 477 468 188 200 227Average Queue (ft) 116 88 317 326 351 41 35 1595th Queue (ft) 196 159 504 492 493 125 123 106Link Distance (ft) 1136 441 441 441 234 234 234Upstream Blk Time (%) 7 5 11 1 0 0Queuing Penalty (veh) 31 24 49 3 1 0Storage Bay Dist (ft) 170Storage Blk Time (%) 2 1Queuing Penalty (veh) 2 1


Movement EB WB WB NB NB SB SB SBDirections Served LT LT R LT TR L T TRMaximum Queue (ft) 104 160 122 365 375 174 176 153Average Queue (ft) 44 42 60 145 160 58 67 7995th Queue (ft) 84 119 111 372 384 125 133 129Link Distance (ft) 431 219 441 441Upstream Blk Time (%) 2Queuing Penalty (veh) 0Storage Bay Dist (ft) 100 280Storage Blk Time (%) 1 1 6Queuing Penalty (veh) 0 1 4



HCM Signalized Intersection Capacity Analysis 2018 PM Low Growth - Right In Right Out1: Rathe Road & US 2-7 2/27/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 335 1 161 8 1 13 222 1286 4 3 632 91Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Lane Width 12 12 12 12 12 12 11 12 12 12 12 12Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 0.95Frt 1.00 0.85 1.00 0.85 1.00 1.00 0.98Flt Protected 0.95 1.00 0.96 1.00 0.95 1.00 1.00Satd. Flow (prot) 1787 1601 1733 1538 1711 3538 3472Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00 0.95Satd. Flow (perm) 1787 1601 1810 1538 1711 3538 3291Peak-hour factor, PHF 0.64 0.64 0.64 1.00 1.00 1.00 0.89 0.89 0.89 0.98 0.98 0.98Adj. Flow (vph) 523 2 252 8 1 13 249 1445 4 3 645 93RTOR Reduction (vph) 0 153 0 0 0 13 0 0 0 0 9 0Lane Group Flow (vph) 523 101 0 0 9 0 249 1449 0 0 732 0Heavy Vehicles (%) 1% 1% 1% 5% 5% 5% 2% 2% 2% 2% 2% 2%Turn Type Prot Perm Perm Prot PermProtected Phases 7 4 8 5 2 6Permitted Phases 8 8 6Actuated Green, G (s) 37.8 47.0 3.2 3.2 20.7 61.0 34.3Effective Green, g (s) 37.8 47.0 3.2 3.2 20.7 61.0 34.3Actuated g/C Ratio 0.32 0.39 0.03 0.03 0.17 0.51 0.29Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 2.0 0.2 0.2 3.0 2.0 0.2Lane Grp Cap (vph) 563 627 48 41 295 1798 941v/s Ratio Prot c0.29 c0.06 0.15 c0.41v/s Ratio Perm 0.00 0.00 0.22v/c Ratio 0.93 0.16 0.19 0.01 0.84 0.81 0.78Uniform Delay, d1 39.8 23.7 57.1 56.9 48.1 24.6 39.3Progression Factor 1.00 1.00 1.00 1.00 0.90 0.52 1.00Incremental Delay, d2 21.7 0.0 0.7 0.0 12.7 2.5 6.3Delay (s) 61.5 23.7 57.8 56.9 55.9 15.2 45.6Level of Service E C E E E B DApproach Delay (s) 49.2 57.3 21.2 45.6Approach LOS D E C D

Intersection SummaryHCM Average Control Delay 33.7 HCM Level of Service CHCM Volume to Capacity ratio 0.79Actuated Cycle Length (s) 120.0 Sum of lost time (s) 12.0Intersection Capacity Utilization 96.4% ICU Level of Service FAnalysis Period (min) 15c Critical Lane Group

HCM Signalized Intersection Capacity Analysis 2018 PM Low Growth - Right In Right Out2: Hercules Drive & US 2-7 2/27/2009


Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsVolume (vph) 622 210 1307 123 140 656Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 0.97 1.00 0.95 1.00 1.00 0.95Frt 1.00 0.85 1.00 0.85 1.00 1.00Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00Satd. Flow (prot) 3273 1509 3505 1568 1736 3471Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00Satd. Flow (perm) 3273 1509 3505 1568 1736 3471Peak-hour factor, PHF 0.63 0.63 1.00 1.00 0.90 0.90Adj. Flow (vph) 987 333 1307 123 156 729RTOR Reduction (vph) 0 8 0 48 0 0Lane Group Flow (vph) 987 325 1307 75 156 729Heavy Vehicles (%) 7% 7% 3% 3% 4% 4%Turn Type custom Perm ProtProtected Phases 8 3 2 1 6Permitted Phases 1 2Actuated Green, G (s) 39.1 51.8 50.2 50.2 12.7 68.9Effective Green, g (s) 39.1 51.8 50.2 50.2 12.7 68.9Actuated g/C Ratio 0.33 0.43 0.42 0.42 0.11 0.57Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 1066 727 1466 656 184 1993v/s Ratio Prot c0.30 0.15 c0.37 c0.09 0.21v/s Ratio Perm 0.07 0.05v/c Ratio 0.93 0.45 0.89 0.11 0.85 0.37Uniform Delay, d1 39.1 24.0 32.4 21.3 52.7 13.8Progression Factor 1.00 1.00 0.65 0.76 0.54 1.39Incremental Delay, d2 13.2 0.4 7.1 0.3 24.3 0.4Delay (s) 52.2 24.5 28.0 16.5 52.9 19.6Level of Service D C C B D BApproach Delay (s) 45.2 27.0 25.5Approach LOS D C C


HCM Signalized Intersection Capacity Analysis 2018 PM Low Growth - Right In Right Out3: Mountain View Dr & US 2-7 2/27/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 186 0 654 0 0 57 280 1189 400 0 1139 141Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 0.88 1.00 1.00 0.95 1.00 0.91Frt 1.00 0.85 0.86 1.00 1.00 0.85 0.98Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 1.00Satd. Flow (prot) 1805 2842 1627 1770 3539 1583 4953Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 1.00Satd. Flow (perm) 1805 2842 1627 1770 3539 1583 4953Peak-hour factor, PHF 0.69 0.69 0.69 0.81 0.81 0.81 1.00 1.00 1.00 0.84 0.84 0.84Adj. Flow (vph) 270 0 948 0 0 70 280 1189 400 0 1356 168RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 13 0Lane Group Flow (vph) 270 0 948 0 0 70 280 1189 400 0 1511 0Heavy Vehicles (%) 0% 0% 0% 1% 1% 1% 2% 2% 2% 3% 3% 3%Turn Type Prot custom custom Prot customProtected Phases 7 4 5 8 5 2 2 4 6Permitted Phases 8Actuated Green, G (s) 22.5 67.2 9.2 23.5 70.3 120.0 40.8Effective Green, g (s) 22.5 67.2 9.2 23.5 70.3 120.0 40.8Actuated g/C Ratio 0.19 0.56 0.08 0.20 0.59 1.00 0.34Clearance Time (s) 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 0.2 0.2Lane Grp Cap (vph) 338 1592 125 347 2073 1583 1684v/s Ratio Prot c0.15 c0.33 0.04 c0.16 0.34 0.25 c0.31v/s Ratio Permv/c Ratio 0.80 0.60 0.56 0.81 0.57 0.25 0.90Uniform Delay, d1 46.6 17.4 53.4 46.1 15.5 0.0 37.6Progression Factor 1.00 1.00 1.00 1.15 1.24 1.00 0.59Incremental Delay, d2 12.4 0.6 5.6 8.9 0.8 0.1 6.0Delay (s) 59.0 18.0 59.1 61.8 20.0 0.1 28.1Level of Service E B E E B A CApproach Delay (s) 27.1 59.1 22.0 28.1Approach LOS C E C C


HCM Signalized Intersection Capacity Analysis 2018 PM Low Growth - Right In Right Out4: I-89 NB & US 2-7 2/27/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 0 0 0 158 0 907 332 963 0 0 1447 346Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Grade (%) 0% -2% 0% 0%Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 0.88 1.00 0.95 0.91 1.00Frt 1.00 0.85 1.00 1.00 1.00 0.85Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00Satd. Flow (prot) 1770 2787 1787 3574 5085 1583Flt Permitted 0.95 1.00 0.95 1.00 1.00 1.00Satd. Flow (perm) 1770 2787 1787 3574 5085 1583Peak-hour factor, PHF 1.00 1.00 1.00 0.88 0.88 0.88 0.99 0.99 0.99 1.00 1.00 1.00Adj. Flow (vph) 0 0 0 180 0 1031 335 973 0 0 1447 346RTOR Reduction (vph) 0 0 0 0 0 0 0 0 0 0 0 206Lane Group Flow (vph) 0 0 0 0 180 1031 335 973 0 0 1447 140Heavy Vehicles (%) 0% 0% 0% 3% 3% 3% 1% 1% 1% 2% 2% 2%Turn Type Split custom Split ProtProtected Phases 8 8 8 6 2 2 6 6Permitted PhasesActuated Green, G (s) 17.1 71.5 36.5 36.5 48.4 48.4Effective Green, g (s) 17.1 71.5 36.5 36.5 48.4 48.4Actuated g/C Ratio 0.14 0.60 0.30 0.30 0.40 0.40Clearance Time (s) 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 252 1661 544 1087 2051 638v/s Ratio Prot c0.10 0.37 0.19 c0.27 c0.28 0.09v/s Ratio Permv/c Ratio 0.71 0.62 0.62 0.90 0.71 0.22Uniform Delay, d1 49.1 15.6 35.7 39.9 29.9 23.4Progression Factor 1.00 1.00 0.32 0.61 0.79 0.82Incremental Delay, d2 9.2 0.7 1.5 7.1 1.4 0.5Delay (s) 58.3 16.3 12.9 31.6 25.0 19.6Level of Service E B B C C BApproach Delay (s) 0.0 22.5 26.8 24.0Approach LOS A C C C


HCM Signalized Intersection Capacity Analysis 2018 PM Low Growth - Right In Right Out5: I-89 SB & US 2-7 2/27/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 102 0 171 0 0 0 0 1193 172 723 882 0Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Grade (%) -2% 0% 0% 0%Total Lost time (s) 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 0.95 0.95 0.91 0.97 1.00Frt 0.96 0.85 0.98 1.00 1.00Flt Protected 0.97 1.00 1.00 0.95 1.00Satd. Flow (prot) 1637 1504 4989 3433 1863Flt Permitted 0.97 1.00 1.00 0.95 1.00Satd. Flow (perm) 1637 1504 4989 3433 1863Peak-hour factor, PHF 0.74 0.74 0.74 1.00 1.00 1.00 0.97 0.97 0.97 0.87 0.87 0.87Adj. Flow (vph) 138 0 231 0 0 0 0 1230 177 831 1014 0RTOR Reduction (vph) 0 0 0 0 0 0 0 14 0 0 0 0Lane Group Flow (vph) 0 191 178 0 0 0 0 1393 0 831 1014 0Heavy Vehicles (%) 3% 3% 3% 0% 0% 0% 2% 2% 2% 2% 2% 2%Turn Type Perm Perm ProtProtected Phases 4 2 1 6Permitted Phases 4 4Actuated Green, G (s) 17.8 17.8 48.2 36.0 90.2Effective Green, g (s) 17.8 17.8 48.2 36.0 90.2Actuated g/C Ratio 0.15 0.15 0.40 0.30 0.75Clearance Time (s) 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 243 223 2004 1030 1400v/s Ratio Prot 0.28 c0.24 c0.54v/s Ratio Perm 0.12 c0.12v/c Ratio 0.79 0.80 0.69 0.81 0.72Uniform Delay, d1 49.3 49.4 29.8 38.8 8.1Progression Factor 1.00 1.00 0.89 0.30 1.16Incremental Delay, d2 15.3 17.8 0.9 5.9 2.8Delay (s) 64.6 67.1 27.5 17.4 12.2Level of Service E E C B BApproach Delay (s) 65.8 0.0 27.5 14.6Approach LOS E A C B


HCM Signalized Intersection Capacity Analysis 2018 PM Low Growth - Right In Right Out6: South Park St & US 2-7 2/27/2009


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 58 6 0 56 2 158 3 1150 66 112 929 11Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0Lane Util. Factor 1.00 1.00 1.00 0.95 1.00 0.95Frt 1.00 1.00 0.85 0.99 1.00 1.00Flt Protected 0.96 0.95 1.00 1.00 0.95 1.00Satd. Flow (prot) 1818 1743 1553 3545 1770 3533Flt Permitted 0.70 0.69 1.00 0.95 0.20 1.00Satd. Flow (perm) 1338 1253 1553 3379 376 3533Peak-hour factor, PHF 0.98 0.98 0.98 1.00 1.00 1.00 0.99 0.99 0.99 0.87 0.87 0.87Adj. Flow (vph) 59 6 0 56 2 158 3 1162 67 129 1068 13RTOR Reduction (vph) 0 0 0 0 0 97 0 7 0 0 1 0Lane Group Flow (vph) 0 65 0 0 58 61 0 1225 0 129 1080 0Heavy Vehicles (%) 0% 0% 0% 4% 4% 4% 1% 1% 1% 2% 2% 2%Turn Type Perm Perm Perm Perm Perm PermProtected Phases 4 8 2 6Permitted Phases 4 4 8 8 2 6Actuated Green, G (s) 6.8 6.8 6.8 41.2 41.2 41.2Effective Green, g (s) 6.8 6.8 6.8 41.2 41.2 41.2Actuated g/C Ratio 0.11 0.11 0.11 0.69 0.69 0.69Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0Lane Grp Cap (vph) 152 142 176 2320 258 2426v/s Ratio Prot 0.31v/s Ratio Perm c0.05 0.05 0.04 c0.36 0.34v/c Ratio 0.43 0.41 0.35 0.53 0.50 0.45Uniform Delay, d1 24.8 24.7 24.6 4.6 4.5 4.2Progression Factor 1.00 1.00 1.00 1.00 1.28 1.23Incremental Delay, d2 1.9 1.9 1.2 0.9 4.6 0.4Delay (s) 26.7 26.6 25.8 5.5 10.4 5.6Level of Service C C C A B AApproach Delay (s) 26.7 26.0 5.5 6.1Approach LOS C C A A




Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR AllTotal Delay (hr) 4.3 0 0.5 0.2 0 0 3.8 3.3 0 0.1 6.6 0.8 19.6Delay / Veh (s) 45.4 16.2 10.9 71.1 74.6 19.5 61.6 9.2 6.5 91.8 37.7 32.8 25.6Stop Delay (hr) 3.8 0 0.4 0.2 0 0 3.4 1.6 0 0 5.1 0.7 15.3St Del/Veh (s) 40.4 13.1 8.4 69.4 71.4 19.4 55.4 4.4 2.8 82.1 29.1 26.6 19.9Total Stops 308 1 129 8 1 9 200 257 1 3 483 74 1474Stop/Veh 0.91 1 0.81 1 1 1 0.9 0.2 0.25 1.5 0.76 0.82 0.53Travel Dist (mi) 86.8 0.3 40.5 1.1 0.1 1.3 28.8 167 0.5 0.3 94.4 13.3 434.6Travel Time (hr) 7.4 0 2 0.2 0 0.1 4.7 7.5 0 0.1 9.2 1.3 32.4Avg Speed (mph) 12 19 20 6 6 13 6 22 21 6 11 11 14Fuel Used (gal) 3.6 0 1.3 0.1 0 0 1.5 5.8 0 0 4.5 0.5 17.3Fuel Eff. (mpg) 24.3 27.6 31.8 17.7 17.3 29.3 19.4 28.9 37.7 16.7 21 24.3 25.1HC Emissions (g) 20 0 10 0 0 1 7 86 0 0 43 5 173CO Emissions (g) 658 2 300 7 1 18 208 2486 3 3 1778 175 5639NOx Emissions (g) 67 0 32 1 0 2 23 291 0 0 139 15 572Vehicles Entered 339 1 158 8 1 9 222 1288 4 2 640 90 2762Vehicles Exited 339 1 159 8 1 9 219 1291 4 2 631 90 2754Hourly Exit Rate 339 1 159 8 1 9 219 1291 4 2 631 90 2754Input Volume 335 1 161 8 1 13 222 1310 4 3 632 91 2781% of Volume 101 100 99 100 100 69 99 99 100 67 100 99 99Denied Entry Before 0 0 0 0 0 0 0 0 0 0 0 0 0Denied Entry After 0 0 0 0 0 0 0 0 0 0 0 0 0Density (ft/veh) 242Occupancy (veh) 7 0 2 0 0 0 5 7 0 0 9 1 32


Movement WBL WBR NBT NBR SBL SBT AllTotal Delay (hr) 8.5 2.1 15.3 0.8 2.9 4 33.5Delay / Veh (s) 49.3 33.8 42.4 24.6 72.3 21.1 39.2Stop Delay (hr) 7.5 1.7 10.2 0.4 2.6 2.9 25.3St Del/Veh (s) 43.5 27.9 28.4 11.8 67.1 15.2 29.7Total Stops 571 196 875 95 164 407 2308Stop/Veh 0.92 0.89 0.67 0.8 1.15 0.6 0.75Travel Dist (mi) 149.2 53.1 356.4 32.7 11.9 56.4 659.6Travel Time (hr) 13.8 4 24.6 1.8 3.3 5.4 52.9Avg Speed (mph) 11 13 15 18 4 10 12Fuel Used (gal) 6.2 1.9 15.8 1.3 0.9 2.3 28.5Fuel Eff. (mpg) 24 27.6 22.6 26 12.7 24 23.2HC Emissions (g) 122 43 170 17 8 32 392CO Emissions (g) 2358 797 6088 550 181 802 10775NOx Emissions (g) 308 107 605 57 18 93 1189Vehicles Entered 624 220 1300 119 141 677 3081Vehicles Exited 615 219 1295 119 142 678 3068Hourly Exit Rate 615 219 1295 119 142 678 3068Input Volume 622 210 1327 123 140 678 3100% of Volume 99 104 98 97 101 100 99Denied Entry Before 0 0 0 0 0 0 0Denied Entry After 0 0 0 0 0 0 0Density (ft/veh) 179Occupancy (veh) 14 4 25 2 3 5 53


Movement EBL EBR WBR NBL NBT NBR SBT SBR AllTotal Delay (hr) 2.9 4.5 0.9 5.9 6.8 0.5 23.3 3.9 48.6Delay / Veh (s) 54.5 25 53.3 77.1 21.1 4.1 73.3 96.5 43.6Stop Delay (hr) 2.6 3.8 0.9 5.3 4.1 0.1 17.3 3.2 37.3St Del/Veh (s) 49.6 21 52.2 69.5 12.9 0.7 54.7 77.7 33.4Total Stops 170 361 55 333 705 414 1518 243 3799Stop/Veh 0.89 0.56 0.93 1.21 0.61 1.03 1.33 1.65 0.95Travel Dist (mi) 40.7 139.5 17 23.6 98.3 34.3 308.7 40.5 702.6Travel Time (hr) 4.3 9.7 1.6 6.8 9.5 2 31.7 5.2 70.9Avg Speed (mph) 10 15 11 3 10 17 10 8 10Fuel Used (gal) 1.8 4.6 0.7 2.2 5.9 1.4 16.3 2.3 35.2Fuel Eff. (mpg) 23 30 24.1 10.6 16.7 24.9 19 17.9 20HC Emissions (g) 5 17 3 11 59 16 282 32 425CO Emissions (g) 214 610 100 353 2338 669 7980 886 13149NOx Emissions (g) 20 57 12 40 218 59 831 92 1329Vehicles Entered 189 648 59 276 1153 402 1157 149 4033Vehicles Exited 190 649 59 274 1153 401 1126 146 3998Hourly Exit Rate 190 649 59 274 1153 401 1126 146 3998Input Volume 186 654 57 280 1191 400 1171 141 4080% of Volume 102 99 104 98 97 100 96 104 98Denied Entry Before 0 0 0 0 0 0 0 0 0Denied Entry After 0 0 0 0 0 0 1 0 1Density (ft/veh) 157Occupancy (veh) 4 9 2 7 10 2 31 5 70


Movement WBL WBR NBL NBT SBT SBR AllTotal Delay (hr) 2.6 6.3 0.7 4.3 23.7 1.5 39.1Delay / Veh (s) 59.4 25.6 7.1 16.1 61.1 16.2 34.5Stop Delay (hr) 2.4 5.2 0.2 2.3 19.9 1 31.1St Del/Veh (s) 55.9 21.3 1.9 8.8 51.4 10.3 27.5Total Stops 142 508 95 346 1321 259 2671Stop/Veh 0.92 0.57 0.28 0.36 0.95 0.76 0.66Travel Dist (mi) 23.5 134.7 19.2 55 120.6 29.1 382.2Travel Time (hr) 3.4 11 1.4 5.8 27.4 2.8 51.9Avg Speed (mph) 8 14 14 10 4 10 8Fuel Used (gal) 1.3 5.2 0.7 3.3 9.6 1.6 21.6Fuel Eff. (mpg) 18.5 26 26.8 16.8 12.6 18.7 17.7HC Emissions (g) 11 52 4 23 55 15 160CO Emissions (g) 327 1315 142 732 1626 476 4618NOx Emissions (g) 29 146 18 100 190 59 541Vehicles Entered 155 891 336 956 1404 341 4083Vehicles Exited 155 886 336 956 1388 341 4062Hourly Exit Rate 155 886 336 956 1388 341 4062Input Volume 158 907 332 977 1449 346 4169% of Volume 98 98 101 98 96 99 97Denied Entry Before 0 0 0 0 0 0 0Denied Entry After 0 1 0 0 0 0 1Density (ft/veh) 101Occupancy (veh) 3 10 1 6 27 3 50


Movement EBL EBR NBT NBR SBL SBT AllTotal Delay (hr) 1.4 2.4 16.8 2.5 1.7 1.5 26.3Delay / Veh (s) 55.3 50.7 50.5 50.2 8.7 6.4 29.7Stop Delay (hr) 1.3 2.2 13.1 2 1.1 0.4 20St Del/Veh (s) 50.9 47.7 39.4 39.5 5.6 1.6 22.7Total Stops 86 158 1118 180 66 101 1709Stop/Veh 0.91 0.94 0.93 1.01 0.1 0.12 0.54Travel Dist (mi) 21.4 38 115 15.9 39.4 50.5 280.1Travel Time (hr) 2.2 3.8 19.9 3.1 3.2 3 35.2Avg Speed (mph) 10 10 6 5 12 17 8Fuel Used (gal) 0.9 1.5 7.9 1.1 1.7 4 17Fuel Eff. (mpg) 24.4 25.2 14.5 14.9 23.5 12.6 16.4HC Emissions (g) 3 17 52 7 12 50 141CO Emissions (g) 76 288 1824 209 399 1811 4606NOx Emissions (g) 10 40 188 22 49 212 522Vehicles Entered 95 169 1198 179 682 861 3184Vehicles Exited 94 168 1195 178 685 860 3180Hourly Exit Rate 94 168 1195 178 685 860 3180Input Volume 102 171 1203 172 723 884 3255% of Volume 92 98 99 103 95 97 98Denied Entry Before 0 0 0 0 0 0 0Denied Entry After 0 0 0 0 0 0 0Density (ft/veh) 137Occupancy (veh) 2 4 20 3 3 3 35


Movement EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR AllTotal Delay (hr) 0.5 0 0.4 0 0.9 0 2.6 0.1 1.4 1.4 0 7.4Delay / Veh (s) 34 22.9 28.6 28.5 19.7 27.6 8.1 6.7 42.3 5.6 3.9 10.5Stop Delay (hr) 0.5 0 0.4 0 0.8 0 1.3 0.1 1.3 0.5 0 4.9St Del/Veh (s) 32 19.8 27 26.4 18.7 25.6 4.1 4.4 39.1 2 2.1 7.1Total Stops 53 4 47 2 136 2 369 31 114 234 4 996Stop/Veh 0.93 0.8 0.92 1 0.86 1 0.32 0.42 0.98 0.26 0.36 0.39Travel Dist (mi) 4.7 0.4 2.2 0.1 6.6 0.2 98.7 6.2 11.2 87.2 1.1 218.7Travel Time (hr) 0.7 0 0.5 0 1.2 0 5.5 0.4 1.8 3.8 0.1 14.1Avg Speed (mph) 6 9 4 4 7 9 18 16 6 23 19 16Fuel Used (gal) 0.3 0 0.2 0 0.4 0 3.7 0.2 0.7 4.1 0 9.6Fuel Eff. (mpg) 17 17.3 14.1 13.5 15.6 24.3 26.5 31.3 16.8 21.3 26.1 22.7HC Emissions (g) 1 0 1 0 4 0 34 2 6 64 0 114CO Emissions (g) 60 8 30 1 126 2 1757 78 256 2855 20 5195NOx Emissions (g) 5 1 3 0 13 0 123 6 19 211 1 382Vehicles Entered 58 5 51 2 157 2 1150 73 116 900 11 2525Vehicles Exited 57 5 51 2 158 2 1153 73 116 899 11 2527Hourly Exit Rate 57 5 51 2 158 2 1153 73 116 899 11 2527Input Volume 58 6 56 2 158 3 1150 66 112 931 11 2553% of Volume 98 83 91 100 100 67 100 111 104 97 100 99Denied Entry Before 0 0 0 0 0 0 0 0 0 0 0 0Denied Entry After 0 0 0 0 0 0 0 0 0 0 0 0Density (ft/veh) 339Occupancy (veh) 1 0 0 0 1 0 5 0 2 4 0 14


Total Delay (hr) 180.1Delay / Veh (s) 110.3Stop Delay (hr) 134.7St Del/Veh (s) 82.5Total Stops 12975Stop/Veh 2.21Travel Dist (mi) 4080.7Travel Time (hr) 309.6Avg Speed (mph) 13Fuel Used (gal) 189.7Fuel Eff. (mpg) 21.5HC Emissions (g) 2225CO Emissions (g) 73991NOx Emissions (g) 7338Vehicles Entered 5918Vehicles Exited 5841Hourly Exit Rate 5841Input Volume 29005% of Volume 20Denied Entry Before 0Denied Entry After 2Density (ft/veh) 171Occupancy (veh) 306



2/25/2009


Delay Travel Dist ArterialCross Street Node (s/veh) time (s) (mi) SpeedSouth Park St 6 8.1 17.3 0.2 39I-89 SB 5 50.4 59.2 0.1 6I-89 NB 4 10.2 15.4 0.1 13Mountain View Dr 3 31.8 39.7 0.1 8Hercules Drive 2 46.6 71.5 0.3 14 15 3.9 12 0.1 26Rathe Road 1 9.2 20.9 0.1 23Total 160.1 236.2 0.9 14


Delay Travel Dist ArterialCross Street Node (s/veh) time (s) (mi) SpeedRathe Road 1 37.7 52.1 0.2 11 15 3 15.3 0.1 31Hercules Drive 2 21.1 28.8 0.1 11Mountain View Dr 3 77.6 101.7 0.3 10I-89 NB 4 54.1 62.1 0.1 5I-89 SB 5 7.6 12.8 0.1 15South Park St 6 5.4 14.3 0.1 25Total 206.5 287 0.9 11



2/25/2009


Movement EB EB WB WB NB NB NB SB SBDirections Served L TR LT R L T TR LT TRMaximum Queue (ft) 341 336 46 40 318 487 475 754 165Average Queue (ft) 188 138 10 9 181 123 143 279 14995th Queue (ft) 300 304 34 32 298 325 338 580 189Link Distance (ft) 1345 1345 751 636 636 774Upstream Blk Time (%) 1Queuing Penalty (veh) 0Storage Bay Dist (ft) 200 300 140Storage Blk Time (%) 1 1 16 17Queuing Penalty (veh) 9 1 66 55


Movement WB WB WB NB NB NB SB SB SBDirections Served L L R T T R L T TMaximum Queue (ft) 564 612 125 670 697 225 322 326 289Average Queue (ft) 254 288 78 377 395 57 161 168 15795th Queue (ft) 473 517 155 629 664 178 287 301 285Link Distance (ft) 1262 1262 1388 1388 397 397 397Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 100 200Storage Blk Time (%) 37 5 30 0Queuing Penalty (veh) 77 16 37 0


Movement EB EB EB WB NB NB NB NB SB SB SBDirections Served L R R R L T T R T T TRMaximum Queue (ft) 251 354 244 138 295 410 382 436 359 943 928Average Queue (ft) 130 146 132 51 233 293 297 109 226 490 55095th Queue (ft) 224 284 216 100 332 435 418 389 381 1047 1063Link Distance (ft) 1132 1517 386 386 386 1388 1388Upstream Blk Time (%) 6 1 1 2 2Queuing Penalty (veh) 38 6 7 13 16Storage Bay Dist (ft) 230 250 270 335Storage Blk Time (%) 1 1 1 12 3 0 10Queuing Penalty (veh) 5 7 4 71 9 2 39


Movement WB WB WB NB NB NB SB SB SB SBDirections Served LT R R L T T T T T RMaximum Queue (ft) 209 374 350 206 261 261 400 411 415 315Average Queue (ft) 120 194 209 73 122 140 287 340 335 19895th Queue (ft) 189 337 332 154 240 254 437 469 467 403Link Distance (ft) 799 234 234 234 386 386 386Upstream Blk Time (%) 0 0 1 1 2 7 9Queuing Penalty (veh) 0 0 3 3 9 42 52Storage Bay Dist (ft) 500 500 290Storage Blk Time (%) 0 0 25 0Queuing Penalty (veh) 0 1 87 1


Movement EB EB NB NB NB SB SB SBDirections Served LR R T T TR L L TMaximum Queue (ft) 239 191 514 472 461 120 146 123Average Queue (ft) 111 86 264 343 352 34 34 895th Queue (ft) 191 156 482 486 487 89 104 64Link Distance (ft) 1136 441 441 441 234 234 234Upstream Blk Time (%) 2 5 4 0 0Queuing Penalty (veh) 8 21 20 0 0Storage Bay Dist (ft) 170Storage Blk Time (%) 2 0Queuing Penalty (veh) 2 1


Movement EB WB WB NB NB SB SB SBDirections Served LT LT R LT TR L T TRMaximum Queue (ft) 102 186 124 234 270 186 128 148Average Queue (ft) 41 39 56 86 112 68 56 7895th Queue (ft) 82 109 105 173 215 144 99 121Link Distance (ft) 431 219 441 441Upstream Blk Time (%) 0Queuing Penalty (veh) 0Storage Bay Dist (ft) 100 280Storage Blk Time (%) 1 0 3 0Queuing Penalty (veh) 0 0 2 1



APPENDIX D

Exit 16 Interim Memorandum

MEMORANDUM

To: Bryan Osborne, Town of Colchester Eleni Churchill, CCMPO From: Mark Smith, PE Subject: Exit 16 Interim Memorandum – Mitigation Alternatives and Cost Estimates Date: 4 December 2008

In this memo six mitigation alternatives were assessed in terms of their ability to improve performance along the US 2/7 corridor. Based on this assessment, the alternatives were prioritized and ranked based on total benefit to the corridor. Cost estimates were created for each alternative to provide a full picture of the needs of the corridor. The feasibility of two additional, larger scale concepts is also discussed.

1.0 Mitigation Alternatives Six separate mitigation measures have been proposed for the Exit 16 corridor of US 2/7. These include:

1. Dual Eastbound Right‐Turn lane at Upper Mountain View Road

2. Dedicated Southbound Right‐Turn lane at the Northbound On‐Ramp

3. Dual Southbound Left‐Turn lane at the Southbound On‐Ramp

4. Dual Westbound Left‐Turn lane at Lower Mountain View Road

5. Dedicated Northbound Right‐Turn lane at Lower Mountain View Road

6. Triple Westbound Right‐Turn lane at the Northbound Off‐Ramp

These improvements are depicted on the attached drawing.

Due to the co‐dependent nature of many of these alternatives (for instance, adding capacity at one intersection does little good if the next intersection cannot receive the additional flow), each could not be analyzed alone. Therefore, in order to understand what gain would result if each alternative was added to the network, the network was analyzed first as if all mitigation alternatives were built, and subsequently analyzed as each alternative was subtracted out. The effect on the volume to capacity ratio (V/C) of the involved movement was weighted by the corresponding traffic volume and compared to the full build option (all improvements). All comparisons assumed the year 2018 and the Low Growth Scenario.1 The resulting rankings are shown in Table 1 below.

Note that measures 1 & 4 are improvements to local road approaches and should be considered a lower priority than those on US 2/7 or the Interstate.

1 As presented in the September 25th Steering Committee Meeting

Table 1 Priority Rank

Alt Mitigation Measure IntersectionPriority Rank

Interstate6 Triple WB Right‐Turn Lane Northbound Ramp 1

Arterial2 Dedicated SB Right‐Turn Lane Northbound Ramp 1

3 Dual SB Left‐Turn Lane Southbound Ramp 2

5 Dedicated NB Right‐Turn Lane Mountain View 3

Local Road

1 Dual EB Right‐Turn Lane Mountain View 1

4 Dual WB Left‐Turn Lane Mountain View 2

This table indicates that of the arterial improvements, the dedicated southbound right‐turn lane at the northbound ramp has the most substantial impact on the network and the exclusive northbound right‐turn lane at Lower Mountain View Road has the least substantial impact. It is important to note, however, that all of these six strategies provide benefit to the system. Strategies that are dependant on other strategies include:

1) The triple right on the NB ramp requires the NB right turn lane at Mt View (5 & 6)

2) Either improvement to Mt View (1 or 4) requires additional capacity at the interstate ramps (2 or 3)

2.0 Cost Estimates Planning estimates were developed for the six possible mitigation alternatives that have been identified for the future low growth scenario, listed in 1.0. The estimated cost of all six enhancements is roughly $1.4 million. The estimated cost for each alternative is:

1. Dual Eastbound Right‐Turn lane at Upper Mountain View Road $94,500

2. Dedicated Southbound Right‐Turn lane at the Northbound On‐Ramp $153,500

3. Dual Southbound Left‐Turn lane at the Southbound On‐Ramp $220,000

4. Dual Westbound Left‐Turn lane at Lower Mountain View Road $50,500

5. Dedicated Northbound Right‐Turn lane at Lower Mountain View Road $232,000

6. Triple Westbound Right‐Turn lane at the Northbound Off‐Ramp $316,00

3.0 Additional Alternatives RSG explored two additional alternatives for the Exit 16 study area. It was surmised that the large volume of turning traffic at Mountain View and the close proximity of intersections were substantial contributors to the excessive congestion. These additional alternatives explore the possibility of relocating side road traffic associated with Mountain View Road further north, as follows;

1. The first alternative considers the impact of closing off Upper Mountain View Drive just west of the Shaw’s/Friendly’s driveway and Lower Mountain View just east of the Hotel/Bank driveway. These closures would enable access to these four businesses via Upper/Lower Mountain View Drive, but all other vehicles would be forced to re‐route out to US 2/7 via Rathe Road or Hercules Drive, respectively.

2. The second alternative considers a re‐alignment of Upper and Lower Mountain View Drive such that the intersection with US 2/7 would be shifted north of the existing intersection location. This would provide greater queuing space for vehicles on US 2/7.

Both alternatives are depicted in Figure 1, below.

Figure 1: Re‐Route Alternative and Re‐Align Alternative

A level‐of‐service analysis was performed for these two alternatives. These results were then compared to the background growth only scenario (no development), and the low growth development scenario (neither of which includes any intersection modifications). The LOS results are depicted in Figure 2, below.

Figure 2: Level of Service

Signalized Intersections LOS Delay LOS Delay LOS Delay LOS DelayUS 7/South Park Drive

Overall A 6 A 6 A 7 A 6US 7/SB Ramps

Overall C 32 E 57 E 64 E 57US 7/NB Ramps

Overall E 56 E 79 F 82 E 79US 7/Mountain View Road

Overall C 23 D 41 F 124 D 41US 7/Hercules Drive

Overall B 13 B 17 F 211 B 17US 7/Rathe Road

Overall E 58 F 97 F 383 F 97

2018 PM Peak Hour

Re‐Route

2018 PM Peak Hour

Re‐Align

2018 PM Peak Hour

Low Growth

2018 PM Peak Hour

Background Growth Only

3.1 Discussion & Findings

3.1.1 Rerouting alternative

Although this alternative provides some relief to the I‐89 Ramp intersections, delay at Mountain View, Hercules Drive, and Rathe Road increases substantially. The mitigation needed for this scenario is similar (i.e. additional approach lanes) to the mitigation recommended for the low growth scenario (see 1.0 above). Furthermore, and beyond those improvement needs, this rerouting of trips creates the need for a dual northbound left at Rathe Road and a third lane on US 2/7 South between Rathe Road and Mountain View Road.

Due to the additional widening on US 2/7 that would be needed, this scenario is likely to be substantially more expensive than the original low growth scenario mitigation referred to in 1.0 above.

3.1.2 Realignment alternative

While additional queuing could be better accommodated between Mountain View and the Northbound I‐89 Ramps, the analysis shows that mitigation necessary for this alternative does not change from the original low growth scenario.

Like the rerouting alternative, this scenario would require substantial expense to rebuild the Mountain View intersection and therefore is more expensive than the original low growth scenario. In addition, a cursory review of aerial mapping suggest that finding a suitable location for this alternative will be difficult as the area around the Shaw’s store leaves little room for a through road and is elevated over US 2/7.

END OF MEMO

Updated 12/4/08RSG #08100 PERFORMANCE SUMMARY

Exit 16 Circulation Study 2018 Low Growth Mitigation Measures

Signalized Intersections LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay V/CUS 7/South Park Drive

Overall A 6 A 6 A 6 A 7 A 6 A 6 A 6EB Thru, from High Point D 43 0.37 D 43 0.37 D 43 0.37 D 43 0.37 D 43 0.37 D 43 0.37 D 43 0.37

WB Thru, from South Park D 43 0.35 D 43 0.35 D 43 0.35 D 43 0.35 D 43 0.35 D 43 0.35 D 43 0.35WB Right, from South Park D 41 0.47 D 41 0.47 D 41 0.47 D 41 0.47 D 41 0.47 D 41 0.47 D 41 0.47

NB Thru, from Winooski A 4 0.46 A 4 0.46 A 4 0.46 A 4 0.46 A 4 0.46 A 4 0.46 A 4 0.46SB Left, from Severance Corners A 4 0.48 A 4 0.48 A 4 0.48 A 6 0.48 A 4 0.48 A 4 0.48 A 4 0.48

SB Thru, from Severance Corners A 1 0.42 A 1 0.42 A 1 0.42 A 2 0.42 A 1 0.42 A 1 0.42 A 1 0.42US 7/SB Ramps

Overall C 25 C 25 C 25 E 69 C 25 C 25 C 25EB Thru, from I89 SB D 50 0.71 D 50 0.71 D 50 0.71 D 42 0.71 D 50 0.71 D 50 0.71 D 42 0.71

EB Right, from I89 SB D 50 0.70 D 50 0.70 D 50 0.70 D 42 0.70 D 50 0.70 D 50 0.70 D 42 0.70NB Thru, from Winooski C 28 0.72 C 28 0.72 C 27 0.70 C 28 0.73 C 28 0.72 C 28 0.72 C 27 0.72

SB Left, from Severance Corners C 30 0.75 C 30 0.75 D 37 0.77 C 34 1.43 C 30 0.75 C 30 0.75 C 30 0.75SB Thru, from Severance Corners A 9 0.80 A 9 0.80 A 6 0.80 A 4 0.42 A 9 0.80 A 9 0.80 A 7 0.80

US 7/NB RampsOverall C 23 C 23 D 43 C 23 C 23 C 23 D 36

WB Thru, from I89 NB D 38 0.48 D 38 0.48 D 38 0.48 D 38 0.48 D 38 0.48 D 38 0.48 D 38 0.48WB Right, from I89 NB D 37 0.84 D 37 0.84 D 37 0.84 D 37 0.84 D 37 0.84 D 37 0.84 F 92 1.09NB Left, from Winooski B 12 0.65 B 12 0.65 B 12 0.65 B 11 0.65 B 12 0.65 B 12 0.65 B 12 0.65

NB Thru, from Winooski A 6 0.47 A 6 0.47 A 6 0.47 A 6 0.47 A 6 0.47 A 6 0.47 A 6 0.47SB Thru, from Severance Corners C 27 0.77 C 26 0.77 F 83 1.11 C 27 0.77 C 26 0.77 C 27 0.77 C 27 0.77

US 7/Mountain View RoadOverall D 45 F 99 D 45 D 45 F 85 D 50 D 46

EB Left, from Upper Mountain View E 60 0.80 E 60 0.80 E 60 0.80 E 60 0.80 E 60 0.80 E 60 0.80 E 60 0.80EB Thru, from Upper Mountain View D 52 0.50 D 52 0.50 D 52 0.50 D 52 0.50 D 52 0.50 D 52 0.50 D 52 0.50

EB Right, from Upper Mountain View D 40 0.92 F 311 1.62 D 40 0.92 D 40 0.92 D 43 0.94 D 40 0.92 D 40 0.92WB Left, from Lower Mountain View D 51 0.88 D 51 0.88 D 51 0.88 D 51 0.88 F 348 1.66 D 51 0.88 D 51 0.88

WB Thru, from Lower Mountain View D 46 0.71 D 46 0.71 D 46 0.71 D 46 0.71 D 44 0.68 D 46 0.71 D 46 0.71NB Left, from Winooski C 32 0.51 C 32 0.51 C 33 0.51 C 32 0.51 C 33 0.53 C 32 0.51 C 31 0.51

NB Thru, from Winooski B 20 0.67 B 20 0.67 C 20 0.67 B 20 0.67 C 20 0.68 D 36 0.94 C 22 0.67SB Left, from Severance Corners D 50 0.51 D 50 0.51 D 50 0.51 D 50 0.51 D 50 0.51 D 50 0.51 D 50 0.51

SB Thru, from Severance Corners F 87 1.03 F 87 1.03 F 87 1.03 F 87 1.03 F 87 1.03 F 87 1.03 F 87 1.03US 7/Hercules Drive

Overall B 13 B 13 B 13 B 13 B 13 B 13 B 13WB Left, from Hercules C 35 0.55 C 35 0.55 C 35 0.55 C 35 0.55 C 35 0.55 C 35 0.55 C 35 0.55

WB Right, from Hercules D 41 0.75 D 41 0.75 D 41 0.75 D 41 0.75 D 41 0.75 D 41 0.75 D 41 0.75NB Thru, from Winooski A 5 0.60 A 5 0.60 A 5 0.60 A 5 0.60 A 5 0.60 A 5 0.60 A 5 0.60

SB Thru, from Severance Corners A 9 0.60 A 9 0.60 A 9 0.60 A 9 0.60 A 9 0.60 A 9 0.60 A 9 0.60US 7/Rathe Road

Overall F 105 F 105 F 105 F 105 F 105 F 104 F 105EB Thru, from Rathe Road F 343 1.65 F 343 1.65 F 343 1.65 F 343 1.65 F 343 1.65 F 343 1.65 F 343 1.65

EB Right, from Rathe Road C 33 0.54 C 33 0.54 C 33 0.54 C 33 0.54 C 33 0.54 C 33 0.54 C 33 0.54WB Thru, from Champlain Drive C 29 0.04 C 29 0.04 C 29 0.04 C 29 0.04 C 29 0.04 C 29 0.04 C 29 0.04

WB Right, from Champlain Drive C 29 0.03 C 29 0.03 C 29 0.03 C 29 0.03 C 29 0.03 C 29 0.03 C 29 0.03NB Left, from Winooski B 12 0.67 B 12 0.67 B 12 0.67 B 12 0.67 B 12 0.67 B 12 0.67 B 12 0.67

NB Thru, from Winooski F 90 1.16 F 90 1.16 F 90 1.16 F 90 1.16 F 90 1.16 F 89 1.16 F 91 1.16SB Thru, from Severance Corners A 8 0.38 A 8 0.38 A 8 0.38 A 8 0.38 A 8 0.38 A 8 0.38 A 8 0.38

Base V/C ValueChanged V/C Value (greater than 0.03 change)Changed V/C Value over 1.0

ALT 1 ALT 2 ALT 3 ALT 4 ALT 5 ALT 6

Ranking v/c * vol diff in v/c Vol diff in v/c Vol diff in v/c Vol diff in v/c Vol diff in v/c Vol diff in v/c Vol1 1212 1.9 654 0.0 723 1.7 723 2.1 403 0.4 1189 0.4 9072 888 0.6 1447 -0.5 8824 8293 859 v/c * vol 1212 v/c * vol 888 v/c * vol 829 v/c * vol 859 v/c * vol 479 v/c * vol 3765 4796 376 Note: if V/c > 1.0, v/c is squared

Mit minus Alt 6

Summary

Mit minus Alt 2 Mit minus Alt 3 Mit minus Alt 4 Mit minus Alt 52018 PM Peak Hour 2018 PM Peak Hour

Mit ALL Mit minus Alt 12018 PM Peak Hour 2018 PM Peak Hour 2018 PM Peak Hour2018 PM Peak Hour 2018 PM Peak Hour

2018 Low Growth – Existing Geometry

2018 Low Growth – Mitigated Geometry

Alt 7 – Re‐route – Unmitigated

Alt 7 – Re‐route – Mitigated

Alt 8 – Re‐align – Unmitigated

Alt 8 – Re‐align – Mitigated

Alt 9 – Right In Right Out – Unmitigated

Alt 9 – Right In Right Out – Mitigated

APPENDIX E

CAD Plans – Alternative 2 and Alternative 3

APPENDIX F

TDM Resources

Exit 16 Circulation Study Resource Systems Group, Inc.

Appendix

TRANSPORTATION DEMAND MANAGEMENT RESOURCES

History of TDM at Exit 16 http://www.nctr.usf.edu/clearinghouse/

CCMPO TDM http://www.ccmpo.info/library/TDM/TDM_impacts.pdf

Quantifying theBenefits http://www.arb.ca.gov/planning/tsaq/eval/eval.htm

Surveying Prior to the Implementation

http://www.mobilitymanagement.be/english/dss.htm

Quick solutions to many of the problems encountered setting up a company TDM program:

http://www.mobilitymanagement.be/english/qsc.htm

TDM Research http:/www.nctr.usf.edu/clearinghouse/tro/trolist.htm

California's Parking CashOut Law – provide a “cash in lieu of benefit” for employees that use an alternative transit method

http://www.arb.ca.gov/planning/tsaq/cashout/cashout.htm

Parking Cash Out Impact Summary

http://www.vtpi.org/tdm/tdm8.htm

Specific TDM Measures http://www.mobilitymanagement.be/english/measures.htm

Congestion Indicators and TDM Implementation

http://www.epa.gov/otaq/stateresources/policy/pag_transp.htm#cp

APPENDIX G

Cost Estimates

Colchester Exit 16 Circulation Study Improvement Description:Improvement Cost Estimates - ALT 2 1 Dual Eastbound Right-Turn lane at Upper Mountain View RoadFeb-09 2 Dedicated Southbound Right-Turn lane at the Northbound On-Ramp & Phase changesRSG / MCS 3 Dual Southbound Left-Turn lane at the Southbound On-Ramp#08100 4 Dual Westbound Left-Turn lane at Lower Mountain View Road

5 Dedicated Northbound Right-Turn lane at Lower Mountain View Road6 Add second northbound Thru at Rathe

Quantities - by improvementITEM UNIT 1 2 3 4 5 6 unit cost

PROJECT INFO length feet 120 275 500 200 700 1500width feet 10 12 12 10 12 12area of new pavement sq.ft. 1720 3410 4400 1120 4000 14400width of adjacent area feet 30 0 20 30 38 48adjacent involved area (see note 1&2) sq.ft. 3600 0 14000 6000 26600 72000est duration on-site cal. days 30 30 45 30 90 30

CONSTRUCTION demolition / clearing / grubbing est. 5 10 10 3 2 10 1,000$ excavation cu. yds. 191 379 489 124 444 1600 10$ gravel subbase cu. yds. 191 379 489 124 444 1600 30$ fine grading sq. yds. 191 379 489 124 444 1600 5$ rock removal cu. yds. 267 611 0 0 1556 0 20$ cold plane sq. yds. 400 0 1556 667 2956 8000 4$ traffic signal work L.S. 1 1 1 1 1 1 50,000$ pavement markings l.f. 240 550 1000 1200 7000 15000 1$ PM removal l.f. 240 550 1000 1200 7000 15000 1$ new bituminous pavement (6") tons 27 53 68 17 62 222 100$ pavment overlay (2") tons 25 16 85 33 142 400 100$

ADD-ONS constr. trailer & appurtenances L.S. 1 1 1 0 3 3 4,000$ materials testing est. 1 1 2 1 3 3 1,000$ dust control est. 1 1 1 1 2 3 1,000$ drainage / ditching est. 1 1 5 1 5 0 1,000$ stormwater treatment est. 0 0 1 0 1 5 10,000$ EPSC plan & monitor est. 1 1 1 0 2 5 1,000$

subtotal 84,131$ 105,213$ 128,531$ 71,691$ 183,273$ 329,222$

OTHER misc items (10-20%) est. 16,826$ 21,043$ 25,706$ 14,338$ 36,655$ 65,844$ 20%as a % of sub-total Constr. EPSC (2%) est. 1,683$ 2,104$ 2,571$ 1,434$ 3,665$ 6,584$ 2%

mobilize (8%) est. 6,730$ 8,417$ 10,282$ 5,735$ 14,662$ 26,338$ 8%constr. project management (10%) est. 8,413$ 10,521$ 12,853$ 7,169$ 18,327$ 32,922$ 10%PE (20%) est. 16,826$ 21,043$ 25,706$ 14,338$ 36,655$ 65,844$ 20%CE (20%) est. 16,826$ 21,043$ 25,706$ 14,338$ 36,655$ 65,844$ 20%contingiency (20%) est. 16,826$ 21,043$ 25,706$ 14,338$ 36,655$ 65,844$ 20%traffic control (10-20%) est. 8,413$ 15,782$ 25,706$ 7,169$ 27,491$ 49,383$ varies

total 180,000$ 230,000$ 280,000$ 150,000$ 390,000$ 710,000$ NOTES:

1 assume adjacent area needs cold plane, pave overlay, restripe2 cost for lane shift on US2/7 attributed to #53 misc items include landscape, seed/mulch, signage, guardrail, CB, MH and valve adjustments, etc4 ROW and utility relocation costs, if any, not included5 traffic control increases with congestion and/or functional class (i.e. at interstate is higher $)

1,940,000$ Total

Colchester Exit 16 Circulation Study Improvement Description:Improvement Cost Estimates - ALT 3 1 Convert EB Thru to RT, SB LT to Thru, construct island WB & signal changes at Mt ViewFeb-09 2 Dedicated Southbound Right-Turn lane at the Northbound On-Ramp & Phase changesRSG / MCS 3 Dual Southbound Left-Turn lane at the Southbound On-Ramp#08100 4 Dedicated Northbound Right-Turn lane at Lower Mountain View Road

5 Dedicated Southbound Left-Turn lane at Hercules6 Dedicated Northbound Right-Turn lane at Hercules7 Dual Westbound Left-Turn lane at Hercules8 Add a Northbound Thru lane at Rathe Rd.

Quantities - by improvementITEM UNIT 1 2 3 4 5 6 7 8 unit cost

PROJECT INFO length feet 500 275 500 700 275 300 200 1500width feet 10 12 12 12 12 12 10 12area of new pavement sq.ft. 0 3410 4400 4000 3410 2000 1120 14400width of adjacent area feet 30 0 20 45 0 24 24 48adjacent involved area (see note 1&2) sq.ft. 3000 0 14000 31500 0 7200 4800 72000est duration on-site cal. days 20 30 45 90 30 30 30 30

CONSTRUCTION demolition / clearing / grubbing est. 0 10 10 2 10 2 3 10 1,000$ excavation cu. yds. 0 379 489 444 379 222 124 1600 10$ gravel subbase cu. yds. 0 379 489 444 379 222 124 1600 30$ fine grading sq. yds. 0 379 489 444 379 222 124 1600 5$ rock removal cu. yds. 0 611 0 1556 611 667 0 0 20$ cold plane sq. yds. 333 0 1556 3500 0 800 533 8000 4$ traffic signal work L.S. 1 1 1 1 1 1 1 1 50,000$ pavement markings l.f. 1000 550 1000 7000 550 3000 1200 15000 1$ PM removal l.f. 1000 550 1000 7000 550 3000 1200 15000 1$ new bituminous pavement (6") tons 0 53 68 62 53 31 17 222 100$ pavment overlay (2") tons 14 16 85 164 16 43 27 400 100$

ADD-ONS constr. trailer & appurtenances L.S. 0 1 1 3 1 3 0 3 4,000$ testing est. 0 1 2 3 1 3 1 3 1,000$ dust control est. 0 1 1 2 1 2 1 3 1,000$ drainage / ditching est. 0 1 5 5 1 5 1 0 1,000$ stormwater treatment est. 0 0 1 1 0 1 0 5 10,000$ EPSC plan & monitor est. 0 1 1 2 1 2 0 5 1,000$

subtotal 54,722$ 105,213$ 128,531$ 187,719$ 105,213$ 125,879$ 70,602$ 329,222$

OTHER misc items (10-20%) est. 10,944$ 21,043$ 25,706$ 37,544$ 21,043$ 25,176$ 14,120$ 65,844$ 20%as a % of sub-total Constr. EPSC (2%) est. 1,094$ 2,104$ 2,571$ 3,754$ 2,104$ 2,518$ 1,412$ 6,584$ 2%

mobilize (8%) est. 4,378$ 8,417$ 10,282$ 15,018$ 8,417$ 10,070$ 5,648$ 26,338$ 8%constr. project management (10%) est. 5,472$ 10,521$ 12,853$ 18,772$ 10,521$ 12,588$ 7,060$ 32,922$ 10%PE (20%) est. 10,944$ 21,043$ 25,706$ 37,544$ 21,043$ 25,176$ 14,120$ 65,844$ 20%CE (20%) est. 10,944$ 21,043$ 25,706$ 37,544$ 21,043$ 25,176$ 14,120$ 65,844$ 20%contingiency (20%) est. 10,944$ 21,043$ 25,706$ 37,544$ 21,043$ 25,176$ 14,120$ 65,844$ 20%traffic control (10-20%) est. 5,472$ 15,782$ 25,706$ 28,158$ 15,782$ 18,882$ 7,060$ 49,383$ varies

total $110,000 $230,000 $280,000 $400,000 $230,000 $270,000 $150,000 $710,000NOTES:

1 assume area adjacent to widening needs cold plane, pave overlay, restripe2 cost for lane shift on US2/7 attributed to #5 2,380,000$ 3 misc items include landscape, seed/mulch, signage, guardrail, CB, MH and valve adjustments, etc.4 ROW and utility relocation costs, if any, not included5 retaining wall demolition at Mt View for #7 not included

Total

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