Proposed CVS/pharmacy

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1 Traffic Impact and Access Study Proposed CVS/pharmacy West Main Street (Route 1) at Hull Street Clinton, Connecticut PREPARED FOR Arista Development LLC 520 Providence Highway, Suite 9 Norwood, Massachusetts PREPARED BY 100 Great Meadow Road Suite 200 Wethersfield, Connecticut November 2016

2 Table of Contents Executive Summary... iii Introduction... 1 Project Description... 1 Site Access / On-Site Circulation... 3 Study Methodology... 3 Existing Conditions... 5 Study Roadways & Intersections... 5 Accident History... 7 Existing Traffic Data... 7 Future Conditions... 9 Background Traffic Growth... 9 Site-Generated Traffic Trip Distribution and Assignment Driveway Sight Distance Recommended Improvements Traffic Operations Method of Capacity Analysis Signalized Intersection Capacity Analysis Vehicle Queue Length Analysis Unsignalized Intersection Capacity Analysis Conclusions \\vhb\proj\wethersfield\ \reports\traffic\traffic Report - November 2016.doc i Table of Contents

3 List of Tables Table No. Title Page Table 1 Trip Generation Summary Table 2 Trip Distribution Summary Table 3 Intersection Sight Distance Table 4 Signalized Intersection Capacity Analysis Table 5 Vehicle Queue Summary Table 6 Unsignalized Intersection Capacity Analysis List of Figures Figure No. Title Page Figure 1 Site Location Map... 2 Figure 2 Existing Peak Hour Traffic Volumes... 8 Figure 3 No-Build Peak Hour Traffic Volumes Figure 4 Trip Distribution Figure 5 Net Project Trips Figure 6 Build Condition Peak Hour Traffic Volumes \\vhb\proj\wethersfield\ \reports\traffic\traffic Report - November 2016.doc ii Table of Contents

4 Executive Summary Vanasse Hangen Brustlin, Inc. (VHB) has been retained by Arista Development LLC to conduct a traffic impact and access study documenting the potential traffic impacts associated with the construction of a proposed CVS/pharmacy store at the intersection of West Main Street (Route 1) and Hull Street (Route 81) in Clinton, Connecticut. The traffic impact study quantifies both the existing traffic conditions along area roadways surrounding the site and the projected future traffic conditions expected with and without the proposed development of the site. This document provides a detailed description of the study methodology, analysis, and key findings. The approximately 1.58-acre development site is located at the northwest quadrant of the intersection of West Main Street (Route 1) at Hull Street (Route 81). The site is currently occupied by a multiple small retail and residential buildings. The proposed development of the site will consist of the demolition of the existing buildings and the construction of a 13,225 square-foot CVS/pharmacy building. Access to the site will be provided by three proposed driveways: one right-in/right-out driveway on Hull Street (Route 81); one full access in/right out driveway on West Main Street; and one full access driveway on John Street Extension. The available sight distance from the proposed driveways on West Main Street and John Street meets the State design standards. Sight lines for vehicles exiting the Hull Street driveway are somewhat limited by an existing bridge abutment to the north, if a motorist exiting the driveway is positioned 15-feet from the edge of the road. However, if a motorist exiting the driveway moves up to a point 13-feet from the edge of the road, then sight lines are available up to the unsignalized intersection of Hull Street at Central Avenue, approximately 265-feet to the north. It should be noted that Hull Street is a state roadway, and therefore, the proposed driveway must be approved by CTDOT as part of the encroachment permit process. As such, VHB met with CTDOT in December 2015, and it was determined that visibility from the proposed right-in/right-out driveway on Hull Street is acceptable. As part of the proposed project, VHB recommends pavement marking modifications on West Main Street to extend the length of the eastbound left-turn lane at Hull Street beyond the proposed site driveway (approximately 50-feet). This modification would increase the storage available for left-turning vehicles at Hull Street and provide storage for one left-turning vehicle waiting to turn into the proposed CVS/pharmacy site. To assess existing traffic conditions in the vicinity of the site, peak hour manual turning movement traffic volumes, vehicle classification, and pedestrian counts were recorded at the intersections of West Main Street (Route 1) at John Street Extension, West Main Street at Hull Street, and West Main Street at Commerce Street/Post Office Square. The counts were recorded during a typical weekday evening (4pm 6pm) peak traffic period and a typical Saturday midday (11am 1pm) peak traffic period in June These existing traffic \\vhb\proj\wethersfield\ \reports\traffic\traffic Report - November 2016.doc iii Executive Summary

5 volumes were then projected to 2017 to evaluate traffic operating conditions when the proposed CVS/pharmacy development is expected to open. Independent of the proposed development, background traffic growth (both regional growth and site specific developments in the area) was conservatively added to the existing traffic volumes to establish the future traffic volume conditions without the proposed development. The traffic volumes anticipated to be generated by the proposed CVS/pharmacy store were forecast using industry standard methodology 1 in accordance with guidelines set forth by the Connecticut Department of Transportation (CTDOT). Based on these projections, The proposed CVS/pharmacy development is projected to generate 89 (43 enter, 46 exit) new vehicle trips during the weekday evening peak hour and 113 (55 enter, 58 exit) new vehicle trips during the Saturday midday peak hour. These site-generated traffic volumes were distributed onto the area roadways to forecast the future traffic conditions with the proposed development. Capacity analyses were conducted to assess the quality of traffic flow in the study area under existing conditions and future conditions with and without the construction of the proposed CVS/pharmacy development. Based on these capacity analyses, the signalized intersections of West Main Street at Hull Street/Library Lane and West Main Street at Commerce Street/Post Office Square currently operate at overall acceptable levels of service D or better during the weekday evening and Saturday midday peak traffic periods under existing conditions. The signalized intersections are expected to continue to operate at acceptable level of service D or better under future Build conditions Vehicle queues in the eastbound left-turn lane on West Main Street at Hull Street occasionally exceed the available storage capacity during the weekday evening and Saturday midday peak traffic periods under existing conditions. However, with the recommended pavement marking modifications to extend this left-turn lane, vehicle queues are not projected to exceed the storage capacity under future conditions with the proposed CVS/pharmacy development. The proposed site driveways on West Main Street, Hull Street, and John Street Extension are expected to operate at acceptable level-of-service D or better during the peak traffic periods. It is the finding of this study that the construction of the proposed CVS/pharmacy development, with the recommended improvements, will not have an adverse impact on the operating conditions of the surrounding road network. 1 Trip generation based on data in the 9 th Edition of the Institute of Transportation Engineers (ITE) Trip Generation Manual; Land Use Coded 881 (Pharmacy/Drugstore with Drive-Through Window) was selected for analysis. \\vhb\proj\wethersfield\ \reports\traffic\traffic Report - November 2016.doc iv Executive Summary

6 1 Introduction Vanasse Hangen Brustlin, Inc. (VHB) has been retained by Arista Development LLC to conduct a traffic impact and access study documenting the potential traffic impacts associated with the construction of a proposed CVS/pharmacy store at the intersection of West Main Street (Route 1) and Hull Street (Route 81) in Clinton, Connecticut. The traffic impact study quantifies both the existing traffic conditions along area roadways surrounding the site and the projected future traffic conditions expected with and without the proposed development of the site. This document provides a detailed description of the study methodology, analysis, and key findings. Project Description The proposed development site, depicted on Figure 1, is an approximately 1.58-acre parcel located at the northwest quadrant of the intersection of West Main Street (Route 1) at Hull Street (Route 81). The site is currently occupied by a multiple small retail and residential lots. The proposed development of the site will consist of the demolition of the existing buildings and the construction of a 13,225 square-foot CVS/pharmacy building. \\vhb\proj\wethersfield\ \reports\traffic\traffic Report - November 2016.doc 1 Introduction

7 April 19, 2016 FIGURE 1 Site Location! \\vhb\proj\wethersfield\ \gis\project\ _figure1(streets).mxd Sources: Esri, HERE, DeLorme, USGS, Intermap, increment P Corp., NRCAN, Esri Japan, METI, Esri China (Hong Kong), Esri (Thailand), TomTom, MapmyIndia, OpenStreetMap contributors, and the GIS User Community i Feet Site Location Map West Main Street (CT Route 1) & Hull Street Clinton, Connecticut Site Location

8 Site Access / On-Site Circulation Driveway Access Access to the project site is currently provided by multiple curb cuts along West Main Street (Route 1) and John Street Extension. As part of the proposed project, the existing driveways will be closed, and a right-in/right-out driveway, a full access in/right-out driveway, and a full access driveway will be constructed to provide convenient access to the proposed CVS/pharmacy store. Based on current site plans, the proposed right-in/right-out driveway will be located on Hull Street (Route 81) approximately 170-feet north of West Main Street, the proposed full access in/right out driveway will be located on West Main Street approximately 180-feet west of Hull Street, and the full access driveway will be located on John Street Extension approximately 130-feet north of West Main Street. Truck Deliveries Large truck deliveries to this site will occur under the control of CVS/pharmacy, and as such, delivery times can be scheduled so as not to interfere with the peak operation of the site or the surrounding roadway network. Large trucks will enter the site via the West Main Street driveway and unload on the northern side of the building. After unloading, the trucks will travel forward and exit the site via the John Street Extension driveway. However, smaller vendor trucks may access the site throughout the day. These smaller trucks are not expected to interfere with site operations. Parking Spaces The current site plan accommodates 52 on-site parking spaces, including two standard handicap parking spaces and one van-accessible handicap parking space, for the proposed CVS/pharmacy. Study Methodology The focus of this study was to evaluate the traffic flows, safety, and operating conditions on the roadways and intersections projected to be used by motorists traveling to and from the proposed development and to quantify the potential traffic impacts on these roadways and intersections. The project study area consists of the signalized intersection of West Main Street at Hull Street, the signalized intersection of West Main Street at Commerce Street/Post Office Square, the unsignalized intersection of West Main Street at John Street Extension, and the three proposed site driveways. The greatest cumulative impacts of project-related traffic are likely to occur during the weekday evening peak hours, when traffic consists primarily of commuters, and during the Saturday midday peak hour, the peak shopping period. As such, \\vhb\proj\wethersfield\ \reports\traffic\traffic Report - November 2016.doc 3 Introduction

9 traffic operating conditions at the study intersections were analyzed during these two peak periods. \\vhb\proj\wethersfield\ \reports\traffic\traffic Report - November 2016.doc 4 Introduction

10 2 Existing Conditions Evaluation of the traffic impacts associated with the proposed CVS/pharmacy development requires a thorough understanding of the existing roadway system in the vicinity of the site. The existing conditions observed in the study area include roadway and intersection geometry (including existing traffic control devices), traffic volumes, and vehicle accident history. This information is provided in the following section. Study Roadways & Intersections West Main Street (Route 1) is a two-lane (one lane in each direction) minor arterial with auxiliary turning lanes provided at major intersections and commercial driveways. The posted speed limit on West Main Street is 25 miles per hour within the vicinity of the site. Hull Street (Route 81) is a two-lane (one lane in each direction) minor arterial with auxiliary turning lanes provided at major intersections and commercial driveways. The speed limit on Hull Street in the vicinity of the project site is 25 miles per hour. John Street Extension is a twolane (one lane in each direction) local roadway providing access to the Shore Line East train station and local businesses along John Street Extension. Post Office Square is a two-lane (one lane in each direction) local roadway providing access to local businesses. Library Lane is a two-lane (one lane in each direction) local roadway. Commerce Street is a two-lane (one lane in each direction) local roadway with a posted speed limit of 30 miles per hour. Pearl Street and Stevens Road are each a one-way local roadway in the southbound direction with posted speed limits of 25 miles per hour within the vicinity of the site. West Main Street (Route 1) is intersected by Hull Street (Route 81) from the north and Library Lane from the south to form a four-leg signalized intersection. The eastbound and southbound approaches each provide an exclusive left-turn lane and a shared through/rightturn lane. The westbound and northbound approaches each provide a single multipurpose lane. Land use in the vicinity of the intersection is primarily commercial. Pedestrians are accommodated by painted crosswalks at all approaches. West Main Street (Route 1) is intersected by Post Office Square from the north and Commerce Street from the south to form a four-leg signalized intersection. The eastbound and westbound approaches each provide an exclusive left-turn lane and a shared through/rightturn lane. The northbound and southbound approaches each provide a single multipurpose lane. Land use in the vicinity of the intersection is primarily commercial. Pedestrians are accommodated by painted crosswalks at all approaches. \\vhb\proj\wethersfield\ \reports\traffic\traffic Report - November 2016.doc 5 Existing Conditions

11 Traffic operation at the intersections of West Main Street at Hull Street/Library Lane and Commerce Street/Post Office Square are controlled by a coordinated and fully actuated traffic control signal utilizing five phases: an eastbound/westbound left-turn phase, and eastbound/westbound through phase, an exclusive pedestrian phase, a northbound Commerce Street/southbound Post Office Square through phase, and a northbound Library Lane/southbound Hull Street through phase. West Main Street (Route 1) is intersected by John Street Extension from the north, Pearl Street from the southeast, and Stevens Road from the southwest to form a five-leg unsignalized intersection. The eastbound and westbound approaches each provide a single lane. The southbound approach provides a single multipurpose lane. Traffic flow on Stevens Road and Pearl Street is one-way away from the intersection. Traffic operation is controlled by a stop sign on the southbound John Street Extension approach. \\vhb\proj\wethersfield\ \reports\traffic\traffic Report - November 2016.doc 6 Existing Conditions

12 Accident History As part of the existing conditions analysis, accident history was reviewed on West Main Street at the intersections with John Street Extension, Hull Street/Library Lane, and Commerce Street/Post Office Square. This accident history was obtained from the Connecticut Department of Transportation (CTDOT) Bureau of Planning and Research, which compiles records of accident data reported by investigating police authorities. It should be noted that only accidents that result in death, injury, or property damage in excess of $1,000 are required to be reported. The accident history obtained from the CTDOT records covered the most recent three-year period available, from January 2011 through December The unsignalized intersection of West Main Street at John Street Extension experienced a total of three reported accidents during the three-year analysis period. All three of these accidents were classified as property damage only. The collisions types consisted of one (33- percent) rear-end collision, one (33-percent) turning collision, and one (33-percent) sideswipe collision. According to the CTDOT accident records mentioned above, the signalized intersection of West Main Street (Route 1) at Hull Street/Library Lane experienced a total of 16 reported accidents during the three-year analysis period. An injury occurred in three (19-percent) of these accidents, while the remaining 13 (81-percent) consisted of property damage only. The most common collision types were rear-end accidents, which accounted for nine (56-percent) of the total reported accidents, and turning collisions, which accounted for five (32-percent) of the total reported accidents. The signalized intersection of West Main Street at Commerce Street/Post Office Square experienced a total of 14 reported accidents during the three-year analysis period. An injury occurred in four (29-percent) of these accidents, while the remaining ten (71-percent) consisted of property damage only. The most common collision types were rear-end accidents, which accounted for nine (65-percent) of the total reported accidents. The accident records obtained from CTDOT are included in the Appendix. Existing Traffic Data To assess existing traffic conditions in the vicinity of the site, peak hour manual turning movement traffic volumes, vehicle classification, and pedestrian counts were recorded at the intersections of West Main Street (Route 1) at John Street Extension, West Main Street at Hull Street, and West Main Street at Commerce Street/Post Office Square. The counts were recorded during a typical weekday evening (4pm 6pm) peak traffic period and a typical Saturday midday (11am 1pm) peak traffic period in June The existing peak hour traffic volume networks are depicted on Figure 2. \\vhb\proj\wethersfield\ \reports\traffic\traffic Report - November 2016.doc 7 Existing Conditions

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14 3 Future Conditions In order to evaluate traffic conditions when the proposed development is completed in 2017, future traffic volumes networks were forecast under 2017 No-Build Conditions (without the proposed CVS/pharmacy development) and under 2017 Build Conditions (with the proposed CVS/pharmacy development). The projected traffic volumes on the roadway network under 2017 No-Build conditions were assumed to include all existing traffic and new traffic resulting from background sources of traffic growth, independent of the proposed development. The projected traffic volumes on the roadway network under 2017 Build conditions were assumed to include the anticipated project site-generated traffic volumes in addition to the assumed background traffic growth. Background Traffic Growth Traffic growth is typically a function of the expected land development, economic activity and changes in demographics in the region. To estimate the rate at which traffic can be expected to grow during the study period, both historical growth and planned area developments were reviewed and carefully considered. Based on correspondence with the Town of Clinton Planning and Zoning Department and CTDOT, it was determined that the following planned developments were approved within the vicinity of the proposed project: 1. Construction of a recreational facility which is to be housed within a retrofitted 319,2100 square-foot complex, located approximately 1.2 miles north of the project site along John Street. A previous traffic study for the proposed recreational facility development was obtained from the Town. The traffic volumes generated by this potential development were included in the future traffic volume projections in order to ensure a conservative analysis. Additional information regarding this approved development is included in the Appendix. As recommended by the CTDOT forecasting unit, a 2.0-percent ambient growth rate was utilized to account for general increases in population and background growth not associated with nearby planned developments. This annual growth rate was applied to the existing volume networks to forecast the 2017 No-Build traffic volume network, depicted on Figure 3. \\vhb\proj\wethersfield\ \reports\traffic\traffic Report - November 2016.doc 9 Future Conditions

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16 Site-Generated Traffic The anticipated traffic volumes generated by the proposed CVS/pharmacy store were projected based on guidelines set forth by CTDOT and data provided by the 9 th Edition of the Institute of Transportation Engineers (ITE) Trip Generation Manual. This widely used reference manual provides trip generation rates for various land uses based on traffic count data collected at similar sites. Land Use Code 880 (Pharmacy/Drugstore without Drive- Through Window) was selected for analysis of the proposed CVS/pharmacy development. The traffic volumes currently generated by the existing land uses on the project site were determined based on traffic count data collected at the existing site driveways. These traffic volumes were subtracted from the projected traffic volumes generated by the proposed CVS/pharmacy to forecast the net increase in traffic volumes entering and exiting the project site. It should be noted that not all of the projected site traffic represents new vehicles on the adjacent roadway network. A portion of trips generated by retail establishments are classified as pass-by traffic. Pass-by traffic consists of vehicles already on the roadway that are attracted to a site when passing through the area. The primary destination of this traffic is elsewhere, and the primary trip will be resumed following a stop at the proposed development. In accordance with CTDOT guidelines, the lesser of the following is to be applied as pass-by trips: 20 percent of total site generated trips, or 10 percent of existing adjacent street traffic. A pass-by trip rate of 20 percent of total site generated trips was utilized for the proposed CVS/pharmacy development as it is the lesser of the two alternatives. A summary of the trip generation projections for the proposed CVS/pharmacy development is presented in Table 1. As indicated in this table, the proposed CVS/pharmacy development is projected to generate 89 (43 enter, 46 exit) new vehicle trips during the weekday evening peak hour and 113 (55 enter, 58 exit) new vehicle trips during the Saturday midday peak hour. \\vhb\proj\wethersfield\ \reports\traffic\traffic Report - November 2016.doc 11 Future Conditions

17 Table 1 Trip Generation Summary A B C Time Period CVS/pharmacy (13,225 S.F.) 1 Pass-by ² Net New Trips Added to Roadway Weekday Evening Peak Hour 3 Enter 54 (11) 43 Exit 57 (11) 46 Total 111 (22) 89 Saturday Midday Peak Hour 3 Enter 69 (14) 55 Exit 72 (14) 58 Total 141 (28) Based on ITE Land Use Code (LUC) 880 (Pharmacy/Drugstore without Drive-Through Window) 2 Assumes a 20% Pass-By Traffic Rate, calculated using ITE methodology. 3 Traffic volumes expressed in vehicles per hour \\vhb\proj\wethersfield\ \reports\traffic\traffic Report - November 2016.doc 12 Future Conditions

18 Trip Distribution and Assignment The directional distribution of retail traffic is typically a function of population densities, competing shopping opportunities, existing travel patterns adjacent to the site, and the efficiency and limitations of the existing roadway system. The directional distribution of traffic to the proposed CVS/pharmacy development was estimated primarily based on the adjacent roadway volumes, with some consideration for the other factors mentioned above. The projected directional distribution of primary trips to and from the proposed CVS/pharmacy development is summarized in Table 2 and depicted on Figure 4. Table 2 Trip Distribution Summary To/From the Travel Route Percentage of Trips Assigned to Route North Hull Street (Route 81) 20% East West Main Street (Route 1) 38% West West Main Street (Route 1) 32% South Commerce Street 10% Total All Routes 100% Source: Vanasse Hangen Brustlin, Inc. The new primary trips generated by the proposed CVS/pharmacy store were assigned to the area roadways based on the trip distribution pattern presented in Table 2, and separately, the pass-by traffic was distributed according to the directional distribution of traffic along West Main Street and Hull Street. The resulting net site-generated traffic volumes are depicted on Figure 5. These site-generated traffic volumes were added to the 2017 No-Build peak hour traffic volume networks to establish the 2017 Build peak hour traffic volume networks, which are depicted on Figure 6. \\vhb\proj\wethersfield\ \reports\traffic\traffic Report - November 2016.doc 13 Future Conditions

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22 Driveway Sight Distance As previously mentioned, access to the site will be provided by three proposed driveways: one right-in/right-out driveway on Hull Street (Route 81) approximately 170-feet north of West Main Street; one full access in/right out driveway on West Main Street approximately 180- feet west of Hull Street; and one full access driveway on John Street Extension approximately 130-feet north of West Main Street. Measurements were obtained at the proposed driveway locations on John Street Extension and West Main Street in September 2015 to assess the available intersection sight distance. A sight line profile was prepared to estimate the anticipated sight distance from the proposed driveway on Hull Street, due to an existing embankment at this location. The available sight distance at each driveway was then compared with the design standards developed by the Connecticut Department of Transportation 1. According to state guidelines, the suggested sight distance for vehicles approaching an intersection from a driveway or side street is a function of the design speed on the main road and is measured at a point 15 feet from the edge of traveled way. West Main Street sight distance calculations were based on a design speed of 35 miles per hour, which is ten miles per hour above the posted speed limit. John Street and Hull Street sight distance calculations were based on a design speed of 25 miles per hour. The results of the sight distance investigation are summarized in Table 3. Table 3 Intersection Sight Distance Available Sight Distance Meets Standard Location Left Right Minimum Left Right Proposed Site Drive on Hull Street (Route 81) 223 N/A* 280 NO YES Proposed Site Drive on West Main Street (Route 1) Proposed Site Drive on John Street >500 N/A* 390 YES YES ** ** 280 YES YES Source: Vanasse Hangen Brustlin, Inc. *Visibility to the right is not needed, as left-turns exiting are restricted **Sight lines from the proposed driveway on John Street are available to the end of the street As indicated in the table above, the available sight distance from the proposed driveways on West Main Street and John Street meets the State design standards. However, sight lines for vehicles exiting the Hull Street driveway are limited by an existing bridge abutment to the north. The available sight distance to the left from the Hull Street 1 Connecticut Department of Transportation; Highway Design Manual 2003 Edition \\vhb\proj\wethersfield\ \reports\traffic\traffic Report - November 2016.doc 17 Future Conditions

23 driveway, measured at a point 15-feet from the edge of the road, is approximately 223-feet, which would not meet CTDOT guidelines. However, if a motorist exiting the driveway moves up to a point 13-feet from the edge of the road, then sight lines are available up to the unsignalized intersection of Hull Street at Central Avenue, approximately 265-feet to the north. It should be noted that Hull Street is a state roadway, and therefore, the proposed driveway must be approved by CTDOT as part of the encroachment permit process. As such, VHB met with CTDOT in December 2015, and it was determined that visibility from the proposed right-in/right-out driveway on Hull Street is acceptable. \\vhb\proj\wethersfield\ \reports\traffic\traffic Report - November 2016.doc 18 Future Conditions

24 Recommended Improvements VHB recommends pavement marking modifications on West Main Street to extend the length of the eastbound left-turn lane at Hull Street beyond the proposed site driveway (approximately 50-feet). This modification would increase the storage available for leftturning vehicles at Hull Street and provide storage for one left-turning vehicle waiting to turn into the proposed CVS/pharmacy site. It should be noted that this recommended improvement is subject to the review and approval of the Connecticut Department of Transportation (CTDOT). \\vhb\proj\wethersfield\ \reports\traffic\traffic Report - November 2016.doc 19 Future Conditions

25 4 Traffic Operations To assess the quality of traffic flow in the study area during the peak periods, intersection capacity analyses were conducted for existing, 2017 No-Build (without the proposed development), and 2017 Build (with the proposed development) traffic volume conditions. The following section summarizes the methods of capacity analyses used in this study and documents the results. Method of Capacity Analysis The intersection capacity analyses were conducted based on the evaluation criteria contained in the 2000 Highway Capacity Manual 1 (HCM). As documented in the HCM, intersection performance is influenced by a number of factors, including: traffic demand; lane configurations; lane widths; turning restrictions; roadway grades; and signal phasing and timing settings for signalized intersections. The existing physical roadway characteristics and signal phasing and timing settings at the signalized study intersections were determined by observing conditions in the field and reviewing the current traffic control signal plan provided by the Connecticut Department of Transportation. Synchro TM software (Version 8) was used to model the study intersections based on the parameters mentioned above. Synchro software is widely used by traffic engineering professionals and is consistent with the procedures in the HCM. Capacity analyses results are reported using a variety of performance measures, including Level of Service (LOS). The level of service designation is an index based on the average control delay experienced by a vehicle traveling through the intersection. Similar to a report card, LOS designations are letter based, ranging from A to F, with LOS A representing the best operating condition (lowest vehicle delays) and LOS F representing the worst operating condition (highest vehicle delays). LOS is reported differently for signalized and unsignalized intersections. For signalized intersections, the analysis considers the operation of all traffic entering the intersection, and the LOS can be reported for individual turning movements, approaches, or for the intersection as a whole. For unsignalized intersections with stop-control on the side street approaches, such as the site driveways, the analysis assumes that through and right-turning movements on 1 Highway Capacity manual 2000; Transportation Research Board, National Research Council, Washington, DC (2000). \\vhb\proj\wethersfield\ \reports\traffic\traffic Report - November 2016.doc 20 Traffic Operations

26 the main street are unimpeded by side street traffic. As such, LOS is reported only for leftturns from the main street and for all movements from the side street; the overall intersection LOS is not calculated. Signalized Intersection Capacity Analysis The capacity analyses results indicate that the signalized intersections of West Main Street at Hull Street/Library Lane and West Main Street at Commerce Street/Post Office Square currently operate at overall acceptable levels of service D or better during the weekday evening and Saturday midday peak traffic periods. The signalized intersections are expected to continue to operate at acceptable level of service D or better under future Build conditions. The results of the intersection capacity analyses are summarized in Table 4. Table 4 Signalized Intersection Capacity Analysis Existing Conditions 2017 No-Build Conditions 2017 Build Conditions Location Peak Period LOS 1 Delay 2 v/c 3 LOS Delay v/c LOS Delay v/c West Main St. Weekday PM C D D at Hull Street Saturday Midday D D D West Main St. Weekday PM C C C at Commerce St. Saturday Midday C C C Source: Vanasse Hangen Brustlin, Inc. using Synchro 8.0 software 1 Overall intersection level of service 2 Average vehicle delay in seconds per vehicle 3 Volume-to-capacity ratio \\vhb\proj\wethersfield\ \reports\traffic\traffic Report - November 2016.doc 21 Traffic Operations

27 Vehicle Queue Length Analysis In addition to the level of service analysis, Synchro 8.0 software was utilized to evaluate the projected maximum vehicle queue lengths at the signalized study intersections during the peak traffic periods. Since traffic flow rates (and thus queue lengths) vary throughout the day and during the peak traffic periods, the results of the peak hour queue length analysis are reported in terms of the 50 th percentile and 95 th percentile vehicle queue lengths. The 50 th percentile queue represents the maximum vehicle queue that is expected to occur during a signal cycle under typical (median) peak hour traffic flow rates. The 95 th percentile queue represents the maximum vehicle queue that is expected to be exceeded only during the 5- percent of signal cycles (two or three times per hour) in the peak hour with the heaviest traffic flow. Based on this analysis, vehicle queues on westbound West Main Street at Hull Street and eastbound West Main Street at Commerce Street are projected to exceed the available storage capacity between the two intersections. However, vehicle queues between these two intersections are metered by the traffic signal operation, so queues will not impact traffic operating conditions at the adjacent signals. Vehicle queues in the southbound left-turn lane on Hull Street currently exceed the available capacity at the intersection during the peak traffic periods under existing conditions. However, the additional traffic volumes generated by the proposed development are not expected to significantly increase vehicle queuing in this lane (approximately one additional vehicle). 95 th percentile vehicle queues in the eastbound left-turn lane on West Main Street at Hull Street currently exceed the available storage capacity during the weekday evening and Saturday midday peak traffic periods. As discussed previously, pavement marking modifications are recommended to extend the length of this left-turn lane. With the recommended pavement marking modifications, 95th percentile vehicle queues are not expected to exceed the storage capacity of this left-turn lane. 95 th percentile vehicle queues in the westbound left-turn lane on West Main Street at Commerce Street currently exceed the available storage capacity during the weekday evening and Saturday midday peak traffic periods. However, the additional traffic generated by the proposed project is expected to have a negligible impact on these queues, as traffic generated by the proposed CVS/pharmacy would not turn left from West Main Street onto Commerce Street. The results of the vehicle queue length analyses are summarized in Table 5. \\vhb\proj\wethersfield\ \reports\traffic\traffic Report - November 2016.doc 22 Traffic Operations

28 Table 5 Vehicle Queue Summary Vehicle Queue (feet) Intersection West Main Street at Hull Street Time Period Weekday Evening Peak Hour Lane Group Available Storage Length (feet) 2015 Existing Condition 50 th Percentile 95 th Percentile 2017 No-Build Conditions 50 th Percentile 95 th Percentile 2017 Build Conditions 50 th Percentile 95 th Percentile Eastbound LT 75 / 125** Eastbound TH-RT > Westbound TH-RT Northbound LT-TH-RT Southbound LT Southbound TH-RT > Saturday Midday Peak Hour Eastbound LT 75 / 125** Eastbound TH-RT > Westbound TH-RT Northbound LT-TH-RT Southbound LT Southbound TH-RT > West Main Street at Commerce Street Weekday Evening Peak Hour Eastbound LT Eastbound TH-RT Westbound LT Westbound TH-RT > Northbound LT-TH-RT > Southbound LT-TH-RT Saturday Midday Peak Hour Source: Vanasse Hangen Brustlin, Inc. using Synchro 8.0 software. BOLD represents queue exceeding storage capacity. Eastbound LT Eastbound TH-RT Westbound LT Westbound TH-RT > Northbound LT-TH-RT > Southbound LT-TH-RT * Includes recommended signal timing and pavement marking improvements. ** The existing storage length of approximately 75-feet will be increased to 125-feet with the recommended pavement marking modifications.

29 Unsignalized Intersection Capacity Analysis Unsignalized intersection capacity analyses were performed to evaluate the performance of the proposed site driveways. The results of these analyses are summarized in Table 6. Table 6 Unsignalized Intersection Capacity Analysis Existing Conditions 2017 No-Build Conditions 2017 Build Conditions Intersection / Time Period Lane Group Dem 1 Delay 2 LOS 3 Dem 1 Delay 2 LOS 3 Dem 1 Delay 2 LOS 3 West Main Street at John Street Extension Weekday Evening Peak Hour - EB West Main Street Approach A A A - WB West Main Street Approach A A A - SB John Street Ext. Approach D D D Saturday Midday Peak Hour - EB West Main Street Approach A A A - WB West Main Street Approach A A A - SB John Street Ext. Approach C C D West Main Street at Site Drive Weekday Evening Peak Hour - EB West Main Street Approach A - WB West Main Street Approach A - SB Site Drive Exiting Movement B Saturday Midday Peak Hour - EB West Main Street Approach A - WB West Main Street Approach A - SB Site Drive Exiting Movement B Hull Street at Site Drive Weekday Evening Peak Hour - EB Site Drive Exiting Movement B - SB Hull Street Approach A Saturday Midday Peak Hour - EB Site Drive Exiting Movement B - SB Hull Street Approach A John Street Ext. at Site Drive Weekday Evening Peak Hour - WB Site Drive Exiting Movement A - NB John Street Ext. Approach A - SB John Street Ext. Approach A Saturday Midday Peak Hour - WB Site Drive Exiting Movement A - NB John Street Ext. Approach A - SB John Street Ext. Approach A Source: Vanasse Hangen Brustlin, Inc. using Synchro 8.0 software. 1 Demand in vehicles per hour; the demand applies to only the most critical lane group 2 Average control delay of the critical approach in seconds per vehicle 3 Level of service of the critical movement \\vhb\proj\wethersfield\ \reports\traffic\traffic Report - November 2016.doc 24 Traffic Operations

30 Based on the capacity analyses results, the proposed site driveways on West Main Street, Hull Street, and John Street Extension are expected to operate at acceptable level-of-service B or better during the peak traffic periods. The capacity analysis results also indicate that the unsignalized intersection of West Main Street at John Street Extension currently operates at overall acceptable level of service D or better during the peak traffic periods. The intersection is expected to continue to operate at the same level of service D or better during peak traffic periods under future Build conditions. \\vhb\proj\wethersfield\ \reports\traffic\traffic Report - November 2016.doc 25 Traffic Operations

31 5 Conclusions This study has been prepared to evaluate the potential traffic impacts associated with the construction of a 13,225 square-foot CVS/pharmacy building at the northwest quadrant of the intersection of West Main Street (Route 1) at Hull Street (Route 81) in Clinton, Connecticut. The following is a summary of the results of this investigation: Access to the site will be provided by three proposed driveways: one right-in/right-out driveway on Hull Street (Route 81); one full access in/right out driveway on West Main Street; and one full access driveway on John Street Extension. The proposed CVS/pharmacy development is projected to generate 89 (43 enter, 46 exit) new vehicle trips during the weekday evening peak hour and 113 (55 enter, 58 exit) new vehicle trips during the Saturday midday peak hour. VHB recommends pavement marking modifications on West Main Street to extend the length of the eastbound left-turn lane at Hull Street beyond the proposed site driveway (approximately 50-feet). This modification would increase the storage available for leftturning vehicles at Hull Street and provide storage for one left-turning vehicle waiting to turn into the proposed CVS/pharmacy site. It should be noted that this recommended improvement is subject to the review and approval of the Connecticut Department of Transportation (CTDOT). Capacity analyses indicate that the signalized intersections of West Main Street at Hull Street/Library Lane and West Main Street at Commerce Street/Post Office Square currently operate at overall acceptable levels of service D or better during the weekday evening and Saturday midday peak traffic periods under existing conditions. The signalized intersections are expected to continue to operate at acceptable level of service D or better under future Build conditions. Vehicle queues in the eastbound left-turn lane on West Main Street at Hull Street occasionally exceed the available storage capacity during the weekday evening and Saturday midday peak traffic periods under existing conditions. However, with the recommended pavement marking modifications to extend this left-turn lane, vehicle queues are not projected to exceed the storage capacity. The proposed site driveways on West Main Street, Hull Street, and John Street Extension are expected to operate at acceptable level-of-service B or better during the peak traffic periods. \\vhb\proj\wethersfield\ \reports\traffic\traffic Report - November 2016.doc 26 Conclusions

32 It is the finding of this study that the construction of the proposed CVS/pharmacy development, with the recommended improvements, will not have an adverse impact on the operating conditions of the surrounding road network. \\vhb\proj\wethersfield\ \reports\traffic\traffic Report - November 2016.doc 27 Conclusions

33 Appendix Accident Data Traffic Count Data TMC Development of Traffic Volume Networks Project Trip Generation Traffic Volume Calculation Sheets Intersection Capacity Analysis Existing Conditions 2017 No-Build Conditions 2017 Build Conditions Traffic Control Signal Plans \\vhb\proj\wethersfield\ \reports\traffic\appendix\appendix_fly-sheets.doc

34

35 \\vhb\proj\wethersfield\ \reports\traffic\appendix\appendix_fly-sheets.doc Accident Data

36

37 From 1/1/ :00:00 AM until 12/31/ :59:59 PM page 1 of 3 Report Generated 7/10/ :29:52 AM Town of Clinton Route/Road 001 Mile Marker to Total of 10 accidents 1/1/2011 to 12/31/2013 Accident Experience Detail Report Date Town Road Mile Location Description DOT # Police Case # Contributing Factor Lighting Surface Condition Weather Condition Collision Type Tue Dec :08 Contrib. Factor Clinton ( US route 001 ) feet South of RTE 81(HULL ST) Improper Passing Maneuver Daylight Dry No Adverse Condition Sideswipe - Same Direction Direction Veh Type Maneuver Prefix Maneuver Suffix 1st/2nd Object Struck 1st/2nd Object Location Injuries K A B C North Automobile Vehicle Stopped For Traffic * North Automobile None Apply Vehicle Passing Same Direction on Left Total Thu Jan :55 Contrib. Factor Clinton ( US route 001 ) at LIBRARY LA Driver's View Obstructed Daylight Snow/Slush No Adverse Condition Rear-end Direction Veh Type Maneuver Prefix Maneuver Suffix 1st/2nd Object Struck 1st/2nd Object Location Injuries K A B C * North Automobile None Apply Vehicle Going Straight North Automobile None Apply Vehicle Going Straight Total Fri Sep :59 Contrib. Factor Clinton ( US route 001 ) at LIBRARY LA Following Too Closely Daylight Dry No Adverse Condition Rear-end Direction Veh Type Maneuver Prefix Maneuver Suffix 1st/2nd Object Struck 1st/2nd Object Location Injuries K A B C * North Automobile Vehicle Skidded Slowing or Stopped Vehicle Stopping For North Single Unit Vehicle Stopped For Stopped Vehicle Truck 2 Axle 4 Tires North Automobile Vehicle Stopped For Traffic Signal Total

38 From 1/1/ :00:00 AM until 12/31/ :59:59 PM page 2 of 3 Report Generated 7/10/ :29:52 AM Date Town Road Mile Location Description Wed Jan :59 Contrib. Factor Clinton ( US route 001 ) Town of Clinton Route/Road 001 Mile Marker to Total of 10 accidents DOT # Police Case # Contributing Factor at LIBRARY LA AC Following Too Closely Lighting Surface Condition Weather Condition Daylight Dry No Adverse Condition Collision Type Rear-end Direction Veh Type Maneuver Prefix Maneuver Suffix 1st/2nd Object Struck 1st/2nd Object Location Injuries K A B C * North Single Unit None Apply Vehicle Going Straight Truck 2 Axle 4 Tires North Automobile Vehicle Stopped For Emergency Vehicle Total Tue May :07 Contrib. Factor Clinton ( US route 001 ) at RTE 81(HULL ST) Following Too Closely Dark - Lighted Dry No Adverse Condition Rear-end Direction Veh Type Maneuver Prefix Maneuver Suffix 1st/2nd Object Struck 1st/2nd Object Location Injuries K A B C * South Automobile None Apply Vehicle Going Straight South Automobile Vehicle Stopped For Traffic Sign Total Wed Aug :00 Contrib. Factor Clinton ( US route 001 ) at RTE 81(HULL ST) Following Too Closely Daylight Wet No Adverse Condition Rear-end Direction Veh Type Maneuver Prefix Maneuver Suffix 1st/2nd Object Struck 1st/2nd Object Location Injuries K A B C * South Automobile None Apply Vehicle Going Straight South Automobile Vehicle Stopped For Traffic Signal Total Fri Nov :02 Contrib. Factor Clinton ( US route 001 ) at RTE 81(HULL ST) Slippery Surface Daylight Dry No Adverse Condition Rear-end Direction Veh Type Maneuver Prefix Maneuver Suffix 1st/2nd Object Struck 1st/2nd Object Location Injuries K A B C * South Passenger Van None Apply Vehicle Going Straight South Single Unit Truck 2 Axle 6 Tires Vehicle Stopped For Traffic Total

39 From 1/1/ :00:00 AM until 12/31/ :59:59 PM page 3 of 3 Report Generated 7/10/ :29:52 AM Date Town Road Mile Location Description Tue Apr :11 Contrib. Factor Clinton ( US route 001 ) Town of Clinton Route/Road 001 Mile Marker to Total of 10 accidents at RTE 81(HULL ST) DOT # Police Case # Contributing Factor Failed To Grant Right Of Way Lighting Surface Condition Weather Condition Dark - Lighted Dry No Adverse Condition Collision Type Turning - Intersecting Paths Direction Veh Type Maneuver Prefix Maneuver Suffix 1st/2nd Object Struck 1st/2nd Object Location Injuries K A B C * South Automobile None Apply Vehicle Turning Left from Proper Lane West Automobile None Apply Vehicle Going Straight Total Wed May :07 Contrib. Factor Clinton ( US route 001 ) at RTE 81(HULL ST) Driver Lost Control Daylight Dry No Adverse Condition Rear-end Direction Veh Type Maneuver Prefix Maneuver Suffix 1st/2nd Object Struck 1st/2nd Object Location Injuries K A B C North Automobile Vehicle Stopped For Traffic * North Automobile None Apply Vehicle Going Straight Total Sat Jul :20 Contrib. Factor Clinton ( US route 001 ) feet N of RTE 81(HULL ST) Following Too Closely Dusk Dry No Adverse Condition Rear-end Direction Veh Type Maneuver Prefix Maneuver Suffix 1st/2nd Object Struck 1st/2nd Object Location Injuries K A B C North Automobile None Apply Vehicle Going Straight * North Motorcycle None Apply Vehicle Going Straight Total

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