BENNINGTON LOCAL ROADWAY NETWORK TRAFFIC ANALYSIS

Documentation for: BENNINGTON LOCAL ROADWAY NETWORK TRAFFIC ANALYSIS Bennington, VT Prepared for: Bennington County Regional Commission & Town of Bennington August 2003

TABLE OF CONTENTS 1.0 INTRODUCTION...1 2.0 DATA COLLECTION...2 3.0 PROJECT BACKGROUND...2 4.0 TRAVEL TIME ANALYSIS...5 4.1 ROUTE IDENTIFICATION...5 4.2 METHODOLOGY...6 4.3 RESULTS...6 5.0 INTERSECTION MITIGATION MEASURES...8 5.1 INTERSECTION SELECTION...8 5.2 ANALYSIS OF RECOMMENDATIONS...10 5.3 INTERSECTION SUMMARY SHEETS...11 5.4 ADDITIONAL RECOMMENDATIONS...18 6.0 TRUCK ROUTING...18 6.1 CURRENT TRUCK ROUTE AND RESTRICTIONS...1 6.2 PROPOSED TRUCK MITIGATION RECOMMENDATIONS...20.0 CONCLUSIONS...22

August 2003 page 2 LIST OF FIGURES Figure 1: VT 2 Segments:...1 Figure 2: US / VT Intersection...3 Figure 3: Anticipated Traffic Adjustments after Opening of Western Segment...4 Figure 4: Selected Travel Time Routes (Routes denoted in black)...6 Figure 5: Intersections Selected for Evaluation... Figure 6: Truck Volumes as a Percentage of AADT...20 Figure : Example Truck Route Sign...20 Figure 8: Example Truck Restriction Signs...21 Figure : Proposed Truck Routes...21 LIST OF TABLES Table 1: Identified Travel Time Routes from NY /2 Split to VT / Branch Street Intersection...5 Table 2: Travel Time Results... Table 3: Intersections Identified for Further Analysis...8 Table 4: Critical Intersection Criteria... Table 5: Analysis of Previous Recommendations...11 Table 6: VT / US Intersection Data...12 Table : US / County Street Intersection Data...13 Table 8: US / VT A / Kocher Drive Intersection Data...14 Table : Kocher Drive / North Branch Street / Park Street Intersection Data...15 Table 10: VT / Branch Street Intersection Data...16 Table 11: VT / Safford Street Intersection Data...1

1.0 INTRODUCTION Bennington sits at the crossroads of two major roadways (Vermont Route and US Route ) in the southwestern corner of Vermont. As a result of this confluence, downtown Bennington experiences a high level of pass-through vehicular and truck traffic. To address this situation, the Vermont and New York State Transportation Departments are moving forward with the design and construction of a new $135 million limited-access highway that will eventually connect NY in Hoosick, NY to points north, south, and east of downtown Bennington (Figure 1). VTrans and NYDOT are currently constructing the western leg of the new VT 2 (VTrans project DPI 0145(1)) with a projected Fall 2004 opening. Figure 1: VT 2 Segments: Once complete, the new Bennington highway (VT 2) is projected to reduce a significant portion of through traffic from the downtown network. However, between phases of the new highway, rerouted traffic may create additional congestion and delays at certain intersections and through neighborhoods around Bennington. This study addresses the potentially adverse impacts of the re-routed traffic during the period between the opening of the Western and Northern Segments (hereinafter referred to as the interim

August 2003 page 2 period ). More specifically, this report identifies six key intersections likely to be affected by the rerouted traffic and develops short-term, low-cost recommendations for these locations. A second outcome of this study is the development of alternative truck routing schemes to address the potential for re-routed through trucks during the interim period. 2.0 DATA COLLECTION A number of recent reports have focused on transportation in the Bennington area, with some specifically focused on the need for and the potential impacts of a new highway around Bennington. The following reports were reviewed and their findings considered in the development of this study: Traffic Study and Analysis for the Greater Bennington Area, Clough, Harbour, & Associates, 1; Bennington County Regional Transportation Plan, Bannon Engineering and Von Grossmann & Company for the Bennington County Regional Commission, 2002; Northside Drive Transportation Study and Plan, Wilbur Smith Associates, 2003. Resource Systems Group staff conducted a series of site visits to observe current traffic conditions and to collect a variety of data elements to assist in the development of the project recommendations. These data elements included: travel times, traffic control device operations, signal timings, lane geometries, signage, traffic flow conditions, pavement markings, and pedestrian movements. Recent turning movement counts at various intersections were obtained from VTrans to supplement field observations and prior study findings. (See Appendix A for traffic count data.) In addition, RSG staff held discussions with various local and state officials to help gain a better understanding of the current and future conditions in and around Bennington. 3.0 PROJECT BACKGROUND Due to the crossroads nature of Bennington, most through car and truck traffic is currently routed through town along VT and US through the busy 4 Corners intersection of VT and US. Some cut-through traffic does occur today, primarily along Benmont Avenue and Depot Street to the west, and along Park Street, County Street, North Branch Street, and Safford Streets to the east. However, recent traffic counts show that a significant portion of the traffic in Bennington is utilizing VT and US. One result of these traffic flow patterns through Bennington has been recurring congestion along many portions of VT and US during peak periods. A Level of Service 1 (LOS) analysis 1 Level of Service (LOS) is a qualitative measure describing the operating conditions as perceived by motorists driving in a traffic stream, based on the average delay per vehicle. LOS A signifies free flow conditions while LOS F denotes extreme delays.

August 2003 page 3 conducted by Clough, Harbour and Associates in their 1 report, Traffic Study and Analysis for the Greater Bennington Area, found that 5 of the signalized intersections along VT and US were operating at LOS F conditions. Figure 2: US / VT Intersection To address this traffic issue, planners, engineers, and residents developed a plan for a new highway system around Bennington. That plan, first conceived of more than 40 years ago, is currently under design with the Western Segment (see Figure 1 above) under construction with an opening scheduled for Fall 2004. The remainder of the new highway system (i.e. the Northern and Southern Segments) are currently undergoing design and permitting. The scheduled completion dates for these segments have not yet been finalized. The opening of the Western Segment will primarily benefit trips headed to/from the north and west. For example, a trip headed from Hoosick, NY to Manchester, VT will be able to reduce its travel time, on average, by approximately 8 minutes using the Western Segment rather than VT and US. 1 The net impact of this new route for north/west traveling through trips will be a reduction of traffic volumes on US north of VT and on VT west of US (See Figure 3). The potential impacts from the rerouting of trips headed to/from the east and west are a little more complex with only the Western Segment in place. For a hypothetical trip from Hoosick, NY to Woodford, VT, the driver will be presented with a choice at the NY /VT 2 split to either remain on NY /VT or utilize the new highway. The signage and roadway geometry at the split as well as driver perception will play a large role in determining the routing choice. The interim signage to be placed at the NY / VT 2 split will direct trips headed to Rutland and Manchester to follow VT 2 and trips headed to Bennington and Brattleboro to follow VT. To help better understand the changing traffic patterns once the Western Segment opens, we referenced the Clough, Harbour and Associates report, Traffic Study and Analysis for the Greater Bennington Area. The report s analysis utilizes the Statewide TRANPLAN Travel Demand Model to estimate daily travel patterns and volumes in and around Bennington as subsequent phases of VT 2 are completed. 1 Travel time estimates for existing roadways measured in the field. Travel time figures along VT 2 were estimated based on length and average speed of 55 mph. Travel time reduction for this hypothetical trip from the Route 2/NY split to the Route 2/VT ramps are reduced from approximately 13 minutes to 5 minutes. For more information see Section 4.0 - Travel Time Analysis.

August 2003 page 4 Figure 3: Anticipated Traffic Adjustments after Opening of Western Segment 1 Based on the results of this modeling, the following traffic patterns were noted after the opening of the Western Segment but before the opening of the other segments (See Figure 3): For eastbound NY traffic, 42% will use VT 2, while 58% will remain on NY / VT. Based on 2000 traffic volumes, this translates into 4,300 daily trips on VT 2 and 5,00 on NY / VT east of the split Daily traffic volumes on VT in Old Bennington will decrease by 42% Daily traffic volumes on Northside Drive will decrease by % Daily traffic volumes on US north of Depot Street will decrease by 13% Based on our review of previous traffic modeling results, site observations, the proposed signage plan at the NY / VT 2 split, and discussions with local and state officials, we concur with the findings of the 1 report, Traffic Study and Analysis for the Greater Bennington Area, that the opening of the Western Segment will result in generally lower traffic volumes through downtown Bennington and that the majority of west/north traveling through trips will utilize VT 2 and the majority of west/east traveling trips will utilize VT. 1 Based on results from: Traffic Study and Analysis for the Greater Bennington Area, Clough, Harbour, & Associates, 1

August 2003 page 5 4.0 TRAVEL TIME ANALYSIS The opening of the Western Segment of VT 2 will provide an attractive alternative route for cars and trucks passing through Bennington. As discussed above, the Western Segment s primary benefits will be to traffic traveling to and from the west and north. However, the route may also be taken advantage of by vehicles traveling to and from the east and west. To better understand the potential travel time savings resulting from the opening of the Western Segment, as well as the average travel times for certain cut-through routes, RSG staff collected travel time data along seven routes. 4.1 ROUTE IDENTIFICATION Seven routes were identified as likely routes for vehicles traveling from the NY /VT 2 spilt to the VT / Branch Road intersection (two points of convergence for various east-west routes). These identified routes are shown in Table 1 and Figure 4. Table 1: Identified Travel Time Routes from NY /2 Split to VT / Branch Street Intersection 1. NY - VT 2. Route 2 - Kocher Street - North Branch Street 3. Route 2 - US - VT 4. Route 2 - Kocher Street - Park Street - County Street - North Branch Street 5. Route 2 - US - County Street - North Branch Street 6. Route 2 - Kocher Street - Park Street - County Street - Safford Street - VT. Route 2 - US - County Street - Safford Street - VT

August 2003 page 6 Figure 4: Selected Travel Time Routes (Route numbers denoted in black) 4.2 METHODOLOGY To determine average travel times along these routes, RSG staff drove each section a few times during off-peak hours and recorded distance and elapsed time for each run. The travel times for each segment were averaged to determine the mean travel time for that route. The total route distance was divided by this mean speed to determine an average travel speed on the corridor. Since the new highway was not open for data collection, we assumed an average travel speed of 55 miles per hour for the 5 miles from the NY/2 split to the US /2 ramps, and an average travel speed of 45 miles per hour through the ramp segments from the US /2 interchange to the US /Kocher Drive intersection. See Appendix B for raw travel time data and calculations. 4.3 RESULTS The results of the travel time runs and subsequent calculations are shown in Table 2. This table shows the route name, average travel time for the route, total route length, average travel speed, and the route s rank compared with the other six. See Appendix C for detailed route maps and travel time data.

August 2003 page Table 2: Travel Time Results # Route Time (min) Distance (mi) Avg. Speed (mph) Rank (1=Fastest) 1 NY - VT 12.6 6.0 2 6 2 Route 2 - Kocher Street - North Branch Street 10. 6. 3 1 3 Route 2 - US - VT 14.4 6. 2 4 Route 2 - Kocher Street - Park Street - County Street - North Branch Street 11.2 6. 36 2 5 Route 2 - US - County Street - North Branch Street 11.4 6. 35 3 6 Route 2 - Kocher Street - Park Street - County Street - Safford Street - VT 11.6 6. 35 4 Route 2 - US - County Street - Safford Street - VT 12.4 6.8 33 5 The following conclusions can be drawn from the results of the travel time analysis: Although the NY / VT is nearly a mile shorter than the other routes, its travel time and average speed are the second slowest of the group. This is the result of two major factors: 1) the travel speed along this route cannot match the other six routes that follow the limitedaccess VT 2 at an average of 55 mph, and 2) the relatively long delays along this corridor at intersections with Benmont Avenue, Depot Street, US, and Safford Street. The two routes utilizing the US/State routes (i.e. Routes 1 and 3) registered the two slowest travel times. This implies that if drivers have complete knowledge of the system and will choose their route based on shortest travel time, that a portion of re-routed trips may use the neighborhood streets north and east of downtown. The fastest route from the NY /2 split to the VT /Branch Street intersection is along VT 2 to Kocher Drive to North Branch Street (Route 2). This route encounters the fewest number of delays along its route and allows for a relatively high average travel speed along its length. The three fastest routes utilize North Branch Street north of VT. However, the posted truck limitations on this section of North Branch Street limit trucks from using these routes. The fastest route not posted with truck restrictions is Route #6. (For more detail on truck routing, see Section 6.0) Between the existing east/west route (Route 1) and the fastest new route (Route 2), there is only a 1. second difference in total travel time. Relative to a long, through trip, a 1. minute travel savings will likely not be an important factor for most drivers. To supplement the travel time survey results, RSG staff interviewed a truck driver who has driven through Bennington frequently over the last 20 years. Presented with the layout of the Western Segment and the travel time results, he suggested that he would still follow the posted signage and utilize VT for through east/west trips as this was the straighter and more familiar route. He mentioned, however, that he might consider using the new highway during the winter to avoid the tight turns on VT in Old Bennington.

August 2003 page 8 5.0 INTERSECTION MITIGATION MEASURES With an understanding of the existing road network, the timing of the new highway project, and travel times throughout the system, the next steps in this study are to: 1) identify deficiencies and potential issues at selected intersections around Bennington and, 2) develop short-term mitigation measures at these location to address the potentially adverse effects resulting from the opening of the Western Segment. 5.1 INTERSECTION SELECTION In the 1 report, Traffic Study for the Greater Bennington Area, Clough, Harbour and Associates identified twenty intersections for analysis under existing and build conditions. The scope of this current study allows for the further investigation and development of interim mitigation measures for six of these intersections and related road segments (Table 3 and Figure 5). Table 3: Intersections Identified for Further Analysis VT Route / US Route VT Route / Safford St. / Stewarts VT Route / Branch St. US Route / VT Route A / Kocher Dr. US Route / County St. Kocher Dr. / N. Branch St. / Park St. Ext.

August 2003 page Figure 5: Intersections Selected for Evaluation The six intersections were selected based on their location within the roadway network and potential for impact when the Western Segment opens, their current and projected Levels of Service, and their accident history. Table 4 shows the criteria used to select the six critical intersections. Table 4: Critical Intersection Criteria 2020 LOS^ Intersection No-Build Build-1^^ Accident Rate* Signalized VT Route / US Route F F 1.148 Y VT Route / Safford St. / Stewarts F F 0.85 Y VT Route / Branch St. F F 0.5 Y US Route / VT Route A / Kocher Dr. D C 1.40 Y US Route / County St. F F 1.021 Y Kocher Dr. / N. Branch St. / Park St. Ext. E E 0.042 Y ^ 2020 LOS results based on, Traffic Study for the Greater Bennington Area, Clough, Harbour and Associates, 1. ^^ Build-1 refers to traffic conditions after completion of the western segment * Accident Rate = Total Accidents/Million Entry Vehicles Annually (12-16)

August 2003 page 10 5.2 ANALYSIS OF RECOMMENDATIONS The eventual completion of all three phases of VT 2 will likely lead to significant decreases in through car and truck trips in downtown Bennington and adjacent neighborhoods. However, as discussed above, the opening of the Western Segment will cause some re-routing of traffic through and within town. As the period between the completion of the Western Segment and the completion of subsequent phases will only be temporary, it is reasonable to consider short-term, relatively inexpensive mitigation measures to address any possible adverse conditions. The 1 Clough, Harbour and Associates report, Traffic Study for the Greater Bennington Area, identifies potential mitigation measures for many of the signalized and unsignalized intersections in town, including the six critical intersections identified in this report. We tested these recommendations to determine their net effect on the intersection and their relative feasibility. If applicable, we modeled the change in intersection operations using HCS 2000 software based on the modeled Build-1 1 volumes and current signal timings. Otherwise, qualitative impacts were noted. Table 5 shows the results of this analysis. 1 Build-1 refers to the scenario in which the Western Segment is open to traffic.

August 2003 page 11 Table 5: Analysis of Previous Recommendations Intersection CHA Recommendation Result/Impacts - Will eliminate "all-stop" for pedestrian phase. Reduced VT / US - Run pedestrian phases w/ adjacent street traffic pedestrian safety resulting from right-turning vehicles. Reduction in cycle length and overal vehicle delays. - Add protected/permissive left turns on all approaches Reduction in total delays - particularly for westbound and southbound approaches. Protected/permissive signage should be clearly marked. Incorporate in RSG Recommendations? VT / Safford St. / Stewarts - Add EB & SB left turn lane - Reduction in overall delay. May result in increase in total cycle length depending on timing chosen. - Coordinate w/ Branch St. and Beech St. Signals - Promotes more efficient "platooning" of vehicles VT / Branch St. - Add EB left turn lane - Turning volumes and available right of way warrant left turn lane. Reduction in overall delay as vehicles do not queue behind left turning vehicles. - Add SB left turn lane - Insufficient right of way for left turn lane on this approach. - Coordinate w/ Safford St. and Beech St. Signals - Promotes more efficient "platooning" of vehicles US / VT A / Kocher Dr. - Include in Northside Drive Time-Based Signal Coordination Plan - Signal coordination plan promotes more efficient movements for local and through trips. US / County St. - Add WB & SB left turn lane - Turning volumes and available right of way warrant left turn lanes. Reduction in overall delay as vehicles do not queue behind left turning vehicles. - Add EB & NB left turn lane - Turning volumes do not warrant a left turn lane for these approaches. - Add protected/permitted phasing on North/South approaches - Add to SB left turn lane. Increased left turn capacity and reduction in overall delay. Protected/permissive signage should be clearly marked. Kocher Dr/N. Branch St/Park St - Add EB left turn lane - Turning volumes appear to warrant a right turn lane for this approach. Reduction in overall delay as vehicles do not queue behind left turning vehicles. - Add NB protected/permitted left turn - Turning volumes and available right of way permit left turn lane. Reduction in overall delay as vehicles do not queue behind left turning vehicles. Based on the applicability and feasibility of the previous recommendations, field observations, and prior experience, RSG developed a detailed listing of recommendations to address the changes in traffic flow resulting from opening of the Western Segment. These recommendations are described in more detail in the next section. 5.3 INTERSECTION SUMMARY SHEETS The following pages contain intersection summary sheets identifying intersection geometry, traffic control, site observations, and recommended mitigation measures for each of the six identified intersections.

August 2003 page 12 Table 6: VT / US Intersection Data SITE OBSERVATIONS RECOMMENDATIONS (Referenced on Graphic) General Observations High through and left-turn volumes from all approaches, combined with narrow lane geometry results in poor intersection Level of Service. Long cycle length (110 seconds). Frequent pedestrian calls result in even longer cycle lengths (up to 145 seconds). Intersection Geometry Eastbound (VT ) left turn lane not striped (or striping faded). Too narrow for tractor-trailers to pass on right. Northbound and Southbound left turn lanes are set far back to allow for truck turning movements Traffic Control No vehicle detectors Signal Timing o North/South Through/Right: 33 seconds green time o North/South Left: 10 seconds green time o East/West Through/Right: 34 seconds green time o East/West Left: 10 seconds green time o Exclusive pedestrian phase: walk = 8 sec., flashing don t walk = sec o Yellow time = 4 seconds o All red time = 2 seconds 1. Add detectors to all left turn approaches. Upgrade and re-time signal to provide protected/permissive left turn phasing on all approaches. Protected/permissive signage should be clearly located. 2. If detectors added, set-up timing plan for proper green time extensions for all approaches 3. Implement variable signal timing plans (e.g. AM peak, PM peak, Mid-day, Weekend, Off peak, Seasonal) 4. Run pedestrian signal phases with adjacent street traffic. 5. Re-align and re-stripe western leg of intersection to create a 10 eastbound through/right turn lane, 10 eastbound left turn lane, and 22 westbound receiving lane. May result in loss of parking along VT. Examine new striping plan for proper truck turning radii. 6. On street-level traffic signals, retrofit green balls with green up arrows to avoid confusion for left-turning vehicles.. Re-stripe westbound left turn lane stop bar further east to allow for wider turning radius for southbound left-turning trucks. Will result in loss of westbound left turn queue capacity. 5 1 4 6 1 2 3 6 4 1 2000 Design Hour Traffic Volumes with Western Segment * US 35 425 180 VT 60 130 445 45 5 200 0 40 145 US VT NOTES: Not to Scale Selected Recommendations Shown in Red 1 * Source, "Traffic Study and Analysis for the Greater Bennington Area, Clough, Harbour & Assoc., 1

August 2003 page 13 Table : US / County Street Intersection Data SITE OBSERVATIONS RECOMMENDATIONS (Referenced on Graphic) General Observations Highest left turn demands from southbound approach and westbound approach. Older electro-mechanical Econolite traffic signal controller. Intersection Geometry Southbound approach just wide enough for through car to pass stopped left turning car. Not currently striped for left turn lane. Traffic Control No vehicle detectors No pedestrian signals Signal Timing o North/South: 25 seconds green time o East/West: 25 seconds green time o Yellow time = 4 seconds o All red time = 0 seconds 1. Add minimum of 2 second all red time to each phase change. 2. Upgrade electro-mechanical signal controller with digital controller. 3. Implement variable signal timing plans (e.g. AM peak, PM peak, Midday, Weekend, Off peak, Seasonal) 4. Re-align and re-stripe all four intersection approaches to create a left turn lane and through/right turn lane. Examine new striping plan for proper truck turning radii. 5. If left turns added, add vehicle detectors to left turn approaches. Upgrade and re-time signal to provide protected/permissive left turn phasing at these approaches. Protected/permissive signage should be clearly located. 6. To deter cut-through truck traffic, post truck restrictions (local 3 deliveries only) on eastern leg of intersection, along County Street. 5 4 4 5 1 2 4 5 2000 Design Hour Traffic Volumes with Western Segment * 6 US 5 455 115 4 County St. 20 215 300 25 65 120 60 515 85 US County St. 5 * Source, "Traffic Study and Analysis for the Greater Bennington Area, Clough, Harbour & Assoc., 1 NOTES: Not to Scale Selected Recommendations Shown in Red

August 2003 page 14 Table 8: US / VT A / Kocher Drive Intersection Data SITE OBSERVATIONS General Observations Traffic signals blocked by roadway sign mast arms that precede signal. Intersection Geometry No pedestrian amenities provided. Traffic Control Vehicle detectors at all approaches Older model signal controller: Econolite KMC 8000 Signal maintained by VTrans. Signal Timing (Actuated with time of day phasing) o North/South Through/Right: Off peak: 10 seconds maximum green time, Peak: 40 seconds maximum green time o North/South Left: Off peak: 11 seconds maximum green time, Peak: 25 seconds maximum green time o East/West Through/Right: Off peak: 16 seconds maximum green time, Peak: 40 seconds maximum green time o East/West Left: Off peak: 1 seconds maximum green time, Peak: 40 seconds maximum green time o Yellow time = 4 seconds o All red time = 2 seconds RECOMMENDATIONS (Referenced on Graphic) 1. Examine visibility of traffic signals for southbound approaching vehicles. Possibly relocate sign mast arm preceding signal. 2. The signal timing plan is set-up with two maximum cycle lengths by time of day. During off peak periods, the cycle length may extend up to 80 seconds. During peak periods, however, the cycle length can be extended up to 16 seconds. This relatively long cycle length should be reviewed for efficiency in light of current and proposed traffic volumes and signal coordination plans along Northside Drive 3. Install additional vehicle detectors that can sense the length of queue to optimize allotment of green time extension. 4. Monitor effects of VTrans Kocher Drive and Benmont Avenue project and adjust signal timings as necessary to compensate for opening of Western Segment. This project will involve the installation of a newer signal controller which should be coordinated with the current coordination plan on Northside Drive. 5. To deter cut-through truck traffic, post truck restrictions (local deliveries only) on eastern leg of intersection, along Kocher Drive east of plaza entrance. 6. Consider provision of pedestrian facilities such as a crosswalk/pedestrian signals or overpass/tunnel to connect retail, commercial, and institutional uses on east and west side of US. 4 3 1 3 2 5 3 2000 Design Hour Traffic Volumes with Western Segment * US 60 300 150 3 VT A 80 120 480 415 30 110 385 435 150 US Kocher Dr. NOTES: Not to Scale Selected Recommendations Shown in Red * Source, "Traffic Study and Analysis for the Greater Bennington Area, Clough, Harbour & Assoc., 1

August 2003 page 15 Table : Kocher Drive / North Branch Street / Park Street Intersection Data SITE OBSERVATIONS RECOMMENDATIONS (Referenced on Graphic) General Observations High northbound left-turning volumes and eastbound rightturning volumes suggest Kocher Drive to Park Street popular route. No pedestrian facilities present. Peak in traffic volumes in morning and mid-afternoon from school-related trips. Intersection Geometry Presence of Furnace Brook and bridge along southern leg of intersection limits potential for widening and/or re-alignments for Park Street approach. Traffic Control No vehicle detectors No pedestrian signals Signal Timing o North/South: 33 seconds green time o East/West: 33 seconds green time o Yellow time = 3 seconds o All red time = 3 seconds 1. Implement variable signal timing plans (e.g. AM peak, PM peak, Mid-day, Weekend, Off peak, Seasonal) 2. Re-align and re-stripe all four intersection approaches to create a left turn lane and through/right turn lane. Examine new striping plan for proper truck turning radii. 3. If left turn lanes and vehicle detectors added, upgrade and re-time signal to include protected/permitted left turn phases. 4. A roundabout may be appropriate for this intersection. Demands from approaches vary throughout the day (school, work shifts, commutes, etc). Potential right-of-way restrictions of fire hydrant at northwest corner and Furnace Brook adjacent to the south. 5. Add pedestrian facilities (sidewalks, crosswalks, and pedestrian signals) along northern and eastern sides to connect residential and institutional uses to the south and east with retail, commercial, and institutional uses along Kocher Drive and Northside Drive. 2 1 2 3 5 5 2 2000 Design Hour Traffic Volumes with Western Segment * East Rd. 100 80 35 2 Kocher Dr. 140 40 215 130 185 25 265 120 40 Park Street * Source, "Traffic Study and Analysis for the Greater Bennington Area, Clough, Harbour & Assoc., 1 N. Branch St. NOTES: Not to Scale Selected Recommendations Shown in Red

August 2003 page 16 Table 10: VT / Branch Street Intersection Data SITE OBSERVATIONS RECOMMENDATIONS (Referenced on Graphic) General Observations Westbound trucks occasionally veer into eastbound lane to avoid cars parked in front of corner store. Corner store at southwest corner generates relatively high level of pedestrian and parking activity along VT and South Branch Street. No Thru Trucks sign posted on entry to North Branch Street Intersection Geometry Northern leg of intersection right-of-way constrained by houses on both sides of road. Eastbound through cars currently passing left turning vehicles on right. Eastbound approach is currently striped as one lane. Traffic Control No vehicle detectors No pedestrian signal Econolite signal controller Flashing red strobe on east facing red ball Signal Timing o North/South: 25 seconds green time o East/West: 35 seconds green time o Yellow time = 4 seconds o All red time = 3 seconds 2000 Design Hour Traffic Volumes with Western Segment * 1. Add vehicle detectors to North and South Branch Street approaches to optimize green time allotment. 2. Implement variable signal timing plans (e.g. AM peak, PM peak, Mid-day, Weekend, Off peak, Seasonal) 3. Re-align and re-stripe western leg of intersection to create a 10 eastbound left turn lane, 10 eastbound through lane, and 12 westbound receiving lane. Examine new striping plan for proper widths and truck turning radii. Post Roadway Narrows sign for eastbound approaching vehicles. 4. If eastbound left turn lane and vehicle detectors added, re-time signal to include actuation. With a signal controller upgrade, retime controller to allow for protected-permitted phasing. 5. Due to high pedestrian volume in the area, stripe crosswalk across South Branch Street approach and add pedestrian signals for all directions with crosswalks. 6. Coordinate with Beech Street and Safford Street signals to establish signal progression through this corridor.. Re-stripe parking spaces along VT west of Branch Street. Currently unclear where parking/no parking zones begin and end. 3 1 5 4 2 6 1 3 N. Branch St. 35 150 110 VT 50 5 620 645 85 15 45 5 25 S. Branch St. VT NOTES: Not to Scale Selected Recommendations Shown in Red * Source, "Traffic Study and Analysis for the Greater Bennington Area, Clough, Harbour & Assoc., 1

August 2003 page 1 Table 11: VT / Safford Street Intersection Data SITE OBSERVATIONS RECOMMENDATIONS (Referenced on Graphic) General Observations Safford Street and Stewarts entrance not aligned, resulting in difficult/awkward left turns out of Stewarts. Potential conflict between left turns out of Stewarts and left turn/through vehicles from Safford Street. Intersection Geometry Right of way on both sides of Safford Street constrained by homes. Crosswalks at northern and western intersection approaches. Traffic Control No vehicle detectors Electro-mechanical signal controller No pedestrian signals Signal Timing o North/South: 20 seconds green time o East/West: 34 seconds green time o Yellow time = 3 seconds o All red time = 0 seconds 2000 Design Hour Traffic Volumes with Western Segment * VT Safford St. 85 5 110 0 80 60 45 40 10 VT 1. Add minimum of 2 second all red time to each phase 2. Increase yellow time from 3 seconds to 4 seconds for safety and consistency. 3. Upgrade electro-mechanical signal controller with digital controller. 4. Add detectors on Safford Street and left turn lanes (if added) to detect demand for movement and provide optimized green time allotment. 5. Implement variable signal timing plans (e.g. AM peak, PM peak, Mid-day, Weekend, Off peak, Seasonal) 6. Re-align and re-stripe northern leg of intersection to create a 10 southbound right turn lane, 10 through/left turn lane, and 12 northbound receiving lane. Examine new striping plan for proper widths and truck turning radii.. Re-align and re-stripe western leg of intersection to create a 12 eastbound left turn lane, 12 through lane, and 16 westbound through lane. 8. If northern leg not re-aligned for new turn lane, consider re-painting double yellow line to delineate roadway centerline.. Coordinate with Beech Street and Branch Street signals to establish signal progression through this corridor. 10. Restrict left turn exits from eastern Stewart s driveway to avoid potential conflicts with eastbound VT vehicles. 11. Due to high pedestrian volume in the area, add pedestrian signals at designated crossings. 12. To deter cut-through truck traffic, post truck restrictions (local deliveries only) on northern leg of intersection, along Safford Street. 4 5 3 6 2 4 1 12 10 20 5 20 Stewarts * Source, "Traffic Study and Analysis for the Greater Bennington Area, Clough, Harbour & Assoc., 1 NOTES: Not to Scale Selected Recommendations Shown in Red

August 2003 page 18 5.4 ADDITIONAL RECOMMENDATIONS A number of the intersection mitigation measures identified in the previous section involved adding vehicle detection, re-timing of the signals, and/or re-striping to provide additional turn lanes. These relatively low-cost, easy to implement measures have the potential to significantly increase capacity at the identified intersection. While this may be desirable to ensure smooth traffic flow, it may not be desirable to increase the capacity on local roads particularly those identified in the neighborhoods northeast of downtown. These recommendations should be examined within a broader policy context about whether traffic capacity at intersections adjacent to these neighborhoods should undergo improvements. One alternative may be to implement those measures that facilitate movement on the major roads (i.e. VT, US ) while discouraging trips on the local streets. This can be accomplished in a number of ways including signal timing and signal phasing plans. One potential application occurs at the Park Street / County Street intersection. The signalized intersection currently operates on a fixed timing plan with no detectors. The current operation is not optimized and greater efficiency can be achieved by adding detectors, re-timing the signal, and/or instituting time-of-day phasing plans. However, if the Town wants to discourage additional traffic from utilizing the local roads through the neighborhoods northeast of downtown, then the signal should be left as it is to create additional delay for the cut-through trips. Additionally, a number of the identified mitigation measures recommend signal timing adjustments. To maintain efficient traffic flows throughout Bennington, it is recommended that the Town develop a policy to review the signal timing plans at all signalized intersection at least once every three years to ensure that the signals are operating optimally in response to any changes in volumes and/or land use. 6.0 TRUCK ROUTING The opening of the Western Segment will have an impact on through passenger car and truck trips. As mentioned previously, the main beneficiaries from the opening of the first phase of VT 2 are those trips traveling to and from the north and west. It is likely that a significant majority of the north/west traveling trucks currently utilizing downtown streets will use VT 2 once it opens. This will result in a decrease in the number of truck trips downtown, including a reduction in turning movements at the US / VT intersection. For trucks headed east/west, it is likely that the majority will follow posted directional signage and remain on VT through Bennington. 1 However, it is conceivable that some east/west through 1 Since both entry points to VT 2 along State-maintained roads, certain signage restrictions are applied by the Federal Highway Administration, including a restriction on posting of any truck routing signs at these points. The Town of Bennington is, however, able to post truck route and restriction signs along town roads at their own discretion.

August 2003 page 1 trucks may choose to use VT 2 to take advantage of the higher speeds and to avoid some downtown signals and the tight turns on VT in Old Bennington. As the travel time analysis has shown (Section 4) the VT 2 alternate routes can provide slightly faster travel times than VT. However, the potential for a two to three minute travel time savings using VT 2 may not be significant to a truck driver within the scope of a much longer haul. A more important determinant for the truck routes will likely be posted signage and ease of travel. For those eastbound trucks (e.g. headed to Wilmington, Brattleboro, etc.) choosing to use VT 2, they are presented with a number of routes to return to VT east once they reach the eastern terminus of VT 2 at US. An obvious return route would be along the current truck route - US to VT. There are also a number of other routes along the local street network through the northeast neighborhoods. The town may deem it undesirable to have re-routed trucks utilize these local roads during the interim period. If so, the town should consider posting truck restriction signs at key entry points (e.g. Kocher Drive, County Street, and Safford Street) to eliminate through truck trips. 6.1 CURRENT TRUCK ROUTE AND RESTRICTIONS The current designated truck route through Bennington is along US and VT though town although no signage is posted to this effect. To avoid the VT / US intersection, many trucks utilize Depot Street and Benmont Avenue to get between VT and US. A truck restriction is posted on the segment of North Branch Street between VT and Gage Street because of the narrow lane geometry. No other truck restrictions are posted in town. Questions have been raised in the past about the structural integrity of the Brooklyn Bridge on North Branch Street to carry the load of heavy truck traffic. Figure 6 shows the most recent truck volume percentages on selected roads in Bennington. As the table shows, US, VT, Benmont Avenue, Kocher Drive, and Depot Street all carry high percentages of truck traffic as a percentage of their average daily volumes.

August 2003 page 20 Figure 6: Truck Volumes as a Percentage of AADT 1 AADT Trucks Count Year US (North Street) 11,400.5% 2002 VT (Main Street),200 6.8% 2002 Benmont Avenue 12,400 6.2% 2001 Kocher Drive 11,300 6.0% 2001 Depot Street,500 4.5% 2001 Gage Street 2,800 4.1% 2001 N Branch Street 3,800 3.0% 2001 6.2 PROPOSED TRUCK MITIGATION RECOMMENDATIONS With the Western Segment open to traffic and the signage in place at the NY / VT 2 split directing through east-west vehicles to use VT, it is anticipated that only a small percentage of the east-west through trucks will end up using VT 2 and then seeking routes to rejoin VT. To minimize the potential impacts of these re-routed trucks, the Town of Bennington may choose to implement the following recommendations: For eastbound through trucks on NY headed to VT east, most will follow the posted directional signage and remain on VT through Bennington. However, for those choosing to use VT 2, designate and sign a truck route from the eastern terminus of VT 2 along US south to Depot Street south to VT east. This route will help to remove southbound left-turning trucks from the US /VT intersection (Figure ). An example route signage option is shown below. Figure : Example Truck Route Sign For westbound though trucks on VT headed to NY west, post signage near the US /VT intersection notifying drivers of the following: o Best Truck Route to New York: Straight on VT West o Best Truck Route to Manchester/Rutland: Right on US North 1 Based on results of 2001 Automatic Vehicle Classification Report, VTrans, 2002.

August 2003 page 21 It is advisable to remove northbound trucks from Depot Street as they are currently forced to make a left turn at the unsignalized US -Depot Street intersection. This movement can potentially result in long delays and unsafe conditions. The recommended alternative for these trucks is along US north (Figure ). Figure 8 shows examples of truck restriction signage for posting along Depot Street north. Figure 8: Example Truck Restriction Signs Figure : Proposed Truck Routes To limit the potential for current and re-routed truck traffic from using the local road network in the neighborhood northeast of downtown, the Town may consider posting truck restrictions or weight restrictions (Figure 8) at the following key entry points: 1) Kocher Drive east of US, 2) County Street east of US, 3) Safford Street north of VT. The signage should be chosen and placed accordingly to not interfere with local delivery and commercial activity in this area.

August 2003 page 22.0 CONCLUSIONS The opening of the Western Segment of VT 2 in the fall of 2004 is likely to have a significant impact on traffic, especially through trips, in and around the Town of Bennington. Based on our review of previous traffic studies and model results, site observations, the proposed signage plan at the NY / VT 2 split, and discussions with local and state officials, it is likely that the opening of the Western Segment will result in generally lower traffic volumes through downtown Bennington. However, the potential for re-routing of traffic resulting from this segment s opening may result in adverse traffic impacts at certain locations throughout town, specifically the neighborhoods to the north and east of downtown Bennington. The primary goal of this report was to build an understanding of the traffic impacts of the Western Segments opening and develop a suite of short-term, low-cost recommendations to address any potentially adverse impacts from re-routed traffic during the interim period. A travel time analysis was conducted to determine estimated travel times along various routes through and around Bennington. The results of this survey show that the selected routes utilizing VT 2 would be between two and three minutes shorter than the current VT route west to east through town. While this may be a significant time savings for local trips, longer, through trips will likely follow posted signage, particularly if they are not familiar with the area. In addition to the specific intersection recommendations detailed in Section 5.0, the following general intersection recommendations are carried forward: Of the six intersections investigated in this report, only the US / Kocher Drive intersection has vehicle detectors in place. Vehicle detectors provide a relatively low cost 1 solution to significantly increase the operational efficiency of these intersections. Two of the identified intersections (VT / Safford Street and US / County Street) are currently operating with no all-red time. These intersections are also both operating with an older, electro-mechanical signal controller. Operation without an all-red time can lead to potentially unsafe conditions and may lead to litigation against the Town in the event of an accident attributable to the signal. It is recommended that the Town upgrade these signal controllers and add a 2 second all-red time to all phases. The observed signal timings at all six identified intersections could benefit from revised timing plans to account for current traffic volumes and time-of-day. To maintain efficient traffic flows throughout Bennington, it is recommended that the Town develop a policy to review the signal timing plans at least once every three years to ensure that the signals are operating optimally in response to any changes in volumes and/or land use. 1 Cost estimate for adding detectors at a simple four-leg intersection is approximately $5,000 (In-pavement loop - $00/ loop, 4- channel interface panel - $0, Detector connecting cable - $85/loop, Detector amplifier - $225 each). These figures are estimates and may vary widely based on the specific conditions and existing technology at any given intersection.

August 2003 page 23 It is anticipated that through trucks will follow the posted signage and remain on the designated routes. The Town may want to consider formally posting truck route signs for trucks traveling between the US /VT intersection and VT 2. It is recommended that the northbound truck route between these points follow US the entire length, while the southbound route be directed along US to Depot Street to VT east. To deter through trucks from utilizing any of the local roads in the neighborhoods to the north and east of downtown, the Town may choose to post truck restrictions at the following key entry points: 1) Kocher Drive east of US, 2) County Street east of US, 3) Safford Street north of VT. The signage should be chosen and placed accordingly to not interfere with local delivery and commercial activity in this area.

APPENDIX A VTRANS TRAFFIC COUNT DATA

APPENDIX B TRAVEL TIME DATA AND CALCULATIONS

APPENDIX B - Travel Time Data and Calculations Direction Route Description E/W W/E N/S S/N Time (min) Time (sec) Distance (mi) Average Speed 1 Bypass to Branch (via ) x 12.3 35.0 6.0 2.4 x 13.3 8.0 6.0 2.1 x 12.3 40.4 6.0 2.2 2 Kocher/ to Branch (via Branch) x 10.5 62.5.8 44.5 x 11.3 6..8 41.0 3 Kocher/ to Branch (via /) x 14.4 865. 8.0 33.1 x 14.3 85.1 8.0 33.3 4 Kocher/ to Branch (via Kocher/Park/County/Branch) x 11.2 66.5.8 41. x 11.2 64.3.8 41.4 5 Kocher/ to Branch (via /County/Branch) x 11.3 6..8 41.0 x 11.4 686..8 40.6 6 Kocher/ to Branch (via Kocher/Park/County/Safford/) 0.0 x 11.6 64.1.8 40.2 Kocher/ to Branch (via /County/Safford/) x 12.4 42.1. 38.08 Bypass split to US Ramps 4. mi Estimated Speed 55 mph Bypass Time = 5.35 minutes US Ramps to / Kocher Intersection 1.05 mi Estimated Speed 45 mph Bypass Time = 1.40 minutes Control Delay at / Kocher Intersection (assume LOS B/C) = 20 seconds 0.33 minutes Total Bypass Time:.08 minutes Total Bypass Distance = 5.5 miles

APPENDIX C TRAVEL TIME MAPS AND DATA

Safford St 6A A Corridor #1 Distance: 6.0 miles Average Travel Time: 12.6 minutes Average Speed: 2 mph < From Bypass Spilt Park Street County Street N. Branch Street 0 0.15 0.3 0.6 0. 1.2 Miles VT & Branch St.

Safford St 6A A < From Bypass Spilt Corridor #2 Distance: 6. miles Average Travel Time: 10. minutes Average Speed: 3 mph Kocher Drive Park Street County Street N. Branch Street 0 0.15 0.3 0.6 0. 1.2 Miles VT & Branch St.

Safford St 6A A < From Bypass Spilt Corridor #3 Distance: 6. miles Average Travel Time: 14.4 minutes Average Speed: 2 mph Kocher Drive Park Street County Street N. Branch Street 0 0.15 0.3 0.6 0. 1.2 Miles VT & Branch St.

Safford St 6A A < From Bypass Spilt Corridor #4 Distance: 6. miles Average Travel Time: 11.2 minutes Average Speed: 36 mph Kocher Drive Park Street County Street N. Branch Street 0 0.15 0.3 0.6 0. 1.2 Miles VT & Branch St.

Safford St 6A A < From Bypass Spilt Corridor #5 Distance: 6. miles Average Travel Time: 11.4 minutes Average Speed: 35 mph Kocher Drive Park Street County Street N. Branch Street 0 0.15 0.3 0.6 0. 1.2 Miles VT & Branch St.

Safford St 6A A < From Bypass Spilt Corridor #6 Distance: 6. miles Average Travel Time: 11.6 minutes Average Speed: 35 mph Kocher Drive Park Street County Street N. Branch Street 0 0.15 0.3 0.6 0. 1.2 Miles VT & Branch St.

Safford St 6A A < From Bypass Spilt Corridor # Distance: 6.8 miles Average Travel Time: 12.4 minutes Average Speed: 33 mph Kocher Drive Park Street County Street N. Branch Street 0 0.15 0.3 0.6 0. 1.2 Miles VT & Branch St.

APPENDIX D BENNINGTON TRAFFIC MODEL TRAFFIC VOLUMES 1 1 Based on Traffic Study and Analysis for the Greater Bennington Area, Clough, Harbour, & Associates, 1.