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From YouTube: I-89 Study Public Meeting - 5/10/2022
Description
The Chittenden County Regional Planning Commission (CCRPC) hosts a public meeting on the improvement plan for Interstate 89.
From the CCRPC:
"The Chittenden County Regional Planning Commission (CCRPC) is working with the Vermont Agency of Transportation to develop a comprehensive transportation improvement plan for Interstate 89 through Chittenden County. The Chittenden County I-89 2050 Study will address future transportation needs of all users by improving safety, connectivity, and mobility; promoting livable communities and a healthy environment; and investing in the regional economy. The Study is evaluating multimodal improvements at Exits 13 and 14 and a possible new interchange at Hinesburg Road.
This meeting will report on the analysis of Transportation Demand Management (TDM) strategies and alternative modes (transit, bike, pedestrian) to reduce the need for capital improvements on I-89."
For more information, please visit: www.envision89.com
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This video belongs to http://www.cctv.org and published with permission under Creative Commons License CCTV Center for Media & Democracy Programming is licensed under a Creative Commons Attribution-NonCommercial-ShareAlike 4.0 International License.
A
A
Yeah,
so
this
obviously
is
a
virtual
meeting,
so
you're
coming
in
you're,
muted
by
default.
If
you'd
like
to
speak,
please
click
or
tap
the
raise
hand
button
at
the
bottom
of
your
screen
and
we'll
call
on
you.
Then
I
don't
see
anyone
connect
by
phone,
but
you
can
raise
your
hand
by
star
9
if
you
are,
and
after
you've
been
called
on
click
or
tap
the
unmute
button.
So
you
still
need
to
do
that
and
there's
also
another
option.
A
And
you
know
we
can
answer
it
pretty
quickly,
we'll
do
that.
If
it's
a
longer
conversation,
I
may
ask
to
come
back
to
that
question
at
the
end.
So
we
can
have
a
fuller
discussion
just
to
make
sure
we
can
get
through
this.
Probably
if
no
interruptions
it
might
be
30-ish
minutes
with
some
discussions.
You
know
maybe
40
minutes
or
longer
so
just
in
case
you're
planning
your
time
and
here's
the
project
overview.
A
A
And
so
this
is
kind
of
the
beginning
of
the
statement.
We've
had
an
advisory
committee
that
has
worked
with
us
through
this
whole
process,
and
these
are
statements
that
they
developed
over
the
course
of
a
few
meetings
early
on
and,
of
course,
you're
pretty
early
on
with
this,
we
went
into
covid
right,
and
so
this
first
statement
is
just
about
uncertainty
with
related
to
covid,
but
then
also
other
things
are
going
to
change
over
the
next
30
years.
A
A
And
again
we
recognize
that
these
vision,
goals
and
objectives
and
implementation
actions
that
follow
need
to
be
monitored
and
reassessed
periodically
to
ensure
they
address
the
evolving
situation.
So
again,
kind
of
reinforcing
things
things
will
change,
and
then
the
group
came
up
with
six
goal:
statements:
one
addressing
safety,
one
addressing
livable
and
sustainable
and
healthy
communities,
one
mobility
and
efficiency,
one
environmental
stewardship
and
resilience,
economic
access
and
vitality
and
then
system
preservation-
and
these
are
very
similar
to
our
long-range
goals.
As
the
regional
planning
commission
for
the
region,
okay
and.
C
A
To
kind
of
review
where
we
are
in
the
process
you'll
see
on
this
graphic-
and
I
know
you
can't
read
all
the
words
under
these
green
boxes
so
I'll
try
to
give
a
quick
summary
here.
We
started
in
the
summer
of
19
kicking
off
the
meeting
that
was
task,
one,
the
consultant
team
dug
in
and
looked
at
current
conditions
and
what
we
call
the
future
base
scenario.
A
We
had
some
focus
group
meetings
at
that
time
and
started.
You
know
tweaking
our
travel
demand
model
to
be
as
accurate
as
possible,
then
task
three,
and
this
is
where
we
had
those
meetings
to
develop,
division
and
goal
statements
that
I
just
reviewed
and
task
four,
and
this
was
a
little
bit
of
we
took
some
time
just
because
the
interchanges
are
such
a
major
component
of
the
system
to
really
dig
into
evaluating
interchange,
possible
improvements.
A
We
went
through
a
couple
rounds
of
interchange
evaluation.
We
also
looked
at
possible
secondary
land
use
growth
and
that's
kind
of
the
idea
of
induced
demand.
If
you
add
capacity
or
connections
into
or
interchanges
into
the
system,
you
may
induce
some
level
of
land
development
in
that
area,
and
so
we
spent
some
time
looking
at
that
and
spent
quite
a
bit
of
time
at
this
stage,
particularly
with
south
burlington,
because
the
interchanges
that
we
were
focused
on
exit,
14,
13
and
a
potential
12
b
are
all
within
south
burlington
city
limits.
A
A
But
we
were
trying
to
narrow
the
number
of
interchanges
we
were
looking
at
and
then
task
five,
and
here
we
started
to
get
a
little
broader
in
terms
of
looking
at
corridor
improvement
bundles,
and
this
was
also
particularly
in
response
to
feedback
we
got,
but
also
just
in
response
to
the
situation
we're
in.
With
regard
to
climate
change,
the
legislature's
global
warming
solutions
act.
A
Bikes,
pedestrians
working
from
home
all
the
things
that
avoid
driving
and
then
moving
on
to
the
implementation
plan,
which
is
kind
of
where
we
are
tonight.
We
looked
at
which
things
are
recommended,
and
then
how
do
we
monitor
those?
What
are
we
measuring?
What
might
be
a
trigger
for
moving
something
forward,
and
that's
really?
The
focus
of
tonight
is
to
really
look
at
what
has
come
out
of
all
this
work
and
the
implementation
plan
and
how
we're
gonna,
monitor
and
trigger
and
looking
for
any
feedback.
A
A
C
Good
good
job,
okay,
so
now
we'll
get
into
a
little
bit
more
of
the
details
of
what
has
happened
in
the
kind
of
the
last
over
the
last
few
months,
as
we
get
towards
some
recommendations
for
the
corridor,
and
so
charlie
mentioned
this
term.
These
quarter
bundles
and
so
just
to
dig
into
that
a
little
bit.
What
what?
What
our
bundle
is,
what
went
into
the
bundles
gonna
kind
of
highlight
or
simplify
the
process
in
three
steps
here.
C
C
Lots
of
acronyms,
which
subsequent
slides
will
will
explain
kind
of
what
all
of
those
mean,
but
we
have
kind
of
five
bundles
and
of
note
they
kind
of
build
in
as
you
go
from
one
through
five,
they
get
more
and
more
pieces
added
to
it.
So
number
one
is
kind
of
the
most
basic
bundle
and
then
number
five.
C
Four
and
five
are
they
kind
of
have
the
most
components
we'll
talk
about
that
in
a
few
slides,
but
that's
that's
kind
of
where
we
landed
with
the
bundles
and
then
where
we
are
where
we
are
now
is
kind
of
taking
those
bundles
and
say
how
do
we
move
those
into
move
forward
towards
implementation
with
those
projects
and
recommendations,
and
so
that
is
the
implementation
plan
that
will
guide
this
over
the
next
20
or
30
years.
The
investments
along
the
corridor
so
just
to
walk
through
a
couple.
C
C
So
it's
essentially
the
roadway
network
as
it
exists
today,
plus
all
of
the
improvements
that
are
included
in
this
three-year
transportation
improvement
program.
So
those
are
projects
that
are
funded
within
the
ccrpcs
and
vtrans's
tip
for
the
next
three
years,
plus
all
of
the
investments
identified
in
the
ccrpc's
ecos
plan,
so
their
long-range
metropolitan,
the
mtp
metropolitan
transportation
plan.
Those
are
also
included.
C
That's
what's
shown
on
the
in
the
map
on
the
right,
and
so,
when
you
add
those
on
top
of
the
existing
network,
in
addition
to
the
mtp
also
includes
some
assumptions
about
growth
in
the
future.
So
the
assumption
is
that
90
of
of
new
residential
growth
within
county
happens
in
existing
centers,
so
not
necessarily
sprawling
into
the
into
the
rural
areas,
but
90
percent
of
that
is
focused
in
existing
centers.
C
The
mtp
does
call
for
significant
bicycle
and
pedestrian
and
transit
investments,
increased
participation
in
transportation,
demand
management
programs
and
then
electrification
of
90
of
the
fleet.
So
all
of
that
is
baked
into
this
the
bundle
one
so
then
building
from
there.
So
we
go
bundle,
one's
a
bundle
two.
Well,
I
guess
I
should
know
one
of
the
the
impetus
for
this
study
was
really
looking
at
the
tr
at
the
roadway
network,
looking
out
at
2050
with
these
components
in
place.
C
What
the
improvements
that
are
shown
on
the
screen
were
not
sufficient
to
kind
of
bend
the
curve,
the
growth
in
trap
and
travel
enough
to
avoid
having
to
add
lanes
on
the
interstate
so
doing
nothing
is
not
necessarily
a
a
long-term
solution,
and
so
from
there
we
build
some
bundles
on
top
and-
and
the
first
is
charlie
alluded
to
is
the
idea
here
is
really
focusing
on
non-uh
non-capacity
expansion
projects,
and
so
these
are
transportation.
Demand
management
measures
that
are
identified
and
kind
of
bundled
in
this
bundle
too.
C
C
The
graphic
at
the
bottom
shows
just
a
snapshot
of
the
strategic
model
that
rsg
had
developed,
looked
at
431
different
scenarios
and
and
where
we
landed
was
on
a
scenario
that
that
kind
of
optimized
or
or
looked
at
the
at
what
bent
that
curve
of
vehicle
miles
traveled.
So
so,
looking
at
what
what
combination
of
investments
could
best
reduce
the
number
of
miles
that
that
we're
driving
in
chittenden
county
and
so
that
package
that
they
identified?
C
What
we
were
able
to
estimate
is
that
that
could
reduce
the
total
vehicle
miles
travel
by
up
to
20
percent,
which,
on
a
a
slide
I'll
show
that
that's
a
that's,
a
very
significant
reduction
in
bmt.
If,
if
all
of
those
measures
are
are
enacted,
so
then
just
moving
on
the
other,
the
other
three
bundles
are
kind
of
building
again
on
that
bundle
too.
So
so
bundle
three
is
bundle
two.
C
So
that's
all
of
the
tdm
measures,
plus
a
reconstruction
of
exit,
14
and
what's
shown
here
on
the
right,
is
the
a
concept
sketch
for
a
diverging
diamond
interchange
at
exit
14..
This
came
out
of
the
interchange
evaluation,
where
we
looked
at
several
different
interchange
configurations
and
after
going
through
the
public,
going
through
the
technical
evaluation
and
the
public
discussion,
the
preference
we
landed
on
this.
This
configuration
the
diverging
diamond
interchange
for
for
this
interchange
at
exit
14.,
so
then
bundle
four.
Is
that
bundle
three?
C
So
that's
that's
all
of
the
tdm
measures
plus
exit,
14,
the
diverging
diamond
interchange
and
then
on
top
of
that,
a
new
interchange
at
at
the
route,
116
overpass
of
of
I-89
so
also
known
as
exit
12b
in
south
burlington.
So
that's
just
south
of
tilly
drive.
You
can
see
a
concept
sketch
here
on
the
right
and
then
and
then
similar
similar
to
bundle
four
bundle.
Five
is
essentially
bundle.
C
Three,
so
it's
all
the
tdm
measures,
it's
the
exit,
14,
diverging
diamond
interchange
and
instead
of
adding
12b
to
this
bundle,
this
one
adds
improvements
at
the
existing
exit
13.
for
those
of
you
who
are
familiar
with
exit
13,
you
know
you
can't
quite
get
in
every
direction
from
the
interchange
today.
So
if
you're
coming
up
from
the
south,
for
example,
you
can't
necessarily
you
can't
get
to
dorset
street
to
head
to
the
mall
as
an
example
or
if
you're
coming
from
the
south.
C
You
also
can't
get
over
to
dorset
street,
and
so
this
this
configuration
there
was
a
similar
to
the
exit
12b.
There
was
some
a
number
of
configurations
looked
at
here
at
exit
13
through
that
interchange
evaluation.
We
landed
on
this
single
point-
diamond
interchange,
an
sbdi
configuration
so
that
that
configuration
allows
all
of
the
movements
to
happen
at
this
exit
13
so
that,
regardless
of
which
direction
you're
coming
to
this
exit,
you
can
go.
C
You
know
west,
on
on
189
or
east
over
to
dorset
street
and
make
you
know,
make
your
turns
onto
dorsal
street
or
continue
on
to
kennedy
drive.
So
those
are.
Those
are
the
bundles
kind
of
in
a
at
a
high
level,
so
what
we
did
then
was
to
kind
of
run
those
through
some
analysis,
and
you
can
see
here-
there's
lots
of
numbers
here
on
the
screen.
C
The
columns
here
on
in
the
table
are
the
different
bundles
and
then
the
rows
are
different,
metrics
that
we
were
looking
at
for
each
of
those
bundles.
So
to
start
off
what
we
saw.
One
thing:
that's
interesting:
it's
not
shown
on
this
table
here,
but
what
we
saw
is
that,
if
we
don't
do
anything
to
to
improve
bicycle
pedestrian
service,
you
know
build
sidewalks,
build
bike
paths,
add
transit,
encourage
telecommuting.
C
If
we
don't
do
any
of
that,
the
the
current
estimate
is
is
that
the
amount
of
miles
traveled
per
day
is
estimated
to
increase
28
here,
as
shown
out
to
2050
so
from
about
4.2
million
miles
up
to
5.4
million,
so
that
just
to
kind
of
get
a
get
a
sense
of
scale
here.
So
that's
that's.
If
we
do
nothing,
bmt
increases
and
we
see
lots
of
things
getting
overly
congested.
We
see
the
interstate,
the
interchanges
all
getting
congested.
C
If
you
imagine
just
today's
traffic
increasing
28,
and
so
that's
our
base,
that's
our
starting
point
and
so
from
there
what
we
see
the
improvements
that
are
in
the
cc,
the
chittenden
county,
regional
planning,
commission's
long-range
transportation
plan.
So
those
improvements
reduce
our
vmt
a
little
bit
so
that
that
drops
us
down
by
about
four
percent
with
those
measures
in
the
mtp
and
then
further.
C
But
that
is
an
important
recommendation
from
the
study,
and
that
is
one
of
the
first
things
that
we'll
be
looking
to
to
drive
to
drive
forward
towards
implementation
and
then
just
the
last
two
things
here.
Just
to
note
the
two
bundle
four
and
five,
so
those
look
at
exit,
12b
and
exit
13
is
kind
of
comparing
the
two.
What
we
see
is
is
whether
you
build
12b
or
13.
Both
of
them
serve
to
reduce
the
traffic.
That's
going
through
exit
14
and
that's
important.
C
If
we
were
to
construct
one
or
the
other
interchange,
we
also
see
some
significant
reductions
in
traffic
volumes
on
both
wilson
road
and
dorset
street.
Both
of
those
are
nearing
capacity
today
and
and
so
any
reduction
in
in
traffic
volumes
on
those
those
road
roadways
will
kind
of
help
overall
operations
and
safety
and
reduce
the
need
to
do
any
capacity
expansions
on
those
roadways
as
well.
C
A
C
Yep,
so
the
the
diverging
diamond
interchange
is
becoming
a
fairly
common
interchange
configuration
for
those
of
you
who
aren't
familiar.
There
is
one
getting
ready
to
go
to
construction
at
exit
16
in
colchester,
so
the
route,
2
and
7
interchange
will
be
a
diverging
diamond
interchange
and
from
from
a
pedestrian
and
bicycle
bicyclist
standpoint.
That
was
really
the
driver
for
choosing
this
option.
As
as
I
mentioned,
we
looked
at
a
couple
of
different
configurations
for
exit
14
and
without
getting
into
specifics
on
kind
of
how
the
ddi
works.
C
C
Those
are
a
little
bit
less
common,
but
unlike
a
ddi
where
you're
actually
crossing
over
onto
the
other
side
of
traffic,
which
will
take
a
little
bit
of
getting
used
to
this
single
point
diamond
interchange,
I
think
from
a
driver's
perspective,
you're,
basically
just
getting
off
and
coming
to
a
traffic
light
and
then
making
your
movements.
So,
while
the
config
you
know
from
from
the
aerial
view,
it
might
look
a
little
bit
different,
I
think,
from
a
driver's
perspective.
A
C
C
Things
like
this
typically
end
with
a
preferred
alternative.
Here's
what
we're
going
to
build
and
here's
how
we're
going
to
implement
that
one
specific
recommendation
in
this
case
it's
we're
looking
at
30
years,
it's
a
very
complex
corridor,
there's
lots
of
unknowns,
and
so
we've
taken
this
taking
the
opportunity
to
utilize
the
implementation
plan
here
to
really
help
articulate
the
timing
and
which
projects
move
forward
at
what
time.
C
The
plan
identifies
the
things
noted
here,
so
a
description
of
the
project,
the
time
frame,
what
metrics
or
triggers
would
be
needed
to
be
met
before
implementing
that
project.
How
much
the
project
would
cost
who's
in
charge?
Who
would
be
leading
or
partnering
on
the
implementation
and
then
where?
What
are
the
next
steps,
and
so
just
on
the
side
here?
This
is
an
example,
one
of
the
recommendations,
anyone
who's
been
off.
You
know
in
the
exit,
14
area.
This
is
we're.
Looking
at
we've
got
the
cvs
in
the
background.
This
is
getting
off.
C
Northbound
89.,
you
know,
you've
got
two
traffic
signals
fairly
close
you've
got
the
signal,
as
you
get
off
the
ramp
and
then
you've
got
the
williston
and
dorset
street.
The
signals
are
very
close
and
that
often
causes
some
confusion,
and
you
know
cueing
backing
up
through
the
signals.
So
this
is
one
of
those
recommendations,
just
as
an
example
so
relocating
that
signal
away
from
doris
street.
C
You
can
see
here
the
trigger
the
cost
estimate
and
who
would
be
in
charge
of
implementing
that
so
that's
kind
of
how
the
this
the
plan
works
and
then
also,
as
we
mentioned
before
this
implementation
plan,
because
of
the
unknowns
not
not
just
kovid,
but
you
know
autonomous
vehicles
and
other
technologies
and
other
kind
of
unknowns.
As
we
look
out
30
years
really
felt,
it
was
important
to
have
a
committee
to
help
to
evaluate
trends
as
as
we
go
forward
each
year,
oops.
C
So
we'll
walk
through
so
we've
got
we
kind
of
bucketed
each
of
the
recommendations
into
three
three
time
frames,
so
we
have
a
short
and
a
medium
and
a
long
so
short
is
over
the
next
one
to
five
years.
First
thing
right
out
of
the
gates
is
to
convene
that
corridor
monitoring
committee,
so
we
will
want
them
to
meet
on
a
regular
basis
to
review
the
data
and
the
triggers.
C
Secondly,
as
we've
noted
several
times
in
the
previous
slides,
these
transportation
demand
management
measures.
The
tdm
measures
we've
identified,
what
they
are,
and
so
these
these
sub
bullets
here
so
increasing
the
amount
of
teleworking
by
50,
doubling
trips
made
by
by
bicycle,
tripling,
transit
service
and
improving
frequencies,
doubling
participation,
tdm
programs
looking
at
cost
of
parking,
increasing
that
and
then
mileage-based
user
fee.
C
Those
those
are
some
fairly
significant
measures,
and
so
those
have
been
identified
and
those
are
those
are
the
components
that
can
get
us
that
20
reduction
in
vmt,
which
is
a
significant
reduction
but
they're,
also
significant
measures
that
you
know
we'll
really
have
to
take.
Take
a
lot
of
effort
to
identify
how
to
get
get
these
enacted,
and
so,
while
we've
identified
these
bullets,
this
recommendation-
that's.
The
second
bullet
here
is
to
develop
the
plan.
How
do
we
advance
each
of
these
individual
measures?
So
that's
the
second
bullet.
C
C
So
right
now
you
know
gas
gas
vehicles
are
paying
their
gas
taxes
when
they
fill
up
their
their
gas
tanks,
but
electric
vehicles,
not
necessarily,
and
so
there's
discussions
of
a
mileage-based
user
feed
for
those
electric
vehicles.
So
implementing
that
and
then
this
last
one
is
a
small
one,
just
putting
on
some
traffic
count
loops
on
the
interchange
ram,
so
we
can
have
a
better.
We
can
better
monitor
traffic
volumes
in
real
time
on
on
the
interchange.
A
C
Those
are
all
based.
Well,
the
the
the
bicycle
and
transit
are
based
on
today's
mode
share,
so
based
on
today,
who's
right,
you
know
how
many
trips
are
being
made
by
bicycle.
I
mean
are
being
made
by
transit,
so
those
are
those
are
increases
over
today.
The
teleworking
is
a
little
bit
more
nuanced
and
it's
you
know
it's
essentially
the
telework
share.
C
Obviously,
with
the
covet
pandemic,
we
saw
lots
of
people
working
from
home
teleworking
went
was,
was
very
high.
A
high
percentage
of
the
commute
trips
as
the
pandemic
has
started
to
ebb
and
we've
seen
people
go
back
to
work.
That
number
has
gone
down,
and
so
the
50
is
really
an
increase
over
and
above
what
what
the
high
water
mark
was
at
at
the
height
of
the
pandemic.
C
So
it
is
a
fairly
significant
share
of
telework
trips,
which
you
know,
I
think,
underscores
the
importance
of
really
making
sure
we've
got
lots
of
partners
and
and
the
right
people
around
the
table
to
talk
about
how
to
implement
these,
because
we'll
need
to
have
employers
involved.
We'll
need
to
have
multiple
parties
involved
to
help
make
sure
that
this
happens.
C
That's
on
the
next
slide:
oh
okay,
sorry,
yep,
yep,
good,
good
segue,
though
so
then.
So
if
we
move
the
implementation
plan,
the
first
the
last
slide
was
this:
the
one
to
five
years.
This
is
medium
term,
so,
six
to
15
years.
First
one
are
the
variable
or
changeable
message
board.
So
those
are
the
signs
out
that
you'll
see
in
the
interstate.
Sometimes
they
have
fun
messages,
or
sometimes
they
warn
you
about
weather
events.
C
The
goal
for
vtrans
is
to
have
those
in
both
directions
between
each
interchange
within
the
chittenden
county
limits,
and
so
that's
that
there's
actually
those
I
think
we'll
start
to
see
those
coming.
You
know
as
soon
as
maybe
even
this
summer
or
next
summer,
there
has
there
have
been
a
number
of
them
that
are
on
their
way
to
chittenden
county.
So
we'll
start
to
see
more
of
those
and
so
those
things
those
can
activate
if
there's
a
an
accident
or
an
incident
to
help
direct
people
around
traffic.
C
So
that's
that's
a
really
important
measure
as
well,
as
you
know,
weather
and
other
incident
management,
so
the
next
bullet
is
actually
implementing
that
tdm
plan.
So
the
previous
slide
showed
coming
up
with
you
know:
how
do
we,
who
are
the
partners,
how
what
are
the
steps
needed
to
get?
You
know
a
tripling
of
transit
or
a
doubling
of
bike
trips?
This
this
bullet
is
really
investing
on
in
those
improvements.
So
that's
you
know
adding
new
new
buses
to
the
network,
building
new
bike
paths,
those
types
of
things.
C
So
that's
that's
this
implementation
bullet
here.
The
third
one
is
around
interchange,
ramp,
geometrics,
so
first
off
at
exit
14.
What
we
see
this,
the
first
sub
bullets
of
reducing
the
radius,
the
radii
at
the
ramps
and
so
right
now
the
the
exit
14
is
a
clove
relief
interchange,
and
so
it's
it's
really
built
for
speed
and
build
for
automobiles.
C
And
so
as
you
as
you
make
your
you
enter
and
exit
each
of
the
ramps.
They're
very
kind
of
high
speed
movements,
so
you're
not
really
slowing
down
as
you're
going
through
the
interchange
today,
which
is
great
for
for
automobiles,
but
not
so
great
for
pedestrians
and
cyclists,
who
are
trying
to
cross
those
ramps,
entrances
and
exits,
and
so
that
first
recommendation
and
and
all
of
this
is
kind
of
pending
the
results
of
the
bullet.
C
That
was,
on
the
previous
slide,
to
look
at
exit
14
to
confirm
what
is
the
right
future
solution.
So
once
we
have
that
study
complete,
then
looking
at
potentially
reducing
those
radiuses
at
each
of
those
enter
and
exit
points
to
slow
down
to
force
the
the
vehicles
to
slow
down
as
they're
entering
those
ramps,
so
that
if
there
are
pedestrians
or
cyclists
crossing
at
the
existing
crosswalks
they're
moving
more
slowly.
C
So
that's
that
first
bullet,
the
second
kind
of
sub-bullet
was,
is
to
relocate
the
exit,
14
northbound
ramp.
That
was
shown
on
the
on
the
in
the
photo
in
the
previous
slide,
but
shown
here
on
the
right
is
kind
of
a
concept
sketch
showing
again
that
that
shifting
of
the
northbound
off
ramp
west
a
bit
away
from
dorset
street
to
provide
a
little
bit
extra
space
there
for
the
queuing
and
vehicle
movements,
and
then
we
get
to
the
second
to
last
bullet
here.
C
This
is
constructing
additional
park
and
rides
and
the
transit
intercept
facilities.
The
ccrpc
is
leading
a
study
looking
at
park
and
rides
throughout
the
region
right
now
and
so
implementing
the
recommendations
that
come
out
of
that
plan
falls
here
in
the
medium
term,
and
then
this
last
one
here
this
is
gets
at
the
question.
So
if
you
recall
a
few
slides
ago,
we
had
our
bundles
four
and
five
had
bundle.
C
Looking
at
12b
and
13,
which
here
environmental
impact
statement,
is
kind
of
that
the
the
vehicle
to
take
that
to
the
next
level
before
doing
that,
what
we've?
What
we've
stipulated
here
is
that
the
monitoring
committee,
as
they
meet
periodically
they'll,
be
looking
at
first
off
is
the
tdm
evaluation.
Complete
is
the
exit
14
scoping
study?
Complete
is
the
number
three
is
the
williston
road
and
dorset
street
intersection
over
capacity
for
over
two
hours?
C
There's
some
that's
kind
of
a
critical
component,
and
so,
even
though
we're
talking
about
exit
12
being
13,
which
are
a
bit
removed
from
the
wilson
road,
endorses
street
intersection.
What
we
see
is
that
that's
kind
of
a
a
nexus
of
a
lot
of
things
in
the
region,
so
we've
got
obviously
lots
of
planned
growth
in
in
south
burlington
university.
Mall
city
center
got
a
plan
city
street
coming
into
dorset
street,
and
the
intersection
itself
is
is
just
about
built
out
as
much
as
it
can
from
a
capacity
standpoint.
C
So
it
can't
really
handle
too
much
more
traffic,
and
so
what
the
idea
here
is,
that
is
that
in
it,
exit,
12b
and
13
make
can
can
can
enhance
other
things
as
well.
But
but
I
think
I
think
what
we
felt
that
the
that
the
tie
to
conditions
at
williston,
road
and
dorset
street,
which
is
close
to
capacity
today.
A
And
dave,
I'm
sorry
two
things
I
want
to
if
you
could
back
up
just
a
park
and
ride
thing,
we
kind
of
note
that
the
regional
park
and
ride
study
plan
is
underway,
but
I
just
also
want
to
note
for
the
record
that
exit
12
park
and
ride.
I
think
I
just
saw
them
starting
to
do
some
clearing
at
south
of
exit
12.,
so
that.
B
A
there's
also
been
a
study
to
look
at
putting
one
exit
17,
and
I
anticipate
you
know
our
regional
park
and
riot
study.
That's
underway
is
probably
going
to
have
us
looking
at
you
know
what
is
there
a
possibility
of
something
at
exit,
14
or
also
on
like
shelburne
road?
Before
you
get
to
189
and
amongst
others
I
don't
mean
that
to
be
comprehensive,
but
I
just
want
to
give.
A
C
A
C
Yep,
that's
a
very
good
question
and
something
I
just
glossed
over.
It
essentially
means
that
it's
it's
volume
to
capacity
so
b
over
c
is
the
volume
capacity.
So
it's
basically
the
ratio.
What
I
like
to
do
is
think
of
it
as
a
pipe.
So
if
the
road
was
a
pipe,
that
means
it's
90,
full.
So
the
0.9
you
know
once
and
as
we
get
close
to
one
that
pipe
is
completely
full
and
then
you
start
to
see
really
long.
Backups
and
you
know.
C
Typically,
as
a
traffic
engineer,
we
tend
to
look
at
that
0.9
or
90
full
as
kind
of
that
break
point
at
at
which
point
things
start
to
kind
of
fall
apart
or
you
know,
we
start
to
see
excess
delays
and
so
forth,
and
so
that's
kind
of
a
common
threshold,
and
so
that's
that's
the
what
we
would
be
monitoring.
So
when
does
this
intersection
get
to
be
90
full,
essentially.
C
Okay,
so
just
to
wrap
up
here
long
term,
the
midterm.
We
had
a
couple
of
kind
of
quick
hitting
interchange,
ramp
improvements,
there's
two
specific
ramps
that
we're
calling
out
that
are
for
long-term
actions,
because
they
involve
bridge
widening
one
example
here:
one
of
the
two
is
at
exit
11
in
richmond.
C
If
you
can
see
on
the
right
here,
the
white
lines,
the
existing
acceleration
length.
So
if
you're
coming,
if
you're
coming
out
of
richmond
and
you're
heading
towards
burlington,
you've
got
630
feet
to
accelerate
based
on
current
guidance
today,
you
should
have
about
1200
feet
to
accelerate
and
I
believe
when
the
interstate
was
originally
constructed.
They.
C
This
was
a
little
bit
short,
because
there's
that
second
bridge
that
what's
what's
highlighted
in
the
light
blue
here
over
the
railroad
and
and
the
berber
glain,
and
so
this
is
just
an
example
where,
ideally,
we
would
have
1200
feet
an
opportunity
to
accelerate
fully
up
to
65
miles
an
hour.
We
don't
have
that
today.
So
that's
that's
a
specific
example.
It
would
require.
You
know
a
new
bridge,
so
that's
a
fairly
expensive.
C
I
think
we're
in
the
10
to
15
million
dollar
improvements
here
to
to
improve
that,
so
thus
it
it
lands
in
the
long
term
actions
and
then,
lastly,
what
we've
kind
of
held
out
here
is
looking
at
potentially
widening
the
interstate,
and
so
this
is
in
the
event
that
there
is
a
need
for
a
third
lane
on
any
particular
segment
and
again.
The
caveat
here
is
if
these
triggers
are
met
and
so
on.
C
So
if
we
see
that
trending
above
70
000
cars
per
day
over
the
next
15
years,
that
would
be
one
trigger,
just
as
a
as
a
base
basis
of
comparison,
we're
at
about
50
50
to
52
000
today,
on
kind
of
between
exit,
14
and
15,
so
over
the
bridge
over
the
manowski
river,
we're
in
the
50
000
ish
range.
So
still
some
room
left
before
we
get
to
that
kind
of
over
capacity
situation
similar
to
the
the
williston
endorsement
street
intersection.
C
C
Then,
if
we
see
certain
crash,
if,
if
crashes
exceed
a
certain
rate,
this
critical
crash
rate
that
would
be
a
third
trigger
and
then
the
final
trigger
is
travel
time,
reliability,
and
so
this
is
really
a
metric
of
you
know
if,
if
you
drive
89
as
part
of
your
daily
commute-
and
you
know
it
takes
you
20
minutes
to
get
to
work
each
day,
the
reliability
is
that
you
know
that
in
general,
it's
going
to
take
you.
You
know
maybe
25
minutes
one
day
to
18
minutes
the
next
day.
That's
your
reliability.
C
So
then,
just
to
kind
of
bring
all
homes
here
for
the
kind
of
monitoring
process.
So,
as
we've
mentioned
a
couple
times,
we've
given
the
unknowns,
we've
got
this
kind
of
piece
in
here
to
monitor
and
reassess
the
the
the
data,
and
that
will
be
led
by
this
monitoring
committee
and
they'll
be
looking
at
a
number
of
different
things.
So
how?
How
well
has
the
tdm
measures
been
implemented?
What
are
traffic
volumes
looking
like?
C
Is
that
curve
starting
to
bend,
because
we
are
starting
to
see
more
people
shift
onto
onto
buses
or
bikes
or
or
walking?
How
are
crashes
looking?
What
are
those
reliability,
metrics
and
then
mode
shifts,
so
how
many
people,
what
percentage
of
trips
are
being
made
in
cars
versus
bus
versus
bike
versus
on
foot,
and
so
at
those
regular
meetings?
C
I
would
say
those
both
do-
draw
some
traffic,
both
both
commercial
vehicles-
and
you
know
automobiles
off
of
some
of
the
side
streets
because
they
can
access
the
interstate
more
easily.
So
I
would
say
you
know
one
of
those,
but
we
didn't.
We
didn't
look
specifically
at
commercial
vehicles
or
really
on
neighborhood
streets.
What
the
impacts
would
be.
A
D
A
Tasked
vtrans
with
really
looking
at
where
charging
stations
are
located
and
I
agree
with
dave.
I
would
be
surprised
if
that
wasn't
one
of
the
locations
to
get
eb
charging
stations
set
up
there,
yeah
and
then
karen
jacobs
is
asking.
Can
we
in
vermont
decide
to
adjust
the
triggers
to
represent
something
other
than
ease
of
driving?
A
How
would
that
be
done
and
that's
a
good
yeah?
I'm
sorry,
that's
not
kind
of
coming
across.
As
dave
looked
at,
you
know
individual
triggers
for
different
pieces
karen,
but
I
think
a
big
part
of
the
monitoring
program
is
really
monitoring
the
tdm
efforts,
and
so
yes,
we
can
definitely
adjust
the
triggers.
I
think
you
know
the
corridor
monitoring
committee
and
vtrans
and
ccrpc
as
they
meet
over
time.
We'll
probably
have
that
discussion.
You
know
like.
Oh,
you
know
something.
A
On
we
should
monitor
x
that
we're
not
monitoring,
so
we
can
certainly
adjust
the
triggers
or
even
you
know,
change
the
threshold
right.
Maybe
it's
not
0.9,
maybe
it's
0.95
or
right,
so
I
think
we're
trying
to
communicate
a
system
that
is
flexible
and
can
adapt
to
what
is
an
unknown
future
yeah
kind
of
early
on
talked
about.
You
know
whether
it's
a
pandemic
or
technology
autonomous
cars,
climate
change,
there's
a
lot
of
unknowns
in
our
future.
So
I
think
we're
intending
for
this
implementation
plan
to
be
a
living
effort.
A
That
is
the
big
issue
in
front
of
us
not
just
related
to
the
study
frankly,
but
you
related
to
just
the
transportation
system,
climate
change
over
the
transportation
contributions
to
climate
change
in
front
of
us,
so
there's
there's
a
lot
more
there.
I
hope
that
is
a
helpful
answer.
Dave
did
anything
you
wanted
to
add
to
that.
A
So,
okay,
well,
you
guys
were
not
not
too
hard
on
us
with
too
many
questions
coming
too
fast.
I
believe
I
got
to
every
question
and
answered
it
either
verbally
in
the
session,
or
there
were
a
couple
that
I
was
able
to
take
answer
in
writing
in
the
q.
A
let
me
know
if
there's
anything
missing
there.
I
see
dale.
A
A
B
Okay,
great,
I
just
I
wanted
to
offer
a
comment,
because
this
is
the
first
that
I've
seen
of
the
specific
triggers
for
starting
that
eis
for
adding
lanes
to
the
highway,
and
I
just
wanted
to
offer
a
comment
that
you
know.
I
think
in
some
ways.
If
we
have
that
level
of
traffic,
it
actually
offers
opportunities,
because
it
means
that
there
would
be
demand
for
a
really
robust
public
transportation
system.
B
B
A
A
That
means
that
the
tdm
efforts
have
not
been
fully
implemented
and
or
embraced
by
the
public,
and
so
I
think
that
is
that
is
the
big
fork
in
the
road.
If
I
can
use
that
analogy,
you
know,
does
is
tdm,
embraced
and
used,
and
you
know
to
your
point:
if
there's
that
many
more
people
that
could
potentially
get
to
that
many
more
drivers,
you
know,
are
they
able
to
use
a
bus
instead
and
and
if,
if
they're
not
using
the
bus,
how
is
there
are
there
ways
to
induce
that
change
in
behavior?
A
So
that
is
a
question
I
and
and
the
the
bigger
point
I
wanted
to
make.
The
second
point:
is
we
really
had
some
good
internal
debate
about
whether
to
even
include
that
widening
thing
in
here
as
part
of
the
implementation
like?
Is
it
really
a
recommendation
or
not,
because
I
think
at
this
based
on
what
we
know
today,
you
know
we're
of
the
belief
that
it's
not
likely
that
we
ever
get
to
that
point,
particularly
especially,
if
we're
successful
in
implementing
those
tdm
strategies,
and
so
it's
there.
A
But
it's
you
know
way
down
again
way
down
the
road.
Sorry
to
use
that
way
down
the
tracks,
maybe
I'll
say,
and
so
I
don't
want
anybody
to
walk
away
out
of
this
meeting,
saying
oh
they're
planning
to
widen
the
interstate.
That
is
not
at
all
the
message
you
should
be
taking
away
from
what
we're
saying.
A
It's
that
you
know
if
everything
else
goes
wrong,
and
you
know
I
guess
there
was
one
scenario
when
we
were
doing
our
long-range
transportation
plan
that
is
stuck
in
my
head,
which
was
what
is
the
future
of
autonomous
vehicles?
You
know
and
there's
one
that's
like
a
shared
autonomous
vehicle
future.
You
know
like
oh
there's,
there's
a
car
coming
by
and
I
can
hop
in.
You
know
kind
of
like
almost
transit
on
demand
or
carpooling
on
demand
type
of
thing
through
apps
right.
A
You
know
uber
rideshare,
you
know
lyft
rideshare
type
things,
that's
not
so
bad,
but
there
is
a
bad
scenario
with
autonomous
vehicles,
which
is
that
it
takes
people
to
their
destinations
and
then
empty
cars.
Go
back
on
the
highway
network
to
you
know,
go
to
a
parking
lot
or
go
back
to
your
house
or
you
know.
So
there
are,
I
think
there
are
potential
futures
out
there
that
actually
have
a
lot
more
different
kinds
of
vehicles
driving
on
the
roads
and
there
are.