Design Review Board (linked)

20220883.A50 
 
 
 
 
 
Traffic Impact Study  
LEARN Early Childhood School 
Waterford, Connecticut 
 
April 2025 
 
Town of Waterford Planning and Zoning Commission 
 
 
Office of the State Traffic Administration (OSTA) 
Administration Decision Review  
 
 
 
 
 
 
Approved by __________________________ License No.  23761  
Mark G. Vertucci, PE, PTOE 
 
 
Prepared for: 
Ms. Katelyn Chapin 
Newman Architects, PC 
265 Church Street 15th Floor 
New Haven, CT 06510 
 
 
 

 
 
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Table of Contents 
 
Traffic Impact Study 
LEARN Early Childhood School 
Waterford, Connecticut 
Summary Sheet ........................................................................................................................................................ iii 
1 
Introduction ........................................................................................................................................................ 1 
2 
Existing Condition ............................................................................................................................................. 1 
2.1 
Site of Development ................................................................................................................................. 1 
2.2 
Adjacent Roadway Network .................................................................................................................... 1 
2.3 
Study Area Intersections ......................................................................................................................... 3 
2.4 
Traffic Volumes, Speeds and Counts ..................................................................................................... 4 
3 
Background Traffic Conditions ........................................................................................................................ 5 
3.1 
Growth Rate .............................................................................................................................................. 5 
3.2 
Other Developments ................................................................................................................................ 5 
3.3 
Planned Roadway Improvement Projects .............................................................................................. 5 
4 
Proposed Conditions ........................................................................................................................................ 5 
4.1 
Development ............................................................................................................................................. 5 
4.2 
Site Access and Circulation .................................................................................................................... 5 
4.3 
Trip Generation ......................................................................................................................................... 6 
4.4 
Trip Distribution ....................................................................................................................................... 7 
4.5 
Combined Volumes .................................................................................................................................. 7 
5 
Analyses ............................................................................................................................................................. 7 
5.1 
Crash Analysis ......................................................................................................................................... 7 
5.2 
Intersection Sight Distance Analysis ..................................................................................................... 8 
5.3 
Intersection Capacity Analysis ............................................................................................................... 9 
5.4 
Queue Analysis ...................................................................................................................................... 12 
6 
Conclusions & Recommendations ................................................................................................................ 13 
 
 

 
 
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Table of Contents 
 
Traffic Impact Study 
LEARN Early Childhood School 
Waterford, Connecticut 
 
Appendices 
End of Report 
 
Appendix A - Tables 
 
1. Peak Hour Site Generated Traffic Volumes 
2. Intersection Crash Data Summary 
3. Unsignalized Intersection Level of Service Summary 
4. Signalized Intersection Level of Service Summary 
5. Weekday Morning Peak Hour Queue Length Summary 
6. Weekday Afternoon Peak Hour Queue Length Summary 
 
Appendix B - Figures 
 
1. Site Location Map 
2. 2026 Background Traffic Volumes 
3. Site Generated Traffic Arrival/Departure Distribution 
4. Site Generated Traffic Volumes 
5. 2026 Combined Traffic Volumes 
 
Appendix C 
 
 
Intersection Capacity Analysis Worksheets – Weekday Morning Peak Hour 
 
Appendix D 
 
 
 
Intersection Capacity Analysis Worksheets – Weekday Afternoon Peak Hour 
 
Appendix E 
 
 
 
Turning Movement Count (TMC) Data 
 
Appendix F 
 
 
 
Crash Data Records 
 

 
 
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Summary Sheet 
As an aid to reviewers, this Summary Sheet has been included to outline the various study parameters utilized in 
this report. Although a full explanation of the study methodologies is included in the text of the report, this 
summary can serve as a useful reference for reviewers. 
 
Applicant: 
LEARN Regional Education Service Center  
 
Site Acreage: 
+/-16 
 
Development Size/Type: 
526 Student Charter Elementary School 
48 Student Day Care Center 
 
Parking: 
233 total parking spaces (7 handicap parking spaces) 
 
Applications: 
Town of Waterford Planning and Zoning Commission 
Office of the State Traffic Administration (OSTA): Administrative Decision Review 
 
Build Year:  
2026 
 
Background Traffic Growth Factor:  
0.7% 
 
Traffic Counts: 
Fuss & O’Neill -- October 12, 2022 (Turning Movement Counts) 
 
Peak Hours Analyzed: 
Weekday Morning Peak Hour -- 7:45 A.M. to 8:45 A.M. 
Weekday Afternoon Peak Hour -- 3:00 P.M. to 4:00 P.M. 
 
Expected Trip Generation: 
Weekday Morning Peak Hour -- 590 trips (307 entering, 283 exiting) 
Weekday Afternoon Peak Hour -- 414 trips (202 entering, 212 exiting) 
 
Capacity Analysis: 
Technique -- Highway Capacity Manual 6th Edition 
Execution -- Synchro and SimTraffic Professional Software, Version 11.0 
 
 

 
 
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1 Introduction 
LEARN Regional Education Service Center plans to demolish the existing 41,946 square foot school located at 51 
Daniels Avenue in Waterford, Connecticut and replace it with a combined magnet elementary school and 
daycare. The combined magnet elementary school and daycare will consist of 574 students, with 526 students 
expected to occupy the magnet elementary school and 48 students to occupy the daycare center. The proposed 
development will consist of 233 total parking spaces, with 7 of those being ADA compliant spaces. The existing 
development is located on the south side of Daniels Avenue and is accessed via two one-way driveways, one 
entering and one exiting. Upon construction of the combined magnet elementary school and daycare 
development, full access to the site will be provided via Daniels Avenue across a single two-way site driveway. 
Internal connection between the developments will be provided as shown on the site location map, Figure No. 1 of 
Appendix B. The development is expected to be constructed in 2026.  
 
Fuss & O’Neill has been retained to study the impact of the proposed development on traffic conditions 
throughout the adjacent roadway network. This report has been prepared to document the findings of the study 
and is being submitted to the Town of Waterford Planning and Zoning Commission in support of local permitting 
efforts. This report will also be submitted to the Office of the State Traffic Administration (OSTA) in support of an 
Administrative Decision Review. 
 
2 Existing Condition 
2.1 
Site of Development 
LEARN Regional Education Service Center intends to demolish the existing 41,946 square foot school located at 
51 Daniels Avenue in Waterford, Connecticut and replace it with a combined magnet elementary school and 
daycare with a total of 574 students. It should be noted that the existing 41,946 square foot school located on the 
site was closed in June 2020. The existing parcel, currently zoned for Residential (R), is +/-19 acres in size of 
which +/- 16 acres will be transferred to LEARN and developed for school and daycare purposes. The site is 
bounded by residential land uses across all directions.  
 
2.2 
Adjacent Roadway Network 
The adjacent roadway network consists of the following roadways: 
 
• 
Route 1 (Boston Post Road) 
• 
Route 156 (Rope Ferry Road) 
• 
Daniels Avenue 
• 
Niantic River Road 
• 
Spithead Road 
• 
Cross Road 
• 
Sunniecrest Drive 
• 
West Street 
 
All adjacent roadways are classified by the Connecticut Department of Transportation as either arterial or major 
collector roads except Sunniecrest Drive.  
 

 
 
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Route 1 (Boston Post Road) is an east to west roadway under state jurisdiction that enters the study area at the 
western intersection of Sill Lane at Route 1 (Lyme Street) and Route 1 (Boston Post Road) and extends east 13.6 
miles to the Waterford and New London town lines. Route 1 (Boston Post Road) provides access to commercial, 
residential, industrial, and business land uses in the vicinity of the site. In the vicinity of the site, Route 1 (Boston 
Post Road) is classified by the Connecticut Department of Transportation as a principal arterial that provides one 
12-foot lane of travel in each direction at the study area intersections. The speed limit is 40 miles per hour (mph) 
on Route 1 (Boston Post Road) in the vicinity of the study area intersections. Sidewalks and crosswalks are 
available along Route 1 (Boston Post Road).  
 
Route 156 (Rope Ferry Road) is an east to west roadway under state jurisdiction that enters the study area from 
the west at the East Lyme/Waterford town line and extends east 2.9 miles to its intersection with Route 1 (Boston 
Post Road) and Vivian Street. Route 156 (Rope Ferry Road) provides access to commercial, residential, 
industrial, and business land uses in the vicinity of the site. In the vicinity of the site, Route 156 (Rope Ferry Road) 
is classified by the Connecticut Department of Transportation as a minor arterial roadway that provides one 12-
foot lane of travel in each direction. The speed limit is 35 miles per hour on Route 156 (Rope Ferry Road). 
Sidewalks and crosswalks are available along Route 156 (Rope Ferry Road).  
 
Daniels Avenue is a two-lane undivided roadway that runs east to west under town jurisdiction and extends from 
the western intersection of Daniels Avenue at Niantic River Road east approximately 0.7 miles to the intersection 
of Daniels Avenue at Spithead Road. Daniels Avenue provides access to residential land uses. Daniels Avenue is 
classified by the Connecticut Department of Transportation as major collector roadway and has a posted speed 
limit of 25 miles per hour. Sidewalks and crosswalks are available along Daniels Avenue.  
 
Niantic River Road is a two-lane undivided roadway that runs north to south under town jurisdiction that extends 
from the southern intersection of Niantic River Road at Rope Ferry Road north approximately 2.4 miles to the 
intersection of Niantic River Road at Route 1 (Boston Post Road). Niantic River Road provides access to 
commercial, residential, industrial and business land uses in the vicinity of the stie. Niantic River Road is 
classified by the Connecticut Department of Transportation as a major collector roadway and has a posted speed 
limit of 30 miles per hour. Sidewalks and crosswalks are available along Niantic River Road.  
 
Spithead Road is a two-lane undivided roadway that runs north to south under town jurisdiction that extends from 
the southern intersection of Spithead Road at Route 156 (Rope Ferry Road) north approximately 1.75 miles to the 
intersection of Spithead Road at Route 1 (Boston Post Road) and Cross Road. Spithead Road provides access to 
mostly residential land uses in the vicinity of the site. Spithead Road is classified by the Connecticut Department 
of Transportation as a major collector roadway. The speed limit on Spithead Road is 25 miles per hour south of its 
intersection with Daniels Avenue and 30 miles per hour north of its intersection with Daniels Avenue. Sidewalks 
and crosswalks are available along Spithead Road.  
 
Cross Road is a two-lane undivided roadway that runs north to south under town jurisdiction that extends from the 
southern intersection of Cross Road at Spithead Road and Route 1 (Boston Post Road)/Sunniecrest Drive north 
approximately 2.2 miles to the intersection of Cross Road at Route 85 (Hartford Turnpike). Cross Road provides 
access to commercial, residential, industrial and business land uses. Cross Road is classified by the Connecticut 
Department of Transportation as a major collector roadway and has a posted speed limit of 30 miles per hour. 
Sidewalks are available along Cross Road.  
 
Sunniecrest Drive is a two-lane undivided roadway that runs east to west under town jurisdiction that extends 
from the western intersection of Cross Road at Spithead Road and Route 1 (Boston Post Road)/Sunniecrest 

 
 
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Drive east approximately 750 feet its terminus at a cul-de-sac. Sunniecrest Drive provides access to residential 
land uses. Sunniecrest Drive is classified by the Connecticut Department of Transportation as a local roadway. 
The speed limit is not posted. Sidewalks and crosswalks are not available along Sunniecrest Drive.  
 
West Street is a two-lane undivided connector roadway that runs east to west under town jurisdiction that extends 
from the western intersection of West Street at Niantic River Road east approximately 450 feet to the intersection 
of West Street at Route 156 (Rope Ferry Road). West Street provides access to primarily residential land uses 
and is classified by the Connecticut Department of Transportation as a major collector roadway. The speed limit is 
not posted. Sidewalks and crosswalks are available along West Street.  
 
2.3 
Study Area Intersections 
The following study area intersections were reviewed: 
 
• 
Daniels Avenue at Site Driveway 
• 
Daniels Avenue at Niantic River Road 
• 
Daniels Avenue at Spithead Road 
• 
Route 156 (Rope Ferry Road) at Spithead Road 
• 
Route 156 (Rope Ferry Road) at West Street 
• 
Niantic River Road at West Street 
• 
Route 1 (Boston Post Road) at Niantic River Road 
• 
Route 1 (Boston Post Road) at Spithead Road and Cross Road/Sunniecrest Drive 
 
Daniels Avenue at the Site Driveway is an unsignalized t-intersection that provides full movement access to the 
existing development with stop control along the northbound approach. The eastbound and westbound 
approaches of Daniels Avenue are uncontrolled. The eastbound approach of Daniels Avenue contains a shared 
through/right turn lane, and the westbound approach of Daniels Avenue contains a shared left/through lane into 
the site. The northbound approach of the existing Site Driveway will provide a combined left/right turn lane out of 
the development.  
 
Daniels Avenue at Niantic River Road is an unsignalized t-intersection with Daniels Avenue providing the 
westbound approach while Niantic River Road provides the northbound/southbound approaches. Along the 
northbound approach of the intersection, Niantic River Road contains a shared through/right turn lane while the 
southbound approach of Niantic River Road contains a shared through/left turn lane. Along the stop-controlled 
westbound approach of the intersection, Daniels Avenue provides a shared left/right turn lane. A crosswalk is 
provided across the westbound approach, allowing people to cross Daniels Avenue. 
 
Daniels Avenue at Spithead Road is an unsignalized t-intersection with Daniels Avenue providing the eastbound 
approach while Spithead Road provides the northbound/southbound approaches. Along the northbound approach 
of the intersection, Spithead Road contains a shared left/through lane while the southbound approach of Niantic 
River Road contains a shared through/right turn lane. Along the stop-controlled eastbound approach of the 
intersection, Daniels Avenue provides a shared left/right turn lane. A crosswalk is provided across the eastbound 
approach, allowing people to cross Daniels Avenue.  
 
Route 156 (Rope Ferry Road) at Spithead Road is an unsignalized t-intersection with Spithead Road providing 
the southbound approach while Route 156 (Rope Ferry Road) provides the eastbound/westbound approaches. 
Along the eastbound approach of the intersection, Route 156 (Rope Ferry Road) provides a shared left/through 

 
 
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lane while the westbound approach of Route 156 (Rope Ferry Road) contains a shared through/right turn lane. 
Along the stop-controlled southbound approach of the intersection, Spithead Road provides a shared left/right 
turn lane. A crosswalk is provided across the southbound approach, allowing people to cross Spithead Road.  
 
Route 156 (Rope Ferry Road) at West Street is a signalized t-intersection that is not part of a coordinated signal 
system along Route 156 (Rope Ferry Road). The intersection provides eastbound/westbound approaches on 
Route 156 (Rope Ferry Road) and a southbound approach on West Street. The eastbound approach of Route 
156 (Rope Ferry Road) provides a dedicated left turn lane and through lane while the westbound approach of 
Route 156 (Rope Ferry Road) provides a dedicated right turn lane and a through lane. The southbound approach 
of West Street provides a shared left/right turn lane. A crosswalk is provided across the southbound approach, 
allowing people to cross West Street.  
 
Niantic River Road at West Street is an unsignalized t-intersection with West Street providing the westbound 
approach while Niantic River Road provides the northbound/southbound approaches. Along the northbound 
approach of the intersection, Niantic River Road contains a shared through/right turn lane while the southbound 
approach of Niantic River Road contains a shared through/left turn lane. Along the stop-controlled westbound 
approach of the intersection, West Street provides a shared left/right turn lane. A crosswalk is provided across the 
westbound approach, allowing people to cross West Street.  
 
Route 1 (Boston Post Road) at Niantic River Road is a signalized t-intersection that is not part of a coordinated 
signal system along Route 1 (Boston Post Road). The intersection provides eastbound/westbound approaches on 
Route 1 (Boston Post Road) and a northbound approach on Niantic River Road. The eastbound approach of 
Route 1 (Boston Post Road) provides a shared through/right turn lane while the westbound approach of Route 1 
(Boston Post Road) provides a shared through/left turn lane. The northbound approach of Niantic River Road 
provides a shared left/right turn lane. A crosswalk is provided across the eastbound approach, allowing people to 
cross Route 1 (Boston Post Road).  
 
Route 1 (Boston Post Road) at Spithead Road and Cross Road/Sunniecrest Drive is a five-legged signalized 
intersection that is not part of a coordinated signal system along Route 1 (Boston Post Road). The intersection 
provides eastbound/westbound approaches on Route 1 (Boston Post Road), a northbound approach on Spithead 
Road, a southbound approach on Cross Road and a southwestbound approach on Sunniecrest Drive. The 
northbound approach of Spithead Road provides a shared left/through/right turn lane while the southbound 
approach of Cross Road provides a shared left/through/right turn lane. The eastbound approach of Route 1 
(Boston Post Road) provides a dedicated left turn lane and a separate through/right turn while the westbound 
approach of Route 1 (Boston Post Road) provides a dedicated through/left turn lane and an exclusive right turn 
lane. The southwest approach on Sunniecrest Drive provides a shared left/through/right turn lane. A crosswalk is 
provided across the eastbound approach, allowing people to cross Route 1 (Boston Post Road).  
 
2.4 
Traffic Volumes, Speeds and Counts 
The greatest potential for traffic impact on the roadway network by the proposed development will occur during 
the weekday morning and weekday afternoon school peak hours, the periods when commuter and/or school 
related trips are at their highest levels. In order to determine the traffic impact of the proposed development on 
adjacent street traffic, representatives of Fuss & O’Neill, Inc. conducted weekday morning and weekday afternoon 
peak hour manual turning movement counts on Wednesday October 12th, 2022, at the eight intersections in the 
study area. The traffic count data collected indicates that the weekday morning peak hour of traffic is 7:45 A.M. to 
8:45 A.M. and the weekday afternoon peak hour is 3:00 P.M. to 4:00 P.M. These peak hours were subsequently 

 
 
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analyzed for impacts. It is worth noting that should the proposed elementary magnet school hours occur outside 
of the adjacent roadway peak hours indicated by the traffic count data, the analysis conducted in this report would 
be considered conservative. Copies of the TMC traffic data have been included in Appendix F of this report. 
 
3 Background Traffic Conditions 
3.1 
Growth Rate 
Upon consultation with the Connecticut Department of Transportation (CTDOT) the 2022 existing traffic volumes 
were projected to the 2026 design year using a 0.7 percent per year peak hour growth factor to account for 
normal traffic growth in the study area. These grown volumes represent the projected Background traffic volumes 
as shown in Figure No. 2 of Appendix B. 
 
3.2 
Other Developments 
Fuss & O’Neill contacted the Office of the State Traffic Administration (OSTA) and the Town of Waterford 
Planning and Zoning respective offices to identify any other pending or approved developments having site 
related traffic in the study area. Upon consultation, neither OSTA nor the Town of Waterford has knowledge of 
any plans for developments that would have site related traffic in the vicinity of the study area. 
 
3.3 
Planned Roadway Improvement Projects 
Fuss & O'Neill contacted the Office of State Traffic Administration (OSTA) and the Town of Waterford Planning 
Department to identify any planned roadway improvement projects in the study area. Upon consultation, neither 
OSTA nor the Town of Waterford has knowledge of any roadway improvements within the study area. 
 
4 Proposed Conditions 
4.1 
Development 
LEARN Regional Education Service Center intends to demolish the existing 41,946 square foot school located at 
51 Daniels Avenue in Waterford, Connecticut and replace it with a combined magnet elementary school and 
daycare. The combined magnet elementary school and daycare will consist of 574 students, with 526 students 
expected to occupy the magnet elementary school and 48 students to occupy the daycare center. The proposed 
development will consist of 233 total parking spaces, with 7 of those being ADA compliant spaces. The 
development is depicted on the site location map, Figure No.1 of Appendix B and is expected to be constructed in 
2026. 
 
4.2 
Site Access and Circulation 
Access to the combined magnet elementary school and daycare will be provided at the reconstructed stop-
controlled driveway located along Daniels Avenue. The site driveway will provide full access and dedicated left 
turn and right turn lanes along the northbound approach with stop control to access Daniels Avenue. Internal 
connection between the facilities will be provided as shown on the site location map, Figure No. 1 of Appendix B. 
 

 
 
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4.3 
Trip Generation 
The expected site generated traffic data was calculated using existing empirical data from the Institute of 
Transportation Engineers (ITE) publication Trip Generation, 11th edition, 2021. This publication is an industry-
accepted resource for determining trip generation. Trip generation for the weekday morning and weekday 
afternoon peak hour was calculated using the ITE land use codes 536 “Charter Elementary School” and 565 “Day 
Care Center.” As a conservative approach, no credit was taken for families that may have students dropping off or 
picking up in both the school and the daycare. 
 
As previously noted, LEARN Regional Education Service Center intends to demolish the existing 41,946 square 
foot school and replace it with a combined magnet elementary school and daycare. The combined magnet 
elementary school and daycare will consist of 574 students, with 526 students expected to occupy the magnet 
elementary school and 48 students to occupy the daycare center.  
 
Using the ITE land use code 520 “Elementary School,” the previous 41,946 square foot school was estimated to 
generate a total of 281 vehicle trips (152 entering, 129 exiting) during the weekday morning peak hour and a total 
of 171 vehicle trips (79 entering, 92 exiting) during the weekday afternoon peak hour. It should be noted that the 
weekday afternoon peak hour used the generator calculations as published in Trip Generation, 11th Edition, 2021. 
 
For a charter elementary school comprised of 526 students, a total of 550 vehicle trips (286 entering, 264 exiting) 
are anticipated during the weekday morning peak hour and a total of 374 vehicle trips (183 entering, 191 existing) 
are anticipated during the weekday afternoon peak hour. As for a daycare center comprised of 48 students, a total 
of 40 vehicle trips (21 entering, 19 exiting) are anticipated during the weekday morning peak hour and a total of 
40 vehicle trips (19 entering, 21 exiting) are anticipated during the weekday afternoon peak hour. Overall, the site 
will generate 590 total vehicle trips in the weekday morning peak hour (307 entering, 283 exiting) and 414 total 
vehicle trips in the weekday afternoon peak hour (202 entering, 212 exiting). 
 
The proposed charter elementary school and day care center are therefore expected to result in a net increase of 
309 trips during the weekday morning peak hour and 243 trips during the afternoon peak hour in comparison to 
the previous school use on the site. Thus, a significant portion of the proposed LEARN development site traffic 
will not be “new” to the study area intersections as these trips were already on the road network in the past when 
the previous elementary school was in operation.  
 
It is important to note that the site generated traffic for the proposed daycare and school uses will only minimally 
overlap during the morning and afternoon peak periods.  However, for the purposes of this analysis, traffic for the 
two uses was conservatively estimated to occur during the same school peak hours.  It should also be noted that 
with the proposed charter elementary school year expected to operate from late August to middle of June, a 
significant reduction in site trips associated with the LEARN development is anticipated for the summer months 
across the network.  
 
A summary of the ITE peak hour site trip generation for the proposed facility is shown in Figure No. 4 of Appendix 
B and also summarized in Table 1 of Appendix A. 
 

 
 
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4.4 
Trip Distribution 
The distribution of traffic entering and exiting the proposed site was applied to the road network based on the 
existing regional traffic distributions and the layout of the adjacent roadway network. During the peak hours, the 
following arrival distributions of traffic are anticipated: 
 
• 
30% from the west on Route 1 (Boston Post Road)  
• 
20% from the north on Cross Road  
• 
5% from the east of Route 1 (Boston Post Road) 
• 
25% from the west of Route 156 (Rope Ferry Road) 
• 
15% from the east of Route 156 (Rope Ferry Road)  
• 
5% from the south of Niantic River Road  
 
A regional arrival/departure distribution for the newly anticipated site generated traffic traveling to and from the 
project site is shown in Figure No. 3 of Appendix B. 
 
4.5 
Combined Volumes 
The site generated traffic was distributed to the roadway system based on the arrival/departure distributions with 
the results shown in Figure No. 4 of Appendix B. These volumes were then added to the background volumes to 
yield the year 2026 peak hour Combined traffic volumes shown in Figure No. 5 of Appendix B. 
 
5 Analyses 
5.1 
Crash Analysis 
Crash data was gathered from CTDOT via the University of Connecticut Crash Data Repository for the following 
intersections and roadway segments: 
 
• 
Daniels Avenue at Site Driveway 
• 
Daniels Avenue at Niantic River Road 
• 
Daniels Avenue at Spithead Road 
• 
Route 156 (Rope Ferry Road) at Spithead Road 
• 
Route 156 (Rope Ferry Road) at West Street 
• 
Niantic River Road at West Street 
• 
Route 1 (Boston Post Road) at Niantic River Road 
• 
Route 1 (Boston Post Road) at Spithead Road and Cross Road/Sunniecrest Drive 
 
The records were gathered for the most recent three years of available data, 2022 through 2024. A summary of 
the crash data per intersection is provided in Table 2 of Appendix A. Copies of the crash data records have been 
provided in Appendix F. 
 
The unsignalized intersection of Daniels Avenue at Site Driveway experienced no record of crash history within 
the most recent three years of crash data history from 2022 through 2024.  
 
The unsignalized intersection of Daniels Avenue at Niantic River Road experienced an average of just under one 
crash per year. The intersection experienced one angle crash, and one crash classified as “not applicable” where 

 
 
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the driver drove through guardrail and into the Niantic River. Of the total crashes reported, the two resulted in 
possible injuries.  
 
The unsignalized intersection of Daniels Avenue at Spithead Road experienced an average of one crash per year. 
The intersection experienced one crash where the driver drove into the embankment, one curb collision, and one 
that involved a utility pole collision. Of the total crashes reported, one resulted in minor injury while the remainder 
were property damage only collisions.  
 
The unsignalized intersection of Route 156 (Rope Ferry Road) at Spithead Road experienced an average of one 
crash per year. The majority of these crashes (2) were front-to-rear collisions. Additionally, the intersection 
experienced one angle crash. Of the total crashes reported, all were property damage only collisions.  
 
The signalized intersection of Route 156 (Rope Ferry Road) at West Street experienced no record of crash history 
within the most recent three years of crash data history from 2022 through 2024. 
 
The unsignalized intersection of Niantic River Road at West Street experienced no record of crash history within 
the most recent three years of crash data history from 2022 through 2024. 
 
The signalized intersection of Route 1 (Boston Post Road) at Niantic River Road experienced an average of just 
above three crashes per year. The majority of these crashes (4) were front-to-rear collisions. Additionally, the 
intersection experienced one angle crash, one rear-to-side collision, two opposite direction sideswipes, one same 
direction sideswipe and one collision classified as “not applicable” where the driver collided with the signal pole. 
Of the total crashes reported, two resulted in minor injury and two resulted in possible injury, while the remainder 
were property damage only collisions.  
 
The signalized intersection of Route 1 (Boston Post Road) at Spithead Road and Cross Road/Sunniecrest Drive 
experienced an average of just below seven crashes per year. The majority of these crashes (10) were front-to-
rear collisions. Additionally, the intersection experienced five angle crashes, one front-to-rear collision, three same 
direction sideswipes and one collision classified as “not applicable” where a bus collided with a signal pole. Of the 
total crashes reported, three resulted in possible injury, while the remainder were property damage only collisions. 
 
The type and frequency of crashes reported at the study area intersections is not considered abnormal for the 
traffic volumes and geometric characteristics of the study intersections along a signalized arterial corridor. 
 
5.2 
Intersection Sight Distance Analysis 
Intersection sight distances were measured at the proposed site driveway location in accordance with criteria set 
forth in the 2023 CTDOT Highway Design Manual. The sight distance is measured from a point 15 feet back from 
the edge of the travel-way at a height of 3.5 feet, the standard height of a driver’s eye. 
 
Daniels Avenue has a posted speed limit of 25 miles per hour in both directions in the vicinity of the proposed 
development. A design speed of 30 miles per hour, five (5) miles per hour above the posted speed limit, was 
utilized for analysis.  
 
For the design speed of 30 miles per hour on Daniels Avenue, 335 feet of intersection sight distance is required 
for a passenger car and 420 feet for a single unit box truck turning right or left onto a two-lane facility. Per 
coordination with the developer, the AASHTO S-BUS 40 was conservatively analyzed as the largest vehicle 

 
 
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movement for access to the site. Therefore, a single unit truck was analyzed for intersection sight distance 
purposes.  
 
At the site driveway location on Daniels Avenue, the intersection sight distance looking right (east) offers 550 feet 
and looking left (west) offers 425 feet. Further sight distance is limited by the horizontal curvature in the road 
looking right (east), and vertical curvature in the road looking left (west). The site driveway location at Daniels 
Avenue is in substantially the same location as the existing school driveway and will exceed CTDOT sight 
distance criteria for the roadway design speed and provide safe egress for vehicles turning onto Daniels Avenue. 
 
It should be noted that field observations revealed the intersection sight distances at the existing unsignalized 
Town maintained intersection of Daniels Avenue at Spithead Road appear to be impacted by the existing vertical 
and horizontal curvature of Spithead Road.  Therefore, on the morning of April 16, 2025, Fuss & O’Neill measured 
intersection sight distances on the Daniels Avenue approach to Spithead Road in accordance with the same 
criteria mentioned above set forth in the 2003 CTDOT Highway Design Manual.  
 
Spithead Road has a posted speed limit of 30 miles per hour in the southbound direction and a posted speed limit 
of 25 miles per hour in the northbound direction in the vicinity of the intersection. Therefore, design speeds of 30 
and 35 miles per hour, respectively, were utilized for this analysis.  
 
For the design speed of 30 miles per hour southbound on Spithead Road, the following intersection sight 
distances are required for a vehicle turning right onto Spithead Road:  
• 
335 feet of intersection sight distance for a passenger car 
• 
420 feet of intersection sight distance for a single-unity truck 
 
For the design speed of 35 miles per hour northbound on Spithead Road, the following intersection sight 
distances are required for a vehicle turning left onto Spithead Road: 
• 
390 feet of intersection sight distance for a passenger car 
• 
490 feet of intersection sight distance for a single-unity truck 
 
Approximately 230 feet of intersection sight distance is provided looking left from Daniels Avenue (north) which 
falls short of CTDOT requirements for a 30 mile per hour design speed due to existing vegetation, a berm, and 
the horizontal curvature of Spithead Road north of the intersection.  Upon removal of the vegetation along the 
roadway, intersection sight distance can be improved slightly but it is still expected to fall below the threshold due 
to the horizontal curve constraints along the existing roadway.  Looking right out of Daniels Avenue, there is 
approximately 330 feet of intersection sight distance provided looking south along Spithead Road which also falls 
short of CTDOT requirements for a 35 mile per hour design speed due to existing horizontal and vertical curve 
constraints.  
 
Given these existing intersection constraints and noted concern for safe egress of the additional passenger cars 
and single unit trucks/busses being generated onto Spithead Road by the new school, we recommend that the 
intersection be converted to an all-way stop-controlled intersection by adding stop and stop ahead signs on both 
Spithead approaches that are in accordance with MUTCD distance guidelines.  
 
5.3 
Intersection Capacity Analysis 
Capacity analyses for both signalized and unsignalized intersections were conducted using Synchro Professional 
Software, version 11.0.  

 
 
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In discussing intersection capacity analyses results, two terms are used to describe the operating condition of the 
road or intersection. These two terms are volume to capacity ratio (v/c) and level of service (LOS). 
 
The v/c ratio is a ratio of the volume of traffic using an intersection to the total capacity of the intersection (the 
maximum number of vehicles that can utilize the intersection during an hour). The v/c ratio can be used to 
describe the percentage of capacity utilized by a single intersection movement, a combination of movements, an 
entire intersection approach, or the intersection as a whole.  
 
LOS is a measure of the delay experienced by stopped vehicles at an intersection. LOS is rated on a scale from A 
to F, with A describing a condition of very low delay (less than 10 seconds per vehicle), and F describing a 
condition where delays will exceed 50 seconds per vehicle for unsignalized intersections and 80 seconds per 
vehicle for signalized intersections. Delay is described as a measure of driver discomfort, frustration, fuel 
consumption, and lost travel time. Therefore, intersections with longer delay times are less acceptable to most 
drivers. 
 
LOS is generally used to describe the operation (based on delay time) of both signalized and unsignalized 
intersections, while v/c ratio is applied to signalized intersections only. These definitions for v/c ratio and LOS, as 
well as the methodology for conducting signalized and unsignalized intersection capacity analyses, are taken from 
the “Highway Capacity Manual 6th Edition” published by the Transportation Research Board. 
 
In discussing two-way stop controlled unsignalized intersection capacity analyses, LOS is used to provide a 
description of the delay and operational characteristics of the turns from the minor street (stop sign controlled) to 
the major street, and turns from the major street to the minor street. Through vehicles are not delayed by the 
minor street and do not experience delay, therefore they are not rated with a level of service. 
 
Using the above referenced methodologies, weekday morning and weekday afternoon peak hour capacity 
analyses were conducted at the following signalized intersections: 
 
• 
Route 156 (Rope Ferry Road) at West Street 
• 
Route 1 (Boston Post Road) at Niantic River Road 
• 
Route 1 (Boston Post Road) at Spithead Road and Cross Road/Sunniecrest Drive 
 
Weekday morning and weekday afternoon peak hour capacity analyses were also conducted at the following 
unsignalized intersections: 
 
• 
Daniels Avenue at Site Driveway 
• 
Daniels Avenue at Niantic River Road 
• 
Daniels Avenue at Spithead Road 
• 
Route 156 (Rope Ferry Road) at Spithead Road 
• 
Niantic River Road at West Street 
 
Tables No. 3 and 4 of Appendix A presents a summary of the levels of service at the unsignalized and signalized 
intersections, for both Background and Combined Conditions traffic volumes Copies of the analysis worksheets 
can be found in Appendices C and D, for the weekday morning and weekday afternoon peak hours respectively. 
 

 
 
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The determination of the traffic impact from the proposed development is made through a comparison of the 
Background Conditions LOS (without the proposed development) versus the Combined Conditions LOS (with the 
proposed development).  
 
The signalized intersection of Route 156 (Rope Ferry Road) at West Street operates at LOS A during the 
weekday morning and afternoon peak hours under 2026 background conditions. With the addition of the LEARN 
Early Childhood School development site traffic and minor signal timing adjustments, the signalized intersection of 
Route 156 (Rope Ferry Road) at West Street is expected to maintain these same LOS operations with minimal 
increases in v/c.  
 
The signalized intersection of Route 1 (Boston Post Road) at Niantic River Road operates at LOS B during the 
weekday morning and afternoon peak hours under 2026 background conditions. With the addition of the LEARN 
Early Childhood School development site traffic and minor signal timing adjustments, the signalized intersection of 
Route 1 (Boston Post Road) at Niantic River Road is expected to maintain these same LOS operations with 
minimal increases in v/c. 
 
The signalized intersection of Route 1 (Boston Post Road) at Spithead Road and Cross Road/Sunniecrest Drive 
operates at LOS E during the weekday morning and afternoon peak hours under 2026 background conditions. 
With the addition of the LEARN Early Childhood School development site traffic and minor signal timing 
adjustments, the signalized intersection of Route 1 (Boston Post Road) at Spithead Road and Cross 
Road/Sunniecrest Drive is expected to operate at LOS E during the weekday morning peak hour and LOS F 
during the weekday afternoon peak hour. However, under 2026 background conditions, the northbound and 
southbound approaches already operate at LOS F during both peak hours and the v/c ratio during the weekday 
afternoon peak hour is only 0.4 away from capacity. It should also be noted that the LEARN Early Childhood 
School development site traffic is less than 6% of the overall intersection volume during the weekday afternoon 
peak hour. The majority of the site traffic added to this intersection is on the southbound approach of Cross Street 
(approximately a 20% increase), however given the existing constraints and single lane arrangement along the 
southbound approach, it is understandable that any increase in traffic along this approach would degrade the 
LOS. It is also important to note that the increase in vehicle delays at this intersection during weekday afternoons 
will be confined to a portion of the afternoon school peak hour before and after dismissal.  
 
At the unsignalized intersection of Daniels Avenue at Site Driveway the northbound approach of the site driveway 
is expected to operate acceptably at LOS D in during the morning peak hour and LOS B during the afternoon 
peak hour under 2026 combined conditions. As discussed previously, the site driveway will provide dedicated left 
turn and right turn lanes along the northbound approach with stop control to access Daniels Avenue. The 
westbound left turn of Daniels Avenue is expected to operate at LOS A during both peak hours under 2026 
background and combined conditions.  
 
At the unsignalized intersection of Daniels Avenue at Niantic River Road, the westbound approach of Daniels 
Avenue operates efficiently at LOS B or better during the weekday morning and weekday afternoon peak hours 
under 2026 background conditions and is expected to operate acceptably at LOS C during both peak hours with 
the addition of the LEARN Early Childhood School development site traffic. The southbound left turn of Niantic 
River Road operates efficiently at LOS A during all peak hours under 2026 background and 2026 combined 
conditions. There will be no significant reduction in LOS at this intersection as a result of the proposed 
development traffic. 
 

 
 
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At the existing unsignalized intersection of Daniels Avenue at Spithead Road the eastbound stop controlled 
approach of Daniels Avenue operates efficiently at LOS B or better during all peak hours under 2026 background 
and 2026 combined conditions. The northbound left turn from Spithead Road operates efficiently at LOS A during 
all peak hours under 2026 background and 2026 combined conditions. As a result of the sight line evaluation 
conducted at this intersection, implementation of all-way stop control is recommended as noted above in Section 
5.2.  Under all-way stop control, all three approaches will operate efficiently at LOS A during both the morning and 
afternoon peak hours in the combined conditions.  
 
At the unsignalized intersection of Route 156 (Rope Ferry Road) at Spithead Road the southbound approach of 
Spithead Road operates efficiently at LOS B during the weekday morning peak hour and acceptably at LOS C 
during the weekday afternoon peak hour under 2026 background conditions. With the addition of the LEARN 
Early Childhood School development site traffic, the southbound approach of Spithead Road is expected to 
operate with similar LOS delays during the weekday morning and afternoon peak hours. The eastbound left turn 
of Route 156 (Rope Ferry Road) operates efficiently at LOS A during all peak hours under 2026 background and 
2026 combined conditions. There will be no significant reduction in LOS at this intersection as a result of the 
proposed development traffic. 
 
At the unsignalized intersection of Niantic River Road at West Street the westbound approach of West Street 
operates efficiently at LOS B or better during all peak hours under 2026 background and 2026 combined 
conditions. The southbound left turn of Niantic River Road operates efficiently at LOS A during all peak hours 
under 2026 background and 2026 combined conditions. There will be no significant reduction in LOS at this 
intersection as a result of the proposed development traffic. 
 
5.4 
Queue Analysis 
Background and Combined Condition 95th percentile (design) queue lengths were reviewed at each intersection in 
the study area. The 95th percentile (design) vehicle queue lengths represent the maximum queue lengths that can 
be expected at each of the critical approach lanes of the study area intersections. The queue lengths are provided 
in the Synchro capacity analysis worksheets, which are located in Appendix C and D. Tables 5 and 6 of Appendix 
A provide a summary of the queue lengths for the critical lanes at each intersection.  
 
The majority of the approaches at the study are intersections that experience minimal queue length increases of 
four vehicle lengths or less upon the addition of the LEARN Early Childhood School site trips with the exception of 
the eastbound approach of Route 1 (Boston Post Road) at the intersection of Route 1 (Boston Post Road) at 
Niantic River Road during the weekday morning peak hour. The eastbound approach of Route 1 (Boston Post 
Road) is expected to experience a queue length increase of just under five vehicles or less. In addition, there are 
three approaches that experience queue length increases greater than four vehicle lengths at the intersection of 
Route 1 (Boston Post Road) at Spithead Road and Cross Road/Sunniecrest Drive. For instance, the westbound 
through/left turn approach experiences an increase of just under five vehicles during the weekday morning peak 
hour and just under six vehicles during the weekday afternoon peak hour. However, this approach already 
exceeds its provided queue storage under background conditions and are not significantly impacted by the traffic 
generated from the proposed development. It is important to note that these queue increases are brief in nature 
and confined to a portion of the morning and afternoon school peak hours. 
 
The northbound approach of the unsignalized intersection of Daniels Avenue at Site Driveway is also expected to 
experience a queue length increase of seven vehicles or less during the weekday morning peak hour upon the 
addition of the LEARN Early Childhood School site trips. However, this queue is anticipated to occur for 

 
 
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approximately 20 to 30 minutes during drop off and dismissal and can be adequately stored on site. This is 
common for school land uses as peak pick up and drop off times typically occur over a short time period just 
before the start of school and immediately a