Planning & Zoning Commission (linked)

Proposed Waterford Central Residential Development | Traffic Impact and Access Study 
 
 
3 
2023 Existing Conditions 
 
 
2023 Existing Conditions 
Evaluation of the transportation impacts associated with the proposed project requires an 
understanding of the existing transportation system in the project study area. The 2023 
existing conditions evaluation consisted of an inventory of intersection traffic control, 
roadway geometry, traffic volumes, and recent vehicle crash history in the study area. Each of 
these elements is described in detail below. 
2.1 Study Area 
2.1.1 
Intersections 
The description of the intersections includes the physical characteristics, geometric 
conditions, and current operating conditions.  
The selected signalized intersection and the surrounding area are shown in Figure 1 and 
listed below: 
1. Boston Post Road (Route 1) at Willetts Avenue (signalized); and, 
2. Phase 1 site driveway at Willetts Avenue (unsignalized) 
Boston Post Road (Route 1) at Willetts Avenue and Private Driveway (signalized) 
Boston Post Road (Route 1) is intersected by Willetts Avenue from the south and a private 
driveway from the north to form a four-leg signalized intersection. The traffic signal operates in 
coordination with other signals along Route 1 as part of a time-based CTDOT system. The 

Proposed Waterford Central Residential Development | Traffic Impact and Access Study 
 
 
4 
2023 Existing Conditions 
northbound Willetts Avenue approach provides single multi-purpose lane. The southbound 
driveway provides a left-turn lane and a shared through/right/turn lane. The westbound Route 1 
approach contains two shared through/turn lanes. The eastbound Route 1 approach provides a 
shared through/left-turn lane and an exclusive right-turn lane. Sidewalks are provided on the 
north side of Route 1 and on the south side of Route 1 to the west of Willetts Avenue. A crosswalk 
is provided across the western leg of Route 1. Push buttons are provided to call an exclusive 
pedestrian phase for crossing this crosswalk. 
The traffic control signal equipment was replaced by the Connecticut Department of 
Transportation (CTDOT) in 2022 with brand new traffic signal span poles, signal heads, pedestrian 
signals and timings and phasings. The signal is in a closed loop traffic signal system with several 
adjacent traffic signals along US Route 1. CTDOT replaced the equipment under a programmed 
project upgrade. A copy of the traffic control signal plan is in the Appendix. 
Waterford Woods Site Driveway at Willetts Avenue  
Willetts Avenue intersects with the recently constructed Waterford Woods site driveway. Willetts 
Avenue has one lane approaches with shoulders and Waterford Woods has a two-lane stop sign 
controlled approach. 
The intersection has ample sight distances to the east and west from the northbound approach 
The site driveway was approved by the Town and OSTA as part of the prior Waterford Woods 
approvals. 
There are no changes planned for the site driveway intersection under the Waterford Central 
project. 
 
 
2.1.2 
Roadways 
Boston Post Road (US Route 1) 
Boston Post Road (US Route 1) is a four-lane roadway (two lanes in each direction) west of 
Willetts Avenue and a two-lane roadway (one lane in each direction) east of Willetts Avenue. 
Boston Post Road (US Route 1) is under state jurisdiction and is classified principal arterial 
roadway. The posted speed limit on Boston Post Road (US Route 1) is 30 miles per hour within the 
project area. CTDOT collected speed data on Route 1 to the east of Willetts Avenue in March 
2020. According to this data, the 85th percentile speed on Route 1 is approximately 41 miles per 
hour. 
Willetts Avenue 
Willetts Avenue is a two-lane roadway (one lane in each direction) with a northwest-southeast 
orientation in the vicinity of the project site that runs between Boston Post Road (Route 1) and 

Proposed Waterford Central Residential Development | Traffic Impact and Access Study 
 
 
5 
2023 Existing Conditions 
Ocean Avenue (Route 213). Willetts Avenue is classified an urban collector and is under local 
jurisdiction. The posted speed limit on Willetts Avenue is 30 miles per hour within the project 
area. VHB collected speed data on Willetts Avenue west of Myrock Avenue in October 2022. 
According to this data, the 85th percentile speed along Willetts Avenue is approximately 37 miles 
per hour in the eastbound direction and 38 in the westbound direction. 
2.2 Crash History and Analysis 
To identify potential vehicle crash trends and/or roadway deficiencies near the project site, 
VHB conducted a review of the UConn Connecticut Crash Data Repository to document the 
number of geolocated vehicular collisions that have taken place over the most recent three 
years (2020-2022). 
The review revealed 12 reported crashes occurred at the Route 1 at Willetts Avenue 
intersection, with no crashes reported along the site frontage. It should be noted that the 
results of the Crash Database review were dependent on the accuracy of crash reporting and 
geolocating.  
Table 1 presents the number of crashes and crash characteristics for the study intersections 
of Route 1 at Willetts Avenue during the three-year study period. No crashes resulted in a 
fatality. 
Nearly 92% of all the crashes in the study area resulted in property damage only, while the 
remaining one crash involved possible injury. Approximately 67% of the crashes were rear-
end crashes, with 8% each of the crashes being angle and sideswipe type collisions and the 
remaining nearly 17% of crashes being unknown collisions (curb, utility pole, etc.). The 
crashes occurred at varying times and under primarily dry pavement and daylight conditions.  
The crash data suggests a downward trend of crashes at the intersection and with 
replacement of the traffic control signal equipment in 2022 with updated timings and 
phasings, the crash trend is expected to continue. 
 
 

Proposed Waterford Central Residential Development | Traffic Impact and Access Study 
 
 
6 
2023 Existing Conditions 
Table 1 
Crash Analysis Summary 
  
US Route 1 at Willetts Avenue
Year 
 
2020 
7 
2021
3
2022 
2 
Total 
12 
Collision Type 
 
Angle
1
Rear-end 
8 
Head-on 
0 
Sideswipe, same direction
1
Unknown 
2 
Total 
12 
Severity
Fatal Injury 
0 
Injury – Non-Fatal 
1 
Property Damage Only
11
Not Reported/Unknown 
0 
Total 
12 
Time of day
Weekday, 7:00 AM - 9:00 AM 
2 
Weekday, 4:00 – 6:00 PM 
1 
Saturday, 11:00 AM – 1:00 PM
1
Weekday, other time 
5 
Weekend, other time 
3 
Total
12
Season 
 
Dec – Feb 
3 
Mar – May
4
June – Aug 
3 
Sept – Nov 
2 
Total
12
Pavement Conditions 
 
Dry 
10 
Wet
2
Snow 
0 
Ice 
0 
Total
12
Light Conditions 
 
Daylight 
8 
Dawn/Dusk
1
Dark, Not Lighted 
1 
Dark, Lighted 
2 
Unknown
0
Total 
12 
Non-Motorist (Bike, 
Pedestrian) 
0 
Source: UConn Connecticut Crash Data Repository 
 
 

Proposed Waterford Central Residential Development | Traffic Impact and Access Study 
 
 
7 
2023 Existing Conditions 
2.3 Traffic Count Data 
For Waterford Central, VHB conducted manual turning movement and classification (TMC) 
counts at the study area intersections of US Route 1 at Willetts Avenue during the typical 
weekday morning peak hours (7:00 – 9:00 AM) and extended weekday afternoon peak hours 
(3:00 – 6:00 PM). Included in these counts are passenger vehicles, heavy vehicles, buses, and 
pedestrians. These counts were conducted under previous traffic studies for Waterford 
Woods and again on October 12th of 2022 for Waterford Central. Within these periods, the 
peak hours of the intersections generally occurred from 7:30 AM to 8:30 AM during a typical 
weekday morning, and 3:00 PM to 4:00 PM during a typical weekday afternoon.  
The midafternoon peak hour suggests a combination of school peak hour traffic and 1st shift 
workers from Electric Boat may be causing the peak hour to run earlier than the typical 4-
6pm peak hours for commuters. 
Additionally, these volumes were grown by a conservative 1% over one year to bring the 
2022 volumes into a base year of 2023 and account for ambient traffic growth. 
The 2023 Existing conditions weekday morning and weekday afternoon peak hour traffic 
volume networks are summarized in Figure 2. 
 
 
 

Proposed Waterford Central Residential Development | Traffic Impact and Access Study 
 
 
8 
2024 Future Conditions 
 
 
2024 Future Conditions 
Based upon the project development schedule provided by the project team, the proposed 
project is expected to begin operations in 2024. Therefore, the year 2024 was used for future 
traffic estimations, first modelled without the project in place, and then modelled with the 
project in place. The traffic volumes projected to be realized in the 2024 no-build and 2024 
build conditions, as described in the following sections, provide a basis of comparison to 
evaluate the transportation impacts of the project. 
3.1 2024 No-Build Conditions 
The future no-build scenario includes the 2023 existing conditions traffic volumes, 
anticipated background traffic growth, and other known development projects affecting the 
study area network.  
Traffic growth in the study area is a function of expected land development, economic 
activity, and changes in local and regional demographics. A frequently used procedure by 
the transportation engineering industry is to estimate the historical annual percentage 
increase in traffic volumes and apply that increase to the study-area traffic volumes. Another 
procedure involves the estimation of traffic generated by specific planned major 
developments that would be expected to affect traffic volumes on the study area roadways. 
Both methods were assessed.  

Proposed Waterford Central Residential Development | Traffic Impact and Access Study 
 
 
9 
2024 Future Conditions 
3.1.1 
Background Traffic Growth 
Based on previous conversations with CTDOT and for the purpose of this study, a 1.0% 
growth rate per year was recommended. The 2023 existing conditions traffic volumes were 
increased by 1.0% over one year to account for ambient traffic growth in the study area by 
2024. 
3.2 2024 Build Conditions 
The 2024 build conditions represent future conditions with the opening of the proposed 
project. The 2024 build conditions traffic volumes include the no-build conditions volumes 
plus the vehicle trips anticipated to be generated by the project. 
3.2.1 
Site Access and Parking 
As shown on the site plan, the Waterford Central development will utilize the existing full 
access Waterford Woods driveway on Willetts Avenue. An internal driveway will connect the 
Wateford Central site to the Wateford Woods site; no access to Waterford Central will be 
provided via Myrock Avenue. The Waterford Woods Site Driveway is unsignalized, with two 
lanes exiting, a left turn lane and a right turn lane.  
Parking will be available for residents and guests in the proposed surface lots. Lots 
designated for each building will be provided and interconnected for site circulation. In total, 
the proposed on-site parking for the total development is 305 spaces.  
A reduced-size copy of the proposed site plan is included in the Appendix. 
3.2.2 
Site-Generated Traffic 
To estimate the vehicle trip generation for the proposed project, traffic projections can be 
derived from trip generation rates published by the Institute of Transportation Engineers 
(ITE) in their Trip Generation Manual, 11th Edition1. ITE is the industry standard methodology 
used to project trips generated by this type of development, which is based on a number of 
observations at other, similar land uses throughout the United States. In addition, this is an 
Office of the State Traffic Administration (OSTA) approved methodology. It was determined 
that the following land use codes were utilized to estimate the Waterford Central site 
generated traffic:  
 
 LUC 220 “Multi-Family Housing (Low-Rise)” was utilized to estimate trip 
generation associated with the residential development’s 216 units. 
 
The anticipated new trip generation for the proposed Waterford Central of the development 
is summarized in Table 2.  
As shown in Table 2, the Waterford Central development is expected to generate 
approximately 85 (20 entering, 65 exiting) new vehicle trips during the weekday morning 
peak hour, and approximately 107 (67 entering, 40 exiting) new vehicle trips during the 

Proposed Waterford Central Residential Development | Traffic Impact and Access Study 
 
 
10 
2024 Future Conditions 
weekday afternoon peak hour. This represents net new vehicles on the adjacent roadway 
network and in addition to the prior approved and under construction Waterford Woods 
project traffic already using the site driveway and Willetts Avenue. 
It should be noted that the traffic volumes projected to be generated are conservatively 
estimated, with an average of 100 trips generated in the peak hours. OSTA considers 
intersections for study when 100 or more trips are generated by a project. This project will 
have less than 100 trips generated at adjacent intersections. 
 
Table 2 
Trip Generation Summary 
Time Period
Waterford 
Central 
Residential 
(216 Units) 1
Weekday 
Morning Peak 
Hour 2 
Enter 
22
Exit
68
Total
90
Weekday 
Afternoon Peak 
Hour 2 
Enter 
71
Exit
42
Total
113
1. 
Based on ITE Land Use Code 220 Multi-Family Housing (Low-Rise) based on 216 units 
2. 
Vehicles per hour 

Proposed Waterford Central Residential Development | Traffic Impact and Access Study 
11 
2024 Future Conditions 
3.2.3 
Trip Distribution and Assignment 
The site-generated trips presented in Table 2 were distributed along the study area 
roadways and assigned to specific intersection turning movements to determine where 
exactly project-related traffic impacts may occur. 
The anticipated distribution of the site generated traffic was determined by examining the 
existing traffic patterns, the major routes in Waterford in relation to the site location, 
anticipating commuter traffic patterns in the area, prior studies for Waterford Woods and 
ease of access to the site. VHB has investigated the most recent census for the surrounding 
towns to determine the Journey to Work data to forecast appropriate connections to 
employment draws in the surrounding area. 
It was assumed that site-generated traffic would be allocated across the major routes in the 
area based on the traffic percentages that are summarized in Table 3. A figure depicting the 
distribution patterns shown in Table 3 can be seen in the Appendix.  
Table 3 
Regional Trip Distribution 
Traffic Entering/Leaving via
Portion of Project-
Generated Traffic
US Route 1 to/from the east
10%
US Route 1 to/from the west
40%
Willetts Avenue to/from the southeast
50%
Total
100%
Source: VHB, Inc. 
The resulting site-generated trips are depicted on Figure 4. These site-generated trips were 
then added to the 2024 no-build conditions traffic volumes to develop the 2024 build 
conditions traffic volumes, presented in Figure 5. 
3.2.4 
Intersection Improvements 
The signalized intersection of Willetts Avenue at Boston Post Road (US Route 1) exhibits long 
queues on the northbound approach during the afternoon peak hours only. These queues 
will increase and potentially extend the site driveway intersection with the additional traffic 
proposed as part of the Waterford Central project. VHB conducted alternative analysis of 
retiming and geometric changes to CT DOT for input as the signalized intersection is owned 
by CTDOT and operates as part of a corridor time-based system.  
The analysis in the following chapter is based on the conversations held with CTDOT and 
explores widening the Willetts Avenue approach to include a northbound left-turn lane, and 
a shared left-turn/through/right-turn lane.  
A figure depicting the conceptualized geometry is provided in the Appendix. 

Proposed Waterford Central Residential Development | Traffic Impact and Access Study 
12 
Traffic Operations Analysis 
Traffic Operations Analysis 
To assess the quality of traffic operations within the study area, intersection capacity 
analyses were conducted for the 2022 Existing conditions, the 2024 No-Build conditions, and 
the 2024 Build conditions. Capacity analyses provide an indication of the adequacy of the 
roadway facilities to serve the anticipated traffic demands. 
4.1 Method 
The capacity analyses were conducted using industry standard Synchro software (Version 
11). Signalized intersections were analyzed based on the evaluation criteria from the 
Highway Capacity Manual (HCM) 2000 1. The HCM 2000 methodology was used instead of 
HCM 2010 or HCM 6th Edition due to limitations in these newer HCM methodologies that 
would preclude analysis of some signalized study intersections. For instance, the HCM 2010 
and HCM 6th Edition methodologies do not support analysis of intersections with non-NEMA 
phasing, more than four approaches, or clustered intersections. To analyze unsignalized 
intersections, the HCM 6th Edition was used due to limitations analyzing all-way stop-
controlled intersections in the previous versions.  
Capacity analyses results are reported using a variety of performance measures, including 
“Level of Service” (LOS), Volume-to-Capacity (v/c) ratio, and queue length. These 
performance measures are described below. 
1 Highway Capacity Manual, Transportation Research Board, Washington, DC (2000). 

Proposed Waterford Central Residential Development | Traffic Impact and Access Study 
13 
Traffic Operations Analysis 
Level-of-Service (LOS) 
The level of service designation at intersections is based on the average control delay 
experienced by a vehicle traveling through the intersection. Similar to a report card, LOS 
designations are letter based, ranging from A to F, with LOS A representing the best 
operating condition (lowest vehicle delays) and LOS F representing the worst operating 
condition (highest vehicle delays). It is important to note that intersections during peak 
traffic conditions are not necessarily expected to operate at LOS A; an intersection operating 
at LOS A during typical peak conditions may suggest that the roadway is over-designed with 
too much capacity. Additionally, an intersection operating at LOS F during the peak periods 
does not necessarily indicate a failing intersection. In some cases, LOS F conditions may be 
deemed tolerable, provided that the lengthy delays do not lead to other, more serious 
conditions, such as increases in crash frequency. 
LOS is assigned differently for signalized and unsignalized intersections. For signalized 
intersections, the analysis considers the operation of all traffic entering the intersection, and 
the LOS can be reported for individual turning movements, approaches, or for the 
intersection as a whole. For unsignalized intersections with stop-control on the side street 
approaches, the analysis assumes that through and right-turning movements on the main 
street are unimpeded by side street traffic. As such, LOS is reported only for left-turns from 
the main street and for all movements from the side street; the overall intersection LOS is 
not reported. Additionally, the delay values for each range are slightly longer for signalized 
intersections than unsignalized intersections. This is based on the presumption that the 
public will be more patient at signalized intersections where they are guaranteed entry into 
the intersection in a reasonable amount of time. 
Volume-to-Capacity (v/c) 
Volume-to-Capacity (v/c) can be reported for individual lane groups or for the intersection 
as a whole. Volume-to-Capacity is a ratio comparing the volume of vehicles proceeding 
through an intersection (or lane group) with the capacity of the intersection (or lane group) 
to accommodate that volume. A v/c ratio of 1.0 indicates an intersection operating at its 
capacity.  
Queue Length 
Vehicle queues are the expected length of vehicles waiting at an intersection. This report 
documents the 50th percentile and 95th percentile vehicle queue lengths in feet. The 50th 
percentile queue represents the maximum vehicle queue length that is expected to occur 
during a signal cycle under typical (median) traffic flow rates during the peak period 
analyzed. The 95th percentile queue represents the maximum vehicle queue length that is 
expected to be exceeded only during the 5-percent of signal cycles (two or three times per 
hour) in the peak hour with the heaviest traffic flow. The 95th percentile queue is generally 
considered the maximum vehicle queue for design purposes. 

Proposed Waterford Central Residential Development | Traffic Impact and Access Study 
14 
Traffic Operations Analysis 
4.2 Signalized Intersection Capacity Analysis 
Table 4 presents a summary of the capacity analyses for the signalized intersection. The 
Synchro analysis reports are included in the Appendix. 
The results indicate that the intersection of Willetts Avenue at Boston Post Road (US Route 
1) maintains acceptable LOS through 2024 build conditions for the weekday morning and
afternoon peak hours. The intersection is expected to improve from 2023 Existing and 2024
No-Build conditions under the 2024 Build condition considering the additional left-turn lane
on the northbound approach.
Willetts Avenue at Boston Post Road (Route 1): Overall LOS B is maintained through 2024 
Build conditions in the weekday morning peak hours. The weekday afternoon peak hours 
exhibits LOS C during the 2023 Existing and 2024 No-Build conditions. The addition of the 
exclusive left-turn lane in the northbound direction improves the intersection function 
overall to LOS B and maintains the northbound approach at LOS C and improves the 
eastbound approach from LOS E to LOS C during the weekday afternoon peak hours. 
Queues on the northbound approach are reduced from a maximum of 497 feet during the 
No-Build condition to 209 feet under the proposed Build condition. A queue length of 209 
feet is approximately 11 vehicles in length. 
Widening of the Willetts Avenue approach is necessary only in the afternoon peak hour to 
mitigate the peak hour traffic flow from New London area and the development traffic. 

Proposed Waterford Central Residential Development | Traffic Impact and Access Study 
15 
Traffic Operations Analysis 
Table 4 
Signalized Intersection Capacity Analysis Summary 
Source: 
VHB, Inc. using Synchro 11 software. 
1 
volume-to-capacity ratio  
2 
delay, in seconds  
3 
level of service  
4 
50th percentile queue length, in feet 
5 
95th percentile queue length, in feet 
EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; R = right; T = through, L= left 
#  
95th% volume exceeds capacity, queue may be longer 
~ 
Volume exceeds capacity, queue is theoretically infinite 
m 
Volume for 95th percentile queue is metered by upstream signal 
*Proposed left-turn lane under 2024 Build Conditions per discussion with CT DOT
Peak 
Hour
Movement 
2023 Existing Conditions 
2024 No-Build Conditions 
2024 Build Conditions 
Location 
v/c1 
Del2 LOS3 Q504 Q955 
v/c 
Del 
LOS 
Q50 
Q95 
v/c 
Del 
LOS
Q50 
Q95 
Boston Post 
Road (Route 
1) at 
Willetts
Avenue/Priv
ate
Driveway
AM 
EB L/T 
0.41 
14.3 
B 
93 
218 
0.45 
16.3 
B 
103 
220 
0.38 
11.4 
B 
78 
220 
EB R 
0.27 
2.3 
A 
0 
11 
0.27 
2.3 
A 
0 
12 
0.28 
2.4 
A 
0 
12 
WB L/T/R 
0.21 
11.8 
B 
42 
81 
0.23 
13.3 
B 
46 
82 
0.20 
9.4 
A 
35 
82 
NB L* 
-
- 
- 
- 
-
- 
-
- 
-
- 
0.58 
28.7 
C
105 
143 
NB L/T/R 
0.74 
30.7 
C 
163 
227 
0.75 
29.3 
A 
178 
260 
0.58 
28.9 
C 
106 
144 
SB L 
0.29 
41.4 
D 
3 
7 
0.29 
41.4 
D 
3 
7 
0.29 
41.4 
D 
3 
7 
SB T/R 
0.00 
38.8 
D 
0 
0 
0.00 
38.8 
D 
0 
0 
0.00 
38.8 
D 
0 
0 
Overall 
0.53 
14.6 
B 
-
- 
0.56 
15.4
B 
- 
- 
0.44 
13.6 
B
- 
- 
PM 
EB L/T 
1.03 
71.3 
E 
271 #469
1.03 
72.6 
E 
274 
#475 
0.71 
21.5 
C 
189 
#474 
EB R 
0.26 
2.6 
A 
0 
12 
0.28 
2.7 
A 
0 
12 
0.30 
2.7 
A 
0 
13 
WB L/T/R 
0.72 
28.4 
C 
138 
178 
0.79 
31.5 
C 
146 
188 
0.46 
14.8 
B 
96 
177 
NB L* 
-
- 
- 
- 
- 
- 
-
- 
-
- 
0.66 
28.2 
C 
138 
209 
NB L/T/R 
0.75 
22.6 
C 
207 #455
0.79 
24.8 
C 
225 
#497 
0.64 
27.6 
C 
134 
204 
SB L 
0.06 
37.9 
D 
1 
8 
0.06 
37.9 
D 
1 
8 
0.06 
37.9 
D 
1 
8 
SB T/R 
0.10 
38.1 
D 
2 
19 
0.10 
38.1 
D 
2 
19 
0.10 
38.1 
D 
2 
19 
Overall 
0.84 
33.3 
C 
- 
- 
0.87 
34.5 
C 
- 
- 
0.67 
17.6 
B 
- 
- 

Proposed Waterford Central Residential Development | Traffic Impact and Access Study 
16 
Traffic Operations Analysis 
4.3 Unsignalized Intersection Capacity Analysis 
Table 5 presents a summary of the capacity analyses for the unsignalized study intersection. 
The Synchro analysis reports are included in the Appendix. 
The results indicate that both signalized intersections will maintain acceptable LOS through 
2024 build conditions.  
Site Drive at Willetts Avenue: Under No-Build conditions, this intersection functions with 
LOS B or better during the weekday morning peak hour and LOS C or better during the 
afternoon peak hour. Under the Build conditions the weekday morning peak hour is 
expected to degrade slightly to operate at LOS C or better. Queue lengths are expected to 
be approximately two vehicles in length under Build conditions. 
There is ample capacity at the site driveway for additional traffic.

Proposed Waterford Central Residential Development | Traffic Impact and Access Study 
17 
Traffic Operations Analysis 
Table 5 
Unsignalized Intersection Capacity Analysis Summary 
Peak 
Hour
Movement
2024 No-Build Conditions 
2024 Build Conditions 
Location 
Dem. 
v/c 
Del 
LOS 
Q95 
Dem. 
v/c 
Del 
LOS 
Q95 
Site Drive at 
Willetts Avenue 
AM 
EB T/R 
409 
0.26 
0.0 
- 
0 
419 
0.27 
0.0 
-
0
WB L/T 
338 
0.01 
0.4 
A 
1 
348 
0.02 
0.7 
A 
2 
NB L/R 
73 
0.18 
14.9 
B 
16 
138 
0.35 
18.0 
C 
39 
PM 
EB T/R 
442 
0.28 
0.0 
- 
0 
476 
0.30 
0.0 
-
0
WB L/T 
546 
0.04 
1.1 
A 
3 
579 
0.08 
2.0 
A 
6 
NB L/R 
48 
0.16 
18.0 
C 
14 
88 
0.33 
23.4 
C 
35 
Source: 
VHB, Inc. using Synchro 11 software and HCM 6th Edition methodology. 
1 
demand, in vehicles per hour 
2 
volume-to-capacity ratio for the critical movement 
3 
delay of critical approach only, in seconds  
4 
level of service  
5 
95th percentile queue length, in feet 
EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; R = right; T = through, L= left 

Proposed Waterford Central Residential Development | Traffic Impact and Access Study 
18 
Conclusion 
Conclusion 
This traffic impact and access study has outlined the anticipated transportation impacts of 
the proposed Waterford Central residential development on Willetts Avenue in Waterford, 
Connecticut.  
The proposed project is a proposed residential complex adjacent to the Waterford Woods 
apartment complex which has six residential buildings containing a total of 204 units with a 
variety of one-bedroom and two-bedroom units and 313 parking spaces.  
Waterford Central is proposed to include 216 units with a variety of one- and two-bedroom 
units available. Additionally, parking is expected to be approximately 305 spaces. Waterford 
Central will utilize the same previously approved and recently constructed site driveway 
access as Waterford Woods, connected via an internal driveway. The site driveway has ample 
intersection sight distances. 
The Waterford Central development is expected to generate approximately 85 (20 entering, 
65 exiting) new vehicle trips during the weekday morning peak hour, and approximately 107 
(67 entering, 40 exiting) new vehicle trips during the weekday afternoon peak hour.  
The intersection of Willetts Avenue at Boston Post Road (US Route 1) maintains acceptable 
LOS through 2024 build conditions for the weekday morning peak hour. The intersection is 
expected to improve from 2023 Existing and 2024 No-Build conditions under the 2024 Build 
condition with the inclusion of an additional left-turn lane on the northbound approach. The 
queuing on the Willetts Avenue approach to US Route 1 will be vastly improved in operation 
and shortened with the improvements under this project. The unsignalized intersections in 
the study area operate with LOS C or better under all conditions. 

Proposed Waterford Central Residential Development | Traffic Impact and Access Study 
19 
Conclusion 
It is therefore the conclusion of this Traffic Impact and Access Study that the study area 
roadways and intersections can accommodate the additional traffic generated by the 
Waterford Central development with the proposed improvements at the signalized study 
area intersection of US Route 1 at Willetts Avenue. 
Materials supporting the findings within this document are included in the attached 
Appendix. 

Willetts Avenue
Study Intersection
Phase 1/2
Boston Post Road
Boston Post Road
Study Intersection
Myrock Avenue
0
200
Feet
400
\\vhb\gbl\proj\Wethersfield\42676.01\Graphics\FIGURES\SITE LOCATION FIG.dwg
Figure 1
Site and Study Intersection Location
Proposed Apartment Complex
Waterford Central
384 & 394 Willetts Avenue, Waterford, CT