Planning & Zoning Commission - 1235 (03/10/2026)

Prepared by: 
 
35 New England Business Center Drive 
Suite 140 
Andover, MA 01810 
 
Traffic Impact Study 
Proposed Retail-to-Office Redevelopment 
850 Hartford Turnpike 
Waterford, Connecticut 
Prepared for: 
CLA Engineers, Inc. 
317 Main Street 
Norwich, Connecticut 
 
January 2026 
 
 

 
G:\10416 Waterford CT - Master Plan\Traffic Impact Study\10416 TIS 012326.docx 
CONTENTS 
EXECUTIVE SUMMARY .............................................................................................................. 1 
 
INTRODUCTION ............................................................................................................................ 3 
 
Study Methodology .............................................................................................................. 3 
 
EXISTING CONDITIONS .............................................................................................................. 4 
 
Geometry ............................................................................................................................. 4 
Existing Traffic Volumes .................................................................................................... 5 
Pedestrian and Bicycle Facilities ......................................................................................... 6 
Public Transportation .......................................................................................................... 6 
Motor Vehicle Crash Data ................................................................................................... 6 
 
FUTURE CONDITIONS ................................................................................................................. 8 
 
Future Traffic Growth ......................................................................................................... 9 
Project-Generated Traffic .................................................................................................. 11 
Trip Distribution and Assignment ..................................................................................... 14 
Future Traffic Volumes – Build Condition ....................................................................... 15 
 
TRAFFIC OPERATIONS ANALYSIS ......................................................................................... 16 
 
Methodology ..................................................................................................................... 16 
Analysis Results ................................................................................................................ 19 
 
RECOMMENDATIONS AND CONCLUSIONS ......................................................................... 27 
 
Recommendations ............................................................................................................. 28 
Conclusions ....................................................................................................................... 34 
 

 
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FIGURES 
No. 
Title 
 
1 
Site Location Map 
2 
Existing Intersection Lane Use, Travel Lane Width, and Pedestrian Facilities 
3 
2025 Existing Weekday Morning Peak-Hour Traffic Volumes 
4 
2025 Existing Weekday Evening Peak-Hour Traffic Volumes 
5 
2027 Background Weekday Morning Peak-Hour Traffic Volumes 
6 
2027 Background Weekday Evening Peak-Hour Traffic Volumes 
7 
Project Generated Traffic Trip Distribution Map  
8 
Site-Generated Weekday Morning Peak-Hour Traffic Volumes 
9 
Site-Generated Weekday Evening Peak-Hour Traffic Volumes 
10 
Full Mall Occupancy Trip Distribution Map  
11 
Full Mall Occupancy Weekday Morning Peak-Hour Traffic Volumes 
12 
Full Mall Occupancy Weekday Evening Peak-Hour Traffic Volumes 
13 
2027 Combined Weekday Morning Peak-Hour Traffic Volumes 
14 
2027 Combined Weekday Evening Peak-Hour Traffic Volumes 
15 
2027 Full Mall Occupancy Weekday Morning Peak-Hour Traffic Volumes 
16 
2027 Full Mall Occupancy Weekday Evening Peak-Hour Traffic Volumes 
17 
Conceptual Improvement Plan – Route 85 at Crystal Mall/ Home Depot Driveway 
18 
Conceptual Improvement Plan – Route 85 at I-95 Northbound Ramps 

 
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TABLES 
No. 
Title 
 
1 
2025 Existing Roadway Traffic-Volume Summary 
2 
Public Transportation Services 
3 
Vehicle Travel Speed Measurements 
4 
Motor Vehicle Crash Data Summary 
5 
Crystal Mall Re-Occupied Trip-Generation Summary 
6 
Proposed Site Trip-Generation Summary 
7 
Net New Trip-Generation Summary 
8 
Trip-Distribution Summary 
9 
Peak-Hour Traffic-Volume Increases 
10 
Level-of-Service Criteria for Signalized Intersections 
11 
Level-of-Service Criteria for Unsignalized Intersections 
12 
Signalized Intersection Capacity Analysis Summary  
13 
Unsignalized Intersection Capacity Analysis Summary  
14 
Mitigated Intersection Capacity Analysis Summary 
 
 

 
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1 
EXECUTIVE SUMMARY 
DESCRIPTION OF PROJECT 
 
Vanasse & Associates, Inc. (VAI) has prepared this Traffic Impact Study (TIS) to identify traffic 
impacts associated with a proposed retail-to-office redevelopment located at 850 Hartford Turnpike 
in Waterford, Connecticut (the “Project”). The purpose of this TIS is to review existing and future 
traffic conditions in the vicinity of the site, determine the traffic impact of the proposed Project at 
key intersections expected to experience increased traffic levels from the Project, and review the 
need for improvements to mitigate the Project’s traffic impact. 
 
 
PROPOSED PROJECT 
 
The Project site is bounded by Hartford Turnpike to the north, Target to the east, Home Depot to 
the west, and areas of open and wooded spaces to the south. Currently, the Project site contains the 
approximately 980,000 square foot (sf) Crystal Mall, which is mostly vacant with no active anchor 
stores. The Project site has three access points onto Hartford Turnpike, with two signalized 
intersections and one unsignalized intersection. The Project will redevelop the existing building to 
contain a mixture of office, research and development, and workforce development facilities with 
an anticipated occupancy of 4,500 employees.  
 
 
EXISTING CONDITIONS 
 
A comprehensive field inventory was conducted to collect existing roadway geometrics, traffic 
volumes, operating characteristics, speed limits, and sight distances, as well as land use 
information. Traffic volumes were collected in October 2025 at the intersections expected to 
receive the traffic impact from the Project. The study area locations are listed below:  
 
• 
Hartford Turnpike (Route 85) at Cross Road  
• 
Route 85 at Waterford Commons and Target driveway  
• 
Route 85 at Crystal Mall north driveway  
• 
Route 85 at Crystal Mall middle driveway  
• 
Route 85 at Dayton Place  
• 
Route 85 at Crystal Mall south driveway  
• 
Route 85 at I-95 southbound ramps  
• 
Route 85 at I-95 northbound ramps 
 

 
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2 
PROJECT-GENERATED TRAFFIC 
 
The Crystal Mall is generally vacant. Trip generation within the study compared the proposed office 
development to the Crystal Mall under full occupancy. When comparing the two scenarios, the 
proposed site generated trips result in a significant reduction to weekday daily and Saturday trips 
(>15,000 trips per day). Peak hour trip generation in the morning will provide 1,225 net new vehicle 
trips while the evening and Saturday midday peak hours will result in 873 and 2,726 net fewer 
vehicle trips respectively.  
 
Project-related traffic-volume increases in the study area relative to 2027 Background conditions 
are anticipated to range from 87 to 715 vehicles or 4.9 to 44.7 percent, during peak periods. The 
larger increases occur during the weekday morning peak hour before stores within the Crystal Mall 
would be open. 
 
 
TRAFFIC OPERATIONS ANALYSIS 
 
Under future conditions, operations are impacted with increases in delays and vehicle queue lengths 
on the various approaches. Some intersections were shown to operate near or at capacity. When 
comparing the proposed office use to the potential full occupancy of the mall, the same intersections 
are impacted with similar or larger levels of delay. Mitigation has been identified to improve 
operations at these locations and would be required if either of these conditions were to occur. 
 
 
RECOMMENDATIONS 
 
Recommendations include promoting Transportation Demand Management (TDM) measures and 
off-site mitigation. It should be noted there is a CTDOT improvement project scheduled to begin 
by November 2026 that will upgrade and replace the traffic signal equipment along Route 85 
adjacent to the Crystal Mall. It is recommended that the Route 85 coordinated signal system be 
optimized to the changes in traffic volumes from the Project. To reduce travel times through the 
corridor and minimize delays, two separate lane reconfigurations will be required. The southern 
exit driveway from the Crystal Mall will require a second right-turn lane to offset weekday evening 
exiting volumes. At the I-95 off-ramps, a lane reconfiguration is being proposed to allow for a dual 
left turn onto I-95 northbound. Widening of the on-ramp is proposed, and lane designations of 
Route 85 northbound and I-95 eastbound off-ramp will be modified. Additionally, pedestrian 
accommodations will be upgraded at the Route 85 at I-95 southbound off-ramps to provide safer 
crossing conditions while allowing for more traffic to flow off the interstate.  
 
 
CONCLUSIONS 
 
As documented in this study, Project-related traffic increases will result in increases in traffic 
volumes or traffic delays at the intersections within the study area. When comparing this to the full 
occupancy of the Crystal Mall, similar movements are shown to be nearing or at-capacity, and both 
scenarios would require some off-site mitigation. With the implementation of mitigation measures, 
the majority of increases in overall intersection delays will be less than 20 seconds with all 
intersections operating at an overall level of service D or better. Based on these analyses, it is 
expected that Project-related traffic will be adequately accommodated within the existing and 
future infrastructure with manageable impacts on the traffic operations within the study area. 

 
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3 
INTRODUCTION 
Vanasse & Associates, Inc. (VAI) has prepared this Transportation Impact Study (TIS) in order to 
identify the traffic impacts associated with the proposed retail-to-office redevelopment of the 
Crystal Mall located at 850 Hartford Turnpike in Waterford, Connecticut. This report identifies and 
analyzes existing and future traffic conditions both with and without the Project and reviews access 
requirements, potential off-site improvements, and safety considerations.  
 
 
STUDY METHODOLOGY 
 
This study was prepared in accordance with the State guidelines for TISs and was conducted in 
three distinct stages. 
 
The first stage involved an assessment of existing conditions in the study area, including an 
inventory of roadway geometry, observations of traffic flow, and collection of peak-period traffic 
counts. 
 
In the second stage of the study, future traffic conditions were projected and analyzed. Specific 
travel demand forecasts for the Project were assessed, along with future traffic demand due to 
expected traffic growth independent of the Project. A two-year time horizon was selected for these 
analyses, consistent with State guidelines for the preparation of TISs. The traffic analysis conducted 
in stage two identifies projected future roadway capacity, traffic safety, and site access issues. 
 
The third stage of the study presents and evaluates measures to address traffic and safety issues, if 
necessary, based on the results from stage two. 
 
 
 

 
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4 
EXISTING CONDITIONS 
A comprehensive field inventory of existing conditions within the study area was conducted in 
October 2025. The field investigation consisted of an inventory of existing roadway geometrics, 
traffic volumes, and operating characteristics, as well as posted speed limits, sight distance, and 
land use information within the study area. The study area for the Project includes the major 
roadway that provides access to the Project, as well as the intersections, which are expected to 
accommodate the majority of Project-related traffic. The study area is listed below and graphically 
depicted on Figure 1. 
 
• 
Hartford Turnpike (Route 85) at Cross Road  
• 
Route 85 at Waterford Commons and Target driveway  
• 
Route 85 at Crystal Mall north driveway  
• 
Route 85 at Crystal Mall middle driveway  
• 
Route 85 at Dayton Place  
• 
Route 85 at Crystal Mall south driveway  
• 
Route 85 at I-95 southbound ramps  
• 
Route 85 at I-95 northbound ramps 
 
 
GEOMETRY 
 
Roadway 
 
Hartford Turnpike (Route 85)  
 
Route 85 is a four-lane principal arterial roadway under Connecticut Department of Transportation 
(CTDOT) jurisdiction. The road has a general northwest-southeast alignment throughout the study 
area and consists of two 11-foot-wide through lanes in each direction separated by a variable 6- to 
15-foot-wide curbed median. Additional turning lanes are provided at major intersections. The 
posted speed limit within the study area is 35 miles per hour (mph). Land use along Route 85 within 
the study area consists of commercial developments. 
 
Intersections 
 
Figure 2 summarizes existing traffic control, lane use, travel lane widths, and pedestrian and bicycle 
accommodations at the study area intersections as observed in October 2025. 
 

95
85
ROAD
SITE
CRYSTAL
MALL
TURNPIKE
HARTFORD
HARVEY
AVENUE
CROSS
OLIVE
GARDEN
DAYTON
ROAD
VAUXHALL
EXTENSION
STREET
Figure 1
N
Vanasse &
Associates inc
700
1400
0
Scale in Feet
Study Area and
Site Location Map
Legend:
Study Area Intersections
Traffic Impact Study - Proposed Crystal Mall Redevelopment - Waterford, Connecticut
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Figure 2
Not to Scale
N
Travel Lane Width, and
Existing Intersection Lane Use,
Pedestrian Facilities
Traffic Impact Study - Proposed Crystal Mall Redevelopment - Waterford, Connecticut 
Vanasse &
Associates inc
WATERFORD
SITE
85
95
Legend:
Sidewalk
Unsignalized Intersection
U
Signalized Intersection
S
Crosswalk
Lane Use and Travel Lane Width
S
S
S
S
S
S
S
U
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5 
EXISTING TRAFFIC VOLUMES 
 
In order to establish base traffic-volume demands and flow patterns within the study area, manual 
turning movement counts (TMCs) were conducted in October 2025. TMCs were conducted on 
Friday, October 24, 2025, during the weekday morning (7:00 to 9:00 AM) and weekday evening 
(4:00 to 6:00 PM) peak periods.  
 
Additionally, an automatic traffic recorder (ATR) was used to identify traffic flow patterns on 
Route 85 in October 2025. The ATR was conducted for a 48-hour period from Thursday, October 
23, to Friday, October 24, 2025. Speed and volume measurements were collected in 15-minute 
increments.  
 
Traffic-Volume Adjustments 
 
In order to develop 2025 Existing traffic-volume conditions, the data collected was assessed to 
determine if adjustments to account for seasonal fluctuations in traffic were necessary. To achieve 
this, the 2024 Expansion Factors1 from the CTDOT Bureau of Policy and Planning was used. 
Specifically, Group 4 – Urban Factors was reviewed. Based on this review, it was determined that 
traffic volumes on Fridays in October are 14 percent above average-month conditions, and 
therefore, the traffic volumes were left unadjusted in order to provide a conservative analysis 
condition. A summary of the 2025 Existing daily and peak-hour traffic volumes is provided in 
Table 1. The 2025 Existing peak-hour traffic volumes are shown graphically in Figures 3 and 4 for 
the respective weekday morning and weekday evening peak-hour periods.  
 
As shown in Table 1, Route 85 carried approximately 23,580 vehicles per day (vpd) on an average 
weekday, with 1,235 vehicles per hour (vph) during the weekday morning peak hour and 2,209 vph 
during the weekday evening peak hour. During the weekday morning peak hour, 60 percent of the 
traffic travels southbound, and during the weekday evening peak hour, 56 percent of the traffic 
travels northbound.  
 
 
Table 1 
2025 EXISTING ROADWAY TRAFFIC-VOLUME SUMMARY 
 
Location/Peak Hour 
 
Daily 
Volume 
(vpd)a 
Volume 
(vph)b 
K Factorc 
Directional 
Distributiond 
 
Route 85, north of Dayton Place: 
Weekday Daily 
Weekday Morning 
Weekday Evening 
 
 
 
23,580 
-- 
-- 
 
 
 
-- 
1,235 
2,209 
 
 
 
-- 
5.2 
9.4 
 
 
 
-- 
60% SB 
56% NB 
 
Source: ATRs conducted by VAI in October 2025. 
aTwo-way daily traffic expressed in vehicles per day, based on ATR conducted by VAI in October 2025. 
bTwo-way peak-hour volume expressed in vehicles per hour. 
cThe percentage of daily traffic that occurs during the peak hour.  
dPercent traveling in peak direction. 
 
 
 
1Expansion Factors 2024; CTDOT Bureau of Policy and Planning; 2025. 

Figure 3
Not to Scale
N
Weekday Morning
2025 Existing
Peak-Hour Traffic Volumes
Note: Imbalances exist due to numerous curb cuts and side streets that are not shown.
Note:
Traffic Impact Study - Proposed Crystal Mall Redevelopment - Waterford, Connecticut 
Vanasse &
Associates inc
WATERFORD
SITE
85
95
R:\10416\Graphics\TIA\January 2026\10416NT1.dwg, 1/22/2026 11:55:08 AM

Figure 4
Not to Scale
N
Weekday Evening
2025 Existing
Peak-Hour Traffic Volumes
Note: Imbalances exist due to numerous curb cuts and side streets that are not shown.
Note:
Traffic Impact Study - Proposed Crystal Mall Redevelopment - Waterford, Connecticut 
Vanasse &
Associates inc
WATERFORD
SITE
85
95
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6 
PEDESTRIAN AND BICYCLE FACILITIES 
 
An inventory of pedestrian and bicycle facilities within the study area was undertaken in October 
2025. There are no sidewalks or bicycle facilities located within the majority of the study area. The 
majority of the sidewalks within the corridor are located between the two signalized intersections 
of the Crystal Mall south entrance driveway and the I-95 northbound ramps. West of the south 
driveway entrance, a sidewalk is only present on the north side of Route 85 up to the Dayton Place 
intersection. Pedestrian crosswalks are present at only four of the eight signalized intersections. 
The full field inventory of the study area is shown on Figure 2. 
 
 
PUBLIC TRANSPORTATION 
 
Public transportation services are provided within the Town of Waterford by the Southeast Area 
Transit District (SEAT). The closest SEAT bus service to the Project site is provided at the Crystal 
Mall building entrance, accessed from the south entrance driveway. Within the study area, the 
SEAT operates the bus services shown in Table 2. 
 
 
Table 2 
PUBLIC TRANSPORTATION SERVICES 
 
Service  
Stop Closest to Site 
Distance 
from Site  
 
Weekday  
Saturdaya 
Hours of 
Operation 
Headway 
(minutes) 
Hours of 
Operation 
Headway 
(minutes) 
 
Route 12: New London to 
Crystal Mall and 
New London Shopping Center  
 
 
Crystal Mall 
 
 
Internal 
 
6:25 AM – 
7:25 PM 
60 
7:25 AM – 
6:55 PM 
60 
Route 14: New London to 
New London Mall, 
Waterford Commons, Crystal Mall, 
and New London Shopping Center  
 
Crystal Mall 
Internal 
6:35 AM – 
7:55 PM 
60 
7:00 AM – 
6:55 PM 
60 
Route 15: New London to Mitchell 
College, Waterford Commons, and 
Crystal Mall 
 
Crystal Mall 
Internal 
8:00 PM – 
10:55 PM 
60 
7:00 PM – 
10:55 PM 
60 
aNo Sunday service is provided.  
 
 
VEHICLE SPEED MEASUREMENTS 
 
Existing vehicle speeds along Route 85 in the vicinity of the Project site were recorded in 
conjunction with the ATR to determine the average and 85th percentile vehicle speeds. The speed 
limit on this section of Route 85 is posted at 35 mph. The results of the speed measurements are 
shown in Table 3. 
 
 
 
 
 

 
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7 
Table 3 
VEHICLE TRAVEL SPEED MEASUREMENTS 
 
 
 
Route 85 
 
Northbound 
Southbound 
 
Average Travel Speed (mph) 
 
 
41 
 
44 
85th Percentile Speed (mph) 
 
47 
50 
Speed Limit (mph) 
35 
35 
 
 
 
Source: Speed data conducted by VAI in October 2025 at Route 85 north of Dayton Place. 
mph = miles per hour. 
 
 
As can be seen in Table 3, the mean vehicle travel speed along Route 85 in the vicinity of the 
Project site was 41 and 44 mph in the northbound and southbound directions, respectively. The 
measured 85th percentile vehicle travel speed, or the speed at which 85 percent of the observed 
vehicles traveled at or below, was found to be 47 and 50 mph in the northbound and southbound 
directions. This is greater than 10 mph above the posted speed limit in both directions of 35 mph. 
 
 
MOTOR VEHICLE CRASH DATA 
 
Motor vehicle crash data were obtained from the Connecticut Crash Data Repository for the 
calendar years 2022 to 2024 to identify crash trends and/or safety deficiencies in the study area. 
Motor vehicle crash data for the study location was researched to determine the type of incident, 
weather conditions, lighting conditions, roadway conditions, and severity of each incident. A 
summary of the data is provided in Table 4. 
 
As can be seen in Table 4, five of the study intersections have 10 or less crashes per year, while 
three of the study intersections range from 10.33 to 15.67 crashes per year. A majority of the crashes 
observed throughout the study intersections occurred under clear weather conditions, during 
daylight, and involved rear-end type crashes that resulted in property damage only. No fatalities, 
pedestrian-related, or bicycle-related injuries were reported at any of the analyzed intersections 
within the last three years. Detailed crash exports from the Connecticut Crash Data Repository are 
provided in the Appendix.  
 

 
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8 
Table 4 
MOTOR VEHICLE CRASH DATA SUMMARY 
 
 
Scenario 
 
Route 85 at 
Cross Road 
 
Route 85 at 
Waterford Commons 
and Target Driveway 
Route 85 at 
Crystal Mall 
North Driveway 
 
Route 85 at 
Crystal Mall 
Middle Driveway 
Route 85 at 
Dayton Place 
Route 85 at 
Crystal Mall 
South Driveway 
Route 85 at 
I-95 Southbound 
Ramps 
Route 85 at 
I-95 Northbound 
Ramps 
 
Year: 
2022 
2023 
2024 
Total 
 
 
16 
11 
  9 
36 
 
 
9 
10 
 10 
29 
 
 
0 
1 
 1 
2 
 
 
0 
1 
 0 
1 
 
 
4 
6 
  3 
13 
 
 
5 
4 
  5 
14 
 
 
21 
13 
 13 
47 
 
 
12 
11 
  8 
31 
Averagea 
12.00 
9.67 
0.67 
0.33 
4.33 
4.67 
15.67 
10.33 
 
Type: 
Angle 
Rear-End 
Head-On 
Sideswipe 
Pedestrian/Bike 
Single Vehicle 
Unknown/Other 
Total 
 
 
10 
15 
0 
7 
0 
4 
  0 
36 
 
 
7 
21 
0 
1 
0 
0 
  0 
29 
 
 
1 
0 
0 
1 
0 
0 
 0 
2 
 
 
0 
1 
0 
0 
0 
0 
 0 
1 
 
 
4 
7 
0 
1 
0 
1 
  0 
13 
 
 
8 
5 
0 
1 
0 
0 
  0 
14 
 
 
12 
24 
1 
6 
0 
4 
  0 
47 
 
 
7 
17 
0 
5 
0 
2 
  0 
31 
Weather Conditions: 
Clear 
Cloudy/Rain 
Snow/Ice 
Fog 
Unknown/Other 
Total 
 
26 
7 
3 
0 
  0 
36 
 
25 
4 
0 
0 
  0 
29 
 
2 
0 
0 
0 
 0 
2 
 
1 
0 
0 
0 
 0 
1 
 
9 
2 
1 
1 
  0 
13 
 
11 
3 
0 
0 
  0 
14 
 
34 
13 
0 
0 
  0 
47 
 
23 
8 
0 
0 
  0 
31 
Lighting Conditions: 
Daylight 
Dawn/Dusk 
Dark (lit) 
Dark (unlit) 
Unknown/Other 
Total 
 
24 
1 
8 
3 
  0 
36 
 
20 
2 
7 
0 
  0 
29 
 
1 
0 
1 
0 
 0 
2 
 
1 
0 
0 
0 
 0 
1 
 
10 
0 
2 
1 
  0 
13 
 
8 
1 
5 
0 
  0 
14 
 
37 
2 
8 
0 
  0 
47 
 
25 
0 
5 
1 
  0 
31 
Pavement Conditions : 
Dry 
Wet 
Snow/Ice 
Unknown/Other 
Total 
 
25 
8 
3 
  0 
36 
 
25 
4 
0 
  0 
29 
 
2 
0 
0 
 0 
2 
 
1 
0 
0 
 0 
1 
 
8 
4 
1 
  0 
13 
 
9 
5 
0 
  0 
14 
 
38 
9 
0 
  0 
47 
 
23 
8 
0 
  0 
31 
Severity: 
Property Damage Only 
Personal Injury 
Fatality 
Unknown/Other 
Total 
 
 
25 
11 
0 
  0 
36 
 
23 
16 
0 
  0 
29 
 
1 
1 
0 
 0 
2 
 
1 
0 
0 
 0 
1 
 
6 
7 
0 
  0 
13 
 
7 
7 
0 
  0 
14 
 
33 
14 
0 
  0 
47 
 
24 
7 
0 
  0 
31 
Source: UCONN Connecticut Crash Data Repository, 2022 through 2024 
aAverage number of crashes over the three-year period.

 
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9 
FUTURE CONDITIONS  
To determine the impact of site-generated traffic volumes on the roadway network under future 
conditions, existing traffic volumes in the study area were projected to the year 2027. Traffic 
volumes on the roadway network at that time, in the absence of the Project (that is, the Background 
condition), would include existing traffic, new traffic due to general background traffic growth, 
and traffic related to specific development by others expected to be completed by 2027. Inclusion 
of these factors resulted in the development of 2027 Background traffic volumes. Anticipated site-
generated traffic volumes were then superimposed upon these Background traffic-flow networks 
to develop the 2027 Combined traffic-volume conditions. 
 
 
FUTURE TRAFFIC GROWTH 
 
Traffic growth on area roadways is a function of the expected land development impacting the 
study area. Several methods are used to estimate this growth. A procedure frequently employed 
estimates an annual percentage increase in traffic growth and applies that percentage to all existing 
traffic volumes under study. The drawback to such a procedure is that some turning volumes may 
actually grow at either a higher or a lower rate at particular intersections.  
 
In addition, we identified the location and type of planned development affecting the study area, 
estimated the traffic to be generated by that development, and assigned it to the area roadway 
network. This produces a more realistic estimate of growth for local traffic. However, the drawback 
of this procedure is that the potential growth in population and development external to the study 
area would not be accounted for in the traffic projections. 
 
To provide a conservative analysis framework, both procedures were used in this TIS.  
 
General Background Growth 
 
To determine traffic growth in the study area, historic traffic count data provided by the CTDOT 
Bureau of Policy and Planning were reviewed. This data within the Waterford/New London area 
indicates that traffic volume fluctuates, with an average increase of 0.05 percent. To be 
conservative, a 1.0 percent per year compounded annual background traffic growth rate was used 
to account for future traffic growth, including presently unforeseen development within the study 
area.  
 

 
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Specific Development by Others 
 
The Town of Waterford was contacted in order to determine if there are any projects planned within 
the study area that would have an impact on future traffic volumes at the study intersections. Based 
on these discussions, no developments were identified at this time that are expected to result in an 
increase in traffic within the study area beyond the general background traffic growth rate of 1.0 
percent. 
 
Planned Roadway Improvements 
 
Since the study area roadway is under State jurisdiction, CTDOT was contacted in order to 
determine if there were any planned future roadway improvement projects within the study area. 
Based on these discussions, the following project was identified: 
 
Computerized Traffic Signal System (CTSS) Replacement, Waterford.  This project entails the 
reconstruction of aging traffic signal infrastructure of ten signals along the Route 85 corridor, 
ranging from the Jefferson Avenue intersection, south of the Project site, to the I-395 southbound 
off-ramp. The reconstruction of the existing signals will allow for enhanced video capabilities for 
vehicle detection, optimized coordination between signals, and additional pedestrian 
accommodation at certain intersections. Construction is scheduled to begin by November 2026.  
Based on the project goals and draft plans received by CTDOT, the following assumptions were 
implemented into the background and combined conditions:  
➢ Pedestrian crossings would be implemented at all intersections. Pedestrian phasing was 
included at any intersections where pedestrian volume was recorded.  
➢ “NO RIGHT TURN ON RED” signs would be installed at all intersections with such a 
movement. This was incorporated within the capacity analysis of the Background and 
Combined conditions.  
➢ Since the corridor is being reconstructed, it is assumed that the coordinated signal system 
will be re-timed according to recent traffic volumes. As such, the coordinated signals were 
optimized to all be on the same cycle length, with revised splits and updated clearance 
timings according to the draft plans that were obtained from CTDOT. 
Background Traffic Volumes 
 
The 2027 Background peak-hour traffic-volume networks were developed by applying the 
1.0 percent per year compounded annual background traffic growth rate to the 2025 Existing peak-
hour traffic volumes for a two-year period. The resulting 2027 Background weekday morning and 
evening peak-hour traffic-volume networks are shown on Figures 5 and 6, respectively.  
 
 
 

Figure 5
Not to Scale
N
Weekday Morning
2027 Background
Peak-Hour Traffic Volumes
Note: Imbalances exist due to numerous curb cuts and side streets that are not shown.
Note:
Traffic Impact Study - Proposed Crystal Mall Redevelopment - Waterford, Connecticut 
Vanasse &
Associates inc
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Traffic Impact Study - Proposed Crystal Mall Redevelopment - Waterford, Connecticut 
Figure 6
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Weekday Evening
2027 Background
Peak-Hour Traffic Volumes
Note: Imbalances exist due to numerous curb cuts and side streets that are not shown.
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PROJECT-GENERATED TRAFFIC 
 
Project Site Existing Trips 
 
At present, the Crystal Mall site is zoned for commercial use. The Project involves the 
redevelopment of the entire parcel to provide office and research and development spaces. A 
comparison of the building’s trip generation for both the former retail use and the proposed use was 
developed as a first step to identify the impacts of the Project. The building area from a prior OSTA 
certificate2 for the Crystal Mall was reviewed for this analysis.  
 
To determine traffic characteristics of the existing use, trip-generation statistics published by the 
Institute of Transportation Engineers (ITE)3 were reviewed. Trip rates from ITE Land Use Code 
(LUC) 820, Shopping Center were used. Trips were developed for a typical weekday and Saturday 
daily, as well as the weekday morning and weekday evening peak hours. The vehicle trips assuming 
a re-occupied Crystal Mall are summarized in Table 5. 
 
Table 5 
CRYSTAL MALL RE-OCCUPIED  
TRIP-GENERATION SUMMARY 
 
 
Time Period/Direction 
 
Site 
Existing 
Total Tripsa 
 
Weekday Daily 
 
29,226  
 
Weekday Morning Peak Hour: 
 
Entering 
 
Exiting 
 
Total 
 
 
438 
 279 
707 
 
Weekday Evening Peak Hour: 
 
Entering 
 
Exiting 
 
Total 
 
 
1,293 
1,335 
2,618 
 
Saturday Daily 
 
31,988 
 
Saturday Midday Peak Hour:  
 
Entering 
 
Exiting 
 
Total 
 
 
 
1,439 
 1,383 
2,822 
aBased on ITE LUC 820, Shopping Center (803.12 /1,000 sf). 
 
As can be seen in Table 5, the existing site as a re-occupied shopping center would be expected to 
generate 29,226 vehicle trips on an average weekday and 31,988 vehicle trips on an average 
Saturday (two-way, 24-hour volume), with 707 vehicle trips (438 entering and 279 exiting) during 
the weekday morning peak hour, 2,618 vehicle trips (1,293 entering and 1,335 exiting) during the 
 
2Certificate 280-A, Crystal Mall/ Olive Garden; CT, 2003.  
3Trip Generation, 12th Edition; Institute of Transportation Engineers; Washington, DC; 2025. 

 
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weekday evening peak hour, and 2,822 vehicle trips (1,439 entering and 1,383 exiting) during the 
Saturday midday peak hour. This is roughly in line with the Project’s original Office of the State 
Traffic Administration (OSTA) application, which identified the Crystal Mall to generate 
approximately 32,000 vehicles per day, with a peak-hour generation of 6,000 vehicles (3,600 
entering and 2,400 exiting).  
 
Project Future Trip Generation 
 
The proposed Project entails the redevelopment of the existing approximately 980,000 sf building 
into a combination of office and research and development uses. To develop the traffic 
characteristics of the proposed Project, trip-generation statistics published by the ITE4 for similar 
land uses as those proposed were used. The distribution of building area between uses was 
developed based on a percentage of each use by square footage, and those percentages were then 
assigned to 4,500 anticipated employees for daily trip generations and 3,900 for peak hour trip 
generation. This reduction of 600 employees for peak hour trips is included since 300 workers will 
be working 2nd shift (2:30 PM to 10:30 PM) and 3rd shift (10:30 PM to 6:30 AM) respectively and 
will be traveling during off-peak hours. Saturday daily and Saturday midday peak hour trips were 
estimated based on the assumption that approximately five percent of employees would report to 
work on a given Saturday.  
 
 
 
4Ibid 3. 

 
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Table 6 
PROPOSED SITE TRIP-GENERATION SUMMARY 
 
 
 
Time Period/ 
Directional Distribution 
Proposed 
Office Trips 
Proposed 
Research and 
Development 
Trips 
Total Proposed 
Trips 
 
Weekday Daily 
 
 
8,826a 
 
4,242b 
 
13,068 
Weekday Morning Peak Hour: 
 
Entering 
 
Exiting 
 
Total 
 
 
1,211c 
    197c  
1,408 
 
377d 
 147d 
524 
 
1,588 
  344 
1,932 
Weekday Evening Peak Hour: 
 
Entering 
 
Exiting 
 
Total 
 
233c 
 1,060c 
1,293 
 
154d 
  298d 
452 
 
387 
 1,358 
1,745  
 
Saturday Daily 
 
 
442 
 
212 
 
654 
Saturday Midday Peak Hour: 
Entering  
Exiting 
 
Total 
 
 
35 
 35 
70 
 
13 
 13 
26 
 
48 
  48 
96 
aBased on ITE LUC 710, General Office Building (3,315 employees).  
bBased on ITE LUC 760, Research and Development Center (1,185 employees). 
cBased on ITE LUC 710, General Office Building (2,873 employees).  
dBased on ITE LUC 760, Research and Development Center (1,027 employees). 
 
As can be seen in Table 6, the proposed site is expected to generate 13,068 vehicle trips on an 
average weekday (two-way, 24-hour volume) and 654 vehicles trips on an average Saturday, with 
1,932 vehicle trips (1,588 entering and 344 exiting) during the weekday morning peak hour, 1,745 
vehicle trips (387 entering and 1,358 exiting) during the weekday evening peak hour and 96 vehicle 
trips (48 entering and 48 exiting) during the Saturday midday peak hour.   
 
Per OSTA standards, the Project compares the existing and proposed land use to identify net new 
Project-generated traffic. As such, Table 7 provides a comparison of trips between the land uses 
and the anticipated change in trips from the new office development.  

 
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Table 7 
NET NEW TRIP-GENERATION SUMMARY 
 
 
 
Time Period/ 
Directional Distribution 
Existing 
Tripsa 
(A) 
Proposed 
Tripsb 
(B) 
Net New 
Trips 
(C=B-A) 
 
Weekday Daily 
 
 
29,226 
 
13,068 
 
-16,158 
 
Weekday Morning Peak Hour: 
 
Entering 
 
Exiting 
 
Total 
 
 
438 
 269 
707 
 
1,588 
 344 
1,932 
 
+1,150 
  _+75 
+1,225 
 
Weekday Evening Peak Hour: 
 
Entering 
 
Exiting 
 
Total 
 
 
1,283 
 1,335 
2,618 
 
387 
  1,358 
1,745 
 
 
-896 
  +23 
-873 
Saturday Daily 
 
31,988 
654 
-31,334 
Saturday Midday Peak Hour: 
 
Entering 
 
Exiting 
 
Total 
 
 
1,439 
 1,383 
2,822 
 
48 
  48 
96 
 
-1,391 
  -1,335 
-2,726 
aTotal Existing Trips in Table 5.  
bTotal Proposed Trips in Table 6.  
 
As can be seen in Table 7, the proposed office building is expected to generate 16,158 net fewer 
vehicle trips on an average weekday (two-way, 24-hour volume) and 31,334 net fewer vehicle trips 
on a typical Saturday, with 1,225 net new vehicle trips (+1,150 entering and +75 exiting) during 
the weekday morning peak hour,  865 net-fewer vehicle trips (-896 entering and +23 exiting) during 
the weekday evening peak hour and 2,726 net-fewer trips (-1,391 entering and -1,335 exiting) 
during the Saturday midday peak hour.  
 
TRIP DISTRIBUTION AND ASSIGNMENT 
 
The Project trip distribution was based on a review of existing travel patterns at the study area 
intersections and Journey-to-Work data from the General Dynamics Electric Boat’s Census Tract 
(7025) with destinations broken out by city/town, counties, and states. Table 8 shows the Project 
trip assignment based on these data. Figure 7 shows the graphical representation of trip distribution 
on the roadway network. Figures 8 and 9 show the respective weekday morning and weekday 
evening peak-hour site generated trips through the network.  
 
In addition to this, analysis was conducted assuming the full occupancy of the Crystal Mall based 
on the existing trips identified in Table 5. Assuming that five percent of the Mall is currently 
occupied, the remaining 95 percent of existing trips were assigned and distributed based on a review 
of existing travel patterns within the network. Figure 10 shows the graphical representation of the 
retail trip distribution on the roadway network. Figures 11 and 12 show the respective weekday 
morning and weekday evening peak-hour full occupancy trips through the network.  
 

Figure 7
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Trip Distribution Map
Project-Generated Traffic
Traffic Impact Study - Proposed Crystal Mall Redevelopment - Waterford, Connecticut 
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Legend:
Exiting Trips
Entering Trips
(XX)
XX
37%
10%
45%
5%
3%
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Figure 8
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Weekday Morning
Project-Generated Traffic
Peak-Hour Traffic Volumes
Traffic Impact Study - Proposed Crystal Mall Redevelopment - Waterford, Connecticut 
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Legend:
Exiting Trips
Entering Trips
(XX)
XX
SITE
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Figure 9
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Weekday Evening
Project-Generated Traffic
Peak-Hour Traffic Volumes
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Legend:
Exiting Trips
Entering Trips
(XX)
XX
SITE
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Figure 10
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Trip Distribution Map
Full Mall Occupancy
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Legend:
Exiting Trips
Entering Trips
(XX)
XX
30%
5%
30%
25%
10%
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Figure 11
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Weekday Morning
Full Mall Occupancy
Peak-Hour Traffic Volumes
Traffic Impact Study - Proposed Crystal Mall Redevelopment - Waterford, Connecticut 
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Legend:
Exiting Trips
Entering Trips
(XX)
XX
SITE
Note: Full Occupancy site generation is developed
assuming 5% of the Crystal Mall is currently occupied
and are already included within the existing network.
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Figure 12
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Weekday Evening
Full Mall Occupancy
Peak-Hour Traffic Volumes
Traffic Impact Study - Proposed Crystal Mall Redevelopment - Waterford, Connecticut 
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Legend:
Exiting Trips
Entering Trips
(XX)
XX
SITE
Note: Full Occupancy site generation is developed
assuming 5% of the Crystal Mall is currently occupied
and are already included within the existing network.
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Table 8 
TRIP-DISTRIBUTION SUMMARY 
 
 
Proposed Office Use 
Trip Distribution 
Full Mall Occupancy 
Distribution 
Roadway 
 
Direction 
(To/From) 
 
Percent  
(To/From) 
 
Percent  
(To/From) 
 
Route 85 
Route 85  
Interstate 95 
Interstate 95 
Cross Road 
 
TOTAL 
 
North 
South 
East  
West 
West 
 
 
37 
5 
45 
10 
   3 
 
100 
 
30 
25 
30 
5 
 10 
 
100 
 
 
FUTURE TRAFFIC VOLUMES – BUILD CONDITION 
 
The 2027 Combined condition networks consist of the 2027 Background traffic volumes with the 
existing site-generated traffic throughout the Crystal Mall, and the anticipated Project-generated 
traffic added to them. Existing trips were retained in the analysis to provide a conservative 
estimation of traffic impacts. The 2027 Combined weekday morning and weekday evening peak-
hour traffic-volume networks are graphically depicted on Figures 13 and 14 while the 2027 Full 
Mall Occupancy peak hour traffic-volume networks are depicted on Figures 15 and 16 respectively. 
A summary of peak-hour projected traffic-volume increases external to the study area that is the 
subject of this assessment is shown in Table 9. These volumes are based on the expected increases 
from the Project. 
 
Table 9 
PEAK-HOUR TRAFFIC-VOLUME INCREASES 
 
Location/Peak Hour 
2027 
Background  
 2027 
Combined 
 
Traffic-Volume 
Increase Over 
Background 
Percent Increase 
Over 
Background 
 
Route 85, north of Cross Road: 
 
Weekday Morning 
 
Weekday Evening 
 
 
 
1,600 
2,351 
 
 
2,315 
2,997 
 
 
715 
646 
 
 
44.7 
27.5 
Route 85, south of I-95: 
 
Weekday Morning 
 
Weekday Evening 
 
 
1,347 
1,785 
 
1,443 
1,872 
 
96 
87 
 
7.1 
4.9 
aTwo-way volume during peak hours listed. 
 
As shown in Table 9, Project-related traffic-volume increases external to the study area relative to 
2027 Background conditions are anticipated to range from 87 to 715 vehicles or 4.9 to 44.7 percent 
during the peak periods. 

Figure 13
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Weekday Morning
2027 Combined
Peak-Hour Traffic Volumes
Note: Imbalances exist due to numerous curb cuts and side streets that are not shown.
Note:
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Traffic Impact Study - Proposed Crystal Mall Redevelopment - Waterford, Connecticut 
Figure 14
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Weekday Evening
2027 Combined
Peak-Hour Traffic Volumes
Note: Imbalances exist due to numerous curb cuts and side streets that are not shown.
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Figure 15
Not to Scale
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Weekday Morning
2027 Full Mall Occupancy
Peak-Hour Traffic Volumes
Note: Imbalances exist due to numerous curb cuts and side streets that are not shown.
Note:
Traffic Impact Study - Proposed Crystal Mall Redevelopment - Waterford, Connecticut 
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Traffic Impact Study - Proposed Crystal Mall Redevelopment - Waterford, Connecticut 
Figure 16
Not to Scale
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Weekday Evening
2027 Full Mall Occupancy
Peak-Hour Traffic Volumes
Note: Imbalances exist due to numerous curb cuts and side streets that are not shown.
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TRAFFIC OPERATIONS ANALYSIS 
Measuring existing and future traffic volumes quantify traffic flow within the study area. To assess 
quality of flow, roadway capacity, and vehicle queue analyses were conducted under Existing, 
Background, and Build traffic-volume conditions. Capacity analyses provide an indication of how 
well the roadway facilities serve the traffic demands placed upon them, with vehicle queue analyses 
providing a secondary measure of the operational characteristics of an intersection or section of 
roadway under study. 
 
 
METHODOLOGY 
 
Levels of Service 
 
A primary result of capacity analysis is the assignment of level of service to traffic facilities under 
various traffic-flow conditions.5 The concept of level of service is defined as a qualitative measure 
describing operational conditions within a traffic stream and their perception by motorists and/or 
passengers. A level-of-service definition provides an index to quality of traffic flow in terms of 
such factors as speed, travel time, freedom to maneuver, traffic interruptions, comfort, convenience, 
and safety. 
 
Six levels of service are defined for each type of facility. They are given letter designations from 
A to F, with level-of-service (LOS) A representing the best-operating conditions and LOS F 
representing congested or constrained operating conditions. 
 
Since the level of service of a traffic facility is a function of the traffic flows placed upon it, such a 
facility may operate at a wide range of levels of service, depending on the time of day, day of week, 
or period of year. 
 
Signalized Intersections 
 
The six levels of service for signalized intersections may be described as follows: 
 
 
5The capacity analysis methodology is based on the concepts and procedures presented in the Highway Capacity Manual 
6th Edition; Transportation Research Board; Washington, DC; 2016. 

 
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• 
LOS A describes operations with very low control delay; most vehicles do not stop at all. 
• 
LOS B describes operations with relatively low control delay. However, more vehicles stop 
than LOS A. 
• 
LOS C describes operations with higher control delays. Individual cycle failures may begin 
to appear. The number of vehicles stopping is significant at this level, although many still 
pass through the intersection without stopping. 
• 
LOS D describes operations with control delay in the range where the influence of 
congestion becomes more noticeable. Many vehicles stop, and individual cycle failures are 
noticeable. 
• 
LOS E describes operations with high control delay values. Individual cycle failures are 
frequent occurrences. 
• 
LOS F describes operations with high control delay values that often occur with 
oversaturation. Poor progression and long cycle lengths may also be major contributing 
causes to such delay levels. 
Levels of service for signalized intersections were calculated using the Percentile Delay Method 
implemented as a part of the Synchro™ 12 software. The Percentile Delay Method assesses the 
effects of signal type, timing, phasing, and progression; vehicle mix; and geometrics on 
“percentile” delay. Level-of-service designations are based on the criterion of percentile delay per 
vehicle and are a measure of: i) driver discomfort; ii) motorist frustration; and iii) fuel consumption; 
and include a uniform delay based on percentile volumes using a Poisson arrival pattern, an initial 
queue move-up time, and a queue interaction delay that accounts for delays resulting from queues 
extending from adjacent intersections. Table 10 summarizes the relationship between level-of-
service and percentile delay and uses the same numerical delay thresholds as the Highway Capacity 
Manual method. The tabulated percentile delay criterion may be applied in assigning level-of-
service designations to individual lane groups, to individual intersection approaches, or to entire 
intersections. 
 
 
Table 10 
LEVEL-OF-SERVICE CRITERIA FOR SIGNALIZED INTERSECTIONSa 
 
 
 
Level of Service 
 
Percentile Delay  
Per Vehicle (Seconds) 
 
A 
B 
C 
D 
E 
F 
 
 
<10.0 
10.1 to 20.0 
20.1 to 35.0 
35.1 to 55.0 
55.1 to 80.0 
>80.0 
 
aSource: Highway Capacity Manual; Transportation Research Board; Washington, DC; 
2000; page 16-2. 
 
 

 
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Unsignalized Intersections 
 
The six levels of service for unsignalized intersections may be described as follows: 
 
• 
LOS A represents a condition with little or no control delay to minor street traffic. 
• 
LOS B represents a condition with short control delays to minor street traffic. 
• 
LOS C represents a condition with average control delays to minor street traffic. 
• 
LOS D represents a condition with long control delays to minor street traffic. 
• 
LOS E represents operating conditions at or near capacity level, with very long control 
delays to minor street traffic. 
• 
LOS F represents a condition where minor street demand volume exceeds capacity of an 
approach lane, with control delays resulting. 
The levels of service of unsignalized intersections are determined by application of a procedure 
described in the Highway Capacity Manual 7th Edition. Level of service is measured in terms of 
average control delay. Mathematically, control delay is a function of the capacity and degree of 
saturation of the lane group and/or approach under study, and is a quantification of motorist delay 
associated with traffic control devices such as traf