 Welcome everyone. Thank you for joining us tonight. My name is Charlie Baker. I'm the executive director of the Chittin County Regional Planning Commission. And we've undertaken this I-89-2050 study that we'll be talking about tonight. And Dave, I guess let's go to the next slide. And yeah, so this obviously is a virtual meeting. So you're coming in, you're muted by default. If you'd like to speak, please click or tap the raise hand button at the bottom of your screen. And we'll call on you then. I don't see anyone connected by phone, but you can raise your hand by star nine if you are. And after you've been called on, click or tap the unmute button, so you still need to do that. And there's also another option. If you don't want to speak verbally to the group, you can write a question in the Q&A button at the bottom of your screen. Thank you. So here's an outline of the presentation that we're walking through tonight. First, welcome. We're at that stage now. And then I'll kind of give an overview of the whole project and the process that we've gone through over the last couple of years. And then David Saladino will pick it up from the VHB team and review the corridor bundles and the implementation plan. And then I'll grab the mic back and we'll take questions and discussion at the end and talk about next steps. But if you do have questions during the presentation, and we can answer it pretty quickly, we'll do that. If it's a longer conversation, I may ask to come back to that question at the end so we can have a fuller discussion just to make sure we can get through this. Probably if no interruptions, it might be 30-ish minutes with some discussions, maybe 40 minutes or longer. So just in case you're planning your time. And here's the project overview. So I'm not going to read all of this, but this is kind of the statement that we started with, collaborating with VTRANS, municipalities and other stakeholders to develop an investment program for the 89 corridor for the next 30 years. We do have a vision goals and objective statement and really trying to identify and prioritize enhancements for the 89 corridor over that time frame. And just a visual, you can see the whole map of Chittenden County on the left. And then we zoomed in because the real issues that we're trying to really address happened in the core of Chittenden County, particularly around the exit 14 interchange. So there you see a zoom in box there. And so this is kind of the beginning of the statement. We've had an advisory committee that has worked with us through this whole process. And these are statements that they developed over the course of a few meetings early on. And of course, pretty early on with this, we went into COVID, right? And so this first statement is just about uncertainty with related to COVID. But then also other things are going to change over the next 30 years, technology, demographics and probably other things that we don't even know about right now. And so we just want to, the statement is to recognize that we're going to have to reassess things periodically to make sure that we're addressing the evolving situation as best we can. The vision statement talks about the 89 being the interstate system, mainline and interchanges that is safe, resilient, provides for reliable and efficient movement of people and goods in support of state, regional, regional and municipal plans and goals. And again, we recognize that these vision goals and objectives and implementation actions that follow would need to be monitored and reassessed periodically to ensure they address the evolving situation. So again, kind of reinforcing things will change. And then the group came up with six goal statements, one addressing safety, one addressing livable and sustainable and healthy communities, one mobility and efficiency, one environmental stewardship and resilience, economic access and vitality and then system preservation. And these are very similar to our long range goals as the Regional Planning Commission for the region. Okay. And then to kind of review where we are in the process, you'll see on this graphic, and I know you can't read all the words under these green boxes. So I'll try to give a quick summary here. We started in the summer of 19 kicking off the meeting that was task one. The consultant team dug in and looked at current conditions and what we call the future base scenario. We had some focus group meetings at that time and started tweaking our travel demand model to be as accurate as possible than task three. And this is where we had those meetings to develop division of goal statements that I just reviewed and task four. And this was a little bit of, we took some time just because the interchanges are such a major component of the system to really dig into evaluating interchange possible improvements. We went through a couple rounds of interchange evaluation. We also looked at possible secondary land use growth. And that's kind of the idea of induced demand. If you add capacity or connections into or interchanges into the system, you may induce some level of land development in that area. And so we spent some time looking at that and spent quite a bit of time at this stage, particularly with South Burlington, because the interchanges that we were focused on exit 14, 13 and a potential 12 B are all within South Burlington city limits. And so I spent quite a bit of time early last, I think that was early in 21, particularly with many meetings with the city to come up to narrow down. And that wasn't making a final decision, but we were trying to narrow the number of interchanges we were looking at. And then task five. And here we started to get a little broader in terms of looking at corridor improvement bundles. And this was also particularly in response to feedback we got, but also just in response to the situation we're in with regard to climate change, the Legislature's Global Warming Solutions Act. We spent a lot more time on transportation demand management and had a focus group that really guided that work, brought on another consultant RSG to develop a strategic model to evaluate transportation demand options. And those options are really things to reduce the demand for driving on the highway network, which means things like buses, bikes, pedestrians working from home, all the things that avoid driving. And then moving on to the implementation plan, which is kind of where we are tonight. We looked at which things are recommended and then how do we monitor those? What are we measuring? What might be a trigger for moving something forward? And that's really the focus of tonight is to really look at what has come out of all this work and the implementation plan and how we're going to monitor and trigger and looking for any feedback you have on that. And then following this over the summer months, this is really a documentation step. So the consultant team and the project team at the RPC and VTRANS will make sure we have everything documented so that we're prepared for next steps down the road. And with that, I will turn it over to David. Thank you. No questions for me. That was good. I got through the easy part. That's right. Good job. Okay. So now we'll get into a little bit more of the details what has happened in the kind of the last, over the last few months as we get towards some recommendations for the corridor. And so Charlie mentioned this term of these corridor bundles. And so just to dig into that a little bit, what our bundles, what went into the bundles, going to kind of highlight or simplify the process in three steps here. First, what we did was to do kind of a full corridor assessment. And we broke this into two components. As Charlie alluded to, there was one component that was focused on interchanges. And so we were looking at each of the interchanges within Chittenden County to evaluate their operations, how they could potentially help to address some of the issues within the region. So that was the interchange evaluation. And then, secondarily, we also looked at a full kind of comprehensive corridor evaluation. So looking at opportunities to improve safety, technology along the corridor, transit service, high-equipment vehicle lanes, those types of things. So we kind of combined both the interchange, kind of the nodes at the interchanges, looking at that evaluation, and then the corridor itself. And so all of that kind of, once the evaluation was complete, and we had gone through kind of a full review with our internal committees, and then also with the public, out of that process came these bundles, where we pulled certain interchange improvements, certain corridor improvements, and put together those bundles to evaluate. And so as we went through that bundle evaluation process, we landed on five specific bundles. And so those are shown at the right, on the right here. Lots of acronyms, which subsequent slides will explain kind of what all of those mean. But we have kind of five bundles. And of note, they kind of build in, as you go from one through five, they get more and more pieces added to it. So number one is kind of the most basic bundle. And then number four and five are the kind of have the most components. We'll talk about that in a few slides. But that's kind of where we landed with the bundles. And then where we are now is kind of taking those bundles and say, how do we move those into move forward towards implementation with those projects and recommendations. And so that is the implementation plan that will guide this over the next 20 or 30 years, the investments along the corridor. So just to walk through a couple of some details on the five bundles. The first one is a 2050 base. So just a reminder, we're looking out, you know, 20 or 28 years, so to 2050. And so bundle one is basically just our baseline assessment. So bundle, that bundle. And so what that includes, so it's essentially the roadway network as it exists today, plus all of the improvements that are included in this three year transportation improvement program. So those are projects that are funded within the CCRPCs and VTRANSes TIP for the next three years, plus all of the investments identified in the CCRPC's ECOS plan. So their long range metropolitan, the MTP metropolitan transportation plan. Those are also included. That's what's shown on the map on the right. And so when you add those on top of the existing network, in addition to the MTP also includes some assumptions about growth in the future. So the assumption is that 90% of new residential growth within Chittin County happens in existing centers. So not necessarily sprawling into the rural areas, but 90% of that is focused in existing centers. The MTP does call for significant bicycle and pedestrian and transit investments, increased participation in transportation demand management programs, and then electrification of 90% of the fleet. So all of that is baked into this bundle one. So then building from there, so we go bundle one, so bundle two, but I guess I should note, one of the impetus for this study was really looking at the roadway network, looking out at 2050 with these components in place. During the MTP process, what came out of that evaluation was that there were certain segments of the interstate that were overcapacity in 2050. And so this study was really the impetus for this study was really to evaluate the I-89 corridor to identify ways to address the potential for segments of I-89 to go overcapacity over the next 30 years. And so what we see with this 2050 base is that the improvements that are shown on the screen were not sufficient to kind of bend the curve, the growth in travel enough to avoid having to add lanes on the interstate. So doing nothing is not necessarily a long-term solution. And so from there, we build some bundles on top. And the first is Charlie alluded to is the idea here is really focusing on non-capacity expansion projects. And so these are transportation demand management measures that are identified and kind of bundled in this bundle too. So that includes a number of TDM measures, improvements to the sidewalk network, the bike network, expanding transit beyond what the MTP had called for and significant increase or continued increase in the telecommute share of commute trips. Charlie alluded to also we had a TDM focus group that met earlier this year. And through their process, they identified a certain package of investments. The graphic at the bottom shows just a snapshot of the strategic model that RSG had developed, looked at 431 different scenarios and where we landed was on a scenario that kind of optimized or looked at what bent that curve of vehicle miles traveled. So looking at what combination of investments could best reduce the number of miles that we're driving in Chittenden County. And so that package that they identified, what we were able to estimate is that that could reduce the total vehicle miles traveled by up to 20%, which on a slide, I'll show that that's a very significant reduction in BMT if all of those measures are enacted. So then just moving on, the other three bundles are kind of building again on that bundle two. So bundle three is bundle two. So that's all of the TDM measures plus a reconstruction of exit 14. And what's shown here on the right is a concept sketch for a diverging diamond interchange at exit 14. This came out of the interchange evaluation where we looked at several different interchange configurations. And after going through the public, going through the technical evaluation and the public discussion, the preference we landed on this configuration of diverging diamond interchange for this interchange at exit 14. So then bundle four is that bundle three. So that's all of the TDM measures plus exit 14, the diverging diamond interchange. And then on top of that, a new interchange at the route 116, overpass of I-89. So also known as exit 12B in South Burlington. So that's just south of Tilly Drive. You can see a concept sketch here on the right. And then similar to bundle four, bundle five is essentially bundle three. So it's all of the TDM measures. It's the exit 14 diverging diamond interchange. And then instead of adding 12B to this bundle, this one adds improvements at the existing exit 13. For those of you who are familiar with exit 13, you know you can't quite get in every direction from the interchange today. So if you're coming up from the south, for example, you can't necessarily, you can't get to Dorset Street to head to the mall as an example. Or if you're coming from the south, you also can't get over to Dorset Street. And so this configuration, there was a similar to the exit 12B. There were a number of configurations looked at here at exit 13 through that interchange evaluation. We landed on this single point diamond interchange and SBDI configuration. So that configuration allows all of the movements to happen at this exit 13. So that regardless of which direction you're coming to this exit, you can go west on 189 or east over to Dorset Street and make your turns onto Dorset Street or continue onto Kennedy Drive. So those are the bundles kind of at a high level. So what we did then was to kind of run those through some analysis. And you can see here, there's lots of numbers here on the screen. We won't go through all of the details, but wanted to just hit on some of the kind of things that rose to the top that we saw as we did some evaluation of these different bundles. The columns here in the table are the different bundles and then the rows are different metrics that we were looking at for each of those bundles. So to start off, what we saw, one thing that's interesting, it's not shown on this table here, but what we saw is that if we don't do anything to improve bicycle pedestrian service, build sidewalks, build bike paths, add transit, encourage telecommuting, if we don't do any of that, the current estimate is that the amount of miles traveled per day is estimated to increase 28% here as shown out to 2050. So from about 4.2 million miles up to 5.4 million. So just to kind of get a sense of scale here. So that's if we do nothing, BMT increases, and we see lots of things getting overly congested. We see the interstate, the interchanges all getting congested, if you imagine, just today's traffic increasing 28%. And so that's our base, that's our starting point. And so from there, what we see the improvements that are in the Chittin County Regional Planning Commission's long-range transportation plan, so those improvements reduce our BMT a little bit. So that drops us down by about 4%, but those measures in the MTP. And then further, if we do all of the things that are identified in bundle two, so all of the transportation demand management measures, that gets a significant reduction in BMT. So another 20% reduction, which essentially gets us down to today's BMT level. And so if you could imagine that essentially erases 30 years of growth of travel, if we can get all of those bundles implemented. We'll show in a future slide, it's a tall order to get all of these reductions. And we really have to make a really drastic shift to non-motorized measures, but that is an important recommendation from the study. And that is one of the first things that we'll be looking to drive forward towards implementation. And then just the last two things here, just to note the two bundle four and five. So those look at exit 12B and exit 13 as kind of comparing the two. What we see is whether you bill 12B or 13, both of them serve to reduce the traffic that's going through exit 14. And that's important. We see exit 14, that's the main gateway into both South Burlington and Burlington. We've got a lot of traffic that's flowing through there. And so any measures that we can do to reduce the amount of traffic volume through exit 14 is a positive. And so we see here that the exit 13 improvements do reduce the overall traffic through exit 14 a little bit more than exit the 12B, but both of them reduce close to 20 to 25% in both instances. And then similarly, both of those interchanges, if we were to construct one or the other interchange, we also see some significant reductions in traffic volumes on both Wilson Road and Dorset Street. Both of those are nearing capacity today. And so any reduction in traffic volumes on those roadways will kind of help overall operations and safety and reduce the need to do any capacity expansions on those roadways as well. Okay, so that's kind of in a nutshell. Those are the five bundles that we developed. We ran through full evaluation of those. We've run those through both our advisory and technical committees. And before I get to implementation plan, I see Charlie's got maybe a comment. No, a question that's in the Q&A asking how common divergent diamond interchanges are and how do they work for, or how well do they work for biking, walking, etc. And the same question for the single point interchange. So that's from Dale at CLF. Yeah. So the diverging diamond interchange is becoming a fairly common interchange configuration. For those of you who aren't familiar, there is one getting ready to go to construction at exit 16 in Colchester. So the route 2 and 7 interchange will be a diverging diamond interchange. And from a pedestrian and bicyclist standpoint, that was really the driver for choosing this option. As I mentioned, we looked at a couple of different configurations for exit 14. And without getting into specifics on kind of how the DDI works, one of the primary benefits of a DDI is that when you cross the street, you're only ever crossing one direction of traffic at one time. And so you don't have to worry about looking in both directions. You've got kind of smaller shorter distances to cross over. And so one of the real issues that we heard today at exit 14 is just it's not very conducive to walking or cycling across. And so that was really an important consideration when we were looking at different alternatives. And the group felt that the DDI best accommodated those bicycle and pedestrian trips at exit 14. The second half of the question, the single point diamond interchange, those are a little bit less common. There is one that I think the nearest example is in Concord, New Hampshire, right at I think it's at route 3 in Concord. So that's an example of a single point diamond interchange. Those are a little bit less common, but unlike a DDI where you're actually crossing over onto the other side of traffic, which will take a little bit of getting used to this single point diamond interchange, I think from a driver's perspective, you're basically just getting off and coming to a traffic light and then making your movements. So from the aerial view, it might look a little bit different. I think from a driver's perspective, this will just look like a standard intersection where they get off and see a traffic light and make their movements from there. Dave, there's one more, I guess more of a comment in the Q&A about having a park and ride at each interchange has been identified as facilitating car pulling, use of buses, and mixed mode travel. I don't see planning for a park and ride at each interchange. Wait a few slides and we will talk about it. So that is one of the recommendations for sure in the plan. Thanks. Okay, so we've gone through the bundles and then kind of the next step is then how do we move the project or the elements from each of the bundles forward towards implementation. And so that is the implementation plan is kind of what describes that process to move projects forward. And unlike many standards, for those of you who've been involved in other transportation planning efforts, things like this typically end with a preferred alternative. Here's what we're going to build and here's how we're going to implement that one specific recommendation. In this case, we're looking at 30 years. It's a very complex corridor. There's lots of unknowns. And so we've taken the opportunity to utilize the implementation plan here to really help articulate the timing and which projects move forward at what time given all of the unknowns that we're facing today. And so as noted here, this implementation plan provides that framework for each of the recommendations and we'll go through those in a few slides. The plan identifies the things noted here. So a description of the project, the timeframe, what metrics or triggers would be needed to be met before implementing that project, how much the project would cost, who would be leading or partnering on the implementation and then what are the next steps. And so just on the side here, this is an example, one of the recommendations. Anyone who's been off in the exit 14 area, this is we're looking at, we've got the CVS in the background. This is getting off northbound 89. We've got two traffic signals fairly close. We've got the signal as you get off the ramp and then you've got the Williston and Dorset Street. The signals are very close and that often causes some confusion and queuing backing up through the signals. So this is one of those recommendations just as an example. So relocating that signal away from Dorset Street, you can see here the trigger, the cost estimate and who would be in charge of implementing that. So that's kind of how the plan works. And then also as we mentioned before, this implementation plan because of the unknowns, not just COVID, but autonomous vehicles and other technologies and other kind of unknowns as we look out 30 years, really felt it was important to have a committee to help to evaluate trends as we go forward each year. So we'll walk through. So we've got, we kind of bucketed each of the recommendations into three time frames. So we have a short and a medium and a long. So short is over the next one to five years. First thing right out of the gates is to convene that corridor monitoring committee. So we will want them to meet on a regular basis to review the data and the triggers. Secondly, as we've noted several times in the previous slides, these transportation demand management measures, the TDM measures, we've identified what they are. And so these sub bullets here, so increasing the amount of teleworking by 50%, doubling trips made by bicycle, tripling transit service and improving frequencies, doubling participation TDM programs, looking at cost of parking, increasing that, and then mileage based user fee. Those are some fairly significant measures. And so those have been identified and those are the components that can get us that 20% reduction in VMT, which is a significant reduction, but they're also significant measures that will really have to take a lot of effort to identify how to get these enacted. And so while we've identified these bullets, this recommendation that's the second bullet here is to develop the plan. How do we advance each of these individual measures? So that's the second bullet. The third bullet is to take the exit 14 evaluation to the next step. We showed the DDI on the previous slide. That was a very kind of high level conceptual sketch, but moving that forward, all are in agreement that that's an important improvement for the interstate corridor. So moving that into kind of the next phase of scoping, public outreach and design. And then the next two are kind of monitoring things. So monitoring both the electric vehicle, market penetration, as we start to see the ramp up of EV vehicles and charging stations. And then looking at as the state of Vermont, as other states are looking at implementing a mileage based user fee. So right now, gas vehicles are paying their gas taxes when they fill up their gas tanks, but electric vehicles not necessarily. And so there's discussions of a mileage based user fee for those electric vehicles. So implementing that. And then this last one is a small one, just putting on some traffic count loops on the interchange ramps so we can have a better monitor traffic volumes in real time on the interchange. So, Dave, we got a couple of questions in the Q&A, but one is quick about the TDM measures here. What was the baseline for the TDM measures like when you say increase telework by 50%, 50% compared to what or doubling bike or tripling transit? Those are all based, well, the bicycle and transit are based on today's mode share. So based on today, how many trips are being made by bicycle? How many are being made by transit? So those are increases over today. The teleworking is a little bit more nuanced. And it's essentially the telework share. Obviously with the COVID pandemic, we saw lots of people working from home. Teleworking was very high, a high percentage of the commute trips. As the pandemic has started to ebb and we've seen people go back to work, that number has gone down. And so the 50% is really an increase over and above what the high watermark was at the height of the pandemic. So it is a fairly significant share of telework trips, which I think underscores the importance of really making sure we've got lots of partners and the right people around the table to talk about how to implement these because we'll need to have employers involved, we'll need to have multiple parties involved to help make sure that this happens. And did you want to address the park and ride question at this time? That's on the next slide. Okay, sorry. Yep, yep. Good segue though. So then, so if we move the implementation plan, the first, the last slide was the one to five years. This is medium term, so six to 15 years. First one are the variable or changeable message board. So those are the signs out that you'll see on the interstates of them. They have fun messages or sometimes they warn you about weather events. The goal for VTrans is to have those in both directions between each interchange within the Chittin County limits. And so that's that there's actually those, I think we'll start to see those coming, you know, as soon as maybe even this summer or next summer, there has there been a number of them that are on their way to Chittin County. So we'll start to see more of those. And so those things, those can activate if there's an accident or an incident to help direct people around traffic. So that's a really important measure as well as, you know, weather and other incident management. So the next bullet is actually implementing that TDM plan. So the previous slide showed coming up with, you know, who are the partners, what are the steps needed to get, you know, a tripling of transit or a doubling of bike trips. This bullet is really investing in those improvements. So that's, you know, adding new new buses to the network, building new bike paths, those types of things. So that's that's this implementation bullet here. The third one is around interchange ramp geometrics. So first off at exit 14, what we see this the first sub bullets are reducing the radius the radii at the ramps. And so right now that the exit 14 is a clover leaf interchange. And so it's it's really built for speed and built for automobiles. And so as you as you make your you enter and exit each of the ramps, they're very kind of high speed movements. So you're not really slowing down as you're going through the interchange today, which is great for automobiles, but not so great for pedestrians and cyclists who are trying to cross those ramp entrances and exits. And so that first recommendation. And all of this is kind of pending the results of the bullet that was on the previous slide to look at exit 14 to confirm what is the right future solution. So once we have that study complete, then looking at potentially reducing those radiuses at each of those enter and exit points to slow down to force the the vehicles to slow down as they're entering those ramps so that there are pedestrians or cyclists crossing at the existing crosswalks, they're moving more slowly. So that's that first bullet the second kind of sub bullet was is to relocate the exit 14 northbound ramp that was shown on the on the in the photo on the previous slide, what's shown here on the right is kind of a concept sketch showing again that that shifting of the northbound off-ramp west a bit away from Dorset Street to provide a little bit extra space there for the queuing and vehicle movements. And then we get to the second to last bullet here. This is constructing additional parking rides and transit intercept facilities. The CCRPC is leading a study looking at parking rides throughout the region right now and so implementing recommendations that come out of that plan falls here in the medium term. And then this last one here this is gets at the question so if you recall a few slides ago we had our bundles four and five had bundle four had exit 12b bundle five had exit 13. And this last bullet really gets at which of those two are the better solution to address the issues at the time. And it's really important to note here the in italics if the triggers are met. And so this gets back to the whole idea of monitoring this corridor. This this next phase of work to look at these two interchanges would not get triggered unless certain certain conditions are met on the interchange. And so those conditions as we've identified here are shown here in the blue box to the right. And so before initiating kind of that next phase looking at 12b and 13 which here environmental impact statement is kind of that the vehicle to take that to the next level before doing that what we've what we've stipulated here is that the monitoring committee as they meet periodically they'll be looking at first off is the TDM evaluation complete is the exit 14 scoping study complete is the number three is the Wilson Road and Dorset Street intersection over capacity for over two hours. There's some that's kind of a critical component. And so even though we're talking about exit 12b and 13 which are a bit removed from the Wilson Road and Dorset Street intersection what we see is that that's kind of a nexus of a lot of things in the region. So we've got obviously lots of planned growth in in South Burlington University Mall City Center got a planned city street coming into Dorset Street and the intersection itself is is just about built out as much as it can from a capacity standpoint. So it can't really handle too much more traffic. And so what the idea here is that is that in it exit 12b and 13 can can can enhance other things as well but but I think I think what we felt that the that the tie to conditions at Wilson Road and Dorset Street which is close to capacity today the benefits that both 12b and 13 have to take traffic out of this intersection is really the main driver for looking at 12b and 13 so that we're not looking at finding ways to expand the Wilson Dorset Street intersection even bigger than it is today. And Dave I'm sorry two things I want to back up just a park and ride thing we kind of note that the regional park and ride study plan is underway but I just also want to note for the record that exit 12 park and ride I think I just saw them starting to do some clearing at south of exit 12 so that project is just getting underway. A park and ride just got built a couple years ago at exit 16. There's also been a study to look at putting one exit 17 and I anticipate you know our regional park and ride study that's underway is probably going to have us looking at you know what is there a possibility of something at exit 14 or also on like Shelburne Road before you get to 189 and amongst others I don't mean that to be comprehensive but I just want to give a little bit more color there's more going on than just a study for Ian who asked about the park and ride efforts and then we got a question about is 12b a done deal and I'm responding and writing also in the Q&A but the short answer to that is no period but what we're indicating to you tonight is we'll keep monitoring conditions in the quarter and that's and this is what Dave was just reviewing and depending on how things look and we review it with that quarter monitoring committee we may initiate with VTrans and this is really well VTrans will be the lead at this point an environmental impact statement to evaluate if 12b or 13 makes sense or do nothing which is always an option when you do an EIS so it is not a done deal in either direction it's neither not going to happen or definitely going to happen we don't know is really the the correct answer but this is kind of a commitment to monitoring the situation and at the appropriate time if it looks like it's the appropriate time based on Lisa's initial measures or triggers that Dave just reviewed then we might start that EIS process to look at whether we should do one or another of those interchanges or nothing okay was that fairly accurate Dave yeah no that's we're a spot on yeah yep okay we're just about we're just about at the finish line here so the last piece here are the long-term actions so we have two here in the 15 plus years okay before you get going on this I got one more little little technical question Dale's asking about the what is Vc ratio of 0.9 like what does that really mean for a driver what does that feel like yeah yeah that's a very good question and something I just glossed over it essentially means that it's it's volume to capacity so we ever see is the volume to capacity so it's basically the ratio what I like to do is think of it as a pipe so if the road was a pipe that means it's 90 full to the 0.9 you know once and as we get close to one that pipe is completely full and then you start to see really long backups and you know typically as a traffic engineer we tend to look at that 0.9 or 90 full as kind of that break point at which point things start to kind of fall apart or you know we start to see excess delays and so forth and so that's kind of a common threshold and so that's that's the what we would be monitoring so when does this intersection get to be 90 full essentially okay so just to wrap up here long term the mid term we had a couple of kind of quick hitting interchange ramp improvements there's two specific ramps that we're calling out that for long term actions because they involve bridge widening one example here one of the two is at x11 enrichment if you can see on the right here the white line so existing acceleration length so if you're you know if you're coming out of Richmond and you're heading towards Burlington you've got 630 feet to accelerate based on current guidance today you should have about 1200 feet to accelerate and I believe when the interstate was originally constructed they this was a little bit short because there's that second bridge that what's highlighted in the light blue here over the railroad and the berber glane and so this is just an example where ideally we would have 1200 feet an opportunity to accelerate fully up to 65 miles an hour we don't have that today so that's that's a specific example it would require you know a new bridge so that's a fairly expensive I think we're in the 10 to 15 million dollar improvements here to improve that so thus it lands in the long term actions and then lastly what we've kind of held out here is looking at potentially widening the interstate and so this is in the event that there is a need for a third lane on any particular segment and again the caveat here is if these triggers are met and so on the right here we're showing what those triggers are so the first trigger is the volume so a segment the average annual daily traffic volume so ad t so if we see that trending above 70 000 cars per day over the next 15 years that would be one trigger just as a as a as a basis of comparison we're at about 50 50 to 52 000 today on kind of between exit 14 and 15 so over the bridge over the muski river we're in the 50 000 ish range so still some room left before we get to that kind of over capacity situation similar to the the wilson endorsement intersection we're also looking at kind of thinking of this as a pipe and so if this pipe gets to be over 90 percent full for more than two hours over the next 15 years that would be another trigger then if we see certain crash if if crashes exceed a certain rate this critical crash rate that would be a third trigger and then the final trigger is a travel time reliability and so this is really a metric of you know if if you drive 89 is part of your daily commute and you know it takes you 20 minutes to get to work each day the reliability is that you know that in general it's going to take you you know maybe 25 minutes one day to 18 minutes the next day that's your reliability if things start to get over capacity and you start to see you know congestion on certain days then your trip your trip may become 30 minutes some days or 35 minutes some days and then 18 minutes the next day and that's when it that's the reliability piece and when that starts to kind of fluctuate drivers tend to get frustrated and so this is something to be transplanted monitors every year we're well above that kind of the 90 percent threshold but if that were ever to drop below 90 percent that would be the fourth trigger for the new new lane so then just to kind of bring all homes here for the kind of monitoring process so as we've mentioned a couple times we given the unknowns we've got this kind of piece in here to monitor and reassess the the data and that will be led by this monitoring committee and they'll be looking at a number of different things so how how well has the TDM measures been implemented what are traffic volumes looking like is that curve starting to bend because we are starting to see more people shift onto onto buses or bikes or walking how our crash is looking what are those reliability metrics and then mode shifts so so how many people what percentage of trips are being made in cars versus bus versus bike versus on foot and so at those regular meetings they'll have the data to review and then they'll be evaluating those against the the identified triggers to see if there's if any of the triggers are met and if they are this monitoring committee would then advise v-trans to consider moving forward with one of those recommendations so I think for that we'll pass it back to Charlie. Yeah so sorry Dave I've had one question that's been hanging here for a while about commercial traffic and whether we study that particularly tractor trailers and which options would be best to reduce traffic through residential areas? We did not look at that specifically and in the focus of the study and the evaluation was really on the interstate corridor and to the extent that some of the new interchange well the new interchange to 12B or the enhanced configuration of 13 I would say those both do draw some traffic both both commercial vehicles and you know automobiles off of some of the side streets because they can access the interstate more easily so I would say you know one of those but we didn't we didn't look specifically at commercial vehicles or really on neighborhood streets what the impacts would be. Yeah thanks David another question which I'm not sure you know the answer to this one but will the exit 11 park and ride ever be equipped with fast DC chargers to encourage electric vehicle use? I would be surprised if it's not I think I think v-trans's goal is to have an EV charging station at every interchange and so that would seem like a logical spot at x11. Yeah and I was just to supplement what Dave just said I think the legislature has tasked v-trans with really looking at where charging stations are located and I agree with Dave I would be surprised if that wasn't one of the locations to get EV charging stations set up there. And then Karen Yacos is asking can we in Vermont decide to adjust the triggers to represent something other than ease of driving? How would that be done? And that's a good yeah I'm sorry that's not kind of coming across as Dave looked at you know individual triggers for different pieces Karen but I think a big part of the monitoring program is really monitoring the TDM efforts and so yes we can definitely adjust the triggers I think you know the Corridor Monitoring Committee and v-trans and CCRPC as they meet over time we'll probably have that discussion you know like oh you know something else is going on we should monitor x that we're not monitoring so we can certainly adjust the triggers or even you know change the threshold right maybe it's not 0.9 maybe it's 0.95 or right so I think we're trying to communicate a system that is flexible and can adapt to what is an unknown future you know kind of early on talked about you know whether it's a pandemic or technology autonomous cars climate change there's a lot of unknowns in our future so I think we're intending for this implementation plan to be a living effort if you will not not a document but an actual living effort that does adapt as we learn more things over time and again I think you know the big focus early on is going to be on that TDM work and how fast and far those things can be implemented to reduce the need for you know any of those capacity improvements and that you know that is that is the big issue in front of us not just related to the study frankly but you're related to just the transportation system climate change or the transportation contributions to climate change in front of us so there's there's a lot more there I hope that is a helpful answer on it David anything you want to add to that I thought that that was good so okay well you guys were not not too hard on us with too many questions coming too fast I believe I got to every question and answered it either verbally in the session or there were a couple that I was able to take answer in writing in the Q&A let me know if there's anything missing there I see Dale has her hand up Dale thanks can you hear me yes we can okay great I just I wanted to offer a comment because this is the first that I've seen of the specific triggers for starting that EIS for adding lanes to the highway and I just wanted to offer a comment that you know I think in some ways if we have that level of traffic it actually offers opportunities because it means that there would be demand for a really robust public transportation system and so I actually think that in some ways like those those traffic thresholds could be seen as indicating that the TDM triggers or the TDM goals aren't high enough so that maybe tripling transit as a mode share you know if we've got that many people driving on the interstate we ought to have plenty of people who would like to be using some better form of transportation than their own car just wanted to offer that as a comment yeah and Dale it's a good point and I think if I could just put a twist on what you just said well I have two thoughts one is if there is that much of an increase in driving on the interstate that means that the TDM efforts have not been fully implemented and or embraced by the public and so I think that is that is the big fork in the road so if I can use that analogy you know this is TDM embraced and used and you know to your point if there's that many more people that could potentially get to that many more drivers you know are they able to use a bus instead and and if if they're not using the bus how how is there are there ways to induce that change in behavior so that is a question and and the bigger point I wanted to make the second point is we really had some good internal debate about whether to even include that widening thing in here as part of the implementation like is it really a recommendation or not um because I think at this based on what we know today you know we're of the belief that it's not likely that we ever get to that point particularly especially if we're successful in implementing those TDM strategies and so um it's there but it's you know way down again way down the road sorry to use that analogy way down the tracks maybe I'll say um and so um I don't want anybody to walk away out of this meeting saying oh they're planning to widen the interstate that is not at all the message you should be taking away from what we're uh saying it's that you know if everything else goes wrong and you know you I guess there was one scenario when we were doing our long-range transportation plan that uh is stuck in my head which was what is the future of autonomous vehicles you know and there's one that's like a shared autonomous vehicle future you know like oh there's there's a car coming by and I can hop in you know kind of like almost transit on demand or carpooling on demand um type of thing through apps right you know uber ride share you know lift ride share type things um that's not so bad but there is a bad scenario with autonomous vehicles which is that it takes people to their destinations and then empty cars go back on the highway network to you know go to a parking lot or go back to your house or you know so there are I think there are potential futures out there that actually have a lot more different kinds of vehicles driving on the roads and there are basically move forward with implementation starting um next year and the years to come the final report will be done in the summer of 2022 sometime hopefully by July we should be finishing everything up and everything is going to be on the website and I think that's the last slide Dave yep that's right yeah so um I can't see if anybody has a question or a raise hand does anybody we do not have any more open questions or hand raises okay well wonderful thank you all so very much for participating and providing again comments and asking questions and just be in touch if you have any other thoughts thank you for picking that up Eleni and uh yeah and and if you have um a group uh or anybody that you know you'd like us to follow up with and get into a little bit more detail happy to do a deeper dive with anybody um let us know yeah thank you all very much and um wow I didn't anticipate being done by seven o'clock so is anybody having a good barbecue I haven't I have an hour free tonight so that's a joke I'm good enjoy the evening yeah thank you all very much have a good night