On the agenda: Winooski meeting — Data Center (Jan 15)

Municipal Infrastructure Commission Meeting
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Thursday, January 15, 2026 at 6:30 PM

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Attend at City Hall: 27 W Allen Street

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Attend online: https://us06web.zoom.us/j/81664550430

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Attend by phone: 1 646 558 8656

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Webinar ID: 816 6455 0430

I. Call to Order
II. Public Comment
This item is reserved for comments and questions on topics that are not included
on this agenda. Time for public comment is included by default for each item
below!

III. Approve Previous Meeting Minutes
https://www.winooskivt.gov/AgendaCenter/ViewFile/Minutes/_11202025-1549
IV. EV Planning Grant Update
Documents:
DRAFT VEIC Winooski EV Readiness Plan - 12.19.2025.pdf
V. Traffic Calming Evaluation Update (West Street, Elm Street and Elm Street)
Documents:
Traffic Calming Evaluation for West Street, Winooski, VT.pdf
VI. Inclusion & Belonging Commission Update
VII. City Council Liaison Updates
VIII. City Staff Liaison Updates
IX. Other Business
X. Adjourn

X. Adjourn

Winooski Electric Vehicle
Readiness Plan
Draft Report
December 19, 2025

Table of Contents
Introduction....................................................................................................................................................................... 3
Purpose and Need ..................................................................................................................................................... 4
EV Charging Overview .............................................................................................................................................. 4
Baseline Assessment ...................................................................................................................................................... 6
Existing Vehicle and EV Ownership ..................................................................................................................... 6
Existing Housing Types ............................................................................................................................................ 8
Existing Public EV Charging ................................................................................................................................. 10
Future EV Charging Needs ........................................................................................................................................11
EV Ownership Forecast.......................................................................................................................................... 11
EV Charging Demand............................................................................................................................................. 13
Mapping Potential EV Charging ........................................................................................................................ 14
Prioritization Framework....................................................................................................................................... 15
Future Charging Areas ........................................................................................................................................... 27
Public Charging Site Planning ..................................................................................................................................30
On-street Charging ................................................................................................................................................. 30
Landry Park ................................................................................................................................................................ 33
Winooski Falls Way ................................................................................................................................................. 36
Implementation .............................................................................................................................................................37
Capital Costs .............................................................................................................................................................. 37
Ownership .................................................................................................................................................................. 39
Maintenance .............................................................................................................................................................. 41
User fees ..................................................................................................................................................................... 41
Funding Opportunities .......................................................................................................................................... 41
Implementation Next Steps ................................................................................................................................. 43

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Introduction
Plug‑in electric vehicles (EVs) are increasingly common in both the City of Winooski and across
Vermont. As of January 2025, there were 165 EVs registered in the City, about 3.3% of all
vehicles. Most of these EVs are charging at homes, often using a standard household outlet near
where the vehicle is parked overnight.
While home charging remains the most convenient and affordable option, many homeowners,
renters, employees, and visitors lack reliable access to it. Expanding the availability of public EV
charging infrastructure is therefore essential to meet current EV driver needs and to
demonstrate to prospective EV owners that charging options will be available as EV adoption
grows.
The City of Winooski’s 2019 Master Plan outlines several goals related to transportation
electrification that guided the development of this plan:
•

Pursue and support alternative energy generation, efficiency and weatherization
programs, and electrification of the transportation fleet with the community and in line
with the State’s Comprehensive Energy Plan goals. Municipal Infrastructure, #5

•

Improve transportation services for all to enable independence, social connection, and
access to necessary services. Safe, Healthy, Connected People, #14

•

Increase electric vehicles to 89% of light duty vehicles registered in Winooski.
Enhanced Energy Supplement

•

Continue to evaluate electric vehicles or energy efficient models to replace the City’s
current fossil-fuel fleet to the extent possible. Enhanced Energy Planning Actions, #3

To help advance these goals this report provides guidance on:
•

How much public charging will be needed over the next 10+ years;

•

Where charging investments should be prioritized;

•

How the City should approach the build-out of public charging infrastructure; and

•

How to ensure long-term maintenance and reliable operation of the charging
network.

This project was funded by an Energy Efficiency and Conservation Block Grant Program from the
Vermont Department of Public Service.

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Purpose and Need
The following Purpose and Need statements were drafted based on the City’s objectives for this
study and community needs associated with EV charging infrastructure.

Purpose
The purpose of this project is to develop a comprehensive plan for the installation and
management of public electric vehicle (EV) charging stations within Winooski. This initiative will
support the growing adoption of EVs, reduce greenhouse gas emissions, and promote
sustainable transportation options for residents, employees, and visitors.

Need
There is a critical need to address the increasing demand for EV charging infrastructure as more
individuals transition to electric vehicles. Limited public charging availability hinders the
adoption of EVs, limits mobility, and negatively impacts Winooski’s municipal goals. Additionally,
it is essential to serve current and future EV drivers who may not have access to private charging
facilities.
By planning and implementing a robust network of EV charging stations, Winooski can ensure
accessibility, convenience, and reliability for EV users, thereby fostering a cleaner and more
affordable community.

EV Charging Overview
Plug-in electric vehicles (EVs), including all-electric vehicles (AEVs) and plug-in hybrid electric
vehicles (PHEVs) require an external power source to charge.1 Electric Vehicle Supply Equipment
(EVSE) is the technical term for the device that bridges the connection from the vehicle to the
power supply. This report uses the term “charging equipment” to refer to the EVSE and any
associated infrastructure required to serve EV charging needs.
There are 3 types of charging in widespread use (see Figure 1 below for visual examples):
Level 1 Charging
•

Voltage: 120V (standard household outlet)

•

Charging Speed: 2–5 miles of range per hour

•

Best For: Overnight home charging with low daily driving needs

•

Equipment Needed: Standard charging cable (usually included with EV)

1 For more information on the different types of EVs please visit Drive Electric Vermont’s website:

https://www.driveelectricvt.com/about-evs/vehicle-types

4

Level 2 Charging
•

Voltage: 240V (like a dryer or oven outlet)

•

Charging Speed: 10–60 miles of range per hour

•

Best For: Home, workplace, and public charging stations

•

Equipment Needed: Dedicated EV charging station (may be provided by the electric utility
or automaker when purchasing an all-electric model)

Level 3 Charging (DC Fast Charging)
•

Voltage: 400V–900V (direct current)

•

Charging Speed: 60–250+ miles of range in 20–30 minutes

•

Best For: Long-distance travel and quick top-ups

•

Equipment Needed: Specialized high-power charging stations (not for home use)

Figure 1. Types of EV Charging Equipment

Most current Vermont EV drivers are using level 1 or level 2 equipment to charge their EVs at
home during the overnight hours. If drivers are unable to charge at home, then workplace and
public charging options are critical to enable widespread EV adoption.
Vermont’s residential and commercial building energy standards include EV-readiness
requirements for new developments. Updated standards went into effect in July 2024, which

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required each multifamily dwelling unit with dedicated parking built after that date to have
electrical capacity and streamlined wiring capability for EV charging installations.2
Vermont Governor Phil Scott issued executive order 06-25 in September 2025, allowing
developers to revert to the 2020 code requirements rather than complying with the more
stringent 2024 standards.3 This change may significantly reduce EV-ready infrastructure in new
multifamily developments, as the 2020 code requires EV-readiness at only 10% of parking
spaces—significantly less than what the 2024 code would have required. As of December 2025,
the legality of the order remains uncertain, and additional updates and clarifications to the
state’s building energy standards remain under consideration.
For existing properties, EV charging retrofits can be difficult due to cost or infrastructure
constraints. This is especially true for condominiums and rental properties. Providing a robust
network of public charging options is critical to ensure everyone who desires can make the
switch to an EV in the future.

Baseline Assessment
Existing Vehicle and EV Ownership
Based on recent Vermont Department of Motor Vehicles (DMV) vehicle registration data, there
are approximately 4,900 on-road vehicles registered in Winooski.
Per-capita, Winooski had about 0.6 vehicles per person based on the 2020 Census population
count of 7,997. This was below the average per-capita vehicle ownership rate for Vermont
municipalities.
The City has already seen significant EV adoption over the past nine years as shown in Table 1
below. As of January 2025, there were 106 all-electric vehicles (AEVs) and 56 plug-in hybrid
electric vehicles (PHEVS) registered, for a total of 165 plug-in electric vehicles (EVs). Figure 2
below charts this growth. The share of PHEVs has gone from about 60% in 2020 to a current low
of 36% PHEVs as of January 2025.

2 Drive Electric Vermont. Vermont’s 2024 Energy Code: EVSE Requirements. March 2025.

https://www.driveelectricvt.com/uploads/media/Documents/Resources/VT-2024-EVSE-Building-Energy-CodeOverview.pdf
3 State of Vermont Executive Department. Executive Order 06-25. September 2025.
https://governor.vermont.gov/sites/scott/files/documents/EO%200625%20Promoting%20Housing%20Construction%20and%20Rehabilitation.pdf

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Table 1. Winooski EV Registration Snapshots, 2017-20254

Date

All-Electric
Vehicles

Jan-2017
Jan-2018
Jan-2019
Jan-2020
Jan-2021
Jan-2022
Jan-2023
Jan-2024
Jan-2025

8
12
14
16
23
41
46
75
106

Plug-in Hybrid
Electric
Vehicles
9
18
24
26
28
35
45
47
59

Total
EVs
17
30
38
42
51
76
91
122
165

Figure 2. Winooski EV Registrations
200
180
160
140
120
100
80
60
40
20
Jan-17

Jan-18

Jan-19

Jan-20
All-Electric

Jan-21

Jan-22

Jan-23

Jan-24

Jan-25

Plug-in Hybrid

Winooski’s rate of about 320 EVs registered per 10,000 vehicles is above the average for
Vermont municipalities of 200 per 10,000 vehicles. Figure 3 below shows estimated adoption
rates for municipalities in the general region of Chittenden County.

4 VEIC, Vermont Agency of Natural Resources, Vermont Dept of Motor Vehicles. Vehicle Registration Data. Updated

January 4, 2025.

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Figure 3. EVs Registered per 10,000 Light Duty Vehicles, January 2025

Existing Housing Types
The type of housing (single or multifamily) and tenure (owner or renter) can strongly influence a
household’s willingness to consider an EV purchase. Multifamily housing owners and renters
generally have more barriers to home charging installation due to the cost and complexity of
retrofitting charging at existing developments.
Winooski has a high share of multi-family housing and renter occupied housing, as shown in
Table 2 below and the chart in Figure 4 below. Approximately 60% of Winooski housing is
renter-occupied and about 67% is multifamily.

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Table 2. Winooski Occupied Housing Types and Tenure, 20235

Structure Type
Single-family,
detached
Single-family,
attached (e.g.
duplex)
Multifamily
building (2-9 units)
Multifamily
building (10-50+
units)
Total

Owner
Occupied
1,070

Renter
Occupied

Total
66

1,136

73

45

118

195

1,066

1,261

123

1,197

1,320

1,467

2,374

3,841

Figure 4. Winooski Housing Types and Tenure
-

500

1,000

1,500

Single-family, detached

Single-family, attached (e.g. duplex)

Multifamily building (2-9 units)

Multifamily building (10-50+ units)
Owner Occupied

Renter Occupied

The map in

5 US Census. American Community Survey 2023 5 Year Sample Data. Table B25032.

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Figure 5 below shows housing unit counts per location based on E911 site data from the State
of Vermont.

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Figure 5. Winooski Housing Types6

Existing Public EV Charging
As of November 2025, Winooski had a single reported public level 2 EV charging location and
no Level 3 charging locations in the city. Neighboring communities have more charging
available for public use, although in many cases it wouldn’t be practical for a Winooski resident
or employee to access given they are a mile or more outside the city limits. The map in Figure 6
shows locations of the charging infrastructure, as reported by the US Department of Energy’s
Alternative Fuels Data Center (AFDC).

6 Vermont Center for Geographic Information. E911 Esite Points. March 20, 2025.

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Figure 6. Public EV Charging Locations in Winooski and Neighboring Communities7

As shown above, there is a single level 2 port at the City Lights development on East Allen
Street. Outside the city, there is level 3 charging available at Green Mountain Power’s
headquarters north of I-89 Exit 16 in Colchester as well as at the Homewood Suites in South
Burlington off Dorset Street.

Future EV Charging Needs
EV Ownership Forecast
An analysis of future EV ownership was developed for this study to inform the amount of
charging needed. The chart in Figure 7 below illustrates logistic forecasts of EV registrations
7 US Dept of Energy Alternative Fuels Data Center Station Locator Database. October 27, 2025.

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based on current vehicle ownership, anticipated annual population growth of 1.5% over the next
25 years, and City energy planning goals. Due to significant uncertainty in the future uptake of
EV technology there are three scenarios representing different potential EV futures in the City:
Low Scenario – EVs reach 60% of total registered vehicles by 2050, reflecting the
potential challenges of multifamily homeowners accessing charging and lower
availability of EVs in the marketplace.
Medium Scenario – EVs reach 75% of registered vehicles. This is intended as a middle
ground between the low and high scenarios with the understanding there may be added
challenges to electrification above 75% of total vehicles if home charging availability is
limited, the purchase and operating costs for long-range EVs suitable for Winooski
residents limit market acceptance, and some vehicle needs, such as long-distance
towing, are not adequately addressed by cost-effective EV options. This is the scenario
used for the EV charging demand estimates used in the next section of this report.
High Scenario – EVs reach 98% of registered vehicles by 2050, reflecting the State of
Vermont’s energy goals, which are included in the City’s enhanced energy plan.

Figure 7. Winooski EV Adoption Scenarios

Estimated total light
duty vehicles with
1.5% annual growth

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Table 3 below highlights the rounded EV ownership forecasts from the logistic forecasts for the
2030, 2035, and 2050 future years.
Table 3. Winooski EV Ownership Forecasts

Actual
Low
Medium
High
Total EVs Scenario
Scenario
Scenario
2025
165
2030
570
580
590
2035
1,615
1,720
1,835
2050
4,270
5,290
6,830

Year

EV Charging Demand
Local demand for public EV charging depends on many factors, including:
•

The types of vehicles in use, including AEVs and PHEVs as well as their battery range and
efficiency;

•

The amount of vehicle travel in and around the community;

•

The availability of home and workplace charging options; and

•

The amount and type of existing public EV charging.

VEIC used a tool developed by the National Renewable Energy Laboratory (NREL) to estimate
the needed number and type of EV charging to support the medium forecast scenario described
in the prior section of this report.
This tool, EVI-Pro Lite, leverages NREL’s research and expertise in vehicle electrification to
estimate charging needs. There are many parameters associated with the above-mentioned
factors that can affect the type and number of charging ports needed to serve the City’s EV
population. VEIC consulted with Winooski city staff to confirm the approach to the use of the
EVI-Pro Lite system, including a key assumption that 50% of local EV drivers will have access to
home charging.8

Table 4 below summarizes the output for the different types of charging to meet demands for
the Medium Scenario of EV ownership in the City.

8 More information on the EVI-Pro Lite tool, including assumptions made for the Winooski charging demand estimate

is available at: https://afdc.energy.gov/evi-x-toolbox#/evi-pro-ports?region_type=cbsa&charging-state=VT&cbsaid=15540&vehicles=5290&phev-support=half&res-access=50&phev-share=35&scenario=1&pev-car=15&pev-suv=60&pevpickup=20&pev-van=5

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Table 4. Winooski EV Charging Need (Medium Scenario)

Year

2035
2050

Forecasted
EVs

Private
Single
Family
Home
Charging
Ports
1,720
800
5,290
2,450

Private
Shared
Charging
Ports
110
340

Public
Level 2
Ports

Public DC
Fast
Charging
Ports

130
401

13
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Mapping Potential EV Charging
To prioritize and map potential EV charging locations across the city VEIC used Geographic
Information Systems (GIS) software. The city was divided into a series of hexagonal “cells” to
facilitate granular analysis of EV charging-related factors as described in the prioritization
framework detailed below. For consistency and flexibility with potential future analysis and
planning activities, VEIC used the H3 hexagonal grid index system at scale 10 for analyzing a
variety of factors related to EV charging need and location suitability.9
As shown in Figure 8 below, there are 290 H3 scale 10 grid cells that have some portion of their
area within the Winooski city boundary. Each of these cells has an area of about 4 acres and an
edge length of a little over 250 feet. For most potential EV drivers looking for a place to charge
it would just take a few minutes to walk across the area represented by one of these grid cells.

9 For more information on the H3 grid system, see https://h3geo.org/

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Figure 8. Winooski Hexagonal Grid Cell Reference

Prioritization Framework
VEIC consulted with Winooski city staff to develop a list of prioritization elements and associated
weighting intended to reflect the potential need for EV charging and local suitability. Table 5
below contains a listing of these elements and the associated scale factors used for each in the
overall prioritization analysis.
The subheadings below contain maps of each individual element with more information on why
these factors were used to assess EV charging demand and suitability. The map symbology for
these elements uses decile categorization, where each color shade represents approximately
10% of the total grid cells within the city.
Table 5. Charging Prioritization Elements

Prioritization Element
Parking-centric Businesses

Scale
Factor
0.70

Total Employment

0.30

Multifamily Units

0.75

Affordable Housing Units

0.50

Single Family Units

0.25

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Average Annual Daily Traffic (AADT)

0.10

Non-White Population

0.50

3-Phase Power Available

0.10

City-owned property

0.50

Figure 9. Prioritization Element Weighting Treemap

Parking-centric Businesses
Parking-centric businesses represents the number employees working in retail, arts and
recreation, accommodation and food services, and public administration. These sectors,
identified using NAICS codes 44, 45, 71, 72, and 92, tend to generate higher parking demand
throughout the day, making the surrounding areas more suitable candidates for public EV
charging infrastructure, especially DC Fast Charging.
Siting EVSE in areas with amenities such as lighting, restrooms, and shelter helps ensure safe
and efficient stops for EV drivers. These features are often co-located with parking-centric job
centers.

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Figure 10 below shows the distribution of these jobs within the City and in adjoining
communities where grid cells overlap. The data reflects 2020 conditions as the most recent
information on available at the scale needed for this analysis.
Figure 10. Parking-centric Business Employment (2020)

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Total Employment
Areas with high total employment attract significant daily traffic from both workers and visitors.
These locations often have longer dwell times, making them well-suited for Level 2 public
charging stations. Supporting EV charging near employment centers helps address the needs of
employees who lack access to home charging—especially in communities like Winooski, where a
high percentage of residents live in multifamily or rental housing.
The State of Vermont’s National Electric Vehicle Infrastructure (NEVI) Plan highlights workplace
charging as a critical component of Vermont’s EV infrastructure strategy, particularly for renters
and those in urban areas.10
Figure 11. Total Employment (2020)

10 Vermont Agency of Transportation. Vermont 2022 State NEVI Plan. Sept 2022.

https://vtrans.vermont.gov/climate/charging/nevi

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Multifamily Housing Units
Areas with higher shares of multifamily housing units are prioritized for public charging due to
the challenges residents face installing home chargers. Renters and condo owners often lack
control over electrical infrastructure, making public charging essential to equitable EV access.
Figure 12 shows grid-level estimates of multifamily units based on 2025 E911 structure points
available through the Vermont Center for Geographic Information (VCGI).
Figure 12. Multifamily Housing Units (2025)

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Affordable Housing Units
This element reflects designated affordable housing locations, which are key to ensuring
equitable access to EV infrastructure. The data in Figure 13 is sourced from the Chittenden
County Regional Planning Commission’s regional housing data.
Residents in affordable housing have increased barriers to EV charging relative to multifamily
housing and may face additional financial challenges to EV ownership. Prioritizing these areas
supports Vermont’s environmental justice goals.
Figure 13. Affordable Housing Units (2024)

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Single-Family Housing Units
Single-family homes typically have better access to home charging, but public Level 2 charging
nearby may still be important for visitors, renters, and households with limited electrical
capacity. Figure 14 below shows total single family units in grid cells based on 2025 E911
structure points.
Figure 14. Single-Family Housing Units (2025)

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Maximum Average Annual Daily Traffic
Traffic volume data is used to identify corridors with high vehicle throughput. These areas are
ideal for EV charging due to frequent vehicle turnover and potential for regional travel. High
AADT locations also support economic development by attracting EV-driving visitors and local
employees.
Figure 15. Maximum Average Annual Daily Traffic (2022)

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Percent Non-White Population
This map highlights census blocks with higher percentages of non-white residents. Prioritizing
EVSE in these areas supports equitable access and aligns with Vermont’s environmental justice
policies. It ensures that historically underserved communities benefit from clean transportation
investments.
Figure 16. Percent Non-White Population (Sourced from 2020 US Census Blocks)

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GMP 3-Phase Power Availability
Three-phase power availability is a key technical requirement for DC fast charging. This map
shows where infrastructure is already in place to support high-capacity EVSE. Locations with
existing 3-phase power reduce installation costs and accelerate deployment timelines.
Figure 17. GMP 3-Phase Power Availability (2025)

City-Owned Property
Off-street parking areas are limited in the City and with current limited EV ownership it is
challenging to convince privately-held parking owners to dedicate spaces to EV charging. The
City can potentially streamline implementation and lead by example in offering EV charging at
City-owned property locations.
To account for this in the prioritization analysis four locations identified in consultation with City
staff were identified at the grid cell level and a prioritization element added to the overall
prioritization to reflect their potential importance. See Figure 18 below for these areas.

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The City-owned Cascade parking garage in the downtown area was considered as a potential
charging location. It was excluded from analysis due to current fire safety recommendations for
charging in enclosed parking structures.
Implementing EV charging in the garage would likely require substantial upgrades, including
sprinkler coverage, structural fire barriers, and placement of chargers near entrances to ensure
fire department access. The facility’s limited electrical capacity may also need investments to
serve additional charging loads.
The National Fire Protection Association (NFPA) is studying fire risks and mitigation strategies
for EV charging in parking structures. As additional guidance and best practices become
available the City may wish to revisit the siting of charging in parking structures.11
Figure 18. Winooski City-Owned Property Locations

11 National Fire Protection Association. Modern Vehicle Hazards in Parking Structures and Systems. May 2024.

https://www.nfpa.org/education-and-research/research/fire-protection-research-foundation/projects-andreports/modern-vehicle-hazards-in-parking-garages-vehicle-carriers

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Prioritization Results
The map in Figure 19 below integrates multiple factors—housing, employment, equity, traffic,
and infrastructure readiness—to identify optimal locations for public EV charging in Winooski.
The prioritization framework uses weighted scoring to guide investment decisions and ensure
strategic, equitable deployment.
To create a common reference to calculate an overall prioritization score for each grid cell the
individual elements were normalized by taking the square root of the element’s value for an
individual cell and then dividing by the square root of the maximum value across all the cells in
the City. This resulted in a fractional value between 0-1 for each element.
Then the scaling factors included in Table 5 above were applied and the results summed across
all the prioritization elements. Finally, the tally was multiplied by 10 to create the overall
prioritization score for the cell.

Figure 19. Prioritization Results

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Future Charging Areas
Following the results of the prioritization analysis in the prior section, VEIC used the
prioritization scoring to create clusters for future public EV charging planning.
The clustering resulted in seven distinct areas. The map in Figure 20 below shows the clustered
areas by color and ranking. The areas are ranked according to the average prioritization score
for the individual cells, illustrated by the size of the grey circular symbols within the cells (larger
symbols mean higher priority). Table 6 below summarizes the number of grid cells in each
cluster ranking area, the percentage of the total number of cells across the city for each cluster,
and the average prioritization score for the cells within the cluster.

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Figure 20. Prioritization Clusters

Table 6. Charging Cluster Priority Scoring

Cluster
Rank

Number
of Cells

% of Total
Cells

Average
Priority Score

1
2
3
4
5
6
7

13
28
45
34
51
23
96
290

4%
10%
16%
12%
18%
8%
33%
100%

13.86
9.37
9.08
7.30
4.97
2.88
2.82
5.83

Total

To assist in future implementation activities, VEIC used the clustering analysis above to
distribute the estimated Level 2 and DC Fast Charging ports needed in 2035. Fast charging ports
were limited to the highest priority areas (clusters 1 and 2), with level 2 ports distributed across
clusters 1-5. Clusters 6 and 7 were not included as most of these areas had significantly lower
prioritization scores, often due to their location in proximity to the Winooski River corridor or
wetland areas within the City.
The distribution of charging ports among clusters shown in Table 7 below was determined by:
1.

Multiplying the average priority score for the cluster by the number of cells within the
cluster to create a weighted cluster score.

2.

These weighted cluster scores were then divided by the total weighted cluster scores for
clusters 1-2 for DC Fast Charging or clusters 1-5 for Level 2 charging.

3.

The percentage weighted score was then multiplied by the number of public charging
ports as described in

4.
5.

Table 4 above to arrive at the 2035 DCFC and Level 2 ports in the right-most columns.

Table 7. Charging Ports by Cluster (2035)

Cluster
Rank
1
2
3
4
5

Weighted
Cluster
Score
180
262
409
248
253

% of Weighted
Score for
DCFC
41%
59%

% of Weighted
Score for
Level 2

2035 2035
DCFC Level 2
Ports Ports

13% 5
19% 8
30%
18%
19%

17
25
39
24
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This approach to distributing public charging needs across higher priority areas in the City could
be updated in the future to meet the forecasted charging need in 2050 or other interim years as
EV adoption grows.

Public Charging Site Planning
To assist the City in planning and implementing additional EV charging locations, VEIC prepared
conceptual site plans using aerial imagery to illustrate the placement and installation of EV
charging stations at three public locations in the City, including a generalized on-street charging
location, Landry Park, and along Winooski Falls Way near the Champlain Mill.

On-street Charging
VEIC recommends starting with two on-street, overhead pole-mounted level two chargers in the
Mallets Bay Ave / West St cluster identified in Figure 20 above as cluster priority 3. This area has
a high share of multi-unit rental housing with less off-street parking opportunities that would
often accompany large multi-family dwellings, which provide more options for off-street
charging installation.
On-street publicly available EVSE options can open EV charging access for tenant populations,
making EV ownership more accessible. The red oval in Figure 21 below shows an area with a
concentration of smaller multi-unit residences and is the general location recommended for
initial on-street charging installations.

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Figure 21. Recommended area for on-street pole-mounted level 2 charging shown in the RED oval

The installation of pole-mounted chargers typically requires a standard 100 Amp meter socket
with breakers mounted at the pole. Power would be supplied from nearby overhead distribution
transformers where possible. If that is not feasible a transformer may need to be installed at an
adjacent pole to supply power. The chargers can be powered at 240V. Figure 22 shows a polemounted charger installed by BED in Burlington. The cost for this type of charging configuration
and installation was between $6,000-$8,000, according to BED.

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Figure 22. Pole-mounted charger on Spruce Street in Burlington (photo courtesy of BED)12

Pole-mounted EVSE reduces the potential for vandalism and accidents that could result in
service downtime, and the height allows for snow removal without special considerations
needed.
The power is supplied from nearby overhead distribution transformers where possible. If
needed, a transformer could be installed at an adjacent pole to supply power, but VEIC
recommends choosing locations where the transformer and capacity already exist. The L2
chargers are powered at 240V. Thus a standard 100A meter socket with breakers would be
installed below the transformer and the EVSE would be mounted at least 10 feet above the
ground and tied into the meter (see Figure 23).

12 Burlington Electric Department Introduces New Pole-Mounted, Electric Vehicle Chargers to Improve

Charging Access – Burlington Electric Department

33

Figure 23. Example schematic of a pole-mounted charger and required infrastructure

The charging cord is accessed by scanning a QR code mounted a few feet above the ground on
the utility point, which automatically lowers the cord from the EVSE unit. The cord is 25 feet long
but is only long enough to service the immediately adjacent parking spots. The chargers would
want to be in an area with a strong cellular connection to allow for connectivity and fee
collection.

Landry Park
Landry Park is located along Pine Street in the northeastern quadrant of the City. The parking
area serves visitors to the Myers Memorial Pool, a softball field, playground, skate park, and

34

green space. The City is currently in the design phase to improve the parking area function,
including modernizing stormwater treatment systems. City staff have highlighted this location as
well-suited for installing charging stations for public use.
VEIC recommends a near-term installation that would include two level 2 and two DC Fast
Charging (DCFC) ports. The DCFC will require access to 3-phase power, which is available from a
utility pole at the southeast corner of the existing parking lot. We suggest locating the charging
spaces in this area, as this will offer the shortest underground link from the 3-phase access.
To allow for Americans with Disabilities Act (ADA) compliance, we suggest placing an additional
ADA accessible space between the L2 and DCFC parking spots. This would not need to be
signed for exclusive use of disabled drivers, but may warrant signage indicating “ACCESSIBLE EV
CHARGING - USE LAST” or like to maximize availability for those who may need an accessible
route to the charging equipment.
Figure 24 on the following page includes a conceptual plan for this location. The housing for the
power supply and meter could be placed nearby and the power to either EVSE units would be
within the pink area (pedestal location) with a single EVSE unit with two ports placed at the
midpoint between each of the two parking spots.
Bollards should be placed between the charging station and the parking spots to prevent cars
from damaging the charging equipment if they pull too far into the space.
Lastly, lighting should be provided for safety and visibility at night. That could be covered with
lot-wide lighting as part of the planned work, or through the addition of a light on the utility
pole, or a small light above the charging stations.

35

Figure 24. Landry Park Conceptual Plan

36

Winooski Falls Way
Winooski Falls Way offers downtown on-street paid parking spaces with close proximity to
underground electrical infrastructure. The identified parking spots shown on the southwest side
of the street would be a suitable location for Level 2 or DCFC charging due to the proximity to
the high-traffic and numerous offices and high-density residential buildings.
Figure 25 Parking on Winooski Falls Way near electric service infrastructure

The west-most parking spots are closest to the utility connection; the city could run conduit the
length of the parking spaces until the ADA compliant space is reached. This would provide the
option for future buildout of EVSE along all spaces in this location while providing ADA
compliant charging now at the farthest spot. Due to location of existing trees and street-lighting
infrastructure, the available spacing for charging stations is conducive to six single-port charging
pedestals and one dual-port charging station, which could be installed over a longer timeframe.
Green Mountain Power has indicated their distribution infrastructure in this area is constrained
so upgrades may be needed, especially if higher powered DC Fast Charging is desired.
Angled on-street parking is not ideal for EV charging as different EV models have the charging
inlet port in different locations on the vehicle, including in the rear driver or passenger side
areas. However, there are few other locations in the downtown area that could serve as a host
site for EV charging. If this installation moves forward consideration should be given to the

37

length, weight, and flexibility of the charging cords to reach the charging inlet port for a variety
of EV models.
Figure 26 shows how each space could look with either DCFC charging units or Level 2 charging
units. In some cases a dual-port station could be installed at the center line between two spaces.
Figure 26 Possible configuration for DCFC and L2 charging units in the west-most parking spots. Dotted red line
represents underground conduit with electricity supply. Best location for connection to the main power supply has
not been identified in this schematic.

Implementation
Advancing charging in the priority areas described above will take sustained attention. The
sections below detail potential costs, ownership models, and funding options associated with
City-supported public charging. A large-scale installation across Winooski would quickly boost
charging availability, but incrementally installing a few ports at a time is the more common
approach used by Cities. A variety of implementation models will likely be needed to reduce any
up-front capital costs borne by the City, estimates of which are included below.

Capital Costs
The cost to install new charging equipment varies widely depending on the type of equipment
and the location of the installation. For public charging locations the costs associated with
accessing power, preparing the site, and installation labor can equal or exceed the cost for the
charging equipment. Table 8 below provides a range of estimated costs for public level 2
charging, and 150 kW DC Fast Charging, broken out by equipment and installation costs. The
public level 2 costs are drawn from recently completed level 2 charging installations funded

38

through the Charge Vermont program.13 The DCFC costs are from a 2023 National Renewable
Energy Lab (NREL) report estimating national charging needs and associated costs.14
Table 8. EV Charging Capital Costs (Charge Vermont, NREL)

Type of Charging

Ranges

Equipment
Cost per
Port

Install Cost
per Port

Total Cost
per Port

Level 2 - Public

Low:
High:
Average:
Low:
High:
Average:

$690
$7,100
$3,340
$66,400
$102,200
$84,300

$275
$22,470
$5,400
$45,800
$94,000
$69,900

$1,800
$25,485
$8,750
$112,200
$196,200
$154,200

DC Fast Charging – Public
150 kW

To estimate total implementation costs, the cost ranges above were multiplied by the number of public EV charging
ports needed under the 2035 medium-adoption scenario from

Table 4. As shown in Table 9, this results in an estimated total cost of approximately $3.1 million
using average per-port values, with a possible range from $1.7 million on the low end to
$5.9 million at the highest cost assumptions.
Table 9. 2035 Winooski Public Charging Need Capital Cost Estimate (Rounded 2025 $)

Type of Charging
Level 2 – Public
130 Ports
DC Fast Charging – Public
150 kW
13 Ports
Total

Low Costs

High Costs

Average Costs

$235,000

$3,320,000

$1,140,000

$1,460,000

$2,550,000

$2,005,000

$1,695,000

$5,870,000

$3,145,000

Understanding the City’s resources are constrained, the expectation is the City would seek
external funding and/or partner with other entities to minimize any City taxpayer investments in
charging. The ownership options described in the next section cover several options for this
.

13 Charge Vermont. Nov 2025. Completed Project Funding Amounts. Accessed at:

https://www.chargevermont.com/news-updates-2/
14 NREL. 2023. The 2030 National Charging Network: Estimating US Light Duty Vehicle Electric Vehicle Charging
Infrastructure. Cost discussion starts on page 33. Accessed at: https://docs.nrel.gov/docs/fy23osti/85654.pdf

39

Ownership
A thoughtful ownership and maintenance strategy will be critical to the long-term success of
Winooski’s public EV charging network. It will ensure reliability, equitable access, and alignment
with municipal goals.
Several ownership models for EV charging infrastructure are described in Table 10 below. The
relative costs provide a general assessment of the capital construction costs and operating &
maintenance (O&M) costs that would be borne by the City under the different models.
Table 10. EV Charging Ownership Models

Ownership
Model
City-Owned

Utility-Owned

Private HostOwned

Third-PartyOwned

Description
Winooski would own and operate
the equipment and would be
responsible for all maintenance
and servicing.
The city would retain all revenue
collected through charging fees.
Electric utility owns and operates
the equipment, typically
including all revenue.
City or private partners may need
to provide no-cost access to
property / right-of-way for siting.

A private business or residential
property installs charging on their
property. Access may be limited
to workers / residents.

A charging provider installs,
owns, and operates the
equipment with a contract
through the site-host.
Depending on the contract
terms, the provider may offer
revenue sharing based on
charger usage and site lease
terms.

Relative Costs
Capital O&M

$$$

$$$

$

$

$

$

$

$

Additional considerations
- Capital costs could be
funded by grants (if available)
- City maintains full control,
including ability to service &
set prices
- City could earn revenue
- Added responsibilities for city
employees
- Green Mountain Power has
limited capacity to invest in
public charging
infrastructure
- City not responsible for price
setting, maintenance,
servicing
- City will likely not earn
revenue
- Limited opportunities for this
to support public charging
based on current Vermont
context
- City would only be involved in
initial permitting process
- Typically requires higher user
fees to make private
investment viable
- Ability to share
costs/revenue with 3rd party

40

Public-Private
Partnership
(PPP)

The city would share ownership
with a private entity.
A shared revenue structure may
be included in this to incentivize
investment and offset ongoing
costs.

$

$

- Typically requires higher user
fees to make private
investment viable
- Challenging to find private
partners in current economic
climate
- Could be structured as a
franchise/concession
agreement to install charging
on city property / right-of-way

In a city-owned model, the municipality retains full control over the chargers, including setting
pricing, providing accessibility, and upkeep of EVSE maintenance. This approach aligns with
public interest goals and ensures consistent service but requires upfront capital investment,
long-term budget planning and would add to the workload of city employees, although this
could be mitigated to some degree by using EVSE network providers to handle customer service
and other issues.
In a utility-owned model, Green Mountain Power (GMP), would install, own, and operate the
EVSE, managing all aspects of site selection, equipment installation, and ongoing maintenance.
This approach would reduce the operational burden on City staff but would also limit the City’s
control over pricing, access, and other operational decisions, as utilities typically retain all
revenue generated through user fees. GMP has indicated a willingness to consider charging
investments in Winooski, but that such investments would not be feasible until at least 2027.
The third-party ownership model often involves a contract between the city (site host) and a
charging network provider (i.e. ChargePoint, EVgo, Blink, etc.). The third party owns and
operates the equipment on municipal property, typically with a long-term lease agreement. The
contract may include revenue sharing and/or network fees and maintenance agreements. This
reduces upfront costs for the site host, and all the technical support and maintenance is handled
by the provider.
Alternatively, public-private partnerships (PPPs) allow the city to share ownership and
operational responsibilities with private entities (e.g., local businesses). This model can reduce
capital burden and leverage private expertise in installation, maintenance, and customer service.
However, it requires detailed host agreements to define roles, responsibilities, and revenuesharing arrangements. This can increase equity and accessibility, while reducing the cost-burden
of the site owner. Both parties share the risks and rewards.

41

Maintenance
Maintenance and software update responsibilities should be clearly defined in all ownership
scenarios. Routine maintenance includes hardware inspections, software and network updates,
snow removal, signage upkeep, nighttime lighting, weights & measures compliance, and ADA
compliance. If grant funds are accessed to support implementation then recipients are typically
required to maintain chargers in good working order and meet program obligations for several
years; this includes for both state and federally funded grants. Failure to do so may result in the
loss of funding or future eligibility.
EV chargers typically have a lifespan of 10–15 years, depending on usage and environmental
conditions. DCFC stations, which have higher power loads and additional cooling components,
typically require more frequent servicing.

User fees
User fees for public EV charging in Winooski should be structured to balance affordability, cost
recovery, and long-term sustainability. Based on community feedback and level of charging, a
recommended fee range is $0.25 to $0.60 per kilowatt-hour (kWh), which aligns with regional
norms and reflects what residents consider reasonable for public charging access.
Level 2 chargers are typically priced lower due to slower charging speeds and lower installation
costs, while DC Fast Chargers (DCFC) often incur higher rates due to their rapid charging
capabilities, higher capital costs, and more intensive maintenance needs.
To ensure equitable access, Winooski may consider implementing tiered pricing models, timeof-use rates, and subsidized access for qualifying users. Free or reduced-cost charging at priority
locations—such as affordable housing, community centers, and transit hubs—can help ensure
that low-income residents and renters benefit from the city’s EV infrastructure investments. A
tiered pricing model or time-of-use rate may be available through the utility as well.

Funding Opportunities
To reduce the financial burden, Winooski may pursue funding through Vermont’s Charge
Vermont program and the federal National Electric Vehicle Infrastructure (NEVI) Program.
Charge Vermont is currently fully subscribed for Chittenden County communities, but may
reopen in the future. If it does, grants covering 90–100% of installation costs for Level 1 and
Level 2 chargers at workplaces, multi-unit residences, and public attractions may be available.
Under the current program terms, for-profit applicants could be eligible for up to 90% funding,

42

non-profits and government agencies for up to 95%, and women- and minority-owned
businesses up to 100%.15
The NEVI Program, funded through the Infrastructure Investment and Jobs Act, provides
Vermont with $21.2 million between 2022 and 2026 to deploy DCFC stations along key
corridors. NEVI funds cover 80% of project costs, with the remaining 20% match eligible to be
met through private investment or in-kind contributions. Leveraging these funds could
significantly reduce user fees by offsetting capital and operational costs, especially for hightraffic or equity-priority locations.
The most recent NEVI plan developed by VTrans calls for 4 DCFC ports to be funded by federal
fiscal year (FFY) 2026 dollars and included in the next procurement process for NEVI-funded
EVSE.16
Additional funding opportunities, such as the Stellantis settlement described below, may
emerge in the future, and the City should continue to monitor these programs as they develop.

Stellantis Settlement
The Stellantis vehicle manufacturing group includes Dodge, Chrysler, RAM, Jeep, and several
other makes. Vermont was part of a 2024 legal settlement related to Stellantis vehicle emissions
violations, which included EV infrastructure deployment in underserved communities as part of
the settlement terms. Vermont is eligible to receive a portion of these funds, which may be used
to support the installation of public charging stations, particularly in areas with limited access to
home charging. While specific investments are still under consideration, Winooski officials have
been in touch with Stellantis’ EVSE contractors, Blink Charging, to consider several potential
locations for charging installation.
Blink Charging Host Models
Blink Charging offers several business models for hosting EV chargers, each with
implications for user fees and revenue sharing:
•

In the Blink-Owned model, Blink installs and operates the chargers, sets the pricing, and
shares a portion of the revenue with the host. This model minimizes upfront costs and
operational responsibilities for the host but limits local control over pricing and access.

•

In the Host-Owned model, the site host purchases and manages the equipment, sets
pricing policies, and retains all revenue. This model offers full control but requires capital
investment and ongoing maintenance.

15 Charge Vermont. 2025. See specifications and award thresholds for program details.

https://www.chargevermont.com
16 Vermont Agency of Transportation. Vermont FFY26 2025 NEVI State Plan. Aug 2025. Page 11.
https://vtrans.vermont.gov/sites/aot/files/climate/Vermont%20FFY26%202025%20NEVI%20State%20Plan.pdf

43

•

The Hybrid-Owned model allows Blink to cover equipment and operational costs
while the host prepares the site and may share in revenue. This model is ideal for
municipalities or nonprofits with limited budgets but a desire for partial control.

Blink also provides technical support, marketing materials, and site assessment services
to help hosts optimize charger placement and visibility. Hosts can choose between per-kWh
pricing, time-based fees, or free access, depending on their goals and user base17.
If Stellantis-funded charging installations are advanced by Blink the City should consider which
hosting model is proposed and any long-term maintenance or funding needs.

Implementation Next Steps
The points below are drafted for Municipal Infrastructure Commission consideration at their
December 2025 meeting.
•

•

Discuss state-funding opportunities with Winooski’s legislative delegation
o

To support statewide geographic equity, the Charge Vermont program capped
funding levels at the county level. No county could receive more than 10% of the
statewide funds available. Chittenden County quickly reached this cap after the
program launched in 2024 and currently no applications from Chittenden County
can be funded, despite the large concentration of population, employment, and
tourist activity in the region.

o

The Vermont Legislature oversees the Vermont Agency of Commerce and
Community Development (ACCD) in funding Charge Vermont and other statesupported programs.

o

The City may wish to discuss the significant need for public charging investments
through other equity lenses noted above with Winooski’s legislative delegation to
inform their deliberations on State-funded charging programs.

Consider increasing City zoning bonus for EV charging infrastructure
o

Section 4.12.E.2 of the Winooski development regulations provides incentives for
reduced parking requirements if EV charging is installed and available for public
use as part of a development project:
https://www.winooskivt.gov/DocumentCenter/View/4830/Article-IV---General-Use-Regulations , p 43

▪
▪

Public Level 2 electric vehicle charging spaces available for public use will
count as 1.5 spaces.
Public Level 3 spaces available for public use count as 2.0 spaces.

17 Blink EV Charging. 2025. Host Information. https://blinkcharging.com/host-a-station

44

▪
▪

▪

o

To qualify for this incentive, the spaces cannot be assigned to an individual
dwelling unit or any non-residential space.
Any charging incorporated to meet the Vermont Residential or Commercial
Building Energy Standards cannot be counted towards parking reductions
except for level 3 charging stations.
Reductions to minimum parking requirements for electric vehicle charging
stations cannot exceed 20% of the required minimum parking based on the
uses proposed.

The City could use the prioritized future charging clusters described in this report
to offer a 0.5 space increase in the level 2 and 3 bonuses for properties
intersecting clusters ranked 1-5 in the prioritization.

•

Municipal Infrastructure Commission could consider projects to include in capital plan.

•

Consider Blink proposals associated with the Stellantis settlement.

•

Continue coordination with Green Mountain Power on charging installations.

•

Continue coordination with VTrans on NEVI opportunities.

45

Appendix A – Survey Results

46

Summarized responses for open-ended survey questions.
1. Do you have any additional comments or suggestions?
•

Strong support for Level 3 (DC Fast) chargers: Many emphasized their speed and
ability to attract tourists and support businesses.

•

Criticism of Level 1 chargers: Considered too slow and ineffective, especially in winter.

•

Concerns about taxpayer funding: Some respondents opposed public spending on EV
infrastructure, suggesting partnerships with private companies instead.

•

Suggestions for partnerships: Companies like Rivian and Electrify America were
mentioned as potential collaborators.

•

Equity and accessibility: Emphasis on supporting renters and those without home
charging options.

•

Signage and visibility: Clear marking and advertising of charging stations was
recommended.

•

Environmental concerns: A few respondents questioned the overall environmental
impact of EVs.

•

Alternative priorities: Some suggested focusing on public transit, sidewalk
maintenance, and light rail instead of EV infrastructure.

•

Pricing concerns: Recommendations to keep public charging affordable (e.g., $0.25–
$0.60/kWh).

Quantitative Summary of responses:
o

Taxpayer funding concerns: 5 mentions

o

Support for Level 3 chargers: 7 mentions

o

Opposition to Level 1 chargers: 3 mentions

o

Accessibility for renters: 5 mentions

o

Location suggestions: 13 mentions

2. Are there other location types you'd like to see charging?
•

Public spaces: Parks (especially Landry Park), pools, and playgrounds.

•

Community hubs: Senior Center, O’Brien Community Center, schools, churches, and
libraries.

47

•

Commercial areas: Grocery stores, restaurants, bars, and motels/hotels.

•

Transit-oriented locations: Near highways, interstate exits, and the I-89 on-ramp.

•

Residential areas: Apartment complexes, especially those with high rental populations.

•

Parking infrastructure: Public garages, curbside spots, and underutilized lots.

•

Collaborative zones: Suggestions to coordinate with neighboring towns like Colchester.

3. Why is this a good location?
•

Convenience and accessibility: Locations near businesses, schools, and public services
were seen as practical and high-traffic.

•

Tourism and economic impact: Fast chargers downtown and near highways could
attract visitors and boost local spending.

•

Support for renters: Many emphasized the need for accessible charging for those
without off-street parking.

•

Underutilized spaces: Some suggested using less busy parking lots or garages to
maximize utility.

•

Environmental and community benefits: Chargers at schools and community centers
were seen as promoting climate justice and resilience.

•

Safety and urban planning: Preference for off-street charging to avoid increasing traffic
and reducing walkability.

48

Winooski 2025 EV Charging Survey
General Information
Are you a Winooski resident or worker?

Winooski resident
Winooski worker
Don't live or work in the City

Answers

Count

Percentage

Winooski resident

73

78.49%

Winooski worker

11

11.83%

Don't live or work in the City

9

9.68%

Answered: 93 Skipped: 0

Do you have an electric vehicle (EV)?

Yes
No, but interested to get one
No

Answers

Count

Percentage

Yes

56

60.22%

No, but interested to get one

27

29.03%

No

10

10.75%

Answered: 93 Skipped: 0
EV Owner Questions
What type of EV do you have?

All-Electric Vehicle (battery
only, no gas)
Plug-in Hybrid Electric
Vehicle (battery or gas)

Answers

Count

Percentage

All-Electric Vehicle (battery only, no gas)

49

52.69%

Plug-in Hybrid Electric Vehicle (battery or gas)

7

7.53%

Answered: 56 Skipped: 37
How do you charge your EV?

40
30
20
10

th
O

fa

st

ve

Pu
b

lic

le
lic
Pu
b

er

...
ch

...
l2

p.
..
rk
wo
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oy
pl
Em

m
Ho

Ho

m

e

e

de

st

an

di
ca

da

te

rd

d.

..

...

0

Answers

Count

Percentage

Home standard outlet (level 1, 120V)

24

25.81%

Home dedicated charger (level 2, 240V)

35

37.63%

Employer workplace charging

19

20.43%

Public level 2 charging

29

31.18%

Public fast charging

33

35.48%

Other

1

1.08%

Answered: 56 Skipped: 37

How often do you charge your EV away from home?

25

20

15

10

5

0
Always (no cha...

Daily

Weekly

Monthly

Rarely

Never

Answers

Count

Percentage

Always (no charging at home)

4

4.3%

Daily

7

7.53%

Weekly

22

23.66%

Monthly

11

11.83%

Rarely

9

9.68%

Never

3

3.23%

Answered: 56 Skipped: 37
Location Preferences
What types of locations would you generally prefer for EV charging?

5

4

3

2

1

0
Downtown publi...

Rank

Parking lots o...

Answers

3

4

5

Schools

2

3

4

64.77%

17.05%

7.95%

4.55%

57

15

7

4

Parking lots or garages

9.09%

27.27%

28.41%

23.86%

for residential buildings

8

24

25

21

12.5%

23.86%

23.86%

26.14%

11

21

21

23

7.95%

15.91%

20.45%

25%

7

14

18

22

5.68%

15.91%

19.32%

20.45%

5

14

17

18

garage or nearby street
parking

2

Parking along ...

1

Downtown public parking
1

Parks

Parks

Parking along streets in
neighborhoods

Schools

Average
5
score

4.31

2.99

2.95

2.45

5.68%
5

11.36%
10
13.64%
12
30.68%
27

2.30

38.64%
34

Answered: 88 Skipped: 5
What type(s) of charging would you prefer?

3

2

1

0
Level 3 (DC Fa...

Rank

Level 2 (240V ...

Answers

Level 1 (stand...

1

2

60%

32.94%

51

28

Level 2 (240V - 10-30

37.65%

56.47%

miles/hour of charging)

32

48

Level 1 (standard 120V

2.35%

10.59%

2

9

Average
3
score

Level 3 (DC Fast
1

charging - 80% charge in
about 30 minutes at

2.53

7.06%
6

higher cost)

2

3

outlet)

2.32

1.15

5.88%
5
87.06%
74

Answered: 85 Skipped: 8

Location Preferences > Demographic Information
What type of housing do you currently live in?

60

40

20

er

e

th
O

M

nd
om
Co

al
ap
a
Re
nt

ob
ile

in
iu

ho
m

m

e.
..
rtm

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..
rtm
al
ap
a
Re
nt

or
ex
Du
pl

Si

ng
l

efa
m

ily

to
wn

...

...

0

Answers

Count

Percentage

Single-family home

59

63.44%

Duplex or townhouse

7

7.53%

Rental apartment (low-rise, 1-2 stories)

10

10.75%

Rental apartment (mid/high-rise, 3+ stories)

12

12.9%

Condominium

4

4.3%

Mobile home

0

0%

Other

0

0%

Answered: 92 Skipped: 1
Race or Ethnicity

80
60
40
20

An
ot

...
Pr
ef

er
no
t

ra
ce
he
r

or
e
m
or
Tw
o

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..

ra
...

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te
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wa
iia
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e

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tiv

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sp
a

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c

or
A
ac
k
Bl

...

a.
..
or
L

c.
..
fri

ia
n
As

Am

er
ica

n

In

di
a.

..

0

Answers

Count

Percentage

American Indian or Alaska Native

2

2.15%

Asian

2

2.15%

Black or African American

2

2.15%

Hispanic or Latino

1

1.08%

Native Hawaiian or Other Pacific Islander

0

0%

White

76

81.72%

Two or more races

0

0%

Another race or ethnicity

0

0%

Prefer not to say

9

9.68%

Answered: 92 Skipped: 1
Household Income

30

20

10

...
to
er
no
t
Pr
ef

or
00
0
50
,
$1

$1

00
,

$7
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0

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..

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99
,

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74
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00
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0,
0

00
$2
5,
0

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$2
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Answers

Count

Percentage

Less than $25,000

2

2.15%

$25,000 - $49,999

3

3.23%

$50,000 - $74,999

15

16.13%

$75,000 - $99,999

15

16.13%

$100,000 - $149,999

26

27.96%

$150,000 or more

19

20.43%

Prefer not to say

12

12.9%

Answered: 92 Skipped: 1

Stantec Consulting Services Inc.

DRAFT - West Street Traffic
Calming Evaluation

Prepared for:
City of Winooski

December 16, 2025

Prepared by:
Stantec

Project/File:
179451153

West Street Traffic Calming Evaluation

Project: 179451153

West Street Traffic Calming Evaluation
Table of Contents

Table of Contents
1
1.1

Introduction .................................................................................................................................. 1
Evaluation Process ........................................................................................................................ 1

2
2.1
2.2
2.3
2.4
2.5

Traffic Calming Evaluation ......................................................................................................... 2
Roadway Characteristics ............................................................................................................... 2
Vehicular Traffic Volumes.............................................................................................................. 2
Vehicle Speeds .............................................................................................................................. 2
Heavy Trucks ................................................................................................................................. 3
Crash Data .................................................................................................................................... 3

3

Summary ...................................................................................................................................... 4

List of Figures
Figure 1 Project Evaluation Area (Google Maps, 2025) ............................................................................... 1
List of Appendices
Appendix A TRAFFIC VOLUMES
Appendix B SPEED AND TRUCK DATA
Appendix C CRASH HISTORY

Project: 179451153

West Street Traffic Calming Evaluation

1

Introduction

Stantec performed an evaluation in accordance with the City of Winooski Traffic Calming Manual to
determine if traffic calming measures should be considered in the study area. Data collected on vehicle
speed, percentage of heavy truck traffic, and crashes within the study area were compared against
threshold criteria warrants.

Figure 1 Project Evaluation Area (Google Maps, 2025)

1.1

Evaluation Process

A multi-step process was completed that included the following.
•
•
•

Data Collection and Quantification of Existing Conditions
Traffic Calming Assessment to determine if thresholds for traffic calming are met
Summarize the Assessment

Project: 179451153

1

West Street Traffic Calming Evaluation

2

Traffic Calming Evaluation

2.1

Roadway Characteristics

The section of West Street included in this evaluation is approximately 1700 feet long between Pine
Street to the northwest and River Street to the southeast, and these streets are owned and maintained by
the City. The street is constructed of bituminous pavement, is approximately 28 feet wide and is curbed
on both sides. A five-foot-wide concrete sidewalk is adjacent to the easterly side of the road. The
sidewalk is separated from the road by a curb. The speed limit along West Street is 25 miles per hour.
On-street parking is allowed on the easterly side of the road, and spaces are unmarked. The horizontal
alignment within the project area is generally tangent. There is a slight uphill grade from southeast to
northwest on West Street.
The section of Elm Street included in this evaluation is approximately 350 feet long between West Street
to the west and Hickok Street to the east, and these streets are owned and maintained by the City. The
street is constructed of bituminous pavement, is approximately 28 feet wide and is curbed on both sides.
A five-foot-wide concrete sidewalk is adjacent to the southerly side of the road. The sidewalk is separated
from the road by a curb. The speed limit along Elm Canal Street is 25 miles per hour. On-street parking is
allowed on both sides of the road, and spaces are unmarked. The horizontal alignment within the project
area is generally tangent. There is a slight uphill grade from west to east on Elm Street.

2.2

Vehicular Traffic Volumes

Traffic volume data for West and Elm Streets were collected by Methods Consulting Group (MC) for this
evaluation.
Continuous vehicle volume counts were conducted from October 22, 2025, through October 27, 2025.
The reported volumes are shown in Appendix A. Generally, there is more traffic traveling southbound on
West Street in both the morning and afternoon north of Elm Street. South of Elm Street, traffic is about
the same in north and south bound directions in the morning, but there is more traffic traveling
northbound in the afternoon. Overall, there is generally more traffic traveling southbound.
On Elm Street, more traffic travels eastbound in the morning and westbound in the afternoon. Overall,
there is generally more traffic traveling westbound.

2.3

Vehicle Speeds

Vehicle travel speeds were also recorded from October 22, 2025 through October 27, 2025, concurrent
with the volume counts, using a radar data collector. As shown in Appendix B, the reported 85th percentile
speed for West Street north of Elm Street, the speed below which 85% of the drivers are traveling, was
26 mph in the northwest bound direction and 17 mph in the southeast bound direction for West Street,
and the overall 85th percentile speed was 23 mph for this section of West Street. For West Street south of

Project: 179451153

2

West Street Traffic Calming Evaluation

Elm Street, the 85th percentile speed was 37 mph in the northwest bound direction and 19 mph in the
southeast bound direction, and the overall 85th percentile speed was 34 mph for this section of West
Street.
For Elm Street, the 85th percentile speed was 23 mph in both directions.
Per the Threshold Criteria Warrants outlined on page 14 of the Winooski Traffic Calming Manual, the 85th
percentile speed differential measurement must be greater than the posted speed by +5 mph for
Neighborhood Streets. Since the data shows the actual 85th percentile speed is +12 mph greater than the
posted speed of 25 mph for the northwest bound traffic south of the Elm Street intersection, this data
warrants further evaluation of traffic calming measures.
It was also observed that the maximum speed recorded was 48 mph in the northwest bound direction
north of Elm Street, which is nearly twice the speed limit. The maximum speed recorded was 52 mph
westbound on Elm Street, more than twice the speed limit.

2.4

Heavy Trucks

The volume of heavy trucks (three or more axles) was also recorded from October 22, 2025 through
October 27, 2025 concurrent with the volume counts on Elm Street. As shown in Appendix B, the
reported percentage of large trucks ranged from 0.8 to 2.1%.
Per the Threshold Criteria Warrants outlined on page 14 of the Winooski Traffic Calming Manual, the
reported 24-hour traffic volume classification count must exceed 4% for heavy trucks to meet the Heavy
Trucks Warrant. Since the data shows the actual truck counts did not exceed 4% of the total volumes, this
data warrants no further evaluation of traffic calming measures.
The truck data in Appendix B was reviewed compared to the videos on the non-truck routes (West Street
south of Elm Street, Elm Street east of West Street). All were school buses, personal vehicles with
trailers, or large parcel delivery vehicles. No commercial trucks were observed not using the truck route.

2.5

Crash Data

The VTrans Public Crash Query Tool shows one crash within the study area during the last five years,
with none resulting in injuries. Per the Threshold Criteria Warrants outlined on page 14 of the Winooski
Traffic Calming Manual, the minimum criteria for the safety warrant is two crashes resulting in injury.
Therefore, this data warrants no further evaluation of traffic calming measures.

Project: 179451153

3

West Street Traffic Calming Evaluation

3

Summary

Warrants for speed were exceeded after review of the data collected in the study area. The highest speed
recorded was 48 mph on West Street and 42 mph on Elm Street with a 25 mph speed limit. Identification
and selection of traffic calming measures to be installed is recommended as a next step to curb vehicle
speeds.
Since no commercial trucks were observed not using the truck route during the times the cameras were
deployed, the associated complaints about truck traffic may need further investigation.

Project: 179451153

4

West Street Traffic Calming Evaluation

Appendix A TRAFFIC VOLUMES

Project: 179451153

West Street Traffic Calming Evaluation

West Street Data Collection - North of Elm - October 2025

300

NB AM

NB PM

SB AM

SB PM

250

Vehicles per Day

96
200

83

88

89
78

150
100

60

36

52

27
37

72

70

69

96
74

50
50

47

45

33

21

10/22/25

10/23/25

10/24/25

10/25/25

10/26/25

Wednesday

Thursday

Friday

Saturday

Sunday

0

Project: 179451153

West Street Traffic Calming Evaluation

West Street Data Collection - South of Elm - October 2025

400

NB AM

350

Vehicles per Day

SB AM

SB PM
117

300
250

NB PM

108

113

92

124
104

44
200

56

45

150
100

145

112

51

132

115

34

46

46

59

57

51

10/22/25

10/23/25

10/24/25

10/25/25

10/26/25

10/27/25

Wednesday

Thursday

Friday

Saturday

Sunday

Monday

119

50
0

56

58

Project: 179451153

104

West Street Traffic Calming Evaluation

Elm Street Data Collection - East of West - October 2025

1000

EB AM

900

EB PM

WB AM

WB PM

800

Vehicles per Day

700

303

317

327

291

600
500

141

104

118

400
300

272

231

76

75

161

165

59

76

256

282

212

178

159

177

10/22/25

10/23/25

10/24/25

10/25/25

10/26/25

10/27/25

Wednesday

Thursday

Friday

Saturday

Sunday

Monday

200
100

121

293

0

Project: 179451153

183

West Street Traffic Calming Evaluation

Appendix B SPEED AND TRUCK DATA
West Street North of Elm Street
NW Average Speed:
SE Average Speed:
NW 85th %ile Speed:
SE 85th %ile Speed:
Overall Average Speed:
Overall 85th %ile Speed:

18
12
26
17
14
23

NW
SE

205
440

133
150

159
43

NW

74
1

26
0

15
0

0
0

3
0

0
0

0
0

0
0

0
0

0
0

0
0

Hourly Volume NB

4

11

4

4

3

0

0

0

1

West Street South of Elm Street
Distance to Centerlin
NW Average Speed:
SE Average Speed:
NW 85th %ile Speed:
SE 85th %ile Speed:
Overall Average Spe
Overall 85th %ile Spe

16
28
16
37
19
18
34

Elm Street

Percentile
85%

SPEEDS: 1-15 MPH 16-20 MPH21-25 MPH
26-30 MPH31-35 MPH36-40 MPH41-45 MPH46-50 MPH51-55 MPH56-60 MPH61-65 MPH66-70 MPH71-75 MPH76+ MPH
NW
288
71
93
129
210
243
34
0
0
0
0
0
0
0
SE
431
434
100
0
0
0
0
0
0
0
0
0
0
0

0.85

WB 85th Percentile Speed
EB 85th Percentile Speed
WB Max Speed
EB Max Speed
WB Max Speed (up to end of video 10/25)
EB Max Speed (up to end of video 10/25)

85th Percentile Speed
Hourly Volume

23
23
52
39
42
39

34
26

34
21

36
11

39
14

1

4

2

0

10/28/25 7:27 AM
10/28/25 4:49 PM
10/24/25 1:33 PM
10/23/25 4:44 PM

Elm Street Trucks

Large /
NEB
NEB
SWB
SWB
Daily Volume vpd) Trucks
EB AM
EB PM
WB AM WB PM
Wednesday 10/22/25
894
11
178
272
141
303
Thursday 10/23/25
872
11
159
282
104
327
Friday 10/24/25
798
7
177
212
118
291
Saturday 10/25/25
589
11
59
161
76
293
Sunday 10/26/25
547
5
76
165
75
231
Monday 10/27/25
877
15
183
256
121
317

Note: No commercial trucks were observed along the non-truck route portions of the Project Evaluation
Area.

Project: 179451153

0

West Street Traffic Calming Evaluation

Appendix C CRASH HISTORY

Crash Date
Address
November 26, 2021 at 2:02 PM 120 West St

AOT Route Crash Type
Collision Direction
WEST ST
Property Damage Only Single Vehicle Only

Project: 179451153

Weather Time of Day Surface Condition
Clear
Day
Dry

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