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Home My WebLink About97 - Traffic Impact Study - Costco RECEIVED BY Transportation Impact Analysis FEB 2 4 1997 CITY- COUN7, Bozeman Costco Bozeman, Montana RrV ly. FEB 2 5 1997 Prepared for: Price-Costco 999 Lake Drive Issaquah, WA 98027 (206)313-8100 Prepared by: Kittelson &Associates, Inc. 610 S.W. Alder, Suite 700 Portland, Oregon 97205 (503) 228-5230 Project No.:2449.00 February 1997 February 1997 Bozeman Costco Table of Contents Table of Contents Section 1 Executive Summary 1 Section 2 Introduction . . . . . 4 Section 3 Existing Conditions . . . . . . . . . . . 7 Section 4 Traffic Impact Analysis . . . . . . . . . . . 12 Section 5 Conclusions and Recommendations . . . . . . . . . 23 Section 6 References . 26 Appendix A Transportation Impact Analysis/Traffic Count Data Appendix B Description of Level of Service Methods and Criteria Appendix C Level-of-Service Worksheets Kittelson &Associates, Inc February1997 Bozeman Costco List of Figures List of Figures Figure 1 Site Vicinity Map . . . . . . . . . . . . . . . . 6 Figure 2 Existing Lane Configurations and Traffic Control Devices . . . . . . . . 9 Figure 3 1997 Existing Traffic Volumes 10 Figure 4 Proposed Site Plan . . . . . . . . . . . . . . . . 15 Figure 5 Estimated Trip Distribution and Site-Generated Traffic Volumes . . . . . 17 Figure 6 1997 Total Traffic Volumes 18 Figure 7 Link Volumes Under Full Build-Out, Gallatain Center Master Plan . . . . 22 List of Tables Table 1 Existing Roadway Facilities 8 Table 2 Existing Level of Service 11 Table 3 Trip Generation . 16 Table 4 1997 Total Traffic Level of Service 19 Table 5 Signal Warrant Analysis - Valley Cenbter Road/19th Avenue 20 Table 6 Storage Length Requirements 21 Kittelson & Associates, Inc n AL MEMO NONE NONE MEMO NEEM MEMO Section i[CExecutive Summary ■■ February 1997 Bozeman Costco Executive Summary Executive Summary Price-Costco, Inc. is proposing to develop a 123,475 square foot wholesale warehouse store located southwest of the Interstate-90/19th Avenue interchange on Valley Center Road in Bozeman, Montana. The proposed Costco is part of the 168 acre Gallatin Center which is to be annexed by the City of Bozeman. One full access drive on Valley Center Road is proposed to serve the proposed Costco, approximately 625 feet west of the Valley Center/19th Avenue intersection. Based on the results of the traffic impact analysis described in this report, it is concluded that the proposed Costco warehouse can be developed while maintaining acceptable levels of service and safety at the site driveway and on the surrounding transportation system. The analysis resulted in the following findings and recommendations: • The Valley Center Road/19th Avenue intersection currently operates at acceptable levels of service during the weekday p.m. peak hour and Saturday peak hour. • The proposed Costco will have the greatest impacts on the surrounding transportation system during the weekday p.m. peak hour and the Saturday afternoon peak hour. The store will not be open during the morning peak hour. • Based on average trip rates (Reference 2), the proposed Costco will generate approxi- mately 5,810 daily weekday trips and 6,815 daily Saturday trips, of which 470 trips will occur during the weekday p.m. peak hour and 610 trips during the Saturday peak hour, respectively. Of the 470 trips during the weekday p.m. peak hour and the 610 during the Saturday peak hour, approximately 360 and 550 trips, respectively, are considered net new trips to the system. Costco sales data from market areas similar to Bozeman indicate actual trip generation may be 20-30 percent lower than national averages. • With site traffic, the eastbound left-turn movement at the Valley Center/19th Avenue intersection will operate at level of service "F" during the weekday p.m. peak hour and at level of service "E"during the Saturday peak hour under 1997 total traffic conditions. Under these conditions, the intersection will meet signal warrants during both weekday and Saturday traffic conditions, and will operate acceptably if signalized. • The Valley Center Road/Site Access intersection will operate acceptably during both study periods. A westbound left-turn lane into the site access road is recommended. • Under full build-out of the Gallatin Center, traffic on the access road will increase by approximately 50 percent. • The proposed access road should provide two outbound lanes and one inbound lane at the Valley Center Road intersection to accommodate full build-out of the proposed Costco and the Gallatin Center Master Plan. Kittelson &Associates, Inc. 2 February 1997 Bozeman Costco Executive Summary Recommended Improvements The following improvements are recommended associated with the proposed Costco develop- ment: • Signalization of the Valley Center Road/19th Avenue intersection. • A 100-foot westbound left-turn lane should be constructed at the Valley Center Road/Site Access intersection. • The site access road should be constructed to accommodate three traffic lanes (one inbound, two outbound) between the South Costco site access driveway and Valley Center Road. A two lane section is adequate on the rest of the site frontage. • The access road should be constructed to county or city standards. If curb and sidewalks are not constructed, adequate shoulders should be provided. Kittelson &Associates, Inc. 3 SEEN MEMO MEMO MEMO NONE mp6-lmm Section 2 � 1■ Introduction KID ,■ February 1997 Bozeman Costco Introduction Introduction SCOPE OF THE REPORT The purpose of this analysis is to determine the traffic related impacts of the proposed Costco warehouse located southwest of the Valley Center Road/19th Avenue intersection. The pro- posed 123,475 square foot Costco is to be located on a 16.5 acre parcel which is part of the overall Gallatin Center to be annexed by the City of Bozeman. Figure 1 shows the site vicinity map for the proposed development. The scope of the study was developed based on discussions and information provided by the City of Bozeman,Montana Department of Transportation, and Gallatin County. Specific issues discussed in this report include: • Year 1997 existing traffic conditions in the site vicinity during the weekday p.m. peak hour and Saturday peak hour. • Trip generation estimates for the proposed 123,475 square foot Costco development. • Traffic operations at the Valley Center Road/19th Avenue and at the Site Access/Valley Center Road intersections with build-out of the proposed Costco. • Storage length requirements along Valley Center Road, 19th Avenue, and the internal site roadway. • Sight distance along Valley Center Road and 19th Avenue. • Future circulation and roadway needs with full build-out of the Gallatin Center Master Plan. PROJECT DESCRIPTION The proposed site plan calls for the construction of a 123,475 square foot wholesale warehouse on a 16.5 acre parcel located on the northwest corner of the Gallatin Center Master Plan. The current site plan is designed to have one full-access driveway located on Valley Center Road. The site-access driveway on Valley Center Road is to be located approximately 625 feet west of the intersection with 19th Avenue. The access road to the proposed Costco will initially serve only the Costco development, but will ultimately be part of the internal roadway system for Gallatin Center. Initial site construction is expected to begin in 1997. Kittelson &Associates, Inc. 5 0 NORTH (NOT TO SCALE) L Q<<Fr cF�TF p� 90 ® 10 SITE a12 a cn rn 86 w O O n � MAIN ST 191 DOWNTOWN BOZEMAN 90 SITE VICINITY MAP BOZEMAN COSTCO FIGURE BOZEMAN, MONTANA �a FEBRUARY 1997 i MEMO MEMO MEMO OMEN NONE MEMO MEMO OMEN NONE NONE Section 3 � ■■ Existing Conditions Via .■ February 1997 Bozeman Costco Existing Conditions Existing Conditions SITE CONDITIONS AND ADJACENT LAND USES The proposed 16.5 acre site is currently vacant and zoned B-2 under the Master Plan. The proposed Costco site is located on the northwest corner of the 168 acre Gallatin Center Master Plan which is bounded by 19th Avenue to the east, Valley Center Road to the north, and Baxter Lane to the south. The entire 168 acre master plan is currently applying to be annexed by the City of Bozeman. Future development within the Gallatin Center Master Plan is planned to include business parks, light manufacturing, and commercial land uses. TRANSPORTATION FACILITIES The primary roadways providing access to the proposed site are 19th Avenue (Hwy 412) and Valley Center Road. In the site vicinity, 19th Avenue is a three-lane roadway, classified by the Montana Transportation Department as a Secondary Roadway. Valley Center Road is a two-lane roadway section and is also classified by Gallatin County as a secondary roadway. Table 1 provides a summary of the transportation facilities within the site vicinity. Figure 2 shows the existing transportation system, traffic control, and lane configurations. Table 1 Existing Roadway Facilities Roadway Pavement Bike On-Street Name Classification Width Sidewalks Lanes Parking Valley Center Road Seconday Roadway 40' (approx.) No 6-8' shoulder No 19th Avenue (Hwy 412) 1 Secondary Roadway 1 52' (approx.) No 8'shoulder No PEDESTRIAN AND BICYCLE FACILITIES AND ACTIVITY Field observations in the site vicinity revealed a relatively small amount of pedestrian and bicycle activity near the proposed site. Valley Center Road and 19th Avenue currently are without sidewalks and bike lanes. TRAFFIC VOLUMES AND PEAK HOUR OPERATIONS The analysis focused on the weekday p.m. peak hour and Saturday peak hour. The proposed Costco will open at 10 a.m. for wholesale members and 11 a.m. for general membership. Consequently, Costco will generate very few, if any, trips during the a.m. peak hour. Typically, Costco warehouses generate the highest number of trips throughout the week on a Saturday, however the highest volumes of adjacent street traffic generally occur during the weekday p.m. peak hour. Thus, the weekday p.m. peak hour and Saturday peak hour will be representative of worst-case traffic conditions with the development of the proposed Costco warehouse. Weekday p.m. peak hour and Saturday peak hour manual traffic counts were conducted in February 1997. These manual traffic counts were conducted between 4 and 6 p.m. (evening) on a mid-week day and between 1 and 3 p.m. on a Saturday at the Valley Center Road/19th Avenue intersection. The existing weekday and Saturday peak hour traffic volumes are shown in Figure 3. Appendix A includes the traffic count and study data used in this report. Kittelson &Associates, Inc. 8 NORTH (NOT TO SCALE) L �<<FY CFNr�R 'QO 90 10 SITE ti 412 4 �1 a 11 ~ rn LEGEND -a- STOP SIGN EXISTING LANE CONFIGURATIONS AND TRAFFIC CONTROL DEVICES BOZEMAN COSTCO FIGURE �a X BOZEMAN, MONTANA 2 FEBRUARY 1997 ZaagF002 WEEKDAY PM PEAK HOUR NORTH (NOT TO SCALE) C'F�TFR 90 'Qp 9S � 10 SITE rn O 412 M N 10 1 85- � t LoLn ON N l0 SATURDAY PEAK HOUR F�TF,Q 90 �Pp 90 � 10 SITE �gS Lo o uo 412 M � l 10,' 80� � 1 N O 00 a M 1997 EXISTING TRAFFIC VOLUMES BOZEMAN COSTCO FIGURE BOZEMAN MONTANA Z �a FEBRUARY 1997 J �drJC.: February 1997 Bozeman Costco Existing Conditions Current Levels of Service All level-of-service (LOS) analyses described in this report are in accordance with the procedures stated in the 1994 Highway Capacity Manual (Reference 1). A description of LOS and the criteria by which they are determined is presented in Appendix B. The appendix also indicates how LOS is measured and what is generally considered the acceptable range of LOS. The City of Bozeman has a design objective of maintaining LOS "C" with a minimum acceptable LOS of LOS "D." To ensure that this analysis was based on a reasonable worst-case scenario, the peak 15-minute flow rate during the weekday p.m. peak hour and Saturday peak hour was used in the evaluation of all of the intersection level-of-service analyses. For this reason, the analyses reflect conditions that are only likely to occur for 15 minutes out of each average weekday p.m. peak hour and Saturday peak hour. Traffic conditions during all other weekday and Saturday time periods will likely operate under better conditions than described in this report. The levels of service for the existing unsignalized intersection of Valley Center Road/19th Avenue is listed in Table 2 for both the weekday p.m. peak hour and Saturday peak hour. Table 2 Existing Level of Service Unsignalized Intersection Critical Approach Average Delay V/C Ratio LOS Weekday P.M. Peak Hour Valley Center/19th Avenue EB-LT 24.5 0.06 D Saturday Peak Hour Valley Center/19th Avenue EB-LT 11.8 0.03 C As shown in Table 2, the Valley Center Road/19th Avenue intersection currently operates at LOS of "D" during the weekday p.m. peak hour, and at LOS "C" during the Saturday peak hour. Appendix C contains the level-of-service worksheets. Kittelson &Associates, Inc. 11 i If � 4 MMEN MEMO MEMO MEMO MEMO Simon MEMO MEMO MENE Section 4 No P Traffic Impact Analysis LC N 0 February 1997 Bozeman Costco Traffic Impact Analysis Traffic Impact Analysis The effects of traffic generated by the proposed Costco development during a typical weekday p.m. peak hour and Saturday peak hour was analyzed as follows: • Based on the proposed size of the Costco development, the total number of future daily, weekday p.m. peak hour and Saturday peak hour trips were estimated for complete development of the site. • Predicted site-generated traffic was added to the 1997 existing volumes to evaluate traffic operations at the Valley Center Road/19th Avenue intersection and at the site driveway with build-out of the proposed Costco store. • The site-access driveway location and overall driveway spacing requirements were examined along Valley Center Road. • Internal site circulation and site-access locations were evaluated for potential safety and operational deficiencies under full build-out of the Gallatin Center Master Plan. The methodology summarized above and the results of the analysis are presented in detail in the remainder of this section. PLANNED DEVELOPMENTS There are no approved developments in the study area that are planned for construction before the scheduled build-out date of the proposed Costco. A new post office is planned in the east area of the Gallatin Center, off of Baxter Lane. Some parcels south of 19th Avenue are also expected to develop although no specific developments have been approved. The planned developments within the site vicinity consist of the 168 acre Gallatin Center Master Plan. The Gallatin Center is planned to be built-out under the following zoning in addition to the proposed Costco: • 30.3 acres of BP zoned land; • 55.0 acres of M-1 zoned land; • 6.0 acres of PL zoned land; and • 59.2 acres of B-2 zoned land. TRANSPORTATION IMPROVEMENTS North 19th Avenue and the I-90/North 19th Avenue interchange were recently constructed in the last two years. There are currently no planned transportation improvements within the site vicinity in the near term. Kittelson &Associates, Inc. 13 February 1997 Bozeman Costco Traffic Impact Analysis PROPOSED DEVELOPMENT PLANS The current site plan calls for the proposed Costco development to begin construction in 1997. The wholesale warehouse will comprise 123,475 square feet of floor space. Access to the proposed Costco will be via a new access road to Valley Center Road. The access road is currently being designed to County standards. Additionally, the Gallatin Center Master Plan provides pedestrian pathway connections throughout the entire 168 acre site. Figure 4 illustrates the current site plan for the proposed Costco. TRIP GENERATION Estimates of weekday p.m. peak hour and Saturday peak hour vehicle trip ends for the proposed Costco were developed from empirical observations at other similar discount super-store developments. These observations are summarized in the standard reference manual Trip Generation, February 1995 Update to the 5th Edition, published by the Institute of Transpor- tation Engineers (Reference 2). The site-generated traffic is divided into new trips and pass-by trips. These trip types are described in the following paragraphs: Pass-by Trips—These trips currently exist on the roadways that provide primary access to the facility and are being made for some purpose other than visiting the facility (for example, a trip from home to work). Pass-by trips do not result in any increase in background traffic volumes within the study area. Typically, the only impact of pass-by trips occurs at the site driveways, where they become turning movements. New Trips—These trips would not have been made without the existence of the proposed facility. Therefore, this is the only trip type that results in a net increase in the total number of trips made within the area. These are also the only trips that represent additional vehicle miles of travel on the transportation system. Typically, Costco warehouses obtain 20 percent to 50 percent of the total site-generated trips from previously existing trips on the surrounding transportation network (pass-by trips). For the purpose of this analysis, a conservative assumption of 20 percent pass-by trips was used for the weekday p.m. peak hour, and 10 percent for the Saturday peak hour. The rest of the trips (80 percent during the weekday p.m. peak hour and 90 percent during the Saturday peak hour) were assumed to be new trips to the study area. Table 3 shows the estimated weekday p.m. peak hour and Saturday peak hour trip generation characteristics for the proposed Costco warehouse based on ITE rates. It should be noted that based on sales data in similar market areas to Bozeman, actual trip generation may be 20-30 percent lower than national averages. Therefore, this analysis is likely conservative and actual traffic operations may be better than described in this study. Kittelson &Associates, Inc 14 EUL,4uovq -uewezoe Z) ILId U011ex@UUV 47- FF' J94UO3 UlleflEE) 9LIJ LL !I � < 0 uj Lu z z L L Er z L) 9 0 Lu z� C) F-Z U)o _j LAJ 0:2 L) 0) CL << > LLI LLJ Ct:: 00 till m mi ml t! t J ZO 50 p r dg A it z -sit w J J� Qz February 1997 Bozeman Costco Traffic Impact Analysis Table 3 Trip Generation Weekday P.M. Peak Hour Saturday Peak Hour Land Size ITE Daily Use (sq.ft.) Code Trips Total In Out Total In Out Costco 123,475 813 5,810/6,815 470 230 240 610 310 300 Less Pass-bye (1,160)/(680) (90) (45) (45) (60) (30) (30) Net New Trips 4,560/6,135 360 1 185 195 550 1 280 1 270 1 Weekday/Saturday 2 20%Pass-by assumed for weekday, 10%for weekend. As shown in Table 3, the proposed Costco warehouse will generate approximately 5,810 daily weekday trips and 6,815 Saturday trips, of which 470 trips will be during the weekday p.m. peak hour and 610 trips during the Saturday peak hour. Of the 470 trips during the weekday p.m. peak hour and the 610 trips during the Saturday peak hour, approximately 360 and 550 trips, respectively, are considered net new trips to the system. TRIP DISTRIBUTION/ASSIGNMENT ANALYSIS The distribution of site-generated trips on to the roadway system within the study impact area was estimated through examination of the anticipated market area relative to traffic patterns and also through discussions with City of Bozeman staff. Designated pass-by trips were assumed to come primarily from traffic traveling on 19th Avenue. It should be noted that the peak hour directional travel characteristics were analyzed and included in the assignment of pass-by trips. Figure 5 shows the distribution pattern and site-generated traffic assignments during the weekday p.m. peak hour and Saturday peak hour for the proposed Costco warehouse. 1997 TOTAL TRAFFIC VOLUMES/OPERATIONAL ANALYSIS The 1997 existing traffic volumes for the weekday p.m. peak hour and Saturday peak hour shown in Figure 3 were added to the site-generated traffic shown in Figure 5 to arrive at the 1997 total traffic volumes shown in Figure 6. Table 4 shows the 1997 total traffic levels of service with the proposed Costco. Kittelson &Associates, Inc. 16 WEEKDAY PM PEAK HOUR 0 NORTH rO o (NOT TO SCALE) Fr A CFNTFp 90 'QO �0 10 SITE �a 70 N 412 T � l 140-N 165% � 1 00 U1 M SATURDAY PEAK HOUR j0%0' CeN4 90 Rp 30 10 o R SITE (� tit ~-18o N ti 412 mi � l 85� 190-N 6 5 o/o � t LoLn ESTIMATED TRIP DISTRIBUTION AND SITE—GENERATED TRAFFIC VOLUMES BOZEMAN COSTCO FIGURE X BO_ZEMAN, MONTANA �a FEBRUARY 1997 1a49�O6. WEEKDAY PM PEAK HOUR - NORTH (NOT TO SCALE) lvlelp 90 Rp s� 10 SITE 'os �o ti or, Lo 412 QI N 'A/ l 90� 225—,4 ? rn I n uo u�rn M IA SATURDAY PEAK HOUR `ql lFy cF��F p 90 Rp 3p 10 SITE 60 (n v 412 CJl M � l 9s� a 270-.,4 � t O N 00 N N M 1997 TOTAL TRAFFIC VOLUMES BOZEMAN COSTCO FIGURE BOZEMAN, MONTANA G lK FEBRUARY 1997 U February 1997 Bozeman Costco Traffic Impact Analysis Table 4 1997 Total Traffic Level of Service Signalized Unsignalized Average Critical Average Intersection VIC Delay LOS Approach Delay VIC LOS Weekday P.M. Peak Hour Valley Center Road/19th Avenue EB-LT > 60 0.87 F Signalized 0.73 11.7 B Site AccessNalley Center Road NB-LT 9.7 0.05 B Saturday Peak Hour Valley Center Road/19th Avenue EB-LT 43.2 0.52 E Signalized 0.74 13.2 B Site AccessNalley Center Road i NB-LT 9.2 0.06 B As shown in Table 4, under 1997 total traffic conditions the Valley Center Road/19th Avenue intersection will operate at LOS of "F" during the weekday p.m. peak hour, and at LOS "E" during the Saturday peak hour. While the eastbound left-turn movement is expected to experience high delays, it will continue to operate below capacity, if the intersection remains unsignalized. As described in the following section, the Valley Center Road/19th Avenue intersection meets all three warrants required for signalization based on the weekday p.m. peak hour total traffic conditions, and will operate acceptably if signalized. Appendix C contains the level-of-service worksheets. The Valley Center Road/Site Access intersection will operate at LOS "B" during both study periods. A westbound left-turn lane into the site access road is recommended due to the projected number of left-turns and high vehicle speeds on Valley Center Road. Signal Warrant Analysis A signal warrant analysis was performed at the Valley Center Road/19th Avenue intersection to identify if a signal should be considered at the 19th Avenue/Valley Center Road intersection. The Volume Warrant, the Interruption of Continuous Flow Warrant and the Peak Hour Warrant (Warrants 1, 2, and 11 as described in Manual on Uniform Traffic Control Devices, Reference 3) were all evaluated under 1997 total traffic (with site) p.m. peak hour traffic conditions. Warrants 1 and 2 are both based on the eighth-highest hour of the day traffic conditions. The eighth-highest hour as a percentage of the peak hour is typically between 60 percent in predominately residential areas to 80 percent in areas with intense retail development. For the purpose of this particular study, the eighth-highest hour was estimated to be 70 percent of the peak hour traffic. Table 5 shows the results of the analysis. Kittelson &Associates, Inc. 19 February 1997 Bozeman Costco Traffic Impact Analysis Table 5 Signal Warrant Analysis - Valley Center Road/19th Avenue Based on 1997 Weekday P.M. Peak Hour Total Traffic Conditions Peak Hour 8th Highest Hour Major Volume Minor Volume Major Volume Minor Volume 1997 Total Traffic Volumes 1315 200 920 140 Warrant Met? MUTCD Signal Warrant-Required Values Warrant 1 350 105 Yes Warrant 2 525 55 Yes Warrant 11 1315 75 Yes 1. Assumes 50%right-turn reduction. As shown in Table 5, the Valley Center Road/19th Avenue intersection will meet all three MUTCD warrants required for signalization under 1997 total traffic conditions. Installation of a signal at the Valley Center Road/19th Avenue intersection should not negatively affect future signalization of either of the I-90 ramp intersections. Although the I-90 ramp intersections with 19th Avenue appear to operate acceptably, signal warrants may be met in the long term. The distance between Valley Center Road and the I-90 Eastbound Ramp is approximately 650 feet which is adequate given the configuration of the intersection. If the ramp intersections are signalized, they should be interconnected to the signal at Valley Center Road. Appendix A includes traffic counts at the I-90 Ramp/19th Avenue intersections. STORAGE LENGTH REQUIREMENTS A queuing analysis was performed under Year 1997 near-term total traffic conditions (includes full build-out of Costco), and Year 2000 long-term total traffic conditions (includes full build-out of Costco and Gallatin Center Master Plan)to identify whether or not adequate storage lengths will be present on Valley Center Road. Background traffic was assumed to grow approximately 3 percent per year. Table 6 indicates the 95-percentile vehicles queue lengths for the left-turn lane into the site on Valley Center Road, and for the northbound and eastbound left-turn lane at the Valley Center Road/19th Avenue intersection. As shown in Table 6, the left-turn lane into the site on Valley Center Road should have a minimum storage length of 50 feet. Under Year 2000 total traffic conditions, the required 100 feet of storage length on the eastbound left-turn approach at the 19th Avenue/Valley Center Road intersection and 225 feet on the northbound approach are less than the available storage. Based on this queuing analysis, adequate storage distance is available on Valley Center Road between the site access driveway and 19th Avenue, and on the northbound approach of the Valley Center Road/19th Avenue intersection. Kittelson & Associates, Inc. 20 February 1997 Bozeman Costco Traffic Impact Analysis Table 6 Storage Length Requirements Intersection Approach Number of Minimum Storage Storage Provided Vehicles inQueue Length Required(ft) (ft) Near-Term Conditions (1997) Site-Access DrivewayNalley Center Rd WB-LT 2 50 1002 Valley Center Road/19th Avenue EB-LT 3 75 225 Valley Center Road/19th Avenue NB-LT 8 200 425 Long-Term Conditions (2000)1 Site-Access DrivewayNalley Center Rd WB-LT 2 50 1002 Valley Center Road/19th Avenue EB-LT 4 100 225 Valley Center Road/19th Avenue NB-LT 9 225 425 1. Assumes full build-out of Gallatin Center and 3 percent per year growth in background traffic 2. Based on recommended configuration FULL BUILDOUT OF THE GALLATIN CENTER An analysis of full build-out of the Gallatin Center Master Plan was performed to verify the minimum roadway pavement section on the access road and the design of the Valley Center Road intersection. Figure 7 illustrates link volumes for the Gallatin Center Master Plan under full build-out of each parcel. A 25-percent building coverage ratio was assumed for each parcel. Typical land uses were assumed based on the current zoning of each parcel. As shown in Figure 7, approximately 855 vehicles will be traveling on the internal access road serving the proposed Costco warehouse. Based on this demand volume, the recommended three-lane cross section between the southern Costco driveway and Valley Center Road is adequate to serve the proposed Costco and future development within the Gallatin Center Master Plan. All other roadways can be two lane roads. Therefore,the proposed site improvements will accommodate full build-out of the Gallatin Center at the study intersections. TRAFFIC SAFETY City of Bozeman and local MTD staff did not identify the Valley Center Road/19th Avenue intersection as having a safety problem. It should be noted that 19th Avenue is under two years old. Sight distance was checked at the proposed sight access drive. Observations verified vehicle speeds on Valley Center Road as being approximately 35 to 45 miles per hour. Therefore, approximately 350-450 feet of intersection sight distance must be provided. Sight distance in each direction is over 600 feet and is therefore adequate. Kittelson &Associates, Inc. 21 W x a � YeA �— j y0 Q w N , 0 �_ � \ 06\ J z QFn V_ U \ 04 m O�m i 2p \ JW � 3� \ L � � ICI _ I V � r �� \ W Y Q ZD W I Fes— O I � I I I W W Oz C� c�< Q F-z O oQ:N JZ }- O �� I o _ Q C) J I D= I o I > Q 4 zzl� a¢I} Y J LLl IV LNLII X QLLJ 991 ? 00 m I � I 1 OZ 7d10b3�W00 j _Q I � I f I I f a la I � I I I z a Q^ I Lo Q � = a a OEZ � J 3 a Z i I ui zm O� }g w I �- cn a Ln z = c� }ofo _ O o� �_ �e a a cotO a I zO \ I �z z `N Q QLn z \ �Ln� I -'-- z I z 0 o Q:o m a z w ~ ? NI b31XV8 zz J MEMO MEMO NONE moss NONE MEMO MEMO Section C7AOV ■■ Conclusions and ■■ Recommendations NONE February 1997 Bozeman Costco Conclusions and Recommendations Conclusions and Recommendations Based on the results of the traffic impact analysis described in this report, it is concluded that the proposed Costco warehouse can be developed while acceptable levels of service and safety are maintained at the site driveways and on the surrounding transportation system. The analysis revealed the following findings and recommendations: • The Valley Center Road/19th Avenue intersection currently operates at acceptable levels of service during the weekday p.m. peak hour and Saturday peak hour. • The proposed Costco will have the greatest impacts on the surrounding transportation system during the weekday p.m. peak hour and the Saturday afternoon peak hour. The store will not be open during the morning peak hour. • Based on average trip rates (Reference 2), the proposed Costco will generate approxi- mately 5,810 daily weekday trips and 6,815 daily Saturday trips, of which 470 trips will occur during the weekday p.m. peak hour and 610 trips during the Saturday peak hour, respectively. Of the 470 trips during the weekday p.m. peak hour and the 610 during the Saturday peak hour, approximately 360 and 550 trips, respectively, are considered net new trips to the system. Costco sales data from market areas similar to Bozeman indicate actual trip generation may be 20-30 percent lower than national averages. • With site traffic, the eastbound left-turn movement at the Valley Center/19th Avenue intersection will operate at level of service "F" during the weekday p.m. peak hour and at level of service"E" during the Saturday peak hour under 1997 total traffic conditions. Under these conditions, the intersection will meet signal warrants during both weekday and Saturday traffic conditions, and will operate acceptably if signalized. • The Valley Center Road/Site Access intersection will operate acceptably during both study periods. A westbound left-turn lane into the site access road is recommended. • Under full build-out of the Gallatin Center, traffic on the access road will increase by approximately 50 percent. • The proposed access road should provide two outbound lanes and one inbound lane at the Valley Center Road intersection to accommodate full build-out of the proposed Costco and the Gallatin Center Master Plan. Kittelson &Associates, Inc. 24 February 1997 Bozeman Costco Conclusions and Recommendations Recommended Improvements The following improvements are recommended associated with the proposed Costco develop- ment: • Signalization of the Valley Center Road/19th Avenue intersection. • A 100-foot westbound left-turn lane should be constructed at the Valley Center Road/Site Access intersection. • The site access road should be constructed to accommodate three traffic lanes (one inbound, two outbound) between the South Costco site access driveway and Valley Center Road. A two lane section is adequate on the rest of the site frontage. • The access road should be constructed to county or city standards. If curb and sidewalks are not constructed, adequate shoulders should be provided. Kittelson &Associates, Inc 25 � I Il I I I l , I I MEMO 1NONE MEMO EMEN MEMO NONE NONE NONE Section 6 References February 1997 Bozeman Costco References References 1. Transportation Research Board, Highway Capacity Manual. Special Report No. 209. 1985. 2. Institute of Transportation Engineers, Trip Generation, February 1995 Update to the 5th Edition. 1995. 3. US Department of Transportation - Federal Highway Administration, Manual on Uniform Traffic Control Devices. 1988. Kittelson &Associates, Inc. 27 ji MEMO MEMO Appendix A KI ■ ■ Transportation Impact .■ Analysis/Traffic Count Data MEMO CALCULATIONMESIGN RECORD K Kittelson & Associates, Inc. Transportation Planning/Traffic Engineering DATE �-!(9I 7 PROJECT# 610 SW Alder,Suite 700 Portland OR 97205 �XINTelephone:(503)228-5230 Fax:(503)273-8169 PROJECT NAME E-mail:info@kittelson.com http://www.kittelson.com/ 1 SUBJECT �/c+ ` �� r _ !'' ✓1 BY r'J SHEET# OF f� " l�Cc� ,� ✓ h� S �/ �_ -T-74 J!F_ I��ivwa✓, vn�. I S �vw-° f 7 �vM I S C✓•-! 15 C✓,� !' (<.M r I ' uv -71-I -7u z I L),l5 IS-7 G3 LI b `J I 6y Z Zpl I c 1 _ I !/ &N (-33 IZo � l -z 3 1 vz -a f-7Z 1 3 Eby �36 5,v� �1� sb 19 � ( 9 L)04.1 1(3 i II Zzy Sz -1L10 i 175 I ;3v L)6� 6`I yv to Ito 1 Z y 60 9v5 �65 y5 -70 I y5 s C I I TIMC kr N /J G 30 z/qv ( 0 L)'17 Zl3 R5q 1-I;30 ZZ-7 l o-?,2 10 12op y:u5 -Z 11 9z �S P��= q S-00 I zo h 30 33 1 I5AI(�,lPd io "e4IEC7 .1 CALCULATIONMESIGN RECORD I f Kittellson & Associates, Inc. / Transportation Planning/Traffic Engineering DATE —2 C- ' PROJECT# 610 SW Alder,Suite 700 • Portland OR 97205 Telephone:(503)228-5230 / Fax:(503)273-8169 PROJECT NAME / E-mail:info@kittelson.com hnp://www.kittelson.coml SUBJECT In BY fib"_ SHEET* OF S Cam- - /✓S I N3 Iq 3TH (a, - 6-j 1 i . I E Ll7 700 s-7 2y i7 I I !� I y� ? `%'I'/ 11c1 z� I _ OJ �I� f�D �Ic� 2�' I� 1"11 z3 ! S55 �� LiL) �l� �I • f i f i . L LA 14��f rz� q:00 19" -75 ! I / �1;15 i6g `70 u fy _ GIC"3 I p5 4r Z-7 -0ip, 1 Z i `' ly 27� ,�,� 2bv CALCULATIONIDESIGN RECORD I A7r Kittelson & Associates, Inc. Transportation Plan ning/Traffic Engineering DATE � I `6�67 PROJECT# 610 SW Alder,Suite 700 - Portland OR 97205 Telephone:(503)228-5230 Fax:a in Okitt isn.com _ l:3)273-8169 PROJECT NAME E-mail: KI http://www.kittelson.com/ SUBJECT ��; •Jc� �� -� ✓G 11B I,_444 I ~' BY r��✓ SHEET# OF i /If F _ E3 6/'LI,v IIV(— 6VM I h �M ►5 CAM l� CvM I S C I ! i !,r I. oo t —3 Z0 3 - 1 .7 I ys -53 % -7y -7 �y `'IZ5 -70 1-7 3 LI IoC� I9 (03 �5 '-Iv'' -79 50-L 7� 2) I_) 1-7 Z 115 15 1Z1 19, 5vZ 2;3v z -2\ L) l3� . z3 1` L) z 5 Stoz 60 — ✓ LI5 W T ltiic 15 .�1.,. 3 73 . 00 �o,,r I;3v -13� -z;00 2e 79`7 C, I S z l`I l o _ �5 zc/� CALCULATIONMESIGN RECORD Kittelson & Associates, Inc. Transportation Planning/Traffic Engineering DATE z; 194c? 7 PROJECT# 610 SW Alder,Suite 700 Portland OR 97205 Telephone:(503)228-5230 Fax:a in o@kiftels n.com i l:3)273-8169 PROJECT NAME E-mail: hftp://www.kittelson.corri/ SUBJECT BY ✓ SHEET# OF 15 � l I 1 �� 33 1z `1 y 3 Ilz '1� z� {z 7 C, r z r I )' S0 �l y { Z� � �7I-)g b� I � � ��r' I 3 �5 -7L) `J !/ d I Z:o `I 3Z 3- ; -7 zc) 3 -z-76 -7) 63 I� 2 17 Ir�-7 �3 39 ; Z z) I 3zZ y yL17 l �/ �z-7 ; 3p Ll-r z,{ 3 36(� <<�{ So) , �`-1 7Io 5 SLI -72 Z- eiu WS Rc,,r TW L —7Z� f� { .u7 I `d� Leo I 00 17 -Z 65D N r 7� I`ILI fir- 0, 5'� RECORDCALCULATIONMESIGN Kittelson & Associates, Inc. Transportation.Planning/Traffic Engineering DATE PROJECT# 610 SW Alder,Suite 700 Portland OR 97205 Telephone:(503)228-5230 Fax:(503)273-8169 PROJECT NAME -T o E-mail:info Okittelson.com http://www.kittelson.conV SUBJECT VUIl� IG'� /= G� v1� B'-•�� BY SHEET# OF cam- C; l/o/✓.,eS � So �T— y0 v 97') :S Sa 130 J 15o i3S 1 NONE NOME NONE NONE NONE NOME mmirlpr Appendix B 7 <Pr� Description of Level of Service Methods and Criteria 1� a u February 1997 Bozeman Costco Appendix B Appendix B Level of Service Concept Level of service (LOS) is a concept developed to quantify the degree of comfort (including such elements as travel time, number of stops, total amount of stopped delay, and impediments caused by other vehicles) afforded to drivers as they travel through an intersection or roadway segment. Six grades are used to denote the various LOS from A to F. Signalized Intersections The six LOS grades are described qualitatively for signalized intersections in Table B 1. Additionally,Table B2 identifies the relationship between level of service and average stopped delay per vehicle. Using this definition, LOS D is generally considered to represent the minimum acceptable design standard. Table B1 Level of Service Definitions (Signalized Intersections) Level of Service Average Delay per Vehicle A Very low average stopped delay, less than five seconds per vehicle.This occurs when progression is extremely favorable,and most vehicles arrive during the green phase. Most vehicles do not stop at all.Short cycle lengths may also contribute to low delay. B Average stop delay is in the range of 5.1 to 15.0 seconds per vehicle.This generally occurs with good progression and/or short cycle lengths. More vehicles stop than for a LOS A, causing higher levels of average delay. C Average stopped delay is in the range of 15.1 to 25.0 seconds per vehicle.These higher delays may result from fair progression and/or longer cycle lengths. Individual cycle failures may begin to appear at this level. The number of vehicles stopping is significant at this level,although many still pass through the intersection without stopping. D Average stopped delays are in the range of 25.1 to 40.0 seconds per vehicle.The influence of congestion becomes more noticeable. Longer delays may result from some combination of unfavorable progression, long cycle length,or high volume/capacity ratios. Many vehicles stop, and the proportion of vehicles not i stopping declines. Individual cycle failures are noticeable. E Average stopped delays are in the range of 40.1 to 60.0 seconds per vehicle.This is considered to be the limit of acceptable delay.These high delay values generally indicate poor progression, long cycle lengths, and high volume/capacity ratios. Individual cycle failures are frequent occurrences. F Average stop delay is in excess of 60 seconds per vehicle.This is considered to be unacceptable to most drivers.This condition often occurs with oversaturation. It may also occur at high volume/capacity ratios below 1.00 with many individual cycle failures. Poor progression and long cycle lengths may also contribute to such high delay levels. 1 Most of the material in this appendix is adapted from the Transportation Research Board,Highway Capacity Manual, Special Report 209(1994). Kittelson &Associates, Inc. B-1 February 1997 Bozeman Costco Appendix B Table B2 Level-of-Service Criteria for Signalized Intersections Level of Service Stopped Delay per Vehicle(Seconds) A <_ 5.0 B 5.1 to 15.0 C 15.1 to 25.0 D 25.1 to 40.0 E 40.1 to 60.0 F > 60.0 Unsignalized Intersections Unsignalized intersections include two-way stop-controlled (TWSQ and all-way stop-con- trolled (AWSQ intersections. The 1994 Highway Capacity Manual provides new models for estimating total vehicle delay at both TWSC and AWSC intersections. Unlike signalized intersections, where LOS is based on stopped delay, unsignalized intersections base LOS on total vehicle delay. A qualitative description of the various service levels associated with an unsignalized intersection is presented in Table B3. A quantitative defination of LOS for unsignalized intersections is presented in Table B4. Using this definition, LOS E is generally considered to represent the minimum acceptable design standard. Table B3 General Level-of-Service Descriptions for Unsignalized Intersections Level of Service Average Delay per Vehicle to Minor Street A e Nearly all drivers find freedom of operation. • Very seldom is there more than one vehicle in the queue. B • Some drivers begin to consider the delay an inconvenience. • Occasionally there is more than one vehicle in the queue. C • Many times there is more than one vehicle in the queue. • Most drivers feel restricted,but not objectionably so. D • Often there is more than one vehicle in the queue. • Drivers feel quite restricted. E • Represents a condition in which the demand is near or equal to the probable maximum number of vehicles that can be accomodated by the movement. • There is almost always more than one vehicle in the queue. • Drivers find the delays approaching intolerable levels. F • Forced flow. • Represents an intersection failure condition that is caused by geometric and/or operational constraints external to the intersection. Kittelson &Associates, Inc. B-2 February 1997 Bozeman Costco Appendix 8 Table B4 Level-of-Service Definitions (Unsignalized Intersections) Level of Service Average Total Delay per Vehicle A < 5 Seconds B 5 to 10 Seconds C 10 to 20 Seconds D 20 to 30 Seconds E 30 to 45 Seconds F >45 Seconds It should be noted that the LOS criteria for unsignalized intersections are somewhat different than the criteria used for signalized intersections. The primary reason for this difference is that drivers expect different levels of performance from different kinds of transportation facilities. The expectation is that a signalized intersection is designed to carry higher traffic volumes than an unsignalized intersection. Additionally,there are a number of driver behavior considerations that combine to make delays at signalized intersections less onerous than at unsignalized intersections. For example, drivers at signalized intersections are able to relax during the red interval, while drivers on the minor street approaches to TWSC intersections must remain attentive to the task of identifying acceptable gaps and vehicle conflicts. Also, there is often much more variability in the amount of delay experienced by individual drivers at unsignalized intersections than signalized intersections. For these reasons, it is considered that the total delay threshold for any given LOS is less for an unsignalized intersection than for a signalized intersection. While overall intersection LOS is calculated for AWSC intersections,LOS is only calculated for the minor approaches and the major street left turn movements at TWSC intersections. No delay is assumed to the major street through movements. For TWSC intersections, the overall intersection LOS is defined by the movement having the worst LOS (typically a minor street left turn). Kittelson &Associates, Inc. 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X# N X X# u') CA InN x O O X x 1 x x x x x d' x X P O N I �•�* N* * C , C N r r0 P co xO0 X X I X X X X I X X X P <n X I N n U# ••# 7 Ol-OO 1 X X X 1 X X X % , •• X X X _ Co O r N , N N W . J?4 < L# m 1 N2 1 00000000 1 N\ X O 1 X X X X X X 1 X tY X X O )l 1 # # N# F-• I U O 1 O O P O X X X I X X X X I 7 X# F- x X k U Y 0, I E# N# ># L 0.C • 7 O v1 X O O •• X x 1 X X X X I x J X X O v P 1 U# + \# �, O-• r rO 1 O 00 Xln to N X X ; X X X x . X X x I Y r l # N# Nit 0 1 (n O 00000000 I g 00 xOrO 17 X X 1 X X X X I X X X •- .t'A # U1# = 1 O O P x I -0 X x 1 •• X X X X I N X# F- x x# to 1 Pit N# v# J I • C1 x O X x 1 N x X X X 1 U X J X X 42 rp - X • f X x , x x X X 1 X X X 0 # cit m# 1 i .. ; 0 Ulm W W I a , •• •• L .. ,. .. fl 1 # of # 1 7 • N o LE UU mELo a� ) ID> U • 1 # •�# C)# 1 1 'O VI N� •• 1 > m O a d (.7 E C7 F o O_ •• N C1 > d C)N C) # a+# Q*9 .. .. 1 0 ••vm UU > m _o o •• mpo o x Y I • # U# # L u 1 •. S ¢ •• 7> O 1 \\•. Lam^_. H� >• U •• L' u U aJL .- ¢ I 1 # N# N# U C 1 J .. 1 O > C) N Y• m - m , ++�+ O_m C c •+ u •� L 1 # N# O)# m C) • O to •• 1 C)>L m 4-0 0+� •� •• U-0U CJ O U 1U U++ �'J U C) TN-0(A-a 7 `� d 1 # L# m# o f L.J w 1 E �.� ¢> �� 1 •n v u a\\> - u•- cc� - a� v m o m 1 # N 4 L# L N 1 t C) 17 N 3.-+ L m 1 7 TJ T L Y • N U+� m CJ N :) d N L L L d 1 1 A. 1-# C)* a> 1 c O)c 1 V) O' a)lL Ll c 1 n U H W U U'- >.- (1w a+ > > O to > m L m '1 r- t` • # C# ># a 0 1 C m 1 0 m L C n S 11 1 U >'L 7. �9 C 0� O (D�+Ci 0 L L� .- P -4 ¢# ¢M . Ud'J . >Ca Ls•--'C dd d'� • ¢' \dU�¢ Ui � UUd¢x �NJf to to tn¢ MITIG8 Thu Feb 13 , 1997 11 :36 : 06 Page 1-1 - - - - - -- -- - ---- - - - - - ----- - - - --- - -- -- -- - - - - - ---------- -- ------ - - - -- -------------- Kittelson & Associates, Inc . - Project# : 2449 Bozeman Costco 1997 Existing Volumes - Weekday PM Peak Hour ------ - --- --------------- --- - ------- ----- ------ ----- --- -------- -- -------------- Level Of Service Computation Report 1994 HCM Operations Method (Future Volume Alternative) ******************************************************************************* ~ Intersection #3 19th/Valley Cntr - Signalized ******************************************************************************* Cycle (sec) : 60 Critical Vol . /Cap . (X) : 0 . 730 Loss Time (sec) : 9 (Y+R = 4 sec) Average Delay (sec/veh) : 11 . 7 Optimal Cycle : 49 Level Of Service : B ******************************************************************************* Approach: North Bound South Bound East Bound West Bound Movement : L - T - R L - T - R L - T - R L - T - R ------------ I --------------- 1I -------------- - II --------------- II --------------- Control : Protected Permitted Protected Protected Rights : Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes : 1 0 1 0 0 0 0 0 1 0 1 0 0 0 1 0 0 0 0 0 ------------ I --------------- II --------------- II --------------- II - - - - - -- - ------- Volume Module : Base Vol : 205 625 0 0 290 30 10 0 85 0 0 0 Growth Adj : 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 Initial Bse : 205 625 0 0 290 30 10 0 85 0 0 0 Added Vol : 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol : 150 -30 0 0 -15 61 79 0 142 0 0 0 Initial Fut : 355 595 0 0 275 91 89 0 227 0 0 0 User Adj : 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 PHF Adj : 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 0 . 90 PHF Volume : 394 661 0 0 306 101 99 0 252 0 0 0 Reduct Vol : 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol : 394 661 0 0 306 101 99 0 252 0 0 0 PCE Adj : 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 MLF Adj : 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 Final Vol . : 394 661 0 0 306 101 99 0 252 0 0 0 - - - - - - -- - - - - I - - - - - - - - - - - - - -- II --------- ------ II --------------- II ---------------- Saturation Flow Module : Sat/Lane : 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment : 0 . 95 1 . 00 1 . 00 1 . 00 0 . 87 0 . 87 0 . 95 1 . 00 0 . 85 1 . 00 1 . 00 1 . 00 Lanes : 1 . 00 1 . 00 0 . 00 0 . 00 0 . 75 0 . 25 1 . 00 0 . 00 1 . 00 0 . 00 0 . 00 0 . 00 Final Sat . : 1805 1900 0 0 1243 410 1805 0 1615 0 0 0 ------------ I --------------- II - - ------------- II -------- ------- --------------- Capacity Analysis Module : Vol/Sat : 0 . 22 0 . 35 0 . 00 0 . 00 0 . 25 0 . 25 0 . 05 0 . 00 0 . 16 0 . 00 0 . 00 0 . 00 Crit Moves : **** **** **** Green/Cycle : 0 . 30 0 . 64 0 . 00 0 . 00 0 . 34 0 . 34 0 . 21 0 . 00 0 . 21 0 . 00 0 . 00 0 . 00 Volume/Cap : 0 . 73 0 . 55 0 . 00 0 . 00 0 . 73 0 . 73 0 . 26 0 . 00 0 . 73 0 . 00 0 . 00 0 . 00 - - --- - - - - --- I - - -- - ---- ------ - - - - - ---------- -------- ---- --- -- - - -- --------- Level Of Service Module : Delay/Veh: 15 . 6 4 . 3 0 . 0 0 . 0 14 . 6 14 . 6 12 . 8 0 . 0 19 . 4 0 . 0 0 . 0 0 . 0 User DelAdj : 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 Adj Del/Veh: 15 . 6 4 . 3 0 . 0 0 . 0 14 . 6 14 . 6 12 . 8 0 . 0 19 . 4 0 . 0 0 . 0 0 . 0 Queue : 7 6 0 0 5 2 _ 0 0 0 0 iraffix 6 . 8 . 1511 (c) 1995 Dowling Ass cc . 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C) C CJ L'.J L ' > 1 C:.- o•- ar LL LL a c 1 ,�u w u u•,: .- a- >'- a�L•,> 1 > o n > # c# >+ n.o 1 o 0 m L c n== I -L U >—-C 1 L O L CJ c o 0 v« o 07-Z O. } .,« ¢% ¢f U�J 1 >mL�-JCL 1 ¢(.3 -u-¢ 1 ufu uuCL x �N-�v)�n(n¢ MITIG8 Thu Feb 13 , 1997 11 : 38 :21 Page 1-1 ---- - -------- - - - - - - - --- - - -- - - - - - ------------ - - - ------ -- ------------ - ---- ---- --- Kittelson & Associates, Inc . - Project# : 2449 Bozeman Costco 1997 Existing Volumes - Saturday Peak Hour ---------------------- ------------ - - - - - --- - - ------------------------------ ---- Level Of Service Computation Report 1994 HCM Operations Method (Future Volume Alternative) Intersection #3 19th/Valley Cntr - Signalized Cycle (sec) : 60 Critical Vol . /Cap. (X) : 0 . 743 Loss Time (sec) : 9 (Y+R = 4 sec) Average Delay (sec/veh) : 13 . 2 Optimal Cycle : 50 Level Of Service : B Approach: North Bound South Bound East Bound West Bound Movement : L - T - R L - T - R L - T - R L - T - R ------------ I --------------- -- - - - - - --- - - --- ---- -- -- - ------ -------------- Control : Protected Permitted Protected Protected Rights : Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Lanes : 1 0 1 0 0 0 0 0 1 0 1 0 0 0 1 0 0 0 0 0 ------------ I --------------- --------------- - - - - -- - - -- - - - - - - - ------------- Volume Module : Base Vol : 85 340 0 0 355 10 10 0 80 0 0 0 Growth Adj : 1 . 00 1 . 00 1. 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 Initial Bse : 85 340 0 0 355 10 10 0 80 0 0 0 Added Vol : 0 0 0 0 0 0 0 0 0 0 0 0 PasserByVol : 197 -15 0 0 -15 85 83 0 191 0 0 0 Initial Fut : 282 325 0 0 340 95 93 0 271 0 0 0 User Adj : 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 PHF Adj : 0 . 93 0 . 93 0 . 93 0 . 93 0 . 93 0 . 93 0 . 93 0 . 93 0 . 93 0 . 93 0 . 93 0 . 93 PHF Volume : 303 349 0 0 366 102 100 0 291 0 0 0 Reduct Vol : 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol : 303 349 0 0 366 102 100 0 291 0 0 0 PCE Adj : 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 MLF Adj : 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 Final Vol . : 303 349 0 0 366 102 100 0 291 0 0 0 ------------ I --------------- II --------------- II ----- ---------- II ---------- - - - -- , Saturation Flow Module : Sat/Lane : 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment : 0 . 95 1 . 00 1 . 00 1 . 00 0 . 87 0 . 87 0 . 95 1 . 00 0 . 85 1 . 00 1 . 00 1 . 00 Lanes : 1 . 00 1 . 00 0 . 00 0 . 00 0 . 78 0 . 22 1 . 00 0 . 00 1 . 00 0 . 00 0 . 00 0 . 00 Final Sat . : 1805 1900 0 0 1293 360 1805 0 1615 0 0 0 -- - - - -- - - - - - I - ---- - - -- - - - - - - - - - - - - - - ------- ------- ----- --- --- -- ---------- - Capacity Analysis Module : Vol/Sat : 0 . 17 0 . 18 0 . 00 0 . 00 0 . 28 0 . 28 0 . 06 0 . 00 0 . 18 0 . 00 0 . 00 0 . 00 Crit Moves : **** **** **** Green/Cycle : 0 . 23 0 . 61 0 . 00 0 . 00 0 . 38 0 . 38 0 . 24 0 . 00 0 . 24 0 . 00 0 . 00 0 . 00 Volume/Cap : 0 . 74 0 . 30 0 . 00 0 . 00 0 . 74 0 . 74 0 . 23 0 . 00 0 . 74 0 . 00 0 . 00 0 . 00 - ---- - - --- -- I - - - -- - --- - --- - - - - - - - -- --- - - - - - - - - - - - - - - ------ - - - -- - - --- - - --- Level Of Service Module : Delay/Veh: 18 . 9 3 . 7 0 . 0 0 . 0 13 . 6 13 . 6 11 . 8 0 . 0 18 . 6 0 . 0 0 . 0 0 . 0 User DelAdj : 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 1 . 00 AdjDel/Veh: 18 . 9 3 . 7 0 . 0 0 . 0 13 . 6 13 . 6 11 . 8 0 . 0 18 . 6 0 . 0 0 . 0 0 . 0 Queue : 5 3 0 0 6 2 1 0 5 0 0 0 Tra=fix 6 . 8 . 1511 (c) 1995 Dowling Assoc . Llcensed tc K_ttelscn Pc=�iand, CV a212 S`/�j7 DEC by' 6. 61 STREET CLASSIFICATION SYSTEM, STREET CROSS-SECTIONS, AND TRAFFIC ANALYSIS GALLATIN CENTER PHASED PUD GENERAL CONCEPTUAL PLAN BOZEMAN, MONTANA NOVE31BER 209 1992 INTRODUCTION The Gallatin Center phased PUD is a 180 acre mixed-use business park proposal. If approved, the project would likely require over two decades to complete. The project parcel is an intricate component of the soon to be constructed North 19th Avenue Interstate Interchange in Bozeman, Montana. Approximately eleven acres of the parcel are required for the Interchange and North 19th Avenue linkage. Almost universally in America, land-use patterns which have naturally occurred over time in association with Interstate Interchange development, have taken on the characteristic of poorly planned strip commercial corridors. Strip commercial development usually requires many years of creeping, incremental decision-making to evolve. The Gallatin Center phased PUD is being proposed as a long range conceptual plan for the purposes of specifically avoiding a similar fate for the new North 19th Avenue Interchange. The only effective way to develop large tracks of land is through the initial formulation of generalized concept plans. A generalized concept plan or "master plan" for a phased PUD provides a general framework for the individual projects which normally occur over an extended time period. The following generalized traffic analysis and roadway guidelines are part of the broad based conceptual plan which is being developed for the Gallatin Center. it is impossible to forecast accurately into the future twenty or thirty years, anticipating every conceivable development scenario which may occur. But it is possible to analyze in general context the appropriate design concepts and roadway capacities for such a project. ROADWAY CAPACITIES In 1992, the City of Bozeman and Gallatin County conducted a Bozeman Area Transportation Plan Update. That update specifically analyzed area roadway capacities and traffic generation trends to the year 2010. As part of the planning effort, regional and sub-area population growth projections were prepared and factored into a transportation model. The greater Bozeman area was subdivided into a number of small parcel traffic analysis zones for modeling purposes. Each zone was evaluated in terms of its current or future land-use or population characteristics. Based upon that analysis, street traffic patterns (average daily trips) were calculated for the year 2000 and 2010. It was upon the basis of this analysis that certain street improvement projects were recommended, including the North 19th Avenue Interchange Project which was already in the planning stages. 1 The Gallatin Center parcel is specifically designated as commercial and business park/light industrial under the Bozeman Growth Area Comprehensive Plan. When the 1992 Bozeman Area Transportation Plan Update was conducted, the Gallatin Center parcel was assigned its own traffic analysis zone (zone number 262). it was analyzed under the modeling procedures specifically as a parcel which would develop as a commercial and business park development. In short, the broader impacts of development of the parcel and that of surrounding vacant lands, have very recently been modeled by the City and County. That modeling, which takes into consideration the development of the Gallatin Center parcel as commercial and business park/light industry, established the following traffic flows on North 19th Avenue and Baxter Road in the immediate vicinity to the Gallatin Center proposal: YEAR 2010 North 19th Avenue (Between the Interchange and Baxter Road) 9,500 ADT Baxter Road 2,500 ADT Gardiner - Simmental Road 1,100 ADT The modeled numbers generated, indicate that with completion of the scheduled North 19th Avenue improvements, roadways in the vicinity will be under design capacity. As a general rule, one lane of pavement will handle from 800 to 1,200 trips per hour. The generalized traffic analysis which follows for the Gallatin Center, which is based upon one hypothetical development scenario for full build-out after the year 2010, generally supports the recently developed modeling numbers. With full build-out anticipated somewhere in the range of year 2015 to 2020, the proposal along with other area development, would elevate traffic loads beyond the year 2010 projection. That is to be expected. The largest traffic contributor under the Gallatin Center proposal would eventually be the highway services campus complex, located adjacent to the exit ramp. At full build-out the Interstate services related traffic associated with the traveling public (not local commuting traffic) could be several thousand ADT. This is consistent with the projected ADT for the proposed City Visitor Center which is planned immediately adjacent to the Highway Services Campus. The City Visitor Center is projected to have an ADT of 2,500 when at full utilization in the next century. A significant portion of any Interstate services traffic related to the "Services Campus", would exit for services and immediately re-enter the Interstate system. 2 Unlike traditional Interchange development which tends to be strip commercial in nature, the "Services Campus" concept was developed specifically to reduce transient Interstate traffic in search of highway services from penetrating into the City street system. By doing so, potential highway services oriented congestion can be significantly reduced down the North 19th Avenue corridor. For those members of the traveling public who may have an interest in exploring Bozeman, the planned Visitor Center immediately adjacent to the Gallatin Center will provide a structured beginning to such a visit. Eventually, as has already been identified by public works staff, signalization will be required at the intersection of Baxter Road and North 19th Avenue. The timing for that signalization will be dependent on a number of factors including trip generation from the planned Visitor Center and development on the north side of the Interstate. The issue of timing for signalization will also be driven by growth rates in the general service area, including development rates of the Gallatin Center. A waiver of protest to participate in a SID for signalization of the Baxter Road - North 19th Avenue intersection would be provided by the developer. TRAFFIC ANALYSIS THE FOLLOWING TRANSPORTATION ANALYSIS IS FOR ONE POTENTIAL DEVELOPMENT SCENARIO AT THE GALLATIN CENTER PHASED PUD. OTHER DEVELOPMENT SCENARIOS ARE POSSIBLE AND LIKELY OVER THE TWENTY TO FORTY YEAR DEVELOPMENT TIME PERIOD REQUIRED FOR FULL BUILD-OUT OF THE GALLATIN CENTER. THIS GENERALIZED ANALYSIS WAS PREPARED TO AID IN THE DEVELOPMENT AND CONSIDERATION OF A CONCEPTUAL MASTER PLANNING CONCEPT FOR THE GALLATIN CENTER PARCEL. FUTURE PHASED DEVELOPMENT OVER THE YEARS WOULD REQUIRE A DETAILED TRAFFIC ANALYSIS FOR EACH INDIVIDUAL DEVELOPMENT PROPOSAL. 3 1 pL U U y / i U \ 0 0e 00 z i i105ea i 0; � I I` y 00 m ' a ! p 11 sZ I i ON OOE gL _ _ c�il:nn:as�r+vwavau � I Y I� • ( ��.__ o i o � u r a r LO v ao U ! Ol cv ��'�y L.�'l�.-1----,mapcc---•i �,., � � a; yana�arxuaau9vnva LL? � . t w O cc:,) z LL 0 \ .� m OOL p J tn� W 0L UJ U' ` W UJ o 19ZZ; 0 cc I ��• 00906 CD 8 09 O Z - U 9NV-I a3LXV9 C�� 0 0 (0 L N) iGV 009Z ' PARCEL ACRES LAND-USE TYPE HYPOTHETICAL NUMBER ADT 1 12 OPEN SPACE 20 2 10 RESIDENTIAL 500 MEDIUM DENSITY 3 8 NEIGHBORHOOD 2000 COMMERCIAL 4 6 LIGHT INDUSTRY 100 5 6 COMMUNITY 900 SERVICES LIGHT INDUSTRY 6 9 LIGHT INDUSTRY 200 7 22 LIGHT INDUSTRY 400 8 20 LIGHT INDUSTRY 300 9 7 GENERAL 1400 COMMERCIAL 10 20 PROFESSIONAL 900 OFFICE 11 10 HOTEL/ 900 COMMERCIAL 12 6 MOTEL/ 900 COMMERCIAL 13 9 HIGHWAY 3000 SERVICES 14 8 BUSINESS PARK/ 200 LIGHT INDUSTRY 15 9 PROFESSIONAL 500 OFFICE Hypothetical turning movements based upon the development scenario presented above are illustrated on figure 1 4 STREET CLASSIFICATION SYSTEM The Gallatin Center roadway system is based on a format of major collectors, sub- collectors, and access streets. The streets within the Gallatin Center are proposed as private streets with public access provided. The only public roadway planned within the development would be Valley Center Road. All road maintenance would be the responsibility of the Gallatin Center Property Owners Association with the exception of Valley Center Road. Full public dedication and public maintenance of the roadway network would be acceptable to the developer, but it has been assumed that a private roadway system with private maintenance would be the preference of the Gallatin County and the City of Bozeman. Illustration 2 depicts the proposed classification of the Gallatin Center's roadway system. As proposed, major collectors,_minor collectors, and access streets within the development would be limited access roadways with on-street parking prohibited. Lower design speeds are specifically desired to create a more pedestrian friendly atmosphere and maintain project character as a "softer" entryway corridor to the City. Experience has taught that over-sized pavement widths on restricted parking roadways specifically defeats the objective of reducing vehicle speeds and prohibiting on-street parking. Bozeman roadway design criteria assume central business district circumstances where parking is permitted on both sides of the street. The Gallatin Center PUD concept is aimed at restricted parking and a pedestrian friendly format. For those reasons, the Gallatin Center is proposing roadway cross-sections which have been specifically recommended by the Institute of Transportation Engineers and the 1986 joint roadway analysis conducted by the Urban Land Institute, American Society of Civil Engineers and the National Association of Home Builders. Drainage accommodation would be through a swale system for the purposes of retaining runoff on-site, and to act as a "bio-filter" for the urban runoff. Parking within the project would be accommodated through joint-use and single-use facility parking lots. All major collector intersections and loading dock circuits would be designed to accommodate large trucks following standard practices. A coordinated pedestrian system is planned for the Gallatin Center. In some case sidewalks would be provided as an integrated component of the roadway right-of-way where appropriate. However, a major attempt is being mad to provide needed pedestrian access off the immediate roadway right-of-way. Such pedestrian systems are both safer 5 tW � I Y 7 2 T2� 0 0 \ u u ' O O u iancn imna vivwav n 134 i lip 1 FBI W ccnn cn ' 1 lanoa anala aa111Mva O Q F � I�Y •� �•_ Z �1 a. CL 20 `�+h�• O V 4 _ a. i41 ifa 3u aNv�aaucve I for the pedestrian and significantly more pleasant. Bikeways would be provided as a part of the roadway cross-sections for all major and minor collectors streets. Proposed roadway cross-sections are as follows: G -- -- - 4� -� N N �` 0 N � �� N � SDI � � �' �>� > � � � � �` > �1 v � � oL � � O � � - _ � J � � g � � � -� � q -� � o _ � � �- � � � N � .� sl � � N of }