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HomeMy WebLinkAbout04 - Traffic Impact Study - Arts at City Center TRAFFIC IMOACT STUDY ARTS at CITY CENTER BOZEMAN, MONTANA 7 l Prepared for LONE EAGLE INVESTMENTS, 10 LLC `f wi f ad Prepared by l.004 MARVIN & ASSOCIATES 1260 S. 241h ST. West Billings, MT S9102 ARTS @ CITY CENTER BOZEMAN, MONTANA TRAFFIC IMPACT STUDY prepared for LONE EAGLE INVESTMENT, 10 LLC Prepared by MARVIN &ASSOCIATES 1260 S. 32"d Street West Billings, MT 59102 w YI •.JIB • A � P.T.O.E. #259 November 22, 2004 TABLE OF CONTENTS PAGE 1. INTRODUCTION 1 2. PROJECT DESCRIPTION 3 3. EXISTING STREETS & TRAFFIC CONDITIONS 7 3.1 Streets & Intersections 7 3.2 Traffic Volumes 10 3.3 Capacity 15 3.4 Traffic Speeds 23 3.5 Accidents 23 3.6 Parking 25 4. FUTURE CONDITIONS 27 4.1 Future Traffic Volume Projections 27 4.2 Planned System Improvements 28 5. TRIP GENERATION 28 6. TRIP DISTRIBUTION 35 7. TRAFFIC ASSIGNMENT 37 8. TRAFFIC IMPACTS 41 8.1 Traffic Volumes 41 8.2 Capacity Impacts 44 8.3 Safety Impacts 52 i 9. MITIGATING MEASURES 53 9.1 Traffic Signal Warrants 53 9.2 Capacity Improvements 54 9.3 Stop Control 57 10. EVENING SPEACIAL EVENT IMPACT MITIGATION 57 11. SITE ACCESS IMPACTS 59 11.1 Capacity 59 11.2 On-street Queue Impacts 60 12. CONCLUSIONS & RECOMMENDATIONS 63 APPENDIX "A" —TRAFFIC VOLUMES 69 APPENDIX "B" — CAPACITY CALCULATIONS 70 APPENDIX "D" —TRAFFIC SIGNAL WARRANT ANALYSES 71 ii LIST OF TABLES PAGE Table 1. Signalized Intersection Capacity Analysis Summary— 2004 Design Hour 17 Table 2. Unsignalized Intersection Capacity Analysis Summary — 2004 Design Hour 18-19 Table 3. Signalized Intersection Capacity Analysis Summary — 2004 Evening Design Hour 20 Table 4, Unsignalized Intersection Capacity Analysis Summary— 2004 Evening Design Hour 21-22 Table 5_ Development Trip Generation Characteristics by Group 29 Table 6 Trip Generation Characteristics of Parking Facilities by Group 31 Table 7. Internal Capture and Net External Trips by Group 33 Table 8. Pedestrian Trips Characteristics by Group 34 Table 9. Signalized Intersection Capacity Analysis Summary — 2004 Design Hour Plus Development Traffic 45 Table 10. Unsignalized Intersection Capacity Analysis Summary —2004 Design Hour Plus Development Traffic 46-47 Table 11. Signalized Intersection Capacity Analysis Summary— 2004 Evening Design Hour Plus Development 49 Table 12. Unsignalized Intersection Capacity Analysis Summary — 2004 Evening Design Hour Plus Development 50-51 Table 13. Main Street Babcock Street, and Mendenhall Street Corridor Intersection Capacities— Design Hour Plus Development Traffic—Additional Traffic Signals 55-56 Table 14. Queuing Analysis Results (95% Queues in Vehicles) 60 iii LIST OF FIGURES PAGE Figure 1. Development Area Locations Map 2 Figure 2. Development Master Plan Layout 4 Figure 3. Existing Street System Geometry & Traffic Control 8 Figure 4. Existing Traffic Volume Characteristics 11 Figure 5. Design Hour 4:00 to 5:00 PM Traffic Projections 13 Figure 6. Evening Hour 7:00 to 8:00 PM Traffic Projections 14 Figure 7. Accident History Study Intersections 24 Figure 8. Existing Parking in Site Influence Area 26 Figure 9. Cordon Area Trip Distribution — Primary Trips 36 Figure 10. Peak PM Hour &AWT Development Traffic Assignment 38 Figure 11. Evening Hour Special Event Traffic Assignment 40 Figure 12. Existing Plus Development Traffic Volume Impacts 42 Figure 13. Existing Plus Development Special Evening Events Traffic 43 Figure 14. Maximum Vehicle Queues Critical Intersections 62 Figure 15. Recommended Master Plan Traffic Control 65 Figure 16. Initial Traffic Impacts- Parking Garage & Retail 67 iv i i I � I ARTS AT CITY CENTER TRAFFIC IMPACT STUDY 1. INTRODUCTION This report summarizes existing conditions, trip generation characteristics, trip distribution assessments, traffic assignments and resulting impact analyses included within the structure of a formal traffic impact study (TIS). The study was completed per requirements of City of Bozeman ordinances related to new developments. Marvin & Associates was retained by Dick Clotfelter, president of Lone Eagle Investments, 10 LLC to provide a TIS assessment for the proposed Master Plan known as Arts at City Center. The project would extend over portions of a 5 block area within the Bozeman Central Business District (CBD). Figure 1 illustrates the location of this development relative to other CBD streets. The general boundaries of new construction are: Beall Street on the north, Black Avenue on the east, the alley between Main Street and Mendenhall Street on the south, and Tracy Avenue on the west. Having reviewed the proposed land use Master Plan, Marvin & Associates completed an analysis of existing conditions, addressed trip generation characteristics, calculated traffic assignment, analyzed capacity and safety impacts, and identified potential mitigation measures. This study focused on total development of the proposed master plan in an effort to determine the extent of traffic impacts that could be expected within the CBD area. Recommended improvements are based on the tota development scenario. Total development would consist of a number of individual elements, which would be completed in groups or phases that would have identifiable trip generation characteristics. However, the complexity of traffic operations in the CBD area, interdependence between individual trip generators, and the proximity of off-site parking facilities, makes it extremely difficult to perform isolated impact analysis for individual elements of the master plan. Therefore, recommended improvements within this study are based on the total master plan development, with general guidelines in reference to timing of off-site improvements. Arts @ City Center page 1 o � N O N ap IN O ° p u Apo Ifl co a�alla MOE:J y� N d 43an J 'Id sulJlaad a o n aUajUO B e y ❑a ' - o 8 'N � r �_� •anu O �a18 S • [EL ant " aE P F� 0 oo WME]Elrinl us FT1 F1 El Elttl'n UO and 0 d 0 �� ooas B pEou N 4 m E 0. 0 W Lim0. Q. 4j N w O AH � O _ O _ ? 0 j9 /;�, m N W ML11041HRHA o e Ij8M FlM �+ .N FM . . . um i El El H H PM R El H 4ILL 4ILl'N i �O Ir T O Q� H H 8 W 4jtl Arts @ City Center page 2 Study methodologies and analysis procedures within this study employ the latest technology and nationally accepted standards in the areas of site development and transportation impact assessment. Because of the unique nature of this development and the CBD area in which it would be located, a number of assumptions and qualifications were required in trip generation estimates and traffic assignment analysis. Extensive research into the current literature provided a basis for many of the assumptions utilized within this study. Recommendations made within this report are based on accepted standards and the professional judgment of the author, with consideration of the traveling public's interests as a primary objective. 2. PROJECT DESCRIPTION The Arts At City Center development is a large scale project involving redevelopment within the existing core area of the Bozeman CBD. The master plan will require multiple years to reach completion and will involve a variety of land uses. Generally, it will provide a centralized entertainment and performing arts environment surrounding by commercial and residential land uses unique to the dynamics of the city's CBD. Figure 2 provides a generalized summary of the proposed master plan land use elements and their location. There are four groups of development projects identified in Figure 2. These groups contain interrelated projects that will most likely be constructed at the same time. Since the progression of development has not been fixed, individual development groups are not necessarily considered phases. Group 1, which will be the first element of the master plan consists of a parking garage with retail space in the ground level floor. The parking garage would be located on one half of a city block that is currently occupied by a city owned surface parking lot containing approximately 142 spaces. Originally, 394 parking spaces were planned for the first phase of construction, with an additional 217 spaces to be added at some future date. The parking structure is currently in the Arts @ City Center page 3 B a t. -- _-----��_ ---- — -} Relocated New Cat Eye Cafe Auto Repair vd20 Space Lot w'16 Space Lot U V New Duplex ' Z -- - Load 4 -- Lamme St. � r serf.Convention ParkCenter (27) _ 2 ' O -- O�2 Hotel Office lZ Building Exist. L ge 4 Surf. Retail Park Retail Sky Bridge Lasting (Old) Law Firm 1 C ---1`�/ Mendenhall St. " Retail Retail New I 1 Law Firm Building PERFORMING I ARTS CENTER!___ Parking Garage I Surk rf. Grou Pa (� '3 Leveln�/ etoi ® — Y Retail18) t— Existing e Cat E 2nd Floor 1 I I Cafe y Over-Alley I Connection i To Ellen & I ru.n I Nv 1 Sylvesters i jaMohai.l' l r nn 1'�- - Main Street En To MAIN STREET try Performing Arts Center I Group 1 -New 400 Space Parking Structure & Retail Shops on Existing Surface Parking Lot Group 2 - Demolish Lumber Store,Auto Repair(Rebuild),& 2 Houses Z New Hotel& Convention Center,w'Restaurant,Lounge & Retail Shops Group 3 - Demolish & Replace Law Firm,& Move Cafe New Performing Arts Center w'Retall Group 4 -New Office Building with 27 Space Surface Parking Add 200 spaces To Parking Structure Figure 2. Development Master Plan Layout E_ mono Arts @ City Center page 4 preliminary design stage and it is understood that the initial construction will accommodate either 300 or 400 spaces, depending on the funding source. For the purposes of this study, it was assumed that the parking structure will initially provide 400 parking spaces. The master plan originally envisioned that 217 additional spaces would ultimately be added to the parking structure. Since the parking structure addition was considered to be a part of group 4 development construction to provide additional parking for a new office building, it has been assumed that the total future capacity of garage could be as high as 600 spaces. Original planning concepts for Group 1 development included approximately 13,500 square feet of retail space. Various modifications to the size and location of retail space have been evaluated and it appears that preliminary design efforts are targeting approximately 10,000 square feet. Since, this estimate may vary as plans progress; it was decided to use the original _13,500 square_foot estimate within this study, even though it will introduce slightly higher trip generation numbers into the analysis. The types of retail business that would occupy this space are not currently known. Group 2 development would occur on the west half of the block bounded by Beall, Black, Mendenhall, and Tracy. New construction would consist of a 96 room hotel, 38,000 square foot convention center, lounge, quality restaurant, and retail businesses. Construction of these new structures would require removal of several existing businesses. The Kenyon-Noble Lumber and Hardware Company would be removed from the site. Straightaway Motors, an auto repair business would also be removed, but a new auto repair shop would be built on what is currently vacant property in the northeast corner of Tracy Avenue and Lamme Street. Two single family dwelling units, which currently front on Tracy would be removed and replaced by a duplex or apartment building on the northwest corner of Black and Lamme. It is anticipated that a sky bridge crossing of Mendenhall, between the parking garage and the hotel, would be constructed as a part of group 2 developments. Arts @ City Center page 5 Group 3 development would involve construction of the new 1600 seat performing arts center on the south half of the city block bordered by Mendenhall, Tracy, Main, and Willson. The existing National Guard Armory building would be used as a core for new performing arts center building. Construction would require relocation of two existing businesses. A law firm in the southwest corner of Mendenhall and Tracy would be removed and a new office building would be constructed in the southeast corner of Mendenhall and Willson. The Cat Eye Cafe building, which fronts on Tracy would be moved to a location on Lamme Street between Tracy and Black Avenues. The new performing arts center would house approximately 2800 square feet of retail space at street level. The retail space would likely involve art related merchandise or commercial services, but the exact type of retail business are not currently known. The adjacent alley south of the performing arts center would be covered on the east half with construction of a second floor connection between the arts center and the Ellen Theater/Slyvesters retail building, both of which front on Main Street. The second floor of Slyvesters would serve as a mezzanine for the performing arts. Both Slyvesters and the Ellen Theater would be remodeled as a part of the development master plan, but no additions other than the over-alley connection to the arts center would be involved. Group 4 development would involve construction of a multi-level office building in the northwest corner of Mendenhall and Black Avenue. The office building could house any number of office types and is considered a general office building for the purposes of this study. This building would be accompanied by the addition of a 27 space surface parking lot in the southwest corner of Black and Lamme Street. As previously mentioned, the study assumes that expansion of the Group 1 parking garage to a total of approximately 600 spaces would occur as part of group 4 construction. Arts @ City Center page 6 3. EXISTING STREET& TRAFFIC CONDITIONS 3.1 Streets & Intersections Prior to starting this study, a meeting with City staff was held to determine the areas of concern and to define the study boundaries. The City staff indicated that the study should include streets and intersections from Beall on the north to Babcock on the south and from Willson on the west to Rouse on the east. In addition, they were interested in determining impacts at the Peach and Mendenhall intersections with North 7t" Avenue. The initial study plan had already included three intersections with Peach Street: Willson, Tracy, and Black. Figure 3 provides a visual summary of the study area streets with lane designations, intersection traffic control devices, and approximate street widths. There are three Principal Arterials within the study area: Main Street, Rouse Avenue, and North 7tn Avenue. There are also three minor arterials within the study area: Babcock Street, Mendenhall Street, and Willson Avenue. Bacock and Mendenhall are one-way streets, which parallel Main Street through the CBD. Both of the North 7t" Avenue intersections included in the study are currently signalized. All five of the Main Street intersections included in the study are signalized. On Mendenhall, the only signalized intersections are at Willson Avenue and Rouse Avenue. The intersection of Babcock and Willson is the only other signalized intersection. Almost all of the other intersections are two-way stop controlled, as indicated in Figure 3. Two intersections that are uncontrolled are Tracy and Lamme and Black and Beall. The intersection of Tracy and Lamme is an offset intersection, with the east leg being approximately 50' north of the west leg alignment. Arts @ City Center page 7 V s = a a 3 m ll U0 z Z Z Z �I d01 dO1S do +I — I � 0 Peach St. 36' =� ' STOP { STOP t STOP 'PF 27' 36' Stop ontrol Ty ) ort . E a a o n a o ° fX - = Z ° 3 z z r Vi lar St. o St et Wid B BC (TY ) 29• 24 32' 2 Di ctional ement Arro ( yp) 36' Beall Si { 9 28' .S"4 30 dO1S + 31' dOlS t I 2 37' Lamme St. 0 34' 1 y 33' STOP n o t f t STOP 34' 27' a1' Z O I doss dOiS Mendenhall St. 4 dO1S a1' O 41' 41 - Mendenha - - 41 STOP STOP STOP ❑ - - 63• - 63- - MAIN- STREET - 63' 63' MAIN STREET -- - _ - - 63' Lane Confi uration (TYp) 42' O ❑ do 1S dO1S dO1S bcock St. 41 Babcock t. - - - - - F - - - - 52 41 39' � STOP 42' = 46 STOP I STOP STOP N O O O Traffic Signal(Typ)t— O fA Figure 3. Existing Street System Geometry & Traffic Control Arts @ City Center page 8 Mendenhall Street, which is approximately 41' wide through the study area, carries two westbound lanes of traffic with parking on both sides of the street. It is essentially on a straight horizontal alignment, with the exception of sharp angle-point alignment changes in the block Between Black and Tracy. There are also some slightly offset curb-lines at some of the intersections along its length. Main Street is approximately 63' wide through the study area and carries four traffic lanes with parking on both sides. Observations of the signal operation concluded that Main Street signals operate on a 60 second fixed-time background cycle with the intersections of Bozeman and Rouse having a longer cycle length, which provides a progression scheme intended to provide gaps for left-turning traffic. Signals on Mendenhall include of two semi-actuated signals (Willson and N. 7tn Avenue) and a fixed time signal at Rouse. The remaining stop-controlled intersections have some intersection sight distance restrictions due to on-street parking. Safety and efficiency is somewhat degraded by the limited sight distance at the intersections with Tracy, Black , and Bozeman. The street width on Babcock varies substantially throughout the study corridor and ranges from 39' to 62' from back of curb to back of curb. Babcock carries two eastbound traffic lanes with parking on both sides. Street and curb offsets at intersections, and parking conditions, create sight distance limitations at the stop controlled intersections. North-south streets within the study area core range in width from 31' to 38'. Parking is limited to one side of the street in most cases due to the narrow street sections. Alley access is gained from the north-south streets as indicated in Figure 3. Arts @ City Center page 9 Within the core study area, sidewalks are approximately 10' to 12' wide and abut building walls, as is typical of most downtown environments. The mixture of vehicles, pedestrians, delivery truck loading and unloading operations, and high parking utilization uniquely identifies the area as the CBD. In this area, the balance between mobility and access is greatly skewed toward access and slower operating speeds are not only expected, but encouraged. 3.2 Traffic Volumes Electronic recording counters collected hourly traffic volumes on a number of streets within the study area. Summaries of those counts can be found in Appendix A of this report. In addition, intersection turning movement counts were taken during the peak p.m. hour at the majority of intersections. Counts at some intersections were supplemented by a February 14, 2003 by Short Elliot and Hendrickson entitled "Downtown Bozeman Traffic Improvement Study". Figure 4 presents a summary of the peak p.m. hour traffic counts at twenty seven intersections within the study area. It also presents a summary of Average Weekday Traffic (AWT) volumes calculated for all of the street segments. Figure 4 indicates that the highest traffic volumes are on the Principal and Minor Arterial streets. Main Street ranges from 13,500 AWT to 17,100 AWT as the highest volume street in the study area. Babcock Street, with an average AWT of approximately 9500, has substantially higher volumes than Mendenhall (6,500 AWT), which is the other half of the one-way couplet. This imbalance illustrates the limited mobility function of the CBD street system, since there are more trip origins and destinations on Babcock than on Mendenhall. Pedestrian activity is evidenced by the number of street crossings shown in Figure 4. Pedestrian activity is especially heavy along Main Street, where the highest level of commercial density lies. Peak pedestrian hour traffic is not Arts @ City Center page 10 2 0 1 0 E--9> E---> 15_4 E-9I-> �7 37 1 0 T T t I' 1 245 79 1 1 1 1 4 3 1 1 1 9 ��1 I 0 1 9 z �►�2 I ;Tn & ASi00A1ES C C O 11 191--► 1 r232 � 1 mo—+ 2 - -230 1 1 1 21 3 �518611 ti73—+ �t �--20811 PEACH STREET 'O o^o ^ � 60 '' f -► 25 y `S 61 �� -27 y `S rr y y 14 } � 5 y y O I2N203 "0795 3'' 1N1203 "s3�2 20 lO�1L03 E 11 4 3> 1023r03 17 23 1 r 3 � 00 E Z Z Z PEAK PM Z L80CR' INTERSECTION 00 5 � Peach St. E-°-> E-�-> E-°--� � 26 4 1175 6 444 0 Q f� TRAFFIC COUNTS T T T � II T T 1 3 6 1 1 2 4� 6 1 1 0 J ��o 1 (Typical) Beall St. 01 10-+ 5 -15 13 5 18— 6 •--6 14 2' 10-- 7 •-0 10 0 o NTERSE ON y is `-7 y y a o y y a 2 y rt EY NU ER RyP � t M 12A403 8 172 10 120"3 4 55 2 120303 2 48 4 E---> E---> > a C 7 0 0 a C o a o0 ` a o o IN 2! F_ '- > o o E-3-> Pedestrian D 7 150 3 9- 9 20 E--?> 7 35 a Volumes .I 3 I � � ! (TYP) I 1 14 u�10 T 1 18 2 T 5 y�6 4 I 1 7 1 Vil and St. Lamme Sf. 101 s7� $ ---20 17 61 63-► 9 r.421 6 174—. 14y .-4a 17 4 155-► " +DSO IeX O 23 8 y y 11 t 13 y 8 1 y 3�� t 15 y H P 17175 17 1 N19&03 6 56 13 3 46 17 10�19 03 110S03 y 54 24 E-6-> 6-> E-3-> a Beall S� o Mendenhall St. 00 c c 2150 2 0 e E-11-a-> a 10 3 O E---> E---> 4652 E---> f ---> F---> �� 639 140 I 60 35 226 L] 40 t`i Lamme St. 1 50 t I 102803 + 2 I 1V703� 'q2 �27 t 268 1 + T + �13 1 1 qq I _ O 3o I 41 T O p O 1 12 398 a 251 13—536 130 15 14 r 558 117 I11 1 rJ ---477 I20 17I 16 —445 116 71 17 -151 13 Z N �6 no y 98 y r 148 y 1 38 1 1 29 1 -46 ,y y 5 y M 6800 6000 Men en all St. Z7 3 i 103 y y t y 6600 6800 79 54 114 18 loom 635 160 * 54 1LK03 54 372 12A403 Mendenhal F- 3 > 10029W '-Q�6 -6 y M* E- -> E- 6-> E- 6-> ❑ O L --� N C4 M 13700 42 169 0 ^ E 87-> F 130-> E 110-> E-42-> E---> 17100 15 14700 13500 MAIFi STREET 231 I 1 2 � T 17 41 31 34 27 41 4121 21 45 26 66 163 41 MAIN STREET 19 - I i I 33 ��23 1 27� `►�12 158 134� (�►�18 I 301 30 4�30 25� 70� 152 1 O O MAIN STREET 891 405--► 18 —551167 871409, 19 51 1418-- 20 —475159 1410- 21 —490177 1367-y 22 ---471 � In 1A y 123 B6 1 1 36 36 1 481 50- (F42 1 1 32- (-32 1 1 y In La �'1 t y y �'� t y y '� f r' '� f , {h 74 97 12Ab01 ❑ I 9000 oD 9800 N 10100 500 b4Co K St. � 12i87 43 1245�01 38 65 21 1241*1 67� 39 11n2i02 22 21 12601 82 25a - - - Babcock t E---> E---> E-66-> E---> F—gs> --1 F 41 64 85 12 1_7-- 13 > 22 - F 45 E 59 f-65- 0 > 8 ~ O 3$I 36 I 59 I DSO 62go - uf y H go T t l T T t T T + T T T T T O 1 54� `► I I 72- 1 I 115� I I 96� - I 1 365 Aversge O O C O 0 23 135 131 24 118 101567 25 h0 18155Q- ► 26 115 1 1275�27 I13 0 o Babcock St. 81430-- v 619-► Weekday rON In C 1 122� y y 21 y y 83 y y 26 � y y 24-) r y Traffic (Typ) y 120903 296 197 12RS03 25 S2 iVl?N2 56 1 38 1"202 30 1003,02 40 � 9 --> F- -> E-14-> F-3-> 19 O Y E m Figure 4. Existing Traffic Volume Characteristics .LM a v o 'o F- m o0 oe Arts @ City Center page 11 included in the traffic volume numbers, since the heaviest pedestrian activity typically occurs during the noon hour. Appendix A contains the daily and monthly traffic variation summaries that were used to calculate AWT. It was determined that Saturday and Sunday traffic volumes are so low within the study area that all daily traffic volumes would be referenced in terms of AWT. Of the five weekdays, Friday produce the highest volumes, with 107% of AWT and 121 % of average daily traffic (ADT). Data from four Montana Department of Transportation (MDT) permanent count stations within urbanized areas of Montana were combined to provide an estimate of monthly traffic variations (see Appendix A). Since the majority of traffic counts were taken in November and December, adjustments to the counts were necessary to develop peak design hour traffic volumes. The hourly and monthly traffic variation factors contained in Appendix A were used to calculate the peak p.m. design hour volumes, as shown in Figure 5. Peak p.m. design hour traffic volumes were projected to be approximately 20% higher than the counts taken in November and December and are equivalent to peak hour traffic volumes that would typically be experienced in July. In addition to peak p.m. traffic volumes, late evening traffic volumes were calculated based on percentages of AWT recorded by the electronic counters on various'streets within the CBD. Traffic volume projections for the hour between 7:00 p.m. and 8:00 p.m. represent the design hour background traffic that would be on the existing street system when special events would be occurring at the new performing arts center and convention center. Figure 6 is a summary of the projected background traffic during the typical evening hour. Traffic volumes in the evening hour are approximately 35% of those projected for the peak p.m. hour. Pedestrian traffic volumes during the evening hour were reduced in proportion to vehicular traffic reductions. Arts @ City Center page 12 3 p t 0 E-8 O> F-5-> E 35 F-15 > T 275 50 T 5 5I T T J I20 5 is� 4 5l Amok 1 315 �+�100 11 1 I 5 `��5 { 1 I 1S� `►�S I { lb� " -5 1 IIARYN al ACSOAAiES C ® O 11 245-, ' +-295 1 1270--► /� �--265 1 1 t2 30 � 10 01. 0 h225-� 4 -27011 PEACH STREET O y 7s t 30 y y 80�^ 35 y y �� y y 20�� } i,� 10 y 40 I 40 1515 � 30 40 r is 5 25 1 5 D D 1015 45 E 30 00 E-4—> E- 7—> 1 F—0—> Z Z Z DESIGN HOUR PM Peach St. o � INTERSECTION ' Z 6 150 0> 10 60 5 > 5 35 5 1� TRAFFIC VOLUMES + I T �10 I SJ ��10 I 5� `_�5 i 0 (Typical) -fJBeall St. °1 15 5 100{4 131 25—10 6 5 0 ho 51 15g 7 3 NTERSE ON y y 1� � y y �'1 y art NU ER (Typ I � 15 5 5 5 5 10 220 65 70 > C D q E- 0-> F-O-> 10G m N I ° ° c ° z F_ 9_ > 0 _a_ _ Pedestrian Q 3 195 F---> <- E 45- > /Volumes � T 'J !10 s T JS 30 1 ! 5 c 10 ! 1� 1TTYP) Villard St. 1 20 15 { 10� 25 I I 10� `lo ? 5 ►�to j Lamme St. 131 75--. 8 r30 j9 81 85-; 9 �55 13 8195 10 -� -6019 51 70— 11 —65110 y30 �10 y y 15�� 1 r y y 25�� { 10 y y 15-n �--20 y 25 25 10 20 5 t 15 15 35 E-P5> E-3-> F-68-> E---> Beall St. Mendenhall St. 18 ° F---> 10 13 a-- E- C 60 70 E---> E----> F-- > Lamme St. 81 t80 I 30 1 60 45 250 29 35 - 65 + C- 3a0 1 T !`39 T �40 I T -15 T 20 1 I I 65 12 �-510 15 321 13-690 13 191 14 —715 14� 15 , 16 --57o 20 17 �--195 4 8 122 �--615126 22 I 9 I y �7y5 { 190 1 150 y 1 {�40 I i } 60 y 10 y Mendenhall St. 5 t / y 135 y y y 1 y y I t 810 205 105 70 70 70 150 25 endenha ao t75 F---' E---> �0 M - E- 4 > F 15-> E- 8-> 8 12 E-6-> w n E 111-> F 166-> E 141-> E--4-> 40 MAIN STREET _, F--- MAID! STREET ' 19 2 _ Z T 5 300 5 T T 1 35 .J 5� 30 T 30 135 85 2II10 45 / 64 ✓ + 33? 90� 4�195 30 1 1525 ��7001 1535-• L�210176 3-► ��6301 MAIN STREET 1141 520--► 18 ---705 86 In 1 A 7a 61 20 21 {99 la7o� 22 �-605�2a I �. y 160�� 110 y 1 50�� }7 5o y y 65��L} �( Y 40 y y a5�+� �45 y y } y 4bcock-St. -- 153 55 50 130 90 150 3011 5 30 95 1125 L:1 1 85 130 105 330 Babcock -_ - - F-��> e-82> F- -> E-- > E-23-> i 15 _22 _ 7 8 _ O N F 490 60 — > E 80 —> F 85so> E—10- 50 so 55 NU1N 70�} t I a5 1150 l `^ T I 125_ J �470 Babcock St. 10I550 23 145 17I7 5 24 123 13 30 1 I711 25 I23 23I70355 26 I19 1 13535 27 I77 t y 1 t r- y y t (► + y (- y y r- y 4 O 265 35 70 r h0 r 55 „'O 15 E-24> E-18-> > E-4- S O � 0 E m Figure 5. Design Hour 4:00 to 5:00 PM Traffic Projections ° ° "o 'o 3 0- co ca m i Arts @City Center page 13 } 2 p _ 0 _ 0 F-21515> F-5 5> 70 � 5> F---> 5 5 5 41 I 1 1 110 ��35 1 1 1 5� ��s I 1 5� ��5 1 1 5� i L�5 MAAIAN & ASMTES C G 11 BS —105 1 01 95-� q0 10 0 1 90� 3 +--85 10 0 1 so 4 �95 10 PEACH STREET � co ^ 1 30 10 y y 30-) t� 15 y y 10�, 5 y 1 10'-) �p 5 1 15 I 15 SSys 10 5 j5 5 1 1I010 I5 a 360 E- 15 > 3 m F-�-> F-a-> p e- uJC -- i Z Z Z EVENING HOUR .c Z — 0 INTERSECTION each St. Z __0 1 P 55- F-20 -15 a s 15 TRAFFIC VOLUMES 1 �/15, � I5 5 � 3 I + 4�S 4 y 4�y 5 0 (Typical) Beall St. 01 5— 5 .-10 I 11s 6 f s 14 I 110s 7 ~5 art f. NTE SE ONNU ER (Typ 10-, 5 y y 5 y y �� 5 y S 810 y 5 5 5 5 > O f-4--> E-�g> ---> C cl C � � a O $ p a g ° m 3 0 0 1 Pedestrian 3 70 a 23 F-,-S-> 15 /Volumes 5 5 1 0 5 5 �/I5/ 5 / l'YPJ Z 1 10� 1 5 T 1 5� ��10 ; 1 5 T y __J 1 5 I z Vi or St. Lamme St. 41 25--� 8 10 13 3130-- 9 �-2011 3130 10 --�j2013 212 1 —2514 M I 10- s y y 5 10 y 5 y 5 �+� 10 y u Ir+ y 11 10 75 10 5 25 10 51 2 5 15 E- 3 > f•— 4-> E52 i 5 3 ,> F- -> Beall St. - l - __ _Mendenhall St. _6_ 0 4 E20 25> F- 39 > F 15 > . u10 - Lamme $t. 290 65 1 10 1 20 1 85 Ii5 4. 20 1 T 20 1 T � T T 4` -1 i l t_05 � 1 n 120 1 T �15 T 75 I T _5 I T 10 ,...� 01 12 f-18o 12 „1 13�--240 '113 71 14 —25017 5 1 15 —210 19 71 16 —200 17 3I 17 �- -70 11 Z - W -1 45 165 I I �- 20 y y �-10 y y ;� 20 v i 5 5 Mendenhall St. J sl f + 4s I y y t 35 t25. 25�25 50165 10 Mendenha 285 70 15 30 F--3 > E- -> F-5-> 57-> F-�--9 le 18 - > F-14-> a i'V1AIti STREET ,1 13 1s ,5 20 Z 1 20 I 1l0 �10/ 20Ity 30 75 p�'.Att� sTQEET 19 J5 1 ,o T1 is ') 5 i ; i 4�,0 1 I 15�J 1 4�1.5 ! 35� I�� 70 110 391 15 ��10 129 381180-► �+--240126 21 h85-" Qq 17 , MAIN STREET I180- 18 �-24s 19 2#0/--210126 480� 2}1 ,+-2201 116�� f� 270 1 SS 40 y y 20�� 1 20 y y 40�� I '(' 15 y y 15� 1 175 y I 1� y r1lbcock St. 3485 20 2030 ip 045 20 1040 10 E 35115 45 Babcock - F 18 > 28 26 37 8 � N 10 306-> E-3o > 4 170 20 20 30 1 20 1 30 E----> Vf yj m T 1 T T 1 T T T T 4, T T I � I I 35 I I $5� 1 1 45_ I 116S—) I Babcock St. 41190 23 h5 61275� 24 18 41260— 25 14 81245— 26 17 , 1125 27 16 1 55 t r- y 4 10 1 (+ + y 40� t y 75� ` y y ls� (- 4 y I '' r 130 90 1s 45 25 20 15 20 $0 5 F- 6-> F- 8-> E- 1�> E- 6-> F- -> C a 0 Jk E m u � a Figure 6. Evening Hour 7:00 to 8:00 PM Traffic Projections 3 m m° 0 Arts g City Center page 14 3.3 Capacity Capacity calculations were completed for all study area intersections using three different methods. For the 22 contiguous intersections bounded by Beall Rouse, Babcock, and Willson, a Synchro 6 Traffic Signal Software model was used. The Synchro model simulates the interaction of all intersections within a grid system composed of signalized and unsignalized intersections and provides more accurate results than other methods, which normally calculate capacity of each individual isolated intersection. For the stop controlled intersections on Peach Street, HCS 2000 software was used to calculate capacity. SigCinema software was used to calculate capacity at the two signalized intersections on North 7th Avenue. Of the twenty-seven intersections analyzed, ten are currently signalized, including all five intersections within the Main Street corridor. The remaining intersections are either two-way stop-controlled or are uncontrolled. Capacity calculation worksheets for all intersections and design hour cases can be found in Appendix B of this report. Existing p.m. design hour capacity calculation results indicate that, for seven of ten signalized intersections, all approach movements currently operate at an acceptable LOS "C" or better during the design hour period. The westbound approach of Main Street to Willson, however, currently operates at a LOS "F" during-the design hour, with an average control delay of 89.8 seconds/vehicle and a volume-to-capacity (v/c) ratio of 1.11. A v/c ratio above 1.00 generally predicts that a facility will fail, i.e. will be unable to discharge the demand arriving at the intersection, resulting in delay and the buildup of queues. The Ur southbound left-turn approach of Rouse to Main Street also currently operates at an unsatisfactory level, exhibiting a LOS "F", during the p.m. design hour. Delay for southbound left-turning vehicles is estimated to be 171.1 seconds/vehicle, yCIA with a v/c ratio of 1.26. Lastly, each directional approach to the intersection of w � Durston and N. 7t" allows a movement which currently operates at a LOS "D". (so Individual movement control delays range between 40.2 and 46.5 seconds/vehicle for the intersection, while v/c ratios range from 0.56 to 0.93. -- qt oc''' �- w 1 Arts @ City Center page 15 Existing p.m. design hour capacity calculations results for all of the signalized intersections can be seen in Table 1. Of the unsignalized intersections analyzed, several exhibit an unsatisfactory level of operation on at least one side-street approach under existing p.m. design hour conditions. The unsignalized intersections in the Babcock eastbound one-way corridor generally experience a LOS "F" for side-street approaches. Similarly, the unsignalized intersections within the Mendenhall westbound one-way corridor exhibited LOS "D" and "E" on several side street approaches. Existing p.m. design hour capacity calculation results for all unsignalized intersections can be seen in Table 2. Capacity analyses conducted for the evening design hour period showed that, under existing conditions, all approach movements at each intersection examined currently operate at an. acce.ptable._.L.OS_"C".,. Existing evening design hour capacity calculation results for all signalized and unsignalized intersections can be found in Tables 3 and 4, respectively. Arts @ City Center page 16 Table 1. Signalized Intersection Capacity Analysis Summary- 2004 Design Hour Intersection/Approach Northbound Southbound Eastbound Westbound Main &Willson L TR LTR - LT/TR - LT/TR - LOS C B C C - F Volume 155 240 370 725 - 845 - V/C Ratio 0.66 0.53 0.69 - 0.78 - 1.11 - Delay(s) 25.5 15.7 20.2 - 20.5 - 89.8 - Main &Tracy LTR - LTR - LT/TR - LT/TR LOS B - B B - B - Volume 165 - 120 - 610 - 765 - V/C Ratio 0.33 - 0.23 - 0.62 - 0.78 - Delay(s) 12.8 - 11.7 - 10.1 - 15.2 - Main &Black LTR - LTR - LT/TR - LT/TR - LOS B - B - C - B - Volume 270 - 140 - 645 - 675 - V/C Ratio 0.57 - 0.24 - 0.67 - 0.69 - Delay(s) 17.2 - 11.9 - 28.0 - 17.1 - Main &Bozeman LTR - LTR - LT/TR - LT/TR - LOS B - B - B - B - Volume 165 - 125 - 610 - 715 - V/C Ratio 0.29 - 0.22 - 0.61 - 0.71 - Delay(s) 14.6 - 13.8 - 18.4 - 16.3 - ! Main &Rouse L TR L R LT/T - T/TR Ott � �,•�aCs LOS B C F B B - C - Volume 95 455 210 85 560 - 800 - �6Y V/C Ratio 0.18 0.80 1.26 0.08 0.75 - 0.70 - -A0) ve Delay(s) 13.3 28.3 171.1 12.3 17.2 - 20.2 - Babcock&Willson T R L T LT/TR LOS B A A B C Volume 380 255 50 490 780 V/C Ratio 0.59 0.42 0.18 0.76 0.87 - - Delay s 12.3 10.0 8.2 17.3 23.8 - - Mendenhall&Willson LT - TR - - - LT/TR - LOS B - B - - - C - Volume 340 230 - - - 915 - V/C Ratio 0.65 - 0.41 - - - 0.90 - Delay(s) 17.6 - 12.5 - - 25.6 - Mendenhall&Rouse L TR L TR - LT/TR - LOS B B A B - C - Volume 150 505 35 540 270 - V/C Ratio 0.56 0.64 0.12 0.68 0.81 - Delay(s) 13.8 10.6 5.4 11.8 - - 32.6 - Mendenhall&N.71 LT/T - T/TR - - - LT/TR - LOS B B _ - - B - Volume 815 - 885 - - 975 - V/C Ratio 0.53 - 0.55 - - 0.73 - Delay(s) 12.2 - 12.4 - - - 19.2 - Durston &N.71h L T/TR L T/T R L LTR LT/TR - LOS C D D C A C D D - Volume 40 1055 50 820 275 253 382 425 - V/C Ratio 0.43 0.93 0.56 0.73 0.16 0.60 0.86 0.90 - Delay(s) 33.9 40.2 43.4 27.3 6.4 28.1 43.0 46.5 - Arts @ City Center page 17 Table 2. Unsignalized Intersection Capacity Analysis Summary-2004 Design Hour IntersectionlApproach Northbound Southbound Eastbound Westbound Babcock&Tracy TR _ - LT - LT/TR - - - LOS C F - A - - - Volume 105 - 140 - 910 - - _ V/C Ratio 0.40 - 0.94 - 0.32 - - - Delay s 24.5 - 108.5 - 1.0 - - - Babcock&Black TR - LT - LT/TR - - - LOS F F - A - - - Volume 125 - 135 - 1015 - - V/C Ratio 0.77 - 1.48 - 0.36 - - - Delay(s) 68.8 - 334.1 - 1.5 - - - Babcock& Bozeman TR - LT - LT/TR - - - LOS D - F - A - - - Volume 95 - 165 - 865 - - - V/C Ratio 0.39 - 1.16 - 0.31 - - - Dela s 25.9 - 175.9 - 1.5 - - - Babcock& Rouse TR - - - L/LTR - - - LOS F - - - A - - - Volume 125 - - - 860 - - V/C Ratio 1.64 - - - 0.31 - - - Delay(s) 417.9 - - - 6.3 - - - Mendenhall& Tracy LT - TR - - - LT/TR - LOS E - D - - A Volume 115 - 130 - - - 805 V/C Ratio 0.60 - 0.47 - - - 0.28 Delay(s) 43.0 - 26.3 - - - 0.6 Mendenhall& Black LT - TR - - - LT/TR LOS E - C - - - A Volume 175 - 110 - - - 670 V/C Ratio 0.70 - 0.37 - - - 0.23 Delays 41.7 - 21.6 - - - 0.6 Mendenhall& Bozeman LT - TR - - - LT/TR LOS D - C - - - A Volume 140 - 105 - - - 650 - V/C Ratio 0.57 - 0.29 - - - 0.23 Delay s 33.3 - 17.3 - - - 0.9 - Lamme&Willson LTR - LTR - LTR LTR LOS A - A - C - B Volume 275 - 210 - 125 - 55 - V/C Ratio 0.02 - 0.01 - 0.33 - 0.15 - Delay s 0.9 - 0.5 - 17.3 - 15.0 Lamme&Tracy LTR - LTR - LTR - LTR LOS A - A - B - B Volume 105 - 110 - 110 - 100 V/C Ratio 0.01 0.02 - 0.20 - 0.18 - Delay(s) 0.8 2.2 - 12.2 11.9 - Arts @ City Center page 18 Table 2. continued Intersection/Approach Northbound Southbound Eastbound Westbound Lamme&Black LTR - LTR - LTR LTR - LOS B - B - A - A - Volume 80 - 55 - 130 - 80 - V/C Ratio 0.14 - 0.10 - 0.01 - 0.01 - Dela (s) 11.3 - 11.2 - 0.6 - 1.0 - Lamme&Bozeman LTR - LTR - LTR - LTR - LOS B - B - A - A - Volume 120 - 65 - 90 - 95 - V/C Ratio 0.20 - 0.11 - 0.00 - 0.02 - Dela s 11.3 - 11.2 - 0.4 - 1.7 - Beall&Willson LTR - LTR LTR - LTR - LOS A - A - B - B - Volume 245 - 165 - 40 - 40 - V/C Ratio 0.01 - 0.01 - 0.08 - 0.09 - Dela s) 0.4 - 0.5 - 11.5 - 12.8 Beall&Tracy LTR - LTR - LTR - LTR - LOS B - A - A - A - Volume 80 - 75 - 40 - 25 - V/C Ratio 0.11 - 0.11 - 0.00 - 0.00 - Dela (s) 10.1 - 9.9 - 0.9 - 1.5 - Beall& Black LTR - LTR - LTR - LTR - LOS A - A - A - A - Volume 75 - 45 - 25 - 15 - V/C Ratio 0.00 - 0.00 - 0.04 - 0.02 - Delay(s) 0.5 - 0.8 - 9.8 - 9.5 - Peach&Willson LTR - LTR - LTR - LTR - LOS D - B - A - A - Volume 230 - 15 - 355 - 305 - V/C Ratio 0.65 - 0.04 - 0.00 - 0.03 Delay(s) 31.2 - 14.7 - 7.8 - 8.1 Peach&Tracy LTR - LTR - LTR - LTR LOS C - B - A - A Volume 60 - 60 - 300 - 255 - V/C Ratio 0.15 - 0.13 - 0.01 - 0.01 - Delay(s) 15.3 - 13.6 - 7.8 - 7.8 - Peach&Black LTR - LTR - LTR - LTR LOS C - B - A - A Volume 60 - 35 - 260 - 285 - V/C Ratio 0.15 - 0.07 - 0.01 - 0.01 Delay s 15.1 - 12.7 - 7.8 - 7.7 - Arts @ City Center page 19 Table 3. Signalized Intersection Capacity Analysis Summary-2004 Evening Design Hour IntersectionlAp2roach Northbound Southbound Eastbound Westbound Main&Willson L TR LTR - LT/TR - LT/TR - LOS B B B - B - C - Volume 55 105 130 - 250 295 _ V/C Ratio 0.15 0.18 0.23 - 0.22 - 0.30 _ Delay(s) 11.1 11.0 11.6 - 11.1 - 23.1 - Main&Tracy LTR - LTR - LT/TR - LT/TR - LOS B - B - A - A - Volume 60 - 45 - 215 - 265 - V/C Ratio 0.11 - 0.08 - 0.20 - 0.26 - Delay(s) 10.5 - 10.2 - 7.5 - 8.1 - Main &Black LTR - LTR - LT/TR - LT/TR - LOS B - B - C - B - Volume 95 - 50 - 225 - 235 - V/C Ratio 0.17 - 0.08 - 0.21 - 0.22 - Delay(s) 11.1 - 10.2 - 23.0 - 11.1 - Main&Bozeman LTR - LTR - LT/TR - LT/TR - LOS B - B - B - B - Volume 60 - 45 - 210 - 245 - V/C Ratio 0.10 - 0.08 - 0.19 - 0.22 - Delay(s) 12.5 - 12.3 - 13.0 - 11.0 - Main&Rouse L TR L R LT/T - T/TR - LOS B B B B A - B - Volume 35 160 75 30 200 - 280 - V/C Ratio 0.07 0.26 0.21 0.03 0.20 - 0.22 - Delay(s) 12.2 14.2 14.0 11.9 8.8 - 13.3 - Babcock&Willson T R L T LT/TR - - - LOS A A A A B - - - Volume 130 90 20 170 270 - - - V/C Ratio 0.16 0.09 0.04 0.21 0.48 - - - Delay(s) 3.6 3.4 3.2 4.0 16.1 - - - Mendenhall&Willson LT - TR - - - LT/TR - LOS A - A - - - B - Volume 115 - 85 - - - 320 - V/C Ratio 0.14 - 0.11 - - - 0.58 - Delay(s) 4.1 - 4.0 - - - 17.6 - Mendenhall&Rouse L TR L TR - - LT/TR - LOS A A A A - - C - Volume 50 175 15 185 - - 100 - V/C Ratio 0.08 0.18 0.02 0.18 - - 0.53 Delay(s) 2.2 2.5 2.0 2.6 - - 32.4 - Mendenhall&N.71 LT/T - T/TR - - - LT/TR - LOS A - A - - - B - Volume 290 - 310 - - - 345 - V/C Ratio 0.16 - 0.16 - - - 0.34 - Delay(s) 5.9 - 5.9 - - - 18.0 - Durston &N.7`h L T/TR L I T/T R L LTR LT/TR - LOS B C B C A C C C - Volume 15 375 15 285 98 88 137 150 - V/C Ratio 0.05 0.35 0.06 0.27 0.08 0.22 0.32 0.33 - Delay(s) 18.4 20.9 18.6 20.1 5.8 24.0 24.7 23.6 - Arts @ City Center page 20 Table 4. Unsignalized Intersection Capacity Analysis Summary-2004 Evening Design Hour Intersection/Approach Northbound Southbound Eastbound Westbound Babcock&Trac TR - LT - LT/TR - - LOS B - B - A - Volume 40 - 50 - 320 V/C Ratio 0.07 - 0.11 - 0.11 - Delay s) 11.2 - 13.0 - 0.9 - - Babcock&Black TR - LT - LT/TR - - - LOS B - B - A - Volume 45 - 50 - 355 - _ - V/C Ratio 0.10 - 0.13 - 0.12 - Dela (s) 12.3 1 - 14.1 - 1.3 - - - Babcock&Bozeman TR - LT - LT/TR - - - LOS B - B A - - Volume 35 - 60 305 - - - V/C Ratio 0.06 - 0.14 - 0.11 - - Delay s 11.2 - 13.4 - 1.2 - - Babcock&Rouse TR - - - L/LTR - - - LOS B - - - A - Volume 45 - - - 305 - - - V/C Ratio 0.12 - - - 0.11 - - - Delay(s) 14.9 - - - 4.5 - - Mendenhall&Tracy LT - TR - - - LT/TR LOS B - B - - - A Volume 45 - 45 - - - 285 V/C Ratio 0.09 - 0.08 - - - 0.01 Delay s) 12.1 - 11.2 - - - 0.6 Mendenhall& Black LT - TR - - - LT/TR LOS B - B - - - A Volume 60 - 40 - - - 230 V/C Ratio 0.11 - 0.07 - - - 0.08 - Delay(s) 11.3 - 11.0 - - - 0.5 Mendenhall&Bozeman LT - TR - - - LT/TR LOS B - B - - - A Volume 50 - 35 - - - 230 V/C Ratio 0.09 - 0.06 - - - 0.08 Delay s) 11.4 - 10.3 - - - 0.7 Lamme&Willson LTR - LTR - LTR - LTR - LOS A - A - B - B - Volume 100 - 80 - 45 - 20 - V/C Ratio 0.01 - 0.00 - 0.07 - 0.03 - Delay(s) 0.8 - 0.5 - 10.5 - 10.2 - Lamme&Tracy LTR - LTR - LTR - LTR - LOS A - A - A - A Volume 40 - 40 - 40 - 40 - V/C Ratio 0.00 - 0.01 - 0.06 - 0.06 - Delay(s) 0.9 - 1.9 - 9.8 Arts @ City Center page 21 Table 4. continued Intersect ion/A roach Northbound Southbound Eastbound Westbound Lamme&Black LTR - LTR - LTR - LTR - LOS A - A A - A - Volume 30 - 25 - 50 - 30 - V/C Ratio 0.04 - 0.03 - 0.00 - 0.00 - Delay s 9.6 - 9.5 - 0.8 - 1.2 - Lamme&Bozeman LTR - LTR - LTR - LTR LOS A - A - A - A - Volume 45 - 25 - 35 - 40 - V/C Ratio 0.06 - 0.04 - 0.00 - 0.01 - Dela s 9.6 - 9.6 - 1.1 - 1.9 - Beall&Willson LTR - LTR - LTR - LTR - LOS A - A - A - A Volume 90 - 65 - 15 - 20 - V/C Ratio 0.00 - 0.00 - 0.02 - 0.03 - Delay s) 0.4 - 0.6 - 9.7 - 9.9 Beall&Tracy LTR - LTR - LTR - LTR - LOS A - A - A - A - Volume 35 - 30 - 20 - 15 - V/C Ratio 0.05 - 0.04 - 0.00 - 0.00 Delay s 9.4 - 9.3 - 1.8 - 2.4 Beall & Black LTR - LTR - LTR - LTR _ LOS A - A - A - A - Volume 35 - 25 - 15 - 15 - V/C Ratio 0.00 - 0.00 - 0.02 - 0.02 - Delay s 1.1 - 1.5 - 9.1 - 9.1 Peach &Willson LTR - LTR - LTR - LTR LOS B - B - A - A Volume 80 - 15 - 130 - 110 V/C Ratio 0.13 - 0.02 - 0.00 - 0.01 Delay(s) 11.0 - 10.2 - 7.4 - 7.5 Peach&Tracy LTR - LTR - LTR - LTR - LOS B - B - A - A Volume 25 - 33 - 105 - 101 V/C Ratio 0.04 - 0.05 - 0.00 - 0.00 Delay(s) 10.2 - 10.1 - 7.4 - 7.4 Peach &Black LTR - LTR - LTR - LTR - LOS B - A - A - A Volume 25 - 15 - 95 - 105 - V/C Ratio 0.04 - 0.02 - 0.00 - 0.00 - Delay s 10.1 - 9.8 - 7.4 - 7.4 - Arts @ City Center page 22 3.4 Traffic Speeds Speeds studies were not conducted as a part of this study. The speed limit on all streets within the study area is 25 mph. Observations during peak traffic periods indicate that 85th % speed would be somewhat less than 25 mph in the core area of the CBD. 3.5 Accidents An accident history for the Bozeman CBD area was constructed using three years (2000-2002) of detailed accident information provided to Marvin & Associates by MDT and the City of Bozeman. It was found that 11 of 27 intersections had crash rates that were higher than the CBD area average of 0.62 crashes/million vehicles entering. One-hundred eighty-five total crashes resulted in 61 injuries and no fatalities. Approximately 64.3% of crashes occurred on dry roads and just 23.8% occurred at night. Of the eleven intersections with above average crash rates, only three experienced frequencies, which were deemed to be abnormally high. The intersection of Black Avenue and Beall Street witnessed seven crashes in three years, projecting a crash rate of 5.57 crashes/million vehicles entering. Six of those crashes were classified as angle-type, which may imply that the uncontrolled nature of the intersection was likely the cause for the abnormally high rate. The intersection of Wilson Avenue and Lamme Street also produced seven accidents in the three-year analysis period, resulting in a crash rate of 1.37 crashes/million vehicles entering. Again, six of the accidents were angle-type, but in this case, the intersection is two-way stop-controlled with Wilson Avenue motorists having the right-of-way. For this particular intersection, it is likely that a {lack in ideal sight distance is the primary cause of accidents. The location of buildings and trees, and on-street parking may obstruct the vision of drivers approaching the intersection. Arts @ City Center page 23 i7? e r 2�0°0 boa°1@3�e o.Qe e� 3E'`'• �o `e�a4 mkna000 oM l�atig© o c V pQpppIM1N OOD�,�c+no ob 00000„�OsN„16 N N©Ov Ai�M� N a$4 N O U a'e o o � l '+�11A -'L�oO�7daulONM n�COiap�ON Op 00N M N N p p o @@ O(p S N O o 1 n O N a � �pn] OOAOnfn O+NONNM�00�O V�M rn�n �n�rD <p L DU m �o Llcf o0 o r O rOOOOOONN ON r orMr r opNO N T E O y 0 0 0 0 0 0 0 0 iA a 0 O a 0 0 0 0 r O.O O N 4 b O p O M a a � E T - '' ~ J N O•-r r 'sY 0 o r a-O O r O O N O o o O r o N Y• u Q � nN+J r 000rOa0 h� rr �r4)OMr R NAr Air � U o U m O Q m�n000010 cD CD enr min .- NMN m } N Q > O ,L: � •s. C7' yl a0+ m O 900�nOhA ppM n rm WNm1c oQ m N O T � b N 41 6l O r N 0 sll M O M tC W7 too00 M h M n g r Ji V1 LLY .r 0 U [Y a 0 0 fJ J C]1tl r C K`t O C O G C A O O C O G O p Cl O m o 0 0 o p o 0 c o 0 0 0 0 0 0 0 0 o c O o a o 0 0 0 0 0 N LL v '� Onb �- NON tONN nr NOON�DMo7 N N M Or •- } H � I m z V t N R °Dwo.- ron�nomv�"M�oa<ri.'� «�aut�wc� a �oaow -r t V L H o m ro r c vmm cycycm rogq o EE = a a c c vu °o �mo0mAs xu Yy u� Am°u wyc L.7 g N o o 012 mat= y �� No� maw o Z $ i t O N eOV N� O *snob.N S HF-z: r t � G E ouo uo � s c Z o N= O[ 4 ❑ f Z •1'S *W*z0 'S OOL>♦>uIS' 1 S 0081 uos IM-S 009 uoslllhh"N uos n-1 *� ❑ ❑ ( ❑ ❑❑zI❑lSF Arts @ City Center page 24 The intersection of Black Avenue and Lamme Street had eight accidents in a three-year period, resulting in an accident rate of 2.53 crashes/million vehicles entering. All eight crashes were angle-type and much like for the intersection of Black and Beall, it is speculated that sight distance restrictions at this intersection may have contributed to the abnormally high rate. The accident histories for all 27 intersections can be reviewed in Figure 7. From the City of Bozeman's perspective, the offset "T" intersection of Lamme Street with Tracy Avenue is of the most concern, not only because of its unusual AD and uncommon nature, but also because it currently features no traffic controls However, upon further inspection, it was found that the intersection did not have r) ,0� a single accident during the three-year analysis period. This is likely because an offset "T" intersection configured such as the one of Lamme and Tracy, with the westbound approach of Lamme positioned to the south of the northbound approach, has inherently fewer conflict points. Conflict points occur when the natural path of one vehicle making any type of legal movement crosses the path of another vehicle making a legal movement. A four-way intersection with single- lane approaches has 24 natural conflict points. An offset "T" intersection configured as described above has only 12 natural conflict points, because side- street thru movements are combined with mainline right turns, and side-street left turns are separated from mainline left-turns. The result is a safer intersection, even without the aid of two-way stop control. 3.6 Parking Since developments in CBD areas do not typically include on-site parking facilities, analysis of trip distribution and traffic assignment often depends on the location of available parking. Therefore, it is critical to define all potential parking locations. Numerous references indicate that at least 80% of all pedestrian mode trips are less than 1000' in length. Figure 8 illustrates a 1000' radius boundary line around the proposed development area. The area encompassed by this boundary is where parking may be impacted by the proposed development. Arts @ City Center page 25 O Q o H e � II n II C II C O c o C Q V O } O = p N p N 7 O N N • is � f _ W v y y E z ar E x a os s Im of Q, c pi atncz = 'Hinz V H H > > p r > > C'+ a s d a a a = •0 >s o a ._ �U IU UU a -� � U asnob N as S 4) LU L-Vcc A■■■■■■ I MEMO ■ 10 v CL 0 ol ♦• 47 N o Z 0 a o j �' m ♦� N 1= v II C g m N G W E p n 0 Z *• ♦ — a a) `o �« N ♦♦ .0 � » •unuaazo m o W . °8 'S = ■ - 0 - v .S d a ■ W II L :a,' ■ _ ■ a v ■ ■ c° W �\ a ■ .y ■ � � 7 O a II l .S Vf Q' • ■ rl a G W ■ L 7A] 0�l L� v � ll s � 7 � ■ O. 3; e\ •_ 4n II = uos 1!M 'S ♦ co >.� • v v ♦ ♦♦ -j Do AW to ♦ a F. aA uloa ♦ c ♦ Puaae) N Z OKI v ♦ ♦ 0. • Arts @ City Center page 26 The "Greater Bozeman Area Transportation Plan 2001 Update" details available parking and parking utilization within the CBD area, which includes the study area shown in Figure 8. There are four existing public parking lots within the boundary and numerous private parking lots. It is assumed that none of the private parking lots would be utilized for development related parking, even though some evening parking may spill into private lots. Figure 8 indicates that there are 250 available parking lot spaces and approximately 1120 on-street parking spaces within the defined boundaries. Current parking space utilization ranges between 72% and 79% during the daytime hours and is approximately 60% during the late evening hours. Parking utilization greater than 80% usually indicates that parking operations are at or near capacity. Thus, existing parking conditions within the project area are nearing capacity and historic trends indicate that parking demand has been increasing. 4. FUTURE CONDITIONS 4.1 Future Traffic Volume Projections The "Greater Bozeman Area Transportation Plan 2001 Update" presents historic traffic volume growth within Bozeman's CBD (page 8-6). A plot of traffic volumes over the past twenty years indicates substantial fluctuations from year to year, yet there has been little if any overall growth. Projected traffic increases associated with this study are the only definitive events that can be associated with future traffic demand increases. While the proposed development may set the stage for future redevelopment, it is not possible to predict the extent of future development induced growth. The base design hour volumes used within this study are substantially greater than for average or off-season peak hours, As such, analysis of impacts and recommended improvements would intrinsically account for a substantial portion of development induced growth. Arts @ City Center page 27 4.2 Planned System Improvements Two separate MDT projects are planned for construction within the study area. Reconstruction of the Main Street signals will occur within the next one to two years. That project will retain the current lane and parking configuration and may add curb-bulbs at the intersections to improve sight distance and reduce pedestrian crossing time. New signals may also include left-turn restrictions during peak hours to enable better progression and improve thru-traffic mobility. Another MDT project that may be constructed within the next five years is the reconstruction of Rouse Avenue from Main Street to Story Mill Road as a three lane section. Reconstruction of the Mendenhall and Peach Street signalized intersection would be included in that project. S. TRIP GENERATION Estimating of trip generation for the proposed development is both unique and complex for the following reasons: o Existing land uses will be either removed or relocated. o New parking facilities, in and of themselves, will not attract additional trips, but will attract and redistribute existing traffic. o New trip generating facilities will attract a substantial number of trips from within the study area. o A substantial number of trips will be attributed to the pedestrian mode. o Off-site parking facilities will attract vehicular traffic, while new store fronts attract pedestrian traffic. Because of these unique and complex conditions, trip generation estimates required a multi-level evaluation. Table 5, on the following page, summarizes trip generation estimates for elements of the development master plan that are not Arts @ City Center page 28 Table 5. Development Trip Generation Characteristics By Group Average Peak Hours Unit Rate Weekday Between 4&6 PM Evening Events Class Land Use Category Number Rate Refer. Trips Enter Exit Total Enter Exit Total GROUP New Trips Specialty Retail 13,5 1000 SF A 615 24 30 54 0 0 0 Group 1 Net Trip Increase= 615 24 30 54 0 0 0 GROUP2 Hotel 96 Rooms B 856 25 26 51 19 19 38 Quality Restaurant 2.4 1000 SF C 216 12 6 18 12 12 24 New Trips Lounge 1.2 1000 SF D 144 9 5 14 6 6 12 Specialty Retail 4.5 1000 SF A 230 14 18 32 0 0 0 Convention Center 38 1000 SF E 309 9 36 46 155 757 912 Auto Repair 3.5 1000 SF F 56 6 6 12 0 0 0 New Subtotal= 1811 75 97 172 192 794 986 Building&Lumber Store 21.4 1000 SF G 886 50 56 106 0 0 0 Removals Auto Repair 3.5 1000 SF F 56 6 6 12 0 0 0 Single Family Dwellings 2 Each H 28 2 1 3 0 0 0 Remove Subtotal= 969 58 63 121 0 0 0 Group 2 Net Trip Increase= 842 18 34 51 192 794 986 GROUPS Performance Arts Center 1600 Seats 1 400 38 26 64 201 983 1184 New Trips Speciality Retail 2.8 1000 SF A 157 12 16 28 0 0 0 Law Offices 6 1000 SF J 153 2 7 9 0 0 0 Duplexes 2 Each K 23 1 1 2 0 0 0 New Subtotal= 733 53 50 103 201 983 1184 Removals Military Building 31 1000 SF L na na na Law Offices 5 1000 SF J 133 1 6 7 0 0 0 Remove Subtotal= 133 1 6 7 0 0 0 Group 3 Net Trip Increase= 600 52 44 96 201 983 1184 GROUP4 New Trips General Office Building 80 1000 SF M 1123 29 140 168 0 0 0 Group 4 Net Trip Increase- 1123 29 140 168 0 0 0 Total Master Plan Net Trip Increase= 3180 122 247 369 393 1777 2170 Rafe AWT 1 Hr,4-6 Evening Events Reference Source YCode Rate Rafe %Enter Rafe %Enter A 1/814 T=42 78(X)+37 66 T=2 40(X)+21 48 44% na B 1/310 8,92 Ln(T)=120Ln(X)-155 49% 0.4" 50% C 1/931 89.95 749 67% 9.0.. 50% D 11936 120"' 11.34 66% 10" 50% E 3 8.13 12" 20% 24 17% F 11942 15.86 Ln(T)=094Ln(X)+1,33 50% na G 11812 T=38.51(X)+61.46 Ln(T)=1.162Ln(X)+1.10 47% na H 1/220 Ln(T)=0.92Ln(X)+2.71 Ln(T)=0.90Ln(X)+0.53 63% na 1 2 0.25 04" 60% 0.74 17% 1 1/710 Ln(T)=o,77Ln(X)+3.65 149 17% na K 11230 Ln(T)=0.85Ln(X)+2.55 Ln(T)=o.82Ln(X)+0.32 67% na L Currently Inactive-Rates would be less than a general office building if it was in full operation M 11710 Ln(T)=0.77Ln(X)+365 T=1,12(X)+78.81 17% na 1' ITE Trip Generation Report,71h Edition 2' "Live Music Theater Parking&Traffic Characteristics",W Hollis Loveday,P E.,Wilbur Smith Associates,1998 AWT Trips based on Alberta Bair-Billings,MT 2003 Experience of 25%Seat Capacity,On Annual Average Daily Basis Peak Evening Trips Assume Full Seating Capacity and Vehicle Occupancy Rate of 2.7 Persons per Vehicle 3' No reliable data available-rates are calculated similar to the performance arts center assumming a capacity of 975 people Thus,on an average weekday there would be 25%of 975=244 person trips or 244130=8.13 trips per 1000 S.F. The special evening event traffic would have 9752.7=361 two-way trips or 722 total trips,for a rate of 722130=24,011000 S.F. Intuitive Estimate Arts @ City Center page 29 parking facilities. It should be noted that land use categories are extracted directly from the "ITE Trip Generation Report, 7t" Edition" and are not necessarily descriptive of the actual land use. As an example, "Specialty Retail' is a land use category commonly used when the exact nature of the retail land use is not known. In this case, it may include clothing stores, delis, sporting good stores, book stores, or any number of other retail sales establishments. All of the proposed buildings have associated ITE trip generation categories and rates except for the Performing Arts Center and the Convention Center. Rates for those two land uses were extracted from various independent studies, as is noted at the bottom of Table 5. Group 2 new developments would have the highest potential trip generation of any of the development groups. However, removal of the existing lumber and hardware store would result in a net trip gain of only 842 trips on the average weekday. The office building in Group 4 construction would have the highest number of net average weekday trips at 1123. The net number of new trips for the entire master plan would be 3180 on the average weekday and 369 trips during the peak p.m. hour. Estimates of trip generation for evening special events are based on capacity seating for both the Performing Arts Center and the Convention Center, with an average vehicle occupancy of 2.7 persons per vehicle. Evening hour trip generation for the hotel, lounge, and restaurant are intuitive estimates relative to peak hour and AWT rates provided by the ITE report. Total trip generation during the special evening event would be approximately 2170, with 393 entering and 1777 exiting the facilities. This assumes that the peak hour is at the end of the event and not at the beghnniinA. It also assumes that both the convention center and the art center would be having events at the same time. Arts @ City Center page 30 3 � 14. m O v (D O C) v c)~O M C) 00 r M °� N r C) (l) n F- 00 1 F, N to 7 7 rn C (D N I, c) a� _Q (D M' N O N (0) N tD N M rn N M M )i > W ~ W �) � a) m • M V 0000 (O N a) m N (MD O r- > C F. 1 W W = a0+ o 0 0 0 0 0 -Y C r r O r O O r r r i m W `n ui � N O a o r m O 00 N O C) _ r �r c v N O r to H F- M N r N V a N V N G C o 0 o n r ° E O. O 00 O) 00 O t' - OD N Cl. NC) S G rn 10 X t0 CD N r N M r N M N O1 j OI m Q � r � �0 oa W ti r a 12 le e u C G) CL (O N It r` 00 (M V- (D N m N c Q 3 �. Or M r r Lr) r (D a) (DC F- N �/ G ,O (D m m W ro a 01 ii L t0 G ry t`p 0 V U a y U U m 0 m p U L C M M c) (D M Mc) M of Ur � a Q c G Q ,C W N O O M 0) '- U O C � =� j OI ID N m y 0. N (D r (O 04 0 1(I r O 01 O O G r _a G N ° G ° O r w O (O N N N �' 0) N CIA r 10 Q. m ^ o i, 4) N 0)U N C1 0) O w E ti S m m IC 0)> m LO 00 co rl- rl- 00 u') 00 coo > y n " E ` Oi N a r r N .y " 2 a y O O O 0 0 0 C. 0 C N 2 C G h N > 7 o h > 3 m 00 h OJ O OI 0] C C '� G L ` D 0 jp w 0 N r r M M r N °i �' G d Z ° 3 m D c G O d a CO °i o a a m S 'c >' !' U U U U U Ucu V U) U) U)) (CL n(n rn U)(n ¢ ' ci > ci U ¢ a N v C) N 00 O t✓ L. O V LO CD N 0) O N C. N cc ice+ 7 N NM N N N V ro m m d v m m m V Z Z Z Z Z Z a Q� cr C Z• J II 11 J Op) J II II O J II U Cam+ N N my d Y C7 y QY y 0_ U m m V V m od E m 7 V N m C1 II m 0) N C C N 0)lL a N C 7 C y Y m d m m Y 3 2 > 2m m G> Jm U U ? (mO N . O c)� Z d V > _c cl Q) O O > > O a O Z m m 1 c L a a (7 0 a a a` c 0 a s (D m a rn 0) °) y r Y N 19 CIA M Y N y y a m > a a m > a a v :) a O > > a O m 0 3 E 0 0 3 E 0 a3i F� (D Z�z w z w , Arts @ City Center page 31 Table 6, on the preceding page, presents trip generation characteristics related to the proposed parking facilities. Parking trip generation is based on a utilization rate of 80% during average weekday conditions and various turn-over rates as indicated in the notes at the bottom of Table 6. The total net trip generation potential of the off-street parking facilities would be approximately 1701 trips on the average weekday. The net number of parking trips would be 284 during the peak p.m. hour and 930 during the peak evening special event hour. Gross trip generation potential is further refined by determining the number of external trips that would appear as vehicular traffic at the development boundaries. Table 7 presents a realistic estimate of internal capture trips (ICT) and the net number of external trips that could be expected. This analysis utilized the ITE Trip Generation Handbook to determine typical Internal Capture rates for the various land uses. It was determined that the entire master plan development would have 1012 ICT during the average weekday, with approximately 2168 AWT being external to the subdivision. Collectively, the ICT rate for the development would average 31%. During the peak p.m. hour there would be 101 ICT and 269 trips external to the development area. ICT during the evening special event hour would only be 20% of total trips or 445 ICT with 1725 external trips. The pedestrian trip mode would encompass almost all trips because of off-site parking associated with the master plan development. Pedestrian trips can also be assigned based on two separate classifications: exclusive pedestrian trips and pedestrian trips to and from parking facilities. In the first instance, there are no associated vehicular trips. These trips are typically internal capture trips from within the study area or single purpose trips made by pedestrians and bicyclists. The second pedestrian classification represents trips to and from parking facilities and the development site. Arts @ City Center page 32 0 0o 00 r- r- r- 4 1 'm' O O OM � (D CD CD1` 0 0 00 r- v 0 0 0 leC C) (Det O O n C O r t• f` to CA tT m � W (D o o (m to (c p)_' C. O ! (D M O o O m O O O O M 00 000 00 O O 00 O O .a C I (O lD tD n f` f• d C Q) i00 CY) W „d, O O U7 (O M O N O 0 0 0 0 a (O o 0 0 (D O O (D O CO O Q O W 2 W � Y Q m r2 am+ 00 00 (D V �-- M N N O N )n M O C1) m � � m c') M c') r �-- N M O M r (0 N n N co c (D (O 00 �2 M (D r r N z a H IX Da W -e �••, ao M r M O r N 1` N Xc •X N N (17 V N M r � (D t0 N O .- � (O to M m I11 W W G) a) rl- 1- 00 C) O r` 1� U) (O 1- to ('M M 00 Z m C r r O [O N V o N IA N V) to �- r r N N 00 W m a .1c a o o rn ovmrr (o d r` oNo � o mMMr, to W O O m (n O t0 (O Lo N O (n N ^ M O M to c — r n 10 (� > N H V a 1n r r r- 00 M CM `- to r It m O) N Q3 m C) O M N (0 C) oND C) O O O O O O M O 0 C) (M m O O M O O a a� y0 `- N N N N c N a C 0 Q) w v a r 1` r- Q): C) O 7 (c) M CDtf) O (O O O O O (D m O O O to O O O) O O (D C X C W a m 7 W r O O 'It (O CO O M O O O O Co 0 C) C) O O a O O Lu = W � Y H m (c) to LIO O a) m N ° It 7 d M O t0 0 0 (O (.,.) M 00N C) r c r r M M O Q a o U to H J a�S Za _+ 0) a) M (n C) N M C) O M N — (O .-- C) 00 r (D 00 00 N N mo(o Q' a) W Q — D a0+ r` r- t\ N N V M O N O O M (D N V O O CD O O (O (0 t0 V W Y G to N r to M O 1) t0 CDLO M m CD O 00 a0 N r (17 O O O I� CDt0 etN CO (O 1/> > (V H N N N (O 7 W t0 M to h (O t!7 N r C N N r r O CL C a+ 0 0 � o 0 0 0-0 � o o ° m o C 7 d > t0 c) (O c) (n c) C) 0 0 2 N t0 0 c 0 C)L a iW W W Ll jQ N o 0 0 0 0 0 0 0 o � 0 0 o m o 0 (D 0) C) C) C) C) O ° C) O O c 0 O �.a a d tM N N N (M C') O to 0 (M (14 r N N a+ Z C e 3r, o 0 0 0 0 0 0 0 � o 0 0 0 o m o 0 tC) C) C) C) (n O O c t0 to (n to tf) c (O (O II Q M co M M M tO C, r O N c`') N � Q H +�+ O z dQ. a �° a o ao a a m a o m of �C Z N p (aCO) (u j Z C N N > Z 0 Z y m a _ •� z �) E t^ E io 0 0) z 0 E Ma m �a J aa)i o m (Do > ° o z o �t ate) 3 a '° 3 lz o o _ (n (� = o-jU) ) < main � a. (n-i o - r°- r N a @ M a Iy0 `r C. d w a _ CL > a > (L U U 3 0 m m U m aEi 0 3 Fes— 0z 0Z X � z oz Arts @ City Center page 33 00 e N N N O rn r rn rn o ao 0o 00 0o CO aO n 0) jp O O 10 c7 O O O O O O O (D O O O O C O (D � O co W C N N N N N N s} c r U m w w (N CD N 0 C O CD n 0 0 0 Q ^ N O O O N CDN O O 00 C C_ 'K r r N N N K y C W a d 0. > W N O O rG n r to _' d o o N a o M o CD 0 o ry o 0 0 o o o � � c 7 O W a = y _ d N N _ O) 01 U d O a) ~ r N O O N O CDN N r 0 0 0 a, m 0 0 It (D to <! Itf f� N N V N r r co .-- ch r C r N N a o c � a O 00 (D LO M CD LON N V N W 'D O CD co LO E C �+ N N co O r N M O � (D 0 0 N -e N O O N O O O N N M N W lL 2 06 m O Q] N N t[) W p m a r n n O r M M N N I-- O N N M r r r O O p) 10 O O N M (D r 0 0 0 O O 00 V a to w t n W H O m II N d G r n to f� co V 00 coO O V a m d N N O Y Q� O O O O> ci O N I� O O h M O O O O C O O O O w m a > l0 H r r N r NCO N Q) O1 to N r r r r tf Q vi Q v a a r to " r O O N O M 0 0 0 0 0 O O O N C O O N O O a C F C > > O W I� N N N N N tD Tj O O N (D O M 0 0 0 0 0 M N� 0 0 0 N� O O NV O O a) O C CL W a) ~ > T U a 7 W y O O (f') Ch O O ( O N 0 0 0 0 T 00 0 0 0 co 0 C. 00 (_ C. in O O C r N C = W r E N 0 C y E y N (p F m O l0 V M 1� N N O m oo m Q1 M O N .`.. a a 0 r N ([') V r r O N N O O (O N to ,_ M O N C N N r a M y 0 O y to F ro Q .ro ej .6 N ro ro y U d C X mCDM M O O M N N f- N O N N T V to to .ro > m W c, 0, .N 1� ro (11 O V m +d-. h h M M (D MO N N O CD N M to O O O O O co OD co to 4 W C c` O W QL (0 (13 Y Q O O O CO N (D N 't W) O N T O (M co r m D) 01 N M M N O > c) O O r N 0 00 a0 O T n r M O N C N N N N N N +�.. r N p M C 3 ro ro m E O o L �. C O m C C c0 W r r W 1� N N N 00 I� COO W D� m OD W e (0 N ; r r r N r r r C r r O 0 Q M�+ w W W to W 2 r L 0) V Z m m N 00 N 00 N N N N N co N 00 00 W (0 oD 00 m C r t . a r r r r r r r r r r r NM 0 L N 41 d Q aD W W OD c0 (D c\lr W N 00 co 00C Oo 00 r V r n (� N L a � t O 11 II O m u C 11 10 II OCl II O U O «� ° a V +R « a =:Ej 6 C 10 C w O N N O a D rn m F 00 F a 7 a) N Q �a N 'L F a1 O m ,6 m E O F C T N 3 7 m O F O F 0 }.I �' r o>•, :... a a7 O_ m E N .r U a1 m V E M a ra N A m n m m Z c a, a E '� x Z Z 0 y n m a z 'p a) o �v : d C o 0 o t a� 3 a = 3 0 c o N U) c9 2 d cn U Q m Q in C9 a co 0 t7 CW C7 a Ay N N 06 y r a N M Q V a N H O O_ F-' O IL•E 07 O7H > > 7F 3 E 3 E H Utz cc Z z o W(D c Arts @ City Center page 34 Table 8 is a summary of ail pedestrian mode trips that would be generated by facilities within the development master plan. There would be approximately 1524 exclusive pedestrian mode trips during the average weekday and approximately 4956 pedestrian trips to and from parking facilities. The total number of pedestrian trips during the peak p.m. hour would be approximately 678, or 233 entering and 445 exiting. Not all of the pedestrian trips would be new trips. on all of the streets and sidewalks, yet the majority of pedestrian trips would be concentrated at the site of new developments. G. TRIP DISTRIBUTION Distribution of trips to the site developments can usually be completed using a traffic model, a basic area of influence calculation, or by assigning distribution based on existing traffic patterns. In this case, the aforementioned complexities make it difficult to use any one method with complete confidence. There are no existing traffic models that would adequately address the multi-modal aspects and the fact that a high percentage of all origins and destinations would be associated with on-street parking. Therefore, trip distribution estimates and traffic assignments were separated into several components. The first component involves primary trips external to the study area. It is assumed that these trips enter the area with development facilities as the destination and return to their original origin. Other components of traffic assignment are redistribution of existing trips to and from relocated facilities and circulation trips associated with search and park maneuvers. These last two components are calculated as a part of the traffic assignment analysis for each particular peak hour investigated, while the primary trip distribution is used to determine direction of approach and departure at the study boundaries. Figure 9 presents the calculated trip distribution around the cordon area, which is defined by the contiguous intersections on the fringe of the study area. These percentages are based on existing traffic counts at the cordon area intersections. Arts @ City Center page 35 1.1% 0.8% 0.1% 0.90yo 0.3% 0 Y O =_ a 0 m 3 z z ZHIM 5.2% � 14 ' �— eac o 3.6% IT] 0 > a a y O N O ad C = O Z 0 3 z 7.2 i or St. ° 1.9% I o 0.8% Beall St. 0 0.9% �� 2.4 Lamme St. 1.3% � 2,8% 2.1% Mendenhall St. o 5.7/o 20.2%-<—MendenhF-1a _ ..^m... 19.0% 20.7% M MAIN STREET MAIN STREET 13.0% 16.5% ❑ � _ bc0ck St. 16.4%—�Babcock I 4.4% ca 3 ►- 0 ,' N f I %of Total Exiting (Typ) � 113.6% 2.9% t5% 1.1% 0.6% 11.2% I 1.6% 2.1% 2.3% 0.8% %of Total Entering (Typ) Figure 9. Cordon Area Trip Distribution - Primary Trips Arts @ City Center page 36 Only traffic that enters or leaves the study area is used to calculate these percentages. The highest distribution percentages are on Main Street, with an average of approximately 17% of all entering and exiting traffic. Mendenhall Street accommodates approximately 20% of all traffic leaving the study area. 7. TRAFFIC ASSIGNMENT Primary trip distribution percentages were applied to the net number of new vehicular trips to determine AWT and peak hour traffic assignments on area streets. Within the core area of the development, two additional assignments were completed. The first assignment procedure involved the redistribution of traffic from businesses that were relocated and removed, and the redistribution of existing traffic to new parking facilities. The second assignment procedure involved the assignment of circulation traffic associated with search and park maneuvers. This procedure is based on the assumption that drivers will attempt to park as close to their destination as possible. When no spaces are found, they will circulate outward until a space is found. These two assignment routines were completed for peak hour traffic periods and resulting street traffic was factored to determine AWT traffic loadings. Figure 10 present the results of site traffic assignment analysis for both AWT and peak p.m. hour traffic. All of the AWT traffic assignments represent additional traffic on the existing street system. The highest AWT assignment on any street segment would be on Mendenhall between Black and Tracy. Figure 10 presents individual turning movement volumes at each intersection that are considered additional to existing traffic volumes. All pedestrian volumes shown in Figure 10 are also additional to existing pedestrian crossing movements. Arts @ City Center page 37 1 MpyIN 31 ' —6 2 3 4 PEACH STREET f � ' 3�6 �� f u0i O 9 2 2 1 y m 1 z13 = 20 Z 10 E-1 0 -- DESIGN HOUR PM s n INTERSECTION 96 1 P 24each St. Z 4 1 1I'' SITE TRAFFIC - 1 L�— I � (Typical) NTERSE ON Beall St. ' 5 ,�� ��7 or Y NU ER (Typ 1 f f t 11 2 2 o c a C ° 1 O Z 3 4 1 1 - Villa St. Lamme St. 1 8 —2 11— 9 •—311 2 113 - 10 -1 1 19 11 ---2 [� 4 ya 4F 61 125-1 F 1 I Site Generated 125 33 25 f 10 f I 22 1 12 t 11 11 i F Pedestrian 10 , 1 Volumes o s--� / (TYPE Beall St. 25 Mendenhall St. 30 so 5 - 33 300 2 > 9 F 9 13 F- - E---> F---> 100 Lamme St. 1 ! 26 24 .. — 50 12 ��--18 -) 13—133 105 30 14 -63 140 4 I �15 ~17 130 51 � 16 —16 � 17 —5 Il 530 - -� f 6 � f�37 1 3 620 1100 175 Mendenhall St. 60 lI i y y y + + r y y 2 Mendenho 175 > E 9 6 6 50 73 > E 5 F- 4- 50 ) 625 47 50 s n 15- t5- 15_ 440 360 370 mAiN STREET Z - > F- 11 23 3 25 1S 22 4 7 7 p■.Alhl STREET 1 19 2 370 2 I 1 13� 5 1 1 15- __ . I 5 Z10 0 MAIN STREE?� 5 y t5-� 18 r-30 h5 20(tq 19 .-- 5 125 251 20 20` —7 y o 15y24 1 21 12 �5 24-- 22 --12 l l bcock St. so_ 1 6 f 2 t f u8 2 5 21 1 Babcock f65 275 110 75 F - > �- 75 E 15 > E 5- > L N 40 1Sy F- 2- C- 9-> e-35- e- 4-> 0 21 3 11 1' 1 T 1 I i 1 1 1 4 T 1 16� ly i I —1 �► 1 / Babcock St. 2 1 13— 23 14 5 116— 24 15 5 I 10--► 25 15 2 1 9--y 26 1 S 27 SITE GENERATED=- " AWT (Typ) 5 3 3 1 E---> F > F--- > f---> a H E a1 � ql Yl Figure 10. Peak PM Hour Development Traffic Assignment 3 m m° 0 Arts @ City Center page 38 _ J A separate but similar traffic assignment routine was completed for special event evening traffic. Figure 11 illustrates the results of this traffic assignment. The following assumptions were made in completion of the evening peak hour assignments: o Special event traffic represents the total maximum trip generating potential of both the Performing Arts Center and Convention Center concurrently. o Events would usually begin at 7:00 or 7:30 p.m. and end at 9:00 or 9:30 p.m. o The 7 to 8 p.m. hour existing background traffic would not completely apply to conditions at the beginning or end of the special events, but would provide a conservative average of conditions during the evening hours in downtown Bozeman. o Special event projections are based on the end of events, since it is has the most intensive traffic demands. While vehicle departures from the development have the most intensive demand, entering traffic associated with special event pick-up and non-event related traffic are also components of the total traffic assignment. o A substantial volume of internal capture traffic will occur between event traffic and complimentary businesses such as the restaurant, lounge, and hotel. o All departures from the study area will be from on-street and off-street parking spaces. Arts @ City Center page 39 i 3 1 �L 23 � � i MARNN AMIATES 16 ' —70 — —19 ~ 3 ��9 4 PEACH STREET a 10 m80 5 9 2 Z Z Z Eveniing Hour FE Intersection 9 Peach St. Z F- 16 > F 3 4 > Site Traffic 4, ! ��10 T 1 2 � l.�s 41' 2� ! L�5 1 (Typical) Beall St. 1s 1 3 25 130 5 113 r--17 15 5 00� —17 15 NTERSE ON r y y # y y y ort KEY NU ER (Typ) 6 a �Icl y F- 64 18-, 1s -> _� Site Generated °/ Pedestrian u - m c� o c o 0 m IV�olumes G Z F-a-> 'e 46 -> F- 5-> ■1F'� 4 16 J` 5 6 ~ Z 16� U- I � T L� 2 I 5 2 U-2 77 Vi and St. Lamme St. 25 16 _5 155 25�4— ~7 �25 10118� �---2 110 35— V I I 15�1 6 I 114 8 8 I , 12 I Iv 26 10 4 20 Beall St.El Mendenhall St. 70 E_20_� 20 ao 35 F 34 -> F 2 Lamme St. I 55 10 1 3I8 9 2 29 I i A 105 T 24 ! T T 6 200 T ✓ T � 1 4 T / w.... I 12 r 158 751 -) 13 276 1 551 14 502 501 '5 �---141 1100 10I 16 —89 I 17 —18 Z I 39 y 232 h80 , � W �82 52 y 4 y Mendenhall St. f } f 2 1 90 16 I 22 74 Mendenha F---> E1618 > F��-� E-55> 40 100 S �--1 F 22o> N 13> E 6 MAI STREET 1 75 4 97 86 T 5 1 4 2 1 z 53 � J, l J, MAIN STREET 1 1 I`10 �� 1201 25 �� 5 I 1 21—� \-�31 201 .�J s Z0 88 �� 18 MAIN STREEg' 25141 18 —182125 :80---- 19 149120.i157-- 20 �--32 120 *6 21 �--201 212— 22 —41 y i'1 5df y y —,� t fir- y } y 1 bcock St. 5 17 15 2 58 10 2 16 2 1 _ 4 5 Babcock - F--5 40 > wE-232 F- 17 > F- 1I7 > F 74-> ~ ' o y t 1 + 3 ca 1/1 N rn 5�1p TS 5 1245���� 1.5 S 5?777�25 a T5 5�12—� 26�' 1 5 30-'�2� Babcock St. y 41 23 y 8 ; ;. 6 1 y 19� I 10 t32y f4y � i �` y ?0 11 3 2 sail Figure 11. Evening Hour Special Event Traffic Assignment 3 m m° �° Arts @ City Center page 40 S. TRAFFIC IMPACTS 8.1 Traffic Volumes Figure 12 illustrates the percentage increase in AWT volumes on the study area street system as well as existing plus development traffic volumes that would result at the twenty seven area intersections during the peak p.m. design hour. In almost all cases, traffic volumes increases on area streets would be less than 5%. Typically, traffic volume increases below 10% do not signify substantial impacts on the street system at intersections. Since it is difficult to calculate ADT or AWT on streets with an accuracy better than 10%, it can be assumed that no substantial impacts would result from this development. However, four street segments within the study area would have AWT increases greater than 10%. g -- - - Those segments are: Tracy from Main Street to Lamme, Black from Main Street to Lamme, Lamme from Tracy to Black, and Mendenhall from Black to Willson Figure 12 also indicates the peak p.m. hour traffic volumes and pedestrian crossings at the 27 study area intersections. These volumes are used_ to__ determine capacity impacts that may be associated with the master plan development traffic. Figure 13 presents special event traffic volume impacts in terms of existing plus site generated traffic volumes at all area intersections. These volumes—are p p. volumes since they are used to determine capacity_ similar to the _peak m. hour volu ....... .. _,..... _. -determine,-.._ __ ..... impacts. Arts @ City Center page 41 3 0 0 1 E-8 U a E-5-> F-. > E-13 T 4, j 15 n d 40 j 275 30 }} 115 5 T 1 315� L-1 102 1 5 I � U 5 I I l5� � _S I URN A 14S LAM 1 1 1 5 l I is 11247- 1 r;Ol 1 1270 � �--265 � 7 1255 J0 3 14011 01225-� � �2701t PEACH STREET o G e c y 73�+� 31 y y a3�� t 35 y y �� y y 20��! ti y u 40 ao i64 30 1542 5 25 6> r"c N a O 1013 47 E---> 31 7-- l F" O- Z Z Zi 0 0 ----------- DESIGN HOUR PM Z 1.2 0 0 /o � � INTE�ECTIOI': 1 1 St. E- > E-63 E 36 -> Peoch 154 �+ ,10 1 I 5 I 5 TRAFFIC VOLUMES 5J ��11 I I 5� A' 1 5 i s �o (Typical) Beall St. 01 1 0--� 5 ,a 14 13'2s-- O s 0 10 51 1 S�7 55 NTERSE ON y p S y y y y I y ort t. EY NU ER (Typ I 1 t ti23175 572 5 5 6'7 5 9-> E-o> f-o-> C E c � 0 C 0 0 9 2 Pedestrian Z 70 1959 > 15 6530> E- -> 45 Volumes I 5 5 11 10 (TYP I } ✓I, I �'7M) T 20� U-16 T T 10� L�26 T j 11j 10 T g 4�10 i . vlllard St. Lamme St. 131 76--� 8 �-32 j9 81 86---► 9 —5815 10 �---6119 5189— 11 —65110 I 30 14 1 19 26 1 1d108-+ �� � � y y �� � � y y 50� � �11 y 1y 15'�+� � �20 y an I I 10 N 25233 23 2076 42 17 26 15 35 61 70 E- 8 > E-7-> F-ip-> E-4-> Beall S1. Mendenhall Si. E_as_> _ 60 _ 16 4 O 10 0 0.7°O E- 0-_> E- 12 > 69 �83 E 704 F-45-> E 290 > 0 5.7% Lam St. 65 820 54 181 56 61 256 35 �010 o I -J i 352? T T T 66 I T T T `J 20 T ? 'J 65 0 00 M \ 1 I 12 —528 I S 321 -) 13 7Z3 t53 491 14 _778162 591 1 5 - 632 156 27 1 16 —586 120 ql 17 --200 ,* Z \ N M C ° 2.2 o y �131 y �227 y y �106 y ao y y •_i ` 60 y y } —to ° N ° 16.2% 2 0 3.1/0 5 i 135 t 130 t83/ 1 71 175 155 I 255 .5/0 9 810 205 _ __ _ 480 Mendenho Mendenhall St. E---> 49 `� F 58 > E 17 F- 6-- o \ ° 0 4 E-��> E-�0> 6 o I o � N O ^ 126 181-_ 156-- 2.3% 2.9%C4 2.5°l0 2.7% 2.7% 2.1 0 E---> E- > e -- > E_59_ ao Z E---> 323 b5 6I0 57 59 bI2 37 30 1 35 85 210 MAIN STREET 18 19 2 1 MAIN STREET 2 T �6 z(S T T i T T r T T 1 T T �J MAIN STREET 1191 45 31 I 1 48� ��20 t 1 60� �� 1 791 40_ 40 1 331 90�A z00 !I o c c 1535--_ 1 �7351101131�o� 19 —5051� 861555 20 4017196 ts49-► 21 4642 h04 K94--► 22 •-617 � - - I�,, y 160�� no y y 1 y I y y �� } y y o N 1.7% 1.7% 1 %� I v.��/Q % 155 61 5I0 t 32 9I0 I 50 30 I 30 95 � 125 2.0 to 242 90 151 106 330 Babcock St. Babcock St. E-67 > 97 > E-99--> F-114 > F-Z3- > CO N10 \ O H a er O: �7-> F- -> E-30-> O 511 63 83 85 80 E-10- y vj m So 91 66 N T 4, T T + T 4, T 4, 4,N T 71 I 189� I 1 166—i 1 1 1Z3� I 1470� I ° Babcock 5t. 10,51663— 23 l4s 22I817--► 24 i28 18I7;;--. 25 {128 25i71 9 26 I19 , I 3-r 27 I17 /o Increase in ADT (Typical) 4 -) r- y 4 30� y y } y y r y y f r y 385 272 38 70 78 50 41 55 110 15 F-24> E-18-> > F-4- C G H O Figure 12. Existing Plus Development Traffic Volume Impacts Arts CI:C!ty Center page 42 2 0 0 0 E 285 > F-5-5> F_Te .> F---> 10 5 6� 5 J¢ I Al 5 I 1 5 ��5 I h�ARVIN & ASSO(1ATE5 11101 'i 101 r AIM 175 0 i 9 2 �7 o9 o 0 1 10 3 $91 10 0 180-► 95 10 PEACH STREET I 30-)� t 16 y y _)� 15 y �� t y Y 10�� } g y tr 15 I 15 13I5' 10 1520 5 79 5 O 360 F_16-> F---> I X r m F-�-> 0 0 F- 0 > Z Z Z _ EVENING HOUR L INTERSECTION Peach St. a b-71 5 ' F-23 > 19 � I 5 5 5 41 I 5 TRAFFIC VOLUMES 5 i 5 17 6 U-zl z I 1 ,o- i 1 (Typical) Beall St. 1s 1 8 --► r 15 131 9 I 19 71 15 NTERSE ON y 15 rJ �30 y i�h `--5 y y s-q7 F 5 y ort I. NU ER (Typ 1 } s,�5 11 t 5 540 5 a—> F- —> > e— o— 0 3 ` Z le___ > p 5 _5_ _ Pedestrian 9 7216 5 51 0 > F-20- -> F 15 5 > Volumes 41 � I ,1 5 1 5 (TYP) V lar $t. 16� U�2 1 1 5 �} j�10 16 T to t T 1 I l �-5 / Lamme St. 1 31 -�15 8 281 30— —27 R 13148,� L►�7 1 1 10� `+ 8 9 1® --2013 5 1 60-► " r 25 14 r-11 y y 5�� 1B W y �^ 5 y y 10�_ F(tp y i 1 I f F 10 3 10 \13 35- t0> F5 � 31 > F5 15> _ 23 5 Beall—St. � I Mendenhall St. F-26-> 24 1 - - Lamme St. F-ice> F-74-> 30 60 F---> F---> F---> 120 J 1 48 64 29 17 114 10015 1 ! T 44 T T � T -� T T -� ! �,4 1 1 -� ! �L 2s 1 h 1225 1 I �55 1 1 21 1 1 �9 1 0 12 --338 2 261 13-516 1193 571 14 +-7521207 551 15 - 1109 171 16 —28919 31 17 —8s 1 1 z Mendenhall St. y y }C7297 y —t02 y y } 62 y I } 24 y y } 5 y 5 47 I 125115 41 125 72 I 10 Mendenha F_aas > 8a �, 148 e_7 > F_-_> 253 1 F-45> F-� > 59 F- 2 s 137-> F--oq— 56 14 MAIN STREET �--- > F--- e� A Z 1 �832546 T 54 23 90 117 32 96 �Is 26 19 T � 75 MAIN STREET 1 19 ` 1 ` 60l 2S�J U-10 ,581 S6� 10 I4 4' 41j - 51 1 42 15_' ��-20 64 111 123� L� 110 MAIN STREET �2 5—� �45 y 9 20��111 /9 20 y 6 1 20 20 15 1 y t 21 5�` y377� 2 2 251 y bcock St. 60 35 -'i 10 �2 20 12 tp 35 50 102 71 43 119 Babcock F 18 > F 128 > F- > F > F g-> m C Z to 25_- F-- > F-87> E-6�i > 50 402 20 37 30 47 23 F-44 30> F-4- CA L 1 1100� I I 82-J 1 1 55� g7 1770� 1 12 y 23 1 1 24 1 I 48 25 1 I 26 , t 1155 16 Babcock St. 151 hs 26I299� M28 241277� 124 281257--► 2� y 55 r 4 4 18 t y 1 r• 4 y r y y 25 L r 4 14p122 20 36 20 t8 20 412 5 F- 8-> F-80-> E > F-46> F- -> C yM E m Figure 13. Existing Plus Development Special Evening Events Traffic 3 F o "o 'o Arts @ City Center page 43 8.2 Capacity Impacts For the existing—p.m. design hour it was found that signalized intersection operations throughout the network would not be adversely affected as a result of the additional demand of site-generated traffic. Not a single approach movement was projected to degrade in terms of operation to the point where the LOS changed. Existing p.m: design hour plus site traffic capacity calculation results for all signalized intersections can be found in Table 9. Several unsignalized intersections within the downtown network would realize a significant degradation in LOS as a result of p.m. design hour site-generated traffic being added to the system. All were concentrated within the one-way corridors, which parallel Main Street. The intersections of Tracy and Black with Mendenhall, in particular, because of their proximity to the development area and because Mendenhall is a primary westbound downtown travel route, would realize a substantial reduction in level of service. At Mendenhall and Black, the northbound and southbound, minor-street approaches, currently operate at a LOS "E" and "C", respectively, during the evening design hour, with average delays of 41.7 seconds/vehicle and 21.6 seconds/vehicle. The v/c ratios are currently 0.70 and 0.37. With site-generated traffic included, the approaches would operate at a LOS "F" and "E", respectively, and average delays would increase to 277.6 seconds/vehicle and 38.6 seconds/vehicle, while v/c ratios would increase to 1.44 and 0.65, signifying a "failure" on the northbound approach. At Mendenhall and _Tracy, the northbound and southbound approaches currently operate at a LOS "E" and "D", respectively during I the design hour, with average delays of 43.0 seconds/vehicle and 26.3 seconds/vehicle. The v/c ratios are currently 0.60 and 0.47. The addition of site- generated traffic would cause each approach to operate at a LOS "F", with average delays of 427.6 seconds/vehicle and 86.8 seconds/vehicle, respectively, for the northbound and southbound approaches and v/c ratios of 1.69 and 0.89. Existing p.m. design hour plus site traffic capacity calculation results for unsignalized intersections can be found in Table 10. Arts @ City Center page 44 Table 9. Signalized Intersection Capacity Analysis Summary-2004 Design Hour Plus Development Traffic Intersection/Approach Northbound Southbound Eastbound Westbound Main&Willson F28.8 TR LTR - LT/TR - LT/TR - LOS B C - C - F -_ Volume 5 242 404 - 740 - 876 - V/C Ratio 00.54 0.76 - 0.81 - 1.16 - Delay(s) 16.1 23.0 - 22.1 - 108.5 - Main&Tracy LTR - LTR - LT/TR - LT/TR - LOS B - B - B - B - Volume 172 - 182 - 637 - 775 - V/C Ratio 0.35 - 0.39 - 0.68 - 0.80 - Delay(s) 13.2 - 14.0 - 11.2 - 15.7 - Main&Black LTR - LTR - LT/TR - LT/TR - LOS B - B - C - B - Volume 291 - 158 - 680 - 690 - V/C Ratio 0.62 - 0.30 - 0.75 - 0.71 - Delay(s) 18.6 - 12.6 - 28.6 - 17.7 - Main&Bozeman LTR - LTR - LT/TR - LT/TR - LOS B - B - B - B - Volume 166 - 125 - 634 - 727 - V/C Ratio 0.31 - 0.23 - 0.65 - 0.73 - Delay(s) 14.8 - 14.0 - 19.2 - 17.1 - Main&Rouse L TR L R LT/T - T/TR - LOS B C F B B - C - Volume 95 455 210 85 584 - 817 - V/C Ratio 0.18 0.80 1.26 0.08 0.78 - 0.72 - Delay(s) 13.3 28.3 171.1 12.3 18.6 - 20.6 - Babcock&Willson T R L T LT/TR - - LOS B A A B C - - - Volume 385 272 50 511 794 - - - V/C Ratio 0.61 0.46 0.19 0.81 0.87 - - - Delay(s) 12.9 10.8 8.5 19.8 23.5 - - - Mendenhall&Willson LT - TR - - - LT/TR - LOS B - B - - - C - Volume 340 - 235 - - - 996 - V/C Ratio 0.68 - 0.43 - - - 0.94 - Delay(s) 19.2 - 13.5 - - - 31.1 - Mendenhall&Rouse L TR L TR - - LT/TR - LOS B B A B - - C - Volume 155 505 35 546 - - 275 - V/C Ratio 0.60 0.65 0.12 0.69 - - 0.82 - Delay(s) 15.3 10.7 5.4 12.2 - - 32.9 - Mendenhall&N.71h LT/T - T/TR - - - LT/TR - LOS B - B - - - B Volume 815 - 885 - - - 1011 - V/C Ratio 0.54 - 0.56 - - - 0.74 - Delay(s) 12.8 - 13.0 - - - 18.8 - Durston&N. 71h L T/TR L T/T R L LTR LT/TR - LOS C D D C A C D D - Volume 40 1055 50 820 275 257 380 434 - V/C Ratio JE0.43 0.93 0.56 0.73 0.16 0.60 0.86 0.91 - Delay(s) 33.8 40.0 43.4 27.3 6.4 28.1 43.8 49.2 - Arts @ City Center page 45 Table 10. Unsignalized Intersection Capacity Analysis Summary-2004 Design Hour Plus Development Traffic IntersectionlAeLroach Northbound Southbound Eastbound Westbound Babcock&Tracy TR - LT - LT/TR - - - LOS D - F - A - - - Volume 108 - 154 - 930 - - - V/C Ratio 0.44 - 1.12 - 0.33 - - - Delay(s) 27.0 - 165.5. - 1.0 - - Babcock&Black TR - LT - LT/TR - - - LOS F - F - A - - - Volume 128 - 149 - 1033 - - - V/C Ratio 0.86 - 2.03 - 0.37 - - - Delay(s) 88.9 - 584.2 - 1.7 - - - Babcock&Bozeman TR - LT - LT/TR - - - LOS D - F - A - - - Volume 96 - 165 - 878 - - - V/C Ratio 0.40 - 1.19 - 0.31 - - - Delay(s) 26.9 - 189.3 - 1.5 - - - Babcock&Rouse TR - - - L/LTR - - - LOS F - - - A - - - Volume 125 - - - 869 - - - V/C Ratio 1.67 - - - 0.31 - - - Delay(s) 428.7 - - - 6.3 - - - Mendenhall&Tracy LT - TR - - - LT/TR - LOS F - F - - - A Volume 140 - 152 - - - 950 - V/C Ratio 1.69 - 0.89 - - - 0.35 - Delay(s) 427.6 - 86.8 - - - 1.2 Mendenhall&Black LT - TR - - - LT/TR - LOS F - E - - - A - Volume 213 - 160 - - - 692 - V/C Ratio 1.44 - 0.65 - - - 0.25 - Delay(s) 277.6 - 38.6 - - - 0.6 - Mendenhall&Bozeman LT - TR - - - LT/TR - LOS E - C - - - A - Volume 146 - 106 - - - 666 - V/C Ratio 0.62 - 0.31 - - - 0.23 - Delay(s) 38.3 - 18.0 - - - 0.8 Lamme&Willson LTR - LTR - LTR - LTR - LOS A - A - C - B - Volume 285 - 214 - 126 - 62 - V/C Ratio 0.02 - 0.01 - 0.34 - 0.18 - Delay(s) 0.9 - 0.4 - 18.0 - 16.1 - Lamme&TracyLTR - LTR - LTR - LTR - LOS A - A - B - B - Volume 138 - 110 - 115 - 110 - V/C Ratio 0.02 - 0.02 - 0.23 - 0.22 - Delay(s) 1.2 - 2.2 - 13.0 - 12.9 - Arts @ City Center page 46 Table 10 continued IntersectioWAPProach Northbound Southbound Eastbound Westbound Lamme&Black LTR - LTR - LTR - LTR - �: LOS B - B - A - A - Volume 104 - 56 - 169 - 82 - V/C Ratio 0.19 - 0.11 - 0.01 - 0.01 - Delay(s) 11.9 - 11.8 - 0.5 - 1.1 - Lamme&Bozeman LTR - LTR - LTR - LTR LOS B - B - A - A - Volume 120 - 66 - 112 - 95 - V/C Ratio 0.20 - 0.12 - 0.01 - 0.02 - Delay(s) 11.7 - 11.5 - 0.6 - 1.7 - Beall&Willson LTR - LTR - LTR - LTR - LOS A - A - B - B Volume 257 - 169 41 - 47 - V/C Ratio 0.01 - 0.01 - 0.08 - 0.11 - Delay(s) 0.4 - 0.5 - 11.7 - 13.3 - Beall&Tracy LTR - LTR - LTR - LTR - LOS B - A - A - A - Volume 82 - 78 - 46 - 25 - V/C Ratio 0.12 - 0.11 - 0.00 - 0.00 - Delay(s) 10.0 - 9.9 - 0.9 - 1.5 - Beall&Black LTR - LTR - LTR - LTR - LOS A - A - A - A Volume 77 - 46 - 25 - 15 - V/C Ratio 0.00 - 0.00 - 0.04 - 0.02 - Delay(s) 0.5 - 0.8 - 9.8 - 9.5 - Peach&Willson LTR - LTR - LTR - LTR - LOS D - B - A - A - Volume 241 - 15 - 358 - 305 - V/C Ratio 0.68 - 0.04 - 0.00 - 0.03 - Delay s 33.6 - 14.8 - 7.8 - 8.1 - Peach&Tracy LTR - LTR - LTR - LTR - LOS C - B - A - A - Volume 62 - 61 - 300 - 255 - V/C Ratio 0.15 - 0.13 - 0.01 - 0.01 - Delay(s) 15.3 - 13.6 - 7.8 - 7.8 - Peach&Black LTR - LTR - LTR - LTR - LOS B - B - A - A - Volume 62 - 35 - 260 - 285 - V/C Ratio 0.15 - 0.07 - 0.01 - 0.01 - Delay(s) 15.0 - 12.7 - 7.8 - 7.7 - Arts @ City Center page 47 Evening design hour capacity calculations for the signalized intersections showed that significant changes in operation could be expected for two intersections. The intersection of Main Streetand Willson would_ likely_ see its southbound approach movement degrade from a LOS "B" to "D". The v/c ratio and average delay for that approach were projected to change from 0.23 and 11.6 seconds/vehicle to 0.97 and 46.3 seconds/vehicle, respectively. The intersection of Mendenhall and Willson would likely realize a similar degradation in_performance on its westbound approach. A LOS "D" would result from the addition of site-generated traffic whereas the intersection currently operates at no worse than a LOS "B". The v/c ratio and average delay would increase from 0.58 and 17.6 seconds/vehicle to 0.98 and 39.6 seconds/vehicle, respectively. The remainder of signalized intersections would not realize any significant changes in level of service. Existing evening design hour plus site traffic capacity calculation results for signalized intersections can be found in Table 11. As was the case for p.m. design hour analyses, only those unsignalized intersections within the pair of one-way corridors, which parallel Main Street, were projected to be affected by the addition of site-generated traffic. Again, the intersections of Tracy and Black with Mendenhall were anticipated to_realize,the most dramatic changes in operational efficiency. The northbound and southbound approaches of Black to Mendenhall currently operate at a LOS "B" during the evening design hour, with v/c ratios of 0.11 and 0.07, respectively, and average delays of 11.3 and 11.0 seconds/vehicle. With the addition of site- generated traffic, the v/c ratios would increase to 0.98 and 0.40, while the delay would be 106.7 seconds/vehicle on the northbound approach and 21.0 seconds/vehicle on the southbound approach. In this case, the southbound approach would still operate acceptably, while the northbound approach would likely experience a significant backup of traffic. The intersection of Tracy and Mendenhall would also degrade considerably in terms of the side-street discharge of traffic. Northbound approach vehicles could expect an average delay of 299.7 seconds/vehicle, a v/c ratio of 1.32 and a LOS "F" in terms of Arts @ City Center page 48 Table 11. Signalized Intersection Capacity Analysis Summary-2004 Evening Design Hour Plus Development Intersection/Approach Northbound Southbound Eastbound Westbound Main &Willson L TR LTR - LT/TR - LT/TR LOS B B D - B - C Volume 60 102 439 - 301 - 482 V/C Ratio 0.36 0.27 0.97 - 0.33 - 0.56 - Delay s 16.0 12.0 46.3 - 12.1 - 24.4 - Main&Tracy LTR - LTR - LT/TR - LT/TR LOS B - B - B - B Volume 120 - 167 - 393 - 414 - V/C Ratio 0.26 - 0.44 - 0.47 - 0.47 - Delay(s) 12.0 - 15.0 - 12.6 - 12.7 Main & Black LTR - LTR - LT/TR - LT/TR LOS B - B - C - B Volume 113 - 245 - 398 - 308 - V/C Ratio 0.24 - 0.57 - 0.47 - 0.34 - Delay(s) 11.8 - 17.6 - 22.9 - 12.1 - Main &Bozeman LTR - LTR - LT/TR - LT/TR - LOS B - B - B - B - Volume 65 - 60 - 476 - 275 - V/C Ratio 0.13 - 0.12 - 0.51 - 0.30 - Delay(s) 12.7 - 12.7 - 16.5 - 10.3 - Main&Rouse L TR L R LT/T - T/TR - LOS B B B B B - B - Volume 35 169 75 30 480 - 339 - V/C Ratio 0.07 0.33 0.26 0.03 0.71 - 0.32 - Delay(s) 12.2 15.0 14.7 11.9 16.5 - 14.2 - Babcock&Willson T R L T LT/TR - - LOS A A A A B - - - Volume 140 122 20 402 321 - - - V/C Ratio 0.21 0.13 0.05 0.62 0.59 - - - Delay s 4.8 4.4 4.0 9.0 16.0 - - Mendenhall&Willson LT - TR - - - LT/TR - LOS B - B - - - D - Volume 131 - 164 - - - 868 - V/C Ratio 0.28 - 0.34 - - - 0.98 - Delay s 11.4 - 12.3 - - - 39.6 - Mendenhall&Rouse L TR L TR - - LT/TR - LOS A A A A - - C Volume 72 263 15 214 - - 118 - V/C Ratio 0.15 0.32 0.03 0.25 - - 0.63 - Delay s) 3.2 3.9 2.6 3.5 - - 32.9 - Mendenhall&N.7`h LT/T - T/TR - - - LT/TR - LOS B - B - - - B Volume 290 - 310 - - - 647 - V/C Ratio 0.24 - 0.24 - - - 0.41 - Delay s 12.7 - 12.7 - - - 11.0 - Durston &N.7` L T/TR L T/T R L LTR LT/TR - LOS B C B C A C C C - Volume 15 375 15 285 98 94 147 249 - V/C Ratio 0.07 0.45 0.09 0.34 0.10 0.25 0.50 0.71 - Delay(s) 18.7 22.1 19.2 20.9 6.0 24.2 26.1 30.6 - Arts @ City Center page 49 Table 12. Unsignalized Intersection Capacity Analysis Summary-2004 Evening Design Hour Plus Development Intersection/Approach Northbound Southbound Eastbound Westbound Babcock&Tracy TR - LT - LT/TR - - - LOS C - D - A - - - Volume 49 - 67 - 417 - - - V/C Ratio 0.18 - 0.38 - 0.18 - - - Delay(s) 16.7 - 29.4 - 2.2 - - - Babcock&Black TR - LT - LT/TR - - - LOS C - D - A - - Volume 56 - 70 - 407 - - - V/C Ratio 0.22 - 0.34 - 0.17 - - Delay s) 18.2 - 25.0 - 1.8 - - Babcock&Bozeman TR - LT - LT/TR - - - LOS B - C - A - - - Volume 38 - 74 - 346 - - - V/C Ratio 0.10 - 0.27 - 0.14 - - Delay(s) 13.3 - 18.4 - 1.4 - - - Babcock&Rouse TR - - - L/LTR - - - LOS C - - - A Volume 47 - - - 350 - - - V/C Ratio 0.18 - - - 0.14 - - Delay(s) 17.9 - - - 4.3 - - - Mendenhall&Trac LT - TR - - - LT/TR - LOS F - F - - - A Volume 79 - 90 - - - 875 - V/C Ratio 1.32 - 0.82 - - - 0.38 - Delay(s) 299.7 - 92.4 - - - 1.4 - Mendenhall&Black LT - TR - - - LT/TR - LOS F - C - - - A - Volume 150 - 112 - - - 422 - V/C Ratio 0.98 - 0.40 - - - 0.18 - Delay s) 106.7 - 21.0 - - - 1.4 - Mendenhall&Bozeman LT - TR - - - LT/TR - LOS C - B - - - A _ Volume 66 - 46 - - - 327 - V/C Ratio 0.21 - 0.11 - - - 0.14 - Delay(s) 15.5 - 12.3 - - - 0.6 - Lamme&Willson LTR - LTR - LTR - LTR - LOS A - A - B - B - Volume 150 - 97 - 62 - 38 - V/C Ratio 0.01 - 0.02 - 0.16 - 0.10 - Delay(s) 0.6 - 1.4 - 13.1 - 12.9 - Lamme&Tracy LTR - LTR - LTR - LTR - LOS A - A - B - B - Volume 58 - 66 - 40 - 55 - V/C Ratio 0.01 - 0.01 - 0.08 - 0.11 - Delay(s) 1.8 - 1.2 - 11.1 - 11.1 - Arts @ City Center page 50 Table 12. continued Intersection/Approach Northbound Southbound Eastbound Westbound Lamme&Black LTR - LTR - LTR - LTR - LOS B - B - A - A - Volume 64 - 36 - 80 - 32 - V/C Ratio 0.11 - 0.07 - 0.01 - 0.00 - Dela (s) 10.2 - 10.5 - 1.0 - 1.2 - Lamme&Bozeman LTR - LTR - LTR - LTR - LOS B - B - A - A - Volume 49 - 25 - 80 - 40 - V/C Ratio 0.09 - 0.05 - 0.01 - 0.01 Delay(s) 10.2 - 10.2 - 1.0 - 1.9 - Beall&Willson LTR - LTR - LTR - LTR - LOS A - A - B - B - Volume 154 - 81 - 28 - 60 - V/C Ratio 0.00 - 0.01 - 0.05 - 0.14 - Delay(s) 0.3 - 0.5 - 10.5 - 12.3 Beall&Tracy LTR - LTR - LTR - LTR - LOS A - A - A - A - Volume 59 - 33 - 35 - 37 - V/C Ratio 0.10 - 0.05 - 0.01 - 0.00 - Delay(s) 10.0 - 9.8 - 1.5 - 1.0 - Beall&Black LTR - LTR - LTR - LTR - LOS A - A - A - A - Volume 50 - 29 - 22 - 37 - V/C Ratio 0.00 - 0.00 - 0.04 - 0.06 Delay(s) 0.8 - 1.3 - 9.6 - 9.7 - Peach&Willson LTR - LTR - LTR - LTR - LOS B - B - A - A - Volume 161 - 15 - 146 - 130 - V/C Ratio 0.28 - 0.02 - 0.00 - 0.01 - Delay(s) 12.7 - 10.4 - 7.5 - 7.5 - Peach&Tracy LTR - LTR - LTR - LTR - LOS B - B - A - A - Volume 40 - 33 - 105 - 101 - V/C Ratio 0.06 - 0.05 - 0.00 - 0.00 - Delay(s) 10.5 - 10.1 - 7.4 - 7.4 - Peach &Black LTR - LTR - LTR - LTR LOS B - A - A - AVolume 25 - 16 - 95 - 109Ed V/C Ratio 0.04 - 0.02 - 0.00 - 0.01Dela (s) 10.2 - 9.9 - 7.4 - 7.4 Arts @ City Center page 51 operational efficiency. The southbound approach would be slightly better, but v/c ratio of 0.82, coupled with delays of 92.4 seconds/vehicle would still result in a LOS "F". Existing evening design hour plus site traffic capacity calculation results for all unsignalized intersections can be found in Table 12. 8.3 Safety Impacts The addition of site-generated traffic to the network of intersections in Bozeman's CBD could potentially affect safety in a couple of ways. First of all, increases in entering volumes at intersections and in travel volumes along corridors would inherently intensify conflict exposure. As such, an increase in the total number of annual accidents within the downtown network is likely, although accident rates for individual intersections may or may not increase. High-accident locations such as the intersections previously highlighted in the Accident section of this report could degrade even further in terms of safety, without improvements in traffic control and/or sight distance. A similar phenomenon could also occur in terms of pedestrians and pedestrian-related accidents near the development area. Very simply, an increase in pedestrian crossing would magnify the opportunity for accidents to occur. It is likely that the proposed development could have a negative impact on the frequency of accidents in the downtown area. However, the increase in accidents and their severity could be tempered considerably, relative to the increased level of exposure, through the implementation of traffic control improvements. Arts @ City Center page 52 9. MITGATING MEASURES 9.1 Traffic Signal Warrants Traffic volume impact analysis indicated that the number of intersections that would experience statistically significant traffic volume increases would be limited to intersections immediately adjacent to the proposed development structures. Even though capacity calculations indicate that some LOS degradation could occur at a few intersections, which are not immediately adjacent to the site, existing LOS at those intersections are already below the ideal LOS "C". Only two unsignalized intersections, which would have significant traffic volume impacts, also have substantial reductions in LOS (from "E" to "F"). Because of these impacts, traffic signal warrants were evaluated for the intersections of Tracy Avenue and Black Avenue with Mendenhall Street under existing p.m. design hour and existing p.m. design hour plus site traffic conditions. Note that the 100% warrant minimum volumes controlled in all cases, because Bozeman's population is greater than 10,000 and because 85th percentile speeds on Mendenhall Street are less than 40 mph. Traffic signal warrant worksheets for each intersection can be found in Appendix C of this document. Mendenhall Street and Tracy Avenue For the intersection of Tracy Avenue with Mendenhall Street, four signal warrants were met under existi �,mm. design hour conditions. The eight-hour vehicular volume warrant was met for Condition A by a slim margin of 100.1%. Condition A is intended for application where a large volume of intersecting traffic is the principal reason for considering the installation of a traffic signal. The intersection also met the four-hour vehicular volume warrant under existing p.m. design hour conditions, with 102.6% of the minimum required volume. The coordinated signal system warrant was met, because the installation of a signal at the intersection would likely improve platooning along Mendenhall, an important one-way arterial in the downtown Bozeman street network. Lastly, the roadway network warrant was met by a margin of 124.5%. Arts @ City Center page 53 The addition of site-generated traffic during the p.m. design hour proved to increase the number of warrants that would be met to five at the intersection of Mendenhall Street and Tracy Avenue. The eight-hour volume warrant was again met, in this case for Conditions A and B, at 101.3% and 105.6%, respectively. The four-hour volume warrant was met at 160.4%, and in this case, the peak hour vehicular volume warrant was also met, under category B, at 115.7% of the required minimum volume. The coordinated signal system warrant was again applicable and the roadway network warrant was met at 147.9% of the minimum warrant value. Mendenhall Street and Black Avenue For the intersection of Mendenhall Street and Black Avenue, only warrants were found to be met under existing p.m. design hour conditions, neither of which were volume warrants. The coordinated signal system warrant was met for reasons identical to those stated above for the Tracy Avenue intersection. The roadway network warrant was also met, by a slim margin of 104.0%. It is unlikely that either of these warrants, without the support of volume or pedestrian warrants, could justify the implementation of a traffic signal. The addition of site-generated traffic at the intersection of Mendenhall Street and Black Avenue would cause a third warrant to be met during the p.m. design hour. The peak hour vehicular volume warrant would be met by a margin of 147.0%, with the primary difference from existing conditions being a tremendous increase in stopped-time delay for the minor street approaches. The coordinated signal system warrant would be met, and the roadway network warrant would also be met, at 117.6%. 9.2 Capacity Improvements An additional Synchro 6 simulation was completed with the assumption that new traffic signals would be installed at Tracy and Black on Mendenhall and that Arts @ City Center page 54 Table 13. Main Street,Babcock Street and Mendenhall Street Corridor Intersection Capacities-Design Hour Plus Development Traffic-Additional Traffic Signals Intersectio!LA roach Northbound Southbound Eastbound Westbound Main&Willson L TR LTR - LT/TR - LT/TR - LOS E B D - B - C - Volume 155 303 404 - 740 - 876 - V/C Ratio 0.95 0.66 0.93 - 0.68 - 0.95 - Delay(s) 67.3 16.9 39.4 - 12.9 - 30.5 - Main&Tracy LTR - LTR - LT/TR - LT/TR - LOS C - C - A - A - Volume 172 - 182 - 637 - 775 - V/C Ratio 0.71 - 0.72 - 0.47 - 0.55 - Delay s) 25.9 - 27.8 - 5.7 - 6.4 - Main&Black LTR - LTR - LT/TR - LT/TR - LOS C - B - B - B - Volume 291 - 158 - 680 - 690 - V/C Ratio 0.81 - 0.37 - 0.63 - 0.61 - Delay(s) 25.3 - 12.0 - 10.6 - 10.1 - Main&Bozeman LTR - LTR - LT/TR - LT/TR - LOS C - B - A - A - Volume 166 - 125 - 634 - 727 - V/C Ratio 0.63 - 0.45 - 0.44 - 0.50 - Delay(s) 22.2 - 18.2 - 5.5 - 6.0 - Main&Rouse L TR L R LT/T - T/TR - LOS A B F A C - B - Volume 95 455 210 85 584 - 817 - V/C Ratio 0.17 0.77 1.13 0.10 0.94 - 0.78 - Delay(s) 9.0 16.8 116.5 8.6 26.8 - 19.8 - Babcock&Willson T R L T LT/TR - - LOS B B A B C - - - Volume 385 272 50 511 794 - - - V/C Ratio 0.61 0.46 0.19 0.81 0.87 - -Delay(s) 12.9 10.8 8.5 19.8 23.5 - - - Babcock&Tracy TR - LT - LT/TR - - - LOS D - F - A - - - Volume 108 - 154 - 930 - - - V/C Ratio 0.44 - 1.12 - 0.33 - - - Delay(s) 27.0 - 165.5 - 1.0 - - - Babcock&Black TR - LT - LT/TR - - - LOS F - F - A - - - Volume 128 - 149 - 1033 - - - V/C Ratio 0.86 - 2.03 - 0.37 - - - Delay(s) 88.9 - 584.2 - 1.7 - - - Babcock&Bozeman TR - LT - LT/TR - - - LOS D - F - A - - - Volume 96 - 165 - 878 - - - V/C Ratio 0.40 - 1.19 - 0.31 - - - Delay(s) 26.9 - 189.3 - 1.5 - - - Babcock&Rouse TR - - - L/LTR - - - LOS F - - - A - - - Volume 125 - - - 869 - - - V/C Ratio 1.67 - - - 0.31 - - - Delay s 428.7 - - - 6.3 - - - Arts @ City Center page 55 Table 13.continued Intersection/Approach Northbound Southbound Eastbound Westbound Mendenhall&Willson LT - TR - - - LT/TR - LOS C - B - - - C - Volume 340 - 235 - - - 996 - V/C Ratio 0.75 - 0.47 - - - 0.89 Delay s 23.2 - 14.6 - - - 21.5 - Mendenhall&Tracy LT - TR - - - LT/TR - LOS B - B - - - A - Volume 140 152 - - - 950 V/C Ratio 0.50 - 0.36 - - - 0.72 '7" Delay s) 12.5 - 11.5 - - - 8.2 w. 1' Mendenhall&Black LT - TR - - LT/TR - ►��i LOS B - A - - - A Volume 213 - 160 - - - 692 V/C Ratio 0.67 - 0.31 ( - - - 0.67 - Delay(s) 13.3 - 8.0 - - 9.2 - Mendenhall&Bozeman LT - TR - - - LT/TR - LOS E - C - - - A - Volume 146 - 106 - - - 666 V/C Ratio 0.62 - 0.31 - - - 0.23 - Delay s) 38.3 - 18.0 - - - 0.8 - Mendenhall&Rouse L TR L TR - - LT/TR - LOS B B A B - - C - Volume 155 505 35 546 - - 275 - V/C Ratio 0.60 0.65 0.12 0.69 - - 0.82 - Delay s 15.3 10.7 5.4 12.2 - - 32.9 - 17 w of 0 the MDT signal renovation project would be completed on Main Street. Table 13 presents the results of the Synchro 6 analysis for the Mendenhall, Main, and Babcock Corridors with full master plan development traffic. It was found that the Mendenhall corridor would operate at an excellent LOS, except for the Bozeman Street approach, which would still operate at its current LOS without a signal. The Main Street corridor would operate_slightly better than it currently does, even though left-turn prohibitions were not included in the model simulation. The Main Street signal improvements and new signals on Mendenhall would not change capacity or operational conditions on Babcock to any significant degree. Arts @ City Center page 56 9.3 Stop Control The two uncontrolled intersections that currently exist within the study area would experience substantial traffic volume increases with the proposed development. Therefore, the intersections of Black with Beall and Tracy with Lamme were investigated for stop control. MUTCD 2000 warrant conditions indicate that Beall ,,`,,,,.�ti d Street should stop controlled on Black. Installation of stop signs on Beall should mitigate the potential for increased accidents at that intersection. Accident history at the intersection of Lamme and Tracy indicates that the offset intersection's reduced conflict points have provided a safe operating environment relative to all other intersections in the area. Physical modifications to eliminate the offset alignment would be counter-productive. However, increased accident potential associated with increased traffic at that intersection could be mitigated by installing stop sign on Lamme. Observations of operations at this intersection indicate that a high percentage of traffic on Lamme already stops prior to entering Tracy. Because of a substantial change in the predominant direction of traffic that would be entering the intersection of Lamme and Black, the stop control should change from east-west to north-south. This reconfiguration would also provide additional Soho/G� sight distance and would have the potential to reduce accident experience at this intersection, which which has a higher than average crash rate. 10. EVENING SPECIAL EVENT IMPACT MITIGATION Since the new parking garage would be the only large single facility that would concentrate vehicle departures, major impacts would be confined to the immediate area of the parking garage. Capacity calculations indicate that the only unsignalized intersections that would suffer LOS degradation would be the intersections of Black and Tracy with Mendenhall. Installation of traffic signals at Arts @ City Center page 57 those two intersections would alleviate capacity impacts, provide a controlled pedestrian crossing environment, and prevent angle type accidents. A new signal at Black and Mendenhall would also provide sufficient traffic gaps on Mendenhall and Black to allow the garage to empty within a reasonable period of time. The parking garage would accommodate approximately 33% of all traffic leaving the CBD after special evening events. With two garage exits and average vehicle headways at the exits of approximately 6 seconds per vehicle, it would require at least one-half hour to empty the future 600 space parking facility. The majority of traffic would depart from small surface lots and from on-street parking spaces, which are spread-out over a radial distance of approximately 1000 feet. Because of these parking conditions, the time of departure after special events would be spread-out over a longer period of time and directional dispersion from the CBD core area would be uniformly distributed. Therefore, it would not be necessary to employ special traffic control personnel or procedures to prevent gridlock conditions. New and existing traffic signals would provide sufficient control to allow safe pedestrian crossings. It is assumed that none of the CBD area signals would operate in a flashing mode during late evening event departures. A lighting inventory was not completed as a part of this study, but it should be noted that adequate street lighting should be provided to insure pedestrian safety, especially during nighttime events. Street and sidewalk facilities constructed as a part of the proposed development should include street lighting in accordance with existing City ordinances and standard lighting practices. Arts @ City Center page 58 11. SITE ACCESS IMPACTS 11-1. Capacity There are only three major access points to structures within the development. Two of them are at the new parking structure. The main parking structure access would be on Mendenhall and the minor access would be on Black Street. The main access on Mendenhall would have approximately 159 vehicles entering and 321 exiting during the peak p.m. design hour, if the entire demand occurred at this exit. The layout of this approach is simplified because of the one-way direction of travel on Mendenhall. Capacity calculations indicate that the exit maneuver from the garage to Mendenhall would operate at LOS "B" during the peak p.m. design hour, with 14.1 seconds of delay per vehicle and a max storage queue of 3 vehicles. With a new signal at Black and Mendenhall, the maximum storage length would actually be less. The proposed entrance and exit on Black Street would provide an alternate parking garage access. It was determined that during peak p.m. design hour conditions there would be a maximum of 65 vehicles exiting and 32 vehicles entering. Capacity calculations indicate that this exit would operate at LOS "A", with no more than one vehicle storage on the exit lane. A new signal at Black and Mendenhall would also provide additional gaps for this approach, which would insure more efficient access operations. The other access consideration would be the hotel entrance. Hotel operations usually require some sort of interface between vehicle access and the lobby to accommodate taxis, guest passenger cars, and a number of other very short term loading type activities. In this case, the only feasible location for a driveway would be on Tracy. It is recommended that a jug handle type turn-out be constructed, so as to allow for a shallow entrance angle, a sharp exit angle, and sufficient sight distance for the exit maneuver. Because of relatively low traffic Arts @ City Center page 59 volumes projected on Tracy and at the looped drop-off, there would be no capacity concerns related to this approach. Similar short term parking combined with passenger loading functions would exist for the performing arts center on Mendenhall. However, the need for loading and short term parking would primarily occur during the late evening hours. A portion of the parking spaces on Mendenhall adjacent to the performing arts center should be designated for the loading functions, at least during certain hours of the day. The number of spaces and functional controls can be decided initially and then fine-tuned after a period of time, when sufficient experience has been gained. 11-2. On-street Queue Impacts In order to determine the impact of on-street queue formations relative to the site access points, queue analysis was performed in conjunction with capacity analysis at adjacent intersections. Table 14 presents maximum vehicle queues at critical intersections within the development area. Table 14. Queuing Analysis Results(95%Queues in vehicles) Intersection/Approach I Northbound Southboun-d-7 Eastbound Westbound Main&Wilson L TR LTR LT/TR LT/TR P.M.Design Hour 5.2 5.6 8.0 7.0 13.0 P.M.Design Hour Plus Development 5.5 5.8 10.4 - 7.8 13.7 P.M.Design Hour Plus Development(Improved) 5.6 5.7 10.5 5.2 10.1 Main&Tracy LTR LTR LT/TR LTfrR P M.Design Hour 3.0 2.1 4.7 9.0 P.M.Design Hour Plus Development 3.2 3.4 5.4 9.1 P.M.Design Hour Plus Development(Improved) 3.2 3.2 4.2 5.6 Main&Black LTR LTR LT/TR LTfrR P.M_Design Hour 5.5 2.2 7.9 6.4 P.M.Design Hour Plus Development 6.2 2.6 8.3 6.6 P.M.Design Hour Plus Development(Improved) 6.4 2.2 4.8 4.8 Mendenhall&Wilson LT TR - LTfrR P.M.Design Hour 7.4 4.1 10.8 P.M.Design Hour Plus Development 7.4 4.2 12.5 P.M.Design Hour Plus Development(Improved) 9.1 4.3 10.7 Mendenhall&Tracy LT TR - LTfrR P.M.Design Hour 34 2.4 0.0 P.M-Design Hour Plus Development 12.9 6.8 0.0 P.M.Design Hour Plus Development(Improved) 3.0 2.2 6.3 Mendenhall&Black LT TR LTfrR P.M.Design Hour 4.8 1.7-1 0.0 P.M.Design Hour Plus Development 15.3 4.2 0.0 P.M.Design Hour Plus Development(Improved) 3.5 1.8 - 4.4 Arts @ City Center page 60 It can be seen in Table 14, that signalization of the Mendenhall intersections with Tracy and Black, in combination with the Main Street signal improvements, would substantially reduce queue storage requirements at a number of intersections. In some cases, these improvements would lessen queues below existing levels. Figure 14, on the following page, illustrates the maximum queue formations that could be expected with the new and improved signal system. The vehicle queues are shown relative to the development access location shown in Figure 14, which helps to visualize potential conflicts. Traffic queues on Black, between Main and Mendenhall, would not be of sufficient length to interfere with parking structure access. However, vehicle queues on Mendenhall could possibly block access to the parking structure during peak periods. For this reason, it would be most important to provide a third lane on Mendenhall to accommodate entrance maneuvers. The parking structure exit would not be heavily impacted by the maximum queues, since the exit vehicle headways would be at least 15 to 20 seconds during the peak hour traffic periods. The new traffic signal at Black and Mendenhall would provide the necessary gaps, and progression timing elements could be set to discharge the vehicle queue at the Tracy intersection prior to vehicle arrivals from the Black intersection. Vehicle queues at the Willson and Mendenhall intersection would be substantially longer. Queues on Mendenhall would almost back-up to the intersection with Tracy. Queues on Willson would also be back-to-back between Main and Mendenhall. Observations indicate that existing traffic queues are very similar to those shown in Figure 14. While the projected queue lengths would not necessarily impede traffic flow, they are long enough to be very unstable and have the potential to create gridlock. One of the only ways to reduce the potential for gridlock would be the removal of parking on Willson between Main and Mendenhall to allow for the marking of auxiliary lanes. Additional turn lanes on Willson would in turn reduce the amount of Willson Avenue green time Arts @ City Center page 61 0 0 f Vl Im _ 1 I O 0 o v wyl,, W L ,0 V O O m a v >1 ® ° FA a = W J 0 Q 0 ono o 000 0000o L UOSIpM i% t W iW N s_ a� Arts @ City Center page 62 required at both the Main and Mendenhall signals, which would increase the available green time for both Mendenhall and Main. This would have the effect of minimizing vehicle storage requirements on Willson and on Mendenhall. 12. CONCLUSIONS & RECOMMENDATIONS Development of the Bozeman Arts at City Center master plan would represent a substantial change in land use on the north side of the CBD. While the overall trip generation potential for the proposed facilities is great, removal and relocation of existing land uses somewhat tempers the overall potential for additional trips. Because CBD areas are unique in terms of trip mode and the dynamics of internal capture trips, the overall increase in CBD traffic would be minimal in comparison to a similar development constructed in a suburban or fringe environment. Existing streets north of Lamme Street would realize some traffic increases due to traffic circulation patterns, but substantial infiltration of traffic through existing neighborhoods on local streets would not occur. Additional site traffic projected for north-south streets, north of Peach Street, would be negligible and would have inconsequential impacts on the safety and efficiency of the street system. Even though the net increase in traffic would be minimal on most of the CBD streets, there would be substantial traffic increases in the area immediately adjacent to the development, due mainly to off-site parking and traffic recirculation. Capacity and operations analysis have identified several impacts on streets and intersections in the immediate development area. Figure 15, on page 65, is a graphic summary of the recommended improvements as part of the master plan development. The following narratives describe these improvements: Arts @ City Center page 63 1. Reconstruct the intersection of Tracy Avenue and Mendenhall street to include curb-bulbs to minimize pedestrian crossing distance and install a new traffic signal to provide acceptable intersection levels of service. �A, 1AO 1 2. Reconstruct the intersection of Black Avenue and Mendenhall street to include curb-bulbs to minimize pedestrian crossing distance and install a new traffic signal to provide acceptable intersection levels of service. 3. Provide a rightiurn lane for the Mendenhall entrance to the new n � parking garage. This can be accomplished by marking the pavement with: an 8' parking lane on the north side of Mendenhall, 2-11' thru-lanes, and q� 9` an 11'+ right-turn lane on the south side of Mendenhall. This section would fit within the existing street width using these lane dimensions. An alternative would be widening the street by 3' to allow 12' lanes. 4. Development of the hotel site should include an off-street, drop-off lane near the hotel lobby to prevent vehicles from parking in the thrudane. 5. The 27 space surface parking lot was proposed to have two entrances. Since the northern most entrance would be too close to the G n,9�s,ac�� �,1 intersection of Tracy)-and Black. We recommend that a single 30' �" approach be constructed at the location of the proposed southern access. This would possibly allow an additional 3 parking spaces and improve access-intersection safety. I? 2 6. The east-west stop signs at the Tracy and Lamme intersection should be reversed to stop north-south traffic, because of the higher volumes that would occur on Tracy. It could also improve sight distance characteristics of the intersection. Arts @ City Center page 64 New Pavement Markings (Typ) dOl,. Lamme St. Relocate Stop Signs ns AMML �— — — — — N-S Stop MARVIN & ASSOCIATES Load O New Stop Sign �f Convention Parking Lot Entry CenterSeparate From Intersection Newqq Stop �� Sign � , � a _ F,. Hotel Droly-off Turn-out Configuration Hotel Office Building New Signal New Signal Mendenhall St. Parking (Typ) Cur Bulb-outs (Typ) 4 Combination Picker Drop-off 11' Right-turn P P-o Entry Lane Parking This Side �I Special Parking Zones �_ Parking Garage ARTS CENTER Parking This Side D - Remove Parking West Side Re-mark Streer For Left-turn Lanes � b NAItV STREET Lill Figure 15. Recommended Master Plan Traffic Control Arts @ City Center page 65 �\ 7. Stop signs should be installed on Lamme at its intersection with Tracy. This will help ensure that this intersection maintains it excellent safety record, when additional site traffic is applied. C 8. Special parking zones should be created on the south side of Mendenhall adjacent to the new performing arts center. At least 4 of the spaces should be reserved as drop-off and pick-up spaces with 10 minute limits. As operations of the center commence and the true needs are experienced, it may be necessary to use the entire block for special parking. 9. Pavement markings and parking signs should be applied to the recommended street configurations shown in Figure 15. 10. The City will need to investigate the possibility of removing existing parking from the west side of Willson, between Main and Mendenhall. The auxiliary turn lanes will allow for substantial capacity and vehicular storage improvements at both of the Willson Avenue intersections. This new lane configuration will require minor signal improvements at Willson and Mendenhall. It is anticipated that MDT would include the signal modifications required at the Willson and Main intersection, when their improvement project is constructed. 11. Existing street lighting should be reviewed and a determination made whether additional lighting would be required for pedestrian traffic during evening events. Timing of the above noted improvements are dependent upon the construction schedule for development. Group 1 development construction, which includes the new parking garage, would account for approximately 50% of master plan site traffic added to Mendenhall, Tracy, and Black. Figure 16 indicates the peak Arts @ City Center page 66 0 � 0IV i . I 0 co 0 I _ N M O ca Ln .p Im a _ om Zus CL. ^ a O V _ in a ~ a IL •_ J9 o go o in IL I-. 0 0 co O `o �in L6 I i W ' O N Arts @ City Center page 67 p.m. turning movement volumes at the intersections of Black and Tracy with Mendenhall associated with construction of the parking structure and retail space. Capacity calculations (Appendix B) for Group 1 traffic impacts indicate that the Black Avenue approach would operate at LOS "F", while Tracy Avenue approach would be at LOS "E". Additional signal warrant investigations (Appendix C) were completed for these intersections using Group 1 traffic loadings and it was determined that signals would be warranted. Since traffic signals are already marginally warranted at these two intersections, and safe and efficient operations of the garage accesses are somewhat dependent upon traffic signal control, it is recommended that signal improvements be constructed in conjunction with the parking structure and associated retail space. Group 2 construction components would cause the need to provide all of the recommended improvements north of Mendenhall. Construction of the Performing Arts Center would require changes in pavement markings and minor signal modifications on Willson and Mendenhall. The office building and garage expansion in Group 4 development would only require access from the new surface parking lot to Black Street, but may require an updated traffic study to determine more specific impacts once the exact nature of the office building is known. Special event evening traffic is keyed to the Performing Arts Center and convention center activities. Even though the study analysis has taken a conservative approach by assuming concurrent full-house events, it is concluded that the recommended improvements would be sufficient to handle the departure J end of the evening special events. This conclusion is dependent upon all of the ;, r rj CBD signal system being in a full operating mode in -the evenings. With full signal control there should be little if any need for additional personnel to direct traffic. Adequate street lighting on area streets will be important to avoid pedestrian conflicts during hours of darkness. Arts @ City Center page 68 APPENDIX A TRAFFIC VOLUMES Arts @ City Center page 69 �L LL l H i M n Q - O - R O N Y N E 4) N m 3 � 0 3 c � � 3 0 0 o o 0 0 0 0 0 0 0 0 0 00 0 0 0 o rn corn rn r_•y,I : f 76 r - LL im o s Y _ I � i.,r•, z ' o I` ,r af�`�' •' I I I o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Cl 0 0 0 0 0 0 �t N o 00 (D N o � a a� O 0� Sank o O Jai O o � CIS Rt ,e da LA C � SOd o M O N f6 cc N *+ era - j a5 o 4 O Ll o � A� o 1 C (V 7� - 9a a N y l zA� 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 co N T O O a0 ti O W) 't co N T l4Wjo% Black Ave. - North of Lamme St. Northbound Hour 10/28/03 10/29/03 10/30/03 Avg. %of Begin TUE WED THU Weekday Weekday 1 3 2 3 0.6% 2 2 2 2 0.4% 3 0 1 1 0.1% 4 0 2 1 0.2% 5 1 0 1 0.1% 6 2 1 2 0.3% 7 4 4 4 0.9% 8 10 1 6 1.2% 9 27 27 6.1% 10 33 33 7.4% 11 30 30 6.7% 12 50 31 41 9.1% 13 33 26 30 6.6% 14 35 42 39 8.7% 15 46 41 44 9.8% 16 35 39 37 8.3% 17 41 49 45 10.1% 18 40 39 40 8.9% 19 21 27 24 5.4% 20 13 14 14 3.0% 21 15 10 13 2.8% 22 7 6 7 1.5% 23 5 4 5, 1.0% 24 3 3 3 0.7% Total 344 443 13 445 100% Black Ave. North of Lamme St. Northbound 11% 8% O N 4% 2% 0% 1 2 3 4 5 6 7 8 9 10 1112 13 14 15 16 17 18 19 20 2122 23 24 Hours of the Day Black Ave. - North of Lamme St. Southbound Hour 10/28/03 10/29/03 10/30/03 Avg. %of Begin TUE WED THU Weekday Weekday 1 1 3 2 0.4% 2 3 1 2 0.4% 3 2 0 1 0.2% 4 0 0 0 0.0% 5 1 0 1 0.1% 6 3 2 3 0.5% 7 13 17 15 2.8% 8 43 12 28 5.1% 9 41 41 7.6% 10 43 43 8.0% 11 34 34 6.3% 12 50 39 45 8.3% 13 63 48 56 10.3% 14 52 46 49 9.1% 15 28 41 35 6.4% 16 35 46 41 7.5% 17 45 37 41 7.6% 18 35 32 34 6.2% 19 30 21 26 4.7% 20 9 14 12 2.1% 21 15 15 15 2.8% 22 8 14 11 2.0% 23 4 7 6 1.0% 24 2 3 3 0.5% Total 376 547 35 538 100% Black Ave. North of Lamme St. Southbound 11% _. _.............. i 6% O N 4% U L D_ 2% __ _ .. .. 0% 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 2122 23 24 Hours of the Day Black Ave. - North of Lamme St. Combined Directions Hour 10/28/03 10/29/03 10/30/03 Avg. %of Begin TUE WED THU Weekday Weekday 1 4 5 5 0.5% 2 5 3 4 0.4% 3 2 1 2 0.2% 4 0 2 1 0.1% 5 2 0 1 0.1% 6 5 3 4 0.4% 7 17 21 19 1.9% 8 53 13 33 3.4% 9 68 68 6.9% 10 76 76 7.7% 11 64 64 6.5% 12 100 70 85 8.6% 13 96 74 85 8.6% 14 87 88 88 8.9% 15 74 82 78 7.9% 16 70 85 78 7.9% 17 86 86 86 8.7% 18 75 71 73 7.4% 19 51 48 50 5.0% 20 22 28 25 2.5% 21 30 25 28 2.8% 22 15 20 18 1.8% 23 9 11 10 1.0% 24 5 6 6 0.6% Total 720 990 48 983 100% Black Ave. North of Lamme St. Combined Directions 10% - _ 8% CO 0 H 6% 4- 0 C 4% W L I N 2% a O% IM 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 2122 23 24 Hours of the Day Black Ave. - North of Main St. Northbound Hour 10/28/03 10/29/03 10/30/03 Avg. %of Begin TUE WED THU Weekday Weekday 1 4 7 6 0.4% 2 1 2 2 0.1% 3 0 2 1 0.1% 4 3 1 2 0.1% 5 5 10 8 0.5% 6 10 20 15 1.0% 7 59 54 57 3.9% 8 76 78 77 5.3% 9 111 80 96 6.5% 10 140 67 104 7.1% 11 115 115 7.9% 12 134 149 142 9.7% 13 153 140 147 10.0% 14 150 159 155 10.6% 15 125 115 120 8.2% 16 121 131 126 8.6% 17 109 112 111 7.6% 18 54 53 54 3.7% 19 42 38 40 2.7% 20 34 24 29 2.0% 21 27 24 26 1.7% 22 8 28 18 1.2% 23 13 5 9 0.6% 24 6 8 7 0.5% Total 976 1510 321 1461 100% Black Ave. North of Main St. Northbound 11% ---- 8% _ ... O v~— 6% O 4% U a 2% 0% 1 2 3 4 5 6 7 8 9 10 11 1213141516171819 20 2122 23 24 Hours of the Day Black Ave. - North of Main St. Southbound Hour 10/28/03 10129/03 10/30/03 Avg. %of Begin TUE WED THU Weekday Weekday 1 3 1 2 0.3% 2 0 2 1 0.1% 3 1 1 1 0.1% 4 3 2 3 0.3% 5 8 2 5 0.7% 6 13 17 15 2.1% 7 44 38 41 5.7% 8 44 48 46 6.4% 9 44 32 38 5.2% 10 57 45 51 7.0% 11 51 51 7.0% 12 77 80 79 10.8% 13 45 68 57 7.8% 14 39 65 52 7.2% 15 70 77 74 10.2% 16 58 56 57 7.9% 17 58 64 61 8.4% 18 26 37 32 4.4% 19 15 14 15 2.0% 20 19 15 17 2.3% 21 7 14 11 1.5% 22 9 10 10 1.3% 23 5 4 5 0.6% 24 2 7 5 0.6% Total 430 779 188 724 100% Black Ave. North of Main St. Southbound 11% i O 4--- 6%- O 4%. -- U L fl 2%. .. ._.__ - 0 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 2122 23 24 Hours of the Day Black Ave. - North of Main St. Combined Directions Hour 10/28/03 10/29/03 10/30103 Avg. % of Begin TUE WED THU Weekday Weekday 1 7 8 8 0.3% 2 1 4 3 0.1% 3 1 3 2 0.1% 4 6 3 5 0.2% 5 13 12 13 0.6% 6 23 37 30 1.4% 7 103 92 98 4.5% 8 120 126 123 5.6% 9 155 112 134 6.1% 10 197 112 155 7.1% 11 166 166 7.6% 12 211 229 220 10.1% 13 198 208 203 9.3% 14 189 224 207 9.5% 15 195 192 194 8.9% 16 179 187 183 8.4% 17 167 176 172 7.8% 18 80 90 85 3.9% 19 57 52 55 2.5% 20 53 39 46 2.1% 21 34 38 36 1.6% 22 17 38 28 1.3% 23 18 9 14 0.6% 24 8 15 12 0.5% Total 1406 2289 509 2185 100% Black Ave. North of Main St. Combined Directions 11% - N 8% w O v4— 6% O C 4%- D L D_ 2%. .. ..... 0 0% 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 2122 23 24 Hours of the Day Lamme St. East of Black Ave. Westbound Hour 10/22/03 10/23/03 10/24/03 10/25/03 10/26/03 10/27/03 10/28/03 Avg. %of Begin WED THU FRI SAT SUN MON TUE Weekday Weekday 1 1 2 10 5 0 2 1 0.2% 2 2 2 4 1 3 1 2 0.3% 3 1 2 2 3 0 2 1 0.2% 4 0 0 1 1 0 1 0 0.0% 5 2 2 0 0 4 4 3 0.5% 6 4 3 3 1 2 1 3 0.4% 7 23 13 5 6 22 24 21 3.5% 8 22 23 8 6 30 26 25 4.3% 9 15 28 6 12 24 31 25 4.2% 10 37 31 37 22 39 81 13.8% 11 40 45 38 23 37 97 16.6% 12 36 42 46 35 20 29 38 6.5% 13 37 36 49 28 27 38 40 6.8% 14 42 31 37 26 28 36 37 6.2% 15 44 40 48 20 23 48 45 7.7% 16 40 48 35 32 25 29 38 6.5% 17 37 41 34 26 23 36 37 6.3% 18 28 28 20 14 6 30 27 4.5% 19 40 20 16 15 14 18 24 4.0% 20 8 12 19 8 15 15 14 2.3% 21 12 8 15 9 6 6 10 1.7% 22 4 9 11 11 5 9 8 1.4% 23 3 9 13 11 8 6 8 1.3% 24 1 2 3 7 2 2 3 0.5% Total 332 473 497 356 282 463 92 586 100% Lamme St. East of Black Westbound 18% - -- i -FU14% 4-0 012% __._.. aF-10% O 8% C Q) o i 4%.. ..... -_ - -- - - - - - 0% 1 2 3 4 5 6 7 8 9 10 1112 13 14 15 16 17 18 19 20 2122 23 24 Hours of the Day Lamme St. East of Black Ave. Eastbound Hour 10/22/03 10/23/03 10/24/03 10/25/03 10/26/03 10/27/03 10/28/03 Avg. %of Begin WED THU FRI SAT SUN MON TUE Weekday Weekday 1 0 11 13 7 1 5 4 0.3% 2 5 3 6 5 1 1 3 0.2% 3 2 0 1 1 0 1 1 0.0% 4 1 0 2 2 1 0 1 0.0% 5 3 6 3 1 5 4 5 0.3% 6 10 13 8 4 21 13 14 0.9% 7 54 56 9 10 62 60 58 3.8% 8 90 71 29 27 80 86 82 5.4% 9 63 87 61 29 80 71 75 5.0% 10 82 93 83 46 94 206 13.6% 11 106 102 103 37 75 233 15.3% 12 99 107 108 90 35 103 104 6.9% 13 112 84 129 88 53 143 117 7.7% 14 90 93 104 64 54 107 99 6.5% 15 102 141 102 77 43 114 115 7.5% 16 138 111 124 55 30 112 121 8.0% 17 108 96 68 46 45 97 92 6.1% 18 65 69 63 43 24 49 62 4.0% 19 44 35 37 31 24 38 39 2.5% 20 25 32 39 21 21 28 31 2.0% 21 20 19 35 31 10 25 25 1.6% 22 10 17 20 21 11 16 16 1.0% 23 11 8 23 17 7 6 12 0.8% 24 4 9 11 8 3 5 8 0.5% Total 828 1237 1305 910 529 1263 241 1520 100% Lamme St. East of Black Eastbound 18%- - - 16% ---------------------------- ------------- -------- _ --- - - �14% - 012%------------------------------ -- F- 4-10%- ----------------------- 8% - — -- - -------------- C U 6%- -------------------------------------- — - -m - i 4% 0" 2%- - ------------------- 0% 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 2122 23 24 Hours of the Day Lamme St. East of Black Ave. Combined Directions Hour 10/22/03 10/23/03 10/24/03 10/25/03 10/26103 10/27/03 10/28/03 Avg. % of Begin WED THU FRI SAT SUN MON TUE Weekday Weekday 1 1 13 23 12 1 7 6 0.3% 2 7 5 10 6 4 2 5 0.2% 3 3 2 3 4 0 3 2 0.1% 4 1 0 3 3 1 1 1 0.0% 5 5 8 3 1 9 8 8 0.4% 6 14 16 11 5 23 14 17 0.8% 7 77 69 14 16 84 84 79 3.7% 8 112 94 37 33 110 112 107 5.1% 9 78 115 67 41 104 102 100 4.7% 10 119 124 120 68 133 287 13.6% 11 146 147 141 60 112 330 15.7% 12 135 149 154 125 55 132 143 6.8% 13 149 120 178 116 80 181 157 7.5% 14 132 124 141 90 82 143 135 6.4% 15 146 181 150 97 66 162 160 7.6% 16 178 159 159 87 55 141 159 7.6% 17 145 137 102 72 68 133 129 6.1% 18 93 97 83 57 30 79 88 4.2% 19 84 55 53 46 38 56 62 2.9% 20 33 44 58 29 36 43 45 2.1% 21 32 27 50 40 16 31 35 1.7% 22 14 26 31 32 16 25 24 1.1% 23 14 17 36 28 15 12 20 0.9% 24 5 11 14 15 5 7 9 0.4% Total 1160 1710 1802 1266 811 1726 333 2105 100% Lamme St. East of Black Combined Directions 18%- 16%- ------------------------------------------------ ---- ---- 14%- --------- ------ ----- --- -- - ----------------- -- p 12% --- - ----- - -- - - - ------------------ — � -10% - -------— -___--__ -- - --------- — - --- - ------ -- 0 8% -------------------------------- - ---- --- -- ------ —----- _ -_ N6% --- -- --- --------------- -- _ _ _ _—_��_ ____ i4% --------- -- - - - - - ---- - -- ---- --- N — - - - a2% ------ ---- --- --- - - 0% 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 Hours of the Day Lamme Ave -West of Willson St. Westbound Hour 10/22/03 10/23/03 10124/03 10/25103 10/26/03 10/27/03 Avg. %of Begin WED THU FRI SAT SUN MON Weekday Weekday 1 3 1 8 10 0 1 0.3% 2 2 8 8 6 1 4 0.8% 3 1 1 0 1 2 1 0.3% 4 2 0 1 2 0 1 0.2% 5 0 2 1 0 2 1 0.3% 6 2 3 3 0 6 4 0.8% 7 20 17 4 1 22 20 4.4% 8 29 28 13 4 28 28 6.4% 9 16 21 7 4 30 22 5.0% 10 36 22 16 12 27 28 6.4% 11 44 33 32 26 16 27 34 7.7% 12 40 40 52 34 19 33 41 9.3% 13 38 37 44 30 20 40 8.9% 14 31 43 35 32 25 36 8.2% 15 31 41 38 20 21 37 8.3% 16 42 52 29 28 17 41 9.2% 17 32 27 36 23 23 32 7.1% 18 17 26 19 13 15 21 4.7% 19 19 9 18 14 3 15 3.5% 20 11 11 5 6 7 9 2.0% 21 11 4 10 9 12 8 1.9% 22 4 3 16 13 5 8 1.7% 23 4 3 14 3 8 7 1.6% 24 0 7 7 5 4 5 1.1% Total 324 447 458 317 235 178 444 100% Lamme St. West of Willson Westbound 10,1110 -- 0 - 6°i° __........._ ..__........ _ _ ._ ----- 0 N U L ^N 2% ....._ _.__---------- - _ ... ... _ ... _.._..._ _. 0% 1 2 3 4 5 6 7 8 9 10 1112 13 14 15 16 17 18 19 20 2122 23 24 Hours of the Day Lamme Ave -West of Willson St. Eastbound Hour 10/22103 10/23/03 10/24/03 10/25/03 10/26/03 10/27/03 Avg. %of Begin WED THU FRI SAT SUN MON Weekday Weekday 1 0 5 13 10 1 2 0.2% 2 1 3 4 6 1 2 0.2% 3 1 0 1 2 0 0 0.0% 4 2 0 1 1 1 1 0.1% 5 1 4 2 1 3 3 0.2% 6 14 20 6 2 12 15 1.4% 7 36 42 6 4 37 38 3.6% 8 85 70 25 7 68 74 6.9% 9 68 61 42 21 61 63 5.9% 10 66 62 62 19 79 69 6.4% 11 114 86 97 54 36 71 92 8.5% 12 91 86 106 71 33 77 90 8.3% 13 108 88 127 62 43 108 10.0% 14 85 80 114 69 48 93 8.6% 15 80 95 106 57 27 94 8.7% 16 79 93 86 48 49 86 8.0% 17 97 84 61 41 35 81 7.5% 18 40 47 51 34 32 46 4.3% 19 29 28 48 32 25 35 3.2% 20 17 23 33 18 18 24 2.3% 21 22 16 37 37 17 25 2.3% 22 11 13 21 18 13 15 1.4% 23 10 10 16 24 9 12 1.1% 24 8 8 15 8 9 10 1.0% Total 791 1031 1185 735 467 411 1079 100% Lamme St. West of Willson Eastbound 10% I N ' +r ' O 1— 6% O ' 4% - U � L a) 2%. I 0% 1 2 3 4 5 6 7 8 9 101112131415161718192021222324 Hours of the Day Lamme Ave -West of Willson St. Combined Directions Hour 10/22/03 10/23/03 10/24/03 10/25/03 10/26/03 10/27/03 Avg. %of Begin WED THU FRI SAT SUN MON Weekday Weekday 1 3 6 21 20 1 3 0.2% 2 3 11 12 12 2 5 0.4% 3 2 1 1 3 2 2 0.1% 4 4 0 2 3 1 2 0.1% 5 1 6 3 1 5 4 0.3% 6 16 23 9 2 18 19 1.2% 7 56 59 10 5 59 58 3.8% 8 114 98 38 11 96 103 6.7% 9 84 82 49 25 91 86 5.6% 10 102 84 78 31 106 97 6.4% 11 158 119 129 80 52 98 126 8.3% 12 131 126 158 105 52 110 131 8.6% 13 146 125 171 92 63 147 9.7% 14 116 123 149 101 73 129 8.5% 15 111 136 144 77 48 130 8.6% 16 121 145 115 76 66 127 8.3% 17 129 111 97 64 58 112 7.4% 18 57 73 70 47 47 67 4.4% 19 48 37 66 46 28 50 3.3% 20 28 34 38 24 25 33 2.2% 21 33 20 47 46 29 33 2.2% 22 15 16 37 31 18 23 1.5% 23 14 13 30 27 17 19 1.2% 24 8 15 22 13 13 15 1.0% Total 1115 1478 1643 1052 702 589 1523 100% Lamme St. West of Willson Combined Directions 10% — 8% cv H 6% - — O 4% N L Q) 2%......... --- ._ _..___........ ... .. ... _. ... .. ... LL 0% 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 Hours of the Day Mendenhall St. - East of Black Ave. Westbound Hour 10/28/03 10/29/03 10/30103 Avg. %of 1 Begin TUE WED THU Weekday Weekday 1 26 40 33 0.6% 2 12 25 19 0.3% 3 2 7 5 0.1% 4 4 5 5 0.1% 5 24 17 21 0.4% 6 87 70 79 1.3% 7 367 266 317 5.4% 8 449 297 373 6.4% 9 359 323 341 5.8% 10 376 376 6.4% 11 515 515 8.8% 12 524 489 507 8.7% 13 468 542 505 8.6% 14 430 405 418 7.1% 15 478 492 485 8.3% 16 499 488 494 8.4% 17 505 503 504 8.6% 18 309 283 296 5.1% 19 158 210 184 3.1% 20 152 134 143 2.4% 21 97 79 88 1.5% 22 72 60 66 1.1% 23 30 56 43 0.7% 24 28 48 38 0.6% Total 3750 6010 1050 5851 100% Mendenhall St. East of Black Ave. Westbound 11% -— i 8% O 4--- 6% _._ ...._ O a) 4% U CL 2% - 0% E 1 2 3 4 5 6 7 8 9 10 11 1213141516171819 20 2122 23 24 Hours of the Day Mendenhall St. -West of Willson Ave. Westbound Hour 10/22/03 10/23/03 10/24/03 10/25/03 10/26/03 10/27/03 10/28/03 10/29/03 10/30/03 Avg. % of Begin WED THU FRI SAT SUN MON TUE WED THU Weekday Weekday 1 30 61 115 64 13 19 23 45 32 0.5% 2 26 25 56 47 6 8 15 21 17 0.3% 3 9 7 14 6 2 3 2 6 5 0.1% 4 3 5 4 8 4 10 4 7 6 0.1% 5 13 20 8 9 17 17 22 15 17 0.3% 6 68 72 27 25 75 86 76 64 74 1.1% 7 280 254 76 38 288 280 294 250 274 4.3% 8 335 376 134 108 370 375 384 374 369 5.8% 9 318 381 238 196 319 348 343 323 339 5.3% 10 381 436 354 240 445 408 411 416 6.5% 11 667 497 495 478 282 522 526 511 536 8.4% 12 519 516 597 497 322 525 603 555 553 8.6% 13 502 549 610 441 277 605 527 566 560 8.8% 14 439 471 624 381 289 494 459 533 503 7.9% 15 523 532 595 346 241 556 517 562 548 8.6% 16 486 569 595 433 251 543 552 581 554 8.7% 17 570 509 548 344 204 532 527 579 544 8.5% 18 372 343 413 284 161 286 317 335 344 5.4% 19 205 219 281 247 108 195 198 230 221 3.5% 20 174 164 192 157 91 125 183 174 169 2.6% 21 122 138 175 163 75 107 123 83 125 1.9% 22 83 88 128 108 45 55 71 71 83 1.3% 23 59 74 119 95 30 31 41 46 62 1.0% 24 39 55 101 81 18 26 28 43 49 0.8% Total 4760 6187 7110 5081 3135 6141 6226 6443 1105 6398 100% Mendenhall West of Willson Westbound 10% 8% ►, O F-- 6% ' O4-0 I �, I= 4% " 2- 4) � r � r 2% 4 G, 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 2122 23 24 Hours of the Day i Tracy Ave - North of Lamme St. Combined Directions Hour 10/22/03 10/23/03 10/24/03 10/25/03 10/26/03 10/27/03 10/28/03 Avg. %of Begin WED THU FRI SAT SUN MON TUE Weekday Weekday 1 1 6 8 4 0 7 4 0.2% 2 3 4 10 5 2 3 3 0.2% 3 0 0 0 6 0 4 1 0.1% 4 3 4 2 6 4 4 4 0.2% 5 19 13 3 11 16 17 16 0.8% 6 48 53 14 8 43 43 47 2.4% 7 112 121 27 27 120 137 123 6.3% 8 148 129 48 44 136 130 136 7.0% 9 122 144 93 60 120 136 131 6.7% 10 112 92 101 70 121 108 5.6% 11 157 147 166 111 81 151 155 8.0% 12 181 187 147 129 74 151 167 8.5% 13 161 181 216 82 75 165 181 9.3% 14 120 141 141 64 65 157 140 7.2% 15 140 143 182 75 74 155 155 7.9% 16 167 161 152 92 77 181 165 8.5% 17 145 160 140 74 58 132 144 7.4% 18 115 100 114 68 41 78 - 102 5.2% 19 64 59 56 56 37 41 55 2.8% 20 56 25 42 46 19 43 42 2.1% 21 33 38 46 24 20 19 34 1.7% 22 18 21 18 14 4 19 19 1.0% 23 5 18 23 22 17 11 14 0.7% 24 3 5 12 14 2 8 7 0.4% Total 1365 1954 2021 1177 885 1873 481 1951 100% Tracy Ave. North of Lamme St. Combined Directions 8% -- --------_--A_ N 1-- 6% ---------------------- -- ___—______-- O ..., 4% N L ^N 2`YD --- --- - LL 0% 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 Hours of the Day Tracy Ave. - North of Main St. Northbound Hour 10/28/03 10/29/03 10/30/03 Avg. %of Begin TUE WED THU Weekday Weekday 1 0 0 0 0.0% 2 0 1 1 0.1% 3 0 0 0 0.0% 4 0 0 0 0.0% 5 0 0 0 0.0% 6 2 7 5 1.0% 7 16 25 21 4.5% 8 29 22 26 5.6% 9 42 42 9.3% 10 39 39 8.6% 11 47 47 10.4% 12 50 44 47 10.4% 13 63 57 60 13.3% 14 25 18 22 4.8% 15 30 53 42 9.2% 16 45 44 45 9.8% 17 27 21 24 5.3% 18 22 12 17 3.8% 19 7 6 7 1.4% 20 10 7 9 1.9% 21 2 1 2 0.3% 22 0 1 1 0.1% 23 0 1 1 0.1% 24 0 0 0 0.0% Total 281 440 55 452 100% Tracy Ave. North of Main St. Northbound 14%- - - 12% ---------------- ------ �10% -- - - -- - � 8%- ----- ---- - ---- - — —- ---- - - C6%- --- -------•------------------ ---------------- -- - U4%- ----------------------- - ----------- N CL2%- ---------------- ---------- ---- 0% 1 2 3 4 5 6 7 8 9101112131415161718192021222324 Hours of the Day Tracy Ave. - North of Main St. Southbound Hour 10/28/03 10/29/03 10/30/03 Avg. % of Begin TUE WED THU Weekday Weekday 1 2 4 3 0.2% 2 3 6 5 0.3% 3 1 1 1 0.1% 4 6 6 6 0.3% 5 9 17 13 0.8% 6 44 29 37 2.1% 7 108 82 95 5.5% 8 127 94 111 6.4% 9 120 120 6.9% 10 109 109 6.3% 11 144 144 8.3% 12 113 164 139 8.0% 13 135 163 149 8.6% 14 35 183 109 6.3% 15 75 166 121 7.0% 16 160 167 164 9.4% 17 114 142 128 7.4% 18 75 84 80 4.6% 19 69 57 63 3.6% 20 65 73 69 4.0% 21 30 34 32 1.8% 22 19 14 17 1.0% 23 18 7 13 0.7% 24 11 8 10 0.5% Total 919 1935 239 1733 100% Tracy Ave. North of Main St. Southbound 11% 8% -- - -,_ ------ - - - - ---------- ------------------------------- O O L ti20/4- ------------- - - - - - - - ----------------.. 0% 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 2122 23 24 Hours of the Day Tracy Ave. - North of Main St. Combined Directions Hour 10/28/03 10/29/03 10/ OM Avg. % of Begin TUE WED THU Weekday Weekday 1 2 4 3 0.1% 2 3 7 5 0.2% 3 1 1 1 0.0% 4 6 6 6 0.3% 5 9 17 13 0.6% 6 46 36 41 1.9% 7 124 107 116 5.3% 8 156 116 136 6.2% 9 162 162 7.4% 10 148 148 6.8% 11 191 191 8.7% 12 163 208 186 8.5% 13 198 220 209 9.6% 14 60 201 131 6.0% 15 105 219 162 7.4% 16 205 211 208 9.5% 17 141 163 152 7.0% 18 97 96 97 4.4% 19 76 63 70 3.2% 20 75 80 78 3.5% 21 32 35 34 1.5% 22 19 15 17 0.8% 23 18 8 13 0.6% 24 11 8 10 0.4% Total 1200 2375 294 2185 100% Tracy Ave. North of Main St. Combined Directions 11% O I-- 4-- 6% - ----- - - - O 4-=L 4% ------- a 2°/a------•---•---- -------- - ------ 0% - - - l 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 2122 23 24 Hours of the Day Willson Ave - North of Lamme St. Northbound Hour 10/22/03 10/23/03 10/24/03 10/25103 10/26/03 10/27/03 Avg. %of Begin WED THU FRI SAT SUN MON Weekday Weekday 1 9 17 25 12 6 11 0.5% 2 3 6 7 11 6 5 0.2% 3 4 1 4 4 3 3 0.1% 4 1 2 1 2 1 1 0.1% 5 5 8 4 4 7 7 0.3% 6 30 32 9 18 29 30 1.5% 7 94 86 25 11 97 92 4.5% 8 144 131 40 30 120 132 6.5% 9 125 87 71 61 123 112 5.5% 10 123 119 90 68 103 115 5.6% 11 158 127 146 137 101 153 146 7.2% 12 143 167 179 113 87 115 151 7.4% 13 164 177 184 103 62 175 8.6% 14 146 142 190 77 63 159 7.8% 15 160 180 177 89 92 172 8.5% 16 170 179 174 114 74 174 8.6% 17 193 215 171 111 61 193 9.5% 18 119 126 110 58 35 118 5.8% 19 76 69 68 61 38 71 3.5% 20 50 47 50 32 35 49 2.4% 21 51 48 58 45 27 52 2.6% 22 25 39 26 44 21 30 1.5% 23 12 14 37 32 7 21 1.0% 24 12 18 26 19 16 19 0.9% Total 1479 2086 2085 1311 940 763 2039 100% Willson Ave North of Lamme St. Northbound 10% - --------------------------------- --- - - -------- --- -- ffi i- 6%v ---------� _� -- --- - ----- - —_-- O C4% - - - - - - - - -------------- N U N2% ---- -...- -- - - - - - --__- a 1 2 3 4 5 6 7 8 9 101112131415161718192021222324 Hours of the Day Willson Ave - North of Lamme St. Southbound Hour 10/22/03 10/23/03 10/24/03 10/26/03 10/26103 10/27/03 Avg. %of Begin WED THU FRI SAT SUN MON Weekday Weekday 1 6 7 5 4 4 6 0.3% 2 3 6 6 3 2 4 0.2% 3 2 1 0 0 1 1 0.1% 4 1 0 0 0 2 1 0.1% 5 7 10 0 1 5 7 0.4% 6 25 21 5 9 23 23 1.4% 7 100 86 17 11 106 97 5.9% 8 136 117 38 33 102 118 7.2% 9 102 101 53 55 103 102 6.2% 10 99 111 70 55 89 100 6.1% 11 129 136 128 92 47 123 129 7.9% 12 122 129 133 115 53 194 145 8.8% 13 118 139 124 80 47 127 7.7% 14 107 127 159 72 59 131 8.0% 15 132 129 127 81 58 129 7.9% 16 118 133 129 79 53 127 7.7% 17 120 128 127 80 55 125 7.6% 18 76 98 95 55 46 90 5.5% 19 62 61 53 54 45 59 3.6% 20 46 38 37 33 26 40 2.5% 21 25 36 35 29 16 32 1.9% 22 20 24 34 29 16 26 1.6% 23 7 11 26 13 8 15 0.9% 24 6 7 16 11 5 10 0.6% Total 1088 1677 1683 1017 705 754 1643 100% Willson Ave. North of Lamme St. Southbound 8% ---------- - ------------------- -- -- H ---- 6°k- ----- - - ---- - ---------------- -- - 0 � 4% L ^ _RG---- L.L 0% 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 2122 23 24 Hours of the Day Willson Ave - North of Lamme St. Combined Directions Hour 10/22/03 10/23/03 10124/03 10/25/03 10/26/03 10/27/03 Avg. %of Begin WED THU FRI SAT SUN MON Weekday Weekday 1 15 24 30 16 10 16 0.4% 2 6 12 13 14 8 9 0.2% 3 6 2 4 4 4 4 0.1% 4 2 2 1 2 3 2 0.1% 5 12 18 4 5 12 14 0.4% 6 55 53 14 27 52 53 1.4% 7 194 172 42 22 203 190 5.2% 8 280 248 78 63 222 250 6.8% 9 227 188 124 116 226 214 5.8% 10 222 230 160 123 192 215 5.8% 11 287 263 274 229 148 276 275 7.5% 12 265 296 312 228 140 309 296 8.0% 13 282 316 308 183 109 302 8.2% 14 253 269 349 149 122 290 7.9% 15 292 309 304 170 150 302 8.2% 16 288 312 303 193 127 301 8.2% 17 313 343 298 191 116 318 8.6% 18 195 224 205 113 81 208 5.6% 19 138 130 121 115 83 130 3.5% 20 96 85 87 65 61 89 2.4% 21 76 84 93 74 43 84 2.3% 22 45 63 60 73 37 56 1.5% 23 19 25 63 45 15 36 1.0% 24 18 25 42 30 21 28 0.8% Total 2567 3763 3768 2328 1645 1617 3682 100% Willson Ave. North of Lamme St. Combined Directions 10% _ 8% N F— 6% 4- 0 +' 4% N L N2% _---- ------ - - -- a 1 2 3 4 5 6 7 8 9 101112131.4 15 16 17 18 19 20 2122 23 24 Hours of the Day Willson Ave - North of Main St. Northbound Hour 10/28/03 10129/03 10/30/03 Avg. %of Begin TUE WED THU Weekday Weekday 1 9 7 8 0.3% 2 4 4 4 0.1% 3 3 3 3 0.1% 4 4 6 5 0.2% 5 14 15 15 0.5% 6 36 36 36 1.3% 7 145 114 130 4.8% 8 166 164 165 6.1% 9 155 145 150 5.6% 10 157 117 137 5.1% 11 209 209 7.8% 12 239 239 8.9% 13 212 230 221 8.2% 14 201 213 207 7.7% 15 240 235 238 8.8% 16 229 256 243 9.0% 17 197 215 206 7.7% 18 141 148 145 5.4% 19 102 102 102 3.8% 20 93 91 92 3.4% 21 53 61 57 2.1% 22 27 38 33 1.2% 23 34 24 29 1.1% 24 18 13 16 0.6% Total 1547 2767 611 2687 100% Willson Ave North of Main St. Northbound 10% _ 8% ---_—_ -- - ---- - ------------- co l— 6% ------------------- ---•-— - ------------------------- 4- O 4%- ------ -- ---- - -- - - a 0% 1 2 3 4 5 6 7 8 9 10 1112 13 14 15 16 17 18 19 20 2122 23 24 Hours of the Day Willson Ave - North of Main St. Southbound Hour 10/28/03 10/29/03 10/30/03 Avg. %of Begin TUE WED THU Weekday Weekday 1 17 12 15 0.5% 2 8 7 8 0.3% 3 4 5 5 0.2% 4 3 4 4 0.1% 5 11 9 10 0.3% 6 35 32 34 1.1% 7 185 102 144 4.8% 8 248 159 204 6.8% 9 179 181 180 6.0% 10 205 160 183 6.1% 11 234 234 7.8% 12 260 260 8.7% 13 218 218 218 7.3% 14 233 204 219 7.3% 15 228 267 248 8.3% 16 266 256 261 8.7% 17 264 247 256 8.5% 18 167 169 168 5.6% 19 93 122 108 3.6% 20 103 76 90 3.0% 21 58 59 59 2.0% 22 42 47 45 1.5% 23 24 31 28 0.9% 24 24 20 22 0.7% Total 1720 3105 671 2995 100% Willson Ave. North of Main St. Southbound 10% _ 8% - - ---- --------------- ---------- - - --------------- O l— 6% ------- - ----- - --- -- -- O 4% N N2% ----------------------- - - - 0.. 0% 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 2122 23 24 Hours of the Day Willson Ave - North of Main St. Combined Directions Hour 10/28/03 10/29/03 10/30103 Avg. % of Begin TUE WED THU Weekday Weekday 1 26 19 23 0.4% 2 12 11 12 0.2% 3 7 8 8 0.1% 4 7 10 9 0.1% 5 25 24 25 0.4% 6 71 68 70 1.2% 7 330 216 273 4.8% 8 414 323 369 6.5% 9 334 326 330 5.8% 10 362 277 320 5.6% 11 443 443 7.8% 12 499 499 8.8% 13 430 448 439 7.7% 14 434 417 426 7.5% 15 468 502 485 8.5% 16 495 512 504 8.9% 17 461 462 462 8.1% 18 308 317 313 5.5% 19 195 224 210 3.7% 20 196 167 182 3.2% 21 111 120 116 2.0% 22 69 85 77 1.4% 23 58 55 57 1.0% 24 42 33 38 0.7% Total 3267 5872 1282 5682 100% f Willson Ave. North of Main St. Combined Directions 10 0 _ 8%- --------------------- - - ----------- ---------- - l- 6% ----------------- -- _-- ---- ---- - ---- 4- O QD U L ^N 2%- -.-------__-__�_��_ I..L 0% !`I 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 2122 23 24 Hours of the Day APPENDIX B CAPACITY CALCULATIONS Arts @ City Center page 70 Capacity Calculations Existing Signalized Intersections Peak PM Hour HCM Signalized Intersection Capacity Analysis HCM Signalized Intersection Capac tlysis 13:Main&W115 F1 1/6/2004 21:Main&Tracy * 11/6/2004 M... .yirhr.tyRrJ�71at41ti0t�379R=±50L'"�z6T.��8R Mii461ribiili-:�F*3"-7tE8L''"E9T''Efi{�:'YryBC'-',W_BT''.W6R':*N9L`?�7BT.'N8R'=R"50�-S9T•`.'.80R Lane COM9uraflonl .f} 4;- Lane Configuli llolu QTr •(T. 4, Inert Flow(Vp".r 1i4000. 14,06000, 1000• 1000 79Do. 1900 t900, 1900 1000 ww-1P00 Idgal Flow.(vphp0 1900 1900 1900 1900 1909 1900 1900 1000 fo00 1900 1900 1900 Total Lost lime(s) 4.0 40 4.0 4.0 40 Total Lust lime(6) 4.0 4.0 4.0 4.0 Lorne Off,Fedor O:QS o.95 "Co 1,09 1'o0 Lane Ulu.Factor 095 005 1,10 1%, F,pb,ped/bfkes 0.97 0.99 1.D0 098 Doe Frpb,pedrblkes 0.99 0,99 0.90 096 Flpb.pedibllos 1.00 100 0,95 1.00 1.00 _ Flpb,pedloikea 1.00 1.00 0.V 008 Fd 0.97 _ 0,99 1.00 0,27 0,98 Fill 0.99 1.00 0.98 0.95 Fit P141-01i 1.0) 0.90 0.96 1100 1,00 F6Plolectod 1'00 T.Do 0.99 - 0,09 Sato.Flow(poll 2600 2927 1342 14Z2 1433 Sa10.Few((.al) 2897 7048 1368 1319 Fit Permitted 0.83 066 0,44 1.00 0 97 Fn Pa-fhod. -0." 0.87 9.6,0 0:90 S51d Flow peml) 2342 7006 622 1422 _1369 Said.Flow(Per".) 2548 2582 1241 1201 Voldoo)"" h) 45 520 too. 110. 705 20 155 240 55 .5 'Toe--4 5 Glum"(vph) 35 525 50 50 700 75 50 66 30 35 45 40 Peak-hour fact.,.PHF 0-87 0,87 0.87 0 07 0.87 0.87 087 087 0.87 0.87 0 57 0.67 Ptak-how factor.PHF 0,07 0-87 0.87 0-87 0-87 0.87 0.87 0.8y 0.87 0,87 0,57 0-87 Adi,Flow(vph), 52 598 t84 126 610 34 176 276 63- 2y 346 52 Ad1-Flow(vPh) 40 003 57 $7 11 17 51 9a 34 40 52 46 RTOR Reduction(vPh) 0 43 0 0 5 0 0 14 0 0 9 0 RTOR Reduction(vph) 0 11 0 0 2 0 0 13 0 0 19 0 Lino Grodp1luw(vPh)`. cy 191 0 0 905 0 176 d25- 0 0 416 D Lane Group FlowAvph)_ 0 689 0 0 a77 0. 0 17E 0 0 119 - 0 Conti.Pods.(am,) ill 52 57 111 114 86 80 114 Calif Peds.(am) 166 62 52 166 111 74 74 111 Pafkln0 war). .0 .4 -4 0 4 4 Y Y 2 -2 Filching 01mp 0 4 4 0 4 4 2 _ ..2 Turn Type Perm Penn Parm Prom Turn Typt Perm Perm Perm Perm Ptoloploo phaios - 1 8 ,a+ ifl Fi.G%^. - - -5 proteCtoO Puesos A b _ 6.. Permitted Phases 4 8 2 0 PermOted Phases 4 6 2 (5 AOVA1 404'(W'' 27,9' .10 27:0^27A 27 0 Atluaied GlCel1.:G(>) 27.0 270 21 0 27 0 EffeeWe Orson,9(s) 26.0 26.0 26,0 26.0 26.0 EllooWe Green,9(a) 26.0 26.0 26.0 25.0 A'o1fi01e9 1111CIR01i9 r-0:4Y- . - 043 043 043 - 0:43. Actuated,9iC Ratio 0.A3 0,43 443 0..43 Clearance Tome(s) 3.0 30 3.0 J.0 3.0 Cearance Time(2) 3.0 3.0 3 0 3 0 Lane Grp Cap(vph) dots &A, 270 610;' - 602 Lane Grp Cap,(vph) 1104 1119 538 -$20 v/s Ratio Prot 0.24 v/s Ratio Pool is Raw Perm A.34- co:4o i 0 29', t '..g3.31 via Ratio Parm 0,Zif yea c0,34' coA 5 -l0,lr�((e vic Raw 0 78 1 i 1 066 0aa.5�3 +� 00 me Ralw 0,02 076 0 33 0.23 Unitty(m Guitar,01.,.- - 14 5 I T.0 13-5 .}fllARl:a: ' 13,5 Uniform Dole).d1 13.2 14,5 11 2 - t0.7-jNKfL1, Progression Factor 100 1,64 too tA0 1DO PfoOrosslon Factof 053 Ili 100 1.00 Incremental pel'ayrdb 39 $7.0 120 'Si2 .4if '. - 6.5 IetiiomohlaLDelay,d2 - 17 4.3" - 16 1:0vr91111M Delay(5) 20,5 59,8 25.6 151 20,2 Delay(s) 10 1 15.2 128 11.1 lovetoF&arvtce G F 0' C Level of So ell a a B - a w Approach Delay(s) 20.5 Wilt 10.1 20,2 Approach Delay(s) 10 1 15.2 128 11.7 e1PD(oocli 'C ... F .v6 - - C'i.::'. Appfolich LO5'. - fl g,..' - B &"-�•�1C •ari� '9d HCMiAyota9e-•06YItf91,�1e'y- i`_�, l .�'i.71CM16Yhl'DI:!'iMllklft!'�'%' ,'.'."• •-: Khil Average Control WAY! 1 :r.. _-61?pJiSQ�V19d�'"�•,e.;•:a:9,- HCM Voltama to Ca d�tz reUo 0.21 HCM Volumo to Capaalyr i allo 0.57 Ad etiSfcY�u�(! ' k'i�6b .3y�j¢}lf(JJif:kF;Ihi1i�)iC�`4 '� a�ff Actuated c7uaLamphis): a- -sAfCgCW1iMF81QA'.'.lEtes7�'iii� IMarsociloll CopwAy Ultairaliorl 10$5% ICU Level of Service O Inlerseclfon Capauly Uldizalwn 67.T% ICU Lev*)a Sah7ke C An61ys{iT+iSiip0�i11N TS�t:t �= s'73T. �:1 �3 AnngslSFnnod tmin) 1�. i�L-,6VI; .:ice'•. c Critical Lane Group c Critical Lane Group Baseline Nnrhrn a Parma Baseline e........e n�... HCM Signalized Intersection Capacity Analysis HCM Signalized Intersection Capacity Analysis 28:Main&Black 1/6/2004 35:Main&Bozeman 1/612004 M6*gu;h,f-d ac'E131NgEifrta;io' WO@0'WW-,V 8i ' WRIIIIIIIR>T�tEBF�EgRT' 8�:!'N83Z17�fl$�.$5. 88R Lane Confqufahons Ibaalflow'"{yAUh1) :19oP 160�..)90G ti9P0 ;11i0Dist947e,.,LtPARM:1.>iRi:3�0,;t:1QAR�14�0�+:.��I (r);1� 6 .l@d flax]3'.90.�iA9.0r^1$4A. iY!(51::_1@99i.;1L@�-a1k497�a`£:1.9�(• Total i40A Lost times) 4.0 4.0 4.0 4:0 4.9 4.0 19s�htuti( (�t9(S J�' ��9s� ffi-'R Toi.I L9a wits 6 4a 4.0 Frpb,pe"llues 0,96 0 99 OA8 0197 F,40. 1,00 1,00 0.29 0.99 Fva.veauikoi' 9 uo, " o.9e s+ aE :o�4iilAlNli 3" C00, = 1ocp�?Mnlmwowm Fn 0.98 0.99 0.98 0.95 0.99 0-98 0.97 Fd •� FdProlactoo 1.dC 1CO 0.9b "d99 FitPlot.0eJ 7:OtY - 100 Q.99. J,09?I.P.m-. Said.Flow U-1) 2872 2930 1381 1341 Sold.Flow(Prop 2930 2950 1426 IA02_ FitPermhleu. - 0.68 - O.be. - D:aS' 0.91,.' - F1l permnlod 0.68 0.67 0,94 0,90. -..-. Sold.Fluty(patro) _ 2489 2593 /199 1226 Said FISH( 2539 2579 1354 :276 Volumo'(vph) - 45 545 65 4o 610 25 90 :30 50 30 3i. Voiume(vPl,)nit A0 525 45 4$ 6)0 40 JO 1D5 39 35 -60 Q Peak.hov,factor,PHF 0,87 0.87 0.81 0.67 0,87 0 87 0,87 0.67 0.07 0.07 0,87 0.67 Peak hour Iadnr.PHF 0.87 087 087 0,67 DO-, 0 87 0.87 0 87 0.57 0117 0,67 0,67 Ad;Flow,(Vphy 52 015 75 40 ;101 29` .103 149 57 24 62 03 Oi Hall(vph) 46 (1 $2 52 '724 46 14 21 34 40 E•9 �34 RTOR Reduction(vph) 0 14 0 0 5 0 0 14 0 0 31 0 RTOR Reduction NIH1) 0 8 0 0 0 0 0 '11 0 0 15 0 LOno Gfoup.rl0'a.(vp1h) 0 776 0 -'0 771 0 0 795 0 0 129 -0 Cana Group Flaw(vol) 0 693 _0 0 610 0: 0 :'79 0 .0 120` .-d0 Conti,Pods(am) 141 84 64 141 61 76 76 61 Conn.Peds.(amp 13 12 12 13 22 20 20 22 P91ki(Iy'ornu) P 1. .4 C 4 '1:.. 2 - '2 2 aa-Fs>2 parkliti' !li 0 a - a 0 4 4 �..i2�- 2 2.. 2 2 <� Turn Type Pe- Perm Perm Perm Tum Typo Perm PoPOW1 Pa Perm Pf0(otiiM,P.h)Ues: - 4'• _. 5 'ZL,,'. - ::.-2'arrh71�;,:v 3 4` ,rr _2...-, Pd9(Rab4RLef Pormttlod Phases 4 8 2 8 Permitted phases 4 61' 6 Astkgl�fclRail'Ta6S 2�it �7,9 AAlit)(A9;C6fII1RAI51:'_. 35 ,� 5 Effective Green,9(s) 26.0 26.0 28.0 26.0 Effeciive Green,g(a) 34.0 '34.0 34.0. 34.0 ArAW100 u7SiPAW At(ir efiWittli--- '45 0 45:.. Clearance Tkrt10 s 3.0 3.9 3.0 3.1111 Clearance Time 4) 3.9 3.0 LanO Gip,CoglVpP)' ,1 LM9i0$fleJtDlT1rD)jj 1:36.. v/s Ratio Prot via Rollo Plot vfa.RolooPorrov, Ivfi T(d`PddO`- 0.20 c0.32 cQ,t4 vto Ratio 0.87 0.09 O.S'7 0.24 vlo Ratio 0.01 071 0.29 a22 Unlfoll"IfIa):ct 10'15 lN1IfOp74.DQ74Y..b1 18.0 17.0 - Pin possion FaUor 1.84 1.00 1.00 1.00 Progression Factor 1 Do 079 L00 1.00 JAC40MPAIW Vou iE2y4r;' 3,9 16004013►WY:b2 2 A 119 1i ITS' 1: D e Delay(s) 28.0 17.1 172 11.2 Delay(s) 16A 10.3 l kli 13 0 LoV-L'9(SBtY {tfr:75+f�YN- 'd6 ,1 - f1 L9�✓ Q(.SUlvlod.... 6 )M. t. Approach Delay(s) 28.0 17.1 17.2 11.9 Approach Delay(5) 18.4 1a.a 14.6 lie ApprdrlchlQ$�.1:k'--t�'••�•��7 ApRIp�9fI'4iS�3a .. ..-._ -'a - ,' -- 3 - (`n t1Cht.. ' 4(ilHa 3:'}tirk' .' NCbt 41 4QghtfQi GFlay: IG-6 MTo 6b Ife-- HCM Volwne to Ca 'I It 0.64 HCM Volume to capacity folio 0 51 aehlsledityl� s}eiyLi: i'''. uC+S'g:) SurA"u(tOst lone s). . Inlersectlon Capacity Utilization 70 0% ICU Level of Sorvt6e D Intersection Capacity Ulfizafioo 14,7% ICU Lo,ol of Service C, '- c Critical Lane Group c Cr1Upl Lane Group Baseline `" °""'" Baseline • I HCM Signalized Intersection Capacity Analysis HCM Signalized Intersection Ca sls Anal 42,Main&Rouse tl0/2004 p y y 1/8)2004 - 12 Babcock&Wilson �en�tli'¢?llsT'!"+11t'�'Eat:''E9i�'E@i39fVY8l��V8rLW8(3'�+"N�LIt!Fb �� h1d467hX"E91�""EBT�E9R�-WDL'SiV97C"148R NHL'-•78T r4P.K t_SBL�>'�SZ�F89R Lane ConOputalions it ��' A Lana ConllOuletions .tj• 1' 'f ? ideal.FirmNphpl) )D00 f90p 1994Yr190b,.1900-.f90o. .1900�"1900" 1000s1 r70 IuOq(':FjOw{vp0pli. 19DD 1000. iir00', 1900._ 1900 !W 1000 19M) 1900, 1We, IOOD.:.1900 4.0 "A 4 D 4-0 4.0 _ 4A Tolm Lost time(e) Total Lost time(a) 4.0 4 0 4 0 4,0 4 0 LAoa U111-Fah1oG �,v.`�,. 0.05 046 _. - LDo 1.00 '' + Lane MR,Factor' 095 - 1 00 t 00 I D0 1.00- Frpb,pedibkes 1.00 0,97 L00 0.90 1 00 0-94 Ffpb,pedlblkes 0.99 1.00 0,95 1.00 1.00 F.ipD)podlb.k.1-'C6'-SYICI". 100 00.... . 095. .0.1.00 :0.99 Fit 1.o0 0 co 95 1.00 0.4s YQQ FIp7/:DadNlhos 1.00 100 1.00. -0.08 t.00 % 1 - - EilpmluWoa 005 7.00. 5.95 Frl 0197 Loo 0,85 too 1 00 Said (prat) 2902 2805 u06 Nt0 1417 SOS Fit Plolactuo', 1 00 too 1'.0o 0.95 1,00 Flo.Fit Permitted: O.u< 1.00_ Qo$- 1.00 -0 29 Said,Fio1v(plop Iasi 1492 1202 1390 1492 said Flo (Pe I 1919 2805 1366 14io 42_ 9_ ills Fit ponlifted G.00 - it00 t00. 043 1:00' Said,Flaw Dcrm) 2851 1492 1202 624 1492 $olume:(vph) 90 470 0 J ro05 195 95 5?0 72} .t0 0 81 �____ Peak•hour factor,PI1F 0,87 0,07 0,07 087 007 0.87 087 087 0-57 0,87 0.87 0,87 Vnldme(vph) 70 550 IN 0 0 0 0 300 -255 T50 490 0 v t03 540 0 _ 0 Us 224 109 74 144 2,41 0- '04 Peak-houf I2V0(,PHF 0.87 0.87 0.87 0.87 087 0,67 087 0,87 0,57 0.87 0.87 007 RT RTOR Reduction Ad)FIOw•(vo) - 80 632 104 0 0 0 0 437 290 '57 563 0 t$OR Redudton(vph) 0 0 0 0 41 0 0 18 0 0 0 4a RTOR Reduction(vph) 0 47 0 0 0 0 0 0 45 0 0 0 ConeG ecs Flow) 0 043 0 0 674 _ 0 109 505 0--228 0 4q Conn Pads.plhq 40 23 23 441 33 28 28 37 CLane Group Flo.(vph) 0 049 0 0 0 0 0 437 245 57 503-- 0 Porkli7 wm) 0. 4 1. 0 4 a. _0 2 ' �2 0 2 Confl.Pads,IMu) f6 23 23 IS f0 45 IS 10 Turn Type Perm z�Perm custom custom ParAtirrl^i0nu) 4 - 2 2 2�' 2 Protected Ptiows- *:}. Vari;>;wa;�4 0 .:faiiN`. ' Turn Type Perm Perrn Penn Permitted Phases 4 2 0 0 PIOtOdatl,P(IK50l 4 2 5' yl'aU. Green.GIs) 36;0 - -35.0 :"3G'0 35`.0- 35:0. 3-6.0 Permitted Phases 4 2 8 Effective Green.0(s) 34.0 35-o 34.0 74.0 34 0 34 0 Actuated'Giatn,�(Si - 17.6 25• 21.1.. 25:1 25.1. - iyyltfAjed•WQRhtlo`" 0.45 0,45 GAS riAS 0.45 0.45 Elledivo Goren,p(s) 0 8 Za 1 24 t 24 1 za 1 Clearance Time(s) 3.0 30 3.0 3.0 3.0 3.0 r•Uu Ieo*%iC Refic 0.34 049' DA9 DAD 0,49 Lylo;Grp'Cap(vDh)' t169 i255 611 631 $92 535 Clonrnnce Tima(s) 3.0 3.0 3,0 3.0 3.0 We Ratio Prol 0.3) 0 37 Vehicle E,.leni,wn 3.0 _ 30 _3.0 30 3.0 *Raiio POfm co')q 000 cO SB OAS Lana Grp Cap(,Ph) 972 736 $95 300 738 We Ratio 0,75 D70 O.in 0.50 121 f!0b v/4 Ratio Fiat 029 c0:34 06form.Delay.dl 17 4 •..,`169 l2 12 0 is 1 21.0 .0 We Ratio Perm 0.31 0.24 0-09 PropreWonFactor 071 1RU too 100 1.00 1Do vie Ratio 6.d7 0,50 0,42 0.10. 076 (oft&ntal Delay:02 4;0 -.46&Ijy'yn3.3 DO Ili 2 150.1.,,W�1'3 Uniform Delay,dl 15.1 8-6 7-8 8.8 10.0 Delay(a) 17.2 20 2 133 28.3 171,1 IV prcolot won Fitter 1.09 1.00 1 00 1 DO 1.00 Leya1 tiI'$9Dr C, tts�17 Incremental Delay.d2 0 7 3,5 2.1 1 3 7.3 Ch-� . .-a..fVj�2�.'.•::-,.." Delay.W 21:8 _ - 123,io,0 02 T7L3':Lt-3, Approach f3ala�r�Y 17.Z 203 25.7 125.2 Level of Service C B A A B AIIDi'OedRLO$:..�l=.t" ADpfP➢h7tOdIpYSs1- - "'13:0 :0.0 Approach LOS C A 8 8 NGM�Ay9F?Ao,ConlM(5i.Y r:'=,u�eA�i:�-NGM.tAicpf91 HCM Volurm to Cepacll ratio 1.00 HCM Aver a Control Delay 173 HCM Level of Service 8 �k)WT{fia sxa'�1il� is •sumwtrai hCHl� 9fieixiow47Yeuo�'• IMersodiorl Capac4y U6 f�49roa AOA% ICU oval of Sarvk4 Actuated Cycle Length(s) 48.7 sum of lost time is) 6.0 �Illl(j(7Y�?'OGj (f)doY ,.- IpiCISIELIWQ C,apac;ly,Vllhial(dp.: 04.2% ICU Leval of Solvtce. C -..,:J� c Critical Lane Group An IYy,�sI Period(min) 15 c-::'.-Cgi[fdpfllin0 Gtoup_r�':�S.3Lesr:j%t�W�-��.tl�A��L�•t"r�iL'��'�''.a�'fi.� Baseline a Baseline Synchro 9 Report Marvin&Associates P...I HCM Signalized Intersection Capacity Analysis HCM Signalized Intersection Capacity Analysis 41:Mendenhall&Rouse 1)a72094 14-Mendenhall&Wilson 1/0/2004 ovbmell MttL-irifinL•s� a�UW E9ifi�-FB'G OR'wBC`iWB 9VOF{�ABr�©t.°�98Trtig65ER Lane Confgurallon; 1 .... Lane ConOpwal ti s 1 10071 F19Y4T:('✓i 71 L. :1900 1900 1900 1000);{ )_]$ IOgatFlow_(yphylj' ; 19QSI,-,100}1 Total Lost time s) 4:0 4.0 4.0 4A 4A Lane width 12 t2 2 12 12 /2 _12`. 12 0 9 9 Lans,1„f5 u 7"U(dr Laat lkiie.(s)_ .. Frpb,petlrbikes. w 01 too 1.00 1.0 0.110 Lane Ulit Factor OAS t w 1.00 Ftp1♦;_ - 1 z ••�Ta••Rv,+1 Fri 0.27 11�40 FtPh Lod Wkos., -� - rlpi,peuib t s O,D9 0.29 1:00 u. F t Said Flow(prot) 1431 1429 1471 1 1430 1 Fit P oloned 099 OAS 7. Fry Parfn8lwf •.W 0-33"a.I'ft "44 Said.FW&(plot' 2026'- N Said Flow(perm) f431 503 1479 543 137 --" Fit Pe"'i lea 019 0 7•00 Volume(vph), 0 0 0 10 195 i 50 4450 25 35 Soto Floe(penal 202 Peak hour factor.PHF 0 87 0 e7 0.87 0.87 0 81 0 07 0 87 0.87 0,87 0.07 0.87 0.87 Wilma(vph) 0 0 0 1B0 Goo 35 173 200 3 0 ISO 50 A91-Fl00sv0)..-.- 0 -0 0 .11,. 224 75 , :W :9 40 333`-267 Poekli0w factor.PHF 0,87. 0:67 067 0:V. 0' RTOR Reduction(vph) 0 0 0 0 22 0 0 3 0 0 51 0 Adl.Flow(vph) 0 0 0 218 793 40 15S '0 0 57 LaneGfOi W.6'.iv ph). _J 0- 0 p 245' 0 I 576 `+ 40 sov. `''0 RT,QR Redwxon(vpfi)' 0 0-: 0 Conn. Pads�,�A.�..y) ��� 4 0 6 4 9 4 4 9 Lane Group Fl-(vf,h) 0 0 0 0 1040 0 0 3/1 0 0 241 0 Pilliiiq"!yN `74�ae47� - - _ 2 yynQ;p@Os;(/nit)- ' 10.---,-._..c i{5- t5'? 4 Turn Type Perm ' Perrn Pem1 Perkin Y 2 4 2 2 2 P{dltltd:' -' ;* - .'.a T)jry1 y K porn; Parmilled Phases 0 2 `8 Protected Phases 4 '2 6 'A441W`.AA�. )� PS11440001F_- G Elfecll re Green.0(6) t3.0 33.2 33.2 33,2 33.2 Actuated Green,G(s) 24.3 20.1 29.1 ill,"¢1 W RAf :-^- lw:l< Clearance Time El[dG11yaG1@en�O(s) ' - (s 310 3:0 AO &0 3.0 Actuated 01C Ratio 0,40 _ C46 '0A& Llo E(Ei'an p14N1C1Pi7J11)OZsIJ "�" �t 3.0 SA Lane Grp Cap(7p1f 356 305 111 329 933 Vehicle Eidenslon 5) yt#`"I y" WiliKG,TWs'..mviaw MEAW YO v1s Ratio Perm :0.22 0.34 O. 0.07 via Ratio Plot YftKE11` (il$�Ii�PAffljfCv nit:SS� '' Uniform Relay.in 10A U 7.0 4.8 7.3. vicRollo 0./0 :AAO 411.411 pf091 muomental Delay,d2 19:Z 7.4 3A OA 4.6 P sallon Factor �. 1.00 1.00 7.7q Level of Service C 8 8 A B Delay J51 25A 17.0 UA AD e. LOS t' AYr A C 8 8 Approach 0.0 20A 17A /ZA'' ADfld• ail HCMAve��roo��aCorlVal 15.2 HCML&Vd0ftiw4to. 8 HCdP 9lt AvSt FICfr1)'1p,@r6 a'l M4.o'adCS�nk'!• Actuated Cycle Lbecnplp'lm..(s HCM volume to Capach Made (h(WWh ✓ ). �Ia �8r1a11, 1aaG /.0 WII12a110n+'1wwn o,�J r'a era AnliPjfl - 11 Analysts Patted(min) 15 InlOfbaeUOeC YLNSaINk+n 78: L4vNg1f @lGrl.9s 0 c'"Crhli'.allonFGrnun •'1! - AnDlyilf£ - ---- I --- -- c Critical Lane Group Baseline Synchro 6 Report Baseline Synchro 8 Report Marvin&Associates P.n.i Marvin&Associates Pao.I �e■s�s��s��e�� ■■��� ee�eoeeaoea ■■��� ----------- a �aaaoaaoaoea� _���® �� aaaaaaaa m■®® IV Capacity Calculations Existing Unsignalized Intersections Peak PM Hour Two-Way Slop Control Page I of 1 Two-Way Stop Control Page 1 of I TWO-WAY STOP CONTROL SUMI, JAY STOP CONTROL SUMMARY General Information Sito Information General Information Silo Information ntersedron MARVIN •na al 6fARVIN ntersectlon CH d IMLLSON a s EACH d fRA Y enc Ieo. MRVIN&ASSOC udsolctron CRY OF BOZEMAN 0Op�O' IARVfN d ASSOC unsdkuon CITY OF BOZEAIAN ale PeAarmed tat sis Year le Performed001 al sic Year I o sls Time Period FAK PM 001 EXISTING Millyurs Tim Pond LEAK PM EXISTING Pro ett Dexr lion BOZEMAN ARTS CITYCENTER PioloctooscmPlio. 007EMAN ARTS Q CITY CENTER EasiMbsl Sucat PEACHST ACY orOV5ouN.Street TR stMhsi Sheol PEACH ST onNSoulh Stmet WILL$ON nlanechon Onenlahon Easr•Wesf lad Period Ass: T R nlarsechon Orbntohon East-West lud Period Ms: 0,25 chicle Vod A chicle Volumes and Ad ustments M.or Street fumes an d uatmentsEsetwvnd r r a or street Eastbound Westbound ovement Westbound emem 1 2 3 4 5 6 1 2 3 4 5 6 T R L T R L T R plume veNh 15 255 30 IO 240 5 plume ve1Vn S 270 80 35 ?bS S Peak-hour factor PHF 0,95 095 095 0.95 0.05 0,g5 oak-nour factor PHF alas as$ 0.95 0.95 0.95 0.95 Hourt Flow Rate veNh 15 268 31 Hour Flaw Rate vetVh 6 284 84 36 278 5 Prvpomon of heavy 10 2 22Propor 5 veNclehon of hearty 0 - 0 - - ehicles,P. 0 - - 0 y4hldes,Pm, •- fedlan 1 adbn type UndNkbd AT Channekzed7 UrMhsCod AT Channahzed7 0 0 Lanes 0 0 Lanes 0 1 0 0 f 0 on6 urntlon L7R 1 0 0 / 0 Conf ura0on LTR LTR Irsam5 a LTR u susam signal 0 0 0 0 Minor street NOMbourW Minor Street Northbound Soulhbound Move 7 Soulhbound Movement 7 B 9 10 11 12 8 9 10 11 12 L T R L T R �veNA L T R L T R oWmo volvn 155 45 30 5 S 5 Peek•heu!trta,PHF 0'95 0.95 0 95 0.95 0.05 5 35 0,95 HwdyPeak-o ourFlo lector.PHF 063 0 7 0 95 0.5 05 0.95 lour) Flow Rate vehrh 15 42 5 6 36 21 pun Flow Rau veMt) 163 47 31 5 5 5 Proponbn of heavy Proportion of beau vehc les,PeV y 0 0 0 0 0 0 elekles•P_ 0 0 0 0 0 0 Percent grade 1%) 0 0 e(cenl grade(%) 0 0 'raved a roach N N Flared approach N N DD Storage 0 Storage 0 0 RT channoizod7 0 RT Channelized7 0 0 0 0 ftC.=n10,.5;D ones 0 1 0 0 1 0 0on 010 0onfi uratlonLTR LTRLTR ela.Oueue Len th Level of Sorvtce on th l.-lofServlu EB NIBNOMbotuWM.neConfiguration EB WB NOfillbound Soulhbound t 1 4 Southbound 7 8 9 10 11 12 t 1 4 7 6 9 10 11 12 ara Configuration LTR LTR hquralion LTR LTR LTR LTR Jolume,v(vph) 15 10 LTR L(vph) 5 36 241 15 62 62 ]apacity,c.(vph) 1320 1274c.(vph) 1291 1202 370 386 /t ratio 0.01 127 413 15 481 0.00 0.03 0.65 0.04 0.13 ]ueue length(95%) 0.03 U-02n Ih t95%) 0.0f O IN 4,40 0.12 0.52 0.44 nlrol Oelay(slvohl 7-6 ZB 153 elay(slveh) 7 B B.1 Jf 2 14.7 13-6 OS A A O B OS A A C g roach delay(stveh) 31.2 14 7 pproach delay alveh) 15.3 136 pproach LOS D B pproach LOS HCS,oT^ Ceeriigk0-Unmllily ur Flwidr,All Right.11--d VMtirr id HCS,,.oT^ C Willhl 0203 Unirsrgiry ur .d",All Right 0.eaerved Verity tll Two-Way Stop Control Page I of 1 TWO-WAY STOP CONTROL SUMMARY HCM Unsignalized Intersection Capacity Analysis ;amoral Information Site Inform lion 16:Babcock&Tracy 1/5/2004 Ina sl sfARVIN nle section LPEAC14 d aLAC1C * I �/ j enc/Co. IARVIN d ASSOC risovion TY OFg Z 1 i 1 Podamod 004 al ais Year 2004 a sle Timo Petlod AK PM EXISTING L1O0 Con urallons roect Descri n BOZEMANARTS CRY CENTER ttpg aeVWost Sheet PEACH ST onNSoulh Slroat' BLACK Ono" larsattion Orientolfow Essf•t4bef tad Periq! 1Ra• 0. ZZ _ III ohfcle Volumes and Ad ustmonts Peak Hour Fedor 0. 0:67 0.61 67 0.67 0.6 0 947 0.07 0.97 0.87 HVGrty�llp`wi}"�� r}�'OG- A'_ '0• 0 Ma or tnH EisIbWM Wostbound Peomrians f 23. - 24 22 tammem t ? 3 4 5 8 -� q}tnL" L T R L T R We a ad ••4.0 4.9 4.4 4.0 plume venm 15 2z5 20 10 270 5 rak•nour lade.PHF 0.95 0.95 0.95 095 0.95 0,95 RRiight urn am@SVon) rwq Flow Rale voWA 15 236 2t 10 284 5i, ,'ih roportion of heavy Median st erago van) chides,PM, 0 - .. 0 U.t�1(49J!f:1i109Y17�0Y.':;. . edian t UMividegl p%,platoon unbtdcked T Channelued7 O 0 S�QA I iYk�001a -• 7Y2' 120I 1172 521 708 1190 39 vCt,mage 1 rant Val -.as 0 I 0 0 f 0 IyA4„e♦tic. - - ' ' p'onli uration LIP LTR vCu,unblocked vol22 20Q 11 J96 1160 39 Li clroam Signal 0 0 tC).k1+3.3116F13t'e ✓ Minor Street Honhbound Soulhbound IC,2 sta o(s ovement 7 8 9 10 11 12 po L T R L T R guew free% W 100 101 77 47 0100 I" velVn 75 75 S 15 1549>rS ` A '.4g1 all he lade,Pt F 0.95 0.95 095 0.95 095 0.95 Flow Rae veNh 26 31 5 5 15 15 0WhIo�TOS�'IJT.R S" 49t Proportion of heavy Volume Left 96 o 0 92 :hicles,Pldy 0 0 0 0 0 o yry'�rtfb7ilghl. o-- -'14' cSH 1563 1700 303 171 11cenl grade(%) 0 0 YG14lliat0$flp:lcllY c.[v 0.29 o.4111X'i.. aled approach N I N Queue Length(h) 5 0 46 170 Storage O O (t}Ilfpf;0ejpy(s), t 3 0.0- 24;4_10.6,AM 1 T Channouzod7 0 0 Lane LOS A C F Ines 0 r 0 0 LL9h(160i 0412Y 1%) lA'_ f 0 LTR Approach LOS C r F m uraucn LTR ��r7 vim rY onhol Delay,Oww Len m LevH of Senka Aver.a Dela 10.1 ,prosch Ea We Northbound SouthboundI)js y.Utifiz81i0p•!S`,.�ri{ .1 �( 1'C$v�1:dfo(3�"_-_ count 1 a 7 8 9 to 11 12 Analysts Period(rotn) 15 Lane Configuration LTR LTR LTR LTR [... :'it '�'�.i^I fh-.... _. .:%` fie..,,y", J%.d =';YY. r,.uYa .';:,.;��€ lame,v(vph) 15 f0 62 35 apacity,C.(vph) 1284 1320 420 SOS :ratio 00f 0.01 015 0.07 cue length(95%) 0.04 002 0,51 0,22 Doha Delay(aNeh) 7.8 27 far f27 `S A A C B Preach dole (sNeh) - 151 1?.T Baseline Synchro 6 Report poach LOS - C 8 Marvin 8 Associales Page 1 HCS300o. Copyrrw O1W]UNrer.iryor FlW,,_All Righ,,Rewrr4 Vrrgion1 Id HCM Unsignalized Intersection Capacity Analysis HCM Unsignalized Intersection Cbv,cily Analysis 26:Babcock&Black 115I2004 33:Babcock&Bozeman 1I0/2004 y 6��rtyrisenumv111LY6tU70A•�cr rLm1s78a?BRiMtAriLalRryD3yIR Ffi` `SE111V1.1E�' AIOSt>'n7flFif-�f�41►�c''EBPF EBSti`-EBi(rLLRilf>�cNBan'i08R, t•78L`�"787JvtJ8RSEL'�=:$Q'�cSB}i .ono Canlgura:ons dS" F 4, Lane Configurations _ _ �F _ F q. Sign Contro; Free Prnu Slop -stop $qn Cogtioi - FfcO� Frue stop_ 51op-1_'_ Grade 0% O% 0% 0% Grade _ 0% 0% 0% 0% Volume(Vetvh) 15o 765 110 0 0 0 0 '15 60 55 80 0 Voldmo(Vnloh) 26 705 115 0 0 0 0 40 55- 60 $A--.: ,0 at.Hour Factor 0.87 o87 0.57 0.87 0.87 0,87 0.87 0,87 0-87 0.87 0.87 0.87 Peak How Factor 0,87 087 0.87 0.e7 0,87 0,87 C 87 0.87 o 67 0.87 0,87 0.87 curly Ibyr raid ivNh) 172 868 726 0 ''.0 >0' o 6E' 51 81 92 0 Hourly hqn utu N)h)' -144 810 AU 0 0 0 0 48 Ds 02 g0., •0 edsuians 13 U 28 17 PedesVians 23 19 1e 20 ,art.Width in) 12.0 0,0 12.q 12,0 Lan"W1010(ni,-. 170 - 0.0 L 4 0U 4,0 t2 0 - Walking Sped(WO 4 0 4,0 4-0 4.0 W.W.9 Speed(Ns) 4,0 4 0 , e Perc.nt Blockage 1 0 2', 1. Polcent Olockoge 2;• .r^t 0- 1 Rght turn flat*(van) Right turn hard(von) None Nuns lather,type - None None Median type av 4edian storage von) _ Median storage rp;traam s)gmL1{fl1 Oot. Vps9Nan+,stgnoi(0). pX,plol00n vnOkif-4 pX,platoon unblocked vC,platoon unblocked 17 -1022 1363 1321 538 W9 1384 30 VC,oopflichnp vo hat 7E;••.,> �.. !�ii'•_'x -- 1206 )164 402 - 424 $104 51 'Cl.lingo 1 conf Vol _ VC1,stag.i coral Vol _ C2•stage 2 odn1 Vol vC2:`atsgg2 conl V01 tp3~ 16t 482 820 118A $1 Cu.unblocked vot 17 1022 1363 1321 538 909 1364 30 VC.,unblocked t208 1 Vol 28 5,5 4',4' 28 6$ $1 C,single(s) 4.1 4.1 76 6:6 6.9 75 6.5 6:9 IC.single(s) !1. `i3* ::�" 7 G,2 stage is) 1C,2 singe(s) _ 3 3 IF Is) _ 2-2 2.2 3.6' 4.0 3.3 3,5 40 3:3 tF,(s) 2.2 -r 3,5 4 _' 3 5 c,0. ' pO queue free% 89 100 100 36 88 27 25 100 p0 Queue 1re0% 91 100 too 73 8B 44 40 100 dA'wpadly(vefdh) 1576 059 .. 36 133 476 87 12.2 1012 cM."Pitialy,000)'.__ 1541 "._,�v` .n' g 10QN 4,..zur_:;a'8s.,:035f�8 Mar(�tr3n'�)FA�Pdlk$�Tl�tEfsneT�t'�8j1�S,fle�#'r•;'r:;etCW�`- ,,s>_'�j}�7d',`'t':rs;a D)rt`11b1i"Cpn��1NYE8�lGEe�'N8F2sB6'1±';s.LY.,-:�iL.- tolWne Total 606 560 144 155. Volume Tolat 549 445 t09 190,�_a` }'' 7otume Left 172 0 0 63 Volume Left 144 0 0 92 Volume Right 0 -126 67 0 Volume R.Lull J 40 03 0.. c5H 1$76 1706 107 105 CSH 154.1 1700 290 144 Volume to Capacity 0'.11 '0.33 0.77 L48 Volume to CDPso17 0 06 026 0`.39 1 t0'-'J1n' `•�+. i' ]uau.Length(n) 11 0 128_ 205 ouaue Length(n) e 0 44 255 :ontrol Delay(a) 2.9' --0.0 60.8 3341 Control Daisy •,T':'0 W-2P, 175.9 .acre LOS A F F Lane LOS A 0 F \pproach.Delay(e):. 1:6 ., 69,4:334,1 APPeotch D01¢y(f)„ 1.5 :59 175:9 Approach LOS F F Approach LOS D F ivorag.Delay 43.3 Avornge Delay 29.1 Ln(sraecLion Carwily.U@@atiori.. _ ICU,Le¢el ol'Seryica`. _ C:,, Intinfiction CiPAAy Ulutzatto.t 545% 1�T1CifLeYBfOfServl6e Analysis Ponod(min) 16 Analysis Period(min) -- _ 1,5 Baseline Synchro 6 Report Baseline Synchro 6PReport Page 1 Marvin&Associates Page 1 Marvin&Associates HCM Unsignalized Intersection Capacity Analysis HCM Unsignalized Intersection Capacity Analysis 22'.Mendenhall&Tracy 1reYm04 43:Babcock&Rouse 116/2004 -- - tavern _ Leno Con ' Lane CorHfguraDoas 1 - S 2n,Coiu _ ,6�)AS 771 i�Q1 '_.__- s•,.•.:f + W Grade 0% 0% .-•�0% Greta - 0% 0% O% i Voldnio;(VgltJjtZ -0:.:'`"0' D 'SIf,�JriS"-70 .40. '6 �.. 4olyrno;(volViU UO 355^-75 ) '?p}W p %0` '110 peak Hour Factor 0 87 0.87 087 0.87 087 0 87 0 87 0 87 0,17 0, 00.07 0 Peak Hour Factor 0.07 087 0.57 0 e7 0.87 0.57 0.67 0 87 0 87 0,87 0 07 0.87 ► ilb'J-_' (vp),! 0 5 0.. 51 852 46 46 80 �rs��o�ra Hourly now role(,ph) 54e 408--•-.AO- 0 0 0 0 126 17 0 O A-"-,o Pedestrians 19 22 9 Yv®1�9 Pedestrians 1 17 4 fo D►>jsl (aI1V9Y, 10 1:a 1zc Lwlc W,d10'lit) 12;0,JW*4i<p.r-., O,G t20 0;0 •. Walking Speed(It's) 4.0 4.0 40 Walking SPoed flVs) 4.0 4.0 4.0 4.0 PefpaaI'8k5C 9ge 0 _ Pereunr Blo-U. 0;'_.rq\. 4' 0 Right turn iwi,iVan) Righl brio flare(,eh) AtpUlen type. - N9 Median type ANIM Naili� - _Norio Madlan storage veh) Median stolago eh) ��:• (J'pSl;p} 6fgNq;((I)? ADD _ Upsucam signal;n) unblocked 0>:Platoon oriel.Aad n 407jf�fd V4tlrirpe 088 „�:` - '- 8 662 190 _30; ,yC.cofr lk;kirrg_vQV'ne,:- { :;-;16.14;;1 VC1,stag.1 coal Vol VC 1.5196 1 cod Vol f$rt 1 91'�Y1 ir'),Ywks.1S - 11?k ;Cu.unblocked val 868 a 882 /008 30 r0/s M 471 vCu,unblod ed 10 452 J614 t523 449 16" 1543 11 l:senor` 11,z :C.2 stags [F::_( - PO Queue free% too 96 78 62 100 100 Oe or p0 Queue Odd is fog t00 0. 0 100 1109 u6'gq�ldp`lj•:(tjpw,-;.. 14c. Or 0 V.olbtrigTelgl-?!�.•-. 6 Vo1U, Volume Len 57 0 4e 0 Volumua 380 1aa 0 y6whwif-p- __ bm SH 1 1 22t 316 cell laic 1810. 87 Vo)urcel'd.G VpinmO to_vgii0pfr= Ooeue Length(n) 3 0 06 61 Queue Length(it) 37 37 291 Cpdggo"illejr,(3j «.;..3i2^'; Cgnlrol VOfiiy,. Lane LOS A E D Lane LOS A F Rpplo0't6�4efbj;,( r F �A3i1;�1d` �ppSoaGt Dsfai7fjS1'lt' 4K5?7< Approach LOS E D Approach LOS F I Average Delay Average Delay Sc,B Innnl aJ34 Rike'vooki J .3Nt'•aaw�r -15 p CpGpul Analysis Period(min) 1 Baseline Synchro 6 Report Baseline Synchro a Report Marvin&Associates Page 1 Marvin&Associates Paoe 1 :M Unsignalized Intersection Capacity Analysis HCM Unsignalized Intersection Capi alysis �9:Mendenhall&Black 1 1l5/2004 36:Mendenhall&Bozeman \ / * I 1/5/2004 w * 5£ loll"KrIL�'rrli fl!rdC9FL'.Tjs'SEBZf�rBl30i�357�dY`70Lid7JSNBt°E NLtciaEP7aTOW4��OR y^ @ YC iiEAfu O"4 J LftvAfYr7T+ P "e'_[Z}il fiYjCf�N>}Sk 8f3 ES06}§ 62vi EBR ne Cwlrrourat,ons di. Lane Confgmadons dp d A 3dCenua Free Free Stop Stop Sign Conird _ Freo - fr.p Stop Sap Grade 0% 0% 0% 0% Grade OR 6% 0% 0% Volume(veWh) 0 0 0 40 015 15 105 70 0 0 80 30 Vokim&{von(h) 0, 0 'Q 60-, 570 "20 70 70, 0 0 45 60 Peak Hour Factor 0-87 0.87 0.87 0-07 0.07 0.87 0.87 0.81 0,87 0,87 0.87 0-87 Peak Hour Faciw 087 0.8'/- 0.87 067 0.87 0.87 0,81 0�87 0,87 0,87 087 087 udy flow rate(vph) 0 0 0 46 -707 17 121 80 0 0 92 34 Hourly now late)O) 0 0 0 69- 655 .3 80 W 0 0 52 69 •deslrians 14 26 8 Ip Pedestrians 22 20 12 13 :he Wii9h(R). - 0.0 L2.0 12 or, 100 lone Width(11). 0.0 120 e;p V0 oikin Sped .N.9 Speed(IVa) 40 4.0 4,0 4 F,0 ,0 4.0 Percenl Blockage 0 2 1 1 tucsa Blockagea 0 2 4.0 4 0 4 i 1 Right turn tiara(van) Right loan gam(van) Median type None None Median type. None None )dian storage veh) Median storage van) )stream signal(4) 700 ,955 upstream 5"1(4) 1140 605 i,platoon unblocked pX,platoon unblocked .;ccnnldl q volume 134 .. B> _648 834 34 884 825 386 vC,con0ceng volume 691 12 594 841 32 $78 930 374 ycl,siege i co � - vC 1,stag.1 cant Vol Vol .... vC2,stage 2 cent Vol - - vC2.stage 2 cool vol vCu,unblocked via 734 8 50 634 34 884 825 366 vCu,unblocked Vol 691 12 694 841 32 878 030 374 singles) 4.1 4.1 7•5 6,5 6.9 7:6 6.5 69 l;,sjni ls)r 4.f, 4,1 7-6* 6,6 69 75 6.6 6.9 .2 stage(sl IC,2 stay&(s) (0) 2.2- 23 15 4.0 3.3' 3.5 4.0 13tP(s) 22 21 3.5 4.0 9.3. 35 LO 3.3 IN queue free% 100_ 97 68 72 100 100 69 94 p0 queue fne% 100 96 72 72 160 100 82 09 bMbapocity(vahth) 861 i19ao0 _-, _ 268: 290 `9002. 1T0; 29] 61) cM wpwAy(vohh) 892 1595 203 282 1011 177 267 018 h fA DM offa :X10dS�11F�1E° 3fi13�`S� �'Ili "--ToWI 3". 371 - Volume ToW1 - 397 351 161 121 ill flume Left 46 0 121 0• Volume Len 69 0 80 0 me Right 0 - 17� ll::•-74 Volume Right 0 23 +0', 00 Slu cSH 1595 1700 283 414 _dH 1600 1700 289 341 Volume to:. 0.04 0.21 057 0,20 Voume 10 Capayily 0 03 ':0 22 0' :;.0 37., Queue Length(tt) 3 0 82 30 Queue Length(fl) 2 0 120 42 1 onligl pelay;(s) 1:1 0.0 41".F .21.6• ' Control Daisy(a) 10 0.0 333 173 ine LOS A E C Lane LOS A U C )proach Delay:(s); O.B.; :k?11 21 6 - APproachpelay,.(s) 0.9 33,3 "3 - oproach LOS E C Approach LOS D C Ih7�`f�t�>l�Sg76kr ''• .�"•dr,T+91tJ1':*�l'oS�.Y'�'rL� fdi9f{b�1'IDhsa�r-l>1����+P z'; Average Delay 10.5 Average Delay 7:9 'n(ecsecuonCapaCltyD911za11on 479jb�:;_: :I II,LeveloFServjce' - A IntersaclbgCapacityUliliza0on :45.2W- 40Il.L'{rel;of$ervk:aF. '' A .)alysis Period(min) 15 Analysis Period(min) 15 Baseline Synchro 6 Report Baseline Synchro 6 Report Marvin&Associates Page 1 Marvin&Associates Page 1 HCM Unsignalized Intersection Capacity Analysis HCM Unsignatized Intersection Capacity Analysis 15:Larne&Wilson 1/6/2004 46:Lamme&Tracy 1/6/2004 9G3ZEBZ8_EBR" NBL:•'V1rBZ:?Tl 1)16Bt'£'36R Lane COnunfa116ns 4. 4, .�4- Una ConlfOunlions 4.xp" t.ev ^.,i S{Op. 51Qp _-. l9b '�) 951'�qRg". g1oP _ Grade 0% 0% 0% 0% Grade 0% 0! �i1)l1AJ994ph19;r' .LJ ? 90 10'' 30 :'15, 25. . °25 :1W.195 '.-S a¢fPO4.(Yef/1V:. 10 65 15 ''o Peak Hour Factor 0,87 0,07 0.87 087 0.e7 0.87 0,67 0.87 0.87 0.87 0.67 0.87 Peek How Factor 0-87 0 87 0.87 067 O.tl7 0 67 0 87 0.67 0.67 OAi O.p. HotrdY lloW)ale-(vph) 23- ta SA f i 34_ -17 29 259 29 11 224 0 �}ouily_Qd),tuts(wp - 11 9d 17 23 Pedestrians 13 6 9 Podosldana 3 Lono:Vykllh lttl 1V.0�. 1 -•9.0 t 0 tons V�(dih_(I11: J.0 - Walking Speed(IV,) 4,0 -• •• 4.o 4.0 Walklrg Speed(IV,) i0 4.0 P•BtcsMBIOGirps -1 Pojoe,M'Olockrigu o 0'. Right turn Unto(yen) Right turn Pare(vth) McAfan type None 4o1Vo" ;fa j�1♦• .',�y ?6p{(ly, M idea type - Nano Nano Median storage veh) Median storage voh) s&r� ups,IfOtim'si Poll 0 97 ?• v -+ Upsgaam,Ignw(to .- 9 px,platoon unotockod px,platoon unblocked VC.convicting voliim. 637 608 2411 666 506 2a2 2#w�;#42si1X��r'i yC.conn.clinn volwne 333 267, 60.,. K7�:;n�,5.'alullil�.,9t-; r•�-.>sl+?off VC1,stage 1 Cant va vC1,stage 1 cont vol 42.stage 2 conl via VC2.logo za;nl+ul VCu,unblocked Vol 637 608 248 066 S96 262 243• VC.,unblocked Vol 333 287 00 347 265 let 02 11 14,bingl is) 7g '6:6' 'fl 7,1 6,5 6'2 -4 ;; _ IC,single15). 0,5 6,Z 6 S Ic.2 slag.(s) tC 2s_l_agqa(s) 1F'(6) 3.5 4.0. 3.3 -3:5 4_a 3 3 2,1 IF o x _ a.5 4 3 ;.3 1 5 Po queue free x 93 76 96 96 91 96 93 io po queue free Is a$ 64 96 95 w 9e BMtipgc}ly,(vonrljY.:: 141 39�'..,,78tl;. '2+18:-'�.!DO,s?5,3; '(012 .:..-- - �:;Y� cede t►.=D�41114411)�.._ .539.4s,602 _ �r Volpip;tofah; �� 61 316'^.:24( VWfiJ1Y �9 Volume Left 23 11 29 it Volume Loll 11 27 fl V0IN4ift-Mf :AVt'{ w "1Y..:;2p a Go�yidsa� ' cSH 435 424 1312 1275 CSH 827 634 te03 1474 �utRrif8'O�I�IIt'�..-�" ."'43t60S.0�7: g.D{ �(o�l.�T+oy.:rif:0.7)tQ:DI Quo"Length(tt) 36 13 2 1 Queue Length(8) 19 10 1 2. r Cdnlrg(C>eWY ,i,4T ,A Gcnliot.4cky'(cJ.' JUV fUW D.4 9.6�. Lane LOS 9 a A A Lana LOS C B A A 1C1iRrd)1ch1QPMY'd14'�' i•. App{oath'OolfiY/f1�i.�:�,'iY2�°.•.F{,'�fd:6`".� .. Approach LOS C r B Approach LOS B B )- r Average Delay S.0 Average Delay 6-7 Idllir x1!0pCpbA})IygA16ti110i( Ij ii Inlline,,CriCam J AnalysisPeriod raf 18 MYtyels Period(min) 16 � � ..ti.4i9i3 'ei3 %•.*1.,:L.. :v� Baseline Synchro 6 Report Baseline Synchro 6 Report Marvin&Associates page 1 Marvin&Associates Page 1 HCM Unsignalized Intersectio icily Analysis 6:Lamme&Bozeman 1/5/2004 HCM Unsignalized Intersection Capacity Analysis v6l2004 1 47:Lamme&Black -A , 1 ( f � 1 I* -► 1 f •- 't 41 1. pAECOIfSafii7 `=EEB� i-CefiS"ldU N9SAAW9»'�NAH iNBF7 89L*f�SB1 $9A ale Conbgwatbns ! t o, Stv�P Lane ConllOuratluns •A •1• •3• •J §IgaCohlrof:: - r' - FreO fine' Slojl, Free .,a Fine' Stop Slop Grade Ox o°;. Ot/i 0'4 Suzy Comm'. - - 0% �` - 0°.S Ogy VolumO.(Jet1m).. 5 70 15 20 65 t0 i5 70, 35 10 45 t0 Grade < '45. 5 Peak Now Factor 0.87 0,67 0.87 0.87 0.57 0.67 O.S7 0.S7 0.87 0.87 067 0,87 Voupdoivoll1h) - --.10 95';-x5. 1G 'Ob_- t7 -,:7 8G 1_ 5' Peak How Factor 0,07 0,67 0.57 0,87 0.87 O87 0.86 0,80 0.1r 060 O52 067 Hourly now rale_(vphj: G B9 11 23 '60'" 11 17 8, 40 11 54 11 11DV(ly7Oa><V 141d LVpn) --_tf log-:.itp•.:-I b .59P 11:-, 6 -80 -17 U 52 0 Pedestrians 6 Lane W)d1(0)_,- 12-0 44.0 4o 9.0 6 9 8 4,0 4,0 f.0 4.0 Pedestrians to.0.. - - Walk)ny Speed(IU►) tbQl - 12.0 0 0 t:ane"i1Wf�jkf{Ra(f ` 4.0 4 0 f.0 Parcenl.Blockage= _. P.i."q S�pe50(Ns _ _4�rk ` 1 Right lure oaro(veh) PGIkrllBl4fil. i.;t'_::"..G1a°L =,., Median type None Nohe Right 10111 Rsre(10110 None. - Nona Medan storage veh) rAoQ(fl0tiflig."t yu i ws' ',:g/t[tra y d1{�t�Pitll3ic. Upstream signal(11) Modian sla vent .. _ (Fr..Ty. pX,Platoon unblocked Uysir}fppL' tl1U."'�'. -� .`t�l ve,conrfkongy*Aam .:90 -102 273'. 247 103 3"f 244 89 p)l platoon unblocked pA 107f � 202 258 141 3U5 83 VC 2f,clage{cool VolVr,E kk-ywma VC; - 51*20-2toadVol VCl Nape1 colt vol Y � � 102 _ 273 241 103 321 244 89 v`_R` .1 °�'1dOMMYd1. ! "[.. ,> . . rGu.unDbckod vol B0� vCu.unblocked Vol 80 116 92 258 141 305 207 83 lC,single(s) 11 - a.t 7.1 B.S:--6�' 7 7 6 5 6 2 0 o It)' 4:1 ``_'04'-.-4:1 71 v`.5 0 2 '-t 8,5 8.2 IC.2 stage(s) _ '..2 3,5 4.0 3.3 35 4 0 3.3 IC k}to IF As) 2:2'1 1C 2 sage(s) � 3.5 1.3 3 1 J 5 4,0 2% p0 queue free% lOD 8, 97 68 96 31 92 99 IF tSF :. :-__23 - ;3' >, )ad; 614 845 942 531 642 962 p0 quouo eoe% _B9 99 089 98 90 92 99 cm l CapaGty,(ve)d1 1)> _ 16,0.1 , G33 e9a $ee 626 970 e (i�`iT . cM cap5cl(�vblylt)."L�-Sl;<:_ +� -.-� I>,fdbll0rteL7Rs�ae•°ee>< ';r• '._i"���Y VolumeTota1 J03 1 138- 75 Yo(uln6TP)9{' 119 Volumeltrrt 6 23 f7 11 Volume Right 17 11 40 11 Volume Lon c5H 1501 1487 705 655 Volume R(gM.. 29 11 17 0 __.. ..- - cSH 1517 N28 667 641 Volume to Copaclty 0,00 0,09 .0 20 011 CSHMe lu CapGcily. 517 Q01 0.14 O.fO Queue Length(it) 0 1 16 10 volu .2 Queue Lnroth(n) 1 I 1z 6 Cotilrol Delay it) - 0.4 1.7 10 . 11 Cooupl.Delay(s)- 06 10-17` 112 Lane LOS A ,7 B 0 Lane LOS _ APPfO3O Delay.(5) O.f �t,7 tt,a, Appr04Cl°Delay(s2 -�' DB9. 1f9 - Approach LOS Approach LOS B 9 to lilta•bcStLw8d 1rFSn�t ' `-r i�'�'3 - °'•zn;�--. - ,-s3 Average Delay 6.2 Avoraga Delay 1.9 Intersection appol y.U4ilvajwn." --.28.4a ICll_-LevefoFSeryice: `Af ll(hUatan -'73',$!4 ICU LovtpCo)-SBrvifp- Analysis Po iod(min) t5 jmuradfu'ri,CnP�IY. - - - - Analysts Period(mill) .15 ' Baseline Synchro 6 Report Baseline Synchro 6 Report �- HCM Unsignalized Intersection Capacity Analysis HCM Unsignalized Intersection Capacity Analysis 24•Beall&Tracy- 1/6/2004 16•Beall&Wilson 11512004 ` 1 I /� \' 1 ✓ rtntuGnr�Erwolwa�weR6} 9�E7tcsol�aF}@ � tmrat4+r1t7lScAltt?'C}NIYA h'0P T_y,S-8 Lane Cool no 'j' •i• __ �.. !�• Lane ConfguroJona (. -•t Free Grade e 0% 0% Zg1R1)'."L`')�•+`�r •,2�F,{ 4ta�'>,.-..'� .r7:-s::�:-' (I iH t acP free' Grade Ox 0• Ox Volpme(vetffi) - 5. 't5 _0 tU 20 150 5 10 10 '220 :15 10 150 Peak Hour FagOf 0.87 0.87 0.07 0.67 0.67 0d7 0.87 0.67 0.87 067 0.07 0.87 Peak Hour Fodor 087 0,87 0.87 0.87 0-87 0.67 0.87 0,87 0.87 0,87 0,87 087 {io tj'(i Pb) .»A:'�t1 Ai•a Hourly lbw at*(vph) 6 17 23' 1/ 23 1P' It - '233 17 it 172 a Podestdana 13 10 siballf3 3 Ya!t9,11�U1ialti i'.. c--rA. .,.-• v Poduvians ° 9 Welk) $ ed 4.0 4.0 4A f.0 Lena Wl- (ql 120, 60 n9 De lots) Walking Speed(IUs) 4.0 4.0 FetceRFe}ocks0e. �:; :-' ,.'��•+ - i,-0 1. Rlgbt turn flare(veh) PtuceN BMtka e - 1. -,•s+ .z - }d'a�1in7 Right cum flare(von) _ ht0dlan storage von) Median type None Norio_-, _:- Median storage 1psirwm.fiD491( + veh ) G14 pX,platoon unblocked UPalresm signal(n} uC;tgrn0ltlifi.0lume 26 -11 pX.Platoon unblocked vc 1,stage 1 cant Vol vC.cogl)iplLrAgYWbie 500 495 18a 527 }�0,•.•265 t?8 .274 vC2,slego 2 cont vol v1:1,stage 1 Cent va vCu,unblocked Vol 26 69_-_-- --- t37 �. 7 134 N 33 vC2.syrgo 2 ebfrwol<: (�t�;: vCv,unblocked vol 506 495 l 184 527 490 266 r176 2 1 2 s1090 5)::(s) ' '.. lC.singla(8) 1•I 7a 6 5 6'2 7A r, 0 6;S -4? 4. IC,2 lope tC.2 stage(s# _ IF(s) 3.5 4 0 3 3'; 35 4.0 3.3 2�2 2.2 pp00 Oueve Iroa% 100 100 00 M p0 queue(tee 99 96 97 97 95 99 09 99 :lcaprtitY(vehm) 1505 - .t - - cM'espnCNY.(ye11iA)�'' 445 �488•-, e54_,.:.,az6:::?46P.. 77a-�1306•.. 1285 Es:4'jWW1+--NEul�,s - i bw"r:"4ii'•+ votumltTolot 46 - '20' 12 Volume Len 6 0 0 8 Vo-mo- otal :..:;., ; 21t2,: 190 -«5ri� .'a - vonnno Right - 11.. it. 5 volume 11 Len cSH 1585 1552 1103 616 Volume Right 23 •;1 7 E ''. Vavnle I0,C4p4c Y, Q.00_-0,00;%Ubas. r CSH 0i; 1306 1265 _ OucueLcrc,{In(tp 0 0 -10 9~ Vdume to Cop9cay 008 ,9.0p„ M 0.01 a Control Delay(sl. -0'0 tS - QueueLengthth), 6 7 Lena LOS A A B A: Cool Delay 7s)" 11:5 } ."OA 0s,-' , t+uu7d'e"i0_Anr4r(s); 09" Ls te, Lane LOS B B A A Approach LOS B A Approach Oaliy(a) 11.5 .12,6 0.4 Approach LOS B 6 d Average Delay 7.4 _ 1 F nlial J , mioraKdlon'Ciayaeltyvi 1p6j�ts' 4,29kb'sssF Aver e 24 - knot sis Period(rtdn tb Iplet tlblf i'k)ti@i0ar-.,;•. 28 1, r¢. IGU L vvl y,St�'ci 'A _ a• p i,.?y�'�► Anaytis Period(min) 15 'u•, _ Baseline Synchro a Repon Synchro 6 Report en.,....,...n..•.,.rare� o..,. Baseline c---+ HCM Unsignalized Intersection Capacity Analysis 1/512004 31:Beall&Black * I „� �• a "�3�@�;�,�,x�raseew;:si�7a+�'s�ez Lane ConhgurationsFree Freo SgnConlrcl Stop Stop Gwoo OY. 0% Ox 0% Volume h'el�} 5 1G 5 5- 5. 5 5 65 5 35 5 Peak Hour Favor 0.57 0.67 0.81 0.57 0.07 0,87 067 _0.87 0.87 0,87 087 0.87 11our1ytlQy�_r3SirZt+ph)}- -6' -17 d __�--8-:,'8.:. G - d ..76 6 6 Q 6 Pedeshtans 5 - 9,0 ...- .. _. Lenu Wdtk'(R),. 120, - - Walktng speed(tVa) 4.0 a,0 Pelcgm Blockago 0 0 Right tum nave(veh) Nona N6 a _ ..._ .. Median sto,"o veh) pX•platoon unblocked vC.connictingOolume, too. .152.:::48 158 81 80 vC1.stage 1 cant vol ,. rCT,a[ogo 2 control _ . vcu,unWocko vol160 152 48 158 152 81 51 4 tC,atnyle'(s)•' i"' `'�1 .§:S�r-:.6;2', T.1 ,,:;6.5 :6.2 d:.}. tC.2%ta0a(a) 2 ff(s) 0 3.3 22 s,5 A:D' 3.3,':,35 4 ton pO queuo hee% 99 98 099 99 0o 100 cM capacity(v Wh) 764 73".-f0)7 782 73'2 •97t1?it�9. 1St7 T Twmm Volume 1901 29- :17 88. Volume Left 6 6 6 6 volume RNM .�.b)a'i ,6� - 6 .6 - - cSH 766 t18 1$40 1517 volume to caps6ty 0:04� O:02 0.00' 0.00 Queue length(h) 3 2 0 0 Cortrol,Daloy(o) c`5's.�>�..--`-- Lane LOs A A A A Apprpl cq Rehry,o) 4bZ,_'�X,6.� 0,5"�rs0 %:• Approach LOS A A Averago Delay 2,9 A IntoraocOon CapacAy Uel¢uuon 16.2�. 'LCIh'Levelo{'S.eivicej `tA Ma lys's Period tmin) 15 Baseline Synchro 6 Report Capacity Calculations Existing Signalized Intersections Peak PM Hour HCM Signalized Intersection Capacity Analysis HCM Signalized Intersection C /Analysis 13:Main&Wilson 1/512004 11512004 21•Main 8 Tracy •a._•,...�.�ras�mou+e.�.�.aTx,C1R'S'No[3�t�'EI'1�1301�@Btl�16T�H�[44a36&'a.�id.'I�ASBR ,>X�1 1F1C�i°F�39QQt{4: ��i,�y�px`Ltd)Arn.''"�fiL<y:81i7i!xi:3::R Lane Configurations 414 0 1 b 4• Lane Confi ura6ons dh •(j• 4• •A Ideal Flow(vphp0 ;1900 IWO 1000 1000 1g00- 190o' IWO IWO' low 1900 1900 1goo )coal Fldw(;hpn 1900 19D0 1 00 Ig0O t90g 1000 1900 1900 19C0 t900 1900 1900 Total Lost time(s) 40 4,0 4.0 *0 40 Total Losl limo(s) 4.0 40 40 4 0 Lane UOL Facto( 0 95 0.95 f.00 1,00 100 Lane UW.Factw Q.05 0,95 I,00 1 00 Frpb,pedlbikes 0,97 099 1 DO 0.98 0.96 Frpb,pedillAss 0,98 0.99 0.96 090 FIN).POdl*Os 0.90, 0;89 -0.90 1.00 0:91) Flpb.ped7bikos 0.99 0.99 ': _ 0,96 09; Fit 0.97 1,00 1,00 0,97 0.98 Fri 0.99 1.00 0,98 0.95 Fit Protected ".AM.. 0199 0.95' 1.Q0 100 Fit Protected To6',: I(to! 998 0.98 Said.Flow(plot) 2792 2012 1276 1420 1432 Said.Fbw(pWool) 2855 2931 1358 1305 Fit Permitted 0:03 Ub9' 070 t00. 01, FitPo1M11i¢d' 393'- 09Y'•� 093 0-04 Satd Flow 1perm) 2810 2602 943 1420 i105 Saki Flow(parrot 2666 2730 1288 1245 Volume,Ivph):, l5, 180 55. 40 :45. 10 55, 85 20 10 tU5 t5 yoidme 16 ISO 20 20 Z40 _.�6 20 30 10 15 15 15 Peak•hour factor,PHF 0,87 0.87 0,87 0,87 0,81 0.87 0.87 0,87 0.81 0.87 0.87 0.87 Peak-hour factor,PHI` 0,67 0.87 0.8? 0.87 087 0.87 0.07 0,87 0.07 0.87 047 087 Adj:F'bp•(vph)' 17 207- 63' 46, 282 11 63 Be 23 11 121 17 Ads.Fbw("h) 17 207 23 23 276 6 23 M4 11 17 17 .17 RTOR Reduction(vph) 0 36 0 0 4 0 0 13 0 0 8 0 RTOR Reduction(vph) 0 13 0 0 2 0 0 6 6 0 10 0 Lane Group Flow(vph) 0 25t:�. 0,' 0 '335`- 0, 63• .108 _ 0 0 141 0 Lane Group FWp,(vpn) :0- ,_--234 ,..0 0 ;'30,3: 0 - 0 82:: 0 -0 :41 0 Conic Pads.(env) III 52 52 111 114 2!6 86 114 Conn-Peds.(aaa) 166 82 82 166 Ill 74 74 ill Parking(amp 04 4 .0. 4 -4- 2 2- 2 -2 2 2 periling lifhrl ;'a 1 4 - 0 4•, 4..- 2' 2 "2 2 2 2 Turn Type Par. Farm Perm Penn Turn Type Perm Perm Penn Perm Prolectoophesge _ 4 8• 2 6 PrOleckd Phassf- 1 8. .-. ,2. 6 Permuted Phaaee 4 8 2 6 Permitted Phases 4 8 2 6 A4ivated Green;0.(s)' 27,0 27.0 27,0- 27.0 27.0 Actuated Green.GIs).. 27.0 27.0 27.0 27.0 Effective Green,p(a) _ 2oo 26.0 26.0 2&0 26.0 Effective Green.9(a) 26.0 26.0 26,0 26.0 Actuatell VC:Rapti 0.43 OAOrr: :p.43. 043 OA3 A cWaled,gJC Reed 043 0.43 040 _ 043 Cbarance Time 3.0 3.0 30 3-0 3.0 Cleara Times) 3.0 3-0 3.0 3.0 Lana Grp Gap-lvplg 1131 n28, 4 615 613 MI. t nce-c-M,W11 '1155 1)63. 558 b40 vls Ratio Prot 0•09 vls Ratio Prot _ wk Ratio Perm 0.11 c0.13 0.07 c0.11 via Ratio Perm '1.0 e0A1 co 05 - 0.04 v7c Ratio 0.22 0.30 0,15 0.16 0-23 vlc Rdbo 0.20 0.26 Oil 0.08 Uniform .d1 1 Delay. 0.7 tta 10.3-= 10.4 10.7 to.1 10.0 Y Uniform Decay,at 10:6 10.8 Progression Factor 1.00 2,03 1,00 1.00 1 00 Progression Factor 067 0.70 1.00 1.00 Incremental Delay,d2 '0.5 - 0.7 0.8 0.6 0.9 Irlcromenlal Delay,d2 0.4 '05 0.4 O.J Delay(a) 11.1 23.1 11,1 11.0 11.© Delay(a) 7,5 8.1 10.6 10.2 Level of Service B C a B Level of Servce; A A B '8 Approach Delay(a) it 1 23.1 t 1,t 11.6 Approach Delay(a) 75 8,1 10.5 102 Appioacb LOS B C- B 8 Approach LOS - A - A 13 .: B HCI4lvemgs,Corlioi.?e)aY 15,4 HG1.1.Lnvel of Sarvg4 ; !'', -5n HCM Average CdnboYDetay - -.&3 HCM Leveler Se -A V HCM Volume to Capaaty rated 0.27 HCM Volume to Capacity mHo 0,10 M;twlud Cycla LongN(s). _ G0.0. Sum of WN Irmo(s) ' .OA.r pctuvla(I Lim 60,0 .Sum of teal tl0).e.(s) 8.0 Intellection Capacity Uu1iz10on 51.8% ICU Level of Servk:e A Intersection Capacity Utilization 44.7% ICU Level of Service A Anaysls Period tmin) 15 Ir - ° , Aneyab:PmtodYa+ii)' 15 c Critical Lane Group c Critical Lane Group Baseline Synchro 6 Report Baseline Synchro 6 Report Marvin&Associates Page 1 Paoe 1 Marvin 8 Associates HCM Signalized Intersection Capacity Analysis HCM Signalized Intersection Capacity Analysis 35:Main&Bozeman 28:Main&Black 11512004 11SY2004 •- I 1 t f -• 7 � � 1 t �' �► ♦ � K4Z(f01i1Lntf+�aie�•as.� 1ji�gff�NBR�llagrrt�k;�x/a.1b=r$� FAilVA7F� 81 Y13 �f;Ql s�87 'R(BEY,if15019,1.'� (iF'c l� Lane Conl wakrs .Yj 4U `171,,,55)i Lane ConOgwabom, .JJ. _ .jj.• .t .j. Idpat Flp)y vpllPq, 1800. 11ip0 .1900 1900 10�017 1900 -,1000 1 Ideal Flow,;vphplf "'iS�00,;190Q 10N0-19W .t900,'_7900 i000 )900, 190,o' t900 1900, 1900 Total LoalUmo(s) - - 4,0 900 1900 IWO 190D 190o Total Losi bme(s) -4.0 4,0 4.0 4.0 LgheLyL;F9dpr:, '10 05' 4.0 4'0 4 0 LanaU96•Factilt-.".'. . OASc r `;Q,g:,. 1;OD.' - 1.00 Frpb,poliNkes 1.00 O;qs 1.00 LW Frpb,pedUkes 0.94 0.99 0.98 0.97 Flpb,pedib6res 1.00- 1.00 099 0.99 Flpb.DedJbdtes - _. -;0.9�- ...'0.99.' - 0.96 0,,9,9 Fri 0.99 too 1.00 0,90 Fri 0.96 0,99 0.97 0.95 Fit Protecled 1.00 1 0.9D 097 F9 Protected 1.00 too 0,98 0.99 Said.Fbw(pm) 2930 OO 099 008 Said.Flaw(prop 2643 _ 2912 1371 1334 Fit Permitted.'. - p93. 0.93-- 1432 1400 Fit Permdled 091. 0,93.•. 0,93 0,98 Sold. Ss Flow rm , 0,97 2741 2774 0,94 +In`t 1" 1b_ ISO 18. .6. .220 -:10. f0 t440 10 1s 20 f0 Said Flow(perm) 2662 2730 t290 5298 V e-' 7332 Volume(Von) 1b 185 :2b• 15, 210'; 10 30 45 '20 10 ZO 20 Peak-hour factor•pHF 087 0.87 Orel Orel 0.87 0,87 087 Orel O87 087 O87 Orel Peak-how factor,PHF 0.87 0.87 0.87 0.87 087 0.87 0.87 0,87 0.87 0.87 057 0.87 Adj,Fbw(vph) 17 207 92'. -1T' Ad).Fla&(vpl),-„ 17 211r 29. --1T '241. `':I1 34 52 23 11 23 23 RTOR Reduction(vph) 0 7 0 �, 11 11 46 :11 ::17 23 11 RTOR Roductldn(vph) 0 16 0 0 5 0 0 13 0 0 13 0 Lane Group Flow(vph) 0 :234: 0 0 277r': 0 0 02. p 0 6 0 Lpn4_Group F).*(%-1 0. -243.- o, 0 264 0 0 98 0 0 44 0 Conn.Pods.(Imr) 13 12 12 -0 45 0 Conn.Pads.(Oft) 141 84 84 141 61 76 76 61 Pwkini;(#fir). g 4ii -_;4, 0 4._ 1, 22 20 20 Parking(811u) 0 4. 4`- 0 ':4:; 4 2 2 2 2' 2 2 rum TYf» Perm -2 2 2..-. 2 2 22 Perm Perm Farm Tufty Type Perm Perm Perm Perm Proteeledj+hase}.,; { Protected Phases- - 4 8 . 2 6 Permitted Phase 4 - 8 ...;8. „2 2 6- 8 Permitted Phases 4 8 2 6 A41val,sd Green,G(s) _ 35.0 35.0 RfJua{ed-Grcen4'O;jea,, -2ZOr -27,0 '27.0 27.0 Effective Green.If(s) 34.p 3�,0 36,0.- Eaective Green,g(s) 20,0 26,0 260 26.0 Actuated gfC Ratio.. 0.0 34'O id.0 31.0 03.0 0jY6 Os6- A dUaWd'e"be ••0.43 0.43. 0,43 0.43 Cbarance Times 3.0 3.tl 3.0 3.0 Clearance Time U) 3,4 30 3.0 3.0 via R do Prop.(WAY•` 1228` 1241"- 996 Lana Grp Cap '1154 n83 65D 562 vls Ratio Prot 82D v1s Ratio Prot v/s'RAW Pena,:, 0 09-_ - vlsRatid:Pemr 0:10 :;:'jc040r '.c0iOB,. 0.04 vlcRatio 0.19 ,.rA,10. .- ',W:OS' 0.04 0.10 v1s Ratio 0.21 022 0.17 0,08 Unffwla;Doly,•df - - 6.19 �29. `0.06 Uniform Delay,'.dt f0.o 10.7 10,4 10.0 Progression Factor 1.00 -qi 120 Progression Factor 2-13 L00 1.00 1.00 InerOA14(01 Di1q;d2`: .,0:3, 0 82 l oo 1.00 Incremental Delay,d2' 04 0.4 - 0.7 0.� Delay(a) 13.0 - 0:4 Or 0.2 Delay(a) 23.0 11,1 11.1 10.2 Levej'QFSe(vko:' - • 8. 110 12.5 12.3 Leval of Service C B $ B ADproaon Delay(s) t1.0 B B 0 Approach Delay(s) 23,0 f 1,t 11.1 10.2 Approach l05'' ' _ 11.0 12 5 12.3 0. _.;,.. Approach LOS: - .� 8.r .. 9-- >,k10y- 12.0 IdiSo+iic- '� HCM Avers eConbol HCM'vaiagO C'onV61 t1eley, J+'`.95:,5; HC51 LOyel of Seryke i8• HCM Volume to Capacity ratio ,0 t 7 'I. 0 firm Volume to Capacity retie 0.21 Achisled:Cjpq IAA91 ts).:. 78.0 Syrde((oa)prns(s)-, - Actuated Cycle length(s) ,, 60.0 Sum of toal lime(a) 8.0 Intersection Cap"Uto tbn 39.8% ICU level of Service Intellecton Capacity UWation 40,0% ICI)Level of Service A Aaa)ya)s periotl'(gibil:= 15 A Analysis Period(min) _16 C Crikal Laos Group - - c Critical Lane Group Baseline Baseline Synchro 6 Report Marvin&Associates Synchro 6 Report Marvin 9 Associates Pao.1 Facto 1 HCM Signalized Intersection Capacity Analysis HCM Signalized Intersection Ca Analysis 42:Main&Rouse 17712004 12:Babcock&Wilson 1/5/2004 fd'oveln`aI?P*.ti.(',{$:%ufTih t}1�dEeRiFS49eiSWgYs1EP2 R9%}7P11 17Bk Rt 4s1iL Stfly3fSffR prbLeO�n 13yjmrEyllf&EE; )HB$SSapir" BTII'Pttt�¢SHLt35 46 Lane ConNurallons 0 tJ. I T. jr Lana Configurations 4 t t ideal Flow(vphpq law, 060 19DO 190D It",1900 1900. 1900 1900 19,00 1900 1000 Ideal P16*(v0ip1).;. .. 19i(Q ISM IW..-'1900.'.f900;7(j10o 1000 low low low 1900 1900 Total Lost lima(s) 4.0 4.0 4.0 4.0 Co 4.0 Total Lost fares(a) 4,0 4.0 4.0 4.0 4.0 Lane Vill,FsV(H '0.05 p'AS ).QO- 1,00 1,00 1.00 Lane Ubt Factor 0.95 - T.00 1.00 1.00 1100 Fipb,pedfoikes 1.00 0.97 1.00 0.99 1.00 0.94 Frpb,ped/bkns 0.99 Im 0.96 1.00 1.00 Flpb,pod/blkes '0.09 LOO We$ t.00 0.07 1.00 Flpb;ped1091e6 1.00 .•1,00 - 1.00 0.97 -1.00 Fit 1,00 0,9a 100 0.00 1.00 0.83 Fit 0,07 1,00 0.55 1.00 1.00 FIFProtocled 0:go'. 9:44 Dills„ 100; OAS•_•.. .Sipe Flt Prig(rttWtl. 1:00.. _ ,,._..._ 1,00. -1.00 •o.OS. 1,00 Sold.Flow,(prol) 2037 2801 1368 1403 1390 1195 Saki.Flow(pot) - 2665 1492 1208 1376 1492 Ftbvorrty0otl' '0:07 .. :'fw•:,. •_.t♦bjlr�i'''...t.00' O;OL. 1:00 Fit PepNtlod too 1.00 00 •-0.08• d,00 Sold.Flow arm 2570 2801 1360 1405 017 1195 Said.Flow(porm) 2856 1492 1208 959 1492 V411imb:jvpfi)'" 35 '-065` 0. " 7.::;70 '•' -65>.._T,FSci{;.0-. 30 Volume.(vph) 25 too !IA 0 01 0: 0, 130: 90 20 170 0 Peak-hour factor,PHF 0.67 0,87 0.87 0.87� 0.07 0.67 0.67 0.87� 0,57 0.67 0.87 0.87 Peak•how lador,PHF 0.87 0,87 0.87 0.47 0.07 0.87 0.67 0,87 0.87 0.07 0.07 0.87 Ad).:Flow(vph) 40 190 0'- Os-*; V.Aij% •132. 52 86 0 N Ad).Fbw,(vph� 29 218: 63, '0', 0 0 0 149- 103 23 195 0 RTOR Reduction(vph) 0 0 0 0 43 0 0 19 0 0 0 t9 RTOR Reduction(vph) 0 51 0 0 0 0 0 0 39 0 0 0 Lune GroupStoyr:,(vpn) 0 230 '0. :O', :240' 0 1(y, 165'1 0 Be 0 15 Lone.Orgtip Fioafvph) .0 269 0 0 _..0 0 0 149 64 23 Ills 0 Confl.Peds.(8Ah0 40 23 23 40 33 28 28 33 ConB.Peds.(Mr) 15 23 23 15 10 45 45 10 Parking 4e/hr) 0. 4: 4 .0 4 4 .:0.- 2- 2 0. _ '2 Pal"(IN) 2 4 - 2 .2' 2 2 2 Turn Type Perm Penn custom custom Turn Type Perm Palm Perm Prolactnd_PMY9a�' '4' 0 2 - Proloctod Phases. 4 _ 2 - 6 Permitted Phases 4 2 0 6 Permitted Phases 4 2 6 Aclupleo O1ge(i�0-(SY ,Zs,Q. 35i0: 35 0 35i0' 35.0 - 35:0 Aduatod Green,G(s) 9:0 27,0 27.6.:'27.6 27.6 E flectiver Groan,9(s)_ 34.0 34.0 34.0 340 34.0 34.0 Effective Green,9(s) 8.0 26,6 26.6 26-6 2&6 Ac)tisloo,9J0'Ritla, 0.0 1 0:45 045' 0',45, : OAS O:t5 owthilea 00 Ratio 010 062 0.62 0:62 0.62 Clearance Tip js,� 3.0 30 }0 3.0 3.0 3.0 Clearance Time(a) 3.0 30 30 3,0 3,0 LantOrpCap.(vp(Q -t150 1263 An 036 -e10, 59 VenkaeExlonsioO(s) 3,0' 3.0 X0 3.0" .&0 vts Rs110 Prof c0.11 0,13 Lane Grp Cap(vph) 536 932 754 599 932 . ..... .. ._" 0,10 .c0.13 v1s Rno Perm 0.00 0,03 tits Ratio vrol. OiD9: -0,4,7 _ vie Ratio 0.20 0.22 007 0,26 0.21 0.03 v/s Rat*Perm 0,11 0.09 OA2 Uniform Nisy.01 12l7 - ;J.2iJ1 12.0 13.1, 12.4 1;A v/c Rat -0.48' - 0t6 om 0,04 021 Progression Factor 0.66 1.00 1.00 L00 1.00 1,00 Uniform Delay,111 155 3.3 3.2 3.1 3.5 tniefomohial Q0149,.112 :0.4 94 0.2,=" 1:Or'�'� 1'.2 0.1 Prdgresskin Fader 1.OQ - 1.00" 1.00. 1.00 1.00 Delay(s) 6.6 13 3 12.2 14.2 I CO 11.9 Incremental Delay,d2 0-7 OA 0.2 0.1 0.5 Level of Service _ A 0 - B --;El,, a-_- B Delay(a), 3011 3.7 ,A 32 4.0 Approach Delay(s) 8.8 I3,3 13.8 13A level of Service B A A A A Approach LOS _ .A' ::8;. B- .6..'. App-0 Datitr_ial. 1B.li OOi:_.:-. 3.6 3,9 Iniefflyal u - Approach LOS B A A A HCMAvaopo ConlralOc1a7, 12i3. •IjCAJ L`AYel91,Servtce 8,.' - 1) '+ ,;$ HCM Volume to Capacity ratio 0.27 HCM Average Control Delay 8.7 HCM Level of Service A AcNalad•,Qyclo Lehgfts):. :760 >t 071 of Iq¢I:)Jmo(S} :�` O g. HCM Volume 10.9 p);Xy.rove tillzatton Inlersecllon Capacity U 58.0% ICU Level of Service B _ Actuated Cycle Length(s) 42.6 Sum of lost time(a) 80 Inlorsecon Capacity;Uahzation.'- 3A.0%_ . .ICU Lav2f ol'Service., A c Critical Lane Group Analyse Period(mini 15 c Critical Lane Group Baseline Synchro 8 Report Baseline Synchro 6 Report Marvin&Associates Pepe 1 Marvin&Associates Page 1 HCM Signalized Intersection Capacity Analysis HCM Signalized Intersection Capacity Analysis 14:Mendenhall&Wilson 11512004 41:Mendenhall&Rouse 1/5/2004 MOM `}j�3'?�RYG�I°133t�E��p�3���lB6�SNt73k�111I{���SNTi7i'�eNB!?l���BH (ddk�(E;Se b&6�i Yt&B)N 9 9 9M0aicTNAtOYx'1 wwmuNNa Wlypt}(ftaaFfi$`.rSN'wK30IMWi,niS Lone Configurations +JF q j, Lane Conrpurauons .J+ I J. ) I. ideal Flow(vphpf). loop tyoo io•30 190o 190o 1000 1900 19QO, IWO 1900 1901) I9oo Ideal Flow.(vphpn 1900 '1900 19M 1900 1900 1900 I9W 1940 low 1900 Igo 1000 two Width 12 12 12 IT 12 12 12 12 12 9 9 9 Total Lost limo is) 4.0 4.0 4.0 4.0 4.0 Total.to;E6m0tt)... �:0,:: _ 4.0.. 4,o Lane UK Factor 100 1.OD ,.,1.00 t.00 1.00 Lana Ut9 Factor 0.95 1.00 1.00 Frpb,pedAkkes 0.99 1.00 1A0 1.00 0,99 Frpb,pe01k65 - - _.__100.-e - 1:D0 009 Flpb,Ped@ikes 100 0.02 --1,01_, 0.0 1.00 Flpb,podrbikos 1,00 099 1.00 Fit 0,07 1.00 0.99 1,00 0.93 Fit -_ .0.99 -VOO 0-97 FB Protected __ - 1,00 9.05 1,00 0,96 1.00 Fit Protected 0.99 098 1,00 Said Flow(pro-') _ -1428 1421 1477 1424 1374 Sold;Flow tpxot) ;Ve _ 1620, 1286 Fit Permitted L00; - 0.,¢2 ,1;00 6.63 too Fit Permitted _ 099 0,90 1,00 Sald.Flow rm• 1426 934 1477 241 1374 Sold:Flow.(fismi) :928:; tAflif 1286 Volume tvph) 0 0 0 5 70 25 •50. 165 10 15 100 85 Volume(vpb) 0 0 0 65 240 t5 45 70 0 0 65 26 Peak-hour factor,PHF 0.87 0.87 087 0,87 0-87 0,87 0.67 0,87 087 0.87 0.87 0.57 Poak•hodr factor,PHF 0.67 0.67, .DST :Q,07>,O tT`"�0:l1; 0,1(7 0,67. O:al 0.87 �0.81 0.67 Atli.Flow vph) 0 :-0 0 6 gQ Re, 67 190 .11 17 115 98 Ad).Flow(vph) 0 0 0 75 270 17 52 86 0 0 75 23 RTOR Reduction(vph) 0 0 0 0 26 0 0 2 0 0 23 0 RTOR Reduction(vph) 0 ;tl'; 0. 0{;S-'a 0 '0-" 0' 0 0 9 0 LanO,GrdupFkWjyph} 0i.._,'0 .-0„ 0 89' :g 67 -199 -0. 17 190 0 Lane Group Flow(vph) 0 0 0 0 360 6 0 132 0 0 89 0 Cori Peds.(f r) 4 6 6 4 9 4 4 9 ConO Peds($/or)- t0.' 15 1S to 32- 38 38 32 Parking'(8dir) - 2 2 -2 0' 2 ' -2 0 2 - 2 Parkiny(tlmr1 2 4 2 2 2 Turn Type Perm Farm Porm Turn Type_ - - --Perm. - Perm PrOlectetl Phases - 8 2 6 Protected Phase$ 8 2 6 Pormliod Phases Permitted Phases Actuated Green.G(s) 9A 5ks., -65:5 665 55.5 Actuale l Green,G(a) 10.9 294 29.4 Effective Green,Q(1) 0.4 54.5 54.5 54.5 54.5 Etorwve-GleeP gIs) 99 26.4 284 Actuated WC Ratio 0.12- 0:71 0.71 6.77'Q:77 Ac"Ied Q Rath 0 21 o.61 0.61 Clearance Time(a) 3.0 3,0 J.0 3.0 3.0 Cfeaisnce Tkrye(a);,;,, .- 3 0 .. 3,0 30' Vehicle exiniFUe(s) - Y0 31.0 3'0 - 3'0 3-0 Voh{t1a Extembn U1 3.0 3.0 3.0 Lane Grp Cap(vph) 1 169 718 1135 725 1066 Laoo:Gry Gip(vph) '-i6261°' _ 911 790 vh now Plot �. -�!?:.':- 0.14 iD 1.6 tiro Rslb Prot - � � 0.08 v!s Ratio Perm _ 0.08 0.00 0:02 vh Ratio Parm - - '0.13 c0.09 v!C Retb ;.,a^I,•,&M;.V111t . -.Alp, -000 .0:18 0.02 0:16 vVc Ratio 0 58 0.14 Oil Uniform Delay,dl 20A 20 2,2 1.f1 21 Umfo7r0,.gelays dl. - 163 _ :3aY-. .. 3:.7 Proprassi3Op F9c(ac`..:;':yy� r;bL,�•:a�'.v:+",?f�9W t.00 ',.I.00 100 1.00 Progression Factor _ 1.00 1 00 1.oo Invomenial Delay,112' 3A 0.2 0.3 0.1 0.4 InvarOenlal Del@Y,q2 ,. _ t 0.3? " :0,3 Daley ,.n,_ ;�,'+' - 17 4 '22 2.5 2:0 2,6 Delay(s) 17.6 4.1 4.0 Level of Service C A A A A Lev el of$esvlcg :,...:-.. .,._. '�' ,B A,.- :A Apprwob_Do*(4) b,0'- ;__•.i�.�4 324•"- _ :,5 Approach Delay(s)_ 0.0 17.8 4.1 4.0 Approach LOS %. C A A Approach LOS.: ?d. A ,,. r4'7tar its r�RFs"�71�4D * jf(f17r3pq'ti�,lliu r;��' HCM Average Control Oeby 8.2 HCM Level al Ser A 11 MAverage ConOol QgWy 1 4 i1C 1.ovol0lBervke B HCMN0Iu(r,to Pop'-Wra- 0.27 -. HCM Volume to Capacity ratio 026 Actuated Cycle Length(a( 70A rum of Ill tint ts) 8 0 Actuated Cycle Lepgth;(a)„r. ..,, <0'1 -, .gV)iicf)os1Jl@e"(s) -. B:D, Inlolsoction Cap"'UllkaW, 37,0% ICU4linvo lwa.wo A Intersection Capacity Utilization 33.5% ICU Level of Service A Analysis Period(min) 15 Analy¢ib Period,(n)- 15 .: .- -:. _ _ c CAlcal Lape Group.-•. ,..-1::•zLc°F`'f,' -n c Critical Lane Group Baseline Synchro 6 Report Baseline Synchro 6 Report Marvin&Associates Page 1 Marvin&Associates Page 1 �t `i7 .c.� EXISTMO BVEN7NO DESIGN HOUR EKENDENHALI/N 7TH Axe Type:Non CD O EXISTING EVENING DESIGN HOUR EIVIEN1DENHALUN 7TH R2 PM 01/06rz004 AeulyeN Dwnlon: IS mire. R MARVIN 01/06/2004 7-i PM Cese:MFND1Dy1W.L N7TN EveNn 7-8 PM Ces.:MENDENHALL N7TH Evcning f Lanea Ge.me :Movemenn Serviced Len.end Len.Widths (feel A h Lao Lisle 1 r gIu 0 0 6 Queues Sppitlback in ) j WD Per Lane Average Worst Lane 2 120 Lane Avg/Max Speed (%of Peak 290 i{ NE7 ) 2 LT 12- ) A Groupveh (Mph) Period 20 3 ) 1 T 120 TR 12e j , Fan Wcn NOnh Sash 1 t.Deis L I T I R L L R L T s-120 Movcmem Volu,o n9 0 0 15 Uo 170 3 2e5 0 -0 M I zn r iI ptl!' n 9n cis 090 0.90 0.90 .90 0. 0.90 oso 090 0.90 0.90 EAII16.1 0.0 { I 45 2 ) : 0 0 0 0 1 : ) 0�Gep LTA T .................- ...............--..................Aeeaa T RTORVol n 0 s0WB 16.1 0-0Pds/Hw 0 0 p o20.7 0.0 2{7 I par).MIoW _ ... ... ... I ... I _ -S.". I,0 Su NB LT 1/2 2D.7 0_0 i Pnasr. 1 ) ] 6 ) 6 7 I ped i EB 5 Wh Lit 285 ND LT All 21.5 0.0 - 39 TP i Creee li.f 73.1 0 1 2 ( Ydlod All Red z1 L1 zt 47 SB TR 1l2 21.5 0.0 t 7 z ))3 •� 5 0 C R, Len. Ca v/s C Lene v/c Deley Deley Intersect 19.0 IT 262S 0 0% Ina I===Fw= 'Plefearlerr:lklry-9.9seryveh W.LOS-.% X.P It" •Cn-1 Lane Group S(v/a)Cril-0A9 SIG/Cincme v3.03 Pege 2 HCM Unsignalized Intersection Capacity Analysis HCM Unsignalized Intersection Capacity Analysis 29:Mendenhall&Black 1/5/2004 36:Mendenhall&BDzemnn 1/5/2004 Mr+ivFnt�iltST.f1C1�,3479Tf��kz'r��81�.9gt�4"7AltR�aS�fid'!s'EL?t�!hpEY�198'f{�j�13ftt•�'�01F:3,5!�Pa'�11 1!�'+1BHIl1r'��SYi/:'rSL4F,�' ',t_'�xlanl:�+AnB?iTa7IIay[BP,R�R�fJB��nB'a�HBlxah:�BC'1`•'.7799�1588 Lana Conhgurauons i at ja Lane ConGit mPom a $ H SIgrLCoylrol'- _ 1=re.0' - Ary-e :Stop Sgn:GaNrd fr@.6 ..: f.�$.: - stop Stop Grade 0/ 0% 0% 0% Grade 0% 0% 0% 0% VolurnerVehYli) '.- :d 0;-`:0, 1}.,4;( s �.- 35, 25.: 0:: :U' 30 10 Volume(venm) 0 '0 0 20 200 10 25. 2ti 0 0 15 20 Peak Hour Factor 0.87 0.87 0.87 0.87 0.07 0.57 0.87 0.87 0 87 0.87 0.87 0.87 Peak How Flew 0,87 0.87 0.87 0.87 0.87 0.87 0.67 0.87 0.87 0.87 0.87 0.87 Hourly Flow gala{vph):r'' 0 Os,'A "tyv:- i, er,-40' 29 0 .=4 -34 11 HOurty7loW rMO(vpli)' D -' '0 0 23 230' it. 29:- 29' 0 0 17 23 Pedestrians 14 26 8 10 Pedestrians 22 20 12 13 Cane'Widlhy(R): '. ,;0:0:� .;:,Y12 fl,i ;•i: '7250 - -•.10A Lam WWUi'IR).;..,..,. .0:0: - 1.3,o, 80. 9.0 Walking Speed(ft/s) 4.0 4.0 4.0 _ 4.0 Walking Speed(Ns) 4.0 4,0 4.0 4.0 PercenGBlSika - ....- - - _ _ - - 9�'. :' -0' _. •2S :1 T Pe(cent Blotkoi¢pf - -0 ... 2 Right turn Bare_(veh) _ Rol Iu Am("h) Median ty0e None Median type None None Median storage veh) _ 'Aed'n s';;9eh) _ Upst(eam$19naL(ft); F90: i , :955 :'_'.<'„ - Upstr4em gn6Ijil)', pX platoon unblocked pX,platoon unblocked _ vC,Conflicllrig,yglume' 257., 8`. .>. r,$OB 30tlg' 34�v: 329 -;387 148 vL•;conBkBnpg tie;`.: 2.54 ,,',--;_, 12 ,:227-"`312 32<'�329 '307 150 vC1 stage l wnf Vol _ VC 1,stage i Cent Vol Vet skaga7,!eonl vol: _ ... __ VC2.ilDge 2conjYal:: - vCu unblocked vol 257 8 206 300 34 329 297 146 vCu,unblocked Vol 254 tit 227 312 32 329 307 156 IC,single(s) 4:1 - _ A9• '."-�.75;. B.S;; 64'� 7.5 -6.5 .6.9 IC,-He91e(91 4:1 � ;; 7"5 `66,!� 8:8^ 7:s 6.5 6S IC,2 stage(s) . lC.2 ge sta (6) tF,it). 22.. 2:2, .. :.•35 40:' 1r,3 :3.5 ..4.0 -3:3 IF:(!). -,. _.2.2 21 .,q. . 3;6 4A'.�.:3,3 .3.6• 4.0 313 p0 queue has% 100 99 94 95 100 100 94 .99 p0 queue 0w% 100 99 l a.. 96 95 100 100 97 97 cM capaclly,;(veNh)x.,' T29G`„ <, 1fi0D." ,.<: `w:.-587:-10b`�:,;552 5fi9„'B67 Ct/1� ihtBy(�ehln). 129Y -z;,,. 1555 :, ::.,. 656_ `58+Y'tall . 551r, 58Q 855 . : Vo!wlltl lq(eL 138 1'6 69- -6' Voluf4a'Total' 138'!'12§ 57 40. - - Volume Left 17 0 40 _ 0 Volume Left 23 0 29 0 Volume-Etighl :' -�0 '° 60 "7,1'_ - - Volume:RlgB4? 011 0 23 - - cSH 1600 1700 640 649 cSH 1595 1700 618 716 Volume to C@pablly ::. `9.91-, 0 07=011. :U.Of _ Volume to Capacity, .0,01 0.0T 0.09 0 O8. Queue Length(It) 1 0 9 6 Oueua Length(ill 1 0 8 4 ConUol UelaY.js) ,10 130 - i3 -T40 - •' [ - Cpalf Deloy(0) 1:3 .0.0 41.9; 10.3 Lane LOS ��A B B Lane LOS A B B APPfdacli;N14(5) -- - e-:S,i3 310 :' i,.: ': � APPfo9c11�B)p('(4) ;'0�7. .111 A.•.:Q0:11 - 0,6 Approach LOS B B Approach LOS B B 1n e1�ktiiil�dl(im 1Ye+�6' i13Ev'F'1rYi4iSs 1 Average Dewy 3.5 Average Delay -0 .. fC bevit Sery),pe ;A:: Inrars9ceM Cppa_ily�).Blcabon 29.6°ti, iCll L�evgl:ol Servwa `. "A Infers FOOn Ca act UBhzagpn 30. ....., . Analysis Period(min) 15 Analysis Penoo(min) 18 Baseline Synchro 6 Report Baseline Synchro 6 Report htarvm It Associates Page 1 Marvin 8 Associates Page 1 HCM Unsignalized Inters, yapacily Analysis HCM Unsignalized Intersection Capacity Analysis 46:Lamme&Tracy 1/8/2004 15,Lamme&Wilson 1/8/2004 4" ~ °k- t. r `► l -� M r.F�ba�a eau itra,i[�aL� eL w wit �t as sA c or>>sc e>t I]RAllll -Et31 EBT+'E8._ Lane Configuration 4. ,Q 4, Lute COMNIJ(Allons .14 •i. Slgrt�Coraw r..Stop' Stop. .' Frio Sion Control'' }C... Slop Stop. Frce s, 'Pipe," Crude 0% _ 0% 0% 0% G,ode 0% 0% 0% O% Volume(ve") 5 -30 5- :1Q -2[F 10� � `5 - 10. iq .26 i5 Volume(volVh)-.l.- 10 25 t0 S 10 5 10 60 10 5•. 70'-- O Peak Hour factor 0o7 0.87 0.67 0.87 0.87 0.87 007 0.07 0.87 0.87 0.57 0-87 Peak Hour Factor 087 0.87 0.87 D.87 0.87 0,87 0-87 0.87 0,87 0.87 0-67 0-87 Houily kygrd)s.(yph) 6 34 ;d;. 1T .?3 11 •<B ,29( 11 11: `20 8 Hourly no.late(vpn) I - 29 1" 0 I 5. 11 -02_ 1t '..8••�.-80, d Pedestrians 1 6 Pedestrians 13 B 9 l.ane'Wktlh'(11) - - C - ;0# - 147PVitWlll,00 too F.0 0.4- Walking Speed(Ns) 4.0 4.0 wUAug speed(Ns) 4.0 4.d 4.0 P,oreeM8lockigp• - ":_<0- - 0' , Poi,Am 81aok4gr Right turn flare(veh) Right turn flare(veh) Median Ili - lore - None Median type None None Median storage vvh) Median storage von) ...- Upstream*41810) - Cpsltearn tlgnai IN pX,platoon unblocked pX,platoon unblocked _ vC.2oni6yt)�'v,�lijlSie. --124. 109 3V 132 106`-- 37: VC,conflicting volume 249 234 104 249 251 107 99 iO3 VC 1,stage 1 cant Vol VC 1,Stage 1 coal Vol VC2.5149o:2;Cdh(Vol VC2.Stage 2 war vOi VCu,unblocked vW 124 102 37 132 too 37 34 43 vcu.unblocked Vol 249 234 104 249 231 107 99 103 .r IC.single(%).- '7.1 -,fl .0-2`. '7A „6.5 -.d.2 '0 . 414,.;: . It,,Stogie(s) 7,1 6.5 6- 7-1- 6 5 6.2 41, 4.1 (� J It,2 stage is) Ic.T%laic(s) - - lF'(4):: .- J:'y.,: 4rV,;t.;i�`.3.- 33.-'4:0, 3:3. "-•2:a - 212:. - IF(a) 3.5 4'.0 3.3 3.5 1 33 :2 72 - {j{r po Queue free% 09 98 99 99 97 09 too 99 p0 queue tree% 95 96 99 99 98 99 99 too CM'.epp40044 -V#.:-A ){3... 1Q3Zr-:t{aiTZ7 - 7501 CIA capaC,ty(Vodh)' 071 SIS2 037 OSe 055, 043. 1400 1488 p(tbclida'LrYnLsyaAS 'EeltslWB:4l 'O�SIESBLr'19'e•t+'rJR!!�L" e. ''III! 46' 48.. 40 48 . volwraa Total 52 .23 1$5,' 92 Volume Left 6 11 6 11 V910in0 Len 11 d 11 6 .. V§utne)21gh1:. - ..;g" '-):1'' B - Volump Right tit 0 -11 6 i�lS,i'i' :-�2fF:''Y�y ;- ±•L1 cSH 801 831 1577 1561 - CsH 704 110 1480 1466 Votrim-*L4# 1y 0.06.-.006 0.00; 0t volume to Capacity 0:07 0.03 0:01 0 00 n�c :i:1,:;"„-•`P4^y} 7.Vj jY,,3, Queue (!I) s 4 0 1 Quaua Length(11) 6 3 1 0 Cyniral�, g 4 CO., -0 9 19 A A A A LOS - Control Delay is) 1Q5, 102, 0:0 O.b •,.,L-,;f�,."1. Luna _ Lane LOS 8 B A A Apple§tshbel6Y:.15) - -0 6.,'&0.4 O9rC 19 .,r Approach OeWy(8) 101-5 10.2 q,o:; O.5- - - _." Approach LOS A A ' Approach LOS e B (niialSir5Tm7a'n71iLT`$ g491ftr�CS {., g ay 5,5 Lie Illo(seeuoo icnpacuy vmlralion- 14:9tjG :ICC9,L017o).•o1f6:ai)t(eL. Average Delay 3.3 Analysis Penrod min 15 - imor3uctWil Capacity titillation 2o4%,; :„1C!_L9ye.Lp1.'S_�'iCa�'�jti. ::F y (min) . Analysts Period(min) Baseline Synchro 6 Report Baseline Synchro 6 Report Marvin&Assodeles Page 1 Marvin d.Assor"04 Page 1 HCM Unsignalized Intersection Capacity Analysis HCM Unsignalized Intersection Capacity Analysis 6:Lamme&Bozeman t/5/2Do4 47:Lamme&Black 1/8/2004 -► ~ ` r /' \' 1 lgn'Miffi)03Ekt1RCi+ "fTi 11a 4 CL�,51VUStt4 96 `"�eA fl�91a 9r^* )77,MO`N"o C++WB1ssWBRN`NH fl�T�TJ6f1,�, ULJM_tr 58R Lane con6go al-s j 4- � Lane Con 9 wour ,7, 1, ,1, 8F0nCOnuol Fit'. Frei Stop Slop 1F'710i': - -Fiet, '9lou Stop Grade 0 0% 0% OX Grade 0% 0% 0% 0% Volume(yahlh) 6 25 -. 10- D` •. 5 5 25 _ 15 5 15 5 b 20 5 5 75 5 Peak Hour Factor 0.87 0�87 08f b87 0.8 0.87 0.07 0.57 0,87 0.87 0,07 0.87 f0 5 - 20 5 - �,.. Peek Hour Factor 0,87 0.07 067 0.87 0,57 087 0.87 087 0,B7 0.87 087 0.8) Hoary flow.rale'(yph)- 8 29 ,: .; .."-6 6 29 17 8 17. 6 Hgkgy'Rpralo'(upb 40 is 21 0 0 23-_ _6' S. 17 •• •A pedestrians 5 _ _ 70 4 4 �arr' Wne!Nidth(h). --12 Q. ;12'b B.0 9-0 Prtlesldarts 8 ,:0 f0.0:•. It7 v✓�t�.-��Ifsvtais wolk,rig Speed(IV$) 40 4.o 40 40 Walking Bped owl 4 0 4 0 4.0 Porcont Bbckego,,. - 0 -- 1 0 0 e P$S'lw-Q)o,ckago i 7 'ti'l •9c 6 Right turn Ilan(Veh) Right turn on,.(VOI) Median type �,, ;,.{sv; v!-.•,� r None None K24 j4typo None �[Ot � Modianstorageveh) rcy� Median%labia veh) Upstream St�P31.Q11. .,,h` (l&,sm Signal lh) - _ .,,s�. y pX.platowunblocked �;�,�.-- 127 -109 -48 7<9,.-109�.� '41 pX,platoon unblocked tr"conh(egig volume 38 -. _ nfbcenp Volume 29 zt 60 _ 126 106 03 114) VC 1,stage 1 cent Vol vC1.%logo 1 cent Vol VC2 staoa2 canl Vat 1 f�Ykslage.2,o0rv01 ;f '.; - ucu.unblocked Vol 36 38 121 109 46 143...109 41 vCu,unblocked val 29 60 125 160 e3 121 102 34 IC,single(s) 4.1 4.1 ^1 6.5- 6.2 7.4 W.5 6.2 teo"01o,(s) 4.1 ,+:j(j 4,1 7.1 0.5 0., 7A1 1 IC,2 stage 15) IC 2 sago(a) IF(S) 2 2, ': 3.5- 4,9 3,A 15 4A Jd 2.2 «)�`1 1 2 5`_ {9 3:,, 4' 4 � pO tiueue trait% Soo 99 99 96 98 90 98 99 1L`r" .1565 819, 769 1013 771 769 1024 PO quouo free% SOD 106 99 97 99 99 g6 99 CMcapacity:(") (SQL_ cM'4e00.1y idblina. -a 585, 74; 1)80-,3wilialapm VO1um9 Total VOlbino T,O191 Volume Left 6 11 a 8 6 Volume Lett 6 6 6 5 Volume Right 6 :'b=_' 17 6 Volume Right 11 6 .6 6'44 '?(T�Q ;y' ";� CSH 1568 1568 842 810 CSH 1555 1535 510 022 a Volume to Capacity 0.00 04f-0.00 0.04 Vo0(m0,10:Capacily 0 00 0.00 0.1 4( 0 03;,;r> jj T Queue Length(II) 0 1 5 3 Queue Length(it) 0 O 3 3 Cal POWs),-.. 1/';=.l;p ;,90.:-,96. - C4at10173e(ey(6)- 08 1.2- :-9,5' Lane LOS A- A A A Lane LOS A A A A AF7_P(,0 :D.pWy.ji). .1.1 ADW-oKh tfol?Y.<s). 0"ll .i1, Approach LOS A A Approach LOS A A I4 Average Delay 5.4 Average Delay 8.S Intet000!lfi:Z;apae liorc '17.71i -, ICfI LeVN of;Seryke A IQlenoClloti:CoD+.�{�'UIWti(kon�i.%' Anaysts Period(mini Baseline Synchro 6 Report Baseline Synchro 6 Report Marvin&Associates Page 1 Marvin&Associates Page 1 HCM Unsignalized Intersection Capacity Analysis - HCM Unsignalized Intersection Capacity Analysis 16:Beall&Wilson * 11/512004 24:Beall&Tracy * 11/5/2004 Mtfa'�Y,iSp,4�:S�+FfS���Eer�y.�:� Ei�'v�;G4i79i9R�1kVXeR�?'JBOJ3:i'`iYQ��Y11r38�'�{�iSflUt7,LSN0 bl8A4lTTy nbT+�*z7e�a'ec�+s��1i1R�vi�a a>ir It',o'.E�IT�5:1ti7�fJTt7HR�_";B�,ANBT ND '. y )j�,�,y"q�1i:�s�ta Lane Con6gurasons •F 4. 4. .F Lane Conr1w.lions .F "(• d. 4. Free Free Sign Control p Sign Control Slop S0% Grado F0% �0 0% S0% Grade O% 1J9: 0".e v'/. Volume live") 5 5 5 5 10 5 5 80 5 5 55 5 Volume(v4Nh) -5- 16 5 5 - 5 5 5 25 5 5 20 5 Peak Hour Factor 057 0,87 0,87 0-87 0,67 0 87 0 87 0.67 0 87 087 0.87 0.87 Peak Hour Factor 0.87 0,67 0.97 0.87 0.87 0.87 0.87 0,57 0,87 0,87 0,87 0,87 Hou(lyn6wlatoivpb) 6 ' 6- 6" 6 11 "6 5 -92 6 6 63 6 Hourly flow.rule.(vph) 6 11 6_ 6 .6 6 6 29 6 6 23 6 Pedestrians 4 9 Pedestrians 13 10 3 3 Lane Width(ft) 12,0 8,0 - Lane Width(0) "0 120 10.0 90 Walking Speed(IVs) 40 40 Wal"Speed(Ns) 4.0 4.0 4,0 4.0 Percent Bklckago _ 0 1 Ri hl Wm-"'are 1 1 0 0 Right turn Vista(veh) g. (veh) Madion typo None Npn6 h/edlan gyps None Napa Median storage veh) Me than*forage vah UPS40-signal(nI -' 614 Upstreamol9no)gip) - PX•platoon unblocked pX.P141000 unblocked vC,conflicting volurno 195 191, 75' 2W lot 99 69 102 vC,conflicting volume 14 20 79 55 27 79 55 25 vC1,stage 1 cone vol vC 1.stage 1 cont vol vC2,stage 22o01 vol vC2,stage 2 conl.voi vCvunblocked vol 195 191 75 206 191 09 69 102 vCv,unblocked vol 14 20 79 55 27 79 55 25 tC.singte:(i)`. 7.1 $5 62 71 6.5 6.2 4.1 41 tC.single(!) ,,4.1- 4,1 71 8:$ '0.2 7.1 6:6 6.2 IC.2 stage is) IC,2 stage($I IF(a) - 3.5 4.0- 3.3 35 4.0 3,3 2,2 22 IF Is) 2.2 - 2.2 35 .4.0 _ 3.3.. 3:5 4.0 3.3 99 99 99 go 99 too poquo.o PO capacity(wehm) 7ueue free% 43 695 961 731 695 054 1532 1405 - M capacity ty(el% 1o1 193 W _ 27 31 98 97 99 ry(vehm) 1601 1503 - '868 827 1037 664 527 1030 ' 11 VdbmeTo671 1-, 73 103 75 -- - Volume Told 34 Dli - Volume Left 6 6 6 6 Volume Len 6 6 6 6 VgplmeRight 6- 6 0- 6 Volume Right- CSH 789 756 1532 1486 CSH 1601 1593 857 862- Volume to Capacdy - 0.02 OP 000 0.00 Volume 10 Capacity 0,00... 0.0-D 0.06 004 .. Ovouo Length(11) 2 2 0 0 Ouaue Length(1I) 0 0 4 3 Control Delay(s) 9.7 It 04 OA Contior Delay Is) 1.0 24 9.4 93 Lane LOS A A A A Lan.LOS A A A A Appioatti Delay(0) 91 9.9. 04 0:6 APproach,Delay(e), 10 24 9.4. 9.3 Approach LOS A A Approach LOS A A .F. vemnn'[ats w'11a4L^dTs-� HY S 11Tsr' •" I ffS.='rwMM 13T' 4 3€:1c2f0!)3 TIly'-�TJt�p,'Gyd;,7:3+1m 1k7JiRty:+td?���•z,'xta Average[)slay 2 2 Average Delay &8 Imarsoy6o i capacity Utilization - 19.4% ICLILovel of Set ico A Inlmsoction Capacity Ulluzalk:n 1,7;8'f. ICU Level:of ServKe A Analysis Pe1W(rnlnl t5 Analysis Period tmm) 15 Baseline Synchro 6 Report Baseline Synchro 6 Report Marvin&Associates Page 1 Marvin&Associates Page 1 HCM Unsignalized Intersection Capacity Analysis 31:Beall&Black 1tSt2004 "%� - �C�k6R1TJ'A17tiRk1��R`J�SD.4Z:S0Q Lane ConM15uralli .1. so SigA'Cs�nirot`: - $lop. -_ -.I S wr! Frce._ Free Grade O% O% 0% Volume(velull) 5.• 'S 5 6- ',''S 5, y'"5 26 ,'S 5 1,5 5 Peak Hour Facla 0,87 0.97 0 B7 007 0.87 0.87 0.87 0.87 0.87 0.87 007 0.87 Hourly now rate tirph) 6 6 a 5 6 0- '(1 29 6. 6 17 6 Ped.stroris 6 3 Lane Wdth.JM 12V 9-o Walla.g Speed this) 4,0 CO Percent 9*kagc 0 0 Right tarn flare(vah) Media"type. - No'no Nono. ,. Median storage van) _ Upstream lig&n) p)L platoon unblocked vq.ci 0k8ng rolvnw 91 83 25 '83 83 35- - 26` 34 vd 1,$1&"1 cotd v01 _ .. .. .. VC2yela 2.,*f Vol r lidu,unblockedvol Of _ 83 26 83 _ 03 35 28 34 IC,e[pgk;(aj 7:)? 6.6 '8,i2 7.1 6:5 6.2 a) 4.1 IC.2 stage(*) IF(s). - - J5. .:4.4 � '":r*3i3 �a�+. ,-.32 p0 Queue free% 99 99 99 99 >re 160 100 cM.4pac9y:("tub). ,870' 708;Z�11647 0llilt b,t03¢:_16jA;' 1677 VdulpFJo1"l _17' 11 40 -29 Volume Loh 8 6 6 6 Volum-Right a 8- 6 0 - cSH 694 597 1579 1577 Volume 10 Capacity 0,07-0:02" 0.00 -0/00 Ououe Length(h) 1 1 0 0 Gontior,l3olay(a) 9:L '4;t- Lane LOS A A A A App(or)cn Delay is) .9,1 9 1 i 1 15 Approach LOS A A I1%YlteG+TtIttMC' tl a13 .` .�sFCTuvJ�tl'Ytd9l"ffAl '.s'��"•ev1:� Average Delay 3.0 IntorsocWACapacity UBIIXalion' -i.,..;1;"8�70... ICU Levs(o1,$oiyica. .. `A: Analysis Period(mm) 15_ .. Baseline Synchro6 Report Marvin&Associates page 1 Capacity Calculations Existing Plus Development Traffic Signalized Intersections Peak PM Hour g'AUll 111 ll i 3r r EXISTING EVENING DESIGN HONK DURSTON/N 7TH EXISTING EVENING DESIGN HOUR DURSTONM 7TH Arca T Non CBD R MARVIN 01/06R004 I 1,13 1 7-8 PM Case:N 7TH DURSTON EveNng R9 PM Case:2aD4 Malysis Dwalion: 15 mi ns. 7-B PM Case:N 7TH DURSTON Evenin Lanes C ek rl :Idove--S-ked bYLsass Sad L4ee Wldelu F- A ♦ ei Queucs Spillback in BB 2 t 0 L R Per Lane Average Worst Lane Lane Avg/Max Speed M 0 Peak 285 17.0 A Grou vewm h Period 98 15 2 Ixo 1 o rR 12D _ EB L 2/3 4.8 0.0 ,� �, se 4 L 1].0 .0 T 12 R q. I Eeel Wen NOM Swlh LTR 2/3 13.4 0.0 J)er i gR 35 rbvemml VWulne 110 15 30 10 Jos S IS 60 IS 1 105 PI¢ 090 090 _90 0.90 090 090 090 090 090 D-90All ]0,510Hw Vhicles 1 1 0TR LR L 0. LI WB LTR 2/3 12.8 0.0 - RT va S S f >o 110 j `1 p ow a 1 85 -� I I %Grade 0 0 0 0 All 12.8 0.0 30 } Omcs0lov 0 D 0 NB L 0/ 1 11.5 0.0 FE PrLrMtaa <. 10 _ i p SOnel Ssn! Arnrnd al nnlll A sh W _ 4n A:A.9 Sec Las Time Per a 12.0 Sec TR 3/5 12.3 0.0 I I Phase. 1 2 3 4 S 6 7 ti 1 P d0. 15 15 EB UP 360 Wo L71 All 12.3 0.0 j teo LTP SB L 0/2 2.1 0.0 1 2 ' 7 SB R LTP Osete $9.9 21.f 266 0 _T 3/4 13-6 0.0 ,,,,1 •s I� Yellin.All Red 7.) 1.7 2.3 1.7 23 1.7 R 1/2 16.1 0.0 so 2 2 s I1 ! C Anal O.14w111 A All 13.0 0.0 Lane v/s C I- vm Duey Jxlay Inlerseel, 12.2 444 0.055 0.211 L 02]1 240 c 14.4 L 1 0249 L C WD LTR 4" 0.011 0769 LM 0729 ])A C 2),6 C NO 0 017 9M L ml 104 0 201 in 11 OJ/ OM 7 N as 21) 0.020 O))S L *.ON 60.6 0 17A 0 T MO 0049 a 1 0.]d R Im 0.04s 01631 R Q.Oys Capacity Calculations Existing Unsignalized Intersections Evening Design Hour io-Way Stop Control Page 1 of I Two-Way Stop Control Page I of] TWO-WAY STOP CONTROL SUMMAi, T► Y STOP CONTROL SUMMARY onerai Information ISIte Information enoral Information ito Information na ( 7.IARVIN Olffim ACH a�MLLSON ^D st A/ARVlN nlelaeckon EACHTRACnlm plat 1Co. 17Y OF 802EMAN/Co. fARVIN 6ASSOC n CITY OF BOZEMAN VIN&ASSOC ristlkaon eto Pedrmedaw PedormuM 3N2001 oar 2004 3 52004 no tin Year 7001 syysts Tune Period EAK VE ING EXISTING al sis Tkne P°nod EAX VENJNG EXIS7tNG „oect Do tan BOZEMAN ARTS CITY CENTER r0)"t Descri tan BOZEAIAN ARTS 1rYCENrER Eas esf Sueet PEACH SIT onluSouth Street. IMLLSON asllW031 Street PEACN S lortru5arth SUoeb TRACY meneaion Onenmtia[ East-West lad Failed thrill: 0,75 menecllon OrinnWlloA: East-West tud Pedod(hrs: 0.25 )hlcto Volumes and Adjustments ehlclo Volumes and Ad uatments or Street Eastbound I Westbound Ma or Streat Eatumod omanl Vvestbound rvoment 1 2 3 3 G t 2 3 4 5 q L T L L T R L T H pumevem R 5 915 95 30 13 90 5 ouracor, NF 0.90 0900140 0.90 0.90 oak-hpurfazlpr,PHF 0,90 090 0.90 Q.90 0.90 0.90 our Flow Rate votuh 5 11 5 f01'wrt Flow Rate"Wh 5 105 33 16 to0 5 ( f55oponwn of heavy Proportion 01 heavyfikles,P 0 '- 0 - - ehicles P 00 .. rry .,.sdlan 1 Undivided dedian type RT ChanneUzad9 Undvided T Channekzed7 0 0 0 0 snot 0 t 0 0 ! p tenet 0 1 e 0 7nfi oration LTR LTR Conf elation LTR f 0 U earn Signal LTA stream Signal 0 0 0 0 Inor street Northbound Southb°und Minor Street Northbound Soumbountl .gvamont 7 8 9 f0 11 12 ovement 7 8 B tp tl R L T R l T R plume vetch L T R L T oWms vewh 55 f5 10 5 5 5 Peok•tlour actor PHF 090 O90 5 5 18 10 1ak4tour factor HF 090 090 0.90 aw 0.90 090 090 0.90 0.90 0.90 our Fbw Ratio vehfh 61 16 11 5 5 3 w Flmv Rale Veluh 5 16 S 5 20 11 o"on of heavy ropongn a heavy .ankres,P� 0 0 0 0 0 0 ehkfet,P1fe 0 0 0 0 0 0 Petcenl grade(%) p 'ercenl grade 1%) 0 0 0 tared approach Flared approach N N N N Storage 0 1 0 Storage p 0 RT Channelized9 T Channokrad7 0 0 0 Lanes 0 Ines 0 1 O O 1 O 0 1 0 0 1 0 of oration LTR LTR on oration LTR LIR ontrol Delay,0wua Lana th Level of 9ervka •onlroi Da[v.queue Lan th Level of Service 'Approach %EB WB Northbound Soulhbound pproach EB WB NorthboundSouthboun4 avement 1 4 7 8 9 t0 11 12 -ne Configuration LTR LTR 7 8 9 10 LTR 12 ane ConflpuraUon LTR LTR LTR LTR 'olume,v(vph) 5 5 LTR 36 volume,v(vph) 5 16 88 15 epadty,C.(vph) 1498 1492 26 apaciry,cm(vph) 1499 1458 686 714 712 738 /c slip 0.00 0.01 0.13 0.02 We ratio 0.00 000 0.04 005 ram length 95% 0.01 0.03 0.44 0.06 ueue length(95%) 001 0.01 0.11 OJS ontrol Delay(Weh 7.4 7.4 �mtrol OayY(Weh) 74 75 1f.0 10.2 10.2 10.1 OS A A B B LOS A A B B 4pproach delay(s/veh) ITT 10.2 Pproaeh delay(slveh) - 10.2 10.1 h LOS roach LOS - B B 6 B rwo-Way Stop Control Page I of 1 HCM UnsignaliZed Intersection Capacity Analysis TWO-WAY STOP CONTROL SUMMARY 18'Babcock 3 Trac 1/5/2004 3oneral Information JSito Information � ---► 1 ` � Ano tt htARvrN ntolsecLon EACH 6 BLACK ���'mLl� t •ry� ,g �� B ,,,,,,,o„ r f silt/Co RVIN6A SOC unsdklion CITY OF BOZEMAN Lan a Conlquroti0ns QA B � L�)tt)IIIj •"any 8,,�ts5(3R ale Pedotmod 3/3?004 al sit Year 2004 Sign Contra F0% _. Free - Slop d tta Tuna enod EAK EVENING EXISTING __ Grede l reednl_Descri Don BOZEMAN ARTS CITY CENTER Voluma(vo1Vh} -'?+ 3�r - 0% 0% Slop EasllWesl SaeeL P ACH ST MI✓Boom Suoef BLACK Peak Hour FaCWr 0877 08007 0' 0 0 .15 25 30 20 0 Wersection Orientation• East-West 'tud Period ra: 0.25 Hourly AOw,r01;Y(yph).. 4D estrians 316- y1- 08] 0.57 087 0.87 087 0.87 .Vehicle Volumes and Adjustments Lane wEth(N 17 z=fir, g -0 24 29. 34 p 23 0.80 or Stress Eastbound Wotlbound Walkrltg Speed IV.) 14.Q - 0.0 120. 22 Aovemenl t 2 3 4 5 6 PurcenUQ)ocKege' 40 4 0 - `72.0 1 u 40 L T R L T R Right rum 85re(veh) - z 2 volume veh1h 5 80 10 5 95 5 MaJIiPt}t(io _ _ °eak•hour factor,PHF 0.90 0,90 orgo 0.90 0.90 0.90 Median storage veh) Nona - Nuee 4uur1 Flow Rate veh/h 5 88 11 5 105 5 Upstream;signai(it) A20 rqw on a heavy 0 _ _ 0 - _ .PX.ct�loon u unblocked Wktea,PrN g volume 22 352 vC t,stage 1 con(voi - - .>155;"44& 211', 321954 39 Median Undivided VC2,stage 2 con$Val FIT ChamlokzMi o 0 vCu,unblocked vol 22 Lanes 0 1 0 0 1 0 tC,{tngle,(e) _ .41 d51 455 448 211 321 454 39 Configuration LTR LTR tC.2 stage(a) 7,5 fi 5 8 9=:3 7._5,: i 6:9 sVeam S'na1 0 0 IF(a) 2 2 nor Street Nomvbound Southbound p0 queue Tree d: 47 10.3 - 31, 4.0 ;3 3'.: 3 5 -4o 3;3 CM ppacdy(v*h). 1583 too Be 96 B4 95 100 .lavement 7 8 9 t0 11 t2 7189� - 43J d'73- 778 L T R L T R 2N(N OW�C 5393 Aes, 991 volume vehn 10 to 5 5 5 5 ° 01a1 I f9B 7 0 a � ''at1di° 10C`nTM""OC y� V01I Left 0 0 Peak hour Ixlor.PHF 0.90 0.90 0.90 0.90 0.90 0.90 4p � Hood Fio Rate veMO I1 11 3 5 5 5 cSN"Rlght 0 'it 29 �..4 - ropor8on of heavy 1580 1700 t 627 -•-•- rehlcles,PrN 0 0 0 0 0 0 Voluma to Capacity 0.03 0;10 s0'1 t'• Queue Length(N) 2 � . .y','", . Percent rode(% 0 0 Coma O°lay,(s) •. 1,7 0,p, 6 f0 � •vay! Flared approach N N Late LOS A .'118 13;8•!b14r rp s., +� si Storage 0 Apo 0 APMoae6LOSy(a) .��:0.9• - 11.2 13,0 T Channelized7 0 0 B p •- anes 0 1 0 0 1 0 I��31Ei 9hT�S91ET.171+Tsv.. -� ---- Conf rolbn LTR LTR Avo age Delay 34 �v C Control Delay.queue Lon th Inlera c lOn Ca Level of Servke An Psrad mt7n U lira 31.J^. t� �e1(§I�LSeryipe rPPrdach EB we NOtOt00urrd soumeound ( -,� Fovement 1 4 8 9 10 11 7 12 ane Conflgurallon lift LTR LTR LTR plume,v(vph) 5 5 27 15 Capacity.CT(Vph) 1493 f507 735 760 7800 0.00 0.00 0.04 0.02 ueue length(95%) 001 0-01 0.11 0.06 con trol Delay(Weh) 7.4 7.4 10.1 9.8 OS A A B A 8asellne oath delay Synchro 6 Report pproach LOS B A YCS.0. GNrW O1001 UNrrnih n[Mnd0,All ah"u aroma Vr,W+a la HCM Unsignalized Intersection r •ity Analysis 33:Babcock&Bozeman 1/512004 HCM Unsignalized Intersection Capacity Analysis 1/5/2004 26:Babcodt&Black --A ~ Vs 1 l ~ ♦ -\ 1 /� 1' 1 &fi4t G�71�e88P4�I 8k�4;96't&IISriQ314{Y9 i}�9YT BR S 1)SB I TSAR s g}t+¢leT& `J6'Lea."YtiFYbF4fC +'�B7iiti�BRr'AfSbL"�>rFiB7";iBR Lam Configurations_ 41r A rp SYyit'ConFlo( ,; ,Frcp ' F,r*o- Stop $rpp Lane Con6gur*llorls .ii. i• - 4 Grade 0% 0% 0% 0% Sign Control free Frvw_ $top "' S!ap' volume(vehlh) 45 245 15 0 0 0 0 15 20 30 30 0 Grade 0% 0% 0% 0% Peak Hour Factor 0.87 0.87 0.67 0.81 0 87 0,87 0.87 087 0.67 0.67 0,87 0-87 Volume(vaNh) $5:'260 ,'40 0 0, 0 O 25. 20 20 30 0 Hourlyi8bw rate(Yph) 52' 282 17 0 0 0 0 17 23- -341 34 0 Peak Hour Factor 0.87 0.87 o.87 0.87 0 57 0.87 DST 0.87 o.87 o.87 0.67 087 pedestrians 23 19 18 28 Hourlyptirla(o(yph)-1 '&3 '39A' ''46 0 0 0_ 0•1.'29 23 23 0 Lam YVi0f0,(8). 12'.0 00 120 12.0 Pedestrians iJ 13 28 17 Walking speed five) 4,0 4,0 4.0 4,0 Lane Wldlh'(h) - IZO -- 00 12.0-- 120 pereon(SIN1554", - 2 0 1' - 2 Walking Speed(Ns) 4.0 1.0 4.0 4.I Right turn axis(veh) Percent Blockage f 0 2 Median type Nods None Right turn Oar*(veh) _Noe Hone Median storage veh) M11ecion type _ upstream signal(1t) 1170 Median storage,eh) - pX,platoon unblocked Upsfrean+sgnai(It) 'Sol - vC,canOlc4np;!t?p+nb 28 317 452 -440 IN 323 448 51 p1(,platoon unblocked vcl'siege 1 cool vol VC,conflicting volume 17 373 $07 a93 '2iJ- 343 518 30 vC2.slope 2:Carl"I - vCt.slope 1 cool vat vCu,unblocked vol 26 317 452 440 186 323 448 51 vC2,ste9'e 2 conf voi IC;smple,(sl.- 4.F '4.1 -"7.5 6:6 6.9 =Y.6 6.6 64 vCu,unblocked vol 17 373 507 493 213 ]43 616 30 tC,2 stage(a) IC,skpte laj: 4_1 .<a _- 7-,5 5,5 -&9._ 7;5 8-5 6,9 IF(*) 22 ?2 $,5 4,0 3.3 35 4.0 3:3 IC.2 stage(s) _ _ pO quwa free% 97 100 100 96 97 93 93 100 IF(sit . 21 vT 2.2 3.5 4I0 3;1 3.5 4:0 3,3 cm copaciht(veNhl 1547 1221 424 474 812 530 409 964 po queue[tee%' 96 _ 100 100 93 97 95 92 100 'v n , 273�'.:603..- 4?8 1012ISSI, l7''6niJh'-131HEG�`d?@1RZSi�S@J4?{,'�j ,w{yf3t,�i_ .$; ?U7�. .•R!- 'is7'^� cMwpaclly(vafJrl) 1570- Y� -,. 384 439 - VolUmyotal 193' 158 40 69 Volume Left 52 0 0 34 Volutn8 Total ?tj 195 62''•. 57' - - Volume Right - ':0 -17` 23: 0 . Volume Leh 63 0 0 23 _ cSH 1547 1700 622 497 Volume Right - i;. 0 s 023 0 ,-, .. - - yolume'.to Cap@city -. 0:00 .0.09,. 0 OE 0"r"r.14 cSH 1576 1100 644 454 _ _ Queue Length(11) 3 0 5 12 volume ko C*Ceclty "0.04 O-W 0 10 '.O;i3:,. - '' Cont o(Delay lay-" 2,2 ;0:0 -11 i2: 13,41 Oulu/Length(11) 3 0 8 11 Lane LOS A B B Control Delay(.S ?A 00 :12r3- U_I Approach Delay(s)' 1.2; '11.2 IPA Lane LOS A B 6 Approach LOS B B Approach Delay(s) 1.3 12.3 1&1-._: (n t(bR}tit..' ,n .r r�rem:P-'AGYaiL'LY�YI�>&{U' `�nK:�l; :�vtk?!•lr"_ �r'z4{F'a.-�!a Approach LOS B B Average Daray 3.9 (((ta��3tvlk7aA 2 w 0 9Yt 9 ti'$`W 31 7%: Ct1.cy6lc!.Sa vie A Av*.9e 0011y 3 8 _ Analysis Period(min) 15 inter ection'CapapyLt=00n 324?.4: ICU Level O($eNtce- A Analysis Period(min), 15 Baseline Synchro 6 Report Baseline Synchro 6 Report HCM Unsignalized Intersection Capacity Analysis HCM Unsignalized Intersection Capacity Analysis 1/512004 22:Mendenhall&Tracy It5/2004 43:Babcock&Rouse nat�1ila inwirmyg7ALam a T da6ts �SBL1�tar �aR Configurations K .t• T Lane ConfigWatwns 41 4 A SgryCbnpol File A Freo Stop Stop Sign Conifol F1ce Free Stopstop Grade 0% 0% 0% 0% Grads 0% O.i 09G 0% volume(Jp¢Ih) ..16,4 125 _15 o:., 0 0 0 40 5 0' 0 0 VO[u1p*(del7h) :.'�3gi . r+!G,O,i' 20 �Nyj 1 ,T61. 30 ••ll - 0 35 3.0 Peak Hour Factor O.B7 O87 0.87 0.87 087 0.87 087 0.81 0.87 O8T 0-87 0.67 Peak Hour Factor 0.67 087 087 0.87 087 0.87 087 0.87 0.87 0,87 0.87 0.87 Hoti7q•flow leld(vph) 190 '.1M' 17 0 '0 0 0 A6 0 0 10 0 PedeaWmsrale(vDh) 0 19 ''0 23" 281' (7 •'17-22 8 6 0 18 23 Pedestrians O7 .2,A 0.0 bare.Wd1h,'M). 0.0 120 12.0 - 9.0 Lana WMN(n) 12:0 4.0 4 0 Walking Speed(Ida) 4,0 4.0 40 4.0 Walking Speed(Ns) 40 4.0 0 0 Parcenl 9fockarQ _ '51 -- 2 1 Percent Biock"It 0' - Right Mn Oar*(veh) Right lull,6are(V*h) None None Median type,-.,y{ _- .... Nona None Madpan Imp Median storage van)_ _ Median storage van) Upstream slgrwl,((lj_ - ,,-A00 Upstream signal(it) pX,platoon unblocked pX,platoon unblocked _ 166 537, $4)i 173 579 554 It VC,conBkUn m g volue- 323 .. 0. - 254 377 30 390 -368 189 VC,corgedrig volume - 10 - - VC1,slope1 cool vol ,,C1,stage 1 cool vol vC2.ete�e,2 con!vol ,:-. - .-. 42 Stagg 2 cp1(.yol 165 � 537 640 173 579 554 11 vCu unblocked vol 323 8 26A 377 30 399 36B 189 vCu,unblocked vol t0 T.1 0-5.. 8:2 7.1 6.5 6.2 lC,cu owla),.,„ -I � 4! !,.1. -. 7 5 •6 5 6 8 7:5 8.5 E,9 tC'singfgO".- 4.1 _ 4.1 - 1C.2 stage(a) _ __ IC,2 stage($) .,2 ],: 4.0 3r3 °3:5 '�A 33 lF{s) •'.�i �t;1;!.y •2%2 - •. 3 5 4.0 3 3;_..1.5 - 4.0 13 (a) 24 103 BB 09 too too 100 p0 queue lice% 160 '09 97 94 100 100 95 97 p0 queue flea% 86 100 , old oapgcity1C911O0 1810: - 1.109 392 '867 361 387 1069 cal capacity(veliRi) 1220 foba:. 613 536 1b12 482 ;592 811 D $ 31' Volume 701al 167 161 52 52' Volume To( - 1.. .•224 - �'' - Volume Len 23 0 17 0 Volume Left 126 53 0 Volume Right 0 17 0 '23 Volume Right 0 11 6. - - cSH 1600 1700 559 638 _ CSH 1610 1610 417 Volume 10 Capacity 0,01 000 009 0,08 Volume to Capacity 0.12 0,12 0:12 Oueue Length(11) 1 0 8 7 Oueue Length(11) to 10 11 Control Delay(s) 1.1 _0.9 1241 11,2 Ca]9ol'OWay(6) 7.5 28 14.9. - Lone LOS A a B Lone OS 4A A 14 B,. proacn';DsraX,(1),,., 0.6 i. 12:1 11.2. „ : •; Appros h Oeta{(9). '' - Approach LOS 0 B Approach LOS [* SI1fRf1StTn 1 F<4° (��(SY �t `�+ 3 Average Delay 3,2 Average Delay 69 1GU Levelo158r.c* _ ..A Intersect cn,Gapaeity U9litauon .7F308°h 'ICU LevN o{'Sernca A. Intersection Capacity Ud7wtion 30;2,4.. oysly Period(min) 15 Analysis Period(mkt) Synchro 6 Report Baseline Synchro 6 Report Baseline HCM Signalized Intersection Capacity Analysis HCM Signalized Intersection Capa. ,ialysis 14:Mendenhall&Wilson 314/2004 41:Mendenhall&Rouse 3/4/2004 'G7!E9R�iW8LL19V8�(NBRTINHG.7CN81r�„PS$�SBIe^li0$BTRtSBR MG'7'8m"`I8S r,e:liFY"V V1787R+-lA'IIR:r;IVOCflNB '- IgBR40. 8 `$4 L ne Confpunl)011e 'ane ConOqureuona 4b 4 ). 19o0 1 too -,0Ov jKft Ideel:Flirvq GNghpi) 't900 1900 ?900 'iv00:.S90¢:3900". leop 1900,:�';1AN6j2=F04 IA00 Total LOSEl1v RQO Lane Wich 12 12 12 12 12 12 12 12 12 9 9 p Total Losl lima 4.0 40 4.0 4,0 4.0 T019J lasidlln6;(5Y- - .c-Zs� FIpD, TO IN 1.00 0.99 .ae Lane Ulll-Factor 0.95 1.00 1.00 F1p erPl;pedibikOa •` Frt __ 0 1A0 m 1,00 0.93 Flph,podrtdkes - 0.99 0.90 1.00 Fit ,:0:9gC 1tj0 Slid.Flow 32 U29 1479 1430 1373 Fit Pr t 1od 0.99 0 08 1.0 540;Flow(yxpi)". - - �., y 2?')7%". 1 1.)21 Said.Flow 14 512 1777 Fit Parmlll_e*J 0.99 0.77 1.00 VOl00ip,V SaloiFbw(p8im) -.1013 - .280 Peak.nourfaclor, 0 0.87 0A7 OAT OJU ' '07 0.5 OA7 0+07 0.47 0.07 Volume(vph) o 0 G 27 723 46 135 205 0 0 101 54 Adt� %Y, POoreAl'D(Ifjdcltu;PH ::57 0 67 0 87 O.i;7.:O;E,1: O:b7 0.87 0.07 0:¢W',07_ 0 8t I((� RTOR Reduction( 0 0 0 0 0 3 0 0 62 0 Adj.flpw(vph) 0 0 0 261 $31 53 155 230 0 0 208 02 4 RLQ9RbGiolf9ri:Nph) tr,=041 i' o OSI :a46 %D corm Padr.pun 4 6 e 4 9 4 4 0 IeGtouf•.Flow v n) 0 0 `0 0 1 39 0.. 3_91 0 0 252 Pori) N21 2 4 2 2 2 Turn Typo ,Perm Perm Perm P.rNottd'd,P,{1i56L& T'r�by:S1R 2" Turn�7ypi?=i -. .�arm' Permitted Phases Protected Phases e' 2 -.6 1.ctuBlaQ;G(D.Is!'^�'.7r]+'�v�'�'-'_+:fS.''. pot f1(11WP.1)-. 2: 'a '�• Elloctwe Green,p Its) 13.7 3110 "33:0 33.0 33.0' Actuated Green,0(a) 28.0 2e.0 28A Aauiiil w87.0 slo Effa"ESIV,b f)Jd?1191�0 � �' ` � Y�-''j clearance Time(s) 3.0 7-0 3-0 3-0 3.0 Actuated gtC Ratio 0.41 0.45 0.45 VdtOcfB'EldiTi8N1Y;( :0k.--3;O: irs3;0 s' 3:OT VehicleE onsi'(s);,�.:�: one Gry CA 350 200 802 327 828 Vohida Eneas,on s 3.0 3. 3A - L61foGtGChPCViSOLf.. ...- .i-.r•�:n4'_7rca� v/s Ratio Pum 022 00e. OA7 C0;l0� vb Ra;to Prot 0.21 vf8Re(CiP.dntk�:: - .:cs-`;--4.•YD. Untorm_Datly,_d1 19.3 0:T 7A 4A 7A Vic Ratio 0.94 0.08 0.43 (JUy1i5 N0(lankDoldYiA.)'a--' : : .. '`t'"�.3�'.:3 I1 *• Incremental Delay,d2 13:6 8Y; aA U 4.8 Progression Factor 1.00. IIA 1.00 r D.BIBy' lusf4i2onl Lo vol ofSWAN C 8 8 A a Daley(s) E1.1 W2 13.6 A",Q1 L"it for Approach LOS A C 6 Approach Delay(s) 4.0 313 112 113A Y�V.RrO"TCALI.� p .$ a HC61Avolaro onlrolDel-y_ 15.6 HCYLWN MoO o(Se a D F1QA♦�kv7Lfa04i4'4iK a L.. Actuated Cycle LeNth(s) 54.7 own 01100Ifm0.�0� 4.0 HCM Volume to Capacity ratio 0.81 ., -- - - P r jnlarpa�U9avacAilll73i((9n S-'7,1.: ;AOuillod Cy4lo'4'e1101p'(s ':r;, -''`-'S1:O ;r„',$ },}j1�(R(@;(e r>ti4:' ;1 -,�"^-,.,�:�,;ti4' Analysis Pored(m•n) 15. hdelsechon Capacity UI Ilzai on 79 7% ICU Level of Sorrier, D e;!C011r;piL'gpeSii Anat sisaeioo'(mn>, iS':'."Irri t39o5'S 7� r :- c Critical Lane Group Baseline Synchro 8 Report Baseline Synchro 0 Report Marvin a Assnrlaia.c Marvin&Associales - HCM Signalized Intersection Capacity Analysis 21:Main&Tracv HCM Signalized Intersection Capacity Analysis 3/4/2004 13:Main&Wilson 3/4/2004 A :y t r_ J -► 1 1< ` t /� 1 rnrEHt4wEe3 lane Con9purylpes Id13WI)x-aY�mil •!7 t96Q Le a Con IOOe - - 8 q- 9 Total Losl time - 4,04.0 - . t9Do.T9Ptssp)(G^TSAo�eL2iwtA9Q SM;tc14. 4,0 Ot L I tirM(4 4 ♦44.O 4.0�,�r�p-,�•y� 4.0'�p.� fi'pa.pad/Nkos 0.," 0.90 0.18 OWN V0#4 l�01�-LrW"_r7M ffe�faf�117 Frpo,podrotkes 9.97 o e 1.09 0.90 0.95 Frt 140 Fl Sai�d�.Flow 0.05.. Fit 007 0. 1,00 0.97 0.98 (a21111111 o-. 1 0-�si�� wr . Sold F 1(( t 1210 Said.Flow,prof) 2792 29: i 45 1411 1425 Sald.Fbw rm s 260.9. 211 1 36 �(._ •^Ls ;�g0;p „ Poak•ho^r factor.PHP 1994 585 1411 3 0.17 0.6 PA7 OA7 0.67 87 Md.Flow 2210 185 Adl'iEfvr�U_m 9.07 V919 P-( RTOR Reau, pn Peok•heuf faa9r,PHF CA? 0.07 OAT 0A7 ON Q0 0.47 0,87 0,87 0.87 '0.67 �0.57 L..._ 0 0 0 0 3 0 0 11 0 1/' 0 Aiil',r�O' Conn Ped1 RTOR Reduction 0 42 9 0 6 0 0 18 0 0 f0 0 P lei 91 01 ei 131 M Cy00`:¢14 4 .. . 13/ Conn.Pods. 20 d? 326 11/ 101 101 11/ 71un Typo ii4 Perm Piilm raise P. Parkin r. pi41�:c(�(E " Turn Type Pon Perm PWM Perm Permitle0 PMsoa 4 9iol4 elfI A010A I- --. e permit Phases 4 0 2 6. Effective Green•p( Ap na�rfl�a.' 5rcr3Cotost, "efl 2ao all 28.0 Elio"ivo Green,q(a) 20.0 20;p 2IU0 0 -=10 Clearance Time It 3A A t4dtdsCdQ`H8 �AALQaRS26oi-Th�i9! 00 5.0 Clearance Time 0 3A 3.0 vq RMIo Prof Lru1cArAGiA[ vic t;V vie Rotto Prol 0.25 me RaOo yb'13a710;8` - OAQ 0.8s oa9 v/cRatio 0A1 1.16 0.10 0.54 0.70 �Pe41af OA0 on 1:00 UAKOO(U'DP py� 1 Progression Fedor 1.00 1.50 1.00 1.00 1.90 1^�111081et1e11 114 16.7 132 14.0 Delay{s)l y(5) od De 22.1 to" 2111,411 t0.1 230 �OWy� 112 132 107 14.0 Approach Del 22:1 108.5 20.4 23.0 HCM Volume a - fe00 on moclion HCM Volume to C rolb 0.97 �10W3( Levo1 avow" C In�t0("cieon Capeck Uloton 1112 'ICU L49e3 .9f H c Cni+w lt9tt t+fidUr'IS�al LajL'(G c Critical Lane Group Baseline Marvin&Associates Synchro 6 Report Baseline Synchro 6 Report Page 1 HCM Signalized Intersection Capacity Analysis HCM Signalized Intersection Capacity /sis 314/2004 35:Main&dC20111011 314/2004 28:Main 8 Black * I a i181T6ri2n �'A�`NHtitt+F1F3T3fN0RP"S8U"�•SBTS6AI EE1UXE6 .T.tsN 9T'RNBR' 88 -am ConnOu allons jA .T. A Lane Con09ura0orla _-�jr�__- t; •i liiti�f}pxi da[pq' - 1q 1soG '1900' 18uP. 1900 1900"'190P' 1990 Igor leoo', ijKq fQiCalJt t BOJ)7e1.9A %3 �104V:i1.Q00 Total Lost lime(s) 40 4.0 4.0 4.0 Total Lost lifts a 4A` 4.0 4.0 4' L"pndUhl;Faclor 195 - f fpb,pod/bkos 093 a 99 0.99 O.UU. .._a:PO. - G96 f)R(L' 4tku: 0. Fr 0 99 0.09 0.95 095 Fn FIrPiDl4.a 0 14,111,111, ;co:. 0 96 c9v_:.`� Fill: ° 130r 134r Sold.Flow(pmt) 2Col .Bt1 t371 13.7 Sald.Flaw-29 F)4Fq`(wlitred c ss a,a G 6t 0.85 ' fnipeAti lists sald.Fiow(perm 2379 2570 1107 11 e9 Sald.fbW 4 VOfiNe/vpI1J 21110 5 65 0 40 011 30 5 9 "I' 5C -_102 SQ V_ an Paskhowlaclor.PHF 0.67 067 a.87 0.67 0.87 0.87 0-81 0,87 0.67 0.67 087 0.87 Poak-OWr NOtM PHF 0,87 0.97 0.97 0: 0. ow0.07' O:a7 9oP.E6trLt s 69, 6)6 46 709 & 10J 174 43 ,i -':sa M11F RTOR Reduction(vph) 0 ti ,0 G 0 '0 0 12 `7 0 2'r 0 RTOR Red_uglon(v 0 7 0 0 0 0 B 11 D 0 a rL4nAF19+y.tYpr,1 G NG 7a7 J 0 `22 J 0 is 0 LY�1Y.4(oI� Con11.Peds(la/M) 156 99 49 t 54 60 90 9G 88 roan.Peas-r 66' 11 11 56 79 1 1 p(i7flialr lYldO: ._- !_s_i 7 4 -.+ 2�•: �:2u.�_•.2 P3nd' .. II Turn Type u Perm Perm Perm Penn Turn Type PWM Perm P4rll1 PatT11' Piutoylad:Pnwgs. A - 6 �. 2 rE l-uol. Eigiet!11!64- 6. Porm/lted Phases 4 Permilled Phases 4 '6. 2. 27,0 -- 27`0 7 G ',{ AfaVtSt �CN Aflecliea Green,9(s) 26.0 26 0 26.0 26.0 34A 34,0 >!i.0 '. A. EIIeWve Green,0(s} EI1eUlve Green.p(6) r ArAM41 Aglli)-c W"IR11.110 Jai _ J.A' - JA3 ."."� Cloerame Time Clearance Time{s) 3 0 30 _ 30 3.0 rn1 W..Rt,Gfic Cap(vDh) .t031 - T114 519 COIIR V1s Ratio Prol v/s Ralb Prot (f79"lISrPCtn' 20;39- - }:_Q.JY, - - .0.26 '. a, vie ROW 0 75 0,71 062 0]0 Vic Rat b 0.65 0.73 -0:31 0.23 I101rck(f)t4y.d:- 11.1 . -- ; t S 2 _ (Jliljd]Iff0eli Progression Faclor t.73 1.00 1.co 1 Progression facts 1:06 0.60 1.00 1.60 lj4l."h110'DelaY:oz 4,c s�6'.' 5.5 1 Ifictwifo O$ Delays) 2e.9 17.7 lbo I2A: Delray(s) 19.2 17.1 114 14A 1e17aj9tc&a[v! - Ap?!iTQo h Delay 14 Approach Delay(s) tt0.6 17.7 10.0 12A, Apprmr 19R 17:1 A U:0 Sf!DI➢1al!nL'0 fmrmow_o, EM.Ax.@g28d10ltoCD.9IA MCM volute°to Capacity ratio 0.70- HCM Vol."to ;4 aclt toile .4' I �' A6•'lb'�2 �Mtersection capacity uti6Ltlee IW level ol 0eaeba C Intersection Capacity u111i2e1)on $1.1% ICU Level of Service C )1I191yS)S.P.✓<ACC-(011t1�I c C) e Cnlical Lane Group odlcollical Lane Group Synchro 6 Report Baseline Synchro 6 Report Baseline page 1 Marvin&Associates Page 1 Mervin 8 Associates HCM Signalized Intersection Capacity Analysis HCM Signalized Intersection Capacity Analysis 42:Main&Rouse 4 1 r3/4/2004 12:Babcock&Wilson 314/2004 / snmn_werrny s0 m Lana Cordipwenons - dt j. _ _ - - P Lane Coal welloN IT Total to t umo m 4.0 1.0 4 0 0 t40 Total Lomt 0tne A 4A 4.0 4.0 4.0 Ist k_ea 1.00 0.97 1.00 0.N 11 ,04 Frpb,ped/bikes 1.00 0." 1.00 1.00 191. Fn _ 1.00 0.ffi 1.00 6A6 1 OAS FR 1.00 0.65 11. ao h11'Etoly c(itlp5i2'= Sold.Flow(Frog r�2904 269a 1*4 1410 1417 1195 S�•Flow 1492 2 1190 492 Said.Flow enn) 1012 1 1410 '4 4195 Sato.Flew 2653 1492 1202 0/ 412 . Y.a4Da9S _.g0'.,d4 Peak-hour factor PF1P '0. 0:87 0.4117 0A7 0.67 047 "1 0.67 U7 0.17 0A7 Peak-bout facial,PHF 0,87 Q67 0.07 Od7,. Od7 a 0.67 '7 0.i7 0 6 ROTOR Retfuglen ) 0:~• 0 0 0 41 0 -0 16 0 0, ;0 54 RTOR Reducil (vph r0 0,. 0 0 0 0 0 430 0 0 Imm f�li ti it, Conn.Pedm.( 4D 4a 2S 40 >, Za 26 3J Coal1.Pods. amr is 23: 23 16 t0 46 46 10 Punt Turn Type Parm Pam cum" custom Tum Type Poto Pram Perm Pi@( blj;P. MO Permitted Phases 4 2 6 6 Narrated Phases 4 2 6 714�D.�11�QT4U WA1kI�:Gio . if Iva Green,g(Q._ A 34.0 34.0 34.0 3 34•0 E11eNva Green,p _ 17.1 21.0 1A 24.0 24.0 24: 2 !i1i1116 p Ctearonce Tlmo a S:0 :0 3.0 3.0 AO 3.0 Chars Time 2A: 3.0 3.0 3.0 3.0 ry611U"PTid R9 .) _6.0. k Lana G Cap .294 729 S66 209 729 ws Ratio Prot 0.33 a3 Ft0t !� vis Ratio Pnea 0.32 0.26 0.09 v/c Ratio a79 0.72 0.10 0.60 /.26 0.06 V$. Pr on Factor t:OD 1.60. 1Ag I'm uniform 1n tA0 0.1 ea 7.1 10.6 Syr D(e4rtoy a 1iA 20A 73c3- •2a,3 111.1 12.3 incromentml d2< '4.6 3.7 2.4 1.4 9.2 APB A slchN 14JO 2016 1211I.2 Level of Service -C B B A BKID Approach LGS C A B B FM ED, M•AYQJ Met911TIMLa FICM Aver pa Control Delay 1&5 HCM Level of Service B MCM volume to capacAl colic 1:02 ^ Intionowel tt6laes" 91.7% NRt ol, It Actuated Cycle Length(s) 401 amM6m9 ao ♦ � c C M Ana Period min b Baseline Synchro 6 Report Baseline Synchro 0 Report Marvin&Associates page 1 Marvin&Associates Page 1 osaA�or:��000 �■mmmmm���� : , m�®gym®������������ ■���� a+�r�mornm�r��.rs�emu; Irmo eta!-•�r*�It� �� �-'"-� �av ��mmmmm■��� MEIN m �� �o � r Capacity Calculations Existing Plus Development Traffic Unsignalized Intersections Peak PM Hour i ,.Way Slop Control Page 1 of2 Two-Way Stop Control Page I oft TWO-WAY STOP CONTROL SUMMARY TWO-W. OP CONTROL SUMMARY General Information Site Information General Information Site Information liter AIA VIN nap sl +FA ON nterseulon EACHA TRACY n lCo- IARVIN A ASSOC Norsechon CH WILLSUN enc fCo. NdASSOC urWKnon CITY OF 80ZEMAN undid- CITY OF SOZEMAN ob Podormed 4 l e Pedwmed 4 no ai>Year 004 M EXISTING PLVS al>Is Year 2004 tysis Tama Period PEAK Phl EXISTING PLUS lysb Time PeriodOP DEVELOP PI -ect Descri lien BOZEMAN ARTS 0 CITY CENTER Pro act oesct Ion BOZEAIAN ARTS CITY CENTER Ea,two Street PEACH ST South Street TRACY East/West SVeeL PEACH 5T rrOVSoulh Street WILLSON Intersection Orientation: Eas!•Wez! lu Period INS): 0.25 ' itchon Orientation: East-West Stud Period Itra: 0.25 liclo Volumes and Adjustments Ghicle Volumes and Ad ustmonts )r Shoot Eastbound Westbound Ma or$pread Eastbound Weswound hwvemrml 1 2 J 4 5 0 Moment 1 2 3 4 5 6 L T R L T R L T R L T a oNmeoluh 1 v6 255 30 t0 240 S Volume vaNh 5 270 63 35 2" 3 peak-hour factor,PHF 0.95 995 0.95 0"95 095 0,95 k-how factor.PHF 095 Offs 0.95 0.95 0.95 0.93 Hour Floe Rate vehlh 15 266 31 10 252 5 i try F�IowoRate heav Y veNh 5 284 87 38 276 S Proportion of heavy 0 .• •• 0 - Iles,Prn, 0 - 0 - •, vehicles,Pnv Median type Undivided Median type Undivided RT Channekied7 0 iI RT Channe6ted7 0 0 1s 0 r p 0 1 0 Lanes 0 i 0 0 1 0 f utntlon LTR LTR Cons uration LTR LTR i beam io nap p 0 I stream Si nat 0 0 Minor street Northbound So.1hbound 1..,nor Street Northbound Soulhbound Movement 7 8 9 to 11 12 Movement 3 9 1 to 11 12 L T R L T R L T R I L T R dome vohfi) 75 42 S S 38 M me vehfh 164 47 30 1 5 5 5 peak-hour factor.PHF 0.95 0.95 0,95 0.95 0.93 095 a k-hour factor,PHF 0.05 0.95 0.93 Offs 0.95 095 HourlyFlow Rate veluh 15 44 S 5 37 21 r Ify Flow Role"Wh) 172 49 31 5 5 5 Proportion of heavy . wWr of heavy 0 0 0 0 0 0 vehicles,P. 0 0 0 0 0 0 vehicles,P. Percent grade(%) 0 0 oarcent grade(%) 0 0 Flated approach N N ad approach N N . Storage o 0 pre e 0 0 RT Channelrzed7 0 0 :h■rvaeliaed7 0 0 "ones 0 1 0 0 1 0 -enao 0 1 0 0 1 0 onf w*oon LTR L7R -on0 urmlpn L7R LTR C�nU01 Dele Ousue Len Ih LovN of Smka Control Dela Queue Lan lH Lever of Sorvko 'oeah EB WB Northbound Souhbound pWW[h EB 4 Northbound Soulhbound amen! 1 4 7 8 9 10 11 12 pvemenl 1 4 7 B 9 10 11 12 s Configuration LTR LTR LTR LTR Lan:Conflqura0on LTR LTR LTR LTR Volume,v(vpli 5 36 252 15 B (vph) 15 10 64 63 cm(vph) 1320 1274 413 4B0 ]opacity,er■(vph) 1291 1199 368 383 0.01 0.01 0.15 013alio 000 0.03 0.68 0.04ua bnplh(95%) 0.01 0.09 4-68 0.12 gth(f5%) 0.03 0.02 054 0.45lot Delay(sIveh) 7.8 B.1 33.6 14 8 lay(Woh) 7.9 7.8 153 13.5.OS A A D 8 A A C 8>.ppro■Ch rklay(Weh) - - J3.6 14dtloy(Weh) - 153 0.'-•oath LOS - 0 8LOS CopYirlx e]peJ U�r.,airy or il.riEA All Rirhu Rer<rv.E w.rlM..ra CopynW 02K)Um-ulry or HIM..All RitRa R.- Vuu.nr Id Two-Way Slop Control Page 1 of 2 TWO-WAY STOP CONTROL SUMMARY HCM Unsignalized Intersection Capacity Analysis Ineral Information Silo Information 16:Beall&Wilson 3/412004 -- nte[sectbn ACH A BLACK atYsi AIARYIN e ICo. IAARVIN d ASSOC urlsdlt6on CITYOF OOZEMAN I ate Pedlrmca 004 a sis Year 2004 Ply>ls Time Penod PEAK PAr EXISTING PLUS LonoC ellalla t" EVELOP 5jp Peci De lion BOZEMANARTS go CITY CENTER Grade sWYesl Suow PEACH ST fiortlVSoulh Street BLACK wlir. ersQCdOn Odemanon: Eael•YVast Stv Period Ms: 0 25 Peak Hour FeeW 0.47 0.47 9.9 11 Boa 047 0.07" 0 OA7 aA o.7 ehlcio Volumes and Ad ustmonts t4tlk) PedasUlanz �. a or slreel Eastbound Westbound ••ovement 1 2 9 4 5 6 WotAMg Speed AA L T R L T R p4slAwlt 13b. m stve ,own 15 225 20 !0 270 5 RfpM turn note(veh) ok-hom factor.P11F a95 0.95 0.95 0.95 095 0.95 '1e01antype' ---?lobo •mnA Hour Flow Rate valVh 15 236 21 f0 284 5 f.tuu�an maage volU P - ropoilionolheavy -_9/4_--" ehkaas,Prry 0 - •• 0 •• px,platoon untuorked Si�iYehtl�lfka vmdlb, $ay 199 sit odhn a Vndindod 0 vveelr sl�,a l cent trot T Channapsad? 0 c1iP.111.t1A m■s o 1 o d t o vCu,_aablotka0pol __--see__st_6--i¢: i-�09.�2te oe, 2 onfi,,ration LTR LTR '6.2 4 1, - slream Si nap 0 0 IC.2 t�!-' "= Minor street NoMbound Southbound lovemenl 7 1 a 9 10 11 12 1 04 06 19 _ 99 L T R L T R 31uma veluh 25 31 a 3 IS 13 Peek-hout factor.PHF 0.9 0.95 0.93 Offs 0.96 0,93 iourl Flow Rale(veNh 26 32 6 S IS 15 Vale"Left 9 H 13 11 ropoNonI Mevy 0 0 0 0 0 0 Go" 66 1394. 1271 ahlcles,PIN 'ercenl grade(%) 0 0 Qum_Ulglll(IQ_ _ 1 -9 _1 1 tared approach N N - Store e 11 p laaoL00 a 8 AA T Chonnektod7 0 0 A9flNeadl a 6 ones 0 1 0 0 1 0 :wboursum LTR LTR 7onlrol Delay,Weue Lan 1h Leval of Sorvko 2.6 - Approach EB we Northboundso,,lnbouM Anal7ekpodpl(mN) 16 Movement 1 4 7 e 9 10 11 12 -- lane Configuration LTR LTR LTR LTR loluma.v(vph) 15 10 64 35 ;apac)ty.cm(vph) 1284 1320 424 504 do ratio o0! 0.01 0.15 0.07 uaue Ion m(95%) 0.04 0,02 0.53 0.22 :onlrol Dela (Weh) 7.8 7.7 15.0 12.7 .OS A A B B 12 7 Baseline Synchro 9 Report spproach delay(s/veh) - 150 0 Marvin d Assodales parye I kpproach LOS - 8 eoprnrM 0]Op]Unirnury or FlpriN.All ft.lk-ld Vey�'14 iCM Unsignalized Intersection Capacity Analysis HCM Unsignalized Inlersectior -city Analysis k4n004 31:Beall&Black 3 412 0 24:Beall&Tracy „"Q :n 1,t: ,;� ,_�►, 4 4r MD7 the �.g C='�_BL-FIM.QP6M'ti3'fl7=YVd Lane CoMqurstlons .ene Con Cbm�f F,MOMM -Ftap' Grove 0% 0% Ondrt 0% VGA; - Peak Hour'actor 0.67 0.67 0.67 0.87 0.97 087 067 087 0.67 087 0.07 0.07 Peak llourFar ot 067 0.67 0,07 O67 007 Q6 0.07 007 7 .67 0.67 84 U.Mir1 Pedestrians Podostrlans 13 11 / S Walklrp Speed M. IA C� p � Walking Spew 4 4.0 4 . Right turn nave Isom Rgnr turn nero h Mlillo yil• 6n'r Nvna Median storage vahL Median st i L0,7rr1-`on unvocl - � platoon undooked �platoon un dw IG111 c 4' :51 ".J. it vC1.are 1 Cent Vol xi.stage coot vol 4 fl vCu,unblocked Vol 161 t5 1k 41 5 49 {. 46 1 VCu,unblocked v00 93 OS 31 .� •a"-2 tc,241 '.00 90-. y0 N 9/ Op p0 queue tree% 99 98 80 1ft1 N i% 1 . 1 oo p0 Queue tree% 1 L:aa-- tfd?C9EiW11Gf_ Ok V,ONiQieip- Volume Left Votumo Cell 0 O. 0 6 Vol."; cSH 704 ate 1647 1514 csH 1590 1600 000 422 YONM ,VolyOio,lo Cap-4 O,r>D' Queue Length OO 3 2__ 0 D ' Queue Length(n) 0 0 10 O 5901 Cornroppelay(3) . 0.9' Lane LOS A A A A Lane LOS A A $ A AIM - AIsA+Oetp Q¢Ly.(fl Approach LOS A A. Approach LOS 9 A Ill�ee�7 - Average Oft . Avera90 Delay 7A .. . {titl�SB�S(v11 A_�._ r._ 1 Baseline Synchro a Report Baseline Synchro a Report Marvin&Assoc1e1e1 ^ 0-4 Menlo&AsWiblee HCM Unsignalized Intersection Capacity Analysis HCM Unsignalized Intersection Capacity Analysis t 5•Lamme&Wilson 3/4/2004 46:Lemma 8 Tracy 3/4/2004 4v l:l� /t` : :is 11. L _ LITU, 12 - _ Lane C_olpusMkaa - _ .:Qi _ e_ Lano Conn uro08hs S.iglJ�,9011 0% Gfa00LA 0% Glade 0% 0% U-0-MOON-A h) Peak IFMW 047 GAT0 CLIFFOAT 0187 0 ,67 0 ON 0. Peak Hour Factor 0.87 0.0 O07 0.67 0 "1 0.07 OW 067 ON 0.0 kigliUy;Omys9X 0 Notable" 0 6 7 II' Pod¢sldans 1 9 9 Ka! 4.0 4. 4A Wtl 4.0 4 4A 4A W¢Iking.Speed, PoLgatil.0_ Wmdw • Right luln note{.1itl1�>):l MalfM Median-storage Ve lYpstl�r0;3�9f)011 r 9X,plat000 unblockall CE iO'gpjy(gyA V �71a a a001 vCt,stage t cent Vol KrN 30 347 96 30 331 lie 100 141 vCu,untA Vol 1 029251 on w 302 242 306 - E lC,2 M 2014 p0 yuew Iroa% 77 96 91 07 00 go > 60 97 W 231901 vav YAlimilm Volume Left 1/ 70 23, 34 volume lee 26. 10- 29 10 yoww oSN 421 306 1306 1243 cSH 602 = 1403 107 VA"f011.- Queue Length(n) 36 !6 2 f Queue Length p0 22_-„21 _1 2 obt Lane!' 1L S 9 6 A A Lane LOS C C A A A-PAte43afi PpP Approach LOS 0 9 Approach LOB C C. n h Avorape Oel 7A In owe_Od?7 63 Intijse Anal U P•rfod rtdn 6 Analysis Period(min) 6 Baseline Synchro S Report Baseline Synchro 6 Report Marvin&Associates Mwin&AsaaCWea Pan"_t HCM Unsignalized Intersection Capacity Analysis HCM Unsignalized Intersection Capacity Analysis 47-Larnme&Black 314/2004 6:Lamme&Bozeman 31412 0 D4 w_ + 40 ...... pip am Sdr,conlung Co trol F(op reds 0% 0% Grotto OY 0 1 01 10 PeakHoecof V61 i 3 a9 on to 0j7 M@7 Qr87 OV 0,8 Pa XHOU,F d . ., 067 087 0 87 081 041 0,87 0 e7 0 n7 0.87 0.1117 OAT *.W i02 17 23. t7 0 _49MV lioglly flow 0 Pede5lriany 10 0. 10 I P0.1149.11 12.0 Le:lki.9 8 I.ArtlL.Mlill 04 pesO 4 0 40 4.0 4.0 PC 40 0 W.", ed fit Ri�;.-afi, note Right lurrlflohwtia) PAO FAM,I IX ;)Y,platoon unblotlubt! pX.platoon unblocked 1104-VIAM'0.^ - ),) 1W "25 350 272 Vc.0010144146.4 OLLI I,$logo I oomf Val vc 1.stage I wl vol .U.unblocked Val 0 1124 303 269 vCu,unblvAcO Vol tog X111 05 172 3M 19 07 7 .5 1C.lC stage ic.6;6010 2 sta (4 1C.2 st. 97 87 �6 03 92 to to 97 -at pg queue free 44 020 71C Volume Left is 13 20 0 VOIUMO Lee 9 23 Vd, lit cSH 1614 On $40 40 CSH 0 634 Queue Length(4) 1 1 17 9 quoua Unp9r0 1 19 10 C10111114WORM- I Lane Los a 0 Lane LOS A A 0 A Appr6fi-kh App(90tv * Approach LOS Approach LOS Average Delay Average Delay 5.1 ,(�, ..-.tinfor 4411 low .-OfU004 Analt�s Period train) 15 Analysts Period(MIn) Synchro 6 Report Baseline Synchro 6 Repo Pea.I M P.—r' AssoGeles Marvin&Associates Mervin& Capacity Calculations Existing Plus Development Traffic Signalized Intersections Design Evening Hour HCM Signalized Intersecliol city Analysis HCM Signalized Intersection Capacity Analysis 21•Main 8 Tracy 3/5/2004 13:Main S Wilson , --► � ` 1 t � �3/5/2004 f y 1 � �... ` � A � r ` ♦ �, r- 4, ..81PctEBTQf'EBTiErWBC`�W8'ICL1MORt1+fN81Y117187�[NBR' 9BNf8BD®M"39R Lww Lane Conhgurall n Qt. .(T. 1( fj. O In' i Loot lime 4.0 4.0 Ideal Fl-(vp)lpp 1900 1900 1900 1900 1900 1900._1900 IWO 1800� d060-1199i1�,:11�14 hDaC- Total Lost time(s) 4.0 4.0 4,0 4,0 4 0 Q:� Lane Ulo faclor" 0.95 O.BS -- 1 d0 t,W 1' t>� fr Up edrolk" 0.99 94 00 �� Frph,pe uhwis 0.99 1:00 1 00 O.OB 0 B9 ��_ Fn .99 1.OQ p, 9A0 FIpR uuulnikus -1 AO - 1:00 - D_D6[ 1,00' 009 _ F1CP Fn 0.91 1.00 100 0,98 098 Sa1tl.Fiow 1 270 Fat d Fla ( L63 - - lA0 090 406 OB9:" 'OVA �62, Said Flow(plot) 2a63 2950 1390 Nod 1428 Sald.flan(elm 2641 2715 1343 1022 mlPnrmi6otl O.a9 088 0.35 loll 0,95 vQllJ[1j{4ff( 317 20' 20- 3e4 :0 22 66 t0 90 2J 54 Suld Flat,(2omg 2547 2630 09 1406 1348 Peak-hour factor,PHF 0.75 0.75 0.75 0 15 0.15 0 75 0 75 0 75 0.to 0.0 0.21 OJ4 Volume lvph) 25 221 . 55 45. 427 - 10 60' 102 15 46 325. 88 Atl(F(0}!!'(vph` ►.w 4tl 449 27 -.27 . 512 13- 20 ;7; 13 120 - 31--.-72 Peak-hour lector,PHF 0 75 0.75 075 0 75 0.75 0 75 0,75 075 075 0.75 0,75 075 RI OR Roduulon(,ph) 0 6 0 0 3 0 0 0 0 2g 0 295 73 60. 569 13 a0 130 47 S6}. 433 '91 Lane Group•FIoB(ypn). �,_0 S1d 0 ) 540 J 1!4 U 0 128 0 RTOR Reduction(vph) 0 32 0 0 2 0 0 21 0 0 11 0 Conll.Peds.(Y/br)) t31 128 128 t37 153 46 46 1gg Lane Group Flow(vph) - 0 369 0 "0. 840 0 ae 162 0 -•0 $74 0 Pofktaw.{mii $3k,�"0 4 4 0 4 a Conti Peds(#/hr) 59 19 18 5a 60 59 59 60 Tum Type Perm Pnrm P.1111 t 2 Perm Parking fomry o. 4. <. 0 s t. z.-.• 2' - 2 .,_: '-r 2 P.tQ7 ► 'Ebltt-�3�irIF•': 4 Turn Type. Perm Pnrm Perm Penn Permilled Phases 48 6 5' Protected Phases 4 - 5 :}�� y ,8 H'Gueled ',{ e•-2i.0. 27 p ^ 6 Permitted Phases 4 - 27 0- a. 2 6 Effective Groan,9(s) 26.0 AGueted_Green,G(s) 27,0 - >-27.0. i 27.0 r 20.0 260 26.0 $7i�Ly 27.0 AcIOA iLtl �v4.43 0[43 0 43 ge Effective Green,g Is) 26.0 26.0 26.0 20.0 26.0 Clwronte Times 3-0 3 0 1 0 .43 3 0 AGhM1o0 glC Ratio' 0.43 -0.43 0.43 0A3"?•1. '0.<3 - LahO.Gft1C9 _;.'4{77 V - "1501 Sal 443 Clearance Time{� 3.0 3.0 3 0 3,0 3.0 v/s Rollo Prot - Lone:GrpC,ep(vpn) 1104 - 1110 221 ,600 _ •593 -. Vf9;FWkQ Pepp�021 ,*,�iZ6 - Olt ws Ratio Not 0.13 --- -" - v/c Ratio cO 12 C47 0A.'WS'Aalto Raba Harm 0.33 c0,24 c0.43 fJn)f9rrn DCley;Lg 1 10 0 1 44 U Raba 033 O56 a39 "' •'1 .95 10.0 Il.i lfnllomr 0010).d1 17.3 12,7�-� :-` 0,97 Progression Qdfbj 053 0.95 1,U0 1.co Pro9ress.on Factor 100 L77 400 iAO 1.00 DOInY(s) 12.6 �� t t3,1 (rk(tirryohlnl.0olnY:V% 0,6 _ .-1:6. IV 12.0 15.0 Delay(s) 121_ 244 1111,111 12.0 46.3 Approach 04w(9) __ 12,0 127 `110 /8A Ltivl Vil ulAlvi09i7m, a _ pa - - Approach Delay„(Q _ 12.1 24.4 133 48,3 - ✓4Yltxdiclli06 - p ",'�aZ KEM'9Yltp0 NCM Volunw to Ca ratio 0.40 H4M 6vQroQ9 - H HCM Volume to Capncn ratio 0.78 Inlersedlon pPaay 58; LavNM9wke ES13lllff�'G3kCr"lw3r M 60' Inters rl ti n -- Inlersedion Capacity Utilization 62 1% ''La9N01>901yW0 c Cnlltal Wno Group AnalY>(b-Period`(ptfn)'tYrt,++�7J''','.15 - 0 Critical Lane Group Baseline Marvin 8 Associates Synchro 6 Report Baseline Synchro 6 Report Page 1 Marvin b Associates Paoe I _ HCM Signalized Intersection Capacity Analysis HCM Signalized Intersection Capacity Analysis 28:Main 8 Black 3/5/2004 35:Main 8 Bozeman 3/5/2004 f i .� t r u 'fit? 4 1° M6 N Lane ConOQW*d ea - -:.j. _ - Lana Confi ura6oN _ - ._M - IdemFl9�t�,ir 0,(yy �Qur Total Lon!lime 4.0 1:0 9 Total LOU OW416 4.0 4A 4.0 Ftoo 9" 0A9 0: F" U111 0.99 96111111 a Fri an 06" 0. FN:P19(. seta.Flow 1 1416 toff 2049 2w 141513411111 pliP.-Qi�)M Satd.Flow(parm) 211111 2646 13 1106 U74 207 11M lam VOIA0(vph) - MIA Peak-hour to PHF 0: a76; 076 ILIS 0.15 0.16 0.75 o.75 0.75 0.75 0,76 0.76 Peak•hourfact pw a 6 ON 0. a76 0.76 -0.3 0.75 0.73 0.73 US 0.16 076. �oter��cwny _ RTOR Redualon 0 0 0 20 0 0 13 9 0 65 0' RTOR Reduction(v 0 3 0 0 6 0 0 1 0 0 11 0 [Q'alA�FOYC.F�,CYC(�• �9S{ly1s0.1c� Conn.Pstls.(a 108 06 108 41 40 46 41 confl.Pads. 9 58 $8 12' 64 54 42 a" Pi Turn Type Plml Pam Palm PN18 Turn Typa Perm Pam palm -Poem PP.a16i�efL�o Ri�taktS ##e6:. u� Pormilled Priam 4 8 2 0 Permilled Phases a 0 2 6 Aw{I?ntcA' 36 Effecilya Oman. 26.0 no 21.0 21111,0 E1faglve2MI eNl 34.0 ]4A MA $4.0 MiG'41 - Clearance Time 3A U 0.10 3.0 Clov 3.0 8A 3A 3.0 L'Ail. FP.Cap. r 1 •fz. v/s Ratio Prot v/s Ratio P14 im R-091[QP,b1f 91 WC Rolla OA7 0.34 0,44. 037 Vre Ratio OA 0.30 0.13 0.12 V111 litm:R9lte.. wf ICKI')P) Progression Factor 1.70 1.00 1.00 1.1110 Progression Facial 11= 0.72 1.00 1.00 �nGt41P911')'a1. Da4y_(1]_ _ 22.9 12.1 11.8 %7A Dem.'9.ffay(s) 18.5 10.3 12J 12.7 G - _ 1 AMMoft 22.9 12.1 11.11111 17A Approo 103 12 7 1t7 i1p1�09:4dT91` - !FJKM takQ50 Ul k M'9iruieO_ :.. ;4tTe e)Rfs HCM Volume to Cepa ratio 0.58 NCM Volume to CapaW ralb 0.3$ A01(�I€10dt+tP6>;i11(i ¢ I►1 �1`t 1 it, Intersection Capacity.tAllitatbn 80.7% IOU L W B Intersection Capacity Unllzall" 40.6% IICU Level of Safte A AnPIYSIs.Ratill5d'{I130 c Critical Lane Group c Critical Lane Group Baseline Synchro 6 Report Baseline Synchro 5 Report Mervin&Associates Page 1 Marvin&Associates Page 1 o . maa��mmmm��m�m k °� �mmm®mmom®m •: ■■��� �mme�mm mmmm !.�■� ,, �r�aaa aa��■mea n*�r�m�rm�mmommos� ■■��� ��ommm�smmommm �� r�aaa ■ ��� ���aaaaa�a' LRJI� ■��� ., �t��I7��tltF3Z��O� FT O'©mow. maa�mmmmm�■m�m � • . ., eaammsaemmm ' �aae�mm®�®m© ■■��� ��oia.�000ea ■■��� eemm®®mmmmo ■■��� �rem.�e�eao�a■�ea .m.mmmmmmmmmmr� ■■��� re amimamm 0�®� , Ram m��aaaaaa� ��ra trs;��•s!s��a�an��ss�A�ss� 1297M Capacity Calculations Existing Plus Development Traffic Unsignalized Intersections Design Evening Hour 'o-Way Slop Control Page I of 2 Two-Way Stop Control Page I of I TWO-WAY STOP CONTROL SUMMARY TN Y STOP CONTROL SUMMARY General Information Site Information General Information Site Information ii4nallst MARVIN teal MARVIN nlersechon EACH4 IRAenc/Co. MARVIN b ASSOC ntereethon CH 6 MLLSON ancy/co MARVIN A ASSOC unsdlcvon FITY Of BOZ-M N wte Pedormetl 52004 rfsdklion IA OF BOZEMAN ale Performe0 na an Year 2004 FAK EVENIN(i SPECIAL a au Vear 004 nalysts Time Period VENING SPECIAL EVENT ,alysis Time Period VENT Pr ect Descrl Non BOZEMAN ARTS G CITY CENTER r LDesc BOZEMAN ARTS @ Cl TY CENTER E3SB 101Steel: PEACHST oM15outh Sueel. TRACY East/Wed Street: PEACH ST IVSouBi Street WILLSfON Ieleraecton Orientation Easl•sest tort Parted Ms: 0,26 alsection Orientation: East-West Iu0 Period M: 0,25 ehlcle Volumes and Adjustments rhicle Volumes and Adjustments ECI, ired Eastbound Westbound ,or Street Eastbound Vvesibound enl 1 2 3 4 5 6 7,tovenlonl l 2 3 4 5 6 L T R L T R L i R t 7 R vchA1 5 90 t0 5 9/ 5 oNma veNh 5 95 16 16 IOD oor factor PNf 0.90 090 090 090 0.90 090 al'.-hour lector.PHF 0.90 0.90 O.DO 0.90 090 0.90 Flow Rate(veil- 5 100 it 5 101 5 rot flow Rato veNh) 5 f05 51 17 12f 5 onofheavyopOrtion oI heavy s.P. 0 .. 0hicles,P1ry 0 - - 0 - - pe Undiided Median pe Undivided nnelized7 0T Channelized7 0 0 0 1 0 01 0 0 1 0 0 1 0 nbolt LTR LTR'nfi uralion LTR LTR am S' al 0 D abeam Signal 1 0 1 1 0 Minor Street Northbound Southbound aunor Street Northbound Soulhbound Movament 7 8 9 10 11 12 ovemenl 7 8 8 10 11 12 L T R L T R L T R L T R volume veNh 15 20 5 b t8 10 fume veNh 135 16 t0 5 5 5 Peak4.our factor.PHF 0.90 090 090 0.90 0,90 0.90 rok-hour factor,PHF 090 090 0.90 0.90 0,90 0,90 Hourly Flow Rate("Whi) 16 22 5 5 20 f t iurly Flow Rate voWh 150 17 11 5 5 5 Proportion of heavy .opailen of heavy vehicles,Pnv 0 0 0 0 0 0 ehldes,P1n 0 0 0 0 0 0 percent grade(%) 0 0 Percent grade(%) 0 0 Flared approach N N ared approach N N Storage 0 0 Storage 0 0 RT Channelized7 0 0 "Channelized7 0 taties 0 1 1 0 1 0 t anes 0 1 1 0 0 1 0 onf umoon LTR LTR onfi uralionI LTR LTR Control Delay,Queue Length.Level of Service "Oritt,oloolay.Queue Len th Level of service 4pieroach EB WB Northbound Soulhbound r0rooch EB WD NorNbound 8alMhbound Movement 1 4 7 1 a 9 10 11 12 ovement 1 4 7 8 9 10 11 12 Lane Configuration LTR LTR LTR LTR _one Con ura0nn LTR LTR LTR LTR Volume,v(vph) 5 5 43 36 olume,9(vph) 5 17 178 15 Capacity,cm(vph) 1498 1492 698 737 [Capacity.C.(vDh) 1473 1436 647 681 do ratio 000 000 0.06 005 :ratio 0.00 0.01 0.28 002 1fproach ueue length(95%) 0.01 001 020 0.15 navelength 95%) 0.01 0.04 1.12 007 onVol Delays/veh) 7.4 L4 105 10.1 wurol Delay(Wei) 7.5 7.5 12.7 10A OS A A BBLOS A A B B pproach delay(sNeh) 0.5 10.1 12.7 104 LOS .wo-Way Stop Control Pagel of 2 TWO-WAY STOP CONTROL SUMMARY HCM Unsignalized Intersection Capacity Analysis 3onoral Information ito Informalion 16:Beall&Wilson ♦ 3I5n0o4 -Anal sl MAHV/N ntersecum EO 6 8(AC- --► 1 :~ :` I /� ` -� ' n )Co. RVIN 8 ASSOC urisJklbn ITYOF SOZEAIAN ato Performed bY2004 sis Year 200< - _ - EN1NG SPECIAL EVENT Lono ConllpureBals � - a415ls Time Period US 5f91A..,_. -'r iectDescri tion BOZEAIANARTS CI)YCENTER Grade EastlWast Street: PE CH ST WSoulh Street BLACK Polk Hoof Fedor 0. 0.75 0.75 0.75 75 OJS 0.76 0.76 0.75 intersection Orientation Eaat•sWsf Period Ns: 0.25 �411�Yt CdvD��'�'- . 20:.-.-:fiNVANNNa..1.' Vehicle Volumes and Ad ustments Pedesmans 15 31 S aorstreet Eastbound VWslbouW 4:r+([rkWdlh:(d '- f2.0 ovamof 1 2 3 4 5 8 Walking Spele;_114�1M1 a��,����,_ 4.0 4 0 4.0 L T R L T R PA!0-Al)4cdla "'. ] C'.-'^ -. .. ohrme vo1Vh 5 80 f0 9 95 5 Right torn flats(VAN?; r! Peak-hour fact IX.PHF 0,90 0,90 0.90 0.90 0.90 0.90 Modip(iJ - ,In"b Nun. loud Flow Rate veNh 5 88 11 10 105 5 Modlen 510rage veh ropaUon of heavy 0 - - 0 - -- F%,platoon unblocked 9clea,P11V 36p 111 360 369 228 1 t6 230 Median a Undiided VC 1,stage 1 cool Vol - RTChanneltzed7 0 0v,CT, lanes 0 1 0 1 0 vCu,unblocked Vol 305 369 117 300 OB9 226 its 230 onf ura0on LTR �Oo TR IC,2Y90a. '-- V Vaom S'nal 0 Minor Slrool Northbound 10 $oulbbONM 12 00 ueue free% 99 99 96 92 98 97 1 00. overran) 9 9 fNtT:Pnn3>dY3t[�-5{n. p2' ;52 :5,1I't„;7. L T R L T R dome veNh 10 i0 5 6 5 Peak-sour tarter PH 0.90 0.90 Q90 0.90 0.90 0•5 Volumo4�Le11 7 40. 7� t 71 Rout f lnw Rate(ve1Vh f l f t 5 b b MOW. Prop0, of heavy 0 0 0 0 0 0 eSN .b00 b7� tj04 ohktes,P1nr VgJk*',13'C1J Percent grade(%) 0 0 Queue Longln(8) i 12' 0 0 Flareda roach N Cf101tpfb�eTAY`.C. PD N line LOS 0 B^P A A storage 0 0 At?kTd$c1i'Pbf54r T Channelized7 0 0 Approach LOS B B lanes 0 1 0 0 LTR ZL�S�£tTols on unBon LTR Average Delay 3.5 Control Delay,Queue on th Level of Service III( .e 11oP ,:20+%° "`lcJluvkfr,r5e Appmuch EB We Northbound Southbovad AnalYals Period " 15 _- ovemenl 1 4 7 6 1 9 10 11 12 ono Configuration LTR LTR LT ILTR olume,v(vph) 5 10 27 16 apacity.e1e(vph) 1493 f 507 724 744 !c ratio 0.00 0.01 0.04 0.02 ueue length(95%) 0,01 0.02 0,12 0.07 trol Delay(shah) 7.4 7.4 f0.2 9A OS A A B A Baseline Synchro B Report pprrach delay(shah) 10.2 9.9 Marvin 8 Associates Peoe 1 HCM Unsignalized Intersectio, acily Analysis 3/4/2004 HCM Unsignalized Intersection Capacity Analysis 24:Beall&Tracy 16:Beall&Wilson ♦ 3/4r2004 l --► ' ! � .` -,k, 1 ` l l --► l `- ` 1 /` \' l T`l4aR h -. fLd-otfa • NI- m NOT �'EBa, E an g(opX "NBR'°1 8F `9S8oTp Lane Sly Cbmf91 F� Ow O% Sion olg .? !'SBR t - St9D W..-- - Grade 0% t.. 12 8_ _ 5 87' ,ta Grad. 0% 0% 0% 5 -'25n t tl�"� 70..C to y. (� Volume iveNl�.. '11 peak Hour Fodor Otl7 0.87 0.61 09� 0.8'.O.Bi 0B6 0883. 0.600 Oa7 0.87 0.8t p,PIYIP4 ivcrvn) @: f0- 20- 11 2j':- "tr It '� -. � a � - ty Peak Hour Fodor 0117 0.87 0,87 0,87 0.87 0.87 0,67 0.57 0.87 0.87 OA7 0 87 l3uullY.(IPW,ia)e(yg)1) 8 '. 20,. 1 - - 1 .Wily nvw Idle ivp+.hl + td 27 `:1d' 25'- tY t3. 2d8, 17 t1. 1i7. 9 pcdeklnans 13 10 - 9'0' Podeyuian1 _ 4 D Leno WjyUIIIU ..... 1.0 12-0 40 4- a.0 1 0' (:plea YViu s)ln(nl � }20 E.O� � - Wniking Speed lN / 1 Walking speed((V,I 4-0 4.0 potean(a*kagh,- - FPrWntalpctagc - D. i' - ... Rlghl lum flale Will Nona None Right turn fl:ua p-h) hludiuq lips glidfan,type None ,Norte median Merolla veh) Median slorago veil) _ _ Upsuoi in skirl it(11) �i m�ionul.(IIJ _ 914 _ . pR,platoon Unblocked 41., tge 52 45 133 e3 71 pX platoon unblocked Yc,apnQldGg volwite 24 VC.conNW119 voluma 528 515 189 547 509 27s 153 287 - vc I.stags 1 con,10, - vct,slog.l conf vol _ yC7,41DDu2 Wnf vpl 4 tl z 41 Us 82 4$ 133 63 31 4C2,.11ogo 2 cdnt v0.. , 1 .:A� vcu,unebcke 2 d..1 4 24 vCu,unb!ocked v at $28 515 169 547 500 276 181 2a7 ' 4;1 7.1 8.5 8 . 7,t 6 5 6:� , -:�;-r�l tc.'stnWf G) Ic,z sl s s) _ 22 . Ss 49 _3.7 as s 2 '7 i Bs b.z a.l a'.I Te IC 2 81age(?) 1F( -2 100 99 90 09 99 91 99 W.,(PA .•: 3.5 40 i3 ,�.5,. :40...:3;3 22' � 22 +•b� p°queue 100 ,-. .eue De % 1 ap 7sa eo ,014, 1% 601 1oSti ppoo qqu��0ue hee% 99 98 97 98 W 98 99 99V4 , 1690` V41143d�lliNtleutil 427 454 e{p Sb 1392 /27t - Pwvjftm t1�✓r- EB tY°V2BY<ST 44 8�' ""- GR3$I 'eTtfi-a FBI'Y.21' `. _47 29 VNumri Jolnl Vduma.Toigi 4 54 29 '� Votume Lon 8 o Volume Left 6 16 13 11 r- 13 volume.Right 2) 13 I 6 VGsunr Rtgli :1 8. t , _ Z;,,I13,;,_iu,7L3�:4iih �Yl is99 1s(,a e09 Bat ogH set <sa 1392 1271 y ue WtgnP w ca9aylr o a0 000 0,12 cs1 a l ti_ Volume to capocny o er 0.11 0112 4k011::,rii ?�+?2�f ?dl�4 .Que Length(a) 0 0 10 9 Sk4A s7: ;Y ,.evy_ Cuoue Length Qt) 7 9 1.Y 1 09: 1 5:. 10.0 Cane LOS pe18y:�13''1 A A 8 A.control Delay(s) 11' 13.1 -:0; Lana LOS111111111 Lane LOS a B A A g0proockgloleg(b):- g.9:.. is:' to;a' iSpptd►yh Delay l5l it-_,..13:3.'0' APproachLOS B A - ApiwoecnLOS B 0 ' IhTei�'Sd))57F9Lht ry g1nSliTfii118rV.� �113'6 Average Delay 7.4 Avmage Delay _ 2.6 �j pn lY Vllhinlidn,- t8,1�.1-. Ia1 LDYol vl garilbp (--�41MFV0>IS+ 15 Inlarsadiun CBpoUlr UlaliH�� Analysis Polled(ml i) An slsPeriod(mng Synchro 6 Report Baseline Pane 1 Baseline Synchro 6 Report Marvin&Associates Marvin&Associates Pea.1 HCM Unsignalized Intersection Capacity Analysis HCM Unsignalized Intersection Capacity Analysis 31•Beall&Black 3/4/2004 15,Lamme&Wilson 314y2004 BDrN S "w Lane Co IUMUene _ -_ '� f e118 - .- - 'aY - Grade 0% ,. 0% 01i til8de Peak Hour Fedor OA7 0.07 681 0.07 00 0.67 op il GA7 U7 07 0.07 Wipe.... OATOAT 0.S7 M97 •.07 0 47 Af &W OA7. 0.8 0.67. Hgif�lY.lki+r P Podvslrionli S ]S 8 A Laria,Wldf wWkl 40 4.0 � Walking Speed _ Right lure note(Yoh)Median slor Vale tlWlt?am a -- px.platoon anblocked 65), 029 261 d68. y4i!'Ny1 C9--tP�ll�lElr...f55 ;49_.10,1,r 620 40 249 308 VCf stage 1 over Vol vCu,unolockea vol 181 155 49 /e1 SS 80 S2 951 829 251 888 020 302 249 308 4 1 tC. PO queue free% 99 94 99 00,. 100 100 '8-3 77 Lo 97 r 86 WWPKIA m I rm rm 1545 - D Wtlilflp;to ow(tla 7p . Volume Leh S S 0 0 Volume Len 2111 YS 29 16 114lPd)95 y V61(irpp'Rlofd CSH "4 615 1547 IS11 csH 421 596 1305 1243 Yo(m R14CA, Queue Length Queue Long ln a 0 0 Queue Length(h) If! 2 1 -S'i.001)ial 3 C8Mr0i�Od�d Lone LOS A A A ,A Lane LOS C C A A " i} 1,Q� APprYa`G� Approach LOS C C lit Average Delay. 24 Avervpe Drla7 6.2 PMI90 1 An Blinds Period(d11d 15 Baseline Synchro 6 Report Baseline Synchro 6 Report Marvin&Associates p.na 1 Marvin&Associates Pane 1 HCM Unsignalized Intersection Capacity Analysis HCM Unsignalized Inlersectic,. pacity Analysis 46,''.Lt1mm9.&Tracy * 3/4/2004 47:Lamme&Black 3/4/2004 •'VBL SBCRQ Lane Con �LggOytgq�CoMI QfWonb - .f�__- .j.• _ - -.. 41 '. stop Froe' race 0% 0% 04 PaNcHOtrFadOr 0.97 7 ON Oe7 0.h 0.e7 o.e7 o.ai o.ai 0.e7 Peak Hour Facer 087 0 e7 0.67 CAA 0.67 0.67 OJT 0:97 0.9 0.e7 D.VY v befM � r homitty,'f)pw,7ate,ryp0) 13-`,124:.-37 ;Mj Pedestnans l9 4 La LitrieYyidlF;(tV - 1:itz Wlin lg;peed(Ns) 4 0 44 ,0 4.9. Walking Speed(rus) 4.0 4.0 4A 4A Pdreaid 81aci4go I Pelc¢ni Bbowak` Right turn Ilaro(vch) - Right turn flare(veh) Median type `one None Median IYO 'PPP.-tr •ra-{, Median storage veh) Median storage veh) Ak�lllNtl0YltlTlN�" Vpstteat vlunl - -o �, 100n unblocked pX,platoon unblocked vC{conn(CdMj v`Ojume :63 ;47- 08 3s3' 331 Ile sr pit,(1�tI Xng volume to - 192 v01,st49a 1 canf v01 vC1.s1ug01 cont-I yC2;:1ngu2wnt vol - conFvol'. - - vcu, wl 301 /47 90 393 S31 t fa 100 1 Yea.unbluGed vol 63 192 31 296 8e4 $19 Illy le.pii,glc(�7 E-5 6.2 7 1 -O:S - � - .40 -.:Eaw�... 4" IC.211.00(s) - W.2 610 - - IF 3 5 4 4. ..3 3.5 (;Oe IPl111 gueue Gee - 99 lot 90 D7 fro. e0. PO Queue Gee% 9a 82 go 93 a0 97 90 C0M'06kgC1( f1�71ii _ „._- `Z5"pat�tx{v_eryb) N!fende _*�±Eg rT o7R CHhe tr vrnL . Volumo.Total 194 ..gbh"J20 ±-:04.'�7 VolumO Tginl 132 12a; 159' 120=- Volume Leh 13 13 20 6 Volume Lett 11 30 23 3, 17d{3"` S- V0luine.Rghl :: 30',-.,:4a cSH 582 582 1483 1417 cSH 1514 1372 640 597 yoiurnu luCapstdl 0;23 022 0,02 ,,0,022 WM Queue Length(n) 22 21 1 2 Queue Length(it) 1 1 17 9 C,Onitol GelNY-ts).. - 73.6' ",84R•t' Lane LOS B 6 A A Lane LOS A A B B A0p(gtoCtoley.(* 13.0, lZo, 1.2) ApiN6(f 77blfiy,'G�.eYRjS �iS#S-1f;b 13 Approach LOS a B Approach LOS 8 8 I�te�181Af6d30Z7P9f��'- Averaps DeMY 7.0 AvOrege Delay 5.1 1ptu�gtliliij[criµbal.- - 4aet��kri:cbassNruut;ial�K�'�_zb,4.7c,.. Ana -lysis Padod(min) 15 Analysis Period(min) 15 Baseline Baseline Synchro 6 Report Marvin 8 Associates Pane 1 Synchro 6 Report Marvin&Associates Pan.1 ,-. - - - --- HCM Unsignalized Intersection Capacity Analysis HCM Signalized Intersection Capacity Analysis 83 Lamina&Bozeman 3/4/2004 42:Main&ROuseRem * 3I5/2004 L'= 8 [aas'Con 1 * LanaC 44 4 - '11;;19�0 OifaW T .0 4.0 4A 4.0 4.0 4.0 P9eltHow 0a7 0.9 0.67 0,87 0AY 9. 047 0.67 1 in- 1. 1.Os 0.97 9 ;� CA IIIAND .0.1111i Mill 015 PedsstAells 10 4 :4 fn L We11dnQ s ea `4.0 4.0 ,.o �4. Sold.Flow 1411 s fats _2�3A RipM turn flaro�vah?•' Said.Flow rm 2101 zm loll 14 b 1254 M~Y -', 'Nona t p'- tlw Y. Median storage veh) Pak twat"a PHF 0.75 0.75 075 0.7S '0.7b 0:6 076 '0.Q3 0.76 0.76- 0 6 0.1 X.platoon X+r ne1ock ?,.r p platoon unblocked 1 0 O 0 0 40 0 0 20 0 0 P 22 q LOf�(Id ;VOfame ?0 t23 ,01 209 f2 g. 272 be vC1,$1 401 cool vot _ 14 e L 14 11 70 0 it gee.unblock val w 124 303 269 125 350 272 so Tum PMrn POM CUB"M vistom Ic:Z ► :aA1S: S1>w:..:-Y.r_ - 1 6:5... ' .. .PAws'. 4 2 e a � �ln�s% De 97 67 90 W 92 90� Ef1saUW BfeMl. sq 34.0 84.0 54.0 91.0 -34 34.0 �1( Clsantl0e 3.0 ! 3•0 3.0 3.0 3.0 f7o1UB! .'.t2s?LI via RaftPilill. 41D.1e Volume Left 9 23 17 11 Vol cSH 16Dt 1490 '67e vlc Ratio - '7 0.32 0.07 0.33 '0.w 0.03 volafi€3,- a Queue Lena Up 0 16 t0 P opneNonFlWat 0.7a 1.00 1Ap 1.00 1 0 C941t6(;Qvlb3�i" pa 10.6 142 122 16.0 14.7 11.9 Lane LOS A A a 8 142 14.6 13.9, Approach LOS 0 8 Average Dote 0,1 1 �min)( 0 1 HCM Volume toAna"Pedod C p00 Q.93 Inlarsec8on Co e0i41i 8 c Critical Lane Group Basellne Synchro 6 Report Baseline Synchro 6 Repon Marvin&Auoafates Page 1 Marvin A A«n J.I- HCM Signalized Intersection Capacity Analysis HCM Signalized Intersection CL, _,ry Analysis 12:Babcock&Wilson 3/5/2004 14:Mendenhall&Wilson 3/5/2004 Abve)Kanl N tUmeaywr: T?1MBtt' BT "9hs Lone Conrpurad00e - - _ I + Lane Configurations •iT. q f. Ideelpioiy(V fto90D7`190q 1 F i(vinplj".;`t9W, 400 lsQQ 1900 a4oq;"1eo6 t900 t9D0 -i9oo "1000:,-.Wq 1900 Total lost time 4A 4 4.0 4.0 4.0 Lane Width 12 12 12 12 12 12 12 12 12 9 9 9 Lina:Uhl.'Fq N4 ToTffi'j (!tTmp(s 4-,0 Frpb,pod/takes .99 1.00 0.97 1,00 1.00 Lane Ulll,Factor 0.95 1.00 1.00 Flot7.ri itl/t)ik; Ftp(j�p ilS,j 1 A0 'O,p9 FriQ tA0 0 1A0 t. Fipn.Pectinate, 0.97 0 99 1,00 FgP14Aakt F(. 100 6:9g Sold,R10Yt 1492 122111 1 - 1402 Fa Protected 0,98 0.96 t 00 F Opv)gbyawgo'rKv:cmc•'' ?,CBDY :. 1034 1280 Sald.Flow erm 2676 1442 120 940 409 Fit Pemlillod 0.98 0.85 1,00 Volume(vpn) SaldcA(ew"ib8rin)' _.. - -'zaod� 141i � �. 12Eo Peak-hour Factor,PHF O.TS' 0:7b Q b 0.76 OJS: Qts Q7 036 ATS 0. O. 0.76 Volu�m_�o__SSv��ph 0 0 0 297 516 55 47 84 0 0 120 44 Atl/,.FlbW(v, Pei') {j tPHF-;'0.75 075- '0.76.;�tl.TSd;0.T5' D.75 0:75 075 0.75 0.75; Q,75',0,7$ RTOR Reduction(vill 0 42 0 0' 0 0 80 0 0 a Adj Flow 0 0 0 306 688 73 63 112 0 0 100 50 Lano Group Frow(vpfif _V_ - 'r"•� rt1 RTQj y�ji(vbti). o D 0... 0:.` 6 0 3. G 0 0 22 D COnfl.Pecs.(41hr) 25 8 a $ 15 26 2 18 Lane Group Flow(vph) 0 0 0 0 1149 0 0 )75 0 0 197 0 Pirfdn9(Mfin CdhA Oil {Ylfu)'. 74 45'.• {5?', _ `74 _ 26- 103 Turn Type Penn Fylm Pam Parking{elnr) 2 4 2 2 2 Prowled,Pri4ses. - _4 - >e: �u(rLTYPO:- Perini Perm .- - Parmilled Phases 4 2 0 Protected Phases 6 2 B Aclikalw Grew.0.0) 10:8- Purm4ted PAq: _'es- - - t 0 El ecli"Green.9(s) 9.a �4:9 24.9 24.0 24.4 Aclualed Green,G is) 28 0 28,0 za.6 Actuourd 01C Ratio _ -0,23 ,^ £rloctive Green.0(6) - --.b 25.0, 27.0 Clearance Time(s) 3.0 &0 '3.0 a•0 3.0 Acluaied AiC Ratio 0,42 0.45 0.45 verriclo E.tensen(s) 3.0 "r_. pil0runee Tiolle(SI - 3 0 3.0 3.0 Lane Grp Cap(,ph) 660 870 710 ale'. 67O Vance Extonsinn(s) 1-0 30 30 v/6 RPIlo""' Lane GlP.Cap(v0h) -_-I168 036- - 1.70- v/s Rallo Pant 0.15 vfs Ratio Not c0 17 v/cRolla 0.49_ jai VISHIMP Pem. - 0.41 012 Uniform Delay,at 14.5 4.2 4A 3,6' 6A VIC Ratio 0.98 0 28 0.34 Pr»p(lssioe. WlrlirnDOtay.01 .,17:3 - 10d !Awf0:7_= Incr.monalOollati 1.3 0.6 0.4 0.2 0.3 Progression Fact& 1.00 100 1.00 DalaYi(41 IPcieAi9ntelDbloY:OZ- s _ mqR•2z.3 1.1 .:6 Loyal o/9olvlgl B A A A A Delay(a) .` 39.0 114 1R.9 APprol9Ti{ ) GOYlF1h .0+VJtAxe21. ..i7t"6� �.ijrS/.e 'D: -_a Approach LOS 9 A A A Approach Doiey(s) 0,0 39.8 11.4 12.3 D;: HCM Avv,rgo Canirol Defo 10.0. HOML4v4lof&Mim B HCM Voiumo Id Capaatp rq HCMiwDfe00;CQRt!(f{'O.Mb '_.?^tc132, I_ fylce - ._.. Actuated Cycle Lcngtn(s) 427 Bum d I'm ow HCM Volume to Capadly ndlo 0.67 Ink rsuchnn Cppu yy Uh 7e( n4Ytial!k:Cyde!\IdiAtti,{s). 60.6-7ra')e"' ppf,e631 G(de is) 4.0, Analysis Period min 15 intersection Capacity Ullniaaon 67.7% ICVvui of Servi ce C 5•::C{IliGnl Analyy'13Pe!(oa:(P1iP}f'':+L.•: 1; � ,., - c Crilical Lane Group Baseline Synchro 6 ReportBaseline Synchro 6 fteporl Marvin&Associates e,,...,• Marvin R A.s,.iMl �•-- HCM Signalized Intersection Capacity Analysis HCM Unsignallzed Intersection Capacity Analysis 41:Mendenhall&Rouse 3/5/2004 22•Mendenhall&Tracy _ 3/4/2004 Law Cai M!r= ONION �A 4A 4.0 4.0 ai OA MW1 4.01.90 1.00 1.00 1A0, 0:M90 Peak Hour Factor 0.e7 0.87 OA ON aw 1111.1117OAT. flu gay 9A7 U7 0: 1. 9P Hourly.'i1gw,10 Y Fit Pednslrians 49 42 0 - 1M 14 : 1463 7• ie61 LanoWiplh,tnu :,J '1' 0.0"� t3•ld.Pbw W.W"j speed(I0e) 4.0 4A 4.0 4.0 1440 060 149a 1 Porcum BlouaOo ;•s=;)+. - Slta: Rpht turn live(eh) _ Median type PukJlour lacier,PHF Q7 0:73 0.76, Q7b 7 0:b 0.b 0.7b ON 0.76 0.75 hlrman storage RTOR Raduelidn OW0 0 0 0 r 0 2 0 0 Il 0 u,,halo n unb&ocke�att:=00.• pX,Platoon unblocked 44oa;Gtbsfp vc,,wAO(dif19wY6,'. Conn._Pees. 1 2 2 1 3 1 1 3 Vol.siege I coat Vol Peikl F jtCt;},legtE,2'egr_il• Turn Type Pon Perm Fafin VCu,unblocked V 70 11187 11M 132 1636 1204 PLatequ Rh Pennillee Phases a a 6 rcjlslaea y riv fe too 1 62Eflecte GreeO, 10.1 4e6 491 49.0 49.5 3 b AcSSL6i40 3.0 3.0 30 3,0 Clearance Time(s) VenlUa Ek110I9Ch Lane Grp Cap(v ) ate 544 ION 60i 997 Bums Left 122 0 56 0 ,vls$U11o.P 11.0 0.11 OAR v/s Ratio Perm 1440 1 00 BS 19T Uniform Deed;d1 27.0 2.7 72 2.5 3,0 Ousue ler1g01 7 D 322 170 incremental De ,da 5.9 O.S 0.9 0.1 Qe Lane LOSn A R F Dot a, Approach Level of Service C A A A A Approodr LOS F- ApprOSc)i;D41aY�U Approach LOS A C A A Intl c f Average Delay HCM AVl Control 6.7 HCM Laval or se4vk0 A alysis Period T Analysis Failed n1ir1 iicJ �oluidets Actumad CyUa Lerrpin(s) eTA sum W IOe1 OA ir1(ukq�p9ly:�a-I'fl�dSg7gi Analysis Period(n11r1 15 c LCpticeltanl% Baseline Synchro 6 Report Baseline Synchro 6 Repon D.-' Pa•r�s Marvin&Associates Marvin&Associates HCM Unsignalized Intersection Capacity Analysis HCM Unsignalized Intersect, acity Analysis 29,Mendenhall&Black • ** 3/4/2004 36:Mendenhall&Bozeman 1314/2004 N13 L'G'Sums 13F8P N Lane Conhpunuons .1 Lane ConW, - Sf9n control _ ,- tpn_',CoTp(36wtet' ' -fiieo S{' Grade g% Grade Votym,tvanmj 0 V6pl(t2e(yerv1+) O Peak Hour Factor 0.87 0.87 0.07 OAT" CA7 0.87 0.07 0.87 0, as? P4nk Hour Factar 0.87 0,a, 0.87 0.6. QA __,i<'/'. 0:{ 0.17 `del 087 0.87 0.87 Ho_uffy..(iohrato,r.ph).. 0 - ({yiuly.11oWt4le(vp4i 0 0. 4 - _. 0 52;..„70 Pedest(laru 39 s0. 58 60 Pedestrians 27 26 17 18 Lent(-ftin lrU G g 0.0_1..:�M prld 0tol) 00 ,. 1: 6.0 - 9.0 2M ae Walking SpJ rt.) 4.0 4.0 ^4.0 4.0 Walking S ad(rui) 4.0 4A 4 0 4.0 Rlgra Iu,n Iw,e(,oh) M lum bare(van) Median type. NOW _ '-Nano .� Nana' L� Median slwago veh) - Median storage veh) upabesrr s npl pg. 'r on 955 ',.-S UQ f09m 3)gnei f41 1140 px,platoon unblocked '�»' aye'platoon unblockad T, _ � C,conflicairlq da VBluilie !G9 58' oGe 95a :14 4 ;,;1.g4 11ei�401�00Y 4mC 715 . 615 Sd9 3 - Tr VC 1,sla4o I com vol VC1,stage 1 cant Vol 1 ,C2-slago 2-01 Vol. vCu,unblocked vol e09 51 696 959 114 994 e48 494 vCu,unblocked vol 715 17 615 SbQ 37 004 $58 393 le,single lql 4.1 4.1. 7 s '.i, r,..s.0 tf'r42d w(l1�'r" 4.1 �,., 4:1 6.s 00 %-,,s e.5 A;¢ IC.2 slag,(;) IC,2 stage(s) •r IF.{s} 2: 3 5 4 0 3.3 )3. '4;Q^ 3.3 22 .�r i` �;ia yl%.. 4 0 s,1 S 5 4.0__�E;� )><I queue In8% f 00 97 G 58 tOG 100 48 67 4no,9ueue fro % I W y8 70 i+8 1110 f C0 81 86 cm capacdy(vann) 770 1470 147 22d.. 8)2 t1r 129 499 7tklflveh/tr) „072- .O0g-,._]Q2i`2�4f8i6fi1i 0)4QClloni Clines: -..-'rVi3i1:?WBrZ.�S+18ZfRYS670�:' _... _ _ _ _ 7 ,V,kWmoTaal 409- 386- 245%1 �' RQI(�fnA'lol!)3,3:.3 l QtL::3fi0i {BMVIIN VOtume Left 46 0 149 0 Volume Lea 69 0 82 0 ll:rfie RIgn1 G 27 ,••0:,_'.194. - 4(QirmdRiotl cSH 1410 1700 170 283 - CSH 1583 1100 289 399 Volume to C.Paely 0,03 ir23 1,44 0.65 VAuglieTo.Capec;IV, -0104`_ Queue Length(n) 2 0 383 104 - Queue Length(0) 3 0 98 32 now Cogl(ol Delay(3} I 1 0.0 277.0 360' Pa"gO1010draq - dg, Lane LOS A F E Lane LOS A E C Approach Delay(5) _,.FDA :. . .277.4:.40.6 r:., .__.i _ -. ... _ - .�q A-W6'j6ccn osY1 E 0 Appoach LOS F E (htiffil9(owau"ti4d- I Average Delay 61,T Average Delay 8.8 le!vavykin:t op9S( IBMsue;&;'aa✓ te-i IniorspF?koua 1tlGSN91 Analysis Period(min) _ 16 _-__ Analysis Per100(mm) Now Baseline Synchro 6 Report Baseline Synchro 6 Reporl Marvin 8 Associates vn�P 1 Marvin&Assocleles Pace 1 HCM Unsignalized Intersection Capacity Analysis HCM Unsignalized Intersection Capacity Analysis 18,Babcock&Tracy 3/4/2004 26:Babcock&Black 314r2004 M64'aifi'4ril"7��'4��EgG"�"Et3;i�'iVu8E7RGY87�iN8ltl4'NF)IS�TCN 't"� Lane Conagural)ona ' Lain 261lA0w21j2ty S)pn_C_untol . Fre Grade 0% 0% 0% GrnIN 0% 0% 07i VdiT2 tY40b>�=yL•_ ►:44 #1 Peak Hour Factor 0.07 0.97 r►7 0. OAT 0 0. 67 0.87 00 OAT Pala F80w 0. ow ox am 0A7 OA IX 7 0.97 SAY 0.07 QA Pedo raps llitiv0l c toz>Pedostdans 21 26 24 18 WalkiWalking SpP Walking PC- (No 4. 4.0 4.0 ! 4:0 4A 4:0 1.0 pk(d31i1 R"M turn flare(ve R M 1um 111i - Medan storsge veh) Median PX,ptaloon unlocked _ YF 1pR01G(1r10Y9)ilrj�?r-��' VCl stage 1 cant VolRaMilbols vC1,sleye 1 ten V01 VCu.u_nOkekW Vol 27 901 1236-. 1206 638 949 IU2 49 vCu,unblocked vat 22, 1901 14 1371 US 074 1438 40 LE:ifrJ�T�i te,2 sIe tc,2 U O i PO queue free 99 100 100 03- w 65 100 �Oqueus % rl0 0 100 cM copsbfCM6tilFg7t-W 5 _ "god p DQ'oHt votumeTAL4 %:�: Vwoulf-MM Volm ue Left 102 0 0 196 Volume Lelt 191 0 0. 78 Vold ftam ASH 1650 1700 299 150 ceM 1003 a 172 94 Yo1,Gpie;to C6p" Queue Lengm tap 6 0 62 2D0 Ow11e Length OQ; 10. 0 151 $0 PAMIJA ollfayi C04(rP(.A_e Lana LOS A 0 F Lane LOS A F F AppSQic)I-9.o7MrT3S� Approach LOS 0 IF AW00cill F F Iffl1R6Btll8N Average Delay 8!A Avenge Oauy 9 IntelS6xURD;Cg -' -- Analysis Period(min) 18 Period(rnM) Baseline Synchro 6 Report Baseline Synchro 6 Report Marvin&Associates Page 1 Marvin&Associates HCM Unsignalized Intersection Capacity Analysis HCM Unsignalized Intersect �.cjty Analysis; 33,Babcock&Bozeman 3/4/2004 43:Babcock&Rouse 3/4/2004 Iw A- Le e. 7 Lane Corirqwmions 4114 1. 1,."S -_r _- Sign unl(61- Free Nee Silop . Glade 0% 0% Oti Grade 0% 0% 6% Volume(volub) 125 714 39 0 0 ;31 55, q Peak Hour Factor 0.67 0,67 UX DA7 06U U7 ow *117 ON OAT 0.47 Peak How Faclor 087 087 087 017 OU 067 087 0.87 0,67 0.$? *A? 0.07 tiourly qOw toto(vpm 144 621 45 0 0'. .0 0 --41' - Pedestrians 1 1 4 Ped.316 ns 25 19 Ie 30 If LamVw. oah(P) 0.0 w. Spa 4A 4A 410 4.0 -0 A-10T"W11111011130"I war Walking Spew(Ns) 40 4,0 4 a 4.0 Pit lug Right I.,n dire(-h) Median tWe -- onr. tl000 Median storage van) M UPWO31"signal 00 1170 006 Now px,platoon unblocked vC,corith'i(lig voivm. 30 584 1222 1176 470, 333 :201 So Ics$1 Vol vc 1.stage I cony"I VCU.unblock"Vol to, 41W 1523 102 469 Im 1653 11 vC', nbickld-1 30 684 1222 1178 470 533 1201 55 IC.single,,,,) t t A]l 7.5 0.5 69 73 8,5 6A 1C.2 M,IC.2a.(3) 1 IF(111, 2.1 22 3.5 4.0 3.3 3,5, 4,0. 3il Q09ueW e too ISO 0 #7 0 Ice too po queue(Joe% till 100 too 71 0 42 39 100 C"capitoty 1542 105 UIU.-t.,l 00Z 2 90 E OW-1487 OR& -JC�768 1'.. Volume Tot�� Volume Total 554 455 110 190 Volume Len 360 100 0 Volume Len 144 0 0 92 Volume volume fthl 0 45 63 0 CSfl[ 11610 1010 -66 CSH 1542 1700 273 159 Voluplur to c000cpw-- .. volunio'lo criphoty 0.09 0,21- 0.40 1,10 Queue Length(11) 37 37 2% Q.eu.L-0:1,(it) a 0 47 264 Cvnllw Delay(s) Z? 00 209 1$9.3 Lane LOS Lane LOS A A otl.y t� A D F -4!tl illig Approach a .31 4 .. -I Approach LOS F Approach LOS 0 F Average Delay Average Delay 59,411, .3g'a 1046�will;J111 - I"(01kildn'Cagocily Urluall Analysts Pvtw Analysis Period(min) is IMP, Baseline Synchro 6 Report easell"" Synchro 8 Report Marvin&Associates Pan.1 Marvin&Associates p- HCM Unsignalized Intersection Capacity Analysis HCM Unsignalized Intersection Capacity Analysis 31,Beall&Black 31512004 24:Beall&Tracy 3/5/2004 .4\ ;1 Lane C�OnLiquftukkwa SigntZ],111 Lan.Config.rationd Grade 0% y Iai 0% 0% 0% Oak 0,76 0.75 g.76 &75 0.76 fade Par Hour Fooliae 1111.76 0.76 &7S 0.75 6.75 0.76 0676 oak Hour Facaor 0.S 0.75 %71 0.73 0.75 0.75 0.75 0.75 075 0.75 0.75 0.71 P"odo 5l611tGans ; 6 106MI11% -- n ukoMAM Pedestrians, 9 1 Walking Speed(N6 4A 4.0 4.0 4.0 4A "t lurn 01"(Yoh) Right turn 0410 Madjo=yde Madden storage Yoh) waggled OX._Pioloorw unblocket! Vol,sum I owvd VC1.51090 1 cant Vol 36 in 1w 62 39 05 26 u.unblocked Vol 44 30 125 102 139 107 2 11CMI&MM ---- I _ ;C.2 31898(5) 08 99 %0wA"- 7-1--p-SQ00 0 of 100 too p*queue free 09 100 tWKROAA� 4A 7 7 7 volaw" _47. 40­ 79 44.' VOiUfno Lou 9- 7 Is I CSH IN 612 lug 1531- 901OLLLL CSH I664 1671 000 M Q,autr vownli lf.c 0 Lane LOB A A A A queue Length(it po mkpi,�Qolh�Qolh-, - - -Lane LOS A A A A Approach LOS A A AppiplilO.D. a Approach LOS A A lI iAverago Dela 4.7 ,va,age Delay 0-1 ArwLe sH Padod(min) Baseline Synchro 6 Report Baseline Synchro 6 Report Marvin&Associates Penn I Marvin&Associates Pon.1 HCM Unsignalized Intersection Capacity Analysis HCM Unsignalized Intersect, �acity Analysis 31512004 15:Lame&Wilson 3/5/2004 46�Lamme&Tracy m A11isT li.wBAtiwBF-:hl7C-•:NHF'-NBR.r3BL">;SOVIISBR Lane COnO,Wa900a a, 4- .1. 4. Lane Con ellanguratl Ai -�► _--- _ $+ayesgpo A Free Flep M r Sign Control' 1 . Graft i 0% 0% 0% Grade '..- ;,130 16 10 72 's'i? VOtudld IVV71Aij, Peak Hour Factor 0 6 .6 US 0.76 0.76 0.4 0.75 075 0-75 075 0.75 Peak itoorFactor 0.76 0, 0.75 0. 0J 04111 -0.76 0.76 D.Tb 0.76 0.7S' 076 fJd)iltlt(fo ra 173 3 si o6 (; f4u(ly,flowlato,(vph) y Pedestrian: 50 3 1 Pedestrians �16 _ 26 2 �t1lRY7Edl§T . i1aS"' 9.c e0 I.enewidthnz '. 129•,.-. (2:a - o. . Working Speed 1.0 +0 4.0 Walk.n9 spaod(rusl 40 4 0 40 P'j-[4 7`H191:r f4 }',: 0 D pedcenl B1ock+We,_� Z" --b: 0..; Right turn 6ato(veh) Right lu 11-(veh) - Mo0fallly0C-r Wr']: r. None Meolan type None No.. JR Median storn0e veh) Me4an sluraga veh) 90(realil_el1)Ila').Ql�,.,: - '�� 307 upsileam ni9nai(11) - ?(,platoon unblocked p%.piaioon unWoded YY.,cropflk41$'0[VPla - <C9 14S l34' 453 444 2,41 137 2A$ VC,confiding volilmo 245 'Z47 101, 211_-- e!J9 101- 85 vC 1,stage 1 coat Vol VC 1,stage 1 cool vat _ nu�virt 40,aiaga 2 colim: - : - tii'n logo 1 con(vol ,�. iai'�s�aaayeaer+aeaa� vest.unblocked"1 409 445 134 453 444 741 ill 24S VCe,unblocked-1 2+5 24 161 241 243 79 103 $6 tC,sin9iV'(yr 7,t D.5 A . ''11 6S' 6.2 4.1 41 - (�:,1,09ta(5)' �- IC 2 5uigo(;) IC.2 slope W IF(6) 3 5 4.0 31 3 5 4.0 2,3 2.2 2.2 IF(s)' 3,5 4.0 3.3 �' 2 p0 quauc tlae'h 95 91 98 96 96 98 9U 06 p0 quaue Tree% S9 93 99 ,96 94 99 99 99 CMmDaalylv9nlM .70 40J _05 41C 4131 750 141 i256' - im.wpaviy(votun) 020 oil 930 :620 616. S60 1455 1� DYb2rQ4""LyYw EW,I74-WB1-nl7e•7`SBI- >. - �'pf DtioDuooTitdn:ex� Ce1:wBt:NB:1-�SBtis��.:w -L;, V•uiumeTow, :63 51 Zg4':-J29 Volume Tote) 51 73 77 66 Volume Len 21 15 13 21 Volume Len 7 24 17 13 - Vddi09RiphR;-.': :;:_r,.70. "i1b'3",$'(' ,i2 - Volume Flight 7- i3. 13: c311 527 506 1416 IM cSH Get 683 4455 1470 vu ume lo'CapaatY' 0-:C- 0:10 00'1^0.02 - _ -. __ - Volume to Capacity 0.08 C.1 i- 0101 0,01 0.0.0 Length(n) 14 a 1 I Queue Length pp 7 9 t 1 Comrol Njoj(s), 13.1" 12.9 :0,6.- 14 Control po{ay(s) 111 Lena LOS B B A A Lena LOS B B A A APPM&C4 Dkfay.(5) 13.1 :JZLO.-'0. '-j"3'::'j' -.c=,...- ->.. _ a..........:�: ADOMACiD9tpy(s) . .tl,t. `it 1-•:.':7:Oa hZ:S_. - .._. -. - Approach LOS B B Approach LOS B B lA ffem161TSur1it7i [I R-M Etie11S3m7tfa�E:'F""' Average Delay 4.4 Average Delay 5.6 - Inlorsebllbn,CraW_Ch�:IN�. flit cl_Siir,}1co Ufa �!l1�}f0¢IfCeP.9pXUIn1�AHon -'-22:7A`,,,r�U i.ove(o.Cpniw: ."_»� Analysts Period(min) 15 Analysts Peood("a) 15 Baseline Synchro 6 Report Baseline Synchro 6 Report Marvin&Associates P.-1 Marvin&Associates P.A.1 HCM Unsignalized Intersection Capacity Analysis HCM Unsignalized Intersection Capacity Analysis 47:Lamme&Black 3/5/2004 6:Lamme&Bozeman 3/5/2004 Last G+ ED � ifll�D/(tti7sTWBt110i3(dBl>�ltli Lane Can woo" :.A -- �iAl. Lane 8yrl;Ta'ti) }� «� 0% Grade_ 0% 0% 0% 0% V91u s` Peak HourFector 0.7b 0.76 0.75 0.75 0.76 0.76 0.75 0.75 0.75 0,75 0.76 0.711 Peak Hour Frlclor O.7b ll 0.75 0.73 0.16 I V& 11.76 0.76 0.75 Vill 7 Hdddylloi7 r9- wi�tt73�{d PrMealAan 13 13 23 Pedestdana 5 4 _ b Lane WwlB(P):-, 120 IT r "12i0- N_y 4A 4 4 4A walk ng speed(rvs) .. 40 A a 0 4,0 P.M., Olpgtopo', 0. -0 0 turf)Mfe Right turn Mara(vnh) Median typo - None None •� Median slolago vch) Mrdlaft Upstream sigh$((4), 9X Pit un PX,pteloon unblocked 4a�T,�➢ .AV vC,wnn[i;tngvapma ' 4$ as vCb. 1471Mf v Cl,stage l cord vol _ _ - _.,.�. - vC2.stage�ya-pjj(OL .. :-•�..., a-^';rs VCY,unwoom w 41 0 200 103 y11 228 19h 3 40 VCu,unMo�cwkaa�d trot 45 `- 96_.M 20190 W us 1�---Yill 47 :Z �')nlilitt fnaeweefwr.l7 _-.;:t_x 1C.2 - 1C;2 at Me% 90 99: 95a Nor- 96 oe 99 pO���"% i 996 $11111 s�"6894 r�955-+-�5�' T'LMr, vaamar VOIIIfM lO 13 7 7 15 Vat V Me Leh 13 13 7 1 1j(ijp; _ cSH *3 1N0 762 000 CSH 1558� 1490 754 720 Vot9me)' Vu14 Queue In M 1 1 1 7 { Queue Lehi"06 1 0 9' a -- --- Cp2(.-_ Coolie - - Lane LOS A A B B Lane LOS A A' '-6 $ P- App?oe"L' Appoach LOS 6 .° Approach LOS B B t'w�SElfd• Ii11Ci4'dEUoh Avuage Dela 4.7 Ave1o90 001ey I[ilorpgtlip0 Cp": 6 Anal Period 16 Baseline Synchro 8 Report Sesellne Synchro 6 Report Marvin 8 Associates Marvin A Associates PepAssociates pane 1 HCM Unsignalized Inlerse. apacily Analysis HCM Unsignalized Intersection Capacity Analysis 29:Mendenhall 8 Black 3I5/2004 22:Mendenhall B Tracy 3/5/2004 , , + :` I. ''. 1 tf 1 t ,r �. C Lane ConfpundWS •1 S• _ - - - ' Lane -- - _ - •...p SIOn Comrttfrmj�I`. Free F9na - _1'J• .. craao 0% ow 0% wU Grade- 6% U1i 0% volglpo(veluh)' J 0 7 62 351 5 125. - 25 0 0-'� 0 Peak Hour Facto, o.75 o.75 075 0 75 0.75 0,75 0,75 0 7$ 015 tl.75 0.75 Peak Hour Fa 0.15 0.11 0.75 C75 0-5 0,16 0.76 0. '015 0.76 Hquily00*131uSvph) 0' 0 0 83 }88 f2 167 33 0 0 pedosOlans 55 109 103 24 P60t 1011a G.G 11.0 120 10,0. ),aae no Speed O 4.0 4,0 4.0 4 0••- • WelAmg Speed pVo) IN YVa lop 8p�o_a(n/s) 4A A 4.0 Percent Bloaage - - + - u - p Right!um none Net-) !lone None RIgM hum Mrs Median lypa Median st-ij.veh) "'w1YFB Median stor • CpsenOm uom It 1©d �`- _• -v f.� vpx.c,platoon unblockM ..,, PX,platoon uniew-J'a0 vC,I. stage 11 volume 504. 103 nQ}. 772 6D 'rti d 19 �t 506 vCl.stage 1 cool vat NCI -.1(qp/V v C2•atnpb 2 ow vu: - vCu,unblocked.01 504 103 664 772 212 789 768 319 v�Cu,unEkeked v0l f067- 103 1013 1432 310 1664 1419 110E M.&Ingle(s)'- 4-' +.s 7 8.5. 0.9 TS 55 C.9 fO1�aD1 4( C.2 stag.(a) IC,2 IF Is) 22 22 15 ,4'-V:_-.•r.3.,..:3.5:- 4,0_ _.S3 Nilpo nuauo(reo% 100 04 14 0e too too 69 g0 PO queue wee% 100 20 4 100 100 91 era capeGAJ((v0hrhi -1030 1359 19 ONA O1redl8d"C0F1L'Oi=• "W3117 VJQ2-• NOegg-�W� VolVmc Total 1t7 240 200 149 XO(umQ7V)at 537 .520 Volvmo Len 83 0 167 0 '0 Volume Rtglil 0 12 V - 04 Volume Lew 139 0 H - - Volume RtillLeft '0 -20' cSH 1350 1700 204 372 cSH 1359 1100 60 110 volume tp.COP+cIy 0:00 014 O.D6 0.40 Volume to Capeo_tY.•..._0.10 051 1,,2-_ Queue length In) S 0 210 47 Queue Length(it) 8 D 2D2 1N Control Delay is) 2A 0.0 108.7 .21.0 Cong"If,0¢Y(I r�6 OD 2 Lane LOS A F C Lane LOS A F Approach Delay(s) t-1 708;7 21(0 Approach LOS F C Approach LOS.. F t e Average Delay 277 nverogu Delay -01.8 k11pr5e_eUoii Copactty.,111@»176n 3QD'i. .JU Lb ltl of Servipl A In em _ - Analyst Ironed(min) 15 Anal yal{ l 1 Baseline Synchro 6 Report Baseline Synchro a Report Marvin b Associates Pape 1 Marvin 8 Associates Pape 1 HCM Unsignalized Intersection Capacity Analysis HCM Unsignalized Intersection Capacity Analysis 36:Mendenhall 8 Bozeman 3r5noo+ 18:Babcock&Tracy 3/5/2004 Lana Co �11hf _ ,_�Q __ •,.A - Lane Coafquralionsi - SiDh CDPIh 4I91L•Citp k1•-tJ-- Grade 6% 0% Grade _ Poox Hour Fatlat 0.7 0.7 OJ5 0. 0.76 0,6 0.6 0.T 0.T5 0.7 0.T5 Peak How Facto( 0.75 0.76 0.7 .0.76 076 0.75 0.75 0.76 0.75 0.7E 0.76 0.76 "111Yef�P1IK0(0:(fiph).•'M b',. Podosldane 1T 04rM Pedestrians 26 24 00 07 �oR0. A1! 91I4 -f z;0 ob 1 Walking 8 4d 4.0. �.0 LA Walking Speed(n1s) 4.0 + 4.0 4.0 P015enti.. P�ounl8lockagi: � �7 ._ Right to.Ilene Right turn Nle(van) Mediii)1 Mddlpply{4 None ?lnn, ;$ Modtn stor a Modraa slbria�lo vet tSpsltN. ell �IfMQAIj. =, loon unblockel FIX,platoon un010diW - FC.��t._. _•_.y4j503 3^6 n+4 310 533 858 tit vC t sl 1 de,,f vet v01.eta e l eon!vol _ V"C vCu,uIgNillleO1 363 571 00 626 562 trC1I,YIlObe0s'Val 67 503 an -.U4 3f0 638 650 113 r C_,2af 1C,2 w Itq 1 pa 02 100 100 95 IF queue free% 90 100 100 6o 83 TO fOp fKQ*if�IQiVINICal �tl� Vdrum 4� Volume Left 32 0 55 0 Volume Lew 133 0 0 40 1GOS(1iri yotumo: cSH 1492 170D 429 04cSH 1296--1700 $72 236 V011i[>ytitd:ca"- Ypl(-!+1,$1� 0'�t►�1a?'I;OH Queue�Lhe�:ngth In) 2 �0 it _0 Queue Length(t0 a 0 16 42 C600Lane LOS A C 0 Lane LOS A 12 0. AVFrdokD;DRI�Y: jCDP�T.o'Ho$',p�1(i- Approach LOS C B Approach LOS C D d Average Delay_ 4.1 Average Dala B.e I��a�6Lt Analysis P _UAlltfilEA�4.6�`�f"STb7Y1�of Anal tit Period halo 15 Baseline Synchro 6 Report Baseline Synchro 6 Report Marvin b Associates Page 1 M-1..x a... N... HCM Unsignalized intersection Capacity Analysis HCM Unsignalized Intersection Capacity Analysis 26:Babcock&Black 3/5/2004 33:Babcock&Bozeman 315/2004, Lane Configurtirlions Lane Configuraidens 41� T. .1 op --l.-"^rise Flat, 3;0j, Stop Grade St Gnift 0% 0% f 0',6.IMF _55 0, 257 0 ia 20 30 44, 0 Pea Hour Fa.our 0 75 0 75 075 0 75 0 75 075 0 75 075 0.75 075 0,76 0.75 Peak Ho.(Faclo, 075 0,75 0 75 075 075 0 75 0.75 0 75 0 75 0 75 0 75 0.75 It 73 343 45 0 0 0 U 24 27 40 50 0 Rokov, pn� !up 369 64 0 0 0 v - 4a 27 31 oF�wo Pef),astrairis 28 27 46 0 Pedestrian 24 24 70 06 Lana Mill(ttl 120 00 '10 12.0' 00 t:0 12 0 W.Iki,V Speed(ftfa) 4 0 40 40 4 0 Walking Spend("1') 3.0 4 0 4.0 4 0 2 4 4 Poircartl P§c-oe 2 0 Right turn here(Vera) Right turn flare(.0) -MddjWvP#M-W? Nano Nosiv Median slaruge Median type NonoL .h) Matson sloraqv Yen)-I - WIG 01 4 Pootlawile*W(firt Upetr.A. (W .. pX,platoon untalockod vC pX,platoon unblocked is-16w.w -*4*r 434 61$ 60b 267 434 031 78 Vci,stage I,con I Vol vC1.slogs I cont Vol vCu.unbWc 6 146 -756 311 544 7-06 Vc.,."blocked Vol so 434 615 6108 67 434 031 73 7 C_,Oglcls).'-�V!LT�,Xt- 4,1 75 65 68 �, 7:5 6.5 0:2 ic,klog 4! !C.2 sage(s) C 2111 1 2,2 35 4Q 3.3 15 4.0 3.3 IF(11 21 PO q.e.wf(ee% 95 100 100 93 06 too 83 10D 'tuffi, � 100 100 !3 �11 262 70 100 'M cup, -h) - MAO oifti(46h, 1400 161v 278 1501 703 40'. 148 45 !96 1� PA 5 81 N 5 7. f votodia T -246 2t $1 99 Volu-Left 109 0 0 31 Volume Left 73 0 0 40 yow4rit,Wjt'! 0 64 21 v Orville Right- 0 45 27 cSH 1450 170U 347 272 cSH 1490 1700 483 3fi7 ,Volume to I.:apatily 00$ 013 010 0'2 7 -x ,Volume Length(h) A 0 9 27 Queue Le 0 20 37 control D014i is) 5 00 13.3 ie4 cont(ol,l), La-LOS A a C Lon.LOS A Approach DWRYN -1.4 13,3 laA Appmachip",11 Approach LOS El C Approach LOS thfilis-90iff! . A,,,.V.Delay 51 Average Delay 6.5 1,11AMACI;"n 32 75 <:'j,Lavw'o1 SOM(w A Analyses Period(min) 15 Analysls Period(ruin) 15 Baseline Synchro 0 Report Baseline Synchro 5 Report Marvin A Ass.nlialik HCM Unsignalized Intersection Capacity Analysis 43:Babcock&Rouse 3/512004 Lane Con 1100 Grade 0% 01i Pttea ak Hour Factor 0.7 0.16 0.75 S.76 0,76 aYS 07i 0.75 0,75 0.75 0.76 0,75 Pildrigrians 1 8 1 4 L#nlf."W MERaWill Walking Spa4d 1.0 4.0 16.9 4,0 Pdli� UNWANKIMv Right turn Raft NO EARN ---- Median eta vah) pX plaltion untalliduad .:Ma0a1 rat voitt111eta4r4eVol 4 241 $70 M X" M GN 6 1C.2 PO queoff ftee% a 100 "D 82 911, 100 110�01 Dr VoWnrat Left 161 78 0 cSH 16% 16111111 $42 Q~k!MIh pq 12 12 t? Lana LOS A A C Approach LOS C Basellne Synchro 6 Report Marvin&Asso.lale. Capacity Calculations Main, Babcock and Mendenhall Peak PM Hour with Full Development With Signal Improvements Installed HCM Signalized Intersection Capacity Analysis HCM Signalized Intersection-pacify Analysis 13,Main&Wilson 3/9/2004 21:Main&Tracy • 319/2004 _.EBT EBR:1: MBp�nta'fiFAB!?+�'�'CBL'sfD7y9EDR;*WBLu'WBQl9VBA-�AD44'�N87 Lana Con09urallons QS• 41. Lane Cwigurallons 4). 4$ •i• arafa, 1p 7y lab y4(y 1900 1000 1000 Kr 1fto0. 1 19Q0 )deal Maw(v➢nW) +v00-1000 1900 '.0;, IKQ:.AW •tQ .f Taal lost Urne(s) 4.0 4 0 4.0 4.0 .0 Total Lost hmo(s) 4.0 4.0 4.0 4.0 -ff.95 '1� °' -,. LanfiUlil.Fadbd` 0,95 OV 1' FrPb.peci tkes 0.97 0,99 1.00 0.98 6.90 Frye,ped.tmkas 099 0.99 0.03 ipjspgd7pikAs+'_� D- 1,uD d96 '.10111' 1 }`.' Flpti'PddlGko3_. OV9 - (: Fn 0.97 0.99 1,00 0.97 0.93 Fn 0.99 1.00 0.97 O.OS FN:PfWadac 0.99 0.95 I QO. 1.00" Ffl.Pio-tolt4d:.,,, 7.0D (' Sold.Flow(grill) 2308 2027 1358 1417 1431 Said.Flow(pros) 2896 2942 1377 1312 pupnimntw - 0b6 0'73- 0,37 100 0,97 Fti,Iinnitibift. 086 0 Said.Flow •rm ?411 2161 533 1417 1380 Sald.Flaw nn 2403 2807 12M 1144 Volume(yphp,- 45 :35 160 111) 735. 31 155 242 Of 25 `323. 58 V0lufne(vM}:_. - . 46 539 50 50: Peak-hour factor,PHF 087 087 0,87 087 0.87 0.87 0-87 087 0.87 0.87 0.87 0.87 Peak hour factor,PHF 0.87 087 0.87 0.87 0.87 0.87 ILI ox OA7 0.87 0:07 0.57 S2 615 164' 126 '945," 36 -178_ 274 70. 29 VI -64 A131:FW(Olf - 55 020 57. 57=, RTOR Redudbn vph) 0 50 0 0 5 0 0 18 0 0 12 0 RTOR Reduction(vph) 0 9 0 0 _ _0_ 1�0 Rp71� Qi(R > O Bill .0 0 1002 0 176 -330-: 0 '0 452 Q lm'eGrarp ?IWh) = 723 0 P- ConO Peds.(e/hel 126 67 67 126 119 101 101 lift rJ rill.Peds.(Mmr)) 101 01 97 f01 131 _ % 90`.___ _131 ParldnQ,(NAu1"'4= 0 4 ! .. b 4 4 2 2 2 -2 z :2 Is lyd_"dfirms�: 4 4 c - 4 Turn Type Parm Perm Perm Perm Turn Type Perm Perm Perm Palm PraodepptlAsOs 4:,Jr Permitted Phases„ 4 8 2 6 Permuted Phases 4 a •2 6 A0uottidc3fier!&QgW ,:eU4di%'- 25.0 16.3 16,1 1a.31 t+ >)duA(Rd.GH( t XG EflecGvo Green,0(s) 240 24.0 17.3 /7-3 171 Effective Green,9(s) 29.0 ?0.0 9.6 9A Aoubled WC RnVd O 39 0,0 0.35 035 0;35AM AOIJ111002 44%jjY 062' OA2 Clearance Time(s) 3.0 3.0 3.0 3.0 3.0 Clearance Time(s) 3,0 3.0 - 3.0 3A Vaa1t1e1Eiitnrislon(S) 3.0 30 3.0�3-A 3i0 VAIAde E.lbd*ibn.1S) 10 3.D Ube Grp Cap(vph) 1174 1052 fill 407 487 Lane Grp Cap(vph) 1551 1620 2a1 2% via Ratio Pam 0.35 00.47 033 cO 33 v/s Rallo Pam 29 c0.34 0.16 MIS wolittlitW::' - ().GO X65C ' .- 0.95 008 �>r-0,93'jW Y11;Relmommumrr., 041 055 Uniform Detay.dt 9.7 12.1 150 13.6 15♦ Unllorm Dale.4" 4.7 5.0 17.2 17.2 f+roglessienFudOt: - 10(1 .i1 1.KM.a4.i:Ta' :OOi.i :..-1.005 F+ID9111sm3�II w t,00. Inuilmonlal Delay,d2 3.2 18.4 51.7 &0 24.0 Incremental DOI r.d2 1.0 relay(5)._-•.' 1. I3-= 11111110P.olbY•(1 Laval of S.114- 8 C E B' D Level of Sarvba A A C C AVE1dAa0 Dow Approach LOS 8 C C 0 Approach LOS A A C C Iriiers4cl roll fiGM Avere9e Control Delay .3 HCM Level 01OW410 C HCM Aver e a Comol Delay 10.2 HCM Lwall Of OOlvke B H,.MVQWMi ioK.r441LCIlyiA1 t3�1A_Yb1-f $rti0hl�Alfajiz 3.�l�Q Actuated Crclo Length(s) 10.3 OY01 eel 10el 0,0 Actuated CJ3 Length(s) 48.6 Sum of lost lkne(a '& h I r3MJ On.Capef ry Ui{IltdllOn :to, )p{0f�0.Cli{11�;Y/YJ70� Analysis Period(min) la Analysis Period(min) 15 c C Jt il-nnuGldult -:. � �! b'-:C(iQaal"L44G14p' _. Baseline Synchro 6 Report Baseline Synchro 6 Report Marvin&Associate. Page 1 Marvin&Associates Page 1 HCM Signalized Intersection Capacity Analysis HCM Signalized Intersection Capacity Analysis 35:Main&Bozeman 3/9/2004 28:Main&Black 3/9/2004 * I lane Conllgur Lane C ar 3, .•-.- NOW'k`f�. Ufii iTi .1. 9og Idt*:F) �. I milli Total Lost time 0 4A 4.0 4.0 Total L054 time 4. 4.0 4.0 1.0 Lkn- .dL. Frpb.pedrWas M 0 0.00 090 Frpb,podlbikes a.% 9.211 0,00 0 Fib: F.lpp.pwvwk, Fn Oso OAD. OA6 0. Fn 0.69 .90` OA0 0A F9'P� Fit PfotocloQ Said.Flow ,,a 1 td.Flow 1391 F FlI Poffr4it a ^- Said.Flow 2600 19 1 Said Floe 2q9 volumui0rp(i 'f. 60 . ba. --3 fl Peek•hou_7fad_ot,PHF 0.87 0.61 0.87 0:07 O87 OA7 0 0.87 0 OA7 7 0,iff Ponk-how ladof PHF 0.87 0.87 0-07 Q.87 0. UT 07 00pA7 D.87 OA7 0.87 Adj Flow iqFwk. 39 a36 U•'`;,'� RTOR R_Mudlon 0 6' 0 0 7 0 21 9 0 27 0 RTOR Reduction(vph) 0 18 0 0 7 0 0 18 0 0 36 0 L4ne•Grdu4 FW(vpb) 0 700'n ConO.Peft plra) as 114 114 it 70 104 104 79 Conn:Pcae.p n) 56 >p 99 1 N Qe % so paf)f�fA1 9 l�I(�l� Poi1411d UM - 0 a Turn Typo _ Parm Palm Perm Turn Typo Perm Penn Parm Perm Plbt4&(eTf (1 ptbieC(b71'P,[i{ .'.i.SeCz Penn8led Phases 1 0 2 0 Permillatl PllaMa 4 0 2 6 A11f11l41 Ja(vd Effodive Green.g(0 30.0 30.6 0A 00 Effective Green,9(8) 21.6 21.6 14A 14.0 Acl4)A. r ActUa44d q1 Y�1-`-2i Clearance Time(a) Clearance Time(a) 3.D 3.0 3A 3.0 v01iftl8' VOhide'E 9To7k`I Lena Grp Gp(vP($- tb=/ If4{ 2" 255 Uno Grp Gp(v 12% 1202 39f 302 �t v/s Flotilla Pam 001 432 Will 0.11 Rat vls Ratio Perm aa.32'. 0.30 fA:27 Ria UMlolm 91111111Y.01 44 4A. 0.111 18.11 Uniform Delay.dl 01 7.0 11A f!id0( InuarrwlYDMa9.41112- to ---- 1:1 9 11.2 Incremental Daley.d2 2A 2.1 11.Y OA Dole Y Level of Service A A C B Laval of Service B' B :C B Act l Afh7rafthWe. A A C 8 Approa4D LCb 8. B C 'B n HCM Cadrel Dala 6.3 MCM Level Of 84fvka A HCM Average Control Oa tt9 fICM BMIel 8uvfoa B gctualed Cwdo 46 gym Of bq 0.0 HC17yV'_`o4{iFjf "i Aduatcd C a length(s 4A6 Smetweaftiam as NI(Or1i0IQ(1„ Analysis_ Ia Analysis P06W nv 15 p-':CdI1Ce t::"Ctiitr*al E5h Baseline Synchro 8 Report Basellne Synchro 8 Report Marvin&Associates Page 1 Marvin&Associates Peale 1 HCM Signalized Inlersec' 32cily Analysis HCM Signalized Intersection Capacity Analysis 12:BaboDek&Wilson 3/9/2004 3/9/2004 42:Main 8 Rouse •�` sa Lana Confipumlbne - - - - M NOUN Lane ConnOuralleas .t� - � Total Loin leM 0 - t wilaf Flo..tvphW) 900; 1 odt( (e' 4A 4.0 40 4A Total Los1111-(6) 4.0 4.0 A 4.0 4.0 4.0 FrpD, plug QI!<d util.Foclor 0:0. Afl Flp _ 1.Q0 FrpD.pefvoikes 1,00 OA8 1.00 0.90 1.00 0.95 Fit •PodD)kes f.0 f1prot A0 1, Fri 1,00 0.06 1.00 0.96 1.00 0.46 sold Flow Fliprolp�lnd 049,�'. FM;r a m j_ 1i02 1 7 Sold.Flow two0 INS 2822 Wee 415 1410 1211 Said.flaw 2853 9'1 14 Fit Perriullua 9604=y P IO 2822 1785 u15 409 1 eak 211 volwpe{J 563 16G 0 ,D SOId,Flow(perm) P hour C10y 10s 0.87 0.87 070 U.67 0.87 0.87 0.87 '06 087 OA7 0 vWumU.(vPN: 90. 494 ":-0 0 617 200 ,-87 67 t23_ 0V 7 80 Ad flow��lj�. N. 047 la4 0. 0 g 11 a57. Pezk-hour lodor,PHF 0-81 0.67 087 087 0-87 0-87 0.87 0.87 0 87 0,07 U 87 O.d'7 RTOR Radudl011�13 0 0 Ac4 Flow{vph) 103, MVW 0 709 '230 '109 379 144-:241 . 0 96 Le(IdGr3 0 O':�cJ010es 0 0��1 0 �0�t■0r, RTOR Reduclim (vph) 0 0 0 0 57 0 0 25 0 0 0 44 Conn.Pods. 2J 23 0LaeOGroupFlow(vph) Q}:(� 1� 0 682 0 f09 a98 p 2it Conrl Peds(a/hr) 40 23 73 40 33 28 2s 33 Tum TypePella 2 - Parking(e/M) '0- it',+-0' -4 4,..-'-.of _i2 2--...i.04{f_� Pic"4 a0d.Ply a. } 2 Perm Pettit Turn Type Perm Pa- Custom custom Perllrllled Phases 4 a G�o�Q 1117- 25.0 PiWeclod Prteses -_ .1; .=�L-" .r: _ ik tuctoa- - 2 5 2 6 S� Ell-el Green. tL1 Permitted Phases 4 ( 24 0 24.0 A40hlud,Gloen.G{s) ;Z$7A�''1270�ci 260, 26.0 ActUlted; &35 24o 24.0 240 240 Elfecllve Green,p W 22 0 22.0 25,0 25.0 25.0 26.0 Clearance Tune(e) 3,0 0 49. C 49 0,40 0:1� AWualw OiC Ratio 0101. ( Nil: 0.45 0,45 c:S 0?5 yehide E711cri9TNP tsh r. - 3.0 3.0 3.0 3.0 Cinumce Time(s) 3.0 3.0 30 3.0 30 3.0 Lana Grp Cap(vpn) 994 3--3 0=0- 31?3 D__ C VoNdo Extan"rion ts} - -- •"J: 'SrJ3.0 ..s 0 3-0 '1iNi'.L'Ril� v/s Ro - T29 588 299 720 Lane GfP Cap(vph) 782 1129 630 643 213 Aso v/s RWO P8011 0.32 'A IIi�rc:.c039 ;yam wiRat1b pio4' _ °031 - _r 0371 U!f •a; 0.26 0.o9 r 150 001N•.OAe-a,19 0AuN v/s Ratio Perm c0.71 �0-08 d7Si OA9 � Unllorm Oela,df v/c Rolio. - -0.94d1' 0,74 _;0 17. .0.77 Pro9(CS-No 1.Fact, S,Oy, 9.1 83 7 t 10.8 Umlorm Delay.dt IS.1 14.4 e.9 12.6 1SA ab 1L111(w�ilmeMnlgky,d2 8.5 - ' - I� tAU 1,00 1,002?'-W Piog(esSionFader r00 - +�aaues 37 2.B 14 9.2 Inuilmentnt Delay,d2 1/.9 5.4 0.1 $A 101.5 9.1 L*W et SeNks - - I%:9. 10.6".0.5._:d9:0,.�$ D4loy($l -'� ♦ 9 B A Love;of SOMco C 8 A B F A Appeo LOS e B APMIWr W11) 181 B 8 Approach LOS C 8 9 F HCM A_,crap�Comr01 �� - o S 8 HCM Average Control Delay 29.5 HCM Level of Service C AdW18d 0 _ I;(C1y�,V,0(urtle]o.OYpiT- «� SA Actualed Cycle Length(5) 55.0 Sum of 1*Ulna. 9A AnelyaIS Period - Iii(Oj50G1081Ci W1Gty. - G`CBtiballirieGiLd- --- - - Malysb PoriOd�m1n 15 c CtWill Lena Group Baseline Marvin&Associates Synchro 6 Repod Baseline Synchro 6 Report Pane 1 McMn&Associates Page 1 HCM Unsignalized Intersection Capacity Analysis HCM Unsignalized Intersection Capacity Analysis 3/9/2004 26:Babcock&Black 3/9/2004 18:Babcock&TraC 6G .L lane C Lane I 0% uw0% ox Grade 0% 0 Grade OA7 a oA7 oA7 0.87 PeNHaRPtfg9r oA7' 0.0 0.47 00 a oA 0.07 0.187 1111.87 a OA7 0.87 Dank Holz Fodor OA7 0.8 0. 22 ll 27 P 19 29 24 PedesUfms We 4.0 4 4A 4.0 �eod a1 4.6 4.0 4.0 P R M1W11 RIpM loin aarse(voh) hit"1YPk�s� M Madlan slotsge van vil+ m'.laoi' Dk PIAlooa unblocked vC,a,Qotliligl(U v01 Oenb lliall vC1,slaps 1 eonl of 22 umn e0 vd 27 iyt. 1239 20b 533 828 1222 49 1 / 41i 1971 655 97 1435 40 Ic. 11A 1G.2-Nine W 88 100 too 27 as 0 1B too e11e 199 1 Y45t�l1YIE valutae R /91 0 0 70 Volume Len 102 0 0. to$ S(4W(0;JW 6SK 146f. 100 172, 84 eSH 150 1700 295 M VAL+�d - G1we� _ 8 10 0 01 $78 Ououe La,pih( S 0 52' Lena LOS A 0 FIN LondAs A F F kP➢J,4Ac$10 Approach LOS F F Approach LOS G F KOMfd Ih to -dT!lf15 Averago Data 75.9 Avcfjo Oola 2t! I��O Zt I0.1� Analy►b Period 1; AnaiysirAiuv�-- 1 Baseline Synchro S Report Synchro 8 Report Baseline Repo 1 Marvin&Associates Pepe 1 Marvin&Associates HCM Unsignalized Inter, '9 Capacity Analysis HCM Unsignalized Intersection Capacity Analysis 43:Babcock&Rouse 3/6/2004 33:Babcock&BozBm 3/9/2004 an _.. ,r; ir, �-- .t 1 1 4' t 1 i I' \' + Lame Configuration x EaTY'EBar[L 8TY111 k13G 29 aK� ^! aL�i 9P) " Free „`. i L _ r: Lane Con urolrins _ Qj. f r a G� 0% - S1P$� 9196 Corol2 I-r FrP�?jn �slop .1 V.4 1�1)�i i A70 305 36 vc( 1 0% Grade 0% 918 Oh Peak Hour Factor 0.e7 C87 o.87 087 0.47 007 0.87 M87-0. 7 q0j p:0 Volyflou[v9�11l�. 126•<: 4 ...-0 540 .a7 t4t Q•_.'.'::'�1 aaT Q07 9: Peak Hoar Factor 0.87 0.07 fAT '0A7 OA7 0.07 _OA.T T OA7 0 87 PfdalthlM "0.'-.' 0''?Y 1 Hmali 1�CYJA(oph).. L{4: g 4 _- • ' :0 � I.. 17 { 10 Pedestrians 25 19 ,e 30 w:-"'T- 4: 'iu =sib l'a urW40(0)'�. '120'- .., ? 01�A 4.0 I� Walking Speed(h/k) 4,0 4.0 4 0 4.0 Rlghl lummaawe Pnroenr9lockage z T 0 3 Right turn nine(vch) MrWlan atop bMeclon typo _ NOM,- None U6imy I _ Median storage vehl ppXX,,platoon umblOeked v0slaeam sipnal.(u) 1}70 p%,platoon unt4ocked vCt.slags 1 coal --•' ST �459 18051l vCr(istttlkt( contumv- 30 - bE.{ , _ tZ2 1178. 470 d33 1201 SS � '• � 70 ..:. ' v I stage cent vol 10 1632 469 1 vL�.3}89a3 Wni vet vf�-. ICr4, 90b 16M 11 vCu.umalockad vol 30 884 1222 1174 470 833 1201 55 1C,2 Si ; II,;inglo(sJ 4 1 7..6 9`.5 0.0 7 5 5.6- .l IC,2 stage(1) pp queue lies% IF 22 - 3,5- 4.3 3,3 :i 5: 4,0. -33 ch1 1 100 0 0 100 fob po yu.uu free% 91 100 100 71 88 42 39 100 cm capacity(ve7db)' 1$42 ;75, -61 165 53zl00,'➢5S uaupjq 1pJfl DI(dq(On'CYS/tt1{-"=FBI'E9$TJtV61'v'tSe 71p •> y4=R'= NORM Volume Lea 90p 10p 0 VMulno-Total - - 554 466- 110 -190 �„'. = ---- - - ---.. Vo1u111e'RMi .' Volume Lon 144 0 0 92 cSH 1610 1510 .lie rs,R M 0 45 -83 - yoluirlliAoXii, -. )Ltl1 b � PaAlf '.'03� cSH 1542 1700 273 159 t3uou.Lenglh(n) 3. 37 294 yolum04o Cepacily.. 0.09 0.27 C 40 119"re'4�- - Crlallol Delay'(5) b 4 `S.1 4287;- - - Oueu.Length(it) 8 0 47 264 Lane LOS A A F cil 0010)W 2-7 0,0 269 1893 :rl Approach 13,c%is) - 0,3. 428.7. Lane LOS D F Approach LOS F Appruecli Dol07(i)-- -:) .2 :189.11 ..�'.�.--.-u::<'�-.,,---:8,1 1 - Appreach LOS D F AMMf verage Delay IM fitbacllbii 61a 0PA Average Delay 30.8 An._Mysh Pelpd(tNtO �tcrc.'uclWii4•➢b41Y�)Itisuan,.-� �se.ot.,-;_l - Analysis Penod(min) 15 Baseline Marvin&Assoclales Synchro 6 Report Baseline Synchro 6 Report Page 1 Marvin&Associates Page 1 HCM Signalized Intersection Capacity Analysis 22:Mondenhall&Trac HCM Signalized Intersection Capacity Analysis 3 6/2004 14:Mendenhall&Wilson 3/9/2004 Lane Conngurollons I)46�b . 11P' aOBEB g S IdealF15['.(vh6pf). 1900 1 lia, _ Lane Vlnitm LnnaConrlOuralkfie - - -tl •--- :fir - _ - b i�olylkgl'_._ ,2 12� 12 2 12 1I 12 2 t2 a ,•9 ..-g. ki7Al. {_ Lane Width 12 12 12 1 12 12 11 12 12 9 Lane Ulu,FadOe 0•% 1. 1,00 Lane rU01.Ffd07 0.05 1A0 140 Fl 00 ra Pre p6. is 8.., sub ,M 0.90 1.00 FIfOrohicied T Fli Porm lid $R19 Sstd?81bP - 0' 1.00 Fit Permitted a Volume(vph) 0 0 19e 77e O6 Su'id:Flbw:(po P491S:.,1(n4jtot'pH 91 0 0 03 do 1 Volume vph� 0 0 0 /6 ibe 20e 0 0 101 64 Ad).Flow (pn 0 T9 ae 0 1� tliv�yt- 0 0 $3 70 Ad).Flow•(vppnn) ,0 0 0 Za1 131 53 1 0.- 0 62 Lano Group Ftow(vp10 0 0 0 �Tb1�4�1:$[i1'.. :V-p Far"IGpad•{;?r;ra �0 91s1 9 tet 9 1es Lano Group Fill ov4(viato 0 0. 0. 0 1130 & 0 31H 0 0 251 0 Felkl +Nlv) 2 { ta 2 Perk) 2 4 2 2 2 Protegod Phesea 0 e0lara�r e Prflede0 Phesso 0 2- 9 ACIUMM Green, tvm EIIb6ii G +-- 10.i_ tat tat Actualod Green,6.(q _ 24.7_ 22.1 2a.1 Adualed g/C Ratio OAZ pttuated - Vrl Extension% 61146;vAk Las as Actuated D7C,ReW OM 0.41 QA/ GL4)iPb Lart�Oie•e,r yt a'0 � a.0 Vehicle Extensions a.0 S. v/s Ratio Prot "9(roiQii):Qe17M�pn v1c Ratb ato:Eatrit W.11 vB Ratio Prol v!c 9.&MCQiM9�1P 021 (Mff 1ritTljP., 0.72 0.60 die v/o Ratio 0.7a 0.47 Progression Factor 1,00 1.00 wf6r 174%. .00 Prograsisior Facer 1.00 1.00 1.40 Delay(3) e2 12.5 11.9 23.2 14.6 ApTa'Spriesc 191i01el 0.0 02 12A.. 11A Approach Dailey(s) 0.0 2IA ltf7•ik7fr�F1'fl. EtGid'Ail@f90p.CPbyPifiwlA '" AIofS HCM Vduma to Capack ratle 0.07 _ In�loprsa Ky14, _( HCM Volume o Capacity ratio 0.92 Aiiey3 .I qly U111@a0on OOA% ICU Levsl of S4dvlq D )f�9��Y13��I1➢�1414 InterseglonCepagtyUlluxauon 79.7%. ICUlf9R11 p c CrilkallanaGroup c Crlllcal Lan.Group Baseline Marvin a Associates Synchro 0 Report Baseline Synchro 6 Report Page 1 Marvin&Associates Page 1 HCM Signalized Intersection Capacity Analysis HCM Unsignalized Intersection Capacity Analysis 29:Meridark�abl&Black 3/912004 36:Mendenhall&Bozeman Lane Configurathm SlZr 99 G,.d. Lana Wldlh 12 32 12 12 12 12 12 12 11) 10 to Y15WIP01VIANNOW 0 -'0- t0x*kcg*�� 1 0 60 Lane U1111,Fads ; Peak Hour Factor 087 0.67 087 087 017 0.57 0 A? -87 nAT Q117 n" 0.95 1.40i 1 H- - q'WAiA1k(Vpb) 0 ,o' 0 S r, 6% .13 6, Pedestrian, 27 '0 Flpb 100 0.99 100 00 140- • a Fit Protected ul� Walking Speed(ri,6) 40 0 40 4.0 IM 0.97 1.00 0 2950 14,4 13041W Right Join more(­n) FN Pearnilled olum 1 00 072 1.00 V ph) -29 58 10.54 -- 1300M. Median storage v,n) e N9 0 40 032 20 130 83 0 0 104 56 M9-AV 0 0 r0t(0r..Ps1V -0 07 0 a, 0 b? ov, ov, or ".a? 0,8T 0.87 C,07 Q•87'0'5� Upw S.;onal(it 350 005 PX,platoon unbl-k"i Adj.Flow(vph) 0 0 0 46 726 23 149 95 0 0 120 64 VC.0onl1ktIng volurne 715 17 RTOR Roopcl'ul'(Yph) G 0 r. 0 5 0, 0 0 0 0 42. a vCl'stage I cunt val Now Lane Group Flow(vph) 0 0 0 0 700 0 0 244 0 0 142 0 VC2,giiQ .-I - - - -- Who 60 56 so 60 59 44�1 -- - parkiry 56 �o 59 nS�..!Mblocluld V4017 2 4 2 2 2- 2 2 "a 3" Pnna Protected Phases e 2 I 100 a sM 100 1 8 1 2 Aoualed Geen,G(s) 13 7 12.0 12 0 MN A2 100 274&' $yQ 12.? 11.0 %to Dlrt Actuated WC Ratio 0 40 0 35 0,35 �Ws 1, pWaianct '3-0 VO)Urfaljnh;;L:• 40rk Vehio.E 1.0 3 0 3 0 Volume Lem 69 a 82 Una G10 Cap(Yph). Volvolu'Ri4lit- 0 23' .0 70 v/3 R.l'o Not 31313 4" SH 1563 17N 209 399 Vj;tRelIoPQj'ri . - 027 co Z3 0 14 V-0lP(09`X;C�0PiWjY,..-.jAQj,0,21 0,62 VAI vic Ratio 067 067 031 Cocoa Length(*) 3 0 9; 32 Dollf-ofm Data),4 1 .76 I's I CoqW.*QWaY1(5)1*r I ProgressionFacl., 00 Lane LOS A e. C 1110,0010111W DcipyQ ApprOW-0.0tay-(V -ia-0 -11:A '.'AZMIIMGL:4.0: Approach LOS E C Delay(s) 9.2 13.3 C&4'i.OL$0 1 Approach D I y(e) 0`8 10.2 134 6 Average Del ZOO 40 Log oil Malyats Perw 01" Is KM Ap.M.-M"I'MIRM HCFA W-a 10 Capacity(alk, 1 IIMICM1 ;=I 612% ICwarvenrl" 3 Anal I c Critical Lana Group Baseline Synchro 6 Report Baseline 44 Marvin& Synchro 6 Report Marvin&Associates Page I Page 1 HCM Signalized Intersection Capacity Analysis 41:Mendenhall&Rouse 319/2004 Lane C 'e. Total U um0 A 4A 4.0 4.0 4.0 11.4111111 140, 1.00 11M I4tybikes Fd 0.97 ON 1100 Ailli Sald -F (P'.1) 1432 Fft Pqn�mldo. 1.0o Said Flaw(perm) 1432 494 1479 JIM,' yolufnit(von). 0 0 1(' 200 65 ---- P-Ak-h-f facNr.PHF 0 87 0,87 0.87 087 0,67 0,87 0.8 W Jaw"1 '�Jo 70 F . I7- in RTOR Rvd.d-(vpi,) 0 0 0 0 22 0 0 3 0 0 52 0 Lana Group Flow tvipiq J D ;jMM C0 l I 1P 0(1111.Ifithrl A a 4 9 4 4 9 Turn Type PNM Palms - Permitted Ph"M Effeclivo Green, S&O 33.0 3&0 Clearance Time o) 3A y.03A 30 34 VeAi Lane Grp (al;16 -31W M W 327 M. VIS'Rallo Pam 0J2 OAS 0.07 Uniform Delay,d-1- 7.1 4,111 7.4 gm,mmamt.l Delay,Q 13A 4.9 Level of Service C. B H A Approach LOS A e lntamRw� HCM Average OwW Oft 1&6 HCM Leval of Serlike bCM1111 Ing Actuated Cycle Length is Dim of I"am 11l) 0.0 11511 W is Baseline Synchro 6 Report Marvin 8 Associates Page 1 Capacity Calculations Parking Garage Accesses Two-Way Slop Control Page I of 1 Two-Way Stop Control Page I of I TWO-WAY STOP CONTROL SUMMARY T, 4VAY STOP CONTROL SUMMARY General Information Sito Informatlon General Information itelnformatlon . sl MARVIN nfersec ifl AGEACG S AArglytit aacy M RVIN& MMseC80n GARAGE ACCESS TO onclCo fARVIN 6 ASSOCIA TES urisdktion OZEMAN oncyrCo, MARVIN 8 ASSOCIATES BLACK a10 Performed 11VZ004 nal sis Year FULL DEVELOPMENT Date Performed 3/17l2004 mdklbn BZEMAN AriMy6is Time Period PEAK PM DESIGN Anallysis Year FULL DEVELOPMNET al als Tvne Period EAK PM HOUR DESIGN o ect Dit 1bn 7kRT5 CITY CEN ER ro ecl Desco Uon BOZEMAN ARTS CITYCENTER EastWesi Street MENDENHALL ortNSouth StroeL GARAGE EXIT EasVWast Street: GARAGEACCESS anNSouth Suool- BLACKAVEtJUE lntorsec0on Ortenlatios Easl•Wosf u Period lln O025 eecu nlaron Orle ilwon Nam-Sou01 b d allod hrs: 025 ohicio Volumes and Adjustments chicle Volumes and Adjustments a or Sinn Eastbound Woaaound or street Northbound Soumbound 4ovemoM 1 2 3 4 5 6 Em _ 1 2 3 4 5 e L T R L T L T R L T R alums vetM 0 0 0 0 327 0 30 2I7 0 0 114 2Pah I3CIOr PHF 1_DO I00 1-00 t. ,9S L00 PHF 0.95 0 9S 0.95 0,95 095 0.95 Roar Flow Rate(vehfi) 0 0 0 3a1 0 Houd HFR 31 224 0 0 151 2 Froponion of heavy 'ercenl HeavyVehicles 0 - 0 - vehicles.P_ 0 - - 0 - - 4edian Type UoClvlded - Madam�Lpe Undivided 2T Channelized 0 0 RT Channelrrod7 p 0 anes 0 1 0 0 f 0 Lanes 0 0 0 0 ? 0 mfi uralion LT I TR Corifigwation T 1 stream Signal 0 0 1 U stream S at 1 0 IMnor Street 'Nesibaund Eastbound 0 •tovemenl 7 a 9 10 11 12 Minor Street Northbound Soulhbound L T R L T R .lovement 7 8 9 10 11 12 L T R L T R Jolume 0 0 0 5 0 olumo veNh 409 0 0 0 0 0 Peak•Han Facto r PHF 0,95 095 O95 095 0.95 0.95 leak-hour lacbr PHF 095 L00 100 1.00 t00 1.00 dour Flow Rate HFR 0 0 0 5 0 63 -lourly Flow Rate velvh) 430 0 0 0 0 0 arcent Heavy Vehicles 0 0 0 0 0 0 3roporbon of heavy i>ercent Grade(%) 0 0 vehicles,P., 0 0 0 0 0 0 flnra0 Approach N N [FIP, rcent grade(%) 0 0 dxa e 0 0 red approach NiT Channelized 0 0 N anes 0 0 0 0 1 0 Storage 0 p onb uralion LTR Channelizetl? 0 sla Cusu.Len th and Lo rol of SON 0 nes 1 0 0 00pproach NB Se YVealbomd Eastbound nf untion L ovemenl 1 4 7 8 9 10 11 12 nlrol Dns t]ueue Lan th i ol8saWane Configuration LT LTR proach E8 wB Northbound Southbound vph) 31 68 Movement 1 4 7 B 9 to 11 12 (m) 1440 eB3 ane Configuration L (vph) Ic 144 863 /oume,v(vph) 430 5%queue length 0.07 0.26 opacity,cm(vph) B23 52 ontrol Delay7.6 9.5 v/c ratio OS q A 1]ueue length(95%) 109 roach Delay _ 9.5 onlrol Delay(s/veh 14,1 proach LOS q OS B Rights Reserved pproach delay(stveh) - 14.1 R Right Tu copydrmoxom udwnly or rkde.nu alum:a..ervre Wrar4N proach LOS - B Vmion..le ^•• Tee C WM 07om IW.rYIr N 1-Ae ewu auntl Vnrw.i1 Two-Way Stop Control Page I oft Two-Way Stop Control Page I oft TWO-WAY STOP CONTROL SUMMARY TWO-WAY STOP CONTROL SUMMARY Gunoral Information _ Site Information General Information Slto Information .I n MARVIN nt.nedron 7RACy6MENDENNALL al n MARVIN nlersecl;on (ACK 6 M NDENHALL a /Co IARVIN 6 ASSOC dadk0on 02EMAN JAgant 1Co. MARVIN 6 Assoc unsdidlon OZfMAN ere Padormed t 1B7p004 a eta Year 12WS W PARKRAA(P ate Performed I1122y7004 a Its Year 005 W PARK RAMP al W Tlma Pedatl EAK PM litruilysht Time Period IREAKPM Project De5eflifitian ARrS CC r?eet Da Wn ARTS CC EnVWeq SVeet MENDENHALG h Sbeel: TRACY asVWto Otio Wn- Ea1fvW arihi(Soulh Street BLACK nlmecaon Orientation: Easf•IVear I Period n: 0.7b Intersection Orientatbm East•Wasf teed Porlod ro: 0.25 ohlcla Volumes and Ad ustmant3 Vehicle Volumes and Ad ustmonls M.orsuaet Eastbound W.alnowid Me or Street Eastbound Wastbound !AwemeM t 2 3 4 5 6 Movemonl 1 2 3 4 5 8 L T R L T R L T It L 7 R arum.vo" 0 0 0 d0 we 46 flume vehfh 0 0 0 IS 650 15 Paak•tqurfactw PHF Coo 1.00 too 092 092 0,89 oak-hour factor PHF too f.00 100 0.92 0.92 Os9 Noun.Flew Rap p 0 0 65 069 50 owly Flow Rate veM1 vehfh 0 0 0 48 706 16 PrWonbn of heavy 0 _ _ 0 Proportionvehicles.PM, Proportion of heavy - ehicles,P_ 0 - - 0 - - Medien type Tao Way Lott Tom Lam RT Choon.and7 �01 Median Undh•ided Lanes 0 0 0 ? p T Channelized? 0 0 Conf uu0on U TR anes 0 0 0 0 2 0 V tbeamS 0 0 on f wation LT TR Minor Street Northbound S-4bbmrnd stream S net 0 0 Movomenl 7 8 9 10 11 12 Minor Street Northbound Southbound L T R L T R Movement 7 a 9 10 it 12 oll ehih 46 s0 0 0 75 6o L T R L T R leak-how tans PHF 0.93 0,93 too 1.00 0.94 0.94 Volume vlNh 120 BO 0 0 85 45 a),Flow Rao 48 86 0 0 79 63 leak-how lector,PHF 093 0.93 00 1,00 0.94 0.94 curly Flow Rate ni Fropoon or heavy veMh 129 86 0 0 90 37 vehldw,Pay 0 0 0 0 0 0 Froponion of heavy Percent grade(%1 0 0 /ehlcies,Pyry 0 0 0 0 0 0 Flared approach N ry Percent grade(%) 0 0 along. 0 p I=laved approach IN N RT Chann.uzod? 0 0 Storage 0 0 anes o f 0 0 1 0 fonll t!E 9t- LT TR T Channeruedi 0 0 'ontrol D.I.Y.Oueua L.n lA LovoI of S.nlu ana6 0 1 0 0 1 0 on ur Delay. 4vproach E0 W9 Northbound aouthbourb ontrol LT TR Movement 1 4 7 a 9 10 11 12 Ou.ua tan lh Laval of Service tone Configuration LT LT TR Approach EB VYB Northbound Soulhbound /plume,v(vph) 65 134 142 Movement 1 4 7 1 8 9 10 11 12 Capacity,Cm(vph) 1491 230 297 Lane Configuration LT LT TR n/c ratio 004 0.58 0.48 Volume.v(vph) 48 215 127 Queue k lh(9S%) 0.14 3.29 7 44 Capacity,cm(vph) 1630 271 311 Control Delay(sPoeh) 7-5 40.4 277 /Ic ratio 0.03 0.79 0.41 ILOS A E D ueue length(95%) 0.10 6.14 1.91 pproach aelay 40.4 277 ;onlrol Dela (alveh) 7.4 54.9 243 aNeh '- 11-- 1 1 ­7-7 - _ oach LOS - - E 0 APPENDIX C SIGNAL WARRANTS Arts @ City Center page 71 Intersection: I Mendenhall Street and Tracy Avenue ( Case:I Exisung )ea1Rn IlDwr(i'M1 Pt A)Plan Developlttest Date I March 5,2o04 hla or Street: I Aleodrnb.11 Street I hilnor Street 1: Trx -\+rn.e Minor Street 2: 141ofor Street Direction(Ns or E-AN): &\V I hltoor Street I Direr lion INS or P:-\\): 14-5 Minor Street 2 DlrnUoa(K-S or tI Approach Dira Oon(NB or SB) NB I Approach Dimdon(EB or\\B) Major Snell SpeedLaWC )1 •mph Max M*r Street 8596 Spa& SS mpb ToWNIrsaber of/ntareeilon Approachev Hour llepaninX 1 2 3 4 5 6 7 8 9 f0 11 12 9Tnv,A-ave n►all Slr«tnhali Strrel 198 7N bl.l 1. 971v Avrnue NB 0 6 0 0 0 29 123 112 241 228 274 SB 6 ! 7 1S 4f /13 132 Iil 129 17t. 16S ht.or: +roach Totals 1 62 36 1 9 9 40 149 598 703 1 643 709 971 1 916 tat Minor Appr—b 'ol. I J 6 1 7 IS 44 123 112 1 245 228 274 1 274 Total Enlrring\".lame 1 66 1 48 11 1 17 55 112 833 987 1 1030 1066 1 1416 1 13" I four W&W.e 13 11 11 16 17 IB 19 20 21 22 23 24 hleadenhall Street EH - M<ndeabullStreet WB 952 7Ei 914 932 950 55i 1p 1 279- '166 124 1 31 1 72 Traev,lteaue NII 1 350 1 12E 1 245 1 1263 140 99 .41 53 1 12 - 6 5 L 0 Traev Avean< SB I 1T7 1 129 1 144 193 IQ 95 71 82 38 20' 15 12 Major Approacb Totab 952 1 788 1 914 931 950 sm 347 270 166 )21 Bf 7I Mat Minor Approarl Vol. 330 129 245 263 152 99 75 ffi 38 20 15 12 Total Entering Volame 1479 1046 1303 1388 1242 752 462 404 216 ISG ]02 84 Peak Hours(15 minute period accuracy for peak hour only irappropriate data has been entered) Moor 811.or Twat floor onlnl? V.lame( b tlt�11:1, fertuttua Volume v b Nov I Volume BtYH0.r 1R00AM ' 709 4.Hour 5:00 PM 950 11:00 AM 971 10 PM 350 1:00 PM 1479 Pedestrian Volumes Crmins IGY<r Cresaint 11"wr Total Door II<¢lnninp Yolumr(+ h) If.ur Be¢ia►inK Volume(+ b) Hour B.TJanlaa Flame(,Ph) 8tb floor 10:00,1A1 III 5:00 PM Ili 4tY lfnor O,w I►i 4:00 PKI 154- 4:00 Phi 209 Peak 11:00 AM t41 1:00 PM 169 1:00 PM 323 Warrant#I- ;ig t our l7ehirsdar o ume C--nuyLmtb=14000P mer4w&Aiova4Otapkwa Mg-SnedT(Y--]V-) No Approach Lanes gLh I four volvate Wa-vos Arm.Ywlm (vPv-Cordele.A arrmrt Mho i o/aaen(vpk)-Coadfdom Major 2 Aft or Mbror 100% 80'/r 71Y'h 100'h 80'h 71ML ..or 1 709 +eh/hr 950 vehlhr 600 460 420 9(0 720 630 228 vch/hr 152 wh/hr 150 120 1 105 75 1 60 1 53 Warrant 1 Condition A Met YES 101.3% W'rrra.tICoditionBMat YES 105,65 Warrant 1 N%cooffideas met YES 126.71) Warrant 4 2-Fourlborr Vehicular VO&W Ath(lour Volum< Warnnt Mink.am Vn1.ma M a'or 931 v<hlhr vehAr Mi.-i 263 1 veh/hr 164 1 wk&r (lfireor nvmnnt rninittara vwlwrrilmed aPoa wlsoved attysr vohmae) W'arranl 2 c.ndition+Met YE$ 160.4% Warrant#3-Peak Hear 'r.lal'a/"wevolume for the higher-v.lnme minor atreel duriaa th< poet h.au-. 350 Nurram Alatlmum: ]00 Highrr-+plume ITraq.\.<nue I I uhor Trou t ntret or r...edtax imn,) Toad sappedriaaedelq(pmkiom$—kWAw-vok-w mnap—wb(saat-4: 3.1 +-ch-hn WarrmwmmFb..r (1 ala<east reef or—ed.aevi.rarrU MosiberofaMr.ackla■erfordepeak hour kitker whaoesaimmstred(seeabove): lane(s) total enter(nL voiame seniced durinp,the p<ak door: 1479 Warrant Marim.m: 1 800 (F'aiar a�at area or< rm.arriamaq Warmut 3 Codlion A.1 Met NO 92.6% Condition A WarraaO Codtion A.2 Met YES 950.09L Warrant 3 Coddon A.3 Met YES 184.9% Peak boar Volume Wamnl Mlnlmam Volume Ma or 952 1vrh/hr veNhr hu— 350 veh/hr 3M veldl r (Aft..,--I aallla.rm vrhume lased apoa okrmM a."w vw/uar) Condition B Warrant3C..ditionBM<t YES 116.7% Warrant N 4- Pe- Arian Pollutes Daman to clue aem�sf bo;(/lesigw/7 r5 n WmrmdMhe®mttc 299 (Valaemataerdereareed AduhNOl) pacanime V zumex Wa"wttMmbmmm Pak 4th Hoar Peak 4th Hour Major Crossloe 143 111 190 100 Warrant 4 Coodtion A Mel YES 111.0% Number of adequate gape dming de nmjorpeakped-Was—FhW hoar? Warred Maxlanmr. (Valve Must Mof rqu er esr�t nodnwrtt� Warrant 4 Condition 8 hlel NO 0.0% (Note_ wbex fie card a divided with a meduu of-gl6ent width for pede trimu to man,eotdWoo B opplier sryarm*for each dWed o) Warrant#S-School Grossing (Note:AB conditions shall in this can bet met,in order to warrant a signal) Does she maJorsdedporaen of thin crossing crnsdmre at eruxbUdedschoof oambg?(Yes"NO) Ifso,then is Ike ormbo ofadegante gape o-ilahlr.h ing the prriod wlen the children are BFog the croabg lea limn Ike number ofomrter available dating hind scone period? Ho Ate there of load twenty shtdeab oavng the majorstrcd during the peak oaahg hoot? No N'arranl 5 Conddoets Mel 'arrant#6-Coordinated,ignn .ystetn (Note:In order to warrant a signal,either the rust condition or the 5ual two shall in this case be met) A.Is the mgjorslrrd one-vwry in mom ordoa mimic jlewpredvmb mer/y in one d seeaon,and jfrq arc adjacent baj k com&ot algnah m jarepmr the tkey de mot provide adegade vaimlarpimt000hg? Bl.Ifthe majmsbed is two4 ay in sabre and cweriorcd a more baloncedJlow efaagl4 are vdjacern traffic control sigaah se fiwWorrdd Acy do metprovlde the necessary dgme ofphaoowhg? B2. R7B de propaadslgnd,Lr eo.bLmeu wtLl adJlreeof cenboS ptwideprogrmive apoeHoa? Nr. \\'arrot6CondtiomMet YES 1 100.0% Warrant#7-Crash E59mrhow (Note: Both conditions below than he met as well-one of two other eomditioos(ace wamat het for details)regarding Wboar and pedestrian volumes, respectively,in order to warrant a signal,in this case) Have adequate Vial ofaameative;wife safafacfocy obos®ece and mforcemen6 jviled to reduce arch frequency? Warraal 7 Condtiem A Mel I NO 0.0% Accident Monty If ammrf Dfiainmxr AcddeaWYenr Correctable AccidentdYear correctable Accidentsa eur 2 5 Warrant 7 Condtim B Met NO 40.OYo Mohr Cremiag 8th Hoar Vote.e Warrant Minima.Volume Irrderrrimt Venison Warroat Malaas Ma or 1 950 1 velAr 4ttD wh/hr Pak 4ih How Pak 1 4th Hour Minor 152 1 wWhr 120 wwkr J 143 111 1512 so (hfner worm minimum-I.—boa!ajren stuccoed major-I.—) Warrant 7 Coodtioo C Mel YES 1 126.7% Warrant#8-Roadway/VdwOrk Do at least torn ofthe hVasedhgmxM In quadv a have nee more sad eflhefMouft chmacteadc96 gad*Lg them arMAJOR A.The route is part of the street or highway system that serves as the principal roadsay network for through tra®c flow. B.The route Includes rural or suburban highways outside,entering,or traverslag a city. C.The route appears as a major route on an official plan,such as a major sheet plan to an urban area trallic and transportation study. Toed CMte-V Votome Do Syea•prejeded vohm n jnthe iufosedloo mod en or more of ties Peak ttonr Warned Mlml.ums Warrmr1,2,and3 during m avenge weekmy? 1479 100 Doer the Wersecdem support a t nut eufaLg volume ojaf Least I,M vph fir each ofany Shmtrs ow a SatmdV mSmeday? 1 es WMrranl a Coadtiow Met YES 147.9°h Warrant Number and Title Warrant Met Percent Met I Eight-hour Vehicular Volume YES 101.5% 2 Four-hlwr Vehicular Volume YES 160.4% 3 Pak Hour YES 115.7% 4 Pedestrian Volumes NO 0.0% 5 School Crossing NO 0.0% 6 Coordinated Sigrual System YES 100.0% 7 Crash Experience NO 0.0% 8 R"dway Network YES 147.9% Total Number of R arranls,11rt T 5 Intersection: Mend nhall Street and Tracy Avenue Case: E.ilatllrg Dtsiga 1 oor(Phi Peak) Date Marel,5.20(m hin or Street: DleadeaWl Street hlioor.street 1: 1 Tr •Amon Minor Street 2: Major Street Direction N S or E-1V): LW M1lin°r street I Direction(NS or F-R): N-S Minor Slrret 2 Direction(NS or EA%: A lq,roacb Direction(NB or SB) NB Approab Direcllno(Ill or%%M) Major Stied Speed Lout: 35 mp► Mar Major Shed 8SO Speee* 35 mph ToRdNamber ojJdosecdon Approac6a: How 1Scrj..ing 1 2 3 4 5 6 8 9 10 11 12 Meodenbnll Streel FD 1 -1 - Rlendenhail Street \1B N 30 8 R 34 126 506 596 545 601 823 all Tracy Aceaue NB U S A 0 0 24 102 1 125 201 1 187 1 225 225 Trxr arYese SIS 3 5 1 6 13 31 96 313 122 1 111 146 141 Major Approach 1.1.1, 53 3U R R 34 126 506 im M5 601 1l23 82 alai Allow Approacb Vol. 3 5 1 6 13 3R lUl 125 201 187 225 225 Total Palming Vulome M 40 9 14 47 188 703 R33 va 898 1 1194 1176 {low Beonaing 13 14 15 16 17 18 19 20 21 22 23 24 NkadraballStred FB Rieae obnl Street 1\-B W7 e68 775 789 88S 473 294 229 l-n 1U5 69 61 Tracyaxraue NB 288 1 105 201 1 216 1 115 1 at 34 1 41 /0 5 5 0 Trwc Aveaw so I51 I IH 123 1 167 1 130 1 81 N 70 33 17, 13 ,10 Major Approxcb Totals 807 1 775 M W5 473 294 228 141 105 69 61 Max Minor Approach Vol. 283 111 201 216 330 81 M 7U 73 17 33 10 Total Entering Volume 1745 884 1099 1171 1050 635 391 3. 183 127 B7 71 Peak Hours(15 minute period accuracy for peak hour only if appropriate data has been mtered) A14.r dlhor Thal I I°ar EkBinalag Votame(,Ph) Hoar Begiaaitgt Volume( floor Beginning Volume Uhl Btb}low IO:OOAM 601 5:00 PM 130 4.Hour 5:00 PM 805 4:00 PM 216 Peak 11:00 AM 11" 1:00 PM 288 1:00 PM 1295 Pedestrian Volumes 6ossing 3Tajor C}orsing Minor Total How Be¢laaing Volame(c h Hunr H<Ximm�X Vol ume(r b) Hoar Deeioeing Volume N h) Rib H.— 10:00 Ah1 41 5:00 r111 26 4th How 5:00 PWI 41 4:00 Phl 34 4:00 PRi R8 Peak 11:00 AM 53 1:00 PM 37 1:00 PM 96 'arrant 0 1- Erg t omr 17ekicAdar Vohdrtte Coa.oa y Lets tbor/goon Population or Spef&Aeovr 40 mph ore Major Srrretl(Pe wNo) r+. approach hoer 8tL flow Volme ow Wm Vohomo(rpk)-Coaditiea A rvrmet A/Lr.Vo/aaea(TA)-Condition hla'or r -µ; ..!n'°r Manor I00% 8Wa 7W lu 80er< 70Na Miow Y>. 601 wh/hr SOS vcbAr 600 480 420 901) 720 16J0 187 veh/br 130 1 veb)hr 150 120 105 75 60 9 Warrant l Condition A Met YES 100.1% Warrant CoWid—B Met NO 89.4% Warrant l n%Coodianas Met YES 108.3% Warrant Vehicular Volum 4th!lour Volume Wamnl Mia{mom Volume Major 1 739 1 vrb/br 11 veh)br Minor 216 veh/hr 1 210 veh/hr (,Wmw amr®ndnimmvo&w bmWapmo0serwdmvjor vow Warrant 2 Conditions Met YES 102.6% arrP�F Hour .l�<unr 288 1 Warrant Mullmum: Ina Iiigher-i Anmr minor urea: Tracy (I idnr marl me f or mired rwarirwaad Total stopped torte delay(peok Atom)-kwk--hmr adaorapproack(sa abwr): _ 0.9 - bus WmrmrtMadinum O (Valve wart nerd n aced atmdaq! Nawber ojaMroacA haterfer tkepeak kvvr kgko v hate enallsaeet(see above): mzn�.) Total ea4rioR volume xrvicrd<IoriuR the peak boar. 1I45 Warrant Mxxfinl a: 888 (Vahe waatt ate&or aced ambnono Warraol3 Condtieo A3 Met NO 22.5% Condition A Warrant Coalition A2 Met YES 287.5% Warrant Coaddos A3 Met YES 155.7% Peak Hoar Volume W.7t M{ulmaw Volume Major 1 807 1 reb/br i veh/hr Minor 1 288 1 wk/br 1 364 -Whr (.irwar wmrmrt aebrtlatrm wlwatr Imd spun okrtTrd an/or wJowrl Condition B Warraal3 Condition BMet NO 78.9% Warrant#4-Pedestrian Volumes Dslance to the Peered bmfffre signal? 47t rt WarrmrtAF-h 299 It (valesanraedn N&h—1 Pr:}r�i.iun L'ohrmn WmsmntAlLnia— Pak 4th Hour Peak 4th Hour MajorCrossfne 53 41 190 100 Warrant 4 Condlon A Met NO 41.0% Number ofadequare gaps dmfng rke majorpeaeped6Maw oom-Lfg boar? Lrp+ WmamatMaxlwmnm: 60 (Value rm-0 marl rqu or u<r maximums! Warrawl4 Condition B Met NO 0.0% (More: nArre tAe over b divided wLA a~W—af+aff eient wLLA for pafatriam to ward eowdnion B appBer sepanst4 for each dfmtim) arr�SCUO-OUGossing (Note:All conditions shall in Ibis case bet met,in order to warrant a slgmid) Does the mujorsbeef porflaw af6tr creasing conalbac an esmMbbedsalkW aeming 7(Pea"Na) ti o Jfso,them hs the number ofadequafe gaps available durft the period wAm the children are arbrg the costing less than the fmmber of mmW=available dumv thaf sale persmV Vo An fbere at reart twery students ousting the nmjorsfrcd dkrhW Ike peak arasbrg kao? \art ant S Cu Itioos WA NO 1 0.0% Warrant or ated Signal System (Note:In order to warrant a signed either the first condition or the final two shall In this case be met) A.la fie mmjors&ed one+aay iw nacre ar doer bmffsc jlawpndvxdnanay Lr ewe dbedime,and ifm err ndpcnrr rrz�c coos»f rigaah+o jm rq,a+t r!m r1 ey der wof p+vvlde ad[gwafe veblodarplataawLnB? \'<s Bl.1f the aajarstred ft two-way on nature and mgmiescer a more balmreedjlnv afbuffc,are adjacent baffc control slgnaif"far aparr that they der naf provide tie wecermy degree afphMkv'iV? No Bz Voll the p»paaedslgrsad In combination wbb mjacew!cmrbu4 provide prugrmim merdism? Warrant 6 Comdilam 51rt YES I 100.0% Warrant At 7-Crash fUperience (Note:Both conditions below shall be met as well as one or two other condition(sea warrant test for d,1s11.)regarding 8-hour and pedestrian volumes, respectively,in order to warrant a signal,in this case) Dave adequate trial ofanermaaveg wid sattrfadary aftery n"and emforeeaen4 failed to rats"crm•Afregnetry? Warraal7ComdtlonAMet NO 0.(i% .Icarlrn7/fnfan• ILomnrt lfininuun AccideotstYear CorrectAIcAccidenWYear Correctable AccidentsfYear 2 2 � warrant 7 47 Atiou B Met NO ,4tajn thaaLsg Bib Hoar Volume Wammt!Minimum Volnmc Pedesbimr Volmwes Wa"r omba� Major W5 tahthr 430 .7, Pak 4lh Hoar %k 41h Hoar Minor 130 vehlkr 120 vehltr 5] 41 152 so (.h/inur rwDravaf rnimimwm-lame barnd apaw obsessed m,lr.vI—) Warnnl7 Coodtiou C Mel YES 108.3% Warrant#8-Roadway Network Do at least trio ofahe brtosedW rowta In gmatbw have sane am ane each of Aejiaawi ng chmadaaa<;goaVA*q then WMWOM h'ea A.The route is part of the street or highway system that serves as the principal roadway network for through lramc flow. R The route indades rural or suburban highways oubW eaterimg,or traversing a city. C.The route appears as a major route on an official plan,such as a major street plan in an urban area trafc and transportation study. Tstar Entefng Vahasse Do Syeesprojecrad vdmesfer the intersection surd an ara na,of Yn Peak floor Warrant Minimums Wit"amb 1,2,and 3 dwriV an average weekday? 1245 1000 Daea the Wmecaon mWort a to Sal entering vahume afar led 1,000 vpb far each afamy S boo an a Sa Ann day or Sam dsy? Yes W.—at B Condtiots Mel YES 124.5% Warrant Number and Title Warrant Met Percent Met 1 Eight-hour Vehicular Volume YES 100.1% 2 Four-hour Vehicular Volume YES 102.6% 3 PeakHour NO 78.9% 4 Pedestrian Volumes NO 0.0% 5 School Crossing NO 0.0% 6 Coordinated Signal m YES 100.0% 7 Crash E: rience NO 0.0% 8 1 Roadway Network YES 124.5% Total Number of Warrants Met 4 - tersection: Mendenhall en en a Street annd! Black Avenue Cae peak) Da 1 hleadeshau Suee1 Minor Suee/1: Igah arcane Minor Street 2: Major Street Direclloa JNS or FAA); L-VY I hllaor Street I Dtralioa IN-S or Minor Streel 2 Direction IN-S or F-\\y: approach Direction(NB or SB) NB :\, roach Direction(F.B or WB) +771 Majorstreer SpedLmak :7WMmph Marmyor Sriecluth%Sped: 15 mph ToW Nwxber ojlntersecdon Approaches: Hour Begionlaz 1 2 3 4 S 6 7 8 9 10 it 12 hiraden►al Strerl ro Mtadta►all Slrrel 11B 14 2s 1 7 28 105 421 496 J53 500 6" 11 674 BlackAseoue NB _4 Z .5 9 27 74 83 69 92 92 142 BlackA,"w SB �9 1 2 3 1 13 24 90I ill 1 151 164 1 I81 I 224 Major Approach Totah 44 1 23 7 % 1 8 lU5 421 496 4m 5w1 683 674 TO-Minor Approach Vol 9 3 5 13 27 90 121 151 1d-i 181 224 7otn1 Fatrrinr\'plume 57 1 30 10 15 1 5o 156 585 704i 673 7% 1 958 1 IO40 Hour Beginning 13 14 15 16 17 18 19 20 21 22 23 24 n1<ud<nhansir«( FB MeadenhaB Stree[ \VB i 671 556 645 657 670 Ji 393 2.0 190 1 117 88 1 57 51 Black Avenue NB 1 103 1 N 1 133 1W 110 58 27 31 1 20 18 9 f Marl Avenue SB I ZJ2 I44 1 189 199 175 85 63- 46 1 41 28 14 11 Major Approach Totah 671 1 %.% 1 645 657 670 393 245 t90 117 88 57 _ 51 Max Minor Approach Vol. 232 244 1 199 199 175 83 63 4d 41 28,I. 14 _ll Total Katering Volume 1006 894 1 967 1 958 1 955 5M 335 266 178 1J4 80 71 Peak Hours(15 minute period accuracy for peak hour only if appropriate data has been entered) MaJor Minor Toad !lour BelonniagM6.85 Hour Beginning Volpe j '1 How Beeinniaa Vaame I th How /R00 AM 10:00 AM 1 164 - 41h Hour 5:00 PM 4:00 PM - Peak 11:00 AM 2:00 PM 244 12-.N PM 1040 Pedestrian Volumes Crossing.lfajor CYouing.1/inor !'oral Hov Beglsaiaq Volume( h) How Beginning V'olsme(v h) How Beginning Volume h hl HHu 10:00 Ai11 33 10:00.. 15 __ S;QO Phl •Ih 4:00Ph1 /8 4:M1 PTI _5tt 11:00 AM 1 39 1 2:00 PM 18 12:00 PM 69 arrant#I-Eight-hour Vehicular iWume Comami4 Leo ibm 10.WOpaM»m orSpeedrAbove 40 mpk an Major SYreesr(Po orNo) No Approach Lases M flour Volume IVmrmttMu Viaywe(vpb)-CoadUi aA arrmet dfia.Velamea(vPA)-Condition hla or 2 Major Afirwr IOOeh 80Si 70v/e I OON. BOX 70% 5linor 1 SWveh/hr SW ver 600 480 420 900 720 630 164 veh/hr 164 veh/hNhr 150 120 1 105 1 75 1 w 53 Warrant 1 Condition A Mel NO 83.3% Warrant 1 Condition B Met NO 65.5% Warrant W Condltioa5,I, t NO 69A% arralll 0 2- O Oar Vekimlaf VOIJUM 4th Iluur\'plume Wama(Minimum Volume 51abr 657 veh/hr vchlhr Minor 199 vaWhr 1 262 1 veh/hr (AAwwmrmd aabeiaarm vehuarbasafspwe/servedmajerve8mr4 Warrant 2 Coadilinnv Met NO 75.8% uWa—W 13- ea oar Teal eelcriaq coluax fur the hkgber-volume minor Ir<ot during the major 1,tak hoer. 224 IVorrao(Nlmimnm; 100 Ilisher-,olumc minor urM: Bock Avrfsr flblur maat weer or exceed n -;zsuwr) Toad stopped time debq(Pao&bowl oa bigber-vabme amrorappreacb(are above): F7t0 ,-hrs Wa uwjw r lhwm (Valve Immtmee/.r-ed mtrelo u.) Nomberefappoochbmerprrbepeakkour igber„oba.radw.rrree(seeabove): Ot ta.e(s) Total entering volume xrvi<cd during the peal hour. 1040 Warraat Masimum: 1 800 (Yahe amsf■aver or acid maca.. f Warrant3 Cosddea A.1 Met No 50.09E Condition A Warrant 3 Condition A3Met YES 223.9% Wwrvmt3 Conauo■A3 Mel YES 130.0% Peahtlov Volume I Warrant Miaimasa vanme Ma r 556 vtdJhr reeler Minor 244 -Whr 489 vehlhr (Albaor rtmrmal aaialamin vohtare bard nyaa oburvrd maj.r,wt Condition B Warrant3 Condition B M<t NO 50.0% Warrant#4- Distance to the nearest oafflestand? 47s n WammrtAm%no 299 fl (Videemostmeeterexceed Rdm:emO Pedestrian Vw. wwrmrtMmusia Peak 4th Hoar Peak 4th Hov Major Crossing 39 40 190 100 Warrant 4 Coodtion A Met NO 1 40.0% Number ofadequdegapr cha tq she mgjorPeakPak1triou—I*B hoar? r— gaps WarroalM imunc(Value seat not eqad or execeat maxi—aO Warrant 4 Condition B Met NO 0.0% sae wkrre tic rtrrO is dMdtd with a mntiw of.ry,jJJur,+r width jorpedesAimo ra xaq caxdifioa B gpplies srpmietdy jar rick dbe�aw) arrant - oo OSShq (Note:All conditions shall in this case bet met,in order to warrant a signal) Doer the me3arabied portlan of th6 crvs3 ft ceasfbhrtr aw eshblBhedschaol—h8?(Yet arNo) Ne Ifsa then it the number ofederade gape available dmhg the pedodwhen the children are usng the crommq Ina than Ike camber of niwnla av4dable doing tkd sanee period? NR Are there at loaf 1weay s1u kntr erossng the majarsbret dung the park rroahg hour? Na Wamut 5 CondUeas Met I NO 1 0.0% 'arrant#6-Coordinafr Sig l lens (Note:to order to warrant a signal,either the first condition or the final two shall in this case be met) A.Ia the emJarrtrcd wen-wap in afire redoes tmfJteJlorrprawmay br owe dbeclion.awd jinn are adJseed eq(/fc oaebW slgwaha fhrapaf that they des not provide adegnde-W-1arpldooning? \'es Bl.trthe mrjorsted to two-way he nature and experiences a mare bdaeoedflow aftr46&:arc adjacent traffic conbol stgantrra jarapm!that they do not provide the necessmy degree ofpldoonhg? No B2 WIN the propaudalgw�b omdLmatioR with adjacent coxrrvl,rro+;.le proirrvl yr opernalwrT No Werrant6CmdtloosMet YES 100.0% Warrant#7-Gush Erpuietwe (Note:Both conditions below shall be met as well as one of two other conditions(see warrant text for details)regarding 8-boar and pedestrian volumes, respectively,in order to warrant a signal,In this use) Rave adayrale had ojaawwativer,wish satirjacrM ataerswnce used mforcemar6 failed to reduce crush fregaoacyT Warrant 7 Coaddon A Mel I NO 0.0% AceWent Ithron' II';7—r3dinixarm A]ddesldYesr Corr"table Accidsat Y-, Correctable AccidentsNear 2 S Warrant 7 Condtios B Met N O 40.0% Ala,W c bg 81h Hoar Volume Warrant MINI None Volume Pedenliae Vohmo Wnrmmr Armin Ma or 500 vehlhr 480 vehlhr Peak 4th Hour Peale 4th Hosr Minor 164 1 ♦eh/hr 120 mbfhr J9 40 752 80 (.lflxar xanaR!mixiRmrx+roloxrr tarn!rpon abarrvrct major vaixwr) warrant 7 Coadtion C Met YES 1 104.1% Warrant#8- o etntork Doarlemtwoofthebfasedignaferke gaesaanksve waearmoreewch oftkef>aowhg damdosNe;gmrmWLV thew®MAIOJR A.The route Is part dtbe street or highway system Owl serves as the principal roadway network for through traffic flow. B.The route Includes rural or subarban highways outside,entering,or traversing a city. C.The rote oppean as a major route an so oMcial plan,such as a major street plan In an urban area,trafc and traaaporiatim study. Tool 1''xloixg l'olrrr Do S-yearprojected vah a es f r the intersection used on or more of Peak Hour Warrant Mlnimaus Warnous 1,$and 3 daring an avenge weekday? 1040 ]000 Doer she intersection support a Nht entering vahtme ojd least 1,000 vph for each ojew S kourr on a Saturday or Swnday? \'c+ Warrant 8 Coadtlom Mat YES 1 104.0% Warrant Number and Title Warrant Met Percent Met 1 Eight-hour Vehicular Volume NO 83.3% 2 Four-hour Vehicular Volume NO 76.8% 3 PeakHour NO 50.0% 4 Pedestrian Volumes NO 0.0% 5 School Crowing NO 0.0% 6 Coordinated Signal System YES 100.0% 7 Crash Experience NO 0.0% 8 Roadwa Network YES 104.0% Total Nltrrnber of Wall.,&Met 2 Intersection: F--m—e-n—denhall Street and Black Avenue Cate sislle>t De"flour 41' Yen ) 'as t)r'e optrtent Date I Marc h A.2 Mojor Street: I Mendenhall Street hliaor Street 1: I Black Awaae Minor Streel 2: Najor Street Direelloe NS or E-NV: E-\V hilnor Slreel 1 Direction INS or E-\\"): NS. hlinor Street 2 Direction(NS or E-1\): .\t roach Direction(NB or SB) NB %pprooch DirrcUoa(8B or\\B) M,derSbeetSpe:dLhrlC 35 mph M=Major Street 8Stk%spent 35 mph Toar/Nioa6ev ofIntarecdow Approaches: O Hoar Beginning 1 2 3 4 5 6 7 8 9 10 11 12 Menden►all Street E.it h lredeahall Street \\B it 26 7 1 29 f08 435 512 469 516 707 6% Black'Aivaue NB 12 4 2 4 15 29 log 148 184 200111 272 Black Areanc SB 5 3 3 a 13 39 109 121 100 134 134 207 hlo or Approach lolals 45 26 7 7 29 lU8 415 912 4/,x 516 7v7 6% h ar hBnor.\ roach\"ul. 12 4 3 8 15 39 109 148 184 2W 221 Total Entering Vapour 62 33 11 19 57 177 652 781 752 850 1062 1176 Hoar Bel6noing 13 14 15 16 17 18 19 20 21 22 23 24 hlendeahall Slreet EB hlendenhallSaeel \\D 01 574 666 1 678 1 692 1406 Z,V 1% 121 91 59 52 lilac k.asenee NB 282 297 L)0 243 1 1131 1 1041 1 77 56 S11 35 l7 13 Blm►Arvane SB 150 /M t91 150 160 >W 39 45 29 26 1! 13 Major Approach Totals 1 693 1 574 666 678 69l16 253 1% 121 91 59 �79 Mar Minor Approach Vol 282 297 230 242 21J ]04 77 56 5o 35 17 Total Entering Volume 1125 1008 1090 1070 1065 594 ]69 297 200 151 89 Peak Hours(15 minute period accuracy for peak hour only if appropriate data has been entered) Ata)er Mbar Twat float Del+{aRinR Volume(vph) Hour Held—ing Volume h Hour Brpjaaiag Volume( h 8th Hour 10:00 AM 516 10:00 AM 200 4th Hour 5:W PM 692 4:00 PM 242 _ Peak 11:00 AM 1 707 2.00 PM 297 1 1176 Pedestrian Volumes O—inr major c7nrring lfrnor Total Hoar Beg nutog Volume(s h) How Beilimio¢ Volume(A ph) Hour BelioDaing \olume 4-ph) 8lh How 10:00 AP 46 15:W:\hl 99 41h Hov 5:W Ph1 115 4:W PM 119 1 4:00 Phf 235 Peak 11:00 AM 111.-- 2:00 PM - 1 M 12:00 PM 277 Warrant#I-Eight-hour Vehicular 'o titan Conanout4 Lm awn 10,000 Apnldloa wSpea*A"w 40 wtph an Majw Sned7(Pa or No) Approach Lanes lith HourVol— Wmrmrt At—Volrtmer(tpV-Co"4 iowA arrestJfiw.Vehower Opk)-Cowttitiow hla'or 2 Afa or mosor 100% 8� 70% 100% t105S 70% Minor k 516 wh/hr 516 vek/hr 600 480 420 900 720 630 200 tvhfhr 200 wh/hr 150 120 105 75 60 53 Warrant I Conditi..A Met NO 86.0% warrant 1 Condition B Met I NO 57.4% warrant l w%conditions Met I NO 71.7% Warrant#2-Four Nowt Veliicwlar Vohune 4th Hour Volume Wa n rot Minlmom Volnme M1ta or 678 s<hlhr veh/hr Minor 1 242 1 wh/hr 1 253 vehlhr (Afow rtmrmnfn�itmm arhax lmdupon aksavd euyw trehot� Warraet2 Conditions Met NO Warrant#3-Peak How Total entering'alume for the 162her-t plume minor etreet dariag the malur j e k Matt: 272 \\'arrant hlaximum: too lllgher-'nhune mince street: Hlxk As'enow (141—orornntor rrrr vl tnasimnn+) Totdatappadaumedday(Peak koa4 ow iigb-vrkaxse swarapprewd(reeaiev4: 16.4 veh-hrx Warman Mmdeonw: (Vahe aunt need or Mad aamrtnurtry 1VInwkQ ofoppreuel lacers for tk a peak koer kigker-rrolune ninor sore(rer a6ave): F-7--7711aae(s) Totul enterhrg wlume serviced dv[og the p=know: 1176 Warroet Maximum: 800 (Vder mw nsrer or eseeed nnri awoo Warrant!Condition A.1 Met YES 410.0% Cundlhon A Warrant 3 Coaddon A2 Met YES 272.5% Warrant 3 Coudden A.3 Met YES 147.0% Peak Ho Volwne W► wt Mlalmm Velauw Ma 574 vehfir reh/hr Mlaor 297 ve"r 479 veWhr (3fher warrant mtahaan vehme kurd epees a8resve l mow.wl l COndlhOn B I Wo—t 3 Condition B Met NO 62.1% Warrant#4-Pedestrian Volumes Dnstmce to the uearios mocslgnurl? 475 n WarrmntMarumoa 299 (Vaseamtuedmesceedma.lmm0 PadesMme Vohaer wwrantMmmame Peak 41h Hoer Peak 4th Hoar Major CrosstneI 111 115 190 100 Warrant 4 Condition A Mel YES 113.09E ga t� NWxber ofadegaate Baps'�die nm eak jorppedafrime�►ng,.,r? �� ps Warma8Maximc t w 1 e �p� (Voheeuntwat era r aemdumul) \Yarraot 4 Condition B Met NO 0•V/e (Note where die rbrd a dirided wadi a anedimn ofsafrnaea widr8 Jor pedesrni+xr to waif,con dNow B Wilersq—tely for d-A arec&wJ Warrant#S-School Crossing (Note:An conditions shall in the case bet met,in order to warroal a signal) Does the m#arsded pordon of dih craning wwadlbae an dmhIIshedschoot cs—ty?(Per wNa) No lfse,these s the number ofadepoese gaps aaa;labk daring the period when die citiMen are aiwg tie crms*g Jess dime the weber ofmwater available daring that smear period? Are there at lead sweaty,students crossing the nnjarrded darorg diepeak cr aniwg hoar O \Yarrant 5 Condition,Mel NO 1 0.0% Warrant#6-Coordinated Signal System (Note:In order to warrant a signal,either the first condition or the final two shall is this case be met) A.Is die n egarabed one-way in nature orderer tmrffuJlonpredombwddy in arc dream andifso, arc adjacent baffle cvx&v1 zk mkso fir apart dial diry do nor prowwte adequate.rkiraler pLuoonrnR? 1"e5 B7.If ae wmjorsbied b two-way in Ratan and experimeer a awn babmcadJhw aftmDf4 are adjacent &qfe control stnoth so Jarapmt dial dW do—provide tie necessary degrre efpsraawgg? Yo B2. WW tie prupsedslgm;h nm6Fteaalow wild adJaeaa wnbaR pnvideprogntaive aperdiaw7 Nu %Y—ot 6 Cood(ion,Mel YES 100.0% Warrant#7-Crash Fapwiatce (Note:Both conditions below shall be met as well mom of two other conditions(see warrant text for details)regarding 8-hoar and vcdcib isn volumes, respectively,in order to warrant a signal,in this case) gave adequate blot ofaberna*cv,w id satafadary obserrmnce and mforcemaK Jailed to rdaee onsb frequency? Warrant 7 Coaddon A Mel I NO 0.0% .1<rident Radon' li hrcnrrr!liainurrn Aodd,.WYnr Corre<lohle Ac<ideats/Sear ('orrcetoLle,\c eidcutvl<ar S Warrant 7 Condition B Met NO 40.09E Major claainR Sth lioar Volume Warrant Minima.Volume Pedestrian,Vohars WwrmaAfanh mar Ma or 516 w Er 480 wbfhr Peak 41b Hour Peak Uh Hour hllnor 200 wxl>/hr 120 ve"r 111 115 152 BO (Mmer narrwt minimum whore bared open oherwed='or whir) Warrant 7Condtlon C Met YES 107.6% Warrant 0 S-Roadway Reftork Do at Jeart bro oftie hHoseahg r.der In question have men or owe as&ytiefollnrhg dmodosdio,~AV time as MAJO& See A.The route Is part of the street or highway system that serves as the principal roadway network for through traffic flow. B.The mete Includes rural or suburban highways outside,entering,or traversing a city. C.The male appears as a major mate on su official plan,such as a major street plan in an urban area traffic and transportation study. 7'ora1 t"nrering 4ohme Do iyem•pmJeded vohmesfardke intersection mod on or aeon of 1'ew I cak hour \5'arraol Mlaimoma Wmsmar1,2,and daring an averse weekday? 1176 1i100 Doer die ini mecdow sapporre sand ewterhg vahowe ofat least 1,000 vph far each ofanry,S bows on a Saturday or Swwday? Warrant 8 Conditions Met YES 117.6% Warrant Number and Title Warrant Met Percent Met 1 Eight-hour Vehicular Volume NO 86.0% _ 2 Four-hour Vehicular Volume NO 95.6% 3 Peak Hour YES 147.0% 4 Pedestrian Volumes NO 0.0% 5 School Crowing NO 0.0% 6 Coordinated Signal Eystem YES 100.0% 7 Crash EMwrlence NO 0.0% 8 Roadway Network YES 117.6% Total Number of Warrants Md 3 - Intersection: Mendenhall Street and Tracy Avenue Case. Initial ra lc Impacts-Parking Garage 8Retail Date: Noveniber 22.2004 Major Street: mmitllennan Street Minor Sheet 1: Tracy Avenue nlfnor Street 2: Alajor Street Dir.(N-S or F-\W): E-W Nfinor Street I Dir.(N-S or I•'-\\): NS Minor Street 2 Dir.UN-S or E-WV): Approach Dir.(NB or S It NB Approach Dir.(EB or VVB) Major Street Speed Limit• mph Major Street 85ib%Speed WA mph Total ltitersedion Approaches: O Hofer Beginning 1 2 3 4 5 6 7 8 9 10 11 12 Alendenhatt Street WB 59 34 9 9 38 141 567 667 610 673 921 907 Tracy Avenue NB 0 5 0 0 0 26 110 136 219 204 245 245 Tracy Avenue SR 3 5 1 6 14 39 99 116 126 114 151 145 KnAia'or Approach Totals 59 34 9 9 38 141 567 667 610 673 921 907 nor roach Vol. 3 5 1 6 14 39 110 136 219 204 245 245 Total Enterinp\'plume 1 62 J 45 1 W I i5 1 52 1 206 T76 1 919 1 955 9911 1317 1 1297 flour Beginning 13 14 15 16 17 i8 it) 20 21 22 23 24 Mendenhall Street VV R 903 748 1 868 884 902 530 329 256 157 118 T7 68 Tracy Avenue NB 313 115 1 219 235 125 89 37 47 10 5 5 0 Tracy ventie SB 156 114 127 172 134 84 66 72 33 18 14 10 MMajor roach Totals 903 748 868 UN 902 530 329 256 167 118 77 68 Ma:Mtnor Approach Vol. 1 313 115 219 235 134 89 66 72 33 18 14 10 TotatEnte 20Volume 1 1372 977 1214 1 1291 1 1161 1 703 432 375 200 141 96 78 C'nndition A Condition B Volume Warrants Values Minimums Values Alinimums \lalorlTotalEntertn.K) Alinor AlaioraotojEntennk) Alinor \fain Minor- Alator Alinor 8th Hour Vehicular Volume Watraot Uti 136 5011 150 673 204 750 75 4th Hour Vehicular Volume Warrant isS4 235 artf4 1I4 Peak Hour Vehicular Volume VVarwrmt 1291) 235 lj 100 903 2,39 Crash ' rience\Varront C»/ 136 4t11/ 120 600 60 Hoadwav Network VVarrant i !1) 1TRRI) Warrant#fl-Eight-hour Vehicular Volute Warrant#2-Four-hour Vehicular Vohmte Warrant i Condition.a Met NO 90.7So Warrant:Conditions 1\Irt YES 111.Oyo \Wan:lnt 1 Condition B i\ict NO 89.7% Warrant 1 80%Condtion%--\&It Met YES 112290 Warrant#3-Peak Hour Warrant#4-Pedestrian Volumes Warrant 3 Condtion AA Alet NO 65.0% Warrant 4 Condtion A Met NO 23.7% Warrant 3 Condtion A.2 Met YES 235.0% Warrant 4 Condition B Met WA N/A Warrant 3 Condtion A.3 Alet YES 1 19&60/ Warrant 3 Condtion B Met I YES 1106.5% Warrant#5-School Crossing Warrant#6-Coordinated Signal Systems Warrant 5 Condlium Mel NO I 0.0% \\,,rant(i Condtiom M11et YES 100.0% Warrant#7-Crash Experience Warrant#8-Roadway Network \Warrant 7 Condtion.\/let NO 0.0% fl \\-:n-rant 8 Condtiom Mct YES 137.2% \\'arrant 7 Condtion B\Ic[ I NO 1 40.0% Warrant 7 Condtion C•Alcl IYES 1 113.3% Warrant Number and Title Jlet Percent Alet 1 Eight-hour Vehicular`"ohmue YES 112.2% 2 ]Four-hour Vehicular Vohune YES 111.0% 3 Peak flour YES 106.50V0 4 Pedestrian Volt>ntes NIA NIA 5 School Crossing NO 0.00/0 6 Coordinated Signal SAstemt YES 100.0% 7 Crash Experience NO 0.0% 8 Roadwav Network YES 1ULM Total Atnmber of ff arrants Met 5 Intersection: Mendenhall Street and Black Avenue Case: In al Traffic Impacts-Parking Garage&Retail Date:I November 22,2004 Major Street: menaenitah Sweet Nlinor Street 1: Iac verute lllinor Street 2: lfajur Street Dir.(V-S or E-W Minor Street 1 Dir.(N-S or E-«'): NS I N inor Street 2 Dir.(N-S or E-\l): Approach Dir.(NB or SB) NB Approach Mr.(EB or 1CB) Major StreetSpeedlrnut• mph Major Street85ih%Speed• WA mph Total lnfaseadonApproaches. �3 Hour lleginning 1 2 3 4 5 6 7 S 9 10 11 12 Alendenha0 Street RB 47 1 27 7 7 1 30 111 447 526 481 1 530 726 1 714 Black avenue NB 4 2 2 6 1 10 31 85 95 79 1 106 106 164 Black avenue SB 10 3 2 3 1 14 26 98 132 165 1 179 198 1 244 Ala or ApproachTotals 47 27 7 7 30 111 1 447 526 481 530 726 1 714 AlazAlmor. roach1A 10 3 2 6 14 31 1 98 132 165 179 198 1 244 Total Enteriu>;Volume 61 32 11 16 54 I G8 I G30 1 763 725 815 1030 1 1122 Hour Reeinning 13 14 15 16 17 Is 19 20 21 22 23 24 nlendenhallStreet WB 712 589 683 696 710 417 269 202 124 93 61 54 Black avenue NB 118 108 153 118 127 66 31 35 23 21 10 10 Black Avenue SB 253 266 1 206 217 191 93 69 50 45 31 15 12 Major Approach Totals 712 589 683 696 710 417 1 269 202 124 93 61 54 Max AlinorA roach VoL 253 1 266 206 1 217 1 191 1 93 1 69 60 1 45 1 31 15 12 Total Entering Volume 1083 1 963 1042 1 1031 1 1028 1 576 1 359 287 1 192 1 145 1 86 76 Condition A Condition B Lk8thHour'V,%-0ehicu1ar ame Warrants Values Minimums Values Minimums 1lutorfTotall:nlcr n.¢1 Minor Ilajor(Total Dlfel7nq) Afin— Alai— ]firm" U-m- Minor 1"olume Warrant 53U 5W 150 530 179 750 75 icular oltmte\1 arrontbyb oyof81hicularVolume%%arrant (iu311 (650) 1t10 712 253 712 315 xperience%l arrant J0 400 120 530 179 600 60 NehsorkWarrant �1031) t1 Warrant#1-Eight-hour Vehicular Volume Warrant#2-Four-hour Vehicular Volute NN amnt 1 Condition A NIO YES 10 3.0% Warrant 2 Conditiuns i11e1 YES 104.1% Warrant 1 Condition B Alet NO 70.7% Warrant 1 80%Condtions A K B islet N/A N/A Warrant#3-Peak Hour Warrant#4-Pedestrian Volumes Warrant 3 Condtion A.1 Met NO 45.0% Warrant 4 Condtion A Met NO 21.1% Warrant 3 Condtion A.2 Met YES 118.0` Warrant 4 Condition B Met NIA WA Warrant 3 Condtion A.3 Alet YES 158.6% Warrant 3 Condtion B Aiet NO 94.0% Warrant#5-School Crossing Warrant#6-Coordinated S1gttal System 1Canant 5 Condtions 111ct NO 0.0% 1 %\arrant 6 Condtions Met YES 100.0% Warrant#7-Crash Experience Warrant#8-Roadway Network Warrant 7 Condtion AAlet NO 0.0% 1\avant 8 Condtions Alet YES 112.2% Warrant 7 Condtion B A1et NO 40.3 o 1Varrant 7 Condtion C Met YES 132.5% If arraitl Number and Title t1/et Percent Met 1 Eight-hour Vehicular Volume YES 106.09/9 2 Four-hour Vehicular Vohmte YES 104.1% 3 Peak Hour NO 94.00/0 4 Pedestrian Volumes WA NIA 5 School Crossing NO 0.0% 6 Coordinated Signal System YES 100.0% 7 Crash Experience NO 0.0% 8 Roadway Network YES 112.2% Total Number of a'amanfs Met 4