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HomeMy WebLinkAbout10 - Traffic Impact Study - Safeway Updated Traffic Impact Study for Safeway Bozeman, Montana September 2010 Prepared For: Safeway, Inc. 1121 124th Avenue NE Bellevue, WA 98005-2101 Prepared By: Morrison-Maierle, Inc. 2880 Technology Boulevard West Bozeman, MT 59718 Phone: (406) 587-0721 Fax: (406) 922-6702 MMI Project No. 0576.057.010.000314 i TABLE OF CONTENTS Introduction and Summary ......................................................................... 1 Purpose of Report and Study Objectives ....................................................................... 1 Executive Summary ....................................................................................................... 1 Site Location and Study Area ............................................................................................... 1 Development Description..................................................................................................... 1 Types of Studies Undertaken................................................................................................ 2 Principal Findings ................................................................................................................... 2 Crash Experience .................................................................................................................... 2 Site Accesses ............................................................................................................................ 3 Existing Traffic Operations .................................................................................................. 3 Estimated 2011 Total Traffic Conditions ........................................................................... 4 Estimated 2013 Background Traffic Conditions............................................................... 4 Estimated 2013 Total Traffic Conditions ........................................................................... 4 Estimated 2013 Total Traffic Conditions with Restricted Access to West Main Street ............................................................................... 5 Conclusions and Recommendations ................................................................................... 5 Proposed Development ............................................................................... 7 Location ......................................................................................................................... 7 Land Use and Intensity ................................................................................................. 7 Site Access...................................................................................................................... 7 Zoning ...........................................................................................................................10 Parking ..........................................................................................................................10 Development Horizon .................................................................................................. 11 Existing Area Conditions .......................................................................... 11 Study Area ..................................................................................................................... 11 Study Area Land Use .................................................................................................... 11 Site Accessibility ...........................................................................................................12 Area Roadway System.......................................................................................................... 12 Traffic Volumes .................................................................................................................... 13 Transit Service ...................................................................................................................... 13 Pedestrians and Bicyclists .................................................................................................... 15 Crash Experience ..........................................................................................................15 ii TABLE OF CONTENTS (continued) Projected Traffic ...................................................................................... 16 Site Traffic .....................................................................................................................16 Trip Generation .................................................................................................................... 16 Trip Distribution .................................................................................................................. 16 Modal Split ............................................................................................................................ 18 Trip Assignment ................................................................................................................... 19 Estimated 2011 Total Traffic .........................................................................................19 Estimated 2013 Traffic ..................................................................................................19 Transportation Analysis .......................................................................... 26 Capacity and Level of Service ...................................................................................... 26 Existing Conditions ............................................................................................................. 26 Estimated 2011 Total Traffic ............................................................................................. 26 Estimated 2013 Background Traffic ................................................................................. 26 Estimated 2013 Total Traffic ............................................................................................. 30 2013 Total Traffic with Restricted Access to Main Street ............................................. 30 Queuing Analyses ........................................................................................................ 30 Sight Distance .............................................................................................................. 33 Improvement Analysis ................................................................................ 33 Improvements to Accommodate Existing Traffic ...................................................... 33 Improvements to Accommodate 2011 Total Traffic .................................................... 35 Improvements to Accommodate 2013 Total Traffic .................................................... 38 Alternative Improvements ........................................................................................... 38 Modification of Level of Service Standards ..................................................................... 38 Development of Alternate Traffic Routes ........................................................................ 38 Intersection Traffic Control ............................................................................................... 39 Corridor Signal Coordination ............................................................................................. 39 Multilane Roundabout ......................................................................................................... 41 Grade Separation .................................................................................................................. 41 Double Crossover Intersection .......................................................................................... 41 West Main Street & 19th Avenue Intersection Functional Area ................................. 44 Findings ......................................................................................................... 45 Conclusions and Recommendations ....................................................... 46 References .................................................................................................. 48 iii Appendix A – Traffic Count Data Appendix B – Trip Generation Data Appendix C – Capacity and Level of Service Analyses: Existing Conditions Appendix D – Capacity and Level of Service Analyses: Estimated 2011 Total Traffic Appendix E – Capacity and Level of Service Analyses: Estimated 2013 Traffic Estimated 2013 Background Traffic Estimated 2013 Total Traffic Estimated 2013 Total Traffic w/ Restricted Access on West Main Street Appendix F – Improvement Analyses Existing Conditions 2011 Total Traffic 2013 Traffic Appendix G – Existing Site Accesses: Driver’s View Photos Appendix H – Queuing Analyses iv LIST OF FIGURES Figure 1 Site Location ................................................................................................................ 8 Figure 2 Site Layout................................................................................................................... 9 Figure 3 Current Daily Traffic Volumes ................................................................................. 14 Figure 4 Directional Distribution of Weekday Site Traffic ..................................................... 17 Figure 5 Directional Distribution of Saturday Site Traffic ..................................................... 18 Figure 6 Site Traffic ................................................................................................................. 20 Figure 7 Estimated 2011 Total Traffic ..................................................................................... 21 Figure 8 Estimated CVS/pharmacy Site Traffic ..................................................................... 22 Figure 9 Estimated 2013 Background Traffic ......................................................................... 23 Figure 10 Estimated 2013 Total Traffic ................................................................................... 24 Figure 11 Estimated 2013 Total Traffic with Restricted Access to West Main Street ............. 25 Figure 12 Modified Weekday PM Peak Hour Signal Timing & Phasing for West Main Street and 19th Avenue Existing Conditions ....................................... 34 Figure 13 Double Crossover Intersection Concept ................................................................. 43 v LIST OF TABLES Table 1 Off-Street Parking Requirements ............................................................................... 10 Table 2 Crash Statistics – West Main Street (US 191, P-50) Ressler Automotive Site Crashes15 Table 3 Estimated Site Traffic Generation ............................................................................. 16 Table 4 Estimated Pass-By and New External Site Traffic Generation ................................. 19 Table 5 Existing Intersection Operations Summary .............................................................. 27 Table 6 Estimated 2011 Total Traffic Intersection Operations Summary .............................. 28 Table 7 Estimated 2013 Background Traffic Intersection Operations Summary .................. 29 Table 8 Estimated Queue Storage at Site Full Access Approaches ........................................ 30 Table 9 Estimated 2013 Total Traffic Intersection Operations Summary .............................. 31 Table 10 Estimated 2013 Total Traffic with Restricted Access to Main Street Intersection Operations Summary .................................................... 32 Table 11 Estimated Intersection Operations Summary for Existing Conditions with Modified Signal Timing and Phasing ....................................................................... 36 Table 12 Estimated Intersection Operations Summary for 2011 Total Traffic with Modified Signal Timing and Phasing ....................................................................... 37 Table 13 Estimated Intersection Operations Summary for 2011 Total Traffic with Widening of West Main Street .................................................................................. 37 Table 14 Estimated Intersection Operations Summary for 2013 Total Traffic with West Main Street and 19th Avenue Signal Coordination .......................................... 40 Table 15 Estimated Intersection Operations Summary for 2025 Total Traffic with West Main Street and 19th Avenue Signal Coordination .......................................... 40 Table 16 Advantages & Disadvantages of Double Crossover Intersection ............................ 42 Table 17 Estimated Intersection Operations Summary for 2013 Total Traffic with West Main Street and 19th Avenue Double Crossover Intersection ......................... 42 Table 18 Estimated Intersection Operations Summary for 2025 Total Traffic with West Main Street and 19th Avenue Double Crossover Intersection ......................... 44 Traffic Impact Study For Safeway 1 Traffic Impact Study – Safeway Introduction and Summary Purpose of Report and Study Objectives This traffic impact study summarizes the potential impacts from the proposed Safeway in Bozeman, Montana. The information presented in this report is intended to evaluate the safety and operational aspects of the transportation system in the area of the proposed development under existing conditions as well as with estimated impacts. Study recommendations and conclusions are intended to provide guidance with respect to the function of the proposed site accesses and the area transportation system. Executive Summary Site Location and Study Area The proposed development is located in Bozeman, Montana on Lots 1 and B-1, Block 1 of Kirk’s Second Subdivision Amended (Plats F-37-C F-37-D) in the southwest quarter of the northwest quarter of Section 12, Township 2 South, Range 5 East, Principal Meridian of Montana. Generally, the property is bordered by North 19th Avenue to the west, West Main Street to the south, the Hastings Shopping Center to the east, and a mix of small business and multi-family residential development to the north. The Safeway site is not significantly large in size; therefore, it has a limited impact area on the transportation system. It is estimated that the most significant impacts would generally be located at the adjacent signalized intersections on North 19th Avenue as well as the site accesses. Development Description The proposed site would include a single building on a total site area of approximately 6.14 acres (267,525 ft 2). The proposed Safeway building would be approximately 59,870 square feet (ft 2) in size. Additionally, an attached retail space consisting of approximately 2,933 ft 2 is also included. It is proposed that the development would utilize all of the four existing accesses to the site. There currently exists a right-in, right-out access as well as a full access on both West Main Street and North 19th Avenue to the site. In relation to the arterial-arterial intersection of West Main Street 2 Traffic Impact Study – Safeway and 19th Avenue, the accesses are located the following distances away from the intersection as measured from the stop bar or crosswalk at the intersection of West Main Street and North 19th Avenue as appropriate: Existing Full Access Site Approach to West Main Street: ±450 feet Existing Right-in, Right-out Site Approach to West Main Street: ±300 feet Existing Right-in, Right-out Site Approach to North 19th Avenue: ±175 feet Existing Full Access Site Approach to North 19th Avenue: ±445 feet Types of Studies Undertaken Intersection turning movement counts were conducted at the study area intersections by Morrison- Maierle, Inc. during March 2010. Using the data that was collected, capacity and level of service analyses were performed for existing conditions as well as with the estimated traffic contributions from the proposed Safeway and previously approved CVS/pharmacy developments at the following intersections: West Main Street & Existing Full Access Site Approach West Main Street & Existing Right-in, Right-out Site Approach West Main Street & 19th Avenue North 19th Avenue & Existing Right-in, Right-out Site Approach North 19th Avenue & Existing Full Access Site Approach North 19th Avenue & West Beall Street Principal Findings Crash Experience The former Ressler Automotive building and site have been vacant approximately since the end of 2007. Based on this information, the crash period from 2005 through 2007 was selected to be reflective of an occupied site and any crash experience that may have been associated with traffic entering or exiting that site. During the period from January 1, 2005 through December 31, 2007 there were 53 reported crashes in the roadway segment from 19th Avenue to North 15th Avenue. Of those, 4 were found to be related to the existing driveway accesses for the Ressler Automotive site, which represents approximately 7.5% of the reported crashes within that segment for the analysis period. 3 Traffic Impact Study – Safeway All of the reported crashes associated with the site were right angle crashes, having a crash experience rate of approximately 1.33 crashes per year for the analysis period. Although, three of the four reported crashes occurred in 2005, one occurred in 2006, and none occurred in 2007. In 2007, right angle and left turn crashes accounted for 3,530 of the 9,906 urban crashes in the State of Montana, which is 35.6% of the total number of urban crashes during that year. Site Accesses The previously approved (prior to July 10, 2002), existing accesses to West Main Street (US 191) are in compliance with the access spacing standards of the City of Bozeman; however, none of the existing accesses would meet the current standards for developments approved after July 10, 2002; however, the right-in, right-out access to West Main Street is located approximately 300 feet from the intersection of West Main Street and North 19th Avenue, which is fairly close to the minimum of 315 feet. A modification of property access standards request for the proposed CVS/pharmacy redevelopment of the existing J.C. Billion Automotive site at the northwest corner of the intersection of West Main Street to allow the existing full access approach on North 19th Avenue was previously granted by the City of Bozeman in a letter dated November 17, 2008. Because this access is shared with the proposed Safeway site, it is assumed that full access movements will be maintained at this approach. Analyses of queue storage requirements were performed at the full access approaches onto West Main Street and North 19th Avenue based on estimated 2013 total traffic volumes in accordance with the Highway Capacity Manual (HCM 2000). Estimated minimum storage for the full access to West Main Street is estimated at 80 feet. Minimum queue storage is estimated at 180 feet at the full access to North 19th Avenue based on queue spillback at the intersection of West Main Street and 19th Avenue resulting from existing traffic signal operations. Existing Traffic Operations Presently, the intersection of West Main Street and 19th Avenue is operating at LOS E during the weekday PM peak hour and LOS D during the Saturday midday peak hour. The intersection of North 19th Avenue and West Beall Street is functioning at LOS B or better during each of these 4 Traffic Impact Study – Safeway periods. Traffic operations at the existing accesses to the site are influenced by queue spillback from the intersection of West Main Street and 19th Avenue where traffic is currently present. Reductions in average vehicle delays and queues can be made at the intersection of West Main Street and 19th Avenue through modifications to the traffic signal timing and phasing. However, to improve the level of service at the intersection to be within the City of Bozeman’s operational objective of LOS C or better additional measures must be taken to mitigate traffic operations. Coordination of the traffic signals along West Main Street and 19th Avenue is estimated to improve traffic operations to LOS C or better in the short-term; however, continued traffic growth along these routes in the future may cause the intersection LOS to degrade below acceptable levels. A double crossover intersection is conceptually estimated to mitigate traffic operations for present as well as future traffic conditions; however, its cost is prohibitive to be included with the proposed Safeway development. Estimated 2011 Total Traffic Conditions The addition of Safeway development traffic is not estimated to cause the intersection level of service to degrade at West Main Street and 19th Avenue from existing conditions. As is the case currently, queue spillback from that intersection may influence traffic operations during peak periods at the site accesses. Mitigation measures identified for existing conditions would also have similar results for estimated 2011 total traffic conditions. Estimated 2013 Background Traffic Conditions Similarly to the addition of Safeway development traffic, 2013 background traffic is not estimated to cause the intersection level of service to degrade at West Main Street and 19th Avenue from existing conditions. Again, queue spillback from that intersection may influence traffic operations during peak periods at the site accesses. Mitigation measures identified for existing conditions would also have similar results for estimated 2013 background traffic conditions. Estimated 2013 Total Traffic Conditions Lastly, 2013 total traffic is not estimated to cause the intersection level of service to degrade at West Main Street and 19th Avenue from existing conditions. Similarly to all of the previous analysis cases, queue spillback from that intersection may influence traffic operations during peak periods at the 5 Traffic Impact Study – Safeway site accesses. Mitigation measures identified for existing conditions would also have similar results for estimated 2013 total traffic conditions. Estimated 2013 Total Traffic Conditions with Restricted Access to West Main Street Due to existing accesses not being compliant with current City of Bozeman standards, it was also necessary to evaluate the site for the case in which the existing full access on West Main Street is restricted to right-in, right-out only movements, bringing the site into compliance with current standards. Restriction of access on West Main Street at the existing full access to the proposed Safeway site results in increased delays at the full access on North 19th Avenue to the site. Additionally, it is estimated that this would also result in an increase in southbound left turns at the signalized intersection of West Main Street and 19th Avenue. Conclusions and Recommendations Analysis of trip generation estimates, site circulation, and traffic operations reveal that the proposed Safeway development will have minimal impact on the area transportation system. For the proposed site, the following are recommended: West Main Street Full Access Approach o A deviation request should be granted to allow continued full use of the existing access to West Main Street. This recommendation is based on the following: Queue blockage from the westbound through movements at the intersection of West Main Street and 19th Avenue is estimated to be limited to weekday PM peak periods and possibly short intervals around noon on weekdays when Montana State University is in regular session. Evaluation of reported crashes at the access location did not find a significant number of reported crashes involving traffic between vehicles exiting or entering the site access and westbound vehicles on West Main Street as a result of the previous business located at the proposed Safeway site. Restricting access at the approach is estimated to have adverse effects on the operations of southbound left turns at the intersection of West Main Street and 19th Avenue. It is estimated that queue storage for eastbound left turns at the approach can be accommodated with the existing left turn lane and its geometry. o A minimum queue storage length of 80 feet should be provided from the back of sidewalk at the approach into the site. 6 Traffic Impact Study – Safeway North 19th Avenue Full Access Approach o The existing deviation request granted to the CVS/pharmacy master site plan for continued full use of the existing access to North 19th Avenue remain in place. o A minimum queue storage length of 180 feet should be provided from the back of sidewalk at the approach into the site. This may not be possible due to the proximity of existing parking lots along the north side of the access that serve adjacent properties to the north. Intersection of West Main Street and 19th Avenue o Consideration should be given to initially reducing existing cycle lengths at this intersection and to development of time of day as well as day of week cycle plans to improve overall operations of the intersection. Although reduced cycle lengths are not estimated to improve the overall intersection operations to LOS C or better, they are estimated to reduce average vehicle delays and queues on the intersection approaches, which will be a perceived improvement to area drivers. o Consideration should be given to following signal timing and phasing modifications with coordination of the signals on West Main Street and 19th Avenue to provide improved traffic flow along these corridors, which is estimated to further improve operations at the intersection of West Main Street and 19th Avenue through efficient use of available traffic signal green time. o Removal of the signal at the intersection of South 19th Avenue and West Babcock Street and replacement with a three-quarter access (excluding southbound left turns) may provide additional phasing options at the intersection of West Main Street and 19th Avenue. o Long-term, modifications will need to be made it this intersection to improve overall traffic operations and to provide additional capacity to accommodate additional traffic growth in the area or additional traffic routes will need to be developed. A double crossover intersection is conceptually estimated to improve traffic operations; however, its cost of implementation would most likely be comparable to the construction of the proposed Safeway site. If required of Safeway, it would render the site development infeasible from a cost standpoint. o If it is not possible to make the proposed signal modifications, a deviation should be granted to the proposed Safeway site from the City of Bozeman’s level of service standards for signalized intersections to permit LOS D as the operating condition for peak hour periods based on existing as well as future estimated traffic conditions. If the above improvements are implemented as recommended, any impacts resulting from the proposed development should operate safely and efficiently. All traffic control improvements should be installed in accordance with MDT, City of Bozeman, and the Manual on Uniform Traffic Control Devices standards. 7 Traffic Impact Study – Safeway Proposed Development Location The proposed development is located in Bozeman, Montana on Lots 1 and B-1, Block 1 of Kirk’s Second Subdivision Amended (Plats F-37-C F-37-D) in the southwest quarter of the northwest quarter of Section 12, Township 2 South, Range 5 East, Principal Meridian of Montana. Generally, the property is bordered by North 19th Avenue to the west, West Main Street to the south, the Hastings Shopping Center to the east, and a mix of small business and multi-family residential development to the north. The site location is depicted in Figure 1 on the following page. Land Use and Intensity The proposed site would include a single building on a total site area of approximately 6.14 acres (267,525 ft 2). The proposed Safeway building would be approximately 59,870 square feet (ft 2) in size. Additionally, an attached retail space consisting of approximately 2,933 ft 2 is also included. The proposed site layout is shown in Figure 2 on page 9. Site Access The development proposes to utilize all of the four existing accesses to the site. There currently exists a right-in, right-out access and a full access on both West Main Street and North 19th Avenue to the site. In relation to the arterial-arterial intersection of West Main Street and 19th Avenue, the accesses are located the following distances away from the intersection: Existing Full Access Site Approach to West Main Street: ±450 feet Existing Right-in, Right-out Site Approach to West Main Street: ±300 feet Existing Right-in, Right-out Site Approach to North 19th Avenue: ±175 feet Existing Full Access Site Approach to North 19th Avenue: ±445 feet The accesses, existing prior to July 10, 2002, to West Main Street (US 191) are in compliance with the access spacing standards of the City of Bozeman; however, for developments approved after July 10, 2002, access to an arterial must be a minimum of 315 feet for partial (right-in, right-out) access and 660 feet for full access from the nearest intersection or other public and/or private accesses. These accesses must also have a minimum separation of 315 feet. None of the existing accesses meet the current standards. 8 Traffic Impact Study – Safeway Figure 1 Site Location 9 Traffic Impact Study – Safeway Fi g u r e 2 S i t e L a y o u t 10 Traffic Impact Study – Safeway Zoning The proposed development property is currently zoned B-2 under the City of Bozeman’s zoning designation. The Unified Development Ordinance (City of Bozeman, August 15, 2007) states: “The intent of the B-2 community business district is to provide for a broad range of mutually supportive retail and service functions located in clustered areas bordered on one or more sides by limited access arterial streets.” The portions of the property adjacent to North 19th Avenue and West Main Street are also within the City’s Class II Entryway Corridor Overlay District. For this district the Unified Development Ordinance (UDO) provides assurance that the quality of development along these corridors will enhance the impression and enjoyment of the community both by guiding development and stimulating and assisting improvements in signage, landscaping, access, and other contributing elements of entry corridor appearance and function. Parking Off-street parking requirements are defined in the UDO based on the type of land use for a commercial development with supplemental requirements provided in the Design Objectives Plan (Winter & Company – February 14, 2005) for specially designated commercial corridors within the City of Bozeman of which, 19th Avenue and West Main Street are included. For major site developments, the Design Objectives Plan limits parking supply to the minimum parking requirements found in the UDO, unless structured parking is provided. As shown in Table 1 below, the currently proposed site layout plan includes an excess of parking, which may require a deviation from City of Bozeman standards. Table 1 Off-Street Parking Requirements Land Use Type Gross Floor Area (ft 2) Net Floor Area - 85% of Gross - (ft 2) Parking Spaces Required By Ordinance Total Parking Spaces Required 1 Total Parking Spaces Provided Safeway 59,870 50,890 1 space per 300 ft 2 of floor area 153 – 170 203 Retail 2,933 2,493 1 space per 300 ft 2 of floor area 8 – 9 11 Total Site 62,803 53,383 161 – 179 214 1The range of parking spaces provided in Table 1 above shows the minimum (including the allowable 10% maximum reduction in parking for site located within a commercial node, BMC Section 18.46.040.B.3.b). 11 Traffic Impact Study – Safeway Development Horizon It is estimated that the proposed opening of the Safeway store would occur by 2011. Because this is a small development (having less than 500 estimated peak hour trips), it is not anticipated that this development would have significant impacts beyond its opening year assuming full build-out and occupancy. Therefore, this study will assess any impacts this development may have on the area transportation system in the year 2011. Additionally, CVS/pharmacy has obtained full master site plan approval for a proposed re- development of the northwest corner of the intersection of West Main Street and 19th Avenue. This development is estimated to have full build-out and occupancy by 2013. Therefore, the proposed Safeway site will also be evaluated to analyze any potential impacts resulting from the combined developments in the year 2013. Existing Area Conditions Study Area The transportation impacts from a development are largely dependent on its location and size as well as the characteristics of the surrounding transportation system. The Safeway site is not significantly large in size; therefore, it has a limited impact area on the transportation system. It is estimated that the most significant impacts would generally be located at the adjacent signalized intersections on North 19th Avenue as well as the site accesses. Study Area Land Use The intersection of West Main Street (US 191) and North 19th Avenue is one of the commercial nodes within Bozeman. To the north of the proposed Safeway development are an existing small business complex and a multi-family residential complex, which lies to the south of West Beall Street. The Hastings Shopping Center is located to the immediate east of the site. An automotive dealership is located across West Main Street as well as North 19th Avenue; however, CVS/pharmacy has an approved final master site plan for a proposed redevelopment on the site across North 19th Avenue. 12 Traffic Impact Study – Safeway Site Accessibility Area Roadway System The development could have potential impacts to the roadways of West Main Street (US 191) and North 19th Avenue. Potentially impacted intersections include West Main Street and its intersections with North 19th Avenue and the existing accesses, North 19th Avenue and its intersections with existing accesses and West Beall Street. West Main Street (US 191) is a State of Montana primary route (P-50) and is under the jurisdiction of the Montana Department of Transportation (MDT). It is classified as a principal arterial roadway by the Greater Bozeman Area Transportation Plan – 2007 Update (Robert Peccia & Associates, October 2008). It serves as a major route within Bozeman, linking its central business district to Interstate 90 to the east and commercial centers to the west. This route is used by recreational and tourism related traffic for access to Yellowstone National Park. It also provides access to Bozeman High School and links the north-south arterial roadways throughout Bozeman. Adjacent to the site, West Main Street is currently a four-lane paved roadway separated by a raised median. The posted speed limit adjacent to the site is 35 miles per hour (mph). North 19th Avenue is also classified as a principal arterial by the Greater Bozeman Area Transportation Plan Year – 2007 Update (GBATP). Additionally, it is an urban system route (U-1201) under MDT’s functional classification. This route serves as a commuter route between Bozeman and communities to the west as well as a major commercial corridor from its junction with Interstate 90 to the north to West Main Street. It is also a primary link to the Montana State University campus. Adjacent to the site, North 19th Avenue is currently a four-lane paved roadway separated by a raised median. The posted speed limit adjacent to the site is 25 mph. West Beall Street is classified as a local street. It is a paved roadway, having two-way traffic with single travel lanes in each direction. By ordinance, the roadway has a speed limit of 25 mph. The intersection of West Main Street and North 19th Avenue is a signalized intersection. On the northbound approach, there is currently a left turn, two through, and a dedicated right turn lane. The southbound approach includes a left turn, two through, and a right turn lane. The eastbound approach includes two left turn, a through, and a shared through-right turn lane. Lastly, the westbound approach includes two left turn, two through, and a right turn lane. Due to the dual-left turns on the eastbound and westbound approaches, the signal operates with a variety of phases. 13 Traffic Impact Study – Safeway The intersection of North 19th Avenue and West Beall Street is also a signalized intersection. Its geometry includes a left turn, through, and shared through-right turn lane on both the northbound and southbound approaches. The eastbound and westbound approaches include single lanes in each direction to accommodate all vehicular movements. Presently, the traffic signal is under two phase operation, having one phase for north and southbound movements and another for east and westbound movements. The northerly existing access to the site from North 19th Avenue currently functions as a two-way stop controlled intersection. Its geometry is similar to that of the intersection of North 19th Avenue and West Beall Street. The east and westbound approaches provide access to private developments and each includes a single lane to accommodate all available vehicular movements. There is also an existing right-in, right-out access to the site from North 19th Avenue with stop control on the site access approach, which has a single lane to accommodate all available exiting vehicular movements from the site. North 19th Avenue has a through and shared through-right turn lane in the northbound direction at the access. On West Main Street, there is an existing right-in, right-out access approximately 300 feet from the intersection of West Main Street and 19th Avenue. Its geometry is similar to that of the right-in, right-out access on North 19th Avenue. There is also a full access approximately 450 feet from the Main and 19th intersection, which has similar geometry to the full access on North 19th Avenue. Traffic Volumes Intersection turning movement counts were conducted at the study area intersections by Morrison- Maierle, Inc. during March 2010. The peak hour volumes found at each of the study area intersections are shown in Figure 3 on the following page. The count data is also provided in Appendix A. No daily or monthly adjustments were made to the count data for any of the study area intersections. Transit Service In 2006, Streamline was initiated in Gallatin County. This bus system currently provides service to Belgrade, Bozeman, Four Corners, and MSU. Additionally, Streamline is currently free for all passengers, which creates an incentive for bus ridership. Streamline’s Redline Downtown route, which provides service from Robert’s Hall on the MSU campus, to the downtown area, west to the 14 Traffic Impact Study – Safeway Gallatin Valley Mall and Bozeman Ponds, east to Bozeman High School, and back to Robert’s Hall, currently travels immediately adjacent to the proposed site on West Main Street with directed stops at West Babcock Street and the Hastings Shopping Center. Additional routes may be added to Streamline as the system expands in the future. Figure 3 Current Daily Traffic Volumes 15 Traffic Impact Study – Safeway Pedestrians and Bicyclists Provisions for the safety and accommodation of bicyclists and pedestrians are an important consideration with any development. These alternative modes of travel are becoming increasingly popular as a means of saving money, helping the environment, and improving personal health. Consideration of alternative modes of travel for the proposed site development is provided with sidewalk connections from the adjacent streets onto and throughout the site. Crash Experience Reported crash data for West Main Street from 19th Avenue to North 15th Avenue for the period from January 1, 2005 through December 31, 2007 was obtained from MDT. This roadway segment includes the existing site accesses. The former Ressler Automotive building and site have been vacant approximately since the end of 2007. Based on this information, the crash period from 2005 through 2007 was selected to be reflective of an occupied site and any crash experience that may have been associated with traffic entering or exiting that site. During the period from January 1, 2005 through December 31, 2007 there were 53 reported crashes in the roadway segment from 19th Avenue to North 15th Avenue. Of those, 4 were found to be related to the existing driveway accesses for the Ressler Automotive site, which represents approximately 7.5% of the reported crashes within that segment for the analysis period. The types of collisions involved at the existing site accesses during the three year analysis period are shown in Table 2 below. Table 2 Crash Statistics – West Main Street (US 191, P-50) Ressler Automotive Site Crashes Crash Severity Crashes Weather Conditions Crashes Property Damage Only 3 75.00% Clear 2 50.00% Total Crashes w/ Injuries 1 25.00% Cloudy 2 50.00% Fatal 0 0.00% Road Conditions Crashes Light Conditions Crashes Dry 3 75.00% Daylight 3 75.00% Snow or Slush 1 25.00% Dark -Lighted 1 25.00% Intent Dir Travel Vehicles in Crashes Collision Type Crashes Go Straight South 1 12.50% Right Angle 4 100.00% West 3 37.50% Overtake West 1 12.50% Number of Vehicles Crashes Left Turn East 3 37.50% 2 4 100.00% 16 Traffic Impact Study – Safeway All of the reported crashes associated with the site were right angle crashes, having a crash experience rate of approximately 1.33 crashes per year for the analysis period. Although, three of the four reported crashes occurred in 2005, one occurred in 2006, and none occurred in 2007. In 2007, right angle and left turn crashes accounted for 3,530 of the 9,906 urban crashes in the State of Montana, which is 35.6% of the total number of urban crashes during that year. Projected Traffic Site Traffic Trip Generation One of the most important elements in assessing the traffic impacts associated with a new development is an accurate estimate of the traffic to be generated. There are a number of options available for estimating trip generation. This study utilized Trip Generation, 7 th Edition published by the Institute of Transportation Engineers (ITE). Average vehicle trip ends (Trip ends are defined as a single or one-directional travel movement with either the origin or the destination of the trip inside the study site.) were estimated using Land Use Codes (LUC) 814 – Specialty Retail Center and 850 – Supermarket. The independent variables used were 1,000 square feet of gross leasable (LUC 814) and floor area (LUC 850) in estimating the total site trip generation, which is provided in Table 3 below and included in Appendix B. Table 3 Estimated Site Traffic Generation Average Weekday PM Peak Hour Saturday Peak Hour Land Use Units Enter Exit Total Enter Exit Total Enter Exit Total Specialty Retail Center 2.9 65 65 130 4 4 8 5 5 10 Supermarket 59.9 3,061 3,060 6,121 319 307 626 328 316 644 Totals 3,126 3,125 6,251 323 311 634 333 321 654 Trip Distribution The estimated traffic generated by the development must be distributed and assigned in order to analyze the impacts on the roadway system and intersections within the study area. Various methods are available for estimating trip distribution, including the analogy, trip distribution model, area of 17 Traffic Impact Study – Safeway influence, origin-destination (O-D), and surrogate data methods. For a commercial development, the proximity of residential areas, accessibility, and market area for the site are all key factors in determining the distribution of site generated trips. This study utilizes a combination of the analogy method, which bases the trip distribution on existing travel patterns in the area, and the area of influence method that assumes trips will originate or terminate within a given area (market area in this case). The trip distribution for the proposed Safeway development during weekdays is shown in Figure 4 and on Saturdays in Figure 5 on the following page. Figure 4 Directional Distribution of Weekday Site Traffic 18 Traffic Impact Study – Safeway Modal Split Pass-by trips will comprise a portion of site generated trips associated with the proposed development. The Trip Generation Handbook, Second Edition (ITE, June 2004) provides land uses and time periods for which pass-by trip data is available. Transportation and Land Development, 2 nd Edition also provides some limited pass-by trip data. Although the specialty retail center land use is not specifically identified in either source, a shopping center is similar and has an approximate pass-by trip percentage of 34% during the weekday and PM peak hour. Data is available for a supermarket. Additionally, it is estimated that bicyclist and pedestrian trips will also be included in site generated trips. These trips are estimated at 4% of the overall site trips for all analysis periods. The estimated pass-by, bicyclist/pedestrian, and net new trips are summarized in Table 4 on the following page. Figure 5 Directional Distribution of Saturday Site Traffic 19 Traffic Impact Study – Safeway Table 4 Estimated Pass-By and New External Site Traffic Generation Average Weekday PM Peak Hour Saturday Peak Hour Trip Classification Intensity Enter Exit Total Enter Exit Total Enter Exit Total Total Site Trips 3,126 3,125 6,251 323 311 634 333 321 654 Bike/Ped Trips 4% 126 124 250 13 12 25 13 13 26 Pass-By Trips Varies 710 710 1,420 110 107 217 83 79 162 New External Trips 2,290 2,291 4,581 200 192 392 237 229 466 Trip Assignment The assignment of development related traffic provides the information necessary to determine the level of site related impacts to the area roadway system and intersections. It involves determining the volume of traffic and its movements along the roadway system and at area intersections. At a minimum, trip assignment must also consider route choice, how the existing transportation system functions, and travel times to and from the site. The resulting Safeway site traffic assignment for both net new external and pass-by trips is shown in Figure 6 on the following page. Estimated 2011 Total Traffic Site-generated traffic was combined with existing traffic to establish the total traffic volumes that will be used in the impact analyses upon full build-out and occupancy of the Safeway site. It is not anticipated that there will be any significant traffic growth between the time of this study and completion of the proposed Safeway site. Again, the estimated 2011 total traffic volumes used in the analyses are shown in Figure 7 on page 21. Estimated 2013 Traffic As stated previously, CVS/pharmacy has an approved master site plan to redevelop the J.C. Billion dealership site across North 19th Avenue from the proposed Safeway site. Currently, it is proposed that this redevelopment may be completed by the year 2013. Estimated traffic volumes for the proposed CVS/pharmacy site were found in Traffic Impact Study for CVS/pharmacy prepared by Morrison-Maierle, Inc. in August 2008. Additionally, estimated traffic volumes for the Saturday peak hour period were developed for inclusion with this study. These volumes are provided in Figure 8 page 22. 20 Traffic Impact Study – Safeway Figure 6 Site Traffic 21 Traffic Impact Study – Safeway Figure 7 Estimated 2011 Total Traffic 22 Traffic Impact Study – Safeway Figure 8 Estimated CVS/pharmacy Site Traffic 23 Traffic Impact Study – Safeway Additionally, daily traffic volume projections for the area transportation system in 2013 were estimated using an assumed annual growth rate (AGR) of 1.50%. The assumed AGR is lower than past estimates, but accounts for recent changes in economic conditions and driver behavior due to increased gasoline prices. The estimated 2013 traffic growth was combined with CVS/pharmacy site traffic to evaluate 2013 background traffic conditions, not including the proposed Safeway site. These volumes are provided in Figure 9 below. Estimated traffic from the proposed Safeway development was not included to gauge traffic operations for already approved developments with anticipated traffic growth. Figure 9 Estimated 2013 Background Traffic 24 Traffic Impact Study – Safeway Figure 10 shown below provides estimated 2013 background traffic (traffic growth plus CVS/pharmacy site traffic) combined with the estimated Safeway site traffic. These traffic volumes are used to analyze any potential impacts resulting from the addition of estimated Safeway site traffic with that from estimated background traffic growth combined with previously approved developments. Figure 10 Estimated 2013 Total Traffic 25 Traffic Impact Study – Safeway Due to existing accesses not being compliant with current City of Bozeman standards, it was also necessary to evaluate the site for the case in which the existing full access on West Main Street is restricted to right-in, right-out only movements, bringing the site into compliance with current standards. The re-distribution of site related traffic with estimated 2013 traffic volumes is shown in Figure 11 below. Figure 11 Estimated 2013 Total Traffic with Restricted Access to West Main Street 26 Traffic Impact Study – Safeway It was assumed that the southbound left turns at the existing full access approach on West Main Street would be re-distributed to the full access approach on North 19th Avenue. The restriction of southbound left turns at the intersection of South 19th Avenue and West Babcock Street limit the probability that these vehicles would make a southbound right turn at the existing full access approach on West Main Street and then proceed to make a left turn at 19th Avenue. Transportation Analysis Capacity and Level of Service Existing Conditions Two-way stop control capacity and level of service analyses were performed for existing conditions on West Main Street (US 191) and North 19th Avenue at their intersections with the existing site accesses using Highway Capacity Software Plus, Version 5.3 (HCS+) developed and maintained by the McTrans Center at the University of Florida. The stop controlled intersection analyses are based on Chapter 17 of HCM 2000. Signalized intersection capacity and level of service analyses were performed for West Main Street and 19th Avenue using signal timing provided by MDT in conjunction with observed timing and phasing for the intersection also using HCS+ for existing conditions. At the intersection of North 19th Avenue and West Beall Street, signalized analyses were performed using signal timing provided by MDT using Signal2000/TEAPAC, Version 2.81 – 27MAY08 Build 11 (Signal2000) developed and maintained by Strong Concepts. Signalized analyses are based on the procedures found in Chapter 16 of HCM 2000. The existing conditions analyses are summarized in Table 5 on the following page and are provided in Appendix C. Estimated 2011 Total Traffic The 2011 total traffic analyses include existing traffic combined with site generated traffic for the total estimated traffic volumes in the year 2011. The results are summarized in Table 6 on page 28. The 2011 total traffic analysis summaries are provided in Appendix D. Estimated 2013 Background Traffic Estimated 2013 background traffic estimates include estimated traffic growth combined with CVS/pharmacy traffic. The capacity and level of service analyses are summarized on page 29. 27 Traffic Impact Study – Safeway Table 5 Existing Intersection Operations Summary Weekday, P M Peak Hour Saturday, Midday Peak Hour Intersection Approach LOS Delay (s/veh) Volume to Capacity Ratio, v/c LOS Delay (s/veh) Volume to Capacity Ratio, v/c West Main Street (US 191) & Existing Site Full Access EB L No Observed Vehicles No Observed Vehicles EB TR A - - A - - WB L A 9.9 0.01 A 8.9 0.01 WB TR - D - 49.7 - D - 44.5 NB LTR SB LTR No Observed Vehicles No Observed Vehicles West Main Street & Existing Site Right-in, Right-out Access EB T A - - A - - WB TR - D - 49.7 - D - 44.5 SB R No Observed Vehicles No Observed Vehicles West Main Street (US 191) & 19th Avenue Intersection E 56.6 D 40.6 EB L E 73.0 0.84 D 53.1 0.65 EB TR D 37.4 0.53 D 41.2 0.54 WB L F 82.5 0.73 D 50.4 0.28 WB T D 49.7 0.66 D 44.5 0.58 WB R C 23.6 0.21 C 23.2 0.29 NB L E 61.3 0.45 D 50.1 0.27 NB T F 88.0 0.95 D 42.3 0.44 NB R D 47.7 0.28 C 20.9 0.10 SB L E 55.9 0.48 D 48.0 0.49 SB T E 56.9 0.63 D 37.4 0.38 SB R D 46.2 0.62 C 24.5 0.44 North 19th Avenue & Existing Site Right-in, Right-out Access WB R No Observed Vehicles No Observed Vehicles NB TR A - - A - - SB T - E - 56.9 - D - 37.4 North 19th Avenue & Existing Site + Billion Full Access EB B 11.9 0.01 WB A 9.6 0.01 NB L A 9.4 0.01 NB TR A - - A - - SB L B 10.7 0.01 A 9.5 0.01 SB TR - E - 56.9 A - - North 19th Avenue & West Beall Street Intersection B 12.3 0.52 A 9.9 0.51 EB C 24.4 0.34 C 26.0 0.34 WB C 23.8 0.28 C 24.9 0.23 NB L A 8.0 0.13 A 5.9 0.09 NB TR B 11.2 0.58 A 7.9 0.48 SB L A 9.0 0.12 A 6.2 0.08 SB TR B 11.1 0.52 A 9.4 0.57 LOS, delay, and v/c ratio are dependent on WB app roach at the intersection of West Main Street and 19th Avenue due to the through movement queue extending beyond the access/intersection being evaluated. LOS, delay, and v/c ratio are dependent on SB app roach at the intersection of West Main Street and 19th Avenue due to the through movement queue extending beyond the access/intersection being evaluated. 28 Traffic Impact Study – Safeway Table 6 Estimated 2011 Total Traffic Intersection Operations Summary Weekday, P M Peak Hour Saturday, Midday Peak Hour Intersection Approach LOS Delay (s/veh) Volume to Capacity Ratio, v/c LOS Delay (s/veh) Volume to Capacity Ratio, v/c West Main Street (US 191) & Existing Site Full Access EB L EB TR A - - A - - WB L A 9.8 0.01 A 9.0 0.01 WB TR - D - 51.4 - D - 46.1 NB LTR SB LTR West Main Street & Existing Site Right-in, Right-out Access EB T A - - A - - WB TR - D - 51.4 - D - 46.1 SB R West Main Street (US 191) & 19th Avenue Intersection E 60.6 D 41.8 EB L F 82.4 0.91 E 55.9 0.73 EB TR D 37.7 0.54 D 41.5 0.56 WB L F 100.3 0.87 D 50.9 0.33 WB T D 51.4 0.71 D 46.1 0.65 WB R C 24.1 0.23 C 23.8 0.32 NB L E 61.3 0.45 D 50.1 0.27 NB T F 98.6 0.99 D 42.7 0.47 NB R D 48.1 0.30 C 21.1 0.11 SB L E 58.0 0.57 D 51.1 0.61 SB T E 56.9 0.63 D 37.5 0.39 SB R D 46.6 0.63 C 24.6 0.45 North 19th Avenue & Existing Site Right-in, Right-out Access WB R A 10.0 0.04 A 9.8 0.04 NB TR A - - A - - SB T - E - 56.9 - D - 37.5 North 19th Avenue & Existing Site + Billion Full Access EB B 14.0 0.01 WB C 18.5 0.30 NB L A 9.4 0.01 NB TR A - - A - - SB L B 12.0 0.13 B 10.5 0.12 SB TR - E - 56.9 A - - North 19th Avenue & West Beall Street Intersection B 12.6 0.54 B 10.2 0.54 EB C 24.5 0.35 C 26.1 0.35 WB C 23.8 0.28 C 25.0 0.24 NB L A 8.2 0.15 A 6.1 0.11 NB TR B 11.4 0.61 A 8.2 0.52 SB L A 9.3 0.13 A 6.4 0.09 SB TR B 11.5 0.55 A 9.9 0.61 LOS, delay, and v/c ratio are dependent on WB app roach at the intersection of West Main Street and 19th Avenue due to the through movement queue extending beyond the access/intersection being evaluated. LOS, delay, and v/c ratio are dependent on SB app roach at the intersection of West Main Street and 19th Avenue due to the through movement queue extending beyond the access/intersection being evaluated. 29 Traffic Impact Study – Safeway Table 7 Estimated 2013 Background Traffic Intersection Operations Summary Weekday, P M Peak Hour Saturday, Midday Peak Hour Intersection Approach LOS Delay (s/veh) Volume to Capacity Ratio, v/c LOS Delay (s/veh) Volume to Capacity Ratio, v/c West Main Street (US 191) & Existing Site Full Access EB L No Estimated Vehicles No Estimated Vehicles EB TR A - - A - - WB L B 10.2 0.01 A 9.2 0.01 WB TR • - D • - 50.6 • • - D • - 45.3 • NB LTR • • • • • • SB LTR No Estimated Vehicles No Estimated Vehicles West Main Street & Existing Site Right-in, Right-out Access EB T A - - A - - WB TR • - D • - 50.6 • • - D • - 45.3 • SB R No Estimated Vehicles No Estimated Vehicles West Main Street (US 191) & 19th Avenue Intersection E 60.1 D 41.4 EB L F 81.6 0.91 E 55.1 0.71 EB TR D 38.0 0.55 D 41.8 0.57 WB L F 85.0 0.76 D 50.6 0.29 WB T D 50.6 0.69 D 45.3 0.62 WB R C 24.1 0.24 C 23.7 0.32 NB L E 61.7 0.48 D 50.3 0.29 NB T F 101.1 1.00 D 42.7 0.47 NB R D 48.0 0.29 C 21.0 0.10 SB L E 57.2 0.54 D 49.4 0.55 SB T E 58.3 0.68 D 37.8 0.41 SB R D 48.2 0.66 C 25.2 0.48 North 19th Avenue & Existing Site Right-in, Right-out Access WB R No Estimated Vehicles No Estimated Vehicles NB TR A - - A - - SB T - E - 58.3 - D - 37.8 North 19th Avenue & Existing Site + Billion Full Access EB C 15.5 0.21 WB A 9.6 0.01 NB L B 10.0 0.08 NB TR A - - A - - SB L B 11.0 0.01 A 9.7 0.01 SB TR - E - 58.3 A - - North 19th Avenue & West Beall Street Intersection B 12.7 0.55 B 10.2 0.54 EB C 24.8 0.37 C 26.3 0.37 WB C 23.8 0.28 C 25.0 0.23 NB L A 8.5 0.18 A 6.1 0.11 NB TR B 11.6 0.62 A 8.1 0.51 SB L A 9.4 0.14 A 6.4 0.09 SB TR B 11.5 0.55 A 9.9 0.61 LOS, delay, and v/c ratio are dependent on WB app roach at the intersection of West Main Street and 19th Avenue due to the through movement queue extending beyond the access/intersection being evaluated. LOS, delay, and v/c ratio are dependent on SB app roach at the intersection of West Main Street and 19th Avenue due to the through movement queue extending beyond the access/intersection being evaluated. 30 Traffic Impact Study – Safeway Estimated 2013 Total Traffic Estimated 2013 total traffic includes background traffic (including CVS/pharmacy site traffic) combined with Safeway site traffic. The capacity and level of service analyses for estimated 2013 total traffic are summarized in Table 9 on page 31. The analyses are also included in Appendix E along with those for estimated 2013 background traffic. 2013 Total Traffic with Restricted Access to Main Street The 2013 total traffic analyses with restricted access to Main Street are summarized in Table 10 on page 32. The analyses are provided in Appendix E. Queuing Analyses Analyses of queue storage requirements were performed at the full access approaches onto West Main Street and North 19th Avenue based on estimated 2013 total traffic volumes in accordance with the HCM 2000. Queues resulting from the operations of the traffic signal at the intersection of West Main Street and 19th Avenue have an impact on the available capacity at the upstream full access site approaches. With this in mind, estimated average delays and capacities were included for various movements at the approaches. The queuing analyses are provided in Appendix H and summarized in the table below. Table 8 Estimated Queue Storage at Site Full Access Approaches Movement or Approach Minimum Calculated Queue Storage Length, (ft) Minimum Design Queue Storage Length, (ft) Ideal Design Queue Storage Length, (ft) West Main Street – Eastbound Left Turns 78.82 80.00 100.00 West Main Street – Westbound Left Turns 0.78 20.00 25.00 Beaver Pond Plaza – West Main Street Northbound Full Access 21.44 20.00 25.00 Safeway – West Main Street Southbound Full Access 78.26 80.00 100.00 North 19th Avenue – Northbound Left Turns 48.63 40.00 50.00 North 19th Avenue – Southbound Left Turns 9.63 20.00 25.00 Future CVS Site – North 19th Avenue Eastbound Full Access 90.59 100.00 125.00 Safeway – North 19th Avenue Westbound Full Access 186.57 180.00 225.00 31 Traffic Impact Study – Safeway Table 9 Estimated 2013 Total Traffic Intersection Operations Summary Weekday, P M Peak Hour Saturday, Midday Peak Hour Intersection Approach LOS Delay (s/veh) Volume to Capacity Ratio, v/c LOS Delay (s/veh) Volume to Capacity Ratio, v/c West Main Street (US 191) & Existing Site Full Access EB L • • • • • • EB TR A - - A - - WB L B 10.2 0.01 A 9.2 0.01 WB TR • - D • - 52.6 • • - D • - 47.1 • NB LTR • • • • • • SB LTR • • • • • • West Main Street & Existing Site Right-in, Right-out Access EB T A - - A - - WB TR • - D • - 52.6 • • - D • - 47.1 • SB R • • • • • • West Main Street (US 191) & 19th Avenue Intersection E 65.3 D 42.8 EB L F 97.6 0.98 E 58.9 0.79 EB TR D 38.3 0.56 D 42.1 0.59 WB L F 105.2 0.90 D 51.0 0.34 WB T D 52.6 0.74 D 47.1 0.69 WB R C 24.6 0.26 C 24.3 0.35 NB L E 61.7 0.48 D 50.3 0.29 NB T F 112.9 1.05 D 43.1 0.50 NB R D 48.4 0.31 C 21.2 0.11 SB L E 60.3 0.63 D 53.6 0.67 SB T E 58.4 0.68 D 37.8 0.42 SB R D 48.6 0.67 C 25.4 0.49 North 19th Avenue & Existing Site Right-in, Right-out Access WB R A 10.0 0.04 A 9.8 0.04 NB TR A - - A - - SB T - E - 58.4 - D - 37.8 North 19th Avenue & Existing Site + Billion Full Access EB C 20.7 0.29 WB C 23.9 0.38 NB L B 10.1 0.08 NB TR A - - A - - SB L B 12.5 0.14 B 10.8 0.12 SB TR - E - 58.4 A - - North 19th Avenue & West Beall Street Intersection B 13.0 0.58 B 10.6 0.57 EB C 24.8 0.38 C 26.4 0.38 WB C 23.9 0.29 C 25.1 0.25 NB L A 8.8 0.20 A 6.4 0.13 NB TR B 11.9 0.64 A 8.4 0.55 SB L A 9.9 0.15 A 6.6 0.10 SB TR B 11.9 0.58 B 10.4 0.64 LOS, delay, and v/c ratio are dependent on WB app roach at the intersection of West Main Street and 19th Avenue due to the through movement queue extending beyond the access/intersection being evaluated. LOS, delay, and v/c ratio are dependent on SB app roach at the intersection of West Main Street and 19th Avenue due to the through movement queue extending beyond the access/intersection being evaluated. 32 Traffic Impact Study – Safeway Table 10 Estimated 2013 Total Traffic with Restricted Access to Main Street Intersection Operations Summary Weekday, P M Peak Hour Saturday, Midday Peak H our Intersection Approach LOS Delay (s/veh) Volume to Capacity Ratio, v/c LOS Delay (s/veh) Volume to Capacity Ratio, v/c West Main Street (US 191) & Existing Site Full Access EB TR A - - A - - WB TR • - D • - 52.5 • • - D • - 47.0 • NB R A 9.4 0.01 A 9.2 0.01 SB R • • • • • • West Main Street & Existing Site Right-in, Right-out Access EB T A - - A - - WB TR • - D • - 52.5 • • - D • - 47.0 • SB R • • • • • • West Main Street (US 191) & 19th Avenue Intersection E 68.2 D 43.4 EB L F 104.6 1.01 E 60.5 0.81 EB TR D 38.0 0.55 D 41.8 0.57 WB L F 113.8 0.93 D 51.2 0.37 WB T D 52.5 0.74 D 47.0 0.68 WB R C 24.4 0.25 C 24.1 0.34 NB L E 61.8 0.49 D 50.4 0.30 NB T F 121.1 1.07 D 43.4 0.52 NB R D 48.0 0.29 C 21.0 0.10 SB L E 62.6 0.68 E 56.4 0.72 SB T E 58.8 0.69 D 37.9 0.42 SB R D 49.3 0.69 C 25.6 0.49 North 19th Avenue & Existing Site Right-in, Right-out Access WB R A 10.0 0.04 A 9.8 0.04 NB TR A - - A - - SB T - E - 58.8 - D - 37.9 North 19th Avenue & Existing Site + Billion Full Access EB WB NB L NB TR A - - A - - SB L B 12.7 0.17 B 11.0 0.16 SB TR - E - 58.8 - D - 37.9 North 19th Avenue & West Beall Street Intersection B 12.9 0.57 B 10.6 0.57 EB C 24.8 0.38 C 26.4 0.38 WB C 23.9 0.29 C 25.1 0.25 NB L A 8.7 0.20 A 6.3 0.13 NB TR B 11.7 0.63 A 8.4 0.54 SB L A 9.7 0.15 A 6.5 0.10 SB TR B 11.9 0.58 B 10.4 0.64 LOS, delay, and v/c ratio are dependent on WB app roach at the intersection of West Main Street and 19th Avenue due to the through movement queue extending beyond the access/intersection being evaluated. LOS, delay, and v/c ratio are dependent on SB app roach at the intersection of West Main Street and 19th Avenue due to the through movement queue extending beyond the access/intersection being evaluated. 33 Traffic Impact Study – Safeway Sight Distance Sight distance would be acceptable at each of the proposed accesses under existing and proposed conditions. The terrain in the area does not present any sight obstructions due to changes in grade, and there are no sight obstructions resulting from vegetation or other fixed objects. Photos from the existing accesses are provided in Appendix G. Improvement Analysis Improvements to Accommodate Existing Traffic Section 18.44.060.D of the UDO requires that “intersection level of service ‘C’ shall be the design and operational objective.” Furthermore, per the UDO signalized intersections shall have a minimum acceptable LOS C for the intersection as a whole. At two-way stop-controlled intersections, movements on intersection approach legs designated arterial or collector streets shall have a minimum acceptable LOS C or higher for the stop-controlled minor approach legs. Because the site accesses are neither arterial nor collector streets, they fall outside these standards. However, the intersection of West Main Street and 19th Avenue consists of two arterial streets. Presently, the intersection as a whole is operating at LOS E during the weekday, PM peak hour and LOS D during the Saturday, midday peak hour. Recently, queues on the northbound approach have been observed to extend as far south as West Dickerson Street during the weekday, PM peak hour, which is over 2,000 feet away from the intersection of West Main Street and 19th Avenue. These queues at times block South 19th Avenue and its intersections with West Olive Street as well as West Koch Street, a very undesirable situation for overall traffic flow. There may be some benefits to be gained for traffic operations at the intersection of West Main Street and 19th Avenue through modifications to the existing signal timing. Ideally, all of the traffic signals along 19th Avenue would be coordinated to provide for orderly traffic flow through the corridor. Due to funding constraints, this has not occurred to date. Currently, the traffic signal at the intersection of West Main Street and 19th Avenue operates under a signal cycle length of approximately 160 seconds during the PM peak hour. During the Saturday, midday peak hour this cycle length is approximately 136 seconds. The controller for this signal also controls the signal at the intersection of South 19th Avenue and West Babcock Street. In order to 34 Traffic Impact Study – Safeway evaluate signal retiming as an improvement alternative, it was necessary to determine the minimum green, yellow, and all-red time for the intersection to determine a minimum signal cycle length. The minimum green time was analyzed as the amount of time required for a pedestrian to complete a crossing movement of either West Main Street or 19th Avenue utilizing an estimated walking speed of 3.5 feet per second (fps). The analyses found a minimum crossing time of 30.00 seconds for the West Main Street approaches and 28.50 seconds for the 19th Avenue approaches based on existing intersection geometry. Utilizing the calculated minimum times with the addition of permissive left turns in the northbound and southbound directions (would require a flashing yellow arrow indication or installation of new four-indication signal heads depending on MDT’s preference), an optimized signal cycle length of 115 seconds was determined for the weekday, PM peak hour using Signal2000. The resulting phasing and green, yellow, and all-red times were as follows: Figure 12 Modified Weekday PM Peak Hour Signal Timing & Phasing for West Main Street and 19th Avenue Existing Conditions 35 Traffic Impact Study – Safeway With these modifications, it was possible to improve the estimated level of service for the intersection from LOS E to D, with an average intersection vehicle delay of 36.6 seconds. Additionally, the queues on each approach were reduced by an average of thirty-six percent (36%). The timings shown in Figure 12 are for when pedestrians are present. The existing signal controller at the intersection only displays a steady “WALK” (person walking symbol) and flashing “DON’T WALK” (raised hand symbol) when a pedestrian button is pushed at one of the four corners of the intersection. When there are no pedestrians, it would be possible to further modify the signal timing at the intersection. Using an optimized cycle length of 80 seconds (no pedestrian activity), the overall intersection level of service could be improved from LOS D to C versus when pedestrians are present. Average delay per vehicle at the intersection is estimated at 29.6 seconds under this analysis scenario. Queues would be reduced an average of an additional twenty- five percent (25%). The resulting levels of service for each lane group are provided in Table 11 on the following page. Although the timing and phase modifications do reduce the level of service for the intersection, they do not consistently reduce them to the City of Bozeman’s design and operational objective of LOS “C” for the full duration of the PM peak period. Improvements to Accommodate 2011 Total Traffic With the addition of site traffic from the proposed Safeway, it is estimated that the intersection of West Main Street and 19th Avenue would not experience a decline in level of service; however, there may be some increase in average vehicle delay at the intersection. The benefits gained from modifying the existing signal timing and phasing at the intersection of West Main Street and 19th Avenue for existing conditions may also be achieved with the addition of Safeway site traffic. With these modifications, it was possible to improve the estimated 2011 level of service for the intersection from LOS E to D, with an average intersection vehicle delay of 44.7 seconds during the weekday PM peak hour. Likewise, when there are no pedestrians present average vehicle delay is estimated at 36.4 seconds. The results of the analyses with the modified signal timing and phasing are shown in Table 12 on page 37. 36 Traffic Impact Study – Safeway Table 11 Estimated Intersection Operations Summary for Existing Conditions with Modified Signal Timing and Phasing Weekday, P M Peak Hour Saturday, Midday Peak Hour Intersection Approach LOS Delay (s/veh) Volume to Capacity Ratio, v/c LOS Delay (s/veh) Volume to Capacity Ratio, v/c West Main Street (US 191) & 19th Avenue with Pedestrians Present Intersection D 36.6 0.59 C 30.0 0.44 EB L D 49.7 0.77 D 37.1 0.51 EB TR D 35.9 0.67 C 34.8 0.56 WB L D 49.9 0.49 C 33.8 0.19 WB T D 49.5 0.86 C 34.5 0.55 WB R D 39.9 0.44 D 37.0 0.49 NB L C 29.9 0.46 C 26.6 0.26 NB T C 28.6 0.44 C 27.0 0.33 NB R B 16.6 0.15 A 7.9 0.07 SB L D 49.2 0.78 C 33.6 0.61 SB T C 27.8 0.38 C 27.1 0.34 SB R B 15.7 0.41 B 10.5 0.35 West Main Street (US 191) & 19th Avenue without Pedestrians Present Intersection C 29.6 0.63 C 21.1 0.48 EB L D 44.6 0.86 C 27.6 0.62 EB TR C 26.1 0.69 C 24.0 0.61 WB L D 42.5 0.67 C 24.0 0.23 WB T D 42.5 0.90 C 23.8 0.59 WB R C 30.1 0.47 C 27.1 0.53 NB L C 22.4 0.47 B 18.1 0.26 NB T C 21.3 0.47 B 18.4 0.35 NB R B 12.8 0.15 A 6.0 0.07 SB L D 42.2 0.79 C 23.2 0.60 SB T C 20.7 0.41 B 18.5 0.36 SB R B 12.4 0.42 A 8.3 0.37 As shown in Table 12, the modification of signal timing and phasing alone would not be enough to improve the overall intersection level of service to “C” or better as required by the City of Bozeman’s design and operational objective for signalized intersections. Widening of West Main Street to provide three (3) through lanes in both the eastbound and westbound directions was also considered as an alternative for improving overall intersection operations. This would increase the available capacity for through movements on both the eastbound and westbound approaches. However, even with these improvements the intersection of West Main Street and 19th Avenue is estimated to operate at LOS D during the weekday PM peak hour. The results of the widening analyses are summarized in Table 13 on the following page. 37 Traffic Impact Study – Safeway Table 12 Estimated Intersection Operations Summary for 2011 Total Traffic with Modified Signal Timing and Phasing Weekday, P M Peak Hour Saturday, Midday Peak Hour Intersection Approach LOS Delay (s/veh) Volume to Capacity Ratio, v/c LOS Delay (s/veh) Volume to Capacity Ratio, v/c West Main Street (US 191) & 19th Avenue with Pedestrians Present Intersection D 44.7 0.68 C 32.9 0.49 EB L D 51.7 0.76 D 39.1 0.56 EB TR D 49.7 0.83 D 38.1 0.60 WB L D 42.0 0.28 D 35.0 0.22 WB T D 50.0 0.84 D 38.9 0.64 WB R C 27.3 0.30 C 27.5 0.39 NB L D 37.2 0.51 D 35.7 0.32 NB T D 51.3 0.79 D 37.0 0.48 NB R C 22.1 0.18 B 12.7 0.09 SB L D 53.7 0.85 D 38.8 0.74 SB T D 40.1 0.53 C 27.3 0.33 SB R C 24.8 0.49 B 10.1 0.34 West Main Street (US 191) & 19th Avenue without Pedestrians Present Intersection D 36.4 0.72 C 24.0 0.54 EB L D 44.0 0.85 C 29.3 0.65 EB TR D 43.2 0.90 C 27.2 0.65 WB L C 30.0 0.32 C 25.0 0.25 WB T D 43.6 0.91 C 28.1 0.69 WB R B 19.3 0.30 B 16.6 0.36 NB L D 44.4 0.72 C 28.3 0.42 NB T D 44.0 0.87 C 29.9 0.63 NB R B 16.3 0.18 B 11.0 0.10 SB L D 43.8 0.85 C 27.2 0.73 SB T C 23.3 0.43 B 19.0 0.35 SB R B 13.8 0.44 A 7.9 0.36 Table 13 Estimated Intersection Operations Summary for 2011 Total Traffic with Widening of West Main Street Weekday, P M Peak Hour Saturday, Midday Peak Hour Intersection Approach LOS Delay (s/veh) Volume to Capacity Ratio, v/c LOS Delay (s/veh) Volume to Capacity Ratio, v/c West Main Street (US 191) & 19th Avenue without Pedestrians Present Intersection D 41.3 0.58 D 38.4 0.48 EB L D 45.0 0.61 D 42.3 0.56 EB TR D 40.3 0.56 D 42.2 0.50 WB L D 45.8 0.32 D 37.8 0.22 WB T D 50.0 0.75 D 42.7 0.53 WB R C 33.5 0.33 C 34.4 0.42 NB L D 49.7 0.61 C 25.6 0.25 NB T D 49.9 0.74 D 41.2 0.50 NB R C 23.4 0.18 B 16.4 0.08 SB L D 54.0 0.85 D 40.3 0.76 SB T C 33.8 0.41 D 41.0 0.48 SB R B 15.1 0.39 C 21.5 0.41 38 Traffic Impact Study – Safeway Improvements to Accommodate 2013 Total Traffic Because the previously described measures failed to improve overall level of service to “C” or better for the intersection of West Main Street and 19th Avenue, continued development in the area of the intersection and traffic growth on West Main Street and 19th Avenue will cause further declines to intersection traffic operations. Additional alternatives need to be considered to provide for the long- term operational efficiency of the transportation system in the area of the proposed Safeway. A few alternatives are discussed in the paragraphs that follow. Alternative Improvements Modification of Level of Service Standards Modifying the City of Bozeman’s level of service standards is not really an improvement. However, in cases where there is an existing intersection or roadway where there is limited right-of-way available for geometric improvements and other alternatives and mitigation measures have failed to improve the level of service to “C” or better the City Commission may wish to consider amending the level of service standards criteria for that intersection or roadway. In the case of the intersection of West Main Street and 19th Avenue, the Bozeman City Commission could amend the level of service standards to define LOS D as the minimum design and operational objective. This “improvement alternative” would not require any modification of the intersection, and there would not be any associated construction cost. Development of Alternate Traffic Routes In the near term (10 years or less), completion of Cottonwood Road/Harper Puckett Road north to Valley Center Road and Fowler Avenue between Stucky Road and Oak Street would provide two alternate north/south routes that most likely would assist in reducing traffic volumes on 19th Avenue and potentially a portion of the traffic on West Main Street. Reduced traffic volumes on these two roadways would improve traffic operations at their intersection; however, long-term projections (year 2030) in the GBATP estimate that traffic will continue to grow on 19th Avenue and West Main Street. Therefore, it still may be necessary to identify a long-term solution to mitigating traffic operations at the intersection of West Main Street and 19th Avenue. 39 Traffic Impact Study – Safeway Intersection Traffic Control Corridor Signal Coordination Presently, neither the signals along 19th Avenue nor those along West Main Street in the vicinity of the Safeway site are coordinated. Traffic signal coordination is a process by which two or more traffic signals work together such that an orderly progression of traffic is maintained, minimizing the number of stops that vehicles are required to make. This is accomplished by providing a green light display as vehicles arrive at the coordinated traffic signals. The way the green lights are coordinated depends on the distance between the traffic signals, speed of the traffic, and queues at the signals. In order to adequately coordinate the signals along these corridors, one method would require that traffic counts be conducted at each intersection and analyses performed to determine an appropriate traffic signal cycle length for the corridor. This is used as the basis for determining timing, phasing, splits 1, and offsets 2 at each of the signals along the coordinated network. An alternative would be to make adjustments in the field at each of the intersections to find appropriate timing, phasing, split, and offset options that create an orderly flow of traffic through the corridor. In cases of saturated (at or overcapacity) intersections or roadways, the latter method may be the most appropriate as traffic conditions may not allow for an actual determination of the level of vehicular demand at an intersection or on a roadway as vehicles are not currently enabled to travel more freely. Analyses of the West Main Street and 19th Avenue signal were performed assuming that each of the two major roadways were part of a coordinated network. During the weekday PM peak hour, three phase operation (northbound and southbound approaches include permissive left turns) with a signal cycle length of 115 seconds is estimated to allow the intersection to function at LOS C. Additionally, Saturday midday peak hour traffic is estimated to operate at LOS C. The results of those analyses are summarized in Table 14 on the following page. Although signal coordination is estimated to allow the intersection to function at LOS C or better for estimated 2013 total traffic conditions, the City of Bozeman requires that the design year for any proposed mitigation measures be a minimum of fifteen years following construction (or 1 A percentage of the traffic signal cycle length allocated to each of the various phases in a signal sequence. Manual of Traffic Signal Design, Second Edition (Kell & Fullerton, 1998) 2 The time difference or interval in seconds between the start of the green indication at one intersection as related to the start of the green interval at another intersection or from a system time base. Manual of Traffic Signal Design, Second Edition (Kell & Fullerton, 1998) 40 Traffic Impact Study – Safeway implementation in this case) of said improvements. Since this study is being completed in 2010, signal coordination analyses were performed for the year 2025. Traffic projections utilized an annual traffic growth rate of two percent (2.0%) over that period to arrive at estimated traffic volumes for the intersection. Under this scenario, the intersection of West Main Street and 19th Avenue is estimated to operate at LOS E (weekday PM peak hour) and LOS D (Saturday midday peak hour). Therefore, signal coordination alone is not estimated to accommodate additional traffic growth along these two roadways in the future. The results of the analyses are summarized in Table 15. Table 14 Estimated Intersection Operations Summary for 2013 Total Traffic with West Main Street and 19th Avenue Signal Coordination Weekday, P M Peak Hour Saturday, Midday Peak Hour Intersection Approach LOS Delay (s/veh) Volume to Capacity Ratio, v/c LOS Delay (s/veh) Volume to Capacity Ratio, v/c West Main Street (US 191) & 19th Avenue with Pedestrians Present Intersection C 29.0 0.63 C 23.6 0.51 EB L D 49.8 0.85 C 33.7 0.64 EB TR C 30.0 0.66 C 24.1 0.55 WB L D 35.2 0.34 C 34.1 0.29 WB T D 49.4 0.95 C 30.6 0.67 WB R C 32.2 0.55 C 34.9 0.62 NB L B 14.0 0.44 B 16.1 0.26 NB T B 13.6 0.47 B 16.5 0.35 NB R A 1.6 0.14 A 1.4 0.09 SB L D 49.7 0.91 C 30.6 0.77 SB T B 13.1 0.40 B 16.4 0.34 SB R A 3.1 0.44 A 2.6 0.37 Table 15 Estimated Intersection Operations Summary for 2025 Total Traffic with West Main Street and 19th Avenue Signal Coordination Weekday, P M Peak Hour Saturday, Midday Peak Hour Intersection Approach LOS Delay (s/veh) Volume to Capacity Ratio, v/c LOS Delay (s/veh) Volume to Capacity Ratio, v/c West Main Street (US 191) & 19th Avenue with Pedestrians Present Intersection E 71.5 0.89 D 35.8 0.68 EB L F 112.7 1.07 E 57.5 0.91 EB TR D 39.0 0.75 D 45.5 0.86 WB L D 49.6 0.43 D 37.0 0.34 WB T F 89.4 1.07 D 51.1 0.92 WB R A 9.6 0.38 E 57.9 0.86 NB L E 57.7 0.60 B 13.1 0.32 NB T F 103.0 1.07 B 13.2 0.38 NB R B 13.4 0.26 A 1.5 0.10 SB L F 132.9 1.07 E 56.0 0.95 SB T E 63.2 0.91 B 13.1 0.38 SB R C 28.6 0.83 A 3.2 0.46 41 Traffic Impact Study – Safeway Multilane Roundabout Initial consideration was given to a multilane roundabout at the intersection of West Main Street and 19th Avenue in lieu of a traffic signal. A roundabout was deemed inappropriate based on right-of- way limitations at the intersection; loss of gaps created by signal-related platooning could adversely impact intersections and approaches both upstream and downstream from the intersection; and it would be the only roundabout within either the Main Street or 19th Avenue corridor, adversely impacting traffic signal coordination opportunities. Grade Separation A grade separated structure would work to provide a more continuous flow of traffic at the intersection of West Main Street and 19th Avenue; however, significant impacts to utilities, right-of- way requirements, and construction cost make this a less than desirable alternative to mitigate intersection traffic operations. Double Crossover Intersection The double crossover intersection (also known as a synchronized split-phasing intersection), which as of the date of this report was not known to exist in the United States on an intersection basis, is a new intersection design that is intended to accommodate more traffic, move it more effectively, and increase safety. Figure 13 on the following page shows the layout of a double crossover intersection (DXI) at West Main Street and 19th Avenue. Adapting from the Federal Highway Administration’s TechBrief Double Crossover Diamond Interchange (FHWA, October 2009), the primary elements of the design are as follows: Left-turn and through movements are relocated to the opposite side of the roadway. Turning radii used at the crossover junction are typically in the 150- to 300-ft range. Median width is increased to allow for the flaring required for reverse curves on the approaches. The skew angle between the intersecting directions is closer to perpendicular when possible. Median openings are placed upstream of the intersection to allow U-turn movements on the crossed-over roadway. The Missouri Department of Transportation has had recent experience with the installation of double crossover interchanges in Springfield and Kansas City, Missouri. Article 234.6 of their 42 Traffic Impact Study – Safeway Engineering Policy Guide (MoDOT, July 2010) provides advantages and disadvantages of diverging diamond interchanges, which can be adapted to a DXI. They are as follows: Table 16 Advantages & Disadvantages of Double Crossover Intersection Advantages Disadvantages • Provides for signals with short cycle lengths, significantly reducing delay. • Increases the capacity of left turn movements. • Substantially reduces the number of conflict points theoretically improving safety. • Minimizes impacts to existing right-of-way. • Theoretically improves pedestrian safety. • Drivers may not be familiar with the configuration. • Lack of existing design standards. • Additional signals, signing, lighting, and pavement markings will be needed. • Little crash experience history available since this is a new intersection concept. Operationally, a conceptual analysis was performed for West Main Street and 19th Avenue with a DXI configuration, estimating that it would operate at LOS B during the weekday PM peak hour for 2013 total traffic conditions. During the Saturday, midday peak hour, the main intersection is estimated to operate at LOS A. The results of the analyses are summarized in Table 17 below. These are only conceptual estimates. A more thorough analysis of this alternative would be required using simulation software for a more precise estimate of the overall intersection operations. Table 17 Estimated Intersection Operations Summary for 2013 Total Traffic with West Main Street and 19th Avenue Double Crossover Intersection Weekday, P M Peak Hour Saturday, Midday Peak Hour Intersection Approach LOS Delay (s/veh) Volume to Capacity Ratio, v/c LOS Delay (s/veh) Volume to Capacity Ratio, v/c West Main Street (US 191) & 19th Avenue Intersection B 15.4 0.63 A 8.1 0.44 EB L B 13.5 0.62 A 5.2 0.40 EB T B 13.9 0.66 A 5.1 0.37 WB L B 10.5 0.22 A 4.5 0.16 WB T B 15.4 0.74 A 5.2 0.42 NB L B 10.9 0.34 B 10.3 0.26 NB T B 19.3 0.68 B 10.6 0.38 SB L B 16.0 0.66 C 22.1 0.76 SB T B 17.6 0.58 B 10.5 0.37 As previously stated, any proposed mitigation measures shall have a minimum design year of fifteen years from the time of their completion. Analyses for estimated year 2025 total traffic conditions found a LOS B for weekday PM peak hour traffic and LOS A for Saturday midday peak hour traffic. The results of the 2025 analyses are provided in Table 18 on page 44. 43 Traffic Impact Study – Safeway Fi g u r e 1 3 D o u b l e C r o s s o v e r I n t e r s e c t i o n C o n c e p t 44 Traffic Impact Study – Safeway Table 18 Estimated Intersection Operations Summary for 2025 Total Traffic with West Main Street and 19th Avenue Double Crossover Intersection Weekday, P M Peak Hour Saturday, Midday Peak Hour Intersection Approach LOS Delay (s/veh) Volume to Capacity Ratio, v/c LOS Delay (s/veh) Volume to Capacity Ratio, v/c West Main Street (US 191) & 19th Avenue Intersection B 16.7 0.76 A 8.3 0.52 EB L B 11.7 0.72 A 6.0 0.55 EB T B 12.4 0.77 A 5.5 0.50 WB L A 7.6 0.26 A 4.6 0.21 WB T B 16.0 0.86 A 5.9 0.56 NB L C 30.7 0.77 B 11.9 0.45 NB T B 18.5 0.80 B 11.4 0.51 SB L D 45.1 0.91 B 16.3 0.70 SB T B 15.3 0.68 B 11.3 0.50 West Main Street & 19th Avenue Intersection Functional Area The functional area of an intersection includes both upstream and downstream components. The upstream functional area includes the queue storage necessary for the anticipated vehicular demands, the appropriate deceleration distance, and the distance traveled during a driver’s perception reaction time. The downstream functional area can be determined by evaluating the necessary stopping sight distance once a vehicle clears an intersection. At the intersection of West Main Street and 19th Avenue, the necessary queue storage is determined by the traffic signal operations. Presently, the westbound approach includes two left turn, two through, and a right turn lane. Utilizing the 2013 total traffic signal coordination analyses, queues on the southbound North 19th Avenue approach are estimated at 356 feet (based on southbound left turns). This is less than the approximate distance of 430 feet from the south edge of the full access approach on North 19th Avenue to the intersection of West Main Street and 19th Avenue. Secondly, the estimated queue length for the westbound West Main Street approach at the intersection is 748 feet. This is greater than the approximate distance of 450 feet from the west edge of the full access approach on West Main Street to the intersection. 45 Traffic Impact Study – Safeway Findings The intersection of West Main Street and 19th Avenue is currently experiencing substandard levels of service based on existing traffic conditions. Regardless of development in the area or additional traffic growth on 19th Avenue or West Main Street mitigation would be necessary based on the City of Bozeman’s current standards. Analyses revealed that simple modification of the traffic signal timing and/or phasing with the existing traffic signal controller configuration would not significantly improve traffic operations at this intersection. Traffic signal coordination along both the 19th Avenue and West Main Street corridors was estimated to improve levels of service at this intersection to the City of Bozeman’s minimum operational objective of LOS C for estimated 2013 total traffic conditions. However, it would not maintain that level of service through the minimum fifteen year design period, degrading to LOS E in 2025, as required by the City of Bozeman. Significant modifications to the existing intersection to provide a DXI were conceptually estimated to meet the City of Bozeman’s standards for the minimum fifteen year design period, having LOS B or better for the intersection in the year 2025. Restriction of access on West Main Street at the existing full access to the proposed Safeway site results in increased delays at the full access on North 19th Avenue to the site. Additionally, it is estimated that this would also result in an increase of approximately 18 vehicles to southbound left turns at the signalized intersection of West Main Street and 19th Avenue. These additional vehicles have the adverse effects of increasing delay and vehicle queues for the southbound left turn movement. Based on the included analyses, unless significant modifications are made at the intersection of West Main Street and 19th Avenue traffic queues from that intersection may block the upstream site access approaches, with the exception of the right-in, right-out approach onto North 19th Avenue from the site. This approach is estimated to function at acceptable levels of service for all analysis scenarios. For the remaining approaches, queue blockage from the West Main Street and 19th Avenue signal is only estimated to occur during peak periods and be limited to times when Montana State University is in regular session. 46 Traffic Impact Study – Safeway Conclusions and Recommendations Analysis of trip generation estimates, site circulation, and traffic operations reveal that the proposed Safeway development will have minimal impact on the area transportation system. For the proposed site, the following are recommended: West Main Street Full Access Approach o A deviation request should be granted to allow continued full use of the existing access to West Main Street. This recommendation is based on the following: Queue blockage from the westbound through movements at the intersection of West Main Street and 19th Avenue is estimated to be limited to weekday PM peak periods and possibly short intervals around noon on weekdays when Montana State University is in regular session. Evaluation of reported crashes at the access location did not find a significant number of reported crashes involving traffic between vehicles exiting or entering the site access and westbound vehicles on West Main Street as a result of the previous business located at the proposed Safeway site. Restricting access at the approach is estimated to have adverse effects on the operations of southbound left turns at the intersection of West Main Street and 19th Avenue. It is estimated that queue storage for eastbound left turns at the approach can be accommodated with the existing left turn lane and its geometry. o A minimum queue storage length of 80 feet should be provided from the back of sidewalk at the approach into the site. North 19th Avenue Full Access Approach o The existing deviation request granted to the CVS/pharmacy master site plan for continued full use of the existing access to North 19th Avenue remain in place. o A minimum queue storage length of 180 feet should be provided from the back of sidewalk at the approach into the site. This may not be possible due to the proximity of existing parking lots along the north side of the access that serve adjacent properties to the north. Intersection of West Main Street and 19th Avenue o Consideration should be given to initially reducing existing cycle lengths at this intersection and to development of time of day as well as day of week cycle plans to improve overall operations of the intersection. Although reduced cycle lengths are not estimated to improve the overall intersection operations to LOS C or better, they are estimated to reduce average vehicle delays and queues on the intersection approaches, which will be a perceived improvement to area drivers. o Consideration should be given to following signal timing and phasing modifications with coordination of the signals on West Main Street and 19th Avenue to provide improved traffic flow along these corridors, which is estimated to further improve 47 Traffic Impact Study – Safeway operations at the intersection of West Main Street and 19th Avenue through efficient use of available traffic signal green time. o Removal of the signal at the intersection of South 19th Avenue and West Babcock Street and replacement with a three-quarter access (excluding southbound left turns) may provide additional phasing options at the intersection of West Main Street and 19th Avenue. o Long-term, modifications will need to be made it this intersection to improve overall traffic operations and to provide additional capacity to accommodate additional traffic growth in the area or additional traffic routes will need to be developed. A double crossover intersection is conceptually estimated to improve traffic operations; however, its cost of implementation would most likely be comparable to the construction of the proposed Safeway site. If required of Safeway, it would render the site development infeasible from a cost standpoint. o If it is not possible to make the proposed signal modifications, a deviation should be granted to the proposed Safeway site from the City of Bozeman’s level of service standards for signalized intersections to permit LOS D as the operating condition for peak hour periods based on existing as well as future estimated traffic conditions. If the above improvements are implemented as recommended, any impacts resulting from the proposed development should operate safely and efficiently. All traffic control improvements should be installed in accordance with MDT, City of Bozeman, and the Manual on Uniform Traffic Control Devices standards. 48 Traffic Impact Study – Safeway References 1. American Association of State Highway and Transportation Officials. (2004). A Policy on Geometric Design of Highways and Streets . Washington, DC: Author. 2. Bared, Joe G., Praveen K. Edara, and Ramanujan Jagannathan. (2005). Design and Operational Performance of Double Crossover Intersection and Diverging Diamond Interchange . Washington, DC: Transportation Research Board. 3. City of Bozeman. (August 8, 2009). Bozeman Unified Development Ordinance . Bozeman, MT: Author. 4. Institute of Transportation Engineers. (1999). Traffic Engineering Handbook . Washington, DC: Author. 5. Institute of Transportation Engineers. (2005). Transportation Impact Analyses for Site Development: An ITE Proposed Recommended Practice . Washington, DC: Author. 6. Institute of Transportation Engineers. (2003). Trip Generation, 7 th Edition . Washington, DC: Author. 7. Institute of Transportation Engineers. (June 2004). Trip Generation Handbook: An ITE Recommended Practice . Washington, DC: Author. 8. Kell, James H. and Iris J. Fullerton. (1998). Manual of Traffic Signal Design, Second Edition . Washington, DC: Institute of Transportation Engineers. 9. Missouri Department of Transportation. (July 2010). Engineering Policy Guide Article 234.6: Diverging Diamond Interchanges . Jefferson City, MO: Author. 10. Montana Department of Transportation. (November 2007). Traffic Engineering Manual . Helena, MT: Author. 11. Morrison-Maierle, Inc. (August 2008). Traffic Impact Study for CVS/pharmacy – Bozeman, Montana . Bozeman, MT: Author. 12. Naztec, Inc. (2000). TecNote 1102 – Twice Per Cycle Left-Turn & Double Cycle Operation . Sugar Land, TX: Author. 13. Robert Peccia & Associates. (December 2008). Greater Bozeman Area Transportation Plan (2007 Update) . Bozeman, MT: City of Bozeman. 14. Stover, Vergil G. and Frank K. Koepke. (2002). Transportation and Land Development, 2 nd Edition . Washington, DC: Institute of Transportation Engineers. 15. Tarnoff, Philip J. and Javier Ordóñez. 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Page 1/1 In t e r s e c t i o n : Lo c a t i o n : Da t e C o u n t P e r f o r m e d : Co u n t T i m e P e r i o d : Se a s o n a l A d j u s t m e n t F a c t o r : St r e e t / Ap p r o a c h T o t a l P e a k H o u r Ro a d M o v e m e n t 4 : 0 0 4 : 1 5 4 : 3 0 4 : 4 5 5 : 0 0 5 : 1 5 5 : 3 0 5 : 4 5 T o t a l % % V o l u m e P H F L 5 0 4 9 1 4 3 5 5 9 3 2 4 2 4 1 3 2 2 1 5 . 8 1 % 3 . 9 9 % 1 6 8 0 . 7 1 T 9 8 9 1 7 7 1 4 3 1 2 8 9 8 1 3 1 1 1 3 8 7 9 4 3 . 1 5 % 1 0 . 8 8 % 5 0 0 0 . 8 7 R 9 1 9 0 8 4 1 3 3 1 1 1 9 0 9 9 1 0 4 8 0 2 3 9 . 3 7 % 9 . 9 3 % 4 3 3 0 . 8 1 Pe d 3 0 8 3 5 5 6 4 3 4 1 . 6 7 % 0 . 4 2 % 1 9 0 . 7 9 L 2 4 2 2 2 3 2 0 3 3 2 8 3 9 2 8 2 1 7 1 4 . 2 5 % 2 . 6 9 % 1 2 0 0 . 7 7 T 1 3 2 9 8 9 4 1 4 2 1 4 1 1 4 0 1 5 7 1 3 4 1 0 3 8 6 8 . 1 5 % 1 2 . 8 5 % 5 8 0 0 . 9 2 R 3 3 2 5 2 3 3 8 3 5 3 1 3 6 3 3 2 5 4 1 6 . 6 8 % 3 . 1 4 % 1 4 0 0 . 9 2 Pe d 0 1 1 3 3 2 2 2 1 4 0 . 9 2 % 0 . 1 7 % 1 0 0 . 8 3 L 4 5 3 5 2 8 4 1 3 6 4 6 4 1 4 1 3 1 3 1 4 . 6 6 % 3 . 8 7 % 1 6 4 0 . 8 9 T 1 7 0 1 5 6 1 4 7 1 7 1 1 7 7 2 0 8 2 0 1 1 8 4 1 4 1 4 6 6 . 2 3 % 1 7 . 5 0 % 7 5 7 0 . 9 1 R 5 1 4 2 4 8 5 0 5 1 4 9 5 0 5 1 3 9 2 1 8 . 3 6 % 4 . 8 5 % 2 0 0 0 . 9 8 Pe d 0 2 3 1 3 4 1 2 1 6 0 . 7 5 % 0 . 2 0 % 9 0 . 5 6 L 1 3 0 1 1 9 9 0 1 3 2 1 1 3 9 5 1 3 7 1 2 2 9 3 8 3 9 . 3 3 % 1 1 . 6 1 % 4 7 7 0 . 8 7 T 1 5 4 1 3 5 1 1 6 1 8 7 1 3 1 1 7 7 2 1 7 1 6 5 1 2 8 2 5 3 . 7 5 % 1 5 . 8 7 % 7 1 2 0 . 8 2 R 1 8 3 6 4 7 8 5 1 2 1 8 1 3 5 5 . 6 6 % 1 . 6 7 % 7 2 0 . 3 8 Pe d 1 1 1 4 2 5 2 1 4 3 0 1 . 2 6 % 0 . 3 7 % 1 0 0 . 5 0 98 3 8 8 4 7 9 6 1 1 4 8 1 0 3 9 1 0 1 2 1 1 7 2 1 0 4 6 8 0 8 0 1 0 0 . 0 0 % 4 3 7 1 0 . 9 3 38 1 1 3 8 6 7 3 9 9 5 4 3 7 1 4 2 6 9 PM P e a k P e r i o d 1. 0 0 Es t i m a t e d I n t e r s e c t i o n T u r n i n g M o v e m e n t C o u n t S u m m a r y We s t M a i n S t r e e t & 1 9 t h A v e n u e Bo z e m a n , M o n t a n a 3/ 2 5 / 2 0 1 0 Ho u r l y V o l u m e W e s t M a i n S t r e e t F r o m t h e E a s t W e s t M a i n S t r e e t F r o m t h e W e s t St a r t T i m e N o r t h 1 9 t h A v e n u e F r o m t h e N o r t h S o u t h 1 9 t h A v e n u e F r o m t h e S o u t h In t e r s e c t i o n T o t a l s C: \ M o r r i s o n - M a i e r l e \ P R O J E C T S \ 0 5 7 6 \ 0 5 7 \ D e s i g n D o c s \ T r a f f i c D a t a \ C o u n t D a t a \ W - M a i n - S t _ 1 9 t h - A v e _ P M _ 2 0 1 0 - 0 3 - 2 5 Printed On: 4/24/2010 Page 1/1 In t e r s e c t i o n : Lo c a t i o n : Da t e C o u n t P e r f o r m e d : Co u n t T i m e P e r i o d : Se a s o n a l A d j u s t m e n t F a c t o r : St r e e t / Ap p r o a c h T o t a l P e a k H o u r Ro a d M o v e m e n t 4 : 0 0 4 : 1 5 4 : 3 0 4 : 4 5 5 : 0 0 5 : 1 5 5 : 3 0 5 : 4 5 T o t a l % % V o l u m e P H F L 3 4 5 5 8 4 4 8 4 1 2 . 0 9 % 0 . 8 6 % 2 1 0 . 6 6 T 2 5 3 2 1 1 2 3 5 2 4 9 2 3 8 2 3 5 2 3 1 1 8 7 1 8 3 9 9 3 . 7 8 % 3 8 . 3 8 % 9 5 3 0 . 9 6 R 6 9 6 4 6 8 1 0 1 5 0 2 . 5 5 % 1 . 0 4 % 2 8 0 . 7 0 Pe d 1 2 4 0 1 1 1 8 4 3 1 1 . 5 8 % 0 . 6 5 % 2 0 0 . 4 5 L 8 9 7 8 9 5 1 0 1 4 7 0 3 . 0 1 % 1 . 4 6 % 3 2 0 . 8 0 T 2 7 0 2 4 6 2 3 8 2 6 6 3 0 0 2 9 6 2 6 7 2 2 4 2 1 0 7 9 0 . 5 8 % 4 3 . 9 7 % 1 1 2 9 0 . 9 4 R 4 8 9 1 7 1 1 1 2 1 3 9 8 3 3 . 5 7 % 1 . 7 3 % 5 3 0 . 7 8 Pe d 1 0 3 7 5 8 4 1 0 1 9 6 6 2 . 8 4 % 1 . 3 8 % 2 7 0 . 6 8 L 2 6 9 8 6 1 0 1 2 9 6 2 2 6 . 5 0 % 1 . 2 9 % 3 6 0 . 7 5 T 1 6 1 6 1 4 9 2 0 1 5 1 7 7 1 1 4 4 8 . 7 2 % 2 . 3 8 % 6 1 0 . 7 6 R 5 9 6 2 3 6 6 4 4 1 1 7 . 5 2 % 0 . 8 6 % 1 7 0 . 7 1 Pe d 3 1 3 2 3 2 0 3 1 7 7 . 2 6 % 0 . 3 5 % 7 0 . 5 8 L 1 7 1 1 1 4 9 1 4 1 3 2 0 1 2 1 1 0 4 0 . 5 9 % 2 . 3 0 % 5 6 0 . 7 0 T 8 6 7 1 0 1 0 1 2 1 2 1 5 8 0 2 9 . 5 2 % 1 . 6 7 % 4 4 0 . 9 2 R 5 1 0 5 9 5 7 7 6 5 4 1 9 . 9 3 % 1 . 1 3 % 2 8 0 . 7 8 Pe d 1 0 3 2 0 5 4 0 3 2 7 9 . 9 6 % 0 . 5 6 % 9 0 . 4 5 62 1 5 5 4 5 7 1 6 0 3 6 5 7 6 3 4 6 2 7 5 2 5 4 7 9 2 1 0 0 . 0 0 % 2 5 2 1 0 . 9 6 23 4 9 2 3 8 5 2 4 6 5 2 5 2 1 2 4 4 3 PM P e a k P e r i o d 1. 0 0 In t e r s e c t i o n T u r n i n g M o v e m e n t C o u n t S u m m a r y No r t h 1 9 t h A v e n u e & W e s t B e a l l S t r e e t Bo z e m a n , M o n t a n a 3/ 2 5 / 2 0 1 0 Ho u r l y V o l u m e W e s t B e a l l S t r e e t F r o m t h e E a s t W e s t B e a l l S t r e e t F r o m t h e W e s t St a r t T i m e N o r t h 1 9 t h A v e n u e F r o m t h e N o r t h N o r t h 1 9 t h A v e n u e F r o m t h e S o u t h In t e r s e c t i o n T o t a l s N: \ 0 5 7 6 \ 0 5 7 \ D e s i g n D o c s \ T r a f f i c D a t a \ C o u n t D a t a \ N - 1 9 t h - A v e _ W - B e a l l - S t _ P M _ 2 0 1 0 - 0 3 - 2 5 . x l s Printed On: 4/22/2010 Page 1/1 In t e r s e c t i o n : Lo c a t i o n : Da t e C o u n t P e r f o r m e d : Co u n t T i m e P e r i o d : Se a s o n a l A d j u s t m e n t F a c t o r : St r e e t / Ap p r o a c h T o t a l P e a k H o u r Ro a d M o v e m e n t 4 : 0 0 4 : 1 5 4 : 3 0 4 : 4 5 5 : 0 0 5 : 1 5 5 : 3 0 5 : 4 5 T o t a l % % V o l u m e P H F L 4 3 1 2 3 1 1 1 1 6 0 . 7 8 % 0 . 3 6 % 7 0 . 5 8 T 2 3 9 2 3 0 1 7 5 3 1 1 2 9 8 2 2 0 2 7 2 2 5 8 2 0 0 3 9 7 . 8 0 % 4 4 . 6 2 % 1 1 0 1 0 . 8 9 R 5 0 3 1 0 0 0 0 9 0 . 4 4 % 0 . 2 0 % 1 0 . 2 5 Pe d 5 2 3 3 1 3 2 1 2 0 0 . 9 8 % 0 . 4 5 % 9 0 . 7 5 L 3 1 3 7 1 2 2 0 1 9 0 . 7 9 % 0 . 4 2 % 1 2 0 . 4 3 T 3 0 7 2 5 5 2 2 5 3 1 4 3 0 3 2 8 2 3 4 1 3 0 7 2 3 3 4 9 7 . 3 7 % 5 1 . 9 9 % 1 2 4 0 0 . 9 1 R 3 3 4 3 1 0 1 0 1 5 0 . 6 3 % 0 . 3 3 % 5 0 . 4 2 Pe d 3 3 2 7 5 0 7 2 2 9 1 . 2 1 % 0 . 6 5 % 1 9 0 . 6 8 L 3 1 0 1 0 0 0 0 5 1 3 . 8 9 % 0 . 1 1 % 1 0 . 2 5 T 0 0 0 0 0 0 0 0 0 0 . 0 0 % 0 . 0 0 % 0 0 . 0 0 R 5 2 7 3 3 6 1 3 3 0 8 3 . 3 3 % 0 . 6 7 % 1 3 0 . 5 4 Pe d 0 0 1 0 0 0 0 0 1 2 . 7 8 % 0 . 0 2 % 0 0 . 0 0 L 0 0 0 0 0 0 0 0 0 0 . 0 0 % 0 . 0 0 % 0 0 . 0 0 T 0 1 0 0 0 0 0 0 1 1 2 . 5 0 % 0 . 0 2 % 0 0 . 0 0 R 2 0 1 3 0 0 0 0 6 7 5 . 0 0 % 0 . 1 3 % 3 0 . 2 5 Pe d 0 0 0 0 0 0 0 1 1 1 2 . 5 0 % 0 . 0 2 % 0 0 . 0 0 57 9 5 0 1 4 2 5 6 5 5 6 1 5 5 1 4 6 2 7 5 7 3 4 4 8 9 1 0 0 . 0 0 % 2 4 1 1 0 . 9 2 21 6 0 2 1 9 6 2 2 0 9 2 4 1 1 2 3 2 9 PM P e a k P e r i o d 1. 0 0 Es t i m a t e d I n t e r s e c t i o n T u r n i n g M o v e m e n t C o u n t S u m m a r y No r t h 1 9 t h A v e n u e & R e s s l e r / B i l l i o n A c c e s s Bo z e m a n , M o n t a n a 3/ 2 5 / 2 0 1 0 Ho u r l y V o l u m e B u s i n e s s & R e s s l e r A c c e s s F r o m t h e E a s t J C B i l l i o n A c c c e s s F r o m t h e W e s t St a r t T i m e N o r t h 1 9 t h A v e n u e F r o m t h e N o r t h N o r t h 1 9 t h A v e n u e F r o m t h e S o u t h In t e r s e c t i o n T o t a l s C: \ M o r r i s o n - M a i e r l e \ P R O J E C T S \ 0 5 7 6 \ 0 5 7 \ D e s i g n D o c s \ T r a f f i c D a t a \ C o u n t D a t a \ N - 1 9 t h - A v e _ R e s s l e r + B i l l i o n - A c c e s s _ P M _ 2 0 1 0 - 0 3 - 2 5 Printed On: 4/25/2010 Page 1/1 In t e r s e c t i o n : Lo c a t i o n : Da t e C o u n t P e r f o r m e d : Co u n t T i m e P e r i o d : Se a s o n a l A d j u s t m e n t F a c t o r : St r e e t / Ap p r o a c h T o t a l P e a k H o u r Ro a d M o v e m e n t 1 1 : 3 0 1 1 : 4 5 1 2 : 0 0 1 2 : 1 5 1 2 : 3 0 1 2 : 4 5 1 : 0 0 1 : 1 5 1 : 3 0 1 : 4 5 T o t a l % % V o l u m e P H F L 4 4 4 3 3 2 3 3 4 1 4 4 4 8 4 1 4 0 4 8 4 1 4 1 7 . 6 5 % 4 . 9 3 % 1 7 7 0 . 9 2 T 8 1 9 9 9 4 9 9 9 7 9 7 1 0 1 8 4 9 7 1 2 4 9 7 3 4 1 . 4 7 % 1 1 . 5 8 % 4 0 6 0 . 8 2 R 9 6 9 0 8 4 8 3 1 0 0 9 8 9 7 1 0 9 9 3 8 6 9 3 6 3 9 . 9 0 % 1 1 . 1 4 % 3 8 5 0 . 8 8 Pe d 0 3 2 1 0 2 6 2 4 3 2 3 0 . 9 8 % 0 . 2 7 % 1 5 0 . 6 3 L 1 8 1 7 2 1 2 8 2 4 1 7 1 6 2 3 2 2 1 6 2 0 2 1 4 . 8 0 % 2 . 4 0 % 7 7 0 . 8 4 T 1 0 3 6 9 1 0 7 6 5 1 0 4 8 7 8 4 1 0 8 1 0 2 1 0 3 9 3 2 6 8 . 2 8 % 1 1 . 0 9 % 3 9 7 0 . 9 2 R 1 6 2 1 2 7 2 0 3 2 2 0 1 5 1 4 2 7 2 4 2 1 6 1 5 . 8 2 % 2 . 5 7 % 8 0 0 . 7 4 Pe d 2 0 6 0 2 0 3 0 0 2 1 5 1 . 1 0 % 0 . 1 8 % 5 0 . 4 2 L 2 7 3 0 3 2 3 0 2 8 3 2 4 0 5 2 2 7 3 3 3 3 1 1 4 . 3 8 % 3 . 9 4 % 1 5 2 0 . 7 3 T 1 2 3 1 6 0 1 3 7 1 5 6 1 1 4 1 5 7 1 5 3 1 2 6 1 2 6 1 3 5 1 3 8 7 6 0 . 2 5 % 1 6 . 5 0 % 5 4 0 0 . 8 8 R 3 9 6 4 5 8 5 5 6 4 5 1 6 1 6 1 6 9 5 6 5 7 8 2 5 . 1 1 % 6 . 8 8 % 2 4 7 0 . 8 9 Pe d 0 0 0 0 4 0 0 0 2 0 6 0 . 2 6 % 0 . 0 7 % 2 0 . 2 5 L 9 6 1 1 6 1 1 4 9 2 9 5 8 4 1 0 6 1 0 8 1 0 4 9 4 1 0 0 9 4 2 . 1 8 % 1 2 . 0 0 % 4 1 2 0 . 9 5 T 1 3 2 1 4 3 1 3 5 1 2 8 1 1 7 1 3 1 1 2 3 1 3 0 1 3 5 1 3 8 1 3 1 2 5 4 . 8 5 % 1 5 . 6 1 % 5 2 6 0 . 9 5 R 3 6 5 6 5 7 4 4 5 8 5 3 2 . 2 2 % 0 . 6 3 % 2 1 0 . 6 6 Pe d 0 2 1 0 1 2 6 1 3 2 1 8 0 . 7 5 % 0 . 2 1 % 1 2 0 . 5 0 78 0 8 6 3 8 5 5 7 9 6 8 2 8 8 2 9 8 6 3 8 6 3 8 5 6 8 7 2 8 4 0 5 1 0 0 . 0 0 % 3 4 5 4 0 . 9 9 32 9 4 3 3 4 2 3 3 0 8 3 3 1 6 3 3 8 3 3 4 1 1 3 4 5 4 Ho u r l y V o l u m e St a r t T i m e N o r t h 1 9 t h A v e n u e F r o m t h e N o r t h S o u t h 1 9 t h A v e n u e F r o m t h e S o u t h W e s t M a i n S t r e e t F r o m t h e E a s t W e s t M a i n S t r e e t F r o m t h e W e s t In t e r s e c t i o n T o t a l s In t e r s e c t i o n T u r n i n g M o v e m e n t C o u n t S u m m a r y We s t M a i n S t r e e t & 1 9 t h A v e n u e Bo z e m a n , M o n t a n a 3/ 2 7 / 2 0 1 0 Sa t u r d a y , M i d d a y P e a k P e r i o d 1. 0 0 N: \ 0 5 7 6 \ 0 5 7 \ D e s i g n D o c s \ T r a f f i c D a t a \ C o u n t D a t a \ W - M a i n - S t _ 1 9 t h - A v e _ S a t - M i d d a y _ 2 0 1 0 - 0 3 - 2 7 . x l s Printed On: 4/22/2010 Page 1/1 In t e r s e c t i o n : Lo c a t i o n : Da t e C o u n t P e r f o r m e d : Co u n t T i m e P e r i o d : Se a s o n a l A d j u s t m e n t F a c t o r : St r e e t / Ap p r o a c h T o t a l P e a k H o u r Ro a d M o v e m e n t 1 1 : 3 0 1 1 : 4 5 1 2 : 0 0 1 2 : 1 5 1 2 : 3 0 1 2 : 4 5 1 : 0 0 1 : 1 5 1 : 3 0 1 : 4 5 T o t a l % % Volume PHF L 4 4 6 6 4 2 4 3 2 3 3 8 1 . 4 6 % 0 . 6 9 % 2 0 0 . 8 3 T 2 6 3 2 8 7 3 0 0 2 8 3 2 4 2 2 3 7 2 1 8 2 3 1 2 1 0 2 2 3 2 4 9 4 9 5 . 8 9 % 4 4 . 9 8 % 1 1 1 2 0 . 9 3 R 3 2 6 7 4 3 1 1 9 1 5 9 6 9 2 . 6 5 % 1 . 2 4 % 1 9 0 . 6 8 Pe d L 6 4 3 4 7 6 4 6 3 9 5 2 2 . 1 1 % 0 . 9 4 % 1 8 0 . 6 4 T 2 2 4 2 5 1 2 6 6 2 5 1 2 3 5 2 0 5 1 9 4 2 6 3 2 1 7 2 3 6 2 3 4 2 9 5 . 2 4 % 4 2 . 2 4 % 1 0 0 3 0 . 9 4 R 1 8 7 9 5 6 9 1 1 6 3 6 5 2 . 6 4 % 1 . 1 7 % 2 9 0 . 8 1 Pe d No t C o u n t e d No t C o u n t e d St a r t T i m e N o r t h 1 9 t h A v e n u e F r o m t h e N o r t h N o r t h 1 9 t h A v e n u e F r o m t h e S o u t h In t e r s e c t i o n T u r n i n g M o v e m e n t C o u n t S u m m a r y No r t h 1 9 t h A v e n u e & W e s t B e a l l S t r e e t Bo z e m a n , M o n t a n a 3/ 2 7 / 2 0 1 0 Sa t u r d a y , M i d d a y P e a k P e r i o d 1. 0 0 Pe d L 2 6 8 7 1 3 5 1 6 1 2 5 1 2 5 . 3 7 % 0 . 9 2 % 2 2 0 . 6 9 T 8 4 5 8 7 8 1 0 1 2 1 5 8 8 5 4 2 . 2 9 % 1 . 5 3 % 2 4 0 . 7 5 R 4 5 1 1 1 1 6 4 1 1 5 3 5 6 5 3 2 . 3 4 % 1 . 1 7 % 3 3 0 . 7 5 Pe d L 6 1 1 6 1 2 2 3 1 7 1 3 2 1 2 4 1 4 1 4 7 5 1 . 7 6 % 2 . 6 5 % 5 2 0 . 5 7 T 4 6 9 8 8 6 8 0 9 5 6 3 2 2 . 1 8 % 1 . 1 4 % 3 1 0 . 8 6 R 3 6 4 4 7 5 7 1 1 2 2 5 7 4 2 6 . 0 6 % 1 . 3 3 % 2 1 0 . 7 5 Pe d 52 8 5 9 4 6 3 1 6 1 0 5 4 9 5 0 2 4 8 4 5 9 8 5 2 7 5 2 2 5 5 4 5 1 0 0 . 0 0 % 2 3 8 4 0 . 9 4 23 6 3 2 3 8 4 2 2 9 2 2 1 4 5 2 1 3 3 2 1 1 1 2 1 3 1 Ho u r l y V o l u m e No t C o u n t e d No t C o u n t e d No t C o u n t e d N o r t h 1 9 t h A v e n u e W e s t B e a l l S t r e e t F r o m t h e E a s t W e s t B e a l l S t r e e t F r o m t h e W e s t In t e r s e c t i o n T o t a l s N: \ 0 5 7 6 \ 0 5 7 \ D e s i g n D o c s \ T r a f f i c D a t a \ C o u n t D a t a \ N - 1 9t h - A v e _ W - B e a l l - S t _ S a t - M i d d a y _ 2 0 1 0 - 0 3 - 2 7 . x l s Printed On: 4/22/2010 Page 1/1 In t e r s e c t i o n : Lo c a t i o n : Da t e C o u n t P e r f o r m e d : Co u n t T i m e P e r i o d : Se a s o n a l A d j u s t m e n t F a c t o r : St r e e t / Ap p r o a c h T o t a l P e a k H o u r Ro a d M o v e m e n t 1 1 : 3 0 1 1 : 4 5 1 2 : 0 0 1 2 : 1 5 1 2 : 3 0 1 2 : 4 5 1 : 0 0 1 : 1 5 1 : 3 0 1 : 4 5 T o t a l % % V o l u m e P H F L 0 0 0 1 1 0 1 3 0 1 7 0 . 3 0 % 0 . 1 4 % 5 0 . 4 2 T 2 2 1 2 3 2 2 1 0 2 1 5 2 3 8 2 3 9 2 4 6 2 3 4 2 3 0 2 5 8 2 3 2 3 9 9 . 1 9 % 4 7 . 5 4 % 9 6 8 0 . 9 4 R 1 1 2 3 1 1 1 1 1 0 1 2 0 . 5 1 % 0 . 2 5 % 3 0 . 7 5 Pe d L 5 5 3 3 0 1 6 1 2 2 2 8 1 . 1 1 % 0 . 5 7 % 1 1 0 . 4 6 T 2 3 3 2 4 4 2 7 6 2 0 9 2 6 3 2 2 1 2 4 4 2 7 6 2 7 3 2 4 9 2 4 8 8 9 8 . 7 7 % 5 0 . 9 2 % 1 0 4 2 0 . 9 4 R 0 0 0 0 0 0 1 0 0 2 3 0 . 1 2 % 0 . 0 6 % 3 0 . 3 8 Pe d L 0 1 0 0 0 0 0 0 0 0 1 1 0 . 0 0 % 0 . 0 2 % 0 0 . 0 0 T 0 0 0 0 0 0 0 0 0 0 0 0 . 0 0 % 0 . 0 0 % 0 0 . 0 0 R 1 1 0 1 0 0 0 2 3 1 9 9 0 . 0 0 % 0 . 1 8 % 6 0 . 5 0 Pe d L 2 1 0 1 0 0 0 0 1 0 5 3 3 . 3 3 % 0 . 1 0 % 1 0 . 2 5 T 0 0 0 0 0 0 0 0 0 0 0 0 . 0 0 % 0 . 0 0 % 0 0 . 0 0 R 0 1 0 3 3 1 0 0 2 0 1 0 6 6 . 6 7 % 0 . 2 0 % 2 0 . 2 5 Pe d 46 3 4 8 6 4 9 1 4 3 6 5 0 6 4 6 3 4 9 9 5 1 7 5 1 2 5 1 3 4 8 8 6 1 0 0 . 0 0 % 2 0 4 1 0 . 9 9 18 7 6 1 9 1 9 1 8 9 6 1 9 0 4 1 9 8 5 1 9 9 1 2 0 4 1 In t e r s e c t i o n T o t a l s Es t i m a t e d I n t e r s e c t i o n T u r n i n g M o v e m e n t C o u n t S u m m a r y No r t h 1 9 t h A v e n u e & R e s s l e r / B i l l i o n F u l l A c c e s s Bo z e m a n , M o n t a n a 3/ 2 7 / 2 0 1 0 Sa t u r d a y , M i d d a y P e a k P e r i o d 1. 0 0 Ho u r l y V o l u m e No t C o u n t e d No t C o u n t e d No t C o u n t e d No t C o u n t e d St a r t T i m e N o r t h 1 9 t h A v e n u e F r o m t h e N o r t h N o r t h 1 9 t h A v e n u e F r o m t h e S o u t h B u s i n e s s / R e s s l e r A c c e s s F r o m t h e E a s t J C B i l l i o n A c c e s s F r o m t h e W e s t C: \ M o r r i s o n - M a i e r l e \ P R O J E C T S \ 0 5 7 6 \ 0 5 7 \ D e s i g n D o c s \ T r a f f i c D a t a \ C o u n t D a t a \ N - 1 9 t h - A v e _ R e s s l e r + B i l l i o n - A c c e s s _ S a t - M i d d a y _ 2 0 1 0 - 0 3 - 2 7 Printed On: 4/25/2010 Page 1/4 IT E L a n d I n d e p e n d e n t T o t a l Us e C o d e L a n d U s e D e s c r i p t i o n V a r i a b l e U n i t s E n t e r E x i t T o t a l E n t e r E x i t T o t a l E n t e r E x i t T o t a l 81 4 Sp e c i a l t y R e t a i l C e n t e r 1 10 0 0 S F G r o s s Le a s a b l e A r e a 2.9 6 5 6 5 1 3 0 4 4 8 5 5 1 0 85 0 Su p e r m a r k e t 2 10 0 0 S F G r o s s Flo o r A r e a 59 . 9 3 , 0 6 1 3 , 0 6 0 6 , 1 2 1 3 1 9 3 0 7 6 2 6 3 2 8 3 1 6 6 4 4 3, 1 2 6 3 , 1 2 5 6 , 2 5 1 3 2 3 3 1 1 6 3 4 3 3 3 3 2 1 6 5 4 1 La n d U s e : 8 1 4 - S p e c i a l t y R e t a i l C e n t e r ( I n d e p e n d e n t V a r i a b l e : 1 , 0 0 0 S q . F e e t G r o s s L e a s a b l e A r e a ) 2 La n d U s e : 8 5 0 - S u p e r m a r k e t ( I n d e p e n d e n t V a r i a b l e : 1 , 0 0 0 S q . F e e t G r o s s F l o o r A r e a ) So u r c e : I T E T r i p G e n e r a t i o n , 7 t h E d i t i o n , I n s t i t u t e o f T r a n s p o r t a t i o n E n g i n e e r s , 2 0 0 3 Av e r a g e T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : T = 1 0 . 7 6 ( X ) 51 % E n t e r i n g 49 % E x i t i n g R 2 = * * * * T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s Av e r a g e T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : T = 1 0 . 4 5 ( X ) 51 % E n t e r i n g 49 % E x i t i n g R2 = * * * * T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s T = 1 0 2 . 2 4 ( X ) 50 % E n t e r i n g 50 % E x i t i n g R 2 = * * * * T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s Di r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : T = 4 4 . 3 2 ( X ) Av e r a g e T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : T = 3 . 4 8 ( X ) 51 % E n t e r i n g 49 % E x i t i n g T = 2 . 7 1 ( X ) 44 % E n t e r i n g 56 % E x i t i n g R 2 = * * * * R2 = * * * * T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s TR I P G E N E R A T I O N C A L C U L A T I O N S - S A F E W A Y E S T I M A T E D T O T A L T R I P S Es t i m a t e d T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : Av e r a g e T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s Av e r a g e W e e k d a y T r i p s A v e r a g e P M P e a k H o u r T r i p s A v g S a t u r d a y P e a k H o u r T r i p s To t a l s 50 % E n t e r i n g 50 % E x i t i n g R2 = * * * * Av e r a g e T r i p G e n e r a t i o n R a t e E q u a t i o n : Av e r a g e V e h i c l e T r i p E n d s O n a : We e k d a y Av e r a g e V e h i c l e T r i p E n d s O n a : We e k d a y , P e a k H o u r o f A d j a c e n t S t r e e t Tr a f f i c , O n e H o u r B e t w e e n 4 a n d 6 p . m . We e k d a y , P e a k H o u r o f A d j a c e n t S t r e e t Tr a f f i c , O n e H o u r B e t w e e n 4 a n d 6 p . m . Av e r a g e V e h i c l e T r i p E n d s O n a : Sa t u r d a y , P e a k H o u r o f G e n e r a t o r Es t i m a t e d V e h i c l e T r i p E n d s O n a : Sa t u r d a y , P e a k H o u r o f G e n e r a t o r Av e r a g e V e h i c l e T r i p E n d s O n a : We e k d a y Av e r a g e V e h i c l e T r i p E n d s O n a : N: \ 0 5 7 6 \ 0 5 7 \ D e s i g n D o c s \ T r a f f i c D a t a \ T r i p G e n e r a t i o n \ T r i p - G e n e r a t i o n _ S a f e w a y _ B o z e m a n . x l s x Printed On: 7/15/2010 Page 2/4 IT E L a n d I n d e p e n d e n t T o t a l Us e C o d e L a n d U s e D e s c r i p t i o n V a r i a b l e U n i t s E n t e r E x i t T o t a l E n t e r E x i t T o t a l E n t e r E x i t T o t a l 81 4 Sp e c i a l t y R e t a i l C e n t e r 1 10 0 0 S F G r o s s Le a s a b l e A r e a 2. 9 3 2 5 0 0 0 0 0 0 85 0 Su p e r m a r k e t 2 10 0 0 S F G r o s s Fl o o r A r e a 59 . 9 1 2 3 1 2 2 2 4 5 1 3 1 2 2 5 1 3 1 3 2 6 12 6 1 2 4 2 5 0 1 3 1 2 2 5 1 3 1 3 2 6 1 La n d U s e : 8 1 4 - S p e c i a l t y R e t a i l C e n t e r ( I n d e p e n d e n t V a r i a b l e : 1 , 0 0 0 S q . F e e t G r o s s L e a s a b l e A r e a ) 2 La n d U s e : 8 5 0 - S u p e r m a r k e t ( I n d e p e n d e n t V a r i a b l e : 1 , 0 0 0 S q . F e e t G r o s s F l o o r A r e a ) As s u m e d T r i p G e n e r a t i o n P e r c e n t a g e s Av e r a g e T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : TR I P G E N E R A T I O N C A L C U L A T I O N S - S A F E W A Y E S T I M A T E D B I C Y C L E & P E D E S T R I A N T R I P S Av e r a g e W e e k d a y T r i p s A v e r a g e P M P e a k H o u r T r i p s A v g S a t u r d a y P e a k H o u r T r i p s To t a l s Av e r a g e V e h i c l e T r i p E n d s O n a : Es t i m a t e d T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : T = 4 % [ 4 4 . 3 2 ( X ) ] 50 % E n t e r i n g 50 % E x i t i n g R2 = * * * * T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s Av e r a g e T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : T = 4 % [ 2 . 7 1 ( X ) ] 44 % E n t e r i n g 56 % E x i t i n g R 2 = * * * * T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s Av e r a g e T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : T = 4 % [ 3 . 4 8 ( X ) ] 51 % E n t e r i n g 49 % E x i t i n g R2 = * * * * T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s 50 % E n t e r i n g 50 % E x i t i n g R 2 = * * * * T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s Av e r a g e T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : We e k d a y Av e r a g e V e h i c l e T r i p E n d s O n a : We e k d a y , P e a k H o u r o f A d j a c e n t S t r e e t Tr a f f i c , O n e H o u r B e t w e e n 4 a n d 6 p . m . T = 4 % [ 1 0 . 7 6 ( X ) ] Es t i m a t e d V e h i c l e T r i p E n d s O n a : Sa t u r d a y , P e a k H o u r o f G e n e r a t o r Av e r a g e V e h i c l e T r i p E n d s O n a : We e k d a y Av e r a g e V e h i c l e T r i p E n d s O n a : We e k d a y , P e a k H o u r o f A d j a c e n t S t r e e t Av e r a g e T r i p G e n e r a t i o n R a t e E q u a t i o n : T = 4 % [ 1 0 2 . 2 4 ( X ) ] T = 4 % [ 1 0 . 4 5 ( X ) ] T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s 51 % E n t e r i n g 49 % E x i t i n g R2 = * * * * T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s Tr a f f i c , O n e H o u r B e t w e e n 4 a n d 6 p . m . Av e r a g e V e h i c l e T r i p E n d s O n a : Sa t u r d a y , P e a k H o u r o f G e n e r a t o r Di r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : 51 % E n t e r i n g 49 % E x i t i n g R 2 = * * * * N: \ 0 5 7 6 \ 0 5 7 \ D e s i g n D o c s \ T r a f f i c D a t a \ T r i p G e n e r a t i o n \ T r i p - G e n e r a t i o n _ S a f e w a y _ B o z e m a n . x l s x Printed On: 7/15/2010 Page 3/4 IT E L a n d I n d e p e n d e n t T o t a l Us e C o d e L a n d U s e D e s c r i p t i o n V a r i a b l e U n i t s E n t e r E x i t T o t a l E n t e r E x i t T o t a l E n t e r E x i t T o t a l 81 4 Sp e c i a l t y R e t a i l C e n t e r 1 10 0 0 S F G r o s s Le a s a b l e A r e a 2. 9 5 5 1 0 0 1 1 1 0 1 85 0 Su p e r m a r k e t 1 10 0 0 S F G r o s s Fl o o r A r e a 59 . 9 7 0 5 7 0 5 1 , 4 1 0 1 1 0 1 0 6 2 1 6 8 2 7 9 1 6 1 71 0 7 1 0 1 , 4 2 0 1 1 0 1 0 7 2 1 7 8 3 7 9 1 6 2 1 La n d U s e : 8 1 4 - S p e c i a l t y R e t a i l C e n t e r ( I n d e p e n d e n t V a r i a b l e : 1 , 0 0 0 S q . F e e t G r o s s L e a s a b l e A r e a ) 2 La n d U s e : 8 5 0 - S u p e r m a r k e t ( I n d e p e n d e n t V a r i a b l e : 1 , 0 0 0 S q . F e e t G r o s s F l o o r A r e a ) So u r c e : I T E T r i p G e n e r a t i o n , 7 t h E d i t i o n , I n s t i t u t e o f T r a n s p o r t a t i o n E n g i n e e r s , 2 0 0 3 No . o f P a s s - B y S u r v e y s : 1 2 S t a n d a r d D e v i a t i o n o f P a s s - B y S u r v e y D a t a : 1 4 % Ra n g e o f S u r v e y e d P a s s - B y R a t e s : 3 8 % S t a n d a r d D e v i a t i o n o f P a s s - B y D a t a M e a n : 1 2 % Av e r a g e P . M . P a s s - B y T r i p % : 3 6 % A s s u m e d W e e k d a y P a s s - B y T r i p % : 2 4 % So u r c e : I T E T r i p G e n e r a t i o n H a n d b o o k , 2 n d E d i t i o n , I n s t i t u t e o f T r a n s p o r t a t i o n E n g i n e e r s , J u n e 2 0 0 4 As s u m e d P a s s - B y T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : T = 1 4 % [ 3 . 4 8 ( X ) - Bic y c l e & P e d e s t r i a n T r i p s ] 51 % E n t e r i n g 49 % E x i t i n g R2 = * * * * T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s As s u m e d P a s s - B y T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : T = 1 4 % [ 2 . 7 1 ( X ) - Bic y c l e & P e d e s t r i a n T r i p s ] 44 % E n t e r i n g 56 % E x i t i n g R2 = * * * * T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s TR I P G E N E R A T I O N C A L C U L A T I O N S - S A F E W A Y E S T I M A T E D P A S S - B Y T R I P S Av e r a g e P a s s - B y T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : Av e r a g e P a s s - B y T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : T = 3 6 % [ 1 0 . 4 5 ( X ) - Bic y c l e & P e d e s t r i a n T r i p s ] 51 % E n t e r i n g 49 % E x i t i n g R2 = * * * * Co e f f i c i e n t o f D e t e r m i n a t i o n : T = 2 4 % [ 1 0 2 . 2 4 ( X ) - Bi c y c l e & P e d e s t r i a n T r i p s ] T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s Av e r a g e W e e k d a y T r i p s A v e r a g e P M P e a k H o u r T r i p s T = 2 6 % [ 1 0 . 7 6 ( X ) - Bic y c l e & P e d e s t r i a n T r i p s ] 51 % E n t e r i n g 49 % E x i t i n g R 2 = * * * * T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s Av g S a t u r d a y P e a k H o u r T r i p s To t a l s T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s 50 % E n t e r i n g 50 % E x i t i n g R 2 = * * * * Av e r a g e P a s s - B y T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : As s u m e d P a s s - B y T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : T = 8 % [ 4 4 . 3 2 ( X ) - Bic y c l e & P e d e s t r i a n T r i p s ] 50 % E n t e r i n g 50 % E x i t i n g R 2 = * * * * T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s Av e r a g e V e h i c l e T r i p E n d s O n a : We e k d a y Av e r a g e V e h i c l e T r i p E n d s O n a : We e k d a y , P e a k H o u r o f A d j a c e n t S t r e e t Tr a f f i c , O n e H o u r B e t w e e n 4 a n d 6 p . m . Es t i m a t e d V e h i c l e T r i p E n d s O n a : Sa t u r d a y , P e a k H o u r o f G e n e r a t o r Av e r a g e V e h i c l e T r i p E n d s O n a : We e k d a y Av e r a g e V e h i c l e T r i p E n d s O n a : Pa s s - B y T r i p G e n e r a t i o n D a t a ) We e k d a y , P e a k H o u r o f A d j a c e n t S t r e e t Tr a f f i c , O n e H o u r B e t w e e n 4 a n d 6 p . m . Av e r a g e V e h i c l e T r i p E n d s O n a : Sa t u r d a y , P e a k H o u r o f G e n e r a t o r (B a s e d o n L a n d U s e 8 2 0 - S h o p p i n g C e n t e r N: \ 0 5 7 6 \ 0 5 7 \ D e s i g n D o c s \ T r a f f i c D a t a \ T r i p G e n e r a t i o n \ T r i p - G e n e r a t i o n _ S a f e w a y _ B o z e m a n . x l s x Printed On: 7/15/2010 Page 4/4 IT E L a n d I n d e p e n d e n t T o t a l Us e C o d e L a n d U s e D e s c r i p t i o n V a r i a b l e U n i t s E n t e r E x i t T o t a l E n t e r E x i t T o t a l E n t e r E x i t T o t a l 81 4 Sp e c i a l t y R e t a i l C e n t e r 1 10 0 0 S F G r o s s Le a s a b l e A r e a 2. 9 5 7 5 8 1 1 5 4 3 7 4 5 9 85 0 Su p e r m a r k e t 2 10 0 0 S F G r o s s Fl o o r A r e a 59 . 9 2 , 2 3 3 2 , 2 3 3 4 , 4 6 6 1 9 6 1 8 9 3 8 5 2 3 3 2 2 4 4 5 7 2, 2 9 0 2 , 2 9 1 4 , 5 8 1 2 0 0 1 9 2 3 9 2 2 3 7 2 2 9 4 6 6 Avg Saturday Peak Hour Trips To t a l s TR I P G E N E R A T I O N C A L C U L A T I O N S - S A F E W A Y E S T I M A T E D N E T N E W T R I P S Av e r a g e W e e k d a y T r i p s A v e r a g e P M P e a k H o u r T r i p s N: \ 0 5 7 6 \ 0 5 7 \ D e s i g n D o c s \ T r a f f i c D a t a \ T r i p G e n e r a t i o n \ T r i p - G e n e r a t i o n _ S a f e w a y _ B o z e m a n . x l s x Printed On: 7/15/2010 Page 1/8 IT E L a n d I n d e p e n d e n t T o t a l Us e C o d e L a n d U s e D e s c r i p t i o n V a r i a b l e U n i t s E n t e r E x i t T o t a l E n t e r E x i t T o t a l E n t e r E x i t T o t a l 81 4 Sp e c i a l t y R e t a i l C e n t e r 1 10 0 0 S q . F e e t Gr o s s Le a s a b l e A r e a 10 . 5 2 3 3 2 3 2 4 6 5 2 1 2 6 4 7 1 9 1 8 3 7 88 1 Ph a r m a c y / D r u g s t o r e w i t h Dr i v e - T h r o u g h W i n d o w 2 10 0 0 S q . F e e t Gr o s s F l o o r A r e a 14 . 5 6 3 9 6 3 9 1 , 2 7 8 6 1 6 4 1 2 5 5 7 5 7 1 1 4 91 2 Dr i v e - i n B a n k 3 Em p l o y e e s 16 5 8 2 5 8 3 1 , 1 6 5 6 6 7 2 1 3 8 6 9 6 7 1 3 6 1, 4 5 4 1 , 4 5 4 2 , 9 0 8 1 4 8 1 6 2 3 1 0 1 4 5 1 4 2 2 8 7 1 La n d U s e : 8 1 4 - S p e c i a l t y R e t a i l C e n t e r Av e r a g e V e h i c l e T r i p E n d s O n a : We e k d a y Av e r a g e V e h i c l e T r i p E n d s O n a : We e k d a y , P e a k H o u r o f A d j a c e n t S t r e e t Tr a f f i c , O n e H o u r B e t w e e n 4 a n d 6 p . m . So u r c e : I T E T r i p G e n e r a t i o n , 7 t h E d i t i o n , I n s t i t u t e o f T r a n s p o r t a t i o n E n g i n e e r s , 2 0 0 3 Es t i m a t e d V e h i c l e T r i p E n d s O n a : Sa t u r d a y , P e a k H o u r o f G e n e r a t o r TR I P G E N E R A T I O N C A L C U L A T I O N S - C V S / p h a r m a c y S I T E E S T I M A T E D T O T A L T R I P S T = 2 . 4 0 ( X ) + 2 1 . 4 8 44 % E n t e r i n g 56 % E x i t i n g R2 = 0 . 9 8 T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s Es t i m a t e d T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : T = 3 . 4 8 ( X ) 51 % E n t e r i n g 49 % E x i t i n g R2 = * * * * T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s Fi t t e d C u r v e T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : Av e r a g e W e e k d a y T r i p s A v e r a g e P M P e a k H o u r T r i p s A v g S a t u r d a y P e a k H o u r T r i p s To t a l s Av e r a g e T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : T = 4 4 . 3 2 ( X ) 50 % E n t e r i n g 50 % E x i t i n g R2 = * * * * T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s N: \ 0 5 7 6 \ 0 5 7 \ D e s i g n D o c s \ T r a f f i c D a t a \ T r i p G e n e r a t i o n \ T r i p - G e n e r a t i o n _ C V S - p h a r m a c y _ B o z e m a n . x l s x Printed On: 7/9/2010 Page 2/8 2 La n d U s e : 8 8 1 - P h a r m a c y / D r u g s t o r e w i t h D r i v e - T h r o u g h W i n d o w Av e r a g e V e h i c l e T r i p E n d s O n a : We e k d a y Av e r a g e V e h i c l e T r i p E n d s O n a : We e k d a y , P e a k H o u r o f A d j a c e n t S t r e e t Tr a f f i c , O n e H o u r B e t w e e n 4 a n d 6 p . m . Av e r a g e V e h i c l e T r i p E n d s O n a : Sa t u r d a y , P e a k H o u r o f G e n e r a t o r 3 La n d U s e : 9 1 2 - D r i v e - i n B a n k Av e r a g e V e h i c l e T r i p E n d s O n a : We e k d a y Av e r a g e V e h i c l e T r i p E n d s O n a : We e k d a y , P e a k H o u r o f A d j a c e n t S t r e e t Tr a f f i c , O n e H o u r B e t w e e n 4 a n d 6 p . m . Av e r a g e V e h i c l e T r i p E n d s O n a : So u r c e : I T E T r i p G e n e r a t i o n , 7 t h E d i t i o n , I n s t i t u t e o f T r a n s p o r t a t i o n E n g i n e e r s , 2 0 0 3 Sa t u r d a y , P e a k H o u r o f G e n e r a t o r Av e r a g e T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : Av e r a g e T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : T = 8 . 6 5 ( X ) 48 % E n t e r i n g 52 % E x i t i n g R 2 = * * * * X = I n d e p e n d e n t V a r i a b l e U n i t s Av e r a g e T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : T = 8 . 4 8 ( X ) 51 % E n t e r i n g 49 % E x i t i n g R 2 = * * * * T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s T = A v e r a g e V e h i c l e T r i p E n d s T = 7 . 8 5 ( X ) 50 % E n t e r i n g 50 % E x i t i n g R 2 = * * * * T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s Co e f f i c i e n t o f D e t e r m i n a t i o n : T = 7 2 . 7 9 ( X ) 50 % E n t e r i n g 50 % E x i t i n g R 2 = * * * * T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s Av e r a g e T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : T = 8 8 . 1 6 ( X ) 50 % E n t e r i n g 50 % E x i t i n g R 2 = 0 . 9 6 T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s Av e r a g e T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : T = 8 . 6 2 ( X ) 49 % E n t e r i n g 51 % E x i t i n g R 2 = * * * * T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s Av e r a g e T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : N: \ 0 5 7 6 \ 0 5 7 \ D e s i g n D o c s \ T r a f f i c D a t a \ T r i p G e n e r a t i o n \ T r i p - G e n e r a t i o n _ C V S - p h a r m a c y _ B o z e m a n . x l s x Printed On: 7/9/2010 Page 3/8 IT E L a n d I n d e p e n d e n t T o t a l Us e C o d e L a n d U s e D e s c r i p t i o n V a r i a b l e U n i t s E n t e r E x i t T o t a l E n t e r E x i t T o t a l E n t e r E x i t T o t a l 81 4 Sp e c i a l t y R e t a i l C e n t e r 1 10 0 0 S q . F e e t Gr o s s Le a s a b l e A r e a 10 . 5 1 3 1 1 3 1 2 6 2 6 6 1 2 6 6 1 2 88 1 Ph a r m a c y / D r u g s t o r e w i t h Dr i v e - T h r o u g h W i n d o w 2 10 0 0 S q . F e e t Gr o s s F l o o r A r e a 14 . 5 1 4 4 1 4 4 2 8 8 6 6 1 2 6 6 1 2 91 2 Dr i v e - i n B a n k 3 Em p l o y e e s 16 3 1 3 1 6 2 3 3 6 3 3 6 30 6 3 0 6 6 1 2 1 5 1 5 3 0 1 5 1 5 3 0 So u r c e : I T E T r i p G e n e r a t i o n H a n d b o o k , 2 n d E d i t i o n , I n s t i t u t e o f T r a n s p o r t a t i o n E n g i n e e r s , J u n e 2 0 0 4 TR I P G E N E R A T I O N C A L C U L A T I O N S - C V S / p h a r m a c y S I T E E S T I M A T E D I N T E R N A L T R I P S Av e r a g e W e e k d a y T r i p s A v e r a g e P M P e a k H o u r T r i p s A v g S a t u r d a y P e a k H o u r T r i p s To t a l s N: \ 0 5 7 6 \ 0 5 7 \ D e s i g n D o c s \ T r a f f i c D a t a \ T r i p G e n e r a t i o n \ T r i p - G e n e r a t i o n _ C V S - p h a r m a c y _ B o z e m a n . x l s x Printed On: 7/9/2010 Page 4/8 IT E L a n d I n d e p e n d e n t T o t a l Us e C o d e L a n d U s e D e s c r i p t i o n V a r i a b l e U n i t s E n t e r E x i t T o t a l E n t e r E x i t T o t a l E n t e r E x i t T o t a l 81 4 Sp e c i a l t y R e t a i l C e n t e r 1 10 0 0 S q . F e e t Gr o s s Le a s a b l e A r e a 10 . 5 4 4 8 0 1 1 0 1 1 88 1 Ph a r m a c y / D r u g s t o r e w i t h Dr i v e - T h r o u g h W i n d o w 2 10 0 0 S q . F e e t Gr o s s F l o o r A r e a 14 . 5 2 0 2 0 4 0 2 3 5 2 2 4 91 2 Dr i v e - i n B a n k 3 Em p l o y e e s 16 2 2 2 2 4 4 2 3 5 3 2 5 46 4 6 9 2 4 7 1 1 5 5 1 0 1 La n d U s e : 8 1 4 - S p e c i a l t y R e t a i l C e n t e r Av e r a g e V e h i c l e T r i p E n d s O n a : We e k d a y Av e r a g e V e h i c l e T r i p E n d s O n a : We e k d a y , P e a k H o u r o f A d j a c e n t S t r e e t Tr a f f i c , O n e H o u r B e t w e e n 4 a n d 6 p . m . As s u m e d T r i p G e n e r a t i o n P e r c e n t a g e s Es t i m a t e d V e h i c l e T r i p E n d s O n a : Sa t u r d a y , P e a k H o u r o f G e n e r a t o r TR I P G E N E R A T I O N C A L C U L A T I O N S - C V S / p h a r m a c y S I T E E S T I M A T E D B I C Y C L E & P E D E S T R I A N T R I P S T = 4 % { [ 2 . 4 0 ( X ) + 2 1 . 4 8 ] - I n t e r n a l T r i p s } 44 % E n t e r i n g 56 % E x i t i n g R2 = 0 . 9 8 T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s Es t i m a t e d B i k e / P e d T r i p G e n e r a t i o n R a t e E q u a t i o n : Di r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : T = 4 % { [ 3 . 4 8 ( X ) ] - I n t e r n a l T r i p s } 51 % E n t e r i n g 49 % E x i t i n g R2 = * * * * T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s Fi t t e d C u r v e B i k e / P e d T r i p G e n e r a t i o n R a t e E q u a t i o n : Di r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : Av e r a g e W e e k d a y T r i p s A v e r a g e P M P e a k H o u r T r i p s A v g S a t u r d a y P e a k H o u r T r i p s To t a l s Av e r a g e B i k e / P e d T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : T = 4 % { [ 4 4 . 3 2 ( X ) ] - I n t e r n a l T r i p s } 50 % E n t e r i n g 50 % E x i t i n g R2 = * * * * T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s N: \ 0 5 7 6 \ 0 5 7 \ D e s i g n D o c s \ T r a f f i c D a t a \ T r i p G e n e r a t i o n \ T r i p - G e n e r a t i o n _ C V S - p h a r m a c y _ B o z e m a n . x l s x Printed On: 7/9/2010 Page 5/8 2 La n d U s e : 8 8 1 - P h a r m a c y / D r u g s t o r e w i t h D r i v e - T h r o u g h W i n d o w Av e r a g e V e h i c l e T r i p E n d s O n a : We e k d a y Av e r a g e V e h i c l e T r i p E n d s O n a : We e k d a y , P e a k H o u r o f A d j a c e n t S t r e e t Tr a f f i c , O n e H o u r B e t w e e n 4 a n d 6 p . m . Av e r a g e V e h i c l e T r i p E n d s O n a : Sa t u r d a y , P e a k H o u r o f G e n e r a t o r 3 La n d U s e : 9 1 2 - D r i v e - i n B a n k Av e r a g e V e h i c l e T r i p E n d s O n a : We e k d a y Av e r a g e V e h i c l e T r i p E n d s O n a : We e k d a y , P e a k H o u r o f A d j a c e n t S t r e e t Tr a f f i c , O n e H o u r B e t w e e n 4 a n d 6 p . m . Av e r a g e V e h i c l e T r i p E n d s O n a : As s u m e d T r i p G e n e r a t i o n P e r c e n t a g e s Sa t u r d a y , P e a k H o u r o f G e n e r a t o r Av e r a g e B i k e / P e d T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : Av e r a g e B i k e / P e d T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : T = 4 % { [ 8 . 6 5 ( X ) ] - I n t e r n a l T r i p s } 48 % E n t e r i n g 52 % E x i t i n g R 2 = * * * * X = I n d e p e n d e n t V a r i a b l e U n i t s Av e r a g e B i k e / P e d T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : T = 4 % { [ 8 . 4 8 ( X ) ] - I n t e r n a l T r i p s } 51 % E n t e r i n g 49 % E x i t i n g R 2 = * * * * T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s T = A v e r a g e V e h i c l e T r i p E n d s T = 4 % { [ 7 . 8 5 ( X ) ] - I n t e r n a l T r i p s } 50 % E n t e r i n g 50 % E x i t i n g R 2 = * * * * T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s Co e f f i c i e n t o f D e t e r m i n a t i o n : T = 4 % { [ 7 2 . 7 9 ( X ) ] - I n t e r n a l T r i p s } 50 % E n t e r i n g 50 % E x i t i n g R 2 = * * * * T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s Av e r a g e B i k e / P e d T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : T = 4 % { [ 8 8 . 1 6 ( X ) ] - I n t e r n a l T r i p s } 50 % E n t e r i n g 50 % E x i t i n g R 2 = 0 . 9 6 T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s Av e r a g e B i k e / P e d T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : T = 4 % { [ 8 . 6 2 ( X ) ] - I n t e r n a l T r i p s } 49 % E n t e r i n g 51 % E x i t i n g R 2 = * * * * T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s Av e r a g e B i k e / P e d T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : N: \ 0 5 7 6 \ 0 5 7 \ D e s i g n D o c s \ T r a f f i c D a t a \ T r i p G e n e r a t i o n \ T r i p - G e n e r a t i o n _ C V S - p h a r m a c y _ B o z e m a n . x l s x Printed On: 7/9/2010 Page 6/8 IT E L a n d I n d e p e n d e n t T o t a l Us e C o d e L a n d U s e D e s c r i p t i o n V a r i a b l e U n i t s E n t e r E x i t T o t a l E n t e r E x i t T o t a l E n t e r E x i t T o t a l 81 4 Sp e c i a l t y R e t a i l C e n t e r 1 10 0 0 S q . F e e t Gr o s s Le a s a b l e A r e a 10 . 5 3 3 3 3 6 6 5 7 1 2 1 2 3 88 1 Ph a r m a c y / D r u g s t o r e w i t h Dr i v e - T h r o u g h W i n d o w 2 10 0 0 S q . F e e t Gr o s s F l o o r A r e a 14 . 5 2 3 3 2 3 3 4 6 6 2 6 2 7 5 3 2 4 2 4 4 8 91 2 Dr i v e - i n B a n k 3 Em p l o y e e s 16 2 4 9 2 4 9 4 9 8 2 9 3 1 6 0 3 0 2 9 5 9 51 5 5 1 5 1 , 0 3 0 6 0 6 5 1 2 5 5 5 5 5 1 1 0 1 La n d U s e : 8 1 4 - S p e c i a l t y R e t a i l C e n t e r Av e r a g e V e h i c l e T r i p E n d s O n a : We e k d a y Av e r a g e V e h i c l e T r i p E n d s O n a : We e k d a y , P e a k H o u r o f A d j a c e n t S t r e e t Tr a f f i c , O n e H o u r B e t w e e n 4 a n d 6 p . m . So u r c e : I T E T r i p G e n e r a t i o n H a n d b o o k , 2 n d E d i t i o n , I n s t i t u t e o f T r a n s p o r t a t i o n E n g i n e e r s , J u n e 2 0 0 4 Av e r a g e W e e k d a y T r i p s A v e r a g e P M P e a k H o u r T r i p s A v g S a t u r d a y P e a k H o u r T r i p s To t a l s Es t i m a t e d V e h i c l e T r i p E n d s O n a : X = I n d e p e n d e n t V a r i a b l e U n i t s Fi t t e d C u r v e P a s s - B y T r i p G e n e r a t i o n R a t e E q u a t i o n : Di r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : Sa t u r d a y , P e a k H o u r o f G e n e r a t o r Av e r a g e P a s s - B y T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : T = 3 4 % { [ 4 4 . 3 2 ( X ) ] - B i k e / P e d - I n t e r n a l T r i p s } 50 % E n t e r i n g 50 % E x i t i n g R2 = * * * * T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s Fi t t e d C u r v e P a s s - B y T r i p G e n e r a t i o n R a t e E q u a t i o n : Di r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : T = 3 4 % { [ 2 . 4 0 ( X ) + 2 1 . 4 8 ] - B i k e / P e d - I n t e r n a l T r i p s } 44 % E n t e r i n g 56 % E x i t i n g R2 = 0 . 9 8 T = A v e r a g e V e h i c l e T r i p E n d s T = 1 4 % { [ 3 . 4 8 ( X ) ] - B i k e / P e d - I n t e r n a l T r i p s } 51 % E n t e r i n g 49 % E x i t i n g R2 = * * * * T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s TR I P G E N E R A T I O N C A L C U L A T I O N S - C V S / p h a r m a c y S I T E E S T I M A T E D P A S S - B Y T R I P S N: \ 0 5 7 6 \ 0 5 7 \ D e s i g n D o c s \ T r a f f i c D a t a \ T r i p G e n e r a t i o n \ T r i p - G e n e r a t i o n _ C V S - p h a r m a c y _ B o z e m a n . x l s x Printed On: 7/9/2010 Page 7/8 2 La n d U s e : 8 8 1 - P h a r m a c y / D r u g s t o r e w i t h D r i v e - T h r o u g h W i n d o w Av e r a g e V e h i c l e T r i p E n d s O n a : We e k d a y Av e r a g e V e h i c l e T r i p E n d s O n a : We e k d a y , P e a k H o u r o f A d j a c e n t S t r e e t Tr a f f i c , O n e H o u r B e t w e e n 4 a n d 6 p . m . Av e r a g e V e h i c l e T r i p E n d s O n a : Sa t u r d a y , P e a k H o u r o f G e n e r a t o r 3 La n d U s e : 9 1 2 - D r i v e - i n B a n k Av e r a g e V e h i c l e T r i p E n d s O n a : We e k d a y Av e r a g e V e h i c l e T r i p E n d s O n a : We e k d a y , P e a k H o u r o f A d j a c e n t S t r e e t Tr a f f i c , O n e H o u r B e t w e e n 4 a n d 6 p . m . Av e r a g e V e h i c l e T r i p E n d s O n a : Sa t u r d a y , P e a k H o u r o f G e n e r a t o r So u r c e : I T E T r i p G e n e r a t i o n H a n d b o o k , 2 n d E d i t i o n , I n s t i t u t e o f T r a n s p o r t a t i o n E n g i n e e r s , J u n e 2 0 0 4 Av e r a g e P a s s - B y T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : T = 4 9 % { [ 8 8 . 1 6 ( X ) ] - B i k e / P e d - I n t e r n a l T r i p s } 50 % E n t e r i n g 50 % E x i t i n g R 2 = 0 . 9 6 T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s Av e r a g e P a s s - B y T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : T = 4 9 % { [ 8 . 6 2 ( X ) ] - B i k e / P e d - I n t e r n a l T r i p s } 49 % E n t e r i n g 51 % E x i t i n g R 2 = * * * * T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s 50 % E n t e r i n g 50 % E x i t i n g R 2 = * * * * T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s Av e r a g e P a s s - B y T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : T = 4 9 % { [ 7 . 8 5 ( X ) ] - B i k e / P e d - I n t e r n a l T r i p s } 50 % E n t e r i n g 50 % E x i t i n g R 2 = * * * * T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s T = 4 7 % { [ 8 . 4 8 ( X ) ] - B i k e / P e d - I n t e r n a l T r i p s } 51 % E n t e r i n g 49 % E x i t i n g R 2 = * * * * T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s T = A v e r a g e V e h i c l e T r i p E n d s X = I n d e p e n d e n t V a r i a b l e U n i t s Av e r a g e P a s s - B y T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : Av e r a g e P a s s - B y T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : T = 4 7 % { [ 8 . 6 5 ( X ) ] - B i k e / P e d - I n t e r n a l T r i p s } 48 % E n t e r i n g 52 % E x i t i n g R 2 = * * * * Av e r a g e P a s s - B y T r i p G e n e r a t i o n R a t e E q u a t i o n : D i r e c t i o n a l D i s t r i b u t i o n : C o e f f i c i e n t o f D e t e r m i n a t i o n : T = 4 7 % { [ 7 2 . 7 9 ( X ) ] - B i k e / P e d - I n t e r n a l T r i p s } N: \ 0 5 7 6 \ 0 5 7 \ D e s i g n D o c s \ T r a f f i c D a t a \ T r i p G e n e r a t i o n \ T r i p - G e n e r a t i o n _ C V S - p h a r m a c y _ B o z e m a n . x l s x Printed On: 7/9/2010 Page 8/8 IT E L a n d I n d e p e n d e n t T o t a l Us e C o d e L a n d U s e D e s c r i p t i o n V a r i a b l e U n i t s E n t e r E x i t T o t a l E n t e r E x i t T o t a l E n t e r E x i t T o t a l 81 4 Sp e c i a l t y R e t a i l C e n t e r 1 10 0 0 S q . F e e t Gr o s s Le a s a b l e A r e a 10 . 5 6 5 6 4 1 2 9 1 0 1 2 2 2 1 2 9 2 1 88 1 Ph a r m a c y / D r u g s t o r e w i t h Dr i v e - T h r o u g h W i n d o w 2 10 0 0 S q . F e e t Gr o s s F l o o r A r e a 14 . 5 2 4 2 2 4 2 4 8 4 2 7 2 8 5 5 2 5 2 5 5 0 91 2 Dr i v e - i n B a n k 3 Em p l o y e e s 16 2 8 0 2 8 1 5 6 1 3 2 3 5 6 7 3 3 3 3 6 6 58 7 5 8 7 1 , 1 7 4 6 9 7 5 1 4 4 7 0 6 7 1 3 7 TR I P G E N E R A T I O N C A L C U L A T I O N S - C V S / p h a r m a c y S I T E E S T I M A T E D N E T N E W T R I P S Av e r a g e W e e k d a y T r i p s A v e r a g e P M P e a k H o u r T r i p s A v g S a t u r d a y P e a k H o u r T r i p s To t a l s N: \ 0 5 7 6 \ 0 5 7 \ D e s i g n D o c s \ T r a f f i c D a t a \ T r i p G e n e r a t i o n \ T r i p - G e n e r a t i o n _ C V S - p h a r m a c y _ B o z e m a n . x l s x Printed On: 7/9/2010 TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T Eastwood Agency/Co. Morrison -Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Weekday, PM Peak Hour Intersection W Main St / Full Access Jurisdiction City of Bozeman / MDT Analysis Year Existing Conditions (2010) Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: West Main Street North/South Street: Ressler / Business Full Access Intersection Orientation: East -West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 0 1011 7 8 1111 0 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 1123 7 8 1234 0 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR Upstream Signal 1 1 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 10 0 9 0 0 0 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 11 0 10 0 0 0 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 5 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LTR LTR v (veh/h) 0 8 21 0 C (m) (veh/h) 722 745 385 v/c 0.00 0.01 0.05 95% queue length 0.00 0.03 0.17 Control Delay (s/veh) 10.0 9.9 14.9 LOS A A B Approach Delay (s/veh) -- -- 14.9 Approach LOS -- -- B Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 8:47 AM TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T Eastwood Agency/Co. Morrison-Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Saturday, Midday Peak Hour Intersection W Main St / Full Access Jurisdiction City of Bozeman / MDT Analysis Year Existing Conditions (2010) Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: West Main Street North/South Street: Ressler / Business Full Access Intersection Orientation: East -West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 0 771 10 12 928 0 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 856 11 13 1031 0 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR Upstream Signal 1 1 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 11 0 10 0 0 0 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 12 0 11 0 0 0 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 5 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LTR LTR v (veh/h) 0 13 23 0 C (m) (veh/h) 758 925 468 v/c 0.00 0.01 0.05 95% queue length 0.00 0.04 0.15 Control Delay (s/veh) 9.7 8.9 13.1 LOS A A B Approach Delay (s/veh) -- -- 13.1 Approach LOS -- -- B Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 8:54 AM TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T Eastwood Agency/Co. Morrison -Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Weekday, PM Peak Hour Intersection W Main St / R-in + R-out Acc Jurisdiction City of Bozeman / MDT Analysis Year Existing Conditions (2010) Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: West Main Street North/South Street: Ressler R-In / R-Out Access Intersection Orientation: East -West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 1018 1121 0 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 1131 0 0 1245 0 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 0 2 0 0 2 0 Configuration T T TR Upstream Signal 0 1 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 0 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 0 0 0 0 0 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 3 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 1 Configuration R Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration R v (veh/h) 0 C (m) (veh/h) 819 v/c 0.00 95% queue length 0.00 Control Delay (s/veh) 9.4 LOS A Approach Delay (s/veh) -- -- Approach LOS -- -- Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 8:58 AM TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T Eastwood Agency/Co. Morrison -Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Saturday Peak Hour Intersection W Main St / R-in + R-out Acc Jurisdiction City of Bozeman / MDT Analysis Year Existing Conditions (2010) Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: West Main Street North/South Street: Ressler R-In / R-Out Access Intersection Orientation: East -West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 781 939 0 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 867 0 0 1043 0 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 0 2 0 0 2 0 Configuration T T TR Upstream Signal 0 1 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 0 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 0 0 0 0 0 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 3 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 1 Configuration R Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration R v (veh/h) 0 C (m) (veh/h) 782 v/c 0.00 95% queue length 0.00 Control Delay (s/veh) 9.6 LOS A Approach Delay (s/veh) -- -- Approach LOS -- -- Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 9:01 AM SHORT REPORT General Information Site Information Analyst T. Eastwood Agency or Co. Morrison-Maierle, Inc. Date Performed 9/2/2010 Time Period Weekday, PM Peak Hour Intersection W Main St / 19th Ave Area Type All other areas Jurisdiction MDT Analysis Year Existing Condition (2010) Volume and Timing Input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of Lanes 2 2 0 2 2 1 1 2 1 1 2 1 Lane Group L TR L T R L T R L T R Volume (vph) 477 712 72 164 757 200 120 580 140 168 500 433 % Heavy Vehicles 1 1 0 1 2 1 1 3 1 1 1 1 PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Pretimed/Actuated (P/A) A A P A A P A A P A A P Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of Effective Green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival Type 2 2 2 2 2 2 2 2 2 2 2 Unit Extension 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Ped/Bike/RTOR Volume 10 0 6 9 0 25 10 0 18 19 0 54 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/Grade/Parking N 2 N N -2 N N -2 N N 4 N Parking/Hour Bus Stops/Hour 0 0 0 0 0 0 0 0 0 0 0 Minimum Pedestrian Time 28.5 31.3 31.9 31.4 Phasing WB Only Thru & RT EB Only 04 Excl. Left SB Only Thru & RT 08 Timing G = 11.0 G = 44.1 G = 28.5 G = G = 25.5 G = 9.3 G = 29.6 G = Y = 0 Y = 0 Y = 6 Y = Y = 0 Y = 0 Y = 6 Y = Duration of Analysis (hrs) = 0.25 Cycle Length C = 160.0 Lane Group Capacity, Control Delay, and LOS Determination EB WB NB SB Adjusted Flow Rate 513 837 176 814 188 129 624 131 181 538 408 Lane Group Capacity 612 1590 241 1234 907 288 656 470 381 853 660 v/c Ratio 0.84 0.53 0.73 0.66 0.21 0.45 0.95 0.28 0.48 0.63 0.62 Green Ratio 0.18 0.45 0.07 0.34 0.56 0.16 0.18 0.29 0.22 0.24 0.42 Uniform Delay d 1 63.5 31.4 73.0 44.5 17.4 60.9 64.5 43.7 54.6 54.1 36.2 Delay Factor k 0.35 0.06 0.25 0.19 0.50 0.04 0.46 0.50 0.04 0.16 0.50 Incremental Delay d 2 9.5 0.2 9.5 1.0 0.5 0.4 23.5 1.5 0.3 1.1 4.3 PF Factor 1.000 1.188 1.000 1.093 1.328 1.000 1.000 1.057 1.016 1.030 1.156 Control Delay 73.0 37.4 82.5 49.7 23.6 61.3 88.0 47.7 55.9 56.9 46.2 Lane Group LOS E D F D C E F D E E D Approach Delay 50.9 50.4 78.1 52.8 Approach LOS D D E D Intersection Delay 56.6 Intersection LOS E Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/2/2010 5:15 PM SHORT REPORT General Information Site Information Analyst T. Eastwood Agency or Co. Morrison-Maierle, Inc. Date Performed 9/2/2010 Time Period Saturday Midday Peak Hour Intersection W Main St / 19th Ave Area Type All other areas Jurisdiction MDT Analysis Year Existing Condition (2010) Volume and Timing Input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of Lanes 2 2 0 2 2 1 1 2 1 1 2 1 Lane Group L TR L T R L T R L T R Volume (vph) 412 526 21 152 540 247 77 397 80 177 406 385 % Heavy Vehicles 1 1 0 1 2 1 1 3 1 1 1 1 PHF 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 Pretimed/Actuated (P/A) A A P A A P A A P A A P Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of Effective Green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival Type 3 3 3 3 3 3 3 3 3 3 3 Unit Extension 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Ped/Bike/RTOR Volume 10 0 2 9 0 31 10 0 10 19 0 48 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/Grade/Parking N 2 N N -2 N N -2 N N 4 N Parking/Hour Bus Stops/Hour 0 0 0 0 0 0 0 0 0 0 0 Minimum Pedestrian Time 28.4 31.3 31.9 31.4 Phasing WB Only Thru & RT EB Only 04 Excl. Left SB Only Thru & RT 08 Timing G = 21.6 G = 13.8 G = 25.3 G = G = 22.0 G = 6.2 G = 35.1 G = Y = 0 Y = 0 Y = 6 Y = Y = 0 Y = 0 Y = 6 Y = Duration of Analysis (hrs) = 0.25 Cycle Length C = 136.0 Lane Group Capacity, Control Delay, and LOS Determination EB WB NB SB Adjusted Flow Rate 416 550 154 545 218 78 401 71 179 410 340 Lane Group Capacity 639 1015 557 932 755 292 915 745 363 1066 767 v/c Ratio 0.65 0.54 0.28 0.58 0.29 0.27 0.44 0.10 0.49 0.38 0.44 Green Ratio 0.19 0.29 0.16 0.26 0.47 0.16 0.26 0.46 0.21 0.30 0.49 Uniform Delay d 1 51.3 40.9 50.3 43.9 22.3 49.9 42.2 20.7 47.6 37.3 22.6 Delay Factor k 0.18 0.08 0.04 0.12 0.50 0.04 0.04 0.50 0.04 0.04 0.50 Incremental Delay d 2 1.9 0.3 0.1 0.6 1.0 0.2 0.1 0.3 0.4 0.1 1.9 PF Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control Delay 53.1 41.2 50.4 44.5 23.2 50.1 42.3 20.9 48.0 37.4 24.5 Lane Group LOS D D D D C D D C D D C Approach Delay 46.3 40.5 40.7 34.7 Approach LOS D D D C Intersection Delay 40.6 Intersection LOS D Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 8:27 AM TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T Eastwood Agency/Co. Morrison -Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Weekday, PM Peak Hour Intersection N 19th Ave / Ressler R- in/Rout Jurisdiction City of Bozeman / MDT Analysis Year Existing Conditions (2010) Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: Ressler R-in / R-out Access North/South Street: North 19th Avenue Intersection Orientation: North -South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 1257 0 1105 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 1396 0 0 1227 0 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 0 2 0 0 2 0 Configuration T TR T Upstream Signal 1 1 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 0 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 0 0 0 0 0 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 -2 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 1 Configuration R Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration R v (veh/h) 0 C (m) (veh/h) 754 v/c 0.00 95% queue length 0.00 Control Delay (s/veh) 9.8 LOS A Approach Delay (s/veh) -- -- Approach LOS -- -- Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 9:06 AM TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T Eastwood Agency/Co. Morrison-Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Saturday, Midday Peak Hour Intersection N 19th Ave / Ressler R- in/Rout Jurisdiction City of Bozeman / MDT Analysis Year Existing Conditions (2010) Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: Ressler R -in / R -out Access North/South Street: North 19th Avenue Intersection Orientation: North -South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 1056 0 968 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 1173 0 0 1075 0 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 0 2 0 0 2 0 Configuration T TR T Upstream Signal 1 1 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 0 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 0 0 0 0 0 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 -2 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 1 Configuration R Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration R v (veh/h) 0 C (m) (veh/h) 781 v/c 0.00 95% queue length 0.00 Control Delay (s/veh) 9.6 LOS A Approach Delay (s/veh) -- -- Approach LOS -- -- Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 9:10 AM TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T Eastwood Agency/Co. Morrison-Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Weekday, PM Peak Hour Intersection N 19th Ave / Ressler+Billion Jurisdiction City of Bozeman / MDT Analysis Year Existing Conditions (2010) Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: Ressler / Billion Access North/South Street: North 19th Avenue Intersection Orientation: North -South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 12 1240 5 7 1101 9 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 13 1377 5 7 1223 10 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR Upstream Signal 1 1 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 0 0 3 1 0 13 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 0 3 1 0 14 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LTR LTR v (veh/h) 13 7 15 3 C (m) (veh/h) 676 638 645 866 v/c 0.02 0.01 0.02 0.00 95% queue length 0.06 0.03 0.07 0.01 Control Delay (s/veh) 10.4 10.7 10.7 9.2 LOS B B B A Approach Delay (s/veh) -- -- 10.7 9.2 Approach LOS -- -- B A Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 9:14 AM TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst Agency/Co. Morrison-Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Saturday, Midday Peak Hour Intersection N 19th Ave / Ressler+Billion Jurisdiction City of Bozeman / MDT Analysis Year Existing Conditions (2010) Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: Ressler / Billion Access North/South Street: North 19th Avenue Intersection Orientation: North -South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 11 1042 3 5 968 3 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 12 1157 3 5 1075 3 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR Upstream Signal 1 1 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 1 0 2 0 0 6 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 1 0 2 0 0 6 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LTR LTR v (veh/h) 12 5 6 3 C (m) (veh/h) 839 809 787 526 v/c 0.01 0.01 0.01 0.01 95% queue length 0.04 0.02 0.02 0.02 Control Delay (s/veh) 9.4 9.5 9.6 11.9 LOS A A A B Approach Delay (s/veh) -- -- 9.6 11.9 Approach LOS -- -- A B Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 9:18 AM Safeway Store 2999 - Traffic Impact Study 09/02/10 Existing Conditions (2010) Analyses 15:51:14 Weekday, PM Peak Hour SIGNAL2000/TEAPAC[Ver 2.81.11] - Capacity Analysis Summary Intersection Averages for Int # 2 - N 19th Ave & W Beall St V/C 0.521 (Critical V/C 0.503) Control Delay 12.3 Level of Service B+ Sq 11 Phase 1 Phase 2 **/** North G/C=0.595 G/C=0.288 G= 50.5"G= 24.5" Y+R= 4.0"Y+R= 6.0" Off= 0.0%Off=64.2% C= 85 sec G= 75.0 sec = 88.2% Y=10.0 sec = 11.8% Ped= 0.0 sec = 0.0% Lane Width/g/C Service Rate Adj HCM L Queue Group Lanes Reqd Used @C (vph) @E Volume v/c Delay S Model 1 SB Approach 11.1 B+ R+ T 24/2 0.353 0.595 1939 1959 1018 0.520 11.1 B+346 ft L 12/1 0.215 0.595 130 175 22 0.124 9.0 A 14 ft NB Approach 11.1 B+ R+ T 24/2 0.362 0.595 2102 2102 1224 0.582 11.2 *B+398 ft L 12/1 0.195 0.595 230 251 33 0.131 8.0 A 18 ft WB Approach 23.8 C+ R+ T+ L 13/1 0.154 0.288 323 428 118 0.276 23.8 C+101 ft EB Approach 24.4 C+ R+ T+ L 13/1 0.175 0.288 282 380 129 0.339 24.4 *C+115 ft Safeway Store 2999 - Traffic Impact Study 09/02/10 Existing Conditions (2010) Analyses 15:53:37 Saturday Peak Hour SIGNAL2000/TEAPAC[Ver 2.81.11] - Capacity Analysis Summary Intersection Averages for Int # 2 - N 19th Ave & W Beall St V/C 0.505 (Critical V/C 0.508) Control Delay 9.9 Level of Service A Sq 11 Phase 1 Phase 2 **/** North G/C=0.638 G/C=0.237 G= 51.0"G= 19.0" Y+R= 4.0"Y+R= 6.0" Off= 0.0%Off=68.8% C= 80 sec G= 70.0 sec = 87.5% Y=10.0 sec = 12.5% Ped= 0.0 sec = 0.0% Lane Width/g/C Service Rate Adj HCM L Queue Group Lanes Reqd Used @C (vph) @E Volume v/c Delay S Model 1 SB Approach 9.3 A R+ T 24/2 0.395 0.638 2105 2105 1201 0.571 9.4 *A 377 ft L 12/1 0.165 0.638 205 252 21 0.083 6.2 A 11 ft NB Approach 7.9 A R+ T 24/2 0.325 0.638 2260 2260 1094 0.484 7.9 A 292 ft L 12/1 0.103 0.638 201 219 19 0.087 5.9 A 9 ft WB Approach 24.9 C+ R+ T+ L 13/1 0.116 0.237 252 350 80 0.229 24.9 C+68 ft EB Approach 26.0 C+ R+ T+ L 13/1 0.147 0.237 218 308 105 0.340 26.0 *C+93 ft TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T Eastwood Agency/Co. Morrison -Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Weekday, PM Peak Hour Intersection W Main St / Full Access Jurisdiction City of Bozeman / MDT Analysis Year 2011 Total Traffic Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: West Main Street North/South Street: Ressler / Business Full Access Intersection Orientation: East -West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 62 1005 7 8 1159 4 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 68 1116 7 8 1287 4 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR Upstream Signal 1 1 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 10 1 9 50 0 7 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 11 1 10 55 0 7 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 5 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LTR LTR v (veh/h) 68 8 22 62 C (m) (veh/h) 676 751 186 183 v/c 0.10 0.01 0.12 0.34 95% queue length 0.33 0.03 0.39 1.41 Control Delay (s/veh) 10.9 9.8 26.9 34.4 LOS B A D D Approach Delay (s/veh) -- -- 26.9 34.4 Approach LOS -- -- D D Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 11:06 AM TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T Eastwood Agency/Co. Morrison-Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Saturday, Midday Peak Hour Intersection W Main St / Full Access Jurisdiction City of Bozeman / MDT Analysis Year 2011 Total Traffic Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: West Main Street North/South Street: Ressler / Business Full Access Intersection Orientation: East -West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 64 774 10 12 983 4 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 71 860 11 13 1092 4 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR Upstream Signal 1 1 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 11 1 10 50 0 8 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 12 1 11 55 0 8 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 5 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LTR LTR v (veh/h) 71 13 24 63 C (m) (veh/h) 712 921 289 185 v/c 0.10 0.01 0.08 0.34 95% queue length 0.33 0.04 0.27 1.42 Control Delay (s/veh) 10.6 9.0 18.6 34.2 LOS B A C D Approach Delay (s/veh) -- -- 18.6 34.2 Approach LOS -- -- C D Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 11:08 AM TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T Eastwood Agency/Co. Morrison -Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Weekday, PM Peak Hour Intersection W Main St / R-in + R-out Acc Jurisdiction City of Bozeman / MDT Analysis Year 2011 Total Traffic Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: West Main Street North/South Street: Ressler R-In / R-Out Access Intersection Orientation: East -West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 1074 1109 67 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 1193 0 0 1232 74 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 0 2 0 0 2 0 Configuration T T TR Upstream Signal 0 1 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 124 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 0 0 0 0 137 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 3 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 1 Configuration R Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration R v (veh/h) 137 C (m) (veh/h) 819 v/c 0.17 95% queue length 0.60 Control Delay (s/veh) 10.3 LOS B Approach Delay (s/veh) -- -- 10.3 Approach LOS -- -- B Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 11:10 AM TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T Eastwood Agency/Co. Morrison -Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Saturday Peak Hour Intersection W Main St / R-in + R-out Acc Jurisdiction City of Bozeman / MDT Analysis Year 2011 Total Traffic Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: West Main Street North/South Street: Ressler R-In / R-Out Access Intersection Orientation: East -West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 848 934 68 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 942 0 0 1037 75 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 0 2 0 0 2 0 Configuration T T TR Upstream Signal 0 1 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 122 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 0 0 0 0 135 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 3 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 1 Configuration R Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration R v (veh/h) 135 C (m) (veh/h) 742 v/c 0.18 95% queue length 0.66 Control Delay (s/veh) 10.9 LOS B Approach Delay (s/veh) -- -- 10.9 Approach LOS -- -- B Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 11:12 AM SHORT REPORT General Information Site Information Analyst T. Eastwood Agency or Co. Morrison-Maierle, Inc. Date Performed 9/3/2010 Time Period Weekday, PM Peak Hour Intersection W Main St / 19th Ave Area Type All other areas Jurisdiction MDT Analysis Year 2011 Total Traffic Volume and Timing Input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of Lanes 2 2 0 2 2 1 1 2 1 1 2 1 Lane Group L TR L T R L T R L T R Volume (vph) 520 727 72 195 817 221 120 606 148 201 501 439 % Heavy Vehicles 1 1 0 1 2 1 1 3 1 1 1 1 PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Pretimed/Actuated (P/A) A A P A A P A A P A A P Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of Effective Green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival Type 2 2 2 2 2 2 2 2 2 2 2 Unit Extension 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Ped/Bike/RTOR Volume 10 0 6 9 0 25 10 0 18 19 0 54 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/Grade/Parking N 2 N N -2 N N -2 N N 4 N Parking/Hour Bus Stops/Hour 0 0 0 0 0 0 0 0 0 0 0 Minimum Pedestrian Time 28.5 31.3 31.9 31.4 Phasing WB Only Thru & RT EB Only 04 Excl. Left SB Only Thru & RT 08 Timing G = 11.0 G = 44.1 G = 28.5 G = G = 25.5 G = 9.3 G = 29.6 G = Y = 0 Y = 0 Y = 6 Y = Y = 0 Y = 0 Y = 6 Y = Duration of Analysis (hrs) = 0.25 Cycle Length C = 160.0 Lane Group Capacity, Control Delay, and LOS Determination EB WB NB SB Adjusted Flow Rate 559 853 210 878 211 129 652 140 216 539 414 Lane Group Capacity 612 1590 241 1234 907 288 656 470 381 853 660 v/c Ratio 0.91 0.54 0.87 0.71 0.23 0.45 0.99 0.30 0.57 0.63 0.63 Green Ratio 0.18 0.45 0.07 0.34 0.56 0.16 0.18 0.29 0.22 0.24 0.42 Uniform Delay d 1 64.5 31.6 73.8 45.5 17.7 60.9 65.1 44.0 55.9 54.1 36.4 Delay Factor k 0.42 0.07 0.38 0.23 0.50 0.04 0.49 0.50 0.10 0.16 0.50 Incremental Delay d 2 17.9 0.2 26.5 1.7 0.6 0.4 33.5 1.6 1.2 1.2 4.5 PF Factor 1.000 1.188 1.000 1.093 1.328 1.000 1.000 1.057 1.016 1.030 1.156 Control Delay 82.4 37.7 100.3 51.4 24.1 61.3 98.6 48.1 58.0 56.9 46.6 Lane Group LOS F D F D C E F D E E D Approach Delay 55.4 54.9 85.7 53.5 Approach LOS E D F D Intersection Delay 60.6 Intersection LOS E Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 11:00 AM SHORT REPORT General Information Site Information Analyst T. Eastwood Agency or Co. Morrison-Maierle, Inc. Date Performed 9/2/2010 Time Period Saturday Midday Peak Hour Intersection W Main St / 19th Ave Area Type All other areas Jurisdiction MDT Analysis Year 2011 Total Traffic Volume and Timing Input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of Lanes 2 2 0 2 2 1 1 2 1 1 2 1 Lane Group L TR L T R L T R L T R Volume (vph) 462 541 21 182 602 272 77 424 89 220 409 391 % Heavy Vehicles 1 1 0 1 2 1 1 3 1 1 1 1 PHF 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 Pretimed/Actuated (P/A) A A P A A P A A P A A P Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of Effective Green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival Type 3 3 3 3 3 3 3 3 3 3 3 Unit Extension 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Ped/Bike/RTOR Volume 10 0 2 9 0 31 10 0 10 19 0 48 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/Grade/Parking N 2 N N -2 N N -2 N N 4 N Parking/Hour Bus Stops/Hour 0 0 0 0 0 0 0 0 0 0 0 Minimum Pedestrian Time 28.4 31.3 31.9 31.4 Phasing WB Only Thru & RT EB Only 04 Excl. Left SB Only Thru & RT 08 Timing G = 21.6 G = 13.8 G = 25.3 G = G = 22.0 G = 6.2 G = 35.1 G = Y = 0 Y = 0 Y = 6 Y = Y = 0 Y = 0 Y = 6 Y = Duration of Analysis (hrs) = 0.25 Cycle Length C = 136.0 Lane Group Capacity, Control Delay, and LOS Determination EB WB NB SB Adjusted Flow Rate 467 565 184 608 243 78 428 80 222 413 346 Lane Group Capacity 639 1015 557 932 755 292 915 745 363 1066 767 v/c Ratio 0.73 0.56 0.33 0.65 0.32 0.27 0.47 0.11 0.61 0.39 0.45 Green Ratio 0.19 0.29 0.16 0.26 0.47 0.16 0.26 0.46 0.21 0.30 0.49 Uniform Delay d 1 52.1 41.1 50.8 44.8 22.7 49.9 42.6 20.8 48.9 37.4 22.7 Delay Factor k 0.25 0.09 0.04 0.18 0.50 0.04 0.04 0.50 0.14 0.04 0.50 Incremental Delay d 2 3.7 0.4 0.1 1.3 1.1 0.2 0.1 0.3 2.2 0.1 1.9 PF Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control Delay 55.9 41.5 50.9 46.1 23.8 50.1 42.7 21.1 51.1 37.5 24.6 Lane Group LOS E D D D C D D C D D C Approach Delay 48.0 41.7 40.7 36.0 Approach LOS D D D D Intersection Delay 41.8 Intersection LOS D Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 11:03 AM TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T Eastwood Agency/Co. Morrison -Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Weekday, PM Peak Hour Intersection N 19th Ave / Ressler R- in/Rout Jurisdiction City of Bozeman / MDT Analysis Year 2011 Total Traffic Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: Ressler R-in / R-out Access North/South Street: North 19th Avenue Intersection Orientation: North -South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 1286 61 1141 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 1428 67 0 1267 0 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 0 2 0 0 2 0 Configuration T TR T Upstream Signal 1 1 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 26 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 0 0 0 0 28 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 -2 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 1 Configuration R Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration R v (veh/h) 28 C (m) (veh/h) 754 v/c 0.04 95% queue length 0.12 Control Delay (s/veh) 10.0 LOS A Approach Delay (s/veh) -- -- 10.0 Approach LOS -- -- A Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 11:13 AM TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T Eastwood Agency/Co. Morrison-Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Saturday, Midday Peak Hour Intersection N 19th Ave / Ressler R- in/Rout Jurisdiction City of Bozeman / MDT Analysis Year 2011 Total Traffic Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: Ressler R -in / R -out Access North/South Street: North 19th Avenue Intersection Orientation: North -South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 1098 60 1020 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 1220 66 0 1133 0 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 0 2 0 0 2 0 Configuration T TR T Upstream Signal 1 1 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 30 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 0 0 0 0 33 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 -2 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 1 Configuration R Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration R v (veh/h) 33 C (m) (veh/h) 781 v/c 0.04 95% queue length 0.13 Control Delay (s/veh) 9.8 LOS A Approach Delay (s/veh) -- -- 9.8 Approach LOS -- -- A Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 11:14 AM TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T Eastwood Agency/Co. Morrison-Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Weekday, PM Peak Hour Intersection N 19th Ave / Ressler+Billion Jurisdiction City of Bozeman / MDT Analysis Year 2011 Total Traffic Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: Ressler / Billion Access North/South Street: North 19th Avenue Intersection Orientation: North -South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 12 1243 57 70 1094 9 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 13 1381 63 77 1215 10 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR Upstream Signal 1 1 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 0 0 3 48 0 57 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 0 3 53 0 63 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LTR LTR v (veh/h) 13 77 116 3 C (m) (veh/h) 681 591 293 866 v/c 0.02 0.13 0.40 0.00 95% queue length 0.06 0.45 1.82 0.01 Control Delay (s/veh) 10.4 12.0 25.1 9.2 LOS B B D A Approach Delay (s/veh) -- -- 25.1 9.2 Approach LOS -- -- D A Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 11:16 AM TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T. Eastwood Agency/Co. Morrison-Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Saturday, Midday Peak Hour Intersection N 19th Ave / Ressler+Billion Jurisdiction City of Bozeman / MDT Analysis Year 2011 Total Traffic Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: Ressler / Billion Access North/South Street: North 19th Avenue Intersection Orientation: North -South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 11 1064 53 78 972 3 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 12 1182 58 86 1080 3 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR Upstream Signal 1 1 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 1 0 2 48 0 56 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 1 0 2 53 0 62 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LTR LTR v (veh/h) 12 86 115 3 C (m) (veh/h) 835 736 381 404 v/c 0.01 0.12 0.30 0.01 95% queue length 0.04 0.40 1.25 0.02 Control Delay (s/veh) 9.4 10.5 18.5 14.0 LOS A B C B Approach Delay (s/veh) -- -- 18.5 14.0 Approach LOS -- -- C B Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 11:17 AM Safeway Store 2999 - Traffic Impact Study 09/03/10 2011 Total Traffic Analyses 11:20:37 Weekday, PM Peak Hour SIGNAL2000/TEAPAC[Ver 2.81.11] - Capacity Analysis Summary Intersection Averages for Int # 2 - N 19th Ave & W Beall St V/C 0.544 (Critical V/C 0.520) Control Delay 12.6 Level of Service B+ Sq 11 Phase 1 Phase 2 **/** North G/C=0.595 G/C=0.288 G= 50.5"G= 24.5" Y+R= 4.0"Y+R= 6.0" Off= 0.0%Off=64.2% C= 85 sec G= 75.0 sec = 88.2% Y=10.0 sec = 11.8% Ped= 0.0 sec = 0.0% Lane Width/g/C Service Rate Adj HCM L Queue Group Lanes Reqd Used @C (vph) @E Volume v/c Delay S Model 1 SB Approach 11.4 B+ R+ T 24/2 0.367 0.595 1940 1960 1072 0.547 11.5 B+372 ft L 12/1 0.215 0.595 117 160 22 0.134 9.3 A 14 ft NB Approach 11.3 B+ R+ T 24/2 0.374 0.595 2102 2102 1271 0.605 11.4 *B+420 ft L 12/1 0.206 0.595 210 231 35 0.152 8.2 A 19 ft WB Approach 23.8 C+ R+ T+ L 13/1 0.157 0.288 321 425 120 0.282 23.8 C+103 ft EB Approach 24.5 C+ R+ T+ L 13/1 0.177 0.288 282 380 131 0.345 24.5 *C+117 ft Safeway Store 2999 - Traffic Impact Study 09/03/10 2011 Total Traffic Analyses 11:24:25 Saturday Peak Hour SIGNAL2000/TEAPAC[Ver 2.81.11] - Capacity Analysis Summary Intersection Averages for Int # 2 - N 19th Ave & W Beall St V/C 0.538 (Critical V/C 0.537) Control Delay 10.2 Level of Service B+ Sq 11 Phase 1 Phase 2 **/** North G/C=0.638 G/C=0.237 G= 51.0"G= 19.0" Y+R= 4.0"Y+R= 6.0" Off= 0.0%Off=68.8% C= 80 sec G= 70.0 sec = 87.5% Y=10.0 sec = 12.5% Ped= 0.0 sec = 0.0% Lane Width/g/C Service Rate Adj HCM L Queue Group Lanes Reqd Used @C (vph) @E Volume v/c Delay S Model 1 SB Approach 9.8 A R+ T 24/2 0.415 0.638 2105 2105 1278 0.607 9.9 *A 416 ft L 12/1 0.165 0.638 180 226 21 0.093 6.4 A 11 ft NB Approach 8.1 A R+ T 24/2 0.343 0.638 2260 2260 1168 0.517 8.2 A 318 ft L 12/1 0.108 0.638 177 195 21 0.108 6.1 A 10 ft WB Approach 25.0 C+ R+ T+ L 13/1 0.119 0.237 248 346 83 0.240 25.0 C+71 ft EB Approach 26.1 C+ R+ T+ L 13/1 0.149 0.237 218 308 108 0.350 26.1 *C+96 ft TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T Eastwood Agency/Co. Morrison -Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Weekday, PM Peak Hour Intersection W Main St / Full Access Jurisdiction City of Bozeman / MDT Analysis Year 2013 Background Traffic Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: West Main Street North/South Street: Ressler / Business Full Access Intersection Orientation: East -West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 0 1071 7 8 1174 0 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 1190 7 8 1304 0 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR Upstream Signal 1 1 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 10 0 9 0 0 0 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 11 0 10 0 0 0 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 5 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LTR LTR v (veh/h) 0 8 21 0 C (m) (veh/h) 666 695 350 v/c 0.00 0.01 0.06 95% queue length 0.00 0.03 0.19 Control Delay (s/veh) 10.4 10.2 15.9 LOS B B C Approach Delay (s/veh) -- -- 15.9 Approach LOS -- -- C Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 11:54 AM TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T Eastwood Agency/Co. Morrison-Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Saturday, Midday Peak Hour Intersection W Main St / Full Access Jurisdiction City of Bozeman / MDT Analysis Year 2013 Background Traffic Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: West Main Street North/South Street: Ressler / Business Full Access Intersection Orientation: East -West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 0 819 10 12 985 0 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 910 11 13 1094 0 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR Upstream Signal 1 1 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 11 0 10 0 0 0 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 12 0 11 0 0 0 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 5 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LTR LTR v (veh/h) 0 13 23 0 C (m) (veh/h) 713 876 435 v/c 0.00 0.01 0.05 95% queue length 0.00 0.05 0.17 Control Delay (s/veh) 10.0 9.2 13.7 LOS B A B Approach Delay (s/veh) -- -- 13.7 Approach LOS -- -- B Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 11:56 AM TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T Eastwood Agency/Co. Morrison -Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Weekday, PM Peak Hour Intersection W Main St / R-in + R-out Acc Jurisdiction City of Bozeman / MDT Analysis Year 2013 Background Traffic Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: West Main Street North/South Street: Ressler R-In / R-Out Access Intersection Orientation: East -West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 1078 1184 0 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 1197 0 0 1315 0 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 0 2 0 0 2 0 Configuration T T TR Upstream Signal 0 1 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 0 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 0 0 0 0 0 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 3 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 1 Configuration R Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration R v (veh/h) 0 C (m) (veh/h) 819 v/c 0.00 95% queue length 0.00 Control Delay (s/veh) 9.4 LOS A Approach Delay (s/veh) -- -- Approach LOS -- -- Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 11:57 AM TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T Eastwood Agency/Co. Morrison -Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Saturday Peak Hour Intersection W Main St / R-in + R-out Acc Jurisdiction City of Bozeman / MDT Analysis Year 2013 Background Traffic Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: West Main Street North/South Street: Ressler R-In / R-Out Access Intersection Orientation: East -West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 829 996 0 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 921 0 0 1106 0 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 0 2 0 0 2 0 Configuration T T TR Upstream Signal 0 1 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 0 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 0 0 0 0 0 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 3 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 1 Configuration R Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration R v (veh/h) 0 C (m) (veh/h) 745 v/c 0.00 95% queue length 0.00 Control Delay (s/veh) 9.8 LOS A Approach Delay (s/veh) -- -- Approach LOS -- -- Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 11:58 AM SHORT REPORT General Information Site Information Analyst T. Eastwood Agency or Co. Morrison-Maierle, Inc. Date Performed 9/3/2010 Time Period Weekday, PM Peak Hour Intersection W Main St / 19th Ave Area Type All other areas Jurisdiction MDT Analysis Year 2013 Background Traffic Volume and Timing Input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of Lanes 2 2 0 2 2 1 1 2 1 1 2 1 Lane Group L TR L T R L T R L T R Volume (vph) 517 745 75 170 790 224 129 612 145 191 539 461 % Heavy Vehicles 1 1 0 1 2 1 1 3 1 1 1 1 PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Pretimed/Actuated (P/A) A A P A A P A A P A A P Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of Effective Green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival Type 2 2 2 2 2 2 2 2 2 2 2 Unit Extension 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Ped/Bike/RTOR Volume 10 0 6 9 0 25 10 0 18 19 0 54 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/Grade/Parking N 2 N N -2 N N -2 N N 4 N Parking/Hour Bus Stops/Hour 0 0 0 0 0 0 0 0 0 0 0 Minimum Pedestrian Time 28.5 31.3 31.9 31.4 Phasing WB Only Thru & RT EB Only 04 Excl. Left SB Only Thru & RT 08 Timing G = 11.0 G = 44.1 G = 28.5 G = G = 25.5 G = 9.3 G = 29.6 G = Y = 0 Y = 0 Y = 6 Y = Y = 0 Y = 0 Y = 6 Y = Duration of Analysis (hrs) = 0.25 Cycle Length C = 160.0 Lane Group Capacity, Control Delay, and LOS Determination EB WB NB SB Adjusted Flow Rate 556 875 183 849 214 139 658 137 205 580 438 Lane Group Capacity 612 1590 241 1234 907 288 656 470 381 853 660 v/c Ratio 0.91 0.55 0.76 0.69 0.24 0.48 1.00 0.29 0.54 0.68 0.66 Green Ratio 0.18 0.45 0.07 0.34 0.56 0.16 0.18 0.29 0.22 0.24 0.42 Uniform Delay d 1 64.5 31.8 73.2 45.1 17.7 61.2 65.2 43.9 55.5 54.9 37.2 Delay Factor k 0.42 0.09 0.28 0.21 0.50 0.04 0.50 0.50 0.08 0.21 0.50 Incremental Delay d 2 17.1 0.2 11.8 1.4 0.6 0.5 35.9 1.6 0.8 1.8 5.2 PF Factor 1.000 1.188 1.000 1.093 1.328 1.000 1.000 1.057 1.016 1.030 1.156 Control Delay 81.6 38.0 85.0 50.6 24.1 61.7 101.1 48.0 57.2 58.3 48.2 Lane Group LOS F D F D C E F D E E D Approach Delay 55.0 51.1 87.5 54.5 Approach LOS D D F D Intersection Delay 60.1 Intersection LOS E Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 12:01 PM SHORT REPORT General Information Site Information Analyst T. Eastwood Agency or Co. Morrison-Maierle, Inc. Date Performed 9/3/2010 Time Period Saturday Midday Peak Hour Intersection W Main St / 19th Ave Area Type All other areas Jurisdiction MDT Analysis Year 2013 Background Traffic Volume and Timing Input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of Lanes 2 2 0 2 2 1 1 2 1 1 2 1 Lane Group L TR L T R L T R L T R Volume (vph) 450 550 25 160 572 268 84 422 85 199 436 410 % Heavy Vehicles 1 1 0 1 2 1 1 3 1 1 1 1 PHF 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 Pretimed/Actuated (P/A) A A P A A P A A P A A P Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of Effective Green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival Type 3 3 3 3 3 3 3 3 3 3 3 Unit Extension 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Ped/Bike/RTOR Volume 10 0 2 9 0 31 10 0 10 19 0 48 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/Grade/Parking N 2 N N -2 N N -2 N N 4 N Parking/Hour Bus Stops/Hour 0 0 0 0 0 0 0 0 0 0 0 Minimum Pedestrian Time 28.4 31.3 31.9 31.4 Phasing WB Only Thru & RT EB Only 04 Excl. Left SB Only Thru & RT 08 Timing G = 21.6 G = 13.8 G = 25.3 G = G = 22.0 G = 6.2 G = 35.1 G = Y = 0 Y = 0 Y = 6 Y = Y = 0 Y = 0 Y = 6 Y = Duration of Analysis (hrs) = 0.25 Cycle Length C = 136.0 Lane Group Capacity, Control Delay, and LOS Determination EB WB NB SB Adjusted Flow Rate 455 579 162 578 239 85 426 76 201 440 366 Lane Group Capacity 639 1014 557 932 755 292 915 745 363 1066 767 v/c Ratio 0.71 0.57 0.29 0.62 0.32 0.29 0.47 0.10 0.55 0.41 0.48 Green Ratio 0.19 0.29 0.16 0.26 0.47 0.16 0.26 0.46 0.21 0.30 0.49 Uniform Delay d 1 51.9 41.3 50.4 44.4 22.6 50.1 42.5 20.7 48.3 37.7 23.1 Delay Factor k 0.24 0.11 0.04 0.15 0.50 0.04 0.04 0.50 0.09 0.04 0.50 Incremental Delay d 2 3.2 0.5 0.1 0.9 1.1 0.2 0.1 0.3 1.1 0.1 2.1 PF Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control Delay 55.1 41.8 50.6 45.3 23.7 50.3 42.7 21.0 49.4 37.8 25.2 Lane Group LOS E D D D C D D C D D C Approach Delay 47.7 40.9 41.0 35.5 Approach LOS D D D D Intersection Delay 41.4 Intersection LOS D Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 12:03 PM TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T Eastwood Agency/Co. Morrison -Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Weekday, PM Peak Hour Intersection N 19th Ave / Ressler R- in/Rout Jurisdiction City of Bozeman / MDT Analysis Year 2013 Background Traffic Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: Ressler R-in / R-out Access North/South Street: North 19th Avenue Intersection Orientation: North -South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 1353 0 1191 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 1503 0 0 1323 0 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 0 2 0 0 2 0 Configuration T TR T Upstream Signal 1 1 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 0 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 0 0 0 0 0 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 -2 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 1 Configuration R Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration R v (veh/h) 0 C (m) (veh/h) 754 v/c 0.00 95% queue length 0.00 Control Delay (s/veh) 9.8 LOS A Approach Delay (s/veh) -- -- Approach LOS -- -- Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 12:05 PM TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T Eastwood Agency/Co. Morrison-Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Saturday, Midday Peak Hour Intersection N 19th Ave / Ressler R- in/Rout Jurisdiction City of Bozeman / MDT Analysis Year 2013 Background Traffic Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: Ressler R -in / R -out Access North/South Street: North 19th Avenue Intersection Orientation: North -South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 1140 0 1045 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 1266 0 0 1161 0 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 0 2 0 0 2 0 Configuration T TR T Upstream Signal 1 1 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 0 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 0 0 0 0 0 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 -2 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 1 Configuration R Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration R v (veh/h) 0 C (m) (veh/h) 781 v/c 0.00 95% queue length 0.00 Control Delay (s/veh) 9.6 LOS A Approach Delay (s/veh) -- -- Approach LOS -- -- Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 12:07 PM TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T Eastwood Agency/Co. Morrison-Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Weekday, PM Peak Hour Intersection N 19th Ave / Ressler+Billion Jurisdiction City of Bozeman / MDT Analysis Year 2013 Background Traffic Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: Ressler / Billion Access North/South Street: North 19th Avenue Intersection Orientation: North -South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 44 1281 5 7 1136 35 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 48 1423 5 7 1262 38 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR Upstream Signal 1 1 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 37 0 53 1 0 13 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 41 0 58 1 0 14 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LTR LTR v (veh/h) 48 7 15 99 C (m) (veh/h) 628 603 603 338 v/c 0.08 0.01 0.02 0.29 95% queue length 0.25 0.04 0.08 1.19 Control Delay (s/veh) 11.2 11.0 11.1 20.0 LOS B B B C Approach Delay (s/veh) -- -- 11.1 20.0 Approach LOS -- -- B C Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 12:08 PM TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T. Eastwood Agency/Co. Morrison-Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Saturday, Midday Peak Hour Intersection N 19th Ave / Ressler+Billion Jurisdiction City of Bozeman / MDT Analysis Year 2013 Background Traffic Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: Ressler / Billion Access North/South Street: North 19th Avenue Intersection Orientation: North -South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 54 1071 3 5 997 40 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 60 1190 3 5 1107 44 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR Upstream Signal 1 1 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 35 0 48 0 0 6 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 38 0 53 0 0 6 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LTR LTR v (veh/h) 60 5 6 91 C (m) (veh/h) 773 778 787 432 v/c 0.08 0.01 0.01 0.21 95% queue length 0.25 0.02 0.02 0.79 Control Delay (s/veh) 10.0 9.7 9.6 15.5 LOS B A A C Approach Delay (s/veh) -- -- 9.6 15.5 Approach LOS -- -- A C Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 12:10 PM Safeway Store 2999 - Traffic Impact Study 09/03/10 2013 Background Traffic Analyses 12:13:11 Weekday, PM Peak Hour SIGNAL2000/TEAPAC[Ver 2.81.11] - Capacity Analysis Summary Intersection Averages for Int # 2 - N 19th Ave & W Beall St V/C 0.552 (Critical V/C 0.536) Control Delay 12.7 Level of Service B+ Sq 11 Phase 1 Phase 2 **/** North G/C=0.595 G/C=0.288 G= 50.5"G= 24.5" Y+R= 4.0"Y+R= 6.0" Off= 0.0%Off=64.2% C= 85 sec G= 75.0 sec = 88.2% Y=10.0 sec = 11.8% Ped= 0.0 sec = 0.0% Lane Width/g/C Service Rate Adj HCM L Queue Group Lanes Reqd Used @C (vph) @E Volume v/c Delay S Model 1 SB Approach 11.5 B+ R+ T 24/2 0.369 0.595 1940 1960 1081 0.552 11.5 B+377 ft L 12/1 0.215 0.595 112 153 22 0.139 9.4 A 14 ft NB Approach 11.5 B+ R+ T 24/2 0.379 0.595 2102 2102 1295 0.616 11.6 *B+432 ft L 12/1 0.228 0.595 207 228 40 0.175 8.5 A 22 ft WB Approach 23.8 C+ R+ T+ L 13/1 0.156 0.288 321 425 119 0.280 23.8 C+102 ft EB Approach 24.8 C+ R+ T+ L 13/1 0.185 0.288 277 374 139 0.372 24.8 *C+125 ft Safeway Store 2999 - Traffic Impact Study 09/03/10 2013 Background Traffic Analyses 12:16:05 Saturday Peak Hour SIGNAL2000/TEAPAC[Ver 2.81.11] - Capacity Analysis Summary Intersection Averages for Int # 2 - N 19th Ave & W Beall St V/C 0.537 (Critical V/C 0.544) Control Delay 10.2 Level of Service B+ Sq 11 Phase 1 Phase 2 **/** North G/C=0.638 G/C=0.237 G= 51.0"G= 19.0" Y+R= 4.0"Y+R= 6.0" Off= 0.0%Off=68.8% C= 80 sec G= 70.0 sec = 87.5% Y=10.0 sec = 12.5% Ped= 0.0 sec = 0.0% Lane Width/g/C Service Rate Adj HCM L Queue Group Lanes Reqd Used @C (vph) @E Volume v/c Delay S Model 1 SB Approach 9.8 A R+ T 24/2 0.416 0.638 2105 2105 1279 0.608 9.9 *A 416 ft L 12/1 0.165 0.638 183 229 21 0.092 6.4 A 11 ft NB Approach 8.1 A R+ T 24/2 0.341 0.638 2260 2260 1159 0.513 8.1 A 315 ft L 12/1 0.108 0.638 176 194 21 0.108 6.1 A 10 ft WB Approach 25.0 C+ R+ T+ L 13/1 0.118 0.237 250 348 81 0.233 25.0 C+69 ft EB Approach 26.3 C+ R+ T+ L 13/1 0.156 0.237 214 302 113 0.372 26.3 *C+101 ft TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T Eastwood Agency/Co. Morrison -Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Weekday, PM Peak Hour Intersection W Main St / Full Access Jurisdiction City of Bozeman / MDT Analysis Year 2013 Total Traffic Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: West Main Street North/South Street: Ressler / Business Full Access Intersection Orientation: East -West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 62 1065 7 8 1222 4 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 68 1183 7 8 1357 4 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR Upstream Signal 1 1 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 10 1 9 50 0 7 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 11 1 10 55 0 7 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 5 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LTR LTR v (veh/h) 68 8 22 62 C (m) (veh/h) 624 699 156 160 v/c 0.11 0.01 0.14 0.39 95% queue length 0.36 0.03 0.48 1.67 Control Delay (s/veh) 11.5 10.2 31.8 41.1 LOS B B D E Approach Delay (s/veh) -- -- 31.8 41.1 Approach LOS -- -- D E Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 12:40 PM TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T Eastwood Agency/Co. Morrison-Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Saturday, Midday Peak Hour Intersection W Main St / Full Access Jurisdiction City of Bozeman / MDT Analysis Year 2013 Total Traffic Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: West Main Street North/South Street: Ressler / Business Full Access Intersection Orientation: East -West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 64 822 10 12 1040 4 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 71 913 11 13 1155 4 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR Upstream Signal 1 1 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 11 1 10 50 0 8 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 12 1 11 55 0 8 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 5 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LTR LTR v (veh/h) 71 13 24 63 C (m) (veh/h) 669 874 256 163 v/c 0.11 0.01 0.09 0.39 95% queue length 0.35 0.05 0.31 1.67 Control Delay (s/veh) 11.0 9.2 20.5 40.4 LOS B A C E Approach Delay (s/veh) -- -- 20.5 40.4 Approach LOS -- -- C E Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 12:43 PM TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T Eastwood Agency/Co. Morrison -Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Weekday, PM Peak Hour Intersection W Main St / R-in + R-out Acc Jurisdiction City of Bozeman / MDT Analysis Year 2013 Total Traffic Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: West Main Street North/South Street: Ressler R-In / R-Out Access Intersection Orientation: East -West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 1134 1172 67 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 1260 0 0 1302 74 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 0 2 0 0 2 0 Configuration T T TR Upstream Signal 0 1 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 124 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 0 0 0 0 137 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 3 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 1 Configuration R Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration R v (veh/h) 137 C (m) (veh/h) 819 v/c 0.17 95% queue length 0.60 Control Delay (s/veh) 10.3 LOS B Approach Delay (s/veh) -- -- 10.3 Approach LOS -- -- B Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 12:45 PM TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T Eastwood Agency/Co. Morrison -Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Saturday Peak Hour Intersection W Main St / R-in + R-out Acc Jurisdiction City of Bozeman / MDT Analysis Year 2013 Total Traffic Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: West Main Street North/South Street: Ressler R-In / R-Out Access Intersection Orientation: East -West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 896 991 68 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 995 0 0 1101 75 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 0 2 0 0 2 0 Configuration T T TR Upstream Signal 0 1 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 122 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 0 0 0 0 135 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 3 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 1 Configuration R Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration R v (veh/h) 135 C (m) (veh/h) 705 v/c 0.19 95% queue length 0.70 Control Delay (s/veh) 11.3 LOS B Approach Delay (s/veh) -- -- 11.3 Approach LOS -- -- B Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 12:46 PM SHORT REPORT General Information Site Information Analyst T. Eastwood Agency or Co. Morrison-Maierle, Inc. Date Performed 9/3/2010 Time Period Weekday, PM Peak Hour Intersection W Main St / 19th Ave Area Type All other areas Jurisdiction MDT Analysis Year 2013 Total Traffic Volume and Timing Input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of Lanes 2 2 0 2 2 1 1 2 1 1 2 1 Lane Group L TR L T R L T R L T R Volume (vph) 560 760 75 201 850 245 129 638 153 224 540 467 % Heavy Vehicles 1 1 0 1 2 1 1 3 1 1 1 1 PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Pretimed/Actuated (P/A) A A P A A P A A P A A P Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of Effective Green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival Type 2 2 2 2 2 2 2 2 2 2 2 Unit Extension 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Ped/Bike/RTOR Volume 10 0 6 9 0 25 10 0 18 19 0 54 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/Grade/Parking N 2 N N -2 N N -2 N N 4 N Parking/Hour Bus Stops/Hour 0 0 0 0 0 0 0 0 0 0 0 Minimum Pedestrian Time 28.5 31.3 31.9 31.4 Phasing WB Only Thru & RT EB Only 04 Excl. Left SB Only Thru & RT 08 Timing G = 11.0 G = 44.1 G = 28.5 G = G = 25.5 G = 9.3 G = 29.6 G = Y = 0 Y = 0 Y = 6 Y = Y = 0 Y = 0 Y = 6 Y = Duration of Analysis (hrs) = 0.25 Cycle Length C = 160.0 Lane Group Capacity, Control Delay, and LOS Determination EB WB NB SB Adjusted Flow Rate 602 891 216 914 237 139 686 145 241 581 444 Lane Group Capacity 612 1590 241 1234 907 288 656 470 381 853 660 v/c Ratio 0.98 0.56 0.90 0.74 0.26 0.48 1.05 0.31 0.63 0.68 0.67 Green Ratio 0.18 0.45 0.07 0.34 0.56 0.16 0.18 0.29 0.22 0.24 0.42 Uniform Delay d 1 65.5 32.0 73.9 46.2 18.0 61.2 65.2 44.2 56.8 54.9 37.4 Delay Factor k 0.48 0.10 0.40 0.26 0.50 0.04 0.50 0.50 0.16 0.21 0.50 Incremental Delay d 2 32.0 0.3 31.3 2.1 0.7 0.5 47.7 1.7 2.6 1.8 5.4 PF Factor 1.000 1.188 1.000 1.093 1.328 1.000 1.000 1.057 1.016 1.030 1.156 Control Delay 97.6 38.3 105.2 52.6 24.6 61.7 112.9 48.4 60.3 58.4 48.6 Lane Group LOS F D F D C E F D E E D Approach Delay 62.2 56.0 95.9 55.3 Approach LOS E E F E Intersection Delay 65.3 Intersection LOS E Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 12:48 PM SHORT REPORT General Information Site Information Analyst T. Eastwood Agency or Co. Morrison-Maierle, Inc. Date Performed 9/3/2010 Time Period Saturday Midday Peak Hour Intersection W Main St / 19th Ave Area Type All other areas Jurisdiction MDT Analysis Year 2013 Total Traffic Volume and Timing Input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of Lanes 2 2 0 2 2 1 1 2 1 1 2 1 Lane Group L TR L T R L T R L T R Volume (vph) 500 565 25 190 634 293 84 449 94 242 439 416 % Heavy Vehicles 1 1 0 1 2 1 1 3 1 1 1 1 PHF 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 Pretimed/Actuated (P/A) A A P A A P A A P A A P Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of Effective Green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival Type 3 3 3 3 3 3 3 3 3 3 3 Unit Extension 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Ped/Bike/RTOR Volume 10 0 2 9 0 31 10 0 10 19 0 48 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/Grade/Parking N 2 N N -2 N N -2 N N 4 N Parking/Hour Bus Stops/Hour 0 0 0 0 0 0 0 0 0 0 0 Minimum Pedestrian Time 28.4 31.3 31.9 31.4 Phasing WB Only Thru & RT EB Only 04 Excl. Left SB Only Thru & RT 08 Timing G = 21.6 G = 13.8 G = 25.3 G = G = 22.0 G = 6.2 G = 35.1 G = Y = 0 Y = 0 Y = 6 Y = Y = 0 Y = 0 Y = 6 Y = Duration of Analysis (hrs) = 0.25 Cycle Length C = 136.0 Lane Group Capacity, Control Delay, and LOS Determination EB WB NB SB Adjusted Flow Rate 505 594 192 640 265 85 454 85 244 443 372 Lane Group Capacity 639 1014 557 932 755 292 915 745 363 1066 767 v/c Ratio 0.79 0.59 0.34 0.69 0.35 0.29 0.50 0.11 0.67 0.42 0.49 Green Ratio 0.19 0.29 0.16 0.26 0.47 0.16 0.26 0.46 0.21 0.30 0.49 Uniform Delay d 1 52.8 41.5 50.9 45.3 23.1 50.1 42.9 20.8 49.6 37.7 23.2 Delay Factor k 0.31 0.12 0.04 0.21 0.50 0.04 0.04 0.50 0.20 0.04 0.50 Incremental Delay d 2 6.1 0.6 0.1 1.8 1.3 0.2 0.2 0.3 3.9 0.1 2.2 PF Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control Delay 58.9 42.1 51.0 47.1 24.3 50.3 43.1 21.2 53.6 37.8 25.4 Lane Group LOS E D D D C D D C D D C Approach Delay 49.8 42.3 41.1 37.1 Approach LOS D D D D Intersection Delay 42.8 Intersection LOS D Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 12:50 PM TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T Eastwood Agency/Co. Morrison -Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Weekday, PM Peak Hour Intersection N 19th Ave / Ressler R- in/Rout Jurisdiction City of Bozeman / MDT Analysis Year 2013 Total Traffic Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: Ressler R-in / R-out Access North/South Street: North 19th Avenue Intersection Orientation: North -South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 1382 61 1231 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 1535 67 0 1367 0 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 0 2 0 0 2 0 Configuration T TR T Upstream Signal 1 1 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 26 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 0 0 0 0 28 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 -2 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 1 Configuration R Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration R v (veh/h) 28 C (m) (veh/h) 754 v/c 0.04 95% queue length 0.12 Control Delay (s/veh) 10.0 LOS A Approach Delay (s/veh) -- -- 10.0 Approach LOS -- -- A Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 12:52 PM TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T Eastwood Agency/Co. Morrison-Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Saturday, Midday Peak Hour Intersection N 19th Ave / Ressler R- in/Rout Jurisdiction City of Bozeman / MDT Analysis Year 2013 Total Traffic Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: Ressler R -in / R -out Access North/South Street: North 19th Avenue Intersection Orientation: North -South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 1182 60 1097 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 1313 66 0 1218 0 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 0 2 0 0 2 0 Configuration T TR T Upstream Signal 1 1 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 30 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 0 0 0 0 33 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 -2 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 1 Configuration R Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration R v (veh/h) 33 C (m) (veh/h) 781 v/c 0.04 95% queue length 0.13 Control Delay (s/veh) 9.8 LOS A Approach Delay (s/veh) -- -- 9.8 Approach LOS -- -- A Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 12:53 PM TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T Eastwood Agency/Co. Morrison-Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Weekday, PM Peak Hour Intersection N 19th Ave / Ressler+Billion Jurisdiction City of Bozeman / MDT Analysis Year 2013 Total Traffic Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: Ressler / Billion Access North/South Street: North 19th Avenue Intersection Orientation: North -South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 44 1284 57 70 1129 35 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 48 1426 63 77 1254 38 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR Upstream Signal 1 1 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 37 0 53 48 0 57 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 41 0 58 53 0 63 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LTR LTR v (veh/h) 48 77 116 99 C (m) (veh/h) 634 560 234 257 v/c 0.08 0.14 0.50 0.39 95% queue length 0.24 0.47 2.52 1.73 Control Delay (s/veh) 11.1 12.5 34.6 27.5 LOS B B D D Approach Delay (s/veh) -- -- 34.6 27.5 Approach LOS -- -- D D Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 12:55 PM TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T. Eastwood Agency/Co. Morrison-Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Saturday, Midday Peak Hour Intersection N 19th Ave / Ressler+Billion Jurisdiction City of Bozeman / MDT Analysis Year 2013 Total Traffic Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: Ressler / Billion Access North/South Street: North 19th Avenue Intersection Orientation: North -South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 54 1093 53 78 1001 40 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 60 1214 58 86 1112 44 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR Upstream Signal 1 1 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 35 0 48 48 0 56 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 38 0 53 53 0 62 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LTR LTR v (veh/h) 60 86 115 91 C (m) (veh/h) 769 709 304 319 v/c 0.08 0.12 0.38 0.29 95% queue length 0.25 0.41 1.70 1.15 Control Delay (s/veh) 10.1 10.8 23.9 20.7 LOS B B C C Approach Delay (s/veh) -- -- 23.9 20.7 Approach LOS -- -- C C Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 12:56 PM Safeway Store 2999 - Traffic Impact Study 09/03/10 2013 Total Traffic Analyses 12:59:25 Weekday, PM Peak Hour SIGNAL2000/TEAPAC[Ver 2.81.11] - Capacity Analysis Summary Intersection Averages for Int # 2 - N 19th Ave & W Beall St V/C 0.576 (Critical V/C 0.553) Control Delay 13.0 Level of Service B+ Sq 11 Phase 1 Phase 2 **/** North G/C=0.595 G/C=0.288 G= 50.5"G= 24.5" Y+R= 4.0"Y+R= 6.0" Off= 0.0%Off=64.2% C= 85 sec G= 75.0 sec = 88.2% Y=10.0 sec = 11.8% Ped= 0.0 sec = 0.0% Lane Width/g/C Service Rate Adj HCM L Queue Group Lanes Reqd Used @C (vph) @E Volume v/c Delay S Model 1 SB Approach 11.9 B+ R+ T 24/2 0.383 0.595 1940 1960 1135 0.579 11.9 B+404 ft L 12/1 0.215 0.595 100 139 22 0.152 9.9 A 14 ft NB Approach 11.8 B+ R+ T 24/2 0.391 0.595 2102 2102 1342 0.638 11.9 *B+457 ft L 12/1 0.245 0.595 188 210 42 0.200 8.8 A 24 ft WB Approach 23.9 C+ R+ T+ L 13/1 0.158 0.288 318 422 121 0.287 23.9 C+104 ft EB Approach 24.8 C+ R+ T+ L 13/1 0.187 0.288 277 374 141 0.377 24.8 *C+127 ft Safeway Store 2999 - Traffic Impact Study 09/03/10 2013 Total Traffic Analyses 13:02:18 Saturday Peak Hour SIGNAL2000/TEAPAC[Ver 2.81.11] - Capacity Analysis Summary Intersection Averages for Int # 2 - N 19th Ave & W Beall St V/C 0.570 (Critical V/C 0.572) Control Delay 10.6 Level of Service B+ Sq 11 Phase 1 Phase 2 **/** North G/C=0.638 G/C=0.237 G= 51.0"G= 19.0" Y+R= 4.0"Y+R= 6.0" Off= 0.0%Off=68.8% C= 80 sec G= 70.0 sec = 87.5% Y=10.0 sec = 12.5% Ped= 0.0 sec = 0.0% Lane Width/g/C Service Rate Adj HCM L Queue Group Lanes Reqd Used @C (vph) @E Volume v/c Delay S Model 1 SB Approach 10.4 B+ R+ T 24/2 0.436 0.638 2105 2105 1355 0.644 10.4 *B+458 ft L 12/1 0.165 0.638 160 205 21 0.102 6.6 A 11 ft NB Approach 8.4 A R+ T 24/2 0.360 0.638 2260 2260 1233 0.546 8.4 A 343 ft L 12/1 0.114 0.638 154 172 23 0.134 6.4 A 11 ft WB Approach 25.1 C+ R+ T+ L 13/1 0.120 0.237 246 343 84 0.245 25.1 C+72 ft EB Approach 26.4 C+ R+ T+ L 13/1 0.158 0.237 214 302 116 0.382 26.4 *C+104 ft TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T Eastwood Agency/Co. Morrison -Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Weekday, PM Peak Hour Intersection W Main St / Full Access Jurisdiction City of Bozeman / MDT Analysis Year 2013 Restricted Access Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: West Main Street North/South Street: Ressler / Business East Access Intersection Orientation: East -West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 1122 7 1230 5 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 1246 7 0 1366 5 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 0 2 0 0 2 0 Configuration T TR T TR Upstream Signal 1 1 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 9 7 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 0 10 0 0 7 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 5 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 1 0 0 1 Configuration R R Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration R R v (veh/h) 10 7 C (m) (veh/h) 822 809 v/c 0.01 0.01 95% queue length 0.04 0.03 Control Delay (s/veh) 9.4 9.5 LOS A A Approach Delay (s/veh) -- -- 9.4 9.5 Approach LOS -- -- A A Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 1:55 PM TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T Eastwood Agency/Co. Morrison-Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Saturday, Midday Peak Hour Intersection W Main St / Full Access Jurisdiction City of Bozeman / MDT Analysis Year 2013 Restricted Access Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: West Main Street North/South Street: Ressler / Business East Access Intersection Orientation: East -West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 880 10 1052 5 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 977 11 0 1168 5 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 0 2 0 0 2 0 Configuration T TR T TR Upstream Signal 1 1 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 10 8 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 0 11 0 0 8 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 5 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 1 0 0 1 Configuration R R Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration R R v (veh/h) 11 8 C (m) (veh/h) 870 667 v/c 0.01 0.01 95% queue length 0.04 0.04 Control Delay (s/veh) 9.2 10.5 LOS A B Approach Delay (s/veh) -- -- 9.2 10.5 Approach LOS -- -- A B Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 1:57 PM TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T Eastwood Agency/Co. Morrison -Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Weekday, PM Peak Hour Intersection W Main St / R-in + R-out Acc Jurisdiction City of Bozeman / MDT Analysis Year 2013 Restricted Access Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: West Main Street North/South Street: Ressler R-In / R-Out Access Intersection Orientation: East -West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 1129 1170 67 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 1254 0 0 1300 74 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 0 2 0 0 2 0 Configuration T T TR Upstream Signal 0 1 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 124 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 0 0 0 0 137 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 3 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 1 Configuration R Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration R v (veh/h) 137 C (m) (veh/h) 819 v/c 0.17 95% queue length 0.60 Control Delay (s/veh) 10.3 LOS B Approach Delay (s/veh) -- -- 10.3 Approach LOS -- -- B Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 1:58 PM TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T Eastwood Agency/Co. Morrison -Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Saturday Peak Hour Intersection W Main St / R-in + R-out Acc Jurisdiction City of Bozeman / MDT Analysis Year 2013 Restricted Access Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: West Main Street North/South Street: Ressler R-In / R-Out Access Intersection Orientation: East -West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 890 992 68 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 988 0 0 1102 75 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 0 2 0 0 2 0 Configuration T T TR Upstream Signal 0 1 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 122 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 0 0 0 0 135 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 3 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 1 Configuration R Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration R v (veh/h) 135 C (m) (veh/h) 705 v/c 0.19 95% queue length 0.70 Control Delay (s/veh) 11.3 LOS B Approach Delay (s/veh) -- -- 11.3 Approach LOS -- -- B Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 1:59 PM SHORT REPORT General Information Site Information Analyst T. Eastwood Agency or Co. Morrison-Maierle, Inc. Date Performed 9/3/2010 Time Period Weekday, PM Peak Hour Intersection W Main St / 19th Ave Area Type All other areas Jurisdiction MDT Analysis Year 2013 Restricted Access Volume and Timing Input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of Lanes 2 2 0 2 2 1 1 2 1 1 2 1 Lane Group L TR L T R L T R L T R Volume (vph) 575 745 75 209 848 237 131 654 145 242 550 475 % Heavy Vehicles 1 1 0 1 2 1 1 3 1 1 1 1 PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Pretimed/Actuated (P/A) A A P A A P A A P A A P Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of Effective Green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival Type 2 2 2 2 2 2 2 2 2 2 2 Unit Extension 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Ped/Bike/RTOR Volume 10 0 6 9 0 25 10 0 18 19 0 54 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/Grade/Parking N 2 N N -2 N N -2 N N 4 N Parking/Hour Bus Stops/Hour 0 0 0 0 0 0 0 0 0 0 0 Minimum Pedestrian Time 28.5 31.3 31.9 31.4 Phasing WB Only Thru & RT EB Only 04 Excl. Left SB Only Thru & RT 08 Timing G = 11.0 G = 44.1 G = 28.5 G = G = 25.5 G = 9.3 G = 29.6 G = Y = 0 Y = 0 Y = 6 Y = Y = 0 Y = 0 Y = 6 Y = Duration of Analysis (hrs) = 0.25 Cycle Length C = 160.0 Lane Group Capacity, Control Delay, and LOS Determination EB WB NB SB Adjusted Flow Rate 618 875 225 912 228 141 703 137 260 591 453 Lane Group Capacity 612 1590 241 1234 907 288 656 470 381 853 660 v/c Ratio 1.01 0.55 0.93 0.74 0.25 0.49 1.07 0.29 0.68 0.69 0.69 Green Ratio 0.18 0.45 0.07 0.34 0.56 0.16 0.18 0.29 0.22 0.24 0.42 Uniform Delay d 1 65.8 31.8 74.1 46.1 17.9 61.3 65.2 43.9 57.5 55.1 37.7 Delay Factor k 0.50 0.09 0.44 0.26 0.50 0.04 0.50 0.50 0.21 0.22 0.50 Incremental Delay d 2 38.8 0.2 39.6 2.1 0.7 0.5 55.9 1.6 4.1 2.0 5.7 PF Factor 1.000 1.188 1.000 1.093 1.328 1.000 1.000 1.057 1.016 1.030 1.156 Control Delay 104.6 38.0 113.8 52.5 24.4 61.8 121.1 48.0 62.6 58.8 49.3 Lane Group LOS F D F D C E F D E E D Approach Delay 65.6 57.9 102.4 56.2 Approach LOS E E F E Intersection Delay 68.2 Intersection LOS E Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 2:01 PM SHORT REPORT General Information Site Information Analyst T. Eastwood Agency or Co. Morrison-Maierle, Inc. Date Performed 9/3/2010 Time Period Saturday Midday Peak Hour Intersection W Main St / 19th Ave Area Type All other areas Jurisdiction MDT Analysis Year 2013 Restricted Access Volume and Timing Input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of Lanes 2 2 0 2 2 1 1 2 1 1 2 1 Lane Group L TR L T R L T R L T R Volume (vph) 515 550 25 202 632 284 86 467 85 260 444 422 % Heavy Vehicles 1 1 0 1 2 1 1 3 1 1 1 1 PHF 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 Pretimed/Actuated (P/A) A A P A A P A A P A A P Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of Effective Green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival Type 3 3 3 3 3 3 3 3 3 3 3 Unit Extension 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Ped/Bike/RTOR Volume 10 0 2 9 0 31 10 0 10 19 0 48 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/Grade/Parking N 2 N N -2 N N -2 N N 4 N Parking/Hour Bus Stops/Hour 0 0 0 0 0 0 0 0 0 0 0 Minimum Pedestrian Time 28.4 31.3 31.9 31.4 Phasing WB Only Thru & RT EB Only 04 Excl. Left SB Only Thru & RT 08 Timing G = 21.6 G = 13.8 G = 25.3 G = G = 22.0 G = 6.2 G = 35.1 G = Y = 0 Y = 0 Y = 6 Y = Y = 0 Y = 0 Y = 6 Y = Duration of Analysis (hrs) = 0.25 Cycle Length C = 136.0 Lane Group Capacity, Control Delay, and LOS Determination EB WB NB SB Adjusted Flow Rate 520 579 204 638 256 87 472 76 263 448 378 Lane Group Capacity 639 1014 557 932 755 292 915 745 363 1066 767 v/c Ratio 0.81 0.57 0.37 0.68 0.34 0.30 0.52 0.10 0.72 0.42 0.49 Green Ratio 0.19 0.29 0.16 0.26 0.47 0.16 0.26 0.46 0.21 0.30 0.49 Uniform Delay d 1 53.1 41.3 51.1 45.3 22.9 50.2 43.2 20.7 50.3 37.8 23.3 Delay Factor k 0.33 0.11 0.04 0.21 0.50 0.04 0.05 0.50 0.25 0.04 0.50 Incremental Delay d 2 7.4 0.5 0.1 1.7 1.2 0.2 0.2 0.3 6.1 0.1 2.3 PF Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control Delay 60.5 41.8 51.2 47.0 24.1 50.4 43.4 21.0 56.4 37.9 25.6 Lane Group LOS E D D D C D D C E D C Approach Delay 50.7 42.5 41.7 38.1 Approach LOS D D D D Intersection Delay 43.4 Intersection LOS D Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 2:04 PM TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T Eastwood Agency/Co. Morrison -Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Weekday, PM Peak Hour Intersection N 19th Ave / Ressler R- in/Rout Jurisdiction City of Bozeman / MDT Analysis Year 2013 Restricted Access Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: Ressler R-in / R-out Access North/South Street: North 19th Avenue Intersection Orientation: North -South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 1381 85 1267 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 1534 94 0 1407 0 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 0 2 0 0 2 0 Configuration T TR T Upstream Signal 1 1 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 26 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 0 0 0 0 28 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 -2 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 1 Configuration R Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration R v (veh/h) 28 C (m) (veh/h) 754 v/c 0.04 95% queue length 0.12 Control Delay (s/veh) 10.0 LOS A Approach Delay (s/veh) -- -- 10.0 Approach LOS -- -- A Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 2:05 PM TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T Eastwood Agency/Co. Morrison-Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Saturday, Midday Peak Hour Intersection N 19th Ave / Ressler R- in/Rout Jurisdiction City of Bozeman / MDT Analysis Year 2013 Restricted Access Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: Ressler R -in / R -out Access North/South Street: North 19th Avenue Intersection Orientation: North -South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 1184 82 1126 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 1315 91 0 1251 0 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 0 2 0 0 2 0 Configuration T TR T Upstream Signal 1 1 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 30 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 0 0 0 0 0 33 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 -2 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 1 Configuration R Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration R v (veh/h) 33 C (m) (veh/h) 781 v/c 0.04 95% queue length 0.13 Control Delay (s/veh) 9.8 LOS A Approach Delay (s/veh) -- -- 9.8 Approach LOS -- -- A Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 2:06 PM TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T Eastwood Agency/Co. Morrison-Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Weekday, PM Peak Hour Intersection N 19th Ave / Ressler+Billion Jurisdiction City of Bozeman / MDT Analysis Year 2013 Restricted Access Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: Ressler / Billion Access North/South Street: North 19th Avenue Intersection Orientation: North -South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 44 1259 81 84 1115 35 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 48 1398 90 93 1238 38 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR Upstream Signal 1 1 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 37 0 53 98 0 57 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 41 0 58 108 0 63 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LTR LTR v (veh/h) 48 93 171 99 C (m) (veh/h) 644 561 185 246 v/c 0.07 0.17 0.92 0.40 95% queue length 0.24 0.59 7.18 1.84 Control Delay (s/veh) 11.0 12.7 99.0 29.2 LOS B B F D Approach Delay (s/veh) -- -- 99.0 29.2 Approach LOS -- -- F D Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 2:08 PM TWO -WAY STOP CONTROL SUMMARY General Information Site Information Analyst T. Eastwood Agency/Co. Morrison-Maierle, Inc. Date Performed 09/03/2010 Analysis Time Period Saturday, Midday Peak Hour Intersection N 19th Ave / Ressler+Billion Jurisdiction City of Bozeman / MDT Analysis Year 2013 Restricted Access Project Description Safeway Store 2999 - Traffic Impact Study (MMI No. 0576.057) East/West Street: Ressler / Billion Access North/South Street: North 19th Avenue Intersection Orientation: North -South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 54 1074 74 99 980 40 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 60 1193 82 110 1088 44 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR Upstream Signal 1 1 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 35 0 48 98 0 56 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h) 38 0 53 108 0 62 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LTR LTR v (veh/h) 60 110 170 91 C (m) (veh/h) 790 707 242 303 v/c 0.08 0.16 0.70 0.30 95% queue length 0.25 0.55 4.67 1.23 Control Delay (s/veh) 9.9 11.0 48.8 21.9 LOS A B E C Approach Delay (s/veh) -- -- 48.8 21.9 Approach LOS -- -- E C Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/3/2010 2:09 PM Safeway Store 2999 - Traffic Impact Study 09/03/10 2013 Restricted Access on West Main Street Analyses 14:12:41 Weekday, PM Peak Hour SIGNAL2000/TEAPAC[Ver 2.81.11] - Capacity Analysis Summary Intersection Averages for Int # 2 - N 19th Ave & W Beall St V/C 0.569 (Critical V/C 0.545) Control Delay 12.9 Level of Service B+ Sq 11 Phase 1 Phase 2 **/** North G/C=0.595 G/C=0.288 G= 50.5"G= 24.5" Y+R= 4.0"Y+R= 6.0" Off= 0.0%Off=64.2% C= 85 sec G= 75.0 sec = 88.2% Y=10.0 sec = 11.8% Ped= 0.0 sec = 0.0% Lane Width/g/C Service Rate Adj HCM L Queue Group Lanes Reqd Used @C (vph) @E Volume v/c Delay S Model 1 SB Approach 11.9 B+ R+ T 24/2 0.383 0.595 1940 1960 1135 0.579 11.9 B+404 ft L 12/1 0.215 0.595 105 146 22 0.146 9.7 A 14 ft NB Approach 11.6 B+ R+ T 24/2 0.385 0.595 2102 2102 1317 0.627 11.7 *B+443 ft L 12/1 0.242 0.595 188 210 41 0.195 8.7 A 23 ft WB Approach 23.9 C+ R+ T+ L 13/1 0.158 0.288 318 422 121 0.287 23.9 C+104 ft EB Approach 24.8 C+ R+ T+ L 13/1 0.187 0.288 277 374 141 0.377 24.8 *C+127 ft Safeway Store 2999 - Traffic Impact Study 09/03/10 2013 with Restricted Access on Main Street Analyses 14:15:51 Saturday Peak Hour SIGNAL2000/TEAPAC[Ver 2.81.11] - Capacity Analysis Summary Intersection Averages for Int # 2 - N 19th Ave & W Beall St V/C 0.567 (Critical V/C 0.572) Control Delay 10.6 Level of Service B+ Sq 11 Phase 1 Phase 2 **/** North G/C=0.638 G/C=0.237 G= 51.0"G= 19.0" Y+R= 4.0"Y+R= 6.0" Off= 0.0%Off=68.8% C= 80 sec G= 70.0 sec = 87.5% Y=10.0 sec = 12.5% Ped= 0.0 sec = 0.0% Lane Width/g/C Service Rate Adj HCM L Queue Group Lanes Reqd Used @C (vph) @E Volume v/c Delay S Model 1 SB Approach 10.4 B+ R+ T 24/2 0.436 0.638 2105 2105 1355 0.644 10.4 *B+458 ft L 12/1 0.165 0.638 166 211 21 0.100 6.5 A 11 ft NB Approach 8.3 A R+ T 24/2 0.355 0.638 2260 2260 1214 0.537 8.4 A 336 ft L 12/1 0.111 0.638 154 172 22 0.128 6.3 A 10 ft WB Approach 25.1 C+ R+ T+ L 13/1 0.120 0.237 246 343 84 0.245 25.1 C+72 ft EB Approach 26.4 C+ R+ T+ L 13/1 0.158 0.237 214 302 116 0.382 26.4 *C+104 ft Page 1/1 Phase Change Intervals YAR = t + V/2d + (W + L)/V YAR =Yellow + All-Red Interval, sec t = Perception/Reaction Time, sec 1 sec used in analyses V = Approach Speed, ft/sec d =Deceleration Rate, ft/sec2 11.2 ft/sec 2 used in analyses W = Width of Intersection, ft L = Length of Vehicle, ft 25 ft used in analyses West Main Street Approaches V =35 mph =51.33 ft/sec W =125 ft YAR =6.21 sec Rounded to Nearest Half-Second =6.00 sec 19th Avenue Approaches V =35 mph =51.33 ft/sec W =125 ft YAR =6.21 sec Rounded to Nearest Half-Second =6.00 sec All-Red Clearance Interval AR = W/V AR =All-Red Clearance Interval, sec West Main Street & 19th Avenue Signal Timing Evaluation N:\0576\057\Design Docs\Traffic Data\Main+19th_Signal-Timing-Evaluation.xlsx 9/3/2010 - 3:44 PM West Main Street Approaches AR =2.44 sec Rounded to Nearest Half-Second =2.50 sec 19th Avenue Approaches AR =2.44 sec Rounded to Nearest Half-Second =2.50 sec Pedestrian Clearance Time PC = WC/VP PC =Pedestrian Clearance Time, sec WC =Width of Crossing, ft VP =Pedestrian Walking Speed, ft/sec 3.5 ft/sec used in analyses West Main Street Approaches (Pedestrian Crossing of 19th Avenue) WC =105 ft PC =30.00 sec Rounded to Nearest Half-Second =30.00 sec 19th Avenue Approaches (Pedestrian Crossing of West Main Street) W =100 ft PC =28.57 sec Rounded to Nearest Half-Second =28.50 sec N:\0576\057\Design Docs\Traffic Data\Main+19th_Signal-Timing-Evaluation.xlsx 9/3/2010 - 3:44 PM Safeway Store 2999 - Traffic Impact Study 09/13/10 Existing Mitigation - Signal Mods with Pedestrian Activity 14:48:20 Weekday, PM Peak Hour SIGNAL2000/TEAPAC[Ver 2.81.11] - Capacity Analysis Summary Intersection Averages for Int # 1 - West Main Street & 19th Avenue V/C 0.591 (Critical V/C 0.800) Control Delay 36.6 Level of Service D+ Sq 16 Phase 1 Phase 2 Phase 3 Phase 4 **/** North G/C=0.402 G/C=0.137 G/C=0.091 G/C=0.266 G= 46.3"G= 15.7"G= 10.5"G= 30.6" Y+R= 6.0"Y+R= 0.0"Y+R= 0.0"Y+R= 6.0" Off= 0.0%Off=45.5%Off=59.1%Off=68.2% C=115 sec G=103.0 sec = 89.6% Y=12.0 sec = 10.4% Ped= 0.0 sec = 0.0% Lane Width/g/C Service Rate Adj HCM L Queue Group Lanes Reqd Used @C (vph) @E Volume v/c Delay S Model 1 SB Approach 26.9 C+ R 12/1 0.418 0.647 878 1006 408 0.406 15.7 B 391 ft T 24/2 0.309 0.402 1035 1420 538 0.379 27.8 C 325 ft L 12/1 0.466 0.402 140 219 181 0.777 49.2 *D 269 ft NB Approach 27.0 C+ R 12/1 0.288 0.556 728 898 131 0.146 16.6 B 133 ft T 24/2 0.323 0.402 1041 1428 624 0.437 28.6 C 387 ft L 12/1 0.349 0.402 172 268 129 0.461 29.9 C 163 ft WB Approach 48.0 D R 12/1 0.313 0.266 81 414 188 0.440 39.9 D+246 ft T 24/2 0.357 0.266 261 952 814 0.855 49.5 *D 628 ft L 24/2 0.254 0.102 1 330 176 0.493 49.9 *D 134 ft EB Approach 41.1 D+ R+ T 24/2 0.365 0.357 795 1249 837 0.670 35.9 D+560 ft L 24/2 0.307 0.193 1 663 513 0.770 49.7 *D 389 ft Safeway Store 2999 - Traffic Impact Study 09/13/10 Existing Mitigation - Signal Mods with Pedestrian Activity 14:52:13 Saturday Midday Peak Hour SIGNAL2000/TEAPAC[Ver 2.81.11] - Capacity Analysis Summary Intersection Averages for Int # 1 - West Main Street & 19th Avenue V/C 0.440 (Critical V/C 0.567) Control Delay 30.0 Level of Service C Sq 14 Phase 1 Phase 2 Phase 3 **/** North m G/C=0.342 G/C=0.271 G/C=0.277 G= 37.6"G= 29.9"G= 30.5" Y+R= 6.0"Y+R= 0.0"Y+R= 6.0" Off= 0.0%Off=39.7%Off=66.8% C=110 sec G= 98.0 sec = 89.1% Y=12.0 sec = 10.9% Ped= 0.0 sec = 0.0% Lane Width/g/C Service Rate Adj HCM L Queue Group Lanes Reqd Used @C (vph) @E Volume v/c Delay S Model 1 SB Approach 22.3 C+ R 12/1 0.351 0.632 919 982 340 0.346 10.5 B+233 ft T 24/2 0.254 0.342 916 1207 410 0.340 27.1 C+223 ft L 12/1 0.334 0.342 189 287 179 0.607 33.6 *C 219 ft NB Approach 24.5 C+ R 12/1 0.232 0.632 958 1021 71 0.070 7.9 A 45 ft T 24/2 0.253 0.342 922 1214 401 0.330 27.0 C+220 ft L 12/1 0.250 0.342 191 290 78 0.262 26.6 C+82 ft WB Approach 35.0 C R 12/1 0.293 0.277 179 442 218 0.489 37.0 D+258 ft T 24/2 0.273 0.277 571 993 545 0.549 34.5 *C 341 ft L 24/2 0.221 0.235 262 824 154 0.187 33.8 C 91 ft EB Approach 35.8 D+ R+ T 24/2 0.275 0.277 562 978 550 0.562 34.8 C 344 ft L 24/2 0.256 0.235 258 812 416 0.512 37.1 *D+262 ft Safeway Store 2999 - Traffic Impact Study 09/13/10 Existing Mitigation - Signal Mods without Pedestrian Activity 14:50:32 Weekday, PM Peak Hour SIGNAL2000/TEAPAC[Ver 2.81.11] - Capacity Analysis Summary Intersection Averages for Int # 1 - West Main Street & 19th Avenue V/C 0.631 (Critical V/C 0.844) Control Delay 29.6 Level of Service C Sq 16 Phase 1 Phase 2 Phase 3 Phase 4 **/** North G/C=0.377 G/C=0.125 G/C=0.097 G/C=0.251 G= 30.1"G= 10.0"G= 7.8"G= 20.1" Y+R= 6.0"Y+R= 0.0"Y+R= 0.0"Y+R= 6.0" Off= 0.0%Off=45.2%Off=57.7%Off=67.4% C= 80 sec G= 68.0 sec = 85.0% Y=12.0 sec = 15.0% Ped= 0.0 sec = 0.0% Lane Width/g/C Service Rate Adj HCM L Queue Group Lanes Reqd Used @C (vph) @E Volume v/c Delay S Model 1 SB Approach 21.2 C+ R 12/1 0.347 0.624 897 969 408 0.421 12.4 B+292 ft T 24/2 0.202 0.377 1197 1328 538 0.405 20.7 C+238 ft L 12/1 0.403 0.377 166 223 181 0.794 42.2 *D+200 ft NB Approach 20.2 C+ R 12/1 0.175 0.527 757 850 131 0.154 12.8 B+99 ft T 24/2 0.224 0.377 1205 1336 624 0.467 21.3 C+285 ft L 12/1 0.268 0.377 206 274 129 0.469 22.4 C+118 ft WB Approach 40.5 D+ R 12/1 0.211 0.251 256 403 188 0.467 30.1 C 183 ft T 24/2 0.272 0.251 734 900 814 0.904 42.5 *D+490 ft L 24/2 0.102 0.075 47 252 176 0.669 42.5 *D+104 ft EB Approach 33.1 C R+ T 24/2 0.284 0.349 1081 1220 837 0.686 26.1 C+411 ft L 24/2 0.198 0.172 420 595 513 0.862 44.6 *D+307 ft Safeway Store 2999 - Traffic Impact Study 09/13/10 Existing Mitigation - Signal Mods without Pedestrian Activity 14:54:00 Saturday Midday Peak Hour SIGNAL2000/TEAPAC[Ver 2.81.11] - Capacity Analysis Summary Intersection Averages for Int # 1 - West Main Street & 19th Avenue V/C 0.479 (Critical V/C 0.606) Control Delay 21.1 Level of Service C+ Sq 14 Phase 1 Phase 2 Phase 3 **/** North G/C=0.320 G/C=0.251 G/C=0.257 G= 22.4"G= 17.6"G= 18.0" Y+R= 6.0"Y+R= 0.0"Y+R= 6.0" Off= 0.0%Off=40.6%Off=65.7% C= 70 sec G= 58.0 sec = 82.9% Y=12.0 sec = 17.1% Ped= 0.0 sec = 0.0% Lane Width/g/C Service Rate Adj HCM L Queue Group Lanes Reqd Used @C (vph) @E Volume v/c Delay S Model 1 SB Approach 15.7 B R 12/1 0.285 0.600 898 932 340 0.365 8.3 A 170 ft T 24/2 0.152 0.320 1040 1129 410 0.363 18.5 B 151 ft L 12/1 0.258 0.320 238 300 179 0.597 23.2 *C+146 ft NB Approach 16.8 B R 12/1 0.113 0.600 936 969 71 0.073 6.0 A 32 ft T 24/2 0.149 0.320 1047 1136 401 0.353 18.4 B 149 ft L 12/1 0.140 0.320 240 303 78 0.257 18.1 B 55 ft WB Approach 24.6 C+ R 12/1 0.208 0.257 305 413 218 0.528 27.1 *C+181 ft T 24/2 0.187 0.257 814 922 545 0.591 23.8 C+234 ft L 24/2 0.074 0.194 559 680 154 0.226 24.0 C+62 ft EB Approach 25.6 C+ R+ T 24/2 0.191 0.257 800 908 550 0.606 24.0 C+236 ft L 24/2 0.157 0.194 549 670 416 0.621 27.6 *C 186 ft Safeway Store 2999 - Traffic Impact Study 09/13/10 2011 Mitigation - Signal Mods with Pedestrian Activity 16:57:43 Weekday, PM Peak Hour SIGNAL2000/TEAPAC[Ver 2.81.11] - Capacity Analysis Summary Intersection Averages for Int # 1 - West Main Street & 19th Avenue V/C 0.681 (Critical V/C 0.825) Control Delay 44.7 Level of Service D+ Sq 54 Phase 1 Phase 2 Phase 3 Phase 4 Phase 5 **/** North G/C=0.080 G/C=0.054 G/C=0.233 G/C=0.244 G/C=0.293 G= 10.0"G= 6.8"G= 29.1"G= 30.5"G= 36.6" Y+R= 0.0"Y+R= 0.0"Y+R= 6.0"Y+R= 0.0"Y+R= 6.0" Off= 0.0%Off= 8.0%Off=13.4%Off=41.5%Off=65.9% C=125 sec G=113.0 sec = 90.4% Y=12.0 sec = 9.6% Ped= 0.0 sec = 0.0% Lane Width/g/C Service Rate Adj HCM L Queue Group Lanes Reqd Used @C (vph) @E Volume v/c Delay S Model 1 SB Approach 37.2 D+ R 12/1 0.443 0.547 646 849 414 0.488 24.8 C+477 ft T 24/2 0.343 0.287 146 1013 539 0.532 40.1 D+392 ft L 12/1 0.132 0.102 166 247 216 0.854 53.7 *D 363 ft NB Approach 44.9 D+ R 12/1 0.324 0.493 553 796 140 0.176 22.1 C+162 ft T 24/2 0.360 0.233 1 826 652 0.788 51.3 *D 536 ft L 12/1 0.060 0.048 92 235 129 0.510 37.2 *D+190 ft WB Approach 45.0 D+ R 12/1 0.352 0.443 433 714 211 0.296 27.3 C+253 ft T 24/2 0.397 0.293 188 1048 878 0.838 50.0 *D 708 ft L 24/2 0.296 0.212 1 737 210 0.282 42.0 D+155 ft EB Approach 50.5 D R+ T 24/2 0.396 0.293 183 1025 853 0.832 49.7 D 683 ft L 24/2 0.348 0.212 1 724 559 0.764 51.7 *D 449 ft Safeway Store 2999 - Traffic Impact Study 09/13/10 2011 Mitigation - Signal Mods with Pedestrian Activity 17:07:19 Saturday Midday Peak Hour SIGNAL2000/TEAPAC[Ver 2.81.11] - Capacity Analysis Summary Intersection Averages for Int # 1 - West Main Street & 19th Avenue V/C 0.490 (Critical V/C 0.620) Control Delay 32.9 Level of Service C Sq 24 Phase 1 Phase 2 Phase 3 Phase 4 **/** North m m G/C=0.102 G/C=0.252 G/C=0.276 G/C=0.265 G= 11.7"G= 29.0"G= 31.8"G= 30.5" Y+R= 0.0"Y+R= 6.0"Y+R= 0.0"Y+R= 6.0" Off= 0.0%Off=10.2%Off=40.6%Off=68.3% C=115 sec G=103.0 sec = 89.6% Y=12.0 sec = 10.4% Ped= 0.0 sec = 0.0% Lane Width/g/C Service Rate Adj HCM L Queue Group Lanes Reqd Used @C (vph) @E Volume v/c Delay S Model 1 SB Approach 23.8 C+ R 12/1 0.363 0.648 945 1007 346 0.344 10.1 B+238 ft T 24/2 0.270 0.354 929 1249 413 0.331 27.3 C+230 ft L 12/1 0.075 0.067 207 295 222 0.735 38.8 *D+300 ft NB Approach 33.5 C R 12/1 0.251 0.546 775 881 80 0.091 12.7 B+63 ft T 24/2 0.272 0.252 271 895 428 0.478 37.0 *D+282 ft L 12/1 0.260 0.252 64 226 78 0.320 35.7 D+96 ft WB Approach 35.5 D+ R 12/1 0.315 0.385 416 620 243 0.392 27.5 C 257 ft T 24/2 0.297 0.265 380 950 608 0.640 38.9 *D+413 ft L 24/2 0.242 0.242 181 847 184 0.217 35.0 D+113 ft EB Approach 38.5 D+ R+ T 24/2 0.292 0.265 374 936 565 0.604 38.1 D+377 ft L 24/2 0.278 0.242 178 834 467 0.560 39.1 *D+308 ft Safeway Store 2999 - Traffic Impact Study 09/13/10 2011 Mitigation - Signal Mods without Pedestrian Activity 17:04:14 Weekday, PM Peak Hour SIGNAL2000/TEAPAC[Ver 2.81.11] - Capacity Analysis Summary Intersection Averages for Int # 1 - West Main Street & 19th Avenue V/C 0.721 (Critical V/C 0.897) Control Delay 36.4 Level of Service D+ Sq 24 Phase 1 Phase 2 Phase 3 Phase 4 **/** North G/C=0.142 G/C=0.211 G/C=0.237 G/C=0.270 G= 12.1"G= 17.9"G= 20.1"G= 22.9" Y+R= 0.0"Y+R= 6.0"Y+R= 0.0"Y+R= 6.0" Off= 0.0%Off=14.2%Off=42.3%Off=66.0% C= 85 sec G= 73.0 sec = 85.9% Y=12.0 sec = 14.1% Ped= 0.0 sec = 0.0% Lane Width/g/C Service Rate Adj HCM L Queue Group Lanes Reqd Used @C (vph) @E Volume v/c Delay S Model 1 SB Approach 23.7 C+ R 12/1 0.359 0.613 869 952 414 0.435 13.8 B+316 ft T 24/2 0.212 0.353 1080 1244 539 0.433 23.3 C+259 ft L 12/1 0.105 0.095 199 254 216 0.850 43.8 *D+262 ft NB Approach 39.8 D+ R 12/1 0.194 0.471 643 760 140 0.184 16.3 B 118 ft T 24/2 0.241 0.211 538 747 652 0.873 44.0 D+414 ft L 12/1 0.244 0.211 104 167 129 0.717 44.4 *D+151 ft WB Approach 37.5 D+ R 12/1 0.236 0.435 576 702 211 0.301 19.3 B 182 ft T 24/2 0.297 0.270 772 966 878 0.909 43.6 *D+552 ft L 24/2 0.130 0.190 454 665 210 0.316 30.0 C 110 ft EB Approach 43.5 D+ R+ T 24/2 0.296 0.270 752 944 853 0.904 43.2 D+531 ft L 24/2 0.221 0.190 446 655 559 0.853 44.0 *D+345 ft Safeway Store 2999 - Traffic Impact Study 09/13/10 2011 Mitigation - Signal Mods without Pedestrian Activity 17:09:23 Saturday Midday Peak Hour SIGNAL2000/TEAPAC[Ver 2.81.11] - Capacity Analysis Summary Intersection Averages for Int # 1 - West Main Street & 19th Avenue V/C 0.543 (Critical V/C 0.704) Control Delay 24.0 Level of Service C+ Sq 24 Phase 1 Phase 2 Phase 3 Phase 4 **/** North G/C=0.144 G/C=0.191 G/C=0.261 G/C=0.245 G= 10.8"G= 14.3"G= 19.6"G= 18.4" Y+R= 0.0"Y+R= 6.0"Y+R= 0.0"Y+R= 6.0" Off= 0.0%Off=14.4%Off=41.4%Off=67.5% C= 75 sec G= 63.0 sec = 84.0% Y=12.0 sec = 16.0% Ped= 0.0 sec = 0.0% Lane Width/g/C Service Rate Adj HCM L Queue Group Lanes Reqd Used @C (vph) @E Volume v/c Delay S Model 1 SB Approach 17.0 B R 12/1 0.295 0.622 932 966 346 0.358 7.9 A 175 ft T 24/2 0.159 0.334 1079 1179 413 0.350 19.0 B 159 ft L 12/1 0.077 0.090 247 303 222 0.733 27.2 *C+206 ft NB Approach 27.1 C+ R 12/1 0.130 0.478 704 772 80 0.104 11.0 B+48 ft T 24/2 0.163 0.191 532 676 428 0.633 29.9 *C 212 ft L 12/1 0.144 0.191 117 174 78 0.424 28.3 C 71 ft WB Approach 24.9 C+ R 12/1 0.230 0.415 587 670 243 0.363 16.6 B 170 ft T 24/2 0.209 0.245 746 877 608 0.693 28.1 *C 293 ft L 24/2 0.092 0.208 588 728 184 0.253 25.0 C+78 ft EB Approach 28.2 C R+ T 24/2 0.201 0.245 734 864 565 0.654 27.2 C+266 ft L 24/2 0.177 0.208 578 717 467 0.651 29.3 *C 223 ft Safeway Store 2999 - Traffic Impact Study 09/13/10 2011 Mitigation - West Main Street Widening Analyses 17:41:21 Weekday, PM Peak Hour SIGNAL2000/TEAPAC[Ver 2.81.11] - Capacity Analysis Summary Intersection Averages for Int # 1 - West Main Street & 19th Avenue V/C 0.576 (Critical V/C 0.733) Control Delay 41.3 Level of Service D+ Sq 26 Phase 1 Phase 2 Phase 3 Phase 4 Phase 5 **/** North m G/C=0.125 G/C=0.248 G/C=0.190 G/C=0.078 G/C=0.236 G= 16.3"G= 32.2"G= 24.7"G= 10.1"G= 30.7" Y+R= 0.0"Y+R= 6.5"Y+R= 3.5"Y+R= 0.0"Y+R= 6.0" Off= 0.0%Off=12.5%Off=42.3%Off=64.0%Off=71.7% C=130 sec G=114.0 sec = 87.7% Y=16.0 sec = 12.3% Ped= 0.0 sec = 0.0% Lane Width/g/C Service Rate Adj HCM L Queue Group Lanes Reqd Used @C (vph) @E Volume v/c Delay S Model 1 SB Approach 30.9 C R 12/1 0.453 0.687 928 1068 414 0.388 15.1 B 424 ft T 24/2 0.359 0.373 634 1315 539 0.410 33.8 C 375 ft L 12/1 0.124 0.094 165 246 216 0.854 54.0 *D 375 ft NB Approach 45.9 D R 12/1 0.339 0.488 517 787 140 0.178 23.4 C+169 ft T 24/2 0.375 0.248 1 877 652 0.742 49.9 *D 539 ft L 12/1 0.366 0.248 1 187 129 0.608 49.7 D 207 ft WB Approach 46.6 D R 14/1 0.360 0.377 258 647 211 0.326 33.5 C 275 ft T 33/3 0.371 0.236 1 1171 878 0.750 50.0 *D 511 ft L 24/2 0.314 0.190 1 647 210 0.315 45.8 *D 164 ft EB Approach 42.1 D+ R+ T 33/3 0.370 0.314 300 1521 853 0.561 40.3 D+447 ft L 24/2 0.364 0.264 1 911 559 0.614 45.0 *D+429 ft Safeway Store 2999 - Traffic Impact Study 09/13/10 2011 Mitigation - West Main Street Widening Analyses 17:47:11 Saturday, Midday Peak Hour SIGNAL2000/TEAPAC[Ver 2.81.11] - Capacity Analysis Summary Intersection Averages for Int # 1 - West Main Street & 19th Avenue V/C 0.483 (Critical V/C 0.590) Control Delay 38.4 Level of Service D+ Sq 44 Phase 1 Phase 2 Phase 3 Phase 4 **/** North m G/C=0.080 G/C=0.260 G/C=0.259 G/C=0.245 G= 9.9"G= 32.5"G= 32.4"G= 30.6" Y+R= 3.5"Y+R= 6.5"Y+R= 3.5"Y+R= 6.0" Off= 0.0%Off=10.8%Off=42.0%Off=70.7% C=125 sec G=105.5 sec = 84.4% Y=19.5 sec = 15.6% Ped= 0.0 sec = 0.0% Lane Width/g/C Service Rate Adj HCM L Queue Group Lanes Reqd Used @C (vph) @E Volume v/c Delay S Model 1 SB Approach 34.1 C R 12/1 0.421 0.571 698 886 362 0.409 21.5 C+398 ft T 24/2 0.329 0.260 1 917 440 0.480 41.0 *D+324 ft L 12/1 0.089 0.080 218 306 237 0.757 40.3 *D+364 ft NB Approach 36.0 D+ R 12/1 0.298 0.571 730 923 76 0.082 16.4 B 84 ft T 24/2 0.331 0.260 1 922 456 0.495 41.2 D+341 ft L 12/1 0.021 0.080 230 324 83 0.252 25.6 C+107 ft WB Approach 39.8 D+ R 14/1 0.366 0.373 283 640 266 0.416 34.4 C 338 ft T 33/3 0.331 0.245 1 1214 647 0.533 42.7 *D+343 ft L 24/2 0.294 0.259 1 909 196 0.216 37.8 D+138 ft EB Approach 42.2 D+ R+ T 33/3 0.327 0.245 1 1197 598 0.500 42.2 D+314 ft L 24/2 0.339 0.259 1 896 497 0.555 42.3 *D+365 ft Safeway Store 2999 - Traffic Impact Study 09/03/10 2013 Background Traffic Mitigation - Signal Timing Mods 17:40:43 Weekday, PM Peak Hour SIGNAL2000/TEAPAC[Ver 2.81.11] - Capacity Analysis Summary Intersection Averages for Int # 1 - West Main Street & 19th Avenue V/C 0.717 (Critical V/C 0.827) Control Delay 49.7 Level of Service D Sq 46 Phase 1 Phase 2 Phase 3 Phase 4 Phase 5 **/** North m G/C=0.195 G/C=0.223 G/C=0.120 G/C=0.105 G/C=0.265 G= 25.3"G= 29.0"G= 15.6"G= 13.6"G= 34.5" Y+R= 0.0"Y+R= 6.0"Y+R= 0.0"Y+R= 0.0"Y+R= 6.0" Off= 0.0%Off=19.5%Off=46.4%Off=58.4%Off=68.9% C=130 sec G=118.0 sec = 90.8% Y=12.0 sec = 9.2% Ped= 0.0 sec = 0.0% Lane Width/g/C Service Rate Adj HCM L Queue Group Lanes Reqd Used @C (vph) @E Volume v/c Delay S Model 1 SB Approach 47.0 D R 12/1 0.464 0.463 436 717 438 0.611 35.1 D+584 ft T 24/2 0.365 0.223 1 777 580 0.737 51.5 *D 480 ft L 12/1 0.343 0.164 1 256 205 0.712 59.4 *E+338 ft NB Approach 52.3 D R 12/1 0.338 0.358 191 570 137 0.237 33.2 C 185 ft T 24/2 0.376 0.223 1 781 658 0.832 56.6 E+576 ft L 12/1 0.323 0.164 1 265 139 0.468 50.4 D 217 ft WB Approach 53.2 D R 12/1 0.367 0.475 487 767 214 0.279 25.9 C+258 ft T 24/2 0.405 0.265 1 950 849 0.894 58.8 *E+746 ft L 24/2 0.310 0.089 1 271 183 0.585 59.7 *E+161 ft EB Approach 47.3 D R+ T 24/2 0.413 0.370 609 1295 875 0.676 39.7 D+648 ft L 24/2 0.363 0.194 1 650 556 0.831 59.3 *E+483 ft Safeway Store 2999 - Traffic Impact Study 09/03/10 2013 Background Traffic Mitigation - Signal Timing Mods 17:44:53 Saturday Midday Peak Hour SIGNAL2000/TEAPAC[Ver 2.81.11] - Capacity Analysis Summary Intersection Averages for Int # 1 - West Main Street & 19th Avenue V/C 0.475 (Critical V/C 0.630) Control Delay 30.7 Level of Service C Sq 14 Phase 1 Phase 2 Phase 3 **/** North m G/C=0.351 G/C=0.263 G/C=0.277 G= 38.6"G= 28.9"G= 30.5" Y+R= 6.0"Y+R= 0.0"Y+R= 6.0" Off= 0.0%Off=40.5%Off=66.8% C=110 sec G= 98.0 sec = 89.1% Y=12.0 sec = 10.9% Ped= 0.0 sec = 0.0% Lane Width/g/C Service Rate Adj HCM L Queue Group Lanes Reqd Used @C (vph) @E Volume v/c Delay S Model 1 SB Approach 23.1 C+ R 12/1 0.362 0.632 919 982 366 0.373 10.8 B+255 ft T 24/2 0.258 0.351 960 1238 440 0.355 26.7 C+238 ft L 12/1 0.363 0.351 189 283 201 0.691 37.4 *D+257 ft NB Approach 24.1 C+ R 12/1 0.235 0.632 958 1021 76 0.074 8.0 A 48 ft T 24/2 0.256 0.351 966 1245 426 0.342 26.5 C+233 ft L 12/1 0.257 0.351 190 284 85 0.291 26.4 C+90 ft WB Approach 35.8 D+ R 12/1 0.302 0.277 179 442 239 0.536 38.3 D+286 ft T 24/2 0.278 0.277 571 993 578 0.582 35.1 *D+365 ft L 24/2 0.222 0.226 195 794 162 0.204 34.6 C 97 ft EB Approach 37.0 D+ R+ T 24/2 0.280 0.277 562 977 579 0.593 35.3 D+366 ft L 24/2 0.262 0.226 191 782 455 0.582 39.0 *D+295 ft Safeway Store 2999 - Traffic Impact Study 09/03/10 2013 Total Traffic Mitigation - Signal Timing Modifications 17:48:57 Weekday, PM Peak Hour SIGNAL2000/TEAPAC[Ver 2.81.11] - Capacity Analysis Summary Intersection Averages for Int # 1 - West Main Street & 19th Avenue V/C 0.727 (Critical V/C 0.870) Control Delay 54.3 Level of Service D Sq 44 Phase 1 Phase 2 Phase 3 Phase 4 **/** North G/C=0.206 G/C=0.218 G/C=0.212 G/C=0.275 G= 27.8"G= 29.4"G= 28.6"G= 37.1" Y+R= 0.0"Y+R= 6.0"Y+R= 0.0"Y+R= 6.0" Off= 0.0%Off=20.6%Off=46.8%Off=68.0% C=135 sec G=123.0 sec = 91.1% Y=12.0 sec = 8.9% Ped= 0.0 sec = 0.0% Lane Width/g/C Service Rate Adj HCM L Queue Group Lanes Reqd Used @C (vph) @E Volume v/c Delay S Model 1 SB Approach 51.1 D R 12/1 0.477 0.445 365 688 444 0.645 39.0 D+629 ft T 24/2 0.380 0.218 1 751 581 0.757 54.6 D 503 ft L 12/1 0.369 0.177 1 278 241 0.775 64.6 *E+415 ft NB Approach 56.9 E+ R 12/1 0.355 0.445 383 717 145 0.202 27.6 C 187 ft T 24/2 0.395 0.218 1 755 686 0.889 64.4 *E+644 ft L 12/1 0.339 0.177 1 286 139 0.434 50.5 D 222 ft WB Approach 55.0 E+ R 12/1 0.389 0.496 515 801 237 0.296 25.7 C+290 ft T 24/2 0.429 0.275 1 986 914 0.927 64.2 *E+845 ft L 24/2 0.330 0.183 1 613 216 0.338 48.4 D 176 ft EB Approach 54.9 D R+ T 24/2 0.387 0.275 1 971 628 0.647 46.7 D 507 ft L 24/2 0.376 0.183 1 603 538 0.854 64.5 *E+493 ft Safeway Store 2999 - Traffic Impact Study 09/03/10 2013 Total Traffic Mitigation - Signal Timing Modifications 17:52:28 Saturday, Midday Peak Hour SIGNAL2000/TEAPAC[Ver 2.81.11] - Capacity Analysis Summary Intersection Averages for Int # 1 - West Main Street & 19th Avenue V/C 0.523 (Critical V/C 0.729) Control Delay 33.5 Level of Service C Sq 14 Phase 1 Phase 2 Phase 3 **/** North m G/C=0.384 G/C=0.246 G/C=0.265 G= 44.2"G= 28.3"G= 30.5" Y+R= 6.0"Y+R= 0.0"Y+R= 6.0" Off= 0.0%Off=43.6%Off=68.3% C=115 sec G=103.0 sec = 89.6% Y=12.0 sec = 10.4% Ped= 0.0 sec = 0.0% Lane Width/g/C Service Rate Adj HCM L Queue Group Lanes Reqd Used @C (vph) @E Volume v/c Delay S Model 1 SB Approach 24.3 C+ R 12/1 0.374 0.648 945 1007 372 0.369 10.4 B+260 ft T 24/2 0.274 0.384 1085 1355 443 0.327 25.1 C+237 ft L 12/1 0.420 0.384 209 304 244 0.787 43.9 *D+340 ft NB Approach 22.7 C+ R 12/1 0.253 0.648 985 1047 85 0.081 7.7 A 54 ft T 24/2 0.275 0.384 1092 1363 454 0.333 25.1 C+247 ft L 12/1 0.271 0.384 220 319 85 0.262 24.7 C+89 ft WB Approach 40.4 D+ R 12/1 0.324 0.265 116 416 265 0.622 43.9 D+343 ft T 24/2 0.302 0.265 380 950 640 0.674 39.7 *D+440 ft L 24/2 0.243 0.211 1 741 192 0.259 38.0 D+123 ft EB Approach 41.5 D+ R+ T 24/2 0.296 0.265 374 935 594 0.635 38.8 D+401 ft L 24/2 0.284 0.211 1 730 505 0.692 44.7 *D+358 ft Safeway Store 2999 - Traffic Impact Study 09/21/10 2013 Total Traffic Mitigation - Signal Coordination 11:00:34 Weekday, PM Peak Hour SIGNAL2000/TEAPAC[Ver 2.81.11] - Capacity Analysis Summary Intersection Averages for Int # 1 - West Main Street & 19th Avenue V/C 0.629 (Critical V/C 0.910) Control Delay 29.0 Level of Service C Sq 14 Phase 1 Phase 2 Phase 3 **/** North G/C=0.410 G/C=0.217 G/C=0.269 G= 47.1"G= 25.0"G= 30.9" Y+R= 6.0"Y+R= 0.0"Y+R= 6.0" Off= 0.0%Off=46.2%Off=67.9% C=115 sec G=103.0 sec = 89.6% Y=12.0 sec = 10.4% Ped= 0.0 sec = 0.0% Lane Width/g/C Service Rate Adj HCM L Queue Group Lanes Reqd Used @C (vph) @E Volume v/c Delay S Model 1 SB Approach 16.5 B R 12/1 0.348 0.645 1002 1002 444 0.443 3.1 A 105 ft T 24/2 0.233 0.410 1404 1446 581 0.402 13.1 B+203 ft L 12/1 0.438 0.410 219 265 241 0.909 49.7 *D 356 ft NB Approach 11.9 B+ R 12/1 0.218 0.645 1041 1041 145 0.139 1.6 A 24 ft T 24/2 0.252 0.410 1412 1454 686 0.472 13.6 B+258 ft L 12/1 0.272 0.410 270 319 139 0.436 14.0 B+102 ft WB Approach 44.1 D+ R 12/1 0.254 0.269 274 431 237 0.550 32.2 C 264 ft T 24/2 0.296 0.269 780 962 914 0.950 49.4 *D 748 ft L 24/2 0.184 0.183 203 640 216 0.338 35.2 D+130 ft EB Approach 39.1 D+ R+ T 24/2 0.242 0.269 767 948 628 0.662 30.0 C 385 ft L 24/2 0.228 0.183 200 630 538 0.854 49.8 *D 417 ft Safeway Store 2999 - Traffic Impact Study 09/21/10 2013 Total Traffic Mitigation - Signal Coordination 10:58:49 Saturday, Midday Peak Hour SIGNAL2000/TEAPAC[Ver 2.81.11] - Capacity Analysis Summary Intersection Averages for Int # 1 - West Main Street & 19th Avenue V/C 0.506 (Critical V/C 0.703) Control Delay 23.6 Level of Service C+ Sq 16 Phase 1 Phase 2 Phase 3 Phase 4 **/** North m G/C=0.366 G/C=0.223 G/C=0.041 G/C=0.265 G= 42.1"G= 25.7"G= 4.8"G= 30.5" Y+R= 6.0"Y+R= 0.0"Y+R= 0.0"Y+R= 6.0" Off= 0.0%Off=41.8%Off=64.1%Off=68.3% C=115 sec G=103.0 sec = 89.6% Y=12.0 sec = 10.4% Ped= 0.0 sec = 0.0% Lane Width/g/C Service Rate Adj HCM L Queue Group Lanes Reqd Used @C (vph) @E Volume v/c Delay S Model 1 SB Approach 14.8 B+ R 12/1 0.316 0.648 1007 1007 372 0.369 2.6 A 80 ft T 24/2 0.211 0.366 1214 1291 443 0.343 16.4 B 173 ft L 12/1 0.352 0.366 259 318 244 0.767 30.6 *C 291 ft NB Approach 14.4 B+ R 12/1 0.196 0.607 980 980 85 0.087 1.4 A 14 ft T 24/2 0.212 0.366 1221 1298 454 0.350 16.5 B 181 ft L 12/1 0.205 0.366 272 332 85 0.256 16.1 B 62 ft WB Approach 32.3 C R 12/1 0.265 0.265 266 426 265 0.622 34.9 C 309 ft T 24/2 0.242 0.265 763 950 640 0.674 30.6 *C 399 ft L 24/2 0.182 0.188 264 661 192 0.290 34.1 *C 113 ft EB Approach 28.5 C R+ T 24/2 0.236 0.307 948 1081 594 0.549 24.1 C+314 ft L 24/2 0.223 0.230 547 793 505 0.637 33.7 *C 318 ft N:\0576\057\Design Docs\Reports\TIS - Appendices\Safeway_TIS _Appendix-G.docx Page 1/4 Figure 1 Driver’s view to the east from West Main Street full access approach. Figure 2 Driver’s view to the south from West Main Street full access approach. N:\0576\057\Design Docs\Reports\TIS - Appendices\Safeway_TIS _Appendix-G.docx Page 2/4 Figure 3 Driver’s view to the west from West Main Street full access approach. Figure 4 Driver’s view to the east from West Main Street right-in, right-out approach. N:\0576\057\Design Docs\Reports\TIS - Appendices\Safeway_TIS _Appendix-G.docx Page 3/4 Figure 5 Driver’s view to the south from North 19th Avenue right-in, right-out approach. Figure 6 Driver’s view to the south from North 19th Avenue full access approach. N:\0576\057\Design Docs\Reports\TIS - Appendices\Safeway_TIS _Appendix-G.docx Page 4/4 Figure 7 Driver’s view to the west from North 19th Avenue full access approach. Figure 8 Driver’s view to the north from North 19th Avenue full access approach. Page 1/1 Analyst: Agency/Co.: Date Performed: Time Period: Morrison-Maierle, Inc. September 8, 2010 PM Peak Two-Way Stop Controlled Intersection Queuing Analysis T. Eastwood Location: Jurisdiction: Analysis Year: West Main Street & Site Full Access Approach MDT / City of Bozeman 2013 Total Traffic EASTBOUND L WESTBOUND L NORTHBOUND Project Description: Safeway Store #2999 (MMI #0576.057.010.000314) SOUTHBOUND 57 0.90 80 56.0 20 0.90 0.78 20.00 25.00 Minimum Calculated Queue Storage, SM (ft) = Minimum Design Queue Storage, SD' (ft) = Ideal Design Storage, SD (ft) = Volume for Movement, V (veh/h) = Peak Hour Factor, PHF = Capacity for Movement, C (veh/h)= Average Delay Per Vehicle, d (sec/veh)= Analysis Time Period, T (hr) = 62 0.90 90 46.2 0.25 8 0.90 699 10.2 0.25 SOUTHBOUND Adjusted Flow Rate, VA (veh/h)=69 9 22 63 75 38.4 0.25 EASTBOUND L WESTBOUND L NORTHBOUND Calculated Queue Analyses Results 0.25 Vehicle Service Rate, µ (veh/min) =1.30 5.88 1.56 1.07 Vehicle Arrival Rate, (veh/min) =1.15 0.15 0.37 1.05 Probability of No Vehicles, P0 =11.45% 97.45% 76.53% 2.00% Traffic Intensity Term, (/µ) =0.89 0.03 0.23 0.98 HCM 95% Queue Length, Q95 (veh) =3.94 0.04 1.07 3.91 HCM Avg Queue Length, QA (veh) =0.89 0.03 0.23 0.98 0.23 0.01 100.00 25.00 100.00 78.82 21.44 78.26 80.00 20.00 80.00 Input Data for Queue Analyses 0.27 0.43 95% Queue Storage Ratio = 1.04 0.01 1.22 1.72 Minimim Queue Spacing, QSM (ft) =20.0 20.0 20.0 20.0 Design Queue Spacing, QSD (ft) =25.0 25.0 25.0 25.0 Available Queue Storage, SA (ft) =95.0 100.0 22.0 57.0 Average Queue Storage Ratio = N:\0576\057\Design Docs\Traffic Data\Queuing Analyses\West-Main-Street_Full-Access_PM_2013-Total.xlsx Printed On: 9/30/2010 Page 1/1 Analyst: Agency/Co.: Date Performed: Time Period: Morrison-Maierle, Inc. September 8, 2010 PM Peak Two-Way Stop Controlled Intersection Queuing Analysis T. Eastwood Location: Jurisdiction: Analysis Year: North 19th Avenue & Site Full Access Approach MDT / City of Bozeman 2013 Total Traffic NORTHBOUND L SOUTHBOUND L EASTBOUND Project Description: Safeway Store #2999 (MMI #0576.057.010.000314) WESTBOUND 105 0.90 80 30.8 90 0.90 9.63 20.00 25.00 Minimum Calculated Queue Storage, SM (ft) = Minimum Design Queue Storage, SD' (ft) = Ideal Design Storage, SD (ft) = Volume for Movement, V (veh/h) = Peak Hour Factor, PHF = Capacity for Movement, C (veh/h)= Average Delay Per Vehicle, d (sec/veh)= Analysis Time Period, T (hr) = 44 0.90 90 54.9 0.25 70 0.90 560 12.5 0.25 WESTBOUND Adjusted Flow Rate, VA (veh/h)=49 78 100 117 130 55.3 0.25 NORTHBOUND L SOUTHBOUND L EASTBOUND Calculated Queue Analyses Results 0.25 Vehicle Service Rate, µ (veh/min) =1.09 4.80 1.08 1.95 Vehicle Arrival Rate, (veh/min) =0.82 1.30 1.67 1.95 Probability of No Vehicles, P0 =25.28% 72.92% N/A N/A Traffic Intensity Term, (/µ) =0.75 0.27 1.54 1.00 HCM 95% Queue Length, Q95 (veh) =2.43 0.48 4.53 9.33 HCM Avg Queue Length, QA (veh) =0.75 0.27 1.54 1.00 0.18 0.07 50.00 125.00 225.00 48.63 90.59 186.57 40.00 100.00 180.00 Input Data for Queue Analyses 0.49 0.60 95% Queue Storage Ratio = 0.58 0.12 1.45 5.55 Minimim Queue Spacing, QSM (ft) =20.0 20.0 20.0 20.0 Design Queue Spacing, QSD (ft) =25.0 25.0 25.0 25.0 Available Queue Storage, SA (ft) =105.0 100.0 78.0 42.0 Average Queue Storage Ratio = N:\0576\057\Design Docs\Traffic Data\Queuing Analyses\North-19th-Avenue_Full-Access_PM_2013-Total.xlsx Printed On: 9/30/2010