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Home My WebLink About17 - Traffic Impact Study - Catron Crossing Preliminary Plat Application Catron Crossing Subdivision Traffic Impact Study A traffic impact study, prepared for Catron Crossing, is included in this section. Morrison ME • mom mere engineers surveyors planners scientists Traffic Impact Study CATRON CROSSING i - - Tract A-1 of the Corrected " 1.r Certificate of Survey No. 1827A Bozeman, Gallatin County, Montana August 2017 MMI No. 2605.025 ■ Morrison ON NON Maierle 2880 Technology Boulevard West• Bozeman,MT 59718 engineers• surveyors•planners•scientists (406)587-0721 • www.m-m.net Traffic Impact Study ` Catron Crossing Bozeman, Gallatin County, Montana August 2017 Prepared For: VC Development, LLC 2020 Charlotte Street Bozeman, MT 59719 MMI Project No. 2605.025 r j We create solutions that build better communities. AN EMPLOYEE-OWNED COMPANY • AN EQUAL OPPORTUNITY EMPLOYER—MINORITIES/FEMALES/DISABLED/VETERANS Morrison ■o Traffic Impact Study � Maierle pinnnrri�Kirn43tt Sulyeyors Catron Crossing I Bozeman, Gallatin County, Montana enginerrs� - -Table of Contents Purpose of Report and Transportation Analyses.................... 20 Study Objectives ...................................1 Methodologies 20 Proposed Development ........................1 Study Scenarios.............................................20 Project Location & Description ........................1 Analysis Methodologies .................................22 Development Horizon......................................4 Signalized Intersection Analyses............22 Existing Area Conditions......................4 Two-Way Stop-Controlled (TWSC) Intersections..............................22 Study Area ......................................................4 Capacity & Level of Service.......................... 23 Study Area Roadways......................................4 Need for Any Improvements.............. 23 Study Area Intersections...................................4 2017 Existing Conditions.............................. 23 Transportation Network...................................2 2027 Estimated Background East Valley Center Road (U-1211 E).................2 Traffic Conditions.......................................... 23 Catamount Street..............................................2 North 19th Avenue& Study Area Intersections...................................2 East Valley Center Road................................23 North 19th Avenue &East Valley Eastbound Dual-Left Turn Lane & Center Road..............................................2 Southbound Right Turn East Valley Center Road& Overtap Evaluation..................................27 North 27th Avenue.....................................4 Multilane Roundabout Evaluation...........27 East Valley Center Road& 2027 Estimated Total Traffic Conditions ....... 30 X Street/Private Approach.......................5 Pedestrian & Bicyclist Connectivity............... 31 East Valley Center Road& Catamount Street/Private Approach........6 Findings............................................... 33 Catamount Street&A Avenue..................7 Traffic Operations........................................... 33 Catamount Street&North 27th Avenue....8 Pedestrian & Bicyclist Connectivity................ 33 Traffic Volumes.................................................9 Transit Service............................................... 33 Transit Service..................................................9 2027 Estimated Background Traffic.............. 33 Pedestrians & Bicyclists..................................11 2027 Estimated Total Traffic& Projected Traffic 11 Catron Crossing Full Build-Out..................... 34 Site Traffic.....................................................11 Traffic Operations........................................... 34 Development Trip Generation ........................11 Pedestrian & Bicyclist Connectivity................ 34 Development Trip Distribution ........................14 Transit Service............................................... 35 Modal Split......................................................14 Compliance with Applicable Local Codes ..... 35 Trip Assignment..............................................15 Non-Site Traffic.............................................15 Method of Projection.......................................15 Estimated Volumes.........................................17 Total Traffic...................................................20 Pedestrians & Bicyclists ................................20 Table of Contents I i Traffic Impact Study , Morrison Catron Crossing I Bozeman, Gallatin County, Montana � Maierle enflbxen Sarraya� pl�nnma KrMOq� 1 Conclusions & Recommendations....35 Appendices Traffic Operations..........................................35 Appendix A 2017 Existing Conditions................................35 Level of Service Concepts, Analysis 2027 Future Traffic Operations.......................35 Methodologies, & Standards of Significance North 19th Avenue& East Valley Center Road.........................36 Appendix B East Valley Center Road& I Traffic Count Data Catamount Street.....................................36 Catamount Street&A Avenue................36 B 1: Weekday, AM Peak Period East Valley Center Road&X Street........37 Intersection Turning Movement Volumes X Street&A Avenue..... _ ....._.. ... ..._..37 B-2: Weekday, PM Peak Period Pedestrian & Bicyclist Connectivity................37 Intersection Turning Movement Volumes Internal Site Considerations ..........................37 B-3: Saturday, Midday Peak PeriodIntersection Turning Movement Volumes Traffic Control Guidance ...............................37 References 38 Appendix C ........................................... Trip Generation Data C-1: Catron Crossing Trip Generation Data C-2: Nearby Development Trip Generation Data Appendix D Capacity& Level of Service Analyses D-1: Intersection Operation Summaries D-2: 2017 Existing Conditions D-3: Estimated 2027 Background Traffic D-4: Estimated 2027 Total Traffic Appendix E Mitigation Analyses E-1: Estimated 2027 Background Traffic E-2: Estimated 2027 Total Traffic ii Table of Contents No Morrison Traffic Impact Study � Maierle engineers surveyors-planets.scientists Catron Crossing I Bozeman, Gallatin County, Montana List of Figures Figure1: Site Location........................................................................................................................ 2 Figure2: Site Layout........................................................................................................................... 3 Figure 3: Existing Intersection of North 19th Avenue & East Valley Center Road.......................... 3 Figure 4: Existing Intersection of East Valley Center Road & North 27th Avenue..........................4 Figure 5: Existing Intersection of East Valley Center Road &X Street(Proposed) ........................ 5 Figure 6: Existing Intersection of East Valley Center Road &Catamount Street............................ 6 Figure 7: Existing Intersection of Catamount Street&A Avenue (Private Roadway).....................7 Figure 8: Existing Intersection of Catamount Street& North 27th Avenue.....................................8 Figure 9: 2017 Current Daily Traffic.................................................................................................. 10 Figure 10: Existing Pedestrian & Bicyclist Network in the Vicinity of Catron Crossing............... 12 Figure 11: Catron Crossing Primary Trip Distribution .................................................................... 14 Figure 12: Site Traffic Assignment................................................................................................... 16 Figure 13: Estimated Build-Up Traffic Volumes Through 2027...................................................... 18 Figure 14: Estimated 2027 Background Traffic ............................................................................... 19 Figure 15: Estimated 2027 Total Traffic............................................................................................ 21 Figure 16: Traffic Operations Summary for 2017 Existing Conditions .......................................... 24 Figure 17: Traffic Operations Summary for 2027 Background Traffic Conditions........................ 25 Figure 18: Traffic Operations Summary for 2027 Total Traffic Conditions.................................... 26 List of Figures iii Traffic Impact Study ON Morrison Catron Crossing I Bozeman, Gallatin County, Montana e�9Will Malerle ;,t List of Tables Table 1: Catron Crossing Projected Land Uses & Intensities .......................................................... 1 Table 2: Estimated Catron Crossing Trip Generation Summary.................................................... 13 Table 2: Estimated North 27th Avenue Future Development Trip Generation Summary ............. 17 Table 4: North 19th Avenue & East Valley Center Road Mitigation with Eastbound Dual-Left Turn Lane— Estimated 2027 Background Traffic Intersection Operations Summary.................................................................................................... 28 Table 6: North 19th Avenue & East Valley Center Road Mitigation with Multilane Roundabout— Estimated 2027 Background Traffic Intersection Operations Summary.................................................................................................... 29 Table 6: North 19th Avenue & East Valley Center Road Mitigation with Multilane Roundabout— Estimated 2027 Total Traffic Intersection Operations Summary.................................................................................................... 32 iv I List of Tables Traffic Impact Study for Catron Crossing Bozeman, Gallatin County, Montana Morrison Mom Maierie engineers surveyors planners scientists i Morrison ■o Traffic Impact Study � Maierle turvt)'OfS plennrrt s(Irnt�tlf Catron Crossing I Bozeman, Gallatin County, Montana tn�.nMrs Purpose of Report and Study Objectives This traffic impact study summarizes the potential impacts from the proposed Catron Crossing development to be located in Bozeman, Gallatin County, 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 project under existing conditions as well as with estimated impacts. Study recommendations and conclusions are intended to provide guidance with respect to the short- and long term function of the proposed site accesses and the area transportation system. Proposed Development Project Location & Description The Catron Crossing development in Bozeman, Gallatin County, Montana is proposed to be located on Tract A-1 of the Corrected Certificate of Survey No. 1827A situated in the southeast quarter of Section 26, Township 1 South, Range 5 East, Principal Meridian of Montana, containing approximately 28.03 acres. Generally, the property is bordered by East Valley Center Road to the east and north, Catamount Street to the south, and vacant land to the west. The site location is depicted in Figure 1 on the following page. The proposed Catron Crossing development depicted in Figure 2 on page 3 includes an existing Comfort Suites hotel with 80 rooms on Lot 7 and an approximately 2,500 square foot (ft2) Taco Bell fast food restaurant with a drive-through window that is currently under construction on Lot 6. The remaining development includes the following projected land uses and intensities: Table 1:Catron Crossing Projected Land Uses&Intensities Projected Land Use Size or Intensity 0 Specialty Retail Center LJ F±8,000 ft2 Gross Leasable Area 2 Specialty Retail Center F ±14,550 ft2 Gross Leasable Area ( 3 General Office Building ±16,000 ft2 Gross Floor Area ® High-Turnover(Sit-Down)Restaurant ±6,850 ft2 Gross Floor Area 51 Fast Food Restaurant with Drive-Through Window I F ±3,100 ft2 of Gross Floor Area 8 General Office Buildings LJ F ±20,000 ft2 Gross Floor Area 0 General Office Buildings [ t20,000 ft2 Gross Floor Area 10 ( General Office Building ±10,000 ft2 Gross Floor Area Pad Coffee I Donut Shop with Drive-Through Window ±1,500 ft2 Gross Floor Area 1 z �-ll CL 1� r PROPOSED PROJECT W .� CATAMOUNT ST I Z CATRON ST i ' 4CR •Zits oi Alt a CATTAIL ST w � a 3 = J I- Q Y i• Z Lu BARTER LN - • �1 F TSCHACHE LN " w OAK sT, r � � ,t,. , sy w OAK tiT • • ImpactTraffic • Maierle Catron CrossingBozeman, • Montana STORM TRACT 1 1.39 ACRES WATER .■ • \\ yo v i d �S 111C� lUTTTlTl TT PAD ACRES Figure 2:Site Layout r a ■ I fi - "'ter=.►`'�''?` �� a Traffic Impact Study , Morrison Maierle Catron Crossing I Bozeman, Gallatin County, Montana engineers•surveyms•planners-uiemlsts , Zoning Tract A-1 of the Corrected Certificate of Survey No. 1827A is currently zoned B-2 (Community Business District) under the City of Bozeman's zoning designation. As provided in the City of Bozeman Unified Development Code, "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." Development Horizon Currently, it is anticipated that the proposed Catron Crossing will be fully built-out within a ten year timeframe. Therefore, this study will assess functionality of the transportation system within the study area through the year 2027. 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. In terms of the estimated volume of vehicular traffic from the proposed elementary school, it is generally considered a small development. Therefore, the significant impacts to the adjacent transportation system will generally be limited to an area within close proximity to the site. The study area for the proposed Catron Crossing development includes six intersections and two roadway segments along with one internally proposed intersection. ,Study Area Roadways --!M ❑ East Valley Center Road(U-1211 E) ❑ Catamount Street Study Area Intersections ❑ North 19th Avenue&East Valley Center Road ❑ Catamount Street&A Avenue ❑ East Valley Center Road& North 27th Avenue (Proposed Extension of Existing Approach) ❑ East Valley Center Road&X Street ❑ Catamount Street&North 27th Avenue (Proposed Extension of Existing Approach) ❑ X Street&A Avenue(Proposed Intersection) ❑ East Valley Center Road&Catamount Street 4 Traffic Impact Study I Morrison Maierle Catron Crossing I Bozeman, Gallatin County, Montana Transportation Network ,East Valley Center Road (U-1211E) Within the project study area, Airport Road is the primary roadway that is expected to be affected by the proposed Catron Crossing development. The roadway is on the Montana Department of Transportation's urban system (U-1211 E). It is also classified as a principal arterial by the Bozeman Transportation Master Plan (BTMP) prepared by Robert Peccia &Associates and Alta Planning & Design (April 25, 2017). Adjacent to the proposed Catron Crossing development, East Valley Center Road is currently a four-lane roadway that includes a raised median. It is approximately 90 feet wide from edge-of-asphalt to edge-of-asphalt, which includes two travel lanes in both the northbound and southbound directions as well as approximately five foot wide shoulders. Towards the north end of the Catron Crossing development, East Valley Center Road narrows to only include a single travel lane in each direction. The posted speed limit adjacent to the site is currently 50 miles per hour (mph) at the north end of the development, changing to 45 miles per hour approximately 500 feet north of the East Valley Center Road and X Street intersection shown in Figure 2 on page 3. Catamount Street Catamount Street is classified as a minor arterial roadway by the BTMP. With the recent completion of the segment between North 27th Avenue and the Catron Crossing development Catamount Street now links Davis Lane to East Valley Center Road. The BTMP shows Catamount Street extending west of Davis Lane in the future, ultimately connecting with Harper Pucket Road. Adjacent to the Catron Crossing development, curb and gutter has only been installed along the north side of the roadway. The presently finished width is approximately 29.50 feet wide from the south edge-of-asphalt to the face of curb on the north side of the roadway. The constructed width allows for a single travel lane in each direction. The posted speed limit adjacent to the site is 25 mph. Study Area Intersections North 19th Avenue & East Valley Center Road The intersection of North 19th Avenue and East Valley Center Road presently has the characteristics shown in Figure 3 on the next page and the following: ❑ Signalized Intersection ❑ Eastbound Approach(From the West)-(1)Through/Left Turn Lane and(1)Right Turn Lane ■ Existing Through/Left Turn Lane Available Queue Storage=±525 ft ■ Existing Right Turn Lane Available Queue Storage=±525 ft 2 ON Morrison Traffic Impact Study MEN Maierle Catron Crossing I Bozeman, Gallatin County, Montana engines-suwryas pla-eft uilnlisls ❑ Westbound Approach(From the East)—(1) Left Turn Lane and(1)Through/Right Turn Lane ■ Existing Left Turn Lane Available Queue Storage=±250 ft ■ Existing Through/Right Turn Lane Available Queue Storage=±250 ft ❑ Northbound Approach(From the South)—(2)Left Turn Lanes,(1)Through Lane,and(1)Through/Right Turn Lane ■ Existing Left Turn Lanes Available Queue Storage=±250 ft ■ Existing Through& Through/Right Turn Lane Available Queue Storage=±730 ft ❑ Southbound Approach(From the North)—(1)Left Turn Lane, (2)Through Lanes, and(1) Right Turn Lane ■ Existing Left Turn Lane Available Queue Storage=±325 ft ■ Existing Through Lanes Available Queue Storage=±510 ft ■ Existing Right Turn Lane Available Queue Storage=±325 ft Y REST • w.� AREA 41 0,0 - � - Y� I Figure 3: Existing Intersection of North 19th Avenue&East Valley Center Road 3 Traffic Impact Study 111111, Morrison Catron Crossing I Bozeman, ..Gallatin County, Montana Maierle rn e wnrynr p4nrn uirm . East Valley Center Road& North 27th Avenue The intersection of East Valley Center Road and North 27th Avenue currently has the characteristics shown in Figure 4 below and identified as follows: ❑ Stop Controlled(SC) Intersection ■ Stop Control on the Northbound-North 27th Avenue Approach ❑ Eastbound Approach(From the West)-(1)Through Lane ■ Existing Through Lane Queue Storage=±1,180 ft ❑ Westbound Approach(From the East)-(1) Left Turn Lane and (1)Through Lane ■ Existing Left Turn Lane Available Queue Storage=±450 ft ■ Existing Through Lane Available Queue Storage=±1,430 ft ❑ Northbound Approach(From the South)-(1) Left Turn Lane and(1) Right Turn Lane ■ Existing Left Turn Lane Available Queue Storage=±1,000 ft ■ Existing Right Turn Lane Available Queue Storage=±100 ft f T N Figure 4: Existing Intersection of East Valley Center Road&North 27th Avenue 4 .. Morrison Traffic Impact Study Maier-e-,in—•survevon•demon•sdentlsts Catron Crossing I Bozeman, Gallatin County, Montana , East Valley Center Road&X Street/Private Approach The intersection of Airport Road and Merganser Drive currently has the characteristics shown in Figure 5 below and identified as follows: ❑ Two-Way Stop Controlled(TWSC) Intersection ■ Stop Control on the Eastbound—X Street and Westbound-Private Drive Approaches ❑ Eastbound Approach(From the West)—(1)Through/Left Turn Lane and(1) Right Turn Lane Proposed ■ Proposed Through/Left Turn Lane Queue Storage=±100 ft ■ Proposed Right Turn Lane Queue Storage=±745 ft ❑ Westbound Approach(From the East)—Single Lane for Left,Through,and Right Turn Movements ■ Existing Available Queue Storage=±50 ft ❑ Northbound Approach(From the South)—(1)Left Turn Lane, (1)Through Lane,and(1)Through/Right Turn Lane ■ Existing Left Turn Lane Available Queue Storage=±250 ft ■ Existing Through& Through/Right Turn Lane Available Queue Storage=±740 ft ❑ Southbound Approach(From the North)—(1) Left Turn Lane, (1)Through Lane,and(1)Through/Right Turn Lane ■ Existing Left Turn Lane Available Queue Storage=±250 ft ■ Existing Through& Through/Right Turn Lane Available Queue Storage=±1,380 ft t Il ' •may• `, 4 Figure 5: Existing Intersection of East Valley Center Road&X Street(Proposed) 6 Traffic Impact Study Morrison Catron Crossing I Bozeman, Gallatin County, Montanan Ma te' e East Valley Center Road& Catamount Street/Private Approach The intersection of Airport Road and Merganser Drive currently has the characteristics shown in Figure 6 below and identified as follows: ❑ Two-Way Stop Controlled (TWSC) Intersection ■ Stop Control on the Eastbound—Catamount Street and Westbound-Private Drive Approaches ❑ Eastbound Approach(From the West)—Single Lane for Left,Through,and Right Turn Movements ■ Existing Available Queue Storage=±215 ft ❑ Westbound Approach(From the East)—Single Lane for Left,Through,and Right Turn Movements ■ Existing Available Queue Storage=±50 ft ❑ Northbound Approach(From the South)—(1) Left Turn Lane, (1)Through Lane,and(1)Through/Right Turn Lane ■ Existing Left Turn Lane Available Queue Storage=±290 ft ■ Existing Through& Through/Right Turn Lane Available Queue Storage=±360 ft ❑ Southbound Approach(From the North)—(1)Left Turn Lane, (1)Through Lane,and(1)Through/Right Turn Lane ■ Existing Left Turn Lane Available Queue Storage=±250 ft ■ Existing Through& Through/Right Turn Lane Available Queue Storage=±750 ft rn jj :.- • CATAMOUNT OW r N d J1• ;� Figure 6: Existing Intersection of East Valley Center Road&Catamount Street 6 I Morrison Traffic Impact Study MEN Maierle Catron Crossing an,Bozem Gallatin County, Montana lf191nffq 1W vrynn {AYNxL+ futnt Hls � y Catamount Street&A Avenue The intersection of Catamount Street and A Avenue (private roadway) currently has the characteristics shown in Figure 7 below and identified as follows: ❑ Stop Controlled(SC) Intersection ■ Stop Control on the Southbound-A Avenue Approach ❑ All Approaches-Single Lane for Available Vehicular Movements ■ Existing Available Queue Storage EB=±400 ft(Measured to Driveway on North Side of Roadway) ■ Existing Available Queue Storage WB=±215 ft(Measured to Approximate Future Crosswalk Location) ■ Existing Available Queue Storage SB=±140 ft(Measured to Driveway on West Side of Roadway) R 1 • / { CATAIMO Figure 7: Existing Intersection of Catamount Street&A Avenue(Private Roadway) 7 Traffic Impact Study , Morrison Iiiiiiiii Catron Crossing I Bozeman, Gallatin County. Montana Maierle Catamount Street& North 27th Avenue The intersection of Catamount Street and North 27th Avenue currently has the characteristics shown in Figure 8 below and identified as follows: ❑ Two-Way Stop Controlled(TWSC) Intersection ■ Stop Control on the Eastbound and Westbound—Catamount Street Approaches ❑ All Approaches—Single Lane for Available Vehicular Movements ■ Existing Available Queue Storage NB=±350 ft(Measured to Catalyst Street) ■ Existing Available Queue Storage SB=±570 ft(Measured to Driveway on West Side of Roadway) ■ Existing Available Queue Storage EB=±720 ft(Measured to Warbler Way) ■ Existing Available Queue Storage WB=±540 ft(Measured to Driveway on North Side of Roadway) N f Figure 8: Existing Intersection of Catamount Street&North 27th Avenue 8 I Morrison ■■ Traffic Impact Study .yIIIIIIII! Maierle^ Catron Crossing I Bozeman, Gallatin County, Montana Traffic Vol Traffic data for the study area intersections was developed through turning movement counts conducted by Morrison-Maierle. Weekday, AM and PM as well as Saturday, Midday peak period counts were conducted during a weekday period on the dates noted below and are provided in Appendix B. The intersection turning movement count data were adjusted for seasonal variations by applying adjustment factors developed by the Montana Department of Transportation (MDT) based on roadway classification. ❑ North 19th Avenue&East Valley Center Road Counts conducted on Tuesday, May 2; Wednesday, May 3;and Saturday, May 13, 2017 ❑ East Valley Center Road&North 27th Avenue Counts conducted on Wednesday, May 3; Thursday, May 4,and Saturday, May 6, 2017 ❑ East Valley Center Road &Catamount Street Counts conducted on Tuesday, May 2, Wednesday, May 3;and Saturday, May 13, 2017 ❑ Catamount Street&A Avenue(Private Roadway/Comfort Suites East Access) Counts conducted on Tuesday, May 2; Wednesday, May 3,and Saturday, May 13, 2017 ❑ Catamount Street&North 27th Avenue Counts conducted on Wednesday, May 3, Thursday, May 4;and Saturday, May 6, 2017 For the private drive approach across from the proposed X Street at its intersection with East Valley Center Road, traffic volumes were generated by performing trip generation estimates for the existing My Place Hotel and the Country Inn & Suites served by the approach. Those trip generation estimates are included in Appendix C. The intersection turning movement count data were balanced for continuity of vehicular movements for the intersections listed above based on the weekday, AM (one hour between 7:00 and 9:00 a.m.); PM (one hour between 4:00 and 6:00 p.m.); and Saturday, midday (one hour between 11:00 a.m. and 2:00 p.m.) peak hours. The weekday, AM peak hour within the study area was found to occur between 7:30—8:30 a.m. Likewise,the weekday, PM peak hour was found to be between 5:00—6:00 p.m. Finally, the Saturday, midday peak hour within the study area for the traffic data that was collected occurred between 11:15 a.m. — 12:15 p.m. The data are summarized in Figure 9 on the following page. Streamline currently provides transit service to Belgrade, Bozeman, Four Corners, and MSU. This service is currently free for all passengers, which creates an incentive for transit ridership. Streamline does not currently offer any routes that provide service within the study area. 9 Traffic Impact Study .. Morrison iiiiiiiii Catron Crossing I Bozeman, Gallatin County, Montana Ma e r I e rngmrrn vurr �t lurnrrtuirnout ,� LEGEND � , � WEEKDAY �� AM PEAK HOUR � WEEKDAY (� PM PEAK HOUR � � SATURDAY MIDDAY PEAK HOUR •• � GB f2t51at,;..h TURNING t ' XXX ESTIMATED AVG 2 ``l �► WEEKDAY TRAFFIC SRO ,,.I, '.I � 13• i�'1 `' PROPOSED � � 4 3 (0) I?it31 UGl 0 [QI lol 7• �,� i,•�.;I ia, 0 � � !tl tt�Ilfil lal 12ts1 15 CATAMOUNTSTI 6 'S 4 4 3 .13 I Z s cal � •w � 1� In � ts,; trr) (�e; t♦ 7 ta;,t ri c+> O SO 1341 )30; i 12a1 II131 )�� Uj CATTAIL ST O 6 ` ` Iv 20 a to, csl 't ,1 tr3) C�' 560 • • r n5 I' I'{I I+.1? {1511 115j 6 t�) Ittll n x� rer s VOLUMESBASED ON . . GFNFRATION RATES �s FOR PLACE , HOTEL AND COUNTRY Figure 9:2017 Current Daily Traffic 10 Morrison Maierle Traffic Impact Study englneers.surveyors•planners.sclamisls Catron Crossing I Bozeman, Gallatin County, Montana Pedestrians & Bicyclists An asphalt trail was constructed along the west side of East Valley Center Road from Catamount Street to the existing approach at the proposed X Street intersection with the Comfort Suites Hotel site development. There is also an asphalt surface trail on the east side of East Valley Center Road that links the site developments on that side of the roadway. However, no crossings of East Valley Center Road are presently installed adjacent to the site, nor do the asphalt surface trails currently link to any adjacent pedestrian or bicyclist networks. Across Catamount Street to the south, there is a trail to the west of the Costco site that provides a link to an extensive trail and sidewalk network. Sidewalks along the north side of Catamount Street were also installed at the time of development of the Comfort Suites Hotel site. Additionally, on-site sidewalks provide connectivity from the hotel to the adjacent sidewalks on Catamount Street with an additional connection point on the west side of A Avenue, enabling a link to future development within Catron Crossing. No other hard surface trails or sidewalks presently exist within the Catron Crossing development or on the immediately adjacent transportation network. Sidewalks are installed on both sides of North 27th Avenue to the west of the Catron Crossing project. Figure 10 on the following page shows the locations of existing pathways in the area as well as where sidewalks or pathways are currently not provided that would allow for connectivity. ,Projected Traffic Site Traffic t Trip Gene Trip generation is a measure or forecast of the number of trips that begin or end at the development site. The traffic generated is a function of the extent and type of proposed development. This study utilized trip generation rates found in Trip Generation, 9th Edition published by the Institute of Transportation Engineers (ITE)for estimating average vehicle trip ends based on Land Use Code (LUC) 710—General Office Building, LUC 826 — Specialty Retail Center, LUC 932 — High-Turnover (Sit-Down) Restaurant, LUC 934—Fast Food Restaurant with Drive-Through Window, and LUC 937—Coffee/Donut Shop with Drive-Through Window. 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. A summary of the total trip generation for the proposed Catron Crossing development is provided in Table 2 on page 13. Detailed analyses for each land use and the evaluated lots are included in Appendix C. 11 ,7P LEOEND (906 EXISTING r ® , SURFACE PEXISTING ATH FT SURFACE PATH EXISTING MISSING w 1 r SIDEWALKJPATH 04, E L A • WESTLAKE RDj PROPOSED -PROJECT Jr.- .r -Ao CATAMOUNT sT i -,1 .� W ' v s. GP CATTAIL sT 1 Mi W f- Morrison Traffic Impact Study Maierle Catron Crossing I Bozeman, Gallatin County, Montana enginee xiivryav pinnen st Mnli 1 Table 2: Estimated Catron Crossing Trip Generation Summary TotalTrip Generation Analysis Entering Exiting PeriodTime Vehicles Vehicles Vehicles Estimated Total Trip Generation Summary Average Weekday 3,143 3,143 6,286 Average Weekday,A.M Peak Hour, 413 324 737 One Hour Between 7 and 9 a.m Average Weekday,RM Peak Hour, 208 265 473 One Hour Between 4 and 6 p.m. Average Saturday,Midday Peak Hour, 328 311 639 One Hour Between 11 a.m.and 2 p.m] Estimated Internal Trip Capture Summary Average Weekday 400 400 I r 800 Average Weekday,A.M Peak Hour, 45 45 90 One Hour Between 7 and 9 a.m. I L Average Weekday,P.M Peak Hour, 34 34 68 One Hour Between 4 and 6 p.m. Average Saturday,Midday Peak Hour, 56 56 112 One Hour Between 11 a.m.and 2 p.m. I L Estimated Pass-By Trip Generation Summary Average Weekday 1,224 1,224 j 2,448 Average Weekday,AN Peak Hour, 147 141 288 One Hour Between 7 and 9 a.m. Average Weekday,P.M Peak Hour, 90 81 171 One Hour Between 4 and 6 p.m. Average Saturday,Midday Peak Hour, 141 136 277 One Hour Between 11 a.m,and 2 p.m. I l Estimated Net New Trip Generation Summary Average Weekday 1,519 1,519 3,038 Average Weekday,A.M Peak Hour, 221 138 359 One Hour Between 7 and 9 a.m. Average Weekday,P.M Peak Hour, 84 150 234 One Hour Between 4 and 6 p.m. j Average Saturday,-Midday-Peak-Hour, 131 119 250 I One Hour Between 11 a.m.and 2 p.m. 13 Traffic Impact Study .; Morrison iiiiiiiii Catron Crossing I Bozeman, Gallatin County, Montana Maierle engineer�wrvsyas Pbnn.rs-umnnsn Development Trip Distribution Trip distribution and assignment is the process of identifying the probable destinations, directions, and traffic routes that development related traffic will likely affect. 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 influence, origin-destination (O-D), and surrogate data methods. 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. The primary trip distribution for the proposed Catron Crossing development is shown in Figure 11 below. w FUTURE ' LC6CND � • XX% D SITR BUT OIN � PERCENTAGE DEVELOPMENT , 3�• PROPOSED PROJECT CATAMOUNT s r Figure 11:Catron Crossing Primary Trip Distribution Modal Split Modal split refers to how the total number of person trips are divided amongst the various means of travel such as automobile (both single occupant and carpool), walking, biking, or transit. In most instances, the automobile is the primary means of travel. However, the other means of travel may account for a portion of the trips generated by a site. 14 Morrison Traffic Impact Study Maierle engineers•surneyon•planners•sckMlfts Catron Crossing I Bozeman, Gallatin County, Montana f Vehicular trips are estimated to comprise a majority of the trips for the proposed development. These can be further identified as primary purpose, pass-by, diverted, and internal trips. Primary purpose trips have been defined previously. Pass-by trips are those that result from traffic passing on an adjacent roadway that enters the site and then exits, resuming travel in the same direction. As defined in Transportation and Land Development, 2nd Edition (Stover and Koepke, 2002), diverted trips are those that enter and exit a site that are diverted from a route other than the one to which the site has access. These can be both trips diverted from an adjacent route as well as those diverted from another route not adjacent to the site. Internal trips are those that begin and end within the site but do not affect the adjacent roadways. As shown in Table 2 on page 13, pass-by and internal trips are estimated to constitute a portion of site related vehicular traffic and are included in the analyses. Trip Assert 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 traffic assignment for the proposed Catron Crossing development at the study area intersections in the year 2027 is shown in Figure 12 on the following page. Non-Site Traffic Method of Projection In order to more accurately reflect the potential impacts from development generated traffic it is necessary to develop an estimate of non-site related traffic growth during the analysis period. Three primary means are typically used to estimate growth of non-site generated traffic, including the build-up method, the use of transportation plans or models, as well as the trends or growth rate method. The build-up method takes into account traffic growth due to approved or anticipated to be approved developments in the study area. Transportation plans or models typically provide estimates for traffic volumes for approximately 20 years into the future. The model volumes are usually provided for average weekday traffic, but can be converted to peak hour volumes including turning movements. However, the conversions can produce results that do not accurately reflect real-world conditions.The trends or growth rate method involves evaluating the historic traffic growth rates within a study area. The underlying assumption with this method is that historic growth trends will remain approximately the same and continue in the future. 16 Traffic Impact Study 111111I Morrison Catron Crossing Bozeman, Gallatin County, Montana iiiiiiiii Maierle s . EGEND WEEKDAY � AM PEAK HOUR WEEKDAY PM PEAK HOUR 1Xx1 SATURDAY MIDDAY PEAK HOUR TURNING i 0 (0) i:� MOVEMENTS XXX ESTIMATED AVG 2 WEEKDAY TRAFFIC • • h f, 26 4% 15 0 ?� 27 I61 .p11 7, (167 (OJ s G14 fil PROPOSED z n 0 PROJECT o r 0 16 13 't 25 (3) �- 26 (0) {51 78 (411 h t, 43 (40) 1�; S 49 •11 0 7 126) 121) tau`) 7 37 176) Z V-1 I.N! I' 7 S 17 0 I H --► (22) 1111 (36) � ti9 40 0 ya t211 !,i;j (19) (5) � (gin) 460 700 ? 40 + y 6 a a a -+ 79 r► 6 3 2 t 2" 0 f31 IA �► 1551 Fn (0) !1 97 (61) Rill 14 1611 !431 ;01 l, 6 6 ? Is f Ili �_si 38 0 77 t 16py ssl :n ��► 0 6 19 40 56 liS) 1�31 1 `, f:6 0 0 t 0 o') (0} • :• �' 0 0 0 ?I) 101 (0) f. 0 l01 IDi 37 (171 (371 .► lUL I N 10! ?W •b'C �01 I 0 (0) 131 i n 33 0 0 0 �► (16) (0) 10) `f �e Figure 12: Site Traffic Assignment 16 Morrison ■■ Traffic Impact Study 1IIIIIIII Maierle M9i.!!ff fUlvly014 pllnnHi HIlllt.111 Catron Crossing I Bozeman, Gallatin County, Montana � Estimated Volumes - - Estimated background traffic volumes for the 2027 development horizon were established by using the build-up method. In the vicinity of the proposed Catron Crossing development, the Bozeman Costco has proposed an expansion that also includes installing a new access from that site to Catamount Street at its intersection with A Avenue (Catron Crossing private drive). Included with the Transportation Impact Analysis for the Proposed Bozeman Costco Expansion (CW#16-0115) prepared by Kittelson & Associates of Boise, Idaho (March 31, 2017)were trip generation estimates as well as traffic assignment projections for the proposed Costco expansion plus the remaining build-out for Cattail Creek Subdivision Phases 1, 2, and 3 along with The Gallatin Center. Additionally, Billings Clinic owns property to the west of North 27th Avenue and there are a handful of undeveloped properties on the east side of North 27th Avenue adjacent to Catron Crossing. For the undeveloped properties in the vicinity along North 27th Avenue, rates from the Trip Generation, 9th Edition for (LUC) 750 — Office Park were utilized in estimating potential future trip generation for a total estimated development area of 71 acres. A summary of the total trip generation for those properties is provided in Table 3 below. Detailed analyses are included in Appendix C. Table 3: Estimated North 27th Avenue Future Development Trip Generation Summary PeriodTrip Generation Analysis Entering Exiting Total Time M Vehicles Vehicles Vehicles Average Weekday 5,366 5,366 10,732 Av One Hour Between 7 and 9 a.m.erage Weekday,AN Peak Hour, � 1,068 93 1,161 Average Weekday,P.M Peak Hour, 162 918 1,080 One Hour Between 4 and 6 p.m. Average Saturday,Midday Peak Hour, 103 l 29 l 132 One Hour Between 11 a.m.and 2 p.m. ( I I I I It is estimated that development of the North 27th Avenue properties in the vicinity of Catron Crossing could potentially take 30 years or more for full build-out. Therefore, it estimated that the properties would only be partially developed through the 2027 analysis year included with this study. The total estimated 2027 traffic volumes resulting from future development are shown Figure 13 on the following page. The total 2027 background traffic volumes, which include current daily traffic combined with the build-up volumes, are shown in Figure 14 on page 19. 17 Traffic Impact Study No Morrison Catron Crossing I Bozeman, Gallatin County, Montana iiiiiiii Maier roginrrn turceynra p4o uirolHrt A_ LEGEND i WEEKDAY n � AM PEAK HOUR (XX) WEEKDAY PM PEAK HOUR [XXI SATURDAY MIDDAY PEAK HOUR TURNING r ISl MOVEMENTS XXX ESTIMATED AVG WEEKDAY TRAFFIC • ?� 16 IW -► �0 U {R., ,i, 3 (74) j6) PROPOSED 2 0 18 0 AL PROJECT , 11, :,I 0 0 o t o t4 3 .— 13 t i ti o ro) m ? h 12 12 1 �;, o Im r i ? h } f► T 3 (0) 21 0 o 0 toJ r'I 3 io) lot C�7 at (51) (0) �. q Irsl 1621 Tj 1,010 6 1,030 s 4 , 4) + y 4r G s t 27 'i%1 1! �� 0 (2) PI (116) (16) (0) 36 (135)111% 11381 16a1 lo; i4 r3 21 A o u o 'L ♦r 7 y fafl 10J ,;��I t 5 2 (23) ni .� +e o ae o n „13 ;o + rJ IliIse (u) 4) o (0) (Oj 26 87 0 (54) (172) (0) as ti, 110 A Figure 13: Estimated Build-Up Traffic Volumes Through 2027 18 Morrison Traffic Impact Study Alin. Maierle engineers•surveyors•planners•scientists Catron Crossing I Bozeman, Gallatin County, Montana �� LEGEND � WEEKDAY AM PEAK HOUR (XX) WEEKDAY PM PEAK HOUR [XX] SATURDAY MIDDAY PEAK HOUR �,, 7s i TURNING j � MOVEMENTS • '• )()(X ESTIMATED AVG 2mE �► WEEKDAY TRAFFIC 1 PROPOSED 2 0 ,ol , .c z �„ :SAO �— t3 l2] !q 7 VIM 7 6 E 5 1") 1��i 1• `l I m 88 Ith9)IIt91'i 11�?1 ICJ]) lt6) 6 Ai t< 3 � � Ibl fol roJ r. 37 11� 570 22 7. Ul ,,Y• �l Odom . .�� ^-u. 1is1 {rSn61l I1:+'�,II �Z► IIst�R Ir0�oND illi3�26�f�t, N�� - 1291)1959J (15) 297 17051 Z uUl;Alnl li<I • ' Figure 14: Estimated 2027 Background Traffic 19 Traffic Impact Study , Morrison Catron Crossing I Bozeman, Gallatin County, Montana � Maierle MgI11MlS•f11fVlVOlS•plfgq!!6•XlMufIS Total Traffic Site-generated traffic from the proposed Catron Crossing development was combined with the estimated 2027 background traffic volumes to establish the estimated 2027 total traffic volumes that were used in the impact analyses. Estimated 2027 total traffic at the study area intersections is shown in Figure 15 on the following page. Pedestrians & Bicyclists A concrete trail is proposed to be completed along the western boundary of the proposed Catron Crossing development as shown in Figure 2 on page 3. An asphalt trail is proposed from X Street (proposed new local roadway) northwesterly along the eastern/northern boundary of Catron Crossing adjacent to East Valley Center Road, but outside of the dedicated right-of-way. Sidewalks are also proposed throughout the development. They are planned to be installed along the west side of A Avenue (proposed private drive)at a minimum as well as both sides of the proposed X Street. Mid-block crossings are also included for where the proposed concrete trail crosses Catamount Street and X Street. �Trans . . Methodologies This section documents the methodologies and assumptions used to conduct the traffic impact analyses for the proposed Catron Crossing development. Study methodology and analyses are based on ITE's Recommended Practices for Transportation Impact Analyses for Site Development. These analyses are used to determine the project's conformance with City of Bozeman and Montana Department of Transportation(MDT) policies and evaluate whether the proposed development's impacts are perceptible to the average driver. Study Scenarios This study presents analyses of the following scenarios: ❑ Existing Conditions ❑ Estimated 2027 Background Traffic ❑ Estimated 2027 Total Traffic 20 ■� Morrison Traffic Impact Study IIIIiiiii Maierle Catron Crossing Bozeman, Gallatin County, Montana engineers•surveyors•planners•scientists , �u LEGEND +45 AM PEAK HOUR (XX) WEEKDAY PM PEAK HOUR [XXl SATURDAY MIDDAY •, PEAK HOUR XXX ESTIMATED AVG 2 �� WEEKDAY TRAFFIC ' 80 326 liKryl ' i 3�0 6 i�pl (1531 tb) — ,. L as is ze o .� to i., �► i:� (>il (3e) � { i. 82 1t3 2 t 2 (51 r� 9 p61 ER", P.Me 6 4 4 0 NMI at CATTAIL ST 5 � as -► is� IOi (t�,t" c�' � , i j tE t� lt'tl rl z tsi � .► toe � r Mori tssyi nsl fie• Figure 15: Estimated 2027 Total Traffic 21 Traffic Impact Study Morrison Catron Crossing I Bozeman, Gallatin County, Montana Maierle rn��in +urv<Ypr+ pl++nrr+ u.rnt+r+ Analysis Methodologies Transportation system operating conditions are typically described in terms of"level of service". Level of service (LOS) is the performance measure used to evaluate the cumulative effects of such things as travel speed, traffic volumes, roadway and intersection capacity, travel delay, and traffic interruptions. Operating conditions are designated as LOS A through LOS F, which represents the most favorable to the least favorable operating conditions. Level of service for intersections is determined by control delay. Control delay is defined as the total elapsed time from when a vehicle stops at the end of a queue to the time the vehicle departs from the stop line. The total elapsed time includes the time required for the vehicle to travel from the last-in-queue position to the first-in-queue position, including deceleration of vehicles from the free flow speed to the speed of vehicles in the queue. Appendix A lists the delay/LOS criteria listed in the Highway Capacity Manual, 6th Edition I A Guide for Multimodal Mobility Analysis (HCM) published by the Transportation Research Board (TRB). Signalized Intersection Analyses Signalized intersection capacity and level of service analyses were performed using TEAPAC Complete 2016, Ver 9.01 08SEP16 Build 01 (TEAPAC) developed and maintained by Strong Concepts. These analyses are based on HCM analysis methodology for evaluating signalized intersections,which is based on the 'operational analysis" procedure. This technique utilizes 1,900 passenger cars per hour of green per lane(pcphgpl)as the maximum saturation flow of a single lane at an intersection. This saturation flow rate is adjusted to account for lane width, on-street parking, conflicting pedestrians, traffic composition, and shared lane movements. Average delay is calculated by taking a volume-weighted average of all the delays for all vehicles entering the intersection. Two-Way Stop-Controlled(TWSC) Intersections Two-way stop-controlled (TWSC) intersection capacity and level of service analyses were performed using HCS TWSC Version 7.2 also developed and maintained by the McTrans Center. TWSC intersection analyses are based on Chapter 20 of the HCM. The HCM methodology for evaluating TWSC intersections is based on gap acceptance and conflicting traffic for vehicles stopped on the minor street approaches. The critical gap (or minimum acceptable gap) is defined as the minimum time interval in the major street traffic stream that allows entry for one minor street vehicle. Average control delay and LOS for the "worst approach" are reported. Level of service is not defined for the intersection as a whole. 22 Morrison Traffic Impact Study Maierle aaaaaaenglneers•surveyors•planners•scientists Catron Crossing I Bozeman, Gallatin County, Montana Capacity & Level of Service Capacity and level of service analyses were performed for the study area intersections for 2017 current daily traffic volumes (shown in Figure 9 on page 10), estimated 2027 background traffic volumes (shown in Figure 14 on page 19), and estimated 2027 total traffic volumes (shown in Figure 15 on page 21. Evaluations were performed using the existing geometry and traffic control at each of the study area intersections to determine estimated capacity and level of service. The analyses are summarized in the figures on the following pages and detailed results are included in Appendix D. 'Need for Any Improvements 2017 Existing Conditions Capacity and level of service analyses for traffic conditions based on current daily traffic show that all of the study area intersections are functioning at LOS C or better, which is typically the minimum desirable level of service. Therefore, no additional improvements are necessary to mitigate existing traffic operations at any of the study area intersections. 2027 Estimated Background Traffic Conditions Estimated 2027 background traffic analyses show that all of the study area intersections would function at LOS C or better with the exception of the East Valley Center Road and Catamount Street intersection. However, the operations summary for that intersection shows that the substandard traffic operations are estimated to be experienced only on the existing westbound, private drive approach. Mitigation of substandard traffic operations on that private approach would be the responsibility of the owner of the property to which the approach serves. Road At the intersection of North 19th Avenue and East Valley Center Road, eastbound left turns are projected to exceed the available queue storage of 525 feet during the weekday, PM peak hour.As shown in Figure 14 on page 19, the left turn demand volume during the weekday, PM peak hour is forecast to be approximately 370 vehicles. Per the MDT Traffic Engineering Manual, "At signalized intersections with high-turning volumes, dual left- and/or right turn lanes may be considered. However, multiple turn lanes may cause problems with right-of-way, lane alignment, crossing pedestrians and lane confusion for approaching drivers." 23 y . LEGEND WEEKDAY AM w 41 �F 1.1-b. ')�-h'�✓i .-'r` __ AS:'I fl- NIVti-, :' b WESTLAKE RO•'. ' -� �_ •. � c j o - PROPOSED 4 1 � YiNsee 44 yy,,tti 1 -y b �.':, TTAIL e LVI • • S• •7M4c LEGEND - ��.---- "•-fir;—. _ � _ - _ _ . (� JO a APEAK WEEKDAY OHOUR LOS P A fla A1161•' <' (� A' R Fiy try �qC � 8f �V✓'r�'SY:; ;f Or' Olvill�l�i n H_ !NCSTLAKC > B B PROPOSED PROJECT CAIAIVIOUNT s1 7*0 ... T a� i .�1 l .+ 0 1 ) 771 :di4sp 1 .5% CATTAIL sT ' uj a 2 n � no Z owl 11 Tl- M Ali 90 0 • • • r •• - I\` p' • • F L9 Aie i s. ,1 1� — WESTLAKE RD 8 �, o T r a � a G -. 1` PROJECTPROPOSED ` F f di y� �� r j•d ! _ ,,.• � a � h� ��r � ttttttt, II ' �, 1 i — • . i Morrison ■■ Traffic Impact Study Iiiiiiiii Maierle -g-,,. pf' Cation Crossing I Bozeman, Gallatin County, Montana Eastbound Dual-Left Turn Lane & SOuthbound Ripht 7'urn Overlap Evaluation The intersection of North 19th Avenue and East Valley Center Road was evaluated for estimated 2027 background traffic volumes with the addition of an eastbound dual-left turn lane and the inclusion of a southbound right turn overlap. Cycle lengths currently utilized during the weekday, AM and PM peak periods as well as the Saturday, midday peak period were maintained for the signalized intersection traffic operations analyses. Presently, approximately seventy-three percent (73%) of the northbound traffic on North 19th Avenue utilizes the west through lane at the intersection due to the lane drop at the Interstate 90 eastbound on-ramp. It is anticipated that similar lane utilization would be experienced with the addition of an eastbound dual-left turn lane at the intersection of North 19th Avenue and East Valley Center Road. Therefore, the signalized intersection analyses incorporated a 73% lane utilization for the northern left turn lane. The results of the analyses are summarized in Table 4 on the following page. As shown in Table 4, with the addition of an eastbound dual-left turn lane at the intersection of North 19th Avenue and East Valley Center Road, increased vehicle delays are projected to be experienced during all peak periods. Additionally, the anticipated utilization of the northern left turn lane of approximately 73% results in estimated vehicle queue lengths still exceeding the available queue storage. Therefore, until modifications are made to North 19th Avenue to allow for two northbound through lanes north of the eastbound Interstate 90 on-ramp an eastbound dual-left turn lane at the intersection of North 19th Avenue and East Valley Center Road is not deemed a viable option for mitigating excessive queues or any substandard traffic operations. With ever increasing traffic volumes at the intersection of North 19th Avenue and East Valley Center Road, an alternative form of intersection traffic control or revised geometry may be necessary to improve overall traffic operations in the future. Multilane Roundabout Evaluation For comparison, the intersection of North 19th Avenue and East Valley Center Road was also evaluated under multilane roundabout control. Normally, a roundabout would not be included within a signalized roadway network; however, the intersection of North 19th Avenue and East Valley Center Road is at the northern end of the network, excluding the signalized intersection of North 19th Avenue and the westbound Interstate 90 ramps. Roundabout intersection capacity and level of service analyses were performed using HCS Roundabouts Version 7.2 developed and maintained by the McTrans Center at the University of Florida. Roundabout intersection analyses are based on Chapter 22 of the HCM. The HCM methodology for evaluating roundabout intersections is based on flow patterns and conflicting traffic for vehicles entering, circulating, and exiting the roundabout. Each approach to the roundabout was evaluated as having two lanes as were the number of circulating lanes within the roundabout. The results of the analyses are summarized in Table 5 on page 29. 27 Traffic Impact Study , Morrison Catron Crossing I Bozeman, Gallatin County, Montana iiiiiiiii Maierle engineers•surveyors•planners•sNentisis Table 4: North 19th Avenue&East Valley Center Road Mitigation with Eastbound Dual-Left Turn Lane- Estimated 2027 Background Traffic Intersection Operations Summary Analysis Performance Case Measure LOS C E C C D D El ❑ Ll Z lil Weekday, AM Peak Delay 33.9 63.1 32.0 28.1 51.5 52.1 L�O 32.5Hour (slveh) L�] E 44.1 Signalized Volume to Intersection Capacity 0.62 0.90 0.00 0.44 0.13 0.18 L24] L37] 0.05 E L27] 120 sec Ratio(vlc) Cycle Length HCM 95%Max Queue Length - 375 2 216 25 29 51 183 17 463 135 (ft) Weekday, LOS C E C L-1 E ❑❑ ❑EB I D I C U ❑ uu LJ ❑ PM Peak lay De 32.5 63.1 33.5 L�A] F67].3 68.7 63.6 E 36.4 30.8 46.3Hour (siv Deeh) Signalized Volume to Intersection Capacity 0.59 0.82 10.01 D.32 0.08 0.20 0.81 0.67 0.06 0.58 0.54 150 sec Ratio(vlc) Cycle Length HCM 95%Max Queue Length - 527 5 210 L]3 E214 424 17 272 319 (ft) LOS D E C C ❑u❑ ❑ U E E C II E I ' D D Saturday, ❑� l� JJLL JJ ,❑ Midday Delay 43.8 64.4 34.2 28.3 E 26.065.850.7Peak Hour (slveh) ❑ LEI Signalized Volume to Intersection Capacity 0.72 0.90 0.01 0.49 0.07 029 0.86 0.69 0.22 0,94 0.64 140 sec Ratio(vtc) Cycle Length HCM 95%Max Queue LengthLl 45J 3 303 17 55 266 579 29 52 l I 0 342 (ft) EB=Eastbound;WB=Westbound;NB=Northbound;SB=Southbound L=Left;T=Through;R=Right;LTR=Left-Through-Right;LT=Left-Through;TR=Through-Right;LR=Left-Right =Substandard Level-of-Service i XXX=Queue Exceeds Available Storage 28 No Morrison Traffic Impact Study IIIIIIII Maierle Catron Crossing I Bozeman, Gallatin County, Montana engineers•surveyors•planners•xlenlists Table 5: North 19th Avenue&East Valley Center Road Mitigation with Multilane Roundabout- Estimated 2027 Background Traffic Intersection Operations Summary Analysis Performance Case Measure LOS EB Ll C I A I A A B A A u Weekday, Delay 12.6 24.8 21.4 8.7 7.7 4.7 10.8 9.1 8.2 AM Peak (slveh) Hour Volume to Two-Lane Capacity 0.54 0.66 0.64 0.04 0.04 0.09 0.56 0.52 0.49 Roundabout Ratio(vlc) Intersection HCM 95%Max Queue Length 118 113 3 3 8 90 80 70 (ft) I Ll LOS FD] Ba Aa B A Weekday, PM Peak (slveh) U Hour Volume to Two-Lane Capacity E LL.74 0.25 0.04 0.06 0.35 0.53 0.50 Roundabout Ratio(vlc) Intersection HCM 95%Max Queue Length 163 25 3 5 40 83 70 (ft) LOS I C I D D B B A D C C Saturday, Delay 21.7 27.0 27.7 13.9 12.4 9.8 28.0 20.1 15.9 Midday (slveh) Peak Hour _ I� Volume to Two-Lane Capacity 0.76 0.74 0.78 0.06 0.09 0.47 0.88 0.77 0.71 Roundabout Ratio(vlc) Intersection HCM 95%Max Queue LengthL L5] 183 5 Lj] 63 305 [H] 155 (ft) EB=Eastbound;WB=Westbound;NB=Northbound;SB=Southbound L=Left;T=Through;R=Right;LTR=Left-Through-Right;LT=Left-Through;TR=Through-Right;LR=Left-Right =Substandard Level-of-Service 29 Traffic Impact Study , Morrison Catron Crossing I Bozeman, Gallatin County, Montana Maierle engineers rveyor♦ pltnnnr>-ur,ttttr As shown in Table 5 on the previous page, the intersection of North 19th Avenue and East Valley Center Road may experience improved traffic operations with the installation of a roundabout versus modifying the existing signalized intersection geometry. Level of service between a roundabout and a traffic signal is not directly comparable as the HCM delineates differing delay criteria for roundabout controlled intersections versus signalized intersections. In terms of average vehicle delay, a roundabout controlled intersection has lower values for the intersection as a whole as well as for nearly every movement when compared to operations under signalized traffic control. The LOS F during the weekday, PM peak period for the northbound left-through-right lane only slightly differs than the estimated value for the signalized intersection with a dual-left turn lane for estimated 2027 background traffic volumes. Although it appears that a two-lane roundabout may offer more favorable traffic operations overall, it still has operational issues during peak periods. Including a third lane on the eastbound and northbound approaches as well as an additional circulating lane within the roundabout for the eastbound and northbound movements may improve operations. The HCM does not define analysis procedures beyond two approach and conflicting circulating lanes. A two-lane roundabout may not be a viable alternative for mitigating traffic operations at the intersection of North 19th Avenue and East Valley Center Road. Therefore, if a roundabout was selected as a preferred mitigation alternative more rigorous analyses with the inclusion of a third lane for the northbound and eastbound approaches as well as within portions of the circulating lanes of the roundabout could be completed to verify performance and safety. 2027 Estimated Total Traffic Conditions The results of the estimated 2027 total traffic analyses are similar to those for the 2027 background traffic analyses. Again, the substandard traffic operations at the intersection of East Valley Center Road and Catamount Street are projected to be experienced only on the existing westbound, private drive approach. Once more, mitigation of substandard traffic operations on that private approach would be the responsibility of the owner of the property to which the approach serves. With the addition of Catron Crossing traffic, the Catamount Street and A Avenue intersection is projected to experience substandard traffic operations on the southbound, private A Avenue approach during the Saturday, midday peak period. The right turn traffic volumes from the proposed Costco access to Catamount Street at that intersection limit the number of available gaps for left turns from the A Avenue private approach, which leads to the increased delays forecast on that approach. 30 11 ON Morrison Traffic Impact Study � Maierle Caton Crossing I Bozeman, Gallatin County, Montana n engmeert w ynr� plenums-xkolio, Because the Comfort Suites hotel site has already been constructed and the Taco Bell site is nearly complete at the time of this study, their proximity to the A Avenue roadway limit the opportunity for any widening on that approach to accommodate any turn lanes for mitigation. Due to the limited queue storage availability between A Avenue and East Valley Center Road on Catamount Street, all-way stop control is not a viable option for mitigating substandard traffic operations. Similarly to all-way stop control, the closeness of the intersection to East Valley Center Road also discourages traffic signal control as a means of mitigation. Roundabout control would only be an option if it were installed such that additional right-of-way was not necessary on the north side of Catamount Street, noting the existing and soon to be completed site improvements for the Comfort Suites hotel and Taco Bell. Therefore, allowing for LOS D during the Saturday, midday peak period may be the only viable option for the intersection of Catamount Street and A Avenue. As was the case with estimated 2027 background traffic volumes, vehicle queues for the through-left turn movement at the intersection of North 19th Avenue and East Valley Center Road are projected to exceed the available queue storage under 2027 total traffic volumes during the weekday, PM peak hour. As discussed previously, until modifications are made to North 19th Avenue to allow for two northbound through lanes north of the eastbound Interstate 90 on-ramp an eastbound dual-left turn lane at the intersection of North 19th Avenue and East Valley Center Road is not deemed a viable option for mitigating excessive queues or any substandard traffic operations. Analyses of a two-lane roundabout were performed for estimated 2027 total traffic conditions and are summarized in Table 6 on the following page. As was the case with estimated 2027 background traffic conditions, a two-lane roundabout may offer more favorable operations in terms of average vehicle delay when compared to signalized control for the intersection; however, it is not projected to mitigate all of the operational issues at the intersection and would not meet the City of Bozeman's level of service criteria for an intersection. Pedestrian & Bicyclist Connectivity As noted previously, a concrete trail is proposed to be completed along the western boundary of the proposed Catron Crossing development as shown in Figure 2 on page 3. An asphalt trail is proposed from X Street(proposed new local roadway) northwesterly along the eastern/northern boundary of Catron Crossing adjacent to East Valley Center Road, but outside of the dedicated right-of-way. Sidewalks are also proposed throughout the development. They are planned to be installed along the west side of A Avenue (proposed private drive) at a minimum as well as both sides of the proposed X Street. Mid-block crossings are also included for where the proposed concrete trail crosses Catamount Street and X Street. These improvements would fill-in some of the missing sidewalk and pathway sections shown in Figure 10 on page 12, enhancing the connectivity to the surrounding businesses and neighborhoods. 31 Traffic Impact Study ON Morrison Catron Crossing I Bozeman, Gallatin County, Montana iiiiiiiii Maierle engineers•surveyors•planners•sckntlsls Table 6: North 19th Avenue&East Valley Center Road Mitigation with Multilane Roundabout- Estimated 2027 Total Traffic Intersection Operations Summary Analysis PerformanceN LOS B D C A A A B B A Weekday, Delay14.4 29.5 24.9 9.4 8.3 5.3 11.4 10.4 9.3 AM Peak (slveh) Hour Volume to Two-Lane Capacity I L58] 0.73 0.70 0.05 0.04 0.14 0.57 0.58 0.54 Roundabout Ratio(vlc) Intersection HCM 95%Max Queue LengthI L- 148 138 3 3 13 95 98 85 (ft) LOS E D A C C A B Weekday, Delay 36.2 27,7 7.8 18.0 15.3 8.6 ® 11.2 9.8 PM Peak (slveh) ❑ Hour Volume to Two-Lane Capacity 0,72 0.81 0.27 0.05 0.06 0.38 0.56 0.52 Roundabout Ratio(vlc) Intersection HCM 95%Max Queue Length - 213 28 3 5 45 88 75 (ft) LOS C 0 D B B U � U C Saturday, Delay [22.8 25.1 32.8 14.2 12.7 10.3 26.5 23.6 18.0 Midday (slveh) Peak Hour Volume to Two-Lane Capacity 0.78 0.71 0.83 0.06 0.09 0.50 0.87 0.81 0.75 Roundabout Ratio(vlc) Intersection HCM 95%Max Queue Length LO L: L] LE] 73 LE] LE 178 (ft) EB=Eastbound;WB=Westbound;NB=Northbound;SB=Southbound L=Left;T=Through;R-R' ht;LTR=Left-Through-Right;LT=Left-Through;TR=Through-Right;LR=Left-Right =Substandard Level-of-Service 32 Morrison ■■ Traffic Impact Study Maierle engineers•surveyors•planners•scientistsCatron Crossing I Bozeman, Gallatin County, Montana Findings Existing Conditions Traffic Operations From the capacity and level of service analyses for current daily traffic conditions, it was identified that all of the study area intersections are functioning at LOS C or better. Therefore, no additional improvements are necessary to mitigate existing traffic operations at any of the study area intersections. Pedestrian & dicycnst Connectivity In the vicinity of the proposed Catron Crossing development, there is an existing network of trails and sidewalks as shown in Figure 10 on page 12. However, no crossings of East Valley Center Road are presently installed adjacent to the site, nor do the adjacent asphalt surface trails currently link to any pedestrian or bicyclist networks. Other than sidewalks along the north side of Catamount Street and on-site for the Comfort Suites hotel, no other hard surface trails or sidewalks presently exist within the Catron Crossing development or on the immediately adjacent transportation network. Transit Service Streamline transit service does not currently offer any routes that provide service within the study area. 2027 Estimated Background Traffic Estimated 2027 background traffic analyses show that only the East Valley Center Road and Catamount Street intersection is projected to have any substandard traffic operations, but these are estimated to be experienced only on the existing westbound, private drive approach. Mitigation of substandard traffic operations on that private approach would be the responsibility of the owner of the property to which the approach serves. At the intersection of North 19th Avenue and East Valley Center Road, eastbound left turns are projected to exceed the available queue storage of 525 feet during the weekday, PM peak hour. The addition of an eastbound dual-left turn lane with the inclusion of a southbound right turn overlap for estimated 2027 background traffic volumes found increased vehicle delays during all peak periods. Additionally, the anticipated utilization of the northern left turn lane of approximately 73% results in estimated vehicle queue lengths still exceeding the available queue storage. Analyses of the intersection under two-lane roundabout control yielded reduced average vehicle delays and a majority of vehicle queues; however, it would not address all of the intersection traffic operations issues nor would it meet the City of Bozeman's level of service standards. 33 No Morrison Traffic Impact Study Maierle Catron Crossing I Bozeman, Gallatin County, Montana enpinern•surveyory pduvron uMmts Transit Service With continued growth in the area and future potential expansion of Streamline transit service, it is possible that Streamline may offer routes in the area in the future. No future routes no transit service improvements have been identified at this time. Compliance with Applicable Local Codes All improvements on-site should be completed in accordance with City of Bozeman design standards at a minimum. The proposed accesses are subject to review and approval (for both location and design) by the appropriate reviewing agency. As required, any accesses and on-site driveways should be designed to accommodate the appropriate design vehicles. For a commercial development, consideration must be given to the appropriate delivery design vehicle at a minimum. Conclusions & Recommendations Analysis of trip generation estimates, site circulation, and traffic operations reveal that the proposed Catron Crossing development will have minimal impact on the area transportation system. For the proposed site, the following are recommended: Traffic Operations 2017 Existing Conditio Capacity and level of service analyses for traffic conditions based on current daily traffic show that all of the study area intersections are functioning at LOS C or better. Therefore, no additional improvements are necessary to mitigate existing traffic operations at any of the study area intersections. 2027 Future Traffic Operations For estimated 2027 background and total traffic conditions, East Valley Center Road and its intersections with North 19th Avenue and Catamount Street were projected to experience any traffic operational issues as well as the intersection of Catamount Street and A Avenue. Recommendations for mitigating substandard traffic operations for estimated 2027 background and total traffic conditions or conclusions drawn from the analyses, as applicable, are provided in the following paragraphs. Recommendations for X Street and its intersections with East Valley Center Road and A Avenue are also provided. 35 Traffic Impact Study Morrison Catron Crossing I Bozeman, Gallatin County. Montana � Maierle _ rnpmrrn wrrryort-rlmnrrt tambtt. 2027 Estimated Total Traffic & Catron Crossing Full Build-Out Traffic Operations The results of the estimated 2027 total traffic analyses are similar to those for the 2027 background traffic analyses. Again, the substandard traffic operations at the intersection of East Valley Center Road and Catamount Street are projected to be experienced only on the existing westbound, private drive approach. Once more, mitigation of substandard traffic operations on that private approach would be the responsibility of the owner of the property to which the approach serves. With the addition of Catron Crossing traffic, the Catamount Street and A Avenue intersection is projected to experience substandard traffic operations on the southbound, private A Avenue approach during the Saturday, midday peak period. The right turn traffic volumes from the proposed Costco access to Catamount Street at that intersection limit the number of available gaps for left turns from the A Avenue private approach, which leads to the increased delays forecast on that approach. As was the case with estimated 2027 background traffic volumes, vehicle queues for the through-left turn movement at the intersection of North 19th Avenue and East Valley Center Road are projected to exceed the available queue storage under 2027 total traffic volumes during the weekday, PM peak hour. Modifications would be necessary to North 19th Avenue to allow for two northbound through lanes north of the eastbound Interstate 90 on-ramp for an eastbound dual-left turn lane at the intersection of North 19th Avenue and East Valley Center Road to be a viable option for mitigating excessive queues or any substandard traffic operations. Two-lane roundabout analyses for estimated 2027 total traffic conditions showed the potential for more favorable operations in terms of average vehicle delay when compared to signalized control for the intersection; however, it is not projected to mitigate all of the operational issues at the intersection and would not meet the City of Bozeman's level of service criteria for an intersection. Pedestrian S Bicyclist Connectivity As noted previously, a concrete trail is proposed to be completed along the western boundary of the proposed Catron Crossing development as shown in Figure 2 on page 3. An asphalt trail is proposed from X Street(proposed new local roadway) northwesterly along the eastern/northern boundary of Catron Crossing adjacent to East Valley Center Road, but outside of the dedicated right-of-way. Sidewalks are also proposed throughout the development. They are planned to be installed along the west side of A Avenue (proposed private drive) at a minimum as well as both sides of the proposed X Street. Mid-block crossings are also included for where the proposed concrete trail crosses Catamount Street and X Street. These improvements would fill-in some of the missing sidewalk and pathway sections shown in Figure 10 on page 12, enhancing the connectivity to the surrounding businesses and neighborhoods. 34 Traffic Impact Study ®, Morrison iiiiiiiii Catron Crossing I Bozeman, Gallatin County, Montana Maierle engmeen�surveyor dnnen urernisu North 19th Avenue & East Valley Center Road With continued traffic growth along North 19th Avenue and East Valley Center Road, the intersection of these roadways may require mitigation to address excessive vehicle queuing on the eastbound approach resulting from the left turn demand on that approach. Mitigation for the excessive queues as well as improvements to movements that are estimated to experience substandard operations may include the following recommendations: ❑ Option A: Projected left-turning vehicle volumes on the eastbound, East Valley Center Road approach may justify the installation of a dual-left turn lane. For an eastbound,dual-left turn lane to be effective modifications would need to be made to North 19th Avenue to allow for two northbound through lanes north of the eastbound Interstate 90 on-ramp. An eastbound dual-left turn lane at the intersection of North 19th Avenue and East Valley Center Road is not deemed a viable option for mitigating excessive queues or any substandard traffic operations without the additional improvements to North 19th Avenue. ❑ Option B: A multilane roundabout at the intersection of North 19th Avenue and East Valley Center Road is projected to reduce average vehicle delays at the intersection versus those under signalized intersection traffic control. Three approach and circulating lanes may be required for eastbound and northbound movements, ;The potential need for mitigation at the intersection of North 19th Avenue and East Valley Center ~Road is based on traffic growth projections for the area through the year 2027 and not directly ,related to traffic impacts resulting from the proposed Catron Crossing development. East Valley Center Road& Catamount Street ❑ Projected traffic growth on Catamount Street is forecast to degrade traffic operations for the westbound approach at the intersection of East Valley Center Road and Catamount Street. Mitigation of substandard traffic operations on that private approach would be the responsibility of the owner of the property to which the approach serves. (Degradation in traffic operations for the westbound approach at the intersection of East Valley Center Road and Catamount Street is based on traffic growth projections for the area through the ;year 2027 and not directly related to traffic impacts resulting from Catron Crossing. Catamount Street&A Avenue ❑ The intersection of Catamount Street and A Avenue is projected to operate at LOS D during the Saturday,midday peak hour for projected 2027 total traffic volumes, which is less than the minimum desirable LOS C. Because the Comfort Suites hotel site has already been constructed and the Taco Bell site is nearly complete at the time of this study,their proximity to the A Avenue roadway limit the opportunity for any widening on that approach to accommodate any turn lanes for mitigation. ■ Due to the limited queue storage availability between A Avenue and East Valley Center Road on Catamount Street, all-way stop control is not a viable option for mitigating substandard traffic operations. ■ Traffic signal control would not be an acceptable means of mitigation due to the proximity of the intersection to East Valley Center Road. 36 Morrison Traffic Impact Study Maierle SCMnlltlt 54'v ryroti Catron Crossing I Bozeman, Gallatin County, Montana rn�ni pinnnrr. ■ Roundabout control is a limited option that would require that no additional right-of-way be necessary on the north side of Catamount Street, noting the existing and soon to be completed site improvements for the Comfort Suites hotel and Taco Bell. ❑ Allowing for LOS D during the Saturday, midday peak period on the existing private drive approach of A Avenue to Catamount Street is recommended. East Valley Center Road&X Street Due to the anticipated significant right turning vehicular demand on the eastbound approach at the intersection of East Valley Center Road and X Street, the following is recommended: ❑ The eastbound,X Street approach to East Valley Center Road should be constructed to include a dedicated right turn lane as well as a shared through-left turn lane. ❑ Stop control should remain on that approach as is currently installed. The existing stop sign should be removed and replaced with the improvements on that approach. X Street&A Avenue ❑ Two-way stop control is recommended to be installed on the northbound and southbound approaches at the proposed intersection of X Street and A Avenue. ❑ A queue storage length of 50 feet is recommended on the northbound and southbound approaches to accommodate delivery truck vehicles,with an absolute minimum queue storage of 25 feet to limit driveways being blocked by queued vehicles on each of those approaches. Pedestrian & Bicyclist Connectivity ❑ The addition of pathways along the western boundary of the Catron Crossing development as well as East Valley Center Road adjacent to the development should be included with site improvements as currently proposed. ❑ Sidewalk connections proposed within the Catron Crossing development should be incorporated as each lot develops. Internal Site Considerations ❑ Driveways and internal drive aisles need to be designed for the appropriate vehicles that may access the facility, including solid waste vehicles,delivery trucks, and emergency vehicles. ❑ Adequate sight distance must be preserved at driveways,internal intersections,and crosswalks for driver,pedestrian, and bicyclist safety in accordance with City of Bozeman and American Association of State Highway and Transportation Officials(AASHTO)standards. Traffic Control Guidance ❑ Any traffic control improvements installed within the site or along adjacent roadways must be in accordance with Montana Department of Transportation, City of Bozeman, Gallatin County, and the Manual on Uniform Traffic Control Devices standards. 37 Traffic Impact Study Morrison Catron Crossing I Bozeman, Gallatin County, Montana Iiiiiiii Maler-e engineers•surveyors•Wsnnen•scientists References 1. American Association of State Highway and Transportation Officials. (August 2012). A Policy on Geometric Design of Highways and Streets, 2011 6th Edition. Washington, DC: Author. 2. City of Bozeman. (July 20, 2017). Bozeman Municipal Code. Tallahassee, FL: Municode. 3. Institute of Transportation Engineers. (2005). Transportation Impact Analyses for Site Development: An ITE Proposed Recommended Practice. Washington, DC: Author. 4. Institute of Transportation Engineers. (2012).Trip Generation, 9th Edition. Washington, DC:Author. 5. Institute of Transportation Engineers. (June 2004). Trip Generation Handbook: An ITE Recommended Practice. Washington, DC: Author. 6. Kittelson & Associates. (March 31, 2017). Transportation Impact Analysis for the Proposed Bozeman Costco Expansion (CW#16-0115)— Bozeman, Montana. Issaquah, WA: Author. 7. Montana Department of Transportation. (November 2007). Montana Traffic Engineering Manual. Helena, MT: Author. 8. Robert Peccia &Associates and Alta Planning & Design. (April 25, 2017). Bozeman Transportation Master Plan. Bozeman, MT: City of Bozeman. 9. Stover, Vergil G. and Frank K. Koepke. (2002). Transportation and Land Development, 2nd Edition. Washington, DC: Institute of Transportation Engineers. 10. Transportation Research Board. (2016). Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis. Washington, DC: Author. 11. United States Department of Transportation—Federal Highway Administration. (May 2012). Manual on Uniform Traffic Control Devices for Streets and Highways, 2009 Edition with Revision Numbers 1 and 2. Washington DC: Author. 38 APPENDIX A LEVEL OF SERVICE CONCEPTS, ANALYSIS METHODOLOGIES, & STANDARDS OF SIGNIFICANCE Morrison Maierle engineers• surveyors • planners • scientists i Morrison 00 Traffic Impact Study I. Maierle engineers•surveyors•planners•scienlisss Catron Crossing I Bozeman, Gallatin County, Montana UnsignalizedIntersectionof The method presented in Highway Capacity Manual (HCM2O10) published by the Transportation Research Board (TRB)for evaluating unsignalized, stop controlled intersections is based on the average total delay for each impeded movement. As used here, total delay is defined as the total elapsed time from when a vehicle stops at the end of a queue until the vehicle departs from the stop line. This time includes the time required for the vehicle to travel from the last-in-queue to the first-in-queue position. The average total delay for any particular minor movement is a function of the service rate or capacity of the approach and the degree of saturation. The resulting delay is used to determine the level of service as shown in Table A-1 below. Table A-1: Level of Service Criteria for Stop-Controlled Intersections Average Control Delay Level of Service(LOS)Characteristics s 10 seconds LOS A-Little or no delay 10.1 -15.0 seconds LOS B-Short traffic delay 15.1-25.0 seconds LOS C-Average traffic delay 25.1 —35.0 seconds LOS D—Long traffic delays 35.1 —50.0 seconds LOS E—Very long traffic delays >50.1 seconds LOS F—When the demand exceeds the capacity of the lane,extreme delays will be encountered and queuing may cause severe congestion to the intersection. Source: Highway Capacity Manual 2010(Transportation Research Board,2010) 50 a o 0 v � O c 40 E d >,30 20 a c� 10 0 200 400 600 800 1000 1200 1400 1600 Maveme nt Flow Rate (ve h/h) Source: Exhibit 17-20. Highway Capacity Manual 2000, Pg. 17-24(Transportation Research Board,2000) Figure A-1: Control Delay and Flow Rate Appendix A: Level of Service Concepts,Analysis Methodologies, &Standards of Significance A-1 Traffic Impact Study EN Morrison Catron Crossing I Bozeman, Gallatin County, Montana �� Malerle wn ,, Roundabout The HCM2O1O analysis method for evaluating roundabout controlled intersections is also based on the average total delay for each impeded movement. Roundabout capacity and level-of-service is largely influenced by traffic flow patterns — the number of entering vehicles and on what approach legs; the volume of vehicles circulating within the roundabout; and the volume of vehicles exiting the roundabout and at what departure legs. At the time of publishing the HCM2O1O there had not been a significant amount of research on driver perceptions of control delay at roundabout controlled intersections. Therefore, level-of-service for a roundabout controlled intersection has been modeled similarly to that of a two-way or all-way stop-controlled intersection. The level-of-service criteria for a roundabout are summarized in Table A-2 below. Table A-2: Level of Service Criteria for Roundabout Controlled Intersections Avera a Control Delay Level of Service(LOS)Characteristics 1510 seconds LOS A—Little or no delay 10.1-15.0 seconds LOS B—Short traffic delay 15.1—25.0 seconds I LOS C—Average traffic delay 25.1—35.0 seconds LOS D—Long traffic delays 35.1—50.0 seconds LOS E—Very long traffic delays >50.1 seconds LOS F—When the demand exceeds the capacity of the lane,extreme delays will be encountered and queuing may cause severe congestion to the intersection. Source: Highway Capacity Manual 2010(Transportation Research Board,2010) Signalized Intersection Level of Service The operational analysis method for evaluation of signalized intersections presented in the HCM201O defines level of service in terms of delay, or more specifically, control stopped delay per vehicle. Delay is a measure of driver and/or passenger discomfort, frustration, fuel consumption, and lost travel time. The level of service criteria for signalized intersections is presented in Table A-3 on the following page. A-2 I Appendix A: Level of Service Concepts,Analysis Methodologies, &Standards of Significance � Morrison ■■ Traffic Impact Study iiiiiiiii Maierle engineers•surveyors•planners•sdenlists Catron Crossing I Bozeman, Gallatin County, Montana Table A-3: Level of Service Criteria for Signalized Intersections Control Stopped Delay Per Vehicle Level of Service(LOS)Characteristics 510 seconds LOS A—Operations with very low delay.This occurs when progression is extremely favorable,and most vehicles do not stop at all.Short cycle lengths may also contribute to low delay. 10.1 —20.0 seconds LOS B—Operations with generally good progression and/or short cycle lengths.More vehicles stop than for LOS A,causing higher levels of average delay. LOS C—Operations with higher delays,which may result from fair progression and/or longer cycle 20.1—35.0 seconds lengths.Individual cycle failures may begin to appear at this level.The number of vehicles stopping is significant at this level,although many still pass through the intersection without stopping. LOS D—Operations with high delay,resulting from some combination of unfavorable progression, 35.1 —55.0 seconds long cycle lengths,or high volumes.The influence of congestion becomes more noticeable,and individual cycle failures are noticeable. 55.1—80.0 seconds LOS E—Considered being the limit of acceptable delay.Individual cycle failures are frequent occurrences. LOS F—A condition of excessively high delay,considered unacceptable to most drivers.This >80.1 seconds condition often occurs when arrival flow rates exceed the capacity of the intersection.Poor progression and long cycle lengths may also be major contributing causes to such delay. Source: Highway Capacity Manual 2010(Transportation Research Board,2000) 'City of Bozeman Standards The City of Bozeman Unified Development Ordinance (UDO) identifies specific standards for transportation facilities and access.The standards pertaining to this study are identified in the paragraphs that follow. Traffic Progression Section 38.24.060.B.3 of the UDO conveys specific requirements for the spacing of potential intersections with traffic signals. This Section states the following: "Traffic progression will be of paramount importance. Consequently, all potential intersections with signals will be placed on quarter-mile points unless otherwise approved by the review authority." Level of Service Standards Level of service standards for arterial and collector streets as well as intersections with arterial and collector streets are stated in Section 38.24.060.B.4 of the UDO. Those standards are as follows: Appendix A: Level of Service Concepts,Analysis Methodologies, &Standards of Significance I A-3 Traffic Impact Study ON Morrison mool Maierle Calron Crossing I Bozeman, Gallatin County, Montana engineers•surveyors planners,scienlisls All arterial and collector streets and intersections with arterial and collector streets shall operate at a minimum level of service "C" unless specifically exempted by this subsection. Level of service (LOS) values shall be determined by using the methods defined by the most recent edition of the Highway Capacity Manual, A development shall be approved only if the LOS requirements are met in the design year,which shall be a minimum of 15 years following the development application review or construction of mitigation measures if mitigation measures are required to maintain LOS. Intersections shall have a minimum acceptable LOS of "C" for the intersection as a whole. a Exception: If an intersection within the area required to be studied by section 38.41.060.A.12 does not meet LOS"C"and the intersection has been fully constructed to its maximum lane and turning movement capacity,then an LOS of less than"C'is acceptable. b. Exception:The review authority may accept an LOS of less than"CI at a specific intersection if: (1) A variance to allow a lesser LOS was approved not more than two years prior to the date an application for development being reviewed is determined to be adequate for review; (2) The request was made in writing with the application;and (3) The circumstances are in the professional judgment of the review authority substantially the same as when the variance was granted. A-4 Appendix A: Level of Service Concepts,Analysis Methodologies, &Standards of Significance APPENDIX B TRAFFIC COUNT DATA Morrison Maierle engineers• surveyors • planners• scientists Morrison mmi Maierle engineers• surveyors • planners • scientists APPENDIX B-1 WEEKDAY, AM PEAK PERIOD INTERSECTION TURNING MOVEMENT VOLUMES u Olin Ilia gill lugs Y- .mac' loop IM11 lump lfiI4 1�1 Iflup logo 1--1- 111d 14MIC MAIMIN I d 0- (FIN)41noS a41 uia j (BS)PON a41 wa j (93)1s3M a4I ww j IBM)]sea a41 uia j Of anuany 4161,WON anuany 4161 WON Peoa Jalua3 RapeA Ise3 ssaaoy eBiy ISBN m a A a ui d ui o - d b6 6 � C5 0 O o d d vi d tiPC 3 999 _ d o Im C 01 O CJ I7I1III lfl _ O O O f I. O �J O 11 � � pppp N O CJ O �. •-. O 4 O �T .. O - W O O C M N C � �pppppQ R �I Q co v o o v o o n cv o o t {Fib b J C 1 H ` o ci O C5 ci C5 6 6 �- ci6 ci gci —- 16666 O c6i c6s ci cl ID <D �D .1 6 C5 ci 6 8 0 > CZ op g m C3, IS C> 1, L `fix o r-11 Au C) M iL CL ci cs g 4 9 9 C5 c; ci cs ci 0 1, ci 6 6 6 cj ■ E CD CD ■ ui � ^ § \ ) § \ \ 2 ( § § § ƒ § f O a / � k � . � ` —— ° 2 C4 \ $ki2� _ Ci C5 C4 C� C> ■ / � ') ° - _ � a CD fo C. CD C. C'n c6i 6 6 ID CD 0 'E t: 'o Me .20— C 0 *2 Cj Go t5 10 ro -E m a a O O O Q Eg C LL") d (V O O ^ O O V d Ci d tg d (V O O O A L 6 ci 6C; a c; C5 c = o o p a c5 o CS 3 d o d 6 d d o 3 O 6 � 13 O e _gy�pp V •- O o .- M to <. U O O O N N O o - •- O O C O t0 C _ A N O O O U � r p � O N •) rr p q G -, r N O O O f0 p q n O N �UUU C Q t.:/N O - �, •r -- O N O n m - o c o (V v r O n O N r, O .- O R � •- � O O O O •- N O c� O O r . O q O -. .- r'.� p c. q Q - - o O O O r("r M p �- O (•� � �. O O O N •- P �� O �'I N rf LL £ g - Of j a LL r ? y m f- cr S E � o f a C Cy��yO1 � S L F Morrison Maierle engineers • surveyors• planners• scientists APPENDIX B-Z WEEKDAY, PM PEAK PERIOD INTERSECTION TURNING MOVEMENT VOLUMES _ s \ N 0 a Be _ GO S S O CJ O O O O th OD C? m O O O O N O 6 S S 6 cs ci S ci 6 N S S O 6 Ci O Ci O O O C O O O O O O O O O 0 0 o d d d d - 3 41 i _ �gy N :3 C M O O O N c'v ti O G O N gj O G O .v P t0 P O C N n M c::4: v 0 a a, k: 3 I O O 1� U z as"v T z o c E Q s O J O U N` - �� N o CLcu C11 4 ci 6 , `C3 6 cs cs E E cg 4 cs ci cs 16 ID ci 0 till Im � �$$I� a w � , . _ ■ C 1�. z co C. CD z C> CD C3 11P 4 � � �� \ r \ \ \ es cl � / e = / a o » \ � � r \ � ' } ILI f�kk) -E Olin Oulu 1912 logo -6 Iflog mail 1111 Oulu 1P us logo logo logo 11121911111A1111111111 ®N®Io'� MINION IIIIo�� Moo� o� �� - .: � ©®®ONE �=goo®oa000©o®o0o®Imo ®ooalm MINION NI1INOIloilo - a 0 0 � . �M®©oNl� � oil o��- o�� o��04 0��. M � © - o��;�� W (OWISP�044woj� (SN)41noS eqj woij (8S)q)JON OLIJ WOJJ (83)IsE)AA 0q1 wOJA ssax)v asnoq�eajS�oeqjno P908 JOWDO A011CA ISC3 PeOH i3juaD AoIJUA Isu jawls junoweloo U U1 U0W.3 ca CL IL C3 ci ci 04 ci § cr ci gci Q Q c') F C; 78 6 6 ■ E c 6 2 c6s 6 6 ci .0 C3 6 ■ O ci ci■ -c2 � ) 7 � � _ � , _ � �� 14) � / 777 \ � � w a ` — ^ ^- ° \ C) cD C, Zi 2\}i fr. ce, oil izz C3 6 c, CD 0 0 ci C; ci c; ci 6 ci 6 C, ci E al� cj Im IS cli Wl CD Rii ID an. w 0 M U d m M a cgq s 0 4•'� p O O O tp 4 O O s s r� s Q s s . s - s s "o c- d d - d d o d cS d c o d d ci o 0 o d o E t0 E 3 j O d In C O O N Q1 N C+ O O 1•'1 O O O 3 49 Ro CR O wC W w O Cl C � M44 r m 2 O O `J N h •- O O O O C bJ O pp 3 II W R � .ro l� T- - � C) IX •- O •- O N tT O •-- tr t`') O O G s O p In •- O G'� O 1'� •I O r� O N N O b21 o a IL C K J o Morrison Maierle engineers• surveyors • planners• scientists APPENDIX B-3 SATURDAY, MIDDAY PEAK PERIOD INTERSECTION TURNING MOVEMENT VOLUMES �n cl a "' m o u°Di o v o 0 o CO S o eo c o 0 0 0 0 0 0 o N c - r � o - O OOD �[OJ S O S NN S m S O S T S m S O S W S O S O O O O O O O C O O O O O O O O O O O O O O O O o e_ o o o N M O O O M O O S O O , O O O N O O S O O c�! O m O O S O) O O O O M O O O OO - N o O tD (O O Orr O O NO m ON c N L O � _ O C N W Owl 0 N OE O S O O O S O O O O N r O O O W N _ O O O c2 O O ` N 5/ D7 � N F ��(D� W fo � O O O •D tm0 ^ O O O 01 O � O O O O N O O O � W Q � a - O N 4 S c'D O o O (O S n O O O S O - O O O M N W O O O S N Ilr') O O O K U N W V O O O Orp r O O O O O O O M O O O •`L c _ � cn o 0 0 0 � � o 0 0 � o � o 0 0 o co 0 0 0 0'ruLL E E E y H R H d r- d Y H i o o E m H' a 'm a m a m F c a a+ o co o c:? CO cl! c3 O 6 . cl O rya cli cli id iF p t- � o w, O*FE O c:? c:? la, Z4 S 0 C5 ai 6 c:; c; ci c:; 6 m Ci C6 ci 6 Fg C5 C. 6 cli C� cq J. ci CD Ix — - - - - - - - - — - CP II co w C> > ul Aa 1 o dE o 0 0 0 0 0 0 0 0 0 0 o d o 0 0 d o 0 o d o 0 0 0 0 o c ' 0 0 � a o d o c o 0 d o ci O N p O pp p LL'S In O O O T S� O O O O O O O O CD O O O O O O O O 1 � a0 O g 00 O p pp '. 11 pp O O r O) EO N O O O N m O O N O O O N II Ix 3N3 O Ili O O O m N O O O N O O O O b N - o r� o 0 o I co 0 0 0 o N d O i F OM 4 r O W � 11• o tp� � r U E CCOccc d' d J d :5 g a a j o c _ ro o �V m ep 2p\ \ e o _ O o S $ $ o 0 0 o S o d o d d o 0 0 0 O v 0 o O rn o o 0 0 o v o 0 0 0 0 0 0 0 0 0 0 0Q Q0 y� N � O O O W � N O O � �• `+ `� o O o 0 0 0 0 0 0 o O o O o - cD O O O t0 NN N O O N O o O O O O O O t0 OD O O O O N W O O O m ^}E S O O O M N O O ^ M G O O i _ & - -- - - 1 O 1 � l0 s P Z O O O O N O O O O O O O O 3 - o - r I s O i J •` (�� a E ~ ? a m ~ = a m J m � o $'GO z o c E Q � � J O g $ Qq� e e 8� o � as M N O O O O O O O O O O O O S (V O S C O O O f7 O G O O O O _ r 0 o e e \ QQ\ \ \ c \ C -.iz fO N O S O O O O S O O S O a N O O O O O O O O O G O O O O N o e e \ f 3� Qy CC Ep pp C O o O O O C O C7 O G O O O p W f00 tWh S O N N m M S O N N � f� S O S tM'J � O S N N O C O O O O O G O O O O O O O O O O O O O O C �[mJ M N cal V cWD p S N Y �V W N O M M a5'V') - � Quiiz W Of T O O� O M t7 M I I H ',O+ v W W/ O _- F O N N N O -It M O O O O M O O O O O N (O O O O O O O O O 1pfJ cc W N O 4 V � J _ o moll ■' 00 iH o I + o APPENDIX C TRIP GENERATION DATA Morrison Maierle engineers • surveyors • planners • scientists Morrison Maierle engineers • surveyors• planners• scientists APPENDIX C-1 CATRON CROSSING TRIP GENERATION DATA 2 : k § » m / § » § � I m § & $ E a .. Z 0 § » § t O P 9 z r co r = CD W ' - I _ & ; § � � . f CD \ = t Cli � 0 @ co Q a 2 G W « co cn CD com cCD § � { # f \ \ $ W § j & ) � ea &ƒ #) &U- a]ƒ #) : \\ k § \ § \k \c A § ) o - o o - c - o � ) & ® % w %3 CD % ) \ � \ CO 3 Q ) S c \ \ j \ / � - d / § = 6 - ( $ ® e . k § m / ) e o 6 f Q �| _ LL ± ' m c / Morrison Page 2/12 Maierle mo�, �wwrw,p.rwn r.im,n„ ESTIMATED TOTAL TRIP GENERATION FORMULAS 'Fast Food Restaurant with DrNe-Through Window-Trip Generation Data(ITE Land Use Code No 934:Fast Food Restaurantwith Drive-Through Window)I Independent Variable:1,000 Sq Feet Gross Floor Area Average Vehicle Trip Ends On a: Average Trip Generation Rate Equation: Directional Distribution: Coefficient of Determination: Weekday T=496.12(X) T=Average Vehicle Trip Ends 50%Entering R2 50%Exiting X=Independent Variable Units Average Vehicle Trip Ends On a: Average Trip Generation Rate Equation: Directional Distribution: Coefficient of Determination: Weekday,Peak Hour of Adjacent Street Traffic, T=45.42(X) One Hour Between 7:00 and 9:00 a.m. T=Average vehicle Trip Ends 51%Entering Rz 49/o Exiting X=Independent Variable Units I Average Vehicle Trip Ends On a: Average Trip Generation Rate Equation: Directional Distribution: Coefficient of Determination: Weekday,Peak Hour of Adjacent Street Traffic, T=32 65(X) I One Hour Between 4:00 and 6:00 p.m. T-Average Vehicle Trip Ends 52%Entering RZ 48%Exiting X=Independent Variable Units Average Vehicle Trip Ends On a: Average Trip Generation Rate Equation: Directional Distribution: Coefficient of Determination: Saturday,Peak Hour of Generator T=59.00(X) T=Average Vehicle Trip 4 Ends °oo Entering R'=«««« 9/o Exiting X=Independent Variable Units `High-Turnover(Sit-Down)Restaurant-Trip Generation Data(ITE Land Use Code No.932:High-Tumover Sit-Down Restaurant) I Independent Variable: 1,000 Sq.Feet Gross Floor Area Average Vehicle Trip Ends On a: Average Trip Generation Rate Equation: Directional Distribution: Coefficient of Determination: Weekday T=127.15(X) 50°0o Entering T=Average Vehkde Trip Ends R' 50/°Exiting X=Independent Variable Units Average Vehicle Trip Ends On a: Average Trip Generation Rate Equation: Directional Distribution: Coefficient of Determination Weekday,Peak Hour of Adjacent Street Traffic, T=10.81(X) One Hour Between 7:00 and 9:00 a.m. T=Average vehicle Trip Ends 55%Entering RZ «,.« 45/o Exiling X=Independent Variable Units Average vehicle Trip Ends On.a: Average Trip Generation Rate Equation: Directional Distribution: Coefficient of Determination: Weekday,Peak Hour of Adjacent Street Traffic, T=9.85(X) One Hour Between 4:00 and 6:00 p.m. T=Average vehicle Trip Ends 60%Entering RZ 40%Exiting X=Independent Variable Units Average Vehicle Trip Ends On a: Estimated Average Trip Generation Rate Equation: Estimated Directional Distribution: Coefficient of Determination: Saturday,Midday Peak Hour T=6.69(X) Td generation rate for the Saturday midday peak fn T=Aver Vehlcle Trip Ends 51%Entering " P 9 Y Y P � p � 49%Exiting _»«« based on average Saturday hourly traffic variation de X=Independent variable units 'General Office Building-Trip Generation Data (ITE Land Use Code No.710:General Office Building) I Independent Variable: 1000 Sq.Feet Gross Floor Area Average Vehicle Trip Ends On a: Average Trip Generation Rate Equation: Directional Distribution: Coefficient of Determination: Weekday T=6.15(X) 50%Entering T=Average Vehicle Trip Ends Rp. .,, 50%Exiting X=Independent Variable Units Average Vehicle Trip Ends On a: Average Trip Generation Rate Equation: Directional Distribution: Coefficient of Determination: Weekday,A.M.Peak Hour T=1.56(X) T=Average Vehicle Trip 12/°Ends 2 Entering Rp Exiting X=Independent Variable Units Average Vehicle Trip Ends On a: Average Trip Generation Rate Equation: Directional Distribution: Coefficient of Determination: Weekday,P.M.Peak Hour T=1.49(X) 17%Entering s T=Average Vehicle Trip Ends 83%Exiting R X=Independent Variable Units Average Vehicle Trip Ends On a: Average Trip Generation Rate Equation: Directional Distribution: Coefficient of Determination. Saturday,Peak Hour of Generator T=0.43(X) T=Average Vehicle Trip 46 Ends Entering R2_.... /o Exiting X=Independent Variable Units 14:005T251Traffic DalalTdp Generation DalalTrip-Generation_Catron-Crossing-Subdivision,xlsx-Total Trip Gen Formulas Morrison Page 3/12 Maierle ESTIMATED TOTAL TRIP GENERATION FORMULAS "Specialty Retail Center-Trip Generation Data(ITE Land Use Code No.826:Specialty Retail Center) I Independent Variable: 1,000 Sq.Feet Gross Leasable Area Average Vehicle Trip Ends On a: Average Trip Generation Rate Equation: Directional Distribution: Coefficient of Determination: Weekday T=44.32(X) 50%Entering s_ T=Average Vehicle Trip Ends 50%Exiting R ' X=Independent Variable Units Average Vehicle Trip Ends On a: Average Trip Generation Rate Equation: Directional Distribution: Coefficient of Determination: Weekday,A.M.Peak Hour of Generator T=6.84(X) 48%Entering s_ T=Average Vehicle Trip Ends 529/6 Exiting R X=Independent Variable Units Average Vehicle Trip Ends On a: Average Trip Generation Rate Equation: Directional Distribution: Coefficient of Determination: Weekday,Peak Hour of Adjacent Street Traffic, T=2.71(X) One hour Between 4:00 and 6:00 p.m. T=Average vehicle Trip Ends 5 Entering 6/o Exiling Rz_.... X=Independent Variable Units Average Vehicle Trip Ends On a: Estimated Trip Generation Rate Equation: Estimated Directional Distribution: Coefficient of Determination: Saturday,Peak Hour of Generator T=4.71(X) 'Trip generation rate for the Saturday peak hour is b T=Average Vehicle Trip Ends Entering R' /o Exiting on data for the ITE Shopping Center Land Use. X=Independent Variable Units 'Coffee/Donut Shop with Drive-Through Window-Trip Generation Data(ITE Land Use Code No.937:Coffee/Donut Shop with Drive-Through Window)I independent Variable: 1,000 Sq Feel Gross Floor Area Average Vehicle Trip Ends On a: Average Trip Generation Rate Equation: Directional Distribution: Coefficient of Determination: Weekday T=818.58(X) 50%Entering s T=Average Vehicle Trip Ends 50%Exiting R X=Independent Variable Units Average Vehicle Trip Ends On a: Average Trip Generation Rate Equation: Directional Distribution: Coefficient of Determination: Weekday,Peak Hour of Adjacent Street Traffic, T=100.58(X) 51%Entering s One Hour Between 7:00 and 9:00 a.m. T=Average vehicle Trip Ends 49%Exiting R +� X=Independent Variable Units Average Vehicle Trip Ends On a: Average Trip Generation Rate Equation: Directional Distribution: Coefficient of Determination: Weekday,Peak Hour of Adjacent Street Traffic, T=42.80(X) 50%Entering z One Hour Between 4:00 and 6:00 p.m. T=Average vehicle Trip Ends 50%Exiting R X=Independent Variable Units Average Vehicle Trip Ends On a: Average Trip Generation Rate Equation: Directional Distribution: Coefficient of Determination: Saturday,Peak Hour of Generator T=84.52(X) 50%Entering Y_ T=Average Vehicle Trip Ends 50%Exiting R �• X=Independent Variable Units Source: Trip Generation Manual,91h Edition,Volume 3:Data,Institute of Transportation Engineers(Washington,SQ,2012 N:126051025Traffic DaWTrip Generation DankTrip Generation_Calron-Crossing-Subd'Nision,xlsx-Total Trip Gen Formulas 2 Z 2 $ m m e ¥ - & . CL m = � c 7 m cli co to r— n � � W ' � . . Lo co m _ � - & u � to r _ _ co & ri A _ $ r a = « Z C14. _ LO m L _ - W � ' CD10 r Lo W \ § \ § § § / CD0 2 P , - _ � < L � LL 7% }k - 4) - &) a7/ #) : \\ \ § _\ \ 2 =} k § o -a » @ - o - o I {ƒ /ƒ / 7 ) ¥ « a A k & D ƒ ) ) J } 7 $ 2 / o \ 6 ° & ) - i i i E = \ k ) / m o 3 ) � � - �:i 2 04 _ _ _ ®� [ ) § 7 @ Ai $ .2 § e # SID 22<2 � ate ~ w 27f/§ § f � kk 0 � 2 � @ % C4 0) am ® m ) 2 / @2 � Kf - o - w E�f � � aam & � � . 0 «oA v § %k \ ■ _ ■ ■ « o� ■ � ff§ « 2 CO) CD @7 $ ® # \ ■ � � � � � � � ) a # § k k ku ) 9 § § O 72 7 ) ; § § ° \ � % Aj mm ' g = 2 ) ® / ® tee "\\4 2 . § z a / ® ® � � � � 7 � k ■ Rc § § a � § A � � �mm = £ mma luj aq ■ e � \ m § 2 �§�§ � c 2 f � � Ll ■_ _ ■ @ & � aR ( � k \ ; a � l Cl KCb Q k / q, p � b & Q % C' ~ W6 b ) 3 \ / { [ @ £ $ 5 § k - k Mu z A f � � ) ■ W k & � � � �~ z u ME, 2 & g 0 ip- \ W � # 2 I L J J A. kt ■�t ■ � � § p O R p W � �Na o �mp W N C ~ Cycl U y9y�y. ► p> C� N p p Y N N N ipNj O M O rn ro p w N ip E " a E rn rn In o d•y M y G U o r c' i_to rn d O�j y O ea d p 0 d N rum p Z p h U h � c -i W ro ► C E i-W AL ah0o a co % M W a ro N V e N !7 0 Z iD Q' z N yy e 'b W aaCt i E E Q T d d d v o M pC, O OvU �F- ro d LL ro cco c� O r7 N ra r- N y ,, m ca Z g N c G ^ d L LL 81 m 0 Z min L10 a ip ro as "� 0 a ro m e W W W mQ mi►� Boa c d d Ma W B Z d , M E w y O to c rn N rp Z g � � ro LL W W y � ► „ r, Z M N e W W W O W d W ti N �o --rc'o " o W Z U y Z C r IL 0 , c W c d Ts E .J rJ W E c') z § - - f § � � � � � � ] \\\ � MErL.o / § f = E2m2 ® 7 ) � � w0 to k CD 0) U4 13 ) f $ _ / B §a / I L) \ §� \ \ ■ ■ # < k & k � 2 ° - @ & « mom ®? § am ° k j - § (n > � { cq a3 IdJ � L c � ■ 4 ^ A £ < w « a � 22 £ - 2 72 $ 7 2 § § \ 2 2 ) _ { < A a \ # w 2 U. Q c � ) _ \ I CD § A mm % k 2 - � >LLI 4:, .0 clj § 0A 0 , $ � S C k -tD § ° � � � � K K / co o J r § � % ■ 2 w � a § � cc « @ tea % 8 � { w . � � � � ) k � = nA, \ � J�22a \ § ƒ o_ � _ & % � � � � k \ m A § &% s / Z « ■ § % / 12v4 § } , « & � O_ | a � e § § oil ■ u m § C W N N It O cNn. W W 1- o U 1O v cR D W�N 1N! m g � o A Z3 E a-c O F E 2 W t o' c a N X)fN '� Z � y M a c G J W G _ � c � 4�1 ► x y � � m � a ti z N N G E E E o— Cl) k °> 8� Q DN � � o C y m co IF. Q e Z b ,o m ao 0 W t vi d LL W � " � m Jv M e M a ro W iW 0 a m F3 .2 W !p N t:i -W W) T' Uy co M h � 0 Z aci � m -O N N W ,� E E � M c y o O v n: C ti O 9 cr W U'a N C1 J N irj Ric; ARN _W m E L �\u�ti M �n v fA ,� -9 g� 9 y to a y N O Of 'o LL7 a' •¢ � .� iyco B VJ N y a e Q ip S 2 1v m y FW- a W X \ a WCD W a � � nv " o Wco z ¢ b 10 O e dr o _ o'c . 2 : 2 cD E e oLL / \ @ m = o cc m . £ a q a o = m Z 0 co cli W c> - W . � . � . a m � o � . ' § K % o / \ 7 e cD & • \ § / m § O = W . m \ � ® _\ $ m n IDf e . . § q { \ / u- u- 7J ` &) #) &ƒ &) - ° kk \ § » 3 - o (DCli- 2 ) % % 0 %a a) § \ ) CD c o D = \ O / )=/ k d /k _ kf - i $ \ \ 2 m 2 CD K ) M. o a ) 0�§ LL LL F f�| 04 n _ m to \ ®�| � �0 Morrison Page 10/12 Maierle mV+.m.wr.go.,N.Mui wmun. ESTIMATED TOTAL TRIP GENERATION FORMULAS 'Fast Food Restaurant with Drive-Through Window-Trip Generation Data(ITE Land Use Code No.934:Fast Food Restaurant with Drive-Through Window) I Independent Variable:1,000 Sq Feet Gross Floor Area Average Vehicle Trip Ends On a: Estimated Pass-By Trip Generation Rate Equation: Directional Distribution: Coefficient of Determination: Weekday T=40%[496.12(X)-Internal Trip Capture] 'Assumed as10%less than PM pass-by trip percentage T=AverseVehicleTri Ends P Y P P 9 s P 50%Entering Rs 50%Exiling X=Independent Variable Units Average Vehicle Trip Ends On a: Estimated Pass-By Trip Generation Rate Equation: Directional Distribution: Coefficient of Determination: Weekday,Peak Hour of Adjacent Street Traffic, T=49%[45.42(X)-Internal Trip Capture] One Hour Between 7:00 and 9:00 a.m. T=Average vehicle Trip Ends 51%Entering R2 x=rldeNFI&M Vulaae Unit. 49%Exiting Average Vehicle Trip Ends On a: Estimated Pass-By Trip Generation Rate Equation: Directional Distribution: Coefficient of Determination: Weekday,Peak Hour of Adjacent Street Traffic, T=50%[32 65(X)-Internal Trip Capture] One Hour Between 4:00 and 6:00 p.m. T=Average vehicle Trip Ends 52%Entering R2 48%Exiting X=Independent Variable Units Average Vehicle Trip Ends On a: Estimated Pass-By Trip Generation Rate Equation: Directional Distribution: Coefficient of Determination: Saturday,Peak Hour of Generator T=49%[5R00(X)-Internal Trip Capture] "Assumed as average of AM&PM T=Average Vehicle Trip Ends 51%Entering R2 pass-by trip percentages. x=Independent variable units 49%Exiting 'High-Turnover(Sit-Down)Restaurant-Trip Generation Data(ITE Land Use Code No.932:High-Tumover Sit-Down Restaurant) I Independent Variable: 1,000 Sq.Feet Gross Floor Area Average Vehicle Trip Ends On a: Estimated Pass-By Trip Generation Rate Equation: Directional Distribution: Coefficient of Determination; Weekday T=33%[127.15(X)-Internal Trip Capture] 'Assumed as 10%less than PM pass-by trip percentage. T=Average Vehicle Trip Ends 501/6 Entering Fe .... 50%Exiting X=Independent Variable Units Average Vehicle Trip Ends On a: Estimated Pass-By Trip Generation Rate Equation: Directional Distribution; Coefficient of Determination; Weekday,Peak Hour of Adjacent Street Traffic, T=33°/a[10.81(X)-internal Trip Capture] One Hour Between 7:00 and 9:00 a.m. T=Average vehicle Trip Ends 55°/u Entering s 'Assumed as 10°%less than PM pass-by fd 45%Exiting R .... p y p percentage. X=Independent Variable Unite Average Vehicle Trip Ends On a: Estimated Pass-By Trip Generation Rate Equation: Directional Distribution: Coefficient of Determination: Weekday,Peak Hour of Adjacent Street Traffic, T=43%[9.85(X)-Internal Trip Capture] One Hour Between 4:00 and 6:00 p.m. T=Average Vehicle Trip Ends 60°/a Entering R' X=Independent Variable Units 40016 Exiting Average Vehicle Trip Ends On a: Estimated Pass-By Trip Generation Rate Equation: Estimated Directional Distribution: Coefficient of Determination: Saturday,Midday Peak Hour T=38%[6.89(X)-Internal Trip Capture] 'Assumed as average of AM&PM T=Average Vehicle Trip Ends 51%Entering pass-by trip percentages. x=l, frxn�vn;al.m LM:, 49%Exiting 'General Office Building-Trip Generation Data(ITE Land Use Code No.710:General Office Building) I Independent Variable: 1000 Sq.Feet Gross Floor Area Average Vehicle Trip Ends On a: Estimated Pass-By Trip Generation Rate Equation: Directional Distribution: Coefficient of Determination: Weekday T=0%[6.15(X)-Internal Trip Capture] T=Average Vehicle Trip Ends 50%Entering Rp=xktt 50%Exiting x=Indeponrant variable Unt° Average Vehicle Trip Ends On a: Estimated Pass-By Trip Generation Rate Equation: Directional Distribution: Coefficient of Determination: Weekday,A.M.Peak Hour T=0%[1.56(X)-Internal Trip Capture] T=Average Vehicle Trip Eris 1%Entering 12°/a Exiing X=Indep°n knt Vxmbin Unite Average Vehicle Trip Ends On a: Estimated Pass-By Trip Generation Rate Equation: Directional Distribution: Coefficient of Determination: Weekday,P.M.Peak Hour T=0%[1.49(X)-Internal Trip Capture] T=Average Vehicle Trip Ends 17%Entering R2 83%Exiting X=Independent Variable Units Average Vehicle Trip Ends On a: Estimated Pass-By Trip Generation Rate Equation: Directional Distribution: Coefficient of Determination: Saturday,Peak Hour of Generator T=0%[0.43(X)-Internal Trip Capture] T=Average vehicle Trip 4 Ends 6 Entering Rs 6/o Exiting X=Independent Variable Units N1%0510MTraffic Dala7rip Generation DatalTrip-Generation_Calmn-Crossing-SubdNision.xlsx-Pass-By Trip Gen Formulas Morrison Page 11/12 Maierle m°N«n �rw.pn.en n,mu.n ESTIMATED TOTAL TRIP GENERATION FORMULAS 'Specialty,Retail Center-Trip Generation Data (ITE Land Use Code No.826:Specialty Retail Center) I Independent Variable: 1,000 Sq.Feet Gross Leasable Area Average Vehicle Trip Ends On a: Estimated Pass-By Trip Generation Rate Equation: Directional Distribution: Coefficient of Determination: Weekday T=21%[44.32(X)-Internal Trip Capture] 50%Entering s - *Assumed as 10%less than PM pass-by trip percentage T=Average Vehicle Trip Ends 50°/a Exiting R X=Independent Variable Units Average Vehicle Trip Ends On a: Estimated Pass-By Trip Generation Rate Equation: Directional Distribution: Coefficient of Determination: Weekday,A.M.Peak Hour of Generator T=21%[6.84(X)-Internal Trip Capture] 2 'Assumed as 10°%less than PM pass-by trip percentage T=Average Vehicle Trip Ends 5 Entering Rz /o Exiting X•independent Vanabi Units Average Vehicle Trip Ends On a: Estimated Pass-By Trip Generation Rate Equation: Directional Distribution: Coefficient of Determination: Weekday,Peak Hour of Adjacent Street Traffic, T=31%[2.71(X)-Internal Trip Capture] 44%Entering Z One hour Between 4:00 and 6:00 p.m. T=Average vehicle Trip Ends 56%Exiting R � Assumed as average of similar retail land uses. x-Independent Vanable UnAo Average Vehicle Trip Ends On a: Estimated Pass-By Trip Generation Rate Equation: Estimated Directional Distribution: Coefficient of Determination: Saturday,Peak Hour of Generator T=25%[4.71(X)-Internal Trip Capture] 54%Entering Assumed as average of similar retail land uses. T=Average Vehicle Trip Ends 46%Exiting R .... X=Independent Variable Units "Coffee/Donut Shop with Drive-Through Window-Trip Generation Data(ITE Land Use Code No.937:Coffee/Donut Shop with Drive-Through Window)I Independent Variable: 1,000 Sq Feel Gross FloorArea Average Vehicle Trip Ends On a: Estimated Pass-By Trip Generation Rate Equation: Directional Distribution: Coefficient of Determination: Weekday T=89%[818.58(X)-Internal Trip Capture] 50%Entering s T=Average Vehicle Trip Ends 50%Exiting R X=Independent Variable Units Average Vehicle Trip Ends On a: Estimated Pass-By Trip Generation Rate Equation: Directional Distribution: Coefficient of Determination: Weekday,Peak Hour of Adjacent Street Traffic, T=89%[100.58(X)-Internal Trip Capture] 51%Entering s One Hour Between 7:00 and 9:00 a.m. T=Average vehicle Trip Ends 49%Exiting R "Assumed as equal to weekday average. x=Independent variable units Average Vehicle Trip Ends On a: Estimated Pass-By Trip Generation Rate Equation: Directional Distribution: Coefficient of Determination: Weekday,Peak Hour of Adjacent Street Traffic, T=89%[42.80(X)-Intemal Trip Capture] 50%Entering s One Hour Between 4:00 and 6:00 p.m. T=Average vehicle Trip Ends 50%Exiting R � "Assumed as equal to weekday average. x=Independent Variable units Average Vehicle Trip Ends On a: Estimated Pass-By Trip Generation Rate Equation: Directional Distribution: Coefficient of Determination: Saturday,Peak Hour of Generator T=89%[84.52(X)-Internal Trip Capture] 50%Entering s 'Assumed as equal to weekday average. T=Average vehicle Trip Ends 50%Exiting R X=Independent Variable Units Source: Trip Generation Manual,9th Edition, Volume I Data,Institute of Transportation Engineers(Washington,DQ,2012 N:1260510251Traflic DatalTrip Generation DatalTdp-Generation_Calron-Crossing-Subdivisionxlsx-Pass-By Trip Gen Formulas .0 10 2 - 2 I a a @ _ 0 z J Q m a ® m n 2 $ m 2 co @ � co to r W . zn co W � : co # 10 � � W . ' § 7 - Z � . W \ 9 ' § Cl \ co W . m � $ � oi = to o lu ~ ƒ ƒ \ I \ U- #ƒ ¥) �\ &) �)f cg § \ ) k § k ) k § �) k § CD —_ — o — o —o \ - d $ B2 ƒ § \ /) co k / 0 0 0 E \ / kk D u2 / 43)( U- LL ..| I 0 co � r 0- LO �D ! � Morrison miiiiiiiii Maierle engineers • surveyors• planners • scientists APPENDIX C-Z NEARBY DEVELOPMENT TRIP GENERATION DATA r CO Q � co N N O� 00 O O O r le O �6 O C c c CL 00 d d d F � 0 0 W Z to W 0 0 0 9 1 L N _(D t N C N d C o wUl o w � o w � Fc o o c o IS A G G F O C W o = Q O w acr w`° wcr d � w Q: o Y3 W � Lo t`q w O w w w a a a> p X c y X c c X d o N t j d m t j O N t O H do > ( � o > - o W c� � F- F d O. v > � v n a rn a a a W r x y r x r x r a> > d aLu y E d d x �+ a o " w E � o W w V r N N N = c o O a O AD � a S H v N E in �i N O E o o_ rpj C "' N U c-O y O N 0 V ow g S N N c f6 0 C C (6 0 _ _ () IA Q C N H Q C N y Q m N L ` W o 1 a W o �i Q W O E Q m n o W n o 6� n 5 n m o ra co C C d cc E o m m E o C m c L w u a cd — u CL d u a ~ N >, cM O N T O O N �; E O rri N Y N Y N R Ch cm O ; � z m > � ti o to � � � um) a a a a \ - R ' f c as a a B 0 0 \ j z ' . ! I } _0 % % 0 & D © WE z W § e 9 j E � f m e CD cm 2 k § j o § k j - § 6 § t f \ � 2 o � t Z � ° � CD 0 � � � - W .. 1-- k a Q K � .. U £ a 2 p LU _ } & _ \ 1 _ \ W § 5 \ § - 5 \ I § 5 \ ) 10 ƒ \ ZK \ k \ k CL I e [ ( r e ( { # f $ & J. 7 0 < _ § e 4 L w # e x & o J t 5 § 2 § \ § E s - « ■ 06 LU § af \ L $ z i / k ® e j 7a / ® Q \ 7 \ 7 \ .. ® � \ ) 7 § 3 r- § a 2 . 7 \ y ) « 2 6 $ 3 o § 3 m ƒ \ 2 § k f ƒ \ + / § L 2 k / r e e k cL 2 $ W o�{ \ \ 2 § / k � & \ / . A / , ƒ 2 ƒ 2 ■ ' / f \ % 7 $ ± § f f � % \ % % k ( 2 R ' « R o , w o ` 3 = A � k 2 J Morrison Page 1/1 Malerle CATTAIL CREEK&GALLATIN CENTER-ESTIMATED REMAINING TOTAL TRIP GENERATION CATTAIL CREEK SUBOMSION PHASE I Apilm rif Dxeling ue¢ 172 I 5B3 1 .1 1.166 18 70 BB 70 37 1.1 4B 41 89 CATTAIL CREEK SMWISIONPNASE II Sing6Femiy Detached Housing' Deeling Ulils 13 BO 80 160 5 14 7B 17 B 17 11 9 20 Apedmed' Deeling Wi6 74 286 286 -2 B 30 3B 30 1B 40 21 17 30 Rmidemiel Conelomiegum I Tmiehalae' Dxelling W. 5 15 15 3D 0 2 2 2 1 3 1 1 2 CATTAIL CREEK SUBDMSION PRASE N Sinde-Femity Detached H—rilg' Dxi4ing Lbb 1B 108 108 216 5 17 22 14 B 22 14 11 25 Apedmenl' Dwelling Wl9 72 280 280 580 1 30 W 21) 16 45 20 I W 37 TIE OA L"M CENTER 1X Sq Feel Shopping Cl.' Gross Leesabb 34 1. 7. 1.452 20 13 33 60 BB 128 BS 79 1B4 'SugleF-y Delact*d Fbusbg-ITE LeM Use Code 210 1 1MepeWeef Vanabk:NOV Urdle R.urq.V.—Trp End MA F-.G T'V U—n bYE>sdcn dnc6om1 DWWtlen: C.&I.ddDel—le lo.: Weekday h(r)=0g2 Ln(X).272 50%Enlenrg rgvm Try Fmz SUM Fxarg R'-095 x=MpmAngem— ..eap.Vh"e# Fled Crew Tdp mm� E"mn. DInclloml DMrlBtlo un: C4eM,Iet of Detvelnemn: Weekday,Peak Hourof Ad a and Slreel Tnfia, T=07000-974 25%EeWN One Four Bewen 7 end e m T=M,q V4de Try Daz 75%Exibg R'=089 =mpnau V.w.,tis V rp 0wr F.40.w yet G,— mo ra gm-. d Wm-15e.1 D n: Ce fn,leet of De4rmbemn: Weekday,Peak Hour of A,4.—I Slreel Tnfic, Ln(T)=090 Lnp(1.051 63%Enlwng One lbur Behw:an 4eed 6 p m =Mgv4w z 97%Enfi� Fe 091 x=Y,deG.nderA Vemq LI,Y tlt tb A. IIYd 1rr.e Ip nn40e Y"anr' DInc11om10.W1 n: CoeSlcbddgmermle mn: Saturday,Peak Hour of Generela T=08900.877 T=noq—Try uaa 546%Ex rg R'=091 46%Faiurg x=mwraenvae urY 'Apedmenl-ITE LeM Use Cade 22011Mepe,*,l Vadebb:D"Ift Un@s Arrr.gr YFW.Try,EM.Ma Fined c—Tz'p Oer.r.ecn tea,Cou:o� dndbml dwAbuflm: CoelBcleddDWrmindon: Weekday T=606(X).12356 =wngvdmeTryF,us 50%Enlenrg R'=087 5U%Exifi g %=MdpnGnyaoDl.LHs A.wq.VeNCY ry OaA Awngr Trip OYun %EpNm: dnctbml dembo0en: CwSlcled MDetermmeeon: Wkd eeay,Peak Hour oIA'a.nl Slreel Tnfia, i=O511%) 2D%E.WN One Fbur Be emn 7 end 9 a m T=Aw,q—Trp Ddz BD%Ex,firg R'=µ =mewwnv. — rp Arvnp Top OwreEtts "Ilea: dnelloml dMddlon: C..imr d oenemh . Weekday,Peak Hour of Adacenl Simi Tnfia, T=062(X) One H.,Belmen 4 end 6 p m T=A.--T 655%ftbngg reF'"' 35%Exie� R- x=i4grmenvse urY u:k T7 Fvenp eIP Men Y "gen: Dlndbml awwY n: ceellkleddOeYrminalbn: SelrW,Peak Hour of Genenla T=052(X) 54%Enlemg T=wwgv4n Tr,e,a. 46%ExNrg R'=m. x=.4--VavSN n,Y Residential Condominum/Townhouse-ITE Lend Ilea Code 2301 kdepeMef Vewble Deeft Ueb Arve.g.V'N T'-p De Ave nqe 7,1,Oa—AaYE9w4dr' Dlndbml YeWbuBon: CoaMd.nIdDete.l ton: Weekday T=681(X) 5MDie" =_--Try Fdz 50%Exifinq R'=� %=yd.p�MMVaWeLWs A.d,vok6 e01 On.. Av.ng.ep Oeet— YE" Dlnclbml DlWIWdon: UdkleddDeYrmlee0on: Weekday,Peekibu,,f Adp,nl Sl-lT,fc, T=044(X) 77%Enlenirg One Hour Between 7eW 9 e m i=Avrq v4,b irp Das &%6 e,fin R' x=kdy.,errnv,�re u,Y xibng Aeaep. %Teo1 0.e', Awnge Tdp Oemntlon RaY Equ.11- dnatbml demGdbn: Ceefklenld Date lnemn: Weekday,Peak HourolAdpeenl Slreel Tmfic, T=052(X) One Fbur Bel,-4 aM6pm T=n..rgvnm Trp Dae 67%Feleeng Rz_.... 33%EON =idy.,o-xv.meuvu Arvv.p V.ak4.4 EW.en.. Aw"ep lee "Fen dreclbnel d.mtwan: falM1z4niN Aurnriw.nn. Selefty,Peakibu,of Generale T=0d7(X) 54%Enl.eg =ragv4,m Try Fdz 46%Ex,brg %=idpentlm,Vauae nn6 'Shepng Center-ITELeMtke Code020 l bdependenl Vanebk 1,000Sq Fwl Gross Leasable Area Aw4sp Vd4.4 to,E Ou. A—F TON— YEq / Me eel DlN on: C4e11Abull W.i d 0eW—e Weekday T=4270(X) 50%Enlenrg =Aaq—T.0— 5)%Nbeg R•� n=MpwWNVMb U. Arvep.YreN irp End Ona Anne/y mm� Y puma- N—fiemldMWmn: COMk4mad4T.b4on Weekday Peak HourolAbacenl Slreel T.f. T=0915M 62%Eelenrg One H.,N-.e 7eM 9 a m 1=Mrq VN4 iry Fids 3,%Exeng R-'— =WpuM.NVwhtle Urt ."V"6 Up e: Awrepe Trp Oee4eelwrl4Mr E"Een dnctbml DI Wbulbn: CoeBlclenl ef DWrmintlbn: Weekday,Peak Wurol Adl—I Slreel Tn Bm, T=371(X) nng 4B%Enle One Four.-en Band 6 pm T=Aarq—Trp Rds 52%ni,ng Rz=.-. x=uapnauvawxe urns AwnP e'F "Ee" 7 m1 dM!Mon: COeEFWAd0o"MiuWn Selurdy,Peak Four of Genaala T=4 62(X) T=nnrq.v4rx Trp Rmz 54,% .nw R' 48%E,ung x=-e—.wmzww N Ve05eP51Trh OWli,veerer.bnU.OA�wNC,M�Gib.CerMr_nEi,pGernn�,0.r LOYi,4�',e'.bn R.eeEOn NIVl0,1 4roW ZZ / ! a . m - a k Z ® 0 ' I co | i0i 0 _ W | k k k k & 0 k k k k � \ . Aki — � = a . 2 2 2 2 c to o \ \ \ \ LIS\ \ \ \ LIJ \ Q ® $ ® $ $ co PCD Cc - � . - to W N - � tr Sr & 22a 22 § « ^ � Eff § g772 \ ) \ \ ) 7 k ! ■ \ k « a \ k � \ ! $ / [ 1 " J [ - J f 40 f 0 CL CL CL ) ( e \ § _ \ § e . & 40 \ § LU ) \ Z LU J ) E A ) � 7 ( \ � ) ! m \ k CD $| f ) a a 3 a / t § ) I L5 LU CL � \ k | LU � \ CL� \ \ \ _ § ■ . « £ _ k \ ■�f i > § ■ 2 ■ £ \ CMk ■ k � k cm| j § J J ■ ■ APPENDIX D CAPACITY & LEVEL OF SERVICE ANALYSES Morrison miiiiiiii Maierle engineers• surveyors • planners • scientists Morrison miiiiiii Maierle engineers • surveyors • planners• scientists APPENDIX D-1 INTERSECTION OPERATION SUMMARIES Morrison ■■ Intersection Operations Summary for Maierle Weekday,AM Peak Hour w m North 19th Avenue and East Valley Center Road North 19th A�edu, East Valley Center Road LOS Delay(seclveh) Traffic Current Daily t5.6 44.E t 0 826 6.4 16 1 48,R 3f E I 5i 88 37.3 Traffic Conditions Entry Volume(vehlhr) 1,77E 50 403 t2 r42 99 205 233 16 18 Signalized Volume to Capacity Ratio F 0.56 0.16 0 25 0.35 0.48 D 11 0.71 DAO D 18 0.07 Intersection HCM 95%Max Queue Length(veh) 1 4 0 t 0 4 2 2 4 10.7 7 4 I' D.9 HCM 95%Max Queue Length(ft) 34 24 t04 61 258 RS 23 LOS Estimated 2027 Delay(seclveh) 1E.8 45.3 3.8 G2.6 12.0 201 492 2E F 57.8 2 F Background Traffic Entry Volume(vehmr) 2,223 75 490 12 904 148 282 29 p Conditions Signalized Volume to Capacity Ratio(vlc) 0.52 0.24 0.33 0 35 0 64 0.19 0.76 U 44 019 0.06 Intersection =�� HCM 95%Max Queue Length(veh) 2.1 37 1.0 7.3 HCM 95%Max Queue Length(ft) 52 92 = 182 104 1 211 21 22 LOS =F A-]===�� Delay(sedveh) 21.3 = 5.3 = 14 B = 49.5 27.1 57.9 30 9 Estimated 2027 Total Traffic Entry Volume(vehlhr) 2,379 108 490 12 904 214 290 326 t8 19 Conditions Signalized Volume to Capacity Ratio(vlc) 0.54 0,35 0.35 0.35 0 68 0.28 0.78 0.46 019 0.05 intersection HCM 95%Max Queue Length(veh) 3.0 4.9 1.0 8.4 6.2 14.9 9.2 0 8 HCM 95%Max Queue Length(ft) 75 123 26 209 154 373 229 21 NB=Northbound;SB=Soulhbound;EB=Eastbound;and WB=Westbound L=Left;T=Through;R=Right;LT=Left-Through;and TR=Through-Right A design vehicle length of 25 feet is used in the queue length calculation. Morrison llllll�Maierle Intersection Operations Summary for North 19th Avenue and East Valley Center Road Weekday,PM Peak Hour North 19th AVOIRK Cast Valhey Comer Road Delay(seclveh) 22.6 T2.3 43.3 78,5 17.0 32.4 6d 7 Z4.8 72 3 A3.3 2017 Current Daily cCondiions Traffic Conditions Entry Volume(vehlhr) 2,371 23% 802 1D 515 268 2N3 215 7 16 Signalized Volume to Capacity Ratio(vlc) 0.43 0'4 0.44 035 0.38 0 34 0 ZJ 0.23 0.09 0 05 Intersection HCM 95%Max Queue Length(veh) 5 7 1,4 L0 6.2 9.0 E 6 6 2 0 G 0.9 HCM 95%Max Queue Length(k) 142 I LOS 35 25 15ti 225 41A 5t, I 14 22 ICJ L�J l�J LEI Estimated 2027 Delay(eeclveh) 28.1 41.7 5 2 cb 23.9 39.9 a i 1 B u.+i 38.4 Background Traffic Entry Volume 2,915 291 974 10 628 329 J74 285 17 Conditions Signalized Volume to Capacity Ratio(vlc) F 0.42 0-57 0:35 0.52 0.47 U,91 0 29 Q 15 0.04 Intersection HCM 95%Max Queue Length(veh) 6.8 7.2 1.0 9 0 11.9 Z3 4 7.5 0.8 0.9 HCM 95%Max Queue Length(ft) 169 181 25 225 298 Soy aP t4 22 LOS F D j=====u�� Delay(se 32.1 41.9 5.2 78,0 23.9 40.7 ® 22.2 T64 38.4 Estimated 2027 Total Traffic Entry Volume(vehlhr) 3,018 307 974 10 628 350 ® 314 17 Conditions Signalized Volume to Capacity Ratio(vlc) O.SB 0.44 0 57 0 35 0.52 0.50 = 0.3t 0.04 Intersection ®� HCM 95%Max Queue Length(veh) 7.1 7.2 0 90 t2T 8.2 IHCM 95%Max Queue Length(ft) 177 181 15 225 317 206 t4 22 NB=Northbound;SB=Southbound;EB=Eastbound;and WB=Westbound L=Left;T=Through;R=Right;LT=Left-Through;and TR=Through-Right A design vehicle length of 25 feet is used in the queue length calculation. )0X=Vehicle queue exceeds available storage. Morrison ■■ Intersection Operations Summary for Maierle Saturday,Midday Peak Hour North 79th Avenue and East Valley Center Road Noth 19th Ave-e, East Valley Cute,Road LOS f LEI Delay(seclveh) 24.7 43.1 3.7 :•6 5 18 3 31.5 5t.9 25 9 66.7 34.2 Traffic Current Daily =�=LL1= � Traffic Conditions Entry Volume(vehlhr) 2,833 344 685 '` 754 312 287 376 t I 33 Signalized Volume to Capacity Ratio(vlc) 0.49 0.63 0,39 0,2A 0 55 0.38 0.78 0.41 0 t 2 0.09 Intersection ��==�F 9.3 I HCM 95%Max Queue Length(veh) 7,5 4 4 1.2 8 4 9.3 151 9.9 0 7 1 6 HCM 95%Max Queue Length(ft) i D8 09 209 F 233 374 248 t8 At LOS Estimated 2027 Delay(seclveh) 2e4 45 t Ob-5 262 37.5 54,@ 23,8 b7.6 35.6 Background Traffic Entry Volume(vehlhr) 3,380 410 832 5 919 372 3a0 as t i Condiitiona Signalized Volume to Capacity Ratio(vlc) 0.67 0.63 D 57 O a 0.73 OA9 0.82 ORR O,t4 E Intersection HCM 95%Max Queue LengN(veh) 9 0 9 0 t 3 3 11 9 180 0 1.6 HCM 95%Max Queue Length(fl) � 22a 225 � 332 297 � 278 � 40 LOS C��OOOOOOOC]I� Estimated 2027 Delay(seclveh) 30.4 46.4 F 230 G8 1 34 2 Total Traffic Entry Volume(vehlhr) 3,492 Conditions 442 832 15 919 400 3b2 477 1 t 34 Signalized Volume to Capacity Ratio(vic) 0.63 0.68 0.52 0.24 0.76 I 0.55 0 83 0 47 0 t 4 0.08 Intersection HCM 95%Max Queue Length(veh) 9.8 10 3 1 2 �.t+ 13.2 19.2 11 G 16 HCM 95%Max Queue Length(it) 244 257 29 5g 329 48t 29t 18 39 NB=Northbound;SIB=Southbound;EB=Eastbound;and WB=Westbound L=Left;T=Through;R=Right;LT=Left-Through;and TR=Through-Right A design vehicle length of 25 feet is used in the queue length calculation. Morrison Malaria Intersection Operations Summary for North 19th Avenue and East Valley Center Road 2027 Background+EB Dual-Lek LOS Weekday, Delay(seeiYoh) 33.9 45,0 $4 295 44.1 325 53.f 32.0 28,1 51.5 52.1 AM Peak Hour Signalized Entry Volume(vahlhr)Intersection 2,223 75 490 12 14$ I 100 72 297 18 19 I Volume to Capacity RaOo(vlc) Cycle sec O.b2 024 0.37 005 0.94 027 O.SI 0.00 0.44 0.13 0.18 Length HCM 95%Max Queue Length(veh) 2.0 73 07 18.5 54 150 0.1 8.6 1.0 1.2 HCM 95%Max Queue Length(ft) 51 1B3 17 135 375 ) 2 ' 216 25 LOS Weekday, Delay(seclveh) 92.5 63,6 15.1 38.4 30.8 46.3 B31 335 27A 67.3 68] PM Peak Hour Signalized Entry Volume(vehlhr) 2,915 t31 974 10 628 329 f04 I ?85 1 7 1 1! Intersection Volume to capacityRa (Y(vle) 0.58 0,8t 0.67 006 058 0.54 0.8T 001 0.32 { 0.08 I 0.2A 150 Cycle Length HCM 05%Max Queue Length(veh) $6 170 0.7 109 12.8 2f t 0? 8A O$ 1,? HCM 95%Max Queue Length(ft) 7 t< 424 17 272 319 b27 210 31 LOS FT Saturday, Delay(seclveh) Midday Peak Hour Signalized Entry Volume(vehlhr) 9,41b t10 831 15 919 372 77? 104 447 if Intersection Volume to CapacityRatlo(vlc) 0.72 086 0.64 ii?2 094 0.64 0.$0 001 0.49 OA7 029 140 sec ��F 232 Cycle Length HCM 95%Max Queue Length(veh) i06 23T HCM 95%Max Queue Length(ft) :fb 5)9 b20 !/2 303 17 NB=Northbound;SB=Southbound;EB=Eastbound;and WB=Wes(bound L=Left;T=Through;R=Right;LT=Left-Through;and TR=Through-Right A design vehicle lenglh of 25 feel is used in the queue length calculation X1fX=Vehicle queue exceeds available storage. ..,Morrison Intersection Operations Summary for I_Maierle 2027 Background+Roundabout North 19th Avenue and East Valley Center Road North 19th Avenue North 19th Avenue East Valley Center Road Rest Area Access LOS Delay(seclveh) 12.6 4.7 10 8 9.1 8 2 24 8 21.4 8.7 7.7 Weekday, AM Peak Hour Entry Volume(vehlhr) 2,223 38 527 464 600 190 369 19 16 Two-Lane Roundabout Volume to Capaclty Ratio(vlc) 0.54 0.09 0.56 0 52 0.49 0 66 0 64 0 04 0 04 Intersection HCM 95%Max Queue Length(veh) 0 3 3 6 3.2 2 8 4 7 4.5 0.1 0.1 HCM 95%Max Queue Length(tt) 90 80 70 118 113 LOS Delay(seclveh) 31.0 16 ® t0,6 93 21.9 7.5 17.0 14.6 Weekday, PM Peak Hour Entry Volume(vehmr) 2,876 a7 32' 643 270 389 10 14 Two-Lane Roundabout Volume to Capacity Ratio(vlc) 0.70 0.35 0.53 O SU 0 74 0.25 0.04 0.06 Intersection LM HCM 95°k Max Queue Length(veh) 5 s 3 2 R 6.5 1 0 01 0 2 HCM 95%Max Queue Length(ft) ® 83 70 163 25 LOS Delay(seclveh) 21.7 9 8 28 0 20.1 15 9 27.0 27.7 13.9 12.4 Saturday, Midday Peak Hour Entry Volume(vehlhr) 3,477 205 1,037 475 831 273 551 15 30 Two-Lane Roundabout Volume to Capacity Ratio(vlc) 0.76 0.47 O.BR 0 77 0 71 0 74 0.78 0 O6 0.09 Intersection HCM 95%Max Queue Length(veh) 2.5 12.2 7 7 6.2 6 2 7 3 0 2 0 3 HCM 95%Max Queue Length(it) 63 305 193 155 155 1R3 INS=Northbound;SB=Southbound;EB=Eastbound;and WB=Westbound JJ L=Left;T=Through;R=Right;LT=Left-Through;and TR=Through-Right A design vehicle length of 25 feet is used in the queue length calculation, Morrison Maierle Intersection Operations Summary for North 19th Avenue and East Valley Center Road 2027 Total+Roundabout North 19th Avenue North 19th Avenue East Valley Center Roact Rest Area Access LOS B A � Weekday, Delay(seclveh) 14.4 5.3 11.4 10 4 9.3 29.5 24 9 9.4 8 3 AM Peak Hour Entry Volume(vehlhr) 2,379 54 544 464 666 210 406 19 16 Two-Lane Roundabout Volume to Capacity Ratio(vlc) 0.58 014 0.57 0 5B 0 54 0.73 0.70 0 05 0 04 Intersection HCM 95%Max Queue Length(veh) 0.5 3.8 3.9 3 4 5.9 5.5 01 0.1 HCM 95%Max Queue Length(ft) 13 95 98 85 148 138 LOS ��®��I_➢�� C Weekday, Delay(seclveh) 38 2 8 6 11.2 9.8 27.7 r 7 8 18.0 15 3 PM Peak Hour Entry Volume(vehmr) J,tN9 155 324 664 296 429 10 14 Two-Lane Roundabout Volume to Capacity Ratio(vlc) 2.72 0.38 ® 0.55 0,52 0.81 0.27 0.05 0.06 Intersection HCM 95%Max Queue Length(veh) 1.8 1` 3.0 8.5 1 1 0.1 0 2 HCM 95%M.Queue Length(ft) 45 ® eh 75 213 28 LOS Delay(seclveh) 22.8 10 3 26.5 23 6 18.0 25.1 32.8 14.2 12 7 Saturday, Midday Peak Hour Entry VolumIn e(vehlhr) 3,493 221 1,053 475 859 263 577 15 30 Two-Lane Roundabout Volume to Capacity Ratio(vlc) 0.78 0 50 0.87 0 81 0 75 0.71 0.83 0 O6 0 09 rs secliOn HCM 95%Max Queue Length(veh) 2.9 11.7 9 0 7.1 5.6 8.7 0.2 0 3 HCM 95%Max Queue Length(ft) 73 293 225 178 140 218 NB=Northbound;SB=Southbound;EB=Eastbound;and WB=Westbound L=Left;T=Through;R=Right;LT=Left-Through;and TR=Through-Right A design vehicle length of 25 feel is used in the queue length calculation. Morrison Intersection Operations Summary for Maierle Weekday,AM Peak Hour East Valley Center Road and North 27th Avenue East Valley Center Road East Valley Center Road North 27th Avenue Analysis Scenario Performance Measure LOS I a I A DODO Delay(seclveh) 0.4 0.0 9.0 0.0 11.5 11.1 2017 Current Daily Traffic Conditions Entry Volume(vehlhr) 374 292 2 68 11 1 Two-Way Stop Controlled Volume to Capacity Ratio(vic) 0.13 0.17 0,00 0.00 0.02 0.00 (7WSC)Intersection HCM 95%Max Queue Length(veh) HCM 959/6 Max Queue Length(ft) U LOS A Estimated 2027 Delay(sectveh) 0.5 0.0 8.5 U.G 11.5 11.0 Background Traffic Entry Volume(vehlhr) 452 352 76 15 Conditions Two-Way Stop Controlled Volume to Capacity Ratio(vic) 0.18 0.21 0.01 ( 00 0.03 0.01 (iWSQ Intersection HCM 950/6 Max Queue Length(veh) 0.0 0.1 0.0 HCM 95%Max Queue Length(ft) LOS A Delay(seclveh) 0.8 0.0 8.7 0.0 11.9 11.4 Estimated dit Total Traffic Conditions Entry Volume(vehlhr) 537 405 6 93 30 3 Two-Way Stop Controlled Volume to Capacity Ratio(vic) 0.18 0.24 0.01 0.00 0.06 0.01 (TWSC)Intersection t__J HCM 95%Max Queue Length(veh) HCM 95%Max Queue Length(ft) l� EB=Eastbound;WB=Westbound;and NB=Northbound L=Left;T=Through;R=Right;and TR=Through-Right Average intersection delay is a weighted average that is for reference purposes only.The Highway Capacity Manual,6th Edition:A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. The volume to capacity ratio for the East Valley Center Road eastbound(EB)approach is defined as being the volume divided by a maximum capacity of 1,700 passenger cars per hour,which is the base capacity of a two-lane highway as defined in the Highway Capacity Manual,61h Edition:A Guide for Multimodal Mobility Analysis (Volume 2:Uninterrupted Flow,Chapter 15-Two-Lane Highways,Pg.15-6). A design vehicle length of 25 feet is used in the queue length calculation. Morrison ■■ Intersection Operations Summary for Mai- East Valley Center Road and North 27th Avenue Weekday,PM Peak Hour ..om�. ..,..,... ie Km,.� East Valley Center Road Last Valley Center Road North 21th Avenue Analysis Scenario Performance Measure EB TR WB L WBI NB L NB R LOS � A Delay(sec/veh) 1.3 0.0 8.8 0.0 11.6 9.8 2017 Current Daily Traffic Conditions Entry Volume(vehlhr) 520 240 3 215 58 4 Two-Way Stop Controlled Volume to Capacity Ratio(vlc) 0.08 0.14 0.00 0.00 0.11 0.01 (TWSC)Intersection HCM 951/6 Max Queue Length(veh) 0.0 0.4 D.0 HCM 95%Max Queue Length(ft) LOS I a I^ A Estimated 2027 Delay(seclveh) 2.8 0.0 Background Traffic Entry Volume(vehmr) 789 330 289 132 10 Conditions Two-Way Stop Controlled Volume to Capacity Ratio(vlc) 0.13 0.19Ll 0.01 0.00 0.28 0.02 (TWSC)Intersection HCM 951/6 Max Queue Length(veh) HCM 95%Max Queue Length(ft) F -1 LOS � A Delay(seclveh) 2.9 0.0 8.5 0.0 15.3 10.3 Estimated Total Traffic Connditdit ions Entry Volume(vehlhr) 821 350 8 303 150 10 Two-Way Stop Controlled Volume to Capacity Ratio(vlc) 0.15 0.21 0.01 0.00 0.33 0.02 (TWSC)Intersection HCM 95%Max Queue Length(veh) F 0.0 HCM 95%Max Queue Length(ft) 35 l� EB=Eastbound;WB=Westbound;and NB=Northbound L=Left;T=Through;R=Right;and TR=Through-Right Average intersection delay is a weighted average that is for reference purposes only.The Highway Capacity Manual,6th Edition.A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. The volume to capacity ratio for the East Valley Center Road eastbound(EB)approach is defined as being the volume divided by a maximum capacity of 1,700 passenger cars per hour,which is the base capacity of a two-lane highway as defined in the Highway Capacity Manual,61h Edition:A Guide for Multimodal Mobility Analysis (Volume 2:Uninterrupted Flow,Chapter 15-Two-Lane Highways,Pg.15-6). A design vehicle length of 25 feet is used in the queue length calculation. �,Morrison Intersection Operations Summary for �Maierle Saturday,Midday Peak Hour ..r..«.•w..,m. p..ow.•uimnw East Valley Center Road and North 27th Avenue East Valley Center•... East Valley Center Road Analysis Scenario Performance Measure M LOS .A Delay(seclveh) 1.3 0,0 7.4 0.0 11.1 9.7 2017 Current Daily Traffic Conditions Entry Volume(vehlhr) 484 283Ll 2 139 56 4 Two-Way Stop Controlled Volume to Capacity Ratio(vic) 0.11 0.17 0,00 0.00 0.09 0.01 (TWSC)Intersection HCM 95%Max Queue Length(veh) F HCM 95%Max Queue Length(ft) LOS A Estimated 2027 Delay(seclveh) 2.5 0.0 7.8 0.0 13.2 10.2 Background Traffic Entry Volume(vehlhr) TOT 354 206: 134 10 Conditions Two-Way Stop Controlled Volume to Capacity Ratio(vlc) 0.15 0.21 0.00 0.00 0.24 0.01 (TWSC)Intersection F HCM 95%Max Queue Length(veh) r� 0.0 HCM 95%Max Queue Length(ft) I I 23 LOS A Ll Delay(seclveh) 2.5 0.0Ll 7.8 0.0 13.6 10.4 Estimated Total Traffic Conditions Entry Volume(vehlhr) 765 385 3 222 145 10 Two-Way Stop Controlled Volume to Capacity Ratio(vic) 0.17 0.23 0.00 0,00 0.27 0.01 (TWSC)Intersection HCM 95%Max Queue Length(veh) 0.0 1.1 0.0 HCM 95%Max Queue Length(ft) = 28 EB=Eastbound;WB=Westbound;and NB=Northbound L=Left;T=Through;R=Right;and TR=Through-Right Average intersection delay is a weighted average that is for reference purposes only.The Highway Capacity Manual,6th Edition:A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. The volume to capacity ratio for the East Valley Center Road eastbound(EB)approach is defined as being the volume divided by a maximum capacity of 1,700 passenger cars per hour,which is the base capacity of a two-lane highway as defined in the Highway Capacity Manual,6th Edition:A Guide for Multimodal Mobility Analysis (Volume 2:Uninterrupted Flow,Chapter 15-Two-Lane Highways,Pg.15-6). A design vehicle length of 25 feet is used in the queue length calculation. Morrison 11111111011 Maierle Intersection Operations Summary for East Valley Center Road and X Street Weekday,AM Peak Hour Lasl Valley Center Road East Valley Center Road X Street Private Approach Analysis Scenario 1,N. I LOS 2017 Current Daily Delay(seclveh) 7.9 0 0 7.4 0 0 10.3 Traffic Conditions Entry Volume(vehlhr) 375 75 283 15 Two-Way a z Stop-Controlled Volume to Capacity Ratio(vlc) 0.11 0 0 04 0.00 015 0 0 03 Intersection Z Z HCM 95%Max Queue Length(veh) 0 0 0.1 HCM 95%Max Queue Length(ff) LOS �� Estimated 2027 Delay(seclveh) 00 9 4 11 4 Background Trafflc Conditions Entry Volume(vehlhr) 423 12 88 2 301 > 1 19 Two-Way Volume to Capaclly Ratio(vlc) 0.11 0 01 0.05 0 00 016 E 0.00 0.04 Slop-Controlled Z Intersection ` HCM 95%Max Queue Length(veh) I HCM 95°k Max Queue Length(ff) 111 LOS Estimated 2027 Delay(seclveh) 7.9 8.4 0 0 7.4 0 00 I 15.1 9 8 13 7 Total Traffic � Conditions Entry Volume(vehlhr) 553 61 77 2 327 28 38 20 Two-Way Volume to Capacity Ratio(vlc) 0.12 0.07 0 04 0.00 017 0 09 0.06 005 ctor Caolrclled ° Intersection HCM 95%Max Queue Length(veh) 0 2 0.0 0.3 0 2 0.2 HCM 95/Max Queue Length(fl) NB=Northbound;SB=Southbound;EB=Eastbound;and WB=Westbound L=Left;T=Through;and TR=Through-Right Average intersection delay is a weighted average that is for reference purposes only.The Highway Capacity Manual,61h Edition:A Guide for Muflimodal Mobildy Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections The volume to capacity ratio for the East Valley Center Road northbound(NB)and southbound(SB)through-right lane groups is defined as being the volume divided by a maximum capacity of 1,900 passenger cars per hour,which is the base capacity of a multilane highway as defined in the Highway Capacity Manual,61h Edition:A Guide for Multimodal Mobility Analysis (Volume 2:Uninterrupted Flow,Chapter 12-Basic Freeway and Multilane Highway Segments,Pg.12-8). A design vehicle length of 25 feet is used in the queue length calculation. 111111111111 Morrison Intersection Operations Summary for llll�Maierle Weekday,PM Peak Hour East Valley Center Road and X Street East Valley Center Road East Valley Center Road LOS A 2017 Current Daily Delay(seclveh) Traffic Conditions d L Entry Volume(vehlhr) 453 232 207 9 Two-Way o �� o Stop-Controlled Volume to Capacity Ratio(vlc) 0.05 012 0.00 0.11 0.02 Intersection ° Z Z HCM 95%Max Queue Length(veh) 0 0 01 HCM 95%Max Queue Length(ft) LOS Estimated 2027 Delay(seclveh) 7.9 7 9 0.0 81 0.0 14.8 9 2 14 0 Background Traffic Conditions Entry Volume(vehlhr) 600 2 314 6 257 1 10 10 Two-Way Volume to Capacity Ratio(vlc) 0.06 OAO 0.17 0 01 014 0.00 0.01 OA3 Stop-Controlled Intersection HCM 95°k Max Queue Length(veh) HCM 95%Max Queue Length(ft) F L� LOS Estimated 2027 Delay(seclveh) 7.9 8.1 0.0 81 0 0 15.3 9 5 15 2 Total Traffic Conditions Entry Volume(vehlhr) 683 28 287 6 271 43 38 10 Two-Way Volume to Capacity Ratio(vlc) 0.07 0 03 0.15 0 01 014 0.13 0 O6 0.03 Stop-Controlled Intersection HCM 95%Max Queue Length(veh) 0.1 0.0 0 5 0.2 0.1 HCM 95%Max Queue Length(ft) I I 13 NB=Northbound;SB=Southbound;EB=Eastbound;and WB=Westbound �JJ L=Left;T=Through;and TR=Through-Right Average intersection delay is a weighted average that is for reference purposes only.The Highway Capacity Manual,6th Edition:A Guide for MuHimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. The volume to capacity ratio for the East Valley Center Road northbound(NB)and soulhbound(SB)through-right lane groups is defined as being the volume divided by a maximum capacity of 1,900 passenger cars per hour,which is the base capacity of a multilane highway as defined in the Highway Capacity Manual,61h Edition:A Guide for Mulfimodal Mobility Analysis (Volume 2:Uninterrupted Flow,Chapter 12-Basic Freeway and Multilane Highway Segments,Pg.12-8). A design vehicle length of 25 feet is used in the queue length calculation. �0 Morrison ME Maierle Intersection Operations Summary for „„..... East Valley Center Road and X Street Saturday,Midday Peak Hour Last Valley Center Road East Valley center Road X Streel LOS 2017 Current Daily Delay(seclveh) 7.9 0.0 7 6 0.0 10.8 Traffic Conditions Entry Volume(vehlhr) 431 > 147 271 11 Two-Way z z Stop-Controlled Volume to Capacity Ratio(vlc) 0.09 0 0 OB 0 00 0.14 0 0 02 Intersection HCM 95%Max Queue Length(veh) Z 0.0 01 HCM 95%Max Queue Length(ft) U LW F A I _r Estimated 2027 Delay(sedveh) 7.9 8.2 0.0 7 8 0.0 12 3 Background Traffic Conditions Entry Volume(vehlhr) 577 1 218 2 337 > 13 Two-Way Volume to Capacity Ratio(vk) 0.11 0.00 011 0.00 0.18 E 0.03 Stop-Controlled Intersection HCM 95%Max Queue Length(veh 0 0 0 0 z 0.1 HCM 95%Max Queue Length(fit) O LOS Estimated 2027 Delay(seclveh) 7.9 8 4 0.0 7 8 0.0 15 8 9.8 14.0 Total Traffic Conditions Entry Volume(vehlhr) 656 26 194 2 357 40 22 13 Two-Way Volume to Capacity Ratio(vlc) 0.11 0.03 010 0 00 019 013 0.04 0 04 .crop-Connolly V Intersection HCM 95%Max Queue Length(veh) HCM 95%Max Queue Length(R) I� 10 NB=Northbound;SB=Southbound;EB=Eastbound;and WB=Westbound L=Left;T=Through;and TR=Through-Right Average intersection delay is a weighted average that is for reference purposes only.The Highway Capacity Manual,61h Edition:A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. The volume to capacity ratio for the East Valley Center Road northbound(NB)and southbound(SB)through-right lane groups is defined as being the volume divided by a maximum capacity of 1,900 passenger cars per hour,which is the base capacity of a multilane highway as defined in the Highway Capacity Manual,61h Edition:A Guide for Mulfimodal Mobility Analysis (Volume 2:Uninterrupted Flow,Chapter 12-Basic Freeway and Multilane Highway Segments,Pg.12-8). A design vehicle length of 25 feet is used in the queue length calculation. Morrison Intersection Operations Summary for Maierle Weekday,AM Peak Hour P,„,,,, „,„ ,,, East Valley Center Road and Catamount Street �East Valley Center Road East Valley Center Road Analysis Scenario Performance Measure NB L NB TR SB L SB TR � 2017 Current Daily Delay(seclveh) 7.9 6 8 0.0 7.4 0 0 10.2 12 0 Traffic Conditions Entry Volume(vehlhr) 458 22 75 294 54 11 Two-Way Stop-Controlled Volume to Capacity Ratlo(vlc) 0.11 0.03 0.04 0.00 015 0.09 0.02 Intersection HCM 95%Max Queue Length(veh) 01 0.0 0.3 0.1 HCM 95%Max Queue Length(ff) LQS Estimated 2027 Delay(seclveh) 7.9 8.6 0 0 7.4 0.0 10 6 16 3 Background Traffic Conditions EntryVolume(vehlhr) 601 80 98 2 316 92 13 Two-Way Volume to Capacity Ratio(vlc) 0.12 0.09 0.05 0.00 0.17 015 0 05 Stop-Controlled Intersection HCM 95%Max Queue Length(veh) 0.3 0 0 0 5 01 HCM 95%Max Queue Length(ft) LOS Estimated 2027 Delay(sec1v,h) II 7--.9 JJ 91 0.0 7 5 0 0 14.6 25.0 Total Traffic Conditions Entry Volume(vehlhr) 636 159 118 2 335 206 16 Two-Way Volume to Capacity Ratio(vlc) 0.21 0 18 0 O6 0.00 018 0.40 010 Slop-Controlled Intersection HCM 95%Max Queue Length(veh) 0 7 0 0 2.0 0.3 HCM 95%Max Queue Length(ft) 18 50 NB=Northbound;SB=Southbound;EB=Eastbound;and WB=Westbound L=Left;T=Through;and TR=Through-Right Average intersection delay is a weighted average that is for reference purposes only.The Highway Capacity Manual,61h Edition:A Guide for Mulfimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections- The volume to capacity ratio for the East Valley Center Road northbound(NB)and southbound(SB)through-right lane groups is defined as being the volume divided by a maximum capacity of 1,900 passenger cars per hour,which is the base capacity of a multilane highway as defined in the Highway Capacity Manual,61h Edition:A Guide for Multimodal Mobility Analysis (Volume 2:Uninterrupted Flow,Chapter 12-Basic Freeway and Multilane Highway Segments,Pg.12-8), A design vehicle length of 25 feet is used in the queue length calculation. Morrison Intersection Operations Summary for Maierle East Valley Center Road and Catamount Street Weekday,PM Peak Hour East Valley Centerkoan East Valley center Road Catamount StieLl Private Approach LOS A A i II Delay(seclveh) 7.9 8,0 0.0 8.0 0 0 9 7 15.7 2017 Current Daily Traffic Conditions Entry Volume(vehlhr) 624 65 273 18 196 39 33 Two-Way Stop-Controlled Volume to Capacity Ratio(vlc) l 0.05 0 05 0 14 0 02 010 0 05 0.09 Intersection HCM 95%Max Queue Length(veh) �.JI 0.2 � JI D 0 0.2 Il._ 0.3 7:] HCM 95%Max Queue Length(ft) LOS Estimated 2027 Delay(seclveh) 7.9 6.4 0.0 8.2 0.0 t t q 35 6 Background Traffic Conditions Entry Volume(vehlhr) 1,021 1B1 349 18 257 183 33 Two-Way Volume to Capacity Ratio(vlc) 0.72 0.16 0.18 0.02 0.14 028 0.23 Slop-Controlled Intersection HCM 95%Max pueue Length(veh) 0.6 0.1 0.8 HCM 95%Max Queue Length(ft) 15 28 LOS Estimated 2027 Delay(seclveh) 7.9 8.7 0 0 8.1 0.0 17.2 Total Traffic Conditions Entry Volume(vehlhr) 7,166 236 331 19 2B1 263 Two-Way Volume to Capacity Rado(vlc) 0.20 0 21 017 0 02 015 0 50 SfopC Intersection ed I HCM 95%Max pueue Length(veh) 0 8 0.1 2 7 � I '� �f ' HCM 95%Max Queue Length(ft) I I 20 I I I 3 1 I I 68 NB=Northbound;SB=Southbcund;EB=Eastbound;and WB=Westbound JJ L=Left;T=Through;and TR=Through-Right J LLL___JJJ Average intersection delay is a weighted average that is for reference purposes only The Highway Capacity Manual,6fh Edition:A Guide for Mullimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. The volume to capacity ratio for the East Valley Center Road northbound(NB)and soulhbound(SB)through-right lane groups is defined as being the volume divided by a maximum capacity of 1.900 passenger cars per hour,which is the base capacity of a multilane highway as defined in the Highway Capacity Manual,61h Edition:A Guide for Muitimodal Mobility Analysis (Volume 2:Uninterrupted Flow,Chapter 12-Basic Freeway and Multilane Highway Segments,Pg.12-8). A design vehicle length of 25 feet is used in the queue length calculation, Morrison Intersection Operations Summary for Maierle Saturday,Midday Peak Hour P. ,,, East Valley Center Road and Catamount Street ley Center Road Fast Valley Center Road Catamount Street EB LOS 2017 Current Daily Delay(seclveh) 7.9 8.4 0.0 7.5 0 0 9.4 12.5 Traffic Conditions Entry Volume(vehlhr) 538 39 161 275 32 26 Two-Way Volume to Capacity Ratfo(vlc) 0.08 0.04 0 08 0.00 0.14 0.04 0.05 Stop-Controlled Intersection u HCM 95%Max Queue Length(veh) HCM 95%Max Queue Length(ft) LQS OOOOOOC� Estimated 2027 Delay(serJveh) 7.9 8 8 0.0 7.7 0.0 11.9 25.6 Background Traffic Conditions Entry Volume(vehlhr) 935 177 221 5 343 163 26 Two-Way Volume to Capacity Ratio(vlc) 0.14 016 0.12 0.00 0.18 0.25 0.13 Slop-Controlled Intersection HCM 95%Max Queue Length(veh) 0 6 0.0 1.0 0.5 HCM 95%Max Queue Length(k) 15 25 13 Los Estimated 2027 Delay(seclveh) 7.9 9.2 0 0 7.6 0.0 19.6 39.1 Total Traffic Conditions Entry Volume(vehlhr) 1,128 260 198 6 354 281 29 Two-Way Volume to Capacity Ralfo(vlc) 0.26 0 24 0.10 0.00 019 0.55 0.22 StopC ed Intersection HCM 95%Max Queue Length(veh) 1.0 0.0 3.3 0.8 HCM 959/6 Max Queue Length(it) 25 83 NB=Northbound;SB=Southbound;EB=Eastbound;and WB=Westbound L=Left;T=Through;and TR=Through-Right Average intersection delay is a weighted average that is for reference purposes only The Highway Capacity Manual,61h Edition:A Guide forMuflimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. The volume to capacity ratio for the East Valley Center Road northbound(NB)and southbound(SB)through-right lane groups is defined as being the volume divided by a maximum capacity of 1,900 passenger cars per hour,which is the base capacity of a multilane highway as defined in the Highway Capacity Manual,6th Edition:A Guide for Muflimodal Mobility Analysis (Volume 2:Uninterrupted Flow,Chapter 12-Basic Freeway and Multilane Highway Segments,Pg.12-8). A design vehicle length of 25 feet is used in the queue length calculation. ..Morrison �Maierle Intersection Operations Summary for Catamount Street and A Avenue(Private Drive) Weekday,AM Peak Hour Catarnount Street Catamount Street Costco Access A Avenue(Pnvate� Analysis Scenario h Performance Measure EB WB NB SB LOS A A A Delay(seclveh) 7.9 7.2 0.0 8.9 2017 Current Daily Traffic Conditions Entry Volume(vehmr) 73 45 17 11 Two-Way Volume to Capacity Ratio(vic) 0.00 0.00 0.01 0.01 Stop-Controlled Intersection HCM 95%Max Queue Length(veh) 0.0 0.0 HCM 951/6 Max Queue Length(R) 0 0 fLOS II A I A A A B Estimated 2027 Delay(seclveh) 8.4 7.3 7.4 9.4 10.1 Background Traffic Conditions Entry Volume(vehmr) 199 55 78 54 11 Two-Way Volume to Capacity Ratio(vic) 0.03 0.00 0.03 0.07 0.02 Stop-Controlled Intersection HCM 95%Max Queue Length(veh) 0.0 0.1 0.2 0.1 HCM 959/6 Max Queue Length(ft) 0 3 5 3 LOS A A B C Estimated 2027 Delay(seclveh) 7.9 7.8 7.5 11.0 15.5 Total Tranic Conditions Entry Volume(vehmr) 546 148 218 54 126 Two-Way Volume to Capacity Ratio(vic) 0.10 0.05 0.03 0.09 0.30 Stop-Controlled Intersection HCM 95%Max Queue Length(veh) 0.2 0.1 0.3 1.2 HCM 959/6 Max Queue Length(ft) 5 3 8 30 NB=Northbound;SB=Southbound;EB=Eastbound;and WB=Westbound Average intersection delay is a weighted average that is for reference purposes only.The Highway Capacity Manual,6th Edition:A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. The volume to capacity ratio for the Catamount Street westbound(WB)approach under existing conditions is assumed as being the volume divided by a maximum capacity of 1,500 passenger cars per hour,which is the lower saturation flow rate for the major street as defined in the Highway Capacity Manual,6th Edition:A Guide for Mulfimodal Mobility Analysis (Volume 3:Interrupted Flow,Chapter 20-Two-Way Stop-Controlled Intersections,Pg.20-10). A design vehicle length of 25 feet is used in the queue length calculation. Morrison ■■ Intersection Operations Summary for Maierle Weekday,PM Peak Hour Catamount Street and A Avenue(Private Drive) CatarnOUnt Street Catamount Street CostGo AcGess A Avenue(Private) LOS A A A 2017 Current Daily TrafficDelay(seciveh) 7.9 7.4 0.0 9.2 Conditions Entry Volume(vehlhr) 104 33 65 6 Two-way Volume to Capacity Ratio(vic) 0.03 0.00 0.04 0.01 Stop-Controlled Intersection HCM 95%Max Queue Length(Yoh) 0.0 0.0 HCM 95%Max Queue Length(ft) 0 0 LOS A A B C Estimated 2027 Delay(seciveh) 8.4 7.4 7.7 12.2 16.0 Background Traffic Conditions Entry Volume(vehihr) 452 81 187 178 6 Two-way Volume to Capacity Ratio(vic) 0.18 0.00 0.10 0.31 0.02 Stop-Controlled Intersection HCM 95%Max Queue Length(Yoh) 0.0 0.3 1.3 0.1 HCM 95%Max Queue Length(ft) 0 8 33 3 LOS A A B C Estimated 2027 Delay(seciveh) 7.9 7.7 7.7 13.9 20.0 Total Traffic Conditions Entry Volume(vehmr) 878 124 263 179 110 Two-way Volume to Capacity Ratio(vic) 0.19 0.02 0.09 0.34 0.35 Stop-Controlled Intersection HCM 959/.Max Queue Length(Yoh) 0.1 0.3 1.5 1.5 HCM 95%Max Queue Length(ft) 3 8 38 38 NB=Northbound;SB=Southbound;EB=Eastbound;and WB=Westbound Average intersection delay is a weighted average that is for reference purposes only.The Highway Capacity Manual,6th Edition:A Guide for MuBimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. The volume to capacity ratio for the Catamount Street westbound(WB)approach under existing conditions is assumed as being the volume divided by a maximum capacity of 1,500 passenger cars per hour,which is the lower saturation flow rate for the major street as defined in the Highway Capacity Manual,6th Edition:A Guide for Multimodal Mobility Analysis (Volume 3:Interrupted Flow,Chapter 20-Two-Way Stop-Controlled Intersections,Pg.20-10). A design vehicle length of 25 feet is used in the queue length calculation. Morrison �Maierle Intersection Operations Summary for Catamount Street and A Avenue(Private Drive) Saturday,Midday Peak Hour Catamount Street Catamount Street Costco Access A Avenue(Private) Analysis Scenario Performance Measure EB WB NB SB LOS AIF A I A 2017 Curtent Daily Traffic Delay(seclveh) 7.9 7.3 0.0 8.9 Conditions Entry Volume(vehmr) 61 24 27 10 Two-Way Stop-Controlled Volume to Capacity Ratio(vlc) 0.01 0.00 0.02 0.02 Intersection HCM 95%Max Queue Length(veh) 0.0 0.1 HCM 959/6 Max Queue Length(ft) 0 3 LOS A A B B Estimated 2027 Delay(seclveh) 8.4 7.3 7.6 10.8 14.6 Background Traffic Conditions Entry Volume(vehmr) 396 43 171 172 10 Two-Way Volume to Capacity Ratio(vlc) 0.16 0.00 0.11 0.25 0.03 Stop-Controlled Intersection HCM 95%Max Queue Length(veh) 0.0 0.4 1.0 0.1 HCM 95%Max Queue Length(ft) 0 10 25 3 LOS A A B D Estimated 2027 Delay(seclveh) 7.9 7.8 7.7 13.7 31.7 To'wl Tr�c Conditions Entry Volume(vehmr) 734 128 304 173 129 Two-Way Volume to Capacity Ratio(vlc) 0.23 0.04 0.11 0.33 0.54 Stop-Controlled Intersection HCM 95%Max Queue Length(veh) 0.1 0.4 1.4 3.0 HCM 95%Max Queue Length(ft) � 3 10 35 75 NB=Northbound;SB=Southbound;EB=Eastbound;and WB=Westbound J Average intersection delay is a weighted average that is for reference purposes only.The Highway Capacity Manual,6th Edition:A Guide for Muftimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. The volume to capacity ratio for the Catamount Street westbound(WB)approach under existing conditions is assumed as being the volume divided by a maximum capacity of 1,500 passenger cars per hour,which is the lower saturation flow rate for the major street as defined in the Highway Capacity Manual,6th Edition:A Guide for Multimodal Mobility Analysis (Volume 3:Interrupted Flow,Chapter 20-Two-Way Stop-Controlled Intersections,Pg.20-10). A design vehicle length of 25 feet is used in the queue length calculation. Morrison Intersection Operations Summary for Maierle Weekday,AM Peak Hour ,,,�„, „k,,,,,,, North 27th Avenue and Catamount Street North 27th Avenue Catamount Street Catamount Street Analysis Scenario Performance Measure M SB EB WB LOS A A B A 2017 Current Daily Traffic Delay(secNeh) 9.0 J 7.3 7.8 10.0 9.7 Conditions Entry Volume(vehmr) 136 36 17 69 14 Two-Way Stop-Controlled I IFVolume to Capacity Ratio(vlc) 0.07 0.01 0.00 0.1311 0.03 Intersection HCM 95%Max Queue Length(veh) 0.0 0.0 0.5 0.1 HCM 95%Max Queue Length(ft) 0 0 13 3 LOS A A B B Estimated 2027 Delay(sectveh) 9.2 7.3 7.6 11.0 10.0 Background Traffic Conditions Entry Volume(vehfhr) 294 99 28 109 58 Two-Way Volume to Capacity Ratio(vlc) 0.09 0.01 0.00 0.19 0.09 Stop-Controlled Intersection HCM 95%Max Queue Length(veh) 0.0 0.0 0.7 0.3 HCM 95%Max Queue Length(ft) 0 0 18 8 LOS A A B B Estimated 2027 Delay(sectveh) 9.9 7.3 7.6 12.1 11.0 Total Traffic Conditions Entry Volume(vehmr) 393 124 39 142 88 Two-Way Volume to Capacity Ratio(vlc) 0.13 0.01 0.01 0.26 0.15 Stop-Controlled Intersection HCM 95%Max Queue Length(veh) 0.0 0.0 10 0.5 HCM 95%Max Queue Length(ft) 0 0 25IF 13 NB=Northbound;SB=Southbound;EB=Eastbound;and WB=Westbound Average intersection delay is a weighted average that is for reference purposes only.The Highway Capacity Manual,6th Edition:A Guide for Mulfimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way slop controlled intersections. A design vehicle length of 25 feel is used in the queue length calculation. ..Morrison IMI Maierle Intersection Operations Summary for North 27th Avenue and Catamount Street Weekday, PM Peak Hour North 27th Avenue North 27th Avenue Catamount Street Catamount Street Analysis Scenario Performance Measure N B SB EB VVB LOS A A A B Delay isecNeh) 9.7 7.4 7.5 9.8 11.0 2017 Current Daily Traffic Conditions Entry Volume(vehlhr) 243 92 47 55 49 Two-Way Stop-Controlled Volume to Capacity Ratio(vlc) 0.05 0.03 0.00 0.08 0.09 Intersection HCM 95%Max Queue Length(veh) 0.1 0.0 0.3 0.3 IHCM 95%Max Queue Length({t) 3 0 8 8 I- LOS � A A B C Estimated 2027 Delay(seciveh) 10.3 7.6 7.6 12.5 16.8 Background Traffic Conditions Entry Volume(vehmr) 536 188 147 91 110 Two-Way Volume to Capacity Ratio(vlc) 0.11 0.04 0.02 0.18 0.30 Stop-Controlled Intersection HCM 959/6 Max Queue Length(veh) 0.1 0.1 0.7 1.2 HCM 95%Max Queue Length(ft) 3 3 18 30 LOS A A B C Estimated 2027 Delay(seclveh) 11.4 7.6 7.7 13.3 19.4 rota,r._�_ Conditions Entry Volume(vehfhr) 597 197 156 103 141 Two-Way Volume to Capacity Ratio(vlc) 0.15 0.04 0.03 0.22 0.40 Stop-Controlled Intersection HCM 95%Max Queue Length(veh) 0.1 0.1 0,8 1.9 HCM 95%Max Queue Length(ff) 3 3 20 48 NB=Northbound;SB=Southbound;EB=Eastbound;and WB=Westbound Average intersection delay is a weighted average that is for reference purposes only.The Highway Capacity Manual,61h Edition:A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. A design vehicle length of 25 feet is used in the queue length calculation. Morrison Intersection Operations Summary for Maierle Saturday,Midday Peak Hour North 27th Avenue and Catamount Street North 27th Avenue Catamount Street Catamount Street Analysis Scenario Performance Measure NB EB VVB LOS CA I A A A A 2017 Current Daily Traffi Delay(seclveh) 8.1 7.3 7.4 9.1 9.9 c Conditions Entry Volume(vehmr) 184 82 18 41 23 Two-Way Volume to Capacity Ratio(vlc) 0.02 0.01 0.00 0.05 0.04 Stop-Controlled Intersection HCM 95%Max Queue Length(veh) - 0.0 0.0 0.2 0.1 HCM 95%Max Queue Length(ft) 0 0 5 3 LOS A A B B Estimated 2027 Delay(secIveh) 8.8 7.3 7.6 10.1 11.9 Background Traffic Conditions Entry Volume(vehmr) 342 181 29 65 67 Two-Way Volume to Capacity Ratio(vlc) 0.05 0.01 0.01 0.10 014 Stop-Controlled Intersection HCM 95%Max Queue Length(veh) 0.0IF 0.0 0.3 0.5 HCM 95%Max Queue Length(ft) 0 0 8 13 LOS A A B B Estimated 2027 Delay(seclveh) 9.3 7.3 7.7 10.8 12.8 Total Traffic Conditions Entry Volume(vehlhr) 410 196 37 85 92 Two-Way Volume to Capacity Ratio(vlc) 0.08 0.01 0.01 0.14 0.20 Stop-Controlled r� Intersection HCM 95%Max Queue Length(veh) I I 0.0 0.0 0.5 0.7 HCM 95%Max Queue Length(ft) II� 0 0 13 18 NB=Northbound;SB=Southbound;EB=Eastbound;and WB=Westbound Average intersection delay is a weighted average that is for reference purposes only.The Highway Capacity Manual,6th Edition:A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. A design vehicle length of 25 feet is used in the queue length calculation. No Morrison Intersection Operations Summary for iml Maierle X Street and A Avenue Weekday,AM Peak Hour Analysis Scenario Performance Measure On. LOS F B IF-B A A Estimated 2027 Delay(secfveh) 7.9 10.3IF 10.911 7.4 7.4 Total Traffic Conditions Entry Volume(vehlhr) 261 73 29 52 107 Two-way Volume to Capacity Ratio(vlc) 0.06 0.12 0.06 0.00 0.04 Stop-Controlled Intersection HCM 95%Max Queue Length(veh) U 0.4 0.2 0.0 0.1 IHCM 95%Max Queue Length(ft) �-� 10 5 0 3 LOS II A I B B A A Estimated 2050 Total Traffic Delay(seclveh) 7.8 10.5 11.4 7.5 7.4 Conditions Entry Volume(vehmr) 338 73 29 58 178 •Sensitivity Analysis Volume to Capacity Ratio(vlc) 0.04 0.11IF 0.0511 0.0011 0.03 Two-way Stop-Controlled HCM 95%Max Queue Length(veh) 0.4 0.2 0.0 0.1 Intersection HCM 95%Max Queue Length(ft) 10 1 5 0 3 NB=Northbound;SB=Southbound;EB=Eastbound;and WB=Westbound Average intersection delay is a weighted average that is for reference purposes only.The Highway Capacity Manual,6th Edition:A Guide for Multimodal Mobilily Analysis doe6 not define overall averane delav for the intersectinn as a whole for two-way atop controlled intersections. A design vehicle length of 25 feel is used in the queue length calculation. Morrison Intersection Operations Summary for Maierle X Street and A Avenue Weekday,PM Peak Hour e�pn.�n w..,a. p.nwn u�wuu. A Avenue(Private) A Avenue(Private) Analysis Scenario Performance Measure NB SB LOS � A B A A Estimated 2027 Delay(seclveh) 7.9 9.6 10.3 7.2 7.4 Total Traffic Conditions Entry Volume(vehmr) 189 69 31 44 45 Two-Way Volume to Capacity Ratio(vlc) 0.05 0.10 0.05 0.00IF 0.03 Stop-Controlled Intersection HCM 95%Max Queue Length(veh) 0.3 0.2 0.0 0.1 HCM 95%Max Queue Length(ft) 8 5 0 3 LOS A B A A Estimated 2050 Total Traffic Delay(seclveh) 7.9 9.9 10.7 7.3 7.5 Conditions Entry Volume(vehfhr) 259 69 31 103 56 -Sensitivity Analysis- Volume to Capacity Ratio(vlc) 0.04 0.09 0.05 000 0.03 Two-way Stop-Controlled HCM 95%Max Queue Length(veh) 0.3 0.2 0.0 0.1 Intersection HCM 95%Max Queue Length(ft) 8 5 0 3 NB=Northbound;SB=Southbound;EB=Eastbound;and WB=Westbound Average intersection delay is a weighted average that is for reference purposes only.The Highway Capacity Manual,61h Edition:A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. A design vehicle length of 25 feet is used in the queue length calculation. ■Morrison ■■ Intersection Operations Summary for �Maierle X Street and A Avenue Saturday,Midday Peak Hour Analysis Scenario Performance Measure NB SB LOS B B A A Estimated 2027 Delay(seclveh) 7.9 10.3 10.5 7.3 7.4 Total Traffic Conditions Entry Volume(vehlhr) 233 113 20 41 59 Two-way Volume to Capacity Ratio(vlc) 0.10 0.17 0.04 0.00 0.04 Stop-Controlled Intersection HCM 95%Max Queue Length(veh) 0.6 0.1 0.0 0.1 HCM 959/6 Max Queue Length(ft) 15 3 0 3 � --B Estimated 2050 LOS B A A Total Traffic Delay(seclveh) 7.9 10.4 10.5 7.3 7.4 Conditions Entry Volume(vehlhr) 253 113 31 42 67 •Sensitivity Analysis Volume to Capacity Ratio(vlc) 0.10 0.18 0.04 0.00 0.04 Two-Way Stop-Controlled HCM 95%Max Queue Length(veh) 0.6 0.1 0.0 0.1 Intersection HCM 95%Max Queue Length(ft) 15 3 0 3 NB=Northbound;SB=Southbound;EB=Eastbound;and WB=Westbound Average intersection delay is a weighted average that is for reference purposes only.The Highway Capacity Manual,6th Edition:A Guide for Muftimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled interser_.tinns. A design vehicle length of 25 feet is used in the queue length calculation. Morrison � Maierle engineers• surveyors• planners• scientists APPENDIX D-2 2017 EXISTING CONDITIONS Catron Crossing Traffic Impact Study 08/02/17 2017 - Existing Conditions 15:48:35 Weekday, AM Peak Hour TEAPAC[Ver 9.01.01] - Capacity Analysis Summary (HCM 2016) Intersection Averages for Int # 1 - N 19th Ave & E Valley Center V/C 0.410 (Critical V/C 0.538) Control Delay 15.6 Level of Service B Sq 81 Phase 1 Phase 2 Phase 3 Phase 4 i � L f-8 North 4 0 Cmax= Gmax= 48.0" Gmax= 13.0" Gmax= 38.4" 120" Gavg= 60.2" Gavg= 13.0" Gavg= 26.2" Cavg= Y+Rc= 7.0" Y+Rc= 7.0" Y+Rc= 6.6" 120" Gmax= 9.0" Gmax= 53.0" Gmax= 38.4" Gavg= 3.4" Gavg= 70.9" Gavg= 26.2" Y+Rc= 6.0" Y+Rc= 7.0" Y+Rc= 6.6" 0.2" 13.0" 26.2" 4" 70.9" 26.2" L Queue I I Lane Group I `Lanes I Max g/C Avg I SatFlo I Capcty I Volume I v/C I Delay I S I Model 1 SB Approach 8.1 A R 12/1 1523 764 86 0.113 16.1 B 61 ft T 22/2 0.400 0.502 3554 1784 853 0.478 6.4 A 104 ft L 13/1 0.075 0.028 1412 39 14 0.354 62.6 E+ 26 ft NB Approach 5.8 A R+ T 22/2 0.442 0.591 3135 1851 462 0.250 1.0 A 24 ft L 25/2 0.108 0.108 3278 355 57 0.161 44.8 D 34 ft WB Approach 47.5 D R+ T 12/1 0.320 0.218 1244 271 18 0.066 37.3 D 23 ft L 13/1 0.320 0.218 1097 98 18 0.184 57.8 E+ 27 ft EB Approach 41.0 D+ R 12/1 0.033 0.218 1550 506 201 0.397 31.8 C 185 ft T+ L 12/1 0.320 0.218 1249 332 235 0.707 48.8 D 268 ft Catron Crossing Traffic Impact Study 08/02/17 2017 - Existing Conditions 16:03:23 Weekday, PM Peak Hour TEAPAC[Ver 9.01.01] - Capacity Analysis Summary (HCM 2016) Intersection Averages for Int # 1 - N 19th Ave & E Valley Center V/C 0.432 (Critical V/C 0.570) Control Delay 22.6 Level of Service C+ Sq 81 Phase 1 Phase 2 Phase 3 Phase 4 � � L 4-8 N J-th Cmax= Gmax= 54.0" Gmax= 32.0" Gmax= 43.4" 150" Gavg= 60.6" Gavg= 32.0" Gavg= 36.8" Cavg= Y+Rc= 7.0" Y+Rc= 7.0" Y+Rc= 6.6" 150" Gmax= 9.0" Gmax= 78.0" Gmax= 43.4" Gavg= 3.3" Gavg= 90.3" Gavg= 36.8" Y+Rc= 6.0" Y+Rc= 7.0" Y+Rc= 6.6" n 37_n" L -.36_$" I 3 '90.3" r36.8" I Lane Group I Lanes I Max g/C Avg I SatFlo I Capcty I Volume I v/c I Delay I S I Model 1 I SB Approach 22.1 C+ R 12/1 1543 624 214 0.343 32.4 C 225 ft T 22/2 0.360 0.404 3600 1455 548 0.377 17.0 B 156 ft L 13/1 0.060 0.022 1439 32 11 0.347 78.6 E 25 ft NB Approach 10.4 B+ R+ T 22/2 0.520 0.602 3237 1949 851 0.437 1.4 A 35 ft L 25/2 0.213 0.213 3474 741 252 0.340 40.9 D 142 ft WB Approach 52.5 D R+ T 12/1 0.289 0.245 1345 330 15 0.045 43.3 D 22 ft L 13/1 0.289 0.245 1071 75 7 0.093 72.3 E 14 ft EB Approach 50.3 D R 12/1 0.027 0.245 1591 730 171 0.234 24.8 C+ 156 ft T+ L 12/1 0.289 0.245 1338 376 301 0.801 64.7 E+ 414 ft Catron Crossing Traffic Impact Study 08/02/17 2017 - Existing Conditions 17:09:14 Saturday, Midday Peak Hour TEAPAC[Ver 9.01.01] - Capacity Analysis Summary (HCM 2016) Intersection Averages for Int # 1 - N 19th Ave & E Valley Center V/C 0.491 (Critical V/C 0.648) Control Delay 24.7 Level of Service C+ Sq 81 Phase 1 Phase 2 Phase 3 Phase 4 ♦-8 No rth ' 4 -► 77 Cmax= Gmax= 49.0" Gmax= 27.0" Gmax= 43.4" 140" Gavg= 55.8" Gavg= 27.0" Gavg= 36.6" Cavg= Y+Rc= 7.0" Y+Rc= 7.0" Y+Rc= 6.6" 140" Gmax= 13.0" Gmax= 63.0" Gmax= 43.4" Gavg= 6.0" Gavg= 77.8" Gavg= 36.6" Y+Rc= 6.0" Y+Rc= 7.0" Y+Rc= 6.6" 5.8" 27.0" 6.6" 0" 77.8" 36.6" Lane I Width/ I g/C I I I Adj I I HCM I L I Queue I Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1 SB Approach 22.1 C+ R 12/1 1618 645 244 0.378 31.5 C 233 ft T 22/2 0.350 0.399 3614 1441 785 0.545 18.3 B 209 ft L 13/1 0.093 0.043 1580 68 16 0.235 66.5 E+ 29 ft NB Approach 16.9 B R+ T 22/2 0.450 0.556 3251 1807 712 0.394 3.7 A 109 ft L 25/2 0.193 0.193 3519 679 358 0.527 43.1 D 188 ft WB Approach 46.6 D R+ T 12/1 0.310 0.261 1315 344 30 0.087 39.2 D 41 ft L 13/1 0.310 0.261 1132 89 11 0.124 66.7 E+ 18 ft EB Approach 42.1 D+ R 12/1 0.029 0.261 1591 723 294 0.406 25.9 C+ 248 ft T+ L 12/1 0.310 0.261 1280 386 299 0.775 57.9 E+ 378 ft HM • Stop-Control • • General Information Site Information Analyst T.Eastwood Intersection E Valley Center+N 27th Agency/Co. Morrison-Maierle Jurisdiction MDT/City of Bozeman Date Performed 8/1/2017 East/West Street East Valley Center Road Analysis Year 2017 North/South Street North 27th Avenue Time Analyzed Weekday,AM Peak Peak Hour Factor 0.79 Intersection Orientation East-West Analysis Time Period(hrs) 0.25 Project Description Catron Crossing-Existing Conditions Lanes 04itgti*1� 1. W f -r it V1at1+Yt fr Major Street:East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 1 1 0 1 0 1 0 0 0 Configuration TR L T L R Volume,V(veh/h) 284 8 2 1 68 11 1 Percent Heavy Vehicles(%) 71 29 50 Proportion Time Blocked Percent Grade Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway(sec) Critical Headway(sec) Base Follow-Up Headway(sec) Follow-Up Headway(sec) Delay, Queue Length, and Level of Service Flow Rate,v(veh/h) 3 14 1 Capacity,c(veh/h) 892 569 592 v/c Ratio 0.00 0.02 0.00 95%Queue Length,Qg,(veh) 0.0 0.1 0.0 Control Delay(s/veh) 9.0 11.5 11.1 Level of Service,LOS A B B Approach Delay(s/veh) 0.3 11.5 Approach LOS B Copyright©2017 University of Florida.All Rights Reserved. HCS7' TWSC Version 7.2.1 Generated:8/1/2017 10:52:24 PM E-Valley-Center-Rd+N-27th-Ave_Weekday-AM_2017-Ex.xtw HTFS7 Two-Way Stop-Control Reportm General Information ite Information nalyst T.Eastwood Intersection E Valley Center+ N 27th ,ency/Co. Morrison-Maierle Jurisdiction MDT/City of Bozeman Date Performed 8/1/2017 East/West Street East Valley Center Road Analysis Year 2017 North/South Street North 27th Avenue Time Analyzed Weekday,PM Peak Peak Hour Factor 0.89 Intersection Orientation East-West Analysis Time Period(hrs) 0.25 Project Description Catron Crossing-Existing Conditions Lanes J4 '1 L 4-L r r 1 11 tY t 'r l' Majoi Street East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Drity 1 U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 1 1 0 1 0 1 0 0 0 Configuration TR L T L R Volume,V(veh/h) 208 32 3 215 58 4 Percent Heavy Vehicles(%) 77 3 14 Proportion Time Blocked Percent Grade(%) 1 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway(sec) 4.1 7.1 6.2 Critical Headway(sec) 4.87 6.23 6.24 Base Follow-Up Headway(sec) 2.2 3.5 3.3 Follow-Up Headway(sec) 2.89 3.53 3.43 Delay, Queue Length, and Level of Service Flow Rate,v(veh/h) 3 65 4 Capacity,c(veh/h) 960 611 761 v/c Ratio 0.00 0.11 0.01 95%Queue Length,Q95(veh) 0.0 0.4 0.0 Control Delay(s/veh) 8.8 11.6 9.8 vel of Service,LOS A B A Pproach Delay(s/veh) 0.1 11.5 Approach LOS B Copyright©2017 University of Florida.All Rights Reserved, HCS7T"TWSC Version 7.2.1 Generated:8/1/2017 10:50:08 PM E-Valley-Center-Rd+N-27t h-Ave_W e e kd ay-P M_2017-E x.xtw • Stop-Control • • General Information Site Information Analyst T.Eastwood Intersection E Valley Center+N 27th Agency/Co. Morrison-Maierle Jurisdiction MDT/City of Bozeman Date Performed 8/1/2017 East/West Street East Valley Center Road Analysis Year 2017 North/South Street North 27th Avenue Time Analyzed Saturday,Midday Peak Peak Hour Factor 0.96 Intersection Orientation East-West Analysis Time Period(hrs) 0.25 Project Description Catron Crossing-Existing Conditions Lanes 1JIL Major Street East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1 U 1 2 1 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 1 1 0 1 0 1 0 0 0 Configuration TR L T L R Volume,V(veh/h) 269 14 1 1 1 1 139 56 4 Percent Heavy Vehicles(%) 3 0 0 0 Proportion Time Blocked Percent Grade(%) 1 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway(sec) 2.0 4.1 7.1 6-2 Critical Headway(sec) 2.03 4.10 6.20 6.10 Base Follow-Up Headway(sec) 2.0 2.2 3.5 3.3 Follow-Up Headway(sec) 2.03 2.20 3.50 3.30 Delay, Queue Length, and Level of Service Flow Rate,v(veh/h) 2 58 4 Capacity,c(veh/h) 1482 647 762 v/c Ratio 0.00 0.09 0.01 9S%Queue Length,Q,,(veh) 0.0 0.3 0.0 Control Delay(s/veh) 7.4 11.1 9.7 Level of Service,LOS A B A Approach Delay(s/veh) 0.1 11.0 Approach LOS B Copyright©2017 University of Florida.All Rights Reserved. HCS7TWSC Version 7.2.1 Generated:8/1/2017 11:22:11 PM E-Val ley-Center-Rd+N-27th-Ave_Satu rday-M id_2017-Ex.xtw • Stop-Control • • General Information Site Information -alyst T.Eastwood Intersection Valley Center&X Street ancy/Co. Morrison-Maierle Jurisdiction City of Bozeman/MDT Date Performed 8/1/2017 East/West Street X Street Analysis Year 2017 North/South Street East Valley Center Road Time Analyzed Weekday,AM Peak Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period(hrs) 0.25 Project Description Catron Crossing-Existing Conditions Lanes nnI *Yt t, r Major Street:North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R xity 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 1 2 0 0 1 2 0 Configuration LTR LTR L T TR L T TR Volume,V(veh/h) 0 0 0 13 0 2 0 68 7 2 283 0 Percent Heavy Vehicles(%) 0 0 LO 3 0 3 0 3 Proportion Time Blocked Percent Grade(%) -2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 Critical Headway(sec) 7.10 6.10 6.70 7.26 6.90 7.16 4.10 4.16 Base Follow-Up Headway(sec) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway(sec) 3.50 4.00 3.30 3.53 4.00 3.33 2.20 2.23 Delay, Queue Length, and Level of Service Flow Rate,v(veh/h) 0 18 0 2 Capacity,c(veh/h) 0 698 1216 1491 v/c Ratio 0.03 0.00 0.00 95%Queue Length,Q95(veh) 0.1 0.0 0.0 Control Delay(s/veh) 5.0 10.3 8.0 7.4 /el of Service,LOS A B A A pproach Delay(s/veh) 5.0 10.3 0.0 0.0 Approach LOS A B Copyright©2017 University of Florida.All Rights Reserved. HCS71"TWSC Version 7.2.1 Generated:8/2/2017 10:42:51 AM E-Va I l ey-Center-Rd+X-St_W e e kd ay-A M_2017-Ex.xtw • Stop-Control • • General Information - Site Information Analyst T.Eastwood Intersection Valley Center&X Street r Agency/Co. Morrison-Maierle Jurisdiction City of Bozeman/MDT Date Performed 8/1/2017 East/West Street X Street Analysis Year 2017 North/South Street East Valley Center Road Time Analyzed Weekday,PM Peak Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period(hrs) 0.25 Project Description Catron Crossing-Existing Conditions Lanes } r If- Major Street:North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 1 12 7 8 9 1 U 1 2 3 4U 4 S 6 Number of Lanes 0 1 0 0 1 0 0 1 2 0 0 1 2 0 Configuration LTR LTR L T TR L T TR Volume,V(veh/h) 0 0 0 7 0 2 0 216 16 5 207 0 Percent Heavy Vehicles(%) 0 0 0 3 0 3 0 3 Proportion Time Blocked Percent Grade(%) -2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 Critical Headway(sec) 7.10 6.10 6.70 7.26 6.90 7.16 4.10 4.16 Base Follow-Up Headway(sec) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway(sec) 3.SO 4.00 3.30 3.53 4.00 3.33 2.20 2,23 Delay, Queue Length, and Level of Service Flow Rate,v(veh/h) 0 11 0 6 Capacity,c(veh/h) 0 570 1317 1262 v/c Ratio 0.02 0.00 0.00 95%Queue Length,Q95(veh) 0.1 0.0 0.0 Control Delay(s/veh) 5.0 11.4 7.7 7.9 Level of Service,LOS A B A A Approach Delay(s/veh) 5.0 11.4 0.0 0.2 Approach LOS A B Copyright©2017 University of Florida.All Rights Reserved. HCS71"TWSC Version 7.2.1 Generated:8/2/2017 10:47:29 AM E-Valley-Center-Rd+X-St_Weekday-PM_2017-Ex xtw • Stop-Control Report- General Information Site Information 'alyst T.Eastwood Intersection Valley Center&X Street ancy/Co. Morrison-Maierle Jurisdiction City of Bozeman/MDT Date Performed 8/1/2017 East/West Street X Street Analysis Year 2017 North/South Street East Valley Center Road Time Analyzed Saturday,Midday Peak Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period(hrs) 0.25 Project Description Catron Crossing-Existing Conditions Lanes J 4 l :Jl.; l- L U 4 •- -� r kf- Major Street:North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R xity 10 11 12 7 8 9 1 U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 1 2 0 0 1 2 0 Configuration LTR LTR L T TR L T TR Volume,V(veh/h) 0 0 0 9 0 2 0 138 9 2 271 0 Percent Heavy Vehicles(%) 0 0 0 3 0 3 0 3 Proportion Time Blocked Percent Grade(%) -2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 Critical Headway(sec) 7.10 6.10 6.70 7.26 6.90 7.16 4.10 4.16 Base Follow-Up Headway(sec) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway(sec) 3.50 4.00 3.30 3.53 4.00 3.33 2.20 2.23 Delay, Queue Length,and Level of Service Flow Rate,v(veh/h) 0 13 0 2 Capacity,c(veh/h) 0 629 1232 1382 v/c Ratio 0.02 0.00 0.00 95%Queue Length,Q9s(veh) 0.1 0.0 0.0 Control Delay(s/veh) 5.0 10.8 7.9 7.6 vel of Service,LOS A B A A pproach Delay(s/veh) 5.0 10.8 0.0 0.0 Approach LOS A B Copyright©2017 University of Florida.All Rights Reserved. HCS7'"TWSC Version 7.2.1 Generated:8/2/2017 10:51:51 AM E-Valley-Center-Rd+X-St_Saturday-Mid_2017-Ex.xtw • Stop-Control • • General Information ite nformation Analyst T.Eastwood Intersection Valley Center&Catamount Agency/Co. Morrison-Maierle Jurisdiction City of Bozeman/MDT Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2017 North/South Street East Valley Center Road Time Analyzed Weekday,AM Peak Peak Hour Factor 0.81 Intersection Orientation North-South Analysis Time Period(hrs) 0.25 Project Description Catron Crossing-Existing Conditions Lan rs ■ ■ } ■ Major Street:North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1 U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 1 2 0 0 1 2 0 Configuration LTR LTR L T TR L T TR Volume,V(veh/h) 3 1 1 50 9 1 1 8 14 71 4 2 292 2 Percent Heavy Vehicles(%) 50 0 8 6 0 0 0 11 0 Proportion Time Blocked Percent Grade(%) -2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 7.5 6.5 6.9 7.5 6.5 6.9 6.4 4.1 4.1 Critical Headway(sec) 8.10 6.10 6.86 8.02 6.90 7.10 6.40 4.32 4.10 Base Follow-Up Headway(sec) 3.5 4.0 3.3 3.5 4.0 3.3 2.5 2.2 2.2 Follow-Up Headway(sec) 4.00 4.00 3.38 3.56 4.00 3.30 2.50 2.31 2.20 Delay, Queue Length,and Level of Service Flow Rate,v(veh/h) 67 13 27 2 Capacity,c(veh/h) 762 524 975 1512 v/c Ratio 0.09 0.02 0.03 0.00 95%Queue Length,Qes(veh) 0.3 0.1 0.1 0.0 Control Delay(s/veh) 10.2 12.0 8.8 7.4 Level of Service,LOS B B A A Approach Delay(s/veh) 10.2 12.0 2.0 0.0 Approach LOS B B Copyright©2017 University of Florida.All Rights Reserved. HCS71"TWSC Version 7.2.1 Generated:8/2/2017 9:30:57 AM E-Valley-Center-Rd+Catamount-St_Weekday-AM_2017-Ex.xtw Pedestrian Level of Service Flow(ped/hr) 0 0 Two-Stage Crossing iestrian Platooning -inflicting Vehicular Flow NON Average Delay(s) Level of Service,LOS Copyright©2017 University of Florida.All Rights Reserved. HCS7-TWSC Version 7.2.1 Generated:8/2/2017 9:30:57 AM E-Valley-Center-Rd+Catamount-St_Weekday-AM 2017-Ex.xtw Two-Way • • • • Report General Information Site tn�orno�ti . Analyst T.Eastwood Intersection Valley Center&Catamount Agency/Co. Morrison-Maierle Jurisdiction City of Bozeman/MDT 1 Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2017 North/South Street East Valley Center Road Time Analyzed Weekday,PM Peak Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period(hrs) 0.25 Project Description Catron Crossing-Existing Conditions Lanes 1 -,r r r Major Street:North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1 U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 1 2 0 0 1 2 0 Configuration LTR LTR L T TR L T TR Volume,V(veh/h) 2 3 34 26 3 4 4 61 22-1 46 18 195 1 Percent Heavy Vehicles(%) 0 0 2 0 20 0 0 9 5 Proportion Time Blocked Percent Grade(%) -2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 7.5 6.5 6.9 7.5 1 6.5 6.9 6.4 4.1 4.1 Critical Headway(sec) 7.10 6.10 6.74 7.90 7,30 7.10 6.40 4.28 4.20 Base Follow-Up Headway(sec) 3.5 4.0 3.3 3.5 4.0 3.3 2.5 2.2 2.2 Follow-Up Headway(sec) 3,50 4.00 3.32 3.50 4.20 3.30 2.50 2.29 2.25 Delay, Queue Length, and I of Srr Flow Rate,v(veh/h) 42 35 70 ?.0 Capacity,ctveh/h1 801 372 1282 1240 v/c Ratio 0.05 0.09 0.05 0.02 95%Queue Length,Q95(veh) 0,2 0.3 0.2 0.0 Control Delay(s/veh) 9.7 15.7 8.0 8.0 Level of Service,LOS A C A A Approach Delay(s/veh) 9.7 15.7 1.5 0.7 Approach LOS A C Copyright©2017 University of Florida.All Rights Reserved. HCS7'"TWSC Version 7.2.1 Generated:8/2/2017 9:51:13 AM E-Valley-Center-Rd+Catamou nt-St_Weekd ay-PM_2017-Ex.xtw Pedestrian Level of Service Flow(ped/hr) Two-Stage Crossing Yes iestrian Platooning -onflicting Vehicular Flow(veh/h) Average Delay(s) 31.5 Level of Service,LOS E Copyright©2017 University of Florida.All Rights Reserved. HCS71 TWSC Version 7.2.1 Generated:8/2/2017 9:51:13 AM E-Valley-Center-Rd+Catamount-St_Weekday-PM_2017-Ex.xtw Two-Way • • • • • • Gen"bdonwWon Site Information Analyst T.Eastwood Intersection Valley Center&Catamount Agency/Co. Morrison-Maierle Jurisdiction City of Bozeman/MDT Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2017 North/South Street Fast Valley Center Road Time Analyzed Saturday,Midday Peak Peak Hour Factor 0.95 Intersection Orientation North-South Analysis Time Period(hrs) 0.2S Project Description Catron Crossing-Existing Conditions Lanes L l- 4 4 } 4 Ir Major Street:North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U I L T R U L T R U L T R Priority 10 11 12 7 8 9 1 U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 +22 1 0 0 1 2 0 0 1 2 0 Configuration LTR LTR L T TR L T TR Volume,V(veh/h) 1 1 30 1 3 15 24 143 18 5 273 2 Percent Heavy Vehicles(%) 0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade(%) -2 2 Right"Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 7.5 6.5 6.9 7.5 6.5 6.9 6.4 4.1 4.1 Critical Headway(sec) 7.10 6.10 6.70 7.92 6.90 7.10 6.40 4.10 4.10 Base Follow-Up Headway(sec) 3.5 4.0 3.3 3.5 4.0 3.3 2.5 2.2 2.2 Follow-Up Headway(sec) 3.50 4.00 3.30 3.51 4.00 330 2.50 2.20 2,20 Delay, Queue Length, and I. E Flow Rate,v(veh/h) 34 27 Fr41 5 Capacity,c(veh/h) 847 505 1111 1417 v/c Ratio 0.04 0.05 0.04 0.00 95%Queue Length,Qss(veh) 0.1 0.2 0.1 0.0 Control Delay(s/veh) 9.4 12.5 8.4 7.5 Level of Service,LOS A B A A Approach Delay(s/veh) 9.4 12.5 1.6 0.1 Approach LOS A B Copyright©2017 University of Florida.All Rights Reserved. HCS71"TWSC Version 7.2.1 Generated:8/2/2017 10:01:20 AM E-Valley-Center-Rd+Catamount-St_S at u rd ay-M i d_2017-Ex.xtw Pedestrian Level of Service Flow(ped/hr) 0 0 Two-Stage Crossing lesbian Platooning _onflicting Vehicular Flow(veh/h) Average Delay(s) Level of Service,LOS Copyright©2017 University of Florida.All Rights Reserved. HCS711 TWSC Version 7.2.1 Generated:8/2/2017 10:01:20 AM E-Valley-Center-Rd+Catamount-St_Satu rday-M id_2017-Ex.xtw Two-Way • • • • Report Generaf Infarcr�atian 91E,e fnf�r Analyst T.Eastwood Intersection Catamount St+A Ave Agency/Co. Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2017 North/South Street A Avenue(Private Drive) Time Analyzed Weekday,AM Peak Peak Hour Factor 0.86 Intersection Orientation East-West Analysis Time Period(hrs) 0.25 Project Description Catron Crossing-Existing Conditions Lanes J4 L 1 � f -+ r Y t -ti G 1) IttYt rr Major Street:East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L 1 R U L I T R U L T R U L T R Priority 1 U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 0 0 0 0 1 0 Configuration LT TR LR Volume V(veh/h) 0 45 11 6 9 ?. Percent Heavy Vehicles(%) 0 5 0 Proportion Time Blocked Percent Grade(%) 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 4.1 7.1 6.2 Critical Headway(sec) 4.10 6.85 6.40 Base Follow-Up Headway(sec) 2.2 3.5 3.3 Follow-Up Headway(sec) 2.20 3.54 3.30 Delay, Queue Length, and I E Flow Rate,v(veh/h) 0 12 Capacity,c(veh/h) 1607 942 v/c Ratio 0.00 0.01 95%Queue Length,Qes(veh) 0.0 0.0 Control Delay(s/veh) 7.2 8.9 Level of Service,LOS A A Approach Delay(s/veh) 0.0 8.9 Approach LOS A Copyright©2017 University of Florida.All Rights Reserved. HCS7'"TWSC Version 7.2.1 Generated:8/2/2017 8:12:28 AM Catamou nt-St+A-Ave_Weekd ay-A M_2017-Ex.xtw Pedestrian Level of Service Flow(ped/hr) 0 0 Two-Stage Crossing iestrian Platooning _onflicting Vehicular Flow(veh/h) Average Delay(s) Level of Service,LOS Copyright©2017 University of Florida.All Rights Reserved. HCS7TI TWSC Version 7.2.1 Generated:8/2/2017 8:12:28 AM Cata mou nt-St+A-Ave_Weekday-AM_2017-Ex.xtw Two-WayHM • • • • • • General Information Site Information Analyst T.Eastwood Intersection Catamount St+A Ave Agency/Co. Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2017 North/South Street A Avenue(Private Drive) Time Analyzed Weekday,PM Peak Peak Hour Factor 0.78 Intersection Orientation East-West Analysis Time Period(hrs) 0.25 Project Description Catron Crossing-Existing Conditions Lanes ISO t fir 't !t Y t r r Major Street:East-West - Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L I T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 0 0 0 0 1 0 Configuration LT TR LR Volume,V(veh/h) 0 33 50 15 ito 0 Percent Heavy Vehicles(%) 0 0 Proportion Time Blocked Percent Grade(%) 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 4.1 7.1 6.2 Critical Headway(sec) 4.10 6.80 6.40 Base Follow-Up Headway(sec) 2.2 3.5 3.3 Follow-Up Headway(sec) 2.20 3.50 3.30 Delay, Queue Length, an I c Flow Rate,v(veh/h) 0 8 Capacity,c(veh/h) 1524 873 We Ratio 0.00 0.01 95%Queue Length,Q95(veh) 0.0 0.0 Control Delay(s/veh) 7.4 9.2 Level of Service,LOS A A Approach Delay(s/veh) 0.0 9.2 Approach LOS A Copyright©2017 University of Florida.All Rights Reserved. HCS711 TWSC Version 7.2.1 Generated:8/2/2017 8:31:38 AM Catamou nt-St+A-Ave_Weekd ay-P M_2017-Ex.xtw Pedestrian Level of Service Flow(ped/hr) 0 0 Two-Stage Crossing iest(iari Platooning _,)nflicting Vehicular Flow(veh/h) Average Delay(s) Level of Service,LOS Copyright©2017 University of Florida.All Rights Reserved. HCST"TWSC Version 7.2.1 Generated:8/2/2017 8:31:38 AM Catamount-St+A-Ave_Weekd ay-P M_2017-Ex.xtw Two-Way • • • • • • General Information Site Information Analyst T.Eastwood Intersection Catamount St+A Ave Agency/Co. Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2017 North/South Street A Avenue(Private Drive) Time Analyzed Saturday,Midday Peak Peak Hour Factor 0.63 intersection Orientation Fast-West Analysis Time Period(hrs) 0.25 Project Description Catron Crossing-Existing Conditions Lanes � t 1 a` f b- } r Major Street:East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U t T R U L T R Priority 1 U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 0 0 0 0 1 0 Configuration LT TR LR Volume,V(veh/h) 1 23 22 5 9 1 Percent Heavy Vehicles(%) 0 0 0 Proportion Time Blocked Percent Grade(%) 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 4.1 7.1 6.2 Critical Headway(sec) 4.10 6.80 6.40 Base Follow-Up Headway(sec) 2.2 3.5 3.3 Follow-Up Headway(sec) 2.20 3.50 3.30 Delay, Queue Length, and Level of Sc Flow Rate,v(veh/h) 211 16 Capacity,c(veh/h) 1576 929 v/c Ratio 0.00 0.02 95%Queue Length,Q9s(veh) 0.0 0.1 Control Delay(s/veh) 7.3 8.9 Level of Service,LOS A A Approach Delay(s/veh) 0.4 8.9 Approach LOS A Copyright©2017 University of Florida.All Rights Reserved. HCS7'"TWSC Version 7.2.1 Generated:8/2/2017 8:35:47 AM Catamount-St+A-Ave_Saturday-Mid_2017-Ex.xtw Pedestrian Level of Service Flow(ped/hr) 0 0 Two-Stage Crossing lestrlan Platooning ..inflicting Vehicular Flow(veh/h) Average Delay(s) Level of Service,LOS Copyright©2017 University of Florida.All Rights Reserved. HCSTI TWSC Version 7.2.1 Generated:8/2/2017 8:35:47 AM Catamou nt-St+A-Ave_Satu rd ay-Mid_2017-Ex.xtw H7�7 Two-Way Stop-Control Report' Ge>a�er1�hfa�ion S#le�. mat oir�. Analyst T.Eastwood Intersection N 27th Ave&Catamount St Agency/Co. Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2017 North/South Street North 27th Avenue Time Analyzed Weekday,AM Peak Peak Hour Factor 0.63 Intersection Orientation North.South Analysis Time Period(hrs) 0.25 Project Description Catron Crossing-Existing Conditions Lanes -F I f r Y Ir`� Major Street:North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L I T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume,V(veh/h) 17 36 16 2 7 5 10 20 6 t 13 3 Percent Heavy Vehicles(%) 57 0 3 0 13 75 0 50 Proportion Time Blocked Percent Grade(%) -2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway(sec) 7.27 6.10 6.03 7.50 7.03 7.15 4.10 4.60 Base Follow-Up Headway(sec) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway(sec) 4,01 4.00 3,33 3.50 4.1,2 3.97 2.20 2.65 Delay, Queue Length, and Level of Service Flow Rate,v(veh/h) 109 22 16 2 Capacity,c(veh/h) 823 785 1601 1303 v/c Ratio 0.13 0.03 0.01 0.00 95%Queue Length,Q95(veh) 0.5 0.1 0:0 0.0 Control Delay(s/veh) 10.0 9.7 7.3 7.8 Level of Service,LOS B A A A Approach Delay(s/veh) 10.0 9.7 2.1 0.6 Approach LOS B A Copyright©2017 University of Florida.All Rights Reserved. HCS7' TWSC Version 7.2.1 Generated:8/2/2017 6:18:32 AM N-27th-Ave+Cata mou nt-St_Weekday-AM_2017-Ex.xtw Pedestrian Level of Service Flow(ped/hr) 2 0 Two-Stage Crossing No lestrian Platooning No _inflicting Vehicular Flow(veh/h) 79 Average Delay(s) 3.7 Level of Service,COS A Copyright©2017 University of Florida.All Rights Reserved. HCS711 TWSC Version 7.2.1 Generated:8/2/2017 6:18:32 AM N-27th-Ave+Catamou nt-St_Weekday-AM_2017-Ex.xtw • Stop-Control • • General Information Site In ormation - Analyst T.Eastwood Intersection N 27th Ave&Catamount St Agency/Co. Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2017 North/South Street North 27th Avenue Time Analyzed Weekday,PM Peak Peak Hour Factor 0.85 Intersection Orientation North-South Analysis Time Period(hrs) 0.25 Project Description Catron Crossing-Existing Conditions Lanes E � t i Major Street Noi th-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1 U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration I TR I.TR LTR LTR Volume,V(veh/h) 2 25 28 5 42 2 35 1 53 4 4 34 9 Percent Heavy Vehicles(%) 70 0 4 0 2 100 0 13 Proportion Time Blocked Percent Grade(%) -2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway(sec) 7.40 6.10 6.04 7.50 6.92 7.40 4.10 4.23 Base Follow-Up Headway(sec) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway(sec) 4.13 4.00 3.34 3.50 4.02 4.20 2.20 2.32 Delay, Queue Length,and Level of Service Flow Rate,v(veh/h) 64 57 41 5 Capacity,c(veh/h) 818 652 1566 1463 v/c Ratio 0.08 0.09 0.03 0.00 95%Queue Length,Qes(veh) 0.3 0.3 0.1 0.0 Control Delay(s/veh) 9.8 11.0 7.4 7.5 Level of Service,LOS A B A A Approach Delay(s/veh) 9.8 11.0 2.9 0.7 Approach LOS A B Copyright©2017 University of Florida.All Rights Reserved. HCS711 TWSC Version 7.2.1 Generated:8/2/2017 6:33:01 AM N-27th-Ave+Catamount-St_Weekday-PM_2017-Ex.xtw Pedestrian Level of Service Flow(ped/hr) 2 1 Two-Stage Crossing No No lestrian Platooning No No .inflicting Vehicular Flow(veh/h) 148 118 Average Delay(s) 7.9 6.0 Level of Service,LOS B B Copyright©2017 University of Florida.All Rights Reserved. HCSTI TWSC Version 7.2.1 Generated:8/2/2017 6:33:01 AM N-27th-Ave+Cata mount-St_Weekday-PM_2017-Ex.xtw • Stop-Control • • General Information Site Information Analyst T.Eastwood Intersection N 27th Ave&Catamounl.Sl Agency/Co. Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2017 North/South Street North 27th Avenue Time Analyzed Saturday,Midday Peak Peak Hour Factor 0.82 Intersection Orientation North-South Analysis Time Period(hrs) 0.25 Project Description Catron Crossing-Existing Conditions Lanes �l l s1i. U f 4 iF i� Major Street:North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume,V(veh/h) 1 15 25 6 15 2 13 61 8 1 15 2 Percent Heavy Vehicles(%) 0 3 0 0 0 0 2 0 Proportion Time Blocked Percent Grade(%) -2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway(sec) 6.70 6.13 6.00 7.50 6.90 6.40 4.12 4.10 Base Follow-Up Headway(sec) 3-5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway(sec) 3.50 4.03 3.30 3.50 4.00 3.30 2.22 2.20 Delay, Queue Length, and Level of Service Flow Rate,v(veh/h) 49 27 16 1 Capacity,c(veh/h) 917 756 1592 1523 v/c Ratio 0.05 0.04 0.01 0.00 95%Queue Length,Q9s(veh) 0.2 0.1 0.0 0.0 Control Delay(s/veh) 9.1 j 1 9.9 7.3 j 7.4 Level of Service,LOS I A I A A I A Approach Delay(s/veh) 9.1 9.9 1.2 0.4 Approach LOS A A Copyright©2017 University of Florida.All Rights Reserved. HCS7TWSC Version 7.2.1 Generated:8/2/2017 6:40:59 AM N-27th-Ave+Catamount-St_Saturday-M id_2017-Ex.xtw Pedestrian Level of Service Flow(ped/hr) 1 1 Two-Stage Crossing No No iestrian Platooning No No conflicting Vehicular Flow(veh/h) 118 95 Average Delay(s) 6.0 4.6 Level of Service,LOS B A Copyright©2017 University of Florida.All Rights Reserved. HCS7-TWSC Version 7.2.1 Generated:8/2/2017 6:40:59 AM N-27th-Ave+Catamou nt-St_Satu rd ay-M id_2017-Ex.xtw Morrison Maierle engineers • surveyors• planners• scientists APPENDIX D-3 ESTIMATED 2027 BACKGROUND TRAFFIC Catron Crossing Traffic Impact Study 08/02/17 2027 - Estimated Background Traffic . 17:21:21 Weekday, AM Peak Hour TEAPAC[Ver 9.01.01] - Capacity Analysis Summary (HCM 2016) Intersection Averages for Int # 1 - N 19th Ave & E Valley Center V/C 0.516 (Critical V/C 0.672) Control Delay 18.9 Level of Service B Sq 81 Phase 1 Phase 2 Phase 3 Phase 4 i � L +-8 North 1 i ----�♦ i Cmax= Gmax= 48.0" Gmax= 13.0" Gmax= 38.4" 120" Gavg= 54.5" Gavg= 13.0" Gavg= 31.9" Cavg= Y+Rc= 7.0" Y+Rc= 7.0" Y+Rc= 6.6" 120" Gmax= 9.0" Gmax= 53.0" Gmax= 38.4" Gavg= 3.4" Gavg= 65.1" Gavg= 31.9" Y+Rc= 6.0" Y+Rc= 7.0" Y+Rc= 6.6" 4.5" - 13.0" 1 9" 4" 1 65.1" 31.9" Lane I Width/ I g/C I I IVA dj I HCM I L I Queue I Group Lanes Max Avg SatFlo Capcty olume v/c DelayS Model 1 SB Approach 13.5 B+ R 12/1 1523 691 128 0.185 20.1 C+ 104 ft T 22/2 0.400 0.454 3554 1613 1039 0.644 12.0 B+ 182 ft L 13/1 0.075 0.028 1412 39 14 0.354 62.6 E+ 26 ft NB Approach 9.3 A R+ T 22/2 0.442 0.542 3137 1702 562 0.330 3.8 A 92 ft L 25/2 0.108 0.108 3278 355 86 0.242 45.3 D 52 ft WB Approach 45.0 D R+ T 12/1 0.320 0.266 1268 338 19 0.056 32.9 C 22 ft L 13/1 0.320 0.266 1043 96 18 0.187 57.8 E+ 27 ft EB Approach 39.7 D+ R 12/1 0.033 0.266 1550 581 256 0.441 28.6 C 217 ft T+ L 12/1 0.320 0.266 1263 396 301 0.760 49.2 D 338 ft Catron Crossing Traffic Impact Study 08/02/17 2027 - Estimated Background Traffic 17:31:40 Weekday, PM Peak Hour TEAPAC[Ver 9.01.01) - Capacity Analysis Summary (HCM 2016) Intersection Averages for Int # 1 - N 19th Ave & E Valley Center V/C 0.553 (Critical V/C 0.716) Control Delay 28.1 Level of Service C Sq 81 Phase 1 Phase 2 Phase 3 Phase 4 L 4R No rth 1 ----� 4 0 Cmax= Gmax= 54.0" Gmax= 32.0" Gmax= 43.4" 150" Gavg= 54.0" Gavg= 32.0" Gavg= 43.4" Cavg= Y+Rc= 7.0" Y+Rc= 7.0" Y+Rc= 6.6" 150" Gmax= 9.0" Gmax= 78.0" Gmax= 43.4" Gavg= 3.3" Gavg= 83.7" Gavg= 43.4" Y+Rc= 6.0" Y+Rc= 7.0" Y+Rc= 6.6" 54.0" ."1?,n,, 3 83.7" ' 43.4" Lane I Group I \Lanes I Max 9/C Avg I SatFlo I Capcty I Volume I v/c I Delay I S I Model 1 I SB Approach 29.0 C R 12/1 1543 556 263 0.473 39.9 D+ 298 ft T 22/2 0.360 0.360 3600 1296 668 0.515 23.9 C+ 225 ft L 13/1 0.060 0.022 1439 32 11 0.347 78.6 E 25 ft NB Approach 13.6 B+ R+ T 22/2 0.520 0.558 3239 1807 1034 0.572 5.2 A 181 ft L 25/2 0.213 0.213 3474 741 310 0.418 41.7 D 169 ft WB Approach 49.9 D R+ T 12/1 0.289 0.289 1372 397 16 0.040 38.4 D 22 ft L 13/1 0.289 0.289 1016 48 7 0.146 76.4 E 14 ft EB Approach 57.2 E+ R 12/1 0.027 0.289 1592 801 228 0.285 21.8 C+ 188 ft T+ L 12/1 0.289 0.289 1345 437 398 0.911 77.4 E 586 ft Catron Crossing Traffic Impact Study 08/02/17 2027 - Estimated Background Traffic 17:43:52 Saturday, Midday Peak Hour TEAPACjV*A9.01.011 - Capacity Analysis Summary (HCM 2016) Intersection Averages for Int # 1 - N 19th Ave & E Valley Center V/C 0.607 (Critical V/C 0.774) Control Delay 28.4 Level of Service C Sq 81 Phase 1 Phase 2 Phase 3 Phase 4 +-8 North ---- ' 4 -� Cmax= Gmax= 49.0" Gmax= 27.0" Gmax= 43.4" 140" Gavg= 51.0" Gavg= 27.0" Gavg= 41.4" Cavg= Y+Rc= 7.0" Y+Rc= 7.0" Y+Rc= 6.6" 140" Gmax= 13.0" Gmax= 63.0" Gmax= 43.4" Gavg= 6.0" Gavg= 73.0" Gavg= 41.4" Y+Rc= 6.0" Y+Rc= 7.0" Y+Rc= 6.6" 27.0" 41.4" 0" 73.0" 41.4" I Lane I Width/ I g/C I iCapctylVolumel Adj I HCM L QueueGroup Lanes Max Avg SatFlo v/c Delay S Model 1 SB Approach 29.3 C R 12/1 1618 589 291 0.494 37.5 D 297 ft T 22/2 0.350 0.364 3614 1316 957 0.727 26.2 C+ 332 ft L 13/1 0.093 0.043 1580 68 16 0.235 66.5 E+ 29 ft NB Approach 19.7 B R+ T 22/2 0.450 0.521 3254 1695 865 0.510 7.2 A 225 ft L 25/2 0.193 0.193 3519 679 427 0.629 45.1 D 224 ft WB Approach 44.0 D+ R+ T 12/1 0.310 0.296 1329 393 31 0.079 35.6 D 40 ft L 13/1 0.310 0.296 1076 81 11 0.136 67.6 E 18 ft EB Approach 41.8 D+ R 12/1 0.029 0.296 1592 779 349 0.448 23.8 C+ 278 ft T+ L 12/1 0.310 0.296 1291 433 354 0.817 59.5 E+ 450 ft • Stop-Control • • General Information - Site Information Analyst T.Eastwood Intersection E Valley Center+N 27th Agency/Co. Morrison-Maierle Jurisdiction MDT/City of Bozeman Date Performed 8/1/2017 East/West Street East Valley Center Road Analysis Year 2027 North/South Street North 27th Avenue Time Analyzed Weekday,AM Peak Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period(hrs) 0.25 Project Description Catron Crossing-Background Traffic Lanes 4- l~ L � L 1 � i r er Major Street:East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L I T R U L T R U L T R Priority 1 U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 1 1 0 1 0 1 0 0 0 C'nnfiguration TR I T I R Volume,V(veh/h) 300 52 6 76 15 1 3 Percent Heavy Vehicles(%) 24 20 33 Proportion Time Blocked Percent Grade(%) 1 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway(sec) 4.1 7.1 6.2 Critical Headway(sec) 4.34 6.40 6.43 Base Follow-Up Headway(sec) 2.2 3.5 3.3 Follow-Up Headway(sec) 2.42 3.68 3.60 Delay, Queue Length, and Level of Service Flow Rate,v(veh/h) 7 18 4 Capacity,c(veh/h) 1035 568 607 v/c Ratio 0.01 0.03 0.01 95%Queue Length,Q95(veh) 0.0 0.1 0.0 Control Delay(s/veh) 8.5 11.5 11.0 Level of Service,LOS A B B Approach Delay(s/veh) 0.6 11.4 Approach LOS B Copyright©2017 University of Florida.All Rights Reserved. HCS7" TWSC Version 7.2.1 Generated:8/1/2017 11:31:05 PM E-Val ley-Center-Rd+N-27th-Ave_Weekday-AM_2027-Bkg nd.xtw General Information Site Information 'alyst T.Eastwood Intersection E Valley Center+N 27th jency/Co. Morrison-Maierle Jurisdiction MDT/City of Bozeman Date Performed 8/1/2017 East/West Street East Valley Center Road Analysis Year 2027 North/South Street North 27th Avenue Time Analyzed Weekday,PM Peak Peak Hour Factor 0.89 Intersection Orientation East-West Analysis Time Period(hrs) 0.25 Project Description Catron Crossing-Background Traffic Lanes Jet 1 ;L4i. L +� L -4 F -► r 4 r- 51 +Yt tr Major Street:East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound 4ovement U L T R U L T R U L T R U L T R .ority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 1 1 0 1 0 1 0 0 0 Configuration TR L T L R Volume,V(veh/h) 1 1 253 1 77 8 289 132 10 Percent Heavy Vehicles(%) 29 3 6 Proportion Time Blocked Percent Grade(%) 1 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway(sec) Critical Headway(sec) Base Follow-Up Headway(sec) Follow-Up Headway(sec) Delay, Queue Length, and Level of Service Flow Rate,v(veh/h) 9 148 11 Capacity,c(veh/h) 1052 531 711 v/c Ratio 0.01 0.28 0.02 95%Queue Length,Q95(veh) 0.0 1.1 0.0 Control Delay(s/veh) 8.5 14.4 10.1 vel of Service,LOS A B B Approach Delay(s/veh) 0.2 14.1 Approach LOS B Copyright©2017 University of Florida.All Rights Reserved. HCS7T"TWSC Version 7.2.1 Generated:8/1/2017 11:59:00 PM E-Valley-Center-Rd+N-27th-Ave_Weekday-PM_2027-Bkgnd.xtw • Stop-Control Report General Information - Site In ormation Analyst T.Eastwood Intersection E Valley Center+N 27th Agency/Co. i Morrison-Maierle Jurisdiction MDT/City of Bozeman Date Performed 8/1/2017 East/West Street East Valley Center Road Analysis Year 2027 North/South Street North 27th Avenue Time Analyzed Saturday,Midday Peak Peak Hour Factor 0.96 Intersection Orientation East-West Analysis Time Period(hrs) 0.25 Project Description Catron Crossing-Background Traffic Lanes N r Fr 7* Major Street:East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1 U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 1 1 0 1 0 1 0 0 0 Configuration TR T L R Volume,V(veh/h) 329 25 1 3 206 134 10 Percent Heavy Vehicles(%) 3 0 0 0 Proportion Time Blocked Percent Grade(%) 1 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway(sec) 2.0 4.1 7.1 6.2 Critical Headway(sec) 2.03 4.10 6.20 6.10 Base Follow-Up Headway(sec) 2.0 2.2 3.5 3.3 Follow-Up Headway(sec) 2.03 2.20 3.50 3.30 Delay, Queue Length, and Level of Service Flow Rate,v(veh/h) 4 140 10 Capacity,c(veh/h) 1303 577 700 v/c Ratio 0.00 0.24 0.01 95%Queue Length,Qes(veh) 0.0 0.9 0.0 Control Delay(s/veh) 7.8 13.2 10.2 Level of Service,LOS A B B Approach Delay(s/veh) 0.1 13.0 Approach LOS B Copyright©2017 University of Florida.All Rights Reserved. HCS71"TWSC Version 7.2.1 Generated:8/2/2017 12:05:46 AM E-Valley-Center-Rd+N-27th-Ave_Satu rd ay-M id_2027-B kg n d.xtw Two-Way • • • • 'e • General Information Site Information alyst T.Eastwood Intersection Valley Center&X Street ,ency/Co. Morrison-Maierle Jurisdiction City of Bozeman/MDT Date Performed 8/1/2017 East/West Street X Street Analysis Year 2027 North/South Street East Valley Center Road Time Analyzed Weekday,AM Peak Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period(hrs) 0.25 Project Description Catron Crossing-Background Traffic Lanes 4 'l Jk 1,i L!1U -4 a_ �- } -t r r Major Street:North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound 14ovement U L T R U L I T R U L T R U L T R ority 10 11 12 7 8 9 1 U 1 2 3 4U 4 5 6 Number of Lanes 0 1 1 0 1 0 0 1 2 0 0 1 2 0 Configuration LT R LTR L T TR L T TR Volume,V(veh/h) 0 0 1 16 1 2 12 80 8 2 301 0 Percent Heavy Vehicles(%) 0 0 3 3 3 3 3 3 Proportion Time Blocked Percent Grade(%) -2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 Critical Headway(sec) 7.10 6.10 6.76 7.96 6.96 7.16 4.16 4.16 Base Follow-Up Headway(sec) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway(sec) 3.50 4.00 3.33 3.53 4.03 3.33 2.23 2.23 Delay, Queue Length, and Level of Service Flow Rate,v(veh/h) 0 1 23 15 2 Capacity,c(veh/h) 0 828 585 1172 1471 v/c Ratio 0.00 0.04 0.01 0.00 95%Queue Length,Q95(veh) 0.0 0.1 0.0 0.0 Control Delay(s/veh) 5.0 9.4 11.4 8.1 7.5 vel of Service,LOS A A B A A %pproach Delay(s/veh) 9.4 11.4 1.0 0.0 Approach LOS A B Copyright©2017 University of Florida.All Rights Reserved, HCS71"TWSC Version 7.2.1 Generated:8/2/2017 10:55:18 AM E-Valley-Center-Rd+X-St_W e e kd ay-A M_2017-B kg n d.xtw • Stop-Control • • General Information Site Information Analyst T.Eastwood Intersection Valley Center&X Street Agency/Co. Morrison-Maierle Jurisdiction City of Bozeman/MDT Date Performed 8/1/2017 East/West Street X Street Analysis Year 2027 North/South Street East Valley Center Road Time Analyzed Weekday,PM Peak Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period(hrs) 0.25 Project Description Catron Crossing-Background Traffic La I r '1 Y to;r Major Street:North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1 U 1 2 3 4U 4 5 6 Number of Lanes 0 1 1 0 1 0 0 1 2 0 0 1 2 0 Configuration IT R I_TR I T TR T TR Volume,V(veh/h) 0 1 10 8 0 2 2 295 19 6 257 0 Percent Heavy Vehicles(%) 0 3 3 3 0 3 3 3 Proportion Time Blocked Percent Grade(%) -2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 Critical Headway(sec) 7.10 6.16 6.76 7.96 6.90 7.16 4.16 4.16 Base Follow-Up Headway(sec) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway(sec) 3.50 4.03 3.33 3.53 4.00 3.33 2.23 2.23 Delay, Queue Length, and Level of Service Flow Rate,v(veh/h) 1 12 12 2 8 Capacity,c(veh/h) 370 861 411 1229 1155 v/c Ratio 0.00 0.01 0.03 0.00 0.01 95%Queue Length,Qvs(veh) 0.0 0.0 0.1 0.0 0.0 Control Delay(s/veh) 14-8 9.2 14.0 7.9 8.1 Level of Service,LOS B A B A A Approach Delay(s/veh) 9.7 14.0 0.0 0.2 Approach LOS A B Copyright©2017 University of Florida.All Rights Reserved. HCS71"TWSC Version 7.2.1 Generated:8/2/2017 11:01:59 AM E-Val ley-Center-Rd+X-St_Weekday-PM_2017-B kgnd.xtw • Stop-Control Report- General Information Site Information glyst T.Eastwood Intersection Valley Center&X Street ,ency/Co. Morrison-Maierle Jurisdiction City of Bozeman/MDT Date Performed 8/1/2017 East/West Street X Street Analysis Year 2027 North/South Street East Valley Center Road Time Analyzed Saturday,Midday Peak Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period(hrs) 0.25 Project Description Catron Crossing-Background Traffic Lanes J 4 1 J.4- L U F 14 ?- ii� � I• ntiIttY. Major Street:North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound "lovement U L T R U L T R U L I T R U L T R irity 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 1 0 1 0 0 1 2 0 0 1 2 0 Configuration LT R LTR L T TR L T TR Volume,V(veh/h) 0 0 0 11 0 2 1 207 11 2 337 0 Percent Heavy Vehicles 1%) 0 0 0 3 0 3 3 3 Proportion Time Blocked Percent Grade(%) -2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 Critical Headway(sec) 7.10 6.10 6.70 7.26 6.90 7.16 4.16 4.16 Base Follow-Up Headway(sec) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway(sec) 3.50 4.00 3.30 3.53 4.00 3.33 2.23 2.23 Delay, Queue Length,and Level of Service Flow Rate,v(veh/h) 0 0 16 1 2 Capacity,c(veh/h) 0 811 512 1128 1280 v/c Ratio 0.00 0.03 0.00 0.00 95%Queue Length,Q9s(veh) 0.0 0.1 0.0 0.0 Control Delay(s/veh) 5.0 9.4 12.3 8.2 7.8 iel of Service,LOS A A B A A ,,pproach Delay(s/veh) 12.3 0.0 0.0 Approach LOS B Copyright©2017 University of Florida.All Rights Reserved. HCS71"TWSC Version 7.2.1 Generated:8/2/2017 12:22:06 PM E-Valley-Center-Rd+X-St_Saturday-Mid_2027-Bkgnd.xtw • Stop-Control Report General Information Site Information - Analyst T.Eastwood Intersection Valley Center&Catamount Agency/Co. Morrison-Maierle Jurisdiction City of Bozeman/MDT Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2027 North/South Street East Valley Center Road Time Analyzed Weekday,AM Peak Peak Hour Factor 0.81 Intersection Orientation North-South Analysis Time Period(hrs) 0.25 Project Description Catron Crossing-Background Traffic Lanes Y `tf� Major Street:North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 1 2 0 0 1 2 0 Configuration ITR ITR I I T TR I T TR Volume,V(veh/h) 5 1 86 9 3 1 8 72 94 4 2 313 3 Percent Heavy Vehicles(%) 30 0 5 6 0 0 0 2 0 Proportion Time Blocked Percent Grade(%) -2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 7.5 6.5 6.9 7.5 6.5 6.9 6.4 4.1 4.1 Critical Headway(sec) 7.70 6.10 6.80 8.02 6.90 7.10 6.40 4.14 4.10 Base Follow-Up Headway(sec) 3.5 4.0 3.3 3.5 4.0 3.3 2,5 2.2 2.2 Follow-Up Headway(sec) 3.80 4.00 3.35 3.56 4.00 3.30 2.50 2.22 2.20 Delay, Queue Length,and Level of Service Flow Rate,v(veh/h) 113 16 99 2 Capacity,c(veh/h) 734 335 1092 1474 v/c Ratio 0.15 0.05 0.09 0.00 95%Queue Length,Q95(veh) 0.5 0.1 0.3 0.0 Control Delay(s/veh) 10.8 16.3 8.6 7.4 Level of Service,LOS B C A A Approach Delay(s/veh) 10.8 16.3 3.9 0.0 Approach LOS B C Copyright©2017 University of Florida.All Rights Reserved. HCS7'"TWSC Version 7.2.1 Generated:8/2/2017 10:08:18 AM E-Val ley-Center-Rd+Catamount-St_Weekd ay-AM_2027-B kg nd.xtw Pedestrian Level of Servl! Flow(ped/hr) 0 1 Two-Stage Crossing Yes iestrian Platooning No _onflicting Vehicular Flow(veh/h) 508 Average Delay(s) 49.6 Level of Service,LOS F Copyright©2017 University of Florida.All Rights Reserved. HCS7TI TWSC Version 7.2.1 Generated:8/2/2017 10:08:18 AM E-Valley-Center-Rd+Catamount-St_Weekday-AM_2027-Bkg nd.xtw HR� Two-Way Stop-Control Report' General Information Site Ilnformation Analyst T.Eastwood Intersection Valley Center&Catamount Agency/Co. Morrison-Maierle Jurisdiction City of Bozeman/MDT Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2027 North/South Street East Valley Center Road Time Analyzed Weekday,PM Peak Peak Hour Factor 0.92 Intersection Orientation North-South Analy.$1511me Periodr(hrs) 0.25 Project Description Catron Crossing-Background Traffic Lanes r Major Street:North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1 U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 1 2 0 0 1 2 0 Configuration LTR LTR L T TR L T TR Volume,V(veh/h) 9 5 169 26 3 4 4 177 303 46 18 252 5 Percent Heavy Vehicles(%) 0 0 2 0 20 0 0 3 5 Proportion Time Blocked Percent Grade(%) -2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 7.5 6.5 6.9 7.5 6.5 6.9 6.4 4.1 4.1 Critical Headway(sec) 7.10 6.10 6.74 7.90 7.30 7.10 6.40 4.16 4.20 Base Follow-Up Headway(sec) 3.5 4.0 3.3 3.5 4.0 3.3 2.5 2.2 2.2 Follow-Up Headway(sec) 3.50 4.00 3.32 3.50 4.20 3.30 2.50 2.23 2.25 Delay, Queue Length, and Level of Service Flow Rate,v(veh/h) 199 35 196 20 Capacity,c(veh/h) 720 152 1252 1151 v/c Ratio 0.28 0.23 0.16 0.02 95%Queue Length,Q9s(veh) 1.1 0.8 0.6 0.1 Control Delay(s/veh) 11.9 35.6 8.4 8.2 Level of Service,LOS B E A A Approach Delay(s/veh) 11.9 35.6 2.9 0.5 Approach LOS B E Copyright©2017 University of Florida.All Rights Reserved. HCS711 TWSC Version 7.2.1 Generated:8/2/2017 10:13:44 AM E-Valley-Center-Rd+Catamount-St_Weekday-PM_2027-Bkg nd.xtw Pedestrian Level of Service Flow(ped/hr) U 2 Two-Stage Crossing Ves iestrian Platooning No -onflicting Vehicular Flow(veh/h) 628 Average Delay(s) 47.4 Level of Service,LOS f Copyright©2017 University of Florida.All Rights Reserved. HCS7-TWSC Version 7.2.1 Generated:8/2/201710:13.44 AM E-Val ley-Center-Rd+Catamount-St_Weekday-PM_2027-Bkg nd.xtw •-Way Stop-Control Re•• Gener�i�ireformati� Site Informafioin Analyst T.Eastwood Intersection Valley Center&Catamount Agency/Co. Morrison-Maierle Jurisdiction City of Bozeman/MDT Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2027 North/South Street East Valley Center Road Time Analyzed Saturday,Midday Peak Peak Hour Factor 0.95 Intersection Orientation North-South Analysis Time Period(hrs) 025 Project Description Catron Crossing-Background Traffic Lanes 1 L f Yr't �v r Major Street:North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1 U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 1 2 0 0 1 2 0 Configuration LTR LTR L T TR L T TR Volume,V(veh/h) 13 1 149 22 1 3 15 162 203 18 5 335 8 Percent Heavy Vehicles(%) 0 0 0 1 0 0 0 0 0 Proportion Time Blocked Percent Grade(%) -2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 7.5 6.5 6.9 7.5 6.5 6.9 6.4 4.1 4.1 Critical Headway(sec) 7.10 6.10 6.70 7.92 6.90 7.10 6.40 4.10 4.10 Base Follow-Up Headway(sec) 3.5 4.0 3.3 3.5 4.0 3.3 2.5 2.2 2.2 Follow-Up Headway(sec) 3.SO 4.00 3.30 3.51 4.00 3.30 2.50 2.20 2.20 Delay, Queue Length, and=l of S Flow Rate,v(veh/h) 172 ?.7 187 5 Capacity,c(veh/h) 693 201 1134 1342 v/c Ratio 0.25 0.13 0.16 0.00 95%Queue Length,Qes(veh) 1.0 015 0.6 0.0 Control Delay(s/veh) 11.9 25.6 8.8 7.7 Level of Service,LOS B D A A Approach Delay(s/veh) 11.9 25.6 3.9 0.1 Approach LOS B D Copyright©2017 University of Florida.All Rights Reserved. HCS711 TWSC Version 7.2.1 Generated:8/2/2017 10:18:48 AM E-Valley-Center-Rd+Catamount-St_Saturday-Mid_2027-Bkg nd.xtw Pedestrian Level of Service Flow(ped/hr) o Two-Stage Crossing Yes lestrian Platooning No .inflicting Vehicular Flow(veh/h) 580 Average Delay(s) 54.5 Level of Service,LOS F Copyright©2017 University of Florida.All Rights Reserved. HCS71 TWSC Version 7.2.1 Generated:8/2/201710:18:48 AM E-Val ley-Center-Rd+Catamount-St_Saturday-Mid_2027-Bkgnd.xtw •-Way Stop-Control Re•• General Inflonnatim Site information Analyst T.Eastwood Intersection Catamount St+A Ave Agency/Co. Morrison•Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2027 North/South Street A Avenue(Private Drive) Time Analyzed Weekday,AM Peak Peak Hour Factor 0.86 Intersection Orientation East-West Analysis Time Period(firs) 0.25 Project Description Catron Crossing-Background Traffic Lanes Major Street:East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L I T R U L T R U L T R Priority 1 U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 0 1 0 0 1 0 Configuration LTR LTR LTR LTR Volume,V(vel,/h) 0 47 8 35 37 6 18 0 36 9 0 2 Percent Heavy Vehicles(%) 0 5 5 0 5 5 0 0 Proportion Time Blocked Percent Grade(%) 0 2 Right burn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 Critical Headway(sec) 4.10 4.15 7.15 6.50 6.25 7.55 6.90 6.40 Base Follow-Up Headway(sec) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 follow-Up Headway(sec) 2,20 2.24 3.54 4.00 3,34 3.54 4.00 3.30 Delay,Queue Length,an I E1 WE 77 Flow Rate,v(veh/h) 0 41 63 12 Capacity,c(veh/h) 1564 1517 890 714 v/c Ratio 0.00 0.03 0.07 0.02 95%Queue Length,Qqs(veh) 0.0 0.1 0.2 0.1 Control Delay(s/veh) 7.3 7.4 9.4 10.1 Level of Service,LOS A A A B Approach Delay(s/veh) 0.0 3.5 9.4 10.1 Approach LOS A B Copyright©2017 University of Florida.All Rights Reserved. HCS7-TWSC Version 7.2.1 Generated:8/2/2017 8:41:45 AM Catamount-St+A-Ave_Weekd ay-AM_2027-Bkg nd.xtw Pedestrian Level of Service Flow(ped/hr) 2 2 Two-Stage Crossing No No lestrian Platooning No No -,)nflicting Vehicular Flow(veh/h) 107 146 Average Delay(s) 1 5.3 7.8 Level of Service,LOS B B Copyright©2017 University of Florida.All Rights Reserved. HCS7-TWSC Version 7.2.1 Generated:8/2/2017 8:41:45 AM Catamount-St+A-Ave_Weekday-AM_2027-Bkg nd.xtw Two-Way • • ontrol Report Genera4 kYkwnmfiw Site Irffornudim Analyst T.Eastwood Intersection Catamount St+A Ave Agency/Co. Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2027 North/South streat A Avenue(Private Drive) Time Analyzed Weekday,PM Peak Peak Hour Factor 0.80 Intersection Orientation East-West Analysis Time Period(firs) 0.25 Project Description Catron Crossing-Background Traffic Lanes � d 1A4-4, L Lb M � Major Street:East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L I T R U L T R U L T R Priority 1 U 1 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 j 0 1 0 0 0 1 0 0 1 0 0 1 0 Configuration LTR LTR LTR LTR Volume,V(veh/h) 0 56 25 116 56 15 57 0 121 6 0 0 Percent Heavy Vehicles(%) 0 3 3 0 3 0 0 0 Proportion Time Blocked Percent Grade(%) 0 2 Right Iurn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) Critical Headway(sec) Base Follow-Up Headway(sec) Follow-Up Headway(sec) Delay, Queue Length, and Level Flow Rate,v(veh/h) 0 145 222 8 Capacity,c(veh/h) 1514 1478 719 335 v/c Ratio 0.00 0.10 0.31 0.02 95%Queue Length,Qgs(veh) 0.0 0.3 1.3 0.1 Control Delay(s/veh) 7.4 7.7 12.2 16.0 Level of Service,LOS A A B C Approach Delay(s/veh) 0.0 5.1 12.2 16.0 Approach LOS B C Copyright©2017 University of Florida.All Rights Reserved. HCS71'TWSC Version 7.2.1 Generated:8/2/2017 8:50:17 AM Catamount-St+A-Ave_Weekday-PM_2027-Bkg nd.xtw General Information Site Information •1alyst T.Eastwood Intersection Catamount St+A Ave �ency/Co Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 202-1 North/South Street A Avenue(Private Drive) Time Analyzed Saturday,Midday Peak Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period(hrs) 0.25 Project Description Catron Crossing-Background Traffic Lanes tit tt t r Major Street:East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R ority 1 U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 0 1 0 0 1 0 Configuration LTR LTR LTR LTR Volume,V(veh/h) 1 24 18 142 24 5 42 0 130 9 0 1 Percent Heavy Vehicles(%) 0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade(%) 0 2 Right Turn Channelized No NI No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 Critical Headway(sec) 4.10 4.10 7.10 650 6.20 7.50 6,90 6.40 Base Follow-Up Headway(sec) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway(sec) 2.20 2.20 350 4.00 3.30 3.50 4.00 3.30 Delay, Queue Length, and Level of Service Flow Rate,v(veh/h) 1 167 202 12 Capacity,c(veh/h) 1585 1565 824 385 v/c Ratio 0.00 0.11 0.25 0.03 95%Queue Length,Q9s(veh) 0.0 0.4 1.0 0.1 Control Delay(s/veh) 7.3 7.6 10.8 14.6 vel of Service,LOS A A B B .pproach Delay(s/veh) 0.2 6.4 10.8 14.6 Approach LOS B B Copyright©2017 University of Florida.All Rights Reserved. HCS7"TWSC Version 7.2.1 Generated:8/2/2017 8:53:28 AM Catamount-St+A-Ave_Satu rday-M id_2027-B kg nd.xtw Pedestrian Level of Service Flow(ped/hr) 2 2 Two-Stage Crossing No No Pedestrian Platooning No No Conflicting Vehicular Flow(veh/h) 78 229 Average Delay(s) 31 11.9 Level of Service,LOS A C Copyright©2017 University of Florida.All Rights Reserved. HCSTI TWSC Version 7.2.1 Generated:8/2/2017 8:53:28 AM Catamount-St+A-Ave_Satu rday-Mid_2027-Bkg nd.xtw General Information site Information 'alyst T.Eastwood Intersection N 27th Ave&Catamount St �ency/Co Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2027 North/South Street North 27th Avenue Time Analyzed Weekday,AM Peak Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period(hrs) 0.25 Project Description Catron Crossing-Background Traffic Lanes Jill �r.e } � r 1 '1''1'4' Y t Pv r Major Street:North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L I T R U L T R U L T R alit, 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume,V(veh/h) 44 43 22 5 21 32 13 80 6 4 19 5 Percent Heavy Vehicles(%) 22 0 2 0 4 12 0 13 Proportion Time Blocked Percent Grade(%) -2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway(sec) 6.92 6.10 6.02 7.50 6.94 6.52 4.10 4.23 Base Follow-Up Headway(sec) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway(sec) 3.70 4.00 3.32 3,50 4.04 3,41 2,20 2.32 Delay, Queue Length, and Level i Flow Rate,v(veh/h) 137 72 16 !!5 Capacity,c(veh/h) 739 790 1590 1410 v/c Ratio 0.19 0.09 0.01 0.00 95%Queue Length,Q9s(veh) 0.7 0.3 0.0 0.0 Control Delay(s/veh) 11.0 10.0 7.3 7.6 vel of Service,LOS B B A A , pproach Delay(s/veh) 11.0 10.0 1.0 1.1 Approach LOS B B Copyright©2017 University of Florida.All Rights Reserved. HCS711 TWSC Version 7.2.1 Generated:8/2/2017 6:46:41 AM N-27t h-Ave+Catamount-St_W eekd ay-AM_2027-B kg nd.xtw Pedestrian Level of Service Flow(ped/hr) 2 2 Two-Stage Crossing No No Pedestrian Platooning No No Conflicting Vehicular Flow(veh/h) 148 135 Average Delay(s) 7.9 7.0 Level of Service,LOS B B Copyright©2017 University of Florida.All Rights Reserved. HC571 TWSC Version 7.2.1 Generated:8/2/2017 6:46:41 AM N-27th-Ave+Catamount-St_Weekday-AM_2027-Bkg nd.xtw %?_7S7 Two-Way Stop-Control Repor General Information Site Information nalyst T.Eastwood Intersection N 27th Ave&Catamount St ,ency/co. Morrison•Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2027 North/South Street North 27th Avenue Time Analyzed Weekday,PM Peak Peak Hour Factor 0.85 Intersection Orientation North-South Analysis Timc Period(hrs) 0.25 Project Description Catron Crossing-Background Traffic Lanes 1 � -� 46 f. 4- i�► r r Major Street:North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L I T R U L T R U L T R )rill' 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume,V(veh/h) 6 47 38 14 87 9 47 137 4 30 85 32 Percent Heavy Vehicles(%) 23 0 3 0 1 22 0 2 Proportion Time Blocked Percent Grade(%) -2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 7.1 6.5 6.2 7.1 1 6.5 6.2 4.1 4.1 Critical Headway(sec) 6.93 6.10 6.03 7.50 6.91 6.62 4.10 4.12 Base Follow-Up Headway(sec) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway(sec) 3.71 4.00 333 3.50 4.01 3.50 2.20 0(,21.Delay, Queue Length, and LevuFlow Rate,v(veh/h) 107 129 55 5 Capacity,c(veh/h) 588 434 1453 1406 v/c Ratio 0.18 0.30 0.04 0.02 95%Queue Length,Q9s{veh) 0.7 1.2 0.1 0.1 Control Delay(s/veh) 12.5 16.8 7.6 7.6 el of Service,LOS B C A A pproach Delay(s/veh) 12.5 16.8 2.1 1.7 Approach LOS B C Copyright©2017 University of Florida.All Rights Reserved. HCS711 TWSC Version 7.2.1 Generated:8/2/2017 6:52:33 AM N-27th-Ave+Catamou nt-St_Weekday-P M_2027-B kg nd.xtw Pedestrian Level of Service Flow(ped/hr) z Two-Stage Crossing No No Pedestrian Platooning No No Conflicting Vehicular Flow(veh/h) 321 334 Average Delay(s) 15.0 15.6 Level of Service,LOS C C Copyright©2017 University of Florida.All Rights Reserved. HCS7-TWSC Version 7.2.1 Generated:8/2/2017 6:52:33 AM N-27th-Ave+Catamou nt-St_Weekday-PM_2027-Bkgnd.xtw General Information Site Information L nalyst T.Eastwood Intersection IN 27th Ave&Catamount St ,ency/Co. Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2027 North/South Street North 27th Avenue Time Analyzed Saturday,Midday Peak Peak Hour Factor 0.82 Intersection Orientation North-South Analysis Time Period(hrs) 0.2S Project Description Catron Crossing-Background Traffic Lanes Major Street:North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R ority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume,V(veh/h) 4 27 34 10 51 6 17 156 8 8 18 3 Percent Heavy Vehicles(%) 0 2 0 0 0 0 2 0 Proportion Time Blocked Percent Grade(%) -2 2 Right Turn Channelized No NO No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway(sec) 6.70 6.12 6.00 7.50 6.90 6.40 4.12 4.10 Base Follow-Up Headway(sec) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway(sec) 3.50 4.02 330 3.50 4.00 3.30 2.22 2.20 Delay, Queue Length, and I of Service Flow Rate,v(veh/h) 79 81 21 10 Capacity,c(veh/h) 787 600 1581 1380 v/c Ratio 0.10 0.14 0.01 0.01 95%Queue Length,Qes(veh) 0.3 0.5 0.0 0.0 Control Delay(s/veh) 10.1 11.9 7.3 7.6 vel of Service,LOS B B A A pproach Delay(s/veh) 10.1 11.9 0.8 2.2 Approach LOS B B Copyright©2017 University of Florida.All Rights Reserved. HCS7`M TWSC Version 7.2.1 Generated:8/2/2017 6:57:06 AM N-27th-Ave+Catamou nt-St_Saturd ay-M id_2027-B kg nd.xtw Pedestrian Level of Service Flow(ped/hr) 2 2 Two-Stage Crossing No No Pedestrian Platooning No No Conflicting Vehicular Flow(veh/h) 243 226 Average Delay(s) 12.3 11.9 Level of Service,LOS C C Copyright©2017 University of Florida.All Rights Reserved. HCS7-TWSC Version 7.2.1 Generated:8/2/2017 6:57:06 AM N-27th-Ave+Catamou nt-St_Saturday-M id_2027-Bkgnd.xtw Morrison Maierle engineers • surveyors • planners• scientists APPENDIX D-4 ESTIMATED 2027 TOTAL TRAFFIC Catron Crossing Traffic Impact Study 08/02/17 2027 - Estimated Total Traffic 17:50:20 Weekday, AM Peak Hour TEAPAC[Ver 9.01.01] - Capacity Analysis Summary(HCM 2016) Intersection Averages for Int # 1 - N 19th Ave & E Valley Center V/C 0.540 (Critical V/C 0.715) Control Delay 21.3 Level of Service C+ Sq 81 Phase 1 Phase 2 Phase 3 Phase 4 J f--8 North 4 �--- I � Cmax= Gmax= 48.0" Gmax= 13.0" Gmax= 38.4" 120" Gavg= 51.7" Gavg= 13.0" Gavg= 34.7" Cavg= Y+Rc= 7.0" Y+Rc= 7.0" Y+Rc= 6.6" 120" Gmax= 9.0" Gmax= 53.0" Gmax= 38.4" Gavg= 3.4" Gavg= 62.4" Gavg= 34.7" Y+Rc= 6.0" Y+Rc= 7.0" Y+Rc= 6.6" 51.7" 13.0" : _ 34.7" 0.4" ( 62.4" 34.7" Lane Group I `Lanes I Max g/C Avg I SatFlo I Capcty I Volume I V/C I Delay I S I Model 1 I $B Approach 16.5 B R 12/1 1523 657 184 0.280 23.2 C+ 154 ft T 22/2 0.400 0.431 3554 1532 1039 0.678 14.8 B+ 209 ft L 13/1 0.075 0.028 1412 39 14 0.354 62.6 E+ 26 ft NB Approach 12.7 B+ R+ T 22/2 0.442 0.520 3137 1630 562 0.345 5.3 A 123 ft L 25/2 0.108 0.108 3278 355 124 0.349 46.1 D 75 ft WB Approach 44.0 D+ R+ T 12/1 0.320 0.289 1268 366 19 0.052 30.9 C 21 ft L 13/1 0.320 0.289 1020 95 18 0.190 57.9 E+ 27 ft EB Approach 39.3 D+ R 12/1 0.033 0.289 1550 616 280 0.455 27.1 C+ 229 ft T+ L 12/1 0.320 0.289 1269 426 333 0.781 49.5 D 373 ft Catron Crossing Traffic Impact Study 08/02/17 2027 - Estimated Total Traffic 18:10:38 Weekday, PM Peak Hour TEAPAC[Ver 9.01.01) - Capacity Analysis Summary (HCM 2016) Intersection Averages for Int # 1 - N 19th Ave & E Valley Center V/C 0.575 (Critical V/C 0.750) Control Delay 32.1 Level of Service C Sq 81 Phase 1 Phase 2 Phase 3 Phase 4 1 I L �8 North 1 1 4 0 __ Cmax= Gmax= 54.0" Gmax= 32.0" Gmax= 43.4" 150" Gavg= 54.0" Gavg= 32.0" Gavg= 43.4" Cavg= Y+Rc= 7.0" Y+Rc= 7.0" Y+Rc= 6.6" 150" Gmax= 9.0" Gmax= 78.0" Gmax= 43.4" Gavg= 3.3" Gavg= 83.7" Gavg= 43.4" Y+Rc= 6.0" Y+Rc= 7.0" Y+Rc= 6.6" 54.0" 32.0" 43.4" 3.3 `83.7" 43.4" ILane Group I `Lanes/ I Max g/C Avg I SatFlo I Capcty I Volume I V/C I Delay I S I Model 1 I SB Approach 29.4 C R 12/1 1543 556 279 0.502 40.7 D 317 ft T 22/2 0.360 0.360 3600 1296 668 0.515 23.9 C+ 225 ft L 13/1 0.060 0.022 1439 32 11 0.347 78.6 E 25 ft NB Approach 14.0 B+ R+ T 22/2 0.520 0.558 3239 1807 1034 0.572 5.2 A 181 ft L 25/2 0.213 0.213 3474 741 327 0.441 41.9 D 177 ft WB Approach 49.9 D R+ T 12/1 0.289 0.289 1372 397 16 0.040 38.4 D 22 ft L 13/1 0.289 0.289 995 48 7 0.146 76.4 E 14 ft EB Approach 71.2 E R 12/1 0.027 0.289 1592 801 250 0.312 22.2 C+ 206 ft T+ L 12/1 0.289 0.289 1345 437 437 1.000 99.3 F 710 ft Catron Crossing Traffic Impact Study 08/02/17 2027 - Estimated Total Traffic 18:18:03 Saturday, Midday Peak Hour TEAPAC[Ver 9.01.01] - Capacity Analysis Summary (HCM 2016) Intersection Averages for Int # 1 - N 19th Ave & E Valley Center V/C 0.634 (Critical V/C 0.805) Control Delay 30.4 Level of Service C Sq 81 Phase 1 Phase 2 Phase 3 Phase 4 i � L +-8 North 4 � --- Cmax= Gmax= 49.0" Gmax= 27.0" Gmax= 43.4" 140" Gavg= 49.0" Gavg= 27.0" Gavg= 43.4" Cavg= Y+Rc= 7.0" Y+Rc= 7.0" Y+Rc= 6.6" 140" Gmax= 13.0" Gmax= 63.0" Gmax= 43.4" Gavg= 6.0" Gavg= 71.0" Gavg= 43.4" Y+Rc= 6.0" Y+Rc= 7.0" Y+Rc= 6.6" '27.0" 43.4" 0" 71.0" 43.4" Lane Group I `Lanes I Max idthg/C Avg I SatFlo iCapctylVolumel v/c I Delay I S I Model 1 I SB Approach 32.2 C R 12/1 1618 567 313 0.552 40.5 D+ 329 ft T 22/2 0.350 0.350 3614 1266 957 0.756 28.9 C 358 ft L 13/1 0.093 0.043 1580 68 16 0.235 66.5 E+ 29 ft NB Approach 21.7 C+ R+ T 22/2 0.450 0.507 3254 1650 865 0.524 8.5 A 257 ft L 25/2 0.193 0.193 3519 679 460 0.678 46.4 D 244 ft WB Approach 43.1 D+ R+ T 12/1 0.310 0.310 1329 412 31 0.075 34.2 C 39 ft L 13/1 0.310 0.310 1053 77 11 0.142 68.1 E 18 ft EB Approach 41.8 D+ R 12/1 0.029 0.310 1592 801 373 0.466 23.0 C+ 291 ft T+ L 12/1 0.310 0.310 1296 453 377 0.833 60.4 E+ 481 ft • Stop-Control • • General Information Site Information - Analyst T.Eastwood Intersection E Valley Center+N 27th Agency/Co. Morrison-Maierle Jurisdiction MDT/City of Bozeman Date Performed 8/1/2017 East/West Street East Valley Center Road Analysis Year 2027 North/South Street North 27th Avenue Time Analyzed Weekday,AM Peak Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period(hrs) 0.25 Project Description Catron Crossing-Total Traffic Lanes r �— "f r t Majoi Street:East-West -4 Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 1 3 4U 4 5 6 7 8 9 1 10 11 12 Number of Lanes 0 0 1 0 0 1 1 0 1 0 1 0 0 0 Configuration TR L T L R Volume,V(veh/h) 326 79 6 93 30 3 Percent Heavy Vehicles(%) 24 10 33 Proportion Time Blocked Percent Grade(%) 1 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway(sec) 4.1 7.1 6.2 Critical Headway(sec) 4.34 6.30 6.43 Base Follow-Up Headway(sec) 2.2 3.5 3.3 Follow-Up Headway(sec) 2.42 3.59 3.60 Delay, Queue Length, and Level of Service Flow Rate,v(veh/h) 7 35 4 Capacity,c(veh/h) 979 554 571 v/c Ratio 0.01 0.06 0.01 95%Queue Length,Q95(veh) 0.0 0.2 0.0 Control Delay(s/veh) 8.7 11.9 11.4 Level of Service,LOS A B B Approach Delay(s/veh) 0.5 11.9 Approach LOS B Copyright©2017 University of Florida.All Rights Reserved. HCS711 TWSC Version 7.2.1 Generated:8/2/2017 12:12:59 AM E-Va I I ey-Center-Rd+N-27t h-Ave_W ee kd ay-A M_2027-Tot a I.xtw Two-Way Reporf— IInformationsoft, I Site Information nalyst T.Eastwood Intersection E Valley Center+N 27th ,ency/Co. Morrison-Maierle Jurisdiction MDT/City of Bozeman Date Performed 8/1/2017 East/West Street East Valley Center Road Analysis Year 2027 North/South Street North 27th Avenue Time Analyzed Weekday,PM Peak Peak Hour Factor 0.89 Intersection Orientation East-West Analysis Time Period(hrs) 0.25 Project Description Catron Crossing-Total Traffic Lanes 5 � .4 r 4 -� r -r rr -y rw Major Street:East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R xity 1 U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 1 1 0 1 0 1 0 0 0 Configuration TR L T L R Volume,V(veh/h) 267 83 8 303 150 10 Percent Heavy Vehicles(%) 29 3 6 Proportion Time Blocked Percent Grade(%) 1 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway(sec) 4.1 7.1 6.2 Critical Headway(sec) 4.39 6.23 6.16 Base Follow-Up Headway(sec) 2.2 3.5 3.3 Follow-Up Headway(sec) 2.46 3.53 3.35 Delay, Queue Length,and Level of Service Flow Rate,v(veh/h) 9 169 11 Capacity,c(veh/h) 1032 516 693 v/c Ratio 0.01 0.33 0.02 95%Queue Length,Qes(veh) 0.0 1.4 0.0 Control Delay(s/veh) 8.5 15.3 103 tel of Service,LOS A I C I I B .pproach Delay(s/veh) 0.2 15.0 Approach LOS C Copyright©2017 University of Florida.All Rights Reserved. HCS71"TWSC Version 7.2.1 Generated:8/2/2017 12:21:21 AM E-Valley-Center-Rd+N-27th-Ave_Weekday-PM_2027-Total.xtw • • •-Cortrol 2, General Information - Site Information Analyst T.Eastwood Intersection E Valley Center+N 27th Agency/Co. Morrison-Maierle Jurisdiction MDT/City of Bozeman Date Performed 8/1/2017 East/West Street East Valley Center Road Analysis Year 2027 North/South Street North 27th Avenue Time Analyzed Saturday,Midday Peak Peak Hour Factor 0.96 Intersection Orientation East-West Analysis Time Period(hrs) 0.25 Project Description Catron Crossing-Total Traffic Lanes :ate: "kL 4 r � t 7 +7 7 r r Major Street:East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 1 1 0 1 0 1 0 0 0 Configuration TR L T R Volume,V(veh/h) 349 36 1 3 222 145 10 Percent Heavy Vehicles(%) 3 0 0 0 Proportion Time Blocked Percent Grade(%) 1 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway(sec) 2.0 4.1 7.1 6.2 Critical Headway(sec) 2.03 4.10 6.20 610 Base Follow-Up Headway(sec) 2.0 2.2 3.5 3.3 Follow-Up Headway(sec) 2.03 2.20 3.50 3.30 Delay, Queue Length, and Level of Service Flow Rate,v(veh/h) 4 151 10 Capacity,c(veh/h) 1273 558 676 v/c Ratio 0.00 0.27 0.01 95%Queue Length,Q95(veh) 0.0 1.1 0.0 Control Delay(s/veh) 7.8 13.8 10.4 Level of Service,LOS A B B Approach Delay(s/veh) 0.1 13.6 Approach LOS B Copyright©2017 University of Florida.All Rights Reserved. HCS71"TWSC Version 7.2.1 Generated:8/2/2017 12:28:05 AM E-Val ley-Center-Rd+N-27th-Ave_Saturd ay-M id_2027-Total.xtw r H M Two-Way Stop-Control Report- General Information Site Information 'alyst T.Eastwood Intersection Valley Center&X Street ,ency/Co. Morrison-Maierle Jurisdiction City of Bozeman/MDT Date Performed 8/1/2017 East/West Street X Street Analysis Year 2027 North/South Street East Valley Center Road Time Analyzed Weekday,AM Peak Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period(hrs) 0.25 Project Description Catron Crossing-Total Traffic Lanes -.P rt- 4 }y r r YJ r,r Major Street:North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R xity 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes U 1 1 0 1 0 a 1 2 0 0 1 2 0 Configuration LT R LTR L T TR L T TR Volume,V(veh/h) 28 0 38 16 1 2 2 61 69 8 2 283 44 Percent Heavy Vehicles(%) 3 0 3 3 3 3 3 3 Proportion Time Blocked Percent Grade(%) -2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 Critical Headway(sec) 7.16 6.10 6.76 7.96 6,96 7.16 4,16 4.16 Base Follow-Up Headway(sec) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway(sec) 3.53 4.00 3.33 3.53 4.03 3.33 2.23 7 23 Delay, Queue Length, and Flow Rate,v(veh/h) 35 48 24 76 7_ Capacity,c(veh/h) 392 801 440 1135 1483 v/c Ratio 0.09 0.06 0.05 0.07 0.00 95%Queue Length,Qes(veh) 0.3 0,2 0.2 0.2 0.0 Control Delay(s/veh) 15.1 9.8 13.7 8.4 7.4 vef of Service,LOS C A 8 A A Pproach Delay(s/veh) 12.0 13.7 3.7 0.0 Approach LOS B B Copyright©2017 University of Florida.All Rights Reserved. HCS711 TWSC Version 7.2.1 Generated:8/2/2017 12:27:57 PM E-Valley-Center-Rd+X-St_Weekday-AM_2027-Total.xtw Pedestrian Level of Service Flow(ped/hr) 2. 2 Two-Stage Crossing Yes Yes Pedestrian Platooning No No Conflicting Vehicular Flow(veh/h) 526 497 Average Delay(s) 29.3 52.7 Level of Service,LOS D F Copyright©2017 University of Florida.All Rights Reserved. HCS7''TWSC Version 7.2.1 Generated:8/2/2017 12:27:57 PM E-Val ley-Center-Rd+X-St_Weekday-AM_2027-Tota l.xtw General Information Site Information :11yst T.Eastwood Intersection Valley Center&X Street zncy/Co. Morrison-Maierle Jurisdiction City of Bozeman/MDT Date Performed 8/1/2017 East/West Street X Street Analysis Year 2027 North/South Street Last Valley Center Road Time Analyzed Weekday,PM Peak Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period(hrs) 0-25 Project Description Catron Crossing-Total Traffic Lanes if ,r Major Street:North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound "4ovement U L T R U L r R U L T R U L T R )rity 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 1 0 1 0 0 1 2 0 0 1 2 0 Configuration LT R LTR L T TR L T TR Volume.V(veh/h) 41 2 38 8 0 2 28 268 19 6 2S3 18 Percent Heavy Vehicles(%) 3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade(%) -2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 Critical Headway(sec) 7.16 6.16 6.76 7.96 6.96 7.16 4.16 4.16 Base Follow-Up Headway(sec) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway(sec) 3 53 4.03 3.33 3.53 4.03 3.33 2.23 2,23 Delay, Queue Length, and al of Service 'N Flow Rate,v(veh/h) 53 48 12 35 8 Capacity,c(veh/h) 403 842 364 1207 1185 v/c Ratio 0.13 0.06 0.03 0.03 0.01 95%Queue Length,09s(veh) 0.5 0.2 0.1 0.1 0.0 Control Delay(s/veh) 15.3 9.5 15.2 8.1 8.1 rel ofS.ervice,LOS C A C A A .,pproach Delay(s/veh) 12.6 15.2 0.7 0.2 Approach LOS B C Copyright©2017 University of Florida.All Rights Reserved. HCS71"TWSC Version 7.2.1 Generated:8/2/2017 12:32:45 PM E-Valley-Center-Rd+X-St_Weekd ay-PM_2027-Tota l.xtw Pedestrian Level of Service Flow(ped/hr) 2 2 Two-Stage Crossing Yes Yes Pedestrian Platooning No No Conflicting VehicUlar flow(veh/h) 710 681 Average Delay(s) 68.0 57.4 Level of Service,LOS f F Copyright©2017 University of Florida.All Rights Reserved. HCS7-TWSC Version 7.2.1 Generated:8/2/201712:32:45 PM E-Valley-Center-Rd+X-St Weekday-PM_2027-Total.xtw Two-Way • • General Information Site Information 'alyst T.Eastwood Intersection Valley Center&X Street ,ency/Co. Morrison-Maierle Jurisdiction City of Bozeman/MDT Date Performed 8/1/2017 East/West Street X Street Analysis Year 2027 North/South Street East Valley Center Road Time Analyzed Saturday,Midday Peak Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period(Errs) D.25 Project Description Catron Crossing-Total Traffic Lanes J4lAr41- LU �c a_ 4 4- 4 1r -y V- A"1 K ltY't !Yr Major Street:North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R )rity 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 1 0 1 0 0 1 2 0 0 1 2 0 Configuration LT R LTR L T TR L T TR Volume,V(veh/h) 40 0 22 11 0 2 28 1 183 11 2 326 31 Percent Heavy Vehicles(%) 3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade(%) -2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 Critical Headway(sec) 7.16 6.16 6.76 7.96 6.96 7.16 4.16 4.16 Base Follow-Up Headway(sec) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway(sec) 3.53 4.03 3.33 3.53 4.03 3,33 2.23 2.23 Delay, Queue Length, and Level i Flow Rate,v(veh/h) 50 28 16 35 2 Capacity,c(veh/h) 384 779 417 1099 1309 v/c Ratio 0.13 0.04 0.04 0.03 0.00 95%Queue Length,%s(veh) 0.4 0.1 0.1 0.1 0;0 Control Delay(s/veh) 15.8 9.8 14.0 8.4 7.8 vel of Service,LOS C A B A A pproach Delay(s/veh) 13.6 14.0 1.1 0.0 Approach LOS B B Copyright©2017 University of Florida.All Rights Reserved. HCS7"TWSC Version 7.2.1 Generated:8/2/2017 12:38:22 PM E-Valley-Center-Rd+X-St_Satu rday-M id_2027-Total.xtw Pedestrian Level of Service Flow(ped/hr) 2 2 Two-Stage Crossing Yes Yes Pedestrian Platooning No No Conflicting Vehicular Flow(veh/h) 686 678 Average Delay(s) 50.2 79.7 Level of Service,LOS F F Copyright©2017 University of Florida.All Rights Reserved. HCS7" TWSC Version 7.2.1 Generated:8/2/2017 12:38:22 PM E-Valley-Center-Rd+X-St_Satu rday-M id_2027-Total.xtw • •y Stop-Control Re•• General Information Site Information 'alyst T.Eastwood Intersection Valley Center&Catamount ,envy/Co. Morrison-Maierle Jurisdiction City of Bozeman/MDT Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2027 North/South Street East Valley Center Road Time Analyzed Weekday,AM Peak Peak Hour Factor 0.81 Intersection Orientation North-South Analysis Time Period(hrs) 0.25 Project Description Catron Crossing-Total Traffic Lanes J4 1a - i- Lif r r Major Street:North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L I T R U L T R irity 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 1 2 0 0 1 2 0 Configuration LTR LTR L T TR L T TR Volume,V(veh/h) 22 1 183 9 5 2 8 151 114 4 2 273 62 Percent Heavy Vehicles(%) 7 0 2 6 0 0 0 2 0 Proportion Time Blocked Percent Grade(%) -2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 7.5 6.5 6.9 7.5 6.5 6.9 6.4 4.1 4.1 Critical Headway(sec, 7.24 6.10 6.74 8.02 6.90 7.10 6.40 4.14 4,10 Base Follow-Up Headway(sec) 3.5 4.0 3.3 3.5 4.0 3.3 2.5 2.2 2.2 Follow-Up Headway(sec) 3.57 4.00 3.32 3.56 4.00 3.30 2.50 2.22 2.20 Delay, Queue Length, and Levee f Flow Rate,v(veh/h) 254 F]' 1 1 19 196 2 Capacity,c(veh/h) 629 199 1083 1443 v/c Ratio 0.40 0.10 0.18 0.00 95%Queue Length,Q9s(veh) 2.0 0.3 0.7 0.0 Control Delay(s/veh) 14.6 25.0 9.1 7.5 vel of Service,LOS B C A A pproach Delay(s/veh) 14.6 25.0 5.2 0.0 Approach LOS B C Copyright©2017 University of Florida.All Rights Reserved. HCS7T"TWSC Version 7.2.1 Generated:8/2/2017 10:24:07 AM E-Val ley-Center-Rd+Catamou nt-St_Weekd ay-A M_2027-Total.xtw Pedestrian Level of Service Flow(ped/hr) 0 Two-Stage Crossing Yes Pedestrian Platooning No Conflicting Vehicular Flow(veh/h) 557 Average Delay(s) 55.9 Level of Service,LOS F Copyright©2017 University of Florida.All Rights Reserved. HCS7TM TWSC Version 7.2.1 Generated:8/2/201710:24:07 AM E-Valley-Center-Rd+Catamount-St_Weekday-AM_2027-Total.xtw H S7 Two-Way Stop-Control Report General Information Site Information � Ialyst T.Eastwood Intersection Valley Center&Catamount ency/Co Morrison-Maierle Jurisdiction City of Bozeman/MDT Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2027 North/South Street East Valley Center Road Time Analyzed Weekday,PM Peak Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period(firs) 0.25 Project Description Catron Crossing-Total Traffic Lanes JL q_ ■ f r 'i t7 1 'r f Major Street:North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement if L T R U L T R U L T R U I. T R ority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 1 2 0 0 1 2 0 Configuration LTR LTR L T TR L T TR Volume,V(veh/h) 25 8 230 26 5 5 4 232 285 46 19 257 24 Percent Heavy Vehicles(%) 0 0 2 0 12 0 0 2 5 Proportion Time Blocked Percent Grade(%) -2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 7.5 6.5 6.9 7.5 6.5 6.9 6.4 4.1 4.1 Critical Headway(sec) 7.10 6.10 6,74 7.90 7.14 7.10 6.40 4.14 4.20 Base Follow-Up Headway(sec) 3.5 4.0 3.3 3.5 4.0 3.3 2.5 2.2 2.2 Follow-Up Headway(sec) 3.50 4.00 3.32 350 4.12 3.30 250 2.22 2.25 Delay, Queue Length, and 0 I t ice Flow Rate,v(veh/h) 6 38 256 21 Capacity,c(veh/h) 577 111 1231 1170 v/c Ratio 0.50 0.34 0.21 0.02 95%Queue Length,Qss(veh) 2_-1 1.4 0.8 0.1 Control Delay(s/veh) 17.2 53.7 8.7 8.1 vel of Service,LOS, C F A A approach Delay(s/veh) 17.2 53.7 3.6 0.5 Approach LOS C F Copyright©2017 University of Florida.All Rights Reserved. HCS711 TV/SC Version 7.2.1 Generated:8/2/2017 10:28:27 AM E-Val ley-Center-Rd+Cata mount-St_Weekday-PM_2027-Total.xtw Pedestrian Level of Service Flow(ped/hr) :_ 2 Tao-Stage Crossing Yes Pedestrian Platooning No Conflicting Vehicular Flow(veh/h) 636 Average Delay(s) 51.3 Level of Service,LOS F Copyright©2017 University of Florida.All Rights Reserved. HCS71 TWSC Version 7.2.1 Generated:8/2/2017 10:28:27 AM E-Val ley-Center-Rd+Cata mount-St_Weekday-PM_2027-Total.xtw General Information Site Information nalyst T.Eastwood Intersection Valley Center&Catamount _,ency/Co. Morrison-Maierle Jurisdiction City of Bozeman/MDT Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2027 North/South Street East Valley Center Road Time Analyzed Saturday,Midday Peak Peak Hour Factor 0.95 Intersection Orientation North-South Analysis Time Period(hrs) 0.25 Project Description Catron Crossing-Total Traffic Lanes J � 1 ,�� ► �. b 1 4 �'► 1151 Major Street:North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R ority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 1 2 0 0 1 2 0 Configuration LTR LTR L T TR L T TR Volume,V(veh/h) 38 4 239 22 2 5 15 245 180 18 6 297 57 Percent Heavy Vehicles(%) 0 0 0 1 0 0 0 0 0 Proportion Time Blocked Percent Grade(%) -2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 7.5 6.5 6.9 7.5 6.5 6.9 6.4 4.1 4.1 Critical Headway(sec) 7.10 6.10 6.70 7.92 6.90 7.10 6.40 4.10 4.10 Base Follow-Up Headway(sec) 3.5 4.0 3.3 3.5 4.0 3.3 2.5 2.2 2.2 Follow-Up Headway(sec) 3.50 4.00 3.30 3.51 4.00 3,30 2.50 2.20 2.20 Delay,Queue Length, and Level of Service Flow Rate,v(veh/h) 296 30 274 6 Capacity,c(veh/h) 538 135 1125 1370 v/c Ratio 0.55 0.22 0.24 0.00 95%Queue Length,Q95(veh) 3.3 0.8 1.0 0.0 Control Delay(s/veh) 19.6 39.1 9.2 7.6 vel of Service,LOS C E A A pproach Delay(s/veh) 19.6 39.1 5.2 0.1 Approach LOS C E Copyright©2017 University of Florida.All Rights Reserved. HCS7'"TWSC Version 7.2.1 Generated:8/2/2017 10:32:50 AM E-Valley-Center-Rd+Catamount-St_Satu rd ay-M i d_2027-Tota I.xtw Pedestrian Level of Service Flow(ped/hr) 0 z Two-Stage Crossing Yes Pedestrian Platooning No Conflicting Vehicular Flow(veh/h) 568 Average Delay(s) 56.6 Level of Service,LOS F Copyright©2017 University of Florida.All Rights Reserved. HCS71 TWSC Version 7.2.1 Generated:8/2/201710:32:50 AM E-Valley-Center-Rd+Catamount-St_Saturday-Mid 2027-Total.xtw HFS7 Two-Way Stop-Control Report General Information Site Information alyst T.Eastwood Intersection Catamount St+A Ave ,envy/Co. Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2027 North/South Street A Avenue(Private Drive) Time Analyzed Weekday,AM Peak Peak Hour Factor 0.86 Intersection Orientation East West Analysis Period(hrs) 0.25 Project Description Catron Crossing-Total Traffic Lanes J li a- i r r Major Street:East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L I T R U L T R U L T R �rrty 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 0 1 0 0 1 0 Configuration LTR LTR LTR LTR Volume,V(veh/h) 56 84 8 35 81 102 18 0 36 86 1 0 40 Percent Heavy Vehicles(%) 5 5 5 0 5 5 5 5 Proportion Time Blocked Percent Grade(%) 0 2 Riqht Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 Critical Headway(sec) 4.15 4.15 7.15 6.50 6.25 7,55 6.95 6.45 Base Follow-Up Headway(sec) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 follow-Up Headway(sec) 2.24 2,24 3.54 4.00 3.34 3.54 4.04 3.34 Delay, Queue Length, and Level of S(Iff Z__ 'IRE Flow Rate,v(veh/h) 65 41 b3 147 Capacity,c(veh/h) 1338 1463 668 490 v/c Ratio 0.05 0.03 0.09 0.30 95%Queue Length,Qgs(veh) 0.2 0.1 0.3 1.2 Control Delay(s/veh) 7.8 7.5 11.0 15.5 vel of Service,LOS A A B C ,pproach Delay(s/veh) 3.2 1.4 11.0 15.5 Approach LOS B C Copyright©2017 University of Florida.All Rights Reserved. HCS711 TWSC Version 7.2.1 Generated:8/2/2017 8:57:44 AM Catamount-St+A-Ave_Weekday-AM_2027-Total.xtw Pedestrian Level of Service Flow(ped/hr) 2 2 Two-Stage Grossing No No Pedestrian Platooning No No Conflicting Vehicular Flow(veh/h) 266 352 Average belay(s) 12.9 15.8 Level of Service.LOS C C Copyright©2017 University of Florida.All Rights Reserved. HCS7-TWSC Version 7.2.1 Generated:8/2/2017 8 57 44 AM Catamount-St+A-Ave_Weekday-AM_2027-Total.xtw Two-Way • • • • • • General Information Site Information alyst T.Eastwood Intersection Catamount St+A Ave ,ency/co. Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2027 North/South Street A Avenue(Private Drive) Time Analyzed Weekday,PM Peak Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period(hrs) 0.25 Project Description Catron Crossing-Total Traffic Lanes Major Street:East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound ^Movement U L T R U L T R U L T R U L T R ,xity 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 0 1 0 0 1 0 Configuration LTR LTR LTR LTR Volume,V(veh/h) 26 73 25 116 70 7-1 57 1 121 69 1 40 Percent Heavy Vehicles(%) 5 5 5 5 5 5 5 5 Proportion Time Blocked Percent Grade(°k) 0 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 Critical Headway(sec) 4.15 4.15 7.15 6.55 6.25 7.55 6.95 6.45 Base Follow-Up Headway(sec) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway(sec) 224 224 3.54 4-04 3.34 354 4.04 3,34 Delay, Queue Length, and Level of Service Flow Rate,v(veh/h) 31 136 210 129 Capacity,c(veh/h) 1384 1453 612 368 v/c Ratio 0.02 0.09 0.34 0.35 95%Queue Length,Q9s(veh) 0.1 0.3 1.5 1.5 Control Delay(s/veh) 7.7 7.7 13.9 20.0 ;el at Service,LOS A A B C pproach Delay(s/veh) 1.8 3.9 13.9 20.0 Approach LOS B C Copyright©2017 University of Florida.All Rights Reserved. HCS7'"TWSC Version 7.2.1 Generated:8/2/2017 9:02:16 AM Catamount-St+A-Ave_Weekday-P M_2027-Tota l.xtw Pedestrian Level of Service Flow(ped/hr) 2 Two-Stage Crossing No No Pedestrian Platooning No No Conflicting Vehicular Flow(veh/h) 2.28 395 Average Delay(s) 119 16A Level of Service,LOS C C Copyright©2017 University of Florida.All Rights Reserved. HCS7-TWSC Version 7.2.1 Generated:8/2/2017 9:0216 AM Catamount-St+A-Ave_Weekday-P M_2027-Total.xtw H 7 Two-Way Stop-Control Report"' General Information Site Information alyst T.Eastwood Intersection Catamount St+A Ave ency/Co. Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2027 North/South Street A Avenue(Private Drive) Time Analyzed Saturday,Midday Peak Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period(hrs) 0.25 Project Description Catron Crossing-Total Traffic Lanes AL Jd ;1Jl.*I. L JL 4 .- 4 �- -+ 1r r- 1 41 (t1 r Major Street:East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound ^Aovement U L T R U L T R U L T R U L T R Jrlty 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 0 1 0 0 1 0 Configuration LTR LTR LTR LTR Volume,V(veh/h) 49 61 18 142 62 100 42 1 130 90 1 38 Percent Heavy Vehicles(%) 5 5 5 5 5 5 5 5 Proportion Time Blocked Percent Grade(%) 0 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 Critical Headway(sec) 4.15 4.15 7.15 6.55 6.25 7.55 6.95 6.45 Base Follow-Up Headway(sec) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway(sec) 224 2.24 3.54 4.04 3.34 3.54 4.04 3.34 Delay, Queue Length, and I of S19- Flow Rate,v(veh/h) 58 167 203 152 Capacity,c(veh/h) 1363 1481 614 282 v/c Ratio 0.04 0.11 0.33 0.54 95%Queue Length,Qqs(veh) 0.1 0.4 1.4 3.0 Control Delay(s/veh) 7.8 7.7 13.7 31.7 ,el of Service,LOS A A B D pproach Delay(s/veh) 3.2 4.1 E 3.7 31.7 Approach LOS B D Copyright©2017 University of Florida.All Rights Reserved. HCS71"TWSC Version 7.2.1 Generated:8/2/2017 9:07:13 AM Catamount-St+A-Ave_Satu rd ay-M id_2027-Tota I,xtw Pedestrian Level of Service Flow(ped/hr) 2 Two-Stage Crossing N0 N0 Pedestrian Platooning No No Conflicting Vehicular Flow(veh/h) 224 430 Average Delay(s) 11.8 16.7 Level of Service.LOS C C Copyright©2017 University of Florida.All Rights Reserved. HCS7"TWSC Version 7.2.1 Generated:8/2/2017 9.07:13 AM Catamount-St+A-Ave_Satu rday-M id_2027-Total.xtw H717 Two-Way Stop-Control Reporltw- General Information Site Information .ialyst T.Eastwood Intersection N 27th Ave&Catamount St ,ency/Co. Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2027 North/South Street North 27th Avenue Time Analyzed Weekday,AM Peak Peak Hour Factor 0.80 Intersection Orientation North-South Analysisl Time Period(hrs) 0.25 Project Description Catron Crossing-Total Traffic Lanes :_ �r r Major Street:North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R brity 10 11 12 7 8 9 1 U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume,V(veh/h) 52 68 22 18 36 34 13 86 25 6 22 11 Percent Heavy Vehicles(%) 19 0 2 0 2 11 0 9 Proportion Time Blocked Percent Grade(%) -2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 7.1 6.5 6.2 7.1 1 6.5 6.2 4.1 4.1 Critical Headway fsec, 6.89 6.10 6.02 7.50 6.92 6.51 4.10 4.19 Base Follow-Up Headway(sec) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Fcllo:v Up Headv:av(sec) 3.67 4.00 3.32 3.50 4.02 340 2.20 Delay, Queue Length, and Level of 5( Flow Rate,v(veh/h) 178 109 16 8 Capacit)6 c(veh/h) 687 706 1575 1398 v/c Ratio 0.26 0.15 0.01 0.01 95%Queue Length,Q9s(veh) 1.0 0.5 0.0 0.0 Control Delay(s/veh) 12.1 11.0 7.3 7.6 ,rel of Service,LOS B B A A pproach Delay(s/veh) 12.1 11.0 0.8 1.3 Approach LOS B B Copyright©2017 University of Florida.All Rights Reserved. HCS7-TWSC Version 7.2.1 Generated:8/2/2017 7:02:39 AM N-27th-Ave+Catamou nt-St_Weekday-AM_2027-rota I.xtw Pedestrian Level of Service Flow(ped/hr) Z Z Two-Stage Crossing No No Pedestrian Platooning No No Conflicting Vehicular Flow(veh/h) 183 158 Average Delay(s) 10.4 8.6 Level of Service,LOS C B Copyright©2017 University of Florida.All Rights Reserved. HCS7TI TWSC Version 7.2.1 Generated:8/2/2017 7:02:39 AM N-27th-Ave+Catamount-St_Weekday-AM_2027-Total.xtw H S7 Two-Way Stop-Control Report General 1111 J l Site Information nalyst T.Eastwood Intersection X Street&A Avenue jency/Co. Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street X Street Analysis Year 2027 North/South Street A Avenue Time Analyzed Weekday,AM Peak Peak Hour Factor 0.80 Intersection Orientation East-West Analysis Time Period(hrs) 0.25 Project Description Catron Crossing-Total Traffic Lanes L a- f � -y G � I +Y r Major Street:East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R ority 1 U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 0 1 0 0 1 0 Configuration LTR LTR LTR LTR Volume,V(veh/h) 0 18 34 43 39 25 25 19 29 13 16 0 Percent Heavy Vehicles(%) 3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade(%) 1 1 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 Critical Headway(sec) 4.13 4.13 6.93 6.33 6.13 6.93 6.33 6.13 Base Follow-Up Headway(sec) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway(sec) 2.23 2.23 3.53 4.03 3,33 3.53 4.03 3.33 Delay, Queue Length,and Level of Service Flow Rate,v(veh/h) 0 54 91 36 Capacity,c(veh/h) 1504 1525 775 643 v/c Ratio 0.00 0.04 0.12 0.06 95%Queue Length,Q95(veh) 0.0 0.1 0.4 0.2 Control Delay(s/veh) 7.4 7.4 10.3 10.9 vel of Service,LOS A A B B ,pproach Delay(s/veh) 0.0 3.2 10.3 10.9 Approach LOS B B Copyright©2017 University of Florida.All Rights Reserved. HCS71'TWSC Version 7.2.1 Generated:8/2/2017 12:47:55 PM X-St+A-Ave_W eekd ay-A M_2027-Tota I.xtw • Stop-Control Report General Information Site Information Analyst T.Eastwood Intersection X Street&A Avenue Agency/Co. Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street X Street Analysis Year 2027 North/South Street A Avenue Time Analyzed Weekday,PM Peak Peak Hour Factor 0.80 Intersection Orientation East-West Analysis Time Period(hrs) 0.25 Project Description Catron Crossing-Total Traffic Lanes 1.11It k 4 ' L r � r rr- I I +Y:t 11 r Majoi Stieet East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1 U 1 2 1 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 0 1 0 0 1 0 Configuration LTR LTR LTR LTR Volume,V(veh/h) 0 23 21 40 2 3 22 11 36 20 11 1 0 Percent Heavy Vehicles(%) 3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 Critical Headway(sec) 4.13 4.13 6.93 6.33 6.13 6.93 6.33 6.13 Base Follow-Up Headway(sec) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway(sec) 2.23 2.23 3.53 4.03 3.33 3.53 4.03 3.33 Delay, Queue Length, and Level of Service Flow Rate,v(veh/h) 0 50 87 39 Capacity,c(veh/h) 1601 1536 872 715 v/c Ratio 0.00 0.03 0.10 0.05 95%Queue Length,Q95(veh) 0.0 0.1 0.3 0.2 Control Delay(s/veh) 7.2 7.4 9.6 10.3 Level of Service,LOS A A A B Approach Delay(s/veh) 0.0 6.7 9.6 10.3 Approach LOS A B Copyright©2017 University of Florida.All Rights Reserved. HCS7""TWSC Version 7.2.1 Generated:8/2/2017 1:02:55 PM X-St+A-Ave_Weekd ay-PM_2027-Total.xtw H 7 Two-Way Stop-Control Report General Information Site Information alyst T.Eastwood Intersection N 27th Ave&Catamount St "ency/Co Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2027 North/South Street North 27th Avenue Time Analyzed Saturday,Midday Peak Peak Hour Factor 0.82 Intersection Orientation North-South Analysis Time Period(hrs) 0.25 Project Description Catron Crossing-Total Traffic Lanes J4'1A.4. I. LIt f -e r '_% or M1) IttYt4r.f Major Street:North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound "4ovement U L T R U L T R U L T R U L T R rity 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume,V(veh/h) 5 46 34 20 65 7 17 158 21 10 20 7 Percent Heavy Vehicles(%) 0 1 0 0 0 0 2 0 Proportion Time Blocked Percent Grade(%) -2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway(sec) 6.70 6.11 6.00 7.50 6.90 6.40 4.12 4 10 Base Follow-Up Headway(sec) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway(sec) 3.50 401 3.30 3.50 4.00 3.30 2.22 2.20 Delay, Queue Length, and Level of Service Flow Rate,v(veh/h) 103 112 21 1 1 12 Capacity,c(veh/h) 721 571 1572 1358 v/c Ratio 0.14 0.20 0.01 0.01 95%Queue Length,Q9s(veh) 0.5 0.7 0.0 0.0 Control Delay(s/veh) 10.8 12.8 7.3 7.7 vel of Service,LOS 8 B A A ,Approach Delay(s/veh) 10.8 12.8 0.7 2.1 Approach LOS B B Copyright©2017 University of Florida.All Rights Reserved. HCS7-TWSC Version 7.2.1 Generated:8/2/2017 7:14:22 AM N-27th-Ave+Catamou nt-St_Satu rday-M id_2027-Total.xtw Pedestrian Level of Service Flow(ped/hr) 2 2 Two-Stage Crossing No No Pedestrian Platooning No No Conflicting Vehicular Flow(veh/h) 264 238 Average Delay(s) 12.9 12.1 Level of Service.LOS C C Copyright©2017 University of Florida.All Rights Reserved. HCS71 TWSC Version 7.2.1 Generated:8/2/2017 7:14:22 AM N-27th-Ave+Catamount-St_Satu rday-M id_2027-Total.xtw 7 Two-Way Stop-Control Report' General Information Site Information nalyst T.Eastwood Intersection N 27th Ave&Catamount St ,ency/Co. Morrison-Maerle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2027 North/South Street North 27th Avenue Time Analyzed Weekday,PM Peak Peak Hour Factor 0.85 Intersection Orientation North-South Analysis Time Period(hrs) 0.25 Project Description Catron Crossing-Total Traffic Lades W �� rYl�f•'G��r,Y '4 F OT Or it l f Major Street:North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R arity 10 11 12 7 8 9 1 U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume,V(veh/h) 8 57 38 27 104 10 47 137 13 31 89 36 Percent Heavy Vehicles(%) 17 0 3 0 1 20 0 2 Proportion Time Blocked Percent Grade(%) -2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway(sec; 6.87 6.10 6.03 7.50 6.91 6.60 4.10 4.12 Base Follow-Up Headway(sec) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway(sec) 3.65 4.00 3.33 3.50 401 3A8 2.20 2.22 Delay, Queue Length, and Level of Service Flow Rate,v(veh/h) 121 166 55 36 Capacity,c(veh/h) 554 414 1442 1394 v/c Ratio 0.22 0.40 0.04 0.03 95%Queue Length,Q9s(veh) 0.8 1.9 0.1 0.1 Control Delay(s/veh) 13.3 19.4 7.6 7.7 vel of Service,LOS B C A A ,pproach Delay(s/veh) 13.3 19.4 2.1 1.7 Approach LOS B C Copyright©2017 University of Florida.All Rights Reserved. HCS7`""TWSC Version 7.2.1 Generated:8/2/2017 7:10:17 AM N-27th-Ave+Cata mo u nt-St_Wee kday-P M_2027-Total.xtw Pedestrian Level of Service Flow(ped/hr) 2 2 Two-Stage Crossing No No Pedestrian Platooning No No Conflicting Vehicular Flow(veh/h) 336 344 Average Delay(s) 15.7 15.8 Level of Service,LOS C C Copyright©2017 University of Florida.All Rights Reserved. HCS7-TWSC Version 7.2.1 Generated:8/2/2017 7:10:17 AM N-27th-Ave+Catamount-St Weekday-PM_2027-Total.xtw General Information Site Information ,alyst T.Eastwood Intersection X Street&A Avenue ,6ncy/Co. Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street X Street Analysis Year 2027 North/South Street A Avenue Time Analyzed Saturday,Midday Peak Peak Hour Factor 0.80 Intersection Orientation East-West Analysis Time Period(hrs) 0.25 Project Description Catron Crossing-Total Traffic Lanes J44 L*4- L � a- 4 Major Street:East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound 4ovement U L T R U L T R U L T R U L T R ority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 0 1 0 0 1 0 Configuration LTR LTR LTR LTR Volume,V(veh/h) 0 9 32 46 6 7 52 23 38 8 12 0 Percent Heavy Vehicles(%) 3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade(%) 1 1 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway(sec) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 Critical Headway(sec) 4.13 4.13 6.93 6.33 6.13 6.93 6.33 6.13 Base Follow-Up Headway(sec) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway(sec) 2.23 2.23 3,53 4.03 3.33 3.53 4,03 3.33 Delay, Queue Length, and Level of Service Flow Rate,v(veh/h) 0 58 142 25 Capacity,c(veh/h) 1586 1541 817 684 v/c Ratio 0.00 0.04 0.17 0.04 95%Queue Length,Q,s(veh) 0.0 0.1 0.6 0.1 Control Delay(s/veh) 7.3 7.4 10.3 10.5 vel of Service,LOS A A B B .,pproach Delay(s/veh) 0.0 5.8 10.3 10.5 Approach LOS B B Copyright©2017 University of Florida.All Rights Reserved. HCS71"TWSC Version 7.2.1 Generated:8/2/2017 1:11:17 PM X-St+A-Ave_Satu rd ay-M id_2027-Total.xtw APPENDIX E MITIGATION ANALYSES ■ Morrison Maierle engineers • surveyors • planners • scientists Morrison Maierle engineers• surveyors• planners• scientists APPENDIX E-1 ESTIMATED 2027 BACKGROUND TRAFFIC Catron Crossing Traffic Impact Study 08/07/17 2027 - Estimated Background Traffic Mitigation 10:11:04 Weekday, AM Peak Hour TEAPAC[Ver 9.01.01) - Capacity AnalysisSUmNroary(HCM 2016) Intersection Averages for Int # 1 - N 19th Ave & E Valley Center V/C 0.617 (Critical V/C 0.570) Control Delay 33.9 Level of Service C Sq 37 Phase 1 Phase 2 Phase 3 Phase 4 4 ~ 7 m� m North �3 4 -► Cmax= Gmax= 14.0" Gmax= 30.0" Gmax= 14.0" Gmax= 34.8" 120" Gavg= 13.2" Gavg= 37.3" Gavg= 9.9" Gavg= 32.4" Cavg= Y+Rc= 7.0" Y+Rc= 7.0" Y+Rc= 6.6" Y+Rc= 6.6" 120" Gmax= 51.0" Gmax= 14.0" Gmax= 34.8" Gavg= 57.5" Gavg= 9.9" Gavg= 32.4" Y+Rc= 7.0" Y+Rc= 6.6" Y+Rc= 6.6" 13.2" 37.3" 9.9" 1 32.4" 57.5" 9.9" 1 32.4" ILane Group I \Lanes I Max g/C Avg I SatFlo I Capcty I Volume I V/c I Delay I S I Model 1 I SB Approach 42.6 D+ R 12/1 1523 473 128 0.271 32.5 C 135 ft T 22/2 0.250 0.311 3554 1104 1039 0.941 44.1 *D+ 463 ft L 13/1 0.250 0.311 672 269 14 0.052 29.5 C 17 ft NB Approach 13.2 B+ R+ T 22/2 0.425 0.479 3137 1502 562 0.374 8.4 A 183 ft L 25/2 0.117 0.110 3278 361 86 0.238 45.0 *D 51 ft WB Approach _ 51.8 D R+ T 12/1 0.117 0.083 1268 105 19 0.181 52.1 *D 29 ft L 13/1 0.117 0.083 1656 137 18 0.131 51.5 D 25 ft EB Approach 38.4 D+ R 12/1 0.025 0.270 1550 589 256 0.435 28.1 C 216 ft T+ L 12/1- 0.290 0.270 1767 477 154 0.004 32.0 C 2 ft L 12/1+ 0.290 0.270 1228 331 147 0.902 63.1 *E+ 375 ft Catron Crossing Traffic Impact Study 08/07/17 2027 - Estimated Background Traffic Mitigation 10:08:53 Weekday, PM Peak Hour TEAPAC[Ver 9.01.01] - Capacity Analysis Summary (HCM 2016) Intersection Averages for Int # 1 - N 19th Ave & E Valley Center V/C 0.591 (Critical V/C 0.556) Control Delay 32.5 Level of Service C Sq 37 Phase 1 Phase 2 Phase 3 Phase 4 i i N( `tI� �3 4 -► Cmax= Gmax= 14.0" Gmax= 30.0" Gmax= 55.8" Gmax= 23.0" 150" Gavg= 16.6" Gavg= 47.6" Gavg= 8.6" Gavg= 49.9" Cavg= Y+Rc= 7.0" Y+Rc= 7.0" Y+Rc= 6.6" Y+Rc= 6.6" 150" Gmax= 51.0" Gmax= 55.8" Gmax= 23.0" Gavg= 71.2" Gavg= 8.6" Gavg= 49.9" Y+Rc= 7.0" Y+Rc= 6.6" Y+Rc= 6.6" I16.61' --47.6" 8.6" 49.9" 71.2" 8.6" 49.9" Lane I Group I \Lanes I Max g/C Avg I SatFlo I Capcty I Volume I v/c I Delay I S I Modell I SB Approach 35.2 D+ R 12/1 1543 490 263 0.537 46.3 D 319 ft T 22/2 0.200 0.318 3600 1143 668 0.584 30.8 *C 272 ft L 13/1 0.200 0.318 441 188 11 0.059 36.4 D 17 ft NB Approach 26.3 C+ R+ T 22/2 0.340 0.475 3239 1539 1034 0.672 15.1 B 424 ft L 25/2 0.093 0.111 3474 385 310 0.806 63.6 *E+ 214 ft WB Approach 68.2 E R+ T 12/1 0.372 0.058 1369 79 16 0.203 68.7 *E 31 ft L 13/1 0.372 0.058 1576 91 7 0.077 67.3 E+ 13 ft EB Approach 40.4 D+ R 12/1 0.020 0.333 1592 707 228 0.323 27.4 C+ 210 ft T+ L 12/1- 0.153 0.333 1848 615 204 0.007 33.5 *C 5 ft L 12/1+ 0.153 0.333 1290 430 194 0.917 63.1 E+ 527 ft Catron Crossing Traffic Impact Study 08/07/17 2027 - Estimated Background Traffic Mitigation 10:13:39 Saturday, Midday Peak Hour TEAPAC[Ver 9.01.01) - Capacity Analysis Summary (HCM 2016) Intersection Averages for Int # 1 - N 19th Ave & E Valley Center V/C 0.724 (Critical V/C 0.674) Control Delay 43.8 Level of Service D+ Sq 57 Phase 1 Phase 2 Phase 3 Phase 4 Phase 5 U U �- I I 7 Nordi 1 1 I Il i �3 4 0 9 I Cmax= Gmax= 15.5" Gmax= 33.7" Gmax= 28.1" Gmax= 35.5" 140" Gavg= 19.8" Gavg= 39.5" Gavg= 11.3" Gavg= 42.2" Cavg= Y+Rc= 7.0" Y+Rc= 7.0" Y+Rc= 6.6" Y+Rc= 6.6" 140" Gmax= 20.7" Gmax= 29.5" Gmax= 28.1" Gmax= 35.5" Gavg= 6.5" Gavg= 53.8" Gavg= 11.3" Gavg= 42.2" Y+Rc= 6.0" Y+Rc= 7.0" Y+Rc= 6.6" Y+Rc= 6.6" 19.8" .39.5" 11.3" 42.2" 5" 53.8" 11.3" 42.2" Lane L Queue Group I `Lanes/ I Max 9/C Avg I SatFlo I Capcty I Volume I v/c Delay I S I Model 1 I SB Approach 52.4 D R 12/1 1618 457 291 0.637 50.7 D 342 ft T 22/2 0.241 0.282 3614 1020 957 0.939 52.7 D 520 ft L 13/1 0.148 0.046 1580 73 16 0.219 65.8 *E+ 29 ft NB Approach 37.6 D+ R+ T 22/2 0.211 0.385 3254 1251 865 0.691 26.0 *C+ 579 ft L 25/2 0.111 0.142 3519 498 427 0.857 61.1 E+ 266 ft WB Approach 61.5 E+ R+ T 12/1 0.201 0.080 1327 107 31 0.290 62.1 *E+ 55 ft L 13/1 0.201 0.080 1863 150 11 0.073 59.8 E+ 17 ft EB Approach 38.7 D+ R 12/1 0.021 0.302 1592 706 349 0.494 28.3 C 303 ft T+ L 12/1- 0.254 0.302 1854 559 182 0.005 34.2 C 3 ft L 12/1+ 0.254 0.302 1290 389 172 0.902 64.4 *E+ 459 ft Roundabouts R • • General Information Site Information Analyst T.Eastwood Intersection N 19th Ave&E Valley Center Rd Agency or Co. Morrison-Maierle E/W Street Name East Valley Center Road Date Performed 8/2/2017 N/S Street Name North 19th Avenue Analysis Year 2027 Analysis Time Period(hrs) 0.25 Time Analyzed Weekday,AM Peak Peak Hour Factor 0.87 Project Description Catron Crossing-Background Mitigation Jurisdiction City of Bozeman/MDT Volume Adjustments and Site Characteristics Approach EB WB NB SB Movement U L T R U I L T R U L T R U L T R Number of Lanes(N) 0 1 1 0 0 0 1 1 1 0 1 1 0 0 0 2 0 Lane Assignment L LTR LT R L LTR LT TR Volume(V),veh/h 0 260 2 297 0 16 3 16 0 75 483 7 0 12 904 148 Percent Heavy Vehicles,% 0 7 0 3 0 13 0 35 0 8 5 9 0 35 3 7 Flow Rate(VPCE),pc/h 0 320 2 352 0 21 3 25 0 93 583 9 0 19 1070 182 Right-Turn Bypass None None None None Conflicting Lanes 2 2 2 2 Pedestrians Crossing,p/h 0 0 1 0 Critical and Follow-Up Headway Adjustment Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Byp; Critical Headway(s) 4,6453 4.3276 4.6453 4.3276 4.6453 4.3276 4.6453 4.3276 Follow Up Headway(s) 2.6667 2.5352 2.6667 2.5352 2.6667 2.5352 2.6667 2.5352 Flow Computations, Capacity and v/c Ratios Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Entry Flow(v.),pe/h 320 354 24 25 93 592 636 636 Entry Volume veh/h 305 338 20 20 88 561 612 612 Circulating Flow(vc),pc/h 1110 996 341 117 Exiting Flow(wx),pe/h 30 278 928 1443 Capacity(cp,,),pe/h 486 553 540 609 986 1063 1212 1286 Capacity(c),veh/h 464 527 442 498 935 1007 1166 1237 v/c Ratio(x) 0.66 0.64 0.04 0.04 0.09 0.56 0.52 0.49 Delay and Level of Service Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Lane Control Delay(d),s/veh 24.8 21.4 8.7 7.7 4.7 10.8 9.1 8.2 Lane LOS C C A A A B A A 95%Queue,veh 4.7 4.5 0.1 0A 0.3 3.6 3.2 2.8 Approach Delay,s/veh 23.0 8.2 9.9 8.6 Approach LOS C A A A Intersection Delay,s/veh I LOS 12.6 B Copyright 0 2017 University of Florida.All Rights Reserved. HCS7-Roundabouts Version 7.2.1 8/11/2017 12:43:18 PM N-19th-Ave+E-Valley-Center-Rd_Weekday-AM_2027-Bkgnd-Mitig.xro Roundabo.pts • • General Information Site Information 4nalyst T.Eastwood Intersection N 19th Ave&E Valley Center Rd Agency or Co. Morrison-Maierle E/W Street Name East Valley Center Road Date Performed 8/2/2017 N/S Street Name North 19th Avenue Analysis Year 2027 Analysis Time Period(hrs) 0.25 Time Analyzed Weekday,PM Peak Peak Hour Factor 0.94 Project Description Catron Crossing-Background Mitigation Jurisdiction City of Bozeman/MDT Volume Adjustments and Site Characteristics Approach EB WB NB SB Movement U L T R U L T R U L T R U L T R Number of Lanes(N) 0 1 1 1 1 0 0 1 0 1 1 0 1 1 0 0 0 2 0 Lane Assignment L LTR LT R L LTR LT TR Volume(V),veh/h 0 370 4 285 0 7 3 14 1 291 959 15 0 10 628 329 Percent Heavy Vehicles,% 0 2 25 1 0 18 0 24 0 2 2 8 0 32 2 6 Flow Rate(VPCE),pc/h 0 401 5 306 0 9 3 18 1 316 1041 17 0 14 681 371 Right-Turn Bypass None None None None Conflicting Lanes 2 2 2 2 Pedestrians Crossing,p/h 0 0 1 0 Critical and Follow-Up Headway Adjustment Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Critical Headway(s) 4.6453 4.3276 4.6453 4.3276 4.6453 4.3276 4.6453 4.3276 Follow-Up Headway(s) 2.6667 2.5352 2.6667 2.5352 2.6667 2.5352 2.6667 2.5352 Flow Computations, Capacity and v/c Ratios Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Entry Flow(ve),pe/h 520 192 12 18 317 1058 533 533 Entry Volume veh/h 511 189 10 15 311 1037 514 514 Circulating Flow(vc),pc/h 705 1759 420 329 Exiting Flow(vex),pe/h 36 690 1460 997 Capacity(c,.),pe/h 706 780 268 318 917 994 997 1074 Capacity(c),veh/h 694 767 224 267 898 973 962 1036 v/c Ratio(x) 0.74 0.25 0.04 0.06 0.35 1.07 0.53 0.50 Delay and Level of Service Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Lane Control Delay(d),s/veh 21.9 7.5 17.0 14.6 7.8 68.1 10.6 9.3 Lane LOS C A C B A F B A 95%Queue,veh 6.5 1.0 0.1 0.2 1.6 24.1 3.3 2.8 Approach Delay,s/veh 18.0 15.6 54.2 10.0 Approach LOS C C F A Intersection Delay,s/veh I LOS 31.0 D Copyright(r,2017 University of Florida.All Rights Reserved. HCS7`"Roundabouts Version 7.2.1 8/14/2017 10:53:30 AM N-19th-Ave+E-Valley-Center-Rd_Weekday-PM_2027-Bkgnd-Mitig.xro NEW MW Roundabouts • • General Information Site Information Analyst T.Eastwood Intersection N 19th Ave&E Valley Center Rd Agency or Co. Morrison-Maierle E/W Street Name East Valley Center Road Date Performed 8/2/2017 N/S Street Name North 19th Avenue Analysis Year 2027 Analysis Time Period(hrs) 0.25 Time Analyzed Saturday,Midday Peak Peak Hour Factor 0.96 Project Description Catron Crossing-Background Mitigation Jurisdiction City of Bozeman/MDT Volume Adjustments and Site Characteristics Approach EB WB NB SB Movement U L T R U L T R U L I T R U L T T R Number of Lanes(N) 0 1 1 0 0 0 1 1 0 1 1 0 0 0 2 0 Lane Assignment L LTR LT R L LTR LT TR Volume(V),veh/h 1 373 3 447 0 11 4 30 0 410 818 14 0 15 919 372 Percent Heavy Vehicles,% 0 2 10 1 0 0 26 0 0 1 1 9 0 20 1 1 Flow Rate(VPCE),pc/h 1 396 3 470 0 11 5 31 0 431 861 16 0 19 967 391 Right-Turn Bypass None None None None Conflicting Lanes 2 2 2 2 Pedestrians Crossing,p/h 0 0 1 0 Critical and Follow-Up Headway Adjustment Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypr Critical Headway(s) 4.6453 4.3276 4.6453 4.3276 4.6453 4.3276 4.6453 4.3276 Follow-Up Headway(s) 2.6667 2.5352 2.6667 2.5352 2.6667 2.5352 2.6667 2.5352 Flow Computations,Capacity and v/c Ratios Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Entry Flow(ve),pe/h 397 473 16 31 431 877 689 689 Entry Volume veh/h 391 466 16 30 426 868 680 680 Circulating Flow(vc),pc/h 997 1689 419 448 Exiting Flow(vex),pe/h 38 828 1288 1448 Capacity(cpce),pe/h 539 608 285 338 918 995 894 970 Capacity(c),veh/h 532 600 279 330 908 983 883 959 v/c Ratio(x) 0.74 0.78 0.06 0.09 0.47 0.88 0.77 0.71 Delay and Level of Service Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Lane Control Delay(d),s/veh 27.0 27.7 13.9 12.4 9.8 28.0 20.1 15.9 Lane LOS D D B B A D C C 95%Queue,veh 6.2 7.3 0.2 0.3 2.5 12.2 7.7 6.2 Approach Delay,s/veh 27.4 13.0 22.0 18.0 Approach LOS D B C C Intersection Delay,s/veh I LOS 21.7 C Copyright(0 2017 University of Florida.All Rights Reserved. HCS7"Roundabouts Version 7.2-1 8/11/201712:40:28 PM N-19th-Ave+E-Valley-Center-Rd_Saturday-Mid_2027-Bkg nd-Mitig.xro Morrison Maierle engineers • surveyors• planners• scientists APPENDIX E-2 ESTIMATED 2027 TOTAL TRAFFIC HCS7 Round4@0,,*,"4',PVJt_.' General Information Site Information %nalyst T.Eastwood Intersection N 19th Ave&E Valley Center Rd Agency or Co. Morrison-Maierle E/W Street Name East Valley Center Road Date Performed 8/2/2017 N/S Street Name North 19th Avenue Analysis Year 2027 Analysis Time Period(hrs) 0.25 Time Analyzed Weekday,AM Peak Peak Hour Factor 0.87 Project Description Catron Crossing-Total Mitigation Jurisdiction City of Bozeman/MDT Volume Adjustments and Site Characteristics Approach EB WB NB SB Movement U L T R U L T R U L T R U L T R Number of Lanes(N) 0 1 1 0 0 0 1 1 0 1 1 0 0 0 2 0 Lane Assignment L LTR LT R L LTR LT TR Volume(V),veh/h 0 288 2 326 0 16 3 16 0 108 483 7 0 12 904 214 Percent Heavy Vehicles,% 0 7 0 3 0 13 0 35 0 8 5 9 0 35 3 7 Flow Rate(VPCE),pc/h 0 354 2 386 0 21 3 25 0 134 583 9 0 19 1070 263 Right-Turn Bypass None None None None Conflicting Lanes 2 2 2 2 Pedestrians Crossing,p/h 0 0 1 0 Critical and Follow-Up Headway Adjustment Approach EB WB NB SB _ane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Critical Headway(s) 4.6453 4.3276 4.6453 4.3276 4.6453 4.3276 4.6453 4.3276 Follow-Up Headway(s) 2.6667 2.5352 2.6667 2.5352 2.6667 2.5352 2.6667 2.5352 Flow Computations, Capacity and v/c Ratios Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Entry Flow(ve),pc/h 354 388 24 25 134 592 676 676 Entry Volume veh/h 338 370 20 20 127 561 649 649 Circulating Flow(v,),pc/h 1110 1071 375 158 Exiting Flow(vex),pc/h 30 400 962 1477 Capacity(cPce),pc/h 486 553 504 571 956 1032 1167 1242 Capacity(c),veh/h 464 527 412 468 905 977 1121 1193 v/c Ratio(x) 0.73 0.70 0.05 0.04 0.14 0.57 t 0.58 0.54 Delay and Level of Service Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Lane Control Delay(d),s/veh 29.5 24.9 9.4 8.3 5.3 11.4 10.4 9.3 Lane LOS D C A A A B B A 95%Queue,veh 5.9 5.5 0 1 0.1 0.5 3.8 3.9 3.4 Approach Delay,s/veh 27.1 8.8 10.3 9.9 Approach LOS D A B A Intersection Delay,s/veh I LOS 14.4 B Copyright©2017 University of Florida.All Rights Reserved. HCS7""Roundabouts Version 7.2.1 8/14/2017 11:04:11 AM N-19th-Ave+E-Valley-Center-Rd_Weekday-AM_2027-Total-M itig.xro low Roundabouts • • General Information Site Information _ _ Analyst T.Eastwood Intersection N 19th Ave&E Valley Center Rd Agency or Co. Morrison-Maierle E/W Street Name East Valley Center Road Date Performed 8/2/2017 N/S Street Name North 19th Avenue Analysis Year 2027 Analysis Time Period(hrs) 0.25 Time Analyzed Weekday,PM Peak Peak Hour Factor 0.94 Project Description Catron Crossing-Total Mitigation Jurisdiction City of Bozeman/MDT Volume Adjustments and Site Characteristics Approach EB WB NB SB -1 1 Movement U L T R U L T R U L T R U L T R Number of Lanes(N) 0 1 1 0 0 0 1 1 0 1 1 0 0 0 2 0 Lane Assignment L LTR LT R L LTR LT TR Volume(V),veh/h 0 406 5 314 0 7 3 14 1 307 959 15 0 10 628 350 Percent Heavy Vehicles,% 0 2 25 1 0 18 0 24 0 2 2 8 0 32 2 6 Flow Rate(vECE),pc/h 0 441 7 337 0 9 3 18 1 333 1041 17 0 14 681 395 Right-Turn Bypass None None None None Conflicting Lanes 2 2 2 2 Pedestrians Crossing,p/h 0 0 1 0 Critical and Follow-Up Headway Adjustment Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Byp Critical Headway(s) 4.6453 4.3276 4.6453 4.3276 4.6453 4.3276 4.6453 4.3276 Follow-Up Headway(s) 2.6667 2.5352 2.6667 2.5352 2,6667 2.5352 2.6667 2.5352 Flow Computations, Capacity and v/c Ratios Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Entry Flow(ve),pc/h 573 212 12 18 334 1058 545 545 Entry Volume veh/h 563 208 10 15 327 1037 525 525 Circulating Flow(vA pc/h 705 1816 462 346 Exiting Flow(v..),pc/h 38 731 1500 1028 Capacity(cP,e),pc/h 706 780 254 303 883 959 982 1058 Capacity(c),veh/h 694 767 213 254 864 939 947 1020 v/c Ratio(x) 0.81 0.27 0.05 0.06 0.38 1.10 0.56 0.52 Delay and Level of Service Approach EB WB NB 5B Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Lane Control Delay(d),s/veh 27.7 7.8 18.0 15.3 8.6 81.8 11.2 9.8 Lane LOS D A C C A F B A 95%Queue,veh 8.5 1.1 0.1 0.2 1.8 26.8 3.5 3.0 Approach Delay,s/veh 22.3 16.4 64.2 10.5 Approach LOS C C F B Intersection Delay,s/veh I LOS 36.2 E Copyright©2017 University of Florida.All Rights Reserved. HCS7"Roundabouts Version 7.2.1 8/14/201711:10:15 AM N-19th-Ave+E-Valley-Center-Rd_Weekday-PM_2027-Total-Mitig.xro i IMF Roundabouts R • • General Information Site Information 4nalyst T.Eastwood Intersection N 19th Ave&E Valley Center Rd Agency or Co. Morrison-Maierle E/W Street Name East Valley Center Road Date Performed 8/2/2017 N/S Street Name North 19th Avenue Analysis Year 2027 Analysis Time Period(hrs) 0.25 Time Analyzed Saturday,Midday Peak Peak Hour Factor 0.96 Project Description Catron Crossing-Total Mitigation Jurisdiction City of Bozeman/MDT Volume Adjustments and Site Characteristics Approach EB WB NB SB Movement U L T R U L T I R U L T R U L T R Number of Lanes(N) 0 1 1 0 0 0 1 1 0 1 1 0 0 1 0 2 0 Lane Assignment L LTR LT R L LTR LT TR Volume(V),veh/h 1 359 3 477 0 11 4 30 0 442 818 14 0 15 919 400 Percent Heavy Vehicles,% 0 2 10 1 0 0 26 0 0 1 1 9 0 20 1 1 Flow Rate(VPCE),pc/h 1 381 3 502 0 11 5 31 0 465 861 16 0 19 967 421 Right-Turn Bypass None None None None Conflicting Lanes 2 2 2 2 Pedestrians Crossing,p/h 0 0 1 0 Critical and Follow-Up Headway Adjustment Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Critical Headway(s) 4.6453 4.3276 4.6453 4.3276 4.6453 4.3276 4.6453 4.3276 Follow-Up Headway(s) 2.6667 2.5352 2.6667 2.5352 2.6667 2.5352 2.6667 2.5352 Flow Computations, Capacity and v/c Ratios Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Entry Flow(ve),pc/h 382 505 16 31 465 877 704 704 Entry Volume veh/h 377 498 16 30 460 868 695 695 Circulating Flow(vc),pc/h 997 1708 404 482 Exiting Flow(v,K),pc/h 38 892 1273 1480 Capacity(c,ce),pc/h 539 608 280 332 931 1007 866 943 Capacity(c),veh/h 532 600 274 325 920 996 856 931 v/c Ratio(x) 0.71 0.83 0.06 0.09 0.50 0.87 0.81 0.75 Delay and Level of Service Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Lane Control Delay(d),s/veh 25.1 32.8 14.2 12.7 10.3 26.5 23.6 18.0 Lane LOS D D B B B D C C 95%Queue,veh 5.6 8.7 0.2 0.3 2.9 11.7 9.0 7.1 Approach Delay,s/veh 29.5 13.2 20.9 20.8 Approach LOS D B C C Intersection Delay,s/veh I LOS 22.8 C Copyright cs>2017 University of Florida.All Rights Reserved. HCS7"Roundabouts Version 7.2.1 8/14/2017 11:15:31 AM N-19th-Ave+E-Valley-Center-Rd_Saturday-Mid_2027-Total-Mitig.xro Morrison Maierle engineers • surveyors planners • scientists 2880 TECHNOLOGY BOULEVARD WEST a PO BOX 1113 • BOZEMAN,MT 59771 PHONE: (406) 587-0721 • FAX: (406)922-6702 • www.m-m.net