HomeMy WebLinkAbout18 - Traffic Impact Study - East Main Street Hotel (Residence Inn)
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Traffic Impact & Parking Study
East Main Street Hotel
815 East Main Street
Bozeman, Gallatin County, Montana
OOctober 2018
Prepared For:
BlackRidge Companies
1735 South 19th Avenue, Suite B
PO Box 11890
Bozeman, MT 59719
MMI Project No. 5305.005
Traffic Impact & Parking Study
East Main Street Hotel | Bozeman, Gallatin County, Montana
Table of Contents | i
Table of Contents
Purpose of Report and
Study Objectives ................................... 1
Proposed Development ........................ 1
Location .......................................................... 1
Development Description ................................ 1
Development Horizon ...................................... 4
Existing Area Conditions ...................... 4
Study Area ...................................................... 4
Area of Influence ............................................... 4
Study Area Land Use ........................................ 4
Anticipated Future Development ...................... 4
Site Accessibility ............................................. 5
Transportation Network .................................... 5
Study Area Roadway ................................. 5
Study Area Intersections............................ 5
East Main Street ............................................... 5
East Main Street & North Broadway Avenue.... 6
East Main Street & Buttonwood Avenue .......... 6
East Main Street & Cypress Street /
Jackpot Casino Access..................................... 7
East Main Street & Mountain View and
Parkview Buildings / Park Place
Building Accesses ............................................. 7
Existing Study Area Transportation System ..... 8
Traffic Volumes ................................................. 8
Transit Service .................................................. 8
Pedestrians & Bicyclists.................................... 8
Projected Traffic .................................. 11
Site Traffic ..................................................... 11
Development Trip Distribution ........................ 11
Trip Assignment .............................................. 11
Parking Demand ............................................. 14
Proposed Parking ........................................... 14
Shared Parking ........................................ 15
Adjacent Site Parking &
Proposed Hotel Parking ........................... 15
Minimum Shared Parking ........................ 16
Pedestrians & Bicyclists ................................ 17
Non-Site Traffic............................................. 17
Method of Projection ...................................... 17
Estimated Volumes ........................................ 17
Total Traffic .................................................. 19
Transportation Analyses .................... 19
Methodologies .............................................. 19
Study Scenarios ............................................. 19
Analysis Methodologies ................................. 19
Signalized Intersection Analyses ............ 21
Two-Way Stop-Controlled
(TWSC) Intersections .............................. 21
Traffic Operations ......................................... 21
Capacity & Level of Service Analyses ........... 21
Queuing Analyses .......................................... 25
Findings ............................................... 25
Need for Any Improvements ......................... 25
2018 Existing Conditions ................................ 25
East Main Street &
North Broadway Avenue ......................... 25
East Main Street &
Buttonwood Avenue ................................ 26
East Main Street & Cypress Street /
Jackpot Casino Access ........................... 26
East Main Street & Mountain View and
Parkview Buildings / Park Place
Building Accesses ................................... 27
2020 Estimated Background Traffic ............... 27
Existing Study Area Intersections ........... 27
Proposed East Main Street
Hotel Site Access .................................... 27
2020 Estimated Total Traffic .......................... 28
Site Accessibility ........................................... 28
Pedestrians & Bicyclists ................................ 28
Transit Service.............................................. 28
Compliance with Applicable Local Codes ..... 28
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ii | Table of Contents
Conclusions & Recommendations .... 29
Study Area Intersections ............................... 29
East Main Street &
North Broadway Avenue ................................. 29
East Main Street & Buttonwood Avenue ........ 29
East Main Street & Cypress Street /
Jackpot Casino Access................................... 29
East Main Street & Mountain View and
Parkview Buildings / Park Place
Building Accesses ........................................... 30
Site Accessibility ........................................... 30
Site Parking ................................................... 31
References ........................................... 32
Appendices
Appendix A
Level of Service Concepts, Analysis
Methodologies, & Standards of Significance
Appendix B
Traffic Count Data
Appendix C
Trip Generation Data
Appendix D
Parking Data
Appendix E
Capacity & Level of Service Analyses
E-1: Intersection Operations Summaries
E-2: Estimated 2018 Current Daily Traffic
E-3: Estimated 2020 Background Traffic
E-4: Estimated 2020 Total Traffic
Appendix F
Queuing Analyses
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List of Figures & Tables | iii
List of Figures
Figure 1: Site Location ........................................................................................................................ 2
Figure 2: Preliminary Site Layout ....................................................................................................... 3
Figure 3: Existing Transportation System ......................................................................................... 9
Figure 4: Current Daily Traffic .......................................................................................................... 10
Figure 5: Primary Trip Distribution ................................................................................................... 12
Figure 6: Site Traffic Assignment ..................................................................................................... 13
Figure 7: Shared Parking Analysis - Weekday Summary................................................................ 16
Figure 8: Estimated 2020 Background Traffic ................................................................................. 18
Figure 9: Estimated 2020 Total Traffic.............................................................................................. 20
Figure 10: Traffic Operations Summary for 2018 Existing Conditions .......................................... 22
Figure 11: Traffic Operations Summary for 2020 Estimated Background Traffic ......................... 23
Figure 12: Traffic Operations Summary for 2020 Estimated Total Traffic ..................................... 24
List of Tables
Table 1: Estimated East Main Street Hotel Trip Generation Summary ........................................... 11
Table 2: Parking Requirements ........................................................................................................ 14
Table 3: Estimated Queue Analyses Summary ................................................................................ 25
Traffic Impact & Parking Study
for
East Main Street Hotel
815 East Main Street
Bozeman, Gallatin County, Montana
Traffic Impact & Parking Study
East Main Street Hotel | Bozeman, Gallatin County, Montana
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Purpose of Report and Study Objectives
This traffic impact study summarizes the potential impacts from the proposed East Main Street hotel
proposed to be located at 815 East Main Street 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 development under existing conditions as well as with estimated
impacts. Study recommendations and conclusions are intended to provide guidance with respect to the
function of the proposed site accesses and the area transportation system.
Proposed Development
Location
The proposed East Main Street hotel project is located in Bozeman, Gallatin County, Montana on
Lot 13A-1, Block 30 of Amended Plat C-23-A29 of the Northern Pacific Addition located in the northeast
quarter of Section 7, Township 2 South, Range 6 East, Principal Meridian of Montana. Generally, the
property is bordered by East Main Street to the south, an existing Town Pump convenience store and
gas station to the west, an existing Jackpot Casino to the southeast, professional offices in the Mountain
View and Parkview Buildings to the east and southeast, and the Village Downtown neighborhood to the
north. The site location is depicted in Figure 1 on the following page.
Development Description
The East Main Street hotel project is proposed to consist of a four story hotel with 104 rooms as well as
normal hotel amenities and support facilities such as public restrooms, hotel and guest laundry facilities,
breakfast buffet, small beer and wine bar, and other similar uses. The development is estimated to
generate a total of 748 average weekday trips as well as 47 weekday AM and 52 PM peak hour trips.
Limited site traffic may use the existing Mountain View and Parkview Buildings access to East Main Street
to the east. There is one site access to East Main Street included with the proposed development. The
preliminarily proposed site layout is shown in Figure 2 on page 3.
Zoning
The existing site 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 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.”
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Figure 1: Site Location
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Figure 2: Preliminary Site Layout
The City of Bozeman Unified Development Code further states, “Design standards emphasizing
pedestrian oriented design are important elements of this district. Use of this zone is appropriate for
arterial corridors, commercial nodes, and/or areas served by transit.”
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Development Horizon
It is anticipated that the proposed East Main Street hotel will be under construction in early 2019 and fully
developed by early 2020. Therefore, this study will assess any impacts this development may have on
the area transportation system within this timeframe.
Existing Area Conditions
Study Area
Area of Influence
The transportation impacts from a development are largely dependent on its location and size as well as
the characteristics of the surrounding transportation system. The significant impacts to the adjacent
transportation system will generally be within a limited area from the site. The proposed East Main Street
hotel is not significantly large in size from a traffic generation standpoint, having fewer than 100 estimated
trips during both the weekday AM and PM peak hours. Therefore, it is not anticipated that the
development would have significant impacts beyond the proposed site access and key intersections
within proximity to the proposed project.
Study Area Land Use
Presently, the proposed development site is vacant. As stated previously, the site is bordered by East
Main Street to the south, an existing Town Pump convenience store and gas station to the west, an
existing Jackpot Casino to the southeast, professional offices in the Mountain View and Parkview
Buildings to the east and southeast, and the Village Downtown neighborhood to the north.
Anticipated Future Development
Within the study area, there are a few developments currently under construction. The Blackmore Bend
site at the southeast corner of East Main Street and Highland Boulevard as well as the Bozeman
Commons site on the north side of East Main Street to the east of the Mountain View and Parkview
Buildings east of the proposed hotel site. The Blackmore Bend site includes multiple buildings comprising
a mixture of a grocery store; retail, restaurant, and office space; and residential units. More notably, the
Bozeman Commons development includes approximately 60,147 square feet (ft2) of office and
commercial space plus 27,000 ft2 of residential space. Phase 1 of the development is under construction
that includes a two story building containing 17,147 ft2 of office space. There are three additional phases
proposed with the Bozeman Commons site.
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Included as part of Phase 1 of the Bozeman Commons, the existing site access for the Mountain View
and Parkview Buildings will be modified to restrict vehicular movements to right-in, right-out only from
East Main Street. An existing access approximately 330 feet to the east of that approach that serves an
existing car wash and apartment units will be modified to provide full vehicular access to and from East
Main Street for the Bozeman Commons development plus the Mountain View and Parkview Buildings.
Site Accessibility
Transportation Network
The study area for the East Main Street hotel development will focus on key intersections within proximity
to the proposed site. The roadways and intersections included within this study are noted below:
Study Area Roadway
East Main Street
Study Area Intersections
East Main Street & North Broadway Avenue | Existing Intersection
East Main Street & Buttonwood Avenue | Existing Intersection
East Main Street & Cypress Street / Jackpot Casino Access | Existing Intersection
East Main Street & Mountain View and Parkview Buildings / Park Place Building Accesses | Existing Intersection
East Main Street & East Main Street Hotel Access | Proposed Intersection
East Main Street
Within the project study area, it is proposed that the site would access East Main Street, which is a
principal arterial roadway under the City of Bozeman’s functional classification system as provided in the
Bozeman Transportation Master Plan (TMP) (Robert Peccia & Associates, April 2017). This roadway is
a national highway system route (N-50, C000050N) under the Montana Department of Transportation
(MDT) classification system and is also United States Highway 191 (US 191). Adjacent to the proposed
redevelopment site, it has a present traveled width (PTW) of approximately 50 feet, surface width of
approximately 70 feet, and posted speed limit of 25 miles per hour (mph).
East Main Street is an undivided highway (opposing travel directions separated by a painted, double-
yellow centerline) including two travel lanes in both the eastbound and westbound directions. Adjacent
to the site, East Main Street widens to accommodate a westbound left turn lane at its intersection with
Cypress Street as well as a two-way left turn lane approximately 300 feet east of that intersection.
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East Main Street & North Broadway Avenue
The intersection of East Main Street and North Broadway Avenue has the characteristics described in
the following:
Signalized Intersection
Permissive control for left turn movements.
Eastbound Approach (From the West) – (1) Left Turn / Through and (1) Through / Right Turn Lane
Existing Available Queue Storage = ±275 ft (Measured to Driveway on North Side of Roadway)
Westbound Approach (From the East) – (1) Left Turn / Through and (1) Through / Right Turn Lane
Existing Available Queue Storage = ±210 ft (Measured to Buttonwood Avenue on South Side of Roadway)
Northbound Approach (From the South) – (1) Left Turn / Through / Right Turn Lane
Existing Available Queue Storage = ±25 ft (Private Drive Approach to Parking Lot)
Southbound Approach (From the North) – (1) Left Turn / Through / Right Turn Lane
Existing Available Queue Storage = ±275 ft (Measured to Railroad Crossing on North Broadway Avenue)
East Main Street & North Broadway Avenue Posted Speed Limit = 25 mph
East Main Street & Buttonwood Avenue
The existing intersection of East Main Street (N-50, C000050N) and Buttonwood Avenue has the
following characteristics:
Stop-Controlled, T-Intersection
Stop Control on the Northbound, Buttonwood Avenue Approach
Eastbound Approach (From the West) – (1) Through and (1) Through / Right Turn Lane
Existing Available Queue Storage = ±210 ft (Measured to North Broadway Avenue)
Westbound Approach (From the East) – (1) Left Turn / Through and (1) Through Lane
Existing Available Queue Storage = ±240 ft (Measured to Cypress Street)
Northbound Approach (From the South) – (1) Left / Right Turn Lane
Existing Available Queue Storage = ±320 ft (Measured to Cypress Street)
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East Main Street & Cypress Street / Jackpot Casino Access
The existing intersection of the East Main Street and Cypress Street / Jack Pot Casino access includes
the features below:
Two-Way Stop-Controlled Intersection
Stop Control on the Northbound, Cypress Street, Approach
Southbound, Jackpot Casino Site, Approach Not Signed, but Functions as Stop-Controlled
Eastbound Approach (From the West) – (1) Left Turn / Through and (1) Through / Right Turn Lane
Existing Available Queue Storage = ±240 ft (Measured to Buttonwood Avenue)
Westbound Approach (From the East) – (1) Left Turn, (1) Through, and (1) Through / Right Turn Lane
Existing Left Turn Lane Available Queue Storage = ±125 ft
Existing Through & Through / Right Turn Lane Available Queue Storage = ±160 ft
(Measured to Mountain View / Parkview / Park Place Buildings Access)
Northbound Approach (From the South) – (1) Left Turn / Through / Right Turn Lane
Existing Available Queue Storage = ±300 ft (Measured to East Babcock Street)
Southbound Approach (From the North) – (1) Left Turn / Through / Right Turn Lane
Existing Available Queue Storage = ±50 ft (Measured to East-West Drive Aisle)
East Main Street & Mountain View and Parkview Buildings / Park Place Building Accesses
The existing intersection of the East Main Street with the Mountain View and Parkview Buildings / Park
Place Building accesses has the following characteristics:
Offset, Two-Way Stop-Controlled Intersection
Northbound, Park Place Building Approach Not Signed, but Functions as Stop-Controlled
Southbound, Mountain View / Parkview / Park Place Buildings Approach
Not Signed, but Functions as Stop-Controlled
Northbound and Southbound Approaches Offset by ±50 ft
Eastbound Approach (From the West) – (1) Left Turn / Through and (1) Through / Right Turn Lane
Existing Available Queue Storage = ±160 ft (Measured to Cypress Street)
Westbound Approach (From the East) – (1) Left Turn / Through and (1) Through / Right Turn Lane
Existing Available Queue Storage = ±300 ft (Measured to Driveway on North Side of Roadway)
Northbound Approach (From the South) – (1) Left Turn / Through / Right Turn Lane
Existing Available Queue Storage = ±90 ft (Measured to East-West Drive Aisle)
Southbound Approach (From the North) – (1) Left Turn / Through / Right Turn Lane
Existing Available Queue Storage = ±90 ft (Measured to East-West Drive Aisle)
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Existing Study Area Transportation System
The existing study area roadways and intersections described above are shown in Figure 3 on the
following page. Included within the figure is the existing traffic control at each of the study area
intersections as well as the traffic lane configurations.
Traffic Volumes
Traffic data for the study area intersections were developed through turning movement counts conducted
by Morrison-Maierle. Counts were conducted during the weekday, AM (one hour between 7:00 and
9:00 a.m.), and PM (one hour between 4:00 and 6:00 p.m.) peak periods on Thursday, March 22, 2018
and are provided in Appendix B. East Main Street intersection turning movement count data were
adjusted for seasonal and daily variations based on the most recently available adjustment factors
developed by the Montana Department of Transportation (MDT) for an urban principal arterial. The
intersection turning movement count data were balanced for continuity of vehicular movements. The data
are summarized in Figure 4 on page 10.
Transit Service
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 currently
offers a route immediately adjacent to the proposed hotel site. The Orangeline route runs from the
Downtown Transfer station providing service to the downtown US Post Office, Bozeman Public Library,
Bozeman Health Deaconess Hospital, Museum of the Rockies, and Montana State University.
Pedestrians & Bicyclists
Within the study area, facilities are available for pedestrians and bicyclists. Sidewalks are presently
available adjacent to the site on East Main Street as well as on the opposite side of the roadway.
Pedestrian crossings are available across East Main Street at its intersections with North Broadway
Avenue as well as Cypress Street, which provide access to Lindley Park across East Main Street from
the site. From there, a pedestrian or bicyclist may also access an extensive portion of the City of
Bozeman’s trail network. To the north of the site is the Northside / Village Trail; however, it currently only
provides limited access to other destinations in the Bozeman area.
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Figure 3: Existing Transportation System
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Figure 4: Current Daily Traffic
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Projected Traffic
Site Traffic
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, 10th Edition published by the Institute of Transportation
Engineers (ITE) for estimating average vehicle trip ends based on Land Use Code 310 – Hotel. 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. The estimated primary purpose trip generation for the proposed East Main Street
hotel development is provided in Table 1 below. Primary purpose trips are those where the site is the
primary origin or destination, which result in new trips on the roadway system. Analyses are summarized
in Appendix C.
Table 1: Estimated East Main Street Hotel Trip Generation Summary
Land Use Units
Average Weekday Trips Average Weekday,
AM Peak Hour Trips
Average Weekday,
PM Peak Hour Trips
Enter Exit Total Enter Exit Total Enter Exit Total
Hotel
(Units = Rooms) 104 374 374 748 28 19 47 27 25 52
Development Trip Distribution
Trip distribution is the process of identifying the probable destinations, directions, and traffic routes that
development related traffic will likely affect. 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 O-D methods. The primary trip distribution for the proposed
East Main Street hotel site is shown in Figure 5 on the following page.
Trip Assignment
The assignment of development related traffic provides the information necessary to determine the level
of site related impacts to the area roadway system and intersections. It involves determining the volume
of traffic and its movements within the transportation system. 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 at the study area intersections for the proposed East Main Street
hotel development is shown in Figure 6 page 13.
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Figure 5: Primary Trip Distribution
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Figure 6: Site Traffic Assignment
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Site Parking
Parking Demand
Parking requirements are defined in the City of Bozeman’s Unified Development Code (UDC). These
requirements define the required minimum number of vehicle and bicycle parking spaces. The parking
requirements for the proposed development are shown in Table 2 below.
Table 2: Parking Requirements
Land Use Type Criteria Units Total Parking
Spaces Required
Hotel
1.1 Spaces Per Each Guest Room; 104 Rooms 115
Plus 1 Space Per Employee on Maximum Shift; 5 Employees 5
Plus 1 Space Per 60 Square Feet of
Indoor Public Serving Area; 150 SF 3
Plus 1 Space Per 120 Square Feet of
Outdoor (Patio) Area 240 SF 2
Allowable Reduction for
Landscaping in Lieu of Parking
1 Space Per 350 Square Feet of Streetscaping
1,050 SF (3)
Bicycle Parking 10% of Required Vehicle Parking Before
Application of Any Vehicle Parking Reductions 125 Vehicle Spaces 13
Total Minimum Number of Vehicle Parking Spaces Required 122
Accessible parking must also be provided in accordance with the Americans with Disabilities Act design
standards. For a facility with 101 to 150 parking spaces, a minimum of five of those spaces must be
accessible. Additionally, two of the five accessible spaces must be van accessible.
Proposed Parking
The currently proposed parking for the East Main Street hotel development includes a combination of 69
surface lot and 32 garage spaces for a total of 101 provided parking spaces. Of those, twenty-five percent
(25%) are currently proposed as compact spaces (24 surface lot and 1 garage lot). The proposed parking
is short of the calculated required parking by a total of 21 spaces.
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Shared Parking
To address the parking shortage, the East Main Street hotel site is proposing to develop shared parking
with the adjacent property to the east. The property to the east has two buildings that are currently utilized
for office land uses plus, as mentioned previously, the currently under development Bozeman Commons
site on the north side of East Main Street to the east of the Mountain View and Parkview Buildings east
of the proposed hotel site. The Bozeman Commons site will include the Payne West Building that
provides an additional 61 vehicle parking spaces plus an unnamed Building 4 that would include a mix of
offices as well as a coffee/donut shop or restaurant that would provide an additional 103 vehicle parking
spaces. With the parking demand for the Mountain View and Parkview Buildings as well as the Bozeman
Commons site occurring primarily during the day and hotel use occurring at night, the incorporation of
shared parking between the sites may be possible. The combined vehicle parking between the Mountain
View and Parkview Buildings, hotel, and Bozeman Commons site would provide a total of 368 spaces.
Adjacent Site Parking & Proposed Hotel Parking
The existing Mountain View and Parkview Buildings surface parking lot has 105 total parking spaces
available. This includes a mixture of compact parking as well as four accessible parking spaces. With the
proposed East Main Street hotel site improvements, approximately three of those current parking spaces
would be removed to provide a drive aisle connection between the two sites. Morrison-Maierle conducted
a parking utilization and demand study for the existing parking lot from March 31 to April 6, 2018 to
evaluate the potential for shared parking. Data was reported for three hour intervals from each day of the
parking utilization and demand study of the number of vehicles parked in the lot at the start of each
interval. The study data is summarized in Appendix D for the peak observed demand for the existing
offices during the weekday and weekend periods.
Hourly parking demand estimates for the Bozeman Commons site were developed for both the Payne
West Building office use as well as the Building 4 mixed office and coffee/donut shop or restaurant use
from available information included in the Urban Land Institute’s Shared Parking, Second Edition (2005).
The estimated hourly parking demand for each of the buildings is summarized in Appendix D. Likewise,
hourly parking demand estimates for the proposed hotel site were also developed from Shared Parking,
Second Edition. The hourly parking demand estimates for the Bozeman Commons site as well as the
hotel site were combined with the maximum observed values from the parking utilization and demand
study for the Mountain View and Parkview Buildings to ascertain if the combined parking between the
three sites could be accommodated by the parking provided. The peak parking demand for the combined
sites occurs during weekdays, which is shown in summary in Figure 7 on the following page.
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Figure 7: Shared Parking Analysis - Weekday Summary
Minimum Shared Parking
Based on the analyses, a total of 368 combined spaces (101 hotel, 103 Mountain View and Parkview
Buildings, 61 Payne West Building, and 103 Bozeman Commons Building 4) would be able to meet the
anticipated demand from the combined office, coffee/donut shop or restaurant, and hotel land uses
through shared parking. It is estimated that the East Main Street hotel would require a minimum of 21
total shared spaces to meet its peak parking demand. As shown in Figure 7 above, with one hundred
percent hotel occupancy the combined sites are estimated to require a peak of 368 parking spaces at
approximately 9:00 a.m. on a weekday. This would maximize the parking demand on the combined sites.
As noted previously, the parking data analyses are provided in Appendix D.
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Pedestrians & Bicyclists
Sidewalk connections to East Main Street as well as the adjacent Mountain View and Parkview Buildings
site are proposed with the East Main Street hotel development. Moreover, a connection is also proposed
to the north of the site linking to the Northside / Village Trail. The proposed pedestrian facilities can be
seen in Figure 2 on page 3. Bicycle parking will also be provided with the site improvements.
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.
Estimated Volumes
Estimated background traffic volumes for the 2020 development horizon were established by applying
the build-up method. Traffic contributions from the Blackmore Bend and Bozeman Commons – Phase 1
(east of the Mountain View Building) developments were incorporated to evaluate background traffic
volumes in the area in the year 2020. Additionally, with the modifications to the existing Mountain View
and Parkview Buildings access to East Main Street it is anticipated that eastbound left turns entering the
site from East Main Street will utilize the proposed hotel development access. Also, a portion of
southbound left turns from the existing access may utilize the proposed new approach. The estimated
traffic volumes that would be redistributed to the new East Main Street hotel site access are included with
the estimated 2020 background traffic volumes that are presented in Figure 8 on the following page.
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Figure 8: Estimated 2020 Background Traffic
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Total Traffic
Site-generated traffic from the proposed East Main Street hotel development for full build-out conditions
was combined with the estimated 2020 background traffic volumes to establish the estimated 2020 total
traffic volumes that were used in the impact analyses. Those volumes are shown in Figure 9 on the
following page.
Transportation Analyses
Methodologies
This section documents the methodologies and assumptions used to conduct the traffic impact analyses
for the proposed East Main Street hotel. 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 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 2020 Background Traffic
Estimated 2020 Total Traffic
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 | A Guide for Multimodal Mobility Analysis (HCM) published by the Transportation
Research Board (TRB) for unsignalized and signalized intersections.
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Figure 9: Estimated 2020 Total Traffic
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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 Chapter 19 of the HCM. The HCM methodology for evaluating signalized
intersections, which is based on the “operational analysis” procedure, 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 7.4 developed and maintained by the McTrans Center at the University of
Florida. Unsignalized 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. LOS is not defined for the whole intersection.
Traffic Operations
Capacity & Level of Service Analyses
Capacity and level of service analyses were performed for the study area intersections for 2018 current
daily traffic volumes (shown in Figure 4 on page 10), estimated 2020 background traffic volumes (shown
in Figure 8 on page 18), and estimated 2020 total traffic volumes (shown in Figure 9 on page 20).
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 with the exception of the Mountain
View and Parkview Buildings access. The proposed modifications included with Phase 1 of the Bozeman
Commons development to limit the approach to right-in, right-out turn movements only were incorporated
with the analyses for estimated 2020 background and total traffic volumes. The analyses are summarized
in the following figures and detailed results are included in Appendix E.
Figure 10: Traffic Operations Summary for 2018 Existing Conditions – Page 22
Figure 11: Traffic Operations Summary for 2020 Estimated Background Traffic – Page 23
Figure 12: Traffic Operations Summary for 2020 Estimated Total Traffic – Page 24
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Figure 10: Traffic Operations Summary for 2018 Existing Conditions
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Figure 11: Traffic Operations Summary for 2020 Estimated Background Traffic
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East Main Street Hotel | Bozeman, Gallatin County, Montana
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Figure 12: Traffic Operations Summary for 2020 Estimated Total Traffic
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East Main Street Hotel | Bozeman, Gallatin County, Montana
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Queuing Analyses
Analyses of queue storage requirements were performed for the East Main Street hotel proposed site
access onto East Main Street based on estimated 2020 total traffic volumes in accordance with the HCM.
Minimum queue storage requirements were evaluated based on a passenger vehicle for design. The
queuing analyses are provided in Appendix F and summarized in Table 3 below.
Table 3: Estimated Queue Analyses Summary
Intersection
Roadway &
Approach
Analysis
Time
Period
Minimum
Calculated Queue
Length
(ft) [veh]
Minimum Design
Queue Storage
(ft) [veh]
Ideal Design
Queue Storage
(ft) [veh]
East Main Street & the
Proposed
East Main Street Hotel
Site Access
East Main
Street Hotel
Access
SB
Weekday,
AM Peak 17.68 [0.88] 20.00 [1.00] 25.00 [1.00]
Weekday,
PM Peak 58.14 [2.91] 60.00 [3.00] 75.00 [3.00]
Recommended Minimum Queue Storage = 75.00 [3.00]
Findings
Need for Any Improvements
2018 Existing Conditions
Capacity and level of service analyses based on current daily traffic conditions show that East Main Street
is functioning at LOS B at each of its intersections with North Broadway Avenue, Buttonwood Avenue,
Cypress Street / Jackpot Casino access, and the Mountain View and Parkview Buildings access.
East Main Street & North Broadway Avenue
The intersection of East Main Street and North Broadway Avenue as a whole is operating at LOS B during
both the weekday, AM and PM peak hours; however, the southbound approach at the intersection is
operating at LOS D during the weekday, PM peak hour. Per the City of Bozeman’s standards, only the
intersection as a whole must operate at LOS C or better for intersections with arterial and collector streets.
Therefore, the existing intersection of East Main Street and North Broadway Avenue currently meets that
standard and no additional mitigation is necessary for level of service. The estimated peak vehicle queues
on that approach may block adjacent accesses between East Main Street and East Mendenhall Street;
however, the max queue length is not estimated to extend across the existing railroad tracks on North
Broadway Avenue.
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East Main Street & Buttonwood Avenue
As shown in Figure 10 on page 22, Buttonwood Avenue currently operates at LOS D during the weekday,
PM peak hour. The excessive delay on this approach is attributable to the traffic volume on East Main
Street. Improvements at this intersection to mitigate the substandard level of service would require
modifications to the traffic control at the intersection or restricting left turn movements from the approach.
Due to its proximity to the intersection of East Main Street and North Broadway Avenue, modifications to
the traffic control at the intersection would not be recommended. Limiting left turn movements from the
approach also would not be reasonable as there are not any other routes in close proximity to the
approach that would allow vehicles to make a right turn onto East Main Street from Buttonwood Avenue
and then make a left or right turn to proceed west towards the downtown Bozeman area. Additionally,
there is a limited volume of traffic utilizing Buttonwood Avenue throughout much of the year except in the
case of special events at Lindley Park. Consequently, the cost of any improvements to mitigate the level
of service deficiency far exceeds the benefit gained from those improvements.
East Main Street & Cypress Street / Jackpot Casino Access
Also shown in Figure 10 on page 22, the northbound, Cypress Street approach and the southbound,
Jackpot Casino access currently operate at LOS E and D during the weekday, PM peak hour,
respectively. Similar to the intersection of East Main Street and Buttonwood Avenue, the excessive
vehicle delay on those approaches is attributable to the traffic volume on East Main Street. Likewise,
improvements at this intersection to mitigate the substandard level of service would require modifications
to the traffic control at the intersection or restricting left turn movements from either approach. Again, the
proximity to the intersection of East Main Street and North Broadway Avenue limits the option of modifying
the traffic control at the intersection. Moreover, traffic volumes on the Cypress Street approach are not
intensive or sustained enough throughout an average weekday to meet minimum criteria for installation
of a traffic signal at the intersection. Alternatively, left turn traffic from Cypress Street may elect to access
the traffic signal at the intersection of East Main Street and Highland Boulevard if delays become too
excessive.
Limiting left turn movements from either approach also would not be reasonable as there are not any
other routes in close proximity that would allow vehicles to turn right onto East Main Street from Cypress
Street or the Jackpot Casino approach and then make a left or right turn to proceed west towards the
downtown Bozeman area or east towards Interstate 90, Highland Boulevard, or the eastern area of
Bozeman. As before, there is a limited volume of traffic utilizing each of the approaches. Consequently,
the cost of any improvements to mitigate the level of service deficiency far exceeds the benefit gained
from those improvements.
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East Main Street & Mountain View and Parkview Buildings / Park Place Building Accesses
Presently, the northbound, Park Place Building approach as well as the southbound, Mountain View and
Parkview Buildings approach each experience level of service issues during the weekday, PM peak hour.
As noted previously, the Bozeman Commons – Phase 1 improvements project will be modifying the
southbound, Mountain View and Parkview Buildings approach to only allow for right-in, right-out
movements. No improvements are planned for the northbound, Park Place Building approach as it is fully
built out with no available room for widening to accommodate the modifications that would be necessary
to limit turn movements on the approach. The approach also allows for through access by emergency
vehicles to the rear of the Park Place Building.
2020 Estimated Background Traffic
Existing Study Area Intersections
Non-site traffic growth on East Main Street in the area is projected to cause a decline in level of service
on the Jackpot Casino approach, Cypress Street, and the Park Place Building approach to East Main
Street. However, none of the previous findings related to existing conditions would change for any of the
approaches.
Proposed East Main Street Hotel Site Access
Background traffic contributions from the existing Mountain View and Park View Buildings site estimated
to utilize the proposed East Main Street hotel access were evaluated separately to gauge their level of
impact. During the weekday, PM peak hour, those traffic contributions in combination with the volume of
traffic on East Main Street are projected to cause the proposed hotel site access to operate at LOS D.
As was the case with the Buttonwood Avenue intersection with East Main Street, the proximity of the
proposed access to the intersection of East Main Street and North Broadway Avenue curbs the potential
for modifications to the traffic control at the intersection.
As with other study area intersections, limiting left turn movements from the approach also would not be
reasonable as there are not any other routes in close proximity to the approach that would allow vehicles
to make a right turn onto East Main Street and then make a left or right turn to proceed east towards
Interstate 90, Highland Boulevard, or the eastern area of Bozeman. Also, the elevated grade of the site
limits the potential for including a connection to Village Downtown Boulevard to the north. Therefore, no
modifications to the proposed access are proposed to mitigate level of service deficiencies during the
weekday, PM peak hour. In fact, the approach will function similarly to other drive approaches along both
East and West Main Street in the downtown Bozeman area.
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2020 Estimated Total Traffic
No additional impacts requiring additional discussion, evaluation, or mitigation were identified with the
addition of vehicular traffic from the proposed East Main Street hotel development.
Site Accessibility
As shown in the traffic operations analyses for the study area intersections, the proposed access serving
the East Main Street hotel site will function with acceptable capacity and within reasonable levels of
service as a full access approach. Adequate queue storage should be provided at the proposed site
access to East Main Street.
Pedestrians & Bicyclists
Sidewalk connections to East Main Street as well as the adjacent Mountain View and Parkview Buildings
site are proposed with the East Main Street hotel development. Moreover, a connection is also proposed
to the north of the site linking to the Northside / Village Trail. Bicycle parking will also be provided with
the site improvements.
Transit Service
Streamline transit service is available immediately adjacent to the proposed hotel site via the Orangeline
route. No specific improvements are proposed with the East Main Street hotel development nor are any
expressly necessary with the proposed site. The availability of transit service may be utilized by some
guests of the proposed hotel; however, no reductions in projected traffic from the development due to
transit use have been included as a part of this study.
Compliance with Applicable Local Codes
The proposed East Main Street hotel site access should be installed in accordance with the City of
Bozeman UDC requirements as well as the most current City Engineering Division Design Standards
and Specifications Policy, at a minimum. A Driveway Approach Application and Permit is required to be
obtained through the Montana Department of Transportation for access to state maintained roadways.
Traffic Impact & Parking Study
East Main Street Hotel | Bozeman, Gallatin County, Montana
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Conclusions & Recommendations
Analysis of trip generation estimates and traffic operations reveal that the proposed East Main Street
hotel development will have minimal impact on the area transportation system. Based on the analyses
included herein, the following are recommended as appropriate:
Study Area Intersections
East Main Street & North Broadway Avenue
The intersection of East Main Street and North Broadway Avenue as a whole is operating at LOS B during
both the weekday, AM and PM peak hours. Per the City of Bozeman’s standards, the intersection of East
Main Street and North Broadway Avenue meets those standards and no additional mitigation is
necessary with the development of the proposed East Main Street hotel.
East Main Street & Buttonwood Avenue
Buttonwood Avenue experiences a substandard level of service during the weekday, PM peak hour at its
intersection with East Main Street. With the development of the proposed East Main Street hotel site, no
mitigation for Buttonwood Avenue is recommended based on the following:
Due to its proximity to the intersection of East Main Street and North Broadway Avenue, modifications to the traffic
control at the intersection is not recommended.
Limiting left turn movements from the approach also would not be reasonable as there are not any other routes in close
proximity to the approach that would allow vehicles to make a right turn onto East Main Street from Buttonwood Avenue
and then make a left or right turn to proceed west towards the downtown Bozeman area.
There is a limited volume of traffic utilizing Buttonwood Avenue throughout much of the year except in the case of
special events at Lindley Park. Consequently, the cost of any improvements to mitigate the level of service deficiency
far exceeds the benefit gained from those improvements.
East Main Street & Cypress Street / Jackpot Casino Access
Cypress Street as well as the Jackpot Casino access each experiences a substandard level of service
during the weekday, PM peak hour at its intersection with East Main Street. With the development of the
proposed East Main Street hotel site, no mitigation is recommended based on the following:
Due to its proximity to the intersection of East Main Street and North Broadway Avenue, modifications to the traffic
control at the intersection is not recommended.
Traffic volumes on either the Cypress Street or Jackpot Casino approaches are not intensive or sustained enough
throughout an average weekday to meet minimum criteria for installation of a traffic signal at the intersection.
Alternatively, left turn traffic from Cypress Street may elect to access the traffic signal at the intersection of East
Main Street and Highland Boulevard if delays become too excessive.
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East Main Street Hotel | Bozeman, Gallatin County, Montana
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Limiting left turn movements from either approach also would not be reasonable as there are not any other routes in
close proximity that would allow vehicles to turn right onto East Main Street from Cypress Street or the Jackpot Casino
approach and then make a left or right turn to proceed west towards the downtown Bozeman area or east towards
Interstate 90, Highland Boulevard, or the eastern area of Bozeman.
There is a limited volume of traffic utilizing each of the approaches. Consequently, the cost of any improvements to
mitigate the level of service deficiency far exceeds the benefit gained from those improvements.
East Main Street & Mountain View and Parkview Buildings / Park Place Building Accesses
The following are noted for East Main Street and its intersections with the Mountain View and Parkview
Buildings / Park Place Building accesses:
The modification of the Mountain View and Parkview Buildings access to only allow for right-in, right-out movements
is estimated to operate at acceptable levels of service through the 2020 analysis timeframe evaluated as a part of
this study for the proposed East Main Street hotel development.
No improvements are planned for the northbound, Park Place Building approach as it is a private approach and the
proposed East Main Street hotel site has no projected vehicular traffic utilizing the approach.
Site Accessibility
Driveway should be installed in accordance with the City of Bozeman’s design standards.
Driveway and internal drive aisles should be designed for the appropriate vehicles that may access the facility, including
emergency and solid waste 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.
A full access approach is currently proposed for the site and is recommended in consideration of the following:
A Modification of Property Access Standards request must be approved by the City Engineer.
A Driveway Approach Application and Permit must be approved by the Montana Department of Transportation.
Limiting left turn movements from the approach will not be reasonable as there are not any other routes in close
proximity to the approach that would allow vehicles to make a right turn onto East Main Street and then make a
left or right turn to proceed east towards Interstate 90, Highland Boulevard, or the eastern area of Bozeman.
The elevated grade of the site limits the potential for including a connection to Village Downtown Boulevard to the
north.
The approach will function similarly to other drive approaches along both East and West Main Street in the
downtown Bozeman area.
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East Main Street Hotel | Bozeman, Gallatin County, Montana
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Site Parking
Shared parking between the proposed East Main Street hotel site, the existing Mountain View and Parkview
Buildings site, and the Bozeman Commons site is feasible based on the existing available parking and the parking
proposed with the hotel and Bozeman Commons sites.
Based on peak parking analyses, the maximum projected parking demand between the proposed East Main Street
hotel site and the Mountain View and Parkview Buildings site is 368 parking spaces during the weekday, AM peak
period. It is anticipated that 21 spaces will need to be shared between the two properties in order to meet peak parking
demands for the proposed hotel development and current office uses.
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References
1. Abelin Traffic Services. (January 2017). East Main Development Traffic Impact Study. Helena, MT:
Dick Anderson Construction.
2. 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.
3. City of Bozeman. (February 26, 2018). Bozeman Unified Development Code. Bozeman, MT:
Author.
4. City of Bozeman – Engineering Division. (May 1, 2017). Design Standards and Specifications
Policy. Bozeman, MT: Author.
5. Institute of Transportation Engineers. (2005). Transportation Impact Analyses for Site
Development: An ITE Proposed Recommended Practice. Washington, DC: Author.
6. Institute of Transportation Engineers. (September 2017). Trip Generation, 10th Edition.
Washington, DC: Author.
7. Institute of Transportation Engineers. (September 2017). Trip Generation Handbook, 3rd Edition.
Washington, DC: Author.
8. KLJ. (August 2016). Traffic Impact Study: East Main Street Development – Bozeman, Montana.
Bozeman, MT: City of Bozeman.
9. Locati Architects. (November 29, 2017). Bozeman Commons: Sheet AC1.0 – Site Plan. Bozeman,
MT: Author.
10. Montana Department of Transportation. (November 2007). Montana Traffic Engineering Manual.
Helena, MT: Author.
11. Robert Peccia & Associates and Alta Planning & Design. (April 25, 2017). Bozeman Transportation
Master Plan. Bozeman, MT: City of Bozeman.
12. Stover, Vergil G. and Frank K. Koepke. (2002). Transportation and Land Development, 2nd Edition.
Washington, DC: Institute of Transportation Engineers.
13. Transportation Research Board. (2016). Highway Capacity Manual, 6th Edition: A Guide for
Multimodal Mobility Analysis. Washington, DC: Author.
14. 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.
15. Urban Land Institute (ULI Americas). (2005) Shared Parking, Second Edition. Washington, DC:
Author.
APPENDIX A
LEVEL OF SERVICE CONCEPTS,
ANALYSIS METHODOLOGIES,
& STANDARDS OF SIGNIFICANCE
Traffic Impact & Parking Study
East Main Street Hotel | Bozeman, Gallatin County, Montana
Appendix A: Level of Service Concepts, Analysis Methodologies, & Standards of Significance | A-1
Unsignalized Intersection Level of Service
The method presented in the Highway Capacity Manual, 6th Edition | A Guide for Multimodal Mobility
Analysis (HCM) 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
≤ 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, 6th Edition | A Guide for Multimodal Mobility Analysis
(Transportation Research Board, 2016)
Source: Exhibit 17-20. Highway Capacity Manual 2000, Pg. 17-24 (Transportation Research Board, 2000)
Figure A-1: Control Delay and Flow Rate
Traffic Impact & Parking Study
East Main Street Hotel | Bozeman, Gallatin County, Montana
A-2 | Appendix A: Level of Service Concepts, Analysis Methodologies, & Standards of Significance
Signalized Intersection Level of Service
The operational analysis method for evaluation of signalized intersections presented in the HCM 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-2 below.
Table A-2: Level of Service Criteria for Signalized Intersections
Control Stopped
Delay Per Vehicle Level of Service (LOS) Characteristics
≤ 10 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.
20.1 – 35.0 seconds
LOS C – Operations with higher delays, which may result from fair progression and/or longer cycle
lengths. Individual cycle failures may begin to appear at this level. The number of vehicles stopping is
significant at this level, although many still pass through the intersection without stopping.
35.1 – 55.0 seconds
LOS D – Operations with high delay, resulting from some combination of unfavorable progression,
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.
> 80.1 seconds
LOS F – A condition of excessively high delay, considered unacceptable to most drivers. This
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, 6th Edition | A Guide for Multimodal Mobility Analysis (Transportation Research Board, 2016)
City of Bozeman Standards
The City of Bozeman Unified Development Code (UDC) identifies specific standards for transportation
facilities and access. The standards pertaining to this study are identified in the paragraphs that follow.
Traffic Progression
Section 38.400.060.B.3 of the UDC 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.”
Traffic Impact & Parking Study
East Main Street Hotel | Bozeman, Gallatin County, Montana
Appendix A: Level of Service Concepts, Analysis Methodologies, & Standards of Significance | A-3
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 38.400.060.B.4 of the UDC. Those standards are as follows:
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 "C" 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.
Spacing Standards for Drive Accesses
The City of Bozeman also specifies spacing standards for drive accesses in Section 38.400.090.D.2 of
the UDC. Those standards are as follows:
Table 38.400.090-I: Minimum distance between public and/or private accesses and intersections and the minimum
distance between public and/or private accesses and other public and/or private accesses.
Access Located on
Arterial Streets
Access Located on
Collector Streets
Access Located on
Local Streets
Average Spacing In All Districts In All Districts In All Districts
Partial Access1 315’ 150’ 40’3
Full Access2 660’ 330’ 40’3
Minimum Separation 315’ 150’ 40’3
1Partial access includes right turn in and out only.
2Full access allows all turn movements, in and out.
3Accesses on local streets must be at least 150 feet from an intersection with an arterial.
APPENDIX B
TRAFFIC COUNT DATA
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APPENDIX C
TRIP GENERATION DATA
Page 1/1
Independent
Variable Units Enter Exit Total Enter Exit Total Enter Exit Total
Rooms 104 374 374 748 28 19 47 27 25 52
1Hotel - ITE Land Use Code 310 | Independent Variable: Rooms | Setting/Location: General Urban/Suburban
1Source: Trip Generation Manual, 10th Edition - Volume 2: Data - Part 1 , Institute of Transportation Engineers (Washington, DC), September 2017
Weekday
Average Vehicle Trip Ends On a:
T = 0.50(X) - 5.34 59% Entering
41% Exiting R2 = 0.85T = Average Vehicle Trip Ends
X = Independent Variable Units
R2 = 0.92T = Average Vehicle Trip Ends
X = Independent Variable Units
Fitted Curve Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination:
T = 11.29(X) - 426.97 50% Entering
50% Exiting
Weekday, Peak Hour of Adjacent Street Traffic,
One Hour Between 4 and 6 p.m.
Average Vehicle Trip Ends On a:
Weekday, Peak Hour of Adjacent Street Traffic,
One Hour Between 7 and 9 a.m.
Average Vehicle Trip Ends On a:
Weekday, PM Peak Hour Trips
EAST MAIN STREET HOTEL ESTIMATED TOTAL TRIP GENERATION
Average Weekday Trips Weekday, AM Peak Hour Trips
Fitted Curve Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination:
Hotel1
Land Use Description
Total Estimated Weekday Trips
Directional Distribution:Coefficient of Determination:
T = 0.75(X) - 26.02 51% Entering
49% Exiting R2 = 0.80T = Average Vehicle Trip Ends
X = Independent Variable Units
Fitted Curve Trip Generation Rate Equation:
N:\5305\005\Traffic Data\Trip Generation Analyses\Trip-Generation_East-Main-Street-Hotel.xlsx - Total Trip Generation Printed On: 10/10/2018 - 10:44 AM
Page 1/1
Independent
Variable Units Enter Exit Total Enter Exit Total Enter Exit Total
1000 Sq. Ft.
Gross Floor Area 17.12 95 95 190 23 4 27 4 22 26
1General Office Building - ITE Land Use Code 710 | Independent Variable: 1,000 Square Feet of Gross Floor Area
1Source: East Main Development Traffic Impact Study - Bozeman, Montana , Abelin Traffic Services (Helena, MT), January 2017
ITE Directional Distribution:Coefficient of Determination:
T = 1.49(X)16% Entering
84% Exiting R2 = ****T = Average Vehicle Trip Ends
X = Independent Variable Units
Abelin Estimated Trip Generation Rate Equation:
Weekday, PM Peak Hour Trips
EAST MAIN DEVELOPMENT - PHASE 1 OFFICE BUILDING TRIP GENERATION
Average Weekday Trips Weekday, AM Peak Hour Trips
Abelin Estimated Trip Generation Rate Equation:ITE Directional Distribution:Coefficient of Determination:
General Office Building1
Land Use Description
Total Estimated Weekday Trips
Weekday, Peak Hour of Adjacent Street Traffic,
One Hour Between 4 and 6 p.m.
Average Vehicle Trip Ends On a:
Weekday, Peak Hour of Adjacent Street Traffic,
One Hour Between 7 and 9 a.m.
Average Vehicle Trip Ends On a:
Weekday
Average Vehicle Trip Ends On a:
T = 1.56(X)86% Entering
14% Exiting R2 = ****T = Average Vehicle Trip Ends
X = Independent Variable Units
R2 = ****T = Average Vehicle Trip Ends
X = Independent Variable Units
Abelin Estimated Trip Generation Rate Equation:ITE Directional Distribution:Coefficient of Determination:
T = 11.03(X)50% Entering
50% Exiting
N:\5305\005\Traffic Data\Trip Generation Analyses\Trip-Generation_Ph-01_E-Main-Dev-Office.xlsx - Total Trip Generation Printed On: 4/23/2018 - 3:28 PM
Page 1/1
Independent
Variable Units Enter Exit Total Enter Exit Total Enter Exit Total
1000 Sq. Ft.
Gross Floor Area 23.74 1,213 1,213 2,426 50 31 81 115 110 225
1General Office Building - ITE Land Use Code 710 | Independent Variable: 1,000 Square Feet of Gross Floor Area
1Source: Traffic Impact Study: East Main Street Development - Bozeman, Montana, KLJ (Bozeman, MT), August 2016
Weekday
Average Vehicle Trip Ends On a:
T = 3.41(X)62% Entering
38% Exiting R2 = ****T = Average Vehicle Trip Ends
X = Independent Variable Units
R2 = ****T = Average Vehicle Trip Ends
X = Independent Variable Units
KLJ Estimated Trip Generation Rate Equation:KLJ Directional Distribution:Coefficient of Determination:
T = 102.20(X)50% Entering
50% Exiting
Weekday, Peak Hour of Adjacent Street Traffic,
One Hour Between 4 and 6 p.m.
Average Vehicle Trip Ends On a:
Weekday, Peak Hour of Adjacent Street Traffic,
One Hour Between 7 and 9 a.m.
Average Vehicle Trip Ends On a:
Weekday, PM Peak Hour Trips
BLACKMORE BEND - GROCERY STORE TRIP GENERATION
Average Weekday Trips Weekday, AM Peak Hour Trips
KLJ Estimated Trip Generation Rate Equation:KLJ Directional Distribution:Coefficient of Determination:
Supermarket1
Land Use Description
Total Estimated Weekday Trips
KLJ Directional Distribution:Coefficient of Determination:
T = 9.48(X)51% Entering
49% Exiting R2 = ****T = Average Vehicle Trip Ends
X = Independent Variable Units
KLJ Estimated Trip Generation Rate Equation:
N:\5305\005\Traffic Data\Trip Generation Analyses\Trip-Generation_Heebs-Grocery.xlsx - Total Trip Generation Printed On: 4/23/2018 - 3:42 PM
APPENDIX D
PARKING DATA
St
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42
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43
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APPENDIX E
CAPACITY & LEVEL OF SERVICE ANALYSES
APPENDIX E-1
INTERSECTION OPERATIONS SUMMARIES
Intersection Operations Summary for
East Main Street and North Broadway Avenue Weekday, AM Peak Hour
Private Driveway N Broadway Ave E Main St E Main St
NB SB EB WB
LOS B BCBB
Delay (sec/veh)12.6 18.7 22.3 11.9 11.5
Entry Volume (veh/hr)1,569 3 140 671 755
Volume to Capacity Ratio (v/c)0.42 0.01 0.30 0.45 0.43
HCM 95% Max Queue Length (veh)-0.1 4.0 11.6 12.7
HCM 95% Max Queue Length (ft)-2 99 291 318
LOS B BCBB
Delay (sec/veh)12.7 18.7 22.4 12.1 11.6
Entry Volume (veh/hr)1,611 3 144 696 768
Volume to Capacity Ratio (v/c)0.44 0.01 0.31 0.46 0.43
HCM 95% Max Queue Length (veh)-0.1 4.1 12.1 13.0
HCM 95% Max Queue Length (ft)-2 102 303 324
LOS B BCBB
Delay (sec/veh)12.8 18.7 22.4 12.2 11.6
Entry Volume (veh/hr)1,635 3 145 709 778
Volume to Capacity Ratio (v/c)0.44 0.01 0.31 0.47 0.44
HCM 95% Max Queue Length (veh)-0.1 4.1 12.4 13.2
HCM 95% Max Queue Length (ft)-2 103 309 329
EB = Eastbound; WB = Westbound; NB = Northbound; and SB = Southbound
A design vehicle length of 25 feet is used in the queue length calculation.
Estimated 2020
Total Traffic
Conditions
Signalized
Intersection
Analysis Scenario Performance Measure Intersection
2018 Current Daily Traffic
Conditions
Signalized
Intersection
Estimated 2020
Background Traffic
Conditions
Signalized
Intersection
Intersection Operations Summary for
East Main Street and North Broadway Avenue Weekday, PM Peak Hour
Private Driveway N Broadway Ave E Main St E Main St
NB SB EB WB
LOS B CDBB
Delay (sec/veh)18.2 23.3 37.6 19.3 10.5
Entry Volume (veh/hr)1,992 3 262 937 790
Volume to Capacity Ratio (v/c)0.60 0.01 0.68 0.71 0.44
HCM 95% Max Queue Length (veh)-0.1 10.0 24.3 14.5
HCM 95% Max Queue Length (ft)-2 251 608 363
LOS B CDCB
Delay (sec/veh)19.8 23.3 38.8 22.2 11.0
Entry Volume (veh/hr)2,084 3 271 972 838
Volume to Capacity Ratio (v/c)0.63 0.01 0.71 0.75 0.47
HCM 95% Max Queue Length (veh)-0.1 10.5 26.9 15.7
HCM 95% Max Queue Length (ft)-2 262 673 392
LOS C CDCB
Delay (sec/veh)20.3 23.3 39.0 23.1 11.1
Entry Volume (veh/hr)2,111 3 273 984 851
Volume to Capacity Ratio (v/c)0.64 0.01 0.71 0.76 0.48
HCM 95% Max Queue Length (veh)-0.1 10.6 27.8 16.0
HCM 95% Max Queue Length (ft)-2 264 694 399
EB = Eastbound; WB = Westbound; NB = Northbound; and SB = Southbound
A design vehicle length of 25 feet is used in the queue length calculation.
Estimated 2020
Total Traffic
Conditions
Signalized
Intersection
Analysis Scenario Performance Measure Intersection
2018 Current Daily Traffic
Conditions
Signalized
Intersection
Estimated 2020
Background Traffic
Conditions
Signalized
Intersection
Intersection Operations Summary for
East Main Street and Buttonwood Avenue Weekday, AM Peak Hour
Buttonwood Ave
EB T EB TR WB LT WB T NB LR
LOS A AAAA C
Delay (sec/veh)2.4 0.0 0.0 8.8 0.0 16.0
Entry Volume (veh/hr)1,239 282 289 331 332 5
Volume to Capacity Ratio (v/c)0.13 0.16 0.19 0.00 0.18 0.02
HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 0.0 0.0
HCM 95% Max Queue Length (ft)-0000 0
LOS A AAAA C
Delay (sec/veh)2.4 0.0 0.0 8.9 0.0 16.5
Entry Volume (veh/hr)1,277 296 300 338 338 5
Volume to Capacity Ratio (v/c)0.04 0.16 0.20 0.00 0.19 0.02
HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 0.0 0.1
HCM 95% Max Queue Length (ft)-0000 3
LOS A AAAA C
Delay (sec/veh)2.4 0.0 0.0 8.9 0.0 16.8
Entry Volume (veh/hr)1,305 303 311 343 343 5
Volume to Capacity Ratio (v/c)0.04 0.17 0.21 0.00 0.19 0.02
HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 0.0 0.1
HCM 95% Max Queue Length (ft)-0000 3
EB = Eastbound; WB = Westbound; and NB = Northbound
L = Left; T = Through; R = Right; LT = Left-Through; TR = Through-Right; LTR = Left-Through-Righ; and LR = Left-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 stop controlled intersections.
The volume to capacity ratio for the East Main Street westbound (WB) through movement and the eastbound (EB) approach is defined as being the right turn volume divided by
a maximum capacity of 1,500 passenger cars per hour and the through volume divided by a maximum capacity of 1,800 vehicles per hour.
Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis (Volume 2: Uninterrupted Flow, Chapter 18 - Urban Street Segments)
A design vehicle length of 25 feet is used in the queue length calculation.
East Main Street East Main Street
Estimated 2020
Total Traffic
Conditions
Stop-Controlled
Intersection
Analysis Scenario Performance Measure Intersection
2018 Current Daily Traffic
Conditions
Stop-Controlled
Intersection
Estimated 2020
Background Traffic
Conditions
Stop-Controlled
Intersection
Intersection Operations Summary for
East Main Street and Buttonwood Avenue Weekday, PM Peak Hour
Buttonwood Ave
EB T EB TR WB LT WB T NB LR
LOS A AABA D
Delay (sec/veh)2.5 0.0 0.0 10.9 0.0 30.8
Entry Volume (veh/hr)1,685 466 470 372 371 6
Volume to Capacity Ratio (v/c)0.20 0.26 0.31 0.00 0.21 0.05
HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 0.0 0.2
HCM 95% Max Queue Length (ft)-0000 5
LOS A AABA D
Delay (sec/veh)2.6 0.0 0.0 11.2 0.0 34.0
Entry Volume (veh/hr)1,777 488 492 396 395 6
Volume to Capacity Ratio (v/c)0.07 0.27 0.33 0.00 0.22 0.05
HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 0.0 0.2
HCM 95% Max Queue Length (ft)-0000 5
LOS A AABA D
Delay (sec/veh)2.6 0.0 0.0 11.3 0.0 35.0
Entry Volume (veh/hr)1,804 495 499 402 402 6
Volume to Capacity Ratio (v/c)0.08 0.28 0.33 0.00 0.22 0.06
HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 0.0 0.2
HCM 95% Max Queue Length (ft)-0000 5
EB = Eastbound; WB = Westbound; and NB = Northbound
L = Left; T = Through; R = Right; LT = Left-Through; TR = Through-Right; LTR = Left-Through-Righ; and LR = Left-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 stop controlled intersections.
The volume to capacity ratio for the East Main Street westbound (WB) through movement and the eastbound (EB) approach is defined as being the right turn volume divided by
a maximum capacity of 1,500 passenger cars per hour and the through volume divided by a maximum capacity of 1,800 vehicles per hour.
Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis (Volume 2: Uninterrupted Flow, Chapter 18 - Urban Street Segments)
A design vehicle length of 25 feet is used in the queue length calculation.
East Main Street East Main Street
Estimated 2020
Total Traffic
Conditions
Stop-Controlled
Intersection
Analysis Scenario Performance Measure Intersection
2018 Current Daily Traffic
Conditions
Stop-Controlled
Intersection
Estimated 2020
Background Traffic
Conditions
Stop-Controlled
Intersection
Intersection Operations Summary for
East Main Street and Cypress Street Weekday, AM Peak Hour
Cypress Street Jackpot Casino
EB LT EB TR WB L WB T WB TR NB LTR SB LTR
LOS A BAAAA C C
Delay (sec/veh) 3.5 12.6 0.0 8.7 0.0 0.0 21.3 22.4
Entry Volume (veh/hr) 1,236 271 293 1 315 316 38 2
Volume to Capacity Ratio (v/c) 0.15 0.00 0.20 0.00 0.18 0.21 0.15 0.01
HCM 95% Max Queue Length (veh) -0.0 0.0 0.0 0.0 0.0 0.5 0.0
HCM 95% Max Queue Length (ft)-00000 13 0
LOS A BAAAA C C
Delay (sec/veh)3.5 12.8 0.0 8.7 0.0 0.0 21.5 22.9
Entry Volume (veh/hr)1,249 271 293 1 322 322 38 2
Volume to Capacity Ratio (v/c)0.15 0.00 0.20 0.00 0.18 0.21 0.16 0.01
HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 0.0 0.0 0.5 0.0
HCM 95% Max Queue Length (ft)-00000 13 0
LOS A BAAAA C C
Delay (sec/veh)3.5 12.9 0.0 8.7 0.0 0.0 22.0 23.4
Entry Volume (veh/hr)1,271 276 297 1 328 329 38 2
Volume to Capacity Ratio (v/c)0.15 0.00 0.20 0.00 0.18 0.22 0.16 0.01
HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 0.0 0.0 0.6 0.0
HCM 95% Max Queue Length (ft)-00000 15 0
EB = Eastbound; WB = Westbound; and NB = Northbound
L = Left; T = Through; R = Right; LT = Left-Through; TR = Through-Right; LTR = Left-Through-Righ; and LR = Left-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 stop controlled intersections.
The volume to capacity ratio for the East Main Street westbound (WB) through and through-right movements plus the eastbound (EB) through-right movement is defined as being the turn volumes divided by a
maximum capacity of 1,500 passenger cars per hour and the through volume divided by a maximum capacity of 1,800 vehicles per hour.
Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis (Volume 2: Uninterrupted Flow, Chapter 18 - Urban Street Segments)
A design vehicle length of 25 feet is used in the queue length calculation.
East Main Street East Main Street
Estimated 2020
Total Traffic
Conditions
Two-Way
Stop-Controlled
Intersection
Analysis Scenario Performance Measure Intersection
2018 Current Daily Traffic
Conditions
Two-Way
Stop-Controlled
Intersection
Estimated 2020
Background Traffic
Conditions
Two-Way
Stop-Controlled
Intersection
Intersection Operations Summary for
East Main Street and Cypress Street Weekday, PM Peak Hour
Cypress Street Jackpot Casino
EB LT EB TR WB L WB T WB TR NB LTR SB LTR
LOS A BABAA E D
Delay (sec/veh) 3.5 10.6 0.0 10.9 0.0 0.0 48.6 31.5
Entry Volume (veh/hr) 1,690 453 480 7 364 365 19 2
Volume to Capacity Ratio (v/c) 0.19 0.01 0.32 0.01 0.20 0.24 0.22 0.02
HCM 95% Max Queue Length (veh) -0.0 0.0 0.0 0.0 0.0 0.8 0.1
HCM 95% Max Queue Length (ft)-00000 20 3
LOS A BABAA F E
Delay (sec/veh)3.6 11.0 0.0 11.2 0.0 0.0 57.1 35.8
Entry Volume (veh/hr)1,786 477 504 7 388 389 19 2
Volume to Capacity Ratio (v/c)0.20 0.01 0.34 0.01 0.22 0.26 0.25 0.02
HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 0.0 0.0 0.9 0.1
HCM 95% Max Queue Length (ft)-00000 23 3
LOS A BABAA F E
Delay (sec/veh)3.6 11.0 0.0 11.3 0.0 0.0 59.7 37.0
Entry Volume (veh/hr)1,811 483 510 7 395 395 19 2
Volume to Capacity Ratio (v/c)0.21 0.01 0.34 0.01 0.22 0.26 0.26 0.02
HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 0.0 0.0 1.0 0.1
HCM 95% Max Queue Length (ft)-00000 25 3
EB = Eastbound; WB = Westbound; and NB = Northbound
L = Left; T = Through; R = Right; LT = Left-Through; TR = Through-Right; LTR = Left-Through-Righ; and LR = Left-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 stop controlled intersections.
The volume to capacity ratio for the East Main Street eastbound (EB) approach is defined as being the turn volumes divided by a maximum capacity
of 1,500 passenger cars per hour and the through volume divided by a maximum capacity of 1,800 vehicles per hour.
Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis (Volume 2: Uninterrupted Flow, Chapter 18 - Urban Street Segments)
A design vehicle length of 25 feet is used in the queue length calculation.
East Main Street East Main Street
Estimated 2020
Total Traffic
Conditions
Two-Way
Stop-Controlled
Intersection
Analysis Scenario Performance Measure Intersection
2018 Current Daily Traffic
Conditions
Two-Way
Stop-Controlled
Intersection
Estimated 2020
Background Traffic
Conditions
Two-Way
Stop-Controlled
Intersection
Intersection Operations Summary for
East Main Street and Mountain View + Parkview
Buildings / Park Place Building Accesses
Weekday, AM Peak Hour
Park Place
Building Access
EB LT EB T EB TR WB L WB T WB TR NB LTR or LR SB LTR SB R
LOS A A AAAA C C
Delay (sec/veh) 2.3 9.4 0.0 8.5 0.0 0.0 20.8 16.8
Entry Volume (veh/hr) 1,203 287 259 2 315 336 1 3
Volume to Capacity Ratio (v/c) 0.16 0.04 0.17 0.00 0.18 0.22 0.00 0.01
HCM 95% Max Queue Length (veh) -0.1 0.0 0.0 0.0 0.0 0.0 0.0
HCM 95% Max Queue Length (ft) -3 0000 0 0
LOS A AAAAA C B
Delay (sec/veh) 0.1 0.0 0.0 8.6 0.0 0.0 19.7 11.6
Entry Volume (veh/hr) 1,224 272 274 2 320 350 1 5
Volume to Capacity Ratio (v/c) 0.19 0.15 0.18 0.00 0.18 0.23 0.00 0.01
HCM 95% Max Queue Length (veh) -0.0 0.0 0.0 0.0 0.0 0.0 0.0
HCM 95% Max Queue Length (ft) -00000 0 0
LOS A AAAAA C B
Delay (sec/veh) 0.1 0.0 0.0 8.7 0.0 0.0 20.1 11.7
Entry Volume (veh/hr) 1,246 277 278 2 326 357 1 5
Volume to Capacity Ratio (v/c) 0.19 0.15 0.19 0.00 0.18 0.24 0.00 0.01
HCM 95% Max Queue Length (veh) -0.0 0.0 0.0 0.0 0.0 0.0 0.0
HCM 95% Max Queue Length (ft) -00000 0 0
EB = Eastbound; WB = Westbound; and NB = Northbound
L = Left; T = Through; R = Right; LT = Left-Through; TR = Through-Right; LTR = Left-Through-Righ; and LR = Left-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 stop controlled intersections.
The volume to capacity ratio for the East Main Street westbound (WB) through and through-right movements plus the eastbound (EB) through-right movement is defined as being the turn volumes divided by a
maximum capacity of 1,500 passenger cars per hour and the through volume divided by a maximum capacity of 1,800 vehicles per hour.
Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis (Volume 2: Uninterrupted Flow, Chapter 18 - Urban Street Segments)
A design vehicle length of 25 feet is used in the queue length calculation.
Mountain View &
Parkview Buildings
Estimated 2020
Total Traffic
Conditions
Two-Way
Stop-Controlled
Intersection
Analysis Scenario Performance Measure Intersection
2018 Current Daily Traffic
Conditions
Two-Way
Stop-Controlled
Intersection
Estimated 2020
Background Traffic
Conditions
Two-Way
Stop-Controlled
Intersection
East Main Street East Main Street
Intersection Operations Summary for
East Main Street and Mountain View + Parkview
Buildings / Park Place Building Accesses
Weekday, PM Peak Hour
Park Place
Building Access
EB LT EB T EB TR WB L WB T WB TR NB LTR SB LTR SB R
LOS A A ABAA E E
Delay (sec/veh) 3.9 9.6 0.0 10.7 0.0 0.0 47.9 39.7
Entry Volume (veh/hr) 1,655 451 447 0 352 352 1 52
Volume to Capacity Ratio (v/c) 0.18 0.00 0.30 0.00 0.20 0.23 0.01 0.39
HCM 95% Max Queue Length (veh) -0.0 0.0 0.0 0.0 0.0 0.0 1.7
HCM 95% Max Queue Length (ft) -0 0000 0 4 3
LOS A BAABAA F B
Delay (sec/veh) 0.3 11.0 0.0 0.0 11.0 0.0 0.0 55.0 12.5
Entry Volume (veh/hr)2,209 477 473 473 0 369 370 1 46
Volume to Capacity Ratio (v/c)0.20 0.01 0.26 0.32 0.00 0.21 0.25 0.02 0.11
HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.4
HCM 95% Max Queue Length (ft)-000000 3 10
LOS A BAABAA F B
Delay (sec/veh)0.3 11.0 0.0 0.0 11.1 0.0 0.0 57.0 12.6
Entry Volume (veh/hr)2,240 483 479 479 0 375 377 1 46
Volume to Capacity Ratio (v/c)0.20 0.01 0.27 0.32 0.00 0.21 0.25 0.02 0.11
HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.4
HCM 95% Max Queue Length (ft)-000000 3 10
EB = Eastbound; WB = Westbound; and NB = Northbound
L = Left; T = Through; R = Right; LT = Left-Through; TR = Through-Right; LTR = Left-Through-Righ; and LR = Left-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 stop controlled intersections.
The volume to capacity ratio for the East Main Street eastbound (EB) approach is defined as being the turn volumes divided by a maximum capacity
of 1,500 passenger cars per hour and the through volume divided by a maximum capacity of 1,800 vehicles per hour.
Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis (Volume 2: Uninterrupted Flow, Chapter 18 - Urban Street Segments)
A design vehicle length of 25 feet is used in the queue length calculation.
Mountain View &
Parkview Buildings
Estimated 2020
Total Traffic
Conditions
Two-Way
Stop-Controlled
Intersection
Analysis Scenario Performance Measure Intersection
2018 Current Daily Traffic
Conditions
Two-Way
Stop-Controlled
Intersection
Estimated 2020
Background Traffic
Conditions
Two-Way
Stop-Controlled
Intersection
East Main Street East Main Street
Intersection Operations Summary for
East Main Street and Proposed East Main Street Hotel Site Access Weekday, AM Peak Hour
Hotel Site Access
EB LT EB T WB T WB TR SB LR
LOS A AAAA A
Delay (sec/veh)2.3 9.4 0.0 0.0 0.0 5.0
Entry Volume (veh/hr)1,269 311 282 338 338 0
Volume to Capacity Ratio (v/c)0.06 0.04 0.16 0.19 0.23 0.00
HCM 95% Max Queue Length (veh)-0.1 0.0 0.0 0.0 0.0
HCM 95% Max Queue Length (ft)-3000 0
LOS A AAAA C
Delay (sec/veh)2.6 9.6 0.0 0.0 0.0 16.8
Entry Volume (veh/hr)1,315 325 282 338 351 19
Volume to Capacity Ratio (v/c)0.06 0.06 0.16 0.19 0.23 0.06
HCM 95% Max Queue Length (veh)-0.2 0.0 0.0 0.0 0.2
HCM 95% Max Queue Length (ft)-5000 5
EB = Eastbound; WB = Westbound; and NB = Northbound
L = Left; T = Through; R = Right; LT = Left-Through; TR = Through-Right; LTR = Left-Through-Righ; and LR = Left-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 stop controlled intersections.
The volume to capacity ratio for the East Main Street eastbound (EB) through movement and the westbound (WB) approach is defined as being the right turn volume divided by
a maximum capacity of 1,500 passenger cars per hour and the through volume divided by a maximum capacity of 1,800 vehicles per hour.
Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis (Volume 2: Uninterrupted Flow, Chapter 18 - Urban Street Segments)
A design vehicle length of 25 feet is used in the queue length calculation.
East Main Street East Main Street
Estimated 2020
Total Traffic
Conditions
Stop-Controlled
Intersection
Analysis Scenario Performance Measure Intersection
Estimated 2020
Background Traffic
Conditions
Stop-Controlled
Intersection
Intersection Operations Summary for
East Main Street and Proposed East Main Street Hotel Site Access Weekday, PM Peak Hour
Hotel Site Access
EB LT EB T WB T WB TR SB LR
LOS A AAAA D
Delay (sec/veh)2.9 10.0 0.0 0.0 0.0 32.2
Entry Volume (veh/hr)1,775 490 487 396 395 7
Volume to Capacity Ratio (v/c)0.05 0.00 0.27 0.22 0.26 0.06
HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 0.0 0.2
HCM 95% Max Queue Length (ft)-0000 5
LOS A BAAA D
Delay (sec/veh)3.3 10.2 0.0 0.0 0.0 28.8
Entry Volume (veh/hr)1,827 504 487 396 408 32
Volume to Capacity Ratio (v/c)0.06 0.03 0.27 0.22 0.27 0.20
HCM 95% Max Queue Length (veh)-0.1 0.0 0.0 0.0 0.7
HCM 95% Max Queue Length (ft)-3000 18
EB = Eastbound; WB = Westbound; and NB = Northbound
L = Left; T = Through; R = Right; LT = Left-Through; TR = Through-Right; LTR = Left-Through-Righ; and LR = Left-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 stop controlled intersections.
The volume to capacity ratio for the East Main Street eastbound (EB) through movement and the westbound (WB) approach is defined as being the right turn volume divided by
a maximum capacity of 1,500 passenger cars per hour and the through volume divided by a maximum capacity of 1,800 vehicles per hour.
Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis (Volume 2: Uninterrupted Flow, Chapter 18 - Urban Street Segments)
A design vehicle length of 25 feet is used in the queue length calculation.
East Main Street East Main Street
Estimated 2020
Total Traffic
Conditions
Stop-Controlled
Intersection
Analysis Scenario Performance Measure Intersection
Estimated 2020
Background Traffic
Conditions
Stop-Controlled
Intersection
APPENDIX E-2
2018 EXISTING CONDITIONS
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APPENDIX E-3
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APPENDIX F
QUEUING ANALYSES
Analyst:
Agency / Company:
Date Performed:
Time Period:
Project Description:East Main Street Hotel Traffic Impact & Parking Study
Morrison-Maierle, Inc. Project No. 5305.005
SITE ACCESS SITE ACCESS
AM Peak Hour PM Peak Hour
19 32
0.90 0.85
16.8 28.8
20.0 20.0
25.0 25.0
140.0 140.0
SITE ACCESS SITE ACCESS
AM Peak Hour PM Peak Hour
21 38
0.35 0.63
3.57 2.08
0.10 0.30
0.90 0.70
0.01 0.06
0.30 0.58
0.02 0.10
0.88 2.91
17.68 58.14
Min. Design Queue Storage, SD' (ft) =20.00 60.00
Ideal Design Queue Storage, SD (ft) =25.00 75.00
Avg. Time Spent in System, tsys (min) =
Avg. Waiting Time in Queue, twait (min) =
Max Queue (95% Confidence), Q95 (veh) =
Minimum Queue Storage, Smin (ft) =
Adjusted Flow Rate, VA (veh/h) =
Vehicle Arrival Rate, O (veh/min) =
Vehicle Service Rate, P (veh/min) =
Traffic Intensity Term, U (O/P) =
Probability of No Vehicles, P0 =
Average Length of Queue, Qavg (veh) =
LOCATION
ANALYSIS CASE
INPUT DATA FOR QUEUE ANALYSES
LOCATION
ANALYSIS CASE
Volume for Movement, V (veh/h) =
Peak Hour Factor, PHF =
Average Service Time, tdts (sec/veh) =
Minimum Queue Spacing, QS-M (ft) =
Ideal Design Queue Spacing, QS-D (ft) =
Available Queue Storage, SA (ft) =
CALCULATED QUEUE ANALYSES RESULTS
PROPOSED APPROACH
T. Eastwood
Morrison-Maierle, Inc.
Wednesday, May 9, 2018
Weekday, AM & PM Peaks
Site:
Jurisdiction:
Analysis Scenario:
East Main Street Hotel
City of Bozeman / MDT
2020 - Estimated Full Buildout
& Occupancy Site Traffic
M/D/1 QUEUING ANALYSIS
N:\5305\005\Traffic Data\Queuing Analyses\E-Main-St-Hotel_Site-Access_Weekday-Queuing.xlsx Printed On: 6/5/2018
Analyst:
Agency / Company:
Date Performed:
Time Period:Scenario:
Project Description:East Main Street Hotel Traffic Impact & Parking Study
Morrison-Maierle, Inc. Project No. 5305.005
P(X=n)P(X≤n)P(X=n)P(X≤n)P(X=n)P(X≤n)P(X=n)P(X≤n)
90.15% 90.15% 69.88% 69.88%
8.88% 99.03% 21.05% 90.93%
0.87% 99.90% 6.34% 97.27%
0.09% 99.99% 1.91% 99.18%
0.01% 100.00% 0.57% 99.75%
0.00% 100.00% 0.17% 99.93%
0.00% 100.00% 0.05% 99.98%
0.00% 100.00% 0.02% 99.99%
0.00% 100.00% 0.00% 100.00%
0.00% 100.00% 0.00% 100.00%
0.00% 100.00% 0.00% 100.00%
0.00% 100.00% 0.00% 100.00%
0.00% 100.00% 0.00% 100.00%
0.00% 100.00% 0.00% 100.00%
0.00% 100.00% 0.00% 100.00%
0.00% 100.00% 0.00% 100.00%
0.00% 100.00% 0.00% 100.00%
0.00% 100.00% 0.00% 100.00%
0.00% 100.00% 0.00% 100.00%
0.00% 100.00% 0.00% 100.00%
0.00% 100.00% 0.00% 100.00%
Maximum Vehicle Queue Lower Value
(95% Confidence), Q95-L =
Maximum Vehicle Queue Upper Value
(95% Confidence), Q95-U =
1
5
18
19
17
8
9
10
11
12
13
2
3
4
6
20
2
LOCATION
ANALYSIS CASE
0
14
15
16
13
0
SITE ACCESS
PM Peak Hour
SITE ACCESS
AM Peak Hour
7
PROBABILITY TABLES
PROPOSED APPROACH
M/D/1 QUEUING ANALYSIS
Site:East Main Street Hotel
Jurisdiction:City of Bozeman / MDT
Analysis 2020 - Estimated Full Buildout
& Occupancy Site Traffic
T. Eastwood
Morrison-Maierle, Inc.
Wednesday, May 9, 2018
Weekday, AM & PM Peaks
Number of Vehicles in System
N:\5305\005\Traffic Data\Queuing Analyses\E-Main-St-Hotel_Site-Access_Weekday-Queuing.xlsx Printed On: 6/5/2018
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