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HomeMy WebLinkAbout16 - Traffic Impact Study - Egbert Commercial Development traffic Ebert i Development services TrafficImpact Study Bozeman, Montana Prepared For: Plum Design Lab 1 East Main, Suite 204 Bozeman MT 59715 August, 2016 130 South Howie Street Hel n` M rt ar a 9E� 1 Egbert Commercial Development Bozeman,Montana Table of Contents A. Executive Summary......................................................................................I B. Project Description........................................................................................I C. Existing Conditions...................... ........................ ........................................I AdjacentRoadways ..............................................................................I TrafficData......................................... ..................................................2 Planned Road Improvements................................................................2 HistoricTraffic Data...............................................................................3 D. Proposed Development..............................................................................3 E. Trip Generation and Assignment................................................................5 F. Trip Distribution..........................................................................................5 G. Traffic Impacts Outside of the Development...............................................6 H. Impact Summary& Recommendations......................................................7 List of Figures Figure I — Proposed Development Site.......................................... ........................2 Figure 2— Proposed Development..................... ....................................................4 Figure 3—Trip Distribution................... ...................................................................5 List of Tables Table I — 2015 Level of Service Summary..............................................................3 Table 2— Historic Traffic Data.................................................................................3 Table 3— Trip Generation Rates.............................................................................5 Table 4— Future Level of Service Summary...........................................................6 i Egbert Commercial Development Bozeman,Montana Egbert Commercial Development Traffic Impact Study Bozeman, Montana A. EXECUTIVE SUMMARY The Egbert Commercial Development is a 1.5-acre commercial/light-industrial development located north of Bridger Drive in Bozeman Montana. At full build-out the project will include 18,000 S.F. of floor space and would produce up to 128 daily trips. As proposed, the Egbert Commercial Development will not create any roadway capacity problems on adjacent roadways. All nearby intersections will continue to function at acceptable levels of service. No additional turning lanes or traffic controls would be warranted with this project. Based on the likely land uses for this site, the developers should use a BUS-40 design vehicle for the proposed approaches and internal circulation roads. B. PROJECT DESCRIPTION This document studies the possible effect on the surrounding road system from a proposed 1.5- acre light industrial/commercial development located north of Bridger Drive (Rouse Avenue) in Bozeman, Montana. The document also identifies any traffic mitigation efforts that the development may require. The study area selected for this project includes Bridger Drive(Rouse Avenue) between Griffin Drive and Story Mill Road. C. EXISTING CONDITIONS The proposed development property currently consists of a 1.5-acre parcel of undeveloped land located north of Bridger Drive between the Bridger Ski Foundation offices and Matzinger Electric which would be developed into the Egbert Commercial Development. See Figure 1 for a location map of the proposed development. Adjacent Roadways Bridger Drive (MT 86) is a two-lane principal arterial route that extends east from the City of Bozeman. The road provides access to a variety of commercial properties and residential areas. The road has a paved width of 34 feet and a posted speed limit of 35 MPH between Griffin Drive and Story Mill Road. Traffic data available from the Montana DOT indicates that the road currently carries 7,800 VPD west of Griffin Drive. Abelin Traffic Services 1 August,2016 Egbert Commercial Development Bozeman, Montana Figure 1- Proposed Develo ment Site y r �i t a„i Traffic Data Based on the City of Bozeman Subdivision Regulations, the developers must study all effected intersections within '/Z mile of the proposed development, which includes the intersections of Bridger Drive with Griffin Drive and Story Mill Road. Abelin Traffic Services (ATS) obtained traffic data from the draft Bozeman TMP. The data included the existing Level of Service (LOS) calculations and peak-hour intersection volumes at the Griffin Drive and Story Mill Road intersections collected in 2015. Table 1 shows the existing 2015 LOS for the AM and PM peak hours at the study intersections without the traffic from the proposed development. The table shows that the existing intersections along Bridger Drive are currently operating within acceptable limits. No intersection modifications are currently needed in this area to improve capacity. Planned Road Improvement The Montana DOT has a planned improvements project along Rouse Avenue and Bridger Drive which will add a two-way center left-turn lane from Oak Street to east of Story Mill Road. The project will also include a variety of signing and intersection improvements. Construction on this project is scheduled to begin in the fall of 2016. Abelin Traffic Services 2 August, 2016 Egbert Commercial Development Bozeman,Montana Table 1 - 2015 Level of Service Summar AM Peak Hour PM Peak Hour Intersection Delay Sec. LOS Delay Sec. LOS Bridger Drive & Griffin 17.6 C 18.0 C Drive Bridger Drive & Story 12.9 B 13.7 B Mill Road Historic Traffic Data ,� �y� . -..... Abelin Traffic Services obtained historic traffic data for area roadways from the Montana DOT. This data is presented in Table 2. The traffic data history for this area indicates the traffic growth rate on the area roads is 3.4% annually over the last ten years. Table 2 - Historic Traffic Data Location 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 Bridger Dr. N. of Griffin Dr. 5090 4920 7500 7650 6620 6590 7030 6640 8140 7822 Griffin Dr.W. of Rouse Ave. 6140 5940 6240 6370 6490 6460 7200 6220 9180 1 9419 Rouse Ave.S. of Griffin Dr. 1 8060 7790 8550 8720 9230 8400 8320 9300 11,260 11,553 D. PROPOSED DEVELOPMENT The development currently under consideration for this site includes 1.5 acres of land located north of Bridger Drive which would be developed into a mixed-use light industrial/office park with 18,000 s.f. of building space. Land uses for the property would include approximately 6,000 s.f. of warehouse space and 12,000 s.f. of light industrial/office space. These land uses are consistent with the adjacent properties. Access to Egbert Commercial Development would be provided through an existing shared approach with the Bridger Ski Foundation office to the west onto Bridger Drive and a new approach located 150 feet east of the existing shared approach. The site will also be accessible through the northern Bridger Ski Foundation parking lot onto Birdie Drive. Visibility from the proposed access location is unrestricted. The Egbert Commercial Development site plan is shown in Figure 2. It is anticipated that the project would begin construction in the fall of 2016 with full build-out by 2019. Abelin Traffic Services 3 August,2016 Egbert Commercial Development Bozeman, Montana Figure 2 - Proposed Development ..,�.-_- _..._ _L-.._..._.._ — �4 A r' I { `\ d I � I I t°— -- —� T.. _ a ( , 1 __...-17 _ --_ Bt�GEA ORWE -------------------- Abelin Traffic Services 4 August,2016 Egbert Commercial Development Bozeman,Montana E. TRIP GENERATION AND ASSIGNMENT ATS performed a trip generation analysis to determine the anticipated future traffic volumes from the proposed developments using the trip generation rates contained in Trip Generation (Institute of Transportation Engineers, Ninth Edition). These rates are the national standard and are based on the most current information available to planners. A vehicle "trip" is defined as any trip that either begins or ends at the development site. ATS determined that the critical traffic impacts on the intersections and roadways would occur during the weekday morning and evening peak hours. According to the ITE trip generation rates, at full build-out the development would produce 18 AM peak hour trips, 17 PM peak hour trips, and 128 daily trips. See Table 3 for detailed trip generation information. Table 3 - TripGeneration Rates AM Peak Total AM PM Peak Total PM Hour Trip Peak Hour Trip Peak Weekday Total Ends per Hour Trip Ends per Hour Trip Trip Ends Weekday Land Use Units Unit Ends Unit Ends per Unit Trip Ends 6.2 Warehouse KSF 0.14 1 0.26 2 2.50 16 6.9 Office Park KSF 1.71 12 1.48 10 11.42 79 5 Light Ind. KSF 0.92 5 0.97 5 6.67 33 TOTAL 18.1 18 17 128 F. TRIP DISTRIBUTION The traffic distribution and assignment for the proposed subdivisions was based upon the existing ADT volumes along the adjacent roadways and the peak-hour turning volumes. Traffic is expected to distribute onto the surrounding road network as shown on Figure 3. Figure 3 —Trip Distribution 30% 5% CU L o Egbert Commercial Development 60% (D Cl) 9% Bridger Drive 5% 1% Abelin Traffic Services 5 August,2016 Egbert Commercial Development Bozeman,Montana G. TRAFFIC IMPACTS OUTSIDE OF THE DEVELOPMENT Level of Service Using the data collected for this project, ATS conducted a Level of Service (LOS) analysis at the study intersections. This evaluation was conducted in accordance with the procedures outlined in the Transportation Research Board's Highway Capacity Manual (HCM) - Special Report 209 and the Highway Capacity Software (HCS) version 6.8. Intersections are graded from A to F s representing the average delay that a vehicle entering an intersection can expect. Typically, a LOS of C or better is considered acceptable for peak-hour conditions. Note that this LOS investigation incorporates the planned MDT road improvements on Bridger Drive and also } combines the two approaches from the Egbert :Development into one effective approach for calculation purposes. The anticipated intersection LOS with the Egbert Commercial Development is shown in Table 4. These calculations are included in Appendix B of this report. Table 4 —Future Level of Service Summary a AM Peak Hour PM Peak Hour Intersection Delay_ Sec. LOS Dela Sec. LOS r� Bridger Drive & Griffin Drive 18.4 B 17.8 B Bridger Drive & Egbert 11.4 B 10.3 B Bridger Drive & Story 13.3 B 13.1 B Mill Road _._Table 4 indicates-that the construction of the Egbert Commercial development will not cause any roadway capacity problems Bridger Drive or Rouse Avenue. It is expected that traffic volumes 0 along this section of road will increase by 1-2/o with the Egbert Commercial Development. All area intersections will continue to function well below functional capacity into the future. The proposed new approach onto Bridger Drive at the east edge of the development is 150 feet east of the existing shared approach and 140 feet west of the existing approach to Matzinger Electric. These approach spacing distances are consistent with the spacing of the other approaches along this section of Bridger Drive and should not create any operational issues. Based on the proposed land uses for this site the developer should use a BUS-40, design vehicle for the proposed approaches and internal circulation roads. ATS also reviewed the left- and right-turn lane warrants for the approaches onto Bridger Drive based on the recommended practices from the MDT Road Design Manual. The Montana DOT plans to install a two-way left-turn lane at this location by 2017 which will address all left- turning needs in this area. A review of the projected right-turn indicates that there will be insufficient traffic volumes to the site to warrant a right-turn deceleration lanes at these locations. Abelin Traffic Services 6 August,2016 Egbert Commercial Development Bozeman,Montana H. IMPACT SUMMARY & RECOMMENDATIONS As proposed, the Egbert Commercial development will not create any roadway capacity problems on adjacent roadways. All nearby intersections will continue to function at acceptable levels of service. No additional turning lanes or traffic controls would be warranted with this project. Based on the likely land uses for this site, the developers should use a BUS-40 design vehicle for the proposed approaches and internal circulation roads. Abelin Traffic Services 7 August,201.6 APPENDIX A LOS calculations HCS 20 Signalized Intersection Results S nmary P General Information �Intersection Information *'-�,,°�•: -'- Agency BATS =Duration h �0 25 �, ' Anal st RLA _ �Analysis Date Aug29 2016 �Area Type _ (_Other �=• v=� �Jurisdiction � � MDT ��� � � ��Time Period CAM Peak Hour- � PHF 0.88 � ." With Dev Urban Street Bridger Drive I Analysis Year 2016 i Anal sis Period 1>7 00 1-1 , =x , _ Intersection (Griffin Drive File Name GriffinAMwith xus y Project Description Egbert Commercial MIN 070 I Demand Information EB = WB NB SB Approach Movement L T R L T R L T R 1 L T R I Demand(v) veh/h 127 5 t 175- 5 7 2 139 167 5 1 207 112 o NEW MEN Signal Information z. a Cycie, s 90 0 Reference Phase 2 I Offsets 0 Reference Point i End -- - �Ey • a� Green 0 2 .7 (51 4 14 8 2.O j 0 Uncoordinated! No No Simult Gap ENV On Yellow 4 0 4 0 ?4 0 � 4 0 i 4 0 00 ,. Force Mod . e Fixed Simult Gap N/S On Red 0 0 0 0 0 0 i 0 0 0 0 0 0 7 _, Timer Results EBL I EBT WBL WBTr NBL NBT SBL SBT M a . Assigned Phase f` 4 8 5 2 i 1 i Case Number j 11 0 120 m 11 r 4 0 11 3.0 Phase Duration, s i 18 8 6.0 9 9 61 1 4.2 55 4 Change Period ( Y+R c) 4 s 3 4 0 � ,a 4.0 0 4.0 40 � 40 ..� Y 1 Max Allow Headway(MAH) s -1 3 3 1 3.1 3.1 0 0 w i 31 00 Queue Clearance Time{g s) s 14 1 8 5 3 I 2 f 20 Green Extension Time(g e} s 0 7 ).0 as 00 0.0 0.0 Phase Call Probability 1 QO 0.33 018 0.03 ( Max Out Probability 0 00 f 0.00 0 00 000 _ = � _1 1 Movement Group Results EB WB NB SB i m h M p Aproacoveent L T R i T R L T 1 R 4 .� , �..., L T R I Assigned Movement _ 8 5 2 12 � v ,m .. � 3 } 8 1 � � 7 4 14 � � �1 6 r 16 I Adjusted Flow Rate(v) veh/h 150 199 16 158 195 1 235 127 u �Queue Service Time �SS,�,�.., �,.,���.�M,xw� �. 7.-t 12 ,� �� 0.8 �,..� � � � 1 (g � ( ) � � �3.3 � 4.3 0 0, 6.2 � 340 1 Adjusted Saturation Flow Rate s veh/h/In 1621 ( 1440 1693 1618 # 1690 1018 1099 14 - 7 Cycle Queue Clearance Time(g�) s 7 7 12 1 � 0 8 3 3 4.3 ( j „ g0 0 6.2 , m 3 7 Green Ratio(pQ OAS OAS 0 02 0 66 0 63 0 57�� 0.57 0.57 Capacity(c) veh/h ( 260 230 37 753 1072 ( 744 ( 970 822 W u Volume-to-Ca aci Ratio(X) " I 0 564 0&M 0 429 0.210 0.182 0 002�0 242 0 155� Back of Queue(Q) Win (50 th percentile) 74X8Yy 110 3 9.3 24 36.9 1. 0.2 157 4 ( 216 I Back of Queue(Q) veh/In(50 th percentile) 3.0 4 3 0.4 1 0 1 4 ) 0.0 2.2 1.2 / . I Queue Storage Ratio(RQ){50 th percentile) i 0 00 0 00 I 0 00 0 00 0 00 0 00 6.66 0 00 wl I Uniform Delay(d,) s/veh 6 2 6 34.7 t 36.5 435 8 q 82 96 i 91 Inc 0 0 0 0 0 0 0 0 0.0 remental Delay(d 2) s/veh q 7 3 1 4� 2 9 0 1 0 ( 0.0 0 6 0.4 Initial Queue Delay(d s} s/veh �( i 0.0 0.0 0.0 Control Delay(d),s/veh 35 4 39 6 i 46.4 6 3 7 2 8 i 2 102 95 Level of Service(LOS) D D D A A I A B A m � i A roach Delay, s/veh/LOS 37 8 D 46 4 D 6 8 A a9 9 A ay, s/veh 1 LOS 18.4 B I Inters ecOWN tion Del u ry . :o. esuits EB WB NB SB Pedestrian LOS Score!LOSm 2 3 B 2 5 B 2 1 B_ 2 2 B_ is,o0yHyn i<?20`15 fltabusify of Flo ida,All Rig%Memel HCS 20101 WeMs Vemian 0AO Generwe&W30 2M6 P3912 A10 _ HCS 20 Signalized Intersection Results S. amary 1 General Information Intersection Information Agency JATS Duration h0 25 Analyst (RLA Analysis Date -,Aug 29 2016 1 Area Type Other I Jurisdiction MDT p Time Period IPM Peak Hour 1 PHF 10.89 With Dev. m Urban Street Bridger Drive Analysis Year 2016 Analysis Period 11>7 00 � 4 Intersection Griffin Drive File Name Grif iinPMwith xus fi.. Protect Description �Egbert Commercial u� �� m�Po� C,�N � Demand Information EB � WB � NB SB � P Demrand(M)veh/h 109 9 192 8 9 1 163 225 9 2 219� 161 v 1 b ` v -,Signal Information • s Cycle, s 90 0 Reference Phase 2 g Offsets 0 i Reference Point � End G-- - I Green 03 �20 495 15824 00 i I Uncoordinated No Simult Gap EM/ On Yellow 4 04 0 4.0 4 0 14.0 0 0 A �. , ? �!. I Force Mode Fixed Simult. Ga N/S On Redd 0.0 i 0.0 �It,� p 00 _ 00 I � G 0 m Timer Results EBL EBT WBL WB u I NB , Assigned Phase 4 8 5 2 T L NB T SBT SBL Case Number 11.0 12.0 1.1 4.0 111 3.0 ' �,ve..a x- - ( Phase Durations 198 w 64 104=_ 59.,5 .nG 43F� 535 I Change Period ( Y+R c), s 4 0 40 40 -, 4.0 4.0 p 4.0 Max Allow Headway(MAH} s 3 3 3.1 3 1 0 0 3.1 00 Queue Clearance Time(g s) s i 15.1 3.0 6 1 2 1 LL i Green Extension_Time(g e) s 0 7 v,T 0 00 3 +TO.Om 0 0 0 0 Phase Call Probability i 1 00 0.40 0.99 0.05 1 Max Out Probability 0 00 00 Movement Group Results EB WB NB SB Approach Movement L T R L I T R i T Assigned Movement 7 4 14 3 8 i 18 5 2 1 12 16_ ti s � } � 1 6 i Adiusted Flow Rate(v),yveh/h 133 P 216 20 183 263 1 2 246 181y� Adtusted Saturation Fiow Rate(s) veh/hiln -, 1624 1440 1712 1 618 1 1687 1618 1 1699 1440 g Queue Service Time(g s) s � 6�6 1 13.1 10 1 j 6.4 1 6 9 5.8 Cycle Queue Clearance Time(g c) s € 6 6 i 13 1 1 0 1 4 1 6.4 0 _ 0 03 _ 0 64 i 0.62 � �O 0.55 0.55 0.55 Capacity(c) vehlh g 285 252 _ 1 45 724 x1041 1 _662 ( 934 r, 791 I Volume to Capacity Ratio(X) 0 466 i 0i 0 855 0.447 0 253 10.253 1 0.003 0.264 B 9 I 2 Back of Queue(Q) ftnn(50 th percentile) 1 64.1 119 5 1 11.7 2 55 9 �0 5 64.6 47 ` Back of Queue(Q) veh/In(50 th percentile) 2 6 i 4 7 0.5 12 2.2 0.0 2.5 1 8 i Queue Storage Ratio(RQ)(50 th percentile) 0 00T- `36.0 0 00 0 00 0 00 0 00 0 00 a � � ��0 00 0 00 Uniform Delay(d } s/veh 1 1 43 2 i il7 0 7 8 1 ifo e 90 107 Incremental Delay(d 2), s/vehI 0.4 3 2 2 5 0 1 0 6 0.0 0 7 0.7 1 Initial Queue Delay(d 3) s/veh $ 0.0 0.0 0.0 1 00 0,0 0 0 0.0 0 0 v, 1. i Control Delay(d) s/veh 338 392 1- 45.7 7.11 8 4 0 1 I Level of Service(LOS) 1 C D 1 DA A A 64 B1 . � nA •. � � ,� � m t � � Approach Delay, s/veh/LOS 37.1 D 45 7 i D 7 9 A 11 2 B Intersection Delay, s/veh/LOS _ .. .. 9 ` ffl, a �3 1 Multimodai Results EB u� NB SB Pedestrian LOS Score!LOS 2 3 B 2 5 B 2.1 r B w 2.2 TY x iNre g 1 Bicycle LOS Score/LOS 1.1 F A 0.5 A 1.2 I A 1 2 A Copyfriegh!0, 2016 University of Florida,All€fights Reserved. €I S 2010'` Streets Version 6.60 Generated:8/29/2016 9:35:44 ATV1 General Information Site Information Analyst RLA Intersection Bridger Drive 8t Egbert Agency/Co. ATS Jurisdiction MDT Date Performed 8/29/2016 East/West Street Bridger Drive Analysis Year 2016 North/South Street Egbert App.(Combined) Time Analyzed AM Peak Hour-With Dev. Peak Hour Factor 0.88 Intersection Orientation East-West Analysis Time Period(hrs) 0.25 Project Description Egbert Commercial Lanes J,4 Ir .) * , Major Street East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Souhbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 1 1 0 0 0 1 0 0 0 0 0 0 0 Configuration L T TR LR Volume(veh/h) 14 193 273 2 1 1 Percent Heavy Vehicles 10 10 10 Proportion Time Blocked Right Turn Channelized No No No No Median Type Undivided Median Storage Delay, Queue Length, and Level of Service Flow Rate(veh/h) 16 2 Capacity 1205 565 v/c Ratio 0.01 0.00 95%Queue Length 0.0 0.0 Control Delay(s/veh) 8.0 11.4 Level of Service(LOS) A B Approach Delay(s/veh) 0.5 11.4 Approach LOS B Copyright©2016 University of Florida.All Rights Reserved. HCS 2010'"TWSC Version 6.80 Generated:8/30/2016 7:54:06 AM EgbertAM.xtw Fog =� General Information Site Information Analyst RLA Intersection Bridger Drive&Egbert Agency/Co. ATS Jurisdiction MDT Date Performed 8/29/2016 East/West Street Bridger Drive Analysis Year 2016 North/South Street Egbert App.(Combined) Time Analyzed PM Peak Hour-With Dev. Peak Hour Factor 0.88 Intersection Orientation East-West Analysis Time Period(hrs) 0.25 Project Description Egbert Commercial Lanes il!It +Y Major Street:East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 1 1 0 0 0 1 0 0 0 0 0 0 0 Configuration L T TR LR Volume(veh/h) 2 268 244 1 2 12 Percent Heavy Vehicles 10 10 10 Proportion Time Blocked Right Turn Channelized No No No No Median Type Undivided Median Storage Delay, Queue Length,and Level of Service Flow Rate(veh/h) 2 1 1 16 Capacity 1240 689 We Ratio 0.00 0.02 95%Queue Length 0.0 0.-4 Control Delay(s/veh) 7.9 10.3 Level of Service(LOS) A g Approach Delay(s/veh) 0.1 10.3 Approach LOS _ B Copyright©2016 University of Florida.All Rights Reserved. HCS 2010'TWSC Version 6.80 Generated:8/30/2016 8:02:57 AM EgbertPM.xtw y woul 1-5 General Information Site Information Analyst RLA Intersection Bridger Dr.&Story Mill Agency/Co. ATS Jurisdiction MDT Date Performed 8/29/2016 East/West Street Bridger Drive Analysis Year 2016 North/South Street Story Mill Road Time Analyzed AM Peak Hour-With Dev. Peak Hour Factor 0.88 Intersection Orientation East-West Analysis Time Period(hrs) 0.25 Project Description Egbert Commerical Lanes 11 * tYt r IVajor Street`cast-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 1 1 0 0 1 1 0 0 1 0 0 1 0 Configuration L TR L TR LTR LTR Volume(veh/h) 61 121 4 41 173 3 7 15 14 4 41 94 Percent Heavy Vehicles 3 3 3 3 3 3 3 3 Proportion Time Blocked Right Turn Channelized No No Nom_ No.� - Median Type Undivided Median Storage Delay, Queue Length, and Level of Service Flow Rate(veh/h) 69 J1432 41 159 Capacity 1365 461 610 v/c Ratio 0.05 0.09 0.26 95%Queue Length 0.2 0.1 0.3 1.0 Control Delay(s/veh) 7.8 7.6 13.6 13.0 Level of Service(LOS) A A B B Approach Delay(s/veh) 2.5 1.4 13.6 13.0 Approach LOS B B Copyright©2016 University of Florida.All Rights Reserved. HCS 2010-TWSC Version 6.80 Generated:8/30/2016 8:03:40 AM StoryAMwith.xtw General Information Site Information Analyst RLA Intersection Bridger Dr.8t Story Mill Agency/Co. ATS Jurisdiction MDT Date Performed 8/29/2016 East/West Street Bridger Drive Analysis Year 2016 North/South Street Story Mill Road Time Analyzed PM Peak Hour-With Dev. Peak Hour Factor 0.88 Intersection Orientation East-West Analysis Time Period(hrs) 0.25 Project Description Egbert Commerical Lanes J d l -k 4 ' I -4 1' r Major Street East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 1 1 0 0 1 1 0 0 1 0 0 1 0 Configuration L � TR L TR LTR LTR Volume(veh/h) 92 167 10 18 161 4 8 33 44 5 21 69 Percent Heavy Vehicles 3 3 3 3 3 3 3 3 Proportion Time Blocked Right Turn Channelized No No No No Median Type Undivided Median Storage Delay, Queue Length, and Level of Service Flow Rate(veh/h) E4413E79 05 20 97 108 Capacity 1364 495 604 v/c Ratio 0.01 0.20 0.18 95%Queue Length .2 0.0 0.7 0.6 Control Delay(s/veh) 7.8 7.7 14.0 12.2 Level of Service(LOS) A A B B Approach Delay(s/veh) 2.7 0.7 14.0 12.2 Approach LOS B B Copyright©2016 University of Florida.All Rights Reserved. HCS 20101 TWSC Version 6.80 Generated:8/30/2016 8:04:15 AM StoryPMwith.xtw APPENDIX B Traffic Model a 0 N -_ coeN-i CY (, eV-i T-4 tp 00 M CY Z-► ht � 7 -► h1 � m 0, ri Ln H l0 O a) `Y W N W N m l0 e-i N 00 CN M N N 4) 1 41 � v v) 00 N ko GC1 G L C L GC w N w v tw 00 a ` a m © N GO 0 (N m ail «� 1 g, ht Wt ht 00 ei N } j C: WVq Ln r-4 E a r-i NO H Ln t, e-i r-I N ri 00 0) r4 «fit► 4r 4mt «) z-► ht � w,-r Atht � a N M U) m O to N E to t-I c-I c-i t t Ln e-i H ri N H V-1 0 Q O Y N t-' r> C G1 a a a (L ca An w 1= w Q = w a = -ts a a � 4-4- N � 14 40L 41 -i so Ath t t� �, •► h t � .-i o N O O N °° � l " � 1 0 Z ht " � ht Ln a v E � " Em � t� p a p o v O �- > -a > tio a ? 0 ,- H o0 o � 0 00 r' 7 h t ^ z 41 t Ln Ln r-i O rh r kp ,-i r-i H N rN� M cu j v0 iEi p p L. L t �► 14 'z0 Jot te m ~O Ln 00 E aO E O cu V v N Y N M 4- N 0 O w = 2 O a Q S = ro � m -_ ri m r~-I rl �T-4 .r-I uw 00 m �r �f' r-I e-i 00 M Ct L 0 41 �L d e-i c1 c-+ d 01 e-I Ln N r h O 01 ci 4.0 (14 N 0) W H c-f ri M 00 r-i N M O N � 1 41 -� ht ht cu te �-I O r, 1.00 � w VA r+ 00 G a N (U N > y E CL O06O a) txo > M a > a G c-I N m O N m 411 4) 1 z ht W ht V-i o r` m w .-� V-I 00 in Lo � N � C! } } E C H N vi Ln N NCL ci N N 00 Ol t-i a 41144. 4m «.L cu Z-► ht � 0 7M* 4ht � N l m l0 0) O M0 N E 'a F- F- O u° v v -Y t u t m t w a EE v a w a. -0 m o o w H 0 < a.. a.