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Home My WebLink About15 - Traffic Impact Study - Marriott Springhill Suites Lot 5, Block 2 Lewis & Clark Commercial Subdivision ARM 41 9 1 X04A SANDERSON tie STEWART TRAFFIC IMPACT STUDY FOR MARRIOT SPRINGHILL SUITES HOTEL LOT 5, BLOCK 2 OF LEWIS & CLARK COMMERCIAL SUBDIVISION BAXTER LANE BOZEMAN, MONTANA PREPARED FOR BOZEMAN LAND INVESTORS, LLC PO BOX 11890 BOZEMAN, MT 59719 JULY 2015 15041 4 t 3 f TRAFFIC IMPACT STUDY MARRIOT SPRINGHILL SUITES HOTEL LOT 5, BLOCK 2 OF LEWIS & CLARK COMMERCIAL SUBDIVISION em xr � � t^a v s � r r r w � r r r x t w f �x Marriott Springhill Suites Hotel TIS TABLE OF CONTENTS INTRODUCTION 1 SITE LOCATION AND DESCRIPTION 1 EXISTING CONDITIONS 4 Streets 4 Intersections 5 Traffic Volumes 6 Intersection Capacity 6 TRIP GENERATION 8 TRIP DISTRIBUTION 10 TRAFFIC ASSIGNMENT 10 TRAFFIC IMPACTS 10 Traffic Volumes 10 Intersection Capacity Analysis 13 Traffic Signal Warrants 13 Sight Distance 15 CONCLUSIONS AND RECOMMENDATIONS 15 SANDERSON STEWART i Marriott Springhill Suites Hotel TIS APPENDICES Appendix A—Traffic Volume Data Appendix B—Capacity Calculations—Existing Appendix C—Capacity Calculations—Existing + Project LIST OF TABLES Table 1. Existing Conditions Capacity Calculation Summary 9 Table 2. Trip Generation,Mode &Classification Summary 8 Table 3. Existing + Site (2015) Capacity Calculation Summary 14 LIST OF FIGURES Figure 1. Site Location 2 Figure 2. Site Layout 3 Figure 3. Existing (2015) Peak-Hour Traffic Volumes 7 Figure 4. Trip Distribution and Traffic Assignment 11 Figure 5. Existing(2015) + Site Peak-Hour Traffic Volumes 12 SANDERSON STEWART ii Marriott Springhill Suites Hotel TIS INTRODUCTION This traffic impact study (TIS) summarizes the potential impacts of the development of a Marriott Springhill Suites hotel on Lot 5, Block 2 of Lewis & Clark Commercial Subdivision in Bozeman, Gallatin County, Montana. The purpose of this study is to assess the impacts that this development may have on the surrounding transportation system and to provide recommendations to mitigate any such impacts. The methodology and analysis procedures used in this study employ the latest technology and nationally accepted standards in the area of site development and transportation impact assessment. Recommendations made in this report are based on professional judgment and these principles. SITE LOCATION AND DESCRIPTION The proposed site for the Marriott Springhill Suites hotel (Lot 5, Block 2 of Lewis & Clark Commercial Subdivision) is a 3.6-acre parcel located on the northeast corner of the Baxter Lane- Boot Hill Court intersection. The site is bound by Baxter Lane to the south, Boot Hill Court to the west and Interstate 90 to the north and east. Figure 1 on the following page shows the location of the hotel site and the nearby streets and intersections in Bozeman. The hotel is proposed to have 90 guest rooms in a four-story building. Accessory uses will include a small bar, patio area and conference space. Based on City of Bozeman Municipal Code requirements, the required parking allotment would be approximately 137 stalls. The proposed site would provide 137 parking stalls with 5 reserved as accessible and one of those 5 being van- accessible. Access to the site is proposed via single approaches on Baxter Lane and Boot Hill Court. Figure 2 on Page 3 illustrates the current proposed site layout for the hotel. The Baxter Lane approach is proposed in alignment with Sacco Drive, a local street that provides connectivity between Baxter Lane and Tschache Lane on the back side of the neighboring Lowes store. This approach would be located approximately 180 feet east of the Boot Hill Court intersection,measured from the Boot Hill Court right-of-way line to the nearest edge of the private access. The Bozeman Urnifaed Developlvent Code states that the minimum distance between public and/or private accesses on a collector street (Baxter Lane) should be 330 feet for full access. While the proposed access location is about 150 feet less than the code requirement, Sanderson Stewart feels that there is an overall benefit to lining SANDERSON STEWART 1 Marriott Springhill Suites Hotel TIS � 1 •.�..� �1[a �a'�_F_�:tea...`t'. ___"'"'111 ,. O 0 Y W J co � i a SANDERSON STEWART 2 1 Marriott Springhill Suites Hotel TIS LU t�l U) >y I Z Q W F - r D a & j LLI = J o Z LL N it /= - l' W ui IL ih ' I coo I L' III I W ` n j o0 I III - U) Drive--- - , Sacco I _ IIIIIf I , Of , Illil ! � I Root-Hill- Court -- --- .- Z SANDERSON STEWART 3 Marriott Springhill Suites Hotel TIS the access up with Sacco Drive, as opposed to placing the access 330 feet east of Sacco Drive where it would be directly adjacent to the horizontal curve in Baxter Lane. Accompanying this TIS report is a letter requesting a deviation from the minimum access spacing requirements. The approach on Boot Hill Court is to be located approximately 230 feet north of the center line of Baxter Lane. The offset from the opposing private approach to the north would be approximately 100 feet (center of approach to center of approach). EXISTING CONDITIONS Streets Traffic generated by the development of the Marriott Springhill Suites will have a direct impact on the adjacent streets and intersections. The following paragraphs describe the existing area streets that are most likely to be affected by the traffic volumes generated by this development. North 19th Avenue North 19th Avenue is classified as an urban principal arterial in both the Montana Department of Transportation (MDT) functional classification system and in the City of Bozeman functional classification system. It provides connectivity across Bozeman between Interstate 90 and Cottonwood Road. Within the project vicinity, North 19th Avenue has two travel lanes in each direction,periodic left-turn lanes and a posted speed limit of 40 mph. Baxter Lane Baxter Lane is classified as a major collector in both the Montana Department of Transportation (MDT) functional classification system and in the City of Bozeman functional classification system. It provides connectivity between Jackrabbit Lane and N 7th Avenue. Within the project vicinity, Baxter Lane has one travel lane in each direction, a two-way left-turn lane, and a posted speed limit of 35 mph. Boot Hill Court Boot Hill Court is classified as a local street in the City of Bozeman functional classification system. It provides connectivity between Baxter Lane and Simmental Way for business access. Within the SANDERSON STEWART 4 Marriott Springhill Suites Hotel TIS project vicinity, Boot Hill Court has one travel lane in each direction and a posted speed limit of 25 mph. Simmental Wav Simmental Way is classified as a local street in the City of Bozeman functional classification system. It provides connectivity between Baxter Lane and Bannock Stage Road for business access. Within the project vicinity, Simmental Way has one travel lane in each direction and a posted speed limit of 35 mph. Sacco Drive Sacco Drive is classified as a local street in the City of Bozeman functional classification system. It provides connectivity between Baxter Lane and Tschache Lane for business access. Within the project vicinity,Sacco Drive has one travel lane in each direction and no posted speed limit. Intersections The following paragraphs describe the existing area intersections that will be most substantially impacted by the development of the project site. North 19th Avenue and Baxter Lane The intersection of North 19th Avenue and Baxter Lane has four legs and is controlled with an actuated traffic signal. The northbound approach has a left-turn lane, a through lane, and a shared through/right-turn lane. The southbound approach has a left-turn lane, a through lane, and a shared through/right-turn lane. The eastbound approach as a left-turn lane and a shared through/right-turn lane. The westbound approach has a left-turn lane, a through lane, and a right- turn lane. The signal timing plan has six phases including protected left-turn phases for the northbound and southbound lefts,lagging permissive northbound and southbound movements, and permissive phases for all eastbound and westbound movements. The eastbound and westbound approaches do not have protected left-turn phases, nor would the existing signal heads allow for protected left-turn phasing. SANDERSON STEWART 5 Marriott Springhill Suites Hotel TIS Baxter Lane and Simmental Way The intersection of Baxter Lane and Simmental Way is stop-controlled on the north and south approaches. The south approach for this intersection is a private access road to adjacent businesses. The north and south approaches have a single lane for all movements. The east and west approaches have a shared through/right-turn lane and a two-way left-turn lane. Baxter Lane and Boot Hill Court Baxter Lane intersects Boot Hill Court in a typical "T" configuration with stop control on the north approach. The north approach of this intersection is a local access road to adjacent businesses and has a single lane for all movements. The east and west approaches have a shared through/right-turn lane and a two-way left-turn lane. Baxter Lane and Sacco Drive Baxter Lane intersects Sacco Drive in a typical "T" configuration with stop control on the south approach. The south approach of this intersection is a local access road to adjacent businesses and has a single lane for all movements. The east and west approaches have a shared through/right-turn lane and a two-way left-turn lane. Traffic Volumes Existing weekday AM and PM peak hour turning movement counts were collected for the study area intersections listed in the previous section of this report on Tuesday, June 16, 2015. The weekday peak hours were found to occur from 7:45 to 8:45 AM and from 4:45 to 5:45 PM. Montana Department of Transportation (MDT) seasonal adjustment factors for the month of June were applied to the raw count data to calculate existing average traffic volumes. Figure 3 on the following page summarizes the resulting AM and PM peak hour turning movement volumes. Detailed traffic count data is included in Appendix A. Intersection Capacity Capacity calculations were performed for the study area intersections using Synchro, Version 8.0, which is based on the 2010 Highway Capacity Manual (HCM2010) (Transportation Research Board, 2010) methodologies. The HCM2010 defines level of service (LOS) as "a quality measure describing operational conditions within a traffic stream, generally in terms of such service measures as speed SANDERSON STEWART 6 Marriott Springhill Suites Hotel TIS M1� o Yw LUM w pU LL IL 0 1 Z Z� f yS Y f! li Jl: �:jt F"F- w N N L i "" �,�`(� �, il� .i •I _ ! _ ! lid I VI I� IF ''�� UD it rt... 1 00 I Y' �•'i .__-_- V - I• —_.-_.-. .-__.--' — mac• QN1" ! �•J��/I�s`--0l..�,+.>4ynnl�.:II tv t, `f to e tn N p Zw \ O O C• - c n nm In 19 IC r N a0 1"` '. l_ '—1.1 ,K n N N co co NM 19 om rnm to LIM 0, , SANDERSON STEWART 7 Marriott Springhill Suites Hotel TIS and travel time, freedom to maneuver, traffic interruptions, comfort, and convenience." LOS is a qualitative measure of the performance of an intersection with values ranging from LOS A, indicating good operation and low velucle delays, to LOS h, which indicates congestion and longer vehicle delays. The City of Bozeman generally considers LOS C as the minimum standard for acceptable peal: hour intersection operations. All of the study area intersections were calculated to operate at or above LOS C during both the AM and PM peak hours for the Existing Conditions (2015) traffic volume scenario. Lengthy 95% confidence interval (max) queues were projected for several approaches at the North 19th Avenue and Baxter Lane intersection during both peak periods. In particular, the projected max queues for the thru lanes on the south and east approaches are long enough to block access to the adjacent auxiliary left-turn bays on those approaches. MDT recently adjusted the signal timing and coordination in this corridor to help with queuing, but field observations during a typical weekday evening peak hour showed that queues on the south and east approaches do back up and block upstream private or public access points, as well as entrance to adjacent auxiliary turn lanes. The thru lane queues on the north and west approaches were not projected to be long enough to block the adjacent turn lanes, but those queues are also very long. None of the other study area intersections were projected to have significant queuing problems. Table 1 on the following page presents detailed results of the existing conditions capacity calculations. Capacity calculation worksheets for existing conditions are provided in Appendix B. TRIP GENERATION An accurate estimate of site-generated traffic must be made in order to analyze the impacts of a new development. The Tfip Generation Manual, 911) Edition, published by the Institute of Transportation Engineers (ITE) is the most widely accepted source for trip generation data. Trip generation projections for the Marriott Springhill Suites hotel were calculated using ITE land use category 310— Hotel based on 90 occupied rooms at full capacity. Table 2 on page 10 summarizes the results of the trip generation calculations. Trip generation provides an estimate of the total number of trips that would be generated by a proposed development. However, in order to estimate the net number of new trips made by personal vehicles external to the site, adjustments must often be made to account for internal capture trips, pass-by trips and trips made by alternate modes. In this case, the hotel is unlikely to SANDERSON STEWART 8 Marriott Springhill Suites Hotel TIS Table 1. Exist in Conditions 2015 Ca aci Calculation Summa Interreetaon Control Tra Iarl EB 35.2 D 12 40.5 D 14 North 19th Avenue& WB 33.2 C 5 36.1 D 12 Baxter Lane NB 14.9 B 7 23.2 C 23 SB 19.2 B 17 20.4 C 16 Intersection 22.3 1 C -- 26.6 C -- I�iterrestion C'orztrol I'rvo-tea SB stopGvn�rolledi EB 1.6 A 1 1.9 A 1 Baxter Lane& VJB 0.2 A 0 0.3 A 0 Simmental Way NB 16.2 C 1 27.4 C 2 SB 13.6 B 1 22.0 C 4 Intersection 3.7 A -- 9.1 A -- Inter gtian Control " 0he-vva ''SB St Controlled EB 0.4 A 0 0.4 A 0 Baxter Lane& WB 0.0 A 0 0.0 A 0 Boothill Court SI3 1 L7 B 1 14.0 B 1 Intersection 0.7 A -- 1.6 A -- .f ntersectionControl O i-u� B St' Controlkd EB 0.0 A 0 0.0 A 0 Baxter Lane& WB 0.3 A 0 0.6 A 1 Sacco Drive NB 10.8 B 1 11.5 B 1 Intersection 0.9 A -- 0.9 A -- generate pass-by trips and there are no other on-site land uses to create internal capture trips. As such,no adjustments were made to gross trip generation totals for the purposes of this analysis. In total, the Marriott Springhill Suites hotel is projected to generate approximately 803 new external personal vehicle trips during an average weekday at full capacity.Approximately 60 trips (35 entering and 25 exiting) would be generated during the AM peak hour, while 63 trips (31 entering and 32 exiting) would be generated during the PM peak hour. SANDERSON STEWART 9 Marriott Springhill Suites Hotel TIS Table 2. Trip Generation,Mode & Classification ary Independent Variable Average Weekday AM Peak Hour PM Peak Hour Land Use Intensity Unite total enter ..it total I enter I exit total I enter exit Ilotel(1) 90 JOCCUpiedRoorn,J 803 1 402 1 401 1 60 1 35 1 25 1 63 1 31 32 Total New External Personal Vehicle 803 402 401 60 35 25 63 31 32 (1)Hotel-Land Use 310* Units=Occupied Rooms Average Weekday: Average Rate=8.92 (50%entering,50%exit ing) Peak Hour of the Adjacent Street,One How-between 7 and 9 AM: Average Rate=0.67 (58%entering,42%exiling) Peak Hour of the Adjacent Street,One Flour behveen 4 and 6 PM: Average Rate=0.70 (49%entering,51%exiting) *Trip Generation,9dt Edition,Institute of Transportation Engineers,2012 TRIP DISTRIBUTION Trip distribution is an estimate of site-generated trip origin and destination locations, which can be determined by several methods such as computerized travel demand models or simple inspection of existing traffic patterns within the study area. For this study, the trip distribution was based on the distribution of existing traffic volumes at the study area intersections and the author's judgment of minor traffic shifts with the proposed development in place. The projected trip distribution for the project area is illustrated in Figure 4 on the following page. TRAFFIC ASSIGNMENT Traffic assignment is the procedure whereby site-generated vehicle trips are assigned to study area streets, intersections, and the site accesses. The assignment of site-generated traffic is based on the calculated trip distribution, the physical attributes of the project site, and the surrounding street system. Based on this approach, the site-generated trips were assigned to the study area roadway network as illustrated in Figure 4. TRAFFIC IMPACTS Traffic Volumes For this study it was required that traffic impacts be evaluated for a traffic volume scenario based on existing conditions with site-generated traffic from the hotel added to the system. Figure 5 on page 12 illustrates the AM and PM peak hour turning movement volumes that were projected for each of the study area and site access intersections via the trip generation and assignment procedures referenced in previous sections of this report. The increase in peak hour traffic volumes caused by the development of the hotel is projected to be relatively minor, ranging from 1.9% at the North 19th Avenue/Baxter Lane intersection to 19.5% at the Sacco Drive/site access intersection. SANDERSON STEWART 10 Marriott Springhill Suites Hotel TIS r• Z3 Zm w W O� w Z o LL Q 07 ♦♦ �♦ • • I J � 1� 1 N r•p ' L L op - .4 -a it(AlfFF F I !r. Q1 � �L,� I �v oo ► �—oo 1 II 7 co o Ouzo po N r. oo-- - o0 uric 4� A Ii SANDERSON STEWART 11 Marriott Springhill Suites Hotel TIS co W D ;C ", �• �J F)o +,U _ Q Ii N •i W (� -� ZIX La 0 CL EL ♦♦ ♦♦ 'i :vim nrD S ' nor; a,o N�N 1, ♦ r u� a (V i' n co •l n RN It(.f.{ r•i;�� n 1,:.IP i t I Up� Ly- C2 co I A Ns m N :tdii o c N to tll�.Y�' to I ✓� t`as f` V 1 I{I fI ` `-'N OD aO C7� .L' 4 SANDERSON STEWART 12 Marriott Springhill Suites Hotel TIS Intersection Capacity Analysis Peak hour intersection capacity calculations were performed for the Existing + Site (2015) traffic volume scenario using the same methodologies discussed in the evaluation of existing conditions. The LOS analysis was based on the turning movement volumes shown in Figure 5. Table 3 on the following page summarizes the results of the Existing + Site calculations. The addition of traffic generated by the hotel would result in minor increases in approach and intersection delay and queues for several of the study-area intersections. However, all study area and site access intersections are projected to operate at LOS C or better during both peak periods for this scenario. As for existing conditions, projected max vehicle queues are lengthy for several approaches at the North 19th Avenue/Baxter Lane intersection and the south and east approaches show potential for having thru lane queues block access to the left-turn bays at times. Iowever, the north and west approaches should still be okay in that regard based on the projections. Projected max vehicle queues for the other study intersections were generally short. In particular, the projected maximum eastbound left-turn movement queue at the Baxter Lane/Sacco Drive/Site Access intersection was only one (1) vehicle. As such, it is not expected that queuing at that intersection would have any impact on the Baxter Lane/Boot Hill Court intersection to the west. Detailed capacity calculation worksheets for the future conditions scenarios are provided in Appendix C. Traffic Signal Warrants The south approach for the Baxter Lane/Simmental Way intersection is projected to degrade from LOS C to LOS D during the PM peak hour through the addition of site-generated traffic from this project. As such, Sanderson Stewart evaluated the Peak Hour traffic signal warrant criteria from the Manual on Uniform Traffic Control Devices (MUTCD) to determine if that warrant is projected to be met for the Existing + Site (2015) traffic volume scenario, as well as to gauge whether or not an evaluation of the other MUTCD traffic signal warrants is necessary. The calculations showed that even without any subtractions for right-turns from the minor approach (due to those movements generally being low-conflict and somewhat less impacted by approach delay), neither the AM or PM peak hours for the Existing + Site scenario are even close to meeting the minimum warrant criteria for either Category A or B. Furthermore, the AM and PM peak hour volumes don't even meet the lower volume thresholds for the Four-Hour Vehicular Volume warrant and only the SANDERSON STEWART 13 Marriott Springhill Suites Hotel TIS Table 3. Existing Plus Site 2015) apacity Calculation Summary Opening Year 2016 'Week ay AM Peak Week ay PM Peak Intersection Approach Avg Max Avg Max Delay Queue Delay Queue lSt VCn) LOJ (,ell) lJ vell) -LOS `yell) Intersection Control Tra tc Si pal EB 34.8 C 12 40.7 14 WB 33.1 C 6 36.6 D 12 North 19th Avenue& NB 15.9 B 8 24.1 C 25 Baxter Lane SB 19.7 B 17 20.7 C 17 Intersection 22.8 C -- 1 27.2 C -- Intersection Control Ttvo-tva B SB Stop Controlled EB 1.5 A 1 1.8 A 1 Baxter Lane& WB 0.3 A 0 0.3 0 NB 17.3 C 1 30.9 D 3 Simmental Way SB 14.5 B 1 24.8 C 4 Intersection 3.6 A -- 9.7 A -- Intersection Control Oil my SB Stop Controlled EB 0.5 A 0 0.5 A 1 Baxter Lane& WB 0.0 A 0 0.0 A 0 Bood-0 Court SB 12.0 B 1 14.8 B 1 Intersectionj 0.9 A -- 1.8 A -- Intersection Control Trvo-tva B ems'SB Stop Controlled EB 0.7 A 1 0.5 A 1 Baxter Lane& WB 0.3 A 0 0.6 . A 1 Sacco Drive/ Site Access NB 11.2 B 1 11.9 B 1 SB 10.0 B 1 11.5 B 1 Intersection 1.5 A -- 1 1.4 A -- Intersection Control One-ua Y/B Stop Controlled WB 8.7 A 0 8.9 A 0 Boot Ilill Court& NB 0.0 A 0 0.0 A 0 Site Access SB 1.0 A 0 0.3 A 0 Intersection 1.2 A -- 0.8 A -- PM peak hour volumes meet the Categoiy A minimum threshold for the Eight-Hour Vehicular Volume warrant. As such, we did not consider it necessary to give further consideration to traffic signal warrants for the Baxter Lane/Simmental Way intersection. SANDERSON STEWART 14 Marriott Springhill Suites Hotel TIS Sight Distance Intersection sight distance was evaluated for the proposed site access approaches to ensure that existing street geometric characteristics would not negatively impact the proposed site access locations. Baxter Lane is generally flat to both the east and west of Sacco Drive. There is a horizontal curve on Baxter Lane that begins approximately 300 feet east of the Sacco Drive intersection. however, sight distance into and beyond the curve is unobstructed for a distance of approximately 650 feet due to the flat terrain and lack of visual obstructions in the right-of-way on the inside of the horizontal curve. Sight distance to the west from the Sacco Drive/site access intersection is unobstructed by any geometric street configuration or permanent object to North 19th Avenue. The site access on. Boot Hill Court is approximately centered on a large-radius horizontal curve. Boot Hill Court is also very flat with no discernible vertical deflection features that would cause a blind spot for vehicles. Sight distance to the north should be unobstructed to the point where Boot Hill Court curves to the west (approximately 450 feet). Sight distance to the south should be unobstructed to the Baxter Lane intersection (approximately 230 feet). CONCLUSIONS AND RECOMMENDATIONS The preceding analysis provides a summary of existing conditions, trip generation, traffic assignment and existing plus site traffic impact analysis for the development of a Marriott Springhill Suites Hotel on Lot 5, Block 2 of Lewis & Clark Commercial Subdivision in Bozeman, MT. The existing conditions analysis showed that all intersections operate at LOS C or better during both the AM and PM peak hour periods. However, maximum projected vehicle queues for the thin lanes on the south and east approaches for the North 19th Avenue/Baxter Lane intersection were shown to be long enough to potentially block access to the adjacent auxiliary left turn lanes on those approaches during those peak periods. Site-generated traffic from the hotel will impact all of the study area intersections, but the relative increases in total entering traffic volumes will be small, as would be the impacts on traffic operations. All study area intersections still project to operate at LOS C or better during both the AM and PM peak periods. As is the case for existing conditions, the biggest issue of concern is relative to lengthy queues in thru lanes on several approaches at the North 19th Avenue/Baxter SANDERSON STEWART 15 Marriott Springhill Suites Hotel TIS Lane intersection potentially blocking access to the adjacent auxiliary turn lanes on those approaches. There are a number of possible approaches to solving this problem. The turn bays could be lengthened such that entrance to those lanes would occur in advance of where the queues reach. However, for this particular intersection the left-turn bays on the south and east approaches are already back-to-back with left-turn bays for upstream intersections in the opposite direction. The lengthening of the turn bays for the North 19th Avenue/Baxter Lane intersection would reduce the capacity of the upstream opposing turn bays. This may be a reasonable consideration for the south approach and something that MDT should evaluate further,but the upstream left-turn bay on the east approach is already very short and should not be shortened. Another way to fix the queuing problem would be to provide additional thru lanes on North 19th Avenue and Baxter Lane. Additional capacity in the thru lanes would reduce queuing in those lanes. However, that alternative is not likely to pencil out in terms of a cost and benefit relative to this particular problem. The cost implications for such a project on either street would be extensive. This is an alternative that would work,but is not the best option for solving this problem unless the widening of either North 19th Avenue or Baxter Lane was already programmed with funding. It's worth noting that the addition of thru lanes on just one or the other of the intersecting streets would likely allow for the green time balance for the traffic signal to be shifted more heavily toward the other street,thereby potentially improving the queuing on both streets. A third potential approach to improving the queuing problem would be to modify signal timing to provide additional green time for thru movements on one or more approaches. However, the City and MDT recently worked together to revise the signal timing plan for this intersection with coordination for the upstream and downstream traffic signals, so our assumption is that the timing has been optimized to best fit the traffic patterns in the overall corridor. An additional option for improving the queuing/auxiliary left-turn lane blockage issue would be provision of a protected left-turn lag phase on'any of the approaches where that issue is a problem. To do so on the north and south approaches would presumably just be a matter of changing the phasing plan for the signal. However,upstream and downstream impacts to the coordinated signals should also be considered relative to platoon arrivals and departures. For the east and west approaches, the existing signal heads do not support protected phasing for left turns. The signal SANDERSON STEWART 16 Marriott Springhill Suites Hotel TIS heads would have to be replaced in order to provide a protected lag phase for the auxiliary left turn bays. The site access intersections for the hotel site are expected to operate well with only very minor queuing. Site distance is very good from the proposed approach locations and should remain so as long as no visual obstructions are installed in the clear vision triangle. The separation between the proposed approach at the Baxter Lane/Sacco Drive intersection and Boot Hill Court is not expected to cause any problems in terms of queuing or general traffic operations. fd following is a list of recommendations to mitigate existing and future potential traffic operations safety problems in the project study area: • The location of the proposed private approach on Baxter Lane (on the north side of the existing Sacco Drive intersection) does not meet the minimum spacing requirements from the Cite of Bozeman Municipal Code relative to the Boot Hill Court intersection to the west. However, since there is an existing public street intersection at this location, Sanderson Stewart recommends that the private approach be constructed here to simplify traffic operations in this corridor and reduce the overall number of conflict points. Our calculations show that the separation between the two intersections Nvill not be a problem in terms of queuing for the scenarios that were analyzed and it is not expected that queueing would be problematic at any time in the near future. A stop sign should be installed on the private approach that is proposed on the north side of the Baxter Lane/Sacco Drive intersection since Baxter Lane is a collector street and since the approach is to be located at an existing, stop-controlled public street intersection. The private approach on Boot Hill Court is not required to have a stop sign since it is a private approach on a local street. • The proposed site plan provides on-site parking that is consistent with the City of Bozeman requirements. The allotment of accessible parking spaces meets ADA standards. At least one of the accessible parking spaces should be van-accessible. • For the purposes of ininiinizing the potential for northbound and southbound thru lane queues at the North 19th Avenue/Baxter Lane intersection to block access to the adjacent SANDERSON STEWART 17 Marriott Springhill Suites Hotel TIS northbound and southbound auxiliary left turn lanes, consideration should be given to lengthening those turn bays through re-striping and/or converting the protected left-turn lead phases to lag phases,which would allow the thru lane queues to clear out prior to the protected left turn phase. Whether or not the left turn bays should be extended via re- striping is something that should be evaluated further to determine if the reduced capacities for the upstream left turn bays would be harmful to traffic operations at those intersections. The problem of these queues blocking access to left turn bays is an existing one. As such, this project should not be held as individually responsible for any improvements that are made to mitigate the problem. The problem currently exists for the east approach at the North 19th Avenue/Baxter Lane intersection. However, the westbound left-turn bay cannot be extended without virtually eliminating the upstream eastbound left-turn bay. In addition, the east and west approach signal heads do not currently allow for protected phasing for left turns. Currently, the blockage issue is only projected to be a problem for the east approach. It may become a problem for the west approach at some point in the future, at which time the west approach left-turn lane could be extended through re-striping. At this time, it is recommended that the problem be monitored for the east approach to determine how frequently it impacts traffic operations. If it is determined that the benefits merit the costs, the east and west approach traffic signal heads could be replaced and a protected left-turn lag phasing plan could be implemented. As with the north and south approaches, the problem of the east approach queues blocking access to the left turn bay is an existing one. As such, this project should not be held as individually responsible for any improvements that are made to mitigate the problem. Please note that all improvements should be designed and installed in accordance with City of Bozeman, Montana Department of Transportation, Manual on Uniform Traffic Control Devices and American Association of State Highway and Transportation Officials standards, where applicable. SANDERSON STEWART 18 APPENDIX A TRAFFIC VOLUME DATA r } Y U S } ti + 4� '. a l J � p V r Y } } s x � x � k s, , SANDERSON W7 STEWART INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Counted By: J.Staszeuk Intersection: N 19th Avenue&Baxter Lane Agency/Company: Sanderson Stewart Date Performed: Tuesday,June 16,2015jurisdiction: City of Bozeman Count Time Period: AM Peak Hour(7:45-8:45 ANI) Project Number: 15041 Project Description: Springhill Suites North/South Street: N 19th Avenue East/West Street: Baxter Lane Vehicle Volumes and Adjustments N 19th Avenue N 19th Avenue Baxter Lane Baxter Lane Southbound Northbound Eastbound Westbound Int, Start Time Right 'Thru Left U-turn Total Right Thru Left U-turn 'Total Right Thru Left U-turn Total Right Thru Left U-turn 'Total Total Factor 0.94 0.94 0.94 0.94 0.94 094 0.94 0.94 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 7:45 ANI 21 274 26 0 321 15 93 14 0 122 21 54 32 0 107 19 18 19 0 56 606 8:00 Ai\I 18 224 32 0 274 11 88 6 0 105 13 35 14 0 62 15 20 20 0 55 496 8:15 AM 11 182 26 0 219 19 77 8 0 104 25 28 21 0 74 17 23 16 0 56 453 8a0 AM 20 186 14 0 220 17 101 13 1 132 26 53 22 0 101 11 22 10 0 43 496 GranclTotal 70 1 866 98 0 1034 62 359 41 1 463 85 170 89 1 0 344 62 83 65 0 210 2051 Medium Truck'7.. 1.4 1.8 0.0 0.0 1.6 6.5 1.9 0.0 0.0 2.4 4.7 0.6 2.2 0.0 2.0 8.1 12.0 9.2 0.0 10.0 I Icav y'1'ruck% 1.4 0.3 1.0 0.0 0.5 0.0 1.9 0.0 0.0 1.5 0.0 0.0 1.1 0.0 0.3 0.0 0.0 0.0 0.0 0.0 TotalTruck',,, 2.9 2.2 LO 0.0 2.1 6.5 39 0.0 0.0 3.9 4.7 0.6 3.4 0.0 2.3 8.1 12.0 9.2 0.0 10.0 Total°.a 3.4 42.2 4.8 0.0 50.4 3.0 17.5 2.0 0.0 22.6 4.1 8.3 4.3 0 0 116.8 3.0 4.0 3.2 0 10.2 100.0 Plllt 0.81 0.81 a81 0.88 0.88 O.88 i 0.8() 0.80 ().80 0.94 0.94 0.94 0.85 N 19th Avenue In Out 1034 510 RT Tii 1:1' U 70 866 98 0 N .= x 7 ^ C C .. U, H Total Entering o c to C ag a 2051 r a � r< i, o o rt 1 1 41 359 62 U LT TI-I RT 1017 463 Out In N 19th Avenue 1300 North Tronsiech Way I Billings,Montana 59102 I Phone 406.656.5255 1 Fax 406.656.0967 I www.sandersonstewort.com SANDERSON �►: STEWART INTERSECTION TURNING MOVEMENT COUNT SUMMARY Counted By: J.Staszeuk Intersection: N 19th Avenue tk Baxter Lane Agency/Company: Sanderson Stewart Date Performed: Tuesday,June 16,2015jurisdiction: City of Bozeman Count Time Period: PM Peak I-Iour 4:45-5:45 PN, Project Number: 15041 Project Description: Springhill Suites North/South Street N 19th Avenue East/West Street: Baxter Lane Vehicle Volumes and Adjustments N 19th Avenue N 19th Avenue Baxter Lane Baxter Lane Southbound Northbound Eastbound Westbound Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thor Left U-turn Total Right Thru Left U-turn Total, Total Factor 0.94 0.94 0.94 0.94 Z0.1941 0.94 0.94 0.99 0.99 0.99 Q99 0.99 W)9 0.99 0.994:45 PM 23 198 39 0 260 34 0 306 26 39 22 0 87 41 46 17 0 104 757 5:00 PM 24 212 28 0 264 23 1 318 26 42 27 0 95 53 61 32 0 146 823 5:15 PM 24 193 29 0 246 28 0 315 l3 46 26 085 34 50 l4 0 98 744 530 PM 24 207 32 0 263 32 0 310 24 3G 3G 0 96 41 49 21 0 ill 780 Grand Total 95 810 128 0 1033 93 1038 117 1 1249 89 163 Ill 0 363 169 206 84 0 459 3104 Medium Truck'%, 3.2 1.5 0.8 0.0 1.5 2.2 1.7 0.9 0.0 1.7 3.4 1.8 1.8 0.0 2.2 0.0 1.0 2.4 0.0 0.9 Ileav,Truck% 0.0 1.2 0.0 0.0 1.0 0.0 0.7 0.0 0.0 0.6 1.1 0.0 0.9 0.0 0.6 0.0 1.0 0.0 0.0 0.4 Total Truck°a 3.2 2.7 0.8 0.0 2.5 2.2 2.4 0.9 0.0 2.2 4.5 1.8 2.7 0.0 2.8 (W 1.9 2.4 0.0 1.3 Total% 3.1 1 26.1 1 4.1 1 0.0 1 33.3 1 3.0 1 33.4 1 3.8 1 0.0 1 40.2 2.9 5.3 3.6 0.0 11.7 5.4 6.6 1 2.7 0.0 14.8 100.0 PIIF 0.98 1 0.98 1 0.98 1 0.98 1 0.98 1 0.98 1 1 1 0.95 1 0.95 1 0.95 1 1 0.79 1 0.79 1 0.79 0.94 N 19th Avenue In Out 1033 1318 RT TTI LT I U 95 810 128 1 0 L it 0 Total Entering [ u p a 3104 N r� r r � GC re L M ~ r M M 4 r 1 117 1038 93 U LT TII RT 984 1249 Out In N 19th Avenue 1300 North Tmnstech Way Billings,Montana 59102 I Phone 406.656.5255 1 Fax 406.656.0967 I www.scindersonstewart.com lift SANDERSON W STEWART INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Counted By: ).Staszeuk Intersection: Boot Hill Court&Baxter Lane Agency/Company: Sanderson Stewart Date Performed: 'Tuesday,lunc 16,2015 Jurisdiction: City of Bozeman Count'Time Period: A.M Peak Hour(7:45-8:45 AAI) Project Number: 15041 Project Description: Springhill Suites North/South Street: Boot Hill Court Bast/West Street: Baxter Lane Vehicle Volumes and Adjustme- Boot Hill Court Baxter Lane Baxter Lane Southbound Northbound Eastbound Westbound 11' r. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Itight Thru Left U-turn Total Right Thru Left U-turn Total 'fatal Factor 1.00 1.00 1.()0 L00 1.00 1.00 1.00 im 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 7:45 AM 0 U 2 0 2 0 0 0 0 0 0 63 3 0 GG 8 53 0 0 1 Gi 129 8:00 AM 3 0 3 0 G 0 0 0 0 0 0 47 2 0 49 2 41 0 0 43 98 8:15 AM 0 0 1 0 1 0 0 0 0 0 0 41 2 0 43 G 28 0 0 34 78 8:30 AM l 0 3 U 4 0 0 0 0 0 U 55 3 U 58 3 3G 0 0 39 1Ul GrandTotal 4 0 9 0 13 0 0 U 0 0 0 206 IU U 216 19 159 0 0 177 4UG Medium Truck"'u 0.0 0.0 22.2 0.0 15.4 0.0 0.0 0.0 0.0 0.0 0.0 3.9 0.0 0.0 3.7 0.0 5.7 0.0 0.0 5.1 Ileav�,Truck/,. 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.5 0.0 0.0 0.5 0.0 0.0 0.0 0.0 0.0 Total Truck"%. 0.0 0.0 22.2 0.0 15.4 0.0 0.0 0.0 0.0 0.0 0.0 4.4 0.0 0.0 4.2 0.0 5.7 0.0 0.0 5.1 Total°io 1.0 1 0.0 1 2.2 1 0.0 1 3.2 1 0.0 0.0 1 0.0 1 0.0 0.0 0.0 1 50.7 2.5 0.0 1 53.2 4.7 38.9 -75- 111-1171 0.54 1 0.54 1 0.54 1 0.O0 1 0.00 1 0.00 1 1 0.82 1 0.92 1 0.82 1 1 1 0.73 1 0.73 1 0.73 1 1 1 0.79 Boot I IdI Court In Out 13 29 R1' TI L L:f U 4 0 9 U N x C Total Entering 406 ' o N L 1300 North Transtech Way I Billings,Montana 59102 I Phone 406.656.5255 I Fox 406.656.0967 I www.sondersonstewart.com Aft SANDERSON WW STEWART INTERSECTION TURNING MOVEMENT COUNT SUMMARY Counted By: J.Staszeuk Intersection: Boot Hill Court&Baxter Lane Agency/Company: Sanderson Stewart Date Performed: Tuesday,June 16,2015jurisdiction: City of Bozeman Count Time Period: PM Peak Hour 4:45-5:45 11 Project Number: 15041 Project Description: Springhill Suites North/South Street. Boot Hill Court East/West Street: Baxter Lane Vehicle Volumes and Adjustments Boot Hill Court Baxter Lane Baxter Lane Southbound Northbound Eastbound Westbound Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 1.00 1.00 Lo0 1.0o 1.00 1.00 1.00 1.00 0.99 0.99 0.99 099 0.99 o.99 0.99 0.99 4:45 PM 3 0 5 0 8 0 0 0 0 0 0 70 5 0 75 7 83 0 40.02.7 173 5:00 PM 8 0 11 0 19 0 0 0 0 0 0 73 5 0 78 5 78 0 180 5:15 PM 1 0 7 0 8 0 0 0 0 0 0 62 0 0 62 10 80 0 160 5:30 PM 1 0 10 0 11 0 0 0 0 0 0 66 3 0 69 5 71 0 I5GGrand"Total 13 0 33 0 46 U U 0 0 U 0 271 13 0 284 27 312 0 GG9iviediumTruck 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.7 0.0 0.0 0.7 0.0 2.9 0.0 HeavyTruck",'� 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.7 0.0 0.0 0.7 0.0 0.0 0.0 Total'1'ruck'7, 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.5 0.0 0.0 1.4 0.0 2.9 0.0 Total",l 1.9 1 0.0 1 4.9 1 0.0 1 69 1 0.0 1 0.0 1 0.0 1 0.0 1 0.0 1 0.0 1 40.5 1 1.9 1 0.0 1 42.5 1 4.0 1 46.6 1 0.0 1 0.0 1 50.7 1 100.0 PHFj 0.61 1 0.61 1 0.61 1 1 1 0.00 1 0.00 1 0.00 1 1 1 0.91 1 0.91 1 0.91 1 1 1 0.94 1 0 94 1 0.94 0.93 Boot Hill Court In Out 46 40 RT '11I LT U 13 0 33 0 J �] O c a ^ Total Entering C J a r 669 r w Fr n � O F N 1300 North Trartstech Way I Billings,Montana 59102 Phone 406.656.5255 I Fax 406.656.0967 I www.sandersonsawart.com SANDE RSON i0 STEWART INTERSECTION TURNING MOVEMENT COUNT SUMMARY Counted By: J.Staszcuk Intersection: Sacco Drive&Baxter Lane Agency/Company: Sanderson Stewart Date Performed: Tuesday,June 16,2015 Jurisdiction: City of Bozeman Count Time Period: AM Pcak I Iour(7:45-8:45 AM) Project Number: 15041 Project Description: Springhill Suites North/South Street: Sacco Drive Bast/West Street: Baxter Lane Vehicle Volumes and Adjustments Sacco Drive Baxter Lane Baxter Lane Southbound Northbound Eastbound Westbound Int, Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor I.00 1.00 I.O0 1.O0 1.00 1.00 1.00 1.00 m 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 7:45 AM 0 0 0 0 0 2 0 4 0 6 U 67 0 0 67 0 SG 2 0 58 131 9:00 AM 0 0 0 0 0 2 0 0 O 2 1 49 0 0 50 0 45 3 (1 48 100 8:15 AM 0 0 0 0 0 1 0 0 0 1 0 41 0 0 41 b 33 2 0 35 77 8:30 AM 0 0 0 0 0 8 0 1 0 9 O 59 O O 59 0 36 1 O 37 105 Grand'I'otal O U 0 0 U 13 ll 5 O 18 1 216 0 O 217 0 170 8 0 178 413 Mcdium Truck,0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 4.6 0.0 0.0 4.6 0.0 3.5 0.0 0.0 3.4 Ileav Truck 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.4 0.0 0.0 1.4 0.0 0.0 0.0 0.0 0.6 Total Truck% O.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 OA 0.0 6.0 0.0 0.0 6.0 0.0 4.1 0.0 0.0 3.9 Total% 0.0 0.0 1 0.0 0.0 1 0.0 1 3.1 1 0.0 1.2 0.0 4.4 0.2 1 52.3 0.0 1 0.0 52.5 0.0 41.2 1.9 1 0.0 1 43.1 100.0 P1111 0.00 0.00 1 0.00 0.50 1 0.50 1 0.50 0.81 0.81 0.81 0.77 0.77 0.77 0.79 c � ✓` '-' r r OC Total Entering C: r� c � a 413 r p � c N j 0 5 1 0 1 13 U I:1' I Ti i I RT 9 18 Out I 1 ]n Sacco Drive 1300 North Transtech Way I Billings,Montana 59102 Phone 406.656.5255 1 Fax 406.656.0967 www.sandersonstewart.com SANDERSON W-:9 STEWART INTERSECTION TURNING MOVEMENT COUNT SUMMARY Counted By: J.Staszeuk Intersection: Sacco Drive&Baxter Lane Agency/Company: Sanderson Stewart Date Performed: 'Tuesday,June 16,2015jurisdiction: City of Bozeman Count Time Period: PM Peak I Iour(4:45-5:45 PIvfi Project Number: 15041 Project Description: Springhill Suites North/South Street: Sacco Drive East/West Street: Baxter Lane Vehicle Volumes and Adjustments Sacco Drive Baxter Lane Baxtcr Lane Southbound Northbound Eastbound Westbound Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn 'Total Right Thru Left U-turn Total Total Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 4:45 PM 0 0 0 0 0 2 0 0 0 2 1 74 0 0 75 0 80 2 0 82 159 5:00 PM 0 0 0 0 0 7 0 2 0 9 3 78 0 0 81 0 82 7 0 89 1 179 5:15 PM 0 0 0 0 0 2 0 1 0 3 1 70 0 0 71 0 89 8 0 97 171 530 PM 0 0 0 0 0 5 0 1 0 6 5 72 0 0 77 11 75 8 0 83 166 Grand Total 0 0 0 0 0 16 0 4 0 20 10 294 0 (1 304 0 326 25 0 351 675 Medium Truck 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0,0 1.0 0.0 0.0 1.0 0.0 3.1 0.0 0.0 2.8 1lcav y Truck% 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 20.0 0.0 0.0 0.0 0.7 0.0 0.0 0.0 0.0 0.0 Total'fruck'%, 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 20.0 1.0 0.0 0.0 1.6 0.0 3.1 0.0 0.0 2.8 'Total% 0.0 0.0 0.0 0.0 0.0 2.4 0.0 0.6 0.0 3.0 1.5 43.6 0.0 0.0 45.0 0.0 44.3 3.7 0.0 52.0 100.0 PI II-, 0.00 I 0.00 1 0.00 1 1 0.56 1 0.56 1 0.56 1 1 1 0.94 1 0.94 1 0.94 1 1 1 0.90 1 0.9() 1 0.90 1 1 1 0.94 c � r ti Total Enterhig c to Px a 675 U N � O L--• O c N L � 0 4 1 0 1 16 U L'1' I TII I RT 35 20 Out In Sacco Drive 1300 North Tronstech Way I Billings,Montana 59102 1 Phone 406.656.5255 1 Fax 406.656.0967 I www-sandersonstewart.com ,�!' SANDERSON W � STEWART INTERSECTION TURNING MOVEMENT COUNT SUMMARY Counted By: ].Staszeuk Intersection: Simmental Way&Baxter Lane Agency/Company: Sanderson Stewart Date Performed: Tuesday,June 16,2015 Jurisdiction: City of Bozeman Count Time Period: AN4 Peak I lour(7:45-8:45 AM) Project Number: 15041 Project Description: Springhill Suites North/South Street: Simmental Way lust/West Street: Baxter Lane Vehicle Volumes and Adjustments Simmental Way Private Access Baxter Lane Raster Lane Southbound Northbound Eastbound Westbound lilt. Start Time ]tight Thru Left U-turn 'Total Right Thru Left U-turn 'Total ]tight Thru Left U-turn Total Right Thru Left U-turn Total Total factor 1.00 1.00 1.00 1.00 1.00 I.Oo 1.00 1.00 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 7:45 AM 9 4 2 0 15 0 1 3 0 4 7 64 20 0 91 11 43 1 0 55 165 8:00 AM 7 1 5 0 13 0 0 8 U 8 G 44 14 0 64 7 36 1 0 44 129 8:15 AM 23 2 3 0 28 2 3 3 0 8 8 39 14 U 61 4 22 2 0 28 125 830 AM 10 I 8 0 19 1 2 0 0 3 5 49 9 0 63 3 33 I U 37 122 Grand Total 49 t55. 18 0 75 3 6 14 0 23 26 196 57 0 279 25 134 5 0 164 541 Medium 1'ruek'7� 30.6 22.2 0.0 28.0 33.3 0.0 0.0 0.0 4.3 0.0 2.6 1.8 0.0 2? 4.0 6.0 0.0 0.0 5.5 IIcav ,Truck% 0.0 11.1 0.0 2.7 0.0 0.0 0.0 0.0 0.0 0.0 0.5 0.0 0.0 0.4 0.0 0.7 0.0 0.0 0.6 Total'Truck'i,. 30.6 . 33.3 0.0 30.7 33.3 0.0 0.0 0.0 4.3 0.0 3.1 1.8 0.0 2.5 4.0 6.7 0.0 0.0 G.1 Total% 9.1 i 1.5 1 .3 1 0.0 1 13.9 1 0.6 1 1.1 1 2.6 1 0.0 1 4.3 1 4.8 36.2 1 10.5 1 0.0 1 51.6 4.6 24.8 0.9 0.0 30.3 100.0 PllPj 0.67 1 0.67 1 0.67 1 0.72 1 0.72 1 0.72 0.77 0.77 0.77 0.75 0.75 U.75 0.82 Simmcntal Way In Out 75 88 RT 'm L'1' U 49 8 18 0 tv 4 w Total Entering c r 541 4 r Fq r. � o F r r O � rt N � v � N 0 14 6 3 U I,I' TI-I 11 T 39 23 Out In AL Prig ate Access 1300 North Tionstech Way I Billings,Montano 59102 Phone 406.656.5255 1 Fax 406.656.0967 I www.sandersonstewart.com SANDERSON W4d0 STEWART INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Counted By: J.Staszeuk Intersection: Simmental Way&Baxter Lane Agency/Company: Sanderson Stewart Date Performed: Tuesday,June 16,2015jurisdiction: City of Bozeman Count Time Period: PN4 Peak I lour(4:45-5:45 PM) Project Number: 15041 Project Description: Springhill Suites North/South Street: Simmcntal Way East/West Street: Baxter Lane Simmental Way Private Access Baxter Lane Baxter Lane Southbound Northbound Eastbound Westbound Int. 71,'ac Right '1'luu Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total 1.00 1.00 1.00 1.00 1.o0 1.00 1.00 1.00 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 4:45 PM 24 3 10 0 37 3 4 9 0 16 3 59 17 0 79 10 63 4 0 77 209 5:00 PIQJ 37 6 22 0 65 3 3 21 0 27 7 53 16 0 76 8 77 0 0 85 253 5:15 PM 27 2 7J 0 36 6 7 8 0 21 7 50 23 0 80 8 69 5 0 82 219 5:30 PA4 18 4 14 0 36 4 3 14 0 21 9 50 16 0 75 1 67 4 0 72 204 Grand Total 106 15 53 0 174 16 17 52 0 85 26 212 72 0 310 27 276 13 0 316 885 Medium"Truck'%, 1.9 0.0 1.9 0.0 1.7 6.3 0.0 0.0 " 1.2 0.0 0.0 6.9 0.0 1.6 22.2 2.5 0.0 0.0 4.1 Heavy"Truck% 0.0 0.0 0.0 0.0 0.0 6.3 0.0 0.0 0.0 1.2 0.0 0.5 0.0 0.0 0.3 0.0 0,0 0.0 0.0 0.0 Total Truck°'0 1.9 0.0 1.9 0.0 1.7 12.5 0.0 0.0 0.0 2.4 0.0 0.5 6.9 0.0 1.9 22.2 2.5 0.0 0.0 4.1 "Total% 12.0 1.7 6.0 0.0 19.7 Ts1.9 5.9 0.0 9.6 2.9 24.0 9.1 0.0 35.0 3.1 31.2 1.5 0.0 35.7 100.0 Pl1F 0.67 0.67 0.67 o.79 0.79 0.79 1 0.97 0.97 0.97 0.93 0.93 0.93 0.87 Simmental Way In Out 174 11G RT 106 15 1 53 1 0 L N J ti v Total Entering [ m -� 885 N M J faJ N N N 1 0 52 1 17 1 16 U LT I TII I RT 54 85 Out In Private Access 1300 North Tronstech Way I Billings,Montana 59102 1 Phone 406.656.5255 1 Fax 406.656.0967 www.sandersonsiewart.com a, APPENDIX B CAPACITY CALCULATIONS - EXISTING k 1 f C y t Y v 1 r < 2 h v L a! sy r 3 1 � r, rL r ' u M- v < u s r x' r 4 k � v , r n t r u t5 4 1 Queues 1: N 19th Ave & Baxter Lane 7/1/2015 ---* -F 'r .-. *,- 4\ t Lane Group EBL EBT WBL WBT WBR NBL NBT SBL SBT Lane Group Flow(vph) 111 318 69 88 66 48 478 121 1155 v/c Ratio 0.39 0.78 0.61 0.23 0.12 0.15 0.27 0.19 0.58 Control Delay 37.2 47.7 58.1 33.3 5.0 8.2 14.2 7.6 17.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 37.2 47.7 58.1 33.3 5.0 8.2 14.2 7.6 17.6 Queue Length 50th(ft) 61 181 40 47 0 9 79 24 247 Queue Length 95th(ft) 99 240 91 90 24 27 140 52 339 Internal Link Dist(ft) 422 770 442 463 Turn Bay Length(ft) 250 150 160 350 350 Base Capacity(vph) 475 662 189 624 677 393 1791 719 1975 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.23 0.48 0.37 0.14 0.10 0.12 0.27 0.17 0.58 Intersection Summary Existing(2015)AM Peak Hour 6/22/2015 Baseline Synchro 8 Report Page 1 Queues 1: N 19th Ave & Baxter Lane 7/1/2015 -,.* --1' ,- t l �ane Group EBL EBT WBL WBT WBR NBL NBT SBL SBT Lane Group Flow(vph) 117 266 106 261 214 120 1154 131 924 v/c Ratio 0.89 0.73 0.82 0.70 0.40 0.29 0.58 0.39 0.47 Control Delay 95.9 50.5 85.3 51.6 26.1 8.1 18.3 9.7 16.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 95.9 50.5 85.3 51.6 26.1 8.1 18.3 9.7 16.0 Queue Length 50th(ft) 80 164 72 172 98 23 253 25 183 Queue Length 95th(ft) #172 264 122 230 134 59 444 63 319 Internal Link Dist(ft) 422 770 442 463 Turn Bay Length(ft) 250 150 160 350 350 Base Capacity(vph) 270 723 265 760 785 651 1984 578 1971 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.43 0.37 0.40 0.34 0.27 0.18 0.58 0.23 0.47 Intersection Summary # 95th percentile volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. Existing(2015)PM Peak Hour 6/22/2015 Baseline Synchro 8 Report Page 1 HCM 2010 Signalized Intersection Summary 1: N 19th Ave & Baxter Lane 6/23/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations I T + r* i tT tT Volume(veh/h) 89 170 85 65 83 62 42 359 62 98 866 70 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow,veh/h/In 1845 1857 1900 1743 1696 1759 1900 1819 1900 1881 1861 1900 Adj Flow Rate,vehlh 111 212 106 69 88 66 48 408 70 121 1069 86 Adj No.of Lanes 1 1 0 1 1 1 1 2 0 1 2 0 Peak Hour Factor 0.80 0.80 0.80 0.94 0.94 0.94 0.88 0.88 0.88 0.81 0.81 0.81 Percent Heavy Veh,% 3 1 1 9 12 8 0 4 4 1 2 2 Cap,veh/h 352 318 159 179 462 483 285 1519 259 562 1753 141 Arrive On Green 0.27 0.27 0.27 0.27 0.27 0.27 0.04 0.51 0.51 0.05 0.53 0.53 Sat Flow,veh/h 1216 1169 585 989 1696 1495 1810 2955 503 1792 3316 267 Grp Volume(v),vehlh 111 0 318 69 88 66 48 237 241 121 570 585 Grp Sat Flow(s),veh/h/In 1216 0 1754 989 1696 1495 1810 1728 1730 1792 1768 1814 Q Serve(g_s),s 8.0 0.0 16.8 7.0 4.2 3.3 1.3 8.1 8.2 3.3 23.4 23.4 Cycle Q Clear(g_c),s 12.2 0.0 16.8 23.8 4.2 3.3 1.3 8.1 8.2 3.3 23.4 23.4 Prop In Lane 1.00 0.33 1.00 1.00 1.00 0.29 1.00 0.15 Lane Grp Cap(c),veh/h 352 0 478 179 462 483 285 888 889 562 935 959 V/C Ratio(X) 0.32 0.00 0.67 0.39 0.19 0.14 0.17 0.27 0.27 0.22 0.61 0.61 Avail Cap(c_a),veh/h 449 0 618 258 598 603 410 888 889 745 935 959 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay(d),s/veh 33.8 0.0 33.8 44.3 29.1 25.0 13.4 14.3 14.3 11.0 17.1 17.1 Incr Delay(d2),s/veh 0.5 0.0 1.8 1.4 0.2 0.1 0.3 0.7 0.7 0.2 3.0 2.9 Initial Q Delay(d3),slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/In 2.8 0.0 8.4 2.0 2.0 1.4 0.6 4.0 4.1 1.6 12.2 12.5 LnGrp Delay(d),s/veh 34.3 0.0 35.5 45.7 29.3 25.1 13.7 15.0 15.1 11.2 20.1 20.0 LnGrp LOS C D D C C B B B B C B Approach Vol,veh/h 429 223 526 1276 Approach Delay,s/veh 35.2 33.2 14.9 19.2 Approach LOS D C B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 5 6 8 Phs Duration(G+Y+Rc),s 9.3 60.4 34.6 7.8 62.0 34.6 Change Period(Y+Rc),s 4.0 6.8 '6.2 4.0 6.8 '6.2 Max Green Setting(Gmax),s 16.0 50.2 '37 11.0 55.2 37 Max Q Clear Time(g_c+ll),s 5.3 10.2 18.8 3.3 25.4 25.8 Green Ext Time(p-c),s 0.2 13.8 3.3 0.0 12.4 2.6 Intersection Summary HCM 2010 Ctrl Delay 22.3 HCM 2010 LOS C Notes "HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier. Existing(2015)AM Peak Hour 6/22/2015 Baseline Synchro 8 Report Page 1 HCM 2010 Signalized Intersection Summary 1: N 19th Ave & Baxter Lane 6/2 312 0 1 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations I T+ + r +T+ , I +T Volume(veh/h) 111 163 89 84 206 169 118 1038 93 128 810 95 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow,veh/h/In 1845 1844 1900 1863 1863 1900 1881 1863 1900 1881 1845 1900 Adj Flow Rate,veh/h 117 172 94 106 261 214 120 1059 95 131 827 97 Adj No.of Lanes 1 1 0 1 1 1 1 2 0 1 2 0 Peak Hour Factor 0.95 0.95 0.95 0.79 0.79 0.79 0.98 0.98 0.98 0.98 0.98 0.98 Percent Heavy Veh,% 3 2 2 2 2 0 1 2 2 1 3 3 Cap,veh/h 219 326 178 240 542 554 360 1695 152 293 1641 192 Arrive On Green 0.29 0.29 0.29 0.29 0.29 0.29 0.05 0.52 0.52 0.05 0.52 0.52 Sat Flow,veh/h 906 1122 613 1109 1863 1615 1792 3286 295 1792 3161 371 Grp Volume(v),veh/h 117 0 266 106 261 214 120 570 584 131 458 466 Grp Sat Flow(s),veh/h/In 906 0 1735 1109 1863 1615 1792 1770 1811 1792 1752 1779 Q Serve(g_s),s 14.7 0.0 15.5 10.7 13.9 12.1 3.8 27.7 27.8 4.1 20.5 20.5 Cycle Q Clear(g_c),s 28.7 0.0 15.5 26.2 13.9 12.1 3.8 27.7 27.8 4.1 20.5 20.5 Prop In Lane 1.00 0.35 1.00 1.00 1.00 0.16 1.00 0.21 Lane Grp Cap(c),veh/h 219 0 505 240 542 554 360 913 934 293 910 924 V/C Ratio(X) 0.54 0.00 0.53 0.44 0.48 0.39 0.33 0.62 0.63 0.45 0.50 0.50 Avail Cap((za),veh/h 292 0 645 329 692 685 658 913 934 586 910 924 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay(d),s/veh 47.1 0.0 35.8 46.8 35.3 30.0 14.3 20.9 20.9 16.5 18.9 18.9 Incr Delay(d2),s/veh 2.0 0.0 0.9 1.3 0.7 0.4 0.5 3.2 3.2 1.1 2.0 2.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/In 3.8 0.0 7.5 3.4 7.3 5.4 1.9 14.3 14.6 2.1 10.4 10.6 LnGrp Delay(d),s/veh 49.1 0.0 36.7 48.1 35.9 30.4 14.9 24.1 24.0 17.6 20.9 20.8 LnGrp LOS D D D D C B C C B C C Approach Vol,veh/h 383 581 1274 1055 Approach Delay,s/veh 40.5 36.1 23.2 20.4 Approach LOS D D C C _ 5 6 7 8 Assigned Phs 1 2 4 5 6 8 Phs Duration(G+Y+Rc),s 10.3 69.0 41.3 9.9 69.4 41.3 Change Period(Y+Rc),s 4.0 6.8 *6.2 4.0 6.8 *6.2 Max Green Setting(Gmax),s 26.0 62.2 *45 26.0 62.2 *45 Max Q Clear Time(g_c+ll),s 6.1 29.8 30.7 5.8 22.5 28.2 Green Ext Time(p_c),s 0.3 17.5 4.4 0.3 19.3 4.7 Intersection Summary HCM 2010 Ctrl Delay 26.6 HCM 2010 LOS C Notes *HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier. Existing(2015)PM Peak Hour 6/22/2015 Baseline Synchro 8 Report Page 1 HCM 2010 TWSC 2: Private Drive/Simmental Way & Baxter Lane 6/23/2015 Intersection Int Delay,s/veh 3.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol,veh/h 57 196 26 5 134 25 14 6 3 18 8 49 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 300 - 250 - - - - - Veh in Median Storage,# - 0 - - 0 - - 0 - - 0 - Grade,% - 0 - 0 - 0 - 0 - Peak Hour Factor 77 77 77 75 75 75 72 72 72 67 67 67 Heavy Vehicles,% 2 3 0 0 7 4 0 0 33 33 25 31 Mvmt Flow 74 255 34 7 179 33 19 8 4 27 12 73 Major/Minor Majorl Major2 Minorl Minor2 Conflicting Flow All 212 0 0 288 0 0 670 644 271 635 645 195 Stage - - - - - - 419 419 - 209 209 - Stage 2 - - - - 251 225 - 426 436 - Critical Hdwy 4.12 - - 4.1 - 7.1 6.5 6.53 7.43 6.75 6.51 Critical Hdwy Stg 1 - - - 6.1 5.5 - 6.43 5.75 - Critical Hdwy Stg 2 - - - - 6.1 5.5 - 6.43 5.75 - Follow-up Hdwy 2.218 - - 2.2 - 3.5 4 3.597 3.797 4.225 3.579 Pot Cap-1 Maneuver 1358 - - 1286 - 373 394 699 351 362 778 Stage 1 - - - - 616 593 - 727 688 - Stage 2 - - - - - 758 721 - 550 543 - Platoon blocked,% - - Mov Cap-1 Maneuver 1358 - 1286 - - 314 371 699 327 340 778 Mov Cap-2 Maneuver - - - - - 314 371 - 327 340 - Stage 1 - - - - - 582 561 - 687 684 - Stage 2 - - - 671 717 - 509 513 - Approach EB WB NB SB HCM Control Delay,s 1.6 0.2 16.2 13.6 HCM LOS C B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity(veh/h) 354 1358 - 1286 - - 530 HCM Lane V/C Ratio 0.09 0.055 - - 0.005 - - 0.211 HCM Control Delay(s) 16.2 7.8 - - 7.8 - - 13.6 HCM Lane LOS C A - A - - B HCM 95th%tile 0(veh) 0.3 0.2 - - 0 - - 0.8 Existing(2015)AM Peak Hour 6/22/2015 Baseline Synchro 8 Report Page 2 HCM 2010 TWSC 8: Baxter Lane & Boot Hill Court 6/23/2015 Intersection Int Delay,s/veh 0.7 Movement EBL EBT WBT WBR SBL SBR Vol,veh/h 10 206 158 19 9 4 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None None - None Storage Length 250 - 0 - Veh in Median Storage,# - 0 0 0 - Grade,% - 0 0 0 - Peak Hour Factor 82 82 73 73 54 54 Heavy Vehicles,% 0 4 6 0 22 0 Mvmt Flow 12 251 216 26 17 7 Major/Minor Majorl Major2 Minor2 Conflicting Flow All 242 0 - 0 505 229 Stage 1 - - - - 229 - Stage 2 - - - 276 - Critical Hdwy 4.1 - - - 6.62 6.2 Critical Hdwy Stg 1 - - - 5.62 - Critical Hdwy Stg 2 - - - - 5.62 - Follow-up Hdwy 2.2 - - 3.698 3.3 Pot Cap-1 Maneuver 1336 - - - 493 815 Stage 1 - - - 764 - Stage 2 - - - 727 - Platoon blocked,% - - Mov Cap-1 Maneuver 1336 489 815 Mov Cap-2 Maneuver - - 489 - Stage 1 - 764 - Stage 2 - - - - 720 - Approach EB WB SB HCM Control Delay,s 0.4 0 11.7 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity(veh/h) 1336 - 558 HCM Lane V/C Ratio 0.009 - - - 0.043 HCM Control Delay(s) 7.7 - - 11.7 HCM Lane LOS A - - B HCM 95th%tile Q(veh) 0 - - - 0.1 Existing(2015)AM Peak Hour 6/22/2015 Baseline Synchro 8 Report Page 3 HCM 2010 TWSC 12: Sacco Drive/Site Access & Baxter Lane 6/23/2015 Intersection Int Delay,s/veh 0.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol,veh/h 0 216 1 8 170 0 5 0 13 0 0 0 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None None - None Storage Length 150 - 300 - - - - - - - Veh in Median Storage,# - 0 - - 0 - 0 0 - Grade,% - 0 - 0 - - 0 - 0 - Peak Hour Factor 81 81 81 77 77 77 50 50 50 90 90 90 Heavy Vehicles,% 0 6 0 0 4 0 0 0 0 0 0 0 Mvmt Flow 0 267 1 10 221 0 10 0 26 0 0 0 Major/Minor Majorl Major2 Minorl Minor2 Conflicting Flow All 221 0 0 268 0 0 509 509 267 522 510 221 Stage - - - - - - 267 267 - 242 242 - Stage 2 - - - - 242 242 - 280 268 - Critical Hdwy 4.1 - - 4.1 - - 7.1 6.5 6.2 7.1 6.5 6.2 Critical Hdwy Stg 1 - - - - 6.1 5.5 - 6.1 5.5 - Critical Hdwy Stg 2 - - - - - 6.1 5.5 - 6.1 5.5 - Follow-up Hdwy 2.2 - 2.2 - 3.5 4 3.3 3.5 4 3.3 Pot Cap-1 Maneuver 1360 - - 1307 - 478 470 777 468 469 824 Stage - - - - - 743 692 - 766 709 - Stage 2 - - - - - 766 709 - 731 691 - Platoon blocked,% - - Mov Cap-1 Maneuver 1360 - 1307 - 475 466 777 450 465 824 Mov Cap-2 Maneuver - - - - - 475 466 - 450 465 - Stage 1 - - - - - 743 692 - 766 704 Stage 2 - - 760 704 - 707 691 Approach EB WB NB SB HCM Control Delay,s 0 0.3 10.8 0 HCM LOS B A Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity(veh/h) 660 1360 - 1307 - - HCM Lane V/C Ratio 0.055 - - - 0.008 - - - HCM Control Delay(s) 10.8 0 - 7.8 - - 0 HCM Lane LOS B A - A - - A HCM 95th%tile Q(veh) 0.2 0 - 0 - - - Existing(2015)AM Peak Hour 6/22/2015 Baseline Synchro 8 Report Page 5 HCM 2010 TWSC 2: Private Drive/Simmental Way & Baxter Lane 6/23/2015 Intersection Int Delay,s/veh 9.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol,veh/h 72 212 26 13 276 27 52 17 16 53 15 106 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - - None - None None Storage Length 300 - - 250 - - - - - Veh in Median Storage,# - 0 - - 0 - 0 - - 0 Grade,% - 0 - - 0 - 0 - - 0 - Peak Hour Factor 97 97 97 93 93 93 79 79 79 67 67 67 Heavy Vehicles,% 7 1 0 0 3 22 0 0 13 2 0 2 Mvmt Flow 74 219 27 14 297 29 66 22 20 79 22 158 Major/Minor Majorl Major2 Minorl Minor2 Conflicting Flow All 326 0 0 245 0 0 810 734 232 740 733 311 Stage 1 - - - - - - 380 380 - 339 339 - Stage 2 - - - 430 354 - 401 394 - Critical Hdwy 4.17 - - 4.1 - - 7.1 6.5 6.33 7.12 6.5 6.22 Critical Hdwy Stg 1 - - - - 6.1 5.5 - 6.12 5.5 - Critical Hdwy Stg 2 - - - - - 6.1 5.5 - 6.12 5.5 - Follow-up Hdwy 2.263 - 2.2 - 3.5 4 3.417 3.518 4 3.318 Pot Cap-1 Maneuver 1206 - - 1333 - - 301 350 781 333 350 729 Stage 1 - - - - - 646 617 - 676 643 - Stage 2 - - - - - - 607 634 - 626 609 - Platoon blocked,% - - - - Mov Cap-1 Maneuver 1206 - 1333 211 325 781 291 325 729 Mov Cap-2 Maneuver - - - - - 211 325 - 291 325 - Stage 1 - - - - 606 579 635 636 - Stage 2 - - - - 454 627 551 572 - Approach EB WB NB SB HCM Control Delay,s 1.9 0.3 27.4 22 HCM LOS D C Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity(veh/h) 266 1206 1333 - 466 HCM Lane V/C Ratio 0.404 0.062 0.01 - 0.557 HCM Control Delay(s) 27.4 8.2 - 7.7 - 22 HCM Lane LOS D A - - A - - C HCM 95th%tile Q(veh) 1.9 0.2 - - 0 - - 3.3 Existing(2015)PM Peak Hour 6/22/2015 Baseline Synchro 8 Report Page 2 HCM 2010 TWSC 8: Baxter Lane & Boot Hill Court 6/23/2015 Intersection Int Delay,s/veh 1.6 Movement EBL EBT WBT WBR SBL SBR Vol,veh/h 13 271 312 27 33 13 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None None - None Storage Length 250 - - 0 - Veh in Median Storage,# - 0 0 - 0 Grade,% - 0 0 - 0 - Peak Hour Factor 91 91 94 94 61 61 Heavy Vehicles,% 0 2 3 0 0 0 Mvmt Flow 14 298 332 29 54 21 Major/Minor Majorl Major2 Minor2 Conflicting Flow All 361 0 - 0 672 346 Stage 1 - - - 346 - Stage 2 - - - 326 - Critical Hdwy 4.1 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.2 - - 3.5 3.3 Pot Cap-1 Maneuver 1209 - - - 424 702 Stage 1 - - - 721 - Stage 2 - - - - 736 - Platoon blocked,% - Mov Cap-1 Maneuver 1209 - - - 419 702 Mov Cap-2 Maneuver - - 419 - Stage 1 - - - 721 - Stage 2 - - - 727 - Approach EB WB SB HCM Control Delay,s 0.4 0 14 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity(vehlh) 1209 - - - 473 HCM Lane V/C Ratio 0.012 - - - 0.159 HCM Control Delay(s) 8 - - - 14 HCM Lane LOS A - - - B HCM 95th%tile Q(veh) 0 - - - 0.6 Existing(2015)PM Peak Hour 6/22/2015 Baseline Synchro 8 Report Page 3 HCM 2010 TWSC 12: Sacco Drive/Site Access & Baxter Lane 6/23/2015 Intersection Int Delay,s/veh 0.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol,veh/h 0 294 10 25 326 0 4 0 16 0 0 0 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - None Storage Length 150 - - 300 - - - - - - Veh in Median Storage,# - 0 - - 0 - 0 - - 0 Grade,% - 0 - - 0 - - 0 - - 0 Peak Hour Factor 94 94 94 90 90 90 56 56 56 92 92 92 Heavy Vehicles,% 0 6 0 0 4 0 0 0 0 0 0 0 Mvmt Flow 0 313 11 28 362 0 7 0 29 0 0 0 Major/Minor Majorl Major2 Minorl Minor2 Conflicting Flow All 362 0 0 323 0 0 736 736 318 750 741 362 Stage 1 - - - - - - 318 318 - 418 418 - Stage 2 - - - - - 418 418 - 332 323 - Critical Hdwy 4.1 - - 4.1 - - 7.1 6.5 6.2 7.1 6.5 6.2 Critical Hdwy Stg 1 - - - - - - 6.1 5.5 - 6.1 5.5 - Critical Hdwy Stg 2 - - - - - 6.1 5.5 - 6.1 5.5 - Follow-up Hdwy 2.2 - - 2.2 - - 3.5 4 3.3 3.5 4 3.3 Pot Cap-1 Maneuver 1208 - 1248 - - 337 349 727 330 347 687 Stage - - - - - - 698 657 - 616 594 - Stage 2 - - - - - - 616 594 - 686 654 - Platoon blocked,% - - - - Mov Cap-1 Maneuver 1208 - - 1248 - - 331 341 727 312 339 687 Mov Cap-2 Maneuver - - - - - - 331 341 - 312 339 - Stage 1 - - - - - 698 657 - 616 581 - Stage 2 - - - - - - 602 581 - 659 654 - Approach EB WB NB SB HCM Control Delay,s 0 0.6 11.5 0 HCM LOS B A Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity(veh/h) 587 1208 - 1248 - HCM Lane V/C Ratio 0.061 - - - 0.022 - - HCM Control Delay(s) 11.5 0 - - 8 - 0 HCM Lane LOS B A - - A - - A HCM 95th%tile Q(veh) 0.2 0 - - 0.1 - - Existing(2015)PM Peak Hour 6/22/2015 Baseline Synchro 8 Report Page 5 i Y APPENDIX C CAPACITY CALCULATIONS - EXISTING + SITE 5 F k < d � l , 1� t z yr r j X � q f kt � f 44 I ➢ t � C };2 F K k' w n i 5 a Queues 1: N 19th Ave & Baxter Lane 7/1/2015 Lane Group EBL EBT WBL WBT WBR NBL NBT SBL SBT Lane Group Flow(vph) 111 318 79 88 78 48 493 140 1155 v/c Ratio 0.39 0.78 0.69 0.23 0.14 0.15 0.28 0.22 0.58 Control Delay 37.2 47.6 66.9 33.3 5.2 8.3 14.5 7.8 17.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 37.2 47.6 66.9 33.3 5.2 8.3 14.5 7.8 17.6 Queue Length 50th(ft) 61 181 47 47 0 9 82 28 246 Queue Length 95th(ft) 99 240 105 90 28 27 145 59 339 Internal Link Dist(ft) 422 770 442 463 Turn Bay Length(ft) 250 150 160 350 350 Base Capacity(vph) 475 662 189 623 681 393 1770 707 1976 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.23 0.48 0.42 0.14 0.11 0.12 0.28 0.20 0.58 Intersection Summary Existing(2015)+Site AM Peak Hour 6/22/2015 Baseline Synchro 8 Report Page 1 Queues 1: N 19th Ave & Baxter Lane 7/1/2015 Lane Group EBL EBT WBL WBT WBR NBL NBT SBL SBT Lane Group Flow(vph) 117 266 120 261 232 120 1165 145 924 v/c Ratio 0.82 0.70 0.86 0.67 0.42 0.29 0.60 0.43 0.47 Control Delay 83.5 48.6 90.3 50.0 26.2 8.8 20.1 11.0 16.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 83.5 48.6 90.3 50.0 26.2 8.8 20.1 11.0 16.9 Queue Length 50th(ft) 80 165 83 172 109 24 266 29 189 Queue Length 95th(ft) 161 268 139 233 145 64 491 75 340 Internal Link Dist(ft) 422 770 442 463 Turn Bay Length(ft) 250 150 160 350 350 Base Capacity(vph) 273 710 268 745 790 643 1944 562 1954 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.43 0.37 0.45 0.35 0.29 0.19 0.60 0.26 0.47 Intersection Summary Existing(2015)+Site PM Peak Hour 6/22/2015 Baseline Synchro 8 Report Page 1 HCM 2010 Signalized Intersection Summary 1: N 19th Ave & Baxter Lane 6/23/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations I 1� + r +T I TT Volume(vehlh) 89 170 85 74 83 73 42 359 75 113 866 70 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow,veh/h/In 1845 1857 1900 1743 1696 1759 1900 1818 1900 1881 1861 1900 Adj Flow Rate,veh/h 111 212 106 79 88 78 48 408 85 140 1069 86 Adj No.of Lanes 1 1 0 1 1 1 1 2 0 1 2 0 Peak Hour Factor 0.80 0.80 0.80 0.94 0.94 0.94 0.88 0.88 0.88 0.81 0.81 0.81 Percent Heavy Veh,% 3 1 1 9 12 8 0 4 4 1 2 2 Cap,veh/h 357 327 163 187 474 503 280 1432 296 551 1736 140 Arrive On Green 0.28 0.28 0.28 0.28 0.28 0.28 0.04 0.50 0.50 0.06 0.52 0.52 Sat Flow,veh/h 1203 1169 585 989 1696 1495 1810 2852 589 1792 3316 267 Grp Volume(v),veh/h 111 0 318 79 88 78 48 246 247 140 570 585 Grp Sat Flow(s),veh/hlln 1203 0 1754 989 1696 1495 1810 1727 1714 1792 1768 1814 Q Serve(g_s),s 8.1 0.0 16.8 8.1 4.2 3.8 1.3 8.7 8.9 3.9 23.9 23.9 Cycle Q Clear(g_c),s 12.3 0.0 16.8 24.9 4.2 3.8 1.3 8.7 8.9 3.9 23.9 23.9 Prop In Lane 1.00 0.33 1.00 1.00 1.00 0.34 1.00 0.15 Lane Grp Cap(c),vehlh 357 0 490 187 474 503 280 867 860 551 926 950 V/C Ratio(X) 0.31 0.00 0.65 0.42 0.19 0.15 0.17 0.28 0.29 0.25 0.62 0.62 Avail Cap(c_a),veh/h 441 0 612 256 592 608 404 867 860 720 926 950 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay(d),s/veh 33.5 0.0 33.4 44.4 28.9 24.5 14.0 15.2 15.3 11.4 17.7 17.7 Incr Delay(d2),s/veh 0.5 0.0 1.7 1.5 0.2 0.1 0.3 0.8 0.8 0.2 3.1 3.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/In 2.8 0.0 8.4 2.3 2.0 1.6 0.7 4.4 4.4 1.9 12.3 12.7 LnGrp Delay(d),s/veh 34.0 0.0 35.1 45.9 29.1 24.6 14.3 16.1 16.1 11.7 20.7 20.7 LnGrp LOS C D D C C B B B B C C Approach Vol,veh/h 429 245 541 1295 Approach Delay,s/veh 34.8 33.1 15.9 19.7 Approach LOS C C B B Timer; 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 5 6 8 Phs Duration(G+Y+Rc),s 10.0 59.7 35.7 7.8 62.0 35.7 Change Period(Y+Rc),s 4.0 6.8 *6.2 4.0 6.8 *6.2 Max Green Setting(Gmax),s 16.0 50.2 *37 11.0 55.2 *37 Max Q Clear Time(g_c+ll),s 5.9 10.9 18.8 3.3 25.9 26.9 Green Ext Time(p-c),s 0.2 13.9 3.4 0.0 12.5 2.6 Intersection Summary HCM 2010 Ctrl Delay 22.8 HCM 2010 LOS C Notes *HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier. Existing(2015)+Site AM Peak Hour 6/22/2015 Baseline Synchro 8 Report Page 1 HCM 2010 Signalized Intersection Summary 1: N 19th Ave & Baxter Lane 6/23/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations I T t r tT I tT Volume(veh/h) 111 163 89 95 206 183 118 1038 104 142 810 95 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow,veh/h/In 1845 1844 1900 1863 1863 1900 1881 1863 1900 1881 1845 1900 Adj Flow Rate,veh/h 117 172 94 120 261 232 120 1059 106 145 827 97 Adj No.of Lanes 1 1 0 1 1 1 1 2 0 1 2 0 Peak Hour Factor 0.95 0.95 0.95 0.79 0.79 0.79 0.98 0.98 0.98 0.98 0.98 0.98 Percent Heavy Veh,% 3 2 2 2 2 0 1 2 2 1 3 3 Cap,veh/h 217 328 179 241 545 564 359 1661 166 294 1639 192 Arrive On Green 0.29 0.29 0.29 0.29 0.29 0.29 0.05 0.51 0.51 0.06 0.52 0.52 Sat Flow,veh/h 891 1122 613 1109 1863 1615 1792 3250 325 1792 3161 371 Grp Volume(v),veh/h 117 0 266 120 261 232 120 576 589 145 458 466 Grp Sat Flow(s),veh/h/In 891 0 1735 1109 1863 1615 1792 1770 1805 1792 1752 1779 Q Serve(g_s),s 15.1 0.0 15.6 12.3 14.0 13.3 3.8 28.7 28.8 4.6 20.8 20.8 Cycle Q Clear(g_c),s 29.2 0.0 15.6 27.9 14.0 13.3 3.8 28.7 28.8 4.6 20.8 20.8 Prop In Lane 1.00 0.35 1.00 1.00 1.00 0.18 1.00 0.21 Lane Grp Cap(c),veh/h 217 0 508 241 545 564 359 904 923 294 909 923 V/C Ratio(X) 0.54 0.00 0.52 0.50 0.48 0.41 0.33 0.64 0.64 0.49 0.50 0.50 Avail Cap(c_a),veh/h 285 0 639 325 686 686 654 904 923 575 909 923 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay(d),s/veh 47.4 0.0 36.0 47.6 35.4 30.1 14.6 21.6 21.6 17.2 19.1 19.1 Incr Delay(d2),s/veh 2.1 0.0 0.8 1.6 0.7 0.5 0.5 3.4 3.4 1.3 2.0 2.0 Initial Q Delay(d3),slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/In 3.9 0.0 7.6 3.9 7.3 6.0 1.9 14.8 15.1 2.4 10.6 10.7 LnGrp Delay(d),s/veh 49.5 0.0 36.8 49.2 36.1 30.6 15.2 25.0 25.0 18.5 21.1 21.1 LnGrp LOS D D D D C B C C B C C Approach Vol,veh/h 383 613 1285 1069 Approach Delay,s/veh 40.7 36.6 24.1 20.7 Approach LOS D D C C Time 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 5 6 8 Phs Duration(G+Y+Rc),s 10.9 69.0 41.8 10.0 69.9 41.8 Change Period(Y+Rc),s 4.0 6.8 *6.2 4.0 6.8 '6.2 Max Green Setting(Gmax),s 26.0 62.2 *45 26.0 62.2 *45 Max Q Clear Time(g_c+I1),s 6.6 30.8 31.2 5.8 22.8 29.9 Green Ext Time(p-c),s 0.3 17.3 4.4 0.3 19.4 4.6 Intersection Summary HCM 2010 Ctrl Delay 27.2 HCM 2010 LOS C Notes HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier. Existing(2015)+Site PM Peak Hour 6/22/2015 Baseline Synchro 8 Report Page 1 HCM 2010 TWSC 2: Private Drive/Simmental Way & Baxter Lane 6/23/2015 Intersection Int Delay,s/veh 3.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol,veh/h 57 224 26 6 154 25 14 6 4 18 8 49 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - - None - - None - None Storage Length 300 - - 250 - - - - - - - - Veh in Median Storage,# - 0 - - 0 - - 0 - 0 Grade,% - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 77 77 77 75 75 75 72 72 72 67 67 67 Heavy Vehicles,% 2 3 0 0 7 4 0 0 33 33 25 31 Mvmt Flow 74 291 34 8 205 33 19 8 6 27 12 73 Major/Minor Majorl Major2 Minorl Minor2 Conflicting Flow All 239 0 0 325 0 0 737 711 308 701 711 222 Stage 1 - - - - - - 456 456 - 238 238 - Stage 2 - - - - - 281 255 - 463 473 - Critical Hdwy 4.12 - - 4.1 - 7.1 6.5 6.53 7.43 6.75 6.51 Critical Hdwy Stg 1 - - - - - 6.1 5.5 - 6.43 5.75 - Critical Hdwy Stg 2 - - - - - - 6.1 5.5 - 6.43 5.75 - Follow-up Hdwy 2.218 - - 2.2 - 3.5 4 3.597 3.797 4.225 3.579 Pot Cap-1 Maneuver 1328 - - 1246 - - 337 361 665 316 331 750 Stage 1 - - - - - 588 572 - 701 668 - Stage 2 - - - - - - 730 700 - 524 522 - Platoon blocked,% - - - - Mov Cap-1 Maneuver 1328 - - 1246 - - 281 339 665 293 311 750 Mov Cap-2 Maneuver - - - - - 281 339 - 293 311 - Stage 1 - - - - 555 540 - 662 664 - Stage 2 - - - - - - 643 696 - 483 493 - Approach EB WB NB SB HCM Control Delay,s 1.5 0.3 17.3 14.5 HCM LOS C B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity(veh/h) 326 1328 - 1246 - - 492 HCM Lane V/C Ratio 0.102 0.056 - - 0.006 - - 0.228 HCM Control Delay(s) 17.3 7.9 - 7.9 - - 14.5 HCM Lane LOS C A - - A - - B HCM 95th%tile Q(veh) 0.3 0.2 - - 0 - - 0.9 Existing(2015)+Site AM Peak Hour 6/22/2015 Baseline Synchro 8 Report Page 2 HCM 2010 TWSC 8: Baxter Lane & Boot Hill Court 6/23/2015 Intersection Int Delay,s/veh 0.9 Movement EBL EBT WBT WBR SBL SBR Vol,veh/h 16 229 175 20 10 8 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None None - None Storage Length 250 - - - 0 Veh in Median Storage,# - 0 0 - 0 - Grade,% - 0 0 - 0 - Peak Hour Factor 82 82 73 73 54 54 Heavy Vehicles,% 0 4 6 0 22 0 Mvmt Flow 20 279 240 27 19 15 Moor/Minor Majorl Major2 Minor2 Conflicting Flow All 267 0 - 0 571 253 Stage 1 - - - - 253 - Stage 2 - - - - 318 - Critical Hdwy 4.1 - - 6.62 6.2 Critical Hdwy Stg 1 - - - 5.62 - Critical Hdwy Stg 2 - - - 5.62 - Follow-up Hdwy 2.2 - - 3.698 3.3 Pot Cap-1 Maneuver 1308 - - - 450 791 Stage 1 - - - - 745 - Stage 2 - - - 695 - Platoon blocked,% - Mov Cap-1 Maneuver 1308 - - - 443 791 Mov Cap-2 Maneuver - - - 443 - Stage 1 - - - - 745 - Stage 2 - - 684 Approach EB WB SB HCM Control Delay,s 0.5 0 12 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity(veh/h) 1308 - - - 551 HCM Lane V/C Ratio 0.015 - - - 0.06 HCM Control Delay(s) 7.8 - - - 12 HCM Lane LOS A - - - B HCM 95th%tile Q(veh) 0 - - - 0.2 Existing(2015)+Site AM Peak Hour 6/22/2015 Baseline Synchro 8 Report Page 3 HCM 2010 TWSC 9: Boot Hill Court & Site Access 6/23/2015 intersection Int Delay,s/veh 1.2 Movement WBL WBR NBT NBR SBL SBT Vol,veh/h 5 1 29 7 2 13 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage,# 0 0 - 0 Grade,% 0 - 0 - - 0 Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles,% 0 0 2 0 0 2 Mvmt Flow 6 1 32 8 2 14 Major/Minor Minorl Majorl Major2 Conflicting Flow All 55 36 0 0 40 0 Stage 1 36 - - - - - Stage 2 19 - - - - - Critical Hdwy 6.4 6.2 - 4.1 - Critical Hdwy Stg 1 5.4 - - - - Critical Hdwy Stg 2 5.4 - - - Follow-up Hdwy 3.5 3.3 - - 2.2 - Pot Cap-1 Maneuver 958 1042 - - 1583 - Stage 1 992 - - - - - Stage 2 1009 - - - - - Platoon blocked,% - - - Mov Cap-1 Maneuver 957 1042 - - 1583 - Mov Cap-2 Maneuver 957 - - - - - Stage 1 992 - - - - Stage 2 1008 - - - - - Approach WB NB SB HCM Control Delay,s 8.7 0 1 HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity(veh/h) - 970 1583 - HCM Lane V/C Ratio - - 0.007 0.001 - HCM Control Delay(s) - 8.7 7.3 0 HCM Lane LOS - - A A A HCM 95th%tile Q(veh) - - 0 0 - Existing(2015)+Site AM Peak Hour 6/2212015 Baseline Synchro 8 Report Page 4 HCM 2010 TWSC 12: Sacco Drive/Site Access & Baxter Lane 6/23/2015 Intersection Int Delay,s/veh 1.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol,veh/h 23 217 1 8 171 3 5 0 13 2 0 17 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - None - - None Storage Length 150 - 300 - - - - - Veh in Median Storage,# - 0 - - 0 - - 0 - - 0 Grade,% - 0 - - 0 - 0 - - 0 - Peak Hour Factor 81 81 81 77 77 77 50 50 50 90 90 90 Heavy Vehicles,% 0 6 0 0 4 0 0 0 0 0 0 0 Mvmt Flow 28 268 1 10 222 4 10 0 26 2 0 19 Major/Minor Majors Major2 Minorl Minor2 Conflicting Flow All 226 0 0 269 0 0 579 572 269 583 571 224 Stage - - - - - - 325 325 - 245 245 - Stage 2 - - - - - - 254 247 - 338 326 - Critical Hdwy 4.1 - - 4.1 - - 7.1 6.5 6.2 7.1 6.5 6.2 Critical Hdwy Stg 1 - - - - 6.1 5.5 - 6.1 5.5 - Critical Hdwy Stg 2 - - - - - - 6.1 5.5 - 6.1 5.5 - Follow-up Hdwy 2.2 2.2 - - 3.5 4 3.3 3.5 4 3.3 Pot Cap-1 Maneuver 1354 - - 1306 - - 429 433 775 427 434 820 Stage - - - - - - 692 653 - 763 707 - Stage 2 - - - - - 755 706 - 681 652 - Platoon blocked,% - - - Mov Cap-1 Maneuver 1354 - - 1306 - - 410 421 775 404 422 820 Mov Cap-2 Maneuver - - - - 410 421 - 404 422 - Stage 1 - - - - - - 678 639 - 747 702 - Stage 2 - - - - - 732 701 - 645 639 - Approach EB WB NB SB HCM Control Delay,s 0.7 0.3 11.2 10 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity(veh/h) 621 1354 - 1306 - 740 HCM Lane VIC Ratio 0.058 0.021 - - 0.008 0.029 HCM Control Delay(s) 11.2 7.7 - - 7.8 - - 10 HCM Lane LOS B A - A B HCM 95th%tile Q(veh) 0.2 0.1 - - 0 - - 0.1 Existing(2015)+Site AM Peak Hour 6/22/2015 Baseline Synchro 8 Report Page 5 HCM 2010 TWSC 2: Private Drive/Simmental Way & Baxter Lane 6/23/2015 Intersection Int Delay,s/veh 9.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol,veh/h 72 237 26 14 301 27 52 17 17 53 15 106 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - None - None Storage Length 300 - - 250 - - - - - - Veh in Median Storage,# - 0 - - 0 - - 0 - - 0 - Grade,% - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 97 97 97 93 93 93 79 79 79 67 67 67 Heavy Vehicles,% 7 1 0 0 3 22 0 0 13 2 0 2 Mvmt Flow 74 244 27 15 324 29 66 22 22 79 22 158 Major/Minor Majorl Major2 Minorl Minor2 Conflicting Flow All 353 0 0 271 0 0 865 789 258 796 788 338 Stage 1 - - - - - - 406 406 - 368 368 - Stage 2 - - - - - 459 383 - 428 420 - Critical Hdwy 4.17 - - 4.1 - - 7.1 6.5 6.33 7.12 6.5 6.22 Critical Hdwy Stg 1 - - - - - - 6.1 5.5 - 6.12 5.5 - Critical Hdwy Stg 2 - - - - - 6.1 5.5 - 6.12 5.5 - Follow-up Hdwy 2.263 - 2.2 - - 3.5 4 3.417 3.518 4 3.318 Pot Cap-1 Maneuver 1179 - - 1304 - - 276 325 755 305 326 704 Stage 1 - - - - - - 626 601 - 652 625 - Stage 2 - - - - - - 586 616 - 605 593 - Platoon blocked,% - - - Mov Cap-1 Maneuver 1179 - - 1304 - 191 301 755 265 302 704 Mov Cap-2 Maneuver - - - - 191 301 - 265 302 - Stage 1 - - - - 587 563 - 611 618 - Stage 2 - - - - 433 609 - 530 556 - Approach EB WB NB SB HCM Control Delay,s 1.8 0.3 30.9 24.8 HCM LOS D C Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity(veh/h) 245 1179 - - 1304 - 435 HCM Lane V/C Ratio 0.444 0.063 - - 0.012 - 0.597 HCM Control Delay(s) 30.9 8.3 - - 7.8 - 24.8 HCM Lane LOS D A - - A - - C HCM 95th%tile Q(veh) 2.1 0.2 - - 0 - - 3.8 Existing(2015)+Site PM Peak Hour 6/22/2015 Baseline Synchro 8 Report Page 2 HCM 2010 TWSC 8: Baxter Lane & Boot Hill Court 6/23/2015 Intersection Int Delay,s/veh 1.8 Movement EBL EBT WBT WBR SBL SBR Vol,veh/h 18 292 333 28 34 18 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None None - None Storage Length 250 - - - 0 - Veh in Median Storage,# - 0 0 - 0 - Grade,% - 0 0 - 0 - Peak Hour Factor 91 91 94 94 61 61 Heavy Vehicles,% 0 2 3 0 0 0 Mvmt Flow 20 321 354 30 56 30 Major/Minor Majorl Major2 Minor2 Conflicting Flow All 384 0 - 0 729 369 Stage 1 - - - - 369 - Stage 2 - - - - 360 - Critical Hdwy 4.1 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.2 - - - 3.5 3.3 Pot Cap-1 Maneuver 1186 - - 393 681 Stage 1 - - - 704 - Stage 2 - - - - 710 - Platoon blocked,% - - - Mov Cap-1 Maneuver 1186 - - - 386 681 Mov Cap-2 Maneuver - - - 386 - Stage 1 - - - 704 - Stage 2 - - - 698 - Approach EB WB SB HCM Control Delay,s 0.5 0 14.8 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity(veh/h) 1186 - - 454 HCM Lane V/C Ratio 0.017 - 0.188 HCM Control Delay(s) 8.1 - 14.8 HCM Lane LOS A - - B HCM 95th%tile Q(veh) 0.1 - 0.7 Existing(2015)+Site PM Peak Hour 6/22/2015 Baseline Synchro 8 Report Page 3 HCM 2010 TWSC 9: Boot Hill Court & Site Access 6/23/2015 Intersection Int Delay,slveh 0.8 Movement WBL WBR NBT NBR SBL SBT Vol,veh/h 6 2 40 6 2 46 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage,# 0 - 0 - - 0 Grade,% 0 - 0 - - 0 Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles,% 0 0 2 0 0 2 Mvmt Flow 7 2 44 7 2 51 Major/Minor Minorl Majorl Major2 Conflicting Flow All 104 48 0 0 51 0 Stage 1 48 - - - - - Stage 2 56 - - - - - Critical Hdwy 6.4 6.2 - - 4.1 - Critical Hdwy Stg 1 5.4 - - - - Critical Hdwy Stg 2 5.4 - - - - Follow-up Hdwy 3.5 3.3 - - 2.2 Pot Cap-1 Maneuver 899 1027 - - 1568 - Stage 1 980 - - - Stage 2 972 - - Platoon blocked,% - - Mov Cap-1 Maneuver 898 1027 - - 1568 Mov Cap-2 Maneuver 898 - - - Stage 1 980 - - Stage 2 971 - - - - Approach WB NB SB HCM Control Delay,s 8.9 0 0.3 HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity(veh/h) - 927 1568 - HCM Lane V/C Ratio - - 0.01 0.001 - HCM Control Delay(s) - - 8.9 7.3 0 HCM Lane LOS - - A A A HCM 95th%tile Q(veh) - 0 0 - Existing(2015)+Site PM Peak Hour 6/22/2015 Baseline Synchro 8 Report Page 4 HCM 2010 TWSC 12: Sacco Drive/Site Access & Baxter Lane 6/23/2015 Intersection Int Delay,s/veh 1.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol,veh/h 21 295 10 25 327 2 4 0 16 3 0 21 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - - None - - None None Storage Length 150 - 300 - - - - - - - - Veh in Median Storage,# - 0 - - 0 - 0 - 0 - Grade,% - 0 - - 0 - - 0 - 0 - Peak Hour Factor 94 94 94 90 90 90 56 56 56 90 90 90 Heavy Vehicles,% 0 6 0 0 4 0 0 0 0 0 0 0 Mvmt Flow 22 314 11 28 363 2 7 0 29 3 0 23 Major/Minor Majorl Major2 Minorl Minor2 Conflicting Flow All 366 0 0 324 0 0 796 785 319 798 789 364 Stage 1 - - - - - - 364 364 - 420 420 - Stage 2 - - - - - - 432 421 - 378 369 - Critical Hdwy 4.1 - - 4.1 - - 7.1 6.5 6.2 7.1 6.5 6.2 Critical Hdwy Stg 1 - - - - 6.1 5.5 - 6.1 5.5 - Critical Hdwy Stg 2 - - - - - - 6.1 5.5 - 6.1 5.5 - Follow-up Hdwy 2.2 - 2.2 - - 3.5 4 3.3 3.5 4 3.3 Pot Cap-1 Maneuver 1204 1247 - - 307 327 726 306 325 685 Stage 1 - - - - - 659 627 - 615 593 - Stage 2 - - - - - - 606 592 - 648 624 - Platoon blocked,% - - Mov Cap-1 Maneuver 1204 - - 1247 - - 287 314 726 285 312 685 Mov Cap-2 Maneuver - - - - - - 287 314 - 285 312 - Stage 1 - - - - 647 616 - 604 580 Stage 2 - - 572 579 - 611 613 - Approach EB WB NB SB HCM Control Delay,s 0.5 0.6 11.9 11.5 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity(vehlh) 556 1204 1247 583 HCM Lane V/C Ratio 0.064 0.019 - 0.022 - - 0.046 HCM Control Delay(s) 11.9 8 - - 8 - 11.5 HCM Lane LOS B A A - - B HCM 95th%tile Q(veh) 0.2 0.1 - 0.1 - - 0.1 Existing(2015)+Site PM Peak Hour 6/22/2015 Baseline Synchro 8 Report Page 5