HomeMy WebLinkAboutAppendix E Traffic Study 1-24-19COTTONWOOD + IDA
RESPONSE & RESUBMITAL II || JANUARY 2019
APPENDIX E
TRAFFIC STUDY
SECTION 8
Cottonwood & Ida Mixed-Use Development
TRAFFIC IMPACT STUDY
Project No. 06020.03
prepared for:
OpenScope Studio
1776 18 th Street
San Francisco, CA 94107
prepared by:
Sanderson Stewart
106 East Babcock
Bozeman, MT 59715
January 2019
Cottonwood & Ida mixed-use development TIS i
TABLE OF CONTENTS
INTRODUCTION ................................................................................................................................ 1
SITE LOCATION & DESCRIPTION ........................................................................................................ 1
SITE DEVELOPMENT PLAN ................................................................................................................. 1
EXISTING CONDITIONS ...................................................................................................................... 3
Streets......................................................................................................................................... 3
Intersections ............................................................................................................................... 6
Traffic Volumes ........................................................................................................................... 7
Crash History .............................................................................................................................. 7
Intersection Capacity ................................................................................................................. 11
TRIP GENERATION ........................................................................................................................... 11
TRIP DISTRIBUTION ......................................................................................................................... 12
TRAFFIC ASSIGNMENT ..................................................................................................................... 12
TRAFFIC IMPACTS ........................................................................................................................... 17
Traffic Volumes ......................................................................................................................... 17
Intersection Capacity ................................................................................................................. 17
Mitigation Alternatives .............................................................................................................. 21
CONCLUSIONS & RECOMMENDATIONS ............................................................................................ 22
Conclusions .............................................................................................................................. 22
Recommendations ..................................................................................................................... 22
APPENDICES
APPENDIX A – TRAFFIC COUNT DATA
APPENDIX B – CAPACITY CALCULATIONS – EXISTING CONDITIIONS (2018)
APPENDIX C – CAPACITY CALCULATIONS – FULL BUILDOUT (2020)
APPENDIX D – TURN-LANE WARRANT WORKSHEETS
APPENDIX E – OFF-SITE IMPROVEMENT SCHEMATIC
APPENDIX F – PARKING ANALYSIS
Cottonwood & Ida mixed-use development TIS ii
LIST OF TABLES
TABLE 1: INTERSECTION CRASH FREQUENCY/SEVERITY SUMMARY ................................................... 10
TABLE 2: INTERSECTION CRASH COLLISION TYPES ........................................................................... 11
TABLE 3: EXISTING CONDITIONS (2018) CAPACITY CALCULATION SUMMARY .................................. 13
TABLE 4: TRIP GENERATION SUMMARY ............................................................................................ 14
TABLE 5: FUTURE BUILDOUT (2020) CAPACITY CALCULATION SUMMARY ........................................ 20
LIST OF FIGURES
FIGURE 1: SITE LOCATION ................................................................................................................. 2
FIGURE 2: SITE LAYOUT ..................................................................................................................... 3
FIGURE 3A: EXISTING (2018) TRAFFIC VOLUMES ................................................................................ 8
FIGURE 3B: EXISTING (2018) TRAFFIC VOLUMES ................................................................................ 9
FIGURE 4A: TRIP DISTRIBUTION AND ASSIGNMENT .......................................................................... 15
FIGURE 4B: TRIP DISTRIBUTION AND ASSIGNMENT........................................................................... 16
FIGURE 5A: FUTURE BUILDOUT (2020) TRAFFIC VOLUMES ................................................................ 18
FIGURE 5B: FUTURE BUILDOUT (2020) TRAFFIC VOLUMES ................................................................ 19
Cottonwood and Ida mixed-use development TIS 1
INTRODUCTION
This traffic impact study (TIS) summarizes the projected impacts associated with the proposed Cottonwood and Ida mixed-
use development in Bozeman, Montana. The purpose of the study was to assess the traffic-related impacts that the project
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
areas of site development and transportation impact assessment. Recommendations made in this report are based on
professional judgment and these principles.
SITE LOCATION & DESCRIPTION
The Cottonwood and Ida mixed-use development site is located on the northeast corner of the Cottonwood Street and Ida
Avenue intersection in Bozeman, MT. The legal description of the site property is Lots 5-28, Block 105, Northern Pacific
Addition. In the immediate vicinity there is a wide variety of structures, most of which are single family homes, although there
are also a few commercial businesses. The block to the north of site contains Theory Hair Salon and other commercial
buildings. To the east of the site, there is Bell Plumbing and Heating along with a few single-family homes. On the block to
the south of the site there are restaurants including Treeline Coffee Roasters, Wild Crumb, and Fink’s Delicatessen, along with
other businesses including CS Motorsports, SAV Digital Design, Live From the Divide, and Stella Goods Bed and Breakfast.
To the south and west, the development is mostly residential except for the Lehrkind Mansion Bed and Breakfast. Figure 1 on
the following page depicts the study area, including key intersections, and the current site conditions for the development.
SITE DEVELOPMENT PLAN
The site plan for the Cottonwood & Ida mixed-use development proposes the demolition of most of the structures that
currently reside on the site. Once demolition is complete, construction will begin on five new buildings and the renovation of
the building in the southwest corner of the property. There will be one apartment building with twenty-three studio
apartments and twenty-three one-bedroom units. Building two will be a co-living facility with eighteen studio apartments.
Building three will be a townhome structure consisting of six one-bedroom units and six two-bedroom units. The fourth
building will consist of four one-bedroom units and twelve two-bedroom units. In total there will be four new residential
buildings with 92 units. Building five will be renovated and turned into a commercial building with a 2,175 square-foot
footprint. Building six will be constructed as a 28,681 square-foot office building. The site will also provide a 39,722 square-
foot underground parking garage with 96 total spaces. Figure 2 shows the proposed site layout.
Access to the Cottonwood & Ida mixed-use development will have one primary location. There will be one access to the
underground parking garage on the northwest side of the property off Aspen Street. There is also diagonal parking (16 spaces)
on the south of the property along Cottonwood Street and parallel parking (16 spaces) on the north and east sides of the
property along Aspen Street and Ida Avenue, but it is expected that most trips will access the site from the garage.
Cottonwood and Ida mixed-use development TIS 2
Figure 1: Site Location
Cottonwood and Ida mixed-use development TIS 3
EXISTING CONDITIONS
Streets
The proposed development of this project site will have a direct impact on the adjacent streets and intersections. The
following paragraphs describe the existing area roadways that are most likely to be affected by the traffic volumes generated by
this new construction.
Figure 2: Site Layout
Cottonwood and Ida mixed-use development TIS 4
Aspen Street
Aspen Street is classified as a local street by both the Montana Department of Transportation’s (MDT) functional
classification standards and the City of Bozeman’s street classification system. Aspen Street begins its intersection with Front
Street and extends west for one block as a two-lane typical gravel road with a curbed north shoulder (which delineates a small
park) and a gravel shoulder to the south. The road then turns into the Northside/Village Trail as it travels along the north
border of the proposed Cottonwood and Ida mixed-use development. The trail extends approximately 300 feet between Ida
Avenue and Wallace Avenue. The road section begins again mid-block between Wallace Avenue and Rouse Avenue, as a two-
lane typical paved road with gravel shoulders. After crossing Rouse Avenue and continuing west, the road continues with a
two-lane typical, with on-street parallel parking and curb and gutter on both sides. There is no posted speed limit, but it can be
assumed to be 25 mph as Aspen Street serves mainly a residential area.
Broadway Avenue
Broadway Avenue is classified as an urban major collector by MDT’s functional classification standards and a collector by the
City of Bozeman’s street classification system. The road begins at its intersection with Main Street and continues north for
approximately 0.4 miles to its intersection with Avocado Street. The entirety of the street is a two-lane typical with on-street
parallel parking and curb and gutter on both the east and west. There is also a boulevard-separated concrete sidewalk on both
sides. There is no posted speed limit, but it can be assumed to be 25 mph.
Cottonwood Street
Cottonwood Street is classified as a local street by both MDT’s functional classification standards and the City of Bozeman’s
street classification system. Cottonwood Street begins at its intersection with Plum Street as a two-lane typical paved road with
gravel shoulders. It continues to the east until it intersects with Ida Avenue, where the road becomes a paved two-lane typical
section. Between Ida Avenue and Church Avenue, the road is a paved two-lane typical with curb and gutter on both sides. A
boulevard-separated sidewalk begins mid-block between Ida Avenue and Wallace Avenue and continues west until the road
ends at Church Avenue. Cottonwood Street continues as a paved two-lane typical with curb and gutter to the west of Rouse
Avenue. There is no posted speed limit along Cottonwood Street, but it can be assumed to be 25 mph.
Front Street
Front Street is classified as a local street by both MDT’s functional classification standards and the City of Bozeman’s street
classification system. Front Street is a short section of roadway that begins at its intersection with Cottonwood Street and
extends north as a two-lane typical, paved road with gravel shoulders until it intersects with Tamarack Street. There is no
posted speed limit, but it can be assumed to be 25 mph.
Ida Avenue
Ida Avenue is classified as a local street by both MDT’s functional classification standards and the City of Bozeman’s street
classification system. Ida Avenue begins at its intersection with Davis Street as a, paved roadway with gravel on both sides.
After crossing Fridley Street and continuing to the Front Street intersection, the road becomes a two-lane paved typical with
gravel shoulders and intermittent on-street parallel parking. There is no posted speed limit, but is assumed to be 25 mph.
Main Street
Main Street is classified as an urban principal arterial by both MDT’s functional classification standards and the City of
Bozeman’s street classification system. Main Street is a paved, four-lane typical with two lanes of travel in each direction.
Cottonwood and Ida mixed-use development TIS 5
Through the downtown corridor, Main Street has curb and gutter and sidewalk along both sides of the road as well as on-
street parking. The posted speed limit is 25 mph.
Mendenhall Street
Mendenhall Street is classified as an urban minor arterial by both MDT’s functional classification standards and the City of
Bozeman’s street classification system. Mendenhall Street begins at its intersection with Broadway Avenue as a two-lane typical
section with on-street parallel parking and curb and gutter on either side. There is also boulevard separated sidewalk on the
north side of the road. To the west of Wallace Avenue, the typical section remains similar, but with the addition of boulevard-
separated sidewalk to the south. This typical section continues to Mendenhall Street’s terminus at the intersection with 11th
Avenue. The posted speed limit is 25 mph.
Oak Street
Oak Street is classified by MDT as a local street except between Rouse Avenue and 7th Avenue, where it is classified as an
urban minor arterial. The City of Bozeman classifies Oak Street as a principal arterial. Oak Street begins as a two-lane, paved
street with bike lanes on both sides and gravel shoulders. There is also a paved multi-use path on the south side of the road.
This typical section continues until the Walmart access (0.25 miles east of 7th Avenue) The road then transitions to a three-
lane typical section with a two-way left-turn lane in the middle, curb and gutter and boulevard-separated sidewalk on both
sides until the 7th Avenue intersection. To the west of 7th Avenue, Oak Street has a five-lane typical section with a center
two-way left-turn lane. The posted speed limit is 35 mph.
Peach Street
Peach Street is classified as an urban minor arterial between 7th Avenue and Rouse Avenue and an urban major collector
between Rouse Avenue and Plum Avenue by MDT’s functional classification standards. The City of Bozeman classifies Peach
Street as a collector. Peach Street begins at its intersection with Plum Avenue as a paved, two-lane street with intermittent
stretches of on-street parallel parking, curb and gutter, and boulevard-separated sidewalk until the Rouse Avenue intersection.
To the west of Rouse Avenue, the road is a paved, two-lane street with bike lanes to the north and south, and on-street parallel
parking on the north side of the road. The road also has curb and gutter with sidewalk on both sides. The south side has
intermittent sections of boulevard-separated sidewalk. The posted speed limit is 25 mph.
Rouse Avenue
Rouse Avenue is classified as an urban minor arterial by MDT’s functional classification standards. The City of Bozeman
classifies Rouse Street as principal arterial. Between Olive Street and Main Street, Rouse Avenue has a paved, two-lane typical
section with parallel parking, curb and gutter and sidewalk on both sides of the street. Between Main Street and Lamme Street,
Rouse Avenue has a three-lane typical section with a TWLTL, curb and gutter and sidewalk. There is on-street parallel parking
on the east side of the road, and varying parking on the west. Between Lamme Street and Cottonwood Street, Rouse Avenue
becomes a two-lane street with parking, curb and gutter, and sidewalk on the east. The west side of the road has a gravel
shoulder with varying sections of guardrail, intermitted parking, curb and gutter, and sidewalk. North of Cottonwood Street,
curb and gutter and sidewalk ends leaving only a gravel shoulder on both sides. The posted speed limit is 25 mph.
Tamarack Street
Tamarack Street is classified as an urban major collector by both MDT’s functional classification standards and the City of
Bozeman’s street classification system. Between Front Street and Wallace Avenue, Tamarack Street is a paved, two-lane street
Cottonwood and Ida mixed-use development TIS 6
with curb and gutter on both sides. Between Wallace Avenue and Rouse Avenue, Tamarack Street loses the curb and gutter
and only has gravel shoulders. Between Rouse Avenue and 7th Avenue, Tamarack continues as a paved, two-lane street but
has curb and gutter and boulevard-separated sidewalk. The posted speed limit is 25 mph.
Intersections
The following paragraphs describe the existing major street intersections that are adjacent to the development site and will
potentially be impacted by the new development.
Rouse Avenue / Oak Street
The intersection of Rouse Avenue and Oak Street is a four-way intersection that is controlled with a traffic signal. The north
leg (Rouse Avenue) has a designated lane for each turning movement (right, thru, and left) while the south leg has a designated
left-turn lane and a thru/right-turn lane. The west leg (Oak Street) has a designated right-turn lane and a thru/left-turn lane
and the east leg has a single approach lane. The traffic signal operates with a three-phase plan and is semi-actuated. The south
leg has a full movement phase with protected left-turns and eastbound right-turn overlap. It then changes to a full movement
northbound/southbound phase with permissive turns. Finally, the third phase accommodates the full movements for
eastbound and westbound traffic.
Rouse Avenue / Tamarack Street
The intersection of Rouse Avenue (north/south legs) and Tamarack Street (east/west legs) is a four-way intersection that is
controlled with a traffic signal. All legs have a single entering and exiting lanes. The entering lane on each leg allows for all
turning movements (right, thru, and left). The traffic signal operates with a simple two-phase plan.
Rouse Avenue / Peach Street
The intersection of Rouse Avenue (north/south legs) and Peach Street (east/west legs) is a four-way intersection that is stop-
controlled on the east and west legs. All legs have a single entering and exiting lane. The entering lane on each leg allows for all
turning movements (right, thru, and left).
Rouse Avenue / Mendenhall Street
The intersection of Rouse Avenue and Mendenhall Street is a four-way intersection that is controlled with a traffic signal. The
north and south legs (Rouse Avenue) both have a designated left-turn lane and a thru/right-turn lane. The east leg
(Mendenhall Street) is a single lane with unrestricted turning movements. The west leg (Mendenhall Street) is the beginning of
a two-lane one way with a westbound travel direction. The traffic signal operates with a simple two-phase plan.
Main Street / Broadway Avenue
The intersection of Main Street and Broadway Avenue is a three-way intersection that is controlled with a traffic signal. The
north leg (Broadway Avenue) has a single lane with unrestricted turning movements. The west leg (Main Street) has a shared
thru/left-turn lane and a thru-lane. The east leg has a share thru/right-turn lane and a thru lane. The traffic signal operates
with a simple two-phase plan and is semi-actuated.
Cottonwood and Ida mixed-use development TIS 7
Ida Avenue / Front Street
The intersection of Ida Avenue (south leg) and Front Street (east/west legs) is a three-way intersection that is currently
uncontrolled. All the legs of the intersection have unrestricted turning movements.
Ida Avenue / Aspen Street
The intersection of Ida Avenue (north/south legs) and Aspen Street (east leg) is a three-way intersection that is currently
uncontrolled. All the legs of the intersection have unrestricted turning movements.
Front Street / Aspen Street
The intersection of Front Street (north/south leg) and Aspen Street (west leg) is a three-way intersection that is currently
uncontrolled. All the legs of the intersection have unrestricted turning movements.
Ida Avenue / Cottonwood Street
The intersection of Ida Avenue (north/south legs) and Cottonwood Street (east/west legs) is a four-way intersection that is
currently uncontrolled. All the legs of the intersection have unrestricted turning movements.
Traffic Volumes
Weekday AM and PM peak hour turning movement counts were collected for the intersections of Rouse Avenue with Oak
Street, Tamarack Street, Peach Street, and Mendenhall Street, the intersections of Ida Avenue with Front Street, Aspen Street,
and Cottonwood Street, the intersection of Broadway Avenue with Main Street, and the intersections of Front Street with
Aspen Street on Thursday, March 29, 2018. In general, the weekday peak hour periods were found to occur from 7:45 to 8:45
AM and 4:30 to 5:30 PM. Raw count data was adjusted for seasonal variation using the Montana Department of
Transportation’s seasonal adjustment factors. Figures 3A and 3B (pages 8 and 9) summarize the resulting calculated Existing
Conditions (2018) peak hour turning movement volumes for the AM and PM peak hours. Detailed traffic count data
worksheets are included in Appendix A
Crash History
Historical crash data was obtained from MDT for the 5-year period from January 1, 2012 through December 31, 2016. The
data was analyzed for the purposes of calculating intersection crash and severity rates and evaluating collision type trends.
Tables 1 and 2 illustrate the results of that analysis. Intersection crash rates were calculated on the standard basis of crashes
per million vehicles entering (MVE) for each intersection. The MVE metric was estimated based on published historical ADT
volumes from the MDT website. Crash rates for the study area intersections ranged from 0.04 crashes/MVE to 0.30
crashes/MVE, while severity rates ranged from 0.04 crashes/MVE to 0.64 crashes/MVE. In terms of both frequency and
severity, those rates are relatively average for the current urban environment based on conversations with MDT Safety
personnel. It should be noted that MDT did not provide any crash history at the intersections of Ida Avenue with Front
Street, Aspen Street, and Cottonwood Street and the intersection of Front Street with Aspen Street. These four intersections
will not be analyzed in the remainder of the crash history section of this report.
Cottonwood and Ida mixed-use development TIS 8
Figure 3 A: Existing (2018) Traffic Volumes
Cottonwood and Ida mixed-use development TIS 9
Figure 3 B: Existing (2018) Traffic Volumes
Cottonwood and Ida mixed-use development TIS 10
The analysis of collision type showed that the most common type of collision at all intersections was a rear-end collision
(45%). The second most common collision type was a left-turn opposite direction and fixed object collision (14% each). Two
of the three total fixed object collisions were determined to be by impaired drivers. The remainder of the crashes were right
angle, sideswipe, and bicycle collisions (all 9%). When broken down by intersection, the trend continues. The most common
type of collision at the Rouse Avenue with Oak Street/Tamarack Street/Peach Street intersections is a rear-end collision
(100%, 100%, and 50%, respectively). Both rear-end and sideswipe collisions represented 25% of total crashes for the Main
Street and Broadway Avenue intersection, with the remaining 50% distributed between each other type of collision. The
sideswipe collisions could be due to sudden lane changes made by through vehicles waiting behind left-turning vehicles on
Main Street. The intersection of Rouse Avenue with Mendenhall Street is the main exception where the most frequent type of
collision was with a fixed object (50%), but it still had 25% rear end collisions. The next highest collision type at the
intersection of Rouse Avenue with Peach Street was a left-turn opposite direction collision (33%).
The collision analysis highlights the high rate of rear end crashes throughout the study area. Typically, right-angle and rear end
collisions are often the most common collision types at signalized and unsignalized urban intersections. Specifically, at
signalized intersections, there are several contributing circumstances that can cause a high incidence of rear-end collisions,
including inadequate yellow change intervals and/or the need for auxiliary turn lanes. Another cause could be high speeds
and/or downhill grades on an approach, but those conditions are not seen at intersections in this study except for a downhill
grade on the east approach at the Main Street/Broadway Avenue intersection, which has the lowest proportion of rear end
collisions. The second most common type of crash at the study intersections, left-turn opposite-direction collisions, could be
caused by a lack of protected left-turn phases at signalized intersections. The Rouse Avenue/Peach Street intersection may
have more left-turn opposite-direction collisions because the Peach Street (east/west) approaches are skewed and have high
delays. It is important to note that these evaluations are speculative, and more detailed information about individual crashes
would be needed to determine exact causes for each collision. In general, the crash rates were quite small so it does not appear
that there are any significant crash frequency or severity problems at the study area intersections.
Table 1: Intersection Crash Frequency/Severity
PDO Injury Fatality Crash Severity
Rouse Avenue & Oak Street 14813 1 1 0 0 0.04 0.04
Rouse Avenue & Tamarack Street 13040 3 3 0 0 0.13 0.13
Rouse Avenue & Peach Street 13605 6 1 5 0 0.24 0.64
Rouse Avenue & Mendenhall Street 13250 4 4 0 0 0.17 0.17
Main Street & Broadway Avenue 14691 8 6 2 0 0.30 0.45
2 Crashes reported from January 1, 2012 to December 31, 2016
3 Crash and severity rates expressed as crashes per million vehicles entering (MVE) based on MDT severity factors
Intersection
Rates (per MVE 3)Crash Type 2012-2016
DEV 1
Reported
Crashes 2
1 Daily Entering Volume (DEV) estimated from 2012 through 2016 MDT published ADTs.
Cottonwood and Ida mixed-use development TIS 11
Intersection Capacity
Existing Conditions (2018) intersection capacity calculations were performed for the study area intersections using Synchro,
Version 10, which relies on the Highway Capacity Manual 6th Edition (HCM) (Transportation Research Board, 2017)
methodologies. The HCM 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 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 vehicle delays, to LOS F, which indicates congestion and longer vehicle delays.
The results of the Existing Conditions (2018) capacity calculations showed that all intersections within the study area operate
at LOS C or higher during both peak periods except for the intersection of Rouse Avenue and Peach Street, where the east
and west legs operate at LOS E and F in the PM peak hour. For the west leg, the 95th percentile queue is seven vehicles long
with an average delay of 86.7 seconds per vehicle. The east leg experiences a four vehicle 95th percentile queue with an
average delay of 37.2 seconds per vehicle. Table 3 (page 13) displays the results of the Existing Conditions (2018) capacity
calculations. Capacity calculation worksheets for each of the study area intersections can be found in Appendix B.
The City of Bozeman has expressed concerns of the safety and traffic operations of the adjacent intersections to the park
comprised of the intersection of Aspen Street, Front Street, and Ida Avenue. Additionally, the existing roadway sections of Ida
Avenue and Cottonwood Street adjacent to the site are not up to City standards. Finally, Aspen Street is proposed to connect
Ida Avenue and Wallace Ave.
TRIP GENERATION
An accurate estimate of site-generated traffic must be made to analyze the impacts of the new Cottonwood and Ida mixed-use
development on the surrounding transportation system. This study utilized Trip Generation, 10th Edition, published by the
Institute of Transportation Engineers (ITE), which is the most widely accepted source for determining trip generation
projections. For the purposes of this study, trip generation was calculated using various land uses including Multifamily
Housing (Mid-Rise) - Land Use 221, Small Office Building - Land Use 712, Quality Restaurant – Land Use 931, and General
Office Building - Land Use 710. Table 4 (page 14) illustrates the results of the trip generation calculations for this site.
Table 2: Intersection Crash Collision Types
Rear End Right Angle Sideswipe Left Turn OD Bicycle Fixed Object Total
Rouse Avenue & Oak Street 1 0 0 0 0 0 1
Rouse Avenue & Tamarack Street 3 0 0 0 0 0 3
Rouse Avenue & Peach Street 3 0 0 2 1 0 6
Rouse Avenue & Mendenhall Street 1 1 0 0 0 2 4
Main Street & Broadway Avenue 2 1 2 1 1 1 8
TOTALS 10 2 2 3 2 3 22
Collision Type
Intersection
Cottonwood and Ida mixed-use development TIS 12
At full buildout, the Cottonwood and Ida mixed-use development is projected to generate a total of 998 gross average
weekday trips with 78 trips (47 entering/31 exiting) generated during the AM peak hour and 91 trips (38 entering/53 exiting)
generated during the PM peak hour.
Trip generation projections provide 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.
Internal capture (IC) trips are those trips that do not have origins or destinations external to a project site. Since IC trips occur
internally, they do not have an impact on external traffic operations. IC trips most often occur in mixed-use developments
where residential, commercial, and office-related land uses exhibit a high rate of internal trip exchange. The Cottonwood and
Ida development has this type of land uses and therefore will have some internal capture. Using ITE procedures, it is projected
that there will be 52 total internal capture tips generated during the average weekday with none generated during the AM peak
hour and 12 trips (6 entering/6 exiting) generated during the PM peak hour.
Pass-by trips are those trips that are made as intermediate stops on the way from a point of origin to a primary trip destination.
Pass-by trips are attracted from traffic “passing by” on an adjacent street that offers direct access to that site. Pass-by trips are
primarily attracted by commercial type land uses such as restaurants, convenience markets and gas stations. As the new
development only has office, quality restaurant, and residential land uses, pass by trips were negligible for the purposes of this
study. Table 4 (page 14) illustrates the total number of vehicles projected to be generated by the new development.
TRIP DISTRIBUTION
A trip distribution is an estimate of site-generated trip routing, which can be determined through several methods such as
computerized travel demand models, calculation of travel time for various available routes and/or simple inspection of
existing traffic patterns within the project area. For this study, Sanderson Stewart calculated the trip distribution scheme based
on the relative magnitude of existing peak hour turning movement volumes on key travel routes, as well as proximity of those
routes to the site. Figure 4A and Figure 4B on pages 15 and 16 present the calculated trip distribution scheme for this study
using Option B Aspen Street/Front Street design.
TRAFFIC ASSIGNMENT
Traffic assignment is the procedure whereby site-generated vehicle trips are assigned to study area streets, intersections and
site access driveways based on the calculated trip distribution and the physical attributes of the development site. Using this
approach, site-generated trips for the Cottonwood and Ida mixed-use development were assigned to the study area roadway
network. The results of the traffic assignment exercise for the AM and PM peak hours are also illustrated in Figure 4A and
Figure 4B (pages 15 and 16).
Cottonwood and Ida mixed-use development TIS 13
Table 3: Existing Conditions (2018) Capacity Calculations
Avg
Delay
(s/veh) LOS
95th %
Queue
(veh)
Avg
Delay
(s/veh) LOS
95th %
Queue
(veh)
EB 27.7 C 7 26.8 C 6
WB 25.0 C 1 26.2 C 1
NB 4.9 A 5 5.9 A 4
SB 8.6 A 7 11.2 B 11
Intersection 13.5 B -- 12.6 B --
EB 23.8 C 3 23.8 C 4
WB 23.3 C 2 23.6 C 3
NB 2.8 A 4 3.4 A 5
SB 3.4 A 5 3.8 A 6
Intersection 7.3 A -- 7.7 A --
EB 22.3 C 3 86.7 F 7
WB 16.0 C 1 37.2 E 4
NB 0.8 A 1 1.7 A 1
SB 1.3 A 1 0.8 A 1
Intersection 5.6 A -- 15.6 C --
WB 21.5 C 5 27.6 C 8
NB 5.6 A 4 8.7 A 6
SB 5.7 A 3 9.1 A 8
Intersection 10.0 A -- 13.5 B --
EB 16.0 B 6 22.9 C 8
WB 17.0 B 7 18.0 B 7
NB 10.2 B 1 13.4 B 1
SB 11.5 B 3 16.6 B 5
Intersection 16.1 B -- 20.0 C --
EB 7.2 A -- 7.1 A --
WB 7.2 A -- 7.1 A --
NB 0.0 A -- 6.4 A --
Intersection 7.2 A -- 7.1 A --
EB 7.1 A -- 7.1 A --
WB 7.2 A -- 7.2 A --
NB 0.0 A -- 8.1 A --
Intersection 7.2 A -- 7.2 A --
EB 0.0 A -- 0.0 A --
NB 0.0 A -- 7.3 A --
SB 7.8 A -- 7.5 A --
Intersection 7.8 A -- 7.4 A --
EB 7.6 A -- 6.5 A --
WB 7.2 A -- 7.8 A --
NB 7.4 A -- 7.2 A --
SB 7.2 A -- 7.2 A --
Intersection 7.4 A -- 7.2 A --
Ida Avenue &
Cottonwood Street
Ida Avenue &
Aspen Street
Intersection Control Uncontrolled
Front Street &
Aspen Street
Intersection Control Uncontrolled
Main Street &
Broadway Avenue
Intersection Control Uncontrolled
Ida Avenue &
Front Street
Intersection Control Uncontrolled
Rouse Avenue &
Peach Street
Intersection Control Signalized
Rouse Avenue &
Mendenhall Street
Intersection Control Signalized
Rouse Avenue &
Oak Street
Intersection Control Signalized
Rouse Avenue &
Tamarack Street
Intersection Control Two-Way Stop Controlled (EB/WB)
Intersection Control Signalized
Intersection Approach
Existing (2018)
AM Peak PM Peak
Cottonwood and Ida mixed-use development TIS 14
Table 4: Trip Generation Summary
Intensity Units total enter exit total enter exit total enter exit
Multifamily Housing (Mid-Rise) (1) 46 Dwelling Units 250 125 125 17 4 13 20 12 8
Internal Capture Trips** 8 2 6 0 0 0 3 1 2
General Office Building (2) 0.2 1000 ft 2 GFA 2 1 1 0 0 0 0 0 0
Internal Capture Trips** 0 0 0 0 0 0 0 0 0
244 124 120 17 4 13 17 11 6
Multifamily Housing (Mid-Rise) (1) 18 Dwelling Units 98 49 49 6 2 4 8 5 3
Internal Capture Trips** 3 1 2 0 0 0 2 1 1
95 48 47 6 2 4 6 4 2
Multifamily Housing (Mid-Rise) (1) 12 Dwelling Units 65 33 32 4 1 3 5 3 2
Internal Capture Trips** 2 0 2 0 0 0 0 0 0
63 33 30 4 1 3 5 3 2
Multifamily Housing (Mid-Rise) (1) 16 Dwelling Units 87 44 43 6 2 4 7 4 3
Internal Capture Trips** 3 1 2 0 0 0 1 0 1
Small Office Building (3) 5.2 1000 ft 2 GFA 84 42 42 10 8 2 13 4 9
Internal Capture Trips** 6 4 2 0 0 0 0 0 0
162 81 81 16 10 6 19 8 11
Quality Restaurant (4) 2.2 1000 ft 2 GFA 184 92 92 2 2 0 17 11 6
Internal Capture Trips** 21 11 10 0 0 0 3 2 1
163 81 82 2 2 0 14 9 5
General Office Building (2) 28.7 1000 ft 2 GFA 280 140 140 33 28 5 33 5 28
Internal Capture Trips** 9 7 2 0 0 0 3 2 1
271 133 138 33 28 5 30 3 27
1050 526 524 78 47 31 103 44 59
52 26 26 0 0 0 12 6 6
998 500 498 78 47 31 91 38 53
(1) Multifamily Housing (Mid-Rise) - Land Use 221* Units = Dwelling Units
Average Weekday: Average Rate = 5.44 (50% entering/50% exiting)
Peak Hour of the Adjacent Street, One Hour between 7 and 9 AM: Average Rate = 0.36 (26% entering/74% exiting)
Peak Hour of the Adjacent Street, One Hour between 4 and 6 PM: Average Rate = 0.44 (61% entering/39% exiting)
(2) General Office Building - Land Use 710* Units = 1000 ft 2 Gross Floor Area (GFA)
Average Weekday: Average Rate = 9.74 (50% entering/50% exiting)
Peak Hour of the Adjacent Street, One Hour between 7 and 9 AM: Average Rate = 1.16 (86% entering/14% exiting)
Peak Hour of the Adjacent Street, One Hour between 4 and 6 PM: Average Rate = 1.15 (16% entering/84% exiting)
(3) Small Office Building - Land Use 712* Units = 1000 ft 2 Gross Floor Area (GFA)
Average Weekday: Average Rate = 16.19 (50% entering/50% exiting)
Peak Hour of the Adjacent Street, One Hour between 7 and 9 AM: Average Rate = 1.92 (83% entering/17% exiting)
Peak Hour of the Adjacent Street, One Hour between 4 and 6 PM: Average Rate = 2.45 (32% entering/68% exiting)
(4) Quality Restaurant - Land Use 931* Units = 1000 ft 2 Gross Floor Area (GFA)
Average Weekday: Average Rate = 83.84 (50% entering/50% exiting)
Peak Hour of the Adjacent Street, One Hour between 7 and 9 AM: Average Rate = 0.73 (80% entering/20% exiting)
Peak Hour of the Adjacent Street, One Hour between 4 and 6 PM: Average Rate = 7.80 (67% entering/33% exiting)
*Trip Generation, 10th Edition , Institute of Transportation Engineers, 2017
** Trip Generation Handbook, 3rd Edition , Institute of Transportation Engineers, 2017
Total Internal Capture Trips
Building #5
Land Use
Net New External Personal Vehicle Trips
AM Peak Hour
Building #1
Building #2
Building #3
Total New External Personal Vehicle
Net New External Personal Vehicle Trips
Net New External Personal Vehicle Trips
Net New External Personal Vehicle Trips
Total Gross Trips
Average Weekday Independent Variable
Building #6
Building #4
Net New External Personal Vehicle Trips
PM Peak Hour
Net New External Personal Vehicle Trips
Cottonwood and Ida mixed-use development TIS 15
Figure 4A: Trip Distribution and Assignment
Cottonwood and Ida mixed-use development TIS 16
Figure 4B : Trip Distribution and Assignment
Cottonwood and Ida mixed-use development TIS 17
TRAFFIC IMPACTS
Traffic Volumes
For the purposes of this study, based on information from the Client, it was assumed that full buildout and occupancy for the
Cottonwood and Ida mixed-use development would occur by the end of calendar year 2020. In addition to the site-generated
traffic from the subject development, background traffic volumes are also expected to increase for study area streets and
intersections due to general growth. To account for that growth, Sanderson Stewart reviewed recent historical traffic volume
data for the area and determined that an annual background growth rate of 2.5 percent would be conservatively appropriate
for modeling ambient growth. Figure 5A and Figure 5B (pages 18 and 19) illustrate the projected AM and PM peak hour Full
Buildout (2020) scenario traffic volume projections that were calculated for this study.
Intersection Capacity
Sanderson Stewart performed intersection capacity calculations for the Full Buildout (2020) scenario for the AM and PM peak
hour traffic volume projections presented in Figures 5A and 5B. The calculations were initially performed based on existing
lane configurations and traffic control features for off-site intersections except for a planned traffic signal (MDT project to be
constructed in 2020) at the Rouse Avenue/Peach Street intersection. Near the site, several changes to the current street system
are proposed by Sanderson Stewart based the City’s recommendations to remove the segment of Front Street between Ida
Avenue and Aspen Street. Removal of the roadway segment is shown in Figure 5B. Capacity calculations were performed
based on this updated configuration, which includes a two-way (east and west approach) stop-control at the intersections of
Aspen Street with Ida Avenue. The existing intersection on Front Street become free-flowing segments. The site access
intersection was initially assumed to be stop-controlled with no auxiliary turn lanes.
Table 5 (page 20) shows the results of the Full Buildout (2020) scenario capacity calculations. The results show that the
planned traffic signal at the Rouse Avenue/Peach Street intersection will improve operations even with the addition of site
traffic and background growth. That intersection is predicted to operate at no worse than LOS C for the eastbound and
westbound legs during AM and PM peak hours. All other intersections will continue to operate at or above LOS C for both
AM and PM peak hours. Detailed capacity calculation worksheets for the Full Buildout (2020) traffic projection scenario are
included in Appendix C.
Because the traffic signal at the Rouse Avenue with Peach Street intersection is already planned by MDT, and all other study
area intersections are projected to continue to operate at acceptable levels, no traffic signal warrants were evaluated for this
development. Turn-lane warrants were evaluated for the project intersections and are described in a later section of this
report.
Cottonwood and Ida mixed-use development TIS 18
Figure 5A: Full Buildout (20 20 ) Traffic Volumes
Cottonwood and Ida mixed-use development TIS 19
Figure 5B: Full Buildout (20 20 ) Traffic Volumes
Cottonwood and Ida mixed-use development TIS 20
Table 5: Future Buildout (202 0) Capacity Calculations
Avg
Delay
(s/veh) LOS
95th %
Queue
(veh)
Avg
Delay
(s/veh) LOS
95th %
Queue
(veh)
EB 27.6 C 7 26.8 C 7
WB 24.7 C 1 26.3 C 1
NB 5.4 A 5 6.6 A 5
SB 9.2 A 7 12.4 B 12
Intersection 13.9 B -- 13.4 B --
EB 23.8 C 4 23.7 C 4
WB 23.6 C 2 24.0 C 3
NB 3.0 A 4 3.7 A 6
SB 3.8 A 6 4.2 A 7
Intersection 7.7 A -- 8.2 A --
EB 28.6 C 3 21.0 C 2
WB 26.4 C 2 21.4 C 2
NB 6.8 A 5 8.1 A 6
SB 6.4 A 6 10.9 B 9
Intersection 11.8 B -- 12.3 B --
WB 21.4 C 5 27.6 C 8
NB 6.0 A 5 9.5 A 7
SB 6.0 A 4 10.1 B 9
Intersection 10.2 B -- 14.2 B --
EB 16.3 B 6 24.9 C 14
WB 17.4 B 7 17.8 B 9
NB 10.2 B 1 14.6 B 1
SB 11.7 B 3 18.5 B 6
Intersection 16.4 B -- 21.0 C --
EB 8.8 A 0 8.9 A 0
WB 9.3 A 0 8.9 A 0
NB 2.2 A 0 0.7 A 0
SB 1.1 A 0 1.0 A 0
Intersection 3.5 A -- 2.9 A --
EB 7.6 A -- 6.5 A --
WB 7.2 A -- 7.8 A --
NB 7.4 A -- 7.2 A --
SB 7.3 A -- 7.3 A --
Intersection 7.4 A -- 7.2 A --
EB 0.0 A 0 0.0 A 0
WB 7.3 A 0 7.3 A 0
NB 8.8 A 1 8.8 A 1
Intersection 4.2 A -- 5.5 A --
Intersection Control Signalized
Intersection Approach
Future (2020) + Site
AM Peak PM Peak
Rouse Avenue &
Oak Street
Intersection Control Signalized
Rouse Avenue &
Tamarack Street
Intersection Control Signalized
Main Street &
Broadway Avenue
Intersection Control Two-Way Stop Controlled (EB & WB)
Rouse Avenue &
Peach Street
Intersection Control Signalized
Rouse Avenue &
Mendenhall Street
Intersection Control Signalized
Intersection Control One-Way Stop Controlled (NB)
Site Access &
Aspen Street
Ida Avenue &
Cottonwood Street
Ida Avenue &
Aspen Street
Intersection Control Uncontrolled
Cottonwood and Ida mixed-use development TIS 21
Mitigation Alternatives
Auxiliary Turn Lanes
Sanderson Stewart performed an auxiliary turn lane warrant analysis for the study area intersections to determine if the such
improvements would be warranted based on the applicable MDT and AASHTO criteria. The analysis results showed that
southbound auxiliary left-turn and right-turn lanes should be considered for the Rouse Avenue/Peach Street intersection with
existing traffic volumes while a two-way stop-controlled intersection. Additionally, auxiliary left-turn and right-turn lanes
should also be considered for the Rouse Avenue/Peach Street intersection with existing traffic volumes. A copy of the
auxiliary lane warrant worksheets for all the applicable project intersections are attached in Appendix D.
Pedestrian & Bicycle Facilities
Sanderson Stewart completed an off-site improvements concept schematic (Appendix E) for the area adjacent to the site. The
schematic shows a sidewalk surrounding the site on the north, east, and south property lines with intersection ramps and ADA
facilities. On the north side of Aspen Street, an 8-foot trail is shown to connect adjacent facilities. Intersection bulb-outs are
shown to shorten the pedestrian crossing distances.
Roadway Facilities
Also shown in the off-site improvement concept schematic, are roadway designs for Aspen Street, Ida Street, and Cottonwood
Street. The Aspen Street and Cottonwood Street sections match the City standards and include on-street parallel parking on
both sides of Aspen Street and on-street diagonal parking on both sides of Cottonwood Street. Ida Avenue has restricted
right-of-way and therefore the schematic shows a smaller roadway section with on-street parallel parking on the west side only.
With the restricted roadway section, a woonerf design is being considered where the roadway becomes a shared space for cars,
bicyclists, and pedestrians with a slower speed limit and traffic calming measures.
Site Area Intersections
The three intersections and triangle park created by Aspen Street, Ida Avenue, and Front Street were noted as a concern by the
City of Bozeman as they exist today. Reviewing traffic turning movements through data collection efforts, it was observed
vehicles turning from Front Street onto Ida Avenue and Aspen Street maneuver turns at higher than desired speeds due to the
intersection skews. The traffic volumes at the intersections are low and could be consolidated into a single intersection. Three
options (Option A, Option B, Option C, and Option D) have been submitted to the City for review. With the extension of
Aspen Street from Wallace Avenue to Ida Avenue, it is anticipated the traffic leaving the development heading east on Aspen
will use Ida Avenue and Front Street for destinations to the south and east of the site. Traffic leaving the development with
destinations to the north and west of the site are anticipated to head west on Aspen Street to then access Wallace Avenue.
Therefore, the segment of Ida Avenue between Aspen Street Front Street is not anticipated to be primary route for traffic
from the development.
Cottonwood and Ida mixed-use development TIS 22
CONCLUSIONS & RECOMMENDATIONS
Conclusions
The preceding analysis has shown that the Cottonwood and Ida mixed-use development project will generate a minimal
volume of new traffic demand for area streets and intersections. Substandard LOS and queuing conditions were identified for
multiple approaches at the intersection of Rouse Avenue and Peach Street. This deficiency is present in the existing conditions
but is planned to be corrected with a traffic signal, so LOS will be improved even with the addition of background growth and
site trips. The crash and severity rates for the existing study area intersections were found to be as expected for the current
urban environment based on conversations with MDT personnel. The realignment and signalization of the Rouse Avenue and
Peach Street intersection should correct for crashes caused by the skewed geometry. Sanderson Stewart found that
northbound and southbound left and right-turn lanes are warranted at the Rouse Avenue/Peach Street intersection. However,
a signal is warranted and planned for construction through a MDT project.
The site plan proposes a 39,722-sq. ft. underground garage with 96 spaces, 72 spaces in a leased surface lot, and 32 surface
street parking spaces, which exceeds the shared parking calculations as provided in the formal, stand-alone parking analysis
provided in Appendix F.
The site access intersection is anticipated to operate at an acceptable level of service with minimal queuing when modeled with
single ingress/egress lanes.
Recommendations
The following list of recommendations is based on the analysis results from this study and the professional judgment of the
author:
- Abandon one leg of the Aspen Street/Ida Avenue/Front Street Intersection and update traffic control signs
appropriately.
- Connect Aspen Street from Ida Avenue to Wallace Avenue following City of Bozeman design guidelines.
- Stop signs (R1-1) and street name signs (D3-1) should be installed at the following locations:
o Site access (south leg) on Aspen Street
o Aspen Street/Ida Avenue intersection based on chosen design option
- Sidewalk and trail connectivity along frontage of the property site to maintain ADA-compliant pedestrian connectivity
through the site.
- All transportation-related improvements shall be designed in accordance with City of Bozeman standards and the
Manual on Uniform Traffic Control Devices (MUTCD).
TRAFFIC COUNT DATA
A
P
P
E
N
D
I
X
A
Intersection:
Jurisdiction:
Project Description:
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 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 1.00 1.00 1.00 1.00 0 1.00 1.00 1.00 1.00 0
7:45 AM 4 0 31 0 35 0 0 0 0 0 0 121 9 0 130 29 154 0 0 183 348
8:00 AM 3 0 15 0 18 0 0 0 0 0 0 112 13 0 125 21 142 0 0 163 306
8:15 AM 5 0 28 0 33 0 0 1 0 1 1 132 10 0 143 22 151 0 0 173 350
8:30 AM 10 0 26 0 36 0 0 0 0 0 0 110 15 0 125 22 134 0 0 156 317
Grand Total 22 0 100 0 122 0 0 1 0 1 1 475 47 0 523 94 581 0 0 675 1321
Medium Truck %0.0 0.0 1.0 0.0 0.8 0.0 0.0 0.0 0.0 0.0 0.0 0.4 0.0 0.0 0.4 0.0 0.0 0.0 0.0 0.0
Heavy 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 0.0 0.0 0.4 1.1 0.0 0.0 0.0 0.1
Total Truck %0.0 0.0 1.0 0.0 0.8 0.0 0.0 0.0 0.0 0.0 0.0 0.8 0.0 0.0 0.8 1.1 0.0 0.0 0.0 0.1
Total %1.7 0.0 7.6 0.0 9.2 0.0 0.0 0.1 0.0 0.1 0.1 36.0 3.6 0.0 39.6 7.1 44.0 0.0 0.0 51.1 100.0
PHF 0.94 0.94 0.94 ###########################0.94
RT TH LT U
22 0 100 0
9
4
R
T
5
8
1
T
H
0
L
T
0
U
U 0
LT 47
TH 47
5
RT 1
0 1 0 0
U LT TH RT
Westbound
Agency/Company:
A. Paull
Sanderson Stewart
North/South Street:Broadway Avenue
AM Peak Hour (7:45 - 8:45 AM)
06020.03Project Number:
Southbound
Broadway Avenue
Northbound
Main Street
Eastbound
East/West Street:
INTERSECTION TURNING MOVEMENT COUNT SUMMARY
General Information
Broadway Ave & Main StreetCounted By:
Ma
i
n
S
t
r
e
e
t
M
a
i
n
S
t
r
e
e
t
52
3
City of Bozeman / MDTThursday, March 29, 2018Date Performed:
Count Time Period:
Cottonwood/Ida Mixed Use Project
Broadway Avenue Main Street
Main Street
Vehicle Volumes and Adjustments
Broadway Avenue
122
In Out
141
Broadway Avenue
1
InOut
1
In
60
4
I
n
6
7
5
O
u
t
5
7
5
Total Entering
1321
Ou
t
NNNNN
Intersection:
Jurisdiction:
Project Description:
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 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 1.00 1.00 1.00 1.00 0 1.00 1.00 1.00 1.00 0
4:30 PM 10 0 30 0 40 0 0 0 0 0 0 161 21 0 182 28 132 0 0 160 382
4:45 PM 9 0 29 0 38 0 0 1 0 1 1 161 26 0 188 25 146 0 0 171 398
5:00 PM 11 0 53 0 64 0 0 0 0 0 1 165 24 1 191 31 176 0 0 207 462
5:15 PM 18 0 28 0 46 0 0 0 0 0 0 160 22 0 182 31 167 0 0 198 426
Grand Total 48 0 140 0 188 0 0 1 0 1 2 647 93 1 743 115 621 0 0 736 1668
Medium Truck %2.1 0.0 0.0 0.0 0.5 0.0 0.0 0.0 0.0 0.0 0.0 0.3 0.0 0.0 0.3 0.9 0.3 0.0 0.0 0.4
Heavy Truck %2.1 0.0 0.0 0.0 0.5 0.0 0.0 0.0 0.0 0.0 0.0 0.6 1.1 0.0 0.7 2.6 0.6 0.0 0.0 1.0
Total Truck %4.2 0.0 0.0 0.0 1.1 0.0 0.0 0.0 0.0 0.0 0.0 0.9 1.1 0.0 0.9 3.5 1.0 0.0 0.0 1.4
Total %2.9 0.0 8.4 0.0 11.3 0.0 0.0 0.1 0.0 0.1 0.1 38.8 5.6 0.1 44.5 6.9 37.2 0.0 0.0 44.1 100.0
PHF 0.90 0.90 0.90 ###########################0.90
RT TH LT U
48 0 140 0
1
1
5
R
T
6
2
1
T
H
0
L
T
0
U
U 1
LT 93
TH 64
7
RT 2
0 1 0 0
U LT TH RT
Agency/Company:Sanderson Stewart
INTERSECTION TURNING MOVEMENT COUNT SUMMARY
General Information
Counted By:A. Paull Broadway Ave & Main Street
North/South Street:Broadway Avenue Main Street
Date Performed:Thursday, March 29, 2018 City of Bozeman / MDT
Count Time Period:PM Peak Hour (4:30 - 5:30 PM)
Project Number:06020.03 Cottonwood/Ida Mixed Use Project
East/West Street:
Ma
i
n
S
t
r
e
e
t
Ou
t
67
1
Vehicle Volumes and Adjustments
Broadway Avenue Broadway Avenue Main Street Main Street
Southbound Northbound Eastbound Westbound
In 74
3
7
8
7
O
u
t
Broadway Avenue
In Out
188 208
Broadway Avenue
7
3
6
I
n
M
a
i
n
S
t
r
e
e
t
Total Entering
1668
2 1
Out In NNNNN
Intersection:
Jurisdiction:
Project Description:
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 1.00 1.00 1.00 1.00 0 1.00 1.00 1.00 1.00 0
7:45 AM 1 2 0 0 3 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 5
8:00 AM 0 4 0 0 4 0 4 1 0 5 1 0 0 0 1 0 0 0 0 0 10
8:15 AM 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 1
8:30 AM 1 3 0 0 4 0 4 0 0 4 2 0 1 1 4 0 0 1 0 1 13
Grand Total 2 9 0 0 11 0 10 2 0 12 3 0 1 1 5 0 0 1 0 1 29
Medium Truck %0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Heavy Truck %50.0 11.1 0.0 0.0 18.2 0.0 10.0 50.0 0.0 16.7 0.0 0.0 100.0 0.0 20.0 0.0 0.0 0.0 0.0 0.0
Total Truck %50.0 11.1 0.0 0.0 18.2 0.0 10.0 50.0 0.0 16.7 0.0 0.0 100.0 0.0 20.0 0.0 0.0 0.0 0.0 0.0
Total %6.9 31.0 0.0 0.0 37.9 0.0 34.5 6.9 0.0 41.4 10.3 0.0 3.4 3.4 17.2 0.0 0.0 3.4 0.0 3.4 100.0
PHF 0.56 0.56 0.56 ###########################0.56
RT TH LT U
2 9 0 0
0
R
T
0
T
H
1
L
T
0
U
U 1
LT 1
TH 0
RT 3
0 2 10 0
U LT TH RT
In
5 I
n
1
O
u
t
0
Total Entering
29
Ou
t
Ida Avenue
12
InOut
13
Ida Avenue
11
In Out
11
Co
t
t
o
n
w
o
o
d
S
t
r
e
e
t
C
o
t
t
o
n
w
o
o
d
S
t
r
e
e
t
5
City of Bozeman / MDTThursday, March 29, 2018Date Performed:
Count Time Period:
Cottonwood/Ida Mixed Use Project
Ida Avenue Cottonwood Street
Cottonwood Street
Vehicle Volumes and Adjustments
INTERSECTION TURNING MOVEMENT COUNT SUMMARY
General Information
Cottonwood Street & Ida Avenue Counted By:
Westbound
Agency/Company:
A. Paull
Sanderson Stewart
North/South Street:Ida Avenue
AM Peak Hour (7:45 - 8:45 AM)
06020.03Project Number:
Southbound
Ida Avenue
Northbound
Cottonwood Street
Eastbound
East/West Street:
NNNNN
Intersection:
Jurisdiction:
Project Description:
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 1.00 1.00 1.00 1.00 0 1.00 1.00 1.00 1.00 0
4:30 PM 1 2 0 0 3 0 5 0 0 5 1 0 0 0 1 0 1 0 0 1 10
4:45 PM 0 6 0 0 6 0 5 0 0 5 0 0 0 0 0 0 1 0 0 1 12
5:00 PM 0 12 0 0 12 0 5 0 0 5 1 0 0 0 1 0 0 0 0 0 18
5:15 PM 1 6 0 0 7 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 8
Grand Total 2 26 0 0 28 0 15 0 0 15 2 0 0 0 2 0 2 1 0 3 48
Medium Truck %0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Heavy Truck %50.0 3.8 0.0 0.0 7.1 0.0 6.7 0.0 0.0 6.7 0.0 0.0 0.0 0.0 0.0 0.0 50.0 0.0 0.0 33.3
Total Truck %50.0 3.8 0.0 0.0 7.1 0.0 6.7 0.0 0.0 6.7 0.0 0.0 0.0 0.0 0.0 0.0 50.0 0.0 0.0 33.3
Total %4.2 54.2 0.0 0.0 58.3 0.0 31.3 0.0 0.0 31.3 4.2 0.0 0.0 0.0 4.2 0.0 4.2 2.1 0.0 6.3 100.0
PHF 0.67 0.67 0.67 ###########################0.67
RT TH LT U
2 26 0 0
0
R
T
2
T
H
1
L
T
0
U
U 0
LT 0
TH 0
RT 2
0 0 15 0
U LT TH RT
Ida Avenue
3
I
n
C
o
t
t
o
n
w
o
o
d
S
t
r
e
e
t
Total Entering
48
29 15
Out In
Ida Avenue
In Out
28 15
Co
t
t
o
n
w
o
o
d
S
t
r
e
e
t
Ou
t
4
Vehicle Volumes and Adjustments
Ida Avenue Ida Avenue Cottonwood Street Cottonwood Street
Southbound Northbound Eastbound Westbound
In 2 0
O
u
t
North/South Street:Ida Avenue Cottonwood Street
Date Performed:Thursday, March 29, 2018 City of Bozeman / MDT
Count Time Period:PM Peak Hour (4:30 - 5:30 PM)
Project Number:06020.03 Cottonwood/Ida Mixed Use Project
East/West Street:
Agency/Company:Sanderson Stewart
INTERSECTION TURNING MOVEMENT COUNT SUMMARY
General Information
Counted By:A. Paull Cottonwood Street & Ida Avenue
NNNNN
Intersection:
Jurisdiction:
Project Description:
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 1.00 1.00 1.00 1.00 0 0.00 0.00 0.00 0.00 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:15 AM 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2
8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Grand Total 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2
Medium Truck %0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Heavy Truck %0.0 50.0 0.0 0.0 50.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Truck %0.0 50.0 0.0 0.0 50.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total %0.0 100.0 0.0 0.0 100.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 100.0
PHF 0.25 0.25 0.25 ###########################0.25
RT TH U
0 2 0
U 0
LT 0
RT 0
0 0 0
U LT TH
In
0
Total Entering
2
Ou
t
Front Street
0
InOut
2
Front Street
2
In Out
0
As
p
e
n
S
t
r
e
e
t
0
City of Bozeman / MDTThursday, March 29, 2018Date Performed:
Count Time Period:
Cottonwood/Ida Mixed Use Project
Front Street N/A
Aspen Street
Vehicle Volumes and Adjustments
INTERSECTION TURNING MOVEMENT COUNT SUMMARY
General Information
Front Street & Aspen StreetCounted By:
Westbound
Agency/Company:
A. Paull
Sanderson Stewart
North/South Street:Front Street
AM Peak Hour (7:45 - 8:45 AM)
06020.03Project Number:
Southbound
Front Street
Northbound
Aspen Street
Eastbound
East/West Street:
NNNNN
Intersection:
Jurisdiction:
Project Description:
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 1.00 1.00 1.00 1.00 0 0.00 0.00 0.00 0.00 0
4:30 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 2
4:45 PM 0 1 0 0 1 0 1 1 0 2 0 0 0 0 0 0 0 0 0 0 3
5:00 PM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
5:15 PM 0 1 0 0 1 0 1 1 0 2 0 0 0 0 0 0 0 0 0 0 3
Grand Total 0 3 0 0 3 0 4 2 0 6 0 0 0 0 0 0 0 0 0 0 9
Medium Truck %0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Heavy Truck %0.0 0.0 0.0 0.0 0.0 0.0 0.0 50.0 0.0 16.7 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Truck %0.0 0.0 0.0 0.0 0.0 0.0 0.0 50.0 0.0 16.7 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total %0.0 33.3 0.0 0.0 33.3 0.0 44.4 22.2 0.0 66.7 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 100.0
PHF 0.75 0.75 0.75 ###########################0.75
RT TH U
0 3 0
U 0
LT 0
RT 0
0 2 4
U LT TH
Front Street
Total Entering
9
3 6
Out In
Front Street
In Out
3 4
As
p
e
n
S
t
r
e
e
t
Ou
t
2
Vehicle Volumes and Adjustments
Front Street Front Street Aspen Street N/A
Southbound Northbound Eastbound Westbound
In 0
North/South Street:Front Street Aspen Street
Date Performed:Thursday, March 29, 2018 City of Bozeman / MDT
Count Time Period:PM Peak Hour (4:30 - 5:30 PM)
Project Number:06020.03 Cottonwood/Ida Mixed Use Project
East/West Street:
Agency/Company:Sanderson Stewart
INTERSECTION TURNING MOVEMENT COUNT SUMMARY
General Information
Counted By:A. Paull Front Street & Aspen Street
NNNNN
Intersection:
Jurisdiction:
Project Description:
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 0.00 0.00 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0 1.00 1.00 1.00 1.00 0
7:45 AM 0 0 0 0 0 0 0 2 0 2 4 0 0 0 4 0 0 0 0 0 6
8:00 AM 0 0 0 0 0 0 0 2 0 2 3 0 0 0 3 0 0 0 0 0 5
8:15 AM 0 0 0 0 0 0 0 0 0 0 1 2 0 0 3 0 0 0 0 0 3
8:30 AM 0 0 0 0 0 0 0 3 0 3 2 0 0 0 2 0 0 0 0 0 5
Grand Total 0 0 0 0 0 0 0 7 0 7 10 2 0 0 12 0 0 0 0 0 19
Medium Truck %0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Heavy Truck %0.0 0.0 0.0 0.0 0.0 0.0 0.0 14.3 0.0 14.3 10.0 0.0 0.0 0.0 8.3 0.0 0.0 0.0 0.0 0.0
Total Truck %0.0 0.0 0.0 0.0 0.0 0.0 0.0 14.3 0.0 14.3 10.0 0.0 0.0 0.0 8.3 0.0 0.0 0.0 0.0 0.0
Total %0.0 0.0 0.0 0.0 0.0 0.0 0.0 36.8 0.0 36.8 52.6 10.5 0.0 0.0 63.2 0.0 0.0 0.0 0.0 0.0 100.0
PHF 0.79 0.79 0.79 ###########################0.79
0
T
H
0
L
T
0
U
U 0
TH 2
RT 10
0 7 0
U LT RT
Westbound
Agency/Company:
A. Paull
Sanderson Stewart
North/South Street:Ida Avenue
AM Peak Hour (7:45 - 8:45 AM)
06020.03Project Number:
Southbound
Ida Avenue
Northbound
Front Street
Eastbound
East/West Street:
INTERSECTION TURNING MOVEMENT COUNT SUMMARY
General Information
Front Street & Ida Avenue Counted By:
Fr
o
n
t
S
t
r
e
e
t
F
r
o
n
t
S
t
r
e
e
t
12
City of Bozeman / MDTThursday, March 29, 2018Date Performed:
Count Time Period:
Cottonwood/Ida Mixed Use Project
N/A Front Street
Front Street
Vehicle Volumes and Adjustments
Ida Avenue
7
InOut
10
In
7 I
n
0
O
u
t
2
Total Entering
19
Ou
t
NNNNN
Intersection:
Jurisdiction:
Project Description:
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 0.00 0.00 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0 1.00 1.00 1.00 1.00 0
4:30 PM 0 0 0 0 0 0 0 6 0 6 2 0 0 1 3 0 2 0 0 2 11
4:45 PM 0 0 0 0 0 0 0 8 0 8 6 1 0 0 7 0 1 0 0 1 16
5:00 PM 0 0 0 0 0 0 0 3 0 3 11 1 0 0 12 0 0 0 0 0 15
5:15 PM 0 0 0 0 0 0 0 0 0 0 5 1 0 0 6 0 1 0 0 1 7
Grand Total 0 0 0 0 0 0 0 17 0 17 24 3 0 1 28 0 4 0 0 4 49
Medium Truck %0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Heavy Truck %0.0 0.0 0.0 0.0 0.0 0.0 0.0 5.9 0.0 5.9 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Truck %0.0 0.0 0.0 0.0 0.0 0.0 0.0 5.9 0.0 5.9 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total %0.0 0.0 0.0 0.0 0.0 0.0 0.0 34.7 0.0 34.7 49.0 6.1 0.0 2.0 57.1 0.0 8.2 0.0 0.0 8.2 100.0
PHF 0.77 0.77 0.77 ###########################0.77
4
T
H
0
L
T
0
U
U 1
TH 3
RT 24
0 17 0
U LT RT
Agency/Company:Sanderson Stewart
INTERSECTION TURNING MOVEMENT COUNT SUMMARY
General Information
Counted By:A. Paull Front Street & Ida Avenue
North/South Street:Ida Avenue Front Street
Date Performed:Thursday, March 29, 2018 City of Bozeman / MDT
Count Time Period:PM Peak Hour (4:30 - 5:30 PM)
Project Number:06020.03 Cottonwood/Ida Mixed Use Project
East/West Street:
Fr
o
n
t
S
t
r
e
e
t
Ou
t
22
Vehicle Volumes and Adjustments
N/A Ida Avenue Front Street Front Street
Southbound Northbound Eastbound Westbound
In 28
3
O
u
t
Ida Avenue
4
I
n
F
r
o
n
t
S
t
r
e
e
t
Total Entering
49
24 17
Out In NNNNN
Intersection:
Jurisdiction:
Project Description:
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 0.00 0.00 0.00 0.00 0 1.00 1.00 1.00 1.00 0
7:45 AM 0 4 0 0 4 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 6
8:00 AM 0 3 0 0 3 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 5
8:15 AM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
8:30 AM 0 2 0 0 2 0 3 0 0 3 0 0 0 0 0 0 0 0 0 0 5
Grand Total 0 10 0 0 10 0 7 0 0 7 0 0 0 0 0 0 0 0 0 0 17
Medium Truck %0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Heavy Truck %0.0 10.0 0.0 0.0 10.0 0.0 14.3 0.0 0.0 14.3 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Truck %0.0 10.0 0.0 0.0 10.0 0.0 14.3 0.0 0.0 14.3 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total %0.0 58.8 0.0 0.0 58.8 0.0 41.2 0.0 0.0 41.2 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 100.0
PHF 0.71 0.71 0.71 ###########################0.71
TH LT U
10 0 0
0
R
T
0
L
T
0
U
0 7 0
U TH RT
I
n
0
O
u
t
0
Total Entering
17
Ida Avenue
7
InOut
10
Ida Avenue
10
In Out
7
A
s
p
e
n
S
t
r
e
e
t
City of Bozeman / MDTThursday, March 29, 2018Date Performed:
Count Time Period:
Cottonwood/Ida Mixed Use Project
Ida Avenue Aspen Street
Aspen Street
Vehicle Volumes and Adjustments
INTERSECTION TURNING MOVEMENT COUNT SUMMARY
General Information
Ida Avenue & Aspen StreetCounted By:
Westbound
Agency/Company:
A. Paull
Sanderson Stewart
North/South Street:Ida Avenue
AM Peak Hour (7:45 - 8:45 AM)
06020.03Project Number:
Southbound
Ida Avenue
Northbound
N/A
Eastbound
East/West Street:
NNNNN
Intersection:
Jurisdiction:
Project Description:
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 0.00 0.00 0.00 0.00 0 1.00 1.00 1.00 1.00 0
4:30 PM 0 2 0 0 2 0 6 0 0 6 0 0 0 0 0 0 0 0 0 0 8
4:45 PM 0 6 0 0 6 0 8 0 0 8 0 0 0 0 0 0 0 1 0 1 15
5:00 PM 0 11 0 0 11 0 3 0 0 3 0 0 0 0 0 0 0 0 0 0 14
5:15 PM 0 5 0 0 5 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 6
Grand Total 0 24 0 0 24 0 17 0 0 17 0 0 0 0 0 0 0 2 0 2 43
Medium Truck %0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Heavy Truck %0.0 0.0 0.0 0.0 0.0 0.0 5.9 0.0 0.0 5.9 0.0 0.0 0.0 0.0 0.0 0.0 0.0 50.0 0.0 50.0
Total Truck %0.0 0.0 0.0 0.0 0.0 0.0 5.9 0.0 0.0 5.9 0.0 0.0 0.0 0.0 0.0 0.0 0.0 50.0 0.0 50.0
Total %0.0 55.8 0.0 0.0 55.8 0.0 39.5 0.0 0.0 39.5 0.0 0.0 0.0 0.0 0.0 0.0 0.0 4.7 0.0 4.7 100.0
PHF 0.72 0.72 0.72 ###########################0.72
TH LT U
24 0 0
0
R
T
2
L
T
0
U
0 17 0
U TH RT
Ida Avenue
2
I
n
A
s
p
e
n
S
t
r
e
e
t
Total Entering
43
26 17
Out In
Ida Avenue
In Out
24 17
Vehicle Volumes and Adjustments
Ida Avenue Ida Avenue N/A Aspen Street
Southbound Northbound Eastbound Westbound
0
O
u
t
North/South Street:Ida Avenue Aspen Street
Date Performed:Thursday, March 29, 2018 City of Bozeman / MDT
Count Time Period:PM Peak Hour (4:30 - 5:30 PM)
Project Number:06020.03 Cottonwood/Ida Mixed Use Project
East/West Street:
Agency/Company:Sanderson Stewart
INTERSECTION TURNING MOVEMENT COUNT SUMMARY
General Information
Counted By:A. Paull Ida Avenue & Aspen Street
NNNNN
Intersection:
Jurisdiction:
Project Description:
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 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0 1.00 1.00 1.00 1.00 0
7:45 AM 48 33 12 0 93 2 58 13 0 73 0 0 0 0 0 10 34 0 0 44 210
8:00 AM 21 38 7 0 66 6 62 12 0 80 0 0 0 0 0 10 47 3 0 60 206
8:15 AM 23 32 12 0 67 3 80 7 0 90 0 0 0 0 0 18 50 2 0 70 227
8:30 AM 20 38 8 0 66 5 60 10 0 75 0 0 0 0 0 18 35 4 0 57 198
Grand Total 112 141 39 0 292 16 260 42 0 318 0 0 0 0 0 56 166 9 0 231 841
Medium Truck %2.7 0.0 0.0 0.0 1.0 0.0 0.4 4.8 0.0 0.9 0.0 0.0 0.0 0.0 0.0 5.4 2.4 0.0 0.0 3.0
Heavy Truck %0.9 2.8 2.6 0.0 2.1 6.3 1.5 2.4 0.0 1.9 0.0 0.0 0.0 0.0 0.0 0.0 1.2 0.0 0.0 0.9
Total Truck %3.6 2.8 2.6 0.0 3.1 6.3 1.9 7.1 0.0 2.8 0.0 0.0 0.0 0.0 0.0 5.4 3.6 0.0 0.0 3.9
Total %13.3 16.8 4.6 0.0 34.7 1.9 30.9 5.0 0.0 37.8 0.0 0.0 0.0 0.0 0.0 6.7 19.7 1.1 0.0 27.5 100.0
PHF 0.93 0.93 0.93 ###########################0.93
RT TH LT U
112 141 39 0
5
6
R
T
1
6
6
T
H
9
L
T
0
U
U 0
LT 0
TH 0
RT 0
0 42 260 16
U LT TH RT
In
32
0
I
n
2
3
1
O
u
t
5
5
Total Entering
841
Ou
t
Rouse Avenue
318
InOut
150
Rouse Avenue
292
In Out
316
Me
n
d
e
n
h
a
l
l
S
t
r
e
e
t
M
e
n
d
e
n
h
a
l
l
S
t
r
e
e
t
0
City of Bozeman / MDTThursday, March 29, 2018Date Performed:
Count Time Period:
Cottonwood/Ida Mixed Use Project
Rouse Avenue Mendenhall Street
Mendenhall Street
Vehicle Volumes and Adjustments
INTERSECTION TURNING MOVEMENT COUNT SUMMARY
General Information
Rouse Avenue & Mendenhall StreetCounted By:
Westbound
Agency/Company:
A. Paull
Sanderson Stewart
North/South Street:Rouse Avenue
AM Peak Hour (7:45 - 8:45 AM)
06020.03Project Number:
Southbound
Rouse Avenue
Northbound
Mendenhall Street
Eastbound
East/West Street:
NNNNN
Intersection:
Jurisdiction:
Project Description:
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 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0 1.00 1.00 1.00 1.00 0
4:30 PM 49 70 9 0 128 0 78 18 0 96 0 0 0 0 0 14 42 2 0 58 282
4:45 PM 30 68 6 0 104 3 80 22 0 105 0 0 0 0 0 14 46 1 0 61 270
5:00 PM 48 82 10 0 140 5 80 23 0 108 0 0 0 0 0 18 63 3 0 84 332
5:15 PM 30 45 13 0 88 1 79 16 0 96 0 0 0 0 0 13 63 1 0 77 261
Grand Total 157 265 38 0 460 9 317 79 0 405 0 0 0 0 0 59 214 7 0 280 1145
Medium Truck %1.3 0.8 0.0 0.0 0.9 0.0 0.6 1.3 0.0 0.7 0.0 0.0 0.0 0.0 0.0 0.0 0.9 0.0 0.0 0.7
Heavy Truck %0.0 0.0 0.0 0.0 0.0 0.0 0.9 1.3 0.0 1.0 0.0 0.0 0.0 0.0 0.0 0.0 0.5 14.3 0.0 0.7
Total Truck %1.3 0.8 0.0 0.0 0.9 0.0 1.6 2.5 0.0 1.7 0.0 0.0 0.0 0.0 0.0 0.0 1.4 14.3 0.0 1.4
Total %13.7 23.1 3.3 0.0 40.2 0.8 27.7 6.9 0.0 35.4 0.0 0.0 0.0 0.0 0.0 5.2 18.7 0.6 0.0 24.5 100.0
PHF 0.86 0.86 0.86 ###########################0.86
RT TH LT U
157 265 38 0
5
9
R
T
2
1
4
T
H
7
L
T
0
U
U 0
LT 0
TH 0
RT 0
0 79 317 9
U LT TH RT
Rouse Avenue
2
8
0
I
n
M
e
n
d
e
n
h
a
l
l
S
t
r
e
e
t
Total Entering
1145
272 405
Out In
Rouse Avenue
In Out
460 376
Me
n
d
e
n
h
a
l
l
S
t
r
e
e
t
Ou
t
45
0
Vehicle Volumes and Adjustments
Rouse Avenue Rouse Avenue Mendenhall Street Mendenhall Street
Southbound Northbound Eastbound Westbound
In 0
4
7
O
u
t
North/South Street:Rouse Avenue Mendenhall Street
Date Performed:Thursday, March 29, 2018 City of Bozeman / MDT
Count Time Period:PM Peak Hour (4:30 - 5:30 PM)
Project Number:06020.03 Cottonwood/Ida Mixed Use Project
East/West Street:
Agency/Company:Sanderson Stewart
INTERSECTION TURNING MOVEMENT COUNT SUMMARY
General Information
Counted By:A. Paull Rouse Avenue & Mendenhall Street
NNNNN
Intersection:
Jurisdiction:
Project Description:
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 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 1.00 1.00 1.00 1.00 0 1.00 1.00 1.00 1.00 0
7:45 AM 27 55 0 0 82 0 51 23 0 74 70 0 50 0 120 0 1 0 0 1 277
8:00 AM 26 56 0 0 82 0 59 27 0 86 43 0 37 0 80 0 0 0 0 0 248
8:15 AM 26 84 0 0 110 0 74 29 0 103 45 0 37 0 82 0 0 0 0 0 295
8:30 AM 26 53 0 0 79 0 91 31 0 122 32 0 41 0 73 0 0 0 0 0 274
Grand Total 105 248 0 0 353 0 275 110 0 385 190 0 165 0 355 0 1 0 0 1 1094
Medium Truck %0.0 1.6 0.0 0.0 1.1 0.0 0.4 1.8 0.0 0.8 0.5 0.0 0.0 0.0 0.3 0.0 0.0 0.0 0.0 0.0
Heavy Truck %1.9 2.4 0.0 0.0 2.3 0.0 2.2 7.3 0.0 3.6 3.2 0.0 1.8 0.0 2.5 0.0 0.0 0.0 0.0 0.0
Total Truck %1.9 4.0 0.0 0.0 3.4 0.0 2.5 9.1 0.0 4.4 3.7 0.0 1.8 0.0 2.8 0.0 0.0 0.0 0.0 0.0
Total %9.6 22.7 0.0 0.0 32.3 0.0 25.1 10.1 0.0 35.2 17.4 0.0 15.1 0.0 32.4 0.0 0.1 0.0 0.0 0.1 100.0
PHF 0.93 0.93 0.93 ###########################0.93
RT TH LT U
105 248 0 0
0
R
T
1
T
H
0
L
T
0
U
U 0
LT
16
5
TH 0
RT
19
0
0 110 275 0
U LT TH RT
Westbound
Agency/Company:
A. Paull
Sanderson Stewart
North/South Street:Rouse Avenue
AM Peak Hour (7:45 - 8:45 AM)
06020.03Project Number:
Southbound
Rouse Avenue
Northbound
Oak Street
Eastbound
East/West Street:
INTERSECTION TURNING MOVEMENT COUNT SUMMARY
General Information
Rouse Avenue & Oak StreetCounted By:
Oa
k
S
t
r
e
e
t
O
a
k
S
t
r
e
e
t
35
5
City of Bozeman / MDTThursday, March 29, 2018Date Performed:
Count Time Period:
Cottonwood/Ida Mixed Use Project
Rouse Avenue Oak Street
Oak Street
Vehicle Volumes and Adjustments
Rouse Avenue
353
In Out
440
Rouse Avenue
385
InOut
438
In
21
6
I
n
1
O
u
t
0
Total Entering
1094
Ou
t
NNNNN
Intersection:
Jurisdiction:
Project Description:
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 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 1.00 1.00 1.00 1.00 0 1.00 1.00 1.00 1.00 0
4:30 PM 50 94 0 0 144 0 64 47 0 111 37 0 27 0 64 0 1 1 0 2 321
4:45 PM 48 71 0 0 119 0 69 62 0 131 36 1 35 0 72 0 0 0 0 0 322
5:00 PM 61 118 0 0 179 0 57 65 0 122 33 2 32 0 67 0 0 0 0 0 368
5:15 PM 47 78 0 0 125 0 67 59 0 126 45 0 37 0 82 0 0 0 0 0 333
Grand Total 206 361 0 0 567 0 257 233 0 490 151 3 131 0 285 0 1 1 0 2 1344
Medium Truck %1.0 0.0 0.0 0.0 0.4 0.0 0.8 0.4 0.0 0.6 0.0 0.0 1.5 0.0 0.7 0.0 0.0 0.0 0.0 0.0
Heavy Truck %0.5 0.6 0.0 0.0 0.5 0.0 1.6 0.0 0.0 0.8 1.3 0.0 2.3 0.0 1.8 0.0 0.0 0.0 0.0 0.0
Total Truck %1.5 0.6 0.0 0.0 0.9 0.0 2.3 0.4 0.0 1.4 1.3 0.0 3.8 0.0 2.5 0.0 0.0 0.0 0.0 0.0
Total %15.3 26.9 0.0 0.0 42.2 0.0 19.1 17.3 0.0 36.5 11.2 0.2 9.7 0.0 21.2 0.0 0.1 0.1 0.0 0.1 100.0
PHF 0.91 0.91 0.91 ###########################0.91
RT TH LT U
206 361 0 0
0
R
T
1
T
H
1
L
T
0
U
U 0
LT
13
1
TH 3
RT
15
1
0 233 257 0
U LT TH RT
Agency/Company:Sanderson Stewart
INTERSECTION TURNING MOVEMENT COUNT SUMMARY
General Information
Counted By:A. Paull Rouse Avenue & Oak Street
North/South Street:Rouse Avenue Oak Street
Date Performed:Thursday, March 29, 2018 City of Bozeman / MDT
Count Time Period:PM Peak Hour (4:30 - 5:30 PM)
Project Number:06020.03 Cottonwood/Ida Mixed Use Project
East/West Street:
Oa
k
S
t
r
e
e
t
Ou
t
44
0
Vehicle Volumes and Adjustments
Rouse Avenue Rouse Avenue Oak Street Oak Street
Southbound Northbound Eastbound Westbound
In 28
5
3
O
u
t
Rouse Avenue
In Out
567 388
Rouse Avenue
2
I
n
O
a
k
S
t
r
e
e
t
Total Entering
1344
513 490
Out In NNNNN
Intersection:
Jurisdiction:
Project Description:
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 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0 0.98 0.98 0.98 0.98 0
7:45 AM 6 89 11 0 106 5 46 13 0 64 23 12 1 0 36 11 6 0 0 17 223
8:00 AM 11 55 15 0 81 3 51 9 0 63 23 9 4 0 36 7 12 1 0 20 200
8:15 AM 21 77 24 0 122 8 78 7 0 93 14 15 4 0 33 10 5 0 0 15 263
8:30 AM 13 53 12 0 78 1 75 2 0 78 19 12 6 0 37 14 2 0 0 16 209
Grand Total 51 274 62 0 387 17 250 31 0 298 79 48 15 0 142 42 25 1 0 68 895
Medium Truck %2.0 0.7 0.0 0.0 0.8 5.9 0.8 0.0 0.0 1.0 2.5 0.0 0.0 0.0 1.4 0.0 0.0 0.0 0.0 0.0
Heavy Truck %0.0 2.9 1.6 0.0 2.3 0.0 3.2 0.0 0.0 2.7 2.5 4.2 0.0 0.0 2.8 2.4 8.0 0.0 0.0 4.4
Total Truck %2.0 3.6 1.6 0.0 3.1 5.9 4.0 0.0 0.0 3.7 5.1 4.2 0.0 0.0 4.2 2.4 8.0 0.0 0.0 4.4
Total %5.7 30.6 6.9 0.0 43.2 1.9 27.9 3.5 0.0 33.3 8.8 5.4 1.7 0.0 15.9 4.7 2.8 0.1 0.0 7.6 100.0
PHF 0.85 0.85 0.85 ###########################0.85
RT TH LT U
51 274 62 0
4
2
R
T
2
5
T
H
1
L
T
0
U
U 0
LT 15
TH 48
RT 79
0 31 250 17
U LT TH RT
In
10
7
I
n
6
8
O
u
t
1
2
7
Total Entering
895
Ou
t
Rouse Avenue
298
InOut
354
Rouse Avenue
387
In Out
307
Pe
a
c
h
S
t
r
e
e
t
P
e
a
c
h
S
t
r
e
e
t
14
2
City of Bozeman / MDTThursday, March 29, 2018Date Performed:
Count Time Period:
Cottonwood/Ida Mixed Use Project
Rouse Avenue Peach Street
Peach Street
Vehicle Volumes and Adjustments
INTERSECTION TURNING MOVEMENT COUNT SUMMARY
General Information
Rouse Avenue & Peach StreetCounted By:
Westbound
Agency/Company:
A. Paull
Sanderson Stewart
North/South Street:Rouse Avenue
AM Peak Hour (7:45 - 8:45 AM)
06020.03Project Number:
Southbound
Rouse Avenue
Northbound
Peach Street
Eastbound
East/West Street:
NNNNN
Intersection:
Jurisdiction:
Project Description:
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 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0 0.98 0.98 0.98 0.98 0
4:30 PM 14 112 12 0 138 3 79 16 0 98 18 15 6 0 39 18 13 1 0 32 307
4:45 PM 10 80 8 0 98 1 77 14 0 92 19 9 8 0 36 27 9 3 0 39 265
5:00 PM 14 122 18 0 154 3 84 29 0 116 22 5 7 0 34 31 14 1 0 46 350
5:15 PM 14 89 10 0 113 3 82 19 0 104 9 13 6 0 28 26 15 0 0 41 286
Grand Total 52 403 48 0 503 10 322 78 0 410 68 42 27 0 137 102 51 5 0 158 1208
Medium Truck %0.0 0.5 0.0 0.0 0.4 0.0 0.0 1.3 0.0 0.2 0.0 0.0 0.0 0.0 0.0 0.0 2.0 20.0 0.0 1.3
Heavy Truck %0.0 0.7 2.1 0.0 0.8 0.0 0.3 0.0 0.0 0.2 0.0 2.4 0.0 0.0 0.7 1.0 0.0 0.0 0.0 0.6
Total Truck %0.0 1.2 2.1 0.0 1.2 0.0 0.3 1.3 0.0 0.5 0.0 2.4 0.0 0.0 0.7 1.0 2.0 20.0 0.0 1.9
Total %4.3 33.4 4.0 0.0 41.6 0.8 26.7 6.5 0.0 33.9 5.6 3.5 2.2 0.0 11.3 8.4 4.2 0.4 0.0 13.1 100.0
PHF 0.86 0.86 0.86 ###########################0.86
RT TH LT U
52 403 48 0
1
0
2
R
T
5
1
T
H
5
L
T
0
U
U 0
LT 27
TH 42
RT 68
0 78 322 10
U LT TH RT
Rouse Avenue
1
5
8
I
n
P
e
a
c
h
S
t
r
e
e
t
Total Entering
1208
476 410
Out In
Rouse Avenue
In Out
503 451
Pe
a
c
h
S
t
r
e
e
t
Ou
t
18
1
Vehicle Volumes and Adjustments
Rouse Avenue Rouse Avenue Peach Street Peach Street
Southbound Northbound Eastbound Westbound
In 13
7
1
0
0
O
u
t
North/South Street:Rouse Avenue Peach Street
Date Performed:Thursday, March 29, 2018 City of Bozeman / MDT
Count Time Period:PM Peak Hour (4:30 - 5:30 PM)
Project Number:06020.03 Cottonwood/Ida Mixed Use Project
East/West Street:
Agency/Company:Sanderson Stewart
INTERSECTION TURNING MOVEMENT COUNT SUMMARY
General Information
Counted By:A. Paull Rouse Avenue & Peach Street
NNNNN
Intersection:
Jurisdiction:
Project Description:
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 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0 0.98 0.98 0.98 0.98 0
7:45 AM 4 99 13 0 116 2 54 5 0 61 1 16 7 0 24 9 6 3 0 18 219
8:00 AM 12 75 12 0 99 1 55 2 0 58 5 10 15 0 30 17 5 2 0 24 211
8:15 AM 12 117 4 0 133 2 87 2 0 91 5 10 8 0 23 7 6 1 0 14 261
8:30 AM 5 70 5 0 80 2 93 3 0 98 7 17 9 0 33 13 6 1 0 20 231
Grand Total 33 361 34 0 428 7 289 12 0 308 18 53 39 0 110 46 23 7 0 76 922
Medium Truck %6.1 0.6 0.0 0.0 0.9 0.0 0.7 0.0 0.0 0.6 11.1 3.8 0.0 0.0 3.6 0.0 4.3 0.0 0.0 1.3
Heavy Truck %0.0 2.5 8.8 0.0 2.8 0.0 1.0 8.3 0.0 1.3 5.6 3.8 7.7 0.0 5.5 4.3 17.4 14.3 0.0 9.2
Total Truck %6.1 3.0 8.8 0.0 3.7 0.0 1.7 8.3 0.0 1.9 16.7 7.5 7.7 0.0 9.1 4.3 21.7 14.3 0.0 10.5
Total %3.6 39.2 3.7 0.0 46.4 0.8 31.3 1.3 0.0 33.4 2.0 5.7 4.2 0.0 11.9 5.0 2.5 0.8 0.0 8.2 100.0
PHF 0.88 0.88 0.88 ###########################0.88
RT TH LT U
33 361 34 0
4
6
R
T
2
3
T
H
7
L
T
0
U
U 0
LT 39
TH 53
RT 18
0 12 289 7
U LT TH RT
Westbound
Agency/Company:
A. Paull
Sanderson Stewart
North/South Street:Rouse Avenue
AM Peak Hour (7:45 - 8:45 AM)
06020.03Project Number:
Southbound
Rouse Avenue
Northbound
Tamarack Street
Eastbound
East/West Street:
INTERSECTION TURNING MOVEMENT COUNT SUMMARY
General Information
Rouse Avenue & Tamarack SteetCounted By:
Ta
m
a
r
a
c
k
S
t
r
e
e
t
T
a
m
a
r
a
c
k
S
t
r
e
e
t
11
0
City of Bozeman / MDTThursday, March 29, 2018Date Performed:
Count Time Period:
Cottonwood/Ida Mixed Use Project
Rouse Avenue Tamarack Street
Tamarack Street
Vehicle Volumes and Adjustments
Rouse Avenue
428
In Out
374
Rouse Avenue
308
InOut
386
In
68
I
n
7
6
O
u
t
9
4
Total Entering
922
Ou
t
NNNNN
Intersection:
Jurisdiction:
Project Description:
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 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0 0.98 0.98 0.98 0.98 0
4:30 PM 5 124 3 0 132 3 85 6 0 94 13 6 16 0 35 9 12 4 0 25 286
4:45 PM 10 87 6 0 103 2 108 5 0 115 8 12 7 0 27 13 17 1 0 31 276
5:00 PM 9 138 8 0 155 4 96 8 0 108 11 12 11 0 34 11 14 5 0 30 327
5:15 PM 6 102 8 0 116 4 103 6 0 113 10 10 11 0 31 9 15 1 0 25 285
Grand Total 30 451 25 0 506 13 392 25 0 430 42 40 45 0 127 42 58 11 0 111 1174
Medium Truck %0.0 0.0 0.0 0.0 0.0 0.0 0.5 0.0 0.0 0.5 4.8 0.0 0.0 0.0 1.6 0.0 0.0 0.0 0.0 0.0
Heavy Truck %3.3 0.7 0.0 0.0 0.8 0.0 0.8 0.0 0.0 0.7 4.8 0.0 2.2 0.0 2.4 4.8 5.2 0.0 0.0 4.5
Total Truck %3.3 0.7 0.0 0.0 0.8 0.0 1.3 0.0 0.0 1.2 9.5 0.0 2.2 0.0 3.9 4.8 5.2 0.0 0.0 4.5
Total %2.6 38.4 2.1 0.0 43.1 1.1 33.4 2.1 0.0 36.6 3.6 3.4 3.8 0.0 10.8 3.6 4.9 0.9 0.0 9.5 100.0
PHF 0.90 0.90 0.90 ###########################0.90
RT TH LT U
30 451 25 0
4
2
R
T
5
8
T
H
1
1
L
T
0
U
U 0
LT 45
TH 40
RT 42
0 25 392 13
U LT TH RT
Agency/Company:Sanderson Stewart
INTERSECTION TURNING MOVEMENT COUNT SUMMARY
General Information
Counted By:A. Paull Rouse Avenue & Tamarack Steet
North/South Street:Rouse Avenue Tamarack Street
Date Performed:Thursday, March 29, 2018 City of Bozeman / MDT
Count Time Period:PM Peak Hour (4:30 - 5:30 PM)
Project Number:06020.03 Cottonwood/Ida Mixed Use Project
East/West Street:
Ta
m
a
r
a
c
k
S
t
r
e
e
t
Ou
t
11
3
Vehicle Volumes and Adjustments
Rouse Avenue Rouse Avenue Tamarack Street Tamarack Street
Southbound Northbound Eastbound Westbound
In 12
7
7
8
O
u
t
Rouse Avenue
In Out
506 479
Rouse Avenue
1
1
1
I
n
T
a
m
a
r
a
c
k
S
t
r
e
e
t
Total Entering
1174
504 430
Out In NNNNN
A
P
P
E
N
D
I
X
B
CAPACITY CALCULATIONS -
EXISTING CONDITIONS (201 8)
HCM 6th Signalized Intersection Summary
1: Rouse Ave & Mendenhall St 05/08/2018
Existing (2018) AM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 0 0 0 9 166 56 42 260 16 39 141 112
Future Volume (veh/h) 0 0 0 9 166 56 42 260 16 39 141 112
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 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
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1900 1841 1900 1796 1870 1870 1856 1856 1856
Adj Flow Rate, veh/h 10 178 60 45 280 17 42 152 120
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 0 4 0 7 2 2 3 3 3
Cap, veh/h 14 251 85 693 1037 63 696 570 450
Arrive On Green 0.20 0.20 0.20 0.59 0.59 0.59 0.59 0.59 0.59
Sat Flow, veh/h 71 1261 425 1061 1744 106 1070 959 757
Grp Volume(v), veh/h 248 0 0 45 0 297 42 0 272
Grp Sat Flow(s),veh/h/ln 1757 0 0 1061 0 1850 1070 0 1715
Q Serve(g_s), s 6.6 0.0 0.0 1.1 0.0 3.9 1.0 0.0 3.9
Cycle Q Clear(g_c), s 6.6 0.0 0.0 4.9 0.0 3.9 4.9 0.0 3.9
Prop In Lane 0.04 0.24 1.00 0.06 1.00 0.44
Lane Grp Cap(c), veh/h 350 0 0 693 0 1100 696 0 1020
V/C Ratio(X)0.71 0.00 0.00 0.06 0.00 0.27 0.06 0.00 0.27
Avail Cap(c_a), veh/h 1219 0 0 693 0 1100 696 0 1020
HCM Platoon Ratio 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 0.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 18.8 0.0 0.0 6.1 0.0 4.9 6.1 0.0 4.9
Incr Delay (d2), s/veh 2.7 0.0 0.0 0.2 0.0 0.6 0.2 0.0 0.6
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.7 0.0 0.0 0.2 0.0 1.2 0.2 0.0 1.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 21.5 0.0 0.0 6.3 0.0 5.5 6.3 0.0 5.6
LnGrp LOS C A A A A A A A A
Approach Vol, veh/h 248 342 314
Approach Delay, s/veh 21.5 5.6 5.7
Approach LOS C A A
Timer - Assigned Phs 2 6 8
Phs Duration (G+Y+Rc), s 35.2 35.2 15.2
Change Period (Y+Rc), s * 5.2 * 5.2 5.2
Max Green Setting (Gmax), s * 30 * 30 35.0
Max Q Clear Time (g_c+I1), s 6.9 6.9 8.6
Green Ext Time (p_c), s 2.1 1.9 1.6
Intersection Summary
HCM 6th Ctrl Delay 10.0
HCM 6th LOS A
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
HCM 6th Signalized Intersection Summary
8: Rouse Ave/Rouse Avenue & Tamarack St 05/08/2018
Existing (2018) AM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 39 53 18 7 23 46 12 289 7 34 361 33
Future Volume (veh/h) 39 53 18 7 23 46 12 289 7 34 361 33
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 0.99 0.99 0.99 0.99 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
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1781 1781 1781 1574 1574 1574 1870 1870 1870 1856 1856 1856
Adj Flow Rate, veh/h 44 60 20 8 26 52 14 328 8 39 410 38
Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Percent Heavy Veh, % 8 8 8 22 22 22 2 2 2 3 3 3
Cap, veh/h 143 111 32 80 59 103 86 1299 31 125 1142 101
Arrive On Green 0.12 0.12 0.12 0.12 0.12 0.12 0.73 0.73 0.73 0.73 0.73 0.73
Sat Flow, veh/h 443 911 260 65 488 846 24 1774 42 74 1560 138
Grp Volume(v), veh/h 124 0 0 86 0 0 350 0 0 487 0 0
Grp Sat Flow(s),veh/h/ln 1614 0 0 1399 0 0 1839 0 0 1772 0 0
Q Serve(g_s), s 0.7 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 3.8 0.0 0.0 3.1 0.0 0.0 3.4 0.0 0.0 5.3 0.0 0.0
Prop In Lane 0.35 0.16 0.09 0.60 0.04 0.02 0.08 0.08
Lane Grp Cap(c), veh/h 285 0 0 242 0 0 1415 0 0 1369 0 0
V/C Ratio(X) 0.43 0.00 0.00 0.36 0.00 0.00 0.25 0.00 0.00 0.36 0.00 0.00
Avail Cap(c_a), veh/h 1205 0 0 1072 0 0 1415 0 0 1369 0 0
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 0.00 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 22.7 0.0 0.0 22.5 0.0 0.0 2.4 0.0 0.0 2.7 0.0 0.0
Incr Delay (d2), s/veh 1.0 0.0 0.0 0.9 0.0 0.0 0.4 0.0 0.0 0.7 0.0 0.0
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/ln 1.5 0.0 0.0 1.0 0.0 0.0 0.8 0.0 0.0 1.2 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 23.8 0.0 0.0 23.3 0.0 0.0 2.8 0.0 0.0 3.4 0.0 0.0
LnGrp LOS C A A C A A A A A A A A
Approach Vol, veh/h 124 86 350 487
Approach Delay, s/veh 23.8 23.3 2.8 3.4
Approach LOS C C A A
Timer - Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 44.0 10.6 44.0 10.6
Change Period (Y+Rc), s 4.0 4.0 4.0 4.0
Max Green Setting (Gmax), s 40.0 40.0 40.0 40.0
Max Q Clear Time (g_c+I1), s 5.4 5.8 7.3 5.1
Green Ext Time (p_c), s 2.5 0.8 3.8 0.5
Intersection Summary
HCM 6th Ctrl Delay 7.3
HCM 6th LOS A
HCM 6th Signalized Intersection Summary
11: Rouse Avenue & Oak Street/Birch Street 05/08/2018
Existing (2018) AM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 165 0 190 0 1 0 110 275 0 0 248 105
Future Volume (veh/h) 165 0 190 0 1 0 110 275 0 0 248 105
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
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1900 1900 1841 1900 1900 1900 1767 1856 1856 1900 1841 1870
Adj Flow Rate, veh/h 177 0 204 0 1 0 118 296 0 0 267 113
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 0 0 4 0 0 0 9 3 3 0 4 2
Cap, veh/h 341 0 360 0 319 0 660 1266 0 100 1023 880
Arrive On Green 0.17 0.00 0.17 0.00 0.17 0.00 0.06 0.68 0.00 0.00 0.56 0.56
Sat Flow, veh/h 1435 0 1560 0 1900 0 1682 1856 0 1100 1841 1584
Grp Volume(v), veh/h 177 0 204 0 1 0 118 296 0 0 267 113
Grp Sat Flow(s),veh/h/ln 1435 0 1560 0 1900 0 1682 1856 0 1100 1841 1584
Q Serve(g_s), s 8.4 0.0 8.3 0.0 0.0 0.0 1.9 4.3 0.0 0.0 5.4 2.5
Cycle Q Clear(g_c), s 8.4 0.0 8.3 0.0 0.0 0.0 1.9 4.3 0.0 0.0 5.4 2.5
Prop In Lane 1.00 1.00 0.00 0.00 1.00 0.00 1.00 1.00
Lane Grp Cap(c), veh/h 341 0 360 0 319 0 660 1266 0 100 1023 880
V/C Ratio(X) 0.52 0.00 0.57 0.00 0.00 0.00 0.18 0.23 0.00 0.00 0.26 0.13
Avail Cap(c_a), veh/h 799 0 856 0 924 0 1139 1266 0 100 1023 880
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 0.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 1.00
Uniform Delay (d), s/veh 28.5 0.0 24.5 0.0 25.0 0.0 5.3 4.3 0.0 0.0 8.3 7.7
Incr Delay (d2), s/veh 1.2 0.0 1.4 0.0 0.0 0.0 0.1 0.4 0.0 0.0 0.6 0.3
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/ln 2.8 0.0 3.1 0.0 0.0 0.0 0.6 1.5 0.0 0.0 2.1 0.8
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 29.7 0.0 25.9 0.0 25.0 0.0 5.4 4.8 0.0 0.0 8.9 8.0
LnGrp LOS C A C A C A A A A A A A
Approach Vol, veh/h 381 1 414 380
Approach Delay, s/veh 27.7 25.0 4.9 8.6
Approach LOS C C A A
Timer - Assigned Phs 2 4 5 6 8
Phs Duration (G+Y+Rc), s 54.5 17.5 9.1 45.4 17.5
Change Period (Y+Rc), s 5.4 5.4 * 4.6 5.4 5.4
Max Green Setting (Gmax), s 40.0 35.0 * 25 40.0 35.0
Max Q Clear Time (g_c+I1), s 6.3 10.4 3.9 7.4 2.0
Green Ext Time (p_c), s 2.0 1.6 0.3 2.2 0.0
Intersection Summary
HCM 6th Ctrl Delay 13.5
HCM 6th LOS B
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
HCM 6th Signalized Intersection Summary
15: Private Access/Broadway St & Main St 05/08/2018
Existing (2018) AM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 47 475 1 0 581 94 1 0 0 100 0 22
Future Volume (veh/h) 47 475 1 0 581 94 1 0 0 100 0 22
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 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
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1885 1885 1885 1900 1900 1900 1900 1900 1900 1900 1900 1900
Adj Flow Rate, veh/h 50 505 1 0 618 100 1 0 0 106 0 23
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 1 1 1 0 0 0 0 0 0 0 0 0
Cap, veh/h 122 1133 2 0 1163 188 760 0 0 630 10 118
Arrive On Green 0.37 0.37 0.37 0.00 0.37 0.37 0.45 0.00 0.00 0.45 0.00 0.45
Sat Flow, veh/h 157 3026 6 0 3202 502 1452 0 0 1185 22 262
Grp Volume(v), veh/h 273 0 283 0 359 359 1 0 0 129 0 0
Grp Sat Flow(s),veh/h/ln 1475 0 1714 0 1805 1803 1452 0 0 1468 0 0
Q Serve(g_s), s 0.5 0.0 8.3 0.0 10.4 10.4 0.0 0.0 0.0 3.0 0.0 0.0
Cycle Q Clear(g_c), s 10.9 0.0 8.3 0.0 10.4 10.4 0.0 0.0 0.0 3.4 0.0 0.0
Prop In Lane 0.18 0.00 0.00 0.28 1.00 0.00 0.82 0.18
Lane Grp Cap(c), veh/h 616 0 642 0 676 675 760 0 0 758 0 0
V/C Ratio(X) 0.44 0.00 0.44 0.00 0.53 0.53 0.00 0.00 0.00 0.17 0.00 0.00
Avail Cap(c_a), veh/h 835 0 898 0 946 945 760 0 0 758 0 0
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 0.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 15.3 0.0 15.7 0.0 16.3 16.3 10.2 0.0 0.0 11.1 0.0 0.0
Incr Delay (d2), s/veh 0.5 0.0 0.5 0.0 0.6 0.7 0.0 0.0 0.0 0.5 0.0 0.0
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/ln 2.9 0.0 3.1 0.0 4.1 4.1 0.0 0.0 0.0 1.2 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 15.8 0.0 16.1 0.0 17.0 17.0 10.2 0.0 0.0 11.5 0.0 0.0
LnGrp LOS B A B A B B B A A B A A
Approach Vol, veh/h 556 718 1 129
Approach Delay, s/veh 16.0 17.0 10.2 11.5
Approach LOS B B B B
Timer - Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 35.9 30.9 35.9 30.9
Change Period (Y+Rc), s 5.9 5.9 5.9 5.9
Max Green Setting (Gmax), s 30.0 35.0 30.0 35.0
Max Q Clear Time (g_c+I1), s 2.0 12.9 5.4 12.4
Green Ext Time (p_c), s 0.0 3.8 0.7 4.9
Intersection Summary
HCM 6th Ctrl Delay 16.1
HCM 6th LOS B
Queues
1: Rouse Ave & Mendenhall St 05/08/2018
Existing (2018) AM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 1
Lane Group WBT NBL NBT SBL SBT
Lane Group Flow (vph) 248 45 297 42 272
v/c Ratio 0.61 0.07 0.28 0.07 0.27
Control Delay 22.7 6.4 7.0 6.4 5.7
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 22.7 6.4 7.0 6.4 5.7
Queue Length 50th (ft) 60 5 39 5 27
Queue Length 95th (ft) 117 20 92 19 71
Internal Link Dist (ft) 419 417 1833
Turn Bay Length (ft) 50 50
Base Capacity (vph) 1146 610 1078 621 1019
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.22 0.07 0.28 0.07 0.27
Intersection Summary
Queues
8: Rouse Ave/Rouse Avenue & Tamarack St 05/08/2018
Existing (2018) AM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 2
Lane Group EBT WBT NBT SBT
Lane Group Flow (vph) 124 86 350 487
v/c Ratio 0.48 0.30 0.26 0.37
Control Delay 26.1 13.5 4.1 4.8
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 26.1 13.5 4.1 4.8
Queue Length 50th (ft) 35 10 34 53
Queue Length 95th (ft) 74 40 76 116
Internal Link Dist (ft) 555 547 989 992
Turn Bay Length (ft)
Base Capacity (vph) 1020 1052 1367 1304
Starvation Cap Reductn 0 0 0 0
Spillback Cap Reductn 0 0 0 0
Storage Cap Reductn 0 0 0 0
Reduced v/c Ratio 0.12 0.08 0.26 0.37
Intersection Summary
Queues
11: Rouse Avenue & Oak Street/Birch Street 05/08/2018
Existing (2018) AM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 3
Lane Group EBT EBR WBT NBL NBT SBT SBR
Lane Group Flow (vph) 177 204 1 118 296 267 113
v/c Ratio 0.66 0.29 0.00 0.17 0.24 0.29 0.14
Control Delay 42.7 3.6 26.0 5.7 6.2 13.9 5.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 42.7 3.6 26.0 5.7 6.2 13.9 5.3
Queue Length 50th (ft) 82 0 0 17 49 72 7
Queue Length 95th (ft) 153 38 4 43 104 152 39
Internal Link Dist (ft) 553 170 992 418
Turn Bay Length (ft) 200 215 80
Base Capacity (vph) 623 977 840 853 1622 923 824
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.28 0.21 0.00 0.14 0.18 0.29 0.14
Intersection Summary
Queues
15: Private Access/Broadway St & Main St 05/08/2018
Existing (2018) AM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 4
Lane Group EBT WBT NBT SBT
Lane Group Flow (vph) 556 718 1 129
v/c Ratio 0.50 0.54 0.00 0.20
Control Delay 17.9 17.3 11.0 8.9
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 17.9 17.3 11.0 8.9
Queue Length 50th (ft) 89 112 0 20
Queue Length 95th (ft) 132 160 3 51
Internal Link Dist (ft) 300 185 172 257
Turn Bay Length (ft)
Base Capacity (vph) 1545 1847 569 659
Starvation Cap Reductn 0 0 0 0
Spillback Cap Reductn 0 0 0 0
Storage Cap Reductn 0 0 0 0
Reduced v/c Ratio 0.36 0.39 0.00 0.20
Intersection Summary
HCM 6th Signalized Intersection Summary
1: Rouse Ave & Mendenhall St 05/08/2018
Existing (2018) PM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 0 0 0 7 214 59 79 317 9 38 265 157
Future Volume (veh/h) 0 0 0 7 214 59 79 317 9 38 265 157
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.96 1.00 0.98 0.99 0.99
Parking Bus, Adj 1.00 0.90 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1900 1885 1900 1856 1870 1870 1900 1885 1885
Adj Flow Rate, veh/h 8 249 69 92 369 10 44 308 183
Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86
Percent Heavy Veh, % 0 1 0 3 2 2 0 1 1
Cap, veh/h 10 308 85 501 1079 29 607 657 391
Arrive On Green 0.25 0.25 0.25 0.60 0.60 0.60 0.60 0.60 0.60
Sat Flow, veh/h 40 1234 342 897 1811 49 1014 1104 656
Grp Volume(v), veh/h 326 0 0 92 0 379 44 0 491
Grp Sat Flow(s),veh/h/ln 1616 0 0 897 0 1861 1014 0 1759
Q Serve(g_s), s 12.7 0.0 0.0 4.3 0.0 6.9 1.5 0.0 10.5
Cycle Q Clear(g_c), s 12.7 0.0 0.0 14.8 0.0 6.9 8.5 0.0 10.5
Prop In Lane 0.02 0.21 1.00 0.03 1.00 0.37
Lane Grp Cap(c), veh/h 403 0 0 501 0 1108 607 0 1048
V/C Ratio(X)0.81 0.00 0.00 0.18 0.00 0.34 0.07 0.00 0.47
Avail Cap(c_a), veh/h 843 0 0 501 0 1108 607 0 1048
HCM Platoon Ratio 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 0.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 23.7 0.0 0.0 11.8 0.0 6.9 9.0 0.0 7.6
Incr Delay (d2), s/veh 3.9 0.0 0.0 0.8 0.0 0.8 0.2 0.0 1.5
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 5.1 0.0 0.0 0.9 0.0 2.6 0.4 0.0 3.8
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 27.6 0.0 0.0 12.6 0.0 7.7 9.3 0.0 9.1
LnGrp LOS C A A B A A A A A
Approach Vol, veh/h 326 471 535
Approach Delay, s/veh 27.6 8.7 9.1
Approach LOS C A A
Timer - Assigned Phs 2 6 8
Phs Duration (G+Y+Rc), s 45.2 45.2 21.9
Change Period (Y+Rc), s * 5.2 * 5.2 5.2
Max Green Setting (Gmax), s * 40 * 40 35.0
Max Q Clear Time (g_c+I1), s 16.8 12.5 14.7
Green Ext Time (p_c), s 3.1 4.0 2.0
Intersection Summary
HCM 6th Ctrl Delay 13.5
HCM 6th LOS B
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
HCM 6th Signalized Intersection Summary
8: Rouse Ave/Rouse Avenue & Tamarack St 05/08/2018
Existing (2018) PM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 45 40 42 11 58 42 25 392 13 25 451 30
Future Volume (veh/h) 45 40 42 11 58 42 25 392 13 25 451 30
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
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1900 1900 1900 1826 1826 1826 1885 1885 1885 1885 1885 1885
Adj Flow Rate, veh/h 50 44 47 12 64 47 28 436 14 28 501 33
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 0 0 0 5 5 5 1 1 1 1 1 1
Cap, veh/h 149 83 72 83 121 82 103 1255 39 98 1223 78
Arrive On Green 0.13 0.13 0.13 0.13 0.13 0.13 0.73 0.73 0.73 0.73 0.73 0.73
Sat Flow, veh/h 479 656 568 89 957 647 46 1723 53 40 1680 107
Grp Volume(v), veh/h 141 0 0 123 0 0 478 0 0 562 0 0
Grp Sat Flow(s),veh/h/ln 1703 0 0 1692 0 0 1823 0 0 1827 0 0
Q Serve(g_s), s 0.4 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 4.0 0.0 0.0 3.7 0.0 0.0 5.1 0.0 0.0 6.4 0.0 0.0
Prop In Lane 0.35 0.33 0.10 0.38 0.06 0.03 0.05 0.06
Lane Grp Cap(c), veh/h 304 0 0 286 0 0 1396 0 0 1398 0 0
V/C Ratio(X) 0.46 0.00 0.00 0.43 0.00 0.00 0.34 0.00 0.00 0.40 0.00 0.00
Avail Cap(c_a), veh/h 1237 0 0 1273 0 0 1396 0 0 1398 0 0
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 0.00 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 22.7 0.0 0.0 22.6 0.0 0.0 2.7 0.0 0.0 2.9 0.0 0.0
Incr Delay (d2), s/veh 1.1 0.0 0.0 1.0 0.0 0.0 0.7 0.0 0.0 0.9 0.0 0.0
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/ln 1.7 0.0 0.0 1.5 0.0 0.0 1.2 0.0 0.0 1.5 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 23.8 0.0 0.0 23.6 0.0 0.0 3.4 0.0 0.0 3.8 0.0 0.0
LnGrp LOS C A A C A A A A A A A A
Approach Vol, veh/h 141 123 478 562
Approach Delay, s/veh 23.8 23.6 3.4 3.8
Approach LOS C C A A
Timer - Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 44.0 11.0 44.0 11.0
Change Period (Y+Rc), s 4.0 4.0 4.0 4.0
Max Green Setting (Gmax), s 40.0 40.0 40.0 40.0
Max Q Clear Time (g_c+I1), s 7.1 6.0 8.4 5.7
Green Ext Time (p_c), s 3.7 0.9 4.5 0.8
Intersection Summary
HCM 6th Ctrl Delay 7.7
HCM 6th LOS A
HCM 6th Signalized Intersection Summary
11: Rouse Avenue & Oak Street/Birch Street 05/08/2018
Existing (2018) PM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 131 3 151 1 1 0 233 257 0 0 361 206
Future Volume (veh/h) 131 3 151 1 1 0 233 257 0 0 361 206
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 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
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1900 1900 1885 1900 1900 1900 1900 1870 1870 1900 1885 1870
Adj Flow Rate, veh/h 144 3 166 1 1 0 256 282 0 0 397 226
Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91
Percent Heavy Veh, % 0 0 1 0 0 0 0 2 2 0 1 2
Cap, veh/h 303 4 421 110 88 0 594 1281 0 96 1001 841
Arrive On Green 0.17 0.17 0.17 0.17 0.17 0.00 0.09 0.68 0.00 0.00 0.53 0.53
Sat Flow, veh/h 1212 25 1588 220 511 0 1810 1870 0 1115 1885 1584
Grp Volume(v), veh/h 147 0 166 2 0 0 256 282 0 0 397 226
Grp Sat Flow(s),veh/h/ln 1237 0 1588 731 0 0 1810 1870 0 1115 1885 1584
Q Serve(g_s), s 0.0 0.0 6.5 0.0 0.0 0.0 4.3 4.2 0.0 0.0 9.4 5.9
Cycle Q Clear(g_c), s 9.1 0.0 6.5 9.1 0.0 0.0 4.3 4.2 0.0 0.0 9.4 5.9
Prop In Lane 0.98 1.00 0.50 0.00 1.00 0.00 1.00 1.00
Lane Grp Cap(c), veh/h 307 0 421 197 0 0 594 1281 0 96 1001 841
V/C Ratio(X) 0.48 0.00 0.39 0.01 0.00 0.00 0.43 0.22 0.00 0.00 0.40 0.27
Avail Cap(c_a), veh/h 729 0 886 635 0 0 1026 1281 0 96 1001 841
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 0.00 0.00 1.00 1.00 0.00 0.00 1.00 1.00
Uniform Delay (d), s/veh 29.6 0.0 22.7 26.2 0.0 0.0 6.6 4.4 0.0 0.0 10.5 9.7
Incr Delay (d2), s/veh 1.2 0.0 0.6 0.0 0.0 0.0 0.5 0.4 0.0 0.0 1.2 0.8
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/ln 2.5 0.0 2.4 0.0 0.0 0.0 1.5 1.4 0.0 0.0 3.9 2.1
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 30.8 0.0 23.3 26.2 0.0 0.0 7.1 4.8 0.0 0.0 11.7 10.5
LnGrp LOS C A C C A A A A A A B B
Approach Vol, veh/h 313 2 538 623
Approach Delay, s/veh 26.8 26.2 5.9 11.2
Approach LOS C C A B
Timer - Assigned Phs 2 4 5 6 8
Phs Duration (G+Y+Rc), s 57.0 18.3 11.6 45.4 18.3
Change Period (Y+Rc), s 5.4 5.4 * 4.6 5.4 5.4
Max Green Setting (Gmax), s 40.0 35.0 * 25 40.0 35.0
Max Q Clear Time (g_c+I1), s 6.2 11.1 6.3 11.4 11.1
Green Ext Time (p_c), s 1.9 1.3 0.7 3.6 0.0
Intersection Summary
HCM 6th Ctrl Delay 12.6
HCM 6th LOS B
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
HCM 6th Signalized Intersection Summary
15: Private Access/Broadway St & Main St 05/08/2018
Existing (2018) PM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 94 647 2 0 621 115 1 0 0 140 0 48
Future Volume (veh/h) 94 647 2 0 621 115 1 0 0 140 0 48
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.96 1.00 0.96 1.00 1.00 0.99 0.99
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
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1885 1885 1885 1885 1885 1885 1900 1900 1900 1900 1900 1900
Adj Flow Rate, veh/h 104 719 2 0 690 128 1 0 0 156 0 53
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 1 1 1 1 1 1 0 0 0 0 0 0
Cap, veh/h 147 1070 3 0 1281 237 684 0 0 535 11 160
Arrive On Green 0.43 0.43 0.43 0.00 0.43 0.43 0.43 0.00 0.00 0.43 0.00 0.43
Sat Flow, veh/h 212 2501 7 0 3090 555 1393 0 0 1072 26 373
Grp Volume(v), veh/h 367 0 458 0 412 406 1 0 0 209 0 0
Grp Sat Flow(s),veh/h/ln 1006 0 1714 0 1791 1760 1394 0 0 1471 0 0
Q Serve(g_s), s 15.0 0.0 17.1 0.0 14.0 14.0 0.0 0.0 0.0 6.9 0.0 0.0
Cycle Q Clear(g_c), s 29.1 0.0 17.1 0.0 14.0 14.0 0.0 0.0 0.0 7.6 0.0 0.0
Prop In Lane 0.28 0.00 0.00 0.32 1.00 0.00 0.75 0.25
Lane Grp Cap(c), veh/h 487 0 733 0 766 753 684 0 0 706 0 0
V/C Ratio(X) 0.75 0.00 0.62 0.00 0.54 0.54 0.00 0.00 0.00 0.30 0.00 0.00
Avail Cap(c_a), veh/h 563 0 838 0 876 861 684 0 0 706 0 0
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 0.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 22.4 0.0 18.3 0.0 17.4 17.4 13.4 0.0 0.0 15.5 0.0 0.0
Incr Delay (d2), s/veh 4.9 0.0 1.2 0.0 0.6 0.6 0.0 0.0 0.0 1.1 0.0 0.0
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/ln 7.0 0.0 6.7 0.0 5.7 5.6 0.0 0.0 0.0 2.7 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 27.3 0.0 19.5 0.0 18.0 18.0 13.4 0.0 0.0 16.6 0.0 0.0
LnGrp LOS C A B A B B B A A B A A
Approach Vol, veh/h 825 818 1 209
Approach Delay, s/veh 22.9 18.0 13.4 16.6
Approach LOS C B B B
Timer - Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 40.9 40.9 40.9 40.9
Change Period (Y+Rc), s 5.9 5.9 5.9 5.9
Max Green Setting (Gmax), s 35.0 40.0 35.0 40.0
Max Q Clear Time (g_c+I1), s 2.0 31.1 9.6 16.0
Green Ext Time (p_c), s 0.0 3.9 1.3 5.9
Intersection Summary
HCM 6th Ctrl Delay 20.0
HCM 6th LOS C
Queues
1: Rouse Ave & Mendenhall St 05/08/2018
Existing (2018) PM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 1
Lane Group WBT NBL NBT SBL SBT
Lane Group Flow (vph) 326 92 379 44 491
v/c Ratio 0.71 0.20 0.34 0.08 0.46
Control Delay 30.5 9.2 8.9 7.8 9.5
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 30.5 9.2 8.9 7.8 9.5
Queue Length 50th (ft) 115 15 69 7 87
Queue Length 95th (ft) 181 45 145 23 187
Internal Link Dist (ft) 419 417 1833
Turn Bay Length (ft) 50 50
Base Capacity (vph) 945 461 1105 564 1060
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.34 0.20 0.34 0.08 0.46
Intersection Summary
Queues
8: Rouse Ave/Rouse Avenue & Tamarack St 05/08/2018
Existing (2018) PM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 2
Lane Group EBT WBT NBT SBT
Lane Group Flow (vph) 141 123 478 562
v/c Ratio 0.54 0.41 0.35 0.41
Control Delay 24.2 18.5 4.6 5.1
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 24.2 18.5 4.6 5.1
Queue Length 50th (ft) 32 24 50 63
Queue Length 95th (ft) 78 63 115 143
Internal Link Dist (ft) 555 547 989 992
Turn Bay Length (ft)
Base Capacity (vph) 1005 1150 1353 1356
Starvation Cap Reductn 0 0 0 0
Spillback Cap Reductn 0 0 0 0
Storage Cap Reductn 0 0 0 0
Reduced v/c Ratio 0.14 0.11 0.35 0.41
Intersection Summary
Queues
11: Rouse Avenue & Oak Street/Birch Street 05/08/2018
Existing (2018) PM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 3
Lane Group EBT EBR WBT NBL NBT SBT SBR
Lane Group Flow (vph) 147 166 2 256 282 397 226
v/c Ratio 0.64 0.26 0.01 0.37 0.22 0.43 0.28
Control Delay 46.1 3.5 29.0 6.3 5.5 17.7 8.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 46.1 3.5 29.0 6.3 5.5 17.7 8.7
Queue Length 50th (ft) 71 0 1 38 44 126 30
Queue Length 95th (ft) 142 33 7 84 94 263 95
Internal Link Dist (ft) 553 170 992 418
Turn Bay Length (ft) 200 215 80
Base Capacity (vph) 567 853 720 850 1573 913 810
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.26 0.19 0.00 0.30 0.18 0.43 0.28
Intersection Summary
Queues
15: Private Access/Broadway St & Main St 05/08/2018
Existing (2018) PM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 4
Lane Group EBT WBT NBT SBT
Lane Group Flow (vph) 825 818 1 209
v/c Ratio 0.85 0.56 0.00 0.33
Control Delay 31.0 18.5 15.0 15.4
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 31.0 18.5 15.0 15.4
Queue Length 50th (ft) 191 152 0 56
Queue Length 95th (ft) 270 205 4 119
Internal Link Dist (ft) 300 185 172 257
Turn Bay Length (ft)
Base Capacity (vph) 1149 1733 526 629
Starvation Cap Reductn 0 0 0 0
Spillback Cap Reductn 0 0 0 0
Storage Cap Reductn 0 0 0 0
Reduced v/c Ratio 0.72 0.47 0.00 0.33
Intersection Summary
HCM 6th TWSC
2: Rouse Ave & Peach St 05/08/2018
Existing (2018) AM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 1
Intersection
Int Delay, s/veh 5.6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 15 48 79 1 25 42 31 250 17 62 274 51
Future Vol, veh/h 15 48 79 1 25 42 31 250 17 62 274 51
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85
Heavy Vehicles, % 0 4 5 0 8 2 0 4 6 2 4 2
Mvmt Flow 18 56 93 1 29 49 36 294 20 73 322 60
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 913 884 352 949 904 304 382 0 0 314 0 0
Stage 1 498 498 - 376 376 - - - - - - -
Stage 2 415 386 - 573 528 - - - - - - -
Critical Hdwy 7.1 6.54 6.25 7.1 6.58 6.22 4.1 - - 4.12 - -
Critical Hdwy Stg 1 6.1 5.54 - 6.1 5.58 - - - - - - -
Critical Hdwy Stg 2 6.1 5.54 - 6.1 5.58 - - - - - - -
Follow-up Hdwy 3.5 4.036 3.345 3.5 4.072 3.318 2.2 - - 2.218 - -
Pot Cap-1 Maneuver 256 282 685 242 271 736 1188 - - 1246 - -
Stage 1 558 541 - 649 606 - - - - - - -
Stage 2 619 607 - 508 518 - - - - - - -
Platoon blocked, %- - - -
Mov Cap-1 Maneuver 199 251 685 159 241 736 1188 - - 1246 - -
Mov Cap-2 Maneuver 199 251 - 159 241 - - - - - - -
Stage 1 537 500 - 625 584 - - - - - - -
Stage 2 528 585 - 360 479 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 22.3 16 0.8 1.3
HCM LOS C C
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 1188 - - 372 407 1246 - -
HCM Lane V/C Ratio 0.031 - - 0.449 0.197 0.059 - -
HCM Control Delay (s) 8.1 0 - 22.3 16 8.1 0 -
HCM Lane LOS A A - C C A A -
HCM 95th %tile Q(veh) 0.1 - - 2.2 0.7 0.2 - -
HCM 6th TWSC
2: Rouse Ave & Peach St 05/08/2018
Existing (2018) PM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 1
Intersection
Int Delay, s/veh 15.6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 27 42 68 5 51 102 78 322 10 48 403 52
Future Vol, veh/h 27 42 68 5 51 102 78 322 10 48 403 52
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 86 86 86 86 86 86 86 86 86 86 86 86
Heavy Vehicles, % 0 2 0 20 2 1 1 0 0 2 1 0
Mvmt Flow 31 49 79 6 59 119 91 374 12 56 469 60
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 1262 1179 499 1237 1203 380 529 0 0 386 0 0
Stage 1 611 611 - 562 562 - - - - - - -
Stage 2 651 568 - 675 641 - - - - - - -
Critical Hdwy 7.1 6.52 6.2 7.3 6.52 6.21 4.11 - - 4.12 - -
Critical Hdwy Stg 1 6.1 5.52 - 6.3 5.52 - - - - - - -
Critical Hdwy Stg 2 6.1 5.52 - 6.3 5.52 - - - - - - -
Follow-up Hdwy 3.5 4.018 3.3 3.68 4.018 3.309 2.209 - - 2.218 - -
Pot Cap-1 Maneuver 148 190 576 140 184 669 1043 - - 1172 - -
Stage 1 484 484 - 481 510 - - - - - - -
Stage 2 461 506 - 416 469 - - - - - - -
Platoon blocked, %- - - -
Mov Cap-1 Maneuver 75 158 576 80 153 669 1043 - - 1172 - -
Mov Cap-2 Maneuver 75 158 - 80 153 - - - - - - -
Stage 1 430 451 - 428 453 - - - - - - -
Stage 2 293 450 - 298 437 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 86.7 37.2 1.7 0.8
HCM LOS F E
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 1043 - - 184 288 1172 - -
HCM Lane V/C Ratio 0.087 - - 0.866 0.638 0.048 - -
HCM Control Delay (s) 8.8 0 - 86.7 37.2 8.2 0 -
HCM Lane LOS A A - F E A A -
HCM 95th %tile Q(veh) 0.3 - - 6.3 4 0.1 - -
HCM Unsignalized Intersection Capacity Analysis
19: Ida Ave & Cottonwood St 05/08/2018
Existing (2018) AM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Sign Control Yield Yield Yield Yield
Traffic Volume (vph) 2 0 3 1 0 0 2 10 0 0 9 2
Future Volume (vph) 2 0 3 1 0 0 2 10 0 0 9 2
Peak Hour Factor 0.56 0.56 0.56 0.56 0.56 0.56 0.56 0.56 0.56 0.56 0.56 0.56
Hourly flow rate (vph) 4 0 5 2 0 0 4 18 0 0 16 4
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total (vph) 9 2 22 20
Volume Left (vph) 4 2 4 0
Volume Right (vph) 5 0 0 4
Hadj (s) 0.51 0.20 0.33 0.20
Departure Headway (s) 4.5 4.2 4.3 4.1
Degree Utilization, x 0.01 0.00 0.03 0.02
Capacity (veh/h) 786 843 827 860
Control Delay (s) 7.6 7.2 7.4 7.2
Approach Delay (s) 7.6 7.2 7.4 7.2
Approach LOS A A A A
Intersection Summary
Delay 7.4
Level of Service A
Intersection Capacity Utilization 13.3% ICU Level of Service A
Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis
23: Ida Ave & Aspen St 05/08/2018
Existing (2018) AM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 3
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Sign Control Yield Yield Yield
Traffic Volume (vph) 0 0 7 0 0 10
Future Volume (vph) 0 0 7 0 0 10
Peak Hour Factor 0.71 0.71 0.71 0.71 0.71 0.71
Hourly flow rate (vph) 0 0 10 0 0 14
Direction, Lane # WB 1 NB 1 SB 1
Volume Total (vph) 0 10 14
Volume Left (vph) 0 0 0
Volume Right (vph) 0 0 0
Hadj (s) 0.00 0.24 0.17
Departure Headway (s) 4.0 4.2 4.1
Degree Utilization, x 0.00 0.01 0.02
Capacity (veh/h) 900 853 877
Control Delay (s) 7.0 7.2 7.1
Approach Delay (s) 0.0 7.2 7.1
Approach LOS A A A
Intersection Summary
Delay 7.2
Level of Service A
Intersection Capacity Utilization 6.7% ICU Level of Service A
Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis
24: Front St & Aspen St 05/08/2018
Existing (2018) AM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 4
Movement EBL EBR SET SER NWL NWT
Lane Configurations
Sign Control Yield Yield Yield
Traffic Volume (vph) 0 0 2 0 0 0
Future Volume (vph) 0 0 2 0 0 0
Peak Hour Factor 0.25 0.25 0.25 0.25 0.25 0.25
Hourly flow rate (vph) 0 0 8 0 0 0
Direction, Lane # EB 1 SE 1 NW 1
Volume Total (vph) 0 8 0
Volume Left (vph) 0 0 0
Volume Right (vph) 0 0 0
Hadj (s) 0.00 0.85 0.00
Departure Headway (s) 3.9 4.8 3.9
Degree Utilization, x 0.00 0.01 0.00
Capacity (veh/h) 912 754 916
Control Delay (s) 6.9 7.8 6.9
Approach Delay (s) 0.0 7.8 0.0
Approach LOS A A A
Intersection Summary
Delay 7.8
Level of Service A
Intersection Capacity Utilization 6.7% ICU Level of Service A
Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis
25: Ida Ave & Front St 05/08/2018
Existing (2018) AM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 5
Movement NBT NBR SBL SBT NWL NWR
Lane Configurations
Sign Control Yield Yield Yield
Traffic Volume (vph) 7 0 2 10 0 0
Future Volume (vph) 7 0 2 10 0 0
Peak Hour Factor 0.79 0.79 0.79 0.79 0.79 0.79
Hourly flow rate (vph) 9 0 3 13 0 0
Direction, Lane # NB 1 SB 1 NW 1
Volume Total (vph) 9 16 0
Volume Left (vph) 0 3 0
Volume Right (vph) 0 0 0
Hadj (s) 0.24 0.18 0.00
Departure Headway (s) 4.2 4.1 4.0
Degree Utilization, x 0.01 0.02 0.00
Capacity (veh/h) 853 876 900
Control Delay (s) 7.2 7.2 7.0
Approach Delay (s) 7.2 7.2 0.0
Approach LOS A A A
Intersection Summary
Delay 7.2
Level of Service A
Intersection Capacity Utilization 6.7% ICU Level of Service A
Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis
19: Ida Ave & Cottonwood St 05/08/2018
Existing (2018) PM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Sign Control Yield Yield Yield Yield
Traffic Volume (vph) 0 0 2 1 2 0 0 15 0 0 26 2
Future Volume (vph) 0 0 2 1 2 0 0 15 0 0 26 2
Peak Hour Factor 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67
Hourly flow rate (vph) 0 0 3 1 3 0 0 22 0 0 39 3
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total (vph) 3 4 22 42
Volume Left (vph) 0 1 0 0
Volume Right (vph) 3 0 0 3
Hadj (s) -0.60 0.69 0.12 0.08
Departure Headway (s) 3.4 4.7 4.1 4.0
Degree Utilization, x 0.00 0.01 0.02 0.05
Capacity (veh/h) 1020 747 868 889
Control Delay (s) 6.5 7.8 7.2 7.2
Approach Delay (s) 6.5 7.8 7.2 7.2
Approach LOS A A A A
Intersection Summary
Delay 7.2
Level of Service A
Intersection Capacity Utilization 13.3% ICU Level of Service A
Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis
23: Ida Ave & Aspen St 05/08/2018
Existing (2018) PM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 3
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Sign Control Yield Yield Yield
Traffic Volume (vph) 2 0 17 0 0 24
Future Volume (vph) 2 0 17 0 0 24
Peak Hour Factor 0.72 0.72 0.72 0.72 0.72 0.72
Hourly flow rate (vph) 3 0 24 0 0 33
Direction, Lane # WB 1 NB 1 SB 1
Volume Total (vph) 3 24 33
Volume Left (vph) 3 0 0
Volume Right (vph) 0 0 0
Hadj (s) 1.05 0.10 0.00
Departure Headway (s) 5.1 4.0 3.9
Degree Utilization, x 0.00 0.03 0.04
Capacity (veh/h) 697 876 909
Control Delay (s) 8.1 7.2 7.1
Approach Delay (s) 8.1 7.2 7.1
Approach LOS A A A
Intersection Summary
Delay 7.2
Level of Service A
Intersection Capacity Utilization 13.3% ICU Level of Service A
Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis
24: Front St & Aspen St 05/08/2018
Existing (2018) PM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 4
Movement EBL EBR SET SER NWL NWT
Lane Configurations
Sign Control Yield Yield Yield
Traffic Volume (vph) 0 0 3 0 2 4
Future Volume (vph) 0 0 3 0 2 4
Peak Hour Factor 0.75 0.75 0.75 0.75 0.75 0.75
Hourly flow rate (vph) 0 0 4 0 3 5
Direction, Lane # EB 1 SE 1 NW 1
Volume Total (vph) 0 4 8
Volume Left (vph) 0 0 3
Volume Right (vph) 0 0 0
Hadj (s) 0.00 0.56 0.39
Departure Headway (s) 3.9 4.5 4.3
Degree Utilization, x 0.00 0.00 0.01
Capacity (veh/h) 910 801 825
Control Delay (s) 6.9 7.5 7.3
Approach Delay (s) 0.0 7.5 7.3
Approach LOS A A A
Intersection Summary
Delay 7.4
Level of Service A
Intersection Capacity Utilization 6.7% ICU Level of Service A
Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis
25: Ida Ave & Front St 05/08/2018
Existing (2018) PM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 5
Movement NBT NBR SBL SBT NWL NWR
Lane Configurations
Sign Control Yield Yield Yield
Traffic Volume (vph) 17 0 4 24 0 4
Future Volume (vph) 17 0 4 24 0 4
Peak Hour Factor 0.77 0.77 0.77 0.77 0.77 0.77
Hourly flow rate (vph) 22 0 5 31 0 5
Direction, Lane # NB 1 SB 1 NW 1
Volume Total (vph) 22 36 5
Volume Left (vph) 0 5 0
Volume Right (vph) 0 0 5
Hadj (s) 0.10 0.03 -0.60
Departure Headway (s) 4.0 4.0 3.4
Degree Utilization, x 0.02 0.04 0.00
Capacity (veh/h) 874 903 1027
Control Delay (s) 7.1 7.1 6.4
Approach Delay (s) 7.1 7.1 6.4
Approach LOS A A A
Intersection Summary
Delay 7.1
Level of Service A
Intersection Capacity Utilization 14.7% ICU Level of Service A
Analysis Period (min) 15
A
P
P
E
N
D
I
X
C
CAPACITY CALCULATIONS -
FULL BUILDOUT (20 20 )
HCM 6th TWSC
23: Ida Ave & Aspen St 01/17/2019
Future (2020) + Site AM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 1
Intersection
Int Delay, s/veh 3.5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 2 2 0 4 0 3 7 0 2 11 0
Future Vol, veh/h 0 2 2 0 4 0 3 7 0 2 11 0
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 71 71 71 71 71 71 71 71 71 71 71 71
Heavy Vehicles, % 2 2 2 0 2 2 2 2 0 2 2 2
Mvmt Flow 0 3 3 0 6 0 4 10 0 3 15 0
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 42 39 15 42 39 10 15 0 0 10 0 0
Stage 1 21 21 - 18 18 - - - - - - -
Stage 2 21 18 - 24 21 - - - - - - -
Critical Hdwy 7.12 6.52 6.22 7.1 6.52 6.22 4.12 - - 4.12 - -
Critical Hdwy Stg 1 6.12 5.52 - 6.1 5.52 - - - - - - -
Critical Hdwy Stg 2 6.12 5.52 - 6.1 5.52 - - - - - - -
Follow-up Hdwy 3.518 4.018 3.318 3.5 4.018 3.318 2.218 - - 2.218 - -
Pot Cap-1 Maneuver 961 853 1065 966 853 1071 1603 - - 1610 - -
Stage 1 998 878 - 1006 880 - - - - - - -
Stage 2 998 880 - 999 878 - - - - - - -
Platoon blocked, %- - - -
Mov Cap-1 Maneuver 952 849 1065 957 849 1071 1603 - - 1610 - -
Mov Cap-2 Maneuver 952 849 - 957 849 - - - - - - -
Stage 1 995 876 - 1003 877 - - - - - - -
Stage 2 989 877 - 991 876 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 8.8 9.3 2.2 1.1
HCM LOS A A
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 1603 - - 945 849 1610 - -
HCM Lane V/C Ratio 0.003 - - 0.006 0.007 0.002 - -
HCM Control Delay (s) 7.3 0 - 8.8 9.3 7.2 0 -
HCM Lane LOS A A - A A A A -
HCM 95th %tile Q(veh) 0 - - 0 0 0 - -
HCM 6th TWSC
25: Site Access & Aspen St 01/17/2019
Future (2020) + Site AM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 2
Intersection
Int Delay, s/veh 4.2
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 0 40 7 0 27 4
Future Vol, veh/h 0 40 7 0 27 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 - - - - 0 -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 0 43 8 0 29 4
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 43 0 38 22
Stage 1 - - - - 22 -
Stage 2 - - - - 16 -
Critical Hdwy - - 4.12 - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy - - 2.218 - 3.518 3.318
Pot Cap-1 Maneuver - - 1566 - 974 1055
Stage 1 - - - - 1001 -
Stage 2 - - - - 1007 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 1566 - 969 1055
Mov Cap-2 Maneuver - - - - 969 -
Stage 1 - - - - 1001 -
Stage 2 - - - - 1002 -
Approach EB WB NB
HCM Control Delay, s 0 7.3 8.8
HCM LOS A
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT
Capacity (veh/h) 979 - - 1566 -
HCM Lane V/C Ratio 0.034 - - 0.005 -
HCM Control Delay (s) 8.8 - - 7.3 0
HCM Lane LOS A - - A A
HCM 95th %tile Q(veh) 0.1 - - 0 -
HCM Unsignalized Intersection Capacity Analysis
19: Ida Ave & Cottonwood St 01/17/2019
Future (2020) + Site AM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Sign Control Yield Yield Yield Yield
Traffic Volume (vph) 2 0 3 1 0 0 2 14 0 0 11 2
Future Volume (vph) 2 0 3 1 0 0 2 14 0 0 11 2
Peak Hour Factor 0.56 0.56 0.56 0.56 0.56 0.56 0.56 0.56 0.56 0.56 0.56 0.56
Hourly flow rate (vph) 4 0 5 2 0 0 4 25 0 0 20 4
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total (vph) 9 2 29 24
Volume Left (vph) 4 2 4 0
Volume Right (vph) 5 0 0 4
Hadj (s) 0.51 0.20 0.29 0.20
Departure Headway (s) 4.5 4.2 4.2 4.2
Degree Utilization, x 0.01 0.00 0.03 0.03
Capacity (veh/h) 780 836 833 859
Control Delay (s) 7.6 7.2 7.4 7.3
Approach Delay (s) 7.6 7.2 7.4 7.3
Approach LOS A A A A
Intersection Summary
Delay 7.4
Level of Service A
Intersection Capacity Utilization 13.3% ICU Level of Service A
Analysis Period (min) 15
HCM 6th Signalized Intersection Summary
1: Rouse Ave & Mendenhall St 01/17/2019
Future (2020) + Site AM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 0 0 0 9 175 59 44 280 17 41 152 119
Future Volume (veh/h) 0 0 0 9 175 59 44 280 17 41 152 119
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 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
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1900 1841 1900 1796 1870 1870 1856 1856 1856
Adj Flow Rate, veh/h 10 188 63 47 301 18 44 163 128
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 0 4 0 7 2 2 3 3 3
Cap, veh/h 14 263 88 667 1027 61 668 565 444
Arrive On Green 0.21 0.21 0.21 0.59 0.59 0.59 0.59 0.59 0.59
Sat Flow, veh/h 67 1266 424 1043 1746 104 1048 961 755
Grp Volume(v), veh/h 261 0 0 47 0 319 44 0 291
Grp Sat Flow(s),veh/h/ln 1757 0 0 1043 0 1851 1048 0 1716
Q Serve(g_s), s 7.0 0.0 0.0 1.2 0.0 4.4 1.1 0.0 4.3
Cycle Q Clear(g_c), s 7.0 0.0 0.0 5.5 0.0 4.4 5.5 0.0 4.3
Prop In Lane 0.04 0.24 1.00 0.06 1.00 0.44
Lane Grp Cap(c), veh/h 365 0 0 667 0 1089 668 0 1009
V/C Ratio(X)0.72 0.00 0.00 0.07 0.00 0.29 0.07 0.00 0.29
Avail Cap(c_a), veh/h 1206 0 0 667 0 1089 668 0 1009
HCM Platoon Ratio 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 0.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 18.8 0.0 0.0 6.6 0.0 5.2 6.6 0.0 5.2
Incr Delay (d2), s/veh 2.6 0.0 0.0 0.2 0.0 0.7 0.2 0.0 0.7
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.9 0.0 0.0 0.3 0.0 1.4 0.2 0.0 1.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 21.4 0.0 0.0 6.8 0.0 5.9 6.8 0.0 5.9
LnGrp LOS C A A A A A A A A
Approach Vol, veh/h 261 366 335
Approach Delay, s/veh 21.4 6.0 6.0
Approach LOS C A A
Timer - Assigned Phs 2 6 8
Phs Duration (G+Y+Rc), s 35.2 35.2 15.8
Change Period (Y+Rc), s * 5.2 * 5.2 5.2
Max Green Setting (Gmax), s * 30 * 30 35.0
Max Q Clear Time (g_c+I1), s 7.5 7.5 9.0
Green Ext Time (p_c), s 2.2 2.1 1.7
Intersection Summary
HCM 6th Ctrl Delay 10.2
HCM 6th LOS B
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
HCM 6th Signalized Intersection Summary
2: Rouse Ave & Peach St 01/17/2019
Future (2020) + Site AM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 16 55 83 6 29 44 33 263 25 65 288 53
Future Volume (veh/h) 16 55 83 6 29 44 33 263 25 65 288 53
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
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1900 1841 1826 1900 1781 1870 1900 1841 1841 1870 1841 1841
Adj Flow Rate, veh/h 19 65 98 7 34 52 39 309 29 76 339 62
Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85
Percent Heavy Veh, % 0 4 5 0 8 2 0 4 4 2 4 4
Cap, veh/h 213 178 221 186 173 261 711 1005 94 766 951 174
Arrive On Green 0.10 0.10 0.10 0.10 0.10 0.10 0.05 0.61 0.61 0.07 0.63 0.63
Sat Flow, veh/h 1332 1841 1547 1242 1781 1585 1810 1657 156 1781 1514 277
Grp Volume(v), veh/h 19 65 98 7 34 52 39 0 338 76 0 401
Grp Sat Flow(s),veh/h/ln 1332 1841 1547 1242 1781 1585 1810 0 1813 1781 0 1791
Q Serve(g_s), s 0.9 2.2 3.9 0.4 1.2 1.9 0.5 0.0 6.1 1.0 0.0 7.2
Cycle Q Clear(g_c), s 2.1 2.2 3.9 2.6 1.2 1.9 0.5 0.0 6.1 1.0 0.0 7.2
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.09 1.00 0.15
Lane Grp Cap(c), veh/h 213 178 221 186 173 261 711 0 1099 766 0 1125
V/C Ratio(X) 0.09 0.36 0.44 0.04 0.20 0.20 0.05 0.00 0.31 0.10 0.00 0.36
Avail Cap(c_a), veh/h 591 701 660 539 678 710 826 0 1099 868 0 1125
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 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 28.9 28.4 26.4 29.6 28.0 24.3 4.4 0.0 6.4 4.0 0.0 6.0
Incr Delay (d2), s/veh 0.2 1.2 1.4 0.1 0.6 0.4 0.0 0.0 0.7 0.1 0.0 0.9
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/ln 0.3 1.0 1.5 0.1 0.5 0.7 0.2 0.0 2.2 0.3 0.0 2.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 29.1 29.7 27.8 29.7 28.5 24.6 4.4 0.0 7.1 4.1 0.0 6.9
LnGrp LOS C C C C C C A A A A A A
Approach Vol, veh/h 182 93 377 477
Approach Delay, s/veh 28.6 26.4 6.8 6.4
Approach LOS C C A A
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 9.1 46.2 11.9 7.7 47.6 11.9
Change Period (Y+Rc), s * 4.6 5.4 5.4 * 4.6 5.4 5.4
Max Green Setting (Gmax), s * 8.4 40.8 25.6 * 7.4 41.8 25.6
Max Q Clear Time (g_c+I1), s 3.0 8.1 5.9 2.5 9.2 4.6
Green Ext Time (p_c), s 0.1 2.4 0.7 0.0 2.9 0.3
Intersection Summary
HCM 6th Ctrl Delay 11.8
HCM 6th LOS B
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
HCM 6th Signalized Intersection Summary
8: Rouse Ave/Rouse Avenue & Tamarack St 01/17/2019
Future (2020) + Site AM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 41 58 19 7 26 56 13 304 7 48 379 35
Future Volume (veh/h) 41 58 19 7 26 56 13 304 7 48 379 35
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 0.99 0.99 0.99 0.99 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
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1781 1781 1781 1574 1574 1574 1870 1870 1870 1856 1856 1856
Adj Flow Rate, veh/h 47 66 22 8 30 64 15 345 8 55 431 40
Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Percent Heavy Veh, % 8 8 8 22 22 22 2 2 2 3 3 3
Cap, veh/h 144 119 34 77 60 113 86 1287 29 151 1089 96
Arrive On Green 0.13 0.13 0.13 0.13 0.13 0.13 0.73 0.73 0.73 0.73 0.73 0.73
Sat Flow, veh/h 437 924 265 53 467 876 25 1773 40 109 1500 132
Grp Volume(v), veh/h 135 0 0 102 0 0 368 0 0 526 0 0
Grp Sat Flow(s),veh/h/ln 1626 0 0 1396 0 0 1838 0 0 1742 0 0
Q Serve(g_s), s 0.3 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 4.1 0.0 0.0 3.7 0.0 0.0 3.7 0.0 0.0 6.1 0.0 0.0
Prop In Lane 0.35 0.16 0.08 0.63 0.04 0.02 0.10 0.08
Lane Grp Cap(c), veh/h 297 0 0 250 0 0 1402 0 0 1337 0 0
V/C Ratio(X) 0.45 0.00 0.00 0.41 0.00 0.00 0.26 0.00 0.00 0.39 0.00 0.00
Avail Cap(c_a), veh/h 1194 0 0 1063 0 0 1402 0 0 1337 0 0
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 0.00 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 22.7 0.0 0.0 22.5 0.0 0.0 2.6 0.0 0.0 2.9 0.0 0.0
Incr Delay (d2), s/veh 1.1 0.0 0.0 1.1 0.0 0.0 0.5 0.0 0.0 0.9 0.0 0.0
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/ln 1.6 0.0 0.0 1.2 0.0 0.0 0.9 0.0 0.0 1.4 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 23.8 0.0 0.0 23.6 0.0 0.0 3.0 0.0 0.0 3.8 0.0 0.0
LnGrp LOS C A A C A A A A A A A A
Approach Vol, veh/h 135 102 368 526
Approach Delay, s/veh 23.8 23.6 3.0 3.8
Approach LOS C C A A
Timer - Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 44.0 11.1 44.0 11.1
Change Period (Y+Rc), s 4.0 4.0 4.0 4.0
Max Green Setting (Gmax), s 40.0 40.0 40.0 40.0
Max Q Clear Time (g_c+I1), s 5.7 6.1 8.1 5.7
Green Ext Time (p_c), s 2.7 0.9 4.2 0.7
Intersection Summary
HCM 6th Ctrl Delay 7.7
HCM 6th LOS A
HCM 6th Signalized Intersection Summary
11: Rouse Avenue & Oak Street/Birch Street 01/17/2019
Future (2020) + Site AM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 173 0 207 0 1 0 121 292 0 0 266 110
Future Volume (veh/h) 173 0 207 0 1 0 121 292 0 0 266 110
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
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1900 1900 1841 1900 1900 1900 1767 1856 1856 1900 1841 1870
Adj Flow Rate, veh/h 186 0 223 0 1 0 130 314 0 0 286 118
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 0 0 4 0 0 0 9 3 3 0 4 2
Cap, veh/h 354 0 377 0 338 0 636 1251 0 99 1008 867
Arrive On Green 0.18 0.00 0.18 0.00 0.18 0.00 0.06 0.67 0.00 0.00 0.55 0.55
Sat Flow, veh/h 1435 0 1560 0 1900 0 1682 1856 0 1082 1841 1584
Grp Volume(v), veh/h 186 0 223 0 1 0 130 314 0 0 286 118
Grp Sat Flow(s),veh/h/ln 1435 0 1560 0 1900 0 1682 1856 0 1082 1841 1584
Q Serve(g_s), s 8.9 0.0 9.2 0.0 0.0 0.0 2.2 4.8 0.0 0.0 6.1 2.7
Cycle Q Clear(g_c), s 9.0 0.0 9.2 0.0 0.0 0.0 2.2 4.8 0.0 0.0 6.1 2.7
Prop In Lane 1.00 1.00 0.00 0.00 1.00 0.00 1.00 1.00
Lane Grp Cap(c), veh/h 354 0 377 0 338 0 636 1251 0 99 1008 867
V/C Ratio(X) 0.53 0.00 0.59 0.00 0.00 0.00 0.20 0.25 0.00 0.00 0.28 0.14
Avail Cap(c_a), veh/h 787 0 847 0 911 0 1105 1251 0 99 1008 867
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 0.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 1.00
Uniform Delay (d), s/veh 28.4 0.0 24.5 0.0 24.7 0.0 5.7 4.7 0.0 0.0 8.8 8.1
Incr Delay (d2), s/veh 1.2 0.0 1.5 0.0 0.0 0.0 0.2 0.5 0.0 0.0 0.7 0.3
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/ln 3.0 0.0 3.5 0.0 0.0 0.0 0.7 1.7 0.0 0.0 2.4 0.9
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 29.6 0.0 26.0 0.0 24.7 0.0 5.8 5.1 0.0 0.0 9.6 8.4
LnGrp LOS C A C A C A A A A A A A
Approach Vol, veh/h 409 1 444 404
Approach Delay, s/veh 27.6 24.7 5.4 9.2
Approach LOS C C A A
Timer - Assigned Phs 2 4 5 6 8
Phs Duration (G+Y+Rc), s 54.6 18.4 9.2 45.4 18.4
Change Period (Y+Rc), s 5.4 5.4 * 4.6 5.4 5.4
Max Green Setting (Gmax), s 40.0 35.0 * 25 40.0 35.0
Max Q Clear Time (g_c+I1), s 6.8 11.2 4.2 8.1 2.0
Green Ext Time (p_c), s 2.1 1.8 0.3 2.3 0.0
Intersection Summary
HCM 6th Ctrl Delay 13.9
HCM 6th LOS B
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
HCM 6th Signalized Intersection Summary
15: Private Access/Broadway St & Main St 01/17/2019
Future (2020) + Site AM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 49 504 1 0 617 106 1 0 0 109 0 23
Future Volume (veh/h) 49 504 1 0 617 106 1 0 0 109 0 23
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 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
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1885 1885 1885 1900 1900 1900 1900 1900 1900 1900 1900 1900
Adj Flow Rate, veh/h 52 536 1 0 656 113 1 0 0 116 0 24
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 1 1 1 0 0 0 0 0 0 0 0 0
Cap, veh/h 117 1115 2 0 1151 198 762 0 0 635 9 113
Arrive On Green 0.37 0.37 0.37 0.00 0.37 0.37 0.45 0.00 0.00 0.45 0.00 0.45
Sat Flow, veh/h 143 2980 6 0 3169 529 1456 0 0 1194 21 251
Grp Volume(v), veh/h 287 0 302 0 385 384 1 0 0 140 0 0
Grp Sat Flow(s),veh/h/ln 1414 0 1714 0 1805 1798 1456 0 0 1467 0 0
Q Serve(g_s), s 0.8 0.0 8.9 0.0 11.3 11.4 0.0 0.0 0.0 3.4 0.0 0.0
Cycle Q Clear(g_c), s 12.1 0.0 8.9 0.0 11.3 11.4 0.0 0.0 0.0 3.8 0.0 0.0
Prop In Lane 0.18 0.00 0.00 0.29 1.00 0.00 0.83 0.17
Lane Grp Cap(c), veh/h 593 0 642 0 676 673 762 0 0 757 0 0
V/C Ratio(X) 0.48 0.00 0.47 0.00 0.57 0.57 0.00 0.00 0.00 0.18 0.00 0.00
Avail Cap(c_a), veh/h 809 0 898 0 946 942 762 0 0 757 0 0
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 0.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 15.5 0.0 15.9 0.0 16.6 16.6 10.2 0.0 0.0 11.1 0.0 0.0
Incr Delay (d2), s/veh 0.6 0.0 0.5 0.0 0.8 0.8 0.0 0.0 0.0 0.5 0.0 0.0
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/ln 3.1 0.0 3.4 0.0 4.5 4.5 0.0 0.0 0.0 1.3 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 16.1 0.0 16.4 0.0 17.4 17.4 10.2 0.0 0.0 11.7 0.0 0.0
LnGrp LOS B A B A B B B A A B A A
Approach Vol, veh/h 589 769 1 140
Approach Delay, s/veh 16.3 17.4 10.2 11.7
Approach LOS B B B B
Timer - Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 35.9 30.9 35.9 30.9
Change Period (Y+Rc), s 5.9 5.9 5.9 5.9
Max Green Setting (Gmax), s 30.0 35.0 30.0 35.0
Max Q Clear Time (g_c+I1), s 2.0 14.1 5.8 13.4
Green Ext Time (p_c), s 0.0 4.1 0.8 5.3
Intersection Summary
HCM 6th Ctrl Delay 16.4
HCM 6th LOS B
Queues
1: Rouse Ave & Mendenhall St 01/17/2019
Future (2020) + Site AM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 1
Lane Group WBT NBL NBT SBL SBT
Lane Group Flow (vph) 261 47 319 44 291
v/c Ratio 0.62 0.08 0.30 0.07 0.29
Control Delay 22.9 6.7 7.4 6.6 6.1
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 22.9 6.7 7.4 6.6 6.1
Queue Length 50th (ft) 64 6 44 5 30
Queue Length 95th (ft) 123 21 102 20 79
Internal Link Dist (ft) 419 417 1833
Turn Bay Length (ft) 50 50
Base Capacity (vph) 1144 593 1066 601 1007
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.23 0.08 0.30 0.07 0.29
Intersection Summary
Queues
2: Rouse Ave & Peach St 01/17/2019
Future (2020) + Site AM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 2
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Group Flow (vph) 19 65 98 7 34 52 39 338 76 401
v/c Ratio 0.12 0.31 0.22 0.05 0.17 0.12 0.05 0.28 0.09 0.34
Control Delay 30.0 33.2 6.1 28.7 30.5 6.7 3.0 8.2 3.1 8.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 30.0 33.2 6.1 28.7 30.5 6.7 3.0 8.2 3.1 8.3
Queue Length 50th (ft) 8 27 0 3 14 0 3 67 7 80
Queue Length 95th (ft) 25 58 27 13 36 21 10 117 17 137
Internal Link Dist (ft) 422 423 1833 989
Turn Bay Length (ft) 50 50 50 50 50 50
Base Capacity (vph) 512 670 474 498 645 473 794 1192 852 1195
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.04 0.10 0.21 0.01 0.05 0.11 0.05 0.28 0.09 0.34
Intersection Summary
Queues
8: Rouse Ave/Rouse Avenue & Tamarack St 01/17/2019
Future (2020) + Site AM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 3
Lane Group EBT WBT NBT SBT
Lane Group Flow (vph) 135 102 368 526
v/c Ratio 0.52 0.33 0.27 0.42
Control Delay 26.6 13.1 4.3 5.4
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 26.6 13.1 4.3 5.4
Queue Length 50th (ft) 38 11 38 62
Queue Length 95th (ft) 80 44 84 136
Internal Link Dist (ft) 555 547 989 992
Turn Bay Length (ft)
Base Capacity (vph) 1004 1060 1353 1266
Starvation Cap Reductn 0 0 0 0
Spillback Cap Reductn 0 0 0 0
Storage Cap Reductn 0 0 0 0
Reduced v/c Ratio 0.13 0.10 0.27 0.42
Intersection Summary
Queues
11: Rouse Avenue & Oak Street/Birch Street 01/17/2019
Future (2020) + Site AM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 4
Lane Group EBT EBR WBT NBL NBT SBT SBR
Lane Group Flow (vph) 186 223 1 130 314 286 118
v/c Ratio 0.68 0.31 0.00 0.19 0.25 0.31 0.15
Control Delay 43.3 3.5 26.0 6.0 6.6 14.8 5.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 43.3 3.5 26.0 6.0 6.6 14.8 5.9
Queue Length 50th (ft) 87 0 0 19 54 80 9
Queue Length 95th (ft) 161 38 4 49 114 170 43
Internal Link Dist (ft) 553 170 992 418
Turn Bay Length (ft) 200 215 80
Base Capacity (vph) 615 986 828 833 1600 910 813
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.30 0.23 0.00 0.16 0.20 0.31 0.15
Intersection Summary
Queues
15: Private Access/Broadway St & Main St 01/17/2019
Future (2020) + Site AM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 5
Lane Group EBT WBT NBT SBT
Lane Group Flow (vph) 589 769 1 140
v/c Ratio 0.54 0.57 0.00 0.22
Control Delay 18.4 17.6 11.0 9.5
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 18.4 17.6 11.0 9.5
Queue Length 50th (ft) 96 122 0 23
Queue Length 95th (ft) 142 172 3 59
Internal Link Dist (ft) 300 185 172 257
Turn Bay Length (ft)
Base Capacity (vph) 1490 1833 560 651
Starvation Cap Reductn 0 0 0 0
Spillback Cap Reductn 0 0 0 0
Storage Cap Reductn 0 0 0 0
Reduced v/c Ratio 0.40 0.42 0.00 0.22
Intersection Summary
HCM 6th TWSC
23: Ida Ave & Aspen St 01/17/2019
Future (2020) + Site PM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 1
Intersection
Int Delay, s/veh 2.9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 4 4 2 3 4 2 18 0 4 25 0
Future Vol, veh/h 0 4 4 2 3 4 2 18 0 4 25 0
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 0 4 4 2 3 4 2 20 0 4 27 0
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 63 59 27 63 59 20 27 0 0 20 0 0
Stage 1 35 35 - 24 24 - - - - - - -
Stage 2 28 24 - 39 35 - - - - - - -
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - -
Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - -
Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - -
Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - -
Pot Cap-1 Maneuver 932 832 1048 932 832 1058 1587 - - 1596 - -
Stage 1 981 866 - 994 875 - - - - - - -
Stage 2 989 875 - 976 866 - - - - - - -
Platoon blocked, %- - - -
Mov Cap-1 Maneuver 923 829 1048 922 829 1058 1587 - - 1596 - -
Mov Cap-2 Maneuver 923 829 - 922 829 - - - - - - -
Stage 1 980 863 - 993 874 - - - - - - -
Stage 2 980 874 - 964 863 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 8.9 8.9 0.7 1
HCM LOS A A
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 1587 - - 926 941 1596 - -
HCM Lane V/C Ratio 0.001 - - 0.009 0.01 0.003 - -
HCM Control Delay (s) 7.3 0 - 8.9 8.9 7.3 0 -
HCM Lane LOS A A - A A A A -
HCM 95th %tile Q(veh) 0 - - 0 0 0 - -
HCM 6th TWSC
27: Site Access & Aspen St 01/17/2019
Future (2020) + Site PM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 2
Intersection
Int Delay, s/veh 5.5
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 0 33 5 0 45 8
Future Vol, veh/h 0 33 5 0 45 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 - - - - 0 -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 0 36 5 0 49 9
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 36 0 28 18
Stage 1 - - - - 18 -
Stage 2 - - - - 10 -
Critical Hdwy - - 4.12 - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy - - 2.218 - 3.518 3.318
Pot Cap-1 Maneuver - - 1575 - 987 1061
Stage 1 - - - - 1005 -
Stage 2 - - - - 1013 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 1575 - 984 1061
Mov Cap-2 Maneuver - - - - 984 -
Stage 1 - - - - 1005 -
Stage 2 - - - - 1010 -
Approach EB WB NB
HCM Control Delay, s 0 7.3 8.8
HCM LOS A
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT
Capacity (veh/h) 995 - - 1575 -
HCM Lane V/C Ratio 0.058 - - 0.003 -
HCM Control Delay (s) 8.8 - - 7.3 0
HCM Lane LOS A - - A A
HCM 95th %tile Q(veh) 0.2 - - 0 -
HCM Unsignalized Intersection Capacity Analysis
19: Ida Ave & Cottonwood St 01/17/2019
Future (2020) + Site PM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Sign Control Yield Yield Yield Yield
Traffic Volume (vph) 0 0 2 1 2 0 0 18 0 0 31 2
Future Volume (vph) 0 0 2 1 2 0 0 18 0 0 31 2
Peak Hour Factor 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67
Hourly flow rate (vph) 0 0 3 1 3 0 0 27 0 0 46 3
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total (vph) 3 4 27 49
Volume Left (vph) 0 1 0 0
Volume Right (vph) 3 0 0 3
Hadj (s) -0.60 0.69 0.12 0.08
Departure Headway (s) 3.5 4.8 4.1 4.0
Degree Utilization, x 0.00 0.01 0.03 0.05
Capacity (veh/h) 1009 741 866 888
Control Delay (s) 6.5 7.8 7.2 7.3
Approach Delay (s) 6.5 7.8 7.2 7.3
Approach LOS A A A A
Intersection Summary
Delay 7.2
Level of Service A
Intersection Capacity Utilization 13.3% ICU Level of Service A
Analysis Period (min) 15
HCM 6th Signalized Intersection Summary
1: Rouse Ave & Mendenhall St 01/17/2019
Future (2020) + Site PM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 0 0 0 7 228 62 83 339 9 40 284 167
Future Volume (veh/h) 0 0 0 7 228 62 83 339 9 40 284 167
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.96 1.00 0.98 1.00 0.99
Parking Bus, Adj 1.00 0.90 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1900 1885 1900 1856 1870 1870 1900 1885 1885
Adj Flow Rate, veh/h 8 265 72 97 394 10 47 330 194
Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86
Percent Heavy Veh, % 0 1 0 3 2 2 0 1 1
Cap, veh/h 10 324 88 464 1065 27 574 650 382
Arrive On Green 0.26 0.26 0.26 0.59 0.59 0.59 0.59 0.59 0.59
Sat Flow, veh/h 38 1243 338 870 1815 46 992 1108 652
Grp Volume(v), veh/h 345 0 0 97 0 404 47 0 524
Grp Sat Flow(s),veh/h/ln 1618 0 0 870 0 1861 992 0 1760
Q Serve(g_s), s 13.7 0.0 0.0 5.0 0.0 7.8 1.8 0.0 11.9
Cycle Q Clear(g_c), s 13.7 0.0 0.0 17.0 0.0 7.8 9.6 0.0 11.9
Prop In Lane 0.02 0.21 1.00 0.02 1.00 0.37
Lane Grp Cap(c), veh/h 422 0 0 464 0 1092 574 0 1033
V/C Ratio(X)0.82 0.00 0.00 0.21 0.00 0.37 0.08 0.00 0.51
Avail Cap(c_a), veh/h 831 0 0 464 0 1092 574 0 1033
HCM Platoon Ratio 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 0.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 23.7 0.0 0.0 13.3 0.0 7.4 10.0 0.0 8.3
Incr Delay (d2), s/veh 3.9 0.0 0.0 1.0 0.0 1.0 0.3 0.0 1.8
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 5.4 0.0 0.0 1.1 0.0 3.0 0.4 0.0 4.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 27.6 0.0 0.0 14.3 0.0 8.4 10.3 0.0 10.1
LnGrp LOS C A A B A A B A B
Approach Vol, veh/h 345 501 571
Approach Delay, s/veh 27.6 9.5 10.1
Approach LOS C A B
Timer - Assigned Phs 2 6 8
Phs Duration (G+Y+Rc), s 45.2 45.2 23.0
Change Period (Y+Rc), s * 5.2 * 5.2 5.2
Max Green Setting (Gmax), s * 40 * 40 35.0
Max Q Clear Time (g_c+I1), s 19.0 13.9 15.7
Green Ext Time (p_c), s 3.2 4.3 2.1
Intersection Summary
HCM 6th Ctrl Delay 14.2
HCM 6th LOS B
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
HCM 6th Signalized Intersection Summary
2: Rouse Ave & Peach St 01/17/2019
Future (2020) + Site PM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 28 48 71 13 21 107 82 338 17 50 423 55
Future Volume (veh/h) 28 48 71 13 21 107 82 338 17 50 423 55
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
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1900 1870 1900 1604 1870 1885 1885 1900 1900 1870 1885 1885
Adj Flow Rate, veh/h 33 56 83 15 24 124 95 393 20 58 492 64
Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86
Percent Heavy Veh, % 0 2 0 20 2 1 1 0 0 2 1 1
Cap, veh/h 261 214 319 224 214 285 552 969 49 646 852 111
Arrive On Green 0.11 0.11 0.11 0.11 0.11 0.11 0.08 0.54 0.54 0.06 0.52 0.52
Sat Flow, veh/h 1259 1870 1610 1072 1870 1598 1795 1792 91 1781 1634 213
Grp Volume(v), veh/h 33 56 83 15 24 124 95 0 413 58 0 556
Grp Sat Flow(s),veh/h/ln 1259 1870 1610 1072 1870 1598 1795 0 1884 1781 0 1847
Q Serve(g_s), s 1.3 1.5 2.4 0.7 0.6 3.8 1.2 0.0 7.1 0.8 0.0 11.3
Cycle Q Clear(g_c), s 2.0 1.5 2.4 2.2 0.6 3.8 1.2 0.0 7.1 0.8 0.0 11.3
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.05 1.00 0.12
Lane Grp Cap(c), veh/h 261 214 319 224 214 285 552 0 1019 646 0 963
V/C Ratio(X) 0.13 0.26 0.26 0.07 0.11 0.43 0.17 0.00 0.41 0.09 0.00 0.58
Avail Cap(c_a), veh/h 691 852 868 590 852 831 598 0 1019 730 0 963
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 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 22.7 22.2 18.6 23.2 21.8 20.1 5.8 0.0 7.4 5.2 0.0 9.0
Incr Delay (d2), s/veh 0.2 0.6 0.4 0.1 0.2 1.0 0.1 0.0 1.2 0.1 0.0 2.5
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/ln 0.4 0.7 0.9 0.2 0.3 1.4 0.4 0.0 2.6 0.2 0.0 4.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 22.9 22.8 19.0 23.3 22.0 21.1 6.0 0.0 8.6 5.3 0.0 11.5
LnGrp LOS C C B C C C A A A A A B
Approach Vol, veh/h 172 163 508 614
Approach Delay, s/veh 21.0 21.4 8.1 10.9
Approach LOS C C A B
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 8.1 35.1 11.7 9.2 34.0 11.7
Change Period (Y+Rc), s * 4.6 5.4 5.4 * 4.6 5.4 5.4
Max Green Setting (Gmax), s * 6.1 28.5 25.0 * 6 28.6 25.0
Max Q Clear Time (g_c+I1), s 2.8 9.1 4.4 3.2 13.3 5.8
Green Ext Time (p_c), s 0.0 2.6 0.6 0.0 3.5 0.5
Intersection Summary
HCM 6th Ctrl Delay 12.3
HCM 6th LOS B
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
HCM 6th Signalized Intersection Summary
8: Rouse Ave/Rouse Avenue & Tamarack St 01/17/2019
Future (2020) + Site PM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 47 44 44 12 64 57 26 412 14 36 474 32
Future Volume (veh/h) 47 44 44 12 64 57 26 412 14 36 474 32
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
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1900 1900 1900 1826 1826 1826 1885 1885 1885 1885 1885 1885
Adj Flow Rate, veh/h 52 49 49 13 71 63 29 458 16 40 527 36
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 0 0 0 5 5 5 1 1 1 1 1 1
Cap, veh/h 151 93 76 81 119 97 102 1237 42 113 1179 78
Arrive On Green 0.13 0.13 0.13 0.13 0.13 0.13 0.72 0.72 0.72 0.72 0.72 0.72
Sat Flow, veh/h 469 691 563 79 881 720 46 1715 58 60 1635 108
Grp Volume(v), veh/h 150 0 0 147 0 0 503 0 0 603 0 0
Grp Sat Flow(s),veh/h/ln 1723 0 0 1680 0 0 1819 0 0 1803 0 0
Q Serve(g_s), s 0.0 0.0 0.0 0.3 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 4.3 0.0 0.0 4.5 0.0 0.0 5.7 0.0 0.0 7.4 0.0 0.0
Prop In Lane 0.35 0.33 0.09 0.43 0.06 0.03 0.07 0.06
Lane Grp Cap(c), veh/h 320 0 0 297 0 0 1380 0 0 1369 0 0
V/C Ratio(X) 0.47 0.00 0.00 0.49 0.00 0.00 0.36 0.00 0.00 0.44 0.00 0.00
Avail Cap(c_a), veh/h 1224 0 0 1254 0 0 1380 0 0 1369 0 0
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 0.00 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 22.6 0.0 0.0 22.7 0.0 0.0 3.0 0.0 0.0 3.2 0.0 0.0
Incr Delay (d2), s/veh 1.1 0.0 0.0 1.3 0.0 0.0 0.7 0.0 0.0 1.0 0.0 0.0
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/ln 1.8 0.0 0.0 1.8 0.0 0.0 1.4 0.0 0.0 1.8 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 23.7 0.0 0.0 24.0 0.0 0.0 3.7 0.0 0.0 4.2 0.0 0.0
LnGrp LOS C A A C A A A A A A A A
Approach Vol, veh/h 150 147 503 603
Approach Delay, s/veh 23.7 24.0 3.7 4.2
Approach LOS C C A A
Timer - Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 44.0 11.5 44.0 11.5
Change Period (Y+Rc), s 4.0 4.0 4.0 4.0
Max Green Setting (Gmax), s 40.0 40.0 40.0 40.0
Max Q Clear Time (g_c+I1), s 7.7 6.3 9.4 6.5
Green Ext Time (p_c), s 4.0 1.0 5.0 0.9
Intersection Summary
HCM 6th Ctrl Delay 8.2
HCM 6th LOS A
HCM 6th Signalized Intersection Summary
11: Rouse Avenue & Oak Street/Birch Street 01/17/2019
Future (2020) + Site PM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 138 3 165 1 1 0 253 275 0 0 383 216
Future Volume (veh/h) 138 3 165 1 1 0 253 275 0 0 383 216
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 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
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1900 1900 1885 1900 1900 1900 1900 1870 1870 1900 1885 1870
Adj Flow Rate, veh/h 152 3 181 1 1 0 278 302 0 0 421 237
Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91
Percent Heavy Veh, % 0 0 1 0 0 0 0 2 2 0 1 2
Cap, veh/h 307 4 451 107 86 0 573 1267 0 93 975 819
Arrive On Green 0.18 0.18 0.18 0.18 0.18 0.00 0.10 0.68 0.00 0.00 0.52 0.52
Sat Flow, veh/h 1175 23 1589 203 469 0 1810 1870 0 1094 1885 1584
Grp Volume(v), veh/h 155 0 181 2 0 0 278 302 0 0 421 237
Grp Sat Flow(s),veh/h/ln 1198 0 1589 672 0 0 1810 1870 0 1094 1885 1584
Q Serve(g_s), s 0.0 0.0 7.1 0.0 0.0 0.0 5.0 4.8 0.0 0.0 10.7 6.6
Cycle Q Clear(g_c), s 10.3 0.0 7.1 10.3 0.0 0.0 5.0 4.8 0.0 0.0 10.7 6.6
Prop In Lane 0.98 1.00 0.50 0.00 1.00 0.00 1.00 1.00
Lane Grp Cap(c), veh/h 312 0 451 193 0 0 573 1267 0 93 975 819
V/C Ratio(X) 0.50 0.00 0.40 0.01 0.00 0.00 0.49 0.24 0.00 0.00 0.43 0.29
Avail Cap(c_a), veh/h 700 0 880 593 0 0 977 1267 0 93 975 819
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 0.00 0.00 1.00 1.00 0.00 0.00 1.00 1.00
Uniform Delay (d), s/veh 30.0 0.0 22.4 26.3 0.0 0.0 7.4 4.8 0.0 0.0 11.6 10.6
Incr Delay (d2), s/veh 1.2 0.0 0.6 0.0 0.0 0.0 0.6 0.4 0.0 0.0 1.4 0.9
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/ln 2.7 0.0 2.7 0.0 0.0 0.0 1.7 1.7 0.0 0.0 4.6 2.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 31.2 0.0 23.0 26.3 0.0 0.0 8.1 5.2 0.0 0.0 13.0 11.5
LnGrp LOS C A C C A A A A A A B B
Approach Vol, veh/h 336 2 580 658
Approach Delay, s/veh 26.8 26.3 6.6 12.4
Approach LOS C C A B
Timer - Assigned Phs 2 4 5 6 8
Phs Duration (G+Y+Rc), s 57.8 19.6 12.4 45.4 19.6
Change Period (Y+Rc), s 5.4 5.4 * 4.6 5.4 5.4
Max Green Setting (Gmax), s 40.0 35.0 * 25 40.0 35.0
Max Q Clear Time (g_c+I1), s 6.8 12.3 7.0 12.7 12.3
Green Ext Time (p_c), s 2.0 1.4 0.8 3.8 0.0
Intersection Summary
HCM 6th Ctrl Delay 13.4
HCM 6th LOS B
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
HCM 6th Signalized Intersection Summary
15: Private Access/Broadway St & Main St 01/17/2019
Future (2020) + Site PM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 99 688 2 0 658 126 1 0 0 155 0 50
Future Volume (veh/h) 99 688 2 0 658 126 1 0 0 155 0 50
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.96 1.00 0.96 1.00 1.00 0.99 0.99
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
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1885 1885 1885 1885 1885 1885 1900 1900 1900 1900 1900 1900
Adj Flow Rate, veh/h 110 764 2 0 731 140 1 0 0 172 0 56
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 1 1 1 1 1 1 0 0 0 0 0 0
Cap, veh/h 148 1097 3 0 1332 255 660 0 0 522 11 149
Arrive On Green 0.45 0.45 0.45 0.00 0.45 0.45 0.41 0.00 0.00 0.41 0.00 0.41
Sat Flow, veh/h 208 2451 7 0 3073 570 1391 0 0 1083 25 361
Grp Volume(v), veh/h 382 0 494 0 439 432 1 0 0 228 0 0
Grp Sat Flow(s),veh/h/ln 952 0 1714 0 1791 1758 1391 0 0 1469 0 0
Q Serve(g_s), s 18.2 0.0 18.9 0.0 15.2 15.2 0.0 0.0 0.0 8.3 0.0 0.0
Cycle Q Clear(g_c), s 33.4 0.0 18.9 0.0 15.2 15.2 0.0 0.0 0.0 9.0 0.0 0.0
Prop In Lane 0.29 0.00 0.00 0.32 1.00 0.00 0.75 0.25
Lane Grp Cap(c), veh/h 481 0 767 0 801 786 660 0 0 682 0 0
V/C Ratio(X) 0.79 0.00 0.64 0.00 0.55 0.55 0.00 0.00 0.00 0.33 0.00 0.00
Avail Cap(c_a), veh/h 511 0 810 0 846 830 660 0 0 682 0 0
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 0.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 23.4 0.0 18.2 0.0 17.1 17.1 14.6 0.0 0.0 17.2 0.0 0.0
Incr Delay (d2), s/veh 8.1 0.0 1.6 0.0 0.7 0.7 0.0 0.0 0.0 1.3 0.0 0.0
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/ln 8.1 0.0 7.5 0.0 6.2 6.1 0.0 0.0 0.0 3.2 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 31.5 0.0 19.8 0.0 17.8 17.8 14.6 0.0 0.0 18.5 0.0 0.0
LnGrp LOS C A B A B B B A A B A A
Approach Vol, veh/h 876 871 1 228
Approach Delay, s/veh 24.9 17.8 14.6 18.5
Approach LOS C B B B
Timer - Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 40.9 43.8 40.9 43.8
Change Period (Y+Rc), s 5.9 5.9 5.9 5.9
Max Green Setting (Gmax), s 35.0 40.0 35.0 40.0
Max Q Clear Time (g_c+I1), s 2.0 35.4 11.0 17.2
Green Ext Time (p_c), s 0.0 2.5 1.4 6.3
Intersection Summary
HCM 6th Ctrl Delay 21.0
HCM 6th LOS C
Queues
1: Rouse Ave & Mendenhall St 01/17/2019
Future (2020) + Site PM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 1
Lane Group WBT NBL NBT SBL SBT
Lane Group Flow (vph) 345 97 404 47 524
v/c Ratio 0.72 0.23 0.37 0.09 0.50
Control Delay 30.8 10.1 9.6 8.3 10.5
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 30.8 10.1 9.6 8.3 10.5
Queue Length 50th (ft) 124 17 78 8 100
Queue Length 95th (ft) 192 50 162 26 213
Internal Link Dist (ft) 419 417 1833
Turn Bay Length (ft) 50 50
Base Capacity (vph) 934 426 1092 534 1048
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.37 0.23 0.37 0.09 0.50
Intersection Summary
Queues
2: Rouse Ave & Peach St 01/17/2019
Future (2020) + Site PM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 2
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Group Flow (vph) 33 56 83 15 24 124 95 413 58 556
v/c Ratio 0.14 0.22 0.18 0.08 0.10 0.25 0.15 0.35 0.08 0.48
Control Delay 23.4 24.3 4.9 22.8 22.8 4.7 3.6 9.2 3.3 10.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 23.4 24.3 4.9 22.8 22.8 4.7 3.6 9.2 3.3 10.6
Queue Length 50th (ft) 10 18 0 5 7 0 8 82 5 122
Queue Length 95th (ft) 30 43 21 18 24 26 19 142 13 206
Internal Link Dist (ft) 422 423 1833 989
Turn Bay Length (ft) 50 50 50 50 50 50
Base Capacity (vph) 816 880 469 680 880 498 622 1177 743 1158
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.04 0.06 0.18 0.02 0.03 0.25 0.15 0.35 0.08 0.48
Intersection Summary
Queues
8: Rouse Ave/Rouse Avenue & Tamarack St 01/17/2019
Future (2020) + Site PM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 3
Lane Group EBT WBT NBT SBT
Lane Group Flow (vph) 150 147 503 603
v/c Ratio 0.57 0.47 0.40 0.48
Control Delay 25.4 18.7 5.3 6.1
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 25.4 18.7 5.3 6.1
Queue Length 50th (ft) 36 28 56 73
Queue Length 95th (ft) 84 72 128 167
Internal Link Dist (ft) 555 547 989 992
Turn Bay Length (ft)
Base Capacity (vph) 966 1118 1264 1251
Starvation Cap Reductn 0 0 0 0
Spillback Cap Reductn 0 0 0 0
Storage Cap Reductn 0 0 0 0
Reduced v/c Ratio 0.16 0.13 0.40 0.48
Intersection Summary
Queues
11: Rouse Avenue & Oak Street/Birch Street 01/17/2019
Future (2020) + Site PM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 4
Lane Group EBT EBR WBT NBL NBT SBT SBR
Lane Group Flow (vph) 155 181 2 278 302 421 237
v/c Ratio 0.66 0.27 0.01 0.41 0.23 0.47 0.30
Control Delay 47.4 3.3 29.5 6.9 5.8 19.2 9.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 47.4 3.3 29.5 6.9 5.8 19.2 9.7
Queue Length 50th (ft) 77 0 1 43 49 143 36
Queue Length 95th (ft) 151 33 7 94 105 296 108
Internal Link Dist (ft) 553 170 992 418
Turn Bay Length (ft) 200 215 80
Base Capacity (vph) 556 858 707 824 1543 895 796
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.28 0.21 0.00 0.34 0.20 0.47 0.30
Intersection Summary
Queues
15: Private Access/Broadway St & Main St 01/17/2019
Future (2020) + Site PM Peak Hour 05/07/2018 Baseline Synchro 10 Report
Page 5
Lane Group EBT WBT NBT SBT
Lane Group Flow (vph) 876 871 1 228
v/c Ratio 0.90 0.57 0.00 0.37
Control Delay 35.1 18.4 16.0 16.9
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 35.1 18.4 16.0 16.9
Queue Length 50th (ft) 214 166 0 71
Queue Length 95th (ft) #336 221 4 131
Internal Link Dist (ft) 300 185 172 257
Turn Bay Length (ft)
Base Capacity (vph) 1079 1678 502 610
Starvation Cap Reductn 0 0 0 0
Spillback Cap Reductn 0 0 0 0
Storage Cap Reductn 0 0 0 0
Reduced v/c Ratio 0.81 0.52 0.00 0.37
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
TURN -LANE WARRANT
WORKSHEETS
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Approach Time
Total DHV
(veh/hr)
Right-Turn Volume
During DHV
(veh/hr, one direction)
Required Right-Turn
Volume for
Warranted Lane
Warranted Right-
Turn Lane?
(Y/N)
AM weekday 895 17 1 Y
PM weekday 1172 10 -36 Y
AM weekday 895 51 1 Y
PM weekday 1172 52 -36 Y
AM weekday 29 0 116 N
PM weekday 48 0 114 N
AM weekday 29 2 116 N
PM weekday 48 2 114 N
AM weekday 29 3 116 N
PM weekday 48 2 114 N
AM weekday 29 0 116 N
PM weekday 48 0 114 N
AM weekday 17 0 118 N
PM weekday 43 0 114 N
AM weekday 17 0 118 N
PM weekday 43 0 114 N
AM weekday 2 0 120 N
PM weekday 9 0 119 N
AM weekday 19 10 117 N
PM weekday 49 24 113 N
Rouse & Peach NB
Rouse & Peach SB
Cottonwood & Ida NB
Cottonwood & Ida SB
Cottonwood & Ida EB
Cottonwood & Ida WB
Aspen & Ida NB
Aspen & Ida WB
Aspen & Front SB
Ida & Front EB
Future Traffic Volumes (2020) - Right-Turn Lanes at Unsignalized Intersections on 2-Lane Highways
Approach Time
Total DHV
(veh/hr)
Right-Turn Volume
During DHV
(veh/hr, one direction)
Required Right-Turn
Volume for
Warranted Lane
Warranted Right-
Turn Lane?
(Y/N)
AM weekday 35 0 115 N
PM weekday 53 0 113 N
AM weekday 35 2 115 N
PM weekday 53 2 113 N
AM weekday 35 3 115 N
PM weekday 53 2 113 N
AM weekday 35 0 115 N
PM weekday 53 0 113 N
AM weekday 27 2 116 N
PM weekday 55 3 113 N
AM weekday 24 11 117 N
PM weekday 57 25 112 NAspen & Front SB
Cottonwood & Ida NB
Cottonwood & Ida SB
Cottonwood & Ida EB
Cottonwood & Ida WB
Aspen & Ida EB
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Existing Traffic Volumes (2018) - Left-Turn Lanes at Unsignalized Intersections on 2-Lane Highways
Approach Time
Va = Total advancing
traffic volume
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volume in advancing
traffic
Percent left-turns in
Va
Vo = Total opposing
traffic volume
Warranted Left-
Turn Lane?
(Y/N)
AM weekday 298 31 10.4%387 N
PM weekday 410 78 19.0%503 Y
AM weekday 387 62 16.0%298 Y
PM weekday 503 48 9.5%410 Y
AM weekday 12 2 16.7%11 N
PM weekday 15 0 0.0%28 N
AM weekday 11 0 0.0%12 N
PM weekday 28 0 0.0%15 N
AM weekday 5 2 40.0%1 N
PM weekday 2 0 0.0%3 N
AM weekday 1 1 100.0%5 N
PM weekday 3 1 33.3%2 N
AM weekday 10 0 0.0%7 N
PM weekday 24 0 0.0%17 N
AM weekday 0 0 #DIV/0!0 N
PM weekday 2 2 100.0%0 N
AM weekday 0 0 #DIV/0!2 N
PM weekday 6 2 33.3%3 N
AM weekday 0 0 #DIV/0!12 N
PM weekday 4 0 0.0%28 N
Rouse & Peach NB
Rouse & Peach SB
Cottonwood & Ida NB
Cottonwood & Ida SB
Cottonwood & Ida EB
Cottonwood & Ida WB
Aspen & Ida SB
Aspen & Ida WB
Aspen & Front NB
Ida & Front WB
Future Traffic Volumes (2020) - Left-Turn Lanes at Unsignalized Intersections on 2-Lane Highways
Approach Time
Va = Total advancing
traffic volume
Val = Total left-turn
volume in advancing
traffic
Percent left-turns in
Va
Vo = Total opposing
traffic volume
Warranted Left-
Turn Lane?
(Y/N)
AM weekday 16 2 12.5%13 N
PM weekday 18 0 0.0%32 N
AM weekday 13 0 0.0%16 N
PM weekday 32 0 0.0%18 N
AM weekday 5 2 40.0%1 N
PM weekday 2 0 0.0%3 N
AM weekday 1 1 100.0%5 N
PM weekday 3 1 33.3%2 N
AM weekday 13 11 84.6%4 N
PM weekday 29 27 93.1%6 N
AM weekday 2 2 100.0%13 N
PM weekday 8 4 50.0%28 NAspen & Front NB
Cottonwood & Ida NB
Cottonwood & Ida SB
Cottonwood & Ida EB
Cottonwood & Ida WB
Aspen & Ida WB
0
10
0
20
0
30
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40
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50
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70
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80
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LOTS 5-28
COTTON:OO' ,'$ON6,T(
BOZEMAN, MONTANA
OVERALL IMPROVEMENTS PLAN
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NORTHERN PACIFIC ADDITION
6
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3
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PRELIMINARY - FOR REVIEW
PARKING STUDY
A
P
P
E
N
D
I
X
F
January 18, 2019
Mr. Brian Krueger, Development Review Manager
City of Bozeman
20 East Olive Street
Bozeman, MT 59771
Reference: Cottonwood & Ida Mixed-Use Development Parking Analysis
Project No. 06020.03
Dear Brian:
This letter summarizes the findings of a detailed parking analysis that was completed in support of a
proposed mixed-use development to be constructed in the northeast side of town, specifically
located on a block along the north side of East Cottonwood Street and on the west side of North
Ida Avenue in Bozeman, MT. The attached site plan shows the planned location for the
development, as well as the locations of parking facilities and site access features for the overall
development. The study addresses shared parking allocation for Lots 5-28, Block 105, Northern
Pacific Addition. The site will contain a total of 96 on-site parking spaces in an underground garage,
72 spaces in a leased surface lot (300 feet away from the entrance of Building #1), and 32 on-street
spaces after the development.
Section 38.540.050 of the Bozeman Unified Development Code (UDC) outlines the number of
parking spaces required for residential and non-residential uses. The tables attached to this letter
provide a summary of the calculations completed to address the UDC requirements. Table 1
provides a summary of general land use information for each building in the development, code-
required parking calculations, and similar calculations based on data from the ITE Parking Generation
(4th Edition, 2010) reference manual. The code-required parking demand calculations in Table 1
address the requirements of Section 38.540.050 of the UDC. For residential uses those calculations
are based on the number and type of dwelling units, and for commercial uses the calculations are
based on 85 percent of the gross floor area (GFA), consistent with Section 38.540.010 of the UDC.
Adjustments were made to the code-required parking calculations based on the City’s allowable
reductions for on-street parking. In total, it was calculated that 260 parking spaces would be
required before the on-street parking deduction. Thirty-three (32) on-street spaces are available and
with an eight (8) spot reduction for showers/locker rooms the final number of required spaces is
220 based on the UDC requirements.
For the ITE Parking Generation-based calculations the number of units and gross floor area were
utilized as the independent variables. Land use categories were selected based on the judgement of
the author to best represent the residential housing type and the best-known future use of the
commercial spaces. A side-by-side comparison of results based on the two calculation methods
showed them to be similar.
Mr. Brian Krueger
January 18, 2019
Page 2
The development is requesting a further reduction in code-required parking. The proposed reduced
parking rates would require 160 spaces and include the specific reductions:
· Studio/Efficiency Units from 1.25 spaces/unit to 1.0 spaces/unit
· 1-Bedroom Units from 1.5 spaces/unit to 1.25 spaces/unit
· 2-Bedrrom Units remains at 2.0 spaces/unit
· Commercial/Non-residential a 40-percent reduction
Table 1 provides a summary of the total number of parking spaces required, but it does not address
how the overall demand is affected by the assumed hours of operation for each commercial space or
general variations in parking demand throughout the day at a residential location. As shown in
Tables 2 and 3, these variations can be estimated by use of the average weekday time-of-day
distributions provided in ITE Parking Generation for each land use. Table 2 shows the time-of-day
distributions applied to the Code-required parking demand totals for an average weekday. Table 3
shows the time-of-day distributions applied to the proposed reduced Code-required parking demand
totals for an average weekday. Table 4 shows the time-of-day distributions applied to the ITE
parking demand totals for an average weekday. Based on this analysis, the maximum number of
parking spaces needed for the Code-required calculations would be 123 spaces for an average
weekday. The maximum number resulting from the proposed reduced Code-required calculations
would be 92 spaces for an average weekday. Finally, the maximum number resulting from the ITE
calculations would be 125 spaces for an average weekday.
Based on this analysis, it is our assessment that the total number of spaces available (200) meets and
in fact exceeds the maximum number of parking spaces required on an hourly basis by either the
Code-based, proposed code-reduced, or ITE calculation methods.
Recommendations provided herein are based on the accuracy of the assumed business hours of
operation and provided square footage, as well as the number, type, and occupancy of residential
units. Changes or inaccuracies to any of the provided data may change the analysis and
recommendations of this study. Please feel free to call me at 406/922-4306 if you have any questions
or would like to discuss these calculations further.
Sincerely,
Joey Staszcuk, PE, PTOE
Project Transportation Engineer
JHS
Enc.
P:06020.03_Cottonwood_Ida_Parking_Letter_011919
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