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HomeMy WebLinkAboutCatron-Crossing_TIS_2017-08_Complete_06112021 2880 Technology Boulevard West • Bozeman, MT 59718 (406) 587-0721 • www.m-m.net Traffic Impact Study Catron Crossing Bozeman, Gallatin County, Montana August 2017 Prepared For: VC Development, LLC 2020 Charlotte Street Bozeman, MT 59719 MMI Project No. 2605.025 Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana Table of Contents | i Table of Contents Purpose of Report and Study Objectives ................................... 1 Proposed Development ........................ 1 Project Location & Description ........................ 1 Development Horizon ...................................... 4 Existing Area Conditions ...................... 4 Study Area ...................................................... 4 Study Area Roadways ...................................... 4 Study Area Intersections................................... 4 Transportation Network ................................... 2 East Valley Center Road (U-1211E) ................. 2 Catamount Street .............................................. 2 Study Area Intersections................................... 2 North 19th Avenue & East Valley Center Road .............................................. 2 East Valley Center Road & North 27th Avenue ..................................... 4 East Valley Center Road & X Street / Private Approach ....................... 5 East Valley Center Road & Catamount Street / Private Approach ........ 6 Catamount Street & A Avenue .................. 7 Catamount Street & North 27th Avenue .... 8 Traffic Volumes ................................................. 9 Transit Service .................................................. 9 Pedestrians & Bicyclists.................................. 11 Projected Traffic .................................. 11 Site Traffic ..................................................... 11 Development Trip Generation ........................ 11 Development Trip Distribution ........................ 14 Modal Split ...................................................... 14 Trip Assignment .............................................. 15 Non-Site Traffic ............................................. 15 Method of Projection ....................................... 15 Estimated Volumes ......................................... 17 Total Traffic ................................................... 20 Pedestrians & Bicyclists ................................ 20 Transportation Analyses .................... 20 Methodologies .............................................. 20 Study Scenarios ............................................. 20 Analysis Methodologies ................................. 22 Signalized Intersection Analyses ............ 22 Two-Way Stop-Controlled (TWSC) Intersections .............................. 22 Capacity & Level of Service .......................... 23 Need for Any Improvements .............. 23 2017 Existing Conditions .............................. 23 2027 Estimated Background Traffic Conditions .......................................... 23 North 19th Avenue & East Valley Center Road ................................ 23 Eastbound Dual-Left Turn Lane & Southbound Right Turn Overlap Evaluation .................................. 27 Multilane Roundabout Evaluation ........... 27 2027 Estimated Total Traffic Conditions ....... 30 Pedestrian & Bicyclist Connectivity ............... 31 Findings ............................................... 33 Traffic Operations ........................................... 33 Pedestrian & Bicyclist Connectivity ................ 33 Transit Service ............................................... 33 2027 Estimated Background Traffic .............. 33 2027 Estimated Total Traffic & Catron Crossing Full Build-Out ..................... 34 Traffic Operations ........................................... 34 Pedestrian & Bicyclist Connectivity ................ 34 Transit Service ............................................... 35 Compliance with Applicable Local Codes ..... 35 Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana ii | Table of Contents Conclusions & Recommendations .... 35 Traffic Operations .......................................... 35 2017 Existing Conditions ................................ 35 2027 Future Traffic Operations ....................... 35 North 19th Avenue & East Valley Center Road ......................... 36 East Valley Center Road & Catamount Street ..................................... 36 Catamount Street & A Avenue ................ 36 East Valley Center Road & X Street ........ 37 X Street & A Avenue ................................ 37 Pedestrian & Bicyclist Connectivity ................ 37 Internal Site Considerations .......................... 37 Traffic Control Guidance ............................... 37 References ........................................... 38 Appendices Appendix A Level of Service Concepts, Analysis Methodologies, & Standards of Significance Appendix B Traffic Count Data B-1: Weekday, AM Peak Period Intersection Turning Movement Volumes B-2: Weekday, PM Peak Period Intersection Turning Movement Volumes B-3: Saturday, Midday Peak Period Intersection Turning Movement Volumes Appendix C Trip Generation Data C-1: Catron Crossing Trip Generation Data C-2: Nearby Development Trip Generation Data Appendix D Capacity & Level of Service Analyses D-1: Intersection Operation Summaries D-2: 2017 Existing Conditions D-3: Estimated 2027 Background Traffic D-4: Estimated 2027 Total Traffic Appendix E Mitigation Analyses E-1: Estimated 2027 Background Traffic E-2: Estimated 2027 Total Traffic Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana List of Figures | iii List of Figures Figure 1: Site Location ........................................................................................................................ 2 Figure 2: Site Layout ........................................................................................................................... 3 Figure 3: Existing Intersection of North 19th Avenue & East Valley Center Road .......................... 3 Figure 4: Existing Intersection of East Valley Center Road & North 27th Avenue .......................... 4 Figure 5: Existing Intersection of East Valley Center Road & X Street (Proposed) ........................ 5 Figure 6: Existing Intersection of East Valley Center Road & Catamount Street ............................ 6 Figure 7: Existing Intersection of Catamount Street & A Avenue (Private Roadway) ..................... 7 Figure 8: Existing Intersection of Catamount Street & North 27th Avenue ..................................... 8 Figure 9: 2017 Current Daily Traffic .................................................................................................. 10 Figure 10: Existing Pedestrian & Bicyclist Network in the Vicinity of Catron Crossing ............... 12 Figure 11: Catron Crossing Primary Trip Distribution .................................................................... 14 Figure 12: Site Traffic Assignment ................................................................................................... 16 Figure 13: Estimated Build-Up Traffic Volumes Through 2027 ...................................................... 18 Figure 14: Estimated 2027 Background Traffic ............................................................................... 19 Figure 15: Estimated 2027 Total Traffic ............................................................................................ 21 Figure 16: Traffic Operations Summary for 2017 Existing Conditions .......................................... 24 Figure 17: Traffic Operations Summary for 2027 Background Traffic Conditions ........................ 25 Figure 18: Traffic Operations Summary for 2027 Total Traffic Conditions .................................... 26 Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana iv | List of Tables List of Tables Table 1: Catron Crossing Projected Land Uses & Intensities .......................................................... 1 Table 2: Estimated Catron Crossing Trip Generation Summary .................................................... 13 Table 2: Estimated North 27th Avenue Future Development Trip Generation Summary ............. 17 Table 4: North 19th Avenue & East Valley Center Road Mitigation with Eastbound Dual-Left Turn Lane – Estimated 2027 Background Traffic Intersection Operations Summary .................................................................................................... 28 Table 5: North 19th Avenue & East Valley Center Road Mitigation with Multilane Roundabout – Estimated 2027 Background Traffic Intersection Operations Summary .................................................................................................... 29 Table 6: North 19th Avenue & East Valley Center Road Mitigation with Multilane Roundabout – Estimated 2027 Total Traffic Intersection Operations Summary .................................................................................................... 32 Traffic Impact Study for Catron Crossing Bozeman, Gallatin County, Montana Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 1 Purpose of Report and Study Objectives This traffic impact study summarizes the potential impacts from the proposed Catron Crossing development to be located in Bozeman, Gallatin County, Montana. The information presented in this report is intended to evaluate the safety and operational aspects of the transportation system in the area of the proposed project under existing conditions as well as with estimated impacts. Study recommendations and conclusions are intended to provide guidance with respect to the short- and long term function of the proposed site accesses and the area transportation system. Proposed Development Project Location & Description The Catron Crossing development in Bozeman, Gallatin County, Montana is proposed to be located on Tract A-1 of the Corrected Certificate of Survey No. 1827A situated in the southeast quarter of Section 26, Township 1 South, Range 5 East, Principal Meridian of Montana, containing approximately 28.03 acres. Generally, the property is bordered by East Valley Center Road to the east and north, Catamount Street to the south, and vacant land to the west. The site location is depicted in Figure 1 on the following page. The proposed Catron Crossing development depicted in Figure 2 on page 3 includes an existing Comfort Suites hotel with 80 rooms on Lot 7 and an approximately 2,500 square foot (ft2) Taco Bell fast food restaurant with a drive-through window that is currently under construction on Lot 6. The remaining development includes the following projected land uses and intensities: Table 1: Catron Crossing Projected Land Uses & Intensities Lot Projected Land Use Size or Intensity 1 Specialty Retail Center ±8,000 ft2 Gross Leasable Area 2 Specialty Retail Center ±14,550 ft2 Gross Leasable Area 3 General Office Building ±16,000 ft2 Gross Floor Area 4 High-Turnover (Sit-Down) Restaurant ±6,850 ft2 Gross Floor Area 5 Fast Food Restaurant with Drive-Through Window ±3,100 ft2 of Gross Floor Area 8 General Office Buildings ±20,000 ft2 Gross Floor Area 9 General Office Buildings ±20,000 ft2 Gross Floor Area 10 General Office Building ±10,000 ft2 Gross Floor Area Pad Coffee / Donut Shop with Drive-Through Window ±1,500 ft2 Gross Floor Area Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 2 Figure 1: Site Location Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 3 Figure 2: Site Layout Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 4 Zoning Tract A-1 of the Corrected Certificate of Survey No. 1827A is currently zoned B-2 (Community Business District) under the City of Bozeman’s zoning designation. As provided in the City of Bozeman Unified Development Code, “The intent of the B-2 community business district is to provide for a broad range of mutually supportive retail and service functions located in clustered areas bordered on one or more sides by limited access arterial streets.” Development Horizon Currently, it is anticipated that the proposed Catron Crossing will be fully built-out within a ten year timeframe. Therefore, this study will assess functionality of the transportation system within the study area through the year 2027. Existing Area Conditions Study Area The transportation impacts from a development are largely dependent on its location and size as well as the characteristics of the surrounding transportation system. In terms of the estimated volume of vehicular traffic from the proposed elementary school, it is generally considered a small development. Therefore, the significant impacts to the adjacent transportation system will generally be limited to an area within close proximity to the site. The study area for the proposed Catron Crossing development includes six intersections and two roadway segments along with one internally proposed intersection. Study Area Roadways  East Valley Center Road (U-1211E)  Catamount Street Study Area Intersections  North 19th Avenue & East Valley Center Road  East Valley Center Road & North 27th Avenue  East Valley Center Road & X Street (Proposed Extension of Existing Approach)  East Valley Center Road & Catamount Street  Catamount Street & A Avenue (Proposed Extension of Existing Approach)  Catamount Street & North 27th Avenue  X Street & A Avenue (Proposed Intersection) Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 2 Transportation Network East Valley Center Road (U-1211E) Within the project study area, Airport Road is the primary roadway that is expected to be affected by the proposed Catron Crossing development. The roadway is on the Montana Department of Transportation’s urban system (U-1211E). It is also classified as a principal arterial by the Bozeman Transportation Master Plan (BTMP) prepared by Robert Peccia & Associates and Alta Planning & Design (April 25, 2017). Adjacent to the proposed Catron Crossing development, East Valley Center Road is currently a four-lane roadway that includes a raised median. It is approximately 90 feet wide from edge-of-asphalt to edge-of-asphalt, which includes two travel lanes in both the northbound and southbound directions as well as approximately five foot wide shoulders. Towards the north end of the Catron Crossing development, East Valley Center Road narrows to only include a single travel lane in each direction. The posted speed limit adjacent to the site is currently 50 miles per hour (mph) at the north end of the development, changing to 45 miles per hour approximately 500 feet north of the East Valley Center Road and X Street intersection shown in Figure 2 on page 3. Catamount Street Catamount Street is classified as a minor arterial roadway by the BTMP. With the recent completion of the segment between North 27th Avenue and the Catron Crossing development Catamount Street now links Davis Lane to East Valley Center Road. The BTMP shows Catamount Street extending west of Davis Lane in the future, ultimately connecting with Harper Pucket Road. Adjacent to the Catron Crossing development, curb and gutter has only been installed along the north side of the roadway. The presently finished width is approximately 29.50 feet wide from the south edge-of-asphalt to the face of curb on the north side of the roadway. The constructed width allows for a single travel lane in each direction. The posted speed limit adjacent to the site is 25 mph. Study Area Intersections North 19th Avenue & East Valley Center Road The intersection of North 19th Avenue and East Valley Center Road presently has the characteristics shown in Figure 3 on the next page and the following:  Signalized Intersection  Eastbound Approach (From the West) – (1) Through / Left Turn Lane and (1) Right Turn Lane  Existing Through / Left Turn Lane Available Queue Storage = ±525 ft  Existing Right Turn Lane Available Queue Storage = ±525 ft Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 3  Westbound Approach (From the East) – (1) Left Turn Lane and (1) Through / Right Turn Lane  Existing Left Turn Lane Available Queue Storage = ±250 ft  Existing Through / Right Turn Lane Available Queue Storage = ±250 ft  Northbound Approach (From the South) – (2) Left Turn Lanes, (1) Through Lane, and (1) Through / Right Turn Lane  Existing Left Turn Lanes Available Queue Storage = ±250 ft  Existing Through & Through / Right Turn Lane Available Queue Storage = ±730 ft  Southbound Approach (From the North) – (1) Left Turn Lane, (2) Through Lanes, and (1) Right Turn Lane  Existing Left Turn Lane Available Queue Storage = ±325 ft  Existing Through Lanes Available Queue Storage = ±510 ft  Existing Right Turn Lane Available Queue Storage = ±325 ft Figure 3: Existing Intersection of North 19th Avenue & East Valley Center Road Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 4 East Valley Center Road & North 27th Avenue The intersection of East Valley Center Road and North 27th Avenue currently has the characteristics shown in Figure 4 below and identified as follows:  Stop Controlled (SC) Intersection  Stop Control on the Northbound – North 27th Avenue Approach  Eastbound Approach (From the West) – (1) Through Lane  Existing Through Lane Queue Storage = ±1,180 ft  Westbound Approach (From the East) – (1) Left Turn Lane and (1) Through Lane  Existing Left Turn Lane Available Queue Storage = ±450 ft  Existing Through Lane Available Queue Storage = ±1,430 ft  Northbound Approach (From the South) – (1) Left Turn Lane and (1) Right Turn Lane  Existing Left Turn Lane Available Queue Storage = ±1,000 ft  Existing Right Turn Lane Available Queue Storage = ±100 ft Figure 4: Existing Intersection of East Valley Center Road & North 27th Avenue Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 5 East Valley Center Road & X Street / Private Approach The intersection of Airport Road and Merganser Drive currently has the characteristics shown in Figure 5 below and identified as follows:  Two-Way Stop Controlled (TWSC) Intersection  Stop Control on the Eastbound – X Street and Westbound - Private Drive Approaches  Eastbound Approach (From the West) – (1) Through / Left Turn Lane and (1) Right Turn Lane Proposed  Proposed Through / Left Turn Lane Queue Storage = ±100 ft  Proposed Right Turn Lane Queue Storage = ±745 ft  Westbound Approach (From the East) – Single Lane for Left, Through, and Right Turn Movements  Existing Available Queue Storage = ±50 ft  Northbound Approach (From the South) – (1) Left Turn Lane, (1) Through Lane, and (1) Through / Right Turn Lane  Existing Left Turn Lane Available Queue Storage = ±250 ft  Existing Through & Through / Right Turn Lane Available Queue Storage = ±740 ft  Southbound Approach (From the North) – (1) Left Turn Lane, (1) Through Lane, and (1) Through / Right Turn Lane  Existing Left Turn Lane Available Queue Storage = ±250 ft  Existing Through & Through / Right Turn Lane Available Queue Storage = ±1,380 ft Figure 5: Existing Intersection of East Valley Center Road & X Street (Proposed) Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 6 East Valley Center Road & Catamount Street / Private Approach The intersection of Airport Road and Merganser Drive currently has the characteristics shown in Figure 6 below and identified as follows:  Two-Way Stop Controlled (TWSC) Intersection  Stop Control on the Eastbound – Catamount Street and Westbound - Private Drive Approaches  Eastbound Approach (From the West) – Single Lane for Left, Through, and Right Turn Movements  Existing Available Queue Storage = ±215 ft  Westbound Approach (From the East) – Single Lane for Left, Through, and Right Turn Movements  Existing Available Queue Storage = ±50 ft  Northbound Approach (From the South) – (1) Left Turn Lane, (1) Through Lane, and (1) Through / Right Turn Lane  Existing Left Turn Lane Available Queue Storage = ±290 ft  Existing Through & Through / Right Turn Lane Available Queue Storage = ±360 ft  Southbound Approach (From the North) – (1) Left Turn Lane, (1) Through Lane, and (1) Through / Right Turn Lane  Existing Left Turn Lane Available Queue Storage = ±250 ft  Existing Through & Through / Right Turn Lane Available Queue Storage = ±750 ft Figure 6: Existing Intersection of East Valley Center Road & Catamount Street Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 7 Catamount Street & A Avenue The intersection of Catamount Street and A Avenue (private roadway) currently has the characteristics shown in Figure 7 below and identified as follows:  Stop Controlled (SC) Intersection  Stop Control on the Southbound – A Avenue Approach  All Approaches – Single Lane for Available Vehicular Movements  Existing Available Queue Storage EB = ±400 ft (Measured to Driveway on North Side of Roadway)  Existing Available Queue Storage WB = ±215 ft (Measured to Approximate Future Crosswalk Location)  Existing Available Queue Storage SB = ±140 ft (Measured to Driveway on West Side of Roadway) Figure 7: Existing Intersection of Catamount Street & A Avenue (Private Roadway) Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 8 Catamount Street & North 27th Avenue The intersection of Catamount Street and North 27th Avenue currently has the characteristics shown in Figure 8 below and identified as follows:  Two-Way Stop Controlled (TWSC) Intersection  Stop Control on the Eastbound and Westbound – Catamount Street Approaches  All Approaches – Single Lane for Available Vehicular Movements  Existing Available Queue Storage NB = ±350 ft (Measured to Catalyst Street)  Existing Available Queue Storage SB = ±570 ft (Measured to Driveway on West Side of Roadway)  Existing Available Queue Storage EB = ±720 ft (Measured to Warbler Way)  Existing Available Queue Storage WB = ±540 ft (Measured to Driveway on North Side of Roadway) Figure 8: Existing Intersection of Catamount Street & North 27th Avenue Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 9 Traffic Volumes Traffic data for the study area intersections was developed through turning movement counts conducted by Morrison-Maierle. Weekday, AM and PM as well as Saturday, Midday peak period counts were conducted during a weekday period on the dates noted below and are provided in Appendix B. The intersection turning movement count data were adjusted for seasonal variations by applying adjustment factors developed by the Montana Department of Transportation (MDT) based on roadway classification.  North 19th Avenue & East Valley Center Road Counts conducted on Tuesday, May 2; Wednesday, May 3; and Saturday, May 13, 2017  East Valley Center Road & North 27th Avenue Counts conducted on Wednesday, May 3; Thursday, May 4; and Saturday, May 6, 2017  East Valley Center Road & Catamount Street Counts conducted on Tuesday, May 2; Wednesday, May 3; and Saturday, May 13, 2017  Catamount Street & A Avenue (Private Roadway / Comfort Suites East Access) Counts conducted on Tuesday, May 2; Wednesday, May 3; and Saturday, May 13, 2017  Catamount Street & North 27th Avenue Counts conducted on Wednesday, May 3; Thursday, May 4; and Saturday, May 6, 2017 For the private drive approach across from the proposed X Street at its intersection with East Valley Center Road, traffic volumes were generated by performing trip generation estimates for the existing My Place Hotel and the Country Inn & Suites served by the approach. Those trip generation estimates are included in Appendix C. The intersection turning movement count data were balanced for continuity of vehicular movements for the intersections listed above based on the weekday, AM (one hour between 7:00 and 9:00 a.m.); PM (one hour between 4:00 and 6:00 p.m.); and Saturday, midday (one hour between 11:00 a.m. and 2:00 p.m.) peak hours. The weekday, AM peak hour within the study area was found to occur between 7:30 – 8:30 a.m. Likewise, the weekday, PM peak hour was found to be between 5:00 – 6:00 p.m. Finally, the Saturday, midday peak hour within the study area for the traffic data that was collected occurred between 11:15 a.m. – 12:15 p.m. The data are summarized in Figure 9 on the following page. Transit Service Streamline currently provides transit service to Belgrade, Bozeman, Four Corners, and MSU. This service is currently free for all passengers, which creates an incentive for transit ridership. Streamline does not currently offer any routes that provide service within the study area. Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 10 Figure 9: 2017 Current Daily Traffic Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 11 Pedestrians & Bicyclists An asphalt trail was constructed along the west side of East Valley Center Road from Catamount Street to the existing approach at the proposed X Street intersection with the Comfort Suites Hotel site development. There is also an asphalt surface trail on the east side of East Valley Center Road that links the site developments on that side of the roadway. However, no crossings of East Valley Center Road are presently installed adjacent to the site, nor do the asphalt surface trails currently link to any adjacent pedestrian or bicyclist networks. Across Catamount Street to the south, there is a trail to the west of the Costco site that provides a link to an extensive trail and sidewalk network. Sidewalks along the north side of Catamount Street were also installed at the time of development of the Comfort Suites Hotel site. Additionally, on-site sidewalks provide connectivity from the hotel to the adjacent sidewalks on Catamount Street with an additional connection point on the west side of A Avenue, enabling a link to future development within Catron Crossing. No other hard surface trails or sidewalks presently exist within the Catron Crossing development or on the immediately adjacent transportation network. Sidewalks are installed on both sides of North 27th Avenue to the west of the Catron Crossing project. Figure 10 on the following page shows the locations of existing pathways in the area as well as where sidewalks or pathways are currently not provided that would allow for connectivity. Projected Traffic Site Traffic Development Trip Generation Trip generation is a measure or forecast of the number of trips that begin or end at the development site. The traffic generated is a function of the extent and type of proposed development. This study utilized trip generation rates found in Trip Generation, 9th Edition published by the Institute of Transportation Engineers (ITE) for estimating average vehicle trip ends based on Land Use Code (LUC) 710 – General Office Building, LUC 826 – Specialty Retail Center, LUC 932 – High-Turnover (Sit-Down) Restaurant, LUC 934 – Fast Food Restaurant with Drive-Through Window, and LUC 937 – Coffee / Donut Shop with Drive-Through Window. Trip ends are defined as a single or one-directional travel movement with either the origin or the destination of the trip inside the study site. A summary of the total trip generation for the proposed Catron Crossing development is provided in Table 2 on page 13. Detailed analyses for each land use and the evaluated lots are included in Appendix C. Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 12 Figure 10: Existing Pedestrian & Bicyclist Network in the Vicinity of Catron Crossing Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 13 Table 2: Estimated Catron Crossing Trip Generation Summary Trip Generation Analysis Time Period Entering Vehicles Exiting Vehicles Total Vehicles Estimated Total Trip Generation Summary Average Weekday 3,143 3,143 6,286 Average Weekday, A.M Peak Hour, One Hour Between 7 and 9 a.m. 413 324 737 Average Weekday, P.M Peak Hour, One Hour Between 4 and 6 p.m. 208 265 473 Average Saturday, Midday Peak Hour, One Hour Between 11 a.m. and 2 p.m. 328 311 639 Estimated Internal Trip Capture Summary Average Weekday 400 400 800 Average Weekday, A.M Peak Hour, One Hour Between 7 and 9 a.m. 45 45 90 Average Weekday, P.M Peak Hour, One Hour Between 4 and 6 p.m. 34 34 68 Average Saturday, Midday Peak Hour, One Hour Between 11 a.m. and 2 p.m. 56 56 112 Estimated Pass-By Trip Generation Summary Average Weekday 1,224 1,224 2,448 Average Weekday, A.M Peak Hour, One Hour Between 7 and 9 a.m. 147 141 288 Average Weekday, P.M Peak Hour, One Hour Between 4 and 6 p.m. 90 81 171 Average Saturday, Midday Peak Hour, One Hour Between 11 a.m. and 2 p.m. 141 136 277 Estimated Net New Trip Generation Summary Average Weekday 1,519 1,519 3,038 Average Weekday, A.M Peak Hour, One Hour Between 7 and 9 a.m. 221 138 359 Average Weekday, P.M Peak Hour, One Hour Between 4 and 6 p.m. 84 150 234 Average Saturday, Midday Peak Hour, One Hour Between 11 a.m. and 2 p.m. 131 119 250 Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 14 Development Trip Distribution Trip distribution and assignment is the process of identifying the probable destinations, directions, and traffic routes that development related traffic will likely affect. The estimated traffic generated by the development must be distributed and assigned in order to analyze the impacts on the roadway system and intersections within the study area. Various methods are available for estimating trip distribution, including the analogy, trip distribution model, area of influence, origin-destination (O-D), and surrogate data methods. This study utilizes a combination of the analogy method, which bases the trip distribution on existing travel patterns in the area and the area of influence method that assumes trips will originate or terminate within a given area. The primary trip distribution for the proposed Catron Crossing development is shown in Figure 11 below. Figure 11: Catron Crossing Primary Trip Distribution Modal Split Modal split refers to how the total number of person trips are divided amongst the various means of travel such as automobile (both single occupant and carpool), walking, biking, or transit. In most instances, the automobile is the primary means of travel. However, the other means of travel may account for a portion of the trips generated by a site. Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 15 Vehicular trips are estimated to comprise a majority of the trips for the proposed development. These can be further identified as primary purpose, pass-by, diverted, and internal trips. Primary purpose trips have been defined previously. Pass-by trips are those that result from traffic passing on an adjacent roadway that enters the site and then exits, resuming travel in the same direction. As defined in Transportation and Land Development, 2nd Edition (Stover and Koepke, 2002), diverted trips are those that enter and exit a site that are diverted from a route other than the one to which the site has access. These can be both trips diverted from an adjacent route as well as those diverted from another route not adjacent to the site. Internal trips are those that begin and end within the site but do not affect the adjacent roadways. As shown in Table 2 on page 13, pass-by and internal trips are estimated to constitute a portion of site related vehicular traffic and are included in the analyses. Trip Assignment The assignment of development related traffic provides the information necessary to determine the level of site related impacts to the area roadway system and intersections. It involves determining the volume of traffic and its movements along the roadway system and at area intersections. At a minimum, trip assignment must also consider route choice, how the existing transportation system functions, and travel times to and from the site. The resulting traffic assignment for the proposed Catron Crossing development at the study area intersections in the year 2027 is shown in Figure 12 on the following page. Non-Site Traffic Method of Projection In order to more accurately reflect the potential impacts from development generated traffic it is necessary to develop an estimate of non-site related traffic growth during the analysis period. Three primary means are typically used to estimate growth of non-site generated traffic, including the build-up method, the use of transportation plans or models, as well as the trends or growth rate method. The build-up method takes into account traffic growth due to approved or anticipated to be approved developments in the study area. Transportation plans or models typically provide estimates for traffic volumes for approximately 20 years into the future. The model volumes are usually provided for average weekday traffic, but can be converted to peak hour volumes including turning movements. However, the conversions can produce results that do not accurately reflect real-world conditions. The trends or growth rate method involves evaluating the historic traffic growth rates within a study area. The underlying assumption with this method is that historic growth trends will remain approximately the same and continue in the future. Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 16 Figure 12: Site Traffic Assignment Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 17 Estimated Volumes Estimated background traffic volumes for the 2027 development horizon were established by using the build-up method. In the vicinity of the proposed Catron Crossing development, the Bozeman Costco has proposed an expansion that also includes installing a new access from that site to Catamount Street at its intersection with A Avenue (Catron Crossing private drive). Included with the Transportation Impact Analysis for the Proposed Bozeman Costco Expansion (CW#16-0115) prepared by Kittelson & Associates of Boise, Idaho (March 31, 2017) were trip generation estimates as well as traffic assignment projections for the proposed Costco expansion plus the remaining build-out for Cattail Creek Subdivision Phases 1, 2, and 3 along with The Gallatin Center. Additionally, Billings Clinic owns property to the west of North 27th Avenue and there are a handful of undeveloped properties on the east side of North 27th Avenue adjacent to Catron Crossing. For the undeveloped properties in the vicinity along North 27th Avenue, rates from the Trip Generation, 9th Edition for (LUC) 750 – Office Park were utilized in estimating potential future trip generation for a total estimated development area of 71 acres. A summary of the total trip generation for those properties is provided in Table 3 below. Detailed analyses are included in Appendix C. Table 3: Estimated North 27th Avenue Future Development Trip Generation Summary Trip Generation Analysis Time Period Entering Vehicles Exiting Vehicles Total Vehicles Average Weekday 5,366 5,366 10,732 Average Weekday, A.M Peak Hour, One Hour Between 7 and 9 a.m. 1,068 93 1,161 Average Weekday, P.M Peak Hour, One Hour Between 4 and 6 p.m. 162 918 1,080 Average Saturday, Midday Peak Hour, One Hour Between 11 a.m. and 2 p.m. 103 29 132 It is estimated that development of the North 27th Avenue properties in the vicinity of Catron Crossing could potentially take 30 years or more for full build-out. Therefore, it estimated that the properties would only be partially developed through the 2027 analysis year included with this study. The total estimated 2027 traffic volumes resulting from future development are shown Figure 13 on the following page. The total 2027 background traffic volumes, which include current daily traffic combined with the build-up volumes, are shown in Figure 14 on page 19. Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 18 Figure 13: Estimated Build-Up Traffic Volumes Through 2027 Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 19 Figure 14: Estimated 2027 Background Traffic Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 20 Total Traffic Site-generated traffic from the proposed Catron Crossing development was combined with the estimated 2027 background traffic volumes to establish the estimated 2027 total traffic volumes that were used in the impact analyses. Estimated 2027 total traffic at the study area intersections is shown in Figure 15 on the following page. Pedestrians & Bicyclists A concrete trail is proposed to be completed along the western boundary of the proposed Catron Crossing development as shown in Figure 2 on page 3. An asphalt trail is proposed from X Street (proposed new local roadway) northwesterly along the eastern/northern boundary of Catron Crossing adjacent to East Valley Center Road, but outside of the dedicated right-of-way. Sidewalks are also proposed throughout the development. They are planned to be installed along the west side of A Avenue (proposed private drive) at a minimum as well as both sides of the proposed X Street. Mid-block crossings are also included for where the proposed concrete trail crosses Catamount Street and X Street. Transportation Analyses Methodologies This section documents the methodologies and assumptions used to conduct the traffic impact analyses for the proposed Catron Crossing development. Study methodology and analyses are based on ITE’s Recommended Practices for Transportation Impact Analyses for Site Development. These analyses are used to determine the project’s conformance with City of Bozeman and Montana Department of Transportation (MDT) policies and evaluate whether the proposed development’s impacts are perceptible to the average driver. Study Scenarios This study presents analyses of the following scenarios:  Existing Conditions  Estimated 2027 Background Traffic  Estimated 2027 Total Traffic Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 21 Figure 15: Estimated 2027 Total Traffic Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 22 Analysis Methodologies Transportation system operating conditions are typically described in terms of “level of service”. Level of service (LOS) is the performance measure used to evaluate the cumulative effects of such things as travel speed, traffic volumes, roadway and intersection capacity, travel delay, and traffic interruptions. Operating conditions are designated as LOS A through LOS F, which represents the most favorable to the least favorable operating conditions. Level of service for intersections is determined by control delay. Control delay is defined as the total elapsed time from when a vehicle stops at the end of a queue to the time the vehicle departs from the stop line. The total elapsed time includes the time required for the vehicle to travel from the last-in-queue position to the first-in-queue position, including deceleration of vehicles from the free flow speed to the speed of vehicles in the queue. Appendix A lists the delay/LOS criteria listed in the Highway Capacity Manual, 6th Edition | A Guide for Multimodal Mobility Analysis (HCM) published by the Transportation Research Board (TRB). Signalized Intersection Analyses Signalized intersection capacity and level of service analyses were performed using TEAPAC Complete 2016, Ver 9.01 08SEP16 Build 01 (TEAPAC) developed and maintained by Strong Concepts. These analyses are based on HCM analysis methodology for evaluating signalized intersections, which is based on the “operational analysis” procedure. This technique utilizes 1,900 passenger cars per hour of green per lane (pcphgpl) as the maximum saturation flow of a single lane at an intersection. This saturation flow rate is adjusted to account for lane width, on-street parking, conflicting pedestrians, traffic composition, and shared lane movements. Average delay is calculated by taking a volume-weighted average of all the delays for all vehicles entering the intersection. Two-Way Stop-Controlled (TWSC) Intersections Two-way stop-controlled (TWSC) intersection capacity and level of service analyses were performed using HCS TWSC Version 7.2 also developed and maintained by the McTrans Center. TWSC intersection analyses are based on Chapter 20 of the HCM. The HCM methodology for evaluating TWSC intersections is based on gap acceptance and conflicting traffic for vehicles stopped on the minor street approaches. The critical gap (or minimum acceptable gap) is defined as the minimum time interval in the major street traffic stream that allows entry for one minor street vehicle. Average control delay and LOS for the “worst approach” are reported. Level of service is not defined for the intersection as a whole. Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 23 Capacity & Level of Service Capacity and level of service analyses were performed for the study area intersections for 2017 current daily traffic volumes (shown in Figure 9 on page 10), estimated 2027 background traffic volumes (shown in Figure 14 on page 19), and estimated 2027 total traffic volumes (shown in Figure 15 on page 21. Evaluations were performed using the existing geometry and traffic control at each of the study area intersections to determine estimated capacity and level of service. The analyses are summarized in the figures on the following pages and detailed results are included in Appendix D. Need for Any Improvements 2017 Existing Conditions Capacity and level of service analyses for traffic conditions based on current daily traffic show that all of the study area intersections are functioning at LOS C or better, which is typically the minimum desirable level of service. Therefore, no additional improvements are necessary to mitigate existing traffic operations at any of the study area intersections. 2027 Estimated Background Traffic Conditions Estimated 2027 background traffic analyses show that all of the study area intersections would function at LOS C or better with the exception of the East Valley Center Road and Catamount Street intersection. However, the operations summary for that intersection shows that the substandard traffic operations are estimated to be experienced only on the existing westbound, private drive approach. Mitigation of substandard traffic operations on that private approach would be the responsibility of the owner of the property to which the approach serves. North 19th Avenue & East Valley Center Road At the intersection of North 19th Avenue and East Valley Center Road, eastbound left turns are projected to exceed the available queue storage of 525 feet during the weekday, PM peak hour. As shown in Figure 14 on page 19, the left turn demand volume during the weekday, PM peak hour is forecast to be approximately 370 vehicles. Per the MDT Traffic Engineering Manual, “At signalized intersections with high-turning volumes, dual left- and/or right turn lanes may be considered. However, multiple turn lanes may cause problems with right-of-way, lane alignment, crossing pedestrians and lane confusion for approaching drivers.” Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 24 Figure 16: Traffic Operations Summary for 2017 Existing Conditions Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 25 Figure 17: Traffic Operations Summary for 2027 Background Traffic Conditions Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 26 Figure 18: Traffic Operations Summary for 2027 Total Traffic Conditions Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 27 Eastbound Dual-Left Turn Lane & Southbound Right Turn Overlap Evaluation The intersection of North 19th Avenue and East Valley Center Road was evaluated for estimated 2027 background traffic volumes with the addition of an eastbound dual-left turn lane and the inclusion of a southbound right turn overlap. Cycle lengths currently utilized during the weekday, AM and PM peak periods as well as the Saturday, midday peak period were maintained for the signalized intersection traffic operations analyses. Presently, approximately seventy-three percent (73%) of the northbound traffic on North 19th Avenue utilizes the west through lane at the intersection due to the lane drop at the Interstate 90 eastbound on-ramp. It is anticipated that similar lane utilization would be experienced with the addition of an eastbound dual-left turn lane at the intersection of North 19th Avenue and East Valley Center Road. Therefore, the signalized intersection analyses incorporated a 73% lane utilization for the northern left turn lane. The results of the analyses are summarized in Table 4 on the following page. As shown in Table 4, with the addition of an eastbound dual-left turn lane at the intersection of North 19th Avenue and East Valley Center Road, increased vehicle delays are projected to be experienced during all peak periods. Additionally, the anticipated utilization of the northern left turn lane of approximately 73% results in estimated vehicle queue lengths still exceeding the available queue storage. Therefore, until modifications are made to North 19th Avenue to allow for two northbound through lanes north of the eastbound Interstate 90 on-ramp an eastbound dual-left turn lane at the intersection of North 19th Avenue and East Valley Center Road is not deemed a viable option for mitigating excessive queues or any substandard traffic operations. With ever increasing traffic volumes at the intersection of North 19th Avenue and East Valley Center Road, an alternative form of intersection traffic control or revised geometry may be necessary to improve overall traffic operations in the future. Multilane Roundabout Evaluation For comparison, the intersection of North 19th Avenue and East Valley Center Road was also evaluated under multilane roundabout control. Normally, a roundabout would not be included within a signalized roadway network; however, the intersection of North 19th Avenue and East Valley Center Road is at the northern end of the network, excluding the signalized intersection of North 19th Avenue and the westbound Interstate 90 ramps. Roundabout intersection capacity and level of service analyses were performed using HCS Roundabouts Version 7.2 developed and maintained by the McTrans Center at the University of Florida. Roundabout intersection analyses are based on Chapter 22 of the HCM. The HCM methodology for evaluating roundabout intersections is based on flow patterns and conflicting traffic for vehicles entering, circulating, and exiting the roundabout. Each approach to the roundabout was evaluated as having two lanes as were the number of circulating lanes within the roundabout. The results of the analyses are summarized in Table 5 on page 29. Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 28 Table 4: North 19th Avenue & East Valley Center Road Mitigation with Eastbound Dual-Left Turn Lane – Estimated 2027 Background Traffic Intersection Operations Summary Analysis Case Performance Measure Intersection EB (L) EB (LT) EB (R) WB (L) WB (TR) NB (L) NB (TR) SB (L) SB (T) SB (R) Weekday, AM Peak Hour Signalized Intersection 120 sec Cycle Length LOS C E C C D D D A C D C Delay (s/veh) 33.9 63.1 32.0 28.1 51.5 52.1 45.0 8.4 29.5 44.1 32.5 Volume to Capacity Ratio (v/c) 0.62 0.90 0.00 0.44 0.13 0.18 0.24 0.37 0.05 0.94 0.27 HCM 95% Max Queue Length (ft) - 375 2 216 25 29 51 183 17 463 135 Weekday, PM Peak Hour Signalized Intersection 150 sec Cycle Length LOS C E C C E E E B D C D Delay (s/veh) 32.5 63.1 33.5 27.4 67.3 68.7 63.6 15.1 36.4 30.8 46.3 Volume to Capacity Ratio (v/c) 0.59 0.92 0.01 0.32 0.08 0.20 0.81 0.67 0.06 0.58 0.54 HCM 95% Max Queue Length (ft) - 527 5 210 13 31 214 424 17 272 319 Saturday, Midday Peak Hour Signalized Intersection 140 sec Cycle Length LOS D E C C E E E C E D D Delay (s/veh) 43.8 64.4 34.2 28.3 59.8 62.1 61.1 26.0 65.8 52.7 50.7 Volume to Capacity Ratio (v/c) 0.72 0.90 0.01 0.49 0.07 0.29 0.86 0.69 0.22 0.94 0.64 HCM 95% Max Queue Length (ft) - 459 3 303 17 55 266 579 29 520 342 EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound L = Left; T = Through; R = Right; LTR = Left-Through-Right; LT = Left-Through; TR = Through-Right; LR = Left-Right = Substandard Level-of-Service | XXX = Queue Exceeds Available Storage Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 29 Table 5: North 19th Avenue & East Valley Center Road Mitigation with Multilane Roundabout – Estimated 2027 Background Traffic Intersection Operations Summary Analysis Case Performance Measure Intersection EB (L) EB (LTR) WB (LT) WB (R) NB (L) NB (LTR) SB (LT) SB (TR) Weekday, AM Peak Hour Two-Lane Roundabout Intersection LOS B C C A A A B A A Delay (s/veh) 12.6 24.8 21.4 8.7 7.7 4.7 10.8 9.1 8.2 Volume to Capacity Ratio (v/c) 0.54 0.66 0.64 0.04 0.04 0.09 0.56 0.52 0.49 HCM 95% Max Queue Length (ft) - 118 113 3 3 8 90 80 70 Weekday, PM Peak Hour Two-Lane Roundabout Intersection LOS D C A C B A F B A Delay (s/veh) 31.0 21.9 7.5 17.0 14.6 7.8 68.1 10.6 9.3 Volume to Capacity Ratio (v/c) 0.70 0.74 0.25 0.04 0.06 0.35 1.07 0.53 0.50 HCM 95% Max Queue Length (ft) - 163 25 3 5 40 603 83 70 Saturday, Midday Peak Hour Two-Lane Roundabout Intersection LOS C D D B B A D C C Delay (s/veh) 21.7 27.0 27.7 13.9 12.4 9.8 28.0 20.1 15.9 Volume to Capacity Ratio (v/c) 0.76 0.74 0.78 0.06 0.09 0.47 0.88 0.77 0.71 HCM 95% Max Queue Length (ft) - 155 183 5 8 63 305 193 155 EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound L = Left; T = Through; R = Right; LTR = Left-Through-Right; LT = Left-Through; TR = Through-Right; LR = Left-Right = Substandard Level-of-Service Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 30 As shown in Table 5 on the previous page, the intersection of North 19th Avenue and East Valley Center Road may experience improved traffic operations with the installation of a roundabout versus modifying the existing signalized intersection geometry. Level of service between a roundabout and a traffic signal is not directly comparable as the HCM delineates differing delay criteria for roundabout controlled intersections versus signalized intersections. In terms of average vehicle delay, a roundabout controlled intersection has lower values for the intersection as a whole as well as for nearly every movement when compared to operations under signalized traffic control. The LOS F during the weekday, PM peak period for the northbound left-through-right lane only slightly differs than the estimated value for the signalized intersection with a dual-left turn lane for estimated 2027 background traffic volumes. Although it appears that a two-lane roundabout may offer more favorable traffic operations overall, it still has operational issues during peak periods. Including a third lane on the eastbound and northbound approaches as well as an additional circulating lane within the roundabout for the eastbound and northbound movements may improve operations. The HCM does not define analysis procedures beyond two approach and conflicting circulating lanes. A two-lane roundabout may not be a viable alternative for mitigating traffic operations at the intersection of North 19th Avenue and East Valley Center Road. Therefore, if a roundabout was selected as a preferred mitigation alternative more rigorous analyses with the inclusion of a third lane for the northbound and eastbound approaches as well as within portions of the circulating lanes of the roundabout could be completed to verify performance and safety. 2027 Estimated Total Traffic Conditions The results of the estimated 2027 total traffic analyses are similar to those for the 2027 background traffic analyses. Again, the substandard traffic operations at the intersection of East Valley Center Road and Catamount Street are projected to be experienced only on the existing westbound, private drive approach. Once more, mitigation of substandard traffic operations on that private approach would be the responsibility of the owner of the property to which the approach serves. With the addition of Catron Crossing traffic, the Catamount Street and A Avenue intersection is projected to experience substandard traffic operations on the southbound, private A Avenue approach during the Saturday, midday peak period. The right turn traffic volumes from the proposed Costco access to Catamount Street at that intersection limit the number of available gaps for left turns from the A Avenue private approach, which leads to the increased delays forecast on that approach. Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 31 Because the Comfort Suites hotel site has already been constructed and the Taco Bell site is nearly complete at the time of this study, their proximity to the A Avenue roadway limit the opportunity for any widening on that approach to accommodate any turn lanes for mitigation. Due to the limited queue storage availability between A Avenue and East Valley Center Road on Catamount Street, all-way stop control is not a viable option for mitigating substandard traffic operations. Similarly to all-way stop control, the closeness of the intersection to East Valley Center Road also discourages traffic signal control as a means of mitigation. Roundabout control would only be an option if it were installed such that additional right-of-way was not necessary on the north side of Catamount Street, noting the existing and soon to be completed site improvements for the Comfort Suites hotel and Taco Bell. Therefore, allowing for LOS D during the Saturday, midday peak period may be the only viable option for the intersection of Catamount Street and A Avenue. As was the case with estimated 2027 background traffic volumes, vehicle queues for the through-left turn movement at the intersection of North 19th Avenue and East Valley Center Road are projected to exceed the available queue storage under 2027 total traffic volumes during the weekday, PM peak hour. As discussed previously, until modifications are made to North 19th Avenue to allow for two northbound through lanes north of the eastbound Interstate 90 on-ramp an eastbound dual-left turn lane at the intersection of North 19th Avenue and East Valley Center Road is not deemed a viable option for mitigating excessive queues or any substandard traffic operations. Analyses of a two-lane roundabout were performed for estimated 2027 total traffic conditions and are summarized in Table 6 on the following page. As was the case with estimated 2027 background traffic conditions, a two-lane roundabout may offer more favorable operations in terms of average vehicle delay when compared to signalized control for the intersection; however, it is not projected to mitigate all of the operational issues at the intersection and would not meet the City of Bozeman’s level of service criteria for an intersection. Pedestrian & Bicyclist Connectivity As noted previously, a concrete trail is proposed to be completed along the western boundary of the proposed Catron Crossing development as shown in Figure 2 on page 3. An asphalt trail is proposed from X Street (proposed new local roadway) northwesterly along the eastern/northern boundary of Catron Crossing adjacent to East Valley Center Road, but outside of the dedicated right-of-way. Sidewalks are also proposed throughout the development. They are planned to be installed along the west side of A Avenue (proposed private drive) at a minimum as well as both sides of the proposed X Street. Mid-block crossings are also included for where the proposed concrete trail crosses Catamount Street and X Street. These improvements would fill-in some of the missing sidewalk and pathway sections shown in Figure 10 on page 12, enhancing the connectivity to the surrounding businesses and neighborhoods. Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 32 Table 6: North 19th Avenue & East Valley Center Road Mitigation with Multilane Roundabout – Estimated 2027 Total Traffic Intersection Operations Summary Analysis Case Performance Measure Intersection EB (L) EB (LTR) WB (LT) WB (R) NB (L) NB (LTR) SB (LT) SB (TR) Weekday, AM Peak Hour Two-Lane Roundabout Intersection LOS B D C A A A B B A Delay (s/veh) 14.4 29.5 24.9 9.4 8.3 5.3 11.4 10.4 9.3 Volume to Capacity Ratio (v/c) 0.58 0.73 0.70 0.05 0.04 0.14 0.57 0.58 0.54 HCM 95% Max Queue Length (ft) - 148 138 3 3 13 95 98 85 Weekday, PM Peak Hour Two-Lane Roundabout Intersection LOS E D A C C A F B A Delay (s/veh) 36.2 27.7 7.8 18.0 15.3 8.6 81.8 11.2 9.8 Volume to Capacity Ratio (v/c) 0.72 0.81 0.27 0.05 0.06 0.38 1.10 0.56 0.52 HCM 95% Max Queue Length (ft) - 213 28 3 5 45 670 88 75 Saturday, Midday Peak Hour Two-Lane Roundabout Intersection LOS C D D B B B D C C Delay (s/veh) 22.8 25.1 32.8 14.2 12.7 10.3 26.5 23.6 18.0 Volume to Capacity Ratio (v/c) 0.78 0.71 0.83 0.06 0.09 0.50 0.87 0.81 0.75 HCM 95% Max Queue Length (ft) - 140 218 5 8 73 293 225 178 EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound L = Left; T = Through; R = Right; LTR = Left-Through-Right; LT = Left-Through; TR = Through-Right; LR = Left-Right = Substandard Level-of-Service Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 33 Findings Existing Conditions Traffic Operations From the capacity and level of service analyses for current daily traffic conditions, it was identified that all of the study area intersections are functioning at LOS C or better. Therefore, no additional improvements are necessary to mitigate existing traffic operations at any of the study area intersections. Pedestrian & Bicyclist Connectivity In the vicinity of the proposed Catron Crossing development, there is an existing network of trails and sidewalks as shown in Figure 10 on page 12. However, no crossings of East Valley Center Road are presently installed adjacent to the site, nor do the adjacent asphalt surface trails currently link to any pedestrian or bicyclist networks. Other than sidewalks along the north side of Catamount Street and on-site for the Comfort Suites hotel, no other hard surface trails or sidewalks presently exist within the Catron Crossing development or on the immediately adjacent transportation network. Transit Service Streamline transit service does not currently offer any routes that provide service within the study area. 2027 Estimated Background Traffic Estimated 2027 background traffic analyses show that only the East Valley Center Road and Catamount Street intersection is projected to have any substandard traffic operations, but these are estimated to be experienced only on the existing westbound, private drive approach. Mitigation of substandard traffic operations on that private approach would be the responsibility of the owner of the property to which the approach serves. At the intersection of North 19th Avenue and East Valley Center Road, eastbound left turns are projected to exceed the available queue storage of 525 feet during the weekday, PM peak hour. The addition of an eastbound dual-left turn lane with the inclusion of a southbound right turn overlap for estimated 2027 background traffic volumes found increased vehicle delays during all peak periods. Additionally, the anticipated utilization of the northern left turn lane of approximately 73% results in estimated vehicle queue lengths still exceeding the available queue storage. Analyses of the intersection under two-lane roundabout control yielded reduced average vehicle delays and a majority of vehicle queues; however, it would not address all of the intersection traffic operations issues nor would it meet the City of Bozeman’s level of service standards. Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 34 2027 Estimated Total Traffic & Catron Crossing Full Build-Out Traffic Operations The results of the estimated 2027 total traffic analyses are similar to those for the 2027 background traffic analyses. Again, the substandard traffic operations at the intersection of East Valley Center Road and Catamount Street are projected to be experienced only on the existing westbound, private drive approach. Once more, mitigation of substandard traffic operations on that private approach would be the responsibility of the owner of the property to which the approach serves. With the addition of Catron Crossing traffic, the Catamount Street and A Avenue intersection is projected to experience substandard traffic operations on the southbound, private A Avenue approach during the Saturday, midday peak period. The right turn traffic volumes from the proposed Costco access to Catamount Street at that intersection limit the number of available gaps for left turns from the A Avenue private approach, which leads to the increased delays forecast on that approach. As was the case with estimated 2027 background traffic volumes, vehicle queues for the through-left turn movement at the intersection of North 19th Avenue and East Valley Center Road are projected to exceed the available queue storage under 2027 total traffic volumes during the weekday, PM peak hour. Modifications would be necessary to North 19th Avenue to allow for two northbound through lanes north of the eastbound Interstate 90 on-ramp for an eastbound dual-left turn lane at the intersection of North 19th Avenue and East Valley Center Road to be a viable option for mitigating excessive queues or any substandard traffic operations. Two-lane roundabout analyses for estimated 2027 total traffic conditions showed the potential for more favorable operations in terms of average vehicle delay when compared to signalized control for the intersection; however, it is not projected to mitigate all of the operational issues at the intersection and would not meet the City of Bozeman’s level of service criteria for an intersection. Pedestrian & Bicyclist Connectivity As noted previously, a concrete trail is proposed to be completed along the western boundary of the proposed Catron Crossing development as shown in Figure 2 on page 3. An asphalt trail is proposed from X Street (proposed new local roadway) northwesterly along the eastern/northern boundary of Catron Crossing adjacent to East Valley Center Road, but outside of the dedicated right-of-way. Sidewalks are also proposed throughout the development. They are planned to be installed along the west side of A Avenue (proposed private drive) at a minimum as well as both sides of the proposed X Street. Mid-block crossings are also included for where the proposed concrete trail crosses Catamount Street and X Street. These improvements would fill-in some of the missing sidewalk and pathway sections shown in Figure 10 on page 12, enhancing the connectivity to the surrounding businesses and neighborhoods. Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 35 Transit Service With continued growth in the area and future potential expansion of Streamline transit service, it is possible that Streamline may offer routes in the area in the future. No future routes no transit service improvements have been identified at this time. Compliance with Applicable Local Codes All improvements on-site should be completed in accordance with City of Bozeman design standards at a minimum. The proposed accesses are subject to review and approval (for both location and design) by the appropriate reviewing agency. As required, any accesses and on-site driveways should be designed to accommodate the appropriate design vehicles. For a commercial development, consideration must be given to the appropriate delivery design vehicle at a minimum. Conclusions & Recommendations Analysis of trip generation estimates, site circulation, and traffic operations reveal that the proposed Catron Crossing development will have minimal impact on the area transportation system. For the proposed site, the following are recommended: Traffic Operations 2017 Existing Conditions Capacity and level of service analyses for traffic conditions based on current daily traffic show that all of the study area intersections are functioning at LOS C or better. Therefore, no additional improvements are necessary to mitigate existing traffic operations at any of the study area intersections. 2027 Future Traffic Operations For estimated 2027 background and total traffic conditions, East Valley Center Road and its intersections with North 19th Avenue and Catamount Street were projected to experience any traffic operational issues as well as the intersection of Catamount Street and A Avenue. Recommendations for mitigating substandard traffic operations for estimated 2027 background and total traffic conditions or conclusions drawn from the analyses, as applicable, are provided in the following paragraphs. Recommendations for X Street and its intersections with East Valley Center Road and A Avenue are also provided. Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 36 North 19th Avenue & East Valley Center Road With continued traffic growth along North 19th Avenue and East Valley Center Road, the intersection of these roadways may require mitigation to address excessive vehicle queuing on the eastbound approach resulting from the left turn demand on that approach. Mitigation for the excessive queues as well as improvements to movements that are estimated to experience substandard operations may include the following recommendations:  Option A: Projected left-turning vehicle volumes on the eastbound, East Valley Center Road approach may justify the installation of a dual-left turn lane. For an eastbound, dual-left turn lane to be effective modifications would need to be made to North 19th Avenue to allow for two northbound through lanes north of the eastbound Interstate 90 on-ramp. An eastbound dual-left turn lane at the intersection of North 19th Avenue and East Valley Center Road is not deemed a viable option for mitigating excessive queues or any substandard traffic operations without the additional improvements to North 19th Avenue.  Option B: A multilane roundabout at the intersection of North 19th Avenue and East Valley Center Road is projected to reduce average vehicle delays at the intersection versus those under signalized intersection traffic control. Three approach and circulating lanes may be required for eastbound and northbound movements. The potential need for mitigation at the intersection of North 19th Avenue and East Valley Center Road is based on traffic growth projections for the area through the year 2027 and not directly related to traffic impacts resulting from the proposed Catron Crossing development. East Valley Center Road & Catamount Street  Projected traffic growth on Catamount Street is forecast to degrade traffic operations for the westbound approach at the intersection of East Valley Center Road and Catamount Street. Mitigation of substandard traffic operations on that private approach would be the responsibility of the owner of the property to which the approach serves. Degradation in traffic operations for the westbound approach at the intersection of East Valley Center Road and Catamount Street is based on traffic growth projections for the area through the year 2027 and not directly related to traffic impacts resulting from Catron Crossing. Catamount Street & A Avenue  The intersection of Catamount Street and A Avenue is projected to operate at LOS D during the Saturday, midday peak hour for projected 2027 total traffic volumes, which is less than the minimum desirable LOS C. Because the Comfort Suites hotel site has already been constructed and the Taco Bell site is nearly complete at the time of this study, their proximity to the A Avenue roadway limit the opportunity for any widening on that approach to accommodate any turn lanes for mitigation.  Due to the limited queue storage availability between A Avenue and East Valley Center Road on Catamount Street, all-way stop control is not a viable option for mitigating substandard traffic operations.  Traffic signal control would not be an acceptable means of mitigation due to the proximity of the intersection to East Valley Center Road. Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 37  Roundabout control is a limited option that would require that no additional right-of-way be necessary on the north side of Catamount Street, noting the existing and soon to be completed site improvements for the Comfort Suites hotel and Taco Bell.  Allowing for LOS D during the Saturday, midday peak period on the existing private drive approach of A Avenue to Catamount Street is recommended. East Valley Center Road & X Street Due to the anticipated significant right turning vehicular demand on the eastbound approach at the intersection of East Valley Center Road and X Street, the following is recommended:  The eastbound, X Street approach to East Valley Center Road should be constructed to include a dedicated right turn lane as well as a shared through-left turn lane.  Stop control should remain on that approach as is currently installed. The existing stop sign should be removed and replaced with the improvements on that approach. X Street & A Avenue  Two-way stop control is recommended to be installed on the northbound and southbound approaches at the proposed intersection of X Street and A Avenue.  A queue storage length of 50 feet is recommended on the northbound and southbound approaches to accommodate delivery truck vehicles, with an absolute minimum queue storage of 25 feet to limit driveways being blocked by queued vehicles on each of those approaches. Pedestrian & Bicyclist Connectivity  The addition of pathways along the western boundary of the Catron Crossing development as well as East Valley Center Road adjacent to the development should be included with site improvements as currently proposed.  Sidewalk connections proposed within the Catron Crossing development should be incorporated as each lot develops. Internal Site Considerations  Driveways and internal drive aisles need to be designed for the appropriate vehicles that may access the facility, including solid waste vehicles, delivery trucks, and emergency vehicles.  Adequate sight distance must be preserved at driveways, internal intersections, and crosswalks for driver, pedestrian, and bicyclist safety in accordance with City of Bozeman and American Association of State Highway and Transportation Officials (AASHTO) standards. Traffic Control Guidance  Any traffic control improvements installed within the site or along adjacent roadways must be in accordance with Montana Department of Transportation, City of Bozeman, Gallatin County, and the Manual on Uniform Traffic Control Devices standards. Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana 38 References 1. American Association of State Highway and Transportation Officials. (August 2012). A Policy on Geometric Design of Highways and Streets, 2011 6th Edition. Washington, DC: Author. 2. City of Bozeman. (July 20, 2017). Bozeman Municipal Code. Tallahassee, FL: Municode. 3. Institute of Transportation Engineers. (2005). Transportation Impact Analyses for Site Development: An ITE Proposed Recommended Practice. Washington, DC: Author. 4. Institute of Transportation Engineers. (2012). Trip Generation, 9th Edition. Washington, DC: Author. 5. Institute of Transportation Engineers. (June 2004). Trip Generation Handbook: An ITE Recommended Practice. Washington, DC: Author. 6. Kittelson & Associates. (March 31, 2017). Transportation Impact Analysis for the Proposed Bozeman Costco Expansion (CW#16-0115) – Bozeman, Montana. Issaquah, WA: Author. 7. Montana Department of Transportation. (November 2007). Montana Traffic Engineering Manual. Helena, MT: Author. 8. Robert Peccia & Associates and Alta Planning & Design. (April 25, 2017). Bozeman Transportation Master Plan. Bozeman, MT: City of Bozeman. 9. Stover, Vergil G. and Frank K. Koepke. (2002). Transportation and Land Development, 2nd Edition. Washington, DC: Institute of Transportation Engineers. 10. Transportation Research Board. (2016). Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis. Washington, DC: Author. 11. United States Department of Transportation – Federal Highway Administration. (May 2012). Manual on Uniform Traffic Control Devices for Streets and Highways, 2009 Edition with Revision Numbers 1 and 2. Washington DC: Author. APPENDIX A LEVEL OF SERVICE CONCEPTS, ANALYSIS METHODOLOGIES, & STANDARDS OF SIGNIFICANCE Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana Appendix A: Level of Service Concepts, Analysis Methodologies, & Standards of Significance | A-1 Unsignalized Intersection Level of Service The method presented in Highway Capacity Manual (HCM2010) published by the Transportation Research Board (TRB) for evaluating unsignalized, stop controlled intersections is based on the average total delay for each impeded movement. As used here, total delay is defined as the total elapsed time from when a vehicle stops at the end of a queue until the vehicle departs from the stop line. This time includes the time required for the vehicle to travel from the last-in-queue to the first-in-queue position. The average total delay for any particular minor movement is a function of the service rate or capacity of the approach and the degree of saturation. The resulting delay is used to determine the level of service as shown in Table A-1 below. Table A-1: Level of Service Criteria for Stop-Controlled Intersections Average Control Delay Level of Service (LOS) Characteristics ≤ 10 seconds LOS A – Little or no delay 10.1 – 15.0 seconds LOS B – Short traffic delay 15.1 – 25.0 seconds LOS C – Average traffic delay 25.1 – 35.0 seconds LOS D – Long traffic delays 35.1 – 50.0 seconds LOS E – Very long traffic delays > 50.1 seconds LOS F – When the demand exceeds the capacity of the lane, extreme delays will be encountered and queuing may cause severe congestion to the intersection. Source: Highway Capacity Manual 2010 (Transportation Research Board, 2010) Source: Exhibit 17-20. Highway Capacity Manual 2000, Pg. 17-24 (Transportation Research Board, 2000) Figure A-1: Control Delay and Flow Rate Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana A-2 | Appendix A: Level of Service Concepts, Analysis Methodologies, & Standards of Significance Roundabout Intersection Level of Service The HCM2010 analysis method for evaluating roundabout controlled intersections is also based on the average total delay for each impeded movement. Roundabout capacity and level-of-service is largely influenced by traffic flow patterns – the number of entering vehicles and on what approach legs; the volume of vehicles circulating within the roundabout; and the volume of vehicles exiting the roundabout and at what departure legs. At the time of publishing the HCM2010 there had not been a significant amount of research on driver perceptions of control delay at roundabout controlled intersections. Therefore, level-of-service for a roundabout controlled intersection has been modeled similarly to that of a two-way or all-way stop-controlled intersection. The level-of-service criteria for a roundabout are summarized in Table A-2 below. Table A-2: Level of Service Criteria for Roundabout Controlled Intersections Average Control Delay Level of Service (LOS) Characteristics ≤ 10 seconds LOS A – Little or no delay 10.1 – 15.0 seconds LOS B – Short traffic delay 15.1 – 25.0 seconds LOS C – Average traffic delay 25.1 – 35.0 seconds LOS D – Long traffic delays 35.1 – 50.0 seconds LOS E – Very long traffic delays > 50.1 seconds LOS F – When the demand exceeds the capacity of the lane, extreme delays will be encountered and queuing may cause severe congestion to the intersection. Source: Highway Capacity Manual 2010 (Transportation Research Board, 2010) Signalized Intersection Level of Service The operational analysis method for evaluation of signalized intersections presented in the HCM2010 defines level of service in terms of delay, or more specifically, control stopped delay per vehicle. Delay is a measure of driver and/or passenger discomfort, frustration, fuel consumption, and lost travel time. The level of service criteria for signalized intersections is presented in Table A-3 on the following page. Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana Appendix A: Level of Service Concepts, Analysis Methodologies, & Standards of Significance | A-3 Table A-3: Level of Service Criteria for Signalized Intersections Control Stopped Delay Per Vehicle Level of Service (LOS) Characteristics ≤ 10 seconds LOS A – Operations with very low delay. This occurs when progression is extremely favorable, and most vehicles do not stop at all. Short cycle lengths may also contribute to low delay. 10.1 – 20.0 seconds LOS B – Operations with generally good progression and/or short cycle lengths. More vehicles stop than for LOS A, causing higher levels of average delay. 20.1 – 35.0 seconds LOS C – Operations with higher delays, which may result from fair progression and/or longer cycle lengths. Individual cycle failures may begin to appear at this level. The number of vehicles stopping is significant at this level, although many still pass through the intersection without stopping. 35.1 – 55.0 seconds LOS D – Operations with high delay, resulting from some combination of unfavorable progression, long cycle lengths, or high volumes. The influence of congestion becomes more noticeable, and individual cycle failures are noticeable. 55.1 – 80.0 seconds LOS E – Considered being the limit of acceptable delay. Individual cycle failures are frequent occurrences. > 80.1 seconds LOS F – A condition of excessively high delay, considered unacceptable to most drivers. This condition often occurs when arrival flow rates exceed the capacity of the intersection. Poor progression and long cycle lengths may also be major contributing causes to such delay. Source: Highway Capacity Manual 2010 (Transportation Research Board, 2000) City of Bozeman Standards The City of Bozeman Unified Development Ordinance (UDO) identifies specific standards for transportation facilities and access. The standards pertaining to this study are identified in the paragraphs that follow. Traffic Progression Section 38.24.060.B.3 of the UDO conveys specific requirements for the spacing of potential intersections with traffic signals. This Section states the following: “Traffic progression will be of paramount importance. Consequently, all potential intersections with signals will be placed on quarter-mile points unless otherwise approved by the review authority.” Level of Service Standards Level of service standards for arterial and collector streets as well as intersections with arterial and collector streets are stated in Section 38.24.060.B.4 of the UDO. Those standards are as follows: Traffic Impact Study Catron Crossing | Bozeman, Gallatin County, Montana A-4 | Appendix A: Level of Service Concepts, Analysis Methodologies, & Standards of Significance All arterial and collector streets and intersections with arterial and collector streets shall operate at a minimum level of service "C" unless specifically exempted by this subsection. Level of service (LOS) values shall be determined by using the methods defined by the most recent edition of the Highway Capacity Manual. A development shall be approved only if the LOS requirements are met in the design year, which shall be a minimum of 15 years following the development application review or construction of mitigation measures if mitigation measures are required to maintain LOS. Intersections shall have a minimum acceptable LOS of "C" for the intersection as a whole. a. Exception: If an intersection within the area required to be studied by section 38.41.060.A.12 does not meet LOS "C" and the intersection has been fully constructed to its maximum lane and turning movement capacity, then an LOS of less than "C" is acceptable. b. Exception: The review authority may accept an LOS of less than "C" at a specific intersection if: (1) A variance to allow a lesser LOS was approved not more than two years prior to the date an application for development being reviewed is determined to be adequate for review; (2) The request was made in writing with the application; and (3) The circumstances are in the professional judgment of the review authority substantially the same as when the variance was granted. APPENDIX B TRAFFIC COUNT DATA APPENDIX B-1 WEEKDAY, AM PEAK PERIOD INTERSECTION TURNING MOVEMENT VOLUMES Page 1/1 Intersection: Location: Date Count Performed: Count Time Period: Seasonal Adjustment Factors:0.88 0.88 Street/Approach Total Peak Hour %% Buses % Heavy Road Movement 7:00 7:15 7:30 7:45 8:00 8:15 8:30 8:45 Total %%Volume PHF Trucks & RV's Vehicles L 11 10 7 11 15 17 21 21 113 13.12%3.53%50 0.74 5.31%2.65%7.96% T 62 95 97 112 73 114 92 91 736 85.48%23.02%396 0.87 5.16%0.14%5.30% R 2 1 1 3 2 1 0 1 11 1.28%0.34%7 0.58 9.09%0.00%9.09% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 1 0 0 0 1 0.12%0.03%1 0.25 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 2 4 1 3 4 4 4 4 26 1.70%0.81%12 0.75 30.77%3.85%34.62% T 99 156 195 217 165 165 150 174 1321 86.28%41.32%742 0.85 2.57%0.23%2.80% R 13 18 23 22 35 19 25 29 184 12.02%5.76%99 0.71 3.26%3.80%7.07% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 32 42 54 67 43 40 41 35 354 46.09%11.07%204 0.76 3.95%2.82%6.78% T 0 0 0 1 0 0 1 0 2 0.26%0.06%1 0.25 0.00%0.00%0.00% R 34 56 68 67 53 45 38 51 412 53.65%12.89%233 0.86 1.94%1.46%3.40% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 0 0 2 1 2 2 0 1 8 21.62%0.25%7 0.88 12.50%0.00%12.50% T 0 1 0 2 0 0 0 0 3 8.11%0.09%2 0.25 0.00%0.00%0.00% R 3 2 4 4 4 4 4 1 26 70.27%0.81%16 1.00 34.62%0.00%34.62% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 258 385 452 510 397 411 376 408 3197 100.00%1770 0.87 3.91%0.97%4.88% 1605 1744 1770 1694 1592 Weekday, AM Peak Period Major Roadway =Minor Roadway = Intersection Turning Movement Count Summary Hourly VolumeEast Valley Center RoadFrom the West (EB)Rest Area AccessFrom the East (WB)Start Time North 19th AvenueFrom the South (NB)North 19th AvenueFrom the North (SB)Intersection Totals North 19th Avenue & East Valley Center Road Bozeman, Gallatin County, Montana Wednesday, May 3, 2017 | By: Morrison-Maierle N:\2605\025\Traffic Data\Traffic Count Data\N-19th-Ave+E-Valley-Center-Rd_Weekday-AM_2017-05-03.xlsx Printed On: 7/17/2017 Page 1/1 Intersection: Location: Date Count Performed: Count Time Period: Seasonal Adjustment Factors:1.00 0.93 Street/Approach Total Peak Hour %% Buses % Heavy Road Movement 7:00 7:15 7:30 7:45 8:00 8:15 8:30 8:45 Total %%Volume PHF Trucks & RV's Vehicles L 8 3 1 4 5 1 1 1 24 72.73%3.83%16 0.50 4.17%25.00%29.17% R 4 0 0 0 0 0 0 2 6 18.18%0.96%4 0.25 0.00%50.00%50.00% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 1 0 0 1 1 0 0 0 3 9.09%0.48%2 0.50 T 42 54 68 84 57 49 53 44 451 96.16%71.93%248 0.74 2.88%0.44%3.33% R 1 0 0 3 3 2 6 3 18 3.84%2.87%4 0.33 0.00%5.56%5.56% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 2 0 0 0 0 2 2 1 7 5.60%1.12%2 0.25 0.00%71.43%71.43% T 18 14 16 15 8 18 15 14 118 94.40%18.82%63 0.88 5.08%1.69%6.78% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 76 71 85 107 74 72 77 65 627 100.00%339 0.79 3.67%3.03%6.70% 339 337 338 330 288 Weekday, AM Peak Period Minor Roadway =Major Roadway = Intersection Turning Movement Count Summary Hourly VolumeEast Valley Center RoadFrom the West (EB)East Valley Center RoadFrom the East (WB)Start Time North 27th AvenueFrom the South (NB)Intersection Totals East Valley Center Road & North 27th Avenue Bozeman, Gallatin County, Montana Thursday, May 4, 2017 | By: Morrison-Maierle N:\2605\025\Traffic Data\Traffic Count Data\E-Valley-Center-Rd+N-27th-Ave_Weekday-AM_2017-05-04.xlsx Printed On: 7/3/2017 Page 1/1 Intersection: Location: Date Count Performed: Count Time Period: Seasonal Adjustment Factors:0.97 1.00 Street/Approach Total Peak Hour %% Buses % Heavy Road Movement 7:00 7:15 7:30 7:45 8:00 8:15 8:30 8:45 Total %%Volume PHF Trucks & RV's Vehicles L 3 1 2 3 5 4 5 5 28 14.51%3.35%11 0.55 0.00%10.71%10.71% T 18 13 15 20 18 18 20 20 142 73.58%17.01%66 0.83 0.70%4.93%5.63% R 0 2 2 1 0 1 2 2 10 5.18%1.20%5 0.63 0.00%0.00%0.00% U-Turn 1 1 2 0 5 1 1 2 13 6.74%1.56%8 0.40 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 0 0 0 1 0 1 0 0 2 0.39%0.24%1 0.25 0.00%0.00%0.00% T 43 65 86 97 60 49 41 68 509 99.22%60.96%308 0.79 1.18%1.57%2.75% R 0 0 0 1 0 1 0 0 2 0.39%0.24%1 0.25 0.00%0.00%0.00% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 0 0 0 2 0 1 1 0 4 4.30%0.48%2 0.25 50.00%0.00%50.00% T 0 0 0 0 0 1 0 0 1 1.08%0.12%0 0.00 0.00%0.00%0.00% R 9 10 15 15 10 10 6 12 87 93.55%10.42%50 0.83 1.15%6.90%8.05% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 1 1 1.08%0.12%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 7 7 1 3 1 4 9 0 32 88.89%3.83%12 0.43 6.25%0.00%6.25% T 0 0 0 0 0 0 0 1 1 2.78%0.12%0 0.00 0.00%0.00%0.00% R 2 0 0 0 0 0 0 0 2 5.56%0.24%0 0.00 0.00%0.00%0.00% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 1 0 1 2.78%0.12%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 83 99 123 143 99 91 86 111 835 100.00%464 0.81 1.44%2.87%4.31% 448 464 456 419 387 Weekday, AM Peak Period Major Roadway =Minor Roadway = Intersection Turning Movement Count Summary Hourly VolumeCatamount StreetFrom the West (EB)C'mon Inn &Outback Steakhouse AccessFrom the East (WB)Start Time East Valley Center RoadFrom the South (NB)East Valley Center RoadFrom the North (SB)Intersection Totals East Valley Center Road & Catamount Street Bozeman, Gallatin County, Montana Wednesday, May 3, 2017 | By: Morrison-Maierle N:\2605\025\Traffic Data\Traffic Count Data\E-Valley-Center-Rd+Catamount-St_Weekday-AM_2017-05-03.xlsx Printed On: 7/5/2017 Page 1/1 Intersection: Location: Date Count Performed: Count Time Period: Seasonal Adjustment Factors:1.00 1.00 Street/Approach Total Peak Hour %% Buses % Heavy Road Movement 7:00 7:15 7:30 7:45 8:00 8:15 8:30 8:45 Total %%Volume PHF Trucks & RV's Vehicles L 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% T 6 8 15 11 8 10 5 8 71 100.00%57.26%44 0.73 2.82%8.45%11.27% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 T 2 0 2 1 4 3 4 2 18 60.00%14.52%10 0.63 0.00%16.67%16.67% R 1 0 0 3 1 2 1 4 12 40.00%9.68%6 0.50 0.00%0.00%0.00% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 2 2 0 5 2 2 2 4 19 82.61%15.32%9 0.45 5.26%0.00%5.26% R 0 0 2 0 0 0 0 0 2 8.70%1.61%2 0.25 0.00%0.00%0.00% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 1 0 0 0 0 1 4.35%0.81%1 0.25 Bike 0 0 0 0 0 0 0 1 1 4.35%0.81%0 0.00 11 10 19 21 15 17 12 19 124 100.00%72 0.86 3.23%7.26%10.48% 61 65 72 65 63 Weekday, AM Peak Period Major Roadway =Minor Roadway = Intersection Turning Movement Count Summary Hourly VolumePrivate DriveComfort Suites East AccessFrom the North (SB)Start Time Catamount StreetFrom the West (EB)Catamount StreetFrom the East (WB)Intersection Totals Catamount Street & Comfort Suites East Access Bozeman, Gallatin County, Montana Wednesday, May 3, 2017 | By: Morrison-Maierle N:\2605\025\Traffic Data\Traffic Count Data\Catamount-St+Comfort-Suites-East_Weekday-AM_2017-05-03.xlsx Printed On: 7/13/2017 Page 1/1 Intersection: Location: Date Count Performed: Count Time Period: Seasonal Adjustment Factors:1.00 1.00 Street/Approach Total Peak Hour %% Buses % Heavy Road Movement 7:00 7:15 7:30 7:45 8:00 8:15 8:30 8:45 Total %%Volume PHF Trucks & RV's Vehicles L 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% T 6 8 16 11 6 10 4 8 69 100.00%71.88%43 0.67 1.45%8.70%10.14% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 T 2 0 4 1 4 3 4 2 20 100.00%20.83%12 0.75 0.00%15.00%15.00% R 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 0 0 0 1 1 0 1 0 3 42.86%3.13%2 0.50 33.33%0.00%33.33% R 2 0 0 0 0 0 0 0 2 28.57%2.08%0 0.00 0.00%0.00%0.00% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 1 0 0 0 0 1 14.29%1.04%1 0.25 Bike 0 0 0 0 0 0 0 1 1 14.29%1.04%0 0.00 10 8 20 14 11 13 9 11 96 100.00%58 0.73 3.13%9.38%12.50% 52 53 58 47 44 Weekday, AM Peak Period Major Roadway =Minor Roadway = Intersection Turning Movement Count Summary Hourly VolumeComfort Suites West AccessFrom the North (SB)Start Time Catamount StreetFrom the West (EB)Catamount StreetFrom the East (WB)Intersection Totals Catamount Street & Comfort Suites West Access Bozeman, Gallatin County, Montana Wednesday, May 3, 2017 | By: Morrison-Maierle N:\2605\025\Traffic Data\Traffic Count Data\Catamount-St+Comfort-Suites-West_Weekday-AM_2017-05-03.xlsx Printed On: 7/13/2017 Page 1/1 Intersection: Location: Date Count Performed: Count Time Period: Seasonal Adjustment Factors:1.00 1.00 Street/Approach Total Peak Hour %% Buses % Heavy Road Movement 7:00 7:15 7:30 7:45 8:00 8:15 8:30 8:45 Total %%Volume PHF Trucks & RV's Vehicles L 1 0 1 4 5 0 6 1 18 25.00%6.57%15 0.63 0.00%0.00%0.00% T 4 4 1 3 4 12 9 4 41 56.94%14.96%28 0.58 2.44%46.34%48.78% R 0 2 1 2 1 1 2 1 10 13.89%3.65%6 0.75 0.00%0.00%0.00% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 2 0 0 0 2 2.78%0.73%2 0.25 Bike 0 0 0 0 0 0 0 1 1 1.39%0.36%0 0.00 L 5 2 0 0 0 0 6 3 16 20.25%5.84%6 0.25 0.00%50.00%50.00% T 3 3 1 3 3 6 22 5 46 58.23%16.79%34 0.39 0.00%15.22%15.22% R 3 4 2 0 0 1 4 3 17 21.52%6.20%5 0.31 0.00%58.82%58.82% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 3 1 0 2 2 13 2 0 23 21.50%8.39%19 0.37 0.00%56.52%56.52% T 6 4 15 6 4 5 4 2 46 42.99%16.79%19 0.79 0.00%0.00%0.00% R 6 2 3 3 4 6 8 5 37 34.58%13.50%21 0.66 0.00%2.70%2.70% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 1 0 0 0 0 1 0.93%0.36%1 0.25 L 0 1 0 0 1 0 0 0 2 12.50%0.73%1 0.25 0.00%0.00%0.00% T 2 0 1 1 2 0 1 1 8 50.00%2.92%4 0.50 12.50%0.00%12.50% R 1 0 0 0 0 1 2 0 4 25.00%1.46%3 0.38 0.00%75.00%75.00% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 1 1 0 0 0 2 12.50%0.73%2 0.50 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 34 23 25 26 29 45 66 26 274 100.00%166 0.63 1.46%22.26%23.72% 108 103 125 166 166 Weekday, AM Peak Period Major Roadway =Minor Roadway = Intersection Turning Movement Count Summary Hourly VolumeCatamount StreetFrom the West (EB)Catamount StreetFrom the East (WB)Start Time North 27th AvenueFrom the South (NB)North 27th AvenueFrom the North (SB)Intersection Totals North 27th Avenue & Catamount Street Bozeman, Gallatin County, Montana Thursday, May 4, 2017 | By: Morrison-Maierle N:\2605\025\Traffic Data\Traffic Count Data\N-27th-Ave+Catamount-St_Weekday-AM_2017-05-04.xlsx Printed On: 7/3/2017 APPENDIX B-2 WEEKDAY, PM PEAK PERIOD INTERSECTION TURNING MOVEMENT VOLUMES Page 1/1 Intersection: Location: Date Count Performed: Count Time Period: Seasonal Adjustment Factors:0.89 0.89 Street/Approach Total Peak Hour %% Buses % Heavy Road Movement 4:00 4:15 4:30 4:45 5:00 5:15 5:30 5:45 Total %%Volume PHF Trucks & RV's Vehicles L 62 49 66 65 55 64 63 55 479 24.03%10.65%237 0.93 1.46%0.42%1.88% T 194 154 191 163 219 195 205 168 1489 74.71%33.10%787 0.90 1.61%0.27%1.88% R 2 3 3 1 3 5 3 4 24 1.20%0.53%15 0.75 8.33%0.00%8.33% U-Turn 0 1 0 0 0 0 0 0 1 0.05%0.02%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 5 4 3 6 0 4 2 4 28 1.87%0.62%10 0.63 32.14%0.00%32.14% T 117 129 124 112 143 140 121 111 997 66.60%22.16%515 0.90 1.10%0.40%1.50% R 44 46 66 48 54 79 72 63 472 31.53%10.49%268 0.85 1.91%3.81%5.72% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 70 64 68 67 74 75 63 68 549 57.67%12.20%280 0.93 1.09%0.55%1.64% T 0 1 0 0 0 1 2 0 4 0.42%0.09%3 0.38 25.00%0.00%25.00% R 43 54 47 38 51 56 54 54 397 41.70%8.82%215 0.96 0.50%0.00%0.50% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 2 0 0 0 2 0.21%0.04%2 0.25 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 1 0 0 3 1 3 2 1 11 19.30%0.24%7 0.58 18.18%0.00%18.18% T 1 0 0 1 0 1 0 1 4 7.02%0.09%2 0.50 0.00%0.00%0.00% R 10 4 7 6 2 2 6 4 41 71.93%0.91%14 0.58 24.39%0.00%24.39% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 1 0 0 0 0 0 0 0 1 1.75%0.02%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 550 509 575 510 604 625 593 533 4499 100.00%2355 0.94 1.84%0.69%2.53% 2144 2198 2314 2332 2355 Weekday, PM Peak Period Major Roadway =Minor Roadway = Intersection Turning Movement Count Summary Hourly VolumeEast Valley Center RoadFrom the West (EB)Rest Area AccessFrom the East (WB)Start Time North 19th AvenueFrom the South (NB)North 19th AvenueFrom the North (SB)Intersection Totals North 19th Avenue & East Valley Center Road Bozeman, Gallatin County, Montana Tuesday, May 2, 2017 | By: Morrison-Maierle N:\2605\025\Traffic Data\Traffic Count Data\N-19th-Ave+E-Valley-Center-Rd_Weekday-PM_2017-05-02.xlsx Printed On: 7/17/2017 Page 1/1 Intersection: Location: Date Count Performed: Count Time Period: Seasonal Adjustment Factors:1.00 0.97 Street/Approach Total Peak Hour %% Buses % Heavy Road Movement 4:00 4:15 4:30 4:45 5:00 5:15 5:30 5:45 Total %%Volume PHF Trucks & RV's Vehicles L 10 12 10 15 18 10 17 13 105 92.92%11.84%58 0.81 2.86%0.00%2.86% R 0 1 1 2 1 1 0 1 7 6.19%0.79%3 0.75 14.29%0.00%14.29% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 1 0 0 1 0.88%0.11%1 0.25 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 T 35 39 41 33 50 44 34 45 321 84.70%36.19%173 0.87 2.18%0.93%3.12% R 5 8 4 9 13 5 7 7 58 15.30%6.54%32 0.62 0.00%20.69%20.69% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 0 1 4 5 0 0 3 0 13 3.29%1.47%3 0.25 0.00%76.92%76.92% T 46 36 40 44 55 52 55 53 381 96.46%42.95%215 0.98 2.10%0.79%2.89% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 1 1 0.25%0.11%1 0.25 96 97 100 108 137 113 116 120 887 100.00%486 0.89 2.25%3.16%5.41% 401 442 458 474 486 Weekday, PM Peak Period Minor Roadway =Major Roadway = Intersection Turning Movement Count Summary Hourly VolumeEast Valley Center RoadFrom the West (EB)East Valley Center RoadFrom the East (WB)Start Time North 27th AvenueFrom the South (NB)Intersection Totals East Valley Center Road & North 27th Avenue Bozeman, Gallatin County, Montana Wednesday, May 3, 2017 | By: Morrison-Maierle N:\2605\025\Traffic Data\Traffic Count Data\E-Valley-Center-Rd+N-27th-Ave_Weekday-PM_2017-05-03.xlsx Printed On: 7/3/2017 Page 1/1 Intersection: Location: Date Count Performed: Count Time Period: Seasonal Adjustment Factors:1.02 1.00 Street/Approach Total Peak Hour %% Buses % Heavy Road Movement 4:00 4:15 4:30 4:45 5:00 5:15 5:30 5:45 Total %%Volume PHF Trucks & RV's Vehicles L 8 6 8 8 13 22 12 14 91 15.72%8.68%61 0.69 1.10%7.69%8.79% T 45 41 60 53 54 53 58 49 413 71.33%39.41%214 0.92 1.45%2.91%4.36% R 2 5 9 7 6 16 12 12 69 11.92%6.58%46 0.72 2.90%0.00%2.90% U-Turn 1 0 0 1 1 1 0 2 6 1.04%0.57%4 0.50 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 1 1 1 0 3 8 5 2 21 5.69%2.00%18 0.56 4.76%0.00%4.76% T 38 37 40 35 46 44 62 43 345 93.50%32.92%195 0.79 1.16%0.29%1.45% R 1 0 0 0 0 1 0 0 2 0.54%0.19%1 0.25 0.00%0.00%0.00% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 1 0 1 0.27%0.10%1 0.25 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 0 0 0 0 0 0 0 1 1 1.92%0.10%1 0.25 0.00%0.00%0.00% T 1 1 0 0 0 1 0 1 4 7.69%0.38%2 0.50 0.00%0.00%0.00% R 6 10 1 7 7 4 6 5 46 88.46%4.39%22 0.79 0.00%2.17%2.17% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 1 0 0 0 0 0 1 1.92%0.10%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 3 3 2 3 3 7 6 10 37 77.08%3.53%26 0.65 0.00%0.00%0.00% T 0 0 0 2 0 1 1 1 5 10.42%0.48%3 0.75 20.00%0.00%20.00% R 2 0 0 0 3 0 0 1 6 12.50%0.57%4 0.33 0.00%0.00%0.00% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 108 104 122 116 136 158 163 141 1048 100.00%598 0.92 1.43%2.00%3.44% 450 478 532 573 598 Weekday, PM Peak Period Major Roadway =Minor Roadway = Intersection Turning Movement Count Summary Hourly VolumeCatamount StreetFrom the West (EB)C'mon Inn &Outback Steakhouse AccessFrom the East (WB)Start Time East Valley Center RoadFrom the South (NB)East Valley Center RoadFrom the North (SB)Intersection Totals East Valley Center Road & Catamount Street Bozeman, Gallatin County, Montana Tuesday, May 2, 2017 | By: Morrison-Maierle N:\2605\025\Traffic Data\Traffic Count Data\E-Valley-Center-Rd+Catamount-St_Weekday-PM_2017-05-02.xlsx Printed On: 7/5/2017 Page 1/1 Intersection: Location: Date Count Performed: Count Time Period: Seasonal Adjustment Factors:1.00 1.00 Street/Approach Total Peak Hour %% Buses % Heavy Road Movement 4:00 4:15 4:30 4:45 5:00 5:15 5:30 5:45 Total %%Volume PHF Trucks & RV's Vehicles L 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% T 5 8 1 6 7 4 5 3 39 100.00%26.00%19 0.68 0.00%2.56%2.56% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 T 4 3 7 9 9 21 10 10 73 75.26%48.67%50 0.60 1.37%9.59%10.96% R 4 3 1 1 4 3 3 5 24 24.74%16.00%15 0.75 0.00%0.00%0.00% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 3 3 0 1 0 1 1 4 13 92.86%8.67%6 0.38 0.00%0.00%0.00% R 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 1 0 1 7.14%0.67%1 0.25 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 16 17 9 17 20 29 20 22 150 100.00%91 0.78 0.67%5.33%6.00% 59 63 75 86 91 Weekday, AM Peak Period Major Roadway =Minor Roadway = Intersection Turning Movement Count Summary Hourly VolumePrivate DriveComfort Suites East AccessFrom the North (SB)Start Time Catamount StreetFrom the West (EB)Catamount StreetFrom the East (WB)Intersection Totals Catamount Street & Comfort Suites East Access Bozeman, Gallatin County, Montana Tuesday, May 2, 2017 | By: Morrison-Maierle N:\2605\025\Traffic Data\Traffic Count Data\Catamount-St+Comfort-Suites-East_Weekday-PM_2017-05-02.xlsx Printed On: 7/13/2017 Page 1/1 Intersection: Location: Date Count Performed: Count Time Period: Seasonal Adjustment Factors:1.00 1.00 Street/Approach Total Peak Hour %% Buses % Heavy Road Movement 4:00 4:15 4:30 4:45 5:00 5:15 5:30 5:45 Total %%Volume PHF Trucks & RV's Vehicles L 0 1 0 0 1 0 0 0 2 5.00%1.75%1 0.25 0.00%0.00%0.00% T 5 8 1 6 6 4 5 3 38 95.00%33.33%21 0.88 0.00%2.63%2.63% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 T 3 3 7 7 9 21 10 10 70 95.89%61.40%47 0.56 0.00%10.00%10.00% R 0 1 0 1 1 0 0 0 3 4.11%2.63%2 0.50 33.33%0.00%33.33% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 0 0 0 0 1 0 0 0 1 100.00%0.88%1 0.25 0.00%0.00%0.00% R 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 8 13 8 14 18 25 15 13 114 100.00%72 0.72 0.88%7.02%7.89% 43 53 65 72 71 Weekday, AM Peak Period Major Roadway =Minor Roadway = Intersection Turning Movement Count Summary Hourly VolumeComfort Suites West AccessFrom the North (SB)Start Time Catamount StreetFrom the West (EB)Catamount StreetFrom the East (WB)Intersection Totals Catamount Street & Comfort Suites West Access Bozeman, Gallatin County, Montana Tuesday, May 2, 2017 | By: Morrison-Maierle N:\2605\025\Traffic Data\Traffic Count Data\Catamount-St+Comfort-Suites-West_Weekday-PM_2017-05-02.xlsx Printed On: 7/13/2017 Page 1/1 Intersection: Location: Date Count Performed: Count Time Period: Seasonal Adjustment Factors:1.00 1.00 Street/Approach Total Peak Hour %% Buses % Heavy Road Movement 4:00 4:15 4:30 4:45 5:00 5:15 5:30 5:45 Total %%Volume PHF Trucks & RV's Vehicles L 5 1 3 4 12 8 5 10 48 29.81%11.03%29 0.60 0.00%0.00%0.00% T 13 11 7 19 15 11 16 11 103 63.98%23.68%61 0.80 3.88%3.88%7.77% R 1 0 0 2 1 1 2 0 7 4.35%1.61%6 0.75 14.29%0.00%14.29% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 1 0 0 0 1 0 1 0 3 1.86%0.69%2 0.50 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 1 0 1 2 1 2 1 0 8 8.99%1.84%6 0.75 12.50%0.00%12.50% T 6 5 9 10 13 7 8 6 64 71.91%14.71%38 0.73 0.00%0.00%0.00% R 0 1 1 5 4 1 2 2 16 17.98%3.68%12 0.60 0.00%6.25%6.25% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 1 0 0 0 0 0 1 1.12%0.23%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 1 1 3 3 1 0 0 1 10 9.09%2.30%4 0.33 0.00%70.00%70.00% T 5 7 2 2 6 4 5 10 41 37.27%9.43%17 0.71 0.00%0.00%0.00% R 6 4 9 9 7 8 5 8 56 50.91%12.87%29 0.81 1.79%1.79%3.57% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 1 0 1 0 0 0 2 1.82%0.46%1 0.25 Bike 0 0 1 0 0 0 0 0 1 0.91%0.23%0 0.00 L 0 1 1 0 0 2 1 2 7 9.33%1.61%3 0.38 0.00%0.00%0.00% T 4 2 7 7 10 12 11 6 59 78.67%13.56%40 0.83 1.69%0.00%1.69% R 1 2 3 0 2 0 0 0 8 10.67%1.84%2 0.25 12.50%87.50%100.00% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 1 0 1 1.33%0.23%1 0.25 44 35 49 63 74 56 58 56 435 100.00%251 0.85 2.53%4.60%7.13% 191 221 242 251 244 Weekday, PM Peak Period Major Roadway =Minor Roadway = Intersection Turning Movement Count Summary Hourly VolumeCatamount StreetFrom the West (EB)Catamount StreetFrom the East (WB)Start Time North 27th AvenueFrom the South (NB)North 27th AvenueFrom the North (SB)Intersection Totals North 27th Avenue & Catamount Street Bozeman, Gallatin County, Montana Wednesday, May 3, 2017 | By: Morrison-Maierle N:\2605\025\Traffic Data\Traffic Count Data\N-27th-Ave+Catamount-St_Weekday-PM_2017-05-03.xlsx Printed On: 7/3/2017 APPENDIX B-3 SATURDAY, MIDDAY PEAK PERIOD INTERSECTION TURNING MOVEMENT VOLUMES Page 1/1 Intersection: Location: Date Count Performed: Count Time Period: Seasonal Adjustment Factors:1.05 1.05 Street/Approach Total Peak Hour %% Buses % Heavy Road Movement 10:00 10:15 10:30 10:45 11:00 11:15 11:30 11:45 12:00 12:15 12:30 12:45 1:00 1:15 1:30 1:45 Total %%Volume PHF Trucks & RV's Vehicles L 60 56 66 64 68 80 95 74 95 83 71 95 94 88 82 73 1244 30.91%11.43%348 0.92 0.56%0.00%0.56% T 131 153 112 164 157 165 185 161 160 168 194 226 178 198 180 212 2744 68.19%25.21%796 0.88 1.09%0.26%1.35% R 0 3 4 1 1 5 3 4 2 1 1 4 1 2 3 0 35 0.87%0.32%8 0.50 2.86%5.71%8.57% U-Turn 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0.02%0.01%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 11 6 8 7 13 6 6 1 2 6 7 7 11 11 12 9 123 2.95%1.13%36 0.82 13.01%7.32%20.33% T 162 166 187 200 167 196 178 183 197 163 201 174 191 157 144 173 2839 68.18%26.09%723 0.90 0.81%0.25%1.06% R 59 90 72 73 66 72 83 82 75 73 67 82 62 93 79 74 1202 28.87%11.04%304 0.82 0.58%0.25%0.83% U-Turn 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 46 48 84 69 63 68 55 95 66 93 90 83 88 66 93 94 1201 47.36%11.04%327 0.91 1.25%0.33%1.58% T 0 3 1 1 1 0 2 0 1 0 0 0 0 0 1 0 10 0.39%0.09%0 0.00 0.00%10.00%10.00% R 67 73 91 78 86 88 91 102 95 76 85 76 76 85 77 74 1320 52.05%12.13%322 0.95 0.45%0.00%0.45% U-Turn 0 0 0 0 0 0 0 2 1 0 0 0 0 0 0 0 3 0.12%0.03%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 2 0.08%0.02%2 0.25 L 3 1 2 3 1 3 2 4 2 1 0 2 2 2 2 1 31 19.50%0.28%6 0.75 0.00%0.00%0.00% T 0 0 0 0 3 2 0 0 1 0 0 0 1 1 2 0 10 6.29%0.09%2 0.50 0.00%0.00%0.00% R 6 2 13 7 9 8 8 9 5 2 7 7 4 7 8 14 116 72.96%1.07%25 0.89 18.10%7.76%25.86% U-Turn 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0.63%0.01%0 0.00 Bike 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 0.63%0.01%0 0.00 545 601 640 667 635 693 710 718 702 666 723 758 708 710 683 724 10883 100.00%2899 0.96 1.19%0.39%1.57% 2453 2543 2635 2705 2756 2823 2796 2809 2849 2855 2899 2859 2825 Major Roadway =Minor Roadway = Saturday, Midday Peak Period Intersection Turning Movement Count Summary Hourly VolumeEast Valley Center RoadFrom the West (EB)Rest Area AccessFrom the East (WB)Start Time North 19th AvenueFrom the South (NB)North 19th AvenueFrom the North (SB)Intersection Totals North 19th Avenue & East Valley Center Road Bozeman, Gallatin County, Montana Saturday, May 13, 2017 | By: Morrison-Maierle N:\2605\025\Traffic Data\Traffic Count Data\N-19th-Ave+E-Valley-Center-Rd_Saturday-Mid_2017-05-13.xlsx Printed On: 7/17/2017 Page 1/1 Intersection: Location: Date Count Performed: Count Time Period: Seasonal Adjustment Factors:1.00 1.01 Street/Approach Total Peak Hour %% Buses % Heavy Road Movement 10:00 10:15 10:30 10:45 11:00 11:15 11:30 11:45 12:00 12:15 12:30 12:45 1:00 1:15 1:30 1:45 Total %%Volume PHF Trucks & RV's Vehicles L 24 8 11 13 10 13 10 12 12 15 10 138 96.50%12.98%45 0.87 0.00%0.00%0.00% R 1 1 1 0 0 1 0 0 0 0 0 4 2.80%0.38%1 0.25 0.00%0.00%0.00% U-Turn 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 1 0 0 0 1 0.70%0.09%1 0.25 T 56 39 39 52 52 57 43 50 33 38 46 505 90.02%47.51%202 0.89 0.99%0.40%1.39% R 4 3 4 3 9 5 5 5 5 8 5 56 9.98%5.27%24 0.67 0.00%0.00%0.00% U-Turn 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 0 1 0 0 1 0 1 0 1 0 4 8 2.23%0.75%2 0.50 0.00%0.00%0.00% T 21 30 28 34 34 29 33 34 33 35 39 350 97.49%32.93%130 0.96 0.86%0.29%1.14% U-Turn 1 0 0 0 0 0 0 0 0 0 0 1 0.28%0.09%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0 0 0 0 0 107 82 83 102 106 105 92 102 84 96 104 1063 100.00%405 0.96 0.85%0.28%1.13% 0 0 107 189 272 374 373 396 405 405 383 374 386 Minor Roadway =Major Roadway = Saturday, Midday Peak Period Intersection Turning Movement Count Summary Hourly VolumeEast Valley Center RoadFrom the West (EB)East Valley Center RoadFrom the East (WB)Start Time North 27th AvenueFrom the South (NB)Intersection Totals East Valley Center Road & North 27th Avenue Bozeman, Gallatin County, Montana Saturday, May 6, 2017 | By: Morrison-Maierle N:\2605\025\Traffic Data\Traffic Count Data\E-Valley-Center-Rd+N-27th-Ave_Saturday-Mid_2017-05-06.xlsx Printed On: 7/3/2017 Page 1/1 Intersection: Location: Date Count Performed: Count Time Period: Seasonal Adjustment Factors:1.01 1.00 Street/Approach Total Peak Hour %% Buses % Heavy Road Movement 10:00 10:15 10:30 10:45 11:00 11:15 11:30 11:45 12:00 12:15 12:30 12:45 1:00 1:15 1:30 1:45 Total %%Volume PHF Trucks & RV's Vehicles L 7 8 6 5 2 6 8 6 4 4 6 2 4 6 7 5 86 12.32%4.61%24 0.75 0.00%0.00%0.00% T 18 23 19 28 19 32 34 34 43 33 26 43 39 32 34 43 500 71.63%26.82%143 0.83 1.40%0.00%1.40% R 3 1 4 2 1 1 6 3 8 3 7 6 7 5 4 5 66 9.46%3.54%18 0.56 3.03%0.00%3.03% U-Turn 1 3 6 3 1 3 0 6 6 0 2 2 5 1 2 5 46 6.59%2.47%15 0.63 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 0 2 0 2 0 2 1 0 2 2 1 1 2 1 0 1 17 1.83%0.91%5 0.63 0.00%0.00%0.00% T 49 52 53 44 64 70 69 72 62 40 63 55 51 64 49 48 905 97.31%48.55%273 0.95 0.88%0.11%0.99% R 0 0 2 0 0 1 1 0 0 0 1 1 0 2 0 0 8 0.86%0.43%2 0.50 0.00%0.00%0.00% U-Turn 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 1 1 0 0 1 0 0 1 0 0 0 0 0 1 0 1 6 4.35%0.32%1 0.25 0.00%0.00%0.00% T 1 0 0 0 0 0 0 0 1 1 0 0 0 0 2 0 5 3.62%0.27%1 0.25 0.00%0.00%0.00% R 8 5 22 11 5 10 4 11 5 13 4 7 5 9 2 6 127 92.03%6.81%30 0.68 0.00%0.00%0.00% U-Turn 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 5 9 2 6 8 6 3 9 4 1 3 3 5 8 1 9 82 83.67%4.40%22 0.61 1.22%0.00%1.22% T 2 0 0 0 0 0 0 0 0 0 1 1 1 0 0 0 5 5.10%0.27%0 0.00 0.00%0.00%0.00% R 0 0 0 0 0 2 1 0 0 0 0 0 2 2 0 1 8 8.16%0.43%3 0.38 0.00%0.00%0.00% U-Turn 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 1.02%0.05%1 0.25 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 2 2.04%0.11%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 95 104 114 101 101 133 128 142 135 97 114 122 121 131 102 124 1864 100.00%538 0.95 0.97%0.05%1.02% 414 420 449 463 504 538 502 488 468 454 488 476 478 Major Roadway =Minor Roadway = Saturday, Midday Peak Period Intersection Turning Movement Count Summary Hourly VolumeCatamount StreetFrom the West (EB)C'mon Inn &Outback Steakhouse AccessFrom the East (WB)Start Time East Valley Center RoadFrom the South (NB)East Valley Center RoadFrom the North (SB)Intersection Totals East Valley Center Road & Catamount Street Bozeman, Gallatin County, Montana Saturday, May 13, 2017 | By: Morrison-Maierle N:\2605\025\Traffic Data\Traffic Count Data\E-Valley-Center-Rd+Catamount-St_Saturday-Mid_2017-05-13.xlsx Printed On: 7/5/2017 Page 1/1 Intersection: Location: Date Count Performed: Count Time Period: Seasonal Adjustment Factors:1.00 1.00 Street/Approach Total Peak Hour %% Buses % Heavy Road Movement 10:00 10:15 10:30 10:45 11:00 11:15 11:30 11:45 12:00 12:15 12:30 12:45 1:00 1:15 1:30 1:45 Total %%Volume PHF Trucks & RV's Vehicles L 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 2.25%0.85%2 0.50 0.00%0.00%0.00% T 6 5 13 3 4 7 3 10 2 6 3 4 5 7 4 5 87 97.75%37.18%27 0.52 0.00%0.00%0.00% U-Turn 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 T 5 5 5 3 2 4 7 5 2 2 7 5 2 8 4 3 69 70.41%29.49%18 0.90 1.45%0.00%1.45% R 4 3 3 2 0 3 2 0 0 1 0 0 3 0 3 2 26 26.53%11.11%12 0.75 0.00%0.00%0.00% U-Turn 0 0 0 0 0 0 0 1 1 1 0 0 0 0 0 0 3 3.06%1.28%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 3 2 10 6 2 3 1 2 3 5 1 2 1 2 0 2 45 95.74%19.23%21 0.53 0.00%0.00%0.00% R 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 2 4.26%0.85%1 0.25 0.00%0.00%0.00% U-Turn 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 19 16 32 14 8 17 14 18 8 15 11 11 11 17 11 12 234 100.00%81 0.63 0.43%0.00%0.43% 81 70 71 53 57 57 55 52 45 48 50 50 51 Major Roadway =Minor Roadway = Saturday, Midday Peak Period Intersection Turning Movement Count Summary Hourly VolumePrivate DriveComfort Suites East AccessFrom the North (SB)Start Time Catamount StreetFrom the West (EB)Catamount StreetFrom the East (WB)Intersection Totals Catamount Street & Comfort Suites East Access Bozeman, Gallatin County, Montana Saturday, May 13, 2017 | By: Morrison-Maierle N:\2605\025\Traffic Data\Traffic Count Data\Catamount-St+Comfort-Suites-East_Saturday-Mid_2017-05-13.xlsx Printed On: 7/13/2017 Page 1/1 Intersection: Location: Date Count Performed: Count Time Period: Seasonal Adjustment Factors:1.00 1.00 Street/Approach Total Peak Hour %% Buses % Heavy Road Movement 10:00 10:15 10:30 10:45 11:00 11:15 11:30 11:45 12:00 12:15 12:30 12:45 1:00 1:15 1:30 1:45 Total %%Volume PHF Trucks & RV's Vehicles L 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 1.20%0.61%1 0.25 0.00%0.00%0.00% T 7 4 12 1 3 7 2 10 2 6 3 4 5 7 4 5 82 98.80%49.70%24 0.50 0.00%0.00%0.00% U-Turn 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 T 5 4 5 2 2 3 8 5 2 2 7 5 2 8 4 3 67 93.06%40.61%16 0.80 1.49%0.00%1.49% R 0 1 0 1 0 1 0 0 0 0 0 0 0 0 0 0 3 4.17%1.82%2 0.50 0.00%0.00%0.00% U-Turn 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 2.78%1.21%2 0.25 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 0 2 1 2 1 1 0 0 0 0 0 0 0 0 0 0 7 70.00%4.24%5 0.63 0.00%0.00%0.00% R 1 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 3 30.00%1.82%2 0.50 0.00%0.00%0.00% U-Turn 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 15 11 19 7 6 13 10 15 4 8 10 9 7 15 8 8 165 100.00%52 0.68 0.61%0.00%0.61% 52 43 45 36 44 42 37 37 31 34 41 39 38 Major Roadway =Minor Roadway = Saturday, Midday Peak Period Intersection Turning Movement Count Summary Hourly VolumeComfort Suites West AccessFrom the North (SB)Start Time Catamount StreetFrom the West (EB)Catamount StreetFrom the East (WB)Intersection Totals Catamount Street & Comfort Suites West Access Bozeman, Gallatin County, Montana Saturday, May 13, 2017 | By: Morrison-Maierle N:\2605\025\Traffic Data\Traffic Count Data\Catamount-St+Comfort-Suites-West_Saturday-Mid_2017-05-13.xlsx Printed On: 7/13/2017 Page 1/1 Intersection: Location: Date Count Performed: Count Time Period: Seasonal Adjustment Factors:1.00 1.00 Street/Approach Total Peak Hour %% Buses % Heavy Road Movement 10:00 10:15 10:30 10:45 11:00 11:15 11:30 11:45 12:00 12:15 12:30 12:45 1:00 1:15 1:30 1:45 Total %%Volume PHF Trucks & RV's Vehicles L 4 3 4 3 3 4 3 7 4 4 6 2 47 21.27%10.59%14 0.88 0.00%2.13%2.13% T 11 24 9 14 14 11 14 10 11 13 16 10 157 71.04%35.36%58 0.60 0.00%1.27%1.27% R 0 1 0 2 3 0 0 2 0 0 2 0 10 4.52%2.25%3 0.38 0.00%0.00%0.00% U-Turn 0 0 0 0 0 1 0 0 0 0 0 0 1 0.45%0.23%0 0.00 100.00%0.00%100.00% Ped 0 0 0 0 0 0 3 0 0 0 1 0 4 1.81%0.90%0 0.00 Bike 1 0 0 0 0 0 0 0 0 0 0 1 2 0.90%0.45%1 0.25 L 1 0 0 0 0 0 1 0 0 1 0 0 3 3.95%0.68%1 0.25 0.00%0.00%0.00% T 4 5 4 3 3 11 5 4 5 5 8 5 62 81.58%13.96%16 0.80 0.00%0.00%0.00% R 1 0 0 2 0 0 0 2 0 1 0 2 8 10.53%1.80%3 0.38 0.00%0.00%0.00% U-Turn 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 1 0 0 1 1.32%0.23%0 0.00 Bike 0 0 1 0 0 0 0 0 1 0 0 0 2 2.63%0.45%1 0.25 L 2 0 0 0 0 0 0 0 0 0 0 0 2 1.92%0.45%2 0.25 0.00%0.00%0.00% T 5 3 5 2 2 4 1 2 2 4 2 1 33 31.73%7.43%15 0.75 3.03%0.00%3.03% R 5 8 5 6 6 7 6 6 8 4 3 2 66 63.46%14.86%24 0.75 0.00%0.00%0.00% U-Turn 0 0 0 0 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 1 1 0 0 2 1.92%0.45%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0 0 1 1 0.96%0.23%0 0.00 L 0 0 1 3 0 0 0 1 1 0 1 4 11 25.58%2.48%4 0.33 0.00%0.00%0.00% T 5 3 4 2 1 2 4 2 1 4 0 0 28 65.12%6.31%14 0.70 0.00%0.00%0.00% R 0 0 0 0 0 0 1 0 0 0 0 0 1 2.33%0.23%0 0.00 0.00%0.00%0.00% U-Turn 0 0 0 0 0 0 0 0 0 0 1 0 1 2.33%0.23%0 0.00 0.00%0.00%0.00% Ped 0 1 0 0 0 0 0 0 0 0 0 0 1 2.33%0.23%1 0.25 Bike 1 0 0 0 0 0 0 0 0 0 0 0 1 2.33%0.23%1 0.25 0 0 0 0 40 48 33 37 32 40 38 36 34 38 40 28 444 100.00%158 0.82 1.80%0.68%2.48% 0 40 88 121 158 150 142 147 146 148 146 148 140 Major Roadway =Minor Roadway = Saturday, Midday Peak Period Intersection Turning Movement Count Summary Hourly VolumeCatamount StreetFrom the West (EB)Catamount StreetFrom the East (WB)Start Time North 27th AvenueFrom the South (NB)North 27th AvenueFrom the North (SB)Intersection Totals North 27th Avenue & Catamount Street Bozeman, Gallatin County, Montana Saturday, May 6, 2017 | By: Morrison-Maierle N:\2605\025\Traffic Data\Traffic Count Data\N-27th-Ave+Catamount-St_Saturday-Mid_2017-05-06.xlsx Printed On: 7/3/2017 APPENDIX C TRIP GENERATION DATA APPENDIX C-1 CATRON CROSSING TRIP GENERATION DATA Page 1/12 Independent Site ID Land Use Description Variable Units Enter Exit Total Enter Exit Total Enter Exit Total Enter Exit Total 1 Fast Food Restaurant with Drive-Through Window1 1,000 Sq. Feet Gross Floor Area 2.51 622 622 1,244 58 56 114 43 39 82 75 73 148 2 Fast Food Restaurant with Drive-Through Window1 1,000 Sq. Feet Gross Floor Area 3.10 769 769 1,538 72 69 141 53 48 101 93 90 183 3 High-Turnover (Sit-Down) Restaurant2 1,000 Sq. Feet Gross Floor Area 6.85 435 435 870 41 33 74 40 27 67 24 23 47 4 General Office Building3 1,000 Sq. Feet Gross Floor Area 66.00 203 203 406 91 12 103 13 85 98 15 13 28 5 Specialty Retail Center4 1,000 Sq. Feet Gross Leasable Area 22.55 500 500 1,000 74 80 154 27 34 61 57 49 106 6 Coffee/Donut Shop with Drive-Through Window5 1,000 Sq. Feet Gross Floor Area 1.50 614 614 1,228 77 74 151 32 32 64 64 63 127 3,143 3,143 6,286 413 324 737 208 265 473 328 311 639Total Development Estimated Trips Saturday, Midday Peak Hour Trips ESTIMATED TOTAL TRIP GENERATION Weekday, PM Peak Hour TripsAverage Weekday Trips Weekday, AM Peak Hour Trips N:\2605\025\Traffic Data\Trip Generation Data\Trip-Generation_Catron-Crossing-Subdivision.xlsx - Total Trip Gen Analyses Page 2/12 Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: T = Average Vehicle Trip Ends X = Independent Variable Units X = Independent Variable Units 1Fast Food Restaurant with Drive-Through Window - Trip Generation Data (ITE Land Use Code No. 934: Fast Food Restaurant with Drive-Through Window) | Independent Variable: 1,000 Sq. Feet Gross Floor Area Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday, Peak Hour of Adjacent Street Traffic,T = 45.42(X)51% Entering 49% Exiting R2 = ****One Hour Between 7:00 and 9:00 a.m.T = Average Vehicle Trip Ends X = Independent Variable Units Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday T = 496.12(X)50% Entering 50% Exiting R2 = **** Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday, Peak Hour of Adjacent Street Traffic,T = 32.65(X)52% Entering 48% Exiting R2 = ****One Hour Between 4:00 and 6:00 p.m.T = Average Vehicle Trip Ends 2High-Turnover (Sit-Down) Restaurant - Trip Generation Data (ITE Land Use Code No. 932: High-Turnover Sit-Down Restaurant) | Independent Variable: 1,000 Sq. Feet Gross Floor Area Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Coefficient of Determination: Saturday, Peak Hour of Generator T = 0.43(X)54% Entering 46% Exiting R2 = ****T = Average Vehicle Trip Ends X = Independent Variable Units Estimated Average Trip Generation Rate Equation: Weekday T = 127.15(X)50% Entering 50% Exiting R2 = ****T = Average Vehicle Trip Ends X = Independent Variable Units Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday, Peak Hour of Adjacent Street Traffic,T = 10.81(X)55% Entering 45% Exiting R2 = ****One Hour Between 7:00 and 9:00 a.m.T = Average Vehicle Trip Ends X = Independent Variable Units Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday, Peak Hour of Adjacent Street Traffic,T = 9.85(X)60% Entering 40% Exiting R2 = ****One Hour Between 4:00 and 6:00 p.m.T = Average Vehicle Trip Ends X = Independent Variable Units Average Trip Generation Rate Equation:Directional Distribution: Weekday T = 6.15(X)50% Entering 50% Exiting R2 = ****T = Average Vehicle Trip Ends X = Independent Variable Units 3General Office Building - Trip Generation Data (ITE Land Use Code No. 710: General Office Building) | Independent Variable: 1000 Sq. Feet Gross Floor Area Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Directional Distribution:Coefficient of Determination: Weekday, A.M. Peak Hour T = 1.56(X)88% Entering 12% Exiting R2 = ****T = Average Vehicle Trip Ends X = Independent Variable Units ESTIMATED TOTAL TRIP GENERATION FORMULAS X = Independent Variable Units Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday, P.M. Peak Hour T = 1.49(X)17% Entering 83% Exiting R2 = ****T = Average Vehicle Trip Ends Average Trip Generation Rate Equation: Estimated Directional Distribution:Coefficient of Determination: Saturday, Midday Peak Hour T = 6.89(X)51% Entering 49% Exiting R2 = *****Trip generation rate for the Saturday midday peak hour is T = Average Vehicle Trip Ends based on average Saturday hourly traffic variation data.X = Independent Variable Units Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Saturday, Peak Hour of Generator T = 59.00(X)51% Entering 49% Exiting R2 = ****T = Average Vehicle Trip Ends X = Independent Variable Units N:\2605\025\Traffic Data\Trip Generation Data\Trip-Generation_Catron-Crossing-Subdivision.xlsx - Total Trip Gen Formulas Page 3/12 1Fast Food Restaurant with Drive-Through Window - Trip Generation Data (ITE Land Use Code No. 934: Fast Food Restaurant with Drive-Through Window) | Independent Variable: 1,000 Sq. Feet Gross Floor Area ESTIMATED TOTAL TRIP GENERATION FORMULAS Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: Source: Trip Generation Manual, 9th Edition, Volume 3: Data, Institute of Transportation Engineers (Washington, DC), 2012 4Specialty Retail Center - Trip Generation Data (ITE Land Use Code No. 826: Specialty Retail Center) | Independent Variable: 1,000 Sq. Feet Gross Leasable Area Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: 48% Entering 52% Exiting R2 = ****T = Average Vehicle Trip Ends X = Independent Variable Units Weekday T = 44.32(X)50% Entering 50% Exiting R2 = ****T = Average Vehicle Trip Ends X = Independent Variable Units X = Independent Variable Units Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday, Peak Hour of Adjacent Street Traffic,T = 2.71(X)44% Entering 56% Exiting R2 = ****One hour Between 4:00 and 6:00 p.m.T = Average Vehicle Trip Ends Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday, A.M. Peak Hour of Generator T = 6.84(X) Weekday T = 818.58(X)50% Entering 50% Exiting R2 = ****T = Average Vehicle Trip Ends X = Independent Variable Units 5Coffee/Donut Shop with Drive-Through Window - Trip Generation Data (ITE Land Use Code No. 937: Coffee/Donut Shop with Drive-Through Window) | Independent Variable: 1,000 Sq. Feet Gross Floor Area Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Saturday, Peak Hour of Generator T = 4.71(X)54% Entering 46% Exiting R2 = *****Trip generation rate for the Saturday peak hour is based T = Average Vehicle Trip Ends on data for the ITE Shopping Center Land Use.X = Independent Variable Units Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday, Peak Hour of Adjacent Street Traffic,T = 100.58(X)51% Entering 49% Exiting R2 = ****One Hour Between 7:00 and 9:00 a.m.T = Average Vehicle Trip Ends X = Independent Variable Units X = Independent Variable Units X = Independent Variable Units T = Average Vehicle Trip Ends Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday, Peak Hour of Adjacent Street Traffic,T = 42.80(X)50% Entering 50% Exiting R2 = ****One Hour Between 4:00 and 6:00 p.m.T = Average Vehicle Trip Ends Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Saturday, Peak Hour of Generator T = 84.52(X)50% Entering 50% Exiting R2 = **** Estimated Trip Generation Rate Equation:Estimated Directional Distribution:Coefficient of Determination: N:\2605\025\Traffic Data\Trip Generation Data\Trip-Generation_Catron-Crossing-Subdivision.xlsx - Total Trip Gen Formulas Page 4/12 Independent Site ID Land Use Description Variable Units Enter Exit Total Enter Exit Total Enter Exit Total Enter Exit Total 1 Fast Food Restaurant with Drive-Through Window1 1,000 Sq. Feet Gross Floor Area 2.51 46 46 92 4 5 9 3 5 8 5 10 15 2 Fast Food Restaurant with Drive-Through Window1 1,000 Sq. Feet Gross Floor Area 3.10 57 57 114 6 6 12 4 6 10 6 13 19 3 High-Turnover (Sit-Down) Restaurant2 1,000 Sq. Feet Gross Floor Area 6.85 32 32 64 3 3 6 3 3 6 2 3 5 4 General Office Building3 1,000 Sq. Feet Gross Floor Area 66.00 55 55 110 17 11 28 5 5 10 6 6 12 5 Specialty Retail Center4 1,000 Sq. Feet Gross Leasable Area 22.55 163 163 326 9 15 24 16 11 27 34 15 49 6 Coffee/Donut Shop with Drive-Through Window5 1,000 Sq. Feet Gross Floor Area 1.50 47 47 94 6 5 11 3 4 7 3 9 12 400 400 800 45 45 90 34 34 68 56 56 112Total Development Estimated Trips ESTIMATED INTERNAL TRIP CAPTURE SUMMARY Average Weekday Trips Weekday, AM Peak Hour Trips Weekday, PM Peak Hour Trips Saturday, Midday Peak Hour Trips N:\2605\025\Traffic Data\Trip Generation Data\Trip-Generation_Catron-Crossing-Subdivision.xlsx - Internal Trips Summary Analyst: Agency or Company: Date Performed: Project Description: Analysis Time Period: 160 166 326 33% 340 Exit to External Enter from External Enter Exit Total % ITE LU Code 334 Size General Office ITE LU Code 710 Size 66,000 SF Gross Floor Area 44 826 22,550 SF Gross Leasable Area LAND USE B:Specialty Retail 20 Demand 64 139 Total 406 110 296 Total Internal External Enter 203 46 157 194 2,246 LAND USE C:Restaurant ITE LU Code 932, 934, & 937 Size 13,957 SF Gross Floor Area Enter from External 2,246 2,270 Exit to 15%30 3%16 Demand Balanced Balanced 140 150 Demand Balanced 28% External 74 %100%7%93% Exit 2,440 170 2,270 Total 4,880 364 4,516 Total Internal External Enter 2,440 Demand Demand 73230% 684 334 674 Single-Use Trip Gen. Est. Total Exit Enter LAND USE A 406 14028% 15030% Demand 340 334 674 67% Total Internal External 500 500 1,000 100% 13% INTERNAL CAPTURE NET EXTERNAL TRIPS FOR MULTI-USE DEVELOPMENT Weekday Catron Crossing Subdivision Wednesday, June 28, 2017 Morrison-Maierle T. Eastwood 1,000 2,246 2,270 4,516 4,880 2,743 2,743 5,486 6,286 LAND USE B LAND USE C TOTAL 157 139 296 340 MULTI-USE TRIP GENERATION CALCULATION 22% 4% Demand Balanced Exit to External 139 157 Enter from External 20 Exit 203 LAND USE A: Demand Balanced Demand Demand Demand Balanced 44 15% 3% 22%44 4%98 30 16 30 Demand %100%27%73% N:\2605\025\Traffic Data\Trip Generation Data\Trip-Generation_Catron-Crossing-Subdivision.xlsx Analyst: Agency or Company: Date Performed: Project Description: Analysis Time Period: Source: Trip Generation Recommendations Report, Florida Department of Transportation - Systems Planning Office (Tallahassee, FL), October 2014 Single-Use Trip Gen. Est.103 154 480 737 12% Total 75 130 442 647 INTERNAL CAPTURE Enter 74 65 229 368 Exit 1 65 213 279 100%8%92%External NET EXTERNAL TRIPS FOR MULTI-USE DEVELOPMENT LAND USE A LAND USE B LAND USE C TOTAL 480 38 442 Exit to External %100%16%84%% 213 Enter from Total 154 24 130 Demand Balanced Demand Total 50%124 Exit 232 19 213 19 229 65 Exit 80 15 65 14%11 11 Enter 74 9 65 Enter 248 32 Size 13,957 SF Gross Floor Area 229 Total Internal External Total Internal External ITE LU Code 932, 934, & 937 External 65 Size 22,550 SF Gross Leasable Area 8%6 6 14% External ITE LU Code 826 Demand Balanced Demand LAND USE B:Specialty Retail LAND USE C:RestaurantExit to Enter from 23%57 Demand Demand Demand Demand 32%24 29%23 31%72 3 4 13 8 Balanced Balanced Balanced Balanced 13 63%8 Demand Demand Demand Demand External %100%27%73% 29%3 4%4 14% 74 Exit 12 11 1 Enter from Total 103 28 75 Total Internal External Enter 91 17 74 External ITE LU Code 710 1 Size 66,000 SF Gross Floor Area MULTI-USE TRIP GENERATION CALCULATION T. Eastwood Morrison-Maierle Wednesday, June 28, 2017 LAND USE A:General Office Catron Crossing Subdivision Exit to Weekday, AM Peak Hour N:\2605\025\Traffic Data\Trip Generation Data\Trip-Generation_Catron-Crossing-Subdivision.xlsx Analyst: Agency or Company: Date Performed: Project Description: Analysis Time Period: Source: Trip Generation Recommendations Report, Florida Department of Transportation - Systems Planning Office (Tallahassee, FL), October 2014 Single-Use Trip Gen. Est.98 61 314 473 14% Total 88 34 283 405 INTERNAL CAPTURE Enter 8 11 155 174 Exit 80 23 128 231 100%10%90%External NET EXTERNAL TRIPS FOR MULTI-USE DEVELOPMENT LAND USE A LAND USE B LAND USE C TOTAL 314 31 283 Exit to External %100%44%56%% 128 Enter from Total 61 27 34 Demand Balanced Demand Total 29%49 Exit 146 18 128 13 155 11 Exit 34 11 23 29%10 10 Enter 27 16 11 Enter 168 60 Size 13,957 SF Gross Floor Area 155 Total Internal External Total Internal External ITE LU Code 932, 934, & 937 External 23 Size 22,550 SF Gross Leasable Area 50%14 14 41% External ITE LU Code 826 Demand Balanced Demand LAND USE B:Specialty Retail LAND USE C:RestaurantExit to Enter from 3%5 Demand Demand Demand Demand 8%2 2%1 3%4 2 1 4 3 Balanced Balanced Balanced Balanced 4 4%3 Demand Demand Demand Demand External %100%10%90% 20%17 31%4 30% 8 Exit 85 5 80 Enter from Total 98 10 88 Total Internal External Enter 13 5 8 External ITE LU Code 710 80 Size 66,000 SF Gross Floor Area MULTI-USE TRIP GENERATION CALCULATION T. Eastwood Morrison-Maierle Wednesday, June 28, 2017 LAND USE A:General Office Catron Crossing Subdivision Exit to Weekday, PM Peak Hour N:\2605\025\Traffic Data\Trip Generation Data\Trip-Generation_Catron-Crossing-Subdivision.xlsx Analyst: Agency or Company: Date Performed: Project Description: Analysis Time Period: Source: Weighted Average of Weekday, AM and PM Peak Hour Percentages from the Trip Generation Recommendations Report, Florida Department of Transportation - Systems Planning Office (Tallahassee, FL), October 2014. Single-Use Trip Gen. Est.28 106 505 639 18% Total 16 57 454 527 INTERNAL CAPTURE Enter 9 23 240 272 Exit 7 34 214 255 100%10%90%External NET EXTERNAL TRIPS FOR MULTI-USE DEVELOPMENT LAND USE A LAND USE B LAND USE C TOTAL 505 51 454 Exit to External %100%46%54%% 214 Enter from Total 106 49 57 Demand Balanced Demand Total 48%123 Exit 249 35 214 16 240 23 Exit 49 15 34 25%12 12 Enter 57 34 23 Enter 256 105 Size 13,957 SF Gross Floor Area 240 Total Internal External Total Internal External ITE LU Code 932, 934, & 937 External 34 Size 22,550 SF Gross Leasable Area 56%32 32 42% External ITE LU Code 826 Demand Balanced Demand LAND USE B:Specialty Retail LAND USE C:RestaurantExit to Enter from 14%36 Demand Demand Demand Demand 21%12 10%5 19%47 2 3 3 4 Balanced Balanced Balanced Balanced 3 34%4 Demand Demand Demand Demand External %100%43%57% 17%2 18%3 18% 9 Exit 13 6 7 Enter from Total 28 12 16 Total Internal External Enter 15 6 9 External ITE LU Code 710 7 Size 66,000 SF Gross Floor Area MULTI-USE TRIP GENERATION CALCULATION T. Eastwood Morrison-Maierle Wednesday, June 28, 2017 LAND USE A:General Office Catron Crossing Subdivision Exit to Saturday, Midday Peak Hour N:\2605\025\Traffic Data\Trip Generation Data\Trip-Generation_Catron-Crossing-Subdivision.xlsx Page 9/12 Independent Site ID Land Use Description Variable Units Enter Exit Total Enter Exit Total Enter Exit Total Enter Exit Total 1 Fast Food Restaurant with Drive-Through Window1 1,000 Sq. Feet Gross Floor Area 2.51 230 230 460 26 25 51 19 18 37 33 32 65 2 Fast Food Restaurant with Drive-Through Window1 1,000 Sq. Feet Gross Floor Area 3.10 285 285 570 32 31 63 24 22 46 41 39 80 3 High-Turnover (Sit-Down) Restaurant2 1,000 Sq. Feet Gross Floor Area 6.85 133 133 266 12 10 22 16 10 26 8 8 16 4 General Office Building3 1,000 Sq. Feet Gross Floor Area 66.00 0 0 0 0 0 0 0 0 0 0 0 0 5 Specialty Retail Center4 1,000 Sq. Feet Gross Leasable Area 22.55 71 71 142 13 14 27 5 6 11 8 6 14 6 Coffee/Donut Shop with Drive-Through Window5 1,000 Sq. Feet Gross Floor Area 1.50 505 505 1,010 64 61 125 26 25 51 51 51 102 1,224 1,224 2,448 147 141 288 90 81 171 141 136 277Total Development Estimated Trips ESTIMATED PASS-BY TRIP GENERATION Average Weekday Trips Weekday, AM Peak Hour Trips Weekday, PM Peak Hour Trips Saturday, Midday Peak Hour Trips N:\2605\025\Traffic Data\Trip Generation Data\Trip-Generation_Catron-Crossing-Subdivision.xlsx - Pass-By Trip Gen Analyses Page 10/12 Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: T = Average Vehicle Trip Ends X = Independent Variable Units X = Independent Variable Units Estimated Pass-By Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Saturday, Peak Hour of Generator T = 0% [ 0.43(X) - Internal Trip Capture ]54% Entering 46% Exiting R2 = **** X = Independent Variable Units Estimated Pass-By Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday, P.M. Peak Hour T = 0% [ 1.49(X) - Internal Trip Capture ]17% Entering 83% Exiting R2 = ****T = Average Vehicle Trip Ends Estimated Pass-By Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday, A.M. Peak Hour T = 0% [ 1.56(X) - Internal Trip Capture ]88% Entering 12% Exiting R2 = ****T = Average Vehicle Trip Ends Weekday T = 0% [ 6.15(X) - Internal Trip Capture ]50% Entering 50% Exiting R2 = ****T = Average Vehicle Trip Ends X = Independent Variable Units T = Average Vehicle Trip Ends pass-by trip percentages.X = Independent Variable Units 3General Office Building - Trip Generation Data (ITE Land Use Code No. 710: General Office Building) | Independent Variable: 1000 Sq. Feet Gross Floor Area Estimated Pass-By Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: X = Independent Variable Units Estimated Pass-By Trip Generation Rate Equation:Estimated Directional Distribution:Coefficient of Determination: Saturday, Midday Peak Hour T = 38% [ 6.89(X) - Internal Trip Capture ]51% Entering 49% Exiting R2 = *****Assumed as average of AM & PM X = Independent Variable Units Estimated Pass-By Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday, Peak Hour of Adjacent Street Traffic,T = 43% [ 9.85(X) - Internal Trip Capture ]60% Entering 40% Exiting R2 = ****One Hour Between 4:00 and 6:00 p.m.T = Average Vehicle Trip Ends Estimated Pass-By Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday, Peak Hour of Adjacent Street Traffic,T = 33% [ 10.81(X) - Internal Trip Capture ]55% Entering 45% Exiting R2 = ****One Hour Between 7:00 and 9:00 a.m.T = Average Vehicle Trip Ends *Assumed as 10% less than PM pass-by trip percentage. Weekday T = 33% [ 127.15(X) - Internal Trip Capture ]50% Entering 50% Exiting R2 = *****Assumed as 10% less than PM pass-by trip percentage.T = Average Vehicle Trip Ends X = Independent Variable Units pass-by trip percentages.X = Independent Variable Units 2High-Turnover (Sit-Down) Restaurant - Trip Generation Data (ITE Land Use Code No. 932: High-Turnover Sit-Down Restaurant) | Independent Variable: 1,000 Sq. Feet Gross Floor Area Estimated Pass-By Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: X = Independent Variable Units Estimated Pass-By Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Saturday, Peak Hour of Generator T = 49% [ 59.00(X) - Internal Trip Capture ]51% Entering 49% Exiting R2 = *****Assumed as average of AM & PM T = Average Vehicle Trip Ends Estimated Pass-By Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday, Peak Hour of Adjacent Street Traffic,T = 50% [ 32.65(X) - Internal Trip Capture ]52% Entering 48% Exiting R2 = ****One Hour Between 4:00 and 6:00 p.m.T = Average Vehicle Trip Ends Weekday, Peak Hour of Adjacent Street Traffic,T = 49% [ 45.42(X) - Internal Trip Capture ]51% Entering 49% Exiting R2 = ****One Hour Between 7:00 and 9:00 a.m.T = Average Vehicle Trip Ends X = Independent Variable Units T = Average Vehicle Trip Ends X = Independent Variable Units Estimated Pass-By Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: ESTIMATED TOTAL TRIP GENERATION FORMULAS 1Fast Food Restaurant with Drive-Through Window - Trip Generation Data (ITE Land Use Code No. 934: Fast Food Restaurant with Drive-Through Window) | Independent Variable: 1,000 Sq. Feet Gross Floor Area Estimated Pass-By Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday T = 40% [ 496.12(X) - Internal Trip Capture ]50% Entering 50% Exiting R2 = *****Assumed as 10% less than PM pass-by trip percentage. N:\2605\025\Traffic Data\Trip Generation Data\Trip-Generation_Catron-Crossing-Subdivision.xlsx - Pass-By Trip Gen Formulas Page 11/12 ESTIMATED TOTAL TRIP GENERATION FORMULAS 1Fast Food Restaurant with Drive-Through Window - Trip Generation Data (ITE Land Use Code No. 934: Fast Food Restaurant with Drive-Through Window) | Independent Variable: 1,000 Sq. Feet Gross Floor Area Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: Source: Trip Generation Manual, 9th Edition, Volume 3: Data, Institute of Transportation Engineers (Washington, DC), 2012 T = Average Vehicle Trip Ends X = Independent Variable Units *Assumed as equal to weekday average.X = Independent Variable Units Estimated Pass-By Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Saturday, Peak Hour of Generator T = 89% [ 84.52(X) - Internal Trip Capture ]50% Entering 50% Exiting R2 = *****Assumed as equal to weekday average. X = Independent Variable Units Estimated Pass-By Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday, Peak Hour of Adjacent Street Traffic,T = 89% [ 42.80(X) - Internal Trip Capture ]50% Entering 50% Exiting R2 = ****One Hour Between 4:00 and 6:00 p.m.T = Average Vehicle Trip Ends Estimated Pass-By Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday, Peak Hour of Adjacent Street Traffic,T = 89% [ 100.58(X) - Internal Trip Capture ]51% Entering 49% Exiting R2 = ****One Hour Between 7:00 and 9:00 a.m.T = Average Vehicle Trip Ends *Assumed as equal to weekday average. Weekday T = 89% [ 818.58(X) - Internal Trip Capture ]50% Entering 50% Exiting R2 = ****T = Average Vehicle Trip Ends X = Independent Variable Units T = Average Vehicle Trip Ends X = Independent Variable Units 5Coffee/Donut Shop with Drive-Through Window - Trip Generation Data (ITE Land Use Code No. 937: Coffee/Donut Shop with Drive-Through Window) | Independent Variable: 1,000 Sq. Feet Gross Floor Area Estimated Pass-By Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: *Assumed as average of similar retail land uses.X = Independent Variable Units Estimated Pass-By Trip Generation Rate Equation:Estimated Directional Distribution:Coefficient of Determination: Saturday, Peak Hour of Generator T = 25% [ 4.71(X) - Internal Trip Capture ]54% Entering 46% Exiting R2 = *****Assumed as average of similar retail land uses. X = Independent Variable Units Estimated Pass-By Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday, Peak Hour of Adjacent Street Traffic,T = 31% [ 2.71(X) - Internal Trip Capture ]44% Entering 56% Exiting R2 = ****One hour Between 4:00 and 6:00 p.m.T = Average Vehicle Trip Ends Estimated Pass-By Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday, A.M. Peak Hour of Generator T = 21% [ 6.84(X) - Internal Trip Capture ]48% Entering 52% Exiting R2 = *****Assumed as 10% less than PM pass-by trip percentage.T = Average Vehicle Trip Ends Weekday T = 21% [ 44.32(X) - Internal Trip Capture ]50% Entering 50% Exiting R2 = *****Assumed as 10% less than PM pass-by trip percentage.T = Average Vehicle Trip Ends X = Independent Variable Units 4Specialty Retail Center - Trip Generation Data (ITE Land Use Code No. 826: Specialty Retail Center) | Independent Variable: 1,000 Sq. Feet Gross Leasable Area Estimated Pass-By Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: N:\2605\025\Traffic Data\Trip Generation Data\Trip-Generation_Catron-Crossing-Subdivision.xlsx - Pass-By Trip Gen Formulas Page 12/12 Independent Site ID Land Use Description Variable Units Enter Exit Total Enter Exit Total Enter Exit Total Enter Exit Total 1 Fast Food Restaurant with Drive-Through Window 1,000 Sq. Feet Gross Floor Area 2.51 346 346 692 28 26 54 21 16 37 37 31 68 2 Fast Food Restaurant with Drive-Through Window 1,000 Sq. Feet Gross Floor Area 3.10 427 427 854 34 32 66 25 20 45 46 38 84 3 High-Turnover (Sit-Down) Restaurant 1,000 Sq. Feet Gross Floor Area 6.85 270 270 540 26 20 46 21 14 35 14 12 26 4 General Office Building 1,000 Sq. Feet Gross Floor Area 66.00 148 148 296 74 1 75 8 80 88 9 7 16 5 Specialty Retail Center 1,000 Sq. Feet Gross Leasable Area 22.55 266 266 532 52 51 103 6 17 23 15 28 43 6 Coffee/Donut Shop with Drive-Through Window 1,000 Sq. Feet Gross Floor Area 1.50 62 62 124 7 8 15 3 3 6 10 3 13 1,519 1,519 3,038 221 138 359 84 150 234 131 119 250Total Development Estimated Trips ESTIMATED NET NEW TRIP GENERATION Average Weekday Trips Weekday, AM Peak Hour Trips Weekday, PM Peak Hour Trips Saturday, Midday Peak Hour Trips N:\2605\025\Traffic Data\Trip Generation Data\Trip-Generation_Catron-Crossing-Subdivision.xlsx - Net New Trip Generation APPENDIX C-2 NEARBY DEVELOPMENT TRIP GENERATION DATA Page 1/1 Independent Variable Units Enter Exit Total Enter Exit Total Enter Exit Total Rooms 62 5 11 16 13 6 19 8 8 16 5 11 16 13 6 19 8 8 16 Apartment - ITE Land Use Code 310 | Independent Variable: Rooms MY PLACE HOTEL - ESTIMATED TOTAL TRIP GENERATION Weekday, AM Peak Hour Trips Weekday, PM Peak Hour Trips Weekday, Peak Hour of Adjacent Street Traffic, 5:00 - 6:00 p.m. Based on Observed Trip Generation from the Adjacent Comfort Suites Hotel Generation from the Adjacent Comfort Suites Hotel Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: Weekday, Peak Hour of Adjacent Street Traffic, 7:30 - 8:30 a.m. Based on Observed Trip Saturday, Mid Peak Hour Trips Hotel Total Estimated Trips Land Use Description R2 = ****T = Average Vehicle Trip Ends X = Independent Variable Units Estimated Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Average Vehicle Trip Ends On a:Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Estimated Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: T = 0.30(X)71% Entering 29% Exiting R2 = ****T = Average Vehicle Trip Ends X = Independent Variable Units T = 0.25(X)30% Entering 70% Exiting Saturday, Peak Hour of Adjacent Street Traffic,T = 0.25(X)50% Entering 50% Exiting R2 = ****11:15 a.m. - 12:15 p.m. Based on Observed Trip T = Average Vehicle Trip Ends Generation from the Adjacent Comfort Suites Hotel X = Independent Variable Units N:\2605\025\Traffic Data\Trip Generation Data\My-Place-Hotel_ITE-Trip-Generation.xlsx - Total Trip Generation Printed On: 7/19/2017 - 12:28 AM Page 1/1 Independent Variable Units Enter Exit Total Enter Exit Total Enter Exit Total Rooms 79 6 14 20 17 7 24 10 10 20 6 14 20 17 7 24 10 10 20 Apartment - ITE Land Use Code 220 | Independent Variable: Dwelling Units COUNTRY INN & SUITES - ESTIMATED TOTAL TRIP GENERATION Saturday, Peak Hour of Adjacent Street Traffic,T = 0.25(X)50% Entering 50% Exiting R2 = ****11:15 a.m. - 12:15 p.m. Based on Observed Trip T = Average Vehicle Trip Ends Generation from the Adjacent Comfort Suites Hotel X = Independent Variable Units Average Vehicle Trip Ends On a:Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Estimated Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: T = 0.30(X)71% Entering 29% Exiting R2 = ****T = Average Vehicle Trip Ends X = Independent Variable Units T = 0.25(X)30% Entering 70% Exiting7:30 - 8:30 a.m. Based on Observed Trip R2 = ****T = Average Vehicle Trip Ends X = Independent Variable Units Estimated Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Hotel1 Total Estimated Trips Land Use Description Saturday, Mid Peak Hour TripsWeekday, AM Peak Hour Trips Weekday, PM Peak Hour Trips Weekday, Peak Hour of Adjacent Street Traffic, Average Vehicle Trip Ends On a: Average Vehicle Trip Ends On a: Weekday, Peak Hour of Adjacent Street Traffic, 5:00 - 6:00 p.m. Based on Observed Trip Generation from the Adjacent Comfort Suites Hotel Generation from the Adjacent Comfort Suites Hotel N:\2605\025\Traffic Data\Trip Generation Data\Country-Inn+Suites_ITE-Trip-Generation.xlsx - Total Trip Generation Printed On: 7/19/2017 - 12:34 AM Page 1/1 Independent Variable Units Enter Exit Total Enter Exit Total Enter Exit Total Enter Exit Total Dwelling Units 172 583 583 1,166 18 70 88 70 37 107 48 41 89 Dwelling Units 13 80 80 160 5 14 19 11 6 17 11 9 20 Dwelling Units 74 286 286 572 8 30 38 30 16 46 21 17 38 Dwelling Units 5 15 15 30 0 2 2 2 1 3 1 1 2 Dwelling Units 18 108 108 216 5 17 22 14 8 22 14 11 25 Dwelling Units 72 280 280 560 7 30 37 29 16 45 20 17 37 1K Sq. Feet Gross Leasable Area 34 726 726 1,452 20 13 33 60 66 126 85 79 164 2,078 2,078 4,156 63 176 239 216 150 366 200 175 375 1Single-Family Detached Housing - ITE Land Use Code 210 | Independent Variable: Dwelling Units 2Apartment - ITE Land Use Code 220 | Independent Variable: Dwelling Units 3Residential Condominium / Townhouse - ITE Land Use Code 230 | Independent Variable: Dwelling Units 4Shopping Center - ITE Land Use Code 820 | Independent Variable: 1,000 Sq. Feet Gross Leasable Area Average Vehicle Trip Ends On a:Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination:Saturday, Peak Hour of Generator T = 0.47(X)54% Entering46% Exiting R2 = ****T = Average Vehicle Trip Ends X = Independent Variable Units Average Vehicle Trip Ends On a:Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday, Peak Hour of Adjacent Street Traffic,T = 0.52(X)67% Entering33% Exiting R2 = ****One Hour Between 4 and 6 p.m.T = Average Vehicle Trip Ends X = Independent Variable Units Average Vehicle Trip Ends On a:Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday, Peak Hour of Adjacent Street Traffic,T = 0.44(X)17% Entering83% Exiting R2 = ****One Hour Between 7 and 9 a.m.T = Average Vehicle Trip Ends X = Independent Variable Units Average Vehicle Trip Ends On a:Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday T = 5.81(X)50% Entering50% Exiting R2 = ****T = Average Vehicle Trip Ends X = Independent Variable Units Average Vehicle Trip Ends On a:Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Saturday, Peak Hour of Generator T = 0.52(X)54% Entering46% Exiting R2 = ****T = Average Vehicle Trip Ends X = Independent Variable Units Average Vehicle Trip Ends On a:Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination:Weekday, Peak Hour of Adjacent Street Traffic,T = 0.62(X)65% Entering35% Exiting R2 = ****One Hour Between 4 and 6 p.m.T = Average Vehicle Trip Ends X = Independent Variable Units Average Vehicle Trip Ends On a:Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday, Peak Hour of Adjacent Street Traffic,T = 0.51(X)20% Entering 80% Exiting R2 = ****One Hour Between 7 and 9 a.m.T = Average Vehicle Trip Ends X = Independent Variable Units Average Vehicle Trip Ends On a:Fitted Curve Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday T = 6.06(X) + 123.56 50% Entering 50% Exiting R2 = 0.87T = Average Vehicle Trip Ends X = Independent Variable Units Average Vehicle Trip Ends On a:Fitted Curve Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Fitted Curve Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday, Peak Hour of Adjacent Street Traffic,Ln(T) = 0.90 Ln(X) + 0.51 63% Entering37% Exiting R2 = 0.91One Hour Between 4 and 6 p.m.T = Average Vehicle Trip Ends X = Independent Variable Units T = 0.70(X) + 9.74 25% Entering75% Exiting R2 = 0.89T = Average Vehicle Trip Ends X = Independent Variable Units One Hour Between 7 and 9 a.m. Weekday, PM Peak Hour TripsWeekday Trips Weekday, AM Peak Hour Trips Fitted Curve Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Total Estimated Trips Average Vehicle Trip Ends On a: CATTAIL CREEK SUBDIVISION PHASE I Apartment2 CATTAIL CREEK SUBDIVISION PHASE II Single-Family Detached Housing1 Residential Condominium / Townhouse3 Single-Family Detached Housing1 Apartment2 Ln(T) = 0.92 Ln(X) + 2.72 50% Entering50% Exiting R2 = 0.95T = Average Vehicle Trip Ends X = Independent Variable Units Weekday X = Independent Variable Units CATTAIL CREEK & GALLATIN CENTER - ESTIMATED REMAINING TOTAL TRIP GENERATION Saturday, Mid Peak Hour Trips Average Vehicle Trip Ends On a:Fitted Curve Trip Generation Rate Equation: Saturday, Peak Hour of Generator T = 0.89(X) + 8.77 T = Average Vehicle Trip Ends Directional Distribution:Coefficient of Determination: 54% Entering 46% Exiting R2 = 0.91 Average Vehicle Trip Ends On a: Weekday, Peak Hour of Adjacent Street Traffic, THE GALLATIN CENTER Shopping Center4 Land Use Description Apartment2 CATTAIL CREEK SUBDIVISION PHASE III Average Vehicle Trip Ends On a:Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday T = 42.70(X)50% Entering 50% Exiting R2 = ****T = Average Vehicle Trip Ends X = Independent Variable Units Average Vehicle Trip Ends On a:Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday, Peak Hour of Adjacent Street Traffic,T = 0.96(X)62% Entering38% Exiting R2 = ****One Hour Between 7 and 9 a.m.T = Average Vehicle Trip Ends X = Independent Variable Units Average Vehicle Trip Ends On a:Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination:Weekday, Peak Hour of Adjacent Street Traffic,T = 3.71(X)48% Entering52% Exiting R2 = ****One Hour Between 4 and 6 p.m.T = Average Vehicle Trip Ends X = Independent Variable Units Average Vehicle Trip Ends On a:Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Saturday, Peak Hour of Generator T = 4.82(X)52% Entering 48% Exiting R2 = ****T = Average Vehicle Trip Ends X = Independent Variable Units N:\2605\025\Traffic Data\Trip Generation Data\Cattail-Creek+Gallatin-Center_ITE-Trip-Generation.xlsx - Total Trip Generation Printed On: 8/14/2017 - 2:00 PM Page 1/1 Independent Variable Units Enter Exit Total Enter Exit Total Enter Exit Total Enter Exit Total Acres 71 5,366 5,366 10,732 1,068 93 1,161 162 918 1,080 103 29 132 5,366 5,366 10,732 1,068 93 1,161 162 918 1,080 103 29 132 Office Park - ITE Land Use Code 750 | Independent Variable: Acres Average Vehicle Trip Ends On a:Estimated Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Estimated Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday, P.M. Peak Hour T = 15.25(X)15% Entering 85% Exiting R2 = ****T = Average Vehicle Trip Ends X = Independent Variable Units T = 16.39(X)92% Entering 8% Exiting R2 = ****T = Average Vehicle Trip Ends X = Independent Variable Units T = 151.51(X)50% Entering 50% Exiting R2 = ****T = Average Vehicle Trip Ends X = Independent Variable Units Weekday Weekday, PM Peak Hour TripsWeekday Trips Weekday, AM Peak Hour Trips Estimated Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Total Estimated Trips Average Vehicle Trip Ends On a: Land Use Description Office Park1 X = Independent Variable Units BILLINGS CLINIC CAMPUS - ESTIMATED TOTAL TRIP GENERATION Saturday, Mid Peak Hour Trips Average Vehicle Trip Ends On a:Average Trip Generation Rate Equation: Saturday, Peak Hour of Generator T = 1.87(X) T = Average Vehicle Trip Ends Directional Distribution:Coefficient of Determination: 78% Entering 22% Exiting R2 = **** Average Vehicle Trip Ends On a: Weekday, A.M. Peak Hour N:\2605\025\Traffic Data\Trip Generation Data\Billings-Clinic-Campus_ITE-Trip-Generation.xlsx - Total Trip Generation Printed On: 8/14/2017 - 2:00 PM APPENDIX D CAPACITY & LEVEL OF SERVICE ANALYSES APPENDIX D-1 INTERSECTION OPERATION SUMMARIES Intersection Operations Summary for North 19th Avenue and East Valley Center Road Weekday, AM Peak Hour NB L NB TR SB L SB T SB R EB LT EB R WB L WB TR LOS B D A E A B D C E D Delay (sec/veh)15.6 44.8 1.0 62.6 6.4 16.1 48.8 31.8 57.8 37.3 Entry Volume (veh/hr)1,778 50 403 12 742 99 205 233 16 18 Volume to Capacity Ratio (v/c)0.56 0.16 0.25 0.35 0.48 0.11 0.71 0.40 0.18 0.07 HCM 95% Max Queue Length (veh)-1.4 1.0 1.0 4.2 2.4 10.7 7.4 1.1 0.9 HCM 95% Max Queue Length (ft)-34 24 26 104 61 268 185 27 23 LOS B D A E B C D C E C Delay (sec/veh)18.9 45.3 3.8 62.6 12.0 20.1 49.2 28.6 57.8 32.9 Entry Volume (veh/hr)2,223 75 490 12 904 148 262 297 16 19 Volume to Capacity Ratio (v/c)0.52 0.24 0.33 0.35 0.64 0.19 0.76 0.44 0.19 0.06 HCM 95% Max Queue Length (veh)-2.1 3.7 1.0 7.3 4.2 13.5 8.7 1.1 0.9 HCM 95% Max Queue Length (ft)-52 92 26 182 104 338 217 27 22 LOS C D A E B C D C E C Delay (sec/veh)21.3 46.1 5.3 62.6 14.8 23.2 49.5 27.1 57.9 30.9 Entry Volume (veh/hr)2,379 108 490 12 904 214 290 326 16 19 Volume to Capacity Ratio (v/c)0.54 0.35 0.35 0.35 0.68 0.28 0.78 0.46 0.19 0.05 HCM 95% Max Queue Length (veh)-3.0 4.9 1.0 8.4 6.2 14.9 9.2 1.1 0.8 HCM 95% Max Queue Length (ft)-75 123 26 209 154 373 229 27 21 NB = Northbound; SB = Southbound; EB = Eastbound; and WB = Westbound L = Left; T = Through; R = Right; LT = Left-Through; and TR = Through-Right A design vehicle length of 25 feet is used in the queue length calculation. Estimated 2027 Total Traffic Conditions Signalized Intersection North 19th Avenue North 19th Avenue East Valley Center Road Rest Area Access Analysis Scenario Performance Measure Intersection 2017 Current Daily Traffic Conditions Signalized Intersection Estimated 2027 Background Traffic Conditions Signalized Intersection Intersection Operations Summary for North 19th Avenue and East Valley Center Road Weekday, PM Peak Hour NB L NB TR SB L SB T SB R EB LT EB R WB L WB TR LOS C E D E B C E C E D Delay (sec/veh)22.6 72.3 43.3 78.6 17.0 32.4 64.7 24.8 72.3 43.3 Entry Volume (veh/hr)2,371 237 802 10 515 268 283 215 7 18 Volume to Capacity Ratio (v/c)0.43 0.34 0.44 0.35 0.38 0.34 0.80 0.23 0.09 0.05 HCM 95% Max Queue Length (veh)-5.7 1.4 1.0 6.2 9.0 16.6 6.2 0.6 0.9 HCM 95% Max Queue Length (ft)-142 35 25 156 225 414 156 14 22 LOS C D A E C D E C E D Delay (sec/veh)28.1 41.7 5.2 78.6 23.9 39.9 77.4 21.8 76.4 38.4 Entry Volume (veh/hr)2,915 291 974 10 628 329 374 285 7 17 Volume to Capacity Ratio (v/c)0.55 0.42 0.57 0.35 0.52 0.47 0.91 0.29 0.15 0.04 HCM 95% Max Queue Length (veh)-6.8 7.2 1.0 9.0 11.9 23.4 7.5 0.6 0.9 HCM 95% Max Queue Length (ft)-169 181 25 225 298 586 188 14 22 LOS C D A E C D F C E D Delay (sec/veh)32.1 41.9 5.2 78.6 23.9 40.7 99.3 22.2 76.4 38.4 Entry Volume (veh/hr)3,018 307 974 10 628 350 411 314 7 17 Volume to Capacity Ratio (v/c)0.58 0.44 0.57 0.35 0.52 0.50 1.00 0.31 0.15 0.04 HCM 95% Max Queue Length (veh)-7.1 7.2 1.0 9.0 12.7 28.4 8.2 0.6 0.9 HCM 95% Max Queue Length (ft)-177 181 25 225 317 710 206 14 22 NB = Northbound; SB = Southbound; EB = Eastbound; and WB = Westbound L = Left; T = Through; R = Right; LT = Left-Through; and TR = Through-Right A design vehicle length of 25 feet is used in the queue length calculation. XXX = Vehicle queue exceeds available storage. Rest Area Access 2017 Current Daily Traffic Conditions Signalized Intersection Estimated 2027 Background Traffic Conditions Signalized Intersection Estimated 2027 Total Traffic Conditions Signalized Intersection Analysis Scenario Performance Measure Intersection North 19th Avenue North 19th Avenue East Valley Center Road Intersection Operations Summary for North 19th Avenue and East Valley Center Road Saturday, Midday Peak Hour NB L NB TR SB L SB T SB R EB LT EB R WB L WB TR LOS C D A E B C E C E D Delay (sec/veh)24.7 43.1 3.7 66.5 18.3 31.5 57.9 25.9 66.7 39.2 Entry Volume (veh/hr)2,833 344 685 15 754 312 287 376 11 33 Volume to Capacity Ratio (v/c)0.49 0.53 0.39 0.24 0.55 0.38 0.78 0.41 0.12 0.09 HCM 95% Max Queue Length (veh)-7.5 4.4 1.2 8.4 9.3 15.1 9.9 0.7 1.6 HCM 95% Max Queue Length (ft)-188 109 29 209 233 378 248 18 41 LOS C D A E C D E C E D Delay (sec/veh)28.4 45.1 7.2 66.5 26.2 37.5 59.5 23.8 67.6 35.6 Entry Volume (veh/hr)3,380 410 832 15 919 372 340 447 11 34 Volume to Capacity Ratio (v/c)0.61 0.63 0.51 0.24 0.73 0.49 0.82 0.45 0.14 0.08 HCM 95% Max Queue Length (veh)-9.0 9.0 1.2 13.3 11.9 18.0 11.1 0.7 1.6 HCM 95% Max Queue Length (ft)-224 225 29 332 297 450 278 18 40 LOS C D A E C D E C E C Delay (sec/veh)30.4 46.4 8.5 66.5 28.9 40.5 60.4 23.0 68.1 34.2 Entry Volume (veh/hr)3,492 442 832 15 919 400 362 477 11 34 Volume to Capacity Ratio (v/c)0.63 0.68 0.52 0.24 0.76 0.55 0.83 0.47 0.14 0.08 HCM 95% Max Queue Length (veh)-9.8 10.3 1.2 14.3 13.2 19.2 11.6 0.7 1.6 HCM 95% Max Queue Length (ft)-244 257 29 358 329 481 291 18 39 NB = Northbound; SB = Southbound; EB = Eastbound; and WB = Westbound L = Left; T = Through; R = Right; LT = Left-Through; and TR = Through-Right A design vehicle length of 25 feet is used in the queue length calculation. Rest Area Access 2017 Current Daily Traffic Conditions Signalized Intersection Estimated 2027 Background Traffic Conditions Signalized Intersection Estimated 2027 Total Traffic Conditions Signalized Intersection Analysis Scenario Performance Measure Intersection North 19th Avenue North 19th Avenue East Valley Center Road Intersection Operations Summary for North 19th Avenue and East Valley Center Road 2027 Background + EB Dual-Left NB L NB TR SB L SB T SB R EB L EB LT EB R WB L WB TR LOS C D A C D C E C C D D Delay (sec/veh)33.9 45.0 8.4 29.5 44.1 32.5 63.1 32.0 28.1 51.5 52.1 Entry Volume (veh/hr)2,223 75 490 12 904 148 190 72 297 16 19 Volume to Capacity Ratio (v/c)0.62 0.24 0.37 0.05 0.94 0.27 0.90 0.00 0.44 0.13 0.18 HCM 95% Max Queue Length (veh)-2.0 7.3 0.7 18.5 5.4 15.0 0.1 8.6 1.0 1.2 HCM 95% Max Queue Length (ft)-51 183 17 463 135 375 2 216 25 29 LOS C E B D C D E C C E E Delay (sec/veh)32.5 63.6 15.1 36.4 30.8 46.3 63.1 33.5 27.4 67.3 68.7 Entry Volume (veh/hr)2,915 291 974 10 628 329 270 104 285 7 17 Volume to Capacity Ratio (v/c)0.59 0.81 0.67 0.06 0.58 0.54 0.92 0.01 0.32 0.08 0.20 HCM 95% Max Queue Length (veh)-8.6 17.0 0.7 10.9 12.8 21.1 0.2 8.4 0.5 1.2 HCM 95% Max Queue Length (ft)-214 424 17 272 319 527 5 210 13 31 LOS D E C E D D E C C E E Delay (sec/veh)43.8 61.1 26.0 65.8 52.7 50.7 64.4 34.2 28.3 59.8 62.1 Entry Volume (veh/hr)3,416 410 832 15 919 372 272 104 447 11 34 Volume to Capacity Ratio (v/c)0.72 0.86 0.69 0.22 0.94 0.64 0.90 0.01 0.49 0.07 0.29 HCM 95% Max Queue Length (veh)-10.6 23.2 1.2 20.8 13.7 18.4 0.1 12.1 0.7 2.2 HCM 95% Max Queue Length (ft)-266 579 29 520 342 459 3 303 17 55 NB = Northbound; SB = Southbound; EB = Eastbound; and WB = Westbound L = Left; T = Through; R = Right; LT = Left-Through; and TR = Through-Right A design vehicle length of 25 feet is used in the queue length calculation. XXX = Vehicle queue exceeds available storage. Saturday, Midday Peak Hour Signalized Intersection 140 sec Cycle Length North 19th Avenue North 19th Avenue East Valley Center Road Rest Area Access Analysis Scenario Performance Measure Intersection Weekday, AM Peak Hour Signalized Intersection 120 sec Cycle Length Weekday, PM Peak Hour Signalized Intersection 150 sec Cycle Length Intersection Operations Summary for North 19th Avenue and East Valley Center Road 2027 Background + Roundabout NB L NB LTR SB LT SB TR EB L EB LTR WB LT WB R LOS B A B A A C C A A Delay (sec/veh)12.6 4.7 10.8 9.1 8.2 24.8 21.4 8.7 7.7 Entry Volume (veh/hr)2,223 38 527 464 600 190 369 19 16 Volume to Capacity Ratio (v/c)0.54 0.09 0.56 0.52 0.49 0.66 0.64 0.04 0.04 HCM 95% Max Queue Length (veh)-0.3 3.6 3.2 2.8 4.7 4.5 0.1 0.1 HCM 95% Max Queue Length (ft)-8 90 80 70 118 113 3 3 LOS D A F B A C A C B Delay (sec/veh)31.0 7.8 68.1 10.6 9.3 21.9 7.5 17.0 14.6 Entry Volume (veh/hr)2,916 147 1,119 324 643 270 389 10 14 Volume to Capacity Ratio (v/c)0.70 0.35 1.07 0.53 0.50 0.74 0.25 0.04 0.06 HCM 95% Max Queue Length (veh)-1.6 24.1 3.3 2.8 6.5 1.0 0.1 0.2 HCM 95% Max Queue Length (ft)-40 603 83 70 163 25 3 5 LOS C A D C C D D B B Delay (sec/veh)21.7 9.8 28.0 20.1 15.9 27.0 27.7 13.9 12.4 Entry Volume (veh/hr)3,417 205 1,037 475 831 273 551 15 30 Volume to Capacity Ratio (v/c)0.76 0.47 0.88 0.77 0.71 0.74 0.78 0.06 0.09 HCM 95% Max Queue Length (veh)-2.5 12.2 7.7 6.2 6.2 7.3 0.2 0.3 HCM 95% Max Queue Length (ft)-63 305 193 155 155 183 5 8 NB = Northbound; SB = Southbound; EB = Eastbound; and WB = Westbound L = Left; T = Through; R = Right; LT = Left-Through; and TR = Through-Right A design vehicle length of 25 feet is used in the queue length calculation. Rest Area Access Weekday, AM Peak Hour Two-Lane Roundabout Intersection Weekday, PM Peak Hour Two-Lane Roundabout Intersection Saturday, Midday Peak Hour Two-Lane Roundabout Intersection Analysis Scenario Performance Measure Intersection North 19th Avenue North 19th Avenue East Valley Center Road Intersection Operations Summary for North 19th Avenue and East Valley Center Road 2027 Total + Roundabout NB L NB LTR SB LT SB TR EB L EB LTR WB LT WB R LOS B A B B A D C A A Delay (sec/veh)14.4 5.3 11.4 10.4 9.3 29.5 24.9 9.4 8.3 Entry Volume (veh/hr)2,379 54 544 464 666 210 406 19 16 Volume to Capacity Ratio (v/c)0.58 0.14 0.57 0.58 0.54 0.73 0.70 0.05 0.04 HCM 95% Max Queue Length (veh)-0.5 3.8 3.9 3.4 5.9 5.5 0.1 0.1 HCM 95% Max Queue Length (ft)-13 95 98 85 148 138 3 3 LOS E A F B A D A C C Delay (sec/veh)36.2 8.6 81.8 11.2 9.8 27.7 7.8 18.0 15.3 Entry Volume (veh/hr)3,019 155 1,127 324 664 296 429 10 14 Volume to Capacity Ratio (v/c)0.72 0.38 1.10 0.56 0.52 0.81 0.27 0.05 0.06 HCM 95% Max Queue Length (veh)-1.8 26.8 3.5 3.0 8.5 1.1 0.1 0.2 HCM 95% Max Queue Length (ft)-45 670 88 75 213 28 3 5 LOS C B D C C D D B B Delay (sec/veh)22.8 10.3 26.5 23.6 18.0 25.1 32.8 14.2 12.7 Entry Volume (veh/hr)3,493 221 1,053 475 859 263 577 15 30 Volume to Capacity Ratio (v/c)0.78 0.50 0.87 0.81 0.75 0.71 0.83 0.06 0.09 HCM 95% Max Queue Length (veh)-2.9 11.7 9.0 7.1 5.6 8.7 0.2 0.3 HCM 95% Max Queue Length (ft)-73 293 225 178 140 218 5 8 NB = Northbound; SB = Southbound; EB = Eastbound; and WB = Westbound L = Left; T = Through; R = Right; LT = Left-Through; and TR = Through-Right A design vehicle length of 25 feet is used in the queue length calculation. Rest Area Access Weekday, AM Peak Hour Two-Lane Roundabout Intersection Weekday, PM Peak Hour Two-Lane Roundabout Intersection Saturday, Midday Peak Hour Two-Lane Roundabout Intersection Analysis Scenario Performance Measure Intersection North 19th Avenue North 19th Avenue East Valley Center Road Intersection Operations Summary for East Valley Center Road and North 27th Avenue Weekday, AM Peak Hour East Valley Center Road EB TR WB L WB T NB L NB R LOS A A A A B B Delay (sec/veh)0.4 0.0 9.0 0.0 11.5 11.1 Entry Volume (veh/hr)374 292 2 68 11 1 Volume to Capacity Ratio (v/c)0.13 0.17 0.00 0.00 0.02 0.00 HCM 95% Max Queue Length (veh)--0.0 -0.1 0.0 HCM 95% Max Queue Length (ft)--0 -3 0 LOS A A A A B B Delay (sec/veh)0.5 0.0 8.5 0.0 11.5 11.0 Entry Volume (veh/hr)452 352 6 76 15 3 Volume to Capacity Ratio (v/c)0.16 0.21 0.01 0.00 0.03 0.01 HCM 95% Max Queue Length (veh)--0.0 -0.1 0.0 HCM 95% Max Queue Length (ft)--0 -3 0 LOS A A A A B B Delay (sec/veh)0.8 0.0 8.7 0.0 11.9 11.4 Entry Volume (veh/hr)537 405 6 93 30 3 Volume to Capacity Ratio (v/c)0.18 0.24 0.01 0.00 0.06 0.01 HCM 95% Max Queue Length (veh)--0.0 -0.2 0.0 HCM 95% Max Queue Length (ft)--0 -5 0 EB = Eastbound; WB = Westbound; and NB = Northbound L = Left; T = Through; R = Right; and TR = Through-Right Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. The volume to capacity ratio for the East Valley Center Road eastbound (EB) approach is defined as being the volume divided by a maximum capacity of 1,700 passenger cars per hour, which is the base capacity of a two-lane highway as defined in the Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis (Volume 2: Uninterrupted Flow, Chapter 15 - Two-Lane Highways, Pg. 15-6). A design vehicle length of 25 feet is used in the queue length calculation. East Valley Center Road North 27th Avenue Estimated 2027 Total Traffic Conditions Two-Way Stop Controlled (TWSC) Intersection Analysis Scenario Performance Measure Intersection 2017 Current Daily Traffic Conditions Two-Way Stop Controlled (TWSC) Intersection Estimated 2027 Background Traffic Conditions Two-Way Stop Controlled (TWSC) Intersection Intersection Operations Summary for East Valley Center Road and North 27th Avenue Weekday, PM Peak Hour East Valley Center Road EB TR WB L WB T NB L NB R LOS A A A A B A Delay (sec/veh)1.3 0.0 8.8 0.0 11.6 9.8 Entry Volume (veh/hr)520 240 3 215 58 4 Volume to Capacity Ratio (v/c)0.08 0.14 0.00 0.00 0.11 0.01 HCM 95% Max Queue Length (veh)--0.0 -0.4 0.0 HCM 95% Max Queue Length (ft)--0 -10 0 LOS A A A A B B Delay (sec/veh)2.6 0.0 8.5 0.0 14.4 10.1 Entry Volume (veh/hr)769 330 8 289 132 10 Volume to Capacity Ratio (v/c)0.13 0.19 0.01 0.00 0.28 0.02 HCM 95% Max Queue Length (veh)--0.0 -1.1 0.0 HCM 95% Max Queue Length (ft)--0 -28 0 LOS A A A A C B Delay (sec/veh)2.9 0.0 8.5 0.0 15.3 10.3 Entry Volume (veh/hr)821 350 8 303 150 10 Volume to Capacity Ratio (v/c)0.15 0.21 0.01 0.00 0.33 0.02 HCM 95% Max Queue Length (veh)--0.0 -1.4 0.0 HCM 95% Max Queue Length (ft)--0 -35 0 EB = Eastbound; WB = Westbound; and NB = Northbound L = Left; T = Through; R = Right; and TR = Through-Right Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. The volume to capacity ratio for the East Valley Center Road eastbound (EB) approach is defined as being the volume divided by a maximum capacity of 1,700 passenger cars per hour, which is the base capacity of a two-lane highway as defined in the Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis (Volume 2: Uninterrupted Flow, Chapter 15 - Two-Lane Highways, Pg. 15-6). A design vehicle length of 25 feet is used in the queue length calculation. East Valley Center Road North 27th Avenue 2017 Current Daily Traffic Conditions Two-Way Stop Controlled (TWSC) Intersection Estimated 2027 Background Traffic Conditions Two-Way Stop Controlled (TWSC) Intersection Estimated 2027 Total Traffic Conditions Two-Way Stop Controlled (TWSC) Intersection Analysis Scenario Performance Measure Intersection Intersection Operations Summary for East Valley Center Road and North 27th Avenue Saturday, Midday Peak Hour East Valley Center Road EB TR WB L WB T NB L NB R LOS A A A A B A Delay (sec/veh)1.3 0.0 7.4 0.0 11.1 9.7 Entry Volume (veh/hr)484 283 2 139 56 4 Volume to Capacity Ratio (v/c)0.11 0.17 0.00 0.00 0.09 0.01 HCM 95% Max Queue Length (veh)--0.0 -0.3 0.0 HCM 95% Max Queue Length (ft)--0 -8 0 LOS A A A A B B Delay (sec/veh)2.5 0.0 7.8 0.0 13.2 10.2 Entry Volume (veh/hr)707 354 3 206 134 10 Volume to Capacity Ratio (v/c)0.15 0.21 0.00 0.00 0.24 0.01 HCM 95% Max Queue Length (veh)--0.0 -0.9 0.0 HCM 95% Max Queue Length (ft)--0 -23 0 LOS A A A A B B Delay (sec/veh)2.6 0.0 7.8 0.0 13.8 10.4 Entry Volume (veh/hr)765 385 3 222 145 10 Volume to Capacity Ratio (v/c)0.17 0.23 0.00 0.00 0.27 0.01 HCM 95% Max Queue Length (veh)--0.0 -1.1 0.0 HCM 95% Max Queue Length (ft)--0 -28 0 EB = Eastbound; WB = Westbound; and NB = Northbound L = Left; T = Through; R = Right; and TR = Through-Right Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. The volume to capacity ratio for the East Valley Center Road eastbound (EB) approach is defined as being the volume divided by a maximum capacity of 1,700 passenger cars per hour, which is the base capacity of a two-lane highway as defined in the Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis (Volume 2: Uninterrupted Flow, Chapter 15 - Two-Lane Highways, Pg. 15-6). A design vehicle length of 25 feet is used in the queue length calculation. East Valley Center Road North 27th Avenue 2017 Current Daily Traffic Conditions Two-Way Stop Controlled (TWSC) Intersection Estimated 2027 Background Traffic Conditions Two-Way Stop Controlled (TWSC) Intersection Estimated 2027 Total Traffic Conditions Two-Way Stop Controlled (TWSC) Intersection Analysis Scenario Performance Measure Intersection Intersection Operations Summary for East Valley Center Road and X Street Weekday, AM Peak Hour Private Approach NB L NB TR SB L SB TR EB LT EB R WB LOS A A A A B Delay (sec/veh)7.9 0.0 7.4 0.0 10.3 Entry Volume (veh/hr)375 75 2 283 15 Volume to Capacity Ratio (v/c)0.11 0.04 0.00 0.15 0.03 HCM 95% Max Queue Length (veh)--0.0 -0.1 HCM 95% Max Queue Length (ft)--0 -3 LOS A A A A A A B Delay (sec/veh)7.9 8.1 0.0 7.5 0.0 9.4 11.4 Entry Volume (veh/hr)423 12 88 2 301 1 19 Volume to Capacity Ratio (v/c)0.11 0.01 0.05 0.00 0.16 0.00 0.04 HCM 95% Max Queue Length (veh)-0.0 -0.0 -0.0 0.1 HCM 95% Max Queue Length (ft)-0 -0 -0 3 LOS A A A A A C A B Delay (sec/veh)7.9 8.4 0.0 7.4 0.0 15.1 9.8 13.7 Entry Volume (veh/hr)553 61 77 2 327 28 38 20 Volume to Capacity Ratio (v/c)0.12 0.07 0.04 0.00 0.17 0.09 0.06 0.05 HCM 95% Max Queue Length (veh)-0.2 -0.0 -0.3 0.2 0.2 HCM 95% Max Queue Length (ft)-5 -0 -8 5 5 NB = Northbound; SB = Southbound; EB = Eastbound; and WB = Westbound L = Left; T = Through; and TR = Through-Right Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. The volume to capacity ratio for the East Valley Center Road northbound (NB) and southbound (SB) through-right lane groups is defined as being the volume divided by a maximum capacity of 1,900 passenger cars per hour, which is the base capacity of a multilane highway as defined in the Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis (Volume 2: Uninterrupted Flow, Chapter 12 - Basic Freeway and Multilane Highway Segments, Pg. 12-8). A design vehicle length of 25 feet is used in the queue length calculation. X Street No Observed VehiclesNo Estimated VehiclesEstimated 2027 Total Traffic Conditions Two-Way Stop-Controlled Intersection East Valley Center Road East Valley Center Road No Observed VehiclesAnalysis Scenario Performance Measure Intersection 2017 Current Daily Traffic Conditions Two-Way Stop-Controlled Intersection Estimated 2027 Background Traffic Conditions Two-Way Stop-Controlled Intersection Intersection Operations Summary for East Valley Center Road and X Street Weekday, PM Peak Hour Private Approach NB L NB TR SB L SB TR EB LT EB R WB LOS A A A A B Delay (sec/veh)7.9 0.0 7.9 0.0 11.4 Entry Volume (veh/hr)453 232 5 207 9 Volume to Capacity Ratio (v/c)0.05 0.12 0.00 0.11 0.02 HCM 95% Max Queue Length (veh)--0.0 -0.1 HCM 95% Max Queue Length (ft)--0 -3 LOS A A A A A B A B Delay (sec/veh)7.9 7.9 0.0 8.1 0.0 14.8 9.2 14.0 Entry Volume (veh/hr)600 2 314 6 257 1 10 10 Volume to Capacity Ratio (v/c)0.06 0.00 0.17 0.01 0.14 0.00 0.01 0.03 HCM 95% Max Queue Length (veh)-0.0 -0.0 -0.0 0.0 0.1 HCM 95% Max Queue Length (ft)-0 -0 -0 0 3 LOS A A A A A C A C Delay (sec/veh)7.9 8.1 0.0 8.1 0.0 15.3 9.5 15.2 Entry Volume (veh/hr)683 28 287 6 271 43 38 10 Volume to Capacity Ratio (v/c)0.07 0.03 0.15 0.01 0.14 0.13 0.06 0.03 HCM 95% Max Queue Length (veh)-0.1 -0.0 -0.5 0.2 0.1 HCM 95% Max Queue Length (ft)-3 -0 -13 5 3 NB = Northbound; SB = Southbound; EB = Eastbound; and WB = Westbound L = Left; T = Through; and TR = Through-Right Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. The volume to capacity ratio for the East Valley Center Road northbound (NB) and southbound (SB) through-right lane groups is defined as being the volume divided by a maximum capacity of 1,900 passenger cars per hour, which is the base capacity of a multilane highway as defined in the Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis (Volume 2: Uninterrupted Flow, Chapter 12 - Basic Freeway and Multilane Highway Segments, Pg. 12-8). A design vehicle length of 25 feet is used in the queue length calculation. Estimated 2027 Background Traffic Conditions Two-Way Stop-Controlled Intersection Estimated 2027 Total Traffic Conditions Two-Way Stop-Controlled Intersection X Street No Observed VehiclesAnalysis Scenario Performance Measure Intersection East Valley Center Road East Valley Center Road 2017 Current Daily Traffic Conditions Two-Way Stop-Controlled Intersection No Observed Vehicles Intersection Operations Summary for East Valley Center Road and X Street Saturday, Midday Peak Hour Private Approach NB L NB TR SB L SB TR EB LT EB R WB LOS A A A A B Delay (sec/veh)7.9 0.0 7.6 0.0 10.8 Entry Volume (veh/hr)431 147 2 271 11 Volume to Capacity Ratio (v/c)0.09 0.08 0.00 0.14 0.02 HCM 95% Max Queue Length (veh)--0.0 -0.1 HCM 95% Max Queue Length (ft)--0 -3 LOS A A A A A B Delay (sec/veh)7.9 8.2 0.0 7.8 0.0 12.3 Entry Volume (veh/hr)571 1 218 2 337 13 Volume to Capacity Ratio (v/c)0.11 0.00 0.11 0.00 0.18 0.03 HCM 95% Max Queue Length (veh)-0.0 -0.0 -0.1 HCM 95% Max Queue Length (ft)-0 -0 -3 LOS A A A A A C A B Delay (sec/veh)7.9 8.4 0.0 7.8 0.0 15.8 9.8 14.0 Entry Volume (veh/hr)656 28 194 2 357 40 22 13 Volume to Capacity Ratio (v/c)0.11 0.03 0.10 0.00 0.19 0.13 0.04 0.04 HCM 95% Max Queue Length (veh)-0.1 -0.0 -0.4 0.1 0.1 HCM 95% Max Queue Length (ft)-3 -0 -10 3 3 NB = Northbound; SB = Southbound; EB = Eastbound; and WB = Westbound L = Left; T = Through; and TR = Through-Right Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. The volume to capacity ratio for the East Valley Center Road northbound (NB) and southbound (SB) through-right lane groups is defined as being the volume divided by a maximum capacity of 1,900 passenger cars per hour, which is the base capacity of a multilane highway as defined in the Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis (Volume 2: Uninterrupted Flow, Chapter 12 - Basic Freeway and Multilane Highway Segments, Pg. 12-8). A design vehicle length of 25 feet is used in the queue length calculation. Estimated 2027 Background Traffic Conditions Two-Way Stop-Controlled Intersection Estimated 2027 Total Traffic Conditions Two-Way Stop-Controlled Intersection X Street No Observed VehiclesNo Estimated VehiclesAnalysis Scenario Performance Measure Intersection East Valley Center Road East Valley Center Road 2017 Current Daily Traffic Conditions Two-Way Stop-Controlled Intersection No Observed Vehicles Intersection Operations Summary for East Valley Center Road and Catamount Street Weekday, AM Peak Hour Catamount Street Private Approach NB L NB TR SB L SB TR EB WB LOS A A A A A B B Delay (sec/veh)7.9 8.8 0.0 7.4 0.0 10.2 12.0 Entry Volume (veh/hr)458 22 75 2 294 54 11 Volume to Capacity Ratio (v/c)0.11 0.03 0.04 0.00 0.15 0.09 0.02 HCM 95% Max Queue Length (veh)-0.1 -0.0 -0.3 0.1 HCM 95% Max Queue Length (ft)-3 -0 -8 3 LOS A A A A A B C Delay (sec/veh)7.9 8.6 0.0 7.4 0.0 10.8 16.3 Entry Volume (veh/hr)601 80 98 2 316 92 13 Volume to Capacity Ratio (v/c)0.12 0.09 0.05 0.00 0.17 0.15 0.05 HCM 95% Max Queue Length (veh)-0.3 -0.0 -0.5 0.1 HCM 95% Max Queue Length (ft)-8 -0 -13 3 LOS A A A A A B C Delay (sec/veh)7.9 9.1 0.0 7.5 0.0 14.6 25.0 Entry Volume (veh/hr)836 159 118 2 335 206 16 Volume to Capacity Ratio (v/c)0.21 0.18 0.06 0.00 0.18 0.40 0.10 HCM 95% Max Queue Length (veh)-0.7 -0.0 -2.0 0.3 HCM 95% Max Queue Length (ft)-18 -0 -50 8 NB = Northbound; SB = Southbound; EB = Eastbound; and WB = Westbound L = Left; T = Through; and TR = Through-Right Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. The volume to capacity ratio for the East Valley Center Road northbound (NB) and southbound (SB) through-right lane groups is defined as being the volume divided by a maximum capacity of 1,900 passenger cars per hour, which is the base capacity of a multilane highway as defined in the Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis (Volume 2: Uninterrupted Flow, Chapter 12 - Basic Freeway and Multilane Highway Segments, Pg. 12-8). A design vehicle length of 25 feet is used in the queue length calculation. Estimated 2027 Total Traffic Conditions Two-Way Stop-Controlled Intersection East Valley Center Road East Valley Center Road Analysis Scenario Performance Measure Intersection 2017 Current Daily Traffic Conditions Two-Way Stop-Controlled Intersection Estimated 2027 Background Traffic Conditions Two-Way Stop-Controlled Intersection Intersection Operations Summary for East Valley Center Road and Catamount Street Weekday, PM Peak Hour Catamount Street Private Approach NB L NB TR SB L SB TR EB WB LOS A A A A A A C Delay (sec/veh)7.9 8.0 0.0 8.0 0.0 9.7 15.7 Entry Volume (veh/hr)624 65 273 18 196 39 33 Volume to Capacity Ratio (v/c)0.05 0.05 0.14 0.02 0.10 0.05 0.09 HCM 95% Max Queue Length (veh)-0.2 -0.0 -0.2 0.3 HCM 95% Max Queue Length (ft)-5 -0 -5 8 LOS A A A A A B E Delay (sec/veh)7.9 8.4 0.0 8.2 0.0 11.9 35.6 Entry Volume (veh/hr)1,021 181 349 18 257 183 33 Volume to Capacity Ratio (v/c)0.12 0.16 0.18 0.02 0.14 0.28 0.23 HCM 95% Max Queue Length (veh)-0.6 -0.1 -1.1 0.8 HCM 95% Max Queue Length (ft)-15 -3 -28 20 LOS A A A A A C F Delay (sec/veh)7.9 8.7 0.0 8.1 0.0 17.2 53.7 Entry Volume (veh/hr)1,166 236 331 19 281 263 36 Volume to Capacity Ratio (v/c)0.20 0.21 0.17 0.02 0.15 0.50 0.34 HCM 95% Max Queue Length (veh)-0.8 -0.1 -2.7 1.4 HCM 95% Max Queue Length (ft)-20 -3 -68 35 NB = Northbound; SB = Southbound; EB = Eastbound; and WB = Westbound L = Left; T = Through; and TR = Through-Right Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. The volume to capacity ratio for the East Valley Center Road northbound (NB) and southbound (SB) through-right lane groups is defined as being the volume divided by a maximum capacity of 1,900 passenger cars per hour, which is the base capacity of a multilane highway as defined in the Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis (Volume 2: Uninterrupted Flow, Chapter 12 - Basic Freeway and Multilane Highway Segments, Pg. 12-8). A design vehicle length of 25 feet is used in the queue length calculation. East Valley Center Road East Valley Center Road 2017 Current Daily Traffic Conditions Two-Way Stop-Controlled Intersection Estimated 2027 Background Traffic Conditions Two-Way Stop-Controlled Intersection Estimated 2027 Total Traffic Conditions Two-Way Stop-Controlled Intersection Analysis Scenario Performance Measure Intersection Intersection Operations Summary for East Valley Center Road and Catamount Street Saturday, Midday Peak Hour Catamount Street Private Approach NB L NB TR SB L SB TR EB WB LOS A A A A A A B Delay (sec/veh)7.9 8.4 0.0 7.5 0.0 9.4 12.5 Entry Volume (veh/hr)538 39 161 5 275 32 26 Volume to Capacity Ratio (v/c)0.08 0.04 0.08 0.00 0.14 0.04 0.05 HCM 95% Max Queue Length (veh)-0.1 -0.0 -0.1 0.2 HCM 95% Max Queue Length (ft)-3 -0 -3 5 LOS A A A A A B D Delay (sec/veh)7.9 8.8 0.0 7.7 0.0 11.9 25.6 Entry Volume (veh/hr)935 177 221 5 343 163 26 Volume to Capacity Ratio (v/c)0.14 0.16 0.12 0.00 0.18 0.25 0.13 HCM 95% Max Queue Length (veh)-0.6 -0.0 -1.0 0.5 HCM 95% Max Queue Length (ft)-15 -0 -25 13 LOS A A A A A C E Delay (sec/veh)7.9 9.2 0.0 7.6 0.0 19.6 39.1 Entry Volume (veh/hr)1,128 260 198 6 354 281 29 Volume to Capacity Ratio (v/c)0.26 0.24 0.10 0.00 0.19 0.55 0.22 HCM 95% Max Queue Length (veh)-1.0 -0.0 -3.3 0.8 HCM 95% Max Queue Length (ft)-25 -0 -83 20 NB = Northbound; SB = Southbound; EB = Eastbound; and WB = Westbound L = Left; T = Through; and TR = Through-Right Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. The volume to capacity ratio for the East Valley Center Road northbound (NB) and southbound (SB) through-right lane groups is defined as being the volume divided by a maximum capacity of 1,900 passenger cars per hour, which is the base capacity of a multilane highway as defined in the Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis (Volume 2: Uninterrupted Flow, Chapter 12 - Basic Freeway and Multilane Highway Segments, Pg. 12-8). A design vehicle length of 25 feet is used in the queue length calculation. East Valley Center Road East Valley Center Road 2017 Current Daily Traffic Conditions Two-Way Stop-Controlled Intersection Estimated 2027 Background Traffic Conditions Two-Way Stop-Controlled Intersection Estimated 2027 Total Traffic Conditions Two-Way Stop-Controlled Intersection Analysis Scenario Performance Measure Intersection Intersection Operations Summary for Catamount Street and A Avenue (Private Drive)Weekday, AM Peak Hour Catamount Street Catamount Street Costco Access A Avenue (Private) EB WB NB SB LOS A A A A Delay (sec/veh)7.9 7.2 0.0 8.9 Entry Volume (veh/hr)73 45 17 11 Volume to Capacity Ratio (v/c)0.00 0.00 0.01 0.01 HCM 95% Max Queue Length (veh)-0.0 -0.0 HCM 95% Max Queue Length (ft)-0 -0 LOS A A A A B Delay (sec/veh)8.4 7.3 7.4 9.4 10.1 Entry Volume (veh/hr)198 55 78 54 11 Volume to Capacity Ratio (v/c)0.03 0.00 0.03 0.07 0.02 HCM 95% Max Queue Length (veh)-0.0 0.1 0.2 0.1 HCM 95% Max Queue Length (ft)-0 3 5 3 LOS A A A B C Delay (sec/veh)7.9 7.8 7.5 11.0 15.5 Entry Volume (veh/hr)546 148 218 54 126 Volume to Capacity Ratio (v/c)0.10 0.05 0.03 0.09 0.30 HCM 95% Max Queue Length (veh)-0.2 0.1 0.3 1.2 HCM 95% Max Queue Length (ft)-5 3 8 30 NB = Northbound; SB = Southbound; EB = Eastbound; and WB = Westbound Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. The volume to capacity ratio for the Catamount Street westbound (WB) approach under existing conditions is assumed as being the volume divided by a maximum capacity of 1,500 passenger cars per hour, which is the lower saturation flow rate for the major street as defined in the Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis (Volume 3: Interrupted Flow, Chapter 20 - Two-Way Stop-Controlled Intersections, Pg. 20-10). A design vehicle length of 25 feet is used in the queue length calculation. Estimated 2027 Total Traffic Conditions Two-Way Stop-Controlled Intersection Analysis Scenario Performance Measure Intersection 2017 Current Daily Traffic Conditions Two-Way Stop-Controlled Intersection Estimated 2027 Background Traffic Conditions Two-Way Stop-Controlled Intersection Intersection Operations Summary for Catamount Street and A Avenue (Private Drive)Weekday, PM Peak Hour Catamount Street Catamount Street Costco Access A Avenue (Private) EB WB NB SB LOS A A A A Delay (sec/veh)7.9 7.4 0.0 9.2 Entry Volume (veh/hr)104 33 65 6 Volume to Capacity Ratio (v/c)0.03 0.00 0.04 0.01 HCM 95% Max Queue Length (veh)-0.0 -0.0 HCM 95% Max Queue Length (ft)-0 -0 LOS A A A B C Delay (sec/veh)8.4 7.4 7.7 12.2 16.0 Entry Volume (veh/hr)452 81 187 178 6 Volume to Capacity Ratio (v/c)0.16 0.00 0.10 0.31 0.02 HCM 95% Max Queue Length (veh)-0.0 0.3 1.3 0.1 HCM 95% Max Queue Length (ft)-0 8 33 3 LOS A A A B C Delay (sec/veh)7.9 7.7 7.7 13.9 20.0 Entry Volume (veh/hr)676 124 263 179 110 Volume to Capacity Ratio (v/c)0.19 0.02 0.09 0.34 0.35 HCM 95% Max Queue Length (veh)-0.1 0.3 1.5 1.5 HCM 95% Max Queue Length (ft)-3 8 38 38 NB = Northbound; SB = Southbound; EB = Eastbound; and WB = Westbound Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. The volume to capacity ratio for the Catamount Street westbound (WB) approach under existing conditions is assumed as being the volume divided by a maximum capacity of 1,500 passenger cars per hour, which is the lower saturation flow rate for the major street as defined in the Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis (Volume 3: Interrupted Flow, Chapter 20 - Two-Way Stop-Controlled Intersections, Pg. 20-10). A design vehicle length of 25 feet is used in the queue length calculation. Estimated 2027 Total Traffic Conditions Two-Way Stop-Controlled Intersection Analysis Scenario Performance Measure Intersection 2017 Current Daily Traffic Conditions Two-Way Stop-Controlled Intersection Estimated 2027 Background Traffic Conditions Two-Way Stop-Controlled Intersection Intersection Operations Summary for Catamount Street and A Avenue (Private Drive)Saturday, Midday Peak Hour Catamount Street Catamount Street Costco Access A Avenue (Private) EB WB NB SB LOS A A A A Delay (sec/veh)7.9 7.3 0.0 8.9 Entry Volume (veh/hr)61 24 27 10 Volume to Capacity Ratio (v/c)0.01 0.00 0.02 0.02 HCM 95% Max Queue Length (veh)-0.0 -0.1 HCM 95% Max Queue Length (ft)-0 -3 LOS A A A B B Delay (sec/veh)8.4 7.3 7.6 10.8 14.6 Entry Volume (veh/hr)396 43 171 172 10 Volume to Capacity Ratio (v/c)0.16 0.00 0.11 0.25 0.03 HCM 95% Max Queue Length (veh)-0.0 0.4 1.0 0.1 HCM 95% Max Queue Length (ft)-0 10 25 3 LOS A A A B D Delay (sec/veh)7.9 7.8 7.7 13.7 31.7 Entry Volume (veh/hr)734 128 304 173 129 Volume to Capacity Ratio (v/c)0.23 0.04 0.11 0.33 0.54 HCM 95% Max Queue Length (veh)-0.1 0.4 1.4 3.0 HCM 95% Max Queue Length (ft)-3 10 35 75 NB = Northbound; SB = Southbound; EB = Eastbound; and WB = Westbound Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. The volume to capacity ratio for the Catamount Street westbound (WB) approach under existing conditions is assumed as being the volume divided by a maximum capacity of 1,500 passenger cars per hour, which is the lower saturation flow rate for the major street as defined in the Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis (Volume 3: Interrupted Flow, Chapter 20 - Two-Way Stop-Controlled Intersections, Pg. 20-10). A design vehicle length of 25 feet is used in the queue length calculation. Estimated 2027 Total Traffic Conditions Two-Way Stop-Controlled Intersection Analysis Scenario Performance Measure Intersection 2017 Current Daily Traffic Conditions Two-Way Stop-Controlled Intersection Estimated 2027 Background Traffic Conditions Two-Way Stop-Controlled Intersection Intersection Operations Summary for North 27th Avenue and Catamount Street Weekday, AM Peak Hour North 27th Avenue North 27th Avenue Catamount Street Catamount Street NB SB EB WB LOS A A A B A Delay (sec/veh)9.0 7.3 7.8 10.0 9.7 Entry Volume (veh/hr)136 36 17 69 14 Volume to Capacity Ratio (v/c)0.07 0.01 0.00 0.13 0.03 HCM 95% Max Queue Length (veh)-0.0 0.0 0.5 0.1 HCM 95% Max Queue Length (ft)-0 0 13 3 LOS A A A B B Delay (sec/veh)9.2 7.3 7.6 11.0 10.0 Entry Volume (veh/hr)294 99 28 109 58 Volume to Capacity Ratio (v/c)0.09 0.01 0.00 0.19 0.09 HCM 95% Max Queue Length (veh)-0.0 0.0 0.7 0.3 HCM 95% Max Queue Length (ft)-0 0 18 8 LOS A A A B B Delay (sec/veh)9.9 7.3 7.6 12.1 11.0 Entry Volume (veh/hr)393 124 39 142 88 Volume to Capacity Ratio (v/c)0.13 0.01 0.01 0.26 0.15 HCM 95% Max Queue Length (veh)-0.0 0.0 1.0 0.5 HCM 95% Max Queue Length (ft)-0 0 25 13 NB = Northbound; SB = Southbound; EB = Eastbound; and WB = Westbound Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. A design vehicle length of 25 feet is used in the queue length calculation. Estimated 2027 Total Traffic Conditions Two-Way Stop-Controlled Intersection Analysis Scenario Performance Measure Intersection 2017 Current Daily Traffic Conditions Two-Way Stop-Controlled Intersection Estimated 2027 Background Traffic Conditions Two-Way Stop-Controlled Intersection Intersection Operations Summary for North 27th Avenue and Catamount Street Weekday, PM Peak Hour North 27th Avenue North 27th Avenue Catamount Street Catamount Street NB SB EB WB LOS A A A A B Delay (sec/veh)8.7 7.4 7.5 9.8 11.0 Entry Volume (veh/hr)243 92 47 55 49 Volume to Capacity Ratio (v/c)0.05 0.03 0.00 0.08 0.09 HCM 95% Max Queue Length (veh)-0.1 0.0 0.3 0.3 HCM 95% Max Queue Length (ft)-3 0 8 8 LOS B A A B C Delay (sec/veh)10.3 7.6 7.6 12.5 16.8 Entry Volume (veh/hr)536 188 147 91 110 Volume to Capacity Ratio (v/c)0.11 0.04 0.02 0.18 0.30 HCM 95% Max Queue Length (veh)-0.1 0.1 0.7 1.2 HCM 95% Max Queue Length (ft)-3 3 18 30 LOS B A A B C Delay (sec/veh)11.4 7.6 7.7 13.3 19.4 Entry Volume (veh/hr)597 197 156 103 141 Volume to Capacity Ratio (v/c)0.15 0.04 0.03 0.22 0.40 HCM 95% Max Queue Length (veh)-0.1 0.1 0.8 1.9 HCM 95% Max Queue Length (ft)-3 3 20 48 NB = Northbound; SB = Southbound; EB = Eastbound; and WB = Westbound Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. A design vehicle length of 25 feet is used in the queue length calculation. Intersection 2017 Current Daily Traffic Conditions Two-Way Stop-Controlled Intersection Estimated 2027 Background Traffic Conditions Two-Way Stop-Controlled Intersection Estimated 2027 Total Traffic Conditions Two-Way Stop-Controlled Intersection Analysis Scenario Performance Measure Intersection Operations Summary for North 27th Avenue and Catamount Street Saturday, Midday Peak Hour North 27th Avenue North 27th Avenue Catamount Street Catamount Street NB SB EB WB LOS A A A A A Delay (sec/veh)8.1 7.3 7.4 9.1 9.9 Entry Volume (veh/hr)164 82 18 41 23 Volume to Capacity Ratio (v/c)0.02 0.01 0.00 0.05 0.04 HCM 95% Max Queue Length (veh)-0.0 0.0 0.2 0.1 HCM 95% Max Queue Length (ft)-0 0 5 3 LOS A A A B B Delay (sec/veh)8.8 7.3 7.6 10.1 11.9 Entry Volume (veh/hr)342 181 29 65 67 Volume to Capacity Ratio (v/c)0.05 0.01 0.01 0.10 0.14 HCM 95% Max Queue Length (veh)-0.0 0.0 0.3 0.5 HCM 95% Max Queue Length (ft)-0 0 8 13 LOS A A A B B Delay (sec/veh)9.3 7.3 7.7 10.8 12.8 Entry Volume (veh/hr)410 196 37 85 92 Volume to Capacity Ratio (v/c)0.08 0.01 0.01 0.14 0.20 HCM 95% Max Queue Length (veh)-0.0 0.0 0.5 0.7 HCM 95% Max Queue Length (ft)-0 0 13 18 NB = Northbound; SB = Southbound; EB = Eastbound; and WB = Westbound Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. A design vehicle length of 25 feet is used in the queue length calculation. Estimated 2027 Total Traffic Conditions Two-Way Stop-Controlled Intersection Analysis Scenario Performance Measure Intersection 2017 Current Daily Traffic Conditions Two-Way Stop-Controlled Intersection Estimated 2027 Background Traffic Conditions Two-Way Stop-Controlled Intersection Intersection Operations Summary for X Street and A Avenue Weekday, AM Peak Hour A Avenue (Private)A Avenue (Private)X Street X Street NB SB EB WB LOS A B B A A Delay (sec/veh)7.9 10.3 10.9 7.4 7.4 Entry Volume (veh/hr)261 73 29 52 107 Volume to Capacity Ratio (v/c)0.06 0.12 0.06 0.00 0.04 HCM 95% Max Queue Length (veh)-0.4 0.2 0.0 0.1 HCM 95% Max Queue Length (ft)-10 5 0 3 LOS A B B A A Delay (sec/veh)7.9 10.5 11.4 7.5 7.4 Entry Volume (veh/hr)338 73 29 58 178 Volume to Capacity Ratio (v/c)0.04 0.11 0.05 0.00 0.03 HCM 95% Max Queue Length (veh)-0.4 0.2 0.0 0.1 HCM 95% Max Queue Length (ft)-10 5 0 3 NB = Northbound; SB = Southbound; EB = Eastbound; and WB = Westbound Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. A design vehicle length of 25 feet is used in the queue length calculation. Estimated 2027 Total Traffic Conditions Two-Way Stop-Controlled Intersection Estimated 2050 Total Traffic Conditions - Sensitivity Analysis - Two-Way Stop-Controlled Intersection Analysis Scenario Performance Measure Intersection Intersection Operations Summary for X Street and A Avenue Weekday, PM Peak Hour A Avenue (Private)A Avenue (Private)X Street X Street NB SB EB WB LOS A A B A A Delay (sec/veh)7.9 9.6 10.3 7.2 7.4 Entry Volume (veh/hr)189 69 31 44 45 Volume to Capacity Ratio (v/c)0.05 0.10 0.05 0.00 0.03 HCM 95% Max Queue Length (veh)-0.3 0.2 0.0 0.1 HCM 95% Max Queue Length (ft)-8 5 0 3 LOS A A B A A Delay (sec/veh)7.9 9.9 10.7 7.3 7.5 Entry Volume (veh/hr)259 69 31 103 56 Volume to Capacity Ratio (v/c)0.04 0.09 0.05 0.00 0.03 HCM 95% Max Queue Length (veh)-0.3 0.2 0.0 0.1 HCM 95% Max Queue Length (ft)-8 5 0 3 NB = Northbound; SB = Southbound; EB = Eastbound; and WB = Westbound Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. A design vehicle length of 25 feet is used in the queue length calculation. Analysis Scenario Performance Measure Intersection Estimated 2027 Total Traffic Conditions Two-Way Stop-Controlled Intersection Estimated 2050 Total Traffic Conditions - Sensitivity Analysis - Two-Way Stop-Controlled Intersection Intersection Operations Summary for X Street and A Avenue Saturday, Midday Peak Hour A Avenue (Private)A Avenue (Private)X Street X Street NB SB EB WB LOS A B B A A Delay (sec/veh)7.9 10.3 10.5 7.3 7.4 Entry Volume (veh/hr)233 113 20 41 59 Volume to Capacity Ratio (v/c)0.10 0.17 0.04 0.00 0.04 HCM 95% Max Queue Length (veh)-0.6 0.1 0.0 0.1 HCM 95% Max Queue Length (ft)-15 3 0 3 LOS A B B A A Delay (sec/veh)7.9 10.4 10.5 7.3 7.4 Entry Volume (veh/hr)253 113 31 42 67 Volume to Capacity Ratio (v/c)0.10 0.18 0.04 0.00 0.04 HCM 95% Max Queue Length (veh)-0.6 0.1 0.0 0.1 HCM 95% Max Queue Length (ft)-15 3 0 3 NB = Northbound; SB = Southbound; EB = Eastbound; and WB = Westbound Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. A design vehicle length of 25 feet is used in the queue length calculation. Analysis Scenario Performance Measure Intersection Estimated 2027 Total Traffic Conditions Two-Way Stop-Controlled Intersection Estimated 2050 Total Traffic Conditions - Sensitivity Analysis - Two-Way Stop-Controlled Intersection APPENDIX D-2 2017 EXISTING CONDITIONS Catron Crossing Traffic Impact Study 08/02/17 2017 - Existing Conditions 15:48:35 Weekday, AM Peak Hour TEAPAC[Ver 9.01.01] - Capacity Analysis Summary (HCM 2016) Intersection Averages for Int # 1 - N 19th Ave & E Valley Center V/C 0.410 (Critical V/C 0.538) Control Delay 15.6 Level of Service B Sq 81 Phase 1 Phase 2 Phase 3 Phase 4 **/** North 6 1 6 2 2 5 8 4 Cmax=Gmax= 48.0" Gmax= 13.0"Gmax= 38.4" 120"Gavg= 60.2" Gavg= 13.0"Gavg= 26.2" Cavg=Y+Rc= 7.0" Y+Rc= 7.0"Y+Rc= 6.6" 120" Gmax= 9.0"Gmax= 53.0" Gmax= 38.4" Gavg= 3.4"Gavg= 70.9" Gavg= 26.2" Y+Rc= 6.0"Y+Rc= 7.0" Y+Rc= 6.6" Lane Width/g/C Adj HCM L Queue Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1 SB Approach 8.1 A R 12/1 1523 764 86 0.113 16.1 B 61 ft 60.2"13.0"26.2" 3.4"70.9"26.2" T 22/2 0.400 0.502 3554 1784 853 0.478 6.4 A 104 ft L 13/1 0.075 0.028 1412 39 14 0.354 62.6 E+26 ft NB Approach 5.8 A R+ T 22/2 0.442 0.591 3135 1851 462 0.250 1.0 A 24 ft L 25/2 0.108 0.108 3278 355 57 0.161 44.8 D+34 ft WB Approach 47.5 D R+ T 12/1 0.320 0.218 1244 271 18 0.066 37.3 D+23 ft L 13/1 0.320 0.218 1097 98 18 0.184 57.8 E+27 ft EB Approach 41.0 D+ R 12/1 0.033 0.218 1550 506 201 0.397 31.8 C 185 ft T+ L 12/1 0.320 0.218 1249 332 235 0.707 48.8 D 268 ft Catron Crossing Traffic Impact Study 08/02/17 2017 - Existing Conditions 16:03:23 Weekday, PM Peak Hour TEAPAC[Ver 9.01.01] - Capacity Analysis Summary (HCM 2016) Intersection Averages for Int # 1 - N 19th Ave & E Valley Center V/C 0.432 (Critical V/C 0.570) Control Delay 22.6 Level of Service C+ Sq 81 Phase 1 Phase 2 Phase 3 Phase 4 **/** North 6 1 6 2 2 5 8 4 Cmax=Gmax= 54.0" Gmax= 32.0"Gmax= 43.4" 150"Gavg= 60.6" Gavg= 32.0"Gavg= 36.8" Cavg=Y+Rc= 7.0" Y+Rc= 7.0"Y+Rc= 6.6" 150" Gmax= 9.0"Gmax= 78.0" Gmax= 43.4" Gavg= 3.3"Gavg= 90.3" Gavg= 36.8" Y+Rc= 6.0"Y+Rc= 7.0" Y+Rc= 6.6" Lane Width/g/C Adj HCM L Queue Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1 SB Approach 22.1 C+ R 12/1 1543 624 214 0.343 32.4 C 225 ft 60.6"32.0"36.8" 3.3"90.3"36.8" T 22/2 0.360 0.404 3600 1455 548 0.377 17.0 B 156 ft L 13/1 0.060 0.022 1439 32 11 0.347 78.6 E 25 ft NB Approach 10.4 B+ R+ T 22/2 0.520 0.602 3237 1949 851 0.437 1.4 A 35 ft L 25/2 0.213 0.213 3474 741 252 0.340 40.9 D+142 ft WB Approach 52.5 D R+ T 12/1 0.289 0.245 1345 330 15 0.045 43.3 D+22 ft L 13/1 0.289 0.245 1071 75 7 0.093 72.3 E 14 ft EB Approach 50.3 D R 12/1 0.027 0.245 1591 730 171 0.234 24.8 C+156 ft T+ L 12/1 0.289 0.245 1338 376 301 0.801 64.7 E+414 ft Catron Crossing Traffic Impact Study 08/02/17 2017 - Existing Conditions 17:09:14 Saturday, Midday Peak Hour TEAPAC[Ver 9.01.01] - Capacity Analysis Summary (HCM 2016) Intersection Averages for Int # 1 - N 19th Ave & E Valley Center V/C 0.491 (Critical V/C 0.648) Control Delay 24.7 Level of Service C+ Sq 81 Phase 1 Phase 2 Phase 3 Phase 4 **/** North 6 1 6 2 2 5 8 4 Cmax=Gmax= 49.0" Gmax= 27.0"Gmax= 43.4" 140"Gavg= 55.8" Gavg= 27.0"Gavg= 36.6" Cavg=Y+Rc= 7.0" Y+Rc= 7.0"Y+Rc= 6.6" 140" Gmax= 13.0"Gmax= 63.0" Gmax= 43.4" Gavg= 6.0"Gavg= 77.8" Gavg= 36.6" Y+Rc= 6.0"Y+Rc= 7.0" Y+Rc= 6.6" Lane Width/g/C Adj HCM L Queue Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1 SB Approach 22.1 C+ R 12/1 1618 645 244 0.378 31.5 C 233 ft 55.8"27.0"36.6" 6.0"77.8"36.6" T 22/2 0.350 0.399 3614 1441 785 0.545 18.3 B 209 ft L 13/1 0.093 0.043 1580 68 16 0.235 66.5 E+29 ft NB Approach 16.9 B R+ T 22/2 0.450 0.556 3251 1807 712 0.394 3.7 A 109 ft L 25/2 0.193 0.193 3519 679 358 0.527 43.1 D+188 ft WB Approach 46.6 D R+ T 12/1 0.310 0.261 1315 344 30 0.087 39.2 D+41 ft L 13/1 0.310 0.261 1132 89 11 0.124 66.7 E+18 ft EB Approach 42.1 D+ R 12/1 0.029 0.261 1591 723 294 0.406 25.9 C+248 ft T+ L 12/1 0.310 0.261 1280 386 299 0.775 57.9 E+378 ft HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection E Valley Center + N 27th Agency/Co.Morrison-Maierle Jurisdiction MDT / City of Bozeman Date Performed 8/1/2017 East/West Street East Valley Center Road Analysis Year 2017 North/South Street North 27th Avenue Time Analyzed Weekday, AM Peak Peak Hour Factor 0.79 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Existing Conditions Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 1 1 0 1 0 1 0 0 0 Configuration TR L T L R Volume, V (veh/h)284 8 2 68 11 1 Percent Heavy Vehicles (%)71 29 50 Proportion Time Blocked Percent Grade (%)-1 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)3 14 1 Capacity, c (veh/h)892 569 592 v/c Ratio 0.00 0.02 0.00 95% Queue Length, Q₉₅ (veh)0.0 0.1 0.0 Control Delay (s/veh)9.0 11.5 11.1 Level of Service, LOS A B B Approach Delay (s/veh)0.3 11.5 Approach LOS B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/1/2017 10:52:24 PME-Valley-Center-Rd+N-27th-Ave_Weekday-AM_2017-Ex.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection E Valley Center + N 27th Agency/Co.Morrison-Maierle Jurisdiction MDT / City of Bozeman Date Performed 8/1/2017 East/West Street East Valley Center Road Analysis Year 2017 North/South Street North 27th Avenue Time Analyzed Weekday, PM Peak Peak Hour Factor 0.89 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Existing Conditions Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 1 1 0 1 0 1 0 0 0 Configuration TR L T L R Volume, V (veh/h)208 32 3 215 58 4 Percent Heavy Vehicles (%)77 3 14 Proportion Time Blocked Percent Grade (%)-1 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.87 6.23 6.24 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.89 3.53 3.43 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)3 65 4 Capacity, c (veh/h)960 611 761 v/c Ratio 0.00 0.11 0.01 95% Queue Length, Q₉₅ (veh)0.0 0.4 0.0 Control Delay (s/veh)8.8 11.6 9.8 Level of Service, LOS A B A Approach Delay (s/veh)0.1 11.5 Approach LOS B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/1/2017 10:50:08 PME-Valley-Center-Rd+N-27th-Ave_Weekday-PM_2017-Ex.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection E Valley Center + N 27th Agency/Co.Morrison-Maierle Jurisdiction MDT / City of Bozeman Date Performed 8/1/2017 East/West Street East Valley Center Road Analysis Year 2017 North/South Street North 27th Avenue Time Analyzed Saturday, Midday Peak Peak Hour Factor 0.96 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Existing Conditions Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 1 1 0 1 0 1 0 0 0 Configuration TR L T L R Volume, V (veh/h)269 14 1 1 139 56 4 Percent Heavy Vehicles (%)3 0 0 0 Proportion Time Blocked Percent Grade (%)-1 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)2.0 4.1 7.1 6.2 Critical Headway (sec)2.03 4.10 6.20 6.10 Base Follow-Up Headway (sec)2.0 2.2 3.5 3.3 Follow-Up Headway (sec)2.03 2.20 3.50 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)2 58 4 Capacity, c (veh/h)1482 647 762 v/c Ratio 0.00 0.09 0.01 95% Queue Length, Q₉₅ (veh)0.0 0.3 0.0 Control Delay (s/veh)7.4 11.1 9.7 Level of Service, LOS A B A Approach Delay (s/veh)0.1 11.0 Approach LOS B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/1/2017 11:22:11 PME-Valley-Center-Rd+N-27th-Ave_Saturday-Mid_2017-Ex.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Valley Center & X Street Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman / MDT Date Performed 8/1/2017 East/West Street X Street Analysis Year 2017 North/South Street East Valley Center Road Time Analyzed Weekday, AM Peak Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Existing Conditions Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 1 2 0 0 1 2 0 Configuration LTR LTR L T TR L T TR Volume, V (veh/h)0 0 0 13 0 2 0 68 7 2 283 0 Percent Heavy Vehicles (%)0 0 0 3 0 3 0 3 Proportion Time Blocked Percent Grade (%)-2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 Critical Headway (sec)7.10 6.10 6.70 7.26 6.90 7.16 4.10 4.16 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.53 4.00 3.33 2.20 2.23 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)0 18 0 2 Capacity, c (veh/h)0 698 1216 1491 v/c Ratio 0.03 0.00 0.00 95% Queue Length, Q₉₅ (veh)0.1 0.0 0.0 Control Delay (s/veh)5.0 10.3 8.0 7.4 Level of Service, LOS A B A A Approach Delay (s/veh)5.0 10.3 0.0 0.0 Approach LOS A B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 10:42:51 AME-Valley-Center-Rd+X-St_Weekday-AM_2017-Ex.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Valley Center & X Street Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman / MDT Date Performed 8/1/2017 East/West Street X Street Analysis Year 2017 North/South Street East Valley Center Road Time Analyzed Weekday, PM Peak Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Existing Conditions Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 1 2 0 0 1 2 0 Configuration LTR LTR L T TR L T TR Volume, V (veh/h)0 0 0 7 0 2 0 216 16 5 207 0 Percent Heavy Vehicles (%)0 0 0 3 0 3 0 3 Proportion Time Blocked Percent Grade (%)-2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 Critical Headway (sec)7.10 6.10 6.70 7.26 6.90 7.16 4.10 4.16 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.53 4.00 3.33 2.20 2.23 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)0 11 0 6 Capacity, c (veh/h)0 570 1317 1262 v/c Ratio 0.02 0.00 0.00 95% Queue Length, Q₉₅ (veh)0.1 0.0 0.0 Control Delay (s/veh)5.0 11.4 7.7 7.9 Level of Service, LOS A B A A Approach Delay (s/veh)5.0 11.4 0.0 0.2 Approach LOS A B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 10:47:29 AME-Valley-Center-Rd+X-St_Weekday-PM_2017-Ex.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Valley Center & X Street Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman / MDT Date Performed 8/1/2017 East/West Street X Street Analysis Year 2017 North/South Street East Valley Center Road Time Analyzed Saturday, Midday Peak Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Existing Conditions Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 1 2 0 0 1 2 0 Configuration LTR LTR L T TR L T TR Volume, V (veh/h)0 0 0 9 0 2 0 138 9 2 271 0 Percent Heavy Vehicles (%)0 0 0 3 0 3 0 3 Proportion Time Blocked Percent Grade (%)-2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 Critical Headway (sec)7.10 6.10 6.70 7.26 6.90 7.16 4.10 4.16 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.53 4.00 3.33 2.20 2.23 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)0 13 0 2 Capacity, c (veh/h)0 629 1232 1382 v/c Ratio 0.02 0.00 0.00 95% Queue Length, Q₉₅ (veh)0.1 0.0 0.0 Control Delay (s/veh)5.0 10.8 7.9 7.6 Level of Service, LOS A B A A Approach Delay (s/veh)5.0 10.8 0.0 0.0 Approach LOS A B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 10:51:51 AME-Valley-Center-Rd+X-St_Saturday-Mid_2017-Ex.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Valley Center & Catamount Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman / MDT Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2017 North/South Street East Valley Center Road Time Analyzed Weekday, AM Peak Peak Hour Factor 0.81 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Existing Conditions Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 1 2 0 0 1 2 0 Configuration LTR LTR L T TR L T TR Volume, V (veh/h)3 1 50 9 1 1 8 14 71 4 2 292 2 Percent Heavy Vehicles (%)50 0 8 6 0 0 0 11 0 Proportion Time Blocked Percent Grade (%)-2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.5 6.5 6.9 7.5 6.5 6.9 6.4 4.1 4.1 Critical Headway (sec)8.10 6.10 6.86 8.02 6.90 7.10 6.40 4.32 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.5 2.2 2.2 Follow-Up Headway (sec)4.00 4.00 3.38 3.56 4.00 3.30 2.50 2.31 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)67 13 27 2 Capacity, c (veh/h)762 524 975 1512 v/c Ratio 0.09 0.02 0.03 0.00 95% Queue Length, Q₉₅ (veh)0.3 0.1 0.1 0.0 Control Delay (s/veh)10.2 12.0 8.8 7.4 Level of Service, LOS B B A A Approach Delay (s/veh)10.2 12.0 2.0 0.0 Approach LOS B B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 9:30:57 AME-Valley-Center-Rd+Catamount-St_Weekday-AM_2017-Ex.xtw Pedestrian Level of Service Flow (ped/hr)0 0 Two-Stage Crossing Pedestrian Platooning Conflicting Vehicular Flow (veh/h) Average Delay (s) Level of Service, LOS Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 9:30:57 AM E-Valley-Center-Rd+Catamount-St_Weekday-AM_2017-Ex.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Valley Center & Catamount Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman / MDT Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2017 North/South Street East Valley Center Road Time Analyzed Weekday, PM Peak Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Existing Conditions Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 1 2 0 0 1 2 0 Configuration LTR LTR L T TR L T TR Volume, V (veh/h)2 3 34 26 3 4 4 61 227 46 18 195 1 Percent Heavy Vehicles (%)0 0 2 0 20 0 0 9 5 Proportion Time Blocked Percent Grade (%)-2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.5 6.5 6.9 7.5 6.5 6.9 6.4 4.1 4.1 Critical Headway (sec)7.10 6.10 6.74 7.90 7.30 7.10 6.40 4.28 4.20 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.5 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.32 3.50 4.20 3.30 2.50 2.29 2.25 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)42 35 70 20 Capacity, c (veh/h)801 372 1282 1240 v/c Ratio 0.05 0.09 0.05 0.02 95% Queue Length, Q₉₅ (veh)0.2 0.3 0.2 0.0 Control Delay (s/veh)9.7 15.7 8.0 8.0 Level of Service, LOS A C A A Approach Delay (s/veh)9.7 15.7 1.5 0.7 Approach LOS A C Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 9:51:13 AME-Valley-Center-Rd+Catamount-St_Weekday-PM_2017-Ex.xtw Pedestrian Level of Service Flow (ped/hr)0 1 Two-Stage Crossing Yes Pedestrian Platooning No Conflicting Vehicular Flow (veh/h)480 Average Delay (s)31.5 Level of Service, LOS E Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 9:51:13 AM E-Valley-Center-Rd+Catamount-St_Weekday-PM_2017-Ex.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Valley Center & Catamount Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman / MDT Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2017 North/South Street East Valley Center Road Time Analyzed Saturday, Midday Peak Peak Hour Factor 0.95 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Existing Conditions Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 1 2 0 0 1 2 0 Configuration LTR LTR L T TR L T TR Volume, V (veh/h)1 1 30 22 1 3 15 24 143 18 5 273 2 Percent Heavy Vehicles (%)0 0 0 1 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)-2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.5 6.5 6.9 7.5 6.5 6.9 6.4 4.1 4.1 Critical Headway (sec)7.10 6.10 6.70 7.92 6.90 7.10 6.40 4.10 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.5 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.51 4.00 3.30 2.50 2.20 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)34 27 41 5 Capacity, c (veh/h)847 505 1111 1417 v/c Ratio 0.04 0.05 0.04 0.00 95% Queue Length, Q₉₅ (veh)0.1 0.2 0.1 0.0 Control Delay (s/veh)9.4 12.5 8.4 7.5 Level of Service, LOS A B A A Approach Delay (s/veh)9.4 12.5 1.6 0.1 Approach LOS A B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 10:01:20 AME-Valley-Center-Rd+Catamount-St_Saturday-Mid_2017-Ex.xtw Pedestrian Level of Service Flow (ped/hr)0 0 Two-Stage Crossing Pedestrian Platooning Conflicting Vehicular Flow (veh/h) Average Delay (s) Level of Service, LOS Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 10:01:20 AM E-Valley-Center-Rd+Catamount-St_Saturday-Mid_2017-Ex.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Catamount St + A Ave Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2017 North/South Street A Avenue (Private Drive) Time Analyzed Weekday, AM Peak Peak Hour Factor 0.86 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Existing Conditions Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 0 0 0 0 1 0 Configuration LT TR LR Volume, V (veh/h)0 45 11 6 9 2 Percent Heavy Vehicles (%)0 5 0 Proportion Time Blocked Percent Grade (%)2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.10 6.85 6.40 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.20 3.54 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)0 12 Capacity, c (veh/h)1607 942 v/c Ratio 0.00 0.01 95% Queue Length, Q₉₅ (veh)0.0 0.0 Control Delay (s/veh)7.2 8.9 Level of Service, LOS A A Approach Delay (s/veh)0.0 8.9 Approach LOS A Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 8:12:28 AMCatamount-St+A-Ave_Weekday-AM_2017-Ex.xtw Pedestrian Level of Service Flow (ped/hr)0 0 Two-Stage Crossing Pedestrian Platooning Conflicting Vehicular Flow (veh/h) Average Delay (s) Level of Service, LOS Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 8:12:28 AM Catamount-St+A-Ave_Weekday-AM_2017-Ex.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Catamount St + A Ave Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2017 North/South Street A Avenue (Private Drive) Time Analyzed Weekday, PM Peak Peak Hour Factor 0.78 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Existing Conditions Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 0 0 0 0 1 0 Configuration LT TR LR Volume, V (veh/h)0 33 50 15 6 0 Percent Heavy Vehicles (%)0 0 0 Proportion Time Blocked Percent Grade (%)2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.10 6.80 6.40 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.20 3.50 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)0 8 Capacity, c (veh/h)1524 873 v/c Ratio 0.00 0.01 95% Queue Length, Q₉₅ (veh)0.0 0.0 Control Delay (s/veh)7.4 9.2 Level of Service, LOS A A Approach Delay (s/veh)0.0 9.2 Approach LOS A Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 8:31:38 AMCatamount-St+A-Ave_Weekday-PM_2017-Ex.xtw Pedestrian Level of Service Flow (ped/hr)0 0 Two-Stage Crossing Pedestrian Platooning Conflicting Vehicular Flow (veh/h) Average Delay (s) Level of Service, LOS Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 8:31:38 AM Catamount-St+A-Ave_Weekday-PM_2017-Ex.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Catamount St + A Ave Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2017 North/South Street A Avenue (Private Drive) Time Analyzed Saturday, Midday Peak Peak Hour Factor 0.63 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Existing Conditions Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 0 0 0 0 1 0 Configuration LT TR LR Volume, V (veh/h)1 23 22 5 9 1 Percent Heavy Vehicles (%)0 0 0 Proportion Time Blocked Percent Grade (%)2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.10 6.80 6.40 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.20 3.50 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)2 16 Capacity, c (veh/h)1576 929 v/c Ratio 0.00 0.02 95% Queue Length, Q₉₅ (veh)0.0 0.1 Control Delay (s/veh)7.3 8.9 Level of Service, LOS A A Approach Delay (s/veh)0.4 8.9 Approach LOS A Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 8:35:47 AMCatamount-St+A-Ave_Saturday-Mid_2017-Ex.xtw Pedestrian Level of Service Flow (ped/hr)0 0 Two-Stage Crossing Pedestrian Platooning Conflicting Vehicular Flow (veh/h) Average Delay (s) Level of Service, LOS Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 8:35:47 AM Catamount-St+A-Ave_Saturday-Mid_2017-Ex.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection N 27th Ave & Catamount St Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2017 North/South Street North 27th Avenue Time Analyzed Weekday, AM Peak Peak Hour Factor 0.63 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Existing Conditions Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)17 36 16 2 7 5 10 20 6 1 13 3 Percent Heavy Vehicles (%)57 0 3 0 13 75 0 50 Proportion Time Blocked Percent Grade (%)-2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.27 6.10 6.03 7.50 7.03 7.15 4.10 4.60 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)4.01 4.00 3.33 3.50 4.12 3.97 2.20 2.65 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)109 22 16 2 Capacity, c (veh/h)823 785 1601 1303 v/c Ratio 0.13 0.03 0.01 0.00 95% Queue Length, Q₉₅ (veh)0.5 0.1 0.0 0.0 Control Delay (s/veh)10.0 9.7 7.3 7.8 Level of Service, LOS B A A A Approach Delay (s/veh)10.0 9.7 2.1 0.6 Approach LOS B A Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 6:18:32 AMN-27th-Ave+Catamount-St_Weekday-AM_2017-Ex.xtw Pedestrian Level of Service Flow (ped/hr)2 0 Two-Stage Crossing No Pedestrian Platooning No Conflicting Vehicular Flow (veh/h)79 Average Delay (s)3.7 Level of Service, LOS A Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 6:18:32 AM N-27th-Ave+Catamount-St_Weekday-AM_2017-Ex.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection N 27th Ave & Catamount St Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2017 North/South Street North 27th Avenue Time Analyzed Weekday, PM Peak Peak Hour Factor 0.85 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Existing Conditions Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)2 25 28 5 42 2 35 53 4 4 34 9 Percent Heavy Vehicles (%)70 0 4 0 2 100 0 13 Proportion Time Blocked Percent Grade (%)-2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.40 6.10 6.04 7.50 6.92 7.40 4.10 4.23 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)4.13 4.00 3.34 3.50 4.02 4.20 2.20 2.32 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)64 57 41 5 Capacity, c (veh/h)818 652 1566 1463 v/c Ratio 0.08 0.09 0.03 0.00 95% Queue Length, Q₉₅ (veh)0.3 0.3 0.1 0.0 Control Delay (s/veh)9.8 11.0 7.4 7.5 Level of Service, LOS A B A A Approach Delay (s/veh)9.8 11.0 2.9 0.7 Approach LOS A B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 6:33:01 AMN-27th-Ave+Catamount-St_Weekday-PM_2017-Ex.xtw Pedestrian Level of Service Flow (ped/hr)2 1 Two-Stage Crossing No No Pedestrian Platooning No No Conflicting Vehicular Flow (veh/h)148 118 Average Delay (s)7.9 6.0 Level of Service, LOS B B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 6:33:01 AM N-27th-Ave+Catamount-St_Weekday-PM_2017-Ex.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection N 27th Ave & Catamount St Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2017 North/South Street North 27th Avenue Time Analyzed Saturday, Midday Peak Peak Hour Factor 0.82 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Existing Conditions Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)1 15 25 6 15 2 13 61 8 1 15 2 Percent Heavy Vehicles (%)0 3 0 0 0 0 2 0 Proportion Time Blocked Percent Grade (%)-2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)6.70 6.13 6.00 7.50 6.90 6.40 4.12 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.03 3.30 3.50 4.00 3.30 2.22 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)49 27 16 1 Capacity, c (veh/h)917 756 1592 1523 v/c Ratio 0.05 0.04 0.01 0.00 95% Queue Length, Q₉₅ (veh)0.2 0.1 0.0 0.0 Control Delay (s/veh)9.1 9.9 7.3 7.4 Level of Service, LOS A A A A Approach Delay (s/veh)9.1 9.9 1.2 0.4 Approach LOS A A Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 6:40:59 AMN-27th-Ave+Catamount-St_Saturday-Mid_2017-Ex.xtw Pedestrian Level of Service Flow (ped/hr)1 1 Two-Stage Crossing No No Pedestrian Platooning No No Conflicting Vehicular Flow (veh/h)118 95 Average Delay (s)6.0 4.6 Level of Service, LOS B A Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 6:40:59 AM N-27th-Ave+Catamount-St_Saturday-Mid_2017-Ex.xtw APPENDIX D-3 ESTIMATED 2027 BACKGROUND TRAFFIC Catron Crossing Traffic Impact Study 08/02/17 2027 - Estimated Background Traffic 17:21:21 Weekday, AM Peak Hour TEAPAC[Ver 9.01.01] - Capacity Analysis Summary (HCM 2016) Intersection Averages for Int # 1 - N 19th Ave & E Valley Center V/C 0.516 (Critical V/C 0.672) Control Delay 18.9 Level of Service B Sq 81 Phase 1 Phase 2 Phase 3 Phase 4 **/** North 6 1 6 2 2 5 8 4 Cmax=Gmax= 48.0" Gmax= 13.0"Gmax= 38.4" 120"Gavg= 54.5" Gavg= 13.0"Gavg= 31.9" Cavg=Y+Rc= 7.0" Y+Rc= 7.0"Y+Rc= 6.6" 120" Gmax= 9.0"Gmax= 53.0" Gmax= 38.4" Gavg= 3.4"Gavg= 65.1" Gavg= 31.9" Y+Rc= 6.0"Y+Rc= 7.0" Y+Rc= 6.6" Lane Width/g/C Adj HCM L Queue Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1 SB Approach 13.5 B+ R 12/1 1523 691 128 0.185 20.1 C+104 ft 54.5"13.0"31.9" 3.4"65.1"31.9" T 22/2 0.400 0.454 3554 1613 1039 0.644 12.0 B+182 ft L 13/1 0.075 0.028 1412 39 14 0.354 62.6 E+26 ft NB Approach 9.3 A R+ T 22/2 0.442 0.542 3137 1702 562 0.330 3.8 A 92 ft L 25/2 0.108 0.108 3278 355 86 0.242 45.3 D 52 ft WB Approach 45.0 D R+ T 12/1 0.320 0.266 1268 338 19 0.056 32.9 C 22 ft L 13/1 0.320 0.266 1043 96 18 0.187 57.8 E+27 ft EB Approach 39.7 D+ R 12/1 0.033 0.266 1550 581 256 0.441 28.6 C 217 ft T+ L 12/1 0.320 0.266 1263 396 301 0.760 49.2 D 338 ft Catron Crossing Traffic Impact Study 08/02/17 2027 - Estimated Background Traffic 17:31:40 Weekday, PM Peak Hour TEAPAC[Ver 9.01.01] - Capacity Analysis Summary (HCM 2016) Intersection Averages for Int # 1 - N 19th Ave & E Valley Center V/C 0.553 (Critical V/C 0.716) Control Delay 28.1 Level of Service C Sq 81 Phase 1 Phase 2 Phase 3 Phase 4 **/** North 6 1 6 2 2 5 8 4 Cmax=Gmax= 54.0" Gmax= 32.0"Gmax= 43.4" 150"Gavg= 54.0" Gavg= 32.0"Gavg= 43.4" Cavg=Y+Rc= 7.0" Y+Rc= 7.0"Y+Rc= 6.6" 150" Gmax= 9.0"Gmax= 78.0" Gmax= 43.4" Gavg= 3.3"Gavg= 83.7" Gavg= 43.4" Y+Rc= 6.0"Y+Rc= 7.0" Y+Rc= 6.6" Lane Width/g/C Adj HCM L Queue Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1 SB Approach 29.0 C R 12/1 1543 556 263 0.473 39.9 D+298 ft 54.0"32.0"43.4" 3.3"83.7"43.4" T 22/2 0.360 0.360 3600 1296 668 0.515 23.9 C+225 ft L 13/1 0.060 0.022 1439 32 11 0.347 78.6 E 25 ft NB Approach 13.6 B+ R+ T 22/2 0.520 0.558 3239 1807 1034 0.572 5.2 A 181 ft L 25/2 0.213 0.213 3474 741 310 0.418 41.7 D+169 ft WB Approach 49.9 D R+ T 12/1 0.289 0.289 1372 397 16 0.040 38.4 D+22 ft L 13/1 0.289 0.289 1016 48 7 0.146 76.4 E 14 ft EB Approach 57.2 E+ R 12/1 0.027 0.289 1592 801 228 0.285 21.8 C+188 ft T+ L 12/1 0.289 0.289 1345 437 398 0.911 77.4 E 586 ft Catron Crossing Traffic Impact Study 08/02/17 2027 - Estimated Background Traffic 17:43:52 Saturday, Midday Peak Hour TEAPAC[Ver 9.01.01] - Capacity Analysis Summary (HCM 2016) Intersection Averages for Int # 1 - N 19th Ave & E Valley Center V/C 0.607 (Critical V/C 0.774) Control Delay 28.4 Level of Service C Sq 81 Phase 1 Phase 2 Phase 3 Phase 4 **/** North 6 1 6 2 2 5 8 4 Cmax=Gmax= 49.0" Gmax= 27.0"Gmax= 43.4" 140"Gavg= 51.0" Gavg= 27.0"Gavg= 41.4" Cavg=Y+Rc= 7.0" Y+Rc= 7.0"Y+Rc= 6.6" 140" Gmax= 13.0"Gmax= 63.0" Gmax= 43.4" Gavg= 6.0"Gavg= 73.0" Gavg= 41.4" Y+Rc= 6.0"Y+Rc= 7.0" Y+Rc= 6.6" Lane Width/g/C Adj HCM L Queue Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1 SB Approach 29.3 C R 12/1 1618 589 291 0.494 37.5 D+297 ft 51.0"27.0"41.4" 6.0"73.0"41.4" T 22/2 0.350 0.364 3614 1316 957 0.727 26.2 C+332 ft L 13/1 0.093 0.043 1580 68 16 0.235 66.5 E+29 ft NB Approach 19.7 B R+ T 22/2 0.450 0.521 3254 1695 865 0.510 7.2 A 225 ft L 25/2 0.193 0.193 3519 679 427 0.629 45.1 D 224 ft WB Approach 44.0 D+ R+ T 12/1 0.310 0.296 1329 393 31 0.079 35.6 D+40 ft L 13/1 0.310 0.296 1076 81 11 0.136 67.6 E 18 ft EB Approach 41.8 D+ R 12/1 0.029 0.296 1592 779 349 0.448 23.8 C+278 ft T+ L 12/1 0.310 0.296 1291 433 354 0.817 59.5 E+450 ft HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection E Valley Center + N 27th Agency/Co.Morrison-Maierle Jurisdiction MDT / City of Bozeman Date Performed 8/1/2017 East/West Street East Valley Center Road Analysis Year 2027 North/South Street North 27th Avenue Time Analyzed Weekday, AM Peak Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Background Traffic Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 1 1 0 1 0 1 0 0 0 Configuration TR L T L R Volume, V (veh/h)300 52 6 76 15 3 Percent Heavy Vehicles (%)24 20 33 Proportion Time Blocked Percent Grade (%)-1 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.34 6.40 6.43 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.42 3.68 3.60 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)7 18 4 Capacity, c (veh/h)1035 568 607 v/c Ratio 0.01 0.03 0.01 95% Queue Length, Q₉₅ (veh)0.0 0.1 0.0 Control Delay (s/veh)8.5 11.5 11.0 Level of Service, LOS A B B Approach Delay (s/veh)0.6 11.4 Approach LOS B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/1/2017 11:31:05 PME-Valley-Center-Rd+N-27th-Ave_Weekday-AM_2027-Bkgnd.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection E Valley Center + N 27th Agency/Co.Morrison-Maierle Jurisdiction MDT / City of Bozeman Date Performed 8/1/2017 East/West Street East Valley Center Road Analysis Year 2027 North/South Street North 27th Avenue Time Analyzed Weekday, PM Peak Peak Hour Factor 0.89 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Background Traffic Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 1 1 0 1 0 1 0 0 0 Configuration TR L T L R Volume, V (veh/h)253 77 8 289 132 10 Percent Heavy Vehicles (%)29 3 6 Proportion Time Blocked Percent Grade (%)-1 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)9 148 11 Capacity, c (veh/h)1052 531 711 v/c Ratio 0.01 0.28 0.02 95% Queue Length, Q₉₅ (veh)0.0 1.1 0.0 Control Delay (s/veh)8.5 14.4 10.1 Level of Service, LOS A B B Approach Delay (s/veh)0.2 14.1 Approach LOS B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/1/2017 11:59:00 PME-Valley-Center-Rd+N-27th-Ave_Weekday-PM_2027-Bkgnd.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection E Valley Center + N 27th Agency/Co.Morrison-Maierle Jurisdiction MDT / City of Bozeman Date Performed 8/1/2017 East/West Street East Valley Center Road Analysis Year 2027 North/South Street North 27th Avenue Time Analyzed Saturday, Midday Peak Peak Hour Factor 0.96 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Background Traffic Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 1 1 0 1 0 1 0 0 0 Configuration TR L T L R Volume, V (veh/h)329 25 1 3 206 134 10 Percent Heavy Vehicles (%)3 0 0 0 Proportion Time Blocked Percent Grade (%)-1 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)2.0 4.1 7.1 6.2 Critical Headway (sec)2.03 4.10 6.20 6.10 Base Follow-Up Headway (sec)2.0 2.2 3.5 3.3 Follow-Up Headway (sec)2.03 2.20 3.50 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)4 140 10 Capacity, c (veh/h)1303 577 700 v/c Ratio 0.00 0.24 0.01 95% Queue Length, Q₉₅ (veh)0.0 0.9 0.0 Control Delay (s/veh)7.8 13.2 10.2 Level of Service, LOS A B B Approach Delay (s/veh)0.1 13.0 Approach LOS B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 12:05:46 AME-Valley-Center-Rd+N-27th-Ave_Saturday-Mid_2027-Bkgnd.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Valley Center & X Street Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman / MDT Date Performed 8/1/2017 East/West Street X Street Analysis Year 2027 North/South Street East Valley Center Road Time Analyzed Weekday, AM Peak Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Background Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 1 0 1 0 0 1 2 0 0 1 2 0 Configuration LT R LTR L T TR L T TR Volume, V (veh/h)0 0 1 16 1 2 12 80 8 2 301 0 Percent Heavy Vehicles (%)0 0 3 3 3 3 3 3 Proportion Time Blocked Percent Grade (%)-2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 Critical Headway (sec)7.10 6.10 6.76 7.96 6.96 7.16 4.16 4.16 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.33 3.53 4.03 3.33 2.23 2.23 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)0 1 23 15 2 Capacity, c (veh/h)0 828 585 1172 1471 v/c Ratio 0.00 0.04 0.01 0.00 95% Queue Length, Q₉₅ (veh)0.0 0.1 0.0 0.0 Control Delay (s/veh)5.0 9.4 11.4 8.1 7.5 Level of Service, LOS A A B A A Approach Delay (s/veh)9.4 11.4 1.0 0.0 Approach LOS A B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 10:55:18 AME-Valley-Center-Rd+X-St_Weekday-AM_2017-Bkgnd.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Valley Center & X Street Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman / MDT Date Performed 8/1/2017 East/West Street X Street Analysis Year 2027 North/South Street East Valley Center Road Time Analyzed Weekday, PM Peak Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Background Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 1 0 1 0 0 1 2 0 0 1 2 0 Configuration LT R LTR L T TR L T TR Volume, V (veh/h)0 1 10 8 0 2 2 295 19 6 257 0 Percent Heavy Vehicles (%)0 3 3 3 0 3 3 3 Proportion Time Blocked Percent Grade (%)-2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 Critical Headway (sec)7.10 6.16 6.76 7.96 6.90 7.16 4.16 4.16 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.03 3.33 3.53 4.00 3.33 2.23 2.23 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)1 12 12 2 8 Capacity, c (veh/h)370 861 411 1229 1155 v/c Ratio 0.00 0.01 0.03 0.00 0.01 95% Queue Length, Q₉₅ (veh)0.0 0.0 0.1 0.0 0.0 Control Delay (s/veh)14.8 9.2 14.0 7.9 8.1 Level of Service, LOS B A B A A Approach Delay (s/veh)9.7 14.0 0.0 0.2 Approach LOS A B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 11:01:59 AME-Valley-Center-Rd+X-St_Weekday-PM_2017-Bkgnd.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Valley Center & X Street Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman / MDT Date Performed 8/1/2017 East/West Street X Street Analysis Year 2027 North/South Street East Valley Center Road Time Analyzed Saturday, Midday Peak Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Background Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 1 0 1 0 0 1 2 0 0 1 2 0 Configuration LT R LTR L T TR L T TR Volume, V (veh/h)0 0 0 11 0 2 1 207 11 2 337 0 Percent Heavy Vehicles (%)0 0 0 3 0 3 3 3 Proportion Time Blocked Percent Grade (%)-2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 Critical Headway (sec)7.10 6.10 6.70 7.26 6.90 7.16 4.16 4.16 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.53 4.00 3.33 2.23 2.23 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)0 0 16 1 2 Capacity, c (veh/h)0 811 512 1128 1280 v/c Ratio 0.00 0.03 0.00 0.00 95% Queue Length, Q₉₅ (veh)0.0 0.1 0.0 0.0 Control Delay (s/veh)5.0 9.4 12.3 8.2 7.8 Level of Service, LOS A A B A A Approach Delay (s/veh)12.3 0.0 0.0 Approach LOS B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 12:22:06 PME-Valley-Center-Rd+X-St_Saturday-Mid_2027-Bkgnd.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Valley Center & Catamount Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman / MDT Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2027 North/South Street East Valley Center Road Time Analyzed Weekday, AM Peak Peak Hour Factor 0.81 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Background Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 1 2 0 0 1 2 0 Configuration LTR LTR L T TR L T TR Volume, V (veh/h)5 1 86 9 3 1 8 72 94 4 2 313 3 Percent Heavy Vehicles (%)30 0 5 6 0 0 0 2 0 Proportion Time Blocked Percent Grade (%)-2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.5 6.5 6.9 7.5 6.5 6.9 6.4 4.1 4.1 Critical Headway (sec)7.70 6.10 6.80 8.02 6.90 7.10 6.40 4.14 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.5 2.2 2.2 Follow-Up Headway (sec)3.80 4.00 3.35 3.56 4.00 3.30 2.50 2.22 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)113 16 99 2 Capacity, c (veh/h)734 335 1092 1474 v/c Ratio 0.15 0.05 0.09 0.00 95% Queue Length, Q₉₅ (veh)0.5 0.1 0.3 0.0 Control Delay (s/veh)10.8 16.3 8.6 7.4 Level of Service, LOS B C A A Approach Delay (s/veh)10.8 16.3 3.9 0.0 Approach LOS B C Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 10:08:18 AME-Valley-Center-Rd+Catamount-St_Weekday-AM_2027-Bkgnd.xtw Pedestrian Level of Service Flow (ped/hr)0 1 Two-Stage Crossing Yes Pedestrian Platooning No Conflicting Vehicular Flow (veh/h)508 Average Delay (s)49.6 Level of Service, LOS F Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 10:08:18 AM E-Valley-Center-Rd+Catamount-St_Weekday-AM_2027-Bkgnd.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Valley Center & Catamount Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman / MDT Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2027 North/South Street East Valley Center Road Time Analyzed Weekday, PM Peak Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Background Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 1 2 0 0 1 2 0 Configuration LTR LTR L T TR L T TR Volume, V (veh/h)9 5 169 26 3 4 4 177 303 46 18 252 5 Percent Heavy Vehicles (%)0 0 2 0 20 0 0 3 5 Proportion Time Blocked Percent Grade (%)-2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.5 6.5 6.9 7.5 6.5 6.9 6.4 4.1 4.1 Critical Headway (sec)7.10 6.10 6.74 7.90 7.30 7.10 6.40 4.16 4.20 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.5 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.32 3.50 4.20 3.30 2.50 2.23 2.25 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)199 35 196 20 Capacity, c (veh/h)720 152 1252 1151 v/c Ratio 0.28 0.23 0.16 0.02 95% Queue Length, Q₉₅ (veh)1.1 0.8 0.6 0.1 Control Delay (s/veh)11.9 35.6 8.4 8.2 Level of Service, LOS B E A A Approach Delay (s/veh)11.9 35.6 2.9 0.5 Approach LOS B E Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 10:13:44 AME-Valley-Center-Rd+Catamount-St_Weekday-PM_2027-Bkgnd.xtw Pedestrian Level of Service Flow (ped/hr)0 2 Two-Stage Crossing Yes Pedestrian Platooning No Conflicting Vehicular Flow (veh/h)628 Average Delay (s)47.4 Level of Service, LOS F Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 10:13:44 AM E-Valley-Center-Rd+Catamount-St_Weekday-PM_2027-Bkgnd.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Valley Center & Catamount Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman / MDT Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2027 North/South Street East Valley Center Road Time Analyzed Saturday, Midday Peak Peak Hour Factor 0.95 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Background Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 1 2 0 0 1 2 0 Configuration LTR LTR L T TR L T TR Volume, V (veh/h)13 1 149 22 1 3 15 162 203 18 5 335 8 Percent Heavy Vehicles (%)0 0 0 1 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)-2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.5 6.5 6.9 7.5 6.5 6.9 6.4 4.1 4.1 Critical Headway (sec)7.10 6.10 6.70 7.92 6.90 7.10 6.40 4.10 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.5 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.51 4.00 3.30 2.50 2.20 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)172 27 187 5 Capacity, c (veh/h)693 201 1134 1342 v/c Ratio 0.25 0.13 0.16 0.00 95% Queue Length, Q₉₅ (veh)1.0 0.5 0.6 0.0 Control Delay (s/veh)11.9 25.6 8.8 7.7 Level of Service, LOS B D A A Approach Delay (s/veh)11.9 25.6 3.9 0.1 Approach LOS B D Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 10:18:48 AME-Valley-Center-Rd+Catamount-St_Saturday-Mid_2027-Bkgnd.xtw Pedestrian Level of Service Flow (ped/hr)0 2 Two-Stage Crossing Yes Pedestrian Platooning No Conflicting Vehicular Flow (veh/h)580 Average Delay (s)54.5 Level of Service, LOS F Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 10:18:48 AM E-Valley-Center-Rd+Catamount-St_Saturday-Mid_2027-Bkgnd.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Catamount St + A Ave Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2027 North/South Street A Avenue (Private Drive) Time Analyzed Weekday, AM Peak Peak Hour Factor 0.86 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Background Traffic Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 0 1 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)0 47 8 35 37 6 18 0 36 9 0 2 Percent Heavy Vehicles (%)0 5 5 0 5 5 0 0 Proportion Time Blocked Percent Grade (%)0 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 Critical Headway (sec)4.10 4.15 7.15 6.50 6.25 7.55 6.90 6.40 Base Follow-Up Headway (sec)2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway (sec)2.20 2.24 3.54 4.00 3.34 3.54 4.00 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)0 41 63 12 Capacity, c (veh/h)1564 1517 890 714 v/c Ratio 0.00 0.03 0.07 0.02 95% Queue Length, Q₉₅ (veh)0.0 0.1 0.2 0.1 Control Delay (s/veh)7.3 7.4 9.4 10.1 Level of Service, LOS A A A B Approach Delay (s/veh)0.0 3.5 9.4 10.1 Approach LOS A B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 8:41:45 AMCatamount-St+A-Ave_Weekday-AM_2027-Bkgnd.xtw Pedestrian Level of Service Flow (ped/hr)2 2 Two-Stage Crossing No No Pedestrian Platooning No No Conflicting Vehicular Flow (veh/h)107 146 Average Delay (s)5.3 7.8 Level of Service, LOS B B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 8:41:45 AM Catamount-St+A-Ave_Weekday-AM_2027-Bkgnd.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Catamount St + A Ave Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2027 North/South Street A Avenue (Private Drive) Time Analyzed Weekday, PM Peak Peak Hour Factor 0.80 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Background Traffic Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 0 1 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)0 56 25 116 56 15 57 0 121 6 0 0 Percent Heavy Vehicles (%)0 3 3 0 3 0 0 0 Proportion Time Blocked Percent Grade (%)0 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)0 145 222 8 Capacity, c (veh/h)1514 1478 719 335 v/c Ratio 0.00 0.10 0.31 0.02 95% Queue Length, Q₉₅ (veh)0.0 0.3 1.3 0.1 Control Delay (s/veh)7.4 7.7 12.2 16.0 Level of Service, LOS A A B C Approach Delay (s/veh)0.0 5.1 12.2 16.0 Approach LOS B C Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 8:50:17 AMCatamount-St+A-Ave_Weekday-PM_2027-Bkgnd.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Catamount St + A Ave Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2027 North/South Street A Avenue (Private Drive) Time Analyzed Saturday, Midday Peak Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Background Traffic Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 0 1 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)1 24 18 142 24 5 42 0 130 9 0 1 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 Critical Headway (sec)4.10 4.10 7.10 6.50 6.20 7.50 6.90 6.40 Base Follow-Up Headway (sec)2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway (sec)2.20 2.20 3.50 4.00 3.30 3.50 4.00 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)1 167 202 12 Capacity, c (veh/h)1585 1565 824 385 v/c Ratio 0.00 0.11 0.25 0.03 95% Queue Length, Q₉₅ (veh)0.0 0.4 1.0 0.1 Control Delay (s/veh)7.3 7.6 10.8 14.6 Level of Service, LOS A A B B Approach Delay (s/veh)0.2 6.4 10.8 14.6 Approach LOS B B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 8:53:28 AMCatamount-St+A-Ave_Saturday-Mid_2027-Bkgnd.xtw Pedestrian Level of Service Flow (ped/hr)2 2 Two-Stage Crossing No No Pedestrian Platooning No No Conflicting Vehicular Flow (veh/h)78 229 Average Delay (s)3.7 11.9 Level of Service, LOS A C Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 8:53:28 AM Catamount-St+A-Ave_Saturday-Mid_2027-Bkgnd.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection N 27th Ave & Catamount St Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2027 North/South Street North 27th Avenue Time Analyzed Weekday, AM Peak Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Background Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)44 43 22 5 21 32 13 80 6 4 19 5 Percent Heavy Vehicles (%)22 0 2 0 4 12 0 13 Proportion Time Blocked Percent Grade (%)-2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)6.92 6.10 6.02 7.50 6.94 6.52 4.10 4.23 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.70 4.00 3.32 3.50 4.04 3.41 2.20 2.32 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)137 72 16 5 Capacity, c (veh/h)739 790 1590 1410 v/c Ratio 0.19 0.09 0.01 0.00 95% Queue Length, Q₉₅ (veh)0.7 0.3 0.0 0.0 Control Delay (s/veh)11.0 10.0 7.3 7.6 Level of Service, LOS B B A A Approach Delay (s/veh)11.0 10.0 1.0 1.1 Approach LOS B B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 6:46:41 AMN-27th-Ave+Catamount-St_Weekday-AM_2027-Bkgnd.xtw Pedestrian Level of Service Flow (ped/hr)2 2 Two-Stage Crossing No No Pedestrian Platooning No No Conflicting Vehicular Flow (veh/h)148 135 Average Delay (s)7.9 7.0 Level of Service, LOS B B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 6:46:41 AM N-27th-Ave+Catamount-St_Weekday-AM_2027-Bkgnd.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection N 27th Ave & Catamount St Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2027 North/South Street North 27th Avenue Time Analyzed Weekday, PM Peak Peak Hour Factor 0.85 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Background Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)6 47 38 14 87 9 47 137 4 30 85 32 Percent Heavy Vehicles (%)23 0 3 0 1 22 0 2 Proportion Time Blocked Percent Grade (%)-2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)6.93 6.10 6.03 7.50 6.91 6.62 4.10 4.12 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.71 4.00 3.33 3.50 4.01 3.50 2.20 2.22 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)107 129 55 35 Capacity, c (veh/h)588 434 1453 1406 v/c Ratio 0.18 0.30 0.04 0.02 95% Queue Length, Q₉₅ (veh)0.7 1.2 0.1 0.1 Control Delay (s/veh)12.5 16.8 7.6 7.6 Level of Service, LOS B C A A Approach Delay (s/veh)12.5 16.8 2.1 1.7 Approach LOS B C Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 6:52:33 AMN-27th-Ave+Catamount-St_Weekday-PM_2027-Bkgnd.xtw Pedestrian Level of Service Flow (ped/hr)2 2 Two-Stage Crossing No No Pedestrian Platooning No No Conflicting Vehicular Flow (veh/h)321 334 Average Delay (s)15.0 15.6 Level of Service, LOS C C Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 6:52:33 AM N-27th-Ave+Catamount-St_Weekday-PM_2027-Bkgnd.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection N 27th Ave & Catamount St Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2027 North/South Street North 27th Avenue Time Analyzed Saturday, Midday Peak Peak Hour Factor 0.82 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Background Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)4 27 34 10 51 6 17 156 8 8 18 3 Percent Heavy Vehicles (%)0 2 0 0 0 0 2 0 Proportion Time Blocked Percent Grade (%)-2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)6.70 6.12 6.00 7.50 6.90 6.40 4.12 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.02 3.30 3.50 4.00 3.30 2.22 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)79 81 21 10 Capacity, c (veh/h)787 600 1581 1380 v/c Ratio 0.10 0.14 0.01 0.01 95% Queue Length, Q₉₅ (veh)0.3 0.5 0.0 0.0 Control Delay (s/veh)10.1 11.9 7.3 7.6 Level of Service, LOS B B A A Approach Delay (s/veh)10.1 11.9 0.8 2.2 Approach LOS B B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 6:57:06 AMN-27th-Ave+Catamount-St_Saturday-Mid_2027-Bkgnd.xtw Pedestrian Level of Service Flow (ped/hr)2 2 Two-Stage Crossing No No Pedestrian Platooning No No Conflicting Vehicular Flow (veh/h)243 226 Average Delay (s)12.3 11.9 Level of Service, LOS C C Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 6:57:06 AM N-27th-Ave+Catamount-St_Saturday-Mid_2027-Bkgnd.xtw APPENDIX D-4 ESTIMATED 2027 TOTAL TRAFFIC Catron Crossing Traffic Impact Study 08/02/17 2027 - Estimated Total Traffic 17:50:20 Weekday, AM Peak Hour TEAPAC[Ver 9.01.01] - Capacity Analysis Summary (HCM 2016) Intersection Averages for Int # 1 - N 19th Ave & E Valley Center V/C 0.540 (Critical V/C 0.715) Control Delay 21.3 Level of Service C+ Sq 81 Phase 1 Phase 2 Phase 3 Phase 4 **/** North 6 1 6 2 2 5 8 4 Cmax=Gmax= 48.0" Gmax= 13.0"Gmax= 38.4" 120"Gavg= 51.7" Gavg= 13.0"Gavg= 34.7" Cavg=Y+Rc= 7.0" Y+Rc= 7.0"Y+Rc= 6.6" 120" Gmax= 9.0"Gmax= 53.0" Gmax= 38.4" Gavg= 3.4"Gavg= 62.4" Gavg= 34.7" Y+Rc= 6.0"Y+Rc= 7.0" Y+Rc= 6.6" Lane Width/g/C Adj HCM L Queue Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1 SB Approach 16.5 B R 12/1 1523 657 184 0.280 23.2 C+154 ft 51.7"13.0"34.7" 3.4"62.4"34.7" T 22/2 0.400 0.431 3554 1532 1039 0.678 14.8 B+209 ft L 13/1 0.075 0.028 1412 39 14 0.354 62.6 E+26 ft NB Approach 12.7 B+ R+ T 22/2 0.442 0.520 3137 1630 562 0.345 5.3 A 123 ft L 25/2 0.108 0.108 3278 355 124 0.349 46.1 D 75 ft WB Approach 44.0 D+ R+ T 12/1 0.320 0.289 1268 366 19 0.052 30.9 C 21 ft L 13/1 0.320 0.289 1020 95 18 0.190 57.9 E+27 ft EB Approach 39.3 D+ R 12/1 0.033 0.289 1550 616 280 0.455 27.1 C+229 ft T+ L 12/1 0.320 0.289 1269 426 333 0.781 49.5 D 373 ft Catron Crossing Traffic Impact Study 08/02/17 2027 - Estimated Total Traffic 18:10:38 Weekday, PM Peak Hour TEAPAC[Ver 9.01.01] - Capacity Analysis Summary (HCM 2016) Intersection Averages for Int # 1 - N 19th Ave & E Valley Center V/C 0.575 (Critical V/C 0.750) Control Delay 32.1 Level of Service C Sq 81 Phase 1 Phase 2 Phase 3 Phase 4 **/** North 6 1 6 2 2 5 8 4 Cmax=Gmax= 54.0" Gmax= 32.0"Gmax= 43.4" 150"Gavg= 54.0" Gavg= 32.0"Gavg= 43.4" Cavg=Y+Rc= 7.0" Y+Rc= 7.0"Y+Rc= 6.6" 150" Gmax= 9.0"Gmax= 78.0" Gmax= 43.4" Gavg= 3.3"Gavg= 83.7" Gavg= 43.4" Y+Rc= 6.0"Y+Rc= 7.0" Y+Rc= 6.6" Lane Width/g/C Adj HCM L Queue Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1 SB Approach 29.4 C R 12/1 1543 556 279 0.502 40.7 D+317 ft 54.0"32.0"43.4" 3.3"83.7"43.4" T 22/2 0.360 0.360 3600 1296 668 0.515 23.9 C+225 ft L 13/1 0.060 0.022 1439 32 11 0.347 78.6 E 25 ft NB Approach 14.0 B+ R+ T 22/2 0.520 0.558 3239 1807 1034 0.572 5.2 A 181 ft L 25/2 0.213 0.213 3474 741 327 0.441 41.9 D+177 ft WB Approach 49.9 D R+ T 12/1 0.289 0.289 1372 397 16 0.040 38.4 D+22 ft L 13/1 0.289 0.289 995 48 7 0.146 76.4 E 14 ft EB Approach 71.2 E R 12/1 0.027 0.289 1592 801 250 0.312 22.2 C+206 ft T+ L 12/1 0.289 0.289 1345 437 437 1.000 99.3 F 710 ft Catron Crossing Traffic Impact Study 08/02/17 2027 - Estimated Total Traffic 18:18:03 Saturday, Midday Peak Hour TEAPAC[Ver 9.01.01] - Capacity Analysis Summary (HCM 2016) Intersection Averages for Int # 1 - N 19th Ave & E Valley Center V/C 0.634 (Critical V/C 0.805) Control Delay 30.4 Level of Service C Sq 81 Phase 1 Phase 2 Phase 3 Phase 4 **/** North 6 1 6 2 2 5 8 4 Cmax=Gmax= 49.0" Gmax= 27.0"Gmax= 43.4" 140"Gavg= 49.0" Gavg= 27.0"Gavg= 43.4" Cavg=Y+Rc= 7.0" Y+Rc= 7.0"Y+Rc= 6.6" 140" Gmax= 13.0"Gmax= 63.0" Gmax= 43.4" Gavg= 6.0"Gavg= 71.0" Gavg= 43.4" Y+Rc= 6.0"Y+Rc= 7.0" Y+Rc= 6.6" Lane Width/g/C Adj HCM L Queue Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1 SB Approach 32.2 C R 12/1 1618 567 313 0.552 40.5 D+329 ft 49.0"27.0"43.4" 6.0"71.0"43.4" T 22/2 0.350 0.350 3614 1266 957 0.756 28.9 C 358 ft L 13/1 0.093 0.043 1580 68 16 0.235 66.5 E+29 ft NB Approach 21.7 C+ R+ T 22/2 0.450 0.507 3254 1650 865 0.524 8.5 A 257 ft L 25/2 0.193 0.193 3519 679 460 0.678 46.4 D 244 ft WB Approach 43.1 D+ R+ T 12/1 0.310 0.310 1329 412 31 0.075 34.2 C 39 ft L 13/1 0.310 0.310 1053 77 11 0.142 68.1 E 18 ft EB Approach 41.8 D+ R 12/1 0.029 0.310 1592 801 373 0.466 23.0 C+291 ft T+ L 12/1 0.310 0.310 1296 453 377 0.833 60.4 E+481 ft HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection E Valley Center + N 27th Agency/Co.Morrison-Maierle Jurisdiction MDT / City of Bozeman Date Performed 8/1/2017 East/West Street East Valley Center Road Analysis Year 2027 North/South Street North 27th Avenue Time Analyzed Weekday, AM Peak Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Total Traffic Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 1 1 0 1 0 1 0 0 0 Configuration TR L T L R Volume, V (veh/h)326 79 6 93 30 3 Percent Heavy Vehicles (%)24 10 33 Proportion Time Blocked Percent Grade (%)-1 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.34 6.30 6.43 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.42 3.59 3.60 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)7 35 4 Capacity, c (veh/h)979 554 571 v/c Ratio 0.01 0.06 0.01 95% Queue Length, Q₉₅ (veh)0.0 0.2 0.0 Control Delay (s/veh)8.7 11.9 11.4 Level of Service, LOS A B B Approach Delay (s/veh)0.5 11.9 Approach LOS B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 12:12:59 AME-Valley-Center-Rd+N-27th-Ave_Weekday-AM_2027-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection E Valley Center + N 27th Agency/Co.Morrison-Maierle Jurisdiction MDT / City of Bozeman Date Performed 8/1/2017 East/West Street East Valley Center Road Analysis Year 2027 North/South Street North 27th Avenue Time Analyzed Weekday, PM Peak Peak Hour Factor 0.89 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Total Traffic Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 1 1 0 1 0 1 0 0 0 Configuration TR L T L R Volume, V (veh/h)267 83 8 303 150 10 Percent Heavy Vehicles (%)29 3 6 Proportion Time Blocked Percent Grade (%)-1 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.39 6.23 6.16 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.46 3.53 3.35 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)9 169 11 Capacity, c (veh/h)1032 516 693 v/c Ratio 0.01 0.33 0.02 95% Queue Length, Q₉₅ (veh)0.0 1.4 0.0 Control Delay (s/veh)8.5 15.3 10.3 Level of Service, LOS A C B Approach Delay (s/veh)0.2 15.0 Approach LOS C Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 12:21:21 AME-Valley-Center-Rd+N-27th-Ave_Weekday-PM_2027-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection E Valley Center + N 27th Agency/Co.Morrison-Maierle Jurisdiction MDT / City of Bozeman Date Performed 8/1/2017 East/West Street East Valley Center Road Analysis Year 2027 North/South Street North 27th Avenue Time Analyzed Saturday, Midday Peak Peak Hour Factor 0.96 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Total Traffic Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 1 1 0 1 0 1 0 0 0 Configuration TR L T L R Volume, V (veh/h)349 36 1 3 222 145 10 Percent Heavy Vehicles (%)3 0 0 0 Proportion Time Blocked Percent Grade (%)-1 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)2.0 4.1 7.1 6.2 Critical Headway (sec)2.03 4.10 6.20 6.10 Base Follow-Up Headway (sec)2.0 2.2 3.5 3.3 Follow-Up Headway (sec)2.03 2.20 3.50 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)4 151 10 Capacity, c (veh/h)1273 558 676 v/c Ratio 0.00 0.27 0.01 95% Queue Length, Q₉₅ (veh)0.0 1.1 0.0 Control Delay (s/veh)7.8 13.8 10.4 Level of Service, LOS A B B Approach Delay (s/veh)0.1 13.6 Approach LOS B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 12:28:05 AME-Valley-Center-Rd+N-27th-Ave_Saturday-Mid_2027-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Valley Center & X Street Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman / MDT Date Performed 8/1/2017 East/West Street X Street Analysis Year 2027 North/South Street East Valley Center Road Time Analyzed Weekday, AM Peak Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Total Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 1 0 1 0 0 1 2 0 0 1 2 0 Configuration LT R LTR L T TR L T TR Volume, V (veh/h)28 0 38 16 2 2 61 69 8 2 283 44 Percent Heavy Vehicles (%)3 0 3 3 3 3 3 3 Proportion Time Blocked Percent Grade (%)-2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 Critical Headway (sec)7.16 6.10 6.76 7.96 6.96 7.16 4.16 4.16 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.53 4.00 3.33 3.53 4.03 3.33 2.23 2.23 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)35 48 24 76 2 Capacity, c (veh/h)392 801 440 1135 1483 v/c Ratio 0.09 0.06 0.05 0.07 0.00 95% Queue Length, Q₉₅ (veh)0.3 0.2 0.2 0.2 0.0 Control Delay (s/veh)15.1 9.8 13.7 8.4 7.4 Level of Service, LOS C A B A A Approach Delay (s/veh)12.0 13.7 3.7 0.0 Approach LOS B B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 12:27:57 PME-Valley-Center-Rd+X-St_Weekday-AM_2027-Total.xtw Pedestrian Level of Service Flow (ped/hr)2 2 Two-Stage Crossing Yes Yes Pedestrian Platooning No No Conflicting Vehicular Flow (veh/h)526 497 Average Delay (s)29.3 52.7 Level of Service, LOS D F Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 12:27:57 PM E-Valley-Center-Rd+X-St_Weekday-AM_2027-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Valley Center & X Street Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman / MDT Date Performed 8/1/2017 East/West Street X Street Analysis Year 2027 North/South Street East Valley Center Road Time Analyzed Weekday, PM Peak Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Total Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 1 0 1 0 0 1 2 0 0 1 2 0 Configuration LT R LTR L T TR L T TR Volume, V (veh/h)41 2 38 8 0 2 28 268 19 6 253 18 Percent Heavy Vehicles (%)3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade (%)-2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 Critical Headway (sec)7.16 6.16 6.76 7.96 6.96 7.16 4.16 4.16 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.53 4.03 3.33 3.53 4.03 3.33 2.23 2.23 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)53 48 12 35 8 Capacity, c (veh/h)403 842 364 1207 1185 v/c Ratio 0.13 0.06 0.03 0.03 0.01 95% Queue Length, Q₉₅ (veh)0.5 0.2 0.1 0.1 0.0 Control Delay (s/veh)15.3 9.5 15.2 8.1 8.1 Level of Service, LOS C A C A A Approach Delay (s/veh)12.6 15.2 0.7 0.2 Approach LOS B C Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 12:32:45 PME-Valley-Center-Rd+X-St_Weekday-PM_2027-Total.xtw Pedestrian Level of Service Flow (ped/hr)2 2 Two-Stage Crossing Yes Yes Pedestrian Platooning No No Conflicting Vehicular Flow (veh/h)710 681 Average Delay (s)68.0 57.4 Level of Service, LOS F F Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 12:32:45 PM E-Valley-Center-Rd+X-St_Weekday-PM_2027-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Valley Center & X Street Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman / MDT Date Performed 8/1/2017 East/West Street X Street Analysis Year 2027 North/South Street East Valley Center Road Time Analyzed Saturday, Midday Peak Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Total Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 1 0 1 0 0 1 2 0 0 1 2 0 Configuration LT R LTR L T TR L T TR Volume, V (veh/h)40 0 22 11 0 2 28 183 11 2 326 31 Percent Heavy Vehicles (%)3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade (%)-2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 Critical Headway (sec)7.16 6.16 6.76 7.96 6.96 7.16 4.16 4.16 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.53 4.03 3.33 3.53 4.03 3.33 2.23 2.23 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)50 28 16 35 2 Capacity, c (veh/h)384 779 417 1099 1309 v/c Ratio 0.13 0.04 0.04 0.03 0.00 95% Queue Length, Q₉₅ (veh)0.4 0.1 0.1 0.1 0.0 Control Delay (s/veh)15.8 9.8 14.0 8.4 7.8 Level of Service, LOS C A B A A Approach Delay (s/veh)13.6 14.0 1.1 0.0 Approach LOS B B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 12:38:22 PME-Valley-Center-Rd+X-St_Saturday-Mid_2027-Total.xtw Pedestrian Level of Service Flow (ped/hr)2 2 Two-Stage Crossing Yes Yes Pedestrian Platooning No No Conflicting Vehicular Flow (veh/h)686 678 Average Delay (s)50.2 79.7 Level of Service, LOS F F Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 12:38:22 PM E-Valley-Center-Rd+X-St_Saturday-Mid_2027-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Valley Center & Catamount Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman / MDT Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2027 North/South Street East Valley Center Road Time Analyzed Weekday, AM Peak Peak Hour Factor 0.81 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Total Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 1 2 0 0 1 2 0 Configuration LTR LTR L T TR L T TR Volume, V (veh/h)22 1 183 9 5 2 8 151 114 4 2 273 62 Percent Heavy Vehicles (%)7 0 2 6 0 0 0 2 0 Proportion Time Blocked Percent Grade (%)-2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.5 6.5 6.9 7.5 6.5 6.9 6.4 4.1 4.1 Critical Headway (sec)7.24 6.10 6.74 8.02 6.90 7.10 6.40 4.14 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.5 2.2 2.2 Follow-Up Headway (sec)3.57 4.00 3.32 3.56 4.00 3.30 2.50 2.22 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)254 19 196 2 Capacity, c (veh/h)629 199 1083 1443 v/c Ratio 0.40 0.10 0.18 0.00 95% Queue Length, Q₉₅ (veh)2.0 0.3 0.7 0.0 Control Delay (s/veh)14.6 25.0 9.1 7.5 Level of Service, LOS B C A A Approach Delay (s/veh)14.6 25.0 5.2 0.0 Approach LOS B C Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 10:24:07 AME-Valley-Center-Rd+Catamount-St_Weekday-AM_2027-Total.xtw Pedestrian Level of Service Flow (ped/hr)0 1 Two-Stage Crossing Yes Pedestrian Platooning No Conflicting Vehicular Flow (veh/h)557 Average Delay (s)55.9 Level of Service, LOS F Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 10:24:07 AM E-Valley-Center-Rd+Catamount-St_Weekday-AM_2027-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Valley Center & Catamount Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman / MDT Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2027 North/South Street East Valley Center Road Time Analyzed Weekday, PM Peak Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Total Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 1 2 0 0 1 2 0 Configuration LTR LTR L T TR L T TR Volume, V (veh/h)25 8 230 26 5 5 4 232 285 46 19 257 24 Percent Heavy Vehicles (%)0 0 2 0 12 0 0 2 5 Proportion Time Blocked Percent Grade (%)-2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.5 6.5 6.9 7.5 6.5 6.9 6.4 4.1 4.1 Critical Headway (sec)7.10 6.10 6.74 7.90 7.14 7.10 6.40 4.14 4.20 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.5 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.32 3.50 4.12 3.30 2.50 2.22 2.25 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)286 38 256 21 Capacity, c (veh/h)577 111 1231 1170 v/c Ratio 0.50 0.34 0.21 0.02 95% Queue Length, Q₉₅ (veh)2.7 1.4 0.8 0.1 Control Delay (s/veh)17.2 53.7 8.7 8.1 Level of Service, LOS C F A A Approach Delay (s/veh)17.2 53.7 3.6 0.5 Approach LOS C F Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 10:28:27 AME-Valley-Center-Rd+Catamount-St_Weekday-PM_2027-Total.xtw Pedestrian Level of Service Flow (ped/hr)0 2 Two-Stage Crossing Yes Pedestrian Platooning No Conflicting Vehicular Flow (veh/h)636 Average Delay (s)51.3 Level of Service, LOS F Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 10:28:27 AM E-Valley-Center-Rd+Catamount-St_Weekday-PM_2027-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Valley Center & Catamount Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman / MDT Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2027 North/South Street East Valley Center Road Time Analyzed Saturday, Midday Peak Peak Hour Factor 0.95 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Total Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 1 2 0 0 1 2 0 Configuration LTR LTR L T TR L T TR Volume, V (veh/h)38 4 239 22 2 5 15 245 180 18 6 297 57 Percent Heavy Vehicles (%)0 0 0 1 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)-2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.5 6.5 6.9 7.5 6.5 6.9 6.4 4.1 4.1 Critical Headway (sec)7.10 6.10 6.70 7.92 6.90 7.10 6.40 4.10 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.5 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.51 4.00 3.30 2.50 2.20 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)296 30 274 6 Capacity, c (veh/h)538 135 1125 1370 v/c Ratio 0.55 0.22 0.24 0.00 95% Queue Length, Q₉₅ (veh)3.3 0.8 1.0 0.0 Control Delay (s/veh)19.6 39.1 9.2 7.6 Level of Service, LOS C E A A Approach Delay (s/veh)19.6 39.1 5.2 0.1 Approach LOS C E Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 10:32:50 AME-Valley-Center-Rd+Catamount-St_Saturday-Mid_2027-Total.xtw Pedestrian Level of Service Flow (ped/hr)0 2 Two-Stage Crossing Yes Pedestrian Platooning No Conflicting Vehicular Flow (veh/h)568 Average Delay (s)56.6 Level of Service, LOS F Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 10:32:50 AM E-Valley-Center-Rd+Catamount-St_Saturday-Mid_2027-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Catamount St + A Ave Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2027 North/South Street A Avenue (Private Drive) Time Analyzed Weekday, AM Peak Peak Hour Factor 0.86 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Total Traffic Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 0 1 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)56 84 8 35 81 102 18 0 36 86 0 40 Percent Heavy Vehicles (%)5 5 5 0 5 5 5 5 Proportion Time Blocked Percent Grade (%)0 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 Critical Headway (sec)4.15 4.15 7.15 6.50 6.25 7.55 6.95 6.45 Base Follow-Up Headway (sec)2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway (sec)2.24 2.24 3.54 4.00 3.34 3.54 4.04 3.34 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)65 41 63 147 Capacity, c (veh/h)1338 1463 668 490 v/c Ratio 0.05 0.03 0.09 0.30 95% Queue Length, Q₉₅ (veh)0.2 0.1 0.3 1.2 Control Delay (s/veh)7.8 7.5 11.0 15.5 Level of Service, LOS A A B C Approach Delay (s/veh)3.2 1.4 11.0 15.5 Approach LOS B C Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 8:57:44 AMCatamount-St+A-Ave_Weekday-AM_2027-Total.xtw Pedestrian Level of Service Flow (ped/hr)2 2 Two-Stage Crossing No No Pedestrian Platooning No No Conflicting Vehicular Flow (veh/h)266 352 Average Delay (s)12.9 15.8 Level of Service, LOS C C Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 8:57:44 AM Catamount-St+A-Ave_Weekday-AM_2027-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Catamount St + A Ave Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2027 North/South Street A Avenue (Private Drive) Time Analyzed Weekday, PM Peak Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Total Traffic Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 0 1 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)26 73 25 116 70 77 57 1 121 69 1 40 Percent Heavy Vehicles (%)5 5 5 5 5 5 5 5 Proportion Time Blocked Percent Grade (%)0 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 Critical Headway (sec)4.15 4.15 7.15 6.55 6.25 7.55 6.95 6.45 Base Follow-Up Headway (sec)2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway (sec)2.24 2.24 3.54 4.04 3.34 3.54 4.04 3.34 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)31 136 210 129 Capacity, c (veh/h)1384 1453 612 368 v/c Ratio 0.02 0.09 0.34 0.35 95% Queue Length, Q₉₅ (veh)0.1 0.3 1.5 1.5 Control Delay (s/veh)7.7 7.7 13.9 20.0 Level of Service, LOS A A B C Approach Delay (s/veh)1.8 3.9 13.9 20.0 Approach LOS B C Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 9:02:16 AMCatamount-St+A-Ave_Weekday-PM_2027-Total.xtw Pedestrian Level of Service Flow (ped/hr)2 2 Two-Stage Crossing No No Pedestrian Platooning No No Conflicting Vehicular Flow (veh/h)228 395 Average Delay (s)11.9 16.4 Level of Service, LOS C C Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 9:02:16 AM Catamount-St+A-Ave_Weekday-PM_2027-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Catamount St + A Ave Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2027 North/South Street A Avenue (Private Drive) Time Analyzed Saturday, Midday Peak Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Total Traffic Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 0 1 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)49 61 18 142 62 100 42 1 130 90 1 38 Percent Heavy Vehicles (%)5 5 5 5 5 5 5 5 Proportion Time Blocked Percent Grade (%)0 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 Critical Headway (sec)4.15 4.15 7.15 6.55 6.25 7.55 6.95 6.45 Base Follow-Up Headway (sec)2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway (sec)2.24 2.24 3.54 4.04 3.34 3.54 4.04 3.34 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)58 167 203 152 Capacity, c (veh/h)1363 1481 614 282 v/c Ratio 0.04 0.11 0.33 0.54 95% Queue Length, Q₉₅ (veh)0.1 0.4 1.4 3.0 Control Delay (s/veh)7.8 7.7 13.7 31.7 Level of Service, LOS A A B D Approach Delay (s/veh)3.2 4.1 13.7 31.7 Approach LOS B D Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 9:07:13 AMCatamount-St+A-Ave_Saturday-Mid_2027-Total.xtw Pedestrian Level of Service Flow (ped/hr)2 2 Two-Stage Crossing No No Pedestrian Platooning No No Conflicting Vehicular Flow (veh/h)224 430 Average Delay (s)11.8 16.7 Level of Service, LOS C C Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 9:07:13 AM Catamount-St+A-Ave_Saturday-Mid_2027-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection N 27th Ave & Catamount St Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2027 North/South Street North 27th Avenue Time Analyzed Weekday, AM Peak Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Total Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)52 68 22 18 36 34 13 86 25 6 22 11 Percent Heavy Vehicles (%)19 0 2 0 2 11 0 9 Proportion Time Blocked Percent Grade (%)-2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)6.89 6.10 6.02 7.50 6.92 6.51 4.10 4.19 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.67 4.00 3.32 3.50 4.02 3.40 2.20 2.28 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)178 109 16 8 Capacity, c (veh/h)687 706 1575 1398 v/c Ratio 0.26 0.15 0.01 0.01 95% Queue Length, Q₉₅ (veh)1.0 0.5 0.0 0.0 Control Delay (s/veh)12.1 11.0 7.3 7.6 Level of Service, LOS B B A A Approach Delay (s/veh)12.1 11.0 0.8 1.3 Approach LOS B B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 7:02:39 AMN-27th-Ave+Catamount-St_Weekday-AM_2027-Total.xtw Pedestrian Level of Service Flow (ped/hr)2 2 Two-Stage Crossing No No Pedestrian Platooning No No Conflicting Vehicular Flow (veh/h)183 158 Average Delay (s)10.4 8.6 Level of Service, LOS C B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 7:02:39 AM N-27th-Ave+Catamount-St_Weekday-AM_2027-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection N 27th Ave & Catamount St Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2027 North/South Street North 27th Avenue Time Analyzed Weekday, PM Peak Peak Hour Factor 0.85 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Total Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)8 57 38 27 104 10 47 137 13 31 89 36 Percent Heavy Vehicles (%)17 0 3 0 1 20 0 2 Proportion Time Blocked Percent Grade (%)-2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)6.87 6.10 6.03 7.50 6.91 6.60 4.10 4.12 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.65 4.00 3.33 3.50 4.01 3.48 2.20 2.22 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)121 166 55 36 Capacity, c (veh/h)554 414 1442 1394 v/c Ratio 0.22 0.40 0.04 0.03 95% Queue Length, Q₉₅ (veh)0.8 1.9 0.1 0.1 Control Delay (s/veh)13.3 19.4 7.6 7.7 Level of Service, LOS B C A A Approach Delay (s/veh)13.3 19.4 2.1 1.7 Approach LOS B C Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 7:10:17 AMN-27th-Ave+Catamount-St_Weekday-PM_2027-Total.xtw Pedestrian Level of Service Flow (ped/hr)2 2 Two-Stage Crossing No No Pedestrian Platooning No No Conflicting Vehicular Flow (veh/h)336 344 Average Delay (s)15.7 15.8 Level of Service, LOS C C Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 7:10:17 AM N-27th-Ave+Catamount-St_Weekday-PM_2027-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection N 27th Ave & Catamount St Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street Catamount Street Analysis Year 2027 North/South Street North 27th Avenue Time Analyzed Saturday, Midday Peak Peak Hour Factor 0.82 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Total Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)5 46 34 20 65 7 17 158 21 10 20 7 Percent Heavy Vehicles (%)0 1 0 0 0 0 2 0 Proportion Time Blocked Percent Grade (%)-2 2 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)6.70 6.11 6.00 7.50 6.90 6.40 4.12 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.01 3.30 3.50 4.00 3.30 2.22 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)103 112 21 12 Capacity, c (veh/h)721 571 1572 1358 v/c Ratio 0.14 0.20 0.01 0.01 95% Queue Length, Q₉₅ (veh)0.5 0.7 0.0 0.0 Control Delay (s/veh)10.8 12.8 7.3 7.7 Level of Service, LOS B B A A Approach Delay (s/veh)10.8 12.8 0.7 2.1 Approach LOS B B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 7:14:22 AMN-27th-Ave+Catamount-St_Saturday-Mid_2027-Total.xtw Pedestrian Level of Service Flow (ped/hr)2 2 Two-Stage Crossing No No Pedestrian Platooning No No Conflicting Vehicular Flow (veh/h)264 238 Average Delay (s)12.9 12.1 Level of Service, LOS C C Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 7:14:22 AM N-27th-Ave+Catamount-St_Saturday-Mid_2027-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection X Street & A Avenue Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street X Street Analysis Year 2027 North/South Street A Avenue Time Analyzed Weekday, AM Peak Peak Hour Factor 0.80 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Total Traffic Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 0 1 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)0 18 34 43 39 25 25 19 29 13 16 0 Percent Heavy Vehicles (%)3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade (%)-1 -1 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 Critical Headway (sec)4.13 4.13 6.93 6.33 6.13 6.93 6.33 6.13 Base Follow-Up Headway (sec)2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway (sec)2.23 2.23 3.53 4.03 3.33 3.53 4.03 3.33 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)0 54 91 36 Capacity, c (veh/h)1504 1525 775 643 v/c Ratio 0.00 0.04 0.12 0.06 95% Queue Length, Q₉₅ (veh)0.0 0.1 0.4 0.2 Control Delay (s/veh)7.4 7.4 10.3 10.9 Level of Service, LOS A A B B Approach Delay (s/veh)0.0 3.2 10.3 10.9 Approach LOS B B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 12:47:55 PMX-St+A-Ave_Weekday-AM_2027-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection X Street & A Avenue Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street X Street Analysis Year 2027 North/South Street A Avenue Time Analyzed Weekday, PM Peak Peak Hour Factor 0.80 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Total Traffic Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 0 1 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)0 23 21 40 2 3 22 11 36 20 11 0 Percent Heavy Vehicles (%)3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade (%)-1 -1 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 Critical Headway (sec)4.13 4.13 6.93 6.33 6.13 6.93 6.33 6.13 Base Follow-Up Headway (sec)2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway (sec)2.23 2.23 3.53 4.03 3.33 3.53 4.03 3.33 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)0 50 87 39 Capacity, c (veh/h)1601 1536 872 715 v/c Ratio 0.00 0.03 0.10 0.05 95% Queue Length, Q₉₅ (veh)0.0 0.1 0.3 0.2 Control Delay (s/veh)7.2 7.4 9.6 10.3 Level of Service, LOS A A A B Approach Delay (s/veh)0.0 6.7 9.6 10.3 Approach LOS A B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 1:02:55 PMX-St+A-Ave_Weekday-PM_2027-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection X Street & A Avenue Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/1/2017 East/West Street X Street Analysis Year 2027 North/South Street A Avenue Time Analyzed Saturday, Midday Peak Peak Hour Factor 0.80 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Catron Crossing - Total Traffic Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 0 1 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)0 9 32 46 6 7 52 23 38 8 12 0 Percent Heavy Vehicles (%)3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade (%)-1 -1 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 Critical Headway (sec)4.13 4.13 6.93 6.33 6.13 6.93 6.33 6.13 Base Follow-Up Headway (sec)2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway (sec)2.23 2.23 3.53 4.03 3.33 3.53 4.03 3.33 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)0 58 142 25 Capacity, c (veh/h)1586 1541 817 684 v/c Ratio 0.00 0.04 0.17 0.04 95% Queue Length, Q₉₅ (veh)0.0 0.1 0.6 0.1 Control Delay (s/veh)7.3 7.4 10.3 10.5 Level of Service, LOS A A B B Approach Delay (s/veh)0.0 5.8 10.3 10.5 Approach LOS B B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.2.1 Generated: 8/2/2017 1:11:17 PMX-St+A-Ave_Saturday-Mid_2027-Total.xtw APPENDIX E MITIGATION ANALYSES APPENDIX E-1 ESTIMATED 2027 BACKGROUND TRAFFIC Catron Crossing Traffic Impact Study 08/07/17 2027 - Estimated Background Traffic Mitigation 10:11:04 Weekday, AM Peak Hour TEAPAC[Ver 9.01.01] - Capacity Analysis Summary (HCM 2016) Intersection Averages for Int # 1 - N 19th Ave & E Valley Center V/C 0.617 (Critical V/C 0.570) Control Delay 33.9 Level of Service C Sq 37 Phase 1 Phase 2 Phase 3 Phase 4 **/** North 2 5 m 6 2 p 8 3 m 4 7 Cmax=Gmax= 14.0"Gmax= 30.0"Gmax= 14.0"Gmax= 34.8" 120"Gavg= 13.2"Gavg= 37.3"Gavg= 9.9"Gavg= 32.4" Cavg=Y+Rc= 7.0"Y+Rc= 7.0"Y+Rc= 6.6"Y+Rc= 6.6" 120" Gmax= 51.0" Gmax= 14.0"Gmax= 34.8" Gavg= 57.5" Gavg= 9.9"Gavg= 32.4" Y+Rc= 7.0" Y+Rc= 6.6"Y+Rc= 6.6" Lane Width/g/C Adj HCM L Queue Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1 SB Approach 42.6 D+ R 12/1 1523 473 128 0.271 32.5 C 135 ft 13.2"37.3"9.9"32.4" 57.5"9.9"32.4" T 22/2 0.250 0.311 3554 1104 1039 0.941 44.1 *D+463 ft L 13/1 0.250 0.311 672 269 14 0.052 29.5 C 17 ft NB Approach 13.2 B+ R+ T 22/2 0.425 0.479 3137 1502 562 0.374 8.4 A 183 ft L 25/2 0.117 0.110 3278 361 86 0.238 45.0 *D 51 ft WB Approach 51.8 D R+ T 12/1 0.117 0.083 1268 105 19 0.181 52.1 *D 29 ft L 13/1 0.117 0.083 1656 137 18 0.131 51.5 D 25 ft EB Approach 38.4 D+ R 12/1 0.025 0.270 1550 589 256 0.435 28.1 C 216 ft T+ L 12/1-0.290 0.270 1767 477 154 0.004 32.0 C 2ft L 12/1+0.290 0.270 1228 331 147 0.902 63.1 *E+375 ft Catron Crossing Traffic Impact Study 08/07/17 2027 - Estimated Background Traffic Mitigation 10:08:53 Weekday, PM Peak Hour TEAPAC[Ver 9.01.01] - Capacity Analysis Summary (HCM 2016) Intersection Averages for Int # 1 - N 19th Ave & E Valley Center V/C 0.591 (Critical V/C 0.556) Control Delay 32.5 Level of Service C Sq 37 Phase 1 Phase 2 Phase 3 Phase 4 **/** North 2 5 m 6 2 p 8 3 4 7 p Cmax=Gmax= 14.0"Gmax= 30.0"Gmax= 55.8"Gmax= 23.0" 150"Gavg= 16.6"Gavg= 47.6"Gavg= 8.6"Gavg= 49.9" Cavg=Y+Rc= 7.0"Y+Rc= 7.0"Y+Rc= 6.6"Y+Rc= 6.6" 150" Gmax= 51.0" Gmax= 55.8"Gmax= 23.0" Gavg= 71.2" Gavg= 8.6"Gavg= 49.9" Y+Rc= 7.0" Y+Rc= 6.6"Y+Rc= 6.6" Lane Width/g/C Adj HCM L Queue Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1 SB Approach 35.2 D+ R 12/1 1543 490 263 0.537 46.3 D 319 ft 16.6"47.6"8.6"49.9" 71.2"8.6"49.9" T 22/2 0.200 0.318 3600 1143 668 0.584 30.8 *C 272 ft L 13/1 0.200 0.318 441 188 11 0.059 36.4 D+17 ft NB Approach 26.3 C+ R+ T 22/2 0.340 0.475 3239 1539 1034 0.672 15.1 B 424 ft L 25/2 0.093 0.111 3474 385 310 0.806 63.6 *E+214 ft WB Approach 68.2 E R+ T 12/1 0.372 0.058 1369 79 16 0.203 68.7 *E 31 ft L 13/1 0.372 0.058 1576 91 7 0.077 67.3 E+13 ft EB Approach 40.4 D+ R 12/1 0.020 0.333 1592 707 228 0.323 27.4 C+210 ft T+ L 12/1-0.153 0.333 1848 615 204 0.007 33.5 *C 5ft L 12/1+0.153 0.333 1290 430 194 0.917 63.1 E+527 ft Catron Crossing Traffic Impact Study 08/07/17 2027 - Estimated Background Traffic Mitigation 10:13:39 Saturday, Midday Peak Hour TEAPAC[Ver 9.01.01] - Capacity Analysis Summary (HCM 2016) Intersection Averages for Int # 1 - N 19th Ave & E Valley Center V/C 0.724 (Critical V/C 0.674) Control Delay 43.8 Level of Service D+ Sq 57 Phase 1 Phase 2 Phase 3 Phase 4 Phase 5 **/** North 1 5 6 1 6 2 8 3 4 7 Cmax=Gmax= 15.5"Gmax= 33.7" Gmax= 28.1"Gmax= 35.5" 140"Gavg= 19.8"Gavg= 39.5" Gavg= 11.3"Gavg= 42.2" Cavg=Y+Rc= 7.0"Y+Rc= 7.0" Y+Rc= 6.6"Y+Rc= 6.6" 140" Gmax= 20.7" Gmax= 29.5"Gmax= 28.1"Gmax= 35.5" Gavg= 6.5" Gavg= 53.8"Gavg= 11.3"Gavg= 42.2" Y+Rc= 6.0" Y+Rc= 7.0"Y+Rc= 6.6"Y+Rc= 6.6" Lane Width/g/C Adj HCM L Queue Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1 SB Approach 52.4 D R 12/1 1618 457 291 0.637 50.7 D 342 ft 19.8"39.5"11.3"42.2" 6.5"53.8"11.3"42.2" T 22/2 0.241 0.282 3614 1020 957 0.939 52.7 D 520 ft L 13/1 0.148 0.046 1580 73 16 0.219 65.8 *E+29 ft NB Approach 37.6 D+ R+ T 22/2 0.211 0.385 3254 1251 865 0.691 26.0 *C+579 ft L 25/2 0.111 0.142 3519 498 427 0.857 61.1 E+266 ft WB Approach 61.5 E+ R+ T 12/1 0.201 0.080 1327 107 31 0.290 62.1 *E+55 ft L 13/1 0.201 0.080 1863 150 11 0.073 59.8 E+17 ft EB Approach 38.7 D+ R 12/1 0.021 0.302 1592 706 349 0.494 28.3 C 303 ft T+ L 12/1-0.254 0.302 1854 559 182 0.005 34.2 C 3ft L 12/1+0.254 0.302 1290 389 172 0.902 64.4 *E+459 ft HCS7 Roundabouts Report General Information Site Information Analyst T. Eastwood Intersection N 19th Ave & E Valley Center Rd Agency or Co.Morrison-Maierle E/W Street Name East Valley Center Road Date Performed 8/2/2017 N/S Street Name North 19th Avenue Analysis Year 2027 Analysis Time Period (hrs)0.25 Time Analyzed Weekday, AM Peak Peak Hour Factor 0.87 Project Description Catron Crossing - Background Mitigation Jurisdiction City of Bozeman / MDT Volume Adjustments and Site Characteristics Approach EB WB NB SB Movement U L T R U L T R U L T R U L T R Number of Lanes (N)0 1 1 0 0 0 1 1 0 1 1 0 0 0 2 0 Lane Assignment L LTR LT R L LTR LT TR Volume (V), veh/h 0 260 2 297 0 16 3 16 0 75 483 7 0 12 904 148 Percent Heavy Vehicles, %0 7 0 3 0 13 0 35 0 8 5 9 0 35 3 7 Flow Rate (vPCE), pc/h 0 320 2 352 0 21 3 25 0 93 583 9 0 19 1070 182 Right-Turn Bypass None None None None Conflicting Lanes 2 2 2 2 Pedestrians Crossing, p/h 0 0 1 0 Critical and Follow-Up Headway Adjustment Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Critical Headway (s)4.6453 4.3276 4.6453 4.3276 4.6453 4.3276 4.6453 4.3276 Follow-Up Headway (s)2.6667 2.5352 2.6667 2.5352 2.6667 2.5352 2.6667 2.5352 Flow Computations, Capacity and v/c Ratios Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Entry Flow (ve), pc/h 320 354 24 25 93 592 636 636 Entry Volume veh/h 305 338 20 20 88 561 612 612 Circulating Flow (vc), pc/h 1110 996 341 117 Exiting Flow (vex), pc/h 30 278 928 1443 Capacity (cpce), pc/h 486 553 540 609 986 1063 1212 1286 Capacity (c), veh/h 464 527 442 498 935 1007 1166 1237 v/c Ratio (x)0.66 0.64 0.04 0.04 0.09 0.56 0.52 0.49 Delay and Level of Service Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Lane Control Delay (d), s/veh 24.8 21.4 8.7 7.7 4.7 10.8 9.1 8.2 Lane LOS C C A A A B A A 95% Queue, veh 4.7 4.5 0.1 0.1 0.3 3.6 3.2 2.8 Approach Delay, s/veh 23.0 8.2 9.9 8.6 Approach LOS C A A A Intersection Delay, s/veh | LOS 12.6 B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™Roundabouts Version 7.2.1 8/11/2017 12:43:18 PM N-19th-Ave+E-Valley-Center-Rd_Weekday-AM_2027-Bkgnd-Mitig.xro HCS7 Roundabouts Report General Information Site Information Analyst T. Eastwood Intersection N 19th Ave & E Valley Center Rd Agency or Co.Morrison-Maierle E/W Street Name East Valley Center Road Date Performed 8/2/2017 N/S Street Name North 19th Avenue Analysis Year 2027 Analysis Time Period (hrs)0.25 Time Analyzed Weekday, PM Peak Peak Hour Factor 0.94 Project Description Catron Crossing - Background Mitigation Jurisdiction City of Bozeman / MDT Volume Adjustments and Site Characteristics Approach EB WB NB SB Movement U L T R U L T R U L T R U L T R Number of Lanes (N)0 1 1 0 0 0 1 1 0 1 1 0 0 0 2 0 Lane Assignment L LTR LT R L LTR LT TR Volume (V), veh/h 0 370 4 285 0 7 3 14 1 291 959 15 0 10 628 329 Percent Heavy Vehicles, %0 2 25 1 0 18 0 24 0 2 2 8 0 32 2 6 Flow Rate (vPCE), pc/h 0 401 5 306 0 9 3 18 1 316 1041 17 0 14 681 371 Right-Turn Bypass None None None None Conflicting Lanes 2 2 2 2 Pedestrians Crossing, p/h 0 0 1 0 Critical and Follow-Up Headway Adjustment Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Critical Headway (s)4.6453 4.3276 4.6453 4.3276 4.6453 4.3276 4.6453 4.3276 Follow-Up Headway (s)2.6667 2.5352 2.6667 2.5352 2.6667 2.5352 2.6667 2.5352 Flow Computations, Capacity and v/c Ratios Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Entry Flow (ve), pc/h 520 192 12 18 317 1058 533 533 Entry Volume veh/h 511 189 10 15 311 1037 514 514 Circulating Flow (vc), pc/h 705 1759 420 329 Exiting Flow (vex), pc/h 36 690 1460 997 Capacity (cpce), pc/h 706 780 268 318 917 994 997 1074 Capacity (c), veh/h 694 767 224 267 898 973 962 1036 v/c Ratio (x)0.74 0.25 0.04 0.06 0.35 1.07 0.53 0.50 Delay and Level of Service Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Lane Control Delay (d), s/veh 21.9 7.5 17.0 14.6 7.8 68.1 10.6 9.3 Lane LOS C A C B A F B A 95% Queue, veh 6.5 1.0 0.1 0.2 1.6 24.1 3.3 2.8 Approach Delay, s/veh 18.0 15.6 54.2 10.0 Approach LOS C C F A Intersection Delay, s/veh | LOS 31.0 D Copyright © 2017 University of Florida. All Rights Reserved. HCS7™Roundabouts Version 7.2.1 8/14/2017 10:53:30 AM N-19th-Ave+E-Valley-Center-Rd_Weekday-PM_2027-Bkgnd-Mitig.xro HCS7 Roundabouts Report General Information Site Information Analyst T. Eastwood Intersection N 19th Ave & E Valley Center Rd Agency or Co.Morrison-Maierle E/W Street Name East Valley Center Road Date Performed 8/2/2017 N/S Street Name North 19th Avenue Analysis Year 2027 Analysis Time Period (hrs)0.25 Time Analyzed Saturday, Midday Peak Peak Hour Factor 0.96 Project Description Catron Crossing - Background Mitigation Jurisdiction City of Bozeman / MDT Volume Adjustments and Site Characteristics Approach EB WB NB SB Movement U L T R U L T R U L T R U L T R Number of Lanes (N)0 1 1 0 0 0 1 1 0 1 1 0 0 0 2 0 Lane Assignment L LTR LT R L LTR LT TR Volume (V), veh/h 1 373 3 447 0 11 4 30 0 410 818 14 0 15 919 372 Percent Heavy Vehicles, %0 2 10 1 0 0 26 0 0 1 1 9 0 20 1 1 Flow Rate (vPCE), pc/h 1 396 3 470 0 11 5 31 0 431 861 16 0 19 967 391 Right-Turn Bypass None None None None Conflicting Lanes 2 2 2 2 Pedestrians Crossing, p/h 0 0 1 0 Critical and Follow-Up Headway Adjustment Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Critical Headway (s)4.6453 4.3276 4.6453 4.3276 4.6453 4.3276 4.6453 4.3276 Follow-Up Headway (s)2.6667 2.5352 2.6667 2.5352 2.6667 2.5352 2.6667 2.5352 Flow Computations, Capacity and v/c Ratios Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Entry Flow (ve), pc/h 397 473 16 31 431 877 689 689 Entry Volume veh/h 391 466 16 30 426 868 680 680 Circulating Flow (vc), pc/h 997 1689 419 448 Exiting Flow (vex), pc/h 38 828 1288 1448 Capacity (cpce), pc/h 539 608 285 338 918 995 894 970 Capacity (c), veh/h 532 600 279 330 908 983 883 959 v/c Ratio (x)0.74 0.78 0.06 0.09 0.47 0.88 0.77 0.71 Delay and Level of Service Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Lane Control Delay (d), s/veh 27.0 27.7 13.9 12.4 9.8 28.0 20.1 15.9 Lane LOS D D B B A D C C 95% Queue, veh 6.2 7.3 0.2 0.3 2.5 12.2 7.7 6.2 Approach Delay, s/veh 27.4 13.0 22.0 18.0 Approach LOS D B C C Intersection Delay, s/veh | LOS 21.7 C Copyright © 2017 University of Florida. All Rights Reserved. HCS7™Roundabouts Version 7.2.1 8/11/2017 12:40:28 PM N-19th-Ave+E-Valley-Center-Rd_Saturday-Mid_2027-Bkgnd-Mitig.xro APPENDIX E-2 ESTIMATED 2027 TOTAL TRAFFIC HCS7 Roundabouts Report General Information Site Information Analyst T. Eastwood Intersection N 19th Ave & E Valley Center Rd Agency or Co.Morrison-Maierle E/W Street Name East Valley Center Road Date Performed 8/2/2017 N/S Street Name North 19th Avenue Analysis Year 2027 Analysis Time Period (hrs)0.25 Time Analyzed Weekday, AM Peak Peak Hour Factor 0.87 Project Description Catron Crossing - Total Mitigation Jurisdiction City of Bozeman / MDT Volume Adjustments and Site Characteristics Approach EB WB NB SB Movement U L T R U L T R U L T R U L T R Number of Lanes (N)0 1 1 0 0 0 1 1 0 1 1 0 0 0 2 0 Lane Assignment L LTR LT R L LTR LT TR Volume (V), veh/h 0 288 2 326 0 16 3 16 0 108 483 7 0 12 904 214 Percent Heavy Vehicles, %0 7 0 3 0 13 0 35 0 8 5 9 0 35 3 7 Flow Rate (vPCE), pc/h 0 354 2 386 0 21 3 25 0 134 583 9 0 19 1070 263 Right-Turn Bypass None None None None Conflicting Lanes 2 2 2 2 Pedestrians Crossing, p/h 0 0 1 0 Critical and Follow-Up Headway Adjustment Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Critical Headway (s)4.6453 4.3276 4.6453 4.3276 4.6453 4.3276 4.6453 4.3276 Follow-Up Headway (s)2.6667 2.5352 2.6667 2.5352 2.6667 2.5352 2.6667 2.5352 Flow Computations, Capacity and v/c Ratios Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Entry Flow (ve), pc/h 354 388 24 25 134 592 676 676 Entry Volume veh/h 338 370 20 20 127 561 649 649 Circulating Flow (vc), pc/h 1110 1071 375 158 Exiting Flow (vex), pc/h 30 400 962 1477 Capacity (cpce), pc/h 486 553 504 571 956 1032 1167 1242 Capacity (c), veh/h 464 527 412 468 905 977 1121 1193 v/c Ratio (x)0.73 0.70 0.05 0.04 0.14 0.57 0.58 0.54 Delay and Level of Service Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Lane Control Delay (d), s/veh 29.5 24.9 9.4 8.3 5.3 11.4 10.4 9.3 Lane LOS D C A A A B B A 95% Queue, veh 5.9 5.5 0.1 0.1 0.5 3.8 3.9 3.4 Approach Delay, s/veh 27.1 8.8 10.3 9.9 Approach LOS D A B A Intersection Delay, s/veh | LOS 14.4 B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™Roundabouts Version 7.2.1 8/14/2017 11:04:11 AM N-19th-Ave+E-Valley-Center-Rd_Weekday-AM_2027-Total-Mitig.xro HCS7 Roundabouts Report General Information Site Information Analyst T. Eastwood Intersection N 19th Ave & E Valley Center Rd Agency or Co.Morrison-Maierle E/W Street Name East Valley Center Road Date Performed 8/2/2017 N/S Street Name North 19th Avenue Analysis Year 2027 Analysis Time Period (hrs)0.25 Time Analyzed Weekday, PM Peak Peak Hour Factor 0.94 Project Description Catron Crossing - Total Mitigation Jurisdiction City of Bozeman / MDT Volume Adjustments and Site Characteristics Approach EB WB NB SB Movement U L T R U L T R U L T R U L T R Number of Lanes (N)0 1 1 0 0 0 1 1 0 1 1 0 0 0 2 0 Lane Assignment L LTR LT R L LTR LT TR Volume (V), veh/h 0 406 5 314 0 7 3 14 1 307 959 15 0 10 628 350 Percent Heavy Vehicles, %0 2 25 1 0 18 0 24 0 2 2 8 0 32 2 6 Flow Rate (vPCE), pc/h 0 441 7 337 0 9 3 18 1 333 1041 17 0 14 681 395 Right-Turn Bypass None None None None Conflicting Lanes 2 2 2 2 Pedestrians Crossing, p/h 0 0 1 0 Critical and Follow-Up Headway Adjustment Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Critical Headway (s)4.6453 4.3276 4.6453 4.3276 4.6453 4.3276 4.6453 4.3276 Follow-Up Headway (s)2.6667 2.5352 2.6667 2.5352 2.6667 2.5352 2.6667 2.5352 Flow Computations, Capacity and v/c Ratios Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Entry Flow (ve), pc/h 573 212 12 18 334 1058 545 545 Entry Volume veh/h 563 208 10 15 327 1037 525 525 Circulating Flow (vc), pc/h 705 1816 462 346 Exiting Flow (vex), pc/h 38 731 1500 1028 Capacity (cpce), pc/h 706 780 254 303 883 959 982 1058 Capacity (c), veh/h 694 767 213 254 864 939 947 1020 v/c Ratio (x)0.81 0.27 0.05 0.06 0.38 1.10 0.56 0.52 Delay and Level of Service Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Lane Control Delay (d), s/veh 27.7 7.8 18.0 15.3 8.6 81.8 11.2 9.8 Lane LOS D A C C A F B A 95% Queue, veh 8.5 1.1 0.1 0.2 1.8 26.8 3.5 3.0 Approach Delay, s/veh 22.3 16.4 64.2 10.5 Approach LOS C C F B Intersection Delay, s/veh | LOS 36.2 E Copyright © 2017 University of Florida. All Rights Reserved. HCS7™Roundabouts Version 7.2.1 8/14/2017 11:10:15 AM N-19th-Ave+E-Valley-Center-Rd_Weekday-PM_2027-Total-Mitig.xro HCS7 Roundabouts Report General Information Site Information Analyst T. Eastwood Intersection N 19th Ave & E Valley Center Rd Agency or Co.Morrison-Maierle E/W Street Name East Valley Center Road Date Performed 8/2/2017 N/S Street Name North 19th Avenue Analysis Year 2027 Analysis Time Period (hrs)0.25 Time Analyzed Saturday, Midday Peak Peak Hour Factor 0.96 Project Description Catron Crossing - Total Mitigation Jurisdiction City of Bozeman / MDT Volume Adjustments and Site Characteristics Approach EB WB NB SB Movement U L T R U L T R U L T R U L T R Number of Lanes (N)0 1 1 0 0 0 1 1 0 1 1 0 0 0 2 0 Lane Assignment L LTR LT R L LTR LT TR Volume (V), veh/h 1 359 3 477 0 11 4 30 0 442 818 14 0 15 919 400 Percent Heavy Vehicles, %0 2 10 1 0 0 26 0 0 1 1 9 0 20 1 1 Flow Rate (vPCE), pc/h 1 381 3 502 0 11 5 31 0 465 861 16 0 19 967 421 Right-Turn Bypass None None None None Conflicting Lanes 2 2 2 2 Pedestrians Crossing, p/h 0 0 1 0 Critical and Follow-Up Headway Adjustment Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Critical Headway (s)4.6453 4.3276 4.6453 4.3276 4.6453 4.3276 4.6453 4.3276 Follow-Up Headway (s)2.6667 2.5352 2.6667 2.5352 2.6667 2.5352 2.6667 2.5352 Flow Computations, Capacity and v/c Ratios Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Entry Flow (ve), pc/h 382 505 16 31 465 877 704 704 Entry Volume veh/h 377 498 16 30 460 868 695 695 Circulating Flow (vc), pc/h 997 1708 404 482 Exiting Flow (vex), pc/h 38 892 1273 1480 Capacity (cpce), pc/h 539 608 280 332 931 1007 866 943 Capacity (c), veh/h 532 600 274 325 920 996 856 931 v/c Ratio (x)0.71 0.83 0.06 0.09 0.50 0.87 0.81 0.75 Delay and Level of Service Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Lane Control Delay (d), s/veh 25.1 32.8 14.2 12.7 10.3 26.5 23.6 18.0 Lane LOS D D B B B D C C 95% Queue, veh 5.6 8.7 0.2 0.3 2.9 11.7 9.0 7.1 Approach Delay, s/veh 29.5 13.2 20.9 20.8 Approach LOS D B C C Intersection Delay, s/veh | LOS 22.8 C Copyright © 2017 University of Florida. All Rights Reserved. HCS7™Roundabouts Version 7.2.1 8/14/2017 11:15:31 AM N-19th-Ave+E-Valley-Center-Rd_Saturday-Mid_2027-Total-Mitig.xro 2880 TECHNOLOGY BOULEVARD WEST ● PO BOX 1113 ● BOZEMAN, MT 59771 PHONE: (406) 587-0721 ● FAX: (406) 922-6702 ● www.m-m.net