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HomeMy WebLinkAbout022 Tidal Wave-Traffic Impact Study TIDAL WAVE AUTO SPA TRAFFIC IMPACT STUDY 21395 Mr. Chris Budeski, PE Madison Engineering, LLC 895 Technology Boulevard, Suite 203 Bozeman, MT 59718 January 2022 Tidal Wave Auto Spa TIS i TABLE OF CONTENTS INTRODUCTION ..................................................................................................................................... 1 SITE LOCATION AND DESCRIPTION ........................................................................................................ 1 SITE DEVELOPMENT PLAN ....................................................................................................................... 1 EXISTING CONDITIONS .......................................................................................................................... 1 Streets .............................................................................................................................................. 1 Intersections ...................................................................................................................................... 1 Bicycle/Pedestrian Facilities ................................................................................................................ 1 Traffic Volumes.................................................................................................................................. 5 Intersection Capacity ......................................................................................................................... 5 Crash History .................................................................................................................................... 5 TRIP GENERATION .................................................................................................................................. 7 TRIP DISTRIBUTION ................................................................................................................................. 8 TRAFFIC ASSIGNMENT ............................................................................................................................ 8 TRAFFIC IMPACTS ................................................................................................................................... 9 Traffic Volumes.................................................................................................................................. 9 Intersection Capacity ......................................................................................................................... 9 Mitigations ........................................................................................................................................ 9 Queuing Analysis ............................................................................................................................ 12 CONCLUSIONS AND RECOMMENDATIONS ......................................................................................... 12 Conclusions .................................................................................................................................... 12 Recommendations ........................................................................................................................... 13 APPENDICES APPENDIX A – TRAFFIC VOLUME DATA APPENDIX B – CAPACITY CALCULATIONS – EXISTING CONDITIONS (2021) APPENDIX C – CAPACITY CALCULATIONS – FUTURE CONDITIONS (2023) LIST OF TABLES TABLE 1: CRASH HISTORY – FREQUENCY AND SEVERITY STATISTICS ....................................................... 7 TABLE 2: CRASH HISTORY – COLLISION TYPE .......................................................................................... 7 TABLE 3: TRIP GENERATION SUMMARY ................................................................................................... 8 Tidal Wave Auto Spa TIS ii LIST OF FIGURES FIGURE 1: STUDY AREA .......................................................................................................................... 2 FIGURE 2: SITE LAYOUT…………………………………………………………………… ..................................... 3 FIGURE 3: STREET AND INTERSECTION CHARACTERISTICS ...................................................................... 4 FIGURE 4: EXISTING CONDITIONS (2021) PEAK HOUR TRAFFIC VOLUMES .............................................. 6 FIGURE 5: TRIP DISTRIBUTION & TRAFFIC ASSIGNMENT SUMMARY ....................................................... 10 FIGURE 6: FUTURE (2023) TRAFFIC PROJECTIONS ................................................................................. 11 FIGURE 7: QUEUING ANALYSIS ............................................................................................................ 12 Tidal Wave Auto Spa TIS 1 INTRODUCTION This traffic impact study (TIS) assesses the traffic-related impacts associated with the proposed development of a Tidal Wave Auto Spa car wash in Bozeman, Montana on the surrounding transportation system. This report also provides recommendations to mitigate any such impacts. The methodology and analysis procedures used in this study employ the latest technology and nationally accepted standards in the areas of site development and transportation impact assessment. Recommendations made in this report are based on professional judgment and these principles. SITE LOCATION AND DESCRIPTION The proposed Tidal Wave Auto Spa car wash site is located on an empty lot on the southern corner of the intersection of Main Street (US 191) and West Babcock Street, north of the Albertsons shopping center in Bozeman, Montana. The lot is bordered by Main Street and West Babcock Street to the north, Morgan Stanley Financial Advisors to the west, Sherwin- Williams Paint Store and Persnickety Cleaners to the east, and the Albertsons shopping center to the south. Figure 1 on the following page depicts the study area. SITE DEVELOPMENT PLAN The site development plan proposes construction of an automatic car wash tunnel with several vacuum stalls. It is expected that construction will be completed by 2023. Access to the Tidal Wave Auto Spa is proposed via an existing driveway access to the lot on West Babcock Street. Figure 2 on page 3 shows the current proposed site plan for the Tidal Wave Auto Spa. EXISTING CONDITIONS Streets Figure 3 on page 4 shows the MDT street classifications and speed limits on the study area streets. Additional conditions of the existing streets within the Tidal Wave Auto Spa study area are described below. Main Street has two thru lanes in each direction in the study area, with left-turn lanes at some intersections and a raised center median east of West Babcock Street. West Babcock Street has a paved surface width of approximately 33 feet and has lane markings for approximately 130 feet east of its intersection with Main Street, until the proposed site access location. Intersections Figure 3 shows the traffic control utilized at the study area intersection. The Main Street/West Babcock Street intersection has no turn lanes on the minor approaches. There is a westbound left-turn lane on Main Street that serves access onto West Babcock Street and continues as a left-turn lane at the Main Street/South 23rd Avenue intersection to the southwest. There is a westbound right-turn lane for that intersection that begins before the Main Street/West Babcock Street intersection. Bicycle/Pedestrian Facilities There is sidewalk along both streets in the study area and there are bike “sharrows” on West Babcock Street. There is a striped pedestrian crosswalk along the south leg of the study intersection. There are no other bicycle or pedestrian facilities in the study area. Tidal Wave Auto Spa TIS 2 Figure 1: Study Area Tidal Wave Auto Spa TIS 3 Figure 2: Site Layout Tidal Wave Auto Spa TIS 4 Figure 3: Street and Intersection Characteristics Tidal Wave Auto Spa TIS 5 Traffic Volumes Weekday AM and PM peak hour turning movement counts were collected for the study area intersection on Tuesday, December 28, 2021. The traffic data was collected using Miovision Scout video-based systems. The weekday AM and PM peak hour periods were found to occur from 7:30 AM to 8:30 AM and 4:30 PM to 5:30 PM, respectively. Raw count data was adjusted for seasonal variation using MDT seasonal adjustment factors. Figure 4 on the following page summarizes the calculated Existing Conditions (2021) peak hour turning movement volumes for the AM and PM peak hours. Detailed traffic count data worksheets are included in Appendix A. Intersection Capacity Intersection capacity calculations for Existing Conditions (2021) were performed for the study intersection using Highway Capacity Software (HCS7), which is based on the Highway Capacity Manual, 6th Edition (Transportation Research Board, 2016). Level of service (LOS) is defined as a quality measure describing operational conditions within a traffic stream, generally in terms of such service measures as speed and travel time, freedom to maneuver, traffic interruptions, comfort, and convenience. LOS is a qualitative measure of the performance of an intersection with values ranging from LOS A, indicating good operation and low vehicle delays, to LOS F, which indicates congestion and longer vehicle delays. LOS C is typically considered a minimum acceptable threshold for operations in Montana-based communities, though exceptions are made in certain cases. The results of the Existing Conditions (2021) intersection capacity calculations showed that the Main Street/West Babcock Street intersection operates at LOS C or better on all approaches during the AM peak hour. During the PM peak hour, the northbound approach operates at LOS D with minimal 95th percentile queuing. Figure 4 on the following page also shows the Existing Conditions (2021) LOS results at the intersection. A detailed capacity summary table and capacity calculation worksheets for the study intersection can be found in Appendix B. Crash History Historical crash data was obtained from MDT for a 5-year period from January 1, 2014 through December 31, 2018 for the study area intersection, as that is the latest crash data available from MDT. The crash data was analyzed for the purpose of calculating intersection crash and severity rates and evaluating collision type trends. Tables 1 and 2 on page 7 illustrate the results of that analysis. Intersection crash frequency rate was calculated on the basis of crashes per million vehicles entering (MVE). The MVE metric was estimated based on published historical ADT volumes from the MDT website. The crash rate was observed to be 0.04 crashes/MVE at the intersection of Main Street (US 191)/West Babcock Street. As a means of evaluating the relative significance of the calculated historical crash rate, Sanderson Stewart also calculated an expected rate using the predictive crash rate formulas in the American Association of State Highway and Transportation Officials (AASHTO) Highway Safety Manual (HSM). The process involves calculating the number of crashes predicted in a year based on traffic demand (AADTs) and various physical and traffic environment-based conditions, such as lane configurations and traffic control. The calculation results in a crashes-per-year prediction. Sanderson Stewart then back calculated a frequency rate on the basis of MVE for the sake of comparison with the actual historical crash rate at the intersection. The results of the calculations for this study showed that the historical rate is much lower the predicted crash rate at the intersection of Main Street (US 191)/West Babcock Street. The HSM rate prediction and 5-year crash totals are summarized in Table 1 on page 7. Tidal Wave Auto Spa TIS 6 Figure 4: Existing Conditions (2021) Peak Hour Traffic Volumes Tidal Wave Auto Spa TIS 7 Severity index was also calculated for the study area intersection based on standard MDT protocols. A severity index gives an indication of relative crash severity for a location based on the number of fatal, injury, and property damage only (PDO) crashes. The severity index was found to be 3.00 at the intersection of Main Street (US 191)/West Babcock Street. This is due to 2 of 2 (100%) crashes resulting in injuries. The severity index is also shown in Table 1 above. Sanderson Stewart evaluated collision type for the purpose of identifying any significant trends in the crash data. Table 2 below presents the results of that analysis. At the Main Street (US 191)/West Babcock Street intersection there was a right- angle crash and a collision coded as “other”. When further reviewing crash data, it was observed that both crashes involved a southbound moving vehicle (one crash had a southbound straight movement while the other crash had a southbound left- turning movement) colliding with a westbound through movement vehicle. The development on the north side of the intersection is now vacant (producing no existing traffic volumes) but was occupied during the crash analysis period. The southbound approach does not have any traffic control, has a large bush potentially blocking sight distance, and is located at the beginning of a westbound right turn lane. Adding a stop sign at this approach, clearing the sight distance triangle, and reconfiguring the right turn lane access may help improve safety at this intersection. It is important to note that these evaluations are speculative in nature. More detailed information about individual crashes would be needed to determine exact causes for each collision. TRIP GENERATION This study utilized Trip Generation, 11th Edition, published by the Institute of Transportation Engineers (ITE), which is the most widely accepted source in the United States for determining trip generation projections. These projections are used to analyze the impacts of a new development on the surrounding area. For the purposes of this study, Land Use Code 948 – Automated Car Wash was utilized to project trip generation for the Tidal Wave Auto Spa. Average weekday and AM peak hour rates were not provided by ITE for Land Use 948, so these rates were approximated by calculating average weekday and AM peak to PM peak ratios from the rates provided for Land Use 949 – Car Wash and Detail Center. Entering and exiting percentages from Land Use 949 were also used for both categories. Table 3 on the following page illustrates the results of the trip generation calculations for the site. At full buildout and occupancy, the Tidal Wave Auto Spa and its retail space is projected to generate a total of 890 gross average weekday trips with 49 trips (25 entering/24 exiting) generated during the AM peak hour and 78 trips (39 entering/39 exiting) generated during the PM peak hour. Table 1: Crash History – Frequency and Severity Statistics PDO Injury Fatality Average Crash Frequency (Crash/Yr) Crash Rate (Crash/ MVE) Severity Index Predicted Average Crash Frequency (Crash/Yr) Predicted Crash Rate (Crash/ MVE) Main Street (US 191)/W Babcock Street 24976 2 0 2 0 0.40 0.04 3.00 1.98 0.22 1 Daily Entering Volume (DEV) estimated from 2021 peak hour counts and 2016 through 2018 MDT published ADTs 2 Crashes reported from January 1, 2014 to December 31, 2018 3 Crash rates expressed as crashes per million vehicles entering (MVE) ⁴ Rates calculated using Highway Safety Manual (HSM) 1st Edition predictive methodology using SPICE tool HSM Predictions⁴ Intersection Crash Data3Crash Type 2015-2019 DEV1 Reported Crashes2 Table 2: Crash History – Collision Type Right Angle Other Total Main Street (US 191)/ W Babcock Street 1 1 2 Collision Type Tidal Wave Auto Spa TIS 8 Trip generation projections provide an estimate of the total number of trips that would be generated by a proposed development. However, to estimate the net number of new trips made by personal vehicles external to the site, adjustments must often be made to account for internal capture trips, pass-by trips, and trips made by alternate modes. Internal capture (IC) trips are trips that do not have origins or destinations external to a project site. Since IC trips occur internally, they do not have an impact on external traffic operations. IC trips most often occur in mixed-use developments where residential, commercial, and office-related land uses exhibit a high rate of internal trip exchange and were therefore not calculated for this study. Pass-by trips are trips that are made as intermediate stops on the way from a point of origin to a primary trip destination. Pass- by trips are attracted from traffic “passing by” on an adjacent street that offers direct access to that site. Pass-by trips are primarily attracted by commercial type land uses such as restaurants, convenience markets, and gas stations. The ITE pass-by worksheets do not provide rates for car washes. A traffic study in Los Angeles, California (2015) utilized a 20% pass-by rate for a self-service car wash, while a study in Spokane, Washington (2019) utilized a 50% pass-by rate for an automatic car wash. The rates from these two studies (referenced in the Table 3 footnotes) were averaged to calculate the 35% pass-by rate used in this study. Trips made by alternate modes (walking, biking, transit) are not anticipated due to the nature of the land use. With reductions made for pass-by trips, the Tidal Wave Auto Spa is projected to generate a total of 578 new external weekday trips with 32 trips (16 entering/16 exiting) during the AM peak hour and 50 trips (25 entering/25 exiting) during the PM peak hour. TRIP DISTRIBUTION Trip distribution is an estimate of site-generated trip routing, which can be determined by methods such as computerized travel demand models, calculation of travel time for various available routes, and/or simple inspection of existing traffic patterns within the project area. For this study, Sanderson Stewart calculated distribution percentages based on existing traffic volumes collected from this study. Figure 5 on page 10 presents the trip distribution scheme for the Tidal Wave Auto Spa. TRAFFIC ASSIGNMENT Traffic assignment is the procedure whereby site-generated vehicle trips are assigned to study area streets, intersections, and site access driveways based on the calculated trip distribution and the physical attributes of the development site. Using this approach, site-generated trips for the Tidal Wave Auto Spa were assigned to the study area intersections for the purposes of Table 3: Trip Generation Summary Intensity Units total enter exit total enter exit total enter exit Automated Car Wash1 1 Car Wash Tunnels 890 445 445 49 25 24 78 39 39 312 156 156 17 9 8 28 14 14 578 289 289 32 16 16 50 25 25 (1) Automated Car Wash- Land Use 948*Units = Wash Stalls Average Weekday:Average Rate = 890.0 (50% entering/50% exiting) Peak Hour of the Adjacent Street, One Hour between 7 and 9 AM: Average Rate = 49.0 (50% entering/50% exiting) Peak Hour of the Adjacent Street, One Hour between 4 and 6 PM: Average Rate = 77.5 (50% entering/50% exiting) *Trip Generation, 11th Edition, Institute of Transportation Engineers, 2017 **Sunset Gateway Mixed-Use Development Project , Los Angeles, CA, LADOT, 2015; Traffic Impact Analysis - Bush Car Wash, Spokane, WA, Whipple Consulting Engineers, Inc., 2019 AM Peak Hour Total Buildout New External Trips Land Use Average Weekday PM Peak HourIndependent Variable Pass-By Trips** (Avg. Rate = 35%) Tidal Wave Auto Spa TIS 9 projecting future traffic volumes for analysis. The results of the traffic assignment exercise for the Tidal Wave Auto Spa are also illustrated in Figure 5 on page 10. TRAFFIC IMPACTS Traffic Volumes Based on information from the Client, a buildout year of 2023 was utilized for the purposes of calculating future traffic projections for the Tidal Wave Auto Spa. In addition to site-generated trips, background traffic volumes will also likely increase for study area streets and intersections due to general growth and surrounding area developments. To account for that growth, Sanderson Stewart analyzed historical MDT traffic data on Main Street just east of the site and concluded that a background growth rate of 2% would be appropriate to model ambient growth. Traffic projections for the Tidal Wave Auto Spa were then calculated by combining existing traffic volumes with anticipated background growth and site-generated traffic assignments. Figure 6 on page 11 illustrates the resulting AM and PM peak hour traffic volume projections. Intersection Capacity Sanderson Stewart performed intersection capacity calculations for the Tidal Wave Auto Spa based on the AM and PM peak hour traffic volume projections presented in Figure 6 on page 11. Peak hour factors (PHFs) for the design year were assumed to be 0.92 for the intersection, as that is the default value utilized by the HCM. The assumed values were utilized to not overestimate future congestion in the study area. Figure 6 also shows the Tidal Wave Auto Spa LOS results at each intersection. The new site access intersection on West Babcock Street is projected to operate at LOS A on all approaches during both peak hours. The northbound approach at the Main Street/West Babcock Street intersection is projected to remain at LOS C during the AM peak hour but will worsen to LOS F during the PM peak hour with a queue of two vehicles. A detailed intersection capacity summary table and capacity calculation worksheets for the Future (2023) traffic projections scenario can be found in Appendix C. Mitigations Currently, the property (formerly a Dollar Spree) accessed by the north leg of the Main Street/West Babcock Street intersection is vacant. Without existing traffic from that approach, delay on northbound left-turning vehicles will likely remain high but the movement is considered safe without opposing traffic. However, this movement will become more difficult to achieve as traffic on Main Street grows and vehicles may consider other routes. Additionally, site traffic may be reduced overall because of the difficulty in accessing the site. If the Dollar Spree area is developed in the future, the additional traffic will add more conflict points and queuing, and the City of Bozeman and/or MDT may want to consider access control at the intersection. Such improvements may include restriction to right-in/right-out or ¾ access control through median extension and/or installation of signage and porkchop islands on the minor legs. Higher level improvements at the intersection (e.g., turn lanes, signal, or roundabout) are not recommended due to its proximity to the Main Street/South 23rd Avenue signalized intersection. If access were restricted, northbound left-turning vehicles from the Tidal Wave Auto Spa site would have to locate alternate routes such as accessing Main Street via the signal at South 23rd Avenue by turning right out of the site and cutting through the Persnickety and Albertsons parking lots. Tidal Wave Auto Spa TIS 10 Figure 5: Trip Distribution & Traffic Assignment Summary Tidal Wave Auto Spa TIS 11 Figure 6: Future (2023) Traffic Projections Tidal Wave Auto Spa TIS 12 Queuing Analysis A queuing analysis was performed for the car wash drive-thru tunnel and maximum projected queuing is presented in Figure 7 to the right. The analysis assumes that drivers will select the shortest line available so queues will naturally balance out between the two lanes. Each lane can store 8 vehicles in the full width lanes (16 vehicles total) before the pay station without impacting internal site operations. An additional 9 vehicles can also be stored between the pay stations and the entrance to the car wash tunnel. Based on information from the Client, a maximum of 3 vehicles can fit in the tunnel at one time and the average service rate is 1 vehicle entering the wash tunnel per minute. With a maximum of 39 vehicles projected to arrive during the PM peak hour, the queue calculation shows with 95% confidence that the maximum predicted queue would be 6 vehicles. The 6-vehicle queue is shown in Figure 7 to the right, as well as the maximum of 3 vehicles in the wash tunnel, and it assumes that vehicles would pay and then proceed forward to wait their turn at the entrance of the tunnel. CONCLUSIONS AND RECOMMENDATIONS Conclusions The preceding analysis has shown that construction of the Tidal Wave Auto Spa will generate a moderate volume of new traffic demand in the study area. Through the planned development, it is estimated that approximately 890 total new external vehicle trips could be generated daily. An evaluation of Existing Conditions (2021) intersection capacity showed that the northbound approach at the Main Street/West Babcock Street intersection currently operates at LOS D during the PM peak hour. A crash history analysis showed that historical crash rates are lower than predicted crash rates at the intersection of Main Street (US 191)/West Babcock Street. This intersection had two crashes resulted in injuries, both involving vehicles exiting the northern development and approach. Figure 7: Queuing Analysis Tidal Wave Auto Spa TIS 13 The Future (2023) intersection capacity analysis results for the Tidal Wave Auto Spa projected that the northbound approach would worsen to LOS F during the PM peak hour at the Main Street/West Babcock Street intersection. The new site access intersection on West Babcock Street is projected to operate at LOS A on all approaches. If the Dollar Spree area on the north leg of the Main Street/West Babcock Street intersection is developed in the future, additional traffic on that leg and on Main Street will make it more difficult for northbound left-turning vehicles onto Main Street. If delay becomes too extreme, these vehicles will likely reroute, potentially by cutting through the Albertsons parking lot to get to South 23rd Avenue and its signal with Main Street. Recommendations The following list of recommendations is based on the analysis results from this study and professional judgment: · A stop (R1-1) sign should be installed at the site access driveway on West Babcock Street. · With any potential development of the vacant Dollar Spree lot on the north side of Main Street, consideration should be given to providing traffic control from the approach driveway, ensuring a clear sight triangle on the approach, and moving the beginning of the westbound right turn lane further downstream from the access point to help improve safety for vehicles leaving the northern approach of the intersection. · With any future development of the Dollar Spree lot, more restrictive access control (right-in/right-out or ¾ access) may be required by the City of Bozeman and/or MDT at the site intersection of Main Street/West Babcock Street as capacity and safety degrade with the additional traffic volumes. · All transportation-related improvements shall be designed in accordance with City of Bozeman and/or MDT standards (where applicable) and the Manual on Uniform Traffic Control Devices (MUTCD). APPENDIX A TRAFFIC VOLUME DATA Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 1.00 1.00 1.00 1.00 0.97 0.97 0.97 0.97 0.94 0.94 0.94 0.94 0 0.94 0.94 0.94 0.94 0 7:30 AM 0 0 0 0 0 1 1 0 0 2 8 104 0 0 112 0 90 1 0 91 205 7:45 AM 0 0 0 0 0 0 0 3 0 3 10 130 0 0 140 0 104 0 0 104 247 8:00 AM 0 0 0 0 0 0 0 1 0 1 8 84 0 0 92 0 93 2 0 95 188 8:15 AM 0 0 0 0 0 0 0 3 0 3 8 105 1 0 114 0 104 0 0 104 221 Grand Total 0 0 0 0 0 1 1 7 0 9 34 423 1 0 458 0 391 3 0 394 861 Medium Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2.9 1.2 0.0 0.0 1.3 0.0 2.8 0.0 0.0 2.8 Heavy Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2.9 0.9 0.0 0.0 1.1 0.0 0.5 0.0 0.0 0.5 Total Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 5.9 2.1 0.0 0.0 2.4 0.0 3.3 0.0 0.0 3.3 Total % 0.0 0.0 0.0 0.0 0.0 0.1 0.1 0.8 0.0 1.0 3.9 49.1 0.1 0.0 53.2 0.0 45.4 0.3 0.0 45.8 100.0 PHF 1.00 1.00 1.00 0.75 0.75 0.75 0.82 0.82 0.82 0.94 0.94 0.94 0.87 RT TH LT U 0 0 0 0 0RT391TH3LT0UU0LT1TH423RT340 7 1 1 U LT TH RT Westbound Agency/Company: Gannon Chamberlain Sanderson Stewart North/South Street: Babcock Street AM Peak Hour (7:30 - 8:30 AM) 21395Project Number: Southbound Babcock Street Northbound Huffine Lane Eastbound East/West Street: INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Babcock Street and Huffine LaneCounted By:Huffine LaneHuffine Lane458Bozeman, MT /MDTTuesday, December 28, 2021Date Performed: Count Time Period: Tidal Wave Auto Spa Business Access Huffine Lane Huffine Lane Vehicle Volumes and Adjustments Business Access 0 In Out 2 Babcock Street 9 InOut 37In398 In394Out424Total Entering 861Out NNNNN Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 1.00 1.00 1.00 1.00 0.97 0.97 0.97 0.97 0.94 0.94 0.94 0.94 0 0.94 0.94 0.94 0.94 0 4:30 PM 0 0 0 0 0 0 0 4 0 4 12 196 1 0 209 0 220 1 0 221 434 4:45 PM 0 0 0 0 0 0 0 1 0 1 12 210 0 0 222 0 219 1 0 220 443 5:00 PM 0 0 0 0 0 4 0 3 0 7 13 182 2 0 197 0 263 3 0 266 470 5:15 PM 0 0 0 0 0 3 0 1 0 4 8 208 2 0 218 1 237 2 1 241 463 Grand Total 0 0 0 0 0 7 0 9 0 16 45 796 5 0 846 1 939 7 1 948 1810 Medium Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.6 0.0 0.0 0.6 0.0 0.4 0.0 0.0 0.4 Heavy Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.3 0.0 0.0 0.2 0.0 0.4 0.0 0.0 0.4 Total Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.9 0.0 0.0 0.8 0.0 0.9 0.0 0.0 0.8 Total % 0.0 0.0 0.0 0.0 0.0 0.4 0.0 0.5 0.0 0.9 2.5 44.0 0.3 0.0 46.7 0.1 51.9 0.4 0.1 52.4 100.0 PHF 1.00 1.00 1.00 0.57 0.57 0.57 1.00 1.00 1.00 0.89 0.89 0.89 0.96 RT TH LT U 0 0 0 0 1RT939TH7LT1UU0LT5TH796RT450 9 0 7 U LT TH RT Agency/Company: Sanderson Stewart INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Counted By: Gannon Chamberlain Babcock Street and Huffine Lane North/South Street: Babcock Street Huffine Lane Date Performed: Tuesday, December 28, 2021 Bozeman, MT /MDT Count Time Period: PM Peak Hour (4:30 - 5:30 PM) Project Number: 21395 Tidal Wave Auto Spa East/West Street:Huffine LaneOut948Vehicle Volumes and Adjustments Business Access Babcock Street Huffine Lane Huffine Lane Southbound Northbound Eastbound Westbound In846804OutBusiness Access In Out 0 6 Babcock Street 948InHuffine LaneTotal Entering 1810 52 16 Out In NNNNN APPENDIX B CAPACITY CALCULATIONS – EXISTING CONDITIONS (2021) Avg Delay (s/veh) LOS 95th % Queue (veh) Avg Delay (s/veh) LOS 95th % Queue (veh) EB 0.0 A 0 0.1 A 0 WB 0.1 A 0 0.1 A 0 NB 16.6 C 1 29.5 D 1 SB 0.0 A 0 0.0 A 0 Main Street (US 191) & West Babcock Street Intersection Control Two-Way Stop-Control (NB/SB) Intersection Approach Existing (2021) AM Peak PM Peak HCS7 Two-Way Stop-Control Report General Information Site Information Analyst Gannon Chamberlain Intersection Babcock St and Huffine Ln Agency/Co.Sanderson Stewart Jurisdiction Bozeman, MT Date Performed 1/4/2022 East/West Street Huffine Lane Analysis Year 2021 North/South Street Babcock Street Time Analyzed AM Peak Hour Peak Hour Factor 0.87 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Tidal Wave Auto Spa 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 2 0 0 1 2 0 0 1 0 0 1 0 Configuration LT TR L T TR LTR LTR Volume (veh/h)1 423 34 0 3 391 0 7 1 1 0 0 0 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 Critical Headway (sec)4.10 4.10 7.50 6.50 6.90 7.50 6.50 6.90 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 3 10 0 Capacity, c (veh/h)1122 1052 321 v/c Ratio 0.00 0.00 0.03 95% Queue Length, Q₉₅ (veh)0.0 0.0 0.1 Control Delay (s/veh)8.2 8.4 16.6 Level of Service (LOS)A A C Approach Delay (s/veh)0.0 0.1 16.6 Approach LOS C Copyright © 2022 University of Florida. All Rights Reserved. HCS™TWSC Version 7.9.5 Generated: 1/10/2022 4:25:15 PM Existing AM.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst Gannon Chamberlain Intersection Babcock St and Huffine Ln Agency/Co.Sanderson Stewart Jurisdiction Bozeman, MT Date Performed 1/4/2022 East/West Street Huffine Lane Analysis Year 2021 North/South Street Babcock Street Time Analyzed PM Peak Hour Peak Hour Factor 0.96 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Tidal Wave Auto Spa 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 2 0 0 1 2 0 0 1 0 0 1 0 Configuration LT TR L T TR LTR LTR Volume (veh/h)5 796 45 1 7 939 1 9 0 7 0 0 0 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 6.4 4.1 7.5 6.5 6.9 7.5 6.5 6.9 Critical Headway (sec)4.10 6.40 4.10 7.50 6.50 6.90 7.50 6.50 6.90 Base Follow-Up Headway (sec)2.2 2.5 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway (sec)2.20 2.50 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)5 8 17 0 Capacity, c (veh/h)713 697 164 v/c Ratio 0.01 0.01 0.10 95% Queue Length, Q₉₅ (veh)0.0 0.0 0.3 Control Delay (s/veh)10.1 10.2 29.5 Level of Service (LOS)B B D Approach Delay (s/veh)0.1 0.1 29.5 Approach LOS D Copyright © 2022 University of Florida. 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HCS™TWSC Version 7.9.5 Generated: 1/13/2022 9:22:32 AM Existing PM_Babcock_Main.xtw APPENDIX C CAPACITY CALCULATIONS – FUTURE (2023) Avg Delay (s/veh) LOS 95th % Queue (veh) Avg Delay (s/veh) LOS 95th % Queue (veh) EB 0.0 A 0 0.1 A 0 WB 0.2 A 0 0.2 A 1 NB 15.7 C 1 54.5 F 2 SB 0.0 A 0 0.0 A 0 EB 0.0 A 0 0.0 A 0 WB 2.3 A 0 2.0 A 0 NB 8.9 A 1 9.2 A 1 West Babcock Street & Tidal Wave Site Access Intersection Control One-Way Stop-Control (NB) Intersection Approach Future (2023) AM Peak PM Peak Intersection Control Two-Way Stop-Control (NB/SB) Main Street (US 191) & West Babcock Street HCS7 Two-Way Stop-Control Report General Information Site Information Analyst Gannon Chamberlain Intersection Babcock St and Huffine Ln Agency/Co.Sanderson Stewart Jurisdiction Bozeman, MT Date Performed 1/4/2022 East/West Street Huffine Lane Analysis Year 2023 North/South Street Babcock Street Time Analyzed AM Peak Hour Peak Hour Factor 0.92 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Tidal Wave Auto Spa 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 2 0 0 1 2 0 0 1 0 0 1 0 Configuration LT TR L T TR LTR LTR Volume (veh/h)1 435 48 0 11 403 0 19 1 9 0 0 0 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 Critical Headway (sec)4.10 4.10 7.50 6.50 6.90 7.50 6.50 6.90 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 12 32 0 Capacity, c (veh/h)1133 1052 369 v/c Ratio 0.00 0.01 0.09 95% Queue Length, Q₉₅ (veh)0.0 0.0 0.3 Control Delay (s/veh)8.2 8.5 15.7 Level of Service (LOS)A A C Approach Delay (s/veh)0.0 0.2 15.7 Approach LOS C Copyright © 2022 University of Florida. 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HCS™TWSC Version 7.9.5 Generated: 1/13/2022 9:11:31 AM Future AM.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst Gannon Chamberlain Intersection Babcock St and Huffine Ln Agency/Co.Sanderson Stewart Jurisdiction Bozeman, MT Date Performed 1/4/2022 East/West Street Huffine Lane Analysis Year 2023 North/South Street Babcock Street Time Analyzed PM Peak Hour Peak Hour Factor 0.92 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Tidal Wave Auto Spa 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 2 0 0 1 2 0 0 1 0 0 1 0 Configuration LT TR L T TR LTR LTR Volume (veh/h)5 821 67 1 20 970 1 29 0 20 0 0 0 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 6.4 4.1 7.5 6.5 6.9 7.5 6.5 6.9 Critical Headway (sec)4.10 6.40 4.10 7.50 6.50 6.90 7.50 6.50 6.90 Base Follow-Up Headway (sec)2.2 2.5 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway (sec)2.20 2.50 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)5 23 53 0 Capacity, c (veh/h)667 685 124 v/c Ratio 0.01 0.03 0.43 95% Queue Length, Q₉₅ (veh)0.0 0.1 1.9 Control Delay (s/veh)10.4 10.4 54.5 Level of Service (LOS)B B F Approach Delay (s/veh)0.1 0.2 54.5 Approach LOS F Copyright © 2022 University of Florida. 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HCS™TWSC Version 7.9.5 Generated: 1/13/2022 9:20:41 AM Future PM_Babcock_Main.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst Gannon Chamberlain Intersection Babcock and Tidal Access Agency/Co.Sanderson Stewart Jurisdiction Bozeman, MT Date Performed 1/4/2022 East/West Street Babcock Street Analysis Year 2023 North/South Street Tidal Wave Access Time Analyzed AM Peak Hour Peak Hour Factor 0.92 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Tidal Wave Auto Spa 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 0 0 Configuration TR LT LR Volume (veh/h)38 21 4 9 20 4 Percent Heavy Vehicles (%)0 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.10 6.40 6.20 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)4 26 Capacity, c (veh/h)1551 949 v/c Ratio 0.00 0.03 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)2.3 8.9 Approach LOS A Copyright © 2022 University of Florida. 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HCS™TWSC Version 7.9.5 Generated: 1/13/2022 9:17:29 AM Future AM_Babcock_Tidal Access.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst Gannon Chamberlain Intersection Babcock and Tidal Access Agency/Co.Sanderson Stewart Jurisdiction Bozeman, MT Date Performed 1/4/2022 East/West Street Babcock Street Analysis Year 2023 North/South Street Tidal Wave Access Time Analyzed PM Peak Hour Peak Hour Factor 0.92 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Tidal Wave Auto Spa 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 0 0 Configuration TR LT LR Volume (veh/h)55 33 6 17 33 6 Percent Heavy Vehicles (%)0 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.10 6.40 6.20 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)7 42 Capacity, c (veh/h)1511 903 v/c Ratio 0.00 0.05 95% Queue Length, Q₉₅ (veh)0.0 0.1 Control Delay (s/veh)7.4 9.2 Level of Service (LOS)A A Approach Delay (s/veh)2.0 9.2 Approach LOS A Copyright © 2022 University of Florida. All Rights Reserved. HCS™TWSC Version 7.9.5 Generated: 1/13/2022 9:19:21 AM Future PM_Babcock_Tidal Access.xtw