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HomeMy WebLinkAbout16 - Traffic Impact Study - 718 West Babcock Street TRAFFIC IMPACT STUDY WEST BABCOCK STREET FOR CAPANNA PARTNERS, LLC C/O MARK DOYLE 501 EAST COTTONWOOD STREET BOZEMAN, MT 59715 ENGINEER TD&H ENGINEERING 234 EAST BABCOCK STREET SUITE 3 BOZEMAN, MT 59715 �')'ll 4'�o �`PlOA A L 234 East Babcock Street TD& H _ 406.586.0277 Suite 3 Engineering tdhengineering.com Bozeman, MT 59715 f BOZEMAN, GREAT FALLS, KALISPELL&SHELBY, MT SPOKANE,WA LEWISTON, ID WATFORD CITY, NO MEDIA, PA LEHI, UT Job • . 1 1 TABLE OF CONTENTS 1.0 INTRODUCTION.................................................................................................................. 1 1.1 Purpose of Traffic Study................................................................................................. 1 1.2 Executive Summary ....................................................................................................... 1 2.0 PROPOSED DEVELOPMENT............................................................................................. 6 3.0 STUDY AREA CONDITIONS............................................................................................... 7 3.1 Existing Traffic Conditions.............................................................................................. 7 3.2 Existing Traffic Volumes................................................................................................. 9 3.3 Access Geometrics ........................................................................................................ 9 4.0 ANALYSIS OF EXISTING CONDITIONS.......................................................................... 12 4.1 Existing Level of Service Analysis ................................................................................ 12 5.0 PROJECTED TRAFFIC VOLUMES................................................................................... 14 5.1 Site Traffic Forecast..................................................................................................... 14 5.2 Non-Site Traffic Forecast.............................................................................................. 17 5.3 Total 2017 Background Plus Project Traffic.................................................................. 17 6.0 TRAFFIC AND IMPROVEMENT ANALYSIS..................................................................... 22 6.1 Site Access .................................................................................................................. 22 6.2 Capacity and Level of Service Analysis........................................................................ 22 6.3 Transportation Improvements...........................................................................•........... 24 6.4 Traffic Safety................................................................................................................ 24 7.0 RECOMMENDATIONS AND CONCLUSIONS.................................................................. 25 FIGURES Figure 1 Vicinity Map Figure 2 Project Site Plan Figure 3 Study Intersection Numbers/Geometry &Traffic Control Figure 4 Existing 2016 AM Peak Hour Traffic Volumes Figure 5 Existing 2016 PM Peak Hour Traffic Volumes Figure 6 Project AM Peak Hour Traffic Volumes Figure 7 Project PM Peak Hour Traffic Volumes Figure 8 Background 2017 AM Peak Hour Traffic Volumes Figure 9 Background 2017 PM Peak Hour Traffic Volumes Figure 10 Background Plus Project AM Peak Hour Traffic Volumes Figure 11 Background Plus Project PM Peak Hour Traffic at Study Intersections TABLES Table 1 General Definitions of Level of Service Table 2 Project Traffic Generation Forecast Table 3 AM Peak Hour Intersection Level of Service Summary Table 4 PM Peak Hour Instersection Level of Service Summary APPENDICES APPENDIX A Manual Traffic Counts Completed by TD&H Engineering APPENDIX B Trip Generation Data APPENDIX C Synchro Peak Hour Level of Service Printouts Traffic Impact Study Table of Contents 718 West Babcock Street i 1.0 INTRODUCTION 1.1 PURPOSE OF TRAFFIC STUDY The purpose of this Traffic Impact Study (TIS) is to evaluate the potential traffic impacts of the proposed Mixed Use Commercial/Residential Project located south of Babcock Street and west of 7th Avenue in Bozeman, Montana. The traffic study intersections and methodology have been discussed with Bozeman City staff and all the City traffic study requirements have been satisfied with this report. 1.2 EXECUTIVE SUMMARY Project Overview The project proposes to create a quality infill mixed-use project in the new B-2M Community Business District. The project is called the South Bozeman Mixed-Use Project located at 718 W. Babcock Street. The project is located on a 28,311 square-foot (0.6499 acre) lot at the southwest comer of West Babcock Street and South 7th Avenue. Figure 1 shows the location of the project. The property currently has one commercial building (a Pizza Hut) and one single family home. The two existing buildings will be removed and replaced with a single, four-story building. The ground floor of the building will have 3,000 square feet of commercial space and floors 2 through 4 will be residential units, with 36 to 39 residential apartments. As a worst-case analysis, this traffic study assumes that 39 apartment units will be constructed. The current zoning on the property is B-2M and no zone change is required to construct the project. The site is designated "Community Commercial Mixed Use". The adjacent land uses are residential to the south and east (zoned R-4 & R-2), and commercial to the north (zoned B-2M), including restaurant and bar establishments. The adjacent land uses, along with the proximity to downtown, midtown (N 7th Avenue), and with a bus stop on Babcock Street right next to the project, make this site an ideal location for urban infill. Figure 2 illustrates the proposed site plan for the project. The proposed project site currently has one access on each of the two adjacent streets for the existing Pizza Hut that was constructed in 1990, and one access on Babcock Avenue for the existing home on the site. So currently there are a total of 3 driveways serving the site. Traffic Impact Study Introduction 718 West Babcock Street 1 Figure 1 Vicinity Map r A1 w �� :��its � .�► F�l lilt, TOP Ell tom..-,_ �r- --+^��- :aar.�.: - •a..�tIsm', - cRAWK y +fir, r �e � i S ? �- f• ! 14 M .rr -W f,— 7es IC _ T—raw ...— fat`@Vw It � � a.: 16 1momm ILrj. li ■�_ 11�-i wl�wwi -l&%mw"wmomQ2% -RPM"( As shown in Figure 2 the proposed building will be located on the site as close as possible to the Babcock Uth intersection so the proposed driveways on W. Babcock Street and S. 7th Avenue can be located as far as possible away from the intersection. The building is located on the site so that 50% or more of the street fagade of the building is within a distance of three feet or less from the required front building line. Site Location and Study Area The project is located southwest of the S. 7th Avenue and W. Babcock Street intersection. The six study intersections for this traffic study are listed below: 1. W. Main Street/S. 7th Avenue 2. W. Main Street/S. 8th Avenue 3. W. Babcock Street/S. 7th Avenue 4. W. Babcock Street/S. 8th Avenue 5. W. Babcock Street/S. 11th Avenue and 6. W. Koch Street/S. 8th Avenue Development Description At full build-out the project will have a maximum of 39 apartments and 3,000 square-feet of retail space. The exact type of retail uses at the site are not known at this time. The project is expected to be completed before the end of 2017. Principal Findings This Traffic Impact Study (TIS) complies with the Bozeman City guidelines for the preparation of traffic studies. The project is expected to add a total of 390 daily trips (half inbound and half outbound), with 20 trips during the am peak commuter hour (4 inbound and 16 outbound) and 32 pm peak commuter hour trips (20 inbound and 12 outbound) at full build-out of the proposed project to the study intersections. The traffic volumes have not been adjusted to account for anticipated internal trips between the residential and commercial components of the project. Additionally, because of the downtown location of the project a higher than normal amount of trips to and from the project are expected to be walking, biking and/or transit trips. However, in order to evaluate the maximum potential traffic impacts associated with the project, no reduction in the project traffic has been made to account for transit, walking, biking or internal project trips. Traffic counts were completed at the six study intersections on Tuesday and Wednesday, October 4 and 5, 2016 from 7:00 to 9:00 in the morning and from 4:00 to 6:00 in the evening. The traffic volumes at the study intersections are significantly higher during the pm peak hour compared to the am peak hour. Each of the study intersections currently operate at level of service C or better during the critical pm peak hour, except for the stop controlled eastbound movements on W. Babcock Street at S. 8th Avenue which experience long delays. The existing traffic volumes were increased by two (2) percent to account for anticipated traffic growth in the area over the next year. Then anticipated project related traffic was added to this 2017 background traffic. The addition of traffic from the proposed project is not expected to significantly change traffic conditions. At all times at each of the planned project driveways on Babcock Street and 7th Avenue level of service (LOS) B or better is expected for traffic leaving and entering the project. The project as proposed is not expected to significantly affect traffic operations at the six study intersections or any of the roads in the study area. Conclusions The 718 W. Babcock Project is not expected to significantly change the existing traffic conditions at the six study intersections during either the am or pm peak hour. The stop Traffic Impact Study Introduction 718 West Babcock Street 4 controlled traffic leaving the project driveway on W. Babcock Street is forecast to operate at LOS B or better at all times and traffic exiting the Project onto S. 7th Avenue is forecast to operate at LOS A or better at all times. Therefore, the project is not expected to create any significant adverse traffic impacts. Recommendations The proposed mixed-use development will remove the two existing buildings and three project driveways on the site. The new project driveways on W. Babcock Street and S. 7th Avenue will be located as far as possible from the intersection to improve traffic safety adjacent to the project. Each project driveway will have a single outbound lane that will be stop controlled and a single inbound lane. No signs or landscaping should be constructed near the project driveways that would obstruct sight distance for traffic entering or exiting the project. Traffic Impact Study Introduction 718 West Babcock Street 5 2.0 PROPOSED DEVELOPMENT The proposed development will be located on a 0.6499 acre parcel on the south side of W. Babcock Street and immediately west of S. 7th Avenue. Currently there is a single home and an old Pizza Hut building located on the project site. Access for the project will be provided by a single driveway on Babcock Street to serve the eight planned parking spaces for the retail component of the project, and a single driveway on 7th Avenue to serve the residential component of the project. A total of 3,000 square feet of commercial space is planned on the ground floor of the proposed building with up to 39 apartments planned on the second through fourth floors of the building. The exact type of retail use or uses in the project have not yet been determined. A conceptual site plan of the proposed development is presented in Figure 2 that was included in the executive summary of this report. The project is expected to be completed before the end of 2017. The project site is currently designated "Community Commercial Mixed Use" and zoned B-2M (Community Business District). The proposed project meets the intent of the B-2M zoning district. Currently there are commercial uses along the north side of W. Babcock Street adjacent to the project, with single-family homes located west, south and east of the project. Traffic Impact Study Proposed Development 718 West Babcock Street 6 3.0 STUDY AREA CONDITIONS The study area for the proposed 718 W. Babcock Project extends one half mile in each direction from the project; however given the relatively small amount of traffic expected to be generated by the project only the following six intersections near the project were evaluated in this report. 1. W. Main Street/S. 7th Avenue 2. W. Main Street/S. 8th Avenue 3. W. Babcock Street/S. 7th Avenue 4. W. Babcock Street/S. 8th Avenue 5. W. Babcock Street/S. 11th Avenue and 6. W. Koch Street/S. 8th Avenue Figure 3 illustrates the type of traffic control and number of traffic lanes on each approach at the six study intersections. As shown in Figure 3, traffic signals exist on Main Street near the project but traffic is controlled by stop signs at five of the six study intersections. The Main Street/8th Avenue intersection is the only study intersection that is signalized. 3.1 EXISTING TRAFFIC CONDITIONS W. Main Street is classified by the City of Bozeman as a principal arterial. It extends west from 1-90 through Bozeman with two travel lanes in each direction with a center left turn lane. There is parking along both sides of W. Main Street. Near the project there are traffic signals on W. Main Street at 7th Avenue, 8th Avenue, and 11th Avenue as shown in Figure 3. W. Babcock Street is classified is a minor arterial east of S. 8th Avenue where it is one-way eastbound and west of S. 8th Avenue it is classified as a collector street. Near the project Babcock Street has two eastbound lanes with parking on both sides of the street. W. Koch Street is a two lane east/west roadway located slightly under a quarter of a mile south of the project, with parking and sidewalks on each side of the street. It is classified is a local street with a single travel lane each direction. Near the project, single family homes are located on each side of Koch Street. S. 7th Avenue is a two lane north/south local road located immediately east of the project. On street parking and sidewalks are located on both sides of the road. S. 8th Avenue is a classified as a collector road between W. Main Street and the university. It has a single lane each direction separated by a landscaped median. It has on-street parking, a bike lane, and sidewalks on each side of the roadway. S. 11th Avenue is a two lane north/south collector street located four blocks west of the proposed project. It has sidewalks on each side and immediately adjacent to the road. There is a traffic signal at the intersection with W. Main Street and W. Babcock has stop signs at its intersection with S. 11th Avenue as shown in Figure 3. Traffic Impact Study Study Area Conditions 718 West Babcock Street 7 Figure 3 Study Intersection Numbers/Geometry & Traffic Control ITT s ' D cD ------------ = 2 _ _ _--_ - - - - - -__- -_- Main St. ��(OD Main St. �_ - _ - Babcock St. Aliy A '�' � � Babcock St. 1A s D m CD Koch St. " 00 DKey m Project Site Traffic Signal • Stop Sign 6 Intersection Number Traffic Lanes 3.2 EXISTING TRAFFIC VOLUMES Traffic counts were completed at the six study intersections on Tuesday and Wednesday, October 4 and 5, 2016 from 7:00 to 9:00 in the morning and from 4:00 to 6:00 in the evening. Spreadsheets containing all of the manual traffic count data are included in Appendix A. Figure 4 presents the existing 2016 AM peak hour traffic volumes at the study intersections and Figure 5 presents the PM peak hour traffic volumes. The traffic volumes at the study intersections are significantly higher during the pm peak hour compared to the am peak hour. 3.3 ACCESS GEOMETRICS The project will have one driveway on W. Babcock Street and one driveway on S. 7th Avenue. The driveways will be configured for a single inbound and outbound lane at each driveway as shown in the project site plan presented in Figure 2. Figure 3 shows the number of traffic lanes and traffic control at each of the six study intersections. Traffic Impact Study Study Area Conditions 718 West Babcock Street 9 Figure 4 Existing 2016 AM Peak Hour Traffic Volumes ' D < m F368 r125 g - - - - - - - - - - - - - - --- - - - _ . - - - --- --------------- Main St. 579- `i oW 621-i �; Main St. 132-* y c00 12-W R14 CIO C`Cil I 4 m }� N - - - _ - - - - - - - - - - - - - Y. Babcock St. � a 152 340� �� Babcock St. 29 14-A 6 4 D D < e. CD R15 4-19 Koch St. t,-4 A If 20* A 16-* N CO D cu Figure 5 Existing 2016 PM Peak Hour Traffic Volumes , D , 5D F881 A173 JAI, Main St. 834-0- ' 960-' � W Main St. 124-*L22 M CD 13- �rnN 3 I Babcock St 11CDUj 184 N�ti 3� CO Babcock St. 19y `4 o M 393 8-* D m m *-16 +21 416 Koch St. 35 �.tg co 04 00 s D cu 4.0 ANALYSIS OF EXISTING CONDITIONS 4.1 EXISTING LEVEL OF SERVICE ANALYSIS A Level of Service (LOS) analysis was performed for the six study intersections. The analysis is based on procedures outlined in the Highway Capacity Manual published by the Transportation Research Board. The LOS represents the average delay experienced by vehicles by an assigned letter value. The letter values assigned range from A to F, with A providing the best service with little or no delay and F representing congested conditions with delays longer than 50 seconds per vehicle for stop controlled movements and longer than 80 seconds per vehicle at a signalized intersection. A summary of the general definitions of each level of service for both signalized and unsignalized intersections is shown in Table 1. LOS D is generally considered by most agencies an acceptable LOS during peak hours, however the City of Bozeman has adopted LOS C as the acceptable level of service for all periods of the day. Providing additional improvements to accommodate heavy traffic volumes during just a few hours each day generally is very costly, and results in very wide intersections and roadways that would be underutilized most of the day. It would also increase the hazards for pedestrians and bicyclists because they would have wider streets to cross. Therefore, most cities accept LOS D as acceptable during peak hours and in downtown areas many cities accept LOS E during the peak commuter periods. DefinitionsTABLE 1 General Unslgnalized Signalized Level of Intersection Intersection Definition Service (LOS) Control Delay Control Delay seconds/vehicle seconds/vehicle A 0— 10 0— 10 Very Little Delay Free Flow B >10— 15 >10—20 Little Delay Reasonably Free Flow C >15—25 >20—35 Average Delays Stable Flow D > 25—35 > 35—55 Approaching Unstable Flow During Peak Periods E > 35—50 > 55—80 Unstable Flow During Peak Periods F > 50 > 80 Long Delays, and Forced or Breakdown Flow Source: Highway Capacity Manual,Transportation Research Board Peak Period Evaluated As shown in Figures 4 and 5, there is significantly more traffic in the project area in the pm peak hour compared to the am peak hour. Additionally, the proposed project is expected to generate more traffic during the typical weekday pm peak commute period compared to the am peak commute period because many retail businesses do not open until after 9 am. Therefore, only the pm peak period was counted at the two study intersections on S. 7th Avenue and the am Traffic Impact Study Analysis of Existing Conditions 718 West Babcock Street 12 peak hour volumes at these two intersections were estimated from the manual traffic counts completed by TD&H at the adjacent 8th Avenue intersections. The weekend peak periods were not evaluated because these periods typically have less traffic on most streets and the proposed apartments are expected to generate less traffic on the weekend compared to weekdays based on historic Institute of Transportation Engineers data. The LOS analysis was performed at the five unsignalized study intersections according to the HCM 2010 Two Way Stop Control (TWSC) method using Synchro traffic analysis software. The HCM 2010 Signalized Intersection method using Synchro traffic analysis software was used at the Main Street/8th Avenue intersection, which is the only signalized study intersection. Traffic Impact Study Analysis of Existing Conditions 718 West Babcock Street 13 5.0 PROJECTED TRAFFIC VOLUMES 5.1 SITE TRAFFIC FORECAST Trip Generation The ITE Trip Generation Manual was used to forecast the traffic from the proposed project. The proposed uses at the site include up to 39 apartments (ITE Land Use Code 220), and 3,000 square feet of general retail space (ITE Land Use Code 826). Table 2 presents the ITE trip generation rates that were used to develop the traffic forecast for the proposed development, and summarizes the average weekday daily and peak hour traffic forecast for the project. More information regarding the traffic generation forecast is included in Appendix B The project is expected to generate 130 daily trips (half inbound, half outbound), with 20 new trips expected during the am, and 32 new trips expected during the pm peak hour. Based on ITE research during the pm peak hour six percent of the project traffic would be internal trips. Internal trips refer to trips that stay inside the project like a resident in the apartments walking to the retail component of the project in the ground floor of the building. There is no reason for these trips to be made via a car, so the total external traffic from the project during the pm peak hour would only be 30 trips (19 inbound and 11 outbound) instead of 32 trips. However, for this study 32 pm peak hour project trips were distributed to the six study intersections. Trip Distribution and Assignment The traffic volumes presented in Table 2 were assigned to the project driveways and the study intersections based on anticipated travel patterns in the study area. The project trips were distributed with 30% to the north, 20% to the south, 30% to the west, and the remaining 20% distributed to the east. This trip distribution was developed based on existing traffic flow patterns observed in the study area and anticipated travel routes to and from the project site. The project traffic volumes from Table 2 were distributed to the project driveways and study intersections. Figures 6 and 7 illustrate the anticipated project traffic at the six study intersections during the am and Urn i2eak hours res ectivel . TABLE 2 Project Traffic Generation Forecast Elm Average Da AM Peak Hour of PM Peak Hour of Trips Adjacent Street Adjacent Street Traffic Traffic ITE Land Land Use Enter Exit Total Enter Exit Total Enter Exit Total Use Code 220 Apartments 130 129 259 4 16 20 16 8 24 39 Dwelling Units 836 Specialty Retail 67 66 133 4 4 8 [(Gross Leasable SF Unadjusted Volume 197 195 392 4 16 20 20 12 32 Internal Capture Trips 0 0 0 0 0 0 01 1 2 Pass-By Trips 0 0 0 0 0 0 0 0 0 Volume Added to 197 195 392 4 16 20 19 11 30 Adjacent Streets Total AM Peak Hour Internal Capture=0 Percent Total PM Peak Hour Internal Capture=6 Percent Source: Institute of Transportation Engineers, Trip Generation Manual 9th Edition, 2012 TRIP GENERATION 2014, TRAFFICWARE, LLC Traffic Impact Study Proposed Traffic Volumes 718 West Babcock Street 14 Figure 6 Project AM Peak Hour Traffic Volumes ' D cD F1 r2 �- - - - - - - - - - - - -_ _ Main St. � ' � o-' Main St. R1 s Y Babcock St.0-0 %�g R Ct9 0 %A Babcock St. Oy Oy 3 .2-- D m < RO Koch St. 0* W oo s < Babcock St. 0 2 SITE 3 00 J • J l , 0 Alley -.& 'I i 0 1 Figure 7 Project PM Peak Hour Traffic Volumes ' D cD *0 r11 r - - - - - - - - - - - - - - - - - _ - - - - - - Main St. 9bo n St.s � Babcock St. 0�, 34, b Babcock St. 0-4 Oy 16-4 D =r m R-0 �t Koch St. ate, 1 N O-W C a D r Babcock St. 13~ 1 SITE 2 14I 0 M J 3 0 Alley 3 0 �'i 1 3 5.2 NON-SITE TRAFFIC FORECAST The non-site or background traffic is the traffic that would occur on the roadway network without the proposed development. The future non-site traffic volumes are projected out one year, which is the expected time frame to complete the full project. Background 2017 traffic volumes were developed by increasing the current peak hour traffic volumes by two (2) percent per year for one year. The background 2017 am and pm peak hour traffic volumes at the six study intersections are presented in Figures 8 and 9, respectively. 5.3 TOTAL 2017 BACKGROUND PLUS PROJECT TRAFFIC The total 2017 pm peak hour traffic volumes were calculated by adding the trips expected to be generated by the proposed project to the 2017 background traffic. The background 2017 plus project am and pm peak hour traffic volumes at the study intersections are presented in Figures 10 and 11, respectively. Traffic Impact Study Proposed Traffic Volumes 718 West Babcock Street 17 Figure 8 Background 2017 AM Peak Hour Traffic Volumes h ' D cD *375 r128 91� Main St. 5 �� 633-' Main St. 135-4 w�+ 12-* IR14 4494141 I00 Babcock St. o49 155, �CID '� Babcock St. 1 N 14-A rn 347— 6y =r =r D � m m R15 F19 Koch St. ;J� F4 20f RTi4 21� V-V-, 16-* 04 00 D m Figure 9 Background 2017 PM Peak Hour Traffic Volumes ' D < CD E899 Ar176 *1O - -_ - - - -_- - - - - - - - - - - - - __ Main St. 1126-* ?� 97�' '?� Main St. NN 13- F22 Oo Babcock St. 188 N 3'' Babcock St. At M 1 �M� 401-�l � rr C CD _ R16 T`� 1401 M Koch St. 26* N w D m Figure 10 Background Plus Project AM Peak Hour Traffic Volumes Q -+376 rl30 FSp�i' <�-0 591. Main St. 633� � Main St. 135-A 1 I�C" 12A ' R15 _1 "' °° Cf Tow wn� 464 � L < 18* ��� �N Try - - - - - - - - - - - - Babcock St. NOM 156� f4 Babcock St N 349* 14y 6-4 D cu D m *-15 +19 g5 Koch St. 20*' N 21* �N 16-A CO D cu Figure 11 Background Plus Project PM Peak Hour Traffic Volumes ' D m F899 1086 r187 F 852F 0 979* Main St. 128-* wN 14-* Main St. R42 I �w g � F22 mac' o0 If CC Babcock St. 1�1 CtA 19 + 3� �� 19-* Babcock St. 33y �'M a' 403 24y D m m _ *-16 �Cf� F21 4F7 Koch St. t32�- N N 00 D m 6.0 TRAFFIC AND IMPROVEMENT ANALYSIS 6.1 SITE ACCESS AND PARKING The development will have two accesses or driveways (one on Babcock Street near the west end of the site and one on 7th Avenue near the south end of the site). Each of the project driveways will have a single inbound and a single outbound lane. The two project driveways are expected to operate at a good level of service at full build-out of the site. Based on our review of the site plan (see figure 2), we believe the proposed parking layout will provide for the safe and efficient movements of people and vehicles on the site. Parking for the project will also be provided on the adjacent streets and on the alley immediately south of the site. Adequate parking will be provided for the project. The site access on S. 7th Avenue is proposed to have an automatic security gate near the property line for purposes of outside secured parking. The gate would be operated by residents entering a code or using an electronic pass. This process requires a vehicle to stop briefly between the sidewalk and the gate. A storage space of approximately 20 feet should be provided between the gate and sidewalk to avoid impeding pedestrian traffic. The arrival rate in the peak hour equates to a vehicle roughly every 3 to 4 minutes, and the security gate process should be a significantly shorter duration, so a queue at the gate is not expected. In the unlikely event that another entering vehicle arrives while one is waiting at the gate, the second vehicle could occupy the parking lane and boulevard strip portion of the driveway without impeding traffic on S. 7th Avenue or the sidewalk. 6.2 CAPACITY AND LEVEL OF SERVICE ANALYSIS A summary of the am and pm peak hour Level of Service (LOS) analysis at the study intersections are presented in Tables 3 and 4, respectively (see Appendix C to view the detailed Synchro Level of Service Analysis printouts). The values in Table 3 shown in brackets [0.01] represent the expected increase in the average delay per vehicle with the addition of the anticipated project traffic. At five of the six study intersections, the addition of project traffic is expected to increase the average vehicle delay during the am peak hour by less than one second. This change is so small that it will not be noticeable to motorists in the area. However, stop controlled eastbound traffic on W. Babcock Street approaching S. 8th Avenue currently experiences long delays (58 seconds per vehicle during the am peak hour and 204 seconds per vehicle during the pm peak hour). The addition of just a few more vehicles will significantly increase the delay for this movement because currently there are not adequate gaps in the through traffic on S. 8th Avenue during the peak hours for eastbound traffic to cross 8th. It is important to note that most of the traffic at this intersection is on S. 8th Avenue and this traffic has virtually no delay because through traffic on 8th is never required to stop at W. Babcock Street. As shown in Table 4, the poor level of service for the eastbound approach on Babcock at 8th Avenue could be significantly improved by adding a second eastbound through lane. The parenthetical values in Table 4 show the delay and LOS with a second eastbound through lane (EBT). A variety of other methods could be used to improve the eastbound LOS , such as conversion to a 4-way stop„ , changing the eastbound movement to a right only by extending the median on 8th, or installation of a traffic signal. However, these treatments have their own drawbacks and will serve to reduce the demarcation in functional classification that occurs on W. Babcock at 8th. Since there is a good grid of alternate routes in this area, the excessive delay may be desirable to discourage use of W. Babcock for through traffic from 11th Ave. and Traffic Impact Study Traffic and Improvement Analysis 718 West Babcock Street 22 may serve to reinforce its character as a neighborhood collector. In any case, if measures to deal with the existing delay at this intersection are thought to be necessary, we believe they require further study and should be considered at a political and transportation planning level with appropriate public input and not within the scope of the present TIS. No change to the anticipated LOS is forecast with full build-out of 718 W. Babcock Project at the study intersections during either the am or pm peak hours. The LOS at each of the outbound movements from the project driveways onto Babcock Street and 7th Avenue are expected to be LOS B or better during the critical pm peak hour with significantly less delays and a better LOS durinq all other times of the day. ak Hour Intersection Level of Service Summary . :LE 3 AM • - Average Delay In Secondsper Vehicle/Level of Service LOS # Intersection Description Existing 2016 2a97(Existing 2017 With AM Peak Hour Plus 2/o Growth Project 1 Main St./7thAve. NBR Stop Controlled 9.3/A 9.3/A 9.3/A[0.0] (Stop Sign on 7th) Total Int. Delay/LOS 0.1/A 0.1/A 0.1/A[0.0] 2 Main St./8thAve. Total Int. Delay/LOS 7.7/A 7.7/A 7.8/A[0.1] (Signalized) Babcock St./7th NB Delay/LOS 10.4/13 10.5/13 10.5/13[0.0] 3 Ave. (Stop Signs SB Delay/LOS 10.7/13 10.7/B 10.8/B [0.1] on 7th) Total Int. Delay/LOS 0.8/A 0.8/A 1.0/A[0.2] Babcock St./8th EB Delay/LOS 57.7/F 64.3/17 68.3/F [4.0] 4 Ave. (Stop Sign on Babcock St.) Total Int. Delay/LOS 14.3/13 15.7/C 16.6/C [0.9] Babcock St./11 m EB Delay/LOS 22.8/C 23.8/C 23.9/C [0.1] 5 Ave.(Stop Signs WB Delay/LOS 14.4/B 14.7/B 14.6/C[-0.1] on Babcock St.) Total Int. Delay/LOS 5.1/A 5.3/A 5.3/A[0.0] Koch St./8th Ave. EB Delay/LOS 13.4/13 13.5/13 13.8/13[0.3] 6 (Stop Signs on WB Delay/LOS 12.4/B 12.5/13 12.8/13[0.3] Koch St.) Total Int. Delay/LOS 2.7/A 2.7/A 3.0/A[0.3] Note: Bracketed values in the final column represent the increased delay in seconds/vehicle with the addition of anticipated project traffic. TABLE 4 PM Peak Hour Intersection Level of Service Summary Average Delay In Seconds per Vehicle/Level of Service LOS # Intersection Description Existing 2016 2017 (Existing + 2017 With PM Peak Hour 2% Growth Project 1 Main St./7th Ave. NBR Stop Controlled 9.5/A 9.5/A 9.5/A (Stop Sign on 7th) Total Int. Delay/LOS 0.1/A 0.1/A 0.1/A 2 Main St./8th Ave. Total Int. Delay/LOS 10.0/A 10.4/13 11.0/13 Si nalized Babcock NB Delay/LOS 10.8/13 10.9/13 11.0/13 3 St./7thAve. (Stop SB Delay/LOS 10.7/13 10.8/13 11.0/13 Signs on 7th) Total Int. Delay/LOS 0.8/A 0.8/A 1.0/A Traffic Impact Study Traffic and Improvement Analysis 718 West Babcock Street 23 TABLE 4 PM Peak Hour Intersection Level of Service Summary Average Delay in Seconds per Vehicle/Level of Service LOS # Intersection Description Existing 2016 2017(Existing+ 2017 With PM Peak Hour 2% Growth) Project Babcock St./8"' EB Delay/LOS 204.1/F (49.8/E) 230.7/F(54.3/F) 280.3/F (64.4/F) 4 (Stop Sign on Babcock St. Total Int. Delay/LOS 47.2/E(12.6/B) 53.2/F(13.7/B) 64.2/F(15.9/C) Babcock St./l1th EB Delay/LOS 48.6/E 53.7/F 55.3/F 5 Ave. (Stop WB Delay/LOS 21.5/C 22.3/C 22.5/C Signs on Babcock) Total Int. Delay/LOS 8.5/A 9.2/A 9.4/A Koch St./6d' Ave. EB Delay/LOS 16.2/C 16.5/C 16.6/C 6 (Stop Signs on WB Delay/LOS 13.8/13 14.0/B 14.1/13 Koch) Total Int. Delay/LOS 3.3/A 3.3/A 3.3/A Note: Parenthetical values assume the addition of a 2nd Eastbound thru (EBT)lane on Babcock Street at 8"'Avenue. 6.3 TRANSPORTATION IMPROVEMENTS No off-site traffic improvements are required to support the proposed project. However, signs and landscaping near the two project driveways and adjacent to the Babcock Street/7th Avenue intersection should be designed provide adequate site distance at the project driveways and adjacent intersection. 6.4 TRAFFIC SAFETY No improvements are required to enhance traffic or pedestrian safety in the study area. The proposed project is not expected to create significant traffic safety issues, and adequate sight distance can be provided at the two project driveways. The proposed street system near the project is adequate and will result in good service levels during both the peak and non-peak times. Internal site circulation is expected to function well. The project will comply with the Bozeman City parking code requirements. Traffic Impact Study Traffic and Improvement Analysis 718 West Babcock Street 24 7.0 RECOMMENDATIONS AND CONCLUSIONS Site access and on site circulation for the Project are appropriate for the size and type of project proposed. The proposed project driveways will not create any significant conflicts with adjacent driveways or intersections. The anticipated project traffic during both the am and pm peak hour will not change the LOS at any of the six study intersections; therefore, we conclude that the proposed project will not have any significant traffic impacts and no modifications or improvements to the local street system are required. Traffic Impact Study Recommendations and Conclusions 718 West Babcock Street 25 APPENDICES APPENDIX A Manual Traffic Counts Completed by TD&H Engineering +t f1 n Z A m Z M O O O O rD oo V -4 .i -4 o0 00 0o w ., � .i � c c --I c w SwOuriS = LnnOtrnSvA, OLnS ? a a a a 0 a a a a a a a a 0 -n v m m 3 3 3 3 3 3 3 m n o 3 m m ' z z t0 00 OD 00 0ppo C W o0 0o OD 00 V V V O S S 0� m CL S YAi O Lnn O m S W 0 Ln S Lnn o trn v a s o, N < O d a a a a a a a a a a a a o (D r 3 ` Z 3 3 3 3 3 3 3 3 3 3 rn m ro z O o c N N S hW+ OWO Lnn w Oro N W V to W Z m O = S O 7 0 0 0 0 0 z C O c c 0 M a w CD w N W M l I-Arn $-A Fr+ V V 00 0 0Qo FV+ r 00 r 2 2 C C ram! T an 0 0 0 0 0 (D Q O W 0 •• m to u+ Ln to A m r r r r r r �p O S r to D w01 V V I--' W W A N to A In N N N W V O �p W A w M r r r M cn N cn r C C N W W 00 Z v A N N r N W W W N W W N O W Op W W S O N OD l!1 V W r 0 V1 A W MN 0r+ m r r Z r to 0 0 0 0 0 W O N 3 V C Ln D o (A = r Z D 7C N O O O O O W si co W O ! O = W O O 2 O Z A a 00 O W 2 v Gou' 70 C 0 0 0 0 0 Cl) C0 W O Cr N O r O C N W r N A N N r frD G C C A Y1 to In V � A l0 A V to W O tD ;p Oro 7Wo m N OAO N O W O O S wO A V O VN'i 0�0 O C fG,� Z � O W. �•� 0 0 0 0 0 Go =rC rf 03 W N O W V V tNi� O r 00 4% W W W N p1 Lnn O000 V A N a A V 00 0n V M L n A a W r r O O Z n m Z m to AA -Pb A ? w UI w to A A ? A C C C = S N O l~n S = Ul O Ln S fIq O l S —1 N 70 O v 4 O S Itv T _1 G m m 333 � 333 � 333 � 3 � m m '� Z =i < M D O m m p W M O. N Nu F+ W C ? W I•+ N W F+ S S S D S a O lA S 3 S M O M S w O w A LWm O 33333 M9333333 0 :: r�o z � o c N W W F+ F+ F+ F+ F+ z r V V 00 A W N W On A O 00 V t0 W W V A F+ 00 N N Z m 0 S � 7 00 00 0 O C OD Z o v -a -a O. W W 1--b V t~!1 W N N N UI W A A W Q�q' A A 01 ID V F+ C1 00 V t0 N F+ to W V 00 Ul = _ 00 C C T 0 EL 0 co 0 0 W m C m 00 {00y 000p0 V V m F+ N N N F+ Fpp+pp F+ F+ F+ 00 O N A A t0 N LAJ A a%% Ul V 0 Chi O O � 2 C A. A O � � Z v W A O wW tN0 lWJ1 On A IQ N V S 70 T!UT N 0 0 0 00 GoW V W O r 00 70 1-14A � O A. o v .. 00000 Co ° 1- � o Dio = � o O1 O IA O z `' DtoO w 2 z C 0 0 0 0 0 w an o V V On A N O M 00 T O W O M A O 00 w w Al w O W to In tD r CC r -i 7o m 00 00 V 1- N N N F+ F+ N F+ 00 a W V r I--- to W 00 .a V 00 A M+ 00 tG O � V1 01 00 U1 N w tCl (A C O 1--�w F+ � Z v m m� o co 00000 ca ca a '• o0 Ul V N 00 wO O V A O A N O FW+ lAJ1 0 C ` S D to to m V V m w A D to V w CA w r r A « n n Z n m Z O O p O 00 V � -4 V w 00 w w V � V V c c c v' O D D D D O D D D D D D D D O '� O m m 1 3333 33333333mn o0m m � z <O m V W V a p oci fr+ m �o oo ao oo oo E � � 0o o� o0 V V � 0 S � s cr m n 80. sIri8 StAnov SuA, w O D D '* . 'o D @ D D D D D m D D D D D D D D 3 o : 2 3 3 3 3 3 3 3 3 3 r- o N C: Z m m coN ONO A W N 00 01 A OD N Ln Z O � F4 C N0 0r1 z N W W V A W A W m 00 to w V 0 C► A �D r W O w A �O 00 2 0 c O O m (te[(nnn CL (it Ln {NG V N w Fr+ O W (A A V r 00 � A m = W m m 00 C C = m D r r r r r r d O On 00 00 00 W W A N A 01 Ol N A r � a 01 OD 0 {�pp m m 00 {G N Ln 2i w A w Q1 O N A t0 - C) 0% tW0 cor C N9 Z v N N N N r N U1 On W 00 W U1 W 00 M 00 A Ln r 'h w O O W W FN+ Otr1 V N 01 LnO N A Om W ONO W V 3 N W w W N W V V V V W 00 On A = y N Z N D O N W W W l0 N w r 00 OD N A V W V W W w OD — N W O o = w W 00 o+ r O a+ 00 C O Z �' v D O v a0 1 1 00 = v oo '0 c M. W V W LNO Oro w A w 00 N 00 Ln A r M � lN0 W W A A A A N r r O N r r 0 0 W W 00 m my Fr+ 00 N � V W N N A O Ln N O C cu O A 4- �. C Z v m _ o -m_I- w A A O m OD r N Ol A N N N O '00 03 M OD �^1 V 00 00 V 0 N N r V Ln O 0 N 00 r F+ V (p O r {ll r Oo D 00 00 A %D N On r D r r O O Z n m Z ro Il Oh A A A W N N WA A A p A C C m C y S VAi O t~n S = w O w O Ln O Ln g '� o -0 -0 0 -09 -0 � 'n- -0vs _1O -n O mm 3 � 333 933393933 � 7D � m -+ 1 mD p !^ m v m 0 22 'aO► 0 co �+ m Ch to to to to C mmo Ln to t Ul A -Nas 0 g g lu s m a S O lVn g 3 O VAi O n g U, O U~i O A m D 0 10 -9MMM "' v � � � vv � � 3 3 c p � O 3 3 3 3 3 3 3 3 3 3 3 3 Z O O � N C m FA+ V W C0 N O O W W W �. mZ O Hzr ;a O W w A j w�p W Z OD lD t0 ~ V V 9'N V N O tW0 !1 W N S W V N W co C O C Im Z O O [71 a V %D F Ln es+ kO W O A N I--- N ON 00 m ? A ;K 70 V 2 S C C rt D I+ F+ f+ F+ I•+ � 0 A W w N 00 In A i-+ r of A Oo 00 to 0o r m O C 70 m _ m ~ lD W OD l0 m N N N N N N N N w �"� F+ Fes+ N 00 N 01 F+ W tD V N O W F+ V L3 0 N � W NO C Z v �o N FN+ mmm V ? A W L" VI V U1 4- ��, ? N GO W W W 70 = 70 r O V V A W F�� W 00 00 00 W In V Go w CA W W N N N N pp O Z W ,,,r A V1 W S! FW+ A IW+ 1WD W ? 0�1 FW+ O V W tWD A W " V. O = —Wi Fw+ W A O Z V. m 0 W = O W g C A A A w W F+ I+ F+ r r w f+ V oho Z N N A W N W 00 O F+ O N F+ S W V W O .r O1 A t,D F~+ N W W F+ F+ F+ F+ O1 W N N W W O7 m A V N N A w w A w N w 4 In � O O Pli A .0. M C Z v � M aa A w W N O m O O V N 01 07 O O O A O V W WDa 3 07 wT h~+ O O W W O N p Npop N N N N N N 0 V O Obi IV+ W ONi OVi A W V N W F~+ A O 11 r r x r) A z n m Z -0 O O p O � IA 00 V V V V ao 00 00 0o V V V V c c 9 c 7pc O A w I•+ O A w r C A w i+ C Z H O VI O Lq O = l!� ow O w O w O o D g D D D O D D D D D D D D •_I 0 T 0 m m 33333 c 9999x933 3 � 0 � Di m D O 0 m m m 0 C w V p ao ono ai �o 00 0o ao 0o c �o 00 00 00 00 V v V O -1 o o � .d UJ a C A W F+ C 3 C ? 1•+ O A F+w C D D A O ovloW O m OW o0O0oto 3 3 d N nm O w D D D D D D D D D D D D 9 o N z 3333 � 333333 � m Mo o w c r Z m r r r r A A A w w r � in w W (!1 A I-- � � m z fD O S C r N N r r Z w+ y1 0 7 O N 1r+ F-+ MF V A 00 W ON1 A W C O 5 C Goz O G a W �O V M 0 Z 1-4 N N r N r r w � V A � r O V W 0 w 00 W A C1 V O O F. = = 00 D < V YI A A w Co w r r N r O r r O 0 3 m r F+ r r w m w W w A A N N r S r r O .AFA+ N Ow0 0NO V •0.1 01 A O r V 0 0 0 p A N m 000 C z O l0 A W Fr+ t0 N N W N V r r OP m r, W 1~+ O O A M W Oro V 0 " V V W ev � W A A a oN c N T. o V A 1~J1 A W 0 � -Pb A W W l!1 W 41 W Esozv, Z N D W -00 W W 0 r O O 01 N (!1 O O g N D O V 0' W m C A A W W W t" r N r O r r r O S W Q t" .•r O O O O O W W W W m y0 0 0 0 0 ? 0 0 0 o m c to z 00000 cacm ro•� m V V M vn p r r r r N r r O p V W w V ONi D 00i A OWO V O N v D O r r o z 0O z0 n0 �?+ VI A A A A UI In In I.n A A A A C C -� C G W pr O W F+ C A W i•+ pp ? W O Z Z NZ o o I O t O IOt O t -1 I = N m O M ss M O -n v m 3333333 �3 3y O 3m m ^� ��` z m m < m y mm Ab O o0 Do {r�/M*pf+ O. cn Y1 M l!I UI C 0pp1 In w w w A A A G O 0 A n D IT O O Lnn O m O lAll O Lnn O Lnn O Ul N p 1 9 m m m m m m m m o �, c O 3 3 3 3 3 3 3 3 3 3 3 3 m Z 6< m 0 C w On lNn N N cn C1 A Ol l!I Ol 00 W Wcn Ol S 1N� pWp W N N Z pp1� Lnn w V —�j N Lnn O W V lVll A N O W C q z n Q [7�7 [ten w $a w 00 00 Z F+ N F+ W N F+ F+ N � N O V O 00 I•+ Go V A w O A V V W �S 00 C C K DD < w at w w ,A W m I.A F+ f+ w w N w m —1 C O � � •• m tD pp N A IV+ A W FA+ 'A O -P. W wW w2 g l~O N Z v ~ ~ ~ ~ N V W N V W N N 0➢ W W W m m l A WlJ1 A A :0 = 70 r I•+ N N o 00 W N N w w w N N F+ Z N � I•+ V W W 00 W r A F+ W W O F+ A O �. W N Go A 10 `^ 3 O Ab F+ F+ F+ F+ F+ N In A A N A W N W = W A Z W D M 7C Vf 1•+ N N ? N O N Owl V W V V to F+ 00 N 7 w A l0l1 —� C = N w C O z Du, O W = z C LA I~+ A A 00 W w F+ F+ w F+ A F+ N N W �4 W N V r W w 0 0 0 0 0 W o 0 o m y cc v m t o m 00000 0 LAJ t0 0l0 00 00 Q N N N N N 1 r r O N N N V LO O D M 000 W Lnn ONi 00 000 000 D 0 r r +► f f f1 Z P1 m Z v 00 %4 V V V W 00 M M V V V V c c c S N 0 Lnn S = Lnn 0 Lnn S tAn O Ul S •'•� (A ••'4 o D D D D O D D D D D D D D =1 p -n p m m 3 3 3 3 3 3 3 3 3 3 3 3 0 m m D 0O 3 !^ m z m 3 <O v T V !i O ;K 00C 000 m }o 00 00 0o Oo c �o 00 00 00 0o V V V O S S a Suul0Ln I-AS 1 Suuli0v Sw0w WA v 3 3 d N � '° O @ a a D D D D D a a a D a D 5 o ( = Z 3 3 3 3 3 3 3 3 3 3 3 mm Z n O O A C r H O Pi00 On w O A W W N O r O Z m O O F+ N F+ F+ F+ Z t0 1•5 00 0n F+ CD N W W V Lnn O Iw+ 0 CO O = 1.- A In W M � C C c 0 M [Mn d Z V N 1+ F+ F+ F+ F+ O F+ O O O 1+ O _ _ 70 C C m 70 ,0, TD < N N N N N W N O O V t0 A O m C N O 00 On O r 00 0 m o u, W INS NA t~D A oo W 01 01 Ol 01 1••� 1+ O m N hi00 O C Z Go Go F+ F+ F+ F+ m 70 m m m V On V A N In N W N w W o O S .'O 0 A 0 00 l0 W w m u1 O W N W F+ OZ0 N On `^ 3o 1•+ F+ 1••� F+ F+ �n A W W W In A W W = OOhj N Z N D r+ X A W 01 pt Qn 00 w w w W In N A F+ -+ Q' — N O ~ O = OJ In V V 10 W A N -1 c O Z v A D O -I w w 00 = C W C C A p u' � C ut 7O Z rnmVu, Ln CP woNr s wrol+ ' � F+ aroA A ? u1 N N 1-A O w 0 F-� F+ 0 0 W m N W Lnn FN+ tD W A F+ lJ1 N F~+ V F+ O O A WLn C �p Z O o A {~n W N 00 W A F+ MA N O N = inCU:, It L D 0, 'M 000 r r O O z n m Z 90 cu A M A y ah A .4 W In to w A A A pA c c c pr O lAn O Ul O 2 w 0 Lnn 0 0 0 0 O � � � � o M MID s "a O v M _M M M M M M v -n �_ v m m 33333 c 33333333 03 mn 03m mZ iAo 7n cn to IAA to Ipn c 0p1 lA to In to A A ? O '� O O � n m O uA, O g m O Ln Ob 0 t~i+ O vAi O t~ii C 3 3 N M 33333 3333333 rn r+ m z < o 0 c A I�ii t0 A F~+ F~+ N N A W O V F+ w lu f'D H 0 ppf� '. cuj n Fw+ O co V !11 A N OVi tW0 W A FV+ c O O c� o z 1l mm �m�rt a v D D 70 to V On A 00 W F+ W O W o F+ A '70 cn X 70 .fir W 2 2 c c 70 70 D < cnLAthN -4 � (it V 0towwrn � m aC W 0 3 m m O to � � rw+ cn %4 Voo0wVtntno c O V � N mw C Z v OD On V (!� On W F+ N N I-- N O W S W rt F~+ A W O t0 N W W W In N O N 07 t0 r � an � ? 3 to _ Eoivooj z N 7qtoa% A wW00A M A w w W w w ao !' A cn V Ul W t0 W V W O V to W A O Ei 0 D 0 to W V to = 0 v O c (A Lqw t0 w V V go O F+ A A O F+ N A W a% W ~ V 01 On A N W N o N w F+ O O F+ W W 07 N 1-& � � W 0 w A w w w o w 9 0 m m '*i ` z �° d v m o m yV Lnn V M t~n 0 W i-+ W M M W N A F+ Q N (� 07 La W N W A ~ -4(n ? V 0 wtWF W F+ W F+ A t0~N A _ D r r , n n z n m z m 00 � � � � M v � 14 � c 2 ° c 6 Q Q b k w § w § z � a o Ul o Ln o I � o Ln Ln oLn ■ m f » » » » o » a » a » » » » o o m � M K § m » o .. « M v £ o U § I ■ v v v § § B B g@ _ B s Q A 0 2 0 k w A 6 -PbA w o » [ § i a o ■ o Ln o o w o w o w o w ; M @ > » » » m » » » a » » » » E o c o } & 3 3 3 3 I I e ■ P E Ln § o 0 0 0 0 w m K e § 0 § o 0 0 0 0 § J § $ c 0. o o 00 0 3 g o I I m � k k 0 0 0 0 0 k m / m % � 0 0 0 0 0 § / 0 o 0 0 7 0 z 0 m m m m 010000 r- 0 0 0 0 0 U % Go o § o tA v g e 0 0 0 0 0 § / $ o § o s I p o � o c E c § Ln � @ @ 0 0000 § % § o Go o 0 0 0 0 0 $ GO � co m m 0 0 0 0 0 § 7 0 o 0 0 .� k m 2 fZ 0 0 0 0 0 E E ca 000000 0 0 0 0 0 0 0 o v o r r � z m z 2 ! a � @ a # c c 2 k % B $ k Ln B I 0 0 w B 0 0 � B m m % 112 2 2 9 3 2 2 2 2 2 2 2 2 E § m z 2 M % a GoS M E M Ui Ln Ln � a o § B B E % E M CL a w A o w P k Q _ o M# - o < B L" o kn o B t o B o K o m § ; M M 0 - v v m m v v m c ■ o ■ 3 3 3 CL & z 0 0 ■ P E � � (D 00 0 0 0 Co z g o to ■ � # § ,j w .7 ■ c & o � 'a � ■ § � � U # � J XX k k J � < w hi # Ln w � o o � fli o E E % / R m � to U 0 o M Ln 0@ o / 0 (n to NJ Q c I I iml z 0 ■ ■ # ab Ln § hi w i- hi o w � k o W 14 Ln w Pi w w w � o � & § o § o a z & a a o o o 00 . . . o EaolvL a ° wPC c x § � @ ■ 0 0 0 0 0 go § � C m 0 0 0 0 0 $ o 0 o m cc 2 �z 5 0 Coco W. % R W k � � w _ w _ W _ -4 _ 0 14 10 - w w � a 0 w o v JP � APPENDIX B Trip Generation Data * * * * * 0 ■ ■ ■ ■ $ < O \ ■ f m k � 2 i k ƒ o CD I CD I (D 2 $ q pr W # W CD .. I I I m 0 ¢ § § § 0 2 0 % % 2 % 2 E % k COD a': 2 @ 0 2 § 0 § C k K § k ¥ ¥ CL X 2 § § a E 0 c CD ■ / 2 £ 0 0 0 0 (D = a) � B � f Q2 z k P P P P@ ;u > m a 8 q e@@ g 2 � 2m Z 2 2 2 2 24 g f h g K o a CD � a § B b E CL A. k E C f § g bD bO % \ \ E 2 » 2 k ID ° « w « w § 2 > m w co § CDo m � @ e § m E I a $ R m CD@ @ I a 0 I I I I I m E CD m E C . m w ¥ ¥ ¥ ¥ P P o o P / 0 ■ k @ 0 « 2 2 2 2 D m 4 # \ § \ 2 E v m e ° ° a E CD (D 0 \ \ 2 / 0 0 0) cr) P p P P P - a K) q @ 2 * * * * Q f / k k k k -V E > '< « ■ ■ « ° R MU -0 § 7 2 2 ƒ k J CD $ 2 I I T 2 $ % 9 # # X 0 .. 0 0 0 ■ @ C) = 2 f $ % % o $ g 2 CD C q o \ i CD ® w kCL g ¥ � ¢ co 0 E U) c � m 0 CID � $ , M. (D q 0 0 0 0 0 0 2 § 51co B ' 63 m CD k # z P N § w # § m 2 S k d m © 2 2 o 0 :3 @ (D � m m N @ § X @ E Z § 14 S G w & t = 2 0 a � E r o (D �_ o % k @ P $ o CL n -4 0) CD@ § E m ƒ - E E % ID Q o A N@ $ o@ n n In 0 ) § OD § G 2 � Z E A m m 1 1 m m $ Ul 0 § g 7 q K m n E @ § t E & @ E $ r o � g � m @ @ E t CA @ E 2 a I E a a I m e ■ (D ■ s t m . m ¥ ¥ w » t R:3 ® £ D 2 m ■ § w E & d 0) 0 \ \ � K 2 a 2 0 OD § Internal Capture Report-Alternative 1 AM &PM Peak Hour Open Date: 9/15/2016 Project: South Bozeman Mixed Use Analysis Date: 9/15/2016 AM Entering Trips Exiting Trips Category Internal External Total Percent Internal External Total Percent Cinema 0 0 0 0% 0 0 0 0% Hotel 0 0 0 0% 1 0 0 0 0% Office 0 0 0 0% 11 0 0 0 0% Residential 0 4 4 0% 0 16 16 0% Restaurant 0 0 0 0% 0 0 0 0% Retail n n n nqi n n n n% All Other Land Uses 0 0 0 0% 0 0 0 0% Totals 0 4 4 0% 0 16 16 0% PM Entering Trips Exiting Trips Category Internal External Total Percent Internal External Total Percent Cinema 0 0 0 0% 0 0 0 0% Hotel 0 0 0 0% 0 0 0 0% Office 0 0 0 0% 0 0 0 0% Residential 1 1 15 16 6% 0 8 8 0% Restaurant 0 0 0 0% 0 0 0 0% Retail 0 4 4 0% 1 3 4 25% All Other Land Uses 0 0 0 0% 0 0 0 0% Totals 1 19 20 5% 1 11 12 8% Rates Used : NCHRP Source: Institute of Transportation Engineers, Trip Generation Manual 9th Edition, 2012 TRIP GENERATION 2014, TRAFFICWARE, LLC APPENDIX c Synchro Peak Hour Level of Service Printouts HCM Unsignalized Intersection Capacity Analysis 1: 7th Avenue & Main Street 10/31/2016 --a- 'V �--- Movemeni EBT E8R WBL WBT NBL NO Lane Configurations tt + + r Volume(veh/h) 621 12 0 493 0 9 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate(vph) 675 13 0 536 0 10 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type None None Median storage veh) Upstream signal(ft) 310 110 pX,platoon unblocked 0.92 0.92 0.92 vC,conflicting volume 688 949 344 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 482 767 107 tC,single(s) 4.1 6.8 6.9_ tC,2 stage(s) tF(s) 2.2 3.5 3.3 p0 queue free% 100 100 99 cM capacity(veh/h) 989 311 850 Direction,Lone# EB 1 EB 2 WB 1 WB 2 NB 1 Volume Total 450 238 268 268 10 Volume Left 0 0 0 0 0 Volume Right 0 13 0 0 10 cSH 1700 1700 1700 1700 850 Volume to Capacity 0.26 0.14 0.16 0.16 0.01 Queue Length 95th(ft) 0 0 0 0 1 Control Delay(s) 0.0 0.0 0.0 0.0 9.3 Lane LOS A Approach Delay(s) 0.0 0.0 9.3 Approach LOS A Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 27.5% ICU Level of Service A Analysis Period(min) 15 Exisiting 2016 AM Peak Hour 10/4/2016 Synchro 8 Report JLN Pagel Lanes, Volumes, Timings 2: 8th Avenue & Main Street 10/31/2016 IN ---I. ■- -- Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations ti", tt r Volume(vph) 579 132 125 368 140 54 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 Lane Util.Factor 0.95 0.95 1.00 0.95 1.00 1.00 Frt 0.972 0.850 Fit Protected 0.950 0.950 Satd.Flow(prot) 3440 0 1770 3539 1770 1583 Fit Permitted 0.332 0.950 Satd.Flow(perm) 3440 0 618 3539 1770 1583 Right Turn on Red Yes Yes Satd.Flow(RTOR) 82 58 Link Speed(mph) 25 25 25 - - - - Link Distance(ft) 1012 310 273 Travel Time(s) 27.6 # 8.5 7.4 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 Adj.Flow(vph) 623 142 134 396 151 58 Shared Lane Traffic(%) Lane Group Flow(vph) 765 0 134 396 151 58 Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Left Left Right Median Width(ft) 12 12 12 Link Offset(ft) 0 0 0 Crosswalk Width(ft) 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed(mph) 9 15 15 9 Turn Type NA Perm NA Prot Prot Protected Phases 4 8 2 2 Permitted Phases 8 Minimum Split(s) 20.0 20.0 20.0 20.0 20.0 Total Split(s) 40.0 40.0 40.0 20.0 20.0 Total Split(%) 66.7% 66.7% 66.7% 33.3% 33.3% Maximum Green(s) 36.0 36.0 36.0 16.0 16.0 Yellow Time(s) 3.5 3.5 3.5 3.5 3.5 All-Red Time(s) 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust(s) 0.0 0.0 0.0 0.0 0.0 Total Lost Time(s) 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lead-Lag Optimize? Walk Time(s) 5.0 5.0 5.0 5.0 5.0 Flash Dont Walk(s) 11.0 11.0 11.0 11.0 11.0 Pedestrian Calls(#/hr) 0 0 0 0 0 Act Effct Green(s) 36.0 36.0 36.0 16.0 16.0 Actuated g/C Ratio 0.60 0.60 0.60 0.27 0.27 v/c Ratio 0.36 0.36 0.19 0.32 0.12 Control Delay 6.0 9.6 5.7 20.0 6.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 6.0 9.6 5.7 20.0 6.4 LOS A A A B A Exisiting 2016 AM Peak Hour 10/4/2016 Synchro 8 Report JLN Pagel Lanes, Volumes, Timings 2: 8th Avenue & Main Street 10/31/2016 --*� N 4, , '\ 1* Lane Group EST EBR WBL WBT NBL NBR Approach Delay 6.0 6.7 16.2 Approach LOS A A B Intersection Summary Area Type: Other Cycle Length:60 Actuated Cycle Length:60 Offset:0(00/6),Referenced to phase 2:NBL and 6%Start of Green Natural Cycle:45 Control Type:Pretimed Maximum v/c Ratio:0.36 Intersection Signal Delay:7.7 Intersection LOS:A Intersection Capacity Utilization 44.9% ICU Level of Service A Analysis Period(min)15 Splits and Phases: 2:8th&Main Street 4Y02 —+04 20s 40s 08 -10 s Exisiting 2016 AM Peak Hour 10/412016 Synchro 8 Report JLN Page 2 HCM Unsignalized Intersection Capacity Analysis 3: Babcock Street & 7th Avenue 10/31/2016 -,v 4\ t /00. 1 4/ Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 1� T OT Volume(veh/h) 7 340 6 0 0 0 0 6 9 6 3 0 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate(vph) 8 370 7 0 0 0 0 7 10 7 3 0 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median We None NOL Median storage veh) Upstream signal(ft) pX,platoon unblocked vC,conflicting volume 0 376 '� 390 388 188 T 213 391 0 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 0 376 390 388 188 213 391 0 tC,single(s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 tC,2 stage(s) tF(s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free% 100 100 100 99 99 99 99 100 cM capacity(veh1h) 1622 1179 539 543 822 707 540 1084 Direction,Lane# EB 1 EB 2 NB 1 SB 1 Volume Total 192 191 16 10 Volume Left 8 0 0 7 Volume Right 0 7 10 0 cSH 1622 1700 682 641 Volume to Capacity 0.00 0.11 0.02 0.02 Queue Length 95th(ft) 0 0 2 1 Control Delay(s) 0.3 0.0 10.4 10.7 Lane LOS A B B Approach Delay(s) 0.2 10.4 10.7 Approach LOS B B Intersection Summary Average Delay 0.8 Intersection Capacity Utilization 21.9% ICU Level of Service A mmmmimmmmoo Analysis Period(min) 15 Exisiting 2016 AM Peak Hour 10/4/2016 Synchro 8 Report JLN Pagel HCM Unsignalized Intersection Capacity Analysis 4: Babcock Street & 8th Avenue 10/31/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations #T* 4 1� Volume(veh/h) 5 152 14 0 0 0 13 222 90 111 157 4 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 Hourly flow rate(vph) 6 188 17 0 0 0 16 274 111 137 194 5 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage - - Right turn flare(veh) Median type -w= None None Median storage veh) Upstream signal(ft) 111jr- 273 pX,platoon unblocked vC,conflicting volume 832 888 196 941 835 330 199 385 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 832 888 196 941 835 330 199 385 tC,single(s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC,2 stage(s) tF(s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free% 98 24 98 100 100 100 99 88 cM capadty(veh/h) 260 247 845 82 265 712 1374 1173 Direction,Lane# EB 1 NB 1 SB 1 SB 2 Volume Total 211 401 137 199 Volume Left 6 16 137 0 Volume Right 17 111 0 5 cSH 263 1374 1173 1700 Volume to Capadty 0.80 0.01 0.12 0.12 Queue Length 95th(ft) 156 1 10 0 Control Delay(s) 57.7 0.4 8.5 0.0 Lane LOS F A A Approach Delay(s) 57.7 0.4 3.5 Approach LOS F Intersection Summary Average Delay 14.3 Intersection Capacity Utilization 45.5% ICU Level of Service A Analysis Period(min) 15 Exisiting 2016 AM Peak Hour 10/4/2016 Synchro 8 Report JLN Pagel HCM Unsignalized Intersection Capacity Analysis 5: 11th Avenue & Babcock Street 10/31/2016 --v #e 4 4N f 1 Movement EBL EST EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations #T* +T+ #4 '� 1� Volume(veh/h) 18 99 26 4 11 14 28 200 29 23 330 33 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Hourly flow rate(vph) 20 109 29 4 12 15 31 220 32 25 363 36 Pedestrians Lane Width(ft) Walking Speed(ftls) Percent Blockage Right turn flare(veh) Median type Median storage veh) Upstream signal(ft) pX,platoon unblocked vC,conflicting volume 750 745 381 793 747 236 399 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 750 745 381 793 747 236 399 252 tC,single(s) •bd%MIM 7.1 6.5 6.2 7.1 6.5 6.2 4.1 Imb.. 4.1 tC,2 stage(s) tF(s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free% 93 67 96 98 96 98 97 98 cM capacity(veh/h) 301 327 666 210 326 803 1160 1314 Direction,Lane# EB 1 WB 1 NB 1 SB 1 SB 2 Volume Total 157 32 282 25 399 Volume Left 20 4 31 25 0 Volume Right 29 15 32 0 36 cSH 356 413 1160 1314 1700 Volume to Capacity 0.44 0.08 0.03 0.02 0.23 Queue Length 95th(ft) 54 6 2 1 0 Control Delay(a) 22.8 14.4 1.1 7.8 0.0 Lane LOS C B A A Approach Delay(s) 22.8 14.4 1.1 0.5 Approach LOS C B Intersection Summary Average Delay 5.1 Intersection Capacity Utilization 52.9% ICU Level of Service A Analysis Period(min) 15 Exisiting 2016 AM Peak Hour 10/4/2016 Synchro 8 Report JLN Pagel HCM Unsignalized Intersection Capacity Analysis 6: 8th Avenue & Koch Street 10/31/2016 * Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL NT SBR Lane Configurations +T# *4 *4 4 Volume(veh/h) 20 21 16 4 19 15 12 214 1 14 159 6 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.80 0.92 0.80 0.92 0.80 0.80 0.80 0.80 0.92 Hourly flow rate(vph) 22 23 17 5 21 19 13 268 1 18 199 7 Pedestrians Lane Width(ft) Walking Speed(ftls) Percent Blockage Right turn flare(veh) Median type Median storage veh) Upstream signal(ft) pX,platoon unblocked vC,conflicting volume 560 532 202 560 534 268 205 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 560 532 202 560 534 268 205 269 tC,single(s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC,2 stage(s) tF(s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free% 95 95 98 99 95 98 99 99 cM capacity(veh/h) 406 443 839 406 442 771 1366 1295 Direction,Lane# E81 WB 1 NB 1 SB 1 Ilk Volume Total 62 44 282 223 Volume Left 22 5 13 18 Volume Right 17 19 1 7 cSH 492 532 1366 1295 Volume to Capacity 0.13 0.08 0.01 0.01 Queue Length 95th(ft) 11 7 1 1 Control Delay(s) 13.4 12.4 0.4 0.7 Lane LOS B B A A Approach Delay(s) 13.4 12.4 0.4 0.7 Approach LOS B B Intersection Summary Average Delay 2.7 Intersection Capacity Utilization 28.7% ICU Level of Service A Analysis Period(min) 15 Exisiting 2016 AM Peak Hour 10/4/2016 Synchro 8 Report JLN Pagel HCM Unsignalized Intersection Capacity Analysis 1; 10/31/2016 Movement EBT EBR WBL WBT NBL NBR Lane Configurations ++ tT r Volume(veh/h) 633 12 0 503 0 9 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate(vph) 688 13 0 547 0 10 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type None None Median storage veh) Upstream signal(ft) — 310 110 pX,platoon unblocked 0.92 0.92 0.92 vC,conflicting volume 701 968 351 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 488 779 105 tC,single(s) 4.1 6.8 6.9 tC,2 stage(s) tF(s) -sow 2.2 3.5 3.3 p0 queue free% 100 100 99 cM capacity(veh/h) 981 304 851 Direction,Lane# EB 1 EB 2 WB 1 WB 2 NB 1 Volume Total 459 242 273 273 10 Volume Left 0 0 0 0 0 Volume Right =d1liff" 0 13 0 0 10 cSH 1700 1700 1700 1700 851 Volume to Capacity — 0.27 0.14 0.16 0.16 0.01 Queue Length 95th(ft) 0 0 0 0 1 Control Delay(a) 0.0 0.0 0.0 0.0 9.3 Lane LOS A Approach Delay(s) 0.0 0.0 9.3 PF - Approach LOS A Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 27.9% ICU Level of Service A Analysis Period(min) 15 Background AM Peak Hour 10/4/2016 Synchro 8 Report JLN Pagel Lanes, Volumes, Timings 2: 8th & Main Street 10/31/2016 __* "'IV Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations tTa tt r Volume(vph) 591 135 128 375 143 55 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 Lane Util.Factor 0.95 0.95 1.00 0.95 1.00 1.00 Frt 0.972 0.850 Fit Protected 0.950 0.950 Satd.Flow(prot) 3440 0 1770 3539 1770 1583 Fit Permitted 0.326 0.950 Satd.Flow(perm) 3440 0 607 3539 1770 1583 Right Turn on Red Yes Yes Satd.Flow(RTOR) 82 59 Link Speed(mph) 25 25 25 Link Distance(ft) 1012 310 273 Travel Time(a) 27.6 8.5 7.4 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 Adj.Flow(vph) 635 145 138 403 154 59 Shared Lane Traffic(%) Lane Group Flow(vph) 780 0 138 403 154 59 Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Left Left Right Median Width(ft) 12 12 12 Link Oftet(ft) 0 0 0 Crosswalk Width(ft) 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed(mph) 9 15 15 9. Turn Type NA Perm NA Prot Prot Protected Phases 4 8 2 2 Permitted Phases 8 Minimum Split(s) 20.0 20.0 20.0 20.0 20.0 Total Split(s) 40.0 40.0 40.0 20.0 20.0 Total Split(%) 66.7% 66.7% 66.7% 33.3% 33.3% Maximum Green(s) 36.0 36.0 36.0 16.0 16.0 Yellow Time(s) 3.5 3.5 3.5 3.5 3.5 All-Red Time(s) 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust(s) 0.0 0.0 0.0 0.0 0.0 Total Lost Time(s) 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lead-Lag Optimize? Walk Time(s) 5.0 5.0 5.0 5.0 5.0 Flash Dont Walk(s) 11.0 11.0 11.0 11.0 11.0 Pedestrian Calls(#Ihr) 0 0 0 0 0 Act Effct Green(s) 36.0 36.0 36.0 16.0 16.0 Actuated g/C Ratio 0.60 0.60 0.60 0.27 0.27 v/c Ratio 0.37 0.38 0.19 0.33 0.13 Control Delay 6.1 10.0 5.7 20.0 6.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 6.1 10.0 5.7 20.0 6.3 LOS A B A C A Background AM Peak Hour 10/4/2016 Synchro 8 Report JLN Page 1 Lanes, Volumes, Timings 2: 8th & Main Street 10/31/2016 --► Lane Group EBT EBR WBL WBT NBL NBR Approach Delay 6.1 6.8 16.2 Approach LOS A A B Intersection Summery Area Type: Other Cycle Length:60 Actuated Cycle Length:60 Offset:0(00/6),Referenced to phase 2:NBL and 6%Start of Green Natural Cycle:45 Control Type:Pretimed Maximum v/c Ratio:0.38 Intersection Signal Delay:7.7 Intersection LOS:A Intersection Capacity Utilization 45.7% ICU Level of Service A Analysis Period(min)15 Splits and Phases: 2:8th&Main Street m2(R) ta4 s s 08 Background AM Peak Hour 10/4/2016 Synchro 8 Report JLN Page 2 HCM Unsignalized Intersection Capacity Analysis 3: 7th Avenue & Babcock Street 10/31/2016 + Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4� T 4 Volume(veh/h) 7 347 6 0 0 0 0 6 9 6 3 0 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate(vph) 8 377 7 0 0 0 0 7 10 7 3 0 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type None None Median storage veh) Upstream signal(ft) pX,platoon unblocked vC,conflicting volume 0 384 397 396 192 217 399 0 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 0 384 397 396 192 217 399 0 tC,single(s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 tC,2 stage(s) tF(s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free% 100 100 100 99 99 99 99 100 cM capadty(veh/h) 1622 1171 533 537 817 703 535 1084 Direction,Lane# EB 1 EB 2 NB 1 SB 1 Volume Total 196 195 16 10 Volume Left 8 0 0 7 Volume Right 0 7 10 0 cSH 1622 1700 676 636 Volume to Capacity 0.00 0.11 0.02 0.02 Queue Length 95th(ft) 0 0 2 1 Control Delay(s) 0.3 0.0 10.5 10.7 Lane LOS A B B Approach Delay(s) 0.2 10.5 10.7 Approach LOS B B Intersection Summery Average Delay 0.8 Intersection Capacity Utilization 22.1% ICU Level of Service A Analysis Period(min) 15 Background AM Peak Hour 10/4/2016 Synchro 8 Report JLN Pagel HCM Unsignalized Intersection Capacity Analysis 4: Babcock Street & 8th Avenue 10/31/2016 + Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SSR Lane Configurations *4 + 1� Volume(veh/h) 5 155 14 0 0 0 13 226 92 113 160 4 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 Hourly flow rate(vph) 6 191 17 0 0 0 16 279 114 140 198 5 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type None Non Median storage veh) Upstream signal(ft) 273 pX,platoon unblocked vC,conflicting volume 847 904 200 957 849 336 202 393 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 847 904 200 957 849 336 202 393 tC,single(s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC,2 stage(s) tF(s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free% 98 21 98 100 100 100 99 88 cM capacity(veh/h) L 254 241 841 73 259 706 1369 1166 Direction,Lane# NB 1 SB 1 SB 2 Volume Total 215 409 140 202 Volume Left 6 16 140 0 Volume Right 17 114 0 5 cSH 256 1369 1166 1700 Volume to capacity 0.84 0.01 0.12 0.12 Queue Length 95th(ft) 169 1 10 0 Control Delay(s) 64.3 0.4 8.5 0.0 Lane LOS F A A Approach Delay(s) 64.3 0.4 3.5 Approach LOS F Intersection Summary Average Delay 15.7 Intersection Capacity Utilization 46.2% ICU Level of Service A Analysis Period(min) 15 Background AM Peak Hour 10/4/2016 Synchro 8 Report JLN Pagel HCM Unsignalized Intersection Capacity Analysis 5: 11th Avenue & Babcock Street + 10/31/2016 Lane Configurations *4 Volume(veh/h) 18 101 27 4 11 14 29 204 30 23 337 34 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Hourly flow rate(vph) 20 111 30 4 12 15 32 224 33 25 370 37 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type None None Median storage veh) Upstream signal(ft) pX,platoon unblocked vC,conflicting volume 765 760 389 810 763 241 408 257 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 765 760 389 810 763 241 408 257 tC,single(s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC,2 stage(s) tF(s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free% 93 65 95 98 96 98 97 98 cM capacity(veh/h) 294 320 659 201 319 798 1151 1308 Direction,Lane# EB 1 WB 1 NB 1 SB 1 SB 2 Volume Total 160 32 289 25 408 Volume Left 20 4 32 25 0 Volume Right 30 15 33 0 37 cSH 349 403 1151 1308 1700 Volume to Capacity 0.46 0.08 0.03 0.02 0.24 Queue Length 95th(ft) 58 6 2 1 0 Control Delay(s) 23.8 14.7 1.1 7.8 0.0 Lane LOS C B A A Approach Delay(s) 23.8 14.7 1.1 0.5 Approach LOS C B Wisection Summary Average Delay 5.3 Intersection Capacity Utilization 54.2% ICU Level of Service A Analysis Period(min) 15 Background AM Peak Hour 10/4/2016 Synchro 8 Report JLN Page 1 HCM Unsignalized Intersection Capacity Analysis 6: 8th Avenue & Koch Street 10/31/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SST SBR Lane Configurations *4 #4 #4 411 Volume(veh/h) 20 21 16 4 19 15 12 218 1 14 162 6 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 012 0.92 0.92 0.80 0.92 0.80 0.92 0.80 0.80 0.80 0.80 0.92 Hourly flow rate(vph) 22 23 17 5 21 19 13 272 1 18 202 7 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type None None Median storage veh) Upstream signal(ft) 1005 pX,platoon unblocked vC,conflicting volume 569 541 206 569 543 273 209 274 vC1,stage 1 confvol vC2,stage 2 conf vol vCu,unblocked vol 569 541 206 569 543 273 209 274 tC,single(s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC,2 stage(s) tF(s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free% 95 95 98 99 95 98 99 99 cM capacity(veh/h) 400 438 835 400 436 766 1362 1289 Direction,Lane# EB 1 WB 1 NB 1 SB 1 Volume Total 62 44 287 227 Volume Left 22 5 13 18 Volume Right 17 19 1 7 cSH 487 527 1362 1289 Volume to Capacity 0.13 0.08 0.01 0.01 ' Queue Length 95th(ft) 11 7 1 1 Control Delay(s) dnh� 13.5 12.5 0.4 0.7 Lane LOS B B A A Approach Delay(s) - - 13.5 12.5 0.4 0.7 Approach LOS B B III Average Delay 2.7 Intersection Capacity Utilization 28.9% ICU Level of Service A Analysis Period(min) 15 Background AM Peak Hour 10/4/2016 Synchro 8 Report JLN Pagel HCM Unsignalized Intersection Capacity Analysis 1: 10/31/2016 4 Movement EBT EBR WBL WBT Lane Configurations Tt tT Volume(veh/h) 633 12 0 506 0 12 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate(vph) 688 13 0 550 0 JL 13 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type None None Median storage veh) Upstream signal(ft) 310 110 pX,platoon unblocked 0.92 0.92 0.92 vC,conflicting volume 701 970 351 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 488 781 105 tC,single(s) 4.1 6.8 -1 6.9, tC,2 stage(s) tF(s) 2.2 3.5 .1 3.3 p0 queue free% 100 100 98 cM capacity(veh/h) 981 303 851 Direction,Lane# EB 1 V12 WB 1 WB 2 NB Volume Total 459 242 275 275 13 Volume Left 0 0 0 0 0 Volume Right 0 13 0 0 13 cSH 1700 1700 1700 1700 851 Volume to Capacity 0.27 0.14 0.16 0.16 0.02 Queue Length 95th(ft) 0 0 0 0 1 Control Delay(s) 0.0 0.0 0.0 0.0 9.3 Lane LOS A Approach Delay(s) 0.0 0.0 9.3 Approach LOS A Inf Average Delay 0.1 Intersection Capacity Utilization 27.9% ICU Level of Service A Analysis Period(min) 15 Background Plus Project AM Peak Hour 10/4/2016 Synchro 8 Report JLN Pagel Lanes, Volumes, Timings 2: 8th Avenue & Main Street 10/31/2016 -* ",IV Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations t1. *1 t '� r Volume(vph) 591 135 130 376 145 55 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 Lane Util.Factor 0.95 0.95 1.00 0.95 1.00 1.00 Frt 0.972 0.850 Fit Protected 0.950 0.950 Satd.Flow(prot) 3440 0 1770 3539 1770 1583 Fit Permitted 0.326 0.950 Satd.Flow(perm) 3440 0 607 3539 1770 1583 Right Turn on Red Yes Yes Satd.Flow(RTOR) 82 59 Link Speed(mph) 25 25 25 Link Distance(ft) 1012 310 273 Travel Time(s) 27.6 8.5 7.4 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 Adj.Flow(vph) 635 145 140 404 156 59 Shared Lane Traffic(%) Lane Group Flow(vph) 780 0 140 404 156 59 Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Left Left Right Median Width(ft) 12 12 12 Link Offset(ft) 0 0 0 Crosswalk Width(ft) 16 16 16 Two way Left Turn Lane 0 Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed(mph) 9 15 15 9 Turn Type NA Perm NA Prot Prot Protected Phases 4 8 2 2 Permitted Phases 8 Minimum Split(s) 20.0 20.0 20.0 20.0 20.0 Total Split(s) 40.0 40.0 40.0 20.0 20.0 Total Split(%) 66.7% 66.7% 66.7% 33.3% 33.3% Maximum Green(s) 36.0 36.0 36.0 16.0 16.0 Yellow Time(s) 3.5 3.5 3.5 3.5 3.5 All-Red Time(s) 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust(s) 0.0 0.0 0.0 0.0 0.0 Total Lost Time(s) 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lead-Lag Optimize? Walk Time(s) 5.0 5.0 5.0 5.0 5.0 Flash Dont Walk(s) 11.0 11.0 11.0 11.0 11.0 Pedestrian Calls(#/hr) 0 0 0 0 0 Act Effct Green(s) 36.0 36.0 36.0 16.0 16.0 Actuated g/C Ratio 0.60 0.60 0.60 0.27 0.27 v/c Ratio 0.37 0.38 0.19 0.33 0.13 Control Delay 6.1 10.1 5.7 20.1 6.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 6.1 10.1 5.7 20.1 6.3 LOS A B A C A Background Plus Project AM Peak Hour 10/412016 Synchro 8 Report JLN Pagel Lanes, Volumes, Timings 2: 8th Avenue & Main Street 10/31/2016 —t ' Lane Group EBT EBR WBL WBT NBL NBR Approach Delay 6.1 6.8 16.3 Approach LOS A A B Intersection Summary Area Type: Other Cycle Length:60 Actuated Cycle Length:60 Offset:0(0%),Referenced to phase 2:NBL and 6%Start of Green Natural Cycle:45 Control Type:Pretimed Maximum v/c Ratio:0.38 Intersection Signal Delay:7.8 Intersection LOS:A Intersection Capacity Utilization 45.9% ICU Level of Service A Analysis Period(min)15 Splits and Phases: 2:8th&Main Street 4Y02 —104 20 s 4Q s OS Background Plus Project AM Peak Hour 10/4/2016 Synchro 8 Report JLN Page 2 HCM Unsignalized Intersection Capacity Analysis 3: 7th Avenue & Babcock Street 10/31/2016 -A --a~ -,* 'r 4- 41 I+ �* -V Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations *T O T Volume(veh/h) 7 349 6 0 0 0 0 9 . 14 6 3 0 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate(vph) 8 379 7 0 0 0 0 10 15 7 3 0 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type None None Median storage veh) Upstream signal(fl) pX,platoon unblocked vC,conflicting volume 0 r 386 399 398 193 225 401 0 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 0 386 399 398 193 225 401 0 tC,single(s) '� 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 tC,2 stage(s) tF(s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free% 100 100 100 98 98 99 99 100 cM capacity(veh/h) 1622 1169 531 536 816 686 534 1084 Direction,Lane# EB 1 EB 2 NB 1 SB 1. Volume Total 197 196 25 10 Volume Left 8 0 0 7 Volume Right 0 7 15 0 - - - cSH 1622 1700 677 626 Volume to Capacity 0.00 0.12 0.04 0.02 Queue Length 95th(fl) 0 0 3 1 Control Delay(s) 0.3 0.0 10.5 10.8 - Lane LOS A B B Approach Delay(s) 0.2 10.5 10.8 Approach LOS B B Intersection Summary Average Delay 1.0 Intersection Capacity Utilization 22.2% ICU Level of Service A Analysis Period(min) 15 Background Plus Project AM Peak Hour 10/4/2016 Synchro 8 Report JLN Pagel HCM Unsignalized Intersection Capacity Analysis 4: Babcock Street & 8th Avenue 10/31/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations + + T Volume(veh1h) 5 156 14 0 0 0 14 228 92 115 160 4 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 Hourly flow rate(vph) 6 193 17 0 0 0 17 281 114 142 198 5 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type None None Median storage veh) Upstream signal(ft) 273 pX,platoon unblocked vC,conflicting volume 857 914 200 968 859 338 202 jag vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 857 914 200 968 859 338 202 395 tC,single(s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC,2 stage(s) tF(s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free% 98 19 98 100 100 100 99 88 cM capacity(veh/h) 249 237 841 68 255 704 1369 1164 Direction,Lane# EB 1 NB 1 SB 1 SB 2 Volume Total 216 412 142 202 Volume Left 6 17 142 0 Volume Right 17 114 0 5 cSH 252 1369 1164 1700 Volume to Capacity 0.86 0.01 0.12 0.12 _ Queue Length 95th(ft) 176 1 10 0 Control Delay(s) 68.3 0.4 8.5 0.0 Lane LOS F A A Approach Delay(s) 68.3 0.4 3.5 Approach LOS F Intersection Summary Average Delay 16.6 Intersection Capacity Utilization 46.4% ICU Level of Service A Analysis Period(min) 15 Background Plus Project AM Peak Hour 10/4/2016 Synchro 8 Report JLN Pagel HCM Unsignalized Intersection Capacity Analysis 5: 11th Avenue & Babcock Street 110/31/2016 * Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 41� 41� 41� Vi 1� Volume(veh/h) 18 101 27 4 11 15 29 204 30 24 337 34 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Hourly flow rate(vph) 20 111 30 4 12 16 32 224 33 26 370 37 Pedestrians Lane Width(ft) . Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type Median storage veh) Upstream signal(ft) pX,platoon unblocked vC,conflicting volume 769 763 389 813 * 765 241 408 257 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 769 763 389 813 765 241 408 257 tC,single(s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC,2 stage(s) tF(s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free% 93 65 95 98 96 98 97 98 cM capacity(veh/h) 292 319 659 200 318 798 1151 1308 Direction,Lane# EB 1 WB 1 NB 1 SB 1 SB 2 Volume Total 160 33 289 26 408 Volume Left 20 4 32 26 0 Volume Right 30 16 33 0 37 cSH 348 409 1151 1308 1700 Volume to Capacity 0.46 0.08 0.03 0.02 0.24 Queue Length 95th(ft) 58 7 2 2 0 Control Delay(s) 23.9 14.6 1.1 7.8 0.0 Lane LOS C B A A Approach Delay(s) 23.9 14.6 1.1 0.5 Approach LOS C B Intersection Summary Average Delay 5.3 Intersection Capacity Utilization 54.3% ICU Level of Service A Analysis Period(min) 15 Background Plus Project AM Peak Hour 10/4/2016 Synchro 8 Report JLN Pagel HCM Unsignalized Intersection Capacity Analysis 6: 8th Avenue & Koch Street 1I10/31/2016 -- 4N t /Ow i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations + 4, 4 + Volume(veh/h) 20 21 16 5 19 15 12 219 1 14 164 6 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 Hourly flow rate(vph) 25 26 20 6 24 19 15 274 1 18 205 8 Pedestrians Lane Width(ft) Walking Speed(ftls) Peroent Blockage Right turn flare(veh) Median type None None Median storage veh) Upstream signal(ft) 1005 pX,platoon unblocked vC,conflicting volume 579 549 209 581 552 274 212 275 vC1,stage 1 conf vol vC2,stage 2 conf vol 1w vCu,unblocked vol 579 549 209 581 552 274 212 275 tC,single(a) 7A 6.5 6.2 7.1 6.5 6.2 4.1 } 4.1 tC,2 stage(s) tF(s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free% 94 94 98 98 94 98 99 99 cM capacity(vehlh) 391 433 832 388 431 764 1358 1288 Direction,Lane// EB 1 WB 1 NB 1 SB 1 Volume Total 71 49 290 230 Volume Left 25 6 15 18 Volume Right 20 19 1 8 cSH 479 509 1358 1288 Volume to Capacity 0.15 0.10 0.01 0.01 Queue Length 95th(ft) 13 8 1 1 Control Delay(s) 13.8 12.8 0.5 0.7 Lane LOS B B A A Approach Delay(s) 13.8 12.8 0.5 0.7 Approach LOS B B Intersection Summary Average Delay 3.0 Intersection Capacity Utilization 28.2% ICU Level of Service A Analysis Period(min) 15 Background Plus Project AM Peak Hour 10/4/2016 Synchro 8 Report JLN Pagel HCM Unsignalized Intersection Capacity Analysis 1: 10/31/2016 Movement EBT EBR WBL WBT NBL NBR Lane Configurations tt tt r Volume(veh/h) 960 13 0 1064 0 11 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate(vph) 1043 14 0 1146 0 12 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage - - - Right turn flare(veh) Median type None None -' 6 - - - - - - - - - -- - Median storage veh) Upstream signal(ft) 310 110 — — - pX,platoon unblocked 0.85 0.85 0.85 vC,conflicting volume 1058 1623 529 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 710 1377 86 tC,single(s) 4.1 6.8 6.9 tC,2 stage(s) tF(s) 2.2 3.5 3.3 p0 queue free% 100 100 99 cM capacity(veh/h) 751 115 810 Direction,Lane# EB 1 EB 2 WB 1 WB 2 NB 1 Volume Total 696 362 573 573 12 Volume Left 0 0 0 0 0 Volume Right 0 14 0 0 12 cSH 1700 1700 1700 1700 810 Volume to Capacity 0.41 0.21 0.34 0.34 0.01 Queue Length 95th(ft) 0 0 0 0 1 Control Delay(s) 0.0 0.0 0.0 0.0 9.5 Lane LOS A Approach Delay(a) 0.0 0.0 9.5 Approach LOS A Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 37.0% ICU Level of Service A Analysis Period(min) 15 Existing 2016 PM Peak Hour 10/4/2016 Synchro 8 Report JLN Pagel Lanes, Volumes, Timings 2: 8th Avenue & Main Street 10/31/2016 Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations +T# ++ Volume(vph) 834 124 173 881 178 139 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 Lane Util.Factor 0.95 0.95 1.00 0.95 1.00 1.00 Frt 0.981 0.850 Fit Protected 0.950 0.950 Satd.Flow(prot) 3472 0 1770 3539 1770 1583 Fft Permitted 0.229 0.950 Satd.Flow(perm) 3472 0 427 3539 1770 1583 Right Turn on Red Yes Yes Satd.Flow(RTOR) 49 149 Link Speed(mph) 25 25 25 Link Distance(ft) 1012 310 273 Travel Time(s) 27.6 8.5 7.4 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 Adj.Flow(vph) 897 133 186 947 191 149 Shared Lane Traffic(%) Lane Group Flow(vph) 1030 0 186 947 191 149 Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Left Left Right Median Width(ft) 12 12 12 Link Offset(ft) 0 0 0 Crosswalk Width(ft) 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed(mph) 9 15 15 9 Turn Type NA Perm NA Prot Prot Protected Phases 4 8 2 2 Permitted Phases 8 Minimum Split(s) 20.0 20.0 20.0 20.0 20.0 Total Split(s) 40.0 40.0 40.0 20.0 20.0 Total Split(%) 66.7% 66.7% 66.7% 33.3% 33.3% Maximum Green(s) 36.0 36.0 36.0 16.0 16.0 Yellow Time(s) 3.5 3.5 3.5 3.5 3.5 All-Red Time(s) 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust(s) 0.0 0.0 0.0 0.0 0.0 Total Lost Time(s) 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lead-Lag Optimize? Walk Time(s) 5.0 5.0 5.0 5.0 5.0 Flash Dont Walk(s) 11.0 11.0 11.0 11.0 11.0 Pedestrian Calls(#Ihr) 0 0 0 0 0 Act Effct Green(s) 36.0 36.0 36.0 16.0 16.0 Actuated g/C Ratio 0.60 0.60 0.60 0.27 0.27 v/c Ratio 0.49 0.73 0.45 0.40 0.28 Control Delay 7.4 29.8 7.4 21.2 5.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 7.4 29.8 7.4 21.2 5.3 LOS A C A C A Existing 2016 PM Peak Hour 10/4/2016 Synchro 8 Report JLN Pagel Lanes, Volumes, Timings 2: 8th Avenue & Main Street 10/31/2016 --O� N 4% 1* Lane Group EBT EBR WBL WBT NBL NBR Approach Delay 7.4 11.1 14.3 Approach LOS A B B Intersection Summary4 Area Type: Other Cycle Length:60 Actuated Cycle Length:60 Offset:0(0%),Referenced to phase 2:NBL and 6:,Start of Green Natural Cycle:60 Control Type:Pretimed Maximum v/c Ratio:0.73 Intersection Signal Delay:10.0 Intersection LOS:A Intersection Capacity Utilization 56.5% ICU Level of Service B Analysis Period(min)15 Splits and Phases: 2:8th&Main Street 4Y02(R) — 4 ?Os 40s _ 4- 08 s Existing 2016 PM Peak Hour 10/4/2016 Synchro 8 Report JLN Page 2 HCM Unsignalized Intersection Capacity Analysis 3: 7th Avenue & Babcock Street 10/31/2016 --* --* -V r � -� t /00. Iv. 4 w m" ff' r"R WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4� To 4 Volume(vah/h) 3 393 8 0 0 0 0 8 11 11 2 0 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate(vph) 3 427 9 0 0 0 0 9 12 12 2 0 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type None None Median storage veh) Upstream signal(ft) pX,platoon unblocked vC,conflicting volume 0 436 439 438 218 236 442 0 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 0 436 439 438 218 236 442 0 tC,single(s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 tC,2 stage(s) tF(s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free% 100 100 100 98 98 98 100 100 cM capacity(vah/h) 1622 1120 499 510 786 678 507 1084 Direction,Lane# EB 1 EB 2 NB 1 SB 1 Volume Total 217 222 21 14 Volume Left 3 0 0 12 Volume Right 0 9 12 0 cSH 1622 1700 640 644 Volume to capacity 0.00 0.13 0.03 0.02 Queue Length 95th(ft) 0 0 2 2 Control Delay(s) 0.1 0.0 10.8 10.7 Lane LOS A B B Approach Delay(s) 0.1 10.8 10.7 Approach LOS B B Intersection Summary Average Delay 0.8 Intersection Capacity Utilization 25.3% ICU Level of Service A Analysis Period(min) 15 Existing 2016 PM Peak Hour 10/4/2016 Synchro 8 Report JLN Pagel HCM Unsignalized Intersection Capacity Analysis 4: Babcock Street & 8th Avenue 11/3/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4,P 4p ' Volume(veh/h) 6 184 19 0 0 0 22 305 97 123 162 14 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 Hourly flow rate(vph) 7 227 23 0 0 0 27 377 120 152 200 17 Pedestrians Lane Width(ft) Walking Speed(ftls) Percent Blockage Right turn flare(veh) Median type None None Median storage veh) Upstream signal(ft) pX,platoon unblocked vC,conflicting volume 1003 1063 209 1131 1012 436 217 496 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 1003 1063 209 1131 1012 436 217 496 tC,single(s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4111111� 4.1 tC,2 stage(s) tF(s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free% 96 0 97 0 100 100 98 86 cM capacity(veh/h) 194 188 832 0 201 620 1352 1068 Direction,Lane# EB 1 NB 1 SB 1 SB 2 Volume Total 258 523 152 217 Volume Left 7 27 152 0 Volume Right 23 120 0 17 cSH 202 1352 1068 1700 Volume to Capacity 1.28 0.02 0.14 0.13 Queue Length 95th(ft) 349 2 12 0 Control Delay(s) 204.1 0.6 8.9 0.0 Lane LOS F A A Approach Delay(s) 204.1 0.6 3.7 Approach LOS F Intersection Summary Average Delay 47.2 Intersection Capacity Utilization 53.7% ICU Level of Service A Analysis Period(min) 15 Existing 2016 PM Peak Hour 10/412016 Synchro 8 Report JLN Pagel HCM Unsignalized Intersection Capacity Analysis 4: Babcock Street & 8th Avenue 110/31/2016 + Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SST SBR Lane Configurations 4111 4 ri T Volume(veh/h) 6 184 19 0 0 0 22 305 97 123 162 14 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 Hourly flow rate(vph) 7 227 23 0 0 0 27 377 120 152 200 17 Pedestrians Lane Width(ft) Walking Speed(ftls) Percent Blockage Right turn flare(veh) Median type None None Median storage veh) Upstream signal(ft) JjjjjffL__ 273 _ pX,platoon unblocked vC,conflicting volume 1003 1063 209 1131 1012 436 217 496 vCl,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 1003 1063 209 1131 1012 436 217 496 tC,single(s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 IC,2 stage(s) tF(s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free% 96 0 97 0 100 100 98 86 cM capacity(veh/h) 194 188 832 0 201 620 1352 1068 Direction,Lane# EB 1 EB 2 NB 1 SB 1 SB 2 Volume Total 121 137 523 152 217 Volume Left 7 0 27 152 0 Volume Right 0 23 120 0 17 cSH 188 216 1352 1068 1700 Volume to Capacity 0.64 0.63 0.02 0.14 0.13 _ Queue Length 95th(ft) 94 94 2 12 0 Control Delay(s) 53.4 46.7 0.6 8.9 0.0 Lane LOS F E A A Approach Delay(s) 49.8 0.6 3.7 Approach LOS E Average Delay 12.6 Intersection Capacity Utilization 48.4% ICU Level of Service A Analysis Period(min) 15 Existing 2016 PM Peak Hour 10/4/2016 Synchro 8 Report JLN Pagel HCM Unsignalized Intersection Capacity Analysis 5: 11th Avenue & Babcock Street 1I10/31/2016 --* --I. -)v 'r 4- 4N t /00� l i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4, *T* 41� 1� Volume(veh/h) 14 101 32 6 22 40 41 391 57 40 331 43 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Hourly flow rate(vph) 15 111 35 7 24 44 45 430 63 44 364 47 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type None None Median storage veh) Upstream signal(ft) pX,platoon unblocked vC,conflicting volume 1082 1058 387 1093 1050 461 411 492 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 1082 1058 387 1093 1050 461 411 492 tC,single(s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC,2 stage(s) tF(s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 _A 2.2 p0 queue free% 90 46 95 93 88 93 96 96 cM capacity(veh1h) 155 207 661 99 209 601 1148 1071 Direction,Lane# EB 1 WB 1 NB 1 SB 1 SB 2 Volume Total 162 75 537 44 411 Volume Left 15 7 45 44 0 Volume Right 35 44 63 0 47 cSH 235 293 1148 1071 1700 Volume to Capacity 0.69 0.26 0.04 0.04 0.24 Queue Length 95th(ft) 111 25 3 3 0 Control Delay(s) 48.6 21.5 1.1 8.5 0.0 Lane LOS E C A A Approach Delay(s) 48.6 21.5 1.1 0.8 Approach LOS E C Intersection Summary Average Delay 8.5 Intersection Capacity Utilization 67.1% ICU Level of Service C Analysis Period(min) 15 Existing 2016 PM Peak Hour 10/4/2016 Synchro 8 Report JLN Pagel HCM Unsignalized Intersection Capacity Analysis 6: 8th Avenue & Koch Street 10/31/2016 -A -0. -V t -V Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 41b 4 *To Volume(veh/h) 25 31 7 6 21 16 14 280 6 13 145 9 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 Hourly flow rate(vph) 31 39 9 8 26 20 18 350 8 16 181 11 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type None None Median storage veh) Upstream signal(ft) 1005 pX,platoon unblocked vC,conflicting volume 641 612 187 636 614 354 192 358 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 641 612 187 636 614 354 192 358 tC,single(s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC,2 stage(s) tF(s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free% 91 90 99 98 93 97 99 99 cM capacity(veh/h) 350 398 855 351 397 690 1381 1201 Direction,Lane# EB 1 WB 1 NB 1 SB 1 Volume Total 79 54 375 209 Volume Left 31 8 18 16 Volume Right 9 20 8 11 cSH 400 461 1381 1201 Volume to Capacity 0.20 0.12 0.01 0.01 Queue Length 95th(ft) 18 10 1 1 Control Delay(s) 16.2 13.8 0.5 0.7 Lane LOS C B A A Approach Delay(s) _ - 16.2 13.8 0.5 0.7 Approach LOS C B Intersection S Average Delay 3.3 Intersection Capacity Utilization 33.1% ICU Level of Service A Analysis Period(min) 15 Existing 2016 PM Peak Hour 10/4/2016 Synchro 8 Report JLN Pagel HCM Unsignalized Intersection Capacity Analysis 1: 7th Avenue & Main Street 10/31/2016 -4. 4% /01 Movement EBT EBR WBL WBT NBL NBR Lane Configurations RT tt Volume(veh/h) 979 13 0 1075 0 11 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate(vph) 1064 14 0 1168 0 12 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage qqm NEW Right turn flare(veh) Median type None None Median storage veh) Upstream signal(ft) 310 110 pX,platoon unblocked 0.84 0.84 0.84 vC,conflicting volume 1078 1655 539 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 720 1405 81 tC,single(s) 4.1 6.8 6.9 tC,2 stage(s) tF(s) 2.2 3.5 3.3 p0 queue free% 100 100 99 cM capacity(veh/h) 739 110 812 Direction,Lane# EB 1 EB 2 WB 1 WB 2 NB 1 Volume Total 709 369 584 584 12 Volume Left 0 0 0 0 0 Volume Right 0 14 0 0 12 cSH 1700 1700 1700 1700 812 Volume to Capacity 0.42 0.22 0.34 0.34 0.01 Queue Length 95th(ft) 0 0 0 0 1 Control Delay(s) 0.0 0.0 0.0 0.0 9.5 Lane LOS A Approach Delay(s) 0.0 0.0 9.5 Approach LOS A Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 37.5% ICU Level of Service A Analysis Period(min) 15 Background 2017 PM Peak Hour 10/4/2016 Synchro 8 Report JLN Pagel Lanes, Volumes, Timings 2: 8th Avenue & Main Street 10/31/2016 Lane Group 96MAR WBL WBT NBL NBR Lane Configurations 0 1'i tt vj r Volume(vph) 851 126 176 899 182 142 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 Lane Util.Factor 0.95 0.95 1.00 0.95 1.00 1.00 Frt 0.981 0.850 Fit Protected 0.950 0.950 Satd.Flow(prot) 3472 0 1770 3539 1770 1583 Fit Permitted 0.222 0.950 Satd.Flow(perm) 3472 0 414 3539 1770 1583 Right Turn on Red Yes 'Yes Satd.Flow(RTOR) 48 147 Link Speed(mph) 25 25 25 Link Distance(ft) 1012 310 273 Travel Time(s) 27.6 8.5 7.4 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 Adj.Flow(vph) 915 135 189 967 196 153 Shared Lane Traffic(%) Lane Group Flow(vph) 1050 0 189 967 196 153 Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Left Left Right Median Width(ft) 12 12 12 Link Offset(ft) 0 0 0 Crosswalk Width(ft) 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed(mph) 9 15 15 9 Turn Type NA Perm NA Prot Prot Protected Phases 4 8 2 2 Permitted Phases 8 Minimum Split(s) 20.0 20.0 20.0 20.0 20.0 Total Split(s) 40.0 40.0 40.0 20.0 20.0 Total Split(%) 66.7% 66.7% 66.7% 33.3% 33.3% Maximum Green(s) 36.0 36.0 36.0 16.0 16.0 Yellow Time(s) 3.5 3.5 3.5 3.5 3.5 All-Red Time(s) 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust(s) 0.0 0.0 0.0 0.0 0.0 Total Lost Time(s) 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lead-Lag Optimize? Walk Time(s) 5.0 5.0 5.0 5.0 5.0 Flash Dont Walk(s) 11.0 11.0 11.0 11.0 11.0 Pedestrian Calls(#/hr) 0 0 0 0 0 Act Effct Green(s) 36.0 36.0 36.0 16.0 16.0 Actuated g/C Ratio 0.60 0.60 0.60 0.27 0.27 v/c Ratio 0.50 0.76 0.46 0.42 0.29 Control Delay 7.5 33.8 7.5 21.4 5.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 7.5 33.8 7.5 21.4 5.7 LOS A C A C A Background 2017 PM Peak Hour 10/4/2016 Synchro 8 Report JLN Pagel Lanes, Volumes, Timings 2: 8th & Main Street 10/31/2016 --* "Iv 4 Lane Group EBT EBR WBL WBT NBL NBR Approach Delay 7.5 11.8 14.5 Approach LOS A B B Intersection Summery Area Type: Other Cycle Length:60 Actuated Cycle Length:60 Offset:0(0%),Referenced to phase 2:NBL and 6%Start of Green Natural Cycle:60 Control Type:Pretimed Maximum v/c Ratio:0.76 Intersection Signal Delay:10.4 Intersection LOS:B Intersection Capacity Utilization 57.4% ICU Level of Service B Analysis Period(min)15 Splits and Phases: 2:8th&Main Street �02 a - 44 S 08 44 Background 2017 PM Peak Hour 10/4/2016 Synchro 8 Report JLN Page 2 HCM Unsignalized Intersection Capacity Analysis 3: Babcock Street & 7th Avenue 10/31/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4* 1� 4 Volume(vehlh) 3 401 8 0 0 0 0 8 11 11 2 0 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate(vph) 3 436 9 0 0 0 0 9 12 12 2 0 Pedestrians Lane Width(ft) 010hi.. Walking Speed(ftls) Percent Blockage im Right turn flare(veh) Median type None None Median storage veh) Upstream signal(ft) pX,platoon unblocked vC,conflicting volume 0 445 448 447 222 241 451 0 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 0 445 448 447 222 241 451 0 tC,single(s) 4.1 4.1 = 7.5 6.5 6.9 7.5 6.5 6.9 tC,2 stage(s) tF(s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free% 100 100 100 98 98 98 100 100 cM capacity(vehlh) 1622 1112 492 504 781 673 501 1084 Direction,Lane# EB 1 EB 2 NB 1 SB 1 Volume Total 221 227 21 14 Volume Left 3 0 0 12 Volume Right 0 9 12 0 cSH 1622 1700 634 639 Volume to Capacity 0.00 0.13 0.03 0.02 Queue Length 95th(ft) 0 0 3 2 Control Delay(s) 0.1 0.0 10.9 10.8 Lane LOS A B B Approach Delay(s) 0.1 10.9 10.8 Approach LOS B B Intersection Summary Average Delay 0.8 Intersection Capacity Utilization 25.5% ICU Level of Service A Analysis Period(min) 15 Background 2017 PM Peak Hour 1014/2016 Synchro 8 Report JLN Pagel HCM Unsignalized Intersection Capacity Analysis 4: Babcock Street & 8th Avenue * 10/31/2016 --* - --v 'r ■- 4- 4\ I 1' Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 Vi T Volume(veh/h) 6 188 19 0 0 0 22 311 99 125 165 14 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 Hourly flow rate(vph) 7 232 23 0 0 0 27 384 122 154 204 17 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type None Median storage veh) Upstream signal(ft) 273 pX,platoon unblocked vC,conflicting volume 1020 1081 212 1151 1029 445 221 506 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 1020 1081 212 1151 1029 445 221 506 tC,single(s) 7.1 6.5 6.2 7.1 6.5 6.2 4A 4.1 tC,2 stage(s) tF(s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free% 96 0 97 0 100 100 98 85 cM capacity(veh/h) 188 182 828 0 196 613 1348 1059 Direction,Lane# EB 1 NB 1 SB 1 SB 2 Volume Total 263 533 154 221 Volume Left 7 27 154 0 Volume Right 23 122 0 17 cSH 196 1348 1059 1700 Volume to Capacity 1.34 0.02 0.15 0.13 Queue Length 95th(ft) 374 2 13 0 Control Delay(s) 230.7 0.6 9.0 0.0 Lane LOS F A A Approach Delay(s) 230.7 0.6 3.7 Approach LOS F Intersection Summary Average Delay 53.2 Intersection Capacity Utilization 54.5% ICU Level of Service A Analysis Period(min) 15 Background 2017 PM Peak Hour 10/4/2016 Synchro 8 Report JLN Pagel HCM Unsignalized Intersection Capacity Analysis 4: Babcock Street & 8th Avenue 110/3112016 � � -V � +-- � I* � 1 i W Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4M #4 T, Volume(vehm) 6 188 19 0 0 0 22 311 99 125 165 14 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 Hourly flow rate(vph) 7 232 23 0 0 0 27 384 122 154 204 17 Pedestrians Lane Width(ft) Walking Speed(ft/s) Pmwnt Blockage Right turn flare(veh) Median type Median storage veh) Upstream signal(ft) pX,platoon unblocked vC,conflicting volume 1020 1081 212 1151 1029 445 221 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 1020 1081 212 1151 1029 445 221 506 tC,single(s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC,2 stage(s) tF(s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free% 96 0 97 0 100 100 98 85 cM capacity(veh/h) 188 182 828 0 196 613 1348 1059 Direction,Lane# EB 1 EB 2 NB 1 SB 1 S8 2 Volume Total 123 140 533 154 221 Volume Left 7 0 27 154 0 Volume Right 0 23 122 0 17 cSH 182 210 1348 1059 1700 Volume to Capacity 0.68 0.67 0.02 0.15 0.13 Queue Length 95th(ft) 101 102 2 13 0 Control Delay(s) 58.3 50.9 0.6 9.0 0.0 Lane LOS F F A A Approach Delay(s) 54.3 0.6 3.7 Approach LOS F Intersection Summary Average Delay 13.7 Intersection Capacity Utilization 49.1% ICU Level of Service A Analysis Period(min) 15 Background 2017 PM Peak Hour 101412016 Synchro 8 Report JLN Pagel HCM Unsignalized Intersection Capacity Analysis 5: 11th Avenue & Babcock Street 10/31/2016 --I --* -,* f- ■- t 41 t W Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations .T. *T* #4 TO Volume(veh/h) 14 103 33 6 22 41 42 399 58 41 338 44 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Hourly flow rate(vph) 15 113 36 7 24 45 46 438 64 45 371 48 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type None None Median storage veh) Upstream signal(ft) pX,platoon unblocked vC,conflicting volume 1105 1080 396 1117 1073 470 420 502 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 1105 1080 396 1117 1073 470 420 502 tC,single(s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC,2 stage(s) tF(s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free% 90 43 94 93 88 92 96 96 cM capacity(veh/h) 148 200 654 91 202 593 1139 1062 Direction Lane# EB 1 WB 1 NB 1 SB 1 8132 Volume Total 165 76 548 45 420 Volume Left 15 7 46 45 0 Volume Right 36 45 64 0 48 cSH 228 283 1139 1062 1700 Volume to Capacity 0.72 0.27 0.04 0.04 0.25 Queue Length 95th(ft) 122 26 3 3 0 Control Delay(s) 53.7 22.3 1.1 8.5 0.0 Lane LOS F C A A Approach Delay(s) 53.7 22.3 1.1 0.8 Approach LOS F C Intersection Summary Average Delay 9.2 Intersection Capacity Utilization 68.3% ICU Level of Service C Analysis Period(min) 15 Background 2017 PM Peak Hour 10/4/2016 Synchro 8 Report JLN Pagel HCM Unsignalized Intersection Capacity Analysis 6: 8th Avenue & Koch Street * 10/31/2016 ---* --I. -V I # Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 44. *T* 4 4� Volume(veh/h) 26 32 7 6 21 16 14 286 6 13 148 9 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 Hourly flow rate(vph) 32 40 9 8 26 20 18 358 8 16 185 11 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type None None Median storage veh) Upstream signal(ft) 1005 pX,platoon unblocked vC,conflicting volume 652 623 191 648 625 361 196 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 652 623 191 648 625 361 196 365 tC,single(s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC,2 stage(s) tF(s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free% 91 90 99 98 93 97 99 99 cM capacity(veh/h) 344 392 851 343 391 683 1377 1194 Direction,Lane# EB 1 WB 1 NB 1 SB 1 Volume Total 81 54 382 212 Volume Left 32 8 18 16 Volume Right 9 20 8 11 cSH 393 454 1377 1194 Volume to Capacity 0.21 0.12 0.01 0.01 Queue Length 95th(ft) 19 10 1 1 Control Delay(a) 16.5 14.0 0.5 0.7 Lane LOS C B A A Approach Delay(s) 16.5 14.0 0.5 0.7 Approach LOS C B Intersection Summary Average Delay 3.3 Intersection Capacity Utilization 33.7% ICU Level of Service Analysis Period(min) 15 Background 2017 PM Peak Hour 10/4/2016 Synchro 8 Report JLN Pagel HCM Unsignalized Intersection Capacity Analysis 1: 7th Avenue & Main Street 10/31/2016 --Ib. "Iv 410' ~ /01 Movement EBT EBR WBL WBT NBL NBR Lane Configurations tt tt r Volume(veh/h) 979 14 0 1086 0 13 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate(vph) 1064 15 0 1180 0 14 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type None None Median storage veh) Upstream signal(ft) 310 110 pX,platoon unblocked 0.84 0.84 0.84 vC,conflicting volume 1079 1662 540 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 719 1411 79 tC,single(s) 4.1 6.8 6.9 tC,2 stage(s) tF(s) 2.2 3.5 3.3 p0 queue free% 100 100 98 cM capacity(veh/h) 739 109 813 Direction,Lane# EB 1 EB 2 WB 1 WB 2 NB 1 Volume Total 709 370 590 590 14 Volume Left 0 0 0 0 0 Volume Right 0 15 0 0 14 cSH 1700 1700 1700 1700 813 Volume to Capacity 0.42 0.22 0.35 0.35 0.02 Queue Length 95th(ft) 0 0 0 0 1 Control Delay(s) 0.0 0.0 0.0 0.0 9.5 Lane LOS A Approach Delay(s) 0.0 0.0 9.5 Approach LOS A Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 37.5% ICU Level of Service A Analysis Period(min) 15 Background Plus Project PM Peak Hour 10/4/2016 Synchro 8 Report JLN Pagel Lanes, Volumes, Timings 2: 8th Avenue & Main Street 10/31/2016 Lane Group EBT EBR WBL WBT NBL NB Lane Configurations fl tt Volume(vph) 852 128 187 899 183 142 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 Lane tJtil.Factor 0.95 0.95 1.00 0.95 1.00 1.00 Frt 0.980 0.850 Flt Protected 0.950 0.950 Satd.Flow(prot) 3468 0 1770 3539 1770 1583 Fit Permitted 0.221 0.950 Satd.Flow(perm) 3468 0 412 3539 1770 1583 Right Turn on Red Yes Yes Satd.Flow(RTOR) 50 146 Link Speed(mph) 25 25 25 Link Distance(ft) 1012 310 273 Travel Time(s) 27.6 8.5 7A Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 Adj.Flow(vph) ; 916 138 201 967 197 153, Shared Lane Traffic(%) Lane Group Flow(vph) 1054 0 201 967 197 153 Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Left Left Right Median Width(ft) 12 12 12 Link Offset(ft) 0 0 0 Crosswalk Width(ft) 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed(mph) 9 15 15 9 Turn Type NA Perm NA Prot Prot Protected Phases 4 8 2 2 Permitted Phases 8 Minimum Split(s) 20.0 20.0 20.0 20.0 20.0 Total Split(s) 40.0 40.0 40.0 20.0 20.0 Total Split(%) 66.7% 66.7% 66.7% 33.3% 33.3% Maximum Green(s) 36.0 36.0 36.0 16.0 16.0 Yellow Time(s) 3.5 3.5 3.5 3.5 3.5 All-Red Time(s) 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust(s) 0.0 0.0 0.0 0.0 0.0 Total Lost Time(s) 4.0 4.0 4.0 4.0 4.0 Lead/Lag _ Lead-Lag Optimize? Walk Time(s) 5.0 5.0 5.0 5.0 5.0 Flash Dont Walk(s) 11.0 11.0 11.0 11.0 11.0 Pedestrian Calls(#/hr) 0 0 0 0 0 Act Effct Green(s) 36.0 36.0 36.0 16.0 16.0 Actuated g/C Ratio 0.60 0.60 0.60 0.27 0.27 v/c Ratio 0.50 0.81 0.46 0.42 0.29 Control Delay 7.5 40.1 7.5 21.4 5.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 7.5 40.1 7.5 21.4 5.8 LOS A D A C A Background Plus Project PM Peak Hour 10/4/2016 Synchro 8 Report JLN Pagel Lanes, Volumes, Timings 2: 8th Avenue & Main Street 10/31/2016 Lane Group EBT EBR WBL WBT NBL NBR Approach Delay 7.5 13.1 14.6 Approach LOS A B B Intersection Summary Area Type: Other Cycle Length:60 Actuated Cycle Length:60 Offset:0(00/6),Referenced to phase 2:NBL and 6:,Start of Breen — Natural Cycle:60 Control Type:Pretimed Maximum v/c Ratio:0.81 Intersection Signal Delay:11.0 Intersection LOS:B Intersection Capacity Utilization 58.1% ICU Level of Service B Analysis Period(min)15 Splits and Phases: 2:8th&Main Street 11 4Y02 1�4 08 Background Plus Project PM Peak Hour 1014/2016 Synchro 8 Report JLN Page 2 HCM Unsignalized Intersection Capacity Analysis 3: 7th Avenue & Babcock Street 10/31/2016 --* - f ♦ 4-1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4M 1� Volume(veh/h) 3 403 24 0 0 0 0 10 15 11 3 0 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate(vph) 3 438 26 0 0 0 0 11 16 12 3 0 Pedestrians Lane Width(ft) Walking Speed(ft/s) Pwwt Blockage Right turn flare(veh) Median type None None = Median storage veh) Upstream signal(ft) pX,platoon unblocked vC,conflicting volume 0 464 459 458 232 247 471 0 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 0 464 459 458 232 247 471 0 tC,single(a) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 tC,2 stage(s) tF(s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free% 100 100 100 98 98 98 99 100 cM capacity(veh/h) 1622 1093 482 497 770 659 489 1084 Direction,Lane# EB 1 EB 2 NB 1 SB 1 Volume Total 222 245 27 15 Volume Left 3 0 0 12 Volume Right 0 26 16 0 cSH 1622 1700 631 613 Volume to Capacity 0.00 0.14 0.04 0.02 Queue Length 95th(ft) 0 0 3 2 Control Delay(s) 0.1 0.0 11.0 11.0 Lane LOS A B B Approach Delay(s) 0.1 11.0 11.0 Approach LOS B B Intersection Summary Average Delay 1.0 Intersection Capacity Utilization 26.1% ICU Level of Service A Analysis Period(min) 15 Background Plus Project PM Peak Hour 1014/2016 Synchro 8 Report JLN Pagel HCM Unsignalized Intersection Capacity Analysis 4: Babcock Street & 8th Avenue 10/31/2016 + Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SST SBR Lane Configurations 4 4 T Volume(veh/h) 6 191 19 0 0 0 23 312 99 138 165 14 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 Hourly flow rate(vph) 7 236 23 0 0 0 28 385 122 170 204 17 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type None None Median storage veh) Upstream signal(ft) 273 pX,platoon unblocked vC,conflicting volume 1056 1117 212 1189 1065 446 221 507 vC1,stage 1 conf vol vC2,stage 2 conf vol ��� vCu,unblocked vol 1056 1117 212 1189 1065 446 221 507 tC,single(s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC,2 stage(s) tF(s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free% 96 0 97 0 100 100 98 84 cM capacity(veh/h) 175 170 828 0 183 612 1348 1057 Direction,Lane# EB 1 NB 1 SB 1 SB 2 Volume Total 267 536 170 221 Volume Left 7 28 170 0 Volume Right 23 122 0 17 - - - - cSH 183 1348 1057 1700 Volume to Capacity 1.46 0.02 0.16 0.13 Queue Length 95th(ft) 413 2 14 0 Control Delay(s) 280.3 0.6 9.1 0.0 Lane LOS F A A Approach Delay(s) 280.3 0.6 3.9 Approach LOS F Intersection Summary Average Delay 64.2 Intersection Capacity Utilization 54.8% ICU Level of Service A Analysis Period(min) 15 Background Plus Project PM Peak Hour 10/4/2016 Synchro 8 Report JLN Pagel HCM Unsignalized Intersection Capacity Analysis 4: Babcock Street & 8th Avenue 10/31/2016 ---* --* -,* 'r k *\ I* i Movement EBL EBT EBR WBI. WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4� + T Volume(veh/h) 6 191 19 0 0 0 23 312 99 138 165 14 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 Hourly flow rate(vph) 7 236 23 0 0 0 28 385 122 170 204 17 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage - Right turn flare(veh) Median type None None Median storage veh) Upstream signal(ft) 273 pX,platoon unblocked vC,conflicting volume 1056 1117 212 1189 1065 446 221 507 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 1056 1117 212 1189 1065 446 221 507 tC,single(s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC,2 stage(s) tF(s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free% 96 0 97 0 100 100 98 84 cM capacity(veh/h) 175 170 828 0 183 612 1348 1057 Direction,Lane# EB 1 EB 2 NB 1 SB 1 SB 2 Volume Total 125 141 536 170 221 Volume Left 7 0 28 170 0 Volume Right 0 23 122 0 17 cSH 170 196 1348 1057 1700 Volume to Capacity 0.74 0.72 0.02 0.16 0.13 Queue Length 95th(ft) 115 116 2 14 0 Control Delay(s) 69.2 60.1 0.6 9.1 0.0 Lane LOS F F A A Approach Delay(s) 64.4 0.6 3.9 Approach LOS F Intersection Summary Average Delay 15.9 Intersection Capacity Utilization 49.3% ICU Level of Service A Analysis Period(min) 15 Background Plus Project PM Peak Hour 10/4/2016 Synchro 8 Report JLN Page 1 HCM Unsignalized Intersection Capacity Analysis 5: 11 th Avenue & Babcock Street 1I10/31/2016 • Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4 + # 1 1� Volume(veh/h) 14 103 33 6 22 42 42 399 58 44 338 44 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Hourly flow rate(vph) 15 113 36 7 24 46 46 438 64 48 371 48 Pedestrians Lane Width(ft) - Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type No None Median storage veh) Upstream signal(ft) - pX,platoon unblocked vC,conflicting volume 1113 1087 396 1124 1079 470 420 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 1113 1087 396 1124 1079 470 420 502 tC,single(s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 dd� 4.1 tC,2 stage(s) tF(s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free% 89 43 94 93 88 92 96 95 cM capacity(veh/h) 146 198 654 89 200 593 1139 1062 DirecUon,Lane# EB 1 WB 1 NB 1 SB 1 SB 2 Volume Total 165 77 548 48 420 Volume Left 15 7 46 48 0 Volume Right 36 46 64 0 48 - - - - cSH 225 282 1139 1062 1700 Volume to Capacity 0.73 0.27 0.04 0.05 0.25 Queue Length 95th(ft) 124 27 3 4 0 Control Delay(s) 55.3 22.5 1.1 8.6 0.0 Lane LOS F C A A Approach Delay(s) 55.3 22.5 1.1 0.9 _ w Approach LOS F C Intersection Summary Average Delay 9.4 Intersection Capacity Utilization 68.3% ICU Level of Service C Analysis Period(min) 15 Background Plus Project PM Peak Hour 10/4/2016 Synchro 8 Report JLN Pagel HCM Unsignalized Intersection Capacity Analysis 6: 8th Avenue & Koch Street 1I10/31/2016 --* --e~ -,* t /00� I i V Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4r + + 4 Volume(veh/h) 26 32 7 7 21 16 14 288 7 13 149 9 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 Hourly flow rate(vph) 32 40 9 9 26 20 18 360 9 16 186 11 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type None None Median storage veh) Upstream signal(ft) 1005 pX,platoon unblocked vC,conflicting volume 657 628 192 652 629 364 198 369 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 657 628 192 652 629 364 198 300 tC,single(s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 tC,2 stage(s) tF(s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free% 90 90 99 97 93 97 99 99 cM capacity(veh/h) _ 341 389 850 340 388 681 1375 1190 Direction,Lane# ES 1 WB 1 NB 1 S Volume Total 81 55 386 214 Volume Left 32 9 18 16 Volume Right 9 20 9 11 cSH 390 448 1375 1190 Volume to Capacity 0.21 0.12 0.01 0.01 Queue Length 95th(ft) 19 10 1 1 Control Delay(s) 16.6 14.1 0.5 0.7 Lane LOS C B A A Approach Delay(s) 16.6 14.1 0.5 0.7 Approach LOS C B Intersection Summary Average Delay 3.3 Intersection Capacity Utilization ib 33.3% ICU Level of Service A Analysis Period(min) 15 Background Plus Project PM Peak Hour 10/4/2016 Synchro 8 Report JLN Pagel