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Home My WebLink About07 - Traffic Impact Study - South Towne Square I ENGINEERING , INC . A Consulting Engineers and land Surveyors t �+ 07 � ��',i'� f. �20 es , i i Traffic Accessibility Study I For Kagy Boulevard & South 3rd Avenue Site Development Prepared for: Kailo Design & Development 9350 Walker Road Belgrade, MT 59714 January 2007 BOZ 06058 705 Osterman Drive, Suite F Bozeman, MT 59715 Phone 406.522.9876 Fax 406.922.2768 info.bozemon@enginc.com www.enginc.com II r-, I .I �� ? � � } . , �:�� : Traffic Accessibility Study For Kagy Boulevard & South 3rd Avenue Site Development Prepared for: Kailo Design & Development 9350 Walker Road Belgrade, MT 59714 �pNTAIy�M January 2007 BOZ 06058 TH AS O o.14763 FEE t� 412CN;�G�p�,.G4C S'SI ftNALE�i,, � � i .. L Kagy Boulevard&South 3rd Avenue Site Development TAS EXECUTIVE SUMMARY Introduction and Background This traffic impact study summarizes the potential impacts of the proposed commercial site development located at the southeast corner of Kagy Boulevard and South 3rd Avenue in Bozeman, Montana. The purpose of this study is to assess the impacts that this development may have on the surrounding transportation system and to provide recommendations to mitigate any impacts identified. The site is proposed to consist of five new buildings, each of which is proposed to be approximately 5,000 square feet in size. Three of the buildings are proposed for a mixed use of retail and office space. One building is proposed as a possible bank and the remaining building a small, neighborhood style grocery. Traffic Impacts The development of the proposed site development could directly impact Kagy Boulevard and South 3rd Avenue. In addition, the proposed development could also impact Kagy Boulevard and its intersections with South 7th Avenue, South 3rd Avenue/South Willson Avenue, and the drive approach to the Southwood development. Intersection capacity analyses revealed that there are existing operational issues on Kagy Boulevard at its intersections with South 7th Avenue and South 3rd Avenue. At the intersection of Kagy Boulevard and South 7th Avenue, the northbound movements and southbound left turns currently operate at LOS F during both the AM and PM peak hours. At the intersection of Kagy Boulevard and South 3rd Avenue, the through movements on all approaches currently operate at LOS D during the AM peak hour. Additionally, the eastbound and westbound right turns also operate at LOS D during this period. During the PM peak hour, only the eastbound through movement operates at LOS D. All other movements on all approaches at each of the area intersections currently operate at LOS C or better during both the AM and PM peak hours. Engineering, Inc. i ,, I Kagy Boulevard&South 3rd Avenue Site Development TAS The proposed site development would include one access onto South 3rd Avenue and one onto Kagy Boulevard. Intersection capacity calculations indicate that the proposed site accesses would operate at acceptable levels of service. The addition of development related traffic would not cause an adverse change in level of service at any of the study area intersections. A preliminary traffic signal warrant analysis for the intersection of Kagy Boulevard and South 7th Avenue was performed for existing conditions using estimated ADT volumes. This intersection does not currently meet traffic signal warrants and would not with the addition of site related traffic. Mitigation Measures At the intersection of Kagy Boulevard and South 3rd Avenue/South Willson Avenue, it is estimated that the current signal timing and phasing plan(s) do not adequately serve traffic during the peak periods. Optimized signal timing and phasing plans for the intersection were evaluated for each of the peak hours and found that they could mitigate the existing operational issues at the intersection. Because it is estimated that the intersection of Kagy Boulevard and South 7th Avenue does not currently meet traffic signal warrants, alternative measures to mitigate the existing level of service concerns are necessary. Evaluations of potential modifications to the intersection geometry were analyzed and found that the addition of a through lane in both the eastbound and westbound directions on Kagy Boulevard combined with a two way left turn lane could improve the level of service for both northbound and southbound movements to LOS C or better during both peak hours. Because of safety concerns for crossing pedestrians and bicyclists during low light conditions, intersection lighting should also be incorporated with any improvements. Engineering, Inc. ii Kagy Boulevard&South 3rd Avenue Site Development TAS Conclusions and Recommendations Analysis of trip generation estimates, traffic assignments, and capacity calculations show that the proposed site development would have minimal impacts on traffic operations of the surrounding transportation system. Recommendations for the proposed development include the following: • Full access to the proposed site from Kagy Boulevard with construction of a westbound left turn lane would function within acceptable levels of service and have minimal impact on traffic flow and operations. Therefore, full access should be allowed within the required separation distance of 660-feet along a principal arterial with the proposed uses. • Full access to the proposed site from South 3rd Avenue would function within acceptable levels of service and have minimal impact on traffic flow and operations. The construction of a southbound left turn lane at the approach would not be required to satisfy level of service criteria; however, it would eliminate intersection related delay for southbound through traffic. Therefore, construction of the left turn lane would be optional. • Signal timing and phasing modifications should be made at the intersection of Kagy Boulevard and South 3rd Avenue / South Willson Avenue during the AM and PM peak hours. This study recommends two-phase operation with a 45- second cycle for both peak hours. • Because of MSU related traffic, improvements at the intersection of Kagy Boulevard and South 7th Avenue are necessary to improve operational and safety characteristics. Until traffic signal warrants are met at the intersection, interim improvements could be made allowing all traffic movements on all approaches to function at acceptable levels of service. Kagy Boulevard should be widened in the future to a four lane roadway with a two way left turn lane. Any improvements at the intersection should also include intersection lighting to improve safety for crossing pedestrians and bicyclists. Engineering, Inc. iii Kagy Boulevard&South 3rd Avenue Site Development TAS • Traffic from the proposed site only represents approximately three percent (3%) of the overall traffic volume at the intersection; therefore, this development should not bear responsibility for any improvements at the intersection of Kagy Boulevard and South 7th Avenue. However, if some responsibility is assigned by the governing body it should be limited to participation only (financial contribution) in any proposed mitigation measures at this intersection. The level of participation should be commensurate with the level of impact from the proposed development, which would be no more than approximately 3% based on estimated site traffic volumes and distributions. If the above improvements are implemented as recommended, any impacts resulting from the proposed developments should be mitigated and traffic should continue operate safely and efficiently. Engineering, Inc. iv Table of Contents Page INTRODUCTION 1 SITE LOCATION AND DESCRIPTION 1 Figure 1: Site Location 2 Figure 2: Site Layout 3 EXISTING CONDITIONS 4 Street Characteristics & Volumes 4 Intersection Characteristics & Volumes 5 Figure 3: Existing Traffic Volumes 7 Traffic Operations 6 TRIP GENERATION 9 Table I Trip Generation— Kagy Boulevard&South 3rd Avenue Site Development 10 Table 2 Net New Trips— Kagy Boulevard&South 3rd Avenue Site Development 11 BICYCLIST & PEDESTRIAN CONSIDERATIONS 11 TRIP DISTRIBUTION 12 Figure 4: Trip Distribution 13 TRAFFIC ASSIGNMENT 12 Figure 5: Net New Site Trip Assignment with Full Access on S 3rd Ave 14 Figure 6: Net New Site Trip Assignment with Restricted Access on S 3rd Ave 15 TRAFFIC IMPACTS 16 Volumes 16 Figure 7: Background+ Site Traffic with Full Access on S 3rd Ave 17 Figure 8: Background+ Site Traffic with Restricted Access on S 3rd Ave 18 Traffic Operations 16 Table 3 Summary of Capacity Calculation Results 19 Traffic Signal Warrant Analysis 19 Access Conditions 20 MITIGATION MEASURES 21 Figure 9: Recommended Access Configurations 22 Table 4 Summary of Mitigation Measure Results 23 - 1 Table of Contents (cont.) Page CONCLUSIONS AND RECOMMENDATIONS 23 APPENDIX A: Traffic Volume Data APPENDIX B: Capacity Calculations —Existing APPENDIX C: Trip Generation APPENDIX D: Capacity Calculations— Background+ Site with Full Access on S 3rd Ave APPENDIX E: Capacity Calculations— Background + Site with Restricted Access on S 3rd Ave APPENDIX F: Traffic Signal Warrant Analysis APPENDIX G: Single Channel Queue Calculations APPENDIX H: Capacity Calculations— Mitigation Measures Traffic Accessibility Study Kagy Boulevard & South 3rd Avenue Site Development Ka&Boulevarc&South 3rd Avenue Site Development TAS INTRODUCTION This traffic impact study summarizes the potential impacts of the proposed commercial site development located at the southeast corner of Kagy Boulevard and South 3rd Avenue in Bozeman, Montana. The purpose of this study is to assess the impacts that this development may have on the surrounding transportation system and to provide recommendations to mitigate any impacts identified. The methodology and analysis procedures used in this study employ the latest technology and nationally accepted standards in the area of site development and transportation impact assessment. Recommendations made in this report are based on professional judgment and these principals. SITE LOCATION AND DESCRIPTION The proposed site is a triangular parcel located within the NW '/4, SW I/4, of Section 18, T. 2 S., R. 6 E., P.M.M. on Lot 2, Block 4 of The Rearrangement of Thompson's Addition No. 3 to the City of Bozeman, Montana. The site is bordered by Kagy Boulevard to the north, South 3rd Avenue to the west, and the Middle Creek Ditch to the southeast. The site location is illustrated in Figure 1. The site is proposed to consist of five new buildings, each of which is proposed to be approximately 5,000 square feet in size. Three of the buildings are proposed for a mixed use of retail and office space. One building is proposed as a possible bank and the remaining building a small, neighborhood style grocery. The proposed site layout is shown in Figure 2. Engineering, Inc. 1 1 1 , ; 4 t � �. NA • - 1�:, . 4L AIR: Ar It •' . 'ram =� �� • I Lam_ } , a•...c r A ��M�, ..i , tS NN. on y ;+fir` ..L,1lAr�� N �. ►: I 'a ��• rig •r_ '' -+4 �• � � ' /'" •. � .'i►• = N 's.. a �` ~ �ti. •��'q" � • ' t y 'ram +► __ '�� .�.�, es- (..� �` _ . � �i"'�' �,�1� .�y .ice... KF '�`•�r":•'��.�, `N 7. KAGY BOULEVARD K B WARD — ` uj or, Lu lk S Q •';wit �f� ��.":",�1tNf ~ '�. fir' t, � + t. ^.w•/^�', �'l •+..:�.-.CIA '�. '�-•-+��a1...0 � �� + ~ 1� �� '•� .`,1,:•�.'!��" q •.� d.11 . ir`.l�w'1!'"' , ♦ ^. �R• ice- t fi(' a • '�` a+ � _ n r r� ♦ ~, 1"ate-`�'�� ow goo Wao u - �'� A.+w!► �. + ^' ^ ,,�i ,y-••-...., .4�•...r • r Iti ' .r y 4��' �' '•. �+F�'�i},y�{ •Its•'.f --- -- •t-••—r-4 i'_ ' 'r. J F rti,�A 'M,�4.• �f;= A ,`, �-gip.• �•M ti .. pN • i:_•' �..,Y+ �Wit' ^ �^ :w. t JC-}. .�±.� C"' f.�;. � 1•� .. FIGURE 1 : SITE LOCATION FIGURE_01.DWG BOZ_06058 11/21/06 TEE I '.. i � _ ._ � ' t ' . i 100 50 1 ioo 1 ,�•*t�h 1" = 100' A� w • it 4' All 1 �.St Ica r � � � ,•_ ' 3 Ae ie FIGURE 2: PROPOSED SITE LAYOUT FIGURE--02.DWG 604-06058 11/21/00 TM. • 1 I �. I�, S• �� Kagy Boulevard&South 3rd Avenue Site Development TAS EXISTING CONDITIONS �y Street Characteristics & Volumes The proposed development could directly impact the roadways listed below, which include their roadway classification from the Greater Bozeman Area Transportation Plan Year 2001 Update: • Kagy Boulevard (Principal Arterial) • South 3rd Avenue (Collector) Kagy Boulevard is a principal arterial providing a continuous route from just west of South 19th Avenue easterly to its intersection with Bozeman Trail Road, which continues easterly intersecting with Interstate 90. Kagy Boulevard is two lanes wide throughout its length; however, turn lanes are provided at most intersections and it has a wide, grassed median from Willson Avenue to Highland Boulevard. It also serves as a commuter route for travel within Bozeman, serving Montana State University (MSU) and Bozeman Deaconess Hospital (via Highland Boulevard). Adjacent to the proposed site, Kagy Boulevard includes median separating single travel lanes for eastbound and westbound traffic. There is a median opening at the proposed site access that currently serves the Southwood development north of Kagy Boulevard that includes a left turn lane. South 3rd Avenue is a collector roadway that currently provides a continuous route from Goldenstein Lane to Kagy Boulevard. North of Kagy, South 3rd Avenue becomes South Willson Avenue, which continues northerly to where it terminates at West Cottonwood Street. Between Kagy Boulevard and West Main Street, South Willson Avenue is classified as a minor arterial. North of Main Street, it is a local street. Adjacent to the proposed site, South 3rd Avenue includes a southbound through lane and northbound left and right turn lanes as well as a single through lane. The left turn lane begins to the south of the existing site access onto South 3rd Avenue and provides approximately 350-feet of vehicle storage space. The right turn lane begins south of the intersection of Kagy Boulevard and South 3rd Avenue and provides approximately 100-feet of vehicle storage space. Engineering, Inc. 4 I; I I '� . _� �� :� �. Kagy Borrlei,ard&South 3rd Avenue Site Development TAS Intersection Characteristics & Volumes In addition to area roadways, the proposed development could affect the operations of the following intersections: • Kagy Boulevard and South 3rd Avenue/ South Willson Avenue • Kagy Boulevard and South 7th Avenue • Kagy Boulevard and the Southwood Drive Approach The intersection of Kagy Boulevard and South 3rd Avenue / South Willson Avenue is currently a signalized intersection. Dedicated right turn lanes are provided on all approaches except the South Willson Avenue approach. Left turn lanes are provided on all approaches. In addition, a protected left turn phase arrow is included with the signal head for each left turn lane. Based on field observations, the traffic signal currently operates under fully actuated control. Traffic counts conducted on November 9, 2006 determined total entering volumes of 2,082 and 2,117 vehicles during the AM and PM peak hours, respectively. MDT seasonal adjustment factors for the month of November were applied to the counts. At the request of the City of Bozeman, the intersection of Kagy Boulevard and South 7th Avenue has been included in the analysis of existing conditions and site related impacts. It is currently a two-way stop controlled intersection on the northbound and southbound approaches. Kagy Boulevard has a single through lane in each direction. South 7th Avenue includes a right turn lane and a through-left lane southbound and a single lane for all movements northbound. Traffic counts were conducted on November 15, 2006 during the AM and PM peak hours yielding total entering volumes of 1,371 and 1,479 vehicles during the AM and PM peak hours, respectively. MDT seasonal adjustment factors for the month of November were applied to the turning movement counts. The intersection of Kagy Boulevard and the Southwood drive approach is currently a T- intersection. A single lane is provided in each direction for through movements on Kagy Boulevard and the eastbound approach includes a left turn lane. Although a "STOP" sign is not currently in-place on the approach, the Southwood access is treated as stop Engineering, Inc. 5 i KagE Boulevard&South 3rd Avenue Site Development TAS controlled. Traffic counts conducted on November 14, 2006 found total-entering volumes at the intersection of 963 and 1,110 vehicles during the AM and PM peak hours, respectively. An MDT seasonal adjustment factor of 0.96 for the month of November was applied to the turning movement counts on Kagy Boulevard. A summary of the traffic count data can be found in Appendix A. Figure 3 summarizes the adjusted existing AM and PM peak hour turning volumes for the street system. Traffic Operations Unsignalized intersection capacity calculations were performed for the intersections of Kagy Boulevard and South 7th Avenue as well as Kagy Boulevard and the Southwood drive approach using Highway Capacity Software Plus (HCS+), Version 5.2, which is based on the procedures contained in Chapter 17 of the 2000 Highway Capacity Manual (HCM2000). The HCM2000 defines level-of-service (LOS) as "a quality measure describing operational conditions within a traffic stream, generally in terms of such service measures as speed and travel time, freedom to maneuver, traffic interruptions and comfort and convenience." LOS is described using letter designations from A to F, with A being the most favorable operating conditions and F being the worst. At the intersection of Kagy Boulevard and South 7th Avenue, the westbound movements currently operate at LOS A during both the AM (8.2 seconds average delay per vehicle) and PM (9.5 seconds average delay per vehicle) peak hours. The eastbound movements currently operate at LOS B (11.0 seconds average delay per vehicle) and LOS A (9.2 seconds average delay per vehicle) during the AM and PM peak hours, respectively. Both the northbound and southbound movements operate at LOS F during both the AM and PM peak hours. However, the southbound right turns operate at LOS C (15.4 seconds average delay per vehicle) and LOS B (13.2 seconds average delay per vehicle) during the AM and PM peak hours respectively. It is important to note that traffic on the southbound approach is most directly related to MSU and may vary depending on the when classes are in session and what activities may be in progress on campus. Engineering, Inc. 6 -'� : +►.; r ►,•►►!,c� f ter. �• +.' •�► �—?L, {� .•� fir,' . w` �{h, *rr--..••��'' � �M •l �,� � w..ti�� A l3• R - w.+;- � •, -� } t'-16i`"� may►. ' � a i-�1--- i. y� f- - ~ '�_•Y( ,� j�(-i� _r•► I ty��A��i� ,,'��',•,�� a. •q M'1�:�w , - 16, 151 �e 52 0 (6)745 .- . g * 1 273 570 389 (546) (413) �. r O ,y- J (183J (48) —j-- —� KAGY BOULEVARD K4GY BO •^ (580) (0) 144 A. 104 (0) c0) 2 1 3 + 1 f (19) (14) (41) v- O 732 0 (335) (0) ' ';. .`'Ste'►. �'1 '• � a'• y�.�v .N ��y. _•.l. 't• �fit: `, �� -PRA,&-" r« aoo o 1• ^ 600 �; � l�; R ,�• -��'' 'tea �'r •'~-�� J S.S iiS:ti1 �L,v �: —. ��'. � 7� w< .: :� � ..sr.y••• - ` c``'` �. FIGURE 3: EXISTING TRAFFIC VOLUMES FIGURE_03.DWG BOZ_06058 11/21/06 TEE o, . . Kagy Boulevard& South 3rd Avenue Site Development TAS At the intersection of Kagy Boulevard and the Southwood drive approach, the eastbound and westbound movements operate at LOS A during both the AM and PM peak hours. The southbound movements currently operate at LOS B during the both the AM (11.7 seconds average delay per vehicle) and PM (12.1 seconds average delay per vehicle)peak hours. Signalized capacity calculations were performed for the intersection of Kagy Boulevard and South 3rd Avenue / South Willson Avenue using SIG/Cinema Version 3.08 developed by KLD Associates, Inc. and Polytechnic University, which is based on the procedures contained in Chapter 16 of the HCM2000. Because the signal currently operates under fully actuated control, the cycle length, green times, phasing, etc. are determined by the traffic volumes, when detected, on all of the approaches. For calculation purposes, a signal timing and phasing plan was derived based on observed operating characteristics. During the peak hours, the signal was assumed to be under four phase operation for a majority of the time. Phase 1 includes protected left turn phases for the northbound and southbound approaches. Phase 2 includes all movements on each of these approaches, allowing only permitted left turns. Phases 3 and 4 is similar to Phases 1 and 2, but on the eastbound and westbound approaches. During the•AM peak hour, the green times for each phase were estimated to be as follows: Phase 1 — 28.4 seconds, Phase 2 — 30.0 seconds, Phase 3 — 17.2 seconds, and Phase 4 — 28.3 seconds. During the PM peak hour, the green times for each phase were estimated to be as follows: Phase 1 — 8.0 seconds, Phase 2— 13.5 seconds, Phase 3 — 8.0 seconds, and Phase 4— 16.5 seconds. During the AM peak hour, the eastbound (35.9 seconds average delay per vehicle), westbound (42.9 seconds average delay per vehicle), and northbound (36.8 seconds average delay per vehicle) movements currently operate at LOS D. The southbound movements operate at LOS C (33.8 seconds average delay per vehicle). The overall intersection operates at LOS D having an average delay per vehicle of 38.1 seconds. Engineering, Inc. 8 Kagy Boulevard& South 3rd Avenue Site Development TAS In the PM peak hour, the overall intersection operates at LOS C with an average delay of 24.0 seconds per vehicle. The eastbound (31.1 seconds average delay per vehicle) and southbound (24.0 seconds average delay per vehicle) movements operate at LOS C. The westbound (17.2 seconds average delay per vehicle) and northbound (17.5 seconds average delay per vehicle) movements operate at LOS B. The results of the capacity calculations for existing conditions are included in Table 3 later in this report. Detailed capacity calculation results for existing conditions are included in Appendix B. TRIP GENERATION An accurate estimate of site-generated traffic must be made in order to analyze the impacts of a new development. This study utilized Trip Generation, 7th Edition, published by the Institute of Transportation Engineers (ITE), the most widely accepted source for determining trip generation rates. One-way vehicular trips generated by the proposed site development were estimated using ITE Land Use No. 715 Single Tenant Office Building, Land Use No. 814 Specialty Retail Center, Land Use No. 820 Supermarket, and Land Use No. 911 Walk-in Bank. Table 1 on the following page summarizes the trip generation rates and calculations for the proposed development. Typically, it is important to estimate the volume of trips that would be made by alternate modes of travel. Normal estimates range between 3% and 5% of total trips attributed to pedestrian, bicycles, and transit. These trips would not involve vehicles accessing the site. Alternate mode trips for the proposed site development were assumed to be 4% of total trips generated by the site. Engineering, Inc. 9 :7 Kcc>?v Boulevard& South 3rd Avenue Site Development TAS Table 1 Trip Generation—Kagy Boulevard & South 3rd Avenue Site Development Average Weekday AM Peak Hour PM Peak Hour Land Use Units Enter Exit Total Enter Exit Total Enter Exit Total Single Tenant Office Building (1) 15 87 87 174 43 5 48 9 49 58 Specialty Retail Center (2) 15 333 332 665 49 54 103 42 33 75 Supermarket (3) 5 256 255 511 10 6 16 27 25 52 Walk-in Bank (4) 5 391 391 782 10 10 20 83 83 166 Totals 1067 1065 2132 112 75 197 161 190 351 1-ITE 715*-Single Tenant Office Building,Units=1000 Sq.Feel Gross Floor Area,T=Trips Average Weekday Trips Average Rate=44.32 T=44.32(X) RZ=*** (50%Entering,50%Exiting) Weekday,A.M.Peak Hour T=1.66(X)+22.94 RZ=0.77 (89%Entering,11%Exiting) Weekday,P.M.Peak Hour T=1.52(X)+34.88 Rz=0,78 (15%Entering,85%Exiting) 2-ITE 814*-Specialty Retail Center,Units=1000 Sq.Feet Gross Leasable Area,T=Trips Average Weekday Trips Average Rate=11.57 T=11.57(X) RZ=*** (50%Entering,50%Exiting) Weekday,A.M.Peak Hour of Generator T=6.84(X) Rz=*** (48%Entering,52%Exiting) Average Rate=6.84 Weekday,P.M.Peak Hour of Generator T=5.02(X) R'=*** (56%Entering,44%Exiting) Average Rate=5.02 3-ITE 850*-Supermarket,Units=1000 Sq.Feet Gross Floor Area,T=Trips Average Weekday Trips Average Rate=102.24 T=102.24(X) R2=*** (50%Entering,50%Exiting) Adjacent Street Traffic,One Hour Between 7 and 9 a.m. T=3.25(X) RZ=*** (61%Entering,39%Exiting) Average Rate=3.25 Adjacent Street Traffic,One Hour Between 4 and 6 p.m. T=10.45(,X) Rz=*** (5 1%Entering,49%Exiting) Average Rate=10.45 4-TTE 911*®-Walk-in Bank,Units=1000 Sq.Feet Gross Floor Area,T=Trips Average Weekday Trips Average Rate=156.48 T=156.48(X) RZ=*** (50%Entering,50%Exiting) Weekday,A.M.Peak Hour of Adjacent Street Traffic T=4.07(X) RZ=*** (50%Entering,50%Exiting) Average Rate=4.07 Weekday,P.M.Peak Hour of Adjacent Street Traffic T=33.15(X) RZ=*** (50%Entering,50%Exiting) Average Rate=33.15 *Source:Trip Generation, 7th Edition, Institute of Transportation Engineers,2003 ®Independent Variable With One Observation Engineering, Inc. 10 Kagy Boulevard& South 3rd Avenue Site Development TAS Vehicular trips should also be further broken down into four classifications: primary purpose, diverted link, internal, and pass-by trips. Primary purpose trips are those for which the development is a primary origin or destination. Diverted link trips are those made to the development as a secondary destination and are diverted from a path between an origin and a primary destination. Internal trips are trips that begin and end within the site and do not affect the adjacent roadways. Pass-by trips are those made to a development as a secondary destination, but the primary trip path is on the adjacent street system. A summary of the net new trips resulting from the subdivision is provided in Table 2. Table 2 Net New Trips—Kagy Boulevard & South 3rd Avenue Site Development Average weekday AM Peak Hour FM Peak Hour Land Use Units I Enter Exit Total I Enter Exit Total I Enter Exit Total Single Tenant Office building (1) 15 63 59 122 41 5 46 7 45 52 Specialty Retail Center (2) 15 221 228 449 47 52 99 33 25 58 Supermarket (3) 5 144 149 293 9 6 15 10 9 18 Walk-in Bank (4) 5 356 351 706 9 10 19 77 78 155 Totals 784 786 1570 106 73 179 127 157 283 1 -ITE 715*-Single Tenant Office Building,Units=1000 Sq.Feet Gross Floor Area,T=Trips 2-ITE 814*-Specialty Retail Center,Units=1000 Sq.Feet Gross Leasable Area,T=Trips 3-ITE 850*-Supermarket,Units=1000 Sq.Feet Gross Floor Area,T=Trips 4-ITE 911*®-Walk-in Bank,Units=1000 Sq,Feet Gross Floor Area,T=Trips *Source:Trip Generation, 7th Edition, Institute of Transportation Engineers,2003 ®Independent Variable With One Observation BICYCLIST & PEDESTRIAN CONSIDERATIONS Provisions for the safety and accommodation of bicyclists and pedestrians are an important consideration with any development. These alternative modes of travel are becoming more popular as a means of saving money, helping the environment, and improving personal health. Consideration of alternative modes of travel for the proposed site development is provided with a trail along the southeastern portion of the property and sidewalk connections from the adjacent streets onto the site. Engineering, Inc. 11 i _� , , :: Ka U Boulevard& South 3rd Avenue.Site Development TAS In 2006, Streamline was initiated in Gallatin County. This bus system currently provides service to Belgrade, Bozeman, Four Corners, and MSU. Additionally, Streamline is , currently free for all passengers, which creates an incentive for bus ridership. A route stop on the Blueline Highland Route that serves the MSU Strand Union, Bozeman Deaconess Hospital, downtown Bozeman, and the Gallatin Center is currently located along Kagy Boulevard near the proposed site development. However, a bus pullout is not currently available but could be provided with any improvements for the proposed site. TRIP DISTRIBUTION Trip distribution is an estimate of site-generated trip origin and destination locations, which can be determined by several methods from computerized travel demand models to simple inspection of existing traffic volumes. For this study, the trip distribution was based on the distribution of existing traffic volumes along with the locations of existing and anticipated trip origins and destinations. The trip distribution for the proposed subdivision is shown in Figure 4. TRAFFIC ASSIGNMENT Assignment of site traffic to the street system and site access points is dependent upon a number of factors. In this case, directional distribution of primary purpose trips and the operating characteristics of the surrounding street system were considered to arrive at the total site traffic assignment. Figure 5 shows the AM and PM peak hour traffic assignment for the proposed development at full build-out with full access onto South 3rd Avenue. Figure 6 shows the AM and PM peak hour traffic assignment with restricted access onto South 3rd Avenue. Engineering, Inc. 12 qf >. ;R •�,�y 1. s. � .�`f�y�r � a • .s- � !p , T , '• ,. •S �- ,. 4afa►ii ..�' Y1.f �w, _ 4 ��% •/. y 'jam. ho •� ,'a,:a'�•~+f�� '' .�(�'.:��it �� a 1 1 y 1. •a w� AN Q ,- F. .-"tom :K� f -;�• •{�= .►" _ rE ,9�"R ' If It 6 /O a w . 23% � * ;o.. , 14% �' KAGY BOULEVARD ifA BDI1C£V'ARD 25% ya � A'S�i' I I r fr� �• J. . :f . 32% 600 300 0 Boo. j• •r�y�Tt�� jR�v I, FIGURE 4: PRIMARY TRIP DISTRIBUTION FIGURE 04,DWG BOZ 06058 11/21/06 TEE i `� ; .�. •• T 'i,- ',� CIF =s r'• r rim. ` * 1 ' _ - - Rr�_ tiK uj - �• 0 .�.,.' 11 Nu• : T yy , ,0) f (0) ( ( ) 2) y o . Fes" r � (0) (0) (16 _ 23 27 (1� 8 �(oo (27) 1 (32) '~ ' (18 0 16 0 18 ?� • i (0) *'f 3. (34) (0) (39) ` - KAGY BOULEVARD Y,80 0 0 6 (o) (o) (e) , , 0 22 34) . . �' - n 23 (0) (0) (0) .0 . (00) (41 34) �'..,,_/`\ •Si��iF�t �".R ..► {t •'� A��1 �/��f.� '�^� '!•`!�.�..A '"i' rl ' •a r. � � 'f ic� +I► ' " F�'• t� _ ► ,.ram =,AMP ell FIGURE 5: NET NEW SITE TRIP ASSIGNMENT WITH FULL ACCESS ON S 3RD AVE FIGURE 05.DWG BOZ 06058 11/21/06 TEE } .i 1 ' Y� a , VL t�, 4\, _ �:_„ �`'�^�� ,a..i I lrl =�.,, ,-, ,!"•�. r��`��•�{"k+-'N..i: R M «`,•c.-' Lu (0) •U61r ..,, >'�+ (0� (o) 24 �• , ~ (0) (0) (0) 0 (J 1 0 Y 1, (0 (18� 0 0 ' (16) 1+'. 3� 45 27 O 6 iC 23 r t� (54) (32) (18) (p , h 118 a r f: `" (63) (0) (62) KAGY BOULEVARD ` Y,BVA O a 0 0 6 (0) (0) (8) (223 9) 'e 15 10 • y4�\� � ,. _ •.y UJ�J',It, ��. /�•p tM.�•. •'�• C h_GSM A•:I.� • Y)l � .. 31K) aoo o ^'�- •„ " 1�;^�� .�.. ,, �s ,•:r-.�.. .�...r. ► orIX • FIGURE 6: NET NEW SITE TRIP ASSIGNMENT WITH RESTRICTED ACCESS ON S 3RD AVE FIGURE 06.DWG BOZ 06058 11/21/06 TEE KaQy Boulevard& South 3rd Avenue Site Development TAS TRAFFIC IMPACTS Volumes In order to determine the potential impacts from the site, it is necessary to combine background traffic with site-generated traffic. Figure 7 shows AM and PM peak hour turning volumes for site-generated traffic added to background traffic with full access onto South 3rd Avenue. Figure 8 shows combined peak hour turning volumes with restricted access onto South 3rd Avenue. Traffic Operations After site-generated traffic was added to background traffic, capacity calculations were again performed for each of the study area intersections. Results of all the capacity calculations are summarized in Table 3, which shows the addition of development traffic would not cause an adverse change in level of service at any of the study area intersections. Detailed results of the calculations are included in Appendices D and E. Existing conditions were analyzed using the service flow volumes, which were calculated by first determining the peak fifteen minute period for the intersection and then multiplying the traffic volumes during that period by four to arrive at an hourly volume. Analysis of service flow volumes is more representative of the true intersection operations, accounting for peaking characteristics on individual approaches. With the proposed development, it is uncertain how the estimated site-generated traffic would be distributed across the peak hour. Therefore, the observed peak hour volumes (not the service flow volumes) at each intersection were added to the site-generated traffic volumes. The combined volumes were then analyzed using the peak hour factor (PHF) for intersection. The PHF is a measure of how uniform traffic flow is over the entire peak hour. The higher the PHF, the more uniform the traffic flow. The difference in analyzing service flow versus peak hour volume accounts for the instances where calculated delays for combined traffic volumes may be slightly less than those for existing conditions. Engineering, Inc. 16 i � i .rl � f. .� f ,.1 _.� a � .fly• _'��Clw� S� w+l� �� .1 -..4 t rwolk IF I I u 1 r 6i r - a .. (6g (3p8 gp :•' "J 52 0 0 „ wu, �►,,¢'`� 5 2�4j/f (19p� .Sl (83 (0) (6) ;�^ lY (4SBl�► y 58 10 104 59 3 {� r19 4J 31 l ;�� 273'� (546) F(470) �. g6 , �y 1 (3 ? 33 1p3B1 " (27) `�` (32) =i B (4B� "� 16 0 18 - �- (34) (0) (39) .�•p ,' Ar KAGY BOULEVARD _ Kgpy BOU j�t' LAJ� (580) 27) ' 144 � 109 Z -' 373 659 ( -� E-(445) f - (34) W' --�, 22 23 ' (4) 1 ' � (5) M .r ��1. 23 (19) (14) (41) 0 732 34 Nj (335) (41) elk No Y�t ^,AM PEAK f a- a A ''PR:!'. ':' if•.`. f� 1., ►�' w'4-•-�'ri!�.• _ ' "ICJ J'' �_ � FIGURE 7: BACKGROUND + SITE TRAFFIC WITH FULL ACCESS ON S 3RD AVE FIGURE 07.DWG BOZ 06058 11/21/06 TEE .� �,. ,. c ' � �•f� - '�",_ + MR�v F * R• Rom':rr-'"Ak. FA .\ �i}• J~'� -r-• '- • .' fir.C - , _• - `t�l1j�``11 �� •.. _ �v VVV___M !sf'-�-5 t `-T.. 1�•.q• r •�n _ .`7�:' a '� .�,� " my si t .emu eA � � � •� '��fw, �r x �-� ��.. I► •� � �¢ �^`( .st -1 1.,._ 4 h �71r • V\_-Ti • •t. µ- ,Sj' ,r�!.i _ .� � """K ''—��.�. �!!( '>w '� ,+,fir{,�� p-�� N'r7�•'7 '► r �.•�._ ..._ - -�,-fib. ; •�.ot lr��EG.-^ (► ,` w J 4 = •1l�d=h . c _ CCU :��a„ _ . • n L t. �C13 ' �lit R- �, „' � �,` +� �,►:c. ..-- 4� w _ 6 j '`` i ` Jam► r� _ I (69 1S7 �, ti' •' if'` ruVa ^� ? l F/ 0� � �� 83 0 6�, y . S (ll� 58 10 P: ... a (IBA 1Sq r i- (59) (3) = 273 570 .. 39 l (546) (413) .�. D. 1� 45 27 r (� C (40)(1 3, �' �73�J (54) V ` 1 (32) 81 OS v r� • '- . _.,�c-�) ti' (63) (0) (62) —`— — - - ' KAGY BOULEVARD _ -'KGY B`U.lr`�AR �" , All 27 3 16 (101) (11) 62) _ 371 J w (609) ' r z 144 109 w e• 373( —� F(445) �. ' (34) Z'►,.I' ' z r • (4) (5) :�I►� 25, �'1 ` . Z _ 'Y s r• (19) (14) (41) lob 335 tip.:► n ( ) 41( ) if Z • IC?� ,.�,�' ,�•,•y ,ate.. ..� - ,.,•�_•�y ,I i �4 rf ir -- — .�'I.--•��.,,n_>��jj.* C ��,A ;.M ;JV• -;+'� ' `•,O.•XX4 =)AM P�A FIGURE 8: BACKGROUND + SITE TRAFFIC WITH RESTRICTED ACCESS ON S 3RD AVE FIGURE 08,DWG BOZ 06058 11/21/06 TEE r Ka U Boulevard&South 3rd Avenue Site Development TAS Table 3 Summary of Capacity Calculation Results AM Peak Hour PM Peak Hour Background+ Background+ Background+ Background+ Site Full Site Limited Site Full Site Limited Existing Access on 3rd Access on 3rd Existing Access on 3rd Access on 3rd Intersectionj Approachl Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS EB 11.0 B 10.8 B 10.8 B 8.6 A 8.5 A 8.5 A Kagy Blvd WB 8.2 A 8.4 A 8.4 A 9.5 A 9.4 A 9.4 A & NB 71.0 F 64.9 F 64.9 F 59.2 F 41.9 E 41.9 E S 7th Ave SB LT 129.5 F 168.9 F 168.9 F 168.6 F 130.6 F 130.6 F SBR 15.4 C 15.3 C 15.3 C 13.2 B 12.5 B 12.5 B EB L 9.3 A 9.0 A 9.0 A 9.0 A 8.8 A 8.8 A EB TR - A - A - A - A - A - A Kagy Blvd WB L ///////////// 7.9 A 8.0 A //////111Z1/ 8.7 A 8.8 A & WB TR - A - A - A - A - A - A Southwood Approach NB L 18.8 C 20.5 C 22.0 C 24.8 C NB TR 10.0 A 10.0 B 12.5 B 13.0 B SB I1.7 B 11.2 B 11.2 B 12.1 B 12.0 B 12.1 B EB L 23.1 C 24.5 C 24.5 C 10.1 B 10.0 A 10.0 A EB T 39.3 D 41.5 D 42.3 D 42.8 D 64.5 E 78.7 E EB R 35.5 D 35.8 D 35.6 D 17.1 B 17.5 B 17.3 B WB L 23.2 C 22.5 C 23.0 C 10.9 B 11.4 B 11.7 B Kagy Blvd WB T 54.1 D 82.1 F 82.1 F 19.3 B 19.7 B 19.7 B & WB R 35.8 D 36.8 D 36.8 D 16.7 B 16.9 B 16.9 B S 3rd Ave/ S Willson NB L 17.8 B 17.5 B 17.3 B 11.7 B 12.7 B 12.5 B NB T 53.9 D 46.5 D 46.5 D 20.5 C 20.5 C 20.5 C NB R 34.1 C 34.5 C 34.5 C 18.4 B 18.5 B 18.5 B SBL 16.3 B 16.1 B 16.3 B 11.8 B 11.8 B 12.0 B SB TR 37.6 D 37.7 D 37.4 D 31.4 C 58.1 E 48.4 D S 3rd Ave NB - A - A - A - A - A - A & SB - A 8.2 A - A - A 7.7 A - A W Access WB No Traffic 19.5 C 9.7 A No Traffic 19.5 C 9.8 A Traffic Signal Warrant Analysis A preliminary traffic signal warrant analysis for the intersection of Kagy Boulevard and South 7th Avenue was performed for existing conditions using estimated ADT volumes. The Manual on Uniform Traffic Control Devices, 2003 Edition (MUTCD) defines eight warrants establishing the minimum criteria for the installation of a traffic control signal. It was determined that signal warrants are not currently met and would not be met with the addition of site generated traffic. Signal warrant calculations are provided in Appendix F. Engineering, Inc. 19 .,�. I . � . • �� . Kagy Boulevard&South 3rd Avenue Site Development TAS Access Conditions Access conditions, including sight distance, approach geometry, and queue storage requirements, were evaluated for the proposed development. The proposed site would have two approaches, one on Kagy Boulevard and one existing approach on South 3rd Avenue. The proposed Kagy Boulevard access is approximately 36-feet wide and would be aligned with the existing access to the Southwood development on the north side of Kagy Boulevard. It is approximately 525-feet from the intersection of Kagy Boulevard and South 3rd Avenue. It is also approximately 360-feet from the intersection of Kagy Boulevard and South Tracy Avenue. These separations are less than the 660-foot separation distance specified in the City of Bozeman Unified Development Ordinance (UDO) Section 18.44.13.3 for full access on an arterial; however, they are greater than the specified minimum separation distance of 315-feet. The existing access on South 3rd Avenue is approximately 400-feet from the intersection of Kagy Boulevard and South 3rd Avenue. It is also approximately 440-feet from the intersection of South 3rd Avenue and Hill Street. These separations are greater than the 330-foot separation distance specified in the UDO for full access on a collector. The proposed site access would be approximately 30-foot wide, accommodating entering and exiting vehicles. Queue storage requirements were evaluated at each of the proposed accesses using capacity calculations and single-channel queuing theory. Queue calculations show that the maximum predicted queue length (95% confidence) on the Kagy Boulevard access would be 2 vehicles and on the South 3rd Avenue access would be 2 vehicles with full access on South 3rd Avenue. With restricted access on South 3rd Avenue, the maximum predicted queue length on the Kagy Boulevard access would be 6 vehicles and on the South 3rd Avenue access would be 1 vehicle. An ideal access design requires that 25-feet of protected throat depth be provided for each vehicle in queue. The proposed accesses Single-channel queue calculations are provided in Appendix G. Engineering, Inc. 20 i 5�� .J 7. I tom, KaQy Boulevard&South 3rd Avenue Site Development TAS MITIGATION MEASURES There are current traffic operation issues on Kagy Boulevard at its intersections with South 3rd Avenue and South 7th Avenue. At South 3rd Avenue, it is estimated that the current signal timing and phasing plan(s) do not adequately serve traffic during the peak periods. Optimized signal timing and phasing plans for the intersection were evaluated for each of the peak hours. Estimated site traffic would only comprise approximately 3% (36 vehicles in the AM and 57 vehicles in the PM peak hours) of the total traffic volume during the peak hours at the intersection of Kagy Boulevard and South 7th Avenue. As stated previously, a majority of traffic at the intersection is related to MSU. Although it is estimated that the intersection does not currently meet signal warrants, intersection operations could be improved with geometric modifications to the roadway. The addition of a through lane in both the eastbound and westbound directions on Kagy Boulevard would increase the available roadway capacity and the number of available gaps in the through traffic stream. Combined with a two way left turn lane, the level of service for both northbound and southbound movements could be improved to LOS C or better during both peak hours. The results of the analyses are included in Appendix H and are presented in Table 4 on the following page. In addition to operational improvements at the intersection of Kagy Boulevard and South 7th Avenue, safety improvements can be made as well. There are currently a number of pedestrians and bicyclists that cross Kagy Boulevard at this intersection. There is not currently any intersection lighting in-place that would assist in making these pedestrians and bicyclists more visible to drivers on Kagy Boulevard. Therefore, it would be recommended that any improvements at the intersection also include roadway lighting that would increase the level of safety for crossing pedestrians and bicyclists. Queues on South 3rd Avenue currently can extend beyond the existing site access during the AM peak hour. However, with modifications to signal timing and phasing it is estimated that this would no longer occur. Therefore, full access could be provided to the site from South 3rd Avenue as shown in Figure 9 and still operate at LOS C or better. Engineering, Inc. 21 Y, t I.�_ , . � . . ' ,, 1� � .. i w r ,! .• ;.�_. fir. #�� -� Ady� .. _ ..a 8 O f� IR f �R DO JD D DD 1" = 60' FIGURE 9: RECOMMENDED ACCESS CONFIGURATIONS FIGURE 09.DWG BOZ 06058 01/11/07 TEE � � t � i r:� Kagy Boulevard& South 3rd Avenue Site Development TAS Table 4 Summary of Mitigation Measure Results AM Peak Hour PM Peak Hour ; Background + Background + Background + Background + Site Full Site Limited Site Full Site Limited Access on 3rd Access on 3rd Access on 3rd Access on 3rd Intersection Approach Delay LOS Delay LOS Delay LOS Delay LOS EBL 10.8 B 10.8 B 8.6 A 8.6 A Kagy Blvd EB T+TR - A - A - A - A S 7th Ave WB L 7.8 A 7.8 A 8.9 A 8.9 A w/2 Through WB T+TR - A - A - A - A Lanes + Two Way Left NB 16.3 C 16.3 C 15.3 C 15.3 C Turn Lane SB LT 22.6 C 22.6 C 18.6 C 18.6 C SBR 11.7 B 11.7 B 10.7 B 10.7 B EBL 12.4 B 12.4 B 7.6 A 7.6 A Kagy Blvd EB T 12.1 B 12.2 B 9.1 A 9.3 A & EBR 10.6 B 10.5 B 6.9 A 6.8 A S 3rd Ave/ WB L 11.6 B 12.1 B 7.9 A 8.8 A S Willson WB T 15.9 B 15.9 B 7.5 A 7.5 A WBR 10.9 B 10.9 B 6.6 A 6.6 A 2-Phase NB L 11.1 B 10.9 B 15.7 B 14.6 B 45 sec NB T 8.1 A 8.1 A 10.9 B 10.9 B Cycle NB R 6.8 A 6.8 A 9.9 A 9.9 A SBL 7.3 A 7.5 A 12.4 B 13.0 B SB TR 11 7.4 A 7.4 A 13.7 B 13.3 B CONCLUSIONS AND RECOMMENDATIONS Analysis of trip generation estimates, traffic assignments, and capacity calculations show that the proposed site development would have minimal impacts on traffic operations on the surrounding street system. Recommendations for the proposed development include the following: • Full access to the proposed site from Kagy Boulevard with construction of a westbound left turn lane would function within acceptable levels of service and have minimal impact on traffic flow and operations. Therefore, full access should be allowed within the required separation distance of 660-feet along a principal arterial with the proposed uses. Engineering, Inc. 23 .� .. I Kagy Boulevard& South 3rd Avenue Site Development TAS • Full access to the proposed site from South 3rd Avenue would function within acceptable levels of service and have minimal impact on traffic flow and operations. The construction of a southbound left turn lane at the approach would not be required to satisfy level of service criteria; however, it would eliminate intersection related delay for southbound through traffic. Therefore, construction of the left turn lane would be optional. • Signal timing and phasing modifications should be made at the intersection of Kagy Boulevard and South 3rd Avenue / South Willson Avenue during the AM and PM peak hours. This study recommends two-phase operation with a 45- second cycle for both peak hours. • Because of MSU related traffic, improvements at the intersection of Kagy Boulevard and South 7th Avenue are necessary to improve operational and safety characteristics. Until traffic signal warrants are met at the intersection, interim improvements could be made allowing all traffic movements on all approaches to function at acceptable levels of service. Kagy Boulevard should be widened in the future to a four lane roadway with a two way left turn lane. Any improvements at the intersection should also include intersection lighting to improve safety for crossing pedestrians and bicyclists. • Traffic from the proposed site only represents approximately three percent (3%) of the overall traffic volume at the intersection; therefore, this development should not bear responsibility for any improvements at the intersection of Kagy Boulevard and South 7th Avenue. However, if some responsibility is assigned by the governing body it should be limited to participation only in any proposed mitigation measures at this intersection. The level of participation should be commensurate with the level of impact from the proposed development, which would be no more than approximately 3% based on estimated site traffic volumes and distributions. If the above improvements are implemented as recommended, any impacts resulting from the proposed developments should be mitigated and traffic should continue operate safely and efficiently. Engineering, Inc. 24 f , .. �:�� r� � J ., Appendix A Traffic Volume Data INTERSECTION TURNING MOVEMENT COUNT SUMMARY Counted Bv: Tom Eastwood Inteneetion J Kagy Boulevard/South 7th avenue. Agcney/Company: Engineering,Inc. Date Performed: 11/15/2006 Jurisdiction: Cig-of Bozeman/Montana Department of Count Time Period: ANI Peak I Iour Transportation Project Number.. BO'L, 06058 Project Descnption: Kagy&3rd Site Development Eiast/''Vest.�Sytreet: Kagy Boulevard North/South Street: South 7th Avenue n South 7th Avenue r South 7th Avenue Kagy Boulevard Kagy Boulcvard From the North From the South From the�G'est From the East Int. StartTimc L T R Ped Total L T R Ped Total L T R Ped Total L T R Ped Total Total Factor 0.95 0.95 0.95 1.00 1.00 1.00 1.00 1.00 0.96 0.96 0.96 1.00 0.96 0.96 0.96 1.00 730 AM 0 0 6 0 6 r 1 1 4 6 46 65 6 0 117 1 156 36 0 193 322 7:45:1-f 4 1 8 1 14 2 0 2 12 16 43 79 7 1 130 7 183 37 1 230 390 3:00 AM 3 1 b 6 1 0 0 C, 2 2 21 ill 3 0 135 5 166 19 0 100 339 8:15 AM 3 1 5 1 10 0 0 0 3 3 34 103 6 0 143 10 142 12 0 164 320. Grand Total 10 3 27 2 42 2 1 1 3 •21 27 144 358 _r. 1 525 23 619 lei 1 777 1371 Approach°io 23.8 7.1 64.3 4.8 100.0 7.4 3.7 11.1 77.8 100.0 27.4 68.2 4.2 0.2 100.0 3.0 83.5 13.4 0.1 100.0 'Total°o 0.7 0.2 20 0.1 3.1 O lr 01 0 1 1.5 2.0 10.5 -26-1, 1.6 0 1 38.3 1.7 47;3 7.6 U:1 56.7 10i�0 PF[F 0.63 0.75 0.84 0.50 0.75 0.25 0 25 0.38 0.44 0.42 0.78 0.81 0.79 0.25 0.92 0.53 0.88 0.70 0.25 0.84 0.88 South 7th Avenue In Out 42 249 RT 774 Lf Ped 27 3 10 2 Unshiftcd a Bank 1 5 �' G r J .V -J Bank 2 Total Entering X 1371 0 G 11/15/06 7:30 ALM 8:15 ANI 0 u; r r, C1 21 1 2 1 1 1 3 Pcd I L'f I TH I RT 48 27 Out In South 7th Avenue 6o]IJvkinu Eiln)iileers end Lurid .Jofvfi rm BILLINGS • BOZEMAN �7 Kagy-Boulevard_South-7tli-Avenue_AN1_111506 page 1 of 1 INTERSECTION TURNING MOVEMENT COUNT SUMMARY Counted Ste I'ucn Eastwood Intersection: Kagy Boulevard/South 7th Avenue kgency/Company: Engineering,Inc. Date Performed: 11/15/2006jurisdiction: Citv of Bozeman/Montana Department of Count Time Period: P-I Peak Hour Transportation Project Number: BOL_06058 Project Description: Kagy&3rd Site Development East/`,' eSt Street: Ka}w Boulevard North/South Street: South 7th Avenue ft South 7th Avenue South 7th Avenue Kagy Boulevard Kagy Boulevard From the North From the South From die West From the East Int. Start Time L T R Ped Total L I' R Ped total I, T R Pad Total L I' R Ped Total Total Factor 0.95 1 0.95 1 0.95 1.00 1.00 1A0 1.00 1.00 0.96 0.96 0.96 1.00 0.96 0.96 0.96 1.00 4:45 PM 12 F ' 23 1 -to 4 5 7 3 19 8 183 0 193 1 100 7 0 108 3W 5:00 PM 18 3 37 7 65 6 4 9 4 23 12 181 2 2 197 1 108 12 2 123 408 5:15 PA1 15 3. 27 2 47 2 2 18 3 25 11 163 011 175 2 108 7 1 118 365 5:30 PM 9 1 14 1 25 7 3 7 1 18 9 177 0 1 187 1 107 6 2 116 346 C,rund Torsi 54 11 1,11 1: -177 N 14 41 11 85 40 - 764 4, r .4 752 5 1 423 32 5 . 465 " _'1479 Approach°o 30.5 6.2 57.1 6.2 100.0 22.4 16.5 48.2 12.9 100.0 5-3 93.6 0.5 0.5 100.0 1.1 91.0 6.9 1.1 100.0 iotaii0io 3:7 0.7 6:8 0.7 -.12 0 13 0.9 2.8 0.T 5.7 2.7- 0.3 28.6 33 h.3 31.4 100,E PHF 0.75 0.69 0.68 0.39 0.68 0.68 0.70 0.57 0.69 0.85 0.83 0.9G 0.50 0.50 0.95 U.63 0.98 0.67 0.63 0.95 0.91 South 7th Avenue In Out 177 86 RT TH LT Ped 101 11 54 11 Unslufted I N f~ Bank I Q V N Bank 2 Total Entering 1479 c a 11/15/06 a 4:45 PNI 5:30 PM �v 0 r 1 11 19 1 14 41 Ped LT I TH RT 70 85 Out In South 7th Avenue w s,L9;iU Ei tt `i'GiI mnd h - yi l$`7ofs BILLINGS ■ BOZEMAN Kagy--Boulevard_South-7th-Avenue_PhI_111506 Page 1 of 1 INNTERSECTION TURNING MOVEMENT COUNT SUMMARY Counted By: Cheslon Shcen&Ryan Rittal intcnection: Kagy Boulevard&South Willson Avenue/ Agency/Company: Engineering,Inc. South 3rd Avenue Date Performed: 11/9/2006 unsdiction: City of Bozeman Count Time Period: AM Peak I lour Proieet Number: B(1%_06058 Proiect Description: Kago Development East/West Streer, p Kaey Boulevard North/South Street: S Willson Ave/S 3rd Ave - South Willson Avenue South 3rd Avenue Kagy Boulevard Kagy Boulevard From the North From the South From the West From the East Int. Start Time L T R Ped Total 11 T R Ped Total L T R Ped Total 1. T R Ped Total Total Factor 0.95 0.95 0.95 1.00 0.95 0.95 0.95 1.00 0.96 0.96 0.96 1.00 0.96 0.96 0.96 1.00 7A5.\M 20 44 23 0 1 87 87 .87 16 0 190 17 60 ^^_ 6 99 19 116 47 0 182 558 8:00 AM 16 47 13 1 77 88 100 22 0 210 15 58 32 0 105 46 93 37 0 176 568 815r1\1 20 - 35 19 0 74 71 78 46 0 �195 23 60 28 0 ill 26 75 30 0 137 517 8:301\l 22 25 12 0 59 58 58 21 0 137 23 63 12 0 98 12 105 25 3 145 439 Grind*l'oral .7d 151 67 1 ,j 304 323 Il}5 0 78 241 94 0 -11.3 I03 38- 145 3 640 Ap road]% 26.3 50.8 22.6 0.3 EOO. 41.5 44.1 14.3 0.0 100.0 18.9 58.4 22.8 0.0 100.0 16.1 60.8 22.7 0.5 100.0 Total?-6 3,7 7.3 3,2 0.0144 15.5 5.0 0.0 35.2 3.7 11.6 4.5 0.0 19.5 4.9 18.71 7.0 0.1 30.7 1+)00 131 it 0.89 0.80 0.73 0.25 0.85 0.86 0.81 0.57 0.00 0.87 0.85 0.96 0.73 0.00 0.93 0.5G 0.84 0.77 0.25 0.83 0.92 South Willson Avenue In Out 297 546 RT TH L'1' Ped 67 151 78 1 Unslufted v, N 00 Bank 1 o 00 C, Bank 2 w Total Entering P c 2082 � G 11/09/06 r 7:45 AMco " o 8:30 ADM p R a, 0 304 323 105 j Pcd LT TH I RT 348 732 Out In South 3rd Avenue �7 BILLINGS • BOZEMAN Kigy-Boulc%mrd_S-%N'iUson-Ave+S-3rd-Avc-.Mv1_110906 Page 1 of 1 INTERSECTION TURNING MOVEMENT COUNT SUMMARY �l�' ° yy,,,,��ii �• Y1f: r Counted Bv: Chedon Sheen&R,vatt Rittal Intersection: Kagy Boulevard&South Cp{lhtort avenue/ Agency/Company: Engineering,Inc. South 3rd Avenue Date Performed: 11/9/2006Jurisdiction: City of Bozeman Count Time Period: PNI Peak IIour Project Number: BO'L_06058 Project Description: Kano Development EastAVest Street: Kagy Boulevard North/South Street: S Willson Ave/S 3rd Ave South Willson Avenue South 3rd Avenue Kagy Boulevard Kagy Boulevard From the North From the South From the West From the East Int. Start Time L T R Ped 'Total L T R Ped Total L T R Ped 'Total L 'T R Ped Total Total Factor 0.95 0.95 0.95 1.00 0.95 0.95 0.95 1 1.00 0.96 0.96 0.96 1.00 0.96 0.96 0.96 1.00 4:45 PNI 22 47 13 0 b2 33 33 11 0 77 45 118 .32 0 195 29 61 24 0 1 114 468 5:00 PM 50 68 18 0 136 28 �51 10 0 89 47 117 56 0 220 22 71 41 0 134 579 5.:5 P.M 58 109, 18 0 185 22 48 16 0 8t, 31 Ill 44 0 136 30 65 26 0 121 578 5:30 P\1 45 70 20 0 135 41 31 11 0 83 24 100 49 1 174 24 55 21 0 100 492 Brand i'utal 175- 2)4 U4 0 538 124 -163 4b 0 335 147 446 131 1 775 105 252 112 11 469 ?1I7 Approach°0 32.5 54.6 12.8 0.0 100.0 E37.048.7 14.3 0.0 100.0 19.0 57.5 23.4 0.1 100.0 22A 53.7 23.9 0.0 100.0 Total?0 8.3, :13.9 3.3 0.0 25.4 7.7 Z3 0.0 15.8 6:9 2.1.1 8.5 0.0 36.6 5.0 11.9 5.3 -i0.0 2 2 100.0 PI IF 0.75 0.67 0.86 0.00 0.73 0.76 0.80 0.75 0.00 0.94 0.78 0.94 0,81 725 0.88 0.88 0.89 0.08 0.00 0.88 0.91 South Willson Avenue In Out 538 422 RI' TH FLTPed 69 294 175 0 Unshifred N IJ Bank 1 t- Bank 2 Total Entering � cr 2117tz 11/09/06 r� c 4:45 PM r 5:30 Pivl c Ln c, C, v N � tr 0 1 124 1 163 48 Ped I LT I TH R'I' 580 335 Out In South 3rd Avenue A '�.r"" li ,i x3 Elrra!Y rld :- `•I11?I �9 BILLINGS BOZEMAN Kagy-Bouleeard_S-1C'illson-Ave+S-3rd-Ave_Pl\1_110906 Pa&�1 of 1 INTERSECTION TURNING MOVEMENT COUNT SUMMARY Intersection:Counted BN-. Cheslon Sheen Intersection: Kagy Boulevard&Southwood Drive Approach ,kgency/c ompany. Engineering,Inc. Date Performed: 11/14/2006 luridic6on: City of Bozeman 'Montana Department of Count Time Period: AM Peak Hour Transportation Project Number: BOZ06058 Project Description: Kagy&3rd Site Development Last/West Street: Kagy Boulevard North/South SLfeer. Southwood Drive approach Southwood Dn%-c Approach Kagy Boulevard Kag Boulcv.ud From the North From the South From the West From the East Int. Start Time L T R Ped Total L T R Ped Total L T R Ped Total L T R Ped Total Total Factor 1.00 1.00 1.00 1.00 1.00 1.00 1,00 1.00 0.96 0.96 0.96 1.00 0.96 0.96 0.96 1.00� 7-30 kN1 0 a 10 0 10 0 () 0 0 0 12 57 0 0 69 0 156 4 0 160 i39 7:45 Ai\,l 0 0 to 0 10 0 0 0 0 0 17 64 0 0 81 0 162 0 0 162 253 8!00 ANI 0 0 11 0 it 0 0 0 0 0 14 65 0 0 79 0 150 6 0 156 246 8:15 AINI 0 0 21 0 21 0 0 0 0 0 15 87 0 0 102 0 102 0 U 102 225 1 0 1 Gnmd'rurai 0 o 52 0 52 0 0 0 0 0 5.3 273 0 0 331 o :-�" 10 0 580 963 Approach 0 0.0 0.0 100.0 0.0 100.0 0.0 0.0 0.0 0.0 0.0 17.5 82.5 0.0 0.0 100.0 0.0 98.3 1 1.7 0.0 100.0 Total ao 0.0 ',5,4 0.0 5.4 11.1) L1.0 0.0 0.0 0.0 6.0 28.3 V0 0.0 34.4 0.0 9.2 �1-o 1-0 60.2 100.0 PHFI 0.00 0.00 0.62 0.00 0.62 0.00 0.00 0.00 0.00 0.00 0.85 0.78 0.00 0.00 0.81 0.00 0.88 0.42 0.00 0.90 0.95 Southwood Drive Approach In Out 52 68 RT TII LT Ped P52 0 0 0 L Uwhifted U, Bank I 7 C11 C> 0 Bank 2 Total Entering 963 11/14/06 � 7:30 AM 'o ------ 8:15AM Cq 4-] 0 0 0 0 Ped LT TH RT 0 0 Out In BILLINGS BOXEMAN Kagy-]3oulev rd-Soutlnvood-Drive-Approact�--AiM-I 11406 J'age I of I INTERSECTION TURNING MOVEMENT COUNT SUMMARY !Ri' Counted By: Cheslon Sheen Intersection: Kagy Boulc%wd&Southwood Drive Approach Agetley/Company: Engineering,Inc. Daic Performed: 11/14/2006jurisdiction: City of Bozeman/Alontana Department of Couni Time Period: PJI Peak Hour Transportation Project Numbcr: BOL_06i058 Project Description: Kagy&3rd Site Development East/Nest Street: Kagy Boulevard ?forth/South Street: Southwood Drive Apptoach Southwood Drive Approach Kagy Boulevard Kagy Boulevard From the North From the South From the West From the East Int. Start Time L 'I' R Ped Ttal I. T R Ped Total L T R Ped Total L T R Ped Total Total Factor 1.00 1.001 1.00 1.00 1.00 1.00 1.00 1.00 0.96 0.96 0.96 1.00 0.96 0.96 0.96 1.00 4 36 PM 3 0, 18 0 31 0 0 0 0 Q 20 123 0 0 143 0 113 0 0 1 113 277 4:45 PM 1 0 24 0 25 0 0 0 0 0 10 151 0 0 161 0 101 0 0 101 287 5:00 PM 2 0 20 0 _ J 0 0 0 0 is 141 01 0 . 155 O 99 2 0 101: 278 5:15 PM 0 21 0 0 21 0 0 0 0 0 15 131 0 0 146 0 100 1 0 101 268 Liraud 1'otal 6 21 62 0 8t1) u v U 0 i 59 546 U tJ 605 0 413 3 k:G :�416 1140 AUOroach"o 6.7 23.6 69.7 0.0 100.0 0.0 0.0 1 0.0 0.0 0.0 9.8 90.2 0.0 0.0 100.0 0.0 99.3 0.7 0.0 100.0 1'atal'.o OS 1,9 5.6 0.0 8.0 0.0 0.0 0.0. 0.0 -0.0 5.3 49.2, 0.0 0i0 54.5 0.0 37;2 0.3 O.Q d 37:5::: ICAO VHF 0.50 ;I 0.65 0.00 0.89 0.00 0.00 0.00 0.00 0.00 0.74 0.90 0.00 0.00 0.94 0.00 0.91 1 0.38 0.00 092 0.97 Southwood Drive Approach In Out 89 62 R1' TH L"I' Ped 62 21 6 0 Unslu'Cted LL Bank 1 n w Bank 2 ro Total Entering o G x a- 1110 11/14/06 4:30 I'M y G 5:15 PM n O 0 0 0 0 Ped LT' TH RT 21 0 Out In A a„t'Si�'j i-d Lan _sJl�CJ'i y BILLINGS • BOZEMAN Z7 Kagy-Boulevard_Southwood-Drive-Approach_PDI_111406 Page 1 off Appendix B Capacity Calculations — Existing 1 1 1 1 1 1 1 1 1 1 1 a N m <o O O N N N O j m h 0 a:Q S 7 I 0 0 N C O V N p 0 cz Z\ \ m L LL lo �n E a\ N g C 00 m S m > p pp> (n v G� C 5 S u7 F vNj O M I O L h N S N O O m [7 O N 0 m F Q t Z O In w w o o IS Q C y O J O C C yv S O pp h N N N E o or Lg r r mo w `� o LO z c m p m l o p a) M p O p x c o U E o a a 0 h rj 3 o ate.. N H N O N I L c0 H zp S m -1ti V O O o J m O O w ZIQIQ N � a C v -a ° O � mm Z LU m o o v ¢ Y � c o w E 3 N J O tY N O J In J INp N p p O O N O m I I a I- m m Q b m a N ro J 't O O O m O j m ¢ J w a O LLI g Y yo N d= u d= p cm c c N o• £ aC 4 ! E oai > cn S pp C RQ ° LL ` �_ N O V N 5 C > > S F C N C O 2 C7 a N C O C C C`y7' a'Q mUO - do4o dN m d o mo LLar Umy »ma E E in Ew So° > CC ¢ m m J U GvNn 2 u > o m s4 o o p a LaW5 mn S > =?a 4 LL � °1n0 t.T U J a CO m �t cv m ^ o N L, U vi 1- pC -oo v l O O N S � q m o o .- �O o n m LL \ N g C O b O 0 fn `ry O Q O O `? O O Z O lU O 11 t n` 5 } N a QC N O N O O O J m 0 O O O J o y N a > N > ° N O O J O c C Y £ot� r` U U N N d Z U N Q N 1 O Q rn of m S m O O p I Z C O z6) a O E U a o � g N c,4 �m � p,o O O Q a3 N 1- cti 1 L o Z n v m ^ o o N ¢ 1 1 O N J N O O m }i k z m o a C w O N H S O m N h IL �v m m F p a E cWq Y rJ�O o oi� hJmS m o o `o O N of N o ^ m N m m 1 I ry W L c C co cl, 'c m tL m LL LC a L s A Y ° a= a= $ t > a m e w m c c £ °' ? a v n. a >>. v 'a ° �' > L v J L rn m >, > 00 N w m N > O S T c C 3 0 = a LL �' C N in m O li 17 C d U m O O O O U U B E Y t L m L m w o m .x�' y m ¢ E U L �. o o m m m C m Q •OO N `V L ° p O N O L $ V C C N C > > f0 J.0 (/1 U G C A a > C j E c C p a m N m 3 m o o m w m m F m o c n o m ° r o p e q a w a ? S n V f > a a LL K J q J J a N 4 <O vi O t7 CD 0 E N x .n O o O O O v N \ N 0 0 ai N 'I T[fl O O C O C (mmtij QJ C m N F ro d O iZ I L � ♦- N O cpp 7 N U O J Q C O O O er O er p p n 0 C 0 N -0 co � L E y r O C P y �p 0, O � Z U �.p [�fi O O I O p �T CDp O O T Z c O O O U =rn E z o r a O l,u lu v v Z O p O � v9 O 3 0w as c Z �" malty m oCL o > a � -t ao w 0 H El N 0 W w N 'D 9 C O > C C 3 Co C r. R ti R y ro 8 m o Y ° N T LL u 2 ISi -,03 L y c i"v GI a- T < a 2 .c oa t > oa ° vcw E _ o �ti > oaj °io m o v C E Q1 O p ti ti c _c F ro w +' m ro w o rj.0 f w N o °i LL 3 v n °� ° N d m u' 3m `o_ m tea, t m m O O 4i N OO u) O y cy O C E o DNQ D E U Z, Oma JOmG IO € 0 0 O�N O ro Q Sj i cec a J U a a u i� ao v oo � Ala o� 0 00 5 � � U f� N 1� uj 8i O — m rz � h z o I Y• U LL7 b `' � — t } J N O tit O O _ 01 `J O O O G o N E C 1-0 � J O o co>- t ro Ly E O A y `C w F w W C f0 O I O O W 2 O p O O O = ON c c y Z(!) Ei c } y no v04 ij; vV eV •- N o— o c y c0� Z d m m n H co p O C O j t ILL 0 0 v �,u) ro$ 3 o rn O j m Q J N a CN O on m O Y M i t LL V S LL U L o va. ° aiv E oe3 > oa 'die. v o $ 201 u u ro > rCi J SLL 2v Hynn mNc mg vmj tw�e r lTaL a > s' QOc uDa>v. y Nv m OJci 41 oUO tO G Lo EyEcU ,c . m me I 1 ° o o no e na w ow H oa oa e m a a= Q o da L Y II,Ft „I;•M N V•M 000co > L oo a M p N O tt '^ �M ----------------- xzu I v �_ •..._ ,il. ;� C7 00 7� � ��1 �• __• m - T ' �N� M g� T\O GI A I A V E r^- I a m N' a� o: ` ape oo Vl A M V M M O r li p U q A V A A o0 A U ro A A a ,_ Qm c•i o� vi ni v vi r v �d r o0�7 N M M N Vl M ^ V1 M — M M �( U CO ^ .r- N rn t � O O o0 0 R 00 v� 00 7 00 O C O O O O O O C C O V B 7 O O O O N O 0 0 0 0 0 o c o o Ij t0 R ttl o VFQ 9c7 a 1 i�► a a F W a o F e 5 r on '•� a! vt o A A O U U o vl q• > z�Q 0.aM w _q u 0 a uion m m u mo w a z .• I M M S ooc oo c o0o c Q •C- b O •�m � q N "L a 0 '� N M y h ►� �n� 6 ` a x e 3 F n S '' F M � � � — tt 9 -�' a F .a F x .;F c a H ^ R F� �10 a. tu N U. N a e>eyy a N aryry e�a�11 N N`� F F OM O O P 8 0 0 0 0' O cn •� � �^ a , � q ^ � M .p N•t n WW�- M rO�11 O�n O n � YL0. � � Ql.., j � Q • • . • om Q it)C, 0 CD • 01 V, CD Ol CD m =000 03 + + + Nw m uj ui CD I C; N to M, r0 m N M' '0 Ir 11 ci Cl) N,6-:Ln • '6 LO M 06 '6V.V. (U Q m CO: 3?co cNo N Cl) Lf! IX?O, !�2 . .fl% LQ . V. 11 In 0 co C3 C)C3 0 c6 v:'— CD(14 00 N co 0 V, CD V) 'u N Cq m tD C� > II I:- ` LO '-d-O al 0077 3 F) Ir T 'V) %0 C, cli LO > (n,.w (U ea :'C5 C5 C; C5 cs d ci;c;C5 cc V >t M: CNO N I �0 0 4 =1 N 1 0 cz C5 6 6t C;c; > C� m (U 10 N C) co 0. II �I > .R F, :j _r_ ly CC -j >' W(A t-00 > 00 r -?VON Ll! IN > < 00 00 CO Ca N Nkn 00 GLx cl 0P. rq 0 O a N m w m X 00 R fl I F eq JAI y 1 U ,� I L ' 00 CO 1 •g O U o] CI U c r l p oa C] cm W co fA co U R1 oa U V � .. oo •^ a� M � r v� � oo o �N H; U O �• V1 V �/1 01 .. 00 00 M 01 � C O C O O C O O O C O O O a ry o c o 0 0 0 0 o d d o o c o d d d U o co R cc v c r TOI � o .. __ � O• N c > I z 7 0. CAM E mpm m m m mum mU W �tl^'U G qT� O N f` O O�� •d 00 -2 O qA c c W W G' —U N CS N N otl C ^ J U' M V�!tMf r ry N N a m X I q m _ •N_• � N � � F � 4 "" F n ,_ 0 0 0 [l � ddad oddd oddd ddo a a J .a a �a � J n yooyu� M rryrry�� ry�1 - I O �j N N N C N N VI< N N V N N V O " a O S6 WF-a A� z m H P � Ic. m z (7 Y t, CD M. C3 (0 + +u u 1+61 + 0 pr: co to m M1 nl y 0%0 CD c6 o6 H N (U O 61 CD N^ 8 VQ rnago U� a�00 0 C3 C)CD C. C5 cs 6 U'ma�-C:) 6 Pr N Ln CD N V-w 00 ell ID OD IN + Un> 00 m N cy, a,cn in 8.COD,mIn au) V.N IM O 6 C5 c;cs C5 0 a CD m 0 E a,CD CD 6 cs d 6 C5 6 6 C5 6� ZCD *0 C, CD ;j 'D 0 0 in 4 cr �00 11 —CA cq 0LM——-------- > ------- 19 2—u 00 00�t �O C4 N 00 CD CD P..O 0 C, 0 0 0� C) c S2 V =1 -1 d CC A N. u Ap-endix C Trip Generation i � 1 � I � I � I 1 1 1 1 1 1 1 1 1 Trip Generation Kagy & 3rd Site Development Full Build-Out Average Weekday A�iPe.tkH4ur- P>Vt C'4 0iiir:' Land UseUnits Enter Exit Total Enter Exit, Total Enter, EYtt Total Single Tenant Office Building (1) 15 87 87 174 43 5 48 9 49 58 Specialty Retail Center (2) 15 333 332 665 49 54 103 42 33 75 ,Supermarket (3) 5 256 255 511 1.0 6 16 27 25 52 Walk-in Bank (4) 5 391 391 782 10 10 20 83 83 166 Totals 1067, 1065 2132 112 -' 75:.' , ,-k87 16I ` 190 = 51 _ 1-1TE 715*-Single Tenant Office Building,Units=1000 Sq.Feet Gross Floor Area,T=Trips Average Weekday Trips Average Rate=44.32 T=44.32(_Y) RZ=*** (50%Entering,50%Exiting) Weekday,A.M.Peak Hour T=1.66(X)+22.94 RZ-0.77 (89%Entering,I I%Exiting) Weekday,P.M.Peak Hour T=1.52(X)+34.88 RZ=0.78 (15%Entering,85%Exiting) 2-TTE 814*-Specialty Retail Center,Units=1000 Sq.Feet Gross Leasable Area,T=Trips Average Weekday Trips Average Rate=11.57 T=1157(X) Rz=*** (50%Entering,50%Exiting) Weekday,A.M.Peak Hour of Generator T=6.84(.Y) RZ=*** (48%Entering,52%Exiting) Average Rate=6.84 Weekday,P.M.Peak Hour of Generator T=5.02(<Y) RZ=*** (56%Entering,44%Exiting) Average Rate=5.02 3-ITE 850*-Supermarket,Units=1000 Sq.Feet Gross Floor Area,T=Trips Average Weekday Trips Average Rate=102.24 T=102.24(X) RZ=*** (50%Entering,50%Exiting) Weekday,Peak Hour of. Adjacent Street Traffic,One z T=3.25(X) R=*** (61%Entering 39%Exiting) Hour Between 7 and 9 a.m. Average Rate=3.25 Weekday,Peak Hour of Adjacent Street Traffic,One z o 0 Hour Between 4 and 6 p.m. T=10.45(Y) R=*** (51/°Entering,49/°Exiting) Average Rate=10.45 4-ITE 911' -Walk-in Bank,Units=1000 Sq.Feet Gross Floor Area,T=Trips Average Weekday Trips Average Rate=156.48 T=156.48(X) R2=*** (50%Entering,50%Exiting) Weekday,A.M.Peak Hour of Adjacent Street Traffic T=4.07(X) RZ=*** (50%Entering,50%Exiting) Average Rate=4.07 Weekday,P.M.Peak Hour of Adjacent Street Traffic T=33.15(X) R2=*** (50%Entering,50%Exiting) Average Rate=33.15 *Source:Trip Generation, 71h Edition, Institute of Transportation Engineers,2003 Fjlndependent variable With One Observation Alternate Mode Trips Kagy & 3rd Site Development Full Build-Out a..; Aver e��WeeWay �J1 PeAllotir PNI Peak Iloiir Land Use Units EInter Exit Total Enter Exit 7otul Enter Exit Total Single Tenant Office Building (1) 15 4 3 7 2 0 2 0 2 2 Specialty Retail Center (2) 15 14 13 27 2 2 4 2 1 3 ,Supermarket (3) 5 10 10 20 1 0 1 1 1 2 Walk-in Bank (4) 5 16 15 31 1 0 1 4 3 7 Totals 4 t 41 $5 G 2 S 7 I.; 1-ITE 715*-Single Tenant Office Building,Units=1000 Sq. Feet Gross Floor Area,T=Trips Average Weekday Trips Average Rate=44.32 T=4%x Trip Generation Rate (50%Entering,50%Exiting) Weekday,A,M.Peak Hour T=4%x Trip Generation Rate (899%Entering,11%Exiting) Weekday,P.M.Peak Hour T=4%x Trip Generation Rate (15%Entering,85%Exiting) 2-ITE 814*-Specialty Retail Center,Units=1000 Sq.Feet Gross Leasable Area,T=Trips Average Weekday Trips Average Rate=11.57 T=4%x Trip Generation Rate (50%Entering,50%Exiting) Weekday,A.M.Peak Hour of Generator T=4%x Trip Generation Rate (48%Entering,52%Exiting) Average Rate=6.84 Weekday,P.M.Peak Hour of Generator T=4%x Trip Generation Rate (56%Entering,44%Exiting) Average Rate=5.02 3-ITE 850*-Supermarket,Units=1000 Sq.Feet Gross Floor Area.T=Trips Average Weekday Trips Average Rare=102.24 T=4%x Trip Generation Rate (50%Entering,50%Exiting) Weekday,Peak Hour of Adjacent Street Traffic,One Hour Between 7 and 9 a.m. T=4%x Trip Generation Rate (61%Entering,39%Exiting) Average Rate=3.25 Weekday,Peak Hour of Adjacent Street Traffic,One Hour Between 4 and 6 p.m. T=4%x Trip Generation Rate (51%Entering,49%Exiting) Average Rate=10.45 4-ITE 911*``-Walk-in Bank,Units=1000 Sq.Feet Gross Floor Area,T=Trips Average Weekday Trips Average Rate=156.48 T=4%x Trip Generation Rate (50%Entering,50%Exiting) Weekday,A.M.Peak Hour of Adjacent Street Traffic T=4%x Trip Generation Rate (50%Entering,50%Exiting) Average Rate=4 07 Weekday,P.M.Peak Hour of Adjacent Street Traffic T=4%x Trip Generation Rate (50%Entering,50%Exiting) Average Rate=33.15 *Source:Trip Generation, 7th Edition, Institute of Transportation Engineers,2003 'Independent Variable With One Observation Pass-By Trips Kagy & 3rd Site Development Full Build-Out r verne Weekdwv A1it1 Peal. flour PNI Peak TTur Land L'se Utitts -Enter- Fait 'Total )Inter Fait Total Entcr 1 xit Total Single Tenant Office Building (1) 15 0 0 0 0 0 0 0 0 0 Specialty Retail Center (2) 15 0 0 0 0 0 0 0 0 0 Supermarket (3) 5 10 9 19 0 0 0 10 9 19 Walk-in Bank (4) 5 0 0 0 0 0 0 0 0 0 Totals 10. 9 19 0 0 <, : , 10 9 19 1-ITE 715*-Single Tenant Office Building,Units=1000 Sq.Feet Gross Floor Area,T=Trips Average Weekday Trips Average Rate=44.32 T=0 (50%Entering,50%Exiting) Weekday,A.M.Peak Hour T=0 (89%Entering,11%Exiting) Weekday,P.M.Peak Hour T=0 (15%Entering,85%Exiting) 2-ITE 814*-Specialty Retail Center,Units=1000 Sq.Feet Gross Leasable Area,T=Trips Average Weekday Trips Average Rate=11.57 T=0 (50%Entering,50%Exiting) Weekday,A.M.Peak Hour of Generator T=0 (48%Entering,52%Exiting) Average Rate=&84 Weekday,P.M.Peak Hour of Generator T=0 (56%Entering,44%Exiting) Average Rate=5.02 3-ITE 850*-Supermarket,Units=1000 Sq.Feet Gross Floor Area,T=Trips Average Weekday Trips Average Rate=102.24 P.M.Pass-By Rates (50%Entering,50%Exiting) Weekday,Peak Hour of Adjacent Street Traffic,One o 0 Hour Between 7 and 9 a.m. T=0 (61/o Entering 39/°Exiting) Average Rate=3.2S Weekday,Peak Hour of Adjacent Street Traffic,One Hour Between 4 and 6 p.m. T=36%x Trip Generation Rate (51%Entering,49"/o Exiting) Average Rate—10.45 4-ITE 911*'`-Walk-in Bank,Units=1000 Sq.Feet Gross Floor Area,T=Trips Average Weekday Trips Average Rate=1 S6.48 T=0 (50%Entering,M%Exiting) Weekday,A.M.Peak Hour of Adjacent Street Traffic T=0 (50%Entering,50%Exiting) Average Rate=4.07 Weekday,P.M.Peak Hour of Adjacent Street Traffic T=0 (50%Entering,50%Exiting) Average Rate=33.15 *Source:Trip Generation, 7th Edition, Institute of Transportation Engineers,2003 Independent Variable With One Observation Internal Capture Trips Kagy & 3rd Site Development Full Build-Out .Average Weekday \1I I'caA}lour PSI Peak Hour Land L.Se <.t.ft Enter Exit T'o[al Enter_ Exit Total Enter Exit Total Single Tenant Office Building (1) 15 20 25 45 0 0 0 2 2 4 Specialty Retail Center (2) 15 98 91 189 0 0 0 7 7 14 Supermarket (3) 5 92 87 179 0 0 0 6 7 13 Walk-in Bank (4) 5 19 25 45 0 0 0 1 2 2 4 Totals 229 229 ,, 458 Il 11 1) 17 1 3S°:< 1-]TE 715*-Single Tenant Office Building,Units=1000 Sq.Feet Gross Floor Area,T=Trips 2-ITE 814*-Specialty Retail Center,Units=1000 Sq.Feet Gross Leasable Area,T=Trips 3-ITE 850*-Supermarket,Units=1000 Sq.Feet Gross Floor Area,T=Trips 4-ITE 911*Fb-Walk-in Bank,Units=1000 Sq.Feet Gross Floor Area,T=Trips *Source:Trip Generation, 7th Edition, Institute of Transportation Engineers,2003 Independent Variable With One Observation Trip Generation Kagy & 3rd Site Development Full Build-Out Average Weekday :\�l Peak flour PM Peak flour Land Use Units :Enter Exit Total Inter.'_ ;:;Exit Totat Enter Exit Total Single Tenant Office ,Building (1) 15 63 59 122 41 5 46 7 45 52 Specialty Retail Center (2) 15 221 228 449 47 52 99 33 25 58 Supermarket (3) 5 144 149 293 9 6 15 10 9 18 Walk-in Bunk (4) 5 356 351 706 9 10 19 77 78 155 Totals i+ . 784 786 1:i70 106 73> 171) 1 i27 15 2t33' 1:ICE 715*-Single Tenant Office Building,Units=1000 Sq.Feet Gross Floor Area,T=Trips 2-ITE 814*-Specialty Retail Center,Units=1000 Sq.Feet Gross Leasable Area,T=Trips 3-1TE 850*-Supermarket,Units=1000 Sq.Feet Gross Floor Area,T=Trips 4-I]'E 911*F'-Walk-in Bank,Units=1000 Sq.Feet Gross Floor Area,T=Trips *Source:Trip Generation, 7th Edition, Institute of Transportation Engineers,2003 Independent Variable With One Observation e o 2 w E 5 LY L = � o ay X M V FC 00 lk.Z r o A pa A e c, P G7 R O CIScc C\ a O G CII G1 - 00 ~ O N 'I- O oo oo N N `� > .0 F v G, M inO O G\ V] rn ate+ •--� T• N cpp L oo v W M M v] cn^ ,d _ cn M r 0 ( y 7aWF Aa A � M Li LI W �J u v cn FI a a [j M N C 0 O E a E /� cn M r r A iC A 9 M `1 14 N N `n C I F� d U L � � U v U A A o Iq N x A A R d sa 3 n u q O W s cn �a cc N Z = C C O C op C O W m 9 �Wj fA q e v A OD Q � 1 N FBI N t� r.; �`1 Aj�j N N 7 V' � r.l eCi u a W �+ E a E a op A z r N �� o M E � m N o .ov 't oo C y � � Mu � eGa GD E u. In Lne pa A o � � N � N u oro � � A Nr l �L Ncn W N pp WU C cc W r 0 U `n in v) ~ O En F O H N N in o q3 d C N FI c`] 7 v S E c E r E bt >, u N r w « W w �' cd O E o A C E w E yy o v O C cr E N o R w m N `o cq f l N F (,. E cz � v P cs r Y^ N N 7 o F V r r in • C_C an GO M M M ++ gz� tki � tOi d q .F w •o N W /'4o N O W V N H 7 co [- N `� O W E O Ic ra r R F Ir. r.l M A W �7 C u C. 00 W A m A ti t� U " cl M Z z E u E •O •l7 a '� N A N Cl) in ocn 3 W m as o"a ca Z ,5 W 41.1 L m N i o W O IsIn [ CQ F�1 C M `� M N M •" + A M N ZJ l- .. z a tib � w � E � � z AAA IV E r o M E n GZ,i y r 7 �n M `-' N v N �--� to V ~ 4• W N N H ( r di _ E r E R A Gq A s rA mo r � cc r M M �oC }' l` `a N A r Ln M U z qj ON m O ] 0 N N v`yi p _ 7Q 0 CA v ti C� r A a 00 A C F N N o, Y y E ., E f �� , : �� FYI I� '--/ ' ��. i I� r '� � Appendix D Capacity Calculations - Background + Site with Full Access on South 3rd Avenue i � a � m w Q O O N C O O N •- ly o L � • 7 C c V o yr E + r ( i N b C v m b O J U 0 u O O _ <D O < c in V •- �t � O O F` c7 p m U In Q S V O 7 L A L In 1 O N O pp a Q. J o y a a o m J N= > o of v o rn rn >o c o y °O -4 n. `� O N <t 41 v 41 s 0 O na o o z rnat: � o O �`c � - lb a c v N O g N H N 0 N .� n: H '1 O 'It p O Z 0 O N Q 'V a C w Z w q ~ �Ca Yam in - acoo- o, I-o.tc , W J y e° o vl o Q I I A (e m H Z N J <r 0 0 0 o a w Q - 10 C w nl al IL .0 c o Q� a C @ LL w ILL _ Z L .� � Y O w sLI-= L aLL = t �cr,' L > b W Y j y C L U 01 T d C L O (0 >, w N N C) v T (n N w N C G LL a > O N C J 7 L N (] in w a 4 rn w 3 u� @ a m ° U L N Q N C ? O O = F C �° E C M L C C _ w 7 O J p N a N w 0 d w z a C G f0 7 t0 N w w=u' C C Q OS W 7 01 d O L > 7 N N E E >L d O L u Q E E L w w v O L w _ o E v o- o 0 0 = � a 7 m E `o U c `c m c E 7 m t E E (n U c = `-° o. > c O> E o n a .T m o d a w w w 1- (� o o o w o d v w I- m it d n o m o ,o o p n n o au, �. > �< a=tea _, � � aT > a a �_ x o J > r� U O m m M N n O IN U ti V, Er p k N O O N a IN amD O t � O O •- 6 Q IN In 7 `mN m c + m Ll pN b t Q m O w O of m m o m � `w [p v �,,: F-gym a o � � F- n,m M o 0 2 o rn O txi N N 10 0 3 O O O h eryp O J N ? O m L h } U N O � N O O I� O J m m m O p � y a I m 0 ' 'oo E O C y u N (n Q. m N Z 2 N u�f 2 Cl fi N m C, I O p O) 2 �h K� M O 0 0 N O Z U � a m o } N r m ry L.0 F ai O Q. Z jM O •t ^ o J D V m �, O O Q I I 7 a W O J N O O O 9 � Z N u F v V7 I N �.� m N O O O j m m ti w I u] 7 j n I+ m m N h O m � N y "O d M J ^ 0 0 �- Q O ao N Q J W N(A W L � C If C 9 O a C n O a0 a c m LL la m O d 2 a s w w U3 > v m S -��- > L J ar v >, C C O O u L ro a N c: Q ; d a 1 0 w d ` N T M d L LT V O '� 7 pl �0 w O o o F= w m = vl w w n w d E w J o _U d N O V , .>... J O 2 T C �0 V > O = n w C 01 L C C L 7 w cr w O IL H C E q`, O lL U w O w w S N u m E ?' ca m L a v, d N E E >, c c 10 t �, 7 m E () L N d a C O N w '_ > 7 tp 7 L ` V C C N C T 7 j E. V Oi (� U C C 0. > C > E \ C (n O O` .T N d 0 O w O w q� w F O O n O o d O w d w F- (0 O d p 0 07 m 10 Q n n n 111 > i a 2 rL K J a a 2 a s LL a' J 0 4 J > U N 3 Q li O CS O O C. m in IN N D v U J O p p N m M N G p c c 0 — u Z O m o a Z an. G: J ry O^j N G J uI W 7 (V m O y t O - 'w V l0 t j y E c c a0 c$ y a m U > Q C V Q + O N N !0 ) O rc; r Z y v 't o O O 1n Z(n n J N 7 nj U VEi O O N EL p j v F C N O 1 V r� ffpp o r` � ~ U N I .n ]p H p GS p p 0 7' an O i0 M O C 'O V J N p 0 ^ I 271 F IJ N N T n m n N �a4 r E H ti W ej 0 0- u7 S J,n O O h J j O w r O O OCIS p ¢ I N c$LL' a v W a O c m o H ' m 2 w y L " E1 cx m N Ilx t a.a: t G L C cU O Q N d' O C c L E N(/J 4 �L IL N 0 .N M 2' C Ul T N N Ur m c 9 N 3 m o N N d N 4 d 0, O lL x N C Ln fE�pp QCi 0 O S C� n C N t C C 0 L L N t N 2 c C Q m O t .>., O O c 7 °c i E Y-'' m m y o U °' o v V v o 0 0 Q N L N n 0 O N O W N d H ry O c O O U, O OJ y N F N 0 N p 0 c .>. 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I R U O [i 'n o O n a a rn V _, f a a u� ----- . x N U •�,Nr ' 0 O I O q r/1 m�: U q q w q m q U U oa � V N U L Vt vl oo 7 Q.v 7 N 7 M N 00 M a d d I b M y w - B Vl,0 O C O C O O 0 0 0 I G O Ci •� " o o �' o 0 o cl o g t o S o -N-1 o o •--- ¢ w 3• z I � u �? I • � O w o e_« a E+ a o 0 U C 1 G M 1, N OLL C7 O; 1 U 0. UDA Uwp mllzulu m 3 vy J M1 _ ry N c y� co�q , ; _ _ dddtl C 000 CQ•o Od U N I v -U g O O C N J N O /y!V! N Ilc O C O 6 OO 0.C O 0 0 0 0 0 0 0 V Q J J J .1 J h a •+ J�M n v I w i d O •� .' J J N M1 8 o I 6 p M N 6 o co vi ` nl a ................. — - I�I N $ m 'N .a. Ob ✓a r oo a n ml q I F _ 7 G1 c] m W FO U I rl: rn Q Q v; O 1� Oi b N N V�i cM+t UI b 0 0 0 0 0 0 O O O O O O C j O O OM , C C C O O O C O O O C C G C O O ¢ w• — 3 � C0 '� u �q m mt q o+ l — CC p, m m M ^� �. � oa C o d z ¢ E TqM — E m wo mmm Inuci ww w � 4�i cn aN� E aax 3FaFMv ' � o_ o � � +Fa �tx 1FFC �� E N N N �� cs .65 00 oo J o U E d ^ O .1 a - « t � W a M M N p l x u r < to Q,N N Vll ITN �� M TO u pp N u-u �I tt Q O Lq 0.l R] q w p] W Q Q Q Q R1 V a T O\ 1p N C G O O O O O C O C O O G3�j O G O p O O O C O G O O WWa C � o F Ci Q W V 1 ">wI h N c 71 Ip�1 U c�A T C h FN o E— wwm mow wa< Qa W x ^ xm _ _ C . C N 6 r-1 a {< — p o 0 000 odo 00 FNI L xxx � FP ? Fm oo v H �a =Fx aFx IT J W "U CI (� N� J CNi N ^ J m 1 H m M m m m M �ij F F F 0 xaa ^ xm > ^ ^ - d C C O G O O O O O O O U J 7O r p1 roro cmq ��qq o a > F a � t Q OCO� N M N Al > LO ------------ N TM o d ¢ ¢ a ¢ ¢ °a ca ¢ ( m m W ¢ N U� �tl m o0 00 �n �O �D O�ou T �N v> O Vl 11 v1 [n'O + O — — b ttl�y _ O Ewa > •� U « N a „ ¢ 1-1 m — + a 8 ^ U. G O O — q . z �a , so — JMm N w ¢a¢ ¢ad mma mm W a b 00 h b <O P O M c�l .7 M cn M O G M ^ o I J " 'P* NkN W.•�U N lV N f� J .M. � ^ ,-1 M � �p�O b b b� P h h n I O O C O C C O O O O m O ci M O O Q • '-• Ci � O Vi b .Mi P m m�V M P L u oP0 r m h N•O" C m ^ aa (a. O ^ b �m 0 W Fin, m d Z f a Y Q a a U C a v, a 3 Z T o y cw 3 z y� N 1� �. j ; , � � �: , . 4 � ��' .�; �, . --� . r �� , �... r � a N T O Irrj I 0 0 N m 0 O O O p p V, m c Q ul O m * y U D N v W v ¢ o 0 0, o v Z o oa r? -° n >� aG 5 loo m T N rn v U NN a iq S p } g� � Q = O V N", O O o i 1 o j E L S 'o toc m ra o N COdd- u)o cJI.p. o O c a o 0 O c Z n r U o a O i c v cn ° o o o c } o o v ti O n p p r b k 5 7 W a O er7 � tal (n E tv n o N J o 0 0 o r J rn m o 0 o t O O > t I I � a C p i J Q J o I c "allp z v v Z C O E N V m u-d' W Z 41 L L G f4 O C N y LL z .V Q.= cr N p C C rO m m `O m : V a - y N > 7>. t0 > L v J O m N N N LL OJ o > >-� o a rn c I N > m- N u o LL S m o S C7 a d cLi m o a d o u 01 c 0' > %I Z ` V E_ >. y t y vI w E ? >.t c p t m o E U L -'' Q o No o f c 7y m N N N a .L o > >Y `_ U U m O m s p N U m iR I� N m a m m d c o ni c o v d m o 'o wo' N avi H o m c o N L c c a > c v E o c 4 n a �aS_a n r g oa �?a a c- ° o a 5 U a N O N ] v O O a C ` o O 4 N mto � w m rn o v Z o O q cq [u TM M a P o Cp p 'o cD � o v o to to > Nv O c n a o o 2 d � tea! rn o oll -� o: rn o 0 00 c o 0 0 0 O c m r U EE IL O N c v o � c } 0 r N~ ^Q O N F- .- a0 H o � O O Z O O V T ^ O O N ¢ U W Z O 7 y E o n I I t u cl 'v a r it o N O p J Z a v � C c _ p ro y Co f0 o s «N d LL S r, tL L « L > N o C p „j 01 O 12 O d m .u a 9 a a N 3 U N T N C V N "-.. U v J '� OI T 2 C F _E c O p 2ti� c>a N .NLLC > v o N c t m a d o n N c m 3 a n m v7 �i N 3 Cd C ULU>tm~y ONO Nm OfU d'N a V ] O S ~ C N S F > N Z-fL o O =a oC L L mO mQ dLu Cm EyZL O JLOyCN ! > oc a J N J V (n U C C p > C > E o C p p N o a o N a fJ m O O O a O d N y N H Ip O n O Q n 6 n (7 o w f_> a 2?a J U 7 a s? a a J ( o J U i rn U J Q a I 'l 6�:I I f Appendix E Capacity Calculations — Buckground + Site with Restricted Access on South 3rd Avencce a N 8 o'r ma � o m oo � w W o 00 C \ = O 7 m In h N m _ E + C L J u7 Ci 0 N \ N q C C C o o o,1� o - N d LVVi O~ a o a $ f� j J O f7 O ? oo n V1 c ° Q p I J U (0 co O > J h a � o v, O c ? z o o o � rn � �m p p Y x C ID O O p O !n C 1= Z In r J N O O N U U E IL O $ c U7 ^ c ~ a 'Qrn o .Cm ~ oIT o 0 oZ o o ch coo 0 Q Q ° cif o o rn o o °p cQ c a w z y c 0 0, C Z m O a > � cu O N Q J w ld $ m LL m o co x LL a x m C 'V a'x = a Z G cr C a C � ,Z^ m ° c E o v a o d a o ro o y Z m 0 u y nroc ? r- c`S N a�i c LTi N �, a m m o'er m' U E E c U D r ii iS m ii 2 > ° O N c > - m p h C ` c/1 y a 2 N ro a a a a J o U'[~ a :n ° c 'm a w p a a d N a o tti _ r m m (n a Q m c U u a o r > v '= T L c N L w rn a E a x r p`c, ycy v L w 'o - N E U n o N N r N a N 'Q N a = > J N ]L U Z, U C C N C > ]L N U C O A a > C > \ C � p p a N a N 0 D a O d a a F N O ° O a 0 a a a N H N O m n 0 N U rn o Q a s n U U a w = a x? 2 U : g, a x ._ a s u 0 p v � � > c� � r) _, � N N N L l0 M O N N OJ N p cu C 0 E + O L J 0 0 0 m \ N C L C o N c m 12 a, Q O y�i Obi((�,,� ?.U V � N � r0 j J O 'UI o } O N O) R OO N O O O m 0 Oe- Q' C N CI N O n T+ N N Q C c mF L o C cn C c aNi o .a m U > J p g o } = o N o O E u N °na n z u F Y c9 m � �o o oa v x 'ua ao j C O (n 7._ y 2(-I) n J N O O N U U l E IL O c � O 0 C a � � In 0 HN.T c, p L w I- om O O p Z 0 0 ^ N +�} w N Q N O L J 0 O Oco cc O Q 7 " E w O a N N O O p Z � � m u c ti w h m S 7 'n O Q. a m y m `D a, N w Q 9 w 16 C c o O v cnN o S2 gNi 'z� t r w O c x N d G 2 t a; x L c c w 75 > oyc E Sm °1 oai w Cl a _ N G O Z'7 1U '> N C `- U N �. �j `� 10 C 1�{i� = > C E a O O l0 2 > N 4 O L N i2' > V N N c. m O N >` n o o FE Cv M� c > a 'v O L w u 3 a° a w 'm a m O w U d o y 4 y y > o w 2 F. c f0 E ? a 3 s C7 n c N ° L c c y L L m d m `di u N E a 2 T�w c c m e u,a E T T^ p L E U O a N rn m L > N c V v U c y c > t u �' in U c n n > c > \ c f7 p `a (7 r aw O � 5 °dxo�a a �U � �� °a2�G R i Q n V u m U -, n n n V x u E V)C,N "vl rn N L O Q M iI� r M . a t a� 1 � i 1•�•11 N � ^ y s QT i I ul-1"i C Td-- Qv>p U Q Q P V N m N m X 'o U M��OFOC � + o RmOQl� ephNvQo 1 i#F-NO7 - a LHj S O � SNCa o • IL • U a � mea ^ F� C1171 U U o Clm U O F7 q < z c, w Uo❑ uw0 wQu wQ w •any � � N � rn C m 1= —— m � v a Z H n 3 F 'i d; �° N�D� M Gl Vl r_ .1.O 0 6 G o 0 C O (A V N R oN •� M Q E a' P' f� 3 F a ry 11N d N N o '� N (_I PIN � F.� O ^ H Mm000 O. � OtiOp 000�0 OOOC 000 � N V Y d0' C O d• L v O q�p v�x m� ^ y ry � L � Q � a � Q F� Q F Q H a � �• I�o � M 6 o w j o v b 6 � a . . . . •• ]Q�4 000N _EI00 —4N 0 N #1 e� O G fA m i � G I � v p d w m m m m m u m u1 p U a v U +O - C O j S O N G O g 0 S'O .~ O S 1 ON b O Q O• OO O OO O O O C O C C O C O C O N o 00 wC N ((]] ((11 C mHwv as as x as a as e • U 'C v I $O o� a dwml mraw mum' m0 W r �n n oe o � F `• F m P � F M � O O O - Ll �h r � NO� ~� V �TTIOc - Vl M O Z M o r 5 V p N N u v 9 .7Fc' -]HP4 JEms.. 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J U U c c w w N `o v E Y r. j L y v,N E ?•� ,� y v ° L vJ 4) o E V r Q o m m � 'n O c c m > > �r a rn O c =° n i . m E o c rn o 0 V` O atL >�:_� °n-2:� � ICJ =J � °C S?d CL ta'�. � U O ¢ + [i .�i, (°� Q m J 'O C ro C C O m I I O C O U c D m v t0 c � W Qp N N d.f)F l>OOi O '-}-. O -O .- H OOi 0 7 Z 0 O c O V U 0 s r�O O O O C7 co c U) b C } a LO O O O aCOO •) J o) O O O `-' J C� O O O O w ^ 0 0 O o Q rL . O r, J 0 O C u V Ol VI (/I a O 41 F' U V C 10 O O U e a ° 0 y m t N~ ` O 1 N Q o 3 Z ° o 11 y �x c z CH - O C C 7 � 00 O O O = hW— r n ¢ ya 1 O O C Z Q J to! 3 hJ Q � V Z a C O C u 0 W o c° N ly N d � U z � N E p c c� `m o _ CL c L o 0 6j a C, p c Cq w o > >LL 3 m w ip a1 LL O.aOO1 iNu ca) '>LN yf y �y L N_ F�ry-U�c �Nc U.�LW" �E C>y 'E xaoG LLx a=iNNV s-.Lm`° i¢on a L°°n0 yCo oCm L� v E E Vm pLO LO0) 0 o0aaT > 0 a o a) r m F- o °>5 t � oB9•�n o c> nri Appendix F Traffic Signal Warrant Analysis TRAFFIC SIGNAL WARRANT EVALUATION SUMMARY W Analyst Tom Eastwood Y Intersection: Kagy Boulevard& Agency/Company: Engineering,Inc, South 7th Avenue Date Performed: 11/21/2006 jurisdiction: City of Bozeman/MDT Analysis Case: Edsting Conditions Project Number: BOZ06058 Major Street: Kagy Boulevard Direction (N-S or E-%N,�: E-%V roject Description: Kagy&3rd Site Development Minor Street 1: South 7th Avenue Direction(.LN-S or E-�N�: N-S ,Total#of Approaches: 4 Major Street SEeed Limit: 35 =h Nlax1\1ajor Street 85th%Spced: 35 =h Description Warrant Met? Warrant 1: Eight-Hour Vehicular Volume No Warrant 2: Four-Hour Vehicular Volume No Warrant 3: Peak Hour No Warrant 6: Coordinated Signal System No Warrant 8: Roadway Network No Total Number of Warrants Met: 0 'gal U1,1 BILLINGS BOZEMAN TRAFFIC SIGNAL WARRANT EVALUATION Genct•:,I lnfurni lit rl Analyst: Tom Eastwood Intersection: Kagy.Boulevard& Agency/Company: Engineering,Inc. South 7th Avenue Date Performed: 11/21/2006jurisdiction: City of Bozeman/i',fDT Analvsis Case: Existing Conditions Project Number: BOZ_06058 Major Street: Kagy Boulevard Direction(N-S or E-W): E-W Project Description: Kagy&3rd Site Development Minor Street 1: South 7th Avenue Direction(N-S or E-W): N-S Total#of Approaches: 4 Major Street S eed Limit: 35 mph Max Major Street 85th%S eed: 35 mph et(�rmination of the Ntimber ofRi�irt-'Airns't«y t�e7ude in the T .tt`siS _1 RT Lane RT RT Lane RT Approach AM Capacity/ Included PM Capacity/ Included Kagy Boulevard EB 22 769 0 4 1062 0 Kagy Boulevard WI 104 1151 0 32 809 0 South 7th Avenue NB 3 71 1 0 41 138 10 South,7th_A-enue S13 27 377 1 0 101 586 1 �i 1.Lane capacity is determined from unsignalized intersection capacity calculations and is given in units of vehicles per hour(vph). r Included Right Turns = Right Turns- (Lane Capacity x 0.85) Esi4Wf6d;,*f 60 Apptoach AM Peak Hour PM Peak Hour EAD'I'Z Kagy Boulevard EB 502 744 6465 Kagy Boulevard WB 672 428 5771 .S-.oudl Tth Avenue NB 3 33 305 South 7rh A,renue'5I3 1 13 1 65 563 Suit 11"4 EADT is based on the assumption that the peak hour volume is 10%of the ADT.Therefore,the EADT shown above is the weighted average of the estimated ADT's from the ANI and PINI peak hours. EADT = 10(AM 2 +PM 2 AM +PM Ip WOO �T Approach Lanes Major 1 Community Less Than 10,000 Population or N Minor 1 Seeds Above 40 mph on Major Street?(Si or N) Condition A- Minimum Vehicular Volume Number of Lanes for Vehicles Per Day on Higher-Volume IV Ov ng I lank Vehicles Per Day on Major Street Mirior Street Approach on Each Approach (Total of Both Approaches) One Direction Only) Major Street Minor Street 100% 70% imL 7 1.............. I.............. 8,350 5,850 2,500 1,750 2 or more.... 1.............. 10,000 7,000 2,500 1,750 2 or more.... 2 or more..., 10,000 7,000 3,350 2,350 1.............. 2 or more.... 8,350 1 5,850 3,350 2,350 6%of the above ADT volumes is equal to the MUTCD vehicles per hour( h). Note:To be used only for NEW INTERSECTIONS or other locations where it is not reasonable to count actual traffic volumes. Max Minor 563 2500 Warrant I.Slajor 12236 8350 Street Warrant Condition A roach Minimum Totals Ylinimum- A Satisfied E Kagy-Boulevard_South-7th-.Avenue_Warrant Analysis-Estimated ADT PaKe 2 of 5 Condition B - Interruption of Continuous Traffic Number of Lanes for Vehicles Per Day on Higher-Volume Moving Traffic Vehicles Per Day on Major Street Minor Street approach on Each Approach (Total of Both Approaches) (One Direction Only) \Major Street Minor Street 1000,10 70% 1000,/0 70% 1.............. 1............., 12,500 8,750 1,250 900 2 or more.... 1.............. 15,000 10,500 1,250 900 2 or more.... 2 or more.... 15,000 10,500 1,700 1,200 1.............. 2 or more.. 12,500 8,750 1,700 1,200 6% (Eighth-Highest Hour) of the above ADT volumes is e ual to the 11UTCD vehicles per hour(vph). Note:To be used only for NEVV INTERSECTIONS or other locations where it is not reasonable to count actual traffic volumes. .Max Minor Warrant [Major Strcet Warrant Condition 563 1250 12236 12500 No Approach Minimum Totals :Minimum A Satisfied Warrant 1 - Minimum Criteria Met? No Notes/Comments: 7Lane7s ApproachMajor 1Community Less Than 10,000 Population or N Minor 1Speeds Above 40 mph on Major Street?(Y or N) Approach EADT 4th Highest Hourly Volume(VPH)3 Kagy Boulevard EB 6465 533 Kagy Boulevard WB 5771 476 South 7th Avenue NB 305 25 South 7th Avenue SB 563 46 s� -f 'tiC`strCCl•1'r3ttlis;�-� t. .sys-Y 12236 ib1ax t� inat 'L nia $'- :563 Total Entgi Volume ' 131Q4 r "`y,"10 , ' .N, '•y - 3.The 4th Highest Hourly Volumes is based on the assumption that it is approximately 8.25%of the EADT. 4-HHV= EADT x 8.25% (vph) 4th Highest Hourly Volume Warrant Minimum Volumes (vph) v h 100% 70% Major Street Totals 1009 1 - - Max Minor proach 46 1 70 N/AWarrant 2 - Minimum Criteria Met? No Notes/Comments: mmumma Ka#n!-Boule�-ard_South-7th Arenue_Warrant Analysis-Estimated ADT Paae 3 of 5 M1NNW �Y s�tV{b`t!' t� 5vs '•r Approach Lanes Major 1 Community Less Than 10,000 Population or N Minor :1 Speeds above 40 mph on 1\[ajor Street?(� or�I) Condition A.1 -Stopped Time Delay on Minor-Street Approach Total Peak Hour Stopped Delay Warrant Minimum on'Minor-Strect-Appfoach StoppedDC12V 4.5 \'eh-Hrs 4 Veh-Hrs Warrant 3-Condition A.1 Minimum Criteria Met? Yes Condition A.2 -Vehicular Volume on Minor-Street Approach Peak Dour Vehicular Volume Warrant Minimum on Alinor-StreetApproach Vehicular Volume 65 1 vPH 100 Z'PH Warrant 3 - Condition A.2 Minimum Criteria Met? No Condition A.3-Total Entering Volume Total Number of Approaches Total Peale Hour Eniertng Warrant Afinimum at Intersection Volume at Intersection (4PH) Stopp ed Dclay 4 1277 XTH Warrant 3-Condition A.3 Minimum Criteria Met? Yes Warrant 3 - Condition A Minimum Criteria Met? No Condition B - Vehicular Volumes on Both Approaches: Peak Hour Volume Warrant Minimum Volumes (vph) (yPli) 10011 ZO% Major Street Torals 1172 1 - = Nlax Minor Approach 65 1 159 N/A Warrant 3 - Condition B Minimum Criteria Met? No Warrant 3 - Minimum Criteria Met? No Notes/Comments: Is the major street traffic flow: (Enter 1 or 2) Are the adjacent traffic control signals so far apart (1) one-way or primarily in one-direction 1 that they do not provide the necessary degree of N (2) two-way vehicular platooning?(Y or N) Warrant 6 - Condition A Minimum Criteria Met? No Condition B -Two-Way Street and Progressive Operation Proposed and adjacent traffic signals will collectively Resulting spacing of traffic control 1,370 feet Provide for a rogressive operation?� or.V siK'rils� Warrant 6 -Condition B Minimum Criteria Met? N/A Warrant 6 - Minimum Criteria Met? No Notes/Comments: Kavv-Boulevard South-7th-Avenue_Warrant Analvsis-Estimated ADT Page 4 of 5 Definition of a Major route *� Do two or more intersecting routes have at least one or more of the following characteristics? No A_ Part of the street or highway system that serves as the principal roadway network for through traffic floe; (Y or N) B. It includes rural or suburban highways outside,entering,or traversing a City;(Y or N� N C. It appears as a major route on an official plan,such as a major street plan in an urban area traffic N and transportation study. (Y or N) Condition A- Average Weekday Existing, and Projected 5-Year,Total Entering Volumes Total Peak Hour Filtering Warrant Afinimum Does the intersection have 5 }e u Volume at Intersection Volume at Intersectioil projected tniffic volumes that meet No one or more of Warrants 1,2,or 5 1270 \TH IUUU ATE I duruig an average weekday% Warrant 8 - Condition A Minimum Criteria Met? No Condition B - Nonnormal Business Day (Saturday or Sunday) Existing, or Immediately Projected, Five-Dour Total Entering Volumes Does the intersection have a total existing,or immediately projected,entering volume of at least 1,000 N vehicles per hour for each of any 5 hours of a nonnormal business day? (Y or N) Warrant 8 - Condition B Minimum Criteria Met? No Warrant 8 - Minimum Criteria Mete No NO 4 BILU GS BOZEMAN Kam,-Boulez and_South-7th-Avenue_Warrant Analysis-Estimated ADT Pai*e 5 of 5 16 Appendix G Single Channel Queue Calculations � i SINGLE-CHANNEL QUEUE CALCULATION (M/M/N QUEUING) w= FOR: Kagy&3rd Site Development-Kagy Boulevard Access BY: Engineering, Inc. DATE: 1/10/2007 TEE INPUT DATA FOR PEAK HOUR: Number of Vehicles Arriving, A= 73 Vehicles/Hr. Average Service Time, t= 0.282 Minutes Number of Departure Channels,N= 1 CALCULATED PARAMETERS: Arrival Rate(Lambda), X=A/60= 1.22 Veh/Min Service Rate(Mu), µ= 1/t= 3.55 Veh/Min Utilization Factor, X/µ(Lambda/Mu)= 0.34 (must be<1.0) Probability of Number of Vehicles in System, P(0)= 0.66 PROBABILITY TABLES: P(X=n) P(X<=n) P( 0 ) 65.73% 65.73% P( 1 ) 22.53% 88.26% P( 2 ) 7.72% 95.98% P( 3 ) 2.65% 98.62% P( 4 ) 0.91% 99.53% P( 5 ) 0.31% 99.84% P( 6 ) 0.11% 99.94% P( 7 ) 0.04% 99.98% P( 8 ) 0.01% 99.99% P( 9 ) 0.00% 100.00% P( 10 ) 0.00% 100.00% P( 11 ) 0.00% 100.00% P( 12 ) 0.00% 100.00% P( 13 ) 0.00% 100.00% P( 14 ) 0.00% 100.00% P( 15 ) 0.00% 100.00% RESULTS: Average Length of Queue= 0.98 Vehicles Average Time Waiting in System= 0.15 Minutes Average Time Spent in System= 0.43 Minutes Maximum Vehicles in System (95% Confidence)= 2 Vehicles STORAGE LENGTHS: Minimum Design= 40 Feet (20' design vehicle length) Ideal Design= 50 Feet (25'design vehicle length) SINGLE-CHANNEL QUEUE CALCULATION(M/M/N QUEUING) FOR: Kagy& 3rd Site Development-Kagy Boulevard Access BY: Engineering, Inc. DATE: 1/10/2007 TEE INPUT DATA FOR PEAK HOUR: Number of Vehicles Arriving,A= 125 Vehicles/Hr. Average Service Time, t= 0.317 Minutes Number of Departure Channels, N= 1 CALCULATED PARAMETERS: Arrival Rate (Lambda), a,=A/60= 2.08 Veh/Min Service Rate(Mu), µ= 1/t= 3.16 Veh/Min Utilization Factor, k/µ(Lambda/Mu)= 0.66 (must be<1.0) Probability of Number of Vehicles in System, P(0)= 0.34 PROBABILITY TABLES: P(X=n) P(X<=n) P( 0 ) 34.03% 34.03% P( 1 ) 22.45% 56.48% P( 2 ) 14.81% 71.29% P( 3 ) 9.77% 81.06% P( 4 ) 6.45% 87.50% P( 5 ) 4.25% 91.76% P( 6 ) 2.81% 94.56% P( 7 ) 1.85% 96.41% P( 8 ) 1.22% 97.63% P( 9 ) 0.81% 98.44% P( 10 ) 0.53% 98.97% P( 11 ) 0.35% 99.32% P( 12 ) 0.23% 99.55% P( 13 ) 0.15% 99.70% P( 14 ) 0.10% 99.80% P( 15 ) 0.07% 99.87% RESULTS: Average Length of Queue= 7.08 Vehicles Average Time Waiting in System= 0.61 Minutes Average Time Spent in System= 0.93 Minutes Maximum Vehicles in System(95% Confidence)= 6 Vehicles STORAGE LENGTHS: Minimum Design= 120 Feet (20' design vehicle length) Ideal Design= 150 Feet (25'design vehicle length) SINGLE-CHANNEL QUEUE CALCULATION(M/M/N QUEUING) FOR: Kagy& 3rd Site Development- South 3rd Avenue Access BY: Engineering, Inc. DATE: 1/10/2007 TEE INPUT DATA FOR PEAK HOUR: r Number of Vehicles Arriving, A= 73 Vehicles/Hr. 1 Average Service Time, t= 0.325 Minutes Number of Departure Channels, N= 1 CALCULATED PARAMETERS: Arrival Rate (Lambda), X=A/60= 1.22 Veh/Min Service Rate(Mu), [I= 1/t= 3.08 Veh/Min Utilization Factor, X/µ(Lambda/Mu)= 0.40 (must be<1.0) Probability of Number of Vehicles in System, P(0)= 0.60 fPROBABILITY TABLES: P(X=n) P(X<=n) P( 0 ) 60.46% 60.46% P( 1 ) 23.91% 84.36% P( 2 ) 9.45% 93.82% P( 3 ) 3.74% 97.56% P( 4 ) 1.48% 99.03% P( 5 ) 0.58% 99.62% P( 6 ) 0.23% 99.85% P( 7 ) 0.09% 99.94% P( 8 ) 0.04% 99.98% P( 9 ) 0.01% 99.99% P( 10 ) 0.01% 100.00% P( 11 ) 0.00% 100.00% P( 12 ) 0.00% 100.00% P( 13 ) 0.00% 100.00% P( 14 ) 0.00% 100.00% P( 15 > 0.00% 100,00% RESULTS: Average Length of Queue= 1.50 Vehicles Average Time Waiting in System= 0.21 Minutes Average Time Spent in System= 0.54 Minutes Maximum Vehicles in System(95% Confidence)= 2 Vehicles STORAGE LENGTHS: Minimum Design= 40 Feet (20' design vehicle length) Ideal Design= 50 Feet (25' design vehicle length) o� eD Nv o C a m 0 o t� E W t v m \ d a v 0 o c c o m e > > n v y O W)O "t o pp � R ul 7 r v 7 O M W N [O W Y(S N J r� M o o ad U z } oN c pp rn 'UJ Q O 7 J M 0 In O J r J O J O O O C W M M J ro n L m o tr M M > € c0 wJ rQ. v o Oo h U ui U � c C O Qj c 9n �' L2a O pp z z 9 d C C n MLL' R O n 3 � ' mzin - U E a O i n a c � � E co o w z W o o M N d 3 c$: a�i m v u1 ro C m U) O 0 0 ^ O t N hR3 ono I I > N � ix O J d Q J w a o$W c = Q) O T O: d Ln =C' W t t LL I12 cO C X «O IVY d= L LL= L y C N > L` ` d a p� = c O .d d `p d d a d O E > > p a C 7 m > a ro > a '� rn v >, - C o o �0 m � � �. cO y c 5i u- m a o N c > > t m W O o W ygyryry d d 3 W 0 n m ° d L W W o f o ` U Q N d d V E d= C ~ m N o = o o m m ? o c 7{ 3 (A Lc y lL Q O U W O W U U 0 C m M N A N L O > >y L U C C N O > > Y TL U U U W O N W W W O' Q O` O` t o d Wi F o n o o w 'o m y d m F m o o a 'o m L t O , o p n n n as>a � � � � f� ax�aaLL U � a � w � O W N WN M N co oOj 00 O m W c O ^ � > O o o C \ N C J w O C O J N O W o coU J ~ I p N h 0 'n F" M W co 'O? > N U X U e Q > � r J N N 0 Ci N n as } JO N C W Q1 N p ' N O N E ^O J N 12 ti C o R L ip (Q W v N 'O > co) E C d 8 J L I� b N O O cp U co U E J O c JYN r°a z° w f7 N b �O O D) Ir W O T F Y d rya N N 1 0 O ti M°o MO o Z (n C e o O � IL O o ~ ° o oo oo Tl N F W N I N I- r o W O O Z O �- O N to J V' J O N O O W I I Q V h W O y N p 0 a; E z W o dz O m 2 OG\ op b W N Wp O O r J n J N W N O O p O W W r 1n !??➢ O d d J b N f� ca I I d 0� �O d N `� \ O O r Q O S W Q J w V C O C A 3 m C ALL� d L E c N a= L a= uc = c v 2 `W o . = E g W d � Q a y c 2 G m > a m ° > L a J ° > N = l0 I(r U E " p L LLd. 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