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Home My WebLink About19 - Traffic Impact Study - Cottonwood & Ida Cottonwood & Ida Mixed-Use Development TRAFFIC IMPACT STUDY Project No. 06020.03 prepared for: OpenScope Studio 1776 18 th Street San Francisco, CA 94107 prepared by: Sanderson Stewart 106 East Babcock Bozeman, MT 59715 January 2019 Cottonwood & Ida mixed-use development TIS i TABLE OF CONTENTS INTRODUCTION ................................................................................................................................ 1 SITE LOCATION & DESCRIPTION ........................................................................................................ 1 SITE DEVELOPMENT PLAN ................................................................................................................. 1 EXISTING CONDITIONS ...................................................................................................................... 3 Streets......................................................................................................................................... 3 Intersections ............................................................................................................................... 6 Traffic Volumes ........................................................................................................................... 7 Crash History .............................................................................................................................. 7 Intersection Capacity ................................................................................................................. 11 TRIP GENERATION ........................................................................................................................... 11 TRIP DISTRIBUTION ......................................................................................................................... 12 TRAFFIC ASSIGNMENT ..................................................................................................................... 12 TRAFFIC IMPACTS ........................................................................................................................... 17 Traffic Volumes ......................................................................................................................... 17 Intersection Capacity ................................................................................................................. 17 Mitigation Alternatives .............................................................................................................. 21 CONCLUSIONS & RECOMMENDATIONS ............................................................................................ 22 Conclusions .............................................................................................................................. 22 Recommendations ..................................................................................................................... 22 APPENDICES APPENDIX A – TRAFFIC COUNT DATA APPENDIX B – CAPACITY CALCULATIONS – EXISTING CONDITIIONS (2018) APPENDIX C – CAPACITY CALCULATIONS – FULL BUILDOUT (2020) APPENDIX D – TURN-LANE WARRANT WORKSHEETS APPENDIX E – OFF-SITE IMPROVEMENT SCHEMATIC APPENDIX F – PARKING ANALYSIS Cottonwood & Ida mixed-use development TIS ii LIST OF TABLES TABLE 1: INTERSECTION CRASH FREQUENCY/SEVERITY SUMMARY ................................................... 10 TABLE 2: INTERSECTION CRASH COLLISION TYPES ........................................................................... 11 TABLE 3: EXISTING CONDITIONS (2018) CAPACITY CALCULATION SUMMARY .................................. 13 TABLE 4: TRIP GENERATION SUMMARY ............................................................................................ 14 TABLE 5: FUTURE BUILDOUT (2020) CAPACITY CALCULATION SUMMARY ........................................ 20 LIST OF FIGURES FIGURE 1: SITE LOCATION ................................................................................................................. 2 FIGURE 2: SITE LAYOUT ..................................................................................................................... 3 FIGURE 3A: EXISTING (2018) TRAFFIC VOLUMES ................................................................................ 8 FIGURE 3B: EXISTING (2018) TRAFFIC VOLUMES ................................................................................ 9 FIGURE 4A: TRIP DISTRIBUTION AND ASSIGNMENT .......................................................................... 15 FIGURE 4B: TRIP DISTRIBUTION AND ASSIGNMENT........................................................................... 16 FIGURE 5A: FUTURE BUILDOUT (2020) TRAFFIC VOLUMES ................................................................ 18 FIGURE 5B: FUTURE BUILDOUT (2020) TRAFFIC VOLUMES ................................................................ 19 Cottonwood and Ida mixed-use development TIS 1 INTRODUCTION This traffic impact study (TIS) summarizes the projected impacts associated with the proposed Cottonwood and Ida mixed- use development in Bozeman, Montana. The purpose of the study was to assess the traffic-related impacts that the project may have on the surrounding transportation system and to provide recommendations to mitigate any such impacts. The methodology and analysis procedures used in this study employ the latest technology and nationally accepted standards in the areas of site development and transportation impact assessment. Recommendations made in this report are based on professional judgment and these principles. SITE LOCATION & DESCRIPTION The Cottonwood and Ida mixed-use development site is located on the northeast corner of the Cottonwood Street and Ida Avenue intersection in Bozeman, MT. The legal description of the site property is Lots 5-28, Block 105, Northern Pacific Addition. In the immediate vicinity there is a wide variety of structures, most of which are single family homes, although there are also a few commercial businesses. The block to the north of site contains Theory Hair Salon and other commercial buildings. To the east of the site, there is Bell Plumbing and Heating along with a few single-family homes. On the block to the south of the site there are restaurants including Treeline Coffee Roasters, Wild Crumb, and Fink’s Delicatessen, along with other businesses including CS Motorsports, SAV Digital Design, Live From the Divide, and Stella Goods Bed and Breakfast. To the south and west, the development is mostly residential except for the Lehrkind Mansion Bed and Breakfast. Figure 1 on the following page depicts the study area, including key intersections, and the current site conditions for the development. SITE DEVELOPMENT PLAN The site plan for the Cottonwood & Ida mixed-use development proposes the demolition of most of the structures that currently reside on the site. Once demolition is complete, construction will begin on five new buildings and the renovation of the building in the southwest corner of the property. There will be one apartment building with twenty-three studio apartments and twenty-three one-bedroom units. Building two will be a co-living facility with eighteen studio apartments. Building three will be a townhome structure consisting of six one-bedroom units and six two-bedroom units. The fourth building will consist of four one-bedroom units and twelve two-bedroom units. In total there will be four new residential buildings with 92 units. Building five will be renovated and turned into a commercial building with a 2,175 square-foot footprint. Building six will be constructed as a 28,681 square-foot office building. The site will also provide a 39,722 square- foot underground parking garage with 96 total spaces. Figure 2 shows the proposed site layout. Access to the Cottonwood & Ida mixed-use development will have one primary location. There will be one access to the underground parking garage on the northwest side of the property off Aspen Street. There is also diagonal parking (16 spaces) on the south of the property along Cottonwood Street and parallel parking (16 spaces) on the north and east sides of the property along Aspen Street and Ida Avenue, but it is expected that most trips will access the site from the garage. Cottonwood and Ida mixed-use development TIS 2 Figure 1: Site Location Cottonwood and Ida mixed-use development TIS 3 EXISTING CONDITIONS Streets The proposed development of this project site will have a direct impact on the adjacent streets and intersections. The following paragraphs describe the existing area roadways that are most likely to be affected by the traffic volumes generated by this new construction. Figure 2: Site Layout Cottonwood and Ida mixed-use development TIS 4 Aspen Street Aspen Street is classified as a local street by both the Montana Department of Transportation’s (MDT) functional classification standards and the City of Bozeman’s street classification system. Aspen Street begins its intersection with Front Street and extends west for one block as a two-lane typical gravel road with a curbed north shoulder (which delineates a small park) and a gravel shoulder to the south. The road then turns into the Northside/Village Trail as it travels along the north border of the proposed Cottonwood and Ida mixed-use development. The trail extends approximately 300 feet between Ida Avenue and Wallace Avenue. The road section begins again mid-block between Wallace Avenue and Rouse Avenue, as a two- lane typical paved road with gravel shoulders. After crossing Rouse Avenue and continuing west, the road continues with a two-lane typical, with on-street parallel parking and curb and gutter on both sides. There is no posted speed limit, but it can be assumed to be 25 mph as Aspen Street serves mainly a residential area. Broadway Avenue Broadway Avenue is classified as an urban major collector by MDT’s functional classification standards and a collector by the City of Bozeman’s street classification system. The road begins at its intersection with Main Street and continues north for approximately 0.4 miles to its intersection with Avocado Street. The entirety of the street is a two-lane typical with on-street parallel parking and curb and gutter on both the east and west. There is also a boulevard-separated concrete sidewalk on both sides. There is no posted speed limit, but it can be assumed to be 25 mph. Cottonwood Street Cottonwood Street is classified as a local street by both MDT’s functional classification standards and the City of Bozeman’s street classification system. Cottonwood Street begins at its intersection with Plum Street as a two-lane typical paved road with gravel shoulders. It continues to the east until it intersects with Ida Avenue, where the road becomes a paved two-lane typical section. Between Ida Avenue and Church Avenue, the road is a paved two-lane typical with curb and gutter on both sides. A boulevard-separated sidewalk begins mid-block between Ida Avenue and Wallace Avenue and continues west until the road ends at Church Avenue. Cottonwood Street continues as a paved two-lane typical with curb and gutter to the west of Rouse Avenue. There is no posted speed limit along Cottonwood Street, but it can be assumed to be 25 mph. Front Street Front Street is classified as a local street by both MDT’s functional classification standards and the City of Bozeman’s street classification system. Front Street is a short section of roadway that begins at its intersection with Cottonwood Street and extends north as a two-lane typical, paved road with gravel shoulders until it intersects with Tamarack Street. There is no posted speed limit, but it can be assumed to be 25 mph. Ida Avenue Ida Avenue is classified as a local street by both MDT’s functional classification standards and the City of Bozeman’s street classification system. Ida Avenue begins at its intersection with Davis Street as a, paved roadway with gravel on both sides. After crossing Fridley Street and continuing to the Front Street intersection, the road becomes a two-lane paved typical with gravel shoulders and intermittent on-street parallel parking. There is no posted speed limit, but is assumed to be 25 mph. Main Street Main Street is classified as an urban principal arterial by both MDT’s functional classification standards and the City of Bozeman’s street classification system. Main Street is a paved, four-lane typical with two lanes of travel in each direction. Cottonwood and Ida mixed-use development TIS 5 Through the downtown corridor, Main Street has curb and gutter and sidewalk along both sides of the road as well as on- street parking. The posted speed limit is 25 mph. Mendenhall Street Mendenhall Street is classified as an urban minor arterial by both MDT’s functional classification standards and the City of Bozeman’s street classification system. Mendenhall Street begins at its intersection with Broadway Avenue as a two-lane typical section with on-street parallel parking and curb and gutter on either side. There is also boulevard separated sidewalk on the north side of the road. To the west of Wallace Avenue, the typical section remains similar, but with the addition of boulevard- separated sidewalk to the south. This typical section continues to Mendenhall Street’s terminus at the intersection with 11th Avenue. The posted speed limit is 25 mph. Oak Street Oak Street is classified by MDT as a local street except between Rouse Avenue and 7th Avenue, where it is classified as an urban minor arterial. The City of Bozeman classifies Oak Street as a principal arterial. Oak Street begins as a two-lane, paved street with bike lanes on both sides and gravel shoulders. There is also a paved multi-use path on the south side of the road. This typical section continues until the Walmart access (0.25 miles east of 7th Avenue) The road then transitions to a three- lane typical section with a two-way left-turn lane in the middle, curb and gutter and boulevard-separated sidewalk on both sides until the 7th Avenue intersection. To the west of 7th Avenue, Oak Street has a five-lane typical section with a center two-way left-turn lane. The posted speed limit is 35 mph. Peach Street Peach Street is classified as an urban minor arterial between 7th Avenue and Rouse Avenue and an urban major collector between Rouse Avenue and Plum Avenue by MDT’s functional classification standards. The City of Bozeman classifies Peach Street as a collector. Peach Street begins at its intersection with Plum Avenue as a paved, two-lane street with intermittent stretches of on-street parallel parking, curb and gutter, and boulevard-separated sidewalk until the Rouse Avenue intersection. To the west of Rouse Avenue, the road is a paved, two-lane street with bike lanes to the north and south, and on-street parallel parking on the north side of the road. The road also has curb and gutter with sidewalk on both sides. The south side has intermittent sections of boulevard-separated sidewalk. The posted speed limit is 25 mph. Rouse Avenue Rouse Avenue is classified as an urban minor arterial by MDT’s functional classification standards. The City of Bozeman classifies Rouse Street as principal arterial. Between Olive Street and Main Street, Rouse Avenue has a paved, two-lane typical section with parallel parking, curb and gutter and sidewalk on both sides of the street. Between Main Street and Lamme Street, Rouse Avenue has a three-lane typical section with a TWLTL, curb and gutter and sidewalk. There is on-street parallel parking on the east side of the road, and varying parking on the west. Between Lamme Street and Cottonwood Street, Rouse Avenue becomes a two-lane street with parking, curb and gutter, and sidewalk on the east. The west side of the road has a gravel shoulder with varying sections of guardrail, intermitted parking, curb and gutter, and sidewalk. North of Cottonwood Street, curb and gutter and sidewalk ends leaving only a gravel shoulder on both sides. The posted speed limit is 25 mph. Tamarack Street Tamarack Street is classified as an urban major collector by both MDT’s functional classification standards and the City of Bozeman’s street classification system. Between Front Street and Wallace Avenue, Tamarack Street is a paved, two-lane street Cottonwood and Ida mixed-use development TIS 6 with curb and gutter on both sides. Between Wallace Avenue and Rouse Avenue, Tamarack Street loses the curb and gutter and only has gravel shoulders. Between Rouse Avenue and 7th Avenue, Tamarack continues as a paved, two-lane street but has curb and gutter and boulevard-separated sidewalk. The posted speed limit is 25 mph. Intersections The following paragraphs describe the existing major street intersections that are adjacent to the development site and will potentially be impacted by the new development. Rouse Avenue / Oak Street The intersection of Rouse Avenue and Oak Street is a four-way intersection that is controlled with a traffic signal. The north leg (Rouse Avenue) has a designated lane for each turning movement (right, thru, and left) while the south leg has a designated left-turn lane and a thru/right-turn lane. The west leg (Oak Street) has a designated right-turn lane and a thru/left-turn lane and the east leg has a single approach lane. The traffic signal operates with a three-phase plan and is semi-actuated. The south leg has a full movement phase with protected left-turns and eastbound right-turn overlap. It then changes to a full movement northbound/southbound phase with permissive turns. Finally, the third phase accommodates the full movements for eastbound and westbound traffic. Rouse Avenue / Tamarack Street The intersection of Rouse Avenue (north/south legs) and Tamarack Street (east/west legs) is a four-way intersection that is controlled with a traffic signal. All legs have a single entering and exiting lanes. The entering lane on each leg allows for all turning movements (right, thru, and left). The traffic signal operates with a simple two-phase plan. Rouse Avenue / Peach Street The intersection of Rouse Avenue (north/south legs) and Peach Street (east/west legs) is a four-way intersection that is stop- controlled on the east and west legs. All legs have a single entering and exiting lane. The entering lane on each leg allows for all turning movements (right, thru, and left). Rouse Avenue / Mendenhall Street The intersection of Rouse Avenue and Mendenhall Street is a four-way intersection that is controlled with a traffic signal. The north and south legs (Rouse Avenue) both have a designated left-turn lane and a thru/right-turn lane. The east leg (Mendenhall Street) is a single lane with unrestricted turning movements. The west leg (Mendenhall Street) is the beginning of a two-lane one way with a westbound travel direction. The traffic signal operates with a simple two-phase plan. Main Street / Broadway Avenue The intersection of Main Street and Broadway Avenue is a three-way intersection that is controlled with a traffic signal. The north leg (Broadway Avenue) has a single lane with unrestricted turning movements. The west leg (Main Street) has a shared thru/left-turn lane and a thru-lane. The east leg has a share thru/right-turn lane and a thru lane. The traffic signal operates with a simple two-phase plan and is semi-actuated. Cottonwood and Ida mixed-use development TIS 7 Ida Avenue / Front Street The intersection of Ida Avenue (south leg) and Front Street (east/west legs) is a three-way intersection that is currently uncontrolled. All the legs of the intersection have unrestricted turning movements. Ida Avenue / Aspen Street The intersection of Ida Avenue (north/south legs) and Aspen Street (east leg) is a three-way intersection that is currently uncontrolled. All the legs of the intersection have unrestricted turning movements. Front Street / Aspen Street The intersection of Front Street (north/south leg) and Aspen Street (west leg) is a three-way intersection that is currently uncontrolled. All the legs of the intersection have unrestricted turning movements. Ida Avenue / Cottonwood Street The intersection of Ida Avenue (north/south legs) and Cottonwood Street (east/west legs) is a four-way intersection that is currently uncontrolled. All the legs of the intersection have unrestricted turning movements. Traffic Volumes Weekday AM and PM peak hour turning movement counts were collected for the intersections of Rouse Avenue with Oak Street, Tamarack Street, Peach Street, and Mendenhall Street, the intersections of Ida Avenue with Front Street, Aspen Street, and Cottonwood Street, the intersection of Broadway Avenue with Main Street, and the intersections of Front Street with Aspen Street on Thursday, March 29, 2018. In general, the weekday peak hour periods were found to occur from 7:45 to 8:45 AM and 4:30 to 5:30 PM. Raw count data was adjusted for seasonal variation using the Montana Department of Transportation’s seasonal adjustment factors. Figures 3A and 3B (pages 8 and 9) summarize the resulting calculated Existing Conditions (2018) peak hour turning movement volumes for the AM and PM peak hours. Detailed traffic count data worksheets are included in Appendix A Crash History Historical crash data was obtained from MDT for the 5-year period from January 1, 2012 through December 31, 2016. The data was analyzed for the purposes of calculating intersection crash and severity rates and evaluating collision type trends. Tables 1 and 2 illustrate the results of that analysis. Intersection crash rates were calculated on the standard basis of crashes per million vehicles entering (MVE) for each intersection. The MVE metric was estimated based on published historical ADT volumes from the MDT website. Crash rates for the study area intersections ranged from 0.04 crashes/MVE to 0.30 crashes/MVE, while severity rates ranged from 0.04 crashes/MVE to 0.64 crashes/MVE. In terms of both frequency and severity, those rates are relatively average for the current urban environment based on conversations with MDT Safety personnel. It should be noted that MDT did not provide any crash history at the intersections of Ida Avenue with Front Street, Aspen Street, and Cottonwood Street and the intersection of Front Street with Aspen Street. These four intersections will not be analyzed in the remainder of the crash history section of this report. Cottonwood and Ida mixed-use development TIS 8 Figure 3 A: Existing (2018) Traffic Volumes Cottonwood and Ida mixed-use development TIS 9 Figure 3 B: Existing (2018) Traffic Volumes Cottonwood and Ida mixed-use development TIS 10 The analysis of collision type showed that the most common type of collision at all intersections was a rear-end collision (45%). The second most common collision type was a left-turn opposite direction and fixed object collision (14% each). Two of the three total fixed object collisions were determined to be by impaired drivers. The remainder of the crashes were right angle, sideswipe, and bicycle collisions (all 9%). When broken down by intersection, the trend continues. The most common type of collision at the Rouse Avenue with Oak Street/Tamarack Street/Peach Street intersections is a rear-end collision (100%, 100%, and 50%, respectively). Both rear-end and sideswipe collisions represented 25% of total crashes for the Main Street and Broadway Avenue intersection, with the remaining 50% distributed between each other type of collision. The sideswipe collisions could be due to sudden lane changes made by through vehicles waiting behind left-turning vehicles on Main Street. The intersection of Rouse Avenue with Mendenhall Street is the main exception where the most frequent type of collision was with a fixed object (50%), but it still had 25% rear end collisions. The next highest collision type at the intersection of Rouse Avenue with Peach Street was a left-turn opposite direction collision (33%). The collision analysis highlights the high rate of rear end crashes throughout the study area. Typically, right-angle and rear end collisions are often the most common collision types at signalized and unsignalized urban intersections. Specifically, at signalized intersections, there are several contributing circumstances that can cause a high incidence of rear-end collisions, including inadequate yellow change intervals and/or the need for auxiliary turn lanes. Another cause could be high speeds and/or downhill grades on an approach, but those conditions are not seen at intersections in this study except for a downhill grade on the east approach at the Main Street/Broadway Avenue intersection, which has the lowest proportion of rear end collisions. The second most common type of crash at the study intersections, left-turn opposite-direction collisions, could be caused by a lack of protected left-turn phases at signalized intersections. The Rouse Avenue/Peach Street intersection may have more left-turn opposite-direction collisions because the Peach Street (east/west) approaches are skewed and have high delays. It is important to note that these evaluations are speculative, and more detailed information about individual crashes would be needed to determine exact causes for each collision. In general, the crash rates were quite small so it does not appear that there are any significant crash frequency or severity problems at the study area intersections. Table 1: Intersection Crash Frequency/Severity PDO Injury Fatality Crash Severity Rouse Avenue & Oak Street 14813 1 1 0 0 0.04 0.04 Rouse Avenue & Tamarack Street 13040 3 3 0 0 0.13 0.13 Rouse Avenue & Peach Street 13605 6 1 5 0 0.24 0.64 Rouse Avenue & Mendenhall Street 13250 4 4 0 0 0.17 0.17 Main Street & Broadway Avenue 14691 8 6 2 0 0.30 0.45 2 Crashes reported from January 1, 2012 to December 31, 2016 3 Crash and severity rates expressed as crashes per million vehicles entering (MVE) based on MDT severity factors Intersection Rates (per MVE 3)Crash Type 2012-2016 DEV 1 Reported Crashes 2 1 Daily Entering Volume (DEV) estimated from 2012 through 2016 MDT published ADTs. Cottonwood and Ida mixed-use development TIS 11 Intersection Capacity Existing Conditions (2018) intersection capacity calculations were performed for the study area intersections using Synchro, Version 10, which relies on the Highway Capacity Manual 6th Edition (HCM) (Transportation Research Board, 2017) methodologies. The HCM defines level of service (LOS) as “a quality measure describing operational conditions within a traffic stream, generally in terms of such service measures as speed and travel time, freedom to maneuver, traffic interruptions, comfort and convenience.” LOS is a qualitative measure of the performance of an intersection with values ranging from LOS A, indicating good operation and low vehicle delays, to LOS F, which indicates congestion and longer vehicle delays. The results of the Existing Conditions (2018) capacity calculations showed that all intersections within the study area operate at LOS C or higher during both peak periods except for the intersection of Rouse Avenue and Peach Street, where the east and west legs operate at LOS E and F in the PM peak hour. For the west leg, the 95th percentile queue is seven vehicles long with an average delay of 86.7 seconds per vehicle. The east leg experiences a four vehicle 95th percentile queue with an average delay of 37.2 seconds per vehicle. Table 3 (page 13) displays the results of the Existing Conditions (2018) capacity calculations. Capacity calculation worksheets for each of the study area intersections can be found in Appendix B. The City of Bozeman has expressed concerns of the safety and traffic operations of the adjacent intersections to the park comprised of the intersection of Aspen Street, Front Street, and Ida Avenue. Additionally, the existing roadway sections of Ida Avenue and Cottonwood Street adjacent to the site are not up to City standards. Finally, Aspen Street is proposed to connect Ida Avenue and Wallace Ave. TRIP GENERATION An accurate estimate of site-generated traffic must be made to analyze the impacts of the new Cottonwood and Ida mixed-use development on the surrounding transportation system. This study utilized Trip Generation, 10th Edition, published by the Institute of Transportation Engineers (ITE), which is the most widely accepted source for determining trip generation projections. For the purposes of this study, trip generation was calculated using various land uses including Multifamily Housing (Mid-Rise) - Land Use 221, Small Office Building - Land Use 712, Quality Restaurant – Land Use 931, and General Office Building - Land Use 710. Table 4 (page 14) illustrates the results of the trip generation calculations for this site. Table 2: Intersection Crash Collision Types Rear End Right Angle Sideswipe Left Turn OD Bicycle Fixed Object Total Rouse Avenue & Oak Street 1 0 0 0 0 0 1 Rouse Avenue & Tamarack Street 3 0 0 0 0 0 3 Rouse Avenue & Peach Street 3 0 0 2 1 0 6 Rouse Avenue & Mendenhall Street 1 1 0 0 0 2 4 Main Street & Broadway Avenue 2 1 2 1 1 1 8 TOTALS 10 2 2 3 2 3 22 Collision Type Intersection Cottonwood and Ida mixed-use development TIS 12 At full buildout, the Cottonwood and Ida mixed-use development is projected to generate a total of 998 gross average weekday trips with 78 trips (47 entering/31 exiting) generated during the AM peak hour and 91 trips (38 entering/53 exiting) generated during the PM peak hour. Trip generation projections provide an estimate of the total number of trips that would be generated by a proposed development. However, in order to estimate the net number of new trips made by personal vehicles external to the site, adjustments must often be made to account for internal capture trips, pass-by trips, and trips made by alternate modes. Internal capture (IC) trips are those trips that do not have origins or destinations external to a project site. Since IC trips occur internally, they do not have an impact on external traffic operations. IC trips most often occur in mixed-use developments where residential, commercial, and office-related land uses exhibit a high rate of internal trip exchange. The Cottonwood and Ida development has this type of land uses and therefore will have some internal capture. Using ITE procedures, it is projected that there will be 52 total internal capture tips generated during the average weekday with none generated during the AM peak hour and 12 trips (6 entering/6 exiting) generated during the PM peak hour. Pass-by trips are those trips that are made as intermediate stops on the way from a point of origin to a primary trip destination. Pass-by trips are attracted from traffic “passing by” on an adjacent street that offers direct access to that site. Pass-by trips are primarily attracted by commercial type land uses such as restaurants, convenience markets and gas stations. As the new development only has office, quality restaurant, and residential land uses, pass by trips were negligible for the purposes of this study. Table 4 (page 14) illustrates the total number of vehicles projected to be generated by the new development. TRIP DISTRIBUTION A trip distribution is an estimate of site-generated trip routing, which can be determined through several methods such as computerized travel demand models, calculation of travel time for various available routes and/or simple inspection of existing traffic patterns within the project area. For this study, Sanderson Stewart calculated the trip distribution scheme based on the relative magnitude of existing peak hour turning movement volumes on key travel routes, as well as proximity of those routes to the site. Figure 4A and Figure 4B on pages 15 and 16 present the calculated trip distribution scheme for this study using Option B Aspen Street/Front Street design. TRAFFIC ASSIGNMENT Traffic assignment is the procedure whereby site-generated vehicle trips are assigned to study area streets, intersections and site access driveways based on the calculated trip distribution and the physical attributes of the development site. Using this approach, site-generated trips for the Cottonwood and Ida mixed-use development were assigned to the study area roadway network. The results of the traffic assignment exercise for the AM and PM peak hours are also illustrated in Figure 4A and Figure 4B (pages 15 and 16). Cottonwood and Ida mixed-use development TIS 13 Table 3: Existing Conditions (2018) Capacity Calculations Avg Delay (s/veh) LOS 95th % Queue (veh) Avg Delay (s/veh) LOS 95th % Queue (veh) EB 27.7 C 7 26.8 C 6 WB 25.0 C 1 26.2 C 1 NB 4.9 A 5 5.9 A 4 SB 8.6 A 7 11.2 B 11 Intersection 13.5 B -- 12.6 B -- EB 23.8 C 3 23.8 C 4 WB 23.3 C 2 23.6 C 3 NB 2.8 A 4 3.4 A 5 SB 3.4 A 5 3.8 A 6 Intersection 7.3 A -- 7.7 A -- EB 22.3 C 3 86.7 F 7 WB 16.0 C 1 37.2 E 4 NB 0.8 A 1 1.7 A 1 SB 1.3 A 1 0.8 A 1 Intersection 5.6 A -- 15.6 C -- WB 21.5 C 5 27.6 C 8 NB 5.6 A 4 8.7 A 6 SB 5.7 A 3 9.1 A 8 Intersection 10.0 A -- 13.5 B -- EB 16.0 B 6 22.9 C 8 WB 17.0 B 7 18.0 B 7 NB 10.2 B 1 13.4 B 1 SB 11.5 B 3 16.6 B 5 Intersection 16.1 B -- 20.0 C -- EB 7.2 A -- 7.1 A -- WB 7.2 A -- 7.1 A -- NB 0.0 A -- 6.4 A -- Intersection 7.2 A -- 7.1 A -- EB 7.1 A -- 7.1 A -- WB 7.2 A -- 7.2 A -- NB 0.0 A -- 8.1 A -- Intersection 7.2 A -- 7.2 A -- EB 0.0 A -- 0.0 A -- NB 0.0 A -- 7.3 A -- SB 7.8 A -- 7.5 A -- Intersection 7.8 A -- 7.4 A -- EB 7.6 A -- 6.5 A -- WB 7.2 A -- 7.8 A -- NB 7.4 A -- 7.2 A -- SB 7.2 A -- 7.2 A -- Intersection 7.4 A -- 7.2 A -- Ida Avenue & Cottonwood Street Ida Avenue & Aspen Street Intersection Control Uncontrolled Front Street & Aspen Street Intersection Control Uncontrolled Main Street & Broadway Avenue Intersection Control Uncontrolled Ida Avenue & Front Street Intersection Control Uncontrolled Rouse Avenue & Peach Street Intersection Control Signalized Rouse Avenue & Mendenhall Street Intersection Control Signalized Rouse Avenue & Oak Street Intersection Control Signalized Rouse Avenue & Tamarack Street Intersection Control Two-Way Stop Controlled (EB/WB) Intersection Control Signalized Intersection Approach Existing (2018) AM Peak PM Peak Cottonwood and Ida mixed-use development TIS 14 Table 4: Trip Generation Summary Intensity Units total enter exit total enter exit total enter exit Multifamily Housing (Mid-Rise) (1) 46 Dwelling Units 250 125 125 17 4 13 20 12 8 Internal Capture Trips** 8 2 6 0 0 0 3 1 2 General Office Building (2) 0.2 1000 ft 2 GFA 2 1 1 0 0 0 0 0 0 Internal Capture Trips** 0 0 0 0 0 0 0 0 0 244 124 120 17 4 13 17 11 6 Multifamily Housing (Mid-Rise) (1) 18 Dwelling Units 98 49 49 6 2 4 8 5 3 Internal Capture Trips** 3 1 2 0 0 0 2 1 1 95 48 47 6 2 4 6 4 2 Multifamily Housing (Mid-Rise) (1) 12 Dwelling Units 65 33 32 4 1 3 5 3 2 Internal Capture Trips** 2 0 2 0 0 0 0 0 0 63 33 30 4 1 3 5 3 2 Multifamily Housing (Mid-Rise) (1) 16 Dwelling Units 87 44 43 6 2 4 7 4 3 Internal Capture Trips** 3 1 2 0 0 0 1 0 1 Small Office Building (3) 5.2 1000 ft 2 GFA 84 42 42 10 8 2 13 4 9 Internal Capture Trips** 6 4 2 0 0 0 0 0 0 162 81 81 16 10 6 19 8 11 Quality Restaurant (4) 2.2 1000 ft 2 GFA 184 92 92 2 2 0 17 11 6 Internal Capture Trips** 21 11 10 0 0 0 3 2 1 163 81 82 2 2 0 14 9 5 General Office Building (2) 28.7 1000 ft 2 GFA 280 140 140 33 28 5 33 5 28 Internal Capture Trips** 9 7 2 0 0 0 3 2 1 271 133 138 33 28 5 30 3 27 1050 526 524 78 47 31 103 44 59 52 26 26 0 0 0 12 6 6 998 500 498 78 47 31 91 38 53 (1) Multifamily Housing (Mid-Rise) - Land Use 221* Units = Dwelling Units Average Weekday: Average Rate = 5.44 (50% entering/50% exiting) Peak Hour of the Adjacent Street, One Hour between 7 and 9 AM: Average Rate = 0.36 (26% entering/74% exiting) Peak Hour of the Adjacent Street, One Hour between 4 and 6 PM: Average Rate = 0.44 (61% entering/39% exiting) (2) General Office Building - Land Use 710* Units = 1000 ft 2 Gross Floor Area (GFA) Average Weekday: Average Rate = 9.74 (50% entering/50% exiting) Peak Hour of the Adjacent Street, One Hour between 7 and 9 AM: Average Rate = 1.16 (86% entering/14% exiting) Peak Hour of the Adjacent Street, One Hour between 4 and 6 PM: Average Rate = 1.15 (16% entering/84% exiting) (3) Small Office Building - Land Use 712* Units = 1000 ft 2 Gross Floor Area (GFA) Average Weekday: Average Rate = 16.19 (50% entering/50% exiting) Peak Hour of the Adjacent Street, One Hour between 7 and 9 AM: Average Rate = 1.92 (83% entering/17% exiting) Peak Hour of the Adjacent Street, One Hour between 4 and 6 PM: Average Rate = 2.45 (32% entering/68% exiting) (4) Quality Restaurant - Land Use 931* Units = 1000 ft 2 Gross Floor Area (GFA) Average Weekday: Average Rate = 83.84 (50% entering/50% exiting) Peak Hour of the Adjacent Street, One Hour between 7 and 9 AM: Average Rate = 0.73 (80% entering/20% exiting) Peak Hour of the Adjacent Street, One Hour between 4 and 6 PM: Average Rate = 7.80 (67% entering/33% exiting) *Trip Generation, 10th Edition , Institute of Transportation Engineers, 2017 ** Trip Generation Handbook, 3rd Edition , Institute of Transportation Engineers, 2017 Total Internal Capture Trips Building #5 Land Use Net New External Personal Vehicle Trips AM Peak Hour Building #1 Building #2 Building #3 Total New External Personal Vehicle Net New External Personal Vehicle Trips Net New External Personal Vehicle Trips Net New External Personal Vehicle Trips Total Gross Trips Average Weekday Independent Variable Building #6 Building #4 Net New External Personal Vehicle Trips PM Peak Hour Net New External Personal Vehicle Trips Cottonwood and Ida mixed-use development TIS 15 Figure 4A: Trip Distribution and Assignment Cottonwood and Ida mixed-use development TIS 16 Figure 4B : Trip Distribution and Assignment Cottonwood and Ida mixed-use development TIS 17 TRAFFIC IMPACTS Traffic Volumes For the purposes of this study, based on information from the Client, it was assumed that full buildout and occupancy for the Cottonwood and Ida mixed-use development would occur by the end of calendar year 2020. In addition to the site-generated traffic from the subject development, background traffic volumes are also expected to increase for study area streets and intersections due to general growth. To account for that growth, Sanderson Stewart reviewed recent historical traffic volume data for the area and determined that an annual background growth rate of 2.5 percent would be conservatively appropriate for modeling ambient growth. Figure 5A and Figure 5B (pages 18 and 19) illustrate the projected AM and PM peak hour Full Buildout (2020) scenario traffic volume projections that were calculated for this study. Intersection Capacity Sanderson Stewart performed intersection capacity calculations for the Full Buildout (2020) scenario for the AM and PM peak hour traffic volume projections presented in Figures 5A and 5B. The calculations were initially performed based on existing lane configurations and traffic control features for off-site intersections except for a planned traffic signal (MDT project to be constructed in 2020) at the Rouse Avenue/Peach Street intersection. Near the site, several changes to the current street system are proposed by Sanderson Stewart based the City’s recommendations to remove the segment of Front Street between Ida Avenue and Aspen Street. Removal of the roadway segment is shown in Figure 5B. Capacity calculations were performed based on this updated configuration, which includes a two-way (east and west approach) stop-control at the intersections of Aspen Street with Ida Avenue. The existing intersection on Front Street become free-flowing segments. The site access intersection was initially assumed to be stop-controlled with no auxiliary turn lanes. Table 5 (page 20) shows the results of the Full Buildout (2020) scenario capacity calculations. The results show that the planned traffic signal at the Rouse Avenue/Peach Street intersection will improve operations even with the addition of site traffic and background growth. That intersection is predicted to operate at no worse than LOS C for the eastbound and westbound legs during AM and PM peak hours. All other intersections will continue to operate at or above LOS C for both AM and PM peak hours. Detailed capacity calculation worksheets for the Full Buildout (2020) traffic projection scenario are included in Appendix C. Because the traffic signal at the Rouse Avenue with Peach Street intersection is already planned by MDT, and all other study area intersections are projected to continue to operate at acceptable levels, no traffic signal warrants were evaluated for this development. Turn-lane warrants were evaluated for the project intersections and are described in a later section of this report. Cottonwood and Ida mixed-use development TIS 18 Figure 5A: Full Buildout (20 20 ) Traffic Volumes Cottonwood and Ida mixed-use development TIS 19 Figure 5B: Full Buildout (20 20 ) Traffic Volumes Cottonwood and Ida mixed-use development TIS 20 Table 5: Future Buildout (202 0) Capacity Calculations Avg Delay (s/veh) LOS 95th % Queue (veh) Avg Delay (s/veh) LOS 95th % Queue (veh) EB 27.6 C 7 26.8 C 7 WB 24.7 C 1 26.3 C 1 NB 5.4 A 5 6.6 A 5 SB 9.2 A 7 12.4 B 12 Intersection 13.9 B -- 13.4 B -- EB 23.8 C 4 23.7 C 4 WB 23.6 C 2 24.0 C 3 NB 3.0 A 4 3.7 A 6 SB 3.8 A 6 4.2 A 7 Intersection 7.7 A -- 8.2 A -- EB 28.6 C 3 21.0 C 2 WB 26.4 C 2 21.4 C 2 NB 6.8 A 5 8.1 A 6 SB 6.4 A 6 10.9 B 9 Intersection 11.8 B -- 12.3 B -- WB 21.4 C 5 27.6 C 8 NB 6.0 A 5 9.5 A 7 SB 6.0 A 4 10.1 B 9 Intersection 10.2 B -- 14.2 B -- EB 16.3 B 6 24.9 C 14 WB 17.4 B 7 17.8 B 9 NB 10.2 B 1 14.6 B 1 SB 11.7 B 3 18.5 B 6 Intersection 16.4 B -- 21.0 C -- EB 8.8 A 0 8.9 A 0 WB 9.3 A 0 8.9 A 0 NB 2.2 A 0 0.7 A 0 SB 1.1 A 0 1.0 A 0 Intersection 3.5 A -- 2.9 A -- EB 7.6 A -- 6.5 A -- WB 7.2 A -- 7.8 A -- NB 7.4 A -- 7.2 A -- SB 7.3 A -- 7.3 A -- Intersection 7.4 A -- 7.2 A -- EB 0.0 A 0 0.0 A 0 WB 7.3 A 0 7.3 A 0 NB 8.8 A 1 8.8 A 1 Intersection 4.2 A -- 5.5 A -- Intersection Control Signalized Intersection Approach Future (2020) + Site AM Peak PM Peak Rouse Avenue & Oak Street Intersection Control Signalized Rouse Avenue & Tamarack Street Intersection Control Signalized Main Street & Broadway Avenue Intersection Control Two-Way Stop Controlled (EB & WB) Rouse Avenue & Peach Street Intersection Control Signalized Rouse Avenue & Mendenhall Street Intersection Control Signalized Intersection Control One-Way Stop Controlled (NB) Site Access & Aspen Street Ida Avenue & Cottonwood Street Ida Avenue & Aspen Street Intersection Control Uncontrolled Cottonwood and Ida mixed-use development TIS 21 Mitigation Alternatives Auxiliary Turn Lanes Sanderson Stewart performed an auxiliary turn lane warrant analysis for the study area intersections to determine if the such improvements would be warranted based on the applicable MDT and AASHTO criteria. The analysis results showed that southbound auxiliary left-turn and right-turn lanes should be considered for the Rouse Avenue/Peach Street intersection with existing traffic volumes while a two-way stop-controlled intersection. Additionally, auxiliary left-turn and right-turn lanes should also be considered for the Rouse Avenue/Peach Street intersection with existing traffic volumes. A copy of the auxiliary lane warrant worksheets for all the applicable project intersections are attached in Appendix D. Pedestrian & Bicycle Facilities Sanderson Stewart completed an off-site improvements concept schematic (Appendix E) for the area adjacent to the site. The schematic shows a sidewalk surrounding the site on the north, east, and south property lines with intersection ramps and ADA facilities. On the north side of Aspen Street, an 8-foot trail is shown to connect adjacent facilities. Intersection bulb-outs are shown to shorten the pedestrian crossing distances. Roadway Facilities Also shown in the off-site improvement concept schematic, are roadway designs for Aspen Street, Ida Street, and Cottonwood Street. The Aspen Street and Cottonwood Street sections match the City standards and include on-street parallel parking on both sides of Aspen Street and on-street diagonal parking on both sides of Cottonwood Street. Ida Avenue has restricted right-of-way and therefore the schematic shows a smaller roadway section with on-street parallel parking on the west side only. With the restricted roadway section, a woonerf design is being considered where the roadway becomes a shared space for cars, bicyclists, and pedestrians with a slower speed limit and traffic calming measures. Site Area Intersections The three intersections and triangle park created by Aspen Street, Ida Avenue, and Front Street were noted as a concern by the City of Bozeman as they exist today. Reviewing traffic turning movements through data collection efforts, it was observed vehicles turning from Front Street onto Ida Avenue and Aspen Street maneuver turns at higher than desired speeds due to the intersection skews. The traffic volumes at the intersections are low and could be consolidated into a single intersection. Three options (Option A, Option B, Option C, and Option D) have been submitted to the City for review. With the extension of Aspen Street from Wallace Avenue to Ida Avenue, it is anticipated the traffic leaving the development heading east on Aspen will use Ida Avenue and Front Street for destinations to the south and east of the site. Traffic leaving the development with destinations to the north and west of the site are anticipated to head west on Aspen Street to then access Wallace Avenue. Therefore, the segment of Ida Avenue between Aspen Street Front Street is not anticipated to be primary route for traffic from the development. Cottonwood and Ida mixed-use development TIS 22 CONCLUSIONS & RECOMMENDATIONS Conclusions The preceding analysis has shown that the Cottonwood and Ida mixed-use development project will generate a minimal volume of new traffic demand for area streets and intersections. Substandard LOS and queuing conditions were identified for multiple approaches at the intersection of Rouse Avenue and Peach Street. This deficiency is present in the existing conditions but is planned to be corrected with a traffic signal, so LOS will be improved even with the addition of background growth and site trips. The crash and severity rates for the existing study area intersections were found to be as expected for the current urban environment based on conversations with MDT personnel. The realignment and signalization of the Rouse Avenue and Peach Street intersection should correct for crashes caused by the skewed geometry. Sanderson Stewart found that northbound and southbound left and right-turn lanes are warranted at the Rouse Avenue/Peach Street intersection. However, a signal is warranted and planned for construction through a MDT project. The site plan proposes a 39,722-sq. ft. underground garage with 96 spaces, 72 spaces in a leased surface lot, and 32 surface street parking spaces, which exceeds the shared parking calculations as provided in the formal, stand-alone parking analysis provided in Appendix F. The site access intersection is anticipated to operate at an acceptable level of service with minimal queuing when modeled with single ingress/egress lanes. Recommendations The following list of recommendations is based on the analysis results from this study and the professional judgment of the author: - Abandon one leg of the Aspen Street/Ida Avenue/Front Street Intersection and update traffic control signs appropriately. - Connect Aspen Street from Ida Avenue to Wallace Avenue following City of Bozeman design guidelines. - Stop signs (R1-1) and street name signs (D3-1) should be installed at the following locations: o Site access (south leg) on Aspen Street o Aspen Street/Ida Avenue intersection based on chosen design option - Sidewalk and trail connectivity along frontage of the property site to maintain ADA-compliant pedestrian connectivity through the site. - All transportation-related improvements shall be designed in accordance with City of Bozeman standards and the Manual on Uniform Traffic Control Devices (MUTCD). TRAFFIC COUNT DATA A P P E N D I X A Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 1.00 1.00 1.00 1.00 0 1.00 1.00 1.00 1.00 0 7:45 AM 4 0 31 0 35 0 0 0 0 0 0 121 9 0 130 29 154 0 0 183 348 8:00 AM 3 0 15 0 18 0 0 0 0 0 0 112 13 0 125 21 142 0 0 163 306 8:15 AM 5 0 28 0 33 0 0 1 0 1 1 132 10 0 143 22 151 0 0 173 350 8:30 AM 10 0 26 0 36 0 0 0 0 0 0 110 15 0 125 22 134 0 0 156 317 Grand Total 22 0 100 0 122 0 0 1 0 1 1 475 47 0 523 94 581 0 0 675 1321 Medium Truck %0.0 0.0 1.0 0.0 0.8 0.0 0.0 0.0 0.0 0.0 0.0 0.4 0.0 0.0 0.4 0.0 0.0 0.0 0.0 0.0 Heavy Truck %0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.4 0.0 0.0 0.4 1.1 0.0 0.0 0.0 0.1 Total Truck %0.0 0.0 1.0 0.0 0.8 0.0 0.0 0.0 0.0 0.0 0.0 0.8 0.0 0.0 0.8 1.1 0.0 0.0 0.0 0.1 Total %1.7 0.0 7.6 0.0 9.2 0.0 0.0 0.1 0.0 0.1 0.1 36.0 3.6 0.0 39.6 7.1 44.0 0.0 0.0 51.1 100.0 PHF 0.94 0.94 0.94 ###########################0.94 RT TH LT U 22 0 100 0 9 4 R T 5 8 1 T H 0 L T 0 U U 0 LT 47 TH 47 5 RT 1 0 1 0 0 U LT TH RT Westbound Agency/Company: A. Paull Sanderson Stewart North/South Street:Broadway Avenue AM Peak Hour (7:45 - 8:45 AM) 06020.03Project Number: Southbound Broadway Avenue Northbound Main Street Eastbound East/West Street: INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Broadway Ave & Main StreetCounted By: Ma i n S t r e e t M a i n S t r e e t 52 3 City of Bozeman / MDTThursday, March 29, 2018Date Performed: Count Time Period: Cottonwood/Ida Mixed Use Project Broadway Avenue Main Street Main Street Vehicle Volumes and Adjustments Broadway Avenue 122 In Out 141 Broadway Avenue 1 InOut 1 In 60 4 I n 6 7 5 O u t 5 7 5 Total Entering 1321 Ou t NNNNN Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 1.00 1.00 1.00 1.00 0 1.00 1.00 1.00 1.00 0 4:30 PM 10 0 30 0 40 0 0 0 0 0 0 161 21 0 182 28 132 0 0 160 382 4:45 PM 9 0 29 0 38 0 0 1 0 1 1 161 26 0 188 25 146 0 0 171 398 5:00 PM 11 0 53 0 64 0 0 0 0 0 1 165 24 1 191 31 176 0 0 207 462 5:15 PM 18 0 28 0 46 0 0 0 0 0 0 160 22 0 182 31 167 0 0 198 426 Grand Total 48 0 140 0 188 0 0 1 0 1 2 647 93 1 743 115 621 0 0 736 1668 Medium Truck %2.1 0.0 0.0 0.0 0.5 0.0 0.0 0.0 0.0 0.0 0.0 0.3 0.0 0.0 0.3 0.9 0.3 0.0 0.0 0.4 Heavy Truck %2.1 0.0 0.0 0.0 0.5 0.0 0.0 0.0 0.0 0.0 0.0 0.6 1.1 0.0 0.7 2.6 0.6 0.0 0.0 1.0 Total Truck %4.2 0.0 0.0 0.0 1.1 0.0 0.0 0.0 0.0 0.0 0.0 0.9 1.1 0.0 0.9 3.5 1.0 0.0 0.0 1.4 Total %2.9 0.0 8.4 0.0 11.3 0.0 0.0 0.1 0.0 0.1 0.1 38.8 5.6 0.1 44.5 6.9 37.2 0.0 0.0 44.1 100.0 PHF 0.90 0.90 0.90 ###########################0.90 RT TH LT U 48 0 140 0 1 1 5 R T 6 2 1 T H 0 L T 0 U U 1 LT 93 TH 64 7 RT 2 0 1 0 0 U LT TH RT Agency/Company:Sanderson Stewart INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Counted By:A. Paull Broadway Ave & Main Street North/South Street:Broadway Avenue Main Street Date Performed:Thursday, March 29, 2018 City of Bozeman / MDT Count Time Period:PM Peak Hour (4:30 - 5:30 PM) Project Number:06020.03 Cottonwood/Ida Mixed Use Project East/West Street: Ma i n S t r e e t Ou t 67 1 Vehicle Volumes and Adjustments Broadway Avenue Broadway Avenue Main Street Main Street Southbound Northbound Eastbound Westbound In 74 3 7 8 7 O u t Broadway Avenue In Out 188 208 Broadway Avenue 7 3 6 I n M a i n S t r e e t Total Entering 1668 2 1 Out In NNNNN Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0 1.00 1.00 1.00 1.00 0 7:45 AM 1 2 0 0 3 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 5 8:00 AM 0 4 0 0 4 0 4 1 0 5 1 0 0 0 1 0 0 0 0 0 10 8:15 AM 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 1 8:30 AM 1 3 0 0 4 0 4 0 0 4 2 0 1 1 4 0 0 1 0 1 13 Grand Total 2 9 0 0 11 0 10 2 0 12 3 0 1 1 5 0 0 1 0 1 29 Medium Truck %0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Heavy Truck %50.0 11.1 0.0 0.0 18.2 0.0 10.0 50.0 0.0 16.7 0.0 0.0 100.0 0.0 20.0 0.0 0.0 0.0 0.0 0.0 Total Truck %50.0 11.1 0.0 0.0 18.2 0.0 10.0 50.0 0.0 16.7 0.0 0.0 100.0 0.0 20.0 0.0 0.0 0.0 0.0 0.0 Total %6.9 31.0 0.0 0.0 37.9 0.0 34.5 6.9 0.0 41.4 10.3 0.0 3.4 3.4 17.2 0.0 0.0 3.4 0.0 3.4 100.0 PHF 0.56 0.56 0.56 ###########################0.56 RT TH LT U 2 9 0 0 0 R T 0 T H 1 L T 0 U U 1 LT 1 TH 0 RT 3 0 2 10 0 U LT TH RT In 5 I n 1 O u t 0 Total Entering 29 Ou t Ida Avenue 12 InOut 13 Ida Avenue 11 In Out 11 Co t t o n w o o d S t r e e t C o t t o n w o o d S t r e e t 5 City of Bozeman / MDTThursday, March 29, 2018Date Performed: Count Time Period: Cottonwood/Ida Mixed Use Project Ida Avenue Cottonwood Street Cottonwood Street Vehicle Volumes and Adjustments INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Cottonwood Street & Ida Avenue Counted By: Westbound Agency/Company: A. Paull Sanderson Stewart North/South Street:Ida Avenue AM Peak Hour (7:45 - 8:45 AM) 06020.03Project Number: Southbound Ida Avenue Northbound Cottonwood Street Eastbound East/West Street: NNNNN Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0 1.00 1.00 1.00 1.00 0 4:30 PM 1 2 0 0 3 0 5 0 0 5 1 0 0 0 1 0 1 0 0 1 10 4:45 PM 0 6 0 0 6 0 5 0 0 5 0 0 0 0 0 0 1 0 0 1 12 5:00 PM 0 12 0 0 12 0 5 0 0 5 1 0 0 0 1 0 0 0 0 0 18 5:15 PM 1 6 0 0 7 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 8 Grand Total 2 26 0 0 28 0 15 0 0 15 2 0 0 0 2 0 2 1 0 3 48 Medium Truck %0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Heavy Truck %50.0 3.8 0.0 0.0 7.1 0.0 6.7 0.0 0.0 6.7 0.0 0.0 0.0 0.0 0.0 0.0 50.0 0.0 0.0 33.3 Total Truck %50.0 3.8 0.0 0.0 7.1 0.0 6.7 0.0 0.0 6.7 0.0 0.0 0.0 0.0 0.0 0.0 50.0 0.0 0.0 33.3 Total %4.2 54.2 0.0 0.0 58.3 0.0 31.3 0.0 0.0 31.3 4.2 0.0 0.0 0.0 4.2 0.0 4.2 2.1 0.0 6.3 100.0 PHF 0.67 0.67 0.67 ###########################0.67 RT TH LT U 2 26 0 0 0 R T 2 T H 1 L T 0 U U 0 LT 0 TH 0 RT 2 0 0 15 0 U LT TH RT Ida Avenue 3 I n C o t t o n w o o d S t r e e t Total Entering 48 29 15 Out In Ida Avenue In Out 28 15 Co t t o n w o o d S t r e e t Ou t 4 Vehicle Volumes and Adjustments Ida Avenue Ida Avenue Cottonwood Street Cottonwood Street Southbound Northbound Eastbound Westbound In 2 0 O u t North/South Street:Ida Avenue Cottonwood Street Date Performed:Thursday, March 29, 2018 City of Bozeman / MDT Count Time Period:PM Peak Hour (4:30 - 5:30 PM) Project Number:06020.03 Cottonwood/Ida Mixed Use Project East/West Street: Agency/Company:Sanderson Stewart INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Counted By:A. Paull Cottonwood Street & Ida Avenue NNNNN Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0 0.00 0.00 0.00 0.00 0 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:15 AM 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Grand Total 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 Medium Truck %0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Heavy Truck %0.0 50.0 0.0 0.0 50.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Truck %0.0 50.0 0.0 0.0 50.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total %0.0 100.0 0.0 0.0 100.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 100.0 PHF 0.25 0.25 0.25 ###########################0.25 RT TH U 0 2 0 U 0 LT 0 RT 0 0 0 0 U LT TH In 0 Total Entering 2 Ou t Front Street 0 InOut 2 Front Street 2 In Out 0 As p e n S t r e e t 0 City of Bozeman / MDTThursday, March 29, 2018Date Performed: Count Time Period: Cottonwood/Ida Mixed Use Project Front Street N/A Aspen Street Vehicle Volumes and Adjustments INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Front Street & Aspen StreetCounted By: Westbound Agency/Company: A. Paull Sanderson Stewart North/South Street:Front Street AM Peak Hour (7:45 - 8:45 AM) 06020.03Project Number: Southbound Front Street Northbound Aspen Street Eastbound East/West Street: NNNNN Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0 0.00 0.00 0.00 0.00 0 4:30 PM 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 2 4:45 PM 0 1 0 0 1 0 1 1 0 2 0 0 0 0 0 0 0 0 0 0 3 5:00 PM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:15 PM 0 1 0 0 1 0 1 1 0 2 0 0 0 0 0 0 0 0 0 0 3 Grand Total 0 3 0 0 3 0 4 2 0 6 0 0 0 0 0 0 0 0 0 0 9 Medium Truck %0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Heavy Truck %0.0 0.0 0.0 0.0 0.0 0.0 0.0 50.0 0.0 16.7 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Truck %0.0 0.0 0.0 0.0 0.0 0.0 0.0 50.0 0.0 16.7 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total %0.0 33.3 0.0 0.0 33.3 0.0 44.4 22.2 0.0 66.7 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 100.0 PHF 0.75 0.75 0.75 ###########################0.75 RT TH U 0 3 0 U 0 LT 0 RT 0 0 2 4 U LT TH Front Street Total Entering 9 3 6 Out In Front Street In Out 3 4 As p e n S t r e e t Ou t 2 Vehicle Volumes and Adjustments Front Street Front Street Aspen Street N/A Southbound Northbound Eastbound Westbound In 0 North/South Street:Front Street Aspen Street Date Performed:Thursday, March 29, 2018 City of Bozeman / MDT Count Time Period:PM Peak Hour (4:30 - 5:30 PM) Project Number:06020.03 Cottonwood/Ida Mixed Use Project East/West Street: Agency/Company:Sanderson Stewart INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Counted By:A. Paull Front Street & Aspen Street NNNNN Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.00 0.00 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0 1.00 1.00 1.00 1.00 0 7:45 AM 0 0 0 0 0 0 0 2 0 2 4 0 0 0 4 0 0 0 0 0 6 8:00 AM 0 0 0 0 0 0 0 2 0 2 3 0 0 0 3 0 0 0 0 0 5 8:15 AM 0 0 0 0 0 0 0 0 0 0 1 2 0 0 3 0 0 0 0 0 3 8:30 AM 0 0 0 0 0 0 0 3 0 3 2 0 0 0 2 0 0 0 0 0 5 Grand Total 0 0 0 0 0 0 0 7 0 7 10 2 0 0 12 0 0 0 0 0 19 Medium Truck %0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Heavy Truck %0.0 0.0 0.0 0.0 0.0 0.0 0.0 14.3 0.0 14.3 10.0 0.0 0.0 0.0 8.3 0.0 0.0 0.0 0.0 0.0 Total Truck %0.0 0.0 0.0 0.0 0.0 0.0 0.0 14.3 0.0 14.3 10.0 0.0 0.0 0.0 8.3 0.0 0.0 0.0 0.0 0.0 Total %0.0 0.0 0.0 0.0 0.0 0.0 0.0 36.8 0.0 36.8 52.6 10.5 0.0 0.0 63.2 0.0 0.0 0.0 0.0 0.0 100.0 PHF 0.79 0.79 0.79 ###########################0.79 0 T H 0 L T 0 U U 0 TH 2 RT 10 0 7 0 U LT RT Westbound Agency/Company: A. Paull Sanderson Stewart North/South Street:Ida Avenue AM Peak Hour (7:45 - 8:45 AM) 06020.03Project Number: Southbound Ida Avenue Northbound Front Street Eastbound East/West Street: INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Front Street & Ida Avenue Counted By: Fr o n t S t r e e t F r o n t S t r e e t 12 City of Bozeman / MDTThursday, March 29, 2018Date Performed: Count Time Period: Cottonwood/Ida Mixed Use Project N/A Front Street Front Street Vehicle Volumes and Adjustments Ida Avenue 7 InOut 10 In 7 I n 0 O u t 2 Total Entering 19 Ou t NNNNN Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.00 0.00 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0 1.00 1.00 1.00 1.00 0 4:30 PM 0 0 0 0 0 0 0 6 0 6 2 0 0 1 3 0 2 0 0 2 11 4:45 PM 0 0 0 0 0 0 0 8 0 8 6 1 0 0 7 0 1 0 0 1 16 5:00 PM 0 0 0 0 0 0 0 3 0 3 11 1 0 0 12 0 0 0 0 0 15 5:15 PM 0 0 0 0 0 0 0 0 0 0 5 1 0 0 6 0 1 0 0 1 7 Grand Total 0 0 0 0 0 0 0 17 0 17 24 3 0 1 28 0 4 0 0 4 49 Medium Truck %0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Heavy Truck %0.0 0.0 0.0 0.0 0.0 0.0 0.0 5.9 0.0 5.9 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Truck %0.0 0.0 0.0 0.0 0.0 0.0 0.0 5.9 0.0 5.9 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total %0.0 0.0 0.0 0.0 0.0 0.0 0.0 34.7 0.0 34.7 49.0 6.1 0.0 2.0 57.1 0.0 8.2 0.0 0.0 8.2 100.0 PHF 0.77 0.77 0.77 ###########################0.77 4 T H 0 L T 0 U U 1 TH 3 RT 24 0 17 0 U LT RT Agency/Company:Sanderson Stewart INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Counted By:A. Paull Front Street & Ida Avenue North/South Street:Ida Avenue Front Street Date Performed:Thursday, March 29, 2018 City of Bozeman / MDT Count Time Period:PM Peak Hour (4:30 - 5:30 PM) Project Number:06020.03 Cottonwood/Ida Mixed Use Project East/West Street: Fr o n t S t r e e t Ou t 22 Vehicle Volumes and Adjustments N/A Ida Avenue Front Street Front Street Southbound Northbound Eastbound Westbound In 28 3 O u t Ida Avenue 4 I n F r o n t S t r e e t Total Entering 49 24 17 Out In NNNNN Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 0.00 0.00 0 1.00 1.00 1.00 1.00 0 7:45 AM 0 4 0 0 4 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 6 8:00 AM 0 3 0 0 3 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 5 8:15 AM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 8:30 AM 0 2 0 0 2 0 3 0 0 3 0 0 0 0 0 0 0 0 0 0 5 Grand Total 0 10 0 0 10 0 7 0 0 7 0 0 0 0 0 0 0 0 0 0 17 Medium Truck %0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Heavy Truck %0.0 10.0 0.0 0.0 10.0 0.0 14.3 0.0 0.0 14.3 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Truck %0.0 10.0 0.0 0.0 10.0 0.0 14.3 0.0 0.0 14.3 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total %0.0 58.8 0.0 0.0 58.8 0.0 41.2 0.0 0.0 41.2 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 100.0 PHF 0.71 0.71 0.71 ###########################0.71 TH LT U 10 0 0 0 R T 0 L T 0 U 0 7 0 U TH RT I n 0 O u t 0 Total Entering 17 Ida Avenue 7 InOut 10 Ida Avenue 10 In Out 7 A s p e n S t r e e t City of Bozeman / MDTThursday, March 29, 2018Date Performed: Count Time Period: Cottonwood/Ida Mixed Use Project Ida Avenue Aspen Street Aspen Street Vehicle Volumes and Adjustments INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Ida Avenue & Aspen StreetCounted By: Westbound Agency/Company: A. Paull Sanderson Stewart North/South Street:Ida Avenue AM Peak Hour (7:45 - 8:45 AM) 06020.03Project Number: Southbound Ida Avenue Northbound N/A Eastbound East/West Street: NNNNN Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 0.00 0.00 0 1.00 1.00 1.00 1.00 0 4:30 PM 0 2 0 0 2 0 6 0 0 6 0 0 0 0 0 0 0 0 0 0 8 4:45 PM 0 6 0 0 6 0 8 0 0 8 0 0 0 0 0 0 0 1 0 1 15 5:00 PM 0 11 0 0 11 0 3 0 0 3 0 0 0 0 0 0 0 0 0 0 14 5:15 PM 0 5 0 0 5 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 6 Grand Total 0 24 0 0 24 0 17 0 0 17 0 0 0 0 0 0 0 2 0 2 43 Medium Truck %0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Heavy Truck %0.0 0.0 0.0 0.0 0.0 0.0 5.9 0.0 0.0 5.9 0.0 0.0 0.0 0.0 0.0 0.0 0.0 50.0 0.0 50.0 Total Truck %0.0 0.0 0.0 0.0 0.0 0.0 5.9 0.0 0.0 5.9 0.0 0.0 0.0 0.0 0.0 0.0 0.0 50.0 0.0 50.0 Total %0.0 55.8 0.0 0.0 55.8 0.0 39.5 0.0 0.0 39.5 0.0 0.0 0.0 0.0 0.0 0.0 0.0 4.7 0.0 4.7 100.0 PHF 0.72 0.72 0.72 ###########################0.72 TH LT U 24 0 0 0 R T 2 L T 0 U 0 17 0 U TH RT Ida Avenue 2 I n A s p e n S t r e e t Total Entering 43 26 17 Out In Ida Avenue In Out 24 17 Vehicle Volumes and Adjustments Ida Avenue Ida Avenue N/A Aspen Street Southbound Northbound Eastbound Westbound 0 O u t North/South Street:Ida Avenue Aspen Street Date Performed:Thursday, March 29, 2018 City of Bozeman / MDT Count Time Period:PM Peak Hour (4:30 - 5:30 PM) Project Number:06020.03 Cottonwood/Ida Mixed Use Project East/West Street: Agency/Company:Sanderson Stewart INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Counted By:A. Paull Ida Avenue & Aspen Street NNNNN Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0 1.00 1.00 1.00 1.00 0 7:45 AM 48 33 12 0 93 2 58 13 0 73 0 0 0 0 0 10 34 0 0 44 210 8:00 AM 21 38 7 0 66 6 62 12 0 80 0 0 0 0 0 10 47 3 0 60 206 8:15 AM 23 32 12 0 67 3 80 7 0 90 0 0 0 0 0 18 50 2 0 70 227 8:30 AM 20 38 8 0 66 5 60 10 0 75 0 0 0 0 0 18 35 4 0 57 198 Grand Total 112 141 39 0 292 16 260 42 0 318 0 0 0 0 0 56 166 9 0 231 841 Medium Truck %2.7 0.0 0.0 0.0 1.0 0.0 0.4 4.8 0.0 0.9 0.0 0.0 0.0 0.0 0.0 5.4 2.4 0.0 0.0 3.0 Heavy Truck %0.9 2.8 2.6 0.0 2.1 6.3 1.5 2.4 0.0 1.9 0.0 0.0 0.0 0.0 0.0 0.0 1.2 0.0 0.0 0.9 Total Truck %3.6 2.8 2.6 0.0 3.1 6.3 1.9 7.1 0.0 2.8 0.0 0.0 0.0 0.0 0.0 5.4 3.6 0.0 0.0 3.9 Total %13.3 16.8 4.6 0.0 34.7 1.9 30.9 5.0 0.0 37.8 0.0 0.0 0.0 0.0 0.0 6.7 19.7 1.1 0.0 27.5 100.0 PHF 0.93 0.93 0.93 ###########################0.93 RT TH LT U 112 141 39 0 5 6 R T 1 6 6 T H 9 L T 0 U U 0 LT 0 TH 0 RT 0 0 42 260 16 U LT TH RT In 32 0 I n 2 3 1 O u t 5 5 Total Entering 841 Ou t Rouse Avenue 318 InOut 150 Rouse Avenue 292 In Out 316 Me n d e n h a l l S t r e e t M e n d e n h a l l S t r e e t 0 City of Bozeman / MDTThursday, March 29, 2018Date Performed: Count Time Period: Cottonwood/Ida Mixed Use Project Rouse Avenue Mendenhall Street Mendenhall Street Vehicle Volumes and Adjustments INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Rouse Avenue & Mendenhall StreetCounted By: Westbound Agency/Company: A. Paull Sanderson Stewart North/South Street:Rouse Avenue AM Peak Hour (7:45 - 8:45 AM) 06020.03Project Number: Southbound Rouse Avenue Northbound Mendenhall Street Eastbound East/West Street: NNNNN Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0 1.00 1.00 1.00 1.00 0 4:30 PM 49 70 9 0 128 0 78 18 0 96 0 0 0 0 0 14 42 2 0 58 282 4:45 PM 30 68 6 0 104 3 80 22 0 105 0 0 0 0 0 14 46 1 0 61 270 5:00 PM 48 82 10 0 140 5 80 23 0 108 0 0 0 0 0 18 63 3 0 84 332 5:15 PM 30 45 13 0 88 1 79 16 0 96 0 0 0 0 0 13 63 1 0 77 261 Grand Total 157 265 38 0 460 9 317 79 0 405 0 0 0 0 0 59 214 7 0 280 1145 Medium Truck %1.3 0.8 0.0 0.0 0.9 0.0 0.6 1.3 0.0 0.7 0.0 0.0 0.0 0.0 0.0 0.0 0.9 0.0 0.0 0.7 Heavy Truck %0.0 0.0 0.0 0.0 0.0 0.0 0.9 1.3 0.0 1.0 0.0 0.0 0.0 0.0 0.0 0.0 0.5 14.3 0.0 0.7 Total Truck %1.3 0.8 0.0 0.0 0.9 0.0 1.6 2.5 0.0 1.7 0.0 0.0 0.0 0.0 0.0 0.0 1.4 14.3 0.0 1.4 Total %13.7 23.1 3.3 0.0 40.2 0.8 27.7 6.9 0.0 35.4 0.0 0.0 0.0 0.0 0.0 5.2 18.7 0.6 0.0 24.5 100.0 PHF 0.86 0.86 0.86 ###########################0.86 RT TH LT U 157 265 38 0 5 9 R T 2 1 4 T H 7 L T 0 U U 0 LT 0 TH 0 RT 0 0 79 317 9 U LT TH RT Rouse Avenue 2 8 0 I n M e n d e n h a l l S t r e e t Total Entering 1145 272 405 Out In Rouse Avenue In Out 460 376 Me n d e n h a l l S t r e e t Ou t 45 0 Vehicle Volumes and Adjustments Rouse Avenue Rouse Avenue Mendenhall Street Mendenhall Street Southbound Northbound Eastbound Westbound In 0 4 7 O u t North/South Street:Rouse Avenue Mendenhall Street Date Performed:Thursday, March 29, 2018 City of Bozeman / MDT Count Time Period:PM Peak Hour (4:30 - 5:30 PM) Project Number:06020.03 Cottonwood/Ida Mixed Use Project East/West Street: Agency/Company:Sanderson Stewart INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Counted By:A. Paull Rouse Avenue & Mendenhall Street NNNNN Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 1.00 1.00 1.00 1.00 0 1.00 1.00 1.00 1.00 0 7:45 AM 27 55 0 0 82 0 51 23 0 74 70 0 50 0 120 0 1 0 0 1 277 8:00 AM 26 56 0 0 82 0 59 27 0 86 43 0 37 0 80 0 0 0 0 0 248 8:15 AM 26 84 0 0 110 0 74 29 0 103 45 0 37 0 82 0 0 0 0 0 295 8:30 AM 26 53 0 0 79 0 91 31 0 122 32 0 41 0 73 0 0 0 0 0 274 Grand Total 105 248 0 0 353 0 275 110 0 385 190 0 165 0 355 0 1 0 0 1 1094 Medium Truck %0.0 1.6 0.0 0.0 1.1 0.0 0.4 1.8 0.0 0.8 0.5 0.0 0.0 0.0 0.3 0.0 0.0 0.0 0.0 0.0 Heavy Truck %1.9 2.4 0.0 0.0 2.3 0.0 2.2 7.3 0.0 3.6 3.2 0.0 1.8 0.0 2.5 0.0 0.0 0.0 0.0 0.0 Total Truck %1.9 4.0 0.0 0.0 3.4 0.0 2.5 9.1 0.0 4.4 3.7 0.0 1.8 0.0 2.8 0.0 0.0 0.0 0.0 0.0 Total %9.6 22.7 0.0 0.0 32.3 0.0 25.1 10.1 0.0 35.2 17.4 0.0 15.1 0.0 32.4 0.0 0.1 0.0 0.0 0.1 100.0 PHF 0.93 0.93 0.93 ###########################0.93 RT TH LT U 105 248 0 0 0 R T 1 T H 0 L T 0 U U 0 LT 16 5 TH 0 RT 19 0 0 110 275 0 U LT TH RT Westbound Agency/Company: A. Paull Sanderson Stewart North/South Street:Rouse Avenue AM Peak Hour (7:45 - 8:45 AM) 06020.03Project Number: Southbound Rouse Avenue Northbound Oak Street Eastbound East/West Street: INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Rouse Avenue & Oak StreetCounted By: Oa k S t r e e t O a k S t r e e t 35 5 City of Bozeman / MDTThursday, March 29, 2018Date Performed: Count Time Period: Cottonwood/Ida Mixed Use Project Rouse Avenue Oak Street Oak Street Vehicle Volumes and Adjustments Rouse Avenue 353 In Out 440 Rouse Avenue 385 InOut 438 In 21 6 I n 1 O u t 0 Total Entering 1094 Ou t NNNNN Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 1.00 1.00 1.00 1.00 0 1.00 1.00 1.00 1.00 0 4:30 PM 50 94 0 0 144 0 64 47 0 111 37 0 27 0 64 0 1 1 0 2 321 4:45 PM 48 71 0 0 119 0 69 62 0 131 36 1 35 0 72 0 0 0 0 0 322 5:00 PM 61 118 0 0 179 0 57 65 0 122 33 2 32 0 67 0 0 0 0 0 368 5:15 PM 47 78 0 0 125 0 67 59 0 126 45 0 37 0 82 0 0 0 0 0 333 Grand Total 206 361 0 0 567 0 257 233 0 490 151 3 131 0 285 0 1 1 0 2 1344 Medium Truck %1.0 0.0 0.0 0.0 0.4 0.0 0.8 0.4 0.0 0.6 0.0 0.0 1.5 0.0 0.7 0.0 0.0 0.0 0.0 0.0 Heavy Truck %0.5 0.6 0.0 0.0 0.5 0.0 1.6 0.0 0.0 0.8 1.3 0.0 2.3 0.0 1.8 0.0 0.0 0.0 0.0 0.0 Total Truck %1.5 0.6 0.0 0.0 0.9 0.0 2.3 0.4 0.0 1.4 1.3 0.0 3.8 0.0 2.5 0.0 0.0 0.0 0.0 0.0 Total %15.3 26.9 0.0 0.0 42.2 0.0 19.1 17.3 0.0 36.5 11.2 0.2 9.7 0.0 21.2 0.0 0.1 0.1 0.0 0.1 100.0 PHF 0.91 0.91 0.91 ###########################0.91 RT TH LT U 206 361 0 0 0 R T 1 T H 1 L T 0 U U 0 LT 13 1 TH 3 RT 15 1 0 233 257 0 U LT TH RT Agency/Company:Sanderson Stewart INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Counted By:A. Paull Rouse Avenue & Oak Street North/South Street:Rouse Avenue Oak Street Date Performed:Thursday, March 29, 2018 City of Bozeman / MDT Count Time Period:PM Peak Hour (4:30 - 5:30 PM) Project Number:06020.03 Cottonwood/Ida Mixed Use Project East/West Street: Oa k S t r e e t Ou t 44 0 Vehicle Volumes and Adjustments Rouse Avenue Rouse Avenue Oak Street Oak Street Southbound Northbound Eastbound Westbound In 28 5 3 O u t Rouse Avenue In Out 567 388 Rouse Avenue 2 I n O a k S t r e e t Total Entering 1344 513 490 Out In NNNNN Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0 0.98 0.98 0.98 0.98 0 7:45 AM 6 89 11 0 106 5 46 13 0 64 23 12 1 0 36 11 6 0 0 17 223 8:00 AM 11 55 15 0 81 3 51 9 0 63 23 9 4 0 36 7 12 1 0 20 200 8:15 AM 21 77 24 0 122 8 78 7 0 93 14 15 4 0 33 10 5 0 0 15 263 8:30 AM 13 53 12 0 78 1 75 2 0 78 19 12 6 0 37 14 2 0 0 16 209 Grand Total 51 274 62 0 387 17 250 31 0 298 79 48 15 0 142 42 25 1 0 68 895 Medium Truck %2.0 0.7 0.0 0.0 0.8 5.9 0.8 0.0 0.0 1.0 2.5 0.0 0.0 0.0 1.4 0.0 0.0 0.0 0.0 0.0 Heavy Truck %0.0 2.9 1.6 0.0 2.3 0.0 3.2 0.0 0.0 2.7 2.5 4.2 0.0 0.0 2.8 2.4 8.0 0.0 0.0 4.4 Total Truck %2.0 3.6 1.6 0.0 3.1 5.9 4.0 0.0 0.0 3.7 5.1 4.2 0.0 0.0 4.2 2.4 8.0 0.0 0.0 4.4 Total %5.7 30.6 6.9 0.0 43.2 1.9 27.9 3.5 0.0 33.3 8.8 5.4 1.7 0.0 15.9 4.7 2.8 0.1 0.0 7.6 100.0 PHF 0.85 0.85 0.85 ###########################0.85 RT TH LT U 51 274 62 0 4 2 R T 2 5 T H 1 L T 0 U U 0 LT 15 TH 48 RT 79 0 31 250 17 U LT TH RT In 10 7 I n 6 8 O u t 1 2 7 Total Entering 895 Ou t Rouse Avenue 298 InOut 354 Rouse Avenue 387 In Out 307 Pe a c h S t r e e t P e a c h S t r e e t 14 2 City of Bozeman / MDTThursday, March 29, 2018Date Performed: Count Time Period: Cottonwood/Ida Mixed Use Project Rouse Avenue Peach Street Peach Street Vehicle Volumes and Adjustments INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Rouse Avenue & Peach StreetCounted By: Westbound Agency/Company: A. Paull Sanderson Stewart North/South Street:Rouse Avenue AM Peak Hour (7:45 - 8:45 AM) 06020.03Project Number: Southbound Rouse Avenue Northbound Peach Street Eastbound East/West Street: NNNNN Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0 0.98 0.98 0.98 0.98 0 4:30 PM 14 112 12 0 138 3 79 16 0 98 18 15 6 0 39 18 13 1 0 32 307 4:45 PM 10 80 8 0 98 1 77 14 0 92 19 9 8 0 36 27 9 3 0 39 265 5:00 PM 14 122 18 0 154 3 84 29 0 116 22 5 7 0 34 31 14 1 0 46 350 5:15 PM 14 89 10 0 113 3 82 19 0 104 9 13 6 0 28 26 15 0 0 41 286 Grand Total 52 403 48 0 503 10 322 78 0 410 68 42 27 0 137 102 51 5 0 158 1208 Medium Truck %0.0 0.5 0.0 0.0 0.4 0.0 0.0 1.3 0.0 0.2 0.0 0.0 0.0 0.0 0.0 0.0 2.0 20.0 0.0 1.3 Heavy Truck %0.0 0.7 2.1 0.0 0.8 0.0 0.3 0.0 0.0 0.2 0.0 2.4 0.0 0.0 0.7 1.0 0.0 0.0 0.0 0.6 Total Truck %0.0 1.2 2.1 0.0 1.2 0.0 0.3 1.3 0.0 0.5 0.0 2.4 0.0 0.0 0.7 1.0 2.0 20.0 0.0 1.9 Total %4.3 33.4 4.0 0.0 41.6 0.8 26.7 6.5 0.0 33.9 5.6 3.5 2.2 0.0 11.3 8.4 4.2 0.4 0.0 13.1 100.0 PHF 0.86 0.86 0.86 ###########################0.86 RT TH LT U 52 403 48 0 1 0 2 R T 5 1 T H 5 L T 0 U U 0 LT 27 TH 42 RT 68 0 78 322 10 U LT TH RT Rouse Avenue 1 5 8 I n P e a c h S t r e e t Total Entering 1208 476 410 Out In Rouse Avenue In Out 503 451 Pe a c h S t r e e t Ou t 18 1 Vehicle Volumes and Adjustments Rouse Avenue Rouse Avenue Peach Street Peach Street Southbound Northbound Eastbound Westbound In 13 7 1 0 0 O u t North/South Street:Rouse Avenue Peach Street Date Performed:Thursday, March 29, 2018 City of Bozeman / MDT Count Time Period:PM Peak Hour (4:30 - 5:30 PM) Project Number:06020.03 Cottonwood/Ida Mixed Use Project East/West Street: Agency/Company:Sanderson Stewart INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Counted By:A. Paull Rouse Avenue & Peach Street NNNNN Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0 0.98 0.98 0.98 0.98 0 7:45 AM 4 99 13 0 116 2 54 5 0 61 1 16 7 0 24 9 6 3 0 18 219 8:00 AM 12 75 12 0 99 1 55 2 0 58 5 10 15 0 30 17 5 2 0 24 211 8:15 AM 12 117 4 0 133 2 87 2 0 91 5 10 8 0 23 7 6 1 0 14 261 8:30 AM 5 70 5 0 80 2 93 3 0 98 7 17 9 0 33 13 6 1 0 20 231 Grand Total 33 361 34 0 428 7 289 12 0 308 18 53 39 0 110 46 23 7 0 76 922 Medium Truck %6.1 0.6 0.0 0.0 0.9 0.0 0.7 0.0 0.0 0.6 11.1 3.8 0.0 0.0 3.6 0.0 4.3 0.0 0.0 1.3 Heavy Truck %0.0 2.5 8.8 0.0 2.8 0.0 1.0 8.3 0.0 1.3 5.6 3.8 7.7 0.0 5.5 4.3 17.4 14.3 0.0 9.2 Total Truck %6.1 3.0 8.8 0.0 3.7 0.0 1.7 8.3 0.0 1.9 16.7 7.5 7.7 0.0 9.1 4.3 21.7 14.3 0.0 10.5 Total %3.6 39.2 3.7 0.0 46.4 0.8 31.3 1.3 0.0 33.4 2.0 5.7 4.2 0.0 11.9 5.0 2.5 0.8 0.0 8.2 100.0 PHF 0.88 0.88 0.88 ###########################0.88 RT TH LT U 33 361 34 0 4 6 R T 2 3 T H 7 L T 0 U U 0 LT 39 TH 53 RT 18 0 12 289 7 U LT TH RT Westbound Agency/Company: A. Paull Sanderson Stewart North/South Street:Rouse Avenue AM Peak Hour (7:45 - 8:45 AM) 06020.03Project Number: Southbound Rouse Avenue Northbound Tamarack Street Eastbound East/West Street: INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Rouse Avenue & Tamarack SteetCounted By: Ta m a r a c k S t r e e t T a m a r a c k S t r e e t 11 0 City of Bozeman / MDTThursday, March 29, 2018Date Performed: Count Time Period: Cottonwood/Ida Mixed Use Project Rouse Avenue Tamarack Street Tamarack Street Vehicle Volumes and Adjustments Rouse Avenue 428 In Out 374 Rouse Avenue 308 InOut 386 In 68 I n 7 6 O u t 9 4 Total Entering 922 Ou t NNNNN Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0 0.98 0.98 0.98 0.98 0 4:30 PM 5 124 3 0 132 3 85 6 0 94 13 6 16 0 35 9 12 4 0 25 286 4:45 PM 10 87 6 0 103 2 108 5 0 115 8 12 7 0 27 13 17 1 0 31 276 5:00 PM 9 138 8 0 155 4 96 8 0 108 11 12 11 0 34 11 14 5 0 30 327 5:15 PM 6 102 8 0 116 4 103 6 0 113 10 10 11 0 31 9 15 1 0 25 285 Grand Total 30 451 25 0 506 13 392 25 0 430 42 40 45 0 127 42 58 11 0 111 1174 Medium Truck %0.0 0.0 0.0 0.0 0.0 0.0 0.5 0.0 0.0 0.5 4.8 0.0 0.0 0.0 1.6 0.0 0.0 0.0 0.0 0.0 Heavy Truck %3.3 0.7 0.0 0.0 0.8 0.0 0.8 0.0 0.0 0.7 4.8 0.0 2.2 0.0 2.4 4.8 5.2 0.0 0.0 4.5 Total Truck %3.3 0.7 0.0 0.0 0.8 0.0 1.3 0.0 0.0 1.2 9.5 0.0 2.2 0.0 3.9 4.8 5.2 0.0 0.0 4.5 Total %2.6 38.4 2.1 0.0 43.1 1.1 33.4 2.1 0.0 36.6 3.6 3.4 3.8 0.0 10.8 3.6 4.9 0.9 0.0 9.5 100.0 PHF 0.90 0.90 0.90 ###########################0.90 RT TH LT U 30 451 25 0 4 2 R T 5 8 T H 1 1 L T 0 U U 0 LT 45 TH 40 RT 42 0 25 392 13 U LT TH RT Agency/Company:Sanderson Stewart INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Counted By:A. Paull Rouse Avenue & Tamarack Steet North/South Street:Rouse Avenue Tamarack Street Date Performed:Thursday, March 29, 2018 City of Bozeman / MDT Count Time Period:PM Peak Hour (4:30 - 5:30 PM) Project Number:06020.03 Cottonwood/Ida Mixed Use Project East/West Street: Ta m a r a c k S t r e e t Ou t 11 3 Vehicle Volumes and Adjustments Rouse Avenue Rouse Avenue Tamarack Street Tamarack Street Southbound Northbound Eastbound Westbound In 12 7 7 8 O u t Rouse Avenue In Out 506 479 Rouse Avenue 1 1 1 I n T a m a r a c k S t r e e t Total Entering 1174 504 430 Out In NNNNN A P P E N D I X B CAPACITY CALCULATIONS - EXISTING CONDITIONS (201 8) HCM 6th Signalized Intersection Summary 1: Rouse Ave & Mendenhall St 05/08/2018 Existing (2018) AM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 0 0 9 166 56 42 260 16 39 141 112 Future Volume (veh/h) 0 0 0 9 166 56 42 260 16 39 141 112 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1900 1841 1900 1796 1870 1870 1856 1856 1856 Adj Flow Rate, veh/h 10 178 60 45 280 17 42 152 120 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 0 4 0 7 2 2 3 3 3 Cap, veh/h 14 251 85 693 1037 63 696 570 450 Arrive On Green 0.20 0.20 0.20 0.59 0.59 0.59 0.59 0.59 0.59 Sat Flow, veh/h 71 1261 425 1061 1744 106 1070 959 757 Grp Volume(v), veh/h 248 0 0 45 0 297 42 0 272 Grp Sat Flow(s),veh/h/ln 1757 0 0 1061 0 1850 1070 0 1715 Q Serve(g_s), s 6.6 0.0 0.0 1.1 0.0 3.9 1.0 0.0 3.9 Cycle Q Clear(g_c), s 6.6 0.0 0.0 4.9 0.0 3.9 4.9 0.0 3.9 Prop In Lane 0.04 0.24 1.00 0.06 1.00 0.44 Lane Grp Cap(c), veh/h 350 0 0 693 0 1100 696 0 1020 V/C Ratio(X)0.71 0.00 0.00 0.06 0.00 0.27 0.06 0.00 0.27 Avail Cap(c_a), veh/h 1219 0 0 693 0 1100 696 0 1020 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 18.8 0.0 0.0 6.1 0.0 4.9 6.1 0.0 4.9 Incr Delay (d2), s/veh 2.7 0.0 0.0 0.2 0.0 0.6 0.2 0.0 0.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.7 0.0 0.0 0.2 0.0 1.2 0.2 0.0 1.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 21.5 0.0 0.0 6.3 0.0 5.5 6.3 0.0 5.6 LnGrp LOS C A A A A A A A A Approach Vol, veh/h 248 342 314 Approach Delay, s/veh 21.5 5.6 5.7 Approach LOS C A A Timer - Assigned Phs 2 6 8 Phs Duration (G+Y+Rc), s 35.2 35.2 15.2 Change Period (Y+Rc), s * 5.2 * 5.2 5.2 Max Green Setting (Gmax), s * 30 * 30 35.0 Max Q Clear Time (g_c+I1), s 6.9 6.9 8.6 Green Ext Time (p_c), s 2.1 1.9 1.6 Intersection Summary HCM 6th Ctrl Delay 10.0 HCM 6th LOS A Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th Signalized Intersection Summary 8: Rouse Ave/Rouse Avenue & Tamarack St 05/08/2018 Existing (2018) AM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 39 53 18 7 23 46 12 289 7 34 361 33 Future Volume (veh/h) 39 53 18 7 23 46 12 289 7 34 361 33 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 0.99 0.99 0.99 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1781 1781 1781 1574 1574 1574 1870 1870 1870 1856 1856 1856 Adj Flow Rate, veh/h 44 60 20 8 26 52 14 328 8 39 410 38 Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Percent Heavy Veh, % 8 8 8 22 22 22 2 2 2 3 3 3 Cap, veh/h 143 111 32 80 59 103 86 1299 31 125 1142 101 Arrive On Green 0.12 0.12 0.12 0.12 0.12 0.12 0.73 0.73 0.73 0.73 0.73 0.73 Sat Flow, veh/h 443 911 260 65 488 846 24 1774 42 74 1560 138 Grp Volume(v), veh/h 124 0 0 86 0 0 350 0 0 487 0 0 Grp Sat Flow(s),veh/h/ln 1614 0 0 1399 0 0 1839 0 0 1772 0 0 Q Serve(g_s), s 0.7 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear(g_c), s 3.8 0.0 0.0 3.1 0.0 0.0 3.4 0.0 0.0 5.3 0.0 0.0 Prop In Lane 0.35 0.16 0.09 0.60 0.04 0.02 0.08 0.08 Lane Grp Cap(c), veh/h 285 0 0 242 0 0 1415 0 0 1369 0 0 V/C Ratio(X) 0.43 0.00 0.00 0.36 0.00 0.00 0.25 0.00 0.00 0.36 0.00 0.00 Avail Cap(c_a), veh/h 1205 0 0 1072 0 0 1415 0 0 1369 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 22.7 0.0 0.0 22.5 0.0 0.0 2.4 0.0 0.0 2.7 0.0 0.0 Incr Delay (d2), s/veh 1.0 0.0 0.0 0.9 0.0 0.0 0.4 0.0 0.0 0.7 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.5 0.0 0.0 1.0 0.0 0.0 0.8 0.0 0.0 1.2 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 23.8 0.0 0.0 23.3 0.0 0.0 2.8 0.0 0.0 3.4 0.0 0.0 LnGrp LOS C A A C A A A A A A A A Approach Vol, veh/h 124 86 350 487 Approach Delay, s/veh 23.8 23.3 2.8 3.4 Approach LOS C C A A Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 44.0 10.6 44.0 10.6 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 40.0 40.0 40.0 40.0 Max Q Clear Time (g_c+I1), s 5.4 5.8 7.3 5.1 Green Ext Time (p_c), s 2.5 0.8 3.8 0.5 Intersection Summary HCM 6th Ctrl Delay 7.3 HCM 6th LOS A HCM 6th Signalized Intersection Summary 11: Rouse Avenue & Oak Street/Birch Street 05/08/2018 Existing (2018) AM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 165 0 190 0 1 0 110 275 0 0 248 105 Future Volume (veh/h) 165 0 190 0 1 0 110 275 0 0 248 105 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1900 1900 1841 1900 1900 1900 1767 1856 1856 1900 1841 1870 Adj Flow Rate, veh/h 177 0 204 0 1 0 118 296 0 0 267 113 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 0 0 4 0 0 0 9 3 3 0 4 2 Cap, veh/h 341 0 360 0 319 0 660 1266 0 100 1023 880 Arrive On Green 0.17 0.00 0.17 0.00 0.17 0.00 0.06 0.68 0.00 0.00 0.56 0.56 Sat Flow, veh/h 1435 0 1560 0 1900 0 1682 1856 0 1100 1841 1584 Grp Volume(v), veh/h 177 0 204 0 1 0 118 296 0 0 267 113 Grp Sat Flow(s),veh/h/ln 1435 0 1560 0 1900 0 1682 1856 0 1100 1841 1584 Q Serve(g_s), s 8.4 0.0 8.3 0.0 0.0 0.0 1.9 4.3 0.0 0.0 5.4 2.5 Cycle Q Clear(g_c), s 8.4 0.0 8.3 0.0 0.0 0.0 1.9 4.3 0.0 0.0 5.4 2.5 Prop In Lane 1.00 1.00 0.00 0.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), veh/h 341 0 360 0 319 0 660 1266 0 100 1023 880 V/C Ratio(X) 0.52 0.00 0.57 0.00 0.00 0.00 0.18 0.23 0.00 0.00 0.26 0.13 Avail Cap(c_a), veh/h 799 0 856 0 924 0 1139 1266 0 100 1023 880 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 0.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 28.5 0.0 24.5 0.0 25.0 0.0 5.3 4.3 0.0 0.0 8.3 7.7 Incr Delay (d2), s/veh 1.2 0.0 1.4 0.0 0.0 0.0 0.1 0.4 0.0 0.0 0.6 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.8 0.0 3.1 0.0 0.0 0.0 0.6 1.5 0.0 0.0 2.1 0.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 29.7 0.0 25.9 0.0 25.0 0.0 5.4 4.8 0.0 0.0 8.9 8.0 LnGrp LOS C A C A C A A A A A A A Approach Vol, veh/h 381 1 414 380 Approach Delay, s/veh 27.7 25.0 4.9 8.6 Approach LOS C C A A Timer - Assigned Phs 2 4 5 6 8 Phs Duration (G+Y+Rc), s 54.5 17.5 9.1 45.4 17.5 Change Period (Y+Rc), s 5.4 5.4 * 4.6 5.4 5.4 Max Green Setting (Gmax), s 40.0 35.0 * 25 40.0 35.0 Max Q Clear Time (g_c+I1), s 6.3 10.4 3.9 7.4 2.0 Green Ext Time (p_c), s 2.0 1.6 0.3 2.2 0.0 Intersection Summary HCM 6th Ctrl Delay 13.5 HCM 6th LOS B Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th Signalized Intersection Summary 15: Private Access/Broadway St & Main St 05/08/2018 Existing (2018) AM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 47 475 1 0 581 94 1 0 0 100 0 22 Future Volume (veh/h) 47 475 1 0 581 94 1 0 0 100 0 22 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1885 1885 1885 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adj Flow Rate, veh/h 50 505 1 0 618 100 1 0 0 106 0 23 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 1 1 1 0 0 0 0 0 0 0 0 0 Cap, veh/h 122 1133 2 0 1163 188 760 0 0 630 10 118 Arrive On Green 0.37 0.37 0.37 0.00 0.37 0.37 0.45 0.00 0.00 0.45 0.00 0.45 Sat Flow, veh/h 157 3026 6 0 3202 502 1452 0 0 1185 22 262 Grp Volume(v), veh/h 273 0 283 0 359 359 1 0 0 129 0 0 Grp Sat Flow(s),veh/h/ln 1475 0 1714 0 1805 1803 1452 0 0 1468 0 0 Q Serve(g_s), s 0.5 0.0 8.3 0.0 10.4 10.4 0.0 0.0 0.0 3.0 0.0 0.0 Cycle Q Clear(g_c), s 10.9 0.0 8.3 0.0 10.4 10.4 0.0 0.0 0.0 3.4 0.0 0.0 Prop In Lane 0.18 0.00 0.00 0.28 1.00 0.00 0.82 0.18 Lane Grp Cap(c), veh/h 616 0 642 0 676 675 760 0 0 758 0 0 V/C Ratio(X) 0.44 0.00 0.44 0.00 0.53 0.53 0.00 0.00 0.00 0.17 0.00 0.00 Avail Cap(c_a), veh/h 835 0 898 0 946 945 760 0 0 758 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 0.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 15.3 0.0 15.7 0.0 16.3 16.3 10.2 0.0 0.0 11.1 0.0 0.0 Incr Delay (d2), s/veh 0.5 0.0 0.5 0.0 0.6 0.7 0.0 0.0 0.0 0.5 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.9 0.0 3.1 0.0 4.1 4.1 0.0 0.0 0.0 1.2 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 15.8 0.0 16.1 0.0 17.0 17.0 10.2 0.0 0.0 11.5 0.0 0.0 LnGrp LOS B A B A B B B A A B A A Approach Vol, veh/h 556 718 1 129 Approach Delay, s/veh 16.0 17.0 10.2 11.5 Approach LOS B B B B Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 35.9 30.9 35.9 30.9 Change Period (Y+Rc), s 5.9 5.9 5.9 5.9 Max Green Setting (Gmax), s 30.0 35.0 30.0 35.0 Max Q Clear Time (g_c+I1), s 2.0 12.9 5.4 12.4 Green Ext Time (p_c), s 0.0 3.8 0.7 4.9 Intersection Summary HCM 6th Ctrl Delay 16.1 HCM 6th LOS B Queues 1: Rouse Ave & Mendenhall St 05/08/2018 Existing (2018) AM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 1 Lane Group WBT NBL NBT SBL SBT Lane Group Flow (vph) 248 45 297 42 272 v/c Ratio 0.61 0.07 0.28 0.07 0.27 Control Delay 22.7 6.4 7.0 6.4 5.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 22.7 6.4 7.0 6.4 5.7 Queue Length 50th (ft) 60 5 39 5 27 Queue Length 95th (ft) 117 20 92 19 71 Internal Link Dist (ft) 419 417 1833 Turn Bay Length (ft) 50 50 Base Capacity (vph) 1146 610 1078 621 1019 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.22 0.07 0.28 0.07 0.27 Intersection Summary Queues 8: Rouse Ave/Rouse Avenue & Tamarack St 05/08/2018 Existing (2018) AM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 2 Lane Group EBT WBT NBT SBT Lane Group Flow (vph) 124 86 350 487 v/c Ratio 0.48 0.30 0.26 0.37 Control Delay 26.1 13.5 4.1 4.8 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 26.1 13.5 4.1 4.8 Queue Length 50th (ft) 35 10 34 53 Queue Length 95th (ft) 74 40 76 116 Internal Link Dist (ft) 555 547 989 992 Turn Bay Length (ft) Base Capacity (vph) 1020 1052 1367 1304 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.12 0.08 0.26 0.37 Intersection Summary Queues 11: Rouse Avenue & Oak Street/Birch Street 05/08/2018 Existing (2018) AM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 3 Lane Group EBT EBR WBT NBL NBT SBT SBR Lane Group Flow (vph) 177 204 1 118 296 267 113 v/c Ratio 0.66 0.29 0.00 0.17 0.24 0.29 0.14 Control Delay 42.7 3.6 26.0 5.7 6.2 13.9 5.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 42.7 3.6 26.0 5.7 6.2 13.9 5.3 Queue Length 50th (ft) 82 0 0 17 49 72 7 Queue Length 95th (ft) 153 38 4 43 104 152 39 Internal Link Dist (ft) 553 170 992 418 Turn Bay Length (ft) 200 215 80 Base Capacity (vph) 623 977 840 853 1622 923 824 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.28 0.21 0.00 0.14 0.18 0.29 0.14 Intersection Summary Queues 15: Private Access/Broadway St & Main St 05/08/2018 Existing (2018) AM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 4 Lane Group EBT WBT NBT SBT Lane Group Flow (vph) 556 718 1 129 v/c Ratio 0.50 0.54 0.00 0.20 Control Delay 17.9 17.3 11.0 8.9 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 17.9 17.3 11.0 8.9 Queue Length 50th (ft) 89 112 0 20 Queue Length 95th (ft) 132 160 3 51 Internal Link Dist (ft) 300 185 172 257 Turn Bay Length (ft) Base Capacity (vph) 1545 1847 569 659 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.36 0.39 0.00 0.20 Intersection Summary HCM 6th Signalized Intersection Summary 1: Rouse Ave & Mendenhall St 05/08/2018 Existing (2018) PM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 0 0 7 214 59 79 317 9 38 265 157 Future Volume (veh/h) 0 0 0 7 214 59 79 317 9 38 265 157 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.96 1.00 0.98 0.99 0.99 Parking Bus, Adj 1.00 0.90 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1900 1885 1900 1856 1870 1870 1900 1885 1885 Adj Flow Rate, veh/h 8 249 69 92 369 10 44 308 183 Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Percent Heavy Veh, % 0 1 0 3 2 2 0 1 1 Cap, veh/h 10 308 85 501 1079 29 607 657 391 Arrive On Green 0.25 0.25 0.25 0.60 0.60 0.60 0.60 0.60 0.60 Sat Flow, veh/h 40 1234 342 897 1811 49 1014 1104 656 Grp Volume(v), veh/h 326 0 0 92 0 379 44 0 491 Grp Sat Flow(s),veh/h/ln 1616 0 0 897 0 1861 1014 0 1759 Q Serve(g_s), s 12.7 0.0 0.0 4.3 0.0 6.9 1.5 0.0 10.5 Cycle Q Clear(g_c), s 12.7 0.0 0.0 14.8 0.0 6.9 8.5 0.0 10.5 Prop In Lane 0.02 0.21 1.00 0.03 1.00 0.37 Lane Grp Cap(c), veh/h 403 0 0 501 0 1108 607 0 1048 V/C Ratio(X)0.81 0.00 0.00 0.18 0.00 0.34 0.07 0.00 0.47 Avail Cap(c_a), veh/h 843 0 0 501 0 1108 607 0 1048 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 23.7 0.0 0.0 11.8 0.0 6.9 9.0 0.0 7.6 Incr Delay (d2), s/veh 3.9 0.0 0.0 0.8 0.0 0.8 0.2 0.0 1.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.1 0.0 0.0 0.9 0.0 2.6 0.4 0.0 3.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 27.6 0.0 0.0 12.6 0.0 7.7 9.3 0.0 9.1 LnGrp LOS C A A B A A A A A Approach Vol, veh/h 326 471 535 Approach Delay, s/veh 27.6 8.7 9.1 Approach LOS C A A Timer - Assigned Phs 2 6 8 Phs Duration (G+Y+Rc), s 45.2 45.2 21.9 Change Period (Y+Rc), s * 5.2 * 5.2 5.2 Max Green Setting (Gmax), s * 40 * 40 35.0 Max Q Clear Time (g_c+I1), s 16.8 12.5 14.7 Green Ext Time (p_c), s 3.1 4.0 2.0 Intersection Summary HCM 6th Ctrl Delay 13.5 HCM 6th LOS B Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th Signalized Intersection Summary 8: Rouse Ave/Rouse Avenue & Tamarack St 05/08/2018 Existing (2018) PM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 45 40 42 11 58 42 25 392 13 25 451 30 Future Volume (veh/h) 45 40 42 11 58 42 25 392 13 25 451 30 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1900 1900 1900 1826 1826 1826 1885 1885 1885 1885 1885 1885 Adj Flow Rate, veh/h 50 44 47 12 64 47 28 436 14 28 501 33 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, % 0 0 0 5 5 5 1 1 1 1 1 1 Cap, veh/h 149 83 72 83 121 82 103 1255 39 98 1223 78 Arrive On Green 0.13 0.13 0.13 0.13 0.13 0.13 0.73 0.73 0.73 0.73 0.73 0.73 Sat Flow, veh/h 479 656 568 89 957 647 46 1723 53 40 1680 107 Grp Volume(v), veh/h 141 0 0 123 0 0 478 0 0 562 0 0 Grp Sat Flow(s),veh/h/ln 1703 0 0 1692 0 0 1823 0 0 1827 0 0 Q Serve(g_s), s 0.4 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear(g_c), s 4.0 0.0 0.0 3.7 0.0 0.0 5.1 0.0 0.0 6.4 0.0 0.0 Prop In Lane 0.35 0.33 0.10 0.38 0.06 0.03 0.05 0.06 Lane Grp Cap(c), veh/h 304 0 0 286 0 0 1396 0 0 1398 0 0 V/C Ratio(X) 0.46 0.00 0.00 0.43 0.00 0.00 0.34 0.00 0.00 0.40 0.00 0.00 Avail Cap(c_a), veh/h 1237 0 0 1273 0 0 1396 0 0 1398 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 22.7 0.0 0.0 22.6 0.0 0.0 2.7 0.0 0.0 2.9 0.0 0.0 Incr Delay (d2), s/veh 1.1 0.0 0.0 1.0 0.0 0.0 0.7 0.0 0.0 0.9 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.7 0.0 0.0 1.5 0.0 0.0 1.2 0.0 0.0 1.5 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 23.8 0.0 0.0 23.6 0.0 0.0 3.4 0.0 0.0 3.8 0.0 0.0 LnGrp LOS C A A C A A A A A A A A Approach Vol, veh/h 141 123 478 562 Approach Delay, s/veh 23.8 23.6 3.4 3.8 Approach LOS C C A A Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 44.0 11.0 44.0 11.0 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 40.0 40.0 40.0 40.0 Max Q Clear Time (g_c+I1), s 7.1 6.0 8.4 5.7 Green Ext Time (p_c), s 3.7 0.9 4.5 0.8 Intersection Summary HCM 6th Ctrl Delay 7.7 HCM 6th LOS A HCM 6th Signalized Intersection Summary 11: Rouse Avenue & Oak Street/Birch Street 05/08/2018 Existing (2018) PM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 131 3 151 1 1 0 233 257 0 0 361 206 Future Volume (veh/h) 131 3 151 1 1 0 233 257 0 0 361 206 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1900 1900 1885 1900 1900 1900 1900 1870 1870 1900 1885 1870 Adj Flow Rate, veh/h 144 3 166 1 1 0 256 282 0 0 397 226 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Percent Heavy Veh, % 0 0 1 0 0 0 0 2 2 0 1 2 Cap, veh/h 303 4 421 110 88 0 594 1281 0 96 1001 841 Arrive On Green 0.17 0.17 0.17 0.17 0.17 0.00 0.09 0.68 0.00 0.00 0.53 0.53 Sat Flow, veh/h 1212 25 1588 220 511 0 1810 1870 0 1115 1885 1584 Grp Volume(v), veh/h 147 0 166 2 0 0 256 282 0 0 397 226 Grp Sat Flow(s),veh/h/ln 1237 0 1588 731 0 0 1810 1870 0 1115 1885 1584 Q Serve(g_s), s 0.0 0.0 6.5 0.0 0.0 0.0 4.3 4.2 0.0 0.0 9.4 5.9 Cycle Q Clear(g_c), s 9.1 0.0 6.5 9.1 0.0 0.0 4.3 4.2 0.0 0.0 9.4 5.9 Prop In Lane 0.98 1.00 0.50 0.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), veh/h 307 0 421 197 0 0 594 1281 0 96 1001 841 V/C Ratio(X) 0.48 0.00 0.39 0.01 0.00 0.00 0.43 0.22 0.00 0.00 0.40 0.27 Avail Cap(c_a), veh/h 729 0 886 635 0 0 1026 1281 0 96 1001 841 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 0.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 29.6 0.0 22.7 26.2 0.0 0.0 6.6 4.4 0.0 0.0 10.5 9.7 Incr Delay (d2), s/veh 1.2 0.0 0.6 0.0 0.0 0.0 0.5 0.4 0.0 0.0 1.2 0.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.5 0.0 2.4 0.0 0.0 0.0 1.5 1.4 0.0 0.0 3.9 2.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 30.8 0.0 23.3 26.2 0.0 0.0 7.1 4.8 0.0 0.0 11.7 10.5 LnGrp LOS C A C C A A A A A A B B Approach Vol, veh/h 313 2 538 623 Approach Delay, s/veh 26.8 26.2 5.9 11.2 Approach LOS C C A B Timer - Assigned Phs 2 4 5 6 8 Phs Duration (G+Y+Rc), s 57.0 18.3 11.6 45.4 18.3 Change Period (Y+Rc), s 5.4 5.4 * 4.6 5.4 5.4 Max Green Setting (Gmax), s 40.0 35.0 * 25 40.0 35.0 Max Q Clear Time (g_c+I1), s 6.2 11.1 6.3 11.4 11.1 Green Ext Time (p_c), s 1.9 1.3 0.7 3.6 0.0 Intersection Summary HCM 6th Ctrl Delay 12.6 HCM 6th LOS B Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th Signalized Intersection Summary 15: Private Access/Broadway St & Main St 05/08/2018 Existing (2018) PM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 94 647 2 0 621 115 1 0 0 140 0 48 Future Volume (veh/h) 94 647 2 0 621 115 1 0 0 140 0 48 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.96 1.00 0.96 1.00 1.00 0.99 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1885 1885 1885 1885 1885 1885 1900 1900 1900 1900 1900 1900 Adj Flow Rate, veh/h 104 719 2 0 690 128 1 0 0 156 0 53 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, % 1 1 1 1 1 1 0 0 0 0 0 0 Cap, veh/h 147 1070 3 0 1281 237 684 0 0 535 11 160 Arrive On Green 0.43 0.43 0.43 0.00 0.43 0.43 0.43 0.00 0.00 0.43 0.00 0.43 Sat Flow, veh/h 212 2501 7 0 3090 555 1393 0 0 1072 26 373 Grp Volume(v), veh/h 367 0 458 0 412 406 1 0 0 209 0 0 Grp Sat Flow(s),veh/h/ln 1006 0 1714 0 1791 1760 1394 0 0 1471 0 0 Q Serve(g_s), s 15.0 0.0 17.1 0.0 14.0 14.0 0.0 0.0 0.0 6.9 0.0 0.0 Cycle Q Clear(g_c), s 29.1 0.0 17.1 0.0 14.0 14.0 0.0 0.0 0.0 7.6 0.0 0.0 Prop In Lane 0.28 0.00 0.00 0.32 1.00 0.00 0.75 0.25 Lane Grp Cap(c), veh/h 487 0 733 0 766 753 684 0 0 706 0 0 V/C Ratio(X) 0.75 0.00 0.62 0.00 0.54 0.54 0.00 0.00 0.00 0.30 0.00 0.00 Avail Cap(c_a), veh/h 563 0 838 0 876 861 684 0 0 706 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 0.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 22.4 0.0 18.3 0.0 17.4 17.4 13.4 0.0 0.0 15.5 0.0 0.0 Incr Delay (d2), s/veh 4.9 0.0 1.2 0.0 0.6 0.6 0.0 0.0 0.0 1.1 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 7.0 0.0 6.7 0.0 5.7 5.6 0.0 0.0 0.0 2.7 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 27.3 0.0 19.5 0.0 18.0 18.0 13.4 0.0 0.0 16.6 0.0 0.0 LnGrp LOS C A B A B B B A A B A A Approach Vol, veh/h 825 818 1 209 Approach Delay, s/veh 22.9 18.0 13.4 16.6 Approach LOS C B B B Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 40.9 40.9 40.9 40.9 Change Period (Y+Rc), s 5.9 5.9 5.9 5.9 Max Green Setting (Gmax), s 35.0 40.0 35.0 40.0 Max Q Clear Time (g_c+I1), s 2.0 31.1 9.6 16.0 Green Ext Time (p_c), s 0.0 3.9 1.3 5.9 Intersection Summary HCM 6th Ctrl Delay 20.0 HCM 6th LOS C Queues 1: Rouse Ave & Mendenhall St 05/08/2018 Existing (2018) PM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 1 Lane Group WBT NBL NBT SBL SBT Lane Group Flow (vph) 326 92 379 44 491 v/c Ratio 0.71 0.20 0.34 0.08 0.46 Control Delay 30.5 9.2 8.9 7.8 9.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 30.5 9.2 8.9 7.8 9.5 Queue Length 50th (ft) 115 15 69 7 87 Queue Length 95th (ft) 181 45 145 23 187 Internal Link Dist (ft) 419 417 1833 Turn Bay Length (ft) 50 50 Base Capacity (vph) 945 461 1105 564 1060 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.34 0.20 0.34 0.08 0.46 Intersection Summary Queues 8: Rouse Ave/Rouse Avenue & Tamarack St 05/08/2018 Existing (2018) PM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 2 Lane Group EBT WBT NBT SBT Lane Group Flow (vph) 141 123 478 562 v/c Ratio 0.54 0.41 0.35 0.41 Control Delay 24.2 18.5 4.6 5.1 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 24.2 18.5 4.6 5.1 Queue Length 50th (ft) 32 24 50 63 Queue Length 95th (ft) 78 63 115 143 Internal Link Dist (ft) 555 547 989 992 Turn Bay Length (ft) Base Capacity (vph) 1005 1150 1353 1356 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.14 0.11 0.35 0.41 Intersection Summary Queues 11: Rouse Avenue & Oak Street/Birch Street 05/08/2018 Existing (2018) PM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 3 Lane Group EBT EBR WBT NBL NBT SBT SBR Lane Group Flow (vph) 147 166 2 256 282 397 226 v/c Ratio 0.64 0.26 0.01 0.37 0.22 0.43 0.28 Control Delay 46.1 3.5 29.0 6.3 5.5 17.7 8.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 46.1 3.5 29.0 6.3 5.5 17.7 8.7 Queue Length 50th (ft) 71 0 1 38 44 126 30 Queue Length 95th (ft) 142 33 7 84 94 263 95 Internal Link Dist (ft) 553 170 992 418 Turn Bay Length (ft) 200 215 80 Base Capacity (vph) 567 853 720 850 1573 913 810 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.26 0.19 0.00 0.30 0.18 0.43 0.28 Intersection Summary Queues 15: Private Access/Broadway St & Main St 05/08/2018 Existing (2018) PM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 4 Lane Group EBT WBT NBT SBT Lane Group Flow (vph) 825 818 1 209 v/c Ratio 0.85 0.56 0.00 0.33 Control Delay 31.0 18.5 15.0 15.4 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 31.0 18.5 15.0 15.4 Queue Length 50th (ft) 191 152 0 56 Queue Length 95th (ft) 270 205 4 119 Internal Link Dist (ft) 300 185 172 257 Turn Bay Length (ft) Base Capacity (vph) 1149 1733 526 629 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.72 0.47 0.00 0.33 Intersection Summary HCM 6th TWSC 2: Rouse Ave & Peach St 05/08/2018 Existing (2018) AM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 1 Intersection Int Delay, s/veh 5.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 15 48 79 1 25 42 31 250 17 62 274 51 Future Vol, veh/h 15 48 79 1 25 42 31 250 17 62 274 51 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles, % 0 4 5 0 8 2 0 4 6 2 4 2 Mvmt Flow 18 56 93 1 29 49 36 294 20 73 322 60 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 913 884 352 949 904 304 382 0 0 314 0 0 Stage 1 498 498 - 376 376 - - - - - - - Stage 2 415 386 - 573 528 - - - - - - - Critical Hdwy 7.1 6.54 6.25 7.1 6.58 6.22 4.1 - - 4.12 - - Critical Hdwy Stg 1 6.1 5.54 - 6.1 5.58 - - - - - - - Critical Hdwy Stg 2 6.1 5.54 - 6.1 5.58 - - - - - - - Follow-up Hdwy 3.5 4.036 3.345 3.5 4.072 3.318 2.2 - - 2.218 - - Pot Cap-1 Maneuver 256 282 685 242 271 736 1188 - - 1246 - - Stage 1 558 541 - 649 606 - - - - - - - Stage 2 619 607 - 508 518 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver 199 251 685 159 241 736 1188 - - 1246 - - Mov Cap-2 Maneuver 199 251 - 159 241 - - - - - - - Stage 1 537 500 - 625 584 - - - - - - - Stage 2 528 585 - 360 479 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 22.3 16 0.8 1.3 HCM LOS C C Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1188 - - 372 407 1246 - - HCM Lane V/C Ratio 0.031 - - 0.449 0.197 0.059 - - HCM Control Delay (s) 8.1 0 - 22.3 16 8.1 0 - HCM Lane LOS A A - C C A A - HCM 95th %tile Q(veh) 0.1 - - 2.2 0.7 0.2 - - HCM 6th TWSC 2: Rouse Ave & Peach St 05/08/2018 Existing (2018) PM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 1 Intersection Int Delay, s/veh 15.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 27 42 68 5 51 102 78 322 10 48 403 52 Future Vol, veh/h 27 42 68 5 51 102 78 322 10 48 403 52 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 86 86 86 86 86 86 86 86 86 86 86 86 Heavy Vehicles, % 0 2 0 20 2 1 1 0 0 2 1 0 Mvmt Flow 31 49 79 6 59 119 91 374 12 56 469 60 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1262 1179 499 1237 1203 380 529 0 0 386 0 0 Stage 1 611 611 - 562 562 - - - - - - - Stage 2 651 568 - 675 641 - - - - - - - Critical Hdwy 7.1 6.52 6.2 7.3 6.52 6.21 4.11 - - 4.12 - - Critical Hdwy Stg 1 6.1 5.52 - 6.3 5.52 - - - - - - - Critical Hdwy Stg 2 6.1 5.52 - 6.3 5.52 - - - - - - - Follow-up Hdwy 3.5 4.018 3.3 3.68 4.018 3.309 2.209 - - 2.218 - - Pot Cap-1 Maneuver 148 190 576 140 184 669 1043 - - 1172 - - Stage 1 484 484 - 481 510 - - - - - - - Stage 2 461 506 - 416 469 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver 75 158 576 80 153 669 1043 - - 1172 - - Mov Cap-2 Maneuver 75 158 - 80 153 - - - - - - - Stage 1 430 451 - 428 453 - - - - - - - Stage 2 293 450 - 298 437 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 86.7 37.2 1.7 0.8 HCM LOS F E Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1043 - - 184 288 1172 - - HCM Lane V/C Ratio 0.087 - - 0.866 0.638 0.048 - - HCM Control Delay (s) 8.8 0 - 86.7 37.2 8.2 0 - HCM Lane LOS A A - F E A A - HCM 95th %tile Q(veh) 0.3 - - 6.3 4 0.1 - - HCM Unsignalized Intersection Capacity Analysis 19: Ida Ave & Cottonwood St 05/08/2018 Existing (2018) AM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Yield Yield Yield Yield Traffic Volume (vph) 2 0 3 1 0 0 2 10 0 0 9 2 Future Volume (vph) 2 0 3 1 0 0 2 10 0 0 9 2 Peak Hour Factor 0.56 0.56 0.56 0.56 0.56 0.56 0.56 0.56 0.56 0.56 0.56 0.56 Hourly flow rate (vph) 4 0 5 2 0 0 4 18 0 0 16 4 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total (vph) 9 2 22 20 Volume Left (vph) 4 2 4 0 Volume Right (vph) 5 0 0 4 Hadj (s) 0.51 0.20 0.33 0.20 Departure Headway (s) 4.5 4.2 4.3 4.1 Degree Utilization, x 0.01 0.00 0.03 0.02 Capacity (veh/h) 786 843 827 860 Control Delay (s) 7.6 7.2 7.4 7.2 Approach Delay (s) 7.6 7.2 7.4 7.2 Approach LOS A A A A Intersection Summary Delay 7.4 Level of Service A Intersection Capacity Utilization 13.3% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 23: Ida Ave & Aspen St 05/08/2018 Existing (2018) AM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 3 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Yield Yield Yield Traffic Volume (vph) 0 0 7 0 0 10 Future Volume (vph) 0 0 7 0 0 10 Peak Hour Factor 0.71 0.71 0.71 0.71 0.71 0.71 Hourly flow rate (vph) 0 0 10 0 0 14 Direction, Lane # WB 1 NB 1 SB 1 Volume Total (vph) 0 10 14 Volume Left (vph) 0 0 0 Volume Right (vph) 0 0 0 Hadj (s) 0.00 0.24 0.17 Departure Headway (s) 4.0 4.2 4.1 Degree Utilization, x 0.00 0.01 0.02 Capacity (veh/h) 900 853 877 Control Delay (s) 7.0 7.2 7.1 Approach Delay (s) 0.0 7.2 7.1 Approach LOS A A A Intersection Summary Delay 7.2 Level of Service A Intersection Capacity Utilization 6.7% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 24: Front St & Aspen St 05/08/2018 Existing (2018) AM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 4 Movement EBL EBR SET SER NWL NWT Lane Configurations Sign Control Yield Yield Yield Traffic Volume (vph) 0 0 2 0 0 0 Future Volume (vph) 0 0 2 0 0 0 Peak Hour Factor 0.25 0.25 0.25 0.25 0.25 0.25 Hourly flow rate (vph) 0 0 8 0 0 0 Direction, Lane # EB 1 SE 1 NW 1 Volume Total (vph) 0 8 0 Volume Left (vph) 0 0 0 Volume Right (vph) 0 0 0 Hadj (s) 0.00 0.85 0.00 Departure Headway (s) 3.9 4.8 3.9 Degree Utilization, x 0.00 0.01 0.00 Capacity (veh/h) 912 754 916 Control Delay (s) 6.9 7.8 6.9 Approach Delay (s) 0.0 7.8 0.0 Approach LOS A A A Intersection Summary Delay 7.8 Level of Service A Intersection Capacity Utilization 6.7% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 25: Ida Ave & Front St 05/08/2018 Existing (2018) AM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 5 Movement NBT NBR SBL SBT NWL NWR Lane Configurations Sign Control Yield Yield Yield Traffic Volume (vph) 7 0 2 10 0 0 Future Volume (vph) 7 0 2 10 0 0 Peak Hour Factor 0.79 0.79 0.79 0.79 0.79 0.79 Hourly flow rate (vph) 9 0 3 13 0 0 Direction, Lane # NB 1 SB 1 NW 1 Volume Total (vph) 9 16 0 Volume Left (vph) 0 3 0 Volume Right (vph) 0 0 0 Hadj (s) 0.24 0.18 0.00 Departure Headway (s) 4.2 4.1 4.0 Degree Utilization, x 0.01 0.02 0.00 Capacity (veh/h) 853 876 900 Control Delay (s) 7.2 7.2 7.0 Approach Delay (s) 7.2 7.2 0.0 Approach LOS A A A Intersection Summary Delay 7.2 Level of Service A Intersection Capacity Utilization 6.7% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 19: Ida Ave & Cottonwood St 05/08/2018 Existing (2018) PM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Yield Yield Yield Yield Traffic Volume (vph) 0 0 2 1 2 0 0 15 0 0 26 2 Future Volume (vph) 0 0 2 1 2 0 0 15 0 0 26 2 Peak Hour Factor 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67 Hourly flow rate (vph) 0 0 3 1 3 0 0 22 0 0 39 3 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total (vph) 3 4 22 42 Volume Left (vph) 0 1 0 0 Volume Right (vph) 3 0 0 3 Hadj (s) -0.60 0.69 0.12 0.08 Departure Headway (s) 3.4 4.7 4.1 4.0 Degree Utilization, x 0.00 0.01 0.02 0.05 Capacity (veh/h) 1020 747 868 889 Control Delay (s) 6.5 7.8 7.2 7.2 Approach Delay (s) 6.5 7.8 7.2 7.2 Approach LOS A A A A Intersection Summary Delay 7.2 Level of Service A Intersection Capacity Utilization 13.3% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 23: Ida Ave & Aspen St 05/08/2018 Existing (2018) PM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 3 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Yield Yield Yield Traffic Volume (vph) 2 0 17 0 0 24 Future Volume (vph) 2 0 17 0 0 24 Peak Hour Factor 0.72 0.72 0.72 0.72 0.72 0.72 Hourly flow rate (vph) 3 0 24 0 0 33 Direction, Lane # WB 1 NB 1 SB 1 Volume Total (vph) 3 24 33 Volume Left (vph) 3 0 0 Volume Right (vph) 0 0 0 Hadj (s) 1.05 0.10 0.00 Departure Headway (s) 5.1 4.0 3.9 Degree Utilization, x 0.00 0.03 0.04 Capacity (veh/h) 697 876 909 Control Delay (s) 8.1 7.2 7.1 Approach Delay (s) 8.1 7.2 7.1 Approach LOS A A A Intersection Summary Delay 7.2 Level of Service A Intersection Capacity Utilization 13.3% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 24: Front St & Aspen St 05/08/2018 Existing (2018) PM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 4 Movement EBL EBR SET SER NWL NWT Lane Configurations Sign Control Yield Yield Yield Traffic Volume (vph) 0 0 3 0 2 4 Future Volume (vph) 0 0 3 0 2 4 Peak Hour Factor 0.75 0.75 0.75 0.75 0.75 0.75 Hourly flow rate (vph) 0 0 4 0 3 5 Direction, Lane # EB 1 SE 1 NW 1 Volume Total (vph) 0 4 8 Volume Left (vph) 0 0 3 Volume Right (vph) 0 0 0 Hadj (s) 0.00 0.56 0.39 Departure Headway (s) 3.9 4.5 4.3 Degree Utilization, x 0.00 0.00 0.01 Capacity (veh/h) 910 801 825 Control Delay (s) 6.9 7.5 7.3 Approach Delay (s) 0.0 7.5 7.3 Approach LOS A A A Intersection Summary Delay 7.4 Level of Service A Intersection Capacity Utilization 6.7% ICU Level of Service A Analysis Period (min) 15 HCM Unsignalized Intersection Capacity Analysis 25: Ida Ave & Front St 05/08/2018 Existing (2018) PM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 5 Movement NBT NBR SBL SBT NWL NWR Lane Configurations Sign Control Yield Yield Yield Traffic Volume (vph) 17 0 4 24 0 4 Future Volume (vph) 17 0 4 24 0 4 Peak Hour Factor 0.77 0.77 0.77 0.77 0.77 0.77 Hourly flow rate (vph) 22 0 5 31 0 5 Direction, Lane # NB 1 SB 1 NW 1 Volume Total (vph) 22 36 5 Volume Left (vph) 0 5 0 Volume Right (vph) 0 0 5 Hadj (s) 0.10 0.03 -0.60 Departure Headway (s) 4.0 4.0 3.4 Degree Utilization, x 0.02 0.04 0.00 Capacity (veh/h) 874 903 1027 Control Delay (s) 7.1 7.1 6.4 Approach Delay (s) 7.1 7.1 6.4 Approach LOS A A A Intersection Summary Delay 7.1 Level of Service A Intersection Capacity Utilization 14.7% ICU Level of Service A Analysis Period (min) 15 A P P E N D I X C CAPACITY CALCULATIONS - FULL BUILDOUT (20 20 ) HCM 6th TWSC 23: Ida Ave & Aspen St 01/17/2019 Future (2020) + Site AM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 1 Intersection Int Delay, s/veh 3.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 2 2 0 4 0 3 7 0 2 11 0 Future Vol, veh/h 0 2 2 0 4 0 3 7 0 2 11 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 71 71 71 71 71 71 71 71 71 71 71 71 Heavy Vehicles, % 2 2 2 0 2 2 2 2 0 2 2 2 Mvmt Flow 0 3 3 0 6 0 4 10 0 3 15 0 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 42 39 15 42 39 10 15 0 0 10 0 0 Stage 1 21 21 - 18 18 - - - - - - - Stage 2 21 18 - 24 21 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.1 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.1 5.52 - - - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.1 5.52 - - - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.5 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 961 853 1065 966 853 1071 1603 - - 1610 - - Stage 1 998 878 - 1006 880 - - - - - - - Stage 2 998 880 - 999 878 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver 952 849 1065 957 849 1071 1603 - - 1610 - - Mov Cap-2 Maneuver 952 849 - 957 849 - - - - - - - Stage 1 995 876 - 1003 877 - - - - - - - Stage 2 989 877 - 991 876 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 8.8 9.3 2.2 1.1 HCM LOS A A Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1603 - - 945 849 1610 - - HCM Lane V/C Ratio 0.003 - - 0.006 0.007 0.002 - - HCM Control Delay (s) 7.3 0 - 8.8 9.3 7.2 0 - HCM Lane LOS A A - A A A A - HCM 95th %tile Q(veh) 0 - - 0 0 0 - - HCM 6th TWSC 25: Site Access & Aspen St 01/17/2019 Future (2020) + Site AM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 2 Intersection Int Delay, s/veh 4.2 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 0 40 7 0 27 4 Future Vol, veh/h 0 40 7 0 27 4 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 43 8 0 29 4 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 43 0 38 22 Stage 1 - - - - 22 - Stage 2 - - - - 16 - Critical Hdwy - - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap-1 Maneuver - - 1566 - 974 1055 Stage 1 - - - - 1001 - Stage 2 - - - - 1007 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1566 - 969 1055 Mov Cap-2 Maneuver - - - - 969 - Stage 1 - - - - 1001 - Stage 2 - - - - 1002 - Approach EB WB NB HCM Control Delay, s 0 7.3 8.8 HCM LOS A Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 979 - - 1566 - HCM Lane V/C Ratio 0.034 - - 0.005 - HCM Control Delay (s) 8.8 - - 7.3 0 HCM Lane LOS A - - A A HCM 95th %tile Q(veh) 0.1 - - 0 - HCM Unsignalized Intersection Capacity Analysis 19: Ida Ave & Cottonwood St 01/17/2019 Future (2020) + Site AM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Yield Yield Yield Yield Traffic Volume (vph) 2 0 3 1 0 0 2 14 0 0 11 2 Future Volume (vph) 2 0 3 1 0 0 2 14 0 0 11 2 Peak Hour Factor 0.56 0.56 0.56 0.56 0.56 0.56 0.56 0.56 0.56 0.56 0.56 0.56 Hourly flow rate (vph) 4 0 5 2 0 0 4 25 0 0 20 4 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total (vph) 9 2 29 24 Volume Left (vph) 4 2 4 0 Volume Right (vph) 5 0 0 4 Hadj (s) 0.51 0.20 0.29 0.20 Departure Headway (s) 4.5 4.2 4.2 4.2 Degree Utilization, x 0.01 0.00 0.03 0.03 Capacity (veh/h) 780 836 833 859 Control Delay (s) 7.6 7.2 7.4 7.3 Approach Delay (s) 7.6 7.2 7.4 7.3 Approach LOS A A A A Intersection Summary Delay 7.4 Level of Service A Intersection Capacity Utilization 13.3% ICU Level of Service A Analysis Period (min) 15 HCM 6th Signalized Intersection Summary 1: Rouse Ave & Mendenhall St 01/17/2019 Future (2020) + Site AM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 0 0 9 175 59 44 280 17 41 152 119 Future Volume (veh/h) 0 0 0 9 175 59 44 280 17 41 152 119 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1900 1841 1900 1796 1870 1870 1856 1856 1856 Adj Flow Rate, veh/h 10 188 63 47 301 18 44 163 128 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 0 4 0 7 2 2 3 3 3 Cap, veh/h 14 263 88 667 1027 61 668 565 444 Arrive On Green 0.21 0.21 0.21 0.59 0.59 0.59 0.59 0.59 0.59 Sat Flow, veh/h 67 1266 424 1043 1746 104 1048 961 755 Grp Volume(v), veh/h 261 0 0 47 0 319 44 0 291 Grp Sat Flow(s),veh/h/ln 1757 0 0 1043 0 1851 1048 0 1716 Q Serve(g_s), s 7.0 0.0 0.0 1.2 0.0 4.4 1.1 0.0 4.3 Cycle Q Clear(g_c), s 7.0 0.0 0.0 5.5 0.0 4.4 5.5 0.0 4.3 Prop In Lane 0.04 0.24 1.00 0.06 1.00 0.44 Lane Grp Cap(c), veh/h 365 0 0 667 0 1089 668 0 1009 V/C Ratio(X)0.72 0.00 0.00 0.07 0.00 0.29 0.07 0.00 0.29 Avail Cap(c_a), veh/h 1206 0 0 667 0 1089 668 0 1009 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 18.8 0.0 0.0 6.6 0.0 5.2 6.6 0.0 5.2 Incr Delay (d2), s/veh 2.6 0.0 0.0 0.2 0.0 0.7 0.2 0.0 0.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.9 0.0 0.0 0.3 0.0 1.4 0.2 0.0 1.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 21.4 0.0 0.0 6.8 0.0 5.9 6.8 0.0 5.9 LnGrp LOS C A A A A A A A A Approach Vol, veh/h 261 366 335 Approach Delay, s/veh 21.4 6.0 6.0 Approach LOS C A A Timer - Assigned Phs 2 6 8 Phs Duration (G+Y+Rc), s 35.2 35.2 15.8 Change Period (Y+Rc), s * 5.2 * 5.2 5.2 Max Green Setting (Gmax), s * 30 * 30 35.0 Max Q Clear Time (g_c+I1), s 7.5 7.5 9.0 Green Ext Time (p_c), s 2.2 2.1 1.7 Intersection Summary HCM 6th Ctrl Delay 10.2 HCM 6th LOS B Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th Signalized Intersection Summary 2: Rouse Ave & Peach St 01/17/2019 Future (2020) + Site AM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 16 55 83 6 29 44 33 263 25 65 288 53 Future Volume (veh/h) 16 55 83 6 29 44 33 263 25 65 288 53 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1900 1841 1826 1900 1781 1870 1900 1841 1841 1870 1841 1841 Adj Flow Rate, veh/h 19 65 98 7 34 52 39 309 29 76 339 62 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Percent Heavy Veh, % 0 4 5 0 8 2 0 4 4 2 4 4 Cap, veh/h 213 178 221 186 173 261 711 1005 94 766 951 174 Arrive On Green 0.10 0.10 0.10 0.10 0.10 0.10 0.05 0.61 0.61 0.07 0.63 0.63 Sat Flow, veh/h 1332 1841 1547 1242 1781 1585 1810 1657 156 1781 1514 277 Grp Volume(v), veh/h 19 65 98 7 34 52 39 0 338 76 0 401 Grp Sat Flow(s),veh/h/ln 1332 1841 1547 1242 1781 1585 1810 0 1813 1781 0 1791 Q Serve(g_s), s 0.9 2.2 3.9 0.4 1.2 1.9 0.5 0.0 6.1 1.0 0.0 7.2 Cycle Q Clear(g_c), s 2.1 2.2 3.9 2.6 1.2 1.9 0.5 0.0 6.1 1.0 0.0 7.2 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.09 1.00 0.15 Lane Grp Cap(c), veh/h 213 178 221 186 173 261 711 0 1099 766 0 1125 V/C Ratio(X) 0.09 0.36 0.44 0.04 0.20 0.20 0.05 0.00 0.31 0.10 0.00 0.36 Avail Cap(c_a), veh/h 591 701 660 539 678 710 826 0 1099 868 0 1125 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 28.9 28.4 26.4 29.6 28.0 24.3 4.4 0.0 6.4 4.0 0.0 6.0 Incr Delay (d2), s/veh 0.2 1.2 1.4 0.1 0.6 0.4 0.0 0.0 0.7 0.1 0.0 0.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.3 1.0 1.5 0.1 0.5 0.7 0.2 0.0 2.2 0.3 0.0 2.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 29.1 29.7 27.8 29.7 28.5 24.6 4.4 0.0 7.1 4.1 0.0 6.9 LnGrp LOS C C C C C C A A A A A A Approach Vol, veh/h 182 93 377 477 Approach Delay, s/veh 28.6 26.4 6.8 6.4 Approach LOS C C A A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 9.1 46.2 11.9 7.7 47.6 11.9 Change Period (Y+Rc), s * 4.6 5.4 5.4 * 4.6 5.4 5.4 Max Green Setting (Gmax), s * 8.4 40.8 25.6 * 7.4 41.8 25.6 Max Q Clear Time (g_c+I1), s 3.0 8.1 5.9 2.5 9.2 4.6 Green Ext Time (p_c), s 0.1 2.4 0.7 0.0 2.9 0.3 Intersection Summary HCM 6th Ctrl Delay 11.8 HCM 6th LOS B Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th Signalized Intersection Summary 8: Rouse Ave/Rouse Avenue & Tamarack St 01/17/2019 Future (2020) + Site AM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 41 58 19 7 26 56 13 304 7 48 379 35 Future Volume (veh/h) 41 58 19 7 26 56 13 304 7 48 379 35 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 0.99 0.99 0.99 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1781 1781 1781 1574 1574 1574 1870 1870 1870 1856 1856 1856 Adj Flow Rate, veh/h 47 66 22 8 30 64 15 345 8 55 431 40 Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Percent Heavy Veh, % 8 8 8 22 22 22 2 2 2 3 3 3 Cap, veh/h 144 119 34 77 60 113 86 1287 29 151 1089 96 Arrive On Green 0.13 0.13 0.13 0.13 0.13 0.13 0.73 0.73 0.73 0.73 0.73 0.73 Sat Flow, veh/h 437 924 265 53 467 876 25 1773 40 109 1500 132 Grp Volume(v), veh/h 135 0 0 102 0 0 368 0 0 526 0 0 Grp Sat Flow(s),veh/h/ln 1626 0 0 1396 0 0 1838 0 0 1742 0 0 Q Serve(g_s), s 0.3 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear(g_c), s 4.1 0.0 0.0 3.7 0.0 0.0 3.7 0.0 0.0 6.1 0.0 0.0 Prop In Lane 0.35 0.16 0.08 0.63 0.04 0.02 0.10 0.08 Lane Grp Cap(c), veh/h 297 0 0 250 0 0 1402 0 0 1337 0 0 V/C Ratio(X) 0.45 0.00 0.00 0.41 0.00 0.00 0.26 0.00 0.00 0.39 0.00 0.00 Avail Cap(c_a), veh/h 1194 0 0 1063 0 0 1402 0 0 1337 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 22.7 0.0 0.0 22.5 0.0 0.0 2.6 0.0 0.0 2.9 0.0 0.0 Incr Delay (d2), s/veh 1.1 0.0 0.0 1.1 0.0 0.0 0.5 0.0 0.0 0.9 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.6 0.0 0.0 1.2 0.0 0.0 0.9 0.0 0.0 1.4 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 23.8 0.0 0.0 23.6 0.0 0.0 3.0 0.0 0.0 3.8 0.0 0.0 LnGrp LOS C A A C A A A A A A A A Approach Vol, veh/h 135 102 368 526 Approach Delay, s/veh 23.8 23.6 3.0 3.8 Approach LOS C C A A Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 44.0 11.1 44.0 11.1 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 40.0 40.0 40.0 40.0 Max Q Clear Time (g_c+I1), s 5.7 6.1 8.1 5.7 Green Ext Time (p_c), s 2.7 0.9 4.2 0.7 Intersection Summary HCM 6th Ctrl Delay 7.7 HCM 6th LOS A HCM 6th Signalized Intersection Summary 11: Rouse Avenue & Oak Street/Birch Street 01/17/2019 Future (2020) + Site AM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 173 0 207 0 1 0 121 292 0 0 266 110 Future Volume (veh/h) 173 0 207 0 1 0 121 292 0 0 266 110 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1900 1900 1841 1900 1900 1900 1767 1856 1856 1900 1841 1870 Adj Flow Rate, veh/h 186 0 223 0 1 0 130 314 0 0 286 118 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 0 0 4 0 0 0 9 3 3 0 4 2 Cap, veh/h 354 0 377 0 338 0 636 1251 0 99 1008 867 Arrive On Green 0.18 0.00 0.18 0.00 0.18 0.00 0.06 0.67 0.00 0.00 0.55 0.55 Sat Flow, veh/h 1435 0 1560 0 1900 0 1682 1856 0 1082 1841 1584 Grp Volume(v), veh/h 186 0 223 0 1 0 130 314 0 0 286 118 Grp Sat Flow(s),veh/h/ln 1435 0 1560 0 1900 0 1682 1856 0 1082 1841 1584 Q Serve(g_s), s 8.9 0.0 9.2 0.0 0.0 0.0 2.2 4.8 0.0 0.0 6.1 2.7 Cycle Q Clear(g_c), s 9.0 0.0 9.2 0.0 0.0 0.0 2.2 4.8 0.0 0.0 6.1 2.7 Prop In Lane 1.00 1.00 0.00 0.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), veh/h 354 0 377 0 338 0 636 1251 0 99 1008 867 V/C Ratio(X) 0.53 0.00 0.59 0.00 0.00 0.00 0.20 0.25 0.00 0.00 0.28 0.14 Avail Cap(c_a), veh/h 787 0 847 0 911 0 1105 1251 0 99 1008 867 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 0.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 28.4 0.0 24.5 0.0 24.7 0.0 5.7 4.7 0.0 0.0 8.8 8.1 Incr Delay (d2), s/veh 1.2 0.0 1.5 0.0 0.0 0.0 0.2 0.5 0.0 0.0 0.7 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.0 0.0 3.5 0.0 0.0 0.0 0.7 1.7 0.0 0.0 2.4 0.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 29.6 0.0 26.0 0.0 24.7 0.0 5.8 5.1 0.0 0.0 9.6 8.4 LnGrp LOS C A C A C A A A A A A A Approach Vol, veh/h 409 1 444 404 Approach Delay, s/veh 27.6 24.7 5.4 9.2 Approach LOS C C A A Timer - Assigned Phs 2 4 5 6 8 Phs Duration (G+Y+Rc), s 54.6 18.4 9.2 45.4 18.4 Change Period (Y+Rc), s 5.4 5.4 * 4.6 5.4 5.4 Max Green Setting (Gmax), s 40.0 35.0 * 25 40.0 35.0 Max Q Clear Time (g_c+I1), s 6.8 11.2 4.2 8.1 2.0 Green Ext Time (p_c), s 2.1 1.8 0.3 2.3 0.0 Intersection Summary HCM 6th Ctrl Delay 13.9 HCM 6th LOS B Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th Signalized Intersection Summary 15: Private Access/Broadway St & Main St 01/17/2019 Future (2020) + Site AM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 49 504 1 0 617 106 1 0 0 109 0 23 Future Volume (veh/h) 49 504 1 0 617 106 1 0 0 109 0 23 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1885 1885 1885 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adj Flow Rate, veh/h 52 536 1 0 656 113 1 0 0 116 0 24 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 1 1 1 0 0 0 0 0 0 0 0 0 Cap, veh/h 117 1115 2 0 1151 198 762 0 0 635 9 113 Arrive On Green 0.37 0.37 0.37 0.00 0.37 0.37 0.45 0.00 0.00 0.45 0.00 0.45 Sat Flow, veh/h 143 2980 6 0 3169 529 1456 0 0 1194 21 251 Grp Volume(v), veh/h 287 0 302 0 385 384 1 0 0 140 0 0 Grp Sat Flow(s),veh/h/ln 1414 0 1714 0 1805 1798 1456 0 0 1467 0 0 Q Serve(g_s), s 0.8 0.0 8.9 0.0 11.3 11.4 0.0 0.0 0.0 3.4 0.0 0.0 Cycle Q Clear(g_c), s 12.1 0.0 8.9 0.0 11.3 11.4 0.0 0.0 0.0 3.8 0.0 0.0 Prop In Lane 0.18 0.00 0.00 0.29 1.00 0.00 0.83 0.17 Lane Grp Cap(c), veh/h 593 0 642 0 676 673 762 0 0 757 0 0 V/C Ratio(X) 0.48 0.00 0.47 0.00 0.57 0.57 0.00 0.00 0.00 0.18 0.00 0.00 Avail Cap(c_a), veh/h 809 0 898 0 946 942 762 0 0 757 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 0.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 15.5 0.0 15.9 0.0 16.6 16.6 10.2 0.0 0.0 11.1 0.0 0.0 Incr Delay (d2), s/veh 0.6 0.0 0.5 0.0 0.8 0.8 0.0 0.0 0.0 0.5 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.1 0.0 3.4 0.0 4.5 4.5 0.0 0.0 0.0 1.3 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 16.1 0.0 16.4 0.0 17.4 17.4 10.2 0.0 0.0 11.7 0.0 0.0 LnGrp LOS B A B A B B B A A B A A Approach Vol, veh/h 589 769 1 140 Approach Delay, s/veh 16.3 17.4 10.2 11.7 Approach LOS B B B B Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 35.9 30.9 35.9 30.9 Change Period (Y+Rc), s 5.9 5.9 5.9 5.9 Max Green Setting (Gmax), s 30.0 35.0 30.0 35.0 Max Q Clear Time (g_c+I1), s 2.0 14.1 5.8 13.4 Green Ext Time (p_c), s 0.0 4.1 0.8 5.3 Intersection Summary HCM 6th Ctrl Delay 16.4 HCM 6th LOS B Queues 1: Rouse Ave & Mendenhall St 01/17/2019 Future (2020) + Site AM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 1 Lane Group WBT NBL NBT SBL SBT Lane Group Flow (vph) 261 47 319 44 291 v/c Ratio 0.62 0.08 0.30 0.07 0.29 Control Delay 22.9 6.7 7.4 6.6 6.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 22.9 6.7 7.4 6.6 6.1 Queue Length 50th (ft) 64 6 44 5 30 Queue Length 95th (ft) 123 21 102 20 79 Internal Link Dist (ft) 419 417 1833 Turn Bay Length (ft) 50 50 Base Capacity (vph) 1144 593 1066 601 1007 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.23 0.08 0.30 0.07 0.29 Intersection Summary Queues 2: Rouse Ave & Peach St 01/17/2019 Future (2020) + Site AM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 19 65 98 7 34 52 39 338 76 401 v/c Ratio 0.12 0.31 0.22 0.05 0.17 0.12 0.05 0.28 0.09 0.34 Control Delay 30.0 33.2 6.1 28.7 30.5 6.7 3.0 8.2 3.1 8.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 30.0 33.2 6.1 28.7 30.5 6.7 3.0 8.2 3.1 8.3 Queue Length 50th (ft) 8 27 0 3 14 0 3 67 7 80 Queue Length 95th (ft) 25 58 27 13 36 21 10 117 17 137 Internal Link Dist (ft) 422 423 1833 989 Turn Bay Length (ft) 50 50 50 50 50 50 Base Capacity (vph) 512 670 474 498 645 473 794 1192 852 1195 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.04 0.10 0.21 0.01 0.05 0.11 0.05 0.28 0.09 0.34 Intersection Summary Queues 8: Rouse Ave/Rouse Avenue & Tamarack St 01/17/2019 Future (2020) + Site AM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 3 Lane Group EBT WBT NBT SBT Lane Group Flow (vph) 135 102 368 526 v/c Ratio 0.52 0.33 0.27 0.42 Control Delay 26.6 13.1 4.3 5.4 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 26.6 13.1 4.3 5.4 Queue Length 50th (ft) 38 11 38 62 Queue Length 95th (ft) 80 44 84 136 Internal Link Dist (ft) 555 547 989 992 Turn Bay Length (ft) Base Capacity (vph) 1004 1060 1353 1266 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.13 0.10 0.27 0.42 Intersection Summary Queues 11: Rouse Avenue & Oak Street/Birch Street 01/17/2019 Future (2020) + Site AM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 4 Lane Group EBT EBR WBT NBL NBT SBT SBR Lane Group Flow (vph) 186 223 1 130 314 286 118 v/c Ratio 0.68 0.31 0.00 0.19 0.25 0.31 0.15 Control Delay 43.3 3.5 26.0 6.0 6.6 14.8 5.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 43.3 3.5 26.0 6.0 6.6 14.8 5.9 Queue Length 50th (ft) 87 0 0 19 54 80 9 Queue Length 95th (ft) 161 38 4 49 114 170 43 Internal Link Dist (ft) 553 170 992 418 Turn Bay Length (ft) 200 215 80 Base Capacity (vph) 615 986 828 833 1600 910 813 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.30 0.23 0.00 0.16 0.20 0.31 0.15 Intersection Summary Queues 15: Private Access/Broadway St & Main St 01/17/2019 Future (2020) + Site AM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 5 Lane Group EBT WBT NBT SBT Lane Group Flow (vph) 589 769 1 140 v/c Ratio 0.54 0.57 0.00 0.22 Control Delay 18.4 17.6 11.0 9.5 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 18.4 17.6 11.0 9.5 Queue Length 50th (ft) 96 122 0 23 Queue Length 95th (ft) 142 172 3 59 Internal Link Dist (ft) 300 185 172 257 Turn Bay Length (ft) Base Capacity (vph) 1490 1833 560 651 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.40 0.42 0.00 0.22 Intersection Summary HCM 6th TWSC 23: Ida Ave & Aspen St 01/17/2019 Future (2020) + Site PM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 1 Intersection Int Delay, s/veh 2.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 4 4 2 3 4 2 18 0 4 25 0 Future Vol, veh/h 0 4 4 2 3 4 2 18 0 4 25 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 4 4 2 3 4 2 20 0 4 27 0 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 63 59 27 63 59 20 27 0 0 20 0 0 Stage 1 35 35 - 24 24 - - - - - - - Stage 2 28 24 - 39 35 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 932 832 1048 932 832 1058 1587 - - 1596 - - Stage 1 981 866 - 994 875 - - - - - - - Stage 2 989 875 - 976 866 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver 923 829 1048 922 829 1058 1587 - - 1596 - - Mov Cap-2 Maneuver 923 829 - 922 829 - - - - - - - Stage 1 980 863 - 993 874 - - - - - - - Stage 2 980 874 - 964 863 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 8.9 8.9 0.7 1 HCM LOS A A Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1587 - - 926 941 1596 - - HCM Lane V/C Ratio 0.001 - - 0.009 0.01 0.003 - - HCM Control Delay (s) 7.3 0 - 8.9 8.9 7.3 0 - HCM Lane LOS A A - A A A A - HCM 95th %tile Q(veh) 0 - - 0 0 0 - - HCM 6th TWSC 27: Site Access & Aspen St 01/17/2019 Future (2020) + Site PM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 2 Intersection Int Delay, s/veh 5.5 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 0 33 5 0 45 8 Future Vol, veh/h 0 33 5 0 45 8 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 36 5 0 49 9 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 36 0 28 18 Stage 1 - - - - 18 - Stage 2 - - - - 10 - Critical Hdwy - - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap-1 Maneuver - - 1575 - 987 1061 Stage 1 - - - - 1005 - Stage 2 - - - - 1013 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1575 - 984 1061 Mov Cap-2 Maneuver - - - - 984 - Stage 1 - - - - 1005 - Stage 2 - - - - 1010 - Approach EB WB NB HCM Control Delay, s 0 7.3 8.8 HCM LOS A Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 995 - - 1575 - HCM Lane V/C Ratio 0.058 - - 0.003 - HCM Control Delay (s) 8.8 - - 7.3 0 HCM Lane LOS A - - A A HCM 95th %tile Q(veh) 0.2 - - 0 - HCM Unsignalized Intersection Capacity Analysis 19: Ida Ave & Cottonwood St 01/17/2019 Future (2020) + Site PM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Yield Yield Yield Yield Traffic Volume (vph) 0 0 2 1 2 0 0 18 0 0 31 2 Future Volume (vph) 0 0 2 1 2 0 0 18 0 0 31 2 Peak Hour Factor 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67 Hourly flow rate (vph) 0 0 3 1 3 0 0 27 0 0 46 3 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total (vph) 3 4 27 49 Volume Left (vph) 0 1 0 0 Volume Right (vph) 3 0 0 3 Hadj (s) -0.60 0.69 0.12 0.08 Departure Headway (s) 3.5 4.8 4.1 4.0 Degree Utilization, x 0.00 0.01 0.03 0.05 Capacity (veh/h) 1009 741 866 888 Control Delay (s) 6.5 7.8 7.2 7.3 Approach Delay (s) 6.5 7.8 7.2 7.3 Approach LOS A A A A Intersection Summary Delay 7.2 Level of Service A Intersection Capacity Utilization 13.3% ICU Level of Service A Analysis Period (min) 15 HCM 6th Signalized Intersection Summary 1: Rouse Ave & Mendenhall St 01/17/2019 Future (2020) + Site PM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 0 0 7 228 62 83 339 9 40 284 167 Future Volume (veh/h) 0 0 0 7 228 62 83 339 9 40 284 167 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.96 1.00 0.98 1.00 0.99 Parking Bus, Adj 1.00 0.90 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1900 1885 1900 1856 1870 1870 1900 1885 1885 Adj Flow Rate, veh/h 8 265 72 97 394 10 47 330 194 Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Percent Heavy Veh, % 0 1 0 3 2 2 0 1 1 Cap, veh/h 10 324 88 464 1065 27 574 650 382 Arrive On Green 0.26 0.26 0.26 0.59 0.59 0.59 0.59 0.59 0.59 Sat Flow, veh/h 38 1243 338 870 1815 46 992 1108 652 Grp Volume(v), veh/h 345 0 0 97 0 404 47 0 524 Grp Sat Flow(s),veh/h/ln 1618 0 0 870 0 1861 992 0 1760 Q Serve(g_s), s 13.7 0.0 0.0 5.0 0.0 7.8 1.8 0.0 11.9 Cycle Q Clear(g_c), s 13.7 0.0 0.0 17.0 0.0 7.8 9.6 0.0 11.9 Prop In Lane 0.02 0.21 1.00 0.02 1.00 0.37 Lane Grp Cap(c), veh/h 422 0 0 464 0 1092 574 0 1033 V/C Ratio(X)0.82 0.00 0.00 0.21 0.00 0.37 0.08 0.00 0.51 Avail Cap(c_a), veh/h 831 0 0 464 0 1092 574 0 1033 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 23.7 0.0 0.0 13.3 0.0 7.4 10.0 0.0 8.3 Incr Delay (d2), s/veh 3.9 0.0 0.0 1.0 0.0 1.0 0.3 0.0 1.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.4 0.0 0.0 1.1 0.0 3.0 0.4 0.0 4.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 27.6 0.0 0.0 14.3 0.0 8.4 10.3 0.0 10.1 LnGrp LOS C A A B A A B A B Approach Vol, veh/h 345 501 571 Approach Delay, s/veh 27.6 9.5 10.1 Approach LOS C A B Timer - Assigned Phs 2 6 8 Phs Duration (G+Y+Rc), s 45.2 45.2 23.0 Change Period (Y+Rc), s * 5.2 * 5.2 5.2 Max Green Setting (Gmax), s * 40 * 40 35.0 Max Q Clear Time (g_c+I1), s 19.0 13.9 15.7 Green Ext Time (p_c), s 3.2 4.3 2.1 Intersection Summary HCM 6th Ctrl Delay 14.2 HCM 6th LOS B Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th Signalized Intersection Summary 2: Rouse Ave & Peach St 01/17/2019 Future (2020) + Site PM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 28 48 71 13 21 107 82 338 17 50 423 55 Future Volume (veh/h) 28 48 71 13 21 107 82 338 17 50 423 55 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1900 1870 1900 1604 1870 1885 1885 1900 1900 1870 1885 1885 Adj Flow Rate, veh/h 33 56 83 15 24 124 95 393 20 58 492 64 Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Percent Heavy Veh, % 0 2 0 20 2 1 1 0 0 2 1 1 Cap, veh/h 261 214 319 224 214 285 552 969 49 646 852 111 Arrive On Green 0.11 0.11 0.11 0.11 0.11 0.11 0.08 0.54 0.54 0.06 0.52 0.52 Sat Flow, veh/h 1259 1870 1610 1072 1870 1598 1795 1792 91 1781 1634 213 Grp Volume(v), veh/h 33 56 83 15 24 124 95 0 413 58 0 556 Grp Sat Flow(s),veh/h/ln 1259 1870 1610 1072 1870 1598 1795 0 1884 1781 0 1847 Q Serve(g_s), s 1.3 1.5 2.4 0.7 0.6 3.8 1.2 0.0 7.1 0.8 0.0 11.3 Cycle Q Clear(g_c), s 2.0 1.5 2.4 2.2 0.6 3.8 1.2 0.0 7.1 0.8 0.0 11.3 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.05 1.00 0.12 Lane Grp Cap(c), veh/h 261 214 319 224 214 285 552 0 1019 646 0 963 V/C Ratio(X) 0.13 0.26 0.26 0.07 0.11 0.43 0.17 0.00 0.41 0.09 0.00 0.58 Avail Cap(c_a), veh/h 691 852 868 590 852 831 598 0 1019 730 0 963 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 22.7 22.2 18.6 23.2 21.8 20.1 5.8 0.0 7.4 5.2 0.0 9.0 Incr Delay (d2), s/veh 0.2 0.6 0.4 0.1 0.2 1.0 0.1 0.0 1.2 0.1 0.0 2.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.4 0.7 0.9 0.2 0.3 1.4 0.4 0.0 2.6 0.2 0.0 4.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 22.9 22.8 19.0 23.3 22.0 21.1 6.0 0.0 8.6 5.3 0.0 11.5 LnGrp LOS C C B C C C A A A A A B Approach Vol, veh/h 172 163 508 614 Approach Delay, s/veh 21.0 21.4 8.1 10.9 Approach LOS C C A B Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 8.1 35.1 11.7 9.2 34.0 11.7 Change Period (Y+Rc), s * 4.6 5.4 5.4 * 4.6 5.4 5.4 Max Green Setting (Gmax), s * 6.1 28.5 25.0 * 6 28.6 25.0 Max Q Clear Time (g_c+I1), s 2.8 9.1 4.4 3.2 13.3 5.8 Green Ext Time (p_c), s 0.0 2.6 0.6 0.0 3.5 0.5 Intersection Summary HCM 6th Ctrl Delay 12.3 HCM 6th LOS B Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th Signalized Intersection Summary 8: Rouse Ave/Rouse Avenue & Tamarack St 01/17/2019 Future (2020) + Site PM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 47 44 44 12 64 57 26 412 14 36 474 32 Future Volume (veh/h) 47 44 44 12 64 57 26 412 14 36 474 32 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1900 1900 1900 1826 1826 1826 1885 1885 1885 1885 1885 1885 Adj Flow Rate, veh/h 52 49 49 13 71 63 29 458 16 40 527 36 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, % 0 0 0 5 5 5 1 1 1 1 1 1 Cap, veh/h 151 93 76 81 119 97 102 1237 42 113 1179 78 Arrive On Green 0.13 0.13 0.13 0.13 0.13 0.13 0.72 0.72 0.72 0.72 0.72 0.72 Sat Flow, veh/h 469 691 563 79 881 720 46 1715 58 60 1635 108 Grp Volume(v), veh/h 150 0 0 147 0 0 503 0 0 603 0 0 Grp Sat Flow(s),veh/h/ln 1723 0 0 1680 0 0 1819 0 0 1803 0 0 Q Serve(g_s), s 0.0 0.0 0.0 0.3 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear(g_c), s 4.3 0.0 0.0 4.5 0.0 0.0 5.7 0.0 0.0 7.4 0.0 0.0 Prop In Lane 0.35 0.33 0.09 0.43 0.06 0.03 0.07 0.06 Lane Grp Cap(c), veh/h 320 0 0 297 0 0 1380 0 0 1369 0 0 V/C Ratio(X) 0.47 0.00 0.00 0.49 0.00 0.00 0.36 0.00 0.00 0.44 0.00 0.00 Avail Cap(c_a), veh/h 1224 0 0 1254 0 0 1380 0 0 1369 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 22.6 0.0 0.0 22.7 0.0 0.0 3.0 0.0 0.0 3.2 0.0 0.0 Incr Delay (d2), s/veh 1.1 0.0 0.0 1.3 0.0 0.0 0.7 0.0 0.0 1.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.8 0.0 0.0 1.8 0.0 0.0 1.4 0.0 0.0 1.8 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 23.7 0.0 0.0 24.0 0.0 0.0 3.7 0.0 0.0 4.2 0.0 0.0 LnGrp LOS C A A C A A A A A A A A Approach Vol, veh/h 150 147 503 603 Approach Delay, s/veh 23.7 24.0 3.7 4.2 Approach LOS C C A A Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 44.0 11.5 44.0 11.5 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 40.0 40.0 40.0 40.0 Max Q Clear Time (g_c+I1), s 7.7 6.3 9.4 6.5 Green Ext Time (p_c), s 4.0 1.0 5.0 0.9 Intersection Summary HCM 6th Ctrl Delay 8.2 HCM 6th LOS A HCM 6th Signalized Intersection Summary 11: Rouse Avenue & Oak Street/Birch Street 01/17/2019 Future (2020) + Site PM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 138 3 165 1 1 0 253 275 0 0 383 216 Future Volume (veh/h) 138 3 165 1 1 0 253 275 0 0 383 216 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1900 1900 1885 1900 1900 1900 1900 1870 1870 1900 1885 1870 Adj Flow Rate, veh/h 152 3 181 1 1 0 278 302 0 0 421 237 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Percent Heavy Veh, % 0 0 1 0 0 0 0 2 2 0 1 2 Cap, veh/h 307 4 451 107 86 0 573 1267 0 93 975 819 Arrive On Green 0.18 0.18 0.18 0.18 0.18 0.00 0.10 0.68 0.00 0.00 0.52 0.52 Sat Flow, veh/h 1175 23 1589 203 469 0 1810 1870 0 1094 1885 1584 Grp Volume(v), veh/h 155 0 181 2 0 0 278 302 0 0 421 237 Grp Sat Flow(s),veh/h/ln 1198 0 1589 672 0 0 1810 1870 0 1094 1885 1584 Q Serve(g_s), s 0.0 0.0 7.1 0.0 0.0 0.0 5.0 4.8 0.0 0.0 10.7 6.6 Cycle Q Clear(g_c), s 10.3 0.0 7.1 10.3 0.0 0.0 5.0 4.8 0.0 0.0 10.7 6.6 Prop In Lane 0.98 1.00 0.50 0.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), veh/h 312 0 451 193 0 0 573 1267 0 93 975 819 V/C Ratio(X) 0.50 0.00 0.40 0.01 0.00 0.00 0.49 0.24 0.00 0.00 0.43 0.29 Avail Cap(c_a), veh/h 700 0 880 593 0 0 977 1267 0 93 975 819 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 0.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 30.0 0.0 22.4 26.3 0.0 0.0 7.4 4.8 0.0 0.0 11.6 10.6 Incr Delay (d2), s/veh 1.2 0.0 0.6 0.0 0.0 0.0 0.6 0.4 0.0 0.0 1.4 0.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.7 0.0 2.7 0.0 0.0 0.0 1.7 1.7 0.0 0.0 4.6 2.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 31.2 0.0 23.0 26.3 0.0 0.0 8.1 5.2 0.0 0.0 13.0 11.5 LnGrp LOS C A C C A A A A A A B B Approach Vol, veh/h 336 2 580 658 Approach Delay, s/veh 26.8 26.3 6.6 12.4 Approach LOS C C A B Timer - Assigned Phs 2 4 5 6 8 Phs Duration (G+Y+Rc), s 57.8 19.6 12.4 45.4 19.6 Change Period (Y+Rc), s 5.4 5.4 * 4.6 5.4 5.4 Max Green Setting (Gmax), s 40.0 35.0 * 25 40.0 35.0 Max Q Clear Time (g_c+I1), s 6.8 12.3 7.0 12.7 12.3 Green Ext Time (p_c), s 2.0 1.4 0.8 3.8 0.0 Intersection Summary HCM 6th Ctrl Delay 13.4 HCM 6th LOS B Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th Signalized Intersection Summary 15: Private Access/Broadway St & Main St 01/17/2019 Future (2020) + Site PM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 99 688 2 0 658 126 1 0 0 155 0 50 Future Volume (veh/h) 99 688 2 0 658 126 1 0 0 155 0 50 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.96 1.00 0.96 1.00 1.00 0.99 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1885 1885 1885 1885 1885 1885 1900 1900 1900 1900 1900 1900 Adj Flow Rate, veh/h 110 764 2 0 731 140 1 0 0 172 0 56 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, % 1 1 1 1 1 1 0 0 0 0 0 0 Cap, veh/h 148 1097 3 0 1332 255 660 0 0 522 11 149 Arrive On Green 0.45 0.45 0.45 0.00 0.45 0.45 0.41 0.00 0.00 0.41 0.00 0.41 Sat Flow, veh/h 208 2451 7 0 3073 570 1391 0 0 1083 25 361 Grp Volume(v), veh/h 382 0 494 0 439 432 1 0 0 228 0 0 Grp Sat Flow(s),veh/h/ln 952 0 1714 0 1791 1758 1391 0 0 1469 0 0 Q Serve(g_s), s 18.2 0.0 18.9 0.0 15.2 15.2 0.0 0.0 0.0 8.3 0.0 0.0 Cycle Q Clear(g_c), s 33.4 0.0 18.9 0.0 15.2 15.2 0.0 0.0 0.0 9.0 0.0 0.0 Prop In Lane 0.29 0.00 0.00 0.32 1.00 0.00 0.75 0.25 Lane Grp Cap(c), veh/h 481 0 767 0 801 786 660 0 0 682 0 0 V/C Ratio(X) 0.79 0.00 0.64 0.00 0.55 0.55 0.00 0.00 0.00 0.33 0.00 0.00 Avail Cap(c_a), veh/h 511 0 810 0 846 830 660 0 0 682 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 0.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 23.4 0.0 18.2 0.0 17.1 17.1 14.6 0.0 0.0 17.2 0.0 0.0 Incr Delay (d2), s/veh 8.1 0.0 1.6 0.0 0.7 0.7 0.0 0.0 0.0 1.3 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 8.1 0.0 7.5 0.0 6.2 6.1 0.0 0.0 0.0 3.2 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 31.5 0.0 19.8 0.0 17.8 17.8 14.6 0.0 0.0 18.5 0.0 0.0 LnGrp LOS C A B A B B B A A B A A Approach Vol, veh/h 876 871 1 228 Approach Delay, s/veh 24.9 17.8 14.6 18.5 Approach LOS C B B B Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 40.9 43.8 40.9 43.8 Change Period (Y+Rc), s 5.9 5.9 5.9 5.9 Max Green Setting (Gmax), s 35.0 40.0 35.0 40.0 Max Q Clear Time (g_c+I1), s 2.0 35.4 11.0 17.2 Green Ext Time (p_c), s 0.0 2.5 1.4 6.3 Intersection Summary HCM 6th Ctrl Delay 21.0 HCM 6th LOS C Queues 1: Rouse Ave & Mendenhall St 01/17/2019 Future (2020) + Site PM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 1 Lane Group WBT NBL NBT SBL SBT Lane Group Flow (vph) 345 97 404 47 524 v/c Ratio 0.72 0.23 0.37 0.09 0.50 Control Delay 30.8 10.1 9.6 8.3 10.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 30.8 10.1 9.6 8.3 10.5 Queue Length 50th (ft) 124 17 78 8 100 Queue Length 95th (ft) 192 50 162 26 213 Internal Link Dist (ft) 419 417 1833 Turn Bay Length (ft) 50 50 Base Capacity (vph) 934 426 1092 534 1048 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.37 0.23 0.37 0.09 0.50 Intersection Summary Queues 2: Rouse Ave & Peach St 01/17/2019 Future (2020) + Site PM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 33 56 83 15 24 124 95 413 58 556 v/c Ratio 0.14 0.22 0.18 0.08 0.10 0.25 0.15 0.35 0.08 0.48 Control Delay 23.4 24.3 4.9 22.8 22.8 4.7 3.6 9.2 3.3 10.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 23.4 24.3 4.9 22.8 22.8 4.7 3.6 9.2 3.3 10.6 Queue Length 50th (ft) 10 18 0 5 7 0 8 82 5 122 Queue Length 95th (ft) 30 43 21 18 24 26 19 142 13 206 Internal Link Dist (ft) 422 423 1833 989 Turn Bay Length (ft) 50 50 50 50 50 50 Base Capacity (vph) 816 880 469 680 880 498 622 1177 743 1158 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.04 0.06 0.18 0.02 0.03 0.25 0.15 0.35 0.08 0.48 Intersection Summary Queues 8: Rouse Ave/Rouse Avenue & Tamarack St 01/17/2019 Future (2020) + Site PM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 3 Lane Group EBT WBT NBT SBT Lane Group Flow (vph) 150 147 503 603 v/c Ratio 0.57 0.47 0.40 0.48 Control Delay 25.4 18.7 5.3 6.1 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 25.4 18.7 5.3 6.1 Queue Length 50th (ft) 36 28 56 73 Queue Length 95th (ft) 84 72 128 167 Internal Link Dist (ft) 555 547 989 992 Turn Bay Length (ft) Base Capacity (vph) 966 1118 1264 1251 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.16 0.13 0.40 0.48 Intersection Summary Queues 11: Rouse Avenue & Oak Street/Birch Street 01/17/2019 Future (2020) + Site PM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 4 Lane Group EBT EBR WBT NBL NBT SBT SBR Lane Group Flow (vph) 155 181 2 278 302 421 237 v/c Ratio 0.66 0.27 0.01 0.41 0.23 0.47 0.30 Control Delay 47.4 3.3 29.5 6.9 5.8 19.2 9.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 47.4 3.3 29.5 6.9 5.8 19.2 9.7 Queue Length 50th (ft) 77 0 1 43 49 143 36 Queue Length 95th (ft) 151 33 7 94 105 296 108 Internal Link Dist (ft) 553 170 992 418 Turn Bay Length (ft) 200 215 80 Base Capacity (vph) 556 858 707 824 1543 895 796 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.28 0.21 0.00 0.34 0.20 0.47 0.30 Intersection Summary Queues 15: Private Access/Broadway St & Main St 01/17/2019 Future (2020) + Site PM Peak Hour 05/07/2018 Baseline Synchro 10 Report Page 5 Lane Group EBT WBT NBT SBT Lane Group Flow (vph) 876 871 1 228 v/c Ratio 0.90 0.57 0.00 0.37 Control Delay 35.1 18.4 16.0 16.9 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 35.1 18.4 16.0 16.9 Queue Length 50th (ft) 214 166 0 71 Queue Length 95th (ft) #336 221 4 131 Internal Link Dist (ft) 300 185 172 257 Turn Bay Length (ft) Base Capacity (vph) 1079 1678 502 610 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.81 0.52 0.00 0.37 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. TURN -LANE WARRANT WORKSHEETS A P P E N D I X D AM P e a k P M P e a k A M P e a k P M P e a k A M P e a k P M P e a k A M P e a k P M P e a k A M P e a k P M P e a k Ri g h t - T u r n Ye s Y e s NO N O N O N O n / a n / a n / a n / a Le f t - T u r n N O Ye s NO N O n / a n / a N O N O n / a n / a Ri g h t - T u r n Ye s Y e s NO N O n / a n / a N O N O n / a n / a Le f t - T u r n Ye s Y e s NO N O N O N O n / a n / a n / a n / a Ri g h t - T u r n n / a n / a N O N O n / a n / a n / a n / a N O N O Le f t - T u r n n / a n / a N O N O n / a n / a n / a n / a n / a n / a Ri g h t - T u r n n / a n / a N O N O N O N O n / a n / a n / a n / a Le f t - T u r n n / a n / a N O N O N O N O n / a n / a N O N O Ri g h t - T u r n n / a n / a N O N O n / a n / a n / a n / a n / a n / a Le f t - T u r n n / a n / a N O N O n / a n / a N O N O n / a n / a Ri g h t - T u r n n / a n / a N O N O n / a n / a N O N O n / a n / a Le f t - T u r n n / a n / a N O N O n / a n / a n / a n / a n / a n / a Ri g h t - T u r n n / a n / a N O N O N O N O n / a n / a n / a n / a Le f t - T u r n n / a n / a N O N O n / a n / a n / a n / a n / a n / a Ri g h t - T u r n n / a n / a N O N O n / a n / a n / a n / a n / a n / a Le f t - T u r n n / a n / a N O N O N O N O n / a n / a n / a n / a Au x i l i a r y T u r n La n e W a r r a n t s Ea s t A s p e n S t r e e t & No r t h I d a A v e n u e Ea s t A s p e n S t r e e t & F r o n t St r e e t North Ida Avenue & Front Street Ea s t C o t t o n w o o d S t r e e t & No r t h I d a A v e n u e No r t h R o u s e A v e n u e & Ea s t P e a c h S t r e e t Fu t u r e ( 2 0 2 0 ) Vo l u m e s NB SB EB WB Ex i s t i n g (2 0 1 8 ) Vo l u m e s NB SB EB WB Existing Traffic Volumes (2018) - Right-Turn Lanes at Unsignalized Intersections on 2-Lane Highways Approach Time Total DHV (veh/hr) Right-Turn Volume During DHV (veh/hr, one direction) Required Right-Turn Volume for Warranted Lane Warranted Right- Turn Lane? (Y/N) AM weekday 895 17 1 Y PM weekday 1172 10 -36 Y AM weekday 895 51 1 Y PM weekday 1172 52 -36 Y AM weekday 29 0 116 N PM weekday 48 0 114 N AM weekday 29 2 116 N PM weekday 48 2 114 N AM weekday 29 3 116 N PM weekday 48 2 114 N AM weekday 29 0 116 N PM weekday 48 0 114 N AM weekday 17 0 118 N PM weekday 43 0 114 N AM weekday 17 0 118 N PM weekday 43 0 114 N AM weekday 2 0 120 N PM weekday 9 0 119 N AM weekday 19 10 117 N PM weekday 49 24 113 N Rouse & Peach NB Rouse & Peach SB Cottonwood & Ida NB Cottonwood & Ida SB Cottonwood & Ida EB Cottonwood & Ida WB Aspen & Ida NB Aspen & Ida WB Aspen & Front SB Ida & Front EB Future Traffic Volumes (2020) - Right-Turn Lanes at Unsignalized Intersections on 2-Lane Highways Approach Time Total DHV (veh/hr) Right-Turn Volume During DHV (veh/hr, one direction) Required Right-Turn Volume for Warranted Lane Warranted Right- Turn Lane? (Y/N) AM weekday 35 0 115 N PM weekday 53 0 113 N AM weekday 35 2 115 N PM weekday 53 2 113 N AM weekday 35 3 115 N PM weekday 53 2 113 N AM weekday 35 0 115 N PM weekday 53 0 113 N AM weekday 27 2 116 N PM weekday 55 3 113 N AM weekday 24 11 117 N PM weekday 57 25 112 NAspen & Front SB Cottonwood & Ida NB Cottonwood & Ida SB Cottonwood & Ida EB Cottonwood & Ida WB Aspen & Ida EB Gu i d e l i n e s f o r R i g h t - T u r n L a n e s a t U n s i g n a l i z e d I n t er s e c t i o n s on 2 - L a n e H i g h w a y s ( F i g u r e 2 8 . 4 A ) Fu t u r e ( 2 0 2 0 ) + S i t e Ex i s t i n g ( 2 0 1 8 ) Existing Traffic Volumes (2018) - Left-Turn Lanes at Unsignalized Intersections on 2-Lane Highways Approach Time Va = Total advancing traffic volume Val = Total left-turn volume in advancing traffic Percent left-turns in Va Vo = Total opposing traffic volume Warranted Left- Turn Lane? (Y/N) AM weekday 298 31 10.4%387 N PM weekday 410 78 19.0%503 Y AM weekday 387 62 16.0%298 Y PM weekday 503 48 9.5%410 Y AM weekday 12 2 16.7%11 N PM weekday 15 0 0.0%28 N AM weekday 11 0 0.0%12 N PM weekday 28 0 0.0%15 N AM weekday 5 2 40.0%1 N PM weekday 2 0 0.0%3 N AM weekday 1 1 100.0%5 N PM weekday 3 1 33.3%2 N AM weekday 10 0 0.0%7 N PM weekday 24 0 0.0%17 N AM weekday 0 0 #DIV/0!0 N PM weekday 2 2 100.0%0 N AM weekday 0 0 #DIV/0!2 N PM weekday 6 2 33.3%3 N AM weekday 0 0 #DIV/0!12 N PM weekday 4 0 0.0%28 N Rouse & Peach NB Rouse & Peach SB Cottonwood & Ida NB Cottonwood & Ida SB Cottonwood & Ida EB Cottonwood & Ida WB Aspen & Ida SB Aspen & Ida WB Aspen & Front NB Ida & Front WB Future Traffic Volumes (2020) - Left-Turn Lanes at Unsignalized Intersections on 2-Lane Highways Approach Time Va = Total advancing traffic volume Val = Total left-turn volume in advancing traffic Percent left-turns in Va Vo = Total opposing traffic volume Warranted Left- Turn Lane? (Y/N) AM weekday 16 2 12.5%13 N PM weekday 18 0 0.0%32 N AM weekday 13 0 0.0%16 N PM weekday 32 0 0.0%18 N AM weekday 5 2 40.0%1 N PM weekday 2 0 0.0%3 N AM weekday 1 1 100.0%5 N PM weekday 3 1 33.3%2 N AM weekday 13 11 84.6%4 N PM weekday 29 27 93.1%6 N AM weekday 2 2 100.0%13 N PM weekday 8 4 50.0%28 NAspen & Front NB Cottonwood & Ida NB Cottonwood & Ida SB Cottonwood & Ida EB Cottonwood & Ida WB Aspen & Ida WB 0 10 0 20 0 30 0 40 0 50 0 60 0 70 0 80 0 0 1 0 0 2 0 0 3 0 0 4 0 0 5 0 0 6 0 0 7 0 0 8 0 0 O p p o s i n g v o l u m e ( V o ) Ad v a n c i n g V o l u m e ( V a ) 40 m p h 5% 10 % 20 % 30 % Ex i s t i n g Fu t u r e Le f t t u r n t r e a t m e n t sh o u l d b e c o n s i d e r e d Le f t t u r n t r e a t m e n t no t n e c e s s a r y PRELIMINARY SITE CONCEPT A P P E N D I X E BUILDING 6 B U I L D I N G 1 B U I L D I N G 2 B U I L D I N G 3 BU I L D I N G 4 B U I L D I N G 4 BUILDING 5 B U I L D I N G 1 N O R T H 0 3 0 S C A L E : 1 " = 3 0 ' N O T E : - E X I S T I N G U N D E R G R O U N D I N S T A L L A T I O N S & P R I V A T E U T I L I T I E S S H O W N A R E I N D I C A T E D A C C O R D I N G T O T H E B E S T I N F O R M A T I O N A V A I L A B L E T O T H E E N G I N E E R . T H E E N G I N E E R D O E S N O T G U A R A N T E E T H E A C C U R A C Y O F S U C H I N F O R M A T I O N . S E R V I C E L I N E S ( W A T E R , P O W E R , G A S , S T O R M , S E W E R , T E L E P H O N E & T E L E V I S I O N ) M A Y N O T B E S T R A I G H T L I N E S O R A S I N D I C A T E D O N T H E P L A N S . S T A T E L A W R E Q U I R E S C O N T R A C T O R T O C A L L A L L U T I L I T Y C O M P A N I E S B E F O R E E X C A V A T I O N F O R E X A C T L O C A T I O N S . - A L L I M P R O V E M E N T S S H A L L B E P E R F O R M E D I N A C C O R D A N C E W I T H M O N T A N A P U B L I C W O R K S S T A N D A R D S P E C I F I C A T I O N S 6 T H E D I T I O N , A P R I L , 2 0 1 0 , A N D T H E C I T Y O F B I L L I N G S S T A N D A R D M O D I F I C A T I O N S , D A T E D F E B R U A R Y , 2 0 1 8 . - U N L E S S O T H E R W I S E S P E C I F I E D , A L L C O N S T R U C T I O N L A Y O U T A N D S T A K I N G S H A L L B E P E R F O R M E D U N D E R T H E R E S P O N S I B L E C H A R G E O F A L A N D S U R V E Y O R L I C E N S E D I N T H E S T A T E O F M O N T A N A A N D B Y A P A R T Y C H I E F O R E N G I N E E R I N G T E C H N I C I A N E X P E R I E N C E D I N C O N S T R U C T I O N L A Y O U T A N D S T A K I N G T E C H N I Q U E S A S A R E R E Q U I R E D B Y T H E S P E C I F I C T Y P E O F W O R K B E I N G P E R F O R M E D . C 2 . 0 LOTS 5-28 COTTON:OO' ,'$ON6,T( BOZEMAN, MONTANA OVERALL IMPROVEMENTS PLAN C 2 0 1 8 A L L R I G H T S R E S E R V E D F I L E : P R O J E C T N O : C A D : Q U A L I T Y A S S U R A N C E : D R A W I N G H I S T O R Y D A T E D E S C R I P T I O N 0 6 0 2 0 _ 0 4 _ S I T E _ P R O D . D W G 0 6 0 2 0 . 0 4 J A Z 8 7 6 5 4 321ABCDEF 9 G - - - - - - - - - - - - - - - - - - - - - NORTHERN PACIFIC ADDITION 6 0 1 5 3 0 PRELIMINARY - FOR REVIEW PARKING STUDY A P P E N D I X F January 18, 2019 Mr. Brian Krueger, Development Review Manager City of Bozeman 20 East Olive Street Bozeman, MT 59771 Reference: Cottonwood & Ida Mixed-Use Development Parking Analysis Project No. 06020.03 Dear Brian: This letter summarizes the findings of a detailed parking analysis that was completed in support of a proposed mixed-use development to be constructed in the northeast side of town, specifically located on a block along the north side of East Cottonwood Street and on the west side of North Ida Avenue in Bozeman, MT. The attached site plan shows the planned location for the development, as well as the locations of parking facilities and site access features for the overall development. The study addresses shared parking allocation for Lots 5-28, Block 105, Northern Pacific Addition. The site will contain a total of 96 on-site parking spaces in an underground garage, 72 spaces in a leased surface lot (300 feet away from the entrance of Building #1), and 32 on-street spaces after the development. Section 38.540.050 of the Bozeman Unified Development Code (UDC) outlines the number of parking spaces required for residential and non-residential uses. The tables attached to this letter provide a summary of the calculations completed to address the UDC requirements. Table 1 provides a summary of general land use information for each building in the development, code- required parking calculations, and similar calculations based on data from the ITE Parking Generation (4th Edition, 2010) reference manual. The code-required parking demand calculations in Table 1 address the requirements of Section 38.540.050 of the UDC. For residential uses those calculations are based on the number and type of dwelling units, and for commercial uses the calculations are based on 85 percent of the gross floor area (GFA), consistent with Section 38.540.010 of the UDC. Adjustments were made to the code-required parking calculations based on the City’s allowable reductions for on-street parking. In total, it was calculated that 260 parking spaces would be required before the on-street parking deduction. Thirty-three (32) on-street spaces are available and with an eight (8) spot reduction for showers/locker rooms the final number of required spaces is 220 based on the UDC requirements. For the ITE Parking Generation-based calculations the number of units and gross floor area were utilized as the independent variables. Land use categories were selected based on the judgement of the author to best represent the residential housing type and the best-known future use of the commercial spaces. A side-by-side comparison of results based on the two calculation methods showed them to be similar. Mr. Brian Krueger January 18, 2019 Page 2 The development is requesting a further reduction in code-required parking. The proposed reduced parking rates would require 160 spaces and include the specific reductions: · Studio/Efficiency Units from 1.25 spaces/unit to 1.0 spaces/unit · 1-Bedroom Units from 1.5 spaces/unit to 1.25 spaces/unit · 2-Bedrrom Units remains at 2.0 spaces/unit · Commercial/Non-residential a 40-percent reduction Table 1 provides a summary of the total number of parking spaces required, but it does not address how the overall demand is affected by the assumed hours of operation for each commercial space or general variations in parking demand throughout the day at a residential location. As shown in Tables 2 and 3, these variations can be estimated by use of the average weekday time-of-day distributions provided in ITE Parking Generation for each land use. Table 2 shows the time-of-day distributions applied to the Code-required parking demand totals for an average weekday. Table 3 shows the time-of-day distributions applied to the proposed reduced Code-required parking demand totals for an average weekday. Table 4 shows the time-of-day distributions applied to the ITE parking demand totals for an average weekday. Based on this analysis, the maximum number of parking spaces needed for the Code-required calculations would be 123 spaces for an average weekday. The maximum number resulting from the proposed reduced Code-required calculations would be 92 spaces for an average weekday. Finally, the maximum number resulting from the ITE calculations would be 125 spaces for an average weekday. Based on this analysis, it is our assessment that the total number of spaces available (200) meets and in fact exceeds the maximum number of parking spaces required on an hourly basis by either the Code-based, proposed code-reduced, or ITE calculation methods. Recommendations provided herein are based on the accuracy of the assumed business hours of operation and provided square footage, as well as the number, type, and occupancy of residential units. Changes or inaccuracies to any of the provided data may change the analysis and recommendations of this study. Please feel free to call me at 406/922-4306 if you have any questions or would like to discuss these calculations further. Sincerely, Joey Staszcuk, PE, PTOE Project Transportation Engineer JHS Enc. P:06020.03_Cottonwood_Ida_Parking_Letter_011919 Ta b l e 1 . P a r k i n g D e m a n d S u m m a r y To t a l Co m m e r c i a l SF In d o o r / Ou t d o o r Se r v i n g Ar e a o r 85 % o f GF A Pa r k i n g Ra t e Pa r k i n g Sp a c e s Re q u i r e d Pa r k i n g Ra t e % Re d u c t i o n fr o m C o d e Pa r k i n g Sp a c e s Re q u i r e d I T E L a n d U s e U n i t s Gross Floor Area (SF)Weekday Avg Peak Period Parking DemandWeekday Parking Spaces Required Re s i d e n t i a l S t u d i o E f f i c i e n c y U n i t 2 3 n/ a 1. 2 5 / U n i t 2 8 1 . 0 / U n i t 2 5 % 2 3 Mu l t i f a m i l y H o u s i n g ( M i d - R i s e ) ( 2 2 1 ) 23 1.20/Unit 28 Re s i d e n t i a l 1 - b e d r o o m 2 3 n / a 1 . 5 / U n i t 3 4 1 . 2 5 / U n i t 1 7 % 2 8 M u l t i f a m i l y H o u s i n g ( M i d - R i s e ) ( 2 2 1 ) 2 3 1 . 2 0 / U n i t 2 8 Co m m e r c i a l M a n a g e m e n t O f f i c e s 1 9 6 8 - 5 M o n - S a t I n d o o r 1 6 7 1 / 2 5 0 S F 0 1 / 3 5 0 S F 4 0 % 0 O f f i c e B u i l d i n g ( 7 0 1 ) 1 9 6 2 . 4 7 / 1 0 0 0 S F G F A 0 Su b - t o t a l : - - 4 6 - - - 6 2 5 1 - 4 6 1 9 6 - 5 6 2 R e s i d e n t i a l S t u d i o E f f i c i e n c y U n i t 1 8 n/ a 1. 2 5 / U n i t 2 2 1 . 0 / U n i t 2 5 % 1 8 Mu l t i f a m i l y H o u s i n g ( M i d - R i s e ) ( 2 2 1 ) 18 1.20/Unit 22 Su b - t o t a l : - - 1 8 - - - 2 2 1 8 - 1 8 - 2 2 Re s i d e n t i a l 1 - B e d r o o m 6 n/ a 1.5 / U n i t 9 1 . 2 5 / U n i t 1 7 % 7 Mu l t i f a m i l y H o u s i n g ( M i d - R i s e ) ( 2 2 1 ) 6 1.20/Unit 7 Re s i d e n t i a l 2 - B e d r o o m 6 n/ a 2.0 / U n i t 1 2 2 . 0 / U n i t - - 1 2 Mu l t i f a m i l y H o u s i n g ( M i d - R i s e ) ( 2 2 1 ) 6 1.20/Unit 7 Su b - t o t a l : - - 1 2 - - - 2 1 1 9 - 1 2 - 1 4 Re s i d e n t i a l 1- B e d r o o m 4 n / a 1 . 5 / U n i t 6 1 . 2 5 / U n i t 1 7 % 5 Mu l t i f a m i l y H o u s i n g ( M i d - R i s e ) ( 2 2 1 ) 4 1.20/Unit 5 Re s i d e n t i a l 2- B e d r o o m 1 2 n / a 2 . 0 / U n i t 2 4 2 . 0 / U n i t - - 2 4 Mu l t i f a m i l y H o u s i n g ( M i d - R i s e ) ( 2 2 1 ) 12 1.20/Unit 14 Co m m e r c i a l Of f i c e s 5 , 2 0 7 8 - 5 M o n - S a t I n d o o r 3 , 5 9 1 1 / 2 5 0 S F 1 4 1 / 3 5 0 S F 4 0 % 1 0 Of f i c e B u i l d i n g ( 7 0 1 ) 5,207 2.47/1000 SF GFA 13 Su b - t o t a l : 16 3, 5 9 1 - 4 4 3 9 16 5,207 32 5 Co m m e r c i a l Re s t a u r a n t 2 , 1 7 5 1 1 - 1 0 S u n - S a t I n d o o r 1 , 2 0 0 1 / 5 0 S F 2 4 1 / 9 0 S F 4 0 % 1 3 Q u a l i t y R e s t a u r a n t ( 9 3 1 ) 2 , 1 7 5 10.60/1000 SF GFA 23 Ou t d o o r 7 0 0 1 / 1 0 0 S F 7 1 / 1 8 0 S F 4 0 % 3 Su b - t o t a l : 1, 9 0 0 - 3 1 1 6 2,175 23 6 Co m m e r c i a l Of f i c e s 2 8 , 6 8 1 8 - 5 M o n - S a t I n d o o r 2 0 , 1 2 7 1 / 2 5 0 S F 8 0 1 / 3 5 0 S F 4 0 % 5 7 O f f i c e B u i l d i n g ( 7 0 1 ) 2 8 , 6 8 1 2.47/1000 SF GFA 71 Su b - t o t a l : 20 , 1 2 7 - 8 0 5 7 28,681 71 To t a l : 92 3 6 , 2 5 9 25 , 7 8 5 - 2 6 0 2 0 0 92 36,259 218 32 3 2 8 8 22 0 16 0 1 4 Re d u c t i o n f o r A v a i l a b l e O n - S t r e e t P a r k i n g ( 1 p e r 2 4 L F ) Ad j u s t e d P a r k i n g S p a c e s R e q u i r e d De s c r i p t i o n D w e l l i n g T y p e 3 Re d u c t i o n f o r C o m m e r c i a l B i k e R a c k / L o c k e r R o o m ( 1 0 % ) ITE Parking Generation # Re s i d e n t i a l Dw e l l i n g Un i t s H o u r s o f O p e r a t i o n Bu i l d i n g Co d e R e q u i r e d P a r k i n g P r o p o s e d 4 A M 5 A M 6 A M 7 A M 8 A M 9 A M 1 0 A M 1 1 A M 1 2 P M 1 P M 2 P M 3 P M 4 P M 5 P M 6 P M 7 P M 8 P M 9 P M 1 0 P M 1 1 P M 1 2 P M Pe r c e n t o f P e a k P e r i o d * 1 0 0 % 9 6 % 9 2 % 7 4 % 6 4 % ~ ~ ~ ~ ~ ~ ~ 4 4 % 5 9 % 6 9 % 6 6 % 7 5 % 7 7 % 9 2 % 9 4 % 1 0 0 % Pa r k i n g D e m a n d 1 0 3 9 9 9 5 7 6 6 6 ~ ~ ~ ~ ~ ~ ~ 4 5 6 1 7 1 6 8 7 7 7 9 9 5 9 7 1 0 3 Pe r c e n t o f P e a k P e r i o d * * ~ ~ ~ 1 9 % 6 4 % 9 1 % 9 9 % 9 9 % 9 8 % 9 6 % 1 0 0 % 9 9 % 9 0 % 5 8 % ~ ~ ~ ~ ~ ~ ~ Pa r k i n g D e m a n d ~ ~ ~ 1 6 5 5 7 8 8 5 8 5 8 4 8 3 8 6 8 5 7 7 5 0 ~ ~ ~ ~ ~ ~ ~ Pe r c e n t o f P e a k P e r i o d * * * ~ ~ ~ ~ ~ ~ ~ 2 0 % 5 1 % 5 6 % 4 0 % 2 7 % 2 7 % 3 9 % 7 1 % 1 0 0 % 9 7 % 9 3 % 7 1 % ~ ~ Pa r k i n g D e m a n d ~ ~ ~ ~ ~ ~ ~ 6 1 6 1 7 1 2 8 8 1 2 2 2 3 1 3 0 2 9 2 2 ~ ~ 10 3 9 9 9 5 9 3 1 2 1 7 8 8 5 8 5 8 4 8 3 8 6 8 5 1 2 3 1 1 1 7 1 6 8 7 7 7 9 9 5 9 7 1 0 3 * U s e d L o w / M i d - R i s e A p a r t m e n t ( I T E L a n d U s e 2 2 1 ) p e r c e n t a g e s a s d i s t r i b u t i o n d a t a f o r a l l R e s i d e n t i a l u n i t s . ** U s e d O f f i c e B u i l d i n g ( I T E L a n d U s e 7 0 1 ) p e r c e n t a g e s a s d i s t r i b u t i o n d a t a f o r a l l o f f i c e c o m m e r c i a l s p a c e s . ** * U s e d Q u a l i t y R e s t a u r a n t ( I T E L a n d U s e 9 3 1 ) p e r c e n t a g e s a s d i s t r i b u t i o n d a t a f o r r e s t a u r a n t s p a c e . ~ I T E P a r k i n g G e n e r a t i o n 4 t h E d i t i o n d o e s n o t p r o v i d e d a t a f o r t h i s t i m e p e r i o d . Av e r a g e W e e k d a y T i m e o f D a y ( H o u r B e g i n n i n g ) Ta b l e 2 . C i t y C o d e P a r k i n g D e m a n d b y T i m e o f D a y ( W e e k d a y ) To t a l P a r k i n g D e m a n d : Bu s i n e s s Re s i d e n t i a l Co m m e r c i a l - O f f i c e Co m m e r c i a l - R e s t a u r a n t 4 A M 5 A M 6 A M 7 A M 8 A M 9 A M 1 0 A M 1 1 A M 1 2 P M 1 P M 2 P M 3 P M 4 P M 5 P M 6 P M 7 P M 8 P M 9 P M 1 0 P M 1 1 P M 1 2 P M Pe r c e n t o f P e a k P e r i o d * 1 0 0 % 9 6 % 9 2 % 7 4 % 6 4 % ~ ~ ~ ~ ~ ~ ~ 4 4 % 5 9 % 6 9 % 6 6 % 7 5 % 7 7 % 9 2 % 9 4 % 1 0 0 % Pa r k i n g D e m a n d 8 5 8 2 7 8 6 3 5 4 ~ ~ ~ ~ ~ ~ ~ 3 7 5 0 5 9 5 6 6 4 6 5 7 8 8 0 8 5 Pe r c e n t o f P e a k P e r i o d * * ~ ~ ~ 1 9 % 6 4 % 9 1 % 9 9 % 9 9 % 9 8 % 9 6 % 1 0 0 % 9 9 % 9 0 % 5 8 % ~ ~ ~ ~ ~ ~ ~ Pa r k i n g D e m a n d ~ ~ ~ 1 1 3 8 5 4 5 8 5 8 5 8 5 7 5 9 5 8 5 3 3 4 ~ ~ ~ ~ ~ ~ ~ Pe r c e n t o f P e a k P e r i o d * * * ~ ~ ~ ~ ~ ~ ~ 2 0 % 5 1 % 5 6 % 4 0 % 2 7 % 2 7 % 3 9 % 7 1 % 1 0 0 % 9 7 % 9 3 % 7 1 % ~ ~ Pa r k i n g D e m a n d ~ ~ ~ ~ ~ ~ ~ 3 8 9 6 4 4 6 1 1 1 6 1 6 1 5 1 1 ~ ~ 85 8 2 7 8 7 4 9 2 5 4 5 8 5 8 5 8 5 7 5 9 5 8 9 1 8 4 5 9 5 6 6 4 6 5 7 8 8 0 8 5 * U s e d L o w / M i d - R i s e A p a r t m e n t ( I T E L a n d U s e 2 2 1 ) p e r c e n t a g e s a s d i s t r i b u t i o n d a t a f o r a l l R e s i d e n t i a l u n i t s . ** U s e d O f f i c e B u i l d i n g ( I T E L a n d U s e 7 0 1 ) p e r c e n t a g e s a s d i s t r i b u t i o n d a t a f o r a l l o f f i c e c o m m e r c i a l s p a c e s . ** * U s e d Q u a l i t y R e s t a u r a n t ( I T E L a n d U s e 9 3 1 ) p e r c e n t a g e s a s d i s t r i b u t i o n d a t a f o r r e s t a u r a n t s p a c e . ~ I T E P a r k i n g G e n e r a t i o n 4 t h E d i t i o n d o e s n o t p r o v i d e d a t a f o r t h i s t i m e p e r i o d . To t a l P a r k i n g D e m a n d : Ta b l e 3 . P r o p o s e d P a r k i n g D e m a n d b y T i m e o f D a y ( W e e k d a y ) Bu s i n e s s Av e r a g e W e e k d a y T i m e o f D a y ( H o u r B e g i n n i n g ) Re s i d e n t i a l Co m m e r c i a l - O f f i c e Co m m e r c i a l - R e s t a u r a n t 4 A M 5 A M 6 A M 7 A M 8 A M 9 A M 1 0 A M 1 1 A M 1 2 P M 1 P M 2 P M 3 P M 4 P M 5 P M 6 P M 7 P M 8 P M 9 P M 1 0 P M 1 1 P M 1 2 P M Pe r c e n t o f P e a k P e r i o d * 1 0 0 % 9 6 % 9 2 % 7 4 % 6 4 % ~ ~ ~ ~ ~ ~ ~ 4 4 % 5 9 % 6 9 % 6 6 % 7 5 % 7 7 % 9 2 % 9 4 % 1 0 0 % Pa r k i n g D e m a n d 1 1 1 1 0 7 1 0 2 8 2 7 1 ~ ~ ~ ~ ~ ~ ~ 4 9 6 5 7 7 7 3 8 3 8 5 1 0 2 1 0 4 1 1 1 Pe r c e n t o f P e a k P e r i o d * * ~ ~ ~ 1 9 % 6 4 % 9 1 % 9 9 % 9 9 % 9 8 % 9 6 % 1 0 0 % 9 9 % 9 0 % 5 8 % ~ ~ ~ ~ ~ ~ ~ Pa r k i n g D e m a n d ~ ~ ~ 1 6 5 4 7 6 8 3 8 3 8 2 8 1 8 4 8 3 7 6 4 9 ~ ~ ~ ~ ~ ~ ~ Pe r c e n t o f P e a k P e r i o d * * * ~ ~ ~ ~ ~ ~ ~ 2 0 % 5 1 % 5 6 % 4 0 % 2 7 % 2 7 % 3 9 % 7 1 % 1 0 0 % 9 7 % 9 3 % 7 1 % ~ ~ Pa r k i n g D e m a n d ~ ~ ~ ~ ~ ~ ~ 5 1 2 1 3 9 6 6 9 1 6 2 3 2 2 2 1 1 6 ~ ~ 11 1 1 0 7 1 0 2 9 8 1 2 5 7 6 8 3 8 3 8 2 8 1 8 4 8 3 1 2 4 1 1 4 7 7 7 3 8 3 8 5 1 0 2 1 0 4 1 1 1 * U s e d L o w / M i d - R i s e A p a r t m e n t ( I T E L a n d U s e 2 2 1 ) p e r c e n t a g e s a s d i s t r i b u t i o n d a t a f o r a l l R e s i d e n t i a l u n i t s . ** U s e d O f f i c e B u i l d i n g ( I T E L a n d U s e 7 0 1 ) p e r c e n t a g e s a s d i s t r i b u t i o n d a t a f o r a l l o f f i c e c o m m e r c i a l s p a c e s . ** * U s e d Q u a l i t y R e s t a u r a n t ( I T E L a n d U s e 9 3 1 ) p e r c e n t a g e s a s d i s t r i b u t i o n d a t a f o r r e s t a u r a n t s p a c e . ~ I T E P a r k i n g G e n e r a t i o n 4 t h E d i t i o n d o e s n o t p r o v i d e d a t a f o r t h i s t i m e p e r i o d . To t a l P a r k i n g D e m a n d : Ta b l e 4 . I T E P a r k i n g G e n e r a t i o n D e m a n d b y T i m e o f D a y ( W e e k d a y ) Bu s i n e s s Av e r a g e W e e k d a y T i m e o f D a y ( H o u r B e g i n n i n g ) Re s i d e n t i a l Co m m e r c i a l - O f f i c e Co m m e r c i a l - R e s t a u r a n t