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Traffic Impact StudyTRAFFIC IMPACT STUDY SILVERBROOK ESTATES KALISPELL, MONTANA NL-mI WEST i \\ SKO`N', ! o E. JANUARY 15, 2(�C. 119 N. 3RD STREET P.O. Box 1153 LivINGSTON, MT 59047 406.222.0104 F Ax: 406.222.1007 `vww.ctagroup.com SILVERBROOK ESTATES KALISPELL, MONTANA TABLE OF CONTENTS TRAFFIC IMPACT STUDY Introduction........................................................................................................................................1 Locationand Access.......................................................................................................................... I Figure1: Vicinity Map..........................................................................................................2 Figure2: Proposed Site Layout.............................................................................................3 Pre -Development Conditions.............................................................. :.........................................4 Tablet: Summary of Pre -Development Intersection Cffions .........................................4 Figure 3: Existing Traffic Volumes ................... ... V. . ..........................................5 Figure 4: Existing Intersection Turning Move Estimates.................................6 TripGeneration...................................................... ......:................................... ............................7 Table 2: Trip Generation Summary ............................... . ........................7 TripDistribution.............................................................. ......:........................................................... 7 TripAssignment...................................a...,:°....:;;.................... 11..........................................................8 Analysisof Impacts .......................... ......_............ ..,..,................................................. 8 Tril;� Distribution and Proje : r p Assignment................................9 Figure 5: Generalized i t Figure 6: Future (Y1T'. i " ,,, h-Prod : c t) Turning iovement Estimates...........................................10 Figure T Futur,with Project; Trip AssiL41linents................................................................to ..� '4 .. ' . , n., Ta e 3: Summary c Pc�:,�'eoTnt,-rsection Conditions .......................................11 Conclusions, dX;ec; ��t�endatro��s ......................... ............................................................................ 12 Appendices Appendi;. ,A, — Traffic (_'hunts and Pre -Development Trip Determination Appendix E -- Pre-L krvetopment Synchro Worksheets Appendix C — Tfj) Generation & Internal Capture Worksheets Appendix D — Turn Lane Warrant Analyses Appendix E — Post -Development Synchro Worksheets n ■ SILVERBROOK ESTATES KALISPELL, MONTANA INTRODUCTION TRAFFIC IMPACT STUDY This Traffic Impact Study documents the trip generation and distribution methodologies for the proposed Silverbrook Estates subdivision. Silverbrook Estates is proposed to be a 330 acre mixed -use development north of Kalispell in Flathead County, Montana. Silverbrook Estates will consist of approximately 600 residential dwelling units (both single family and attached), 95,000 SF of commercial/retail space, and a 25,000 SF grocery store. The site is located west of Highway 93 and south of Church Drive. This study also documents the impact of trips generated by the proposedd development on the existing State and County road network. LOCATION AND ACCESS c,11 os The subject property is bounded on the east by Highv4'�y 93, on the west by the IS611water River, and on the north by Church Drive, as shown in Figure 1. HR this vicirilt= Church Drive iI; a two-lane county road. Highway 93 is a four -lane state highway. The development proposes one access point ID�it5, Highway 93 arld three access points onto Church Drive. A connection is also planned to the undeveloped property to the south. Figure 2 is a site plan showing the access points described. The Montana Department of Transportation is cur etoly planning a project to widen and construct access controls for HighwayQ3 north of the proposal site. A project to widen the highway along the proposal's Highway 93 fi-outage is also iiil planning -stages. As part of the State's proposed projects, it is anticipated that the intersection of w'11111-CII Drive withHighway 93 will be reconstructed as a grade - separated interchange. The easten injost access i-rojin Church Drive into Silverbrook would lie approximately,, of the s.outhbound ramp for the reconfigured Highway 93/Church Drive interchange. Siiverbrook's cez,ter accepts from Church Drive would lay another 330 feet west; with its westernmost access an additional 1440 411-et to the west. Accesses along Hisdrway 93 would! ;also be reconstructed as part of the State's project, including the intersection of Tronstad Road will, Highway 93 near the southern end of the subject property. Silverbrook's sole High=,,,�ay 9 access would be configured to align with Tronstad Road, approximately 4000 feet soi all l of Church Drive. Other intermediate accesses to the subject property are shown in the State's preliminary plans for the Highway 93 improvements along the subject property (dated October 2006). However, the western accesses shown on the State's plans would not be necessary with Silverbrook's site plan as currently proposed. Curb/apron radii for the proposed access locations will be designed to accommodate the largest vehicles expected to enter the site (WB-40). Page I SILVERBROOK ESTATES KALISPELL, MONTANA x O z ! Church Or --church D, I it Clark Cr— n a vlr Rvwrae'Dr :F—1Mile of— Figure 1: Vicinity Map 3 We Dr TRAFFIC IMPACT STUDY SUBJECT PROPERTY a :.'NfrvtAWI rrai c-rin L=:��r�- sa h'or ndge _ Harghts I�1��y��A,•�l[1Fi1lp � 2 Cautz�1 -% n ur N� 1U � 2 3Lr d2006 Gaggle Map data d2006 N kQTM Terms of Use .0 CIVIL ENGINEERS SILVERBROOK ESTATES KALISPELL, MONTANA C Figure 2: Proposed Site Layout TRAFFIC IMPACT STUDY ruT Tlz ru TiT? T« ==�L JE I11V11 VV 1-11 7J / TRONSTAD ROAD ACCESS (''T-TT TR f N T)T?T-XTP Page 3 SILVERBROOK ESTATES KALISPELL, MONTANA PRE -DEVELOPMENT CONDITIONS TRAFFIC IMPACT STUDY The site is currently undeveloped farmland. The surrounding area is characterized as developing along the highway, with lower density residential land uses further from the main road. Figure 3 shows existing ADT for the surrounding road network. (Existing ADT counts are taken from 1\MT and Flathead County records.) Highway 93 has a design speed of 110 km/hr (68 mph). Church Drive is anticipated to have an urban speed limit of less than 45 mph. , } The primary intersections of interest for the Silverbrook Estates subc�iivision include the three site accesses to Church Drive, the intersections comprising the prop:�,cd :'march Drive interchange and the intersection of Highway 93 and Tronstad Road. Since the proposed Sily,- brook Estates subdivision and the State's proposed improvements to Highway 93 arc expected to be ifiiilt concurrently (beginning in 2007/2008), the proposed interchange at ('hurch Drive is to be c,0n,sidered as existing in the pre -development condition for the purposes of thiS� analysis. According to th,u State's preliminary plans for the Highway 93 road improvements, the Tronstad Road intersection is expected to operate as a full -access (all movements allowed) intersection, with the TnJnsiad Road legs being stop -controlled. The intersection of Church Drive and Highway 93 is proposed to be constructed as a "junior interchange," with right turn movements oniy Mitering and exiting, Highway 93. No extra lanes are proposed for the Church Drive intersections xith dle i:lighway 93 ramps, but adequate apron radii are proposed. The ramps will stop controlled. Fic;i.ire 4 sho-,k s the study intersections and their estimated peak hour movements for 2008. t Turfing have been derived from existing ADT and 24-hour counts for High,x;ty 93, C'i,,,,rch Drive, rind Tronstad Road, normalized to year 2008 using a 3%growth rate, by compering relative volumes using a 55%-45% directional distribution. See Appendix A for details.) Each of the study intersections t«s -been analyZLd A nth the pre -development volumes using Synchro. The results of analyses are summarized in Table 1. Detailed Snychro worksheets are located ;- I" ppendix B. Table 1: Suimnan of Pre-DeVOODinend 12itersection Conditions Intern=cTion Approach Delay (sec) & LOS EB WB NB SB Intersection Delay (sec) & LOS AM Peak Hour NB Ramp & Hwy 93 10.0 - A 0.0 0.0 0.1 -A NB Ramp & Church Drive 7.2 - A 0.0 8.4 - A 7.8 - A SB Ramp & Hwy 93 10.4 - B 0.0 0.0 0.1 -A SB Ramp & Church Drive 0.0 0.0 8.7 - A 1.2 - A Hwy 93 & Tronstad Road 14.8 - B 0.0 0.5 - A 1.2 - A PM Peak Hour NB Ramp & Hwy 93 11.0 - B 0.0 0.0 0.2 - A NB Ramp & Church Drive 7.2 - A 0.0 8.4 - A 7.8 - A SB Ramp & Hwy 93 10.6 - B 0.0 0.0 0.1 -A SB Ramp & Church Drive 0.0 0.0 8.8 - A 2.1 -A Hwy 93 & Tronstad Road 18.8 - C 0.0 0.7 - A 1.5 - A Page 4 SILVERBROOK ESTATES KALISPELL, MONTANA x H a; O Z I 424 MarMn GEt 4 } Luis Creek -Or E fi rch-Dr j Church �YViiR�i4rv�f Cr Figure 3: Existing Traffic Volumes TRAFFIC IMPACT STUDY Key: Existing ADT U �n r,= 1+ a P 4 L a s 9] 308 R• a3 N Dortfld�lJr-. � _Trorr Rc- s:a:a.i =1 849 �.� Z. m!I-r-1.-3 m I 93 �j N I A-h I d2006 Gaggle - M�"d2006 4�VrT:��TM,: Terms of Use !/ CIVIC ENGINEERS SILVERBROOK ESTATES TRAFFIC IMPACT STUDY KALISPELL, MONTANA Figure 4: Existing Intersection Turning Movement Estimates (2008) Page 6 SILVERBROOK ESTATES KALISPELL, MONTANA TRIP GENERATION TRAFFIC IMPACT STUDY The current proposal would construct approximately 95,000 SF of retail/commercial space, with a 25,000 SF grocery store, 120 townhomes, and 480 single-family detached dwelling units as a single mixed -use development. Trip generation estimates have been prepared using the Institute of Transportation Engineers (ITE) Trip Generation report (7 h Edition). Land Use Code (LUC) 820, Shopping Center has been used to estimate trips to and from the retail/commercial portion of the proposal. Trip generation estimates for the grocery store are based on LUC 850, Supermarket. Trip generation for residential uses is based on LUC 210, Single -Family Detached Housing and LUC 230, Residential Condominium / Townhouse. The proposed commercial area of the development is expected to be occupied by typical service - oriented retail businesses (such as dry cleaners, hair salons, etc,;i, with some office space. The grocery store will be a stand-alone facility located near, but separate, loom, the retail/commercial center. The methodology described in the ITE Trip Generation Hang hook (2" d Edition) h«s, been used to estimate appropriate reductions to the trip generation estimates due to the internal capture "A'trips between the commercial and residential portions of the developmeH.t. The Try Ceneration Hano/took pass -by rate for LUC 820, Shopping Center and LUC 850, Superman!{Pt ha,e also been applied to the commercial trips to estimate a reduction due to existing highway users patronizing the new businesses as pass -by trips. Table 2 contains a summary of the trip generation estimates for AD IF, AM peak hour trips, and PM peak hour trips. Appendix C con'la; nis detailed ealculatioAs for trap generation and internal capture. 'fable 2: Trin Generation Summmr, Total Trips ADT AM PHT PM PHT Shopping Center -- 4o 7" 98 356 Supermarket 2556 81 261 Sing le -Fa rriily Detached FloLising 4594 360 485 Reside!flRal Condominium/T{}}�,nhouse 1 703 i 53 62 Less Internal Capture (2376) (62) (212) Less Pass -By (1709) (47) (164) Total Trips 7847 483 789 TRIP DISTRIBUTION A generalized trip distribution for the site can be estimated by analyzing the locations of potential trip destinations and the relative volumes of the existing traffic on the roads in the vicinity of the proposed site. Figure 5 exhibits a generalized trip distribution for the proposed development. It also shows the ADT expected to be generated by the proposal. Page 7 SILVERBROOK ESTATES KALISPELL, MONTANA TRAFFIC IMPACT STUDY Primary destinations are primarily to the north (40%) and south (50%). Local traffic to the east (7%) and west (3%) would also account for a portion of primary trips. Most trips are expected to utilize Highway 93. TRIP ASSIGNMENT Figure 5 also shows project trip assignments for each of the proposed access locations for both AM and PM peak hours. It is expected that 80% of site traffic would utilize the Church Drive access points, with 20% utilizing the Highway 93 access, based on the distribution of lots throughout the proposed development. Traffic to the Church Drive intersections was assigned as follows: West Access — 15%, Center Access — 15%, East Access — 50%. M. ANALYSIS OF IMPACTS W Turning Lane Warrants Each of the study intersections was analyzed to determi>n!c if tui i igig lane warrants were met for right or left turn lanes, as applicable. The procedure found in the imlontana Department of Transportation's Road Design Manual (Chapter 13) was util 1 led. Detailed info- n-.ation is included in Appendix D. It was determined that both northbound and soi ithbounu ran - ins to N.<_ hway 93 warranted both acceleration and deceleration lanes ( right turn lanes). 1nn adaivion�, the eastbound leg of the intersection of Church Drive and the south ound ra, ,p warr&-as a might turn lane. The westbound approach of Church Drive with the East Access road %;Could also warrant a left turn lane with anticipated volumes. ,aaa. Page 8 SILVERBROOK ESTATES KALISPELL, MONTANA 4 (12) 8 (9) 1 (4) -a /� 26 (78) M M O 3% H 110 (129) 81 (248) 161 (185) AO - Church Chive A 53 (66)-11.- .4--31 (84) 1 (4)-'4& AOM126(787 � � N IrAL V� 31 (34)mmOr Vfkmm 10 (30) 35 (41)"q%, t r �N 156) Tronstad Figure 5: Generalized Trip Distribution and Project Trip Assignment TRAFFIC IMPACT STUDY 161 (185) -%, 7% H Key : AM (PM) Peak Hour Trips Page 9 SILVERBROOK ESTATES KALISPELL, MONTANA 21 (47) 35 (45) 1 (4) —% f A- 26 (78) M O I 123 (148) ..► 94 (167) 176 (201) --k f /OM 1 Church Drive Q (D 0 LU 0 A 81 (101) 58 �.1 1 (4) �a r 4t£'�£'8£ ), ]S lil i ®® ®�-,)(III)- ) 3 (8) "%k Af''o "6 (266) 1 1 ■■ oo . ti ®I °;L Tronstad 31 (34) .#V V%MM 18 (20) 5 (6) -Ar 7 (8) 35 (41) AP— 46 (53) Figure 6: Future (With -Prof ect) Turning Movement Estimates TRAFFIC IMPACT STUDY 12 r 148) _or f�M_ � F 176(201) --%, Key: AM (PM) Peak Hour Trips Page 10 SILVERBROOK ESTATES KALISPELL, MONTANA Level of Service TRAFFIC IMPACT STUDY Figure 6 shows the future (with -project) turning movement estimates for the study intersections for both AM and PM Peak Hours. Each of the study intersections have been analyzed with the with - project volumes using Synchro. (Warranted turning lanes have been included in the Post -Development analyses for the East Access Road and Church Drive. However, acceleration/deceleration lanes for Highway 93 have not been modeled. Instead, each of the Highway 93 turning movements has been modeled as a channelized right turn.) The results of the post -development analyses are summarized in Table 3. Detailed Synchro worksheets are located in Appendix E. Table 3: Summary of Post-DOVeIor)nlellt Intersection Conditions Intersection Approach Delay (sec) & L_;3,,S", Si EB WB NE3__ "" Intersection Delay (sec) & LOS AM Peak Hour NB Ramp &Hwy 93 11.7 - B 0.0 0.0 1.1 -A NB Ramp & Church Drive 7.4 - A 0.0 8.7 - A 8.0 - A SB Ramp & Hwy 93 13.0 - B 0.0 0.0 1.6 - A SB Ramp & Hwy Church Drive 0.0 0.0 10.3 - B ; .6 - A Church Drive & West Access 0.0 4.3 - A 8.7 - r; 4.9 - A Church Drive & Center Access 0.0 2.4 - A 0.0 - r; 3.1 -A Church Drive & East Access 0.0 4.0 - A 10,'i - B 5.2 - A Hwy 93 &Tronstad Road 21.1 -C .37 - C 0.4t 0.7 2.4 - A Hwy 93 & Tronstad Road (w/ RT) 19.0 - C 16.9 - m, 0.3 0.7 2.3 - A PM Peak Hour NB Ramp & Hwy 93 15.8 - 0.0 0.0 1.2 - A NB Ramp & Church Drive 7.5 - A 9.5 - A 8.8 - A SB Ramp & Hwy 93 15.8 -- C 0.0 0.0 1.6 - A SB Ramp &Hwy Church v;}; ive O.0 0.0 15.0 - B 3.5 - A Church Drive &West Access y 3 4.9 - A 8.9 - A 4.9 - A Church Drive & Center Access 0.0 -3 - A 9.3 - A 3.3 - A Church Drive & 1=.ast access 0.0 4.6 --A 11.1 -B 5.4 - A Hwy 93 & Trcr stad Road : I 33.0 - E 43.9 - E 0.6 0.8 4.8 - A Hwy 93 & Ironstad Road (w;` 1\T) 29,1? - D 29.8 - D 0.6 0.8 3.6 - A Mitigation of Impact:s While each of the study intersections is expected to operate at an acceptable LOS during both AM and PM peak hours, the eastbound and westbound approaches at the Tronstad Road intersection are expected to operate at a degraded Level of Service. This intersection was also modeled with a separate right turn lane for both eastbound and westbound legs. This addition improved the expected LOS from E to D for the PM peak hour. Additional channelization at this intersection would not improve the approach LOS for the eastbound and westbound movements. Overall intersection LOS would be acceptable under either scenario. The southbound ramp at Highway 93 (LOS C) would be expected to operate at a higher LOS with an acceleration lane rather than the channelized stop -controlled movement model. Page II SILVERBROOK ESTATES TRAFFIC IMPACT STUDY KALISPELL, MONTANA CONCLUSIONS AND RECOMMENDATIONS The proposed Silverbrook Estates development will add a significant number of trips to an intersection and corridor currently slated for improvement by the Montana Department of Transportation. While most study intersections would accommodate the development's trips at acceptable levels of service with the geometries identified in the State's preliminary plans, additional channelization should be considered for some locations. The following additions/improvements are recommended in the MDT right-of-way: l . Construct northbound and southbound acceleration and deceleration lanes at the Highway 93 ramps at Church Drive. 2. Construct a right turn lane on the eastbound leg of the intersection between Church Drive and the southbound ramp. 3. Construct right turn pockets at the eastbound and westbound Tronst"'Id Road approaches to Highway 93. 4. Eliminate the westbound approaches to the s1 it s ct property north of Troustaad Road and south of Church Drive. These approaches are not needed for the Silverbrook development. The following improvements are recommended to be constructed with the Silverbrook development: 5. Construct a left turn lane on the westbound 1 egr of Church " rive at the development's East Access Road. If the recommended improvements am constructec1, title surrounding road network will accommodate the trips from the Silverbrook Estates dc-volopmemt ,r,ith acceptable levels of service. Page 12 SILVERBROOK ESTATES TRAFFIC IMPACT STUDY KALISPELL, MONTANA APPENDIX A Traffic Counts and Pre -Development Trip Determination 3"�� C, 2 G 3G NwY '�3 happy Ua I/q z 49Z .11 CZ.c-s) 13 26U q 77` !;-ervz CZGOS') 11/15/2006 12:53 4054447671 MDT PLANNING DIV PAGE a5/05 10/28/04 Montana Depar sparta�iork Page: 1 14 : 38: 07 Tr�afC a ` ti.on 2701 Prospect, �,' le , MT 59620 (406) 444-6121 +�* Weekly Site Summa.Vy Report Site ID 1042141.5 Week Starts : Oct 26, 2004 Mon Info 1 05991215 Week Ends : Oct 31, 2004 Sun Info 2 us93 mp1215 nb Adj- Factor I.00 Lane 1 north, Normal, Pres Sensor -w~---w-- - -- ----- ----Daily- HourMon Tug Wed Thu pri SatSun Wkday Wkend Starts 25 26 27 28 29 30 31 Avg. Avg. Avg. 1 13 13 13 13 2 11 13 12 12 3 6 16 11 11 4 18 20 19 19 5 44 29 37 37 6 147 145 146 146 7 426 401. 414 414 a 397 409 403 403 9 308 350 319 319 10 315 314 315 315 11 365 324 345 345 12pm 340 386 363 363 1 403 366 385 385 2 391 421 406 409 3 457 482 47D 470 4 542 535 539 539 5 614 609 612 612 6 403 463 433 433 7 287 281 284 284 a 181 2444 213 213 9 158 215 187 187 10 91 109 100 100 11 35 58 47 47 TOTALS 5860 6196 129 5098 6098 _....,...___._..,,_.__,._._.._...__..._-__-•-_..,_....-------------------------------------- Avg WI) 96.2$ 101.7t 2.1% WkD&y Total: 22195 .Avg Ay 96.2% 101.7% 2.1* WkEnd Total. 0 .AM Peak 07:00 06:00 00:00 Gr nd 'Total --a12183 count 426 409 38 PM Peek 17:00 17:00 Count 614 609 ....................................................... H _ - - - -r - - - - - - - - - - - - - - - - - - - 11/15/2006 12:53 4064447671 MDT PLANNING DIV PAGE 04/05 10/28/04 Moniara I)Opa# r sporta,tion Face: 1 14:38:57 `Iraffi t C Lion 2701 Pros�pe , MT 59620 (406) 444-6121 * * 3Weekl.y Site Surmaxy Report t i .!. r�.. _ L- p Site ID : 30421415 Week Starts 0 t 25■ 004 14on Info 1 : 05991215 Week Ends Oct 31., 2004 Sum Info 2 : us93wp1215 sb { J=,7 i�l. Adj. Factor : 1.00 Lane 1 . (mo lane intro) , North 1, P44s Sensor W_rT___--___YW-__- .._ HourMonTur�Wed Thu Fri $at Sun Daily Wkday Wkend Starts 25 26 27 .28 29 30 31 Avg, Avg. Avg. -------------------------------------------------------------------------------- 12am 76 36 31 31 1 12 24 1.8 1.8 2 7 13 10 10 13 14 la 14 4 31 14 23 23 5 52 7 0 61. 61 6 207 207 207 7 453 453 453 453 8 462 462 462 462 9 398 405 402 402 10 380 371 376 376 11 409 406 408 408 12prn :?47 4n.1 3�7 397 1 392 385 389 389 2 404 454 429 429 3 50x 509 505 505 4 554 555 555 533 5 563 551 $57 557 6 344 408 376 376 7 165 212 189 189 8 147 171 159 159 9 123 131 127 127 1.0 52 70 61 61 11 33 60 47 47 TOTALS 5771. 6354 171 6256 6256 Avg WD 51.9% 101..2% 2.7% WkDay 'fatal: 12296 Avg Dy 91.99; 101.21 2.7% WkEnd Total: 0 ^.w ,AM Peak 06:00 09:00 05:00 Grand Total,:12296 Count 462 452 70 ISM Peak 17:00 16:00 C �J -- `-_-______563 555 (�(.� !(�4 (.��` ____________-..___—_ ____.._----._.— .� _w_____—_ Cie q0 Ij — 11/15/2006 12:53 4064447671 MDT PLANNING DIV PAGE 02/05 03/1/45 Montana Depax t artatit�r� Page: 1 10:5�4:45 Traff* t 0 C on 2701. Frospe , 8 , MT 59620 (406) 444-6121 * + * Single Channel Weakly sit ID 101$27.15 AdO. Factor L.pO In 1 05991159 In, 0 2 ue93 n reserve <�S7(:A-y Lane 1 nb, Normal, Axle Sensor, i.vide by 2 Week-03J07/05 t0 03/13/05 Hour Mon Tue; Wed Thu Fri Weekday Sat Sun Weekend Avg. Starts w----- 7 a 9 10 11 Average12 13 Average Day 12arn ---------- - 25 _ -------------------------------------------•----------- 20 -� 28 2 21 10 10 65 5 54 66 so 6 200 244 222 222 7 389 4L9 404 404 8 437 497 � 467 467 9 399 364 382 382 10 403 412 406 408 11 399 403 403. 401. 12pm 478 476 •477 '197 477 1 433 441 37 437 2 433 478 56 456 3 554 619 587 4 586 551 5159 569 5 681 671 676 676 6 436 407 422 422 7 256 257 257 257 6 229 240 235 235 138. �38 11-._-_-13�----74 ,,tt _66 - --38 .. - ____ ._---- _--------_---- -----�-----_ �6832 TOTAS�S 66G1 69D6 51- 5832 Weekdays: 13618 Weekend: 7 Day: 13618 11/15/2006 12:53 4064447671 MDT PLANNING DIV 03/15/05 Montana Depar t We ortation 10:55:00 Traf ion 2701 Prospe v .► ► MT 59620 f,,._.ff% p f (406) 444-6121. CIL�YL �^fly. Site ID 301827L5 Into 1 : 0599iis9 Into 2 u 93 ri reseLnre Lane I on, Normal, Axle *** Single Cba=el Weakly *** PAGE 03/05 (1; '76- - � Adj. Factor : 1.00 Sensor, Dide by 2 week-03%07/05-to 03/13/05 page: 1 Hour Mon T'ue Wed Thu Pri Weekday Sat Bun Weekend Av Starts 7 8 9 10 11 Average 1.2 13 Average Da�. ---------- -------------- -------------------- -�-_-------_--__----__--____-_ -113 llam 12 73 113 12 20 3 20 20 6 197 228 213 213 7 567 567 567, 567 8 520 582 551 52 9 455 444 450'. 50 10 424 475 430 450 11 473 514 494 �94 12pm 496 435 466 468 1 467 468 469 2 450 470 460 460 3 531 541 536 536 4 612 612 612 912 5 558 61.6 587 S 7 6 338 384 361 1 7 194 176 185 1 5 8 190 124 157 1 7 132 37 131 17 17 131 21 30 TOTALS --677Q-__7070 --- 47 -- - -...5979__ -- 6979 Weekdays: 13887 Weekend: 7 Day: 13887 Intersection: Highway 93 & Church Drive AM Peak Hour Estimated Intersection Turning Movements Date: Based on 2003 ADT Count of Church Drive and Normalized to Hwy 93 24-hour tube count from 2005 Hwy. 93 2005 Trips i 968 i 1 530 438 1 I 13 517 I 25 0 Church Drive 51 12 994 0 Future Leg 26 0 14 I 531 438 I 969 1 1 Hwy. 93 Hwy. 93 2008 Trips 1 1058 1 3.0% Growth Rate 1 579 479 1 I I 14 565 0 ---------------- -.-.0.-.-.-.-.-. 27 0 0 Church Drive 55 13 1086 0 0 Future Leg 28 0 0 I I 580 479 0 I 1059 I Hwy. 93 Hwy. 93 Project Trips 212 1 71 141 1 i i 1 57 14 1 138 0 Church Drive 409 110 454 0 Future Leg 271 0 161 1 1 1 175 112 1 287 Hwy. 93 Hwy. 93 Future Trips (With Project) 1270 1 650 620 1 I 71 579 0 I ---------------- ----o----------- 165 0 0 Church Drive 464 123 1540 0 0 Future Leg 299 0 0 176 ________ . .I 94 497 0 j 1 755 591 1 1346 Hwy. 93 J:\Jobs\93church\traffic\counts2.xls Mark Westenskow, PE Intersection: Highway 93 & Tronstad AM Peak Hour Estimated Intersection Turning Movements Date: Based on 2004 ADT Count of Tronstad and Normalized to Hwy 93 24-hour tube count from 2005 Hwy. 93 2005 Trips i 1033 i 1 565 468 1 ---------------- I 531 34 I _._.31._._._._._._ 0 68 Future Leg 0 1101 37 133 Tronstad 0 65 ----------------1 437 311----------------- I 568 468 I 1 1036 1 Hwy. 93 Hwy. 93 2008 Trips j 1129 j 3.0% Growth Rate 1 617 512 1 1 11 0 580 37 1 0 0 74 Future Leg 0 0 1203 40 145 Tronstad 0 0 71 0 478 34 I 620 512 I I 1132 I Hwy. 93 Hwy. 93 Project Trips 287 j 175 112 j 1 14 141 20 Future Leg 34 105 31 347 2 12 37 Tronstad 71 5 35 25 0 18 71 I 1 176 89 I 01 265 Hwy. 93 Hwy. 93 Future Trips (With Project) 1416 1 792 624 1 ---------------- 1 14 721 57 I ----44------------ 34 2 86 Future Leg 105 31 71 5 1550 40 182 Tronstad 96 35 . 1 18 549 34j_._._._._._._._._ 1 796 601 1 1397 Hwy. 93 J:\Jobs\93church\traffic\counts2.xls Mark Westenskow, PE Intersection: Highway 93 & Church Drive PM Peak Hour Estimated Intersection Turning Movements Date: Based on 2003 ADT Count of Church Drive and Normalized to Hwy 93 24-hour tube count from 2005 Hwy. 93 2005 Trips 1207 574 633 - — - — - — - — - — - — - — - — 16 558 o ----o------------ 33 Church Drive 65 17 32 1239 0 0 0 0 0 Future Leg 1 573 633 1 j 1206 j Hwy. 93 Hwy. 93 2008 Trips 1319 3.0% Growth Rate 1 627 692 1 .—.—.—.—.—.—.—.J 17 36 610 0 I .——.—.—.—.—„ 0� 0 0 Church Drive 71 19 1354 0 0 Future Leg 35 0 0 16 673 0 I19 r 1 626 692 1 j 1318 j Hwy. 93 Hwy. 93 Project Trips i 381 1 218 163 1 I 174 44 I 422 0 Church Drive 736 129 814 0 Future Leg 314 0 _______185 j 248 34 1 .—.—.—.—.—.—.—., 01 229 282 511 Hwy. 93 Hwy. 93 Future Trips (With Project) i 1700 i 1 845 855 1 I 191 _-_-_-_-_-_-_-_- 654 0 I _-_o_-_-_-_-_-_, 458 Church Drive 807 148 349 0 2168 0 0 0 0 0 Future Leg 201 I 855 974 I 1 1829 1 Hwy. 93 J:\Jobs\93church\traffic\counts2.xls Mark Westenskow, PE Intersection: Highway 93 & Tronstad PM Peak Hour Estimated Intersection Turning Movements Date: Based on 2004 ADT Count of Tronstad and Normalized to Hwy 93 24-hour tube count from 2005 Hwy. 93 2005 Trips 1293 614 679 573 41 Future Leg 0 0 0 1378 86 40 86 172 Tronstad .j 633 45j 1 613 678 1 j 1291 j Hwy. 93 Hwy. 93 2008 Trips 1413 3.0% Growth Rate 1 671 742 01 ._._._._._._._._.I 0 0 626 45 I50 ._._._._._ 0 94 Future Leg 0 0 1506 44 188 Tronstad 0 0 0 94 r 1 670 741 j 1411 j Hwy. 93 Hwy. 93 Project Trips i 511 229 282 I 44 163 22 I 107 8 38 Future Leg 188 34 621 66 Tronstad 81 6 28 .I 55 218 I 1 204 273 477 Hwy. 93 Hwy. 93 Future Trips (With Project) i 1924 i 1 900 1024 1 I 44 789 67 I Future Leg 107 188 34 81 6 2127 8 132 44 122 254 Tronstad 41 I 874 1014 I 1888 Hwy. 93 J:\Jobs\93church\traffic\counts2.xls Mark Westenskow, PE SILVERBROOK ESTATES KALISPELL, MONTANA TRAFFIC IMPACT STUDY APPENDIX B Pre -Development Synchro Worksheets HCM Unsignalized Intersection Capacity Analysis 6: Tronstad & Highway 93 II1/15/2007 --1. i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 0 Vii t Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 0 0 0 40 0 34 0 478 34 37 580 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 0 0 43 0 37 0 520 37 40 630 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 1 1 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1008 1267 315 934 1249 278 630 557 vC1, stage 1 conf vol 711 711 538 538 vC2, stage 2 conf vol 297 557 396 711 vCu, unblocked vol 1008 1267 315 934 1249 278 630 557 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) 6.5 5.5 6.5 5.5 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 100 87 100 95 100 96 cM capacity (veh/h) 286 275 681 340 285 719 948 1010 Direction, Lane # EB 1 WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 0 80 0 346 210 40 420 210 Volume Left 0 43 0 0 0 40 0 0 Volume Right 0 37 0 0 37 0 0 0 cSH 1700 449 1700 1700 1700 1010 1700 1700 Volume to Capacity 0.00 0.18 0.00 0.20 0.12 0.04 0.25 0.12 Queue Length 95th (ft) 0 16 0 0 0 3 0 0 Control Delay (s) 0.0 14.8 0.0 0.0 0.0 8.7 0.0 0.0 Lane LOS A B A Approach Delay (s) 0.0 14.8 0.0 0.5 Approach LOS A B Intersection Summary Average Delay 1.2 Intersection Capacity Utilization 33.7% ICU Level of Service A Analysis Period (min) 15 2008 Pre -Development 1/10/2007 AM Peak Hour Synchro 6 Report CTA Inc Page 1 HCM Unsignalized Intersection Capacity Analysis 9: Ramp 1 & Highway 93 1 /15/2007 t Movement EBL EBR NBL NBT SBT SBR Lane Configurations tt t Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 0 15 0 479 565 14 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 16 0 521 614 15 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 882 315 614 vC1, stage 1 conf vol 622 vC2, stage 2 conf vol 260 vCu, unblocked vol 882 315 614 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) 5.8 tF (s) 3.5 3.3 2.2 p0 queue free % 100 98 100 cM capacity (veh/h) 294 681 961 Direction, Lane # EB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 16 260 260 409 220 Volume Left 0 0 0 0 0 Volume Right 16 0 0 0 15 cSH 681 1700 1700 1700 1700 Volume to Capacity 0.02 0.15 0.15 0.24 0.13 Queue Length 95th (ft) 2 0 0 0 0 Control Delay (s) 10.4 0.0 0.0 0.0 0.0 Lane LOS B Approach Delay (s) 10.4 0.0 0.0 Approach LOS B Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 26.1 % ICU Level of Service A Analysis Period (min) 15 2008 Pre -Development 1/10/2007 AM Peak Hour Synchro 6 Report CTA Inc Page 2 HCM Unsignalized Intersection Capacity Analysis 10: Church Drive & Ramp 1 1/15/2007 Movement EBT EBR WBL WBT NBL NBR Lane Configurations '+ Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 13 15 0 13 14 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 14 16 0 14 15 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 30 36 22 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 30 36 22 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 98 100 cM capacity (veh/h) 1582 976 1055 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 30 14 15 Volume Left 0 0 15 Volume Right 16 0 0 cSH 1700 1582 976 Volume to Capacity 0.02 0.00 0.02 Queue Length 95th (ft) 0 0 1 Control Delay (s) 0.0 0.0 8.7 Lane LOS A Approach Delay (s) 0.0 0.0 8.7 Approach LOS A Intersection Summary Average Delay 2.2 Intersection Capacity Utilization 13.3% ICU Level of Service A Analysis Period (min) 15 2008 Pre -Development 1/10/2007 AM Peak Hour Synchro 6 Report CTA Inc Page 3 HCM Unsignalized Intersection Capacity Analysis 11: Ramp 2 & Highway 93 1/15/2007 i Movement WBL WBR NBT NBR SBL SBT Lane Configurations r 0 tt Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 0 13 466 13 0 579 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 14 507 14 0 629 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 828 260 507 vC1, stage 1 conf vol 514 vC2, stage 2 conf vol 315 vCu, unblocked vol 828 260 507 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) 5.8 tF (s) 3.5 3.3 2.2 p0 queue free % 100 98 100 cM capacity (veh/h) 317 738 1054 Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 14 338 183 315 315 Volume Left 0 0 0 0 0 Volume Right 14 0 14 0 0 cSH 738 1700 1700 1700 1700 Volume to Capacity 0.02 0.20 0.11 0.19 0.19 Queue Length 95th (ft) 1 0 0 0 0 Control Delay (s) 10.0 0.0 0.0 0.0 0.0 Lane LOS A Approach Delay (s) 10.0 0.0 0.0 Approach LOS A Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 23.3% ICU Level of Service A Analysis Period (min) 15 2008 Pre -Development 1/10/2007 AM Peak Hour Synchro 6 Report CTA Inc Page 4 HCM Unsignalized Intersection Capacity Analysis 12: Church Drive & Ramp 2 1/15/2007 Movement EBL EBT WBT WBR SBL SBR Lane Configurations +' Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 13 0 0 0 0 13 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 14 0 0 0 0 14 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 0 28 0 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 0 28 0 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 99 100 99 cM capacity (veh/h) 1623 978 1085 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 14 0 14 Volume Left 14 0 0 Volume Right 0 0 14 cSH 1623 1700 1085 Volume to Capacity 0.01 0.00 0.01 Queue Length 95th (ft) 1 0 1 Control Delay (s) 7.2 0.0 8.4 Lane LOS A A Approach Delay (s) 7.2 0.0 8.4 Approach LOS A Intersection Summary Average Delay 7.8 Intersection Capacity Utilization 13.3% ICU Level of Service A Analysis Period (min) 15 2008 Pre -Development 1/10/2007 AM Peak Hour Synchro 6 Report CTA Inc Page 5 HCM Unsignalized Intersection Capacity Analysis 6: Tronstad & Highway 93 II1/15/2007 --1. i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 0 Vii t Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 0 0 0 44 0 50 0 692 49 45 626 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 0 0 48 0 54 0 752 53 49 680 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 1 1 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1209 1584 340 1217 1557 403 680 805 vC1, stage 1 conf vol 778 778 779 779 vC2, stage 2 conf vol 430 805 438 778 vCu, unblocked vol 1209 1584 340 1217 1557 403 680 805 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) 6.5 5.5 6.5 5.5 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 100 100 100 81 100 91 100 94 cM capacity (veh/h) 231 211 656 251 227 597 908 815 Direction, Lane # EB 1 WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 0 102 0 501 304 49 454 227 Volume Left 0 48 0 0 0 49 0 0 Volume Right 0 54 0 0 53 0 0 0 cSH 1700 363 1700 1700 1700 815 1700 1700 Volume to Capacity 0.00 0.28 0.00 0.29 0.18 0.06 0.27 0.13 Queue Length 95th (ft) 0 28 0 0 0 5 0 0 Control Delay (s) 0.0 18.8 0.0 0.0 0.0 9.7 0.0 0.0 Lane LOS A C A Approach Delay (s) 0.0 18.8 0.0 0.7 Approach LOS A C Intersection Summary Average Delay 1.5 Intersection Capacity Utilization 39.5% ICU Level of Service A Analysis Period (min) 15 2008 Pre -Development 1/10/2007 PM Peak Hour Synchro 6 Report CTA Inc Page 1 HCM Unsignalized Intersection Capacity Analysis 9: Ramp 1 & Highway 93 1 /15/2007 t Movement EBL EBR NBL NBT SBT SBR Lane Configurations tt t Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 0 16 0 692 610 17 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 17 0 752 663 18 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1048 341 663 vC1, stage 1 conf vol 672 vC2, stage 2 conf vol 376 vCu, unblocked vol 1048 341 663 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) 5.8 tF (s) 3.5 3.3 2.2 p0 queue free % 100 97 100 cM capacity (veh/h) 259 655 922 Direction, Lane # EB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 17 376 376 442 239 Volume Left 0 0 0 0 0 Volume Right 17 0 0 0 18 cSH 655 1700 1700 1700 1700 Volume to Capacity 0.03 0.22 0.22 0.26 0.14 Queue Length 95th (ft) 2 0 0 0 0 Control Delay (s) 10.6 0.0 0.0 0.0 0.0 Lane LOS B Approach Delay (s) 10.6 0.0 0.0 Approach LOS B Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 27.4% ICU Level of Service A Analysis Period (min) 15 2008 Pre -Development 1/10/2007 PM Peak Hour Synchro 6 Report CTA Inc Page 2 HCM Unsignalized Intersection Capacity Analysis 10: Church Drive & Ramp 1 1/15/2007 Movement EBT EBR WBL WBT NBL NBR Lane Configurations '+ Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 19 16 0 19 17 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 21 17 0 21 18 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 38 50 29 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 38 50 29 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 98 100 cM capacity (veh/h) 1572 959 1045 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 38 21 18 Volume Left 0 0 18 Volume Right 17 0 0 cSH 1700 1572 959 Volume to Capacity 0.02 0.00 0.02 Queue Length 95th (ft) 0 0 1 Control Delay (s) 0.0 0.0 8.8 Lane LOS A Approach Delay (s) 0.0 0.0 8.8 Approach LOS A Intersection Summary Average Delay 2.1 Intersection Capacity Utilization 13.3% ICU Level of Service A Analysis Period (min) 15 2008 Pre -Development 1/10/2007 PM Peak Hour Synchro 6 Report CTA Inc Page 3 HCM Unsignalized Intersection Capacity Analysis 11: Ramp 2 & Highway 93 1/15/2007 i Movement WBL WBR NBT NBR SBL SBT Lane Configurations r 0 tt Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 0 19 673 19 0 627 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 21 732 21 0 682 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1083 376 732 vC1, stage 1 conf vol 742 vC2, stage 2 conf vol 341 vCu, unblocked vol 1083 376 732 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) 5.8 tF (s) 3.5 3.3 2.2 p0 queue free % 100 97 100 cM capacity (veh/h) 247 621 869 Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 21 488 264 341 341 Volume Left 0 0 0 0 0 Volume Right 21 0 21 0 0 cSH 621 1700 1700 1700 1700 Volume to Capacity 0.03 0.29 0.16 0.20 0.20 Queue Length 95th (ft) 3 0 0 0 0 Control Delay (s) 11.0 0.0 0.0 0.0 0.0 Lane LOS B Approach Delay (s) 11.0 0.0 0.0 Approach LOS B Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 29.2% ICU Level of Service A Analysis Period (min) 15 2008 Pre -Development 1/10/2007 PM Peak Hour Synchro 6 Report CTA Inc Page 4 HCM Unsignalized Intersection Capacity Analysis 12: Church Drive & Ramp 2 1/15/2007 Movement EBL EBT WBT WBR SBL SBR Lane Configurations +' Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 19 0 0 0 0 19 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 21 0 0 0 0 21 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 0 41 0 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 0 41 0 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 99 100 98 cM capacity (veh/h) 1623 958 1085 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 21 0 21 Volume Left 21 0 0 Volume Right 0 0 21 cSH 1623 1700 1085 Volume to Capacity 0.01 0.00 0.02 Queue Length 95th (ft) 1 0 1 Control Delay (s) 7.2 0.0 8.4 Lane LOS A A Approach Delay (s) 7.2 0.0 8.4 Approach LOS A Intersection Summary Average Delay 7.8 Intersection Capacity Utilization 13.3% ICU Level of Service A Analysis Period (min) 15 2008 Pre -Development 1/10/2007 PM Peak Hour Synchro 6 Report CTA Inc Page 5 SILVERBROOK ESTATES KALISPELL, MONTANA TRAFFIC IMPACT STUDY APPENDIX C Trip Generation & Internal Capture Worksheets o .0 IT cl) 0 to M O N M Q M 0)C 6 O 0)O CO O N 0)m N M d O I-0 M O M V CO oO 0 0 O O N Ooo Q C — O CO CO M T 0] m O O cl a-O 0 0 0 W V CO � M M 0 O LO V coMLo O to Q ~ C — O co CO O O N CO M Q !6 0 _ N O V C 0 0 co N � C o 0 0 M � N M 0 M O CO V O CO CO T CO 0 O N M N N CO O N LO to Q C O CO V I— O CO CO V CO _ O N CO O O H O O COLO V M 0) O M N O O LO 0 0 0 0 0 0000 0 Lo Lo Lo Lo C 0 0 0 0 0 0000 LO LO LO LO N V N fl LO W O O Lo H Y U) N OO 0) N ro 0 0 0 0 0 J LO M CO CO N N N to O O O� L C C 0 O ! S E a � L C U E O N w T U C C) Y E a a C Q a O C_ J U) U) in l 0 o N O M to Q ` C O N !6 E d 6 O O O V co CO co 0) oo Hco 0 O 0 T 0] �6 LO N d 0N N 0 0 0 W � V CO M M 0 oo co O 0 to Q ~ C m CO N — Q !6 0 _ 6 M C 0 N N N C o 0 0 0 V CO N N � 0 CO N O) V O M M N CO M M to Q C ON !6 co O 0 0) 0 H 6 oo O M N O N V O 0 o 0 0 L 0 M m m W C o 0 0 0 o Ln CO CO N N 0 0m M LO LO V fl co O O H E Y u) N O 0) N N 0 O O O O J CO CO N N N to 0 O O) L C C 0 O [ S E a � L E U E O I 0 T C C) Y E a a C Q a O J U) U) U) l 0 I_ CO M O 0 rn LO m to Q C — O oo CO CO O CO m M V E d 6 0 M V N O W Cb 0 M Q C O T 0] (6 V O a-0 � O � 0 0 0 W V CO � co co :5 0 co M V r N to Q N C O V N coco Q !6 0 _ 6 0 co N C o 0 0 N CO N N 0 0 O LO CO O) CO N O M oN LO to Q 4 C p M LO S O N M V O M O O H N LO O O O H LO 0 0 0 0 0 N d) M 0 Ln V M M C o 0 0 0 0 W (M ID V Ln CO CO N II V O LO fl M O H Y u) N 0) N W O 0 0000 J CO CO N N N to O O O� L C C 0 O [ S E a E L C U E O a 0 m w T C U Y E a a C Q a O C_ 0 0 Q cQc G D LJJ Z U) a o _ OM _�� LO 00� LJJ � 0) LL w O f� W �Q/ LL > Q cq 00 O) I- In (D N 0,0 M L L, d O i In CF)m N QLLI L L, U) N LLI 0 Q Q � �'N a�_000\ N Z W U U) OOOOO p N N V O J LLJ ? o D Z <~ LU — u w W o Z Q m m W O M O` W � W OD 00 M -a m 0 � O U) a m COU W a�i M 0 0 m 00 N 00 In V M a a m m N 0 0 0 ao M a � N � U co O m a U � m � m c OD00 a a 00 U (6 0 m O O 00 d) � a a M m m 0 0 00 m m m V N N a a E N � U � N 0 m 00 a E 0 m m 6 6 N N F EM W. o p W W N V (0 0 E 04 O U) r 00 Y N (6 LL u0i Y W N 00 U) In N 00 N i N LO r M U 0) 0 U U) y N N N O O H Q J Z W 00, C X O W W H 0 00 00 r� O � � LO H V V d) m E 0 o U d) N N (0 N Lo r 0r-r� E J -1O DILLI I. .I. .I _ 1516 O C � � � N M � M N (0 0) m Lu U N_ U U) O D 0 J J = m N M d) N (0 N N 'ITIn J WIW ow co o W = x N W � rn E O O O a Q w` I 1 I ry Q H � Z � W Z co 0- O w O of cl W U wCDJ ry � � Z J W � Z 0 Z Q w d Q J Q w U) D n z Q J co w o co o Eo o I o a a) E E E (6 ~ Z N� LL cQc cGc z G w z 0� N C O E M V co w 0~ Q U a O I X x W > Q N Y 0)v _ rn N W� LU O N 0 W U U J Q Q ai ai ap mo co 0 M z W (n C)J D W W Z W z Q ~ 0 W W H o z Q co W W d Q O N E o C, Cl) O N Eo NO o C co O Li Li N E o C, Cl) O E 0-0o m O b N N W O N U D I Q J Z W Q H O O E E C, o o C, M LM fn 1 N N W o N � C)U) D C) 0 J Z LU Q H SILVERBROOK ESTATES KALISPELL, MONTANA TRAFFIC IMPACT STUDY APPENDIX D Turn Lane Warrant Analyses - �)m ?,�, k- 14c" C b-k-5k Acce - Li � Ce J�• gc�eys w� V= VA= V� S/ vp(� 3 F'.si A�ces5 w� V� = I.5-9' vtbl o/ LT= S�GI •+• Le N Toes- I-ame StCu d b< Cr-v s rd",( �-,Y 4ill t &,� Leo L-u vi-k5 vleed Oz � b t 1M2slXvl�t5 CcfiP �1ker.1 yt2�y Ida tP e f vte,d pr S�Ai P WS) cN ,r-Itz �I� � �,, .� L,.P v iy5+g 0 Zau,P ( - F3 ... R-1 0z ZvI vek 7�v= �yq ups Lc.,ie :5L"� be CGLtSi�2/PC �Y �l2 � 4 C� 13.3(8) INTERSECTION AT -GRADE December 2004 z N �i4 o zz r ~W.� IL w zoo J� o. .. -w.i D O uyl u O � ui i W a Ouzo 1- Z ujuj w r w Lij a w z � aLl Z�W LU cj �jz ww Iu F z OLL ��., w 0 U ILC9 m w` y yZj O Z r 2 5 x R M 1010 p unOH NOISM JNaina (HdA) 3vvmoA ONISOddO - OA 0 CD in W N_ a Z00 Y V5 ti z Q CO W Z z LL �a W = c'7 ❑ cM F- = r U. W Z wa � U- O N LL Z NO z Z O ❑ V W � N W H Z O December 2004 INTERSECTION AT -GRADE 13.3 3 100 RIGHT -TURN LANE MAY BEJUSTIFIED 80 60__T RIGHT —TURN LANE MAY NOT HE JUSTIFIED 40 20 0 100 200 300 400 500 600 700 TOTAL DHV, VEHICLES PER HOUR, IN ONE DIRECTION Note: For highways with a design speed below 50 mph (80 km/h) with a DHV <300 and where right turns > 40, an adjustment should be used. To read the vertical axis of the chart, subtract 20 from the actual number of right turns. Example Given: Design Speed = 35 mph (60 km/h) DHV = 250'vph Right Turns - 100 vph Problem: Determine if a right -turn lane is necessary. Solution: To read the vertical axis, use 100 - 20 = 80 vph. The figure indicates that a right -turn lane is not necessary, unless other factors (e.g_, high accident rate) indicate a lane is needed. GUIDELINES FOR RIGHT -TURN LANES AT UNSIGNALIZED INTERSECTIONS ON 2-LANE HIGHWAYS Figure 13.3A kwvg34- Ct'u —D-✓t - ,,f Ae, /?ram,(%�-ti-- e 4,.1y5& December 2004 INTERSECTION AT -GRADE 13.3(3) l�iV = 23 vph Z� 7HU= lid 1 u r Dl�te � _a � w3 la 3 RIGHT TURN LANE MAY BE JUSTIFIED 80 60 RIGHURN T T LANE MAY NOT BE JUSTIFIED 40 20 vdw" �Q 9'yk4 Q ,00 zoo Sao aoo SDD 60D 700 ` ( s�p TOTALDi1VVEHICLESPERHOUR,INONEDIRECTION I�rcY+` 16f fv, �- f hiL ! O-Q Lv� •ra„9-ee� NcS!' 'i 7'i fr eC. Note: For highways with a design speed below 50 mph (80 km/h) with a DHV <300 and where right turns > 40, an adjustment should be used. To read the vertical axis of the chart, subtract 20 from the actual number of right turns. Example Given: Design Speed = 35.mph (60 km/h) DHV - 250 vph Right Turns = 100 vph Problem: Determine if a right -turn lane is necessary. Solution: To read the vertical axis, use 100 - 20 = 80 vph. The figure indicates that a right -turn lane is not necessary, unless other factors (e.g., high accident rate) indicate a lane is needed. GUIDELINES FOR RIGHT -TURN LANES AT UNSIGNALIZED INTERSECTIONS ON 2-LANE HIGHWAYS Figure 13.3A k"'L'7)r've- qwv q3 f`��N? -rvrn ^PC5/ecL��4rc� G. I �Ic) 445i5 13.3(4) INTERSECTION AT -GRADE December 2004 12C 10C 90 U Z o O S W g W c- 60 O N 7 W z J � V ' W 7 F- 40 20'-- 200 400 '�3 )is RIGHT -TURN LANE MAY RIGHT -TURN LANE MAY BE JUSTIFIED NOT BE JUSTIFIED I I �3 ATV Z,�7 Ps �� T1^^^n �eeeble� ram.) Lc.ne �,I }�e ,�uSTt'kad a� �nas "ii+Me 600 B00 1000 1200 1400 1600 TOTAL DHV, VEHICLES PER HOUR, IN ONE DIRECTION 5� ATV- f 7 iR V = 6`i5 17Q Jwih' i�ck Q�- �15 "�'iar'iC, Note: Figure is only applicable on highways with a design speed of 50 mph (80 km/h) or greater. GUIDELINES FOR RIGHT -TURN LANES AT UNSIGNALIZED INTERSECTIONS ON 4-LANE HIGHWAYS Figure 13.313 SILVERBROOK ESTATES KALISPELL, MONTANA TRAFFIC IMPACT STUDY APPENDIX E Post -Development Synchro Worksheets HCM Unsignalized Intersection Capacity Analysis 6: Tronstad & Highway 93 II1/15/2007 --1. i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 0 Vii t Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 31 5 35 40 2 44 18 549 34 57 721 14 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 34 5 38 43 2 48 20 597 37 62 784 15 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 1 1 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1302 1588 399 1211 1577 317 799 634 vC1, stage 1 conf vol 915 915 654 654 vC2, stage 2 conf vol 386 673 557 923 vCu, unblocked vol 1302 1588 399 1211 1577 317 799 634 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) 6.5 5.5 6.5 5.5 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 83 97 94 82 99 93 98 93 cM capacity (veh/h) 202 204 600 238 209 679 819 945 Direction, Lane # EB 1 WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 77 93 20 398 236 62 522 276 Volume Left 34 43 20 0 0 62 0 0 Volume Right 38 48 0 0 37 0 0 15 cSH 300 355 819 1700 1700 945 1700 1700 Volume to Capacity 0.26 0.26 0.02 0.23 0.14 0.07 0.31 0.16 Queue Length 95th (ft) 25 26 2 0 0 5 0 0 Control Delay (s) 21.1 18.7 9.5 0.0 0.0 9.1 0.0 0.0 Lane LOS C C A A Approach Delay (s) 21.1 18.7 0.3 0.7 Approach LOS C C Intersection Summary Average Delay 2.4 Intersection Capacity Utilization 40.3% ICU Level of Service A Analysis Period (min) 15 Post -Development 1/10/2007 AM Peak Hour Synchro 6 Report CTA Inc Page 1 HCM Unsignalized Intersection Capacity Analysis 9: Ramp 1 & Highway 93 1 /15/2007 t Movement EBL EBR NBL NBT SBT SBR Lane Configurations tt t Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 0 176 0 591 579 71 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 191 0 642 629 77 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 989 353 629 vC1, stage 1 conf vol 668 vC2, stage 2 conf vol 321 vCu, unblocked vol 989 353 629 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) 5.8 tF (s) 3.5 3.3 2.2 p0 queue free % 100 70 100 cM capacity (veh/h) 270 643 949 Direction, Lane # EB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 191 321 321 420 287 Volume Left 0 0 0 0 0 Volume Right 191 0 0 0 77 cSH 643 1700 1700 1700 1700 Volume to Capacity 0.30 0.19 0.19 0.25 0.17 Queue Length 95th (ft) 31 0 0 0 0 Control Delay (s) 13.0 0.0 0.0 0.0 0.0 Lane LOS B Approach Delay (s) 13.0 0.0 0.0 Approach LOS B Intersection Summary Average Delay 1.6 Intersection Capacity Utilization 35.8% ICU Level of Service A Analysis Period (min) 15 Post -Development 1/10/2007 AM Peak Hour Synchro 6 Report CTA Inc Page 2 HCM Unsignalized Intersection Capacity Analysis 10: Church Drive & Ramp 1 1/15/2007 Movement EBT EBR WBL WBT NBL NBR Lane Configurations + r Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 123 176 0 94 71 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 134 191 0 102 77 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 325 236 134 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 325 236 134 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 90 100 cM capacity (veh/h) 1235 752 915 Direction, Lane # EB 1 EB 2 WB 1 NB 1 Volume Total 134 191 102 77 Volume Left 0 0 0 77 Volume Right 0 191 0 0 cSH 1700 1700 1235 752 Volume to Capacity 0.08 0.11 0.00 0.10 Queue Length 95th (ft) 0 0 0 9 Control Delay (s) 0.0 0.0 0.0 10.3 Lane LOS B Approach Delay (s) 0.0 0.0 10.3 Approach LOS B Intersection Summary Average Delay 1.6 Intersection Capacity Utilization 22.5% ICU Level of Service A Analysis Period (min) 15 Post -Development 1/10/2007 AM Peak Hour Synchro 6 Report CTA Inc Page 3 HCM Unsignalized Intersection Capacity Analysis 11: Ramp 2 & Highway 93 1/15/2007 i Movement WBL WBR NBT NBR SBL SBT Lane Configurations r 0 tt Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 0 123 497 94 0 650 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 134 540 102 0 707 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 945 321 540 vC1, stage 1 conf vol 591 vC2, stage 2 conf vol 353 vCu, unblocked vol 945 321 540 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) 5.8 tF (s) 3.5 3.3 2.2 p0 queue free % 100 80 100 cM capacity (veh/h) 285 675 1024 Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 134 360 282 353 353 Volume Left 0 0 0 0 0 Volume Right 134 0 102 0 0 cSH 675 1700 1700 1700 1700 Volume to Capacity 0.20 0.21 0.17 0.21 0.21 Queue Length 95th (ft) 18 0 0 0 0 Control Delay (s) 11.7 0.0 0.0 0.0 0.0 Lane LOS B Approach Delay (s) 11.7 0.0 0.0 Approach LOS B Intersection Summary Average Delay 1.1 Intersection Capacity Utilization 31.0% ICU Level of Service A Analysis Period (min) 15 Post -Development 1/10/2007 AM Peak Hour Synchro 6 Report CTA Inc Page 4 HCM Unsignalized Intersection Capacity Analysis 12: Church Drive & Ramp 2 1/15/2007 Movement EBL EBT WBT WBR SBL SBR Lane Configurations +' Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 123 0 0 0 0 94 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 134 0 0 0 0 102 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 0 267 0 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 0 267 0 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 92 100 91 cM capacity (veh/h) 1623 662 1085 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 134 0 102 Volume Left 134 0 0 Volume Right 0 0 102 cSH 1623 1700 1085 Volume to Capacity 0.08 0.00 0.09 Queue Length 95th (ft) 7 0 8 Control Delay (s) 7.4 0.0 8.7 Lane LOS A A Approach Delay (s) 7.4 0.0 8.7 Approach LOS A Intersection Summary Average Delay 8.0 Intersection Capacity Utilization 19.3% ICU Level of Service A Analysis Period (min) 15 Post -Development 1/10/2007 AM Peak Hour Synchro 6 Report CTA Inc Page 5 HCM Unsignalized Intersection Capacity Analysis 13: Church Drive & East Access 1/15/2007 Movement EBT EBR WBL WBT NBL NBR Lane Configurations T+ Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 128 3 86 79 5 171 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 139 3 93 86 5 186 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 142 414 141 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 142 414 141 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 94 99 80 cM capacity (veh/h) 1440 556 907 Direction, Lane # EB 1 WB 1 WB 2 NB 1 Volume Total 142 93 86 191 Volume Left 0 93 0 5 Volume Right 3 0 0 186 cSH 1700 1440 1700 891 Volume to Capacity 0.08 0.06 0.05 0.21 Queue Length 95th (ft) 0 5 0 20 Control Delay (s) 0.0 7.7 0.0 10.1 Lane LOS A B Approach Delay (s) 0.0 4.0 10.1 Approach LOS B Intersection Summary Average Delay 5.2 Intersection Capacity Utilization 32.5% ICU Level of Service A Analysis Period (min) 15 Post -Development 1/10/2007 AM Peak Hour Synchro 6 Report CTA Inc Page 6 HCM Unsignalized Intersection Capacity Analysis 15: Church Drive & Center Access 1/15/2007 Movement EBT EBR WBL WBT NBL NBR Lane Configurations '+ Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 81 1 26 58 3 50 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 88 1 28 63 3 54 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 89 208 89 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 89 208 89 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 98 100 94 cM capacity (veh/h) 1506 766 970 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 89 91 58 Volume Left 0 28 3 Volume Right 1 0 54 cSH 1700 1506 955 Volume to Capacity 0.05 0.02 0.06 Queue Length 95th (ft) 0 1 5 Control Delay (s) 0.0 2.4 9.0 Lane LOS A A Approach Delay (s) 0.0 2.4 9.0 Approach LOS A Intersection Summary Average Delay 3.1 Intersection Capacity Utilization 21.2% ICU Level of Service A Analysis Period (min) 15 Post -Development 1/10/2007 AM Peak Hour Synchro 6 Report CTA Inc Page 7 HCM Unsignalized Intersection Capacity Analysis 17: Church Drive & West Access 1/15/2007 Movement EBT EBR WBL WBT NBL NBR Lane Configurations '+ Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 32 1 35 26 3 50 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 35 1 38 28 3 54 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 36 140 35 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 36 140 35 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 98 100 95 cM capacity (veh/h) 1575 833 1037 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 36 66 58 Volume Left 0 38 3 Volume Right 1 0 54 cSH 1700 1575 1023 Volume to Capacity 0.02 0.02 0.06 Queue Length 95th (ft) 0 2 4 Control Delay (s) 0.0 4.3 8.7 Lane LOS A A Approach Delay (s) 0.0 4.3 8.7 Approach LOS A Intersection Summary Average Delay 4.9 Intersection Capacity Utilization 20.0% ICU Level of Service A Analysis Period (min) 15 Post -Development 1/10/2007 AM Peak Hour Synchro 6 Report CTA Inc Page 8 HCM Unsignalized Intersection Capacity Analysis 6: Tronstad & Highway 93 II1/15/2007 --1. i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations +' r 4 r 0 Vii tT+ Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 31 5 35 40 2 44 18 549 34 57 721 14 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 34 5 38 43 2 48 20 597 37 62 784 15 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) 2 2 Median type Raised Raised Median storage veh) 1 1 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1254 1588 399 1192 1577 317 799 634 vC1, stage 1 conf vol 915 915 654 654 vC2, stage 2 conf vol 339 673 538 923 vCu, unblocked vol 1254 1588 399 1192 1577 317 799 634 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) 6.5 5.5 6.5 5.5 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 84 97 94 82 99 93 98 93 cM capacity (veh/h) 208 204 600 242 209 679 819 945 Direction, Lane # EB 1 WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 77 93 20 398 236 62 522 276 Volume Left 34 43 20 0 0 62 0 0 Volume Right 38 48 0 0 37 0 0 15 cSH 409 493 819 1700 1700 945 1700 1700 Volume to Capacity 0.19 0.19 0.02 0.23 0.14 0.07 0.31 0.16 Queue Length 95th (ft) 17 17 2 0 0 5 0 0 Control Delay (s) 19.0 16.9 9.5 0.0 0.0 9.1 0.0 0.0 Lane LOS C C A A Approach Delay (s) 19.0 16.9 0.3 0.7 Approach LOS C C Intersection Summary Average Delay 2.3 Intersection Capacity Utilization 42.7% ICU Level of Service A Analysis Period (min) 15 Post -Development w/ Mitigation 1/10/2007 AM Peak Hour Synchro 6 Report CTA Inc Page 1 HCM Unsignalized Intersection Capacity Analysis 6: Tronstad & Highway 93 II1/15/2007 --1. i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 0 Vii t Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 34 6 41 44 8 80 55 910 49 67 789 44 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 37 7 45 48 9 87 60 989 53 73 858 48 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Raised Median storage veh) 1 1 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1733 2189 453 1758 2186 521 905 1042 vC1, stage 1 conf vol 1027 1027 1135 1135 vC2, stage 2 conf vol 705 1162 622 1051 vCu, unblocked vol 1733 2189 453 1758 2186 521 905 1042 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) 6.5 5.5 6.5 5.5 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 69 94 92 62 93 83 92 89 cM capacity (veh/h) 117 113 554 126 121 500 747 663 Direction, Lane # EB 1 WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 88 143 60 659 383 73 572 334 Volume Left 37 48 60 0 0 73 0 0 Volume Right 45 87 0 0 53 0 0 48 cSH 194 229 747 1700 1700 663 1700 1700 Volume to Capacity 0.45 0.63 0.08 0.39 0.23 0.11 0.34 0.20 Queue Length 95th (ft) 53 93 7 0 0 9 0 0 Control Delay (s) 38.0 43.9 10.2 0.0 0.0 11.1 0.0 0.0 Lane LOS E E B B Approach Delay (s) 38.0 43.9 0.6 0.8 Approach LOS E E Intersection Summary Average Delay 4.8 Intersection Capacity Utilization 49.7% ICU Level of Service A Analysis Period (min) 15 Post -Development 1/10/2007 PM Peak Hour Synchro 6 Report CTA Inc Page 1 HCM Unsignalized Intersection Capacity Analysis 9: SB Ramp & Highway 93 1/15/2007 t Movement EBL EBR NBL NBT SBT SBR Lane Configurations tt t Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 0 201 0 974 654 191 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 218 0 1059 711 208 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1344 459 711 vC1, stage 1 conf vol 815 vC2, stage 2 conf vol 529 vCu, unblocked vol 1344 459 711 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) 5.8 tF (s) 3.5 3.3 2.2 p0 queue free % 100 60 100 cM capacity (veh/h) 204 549 884 Direction, Lane # EB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 218 529 529 474 445 Volume Left 0 0 0 0 0 Volume Right 218 0 0 0 208 cSH 549 1700 1700 1700 1700 Volume to Capacity 0.40 0.31 0.31 0.28 0.26 Queue Length 95th (ft) 47 0 0 0 0 Control Delay (s) 15.8 0.0 0.0 0.0 0.0 Lane LOS C Approach Delay (s) 15.8 0.0 0.0 Approach LOS C Intersection Summary Average Delay 1.6 Intersection Capacity Utilization 43.3% ICU Level of Service A Analysis Period (min) 15 Post -Development 1/10/2007 PM Peak Hour Synchro 6 Report CTA Inc Page 2 HCM Unsignalized Intersection Capacity Analysis 10: Church Drive & SIB Ramp 1/15/2007 Movement EBT EBR WBL WBT NBL NBR Lane Configurations + r Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 148 201 0 267 191 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 161 218 0 290 208 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 379 451 161 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 379 451 161 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 63 100 cM capacity (veh/h) 1179 566 884 Direction, Lane # EB 1 EB 2 WB 1 NB 1 Volume Total 161 218 290 208 Volume Left 0 0 0 208 Volume Right 0 218 0 0 cSH 1700 1700 1179 566 Volume to Capacity 0.09 0.13 0.00 0.37 Queue Length 95th (ft) 0 0 0 42 Control Delay (s) 0.0 0.0 0.0 15.0 Lane LOS B Approach Delay (s) 0.0 0.0 15.0 Approach LOS B Intersection Summary Average Delay 3.5 Intersection Capacity Utilization 33.2% ICU Level of Service A Analysis Period (min) 15 Post -Development 1/10/2007 PM Peak Hour Synchro 6 Report CTA Inc Page 3 HCM Unsignalized Intersection Capacity Analysis 11: NB Ramp & Highway 93 1/15/2007 i Movement WBL WBR NBT NBR SBL SBT Lane Configurations r 0 tt Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 0 148 707 267 0 845 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 161 768 290 0 918 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised Median storage veh) 0 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1373 529 768 vC1, stage 1 conf vol 914 vC2, stage 2 conf vol 459 vCu, unblocked vol 1373 529 768 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) 5.8 tF (s) 3.5 3.3 2.2 p0 queue free % 100 67 100 cM capacity (veh/h) 193 494 841 Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 161 512 546 459 459 Volume Left 0 0 0 0 0 Volume Right 161 0 290 0 0 cSH 494 1700 1700 1700 1700 Volume to Capacity 0.33 0.30 0.32 0.27 0.27 Queue Length 95th (ft) 35 0 0 0 0 Control Delay (s) 15.8 0.0 0.0 0.0 0.0 Lane LOS C Approach Delay (s) 15.8 0.0 0.0 Approach LOS C Intersection Summary Average Delay 1.2 Intersection Capacity Utilization 43.9% ICU Level of Service A Analysis Period (min) 15 Post -Development 1/10/2007 PM Peak Hour Synchro 6 Report CTA Inc Page 4 HCM Unsignalized Intersection Capacity Analysis 12: Church Drive & NB Ramp 1/15/2007 Movement EBL EBT WBT WBR SBL SBR Lane Configurations +' Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 148 0 0 0 0 267 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 161 0 0 0 0 290 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 0 322 0 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 0 322 0 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 90 100 73 cM capacity (veh/h) 1623 605 1085 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 161 0 290 Volume Left 161 0 0 Volume Right 0 0 290 cSH 1623 1700 1085 Volume to Capacity 0.10 0.00 0.27 Queue Length 95th (ft) 8 0 27 Control Delay (s) 7.5 0.0 9.5 Lane LOS A A Approach Delay (s) 7.5 0.0 9.5 Approach LOS A Intersection Summary Average Delay 8.8 Intersection Capacity Utilization 31.4% ICU Level of Service A Analysis Period (min) 15 Post -Development 1/10/2007 PM Peak Hour Synchro 6 Report CTA Inc Page 5 HCM Unsignalized Intersection Capacity Analysis 13: Church Drive & East Access 1/15/2007 Movement EBT EBR WBL WBT NBL NBR Lane Configurations T+ Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 151 8 266 192 6 198 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 164 9 289 209 7 215 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 173 955 168 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 173 955 168 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 79 97 75 cM capacity (veh/h) 1404 227 876 Direction, Lane # EB 1 WB 1 WB 2 NB 1 Volume Total 173 289 209 222 Volume Left 0 289 0 7 Volume Right 9 0 0 215 cSH 1700 1404 1700 808 Volume to Capacity 0.10 0.21 0.12 0.27 Queue Length 95th (ft) 0 19 0 28 Control Delay (s) 0.0 8.2 0.0 11.1 Lane LOS A B Approach Delay (s) 0.0 4.8 11.1 Approach LOS B Intersection Summary Average Delay 5.4 Intersection Capacity Utilization 45.8% ICU Level of Service A Analysis Period (min) 15 Post -Development 1/10/2007 PM Peak Hour Synchro 6 Report CTA Inc Page 6 HCM Unsignalized Intersection Capacity Analysis 15: Church Drive & Center Access 1/15/2007 Movement EBT EBR WBL WBT NBL NBR Lane Configurations '+ Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 101 4 78 120 3 58 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 110 4 85 130 3 63 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 114 412 112 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 114 412 112 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 94 99 93 cM capacity (veh/h) 1475 562 941 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 114 215 66 Volume Left 0 85 3 Volume Right 4 0 63 cSH 1700 1475 911 Volume to Capacity 0.07 0.06 0.07 Queue Length 95th (ft) 0 5 6 Control Delay (s) 0.0 3.3 9.3 Lane LOS A A Approach Delay (s) 0.0 3.3 9.3 Approach LOS A Intersection Summary Average Delay 3.3 Intersection Capacity Utilization 27.7% ICU Level of Service A Analysis Period (min) 15 Post -Development 1/10/2007 PM Peak Hour Synchro 6 Report CTA Inc Page 7 HCM Unsignalized Intersection Capacity Analysis 17: Church Drive & West Access 1/15/2007 Movement EBT EBR WBL WBT NBL NBR Lane Configurations '+ Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 47 4 78 45 3 58 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 51 4 85 49 3 63 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 55 272 53 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 55 272 53 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 95 100 94 cM capacity (veh/h) 1549 678 1014 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 55 134 66 Volume Left 0 85 3 Volume Right 4 0 63 cSH 1700 1549 990 Volume to Capacity 0.03 0.05 0.07 Queue Length 95th (ft) 0 4 5 Control Delay (s) 0.0 4.9 8.9 Lane LOS A A Approach Delay (s) 0.0 4.9 8.9 Approach LOS A Intersection Summary Average Delay 4.9 Intersection Capacity Utilization 23.8% ICU Level of Service A Analysis Period (min) 15 Post -Development 1/10/2007 PM Peak Hour Synchro 6 Report CTA Inc Page 8 HCM Unsignalized Intersection Capacity Analysis 6: Tronstad & Highway 93 II1/15/2007 --1. i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations +' r 4 r 0 Vii tT+ Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 34 6 41 44 8 80 55 910 49 67 789 44 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 37 7 45 48 9 87 60 989 53 73 858 48 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) 2 2 Median type Raised Raised Median storage veh) 1 1 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1646 2189 453 1735 2186 521 905 1042 vC1, stage 1 conf vol 1027 1027 1135 1135 vC2, stage 2 conf vol 618 1162 600 1051 vCu, unblocked vol 1646 2189 453 1735 2186 521 905 1042 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) 6.5 5.5 6.5 5.5 tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 71 94 92 63 93 83 92 89 cM capacity (veh/h) 128 113 554 128 121 500 747 663 Direction, Lane # EB 1 WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 88 143 60 659 383 73 572 334 Volume Left 37 48 60 0 0 73 0 0 Volume Right 45 87 0 0 53 0 0 48 cSH 255 322 747 1700 1700 663 1700 1700 Volume to Capacity 0.35 0.45 0.08 0.39 0.23 0.11 0.34 0.20 Queue Length 95th (ft) 37 55 7 0 0 9 0 0 Control Delay (s) 29.8 29.8 10.2 0.0 0.0 11.1 0.0 0.0 Lane LOS D D B B Approach Delay (s) 29.8 29.8 0.6 0.8 Approach LOS D D Intersection Summary Average Delay 3.6 Intersection Capacity Utilization 50.0% ICU Level of Service A Analysis Period (min) 15 Post -Development w/ Mitigation 1/10/2007 PM Peak Hour Synchro 6 Report CTA Inc Page 1