HomeMy WebLinkAbout16 - Traffic Impact Study - Bozeman Sports ParkBOZEMAN SPORTS PARK
Traffic Impact Study
Bozeman, Montana
June 2016
Prepared for:
2880 Technology Blvd. W. • PO Box 1113 • Bozeman, MT 59771
(406) 587-0721 • www.m-m.net
Traffic Impact Study
BOZEMAN SPORTS PARK
MASTER PLAN
Tract 1A1 of Certificate of Survey No. 2554B
Bozeman, Montana
June 2016
Prepared For:
MMI Project No. 0417.077
Traffic Impact Study
Bozeman Sports Park Master Plan
Table of Contents | i
Table of Contents
Chapter 1 – Introduction & Summary
Introduction .................................................. 1-1
Executive Summary ..................................... 1-1
Project Description ................................... 1-1
Study Location & Limits ............................ 1-1
Types of Studies Undertaken ................... 1-2
Future Street Network Projects
Influencing Study Area
Traffic Operations .................................... 1-2
Traffic Volume Forecasts ......................... 1-2
Traffic Operational Analyses .................... 1-3
Principal Findings ..................................... 1-3
Existing Conditions ....................... 1-3
Traffic Operations ............................... 1-3
Transit Service .................................... 1-3
Pedestrian & Bicyclist Connectivity ..... 1-3
Improvement Needs for
Existing Conditions ....................... 1-4
Traffic Operations ............................... 1-4
Transit Service .................................... 1-4
Pedestrian & Bicyclist Connectivity ..... 1-4
Findings for
Cumulative Conditions ................. 1-4
Estimated 2017 Total Traffic with
the Existing Transportation Network ... 1-4
Estimated 2017 Background Traffic
with the Modified
Transportation Network ...................... 1-4
Estimated 2017 Total Traffic with
the Modified Transportation Network .. 1-5
Estimated 2026 Background Traffic .... 1-5
Estimated 2026 Total Traffic ............... 1-5
Improvement Needs for
Cumulative Conditions ................. 1-5
Bozeman Sports Park
Master Plan .................................. 1-5
Parking Supply & Demand .................. 1-5
Pedestrian & Bicyclist Considerations 1-5
Conclusions & Recommendations ............ 1-6
Bozeman Sports Park ................... 1-6
Site Accesses ...................................... 1-6
Parking ................................................ 1-6
Additional Considerations ............. 1-7
Subsequent Analysis ........................... 1-7
Transit Service .................................... 1-7
Pedestrian & Bicyclist Connectivity ..... 1-7
Traffic Control Guidance ..................... 1-7
Chapter 2 –
Proposed Sports Park Master Plan
Project Description ...................................... 2-1
Analysis Timeframe ..................................... 2-4
Trip Generation ............................................ 2-5
Parking Demand ........................................... 2-6
Trip Distribution ........................................... 2-7
Modal Split .................................................... 2-8
Trip Assignment ......................................... 2-15
Chapter 3 – Existing Area Conditions
Introduction .................................................. 3-1
Study Area .................................................... 3-1
Bozeman Sports Park .............................. 3-1
Study Area & Intersections ....................... 3-1
Transportation Network ............................... 3-3
Existing Area Roadway System ................ 3-3
Baxter Lane .................................. 3-3
West Oak Street ........................... 3-3
Durston Road ............................... 3-3
Flanders Mill Road ........................ 3-4
Existing Intersections ............................... 3-4
Baxter Lane &
Harper Pucket Road ..................... 3-4
Baxter Lane &
Flanders Mill Road ........................ 3-4
Baxter Lane & Ferguson Avenue .. 3-5
Baxter Lane & Davis Lane ............ 3-5
Traffic Impact Study
Bozeman Sports Park Master Plan
ii | Table of Contents
Chapter 3 – Existing Area
Conditions (cont.)
West Oak Street & Davis Lane ..... 3-5
West Oak Street &
Ferguson Avenue ......................... 3-5
Durston Road &
Cottonwood Road ....................... 3-6
Durston Road &
Flanders Mill Road ....................... 3-6
Durston Road &
Ferguson Avenue ......................... 3-6
Traffic Volumes ........................................ 3-6
Transit Service ......................................... 3-9
Pedestrians & Bicyclists ........................... 3-9
Chapter 4 – Travel
Demand Forecasting
Future Street Network Projects
Influencing Study Area
Traffic Operations ........................................ 4-1
Baxter Lane ............................................. 4-1
West Oak Street ....................................... 4-1
West Oak Street & Davis Lane ..... 4-1
West Oak Street &
Ferguson Avenue ......................... 4-2
Durston Road ........................................... 4-2
Durston Road &
Cottonwood Road ........................ 4-2
Durston Road &
Flanders Mill Road ....................... 4-2
Durston Road &
Ferguson Avenue ......................... 4-3
Cottonwood Road .................................... 4-3
Cottonwood Road &
West Oak Street ........................... 4-3
Cottonwood Road, Harper
Pucket Road, & Baxter Lane ........ 4-3
Ferguson Avenue ..................................... 4-4
Traffic Volume Projections & Assignment . 4-4
Method of Projection ................................ 4-4
Estimated Volumes .................................. 4-4
Chapter 5 – Transportation Analysis
Analysis Scenarios & Methodologies ......... 5-1
Study Scenarios ....................................... 5-1
Analysis Methodologies ............................ 5-1
Two-Way Stop-Controlled
(TWSC) Intersection Analyses ...... 5-1
Signalized Intersection Analyses .. 5-2
Roundabout Analyses................... 5-2
Traffic Operations ........................................ 5-2
Existing Conditions Analyses.................... 5-2
Analyses of Estimated 2017
Total Traffic with the
Existing Transportation Network ............... 5-4
Analyses of Estimated 2017
Background Traffic with the
Modified Transportation Network .............. 5-6
Analyses of Estimated 2017
Total Traffic with the
Modified Transportation Network .............. 5-9
Analyses of Estimated 2026
Background Traffic ................................. 5-11
Analyses of Estimated 2026
Total Traffic ............................................ 5-15
Chapter 6 – Findings
Findings for Existing Conditions ................ 6-1
Traffic Operations ..................................... 6-1
Transit Service ......................................... 6-1
Pedestrian & Bicyclist Connectivity ........... 6-2
Improvement Needs for
Existing Conditions ..................................... 6-2
Traffic Operations ..................................... 6-2
Intersection of
Baxter Lane & Davis Lane ............ 6-2
Intersection of
West Oak Street & Davis Lane ..... 6-2
Durston Road &
Ferguson Avenue ......................... 6-2
Transit Service ......................................... 6-3
Pedestrian & Bicyclist Connectivity ........... 6-3
Traffic Impact Study
Bozeman Sports Park Master Plan
Table of Contents | iii
Chapter 6 – Findings (cont.)
Findings for Cumulative Conditions .......... 6-3
Estimated 2017 Total Traffic with the
Existing Transportation Network .............. 6-3
Estimated 2017 Background Traffic with
the Modified Transportation Network ........ 6-4
Estimated 2017 Total Traffic with the
Modified Transportation Network ............. 6-4
Estimated 2026 Background Traffic ......... 6-4
Estimated 2026 Total Traffic .................... 6-5
Improvement Needs for
Cumulative Conditions ................................ 6-5
Bozeman Sports Park Master Plan ............. 6-6
Parking Supply & Demand ....................... 6-6
Pedestrian & Bicyclist Considerations ...... 6-6
Chapter 7 –
Conclusions & Recommendations
Conclusions & Recommendations ............. 7-1
Bozeman Sports Park .............................. 7-1
Site Accesses............................... 7-1
Traffic Operations ............................... 7-1
Geometrics & Sight Distance .............. 7-1
Parking ......................................... 7-2
Additional Considerations ........................ 7-2
Subsequent Analysis .................... 7-2
Transit Service ............................. 7-2
Pedestrian & Bicyclist
Connectivity ................................. 7-2
Traffic Control Guidance .......................... 7-2
References
Traffic Impact Study
Bozeman Sports Park Master Plan
iv | Appendices
Appendices
Appendix A
Level of Service Concepts, Analysis Methodologies, & Standards of Significance
Appendix B
Traffic Count Data
Appendix C
Trip Generation Analyses
Appendix D
Weekday Capacity & LOS
D-1: Existing Conditions
D-2: Phase 1 Total Traffic with Existing Transportation System
D-3: Estimated 2017 Background Traffic with the Modified Transportation Network
D-4: Estimated 2017 Total Traffic with the Modified Transportation Network
D-5: Estimated 2026 Background Traffic
D-6: Estimated 2026 Total Traffic
Appendix E
Saturday Capacity & LOS
E-1: Existing Conditions
D-2: Phase 1 Total Traffic with Existing Transportation System
E-3: Estimated 2017 Background Traffic with the Modified Transportation Network
E-4: Estimated 2017 Total Traffic with the Modified Transportation Network
E-5: Estimated 2026 Background Traffic
E-6: Estimated 2026 Total Traffic
Traffic Impact Study
Bozeman Sports Park Master Plan
List of Figures | v
List of Figures
Chapter 2 –
Proposed Sports Park Master Plan
Figure 2-1: Site Location ............................. 2-2
Figure 2-2: Bozeman Sports Park
Master Plan .................................................. 2-3
Figure 2-3: Phase I Weekday, PM Peak Hour
Primary Trip Distribution with
Existing Transportation Network ................ 2-9
Figure 2-4: Phase I Saturday, Midday Peak
Hour Primary Trip Distribution with
Existing Transportation Network .............. 2-10
Figure 2-5: Phase I Weekday, PM Peak Hour
Primary Trip Distribution with
Modified Transportation Network ............. 2-11
Figure 2-6: Phase I Saturday, Midday Peak
Hour Primary Trip Distribution with
Modified Transportation Network ............. 2-12
Figure 2-7: Phases II-IV Weekday, PM Peak
Hour Primary Trip Distribution with
Modified Transportation Network ............. 2-13
Figure 2-8: Phases II-IV Saturday, Midday
Peak Hour Primary Trip Distribution with
Modified Transportation Network ............. 2-14
Figure 2-9: Phase I Site Traffic
Assignment with Existing
Transportation Network ............................ 2-16
Figure 2-10: Phase I Non-Access
Site Traffic Assignment with
Modified Transportation Network ............. 2-17
Figure 2-11: Phase I Site Access Traffic
Assignment with Modified
Transportation Network ............................ 2-18
Figure 2-12: Full Buildout Non-Access
Site Traffic Assignment with
Future Transportation Network ................ 2-19
Figure 2-13: Full Buildout Site Access
Traffic Assignment with Future
Transportation Network ............................ 2-20
Chapter 3 – Existing Area Conditions
Figure 3-1: Study Area ................................. 3-2
Figure 3-2: Existing Study Area
Intersection Traffic Control ......................... 3-7
Figure 3-3: Current Study Area
Daily Traffic .................................................. 3-8
Chapter 4 – Travel
Demand Forecasting
Figure 4-1: Estimated 2017
Background Traffic with the
Existing Transportation Network ................ 4-6
Figure 4-2: Estimated 2017 Total Traffic
with the Existing Transportation Network .. 4-7
Figure 4-3: Estimated 2017
Background Traffic with
Modified Transportation Network ............... 4-8
Figure 4-4: Estimated 2017 Non-Site
Access Total Traffic with
Modified Transportation Network ............... 4-9
Figure 4-5: Estimated 2017 Site Access
Total Traffic with Modified
Transportation Network ............................. 4-10
Figure 4-6: Estimated 2026
Background Traffic .................................... 4-11
Figure 4-7: Estimated 2026
Non-Site Access Total Traffic .................... 4-12
Figure 4-8: Estimated 2017
Site Access Total Traffic ............................ 4-13
Traffic Impact Study
Bozeman Sports Park Master Plan
vi | List of Tables
List of Tables
Chapter 2 –
Proposed Sports Park Master Plan
Table 2-1: Estimated Bozeman Sports
Park Trip Generation Summary .................. 2-5
Table 2-2: Estimated Bozeman Sports Park
Parking Demand Summary ......................... 2-7
Chapter 5 – Transportation Analysis
Table 5-1: Existing Study Area
Intersection Traffic
Operations Summary ................................... 5-3
Table 5-2: Estimated 2017 Total Traffic
with the Existing Transportation Network
Operations Summary ................................... 5-5
Table 5-3: Estimated 2017 Background
Traffic with the Modified Transportation
Network Operations Summary .................... 5-7
Table 5-4: Estimated 2017 Total Traffic
with the Modified Transportation
Network Operations Summary .................... 5-9
Table 5-5: Estimated 2026
Background Traffic Intersection
Operations Summary ................................. 5-12
Table 5-6: Estimated 2026 Total Traffic
Intersection Operations Summary ............ 5-16
CHAPTER 1
INTRODUCTION & SUMMARY
Traffic Impact Study
Bozeman Sports Park Master Plan
Introduction & Summary | 1-1
Introduction
The intent of this traffic impact study is to assess potential impacts with the proposed Bozeman Sports
Park to be located in Bozeman, Gallatin County, Montana. The information presented in this report is
intended to evaluate the safety and operational aspects of the transportation system in the area of the
proposed development under existing as well as anticipated future conditions. Study recommendations
and conclusions are intended to provide guidance with respect to the short- and long-term function of
the area transportation system.
Executive Summary
Project Description
As noted in the original funding request application to the Bozeman Trails, Open Space and Parks
Advisory Committee (January 31, 2014) the Bozeman Sports Park is a multi-phase project primarily
designed to meet the current and future needs of the Bozeman field sport community, specifically youth
soccer and lacrosse, while providing a neighborhood park, urban open space, and Safe-Route-To-
School benefits for Bozeman's northwestern neighborhoods. The increase in the numbers of
participants in the soccer and lacrosse communities over the last 15 years has outgrown the available
facilities provided by the Bozeman Public School system, MSU, and the Bozeman Parks and
Recreation Department. The Bozeman Sports Park would be developed in order to meet the current
and growing demands of Bozeman's youth and adult field sport teams, primarily serving soccer and
lacrosse, but also being available for rugby, football, field hockey, ultimate frisbee, and in a limited role,
baseball and softball.
Study Location & Limits
The Bozeman Sports Park is proposed to be located on Tract 1A1 of Certificate of Survey No. 2554B in
the west half of the northwest quarter of Section 3, Township 2 South, Range 5 East, Principal Meridian
of Montana (P.M.M.). The property is 79.869 acres (±3,479,094 ft2) in size and is located south of
Baxter Lane and west of Flanders Mill Road. A future extension of West Oak Street would be located
along the south boundary of the property. Likewise, Cottonwood Road would be located along the west
boundary of the property in the future.
Traffic Impact Study
Bozeman Sports Park Master Plan
1-2 | Introduction & Summary
Types of Studies Undertaken
This traffic impact study evaluated the area transportation system for existing conditions; estimates of
traffic generation and distribution resulting from the Bozeman Sports Park; analyses of projected traffic
operations for the years 2017 and 2026; and evaluation of any improvement needs identified.
Future Street Network Projects Influencing Study Area Traffic Operations
Within the project study area, there are a number of improvements that are currently in progress,
proposed through the City of Bozeman’s CIP, or identified in the Greater Bozeman Area Transportation
Plan (2007 Update). Improvements to Baxter Lane, West Oak Street, Durston Road, Cottonwood Road,
Ferguson Avenue, and associated intersections are included as a part of this study.
Traffic Volume Forecasts
Estimated traffic volumes for the 2017 and 2026 planning horizons were established by applying traffic
growth projections on the anticipated major street network evaluated as a part of this study and
contributions from traffic generated from the proposed Bozeman Sports Park. In determining estimated
background traffic volumes for the 2017 planning horizon, an assumed average annual growth rate
(AGR) of five percent (5%) was applied to current daily traffic within the project study area. The
estimated 2017 background traffic volumes were also redistributed through the transportation network
based improvements anticipated to be completed within the 2017 timeframe.
Projected traffic volumes for the 2026 planning horizon were developed through evaluation of the
analyses included in the Oak Street Improvements Pre-Design Report prepared by Sanderson Stewart
(February 2016) and the Traffic Engineering Report: Durston and Cottonwood Road Improvements
Project prepared by Robert Peccia & Associates. Each of these studies accounted for build-up of traffic
in the area based on anticipated development, with estimated future traffic volumes provided for the
year 2036. Using similar traffic growth projections from the Durston Road and Cottonwood Road report
(AGR = 3.24%) and Oak Street pre-design report (AGR = 1.64%) and an estimated longer term AGR of
2.40% for Baxter Lane, this study determined estimated future traffic volumes for the year 2026, which
also included anticipated future transportation network improvements within the study area.
Traffic Impact Study
Bozeman Sports Park Master Plan
Introduction & Summary | 1-3
Traffic Operational Analyses
Evaluations of study area intersections were performed based on their current and projected traffic
volumes to determine their capacity and level of service. Analyses were performed based on
procedures found in the Highway Capacity Manual 2010 (HCM2010) published by the Transportation
Research Board (TRB).
Principal Findings
Existing Conditions
Traffic Operations
With the exception of Davis Lane and its intersections with Baxter Lane and West Oak Street as well as
the intersection of Durston Road and Ferguson Avenue, the remaining intersections within the study
area are currently operating within acceptable levels of service, have adequate capacity to meet traffic
demands, and no excessive vehicle queues were identified through the operational analyses. The
following intersections were found to be experiencing substandard traffic operations during the
weekday, PM peak hour:
Baxter Lane & Davis Lane
West Oak Street & Davis Lane
Durston Road & Ferguson Avenue
All of the intersections evaluated for the Saturday, midday peak hour were found to be operating within
acceptable levels of service, have adequate capacity to meet traffic demands, and no excessive vehicle
queues were identified through the operational analyses.
Transit Service
Transit service is not currently available within the included study area.
Pedestrian & Bicyclist Connectivity
Sidewalks, trails, and/or bike lanes are generally lacking within the study area; however, there is an
existing trail system within the subdivision across Baxter Lane to the north of the proposed Bozeman
Sports Park and east of Harper Pucket Road. There is also a sidewalk that begins approximately 275
feet west of Andalusian Avenue and 550 feet west of Flanders Mill Road.
Traffic Impact Study
Bozeman Sports Park Master Plan
1-4 | Introduction & Summary
Improvement Needs for Existing Conditions
Traffic Operations
The deficiencies identified on Davis Lane at its intersections with Baxter Lane and West Oak Street as
well as the intersection of Durston Road and Ferguson Avenue have been previously identified and
improvements to those intersections are currently in progress or have been included as part of the City
of Bozeman’s capital improvement program (CIP).
Transit Service
As growth continues on Bozeman’s west end, consideration may need to be given to expanding transit
service to the area to alleviate traffic congestion, improve mobility options, and provide connections
between parks, schools, and destinations throughout the City of Bozeman.
Pedestrian & Bicyclist Connectivity
Planned roadway improvements all include provisions for adding sidewalks and bike lanes. Trails are
also anticipated to be included with developments in the area with continued growth.
Findings for Cumulative Conditions
With all of the included analysis scenarios for cumulative conditions, no deficiencies were identified
during the Saturday, midday peak hour.
Estimated 2017 Total Traffic with the Existing Transportation Network
This analysis scenario has been included to forecast anticipated traffic operations in the case that
delays are encountered with any of the programmed improvements to area intersections and roadways
within the next couple of years. Traffic contributions from the proposed Phase I of the Bozeman Sports
Park are included in the analyses. The following intersections were again found to experience
substandard traffic operations during the weekday, PM peak hour:
Baxter Lane & Davis Lane
West Oak Street & Davis Lane
Durston Road & Ferguson Avenue
Estimated 2017 Background Traffic with the Modified Transportation Network
During the weekday, PM peak hour and with changes to the transportation network estimated to occur
by 2017, southbound left turn movements at the intersection of West Oak Street and Davis Lane and
the intersection of Durston Road and Ferguson Avenue are forecast to still have operational
deficiencies. The planned signalization of the intersection of Baxter Lane and Davis Lane is projected to
improve overall intersection operations.
Traffic Impact Study
Bozeman Sports Park Master Plan
Introduction & Summary | 1-5
Estimated 2017 Total Traffic with the Modified Transportation Network
With the addition of traffic from the proposed Phase I of the Bozeman Sports Park, no additional
operational deficiencies are estimated at any of the study area intersections.
Estimated 2026 Background Traffic
The analyses of estimated 2026 background traffic operations include additional transportation network
changes that are currently programmed through the City of Bozeman’s capital improvement program.
No intersection operational deficiencies were identified for the weekday, PM peak hour analysis period
with the anticipated improvements.
Estimated 2026 Total Traffic
No operational deficiencies were identified at any other intersections with the addition of full buildout
traffic from the proposed Bozeman Sports Park.
Improvement Needs for Cumulative Conditions
With the programmed transportation network changes evaluated with this study, no additional
improvement needs were identified through the 2026 analysis year based on projected traffic growth in
the area and with traffic contributions from the Bozeman Sports Park.
Bozeman Sports Park Master Plan
Parking Supply & Demand
The currently proposed parking supply for Phase I of the Bozeman Sports Park appears to be adequate
to meet the projected minimum and maximum vehicle parking demand for the number of fields included
in that phase. However, parking supply appears to be less than what may be necessary to
accommodate future phases. The currently proposed number of spaces that can be made available at
the site fall outside the minimum number of estimated spaces that may be needed for the full site. Also,
the currently shown Phase II does not include the addition of any parking to meet the needs of
additional fields included in that phase, and the parking supply provided in Phase I does not appear to
have the capacity to accommodate the needs of additional fields included in Phase II.
Pedestrian & Bicyclist Considerations
Improvements to meet the needs of pedestrians and bicyclists are integrated into the proposed
improvements for the Bozeman Sports Park and provide connectivity to existing trail networks north of
the site across Baxter Lane as well as anticipated improvements on Baxter Lane, Flanders Mill Road,
West Oak Street, and Cottonwood Road.
Traffic Impact Study
Bozeman Sports Park Master Plan
1-6 | Introduction & Summary
Conclusions & Recommendations
Bozeman Sports Park
The estimated 2017 and 2026 total traffic volumes utilized in the analyses for the study area include the
projected traffic from the proposed Bozeman Sports Park. No impacts to study area intersections
directly resulting from traffic generated by the Bozeman Sports Park were identified that would require
mitigation in association with its development. Impacts resulting from traffic generated by the proposed
development can be accommodated by the anticipated future transportation system improvements with
the included study recommendations.
Site Accesses
The proposed accesses to/from the Bozeman Sports Park to Baxter Lane, West Oak Street, and
Cottonwood Road are projected to operate acceptably as single lane approaches. The analyses did
include auxiliary left turn lanes for access from the major roadway to the site anticipated to be included
with planning improvements to Baxter Lane, West Oak Street, and Cottonwood Road. These are
recommended to provide for long-term functionality (beyond a 20-year analysis timeframe) of the
transportation system in the area of the proposed Bozeman Sports Park.
As traffic to and from the proposed maintenance facility is projected to be sporadic it had not been
directly included in the analyses. It is not anticipating that traffic utilizing the access to the maintenance
facility from Flanders Mill Road will have a substantial impact on traffic operations along that roadway.
Driveways should be located such that they are in compliance with the City of Bozeman’s access spacing standards.
It is recommended that the eastern access to the complex on Baxter Lane be aligned with Andalusian Avenue on the
north side of Baxter Lane limit traffic impacts resulting from weaving movements.
Driveways and internal drive aisles need to be designed for the appropriate vehicles that may access the facility,
including emergency vehicles and potentially buses.
Adequate sight distance must be preserved at driveways, internal intersections, and crosswalks for driver,
pedestrian, and bicyclist safety in accordance with City of Bozeman and American Association of State Highway and
Transportation Officials (AASHTO) standards.
Parking
The currently proposed parking supply for Phase I of the Bozeman Sports Park appears to be adequate to meet the
projected minimum and maximum vehicle parking demand for the number of fields included in that phase.
Parking requirements and spaces to be provided should be evaluated with each subsequent phase of development
for the Bozeman Sports Park. As necessary, observations of actual parking demand for the Phase I improvements as
well as similar facilities in the area under various activity scenarios may serve as a design guideline in balancing
peak versus normal parking demand.
A parking plan may be required in conjunction with hosting tournaments at the Bozeman Sports Park to balance
parking supply versus demand in the scheduling of games and/or activities.
The required number of spaces for compliance with the Americans with Disabilities Act Guidelines need to be
provided with each phase of the Bozeman Sports Park development.
Traffic Impact Study
Bozeman Sports Park Master Plan
Introduction & Summary | 1-7
Additional Considerations
Subsequent Analysis
With the significant number of changes to the transportation system and extensive development within
the study area, it is advisable to subsequent evaluation of traffic impacts resulting from the proposed
Bozeman Sports Park be completed with future phases if projected traffic volumes at study area
intersections included as a part of this analysis vary by more than fifteen to twenty percent (15% - 20%)
or if the development timeframe exceeds the 2026 analysis year.
Transit Service
With the extensive development in the area and large scale public facilities, it is recommended that
there be future consideration of expanding transit service to the area as demand dictates and funding
allows.
Pedestrian & Bicyclist Connectivity
The development of the Bozeman Sports Park will incorporate sidewalks and trails throughout the site
where appropriate. The included sidewalks will provide connections to future sidewalks on Baxter Lane,
West Oak Street, Cottonwood Road, and Flanders Mill Road, providing a continuous link for
pedestrians to and from neighborhoods and commercial centers in the area. It is expected that
locations for bicycle parking will be incorporated with the site as well.
Traffic Control Guidance
All traffic control improvements should be installed in accordance with Montana Department of
Transportation, City of Bozeman, and the Manual on Uniform Traffic Control Devices standards.
CHAPTER 2
PROPOSED SPORTS PARK MASTER PLAN
Traffic Impact Study
Bozeman Sports Park Master Plan
Proposed Sports Park Master Plan | 2-1
Project Description
As noted in the original funding request application to the Bozeman Trails, Open Space and Parks
Advisory Committee (January 31, 2014) the Bozeman Sports Park is a multi-phase project primarily
designed to meet the current and future needs of the Bozeman field sport community, specifically youth
soccer and lacrosse, while providing a neighborhood park, urban open space, and Safe-Route-To-
School benefits for Bozeman's northwestern neighborhoods. The increase in the numbers of
participants in the soccer and lacrosse communities over the last 15 years has outgrown the available
facilities provided by the Bozeman Public School system, MSU, and the Bozeman Parks and
Recreation Department.
As also provided in the original funding request application, the Bozeman Sports Park would be
developed in order to meet the current and growing demands of Bozeman's youth and adult field sport
teams, primarily serving soccer and lacrosse, but also being available for rugby, football, field hockey,
ultimate frisbee, and in a limited role, baseball and softball. It is proposed to be located on Tract 1A1 of
Certificate of Survey No. 2554B in the west half of the northwest quarter of Section 3, Township 2
South, Range 5 East, Principal Meridian of Montana (P.M.M.). The property is 79.869 acres
(±3,479,094 ft2) in size and is located south of Baxter Lane and west of Flanders Mill Road. A future
extension of West Oak Street would be located along the south boundary of the property. Likewise,
Cottonwood Road would be located along the west boundary of the property in the future. The project
location is shown in Figure 2-1 on the following page.
The currently proposed Bozeman Sports Park master plan includes the following features:
Athletic Fields Parking Walking Trails
Field Layout – Option 1 657 Paved Parking Stalls Community Play Space
o 4 – 80 x 120 Yard Soccer Fields 269 Overflow Parking Stalls Open Flex Space
o 8 – 75 x 120 Yard Soccer Fields Championship Stadium
or Future Multi-Use Gym
Irrigation Pond
Field Layout – Option 2 Drainage Pond
o 20 – 45 x 80 Yard U12 Soccer Fields 2.0 Acre Dog Park Maintenance Yard
Field Layout – Option 3
o 12 – 60 x 100 Yard U14 Soccer Fields
Field Layout – Option 4
o 12 – Lacrosse Fields
Traffic Impact Study
Bozeman Sports Park Master Plan
2-2 | Proposed Sports Park Master Plan
Figure 2-1: Site Location
Traffic Impact Study
Bozeman Sports Park Master Plan
Proposed Sports Park Master Plan | 2-3
Figure 2-2: Bozeman Sports Park Master Plan (Original Sports Park Master Plan image prepared by Siegfried)
Traffic Impact Study
Bozeman Sports Park Master Plan
2-4 | Proposed Sports Park Master Plan
As shown in Figure 2-2 on the previous page, there are six accesses currently proposed to the site –
two from Baxter Lane to the north, two from the future Cottonwood Road to the west, one from the
future West Oak Street to the south, and one from Flanders Mill Road to the east that would primarily
be used as the access to the proposed maintenance yard. Improvements for pedestrian access and
circulation have been included in the proposed master plan, with an a system of walking trails around
the perimeter of the complex along with interior walkways providing access between field, play space,
and flex space areas as well as the potential future dog park. A mid-block pedestrian crossing is also
currently proposed across Baxter Lane at the north end of the sports park.
Analysis Timeframe
Based on funding considerations, the Bozeman Sports Park is proposed to be developed in phases as
shown in Figure 2-2 on the previous page. Presently, the anticipated timeframe for completion along
with the anticipated improvements for each phase is as follows:
Phase I – Estimated Completion August 2017
o Four fields, walkways, and landscaping
o Parking lot south of Baxter Lane
o Detention pond
o Pre-fab restrooms, spectator area, play items
o Maintenance yard and irrigation pond
Phase II – Estimated Completion August 2020
o Four fields, walkways, and landscaping
o Pre-fab restrooms, spectator area
Phase III – Estimated Completion August 2023
o Parking lot east of Cottonwood Road
o Walkways and landscaping
o Open flex space and community play space
o Pre-fab restrooms
Phase IV – Estimated Completion August 2026
o Parking area north of West Oak Street
o Four fields, championship stadium or multi-use gym
o Dog park, walkways, and landscaping
o Pre-fab restrooms and spectator area
Based on the proposed development timeframe, this study will assess any impacts the proposed
Bozeman Sports Park may have on the area transportation system through the anticipated 2026
completion year for full buildout.
Traffic Impact Study
Bozeman Sports Park Master Plan
Proposed Sports Park Master Plan | 2-5
Trip Generation
Trip generation is a forecast of the number of trips that begin or end at the development site. The traffic
generated is a function of the extent and type of proposed land use. There are a number of options
available for estimating trip generation. This study utilized trip generation rates found in Trip
Generation, 9th Edition published by the Institute of Transportation Engineers (ITE). For the phasing
evaluated as a part of this study, alternate field configurations were analyzed to develop a conservative
estimate of the anticipated trip generation. The estimated trips to be used in the analyses are shown in
Table 2-1 below, including the utilized field configuration for the given phasing. The detailed analyses
are summarized in Appendix C with each of the alternative field layouts that were considered.
Table 2-1: Estimated Bozeman Sports Park Trip Generation Summary
Land Use
Independent
Variable & Units
Average Weekday Trips Average Weekday
PM Peak Hour Trips
Average Saturday
Midday Peak Hour Trips
Enter Exit Total Enter Exit Total Enter Exit Total
PHASE I IMPROVEMENTS
Alternate I-C
(6) 45x80 YD
U12 Soccer Fields Fields 6 214 214 428 71 35 106 87 95 182
Estimated Phase I
Trips for Analysis Fields 6 214 214 428 71 35 106 87 95 182
PHASES II - IV IMPROVEMENTS
Alternate IV-C
(14) 45x80 YD
U12 Soccer Fields Fields 14 500 499 999 166 82 248 204 221 425
(1) Indoor
Championship Field Employees 14 652 652 1,304 74 43 117 55 57 112
Total Estimated Trips
for Alternate IV-B
Total
Fields 15 1,152 1,151 2,303 240 125 365 259 278 537
Estimated
Phases II-IV Trips
for Analysis
Fields 15 1,152 1,151 2,303 240 125 365 259 278 537
Total Estimated
Trips at Full Buildout
for Analysis
Fields 21 1,366 1,365 2,731 311 160 471 346 373 719
Lacrosse fields can be interchanged with the 60x100 YD U14 soccer fields and larger as well as included in the Indoor Championship Field.
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2-6 | Proposed Sports Park Master Plan
Parking Demand
Soccer and lacrosse fields may experience varying intensities of demand for off-street parking
depending on the level of competition occurring at the fields at a given time. Parking intensity will vary
between soccer and lacrosse practices, pick-up games, interleague games, adult recreational league
games, and on up to state and regional tournaments. Practices will typically require the least amount of
off-street parking to meet the anticipated demand. Tournaments are most likely to generate the peak
parking demand for a sports complex.
In cases where some on-street parking is available and other off-site areas can facilitate off-street
parking for a sports complex the amount of parking to be provided on-site may not need to be as great.
However, in the case of the proposed Bozeman Sports Park all of the adjacent streets are arterial
roadways and are not anticipated to include on-street parking as it is a hindrance to traffic mobility and
can obstruct bike lanes. The property directly south of the proposed Bozeman Sports Park is proposed
as the future site of a second high school in Bozeman and may be able to offset parking demand at the
sports park, depending on how the site is oriented and where parking areas are located. Nonetheless,
the parking for the Bozeman Sports Park must be adequate to handle the anticipated parking demands,
which is to include tournaments as was identified in the original proposal for funding to build the facility.
Off-street parking requirements for soccer or lacrosse fields are not defined in the City of Bozeman’s
Unified Development Code (UDC). Therefore, it is necessary to utilize an effective means of
determining the number of parking spaces to be provided that balances the space available for the
proposed Bozeman Sports Park, costs of improvements, and available funds with the efficient use of
land for fields, amenities, and parking. This is noted in a study entitled “Parking and Vehicle Trip
Generation for Soccer Fields and Elementary Schools” that was prepared by Ransford S. McCourt,
P.E., PTOE and presented in the ITE Journal (August 2010). That study evaluated parking demand at
sports field sites in the Pacific Northwest over a three year period.
Key observations from the study found that practice activities generated the least amount of parking
demand, averaging approximately 15 vehicles per field. Game activities saw an increase in demand,
with variations depending on how games were scheduled. Where games had overlapping schedules
(one pair of teams were on a field with a second or even a third pair of teams arriving to warm-up prior
to their game) parking demand averaged approximately 60 vehicles per field. Where overlapping
schedules were not used, the parking demand decreased to an average of approximately 40 vehicles
per field. Regional tournaments saw an average parking demand of 79 vehicles per field. The results of
that study are summarized in Appendix C.
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Proposed Sports Park Master Plan | 2-7
Currently, at sports complexes in Kalispell, Great Falls, Helena, Missoula, and Billings spectators
generally provide their own seating via folding chairs. Another method of determining parking demand
at the proposed Bozeman Sports Park was to evaluate the available seating and determine the number
of spectators, players, coaches, and officials that may be anticipated per field. The results of those
analyses, which utilize an average seating area width of 33-inches per spectator for the outdoor fields,
are also summarized in Appendix C.
The estimated parking demand for the Bozeman Sports Park is summarized in Table 2-2 below.
Table 2-2: Estimated Bozeman Sports Park Parking Demand Summary
Phase(s) Description
Parking Demand Summary
Range in
Number of
Fields
Minimum Total
Vehicle Spaces
Average Total
Vehicle Spaces
Maximum Total
Vehicle Spaces
I Estimated Parking Demand
4 – 6
238 304 380
I Currently Proposed Parking Supply 262
II – IV Estimated Parking Demand
9 – 15
753 941 1,192
II – IV Currently Proposed Parking Supply 664
I – IV Estimated Parking Demand 13 – 21 991 1,245 1,572
I – IV Currently Proposed Parking Supply 926
Trip Distribution
Trip distribution and assignment is the process of identifying the probable destinations, directions, and
traffic routes that development related traffic will likely affect. The estimated traffic generated by the
development must be distributed and assigned in order to analyze the impacts on the roadway system
and intersections within the study area. Various methods are available for estimating trip distribution,
including the analogy, trip distribution model, area of influence, origin-destination (O-D), and surrogate
data methods. For a sports complex, the proximity of residential areas, location of lodging facilities
(hotels and motels), and accessibility for the site are some of the key factors in determining the
distribution of site generated trips. This study utilizes the origin-destination method based on a gravity
model to develop the estimated trip distribution for the proposed Bozeman Sports Park. Due to the
nature of the trip making characteristics between PM peak and Saturday midday peak related traffic,
separate trip distributions were derived for each analysis case.
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2-8 | Proposed Sports Park Master Plan
The trip distribution for weekday, PM peak hour trips has been estimated as being proportional to the
location and density of residential areas that may utilize the proposed Bozeman Sports Park and
inversely proportional to their distance from the complex. Likewise, Saturday, midday peak hour trip
distribution has been estimated as being proportional to the location and density of lodging facilities
(hotels and motels) and inversely proportional to their distance from the sports park. Separate trip
distributions have also been developed, accounting for anticipated transportation system changes in
the area through the development horizon evaluated as a part of this study. Those changes are
discussed later in this report. The trip distributions for the proposed Bozeman Sports Park are shown in
the figures on the following pages for each of the analysis cases. The trip distribution being shown in
each figure is described in the caption.
Modal Split
Modal split refers to how the total number of person trips are divided amongst the various means of
travel such as automobile (both single occupant and carpool), walking, biking, or transit. In most
instances, the automobile is the primary means of travel. However, the other means of travel may
account for a portion of the trips generated by a site. Although bicycling and pedestrian trips are
anticipated to comprise a portion of the Bozeman Sports Park related trips, vehicular trips are projected
to be the dominant mode of travel. Transit is not anticipated to comprise a significant portion of site
related trips associated with the proposed development.
Vehicular trips can be further classified as primary purpose, pass-by, diverted, and internal. Primary
purpose trips are those where the site is the primary origin or destination, which result in new trips on
the roadway system. Pass-by trips are those that result from traffic passing on an adjacent roadway
that enters the site and then exits, resuming travel in the same direction. As defined in Transportation
and Land Development, 2nd Edition (Stover and Koepke, 2002), diverted trips are those that enter and
exit a site that are diverted from a route other than the one to which the site has access. These can be
both trips diverted from an adjacent route as well as those diverted from another route not adjacent to
the site. Internal trips are those that begin and end within the site but do not affect the adjacent
roadways. Pass-by, diverted, and internal trips are not estimated to be a significant portion of trips
generated by the proposed Bozeman Sports Park and have been excluded from the analyses.
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Proposed Sports Park Master Plan | 2-9
Figure 2-3: Phase I Weekday, PM Peak Hour Primary Trip Distribution with Existing Transportation Network
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2-10 | Proposed Sports Park Master Plan
Figure 2-4: Phase I Saturday, Midday Peak Hour Primary Trip Distribution with Existing Transportation Network
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Proposed Sports Park Master Plan | 2-11
Figure 2-5: Phase I Weekday, PM Peak Hour Primary Trip Distribution with Modified Transportation Network
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2-12 | Proposed Sports Park Master Plan
Figure 2-6: Phase I Saturday, Midday Peak Hour Primary Trip Distribution with Modified Transportation Network
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Proposed Sports Park Master Plan | 2-13
Figure 2-7: Phases II-IV Weekday, PM Peak Hour Primary Trip Distribution with Modified Transportation Network
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2-14 | Proposed Sports Park Master Plan
Figure 2-8: Phases II-IV Saturday, Midday Peak Hour Primary Trip Distribution with Modified Transportation Network
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Proposed Sports Park Master Plan | 2-15
Trip Assignment
The assignment of development related traffic provides the information necessary to determine the
level of site related impacts to the area roadway system and intersections. It involves determining the
volume of traffic and its movements along the roadway system and at area intersections. At a minimum,
trip assignment must also consider route choice, how the existing transportation system functions, and
travel times to and from the site. The resulting traffic assignment for the Bozeman Sports Park at the
study area intersections is shown in the figures on the following pages for each of the analysis cases.
The traffic assignment being shown in each figure is described in the caption.
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2-16 | Proposed Sports Park Master Plan
Figure 2-9: Phase I Site Traffic Assignment with Existing Transportation Network
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Proposed Sports Park Master Plan | 2-17
Figure 2-10: Phase I Non-Access Site Traffic Assignment with Modified Transportation Network
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2-18 | Proposed Sports Park Master Plan
Figure 2-11: Phase I Site Access Traffic Assignment with Modified Transportation Network
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Proposed Sports Park Master Plan | 2-19
Figure 2-12: Full Buildout Non-Access Site Traffic Assignment with Future Transportation Network
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2-20 | Proposed Sports Park Master Plan
Figure 2-13: Full Buildout Site Access Traffic Assignment with Future Transportation Network
CHAPTER 3
EXISTING AREA CONDITIONS
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Bozeman Sports Park Master Plan
Existing Area Conditions | 3-1
Introduction
As part of the process of evaluating potential impacts resulting from the proposed development of the
Bozeman Sports Park, it is necessary to have an understanding of the existing area conditions. This
chapter discusses the existing study area land use and transportation infrastructure, including the
roadway, pedestrian, and bicycle networks; transit service; traffic volumes and conditions; and existing
relevant transportation system management programs.
Study Area
Bozeman Sports Park
The transportation impacts from a development are largely dependent on its location and size as well
as the characteristics of the surrounding transportation system. The significant impacts to the adjacent
transportation system will generally be within a limited area from the site. The Unified Development
Code for the City of Bozeman dated January 13, 2014 dictates that the study area for a proposed
development include – (1) all major drive accesses that intersect collector or arterial streets or roads;
and (2) all arterial-arterial, collector-collector, and arterial-collector intersections within one-half mile of
the site or as required by the city engineer during the preapplication, concept plan, or informal project
review. Based on input from the Bozeman city engineer’s office, the study area for the Bozeman Sports
Park is shown in Figure 3-1 on the following page.
Study Area & Intersections
This study will primarily focus on the arterial and collector roadways within the study area shown in
Figure 3-1 on the following page. The intersections included as a part of this study include the following:
Baxter Lane & Harper Pucket Road /
Cottonwood Road
Baxter Lane & West Complex Access
Baxter Lane & East Complex Access
Baxter Lane & Flanders Mill Road
Baxter Lane & Ferguson Avenue
Baxter Lane & Davis Lane
West Oak Street & Davis Lane
West Oak Street & Ferguson Avenue
(Future Intersection)
West Oak Street & Flanders Mill Road (Future Intersection)
West Oak Street & South Complex Access
West Oak Street & Cottonwood Road (Future Intersection)
Durston Road & Cottonwood Road
Durston Road & Flanders Mill Road
Durston Road & Ferguson Avenue
Cottonwood Road & North Complex Access
Cottonwood Road & South Complex Access
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3-2 | Existing Area Conditions
Figure 3-1: Study Area
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Existing Area Conditions | 3-3
Transportation Network
Existing Area Roadway System
Baxter Lane
Within the project study area, Baxter Lane is classified as a minor arterial roadway by the Greater
Bozeman Area Transportation Plan (2007 Update) (GBATP) prepared by Robert Peccia & Associates
and adopted by the Bozeman Transportation Coordinating Committee on December 17, 2008 and the
City of Bozeman on January 20, 2009. Baxter Lane serves as an alternate route for commuters from
the outlying areas to Bozeman and commercial areas on the North 19th Avenue and North 7th Avenue
corridors. It provides a continuous link from Jackrabbit Lane (Montana State Highway 85) easterly to
North 7th Avenue.
The segment of Baxter Lane in the study area adjacent to the proposed Bozeman Sports Park is
currently a two-lane, paved roadway. The segment from Harper Pucket Road to approximately 280 feet
west of Andalusian Avenue has a surface width of approximately 26 feet and approximately one foot
shoulders. From approximately 280 feet west of Andalusian Avenue to Flanders Mill Road, Baxter Lane
has a surface width of 26 feet with curb and gutter on the north side and a limited shoulder on the south
side. The posted speed limit on Baxter Lane adjacent to the proposed Bozeman Sports Park is
currently 45 miles per hour (mph), changing to 40 mph just west of Flanders Mill Road.
West Oak Street
West Oak Street is a principal arterial roadway as classified by the GBATP. Presently, the roadway
ends at Ferguson Avenue. East of the study area, West Oak Street provides an east-west link between
the western/northwestern neighborhoods within Bozeman to the North 19th Avenue and North 7th
Avenue commercial centers as well as easterly to North Rouse Avenue, which serves as a link to the
downtown core of Bozeman. It does not presently exist adjacent to the proposed Bozeman Sports Park.
The portions of West Oak Street within the study area are presently paved with a single travel lane in
each direction as well as curb and gutter on both sides of the roadway with the exception of the S-curve
portion east of Meagher Avenue. The posted speed limit within the study area is 25 mph.
Durston Road
Durston Road is a minor arterial roadway as classified by the GBATP. Similarly to Baxter Lane, Durston
Road serves as an alternate route for commuters from the outlying areas to Bozeman and commercial
areas on the North 19th Avenue and North 7th Avenue corridors as well as to North Rouse Avenue.
Although the roadway does currently extend west of Love Lane, the portion within the Black Bull
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Bozeman Sports Park Master Plan
3-4 | Existing Area Conditions
Subdivision presently functions as a local roadway, having no continuity beyond the western limits of
the subdivision. From Love Lane, Durston Road extends easterly to North 7th Avenue in Bozeman,
where it transitions to Peach Street. It then continues easterly to North Rouse Avenue and then to
North Plum Avenue where it becomes East Avocado Street before ending at North Broadway Avenue.
A majority of Durston Road within the study area is presently paved with a single travel lane in each
direction separated by a two-way left-turn lane plus curb and gutter on both sides of the roadway. The
posted speed limit within the study area is 35 mph.
Flanders Mill Road
Flanders Mill Road is a local roadway and is not classified by the GBATP. The roadway provides a link
between Durston Road and Baxter Lane for local area traffic. Flanders Mill Road currently has a paved
surface width of approximately 26 feet with approximately one foot shoulders. The segment adjacent to
the Bozeman Sports Park generally has very steep and deep borrow ditches on both sides of the
roadway. The posted speeds limit within the study area is 40 mph.
Existing Intersections
The intersections evaluated as a part of this study currently have the following traffic control and
geometric characteristics (shown in Figure 3-2 on page 3-7):
Baxter Lane & Harper Pucket Road
T-Intersection with Stop Control on the Southbound, Harper Pucket Road Approach
Eastbound Approach (From the West) – (1) Left Turn / Through Lane
Westbound Approach (From the East) – (1) Through / Right Turn Lane
Southbound Approach (From the North) – (1) Left / Right Turn Lane
o Existing Available Queue Storage = ±740 ft
Baxter Lane & Flanders Mill Road
T-Intersection with Stop Control on the Northbound, Flanders Mill Road Approach
Eastbound Approach (From the West) – (1) Through / Right Turn Lane
Westbound Approach (From the East) – (1) Left Turn / Through Lane
Northbound Approach (From the South) – (1) Left / Right Turn Lane
o Existing Available Queue Storage = ±430 ft
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Existing Area Conditions | 3-5
Baxter Lane & Ferguson Avenue
Roundabout Controlled Intersection with a Single Circulating Lane Throughout
Eastbound Approach (From the West) – (1) Left Turn / Through / Right Turn Lane
o Existing Available Queue Storage = ±430 ft (measured from crosswalk)
Westbound Approach (From the East) – (1) Left Turn / Through / Right Turn Lane
o Existing Available Queue Storage = ±480 ft (measured from crosswalk)
Northbound Approach (From the South) – (1) Left Turn / Through / Right Turn Lane
o Existing Available Queue Storage = ±200 ft (measured from crosswalk to turnaround)
Southbound Approach (From the North) – (1) Left Turn / Through / Right Turn Lane
o Existing Available Queue Storage = ±165 ft
Baxter Lane & Davis Lane
All-Way Stop Controlled (AWSC) Intersection
Eastbound Approach (From the West) – (1) Left Turn, Through, and Right Turn Lane plus (1) Bike Lane
o Drivers were observed utilizing the bike lane and shoulder as a right turn lane.
o Existing Available Queue Storage = ±690 ft
Westbound Approach (From the East) – (1) Left Turn, Through, and Right Turn Lane
o Existing Available Queue Storage = ±740 ft (measured from crosswalk)
Northbound Approach (From the South) – (1) Shared Left-Through Lane and (1) Right Turn Lane
o Existing Available Queue Storage = ±760 ft
Southbound Approach (From the North) – (1) Left Turn / Through / Right Turn Lane
o Existing Available Queue Storage = ±390 ft
West Oak Street & Davis Lane
T-Intersection with Stop Control on the Southbound Davis Lane Approach
Eastbound Approach (From the West) – (1) Left Turn / Through Lane
Westbound Approach (From the East) – (1) Through / Right Turn Lane
Southbound Approach (From the North) – (1) Left Turn Lane and (1) Right Turn Lane
o Existing Available Queue Storage = ±990 ft
West Oak Street & Ferguson Avenue
90° Corner with Stop Control on the Northbound Ferguson Avenue Approach
Westbound Approach (From the East) – (1) Left Turn Lane
Northbound Approach (From the South) – (1) Right Turn Lane
o Existing Available Queue Storage = ±470 ft
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3-6 | Existing Area Conditions
Durston Road & Cottonwood Road
Signalized Intersection
Eastbound Approach (From the West) – (1) Left Turn Lane and (1) Through / Right Turn Lane
o Existing Available Queue Storage = ±580 ft
Westbound Approach (From the East) – (1) Left Turn Lane and (1) Through / Right Turn Lane
o Existing Available Queue Storage = ±630 ft
Northbound Approach (From the South) – (1) Left Turn / Through / Right Turn Lane
o Existing Available Queue Storage = ±350 ft
Southbound Approach (From the North) – (1) Left Turn / Through / Right Turn Lane
o Existing Available Queue Storage = ±330 ft
Durston Road & Flanders Mill Road
T-Intersection with Stop Control on the Southbound Flanders Mill Road Approach
Eastbound Approach (From the West) – (1) Left Turn Lane and (1) Through Lane
Westbound Approach (From the East) – (1) Through / Right Turn Lane and (1) Two-Way Left Turn Lane
Southbound Approach (From the North) – (1) Left Turn Lane and (1) Right Turn Lane
o Existing Available Queue Storage = ±360 ft
Durston Road & Ferguson Avenue
All-Way Stop Controlled (AWSC) Intersection
Eastbound Approach (From the West) – (1) Left Turn / Through Lane and (1) Right Turn Lane
o Existing Available Queue Storage = ±150 ft
Westbound Approach (From the East) – (1) Left Turn / Through / Right Turn Lane
o Existing Available Queue Storage = ±125 ft
Northbound Approach (From the South) – (1) Left Turn / Through / Right Turn Lane
o Existing Available Queue Storage = ±685 ft
Southbound Approach (From the North) – (1) Left Turn / Through / Right Turn Lane
o Existing Available Queue Storage = ±130 ft
Traffic Volumes
Intersection turning movement counts for the weekday PM peak period included in the Traffic
Engineering Report: Durston and Cottonwood Road Improvements Project prepared by Robert Peccia
& Associates (December 17, 2015) were obtained from the City of Bozeman for use with this study.
Additionally, weekday PM and Saturday, midday peak period counts as well as road tube traffic volume
data were collected by Morrison-Maierle, Inc. in February, March, and April of 2016. A summary of the
traffic data obtained from the counts is shown in Figure 3-3 on page 3-8. The traffic count data are
provided in Appendix B.
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Existing Area Conditions | 3-7
Figure 3-2: Existing Study Area Intersection Traffic Control
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Bozeman Sports Park Master Plan
3-8 | Existing Area Conditions
Figure 3-3: Current Study Area Daily Traffic
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Bozeman Sports Park Master Plan
Existing Area Conditions | 3-9
Transit Service
Streamline currently provides transit service to Belgrade, Bozeman, Four Corners, and MSU. This
service is currently free for all passengers, which creates an incentive for transit ridership. Streamline
does not presently offer any routes within the study area that would allow for transit service to the
proposed Bozeman Sports Park or within its vicinity.
Pedestrians & Bicyclists
Immediately adjacent to the site of the proposed Bozeman Sports Park, there are not currently any
pedestrian or bicyclist facilities. However, there is an existing trail system within the subdivision across
Baxter Lane to the north of the site and east of Harper Pucket Road. There is also a sidewalk that
begins approximately 275 feet west of Andalusian Avenue and 550 feet west of Flanders Mill Road.
CHAPTER 4
TRAVEL DEMAND FORECASTING
Traffic Impact Study
Bozeman Sports Park Master Plan
Travel Demand Forecasting | 4-1
Future Street Network Projects Influencing
Study Area Traffic Operations
Within the project study area, there are a number of improvements that are currently in progress,
proposed through the City of Bozeman’s CIP, or identified in the GBATP. Those improvements included
as a part of this study are described in the sections that follow.
Baxter Lane
Funding for design and construction of improvements for Baxter Lane from North 19th Avenue to
Cottonwood Road has been allocated through the City of Bozeman’s capital improvement program (CIP)
in fiscal year 2017. These improvements will complete Baxter Lane to a three-lane urban minor arterial
standard including sidewalks, parking, medians, boulevards, and bike lanes. At the intersection of Baxter
Lane and Davis Lane, the installation of a traffic signal is proposed to address previously identified
substandard traffic operations.
West Oak Street
Funding for design and construction of improvements for West Oak Street from New Holland Drive to
Cottonwood Road has been allocated through the City of Bozeman’s CIP in fiscal year 2018. These
improvements will complete West Oak Street to a five-lane urban principal arterial standard that includes
two travel lanes in each direction, bike lanes on each side, curb and gutter throughout, boulevard,
sidewalks, and a raised median. A pre-design report for those improvements was recently completed by
Sanderson Stewart (February 2016) that addressed those improvements and provided recommendations
for traffic control at specific intersections.
West Oak Street & Davis Lane
From the pre-design analyses completed by Sanderson Stewart, signalization of the intersection of West
Oak Street and Davis Lane has been recommended as the preferred option for traffic control. Funding
for those improvements has been allocated through the City of Bozeman’s CIP; however, it is currently
unscheduled within the next five-year programming cycle (fiscal years 2017 through 2021). However,
funding for design of the extension of Fowler Avenue (would align with Davis Lane) from West Oak Street
to Huffine Lane has been identified in fiscal year 2021.
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4-2 | Travel Demand Forecasting
West Oak Street & Ferguson Avenue
With the extension of West Oak Street to Cottonwood Road as well as the completion of Ferguson
Avenue between West Oak Street and Baxter Lane (discussed later in this chapter), the intersection of
West Oak Street and Ferguson Avenue will be converted from its present ninety degree (90°) corner
configuration to a typical four approach intersection. The Sanderson Stewart pre-design analyses are
recommending the installation of a signal for traffic control when the intersection of West Oak Street and
Ferguson Avenue meets minimum criteria as identified in the Manual on Uniform Traffic Control Devices
(MUTCD) published and maintained by the United States Department of Transportation Federal Highway
Administration (FHWA) for its installation. At this time, no specific funds have been allocated for those
improvements.
Durston Road
Funding for design and construction of improvements for Durston Road from Fowler Avenue to
Cottonwood Road has been allocated through the City of Bozeman’s CIP in fiscal year 2018. These
improvements will complete Durston Road to a three-lane urban minor arterial standard including
sidewalks, parking, medians, boulevards, and bike lanes. Robert Peccia & Associates completed the
Traffic Engineering Report: Durston and Cottonwood Road Improvements Project (December 17, 2015)
that provided recommendations for specific improvements to intersections within the Bozeman Sports
Park traffic impact study area.
Durston Road & Cottonwood Road
Although this intersection is presently signalized, completion of future improvements to Cottonwood Road
to widen it to a five-lane principal arterial standard will necessitate additional modifications at the
intersection. Funding for improvements to the intersection as well as for Durston Road and Cottonwood
Road are included in the City of Bozeman’s CIP in various fiscal years.
Durston Road & Flanders Mill Road
At the intersection of Durston Road and Flanders Mill Road, a roundabout is the preferred option
recommended by the report prepared by Robert Peccia & Associates. It includes single lanes on each
approach with a single circulating lane throughout the roundabout. No specific funding is identified for
completion of improvements at this intersection.
Traffic Impact Study
Bozeman Sports Park Master Plan
Travel Demand Forecasting | 4-3
Durston Road & Ferguson Avenue
A roundabout is also recommended for traffic control at the intersection of Durston Road and Ferguson
Avenue within the Robert Peccia & Associates report. Similarly to the Flanders Mill Road intersection,
the recommended roundabout includes single lanes on each approach at the intersection for Durston
Road and Ferguson Avenue with a single circulating lane throughout the roundabout. Funding for the
intersection improvements is currently allocated in fiscal year 2018 through the City of Bozeman’s CIP.
Cottonwood Road
As stated previously, the Robert Peccia & Associates report also included recommendations for
Cottonwood Road that included preferred options for traffic control at its future intersections with West
Oak Street and Baxter Lane as well as the overall roadway geometry for the corridor from West Babcock
Street to Baxter Lane. Funding for improvements to Cottonwood Road are currently allocated in fiscal
year 2020 through the City of Bozeman’s CIP to complete Cottonwood Road to a five-lane urban arterial
standard that includes two travel lanes in each direction, bike lanes on each side, curb and gutter
throughout, boulevard, sidewalks, and a raised median.
Cottonwood Road & West Oak Street
The Traffic Engineering Report: Durston and Cottonwood Road Improvements Project recommends the
installation of a roundabout for traffic control at the intersection of West Oak Street and Cottonwood
Road. It would include two lanes on each approach as well as two circulating lanes throughout the
roundabout. Funding for the intersection improvements is identified in fiscal year 2019 through the City
of Bozeman’s CIP.
Cottonwood Road, Harper Pucket Road, & Baxter Lane
The Traffic Engineering Report: Durston and Cottonwood Road Improvements Project also recommends
the installation of a roundabout for traffic control at the intersection of Cottonwood Road, Harper Pucket
Road, and Baxter Lane. The recommended roundabout includes two lanes for the Cottonwood Road and
Harper Pucket Road approaches to the intersection. These approaches would have a single, conflicting
circulating lane at their entry to the roundabout. The Baxter Lane approaches at the intersection would
each include single lanes, having two conflicting circulating lanes at their entries to the roundabout.
Funding for those improvements has been allocated through the City of Bozeman’s CIP; however, it is
currently unscheduled within the next five-year programming cycle (fiscal years 2017 through 2021).
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Bozeman Sports Park Master Plan
4-4 | Travel Demand Forecasting
Ferguson Avenue
Improvements to Ferguson Avenue from West Oak Street to Baxter Lane are also slated in the coming
years through the City of Bozeman’s CIP, having design in fiscal year 2017 and construction in 2018.
These improvements would complete Ferguson Avenue to a two-lane urban collector standard with bike
lanes, curb and gutter, boulevards, parking, and sidewalks.
Traffic Volume Projections & Assignment
Method of Projection
In order to more accurately reflect the potential impacts from site generated traffic it is necessary to
develop an estimate of non-site related traffic growth during the analysis period. Three primary means
are typically used to estimate growth of non-site generated traffic, including the build-up method, the use
of transportation plans or models, as well as the trends or growth rate method.
The build-up method takes into account traffic growth due to approved or anticipated to be approved
developments in the study area. Transportation plans or models typically provide estimates for traffic
volumes for approximately 20 years into the future. The model volumes are usually provided for average
weekday traffic, but can be converted to peak hour volumes including turning movements. However, the
conversions can produce results that do not accurately reflect real-world conditions. The trends or growth
rate method is commonly used and involves evaluating the historic traffic growth rates within a study
area. The underlying assumption with this method is that historic growth trends will remain approximately
the same and continue in the future.
Estimated Volumes
Estimated traffic volumes for the 2017 and 2026 planning horizons were established by applying traffic
growth projections on the anticipated major street network evaluated as a part of this study and
contributions from traffic generated from the proposed Bozeman Sports Park. In determining estimated
background traffic volumes for the 2017 planning horizon, an assumed average annual growth rate (AGR)
of five percent (5%) was applied to current daily traffic within the project study area. The estimated 2017
background traffic volumes were also redistributed through the transportation network based
improvements anticipated to be completed within the 2017 timeframe as discussed previously.
Projected traffic volumes for the 2026 planning horizon were developed through evaluation of the
analyses included in the Oak Street Improvements Pre-Design Report prepared by Sanderson Stewart
Traffic Impact Study
Bozeman Sports Park Master Plan
Travel Demand Forecasting | 4-5
(February 2016) and the Traffic Engineering Report: Durston and Cottonwood Road Improvements
Project prepared by Robert Peccia & Associates. Each of these studies accounted for build-up of traffic
in the area based on anticipated development, with estimated future traffic volumes provided for the year
2036. Using similar traffic growth projections from the Durston and Cottonwood report (AGR = 3.24%)
and Oak Street pre-design report (AGR = 1.64%) and an estimated longer term AGR of 2.40% for Baxter
Lane, this study determined estimated future traffic volumes for the year 2026, which also included
anticipated future transportation network improvements within the study area as discussed previously.
Estimated future traffic volumes are shown in the following figures and on the following pages for the
stated conditions:
Estimated 2017 Background Traffic with the Existing Transportation Network Figure 4-1 (Page 4-6)
Estimated 2017 Total Traffic with the Existing Transportation Network Figure 4-2 (Page 4-7)
Estimated 2017 Background Traffic with the Modified Transportation Network Figure 4-3 (Page 4-8)
Estimated 2017 Non-Site Access Total Traffic with the Modified Transportation Network Figure 4-4 (Page 4-9)
Estimated 2017 Site Access Total Traffic with the Modified Transportation Network Figure 4-5 (Page 4-10)
Estimated 2026 Background Traffic Figure 4-6 (Page 4-11)
Estimated 2026 Non-Site Access Total Traffic Figure 4-7 (Page 4-9)
Estimated 2026 Site Access Total Traffic Figure 4-8 (Page 4-10)
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Bozeman Sports Park Master Plan
4-6 | Travel Demand Forecasting
Figure 4-1: Estimated 2017 Background Traffic with the Existing Transportation Network
Traffic Impact Study
Bozeman Sports Park Master Plan
Travel Demand Forecasting | 4-7
Figure 4-2: Estimated 2017 Total Traffic with the Existing Transportation Network
Traffic Impact Study
Bozeman Sports Park Master Plan
4-8 | Travel Demand Forecasting
Figure 4-3: Estimated 2017 Background Traffic with the Modified Transportation Network
Traffic Impact Study
Bozeman Sports Park Master Plan
Travel Demand Forecasting | 4-9
Figure 4-4: Estimated 2017 Non-Site Access Total Traffic with the Modified Transportation Network
Traffic Impact Study
Bozeman Sports Park Master Plan
4-10 | Travel Demand Forecasting
Figure 4-5: Estimated 2017 Site Access Total Traffic with the Modified Transportation Network
Traffic Impact Study
Bozeman Sports Park Master Plan
Travel Demand Forecasting | 4-11
Figure 4-6: Estimated 2026 Background Traffic
Traffic Impact Study
Bozeman Sports Park Master Plan
4-12 | Travel Demand Forecasting
Figure 4-7: Estimated 2026 Non-Site Access Total Traffic
Traffic Impact Study
Bozeman Sports Park Master Plan
Travel Demand Forecasting | 4-13
Figure 4-8: Estimated 2026 Site Access Total Traffic
CHAPTER 5
TRANSPORTATION ANALYSIS
Traffic Impact Study
Bozeman Sports Park Master Plan
Transportation Analysis | 5-1
Analysis Scenarios & Methodologies
This section documents the methodologies and assumptions used to evaluate traffic operations within
the project study area as well as any transportation impacts resulting from the proposed Bozeman
Sports Park. This section contains information on study scenarios and analysis methodologies.
Study Scenarios
This study presents analyses of the following scenarios:
Existing Conditions
Estimated 2017 Total Traffic with the Existing Transportation Network
Estimated 2017 Background Traffic with the Modified Transportation Network
Estimated 2017 Total Traffic with the Modified Transportation Network
Estimated 2026 Background Traffic
Estimated 2026 Total Traffic
Analysis Methodologies
Transportation system operating conditions are typically described in terms of “level of service”. Level
of service (LOS) is the performance measure used to evaluate the cumulative effects of such things as
travel speed, traffic volumes, roadway and intersection capacity, travel delay, and traffic interruptions.
Operating conditions are designated as LOS A through LOS F, which represents the most favorable to
the least favorable operating conditions.
Level of service for intersections is determined by control delay. Control delay is defined as the total
elapsed time from when a vehicle stops at the end of a queue to the time the vehicle departs from the
stop line. This includes the time required for the vehicle to travel from the last-in-queue position to the
first-in-queue position, including deceleration of vehicles from the free flow speed to the speed of
vehicles in the queue. Appendix A lists the delay/LOS criteria listed in the Highway Capacity Manual
2010 (HCM2010) published by the Transportation Research Board (TRB) for unsignalized and
signalized.
Two-Way Stop-Controlled (TWSC) Intersection Analyses
Two-way stop-controlled (TWSC) intersection capacity and level of service analyses were performed
using HCS Unsignal, Version 5.6 developed and maintained by the McTrans Center at the University of
Traffic Impact Study
Bozeman Sports Park Master Plan
5-2 | Transportation Analysis
Florida. Unsignalized intersection analyses are based on Chapter 19 of the HCM2010. The HCM2010
methodology for evaluating TWSC intersections is based on gap acceptance and conflicting traffic for
vehicles stopped on the minor street approaches. The critical gap (or minimum acceptable gap) is
defined as the minimum time interval in the major street traffic stream that allows entry for one minor
street vehicle. Average control delay and LOS for each approach or lane movements on each approach
are typically reported. Level of service is not defined for the intersection as a whole.
Signalized Intersection Analyses
Signalized intersection capacity and level of service analyses were performed using TEAPAC Complete
2010, Version 8.62 – 12MAY14 Build 01 (TEAPAC) developed and maintained by Strong Concepts.
These analyses are based on HCM analysis methodology for evaluating signalized intersections, which
is based on the “operational analysis” procedure. This technique utilizes 1,900 passenger cars per hour
of green per lane (pcphgpl) as the maximum saturation flow of a single lane at an intersection. This
saturation flow rate is adjusted to account for lane width, on-street parking, conflicting pedestrians,
traffic composition, and shared lane movements. Average delay is calculated by taking a volume-
weighted average of all the delays for all vehicles entering the intersection.
Roundabout Analyses
Roundabout intersection capacity and level of service analyses were performed using HCS 2010
Roundabouts Version 6.50 also developed and maintained by the McTrans Center. Roundabout
intersection analyses are based on Chapter 20 of the HCM2010. The HCM2010 methodology for
evaluating roundabout intersections is based on flow patterns and conflicting traffic for vehicles
entering, circulating, and exiting the roundabout.
Traffic Operations
Existing Conditions Analyses
Evaluations of existing study area intersections were performed based on their current traffic volumes
from data collected shown in Figure 3-3 on page 3-8 using the existing geometry and traffic control to
determine present capacity and level of service. The results of the existing conditions analyses for the
study area intersections are summarized in Table 5-1 on the following page. Appendix D-1 includes the
detailed results of the intersection operations analyses for weekday, PM peak hour traffic volumes.
Appendix E-1 includes the detailed results of the intersection operations analyses for Saturday, midday
peak hour traffic volumes.
Traffic Impact Study
Bozeman Sports Park Master Plan
Transportation Analysis | 5-3
Table 5-1: Existing Study Area Intersection Traffic Operations Summary
Intersection
Approach/
Movement
Weekday, PM Peak Hour Saturday, Midday Peak Hour
LOS
Delay
(s/veh)
Volume to
Capacity
Ratio, v/c
HCM
95% Queue
(veh) LOS
Delay
(s/veh)
Volume to
Capacity
Ratio, v/c
HCM
95% Queue
(veh)
Baxter Ln &
Harper
Pucket Rd
Stop Control
EB LT A 7.7 0.01 0.03 A 7.5 0.00 0.01
WB TR A - - - A - - -
SB LR B 11.0 0.08 0.24 B 10.3 0.05 0.16
Baxter Ln &
Flanders
Mill Rd
Stop Control
EB TR A - - - A - - -
WB LT A 7.9 0.09 0.28 A 7.8 0.06 0.18
NB LR B 13.8 0.31 1.31 B 11.3 0.15 0.51
Baxter Ln &
Ferguson
Ave
Roundabout
Intersection A 6.7 0.30 - A 5.2 0.19 -
EB LTR A 6.7 0.30 1.3 A 5.1 0.19 0.7
WB LTR A 7.1 0.35 1.6 A 5.4 0.23 0.9
NB LTR A 4.8 0.01 0.0 A 4.1 0.01 0.0
SB LTR A 5.7 0.14 0.5 A 4.5 0.06 0.2
Baxter Ln &
Davis Ln
All-Way
Stop Control
Intersection E 43.4 0.74 -
INTERSECTION NOT EVALUATED
FOR SATURDAY, MIDDAY PEAK HOUR
TRAFFIC VOLUMES
EB LTR F 51.0 0.93 10.70
WB LTR F 54.4 0.94 11.11
NB LT E 38.3 0.83 7.68
NB R B 11.7 0.16 0.56
SB LTR C 24.1 0.64 4.29
W Oak St &
Davis Ln
Stop Control
EB LT B 10.0 0.25 0.97
INTERSECTION NOT EVALUATED
FOR SATURDAY, MIDDAY PEAK HOUR
TRAFFIC VOLUMES
WB TR A - - -
SB L F 92.2 0.80 4.93
SB R C 15.5 0.36 1.63
Durston Rd
&
Ferguson
Ave
All-Way
Stop Control
Intersection D 33.1 0.78 - B 13.6 0.49 -
EB LT D 30.6 0.76 6.24 B 14.4 0.46 2.43
EB R B 12.7 0.29 1.16 A 9.2 0.17 0.64
WB LTR D 33.3 0.81 7.36 B 12.4 0.41 1.95
NB LTR E 43.3 0.89 9.59 B 13.9 0.53 3.15
SB LTR D 29.2 0.78 6.81 B 14.3 0.56 3.47
EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound
L = Left; T = Through; R = Right; LTR = Left-Through-Right; LT = Left-Through; TR = Through-Right; LR = Left-Right
= Substandard Level-of-Service | XXX = Queue Exceeds Available Storage
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Bozeman Sports Park Master Plan
5-4 | Transportation Analysis
Table 5-1: Existing Study Area Intersection Traffic Operations Summary (continued)
Intersection
Approach/
Movement
Weekday, PM Peak Hour Saturday, Midday Peak Hour
LOS
Delay
(s/veh)
Volume to
Capacity
Ratio, v/c
HCM
95% Queue
(veh) LOS
Delay
(s/veh)
Volume to
Capacity
Ratio, v/c
HCM
95% Queue
(veh)
Durston Rd
& Flanders
Mill Rd
Stop Control
EB L A 9.2 0.12 0.42 A 8.0 0.04 0.11
EB T A - - - A - - -
WB TR A - - - A - - -
SB LR C 18.6 0.40 1.86 B 11.2 0.11 0.38
Durston Rd
&
Cottonwood
Rd
Traffic Signal
Intersection B 11.7 0.53 - A 9.9 0.29 -
EB L B 10.1 0.01 0.04 A 9.2 0.00 0.00
EB TR B 13.4 0.69 4.12 B 10.5 0.37 1.60
WB L A 7.8 0.36 1.16 A 6.6 0.15 0.48
WB TR A 9.0 0.48 3.00 A 7.6 0.27 1.20
NB LTR B 16.1 0.59 3.40 B 13.6 0.36 1.64
SB LTR B 13.4 0.06 0.32 B 12.5 0.09 0.36
EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound
L = Left; T = Through; R = Right; LTR = Left-Through-Right; LT = Left-Through; TR = Through-Right; LR = Left-Right
= Substandard Level-of-Service | XXX = Queue Exceeds Available Storage
Analyses of Estimated 2017 Total Traffic with the
Existing Transportation Network
Capacity and level of service analyses were performed for the existing transportation network with
estimated 2017 total traffic volumes, which included contributions from Phase I of the Bozeman Sports
Park. For the signalized intersection of Durston Road and Cottonwood Road, the same phase timing,
cycle lengths, and split times were used in the analyses. The results of the capacity and level of service
analyses for estimated 2017 total traffic with the existing transportation network are provided in Table
5-2 on the following page. The detailed analyses for the weekday, PM peak hour are also provided in
Appendix D-2. Analyses for the Saturday, midday peak hour are provided in Appendix E-2.
Traffic Impact Study
Bozeman Sports Park Master Plan
Transportation Analysis | 5-5
Table 5-2: Estimated 2017 Total Traffic with the Existing Transportation Network Operations Summary
Intersection
Approach/
Movement
Weekday, PM Peak Hour Saturday, Midday Peak Hour
LOS
Delay
(s/veh)
Volume to
Capacity
Ratio, v/c
HCM
95% Queue
(veh) LOS
Delay
(s/veh)
Volume to
Capacity
Ratio, v/c
HCM
95% Queue
(veh)
Baxter Ln &
Harper
Pucket Rd
Stop Control
EB LT A 7.7 0.01 0.03 A 7.5 0.00 0.01
WB TR A - - - A - - -
SB LR B 11.5 0.10 0.34 B 10.5 0.06 0.18
Baxter Ln &
W Complex
Access
Stop Control
EB TR A - - - A - - -
WB LT A 7.7 0.01 0.03 A 7.9 0.12 0.40
NB LR B 10.8 0.02 0.06 B 10.2 0.04 0.13
Baxter Ln &
E Complex
Access
Stop Control
EB TR A - - - A - - -
WB LT A 7.8 0.03 0.10 A 7.8 0.05 0.14
NB LR A 9.8 0.03 0.09 A 9.8 0.09 0.28
Baxter Ln &
Flanders
Mill Rd
Stop Control
EB TR A - - - A - - -
WB LT A 8.1 0.09 0.30 A 8.0 0.06 0.21
NB LR C 17.2 0.43 2.16 B 13.9 0.23 0.86
Baxter Ln &
Ferguson
Ave
Roundabout
Intersection A 7.2 0.33 - A 6.0 0.27 -
EB LTR A 7.1 0.33 1.5 A 6.0 0.28 1.1
WB LTR A 7.7 0.40 1.9 A 6.2 0.30 1.3
NB LTR A 5.0 0.01 0.0 A 4.5 0.01 0.0
SB LTR A 6.2 0.16 0.6 A 4.9 0.07 0.2
Baxter Ln &
Davis Ln
All-Way
Stop Control
Intersection F 72.6 0.90 -
INTERSECTION NOT EVALUATED
FOR SATURDAY, MIDDAY PEAK HOUR
TRAFFIC VOLUMES
EB LTR F 89.0 1.00 10.70
WB LTR F 100.6 1.00 11.11
NB LT F 53.9 0.89 7.68
NB R B 12.4 0.16 0.56
SB LTR D 30.5 0.69 4.29
W Oak St &
Davis Ln
Stop Control
EB LT B 10.3 0.27 1.07
INTERSECTION NOT EVALUATED
FOR SATURDAY, MIDDAY PEAK HOUR
TRAFFIC VOLUMES
WB TR A - - -
SB L F 137.3 0.96 6.38
SB R C 16.4 0.39 1.86
EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound
L = Left; T = Through; R = Right; LTR = Left-Through-Right; LT = Left-Through; TR = Through-Right; LR = Left-Right = Substandard Level-of-Service | XXX = Queue Exceeds Available Storage
Traffic Impact Study
Bozeman Sports Park Master Plan
5-6 | Transportation Analysis
Table 5-2: Estimated 2017 Total Traffic with the Existing Transportation Network Operations Summary (continued)
Intersection
Approach/
Movement
Weekday, PM Peak Hour Saturday, Midday Peak Hour
LOS
Delay
(s/veh)
Volume to
Capacity
Ratio, v/c
HCM
95% Queue
(veh) LOS
Delay
(s/veh)
Volume to
Capacity
Ratio, v/c
HCM
95% Queue
(veh)
Durston Rd
&
Ferguson
Ave
All-Way
Stop Control
Intersection F 53.7 0.87 - C 15.3 0.52 -
EB LT E 44.9 0.84 7.70 C 14.8 0.51 2.85
EB R B 14.3 0.30 1.22 A 9.6 0.20 0.72
WB LTR F 53.8 0.90 9.39 B 13.6 0.43 2.13
NB LTR F 77.5 1.00 12.55 C 15.8 0.56 3.50
SB LTR E 44.9 0.86 8.53 C 16.15 0.59 3.90
Durston Rd
& Flanders
Mill Rd
Stop Control
EB L A 9.5 0.15 0.54 A 8.1 0.04 0.13
EB T A - - - A - - -
WB TR A - - - A - - -
SB LR C 21.9 0.48 2.56 B 11.9 0.15 0.54
Durston Rd
&
Cottonwood
Rd
Traffic Signal
Intersection B 12.4 0.57 - B 10.1 0.31 -
EB L B 10.6 0.01 0.04 A 9.2 0.00 0.00
EB TR B 14.4 0.74 4.72 B 10.6 0.39 1.72
WB L A 8.5 0.41 1.40 A 6.6 0.16 0.52
WB TR A 9.5 0.51 3.44 A 7.7 0.29 1.32
NB LTR B 16.2 0.61 3.84 B 13.8 0.38 1.76
SB LTR B 13.3 0.07 0.36 B 12.6 0.09 0.40
EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound
L = Left; T = Through; R = Right; LTR = Left-Through-Right; LT = Left-Through; TR = Through-Right; LR = Left-Right
= Substandard Level-of-Service | XXX = Queue Exceeds Available Storage
Analyses of Estimated 2017 Background Traffic with the
Modified Transportation Network
Capacity and level of service analyses were performed for estimated 2017 background traffic volumes
with the modified transportation network. Again, the signalized intersection of Durston Road and
Cottonwood Road utilized the same phase timing, cycle lengths, and split times in the analyses. The
results of the capacity and level of service analyses for estimated 2017 background traffic with the
modified transportation network are provided in Table 5-3 on the following page. The detailed analyses
for the weekday, PM peak hour are also provided in Appendix D-3. Analyses for the Saturday, midday
peak hour are provided in Appendix E-3.
Traffic Impact Study
Bozeman Sports Park Master Plan
Transportation Analysis | 5-7
Table 5-3: Estimated 2017 Background Traffic with the Modified Transportation Network Operations Summary
Intersection
Approach/
Movement
Weekday, PM Peak Hour Saturday, Midday Peak Hour
LOS
Delay
(s/veh)
Volume to
Capacity
Ratio, v/c
HCM
95% Queue
(veh) LOS
Delay
(s/veh)
Volume to
Capacity
Ratio, v/c
HCM
95% Queue
(veh)
Baxter Ln &
Harper
Pucket Rd
Stop Control
EB LT A 7.7 0.01 0.03 A 7.5 0.00 0.01
WB TR A - - - A - - -
SB LR B 10.8 0.08 0.25 B 10.2 0.05 0.17
Baxter Ln &
Flanders
Mill Rd
Stop Control
EB TR A - - - A - - -
WB LT A 7.8 0.03 0.10 A 7.7 0.04 0.12
NB LR B 11.6 0.19 0.71 B 10.7 0.12 0.41
Baxter Ln &
Ferguson
Ave
Roundabout
Intersection A 7.3 0.31 - A 5.7 0.21 -
EB LTR A 7.2 0.29 1.2 A 5.7 0.21 0.8
WB LTR A 8.0 0.41 2.0 A 6.0 0.27 1.1
NB LTR A 6.7 0.22 0.8 A 5.5 0.16 0.6
SB LTR A 6.2 0.16 0.6 A 4.9 0.06 0.2
Baxter Ln &
Davis Ln
Traffic Signal
Intersection A 8.8 0.32 -
INTERSECTION NOT EVALUATED
FOR SATURDAY, MIDDAY PEAK HOUR
TRAFFIC VOLUMES
EB L B 11.7 0.31 1.28
EB T A 7.2 0.34 1.44
EB R A 6.4 0.10 0.32
WB L A 8.5 0.06 0.24
WB TR A 8.0 0.54 2.44
NB L B 10.9 0.14 0.56
NB T A 9.6 0.20 0.72
NB R A 9.3 0.10 0.32
SB L B 10.3 0.05 0.16
SB TR A 9.7 0.23 1.64
W Oak St &
Davis Ln
Stop Control
EB LT A 9.4 0.11 0.36
INTERSECTION NOT EVALUATED
FOR SATURDAY, MIDDAY PEAK HOUR
TRAFFIC VOLUMES
WB TR A - - -
SB L E 35.7 0.48 2.39
SB R B 14.9 0.29 1.20
EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound
L = Left; T = Through; R = Right; LTR = Left-Through-Right; LT = Left-Through; TR = Through-Right; LR = Left-Right
= Substandard Level-of-Service | XXX = Queue Exceeds Available Storage
Traffic Impact Study
Bozeman Sports Park Master Plan
5-8 | Transportation Analysis
Table 5-3: Estimated 2017 Background Traffic with the
Modified Transportation Network Operations Summary (continued)
Intersection
Approach/
Movement
Weekday, PM Peak Hour Saturday, Midday Peak Hour
LOS
Delay
(s/veh)
Volume to
Capacity
Ratio, v/c
HCM
95% Queue
(veh) LOS
Delay
(s/veh)
Volume to
Capacity
Ratio, v/c
HCM
95% Queue
(veh)
W Oak St &
Ferguson
Ave
All-Way
Stop Control
Intersection B 13.3 0.51 - B 11.2 0.49 -
EB LTR B 10.5 0.32 1.35 A 9.1 0.22 0.86
WB LTR C 15.7 0.59 3.90 B 12.8 0.58 3.68
NB LTR B 12.9 0.56 3.48 B 10.6 0.52 2.97
SB LTR B 10.9 0.40 1.89 A 9.3 0.27 1.08
W Oak St &
Flanders
Mill Rd
Stop Control
WB LR B 11.4 0.21 0.78 B 10.3 0.16 0.57
NB TR A - - - A - - -
SB LT A 7.7 0.01 0.04 A 7.5 0.01 0.03
Durston Rd
&
Ferguson
Ave
All-Way
Stop Control
Intersection E 35.3 0.79 - B 13.2 0.48 -
EB LT D 25.7 0.68 4.79 B 13.4 0.44 2.18
EB R B 12.7 0.26 1.03 A 9.1 0.17 0.63
WB LTR E 36.0 0.84 8.03 B 12.3 0.42 2.05
NB LTR E 49.1 0.92 10.49 B 14.0 0.55 3.29
SB LTR D 30.8 0.80 7.23 B 13.4 0.54 3.20
Durston Rd
& Flanders
Mill Rd
Stop Control
EB L A 9.3 0.18 0.64 A 7.9 0.06 0.20
EB T A - - - A - - -
WB TR A - - - A - - -
SB LR C 17.8 0.42 2.07 B 11.0 0.17 0.62
Durston Rd
&
Cottonwood
Rd
Traffic Signal
Intersection B 12.1 0.56 - B 10.1 0.31 -
EB L B 10.3 0.01 0.04 A 9.2 0.00 0.00
EB TR B 14.1 0.73 4.56 B 10.6 0.39 1.72
WB L A 8.3 0.39 1.28 A 6.6 0.16 0.52
WB TR A 9.3 0.51 3.32 A 7.7 0.29 1.32
NB LTR B 16.2 0.60 3.64 B 13.8 0.38 1.76
SB LTR B 13.4 0.07 0.36 B 12.6 0.09 0.40
EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound
L = Left; T = Through; R = Right; LTR = Left-Through-Right; LT = Left-Through; TR = Through-Right; LR = Left-Right
= Substandard Level-of-Service | XXX = Queue Exceeds Available Storage
Traffic Impact Study
Bozeman Sports Park Master Plan
Transportation Analysis | 5-9
Analyses of Estimated 2017 Total Traffic with the
Modified Transportation Network
Capacity and level of service analyses were also performed for estimated 2017 total traffic volumes
with the modified transportation network, which again included projected traffic from Phase I of the
proposed Bozeman Sports Park. As before, the signalized intersection of Durston Road and
Cottonwood Road utilized the same phase timing, cycle lengths, and split times in the analyses. The
results of the capacity and level of service analyses for estimated 2017 total traffic with the modified
transportation network are provided in Table 5-4 below. The detailed analyses for the weekday, PM
peak hour are also provided in Appendix D-4. Analyses for the Saturday, midday peak hour are
provided in Appendix E-4.
Table 5-4: Estimated 2017 Total Traffic with the Modified Transportation Network Operations Summary
Intersection
Approach/
Movement
Weekday, PM Peak Hour Saturday, Midday Peak Hour
LOS
Delay
(s/veh)
Volume to
Capacity
Ratio, v/c
HCM
95% Queue
(veh) LOS
Delay
(s/veh)
Volume to
Capacity
Ratio, v/c
HCM
95% Queue
(veh)
Baxter Ln &
Harper
Pucket Rd
Stop Control
EB LT A 7.7 0.01 0.03 A 7.5 0.00 0.01
WB TR A - - - A - - -
SB LR B 11.0 0.09 0.31 B 10.3 0.06 0.18
Baxter Ln &
W Complex
Access
Stop Control
EB TR A - - - A - - -
WB LT A 7.7 0.01 0.03 A 7.6 0.02 0.05
NB LR B 10.3 0.02 0.06 A 9.6 0.03 0.11
Baxter Ln &
E Complex
Access
Stop Control
EB TR A - - - A - - -
WB LT A 7.9 0.03 0.11 A 7.8 0.05 0.14
NB LR B 12.6 0.25 1.01 A 9.8 0.09 0.28
Baxter Ln &
Flanders
Mill Rd
Stop Control
EB TR A - - - A - - -
WB LT A 7.9 0.03 0.11 A 8.0 0.04 0.13
NB LR B 12.6 0.25 1.01 B 11.9 0.17 0.59
EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound
L = Left; T = Through; R = Right; LTR = Left-Through-Right; LT = Left-Through; TR = Through-Right; LR = Left-Right
= Substandard Level-of-Service | XXX = Queue Exceeds Available Storage
Traffic Impact Study
Bozeman Sports Park Master Plan
5-10 | Transportation Analysis
Table 5-4: Estimated 2017 Total Traffic with the Modified Transportation Network Operations Summary (continued)
Intersection
Approach/
Movement
Weekday, PM Peak Hour Saturday, Midday Peak Hour
LOS
Delay
(s/veh)
Volume to
Capacity
Ratio, v/c
HCM
95% Queue
(veh) LOS
Delay
(s/veh)
Volume to
Capacity
Ratio, v/c
HCM
95% Queue
(veh)
Baxter Ln &
Ferguson
Ave
Roundabout
Intersection A 7.6 0.33 - A 6.6 0.28 -
EB LTR A 7.4 0.31 1.3 A 6.7 0.29 1.2
WB LTR A 8.4 0.43 2.2 A 6.8 0.34 1.5
NB LTR A 6.8 0.23 0.9 A 6.1 0.17 0.6
SB LTR A 6.5 0.16 0.6 A 5.4 0.07 0.2
Baxter Ln &
Davis Ln
Traffic Signal
Intersection A 8.9 0.32 -
INTERSECTION NOT EVALUATED
FOR SATURDAY, MIDDAY PEAK HOUR
TRAFFIC VOLUMES
EB L B 11.8 0.32 1.36
EB T A 7.1 0.34 1.48
EB R A 6.3 0.10 0.32
WB L A 8.4 0.06 0.24
WB TR A 8.0 0.54 2.56
NB L B 11.3 0.15 0.60
NB T A 9.8 0.20 0.76
NB R A 9.6 0.10 0.32
SB L B 10.6 0.05 0.20
SB TR B 10.0 0.24 1.76
W Oak St &
Davis Ln
Stop Control
EB LT A 9.4 0.11 0.36
INTERSECTION NOT EVALUATED
FOR SATURDAY, MIDDAY PEAK HOUR
TRAFFIC VOLUMES
WB TR A - - -
SB L E 38.1 0.50 2.56
SB R C 15.3 0.30 1.24
W Oak St &
Ferguson
Ave
All-Way
Stop Control
Intersection B 13.9 0.53 - B 11.4 0.49 -
EB LTR B 10.7 0.33 1.65 A 9.2 0.24 1.08
WB LTR C 16.6 0.62 5.44 B 13.1 0.58 4.67
NB LTR B 13.3 0.56 4.32 B 10.7 0.52 3.62
SB LTR B 11.1 0.40 2.20 A 9.3 0.27 1.24
W Oak St &
Flanders
Mill Rd
Stop Control
WB LR B 11.8 0.24 0.93 B 10.6 0.18 0.63
NB TR A - - - A - - -
SB LT A 7.8 0.02 0.06 A 7.5 0.02 0.05
EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound
L = Left; T = Through; R = Right; LTR = Left-Through-Right; LT = Left-Through; TR = Through-Right; LR = Left-Right
= Substandard Level-of-Service | XXX = Queue Exceeds Available Storage
Traffic Impact Study
Bozeman Sports Park Master Plan
Transportation Analysis | 5-11
Table 5-4: Estimated 2017 Total Traffic with the Modified Transportation Network Operations Summary (continued)
Intersection
Approach/
Movement
Weekday, PM Peak Hour Saturday, Midday Peak Hour
LOS
Delay
(s/veh)
Volume to
Capacity
Ratio, v/c
HCM
95% Queue
(veh) LOS
Delay
(s/veh)
Volume to
Capacity
Ratio, v/c
HCM
95% Queue
(veh)
Durston Rd
&
Ferguson
Ave
All-Way
Stop Control
Intersection E 36.6 0.79 - B 13.4 0.48 -
EB LT D 26.2 0.68 5.33 B 13.7 0.44 2.42
EB R B 12.8 0.26 1.11 A 9.2 0.17 0.67
WB LTR E 37.0 0.84 9.09 B 12.5 0.43 2.27
NB LTR F 51.7 0.93 12.31 B 14.2 0.55 3.65
SB LTR D 31.5 0.80 8.14 B 13.6 0.54 3.48
Durston Rd
& Flanders
Mill Rd
Stop Control
EB L A 9.3 0.19 0.70 A 8.0 0.06 0.21
EB T A - - - A - - -
WB TR A - - - A - - -
SB LR C 18.3 0.44 2.21 B 11.3 0.19 0.69
Durston Rd
&
Cottonwood
Rd
Traffic Signal
Intersection B 12.3 0.57 - B 10.1 0.31 -
EB L B 10.5 0.01 0.04 A 9.2 0.00 0.00
EB TR B 14.3 0.74 4.68 B 10.6 0.39 1.72
WB L A 8.5 0.40 1.32 A 6.6 0.16 0.52
WB TR A 9.5 0.51 3.40 A 7.7 0.29 1.32
NB LTR B 16.2 0.61 3.80 B 13.8 0.38 1.76
SB LTR B 13.3 0.07 0.36 B 12.6 0.09 0.40
EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound
L = Left; T = Through; R = Right; LTR = Left-Through-Right; LT = Left-Through; TR = Through-Right; LR = Left-Right
= Substandard Level-of-Service | XXX = Queue Exceeds Available Storage
Analyses of Estimated 2026 Background Traffic
Capacity and level of service analyses were also performed for estimated 2026 background traffic
volumes. The analyses include anticipated transportation network changes, including traffic control
modifications discussed in Chapter 4. The results of the capacity and level of service analyses for
estimated 2026 background traffic are provided in Table 5-5 on the following pages. The detailed
analyses for the weekday, PM peak hour are also provided in Appendix D-5. Analyses for the Saturday,
midday peak hour are provided in Appendix E-5.
Traffic Impact Study
Bozeman Sports Park Master Plan
5-12 | Transportation Analysis
Table 5-5: Estimated 2026 Background Traffic Intersection Operations Summary
Intersection
Approach/
Movement
Weekday, PM Peak Hour Saturday, Midday Peak Hour
LOS
Delay
(s/veh)
Volume to
Capacity
Ratio, v/c
HCM
95% Queue
(veh) LOS
Delay
(s/veh)
Volume to
Capacity
Ratio, v/c
HCM
95% Queue
(veh)
Baxter Ln &
Harper
Pucket Rd
Stop Control
EB LTR A 7.9 0.05 0.15 A 7.7 0.04 0.13
WB LTR A 7.4 0.02 0.06 A 7.4 0.03 0.08
NB LTR B 11.1 0.10 0.35 B 10.5 0.09 0.31
SB LTR B 13.5 0.20 0.76 B 12.9 0.17 0.59
Baxter Ln &
W Complex
Access
Stop Control
EB TR A - - - A - - -
WB LT A 7.5 0.01 0.02 A 7.5 0.01 0.02
NB LR B 10.1 0.02 0.07 B 10.1 0.06 0.20
Baxter Ln &
E Complex
Access
Stop Control
EB TR A - - - A - - -
WB LT A 7.9 0.03 0.08 A 7.9 0.03 0.10
NB LR B 10.4 0.03 0.09 B 10.5 0.08 0.25
Baxter Ln &
Flanders
Mill Rd
Stop Control
EB TR A - - - A - - -
WB LT A 8.2 0.09 0.30 A 8.1 0.06 0.21
NB LR C 15.1 0.35 1.56 B 12.9 0.21 0.77
Baxter Ln &
Ferguson
Ave
Roundabout
Intersection A 9.0 0.40 - A 7.8 0.34 -
EB LTR A 8.6 0.37 1.7 A 6.5 0.25 1.0
WB LTR B 10.1 0.52 3.0 A 8.2 0.40 2.0
NB LTR A 8.0 0.29 1.2 A 8.6 0.38 1.8
SB LTR A 7.5 0.21 0.8 A 6.0 0.09 0.3
Baxter Ln &
Davis Ln
Traffic Signal
Intersection A 9.6 0.36 -
INTERSECTION NOT EVALUATED
FOR SATURDAY, MIDDAY PEAK HOUR
TRAFFIC VOLUMES
EB L B 12.6 0.38 1.84
EB T A 6.7 0.35 1.84
EB R A 5.8 0.10 0.40
WB L A 8.3 0.07 0.28
WB TR A 7.7 0.56 3.28
NB L B 14.0 0.20 0.92
NB T B 11.8 0.26 1.12
NB R B 11.4 0.13 0.48
SB L B 12.9 0.07 0.28
SB TR B 12.1 0.30 2.64
EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound
L = Left; T = Through; R = Right; LTR = Left-Through-Right; LT = Left-Through; TR = Through-Right; LR = Left-Right
= Substandard Level-of-Service | XXX = Queue Exceeds Available Storage
Traffic Impact Study
Bozeman Sports Park Master Plan
Transportation Analysis | 5-13
Table 5-5: Estimated 2026 Background Traffic Intersection Operations Summary (continued)
Intersection
Approach/
Movement
Weekday, PM Peak Hour Saturday, Midday Peak Hour
LOS
Delay
(s/veh)
Volume to
Capacity
Ratio, v/c
HCM
95% Queue
(veh) LOS
Delay
(s/veh)
Volume to
Capacity
Ratio, v/c
HCM
95% Queue
(veh)
W Oak St &
Davis Ln
Roundabout
Intersection C 16.0 0.53 -
INTERSECTION NOT EVALUATED
FOR SATURDAY, MIDDAY PEAK HOUR
TRAFFIC VOLUMES
EB LT B 13.8 0.59 3.9
EB R A 4.5 0.00 0.0
WB LT D 30.3 0.82 8.6
WB R A 5.7 0.00 0.0
NB LT C 16.9 0.60 4.0
NB R A 5.7 0.00 0.0
SB LT B 13.4 0.47 2.5
SB R A 5.9 0.00 0.0
W Oak St &
Davis Ln
Traffic Signal
Intersection C 20.7 0.45 -
INTERSECTION NOT EVALUATED
FOR SATURDAY, MIDDAY PEAK HOUR
TRAFFIC VOLUMES
EB L B 19.2 0.37 3.28
EB TR B 19.1 0.36 6.28
WB LT C 20.5 0.58 10.4
WB R B 19.2 0.37 2.84
NB L C 25.1 0.25 1.44
NB TR C 21.2 0.44 6.96
SB L C 25.3 0.33 2.00
SB TR C 21.4 0.47 7.00
W Oak St &
Ferguson
Ave
Roundabout
Intersection A 9.1 0.40 - B 10.3 0.42 -
EB LT A 9.1 0.28 1.2 A 8.6 0.27 1.1
EB R A 5.5 0.00 0.0 A 5.3 0.00 0.0
WB LT B 14.4 0.69 5.7 C 16.1 0.72 6.6
WB R A 3.6 0.00 0.0 A 3.6 0.00 0.0
NB LT A 5.0 0.09 0.3 A 5.1 0.11 0.4
NB R A 4.1 0.00 0.0 A 4.1 0.00 0.0
SB LT A 9.1 0.19 0.7 A 9.1 0.17 0.6
SB R A 6.6 0.00 0.0 A 6.8 0.00 0.0
EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound
L = Left; T = Through; R = Right; LTR = Left-Through-Right; LT = Left-Through; TR = Through-Right; LR = Left-Right
= Substandard Level-of-Service | XXX = Queue Exceeds Available Storage
Traffic Impact Study
Bozeman Sports Park Master Plan
5-14 | Transportation Analysis
Table 5-5: Estimated 2026 Background Traffic Intersection Operations Summary (continued)
Intersection
Approach/
Movement
Weekday, PM Peak Hour Saturday, Midday Peak Hour
LOS
Delay
(s/veh)
Volume to
Capacity
Ratio, v/c
HCM
95% Queue
(veh) LOS
Delay
(s/veh)
Volume to
Capacity
Ratio, v/c
HCM
95% Queue
(veh)
W Oak St &
Ferguson
Ave
Traffic Signal
Intersection C 21.7 0.60 - C 20.5 0.60 -
EB LTR B 18.7 0.21 3.56 B 17.4 0.20 3.28
WB LTR C 20.6 0.71 14.04 B 19.9 0.74 14.04
NB LT C 20.6 0.18 1.60 C 21.1 0.23 1.84
NB R C 27.4 0.82 6.12 C 24.9 0.78 4.96
SB LTR C 21.2 0.30 2.48 C 21.3 0.28 2.04
W Oak St &
Flanders
Mill Rd
Stop Control
EB LT A 7.9 0.01 0.02 A 7.9 0.01 0.02
EB TR A - - - A - - -
WB LT A 7.6 0.02 0.07 A 7.6 0.02 0.06
WB TR A - - - A - - -
NB LTR B 12.6 0.15 0.51 B 12.1 0.09 0.28
SB LTR B 13.3 0.17 0.59 B 12.9 0.15 0.52
W Oak St &
Cottonwood
Rd
Roundabout
Intersection A 4.7 0.11 - A 4.6 0.10 -
EB L A 4.2 0.05 0.2 A 4.2 0.05 0.1
EB TR A 4.2 0.06 0.2 A 4.2 0.05 0.2
WB L A 5.0 0.13 0.4 A 4.9 0.13 0.5
WB TR A 5.1 0.14 0.5 A 5.0 0.15 0.5
NB L A 4.6 0.11 0.4 A 4.3 0.07 0.2
NB TR A 5.1 0.14 0.5 A 4.3 0.08 0.3
SB L A 4.5 0.06 0.2 A 4.4 0.06 0.2
SB TR A 4.4 0.06 0.2 A 4.4 0.06 0.2
Durston Rd
&
Ferguson
Ave
Roundabout
Intersection C 21.9 0.73 - B 11.2 0.47 -
EB LTR C 18.0 0.72 6.4 B 13.4 0.59 3.9
WB LTR D 30.4 0.83 8.9 A 8.8 0.34 1.5
NB LTR C 18.0 0.64 4.6 B 11.3 0.44 2.2
SB LTR C 19.8 0.62 4.2 B 10.0 0.43 2.2
EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound
L = Left; T = Through; R = Right; LTR = Left-Through-Right; LT = Left-Through; TR = Through-Right; LR = Left-Right = Substandard Level-of-Service | XXX = Queue Exceeds Available Storage
Traffic Impact Study
Bozeman Sports Park Master Plan
Transportation Analysis | 5-15
Table 5-5: Estimated 2026 Background Traffic Intersection Operations Summary (continued)
Intersection
Approach/
Movement
Weekday, PM Peak Hour Saturday, Midday Peak Hour
LOS
Delay
(s/veh)
Volume to
Capacity
Ratio, v/c
HCM
95% Queue
(veh) LOS
Delay
(s/veh)
Volume to
Capacity
Ratio, v/c
HCM
95% Queue
(veh)
Durston Rd
& Flanders
Mill Rd
Stop Control
EB L A 8.7 0.07 0.22 A 7.9 0.03 0.08
EB T A - - - A - - -
WB TR A - - - A - - -
SB LR B 14.4 0.21 0.79 B 10.9 0.09 0.28
Durston Rd
& Flanders
Mill Rd
Roundabout
Intersection A 8.7 0.45 - A 5.7 0.24 -
EB LT A 8.6 0.47 2.6 A 5.7 0.25 1.0
WB TR A 9.0 0.47 2.6 A 5.8 0.26 1.0
SB LR A 6.5 0.14 0.5 A 4.8 0.07 0.2
Durston Rd
&
Cottonwood
Rd
Traffic Signal
Intersection B 17.4 0.47 - B 15.2 0.24 -
EB L C 20.6 0.15 0.88 B 18.5 0.03 0.16
EB T C 23.4 0.75 5.92 C 20.1 0.37 2.72
EB R B 15.9 0.29 2.32 B 14.6 0.16 1.24
WB L B 18.9 0.63 4.28 B 14.5 0.26 1.80
WB TR B 15.4 0.62 6.68 B 13.4 0.35 3.40
NB L B 15.6 0.35 3.68 B 13.7 0.22 2.12
NB T B 17.3 0.15 1.12 B 16.7 0.11 0.84
NB R B 14.6 0.39 3.52 B 13.6 0.21 1.64
SB L B 13.1 0.09 0.76 B 13.1 0.15 1.32
SB TR B 17.4 0.16 2.48 B 16.8 0.13 1.96
EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound
L = Left; T = Through; R = Right; LTR = Left-Through-Right; LT = Left-Through; TR = Through-Right; LR = Left-Right
= Substandard Level-of-Service | XXX = Queue Exceeds Available Storage
Analyses of Estimated 2026 Total Traffic
Lastly, capacity and level of service analyses were performed for estimated 2026 total traffic volumes,
which include traffic contributions from full buildout of the proposed Bozeman Sports Park. The
analyses include the same anticipated transportation network changes and traffic control modifications
utilized in the estimated 2026 background traffic analyses. The results of the capacity and level of
service analyses for estimated 2026 total traffic are provided in Table 5-6 on the following pages. The
detailed analyses for the weekday, PM peak hour are also provided in Appendix D-6. Analyses for the
Saturday, midday peak hour are provided in Appendix E-6.
Traffic Impact Study
Bozeman Sports Park Master Plan
5-16 | Transportation Analysis
Table 5-6: Estimated 2026 Total Traffic Intersection Operations Summary
Intersection
Approach/
Movement
Weekday, PM Peak Hour Saturday, Midday Peak Hour
LOS
Delay
(s/veh)
Volume to
Capacity
Ratio, v/c
HCM
95% Queue
(veh) LOS
Delay
(s/veh)
Volume to
Capacity
Ratio, v/c
HCM
95% Queue
(veh)
Baxter Ln &
Harper
Pucket Rd
Stop Control
EB LTR A 7.9 0.05 0.15 A 7.8 0.04 0.13
WB LTR A 7.6 0.06 0.20 A 7.6 0.08 0.27
NB LTR B 13.1 0.23 0.86 B 14.3 0.35 1.53
SB LTR C 18.3 0.32 1.37 C 19.2 0.31 1.29
Baxter Ln &
W Complex
Access
Stop Control
EB TR A - - - A - - -
WB LT A 7.7 0.02 0.05 A 7.7 0.02 0.05
NB LR B 10.9 0.05 0.16 B 11.3 0.13 0.43
Baxter Ln &
E Complex
Access
Stop Control
EB TR A - - - A - - -
WB LT A 8.1 0.06 0.18 A 8.2 0.06 0.21
NB LR B 11.1 0.06 0.20 B 11.9 0.16 0.57
Baxter Ln &
Flanders
Mill Rd
Stop Control
EB TR A - - - A - - -
WB LT A 8.4 0.10 0.35 A 8.5 0.08 0.27
NB LR C 18.9 0.46 2.42 C 16.0 0.32 1.35
Baxter Ln &
Ferguson
Ave
Roundabout
Intersection B 10.5 0.47 - A 9.5 0.42 -
EB LTR A 9.6 0.43 2.2 A 8.0 0.37 1.7
WB LTR B 12.3 0.61 4.2 B 10.0 0.49 2.8
NB LTR A 8.7 0.31 1.3 B 10.7 0.45 2.4
SB LTR A 8.5 0.24 0.9 A 6.8 0.10 0.3
Baxter Ln &
Davis Ln
Traffic Signal
Intersection B 10.0 0.38 -
INTERSECTION NOT EVALUATED
FOR SATURDAY, MIDDAY PEAK HOUR
TRAFFIC VOLUMES
EB L B 13.2 0.41 2.16
EB T A 6.4 0.35 2.00
EB R A 5.5 0.10 0.44
WB L A 8.0 0.07 0.32
WB TR A 7.5 0.58 3.76
NB L B 15.9 0.25 1.20
NB T B 13.1 0.27 1.28
NB R B 12.7 0.14 0.56
SB L B 14.3 0.07 0.32
SB TR B 13.5 0.34 3.16
EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound
L = Left; T = Through; R = Right; LTR = Left-Through-Right; LT = Left-Through; TR = Through-Right; LR = Left-Right
= Substandard Level-of-Service | XXX = Queue Exceeds Available Storage
Traffic Impact Study
Bozeman Sports Park Master Plan
Transportation Analysis | 5-17
Table 5-6: Estimated 2026 Total Traffic Intersection Operations Summary (continued)
Intersection
Approach/
Movement
Weekday, PM Peak Hour Saturday, Midday Peak Hour
LOS
Delay
(s/veh)
Volume to
Capacity
Ratio, v/c
HCM
95% Queue
(veh) LOS
Delay
(s/veh)
Volume to
Capacity
Ratio, v/c
HCM
95% Queue
(veh)
W Oak St &
Davis Ln
Roundabout
Intersection C 20.7 0.58 -
INTERSECTION NOT EVALUATED
FOR SATURDAY, MIDDAY PEAK HOUR
TRAFFIC VOLUMES
EB LT C 15.1 0.63 4.5
EB R A 4.6 0.00 0.0
WB LT E 43.4 0.91 11.7
WB R A 5.7 0.00 0.0
NB LT C 19.0 0.64 4.6
NB R A 5.9 0.00 0.0
SB LT C 15.1 0.51 2.9
SB R A 5.9 0.00 0.0
W Oak St &
Davis Ln
Traffic Signal
Intersection C 20.9 0.47 -
INTERSECTION NOT EVALUATED
FOR SATURDAY, MIDDAY PEAK HOUR
TRAFFIC VOLUMES
EB L B 19.3 0.38 3.28
EB TR B 19.5 0.40 7.00
WB LT C 21.2 0.64 11.44
WB R B 19.4 0.38 2.92
NB L C 25.2 0.28 1.64
NB TR C 21.2 0.44 7.12
SB L C 25.4 0.34 2.08
SB TR C 21.3 0.46 7.08
W Oak St &
Ferguson
Ave
Roundabout
Intersection B 10.7 0.43 - B 12.8 0.48 -
EB LT A 9.8 0.33 1.4 B 10.3 0.36 1.7
EB R A 5.5 0.00 0.0 A 5.4 0.00 0.0
WB LT C 17.0 0.75 7.2 C 20.5 0.80 8.8
WB R A 3.6 0.00 0.0 A 3.7 0.00 0.0
NB LT A 5.2 0.10 0.3 A 5.7 0.13 0.5
NB R A 4.2 0.00 0.0 A 4.3 0.00 0.0
SB LT A 10.0 0.21 0.8 B 10.1 0.20 0.7
SB R A 7.0 0.00 0.0 A 7.2 0.00 0.0
EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound
L = Left; T = Through; R = Right; LTR = Left-Through-Right; LT = Left-Through; TR = Through-Right; LR = Left-Right
= Substandard Level-of-Service | XXX = Queue Exceeds Available Storage
Traffic Impact Study
Bozeman Sports Park Master Plan
5-18 | Transportation Analysis
Table 5-6: Estimated 2026 Total Traffic Intersection Operations Summary (continued)
Intersection
Approach/
Movement
Weekday, PM Peak Hour Saturday, Midday Peak Hour
LOS
Delay
(s/veh)
Volume to
Capacity
Ratio, v/c
HCM
95% Queue
(veh) LOS
Delay
(s/veh)
Volume to
Capacity
Ratio, v/c
HCM
95% Queue
(veh)
W Oak St &
Ferguson
Ave
Traffic Signal
Intersection C 21.9 0.62 - C 21.0 0.61 -
EB LTR B 19.1 0.24 4.24 B 18.9 0.28 4.80
WB LTR C 20.9 0.75 15.20 C 20.0 0.76 15.52
NB LT C 20.8 0.19 1.68 C 22.2 0.28 2.36
NB R C 27.8 0.82 6.20 C 25.8 0.78 5.16
SB LTR C 21.5 0.32 2.64 C 22.2 0.30 2.32
W Oak St &
Flanders
Mill Rd
Stop Control
EB LT A 8.0 0.01 0.04 A 8.1 0.02 0.05
EB TR A - - - A - - -
WB LT A 7.7 0.02 0.08 A 7.8 0.02 0.06
WB TR A - - - A - - -
NB LTR B 14.2 0.22 0.83 B 13.9 0.16 0.57
SB LTR B 14.3 0.22 0.85 B 14.5 0.23 0.89
W Oak St &
S Complex
Access
Stop Control
EB L A 80 0.01 0.03 A 8.1 0.01 0.04
EB T A - - - A - - -
WB T A - - - A - - -
WB TR A - - - A - - -
SB LR B 11.3 0.03 0.09 B 11.9 0.07 0.23
W Oak St &
Cottonwood
Rd
Roundabout
Intersection A 5.0 0.13 - A 5.0 0.13 -
EB L A 4.4 0.06 0.2 A 4.6 0.06 0.2
EB TR A 4.4 0.06 0.2 A 4.6 0.06 0.2
WB L A 5.4 0.16 0.6 A 5.3 0.17 0.6
WB TR A 5.5 0.18 0.6 A 5.5 0.19 0.7
NB L A 4.9 0.12 0.4 A 4.6 0.09 0.3
NB TR A 5.0 0.14 0.5 A 4.7 0.10 0.3
SB L A 4.8 0.10 0.3 A 5.1 0.13 0.4
SB TR A 4.5 0.07 0.2 A 4.8 0.10 0.3
EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound L = Left; T = Through; R = Right; LTR = Left-Through-Right; LT = Left-Through; TR = Through-Right; LR = Left-Right
= Substandard Level-of-Service | XXX = Queue Exceeds Available Storage
Traffic Impact Study
Bozeman Sports Park Master Plan
Transportation Analysis | 5-19
Table 5-6: Estimated 2026 Total Traffic Intersection Operations Summary (continued)
Intersection
Approach/
Movement
Weekday, PM Peak Hour Saturday, Midday Peak Hour
LOS
Delay
(s/veh)
Volume to
Capacity
Ratio, v/c
HCM
95% Queue
(veh) LOS
Delay
(s/veh)
Volume to
Capacity
Ratio, v/c
HCM
95% Queue
(veh)
Durston Rd
&
Ferguson
Ave
Roundabout
Intersection C 23.5 0.74 - B 12.1 0.50 -
EB LTR C 18.8 0.74 6.7 B 14.4 0.62 4.4
WB LTR D 33.7 0.86 9.7 A 9.4 0.38 1.8
NB LTR C 19.0 0.66 5.0 B 12.5 0.48 2.6
SB LTR C 21.0 0.64 4.5 B 10.6 0.45 2.3
Durston Rd
& Flanders
Mill Rd
Stop Control
EB L A 8.8 0.08 0.27 A 8.0 0.04 0.11
EB T A - - - A - - -
WB TR A - - - A - - -
SB LR C 15.2 0.25 0.98 B 11.5 0.14 0.47
Durston Rd
& Flanders
Mill Rd
Roundabout
Intersection A 9.1 0.46 - A 6.0 0.26 -
EB LT A 9.1 0.49 2.8 A 6.1 0.28 1.1
WB TR A 9.6 0.50 2.9 A 6.2 0.28 1.2
SB LR A 6.8 0.16 0.6 A 5.2 0.10 0.3
Durston Rd
&
Cottonwood
Rd
Traffic Signal
Intersection B 17.5 0.47 - B 15.3 0.25 -
EB L C 20.9 0.16 0.96 B 18.6 0.03 0.20
EB T C 23.6 0.77 6.04 C 20.3 0.39 2.88
EB R B 15.8 0.27 2.20 B 14.8 0.16 1.24
WB L B 19.5 0.65 4.48 B 14.6 0.28 1.92
WB TR B 15.5 0.63 6.80 B 13.6 0.37 3.72
NB L B 15.7 0.35 3.68 B 13.8 0.22 2.12
NB T B 17.3 0.16 1.24 B 16.8 0.13 1.00
NB R B 14.4 0.37 3.24 B 13.6 0.22 1.72
SB L B 13.2 0.09 0.80 B 13.4 0.17 1.56
SB TR B 17.4 0.16 2.52 B 16.9 0.15 2.28
EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound
L = Left; T = Through; R = Right; LTR = Left-Through-Right; LT = Left-Through; TR = Through-Right; LR = Left-Right
= Substandard Level-of-Service | XXX = Queue Exceeds Available Storage
Traffic Impact Study
Bozeman Sports Park Master Plan
5-20 | Transportation Analysis
Table 5-6: Estimated 2026 Total Traffic Intersection Operations Summary (continued)
Intersection
Approach/
Movement
Weekday, PM Peak Hour Saturday, Midday Peak Hour
LOS
Delay
(s/veh)
Volume to
Capacity
Ratio, v/c
HCM
95% Queue
(veh) LOS
Delay
(s/veh)
Volume to
Capacity
Ratio, v/c
HCM
95% Queue
(veh)
Cottonwood
Rd &
N Complex
Access
Stop Control
WB LR A 9.2 0.05 0.17 A 9.8 0.12 0.41
NB T A - - - A - - -
NB TR A - - - A - - -
SB L A 7.6 0.05 0.15 A 7.6 0.05 0.17
SB T A - - - A - - -
Cottonwood
Rd &
S Complex
Access
Stop Control
WB LR A 9.9 0.05 0.15 B 10.4 0.12 0.39
NB T A - - - A - - -
NB TR A - - - A - - -
SB L A 7.6 0.02 0.05 A 7.6 0.02 0.05
SB T A - - - A - - -
EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound
L = Left; T = Through; R = Right; LTR = Left-Through-Right; LT = Left-Through; TR = Through-Right; LR = Left-Right
= Substandard Level-of-Service | XXX = Queue Exceeds Available Storage
CHAPTER 6
FINDINGS
Traffic Impact Study
Bozeman Sports Park Master Plan
Findings | 6-1
Findings for Existing Conditions
Traffic Operations
With the exception of Davis Lane and its intersections with Baxter Lane and West Oak Street as well as
the intersection of Durston Road and Ferguson Avenue, the remaining intersections within the study
area are currently operating within acceptable levels of service during both the weekday, PM and
Saturday, midday peak hours. Each has adequate capacity to meet traffic demands, and no excessive
vehicle queues were identified through the operational analyses. For the intersection of Baxter Lane
and Davis Lane, the existing all-way stop controlled intersection as a whole is operating at LOS E
during the weekday, PM peak hour with failing movements for the eastbound and westbound
approaches. Northbound left-through movements at this intersection are also functioning at LOS E.
However, estimated queues for each of the approaches were not found to exceed the available queue
storage. Analyses were not performed for Saturday, midday traffic volumes at this intersection.
For the existing intersection of West Oak Street and Davis Lane, southbound left-turn movements are
presently operating at LOS F during the weekday, PM peak hour. Similarly to the intersection of Baxter
Lane and Davis Lane, no estimated vehicle queues are projected to exceed the available queue
storage. Again, analyses were not performed for Saturday, midday traffic volumes at this intersection.
The existing all-way stop controlled intersection of Durston Road and Ferguson Avenue was found to
be operating at LOS D as a whole during the weekday, PM peak hour. However, it operates at LOS B
during the Saturday, midday peak hour. For weekday, PM peak hour operations, eastbound left-through
movements as well as the westbound and southbound approaches are also estimated to be operating
at LOS D. The northbound approach was found to be operating at LOS E during this period. There is
limited queue storage capacity at the intersection due to the close proximity of upstream driveways. As
such, vehicle queues from the substandard traffic operations are estimated to exceed the available
queue storage on the westbound and southbound approaches.
Transit Service
Transit service is not currently available within the included study area.
Traffic Impact Study
Bozeman Sports Park Master Plan
6-2 | Findings
Pedestrian & Bicyclist Connectivity
Sidewalks, trails, and/or bike lanes are generally lacking within the study area; however, there is an
existing trail system within the subdivision across Baxter Lane to the north of the proposed Bozeman
Sports Park and east of Harper Pucket Road. There is also a sidewalk that begins approximately 275
feet west of Andalusian Avenue and 550 feet west of Flanders Mill Road.
Improvement Needs for Existing Conditions
Traffic Operations
The deficiencies identified on Davis Lane at its intersections with Baxter Lane and West Oak Street as
well as the intersection of Durston Road and Ferguson Avenue have been previously identified and
improvements to those intersections are currently in progress or have been included as part of the City
of Bozeman’s capital improvement program (CIP). Specifically, the following improvements are in
progress or have been programmed:
Intersection of Baxter Lane & Davis Lane
The installation of a traffic signal is proposed to address previously identified substandard traffic
operations. Design of the signalized intersection improvements has been completed. Right-of-way
acquisition is currently in progress prior to initiation and completion of construction.
Intersection of West Oak Street & Davis Lane
From the pre-design analyses completed by Sanderson Stewart, signalization of the intersection of
West Oak Street and Davis Lane has been recommended as the preferred option for traffic control.
Funding for those improvements has been allocated through the City of Bozeman’s CIP; however, it is
currently unscheduled within the next five-year programming cycle (fiscal years 2017 through 2021).
However, funding for design of the extension of Fowler Avenue (would align with Davis Lane) from
West Oak Street to Huffine Lane has been identified in fiscal year 2021.
Durston Road & Ferguson Avenue
A roundabout is also recommended for traffic control at the intersection of Durston Road and Ferguson
Avenue within the Robert Peccia & Associates report. The recommended roundabout includes single
lanes on each approach at the intersection for Durston Road and Ferguson Avenue with a single
circulating lane throughout the roundabout. Funding for the intersection improvements is currently
allocated in fiscal year 2018 through the City of Bozeman’s CIP.
Traffic Impact Study
Bozeman Sports Park Master Plan
Findings | 6-3
Transit Service
As growth continues on Bozeman’s west end, consideration may need to be given to expanding transit
service to the area to alleviate traffic congestion, improve mobility options, and provide connections
between parks, schools, and destinations throughout the City of Bozeman.
Pedestrian & Bicyclist Connectivity
Planned roadway improvements all include provisions for adding sidewalks and bike lanes. Trails are
also anticipated to be included with developments in the area with continued growth.
Findings for Cumulative Conditions
Estimated 2017 Total Traffic with the Existing Transportation Network
This analysis scenario has been included to forecast anticipated traffic operations in the case that
delays are encountered with any of the programmed improvements to area intersections and roadways
within the next couple of years. Traffic contributions from the proposed Phase I of the Bozeman Sports
Park are included in the analyses.
Davis Lane and its intersections with Baxter Lane and West Oak Street are estimated to continue to
experience operational deficiencies during the weekday, PM peak hour with projected traffic growth in
the area and the addition of traffic from Phase I of the Bozeman Sports Park and without any
modifications to intersection geometrics or traffic control. No operational deficiencies were identified
during the Saturday, midday peak hour.
The intersection of Baxter Lane and Davis Lane is projected to degrade from LOS E to LOS F during
the weekday, PM peak hour, having an estimated additional 29.2 seconds of overall intersection
average vehicle delay. Likewise, the intersection of Durston Road and Ferguson Avenue is also
forecast to experience a decline in intersection level of service, changing from LOS D to LOS F with an
increase in average vehicle delay of approximately 20.6 seconds during the same analysis period.
Again, this is predominantly the result of projected traffic growth in the area due to extensive
development activity.
Traffic Impact Study
Bozeman Sports Park Master Plan
6-4 | Findings
Estimated 2017 Background Traffic with the Modified Transportation Network
As was the case with the existing transportation network analyses, no operational deficiencies were
identified for estimated 2017 background traffic volumes with the modified transportation network during
the Saturday, midday peak hour. During the weekday, PM peak hour and with changes to the
transportation network estimated to occur by 2017, southbound left turn movements at the intersection
of West Oak Street and Davis Lane and the intersection of Durston Road and Ferguson Avenue are
forecast to still have operational deficiencies. The planned signalization of the intersection of Baxter
Lane and Davis Lane is projected to improve overall intersection operations from its existing LOS E to
LOS A during the weekday, PM peak hour, depending on installed traffic signal timing and phase
sequencing.
With anticipated roadway network additions and improvements within the study area, improvements to
southbound left turn movements at the intersection of West Oak Street and Davis Lane are anticipated.
Although minor, level of service is projected to improve from LOS F to LOS E during the weekday, PM
peak hour through changes to traffic patterns in the area. The intersection of Durston Road and
Ferguson Avenue is still projected to experience a degradation in level of service from LOS D to LOS E
during that analysis period even with the transportation network modifications; however, the increase in
average vehicle delay for the intersection is relatively minor at 2.2 seconds from existing conditions with
the addition of projected traffic growth in the area.
Estimated 2017 Total Traffic with the Modified Transportation Network
With the addition of traffic from the proposed Phase I of the Bozeman Sports Park, no additional
operational deficiencies are estimated at any of the study area intersections. At the intersection West
Oak Street and Davis Lane, only a minor change in average vehicle delay is projected with the addition
of an estimated two (2) vehicles from Phase I traffic to southbound left turns during the weekday, PM
peak hour. Average delay for that movement is estimated to increase slightly from 35.7 to 38.1 seconds
per vehicle. Similarly, average vehicle delay at the intersection of Durston Road and Ferguson Avenue
for that analysis period is anticipated to increase by 1.3 seconds.
Estimated 2026 Background Traffic
The analyses of estimated 2026 background traffic operations include additional transportation network
changes that are currently programmed through the City of Bozeman’s capital improvement program.
No intersection operational deficiencies were identified for either the weekday, PM or Saturday, midday
peak hour analysis periods with the anticipated improvements.
Traffic Impact Study
Bozeman Sports Park Master Plan
Findings | 6-5
For comparative purposes, the intersection of West Oak Street and Davis Lane was evaluated under
both roundabout and signalized traffic control during the weekday, PM peak hour analysis period.
Roundabout control yielded slightly better overall intersection performance; however, westbound
left-through movements were estimated to operate at LOS D. Signalized control was recommended for
this intersection through the Oak Street Improvement Pre-Design Report prepared by Sanderson
Stewart (February 2016). Traffic signal operations are limited by the proposed intersection geometrics,
which in turn are influenced by the presence of an existing overhead power transmission line and its
associated pole locations.
Westbound movements at the intersection of Durston Road and Ferguson Avenue are projected to
operate at LOS D during the weekday, PM peak hour under roundabout control. Roundabout control
was selected as the preferred intersection traffic control alternative through the Traffic Engineering
Report: Durston and Cottonwood Road Improvements Project prepared by Robert, Peccia, &
Associates (December 17, 2015).
Estimated 2026 Total Traffic
No operational deficiencies were identified at any other intersections with the addition of full buildout
traffic from the proposed Bozeman Sports Park to estimated 2026 background traffic beyond those that
were previously identified for the background traffic analyses. Westbound left-through movements at
the intersection of West Oak Street and Davis Lane are projected to degrade from LOS D to LOS E
with an additional 13.1 seconds average vehicle delay during the weekday, PM peak hour; however,
under signalized control no operational deficiencies were identified. Only a minor increase in delay is
estimated during the weekday, PM peak hour at the intersection of Durston Road and Ferguson
Avenue for westbound movements, being an average of approximately 3.3 seconds per vehicle.
Improvement Needs for Cumulative Conditions
With the programmed transportation network changes evaluated with this study, no additional
improvement needs were identified through the 2026 analysis year based on projected traffic growth in
the area and with traffic contributions from the Bozeman Sports Park. Deficiencies identified for specific
movements at the intersections of West Oak Street and Davis Lane as well as Durston Road and
Ferguson Avenue are based on estimated background traffic growth in the area. In the design of the
proposed improvements to these intersections, additional consideration should be given to
accommodating those movements.
Traffic Impact Study
Bozeman Sports Park Master Plan
6-6 | Findings
Bozeman Sports Park Master Plan
Parking Supply & Demand
The currently proposed parking supply for Phase I of the Bozeman Sports Park appears to be adequate
to meet the projected minimum and maximum vehicle parking demand for the number of fields included
in that phase. However, parking supply appears to be less than what may be necessary to
accommodate future phases. The currently proposed number of spaces that can be made available at
the site fall outside the minimum number of estimated spaces that may be needed for the site. Also, the
currently shown Phase II does not include the addition of any parking to meet the needs of additional
fields included in that phase, and the parking supply provided in Phase I does not appear to have the
capacity to accommodate the needs of additional fields included in Phase II.
Pedestrian & Bicyclist Considerations
Improvements to meet the needs of pedestrians and bicyclists are integrated into the proposed
improvements for the Bozeman Sports Park and provide connectivity to existing trail networks north of
the site across Baxter Lane as well as anticipated improvements on Baxter Lane, Flanders Mill Road,
West Oak Street, and Cottonwood Road.
CHAPTER 7
CONCLUSIONS & RECOMMENDATIONS
Traffic Impact Study
Bozeman Sports Park Master Plan
Conclusions & Recommendations | 7-1
Conclusions & Recommendations
Bozeman Sports Park
The estimated 2017 and 2026 total traffic volumes utilized in the analyses for the study area include the
projected traffic from the proposed Bozeman Sports Park. No impacts to study area intersections directly
resulting from traffic generated by the Bozeman Sports Park were identified that would require mitigation
in association with its development. Impacts resulting from traffic generated by the proposed
development can be accommodated by the anticipated future transportation system improvements with
the included study recommendations.
Site Accesses
Traffic Operations
The proposed accesses to/from the Bozeman Sports Park to Baxter Lane, West Oak Street, and
Cottonwood Road are projected to operate acceptably as single lane approaches. The analyses did
include auxiliary left turn lanes for access from the major roadway to the site anticipated to be included
with planning improvements to Baxter Lane, West Oak Street, and Cottonwood Road. These are
recommended to provide for long-term functionality (beyond a 20-year analysis timeframe) of the
transportation system in the area of the proposed Bozeman Sports Park.
As traffic to and from the proposed maintenance facility is projected to be sporadic it had not been directly
included in the analyses. It is not anticipating that traffic utilizing the access to the maintenance facility
from Flanders Mill Road will have a substantial impact on traffic operations along that roadway.
Geometrics & Sight Distance
Driveways should be located such that they are in compliance with the City of Bozeman’s access spacing standards.
It is recommended that the eastern access to the complex on Baxter Lane be aligned with Andalusian Avenue on the
north side of Baxter Lane limit traffic impacts resulting from weaving movements.
Driveways and internal drive aisles need to be designed for the appropriate vehicles that may access the facility,
including emergency vehicles and potentially buses.
Adequate sight distance must be preserved at driveways, internal intersections, and crosswalks for driver,
pedestrian, and bicyclist safety in accordance with City of Bozeman and American Association of State Highway and
Transportation Officials (AASHTO) standards.
Traffic Impact Study
Bozeman Sports Park Master Plan
7-2 | Conclusions & Recommendations
Parking
The currently proposed parking supply for Phase I of the Bozeman Sports Park appears to be adequate to meet the
projected minimum and maximum vehicle parking demand for the number of fields included in that phase.
Parking requirements and spaces to be provided should be evaluated with each subsequent phase of development
for the Bozeman Sports Park. As necessary, observations of actual parking demand for the Phase I improvements as
well as similar facilities in the area under various activity scenarios may serve as a design guideline in balancing
peak versus normal parking demand.
A parking plan may be required in conjunction with hosting tournaments at the Bozeman Sports Park to balance
parking supply versus demand in the scheduling of games and/or activities.
The required number of spaces for compliance with the Americans with Disabilities Act Guidelines need to be
provided with each phase of the Bozeman Sports Park development.
Additional Considerations
Subsequent Analysis
With the significant number of changes to the transportation system and extensive development within
the study area, it is advisable to subsequent evaluation of traffic impacts resulting from the proposed
Bozeman Sports Park be completed with future phases if projected traffic volumes at study area
intersections included as a part of this analysis vary by more than fifteen to twenty percent (15% - 20%)
or if the development timeframe exceeds the 2026 analysis year.
Transit Service
With the extensive development in the area and large scale public facilities, it is recommended that there
be future consideration of expanding transit service to the area as demand dictates and funding allows.
Pedestrian & Bicyclist Connectivity
The development of the Bozeman Sports Park will incorporate sidewalks and trails throughout the site
where appropriate. The included sidewalks will provide connections to future sidewalks on Baxter Lane,
West Oak Street, Cottonwood Road, and Flanders Mill Road, providing a continuous link for pedestrians
to and from neighborhoods and commercial centers in the area. It is expected that locations for bicycle
parking will be incorporated with the site as well.
Traffic Control Guidance
All traffic control improvements should be installed in accordance with Montana Department of
Transportation, City of Bozeman, and the Manual on Uniform Traffic Control Devices standards.
REFERENCES
Traffic Impact Study
Bozeman Sports Park Master Plan
References | R-1
References
1. Bozeman Recreation and Parks Advisory Board. (December 17, 2007). Bozeman Parks,
Recreation, Open Space and Trails (PROST) Plan. Bozeman, MT: City of Bozeman.
2. City of Bozeman. (June 1, 2009). Bozeman Community Plan. Bozeman, MT: Author.
3. City of Bozeman. (May 4, 2015). Unified Development Code. Tallahassee, FL: Municode.
4. City of Bozeman Engineering Division. (August 26, 2013). Design Standards and Specifications
Policy. Bozeman, MT: Author.
5. Institute of Transportation Engineers. (2005). Transportation Impact Analyses for Site Development
– An ITE Proposed Recommended Practice. Washington, DC: Author.
6. Institute of Transportation Engineers. (2012). Trip Generation, 9th Edition. Washington, DC: Author.
7. Institute of Transportation Engineers. (June 2004). Trip Generation Handbook: An ITE
Recommended Practice. Washington, DC: Author.
8. Robert Peccia & Associates. (December 17, 2015). Traffic Engineering Report: Durston and
Cottonwood Road Improvements Project. Bozeman, MT: City of Bozeman.
9. Robert Peccia & Associates. (2009). Greater Bozeman Area Transportation Plan (2007 Update).
Bozeman, MT: City of Bozeman.
10. Sanderson Stewart. (February 2016). Oak Street Improvements Pre-Design Report. Bozeman, MT:
City of Bozeman.
11. Stover, Vergil G. and Frank K. Koepke. (2002). Transportation and Land Development, 2nd Edition.
Washington, DC: Institute of Transportation Engineers.
12. Transportation Research Board. (2010). Highway Capacity Manual 2010. Washington, DC: Author.
13. United States Department of Transportation – Federal Highway Administration. (December 2009).
Manual on Uniform Traffic Control Devices for Streets and Highways, 2009 Edition. Washington,
DC: Author.
APPENDIX A
LEVEL OF SERVICE CONCEPTS,
ANALYSIS METHODOLOGIES,
& STANDARDS OF SIGNIFICANCE
Traffic Impact Study
Bozeman Sports Park Master Plan
Appendix A: Level of Service Concepts, Analysis Methodologies, & Standards of Significance | A-1
Unsignalized Intersection Level of Service
The method presented in Highway Capacity Manual (HCM2010) published by the Transportation
Research Board (TRB) for evaluating unsignalized, minor street stop controlled intersections is based
on the average total delay for each impeded movement. As used here, total delay is defined as the total
elapsed time from when a vehicle stops at the end of a queue until the vehicle departs from the stop
line. This time includes the time required for the vehicle to travel from the last-in-queue to the
first-in-queue position. The average total delay for any particular minor movement is a function of the
service rate or capacity of the approach and the degree of saturation. The resulting delay is used to
determine the level of service as shown in Table A-1 below.
Table A-1: Level of Service Criteria for Minor Street Stop-Controlled Intersections
Average Control Delay Level of Service (LOS) Characteristics
≤ 10 seconds LOS A – Little or no delay
10.1 – 15.0 seconds LOS B – Short traffic delay
15.1 – 25.0 seconds LOS C – Average traffic delay
25.1 – 35.0 seconds LOS D – Long traffic delays
35.1 – 50.0 seconds LOS E – Very long traffic delays
> 50.1 seconds LOS F – When the demand exceeds the capacity of the lane, extreme delays will be
encountered and queuing may cause severe congestion to the intersection.
Source: Highway Capacity Manual 2010 (Transportation Research Board, 2010)
Source: Exhibit 17-20. Highway Capacity Manual 2000, Pg. 17-24 (Transportation Research Board, 2000)
Figure A-1: Control Delay and Flow Rate
Traffic Impact Study
Bozeman Sports Park Master Plan
A-2 | Appendix A: Level of Service Concepts, Analysis Methodologies, & Standards of Significance
Signalized Intersection Level of Service
The operational analysis method for evaluation of signalized intersections presented in the HCM2010
defines level of service in terms of delay, or more specifically, control stopped delay per vehicle. Delay
is a measure of driver and/or passenger discomfort, frustration, fuel consumption, and lost travel time.
The level of service criteria for signalized intersections is presented in Table A-2 below.
Table A-2: Level of Service Criteria for Signalized Intersections
Control Stopped
Delay Per Vehicle Level of Service (LOS) Characteristics
≤ 10 seconds LOS A – Operations with very low delay. This occurs when progression is extremely favorable, and
most vehicles do not stop at all. Short cycle lengths may also contribute to low delay.
10.1 – 20.0 seconds LOS B – Operations with generally good progression and/or short cycle lengths. More vehicles stop
than for LOS A, causing higher levels of average delay.
20.1 – 35.0 seconds
LOS C – Operations with higher delays, which may result from fair progression and/or longer cycle
lengths. Individual cycle failures may begin to appear at this level. The number of vehicles stopping is
significant at this level, although many still pass through the intersection without stopping.
35.1 – 55.0 seconds
LOS D – Operations with high delay, resulting from some combination of unfavorable progression,
long cycle lengths, or high volumes. The influence of congestion becomes more noticeable, and
individual cycle failures are noticeable.
55.1 – 80.0 seconds LOS E – Considered being the limit of acceptable delay. Individual cycle failures are frequent
occurrences.
> 80.1 seconds
LOS F – A condition of excessively high delay, considered unacceptable to most drivers. This
condition often occurs when arrival flow rates exceed the capacity of the intersection. Poor progression
and long cycle lengths may also be major contributing causes to such delay.
Source: Highway Capacity Manual 2010 (Transportation Research Board, 2000)
Roundabout Intersection Level of Service
The HCM2010 analysis method for evaluating roundabout controlled intersections is also based on the
average total delay for each impeded movement. Roundabout capacity and level-of-service is largely
influenced by traffic flow patterns – the number of entering vehicles and on what approach legs; the
volume of vehicles circulating within the roundabout; and the volume of vehicles exiting the roundabout
and at what departure legs. At the time of publishing the HCM2010 there had not been a significant
amount of research on driver perceptions of control delay at roundabout controlled intersections.
Therefore, level-of-service for a roundabout controlled intersection has been modeled similarly to that of
a two-way or all-way stop-controlled intersection. The level-of-service criteria for a roundabout are
summarized in Table A-3 on the following page.
Traffic Impact Study
Bozeman Sports Park Master Plan
Appendix A: Level of Service Concepts, Analysis Methodologies, & Standards of Significance | A-3
Table A-3: Level of Service Criteria for Roundabout Controlled Intersections
Average Control Delay Level of Service (LOS) Characteristics
≤ 10 seconds LOS A – Little or no delay
10.1 – 15.0 seconds LOS B – Short traffic delay
15.1 – 25.0 seconds LOS C – Average traffic delay
25.1 – 35.0 seconds LOS D – Long traffic delays
35.1 – 50.0 seconds LOS E – Very long traffic delays
> 50.1 seconds LOS F – When the demand exceeds the capacity of the lane, extreme delays will be
encountered and queuing may cause severe congestion to the intersection.
Source: Highway Capacity Manual 2010 (Transportation Research Board, 2010)
Urban Streets Level of Service
The operational analysis method for evaluation of urban streets presented in the HCM2010 defines
level of service in terms of the average through-vehicle travel speed for a given street segment or the
entire street under consideration. LOS criteria for urban streets are provided in Table A-4 below.
Table A-4: LOS Criteria for Automobile Mode on Urban Streets
Travel Speed (TS) as a
Percentage of Base Free-
Flow Speed (%)
LOS by Critical Volume-to-Capacity Ratioa
≤ 1.0 > 1.0
TS > 85 A F
67 < TS < 85 B F
50 < TS < 67 C F
40 < TS < 50 D F
30 < TS < 40 E F
TS ≤ 30 F F
aThe critical volume-to-capacity ratio is based on consideration of the through
movement volume to capacity ratio at each boundary intersection in the subject direction of
travel. The critical volume-to-capacity ratio is the largest ratio of those considered.
Source: Highway Capacity Manual 2010 (Transportation Research Board, 2010)
Traffic Impact Study
Bozeman Sports Park Master Plan
A-4 | Appendix A: Level of Service Concepts, Analysis Methodologies, & Standards of Significance
City of Bozeman Standards
The City of Bozeman Unified Development Ordinance (UDO) identifies specific standards for
transportation facilities and access. The standards pertaining to this study are identified in the
paragraphs that follow.
Traffic Progression
Section 38.24.060.B.3 of the UDO conveys specific requirements for the spacing of potential
intersections with traffic signals. This Section states the following:
“Traffic progression will be of paramount importance. Consequently, all potential intersections with signals will be
placed on quarter-mile points unless otherwise approved by the review authority.”
Level of Service Standards
Level of service standards for arterial and collector streets as well as intersections with arterial and
collector streets are stated in Section 38.24.060.B.4 of the UDO. Those standards are as follows:
All arterial and collector streets and intersections with arterial and collector streets shall operate at a minimum
level of service "C" unless specifically exempted by this subsection. Level of service (LOS) values shall be
determined by using the methods defined by the most recent edition of the Highway Capacity Manual. A
development shall be approved only if the LOS requirements are met in the design year, which shall be a
minimum of 15 years following the development application review or construction of mitigation measures if
mitigation measures are required to maintain LOS. Intersections shall have a minimum acceptable LOS of "C"
for the intersection as a whole.
a. Exception: If an intersection within the area required to be studied by section 38.41.060.A.12 does not
meet LOS "C" and the intersection has been fully constructed to its maximum lane and turning
movement capacity, then an LOS of less than "C" is acceptable.
b. Exception: The review authority may accept an LOS of less than "C" at a specific intersection if:
(1) A variance to allow a lesser LOS was approved not more than two years prior to the date an
application for development being reviewed is determined to be adequate for review;
(2) The request was made in writing with the application; and
(3) The circumstances are in the professional judgment of the review authority substantially the
same as when the variance was granted.
APPENDIX B
TRAFFIC COUNT DATA
APPENDIX B-1
WEEKDAY, PM PEAK PERIOD
TURNING MOVEMENT COUNTS
Page 1/1
Intersection:
Location:
Date Count Performed:
Count Time Period:
Seasonal Adjustment Factor:
Street/Approach Total Peak Hour %% Buses % Heavy
Road Movement 4:00 4:15 4:30 4:45 5:00 5:15 5:30 5:45 Total %%Volume PHF Trucks & RV's Vehicles
L 12 10 7 12 5 12 10 5 73 78.49%9.59%39 0.81 1.37%0.00%1.37%
R 2 2 5 0 3 5 0 1 18 19.35%2.37%8 0.40 0.00%0.00%0.00%
Ped 2 0 0 0 0 0 0 0 2 2.15%0.26%0 0.00
T 30 30 42 28 36 37 39 29 271 71.88%35.61%140 0.90 1.48%0.00%1.48%
R 8 17 13 10 21 16 12 7 104 27.59%13.67%59 0.70 1.92%0.00%1.92%
Ped 0 2 0 0 0 0 0 0 2 0.53%0.26%0 0.00
L 0 2 1 4 1 7 1 3 19 6.53%2.50%13 0.46 0.00%0.00%0.00%
T 20 31 33 35 45 31 42 35 272 93.47%35.74%153 0.85 1.10%0.37%1.47%
Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00
74 94 101 89 111 108 104 80 761 100.00%412 0.93 1.31%0.13%1.45%
358 395 409 412 403
Intersection Turning Movement Count Summary
Hourly Volume
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Intersection Totals
Weekday, PM Peak Period
1.00
Baxter Lane & Harper Pucket Road
Bozeman, Montana
Thursday, April 30, 2015 - By: Robert Peccia & Associates
N:\0417\077\Traffic Data\Traffic Count Data\Baxter-Ln_Harper-Pucket-Rd_Weekday-PM_2015-04-30.xlsx Printed On: 4/19/2016
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Intersection:
Location:
Date Count Performed:
Count Time Period:
Seasonal Adjustment Factor:
Street/Approach Total Peak Hour %% Buses % Heavy
Road Movement 4:00 4:15 4:30 4:45 5:00 5:15 5:30 5:45 Total %%Volume PHF Trucks & RV's Vehicles
L 5 16 12 14 26 12 17 6 108 36.61%9.14%69 0.66 0.00%0.00%0.00%
R 13 25 20 16 21 25 38 28 186 63.05%15.75%100 0.66 1.61%0.54%2.15%
Ped 0 0 1 0 0 0 0 0 1 0.34%0.08%0 0.00
L 19 14 18 27 18 31 29 20 176 35.27%14.90%105 0.85 0.00%0.00%0.00%
T 35 42 49 30 41 46 44 34 321 64.33%27.18%161 0.88 1.25%0.00%1.25%
Ped 1 0 1 0 0 0 0 0 2 0.40%0.17%0 0.00
T 19 36 35 42 41 36 42 38 289 74.68%24.47%161 0.96 0.69%0.35%1.04%
R 16 10 9 13 12 19 9 9 97 25.06%8.21%53 0.70 0.00%0.00%0.00%
Ped 0 0 1 0 0 0 0 0 1 0.26%0.08%0 0.00
108 143 146 142 159 169 179 135 1181 100.00%649 0.91 0.76%0.17%0.93%
539 590 616 649 642
Intersection Turning Movement Count Summary
Hourly Volume
Ba
x
t
e
r
L
a
n
e
Fr
o
m
t
h
e
E
a
s
t
Ba
x
t
e
r
L
a
n
e
Fr
o
m
t
h
e
W
e
s
t
Start Time
Fl
a
n
d
e
r
s
M
i
l
l
R
o
a
d
Fr
o
m
t
h
e
S
o
u
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h
Intersection Totals
Weekday, PM Peak Period
1.00
Baxter Lane & Flanders Mill Road
Bozeman, Montana
Thursday, April 30, 2015 - By Robert Peccia & Associates
N:\0417\077\Traffic Data\Traffic Count Data\Baxter-Ln_Flanders-Mill-Rd_Weekday-PM_2015-04-30.xlsx Printed On: 4/19/2016
Page 1/1
Intersection:
Location:
Date Count Performed:
Count Time Period:
Seasonal Adjustment Factor:
Street/Approach Total Peak Hour %% Buses % Heavy
Road Movement 4:00 4:15 4:30 4:45 5:00 5:15 5:30 5:45 Total %%Volume PHF Trucks & RV's Vehicles
L 0 0 21 12 23 21 11 13 101 61.59%9.76%67 0.73 0.00%0.00%0.00%
T 0 0 0 1 0 1 0 0 2 1.22%0.19%2 0.50 0.00%0.00%0.00%
R 0 0 7 7 10 4 14 8 50 30.49%4.83%35 0.63 6.00%0.00%6.00%
U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00%
Bike/Ped 0 0 2 1 0 2 4 2 11 6.71%1.06%7 0.44
L 0 0 0 0 1 0 0 1 2 13.33%0.19%1 0.25 0.00%0.00%0.00%
T 0 0 1 0 1 0 1 0 3 20.00%0.29%2 0.50 0.00%0.00%0.00%
R 0 0 0 1 0 1 1 2 5 33.33%0.48%3 0.75 0.00%0.00%0.00%
U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00%
Bike/Ped 0 0 0 2 0 0 1 2 5 33.33%0.48%3 0.38
L 0 0 0 1 1 1 4 0 7 1.52%0.68%7 0.44 0.00%0.00%0.00%
T 0 0 42 55 62 59 62 46 326 70.87%31.50%238 0.96 1.23%0.31%1.53%
R 0 0 15 17 29 18 17 22 118 25.65%11.40%81 0.70 0.00%0.00%0.00%
U-Turn 0 0 0 1 1 0 1 2 5 1.09%0.48%3 0.75 0.00%0.00%0.00%
Bike/Ped 0 0 0 2 2 0 0 0 4 0.87%0.39%4 0.50
L 0 0 14 11 14 13 9 6 67 16.92%6.47%47 0.84 1.49%1.49%2.99%
T 0 0 53 49 57 64 49 48 320 80.81%30.92%219 0.86 1.25%1.56%2.81%
R 0 0 1 0 1 1 1 0 4 1.01%0.39%3 0.75 0.00%0.00%0.00%
U-Turn 0 0 0 0 0 0 2 0 2 0.51%0.19%2 0.25 0.00%0.00%0.00%
Bike/Ped 0 0 0 1 1 0 0 1 3 0.76%0.29%2 0.50
0 0 156 161 203 185 177 153 1035 100.00%726 0.89 1.16%0.68%1.84%
317 520 705 726 718
Intersection Turning Movement Count Summary
Hourly Volume
Ba
x
t
e
r
L
a
n
e
Fr
o
m
t
h
e
E
a
s
t
Ba
x
t
e
r
L
a
n
e
Fr
o
m
t
h
e
W
e
s
t
Start Time
Fe
r
g
u
s
o
n
A
v
e
n
u
e
Fr
o
m
t
h
e
N
o
r
t
h
Fe
r
g
u
s
o
n
A
v
e
n
u
e
Fr
o
m
t
h
e
S
o
u
t
h
Intersection Totals
Weekday, PM Peak Period
1.00
Baxter Lane & Ferguson Avenue
Bozeman, Montana
Thursday, February 25, 2016 | By: Morrison-Maierle, Inc.
N:\0417\077\Traffic Data\Traffic Count Data\Baxter-Ln_Ferguson-Ave_Weekday-PM_2016-02-25.xlsx Printed On: 5/3/2016
Page 1/1
Intersection:
Location:
Date Count Performed:
Count Time Period:
Seasonal Adjustment Factor:
Street/Approach Total Peak Hour %% Buses % Heavy
Road Movement 4:00 4:15 4:30 4:45 5:00 5:15 5:30 5:45 Total %%Volume PHF Trucks & RV's Vehicles
L 1 6 4 4 7 8 3 2 35 8.24%1.45%20 0.63 0.00%0.00%0.00%
T 21 36 31 40 34 43 32 40 277 65.18%11.46%149 0.87 0.36%0.00%0.36%
R 13 15 17 15 11 19 10 13 113 26.59%4.68%53 0.70 0.88%0.00%0.88%
Bike/Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00
L 14 13 26 24 22 26 22 14 161 26.35%6.66%84 0.81 1.24%0.62%1.86%
T 35 45 40 38 48 57 61 45 369 60.39%15.27%211 0.86 1.08%2.44%3.52%
R 11 7 13 5 10 11 14 8 79 12.93%3.27%43 0.77 3.80%0.00%3.80%
Bike/Ped 0 0 0 0 1 0 0 1 2 0.33%0.08%2 0.50
L 10 12 9 13 13 7 9 8 81 11.59%3.35%37 0.71 0.00%1.23%1.23%
T 56 54 71 43 63 80 88 74 529 75.68%21.89%305 0.87 0.76%0.19%0.95%
R 10 12 12 9 10 7 14 12 86 12.30%3.56%43 0.77 0.00%1.16%1.16%
Bike/Ped 1 0 0 0 0 0 1 1 3 0.43%0.12%2 0.50
L 8 15 9 17 20 18 23 18 128 18.77%5.30%79 0.86 2.34%3.91%6.25%
T 37 55 56 52 58 60 57 50 425 62.32%17.58%225 0.94 1.18%0.24%1.41%
R 11 8 13 20 20 22 13 17 124 18.18%5.13%72 0.82 0.00%0.00%0.00%
Bike/Ped 2 0 0 0 0 1 2 0 5 0.73%0.21%3 0.38
230 278 301 280 317 359 349 303 2417 100.00%1328 0.92 0.95%0.79%1.74%
1089 1176 1257 1305 1328
Intersection Turning Movement Count Summary
Hourly Volume
Ba
x
t
e
r
L
a
n
e
Fr
o
m
t
h
e
E
a
s
t
Ba
x
t
e
r
L
a
n
e
Fr
o
m
t
h
e
W
e
s
t
Start Time
Da
v
i
s
L
a
n
e
Fr
o
m
t
h
e
N
o
r
t
h
Da
v
i
s
L
a
n
e
Fr
o
m
t
h
e
S
o
u
t
h
Intersection Totals
Weekday, PM Peak Period
1.00
Baxter Lane & Davis Lane
Bozeman, Montana
Wednesday, March 30, 2016 | By: Morrison-Maierle, Inc.
F:\Morrison-Maierle, Inc\Projects\0417\077\Traffic Data\Traffic Count Data\Baxter-Ln_Davis-Ln_Weekday-PM_2016-03-30.xlsx Printed On: 5/4/2016
Page 1/1
Intersection:
Location:
Date Count Performed:
Count Time Period:
Seasonal Adjustment Factor:
Street/Approach Total Peak Hour %% Buses % Heavy
Road Movement 4:00 4:15 4:30 4:45 5:00 5:15 5:30 5:45 Total %%Volume PHF Trucks & RV's Vehicles
L 26 33 20 23 20 36 20 37 215 38.32%8.99%99 0.69 1.40%0.00%1.40%
R 56 40 31 49 46 38 39 31 330 58.82%13.80%172 0.88 0.00%0.00%0.00%
Bike/Ped 4 1 3 0 5 0 0 3 16 2.85%0.67%5 0.25
Bike/Ped 3 3 0 3 0 1 0 0 10 1.78%0.42%4 0.33
T 69 63 72 86 104 101 94 77 666 69.96%27.84%385 0.93 1.50%0.15%1.65%
R 29 17 24 34 36 52 39 36 267 28.05%11.16%161 0.77 0.75%0.37%1.12%
Bike/Ped 5 2 2 5 1 4 0 0 19 2.00%0.79%10 0.50
L 50 44 36 50 47 61 50 36 374 43.04%15.64%208 0.85 2.14%1.07%3.21%
T 55 51 58 51 58 65 61 78 477 54.89%19.94%235 0.90 1.68%0.21%1.89%
Bike/Ped 2 2 2 1 3 3 1 4 18 2.07%0.75%8 0.67
299 256 248 302 320 361 304 302 2392 100.00%1287 0.89 1.30%0.29%1.59%
1105 1126 1231 1287 1287
Intersection Turning Movement Count Summary
Hourly Volume
We
s
t
O
a
k
S
t
r
e
e
t
Fr
o
m
t
h
e
E
a
s
t
We
s
t
O
a
k
S
t
r
e
e
t
Fr
o
m
t
h
e
W
e
s
t
Start Time
Da
v
i
s
L
a
n
e
Fr
o
m
t
h
e
N
o
r
t
h
Fr
o
m
t
h
e
S
o
u
t
h
Intersection Totals
Weekday, PM Peak Period
1.00
West Oak Street & Davis Lane
Bozeman, Montana
Thursday, April 7, 2016 | By: Morrison-Maierle, Inc.
N:\0417\077\Traffic Data\Traffic Count Data\W-Oak-St_Davis-Ln_Weekday-PM_2016-04-07.xlsx Printed On: 5/4/2016
Page 1/1
Intersection:
Location:
Date Count Performed:
Count Time Period:
Seasonal Adjustment Factor:
Street/Approach Total Peak Hour %% Buses % Heavy
Road Movement 4:00 4:15 4:30 4:45 5:00 5:15 5:30 5:45 Total %%Volume PHF Trucks & RV's Vehicles
L 1 0 1 2 0 0 1 0 5 0.83%0.19%3 0.38 0.00%0.00%0.00%
T 43 30 45 48 28 35 43 42 314 52.33%11.97%154 0.80 0.64%0.00%0.64%
R 27 37 29 42 40 46 27 27 275 45.83%10.48%155 0.84 0.73%0.00%0.73%
Bike/Ped 0 2 1 1 0 0 2 0 6 1.00%0.23%3 0.38
L 21 20 25 30 47 31 20 18 212 31.22%8.08%128 0.68 0.94%0.00%0.94%
T 36 48 36 45 37 41 49 36 328 48.31%12.50%172 0.88 1.83%0.00%1.83%
R 10 16 13 16 17 18 21 19 130 19.15%4.95%72 0.86 0.00%3.85%3.85%
Bike/Ped 3 1 0 3 0 0 0 2 9 1.33%0.34%3 0.25
L 11 14 19 24 17 13 28 26 152 25.98%5.79%82 0.73 0.00%0.00%0.00%
T 51 51 41 48 61 62 48 49 411 70.26%15.66%219 0.88 0.49%0.00%0.49%
R 6 1 0 0 2 2 5 4 20 3.42%0.76%9 0.45 0.00%0.00%0.00%
Bike/Ped 0 0 0 0 0 0 0 2 2 0.34%0.08%0 0.00
L 30 40 44 37 30 32 51 39 303 39.87%11.55%150 0.74 1.32%0.00%1.32%
T 24 40 47 39 40 23 24 22 259 34.08%9.87%126 0.79 0.00%0.77%0.77%
R 22 21 20 24 20 27 24 40 198 26.05%7.55%95 0.88 0.00%0.00%0.00%
Bike/Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00
285 321 321 359 339 330 343 326 2624 100.00%1371 0.95 0.69%0.27%0.95%
1286 1340 1349 1371 1338
Intersection Turning Movement Count Summary
Hourly Volume
Du
r
s
t
o
n
R
o
a
d
Fr
o
m
t
h
e
E
a
s
t
Du
r
s
t
o
n
R
o
a
d
Fr
o
m
t
h
e
W
e
s
t
Start Time
Fe
r
g
u
s
o
n
A
v
e
n
u
e
Fr
o
m
t
h
e
N
o
r
t
h
Fe
r
g
u
s
o
n
A
v
e
n
u
e
Fr
o
m
t
h
e
S
o
u
t
h
Intersection Totals
Weekday, PM Peak Period
1.00
Durston Road & Ferguson Avenue
Bozeman, Montana
Thursday, April 30, 2015 | By: Robert Peccia & Associates
N:\0417\077\Traffic Data\Traffic Count Data\Durston-Rd_Ferguson-Ave_Weekday-PM_2015-04-30.xlsx Printed On: 5/4/2016
Page 1/1
Intersection:
Location:
Date Count Performed:
Count Time Period:
Seasonal Adjustment Factor:
Street/Approach Total Peak Hour %% Buses % Heavy
Road Movement 4:00 4:15 4:30 4:45 5:00 5:15 5:30 5:45 Total %%Volume PHF Trucks & RV's Vehicles
L 11 6 11 13 9 17 5 9 81 28.62%3.74%40 0.59 0.00%1.23%1.23%
R 23 17 18 25 19 36 32 24 194 68.55%8.96%111 0.77 0.00%1.03%1.03%
Bike/Ped 2 0 0 0 1 2 2 1 8 2.83%0.37%6 0.75
T 90 90 85 102 121 130 90 109 817 87.66%37.75%450 0.87 0.61%0.37%0.98%
R 13 12 14 13 26 13 13 10 114 12.23%5.27%62 0.60 1.75%0.88%2.63%
Bike/Ped 1 0 0 0 0 0 0 0 1 0.11%0.05%0 0.00
L 4 30 18 17 22 24 39 20 174 18.34%8.04%105 0.67 0.00%1.15%1.15%
T 70 91 96 86 87 122 122 96 770 81.14%35.58%427 0.88 0.52%0.65%1.17%
Bike/Ped 1 0 0 2 0 0 2 0 5 0.53%0.23%2 0.25
215 246 242 258 285 344 305 269 2164 100.00%1203 0.87 0.51%0.65%1.16%
961 1031 1129 1192 1203
Intersection Turning Movement Count Summary
Hourly Volume
Du
r
s
t
o
n
R
o
a
d
Fr
o
m
t
h
e
E
a
s
t
Du
r
s
t
o
n
R
o
a
d
Fr
o
m
t
h
e
W
e
s
t
Start Time
Fl
a
n
d
e
r
s
M
i
l
l
R
o
a
d
Fr
o
m
t
h
e
N
o
r
t
h
Intersection Totals
Weekday, PM Peak Period
1.00
Durston Road & Flanders Mill Road
Bozeman, Montana
Thursday, April 30, 2015 | By: Robert Peccia & Associates
F:\Morrison-Maierle, Inc\Projects\0417\077\Traffic Data\Traffic Count Data\Durston-Rd_Flanders-Mill-Rd_Weekday-PM_2015-04-30.xlsx Printed On: 5/4/2016
Page 1/1
Intersection:
Location:
Date Count Performed:
Count Time Period:
Seasonal Adjustment Factor:
Street/Approach Total Peak Hour %% Buses % Heavy
Road Movement 4:00 4:15 4:30 4:45 5:00 5:15 5:30 5:45 Total %%Volume PHF Trucks & RV's Vehicles
L 3 4 5 2 4 4 3 1 26 49.06%1.22%12 0.75 3.85%0.00%3.85%
T 1 1 0 3 3 2 4 3 17 32.08%0.80%12 0.75 0.00%0.00%0.00%
R 0 2 0 0 0 3 1 0 6 11.32%0.28%4 0.33 0.00%0.00%0.00%
Bike/Ped 0 1 1 1 1 0 0 0 4 7.55%0.19%1 0.25
L 23 29 24 21 28 23 25 18 191 35.24%8.98%94 0.84 1.05%0.52%1.57%
T 4 2 0 2 0 5 4 7 24 4.43%1.13%16 0.57 4.17%0.00%4.17%
R 23 48 38 51 44 26 55 40 325 59.96%15.27%165 0.75 3.08%0.62%3.69%
Bike/Ped 0 2 0 0 0 0 0 0 2 0.37%0.09%0 0.00
L 39 45 28 35 31 55 36 52 321 35.04%15.08%174 0.79 3.74%0.31%4.05%
T 52 52 61 71 77 89 76 70 548 59.83%25.75%312 0.88 1.82%0.36%2.19%
R 5 3 12 2 12 5 5 3 47 5.13%2.21%25 0.52 2.13%0.00%2.13%
Bike/Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00
L 0 0 0 0 0 2 1 2 5 0.81%0.23%5 0.63 0.00%0.00%0.00%
T 36 53 56 45 51 77 69 54 441 71.47%20.72%251 0.81 1.59%0.45%2.04%
R 16 30 22 17 20 22 20 24 171 27.71%8.04%86 0.90 0.58%0.00%0.58%
Bike/Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00
202 272 247 250 271 313 299 274 2128 100.00%1157 0.92 2.11%0.38%2.49%
971 1040 1081 1133 1157
Intersection Turning Movement Count Summary
Hourly Volume
Du
r
s
t
o
n
R
o
a
d
Fr
o
m
t
h
e
E
a
s
t
Du
r
s
t
o
n
R
o
a
d
Fr
o
m
t
h
e
W
e
s
t
Start Time
Co
t
t
o
n
w
o
o
d
R
o
a
d
Fr
o
m
t
h
e
N
o
r
t
h
Co
t
t
o
n
w
o
o
d
R
o
a
d
Fr
o
m
t
h
e
S
o
u
t
h
Intersection Totals
Weekday, PM Peak Period
1.00
Durston Road & Cottonwood Road
Bozeman, Montana
Thursday, April 30, 2015 | By: Robert Peccia & Associates
F:\Morrison-Maierle, Inc\Projects\0417\077\Traffic Data\Traffic Count Data\Durston-Rd_Cottonwood-Rd_Weekday-PM_2015-04-30.xlsx Printed On: 5/5/2016
APPENDIX B-2
SATURDAY, MIDDAY PEAK PERIOD
TURNING MOVEMENT COUNTS
Page 1/1
Intersection:
Location:
Date Count Performed:
Count Time Period:
Seasonal Adjustment Factor:
Street/Approach Total Peak Hour %% Buses % Heavy
Road Movement 12:00 12:15 12:30 12:45 1:00 1:15 1:30 1:45 Total %%Volume PHF Trucks & RV's Vehicles
L 3 4 8 5 10 8 4 11 53 85.48%8.98%33 0.75 0.00%0.00%0.00%
R 2 0 1 3 0 1 1 1 9 14.52%1.53%3 0.75 0.00%0.00%0.00%
Bike/Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00
T 28 27 28 24 22 27 29 34 219 77.66%37.12%112 0.82 1.83%0.00%1.83%
R 7 9 10 4 7 4 13 9 63 22.34%10.68%33 0.63 0.00%0.00%0.00%
Bike/Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00
L 2 0 0 2 2 2 3 0 11 4.47%1.86%7 0.58 0.00%0.00%0.00%
T 28 21 33 21 32 41 30 29 235 95.53%39.83%132 0.80 2.55%0.00%2.55%
Bike/Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00
70 61 80 59 73 83 80 84 590 100.00%320 0.95 1.69%0.00%1.69%
270 273 295 295 320
Intersection Turning Movement Count Summary
Hourly Volume
Ba
x
t
e
r
L
a
n
e
Fr
o
m
t
h
e
E
a
s
t
Ba
x
t
e
r
L
a
n
e
Fr
o
m
t
h
e
W
e
s
t
Start Time
Ha
r
p
e
r
P
u
c
k
e
t
R
o
a
d
Fr
o
m
t
h
e
N
o
r
t
h
Intersection Totals
Saturday, Midday Peak Period
1.00
Baxter Lane & Harper Pucket Road
Bozeman, Montana
Saturday, February 20, 2016 - By: Morrison-Maierle, Inc.
N:\0417\077\Traffic Data\Traffic Count Data\Baxter-Ln_Harper-Pucket-Rd_Saturday-Mid_2016-02-20.xlsx Printed On: 5/3/2016
Page 1/1
Intersection:
Location:
Date Count Performed:
Count Time Period:
Seasonal Adjustment Factor:
Street/Approach Total Peak Hour %% Buses % Heavy
Road Movement 12:00 12:15 12:30 12:45 1:00 1:15 1:30 1:45 Total %%Volume PHF Trucks & RV's Vehicles
L 3 6 5 7 7 11 14 11 64 41.56%7.20%43 0.77 4.69%0.00%4.69%
R 6 10 8 16 10 16 12 12 90 58.44%10.12%50 0.78 0.00%0.00%0.00%
Bike/Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00
L 18 18 25 24 21 23 16 14 159 37.95%17.89%74 0.80 1.89%0.00%1.89%
T 38 34 35 25 22 29 33 39 255 60.86%28.68%123 0.79 1.96%0.39%2.35%
Bike/Ped 0 1 2 0 1 1 0 0 5 1.19%0.56%2 0.50
T 25 24 38 20 41 37 29 37 251 79.43%28.23%144 0.88 1.20%0.00%1.20%
R 5 7 8 6 9 10 9 6 60 18.99%6.75%34 0.85 1.67%0.00%1.67%
Bike/Ped 0 0 0 0 2 0 1 2 5 1.58%0.56%5 0.63
95 100 121 98 113 127 114 121 889 100.00%475 0.94 1.69%0.11%1.80%
414 432 459 452 475
Intersection Turning Movement Count Summary
Hourly Volume
Ba
x
t
e
r
L
a
n
e
Fr
o
m
t
h
e
E
a
s
t
Ba
x
t
e
r
L
a
n
e
Fr
o
m
t
h
e
W
e
s
t
Start Time
Fl
a
n
d
e
r
s
M
i
l
l
R
o
a
d
Fr
o
m
t
h
e
S
o
u
t
h
Intersection Totals
Saturday, Midday Peak Period
1.00
Baxter Lane & Flanders Mill Road
Bozeman, Montana
Saturday, February 20, 2016 - By Morrison-Maierle, Inc.
N:\0417\077\Traffic Data\Traffic Count Data\Baxter-Ln_Flanders-Mill-Rd_Saturday-Midday_2015-02-20.xlsx Printed On: 5/3/2016
Page 1/1
Intersection:
Location:
Date Count Performed:
Count Time Period:
Seasonal Adjustment Factor:
Street/Approach Total Peak Hour %% Buses % Heavy
Road Movement 12:00 12:15 12:30 12:45 1:00 1:15 1:30 1:45 Total %%Volume PHF Trucks & RV's Vehicles
L 4 2 2 5 6 7 5 4 35 43.21%4.14%20 0.71 0.00%0.00%0.00%
T 0 0 1 0 0 0 0 0 1 1.23%0.12%1 0.25 0.00%0.00%0.00%
R 4 3 7 6 6 5 5 3 39 48.15%4.62%24 0.86 0.00%0.00%0.00%
U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00%
Bike/Ped 0 0 2 0 1 0 2 1 6 7.41%0.71%3 0.38
L 0 1 0 0 3 0 0 1 5 25.00%0.59%3 0.25 0.00%0.00%0.00%
T 0 0 0 0 0 2 0 0 2 10.00%0.24%2 0.25 0.00%0.00%0.00%
R 1 1 1 1 2 0 1 1 8 40.00%0.95%4 0.50 0.00%0.00%0.00%
U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00%
Bike/Ped 1 0 0 2 1 0 0 1 5 25.00%0.59%3 0.38
L 1 2 0 4 1 2 0 1 11 2.66%1.30%7 0.44 0.00%0.00%0.00%
T 40 42 39 49 47 41 44 36 338 81.64%40.00%176 0.90 0.59%0.59%1.18%
R 4 5 3 9 8 13 7 6 55 13.29%6.51%33 0.63 1.82%0.00%1.82%
U-Turn 0 0 0 1 2 1 1 3 8 1.93%0.95%4 0.50 0.00%0.00%0.00%
Bike/Ped 0 0 0 0 0 0 1 1 2 0.48%0.24%0 0.00
L 3 2 2 2 4 4 3 2 22 6.67%2.60%12 0.75 0.00%0.00%0.00%
T 39 33 51 42 40 35 36 30 306 92.73%36.21%168 0.82 1.96%0.00%1.96%
R 0 0 1 0 0 0 0 0 1 0.30%0.12%1 0.25 0.00%0.00%0.00%
U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00%
Bike/Ped 0 0 0 0 0 0 0 1 1 0.30%0.12%0 0.00
97 91 109 121 121 110 105 91 845 100.00%461 0.95 1.07%0.24%1.30%
418 442 461 457 427
Intersection Turning Movement Count Summary
Hourly Volume
Ba
x
t
e
r
L
a
n
e
Fr
o
m
t
h
e
E
a
s
t
Ba
x
t
e
r
L
a
n
e
Fr
o
m
t
h
e
W
e
s
t
Start Time
Fe
r
g
u
s
o
n
A
v
e
n
u
e
Fr
o
m
t
h
e
N
o
r
t
h
Fe
r
g
u
s
o
n
A
v
e
n
u
e
Fr
o
m
t
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e
S
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h
Intersection Totals
Saturday, Midday Peak Period
1.00
Baxter Lane & Ferguson Avenue
Bozeman, Montana
Saturday, March 26, 2016 | By: Morrison-Maierle, Inc.
F:\Morrison-Maierle, Inc\Projects\0417\077\Traffic Data\Traffic Count Data\Baxter-Ln_Ferguson-Ave_Saturday-Midday_2016-03-26.xlsx Printed On: 5/3/2016
Page 1/1
Intersection:
Location:
Date Count Performed:
Count Time Period:
Seasonal Adjustment Factor:
Street/Approach Total Peak Hour %% Buses % Heavy
Road Movement 12:00 12:15 12:30 12:45 1:00 1:15 1:30 1:45 Total %%Volume PHF Trucks & RV's Vehicles
L 1 0 1 5 2 2 1 0 12 2.05%0.64%7 0.35 0.00%0.00%0.00%
T 40 32 60 45 30 41 38 43 329 56.14%17.43%177 0.74 0.91%0.30%1.22%
R 36 29 26 29 29 34 27 31 241 41.13%12.76%120 0.83 0.83%0.00%0.83%
Bike/Ped 0 1 1 1 1 0 0 0 4 0.68%0.21%3 0.75
L 12 10 8 12 8 10 12 13 85 17.82%4.50%42 0.88 1.18%0.00%1.18%
T 49 39 49 41 26 26 33 45 308 64.57%16.31%178 0.91 0.32%0.00%0.32%
R 17 14 8 15 7 7 8 7 83 17.40%4.40%54 0.79 0.00%2.41%2.41%
Bike/Ped 1 0 0 0 0 0 0 0 1 0.21%0.05%1 0.25
L 14 19 13 16 9 13 10 16 110 33.54%5.83%62 0.82 1.82%0.00%1.82%
T 27 19 25 27 23 28 30 23 202 61.59%10.70%98 0.91 1.49%0.00%1.49%
R 0 1 2 0 3 1 2 3 12 3.66%0.64%3 0.38 0.00%0.00%0.00%
Bike/Ped 0 0 1 0 0 0 2 1 4 1.22%0.21%1 0.25
L 24 23 21 18 23 22 29 20 180 36.22%9.53%86 0.90 2.78%0.00%2.78%
T 26 30 31 33 16 21 25 32 214 43.06%11.33%120 0.91 2.80%0.47%3.27%
R 7 13 17 14 20 11 9 9 100 20.12%5.30%51 0.75 0.00%0.00%0.00%
Bike/Ped 0 0 0 1 0 0 0 2 3 0.60%0.16%1 0.25
254 230 263 257 197 216 226 245 1888 100.00%1004 0.95 1.22%0.21%1.43%
1004 947 933 896 884
Intersection Turning Movement Count Summary
Hourly Volume
Du
r
s
t
o
n
R
o
a
d
Fr
o
m
t
h
e
E
a
s
t
Du
r
s
t
o
n
R
o
a
d
Fr
o
m
t
h
e
W
e
s
t
Start Time
Fe
r
g
u
s
o
n
A
v
e
n
u
e
Fr
o
m
t
h
e
N
o
r
t
h
Fe
r
g
u
s
o
n
A
v
e
n
u
e
Fr
o
m
t
h
e
S
o
u
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Intersection Totals
Saturday, Midday Peak Period
1.00
Durston Road & Ferguson Avenue
Bozeman, Montana
Saturday, March 26, 2016 | By: Morrison-Maierle, Inc.
N:\0417\077\Traffic Data\Traffic Count Data\Durston-Rd_Ferguson-Ave_Saturday-Midday_2016-03-26.xlsx Printed On: 5/4/2016
Page 1/1
Intersection:
Location:
Date Count Performed:
Count Time Period:
Seasonal Adjustment Factor:
Street/Approach Total Peak Hour %% Buses % Heavy
Road Movement 12:00 12:15 12:30 12:45 1:00 1:15 1:30 1:45 Total %%Volume PHF Trucks & RV's Vehicles
L 6 5 4 7 7 9 11 8 57 36.08%4.52%22 0.79 0.00%0.00%0.00%
R 13 10 12 14 10 7 11 17 94 59.49%7.45%49 0.88 3.19%0.00%3.19%
Bike/Ped 2 0 0 0 1 1 3 0 7 4.43%0.55%2 0.25
T 73 59 59 59 46 67 88 44 495 86.09%39.22%250 0.86 1.41%0.40%1.82%
R 8 9 11 6 11 8 6 6 65 11.30%5.15%34 0.77 1.54%0.00%1.54%
Bike/Ped 5 0 0 3 1 4 1 1 15 2.61%1.19%8 0.40
L 13 11 9 11 11 11 8 20 94 17.77%7.45%44 0.85 0.00%0.00%0.00%
T 51 53 68 57 40 48 54 52 423 79.96%33.52%229 0.84 1.42%0.24%1.65%
Bike/Ped 0 0 0 2 1 5 1 3 12 2.27%0.95%2 0.25
171 147 163 159 128 160 183 151 1262 100.00%640 0.94 1.35%0.24%1.58%
640 597 610 630 622
Intersection Turning Movement Count Summary
Hourly Volume
Du
r
s
t
o
n
R
o
a
d
Fr
o
m
t
h
e
E
a
s
t
Du
r
s
t
o
n
R
o
a
d
Fr
o
m
t
h
e
W
e
s
t
Start Time
Fl
a
n
d
e
r
s
M
i
l
l
R
o
a
d
Fr
o
m
t
h
e
N
o
r
t
h
Intersection Totals
Saturday, Midday Peak Period
1.00
Durston Road & Flanders Mill Road
Bozeman, Montana
Saturday, March 5, 2016 | By: Morrison-Maierle, Inc.
F:\Morrison-Maierle, Inc\Projects\0417\077\Traffic Data\Traffic Count Data\Durston-Rd_Flanders-Mill-Rd_Saturday-Mid_2016-03-05.xlsx Printed On: 5/4/2016
Page 1/1
Intersection:
Location:
Date Count Performed:
Count Time Period:
Seasonal Adjustment Factor:
Street/Approach Total Peak Hour %% Buses % Heavy
Road Movement 12:00 12:15 12:30 12:45 1:00 1:15 1:30 1:45 Total %%Volume PHF Trucks & RV's Vehicles
L 7 3 7 4 5 3 4 2 35 48.61%2.72%21 0.75 0.00%0.00%0.00%
T 4 2 2 4 5 4 3 1 25 34.72%1.94%12 0.75 0.00%0.00%0.00%
R 2 0 0 0 0 0 2 0 4 5.56%0.31%2 0.25 0.00%0.00%0.00%
Bike/Ped 0 2 0 1 2 1 2 0 8 11.11%0.62%3 0.38
L 20 16 13 11 9 11 10 15 105 33.98%8.15%60 0.75 1.90%0.00%1.90%
T 2 4 3 3 5 3 9 3 32 10.36%2.48%12 0.75 3.13%0.00%3.13%
R 20 29 23 20 13 14 17 26 162 52.43%12.58%92 0.79 1.23%0.62%1.85%
Bike/Ped 3 0 0 2 3 2 0 0 10 3.24%0.78%5 0.42
L 27 22 16 23 12 27 17 23 167 31.51%12.97%88 0.81 2.40%0.60%2.99%
T 51 33 40 38 36 41 58 29 326 61.51%25.31%162 0.79 0.92%0.31%1.23%
R 6 4 5 2 0 3 5 3 28 5.28%2.17%17 0.71 3.57%0.00%3.57%
Bike/Ped 0 2 0 1 3 3 0 0 9 1.70%0.70%3 0.38
L 0 0 1 0 2 1 0 0 4 1.06%0.31%1 0.25 0.00%0.00%0.00%
T 23 24 41 37 24 31 37 33 250 66.31%19.41%125 0.76 1.60%0.00%1.60%
R 14 10 8 21 11 17 15 16 112 29.71%8.70%53 0.63 0.89%0.00%0.89%
Bike/Ped 1 1 0 0 1 3 3 2 11 2.92%0.85%2 0.50
180 152 159 167 131 164 182 153 1288 100.00%658 0.91 1.40%0.23%1.63%
658 609 621 644 630
Intersection Turning Movement Count Summary
Hourly Volume
Du
r
s
t
o
n
R
o
a
d
Fr
o
m
t
h
e
E
a
s
t
Du
r
s
t
o
n
R
o
a
d
Fr
o
m
t
h
e
W
e
s
t
Start Time
Co
t
t
o
n
w
o
o
d
R
o
a
d
Fr
o
m
t
h
e
N
o
r
t
h
Co
t
t
o
n
w
o
o
d
R
o
a
d
Fr
o
m
t
h
e
S
o
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Intersection Totals
Saturday, Midday Peak Period
1.00
Durston Road & Cottonwood Road
Bozeman, Montana
Saturday, March 5, 2016 | By: Morrison-Maierle, Inc.
F:\Morrison-Maierle, Inc\Projects\0417\077\Traffic Data\Traffic Count Data\Durston-Rd_Cottonwood-Rd_Saturday-Midday_2016-03-05.xlsx Printed On: 5/5/2016
APPENDIX B-3
VOLUME COUNTS
Page 1/1
Seasonal Factor:
Hour % of
Begin NB SB NB SB NB SB NB SB NB SB NB SB EB WB EB WB EB WB EB WB EB WB TOTAL Total
0:00 1 0 7 4 4 1 6 5 5 3 12 4 7 12 21 10 6 3 14 11 34 0.65%
1:00 2 0 0 4 2 0 2 1 3 3 3 1 12 3 11 4 2 2 11 4 19 0.36%
2:00 1 1 1 1 1 1 2 0 2 3 2 1 8 3 2 5 2 1 5 4 12 0.23%3:00 2 0 1 3 2 3 1 1 2 1 5 5 2 7 0 2 2 2 1 5 10 0.19%
4:00 5 0 2 1 6 3 6 2 2 2 5 4 3 1 4 3 5 2 4 2 13 0.25%
5:00 7 13 7 18 6 16 7 12 4 16 5 18 2 4 2 1 6 15 2 3 26 0.49%6:00 20 24 23 31 23 17 20 23 28 25 29 19 7 6 3 6 24 23 5 6 58 1.10%
7:00 107 124 105 142 96 130 107 134 103 160 121 146 22 29 21 18 107 139 22 23 291 5.54%
8:00 140 154 141 193 122 160 136 170 120 161 138 151 46 57 29 46 133 165 37 51 386 7.35%9:00 65 80 72 90 59 84 72 85 72 95 63 83 66 58 53 73 67 86 59 66 278 5.29%
10:00 59 60 54 60 72 54 67 90 72 85 72 74 78 70 85 78 66 71 82 74 293 5.58%
11:00 81 66 60 64 80 81 102 90 90 90 87 99 88 72 77 67 83 81 83 69 316 6.01%12:00 93 109 90 82 90 103 88 109 82 95 96 93 94 83 86 82 90 99 90 82 361 6.87%
13:00 99 103 81 82 92 88 89 96 84 75 89 82 84 105 86 74 89 88 85 90 352 6.70%
14:00 89 88 78 81 77 82 76 73 81 74 109 96 84 93 84 78 85 82 84 86 337 6.41%15:00 172 117 129 167 130 144 153 131 130 149 143 134 80 94 78 102 143 140 79 98 460 8.75%
16:00 133 135 140 120 136 123 136 129 153 154 85 83 73 85 139 132 79 84 434 8.26%
17:00 191 157 194 142 200 184 187 171 176 160 176 160 74 99 83 73 187 162 78 86 513 9.76%
18:00 137 104 136 100 169 135 119 91 140 99 108 93 80 65 73 71 135 104 76 68 383 7.29%
19:00 84 87 113 84 98 92 68 85 72 71 69 56 54 45 30 41 84 79 42 43 248 4.72%
20:00 35 35 53 53 32 63 56 60 43 67 52 72 33 46 31 40 45 58 32 43 178 3.39%
21:00 30 33 32 63 40 43 32 35 30 28 43 52 31 28 19 27 34 42 25 27 128 2.44%
22:00 21 18 15 20 28 19 24 18 19 12 25 38 25 19 12 15 22 21 19 17 79 1.50%
23:00 6 5 7 8 4 12 13 7 8 12 19 27 11 21 8 7 10 12 10 14 46 0.88%
TOTAL 1,579 1,512 1,543 1,612 1,571 1,638 935 1,023 498 467 1,504 1,617 1,625 1,662 1,076 1,102 971 1,009 1,566 1,609 1,024 1,056 5,255 100.00%
5,255
4/1/2016
Friday
3,287
4/6/2016
Wednesday
3,209
4/7/2016
Thursday
1,958
Flanders Mill Road (Traffic Counter #019950)+/- 190 ft South of Baxter Lane
03/30/2016 to 04/07/2016
Rural Principal Arterial1.060
3/30/2016
Wednesday
4/5/2016
Tuesday
TRAFFIC VOLUME COUNT SUMMARY
Roadway:Count Location:
Road Classification:
Dates Performed:
Saturday
4/3/2016
Sunday
3/31/2016
Thursday
4/4/2016
2,080
Average
Weekend
2,178 1,980 3,175
Weekday
Average
4/2/2016
3,091 3,156 966 3,121
Monday
0.0%
2.0%
4.0%
6.0%
8.0%
10.0%
12.0%
0:00 1:00 2:00 3:00 4:00 5:00 6:00 7:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00
Pe
r
c
e
n
t
a
g
e
o
f
T
o
t
a
l
Time of Day
Percentage of Daily Traffic Volume Per Hour
N:\0417\077\Traffic Data\Traffic Count Data\Flanders-Mill-Rd_S_Baxter-Ln_TC-019950_2016-03-30_to_2016-04-07.xlsx Printed On: 5/5/2016
Page 1/1
Seasonal Factor:
Hour % of
Begin EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB TOTAL Total
0:00 14 15 6 12 5 10 3 13 5 8 19 26 14 27 7 12 16 26 61 0.49%
1:00 2 1 3 5 3 4 6 5 3 4 12 7 11 18 4 4 12 12 32 0.26%
2:00 3 3 3 3 3 0 3 3 4 5 6 12 6 5 3 3 6 9 21 0.17%
3:00 2 3 4 2 1 2 4 2 2 5 5 6 5 7 3 3 5 7 18 0.15%
4:00 13 6 13 8 14 6 14 3 8 4 19 1 6 4 13 6 12 3 34 0.27%
5:00 33 35 39 47 39 36 33 39 37 33 20 13 15 11 36 38 18 12 104 0.84%
6:00 103 48 93 49 99 46 79 56 87 59 33 12 21 11 92 52 27 12 183 1.48%
7:00 224 218 216 190 199 218 211 209 199 194 89 59 44 35 210 206 66 47 529 4.27%
8:00 276 265 260 244 279 263 278 213 254 236 192 110 107 74 269 244 149 92 754 6.08%
9:00 187 198 190 188 181 198 174 211 226 184 235 160 156 117 192 196 195 139 722 5.83%
10:00 245 198 239 207 216 195 231 163 224 226 232 227 184 145 231 198 208 186 823 6.64%
11:00 219 266 242 253 232 228 218 237 278 269 310 239 203 208 238 250 256 224 968 7.81%
12:00 244 277 232 291 234 284 249 288 300 343 248 306 225 256 252 297 236 281 1,066 8.60%
13:00 213 244 222 262 215 285 253 261 255 337 238 284 211 242 232 278 225 263 998 8.05%
14:00 219 240 211 236 208 254 200 253 254 297 216 259 195 269 219 256 205 264 944 7.62%
15:00 270 310 230 308 262 306 262 308 266 370 166 260 181 241 258 320 174 250 1,002 8.09%
16:00 265 319 261 290 274 310 249 367 297 321 202 240 169 218 269 322 185 229 1,005 8.11%
17:00 285 377 273 340 269 352 313 338 296 317 186 211 138 198 287 345 162 204 998 8.05%
18:00 227 271 175 269 229 259 214 278 181 250 204 261 144 238 100 156 205 265 122 197 789 6.37%
19:00 107 170 109 182 151 202 131 175 119 184 78 132 85 116 124 183 82 124 513 4.14%
20:00 70 111 74 97 89 132 62 121 93 138 63 87 43 73 77 120 53 80 330 2.66%
21:00 50 65 42 76 68 88 50 80 71 76 66 89 35 46 56 77 50 67 250 2.02%
22:00 28 37 35 35 29 47 35 57 40 58 40 69 23 26 33 47 31 47 158 1.27%
23:00 8 23 7 15 4 20 18 20 38 40 34 44 7 20 15 23 21 32 91 0.73%
TOTAL 3,309 3,701 3,180 3,612 3,303 3,745 3,292 3,700 3,175 3,462 565 757 2,852 3,090 2,186 2,525 3,325 3,745 2,516 2,807 12,393 100.00%
12,3936,637
West Oak Street (Traffic Counter #019965)
+/- 195 ft East of Ferguson Avenue
03/04/2016 to 03/11/2016
Urban Principal Arterial1.030
3/9/2016
Wednesday
3/8/2016
Tuesday
TRAFFIC VOLUME COUNT SUMMARY
Roadway:
Count Location:
Road Classification:
Dates Performed:
Saturday
3/6/2016
Sunday
3/10/2016
Thursday
3/4/2016
Friday
3/11/2016
Friday
3/7/2016
5,323
Average
Weekend
1,323 5,942 4,710 7,070
Weekday
Average
3/5/2016
7,010 6,792 7,048 6,992
Monday
0.0%
1.0%
2.0%
3.0%
4.0%
5.0%
6.0%
7.0%
8.0%
9.0%
10.0%
0:00 1:00 2:00 3:00 4:00 5:00 6:00 7:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00
Pe
r
c
e
n
t
a
g
e
o
f
T
o
t
a
l
Time of Day
Percentage of Daily Traffic Volume Per Hour
N:\0417\077\Traffic Data\Traffic Count Data\W-Oak-St_E_Ferguson-Ave_TC-019965_2016-03-04_to_2016-03-11.xlsx Printed On: 5/5/2016
Page 1/1
Seasonal Factor:
Hour % of
Begin EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB TOTAL Total
0:00 10 25 10 17 11 18 7 18 11 18 15 27 29 41 32 47 11 21 31 44 107 0.70%
1:00 8 15 5 3 2 13 10 7 3 12 5 23 13 41 24 42 6 12 19 42 79 0.51%
2:00 4 4 5 4 7 0 7 8 5 5 12 14 13 28 21 29 7 6 17 29 59 0.38%3:00 6 4 3 2 4 1 3 6 5 1 7 7 9 8 11 10 5 4 10 9 28 0.18%
4:00 8 10 8 11 9 6 8 13 11 9 11 5 8 12 7 6 9 9 8 9 35 0.23%
5:00 50 25 52 16 44 23 47 17 48 21 52 11 21 6 13 5 49 19 17 6 91 0.59%6:00 88 82 97 68 93 69 95 68 99 74 97 67 39 20 25 19 95 71 32 20 218 1.42%
7:00 382 276 366 263 362 264 357 268 333 246 332 233 93 66 62 32 355 258 78 49 740 4.81%
8:00 390 286 448 281 389 279 418 274 411 287 404 279 208 142 134 130 410 281 171 136 998 6.49%9:00 226 168 219 189 210 168 206 174 236 176 238 158 253 225 174 154 223 172 214 190 799 5.20%
10:00 204 198 199 183 225 170 227 206 223 168 224 213 265 230 266 207 217 190 266 219 892 5.80%
11:00 258 214 246 220 222 231 251 236 225 224 222 220 318 277 286 215 237 224 302 246 1,009 6.56%12:00 283 286 253 276 263 279 243 249 250 236 283 310 269 293 308 274 263 273 289 284 1,109 7.21%
13:00 251 262 229 256 254 268 230 245 265 294 282 308 205 251 246 265 244 280 1,035 6.73%
14:00 269 273 217 239 247 261 220 258 291 364 296 301 237 274 249 279 267 288 1,083 7.05%15:00 315 441 336 374 313 373 307 367 381 394 233 284 208 250 330 390 221 267 1,208 7.86%
16:00 334 394 319 360 340 370 332 368 323 413 238 266 238 260 330 381 238 263 1,212 7.88%
17:00 387 480 397 479 435 520 408 529 393 466 306 259 225 257 404 495 266 258 1,423 9.26%
18:00 275 311 280 338 298 380 325 319 300 320 281 321 236 205 189 216 293 332 213 211 1,049 6.82%
19:00 174 239 186 290 232 261 198 256 223 294 175 204 152 197 130 172 198 257 141 185 781 5.08%
20:00 75 123 99 159 153 222 117 200 123 189 150 182 136 188 123 139 120 179 130 164 593 3.86%
21:00 76 110 69 121 108 153 86 144 83 134 98 167 91 125 77 78 87 138 84 102 411 2.67%
22:00 37 63 33 54 36 72 48 74 36 67 90 115 78 112 39 57 47 74 59 85 265 1.72%
23:00 20 42 22 38 19 45 18 39 24 38 55 72 49 56 13 32 26 46 31 44 147 0.96%
TOTAL 4,130 4,331 4,098 4,241 4,276 4,446 1,879 1,544 792 1,032 4,146 4,286 4,404 4,559 3,635 3,690 3,047 3,156 4,217 4,376 3,348 3,430 15,371 100.00%
15,3718,461 8,339 1,824 8,432
Monday
6,778
Average
Weekend
7,325 6,203 8,593
Weekday
Average
4/2/20164/5/2016
Tuesday
TRAFFIC VOLUME COUNT SUMMARY
Roadway:Count Location:
Road Classification:
Dates Performed:
Saturday
4/3/2016
Sunday
3/31/2016
Thursday
4/4/2016
Durston Road (Traffic Counter #019970)+/- 200 ft East of Flanders Mill Road
03/30/2016 to 04/07/2016
Urban Minor Arterial1.000
4/1/2016
Friday
8,963
4/6/2016
Wednesday
8,722
4/7/2016
Thursday
3,423
3/30/2016
Wednesday
0.0%
1.0%
2.0%
3.0%
4.0%
5.0%
6.0%
7.0%
8.0%
9.0%
10.0%
0:00 1:00 2:00 3:00 4:00 5:00 6:00 7:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00
Pe
r
c
e
n
t
a
g
e
o
f
T
o
t
a
l
Time of Day
Percentage of Daily Traffic Volume Per Hour
N:\0417\077\Traffic Data\Traffic Count Data\Durston-Rd_E_Flanders-Mill-Rd_TC-019970_2016-03-30_to_2016-04-07.xlsx Printed On: 5/5/2016
Page 1/1
Seasonal Factor:
Hour % of
Begin EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB TOTAL Total
0:00 11 24 11 15 12 19 7 16 11 17 15 23 29 43 36 41 11 19 33 42 105 0.65%
1:00 9 15 2 2 3 10 10 7 4 12 4 20 12 35 25 40 5 11 19 38 73 0.45%
2:00 4 4 5 5 7 2 8 5 4 6 11 16 14 25 21 30 7 6 18 28 59 0.36%3:00 7 4 2 2 7 2 2 6 6 2 7 5 6 11 9 11 5 4 8 11 28 0.17%
4:00 15 10 10 11 12 8 15 14 11 10 13 8 10 11 9 7 13 10 10 9 42 0.26%
5:00 44 26 44 19 38 23 41 20 43 23 45 15 20 7 14 6 43 21 17 7 88 0.54%6:00 85 81 88 67 103 67 103 71 98 74 108 65 41 26 24 19 98 71 33 23 225 1.38%
7:00 361 286 358 288 368 287 354 274 319 283 336 268 91 70 64 32 349 281 78 51 759 4.67%
8:00 398 323 435 317 393 319 418 311 421 331 384 324 199 150 133 145 408 321 166 148 1,043 6.41%9:00 223 189 242 213 215 175 214 197 234 203 238 177 266 247 178 171 228 192 222 209 851 5.23%
10:00 210 208 198 193 243 175 249 231 223 188 227 224 276 236 293 226 225 203 285 231 944 5.80%
11:00 275 219 262 228 233 251 290 260 230 246 239 259 347 280 303 240 255 244 325 260 1,084 6.66%12:00 277 302 269 295 276 289 258 285 273 251 287 355 290 325 319 291 273 296 305 308 1,182 7.27%
13:00 256 289 243 272 263 267 249 283 227 262 285 310 297 340 224 264 254 281 261 302 1,098 6.75%
14:00 278 287 227 247 247 271 233 279 227 267 289 352 304 334 259 289 250 284 282 312 1,128 6.94%15:00 369 442 356 415 337 384 340 412 333 408 374 407 261 318 222 281 352 411 242 300 1,305 8.02%
16:00 361 414 365 367 377 391 388 454 341 417 343 447 260 308 235 273 363 415 248 291 1,317 8.10%
17:00 421 516 482 512 471 541 509 509 430 529 431 551 425 511 311 305 247 272 453 524 279 289 1,545 9.50%
18:00 321 328 328 340 343 392 350 348 336 327 341 332 294 322 248 208 183 220 330 341 216 214 1,101 6.77%
19:00 186 259 208 285 236 283 241 305 188 272 218 302 181 202 159 204 124 178 208 273 142 191 814 5.00%
20:00 80 126 91 157 154 249 153 233 112 199 118 210 143 192 140 204 126 146 122 195 133 175 625 3.84%
21:00 78 119 63 136 112 166 106 181 84 141 85 131 97 173 94 132 74 80 89 150 84 106 429 2.64%
22:00 38 59 32 59 42 71 49 66 45 71 43 69 82 114 83 117 39 59 47 73 61 88 269 1.65%
23:00 18 39 23 39 16 48 34 46 26 42 23 43 49 75 47 61 12 33 27 47 30 47 151 0.93%
TOTAL 4,325 4,569 4,344 4,484 4,508 4,690 4,621 4,813 1,221 1,581 4,264 4,638 4,476 4,864 3,805 3,997 3,173 3,354 4,415 4,673 3,497 3,680 16,265 100.00%
16,2658,894 8,828 2,802 8,902
Monday
7,177
Average
Weekend
7,802 6,527 9,088
Weekday
Average
4/2/20164/5/2016
Tuesday
TRAFFIC VOLUME COUNT SUMMARY
Roadway:Count Location:
Road Classification:
Dates Performed:
Saturday
4/3/2016
Sunday
3/31/2016
Thursday
4/4/2016
Durston Road (Traffic Counter #019917)+/- 200 ft West of Flanders Mill Road
03/30/2016 to 04/07/2016
Urban Minor Arterial1.000
4/1/2016
Friday
9,340
4/6/2016
Wednesday
9,198
4/7/2016
Thursday
9,434
3/30/2016
Wednesday
0.0%
1.0%
2.0%
3.0%
4.0%
5.0%
6.0%
7.0%
8.0%
9.0%
10.0%
0:00 1:00 2:00 3:00 4:00 5:00 6:00 7:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00
Pe
r
c
e
n
t
a
g
e
o
f
T
o
t
a
l
Time of Day
Percentage of Daily Traffic Volume Per Hour
N:\0417\077\Traffic Data\Traffic Count Data\Durston-Rd_W_Flanders-Mill-Rd_TC-019917_2016-03-30_to_2016-04-07.xlsx Printed On: 5/5/2016
APPENDIX C
TRIP GENERATION &
PARKING DEMAND ANALYSES
Page 1/1
Independent
Variable Units Enter Exit Total Enter Exit Total Enter Exit Total
Fields1 4 143 142 285 48 23 71 58 63 121
Fields1 2 72 71 143 23 12 35 29 32 61
Fields1 3 107 107 214 36 17 53 44 47 91
Fields1 5 179 178 357 59 29 88 73 79 152
Fields1 6 214 214 428 71 35 106 87 95 182
Total Fields 6 214 214 428 71 35 106 87 95 182
Fields1 4 143 142 285 48 23 71 58 63 121
Fields1 4 142 143 285 48 23 71 58 63 121
Employees2 14 652 652 1,304 74 43 117 55 57 112
Total Estimated Trips for Alternate IV-A Total Fields 9 937 937 1,874 170 89 259 171 183 354
Fields1 2 72 71 143 23 12 35 29 32 61
Fields1 4 143 142 285 48 23 71 58 63 121
Fields1 4 142 143 285 48 23 71 58 63 121
Employees2 14 652 652 1,304 74 43 117 55 57 112
Total Fields 11 1,009 1,008 2,017 193 101 294 200 215 415
Fields1 14 500 499 999 166 82 248 204 221 425
Employees2 14 652 652 1,304 74 43 117 55 57 112
Total Estimated Trips for Alternate IV-C Total Fields 15 1,152 1,151 2,303 240 125 365 259 278 537
Total Fields 15 1,152 1,151 2,303 240 125 365 259 278 537
Total Fields 21 1,366 1,365 2,731 311 160 471 346 373 719
1Trip Generation Data from ITE Land Use Code 488 - Soccer Complex | Independent Variable: Fields
Average Vehicle Trip Ends On a:
Weekday
Average Vehicle Trip Ends On a:
Weekday, Peak Hour of Adjacent Street Traffic,
One Hour Between 4:00 and 6:00 p.m.
Average Vehicle Trip Ends On a:
Saturday, Peak Hour of Generator
2Trip Generation Data from ITE Land Use Code 493 - Athletic Club | Independent Variable: Employees
Average Vehicle Trip Ends On a:
Weekday
Average Vehicle Trip Ends On a:
Weekday, P.M. Peak Hour of Generator
Average Vehicle Trip Ends On a:
Saturday, Peak Hour of Generator
Source: Trip Generation Manual, 9th Edition - Volume 2: Data, Institute of Transportation Engineers (ITE), 2012
Note:The trip generation shown for the soccer complex land use from the Trip Generation Manual, 9th Edition - Volume 2: Data also includes
anticipated traffic contributions from ancillary amenities such as stadium seating, fitness trails, activities shelters, picnic grounds, and/or
playgrounds.
ESTIMATED BOZEMAN SPORTS PARK TRIP GENERATION
Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination:
Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination:
T = 17.70(X)67% Entering
33% Exiting R2 = ****
Coefficient of Determination:
T = 71.33(X)
T = Average Vehicle Trip Ends
X = Independent Variable Units
Average Weekday Average Saturday
T = Average Vehicle Trip Ends
TOTAL ESTIMATED TRIPS AT FULL BUILDOUT
X = Independent Variable Units
50% Entering
50% Exiting R2 = ****
Average Trip Generation Rate Equation:Directional Distribution:
Description
PHASE I IMPROVEMENTS
Alternate I-A
• (4) - 75x120 YD Soccer Fields
Average Weekday Trips PM Peak Hour Trips Midday Peak Hour Trips
• (2) - 60x100 YD U14 Soccer Fields
Alternate I-B
• (3) - 45x80 YD U12 Soccer Fields
*Lacrosse fields can be interchanged with the 60x100 YD U14 soccer fields and larger as well as included in the Indoor Championship Field.
PHASES II - IV IMPROVEMENTS
Alternate IV-A
TOTAL ESTIMATED PHASE I TRIPS
Total Estimated Trips for Alternate I-B
• (4) - 45x80 YD U12 Soccer Fields
• (1) - Indoor Championship Field
Total Estimated Trips for Alternate IV-B
• (14) - 45x80 YD U12 Soccer Fields
TOTAL ESTIMATED PHASES II - IV TRIPS
Alternate I-C
• (6) - 45x80 YD U12 Soccer Fields
• (4) - 80x120 YD Soccer Fields
• (4) - 75x120 YD Soccer Fields
Alternate IV-B
• (2) - 80x120 YD Soccer Fields
• (4) - 60x100 YD U14 Soccer Fields
• (1) - Indoor Championship Field
Alternate IV-C
• (1) - Indoor Championship Field
Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination:
T = 30.34(X)48% Entering
52% Exiting R2 = ****T = Average Vehicle Trip Ends
X = Independent Variable Units
T = 93.17(X)50% Entering
50% Exiting R2 = ****T = Average Vehicle Trip Ends
X = Independent Variable Units
Average Trip Generation Rate Equation:Assumed Directional Distribution:Coefficient of Determination:
T = 8.33(X)63% Entering
37% Exiting R2 = ****T = Average Vehicle Trip Ends
X = Independent Variable Units
Average Trip Generation Rate Equation:Assumed Directional Distribution:Coefficient of Determination:
T = 8.00(X)49% Entering
51% Exiting R2 = ****T = Average Vehicle Trip Ends
X = Independent Variable Units
N:\0417\077\Traffic Data\Trip Generation\Trip-Generation_Bozeman-Sports-Park.xlsx - Total Trip Generation Printed On: 5/11/2016 - 11:32 AM
Page 1/1
Average Total Spaces 85th Percentile Average Total Spaces Spaces Per Minimum Average Maximum
Independent Spaces Per Based on Spaces Per Total Spaces Per Based on Field for Total Total Vehicle Total Vehicle Total Vehicle
Variable Units Field Average Field Spaces Field Average Full Seating Spaces Spaces Spaces Spaces
Fields 4 59 238 63 253 61 244 68 273 238 252 273
Fields 2 59 119 63 127 61 122 60 119 119 122 127
Fields 3 59 178 63 190 61 183 55 166 166 179 190
Fields 5 59 297 63 317 61 305 57 285 285 301 317
Fields 6 59 357 63 380 61 366 55 332 332 359 380
238 304 380
Fields 4 59 238 63 253 61 244 68 273 238 252 273
Fields 4 59 238 63 253 61 244 68 273 238 252 273
Gross Floor Area 138,275 306 306 306 306 277 291 306
Fields 9 84 753 87 783 88 794 95 852 753 795 852
Fields 2 59 119 63 127 61 122 68 137 119 126 137
Fields 4 59 238 63 253 61 244 60 238 238 243 253
Fields 4 59 238 63 253 61 244 55 221 221 239 253
Gross Floor Area 138,275 306 306 306 306 277 291 306
Total Fields 11 79 871 83 910 83 916 82 902 855 900 949
Fields 14 59 833 63 887 61 855 55 775 775 837 887
Gross Floor Area 138,275 306 306 306 306 277 291 306
Total Estimated Trips for Alternate IV-C Total Fields 15 74 1,109 78 1,163 77 1,161 72 1,081 1,052 1,129 1,192
753 941 1,192
Total Estimated Parking Demand for Alternate IV-A
Assumed 1 Space per 500 sf GFA 277
Assumed 1 Space per 500 sf GFA 277
Alternate I-B
ESTIMATED BOZEMAN SPORTS PARK PARKING DEMAND
ITE Study - Tournament Based Parking Demand Estimated Seats - Tournament Based Parking Demand Parking Demand Summary
Description
PHASE I IMPROVEMENTS
Alternate I-A
• (4) - 75x120 YD Soccer Fields
CURRENTLY PROPOSED PHASE I PARKING SUPPLY =262
• (2) - 60x100 YD U14 Soccer Fields
• (3) - 45x80 YD U12 Soccer Fields
Total Estimated Parking Demand for Alternate I-B
Alternate I-C
• (6) - 45x80 YD U12 Soccer Fields
TOTAL ESTIMATED PHASE I PARKING DEMAND =
PHASES II - IV IMPROVEMENTS
Alternate IV-A
• (4) - 80x120 YD Soccer Fields
• (4) - 75x120 YD Soccer Fields
• (1) - Indoor Championship Field Assumed 1 Space per 500 sf GFA 277
*Lacrosse fields can be interchanged with the 60x100 YD U14 soccer fields and larger as well as included in the Indoor Championship Field.
Alternate IV-B
• (2) - 80x120 YD Soccer Fields
• (4) - 60x100 YD U14 Soccer Fields
• (4) - 45x80 YD U12 Soccer Fields
• (1) - Indoor Championship Field
Total Estimated Trips for Alternate IV-B
TOTAL ESTIMATED PHASES II - IV PARKING DEMAND =
CURRENTLY PROPOSED PHASES II - IV PARKING SUPPLY =664
Alternate IV-C
• (14) - 45x80 YD U12 Soccer Fields
• (1) - Indoor Championship Field
N:\0417\077\Traffic Data\Trip Generation\Parking-Generation_Bozeman-Sports-Park.xlsx - Estimated Parking Demand Printed On: 5/11/2016 - 9:33 AM
Data from Parking and Vehicle Trip Generation for Soccer Fields and Elementary Schools
by Ransford S. McCourt, P.E., PTOE (ITE Journal, August 2010)
Observed Active Vehicles
Site Date Vehicles Fields Per Field
OYSA State Cup - Gresham High School | Gresham, OR 4/19/2009 57 1 57
Portland Community College - Rock Creek | Hillsboro, OR 9/13/2008 130 2 65
Lions Club Benton County Adult Soccer Tournament | Corvallis, OR 8/10/2008 62 1 62
Oswego Nike Cup - Lakeridge High School | Lake Oswego, OR 7/26/2008 180 3 60
Crossfire Tournament - Sixty Acre Park | Redmond, WA 7/12/2008 1,002 16 63
OYSA Tournament (Local) - Hillsboro High School | Hillsboro, OR 8/12/2007 242 4 61
Crossfire Tournament - Sixty Acre Park | Redmond, WA 7/27/2007 913 16 57
Cascade Cup - Clackamas High School | Clackamas, OR 7/21/2007 180 3 60
Cascade Cup - Happy Valley Park | Happy Valley, OR 7/20/2007 168 3 56
Cascade Cup - Happy Valley Park | Happy Valley, OR 7/21/2007 221 4 55
League Game - Sunset High School | Beaverton, OR 10/29/2006 59 1 59
55
65
59
3
2
Powerlines Park - Hillsboro, OR 10/23/2006 53 4 13
PCC Rock Creek - Beaverton, OR 3/31/2009 58 4 15
158th / Walker Rec Center - Beaverton, OR 3/31/2009 35 2 18
PCC Rock Creek - Beaverton, OR 4/9/2009 97 6 16
PCC Rock Creek - Beaverton, OR 4/29/2009 77 5 15
13
18
15
2
1
Oswego Nike Cup - Athey Creek MS | West Linn, OR (Uniform Start Times)7/26/2008 370 5 74
OYSA Regional Qualifying Tournament - Woodburn Middle School | Woodburn, OR 8/13/2006 281 3 94
71
94
79
12
9
League Games - (3 of 4 Games Had Overlaps) Powerlines Park | Hillsboro, OR 9/30/2006 180 4 45
League Games - (2 of 4 Games Had Overlaps) Powerlines Park | Hillsboro, OR 9/23/2006 160 4 40
League Game (No Overlap) Mark Twain Middle School | Silverton, OR 10/1/2006 34 1 34
34
45
40
6
4
Standard Deviation of Observed Vehicle Data Mean =
Tournaments and Games with Overlapping Schedules
Minimum Observed Vehicles Per Field =
Maximum Observed Vehicles Per Field =
Average Observed Vehicles Per Field =
Standard Deviation of Observed Vehicle Data =
708 10
Practice
Minimum Observed Vehicles Per Field =
Maximum Observed Vehicles Per Field =
Average Observed Vehicles Per Field =
Standard Deviation of Observed Vehicle Data =
Standard Deviation of Observed Vehicle Data Mean =
Standard Deviation of Observed Vehicle Data Mean =
PARKING DEMAND AT SOCCER FIELD SITES
71
Games Without or Partial Overlapping Schedules
Minimum Observed Vehicles Per Field =
Maximum Observed Vehicles Per Field =
Average Observed Vehicles Per Field =
Standard Deviation of Observed Vehicle Data =
Regional Qualifying Tournament
Minimum Observed Vehicles Per Field =
Maximum Observed Vehicles Per Field =
Average Observed Vehicles Per Field =
Standard Deviation of Observed Vehicle Data =
Standard Deviation of Observed Vehicle Data Mean =
OYSA U-14 Regional Qualifying Tournament - Crystal Springs Park | Corvallis, OR
(Uniform Start Times)8/8/2008
N:\0417\077\Traffic Data\Trip Generation\Parking-Generation_Bozeman-Sports-Park.xlsx
75 & 80 x 120 YD 60 x 100 YD U14 45 x 80 YD U12 Championship
Description Soccer Field Soccer Field Soccer Field Indoor Field
Length of Field (ft) =360 300 240 360
Length of Utilized Seating Area (ft) =252 216 198 226
Average Width of Seat (in) =33 33 33 18
Estimated Available Seats Per Field =92 79 72 452*
Estimated Number of Players Per Field =30 30 24 30
Estimated Number of Coaches Per Field =5 5 5 5
Estimated Number of Officials Per Field =3 3 3 17^
Estimated Persons Per Vehicle Per Player =2.54 2.54 2.54 2.54
Estimated Number of Seats Occupied by
Persons Attending Game with Player =
Estimated Number of Additional Attendees =45 32 35 406
Estimated Persons Per Vehicle Per Attendee =1.5 1.5 1.5 1.5
Estimated Total Vehicles from Players =30 30 24 30
Estimated Total Vehicles from Coaches =5 5 5 5
Estimated Total Vehicles from Officials =3 3 3 17
Estimated Total Vehicles from Additional Attendees =30 22 23 271
Total Estimated Number of Vehicles Per Field =68 60 55 306
Average Number of Vehicles Per Field =306
Total Estimated Number of Vehicles Per Seat =0.75 0.76 0.77 0.68
Average Number of Vehicles Per Seat =0.68
*Championship Indoor Field seating is based
on bleachers with three rows of seating
^Officials per field for Championship Indoor
Field includes three (3) officials and up to
fourteen (14) employees.
ESTIMATED PARKING DEMAND BASED ON SEATING FOR SOCCER FIELDS
Area in blue is seating area. Players and coaches are on opposite side.
46 46 37 46
61
0.76
APPENDIX D
WEEKDAY CAPACITY & LOS
APPENDIX D-1
EXISTING CONDITIONS
Bozeman Sports Park TIS (MMI Project No. 0417.077) 05/05/16
Existing Conditions 08:11:00
Weekday, PM Peak Hour
TEAPAC[Ver 8.62.01] - Capacity Analysis Summary (HCM 2010)
Intersection Averages for Int # 1 - Cottonwood Rd & Durston Rd
V/C 0.531 (Critical V/C 0.749) Control Delay 11.7 Level of Service B+
Sq 14 Phase 1 Phase 2 Phase 3
**/**
North
8
4
5
1 6
2
Cmax=Gmax= 31.8"Gmax= 10.6"Gmax= 31.8"
90"Gavg= 7.9"Gavg= 0.3"Gavg= 16.7"
Cavg=Y+Rc= 5.7"Y+Rc= 4.3"Y+Rc= 5.7"
41"
Gmax= 31.8"Gmax= 10.6"Gmax= 31.8"
Gavg= 7.9"Gavg= 5.3"Gavg= 11.8"
Y+Rc= 5.7"Y+Rc= 4.3"Y+Rc= 5.7"
Lane Width/g/C Adj HCM L Queue
Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1
SB Approach 13.4 B+
R+ T+ L 14/1 0.354 0.194 1815 480 30 0.062 13.4 B+8 ft
7.9"0.3"16.7"
7.9"5.3"11.8"
NB Approach 16.1 B
R+ T+ L 14/1 0.354 0.194 1592 434 254 0.585 16.1 *B 85 ft
WB Approach 8.6 A
R+ T 12/1 0.354 0.408 1844 759 363 0.479 9.0 A 75 ft
L 14/1 0.118 0.129 1814 531 189 0.356 7.8 *A 29 ft
EB Approach 13.4 B+
R+ T 12/1 0.354 0.287 1788 518 355 0.686 13.4 *B+103 ft
L 15/1 0.118 0.008 1875 479 5 0.010 10.1 B+1 ft
APPENDIX D-2
PHASE 1 TOTAL TRAFFIC WITH
EXISTING TRANSPORTATION SYSTEM
Bozeman Sports Park TIS (MMI Project No. 0417.077) 05/10/16
2017 Traffic with Existing Transportation System 16:43:31
Weekday, PM Peak Hour
TEAPAC[Ver 8.62.01] - Capacity Analysis Summary (HCM 2010)
Intersection Averages for Int # 1 - Cottonwood Rd & Durston Rd
V/C 0.573 (Critical V/C 0.797) Control Delay 12.4 Level of Service B+
Sq 14 Phase 1 Phase 2 Phase 3
**/**
North
8
4
5
1 6
2
Cmax=Gmax= 31.8"Gmax= 10.6"Gmax= 31.8"
90"Gavg= 8.8"Gavg= 0.3"Gavg= 17.0"
Cavg=Y+Rc= 5.7"Y+Rc= 4.3"Y+Rc= 5.7"
42"
Gmax= 31.8"Gmax= 10.6"Gmax= 31.8"
Gavg= 8.8"Gavg= 5.5"Gavg= 11.8"
Y+Rc= 5.7"Y+Rc= 4.3"Y+Rc= 5.7"
Lane Width/g/C Adj HCM L Queue
Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1
SB Approach 13.3 B+
R+ T+ L 14/1 0.354 0.210 1758 494 32 0.065 13.3 B+9 ft
8.8"0.3"17.0"
8.8"5.5"11.9"
NB Approach 16.2 B
R+ T+ L 14/1 0.354 0.210 1594 456 278 0.610 16.2 *B 96 ft
WB Approach 9.2 A
R+ T 12/1 0.354 0.404 1845 748 385 0.514 9.5 A 86 ft
L 14/1 0.118 0.130 1814 503 207 0.412 8.5 *A 35 ft
EB Approach 14.4 B+
R+ T 12/1 0.354 0.282 1789 507 377 0.744 14.4 *B+118 ft
L 15/1 0.118 0.008 1875 449 5 0.011 10.6 B+1 ft
APPENDIX D-3
ESTIMATED 2017 BACKGROUND TRAFFIC WITH
THE MODIFIED TRANSPORTATION NETWORK
Bozeman Sports Park TIS (MMI Project No. 0417.077) 05/13/16
2017 Background Traffic with Modified Network 14:56:56
Weekday, PM Peak Hour
TEAPAC[Ver 8.62.01] - Capacity Analysis Summary (HCM 2010)
Intersection Averages for Int # 1 - Baxter Lane & Davis Lane
V/C 0.318 (Critical V/C 0.413) Control Delay 8.8 Level of Service A
Sq 11 Phase 1 Phase 2
**/**
North
Cmax=Gmax= 21.7"Gmax= 48.3"
81"Gavg= 9.4"Gavg= 13.8"
Cavg=Y+Rc= 5.1"Y+Rc= 5.9"
34"
Gmax= 21.7"Gmax= 48.3"
Gavg= 9.4"Gavg= 13.8"
Y+Rc= 5.1"Y+Rc= 5.9"
Lane Width/g/C Adj HCM L Queue
Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1
SB Approach 9.8 A
R+ T 24/2 0.268 0.277 3437 945 217 0.230 9.7 A 41 ft
9.4"13.8"
9.4"13.8"
L 13/1 0.268 0.277 1212 493 23 0.047 10.3 B+4 ft
NB Approach 9.8 A
R 11/1 1556 428 42 0.098 9.3 A 8 ft
T 24/2 0.268 0.277 3495 961 191 0.199 9.6 A 18 ft
L 13/1 0.268 0.277 1207 480 65 0.135 10.9 *B+14 ft
WB Approach 8.0 A
R+ T 12/1 0.596 0.407 1846 746 399 0.535 8.0 *A 61 ft
L 13/1 0.596 0.407 1104 551 35 0.064 8.5 A 6 ft
EB Approach 8.4 A
R 11/1 1615 652 64 0.098 6.4 A 8 ft
T 12/1 0.596 0.407 1874 757 258 0.341 7.2 A 36 ft
L 13/1 0.596 0.407 980 445 139 0.312 11.7 B+32 ft
Bozeman Sports Park TIS (MMI Project No. 0417.077) 06/14/16
2017 Background Traffic with Modified Network 15:50:04
Weekday, PM Peak Hour
TEAPAC[Ver 8.62.01] - Capacity Analysis Summary (HCM 2010)
Intersection Averages for Int # 1 - Cottonwood Rd & Durston Rd
V/C 0.560 (Critical V/C 0.788) Control Delay 12.1 Level of Service B+
Sq 14 Phase 1 Phase 2 Phase 3
**/**
North
8
4
5
1 6
2
Cmax=Gmax= 31.8"Gmax= 10.6"Gmax= 31.8"
90"Gavg= 8.4"Gavg= 0.3"Gavg= 16.9"
Cavg=Y+Rc= 5.7"Y+Rc= 4.3"Y+Rc= 5.7"
41"
Gmax= 31.8"Gmax= 10.6"Gmax= 31.8"
Gavg= 8.4"Gavg= 5.4"Gavg= 11.8"
Y+Rc= 5.7"Y+Rc= 4.3"Y+Rc= 5.7"
Lane Width/g/C Adj HCM L Queue
Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1
SB Approach 13.4 B+
R+ T+ L 14/1 0.354 0.206 1783 488 32 0.066 13.4 B+9 ft
8.4"0.3"16.9"
8.4"5.4"11.8"
NB Approach 16.2 B
R+ T+ L 14/1 0.354 0.206 1591 447 267 0.598 16.2 *B 91 ft
WB Approach 9.0 A
R+ T 12/1 0.354 0.412 1844 753 382 0.507 9.3 A 83 ft
L 14/1 0.118 0.131 1814 511 199 0.389 8.3 *A 32 ft
EB Approach 14.0 B+
R+ T 12/1 0.354 0.289 1789 512 373 0.729 14.1 *B+114 ft
L 15/1 0.118 0.008 1875 457 5 0.011 10.3 B+1 ft
APPENDIX D-4
ESTIMATED 2017 TOTAL TRAFFIC WITH
THE MODIFIED TRANSPORTATION NETWORK
Bozeman Sports Park TIS (MMI Project No. 0417.077) 06/14/16
2017 Total Traffic with Modified Network 16:13:49
Weekday, PM Peak Hour
TEAPAC[Ver 8.62.01] - Capacity Analysis Summary (HCM 2010)
Intersection Averages for Int # 1 - Baxter Lane & Davis Lane
V/C 0.324 (Critical V/C 0.421) Control Delay 8.9 Level of Service A
Sq 11 Phase 1 Phase 2
**/**
North
Cmax=Gmax= 21.8"Gmax= 48.3"
81"Gavg= 9.5"Gavg= 14.4"
Cavg=Y+Rc= 5.1"Y+Rc= 5.9"
35"
Gmax= 21.8"Gmax= 48.3"
Gavg= 9.5"Gavg= 14.4"
Y+Rc= 5.1"Y+Rc= 5.9"
Lane Width/g/C Adj HCM L Queue
Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1
SB Approach 10.1 B+
R+ T 24/2 0.269 0.270 3430 930 222 0.239 10.0 B+44 ft
9.5"14.4"
9.5"14.4"
L 13/1 0.269 0.270 1212 484 23 0.048 10.6 B+5 ft
NB Approach 10.1 B+
R 11/1 1556 422 42 0.100 9.6 A 8 ft
T 24/2 0.269 0.270 3495 948 191 0.202 9.8 A 19 ft
L 13/1 0.269 0.270 1202 469 68 0.145 11.3 *B+15 ft
WB Approach 8.0 A
R+ T 12/1 0.596 0.412 1848 764 414 0.542 8.0 *A 64 ft
L 13/1 0.596 0.412 1098 555 35 0.063 8.4 A 6 ft
EB Approach 8.4 A
R 11/1 1615 668 65 0.097 6.3 A 8 ft
T 12/1 0.596 0.412 1874 775 263 0.339 7.1 A 37 ft
L 13/1 0.596 0.412 966 442 142 0.321 11.8 B+34 ft
Bozeman Sports Park TIS (MMI Project No. 0417.077) 06/14/16
2017 Total Traffic with Modified Network 16:23:20
Weekday, PM Peak Hour
TEAPAC[Ver 8.62.01] - Capacity Analysis Summary (HCM 2010)
Intersection Averages for Int # 1 - Cottonwood Rd & Durston Rd
V/C 0.570 (Critical V/C 0.791) Control Delay 12.3 Level of Service B+
Sq 14 Phase 1 Phase 2 Phase 3
**/**
North
8
4
5
1 6
2
Cmax=Gmax= 31.8"Gmax= 10.6"Gmax= 31.8"
90"Gavg= 8.7"Gavg= 0.3"Gavg= 16.9"
Cavg=Y+Rc= 5.7"Y+Rc= 4.3"Y+Rc= 5.7"
42"
Gmax= 31.8"Gmax= 10.6"Gmax= 31.8"
Gavg= 8.7"Gavg= 5.4"Gavg= 11.8"
Y+Rc= 5.7"Y+Rc= 4.3"Y+Rc= 5.7"
Lane Width/g/C Adj HCM L Queue
Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1
SB Approach 13.3 B+
R+ T+ L 14/1 0.354 0.208 1763 493 32 0.065 13.3 B+9 ft
8.7"0.3"16.9"
8.7"5.4"11.8"
NB Approach 16.2 B
R+ T+ L 14/1 0.354 0.208 1594 454 276 0.608 16.2 *B 95 ft
WB Approach 9.1 A
R+ T 12/1 0.354 0.403 1845 749 384 0.513 9.5 A 85 ft
L 14/1 0.118 0.129 1814 504 203 0.402 8.5 *A 33 ft
EB Approach 14.3 B+
R+ T 12/1 0.354 0.282 1789 508 376 0.740 14.3 *B+117 ft
L 15/1 0.118 0.008 1875 451 5 0.011 10.5 B+1 ft
APPENDIX D-5
ESTIMATED 2026 BACKGROUND TRAFFIC
Bozeman Sports Park TIS (MMI Project No. 0417.077) 06/16/16
2026 Background Traffic 10:21:12
Weekday, PM Peak Hour
TEAPAC[Ver 8.62.01] - Capacity Analysis Summary (HCM 2010)
Intersection Averages for Int # 1 - Baxter Lane & Davis Lane
V/C 0.358 (Critical V/C 0.472) Control Delay 9.6 Level of Service A
Sq 11 Phase 1 Phase 2
**/**
North
Cmax=Gmax= 21.8"Gmax= 48.3"
81"Gavg= 9.8"Gavg= 18.4"
Cavg=Y+Rc= 5.1"Y+Rc= 5.9"
39"
Gmax= 21.8"Gmax= 48.3"
Gavg= 9.8"Gavg= 18.4"
Y+Rc= 5.1"Y+Rc= 5.9"
Lane Width/g/C Adj HCM L Queue
Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1
SB Approach 12.2 B+
R+ T 24/2 0.269 0.251 3432 858 261 0.304 12.1 B+66 ft
9.8"18.4"
9.8"18.4"
L 13/1 0.269 0.251 1166 415 27 0.065 12.9 B+7 ft
NB Approach 12.3 B+
R 11/1 1556 389 50 0.129 11.4 B+12 ft
T 24/2 0.269 0.251 3495 874 226 0.259 11.8 B+28 ft
L 13/1 0.269 0.251 1160 399 80 0.200 14.0 *B+23 ft
WB Approach 7.7 A
R+ T 12/1 0.596 0.471 1847 867 485 0.560 7.7 *A 82 ft
L 13/1 0.596 0.471 1041 563 40 0.071 8.3 A 7 ft
EB Approach 8.4 A
R 11/1 1615 758 76 0.100 5.8 A 10 ft
T 12/1 0.596 0.471 1874 879 310 0.353 6.7 A 46 ft
L 13/1 0.596 0.471 905 437 167 0.382 12.6 B+46 ft
Bozeman Sports Park TIS (MMI Project No. 0417.077) 06/16/16
2026 Background Traffic 11:44:28
Weekday, PM Peak Hour
TEAPAC[Ver 8.62.01] - Capacity Analysis Summary (HCM 2010)
Intersection Averages for Int # 1 - West Oak Street & Davis Lane
V/C 0.446 (Critical V/C 0.471) Control Delay 20.7 Level of Service C+
Sq 17 Phase 1 Phase 2 Phase 3
**/**
North
Cmax=Gmax= 23.4"Gmax= 27.4"Gmax= 23.2"
92"Gavg= 12.8"Gavg= 15.0"Gavg= 15.0"
Cavg=Y+Rc= 6.0"Y+Rc= 6.0"Y+Rc= 6.0"
61"
Gmax= 23.4"Gmax= 27.4"Gmax= 23.2"
Gavg= 12.8"Gavg= 15.0"Gavg= 15.0"
Y+Rc= 6.0"Y+Rc= 6.0"Y+Rc= 6.0"
Lane Width/g/C Adj HCM L Queue
Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1
SB Approach 22.2 C+
R+ T 24/2 0.254 0.210 3440 723 337 0.466 21.4 C+175 ft
12.8"15.0"15.0"
12.8"15.0"15.0"
L 13/1 0.254 0.210 1109 261 87 0.333 25.3 *C+50 ft
NB Approach 21.8 C+
R+ T 24/2 0.254 0.210 3545 746 330 0.443 21.2 C+174 ft
L 13/1 0.254 0.210 1082 250 63 0.252 25.1 C+36 ft
WB Approach 20.2 C+
R 11/1 1596 394 146 0.371 19.2 *B 71 ft
T+ L 24/2 0.298 0.246 3658 903 519 0.575 20.5 C+260 ft
EB Approach 19.1 B
R+ T 24/2 0.252 0.246 3614 892 324 0.363 19.1 B 157 ft
L 13/1 0.252 0.246 1770 437 163 0.373 19.2 *B 82 ft
Bozeman Sports Park TIS (MMI Project No. 0417.077) 06/16/16
2026 Background Traffic 10:41:49
Weekday, PM Peak Hour
TEAPAC[Ver 8.62.01] - Capacity Analysis Summary (HCM 2010)
Intersection Averages for Int # 1 - West Oak St & Ferguson Ave
V/C 0.595 (Critical V/C 0.449) Control Delay 21.7 Level of Service C+
Sq 17 Phase 1 Phase 2 Phase 3
**/**
North
Cmax=Gmax= 18.6"Gmax= 33.3"Gmax= 15.5"
84"Gavg= 12.4"Gavg= 17.7"Gavg= 15.0"
Cavg=Y+Rc= 6.0"Y+Rc= 5.3"Y+Rc= 5.3"
62"
Gmax= 18.6"Gmax= 33.3"Gmax= 15.5"
Gavg= 12.4"Gavg= 17.7"Gavg= 15.0"
Y+Rc= 6.0"Y+Rc= 5.3"Y+Rc= 5.3"
Lane Width/g/C Adj HCM L Queue
Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1
SB Approach 21.2 C+
R+ T+ L 12/1 0.222 0.200 1558 391 118 0.302 21.2 *C+62 ft
12.4"17.7"15.0"
12.4"17.7"15.0"
NB Approach 25.8 C+
R 11/1 1583 319 260 0.816 27.4 C+153 ft
T+ L 12/1 0.222 0.200 1861 434 78 0.180 20.6 C+40 ft
WB Approach 20.6 C+
R+ T+ L 24/2 0.396 0.285 3599 1031 729 0.707 20.6 *C+351 ft
EB Approach 18.7 B
R+ T+ L 24/2 0.184 0.242 3711 902 187 0.207 18.7 *B 89 ft
Bozeman Sports Park TIS (MMI Project No. 0417.077) 06/16/16
2026 Background Traffic 11:49:54
Weekday, PM Peak Hour
TEAPAC[Ver 8.62.01] - Capacity Analysis Summary (HCM 2010)
Intersection Averages for Int # 1 - Cottonwood Rd & Durston Rd
V/C 0.467 (Critical V/C 0.471) Control Delay 17.4 Level of Service B
Sq 42 Phase 1 Phase 2 Phase 3 Phase 4
**/**
North
m
8
4
6
5
m
6
2
Cmax=Gmax= 6.0"Gmax= 25.3"Gmax= 47.6"
95"Gavg= 6.0"Gavg= 14.9"Gavg= 22.3"
Cavg=Y+Rc= 4.3"Y+Rc= 5.7"Y+Rc= 6.1"
59"
Gmax= 6.0"Gmax= 25.3"Gmax= 6.0"Gmax= 37.3"
Gavg= 6.0"Gavg= 14.9"Gavg= 6.0"Gavg= 12.0"
Y+Rc= 4.3"Y+Rc= 5.7"Y+Rc= 4.3"Y+Rc= 6.1"
Lane Width/g/C Adj HCM L Queue
Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1
SB Approach 16.3 B
R+ T 24/2 0.267 0.253 3492 880 142 0.161 17.4 *B 62 ft
6.0"14.9"22.3"
6.0"14.9"6.0"12.0"
L 13/1 0.063 0.102 1802 538 47 0.087 13.1 *B+19 ft
NB Approach 15.6 B
R 11/1 1562 552 216 0.392 14.6 B+88 ft
T 24/2 0.267 0.253 3489 879 127 0.145 17.3 B 28 ft
L 13/1 0.063 0.102 1862 594 208 0.350 15.6 B 92 ft
WB Approach 16.6 B
R+ T 12/1 0.501 0.378 1824 685 423 0.617 15.4 B 167 ft
L 14/1 0.063 0.102 1814 363 230 0.634 18.9 *B 107 ft
EB Approach 20.9 C+
R 11/1 0.045 0.203 1597 485 138 0.285 15.9 B 58 ft
T 12/1 0.392 0.203 1856 375 282 0.752 23.4 *C+148 ft
L 15/1 0.392 0.203 1015 311 45 0.145 20.6 C+22 ft
APPENDIX D-6
ESTIMATED 2026 TOTAL TRAFFIC
Bozeman Sports Park TIS (MMI Project No. 0417.077) 06/16/16
2026 Total Traffic 10:26:22
Weekday, PM Peak Hour
TEAPAC[Ver 8.62.01] - Capacity Analysis Summary (HCM 2010)
Intersection Averages for Int # 1 - Baxter Lane & Davis Lane
V/C 0.380 (Critical V/C 0.502) Control Delay 10.0 Level of Service B+
Sq 11 Phase 1 Phase 2
**/**
North
Cmax=Gmax= 21.8"Gmax= 48.3"
81"Gavg= 9.9"Gavg= 21.0"
Cavg=Y+Rc= 5.1"Y+Rc= 5.9"
42"
Gmax= 21.8"Gmax= 48.3"
Gavg= 9.9"Gavg= 21.0"
Y+Rc= 5.1"Y+Rc= 5.9"
Lane Width/g/C Adj HCM L Queue
Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1
SB Approach 13.6 B+
R+ T 24/2 0.269 0.235 3417 805 274 0.340 13.5 B+79 ft
9.9"21.0"
9.9"21.0"
L 13/1 0.269 0.235 1166 385 27 0.070 14.3 B+8 ft
NB Approach 13.8 B+
R 11/1 1556 367 50 0.136 12.7 B+14 ft
T 24/2 0.269 0.235 3495 823 226 0.274 13.1 B+32 ft
L 13/1 0.269 0.235 1146 362 90 0.248 15.9 *B 30 ft
WB Approach 7.6 A
R+ T 12/1 0.596 0.500 1850 928 537 0.579 7.5 *A 94 ft
L 13/1 0.596 0.500 1018 574 40 0.070 8.0 A 8 ft
EB Approach 8.3 A
R 11/1 1615 810 82 0.101 5.5 A 11 ft
T 12/1 0.596 0.500 1874 940 329 0.350 6.4 A 50 ft
L 13/1 0.596 0.500 863 429 177 0.413 13.2 B+54 ft
Bozeman Sports Park TIS (MMI Project No. 0417.077) 06/16/16
2026 Total Traffic 11:46:42
Weekday, PM Peak Hour
TEAPAC[Ver 8.62.01] - Capacity Analysis Summary (HCM 2010)
Intersection Averages for Int # 1 - West Oak Street & Davis Lane
V/C 0.472 (Critical V/C 0.501) Control Delay 20.9 Level of Service C+
Sq 17 Phase 1 Phase 2 Phase 3
**/**
North
Cmax=Gmax= 23.4"Gmax= 27.4"Gmax= 23.2"
92"Gavg= 13.1"Gavg= 15.0"Gavg= 15.0"
Cavg=Y+Rc= 6.0"Y+Rc= 6.0"Y+Rc= 6.0"
61"
Gmax= 23.4"Gmax= 27.4"Gmax= 23.2"
Gavg= 13.1"Gavg= 15.0"Gavg= 15.0"
Y+Rc= 6.0"Y+Rc= 6.0"Y+Rc= 6.0"
Lane Width/g/C Adj HCM L Queue
Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1
SB Approach 22.1 C+
R+ T 24/2 0.254 0.214 3442 736 340 0.462 21.3 C+177 ft
13.1"15.0"15.0"
13.1"15.0"15.0"
L 13/1 0.254 0.214 1102 262 89 0.339 25.4 *C+52 ft
NB Approach 21.9 C+
R+ T 24/2 0.254 0.214 3546 758 337 0.444 21.2 C+178 ft
L 13/1 0.254 0.214 1079 253 70 0.277 25.2 C+41 ft
WB Approach 20.8 C+
R 11/1 1596 392 148 0.378 19.4 *B 73 ft
T+ L 24/2 0.298 0.246 3660 899 571 0.635 21.2 C+286 ft
EB Approach 19.4 B
R+ T 24/2 0.252 0.246 3613 888 355 0.400 19.5 B 175 ft
L 13/1 0.252 0.246 1770 435 163 0.375 19.3 *B 82 ft
Bozeman Sports Park TIS (MMI Project No. 0417.077) 06/16/16
2026 Total Traffic 10:45:13
Weekday, PM Peak Hour
TEAPAC[Ver 8.62.01] - Capacity Analysis Summary (HCM 2010)
Intersection Averages for Int # 1 - West Oak St & Ferguson Ave
V/C 0.620 (Critical V/C 0.487) Control Delay 21.9 Level of Service C+
Sq 17 Phase 1 Phase 2 Phase 3
**/**
North
Cmax=Gmax= 18.6"Gmax= 33.3"Gmax= 15.5"
84"Gavg= 12.5"Gavg= 18.1"Gavg= 15.0"
Cavg=Y+Rc= 6.0"Y+Rc= 5.3"Y+Rc= 5.3"
62"
Gmax= 18.6"Gmax= 33.3"Gmax= 15.5"
Gavg= 12.5"Gavg= 18.1"Gavg= 15.0"
Y+Rc= 6.0"Y+Rc= 5.3"Y+Rc= 5.3"
Lane Width/g/C Adj HCM L Queue
Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1
SB Approach 21.5 C+
R+ T+ L 12/1 0.222 0.202 1560 390 125 0.320 21.5 *C+66 ft
12.5"18.1"15.0"
12.5"18.1"15.0"
NB Approach 26.1 C+
R 11/1 1583 318 260 0.817 27.8 C 155 ft
T+ L 12/1 0.222 0.202 1861 433 82 0.190 20.8 C+42 ft
WB Approach 20.9 C+
R+ T+ L 24/2 0.396 0.292 3603 1047 787 0.751 20.9 *C+380 ft
EB Approach 19.1 B
R+ T+ L 24/2 0.184 0.242 3710 895 216 0.241 19.1 *B 106 ft
Bozeman Sports Park TIS (MMI Project No. 0417.077) 06/16/16
2026 Total Traffic 11:52:14
Weekday, PM Peak Hour
TEAPAC[Ver 8.62.01] - Capacity Analysis Summary (HCM 2010)
Intersection Averages for Int # 1 - Cottonwood Rd & Durston Rd
V/C 0.472 (Critical V/C 0.463) Control Delay 17.5 Level of Service B
Sq 42 Phase 1 Phase 2 Phase 3 Phase 4
**/**
North
m
8
4
6
5
m
6
2
Cmax=Gmax= 6.0"Gmax= 25.3"Gmax= 47.6"
95"Gavg= 6.0"Gavg= 14.9"Gavg= 22.3"
Cavg=Y+Rc= 4.3"Y+Rc= 5.7"Y+Rc= 6.1"
59"
Gmax= 6.0"Gmax= 25.3"Gmax= 6.0"Gmax= 37.3"
Gavg= 6.0"Gavg= 14.9"Gavg= 6.0"Gavg= 12.0"
Y+Rc= 4.3"Y+Rc= 5.7"Y+Rc= 4.3"Y+Rc= 6.1"
Lane Width/g/C Adj HCM L Queue
Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1
SB Approach 16.3 B
R+ T 24/2 0.267 0.253 3510 884 144 0.163 17.4 *B 63 ft
6.0"14.9"22.3"
6.0"14.9"6.0"12.0"
L 13/1 0.063 0.102 1802 535 50 0.094 13.2 *B+20 ft
NB Approach 15.6 B
R 11/1 1562 552 202 0.366 14.4 B+81 ft
T 24/2 0.267 0.253 3489 879 141 0.160 17.3 B 31 ft
L 13/1 0.063 0.102 1862 593 208 0.351 15.7 B 92 ft
WB Approach 16.9 B
R+ T 12/1 0.501 0.378 1823 685 431 0.629 15.5 B 170 ft
L 14/1 0.063 0.102 1814 359 234 0.651 19.5 *B 112 ft
EB Approach 21.1 C+
R 11/1 0.045 0.203 1597 485 132 0.272 15.8 B 55 ft
T 12/1 0.392 0.203 1856 375 288 0.768 23.6 *C+151 ft
L 15/1 0.392 0.203 1008 305 49 0.161 20.9 C+24 ft
APPENDIX E
SATURDAY CAPACITY & LOS
APPENDIX E-1
EXISTING CONDITIONS
Bozeman Sports Park TIS (MMI Project No. 0417.077) 05/05/16
Existing Conditions 08:21:25
Saturday, Midday Peak Hour
TEAPAC[Ver 8.62.01] - Capacity Analysis Summary (HCM 2010)
Intersection Averages for Int # 1 - Cottonwood Rd & Durston Rd
V/C 0.294 (Critical V/C 0.452) Control Delay 9.9 Level of Service A
Sq 14 Phase 1 Phase 2 Phase 3
**/**
North
8
4
5
1 6
2
Cmax=Gmax= 31.8"Gmax= 10.6"Gmax= 31.8"
90"Gavg= 6.3"Gavg= 0.1"Gavg= 13.8"
Cavg=Y+Rc= 5.7"Y+Rc= 4.3"Y+Rc= 5.7"
36"
Gmax= 31.8"Gmax= 10.6"Gmax= 31.8"
Gavg= 6.3"Gavg= 3.7"Gavg= 10.2"
Y+Rc= 5.7"Y+Rc= 4.3"Y+Rc= 5.7"
Lane Width/g/C Adj HCM L Queue
Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1
SB Approach 12.5 B+
R+ T+ L 14/1 0.354 0.175 1760 414 38 0.092 12.5 B+9 ft
6.3"0.1"13.8"
6.3"3.7"10.2"
NB Approach 13.6 B+
R+ T+ L 14/1 0.354 0.175 1610 426 155 0.364 13.6 *B+41 ft
WB Approach 7.3 A
R+ T 12/1 0.354 0.384 1853 714 194 0.272 7.6 A 30 ft
L 14/1 0.118 0.103 1833 635 97 0.153 6.6 *A 12 ft
EB Approach 10.5 B+
R+ T 12/1 0.354 0.282 1781 504 188 0.373 10.5 *B+40 ft
L 15/1 0.118 0.002 1875 560 1 0.002 9.2 A 0 ft
APPENDIX E-2
PHASE 1 TOTAL TRAFFIC WITH
EXISTING TRANSPORTATION SYSTEM
Bozeman Sports Park TIS (MMI Project No. 0417.077) 05/11/16
2017 Traffic with Existing Transportation System 16:42:32
Saturday, Midday Peak Hour
TEAPAC[Ver 8.62.01] - Capacity Analysis Summary (HCM 2010)
Intersection Averages for Int # 1 - Cottonwood Rd & Durston Rd
V/C 0.308 (Critical V/C 0.474) Control Delay 10.1 Level of Service B+
Sq 14 Phase 1 Phase 2 Phase 3
**/**
North
8
4
5
1 6
2
Cmax=Gmax= 31.8"Gmax= 10.6"Gmax= 31.8"
90"Gavg= 6.5"Gavg= 0.1"Gavg= 14.2"
Cavg=Y+Rc= 5.7"Y+Rc= 4.3"Y+Rc= 5.7"
36"
Gmax= 31.8"Gmax= 10.6"Gmax= 31.8"
Gavg= 6.5"Gavg= 3.8"Gavg= 10.4"
Y+Rc= 5.7"Y+Rc= 4.3"Y+Rc= 5.7"
Lane Width/g/C Adj HCM L Queue
Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1
SB Approach 12.6 B+
R+ T+ L 14/1 0.354 0.179 1736 466 40 0.086 12.6 B+10 ft
6.5"0.1"14.2"
6.5"3.8"10.4"
NB Approach 13.8 B+
R+ T+ L 14/1 0.354 0.179 1620 428 163 0.381 13.8 *B+44 ft
WB Approach 7.3 A
R+ T 12/1 0.354 0.394 1852 721 206 0.286 7.7 A 33 ft
L 14/1 0.118 0.107 1833 629 101 0.160 6.6 *A 13 ft
EB Approach 10.6 B+
R+ T 12/1 0.354 0.289 1781 509 199 0.391 10.6 *B+43 ft
L 15/1 0.118 0.002 1875 557 1 0.002 9.2 A 0 ft
APPENDIX E-3
ESTIMATED 2017 BACKGROUND TRAFFIC WITH
THE MODIFIED TRANSPORTATION NETWORK
Bozeman Sports Park TIS (MMI Project No. 0417.077) 06/14/16
2017 Background Traffic with Modified Network 16:48:22
Saturday, Midday Peak Hour
TEAPAC[Ver 8.62.01] - Capacity Analysis Summary (HCM 2010)
Intersection Averages for Int # 1 - Cottonwood Rd & Durston Rd
V/C 0.308 (Critical V/C 0.477) Control Delay 10.1 Level of Service B+
Sq 14 Phase 1 Phase 2 Phase 3
**/**
North
8
4
5
1 6
2
Cmax=Gmax= 31.8"Gmax= 10.6"Gmax= 31.8"
90"Gavg= 6.5"Gavg= 0.1"Gavg= 14.2"
Cavg=Y+Rc= 5.7"Y+Rc= 4.3"Y+Rc= 5.7"
36"
Gmax= 31.8"Gmax= 10.6"Gmax= 31.8"
Gavg= 6.5"Gavg= 3.8"Gavg= 10.4"
Y+Rc= 5.7"Y+Rc= 4.3"Y+Rc= 5.7"
Lane Width/g/C Adj HCM L Queue
Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1
SB Approach 12.6 B+
R+ T+ L 14/1 0.354 0.179 1698 460 40 0.087 12.6 B+10 ft
6.5"0.1"14.2"
6.5"3.8"10.4"
NB Approach 13.8 B+
R+ T+ L 14/1 0.354 0.179 1607 426 163 0.382 13.8 *B+44 ft
WB Approach 7.4 A
R+ T 12/1 0.354 0.393 1837 715 205 0.287 7.7 A 33 ft
L 14/1 0.118 0.107 1814 625 101 0.162 6.6 *A 13 ft
EB Approach 10.6 B+
R+ T 12/1 0.354 0.288 1777 507 198 0.391 10.6 *B+43 ft
L 15/1 0.118 0.002 1875 557 1 0.002 9.2 A 0 ft
APPENDIX E-4
ESTIMATED 2017 TOTAL TRAFFIC WITH
THE MODIFIED TRANSPORTATION NETWORK
Bozeman Sports Park TIS (MMI Project No. 0417.077) 06/14/16
2017 Total Traffic with Modified Network 17:12:20
Saturday, Midday Peak Hour
TEAPAC[Ver 8.62.01] - Capacity Analysis Summary (HCM 2010)
Intersection Averages for Int # 1 - Cottonwood Rd & Durston Rd
V/C 0.309 (Critical V/C 0.477) Control Delay 10.1 Level of Service B+
Sq 14 Phase 1 Phase 2 Phase 3
**/**
North
8
4
5
1 6
2
Cmax=Gmax= 31.8"Gmax= 10.6"Gmax= 31.8"
90"Gavg= 6.5"Gavg= 0.1"Gavg= 14.2"
Cavg=Y+Rc= 5.7"Y+Rc= 4.3"Y+Rc= 5.7"
36"
Gmax= 31.8"Gmax= 10.6"Gmax= 31.8"
Gavg= 6.5"Gavg= 3.8"Gavg= 10.4"
Y+Rc= 5.7"Y+Rc= 4.3"Y+Rc= 5.7"
Lane Width/g/C Adj HCM L Queue
Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1
SB Approach 12.6 B+
R+ T+ L 14/1 0.354 0.179 1698 460 40 0.087 12.6 B+10 ft
6.5"0.1"14.2"
6.5"3.8"10.4"
NB Approach 13.8 B+
R+ T+ L 14/1 0.354 0.179 1607 426 163 0.383 13.8 *B+44 ft
WB Approach 7.4 A
R+ T 12/1 0.354 0.394 1837 716 206 0.288 7.7 A 33 ft
L 14/1 0.118 0.107 1814 625 101 0.162 6.6 *A 13 ft
EB Approach 10.6 B+
R+ T 12/1 0.354 0.289 1777 508 199 0.392 10.6 *B+43 ft
L 15/1 0.118 0.002 1875 557 1 0.002 9.2 A 0 ft
APPENDIX E-5
ESTIMATED 2026 BACKGROUND TRAFFIC
Bozeman Sports Park TIS (MMI Project No. 0417.077) 06/17/16
2026 Background Traffic 16:59:08
Saturday, Midday Peak Hour
TEAPAC[Ver 8.62.01] - Capacity Analysis Summary (HCM 2010)
Intersection Averages for Int # 1 - West Oak St & Ferguson Ave
V/C 0.603 (Critical V/C 0.452) Control Delay 20.5 Level of Service C+
Sq 17 Phase 1 Phase 2 Phase 3
**/**
North
Cmax=Gmax= 18.6"Gmax= 33.3"Gmax= 15.5"
84"Gavg= 10.5"Gavg= 17.0"Gavg= 15.0"
Cavg=Y+Rc= 6.0"Y+Rc= 5.3"Y+Rc= 5.3"
59"
Gmax= 18.6"Gmax= 33.3"Gmax= 15.5"
Gavg= 10.5"Gavg= 17.0"Gavg= 15.0"
Y+Rc= 6.0"Y+Rc= 5.3"Y+Rc= 5.3"
Lane Width/g/C Adj HCM L Queue
Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1
SB Approach 21.3 C+
R+ T+ L 12/1 0.222 0.178 1605 366 101 0.276 21.3 *C+51 ft
10.5"17.0"15.0"
10.5"17.0"15.0"
NB Approach 23.8 C+
R 11/1 1583 282 219 0.777 24.9 C+124 ft
T+ L 12/1 0.222 0.178 1861 393 92 0.234 21.1 C+46 ft
WB Approach 19.9 B
R+ T+ L 24/2 0.396 0.288 3598 1034 764 0.739 19.9 *B 351 ft
EB Approach 17.4 B
R+ T+ L 24/2 0.184 0.254 3699 939 184 0.196 17.4 *B 82 ft
Bozeman Sports Park TIS (MMI Project No. 0417.077) 06/17/16
2026 Background Traffic 17:11:28
Saturday, Midday Peak Hour
TEAPAC[Ver 8.62.01] - Capacity Analysis Summary (HCM 2010)
Intersection Averages for Int # 1 - Cottonwood Rd & Durston Rd
V/C 0.238 (Critical V/C 0.364) Control Delay 15.2 Level of Service B
Sq 42 Phase 1 Phase 2 Phase 3 Phase 4
**/**
North
m
8
4
6
5
m
6
2
Cmax=Gmax= 6.0"Gmax= 25.3"Gmax= 47.6"
95"Gavg= 6.0"Gavg= 14.5"Gavg= 21.1"
Cavg=Y+Rc= 4.3"Y+Rc= 5.7"Y+Rc= 6.1"
58"
Gmax= 6.0"Gmax= 25.3"Gmax= 6.0"Gmax= 37.3"
Gavg= 6.0"Gavg= 14.5"Gavg= 5.1"Gavg= 11.7"
Y+Rc= 4.3"Y+Rc= 5.7"Y+Rc= 4.3"Y+Rc= 6.1"
Lane Width/g/C Adj HCM L Queue
Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1
SB Approach 15.2 B
R+ T 24/2 0.267 0.250 3579 899 118 0.131 16.8 *B 49 ft
6.0"14.5"21.1"
6.0"14.5"5.1"11.7"
L 13/1 0.063 0.103 1802 583 85 0.146 13.1 *B+33 ft
NB Approach 14.6 B+
R 11/1 1562 531 111 0.209 13.6 B+41 ft
T 24/2 0.267 0.250 3489 876 100 0.114 16.7 B 21 ft
L 13/1 0.063 0.103 1862 618 133 0.215 13.7 B+53 ft
WB Approach 13.8 B+
R+ T 12/1 0.501 0.364 1817 665 230 0.346 13.4 B+85 ft
L 14/1 0.063 0.088 1814 447 118 0.264 14.5 *B+45 ft
EB Approach 18.1 B
R 11/1 0.045 0.202 1597 490 80 0.163 14.6 B+31 ft
T 12/1 0.392 0.202 1856 377 141 0.374 20.1 *C+68 ft
L 15/1 0.392 0.202 1211 371 10 0.027 18.5 B 4 ft
APPENDIX E-6
ESTIMATED 2026 TOTAL TRAFFIC
Bozeman Sports Park TIS (MMI Project No. 0417.077) 06/17/16
2026 Total Traffic 17:01:04
Saturday, Midday Peak Hour
TEAPAC[Ver 8.62.01] - Capacity Analysis Summary (HCM 2010)
Intersection Averages for Int # 1 - West Oak St & Ferguson Ave
V/C 0.613 (Critical V/C 0.505) Control Delay 21.0 Level of Service C+
Sq 17 Phase 1 Phase 2 Phase 3
**/**
North
Cmax=Gmax= 18.6"Gmax= 33.3"Gmax= 15.5"
84"Gavg= 10.9"Gavg= 18.8"Gavg= 15.0"
Cavg=Y+Rc= 6.0"Y+Rc= 5.3"Y+Rc= 5.3"
61"
Gmax= 18.6"Gmax= 33.3"Gmax= 15.5"
Gavg= 10.9"Gavg= 18.8"Gavg= 15.0"
Y+Rc= 6.0"Y+Rc= 5.3"Y+Rc= 5.3"
Lane Width/g/C Adj HCM L Queue
Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1
SB Approach 22.2 C+
R+ T+ L 12/1 0.222 0.178 1583 359 109 0.303 22.2 *C+58 ft
10.9"18.8"15.0"
10.9"18.8"15.0"
NB Approach 24.6 C+
R 11/1 1583 281 219 0.779 25.8 C+129 ft
T+ L 12/1 0.222 0.178 1861 390 110 0.282 22.2 C+59 ft
WB Approach 20.0 C+
R+ T+ L 24/2 0.396 0.308 3600 1104 834 0.755 20.0 *C+388 ft
EB Approach 18.9 B
R+ T+ L 24/2 0.184 0.246 3701 906 249 0.275 18.9 *B 120 ft
Bozeman Sports Park TIS (MMI Project No. 0417.077) 06/17/16
2026 Total Traffic 17:13:22
Saturday, Midday Peak Hour
TEAPAC[Ver 8.62.01] - Capacity Analysis Summary (HCM 2010)
Intersection Averages for Int # 1 - Cottonwood Rd & Durston Rd
V/C 0.252 (Critical V/C 0.376) Control Delay 15.3 Level of Service B
Sq 42 Phase 1 Phase 2 Phase 3 Phase 4
**/**
North
m
8
4
6
5
m
6
2
Cmax=Gmax= 6.0"Gmax= 25.3"Gmax= 47.6"
95"Gavg= 6.0"Gavg= 14.6"Gavg= 21.2"
Cavg=Y+Rc= 4.3"Y+Rc= 5.7"Y+Rc= 6.1"
58"
Gmax= 6.0"Gmax= 25.3"Gmax= 6.0"Gmax= 37.3"
Gavg= 6.0"Gavg= 14.6"Gavg= 5.2"Gavg= 11.7"
Y+Rc= 4.3"Y+Rc= 5.7"Y+Rc= 4.3"Y+Rc= 6.1"
Lane Width/g/C Adj HCM L Queue
Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1
SB Approach 15.4 B
R+ T 24/2 0.267 0.253 3579 904 135 0.149 16.9 *B 57 ft
6.0"14.6"21.2"
6.0"14.6"5.2"11.7"
L 13/1 0.063 0.103 1802 573 97 0.169 13.4 *B+39 ft
NB Approach 14.7 B+
R 11/1 1562 535 116 0.217 13.6 B+43 ft
T 24/2 0.267 0.253 3489 881 117 0.133 16.8 B 25 ft
L 13/1 0.063 0.103 1862 608 133 0.219 13.8 B+53 ft
WB Approach 13.9 B+
R+ T 12/1 0.501 0.366 1811 663 246 0.371 13.6 B+93 ft
L 14/1 0.063 0.090 1814 444 125 0.282 14.6 *B+48 ft
EB Approach 18.3 B
R 11/1 0.045 0.202 1597 489 80 0.164 14.8 B+31 ft
T 12/1 0.392 0.202 1856 376 147 0.391 20.3 *C+72 ft
L 15/1 0.392 0.202 1194 366 11 0.030 18.6 B 5 ft
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