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15 - Traffic Impact Study - Lakes at Valley West
THE LAKES AT VALLEY WEST TRAFFIC IMPACT ANALYSIS SUBMITTED TO: CITY OF BOZEMAN JANUARY 2015 PREPARED BY: Bill White, Senior Transportation Planner AIMORRISON-MMEM,i.. 2880 Technology Blvd W PO Box 1113 Bozeman, MT 59771 406.587.0721 MMI PROJECT#: 5352.003 MOMSON The Lakes at Valley West MMERLE,INC. Traffic Impact Study TABLE OF CONTENTS 1 Introduction ................................................................................................................................ 1 1.1 Project Description .......................................................................................................... 1 1.2 Analysis Scope and Methodology................................................................................. 4 2 Existing Conditions................................................................................................................... 7 2.1 Roadway Network ........................................................................................................... 7 2.2 Traffic Counts................................................................................................................... 8 2.3 Traffic Operations.......................................................................................................... 11 2.4 Collision Histories.......................................................................................................... 11 3 Year 2024 Growth Rate Forecasts ...................................................................................... 13 3.1 Roadway Network ......................................................................................................... 13 3.2 Traffic Forecasts............................................................................................................ 13 3.3 Traffic Operations..........................................................................................................22 4 Year 2024 Pipeline Project Forecasts........................................................................................ 23 4.1 Roadway Network ......................................................................................................... 23 4.2 Traffic Forecasts............................................................................................................23 4.3 Traffic Operations.......................................................................................................... 31 5 Improvements and Project Mitigation .................................................................................. 33 5.1 Cottonwood Drive/Durston Road Intersection .......................................................... 33 5.2 Durston Road Three Lane............................................................................................ 33 5.3 Developer Proposal....................................................................................................... 35 6 Summary and Conclusions ................................................................................................... 37 6.1 Traffic Forecasts and Capacity.................................................................................... 37 6.2 Improvement Recommendations and Mitigation...................................................... 37 6.3 Summary......................................................................................................................... 38 January 2015 Page i MOMSON The Lakes at Valley West AI MMERLE,INC. Traffic Impact Study TABLES AND FIGURES TABLES Table 1. Intersection Level of Service Criteria.........................................................................5 Table 2. Existing Intersection Geometrics and Traffic Controls...............................................8 Table 3 Existing LOS and Delay -AM and PM Peak Hours................................................. 11 Table 4. Project Trip Generation Projections......................................................................... 16 Table 5. Trip Distribution and Assignment Summaries..........................................................17 Table 6. Year 2024 LOS Summaries (Growth Rate) -AM and PM Peak Hours....................22 Table 7. Project Trip Generation Projections (Re-Summarized)............................................24 Table 8. Total Entering Volume Comparisons.......................................................................31 Table 9. Year 2024 LOS Summaries (Pipeline) -AM and PM Peak Hours...........................31 FIGURES Figure1. Site Location..................................................................................................................2 Figure2. Site Plan ........................................................................................................................3 Figure 3. Existing Traffic Volumes—AM Peak Hour.....................................................................9 Figure 4. Existing Traffic Volumes— PM Peak Hour................................................................... 10 Figure 5. Future Without Project Traffic Volumes (Growth Rate) -AM Peak Hour..................... 14 Figure 6. Future Without Project Traffic Volumes (Growth Rate) - PM Peak Hour..................... 15 Figure 7. Project Trip Assignments—AM Peak Hour ................................................................ 18 Figure 8. Project Trip Assignments— PM Peak Hour ................................................................ 19 Figure 9. Future With Project Traffic Volumes (Growth Rate) -AM Peak Hour.......................... 20 Figure 10. Future With Project Traffic Volumes (Growth Rate) - PM Peak Hour........................ 21 Figure 11. Pipeline Project Trip Assignments—AM Peak Hour..................................................25 Figure 12. Pipeline Project Trip Assignments— PM Peak Hour..................................................26 Figure 13. Future Without Project Traffic Volumes (Pipeline Trips) -AM Peak Hour.................27 Figure 14. Future Without Project Traffic Volumes (Pipeline Trips) - PM Peak Hour.................28 Figure 15. Future With Project Traffic Volumes (Pipeline Trips) -AM Peak Hour......................29 Figure 16. Future With Project Traffic Volumes (Pipeline Trips) - PM Peak Hour......................30 Figure 17. Proposed Durston Road Cross Section.....................................................................35 Technical Appendix A: Glossary of Terms Technical Appendix B: Summary Traffic Counts Technical Appendix C: LOS Summary Worksheets Technical Appendix D: Pipeline Project Trip Assignments January 2015 Page ii MORMSON The Lakes at Valley West MMERLE,INC. Traffic Impact Study 1 INTRODUCTION This report summarizes the Traffic Impact Study (TIS) performed for the Lakes at Valley West residential development proposed in Bozeman, Montana. The analysis identifies the transportation impacts of the proposed development on nearby City arterials and roadways; recommending improvements to address forecasted traffic growth and identifying project mitigations/participation towards these improvements. The scope and work program for this study was developed in coordination with engineering staff from the City of Bozeman, and was performed in accordance with the traffic impact study guidelines outlined in Article 41 — Submittal Materials and Requirements of Chapter 38 City of Bozeman Unified Development Code. The TIS was performed to support development and building permitting processes of the City. 1.1 PROJECT DESCRIPTION Valley West is a suburban community in northwest Bozeman generally bounded by Durston Road (north), Babcock Street (south), Ferguson Avenue (east), and the approximate Westgate Avenue alignment (west). The Lakes at Valley West is the proposed western piece of this community; occupying 65 acres with the potential for up to 300 single and multifamily homes to be developed within the timeframe of the next 5 to 10 years. The project is currently anticipated to include the development of 120 single family homes and 180 townhomes. Principal access to The Lakes at Valley West is proposed through new roadways extending into the site from Durston Avenue, proposed as Westgate Avenue, Laurel Parkway, and Westmorland Drive. All three connections are proposed as stop-controlled intersections, with stop signs located on northbound approaches to Durston Avenue. These are the more immediate project accesses developed in the next 10 years, with all being reviewed by this TIS. Secondary site access would eventually be provided through Westgate Avenue (local), Laurel Parkway (collector), and an additional unnamed local street connector, to the south boundary. Similarly, provision for connectivity to the adjacent westerly subdivision will also be provided via Westmorland Drive. The timing for the development of adjacent properties is unknown, though they are not likely to be developed for several years. As such, these secondary accesses were not reviewed by this study to assure a conservative analysis of the project impacts upon Durston Road. When these are developed, some congestion relief can be anticipated for site access and along Durston Road. The project is estimated to be developed in phases with approximately 30 homes constructed and occupied every two years. The project is located within an R-1 zone of Bozeman, is located within the Valley West Planned Unit Development, and has full completion and occupancy anticipated by year 2024. Figure 1 provides a vicinity map locating the project site. Figure 2 provides a site plan. January 2015 Page 1 2 > 4 c c Lz �O -N- w C LA w u ��f m > xtler Ln I L e,x caul Way a 0 Glenelren L)r Renova Ln S CL Annie S r y Glenwood Dt 4 Dulrstm Rd c rs O > @j i C < _ � � 6. �t 0 SITE ®' LOCATION W Babcock St wl O /O V ( y ti. C avail Fallon 5t F. tIm St US_'IgI Ntiffine. Ln Nuthne LnU w c o MORRISON En9lneers PO Box30097 DRAWN BY: WOW THE LAKES AT VALLEY WEST PROJECT NO. Surveyors Spokane WA 99223 CHK'D.BY: 5352.003 MAIERLE INC. PI-ns1s BOZEMAN MT Planners Phone:te@ 99'I-66B4 APPR.BY: � bwhlteQm-m.nel DATE: 1/19I15 FIGURE NUMBER Ancnlpmy��-Ow�leecenlpany SITE LOCATION 1 CO}'.IIg11T:MM4NA11WJPItl{,N. 2015 Plotted by blll white on Jan128/2015 t v 1 S y R N e a0 z Id y1 >jj I I II Z � Q _ J CL cc W co Q W W F- G fn i PO Box 30097 DRAWN BY: WOW THE LAKES AT VALLEY WEST PROJECT NO. MORRISON Eng/neers Surveyors Spokane WA 99223 CHICO.BY: CJR 5352.003 . scientists BOZEMAN MT MAIERLE INC. Planners Phone:(509)991-8684 APPR.BY: CJR bwhhe@n-m.net DATE: 5116114 FIGURE NUMBER An Employee-Owned Company PRELIMINARY SITE PLAN 2 Oarwq�rt<uouninaruwrrn r.sec_wt. Plotted by bill white on Jan/26/2015 MORRMSON The Lakes at Valley West MMERLE,INC. Traffic Impact Study 1.2 ANALYSIS SCOPE AND METHODOLOGY The purpose of this TIS is to review the traffic and transportation impacts of the Lakes at Valley West development on arterials and recommend improvements and strategies, as needed, to mitigate these impacts in order to assure adequate transportation capacity. This section describes the primary scope and methods used to evaluate traffic conditions and determine potential improvements for the project study area. 1.2.1 Project Scope The scope for this study was established in coordination with City of Bozeman Engineering officials, and as per City Code. Per direction, this study quantifies traffic operations and capacity based on a review of intersection level-of-service (LOS). A TIS evaluates roadway capacity primarily through an examination of intersection operations/LOS as congestion and increased vehicle delays are experienced more rapidly at intersections versus road segments (between intersections). This is because the number and frequency of conflicts (i.e. turning vehicles and stopping or slowing movements) are higher and more complex at intersections versus roadway segments, and also because there are intentional stopped-delays that occur at intersections while travel is normally free-flowing between intersections on roadway segments. Per direction with staff, this study addresses LOS for the existing intersections of Westgate Avenue/Durston Road, Laurel Parkway/Durston Road, Cottonwood Road/Durston Road, and Cottonwood Road/W. Babcock Street and the future intersection of Westmorland Drive/Durston Road. The analysis was performed for the AM and PM peak/commute hours of the typical weekday, which are the highest hours of capacity demand within this region of Bozeman. As discussed later Section 2.2), typical count timeframes were extended to capture school activities; finding the traditional peak hours of the work commute experienced volumes that surpassed that of the peak generator hours of local schools. The project would be complete and occupied within 10 years. As such, a year 2024 analysis horizon (10 years from when traffic counts were collected) was reviewed for this study. Two forecast methodologies were used in this study to address a potential range of future traffic conditions within the City. These methodologies are summarized as follows: 1. Growth Rates. Traditionally TIS studies within Bozeman have been developed with background (non-project related) traffic growth forecasted with an annual growth rate applied to counts. Project trip assignments are then combined with baseline forecasts to generate future with project forecasts for the horizon/analysis year(s). Section 3 highlights traffic forecasts and operations/LOS results based on this traditional approach. 2. Pipeline Projects. Traffic forecasts developed using growth rates alone can sometimes miss the specific travel demands of new developments within a TIS study area. As such, it has become more common practice to build the assignments of these background developments, known as pipeline projects, into traffic forecasts. A more moderate baseline growth rate is applied to counts to reflect regional growth, and then project trip assignments are combined to generate future with project forecasts for the horizon year(s). Section 4 highlights traffic forecasts developed based upon pipeline project forecasting methodologies. As discussed later in this report, the different forecasting methodologies result in similar total entering volume (TEV) forecasts overall. The first method results in higher through forecasts January 2015 Page 4 MOMSON The Lakes at Valley West MMERLE,INC. Traffic Impact Study whereas the second method results in higher turning forecasts, resulting in conclusions and recommendations that are well vetted from varying forecasts perspectives. 1.2.2 Methodology - Intersection Operations Intersection capacity was evaluated using the level-of-service (LOS) methodologies of the Highway Capacity Manual (Transportation Research Board, 2010). The Highway Capacity Manual (HCM) is a nationally recognized and locally accepted method of measuring traffic flow and congestion for intersections. Criteria range from LOS A, indicating free-flow conditions with minimal vehicle delays, to LOS F, indicating congestion with significant vehicle delays (and operational failures). LOS for a signalized intersection is defined in terms of the average control delay experienced by all vehicles at the intersection, as measured over a specific time period, such as a peak hour. LOS for a one- or two-way stop controlled intersection or driveway is the function of average control delays experienced by vehicles in a particular approach or approach movement over a timeframe, such as a peak hour. Typically, the stopped approach or movement experiencing the worst LOS is reported. Finally, LOS at an all-way stop-controlled intersection is defined by the average control delays experienced by all vehicles at the intersection, as with signals, but the LOS thresholds are associated with delays for unsignalized versus signalized intersections. Table 1 outlines the LOS criteria for signalized and unsignalized intersections from the Highway Capacity Manual. As shown, LOS thresholds, as a function of delay, vary between signalized and unsignalized intersections. This is because driver tolerances for delay have been documented to be much higher at signalized versus unsignalized intersections. Table 1. Intersection Level of Service Criteria Level of Signalized: Unsignalized: Service Control Delay(sec/veh) Control Delay(sec/veh) A <10 I I <10 B >10-20 >10 15 C >20-35 >15-25 D >35-55 >25-35 E >55-80 >35-50 F >80 >50 Source:Highway Capacity Manual(TRB,2010) LOS was determined for this study using Synchro Version 8.0, (Trafficware, 2013). This software tool can apply the analysis methodologies of HCM 2010 and is a standard industry software application. LOS D is the typical threshold for signalized intersections. LOS E is allowed at unsignalized driveways and intersections (including all-way stops). 1.2.3 Methodology — Collision Histories Collision histories were reviewed for existing study intersections to determine whether safety issues occur as a result of operational or design issues, such as signal phase issues, sight January 2015 Page 5 MOMSON The Lakes at Valley West MMERLE,INC. Traffic Impact Study distance limitations, channelization alignment issues, etc. A location where numerous incidents are identified could indicate that a High Accident Location (HAL) may exist and would therefore require further safety analysis and ultimately improvement. An intersection may have a high number of accidents, but this is not as statistically relevant if the intersection also experiences high traffic volumes. Thus, an Intersection Collision Rate (ICR) quantifies severity based on the number of average accidents per year compared with average daily traffic (ADT), per the following equation: Intersection Collision Rate (ICR) = Average Accidents per Year* 1,000,000 (Collisions per million entering vehicles) 365 * Total Entering Intersection ADT The criteria for the evaluation of rates can vary between jurisdictions, but a typical guideline is that a corridor or intersection would require further evaluation/analysis if accident rates exceed 1.0 collisions per million entering vehicles. Typically, an HAL is not noted when rates are below this general guideline; or at the least it denotes where further review should be performed. January 2015 Page 6 MOMSON The Lakes at Valley West MMERLE,INC. Traffic Impact Study 2 EXISTING CONDITIONS This section describes existing traffic conditions within the project study area. Described are study roadways, current traffic volumes, existing operations and capacity conditions within the study area, and collision history analyses. 2.1 ROADWAY NETWORK As indicated, the study focuses on traffic operations for the existing intersections of Westgate Avenue/Durston Road, Laurel Parkway/Durston Road, Cottonwood Road/Durston Road, and Cottonwood Road/W. Babcock Street. Three of these roadways are City arterials/collectors, with a description of these roadways provided is as follows: ♦ Cottonwood Road. This principal arterial has a two lane cross section north of and four separated lanes south of W. Babcock Street. Curb and gutter are located along the majority of both sides of the roadway between W. Babcock Street and Durston Road. There is little sidewalk along the east side of the roadway with approximately 1,500 feet along the west side between W. Babcock Street and Durston Road. The posted speed limit is 40 mph north of W. Babcock Street. The arterial supports 5,600 average daily traffic (ADT) south and 550 ADT north of Durston Road (count source: Traditions Subdivisions Phases 2 & 3 Residential Development TIS, Abelin Traffic Service 2014). ♦ Durston Road. This is a two lane minor arterial within the study area (west of Cottonwood Road). Curb, gutter, and a bike lane have been constructed as development frontage improvements along the majority of the north side of this arterial (within the study area). However, only a one-foot paved shoulder is located along undeveloped section of the south side. Separated sidewalk has been constructed as frontage improvements for approximately 1,250 feet along the north side of the roadway, between Cottonwood Road and approximately Rosa Way, and for 1,150 feet along the north side, between Laurel Parkway and Westgate Avenue. There is no sidewalk along the south side. The speed limit is 35 mph and the roadway supports 8,600 ADT within the study area (count source: Traditions Subdivisions Phases 2 & 3 Residential Development TIS, Abelin Traffic Service 2014). ♦ W. Babcock Street. This collector arterial has a two lane cross section with curb, gutter, and bike lanes from Cottonwood Road extending to a terminus approximately 1,500 feet to the west. There are no sidewalks along the roadway. The posted speed limit is 30 mph and the roadway supports 800 ADT within the study area (count source: Norton East Range Phase 111 Residential Development TIS, Abelin Traffic Service 2014). ♦ Westgate Avenue and Laurel Parkway. These local streets specifically serve developments, although Laurel Parkway is being developed to the cross section of a collector arterial, The importance of this roadway will increase in the future. Both roadways were developed with curb, gutter, and separated sidewalk section, along developed property fronts. The speed limit is posted 25 mph for both roadways. There is an ADT count of 2,800 on Laurel Parkway and no available count for Westgate Avenue (count source: Boulder Creek/Westbrook TIS, Abelin Traffic Service 2014). A summary of existing intersection turn lane locations and traffic control conditions (signal, one- way, two way, or all way stops) is provided on Table 2. Shown are different traffic movements at intersections and the whether a turn lane is provided. If no specific lane is shown, then turns January 2015 Page 7 dA& MORRISON The Lakes at Valley West aMAIERLE,INC. Traffic Impact Study are performed from an adjacent, shared through-lane. Also indicated are traffic control conditions for the intersection. Controls and lanes are denoted with an "X". [ Table 2. Existing Intersection Geometrics and Traffic Controls I Traffic Control Intersection Geometrics 0) a) (D a) CD a) 0) co cu coma s c�v m t c�u @ v�� coo � CU c>— ?j (U �J �J �J �J �J J �J �J C C1 F Q. d J C C J C C J C C J C C C O ?�O —' O m 7 m j m m m E m m m 7 Intersection �05 o� �-U a cn z i- z i-- U) U) � w�_ w� Cottonwood Rd/Durston Rd D O O ElC -I o 0 0 o a a a Westgate Ave/Durston Rd El o 0 0 Li o 0 o a o o a Laurel Parkway/Durston Rd o 0 0 0 0 o a a o a a a Cottonwood Rd/W. Babcock St o 0 0 0 o a a o 0 0 0 0 2.2 TRAFFIC COUNTS Intersection turn movement counts were collected specifically for this study on Thursday December 4, 2014 for the intersections of Laurel Parkway/Durston Road, Cottonwood Road/Durston Road, and Cottonwood Road/W. Babcock Street. There are only 25 homes accessing Westgate Avenue and, as such, through volumes were extrapolated from Laurel Parkway/Durston Road intersection and turning movements were estimated using trip generation information summarized by the Institute of Transportation Engineers (ITE) Trip Generation Manual (9th Edition, 2012) for residential housing for the Westgate Avenue/Durston Road intersection. This is an acceptable practice on low-volume roadways. Turing movement traffic counts were performed in the morning between 7:00 and 9:00 AM and in the afternoon/evening between 3:00 PM to 6:00 PM in order to identify the AM and PM peak hours of commute/work traffic activity for each intersection. The resulting AM peak hour was noted to occur at the majority of intersections between 7:30 to 8:30 AM, with a 7:45 to 8:45 AM peak hour noted for Cottonwood Road/W. Babcock Street. The PM peak hour was noted between 4:45 to 5:45 PM at the majority of intersections, with a 4:30 to 5:30 PM peak hour noted for Laurel Parkway/Durston Road. Meadowlark Elementary is located in the study area north of Durston Road 650 feet east of Cottonwood Road. Primary school hours are from 8:30 AM to 3:30 PM; having peak generator hours (highest hours of school traffic) occurring between 7:45 to 8:45 AM and 3:00 to 4:00 PM. Counts were performed while school was in session. The AM peak hour of the work commute traffic and AM peak generator of the school overlapped within the study area; and therefore analyses stated later in this report address this occurrence. However, the PM peak hour of commute activity was nearly 20 percent higher in volume following the PM peak generator hour of school activities for study intersections. As such, this TIS correctly addresses the PM peak hour of commute activity as volume demands are higher versus the afternoon hours of school. Figure 3 and Figure 4 provide a summary of existing traffic volumes for study intersections during the AM and PM peak hour. Count worksheets are provided in Technical Appendix B. January 2015 Page 8 N Ch :F= t�: 1 _A A 3 6 _A A 40 1 r A 6 213 ► —1% 219 ---► —147 405 IN 259 156 145 142 W 3 3 a a o W (n J w S 3 DURSTON RD 0 _N- O O Z O I— I— O U SITE LOCATION W. BABCOCK ST N N F n _ r �� 10 10 --o- 9 3 -- r 46 t It � 0 I� PO Box 3DO97 DRAWN BY: WOW THE LAKES AT VALLEY WEST PROJECT NO. MORRISON Enineers Surveyorsg Spokane WA 99223 CHK'D.BY: CJR 5352.003 s1-1.ls BOZEMAN MT J—j- MAIERLE INC, Plenne s Phone:te@ 9914684 APPR.BY: CJR FIGURE NUMBER bwhlleQm+n.nel An Employe•{7wned Company DATE: 115 6114 EXISTING TRAFFIC VOLUMES crn,nr.,rt-imm%�w+urvnr—m, AM PEAK HOUR J Plotted by bill white on Jan12912015 N CD OD f0 I � 3 _A A 12 13 A A 139 2 _A A 21 179 --s 187 T74 - — v 191 422 ---► --a 330 195 --s - 295 75 106 I I Q r > 3 Q Qr Q W w a 0 3 � / DURSTON RD 0 � -N- 0 0 3 z 0 0 U SITE LOCATION W. BABCOCK ST 23 _ _15 5 'r�30 0) 4D ® DRAWN BY:WDW THE LAKES AT VALLEY WEST PROJECT NO MORRISON Engineers okane A997 Surveyors Spokane WA 99223 CHK'D.BY: CJR 5352.003 MAIERLE,INC. s °llala BOZEMAN MT Planners Phone:(509)991-66B4 APPR,BY: CJR bwhite@m�.net DATE: 5/16/14 EXISTING TRAFFIC VOLUMES FIGURE NUMBER M£mployeel)wncd Company corn 1—IMORRI—MAI-IE.INC.�A,e PM PEAK HOUR Potted by bill while on Jenl2012015 a MOMSON The Lakes at Valley West MMERLE,INC. Traffic Impact Study A 2.3 TRAFFIC OPERATIONS The LOS and capacity analyses were performed based on a review of the traffic volumes summarized in Section 2.2 and the geometric conditions described in Section 2.1. Table 3 provides a summary of LOS for the AM and PM peak hours. Also shown are average control vehicle delays for each intersection. Note again, LOS and control delays for stop controlled intersections are the function of the worse approach or movement. Table 3. Existing LOS and Delay- AM and PM Peak Hours I AM Peak Hour PM Peak Hour Signalized Intersections LOSS Delay LOSS Delay Cottonwood Rd/Durston Rd 30.5 sec 25.0 sec Westgate Ave/Durston Rd J© 10.6 sec © 10.8 sec Laurel Parkway/Durston Rd © 17.3 sec © 13.9 sec Cottonwood Rd/W. Babcock St © 14.1 sec © 12.7 sec LOS=Levels-of-Service Again, LOS E is the standard industry threshold for the operation of stop-controlled/unsignalized intersections. Therefore, all study intersections currently function within acceptable LOS ranges. This indicates that no capacity improvements would be warranted on the basis of existing traffic operations, as there is sufficient roadway capacity. LOS summary worksheets are provided in Section C of the Technical Appendix. 2.4 COLLISION HISTORIES Collision histories were reviewed to determine whether any unusual safety issues were noted at study intersections. Per typical industry approach, collision data was collected from the City of Bozeman for the most current three-year period available, which extends from January 1, 2011 to December 31, 2013. Collision histories were available for the Cottonwood Road/Durston Road, Laurel Parkway/Durston Road, and Cottonwood Road/W. Babcock Street intersections. A summary of the collision history review and analyses is as follows: ♦ Cottonwood Road/Durston Road. Two collisions were noted for the three-year study period, which represents an average 0.67 collisions per year. From counts, we can estimate a TEV of 11,675 ADT, which calculates to a collision rate of 0.16 collisions per million entering vehicles. There was one head-on collision and one collision between eastbound and westbound left-turning vehicles. Collisions involved property damage only with no injuries. ♦ Laurel Parkway/Durston Road. A single collision was noted during the three-year study period, which represents an average of 0.34 collisions per year. From counts, we can estimate a TEV of 10,000 ADT, which calculates to a collision rate of 0.09 collisions per million entering vehicles. This vehicle was driven into the ditch at night, with no collision with another vehicle. The accident involved property damage only with no injuries. January 2015 Page 11 MORMON The Lakes at Valley West MMRLE,INC. Traffic Impact Study ♦ Cottonwood RoadM. Babcock Street. A single collision was noted during the three- year study period, which represents an average of 0.34 collisions per year. From counts, we can estimate a TEV of 6,400 ADT, which calculates to a collision rate of 0.15 collisions per million entering vehicles. This collision involved a westbound left-turning vehicle colliding with a southbound through movement. The accident involved property damage only with no injuries. The review of collision histories suggests there are no HAL at study intersections as the ICR's are minimal with no injuries noted at any study intersection. January 2015 Page 12 0J MORRISON The Lakes at Valley West do MAIERLE,INC. Traffic Impact Study 3 YEAR 2024 GROWTH RATE FORECASTS This section summarizes year 2024 traffic forecasts, as developed using the baseline growth rate. Also described are planned future roadway improvements and forecast traffic operations and capacity conditions based on these forecasts. 3.1 ROADWAY NETWORK There are three improvement projects poised for development within the study area. All projects are currently unfunded and, as such, were not reflected in analyses for Section 3 (Year 2024 Growth Rate Forecasts) or Section 4 (Year 2024 Pipeline Forecasts) as they provide capacity that cannot be counted upon (within any predicted timeframe). However, some discussion as to the benefit of these improvements is provided in Section 5 (Improvements and Project Mitigation). It is anticipated these improvements would be developed through a combination of frontage improvements and financial support via traffic impact fees, the City of Bozeman street budget, and grants. A summary of planned improvement projects is as follows: ♦ Durston Road. This includes the widening of Durston Road from a two-lane to a three- lane section west of Cottonwood Road to Westgate Avenue and adding a center turn lane with bike lane along the southern edge of the arterial. ♦ Cottonwood Road/Durston Road. A traffic signal or roundabout is ultimately planned at the Cottonwood Road/Durston Road intersection. With the signal, turn lanes could be developed to better accommodate turn movements. ♦ Cottonwood Road. A separated, four-lane section would be developed north from W. Babcock Street to Durston Road, adding two through lanes with bike lanes. 3.2 TRAFFIC FORECASTS Baseline traffic forecasts were developed for this Section using a 3% annual growth rate provided by City of Bozeman Engineers. This growth rate was applied to year 2014 traffic volumes to generate year 2024 future without project traffic volumes for the AM and PM peak hours. A summary of baseline growth, year 2024 future without-project traffic forecasts is shown on Figure 5 for the AM peak hour and Figure 6 for the PM peak hour. January 2015 Page 13 co $R N N q N 1 _ A A 4 8 A A 54 _ s 286 --> �- 214 294 --► 158 544 - > --*--254 348 ---> --210 195 191 LLJ 3 Q IQ N W d'I I / In 3 s ' DURSTON RD 0 _N- O O 3 z O O U SITE LOCATION W. BABCOCK ST 0- v I� PO Box30097 DRAWN BY:WOW THE LAKES AT VALLEY WEST PROJECT NO. °elnaars SEurveyors Spokane WA 99223 CHK'D BY: CJR 5352.003 MORRISON Ma MT NT r7�7 So/en(isls BOZEMAN MT L IIERLE,INC. Planners Phone:(5@m) 1.A664 APPR.BY: CJR bwhite@m�l.net DATE: 5/16/14 FUTURE WITHOUT PROJECT(GROWTH RATES) FIGURE NUMBER A.LmPloyee-Owned Company �.xnscc,n vuon•+ac+«�.w,iar n�_zms AM PEAK HOUR Plotted by bill white on Jan128/2015 M I-- i� r CID s 4 _A A 17 _ A 187 3 At A__28 241 ► 251 234 - ► 257 567 -s 0 443 262 -396 101 r 142 i 3 3 W � Q Q V�1 w a O 3 s ; DURSTON RD 0 � -N- O O 3 z O O U SITE LOCATION W. BABCOCK ST J 31 A` A_20 12 7 ' 40 � I ® Engineers PO Box 30097 DRAWN BY: WOW THE LAKES AT VALLEY WEST PROJECT NO. MORRISON Surveyors Spokane WA 99223 CHK'D.BY: CJR 6352.003 MAIERLE INC. Planers Phone:(509)991-8684 APPR.BY:CIR BOZEMAN MT Planners bwhlle a@m-m.ne1 FIGURE NUMBER An Employee-Owned Conp.ny DATE: 5116/14 FUTURE WITHOUT PROJECT(GROWTH RATES)cov�nr.m,ut•m Fv.�w�e,r v.c >^ PM PEAK HOUR 6 Plotted by b81 while on Jan/2812015 MORRMSON The Lakes at Valley West MMERLE,INC. Traffic Impact Study 3.2.1 Trip Generation Trip generation was predicted using the methods outlined in the Institute of Transportation Engineers (ITE) Trip Generation Manual (9th Edition, 2012). The Trip Generation Manual is a nationally recognized and locally accepted method for forecasting trip generation for a range of commercial, retail, and residential land uses. The forecasting methods were developed based on the survey of other existing land use developments located throughout the United States. Trip generation was determined using ITE Code 210 for single family homes and ITE Code 230 for Townhomes. The ITE describes these land uses as follows: ♦ ITE Code 210 Single-Family Detached Housing - "includes all single-family detached homes on individual lots." ♦ ITE Code 230 Residential Condominium/Townhouse - "ownership units that have at least one other owned unit within the same building structure." Trip generation was determined based on equations that estimate trips according to the number of dwelling units. Equations were used for this study for the following reasons: more than ten surveys/studies were used to develop ITE equations for these land uses; a resulting data regression analysis results in a fit in excess of 0.80 for both uses; and more conservative (higher) trip generation totals are provided. The Trip Generation Manual indicates equations should be met over rates when these criteria are met. Trips were for the weekday and AM and PM peak hours of the weekday, assuming the development and occupancy of 120 single family homes and 180 townhomes. A summary of resulting trip generation is provided on Table 4. Table 4. Project Trip Generation Projections I AM Peak Hour PM Peak Hour Land Use(Units) Weekday In Out Total In Out Total Single Family Homes(120 units) 1,240 23 71 94F 78 46 124 Townhomes(180 units) 1,070 14 69 83 65 32 97 Trip Totals I2,310 37 140 177 143 78 221 Source:Derived from equations,proeided in Tn>Generation Manual 1.111%,2012) As shown, 2,310 trips would be generated during the typical weekday, with 177 trips generated during the AM peak hour and 221 trips generated during the PM peak hour. Peak hourly trips would comprise 17.2 percent of total daily trips. 3.2.2 Trip Distribution The distribution of trips was estimated to establish traffic forecasts for future LOS analyses. An imaginary cordon or screen line was assumed around the project vicinity encompassing the principal approach routes of Durston Road, Cottonwood Road, and W. Babcock Street. Individual average daily traffic (ADT) counts were compared with total ADT volumes on this cordon line (a total of 18,000 ADT was noted) to gain a sense of distribution patterns. Trip January 2015 Page 16 MOMSON The Lakes at Valley West MMERLE,INC. Traffic Impact Study distributions were proportioned to these primary approach routes in order to determine project trip assignments. A summary of this comparison is as follows: ♦ Durston Road East. There is an ADT count of 8,600 ADT on Durston Road east of Cottonwood Road. This results in a distribution of approximately 50 percent when compared with total ADT along the cordon line. ♦ Cottonwood Road South. There is an ADT count of 5,600 ADT on Cottonwood Road south of W. Babcock Street. This results in an approximate 30 percent distribution when compared with total ADT along the cordon line. ♦ Durston Road West. Peak hourly to ADT ratios were developed for Durston Road East, and then used to estimate an ADT count of 3,000 ADT west of Westgate Avenue. This results in an approximate 15 percent distribution when compared with total ADT along the cordon line. ♦ W. Babcock Street East. An approximate 800 ADT was noted for W. Babcock Street, with this road providing a viable albeit less direct route into Bozeman. A comparison results in an approximate 5 percent distribution when compared with total ADT along the cordon line. The remaining study road segments did not provide a typical approach to/from the study area and were therefore neglected in the distribution and assignment of trips. Project trips were then assigned to the study area based upon these distribution patterns. A summary of trip assignments is provided on Table 5 for the weekday, AM peak hour, and PM peak hour. Table 5. Trip Distribution and Assignment Summaries Distribution Assignments Assignments Assignments Location (Rounded) Daily AM Peak PM Peak Durston Rd W/of Westgate Ave 15.0% 1 345 27 33 Durston Rd Elof Cottonwood Drive 50.0% 1,155 88 111 Cottonwood Rd S/of W. Babcock St 30.0% 695 53 66 W. Babcock St Elof Cottonwood Rd 5.0% 115 L. 9 11 Total Trip Assignments 100% 2,310 —17-7 -1 221 1. Distributions to/from west split between Elton Road,Upriver Dnvc,and 1C;11,Acy Avenue. Figure 7 provides a summary of intersection trip assignments for the AM peak hour and Figure 8 for the PM peak hour. Future without project traffic volumes and project trip assignments were combined to generate the future year 2024 traffic forecasts shown on Figure 9 and Figure 10 for the AM and PM peak hours. Again these forecasts were developed with the application of annual growth rates. January 2015 Page 17 000 000 000 _o 3 ► 13 48 - ► -.0 15 108 ---a 28 70 —a 19 2 �' 13 3 j 16 1 y 3 49 110-V 0 �wy 000a� � 00 w Y 3 a Q NI I,I 4 0I 0 � N (5-0-0 La rr 3 DURSTON RD 15% � -N- O O 3 z O r- O U SITE LOCATION CK ST 5% (30% N O I, tl � l� o _A A_ 2 0 -.00 O :F= 0 PO Box 30097 ORAVJN BY: WOW THE LAKES AT VALLEY WEST PROJECT NO. MORRISON Engineers 5352.003 Spokane WA 99223 Surveyors CHK'D.BY: CJR MAIERLE INC. S°`eOfs1s Phone:(509)99"684 APPR.BY: CJR BOZEMAN MT Planners bwhlle@m-m.nel FIGURE NUMBER An -- loy--0—dCon pony DATE: 5I16114 PROJECT TRIP ASSIGNMENTS zu,s AM PEAK HOUR 7 Plotted by bill while on Jan/28/2015 000 000 000 i t' 07 s > t I � 0 A A_o 0 _A A 0 0 ` _� �_o 13 ----7 29 --► --a- - 50 60 --► --w �M 39 -- 72 9 —V .49 10 y 61 3 —� y r 27 t 0 LO0 [4, FAO N <O 800 w 3 a a o W ~ — J � W w s 50D 3 DURSTON RD (15%) - o _N- O O Z O H O U SITE LOCATION K ST S% 30% O N � 0 7 0 0 0 � �Y� 0 � l � l 090 LA : MORRISON PO Box 30097 DRAWN BY: WDW THE LAKES AT VALLEY WEST PROJECT NO. Engineers Surveyors Spokane WA 99223 CFIK'D.BY: CJR 5352.003 JI MAIERLE INC. PlScientists. Phone:(509)991-86B4 APPR.BY:CJR BOZEMAN MT JIM Planners An Employee-Owned Company bwhlle@m-m.nel FIGURE NUMBER DATE: 16/14 PROJECT TRIP ASSIGNMENTS p C-RIGM®MORMSON-ERLE INC 2015 PM PEAK HOUR O Plotted by bill while on Jan/28/2015 coo I I ' 1 _A A 4 8 _A A_5a 1 j A_8 290 226 343 213 652 — ► 282 418 228 2 r r 13 3 — r 16 1 r r 3 244 191 �� T �' �,► fir, ao0a� Q0 � ch cinQ► > Y 3 a c N W a O F- J Q' Qf Ld 3 s DURSTON RD 0 -N- O O 3 z O O U SITE LOCATION W. BABCOCK ST si 23 _r 15 13 12 4 r r 62 N MORRISON PO Box3oos7 DRAWN BY: WOW THE LAKES AT VALLEY WEST PROJECT NO. Engineers Surveyors Spokane WA 99223 CHK'D.BY: CJR 5352.003 MAIERIE INc. P�annen; Phone:(509)991-8684 APPR.BY: CJR BOZEMAN MT bwhlte@m-..net DATE: 5/16114 FUTURE WITH PROJECT(GROWTH RATES) FIGURE NUMBER An Em�rloyee-0wned Co�ry /� AM PEAK HOUR 9 Plotted by bill whhe on Janl2812015 C00 :I= r— CID 9 � OD � l 1 44 A_ 17 A A 187 3 _A A_28 253 --s -.*--25g 263 - > 307 627 ---a --a 554 301 —s --a--468 9 r -49 10 r A r' -61 3 '1 �, 11 128 -v -142 10- v) 0N FAO N W I W 3 3 Q Q N W 4 0 ~ J w 0 Inc W s 3 DURSTON RD 0 � -N- O O Z O H I— O U SITE LOCATION W. BABCOCK ST co 92 31-,A A_27 12 ---m- 7 7 � �y�40 � 1 � 1 MORRISON PO Box 30097 DRAWN BY: WOW THE LAKES AT VALLEY WEST PROJECT NO. Erg/neers Surveyors Spokane WA 99223 CHK'D.BY: CJR BOZEMAN MT 5352.003 MAIERLE INC. Planners Phone:(509)991-6684 APPR BY: CJR sG;enf/s(s nel FIGURE NUMBER hwhlte@mwn An l3mrloym-Owned Compeuy DATE: 5116/14 FUTURE WITH PROJECT(GROWTH RATES)COPYRIG PM PEAK HOUR 10 HT®MORWSONMNERLE,INC,RO15 Plotted by bill white on Jan/28/2015 iJ MORRISON The Lakes at Valley West r MMERLE,INC. Traffic Impact Study 3.3 TRAFFIC OPERATIONS The LOS and capacity analyses were performed based on a review of the traffic forecasts summarized in Section 3.2. As indicated, this analysis was performed based on current geometric conditions. Table 6 provides a summary of future without and with project LOS and control delays for the AM and PM peak hours. f Table 6. Year 2024 LOS Summaries(Growth Rate)- AM and PM Peak Hours Future Without Project __J I Future With-Project AM Peak Hour PM Peak Hour J I AM Peak Hou_r_J I PM Peak Hour Signalized Intersections LOSS Delay LOSI Delay I F LOSS Delay LOSS Delay rCottonwood Rd/Durston Rd �F 102.8 �F 177.2 IF� 207.8 F� >250.0 Westgate Ave/Durston Rd Laurel Parkway/Durston Rd 30.4 © 19.3 164.1 61.4 Cottonwood Rd/W. Babcock St © 18.2 © 15.5 1 Westmorland Dr/Durston Rd LOS=Levels-of-Service As shown, the Cottonwood Road/Durston Road intersection is projected to function at LOS F by year 2024 during the AM and PM peak hours, as reviewed based on forecasts developed with growth rates. Similarly, the Laurel Parkway/Durston Road intersection is projected to operate at LOS F with the introduction of the fourth intersection approach during both peak hours. Note this LOS result is the function of delay experienced within the southbound approach, specifically the left-turn movement, at the intersection. All other intersections are projected to function with acceptable LOS during the AM and PM peak hours. January 2015 Page 22 MOMSON The Lakes at Valley West ___ MMEM,INC. Traffic Impact Study Q 4 YEAR 2024 PIPELINE PROJECT FORECASTS This section summarizes year 2024 traffic forecasts, as developed using pipeline project trip assignments. Reiterated are future roadway network changes and provided are forecast traffic operations and capacity conditions based on these forecasts. 4.1 ROADWAY NETWORK As indicated, the three-lane Durston Road project; the Cottonwood Road/Durston Road signal or roundabout project; and the Cottonwood Road four lane extension are improvements planned within the study area. However, as all projects are currently unfunded, they are not addressed with the analyses in this Section. Some discussion as to the benefit of these improvements is provided in Section 5 (Improvements and Project Mitigation). 4.2 TRAFFIC FORECASTS Future without project traffic forecasts were developed for this Section using a 1 percent annual growth rate combined with pipeline project trip assignments. The 1 percent growth rate addresses baseline traffic growth, meaning traffic growth not associated with specific developments within the study area. Pipeline projects again refer to vested land use projects that have been approved by local agencies, but are in the process of being developed. As such, the trips generated by these projects are not yet recorded in counts and need to be addressed in forecasts as they have rights to future capacity. A summary of pipeline projects are as follows: ♦ Boulder Creek/Westbrook. This project includes the development of 233 single family residential units located north of Durston Road, % mile west of Cottonwood Road. The traffic impact study for this development (Abelin Traffic Services, November 2013) indicates the project would generate 2,230 weekday trips with 175 trips generated during the AM peak hour and 235 trips during the PM peak hour. Of these trips, approximately 33 percent are expected off Cottonwood Road to/from the north of Durston Road, 11 percent off Cottonwood Road to/from the south of Babcock Street, 3 percent off Durston Road to/from the west of Westgate Avenue, 31 percent off Durston Road to/from the east of Cottonwood Drive, 11 percent off Laurel Parkway to/from the north of Durston Road, and 11 percent off W. Babcock Street to/from the east of Cottonwood Road. ♦ Norton East Ranch Phase III. This project includes the development of 106 single family residential units located west of Laurel Parkway between Babcock Street and Fallon Street. The traffic impact study for this development (Abelin Traffic Services, June 2014) indicates the project would generate 1,014 weekday trips with 80 trips generated during the AM peak hour and 107 trips during the PM peak hour. Of these trips, approximately 4 percent are expected off Cottonwood Road to/from the north of Durston Road, 50 percent off Cottonwood Road to/from the south of Babcock Street, 10 percent off Durston Road to/from the west of Westgate Avenue, 24 percent off Durston Road to/from the east of Cottonwood Drive, and 13 percent off W. Babcock Street to/from the east of Cottonwood Road. ♦ Traditions Subdivision Phases 2 & 3. This project includes the development of 98 single family residential units located north of Annie Street and west of Cottonwood January 2015 Page 23 di MORRIMON The Lakes at Valley West aid MMERLE,INC. Traffic Impact Study Road. The traffic impact study for this development (Abelin Traffic Services, September 2014) indicates the project would generate 938 weekday trips with 74 trips generated during the AM peak hour and 99 trips during the PM peak hour. Of these trips, approximately 47 percent are expected off Cottonwood Road to/from the north of Durston Road, 2 percent off Cottonwood Road to/from the south of Babcock Street, 1 percent off Durston Road to/from the west of Westgate Avenue, 26 percent off Durston Road to/from the east of Cottonwood Drive, 2 percent off Laurel Parkway to/from the north of Durston Road, and 12 percent off W. Babcock Street to/from the east of Cottonwood Road. Attached Figure 11 and Figure 12 provide a summary of pipeline project trip assignments for the AM and PM peak hours at study intersections. Pipeline trips were combined with baseline forecasts to develop the future without project traffic volumes, as shown on Figure 13 and Figure 14 for the peak hours. Specific pipeline project trip assignments are provided in Section D of the Technical Appendices. 4.2.1 Trip Generation & Distribution Again, trip generation was based on the methods of the (ITE) Trip Generation Manual (9th Edition, 2012). Trip generation was determined for 120 for single family homes 180 townhomes. Total project trip generation is again summarized on Table 7. FTable 7. Project Trip Generation Projections(Re-summarized) - -1 AM Peak Hour PM Peak Hour Land Use(Units) Weekday In Out Total In Out Total Trip Totals 2,310 J37 140 177 143 78 221 Source:Derived from c oawniS rovidc'd m Tri p Generation Manual(ITI„21112) As indicated, the distribution of these project trips was based on a review of study area ADT trips. A summary of these distributions are again as follows: ♦ Durston Road East. 50 percent to/from the east of Cottonwood Road. ♦ Cottonwood Road South. 30 percent to/from the south of W. Babcock Street. ♦ Durston Road West. 15 percent to/from the west of Westgate Avenue. ♦ W. Babcock Street East. 5 percent to/from the east of Cottonwood Road. Project trip assignments are again summarized on figure 7 and figure 8 for the AM and PM peak hours of the typical weekday. 4.2.2 Forecasts and Volume Comparisons Trip assignments were combined with the future without project forecasts, as developed with pipeline project trips, to generate future with project traffic forecasts. A summary of the resulting future year 2024 future with project traffic forecasts shown on Figure 15 and Figure 16 for the AM and PM peak hours. January 2015 Page 24 O O (0 N O tO 1 A` >A 2 �� ►A 8 0 As �� 22 0 0 8 26 --s 16 36 a 12 15 r 4 s} � ,s N ct 3 3 a a o H J � N � 3 S DURSTON RD 0 -N- O O 3 z O F- O U SITE LOCATION W BABCOCK ST x oaf T0 A� 14 0 - o 0 Y-4 sr 5 oho ® MORRISON PO Box 30097 DRAWN BY: WDW THE LAKES AT VALLEY WEST PROJECT NO Englneere Sury YZ Spokane WA 99223 CHK'D.BY: CJR 5352 003 MAIERLE INC. Planners Phone:(509)991-B6B4 APPR.BY: CJR BOZEMAN MT bwhlte@m-m.nel FIGURE NUMBER An Employee-Owned Company DATE: 5116114 PIPELINE PROJECT TRIP ASSIGNMENTS AM PEAK HOUR 11 Plotted by bill white on Jen12812015 0 0 I I I o _A A o -47J s __ A A 2s o _A A 75 14 - ► g 8 23 —s 41 13 � 12 p ^ n Q � w Y 3 a IQ N Lu- A s 3 DURSTON RD 0 � -N- O O 3 z O F- F- O U SITE LOCATION W. BABCOCK ST 901945 ® MORRISON Eng/neers PO Bo k 30097 DRAWN BY: WOW THE LAKES AT VALLEY WEST PROJECT NO. Spokane WA 99223 ® - Surveyors P CHK'D.BY: CJR 5352.003 MAIERLE,INC Planners Phone:(509)991 66t14 APPR.BY: CJR BOZEMAN MT bwhlte@.—.net FIGURE NUMBER An Em�loyee�)wned Com��y DATE:5116114 PIPELINE PROJECT TRIP ASSIGNMENTS coarw 17`'ra"°`"'"w`""_11 w''' PM PEAK HOUR 12 Potted by bl9 whRe on JeN2612015 �y N N N Ch _A A 3 s 52 240 ---o- -me—190 245 --s .00-—T70 473 ---p- -- 225 322 ---► --a 184 T75 161 � Nlt� W 3 3 Q Q (Al W a O J IX W 3 DURSTON RD 0 N- O O Z O H H O U SITE LOCATION W. BABCOCK ST § A 25 —10-5s 04 ORR ® PO Box 30097 I'I'r�'�r'�BY:WOW THE LAKES AT VALLEY WEST PROJECT NO. MORRISON Eginees Surveyors Spokane WA 99223 CHK'D.BY: CJR 5352.003 WU MAIERLE INC. Sclanlls(s Phone:(509)991-8694 APPR.BY: CJR BOZEMAN MT Planners An Employee-0wned Compmry bwhlle@m-m.nel FIGURE NUMBER DATE: 6116114 FUTURE WITHOUT PROJECT(PIPELINE) AM PEAK HOUR 13 Potted by bill while on Jenl2812015 N 0) $2 r1rAul 3 A A_13 20 A A 180 2 A A 98 212 --a --a 216 200 --► 216 489 ---a -a 396 238 -- 367 96 r 129 0 r Q � Lu 3 a CA N LJ a o J Q' N � 3 DURSTON RD 0 -N- O O 3 z O O U SITE LOCATION W. BABCOCK ST 04 6165 36 —yt I� PO Box 30097 DRAWN BY: WDW THE LAKES AT VALLEY WEST PROJECT NO. Surveyors MORRISON En9'�rs Spokane WA 89223 CHK'D.BY: CJR 5352.003 ' 1 I II�I MAIERLE INC. Planners Phone:(509)991-8684 APPR BY: CJR BOZEMAN MT Anempmyceow edcnm p.y bwhlte@rnm net DATE: 5116114 FUTURE WITHOUT PROJECT(PIPELINE) FIGURE NUMBER PM PEAK HOUR 14 ca,H.vn: „nr..u,,•mn. Plotted by bill white on Jan128t2015 cVO NON chl� ao 1 _ 3 9 _A A 52 1 29 244 202 293 ► - 186 581 ---s --N 253 392 -,a 203 2 `, r 13 3 r r 16 1 r �, 3 224 �r 161 V.-a I l' ( coo Q � W � 3 Q Q N W d O C� ix, N O W S 3 DURSTON RD 0 � -N- O O Z O H O U SITE LOCATION W. BABCOCK ST c -) a t� � h 19 A A 26 11 --s 10 3 r` 'r� 56 l � l co � R I� MORRISON En9/neers PO Box 30097 or;AWN BY.' WOW _ THE LAKES AT VALLEY WEST PROJECT NO. Surveyors Spokene WA 99223 CHWD.BY: CJR 5352.003 LLJMAIERLE INC. Soimers Phone:(509)991-8584 APPR BY: BOZEMAN MT Planners bwhlte a@m-m.nel RJR FIGURE NUMBER An Employee-O—d Company DATE:5I16114 FUTURE WITH PROJECT(PIPELINE) 15 eoP�mc"'`"�.,:,•,""'"'�,a wc.a"' AM PEAK HOUR Pkritfd by blll WNW w Jetu2tu2015 N NOoi QO ul 3 � � � I _A A� � 20 � low A 180 2 A.94 A,_ss 225 223 230 --► 266 549 -► .04--506 277—s -a*--438 9 �r r' Q 10 r r 61 3 -11 123 — 129 �, T �' --w -4 , :DTI' LO O N to 0 A N (0 r W 3 3 Q Q N I a 0 J I � � I 3 � S DURSTON RD 0 _N— O O 3 z 0 O U SITE LOCATION W. BABCOCK ST I 25 �� _68 10 � 6 6 —� r 39 �1 � 1' � 9 DRAWN BY: WDW THE LAKES AT VALLEY WEST PROJECT NO. MORRISON sumeyars Spokane A997 i� Spokane WA 99223 5352.003 Surveyors CRK'D.BY: CJR BOZEMAN MT �-11 MAIERLE INC. PI—tiaf� Phone: 991-e684 APPR.BY: CJR bwhtte@m9n.nel FIGURE NUMBER An Employee-onmed Company DATE: 5/1614 FUTURE WITH PROJECT(PIPELINE) PM PEAK HOUR 16 Plotted by bill white on Jan/26/2015 MOMSON The Lakes at Valley West MMERLE,INC. Traffic Impact Study A comparison of traffic forecasts was performed between the two forecast methodologies summarized in Section 3 (Year 2024 Growth Rate Forecasts) or Section 4 (Year 2024 Pipeline Forecasts). Table 8 provides a summary of total entering volume forecasts, represented as percent annual growth rates calculated between existing and future Year 2024 volumes for existing study intersections. Table 8. Total Entering Volume Annual Growth Comparisons [ Growth Rates Pipeline Trips Signalized Intersections AM Peak PM Peak AM Peak PM Peak Cottonwood Rd/Durston Rd Westgate AvelDurston Rd Laurel Parkway/Durston Rd 4.2% 5.1% 3.7% 4.1 Cottonwood Rd/W. Babcock St Weighted Average Annual Growth Rates 4.3% As shown, average annual growth rates are similar between the forecast methodologies for study intersections. Thus, although there is some difference between through and turning movement forecasts, they result in similar growth projections. 4.3 TRAFFIC OPERATIONS The LOS and capacity analyses were performed based on a review of the traffic forecasts summarized in Section 4.2. Again, this analysis was performed based on the current geometric conditions as planned improvements are currently unfunded. Table 9 provides a summary of future without project LOS and control delays for the AM and PM peak hour, as based on pipeline project traffic forecasts. [ Table 9. Year 2024 Traffic Forecasts(Pipeline)- AM and PM Peak Hours Future Without Project Future With-Project AM Peak Hour PM Peak Hour [ AM Peak Hour PM Peak Hour Signalized Intersections LOS' Delay F Delay I r LOSS IDelay LOS' Delay Cottonwood Rd/Durston Rd F� >250.0 >250.0C� >250.0 F� >250.0 Westgate AvelDurston Rd Laurel Parkway/Durston Rd © 23.8 © 66.6 Cottonwood Rd/W. Babcock St © 19.6 © Westmorland Dr/Durston Rd U u 0 0© LOS=Levels-of-Service As before, the Cottonwood Road/Durston Road intersection is projected to function at LOS F by year 2024 during the AM and PM peak hours, as reviewed based on forecasts developed with January 2015 MOMSON The Lakes at Valley West on k MMERLE,INC. Traffic Impact Study pipeline project assignments. As before, the Laurel Parkway/Durston Road intersection is projected to operate at LOS F with the introduction of the fourth intersection approach, except only during the AM peak hour. Again this LOS result is the function of delay experienced within the southbound approach, specifically the left-turn movement, at the intersection. All other intersections are projected to function with acceptable LOS during the AM and PM peak hours. Note the results of the LOS analysis yield similar operations/capacity results, despite the difference in forecasting methodologies. January 2015 Page 32 MOMSON The Lakes at Valley West MMERLE,INC. Traffic Impact Study y 5 IMPROVEMENTS AND PROJECT MITIGATION Operational deficiencies (LOS exceptions) were noted for the Cottonwood Road/Durston Road and Laurel Parkway/Durston Road intersections. This section reviews and validates two improvements planned for the study area. 5.1 COTTONWOOD DRIVE/DURSTON ROAD INTERSECTION As indicated, a LOS deficiency has been noted for the Cottonwood Drive/Durston Road intersection. Traffic forecasts were reviewed incrementally between year 2014 and year 2024 during the more critical of the peak hour conditions/scenarios reviewed for this intersection, which was the AM peak hour of the pipeline forecast scenario. Thus, to accomplish the incremental analysis for this intersection: ♦ 60 units of The Lakes of Valley West development was reviewed incrementally (every two years) to an intermediate horizon year ♦ The 1 percent annual growth rate compounded annually to this horizon year (every two years) ♦ Plus, a 20 percent increment assignment of pipeline project trips to this incremental horizon year (every two years) Based on this incremental analysis, it was determined the intersection would function at LOS F by year 2016, indicating the need for some improvement within a two year timeframe. The installation of an all-way stop would mitigate this deficiency temporarily, delaying this deficiency approximately two years. Thus, the need for more rigorous signal or roundabout improvement would be needed by year 2018. As indicated previously, the City of Bozeman is planning to construct a traffic signal or roundabout at this intersection as funding permits in the future. Either improvement will fully address & correct LOS for this intersection; resulting in a LOS B/C operations under either forecast scenario for the AM and PM peak hours. An analysis was then performed to determine the proposed projects responsibility towards Cottonwood Drive/Durston Road intersection improvements. Per standard industry practices, a developments responsibility towards improvements is calculated on the bases of total entering volumes. Thus, the weighted average impact of project trip assignments versus forecast TEV is shown below: ♦ (150+150+188+188) / (1,369+1,419+1,448+1,574) = 11.6% Given this calculation, the project comprises an average 11.6 percent of TEV at the intersection. As such, it is recommended the project participate in providing 32.0 percent of construction costs associated with improvement development. 5.2 DURSTON ROAD THREE LANE As indicated, the Laurel Parkway/Durston Road intersection is projected to function within the LOS F range during the peak hours according to both forecast scenarios. Although this conflict January 2015 Page 33 i1 MOMSON The Lakes at Valley West 90 MMERLE,INC. Traffic Impact Study does occur as the result of project construction, with the addition of the fourth/south leg, the LOS issue is actually due to the stopped delay associated with the southbound left-turn movement at the intersection. Between 226 and 247 southbound left-turns were noted between forecast scenarios during the AM peak hour with between 142 and 155 noted between forecasts during the PM peak hour; causing significant stopped delays. Traffic forecasts were reviewed incrementally between year 2014 and year 2024 during the more critical of the peak hour conditions/scenarios reviewed for this intersection, which was the AM peak hour of the growth rate forecast scenario. Thus, to accomplish the incremental analysis for this intersection: ♦ 60 units of The Lakes of Valley West development was reviewed incrementally (every two years) to an intermediate horizon year, ♦ The 3 percent annual growth rate compounded annually to this horizon year (every two years), Based on this incremental analysis, it was determined the intersection would function at LOS F by year 2020, indicating the need for some improvement within a six-year timeframe. Typical improvements for LOS such as this include turning restrictions, the construction of a roundabout/signal, an alternative route, and/or the construction of a two-way left-turn lane (TWLTL) or center turn lane; of which the TWLTL and the signal/roundabout options seem the most appropriate given the situation. TWLTL. As indicated, City Engineers have planned to construct a TWLTL along Durston Road from Cottonwood to Westgate Avenue. With the appropriate channelization, this lane can offer turning capacity for intersections and driveways along the length of Durston Road, providing for the staged movements of left-turns from intersecting streets onto the arterial. The staging of left-turns promotes a concept known as two-stage gap acceptance. This improves LOS and reduces vehicle delay, as drivers deal with traffic conflicts from only one direction of travel at a time versus two. If channelized appropriately, this improvement would mitigate traffic operations back into the LOS D/E range during the year 2024 AM and PM peak hours. However, for this to serve as a TWLTL, no eastbound or westbound left-turn lanes can be striped at the intersection; rather only the TWLTL striping can be used. This is because southbound and northbound left turning vehicles would turn into a designated turn lane, which is prohibited. Even to this end, there may be a potential for traffic conflicts between especially westbound left and southbound left-turning movements. Therefore, City Engineers may not find this a desirable mitigation for LOS issues at the intersection. Per standard industry practices, a proportionate impact of roadway improvements, in this case TWLTL widening, is determined by comparing trip assignments versus forecast traffic volumes on the roadway in question. In this case, the weighted average impact of project trip assignments versus forecast assignments on Durston Road is shown below: ♦ (140+140+175+175) / (933+834+1,006+912) = 17.1% Given this calculation, the project comprises an average 17.1 percent of total growth projected along Durston Road between Cottonwood Road and Laurel Parkway. As such, it is January 2015 Page 34 MORMSON The Lakes at Valley West MAIERLE,INC. Traffic Impact Study recommended the project participate in providing 17.1 percent of construction costs associated with improvement development. Traffic Signal. A roundabout or traffic signal would be the more ideal mitigation for the intersection, if a TWLTL is deemed by City Engineers to be the wrong improvement. A signal or roundabout would elevate operations back into the LOS B range, which is a better result; although this project would not offer capacity benefits to other intersections or driveways along Durston Road as with the TWLTL. So there is a trade-off with this improvement. As indicated previously, a comparison of TEV trip assignments versus total forecasts is the measure for impacts for intersections with the comparison summarized as follows: ♦ (152+152+190+190) / (973+877+1,050+961) = 17.70/O Given this calculation, the project comprises an average 17.7 percent of total growth projected at the intersection. As such, it is recommended the project participate in providing 17.7 percent of construction costs associated with the development of a signal or roundabout, if required over a TWLTL. 5.3 DEVELOPER PROPOSAL The project proponent and developer for the Lakes at Valley West has offered to construct the third lane and bike lane for Durston Road extending nearly one mile between Cottonwood Road and Westgate Drive for the City of Bozeman. This would include the addition of 15 feet of pavement along the southern frontage of the current arterial with an 18-foot landscape area and 6-foot sidewalks, per the cross section shown below. I1+ 1 1 Max 1M10G m nX 1C10c1 I s,pC + -6l0-0 7A0' '6AC' _ 7pY _ y50000 law 4W 8p'AK :t I—.I �— Ist1M IALF -iI1RNLMIK Or1VFIMF —RN BIW BANK -a- .... ... tx6rNo xowaecrpR CFRIER4xr - - MINOR ARTERIAL SECTION Figure 17. Proposed Durston Road Cross-Section The expense with developing this paved section is much more considerable than 11.6 percent proportion of the Cottonwood Road/Durston Road intersection improvement and the 17.1 percent or 17.7 percent proportion of either Durston Road widening or Laurel Parkway/Durston Road improvements discussed above, respectively. Understanding this, City Engineers have indicated a willingness to enter into a "City of Bozeman Impact Fee Credit Agreement" with the project proponent to provide reimbursement for construction costs through traffic impact fees, the street budget, and/or through reimbursement of possible grants. January 2015 Page 35 01 MORMSON The Lakes at Valley West 00 MMERLE,INC. Traffic Impact Study As such, the next step in the process (following the development of this TIS) is for a civil engineer to develop engineering and construction cost estimates for the improvements outlined in 5.1 and 5.2; the Cottonwood Road/Durston Road intersection and for Durston Road improvements and/or for the Laurel Parkway/Durston Road intersection. The proportionate allocations discussed in these chapters should then be compared against these costs to determine a project mitigation fee. The developer reimbursement would then be construction costs less the project mitigation fee. By way of a planning example (and by round numbers), let's assume improvements to the Durston Road/Cottonwood Road intersection total $300,000. Let's assume improvements to Durston Road have a construction cost of approximately $1,000,000. Thus, the proportionate mitigation fees for these projects would be ($300,000 * 11.6%) + ($1,000,000 * 17.1%) _ $205,800 owed towards improvements. This would result in reimbursement of$1,000,000 - $205,800 = $794,200 back towards the developer. Again, this is an example and all construction costs should be reviewed by a civil engineer to document agreement details. January 2015 Page 36 MOMSON The Lakes at Valley West MMERLE,INC. Traffic Impact Study 6 SUMMARY AND CONCLUSIONS A 300-unit residential development is proposed south of Durston Road approximately '/2 mile west of Cottonwood Road. Principal access to the development is proposed through Westgate Avenue, Laurel Parkway, and Westmorland Drive; all of which will extend south into The Lakes at Valley West. The development is located within an R-1 zone of Bozeman and also within the Valley West Planned Unit development. Project completion and occupancy is anticipated by year 2024. The project is anticipated to have a mix of 120 single family homes and 180 townhomes. The project is anticipated to generate 2,310 weekday trips with 177 trips generated during the AM peak hour and 221 trips generated during the PM peak hour. Approximately 50 percent of project trips are expected to/from the east of Cottonwood Road on Durston Road; 30 percent are expected on Cottonwood Road to/from the south of W. Babcock Street; 15 percent on Durston Road to/from the west of Westgate Avenue; and 5 percent on W. Babcock Street to/from the east of Cottonwood Road. 6.1 TRAFFIC FORECASTS AND CAPACITY The project is estimated to be complete and occupied within ten years, and as such, traffic forecasts were developed for year 2024 for the AM and PM peak hours of the typical weekday. Two forecast methodologies were used in this study, to address a potential range of future traffic conditions within the City. These methodologies are summarized as follows: ♦ Growth Rates. Project trip assignments were developed with baseline forecasts, with baseline forecasts developed using a 3 percent growth rate. ♦ Pipeline Projects. Project trip assignments were developed with baseline forecasts developed using a 1 percent growth rate plus the trip assignments generated by approved, but yet to be developed, "pipeline" development projects. Four existing and one new intersection was reviewed with this study; including the intersections of Westgate Avenue/Durston Road, Laurel Parkway/Durston Road, Cottonwood Road/Durston Road, and Cottonwood Road/W. Babcock Street and the future intersection of Westmorland Drive/Durston Road. Of these intersections, operational deficiencies (LOS exceptions) were noted for the Cottonwood Road/Durston Road and Laurel Parkway/Durston Road intersections. 6.2 IMPROVEMENT RECOMMENDATIONS AND MITIGATION A number of improvements are planned by City of Bozeman Engineers. These improvements were vetted by this study, and confirmed for both study intersections. The following measures were proposed to address capacity/operational issues, with project participation to include: ♦ A traffic signal or roundabout is confirmed and recommended for the Durston Road/Cottonwood Road intersection, which is projected to experience unacceptable LOS by year 2016. An interim, all/four way stop can be developed to promote LOS for two additional years. However, the signal improvement would ultimately be required by year 2018, and would fully address operational issues at the intersection (promoting LOS B/C traffic operations). The project would have an 11.6% growth impact and recommended proportionate responsibility towards intersection improvements. January 2015 Page 37 MOMSON The Lakes at Valley West rr MMERLE,INC. Traffic Impact Study ♦ A two-way left-turn lane (center turn lane) is confirmed along Durston Road between Cottonwood Road and Westgate Avenue. The analysis of the Laurel Parkway/Durston Road intersection indicates this improvement would be needed by year 2020. The TWLTL would promote a LOS D/F function for this intersection, as well as improve traffic operations for other intersections and driveways along Durston Road. The project would have an 17.1% growth impact and recommended proportionate responsibility towards Durston Road widening improvements. ♦ Alternatively, a roundabout or signal could be constructed for Laurel Parkway/Durston Road if City Engineers determine the TWLTL is not the appropriate solution for the intersection. This focused improvement would elevate operations back into the LOS B range; however, this would not offer the benefit of the TWLTL for the remainder for Durston Road. The project would have an 17.7% growth impact and recommended proportionate responsibility towards intersection improvements, if a signal were selected over the TWLTL. As indicated in Section 5.3, the developer for The Lakes at Valley West has offered to construct the three lane section for Durston Road between Cottonwood Drive and Westgate Drive for the City of Bozeman, including a 15 foot paved section, an 18 foot landscape buffer, and a 6 foot sidewalk. The City of Bozeman indicated the willingness to enter into an agreement with the developer. The expense of this improvement will be considerably more than the proportionate impact/contribution of the improvements identified above. Thus, the developer will enter into a "City of Bozeman Impact Fee Credit Agreement" with the City to be reimbursed for construction costs, less the proportionate impacts/fees determined via the responsibilities identified above. A civil engineer should be used to finalize mitigation fees for this development, via construction cost estimates compared with the proportionate impacts above. The resulting mitigation fee is then reduced from developer expenses to determine reimbursement (see rough example in Section 5.3) 6.3 SUMMARY The project will impact traffic conditions within the study area. However, the impacts of the project can be fully mitigated with the improvements and participation described within this TIS. In addition, recommended improvements should assure the safe and effective operation of study area intersections and arterials through year 2024, as confirmed via the analysis of two forecasting methodologies. No further recommendations are provided by this TIS. January 2015 Page 38 . MORRISON The Lakes at Valley West MAIERLE,I\C. Traffic Impact Study Appendix A Glossary of Terms MOMSON The Lakes at Valley West MMERLE,INC. Traffic Impact Study This section of the Technical Appendix provides a glossary of terms. The Highway Capacity Manual(TRB, 2010) and the Transportation Impact Analyses for Site Development(ITE, 2005) were used to help with the development of the following definitions: ♦ Access point—An intersection, driveway, or opening on a roadway that provides access to a land use or facility. ♦ All-way stop-controlled —An intersection with stop signs located on all approaches. ♦ Arterial — (General Definition) A signalized street that primarily serves through-traffic and secondarily provides access to abutting properties. ♦ Average daily traffic (ADT)—The average 24 hour traffic volume at a given location on a roadway. ♦ Capacity—The number of vehicles or persons that can be accommodated on a roadway, roadway section, or at an intersection over a specified period of time. Capacity is also a term used to define limits for transit, pedestrian, and bicycle facilities. Concept typically expressed as vehicles per hour, vehicles per day, or persons per hour or per day. ♦ Collector street— (General Definition) A surface street providing land access and traffic circulation within residential, commercial, and industrial areas. ♦ Cycle— A complete sequence of cycle indicators. ♦ Cycle length —The total time for a signal to complete one cycle. ♦ Delay—The additional travel time experienced by a driver, passenger, or pedestrian. ♦ Demand —The number of users desiring service on a highway system or street over a specified time period. Concept typically expressed as vehicles per hour, vehicles per day, or persons per hour or per day. ♦ Departing sight distance—The length of road required for a vehicle to turn from a stopped position at an intersection (or driveway) and accelerate to travel speed. ♦ Downstream —The direction of traffic flow. ♦ Functional class—A transportation facility defined by the traffic service it provides. ♦ Growth factor—A percentage increase applied to current traffic demands or counts to estimate future demands/volumes. ♦ High Accident Location (HAL)—A specific location along a roadway (such as an intersection or driveway) where calculated accident rates exceed industry thresholds, or those specified by a local or State agency. ♦ High Accident Corridor (HAC)—A roadway or arterial section where calculated accident rates exceed industry thresholds, or those specified by a local or State agency. ♦ Intersection Collision Rate (ICR) —Quantifies the number and/or severity of collisions at for use in statistical comparisons, as based on the number of average accidents (or severe accidents or fatalities) per year as compared with average daily traffic entering an intersection. ♦ Level of Service—The standard used to evaluate traffic operating conditions of the transportation system. This is a qualitative assessment of the quantitative effect of factors such as speed, volume of traffic, geometric features, traffic interruptions, delays and freedom to maneuver. Operating conditions are categorized as LOS A through LOS "F". LOS A generally represents the most favorable driving conditions and LOS F represents the least favorable conditions. ■�MOMSON The Lakes at Valley West Jim MMEM,INC. Traffic Impact Study ♦ Mainline—The primary through roadway as distinct from ramps, auxiliary lanes, and collector-distributor roads. ♦ Major Street—The street not controlled by stop signs at a two-way stop-controlled intersection. ♦ Minor arterial — (General Definition)A functional category of a street allowing trips of moderate length within a relatively small geographical area. ♦ Operational analysis —A use of capacity analysis to determine the level of service on an existing or projected facility, with known or projected traffic, roadway, and control conditions. ♦ Peak Generator Hour—The single hour (or hours) in a day during which trip generation for a development or land use is highest. ♦ Peak hour—Single hour(or hours) in a day during which the maximum traffic volume occurs on a given facility (roadway, intersection, etc.). Typically the peak hour is known as the "rush" hour that occurs during the AM or PM work commutes of the typical weekday. The absolute peak hour of the day can also be referred to as the design hour. ♦ Peak Generator Hour—The peak hourly volume generated by a particular development or land use. In the context of traffic reports, the generator hour can occur in the morning and afternoon, described as AM and PM peak generator hours, respectively. ♦ Peak hour factor—The hourly volume during the maximum-volume hour of the day divided by the peak 15-minute flow rate within the peak hour; a measure of traffic demand fluctuation within the peak hour. ♦ Principal Arterial - (General Definition) A major surface street with relatively long trips between major points, and with through-trips entering, leaving, and passing through the urban area. ♦ Queue —A line of vehicles, bicycles, or persons waiting to be served by the system in which the flow rate from the front of the queue determines the average speed within the queue. Slower moving vehicles or people joining the rear of the queue are usually considered a part of the queue. ♦ Roadside obstruction —An object or barrier along a roadside or median that affects traffic flow, whether continuous (e.g., a retaining wall) or not continuous (e.g., light supports or a bridge abutment). ♦ Road characteristic—A geometric characteristic of a street or highway, including the type of facility, number and width of lanes, shoulder widths and lateral clearances, design speed, and horizontal and vertical alignment. ♦ Roundabout—An unsignalized intersection with a circulatory roadway around a central island with all entering vehicles yielding to the circulating traffic. ♦ Shoulder—A portion of the roadway contiguous with the traveled way for accommodation of stopped vehicles, emergency use, and lateral support of the subbase, base, and surface courses. ♦ Stopping sight distance—The length of road needed for a moving vehicle to come to a complete stop prior to an obstruction sighted on the road. ♦ Total Entering Volume (TEV)—Total traffic entering and intersection during the weekday or a specified timeframe (such as a peak hour). MOMSON The Lakes at Valley West MMERLE,INC. Traffic Impact Study ♦ Traffic conditions—A characteristic of traffic flow, including distribution of vehicle types in the traffic stream, directional distribution of traffic, lane use distribution of traffic, and type of driver population on a given facility. ♦ Travel speed —The average speed, in miles per hour, of a traffic computed as the length of roadway segment divided by the average travel time of the vehicles traversing the segment. ♦ Travel time—The average time spent by vehicles traversing a highway segment, including control delay, in seconds per vehicle of minutes per vehicle. ♦ Trip Distribution and Assignment—The predicted travel patterns of vehicle trips as they approach and depart a land use. Distribution refers to the travel pattern, usually defined in percentages or fractions, and assignment refers to vehicle trip ends. ♦ Traffic forecast—The predicted traffic volume of the analysis horizon year or time period. Most typically predicted for the weekday, AM peak hour, PM peak hour, or AM or PM peak generator hours of the typical weekday. ♦ Traffic impact analysis—A traffic impact analysis (TIA) is an engineering and planning study that forecasts the potential traffic and transportation impacts of a proposed development on an area, neighborhood, or community. Reports can also be referred to as a traffic impact study (TIS). ♦ Trip generation —The number of vehicle trips generated by a development or land use. Most typically predicted for the weekday, AM peak hour, PM peak hour, or AM or PM peak generator hours of the typical weekday. ♦ Two-way left-turn lane—A lane in the median area that extends continuously along a street or highway and is marked to provide a deceleration and storage area, out of the through-traffic stream, for vehicles traveling in either direction to use in marking left turns at intersections and driveways. ♦ Two-way stop-controlled—The type of traffic control at an intersection where drivers on the minor street or driver turning left from the major street wait for a gap in the major- street traffic to complete a maneuver. Typically the minor approaches are stop- controlled. ♦ Unsignalized intersection —An intersection not controlled by traffic signals. ♦ Upstream —The direction from which traffic is flowing. ♦ Volume—The number of persons or vehicles passing a point on a lane, roadway, or other traffic-way during some time interval, often one hour, expressed in vehicles, bicycles, or persons per hour. ♦ Volume-to-capacity ratio—The ratio of flow rate to capacity for a transportation facility. ♦ Walkway—A facility provided for pedestrian movement and segregated from vehicle traffic by a curb, or provide for on a separate right-of-way. o a L 0 0 0 0 0 0 0 O O O Id: O O CO O O M O O O Cl) O) Cl) r M O O N N �- O co CL CU � o 0 0 0 0 0 0 0 0 0 0 0 - O O O LO O N 1` 00 O O O O O O O 'cY O Lq ct O O ll) 11: O O O Cl) O r O r O O r O O N C O O O O CA N O O O 00 O O O O O Ln Cn N O O O a> O O C) O r C) CV Ci O r LO 00 W) 1- O 00 O Cl) Uf- O O 1� LQ M N ",I: 1l) CR 00 O O O O O O O O O O O O O O O O O M r M O cD O r N O E 3 y o 0 0 0 o e 0 0p o 0 -_ O C�O. 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Appendix C LOS Summary Worksheets 1: Cottonwood Road & DursLon Road Existing - AM Peak Hour The Lakes at Valley West Intersection Int Delay, s/veh 5.9 Movement SBL SBT S6P Vol,veh/h 1 259 145 142 156 6 30 4 133 17 11 3 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None None None - None Storage Length - - - - - - - Veh in Median Storage,# 0 0 0 0 - Grade,% 0 0 - - 0 - - 0 - Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles,% 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 1 305 171 167 184 7 35 5 156 20 13 4 Major/Minor Majorl Major2 Minorl Minor2 Conflicting Flow All 191 0 0 475 0 0 921 917 390 994 999 187 Stage 1 - - - - - - 392 392 - 521 521 - Stage 2 - 529 525 - 473 478 - Critical Hdwy 4.12 4.12 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 2.218 3.518 4.018 3.318 3,518 4.018 3.318 Pot Cap-1 Maneuver 1383 1087 251 272 658 224 243 855 Stage 1 633 606 - 539 532 - Stage 2 - - 533 529 - 572 556 - Platoon blocked,% Mov Cap-1 Maneuver 1383 1087 206 225 658 146 201 855 Mov Cap-2 Maneuver - - 206 225 - 146 201 - Stage 1 632 605 - 538 440 - Stage 2 427 438 - 432 555 - Approach E5 WB NB SIB HCM Control Delay,s 0 4.2 18.7 30.5 HCM LOS C D Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity(veh/h) 457 1383 1087 - 177 HCM Lane V/C Ratio 0.43 0.001 0.154 - 0.206 HCM Control Delay(s) 18.7 7.6 0 8.9 0 30.5 HCM Lane LOS C A A A A D HCM 95th%tile Q(veh) 2.1 0 0.5 - 0.7 Synchro 8 Report 2: Durston Road & Westgate Avenue Existing - AM Peak Hour The Lakes at Valley West Int Delay,s/veh 0.4 Movement EBL EBT WBT WBR Vol,veh/h 1 213 3 159 12 2 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized None - None - None Storage Length - - - - 0 Veh in Median Storage,# - 0 0 - 0 - Grade, % - 0 0 - 0 Peak Hour Factor 80 80 80 80 80 80 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 1 266 4 199 15 2 Major/Minor jnr1 Minor2 Conflicting Flow All 203 0 0 372 103 Stage 1 - - - 103 - Stage 2 - - 269 - Critical Hdwy 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - 5.42 Critical Hdwy Stg 2 - 5.42 - Follow-up Hdwy 2.218 3.518 3.318 Pot Cap-1 Maneuver 1369 629 952 Stage 1 - 921 - Stage 2 - 776 - Platoon blocked,% Mov Cap-1 Maneuver 1369 - 628 952 Mov Cap-2 Maneuver - 628 - Stage 1 - 921 Stage 2 775 Approach WB, SB HCM Control Delay,s 0 0 106 HCM LOS B Wale jkMvmt EBL EBT WBT WBR SBWi1 Capacity(veh/h) 1369 660 HCM Lane WC Ratio 0,001 - 0.027 HCM Control Delay(s) 7.6 0 10.6 HCM Lane LOS A A B HCM 95th%tile Q(veh) 0 0.1 Synchro 8 Report 3: Durston Road & Laurel Pam,rkway Existing - AM Peak Hour The Lakes at Valley West Intersection Int Delay, s/veh 5.5 tvlovcinen! EBL EBT WB T WBR SBL SBR Vol,veh/h 6 219 147 40 184 15 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized None - None - None Storage Length - - 50 0 Veh in Median Storage,# 0 0 0 - Grade,% 0 0 0 - Peak Hour Factor 79 79 79 79 79 79 Heavy Vehicles,% 2 2 2 2 2 2 Mvmt Flow 8 277 186 51 233 19 MajoriMinor Majorl Major2 Minor2 Conflicting Flow All 237 0 0 503 211 Stage 1 - - - 211 - Stage 2 292 Critical Hdwy 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - 5.42 Critical Hdwy Stg 2 - 5.42 - Follow-up Hdwy 2.218 3.518 3.318 Pot Cap-1 Maneuver 1330 528 829 Stage 1 - 824 Stage 2 - 758 - Platoon blocked,% Mov Cap-1 Maneuver 1330 524 829 Mov Cap-2 Maneuver - 524 - Stage 1 824 Stage 2 753 Approach EB WB HCM Control Delay,s 0.2 0 167 HCM LOS C Minor L.ane/Maior Mvmt EBL EBT VVBT WBR SBLn1 8BLn2 Capacity(veh/h) 1330 524 829 HCM Lane V/C Ratio 0.006 - - 0.444 0.023 HCM Control Delay(s) 7.7 0 - 17.3 9.4 HCM Lane LOS A A - C A HCM 95th%tile Q(veh) 0 - - 2.3 0.1 Synchro 8 Report 4: Cottonwood Road & Web. Babcock Street Existing - AM Peak Hour The Lakes at Valley West Intersection - - - Int Delay,s/veh 2.3 Movement EBL EBT EBR INK IAIST ,VBR NSL NBT NBR SBL SBT SBR Vol,veh/h 17 10 3 46 9 10 3 182 16 20 256 24 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - None - None - - None Storage Length 170 - - 70 - - 245 - 0 214 - Veh in Median Storage,# - 0 - - 0 - - 0 - - 0 Grade,% - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles,% 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 18 11 3 50 10 11 3 198 17 22 278 26 Major/Minor Minor2 Minorl Maiorl Conflicting Flow All 550 539 152 392 552 198 304 0 T 0 198 0 0 Stage 1 335 335 - 204 204 - - - - - - - Stage 2 215 204 - 188 348 - - - Critical Hdwy 7.33 6.53 6.93 7.33 6.53 6.23 4.14 4.12 Critical Hdwy Stg 1 6.53 5.53 - 6.13 5.53 Critical Hdwy Stg 2 6.13 5.53 - 6.53 5.53 - - Follow-up Hdwy 3.519 4.019 3.319 3.519 4.019 3.319 2.22 2.218 Pot Cap-1 Maneuver 432 448 868 554 441 842 1254 1375 Stage 1 653 642 - 797 732 - - - Stage 2 787 732 - 796 633 - - Platoon blocked,% Mov Cap-1 Maneuver 413 440 868 534 433 842 1254 1375 Mov Cap-2 Maneuver 413 440 - 534 433 - - Stage 1 651 632 - 795 730 - Stage 2 765 730 - 767 623 - Approach WB NB SB �1 HCM Control Delay,s 13.4 12.1 0.1 05 HCM LOS B B h1incr Lanei Capacity(veh/h) 1254 - - 413 496 534 582 1375 - - HCM Lane V/C Ratio 0.003 - 0.045 0.028 0.094 0.035 0.016 HCM Control Delay(s) 7.9 - 14.1 12.5 12.4 11.4 7.7 HCM Lane LOS A - B B B B A HCM 95th%tile Q(veh) 0 - 0.1 0.1 0.3 0.1 0 Synchro 8 Report 1: Cottonwood Road & Durs,un Road Existing - PM Peak Hour The Lakes at Valley West Intersection Int Delay,slveh 7.5 Movement EBL EBT EBR ,VB SEL SBT SBR Vol,vehm 2 195 75 106 265 21 70 14 142 11 6 1 Conflicting Peds,#Ihr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - None None None Storage Length - - - - - - - Veh in Median Storage,# - 0 - 0 - 0 0 Grade,% - 0 - - 0 - 0 0 Peak Hour Factor 87 87 87 87 87 87 87 87 87 87 87 87 Heavy Vehicles,% 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 2 224 86 122 305 24 80 16 163 13 7 1 MaiorlMinor Majorrl N4ajor2 Minorl Minor2 Conflicting Flow All 329 0 0 310 0 0 836 844 267 921 875 317 Stage 1 - - - - - 272 272 - 560 560 - Stage 2 - - - 564 572 - 361 315 - Critical Hdwy 4.12 412 - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 2.218 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1231 1250 287 300 772 251 288 724 Stage 1 - - 734 685 - 513 511 - Stage 2 - - 510 504 - 657 656 - Platoon blocked,% Mov Cap-1 Maneuver 1231 1250 255 263 772 171 253 724 Mov Cap-2 Maneuver 255 263 - 171 253 - Stage 1 733 684 512 450 - Stage 2 441 444 - 505 655 - Approach EB CAB NB SB HCM Control Delay,s 0.1 2.2 24.1 25 HCM LOS C D Minor Lane!hJajor Mvml NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity(vehlh) 442 1231 - 1250 201 HCM Lane V!C Ratio 0.588 0.002 - - 0.097 - 0103 HCM Control Delay(s) 24.1 7.9 0 8.2 0 25 HCM Lane LOS C A A - A A D HCM 95th%tile Q(veh) 3.7 0 - - 0.3 - 0.3 Synchro 8 Report 2: Durston Road & Westgaic Avenue Existing - PM Peak Hour The Lakes at Valley West Int Delay,s/veh 0.3 Movenjent FBL EBT WBT WBR SBA Vol,veh/h 3 179 187 12 8 2 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized None None - None Storage Length - - - 0 Veh in Median Storage,# 0 0 - 0 Grade,% 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles,% 2 2 2 2 2 2 Mvmt Flow 3 195 203 13 9 2 Ma-or/Minor Ma'orl Major2 Minor2 Conflicting Flow All 216 0 0 411 210 Stage 1 - - - 210 - Stage 2 - - 201 - Critical Hdwy 4.12 6.42 6.22 Critical Hdwy Stg 1 - 5.42 Critical Hdwy Stg 2 - 5.42 - Follow-up Hdwy 2.218 3.518 3.318 Pot Cap-1 Maneuver 1354 597 830 Stage 1 825 - Stage 2 833 - Platoon blocked,% Mov Cap-1 Maneuver 1354 596 830 Mov Cap-2 Maneuver - 596 Stage 1 825 Stage 2 831 Approach EB WB HCM Control Delay,s 0.1 0 10.8 HCM LOS B p(jWLImjb4, vIV EK EBT WBT WBR SBLn1 Capacity(veh/h) 1354 632 HCM Lane V/C Ratio 0.002 - 0.017 HCM Control Delay(s) 7.7 0 10.8 HCM Lane LOS A A B HCM 95th°/stile Q(veh) 0 - 0.1 Synchro 8 Report 3: Durston Road Existing - PM Peak Hour The Lakes at Valley West Intersection Int Delay,s/veh 2.8 Movement EBL EBT WBT WBR SBL SBR Vol,veh/h 13 174 191 139 115 8 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None None - None Storage Length - - - - 50 0 Veh in Median Storage,# - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 93 93 93 93 93 93 Heavy Vehicles,% 2 2 2 2 2 2 Mvmt Flow 14 187 205 149 124 9 Majonlldinor Major1 Malor2 Mi_nor2 Conflicting Flow All 355 0 0 495 280 Stage 1 - - - 280 - Stage 2 - 215 - Critical Hdwy 4.12 6.42 6.22 Critical Hdwy Stg 1 - 5.42 - Critical Hdwy Stg 2 - 5.42 - Follow-up Hdwy 2.218 3.518 3.318 Pot Cap-1 Maneuver 1204 534 759 Stage 1 - 767 - Stage 2 - 821 - Platoon blocked, % Mov Cap-1 Maneuver 1204 527 759 Mov Cap-2 Maneuver 527 - Stage 1 767 Stage 2 810 �,uproach EB WB SB HCM Control Delay,s 0.6 0 13.6 HCM LOS B Uirrt !are'f,I jor P,..Ivmt EBL EBT l^BT LIVER SBLn' SBLn2 Capacity(veh/h) 1204 - - 527 759 HCM Lane V/C Ratio 0.012 - - 0.235 0.011 HCM Control Delay(s) 8 0 - 13.9 9.8 HCM Lane LOS A A - B A HCM 95th %tile Q(veh) 0 - - 0.9 0 Synchro 8 Report 4: Cottonwood Road & WeSL Babcock Street Existing - PM Peak Hour The Lakes at Valley West Intersection �._. Int Delay,s/veh 2.1 Movement EK EBT EBR WBL WBT WBR Vol,veh/h 23 9 5 30 5 15 2 216 46 7 143 17 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - None - None - - None Storage Length 170 - - 70 245 0 214 - Veh in Median Storage,# - 0 - - 0 - 0 - - 0 Grade, % - 0 - - 0 - - 0 - 0 Peak Hour Factor 89 89 89 89 89 89 89 89 89 89 89 89 Heavy Vehicles,% 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 26 10 6 34 6 17 2 243 52 8 161 19 MajorlMinor Minor2 Minor1 Majorl Mnjor2 Conflicting Flow All 444 433 90 348 443 243 180 0 0 243 0 0 Stage 1 186 186 - 247 247 - - - - - - - Stage 2 258 247 - 101 196 - Critical Hdwy 7.33 6.53 6.93 7.33 6.53 6.23 4.14 4.12 Critical Hdwy Stg 1 6.53 5.53 - 6.13 5.53 - Critical Hdwy Stg 2 6.13 5.53 - 6.53 5.53 - - - Follow-up Hdwy 3.519 4.019 3.319 3.519 4.019 3.319 2.22 2.218 Pot Cap-1 Maneuver 511 515 950 594 508 795 1393 1323 Stage 1 798 745 - 756 701 - - - Stage 2 746 701 - 895 738 - - - Platoon blocked,% Mov Cap-1 Maneuver 493 511 950 578 504 795 1393 1323 Mov Cap-2 Maneuver 493 511 - 578 504 - - - Stage 1 797 740 - 755 700 - Stage 2 723 700 - 872 734 - - Aparoach EB WB HCM Control Delay,s 12.1 11.1 0.1 0.3 HCM LOS B B Minor Lane/Major Mvrnt NBL NBT NBR EBLn1 EBLn2WBLn1WBLn2 SBL SBT S, Capacity(veh/h) 1393 493 612 578 695 1323 - HCM Lane V/C Ratio 0.002 0.052 0.026 0.058 0.032 0.006 HCM Control Delay(s) 7.6 12.7 11 11.6 10.4 7.7 HCM Lane LOS A B B B B A HCM 95th%tile Q(veh) 0 0.2 0.1 0.2 0.1 0 Synchro 8 Report 1: Cottonwood Road & Durstun Road Future Without Project (Growth Rate) - AM Peak Hour The Lakes at Valley West Intersection Int Delay, s/veh 16.7 Movement EBL EBT EBR �AIBL "'ST 'r'1BR, NBL NBT NBR SEL EBT SBR Vol,veh/h 1 348 195 191 210 8 40 5 179 23 15 4 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - None None - None Storage Length - - - - - - - Veh in Median Storage,# - 0 - 0 0 0 Grade,% - 0 - 0 - - 0 - - 0 - Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles,% 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 1 409 229 225 247 9 47 6 211 27 18 5 a 6 roar Majorl Major2 Minorl Minor2 Conflicting Flow All 256 0 0 639 0 0 1238 1232 524 1336 1342 252 Stage 1 - - - - - - 526 526 - 701 701 - Stage 2 - - - 712 706 - 635 641 - Critical Hdwy 4.12 - 4.12 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 2.218 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1309 945 152 177 553 130 152 787 Stage 1 - 535 529 - 429 441 - Stage 2 - - 423 439 - 467 469 - Platoon blocked,% Mov Cap-1 Maneuver 1309 945 105 128 553 61 110 787 Mov Cap-2 Maneuver - 105 128 - 61 110 - Stage 1 534 528 - 429 318 - Stage 2 287 317 - 286 469 - Approach EB WB NB SB HCM Control Delay,s 0 4.7 63.1 102.8 HCM LOS F F Mincr Lane/Major Mvint NBL1)1 E5L EBT EBR '4VBL '.^rBT ',NBR S81-0 Capacity(veh/h) 301 1309 - - 945 - - 81 HCM Lane V/C Ratio 0.876 0.001 - - 0.238 - - 0.61 HCM Control Delay(s) 63.1 7.8 0 10 0 - 102.8 HCM Lane LOS F A A - A A - F HCM 95th°/stile Q(veh) 7.9 0 - - 0.9 - - 2.8 Synchro 8 Report 2: Durston Road & Westgaw, Avenue Future Without Project (Growth Rate) - AM Peak Hour The Lakes at Valley West Intersection - -- — - Int Delay,s/veh 0.4 Movement EBL EBT WBT WBR SBL SBR Vol,veh/h 1 286 4 214 16 3 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized None - None - None Storage Length - - 0 Veh in Median Storage,# 0 0 - 0 Grade, % 0 0 - 0 Peak Hour Factor 80 80 80 80 80 80 Heavy Vehicles,% 2 2 2 2 2 2 Mvmt Flow 1 358 5 268 20 4 Major/Minor Major2 Minor2 Conflicting Flow All 273 0 0 499 139 Stage 1 - - - 139 - Stage 2 - 360 - Critical Hdwy 4.12 6.42 6.22 Critical Hdwy Stg 1 5.42 - Critical Hdwy Stg 2 - 5.42 - Follow-up Hdwy 2.218 3.518 3.318 Pot Cap-1 Maneuver 1290 531 909 Stage 1 ` - 888 Stage 2 - 706 - Platoon blocked,% Mov Cap-1 Maneuver 1290 530 909 Mov Cap-2 Maneuver - 530 - Stage 1 888 Stage 2 - 705 Approach HCM Control Delay,s 0 0 11.6 HCM LOS B Minor Lanegvlajor 11.1ml EBL EBT WBT W1 R SBLnl Capacity(veh/h) 1290 567 HCM Lane V/C Ratio 0.001 - - 0.042 HCM Control Delay(s) 7.8 0 - 11.6 HCM Lane LOS A A - B HCM 95th%tile Q(veh) 0 - - 0.1 Synchro 8 Report 3: Durston Road & Laurel PG.Kway Future Without Project (Growth Rate) - AM Peak Hour The Lakes at Valley West Intersection >- Int Delay,slveh 9.9 Movement EBL EBT WBT W Vol,veh/h 8 254 198 54 247 20 Conflicting Peds,#/hr 0 0 0 0 0 0 ; Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - 50 0 Veh in Median Storage,# - 0 0 - 0 - Grade,% - 0 0 - 0 - Peak Hour Factor 79 79 79 79 79 79 Heavy Vehicles,% 2 2 2 2 2 2 Mvmt Flow 10 322 251 68 313 25 Major/Minor Majorl Major2 Mjnor2 Conflicting Flow All 319 0 0 627 285 Stage 1 - - - 285 Stage 2 - 342 Critical Hdwy 4.12 6.42 6.22 Critical Hdwy Stg 1 - 5.42 - Critical Hdwy Stg 2 - 5.42 - Follow-up Hdwy 2.218 3.518 3.318 Pot Cap-1 Maneuver 1241 447 754 Stage 1 - 763 Stage 2 - 719 - Platoon blocked,% Mov Cap-1 Maneuver 1241 443 754 Mov Cap-2 Maneuver - 443 Stage 1 763 Stage 2 712 Approach EB WB SB HCM Control Delay,s 0.2 0 28.9 HCM LOS D Minor Lane/Major Mvmt EBL EBT WBT VJBR SBLn1 SBLn2 Capacity(veh/h) 1241 443 754 HCM Lane VIC Ratio 0.008 - 0.706 0.034 &fidb= HCM Control Delay(s) 7.9 0 30.4 9.9 HCM Lane LOS A A D A HCM 95th°/stile Q(veh) 0 - 5.4 0.1 Synchro 8 Report 4: Cottonwood Road & Web, Babcock Street Future Without Project (Growth Rate) - AM Peak Hour The Lakes at Valley West Int Delay,slveh 2.7 Movement ESL EBT EBR i0dBL WBT VvBR NBL NBT NBR SBL SBT SBR Vol,vehlh 23 13 4 62 12 13 4 245 22 27 344 32 Conflicting Peds,#Ihr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - None - - None - - None Storage Length 170 - 70 - - 245 - 0 214 - - Veh in Median Storage,# 0 0 - - 0 - - 0 - Grade,% - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles,% 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 25 14 4 67 13 14 4 266 24 29 374 35 oIr ndr - - - Minorl - - Maiorl Major2 Conflicting Flow All 739 725 204 528 742 266 409 0 0 266 0 0 Stage 1 450 450 - 275 275 - - - - - - - Stage 2 289 275 - 253 467 - - Critical Hdwy 7.33 6.53 6.93 7.33 6.53 6.23 4.14 4.12 Critical Hdwy Stg 1 6.53 5.53 - 6.13 5.53 - - Critical Hdwy Stg 2 6.13 5.53 - 6.53 5.53 - - - Follow-up Hdwy 3,519 4.019 3.319 3.519 4.019 3.319 2.22 2,218 Pot Cap-1 Maneuver 319 351 803 447 343 772 1146 1298 Stage 559 571 - 730 682 - - - Stage 2 718 682 - 730 561 - - - Platoon blocked,% Mov Cap-1 Maneuver 298 342 803 422 334 772 1146 1298 Mov Cap-2 Maneuver 298 342 - 422 334 - - - Stage 1 557 558 - 727 680 - Stage 2 689 680 - 692 548 - Approach EB WB NB SB HCM Control Delay,s 16.7 14.5 0.1 0.5 HCM LOS C B f0inor Lane,Major Wnd NBL 1qBT NBR E13Ln1 EBLn2WBLrWe%6Ln2 SBL SBT SER Capacity(vehlh) 1146 - 298 395 422 474 1298 HCM Lane V/C Ratio 0.004 - 0.084 0.047 0.16 0.057 0.023 HCM Control Delay(s) 8.2 18.2 14.6 15.1 13.1 7.8 HCM Lane LOS A - C B C B A HCM 95th%tile Q(veh) 0 0.3 0.1 0.6 0.2 0.1 Synchro 8 Report 1: Cottonwood Road & Durb,on Road Future Without Project (Growth) - PM Peak Hour The Lakes at Valley West Intersection ' Int Delay,s/veh 44.9 Mmement WBL WBT WBR SC,L %T SBR Vol veh/h 3 262 101 142 396 28 94 19 191 15 8 1 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - - None - None None Storage Length - - - - - - - - Veh in Median Storage,# 0 - 0 - - 0 - 0 Grade,% 0 - 0 - - 0 - 0 - Peak Hour Factor 87 87 87 87 87 87 87 87 87 87 87 87 Heavy Vehicles,% 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 3 301 116 163 455 32 108 22 220 17 9 1 Major/minor Majorl Major2 Minorl Minor2 Conflicting Flow All 487 0 0 417 0 0 1169 1180 359 1285 1222 471 Stage 1 - - - - - 366 366 - 798 798 - Stage 2 - 803 814 - 487 424 Critical Hdwy 4.12 4.12 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 2.218 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1076 1142 170 190 685 142 180 593 Stage 1 - 653 623 - 380 398 - Stage 2 - - 377 391 - 562 587 - Platoon blocked,% Mov Cap-1 Maneuver 1076 1142 137 152 685 73 144 593 Mov Cap-2 Maneuver - - 137 152 - 73 144 - Stage 1 650 621 - 378 320 - Stage 2 293 314 - 367 585 - Approach EB WB NB SBA HCM Control Delay,s 0.1 2.2 177.2 00.9 HCM LOS F F Minor Lane/Major Mvml NBLn1 EBL EBT EBR !WBL WB'r WBR SBLn1 Capacity(veh/h) 279 1076 - 1142 - 91 HCM Lane V/C Ratio 1.252 0.003 - 0.143 - 0.303 HCM Control Delay(s) 177.2 8.4 0 8.7 0 60.9 HCM Lane LOS F A A A A F HCM 95th%tile Q(veh) 16.7 0 - 0.5 Synchro 8 Report 2: Durston Road & Westgatt, Avenue Future Without Project (Growth) - PM Peak Hour The Lakes at Valley West Intersection Int Delay,s/veh 0.4 Movement EBL EBT WBT WBR SEL SBR Vol,veh/h 4 241 251 16 11 3 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized None - None - None Storage Length - - 0 Veh in Median Storage,# 0 0 0 Grade % 0 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles,% 2 2 2 2 2 2 Mvmt Flow 4 262 273 17 12 3 Major/Minor Majorl M� Minor2 Conflicting Flow All 290 0 0 553 282 Stage 1 - - - 282 - Stage 2 - 271 - Critical Hdwy 4.12 6.42 6.22 Critical Hdwy Stg 1 - 5.42 Critical Hdwy Stg 2 - 5.42 - Follow-up Hdwy 2.218 3.518 3.318 Pot Cap-1 Maneuver 1272 - 494 757 Stage 1 - 766 - Stage 2 - 775 - Platoon blocked,% - Mov Cap-1 Maneuver 1272 - - 492 757 Mov Cap-2 Maneuver - - 492 - Stage 1 766 Stage 2 - 772 - Approach - - - HCM Control Delay,s 0.1 0 12 HCM LOS B ffW"LaUWmmQLmmljpt EBL EBT WBT WBRSBLn1 Capacity(veh/h) 1272 532 HCM Lane V/C Ratio 0.003 - 0.029 HCM Control Delay(s) 7.8 0 12 HCM Lane LOS A A B HCM 95th%tile Q(veh) 0 - 0.1 Synchro 8 Report 3: Durston Road Future Without Project (Growth) - PM Peak Hour The Lakes at Valley West Intersection Int Delay,s/veh 3.8 Movement EBL EBT WBT WBR SBL SBR Vol,vehm 17 234 257 187 155 11 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized None - None - None Storage Length - - - 50 0 Veh in Median Storage,# 0 0 0 - Grade,% - 0 0 0 - Peak Hour Factor 93 93 93 93 93 93 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 18 252 276 201 167 12 Major/Minor Majorl Major2 Minor2 Conflicting Flow All 477 0 0 665 377 Stage 1 - - - 377 - Stage 2 "m - - 288 - Critical Hdwy 4.12 6.42 6.22 Critical Hdwy Stg 1 5.42 Critical Hdwy Stg 2 - 5.42 - Follow-up Hdwy 2.218 3.518 3.318 Pot Cap-1 Maneuver 1085 425 670 Stage 1 - 694 - Stage 2 - 761 - Platoon blocked, % Mov Cap-1 Maneuver 1085 417 670 Mov Cap-2 Maneuver - 417 - Stage 1 — 694 Stage 2 - 747 Approach HCM Control Delay,s 0.6 0 18.7 HCM LOS C Minor Lane,$Iajor EBL EBT WBT WBR SBLn1 SBLn2 Capacity(veh/h) 1085 417 670 HCM Lane V/C Ratio 0.017 - 0.4 0.018 HCM Control Delay(s) 8.4 0 19.3 10.5 HCM Lane LOS A A C B HCM 95th%tile Q(veh) 0.1 - 1.9 0.1 Synchro 8 Report 4: Cottonwood Road & Wes, Babcock Street Future Without Project (Growth) - PM Peak Hour The Lakes at Valley West Int Delay,s/veh 2.4 Movement 1A'BL NBT WBR Vol,veh/h 31 12 7 40 7 20 4 290 62 9 192 23 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - None Storage Length 170 - - 70 - - 245 - 0 214 - Veh in Median Storage,# - 0 - - 0 - - 0 - - 0 Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 89 89 89 89 89 89 89 89 89 89 89 89 Heavy Vehicles,% �r 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 35 13 8 45 8 22 4 326 70 10 216 26 Major/Minor Minorl Ma'orl Ma or2 Conflicting Flow) 599 584 121 470 597 326 242 0 0 326 0 0 Stage 249 249 - 335 335 - - - - - - - Stage 2 _A_ 350 335 - 135 262 - - - Critical Hdwy 7.33 6.53 6.93 7.33 6.53 6.23 4.14 4.12 Critical Hdwy Stg 1 6.53 5.53 6.13 5.53 - Critical Hdwy Stg 2 6.13 5.53 - 6.53 5.53 - Follow-up Hdwy 3.519 4.019 3.319 3.519 4.019 3.319 2.22 2.218 Pot Cap-1 Maneuver 399 423 908 490 416 714 1322 1234 Stage 1 734 700 678 642 - - - Stage 2 666 642 - 855 691 - - Platoon blocked,% Mov Cap-1 Maneuver 378 418 908 470 411 714 1322 1234 Mov Cap-2 Maneuver 378 418 - 470 411 - - Stage 1 732 694 676 640 - Stage 2 635 640 824 685 - Approach WB NB SB HCM Control Delay,s 14.2 12.6 0.1 0.3 HCM LOS B B ftpmlweiMaicr Mvmt_ Capacity(vehih) 1322 - - 378 522 470 599 1234 HCM Lane V/C Ratio 0.003 0.092 0.041 0.096 0.051 0.008 HCM Control Delay(s) 7.7 15.5 12.2 13.5 11.3 7.9 HCM Lane LOS A C B B B A HCM 95th%tile Q(veh) 0 0.3 0.1 0.3 0.2 0 Synchro 8 Report 1: Cottonwood Road & Durs.,jn Road Future With Project (Growth) - AM Peak Hour The Lakes at Valley West Intersection _M ,W Int Delay,s/veh 43.4 Nlo- ement EBL EBT EBR: ;bBL I 'l' " R Vol,veh/h 1 418 244 191 228 8 53 5 179 23 15 4 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - None - - None - None Storage Length - - - - - - - - - Veh in Median Storage,# - 0 - 0 0 - 0 - Grade,% - 0 - - 0 - - 0 - 0 - Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles,% 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 1 492 287 225 268 9 62 6 211 27 18 5 MajorlMinor Majorl Major2 Minorl Minor2 Conflicting Flow All 278 0 0 779 0 0 1372 1365 635 1468 1503 273 Stage 1 - - - - - 638 638 - 722 722 - Stage 2 - - - 734 727 - 746 781 - Critical Hdwy 4.12 4.12 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 2.218 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1285 838 123 147 478 106 122 766 Stage 1 - 465 471 - 418 431 - Stage 2 - - 412 429 - 405 405 - Platoon blocked,% Mov Cap-1 Maneuver 1285 838 78 100 478 43 83 766 Mov Cap-2 Maneuver - 78 100 - 43 83 - Stage 1 465 471 - 418 294 - Stage 2 262 293 - 224 405 - Approach ES WB N8 SB HCM Control Delay,s 0 4.9 207.8 191.6 HCM LOS F F Minor LanelMalor Mvmt NBLr.1 FBL EBT EBR WBL WBT WBR SBLn1 Capacity(veh/h) 215 1285 - 838 58 HCM Lane V/C Ratio 1.297 0.001 - 0.268 - 0.852 HCM Control Delay(s) 207.8 7.8 0 10.9 0 191.6 HCM Lane LOS F A A B A F HCM 95th %tile Q(veh) 15 0 - 1.1 - 3.8 Synchro 8 Report 2: Westgate Avenue & Durs,,m Road Future With Project (Growth) - AM Peak Hour The Lakes at Valley West Intersection Int Delay,s/veh 1.7 Movement EBL EBT EBR Vol,veh/h 1 290 2 13 226 4 8 0 48 16 0 3 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - None - None - None Storage Length - - - - - - - - - - Veh in Median Storage,# - 0 - 0 0 - 0 - Grade,% - 0 - - 0 - 0 - - 0 - Peak Hour Factor 82 82 82 82 82 82 82 82 82 82 82 82 Heavy Vehicles,% 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 1 354 2 16 276 5 10 0 59 20 0 4 (for/Minor Major2 Mhorl Conflicting Flow All Wff 280 0 0 356 0 0 669 669 355 697 669 278 Stage 1 - - - - - - 357 357 - 310 310 - Stage 2 312 312 - 387 359 - Critical Hdwy 4.12 4.12 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - 6.12 5.52 6.12 5.52 - Critical Hdwy Stg 2 - - 6.12 5.52 6.12 5.52 - Follow-up Hdwy 2.218 2.218 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1283 1203 371 379 689 356 379 761 Stage - 661 628 - 700 659 - Stage 2 - - 699 658 - 637 627 - Platoon blocked,% Mov Cap-1 Maneuver 1283 1203 364 373 689 322 373 761 Mov Cap-2 Maneuver j 364 373 - 322 373 - Stage 1 - 660 627 699 648 - Stage 2 - 685 647 582 626 - Approach SB HCM Control Delay,s 0 0.4 11.6 15.9 HCM LOS B C Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 - — Capacity(veh/h) 611 1283 - 1203 - 354 HCM Lane V/C Ratio 0.112 0.001 - 0.013 - - 0.065 HCM Control Delay(s) 11.6 7.8 0 8 0 15.9 HCM Lane LOS B A A A A - C HCM 95th%tile Q(veh) 0.4 0 0 0.2 Synchro 8 Report 3: Laurel Parkway & Durstoi, Road Future With Project (Growth) - AM Peak Hour The Lakes at Valley West Intersection Int Delay,s/veh 43 Movement EB_ EBT EBR WBL WBT WBR iNIBL ":BT NBR SBL SBT SBR Vol, vehlh 8 343 3 16 213 54 10 0 60 247 0 20 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control AT' Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None None - None - - None Storage Length 0 - - - - - - - 50 50 - Veh in Median Storage,# 0 - 0 - - 0 - - 0 - Grade, % 0 - - 0 - - 0 - - 0 - Peak Hour Factor 79 79 79 79 79 79 79 79 79 79 79 79 Heavy Vehicles,% 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 10 434 4 20 270 68 13 0 76 313 0 25 Major/Minor Majorl Major2 Minorl Minor2 Conflicting Flow All 338 0 0 438 0 0 813 834 436 800 802 304 Stage 1 - - - - - - 456 456 - 344 344 - Stage 2 - - 357 378 - 456 458 - Critical Hdwy 4.12 - 4.12 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 2.218 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1221 1122 297 304 620 -303 317 736 Stage 1 - - 584 568 - 671 637 Stage 2 - - 661 615 - 584 567 - Platoon blocked, % Mov Cap-1 Maneuver 1221 1122 280 294 620 -259 307 736 Mov Cap-2 Maneuver - 280 294 - -259 307 - Stage 1 578 562 - 664 623 - Stage 2 624 601 - 507 561 - Approach EB WB NB SB HCM Control Delay,s 0.2 0.5 12.6 152.6 HCM LOS B F MAWLw/Maior-Mvmt NB.Ln l NBI:2 EBL EBT EBR WB,L WBT VVBR,SBLn1 S602 Capacity(veh/h) 280 620 1221 - - 1122 - - 259 736 HCM Lane V/C Ratio 0.045 0.122 0.008 - 0.018 - 1.207 0.034 HCM Control Delay(s) 18.5 11.6 8 0 8.3 0 164.1 10.1 HCM Lane LOS C B A A A A F B HCM 95th%tile Q(veh) 0.1 0.4 0 - 0.1 - 14.7 0.1 Notes - — - Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *:All major volume in platoon Synchro 8 Report 4: Cottonwood Road & Wes, Babcock Street Future With Project (Growth) - AM Peak Hour The Lakes at Valley West Int Delay,s/veh 2.8 PovemenN EBL EBT EBR �.811 .$BT SBR 'vol veh/h 23 13 4 62 12 15 4 256 22 34 386 32 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - None - - None - None Storage Length 170 - - 70 245 - 0 214 - Veh in Median Storage,# - 0 - - 0 - 0 - - 0 Grade,% - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles,% 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow. 25 14 4 67 13 16 4 278 24 37 420 35 a Major/Minor Minor2 Major Major2 Conflicting Flow All 813 798 227 578 815 278 454 0 0 278 0 0 Stage 1 511 511 - 287 287 - - - - - - Stage 2 302 287 - 291 528 - - - Critical Hdwy 7.33 6.53 6.93 7.33 6.53 6.23 4.14 4.12 Critical Hdwy Stg 1 6.53 5.53 - 6.13 5.53 - - Critical Hdwy Stg 2 6.13 5.53 - 6.53 5.53 - - - Follow-up Hdwy 3.519 4.019 3.319 3.519 4.019 3.319 2.22 2.218 Pot Cap-1 Maneuver 283 318 777 413 311 760 1103 1285 Stage 1 514 536 720 674 - - - Stage 2 706 674 - 693 527 - - Platoon blocked,% Mov Cap-1 Maneuver 261 308 777 387 301 760 1103 1285 Mov Cap-2 Maneuver 261 308 - 387 301 - - - Stage 1 512 521 - 717 672 - Stage 2 675 672 - 651 512 - - Approach B HCM Control Delay,s 18.2 15.5 0.1 0.6 HCM LOS C C Capacity(veh/h) 1103 - - 261 359 387 453 1285 HCM Lane V/C Ratio 0.004 0.096 0,051 0.174 0.065 0.029 HCM Control Delay(s) 8.3 20.2 15.6 16.3 13.5 7.9 HCM Lane LOS A C C C B A HCM 95th %tile Q(veh) 0 0.3 0.2 0.6 0.2 0.1 Synchro 8 Report 5: Durston Road Future With Project (Growth) - AM Peak Hour The Lakes at Valley West Intersection Int Delay,s/veh 0.3 Movement EBT EBR WBL WBT NBL ' Vol,veh/h 652 1 3 282 3 11 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None None - None Storage Length - - - 0 I Veh in Median Storage,# 0 - 0 0 - Grade,% 0 - - 0 0 - Peak Hour Factor 90 82 82 82 82 82 Heavy Vehicles,% 2 2 2 2 2 2 Mvmt Flow 724 1 4 344 4 13 Major/Minor Majorl Major2 Conflicting Flow All 0 0 726 0 1076 725 Stage 1 - - - - 725 - Stage 2 - - 351 - Critical Hdwy 4.12 6.42 6.22 Critical Hdwy Stg 1 - 5.42 - Critical Hdwy Stg 2 - 5.42 - Follow-up Hdwy 2.218 3.518 3.318 Pot Cap-1 Maneuver 877 243 425 Stage 1 - 479 Stage 2 - 713 - Platoon blocked, % Mov Cap-1 Maneuver 877 242 425 Mov Cap-2 Maneuver 242 Stage 1 479 Stage 2 709 Approach EB WB NB HCM Control Delay,s 0 0.1 15.3 HCM LOS C Minor LaneIvlajor Mvmt NBL+)'I EBT EBR VdfiL WBT Capacity(veh/h) 366 - 877 - HCM Lane V/C Ratio 0.047 - 0.004 - HCM Control Delay(s) 15.3 - 9.1 0 HCM Lane LOS C - A A HCM 95th%tile Q(veh) 0.1 - 0 - Synchro 8 Report 1: Cottonwood Road & DurbLin Road Future With Project (Growth) - PM Peak Hour The Lakes at Valley West Intersection Int Delay,s/veh 138.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol,veh/h 3 301 128 142 468 28 144 19 191 15 8 1 Conflicting Peds,#Ihr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized None - None None - - None Storage Length Veh in Median Storage,# - 0 - 0 - 0 0 - Grade,% - 0 - 0 - - 0 - 0 Peak Hour Factor 87 87 87 87 87 87 87 87 87 87 87 87 Heavy Vehicles,% - 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 3 346 147 163 538 32 166 22 220 17 9 1 Major/Minor Major Major2 Minorl Minor2 Conflicting Flow All 570 0 0 493 0 0 1312 1323 420 1427 1380 554 Stage - - - - - - 426 426 - 880 880 - Stage 2 - - 886 897 - 547 500 - Critical Hdwy 4.12 4.12 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 2.218 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1002 1071 -136 156 633 113 144 532 Stage 1 - - 606 586 - 342 365 - Stage 2 - - 339 358 - 521 543 - Platoon blocked,% Mov Cap-1 Maneuver 1002 1071 -105 121 633 53 111 532 Mov Cap-2 Maneuver - - -105 121 - 53 111 - Stage 1 604 584 - 341 283 - Stage 2 254 278 - 326 541 - Approach EB WB NB SB HCM Control Delay,s 0.1 2 $555.6 92.1 HCM LOS F F Mjn2r,LAU2&gjor Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLnl Capacity(veh/h) 193 1002 1071 67 HCM Lane V/C Ratio 2.108 0.003 0.152 - 0.412 HCM Control Delay(s) $555.6 8.6 0 9 0 92.1 HCM Lane LOS F A A A A F HCM 95th%tile Q(veh) 31.6 0 0.5 - 1.6 Notes -MM494 Volume exceeds capacity $: Delay exceeds 300s +:Computation Not Defined *:All major volume in platoon Synchro 8 Report 2: Westgate Avenue & Durswn Road Future With Project (Growth) - PM Peak Hour The Lakes at Valley West Intersection Int Delay,s/veh 1.5 Movement EBL EBT EBR &IBL NBT t4rBR SBL SBT SBR Vol,veh/h 4 253 9 49 258 16 5 0 27 11 0 3 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - - None - - None - None Storage Length - - - - - - - - - - - Veh in Median Storage,# 0 0 - 0 0 - Grade,% - 0 - - 0 - 0 - - 0 - Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 4 281 10 54 287 18 6 0 30 12 0 3 Major/Minor .Iaiorl Major2 Minorl Minor2 Conflicting Flow All 304 0 0 291 0 0 701 708 286 714 704 296 Stage 1 - - - - - - 295 295 - 404 404 - Stage 2 406 413 - 310 300 - Critical Hdwy 4.12 4.12 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 2.218 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1257 1271 353 360 753 346 361 743 Stage 1 - - 713 669 - 623 599 - Stage 2 - - 622 594 - 700 666 - Platoon blocked, % Mov Cap-1 Maneuver 1257 1271 337 340 753 318 341 743 Mov Cap-2 Maneuver - 337 340 - 318 341 - Stage 1 710 666 - 621 568 - Stage 2 = 588 564 - 669 663 - Appro.n� i EB NB SB HCM Control Delay,s 0.1 1.2 11 15.4 HCM LOS B C Minor Lane/Major Mvml NBLn1 EBL EBT E B11 !' ,i KAEL— Capacity(veh/h) 631 1257 1271 - 362 HCM Lane V/C Ratio 0.056 0,004 - 0.043 - - 0.043 jK HCM Control Delay(s) 11 7.9 0 8 0 15.4 HCM Lane LOS B A A A A - C HCM 95th%tile Q(veh) 0.2 0 - 0.1 - - 0.1 Synchro 8 Report 3: Laurel Parkway & Dursto., Road Future With Project (Growth) - PM Peak Hour The Lakes at Valley West i �� Int Delay,s/veh 10.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol,veh/h 17 263 10 61 307 187 5 0 34 155 0 11 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free _ Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - - None - - None - None Storage Length - ` - - - - - 50 50 - Veh in Median Storage,# 0 - 0 - - 0 - 0 Grade, % 0 - 0 - - 0 - 0 Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90 Heavy Vehicles,% 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 19 292 11 68 341 208 6 0 38 172 0 12 f MajorlMinor Major2 Minorl Minor2 Conflicting Flow All 549 0 0 303 0 0 923 1020 298 917 922 445 Stage 1 - - - - - 336 336 - 581 581 - Stage 2 - - 587 684 - 336 341 - Critical Hdwy 4.12 4.12 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 2.218 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1021 1258 250 237 741 253 270 613 Stage 1 - 678 642 499 500 - Stage 2 - - 496 449 - 678 639 - Platoon blocked,% Mov Cap-1 Maneuver 1021 1258 226 213 741 222 243 613 Mov Cap-2 Maneuver - - 226 213 - 222 243 - Stage 1 663 628 - 488 460 - Stage 2 447 413 - 629 625 - Approach EB WB NB SB HCM Control Delay, s 0.5 0.9 11.5 58.1 HCM LOS B F Minor Lane%Major Mvmt NBLn1 NBLn2 EBL EBT EBR WBL WB T WBR SBLn1 SBLn2 Capacity(veh/h) 226 741 1021 - 1258 - 222 613 HCM Lane V/C Ratio 0.025 0.051 0.019 - - 0.054 - - 0.776 0.02 HCM Control Delay(s) 21.3 10.1 8.6 0 - 8 0 - 61.4 11 HCM Lane LOS C B A A - A A - F B HCM 95th%tile Q(veh) 0.1 0.2 0.1 - - 0.2 - - 5.5 0.1 Synchro 8 Report 4: Cottonwood Road & Wes. Babcock Street Future With Project (Growth) - PM Peak Hour The Lakes at Valley West Intersection Int Delay,s/veh 2.5 EBL EBT EBR VVBL VJ'5T 'ABR mK SBL SBT SBR Vol,veh/h 31 12 7 40 7 27 4 333 62 13 216 23 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - None - - None - - None - - None Storage Length 170 - 70 - - 245 - 0 214 - Veh in Median Storage,# - 0 - 0 - - 0 - - 0 Grade,% - 0 - - 0 - - 0 - - 0 Peak Hour Factor 89 89 89 89 89 89 89 89 89 89 89 89 Heavy Vehicles,% 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 35 13 8 45 8 30 4 374 70 15 243 26 btajob'Minor Minor2 Minorl Major1 Major2 Conflicting Flow All 687 668 134 540 681 374 269 0 0 374 0 0 Stage 1 285 285 - 383 383 - - - - - - - Stage 2 402 383 - 157 298 - - - Critical Hdwy 7.33 6.53 6.93 7.33 6.53 6.23 4.14 4.12 Critical Hdwy Stg 1 6.53 5.53 - 6.13 5.53 - - Critical Hdwy Stg 2 6.13 5.53 - 6.53 5.53 - - - Follow-up Hdwy 3.519 4.019 3.319 3.519 4.019 3.319 2.22 2.218 Pot Cap-1 Maneuver 347 378 891 438 372 671 1292 1184 Stage 1 699 675 - 639 611 - - Stage 2 624 611 - 830 666 - - - Platoon blocked, % Mov Cap-1 Maneuver 322 372 891 417 366 671 1292 1184 Mov Cap-2 Maneuver 322 372 - 417 366 - Stage 1 697 666 - 637 609 - Stage 2 586 609 - 796 658 - - - Approach EB W HCM Control Delay,s 15.8 13.3 0.1 0.4 HCM LOS C B Miner LareoWajor fvivmt NBL NBT NBR EBLn1 EB02V+IBLn1WB _ Capacity(veh/h) 1292 - 322 474 417 573 1184 HCM Lane V/C Ratio 0.003 - 0.108 0.045 0.108 0.067 0.012 HCM Control Delay(s) 7.8 - 17.5 13 14.7 11.7 8.1 HCM Lane LOS A - C B B B A HCM 95th%tile Q(veh) 0 - 0.4 0.1 0.4 0.2 0 Synchro 8 Report 5: Durston Road Future With Project (Growth) - PM Peak Hour The Lakes at Valley West Intersection Int Delay,sfveh 0.2 Movement EBT EBR V'18L 1%16T NBL 'NBR 41111111 Vol,veh/h 627 3 11 554 2 6 Conflicting Peds,#fhr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None None - None Storage Length - - - 0 Veh in Median Storage,# 0 0 0 Grade % 0 - 0 0 Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % Mir," 2 2 2 2 2 2 Mvmt Flow 697 3 12 616 2 7 (9 a tirfll�nor Major 1 Minor1 Conflicting Flow All 0 0 700 0 1338 698 Stage 1 - - - 698 - Stage 2 - - 640 - Critical Hdwy - 4.12 6.42 6.22 Critical Hdwy Stg 1 - 5.42 Critical Hdwy Stg 2 - 5.42 - Follow-up Hdwy - 2.218 3.518 3.318 Pot Cap-1 Maneuver 897 169 440 Stage 1 - 494 - Stage 2 525 - Platoon blocked,% Mov Cap-1 Maneuver 897 166 440 Mov Cap-2 Maneuver - 166 - Stage 1 494 Stage 2 515 Approach EB W HCM Control Delay,s 0 0.2 16.9 HCM LOS Capacity(vehm) 311 - - 897 - HCM Lane V/C Ratio 0.029 0.014 HCM Control Delay(s) 16.9 9.1 0 HCM Lane LOS C A A HCM 951h%tile Q(veh) 0.1 0 - Synchro 8 Report 1: Cottonwood Road & Durb,in Road FWO (Pipeline) - AM Peak Hour The Lakes at Valley West InW('w G4n Int Delay,s/veh 103.4 Movement - EBL EBT EBR WBL WBT WBR hd Vol,veh/h 1 322 175 161 184 29 43 28 158 85 79 3 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None None - None - - None Storage Length - - - - - - - Veh in Median Storage,# - 0 0 0 0 - Grade,% - 0 - 0 - - 0 - 0 - Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles,% 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 1 379 206 189 216 34 51 33 186 100 93 4 MajorlMinor Major l fvlajar2 Minorl Minor2 Conflicting Flow All 251 0 0 585 0 0 1145 1113 482 1206 1199 234 Stage 1 - - - - - - 484 484 - 612 612 - Stage 2 - 661 629 - 594 587 - Critical Hdwy 4.12 4.12 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - 6.12 5.52 6.12 5.52 - Follow-up Hdwy 2.218 2.218 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1314 990 177 208 584 160 185 805 Stage 1 - - 564 552 - 480 484 - Stage 2 - - 452 475 - 491 497 - Platoon blocked,% Mov Cap-1 Maneuver 1314 990 72 161 584 -77 144 805 Mov Cap-2 Maneuver - - 72 161 - -77 144 - Stage 1 563 551 - 480 376 - Stage 2 263 369 - 314 497 - Approach EB WB NB SB HCM Control Delay,s 0 4.1 179.5 $529.8 HCM LOS F F Minor LaneAlajor Mvmt _,NBLn i EBL EBT EL: = L'- 'fdBT WBR S6Ln1 Capacity(veh/h) 220 1314 - 990 - 101 HCM Lane V/C Ratio 1.225 0.001 - - 0.191 - - 1.945 HCM Control Delay(s) 179.5 7.7 0 - 9.5 0 $529.8 HCM Lane LOS F A A - A A - F HCM 95th%tile Q(veh) 13.6 0 - - 0.7 - - 16.4 Notes Volume exceeds capacity $: Delay exceeds 300s +:Computation Not Defined *:All major volume in platoon Synchro 8 Report 2: Durston Road & Westgate Avenue FWO (Pipeline) - AM Peak Hour The Lakes at Valley West mmow- Id Int Delay,s/veh 0.4 Move t EBL EST WBT INBR SBL SBR Vol,veh/h 1 226 169 3 13 2 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - 0 Veh in Median Storage,# 0 0 - 0 Grade, % 0 Mmmbb., 0 - 0 - Peak Hour Factor 80 80 80 80 80 80 Heavy Vehicles,% 2 2 2 2 2 2 Mvmt Flow 1 282 211 4 16 2 Major/Minor Majorl Ma'or2 Minor2 Conflicting Flow All 215 0 0 498 213 Stage 1 - - - 213 - Stage 2 - - 285 Critical Hdwy 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - 5.42 - Critical Hdwy Stg 2 - 5.42 - Follow-up Hdwy 2.218 3.518 3.318 Pot Cap-1 Maneuver 1355 532 827 Stage 1 - 823 - Stage 2 - 763 - Platoon blocked,% Mov Cap-1 Maneuver 1355 531 827 Mov Cap-2 Maneuver 531 - Stage 1 823 Stage 2 762 Approach EB HCM Control Delay,s 0 0 11.7 HCM LOS - —— B DttitltOt:. a 3iefMyrnt EBL EBT WEST WBRSBLr,1 Capacity(veh/h) 1355 - 558 HCM Lane V/C Ratio 0.001 - - 0.034 HCM Control Delay(s) 7.7 0 11.7 HCM Lane LOS A A - B HCM 95th%tile Q(veh) 0 - - 0.1 Synchro 8 Report 3: Durston Road FWO (Pipeline) - AM Peak Hour The Lakes at Valley West Intersection Int Delay,s/veh 7.8 Movement EBL EBT SBL SBR Vol, veh/h 9 245 170 52 226 23 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 50 0 Veh in Median Storage,# 0 0 0 - Grade, % 0 0 - 0 - Peak Hour Factor 79 79 79 79 79 79 Heavy Vehicles,% 2 2 2 2 2 2 Mvmt Flow 11 310 215 66 286 29 Major�Niinor Majorl Major2 Minor2 Conflicting Flow All 281 0 0 581 248 Stage 1 - - - 248 - Stage 2 - - 333 - Critical Hdwy 4.12 6.42 6.22 Critical Hdwy Stg 1 5.42 - Critical Hdwy Stg 2 - 5.42 - Follow-up Hdwy 2.218 3.518 3.318 Pot Cap-1 Maneuver 1282 476 791 Stage 1 793 - Stage 2 - 726 - Platoon blocked,% Mov Cap-1 Maneuver 1282 471 791 Mov Cap-2 Maneuver - 471 - Stage 1 793 Stage 2 719 Approach EB WB SB HCM Control Delay,s 0.3 0 22.5 HCM LOS C Mincr Lane�lviaior Mvmt EBL EBT `NBT WBR SBLn l SSLn2 Capacity(veh/h) 1282 471 791 HCM Lane V/C Ratio 0.009 - 0.607 0.037 HCM Control Delay(s) 7.8 0 23.8 9.7 HCM Lane LOS A A C A HCM 95th%tile Q(veh) 0 - 4 0.1 Synchro 8 Report 4: Cottonwood Road & West dabcock Street FWO (Pipeline) - AM Peak Hour The Lakes at Valley West Intersection J Int Delay,slveh 3.1 Movement ESL EST EBR WBL WBT WBR NBL NBT NBR SBL SET SBR Vol,vehlh 19 11 3 56 10 25 3 233 20 62 329 27 Conflicting Peds,#Ihr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length 170 - 70 245 - 0 214 - - Veh in Median Storage,# - 0 - - 0 - - 0 - - 0 - Grade,% - 0 - 0 JR - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles,% 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 21 12 1 2 17 1) 'r' °' 6' 358 `'9 J JI II I J GJJ LL / L Major/Minor Minor2 Minorl �W1 Major2 Conflicting Flow All 786 767 193 580 782 253 387 0 0 253 0 0 Stage 1 507 507 - 260 260 - - - - - - - Stage 2 279 260 - 320 522 - - Critical Hdwy 7.33 6.53 6.93 7.33 6.53 6.23 4.14 4.12 Critical Hdwy Stg 1 6.53 5.53 - 6.13 5.53 - - - Critical Hdwy Stg 2 6.13 5.53 - 6.53 5.53 - - - Follow-up Hdwy 3.519 4.019 3.319 3.519 4.019 3.319 2.22 2.218 Pot Cap-1 Maneuver 296 332 817 411 325 785 1168 1312 Stage 1 517 538 - 744 692 - Stage 2 727 692 - 667 530 - - - Platoon blocked,% Mov Cap-1 Maneuver 267 314 817 381 308 785 1168 1312 Mov Cap-2 Maneuver 267 314 - 381 308 - - Stage 1 516 511 - 742 690 - Stage 2 689 690 - 616 503 - Approach EB WB NB SIB HCM Control Delay,s 17.8 14.6 0.1 1.2 HCM LOS C B h jW,,Lane/Major MvmL_ NBL NBT NBR EBLn1 EBLn2*BLn1WBLn2 SBL SBT SBR Capacity(veh/h) 1168 267 362 381 544 1312 HCM Lane V/C Ratio 0.003 0.077 0.042 0.16 0.07 0.051 HCM Control Delay(s) 8.1 19.6 15.4 16.2 12.1 7.9 HCM Lane LOS A C C C B A HCM 95th%tile Q(veh) 0 0.2 0.1 0.6 0.2 0.2 Synchro 8 Report 1: Cottonwood Road & Dura,in Road Future Without Project (Pipeline) - PM Peak Hour The Lakes at Valley West Intersection Int Delay, s/veh 155 EBI_ EB T EBR WK :iP7 ?..lBR NBL NBT �1BR Vol,veh/h 2 238 96 129 367 98 94 91 164 54 51 1 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - None - None Storage Length - - - - - - - - Veh in Median Storage,# 0 - 0 - 0 0 Grade,% 0 - 0 - - 0 - - 0 - Peak Hour Factor 87 87 87 87 87 87 87 87 87 87 87 87 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 2 274 110 148 422 113 108 105 189 62 59 1 Major/Minor Majorl Major2 Minorl Minor2 Conflicting Flow All 534 0 0 . 384 0 0 1138 1164 329 1255 1164 478 Stage 1 - - - - - - 333 333 - 775 775 - Stage 2 - Eff'"M - - 805 831 - 480 389 - Critical Hdwy 4.12 4.12 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 2.218 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1034 1174 179 194 712 148 194 587 Stage - 681 644 - 391 408 - Stage 2 - - 376 384 - 567 608 - Platoon blocked,% Mov Cap-1 Maneuver 1034 1174 110 158 712 -45 158 587 Mov Cap-2 Maneuver - 110 158 - -45 158 - Stage 1 680 643 - 390 333 - Stage 2 253 314 - 348 607 - Approach EB WB NB SB HCM Control Delay,s 0.1 1.8 $465 $483.9 HCM LOS F F Minor lane/fOajor Mvml NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity(veh/h) 210 1034 1174 - 70 HCM Lane V/C Ratio 1.91 0.002 - 0.126 - - 1.741 HCM Control Delay(s) $465 8.5 0 8.5 0 $483.9 HCM Lane LOS F A A A A - F HCM 95th°/stile Q(veh) 29.1 0 - 0.4 - - 10.7 Notes Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *:All major volume in platoon Synchro 8 Report 2: Durston Road Future Without Project (Pipeline) - PM Peak Hour The Lakes at Valley West Intersection — — Int Delay,s/veh 0.3 Movement EBL EBT WBT_ WBR SBL'- Vol,veh/h 3 212 216 13 9 2 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized None - None - None Storage Length - - - 0 Veh in Median Storage,# 0 0 - 0 - Grade,% 0 0 - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles,% —R 2 2 2 2 2 2 Mvmt Flow 3 230 235 14 10 2 Edam Moor/Minor Major2 Minor2 Conflicting Flow All 249 0 0 479 242 Stage 1 - - - 242 - Stage 2 - - 237 - Critical Hdwy 4.12 6.42 6.22 Critical Hdwy Stg 1 - 5.42 - Critical Hdwy Stg 2 - 5.42 - Follow-up Hdwy 2.218 3.518 3.318 Pot Cap-1 Maneuver 1317 545 797 Stage 1 - 798 Stage 2 - 802 - Platoon blocked,% Mov Cap-1 Maneuver 1317 543 797 Mov Cap-2 Maneuver - 543 - Stage 1 798 Stage 2 - 800 Approach WB SB HCM Control Delay,s 0.1 0 11.4 HCM LOS B Minor Lane/Major f0vml Capacity(veh/h) 1317 - - 576 HCM Lane V/C Ratio 0.002 - 0.021 HCM Control Delay(s) 7.7 0 11.4 HCM Lane LOS A A B HCM 95th %tile Q(veh) 0 0.1 Synchro 8 Report 3: Durston Road Future Without Project (Pipeline) - PM Peak Hour The Lakes at Valley West Intersection Int Delay,s/veh 3.4 fAvEment EBL EEC' WBT WBR SBI. Sm Vol,veh/h 20 200 216 180 142 13 Conflicting Peds,#Ihr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 50 0 Veh in Median Storage,# - 0 0 - 0 - Grade,% - 0 0 - 0 - Peak Hour Factor 93 93 93 93 93 93 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 22 215 232 194 153 14 Major/Minor Majorl MMajor2 Minor2 Conflicting Flow All 426 0 0 587 329 y Stage 1 - 329 - Stage 2 258 Critical Hdwy 4.12 6.42 6.22 Critical Hdwy Stg 1 - 5.42 Critical Hdwy Stg 2 - 5.42 - Follow-up Hdwy 2.218 3.518 3.318 Pot Cap-1 Maneuver 1133 472 712 Stage 1 - 729 - Stage 2 - 785 Platoon blocked, % Mov Cap-1 Maneuver 1133 462 712 Mov Cap-2 Maneuver - 462 Stage 1 729 - Stage 2 768 Approach .40 HCM Control Delay,s 0.7 0 16.1 HCM LOS Minor Lane/Major hQwnt EBL EST YvBT A'SR SBI-n 1 SBLn2 Capacity(veh/h) 1133 - 462 712 HCM Lane V/C Ratio 0.019 - 0.33 0.02 HCM Control Delay(s) 8.2 0 16.6 10.2 HCM Lane LOS A A C B HCM 95th%tile Q(veh) 0.1 - 1.4 0.1 Synchro 8 Report 4: Cottonwood Road & WeSL Babcock Street Future Without Project (Pipeline) - PM Peak Hour The Lakes at Valley West Int Delay, s/veh 3 _ -F:BL EBT EBR _ Vol,veh/h 25 10 6 39 6 61 3 294 55 33 202 19 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - None - None - - None - - None Storage Length 170 - - 70 - 245 - 0 214 - Veh in Median Storage,# - 0 - - 0 - 0 - - 0 Grade,% - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 89 89 89 89 89 89 89 89 89 89 89 89 Heavy Vehicles,% 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 28 11 7 44 7 69 3 330 62 3' 227 21 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 687 649 124 530 659 330 248 0 0 330 0 0 Stage 1 312 312 337 337 - - - - - - - Stage 2 375 337 - 193 322 - - - - Critical Hdwy 7.33 6.53 6.93 7.33 6.53 6.23 4.14 4.12 Critical Hdwy Stg 1 6.53 5.53 - 6.13 5.53 - Critical Hdwy Stg 2 6.13 5.53 - 6.53 5.53 - - - Follow-up Hdwy 3.519 4.019 3.319 3.519 4.019 3.319 2.22 2.218 Pot Cap-1 Maneuver 347 388 904 446 383 711 1315 1229 Stage 1 674 657 - 676 640 - - Stage 2 645 640 - 791 650 - - - Platoon blocked,% Mov Cap-1 Maneuver 302 375 904 422 371 711 1315 1229 Mov Cap-2 Maneuver 302 375 - 422 371 - Stage 1 672 637 - 674 639 - Stage 2 575 639 - 748 630 - Approach EB WB NB SIB HCM Control Delay,s 16 12.4 0.1 1 HCM LOS C B Minor LaneMajor Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1WBLn2 SBL SBT SBR Capacity(veh/h) 1315 302 480 422 657 1229 HCM Lane V/C Ratio 0.003 0.093 0.037 0.104 0.115 0.03 HCM Control Delay(s) 7.7 18.1 12.8 14.5 11.2 8 HCM Lane LOS A C B B B A HCM 95th %tile Q(veh) 0 0.3 0.1 0.3 0.4 0.1 Synchro 8 Report 1: Cottonwood Road & Durb,on Road Future With Project (Pipeline) - AM Peak Hour The Lakes at Valley West Intersection Int Delay,s/veh 240.5 Movement T ',1VBR �]E'C � . — SBR Vol,veh/h 1 392 224 161 203 29 56 28 158 85 79 3 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized None - None None None Storage Length - - - - - - Veh in Median Storage,# - 0 0 - 0 0 Grade, % - 0 - 0 - - 0 0 - Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles,% 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 1 461 264 189 239 34 66 33 186 100 93 4 Wrm ino�l r .vlajor2 Minorl Conflicting Flow All 273 0 0 725 0 0 1278 1247 593 1340 1362 256 Stage 1 - - - - - - 595 595 - 635 635 - Stage 2 - 683 652 - 705 727 - Critical Hdwy 4.12 4.12 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - 6.12 5.52 - 6.12 5.52 Follow-up Hdwy 2.218 2.218 3,518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1290 878 143 173 506 130 148 783 Stage 1 - 491 492 - 467 472 - Stage 2 - - 439 464 - 427 429 - Platoon blocked,% Mov Cap-1 Maneuver 1290 878 -34 129 506 -54 110 783 Mov Cap-2 Maneuver - -34 129 - -54 110 - Stage 1 491 492 - 467 352 - Stage 2 240 346 - 252 429 - Approach Wn= NB SB HCM Control Delay, s 0 4.2 $791.3 $887.2 HCM LOS F F Minor Lane/Major f0vmt NBLn1 Capacity(veh/h) 111 1290 - 878 73 HCM Lane V/C Ratio 2.565 0.001 - - 0.216 - - 2.691 HCM Control Delay(s) $791.3 7.8 0 - 10.2 0 -$887.2 HCM Lane LOS F A A - B A - F HCM 95th%tile Q(veh) 25.8 0 - - 0.8 - - 19.3 Notes Volume exceeds capacity $: Delay exceeds 300s +:Computation Not Defined *:All major volume in platoon Synchro 8 Report 2: Westgate Avenue & Dursiun Road Future With Project (Pipeline) - AM Peak Hour The Lakes at Valley West Interseotim. Int Delay,s/veh 1.8 Movemelll� EBL EBT EBR VVBL WBT W BT HeR _SflL =S$S SBI Vol,veh/h 1 244 2 13 202 3 8 0 48 13 0 2 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - None - None None Storage Length - - - - - - - - Veh in Median Storage,# - 0 - 0 0 0 Grade, % - 0 - 0 - - 0 - 0 - Peak Hour Factor 82 82 82 82 82 82 82 82 82 82 82 82 Heavy Vehicles,% 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 1 298 4R 046 4 1,n n Gn Ia n 0 IV G V IV V JJ IV V L MajorlMinor Majors Conflicting Flow All 250 0 0 300 0 0 582 583 299 610 582 248 Stage 1 - - - - - 301 301 - 280 280 - Stage 2 - 281 282 - 330 302 - Critical Hdwy 4.12 4.12 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy _ 2.218 2.218 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1316 1261 424 424 741 407 425 791 Stage 1 ' 708 665 - 727 679 - Stage 2 726 678 - 683 664 - Platoon blocked,% Mov Cap-1 Maneuver 1316 1261 418 417 741 370 418 791 Mov Cap-2 Maneuver - - 418 417 - 370 418 - Stage 1 707 664 - 726 669 - Stage 2 713 668 - 628 663 - Approach EB WB NB SB HCM Control Delay,s 0 0.5 11 14.5 HCM LOS B B Minor LanclMajor Mvmt NBLn1 EBL EBT EBR VVBL hIL Capacity(veh/h) 667 1316 - 1261 - 398 HCM Lane V/C Ratio 0.102 0.001 - - 0.013 - 0.046 HCM Control Delay(s) 11 7.7 0 - 7.9 0 14.5 HCM Lane LOS B A A - A A B HCM 95th%tile Q(veh) 0.3 0 - 0 - 0.1 Synchro 8 Report 3: Laurel Parkway & Durston Road Future With Project (Pipeline) - AM Peak Hour The Lakes at Valley West Interseclim Int Delay,slveh 20.9 Movement EBL EBT EBR NBR Vol,vehm 9 293 3 16 186 52 10 0 60 226 0 23 Conflicting Peds,#Ihr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - None None - - None Storage Length - - - - - 50 50 - - Veh in Median Storage,# 0 - 0 - 0 - - 0 - Grade,% 0 - - 0 - 0 - - 0 - Peak Hour Factor 79 79 79 79 79 79 79 79 79 79 79 79 Heavy Vehicles,% 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 11 371 4 20 235 66 13 0 76 286 0 29 Major/Minor M1 Ijorl Major2 Minor Minor2 Conflicting Flow All �� 301 0 0 375 0 0 719 738 373 705 706 268 Stage 1 - - - - - - 396 396 - 309 309 - Stage 2 - - 323 342 - 396 397 - Critical Hdwy 4.12 412 - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 — - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 2.218 3.518 4.018 3.318 3.518 4.018 3,318 Pot Cap-1 Maneuver 1260 1183 344 346 673 351 361 771 Stage 1 - 629 604 - 701 660 - Stage 2 - - 689 638 - 629 603 - Platoon blocked,% Mov Cap-1 Maneuver 1260 1183 323 335 673 304 350 771 Mov Cap-2 Maneuver - - 323 335 - 304 350 - Stage 1 622 597 - 693 647 - Stage 2 650 625 - 552 596 - Approach EB WB NB SB HCM Control Delay, s 0.2 0.5 11.8 69.5 HCM LOS B F Minor Lane/Major Mvint NBLnl NBLn2 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity(vehlh) 323 673 1260 1183 - 304 771 HCM Lane VIC Ratio 0.039 0.113 0.009 - 0.017 - 0.941 0,038 HCM Control Delay(s) 16.6 11 7.9 0 8.1 0 75.6 9.9 HCM Lane LOS C B A A A A F A HCM 95th%tile Q(veh) 0.1 0.4 0 - 0.1 - 9.3 0.1 Synchro 8 Report 4: Cottonwood Road & WeSL Babcock Street Future With Project (Pipeline) - AM Peak Hour The Lakes at Valley West Intersection Int Delay,s/veh 3.1 Movement BBL EBT EBR WELL WBT VVBR NBL NOT NBR SBL SB'r SBR Vol,veh/h 19 11 3 56 10 26 3 244 20 69 371 27 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - None - None - None Storage Length 170 - - 70 - - 245 - 0 214 - Veh in Median Storage,# - 0 - - 0 - - 0 - - 0 Grade, % - 0 - - 0 - - 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 21 12 3 61 11 28 3 265 22 75 403 29 Major/tvfinor Minor2 Minorl Majorl Major2 Conflicting Flow All 859 840 216 630 855 265 433 0 0 265 0 0 Stage 1 568 568 - 272 272 - - - - - - - Stage 2 291 272 358 583 - - Critical Hdwy 7.33 6.53 6.93 7.33 6.53 6.23 4.14 4.12 Critical Hdwy Stg 1 6.53 5.53 - 6.13 5.53 - - - Critical Hdwy Stg 2 6.13 5.53 - 6.53 5.53 - - - Follow-up Hdwy 3.519 4.019 3.319 3.519 4.019 3.319 2.22 2.218 Pot Cap-1 Maneuver 263 301 789 380 295 773 1123 1299 Stage 1 476 505 - 733 684 - - - - - Stage 2 716 684 - 633 498 - - - - Platoon blocked,% - Mov Cap-1 Maneuver 235 283 789 349 277 773 1123 - - 1299 Mov Cap-2 Maneuver 235 283 - 349 277 - - - - Stage 1 475 476 731 682 - - - Stage 2 677 682 - 579 469 - - - Approach EB WS NB SB,,Jk HCM Control Delay,s 19.6 15.5 0.1 1.2 HCM LOS C C CVlinor Lane/Major Mvmt:_ NBL NBT NBR EBLo1 EBLn2WBLn1WBLn2 SBL SBT SBR Capacity(veh/h) 1123 235 328 349 516 1299 HCM Lane VIC Ratio 0.003 - 0.088 0.046 0.174 0.076 0.058 HCM Control Delay(s) 8.2 - 21.8 16.5 17.5 12.5 7.9 HCM Lane LOS A - C C C B A HCM 95th%tile Q(veh) 0 - 0.3 0.1 0.6 0.2 0.2 Synchro 8 Report 5: Durston Road Future With Project (Pipeline) - AM Peak Hour The Lakes at Valley West Intersection Int Delay, s/veh 0.3 Movement EBT EBR Vol veh/h 581 1 3 253 3 11 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized None - None - None Storage Length - - - - 0 Veh in Median Storage,# 0 - - 0 0 Grade, % 0 - 0 0 - Peak Hour Factor 82 82 82 82 82 82 Heavy Vehicles,% 2 2 2 2 2 2 Mvmt Flow 709 1 4 309 4 13 Major/Minor Major2 Minorl Conflicting Flow All 0 0 710 0 1025 709 Stage 1 - - - - 709 - Stage 2 - - - 316 - Critical Hdwy - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - 5.42 - Critical Hdwy Stg 2 - - 5.42 - Follow-up Hdwy - 2.218 3.518 3.318 Pot Cap-1 Maneuver - 889 260 434 Stage 1 - - 488 - Stage 2 - 739 - Platoon blocked,% Mov Cap-1 Maneuver 889 259 434 Mov Cap-2 Maneuver 259 Stage 1 488 - Stage 2 735 - Approach EB WB HCM Control Delay,s 0 0.1 14.9 HCM LOS B Minor Lane/Major Iviinit IIELrt =E.T =ER WBL WBT Capacity(veh/h) 379 889 HCM Lane V/C Ratio 0.045 - 0.004 - HCM Control Delay(s) 14.9 9.1 0 HCM Lane LOS B - A A HCM 95th°/stile Q(veh) 0.1 - 0 - Synchro 8 Report 1: Cottonwood Road & DurbLon Road Future With Project (Pipeline) - PM Peak Hour The Lakes at Valley West Intersection Int Delay,s/veh 365.2 Moyennent EBL EBT EBR '�VBL INBT WBR NBL N SBT SSR Vol,veh/h 2 277 123 129 438 98 144 91 164 54 51 1 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized None None - - None - - None Storage Length - - - - - - - - Veh in Median Storage,# - 0 0 - 0 - - 0 - Grade,% - 0 - 0 - 0 - - 0 - Peak Hour Factor 87 87 87 87 87 87 87 87 87 87 87 87 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 2 318 141 148 503 113 166 105 189 62 59 1 Moor/Minor Majorl Major2 Minor1 Minor2 Conflicting Flow All 616 0 0 460 0 0 1280 1307 389 1396 1320 560 Stage 1 - - - - - - 394 394 - 856 856 - Stage 2 - - 886 913 - 540 464 - Critical Hdwy 4.12 4.12 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 Critical Hdwy Stg 2 - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 2.218 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 964 1101 -143 160 659 119 157 528 Stage 1 - - 631 605 - 352 374 - Stage 2 339 352 - 526 564 - Platoon blocked,% Mov Cap-1 Maneuver 964 1101 -76 126 659 -22 124 528 Mov Cap-2 Maneuver -76 126 - -22 124 - Stage 1 629 603 - 351 296 - Stage 2 215 279 - 309 562 - Approach EB WB NB SIB HCM Control Delay,s 0 1.7 $1101.6 $ 1258.8 HCM LOS F F Minor Lane/Major Mvmt NBLn1 EBL EBT EBR, WBL WBT WBR SBLn1 Capacity(veh/h) 139 964 - 1101 - 37 HCM Lane V/C Ratio 3.299 0.002 - 0.135 - - 3.293 HCM Control Delay(s) $1101.6 8.7 0 8.8 0 $1258.8 HCM Lane LOS F A A A A - F HCM 95th%tile Q(veh) 43.9 0 - 0.5 - - 13.9 Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *:All major volume in platoon Synchro 8 Report 2: Westgate Avenue & DumWn Road Future With Project (Pipeline) - PM Peak Hour The Lakes at Valley West Intersection - - Int Delay,s/veh 1.6 Movement EBL EBT EBR SBT SBR Vol,veh/h 3 225 9 49 223 13 5 0 27 9 0 2 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None None - None Storage Length - - - - - - - - - Veh in Median Storage,# 0 - - 0 0 0 - Grade,% - 0 - - 0 - 0 - - 0 - Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90 Heavy Vehicles,% 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 3 250 10 54 248 14 6 0 30 10 0 2 (Major/Minor Major 1 Major2 Minorl Minor2 Conflicting Flow All 262 0 0 260 0 0 627 633 255 641 631 255 Stage 1 - - - - - - 262 262 - 364 364 - Stage 2 - - - 365 371 - 277 267 - Critical Hdwy 4.12 4.12 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 2.218 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1302 1304 396 397 784 388 398 784 Stage 1 - - 743 691 - 655 624 - Stage 2 - - 654 620 - 729 688 - Platoon blocked,% Mov Cap-1 Maneuver 1302 1304 379 376 784 358 377 784 Mov Cap-2 Maneuver - - 379 376 - 358 377 - Stage 1 741 689 653 593 - Stage 2 620 590 - 699 686 - Approach NB SB HCM Control Delay,s 0.1 1.4 10.7 14.4 HCM LOS B B Minor Lare/Major�Mvrnt NBLn1 EBB 1 Capacity(veh/h) 672 1302 - 1304 397 HCM Lane V/C Ratio 0.053 0.003 - - 0.042 - 0.031 HCM Control Delay(s) 10.7 7.8 0 - 7.9 0 14.4 HCM Lane LOS B A A - A A B HCM 95th %tile Q(veh) 0.2 0 - - 0.1 0.1 Synchro 8 Report 3: Laurel Parkway & Dursto,, Road Future With Project (Pipeline) - PM Peak Hour The Lakes at Valley West Intersectta„ � _ _ Int Delay,s/veh 7.3 Movement EEL EB-" EBR VVBL 1AJBT !AIBR NBL NBT NBR S8L SBT SBR Vol,vehm 20 230 10 61 266 180 5 0 34 142 0 13 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - None - - None - - None Storage Length - - - - - - 50 50 - Veh in Median Storage,# - 0 - 0 - 0 - - 0 - Grade,% - 0 - - 0 0 - - 0 - Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90 Heavy Vehicles,% 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 22 256 11 68 296 200 6 0 38 158 0 14 MajorlMinor Major1 Major2 Minor1 Minor2 Conflicting Flow All 496 0 0 267 0 0 844 937 261 837 842 396 Stage 1 - - - - - - 306 306 - 531 531 - Stage 2 - 538 631 - 306 311 - Critical Hdwy 4.12 4.12 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 2.218 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1068 1297 283 265 778 286 301 653 Stage 1 - - 704 662 - 532 526 - Stage 2 - 527 474 - 704 658 - Platoon blocked,% Mov Cap-1 Maneuver 1068 1297 256 239 778 252 272 653 Mov Cap-2 Maneuver - 256 239 - 252 272 - Stage 1 687 646 - 519 487 - Stage 2 477 438 - 654 642 - Approach ft WB NB SB HCM Control Delay, s 0.6 1 11.1 38 HCM LOS B E Minoj LaneiMajcr Mmm'd EB Capacity(veh/h) 256 778 1068 - 1297 - 252 653 HCM Lane V/C Ratio 0.022 0,049 0.021 - 0.052 - 0.626 0.022 HCM Control Delay(s) 19.4 9.9 8.4 0 7.9 0 40.5 10.6 HCM Lane LOS C A A A A A E B HCM 95th%tile Q(veh) 0.1 0.2 0.1 - 0.2 - 3.8 0.1 Synchro 8 Report 4: Cottonwood Road & WeSL Babcock Street Future With Project (Pipeline) - PM Peak Hour The Lakes at Valley West Intersection Int Delay,s/veh 3.1 Movement EBL EBT ESP. WBL WBT WBR NBL NRi NBR SBL SBT SBR Vol,vehm 25 10 6 39 6 68 3 337 55 37 225 19 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - None - None - - None Storage Length 170 - - 70 - - 245 - 0 214 - Veh in Median Storage,# - 0 - - 0 - - 0 - - 0 Grade,% - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 89 89 89 89 89 89 89 89 89 89 89 89 Heavy Vehicles,% 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 28 11 7 44 7 76 3 379 62 42 253 21 Maior/Mfnor- - - Minor2 - - TWorl Major1 PAajor2 Conflicting Flow All 774 732 137 600 742 379 274 0 0 379 0 0 Stage 1 347 347 - 385 385 - - - - - - - Stage 2 427 385 - 215 357 - - Critical Hdwy 7.33 6.53 6.93 7.33 6.53 6.23 4.14 4.12 Critical Hdwy Stg 1 6.53 5.53 - 6.13 5.53 - - - Critical Hdwy Stg 2 6.13 5.53 - 6.53 5.53 - - - Follow-up Hdwy 3.519 4.019 3.319 3.519 4.019 3.319 2.22 2.218 Pot Cap-1 Maneuver 302 348 887 399 343 667 1286 1179 Stage 1 643 634 - 637 610 - - - Stage 2 605 610 - 768 628 - - - Platoon blocked,% Mov Cap-1 Maneuver 256 335 887 375 330 667 1286 1179 Mov Cap-2 Maneuver 256 335 - 375 330 - - - Stage 1 642 611 636 609 - Stage 2 529 609 - 721 606 - EB WB NB SIB HCM Control Delay,s 18 13.2 0.1 1.1 HCM LOS C B Minor Lane!Major IvIvmt NBL NBT NBR EBLn1 EBix2WELn1l':%BLn2 SBL :BT SBP, Capacity(veh/h) 1286 - 256 437 375 616 1179 HCM Lane V/C Ratio 0.003 - 0.11 0.041 0.117 0.135 0.035 HCM Control Delay(s) 7.8 - 20.8 13.6 15.9 11.8 8.2 HCM Lane LOS A - C B C B A HCM 95th%tile Q(veh) 0 - 0.4 0.1 0.4 0.5 0.1 Synchro 8 Report 5: Durston Road Future With Project (Pipeline) - PM Peak Hour The Lakes at Valley West Intersection Int Delay, slveh 0.2 Movement Vol,vehlh 549 3 11 506 2 6 Conflicting Peds,#Ihr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None None - None Storage Length - - - 0 Veh in Median Storage,# 0 - 0 0 Grade,% 0 - 0 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles,% 2 2 2 2 2 2 Mvmt Flow 610 3 12 562 2 7 Major/Minor Ma'or1 Major2 Minor1 Conflicting Flow All 0 0 613 0 1199 612 Stage 1 - - - - 612 - Stage 2 - 587 Critical Hdwy 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - 5.42 Critical Hdwy Stg 2 - - 5.42 - Follow-up Hdwy 2.218 - 3.518 3.318 Pot Cap-1 Maneuver 966 205 493 Stage 1 - 541 - Stage 2 556 - Platoon blocked,% Mov Cap-1 Maneuver 966 - 201 493 Mov Cap-2 Maneuver 201 - Stage 1 - - 541 Stage 2 546 Approach EB WB NB HCM Control Delay,s 0 0.2 15.2 HCM LOS C M ajor Win'! h1BLr I EST EBR WBL Capacity(vehlh) 362 - 966 - HCM Lane V/C RaGo 0.025 - 0.013 HCM Control Delay(s) 15.2 8.8 0 HCM Lane LOS C - A A HCM 95th%tile Q(veh) 0.1 - 0 - Synchro 8 Report 1: Cottonwood Road & DurSLin Road Future With Project (Growth) - Mitigated - AM Peak Hour The Lakes at Valley West Intersection Intersection Delay,s/veh 22.3 Intersection LOS C Approach EB VVB NB SB Entry Lanes 2 2 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow,veh/h 780 502 279 50 Demand Flow Rate,veh/h 796 512 284 51 Vehicles Circulating,veh/h 275 70 531 565 Vehicles Exiting,veh/h 341 745 540 16 Follow-Up Headway,s 3.186 3.186 3.186 3.186 Ped Vol Crossing Leg,#/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay,s/veh 37.7 5.9 11.7 6.7 Approach LOS E A B A Lane Left Right Left Right Left Left Designated Moves L TR L TR LTR LTR Assumed Moves L TR L TR LTR LTR RT Channelized Lane Util 0.001 0.999 0.449 0.551 1.000 1.000 Critical Headway,s 5.193 5.193 5.193 5.193 5.193 5.193 Entry Flow,veh/h 1 795 230 282 284 51 Cap Entry Lane,veh/h 858 858 1054 1054 664 642 Entry HV Adj Factor 1.000 0.980 0.978 0.981 0.982 0.973 Flow Entry,veh/h 1 779 225 277 279 50 Cap Entry,veh/h 858 841 1031 1034 652 625 V/C Ratio 0.001 0.926 0.218 0.268 0.427 0.079 Control Delay,s/veh 4.2 37.7 5.6 6.1 11.7 6.7 LOS A E A A B A 95th%tile Queue,veh 0 14 1 1 2 0 Synchro 8 Report 2: Westgate Avenue & DurSLun Road Future With Project (Growth) - Mitigated - AM Peak Hour The Lakes at Valley West --* -10. -,v 'r 4--- *.,- 4\ t /00� 1. 4 W Movement CBI_ E 9T EEF *BL n,r WBR NBL NET 1.1 R SEL SET SER Lane Configurations I 1� T *T* *T+ Volume(vehlh) 1 290 2 13 226 4 8 0 48 16 0 3 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 082 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 Hourly flow rate(vph) 1 354 2 16 276 5 10 0 59 20 0 4 Pedestrians Lane Width(ft) Walking Speed(ftls) Percent Blockage Right turn flare(veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal(ft) pX, platoon unblocked vC,conflicting volume 280 356 668 670 355 724 668 278 vC1,stage 1 conf vol 357 357 310 310 vC2,stage 2 conf vol 311 312 415 359 vCu,unblocked vol 280 356 668 670 355 724 668 278 tC,single(s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage(s) 6.1 5.5 6.1 5.5 tF(s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free% 100 99 98 100 92 96 100 100 cM capacity(vehlh) 1282 1203 556 536 689 489 531 761 Direction, Lane# EB 1 EB 2 WB 1 WB 2 NS 1 SB 1 Volume Total 1 356 16 280 68 23 Volume Left 1 0 16 0 10 20 Volume Right 0 2 0 5 59 4 cSH 1282 1700 1203 1700 666 518 Volume to Capacity 0.00 0.21 0.01 0.16 0.10 0.04 Queue Length 95th(ft) 0 0 1 0 9 4 Control Delay(s) 7.8 0.0 8.0 0.0 11.0 12.3 Lane LOS A A B B Approach Delay(s) 0.0 0.4 11.0 12.3 Approach LOS B B Intersection Summary IL Average Delay 1.6 Intersection Capacity Utilization 26.5% ICU Level of Service Analysis Period(min) 15 i Synchro 8 Report 3: Laurel Parkway & Durstoi. Road Future With Project (Growth) - Mitigated - AM Peak Hour The Lakes at Valley West --* --0 --v 'r 4- 4\ t . 4 W EEL EBT EBR `rtK ';'!BT •-A�BP ']B-L NBT %BP SEL SBT SBR Lane Configurations cT 4 ot r I Ta� Volume(veh/h) 8 343 3 16 213 54 10 0 60 247 0 20 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 Hourly flow rate(vph) 10 434 4 20 270 68 13 0 76 313 0 25 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) 2 Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal(ft) r pX,platoon unblocked vC,conflicting volume 338 438 826 835 436 839 803 304 vC1, stage 1 conf vol 456 456 344 344 vC2,stage 2 conf vol 370 378 494 458 vCu, unblocked vol 338 438 826 835 436 839 803 304 tC,single(s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage(s) 6.1 5.5 6.1 5.5 tF(s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free% 99 98 97 100 88 26 100 97 cM capacity(veh/h) 1221 1122 475 472 620 420 475 736 Direcilcn. Lane 4 EB s VNB '�B SB i SB 2 Volume Total 448 358 89 313 25 Volume Left 10 20 13 313 0 Volume Right 4 68 76 0 25 cSH 1221 1122 724 420 736 Volume to Capacity 0.01 0.02 0.12 0.74 0.03 Queue Length 95th(ft) 1 1 10 151 3 Control Delay(s) 0.3 0.6 11.8 34.6 10.1 Lane LOS A A B D B Approach Delay(s) 0.3 0.6 11.8 32.8 Approach LOS B D intersection Summary Average Delay 10.1 Intersection Capacity Utilization 49.7% ICU Level of Service A Analysis Period(min) 15 Synchro 8 Report 5: Durston Road Future With Project (Growth) - Mitigated - AM Peak Hour The Lakes at Valley West 1.1ovement EB i ESR INK �AJET NBL NEAR Lane Configurations T+ t Y Volume(veh/h) 652 1 3 282 3 11 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.90 0.82 0.82 0.82 0.82 0.82 Hourly flow rate(vph) 724 1 4 344 4 13 Pedestrians Lane Width(ft) mm Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal(ft) pX, platoon unblocked vC,conflicting volume 726 1076 725 vC1,stage 1 conf vol 725 vC2,stage 2 conf vol 351 vCu,unblocked vol 726 1076 725 tC,single(s) 4.1 6.4 6.2 tC, 2 stage(s) 5.4 tF(s) 2.2 3.5 3.3 p0 queue free% 100 99 97 cM capacity(veh/h) 877 434 425 Direclion. Lane# EB 1 WB 1 WE 2 NB 1 Volume Total 726 4 344 17 Volume Left 0 4 0 4 Volume Right 1 0 0 13 cSH 1700 877 1700 427 Volume to Capacity 0.43 0.00 0.20 0.04 Queue Length 95th(ft) 0 0 0 3 Control Delay(s) 0.0 9.1 0.0 13.8 Lane LOS A B Approach Delay(s) 0.0 0.1 13.8 Approach LOS B Average Delay 0.2 Intersection Capacity Utilization 44.4% ICU Level of Service A Analysis Period(min) 15 Synchro 8 Report 1: Cottonwood Road & Durb,,jn Road Future With Project (Growth) - Mitigated - PM Peak Hour The Lakes at Valley West Intersection Intersection Delay,s/veh 11.7 Intersection LOS B Approach EB WB NB SB Entry Lanes 2 2 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow,veh/h 496 733 408 27 Demand Flow Rate,veh/h 506 748 415 27 Vehicles Circulating,vehm 192 194 373 884 Vehicles Exiting,veh/h 719 594 325 58 Follow-Up Headway,s 3.186 3.186 3.186 3.186 Ped Vol Crossing Leg,#/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay,s/veh 11.1 11.7 12.6 8.5 Approach LOS B B B A Lane Left Right Left Right Left Left Designated Moves L TR L TR LTR LTR Assumed Moves L TR L TR LTR LTR RT Channelized Lane Util 0.006 0.994 0.222 0.778 1.000 1.000 Critical Headway,s 5.193 5.193 5,193 5.193 5.193 5.193 Entry Flow,vehlh 3 503 166 582 415 _ 27 Cap Entry Lane,vehm 933 933 931 931 778 467 Entry HV Adj Factor 1.000 0.980 0.982 0.980 0.982 0.993 Flow Entry,vehm 3 493 163 570 408 27 Cap Entry,veh/h 933 914 914 912 764 464 V/C Ratio 0.003 0.539 0.178 0.625 0.533 0.058 Control Delay, s/veh 3.9 11.1 5.7 13.4 126 8.5 LOS A B A B B A 95th%tile Queue,veh 0 3 1 5 3 0 Synchro 8 Report 2: Westgate Avenue & DurS,un Road Future With Project (Growth) - Mitigated - PM Peak Hour * The Lakes at Valley West 1� I Lloven.ent E8L EBT EBR 'NBL W$T VVBR NBL NBT N5R SBL SBT SBR Lane Configurations T* T, *T, *T, Volume(veh/h) 4 253 9 49 258 16 5 0 27 11 0 3 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate(vph) 4 275 10 53 280 17 5 0 29 12 0 3 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal(ft) pX,platoon unblocked vC,conflicting volume 298 285 679 693 280 709 689 289 vC1,stage 1 conf vol 289 289 396 396 vC2,stage 2 conf vol 390 404 313 293 vCu,unblocked vol 298 285 679 693 280 709 689 289 tC,single(s) AW 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC,2 stage(s) 6.1 5.5 6.1 5.5 tF(s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free% 100 96 99 100 96 98 100 100 cM capacity(veh/h) 1263 1277 534 510 759 502 502 750 Direction,Lane it EB 1 ES 2 WB 1 WB 2 NB 1 SB 1 Volume Total 4 285 53 298 35 15 Volume Left 4 0 53 0 5 12 Volume Right 0 10 0 17 29 3 cSH 1263 1700 1277 1700 712 540 Volume to Capacity 0.00 0.17 0.04 0.18 0.05 0.03 Queue Length 95th(ft) 0 0 3 0 4 2 Control Delay(s) 7.9 0.0 7.9 0.0 10.3 11.9 Lane LOS A A B B Approach Delay(s) 0.1 1.2 10.3 11.9 Approach LOS B B Intersection Summary Average Delay 1.4 Intersection Capacity Utilization 31.2% ICU Level of Service A Analysis Period(min) 15 Synchro 8 Report 3: Laurel Parkway & Durstoi, Road Future With Project (Growth) - Mitigated - PM Peak Hour The Lakes at Valley West Movement EBL EBT EEP ;sL ;tET ;,+BR PILL NBT N5R SBL SE f SBR Lane Configurations 4, 41� 4 r I T Volume(veh/h) 17 263 10 61 307 187 5 0 34 155 0 11 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Hourly flow rate(vph) 18 283 11 66 330 201 5 0 37 167 0 12 Pedestrians Lane Width(ft) Walking Speed (ft/s) Percent Blockage Right turn flare(veh) 2 Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal(ft) pX,platoon unblocked vC,conflicting volume 531 294 898 987 288 905 892 431 vC1, stage 1 conf vol 325 325 562 562 vC2,stage 2 conf vol 574 662 343 330 vCu, unblocked vol 531 294 898 987 288 905 892 431 tC,single(s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage(s) 6.1 5.5 6.1 5.5 tF(s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free% 98 95 99 100 95 60 100 98 cM capacity(veh/h) 1036 1268 412 384 751 412 422 625 Direction, Lane EB I E 1 NB 1 SC 1 SB 2 Volume Total 312 597 42 167 12 Volume Left 18 66 5 167 0 Volume Right 11 201 37 0 12 cSH 1036 1268 861 412 625 Volume to Capacity 0.02 0.05 0.05 0.40 0.02 Queue Length 95th(ft) 1 4 4 48 1 Control Delay(s) 0.7 1.4 10.5 19.5 10.9 Lane LOS A A B C B Approach Delay(s) 0.7 1.4 10.5 19.0 Approach LOS B C Iliiuuglary Average Delay 4.3 Intersection Capacity Utilization 70.2% ICU Level of Service C Analysis Period(min) 15 Synchro 8 Report 5: Durston Road Future With Project (Growth) - Mitigated - PM Peak Hour The Lakes at Valley West Movement EBT EBR '!1K 'NBT NBL NBR Lane Configurations T# + Y Volume(veh/h) 627 3 11 554 2 6 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate(vph) 682 3 12 602 2 7 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal(ft) pX,platoon unblocked vC,conflicting volume 685 1309 683 vC1,stage 1 conf vol 683 vC2,stage 2 conf vol 626 vCu, unblocked vol 685 1309 683 tC,single(s) 4.1 6.4 6.2 tC, 2 stage(s) 5.4 tF(s) 2.2 3.5 3.3 p0 queue free% 99 99 99 cM capacity(veh/h) 909 390 449 Direction, Lane# EB 1 WB 1 WB 2 NB 1 Volume Total 685 12 602 9 Volume Left 0 12 0 2 Volume Right 3 0 0 7 cSH 1700 909 1700 433 Volume to Capacity 0.40 0.01 0.35 0.02 Queue Length 95th(ft) 0 1 0 2 Control Delay(s) 0.0 9.0 0.0 13.5 Lane LOS A B Approach Delay(s) 0.0 0.2 13.5 Approach LOS B Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 43.2% ICU Level of Service A Analysis Period(min) 15 Synchro 8 Report 1: Cottonwood Road & Durs,in Road Future With Project (Pipeline) - Mitigated - AM Peak Hour The Lakes at Valley West Intersection Intersection Delay,s/veh 25.8 Intersection LOS D Approach EB WB NB SB Entry Lanes 2 2 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow,veh/h 726 462 285 197 Demand Flow Rate,veh/h 740 472 291 201 Vehicles Circulating,veh/h 390 102 573 504 Vehicles Exiting,veh/h 315 762 557 70 Follow-Up Headway,s 3.186 3.186 3.186 3.186 Ped Vol Crossing Leg,#/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 48.2 5.9 12.8 9.1 Approach LOS E A B A Lane Left Right Left Right Left Left Designated Moves L TR L TR LTR LTR Assumed Moves L TR L TR LTR LTR RT Channelized Lane Util 0.001 0.999 0.409 0.591 1.000 1.000 Critical Headway,s 5.193 5.193 5.193 5.193 5.193 5.193 Entry Flow,veh/h 1 739 193 279 291 201 Cap Entry Lane,veh/h 765 765 1020 1020 637 683 Entry HV Adj Factor 1.000 0.981 0.979 0.979 0.981 0.981 Flow Entry,veh/h 1 725 189 273 285 197 Cap Entry, veh/h 765 750 999 999 625 669 V/C Ratio 0.001 0.966 0.189 0.273 0.457 0.294 Control Delay,s/veh 4.7 48.3 5.4 6.3 128 9.1 LOS A E A A B A 95th %tile Queue,veh 0 15 1 1 2 1 Synchro 8 Report 2: Westgate Avenue & Durs,on Road Future With Project (Pipeline) - Mitigated - AM Peak Hour The Lakes at ValleyWest --* --I. --* 'r *-- I,- 4\ t /op. i W Movement EBL EBT ECR INK i'dBT WBR NBL NBT N'ER SBL SPT SBR Lane Configurations 1� T# 4 4 Volume(veh/h) 1 244 2 13 202 3 8 0 48 13 0 2 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.82 0.82 082 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 Hourly flow rate(vph) 1 298 2 16 246 4 10 0 59 16 0 2 Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal(ft) pX, platoon unblocked vC,conflicting volume 250 300 J� 582 583 299 638 582 248 vC1,stage 1 conf vol 301 301 280 280 vC2,stage 2 conf vol 280 282 359 302 vCu,unblocked vol 250 300 582 583 299 638 582 248 tC,single(s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage(s) 6.1 5.5 6.1 5.5 tF(s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free% 100 99 98 100 92 97 100 100 cM capacity(veh/h) 1316 1261 599 570 741 530 565 791 Direction. Lanett' EB 1 EB 2 WB 1 WB 2 NB 1 1111116, voiumr,Total 1 300 16 250 68 18 Volume Left 1 0 16 0 10 16 Volume Right 0 2 0 4 59 2 cSH 1316 1700 1261 1700 716 554 Volume to Capacity 0.00 0.18 0.01 0.15 0.10 0.03 Queue Length 95th(ft) 0 0 1 0 8 3 Control Delay(s) 7.7 0.0 7.9 0.0 10.6 11.7 Lane LOS A A B B Approach Delay(s) 0.0 0.5 10.6 11.7 Approach LOS B B Average Delay 1.6 Intersection Capacity Utilization 23.2% ICU Level of Service Analysis Period(min) 15 Synchro 8 Report 3: Laurel Parkway & Durston Road Future With Project (Pipeline) - Mitigated - AM Peak Hour The Lakes at Valley West --* --* -,v 'r '-- 4N t /0 4 4/ Moveniend EEL E _ -T V%'ER t JBL h' SEL 56T SBR Lane Configurations , + 4 r T Volume(veh/h) 9 293 3 16 186 52 10 0 60 226 0 23 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 Hourly flow rate(vph) 11 371 4 20 235 66 13 0 76 286 0 29 Pedestrians Lane Width(ft) Walking Speed (ft/s) Percent Blockage Right turn flare(veh) 2 Median type i� TWLTL TWLTL Median storage veh) 2 2 Upstream signal(ft) pX, platoon unblocked vC,conflicting volume 301 375 734 737 373 742 706 268 vC1,stage 1 conf vol 396 396 309 309 vC2,stage 2 conf vol 338 342 434 397 vCu, unblocked vol 301 375 734 737 373 742 706 268 tC,single(s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage(s) 6.1 5.5 6.1 5.5 tF(s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free% 99 98 98 100 89 38 100 96 cM capacity(veh/h) 1260 1184 511 505 673 461 509 770 Direction,Lane# EB 1 1NF 1 NB 1 SB 1 SB 2 Volume Total 386 322 89 286 29 Volume Left 11 20 13 286 0 Volume Right 4 66 76 0 29 cSH 1260 1184 785 461 770 Volume to Capacity 0.01 0.02 0.11 0.62 0.04 Queue Length 95th(ft) 1 1 9 103 3 Control Delay(s) 0.3 0.7 11.2 24.7 9.9 4111111111 Lane LOS A A B C A Approach Delay(s) 0.3 0.7 11.2 23.4 Approach LOS B C Intersection Summary Average Delay 7.8 Intersection Capacity Utilization 46.2% ICU Level of Service A Analysis Period(min) 15 Synchro 8 Report 5: Durston Road Future With Project (Pipeline) - Mitigated - AM Peak Hour The Lakes at Valley West --* "1.* � F,1ovemen1t EBT EBR WBL 'ABT FJ Lane Configurations 1� f Y Volume(veh/h) 581 1 3 253 3 11 Sign Control Free Free Stop Grade 0% 0% 0% NL Peak Hour Factor 0.90 082 0.82 0.82 0.82 0.82 Hourly flow rate(vph) 646 1 4 309 4 13 Pedestrians Lane Width(ft) Walking Speed (ft/s) _ Percent Blockage Right turn flare(veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal(ft) pX,platoon unblocked vC,conflicting volume 647 962 646' vC1,stage 1 conf vol 646 vC2 stage 2 conf vol 316 vCu,unblocked vol 647 962 646 tC,single(s) i 4.1 6.4 6.2 tC, 2 stage(s) 5.4 tF(s) = 2.2 3.5 3.3 p0 queue free% 100 99 97 cM capacity(veh/h) 939 473 472 Direction, Lane# EB 1 WB 1 WB 2 NB l Volume Total 647 4 309 17 Volume Left 0 4 0 4 Volume Right 1 0 0 13 cSH 1700 939 1700 472 Volume to Capacity 0.38 0.00 0.18 0.04 Queue Length 95th(ft) 0 0 0 3 Control Delay(s) 0.0 8.9 0.0 12.9 Lane LOS A B Approach Delay(s) 0.0 0.1 12.9 Approach LOS B �mi11ary Average Delay 0.3 Intersection Capacity Utilization 40.6% ICU Level of Service A Analysis Period(min) 15 Synchro 8 Report 1: Cottonwood Road & Durswn Road Future With Project (Pipeline) - Mitigated - PM Peak Hour The Lakes at Valley West Intersection Intersection Delay,s/veh 146 Intersection LOS B Approach EB WB NB SB Entry Lanes 2 2 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow,vehlh 461 764 460 122 Demand Flow Rate,veh/h 470 779 469 124 Vehicles Circulating,veh/h 274 278 389 833 Vehicles Exiting,veh/h 683 580 355 224 Follow-Up Headway,s 3.186 3.186 3.186 3.186 Ped Vol Crossing Leg,#/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay,s/veh 12.0 16.3 15.1 11.2 Approach LOS B C C B Lane Left Right Left Right Left Left A Designated Moves L TR L TR LTR _ LTR Assumed Moves L TR L TR LTR LTR RT Channelized Lane Util 0.004 0.996 0.194 0.806 1.000 1.000 Critical Headway,s 5.193 5.193 5.193 5.193 5.193 5.193 Entry Flow,vehlh 2 468 151 628 469 124 Cap Entry Lane,veh/h 859 859 856 856 766 491 Entry HV Adj Factor 1.000 0.980 0.980 0.981 0.981 0.982 Flow Entry,veh/h 2 459 148 616 460 122 Cap Entry, vehlh 859 842 839 839 751 483 V/C Ratio 0.002 0.545 0.176 0.734 0.612 0.252 Control Delay,s/veh 4.2 12.0 6.1 18.8 15.1 11.2 LOS A B A C C B 95th%tile Queue,veh 0 3 1 7 4 1 Synchro 8 Report 2: Westgate Avenue & Durs►on Road Future With Project (Pipeline) - Mitigated - PM Peak Hour The Lakes at Valley West Movement CnL EBT EBR W13L VdBT VR,�R NEIL 119T MEfi SBL SST SBR Lane Configurations 1� T, + + Volume(veh/h) 3 225 9 49 223 13 5 0 27 9 0 2 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 092 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate(vph) 3 245 10 53 242 14 5 0 29 10 0 2 Pedestrians Lane Width(ft) Walking Speed(fVs) Percent Blockage Right turn flare(veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal(ft) pX, platoon unblocked vC,conflicting volume 257 254 607 619 249 636 617 249 vC1,stage 1 conf vol 256 256 356 356 vC2,stage 2 conf vol 351 363 280 261 vCu, unblocked vol 257 254 607 619 249 636 617 249 tC,single(s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC,2 stage(s) 6.1 5.5 6.1 5.5 tF(s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free% 100 96 99 100 96 98 100 100 cM capacity(veh/h) 1308 1311 568 538 789 534 529 789 Direction,Lane# EB 1 EB 2 VVB 1 WB 2 NB 1 SB 1 Volume Total 3 254 53 257 35 12 Volume Left 3 0 53 0 5 10 Volume Right 0 10 0 14 29 2 cSH 1308 1700 1311 1700 744 568 Volume to Capacity 0.00 0.15 0.04 0.15 0.05 0.02 Queue Length 95th(ft) 0 0 3 0 4 2 Control Delay(s) 7.8 0.0 7.9 0.0 10.1 11.5 Lane LOS A A B B Approach Delay(s) 0.1 1.4 10.1 11.5 Approach LOS B B Intersection Summary Average Delay 1.5 Intersection Capacity Utilization 29.2% ICU Level of Service A Analysis Period(min) 15 Synchro 8 Report 3: Laurel Parkway & Durstoi, Toad Future With Project (Pipeline) - Mitigated - PM Peak Hour The Lakes at Valley West Movement EBL EBT EBP `JBL W67 NBR N6L NBT N!BR SBL SBT SBR Lane Configurations 4r 4 4 r T# Volume(vehlh) 20 230 10 61 266 180 5 0 34 142 0 13 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Hourly flow rate(vph) 22 247 11 66 286 194 5 0 37 153 0 14 Pedestrians Lane Width(ft) Walking Speed (ftls) Percent Blockage Right turn flare(veh) 2 Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal(ft) pX, platoon unblocked vC,conflicting volume 480 258 824 906 253 828 815 383 vC1,stage 1 conf vol 296 296 514 514 vC2,stage 2 conf vol 528 611 314 301 vCu,unblocked vol 480 258 824 906 253 828 815 383 tC,single(s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage(s) 6.1 5.5 6.1 5.5 tF(s) 2.2 �� 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free% 98 95 99 100 95 65 100 98 cM capacity(vehlh) 1083 1307 437 406 '786 440 446 665 Direction Lane# EB 1 _ 1 SB 1 SB 2 Volume Total 280 545 42 153 14 Volume Left 22 66 5 153 0 Volume Right 11 194 37 0 14 cSH 1083 1307 902 440 665 Volume to Capacity 0.02 0.05 0.05 0.35 0.02 Queue Length 95th(ft) 2 4 4 38 2 Control Delay(s) 0.8 1.4 10.3 17.5 10.5 Lane LOS A A B C B Approach Delay(s) 0.8 1.4 10.3 16.9 Approach LOS B C Intersection Surnmary �• Average Delay 4.1 Intersection Capacity Utilization 63.8% ICU Level of Service Analysis Period(min) 15 Synchro 8 Report 5: Durston Road Future With Project (Pipeline) - Mitigated - PM Peak Hour The Lakes at Valley West --* ",IV *-- 4\ 1* MOveML EBT EBR WK L`K P� Lane Configurations T+ T Y Volume(veh/h) 549 3 11 506 2 6 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.92 092 0.92 0.92 0.92 0.92 Hourly flow rate(vph) 597 3 12 550 2 7 AL Pedestrians Lane Width(ft) Walking Speed(ft/s) Percent Blockage Right turn flare(veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal(ft) pX, platoon unblocked vC,conflicting volume 600 1172 598 vC1,stage 1 conf vol 598 vC2,stage 2 conf vol 574 vCu,unblocked vol 600 1172 598 tC,single(s) 4.1 6.4 6.2 tC, 2 stage(s) 5.4 tF(s) 2.2 3.5 3.3 p0 queue free% 99 99 99 cM capacity(veh/h) 977 T 428 502 Direction,Lane EB 1 WB '1 *13 2 NB 1 Volume Total 600 12 550 9 Volume Left 0 12 0 2 Volume Right 3 0 0 7 cSH 1700 977 1700 481 Volume to Capacity 0.35 0.01 0.32 0.02 Queue Length 95th(ft) 0 1 0 1 Control Delay(s) 0.0 8.7 0.0 12.6 Lane LOS A B Approach Delay(s) 0.0 0.2 12.6 Approach LOS B Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 39.1% ICU Level of Service A Analysis Period(min) 15 Synchro 8 Report MORRISON The Lakes at Valley West A.AAiMAIERLE,INC. Traffic Impact Study Appendix D Individual Pipeline Projects I • -ibe11n traffic Traffic Impact Study ' services Boulder Creek/Westbrook Residential Development Bozeman.. Montana Prepared For: Four Corners Construction, I.I.C. 125 Central Avenue Bozeman, MT 59718 November, 2013 130 South Howie Street Helena, Montana 59601 406.459-1443 Boulder Creek/Westbrook Traffic Impact Study Bozeman,Montana Table of Contents A. Executive Summary.......................................... ..................................... . . .1 B. Project Description................................................................................. 1 CExisting Conditions..................................................................................... ..1 Adjacent Roadways ........................................................ ............... .. .2 TrafficCounts.................................................................................... ...3 Levelof Service................................................................... .................3 D. Proposed Development............................................................................ 4 E. Trip Generation and Assignment.............................................................. .4 F. Trip Distribution ................................................................................... .. .7 G. Traffic Impacts Outside of the Development...............................................7 H. Impact Summary& Recommendations.............................................. .... .8 List of Figures Figure 1 — Proposed Development Site...................................................................2 Figure 2— Proposed Boulder Creek Development................................................. 5 Figure 3 Proposed Westbrook Development........................................................6 Figure 4— Trip Distribution . I..............................................................7 List of Tables Table 1 — 2013 Level of Service Summary..................... .......................................3 Table 2 Trip Generation Rates..... .... . .................. ... ......................................7 Table 3— Level of Service Summary With Development........................................8 Boulder Creek/Westbrook Traffic Impact Study Bozeman,Montana Boulder Creek/Westbrook Residential Development Traffic Impact Study Bozeman, Montana A. EXECUTIVE SUMMARY As proposed, the Boulder Creek and Westbrook developments will not create any new roadway capacity problems along Durston Road. The intersection of Durston Road and Cottonwood Road is currently operating at a poor LOS in the PM peak-hour and the traffic from these developments will add to this problem. It is recommended that a left-turn be installed at this intersection for westbound traffic and that the intersection be converted to four-way STOP control. Alternatively this intersection could be improved by the installation of a modern roundabout. All other nearby intersections will continue to function at acceptable levels of service and no other additional improvements will be required along Durston Road to serve the proposed developments. B, PROJECT DESCRIPTION This document studies the possible effect on the surrounding road system from two proposed residential developments located north of Durston Road between Laurel Parkway and Rosa Way in Bozeman, Montana. The document also identifies any traffic mitigation efforts that the development may require. The site is located north of Durston Road '/a mile west of Cottonwood Road. The property would be developed to include up to 233 new residential units. Based on the City of Bozeman Subdivision Regulations, the developers must study all effected intersections within %z mile of the proposed development which includes the intersections of Durston Road with Laurel Parkway, Rosa Way, Cottonwood Road, and Flanders Mill Road. Although this development will include the construction of a portion of Oak Street,the section of road will not connect to the existing sections of Oak Street to east and will not provide access to the development site until additional properties in this area are developed to the east. A traffic impact study was prepared for this project in 2007 which was then called Laurel Glen Phases 3 & 4. The 2007 traffic study, which anticipated the construction of 270 residential units on the property, recommended the construction of a designated left-turn lane along Durston Road at Cottonwood Road, and that four-way STOP controls be installed at the intersections of Durston Road with Ferguson Road (completed)and Cottonwood Road. C. EXISTING CONDITIONS The proposed development property currently consists of a 70-acre parcel of undeveloped land located north of Durston Road between Laurel Parkway and Rosa Way. The site is located Abelin Traffic Services 1 November 2013 Boulder Creek/Westbrook Traffic Impact Study Bozeman,Montana between the Laurel Glen Phase 2 Subdivision and the Traditions Subdivision. The topography in this area is flat. See Figure 1 for a location map of the proposed development. Figure 1- Proposed Development Site L. ' �� boulder Subdivision J ' •1 . i mot/ b Adjacent Roadways Durston Road is a two-way east/west minor arterial route that provides access to the residential areas to the west of Bozeman. In recent year much of the road has been reconstructed to accommodate development in this area. Currently the road has a three-lane cross-section with a paved width of 46-feet east of Cottonwood Road and two-lanes paved at 31 feet west of Cottonwood Road. Durston Road also has designated bike lanes. All cross- street between Laurel Parkway and Flanders Mill Road are controlled by STOP signs. The roadway has a posted speed limit of 35 MPH and currently carries 8,600 Vehicles Per Day (VPD). Laurel Parkway is a north/road that was constructed to serve the different phases of the Laurel Glen development. This roadway was constructed with a wide median, turn lanes, and roundabouts at some intersection to provide capacity for future development and future road connections. The roadway has a posted speed limit of 25 MPH and currently carries 2,800 Vehicles Per Day(VPD). Cottonwood Road is a principal arterial north/south route that provides access to the residential developments to the north and Huffine lane to the south. The road has a two-lane cross-section with a paved width of 28-feet near Durston Road. The road has a posted speed limit of 25 MPH north of Durston Road and 40 MPH south of Durston Road. Cottonwood Road currently carries 550 VPD north of Durston Road. Abelin Traffic Services 2 November 2013 Boulder Creek/Westbrook Traffic Impact Study Bozeman, Montana Flanders Mill Road in a north/south two-lane road which provides access north to Baxter Lane. The road currently has a paved width of 27 feet and a posted speed limit of 40 MPH. Flanders Mill Road currently carries 2,500 VPD north of Durston Road. Traffic Counts In July 2013 Abelin Traffic Services (ATS) collected turning movement count data at intersections along Durston Road as requested by the City of Bozeman. These counts included the intersections of 1)urston Road with Laurel Parkway, Rose Way, Cottonwood Road, and Flanders Mill Road. ATS also collected 24-hour ADT data on Laurel Parkway, Flanders Mill, and Durston Road. The raw traffic data is included in Appendix A of this report. Level of Service Using the data collected for this project, ATS conducted a Level of Service (LOS) analysis at area intersections. This evaluation was conducted in accordance with the procedures outlined in the Transportation Research Board's Highway Capacity Manual (HCM) - Special Report 209 and the Highway Capacity Software (HCS) version 5.3. Intersections are graded from A to F representing the average delay that a vehicle entering an intersection can expect. Typically, a LOS of C or better is considered acceptable for peak-hour conditions. Table 1 — 2013 Level of Service Summar _ AM Peak Hour PM Peak Hour l [ Intersection _ Delay Sec. LOS Delay Sec. LOS J Durston Road & Laurel 14.4 B 13.3 B Parkeway Durston Road & Rosa 12.6 B 13.8 B _Way - Durston Road & 11.9/15.3 B/C 56.2/23.4 F/C Cottonwood Road* Durston Road & 11.3 B 16.8 C Flanders Mill Road I- *Northbound/Southbound LOS and Delay Table 1 shows the existing 2013 LOS for the AM.and PM peak hours without the traffic from the proposed developments. The LOS calculations are included in Appendix C. Table 1 shows that most of the existing intersections along Durston Road are currently operating within acceptable limits. However, the intersection of Cottonwood Road and Durston Road is currently experiencing excessive evening peak-hour delay. This issue Abelin Traffic Services 3 November 2013 Boulder Creek/Westbrook Traffic Impact Study Bozeman,Montana will need to be addressed regardless of any additional development within this area. If this intersection were converted to a four-way STOP controlled intersection it would function at LOS C with 16.8 seconds of delay in the PM peak-hour. If an additional left- turn lane were added to this intersection for westbound traffic, the overall intersection delay would drop to 14.0 seconds. D. PROPOSED DEVELOPMENT The development currently under consideration for this site includes 70 acres of land located north of Durston Road which would be developed into two residential subdivisions. The Westbrook Subdivision would be located just north of Durston Road and the Boulder Creek Subdivision would be located just north of Annie Street. The Westbrook Subdivision would include 118 single-family residential units. A total of 115 single-family residential units are proposed in the Boulder Creek Subdivision for a total of 233 new residential units. It should be noted that this is a significant decrease for the 270 residential units previously proposed for this property. The developments would each have designated parks and sidewalks throughout the properties. Access to the development sites would be provided through a variety of new connections onto Laurel Parkway, Rosa way, and North Cottonwood Road. Presently these three streets would be the only access points from the developments to Durston Road and the City of Bozeman. As this area continues to develop in the future it is likely that additional road connections will be provided to the north and east. The Westbrook and Boulder Creek development are shown in Figures 2 & 3. E. TRIP GENERATION AND ASSIGNMENT ATS performed a trip generation analysis to determine the anticipated future traffic volumes from the proposed development using the trip generation rates contained in Trip Generation (Institute of Transportation Engineers, Seventh Edition). These rates are the national standard and are based on the most current information available to planners. A vehicle "trip" is defined as any trip that either begins or ends at the development site. ATS determined that the critical traffic impacts on the intersections and roadways would occur during the weekday morning and evening peak hours. According to the ITE trip generation rates, at full build-out the developments would produce 175 AM peak hour trips, 235 PM peak hour trips, and 2,230 daily trips. See Table 2 for detailed trip generation information. Abelin Traffic Services 4 November 2013 Boulder Creek/Westbrook Traffic Impact Study Bozeman,Montana Figure 2 - Proposed Boulder Creek Development F i; ., it � . -� ! � • � . i - �OIL EEL �i 4i3 It .,� Itl hj I igi Gt 41 ��� ?'li Q .4►I t 19 91 t Oulu e� ` t "�: ' - . •� �n'�• •w}�Cc . Y� � !1;�`• � tee - l/�., � e�►\• ti\` �If � I, �t ( SS q i ,1Si 11 I� ? i QlptAltJtl.1:+ N}I'I ]thGt`lt} � kt►Ir 146 N J t jyrrFE) 7ooy)``�pp r it 4 ibtl i �p � on- t1 i� ' t Abelin Traffic Services 5 November 2013 Boulder Creek/Westbrook Traffic Impact Study Bozeman,Montana Figure 3- Proposed Westbrook Development — .......... ti s �1:xr'rs� l T I y oil �%'• A!I \/�/ '��p� f Litm� 'iSb¢l ('�'.•����t/}:17'�'1ti�n� ` n,'y� 1 ' 1 1 iii"fit i�',�e, !i.i ii G�'i }O g s / - ; �F=:, �,� 7pt :tY� fa' ��S.t'.tk �' •� �I �yLn MS)i •�.�;t 11S fill, lip.i Abeli.n Traffic Services 6 November 2013 Boulder Creek/Westbrook Traffic Impact Studty Bozeman,Montana Table 2 - Tri Generation Rates AM Peak Total AM PM Peak Total PM Weekday Total Hour Trip Peak Hour Trip Peak Ends per Hour Trip Ends per Hour Trip Trip Ends Weekday Land Use Units Unit Ends Unit Ends per Unit Trip Ends Boulder Creek Sin le-Family 115 0.75 86 1.01 116 9.57 1,101 Westbrook Sin le-Famfly 118 0.75 89, 1.01 119 9.57 1,129 Total 233 176 235 2,230 F. TRIP DISTRIBUTION The traffic distribution and assignment for the proposed subdivisions was based upon the existing ADT volumes along the adjacent roadways and the peak-hour turning volumes. Based on field observations, half of the traffic from the development site will use Durston Road to reach areas to the east in Bozeman. The rest of the traffic will use Cottonwood Road, Flanders Mill Road, and Durston Road to reach other destinations. Traffic is expected to distribute onto the surrounding road network as shown on Figure 4. Figure 4—Trip Distribution 10 5% m 0 Proposed Development Site w a� v c 5% LL Durston Road 50% 0 v 0 0 3 c 0 0 40% U G. TRAFFIC IMPACTS OUTSIDE OF THE DEVELOPMENT Using the trip generation and trip distribution numbers, ATS determined the future Level of Service for the area intersections. The anticipated intersection LOS with the Westbrook and Boulder Creek Subdivisions is shown in Table 3. These calculations are based on the projected model volumes included in Appendix B of this report. Abelin Traffic Services 7 November 2013 Boulder Creek/Westbrook Traffic Impact Studt/ Bozeman,Montana Table 3 indicates that the construction of the Boulder Creek and Westbrook Subdivisions will not cause any additional roadway capacity problems at locations along Durston Road. The intersection of Cottonwood Road and Durston Road is currently operating at a poor LOS and the Bounder Creek/Westbrook developments will contribute to the need for improvements at this location. There are several options for improving the capacity and LOS at the intersection of Durston K oad and Cottonwood Road. if the intersection were modified to a four-way STOP controlled intersection with its current lane configuration the LOS would improve to D with 29.3 seconds of peak-hour delay. If an additional left-turn lane were added for westbound traffic with the four- way STOP control, the overall intersection delay would improve to 19.3 seconds (LOS Q and the intersection would have considerable reserve capacity. With the current road layouts in this intersection, a left-turn lane could be created by widening only the west leg of Durston Road and re-striping the intersection. Alternatively, the capacity related issues at this intersection could be addressed by constructing a modern roundabout at this location. There is sufficiently area to construct a roundabout in this intersection and this type of traffic control is becoming common in this part of Bozeman. If constructed, a roundabout would operate at LOS B with 11.5 seconds of delay and would provide sufficient capacity for this intersection well into the future. Table 3 -Level of Service Summary With the Boulder Creek/Westbrook Develo ments AM Peak Hour PM Peak Hour Intersection Delay Sec. LOS Delay Sec. LOS Durston Road & Laurel 15.1 B 14.1 B Parkeway Durston Road & Rosa 14.0 B 15.2 C Way — Durston Road & 14.6/25.6 B/D 204.8/45.9 F/E Cottonwood Road* I Durston Road & 12.0 B 19.6 1 C Flanders Mill Road *Northbound/Southbound LOS and Delay H. IMPACT SUMMARY & RECOMMENDATIONS As proposed, the Boulder Creek and Westbrook developments will not create any new roadway capacity problems along Durston Road. The intersection of Durston Road and Cottonwood Road is currently operating at a poor LOS in the PM peak-hour and the traffic from these developments will add to this problem. It is recommended that a left-turn be installed at this intersection for westbound traffic and that the intersection be converted to four-way STOP Abelin Traffic Services 8 November 2013 Boulder Creek/Westbrook Traffic Impact Study _ Bozeman,Montana control. Alternatively this intersection could be improved by the installation of a modern roundabout. All other nearby intersections will continue to function at acceptable levels of service and no other additional improvements will be required along Aurston Road to serve the proposed developments. Abelin Traffic Services 9 November2013 APPENDIX A Traffic Data Abeiin Traffic Services 130 S. Howie Street Helena, MT 59601 Abelin Traffic Services File Name : durstandcottonwood 130 S. Howie Street Site Code : 00000000 Helena, MT 59601 Start Date : 7/23/2013 Page No : 1 _ _4ro 1 11 FLANDERS DURSTON FLAN UWRS7'ON Southbound � _ _Northbound Eastbound �S—tart Time_ Right I Thrul Lett I Peds Right Thru Left Peds Right I Thru_E Left j Peds Right Thru Left Peds Int.Total 07:30 AM 13 0 8 0 5 36 0 0 0 0 0 0 0 52 9 0 123 07:4$AM_ 18 0 9 0„ 4 25 _0 0 0 0_ 0 _ 0 _ 0 103 8 0 167 Total 31 0 17 0 9 61 0 0 0 0 0 0 0 155 17 0 290 08:00 AM 8 0 6 0 4 28 0 0 0 0 0 0 1 0 64 10 0 120 08:15 AM 11 0 10 0 4 35 0 0 0 0 0 0 0 5o 8 0 i18 08:30 AM 8 0 6 0 4 28 0 0 0 0 0 0 0 53 3 0 102 _ 08:4$AM 0 -7 0-_ to 41 a t� _ 0 _0 r _4_ _ 0- --9_-S.1__ I_I 10 _ I17 Total 34 0 29 0 22 122 0 0 0 0 0 0 0 218 32 01 457 �*BREAK*** 04:15 PM 14 0 6 0 I 14 62 0 0 I 0 0 0 0 0 40 12 0 148 4:3 00 PM 10 0 6 0 7 49 0 0 0 0 0 0 0 58 12 0 142 n4 4>I'M I:' 1) 0 $. S3 __ U 0 n n 0 it 7 W Total 36 0 17 0 29 164 0 0 0 0 0 0 0 145 39 0 430 05:00 PM 19 0 to 0 I I SO 0 0 0 0 0 0 0 67 13 0 I 200 05A5 PM I 18 0 12 0 I 16 102 0 0 0 0 0 0 I 0 36 12 0 196 05:30 PM 17 0 14 0 11 90 0 0 0 0 0 0 0 51 14 0 197 Grand Total 155 0 99 0 98 619 0 0 0 0 0 0 0 672 127 0 1770 Appreh% 61 0 39 0 13.7 86.3 0 0 0 0 0 0 0 84.t 159 0 Total% 8.8 0 5.6 0 5.5 35 0 0 1 0 0 0 0 0 38 72 0 Abelin Traffic Services 130 S. Howie Street Helena, MT 59601 Abelin Traffic Services File Name : durstandcottonwood 130 S. Howie Street Site Code : 00000000 Helena, MT 59601 Start Date : 7/23/2013 Page No : 1 �rwgw Inle - nshiflcal COTTONWOOD DURSTON COTTONWOOD DURSTON SouthNrnu d Westbound Northbound I —IEasibound St81 t T1111G _Right Thru Left I_ Peds Right Thru Left_ Peds Right 1 Thnt Left Peds Right Thru Left( Ped_s 1nt Tvlal 07:30 AM 4 3 6 0 0 28 14 0 13 1 9 0 11 49 1 1 140 07_43 AM_, 2 0 3 0 1 26 _26 0 14 ,1_ 1 0 30 S1 0 0 Is$ Total 6 3 9 0 1 54 40 0 27 2 10 0 41 130 1 l 325 08:00 AM 1 2 4 0 0 28 22 0 18 0 3 0 15 48 1 0 142 08:15 AM 0 1 3 0 2 32 19 0 23 2 7 0 14 44 0 0 147 08.30 AM 1 3 1 0 0 29 17 0 12 1 2 0 7 49 0 0 122 Total 2 7 11 0 4 127 76 0 72 3 15 0 52 187 3 0 559 '* BREAK*** 04:15 PM 1 I 1 0 2 64 15 0 28 2 11 0 15 37 0 to 177 04:30 PM 2 1 3 0 1 54 12 0 29 6 10 010 59 l 188 2 2 2. 51 19 0 3'7 10 6 56 0 isTotal 3 4 6 0 5 169 46 0 94 10 31 031 152 1 552 05:00I'm 0 2 3 0 2 76 27 0 34 4 15 0 19 59 2 0 243 05:15I'M 0 0 1 0 9 98 32 0 31 3 20 0 8 38 2 0 242 05.10 IPM 0 0 6 0 6 78 32 0 43 5 23 0 13 52 0 0 258 Grand Total 11 16 36 0 27 602 253 0 301 27 114 0 164 618 9 1 2179 Appreh% 17.5 25.4 57.1 0 3.1 68.3 28.7 0 68.1 6.1 25.8 0 20.7 78 1 1 01 1,0101% 0.5 0.7 1.7 0 1.2 27.6 11.6 0 13.8 1.2 5.2 0 . 7.5 28.4 04 0 Abelin Traffic Services 130 S. Howie Street Helena, MT 59601 Abelin Traffic Services File Name : dulstandrosa 130 S. Howie Street Site Code 00000000 Helena, MT 59601 Start Date : 7/22/2013 Page No : 1 P_rin ul-Ui>x}tillotl ROSA DURSTON ROSA DURSTON Sputlt Wes51 and N �t� — Start Time Right Thru Lett Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds tnt.Total 07:30 AM l 0 2 0 0 28 0 0 0 0 0 0 0 56 0 0 87 ?15 M 2 0 4 1 59 0 0 0 0 0 0 0 109 0 017S Total 3 0 6 0 1 87 0 0 0 0 0 0 0 165 0 0 262 08:00 AM 1 0 2 0 0 28 0 0 0 0 0 0 0 69 1 0 101 08:15 AM 1 0 3 0 0 26 0 0 0 0 0 0 0 69 1 0 100 08:30 AM 1 0 2 0 0 37 0 0 0 0 0 0 0 52 0 0 92 08:451►M 1 11 _S1 U _ 23 0 u u 0 U_ a 64_ u u vn Total 4 0 9 0 0 114 0 0 0 0 0 0 0 254 2 0 383 •••BREAK"' 0430 Plot 0 0 1 0 1 63 0 0 0 0 0 0 I 0 47 3 0 115 Pro(A 15 0 n n 1 70 0 0 u n n 0 11 _0 0 _ _17,.4 Towl 0 0 4 u 2 133 0 0 1 0 0 0 0 0 98 3 0 1 239 05:00 PM 0 0 1 0 2 56 0 0 I 0 0 0 0 0 50 0 0 109 05:15 PM 0 0 0 0 1 85 0 0 0 0 0 0 0 52 0 0 138 05:30 PM 1. 0 4 0 4 106 0 0 0 0 0 0 0 71 1 0 187 _ Q,S;45 PM t I I 1 74 0 o o u o u 02 0 9 I3$ Total 1 0 6 0 8 321 0 0 0 0 0 01 0 235 t 0 572 Grand Total 8 0 24 0 11 655 0 0 I 0 0 0 0 0 752 6 0 I 1456 Apprch% I 25 0 75 0 I 1.7 98 3 0 0 0 0 0 0 0 99 2 0 8 0 Total% 0.5 0 1.6 0 0.8 45 0 0 0 0 0 0 0 51.6 04 0 Abelin I raffic Services 130 S. Howie Street Helena, MT 59601 Abelin Traffic Services File Name : durstandrosa 130 S. Howie Street Site Code : 00000000 Helena, MT 59601 Start Date : 7/22/2013 Page No : 1 Grou Printed 11allk LAUREL DURSTON LAUREL DURVI'ON Southbound Wesftund Northbound EtAlboun Start Time Right Thru Left Peds Right Thru Left Pod, Right Thru Left Peds Right Thru Left Peds [nt.Total 07:30 AM 0 0 10 0 2 27 0 0 0 0 0 0 0 55 1 0 95 07:45 AM 5 0 ,-43 0 —S 53 0 0 0 0 0 0 -0 190 4 0 299 Total 5 0 53 0 10 80 o 0 0 0 0 0 0 2,45 1 0 394 08:00 AM 3 0 24 0 6 23 0 0 0 0 0 0 0 69 1 0 126 08:15 AM t 0 21 0 7 20 0 0 0 0 0 0 0 70 0 0 119 08:30 AM 1 0 13 0 3 35 0 0 0 0 0 0 0 51 1 0 104$�► 08.4M_ I Q IS+ 0 _24 0 Q_ _ 9— _ 0._—_U 0 _ 11 -0 0 _0 _k05 Total 6 0 74 0 16 102 0 0 0 0 0 0 0 254 2 0 454 ***BREAK*** 04:30 PM ( 2 0 13 0 14 49 0 0 0 0 0 0 0 48 2 0 128 04 A� I'M 1 0 18 0 20 SO 0 0__ _ _0 _ 0 0 _ 0 0 48 3 Q_ 140 Total 3 0 31 0 i 34 99 0 0 0 0 0 0 i 0 96 5 0 268 05.00 PM 2 0 6 0 11 45 0 0 I 0 0 0 0 0 47 3 0 114 05:15 PM 0 0 12 0 15 70 0 0 0 0 0 0 0 47 5 0 149 05:30 PM 4 0 it 0 20 87 0 0 0 0 0 0 0 69 3 0 194 o;a5 FV 1 1 _ 0_ 12 0 26 18 0 U 0 n n 6 o SK 4 0 _-L4-9 Total 1 7 0 41 0 72 250 0 0 0 0 0 0 0 221 15 0 606 Grand Total 21 0 199 O I 132 531 0 O I 0 0 0 O I 0 916 23 O I 1722 Apprehl/a 1 9,5 0 905 0 19.9 80.1 0 0 0 0 0 0 0 97.3 27 0 TUlai% I 1.2 0 1 l 6 0 7.7 308 0 0 0 0 0 0 0 47.4 13 0 8asic Volume Report; Station ID : DURST Last Connected Device Type : Unic-L Info Line 1 : ATS Version Number: 1.41 Info Line 2 : UNICORN#1 Serial Number: GPS Lat/Lon : Number of Lanes : 1 DB File : DURST.DB Posted Speed Limit: Lane#1 Con,fiiguration` # DIr. Information Volume Mode Volume Sensors Divide By 2 Comment 1. ALL Normal Axle Yes Lane 91 Basic Volume Data From: 11:00-08/06/2013 To: 08:69-08/09/2013 Date DW 0000 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 Total 080613 T 544 667 697 543 570 700 865 621 399 360 257 124 88 6363 080713 W 34 11 18 7 15 72 227 554 595 509 485 502 613 542 549 595 649 881 616 390 317 269 157 80 6889 080813 T 36 11 7 7 18 84 232 515 598 529 536 511 631 635 607 562 694 905 606 423 298 212 153 90 8092 080913 F 50 27 20 14 25 65 205 464 870 Month Total 122 49 45 28 56 221 664 1533 1193 1038 1021 1557 1011 1774 1699 1717 2051 2671 1845 1212 975 738 434 258 24814 Percent; 0% 0% 0% 0% 0% 1-4 3% 6% 5% 4% 4% 6% 6% 7% 7% 7% 6% 11% 7% 5% 4% 3% 2% 1% ADT: 41 16 15 9 19 74 221 511 597 519 511 519 637 591 566 672 684 890 615 404 325 246 145 86 8813 Sun Man Tue Wed Thu FH Sat Total Percent ( DW Totals 0 0 6363 8689 8892 870 0 Weekday(Mon-Frl) : 24814 100% #Days 0.0 0.0 0.5 1.0 1.0 0.3 0.0 ADT: 8631 I ADT 0 0 11747 8689 8892 2610 0 Weekend(Sat-Sun): 0 0% Percent 0% 0% 26% 35% 36% 4% 0% ADT: 0 Centurion Basic Volume Report Printed.08121/13 Page 1 Basic Volume Report.- Station ID : CTNWD N Last Connected Device Type : Unic-L Info Line 1 : ATS Version Number : 1.41 Info Line 2 : UNICORN#3 Serial Number: 91888 GPS Lat/Lon : Number of Lanes : 1 DB File : CTNWD N.DB Posted Speed Limit : Lane#1 Configuration -� # Dir, Information Volume Mode Volume Sensors Divide By 2 Comment _ 1. ALL Normal Axle Yes Lane#1 Basic Volume Data From: 10:00 -08/06/2013 To: 08:59 -08109/2013 Data OW 0000 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1600 1900 2000 2100 2200 2300 Total 080613 T 29 34 38 44 40 32 52 56 36 33 24 17 15 5 455 080713 W 3 2 0 0 3 6 9 26 14 23 24 42 43 29 28 37 32 52 55 19 28 8 19 5 507 080813 T 2 6 0 0 4 12 12 26 23 21 26 30 33 37 43 42 38 44 49 32 24 16 7 2 528 080913 F 5 6 2 1 7 6 6 23 58 Month Total 10 14 2 1 14 24 29 74 37 44 79 106 114 110 111 111 122 152 140 84 76 41 41 12 1548 Percent', I1A 1% 0% 0% 1% 2% 2% 5% 2% 3% 5% 7% 7% 7% 7% 7% 8% 10% 9% 5% 5% 3% 3% 1% ADT' 3 5 1 0 5 6 10 25 19 22 26 35 38 37 37 37 41 51 47 28 25 14 14 4 532 Sun Mon Tue Wed Thu Fri Sat Total Percent DW Totals 0 0 455 507 528 58 0 Weekday(Mon-Fri); 1548 100% #Days 0.0 0.0 0.6 1.0 1.0 0.3 0.0 ADT: 531 ADT 0 0 780 507 528 174 0 Weekend(Sat-Sun): 0 0% Percent 0% 0% 29% 33% 34% 4% 0% ADT 0 Centurion basic Volume Report Printed.0&21/13 Page 1 APPENDIX B Traffic Model Boulder Creak/Wastbrook TrbMc Model twtunµ,nt AM Peek Hour Laurel P4tkway Rosa way Cottonwood Flanders Me Peak 15Wlrk xb 20 4P It. 82 6 41 L 4 0 ! M 104 72 J L 16 172 4- 212 16 4 4■ 236 12 r 104 36 4■ 140 Durston 4 0 "� 4 4 32 264 496 44 924 0 t 4 302 y 120 ' r 56 PM P"kCHout Laurel parkway Rose Wvy Cottonwood Handers Mill Peak 18+dlrcx 4 0 L 24 16 41 80 4 40 L 16 0 ! t+ $12 66 41 16 44 44 Ill, 4- 348 16 40 424 24 r 128 SG kt 4m 408 Durston 12 .t 4 .1 8 J 172 S6 240 N4 264 208 i 20 024 52 '! /e 91 Boulder CreelYWeetbrook 7reHln Model 0oromon.M i MODEL AM VC4lw4i wurcl f arkway Rosa Way wttun%wou f 14rWats Mrii IN 44 OUT 132 60% 20% 20% 79 16 269 26 40 L SS S 40 L 7 B 40 L B 40 1 40 11 2 40 IL 21 1� 3 24 ♦ 7 15 40 t 24 4- 22 DursWn 2 J 1 4S J 4 73 7 1 w/ 11 w1 34 w/ t 13 66 w/ P.M Peek flour LdUrel I arkw4y Rose'A by Co4tonwand Flandars MIR IN 250 OUT B5 I 6D% 20% 20% ',1 Flu 1730 1730 49 3 d L 24 2 d L 21 l6 j 14w 38 $ L 14 40 2 is 24 51 26 14 4r 83 1e 4- 75 Durdton 6 J 3 J 29 13 47 S 9 4 14 * 22 w► t 45 42 w/ 7 Z N Boulder Creek/WeetbrookTraf Traffic Model iqm" lt4 NIT WIth,D4ada "rit AM PG*Hour Laurel I'arkwaY Rose Way Cottonwood Florxtcrs MITI 8 41 L 17 25 41 L 39 11 41 12 40 l 4- 115 74 41 L 16 193 b 4- 215 40 243 52 4 f 104 36 14 4- 162 Gunton 6 1 .t 4 263 457 839 so 1 17 438 k* 131 'S 86 PM Peak Hour laurell',rkway it rnwny Cattunwoorl 0 48 L 69 19 40 ti 104 6 48 L 48 26 j 4- 350 76 40 L 44 58 & M 350 31 4 4- 448 50 4 128 56 4 4- 4e9 0urtten 18 J 7 J 8 185 61 20 298 a+ 280 y 65 966 M 39 7 92 traffic. Traffic Impact Study services Dorton East Ranch Phase III Residential Development Bozeman, Montana Prepared For: Tony Spencer 63020 NE Lower Meadow Rd, Ste. A Bend, OR 97702 June, 2014 130 South Howie Street Helena, Mon(;3na 59601 406-459-1443 �_ n Norton East Ranch Subdivision Phase III Traffic Impact Study Bozeman, Montana Table of Contents A. Executive Summary......................................................................................I B. Project Description........................................................................................I C. Existing Conditions........................................................................................ 1 Adjacent Roadways ............................................................................ 2 TrafficCounts........................................................................... .. ....... 3 Additional Developments.......................................................................3 Planned Road Improvements................................................................4 Levelof Service.....................................................................................4 D. Proposed Development........................................... ..................................5 E. Trip Generation and Assignment................................................................5 F. Trip Distribution ..........................................................................................7 G. Traffic Impacts Outside of the Development...............................................7 H. Impact Summary & Recommendations......................................................9 List of Figures Figure I — Proposed Development Site........................................ ...... .2 Figure 2— Proposed Norton East Ranch Phase 111 Development...........................6 Figure 3— Trip Distribution.......... .......................................................................... 8 List of Tables Table I — 2014 Level of Service Summary..............................................................5 Table 2— Trip Generation Rates.............................................................................7 Table 3—Additional Development Trip Generation.................................................7 Table 4 — Level of Service Summary With Development........................................9 i Norton East Ranch Subdivision Phase III Traffic Impact Study Bozeman,Montana Norton East Ranch Subdivision Phase III Residential Development Traffic Impact Study Bozeman, Montana A. EXECUTIVE SUMMARY The Norton East Ranch Subdivision Phase III is a 27 acre residential development located west of Laurel Parkway between Babcock Street and Fallon Street. The project would include up to 106 new residential units. As proposed, the Norton East Ranch Phase III will not create any roadway capacity problems along Cottonwood Road. The planned road improvements in this area by the City of Bozeman will provide sufficient capacity to serve the currently platted developments in this area. No additional roadway improvements will be necessary to serve Phase III of the Norton East Ranch project. B. PROJECT DESCRIPTION This document studies the possible effect on the surrounding road system from a proposed residential development located west of Cottonwood Road between Huffine Lane and Durson Road in Bozeman, Montana. The document also identifies any traffic mitigation efforts that the development may require. The site is located west of Laurel Parkway between Fallon Street and West Babcock Street. The project would be developed to include up to 106 new residential units. Based on the City of Bozeman Subdivision Regulations, the developers must study all effected intersections within %Z mile of the proposed development, which includes the intersections of Cottonwood Road with Durston Road, Babcock Street,Fallon Road, and Huffine Lane. Phase III of the Norton East Ranch project follows Phases 1, 2, and 2A which have collectively platted 164 single and multi-family units in this area. Currently 47 of these units are occupied with many other units under construction. C. EXISTING CONDITIONS The proposed development property currently consists of a 27-acre parcel of undeveloped land located west of Laurel Parkway between Babcock Street and Fallon Street. The site is located west of the existing Norton Ranch Subdivision and the R&D Family Subdivision. The topography in this area is flat. See Figure 1 for a location map of the proposed development. AbeIin Traffzc Services 1 June 2014 Norton East Ranch Subdivision Phase III Traffic Impact Study Bozeman, Montana Figure 1- Proposed Development Site r l Proposed Development Site ' f `- A.,..c11 . � •dsyp,v-. Y k As{NMI PMf:e i+ Y. f .. liilllrt(•-i f191 '=..��1M': 195} f9ui�11•..• �INI� f :•I I..s„(in . 1 Adjacent Roadways Cottonwood Road is a north/south principal arterial street. North of Huffine Lane the road has experienced a significant amount of new development over the past ten years including the JC Billion car dealership and a variety of offices, apartment, and residential homes. Cottonwood Road has been reconstructed to several different cross sections. North of Huffine Lane the road has a three-lane cross-section, between Fallon Street and West Babcock Street the road has a five lane cross section, and north of West Babcock Street the road has a two-lane cross section. The intersection of Cottonwood Road and Huffine Lane is currently signalized. Traffic data collected in June 2014 by ATS indicates that Cottonwood Road currently carries 5,600 VPD north of Huffine Lane. Huffine Lane (SR 191) is a five-lane, two-way, paved east-west principal arterial and state highway. All cross streets or private driveways are signalized or Stop controlled between Four Corners and the City of Bozeman. The speed limit on Huffine Lane is 55 mph. Traffic counts collected by MDT in 2012 indicate that the roadway carries an Average Daily Traffic (ADT) volume of 22,000 vehicles per day near Cottonwood Road. Abelin Traffic Services 2 June 2014 Norton East Ranch Subdivision Phase III Traffic Impact Study Bozeman,Montana Fallon Street is a two-way, paved east/west local road that provides access to existing developments north of Huffine Lane. The road has a paved width of 32 feet and has a posted speed limit of 25 MPH. Traffic data collected in June 2014 by ATS indicates that Fallon Street currently carries l,100 VPD west of Cottonwood Road. West Babcock Street is an east-west, two-way, two-lane collector which extends west of Main Street. West of Cottonwood Road the street has a paved width of 44 feet with a center two-way left-turn lane and bike lanes. The posted speed limit is 30 MPH. Traffic data collected in June 2014 by ATS indicates that West Babcock Street currently carries 800 VPD west of Cottonwood Road, Durston Road is a two-way east/west minor arterial route that provides access to the residential areas to the west of Bozeman. In recent year much of the road has been reconstructed to accommodate development in this area. Currently the road has a three-lane cross-section with a paved width of 46-feet east of Cottonwood Road and two-lanes paved at 31 feet west of Cottonwood Road. Durston Road also has designated bike lanes, The roadway has a posted speed limit of 35 MPH and currently carries 6,400 Vehicles Per Day (VPD). Traffic Counts In July 2013 and June 2014 Abelin Traffic Services (ATS) collected turning movement count data at intersections along Cottonwood Road as requested by the City of Bozeman. These counts included the intersections of Cottonwood Road with Durston Road, Babcock Street, Fallon Street, and Huffine Lane. ATS also collected 24-hour ADT data on Cottonwood Road, Babcock Street, and Fallon Street. The raw traffic data is included in Appendix A of this report. Additional Developments Phases 1, 2, and 2a of the Norton East Ranch project are currently under construction. These phases include 87 single family residential units and 77 apartment units of which 47 are currently occupied and others are under construction. The J&D Family Development is currently under construction just east of the Norton East Ranch site. Many of the commercial lots within this development have already been constructed, including the JC Billion Auto Center and supporting services. Several of the commercial lots in the northern portion of this development have not yet been developed along with 40 multi-family residential units proposed with this project. Another project which will affect the traffic volume along Cottonwood Road is the Westbrook development located north of Durston Road between Laurel Parkway and Abelin. Traffic Services 3 June 2014 Norton East Ranch Subdivision Phase III Traffic Impact Study Bozeman,Montana Rosa Way. The development will ultimately include up to 105 new residential units. In order to account for the future traffic from these additional projects, ATS added the unoccupied residential units from the J&D family development (40 units), the Norton Development (164 units), and Westbrook development(105 units)to the traffic modeling for this traffic impact study. For the purposes of this analysis, the un-built commercial lots in the J&D family project were not evaluated due to the fact that it is not know when these lots will develop or what kind of commercial land uses will exist. Disregarding these commercial lots also helps offset the existing construction traffic going to the Norton Ranch development which accounts for much of the existing traffic to and from the Norton Ranch development area and will not continue after construction is completed. Planned Road Improvements The City of Bozeman is currently planning improvement projects along Cottonwood Road. These plans include upgrading Cottonwood Road to a five-lane arterial section from south of Huffine Lane to Fallon Street. There are also plans to install four-way STOP controls at the intersection of Cottonwood Road and Durston Road. These planned improvements were included in the traffic analysis for the Norton Ranch project. Level of Service Using the data collected for this project, ATS conducted a Level of Service (LOS) analysis at area intersections. This evaluation was conducted in accordance with the procedures outlined in the Transportation Research Board's Highway Capacity Manual (HCM) - Special Report 209 and the Highway Capacity Software (HCS) version 5.3. Intersections are graded from A to F representing the average delay that a vehicle entering an intersection can expect. Typically, a LOS of C or better is considered acceptable for peak-hour conditions. Table 1 shows the existing 2014 LOS for the AM and PM peak hours without the traffic from the proposed development. The LOS calculations are included in Appendix C. The table shows that most of the existing intersections along Cottonwood Road are currently operating within acceptable limits. However, the intersection of Cottonwood Road and Durston Road is currently experiencing excessive evening peak-hour delay. The City of Bozeman has plans to convert this intersection to four-way STOP traffic control. When the intersection is converted to a four-way STOP it will function at LOS C with 15.2 seconds of delay in the PM peak-hour under current 2014 traffic conditions. Abelin Traffic Services 4 June 2014 Norton East Ranch Subdivision Phase III Traffic Impact Study Bozeman,Montana Table 1 - 2014 Level of Service Summary AM Peak Hour PM Peak Hour Intersection Delay Sec. LOS Dela Sec. LOS Cottonwood Road & 11.8/14.6 B/B 25.5/28.2 D/D o! Durston Road* Cottonwood Road & 13.2/14.4 B/B 11.3/14.0 B/B d Babcock Street* S Cottonwood Road & 12.7/10.6 B/B 13.0/10.8 B/B Fallon Street* II Cottonwood Road & 16.6 B 13.2 B Huffine Lane *Northbound/Souhbound or Westbound/Eastbound Side Street Los and Delay D. PROPOSED DEVELOPMENT The development currently under consideration for this site includes 27 acres of land located west of Laurel Parkway which would be developed into a residential subdivision. Phases 1, 2, and 2A of the Norton East Ranch Subdivision are currently approved and are in varying levels of construction and occupancy. Phase 3 of this project would include 106 single-family residential units. The development would have designated parks and sidewalks throughout the properties. Access to the development sites would be provided through a variety of new connections onto West Babcock Street to the North and Mayfly Street to Fallon Street to the south. The Norton East Ranch Subdivision Phase 3 development is shown in Figure 2. E. TRIP GENERATION AND ASSIGNMENT ATS performed a trip generation analysis to determine the anticipated future traffic volumes from the proposed development using the trip generation rates contained in Trip Generation (Institute of Transportation Engineers, Seventh Edition). These rates are the national standard and are based on the most current information available to planners. A vehicle "trip" is defined as any trip that either begins or ends at the development site. ATS determined that the critical traffic impacts on the intersections and roadways would occur during the weekday morning and evening peak hours. According to the 1TE trip generation rates, at full build-out the developments would produce 80 AM peak hour trips, 107 PM peak hour trips, and 1,014 daily trips. See Table 2 for detailed trip generation information. Abelin Traffic Services 5 June 2014 Norton East Ranch Subdivision Phase III Traffic Impact Study Bozeman,Montana Figure 3 - Proposed Norton East Ranch Phase III Development 11 1 i � ( l _ _ ---10091mft•N�!�+91�1VQ'MIYS�_�1'L�-_N _ _ —— n 53 ji 1 1 r- v�0. I _s� W `! ii �e : L� i�� r g':,, y --M •1�• � i U I D 133b16 � r y1C„ W1 !• f 9f Gi f Si �� I .'3 .d.. yll� I dF� fi� a q I RE g I__- _• - _\II}[ 1 Nam- �-i q T i JSY. 1 7- 1 M " •yf••tl 133kl1S �_ _ 1 }� i � I jj �' 14: �Lf • • : .. Its. I I ;� I IIlI 3 � I I/ ���� Ss Abelin Traffic Services 6 June 2014 Norton East Ranch Subdivision Phase III Traffic Impact Study Bozeman, Montana Table 2 - Trip Generation Rates AM Peak Total AM PM Peak Total PM Hour Trip Peak Hour Trip Peak Weekday Total Ends per Hour Trip Ends per Hour Trip Trip Ends Weekday Land Use Units Unit Ends Unit Ends per Unit Trip Ends Single Family Residential 106 0.75 _80 1.01 107 9.57 1,014 The other projects which were accounted for in the traffic modeling include the unoccupied units in Norton Ranch phases 1, 2, and 2A, the J&D Family development residential units, and Westbrook development. The trip generation from these projects is shown in Table 3. This data was obtained from the traffic impact studies prepared for each of these projects. Table 3 -Additional Develo ment Trip Generation Total AM Total PM Peak Hour Peak Hour Total Weekday Land Use Units Trip Ends Trip Ends Trip Ends Norton Phases 1 thru 2A" 164 104 136 833 J&D Family Residential 40 18 21 234 Westbrook 105 69 90 882 TOTAL 309 191 247 1,949 *271 Total Units Minus 47 Occupied Units F. TRIP DISTRIBUTION The traffic distribution and assignment for the proposed subdivision was based upon the existing ADT volumes along the adjacent roadways and the peak-hour turning volumes. Traffic is expected to distribute onto the surrounding road network as shown on Figure 3. G. TRAFFIC IMPACTS OUTSIDE OF THE DEVELOPMENT Using the trip generation and trip distribution numbers, ATS determined the future Level of Service for the area intersections. The anticipated intersection LOS with the Norton East Ranch Phase III is shown in Table 4. The future traffic modeling includes the projected traffic volumes from the phases 1 thru 2A of the Norton Ranch Project, the undeveloped lots from the J&D Family development, and the Westbrook project. The modeling also includes all planned road improvements along Cottonwood Road by the City of Bozeman. These calculations are included in Appendix B of this report. AbeIin Traffic Services 7 June 2014 Norton East Ranch Subdivision Phase III Traffic Impact Study Bozeman,Montana Figure 3 -Trip Distribution 3% 8% -0 18% Durston Road 9% Proposed o Babcock Street Development 0 Site c 0 0 U Fallon Street 20% 4 13% Huffine Lane 20% Table 4 indicates that the construction of Phase 3 of the Norton East Ranch Subdivision and the other planned subdivisions in this area will not cause any roadway capacity problems along Cottonwood Road. The intersection of Cottonwood Road and Durston Road is currently operating at a poor LOS, but the planned modification to a four-way STOP control will provide sufficient additional capacity for the proposed developments in this area. No additional roadway improvements are recommended at this time. Abelin Traffic Services 8 June 2014 Norton East Ranch Subdivision Phase III Traffic Impact Study Bozeman,Montana Table 4-Future Level of Service Summary AM Peak Hour PM Peak Hour Intersection DelayjSeqj LOS Delay Sec. LOS Cottonwood Road & 12.1 B 22.1 C Durston Road Cottonwood Road & 14.2115.3 B/C 12.5/15.8 B/C Babcock Street' Cottonwood Road & 13.9/12.4 B/B 17.0/12.5 C/B Fallon Street* Cottonwood Road & 16.6 B 13.2 B Huffine Lane "Northbound/Southbound or Westbound/Eastbound Side Street LOS and Delay H. IMPACT SUMMARY & RECOMMENDATIONS As proposed, the Norton East Ranch Phase III will not create any roadway capacity problems along Cottonwood Road. The planned road improvements in this area by the City of Bozeman will provide sufficient capacity to serve the currently platted developments in this area. No additional roadway improvements will be necessary to serve Phase III of the Norton East Ranch project. Abelin Traffic Services 9 June 2014 APPENDIX A Traffic Data Abelin Traffic Services File Name : huffinetmc 10 S. Howie Street Site Code : 00000000 Aena, MT 59601 Start Date : 6/10/2014 Page No : 1 _ Grows Minted lass I _ COTTONWOOD HUFFINE COTTONWOOD HUFFINE _Southbound_ W Ibound Northbound EasthoiuW $t 't Ti pie Right Thru Left Peds Right Thru Left 1 Peds Right Thru Left Peds Right Thru Left( Peds Int.Total 07:00 AM 4 5 8 0 6 96 7 0 6 6 12 0 2 68 4 0 224 07:15 AM 7 5 15 0 8 113 22 0 6 8 10 0 0 84 3 0 281 0730 AM 23 27 12 5 6 264 33 0 18 19 17 0 l0 146 11 0 591 07AS AM 20___ 28 10 0 16 389 29 (LIJ3_ _ 29 28 0 1 21 243_ 10 0 8-44 Total 60 65 45 5 36 862 91 0 45 62 67 01 33 541 28 0 1940 08:00 AM 31 34 17 0 13 300 23 0 14 26 17 0 17 174 16 01 682 08:15 AM 23 44 14 0 12 272 38 0 8 21 18 0 8 194 15 0 667 08:30 AM 14 17 II 0 11 195 19 0 20 23 17 0 11 142 it 0 491 08:45 AM 9_ I5 9 0 _ 8 191 28 143 12 0 4 — Total 77 110 51 0 44 959 108 0 55 91 66 0 53 653 54 0 2320 ***BREAK*** 04:00 PM 11 17 14 0 8 206 10 0 10 28 19 0 11 158 22 0 514 04:15 PM 21 20 21 0 19 219 23 1 11 25 20 0 9 190 42 1 622 04:30 PM 23 19 17 0 17 236 13 0 10 23 18 1 10 222 35 2 646 - -04A PM_ - 13_ _29 29 0 l0 217 zJ 17 27 22 �o _ _ 12 21938 1 _ 638 Total 68 84 81 0 54 878 67 1 48 103 79 1 47 788 137 4 2440 05:00 PM 14 18 26 0 25 272 19 0 21 23 27 0 11 240 44 0 740 05:15 PM 16 20 25 0 16 329 35 0 11 27 12 0 11 264 45 0 811 05:30 PM 30 27 28 0 23 259 15 0 R 26 19 0 9 215 38 0 697 us�S I'M I 27 25 3_ 21188 19 2 1 _Z4 1! 0 214 20 I ._ _594_ Total 75 92 104 3 85 1048 88 2 55 100 69 0 40 933 147 I 2842 Grand Total I 280 351 281 8 ( 219 3746 354 3 I 203 356 281 1 173 2915 366 5 9542 Appreh% 30.4 38.2 30:5 09 5.1 86.7 8,2 0 1 24,1 42,3 33.4 0,l 5 84,3 10.6 0.1 Total% 2.9 3 7 2.9 0.1 23 39.3 3 7 0 2,1 3.7 29 0 1.8 30.5 3.8 0.1 Abelin Traffic Services File Name : FallCottonAM 10 S. Howie Street Site Code : 00000000 -- Aena-M-T-59601 - Start Date- :-6/5-/201-4-- Page No : 1 Grou Oftrimcd-Ijnshifte -Bank 1-Bank.2 COTTONWOOD FALI.ON COTTONWOOD FALLON 5outhbound West b un Northbound Eastbo d Start Time Right Thru Left Peds Ri ht Thru Left Peds Rightl Thruj Left Peds Right I Thru I Left Peds Int,Total 07:30 AM 2 59 4 0 2 0 4 0 22 17 3 0 5 0 2 0 120 —jjALA-M 3 84 8 0 3 4 2 0 14 29 5 0 8 0 0 0-- 1600 'total 5 143 12 0 5 4 6 0 36 46 8 0 13—0 2 0 280 08:00 AM 7 49 4 0 2 1 2 0 16 22 3 0 2 2 0 0 110 08:15 AM 1 41 6 0 4 1 4 0 4 36 10 0 6 1 3 0 117 08:30 AM 0 45 3 0 1 2 3 0 6 18 3 0 10 l 1 0 93 Grand Total 13 278 25 0 12 8 15 0 62 122 24 0 31 4 6 0 600 Apprch% 4.1 88 7.9 0 34.3 22.9 42.9 0 29.8 58.7 11.5 0 75.6 9.8 14.6 0 _-fowl%h 2.2 6 4 0 7. 1.3 2.5 0 10,_�_2%3 4 0 5.2 01 A _ _ _ _ Unshifted 13 278 24 0 12 8 i5 0 62 120 24 0 31 4 6 0 597 %Unshi(led 100 101a 96 0 100 100 100 0 100_ 98.4 100 9 100 100 100 0 44 Bank 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00 0 0 0 0 0 0 0 Bank 2 0 0 1 0 0 0 0 0 0 2 0 0 0 0 0 0 3 %Bank 2 0 0 4 0 0 0 0 0 0 1,6 0 0 0 0 0 0 0.5 Abelin Traffic Services File Name : FallCottonPM 10 S. Howie Street Site Code : 00000000 Aena, MT 59601 Start Date : 6/4/2014 Page No : 1 Groups Printed-U shl Bank 1 -Bank 2 COTTONWOOD FALLON COTTONWOOD FALLON Southbou_nd _ Westbound rtwound Eastbound Start Time I Right I Thru Left Peds Right Thru R Lett Peds Ri ht Thru Left Peds Right Thru Left Peds Int.Total 04:30 PM 1 45 1 0 2 1 4 0 10 41 8 0 8 0 1 0 122 04.45 M _ 1_ 33 6 0__ 4 1 3 _ 0 _ 6 36� 8 0 a 1 7 0 114 Total 2 78 7 0 6 2 7 0 16 77 16 0 16 1 8 0 236 05:00 PM ' 2 33 0 0 1 0 5 01 12 68 8 01 12 3 3 0 147 05:15 PM 0 53 3 0 5 2 5 0 6 49 5 0 11 2 3 0 144 05:30 PM 0 35 6 0 3 0 3 0 8 59 1 0 12 0 1 0 128 05:4u P _ 44 5 0 it 1 2 0 7 :V, z o f 8 3 _1 0 118 Total 4 165 14 0 17 3 15 0 1 33 211 16 0 43 B 8 0 537 Grand Total 6 243 21 0 23 5 22 0 49 288 32 0 59 9 16 0 773 Appreh% 2.2 90 7.8 0 46 10 44 0 13.3 78 8.7 0 70.2 10.7 19 0 otal 9.8 a1A 2.7_ 0 _ 3 u.ti 8$_0 0 7 e, 1.2 2.1 0 Unshifted 6 242 21 0 23 5 22 0 49 288 32 0 59 9 16 0 772 96 Unshifte4 100 99-6 100 0 100 100 t00 0 100 100 100 0 100 100 100 0 91R Bank 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 %Bank I 0 0 0 0 9 0 0 0 0_ _0 0 0 0 0 0 0 0 Bank 2 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 %Bank 2 0 0.4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.1 Abelin Traffic Services File Name : BaxCottonAM 30 S. Howie Street Site Code : 00000000 Alena, M-T 59601- Start-Date : 6-1572-014 Page No : 1 Ora Lips Printed a�a• ank 1 - salt 2�shl COTTON BABCOCK COTTON BABCOCK Southboun West ound orth _and E d Start Ti e Right ^Thru Left Peds Right Thru Lefl Peds Right Thru Left Peds Ri ht Thru Le8 Peds Int,Total 07:30 AM 2 46 3 1 3 4 16 0 5 21 2 I 2 1 2 0 109 U7:45 AM 5 R1 0 2 2.__ 13 0 2 32 7 t) 1 3 4 0 Total 7 127 11 1 5 6 29 0 7 53 9 1 3 4 6 0 1 269 08:00 AM 4 48 6 0 4 0 11 0 5 24 2 0 1 1 4 0 110 08:15 AM 2 38 1 0 6 1 10 0 7 43 2 0 0 1 3 0 114 08:30 AM 2 43 1 0 2 1 5 0 7 20 1 0 0 0 1 0 83 Grand Total 15 256 19 1 17 8 55 0 26 140 14 1 4 6 14 0 576 Apprch% 5:2 88 6.5 0.3 21.2 10 68.8 0 14A 77.3 7.7 0.6 16.7 25 58.3 0 3 IA 9$ 0 4.5 24. 4_ 51.2.__ 0.1 ._..1_ 2.4 llnshifled 15 256 18 1 17 8 55 0 26 138 14 1 4 6 14 0 573 _—%Urtshi etl 100 1.00 _94.7 100 100 Igo 100 0 100 98,6 1 _lQ _ 100 100 100 0 _�9.5 Bank 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ?/o Bank 0 0 0 ___ 0 0 0 0 0 0 ol 0 0 0 H Bank 2 0 0 1 0 0 0 0 0 0 2 0 0 0 0 0 0 t %Bank 2 0 0 5.3 0 0 0 0 0 0 1.4 0 0 0 0 0 0 0.5 Abelin Traffic Services File Name : BaxCottonPM 30 S. Howie Street Site Code : 00000000 :lena, MT 59601 Start Date : 6/4/2014 Page No : 1 Groins Printed-Uns ift d-Bank 1.-Bank 2 _ COTTONWOOD BABCOCK COTTONWOOD BABCOCK Southou _W_est_bo_und Northbound Eastbound Start Time Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Int Total 04:30 PM 7 40 5 0 3 2 6 0 12 44 0 0 1 0 4 0 124 04:45 PM 5 34 2 0 2 2 5 0 9 47 _ 0 1 2 6 0 119 Total 12 74 7 0 5 4 11 0 21 91 4 0 2 2 10 0 243 05:00 PM 4 30 1 0 2 3 5 0 14 72 1 0 0 3 8 0 143 05:15 PM 3 42 5 0 8 2 10 0 14 57 0 0 4 1 6 0 162 05:30 PM 2 33 4 1 9 2 6 0 16 63 3 0 2 5 12 0 158 05.45 PM _ 0 _ 0 0 / 1 _9 0 18 44 2 0 , z 5 0 138 Total 9 145 18 1 26 8 30 0 62 236 6 (? I 8 13 31 0 591 Grand Total 21 219 23 1 31 12 41 0 83 327 10 0 10 15 41 0 I 834 Apprch% 8 83 8.7 0.4 36.9 14.3 48.8 0 19.8 77.9 2.4 0 15.2 22.7 62.1 0 Tot 2.5 26.3 2.8 0.1 3.7 1.4 4.9 CL 10 39.2 1.2 0 1.2_ 1.8 4.9 Unshifted 21 218 23 1 31 12 41 0 83 327 10 0 10 15 41 0 833 °k,lens i ed 100 99.5 100 100 100 100 100 0 100 100 100 0 100 100100 09 .9 Bank 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 _%Bank_1 _ 0 0 0_ . 0_ . 0 0 Q _0__. 0_ 0 0_ D 0 0 0 0 0_ Bank 2 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 %Bank 2 0 0.5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.1 Abelin Traffic Services File Name : durstandcottonwood '40 S. Howie Street Site Code : 00000000 .Iena,-M-T -%601- Start Comte-:-7/237201-3 Page No : 1 _ - - _Coups 'ri Zt- -Unshitted COTTONWOOD DURSTON COTTONWOOD DURSTON Southbound Westbound Northbound_ Fastb u Start Time Right Thru L Left Peds Right Thru Left Peds Ri ht Thru_I Left Peds Right Thru Left Peds [nt.Total 07:30 AM 4 3 6 0 0 28 14 0 13 l 9 0 11 49 1 1 140 _ 11S AM 2 0 3 0 1 26 26 0 14 1 1 0 30 81 0 0 115 Total 6 3 9 0 1 54 40 0 27 2 10 0 41 130 1 1 325 08:00 AM 1 2 4 0 0 28 22 0 18 0 3 0 15 48 l 0 142 08:15 AM 0 1 3 0 2 32 19 0 23 2 7 0 14 44 0 0 147 08:30 AM 1 3 1 0 0 29 17 0 12 l 2 0 7 49 0 0 122 08:45 A 1 3 a 3 0 16 40_ 2_ 0 148 Total 2 7 11 0 4 127 76 0 72 3 15 0 52 187 3 0 559 *** BREAK*** 04:15 PM 1 1 1 0 2 64 15 0 28 2 11 0 15 37 0 0 177 04;30 PM 2 1 3 0 1 54 12 0 29 6 10 0 10 59 1 0 188 �4. 5pm 0 2 2 02 51 19 0 37 2 10 -0 6_ 56 _�1 0 Total 3 4 6 0 5 169 46 0 94 10 31 0 31 152 1 0 552 05:00 PM 0 2 3 0 2 76 27 0 34 4 15 0 19 59 2 0 243 05:15 PM 0 0 1 0 9 98 32 0 31 3 20 0 8 38 2 0 242 05:30 PM 0 0 6 0 6 78 32 0 43 5 23 0 13 52 0 0 258 Grand Total 11 16 36 0 27 602 253 0 301 27 114 0 164 618 9 1 2179 Appreh% 17.5 254 57.1 0 31 68.3 28.7 0 68.1 61 25.8 0 20.7 78 1.1 0-l Total% 0.5 07 1.7 0 12 27.6 11.6 0 13.8 12 52 0 7.5 284 0.4 0 Basic Volume Summaty COTTON Grand Total For Data From: 12:00 -06/04/2014 To: 11:69-06/05/2014 T Total Count 0000 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 Total Lane#1 5 5 2 0 2 24 88 250 213 171 160 148 220 189 155 198 214 252 188 128 71 41 32 9 2765 Lane#2 16 3 4 2 6 16 41 174 215 142 146 171 205 180 158 204 280 334 204 122 101 82 44 12 2862 TOTAL 21 8 6 2 8 40 129 424 426 313 306 319 425 369 313 402 494 586 392 250 172 123 76 21 6627 Percents: 0000 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 _ Lane#1 0% 0% 0% 0% 0% 1% 3% 9% 6% 5% 6% 5% 8% 7% 6% 7% 8% 9% 7% 50/a 3% 1% 1% 0% Lane42 1% 0% 0^/u 0% 0% 1% i% 6% 8% 5% 5% 6% 7% 6% 0% 7% 10% 12% 7% 494. 4% 3% 2% 0% TOTAL 06% 0% 0% 0% 0% 1% 2% 8% 8% 6% 5% 6% 89A 7% 6% 7% 9% 10% 7% 4% 3% 2% 1% GOA ADT: 0000 0100 0200 0300 0400 0500 0600 0700 OB00 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 Total Lane#1 v- 5 5 2 0 2 24 88 250 213 171 160 148 220 189 155 198 214 252 188 128 71 41 32 9 2766 Lane#2 16 3 4 2 6 16 41 174 215 142 146 171 205 180 158 204 280 334 204 122 101 82 44 12 2862 TOTAL 21 8 6 2 8 40 129 424 428 313 306 319 425 369 313 402 494 586 392 260 172 123 76 21 5627 LANE#1 Sun Mon Tue Wed Thu Fri Sat Total Percent DW Totals: 0 0 0 1697 1068 0 0 Weekday(Mon-Frl): 2765 100% #Days: 0.0 0.0 0.0 0.5 0.5 0.0 0.0 ADT: 2765 ADT: 0 0 0 3394 2136 0 0 Weekend(Sat-Sun)! 0 0% Percent: 0% 0% 0% 61% 39% 0% 0% ADT: 0 � 1 LANE#2 Sun Mon Tue_ Wed Thu Fri Sat Total Percent DW Totals: 0 0 0 1926 936 0 0 Weekday(Mon-Fri): 2862 1009/b #Days; 0.0 0.0 0.0 0.5 0.5 0.0 0.0 ADT: 2862 ADT: 0 0 0 3852 1872 0 0 Weekend(Sat-Sun),. 0 0% Percent: 0% 0% 0% 67% 33% 0% 0% ADT: 0 ALL LANES Sun Mon Tue Wed Thu Fri Sat Total: Percent DW Totals: 0 0 0 3623 2004 0— 0 Weekday(Mon-Fri): 5627 100% #Days: 0.0 0.0 0.0 0.5 0.5 0.0 0.0 ADT; 5627 ADT: 0 0 0 7246 4008 0 0 Weekend(Sat-Sun): 0 0% Percent: 0% 0% 0% 64% 36% 0% 0% ADT: 0 Centurion Basic Volume Report Pdnled:o6ro8/14 Page 4 VolumeBasic - fGrand Total For Data From: 12:00-06104/2014 To: 11:59-0610512014 l Total Count_ 0000 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 Total Lane#1 3 2 0 0 3 10 16 98 102 59 62 70 88 95 78 84 67 100 54 29 30 l5 4 0 1079 TOTAL 3 2 0 0 3 10 16 98 102 59 62 70 88 95 78 84 87 100 54 29 30 5 4 0 1079 Percents: 0000 0100 0200 0300 0400 0500 0600 0700 0600 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 Lane#1 0% 0% 0% 0% 0% 1% 1% 99A 9% 5% 6% 6% B% 9% 7% 6% 8% 9% 5% 3% 3% 0% 0% 0% TOTAL 0% 0% 0% 0% 0% 1% 1% 9% 99% 5% 6% 6% 8% 9% 7% 8% 8% 9% 5% 3% 3% 0% 0% 0% ADT. 0000 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 Total Lane#1 3 2 0 0 3 10 16 98 102 59 62 70 88 95 78 64 87 100 54 29 30 6 4 0 1079 TOTAL 3 2 D 0 3 10 16 98 162 59 62 70 88 95 78 64 87 100 54 29 30 5 4 0 1079 LANE#1 Sun Mon Tue Wed Thu Fri Sat Total Percent DW Totals: 0 0 0 654 425 0 0 Weekday(Mon-Fri): 1079 100% #Days: 0.0 010 0.0 0.5 0.5 0.0 0.0 ADT: 1079 ADT: 0 0 0 1308 850 0 0 Weekend(Sat-Sun),: 0 0% Percent: 0% 0% 0% 61% 39% 0% 0% ADT: 0 ALLLANES Sun Mon TUB, Wed Thu Fri Sat Total Percent DW Totals: 0 0 0 654 425 0 0 Weekday(Mon-Fri); 1079 100% #Days: 0.0 0.0 0.0 0.5 0.5 0.0 0.0 ADT: 1079 ADT: 0 0 0 1308 850 0 0 Weekend(Sat-Sun): 0 0% Percent: 0% 0% 0% 61% 39% 0% 0% ADT: 0 Centurion Basic Volume Report Printed,0"W14 Page 3 VolumeBasic CGrand Total For Data From: 12:00-06/04/2014 To: 11:69-06/0612014 Total Count 0000 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 Total Lane#1 3 0 2 0 0 4 16 74 37 47 35 49 67 62 51 67 62 81 50 38 9 14 4 2 774 TOTAL 3 0 2 0 0 4 16 74 37 47 35 49 67 62 51 67 62 61 50 38 9 14 4 2 774 Percents: 0000 0100 0200 0300 0400 0500 0600 0700 0800 0900 i000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 Lane91 0% 0% 0% 0% 0% 1% 2% 10% 6% 6% 5% 6% 9% 6% 7% 9% 6% 10% 6% 5% 1% 2% 1% 0% TOTAL 0% 0% 0°A 0% 0% 1% 2% 10% 5% 6% 5% 6% 9% 8% 7% 9% 8% 10% 6% 5% 1% 2%1o/0% ADT: 0000 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 Total Lane#1 3 0 2 0 0 4 16 74 37 47 35 49 67 62 51 67 62 81 50 38 9 14 4 2 774 TOTAL 3 0 2 0 0 4 16 74 37 47 35 49 67 62 51 67 62 81 50 36 9 14 4 2 774 LANE#1 Sun Mon Tue Wed Thu Fri Sat Total Percent DW Totals: 0 0 0 507 267 0 0 Weekday(Mon-Frl). 774 100% #Days: 0.0 0.0 0.0 0.5 0.5 0.0 0.0 ADT: 774 ADT: 0 0 0 1014 534 0 0 Weekend(Sat-Sun): 0 0% Percent: 0% 0% 0% 66% 34% 0% 0% ADT: 0 ALL LANES Sun Mon Tue Wed Thu Fri Sat Total Percent DW Totals: 0 0 0 507 267 0 0 Weekday(Mon-Fri): 774 100% #Days: 0.0 0.0 0.0 0.5 0.5 0.0 0.0 ADT: 774 ADT: 0 0 0 1014 534 0 0 Weekend(Sat-Sun): 0 0% Percent: 0% 0% 0% 66% 34% 0% 0% ADT: 0 t Centurion Basic Volume Report Pdnted:O&W/14 Page 3 • • "r�'•��11'f traffic Traffic Impact Study services Traditions Subdivision Phases 2 & 3 Residential Development Bozeman, Montana Prepared For: Rosa Construction 209 Black Bull Trail Bozeman, MT 59718 September, 2014 130 South Howie Street Helena, Montana 59601 406-459-1443 Traditions Subdivision Phases 2 &3 Traffic Impact Study Bozeman,Montana Table of Contents A. Executive Summary..................................................................................... 1 B. Project Description........................... . ..........................................................1 C. Existing Conditions........................................................................................1 AdjacentRoadways..................... .......................................................2 TrafficCounts........................................................................................3 Additional Developments.......................................................................3 Levelof Service.....................................................................................3 D. Proposed Development............................................................. . .............4 E. Trip Generation and Assignment..................:.......................................... ..4 F. Trip Distribution ................................................. ...... ..6 G. Traffic Impacts Outside of the Development...................................... ..... .6 H. Impact Summary& Recommendations.................................................. 7 List of Figures Figure 1 — Proposed Development Site...................................................................2 Figure 2— Proposed Development................... Figure3— Trip Distribution......................................................................................6 List of Tables Table 1 — 2013 Level of Service Summary..............................................................3 Table 2— Trip Generation Rates.............................................................................4 Table 3— Level of Service Summary With Development........................................7 Traditions Subdivision Phases 2 &3 Traffic Impact Study Bozeman,Montana Traditions Subdivision Phases 2 & 3 Traffic Impact Study Bozeman, Montana A. EXECUTIVE SUMMARY The Traditions Subdivision Phases 2 & 3 is a 21 acre residential development located west of Cottonwood Road. The project would include up to 98 new residential units. As proposed, the development will not create any new roadway capacity problems along Durston Road. The intersection of Durston Road and Cottonwood Road is currently operating at a poor LOS in the PM peak-hour and the traffic from this development will add to this problem. The planned four- way STOP control at this intersection will add additional capacity but will not be a long-term solution. It is recommended that the developers participate in the reconstruction of this intersection once a design has been finalized. All other nearby intersections will continue to function at acceptable levels of service and no other additional improvements will be required along Durston Road to serve the proposed development. B. PROJECT DESCRIPTION This document studies the possible effect on the surrounding road system from a proposed residential development located north of Annie Street and west of Cottonwood Road in Bozeman, Montana. The document also identifies any traffic mitigation efforts that the development may require. The property would be developed to include up to 98 new residential units. Based on the City of Bozeman Subdivision Regulations, the developers must study all effected intersections within % mile of the proposed development which includes the intersections of Durston Road with Laurel Parkway, Rosa Way, Cottonwood Road, and Flanders Mill Road. Although this development will include the construction of a portion of Oak Street, the section of road will not connect to the existing sections of Oak Street to east and will not provide access to the development site until additional properties in this area are developed to the east. C. EXISTING CONDITIONS The proposed development property currently consists of a 21-acre parcel of undeveloped land located north of Annie Street and west of Twin Lakes Avenue just east of the new Boulder Creek Subdivision and west of the existing Traditions Subdivision. The topography in this area is flat. See Figure 1 for a location map of the proposed development. Abelin Traffic Services 1 September 2014 Traditions Subdivision Phases 2&3 Traffic Impact Study Bozeman,,Montana Figure 1- Proposed Develo ment Site 4� _.-I I - �D9ll>w�1i�� �e T Traditions d Sub6iv fsion Phases 2 8 Adjacent Roadways Durston Road is a two-way east/west minor arterial route that provides access to the residential areas to the west of Bozeman. In recent year much of the road has been reconstructed to accommodate development in this area. Currently the road has a three-lane cross-section with a paved width of 46-feet east of Cottonwood Road and two-lanes paved at 31 feet west of Cottonwood Road. Durston Road also has designated bike lanes. All cross- street between Laurel Parkway and Flanders Mill Road are controlled by STOP signs. The roadway has a posted speed limit of 35 MPH and currently carries 7,800 Vehicles Per Day (VPD). Laurel Parkway is a north/road that was constructed to serve the different phases of the Laurel Glen development. This roadway was constructed with a wide median, turn lanes, and roundabouts at some intersection to provide capacity for future development and future road connections. The roadway has a posted speed limit of 25 MPH and currently carries 2,800 Vehicles Per Day(VPD). Cottonwood Road is a principal arterial north/south route that provides access to the residential developments to the north and Huffine lane to the south. The road has a two-lane cross-section with a paved width of 28-feet near Durston Road. The road has a posted speed limit of 25 MPH north of Durston Road and 40 MPH south of Durston Road. Cottonwood Road currently carries 550 VPD north of Durston Road. . Flanders Mill Road in a north/south two-lane road which provides access north to Baxter Lane. The road currently has a paved width of 27 feet and a posted speed limit of 40 MPH. Flanders Mill Road currently carries 2,500 VPD north of Durston Road. Abelin Traffic Services 2 September 2014 Traditions Subdivision Phases 2 &3 Traffic Impact Study Bozeman,Montana Traffic Counts In July 2013 Abelin Traffic Services (ATS) collected turning movement count data at intersections along Durston Road as part of the Boulder Creek/Westbrook development projects. These counts included the intersections of Durston Road with Laurel Parkway, Rose Way, Cottonwood Road, and Flanders Mill Road. ATS also collected 24-hour ADT data on Laurel Parkway, Flanders Mill, and Durston Road. The raw traffic data is included in Appendix A of this report. Additional Developments A variety of additional developments are currently in different stages of design and construction within this area. The Boulder Creek and Westbrook developments are underway just west of the Traditions Subdivision and will include 233 residential units. Other developments in this area include the Norton Ranch development (270 residential units), the J&D Family development (40 residential units) and a variety of apartment complexes and commercial lots. The traffic from these projects was included in the future traffic modeling for this report. Level of Service Using the data collected for this project, ATS conducted a Level of Service (LOS) analysis at area intersections. This evaluation was conducted in accordance with the procedures outlined in the Transportation Research Board's Highway Capacity Manual (HCM) - Special Report 209 and the Highway Capacity Software (HCS) version 5.3. Intersections are graded from A to F representing the average delay that a vehicle entering an intersection can expect. Typically, a LOS of C or better is considered acceptable for peak-hour conditions. Table 1 -2013 Level of Service Summar AM Peak Hour PM Peak Hour Intersection Delay Sec. LOS Delay Sec. LOS Durston Road & Laurel 14.4 B 13.3 B Parkeway Durston Road & Rosa 12.6 B 13.8 B Way Durston Road & 10.7 B 16.8 C Cottonwood Road* Durston Road & 11.3 B 16.8 C Flanders Mill Road "With Four-Way STOP control. Abelin Traffic Services 3 September 2014 Traditions Subdivision Phases 2 &3 Traffic Impact Study Bozeman,Montana Table 1 shows the existing 2013 LOS for the AM and PM peak hours without the traffic from the proposed development. The LOS calculations are included in Appendix C. Table 1 shows that the existing intersections along Durston Road are currently operating within acceptable limits. This analysis assumes that the intersection of Cottowood Road and Durston Road is modified to a four-way STOP controlled intersection as planned with the Norton Ranch Subdivision. D. PROPOSED DEVELOPMENT The development currently under consideration for this site includes 21 acres of land located north of Annie Street which would be developed into a residential subdivision. Phase 2 of the Traditions Subdivision would include 34 homes and Phase 3 would include 64 homes for a total of 98 new residential homes. The development would have designated parks and sidewalks throughout the property. Access to the development site would be provided through new connections to Annie Street and Twin Lakes Avenue. The Baxter Ditch runs along the west side of the property. As this area continues to develop in the future it is likely that additional road connections will be provided to the north and east. The Traditions Subdivision Phases 2 & 3 development is shown in Figure 2. E. TRIP GENERATION AND ASSIGNMENT ATS performed a trip generation analysis to determine the anticipated future traffic volumes from the proposed development using the trip generation rates contained in Trip Generation (Institute of Transportation Engineers, Seventh Edition). These rates are the national standard and are based on the most current information available to planners. A vehicle "trip" is defined as any trip that either begins or ends at the development site. ATS determined that the critical traffic impacts on the intersections and roadways would occur during the weekday morning and evening peak hours. According to the ITE trip generation rates, at full build-out the developments would produce 74 AM peak hour trips, 99 PM peak hour trips, and 938 daily trips. See Table 2 for detailed trip generation information. Table 2 - Trip Generation Rates AM Peak Total AM PM Peak i Total PM Hour Trip Peak Hour Trip Peak Weekday Total Ends per Hour Trip Ends per Hour Trip Trip Ends Weekday Land Use Units Unit Ends Unit Ends per Unit Trip Ends Single-Family 98 0.75 74 1.01 j 99 9.57 938 Abelin Traffic Services 4 September 2014 Traditions Subdivision Phases 2 &3 Traffic Impact Study Bozeman,Montana Figure 2 -Traditions Subdivision Phases 2 & 3 PRELIMINARY PLAT OF TRADITIONS SUBDIVISION — PHASES 2 AND 3 LOCATED IN THE E 7/2 OF THE SE I/4 OF SECTION 4, T. Z S., R. 5 E. OF P.M.M., OALLATIN COUNTY, MONTANA .aZz w..»: -MY.Iw1N_ mun . 41rK AM.r..n 4• i4�•—�.� . IN-��r.. _�.•r[� ...Mr,M.rr��ti—emu�.wl Wr .r...,. —.n. �-.�� JM It Ztia.� •� •rr�"1rC� �1 PHASE 1. .�. 19�, . r?, 1.t r•^�;, ,;n�,..-..:w -'fiIN, t-r.-w-..ram; i\ I' CAM I.ul/1 yt111�Or.lo t _� •f �r,. _��r�... -'L>y�'�,jL- lnn4,s,.rll ' � ti..--r♦ ..i ��f�'Ci�'r v: 1 ��til LLt'nrtfN N'.tl[,��,�.I�vhv�N Yia2.��Iel.uir_I�., N w I.. hN I.M. \M4H ,� —' '•4/'M1,31,.i.« _.. �� �� I • \M tn1 wI f M•I,. I � � �� .ifJj/�'l[•�1(]`,Q/� lY�4 w.�,� 1\INN.. 11 r����'/'ffly�. �I1II t i l.Y4��Mn a •, N IW.YIIf1,u• Abelin Traffic Services 5 September 2014 Traditions Subdivision Phases 2 &3 Traffic Impact Study Bozeman,Montana F. TRIP DISTRIBUTION The traffic distribution and assignment for the proposed subdivisions was based upon the existing ADT volumes along the adjacent roadways and the peak-hour turning volumes. Based on field observations, half of the traffic from the development site will use Durston Road to reach areas to the east in Bozeman. The rest of the traffic will use Cottonwood Road, Flanders Mill Road, and Durston Road to reach other destinations. Traffic is expected to distribute onto the surrounding road network as shown on Figure 3. Figure 3-Trip Distribution 5% m 0 Dev. —_ Site 2 H N C 5% 10 U Durston Road 50% W 0 v 0 0 3 c 0 0 40% U G. TRAFFIC IMPACTS OUTSIDE OF THE DEVELOPMENT Using the trip generation and trip distribution numbers, ATS determined the future Level of Service for the area intersections. The anticipated intersection LOS with the Traditions Subdivision Phases 2 & 3 is shown in Table 3. These calculations are based on the projected model volumes included in Appendix B of this report. Table 3 indicates that the construction of the Traditions Subdivision Phases 2 & 3 will not cause any new roadway capacity problems at locations along Durston Road. The intersection of Cottonwood Road and Durston Road will need improvements to function at an adequate LOS regardless of the construction of the Traditions Subdivision Phases 2 & 3. It should be noted that it will take at least 3-5 years for all of the developments in this area to be completed and for improvements to become necessary at this intersection. There are several options for improving the capacity and LOS at the intersection of Durston Road and Cottonwood Road. The capacity related issues at this intersection could be addressed by constructing a traffic signal or modern roundabout at this location. If constructed, a roundabout would operate at LOS B with 14.7 seconds of delay and would provide sufficient Abelin Traffic Services 6 September 2014 Traditions Subdivision Phases 2 &3 Traffic Impact Study Bozeman,Montana capacity for this intersection well into the future. if the intersection were constructed as a traffic signal it would function at LOS B with 16.9 seconds of delay. The City of Bozeman is currently in the planning stages of selecting a long-term improvement for this intersection which will likely be a traffic signal or roundabout. The City is funding the design for the intersection but has no current plans for construction funding. In this instance it may be most appropriate for the developers to agree to pay for a portion of the construction of the final design rather than taking additional steps to construct an interim fix for the intersection that may not fit with the final design. Table 3 -Level of Service Summary With the Boulder Creek/Westbrook Developments AM Peak Hour PM Peak Hour Intersection _ Dela Sec. LOS Dela Sec. LOS Durston Road & Laurel 15.5 B 14.2 B Parkewa Durston Road & Rosa 14.3 B 15.5 C Way Durston Road & 15.4 C 61.5 F Cottonwood Road* _ Durston Road & 12.5 B 22.5 C Flanders Mill Road 'With Four-Way STOP control. H. IMPACT SUMMARY & RECOMMENDATIONS As proposed, the Traditions Subdivision Phases 2 & 3 development will not create any new roadway capacity problems along Durston Road. The intersection of Durston Road and Cottonwood Road is currently operating at a poor LOS in the PM peak-hour and the traffic from this development will add to this problem. The planned four-way STOP control at this intersection will add additional capacity but will not be a long-term solution. It is recommended that the developers participate in the reconstruction of this intersection once a design has been finalized. All other nearby intersections will continue to function at acceptable levels of service and no other additional improvements will be required along Durston Road to serve the proposed development. Abelin Traffic Services 7 September 2014 APPENDIX A Traffic Data Abelin Traffic Services 130 S. Howie Street Helena, MT 59601 aaelin Traffic Services File Name : durstandcottonwood 130 S. Howie Street Site Code : 00000000 Helena, MT 59601 Start Date : 7/23/2013 Page No : 1 Groum Pr FLANDERS DURSTON FLANDERS DURSTON Southbound Wojhgund Northbound Fasthound Start Time Right FThru I Left Pods Right Thru r Left I Peds Right Thru Left I Peds Right Thru l Left Peds W.Total 07:30 AM 13 0 8 0 5 36 0 0 0 0 0 0 0 52 9 0 123 WAS AM 18 0 9 0 4 25 0 0 0 0 0 0 0 103 8 0 167 Total 31 0 17 0 9 61 0 0 0 0 0 0 0 155 17 0 290 08:00 AM 8 0 6 0 4 28 0 0 0 0 0 0 0 64 10 0 120 08:15 AM 11 0 10 0 4 35 0 0 0 0 0 0 0 50 8 0 118 08:30 AM 8 0 6 0 4 28 0 0 0 0 0 0 0 53 3 0 102 _08:45_AM 0--- 7 0 10 31 0 0 0 0 0 0 Q 51 11 a _111_ Total 34 0 29 0 22 122 0 0 0 0 0 0 0 218 32 0 457 ***BREAK*** 04:IS PM 14 0 6 0 14 62 0 0 0 0 0 0 1 0 40 12 01 148 04:30 PM 10 0 6 0 7 49 0 0 0 0 0 C I 0 58 12 0 142 04'45_PM_ _ 12 C 5 n h t;{ n n 0 0 0 , 0 Ir 0 47 IS a 1,10 Total 36 0 17 0 29 164 0 0 ! 0 0 0 0 0 145 39 0 430 05:00 PM 19 0 10 0 11 80 0 0 0 0 0 0 0 67 13 0 200 05:15 PM 18 0 12 0 16 102 0 0 0 0 0 0 0 36 12 0 196 05:30 PM 17 0 14 0 11 90 0 0 0 0 0 0 0 51 14 0 197 Grand Total 155 0 99 0 98 619 0 0 0 0 0 0 0 672 127 0 1770 Appreh% I 61 0 39 0 13.7 863 0 0 0 0 0 0 0 841 159 0 Total% 1 88 0 5.6 0 5 S 35 0 0 0 0 0 0 0 38 7.2 0 Abelin I raffic Services 130 S. Howie Street Helena, MT 59601 Huelin Traffic Services File Name : durstandcottonwood 130 S. Howie Street Site Code : 00000000 Helena, MT 59601 Start Date : 7/23/2013 Page No : 1 G o s 'tintud 11111cd COTTONWOOD DURSTON COTTONWOOD DURSTON Soulhbound W u d o bound Eastbound Start Time Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right I Thru Left Peds Int.Total 07:30 AM 4 3 6 0 0 28 14 0 13 1 9 0 11 49 1 1 140 07'45 AM 2 0 3 0 1 26 26 0 14 1 1 0 30 81 0 0 185 Total 6 3 9 0 1 54 40 0 27 2 10 0 41 130 1 1 325 08:00 AM 1 2 4 0 0 28 22 0 18 0 3 01 15 48 1 0 142 08:15 AM 0 1 3 0 2 32 19 0 23 2 7 0 14 44 0 0 147 08:30 AM 1 3 1 0 0 29 17 0 12 1 2 0 7 49 0 0 122 uK a5 AM u t 3 0 2 38 18 _ I9 0 1 u 8 Total 2 7 11 0 4 127 76 0 72 3 15 0 52 187 3 0 559 **"BREAK*** 04:"PM 1 I 1 0 2 64 IS 0 28 2 11 0 15 37 0 0 177 04:30 PM 2 1 3 0 1 54 12 0 29 6 10 0 10 59 1 0 188 04;45I'M_ 0 2 2 Q 2 51 19 0 37 2 10 6 56 _ U 0 197 Total 3 4 6 0 5 169 46 0 94 10 31 0 31 152 1 0 552 05:00 PM 0 2 3 0 2 76 27 0 34 4 15 0 19 59 2 0 243 05:15 PM 0 0 1 0 9 98 32 0 31 3 20 0 8 38 2 0 242 05:30 PM 0 0 6 0 6 78 32 0 43 5 23 0 13 52 0 0 258 Grand Total 11 16 36 0 27 602 253 0 301 27 114 0 164 618 9 1 2179 Appreh% 175 254 57.1 0 31 683 287 0 68.1 61 25.8 0 207 78 1 1 0 1 Total% I 0.5 07 1.7 0 12 27.6 11.6 0 138 1.2 52 0 75 28.4 04 0 Abelin I raffic Services 130 S. Howie Street Helena, MT 59601 Abelin Traffic Services File Name : durstandrosa 130 S. Howie Street Site Code : 00000000 Helena, MT 59601 Start Date : 7/22/2013 Page No ; 1 Croups Printed-UnsitiQed ROSA DURSTON ROSA DURSTON So and We and Northbound Eastbound Start Time Right Thru I Left Peds Ri ht Thru I Left Peds Right Thru I Left Peds Right I Thru I Left Peds Int Total 07:30 AM 1 0 2 0 0 28 0 0 0 0 0 0 0 56 0 0 87 7:45 AM 2 0 4 0 1 59 0 0 0 0 0 0 0 109 0 0 175 Total 3 0 6 0 1 87 0 0 0 0 0 0 0 165 0 0 262 08:00 AM 1 0 2 0 0 28 0 0 0 0 0 0 0 69 1 0 101 08:15 AM 1 0 3 0 0 26 0 0 0 0 0 0 0 69 1 0 100 08:30 AM 1 0 2 0 0 37 0 0 0 0 0 0 0 52 0 0 92 08:45 AM 1 u 2 0 0 23 0 0 0 u 0 0 0 64 0 a 90, Total 4 0 9 0 0 114 0 0 0 0 0-0-1 0 254 2 0 383 ***BREAK*** 04:30 PM 0 0 1 0 1 63 0 01 0 0 0 0 0 47 3 0 115 041A P 0 0 2 0 1 70 0 (l , D 0 0 0 0 51 0 0 124 Total 0 0 3 0 2 133 0 0 0 0 0 0 0 98 3 0 J 239 05:00 PM 0 0 1 0 2 56 0 0 0 0 0 0 0 50 0 0 109 05:15 PM 0 0 0 0 1 85 0 0 0 0 0 0 0 52 0 0 138 05:30 PM l 0 4 0 4 106 0 0 0 0 0 0 0 71 1 0 187 05:4 0 (1 1 0 74 _ n u 1t 0 0 n 1) 6' U �f �!tx Total 1 0 6 0 8 321 0 0 1 0 0 0 0 0 235 I U 572 Grand Total I 8 0 24 0 11 655 0 0 1 0 0 0 0 I 0 752 6 0 1456 App.h% 25 0 75 0 1.7 98.3 0 0 0 0 0 0 0 992 0-8 0 Total% 0.5 0 16 0 08 4S 0 0 0 0 0 0 0 51.6 04 0 Abelin I raffic Services 130 S. Howie Street Helena, MT 59601 Abelin Traffic Services File Name : durstandrosa 130 S. Howie Street Site Code : 00000000 Helena, MT 59601 Start Date : 7/22/2013 Page No : 1 Uro t c Prin t:d-l3tutk I LAUREL DURSTON LAUREL DURSTON Southbound WEstbound Northbound Eastbound Start Time Right Thru Left Peds Right Thru Left Peds Ri ht Thru Left Peds Right I Thru Left Peds Int Total 07:30 AM 0 0 10 0 2 27 0 0 0 0 0 0 0 55 1 0 95 07.45 AM _ 5 0 43 0 8 53 0 0 0 0 0 0 0 190 0 0 299_ Total 5 0 53 0 10 80 0 0 0 0 0 0 0 245 1 0 394 08:00 AM 3 0 24 0 6 23 0 0 0 0 0 0 0 69 1 0 126 08:15 AM 1 0 21 0 7 20 0 0 0 0 0 0 0 70 0 0 119 08:30 AM 1 0 13 0 3 35 0 0 0 0 0 0 0 51 1 0 104 08:4 AM 1 9 Ifi 0 0 A 0 A_ 0 0 _Q 0 0 Total 6 0 74 0 16 102 0 0 0 0 0 0 0 254 2 0 1 454 ***BREAK*** 04:30 PM 2 0 13 0 14 49 0 0 0 0 0 0 0 48 2 0 128 20 _ 0 0 9 _ _ 0 _ 9 48 3 0 ._ lau Total 3 0 31 0 1 34 99 0 0 0 0 0 0 0 96 5 0 268 05:00 PM 2 0 6 0 11 45 0 0 0 0 0 0 0 47 3 0 114 05:15 PM 0 0 12 0 15 70 0 0 0 0 0 0 0 47 5 0 149 05:30 PM 4 0 11 0 20 87 0 0 0 0 0 0 0 69 3 0 194 _ 0 :4S P _ 0 12 _i�_ 26 0 0 0 0 Sg 1 0 1.11) Total 7 0 41 0 72 250 0 0 0 0 0 0 0 221 15 0 606 Grand Total I 21 0 199 0 132 531 0 0 0 0 0 0 0 816 23 0 1722 Apprch% 9,5 0 90.5 0 19.9 80.1 0 0 0 0 0 0 0 97.3 27 0 Total% 12 0 116 0 7.7 30 8 0 0 0 0 0 0 0 474 1.3 0 Basic Station ID : DURST Last Connected Device Type : Unic-L Info Line 1 : ATS Version Number: 1.41 Info Line 2 : UNICORN#1 Serial Number GPS Lat/Lon : Number of Lanes : 1 DB File : DURST.DB Posted Speed Limit : Lane#1 Configuration # Dir. Information Volume Mode Volume Sensors Divide By 2 Comment 1. ALL Normal Axle Yes Lane#1 Basic Volume Data From: 11:00-08/06/2013 To: 08:59-08/09/2013 Date DIN 0000 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 Total 080613 T 544 667 597 543 570 708 885 621 399 360 257 124 88 6363 080713 W 34 11 18 7 15 72 227 554 595 509 485 602 613 542 549 595 649 881 618 390 317 269 157 80 8689 080613 T 38 11 7 7 18 84 232 515 598 629 536 511 631 635 607 552 694 905 606 423 298 212 153 90 8892 080913 F 50 27 20 14 25 65 205 464 870 Month Total 122 49 45 28 58 221 664 1533 1193 1038 1021 1557 1911 1774 1699 1717 2051 2671 1845 1212 975 738 434 258 24814 Percent 0% 0% 0% 0% 0% 1% 3% 6% 5% 4% 4% 6% B% 71/. 7% 7% 6% 11% 7% 5% 4% 3% 2% 1% ADT 41 16 15 9 19 74 221 511 597 519 511 519 637 591 566 572 684 890 615 404 325 246 145 86 8813 ISun Mon Tue Wed Thu Fri Sat Total Percent DW Totals: 0 0 6363 8689 8892 870 0 Weekday(Mon-Fri): 24814 100% #Days: 0.0 0.0 0.5 1.0 1.0 0.3 0.0 ADT: 8631 ADT: 0 0 11747 8689 8892 2610 0 Weekend(Sat-Sun); 0 0% Percent: 0% 0% 26% 35% 36% 4% 0% ADT: 0 Centurion Basic Volume Report Printed:08/21/13 Pape 1 Basic Volume Report Station ID : CTNWD N Last Connected Device Type : Unic-L Info Line 1 : ATS Version Number: 1.41 Info Line 2 : UNICORN#3 Serial Number: 91888 GPS Lat/Lon : Number of Lanes : 1 DB File : CTNWD N.DB Posted Speed Limit : I Lane#1 Configuration # Dir. Information Volilme Mode Volume Sensors Divide By 2 Comment 1. ALL Normal Axle Yes Lane#1 Basic Volume Data From: 10:00 -08/06/2013 To: 08:59 -08/09/2013 Date DW 0000 0100 0200 0300 0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 Total 080613 T 29 34 38 44 40 32 52 56 36 33 24 17 15 5 455 080713 W 3 2 0 0 3 6 9 26 14 23 24 42 43 29 28 37 32 52 55 19 28 8 19 5 507 080813 T 2 6 0 0 4 12 12 25 23 21 26 30 33 37 43 42 38 44 49 32 24 16 7 2 528 080913 F 6 6 2 1 7 6 8 23 58 Month Total 10 14 2 1 14 24 29 74 37 44 79 106 114 110 111 111 122 152 140 84 76 41 41 12 1548 Percent 1% 1% 0% 0% 1% 2% 2% 5% 2% 3% 6% 7% 7% 7% 7% 7% 6% 10% 9% 5% 5% 3% 3% 1% ADT, 3 5 1 0 5 8 10 25 19 22 26 35 38 37 37 37 41 51 47 28 25 14 14 4 532 Sun Mon Tue Wed Thu Fri Sat Total Percent DW Totals: 0 0 455 507 528 58 0 Weekday(Mon-Fri): 1548 100% #Days: 0.0 0.0 0.6 1.0 1.0 0.3 0.0 ADT: 531 ADT: 0 0 780 507 528 174 0 Weekend(Sat-Sun): 0 0% Percent: 0% 0% 29% 33% 34% 4% 0% ADT: 0 Centurion Basic Volume Report Printed.,08121113 Page 1 APPENDIX B Traffic Model N N L. QI � Z�ht z�ht r, mm cli � pp lD to V1 N m m as a r t -4-4 --t It Ln N m (n � i 4r�t g 40 4-t - - o - �•►�htf► o t64 00 O n� Q N N Q O N O Ln fn N to a N W a 3 41 4 i oo ID 0 M sr 'D � N m 071 N L a N C C N p v m m m 4l '0 (1 4 Z� ht Z�ht o A � � � H t-+ N N o x 0 0 n a 3 a � y X X cc N Y ,�, C Iwo r2 v w a a 0 M 9 � 1 401 N Z1ht msht tQ n N ~ NN ry 2 N rl Q N g ^ 40 4- r4- L 3 3 Z��htf► 003�►�htf� 9DW mti � aa0 ul cn m 00 N IV hn Ln 401 tU do �p 00 00 NOWcc t ~ZJh t N Lo Im Ln m ca W 90 N eq N r a 0 ? O 00 m z O N N L° m n ae + 401 N�11 ai a� d m 03 Nsjh t nor* t La l0 N 14 kA 1D (n H Y O O a f'n w b _ _ N ` Ad 9 E W a O y O 0O a .2 m 0 00 m g � l Jl N .s.th t Z�h t c N 00 N {A N m 01 M g 40l4r o 40i4r�t- 3 r z *-#h t r► o Z♦ h t t► .-1 a Ln � v am 40 a 40 h t o MW t M oz N .0 d 0 O L- m Hit Ln > + l N m a zJtit z�ht IE O LL n v � 2 c a c Cc = _ v U C K Y Ae C G1 E C 0 OM to 10 O v m rO Z Q p a c O1 e} N ti a 1 �1 1 404 w V C f0 LL N po Ln00 1O '�-1 .-1 N 11 cn 1!1 ON1 00 O N ri '1 N en Ql en F-1 O1 of o cm — - a - U7�-►h t f� 7�J't t f� °Oto q � m 0v^ W00mn M N ry� 00 C1 rl N V 3 404 3 401 01 Z�ht 0 ix Z�ht rl •-1 'i G1 w N 1, G1 rl V 'LV M N M co N L a c �p a N o m r'a y n x 4l 7 Z�ht ro Z�ht � 1p IC J J L N 01 1N0 N N � d' Y 8 .O C 01 = O cc Ad E 1� a O y {0 N L 1 O C 7 N anm 3 Q 0 a C MORRISON A MMERLE,INC. memo TO: Bob Murray, P.E. City of Bozeman FROM: Bill White DATE: February 26, 2015 JOB NO.: 5352.003 RE: The Lakes at Valley West, Supplemental TIS Analysis and Threshold Study CC: Greg Stratton []Urgent ®For Review ®Please Comment ®Please Reply ❑For Your Use This memorandum summarizes a supplemental analyses provided in support of the Lakes at Valley West Traffic Impact Study (TIS), submitted to the City of Bozeman in February 2015. This analysis was developed to confirm the timing of improvements for the Cottonwood Road/Durston Road intersection. Also, this study recommends a phased approach for improving capacity at the Laurel Parkway/Durston Road intersection over those recommended in the original TIS given understanding of current regional plans within the Valley West neighborhood. Please review and contact our office with questions and/or comments. 1. PURPOSE OF MEMORANDUM The Lakes at Valley West TIS was submitted to City of Bozeman Engineering officials earlier this month (February 2015). The analysis identifies the transportation impacts of the proposed development on adjacent and nearby City arterials and roadways; confirming regional improvements that the Bozeman Engineering staff recommend to address forecasted traffic growth for Durston Road and identifying "fair and proportionate" project mitigations/participation towards these improvements. Through coordination prior to TIS submittal, it was determined/established that City Engineering officials desired to promote a three lane roadway section along Durston Road between Cottonwood Road and Westgate Avenue (approximately 4,000 feet) as a regionally beneficial improvement for the future Valley West neighborhood. By extension, City officials indicated the development of roundabouts or traffic signals were preferred as the control measure for busy intersections; most specifically for the Cottonwood Road/Durston Road intersection. Section 6.2 of the TIS describes: "A number of improvements are planned by City of Bozeman Engineers. These improvements were vetted by this study, and confirmed for both study intersections. The following measures were proposed to address capacity/operational issues, with project participation to include: F A traffic signal or roundabout is confirmed and recommended for the Durston Road/Cottonwood Road intersection,-which-is projected to experience unacceptable LOS by year 2016. An interim, all/four way stop can be developed to promote LOS for two additional years. However, the signal improvement would ultimately be required by year 2018, and would fully address operational issues at the intersection (promoting LOS BIC traffic operations). The project would have an 11.6% growth Page 1 I ne LaKes ai valley vvesL,JUpplt!IIICIILdI I IJ r+ndly�la dnu 1 rn canU,u aLU"y IVIVLuuwir MAIERiE,w. impact and recommended proportionate responsibility towards intersection improvements. ♦ A two-way left-turn lane (center turn lane) is confirmed along Durston Road between Cottonwood Road and Westgate Avenue. The analysis of the Laurel Parkway/Durston Road intersection indicates this improvement would be needed by year 2020 to address LOS issues. The TWLTL would promote a LOS DIE function for this intersection, as well as improve traffic operations for other intersections and driveways along Durston Road. The project would have an 17.1% growth impact and recommended proportionate responsibility towards Durston Road widening improvements. ♦ Alternatively, a roundabout or signal could be constructed for Laurel Parkway/Durston Road if City Engineers determine the TWLTL is not the appropriate solution for the intersection. This focused improvement would elevate operations back into the LOS B range; however, this would not offer the benefit of the TWLTL for the remainder for Durston Road. The project would have an 17.7% growth impact and recommended proportionate responsibility towards intersection improvements, if a signal were selected over the TWLTL." Purpose: An analysis was performed to identify "thresholds" when improvements would be required for the Cottonwood Road/Durston Road intersection to maintain a LOS C standard. This memorandum has been developed principally to provide this information as supplemental information to the TIS. In addition, the potential for a roundabout or traffic signal was identified in the original TIS for the Laurel Parkway/Durston Road intersection as a stand-alone improvement; despite industry guidance to resist such improvements along arterials at local streets. This was made as a capacity and safety improvement without anticipation regarding the availability of additional east-west access roadways within the Valley West neighborhood; redistributing the heavy southbound-left turn volumes causing LOS issues at this intersection. Thus, this memorandum recommends an alternative improvement to a roundabout or signal, as a short-term measure which could be later removed, until the capacity offered by these alternative routes is available. 2. ANALYSES AND RECOMMENDATIONS The approach to traffic forecasting and capacity/operations analysis is fully documented in the Lakes at Valley West TIS, which should be reviewed in context to this follow up study. The purpose of this supplement was to review the phased development of the project proposal, identifying the specific improvements needed to mitigate project impacts. The goals of supplemental analyses were to: 1. Assure improvement recommendations fully mitigate project impacts, as measured based on phases comparisons of future without versus future with project traffic operations/capacity(levels-of-service and average control delays); 2. Assure a level-of-service C performance measure could be achieved with the recommendation of such improvements, thus assuring public safety; 3. That recommended improvements could be established as "building blocks" towards the regional improvement plans promoted by Bozeman Engineers (i.e. a first improvement action that could be used towards ultimate completion of regional improvements). As indicated by the TIS, the Lakes at Valley West would include up to 300 dwelling units developed on 65 acres aligned south of Durston Road and '/ mile west of Cottonwood Road. The project would be constructed over approximately 10 years; averaging the construction of 24 single family and 36 multifamily homes every two years. Page 2 i ne LaKes at vaiiey west,Supplemental TIS Analysis and Threshold Study MORRISON MAIERIE,wc. For this supplemental analysis, traffic forecasts were developed every two-years to review project impacts and determine improvement mitigation (year 2016, 2018, 2020, 2022, and 2024, respectively). As with the TIS, two forecast methodologies were used to address a potential range of future traffic conditions (alternative volume scenarios within the City, with methodologies generally summarized as follows: Growth Rates. Future without project traffic forecasts were developed using a 3- percent annual growth rate to the phased analysis year. Phased project trip assignments, as generated by an incremental 60 single and multi-family homes every two years, were combined with future without project forecasts to generate future with- project traffic forecasts for the peak AM and PM peak analysis timeframes. Pipeline Projects. A 1 percent annual growth rate plus the trip assignments generated by approved, but yet to be developed, "pipeline" development projects, were used to develop future without project forecasts. An incremental 20% of pipeline project trip assignments were applied every two years with this phased approach for the 2016, 2018, 2020, 2022, and 2024 horizon years. Phased project trip assignments, as generated by an incremental 60 single and multi-family homes every two years, were combined with future without project forecasts to generate future with-project traffic forecasts for the AM and PM peak analysis timeframes. Four existing intersections and one new intersection were reviewed with the TIS for the Valley West neighborhood. Two forecast deficiencies were identified for the Cottonwood Road/Durston Road and Laurel Parkway/Durston Road intersections, for which mitigation was identified in the original report. This addendum addresses traffic forecasts, traffic operations/capacity(LOS), and proposes specific mitigation improvements for these intersections specifically given the LOS exceptions. A table of resulting LOS for the "growth" and "pipeline" forecast analysis conditions is attached to this technical memorandum. This table identifies future without and with project LOS and delays for the purpose of identifying the phased impacts of project development(as measured in LOS and delay). The improvements needed to mitigate project impacts and maintain LOS C standards was then provided for the 2016, 2018, 2020, 2022, and 2024 horizon years, with the resulting LOS and delay gains also provided for the AM and PM peak hours of the typical weekday. The following discussion provides summary improvement results for each intersection, followed by a threshold analysis that identifies improvement needs by development phase and horizon year, as referenced to the attached LOS and delay table. Summary LOS worksheets and traffic forecasts can be provided upon request. Cottonwood Road/Durston Road. The Cottonwood Road/Durston Road intersection currently functions at LOS E, which is a preexisting condition below the LOS C operations/capacity thresholds identified in Sec. 38.24.060 of City of Bozeman "Unified Development Code". Thus, improvements are needed immediately to assure capacity and safety for the intersection. This is an intersection between two arterials and, as such, a roundabout or traffic signal is appropriate long term improvement options for the intersection. However, time is needed for the City and development community to generate the capital needed to construct one of these improvements, with a present budget estimate of$750,000 maintained by City Engineers for the project. As such, the TIS and this supplemental analysis confirms that a four-way stop with the progressive development of turn lanes can be used to promote the desire LOS needed to assure capacity and safety until funding is secured by year 2019. Page 3 The Lakes at valley west, buppiemeniai 113 f+naiyb1b CIIIU I IIICJIIVIV JLUUy l►rf►v,,�nn►ov,I lr1 AIEZ i,INC. Laurel Parkway/Durston Road. A two-way left-turn lane (TWLTL)was confirmed to help facilitate turning movements at current and future intersections along Durston Road. However, there are left-turning conflicts that can evolve within a TWLTL over time (with the growth of traffic)at four-leg intersections, such as the SBL and WBL at Laurel Parkway/Durston Road. For this reason, the TIA reviewed the potential for a roundabout or signal at the Laurel Parkway/Durston Road intersection as a stand-alone improvement to address a LOS issue noted as the result of high southbound left-turn movements. The recommendation was made without anticipation of roadways extensions, such as Oak Street, Annie Street, and possibly Sherwood Way to Cottonwood Road (and beyond) as the timing of full maturation of the Valley West neighborhood was unknown. However, it is understood the extension of these roadways may be more imminent as the pace of residential development is increasing in Bozeman, and therefore these roadways would be complete as frontage improvements of the development community sooner than initially anticipated by the TIS. The availability of these roadways would redistribute traffic from the critical southbound left-turn mnvr�ment at Laurel Parkway/Durston Road, which is the cause of the LOS issue at the intersection; promoting travel through the local street network. Traffic would to turn right on arterials such as Cottonwood Road and then protected left turns can be performed on Durston Road via signalized intersections such as the one proposed at Cottonwood Road/Durston Road. In addition, Laurel Parkway will be extended to Babcock Street and eventually Hoffine Lane and this will help redistribute south, further reducing traffic demands on the Laurel Parkway/Durston Road intersection. The promotion of a roundabout or signal at local street, or even a future collector, is less desirable as they can impact the efficiency/capacity of an arterial and is not typically recommended in documents such as the Access Management Manual (TRB, 2003), the Urban Street Geometric Design Handbook (ITE, 2008), and even A Policy on Geometric Design of Highways and Streets (ASSHTO, 2011). The recommendation was appropriate within the context of the unknown timing of east-west connectivity. However, given the more immediate availability of east-west roadways, the recommendation of a signal/roundabout is less preferred. Thus, this supplemental analysis alternatively recommends a four-way stop at Laurel Parkway/Durston Road as a temporary improvement used until east-west connectivity and the redistribution of these southbound lefts can occur in the future. As discussed in the threshold discussions below, this improvement would promote LOS C operations at the intersection through year 2024. The four way stop can be removed as alternative travel routes reduce traffic volumes and capacity demands of the intersection. The remaining discussion provides a threshold timeline review of improvements on a bi-annual basis, used in helping to plan improvements for the study area. Year 2016 - 60 Units The analysis indicates moderate LOS deficiencies for the Laurel Parkway/Durston Road and Cottonwood Road/Durston Road intersections. The following improvements would be needed to promote traffic operations to LOS C at these intersections in year 2016: ♦ Cottonwood/Durston Road. A four-way stop with an eastbound right-turn lane. ♦ Laurel Parkway/Durston Road. A four-way stop. Year 2018 - 120 Units The analysis indicates LOS deficiencies for the Laurel Parkway/Durston Road and Cottonwood Road/Durston Road intersections. The following improvements would be needed to promote traffic operations to LOS C at these intersections in year 2018: Page 4 The Lakes at Valley West, Supplemental TIS Analysis and Threshold Study MORMON MAiERIE,iNc. Cottonwood/Durston Road. A four-way stop with an eastbound right-tum lane and westbound left-turn lane. Laurel Parlkway/Durston Road. A four-way stop. Year 2020 - 180 Units The analysis indicates LOS deficiencies for the Laurel Parkway/Durston Road and Cottonwood Road/Durston Road intersections. The following improvements would be needed to promote traffic operations to LOS C at these intersections in year 2020: Cottonwood/Durston Road. A two-phase traffic signal with an eastbound right-turn lane and westbound left-turn lane, removing four-way stop. "Pucks" or video detection can be used for actuation purposes to avoid cutting existing pavement for advanced detection (via loops). ♦ Laurel Parkway/Durston Road. A four-way stop. Year 2022 - 240 Units The analysis indicates LOS deficiencies for the Laurel Parkway/Durston Road and Cottonwood Road/Durston Road intersections. The following improvements would be needed to promote traffic operations to LOS C at these intersections in year 2022: Cottonwood/Durston Road. A two-phase traffic signal with an eastbound right-turn lane and westbound left-turn lane. "Pucks" or video detection can be used for actuation purposes to avoid cutting existing pavement for advanced detection (via loops). ♦ Laurel Parkway/Durston Road. A four-way stop. Year 2024 - 300 Units The analysis indicates LOS deficiencies for the Laurel Parkway/Durston Road and Cottonwood Road/Durston Road intersections. The following improvements would be needed to promote traffic operations to LOS C at these intersections in year 2024: Cottonwood/Durston Road. A two-phase traffic signal with an eastbound right-turn lane and westbound left-turn lane. "Pucks" or video detection can be used for actuation purposes to avoid cutting existing pavement for advanced detection (via loops). Laurel Parlkway/Durston Road. A four-way stop. Again, we encourage you to contact us with questions and/or comments regarding this supplemental analyses performed in support of the Lakes of Valley West TIS submitted earlier this month to the City of Bozeman. Page 5 �0- MORRISON MAIERLE INC.M , memo TO: Bob Murray, P.E. City of Bozeman FROM: Bill White James Nickelson, P.E. DATE: May 12, 2015 JOB NO.: 5352.003 RE: The Lakes at Valley West, Supplemental TIS Analysis #2 CC: Greg Stratton ❑Urgent ®For Review ❑Please Comment ❑Please Reply ❑For Your Use This memorandum summarizes supplemental analyses#2 provided in support of the Lakes at Valley West Traffic Impact Study (TIS) submitted to the City of Bozeman in February 2015. This analysis was developed to review the benefit potential of a basic signal system for the Cottonwood Road/Durston Road intersection and to advance discussion and support for an intermediate or temporary four-way stop at the Laurel Parkway/Durston Road intersection. 1. BASIC SIGNAL SYSTEM The Lakes at Valley West TIS confirms the Cottonwood Road/Durston Road intersection currently functions at LOS D, identified as a preexisting deficiency below the LOS C operations/capacity thresholds identified in Sec. 38.24.060 of City of Bozeman "Unified Development Code". Traffic operations were anticipated to degrade to LOS F by year 2024, as determined based upon two forecasting alternatives that: 1) stress a growth of through traffic on Durston Road via higher baseline growth rates versus 2) stress growth of turning movements through the inclusion/application of concurrent development growth (i.e. pipeline project development within the study area). The conclusion of the TIS was that a traffic signal or roundabout would be needed to address LOS issues at the intersection by year 2024. In support of this supposition, the TIS advanced an analysis that reviewed traffic operations at the intersection with assumption of an actuated signal system that includes eastbound and westbound left-turn lanes with designated signal luminaries, per current City of Bozeman Capital Improvement objectives. Such an improvement would result primarily in LOS A/B traffic operations with less than 11 seconds of control delay being noted through year 2024, as based on a review of both forecast methodologies. The City requested an analysis of an interim signal system at the intersection, as based on current geometries. This "basic" signal system would be constructed with vehicle detection promoted by video or pavement"pucks" with all through and turn movements performed through single lane intersection approaches (i.e. the intersection of two lane roadways with no turn lanes) and permissive, single approach luminaries. The analyses was performed based on AM and PM peak-hour alternative traffic volumes highlighted-in Figure 9 and 10 for the "growth" scenario and Figure 15 and 16 for the "pipeline" scenario of the TIS, with LOS and control delay results as follows. Page 1 The Lakes at Valley West, Sur-iemental TIS Analysis#2 A MORRISON i�MMERLE,INC. Year 2024 AM PM LOS Delay LOS Delay Growth B 10 B 13.1 Pipeline A 9.4 B 15.4 As shown, the intersection would function within the LOS A/B range by year 2024 with less than 15 seconds of control delay determined between forecast scenarios. This indicates the basic signal system would promote adequate LOS, despite the difference in forecasts between the growth scenario (with higher through volumes on Durston) versus pipeline scenario (with higher turn movements to/from Cottonwood)forecast scenarios. The City requested furthermore that the analysis be extended to year 2034 to assess the longevity of the basic signal system proposal. Forecasts were developed as described by the TIS, with the exception that baseline growth rates, 3 percent annual for the "growth" scenario and "1 percent annual for the "pipeline" scenario were extended an additional 10 years. These forecasts can be obtained upon request. LOS analyses were revised through year 2034, with the results summarized as follows. Year2O34 AM PM LOS Delay LOS Delay Growl D ".3 D 46.5 Pipeline B 11.3 B 19.4 As shown, the intersection would function within the LOS B range during the peak hours, as based on pipeline project scenario. However, a LOS D is projected during both peak hours, as based on the growth scenario, which is below the City LOS C standards. This means the growth in through traffic will have a substantial impact on the ability of a basic signal system to maintain adequate traffic operations between year 2024 and year 2034. The conclusion from this analysis is that a basic signal system can be developed at the intersection and should maintain LOS for a number of years, but ultimately lane improvements would be needed to maintain long range LOS. 2. FOUR WAY STOP Supplemental analysis #1 reviewed the LOS benefits of a four way stop at the Laurel Parkway/Durston Road intersection as an interim improvement until the extension of roadways such as Oak Street, Annie Street, and possibly Sherwood Way to Cottonwood Road can promoted; rerouting traffic from the intersection and therefore reducing southbound left-turns from the intersection (which is the critical movement most impacting LOS). The interim improvement would promote LOS C operations through year 2024 during the peak hours, as determined based on a review of the alternative traffic volumes highlighted in Figure 9 and 10 for the "growth" scenario and Figure 15 and 16 for the "pipeline" scenario of the TIS. City of Bozeman staff requested further information and support for a four way or all way stop at the intersection, even as an interim measure. Justification for an all way stop is provided by the Manual on Uniform Traffic Control Devices (MUTCD) by the Federal Highway Administration. The current, year 2009 version of the MUTCD indicates the following information can be used in support of an all way stop. Page 2 The Lakes at Valley West, Sup„I.emental TIS Analysis#2 MORRISON MAIERLE,mc. Section 26.07 Multi-Way Stop Applications Support: 01 Multi-way stop control can be useful as a safety measure at intersections if certain traffic conditions exist. Safety concerns associated with multi-way stops include pedestrians,bicyclists,and all road users expecting other road users to stop. Multi-way stop control is used where the volume of traffic on the intersecting roads is approximately equal. 02 The restrictions on the use of STOP signs described in Section 213.04 also apply to multi-way stop applications. Guidance: 03 The decision to install multi-way stop control should be based on an engineering study. 04 The following criteria should be considered in the engineering study for a multi-way STOP sign installation: A. Where traffic control signals are justified, the multi-way stop is an interim measure that can be installed quickly to control traffic while arrangements are being made for the installation of the traffic control signal. B. Five or more reported crashes in a 12-month period that are susceptible to correction by a multi-way stop installation. Such crashes include right-turn and left-turn collisions as well as right-angle collisions. C. Minimum volumes: 1. The vehicular volume entering the intersection from the major street approaches(total of both approaches) averages at least 300 vehicles per hour for any 8 hours of an average day;and 2. The combined vehicular,pedestrian, and bicycle volume entering the intersection from the minor street approaches(total of both approaches)averages at least 200 units per hour for the same 8 hours, with an average delay to minor-street vehicular traffic of at least 30 seconds per vehicle during the highest hour;but 3. If the 85th-percentile approach speed of the major-street traffic exceeds 40 mph, the minimum vehicular volume warrants are 70 percent of the values provided in Items 1 and 2. D. Where no single criterion is satisfied, but where Criteria B, C.1, and C.2 are all satisfied to 80 percent of the minimum values. Criterion C.3 is excluded from this condition. Option: 05 Other criteria that may be considered in an engineering study include: A. The need to control left-turn conflicts; B. The need to control vehicle/pedestrian conflicts near locations that generate high pedestrian volumes; C. Locations where a road user,after stopping,cannot see conflicting traffic and is not able to negotiate the intersection unless conflicting cross traffic is also required to stop;and D. An intersection of two residential neighborhood collectors(through)streets of similar design and operating characteristics where multi-way stop control would improve traffic operational characteristics of the intersection. A review of MUTCD guidelines was performed based on available traffic data for the intersection (highlighted in 0.4 and 0.5). As data was limited and/or incomplete, the review is limited based on the available data . However, as the all way stop is proposed an interim improvement, this should be sufficient in supporting a decision for the improvement. Applicable data includes discussion on traffic volumes, bicycle and pedestrian safety, left turn conflicts, and street classification considerations. A summary of discussion is as follows for applicable guidelines/data. 0.4 A. A traffic signal is not a preferred improvement at Laurel Parkway/Durston Road; thus, this guide is not directly applicable for the intersection. However, a similarity is as the all-way stop is -recommended as an_interim_improvement_until future-east-west roadwayy c-onnections can be promoted within Bozeman; specifically the extension of roadways such as Oak Street, Annie Street, and possibly Sherwood Way to Cottonwood Road. These extensions will allow traffic to divert away from the Laurel Parkway/Durston Road intersection and travel via other routes to make turn movements to/from Durston Road via the signalized Cottonwood Road intersection in the future. This will improve LOS as traffic is reduced from the critical southbound left-turn Page 3 The Lakes at Valley West, Su—lemental TIS Analysis#2 MORRISON MAIERLE,Nc. movement at the intersection. It is therefore envisioned the all-way stop could be reduced as these roadway extensions are complete. Thus, although this MUTCD guideline is not directly applicable, there are some similarities that would provide some rational or justification via engineering reasoning. 0.4 B. Collision histories provided by the City of Bozeman indicate that less than one collision per year has been noted for the Laurel Parkway/Durston Road intersection. With the introduction of the fourth/south leg and as a result of increased traffic volumes projected in the future, the potential for collisions will increase. However, this is not sufficient support to suggest this particular guideline could be used in support of the all way stop. 0.4 C. There are three sets of criteria associated with this guideline. The first indicates that major street volumes entering the intersection must be 300 vehicles per hour for 8 hours of a typical weekday to meet the guide. The second indicates minor street volumes, including the combination of vehicles, pedestrians, and bicycles, must be 200 per hour for 8 hours concurrently of the weekday to fulfill the guideline with a peak/one hour delay of 30 seconds. The final indicates 70 percent of volume these respective criteria can be used, 225 major street vehicles and a combination of 140 hourly vehicles, pedestrians, and bikes on the minor approach, can be used for streets with an 85th percentile speed of greater than 40 mph. Traffic count data was available for five hours of the weekday between 7:00 to 9:00 AM and between 3:00 to 6:00 PM. Traffic forecasts were developed hourly for major and minor street approaches based on the forecasting methodologies described within the TIS. A summary of forecasts for available hours is shown below for the year 2024 growth and pipeline scenarios. Year 2024 Cromh Hour 7,00 AM 8:00 AM 3.00 PM 4:00 PM 5,00 PM Average Ma r VeftOes 540 514 613 696 818 636.2 Manor Veh)ctes 283 273 150 170 199 215 Year 2024 Pipekne Hour 7.00 AM 8.00 AM 3,00 PM 4.00 PM 5:00 PM Average Va.,rVeh•.!es 474 453 559 632 741 571.8 Manor Veh .e; -H, 259 142 160 186 203.2 As shown, the major east-west approach street volumes well exceed 300 entering vehicles per hour with an average hourly volume of between 570 and 630 noted between the analysis conditions. Volumes range between 140 and 280 entering vehicles on the north-south minor street approaches with an average of between 200 and 215 noted hourly. These are vehicle volumes ONLY without forecasting north-south pedestrian and bike volumes. From the TIS, the average control delay for worst hour was about 170 second during the AM peak hour based on year 2024 growth rate analyses and 75 seconds based on year 2024 pipeline analyses. For all practical purposes, it is suggested that thresholds for the all-way stop are met as control delays well exceed thresholds and average vehicle volumes alone exceed criteria. Yes vehicle volumes are not specifically satisfied for the minor approaches for afternoon hours, but these forecasts do not reflect the pedestrian and bicycle volumes that are characteristic of a very active Bozeman community; especially given many of the water and walking features expected with the Lakes at Valley West development. Thus and again, this supplemental study stresses that from a practical perspective, given delays and that all volumes thresholds are likely to be met with pedestrian and bike activity, that an all way stop Page 4 The Lakes at Valley West, Sur^lemental TIS Analysis#2 NJ MORRISON inMAIERLE,INC. is a reasonable and practical interim improvement to assure vehicle and pedestrian safety for the Laurel Parkway/Durston Road intersection. 0.4 D. The 80 percent criterion would not apply here again as collision histories are currently low for the intersection. 0_5. Beyond interim improvement and volume justifications, further support of a signal based on MUTCD guidelines would include: ♦ "The need to control left turn conflicts." As indicated, the southbound left-turn impact is the primary reason for LOS issues at the intersection. ♦ "The need to control vehicle/pedestrian conflicts near locations that generate high pedestrian volumes." Again as indicated, Bozeman is an active community and this intersection is situated within a growing residential neighborhood desiring access to the water features and trails of the Lakes of Valley West development. The nearest protected crossing would be % mile to the east at the Cottonwood Road/Durston Road intersection; which is a spacing sufficient enough for pedestrians to risk uncontrolled crossings as to not circumvent what would be one-mile round trip back to Laurel Parkway. Thus, this criterion can be used in justification of a controlled crossing promoted via the all-way stop. ♦ "A intersection of two residential neighborhood collector (through) streets of similar design and operating characteristics where multi-way stop control would improve traffic operational characteristics of the intersection." Laurel Parkway will evolve into a residential collector as the neighborhood develops. To that end, the City has been promoting the design of roundabouts at major intersections located along the roadway. Intersecting with the Durston Road arterial, a four way stop would "improve traffic operational characteristics of the intersection." It is understood that some of the rationale in justification of the all way stop is circumstantial and less finite without current collision histories and hourly volume, pedestrian, and bike data being used for support. However, given the combination of poor traffic operations, the advent of consistently high hourly forecast traffic volumes, and given this intersection will become a focal point of pedestrian and bicycle activity, it is in the best interests of the neighborhood that this all-way stop be developed to preserve traffic operations and safety. Again, a future analysis and justification can be provided to remove the all-way stop as east-west roadway connections are promoted in the future. 3. SUMMARY Supplemental analyses #2 of the Lakes at Valley West Traffic Impact Study (TIS) confirms that a basic signal system will preserve traffic operations and safety at the Cottonwood Road/Durston Road intersection through year 2024. Turn lane and signal improvements would likely be warranted following this forecast horizon. Furthermore, this study reinforces the conclusion for the development of a four-way stop at the Laurel Parkway/Durston Road intersection in order to preserve traffic operations and pedestrian/bicycle safety as based on a review of MUTCD guidelines. It is anticipated the removal of this four way stop could occur following the construction of future east-west arterials to Cottonwood Road, as traffic volumes will likely decrease at the intersection. Thus, this should be considered a temporary or interim improvement measure for the intersection. Page 5