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HomeMy WebLinkAbout06 - Traffic Impact Study - PT Land Property Commercial Development ( inc. Signal Warrant Analysis) • • abelin traffic Traffic Impact Study services PT Land Property Commercial Development Bozeman, Montana Prepared For: Morrison Maierle, Inc 306 W. Railroad Street, Suite 105 Missoula, MT 59802 December, 2006 130 South Howie Street Helena, Montana 59601 406-459-1443 PT Land Development Bozeman,Montana Table of Contents A. Project Description .....................................................................................1 B. Existing Conditions.....................................................................................2 AdjacentRoadways ..............................................................................2 Traffic Data Collection.......... .3 Additional Developments. 3 Levelof Service.....................................................................................5 C. Proposed Development..............................................................................7 D. Trip Generation and Assignment................................................................7 E. Trip Distribution ...................................................................................... ...9 F. Traffic Impacts Outside of the Development.............................................10 G, No Background Growth Traffic Impacts....................................................12 H. Impact Summary...................................................................................... 13 I. Recommendations....................................................................................13 List of Figures Figure 1 — Proposed Development Site...................................................................1 Figure 2- Proposed Development..........................................................................8 Figure3— Trip Distribution......................................................................................10 List of Tables Table 1 — 2006 Level of Service Summary..............................................................5 Table 2-2015 Level of Service Summary Without Development...........................6 Table 3— Trip Generation Rates.............................................................................9 Table 4— 2015 Level of Service Summary With PT Land Development.................11 Table 5— 2015 LOS Summary With PT Land- No Background Growth.................12 i PT Land Development Bozeman,Montana Traffic Impact Study PT Land Development Bozeman, Montana A. PROJECT DESCRIPTION This document studies the possible effect on the surrounding road system from a proposed 48 acre industrial and commercial development in Bozeman, Montana. The document also identifies any traffic mitigation efforts that the development may require. The site is located south of Baxter Lane just north of the new Kenyon Noble Hardware Store. Figure 1- Proposed Development Site i MAPpvEST 300m �I`. ` 0 900ft 7t! � a a Q Rawhide Rdg Boot Hill Ct Q Z f Meadow Ln ¢ r` °°' Catrcn Z 7s tv Baxter Lin ` Mandeville Ln M S ' W Griffin Or a $ski,, I Wheat Dr +� h C= r % p L(� Proposed Development Site Oak St W Oak St Wheeler Or Ma I¢ 3t�— Daws Dr n l woOd Mullan Trl va p� Yellowstone Trl Z Z W Birch St r`o o Fort Benton Trl Hemlock St genre Sr $ 3. Lawif,IAhd Clark Trl W Hemlock St W Juniper St Lily Of A W Tamarack St Z LZ N ��\\�Ot _ �Nel:ion Tra"rlCI W en Z z A i 3 Ghaflotic St q a a ex �� Alley Durston Rd Durston Rd W Peach St ; i 0 2006 MapQuest,Inc,;0 2006 Tale Atlas ! Abelin Traffic Services 1 December, 2006 PT Land Development Bozeman,Montana i B. EXISTING CONDITIONS The proposed development site currently consists of undeveloped farm and ranch land. The areas around the site are experiencing heavy amounts of commercial development. The property is located south of Baxter Lane between 151h Avenue and llth Avenue. See Figure 1 for a location map of the proposed development. Adjacent Roadways North 19th Avenue is the primary north/south route through the western portion of Bozeman. This principal arterial route has a five-lane cross-section for most of its length. The intersections with Baxter Lane, Tschache Lane, and Oak Street are currently signalized. The 19th Avenue corridor is currently experiencing extremely high rates of growth due to development all along the corridor. Traffic data collected by the Montana Department of Transportation (MDT) in 2004 indicates that the roadway currently carries 24,000 VPD. North 15th Avenue is a recently constructed roadway that provides access to residential areas south of Oak Street. The roadway has a paved width of 45 feet with bike lanes on both sides south of Oak Street and is designated as a collector route. North of Oak Street the road narrows to 42 feet in width with a bike lane on the east side of the road. The intersection with Oak Street has been improved to include designated left/through and right-only turn lanes for northbound and southbound traffic. Field observations identified a problem with this configuration. The northbound and southbound left/through lanes oppose each other across the intersection. Drivers attempting to cross the intersection in the left/through lane from the north or south are directed into the opposing left/through lane. This is an inoperable configuration. The lanes should be restriped to left-only and through/right lanes on both sides. North 14th Avenue runs from the newly constructed residential areas south of Oak Street past the new Kenyon Noble Hardware store and into the proposed development site. The roadway has an urban cross-section and a paved width of 32 feet. North 11th Avenue passes along the eastern end of the proposed development site. The roadway begins in a residential area south of Oak Street and ends at Baxter Lane. The route is designated as an urban collector route between Oak Street and Baxter Lane. The roadway currently carries 400 VPD and has a paved width of 38 feet. North 71h Avenue is another primary north/south route through the City of Bozeman. The roadway is a principal arterial route and has a four-to-five lane cross-section from the Griffin Drive to Main Street. Traffic data collected by the MDT in 2004 indicates that the roadway currently carries 22,000 VPD south of Oak Street. The intersection with Oak Street is currently signalized. Abelin Traffic Services 2 December,2006 PT Land Development Bozeman,Montana Baxter Lane is an east/west collector route that connects North 71h Avenue with North 19th Avenue and continues out into the valley. The roadway has a paved width of 24 feet with grass and gravel shoulder for most of its length. The roadway was been improved to an urban 3-lane cross-section between North 19th Avenue and the western edge of the PT Land property. The roadway currently carries 3,600 VPD east of North 19th Avenue. The intersection of Baxter Lane and North 7th Avenue is currently restricted to right-out only operations. The proximity of this intersection to the signalized Oak Street intersection and I-90 ramps make this location inappropriate for the installation of an additional traffic signal. Tschache Lane is an east/west route that connects several of the commercial areas via a signalized intersection across North 19th Avenue. Currently the roadway connects the Home Depot Home Improvement store to the northern end of the Bridger Peaks shopping center. Oak Street is an east/west principal arterial route through the northern portion of Bozeman. The roadway currently has one eastbound lane,two westbound lanes,and a center two-way left-turn lane. The roadway currently carries 13,000 VPD. Traffic Data Collection Abelin Traffic Services(ATS)collected peak-hour turning movement count data in April 2006 at the critical intersections around the proposed development to supplement traffic data already available for the area. These intersections included: • 19th Avenue &Baxter • Oak& 15th Avenue • Oak& 14th Avenue • Oak& 1 lth Avenue Twenty-four-hour hose count data was also collected along Baxter Lane and 1 lth Avenue. See Appendix A for the traffic volume information. Additional Developments Additional information for the area was obtained from four traffic impact studies (TIS) prepared for this area. These traffic studies included: • MandeviIle Development Robert Peccia & Associates, 2006. This 225-acre development is located north of Interstate 90 off of Griffin Drive and would be intended for a variety of light and heavy industrial land uses, warehousing, and manufacturing. Full build-out of the property is anticipated by 2015. Once completed the development will produce 9,000 new trips to the area.No mitigation Abelin Traffic Services 3 December,2006 PT Land Development Bozeman,Montana measures were recommended from this study for any of the intersections studied for PT Land development. • Lowe's Home Improvement Warehouse PUD Morrison-Maierle, Inc. 2005. The property directly to the west of the PT Land north of Tschache Lane is being proposed for the construction of a Lowe's Home Improvement Warehouse. In addition to the hardware store the site may also include retail space, banks, and professional offices. The site would produce up to 10,000 new trips to the area when completed in 2015. The mitigation measures recommended for this project include the installation of a through/right lane and a designated left-turn lane for westbound traffic and a designated right-turn lane for northbound traffic at the intersection of 19th Avenue and Tschache Lane and the installation of a right-turn lane for westbound traffic at Baxter Lane. The traffic study also recommended that left-turn signal phases be created at both Baxter Lane and Tschache Lane for northbound/southbound traffic movements. • Stonerid¢e Commercial Subdivision,Kerin&Associates,2005. This development will be a major retail business center west of 19th Avenue. Full development of the site is expected by 2014. The traffic study estimated that the site would produce up to 10,000 new daily trips to the area. The TIS also included traffic data from the West Winds development TIS prepared by HKM. The mitigation measures recommended in the TIS included the construction of a left-turn lane for eastbound traffic on Tschache Lane at 19th Avenue. Dual-left turn lanes for eastbound, westbound, and southbound traffic as well as the eastbound, westbound, and southbound right-turn lanes should be constructed at the Oak Street/19th Avenue intersection. • Walton Homestead Subdivision, Marvin & Associates, 2002. This residential and commercial/office development is nearing completion south of Oak Street. Once completed the site will produce 3,500 new trips. No mitigation measures were recommended north of Oak Street for this project. ATS also applied data from the Bridger Peaks Village residential development plans west of 151h Avenue on Oak Street. This development will include a 41 unit apartment building for seniors and 15 apartments units for adults with physical disabilities. Trip generation numbers for this development were calculated and applied to the future traffic volume model for this study. The intersection of North 191h Avenue and Oak Street is currently planned for reconstruction in the summer of 2007 as part of the required intersection improvements for Baxter Meadows Phase IIl. Plans for this reconstruction have been prepared by TD&H and Marvin &Associates and will soon be approved by MDT. However,this intersection is currently Abelin Traffic Services 4 December,2006 PT Land Development Bozeman, Montana experiencing traffic volumes higher than the design volumes used for this reconstruction project. With the imminent opening of the Lowe's store and the beginning of the Stoneridge commercial development,the improvements slated for this reconstruction process will not accommodate the projected traffic volumes in this area. The intersection will likely be over capacity again shortly after the construction process is completed. Level of Service Using the data collected for this project,ATS conducted a Level of Service(LOS)analysis at the critical intersections in the vicinity of the PT Land. 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 5.2. 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. In order to assess the future traffic conditions for the area ATS assembled all of the traffic data from the four other traffic impact studies prepared for this area. Each of the other traffic impact studies proj ect future traffic volumes at or near 2015 for the intersections adjacent to their properties, with some overlap. Each of the traffic studies projected future traffic volumes using different methods and made assumptions for background traffic growth rates to account for other developments in the area. Most of the traffic studies project only PM peak hour traffic volumes for the area since the PM peak period is usually the critical design hour for areas that are primarily commercial in nature. A review of the traffic volumes showed considerable consistency between the traffic volumes projected by the four traffic studies. Most of the adjacent intersections projected traffic volumes within 100 VPH on the main routes. Where differences in projected traffic volumes were greater than 100 VPH (mostly on North 19th Avenue),traffic volumes were factored to the more conservative projected volume at adjacent intersections. The most conservative projected turning movement volumes were selected at each intersection. The overall growth rate for this area is difficult to calculate. In order to produce a proj ected traffic volume scenario, ATS used traffic data from the other traffic impact studies created for this area. All of these studies (Mandeville Development, Lowe's, Stoneridge, Walton Homestead)assumed background traffic growth rates of 2-3%on top of the proj ected traffic from each respective development to a year at or near 2015. These traffic studies projected traffic volume with considerable consistency between the different projects. While a 2-3% background growth rate may seem low for this area, this 2-3% does not include the traffic from these individual projects (or the PT Land development). The overall traffic growth projected in this area between 2006 and 2015 with the PT land development and the other projects in this area is 60% (6% annual growth),which is in line with the existing growth Abelin Traffic Services 5 December, 2006 PT Land Development Bozeman, Montana rates in Bozeman. Table 1 shows the existing AM and PM 2006 LOS and Table 2 shows the projected PM 2015 LOS without the traffic from the PT Land Development but includes the projected traffic from the other four proposed developments in this area. The LOS calculations are included in Appendix C. Table 1 - Existing 2006 Level of Service Summary AM PM Intersection Delay LOS Delay LOS North 19t" & Baxter 11.4 B 12.9 B North 19"' & Tschache 7.4 A 9.2 A North 19th & Oak Street 28.4 C 36.3 D Oak Street & 15 In * 18.5/16.5 C/C 54.6/27.8 F/D Oak Street & 14 In* 24.4/15.6 C/C 35.0/22.9 D/C Oak Street & 11t" * 16.4/15.9 C/C 19.6/25.8 C/D Oak Street & North 7" 26.0 C 32.5 C *North bound/Southbound LOS. Table 1 shows that most of the intersections in the area are currently operating at acceptable levels under peak AM and PM traffic conditions. The table indicates that the PM peak hour delay is worse than the AM delay at all of the intersections. The intersection of North 19th Avenue and Oak Street is currently functioning at LOS D during the PM peak. The unsignalized intersections along Oak Street are also showing some operational problems. Table 2 - 2015 Level of Service Summary Without PT Land Development PM Peak Hour Intersection Delay LOS North 19t & Baxter 23.0 C North 19t" & Tschache 29.4 C North 19t" & Oak Street 58.2 E Oak Street & 15 fn * 350.0/58.6 F/F Oak Street & 14 in * 18.7/48.4 C/E Oak Street & 11 t" * 42.5/62.3 E/F Oak Street & North 7" 69.2 E *Northbound/Southbound LOS. Table 2 shows that by 2015, with the other developments in the area and the associated intersection improvements recommended with those developments, most of the signalized intersections will continue to function at acceptable levels of service. The LOS at the intersection of Oak Street and North 19th Avenue will fall to LOS E by 2015 with the currently Abelin Traffic Services 6 December,.2006 PT Land Development Bozeman, Montana a proposed reconstruction design. The LOS at the intersection of Oak Street and North 71h will also fall to E by 2015 under the current configuration. The LOS at this intersection could be improved to C by adding a designated right-turn lane of westbound traffic. The unsignalized intersections along Oak Street(I Ith, 10, and 15th)will all experience poor levels of service with the anticipated 2015 traffic volumes in this area. A review of the signalization warrants indicates that only the intersection of Oak Street and 15th Avenue will have sufficient traffic volumes to warrant signalization. The signalization warrant information is shown in Appendix D of this report. C. PROPOSED DEVELOPMENT The development currently under consideration for the PT Land includes 14 buildable lots on 48 acres of land between 15th Avenue and 1 lth Avenue zoned B-2. The proposed land uses for the site include a hotel/convention center (-200 rooms), office space, light industrial and manufacturing space,and retail space. The developers plan to connect Tschache Lane through from 19th Avenue to 11 th Avenue. Full build-out of the development is expected within the next five years. In order to be consistent with the other traffic studies for this area, ATS selected a design horizon of 2015 to project the future traffic volumes in the area. The layout of the proposed subdivision is shown in Figure 2. Due to physical constraints on the Northl 5th Avenue corridor the roadway will be constructed to a 42-foot wide street standard rather than the 45-foot standard as exists on 15th Avenue south of Oak Street. This cross-section change has been approved by the City of Bozeman. D. TRIP GENERATION AND ASSIGNMENT ATS performed a trip generation analysis to determine anticipated future traffic volumes from the proposed development. ATS used 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. Typically the critical traffic impacts on the intersections and roadways in commercial/industrial area occur during the weekday evening peak hours. At full build- out the proposed development would produce 176 AM peak hour trips,240 PM peak hour trips,and 2,813 daily trips. The trip generation rates and totals are shown in Table 3. Abelin Traffic Services 7 December, 2006 PT Land Development Bozeman,Montana �i T ; Figure 2 - Proposed Development ' , . F , ' 1 1 • k ----- i r 1O1 / d r • t ONDOERMAM . ypL ELNYON•NU6t8 MLAGE MOM 1 I •� I � a•+amlr - - - - •-n rA.��.1 -..wi�iwil•n ti CY"� •u wd or c•¢• � � -K till" 1i-r.-i4 J •:J IN .. �j� '�� .�••� f N.�r w�• • ry I _ y a_ Mro cy _ � I'l l�\�l RlcM11IY Abelin Traffic Services 8 December,2006 PT Land Development Bozeman, Montana Table 3 - 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 Hotel Convention 200 Center Rooms 0.56 112 0.59 118 8.17 1,634 1.4 Office Park Acres 25.65 36 28.28 40 195.11 273 20,000 Retail S.F. 1.03 21 3.75 75 42.94 859 Light 0.9 Industrial Acres 7.51 7 7.26 7 51.8 47 Total 176 240 2,813 E. TRIP DISTRIBUTION The traffic distribution and assignment for the proposed development was based upon the existing Average Daily Traffic(ADT)volumes and the other traffic studies produced for the area. Figure 3 shows the trip distribution by roadway and the overall trip distribution characteristics. Site- generated traffic volumes are shown on figures in Appendix B.Traffic is expected to distribute 25% to/from the north on 191h Avenue, 5% to/from the west on Baxter Lane, 5% to/from the west on Tschache Lane, 13%to/from the west on Oak Street,20%to/from the south on 19th Avenue,2%to from the south on 15th Avenue, 20%to/from the east on Oak Street, and 10% to/from the east on Baxter Lane. The anticipated trip distribution patterns are shown in Figure 3. The vehicle trip distribution shown on Figure 3 refers only to the proportion of vehicles distributing into the greater Bozeman area. The 5%of vehicles accessing via Tschache Lane refers only to the vehicles entering and leaving from Tschache Lane west of 19th Avenue. The proportion of vehicles using the roadways directly adjacent to the property will be significantly different. The proportion of vehicles using the roadways directly adjacent to the property, as used in the traffic study, are as follows: • 30%to/from Tschache Lane, • 20%to/from 15th Avenue, • 15%to/from 14th Avenue, • 10%to/from 1 lth Avenue, • 15%to/from Baxter Lane West, and • 10%to/from Baxter Lane East. Abelin Traffic Services 9 December, 2006 PT Land Development Bozeman, Montana Figure 3- Trip Distribution 25% 5% Baxter Lane 10% Proposed Tschache Lane Development 5% Site 19th Avenue Oak Street 0 13% 15th Avenue 20 0 20% 2% F. 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 LOS for 2015 conditions with the proposed development is shown in Table 4. These calculations are based on the projected model volumes included in Appendix B of this report. Table 4 indicates that most of the signalized intersections around the proposed development site will operate within acceptable limits through full buildout of the proposed PT Land development. The intersection of Oak Street and North 7th Avenue will require the installation of a designated right- turn lane for westbound in order to function properly through 2015 regardless of the construction of the PT Land development. Abelin Traffic Services 10 December,2006 PT Land Development Bozeman, Montana Table 4 — 2015 Level of Service Summary With PT Land Development PM Peak Hour Intersection Delay LOS North 19" & Baxter 23.3 C North 19" & Tschache 31.3 C North 19" & Oak Street 64.6 E Oak Street & 15t" * 512/127 F/F Oak Street & 14t" * 25.7/86.4 D/F Oak Street & 11 t" * 36.8/80.9 E/F Oak Street & North 71" 33.2** C *Northbound/Southbound LOS. **With the installation of a designated right-turn lane for westbound traffic. By 2015 the intersection of 19th Avenue and Oak Street will function at LOS E regardless of the construction of the proposed development and will require additional turn lanes to function properly. The intersection will require dual left-turn lanes for eastbound,westbound,and southbound traffic. The intersection will also need designated right-turn lanes for northbound and southbound traffic. These are the intersection modification recommended in the Stoneridge Development TIS. The recommended right-turn lanes are included with the current intersection reconstruction plans. If these modifications are performed the intersection will function at LOS C with 30.4 seconds of delay. The unsignalized intersections along Oak Street will continue to have operational problems. However, these problems will occur regardless of the PT Land development. ATS reviewed the operations of the unsignalized intersections to determine what mitigation measures could be taken. Both 15th and 11 th already have additional north/south lanes to improve intersection operations. The intersection at 14th Avenue does not have additional lanes,but this roadway is designated as a local route and is not intended to be utilized as a primary access and egress. The addition of extra lanes will not significantly improve the LOS at any of these three intersections. The only way to successfully improve the operations is with the installation of a traffic signal. A review of the signalization warrants indicates that only the intersection of 15th Avenue will have sufficient traffic volumes to meet signalization warrants, as was the case without the PT Land development. If this intersection were signalized it would function at LOS A. It should also be noted that traffic from the PT Land development will account for only 25% percent to the total north/south entering traffic volume at 1 lth Avenue and 23% at 15th Avenue. Both 15th Avenue and 11th Avenue are designated as collector routes. These routes are spaced appropriately to create a coordinated signal system along Oak Street. If the areas along 1 lth Avenue are developed and 1l1h Avenue is connected to Durston Road, the route will likely become a significant north/south route, similar to what has occurred along 151h Avenue. Once that land is developed it is likely that the intersection of 1 lth Avenue and Oak Street will need to be signalized. Abelin Traffic Services 11 December,2006 PT Land Development Bozeman,Montana If operational problems continue at the 141h Avenue/Oak Street intersection it would be more appropriate to restrict this intersection to right-out only movement, rather than signalizing the intersection. The grid networks north and south of Oak Street should provide good movement across Oak Street at 1l1h and 15th once these intersections are signalized. ATS reviewed the anticipated traffic volumes along Baxter Lane and Tschache Lane to determine if these roadways provide sufficient capacity under their current configuration(number of lanes). The PT Land development has six separate routes to access the area. This fact will help keep traffic volumes on any particular route low. It is anticipated that the ADT volume on Tschache west of the Lowe's entrance will be 7,000 VPD and that 2,000 VPD will use the roadway east of the Lowe's entrance. No additional lanes would be necessary for this level of traffic. Traffic volumes on Baxter Lane will increase by only 1,000 VPD with traffic from all of the proposed developments in the area. This will bring the ADT on this roadway to 5,000 VPD, which is appropriate for a two-lane road. G. NO BACKGROUND GROWTH TRAFFIC IMPACTS Based on comments provided by the City of Bozeman, traffic impacts for the area were also determined using only the existing traffic volumes plus the project traffic from the PT Land development. The results of the LOS analysis for this scenario are shown in Table 5. Table 5 - 2015 Level of Service Summary With PT Land Development- No Background Growth PM Peak Hour Intersection Delay LOS North 19th & Baxter 17.1 B North 19th & Tschache 14.3 B North 19t" & Oak Street 27.9 C Oak Street & 15 in * 71.7/32.7 F/D Oak Street & 14 in * 37.1/28.9 E/D Oak Street & 111" * 23.7/30.7 C/D Oak Street & North 7 F 32.4 C *North bound/Southbound LOS. Without including the background growth in this area the traffic impacts from the PT Land development would be minor. The unsignalized intersections along Oak Street would experience poor levels of service,but would not meet any signalization warrants. Only a designated right-turn lane for northbound traffic at Oak Street/19th Avenue would be needed. Abelin Traffic Services 12 December, 2006 PT Land Development Bozeman,Montana H. IMPACT SUMMARY The PT Land development will have six separate entrances to the site. This level of connection will keep traffic volumes within the development low(500-2,000 VPD) The intersection of North 19th Avenue/Oak Street will function at LOS E by 2015 regardless of the construction of the PT Land development and will require extensive intersection modifications. The unsignlized intersections along Oak Street are currently experiencing some operation problems which will be made worse by traffic from the PT Land development. Of the three unsignalized intersections along Oak Street, only the designated collector routes(11 h and 151h)would be appropriate locations for the installation of traffic signals. It is anticipated that only 151h Avenue will have sufficient traffic volumes to meet signalization warrants by full buildout of the PT Land development. If necessary, the intersection with 14th Avenue could be modified to a right-out only intersection. I. RECOMMENDATIONS After reviewing the traffic information,ATS has assembled the following recommendations for the PT Land Development. These recommendations include: • The developers should work with the City of Bozeman to help install a traffic signal at the intersection of 15th Avenue and Oak Street, keeping in mind that only 23 % of the traffic entering this intersection on the north and south legs will be from the PT Land development. • Traffic conditions at the intersection of 14th Avenue and Oak Street should be monitored. If the intersection experiences excessive delay due to left-turning vehicles or if an accident trend develops,then the intersection should be modified to a right-out only intersection on both the north and south legs. This recommendation is made regardless of the construction of the PT Land development. • The intersection of North 191h Avenue and Oak Street will need to be reconstructed to include dual left-turn lanes for eastbound, westbound, and southbound traffic. The intersection will also need designated right-turn lanes for northbound and southbound traffic. Due to the current growth in this area, the currently planned reconstruction of this intersection may not provide significant operational improvements past the projected completion data in the summer of 2007. It may be desirable to plan for the future reconstruction of this intersection and implement the larger reconstruction in conjunction with the currently improvements. Abelin Traffic Services 13 December;2006 APPENDIX A Traffic Data Abelin Traffic Services 130 South Howie Street Helena, MT 59601 Cars &Trucks 406 I59-1443 File Name : baxter Site Code : 00000000 Start Date : 4/19/2006 Page No : 1 Groups Printed-Unshifted-Bank 1 19th Avenue BAXTER 19th Avenue BAXTER Southbound Westbound Northbound Eastbound Start Time! Right Thru Left Pads Right Thru Left Pads Right Thru Left' Pads Right I Thru I Left 1 Peds ! Int.Total' 07:15 AM 1 15 166 11 0 6 5 4 0 5 93 9 01 13 9 1 0 337 07:30 AM 10 205 13 D 5 6 2 0 10 111 11 0 i 14 5 10 01 402 07:45 AM 10 281 16 0 2 7 13 0 14 131 6 0' 22 11 6 0 519 Total 35 652 40 0 13 18 19 0 29 335 26 0 49 25 17 0 1258 08:00 AM 19 235 10 0 11 10 12 0, 12 110 13 0 11 15 13 0 471 08:15 AM 16 214 14 0 14 8 12 0 9 119 9 0 27 12 7 0 461 08:30 AM 16 204 10 0 2 6 17 1 15 111 26 0 16 6 8 0 438 -BREAK"" _ _ Total; 51 653 34 01 27 24 41 1 36 340 48 0 54 33 28 0 : 1370 -BREAK- D4:15 PM 16 188 7 0 21 14 18 0 11 236 29 0; 27 5 15 0 587 04:30 PM 9 208 12 0 37 16 13 0 6 233 25 0 28 13 21 0 621 04:45 PM 11_ 216 12 0 24 17 21 0 4 264 32 0 29 15 16 0 661 Total 36 612 31 0 82 47 52 0 21 733 86 0 84 33 52 0 1869 05:00 PM! 12 201 9 0 32 17 36 0 7 253 20 01 15 13 19 01 634 05-15 PM 16 231 10 0 21 15 34 0 5 296 16 0' 29 9 9 0. 691 05.30 PM` 7 215 13 0 22 22 20 0 12 292 22 0 23 8 18 01 674 Grand Totals 157 2564 137 0 197 143 202 1 110 2249 218 0 254 121 143 01 6496 Apprch%1 5.5 89.7 4.8 0 36.3 26.3 37.2 0.2 4.3 87.3 8.5 0 49 23.4 27.6 0 Total%I 2.4 39.5 2.1 0 3 2.2 3.1 0 1.7 34.6 3.4 0 3.9 1.9 2.2 0 ___ Unshifted 145 2569 137 0 194 139 199 1 110 2186 210 0 251 118 137 0 6336 Unshifted 92.4 97.9 100 0 98.5 97.2_ 98_.5_ 100 100 97.2 96.3 0 98.8 97.5 95.8 0 _9T5 Bank 1 12 55 6 0 3 4 3 0 0 63 8 0' 3 3 6 0 160 %Bank 1 7.6 2.1 0 01 1.5 2.8 1.5 0 0 2.8 3.7 01 1.2 2.5 4.2 0 ' 2.5 Abelin Traffic Services 130 South Howie Street Helena, MT 59601 Cars &Trucks 406-459-1443 File Name : 15th Site Code : 00000000 Start Date : 4/20/2006 Page No : 1 Groups Printed-Unshifted _ _ 15th Ave Oak Street 15th Avenue Oak Street Southbound Westbound Northbound Eastbound Start Time . Right Thru i Left' Peds I Right Thru Left Peds Right Thru Left& Peds Right' Thru Left Peds Int.Total 07:16 AM , 0 0 1 0 0 50 18 0 11 0 6 0 13 73 0 0 172 07:30 AM 0 0 1 0 0 57 7 0 12 0 7 0 9 112 1 0 1 206 07:45 AM 0 1 2 01 1 95 8 0, 11 0 2 0 25 174 1 0 320 Total 0 1 4 0, 1 202 33 0 34 0 15 0, 47 359 2 0, 698 08:00 AM 1 0 0 0 0 80 17 0 13 0 5 0 24 116 0 0 256 08:15 AM 2 0 0 0 D 75 15 0 10 0 9 0 35 125 3 D; 274 08:30 AM 0 0 1 0 1 83 11 0! 13 0 10 0 i 6 118 1 01 244 —BREAK'"' __ _ _ _ _ Total' 3 0 1 0 1 238 43 0! 36 0 24 0, 65 359 4_ 0 774 —BREAK"" D4:15 PM 1 0 1 0 2 139 8 0 15 0 16 1 I 13 137 0 0 333 D4:30 PM 1 0 0 0 1 151 11 0 13 0 25 1 14 157 1 0 375 D4:45 PM 0 0 1 1 1 139 13 0 9 0 12_ 0 19 143 3 O. 341 Total 2 0 2 14-4 29 32 0 31 0 53 2 46 437 4 01 160 05:00 PM ; 0 0 0 0 0 211 18 0 16 0 16 0 16 136 0 0' 413 05:15 PM : 1 0 0 0 1 191 17 0 14 1 22 0 14 114 1 0 I 376 05:30 PM 4 0 0 0 1 171 11 0. 16 1 16 0 11 138 1 0; 370 Grand Total 1 10 1 7 1 8 1442 154 0! 153 2 146 2 199 1543 12 01 3680 Apprch% 52.6 5.3 368 53 0.5 89.9 9.6 D 50.5 0.7 48.2 0.7 11.3 88 0.7 01 Total% 0.3 0 02 0 0.2 39.2 4.2 0 I 4.2 0.1 4 0.1 5.4 41.9 0.3 0! Abelin Traffic Services 130 South Howie Street Helena, MT 59601 406459-1443 File Name : ptland5 Site Code : 00000000 Start Date : 4/25/2006 Page No : 1 Groups Printed-Unshifted-Bank 1 _ 11th Oak Street 11th Oak Street _ Southbound Westbound Northbound Eastbound Start Time i Rig_ht Thru I Left Peds Right Thru I Left i Peds Right Thru Left Peds Right Thru I Left: Peds I Int.Total 06:00 AM 1 0 2 D 3 46 0 1 1 1 0 0 0 0 61 3 11 119 06:15 AM 3 0 3 0. 3 73 0 0 D 0 1 0 0 84 0 0 167 06:30 AM 2 0 6 D 8 80 0 1 0 0 2 10-1 155 4 01 268 D6:45 AM 3 0 4 0 7 117 1 2 2 1 0 3 0 152 1 3 1 296 Total, 9 0 1s 01 21 316 1 4 3 1 3 13 0 452 10 21 850 07:00 AM 1 3 0 3 1 6 93 1 1 1 0 2 0 0 118 7 1 1 237 07:15 AM' 3 0 3 0 5 99 0 21 1 0 0 0 0 136 5 01 254 07:30 AM 1 0 4 0 2 86 0 0( 0 0 1 1 0 114 1 0 I 210 07:45 AM 2 0 3 0 9 76 0 21 _1 0 _ 0 0 0 107 2 0 202 Total 9 0 13 1 ' 22 354 1 5.� 3 0 3 1 0 475 15 1 903 " BREAK"" 03:00 PM 2 0 4 0 7 141 3 0 0 0 0 0 0 118 2 21 279 03:15 PM 1 0 5 1 4 154 2 4 1 0 0 0 0 123 0 0 295 03:30 PM 3 0 7 0 5 132 0 1 ; 0 0 1 0 0 122 4 1 276 03:45 PM 3 0 1 0 3 163 0 0 1 0 D 0 0 155 2 0 328 Total 9 0 17 1 ; 19 59D 5 51 2 0 1 0 0 518 8 3 1178 04:00 PM 1 4 0 9 01 2 200 1 01 0 0 0 0 2 152 1 0 371 04:15 PM 2 0 6 1 3 204 1 2! 0 0 2 0 5 145 0 1 372 04:30 PM; 3 0 4 0 2 201 0 01 1 0 1 1 0 143 0 0 356 04:45 PM 1 3 0 2 0 3 161 1 _1 0 0 0 0 1 141 2 0 315 Total, 12 0 21 1 10 766 3 3 1 0 3 1 8 501 3 1 1414 Grand Total I 39 0 66 3 72 2026 10 17! 9 1 10 15 8 2026 36 71 4345 ApprCh% 36.1 0 61.1 2.8 3.4 95.3 0.5 0.8 25.7 2.9 28.6 42.9 0.4 97.5 1.7 0.3 Total%: 0.9 0 1.5 0.1 1.7 46.6 0.2 0.4 0.2 0 0.2 0.3; 0.2 46.6 0.8 0.2 Unshiftedi 39 0 66 3 72 2026 10 17 9 1 10 15 8 2026 36 7 4345 %Unshftd 100 0 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 Bank 1 ' 0 0 0 01 0 0 0 0 0 0 0 0 0 0 0 0� 0 %Bank 1 0 0 0 0 0 0 0 0 0 D 0 0 0 0 0 01 0 APPENDIX B Traffic Model N I- n 1A CD $ 40 «.L 1� hrr N(D to m C4 CD N N N m v v r ��► htP '0!! C. 9 �an000 y JlI* 4L 7�+ htP o n N m o m 0 G Q IL to n N V N t9 D00 J i V ..L Z�+ of 0) V)LnQ� (D m m r Y S J14r•.t Jlv �L J1 r-L 1~ ha�i{P -ro htf' �� htP fD NJOfNY� NP7O NOS cm to � � N W Spa c� �m = Go3o �N t-m� ti J14r«t Z-►�I t f d m D N l+1 Q N COD N�A m O m ��N lh O N z.► ti t r O N m U)n O H) m �P N 0 0 0 Q J 14 r«t z� �tr cm o�n o ono '- � d O I N P)ImD�n h NOS N 017 N ffDD � m LE F a In p� = oCm m m�N t-V)N J 1 rot 1� 1tf• �-► '1tr z• titr pp omen meqv CN W-r O� mO v NLn YNf f0 no)la� �a IL N a J l�rr.L A Zpp�pp����pyp9t� H1rnN tOiN� O O ��► htP �2 O N v)N r m m O NO� Jl�r••L �tr O ONO E CIA �m G s m 8 8 Q IL N Y m V Nm en z-* ot t r► Q a m m 1- Y W 1.m m N m m 01 m 0 Co., m O a P. N1A O� mNm�-mom W M� cn Jl4 IL Jl��«.L Jit►r-L Z� htP �-► '`j1tP vo 'fife N N N N m Y �a~a g��o a N t J 916 1�► h t P rOINOImID I W N I L l7 n CO W / T I WNP7n a Z: C m N r n N O UU m ' myna UU m IL 0 E-Z0 N r� N N� N N tE 'N A OI O Y cnr Y N OI m O t7 N� r1A V r N Oi Oi Jl16 N 1� htP Z- htgo cn N V cn N Gi F- ❑9 0 b f 1 n a V N C C ~a�u$i yv m O Nc', m�N N m N O m W M of N!9 h N W N $ Jl�r�L Z� htr t9'N m ti A m m N N Q Jl�r�L cm N r m O IS V N CDO I N PJ v�rmarin LO J l 16 r z� htr W mNa✓I NN W U m O m CD m m m m m MIN mvO m 0.'-i�0�� N R c 401 4-1- 40116 1~a htf' S•► hir m lb N N 00 � )IL m a 04� r N r r 0)r JlV��i Ok m N ID CN� (D"N N� N m r 1 N W r N -a•► 'f t P r N m r n 10 N m ID nNOr O z-► �t�► N N N n N O lNV r� cm Jl�r�L -ate► h t P N O 400 10 N Y S O 10f! O)V IG O�l7 Wr m O n N N ID O ID r N N H7 N Ol N J l ro'L J 11.jr4ot. J l r m �-• �tr �tr i� ate► 4 fD<U1 Nmn mONNON O Mn vnv,4Ovm e�R nm $ m o m� CD r��a� a F-NS z APPENDIX C LOS Calculations SHORT REPORT Gowwal hWaTnuflon Site Wormafbn p •�" `< � . - } Analyst RLA Intersection Baxter 8 19th Agency or Co. Abelin Traffic Servies Area Type All other areas Date Performed 51112006 Jurisdiction Bozeman Time Period AM Peak Hour Analysis Year 2006 Voiwns and Input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of Lanes 1 1 0 1 1 0 1 2 0 1 2 0 Lane Group L TR L TR L TR L TR Volume(vph) 34 44 76 54 31 29 1 54 471 50 1 50 934 61 % Heavy Vehicles 0 0 0 0 0 0 0 0 0 0 0 0 PHF 0.84 0.84 0.84 0.85 0.85 0.85 0.95 0.95 0.95 0.85 0.85 0.85 Pretimed/Actuated (P/A) A A A A A A A A A A A A Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 --1 2.0 2.0 Extension of Effective Green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival Type 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 15.0 12.0 15.0 12.0 Parking/Grade/Parking N 0 N N 0 N N 0 N N 0 N Parking/Hour Bus Stops/Hour 0 0 0 0 0 0 0 0 Minimum Pedestrian Time 3.2 1 3.2 1 3.2 3.2 Phasing EW Perm 02 03 04 NS Perm 06 07 08 G= 25.0 G= G= G= G= 55.0 G= G= G= Timing Y= 4 Y= Y= Y= IY= 5 Y= Y= Y= Duration of Analysis hrs = 0.25 Cycle Length C= 89.0 La Capacity,C� D�Ea ne3 a 'tOS net?dbermination- EB WB NB SB Adjusted Flow Rate 40 142 64 70 57 549 59 1171 Lane Group Capacity 380 483 335 495 241 2203 562 2215 v/c Ratio 0.11 0.29 0.19 0.14 0.24 0.25 0.10 0.53 Green Ratio 0.28 10.28 0.28 0.28 0.62 10.62 0.62 0.62 Uniform Delay d1 23.7 25.1 24.3 24.0 7.6 7.7 6.9 9.6 Delay Factor k 0.11 0.11 0.11 0.11 0.11 0.11 0.11 0.13 Incremental Delay d2 0.1 FO.3 0.3 0.1 0.5 0.1 0.1 0.2 PF Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control Delay 23.8 . 24.6 24.1 8.1 7.7 7.0 9.9 Lane Group LOS C C C C A A A A Approach Delay 25.1 24.3 7.8 9.7 Approach LOS C C A A Intersection Delay 11.4 Intersection LOS B copyright 0 2005 University of Florida,All Rights Reserved HCS+rM Version 5.21 Generated: 12/28/2006 8:32 AM SHORT REPORT CXW""W I114'0"rallow 'SIM(l!1Y0l1 WAilow Analyst RLA Intersection Baxter& 19th Agency or Co. Abelin Traffic Servies Area Type All other areas Date Performed 511112006 Jurisdiction Bozeman Time Period PM Peak Hour Analysis Year 2006 EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of Lanes 1 1 0 1 1 0 1 2 0 1 2 0 Lane Group L TR L TR L TR L TR Volume(vph) 62 45 96 i11 71 99 90 1105 28 1 44 863 46 % Heavy Vehicles 0 0 0 0 0 0 0 0 0 0 0 0 PHF 0.85 0.85 0.85 0.83 0.83 0.83 0.94 10.94 0.94 0.93 0.93 0.93 Pretimed/Actuated (P/A) A A A A A A A A A A A A Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of Effective Green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival Type 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 15.0 12.0 15.0 12.0 Parking/Grade/Parking N 0 N N 0 N N 0 N N 0 N Parking/Hour Bus Stops/Hour 0 0 0 0 0 0 0 0 Minimum Pedestrian Time 3.2 3.2 3.2 3.2 Phasing EW Perm 02 03 04 NS Perm 06 07 08 G= 25.0 G= G= G= G= 55.0 G= G= G= Timing Y= 4 Y= Y= 1Y= Y= 5 Y= Y= Y= Duration of Analysis(hrs) = 0.25 Cycle Length C= 69.0 Lane Group Capacity, CodW Walk,'and LOS [iikiWi "Fo : EB WB NB SB Adjusted Flow Rate 73 166 134 205 96 1206 47 977 Lane Group Capacity 279 479 313 487 321 2227 228 2219 v/c Ratio 0.26 0.35 0.43 0.42 0.30 0.54 0.21 0.44 Green Ratio 10,28-0,28 0.28 0.211 0.62 0.62 0.62 0.62 Uniform Delay d1 24.8 25.5 26.2 26.1 8.0 9.8 7.4 8.9 Delay Factor k 0.11 0.11 0.11 0.11 0.11 0.14 0.11 0.11 Incremental Delay d2 0.5 0.4 0.9 0.6 0.5 0.3 0.5 0.1 PF Factor 1.000 1.000 1.000 1.000 1.000 11.000 1.000 1.000 Control Delay 25.3 25.9 27.1 26.7 8.5 10.0 7.9 9.1 Lane Group LOS C C C C A B A A Approach Delay 25.7 26.9 9.9 9.0 Approach LOS C C A A Intersection Delay 12.9 Intersection LOS B Copyright 0 2005 University of Florida,All Rights Reserved HCS+TM Version 5.21 Generated: 12/2W006 8:32 AM SHORT REPORT G rPo #t offnatiien y Sits k&Mwr&ffl z . ..:;. :_-a Analyst RLA Intersection Tschache& 19th Agency or Co. Abeiin Traffic Servies Area Type All other areas Date Performed 51112006 Jurisdiction Bozeman Time Period AM Peak Hour Analysis Year 2006 EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of Lanes 0 1 0 0 1 0 1 2 0 1 2 1 Lane Group LTR LTR L TR L T R Volume(vph) 23 0 31 2 1 6 42 550 8 10 943 2 % Heavy Vehicles 0 0 0 0 0 0 0 0 0 0 0 0 P H F 0.82 0.82 0.82 0.82 0.82 0.82 0.95 0.95 0.95 0.85 0.85 0.85 Pretimed/Actuated (P/A) A A A A A A A A A A A A Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of Effective Green 2.0 1 2.0 2.0 2.0 2.0 1 2.0 2.0 Arrival Type 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 0 0 l 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 15.0 12.0 15.0 12.0 12.0 Parking/Grade/Parking N 0 N N 0 N N 0 N N 0 N Parking/Hour Bus Stops/Hour 0 0 0 0 0 0 0 Minimum Pedestrian Time 3.2 3.2 1_� 3.2 3.2 Phasing EW Perm 02 03 04 NS Perm 1 06 07 08 G= 20.0 G= G= G= G= 60.0 IG= G = G= Timing Y= 4 Y= Y= Y= Y= 5 1 Y= Y= Y= Duration of Analysis hrs = 0.25 Cvcle Length C= 89.0 Lane G C Con�rot and L t�Sa le>tielrft�ilAa ion EB WB NB SB Adjusted Flow Rate 66 I 10 44 587 12 1109 2 Lane Group Capacity 355 376 309 2434 597 2439 1089 v/c Ratio �0.19 0.03 0.14 0.24 0,02 0.45 0.00 Green Ratio 0.22 0.22 0.67 0.67 0.67 0.67 0.67 Uniform Delay d1 27.9 26.9 5.2 5.6 4.8 6.6 4.7 Delay Factor k 0.11 0.11 0.11 0.11 0.11 0.11 0.11 Incremental Delay d2 0.3 0.0 0.2 0.1 0.0 0.1 0.0 PF Factor 1.000 1.000 1.000 1.000 1.000 J 1.000 1.000 Control Delay 28.2 26.9 5.4 5.7 4.8 6.9 4.7 Lane Group LOS C C A A A A A Approach Delay 26.2 26.9 5.7 6.9 Approach LOS C C A A Intersection Delay 7.4 Intersection LOS A Copyright 0 20135 University of Florida,All Rights Reserved HCS+TM Version 5.21 Generated: 12128/2006 8:33 AM SHORT RECC LPPO.RT.. ndMn 3 ?R Analyst RLA Intersection Tschache& 19th Agency or Co. Abelin Traffic Servies Area Type All other areas Date Performed 511112006 Jurisdiction Bozeman Time Period PM Peak Hour Analysis Year 2006 VoltnaA ww Thoft input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of Lanes 0 1 0 0 1 0 1 2 0 1 2 1 Lane Group LTR LTR L TR L T R Volume(vph) 52 5 52 25 3 79 76 1150 11 41 1054 8 % Heavy Vehicles 0 0 0 0 0 0 0 0 0 0 0 0 PHF 0.87 0.87 0.87 0.82 0.82 0.82 0.93 0.93 0.93 0.91 0.91 0.91 Pretimed/Actuated (P/A) A A A A A A A A A A A A Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of Effective Green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival Type 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 15.0 15.0 15.0 12.0 15.0 12.0 12.0 Parking/Grade/Parking N 0 N N 0 N N 0 N N 0 N Parking/Hour Bus Stops/Hour 0 0 0 0 0 0 0 Minimum Pedestrian Time 3.2 3.2 3.2 3.2 Phasing EW Perm 02 03 04 NS Perm 06 07 08 G = 20.0 G= G= G= G= 60.0 G= G= G= Timing Y= 4 Y= Y= Y= JY= 5 Y= Y= Y= Duration of Analysis (hrs) = 0.25 C cle Len th C = 89.0 nano GrmMC8P= CO"ftcl DOMY,and UM EB WB NB SB Adjusted Flow Rate 126 130 82 1249 45 1158 9 Lane Group Capacity 364 388 289 2435 254 2439 1089 V/c Ratio 0.35 0.34 0.28 0.51 0.18 0.47 0.01 Green Ratio 0.22 0.22 0.67 10.67 1 10.67 0.67 0.67 Uniform Delay d1 29.0 26.9 5.8 7.2 1 5.4 6.9 4.8 Delay Factor k 0.11 0.11 0.11 10.12 1 0.11 0.11 0.11 Incremental Delay d2 0.6 0.5 0.5 0.2 0.3 0.1 0.0 PF Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control Delay 29.6 29.4 6.4 7.4 5.7 7.1 4.8 Lane Group LOS C C A A A A A Approach Delay 29.6 29.4 7.3 7.0 Approach LOS C C A A Intersection Delay 9.2 Intersection LOS A Copyright 0 2005 University of Florida,All Rights Reserved HCS+TM Version 5.21 Generated: 12/28/2006 8:33 AM SHORT REPORT Canen1 Site informal " ra; Analyst RLA Intersection Oak Street& 19th Agency or Co. Abelin Traffic Servies Area Type All other areas Date Performed 511112006 Jurisdiction Bozeman Time Period AM Peak Hour Analysis Year 2006 i Vokmw and Tknkm hvtd .:. - EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of Lanes 1 1 0 1 1 1 1 2 0 1 2 0 Lane Group L TR L T R L TR L TR Volume (vph) 140 200 13 86 90 181 11 336 200 200 650 110 % Heavy Vehicles 0 0 0 0 0 0 0 0 0 0 0 0 PHF 0.78 0.78 0.78 0.93 0.93 0.93 0.96 0.96 0.96 0,85 0.85 0.85 Pretimed/Actuated (P/A) A A A A A A A A A A A A Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of Effective Green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival Type 3 3 3 3 3 13 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 Lane Width 14.0 12.0 14.0 12.0 12.0 15.0 12.0 15.0 12.0 ParkingiGrade/Parking N 0 N N 0 N N 0 N N 0 N Parking/Hour Bus Stops/Hour 0 0 0 0 0 0 0 0 0 Minimum Pedestrian Time 3.2 3.2 3.2 3.2 Phasing WB Only EW Perm 03 04 Excl. Left I NS Perm 07 08 G= 8.0 G= 45.0 G= G= G = 7.0 1 G= 45.0 G= G = Timing Y= 3 Y= 4 Y= Y= Y= 3 IY= 5 Y= Y= Duration of Analysis f hrs = 0.25 C cle Length C= 120.0 Lane-. GoittroI Delay;amd LIDS Detennina6on EB WB NB SB Adjusted Flow Rate 179 273 92 97 195 11 558 235 894 Lane Group Capacity 528 706 484 887 754 247 1281 389 1327 v/c Ratio 0.34 0.39 0.19 0.11 0.26 0.04 0.44 0.60 0.67 Green Ratio 0.38 0.38 0.47 0.47 0.47 0,47 0.38 0.47 0.38 Uniform Delay d1 26.9 27.4 16.2 18.0 19.4 19.6 28.0 27.4 31.4 Delay Factor k 0.11 0.11 0.11 0.11 0.11 0.11 0.11 0.19 0.25 Incremental Delay d2 0.4 0.4 0.2 0.1 0.2 0.1 0.2 2.7 1.4 PF Factor 1.000 1.000 1.000 1.000 1,000 1.000 1.000 1.000 1.000 Control Delay 27.2 27.6 18.4 16.0 1 19.6 19.7 28.3 30.1 32.7 Lane Group LOS C C B B B B C C C Approach Delay 27.6 18.9 28.1 32.2 Approach LOS C B C C Intersection Delay 28.4 Intersection LOS C Copyright m 2005 University of Florida,All Rights Reserved HCS+TM Version 5.21 Generated: 12/13/2006 8:54 AM SHORT REPORT General Ir>ttonnatiort �,� f:., �i� ' SitgAiforquam Analyst RLA Intersection Oak Street& 19th Agency or Co. Abelin Traffic Servies Area Type All other areas Date Performed 511112006 Jurisdiction Bozeman Time Period PM Peak Hour Analysis Year 2006 Vohmw and Thrilling lnptft 't EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of Lanes 1 1 0 1 1 1 1 2 10 1 2 0 Lane Group L TR L T R L TR L TR Volume(vph) 149 174 7 306 242 179 25 900 254 200 750 160 % Heavy Vehicles 0 0 0 0 0 0 0 0 0 0 0 0 PHF 0.62 0.82 0.83 0.82 0.82 0.82 0.93 0.93 0.93 0.91 0.91 0.91 Pretimed/Actuated (P/A) A A A A A A A A A A A A Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of Effective Green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival Type 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 10 0 0 0 0 0 0 0 0 0 0 0 Lane Width 14.0 12.0 14.0 12.0 12.0 15.0 12.0 15.0 12.0 Parking/Grade/Parking N 0 N N 0 N N 0 N N 0 N Parking/Hour Bus Stops/Hour 0 0 0 0 0 0 0 0 0 Minimum Pedestrian Time 3.2 3.2 3.2 3.2 Phasing WB Only EW Perm 03 04 Excl. Left NS Perm 07 08 G= 11.0 G = 32.0 G= G= G= 12.0 G= 50.0 G= G = Timing Y= 3 Y= 4 Y= Y= IY= 3 Y= 5 Y= Y= Duration of Analysis(hrs =0.25 �Cy-cle Length C= 120.0 L8{i@up Capeft, Contrd - iT1d' Q� 691711�A Q11 EB WB NB SB Adjusted Flow Rate 182 220 373 295 218 27 1241 220 1000 Lane Group Capacity 313 504 425 728 619 330 1457 269 1467 v/c Ratio 0.58 1,0.44 0.88 0.41 0.35 0.08 0.85 0.82 0.68 Green Ratio 0.27 0.27 0.39 0.38 0.38 0.56 0.42 0.56 0.42 Uniform Delay di 38.2 36.5 37.3 27.0 26.4 15.5 31.6 31.9 28.5 Delay Factor k 0.17 0.11 0.40 0.11 0.11 I0.11 0.38 0.36 0.25 Incremental Delay d2 2.7 0.6 18.4 1 0.4 0.3 0.1 5.1 17.7 1.3 PF Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control Delay 40.9 37.1 55.8 27.4 126.7 15.6 1. 36.7 49.6 29.8 Lane Group LOS D D E C C D D C Approach Delay 38.8 39.2 36.3 33.4 Approach LOS D D D C Intersection Delay 36.3 Intersection LOS D Copyright®2005 University of Florida.All Rights Reserved HCS+TM Version 5.21 Generated: 12/13/2006 8:55 AM SHORT REPORT Gsli�anl O+i Ski infwumfion Analyst RLA Intersection Oak&N7th Agency or Co. Abelin Traffic Services Area Type All other areas Date Performed 511112006 Jurisdiction Bozeman Time .�Period J AM Peak Hour Analysis Year 2006 Voktawo and Inixtt .Y EB WB� NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of Lanes 1 1 1 1 1 0 1 2 1 1 2 1 Lane Group L T R L TR L T R L T R Volume (vph) 246 152 118 57 112 71 53 395 36 276 826 155 % Heavy Vehicles 0 0 0 0 0 0 0 0 0 0 0 0 PHF 0.87 0.87 0.87 0.86 0.86 0.86 0.92 0.92 0.92 0.80 0.60 0.80 Pretimed/Actuated(P/A) A A A A A A A A A A A A Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of Effective Green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival Type 3 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 14.0 12.0 13.0 14.0 15.0 15.0 12.0 12.0 15.0 12.0 12.0 Parking/Grade/Parking N 0 N N 0 N N 0 N N 0 N Parking/Hour Bus Stops/Hour 0 0 0 0 0 0 0 0 0 0 0 Minimum Pedestrian Time 3.2 3.2 3.2 3.2 Phasing Excl. Left EW Perm 03 04 Excl. Left NS Perm 07 08 G= 10.0 G= 25.0 G= G= G = 11.0 G= 30.0 G= G= Timing Y= 3 IY= 4 1 Y= Y= IY= 3 Y= 4 Y= Y= Duration of Analysis hrs = 0.25 Cvcle Length C = 90.0 Lane - OT1tf0 ' andt-1OS 13eLbIR1711[;tafil3rf EB WB NB SB Adjusted Flow Rate 283 175 �136 66 �213 58 �429 39 345 1032 194 Lane Group Capacity 499 528 464 534 547 336 1206 538 540 1206 538 v/c Ratio 0.57 0.33 0.29 0.12 0.39 0.17 0.36 0.07 0.64 0.86 0.36 Green Ratio 0.43 0.28 0.28 0.43 0.28 0.50 0.33 0.33 0.50 0.33 0.33 Uniform Delay d1 17.5 25.9 25.6 15.2 26.3 15.5 22.7 20.5 14.2 28.0 22.7 Delay Factor k 0.16 0.11 0.11 0.11 0.11 0.11 0.11 0.11 0.22 0.39 0.11 Incremental Delay d2 1.5 0.4 0.4 0.1 0.5 0.2 0.2 0.1 2.5 6.3 0.4 PF Factor 1.000 11.000 1.000 1.000 1.000 11.000 1.000 1.000 1.000 11.000 1.000 Control Delay 19.0 26.2 25.9 115.4 26.6 15.8 22.9 20.6 16.8 134.2 123.1 Lane Group LOS B C C B C B C C B C C Approach Delay 22.7 24.1 21.9 29.0 Approach LOS C C C C Intersection Delay 26.0 Intersection LOS C Copyright 0 2005 University of Florida,All Rights Reserved HCS+TM Version 5.21 Generated: 12/13/2006 8:54 AM SHORT REPORT Gerw :won Site Wortnwtcon r E. Analyst RLA Intersection Oak 8 N7th Agency or Co. Abelin Traffic Services Area Type All other areas Date Performed 511112006 Jurisdiction Bozeman Time Period PM Peak Hour Analysis Year 2006 Volunn and Timis - ` EB WB NB SB LT TH RT LT TH RT LT TH R LT TH RT Number of Lanes 1 1 1 1 1 0 1 2 19 1 2 1 Lane Group L T R L TR L T R L T R Volume (vph) 232 193 124 112 266 145 178 904 105 178 608 274 % Heavy Vehicles 0 0 0 0 0 0 0 0 0 0 0 0 PHF 0.85 0.85 0.85 0.80 0.80 0.80 0.85 0.65 0.85 0.91 0.91 0.91 Pretimed/Actuated (PIA) A A A A A A A A A A A A Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of Effective Green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival Type 3 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 14.0 12.0 12.0 14.0 15.0 15.0 12.0 12.0 15.0 12.0 12.0 Parking/Grade/Parking N 0 N N 0 N N 0 N N 0 N Parking/Hour Bus Stops/Hour 0 0 0 0 0 0 0 0 0 0 0 Minimum Pedestrian Time 3.2 3.2 3.2 3.2 Phasing Excl. Left EW Perm 03 04 Excl. Left I NS Perm 07 08 G = 10.0 G= 30.0 G= G= G= 8.0 G= 28.0 G= G= Timing Y= 3 Y= 4 Y= Y. Y= 3 Y= 4 Y= Y= Duration of Analysis hrs =0.25 Cycle Length C = 90.0 Ung a ^.DHt@R111Rarbt3lt .� :_ rc:>Kc xF� f EB WB NB SB Adjusted Flow Rate 273 227 146 140 513 209 1064 124 196 668 301 Lane Group Capacity 322 633 538 566 660 334 1126 502 270 1126 502 v/c Ratio 0.85 0.36 0.27 0.25 0.78 0.63 0.94 0.25 0.73 0.59 0.60 Green Ratio 0.49 0.33 10.33 0.49 0.33 1 0.44 10.31 0.31 0.44 0.31 0.31 Uniform Delay d1 18.1 22.7 22.0 13.1 27.0 17.2 30.2 23.1 20.2 26.2 26.3 Delay Factor k 0.38 ,0.11 0.11 0.11 0.33 0.21 0.46 0.11 0.29 0.18 0.19 Incremental Delay d2 18.7 1 0.3 0.3 0.2 5.9 3.7 15.4 0.3 9.4 0.8 2.0 PF Factor 1.000 1.000 1,000 1.000 1.000 1,000 1.000 1.000 1.000 11.000 1.000 Control Delay 36.8 23.1 22.3 13.4 32.9 20.9 45.7 23A 29.6 27.0 28.2 Lane Group LOS D C C B C C D C C C C Approach Delay 28.7 28.7 40.0 27.8 Approach LOS C C D C Intersection Delay 32.5 Intersection LOS C Copyright 0 2005 University of Florida,All Rights Reserved HCS+TM Version 5.21 Generated: 12/13/2006 8:54 AM TWO-WAY STOP CONTROL SUMMARY Caermid 19ml6iftn Analyst RLA Intersection Oak& 15th Agency/Co. Abelin Traffic Services Jurisdiction Bozeman Date Performed 511112006 Analysis Year 2006 Analysis Time Period AM Peak Hour Project Description PT Land Development East/ West Street: Oak Street North/South Street: 15th Avenue Intersection Orientation: East-West IStudy Period hrs : 0,25 Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h 5 553 90 51 333 2 Peak-Hour Factor, PHF 0.79 0.79 0.79 0.93 0.93 0.93 Hourly Flow Rate, HFR 6 699 113 54 358 2 veh/h Percent Heavy Vehicles 0 - - 1 0 - - Median Type Undivided RT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR Upstream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h 26 0 47 3 1 3 Peak-Hour Factor, PHF 0.79 0.79 0.79 0.58 0.58 0.58 Hourly Flow Rate, HFR 32 0 59 5 1 5 veh/h) Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 11 1 0 1 1 0 Configuration I L TR L TR Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L L TR L TR v(veh/h) 6 54 32 59 5 6 C (m)(veh/h) 1210 823 170 600 226 480 v/c 0.00 0.07 0.19 0.10 0.02 1 0.01 95%queue length 0.01 0.21 0.67 1 0.33 0.07 0.04 Control Delay (s/veh) 8.0 9.7 31.0 11.7 21.1 12.6 LOS A A D B C B Approach Delay (s/veh) - - 18.5 16.5 Approach LOS - - C L C Copyright 0 2005 University of Florida,All Rights Reserved HCS+TM Version 5.21 Generated: 12/28/2006 9:09 AM TWO-WAY STOP CONTROL SUMMARY General le> ocilrra on S' li 3*fournation-_ 4 Analyst RLA Intersection Oak& 15th Agency/Co. Abelin Traffic Services Jurisdiction Bozeman Date Performed 511112006 Analysis Year 2006 Analysis Time Period PM Peak Hour Project Description PT Land Development EastlWest Street: Oak Street North/South Street: 15th Avenue Intersection Orientation: East-West IStudy Period Mrs): 0.25 Vehicle w6166ti wnd AdImtments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T 4- R L T R Volume(veh/h) 5 550 63 59 692 3 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.82 0.82 0.82 Hourly Flow Rate, HFR 5 611 70 71 843 3 (veh/hl Percent Heavy Vehicles 0 1 - - 0 - - Median Type Undivided RT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR Upstream Signal 0 I 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h) 75 1 52 1 1 2 Peak-Hour Factor, PHF 0.83 0.83 0.83 0.50 0.50 0.50 Hourly Flow Rate, HFR 90 1 62 2 2 4 (veh/h) Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 1 1 0 1 1 0 Configuration L TR L TR Cl imm attld .e ei of Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L L TR L TR v(veh/h) 5 71 90 63 2 6 C(m)(veh/h) 800 921 126 603 101 203 v/c 0.01 0.08 0.71 0.10 0.02 0.03 95% queue length 0.02 0.25 3.98 0.35 0.06 0.09 Control Delay(s/veh) 9.5 9.2 64.7 11.7 41.4 23.3 LOS A A F B E C Approach Delay (s/veh) - -- 54.6 27.8 Approach LOS - - F D Copyright 0 2005 University of Florida,All Rights Reserved HCS+TM Version 521 Generated: 12/28/2006 9:1DAM TWO-WAY STOP CONTROL SUMMARY GefiarW horn+at�OrA�, ` .She inwon n":, Analyst RLA Intersection Oak& 14th Agency/Co. Abelin Traffic Services Jurisdiction Bozeman Date Performed 511112006 Analysis Year 2006 Analysis Time Period AM Peak Hour Proiect Description PT Land Development East/West Street: Oak Street North/South Street: 14th Avenue Intersection Orientation: East-West IStudy Period (hrs): 0.25 vewaalvobit nliees attd AcRusfteift = y Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume(veh/h) 23 583 0 3 404 1 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.83 0.83 0.83 Hourly Flow Rate, HFR 24 633 0 3 486 1 (veh/h Percent Heavy Vehicles 0 — — 0 — — Median Type Undivided RT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR Upstream Signal 0 I I 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 0 1 0 13 0 12 Peak-Hour Factor, PHF 0.50 0.50 0.50 0.87 0.67 0.67 Hourly Flow Rate, HFR 0 2 0 14 0 13 (veh/h) Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LTR LTR v (veh/h) 24 3 2 27 C (m)(veh/h) 1086 960 188 366 v/c 0.02 0.00 0.01 0.07 95%queue length 0.07 0.01 0.03 0.24 Control Delay (s/veh) 6.4 8.8 24.4 15.6 LOS A A C C Approach Delay (s/veh) — — 24.4 15.6 Approach LOS — — C C Copyright©2005 University of Florida,All Rights Reserved HCS+TM Version 5.21 Generated: 12/28 2006 9:08 AM TWO-WAY STOP CONTROL SUMMARY GelnlwW blikirm Ilon Slfbe fitfoirmsitor>F Analyst RLA Intersection Oak& 14th Agency/Co. Abelin Traffic Services Jurisdiction Bozeman Date Performed 511112006 Analysis Year 2006 Analysis Time Period PM Peak Hour Project Description PT Land Development East/\Nest Street: Oak Street North/South Street: 14th Avenue Intersection Orientation: East-West IStudy Period (hrs): 0.25 Vehide Voku"Se and Ad uaftent8c Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 10 603 0 2 783 1 Peak-Hour Factor, PHF 0.96 0.96 0.96 0.93 0.93 0.93 Hourly Flow Rate, HFR 10 628 0 2 f 841 1 (veh/h Percent Heavy Vehicles 0 — — 0 — — Median Type Undivided RT Channelized 0 0 Lanes 1 2 0 1 2 0 Config u ration L T TR L T TR U stream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 0 1 0 15 0 20 Peak-Hour Factor, PHF 0.50 0.50 1 0.50 0.63 0.63 0.63 Hourly Flow Rate, HFR 0 2 0 23 0 31 (veh/h Percent Heavy Vehicles 0 0 1 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 ! 1 0 Configuration LTR LTR Gusto and Lswl of ServiceM �_.,� - Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 I 9 10 11 12 Lane Configuration L L LTR LTR v (veh/h) 10 2 2 54 C (m) (veh/h) 802 964 122 255 v/c 0.01 0.00 0.02 0.21 95%queue length 0.04 0.01 0.05 0.78 Control Delay (s/veh) 9.5 8.7 35.0 22.9 LOS A A D C Approach Delay (s/veh) — — 35.0 22.9 Approach LOS — — D C Copyright 0 2005 University of Florida,All Rights Reserved HCS+TM Version 5.21 Generated: 12/28/2006 9:08 AM TWO-WAY STOP CONTROL SUMMARY Analyst RLA Intersection Oak& 11th Agency/Co. Abelin Traffic Services Jurisdiction Bozeman Date Performed 511112006 Analysis Year 2006 Analysis Time Period AM Peak Hour Project Description PT Land Development N East/West Street: Oak Street orth/South Street: 11th Avenue Intersection Orientation: East-West IStudy Period hrs): 0.25 Vei�icie'Yolnes+es and ..:,�i� Major Street Eastbound Westbound Movement 1 2 1 3 4 5 6 L T R L T R Volume veh/h 19 561 0 2 369 26 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.83 0.83 0.83 Hourly Flow Rate, HFR 20 609 0 2 468 31 veh/h Percent Heavy Vehicles 0 - - 0 - - Median Type Undivided RT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR Upstream Signal 0 1 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R 'Volume veh/h 4 1 4 16 0 11 Peak-Hour Factor, PHF 0.65 0.65 0.65 0.87 0.87 0.87 Hourly Flow Rate, HFR 6 1 6 18 0 12 veh/h Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 1 Configuration LTR LT R pday,avelift tiflllll LM/0,61SMVIC0_'. S• Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LTR LT R v(veh/h) 20 2 13 18 12 C (m) (veh/h) 1075 979 330 1 258 756 v/c 0.02 0.00 0.04 0.07 0.02 95%queue length 0.06 0.01 0.12 0.22 0.05 Control Delay (s/veh) 8.4 8.7 16.4 20.0 9.8 LOS A A C C A Approach Delay (s/veh) - - 16.4 15.9 Approach LOS - - C C Copyright 0 2005 University of Florida.All Rights Reserved HCS+TM Version 5.21 Generated: 12/26/2006 9:17 AM TWO-WAY STOP CONTROL �SUMMARY ��ffifDrmaio]1 �=/a .tom •-Y.` Lam, Analyst RLA Intersection Oak& 11th Agency/Co. Abelin Traffic Services Jurisdiction Bozeman Date Performed 511112006 Analysis Year 2006 Analysis Time Period PM Peak Hour Project Description PT Land Development EastANest Street: Oak Street North/South Street: 11 th Avenue Intersection Orientation: East-West IStudy Period (hrs): 0.25 Vel &4&-►*16iVM and:k#d" rths Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R 'Volume vehlh 3 595 7 2 768 10 Peak-Hour Factor, PHF 0.96 0.96 0.96 0.93 0.93 0.93 Hourly Flow Rate, HFR 3 619 7 2 825 10 (veh/h Percent Heavy Vehicles 0 - - 0 - - Median Type Undivided RT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR Upstream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h) 3 0 2 20 0 12 Peak-Hour Factor, PHF 0.50 0.50 0.50 0.64 0.64 0.64 Hourly Flow Rate, HFR 6 0 4 31 0 18 veh/h Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 1 Configuration LTR LT R t end Lovellof Service ` ;< Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LTR LT R v(veh/h) 3 2 10 31 18 C (m)(veh/h) 807 965 256 154 589 v/c 0.00 0.00 0.04 0.20 0.03 95%queue length 0.01 0.01 0.12 0.72 0.09 Control Delay (s/veh) 9.5 1 8.7 19.6 34.2 11.3 LOS A A C D B Approach Delay(s/veh) -- - 19.6 25.8 Approach LOS - - C D copyright 0 2005 University of Florida,All Rights Reserved HCS+TM Version 5.21 Generated: 12M/2006 9:18 AM SHORT REPORT Graf liar 5e trri+ormatloa. <:., Analyst RLA Intersection Baxter& 19th Agency or Co. Abelin Tragic Servies Area Type All other areas Date Performed 511112006 Jurisdiction Bozeman Time Period PM Peak Hour Analysis Year 2015 Without PT Land =111111; EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of Lanes 1 1 1 1 1 1 1 2 0 1 2 0 Lane Group L T R L T R L TR L TR Volume (vph) 95 83 144 139 178 293 122 1595 40 104 1218 55 % Heavy Vehicles 0 0 0 0 0 0 0 0 0 0 0 0 PHF 0.85 0.85 0.85 0.83 0.83 0.83 0.94 0.94 0.94 0.93 0.93 0.93 Pretimed/Actuated (P/A) I A A A A A A A A A A A A Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of Effective Green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival Type 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 13.0 Ped/Bike/RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 15.0 12.0 15.0 12.0 Parking/Grade/Parking N 0 N N 0 N N 0 N N 0 N Parking/Hour Bus Stops/Hour 0 0 0 0 0 0 0 lo 0 0 Minimum Pedestrian Time 3.2 3.2 I 3.2 3.2 Phasing EW Perm 02 1 03 04 Excl. Left 1 NS Perm 07 08 Timing G= 26.0 G= IG= G = G= 7.0 G= 55.0 G= G= Y= 4 Y= Y= Y= Y= 3 Y= 5 Y= Y= Duration of Analysis (hrs) = 0.25 f 1 C cle L---" C= 100.0 c�nba Deis aind`LOS Deco ninatic4i�"' 1�> Eg IW6 NB SB Adjusted Flow Rate 112 98 1 169 167 214 353 130 1740 112 1369 Lane Group Capacity 237 494 598 339 494 598 264 1982 222 1977 v/c Ratio 0.47 0.20 0.28 0.49 0.43 0.59 0.49 0.88 0.50 0.69 Green Ratio 0.26 0.26 0.37 0.26 0.26 0.37 0.67 0.55 0.67 0.55 Uniform Delay d1 31.2 28.9 22.2 31.4 30.9 25.4 12.3 19.6 16.9 16.4 Delay Factor k 0.11 0.11 0.11 0.11 0.11 0.18 0.11 0.40 0.11 0.26 Incremental Delay d2 1.5 0.2 0.3 1.1 0.6 1.6 1.4 1 4.9 1.9 1.1 PF Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 11.000 1.000 1.000 Control Delay 32.7 29.1 22.4 32.5 31.5 26.9 13.8 24.4 20.8 17.4 Lane Group LOS C C I C C C C B C C B Approach Delay 27.2 29.5 23.7 17.7 Approach LOS C C C B I Intersection Delay 23.0 Intersection LOS C Copyright©2005 University of Florida,All Rights Reserved HCS+TM Version 5.21 Generated: 12/28/2006 8:35 AM SHORT REPORT feral kvhxtfmtk"!. Stte Mfomudiott - Analyst RLA Intersection Tschache& 19th Agency or Co. Abelin Traffic Servies Area Type All other areas Date Performed 51112006 Jurisdiction Bozeman Time Period PM Peak Hour Analysis Year 2015 Without PT Land Volume and Timing InPA EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of Lanes 1 1 0 1 1 0 1 2 1 1 2 1 Lane Group L TR L TR L T R L T R Volume(vph) 164 16 148 163 25 168 118 1878 110 113 1444 84 % Heavy Vehicles 0 0 0 0 0 0 0 0 0 0 0 0 PHF 0.87 0.87 0.87 0.82 0.82 0.82 0.93 0.93 0.93 0.91 0.91 0.91 Pretimed/Actuated (P/A) A A A A A A A A A A A A Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of Effective Green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival Type 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 15.0 12.0 15.0 15.0 12.0 12.0 15.0 12.0 12.0 Parking/Grade/Parking N 0 N N 0 N N 0 N N 0 N Parking/Hour Bus Stops/Hour 0 0 0 0 0 0 0 0 0 0 Minimum Pedestrian Time I 3.2 3.2 3.2 3.2 Phasing EW Perm 02 03 04 Excl. Left NS Perm 07 08 G= 22.0 ] G = IG= G= G= 5.0 G= 51.0 G= G= Timing Y= 4 Y= Y= Y= Y= 3 IY= 5 Y= Y= Duration of Analysis hrs = 0.25 Cycle Length C= 90.0 LAM teacftvr' ConEroi DGU and'i��3eiser`m"Fiiafion - EB WB NB SB Adjusted Flow Rate 189 188 199 235 127 2019 118 124 1587 92 Lane Group Capacity 204 442 244 444 203 2050 915 203 2050 915 v/c Ratio 0.93 0.43 0.82 0.53 0.63 0.98 0.13 0.61 10.77 0.10 Green Ratio 0.24 0.24 0.24 0.24 0.68 0.57 0.57 0.68 0.57 0.57 Uniform Delay d1 �33.2 28.7 32.1 29.5 _ 14.5 19.1 9.1 20.0 15.1 19.0 Delay Factor k 0.44 0.11 0.36 0.13 0.21 0.49 0.11 0.20 0.32 0.11 Incremental Delay d2 42.9 0.7 18.9 1.2 6.0 16.4 0.1 5.3 1.9 0.0 PF Factor 1.000 11.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control Delay 76.1 29.3 51.0 30.7 20.5 35.5 9.2 25.3 17.0 9.0 Lane Group LOS E C D C C D A C B A Approach Delay 52.8 40.0 33.3 17.1 Approach LOS D D C B Intersection Delay 29.4 Intersection LOS C Copyright 0 2005 University of Florida,All Rights Reserved HCS+TM Version 5.21 Generated: 12/28/2006 8:35 AM SHORT REPORT Gonerat'k9onnriioM slue information Analyst RLA Intersection Oak Street& 19th Agency or Co. Abelin Traffic Servies Area Type All other areas Date Performed 511112006 Jurisdiction Bozeman Time Period PM Peak Hour Analysis Year 2015 Without PT Land Volktnw and TbnkM in EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of Lanes 1 1 0 1 2 1 1 2 1 1 2 1 Lane Group L TR L T R L T R L T R Volume(vph) 254 288 93 399 396 299 151 1400 331 269 1150 243 % Heavy Vehicles 0 0 0 0 0 0 0 0 0 0 0 0 PHF 0.88 0.88 0.68 0.68 0.88 0.88 0.93 0.93 0.93 0.91 0.91 0.91 Pretimed/Actuated (P/A) A A A A A A A _A A A A A Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of Effective Green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival Type 3 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 0 0 0 0 0 0 0 0 0 0 D 0 Lane Width 12.0 12.0 15.0 12.0 12.0 15.0 12.0 12.0 15.0 12.0 12.0 Parking/Grade/Parking N 0 N N 0 N N 0 N N 0 N Parking/Hour Bus Stops/Hour 1 0 0 0 0 0 0 0 0 0 1 0 0 Minimum Pedestrian Time 1 3.2 3.2 3.2 3.2 Phasing Excl. Left EW Perm 03 04 Excl. Left I NS Perm 1 07 08 G= 14.5 5G= 22.4 G= G= G= 7.0 G= 41.1 G= G= iming Y= 3 T Y= 4 Y= Y= Y= 3 Y= 5 Y= Y= Duration of Analysis hrs = 0.25 Cycle Length C= 100.0 Control C1eia Ind LQS'�rnrinW66W' EB WB NB SB Adjusted Flow Rate 289 433 453 T50 340 162 1505 356 296 1264 267 Lane Group Capacity 399 410 372 810 539 222 1487 979 1222 1487 979 v/c Ratio 0.72 1.06 11.22 0.56 0.63 0.73 1.01 0.36 1.33 0.65 0.27 Green Ratio 0.41 0.22 0.41 0.22 10.33 0.53 0.41 0.61 0.53 10.41 0.61 Uniform Delay d1 21.8 138.8 25.2 134.4 28.1 19.6 29.5 10.0 26.8 26.7 9.3 Delay Factor k 0.28 0.50 0.50 0.15 0.21 0.29 10.50 0.11 0.50 0.38 0.11 Incremental Delay d2 6.4 60.0 120.1 0.8 2.4 11.6 126.4 0.2 177.4 4.9 0.2 PF Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 11,000 1.000 1.000 1.000 Control Delay 28.2 98.8 145.2 35.2 30.5 31.2 55.8 1 10.2 204.2 31.6 9.5 Lane Group LOS C F F D C C E B F C A Approach Delay 70.6 74.0 45.8 56.3 Approach LOS E E D E Intersection Delay 58.2 Intersection LOS E copyright 0 2005 University of Florida,All Rights Reserved HCS+TM Version 521 Generated: 12/19/2006 10:54 AM SHORT REPORT (»•ttsrst Mforrrwtlan � , r_' - Analyst RLA Intersection Oak&N7th Agency or Co. Abelin Traffic Services Area Type All other areas Date Performed 511112006 Jurisdiction Bozeman ;. Time Period PM Peak Hour Analysis Year 2015 Without PT Land Vollane and TkMrm Input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of Lanes 1 1 1 1 1 0 1 2 1 1 2 1 Lane Group L T R L TR L T R L T R Volume(vph) 303 232 149 134 319 207 214 11192 126 266 900 368 % Heavy Vehicles 0 0 0 0 0 0 0 0 0 0 0 0 PHF 0.90 0.90 0.90 0.88 0.88 0.88 0.92 0.92 0.92 0.91 0.91 0.91 Pretimed/Actuated (P/A) A A A I A A A A A A A A A Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of Effective Green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival Type 3 1 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 1 3.0 3.0 3.0 Ped/Bike/RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 14.0 12.0 12.0 14.0 12.0 15.0 12.0 12.0 15.0 12.0 12.0 Parking/Grade/Parking N 0 N N 0 N N 0 N N 0 N Parking/Hour Bus Stops/Hour 0 0 0 0 0 0 0 0 0 0 0 Minimum Pedestrian Time 3.2 3.2 3.2 3.2 Phasing Excl. Left EW Perm 03 04 Excl. Left NS Perm 07 08 G= 9.2 G = 16.2 G= G= G= 8.7 G= 31.9 G= G= Timing Y= 3 Y= 4 Y= Y= IY= 3 Y= 4 Y= Y= Duration of Analysis (hrs)= 0.25 Cycle Length C= 80.0 Lane Group Ca Controt'DeFa and L-03-Deferrniraton EB WB NB SB 1296 Adjusted Flow Rate 337 258 166 152 �598 233 1137 292 989 404 Lane Group Capacity 322 385 327 366 362 340 1443 644 321 1443 644 Vic Ratio 1.05 JO.67 0.51 0.42 11.65 0.69 0.90 0.21 0.91 0.69 0.63 Green Ratio 0.37 0.20 0.20 0.37 0.20 0.56 0.40 0.40 0.56 0.40 0.40 Uniform Delay d1 21.9 29.4 28.4 18.2 31.9 12.7 122.5 15.8 19.9 19.9 19.3 Delay Factor k 0.50 0.24 0.12 0.11 0.50 0.25 dO.42 0.11 0.43 0.25 0.21 Incremental Delay d2 62.9 4.5 1.3 0.8 305.5 5.6 7.9 0.2 26.5 1.4 1.9 PF Factor 1.000 1.000 1.000 1.000 1.000 1.000 1,000 1.000 1.000 1.000 1.000 Control Delay 84.8 33.9 29.7 19.0 337.4 18.4 30.4 16.0 48.4 21.3 21.2 Lane Group LOS F C C B F B C B D C C Approach Delay 55.5 272.8 27.5 26.0 Approach LOS E F C C Intersection Delay 69.2 Intersection LOS E Copyright 0 2005 university of Florida,All Rights Reserved HCS+TM Version 5.21 Generated: 12/132006 9:03 AM TWO-WAY STOP CONTROL SUMMARY She kd6n+rra6on General infivnnation - . Analyst RLA Intersection Oak& 15th Agency/Co. Abelin Traffic Services Jurisdiction Bozeman Date Performed 511112006 Analysis Year 2015 Without PT Land Analysis Time Period PM Peak Hour Project Description PT Land Development East/West Street: Oak Street North/South Street: 15th Avenue Intersection Orientation: East-West !Study Period (hrs): 0.25 Vehicle Volumes:and A "ur�brrtleirs�s Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 14 811 63 44 1012 9 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.82 0.82 0.82 Hourly Flow Rate, HFR 15 901 70 53 1234 10 (vehlh Percent Heavy Vehicles 0 - - 0 - - Median Type Undivided RT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR Upstream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h 82 1 53 4 1 7 Peak-Hour Factor, PHF 0.63 0.83 0.83 0.50 0.50 0.50 Hourly Flow Rate, HFR 98 1 63 8 2 14 veh/h _ Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 0 RT Channelized D Lanes 1 1 0 1 1 1 0 Configuration L TR L TR 11)4ay,Guam Lam& and Level ell sorviice Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L L TR L TR v (veh/h) 15 53 98 64 8 16 C (m) (vehlh) 567 718 53 434 39 172 v/c 0.03 0.07 1.65 15115 0.21 0.09 95% queue length 0.08 0.24 9.50 0.66 0.30 Control Delay (s/veh) 11.5 10.4 568.9 14.7 119.7 28.1 LOS B B F B F D Approach Delay (s/veh) - - 350.0 58.6 Approach LOS - - F F Generated: 12/28/2006 9:12 AM Copyright 0 2005 University of Florida,All Rights Reserved HCS+TM Version 5.21 TWO-WAY STOP CONTROL SUMMARY General 1rr6rntaioRr y: S"rbe�1tYfOT113. ',u " Analyst RLA Intersection Oak& 14th Agency/Co. Abelin Traffic Services Jurisdiction Bozeman Date Performed 5/11/2006 Analysis Year 2015 Without PT Land Analysis Time Period PM Peak Hour Project Description PT Land Development East/West Street: Oak Street lNorth/South Street: 14th Avenue Intersection Orientation: East-West §tudy Period hrs : 0.25 Vehide Vokmws and - Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h 10 854 1 2 1045 1 Peak-Hour Factor, PHF 0,96 0.96 0.96 0.93 0.93 0.93 Hourly Flow Rate, HFR 10 869 1 2 1123 1 veh/h Percent HeavyVehicles 0 — — Median Type Undivided RT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR Upstream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 2 0 10 15 0 20 Peak-Hour Factor, PHF 0.50 0.50 0.50 0.63 0.63 0.63 Hourly Flow Rate, HFR 4 0 20 23 0 31 veh/h Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Queue ':aidiLwal of Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LTR LTR v (veh/h) 10 2 24 54 C (m) (veh/h) 629 770 287 135 v/c 0.02 0.00 0.08 0.40 95% queue length 0.05 0.01 0.27 1.71 Control Delay (s/veh) 10.8 9.7 18.7 48=.4 LOS B A C E Approach Delay (s/veh) — — 18.7 46.4 Approach LOS -- — C E Copyright 0 2005 University of Florida,All Rights Reserved HCS+TM Version 5.21 Generated: 12/28/2006 9:11 AM TWO-WAY STOP CONTROL SUMMARY Sibs information General information - Analyst RLA Intersection Oak& 11th Agency/Co. Abelin Traffic Services Jurisdiction Bozeman Date Performed 511112006 Analysis Year 2015 Without PT Land Analysis Time Period PM Peak Hour Proiect Description PT Land Development East/West Street: Oak Street North/South Street: 11th Avenue Intersection Orientation: East-West IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h 3 859 7 2 1033 10 Peak-Hour Factor, PHF 0.96 0.96 0.96 0.93 0.93 0.93 Hourly Flow Rate, HFR 3 894 7 2 1110 10 (veh/h Percent HeavyVehicles 0 - - 0 - - Median Type Undivided RT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR U stream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 1 12 L T R L T R Volume veh/h 3 1 2 20 1 12 Peak-Hour Factor, PHF 0.50 0.50 0.50 0.64 0.64 0.64 Hourly Flow Rate, HFR 6 2 4 31 1 18 (veh/h Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 N Flared Approach N 0 Storage 0 0 RT Channelized 0 Lanes 0 1 0 0 1 1 Configuration LTR I LT R Delay Queue LetmOhand Level of Serviee Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LTR LT R v (veh/h) 3 2 12 32 18 C (m) (veh/h) 631 763 108 72 477 v/c 0.00 0.00 0.11 0.44 0.04 95%queue length 0.01 0.01 0.36 1.77 0.12 Control Delay (s/veh) 10.7 9.7 42.5 90.1 12.8 LOS B A E F B Approach Delay (s/veh) - - 42.5 62.3 Approach LOS - - E F Copyright®2005 University of Florida,All Rights Reserved HCS+TM Version 5.21 Generated: 12/28/2006 9:11 AM SHORT REPORT Genus!information 'Ske 1tfornration Intersection Baxter& 19th Analyst RLA Area Type All other areas Agency or Co. Abelin Traffic Servies Jurisdiction Bozeman Date Performed 51112006 2015 With PT Land Time Period PM Peak Hour Analysis Year Development Vokmw and ThWma Input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of Lanes 1 1 1 1 1 1 1 2 D 1 2 0 Lane Group L T R L T R L TR L TR Volume (vph) 95 86 145 139 181 307 124 1609 40 115 1229 55 % Heavy Vehicles 0 0 0 0 0 0 0 0 0 0 0 0 P H F 0,85 0.85 0.85 0.83 10.83 0.83 0.94 10.94 0.94 0.93 0.93 0.93 Pretimed/Actuated (P/A) A A A A A A A A A A A A Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 _ 2.0 2.0 2.0 Extension of Effective Green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival Type 13 3 3 1 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 1 3.0 3.0 3.0 Ped/Bike/RTOR Volume 0 0 0 10 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 15.0 12.0 15.0 12.0 Parking/Grade/Parking N 0 N N 0 N N 0 N N 0 N Parking/Hour Bus Stops/Hour 0 0 0 0 0 0 0 0 0 0 Minimum Pedestrian Time 3.2 3.2 1 3.2 3.2 Phasin EW Perm 02 03 04 Excl. Left NS Perm 07 OB G = 26.0 G = G= G= G= 7.0 G= 55.0 G= G= Timing Y= 4 Y= Y= Y= Y= 3 1Y= 5 Y= Y= Duration of Analysis hrs =0.25 Cycle Length C = 100.0 Lane Group Control Del and LOS Detamination EB WB NB SB Adjusted Flow Rate 112 101 171 167 218 370 132 1755 124 1381 Lane Group Capacity 234 494 598 336 494 598 260 1982 222 1977 v/c Ratio 0.48 0.20 0.29 0.50 0.44 0.62 10.51 0.89 0.56 0.70 Green Ratio 0.26 0.26 0.37 0.26 0.26 0.37 0.67 0.55 0.67 0.55 Uniform Delay d, 31.3 28.9 22.2 31.4 30.9 25.7 12.6 19.7 19.6 16.4 Delay Factor k 0.11 0.11 0.11 0.11 0,11 0.20 0.12 0.41 0.16 0.26 Incremental Delay d2 1.5 0:.2:J 0.3 1.2 0.6 2.0 1.6 5.2 3.1 1A PF Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 11.000 1.000 1.000 Control Delay 32.8 29.1 22.5 32.6 31.6 27.7 14.3 25.0 22.7 17.6 Lane Group LOS C I C C C C C B C C B Approach Delay 27.2 29.9 24.2 18.0 Approach LOS C C C 8 Intersection Delay 23.3 Intersection LOS C Copyright 0 2005 University of Florida,All Rights Reserved HCS+TM Version 5.21 Generated: 1228/2006 8:36 AM SHORT REPORT General M,tfon,<vtfon sue-kirfornigion Intersection Tschache& 19th Analyst RLA Area Type All other areas Agency or Co. Abelin Traffic Servies Jurisdiction Bozeman Date Performed 5/1112006 2015 With PT Land Time Period PM Peak Hour Analysis Year Development Volume and I EB .... W3 NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of Lanes 1 1 0 1 1 0 1 2 1 1 2 1 Lane Group L TR L f TR L T R L T R Volume(vph) 164 20 148 177 30 183 118 1878 121 1 125 1444 84 % Heavy Vehicles 0 0 0 0 0 10 0 0 0 0 0 0 PHF 0.87 0.87 0.87 0.82 0.82 0.82 0.93 0.93 0.93 0.91 0.91 0.91 Pretimed/Actuated (P/A) A A A A A A A A A A A A Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of Effective Green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival Type 3 3 3 13 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 15.0 12.0 15.0 15.0 12.0 12.0 15.0 12.0 12.0 Parking/Grade/Parking N 0 N N 0 N N 0 N N 0 N Parking/Hour Bus Stops/Hour 0 0 0 0 0 0 0 0 0 0 Minimum Pedestrian Time 3.2 3.2 3.2 3.2 Phasing EW Perm 02 03 04 Excl. Left I NS Perm 07 08 G= 21.5 G= G= G = G= 5.0 � G= 51.5 G= G= Timing Y= 4 Y= Y= IY= 3 IY= 5 Y= Y= Duration of Analysis (hrs) = 0.25 Cycle Length C = 90.0 Lane Csli Control D>e!a ana-LOS Detenninat�on' -: `` EB WB NB SB Adjusted Flow Rate 189 193 216 260 127 20i9 130 137 1587 92 Lane Group Capacity 176 433 232 435 203 2070 924 203 2070 924 v/c Ratio 1.07 0.45 0.93 0.60 0.63 0.98 0.14 0.67 0.77 0.10 Green Ratio 0.24 0.24 0.24 0.24 0.68 0.57 0.57 0.68 0.57 0.57 Uniform Delay d1 34.3 29.2 33.5 30.4 14.3 18.6 9.0 20.2 14.7 8.7 Delay Factor k 0.50 0.11 10.45 0.19 0.21 0.48 0.11 0.25 0.32 0.11 Incremental Delay d2 88.9 0.7 _140.5 2.3 6.0 14.4 0.1 8.6 1.8 0.0 PF Factor 1.000 1.000 1,000 11.000 1.000 1.000 1.000 1.000 11.000 1.000 Control Delay 123.1 29.9 74.1 32.7 20.3 33.0 9.0 28.8 16.5 8.8 Lane Group LOS F C E C C C A C B A Approach Delay 76.0 51.5 31.0 17.0 Approach LOS E D C B Intersection Delay 31.3 Intersection LOS C Copyright C 2005 University of Florida,All Rights Reserved HCS+7M V Generated: 12/28/2006 8:39 AM ersion 5.21 SHORT REPORT Geltttslril�h�rrlo�rnatioin �� Side}q{,u"eteratics,:+ . Intersection Oak Street& 19th Analyst RLA Area Type All other areas Agency or Co. Abelin Traffic Servies Jurisdiction Bozeman Date Performed 511112006 2015 I/Vith PT Land Time Period PM Peak Hour Analysis Year Development Vokmo awd EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of Lanes 1 1 0 1 2 1 1 2 1 1 2 1 Lane Group L TR L T R L T R L T R Volume(vph) 256 297 93 411 408 299 151 1409 340 269 1161 246 % Heavy Vehicles 0 0 1 0 0 0 0 0 0 0 0 0 0 PHF 0.88 0.68 0.88 0.90 0.90 0.90 0.93 0.93 0.93 0.91 0.91 0.91 Pretimed/Actuated(P/A) A A A A A A A A A A A A Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 ( 2.0 2.0 2.0 2.0 2.0 Extension of Effective Green 2.0 2.0 2.0 2.0 2.0 2.0 12.0 2.0 2.0 2.0 2.0 Arrival Type 3 3 3 3 3 3 3 1 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 13.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 14.0 12.0 14.0 12.0 12.0 15.0 12.0 12.0 15.0 12.0 12.0 Parking/Grade/Parking N 0 N N 0 N N 0 N N 0 N Parking/Hour Bus Stops/Hour 0 0 0 0 0 0 0 0 0 0 0 Minimum Pedestrian TimeE 3.2 3.2 3.2 f:j 3.2 Phasing_ 1 Excl. Left EW Perm 03 04 Excl. Left NS Perm 07 08 G = 15.8 G= 26.4 G= G= G= 7.1 G= 45.7 G= G= Timing Y = 3 Y= 4 Y= Y JY= 3 JY= 5 Y= Y= Duration of Analysis hrs' = 0.25 Cycle Length C 110.0 Lane C+Olrttr'OI:aA1S 1"a•� b91b@�T11tfE81]Otf' EB WB NB SB Adjusted Flow Rate 291 444 457 453 332 162 1515 366 296 1276 270 Lane Group Capacity 436 440 350 868 551 204 1503 976 204 1503 976 Vic Ratio 0.67 1.01 1.31 0.52 0.60 0.79 1.01 0.38 1.45 0.85 10.28 Green Ratio 0.42 0.24 0.42 0.24 0.34 0.53 0.42 0.60 0.53 0.42 0.60 Uniform Delay d1 22.8 41.8 28.3 36.3 30.1 22.2 32.1 11.1 29.9 29.0 10.3 Delay Factor k 0.24 10.50 0,50 0.13 0.19 0.34 0.50 0.11 0.50 0.38 0.11 Incremental Delay d2 3.9 45.2 156.8 0.6 1.9 19.1 25.2 0.2 228.2 4.8 0.2 PF Factor 1,000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1 Control Delay 26.7 87.0 185.1 36.9 258. 31.9 41.4 57.3 11.4 33.8 10.5 Lane Group LOS C F F D C D E B F C B Approach Delay 63.1 90.1 47.8 66.5 Approach LOS E F D E Intersection Delay 64.6 Intersection LOS E Copyright 0 2005 University of Florida,All Rights Reserved HCS+TM Version 5.21 Generated: 12/19/2006 10:55 AM SHORT REPORT C*mwal wonywtion Ski-bdormation Intersection Oak&N15th Analyst RLA Area Type All other areas Agency or Co. Abelin Traffic Services Jurisdiction Bozeman Date Performed 511112006 2015 With PT Land Time Period PM Peak Hour Analysis Year Development Volume and Tknina in rt EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of Lanes 1 2 0 1 2 0 1 1 0 1 1 0 Lane Group L TR L TR L TR L TR Volume(vph) 23 821 63 44 1024 16 62 3 53 13 3 18 % Heavy Vehicles 0 0 0 0 0 0 0 0 0 0 0 0 PHF 0.90 0.90 0.90 0.88 0.88 0.88 0.80 0.60 0.80 0.60 0.80 0.80 Pretimed/Actuated (P/A) A A A A A A A A A A A A Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of Effective Green 2.0 2.0 1 2.0 2.0 2.0 2.0 2.0 2.0 Arrival Type 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 0 0 1 0 0 0 0 0 0 0 0 0 0 Lane Width 14.0 12.0 14.0 12.0 15.0 12.0 15.0 12.0 Parking/Grade/Parking N 0 N N 0 N N 0 N N 0 N Parking/Hour Bus Stops/Hour 0 0 0 0 0 0 0 0 Minimum Pedestrian Time 3.2 3.2 3.2 3.2 Phasin EW Perm 02 03 04 NS Perm 06 07 08 G = 45.0 G = G= G= G= 15.0 G = G= G= Timing Y= 4 Y= Y= Y= Y= 4 Y= Y= Y= Duration of Analysis (hrs) 0.25 Cvcle Len th C= 68.0 Lane 7Group C ti 3ela 'a ;L de�eirttainafion EB WB NB SB1182Adjust 26 982 50 102 70 16 26 Lane Group Capacity 263 2368 347 2388 341 360 328 366 v/c Ratio 0.10 0.41 0.14 0.49 0.30 0.19 0.05 0.07 Green Ratio 0.66 0.66 0.66 0.66 0.22 0.22 0.22 0.22 Uniform Delay di 4.2 5.4 4.3 5.8 22.1 21.6 20.9 21.0 Delay Factor k 0.11 0.11 0.11 0.11 0.11 0.11 0.11 0.11 Incremental Delay d2 0.2 0.1 1 0.2 0.2 0.5 0.3 0.1 0.1 PF Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control Delay 4.3 5.5 4.5 5.9 22.6 21.6 20.9 21.1 Lane Group LOS A A A A C C C C Approach Delay 5.4 5.9 22.3 21.0 Approach LOS A A C C Intersection Delay 7.1 Intersection LOS A Copyright 0 2005 University of Florida;All Rights Reserved HCS+TM Version 5.21 Generated: 12/28/2006 8:42 AM SHORT REPORT ..> Site�iorn�llion Gs� s►rmamo>R _ _ . Intersection Oak&N7th Analyst RLA Area Type All other areas Agency or Co. Abelin Traffic Services Jurisdiction Bozeman Date Performed 511112006 2015 With PT Land Time Period PM Peak Hour Analysis Year Development Voiums and 11q1ft Input - EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of Lanes 1 1 1 1 1 1 1 2 1 1 2 1 Lane Group L T R L T R L T R L T R Volume(vph) 312 240 155 134 325 206 219 1198 126 268 909 375 % Heavy Vehicles 0 0 0 0 0 0 0 0 0 0 0 0 PHF 0.90 0.90 0.90 0.88 10.88 0.88 0.92 0.92 0.92 0.91 0.91 0.91 Pretimed/Actuated (P/A) A A A A A A A A A A A A Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of Effective Green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival Type 3 3 3 3 3 3 3 3 3 13 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 14.0 12.0 1 12.0 14.0 12.0 12.0 15.0 12.0 12.0 15.0 12.0 12.0 Parking/Grade/Parking N 0 N N 0 N N 0 N N 0 N Parking/Hour Bus Stops/Hour 0 0 0 0 0 0 0 0 0 0 0 1 0 Minimum Pedestrian Time 3.2 13.2 3.2 3.2 Phasing Excl. Left EW Perm 03 04 Excl. Left NS Perm= 07 08 G= 9.3 G= 16.4 G= G= G= 8.7 G= 31.6 G= G= Timing IY= 3 JY= 4 Y= Y= IY= 3 Y= 4 Y= Y= Duration of Analysis hrs = 0.25 Cycle Length C= 80.0 Lane Group Capacity,Capaidity,Control De and` --09 amimthiaticyn EB WB NB SB Adjusted Flow Rate 347 267 172 152 369 236 238 1302 137 1295 999 412 Lane Group Capacity 325 389 587 365 389 587 334 1429 906 321 1429 906 v/c Ratio 1.07 0.69 0.29 0.42 0.95 0.40 0.71 0.91 0.15 0.92 0.70 0.45 Green Ratio 0.37 0.20 10.36 0.37 0.20 0.36 0.55 0.39 0.56 0.55 0.39 0.56 Uniform Delay d1 21.7 29.4 116.1 18.0 31.4 19.0 13.2 22.9 8.4 120.1 20.2 110.3 Delay Factor k 0.50 0.26 0.11 0.11 0.46 0.11 0.28 0.43 0.11 0.44 0.27 0.11. Incremental Delay d2 69.0 5.0 0t30. 32.6 0.5 7.0 1 9.1 0.1 30.3 1.5 0.4 PF Factor 1.000 1.000 1. 1.000 1.000 1,000 1,000 1.000 1.000 1.000 1.000 Control Delay 90.7 34.4 164.0 19.4 20.1 31.9 8.5 50.4 21.8 10.7 Lane Group LOS F C BE B C C A D C B Approach Delay 55.8 41.0 28.4 24,0 Approach LOS E D C C Intersection Delay E 33.2 Intersection LOS C Copyright 0 2005 University of Florida,All Rights Reserved HCS+TM Version 5.21 Generated: 12/13/2006 9:27 AM TWO-WAY STOP CONTROL SUMMARY General Informadon Analyst Intersection Oak& 15th y RLA man Agency/Co. Abelin Traffic Services Jurisdiction Bozeman With PT Land Date Performed 5/1112006 Analysis Year Development Analysis Time Period PM Peak Hour Project Description PT Land Development East/West Street: Oak Street North/South Street: 15th Avenue Intersection Orientation: East-West IStudy Period (hrs): 0.25 Vehicle Volun[es and ustrnents Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h 23 821 63 44 1024 16 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.82 0.82 0.82 Hourly Flow Rate, HFR 25 912 70 53 1248 19 veh/h Percent Heavy Vehicles 0 - - 0 - - Median Type Undivided RT Channelized 0 0 Lanes 1 2 0 1 1 2 0 Configuration L T TR L T TR Upstream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h 62 3 53 13 3 18 Peak-Hour Factor. PHF U83 0.83 0.63 0.50 0.50 0.50 Hourly Flow Rate, HFR I 98 3 63 26 6 36 veh/h' Percent HeavyVehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized D 0 Lanes 1 1 0 1 1 0 Confi uration L TR L TR DqUy,Qum*Length,and Level of Saralee Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L L TR L TR v (veh/h) 25 53 98 66 26 42 C (m) (veh/h) 555 711 41 306 33 148 v/c 0.05 0.07 2.39 0.22 0.79 0.26 95% queue length 0.14 0.24 10.59 0.80 2.72 1.10 Control Delay (s/veh) 11.8 10.5 644.1 20.0 268.7 38.7 LOS B B F C F Approach Delay (siveh) - - 512.4 126.E Approach LOS - - F F Copyright 0 2005 University of Florida,All Rights Reserved HCS+TM Version 5.21 Generated: 12/28/2006 9:13 AM TWO-WAY STOP CONTROL SUMMARY General Information S1oe°tnfnrMxfi6n ' Analyst Intersection Oak& 14th y RLA Agency/Co. Abelin Traffic Services Jurisdiction Bozeman Bozeman With PT Land Date Performed 5/11/2006 Analysis Year Development Analysis Time Period PM Peak Hour Project Description PT Land Development East/West Street: Oak Street North/South Street: 14th Avenue Intersection Orientation: East-West Stud Period (hrs : 0.25 Vehicle Velkw ea'and Acgustmiewnfts . Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume(veh/h) 17 866 1 2 1054 6 Peak-Hour Factor, PHF 1 0.96 0.96 0.96 0.93 0.93 0.93 Hourly Flow Rate, HFR 17 902 1 2 1133 6 (veh/h Percent Heavy Vehicles 0 F — — 0 — — Median T pe Undivided RT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR Upstream Si nal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume(veh/h) 2 1 10 22 2 28 Peak-Hour Factor, PHF 0.50 0.50 0.50 0.63 0.63 0.63 Hourly Flow Rate, HFR 4 2 20 34 3 44 veh/h Percent HeavyVehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Confi uration LTR R Quo"is and lAv terservBceWesoun - 1 � Approach Westbound Northbound South bound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LTR LTR v(veh/h) 17 2 26 81 C (m) (veh/h) 621 761 200 117 v/c 0.03 0.00 0.13 0.69 95% queue length 0.08 0.01 0.44 3.70 Control Delay (s/veh) 11.0 9.7 25.7 86.4 LOS B A D F Approach Delay (s/veh) — -- 25.7 86.4 Approach LOS — — D F Copyright©2005 University of Florida,All Rights Reserved HCS+TM Version 5.21 Generated: 1228/2006 9:13 AM TWO-WAY STOP CONTROL SUMMARY General Information Site lrrformiai�lon Intersection Oak& 11th Analyst RLA Jurisdiction Bozeman Agency/Co. Abelin Traffic Services 2015 With PT Land Date Performed 511112006 Analysis Year Development Analysis Time Period PM Peak Hour Project Description PT Land Development East/West Street: Oak Street North/South Street: 11fh Avenue Intersection Orientation: East-West IStudy Period hrs): 0.25 Vehicle Volumes:arnd Ad'uatments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 6 875 7 2 1046 15 Peak-Hour Factor, PHF 0.96 0.96 0.96 0.93 0.93 0.93 Hourly Flow Rate, HFR 6 911 7 2 1124 16 veh/h 0 Percent HeavyVehicles 0 — — Median Type Undivided RT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR Upstream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume vehlh 3 0 2 27 1 15 Peak-Hour Factor, PHF 0.50 0.50 0.50 0.64 0.64 0.64 Hourly Flow Rate, HFR 6 0 4 42 1 23 vehlh Percent Heavy Vehicles 0 0 0 0 0 0 0 Percent Grade(%) 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 D 1 1 Configuration LTR LT R L�.�j ,�_—may_,, wd �:77� _ _ �F�?G�.i .5�7i1e-.Si��r .Ss'..G�� - !Lane pproach Eastbound Westbound Northbound Southbound ovement 1 4 7 8 9 10 11 12 Configuration L L LTR LT R v (veh/h) 6 2 10 43 23 C (m) (veh/h) 620 752 123 WF 470 vlc 0.01 0.00 0.08 0.05 95% queue length 0.03 0.01 0.26 0.15 Control Delay (s/veh) 10.9 9.8 36.8 13.1 LOS B A E B Approach Delay (s/veh) — — 36.8 80.9 Approach LOS — — E F Copyright 0 20D5 University of Florida,All Rights Reserved HCS+TM version 5.21 Generated: 12/28/2006 9:12 AM SHORT REPORT Gemara!Inforrnatbn ^Site inforn:aticm Intersection Baxter& 19th Analyst RLA Area Type A//other areas Agency or Co. Abelin Traffic Servies Jurisdiction Bozeman Date Performed 511112006 2015 With PT-No Back Time Period PM Peak Hour Analysis Year Growth Volume and Tknft Input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of Lanes 1 1 1 1 1 1 1 2 0 1 2 0 Lane Group L T R L T R L TR L TR Volume (vph) 62 48 97 111 74 113 92 1119 28 55 674 46 % Heavy Vehicles 0 0 0 0 0 0 0 0 0 0 0 0 P H F 0.85 0.85 0.85 0.63 0.63 0.83 0.94 0.94 0.94 0.93 0.93 0.93 Pretimed/Actuated (P/A) A A A A A A A A A A A A Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of Effective Green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival Type 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 [ 12.0 115.0 12.0 15.0 12.0 Parking/Grade/Parking N 0 N N 0 N N 0 N N 0 N Parking/Hour Bus Stops/Hour 0 0 0 0 0 0 0 0 0 0 Minimum Pedestrian Time 3.2 3.2 3.2 __�_ 3.2 Phasing EW Perm 02 03 04 Excl. Left NS Perm 1 07 08 � G= 26.0 G= G= G= G= 7.0 G = 55.0 G = G Timing = Y= 4 Y= Y= Y= Y= 3 Y= 5 Y= Y= Duration of Anal sis (hrs)= 0.25 C cle Len th C= 100.0 Lane Group capaeftyControl petay,and LOSDeterminatior ` EB WB NB 1220 F989 B Adjusted Flow Rate 73 56 114 134 89 136 98 59 Lane Group Capacity 346 494 598 356 494 598 392 1982 308 1975 v/c Ratio 0.21 0.11 0.19 0.38 0.18 0.23 0.25 0.62 0.19 0.50 Green Ratio 0.26 0.26 0.37 0.26 0.26 0.37 0.67 0.55 0.67 10.55 Uniform Delay d1 29.0 28.2 21.4 30.4 28.7 21.7 7.7 15.3 9.1 14.0 Delay Factor k 0.11. 0.11 0.11 0.11 0.11 0.11 0.11 0.20 0.11 0.11 Incremental Delay d2 0.3 0.1 0.2 0.7 0.2 0.2 0.3 0.6 0.3 0.2 PF Factor 1,000 1.000 1.000 1.000 1.000 11,000 1.000 11.000 1 1.000 1.000 Control Delay 29.3 28.3 21.5 31.0 26.9 121.9 8.1 15.9 9.4 14.2 Lane Group LOS C C C C C C A B A B Approach Delay 25.4 27.0 15.3 13.9 Approach LOS C C B B Intersection Delay 17.1 Intersection LOS B Copyright 0 2005 University of Florida,All Rights Reserved HCS+TM Version 5.21 Generated: 12/28/2006 9:34 AM SHORT REPORT General Information Sfbe Mfonnation Intersection Tschache & 19th Analyst RLA Area Type All other areas Agency or Co. Abelin Traffic Servies Jurisdiction Bozeman Date Performed 51112006 2015 With PT-No Back Time Period PM Peak Hour Analysis Year Growth Voiunw and �£Y n:,.... ... EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of Lanes 1 1 0 0 1 0 1 2 0 1 2 1 Lane Group L TR LTR L TR L T R Volume (vph) 52 9 52 39 8 94 76 1150 22 53 1054 8 % Heavy Vehicles 0 0 0 0 0 0 0 0 0 0 0 0 PHF 0.87 0.87 0.87 0.62 0.82 0.82 0.93 0.93 0.93 0.91 0.91 0.91 Pretimed/Actuated (P/A) A A A A A A A A A A A A Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of Effective Green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival Type 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 15.0 15.0 15.0 12.0 15.0 12.0 12.0 Parking/Grade/Parking N 0 N N 0 N N 0 N N 0 N Parking/Hour Bus Stops/Hour 1 0 0 0 0 0 0 0 0 Minimum Pedestrian Time 3.2 3.2 3.2 3.2 Phasing EW Perm KG = 03 i 04 Excl. Left NS Perm 07 08 G= 21.5 G= G = G= 5.0 G = 51.5 G= G= Timing Y= 4 � Y= Y= Y= 3 Y= 5 Y= I Y= Duration of Analysis hrs)= 0.25 �� Cvcle Length C = 90.0 Lane Group CagliglKft,Control DeUy, and LOS Db�tkmina6on EB WB NB SB Adjusted Flow Rate 60 70 173 82 1261 58 1158 9 Lane Group Capacity 256 435 410 320 2064 285 2070 924 v/c Ratio 0.23 0.16 0.42 0.26 10.61 I 0.20 0.56 0.01 Green Ratio 0.24 0.24 0.24 0.68 10.57 0.68 0.57 0.57 Uniform Delay d1 27.6 27.1 29.0 7.3 12.7 7.8 12.1 8.3 Delay Factor k 0.11 0.11 0.11 0.11 0.20 0.11 0.16 0.11 Incremental Delay d2 0.5 0.2 0.7 0.4 0.5 0.4 0.3 0.0 PF Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control Delay 28.1 27.3 29.7 7.7 13.2 8.2 12.5 8.3 Lane Group LOS C C C A B A B A Approach Delay 27.7 29.7 12.9 12.2 Approach LOS C C B B Intersection Delay 14.3 Intersection LOS B Copyright 0 2005 University of Florida,All Rights Reserved HCS+TM Version 5.21 Generated: 12128/2006 9:35 AM SHORT REPORT Gormm2ll Information ,S___ Intersection Oak Street& 19th Analyst RLA Area Type All other areas Agency or Co. Abelin Traffic Servies Jurisdiction Bozeman Date Performed 5/1112006 2015 WIth PT-No Back Time Period PM Peak Hour Analysis Year Growth VOhu,tie,&w, i nndng InPW --�+ EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of Lanes 1 1 0 1 1 1 1 2 1 1 2 0 Lane Group L TR L T R L T R L TR Volume(vph) 151 163 7 318 254 179 25 909 263 200 761 163 % Heavy Vehicles 0 0 0 0 0 0 0 0 0 0 0 0 PHF 0.88 0.88 0.88 0.90 0.90 0.90 0.93 0.93 0.93 0.91 0.91 0.91 Pretimed/Actuated (P/A) A A A A A A A A A A A A Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of Effective Green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival Type 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 14.0 12.0 14.0 12.0 12.0 1 15.0 12.0 12.0 15.0 1 12.0 Parking/Grade/Parking N 0 N N 0 N N 0 N N 0 N Parking/Hour Bus Stops/Hour 0 0 0 0 0 0 0 0 0 0 Minimum Pedestrian Time 3.2 3.2 3.2 3.2 Phasin Excl. Left EW Perm j 03 04 Excl. Left NS Perm 07 08 G = 15.8 G= 26.4 G= G= G = 7.1 G = 45.7 G= G = Timing Y= 3 Y= 4 Y= Y= Y= 3 Y = 5 Y= Y= Duration of Analysis (hrs) = 0.25 Cvcle Length C = 110.0 Lane Givow Capacfti-Ronbol Deb a LOS'DetirminAori"u :�� ` EB WB NB SB Adjusted Flow Rate 172 216 353 1282 199 27 977 283 220 1015 Lane Group Capacity 437 453 494 456 551 255 1503 976 266 1463 v/c Ratio 0.39 0.48 0.71 0.62 0,36 0.11 0.65 0.29 0.82 0.69 Green Ratio 0.42 0.24 0.42 0.24 0.34 0.53 0.42 0.60 0.53 0.42 Uniform Delay d, 21.6 35.9 23.5 37.3 27.2 16.0 25.7 10.4 18.6 26.4 Delay Factor k 0.11 0.11 0,28 0.20 0.11 0.11 0.23 0.11 0.36 0.26 Incremental Delay d2 0.6 0.8 4.9 2.6 0.4 0.2 1.0 0.2 16.1 1.4 PF Factor 1.000 1.000 1.000 1.000 1.000 1.000 11.000 1.000 1.000 1.000 Control Delay 22.2 36.7 28.4 39.9 27.7 16.2 26.7 10.6 36.7 27.8 Lane Group LOS C D C D I C B C B D C Approach Delay 30.2 32.1 23.0 29.4 Approach LOS C C C C Intersection Delay 27.9 Intersection LOS C Copyright 0 2005 University of Florida,All Rights Reserved HCS+TM Version 5.21 Generated: 12/28/2006 10:12 AM SHORT REPORT Site to€om�on Geneira!infonr�ation --�:- . Intersection Oak&N7th Analyst RLA Area Type All other areas Agency or Co. Abelin Traffic Services Jurisdiction Bozeman Date Performed 511112006 Analysis Year 2015 With PT-No Back Time Period PM Peak Hour y Growth Voktnw and TWrAy hwift EB W 3 NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of Lanes 1 1 1 1 1 0 1 2 1 1 2 1 Lane Group L T R L TR L T R L T R Volume (vph) 241 201 130 112 272 146 183 910 105 180 617 281 % Heavy Vehicles 0 0 0 0 0 0 0 0 0 0 0 0 PHF 0.90 0.90 0.90 0.88 0.68 0.88 0.92 0.92 0.92 0.91 0.91 0.91 Pretimed/Actuated (P/A) A A A A A A A A A A A A Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of Effective Green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival Type 3 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 14.0 12.0 12.0 14.0 12.0 15.0 12.0 12.0 15.0 12.0 12.0 Parking/Grade/Parking N 0 N N 0 N N 0 N N 0 N Parking/Hour Bus Stops/Hour 0 1 0 0 0 0 0 0 1 0 0 0 0 Minimum Pedestrian Time _� 3.2 3.2 3.2 3.2 Phasing Excl. Left EW Perm 03 04 Excl. Left NS Perm 07 08 G= 9.3 G= 20.0 G= G= G= 8.7 G = 31.6 G= G= Timing Y = 3 Y= 4 Y= Y= Y= 3 Y= 4 1Y= Y= Duration of Analysis (hrs)= 0.25 C cle Length C 63.6 Lane Group Cafllagft, Co Delay, and LOS Debarn311nation EB WB NB SB Adjusted Flow Rate 268 223 144 127 j 475 199 989 114 198 678 309 Lane Group Capacity 311 455 632 439 431 431 1368 667 312 1368 867 vlc Ratio 0.86 0.49 0.23 0.29 1.10 0.46 0.72 0.13 0.63 0.50 0.36 Green Ratio 0.40 0.24 0.39 0.40 0.24 10.53 0.38 0.54 0.53 0.38 0.54 Uniform Delay di 20.6 27.4 17.0 16.7 31.8 11.6 22.3 9.6 14.2 19.9 11.1 Delay Factor k 0.39 0.11 0.11 0.11 0.50 0.11 0.28 0.11 0.21 0.11 0.11 Incremental Delay d2 21.1 0.8 0.2 0.4 73.9 0.8 1.9 0.1 4.2 0.3 0.3 PF Factor 1.000 1.000 1.000 1.000 1.000 1,000 1.000 1.000 1.000 1.000 1.000 Control Delay 41.8 28.2 17.2 17.1 105.7 12.3 24.2 9.7 18.4 20.2 11.3 Lane Group LOS D C B B F B C A B d C B Approach Delay 31.4 87.0 21.1 17.6 Approach LOS C F C e Intersection Delay 32.4 Intersection LOS C Copyright 0 2005 University of Florida,All Rights Reserved HCS+7M version 5.21 Generated: 12/28/2006 9:56 AM TWO-WAY STOP CONTROL SUMMARY General 1nlForr Lion _,ram mfonration Intersection Oak& 15th Analyst RLA Jurisdiction Bozeman Agency/Co. Abelin Traffic Services 2015 With PT-No Back Date Performed 51112006 Analysis Year Growth Analysis Time Period PM Peak Hour Project Description PT Land Development EasVWest Street: Oak Street North/South Street: 15th Avenue Intersection Orientation: East-West lStudv Period (hrs): 0.25 Vehicle'Volunmes and Major Street Eastbound Westbound 1 2 3 4 5 6 Movement L T R L T R Volume(veh/h) 14 560 63 59 704 10 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.82 0.82 0.82 Hourly Flow Rate, HFR 15 622 70 71 858 12 veh/h Percent Heavy Vehicles 0 - - 0 Median Type Undivided 0 0 RT Channelized Lanes 1 2 0 1 2 D Configuration L T TR L T TR Upstream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h 75 3 52 10 2 13 Peak-Hour Factor, PHF 0.83 0.83 0.83 0.50 0.50 0.50 Hourly Flow Rate, HFR 90 �J �- 62 20 4 26 (vehlh0 0 0 Percent Heav Vehicles 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 1 1 0 1 1 0 L TR L TR Configuration /������ �,�j , r---, ae ay(�j►�i7o'�� dQ{Ei2�'L���' ... �+'.,l�fi_.:. y�wl.� _ -. - -.._saw ---'ww.��..�!r"-, . v... �' Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 L L L TR L TR Lane Configuration 30 v (veh/h) 15 71 90 65 20 783 912 110 499 91 315 C (m) (veh/h) 0.10 Vlc 0.02 0.08 0.82 0.13 0.22 95% queue length 0.06 0.25 4.69 0.45 0.78 0.31 Control Delay (s/veh) 9.7 9.3 114.0 13.3 55.4 17.6 LOS A A F B F C 71.7 32.7 Approach Delay (s/veh) - - F D Approach LOS -- - Gopyright 0 2005 University of Florida,All Rights Reserved HCS+Tnn Version 5.21 Generated: 12r1812006 9:40 AM TWO-WAY STOP CONTROL SUMMARY : �' rnfafion General Intonation i5ife Info - Intersection Oak& 14th Analyst RLA Jurisdiction Bozeman Agency/Co. Abelin Traffic Services 2015 With PT-No Back Date Performed 5111/2006 Analysis Year Growth Analysis Time Period PM Peak Hour Project Description PT Land Development East/West Street: Oak Street North/South Street: 14th Avenue Intersection Orientation: East-West IStudy Period hrs : 0.25 Vehicle Volunm and Ad. e,nbs Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h) 17 615 1 2 792 6 Peak-Hour Factor, PHF 0.96 0.96 0.96 0.93 0.93 0.93 Hourly Flow Rate, HFR 17 640 1 2 851 6 veh/h Percent Heavy Vehicles 0 — — 0 — — Median Type Undivided RT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR Upstream Si nal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h' 0 1 0 22 2 28 Peak-Hour Factor PHF 0.50 0.50 0.50 0.63 0.63 0.63 Hourly Flow Rate, HFR 0 2 0 34 3 44 veh/h) Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Glum* a"nd.f J wal of SeN": Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LTR LTR v (veh/h) I 17 �_2 2 81 C (m) (veh/h) 792 953 114 230 35 v/c 0.02 0.00 0.02 1. 95% queue length 0.07 0.01 0.05 .51 Control Delay (s/veh) 9.6 8.8 37.1 28.9 LOS A A E D Approach Delay (s/veh) — — 37.1 28.9 Approach LOS — — E D Generated: 12/28/2006 9:40 AM copyrightUniversity of Florida,All Rights Reserved HCS+TM version 5.21®2005 >Y TWO-WAY STOP CONTROL SUMMARY Generei'info�#€o1�'� Sloe�rrforntal�n : , Analyst RLA A Intersection Oak& 11th Agency/Co. Abelin Traffic Services Jurisdiction Bozeman Date Performed 5✓11/2006 Analysis Year 2015 With PT-No Back Growth Analysis Time Period PM Peak Hour Project Description PT Land Development East/West Street: Oak Street North/South Street: 11th Avenue Intersection Orientation: East-West IStudy Period hrs : 0.25 Vehicle Val and�1 'us'lmen'Es u Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h 6 611 7 2 781 15 Peak-Hour Factor, PHF 0.96 0.96 0.96 0.93 0.93 0.93 Hourly Flow Rate, HFR 6 636 7 2 839 16 veh/h Percent Heavy Vehicles 0 — — 0 — — Median Type Undivided RT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR Upstream Signal 1 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 3 1 2 27 1 15 Peak-Hour Factor. PHF 0.50 0.50 0.50 0.64 0.64 0.64 Hourly Flow Rate, HFR 6 2 4 42 1 23 (veh/h) Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 D RT Channelized 0 0 Lanes 0 1 0 0 1 1 Configuration LTR LT R al of,Aeroach�ae LAW Eastbound Northbound Approach s bound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LTR LT R v(veh/h) 6 2 12 43 23 C (m) (veh/h) 793 951 205 142 581 v/c 0.01 0.00 0.06 0,30 0.04 95%queue length 0.02 0.01 0.19 1.19 0.12 Control Delay (s/veh) 9.6 8.8 23.7 41.0 11.5 LOS A A C E B Approach Delay (s/veh) — — 23.7 30.7 Approach LOS — — C D Copyright 0 2005 University of Florida,All Rights Reserved HCS+TM Version 5.21 Generated: 12/28/2006 9:41 AM APPENDIX D Signalization Warrants 2003 Edition Page 4C-7 Figure 4C-3. Warrant 3, Peak Hour = 600 IL > = 500 U 2 OR MORE LANES&2 OR MORE LANES O --- ¢11:a 4D0 / 2 OR MORE LANES&1 LANE a 300 1 l-4NE i 1 LANE O O 200 M *1 so w 100 '100 2 t;0 2 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 MAJOR STREET—TOTAL OF BOTH APPROACHES— VEHICLES PER HOUR (VPH) "Note:150 vph applies as the lower threshold volume for a minor-street approach with two or more lanes and 100 vph applies as the lower threshold volume for a minor-street approach with one lane. Oak 5kee,4 ISty 4vr, Figure 4C4. Warrant 3, Peak Hour(70% Factor) (COMMUNITY LESS THAN 10,000 POPULATION OR ABOVE 70 km/h OR ABOVE 40 mph ON MAJOR STREET) a _7 > — 2 OR MORE LANES&2 OR MORE LANES — U 400 w UJI¢ 2 OR MORE LANES&1 LANE 0- 300 1 Q 1 iNE&it LANE w z D 200 i - Z.o i s w���, PrLA *100 W 100 '75 2 C7 300 400 500 600 700 B00 900 1000 1100 1200 1300 MAJOR STREET TOTAL OF BOTH APPROACHES— VEHICLES PER HOUR(VPH) 'Note:100 vph applies as the lower threshold volume for a minor-street approach with two or more lanes and 75 vph applies as the lower threshold volume for a minor-street approach with one lane. November 2003 Sect.4C•06 SIGNAL WARRANT ANALYSIS PT Land Development BOZEMAN, MONTANA Prepared for: PT Land Development MORRISON jLiLl INC. r Prepared by: o Morrison-Maierle, Inc. e ERRING 3011 Palmer Street Missoula, Montana 59808 ��:, _\` �� .. N/s Sb N A l tiis�„mlilw%%���� Introduction This traffic signal warrant analysis was performed on the intersections of N. 15th Avenue and N. 11th Avenue with Oak Street located in Bozeman, MT. These intersections were identified as becoming deficient in the 2006 Traffic Impact Study for PT Land Property Commercial Development submitted by Abelin Traffic Services. This analysis is intended to be responsive to comments frorn Montana Department of Transportation on the Traffic Impact Study. For purposes of this analysis, the site generated traffic volurnes shown in the Traffic Impact Study were added to existing traffic conditions for the investigation of installing a traffic signal at the intersections. The Manual on Uniform Traffic Control Devices (MUTCD) provides a list of eight warrants (conditions or characteristics of traffic and/or roadway) where installation of a traffic signal may be justified. The satisfaction of a traffic signal warrant or multiple warrants shall not in itself require the installation of a traffic control signal. The warrants and summary of each warrant defined in the MUTCD are: 1 . Eight-Hour Vehicular Volume 2. Four-Hour Vehicular Volume 3. Peak Hour 4. Pedestrian Volume 5. School Crossing 6. Coordinated signal System 7. Crash Experience 8. Roadway Network Warrant 1 — Eight-Hour Vehicular Volume Warrant 1 provides two conditions that if either is met, the warrant is satisfied. Condition A, Minimum Vehicular Volume is intended for application at locations where a large volume of intersecting traffic is the principal reason for installation of traffic signal. Condition B, Interruption of Continuous Traffic is intended for application where traffic volume on the major street is so heavy that traffic on the minor intersecting street suffers excessive delay or conflict in entering or crossing the major street. Table 4C-1 in appendix shows conditions for Warrant 1. Warrant 2 — Four-Hour Vehicular Volume Warrant 2 signal warrant conditions are to be applied at locations where the volume of intersecting traffic is the principal reason for installation of traffic signal. The warrant is met if points are plotted above the applicable curve in Figure 4C-1 and Figure 4C-2 of the appendix, using total vehicles per hour on the major street and corresponding vehicles per hour on the higher-volume minor street approach. Warrant_3—Peak Hour Warrant 3 provides two categories that if either is met, the warrant is satisfied. The first category has three conditions that all need to exist for the same hour of an average day: 1. Total stopped time delay of traffic on one minor street approach (one direction) controlled by Stop sign equals or exceeds 4 vehicle-hours for one lane approach or 5 vehicle-hours for two lane approach; and 2. The volume of the same minor street approach equals or exceeds 100 vehicles per hour for one lane approach or 150 vehicles per hour for two lane approach; and 3. The total entering volume during the hour equals or exceeds 650 vehicles per hour for intersection with three approaches or 800 vehicles per hour for intersections with four or more approaches. The second category is met if points plotted fall above the applicable curve in Figure 4C-3 in the appendix, using total vehicles per hour on the major street and the corresponding vehicles per hour of the higher volume minor street approach. Warrant 4 — Pedestrian Crossing Warrant 4 applications are to be used at locations where the traffic volume on the major street is so heavy that pedestrians experience excessive delay in crossing the major street. The following two criteria must both be met for the warrant to be satisfied: 1. Pedestrian volume crossing major street during an average day exceeds 100 for any 4 hours or exceeds 190 for any 1 hour; and 2. There are fewer than 60 gaps per hour in traffic stream sufficient to allow pedestrians to cross during same period when pedestrian volume criterion is satisfied. Warrant 5 — School Crossing Warrant 5 applications are to be used at locations where school children crossing the major street is the principal reason for installing the traffic signal. This signal warrant is met when the frequency and adequacy of gaps in the vehicular traffic stream related to number and size of school children groups at established school crossing of a major street shows that the number of adequate gaps in traffic stream of same period that children use crossing is less than number of minutes in period, and there are a minimum of 20 children during crossing hour. Warrant 6 — Coordinated Signal System Warrant 6 provides two criteria, that if either is met the warrant is satisfied: 1. On one-way street or street that has traffic predominately in one direction; the adjacent traffic signals are so far apart that they do not provide the necessary vehicular platooning. 2. On a two-way street, adjacent traffic signals do not provide necessary vehicular platooning and the proposed and adjacent traffic signal will collectively provide progressive operation. Warrant 7 — Crash Experience Warrant 7 provides conditions for application where the severity and frequency of crashes are the principal reason for installing traffic signal. The following conditions all need to be met for this warrant to be satisfied: 1. Adequate trial of alternative with satisfactory observance and enforcement failed to reduce incident frequency; and 2. Five or more reported incidents, correctable by traffic signal, have occurred within a 12-month period, each involving personal injury or property damage exceeding applicable requirements for a reported incident; and e day, the vehicles per hour given in 3. For each of any 8-hours of averag both the 80 percent columns of Condition A Table 4C-1 of the appendix, or the vehicles per hour of the 80 percent columns of Condition B Table 4C-1 of the appendix exists on major street and higher-volume minor street approach to the intersection, or the volume of pedestrian traffic is not less than 80 percent of the requirements specified in warrant 4. Warrant 8 — Roadway Network Warrant 8 encourages concentration and organization of traffic flow on a roadway network. If intersection of two or more major routes meets one or both of the following criteria, the warrant is satisfied: 1. The intersection has total existing or immediately projected entering volume of 1,000 vehicles per hour during peak hour and has 5-year projected traffic volume that meet one or more of warrants 1, 2, or 3 during an average weekday; or 2. The intersection has total existing or immediately projected entering volume of 1,000 vehicles per hour for each of any 5 hours of nonnormal business day. Evaluation Traffic volumes utilized for this analysis were collected the weeks of February 18 and March 4 of 2007 by Morrison-Maierle, Inc personnel. The lane configuration used in this analysis for the intersection of N. 15th Avenue / Oak Street was a left and through/right lanes for north and southbound, while east and westbound consisted of a left, through and through/right lanes. N. 11th Avenue / Oak Street utilized a lane configuration of eastbound left and through/right lanes, westbound left, through and through/right lanes, northbound left/through/right lane and southbound left/through and right lanes. Two or more lanes will be used for Oak Street (major streets) and two or more lanes will be used for both N. 15th Avenue and N. 11th Avenue (minor streets) in this analysis. Additionally, the posted speed limit along Oak Street is for 45 mph, therefore, the 70% factor will be utilized in Table 4C-1 and Figures 4C-1 through 4C-4. Warrant 1 Eight-Hour Vehicular Volume warrant was done with the average weekday traffic volumes along N. 15th / Oak Street, as described above. Using Table 4C-1 in the appendix with the stated lane configuration, Condition A states a minimum volume for the major street (total of both approaches) of 420 vehicles, and the minor street (higher-volume approach one direction only) of 140 vehicles for at least 8 hours. Traffic volumes do not exceed the values for 8 hours; therefore, Condition A is not satisfied. From Table 4C-1, Condition B has minimum volumes for the given lane configuration of 630 vehicles for the major street and 70 vehicles for the minor street. Using the same volumes for the approaches on Condition B as Condition A we anticipate 12 hours of the day exceeded minimum volumes required. Warrant 1 for N. 15th Avenue / Oak Street is satisfied. In analyzing N. 11th Avenue / Oak Street the same table was used. Condition A has a minimum volume of 420 vehicles for the major street and 140 vehicles for the minor street. Traffic volumes do not exceed the values for 8 hours; therefore, Condition A is not satisfied. Condition B has minimum volumes of 630 vehicles for the major street and 70 vehicles for the minor street. Traffic volumes do not exceed the values for 8 hours, Condition B is not satisfied. Warrant 1 for N. 11th Avenue / Oak Street is not satisfied. Warrant 2 Four-Hour Vehicular Volume warrant was analyzed using Figure 4C-2 of the appendix to plot points on the curve. The 2 or more lanes and 2 or more lanes curve was used in the analysis of both N. 15th Avenue / Oak Street and N. 11 th Avenue / Oak Street to correspond to the lane configuration of both intersections. Using the recorded average traffic volumes for N. 15th Avenue / Oak Street, 10 hours plotted points above the curve. Warrant 2 for N. 15th Avenue / Oak Street is satisfied. In analyzing N. 11th Avenue / Oak Street, there were no points plotted above the curve. Warrant 2 for N. 11th Avenue / Oak Street is not satisfied. Warrant 3 Peak Hour warrant was analyzed using Figure 4C-4 of the appendix to plot points on the curve. The 2 or more lanes and 2 or more lanes curve was used in the analysis of both N. 15th Avenue / Oak Street and N. 11th Avenue /Oak Street to correspond with the lane configuration of both intersections. Using the recorded average traffic volumes for N. 15th Avenue / Oak Street, 5 hours plotted points above the curve. Warrant 3 for N. 15th Avenue / Oak Street is satisfied. Analyzing N. 11th Avenue / Oak Street, there were no points plotted above the curve. Warrant 3 for N. 11th Avenue / Oak Street is not satisfied. Warrant 4 Pedestrian Crossing warrant was evaluated for N. 15th Avenue / Oak Street and N. 11th Avenue / Oak Street intersections. The location of these intersections not being in close proximity to the central business district, lack of pedestrian facilities and attractions that are not conducive to high pedestrian volumes show a low demand of pedestrian movements crossing Oak Street at N. 15th and N. 11 th Avenues. At both intersections, Warrant 4 is not satisfied. Warrant 5 School Crossing warrant application is to be used where school children crossing the major street is the principal reason for installing the traffic signal. These intersections are not in the vicinity of any schools and do not serve as school crossing. Warrant 5 is not applicable. Warrant 6 Coordinated Signal System was analyzed for the intersections of N. 15tt' Avenue / Oak Street and N. 111h Avenue / Oak Street. Criterion 1 of this warrant addresses a one-way street or a two-way street with traffic volume predominantly in one direction. This is not applicable for either intersection. Criterion 2 of the warrant addresses whether adjacent traffic signals provide the necessary vehicular platooning and progressive operation. Warrant 6 is not satisfied for either intersection; however consideration of coordinating the proposed signal with the signal at N. 19th Avenue / Oak Street should be given to improve traffic operations. Warrant 7 Crash Experience warrant requires examination of the crash experience at the intersections where the severity and frequency of the crashes are the principal reasons to consider a traffic control signal. In reviewing the information available on the crash experience in the vicinity of and at these intersections, there have not been any reported crashes. Criterion 2 of the warrant is not satisfied; therefore Warrant 7 is not satisfied. Warrant 8 Roadway Network warrant is intended to encourage concentration and organization of traffic flow on two major routes. Oak Street is classified as a principal arterial, while both N. 15th Avenue and N. 11th Avenue are listed as future collectors. Oak Street qualifies as a major route by having one or more of the following characteristics: 1. It is part of the street or highway system that serves as the principal roadway network for through traffic flow; or 2. It includes rural or suburban highways outside, entering, or traversing a City; or 3. It appears as a major route on an official plan, such as a major street plan in an urban area traffic and transportation study. Analyzing N. 15th Avenue / Oak Street by the two criteria for this warrant, Criterion A states the intersection shall have total existing entering volume of at least 1,000 vehicles per hour during peak hour of typical weekday and meets one or more of Warrants 1, 2, and 3 during an average weekday. Criterion A for N. 15th Avenue / Oak Street is satisfied. Criterion B states total existing entering volume of at least 1,000 vehicles per hour for each of any 5 hours of nonnormal business day. Traffic counts were not collected on any nonnormal business; therefore Criterion B is not applicable. Warrant 8 for N. 15th Avenue / Oak Street is satisfied. Analyzing N. 11 th Avenue / Oak Street by the two criteria listed in this warrant shows that Criterion A was not met even though it had at least 1,000 vehicles entering the intersection during peak hour of typical weekday, it did not meet one or more of Warrants 1, 2, and 3 during an average weekday. Criterion B is not applicable for this intersection. Warrant 8 for N. 11 th Avenue / Oak Street is not satisfied. Oak Street & Oak Street & N. 15th N. 11 th TRAFFIC SIGNAL WARRANTS Avenue Avenue Ei ht-Hour Vehicular Volume Yes No Four-Hour Vehicular Volume Yes No Peak Hour Yes No Pedestrian Volume No No School Crossing No No Coordinated Signal S stem No No Accident Experience No No Roadway Network Yes Yes Yes Yes Signals Warranted No No Capacity Analysis In addition to the evaluation of the eight signal warrants from the Manual on Uniform Traffic Control Devices (MUTCD), an evaluation of the intersections operations was performed using the Highway Capacity Software. The intersections were evaluated using two-way stop and a traffic signal for traffic control. The evaluation from the Highway Capacity Software produced results in terms of level of service. Level of Service (LOS) is the qualitative measure of operational conditions within a traffic stream. Letters designate each of the six levels, from A to F, with LOS A representing the best operational conditions and LOS F representing the worst operational conditions. The stop controlled analysis yielded results utilizing the traffic volumes for the approaches to both intersections of N. 15th Avenue / Oak Street and N. 11 th Avenue / Oak Street by AM and PM peak hours. N. 15th Avenue and N. 11th Avenue were the approaches on both intersections that were controlled by the stop condition. N. 15th Avenue had north approach delays of 17.6 and 35.0 seconds for the AM and PM peak hours, respectively. The approach delays produce LOS C for the AM peak and LOS D for the PM peak. The south approach for N. 15th Avenue had delays of 15.2 and 32.2 seconds which produce the approach LOS C and LOS D for the AM and PM peaks respectively. Additionally, N. 11 th Avenue's north approach had delays of 12.4 and 17.7 seconds for AM and PM peak hours producing approach LOS B and LOS C, while the south approach had delays of 12.6 and 14.8 seconds for AM and PM peak hours producing approach LOS B and LOS B. The uses of traffic signals were also evaluated at the intersections of N. 15th Avenue / Oak Street and N. 11th Avenue / Oak Street. The analysis was performed utilizing existing traffic volumes. The geometry of N. 15th Avenue / Oak Street intersection consisted of eastbound left, through and right lanes, westbound left, through and through/right lanes. Northbound and southbound lane geometry consisted of left and through/right lanes. The phasing used in the analysis of this intersection was eastbound and westbound protected left, eastbound and westbound permissive left with through and right movements. Northbound and southbound approaches utilized permissive left phasing with the through/right movements. The phasing used was optimized with the Highway Capacity Software producing intersection delay with corresponding LOS. The peak hours produced intersection delays of 13.7 and 17.5 seconds and LOS B for both the AM and PM peaks. The eastbound approach is expected operate within the LOS B range, while producing an individual delay of 14.0 and 18.0 seconds. The westbound approach has a delay of 9.7 and 14.5 seconds and operates within the LOS A and LOS B range. The northbound approach produces a delay of 33.3 and 33.1 seconds and LOS C, while the southbound approach has a delay of 31.4 and 29.9 seconds and LOS C. The geometry used in the analysis of N. 11 th Avenue / Oak Street intersection consisted of eastbound and westbound left, through, and through/right lanes, northbound left/through/right lane and southbound had left/through and right lanes. The phasing used in the analysis of this intersection was for all approaches to have permissive left turns. The phasing used was again optimized with the Highway Capacity Software to produce intersection delay and the corresponding LOS. The peak hours produced intersection delays of 7.5 and 8.2 seconds for the AM and PM peak hours with corresponding LOS of A. The eastbound approach will operate within the range of LOS A with the delays of 7.1 and 7.4 seconds. The westbound approach will operate in the LOS A range and have delays of 6.7 and 8.3 seconds. The northbound approach will operate within LOS C range and produce delays of 22.7 and 22.6 seconds, while the southbound approach operates at LOS C and has delays of 23.0 seconds. The following table provides a summary of the approach delays and corresponding levels of service. The detailed reports of the evaluations are included in the appendix. Oak Street& Oak Street & N. 15th N. 11 th Avenue Avenue Capacity Analysis AM PM AM PM Stop Controlled North Approach Delay sec 17.6 35.0 12.4 17.7 North Approach LOS C D B C South Approach Delay sec 15.2 32.2 12.6 14.8 South Approach LOS C D B B Traffic Si nal West Approach Delay sec 14.0 18.0 7.1 7.4 West Approach LOS B B A A East Approach Delay sec 9.7 14.5 6.7 8.3 East Approach LOS A B A A North Approach Delay (sec) 31.4 29.9 23.0 23.0 North Approach LOS C C C C South Approach Delay sec 33.3 33.1 22.7 22.6 South Approach LOS C C C C Intersection Delay sec 13.7 17.5 7.5 8.2 intersection LOS B I B A A Conclusions and Recommendations Based on the evaluation of the eight MUTCD signal warrants, the existing intersection of N. 15th Avenue and Oak :3treet will warrant the installation of a traffic signal with existing traffic volumes. The evaluation of the eight signal warrants did not warrant the installation of a signal at the intersection of N. 11th Avenue and Oak Street. As 15th Avenue is classified as a collector route within the Bozeman 2020 Community plan and will be extended to provide connection with Baxter Lane, the traffic volumes from existing and future developments can be expected to be routed to the collector street. Convenient access to Oak Street, a principal arterial in the Bozeman Community plan, can more readily be provided with the proposed signal. The proposed signal at N. 15th Avenue and Oak Street is both warranted and justified based on the existing traffic volumes and its location at the intersection of a principal arterial and collector street. No geometric changes appear to be necessary for N. 15th Avenue and Oak Street, although existing striping along Oak Street should be modified to include stop bars, crosswalks and designated left turn bays. With the installation of the proposed traffic signal, an 8-phase controller is recommended. This will accommodate the proposed growth in the area and additional phases associated with the growth. The timing plan for the traffic signal should ensure coordination with the existing traffic signal at N. 19th Avenue and Oak Street to ensure minimum impacts. APPENDIX Table 4C-1 Figure 4C-1 to Figure 4C-4 Oak Street Traffic Volumes N. 15th Avenue Traffic Volumes N. 11 th Avenue Traffic Volumes Site Generated Traffic Volumes Highway Capacity Worksheets 2003 Edition Page 4C-3 Table 4C-1. Warrant 1, Eight-Hour Vehicular Volume Condition A—Minimum Vehicular Volume Vehicles per hour on higher-volume Number of lanes for Vehicles per hour on major street minor-street approach moving traffic on each approach (total of both approaches) (one direction only) Major Street Minor Street 100% 80%b 70%` 56%d 100%a 80%b 70%` 56%d 1................. 1................. 500 400 350 280 150 120 105 84 2 or more... 1................. 600 480 420 336 150 120 105 84 2 or more... 2 or more... 600 480 420 336 200 160 140 112 1................. 2 or more.... 500 400 350 280 200 160 140 112 Condition B—Interruption of Continuous Traffic Vehicles per hour on higher-volume Number of lanes for Vehicles per hour on major street minor-street approach moving traffic on each approach (total of both approaches) (one direction only) Major Street Minor Street 100% 80%b 70%° 56%d 100% 80%b 70%` 56%d 1.............. 1................. 750 600 525 420 75 60 53 42 2 or more... 1................. 900 720 630 504 75 60 53 42 2 or more... 2 or more... 900 720 630 504 100 80 70 56 1................. 2 or more.... 750 600 525 420 1 100 80 70 56 Basic minimum hourly volume. b Used for combination of Conditions A and B after adequate trial of other remedial measures. °May be used when the major-street speed exceeds 70 km/h or exceeds 40 mph or in an isolated community with a population of less than 10,000. d May be used for combination of Conditions A and B after adequate trial of other remedial measures when the major- street speed exceeds 70 km/h or exceeds 40 mph or in an isolated community with a population of less than 10,000. Standard: The need for a traffic control signal shall be considered if an engineering study finds that one of the following conditions exist for each of any 8 hours of an average day: A. The vehicles per hour given in both of the 100 percent columns of Condition A in Table 4C-1 exist on the major-street and the higher-volume minor-street approaches,respectively, to the intersection; or B. The vehicles per hour given in both of the 100 percent columns of Condition B in Table 4C-1 exist on the major-street and the higher-volume minor-street approaches,respectively,to the intersection. In applying each condition the major-street and minor-street volumes shall be for the same 8 hours. On the minor street,the higher volume shall not be required to be on the same approach during each of these 8 hours. Option: If the posted or statutory speed limit or the 85th-percentile speed on the major street exceeds 70 km/h or exceeds 40 mph, or if the intersection lies within the built-up area of an isolated community having a population of less than 10,000, the traffic volumes in the 70 percent columns in Table 4C-1 may be used in place of the 100 percent columns. Sect.4C.02 Page 4C-5 2003 Edition Figure 4C-1. Warrant 2, Four-Hour Vehicular Volume j 500 2 OR MORE LANES&2 OR MORE LANES 2 w O 400 2 OR MORE LANES & 1 LANE w 1 LANE & 1 LANE o- 300 ►n a w � x�J 200 p> *115 0� 100 'BO C7 _� l^ 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 MAJOR STREET—TOTAL OF BOTH APPROACHES— VEHICLES PER HOUR (VPH) 13 Z� I 'Note:115 vph applies as the lower threshold volume for a minor-street approach with two or more lanes and 80 vph applies as the lower threshold volume for a minor-street approach with one lane. Figure 4C-2. Warrant 2, Four-Hour Vehicular Volume (70% Factor) (COMMUNITY LESS THAN 10,000 POPULATION OR ABOVE 70 km/h OR ABOVE 40 mph ON MAJOR STREET) = 400 > 7- 1- a OR MORE LANES&2 OR MORE LANES U 300 w O 2 OR MORE LANES&1 LANE w a 1 LANE& 1 LANE (A¢ 200 o X 1( a zD �\ 0j 100 '80 �- tr '60 .� w 2 200 300 400 500 600 700 800 900 1000 llpD l� I I' �►03 132 MAJOR STREET—TOTAL OF BOTH APPROACHES- 303 151 VEHICLES PER HOUR (VPH) 5 Z5� 1 Ill 'Note:80 vph applies as the lower threshold volume for a minor-street IS 3 j i 1 approach with two or more lanes and 60 vph applies as the lower ✓i f2�0 Asa threshold volume for a minor-street approach with one lane. l�l q (p Sect.4C.04 I's �(o Page 4C-7 2003 Edition Figure 4C-3. Warrant 3, Peak Hour = 600 a = 500 2 OR MORE LANES&2 OR MORE LANES O Q wCR 400 2 OR MORE LANES& 1 LANE o_ c~n Q 300 1 LANE& 1 LANE W on Z_J O 200 I "150 _ "100 W 100 2 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 MAJOR STREET—TOTAL OF BOTH APPROACHES— �. VEHICLES PER HOUR (VPH) D kys r7'1L "Note:150 vph applies as the lower threshold volume for a minor-street approach with two or more lanes and 100 vph applies as the lower threshold volume for a minor-street approach with one lane. Figure 4C-4. Warrant 3, Peak Hour(70% Factor) (COMMUNITY LESS THAN 10,000 POPULATION OR ABOVE 70 km/h OR ABOVE 40 mph ON MAJOR STREET) � T i. I�� v 400 2 OR MORE LANES&2 OR MORE LANES w a0 2 OR MORE LANES&1 LANE cc Q 300 1 LANE&1 LANE Cc Z� 200 �° KO 1oJ W 100 "75 o 158 �p 23 300 400 500 600 700 SDO 900 1000 1100 1200 1300 I� MAJOR STREET—TOTAL OF BOTH APPROACHES— VEHICLES PER HOUR (VPH) "Note:100 vph applies as the lower threshold volume for a minor-street S �S approach with two or more lanes and 75 vph applies as the lower threshold volume for a minor-street approach with one lane. Sect.4C.06 Page 4C-5 2003 Edition Figure 4C-1. Warrant 2, Four-Hour Vehicular Volume j 500 2 OR MORE LANES&2 OR MORE LANES 2 O400 2 OR MORE LANES&1 LANE W 1 LANE& 1 LANE 0_ 300 I— Q Cn fr W J 200 O *115 Cc 100 "BO W 2 C7 2 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 MAJOR STREET—TOTAL OF BOTH APPROACHES— VEHICLES PER HOUR (VPH) O �Lrs ✓nef L3 Z v 1>(�4 *Note:115 vph applies as the lower threshold volume for a minor-street approach with two or more lanes and 80 vph applies as the lower threshold volume for a minor-street approach with one lane. Figure 4C-2. Warrant 2, Four-Hour Vehicular Volume (70% Factor) (COMMUNITY LESS THAN 10,000 POPULATION OR ABOVE 70 km/h OR ABOVE 40 mph ON MAJOR STREET) = 400 7 EL > OR MORE LANES&2 OR MORE LANES U 300 w O 2 OR MORE LANES & 1 LANE W C 1 LANE& 1 LANE C1 Q 200 Ir W O _J O 100 *60 W 2 CO 200 300 400 500 600 700 800 900 1000 MAJOR STREET—TOTAL OF BOTH APPROACHES— VEHICLES PER HOUR (VPH) *Note:80 vph applies as the lower threshold volume for a minor-street approach with two or more lanes and 60 vph applies as the lower O 1 threshold volume for a minor-street approach with one lane. Z �''I Sec[.4C.04 Page 4C-7 2003 Edition Figure 4C-3. Warrant 3, Peak Hour = 600 o_ = 500 2 OR MORE LANES&2 OR MORE LANES U Q wcc 400 2 OR MORE LANES& 1 LANE o:o c~n Q 300 1 LANE&1 LANE 02 Z J 200 *1 so O 100 W 100 C7 2 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 MAJOR STREET—TOTAL OF BOTH APPROACHES— A) VEHICLES PER HOUR (VPH) *Note:150 vph applies as the lower threshold volume for a minor-street b(� O >7'1G L 32 � approach with two or more lanes and 100 vph applies as the lower threshold volume for aminor-street approach with one lane. Figure 4C-4. Warrant 3, Peak Hour(70% Factor) (COMMUNITY LESS THAN 10,000 POPULATION OR ABOVE 70 km/h OR ABOVE 40 mph ON MAJOR STREET) o_ > 2 OR MORE LANES&2 OR MORE LANES U 400 w p 2 OR MORE LANES&1 LANE T Q 300 1 LANE&1 LANE w z 200 I �Ei o I *100 C= 100 *75 w C7 300 400 500 600 700 800 900 1000 1100 1200 1300 MAJOR STREET—TOTAL OF BOTH APPROACHES— VEHICLES PER HOUR (VPH) *Note: 100 vph applies as the lower threshold volume for a minor-street �V6 yly)�� approach with two or more lanes and 75 vph applies as the lower 1 threshold volume for a minor-street approach with one lane. 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Y Y � - Q O o 00 O 0 O 0 0 0 0 m 0 00 0 0000 o00 ,M E IC m O N o o o o o o o o o O r N o o 9 O o o o o O C r p o C. w 0 w 0 C co r CV c') 4 Ln 6 h co 6 rrT �- NM � tD CD hM Mrr � V � ¢ d > dd > OD (A N N M N LO M CO O O M CD w O O M M O I- p Cb 00 � 00 0 T T LO (D CD Ln OD O O C✓D T CO O (D M N T N OD ~O > COT T r T r T O CA r O Q Z T Ln O N f7 _ 0 Y LC) tt M N N T L!� C10 O OD fA 0 f� h M Co O T M Co M O CV O M O N N r O M I- O M CID O H O LO � N T M N a) r T r r LD O T O T m 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 pp o 0 T Z O o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00 o Oo O U o U) op o 0 O o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 o 0 00 0 CD 0 m O o 0 OZ o @ o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 o O o0 0 00 0 U) m o 0 0 m 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 o O 00 0 00 0 0 op 0 0 Z rn o o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 o O cc:) 00 0 cu 0 co 0 0 0 o U) OLD Z O C Ln In M N N N O LO B O Ln 0 ti 0) M N N r (D Lf)N O O O O LAC) O M T r L1'y In ti C>0 CA CD O M N O CD N O r J C6 Z r r r T � CID ti r M `- H > CD CD d N Q N LO IOLoM CO0OM O O0 M D D tm r � � I� 00OTCID 't � h Or O N O Mth O r Ln m r T r T r LO CA T 66 r T Z CID N M r N M T � N O LO N N N h 'T DD t` M 'ITO V' O co O T r T O Co Ln CD O) N r W N � Nr LO � N Lf) lzr M Cl) OD m r T r T r r M (� T � Z ti N -0 MMMN TTCDCON CA CDt- COL1DCOf- MD00 CY? 000) O Cl)O M N N DD 0 ";r N T NV' cor r T r r r LO CA r 66 T Cn O OOOOOOOO M N CD I- M 'TM t` O I` Mti DD 0) Lb 0 � O d' I� CD f� r tT CA O CX',) LfD r T N Z T r T LO O 66coT T N (D 0000000000t 1- 0 OM OCDN Cl O W MNT CV OO ON O N � CID N � In O O CID O O M N O It M N r co T r r r T CA '- 66 r U) 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 m LO Z c O g 0 m U) d c o = d = d N a E E L C � 0 0 0 0 — .. Y Y � . Q OOOO O O OOO O OdO O O O OO O O O O O ,.�+ E CO O m O aJN000O O 0 OOOOTnj O O O O O O O O O 6r p O O. G1 O G! O CmrrNM Loot- GDCATrTrNM � Ln CD I- M () rTH V fn Qd > aa > r O r r O N N O h In N O CD O m m M — N r O O N O Cl) r N N N N M M M N M N r n: CD O > m r �, LO CD Q Z LO r co N U r 00 O r O r M 0 0 'C D) N 00 O O O h M N Cl) O O a) O O -'� N N N N M N N N N M N r _ O N O M Q) m Cl) lfJ Q) � O O � m S 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O 0 O Oo O � O O LOZ N 0 C O O O O O O O O O O O O O O O O O O O O O O O O O O 00 O 00 CD (1) m 0 O O O O O O O O O O O O O O O O O O O O O O O O O O O OC) 00 O 00 O m O O Z O N 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O Op O O O Cl) m O O U) O O o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 o 0 0 0 0 O 00 O 00 O m O 0 Cl) Z N O 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 C) O Op O o O (d LL m O O 0 V) 0 O � 0 NOOrr oNNOD0) N (D (DN I- O mrOr 0000 OM CD co Z O c .- rMNNNC•MNC'MMrN M 00 J Z O cn Z — � W r NE N coN a ¢ O 7 r 0 0 0 r CDr M M M a M N M O O M l- CD O O N (`. 00 co t N It N r N N M N M N M r Cl) r H CO In O) Z O r O O r O r N N Ili O M CD O I(7 N O to r r O CD O O N 0 m r N N N N M M M N N r r M co LO O N r Z N r N (D -0 r DOt� tnNrM ON 000 N r OM > r N — N M N M N N N N m O LO O O O O O 0 00 0 M Ln Nr It O O ti -�d' M M O N O Mr M O N O M r N N M N M N M N N r N oZ � N _ 0 It O OO000 C) 000 0OMM QI � 0M000 M N A O � OM OM 7 r N m M N r M CM M M N M l H Cp r 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O CO p) Z O C 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00 m � a w e = E = E O C r p p 0 0 — r Y Y i Q Q o o o o o 0 0 0 0 o o a- o o O O O O O O O o c) E co - m - � N00000000oor �j0000000000r p o a �L d 0 ad 0 C CO �- r N M � In (D f.- M M r r r N m '7 In o h W m r r H �••� (/� Q a N O O r 0 0 0 N (f) 00 O N r N M M N M d O r o V? 0 OD O LO O o 00 > Im Ce) O 00 Q Z cu r r N p _0O r 0 0 0 0 N N r h I� O In m W LO M N O I- N O N O O 0 r 0) (D O 00 N 0) m 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00 O 00 O m O O O LC) Z N 0 C o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00 O 00 0 7 (n m O O o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 • 0 00 0 00 0 co O O Z 't o N 00 O 00 O (/) m O O O cn O O O O O O O O O O O O O O o O O O o O O O O O O O Oo 0 00 0 DoO O o M Z N o �[ - O O O O O O O O O O O O O O O O O O O O O O O O O O 00 O 00 O L.L im O O O O Z =p C N O O N 0 0 0 0 0 0 0 M N N O M O M O L n 0 0 0 LO D? 00 0 00 m M Q) E N Z ((f O N r Q r 0 0 O L() w m O N O O O O N T N M N M M N (D (D (D M (fi � � O O O m O O r r m r (ND O 00 r (n Z N O O O O o O M Lo 00 O N O LD N LO M N 0 N M O N ONr (D 00 0 00 LO m (Nr) m 00 Z M N r D O O O LO j OOOOOONOO � � O) N � 0Lt7 (D '� L'7 � CDNOO � 0 Or r r ~ � co r r O o 0 0 o O O o 0 o O N O o (D M LO N N 0Lf) 0 0 o N LO 00 N 00 0 m N " N T O Z r N r N O (D o r a) O O o O O O o O o 0 (D:N (D 0) r N ' r M N N O coLo 0 O r � m r r r r O r U r O o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O m rn Z r O c 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 � m o m a m _ _ E = E Z � QoOOO000000o � ooOoOoOooOO m N o 0 0 0 0 0 0 0 0 0 N o 0 0 0 0 0 0 0 0 o r o o a w o 0 0 � mr � CNCOv (iiiri - co0irrr - i.MV—Liicl-- 00M - - F- U 0) Qa > aa > PT Land Site Generated Traffic Volumes Bozeman, MT Hotel Convention Center Office Park Retail Light Industrial 15th 11 th 15th 11 th 15th 11 th 15th 11 th 12:00 AM 2 1 0 0 0 0 0 0 1:00 AM 1 0 0 0 0 0 0 0 2:00 AM 0 0 0 0 0 0 0 0 3:00 AM 0 0 0 0 0 0 0 0 4:00 AM 2 1 0 0 0 0 0 0 5:00 AM 8 4 0 0 0 0 0 0 6:00 AM 13 6 1 0 0 0 0 0 7:00 AM 16 8 8 4 0 0 2 1 8:00 AM 25 12 6 3 0 0 1 1 9:00 AM 23 10 3 1 10 5 0 0 10:00 AM 11 5 2 1 12 5 0 0 11:00 AM 15 8 5 3 14 6 1 1 12:00 PM 24 11 8 4 20 10 1 0 1:00 PM 27 13 6 2 18 9 1 1 2:00 PM 20 9 3 1 7 3 0 0 3:00 PM 17 8 1 1 12 6 0 0 4:00 PM 25 13 2 1 15 8 0 0 5:00 PM 31 16 8 5 22 13 2 1 6:00 PM 27 18 2 1 19 8 1 0 7:00PM 17 8 0 0 8 5 0 0 8:00PM 11 6 0 0 5 3 0 0 9:00 PM 6 3 0 0 10 5 0 0 10:00 PM 4 2 0 0 0 0 0 0 11:00PM 2 1 0 0 0 0 0 0 327 163 55 27 172 86 9 5 490 82 258 14 Page 1 of 2 Detailed Report HCS2000TM DETAILED REPORT General Information Site Information Analyst TGT Intersection Oak and 11 th Agency or MMI Area Type All other areas Co. Jurisdiction City of Bozeman Date 41412007 Analysis 2007 Performed Year Time AM Peak Hour Project ID AM Peak Signal Period Control Volume and Timin !n ut EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of lanes, Nt 1 2 0 1 2 0 0 1 0 0 1 1 Lane group L TR L TR LTR LT R Volume, V(vph) 11 575 3 4 410 16 3 1 4 19 D 10 % Heavy vehicles, % 0 0 0 0 0 0 0 0 HV 0 0 D 0 Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Pretimed (P) or P P P P P P P P P P P P actuated (A) Start-up lost time, 11 2.0 2.0 2.0 2.0 2.0 2.0 2.D Extension of effective 2,0 2.0 2.0 2.0 2.0 green, e 2.0 2.0 Arrival type, AT 3 3 3 3 3 3 3 Unit extension, UE 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Filtering/metering, 1 1.000 1.000 11.000 1.000 1.000 1.000 1.000 Initial unmet demand, 0 0 0.0 0.0 0.0 0.0 0.0 0.0 Ob / Bike/ RTOR 0 0 0 0 0 [P:ed mes 0 0 0 Lane width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking / Grade/ N 0 N N 0 N N 0 N N 0 N Parking Parking maneuvers, N 0 0 Buses stopping, NB 0 0 0 0 0 Min. time for 3.2 3.2 3.2 3.2 pedestrians, G P - Phasing EW 02 03 04 NS 06 07 08 file://C:\Documents and Settings\ttabler\Local Settings\Temp\s2kFE.tmp 4/5/2007 Page 2 of 2 Detailed Report Perm Perm G = G = G = G = G = G = G = G = 0 Timing 50.0 20. Y = Y = Y = 5 Y = Y = Y= Y = 5 Y= Duration of Analysis, T Cycle Length, C = 80.0 = 0.25 - - Lane Group Ca acit , Control Del a , and LOS Determination NB SB EB LT TH RT LT TH rRT r Ti-I --RT-TT TH RT Adjusted flow rate, v 12 642 4 474 8 21 11 Lane group capacity, 387 404 571 2259 467 2248 421 ✓ 0,01 0.21 0.02 0.05 0.03 v/c ratio, X 0.02 0.28 Total green ratio, g/C 0.63 0.63 0.63 0.63 0.25 0.25 0.25 Uniform delay, d� 5.7 6.8 5.7 6.5 .22.6 - 22.7 Progression factor, 1.000 1.000 1.000 1.000 1.000 1.000 1.00 IPF Delay calibration, k 0.50 0.50 0.50 0.50 0.50 0.50 0.50 Incremental delay, d2 0.1 0.3 0.0 0.2 0.1 0.3 0.1 Initial queue delay, d 3 Control delay 5.8 7.2 5.7 6.7 22.7 E3. 22.8 Lane group LOS A A A A C C Approach delay 7.1 6.7 22.7 23.0 Approach LOS A A C C rin-ters-ectfio­nd-elay� �7.5 X c= 0.22 Intersection LOS A HCS2000TM Copyright©2000 University of Florida,All Rights Reserved Version 4.1e file://C:\Documents and Settings\ttabler\Local Settings\Temp\s2kFE.tmp 4/5/2007 Pagel of 2 Detailed Report HCS2000TM DETAILED REPORT General Information Site Information Analyst TGT Intersection Oak and 11th Agency or MMl Area Type All other areas Co. Jurisdiction City of Bozeman Date 4/4/2007 Analysis 2007 Performed Year Time PM Peak Hour Project ID PM Peak Signal Period Control Volume and Timin In ut WB NB SB EB LT TH RT LT TH RT LT TH RT LT TH RT Number of lanes, N1 1 2 0 1 2 0 0 1 0 0 1 1 Lane group L TR L TR LTR LT R Volume, V(vph) 8 650 4 5 860 12 3 0 2 20 0 11 Heavy vehicles, % 0 0 0 0 0 0 0 0 0 0 0 0 HV Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Pretimed (P) or P P P P P P P P P P P P actuated (A) Start-up lost time, It 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of effective 2.0 2.0 2.0 2.0 2.0 2.0 2.0 green, e Arrival type, AT 3 3 3 3 3 3 3 Unit extension, UE 3.0 3.0 3.0 3.0 3.0 3.0 3.0 ------------- Filtering/metering, 1 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Initial unmet demand, 0.0 0.0 0,0 0.0 0.0 0.0 0.0 Qb Ped / Bike / RTOR 0 0 0 0 0 0 0 0 volumes Lane width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking / Grade/ N 0 N N 0 N N 0 N N 0 N Parking Parking maneuvers, N rn 0 0 Buses stopping, NB 0 0 0 0 4 TO -------------- Min. time for. 3.2 3.2 3.2 3.2 pedestrians, G� __F02 03 04 06 EW 07 08 Phasing NS file://C:\Documents and Settings\ttabler\Local Settings\Temp\s2k112.tmp 4/5/2007 Page 2 of 2 Detailed Report Perm Perm G = G = G = G = G = G = G = G = 20.0 Timing 50.0 Y = Y = Y = 5 Y= Y - Y = Y = 5 Y = Duration of Analysis, T Cycle Length, C - 80.0 = 0.25 Lane Group Ca acit , Control Del a , and LOS Determination NE LT EB LT TH RT LT TH RT LT TH *RTLT TH RT Adjusted flow rate, v 9 726 6 969 5 22 12 Lane group capacity, 417 387 404 c 304 2259 419 2256 v/c ratio, X 0.03 0.32 0.01 0.43 0.01 0.06 0.03 Total green ratio, g/C 0.63 0.63 0.63 0.63 0.25 0.25 0.25 Uniform delay, d� 5.7 7.0 5.7 7.7 22.6 22.8 22.7 Progression factor, 1.000 1.000 1.000 1.000 1.000 1.000 1.000 IP F Delay calibration, k 0.50 0.50 0.50 9.50 0.50 0.50 0.50 Incremental delay, d2 0.2 0.4 0.1 0.6 0.1 0.3 0.1 Initial queue delay, d3 Control delay 5.9 7.4 5.7 8.3 22.6 23.1 22.8 Lane group LOS A A A A C C C Approach delay 7.4 8.3 22.6 23.0 Approach LOS A A C C Intersection delay 8.2 XC = 0.32 Intersection LOS A HCS2000TM Copyright©2000 University of Florida,All Rights Reserved Version 4.1 e 4/5/2007 file://C:\Documents and Settings\ttabler\Local Settings\Temp\s2k112.tmp Page 1 of 2 Detailed Report HCS2000TM DETAILED REPORT General Information Site Information Analyst TGT Intersection Oak and 15th Agency or MMI Area Type All other areas Co. Jurisdiction City of Bozeman Date 41412007 Analysis 2007 Performed Year Time AM Peak Hour AM Peak Signal Period Project ID Control Volume and Timin In ut EB WS NB SB LT TH RT LT TH RT LT Tid RT LT TH RT Number of lanes, N 1 1 1 1 2 0 1 1 0 1 1 0 Lane group L T R L TR L TR L TR Volume, V (vph) 5 521 88 43 355 2 23 0 43 3 1 4 0% Heavy vehicles, % 0 D 0 0 0 0 0 0 0 0 0 HV D Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Pretimed (P)or actuated (A) P P P P P P P P P P P P Start-up lost time, 1, 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of effective 2•0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 green, e Arrival type, AT 3 3 3 3 3 3 3 3 3 Unit extension, UE 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Filtering/metering, 1 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Initial unmet demand, 0,0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Qh Ped / Bike / RTOR 0 0 0 0 0 volumes 0 0 0 Lane width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 i Parking / Grade/ N 0 N N 0 N N 0 N N 0 N Parking Parking maneuvers, N m ----Buses stopping, NB 0 ::::::I::Ero 0 0 0 0 0 0 Min. time for 3 2 3 2 3.2 3.2 pedestrians, G - u _ rPhsing �ExclEW 03 04 NS F06 07 08 file://CADocuments and Settings\ttabler\Local Settings\Temp\s2k9F.tmp 4/5/2007 Page 2 of 2 Detailed Report Left Perm Perm G = G = G G = G = G = Timing 12.0 50.0 G = G - 15.0 Y = 4 Y = 5 Y = Y = Y= 4 Y = Y = Y = Duration of Analysis,T Cycle Length, C - 90.0 = 0.25 Lane GroupCa acit , Control Del a , and LOS DeWBmination NB SB EB LT TH RT LT TH RT LT TH RT LT TH RT Adjusted flow rate, v 6 579 98 48 396 26 48 3 5 Lane group capacity, 775 1056 897 571 2008 239 269 230 279 VWc ratio, X 0.01 0.55 0.11 0.08 0.20 0.11 0.18 0.01 0.02 Total green ratio, g/C 0.73 0.56 0.56 0.73 ,0.56 0.17 0.17 0.17 0.17 Uniform delay, d� 3.4 12.8 9.5 5.4 10.0 31.8 32.2 31.3 31.3 Progression factor, 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 PF Delay calibration, k 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 incremental delay, d2 0.0 2.0 0.2 0.3 0.2 0.9 1.4 0.1 0.1 Initial queue delay, d3 Control delay 3.4 14.8 9.7 5.7 10.2 32.7 33.7 31.4 31.5 Lane group LOS A B A A B C C C C Approach delay 14.0 9.7 33.3 31.4 Approach LOS B A C C Intersection delay 13.7 XC = 0.43 Intersection LOS 8 HCS2000T M Copyright©2000 University of Florida,All Rights Reserved Version 4.1e file://C:\Documents and Settings\ttabler\Local Settings\Temp\s2k9F.tmp 4/5/2007 Page 1 of 2 Detailed Report HCS2000TM DETAILED REPORT General Information Site Information Analyst TGT Intersection Oak and 15th Agency or MMl Area Type All other areas Co. Jurisdiction City of Bozeman Date 41412007 Analysis 2007 Performed Year Time PM Peak Hour PM Peak Signal Period Project ID Control Volume and Timin In ut SB EB Wg NB LT TH RT LT TH RT LT TH RT LT TH RT Number of lanes, N 1 1 1 1 2 0 1 1 0 1 1 0 Lane group L T R L TR L TR L TR Volume, V(vph) 7 565 67 54 789 4 78 1 56 5 1 6 `io Heavy vehicles, % HV 0 0 0 0 0 0 0 0 0 0 0 0 Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Pretimed (P) or P P P P P P P P P P P P actuated (A) Start-up lost time, 11 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of effective 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 green, e Arrival type, AT 3 3 3 3 3 3 3 3 3 Unit extension, UE 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Filtering/metering, 1 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Initial unmet demand, 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Qb Ped / Bike/ RTOR 0 0 0 0 0 volumes 0 0 0 Lane width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking / Grade / N 0 N N 0 N N 0 N N 0 N Parking Parking maneuvers, N m Buses stopping, NB 0 0 0 0 0 D 0 0 0 Min. time for 3.2 3.2 3.2 3.2 pedestrians, G _ Phasing 03 04 NS 06 07 08 Excl. EW file://C:\Documents and Settings\ttabler\Local Settings\Temp\s2kCB.tmp 4/5/2007 Page 2 of 2 Detailed Report Left Perm Perm G = G = G G G = G = G = G = = = 0.0 Timing 12.0 50.0 2 Y - Y = Y = 4 Y = 5 Y = Y= Y = 4 Y = Duration of Analysis, T Cycle Length, C = 95.0 = 0.25 Lane Group Ca acit , Control Dela , and LOS Determination NB SB EB LT TH RT LT TH RT LT TH RT LT TH RT Adjusted flow rate, v 8 628 74 60 381 87 63 6 8 Lane group capacity, 476 1000 850 483 1903 301 34 2286 348 v/c ratio, X 0.02 0.63 0.09 0.12 0.46 0.29 0.18 0.02 0.02 Total green ratio, g/C 0.69 0.53 0.53 0.69 0.53 0.21 0.21 0.21 0.21 Uniform delay, d1 5.7 15.9 11.2 7.9 14.1 31.5 30.8 29.7 .29.7 Progression factor, 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1,000 PF Delay calibration, k 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 Incremental delay, d2 0.1 3.0 0.2 0.5 0.8 2.4 1.2 0.1 0.1 Initial queue delay, d3 Control delay 5.8 18.9 11.4 8.4 14.9 33.9 32.0 29.9 .29.9 Lane group LOS A g B A 8 C C C C Approach delay 18.0 14.5 33.1 29•9 Approach LOS B B C C Intersection delay 17.5 X c = 0.50 Intersection LOS B TM Copyright©2000 University of Florida,All Rights Reserved Version 4.1 e HCS2000 file://C:\Documents and Settings\ttabler\Local Settings\Temp\s2kCB.tmp 4/5/2007 Two-Way Stop Control Page 1 of 2 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst TGT Intersection Oak and 15th Agency/Co. MMI Jurisdiction City of Bozeman Date Performed 41412007 Analysis Year 2007 Analysis Time AM Peak Hour Period Project Description AM Peak TW Stop Control East/West Street: Oak Street North/South Street: 15th Avenue ,Intersection Orientation: East-West ,Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 5 521 88 43 355 2 Peak-hour factor, 1.00 1.00 1.00 1.00 1.00 1.00 PHF Hourly Flow Rate 5 521 88 43 355 2 veh/h) Proportion of heavy vehicles, 0 __ -- 0 -- -- PHV Median type Undivided RT Channelized? 0 0 Lanes 1 1 1 1 2 0 Configuration L T R L T TR Upstrearn Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h) 23 0 43 3 1 4 Peak-hour factor, 1.00 1.00 1.00 1.00 1.00 1.00 PHF Hourly Flow Rate 23 0 43 3 1 4 veh/h Proportion of heavy vehicles, 0 0 0 0 0 0 PHV file://C:\Documents and Settings\ttabler\Local Settings\Temp\u2k2A.tmp 4/6/2007 Two-Way Stop Control Page 2 of 2 Percent grade 0 0 Flared approach N N Storage 0 0 RT Channelized? 0 0 Lanes 1 1 0 1 1 0 Configuration L TR L TR Control Delay, ueue Length, Level of Service Approach EB WB Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane L L L TR L TR Configuration 'Volume, v vph 5 43 23 43 3 5 Capacity, cm 1213 979 269 505 166 531 (vph) v/c ratio 0.00 0.04 0.09 0.09 0.02 0.01 Queue length 0.01 0.14 0.28 0.28 0.06 0.03 95%) Control Delay 8.0 8.8 19.6 12.8 27.1 11.8 (s/veh) LOS A A C 8 D B Approach delay 15.2 17.6 (s/veh) Approach LOS -- -- C C HCS2000TM Copyright©2003 University of Florida,All Rights Reserved Version 4.1d file://C:\Documents and Settings\ttabler\Local Settings\Temp\u2k2A.tmp 4/6/2007 Two-Way Stop Control Page 1 of 2 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst TGT Intersection Oak and 15th Agency/Co. MMI Jurisdiction City of Bozeman Date Performed 41412007 Analysis Year 2007 Analysis Time PM Peak Hour Period Project Description PM Peak TW Stop Control fintegrsection asest Street: Oak Street North/South Street: 15th Avenue Orientation: East-West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h) 7 565 67 54 789 4 Peak-hour factor, 1.00 1.00 1.00 1.00 1.00 1.00 PHF Hourly Flow Rate 7 565 67 54 789 4 (veh/h) Proportion of heavy vehicles, 0 -- -- 0 -- -- PHV Median type Undivided RT Channelized? 0 0 Lanes 1 1 1 1 2 0 Configuration L T R L T TR Upstream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h) 78 1 56 5 1 6 Peak-hour factor, 1.00 1.00 1.00 1.00 1.00 1.00 PHF Hourly Flow Rate 78 1 56 5 1 6 veh/h) Proportion of heavy vehicles, 0 0 0 0 0 0 PHV file://C:\Documents and Settings\ttabler\Local Settings\Temp\u2k36.tmp 4/6/2007 Two-Way Stop Control Page 2 of 2 Percent grade 0 0 (%) Flared approach N N Storage 0 0 RT Channelized? 0 0 Lanes 1 1 0 1 1 0 Configuration L TR L TR Control Delay, ueue Len th, Level of Service Approach EB WB Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane L L L TR L TR Configuration 7 Volume, v (vph) 7 54 78 57 Capacity, cm 837 960 164 450 67 368 (vph) v/c ratio 0.01 0.06 0.48 0. 13 0.07 0.02 Queue length 0.03 0. 18 2.25 0.43 0.23 0.06 (95% Control Delay 9.3 9.0 45.4 14.2 63.0 15.0 s/veh LOS A A E 8 F 8 Approach delay 32.2 35.0 (s/veh ,Approach LOS -- -- D D HCS2000 " Copyright©2003 University of Florida, All Rights Reserved Version 4.1d file://C:\Documents and Settings\ttabler\Local Settings\Temp\u2k36.tmp 4/6/2007 Two-Way Stop Control Pagel of 2 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst TGT Intersection Oak and 11 th Agency/Co. MM/ Jurisdiction City of Bozeman Date Performed 41412007 Analysis Year 2007 Analysis Time AM Peak Hour Period Project Description AM Peak TW Stop Control East/West Street: Oak Street North/South Street: 11 th Avenue Intersection Orientation: East-West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 11 575 3 4 410 16 Peak-hour factor, 1.00 1.00 1.00 1.00 1.00 1.00 PHF Hourly Flow Rate 11 575 3 4 410 16 (veh/h Proportion of heavy vehicles, 0 __ __ 0 -- -- PHV Median type Two Way Left Turn Lane RT Channelized? 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR Upstream Signal 0 1 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 3 1 4 19 0 10 Peak-hour factor, 1.00 1.00 1.00 1.00 1.00 1.00 PHF Hourly Flow Rate 3 1 4 19 0 10 (veh/h Proportion of heavy vehicles, 0 0 0 0 0 0 PHV file://C:\Documents and Settings\ttabler\Local Settings\Temp\u2k10.tmp 4/6/2007 Two-Way Stop Control Page 2 of 2 Percent grade 0 0 Flared approach N N Storage 0 0 RT Channelized? 0 0 Lanes 0 1 0 0 1 1 Configuration LTR LT R Control Delay, ueue Len th, Level of Service Approach EB WB Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane L L LTR LT R Configuration Volume, v vph 11 4 8 19 10 Capacity, cm 1144 1006 481 421 798 (vph) v/c ratio 0.01 0.00 0.02 10.05 10.01 Queue length 0.03 0.01 0.05 0. 14 0.04 (95% Control Delay 8.2 8.6 12.6 14.0 9.6 (s/veh) LOS A A B B A Approach delay 12.6 12.4 s/veh Approach LOS -- -- B I 8 HCS2000TM Copyright©2003 University of Florida,All Rights Reserved Version 4.1 d file://C:\Documents and Settings\ttabler\Local Settings\Temp\u2k10.tmp 4/6/2007 Two-Way Stop Control Page 2 of 2 Percent grade 0 0 Flared approach N N Storage 0 0 RT Channelized? 0 0 Lanes 0 1 0 0 1 1 Configuration LTR LT R Control Delay, ueue Len th, Level of Service Approach EB WB Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane L L LTR LT R Configuration Volume, v (vph) 8 5 5 20 11 Capacity, cm 782 943 374 243 574 vph) v/c ratio 0.01 0.01 0.01 10.08 0.02 Queue length 0.03 0.02 0.04 0.27 0.06 95% Control Delay 9.7 8.8 14.8 21. 1 11.4 s/veh) LOS A A 8 C 8 Approach delay _ 14.8 17.7 s/veh) Approach LOS -- -- 8 C HCS2000TM Copyright©2003 University of Florida,All Rights Reserved Version 4.1d file://C:\Documents and Settings\ttabler\Local Settings\Temp\u2klE.tmp 4/6/2007