HomeMy WebLinkAbout05 - Traffic Impact Study - Northside Subdivision Traffic Impact Study
For
Northside Subdivision
Commercial Development
Prepared For:
Montana Avenue Partners, LLC
1006 West Main Street
Bozeman, MT 59715
Prepared By:
E N G 1 N E E R I N G
HKM Engineering Inc.
601 Nikles Dr., Ste. 2
Bozeman, MT 59715
September 2005
04S498. 101
Traffic Impact Study
Northside Subdivis. .i Commercial Development
Bozeman, Montana
TABLE OF CONTENTS
I. Introduction.......................................................................................................................... 5
II. Existing Conditions.............................................................................................................. 5
AreaRoadways................................................................................................................... 5
SiteAccess......................................................................................................................... 8
StudyIntersections.............................................................................................................. 9
Adjacent Transportation Projects ...................................................................................... 11
III. Traffic Projections.......................................................................................................... 11
BackgroundTraffic............................................................................................................ 11
TripGeneration................................................................................................................. 13
InternalTrip Capture.................................................................................................... .... 15
TripClassifications............................................................................................................ 16
Trip Distribution and Assignments..................................................................................... 18
IV. Operational Analysis...................................................................................................... 24
Intersection Capacity and LOS.......................................................................................... 24
WarrantAnalysis............................................................................................................... 27
V. Conclusions and Recommendations ............................................................................. 27
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Bozeman, Montana
LIST OF TABLES
Table 1. Northside Subdivision Expected Trip Generation........................................................ 15
Table 2. Trip Type Classifications ............................................................................................ 18
Table 3. Level-of-Service Criteria............................................................................................. 24
Table 4. Level of Service Criteria, Intersection Capacity Utilization Factor............................... 25
Table 5. Level of Service Summary, Oak at Rouse.................................................................. 26
Table 6. Level of Service Summary, Signalized Intersection.................................................... 27
LIST OF FIGURES
Figure1. Vicinity Map................................................................................................................. 6
Figure2. Site Plan ..................................................................................................................... 7
Figure 3. Lane Configuration and Intersection Control ............................................................. 10
Figure 4. Existing Peak Hour Traffic Volumes.......................................................................... 12
Figure 5. Trip Distribution Percentages.................................................................................... 20
Figure 6. Northside Subdivision Primary Trip Assignments...................................................... 21
Figure 7. Northside Subdivision Pass-By Trip Assignments..................................................... 22
Figure 8. Background Plus Site Traffic..................................................................................... 23
APPENDIX - SECTION ONE
Traffic Data
APPENDIX - SECTION TWO
Operational Analyses
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Traffic Impact Study
Northside Subdivisi_ _ Commercial Development
Bozeman, Montana
EXECUTIVE SUMMARY
The proposed Northside Subdivision commercial development encompasses approximately
3.03 acres on the northwest corner of the North Rouse Avenue and Oak Street intersection in
Bozeman, MT. The site is proposed to incorporate approximately 21.0 thousand square feet
(ksf) of office space, 7.3 ksf of retail space, and 17.0 ksf for a gymnastics studio and pool. The
site is expected to be developed in three phases, with occupancy in early to mid 2006.
Access to the site will be through two site driveways; one along North Rouse Avenue, and one
along Oak Street. The Oak Street driveway is the extension of Montana Avenue from the south,
and will terminate within the development. The site is projected to generate approximately 127
trips in the PM peak hour. A portion of these trips are expected to be pass-by type trips, which
are already traveling on the adjacent street system. No diverted trips are anticipated by the
development of this site.
An on-site circulation aisle is proposed between the North Rouse Avenue driveway and the Oak
Street driveway (Montana Avenue), which will separate the various uses and provide effective
circulation.
Analysis of the intersection of North Rouse Avenue and Oak Street indicate that the intersection
currently operates as level-of-service (LOS) F regardless of proposed site traffic, and that the
west leg of the intersection exhibits capacity problems for the eastbound left turning movement.
A warrant analysis performed on this intersection suggests that the intersection currently meets
MUTCD Warrant 3A - Peak Hour Volumes. A reconstruction project currently underway by the
Montana Department of Transportation (MDT) is expected to review intersections along North
Rouse Avenue and install signalization as needed.
Analysis of the site driveways indicates that the driveways can be expected to operate at
satisfactory LOS's.
The proposed development is not expected to adversely affect the adjacent street network. Site
generated trips will add to the existing capacity problems at the North Rouse Avenue / Oak
Street intersection, however as noted, this intersection is expected to be improved by the
current MDT reconstruction project.
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Traffic Impact Study
Northside Subdivis. , Commercial Development
Bozeman, Montana
I. Introduction
This traffic study evaluates the traffic impacts and site access needs associated with the
development of the 3.03 acre Northside Subdivision commercial development located on the
northwest corner of the intersection of North Rouse Avenue and Oak Street in Bozeman, MT.
The Northside Subdivision is legally described as the tract of land in a portion of the SW 1/4 of
Section 6, T2S, R6E, Gallatin County, Montana. A vicinity map depicting the location of the
subdivision relative to the Bozeman area transportation system is depicted in Figure 1. The
parcel is currently unoccupied, but contains several buildings that will be incorporated into the
new development.
The Northside Subdivision is proposed to incorporate approximately 21,000 square feet (SF) of
general office and single tenant office use, approximately 7,300 SF of retail including a coffee
retailer, and approximately 17,000 SF for a gymnastics center including an indoor swimming
pool. Each of these uses is expected to be spread over 4 separate buildings within the proposed
development. The site is expected to be developed during a single phase of development with
occupancy beginning in 2006. A conceptual site map depicting the proposed subdivision layout
is presented in Figure 2.
The current zoning for the parcel is "light manufacturing" (M-1). The site is generally surrounded
by similar uses.
II. Existing Conditions
AREA ROADWAYS
Regional and direct access to the Northside Subdivision will be provided through the area's
existing roadway network. Located just north of the proposed subdivision is Interstate 90 which
overpasses North Rouse Avenue. No direct access to Interstate 90 is provided within the
immediate vicinity of the subdivision. Located just to the east is North 71h Avenue (U-1207), a
principal arterial within the Bozeman area transportation network. Located just to the south is
East Main Street (US 191, a.k.a. P-50), also a principal arterial within the Bozeman area
transportation network.
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Traffic Impact Study
Northside Subdivis. Commercial Development
Bozeman, Montana
Figure 1. Vicinity Map
JS
NORTH
Not to Scale
S
-90
Oak St.
� Northside Subdivision
Commercial Development h
Q
>
a -9 )
iY
main St. 44
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Traffic Impact Study
Northside Subdivis._.i Commercial Development
Bozeman, Montana
Figure 2. Site Plan
I'
Office -
"�o r 3 Office ' t
NORTH ,.
Not to Scale
low
I Gym. Q
W
POOI ' 1 -
� , O
Gymnastics i Z
�
Center
- Office / Retail ,T
45x PTO-
Oak Street
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Traffic Impact Study
Northside Subdivist_ , Commercial Development
Bozeman, Montana
North Rouse Avenue, located adjacent to and east of the proposed development, is a north-
south principal arterial within the Bozeman area transportation network and a State primary
route (P-86). Adjacent to the proposed development, North Rouse Avenue is paved with
unimproved shoulders, and consists of a single lane in each direction. A left turn lane has been
installed on the south leg (northbound direction) of the intersection of North Rouse Avenue and
Oak Street. The estimated average daily traffic (ADT) for North Rouse Avenue just north and
just south of Oak Street are 7500 vehicles per day (vpd) and 11600 vpd, respectively, based on
24-hour tube counts.
Oak Street, located adjacent to and south of the proposed development, is an east-west
principal arterial within the Bozeman area transportation network. Adjacent to the proposed
development, Oak Street is paved with improved shoulders, and consists of a single lane in
each direction. A left turn lane has been installed on the west leg (eastbound direction) of the
intersection of North Rouse Avenue and Oak Street. Oak Street does not continue to the east of
this intersection, but rather becomes a private driveway to an existing business. Both Oak Street
and this private drive are stop controlled at North Rouse Avenue. The estimated ADT for Oak
Street just west of North Rouse Avenue is 6600 vpd based on 24-hour tube counts.
A straight line extension of North Montana Avenue from the south is expected to become the
southern driveway entrance to the proposed development. Further extension of North Montana
Avenue to the north of this development is not considered feasible due to the location of an
existing on-site building as well as the location of Interstate 90 immediately north of the
proposed development. As such, North Montana Avenue is assumed to terminate within the
proposed development, acting as an internal subdivision roadway.
SITE ACCESS
Two major site access points are proposed for the planned development. The first driveway will
be located along the southern boundary of the development and will enter the site from Oak
Street concurrently with the straight line projection of North Montana Avenue. The second site
driveway will be located along the eastern boundary of the development and will enter the site
from North Rouse Avenue. Both site driveways are expected to be developed at street level with
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Traffic Impact Study
Northside Subdivis._ . Commercial Development
Bozeman, Montana
curb returns, ADA approved sidewalk ramps, and with stop bars and stop control. No other
access to the site is anticipated.
The site driveway at Oak Street is proposed to restrict left turning movements from the Oak
Street driveway (Montana Avenue) onto Oak Street as a condition of access as specified by the
City of Bozeman. Full access from Oak Street into this driveway will be permitted.
The site driveway at North Rouse Avenue is expected to incorporate full movement.
STUDY INTERSECTIONS
A scoping discussion was conducted with the City of Bozeman to determine the extent of
evaluation required for this development. Based on this conversation, only the existing
intersection of North Rouse Avenue and Oak Street was considered necessary for study, as
well as the two proposed driveways onto Oak Street and onto North Rouse Avenue. Currently,
the intersection of North Rouse Avenue and Oak Street is stop controlled on the minor
approaches (Oak Street). Exclusive left turn bays exist on the west and south legs of the
intersection. The east leg of the intersection is a private driveway. A depiction of the immediate
study area, lanes, and control are presented in Figure 3 herein.
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Figure 3. Lane Configuration and Intersection Control
e
4
NORTH
tool to Scale
ad$"ROW00Y 2'
l .---------
-� Proposed Site
Driveway
..........
Proposed Site
. ; Driveway
' RIA
Oak Street *t*
Private
R M OWNS ► Driveway
* Right-out only, as specified by the City
of Bozeman as a condition of access. �
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Northside Subdivis. .t Commercial Development
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ADJACENT TRANSPORTATION PROJECTS
The Montana Department of Transportation (MDT) is currently under contract to develop
engineering documents and construction plans for the purpose of reconstructing North Rouse
Avenue between East Main Street and Story Mill Road (MDT Project STPP86-1(27)0, C.N.
4805). As part of this project, North Rouse Avenue within the stated limits will be evaluated for
possible lane configurations and intersection control including signalization. Discussions with
project representatives indicate that the intersection of North Rouse Avenue and Oak Street is
expected to be evaluated and reconstructed as part of this project.
III. Traffic Projections
BACKGROUND TRAFFIC
As directed by City of Bozeman staff, HKM Engineering Inc. collected PM peak hour intersection
counts for the intersection of North Rouse Avenue and Oak Street on Thursday, August 11,
2005. No adjustments to account for daily or monthly variations were used, as the collection
period (a Thursday in August) is generally considered to be above average for traffic volumes
and will thus provide a more conservative estimate of traffic. Turning movement data for this
intersection is provided in the appendix of this report.
In addition to the peak hour turning movements, 24-hour automatic tube counters were used to
collect ADT data on the west leg of Oak Street and both legs of North Rouse Avenue. These
counters collected data for a 7 day period between Tuesday, August 9, and Wednesday, August
17, 2005. 24-hour count data for these links are provided in the appendix of this report.
The peak hour of the study area was calculated based on peak consecutive 15-minute counts,
and was determined to occur from 4:45 PM to 5:45 PM. Based on this data, the intersection of
North Rouse Avenue and Oak Street exhibited a peak hour factor of 87.6%, consistent with
national trends for an urbanized intersection and indicative of a slight peaking during the total
PM peak hour.
Peak hour turning movement count data is summarized in Figure 4 as "Existing Peak Hour
Traffic Volumes".
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Traffic Impact Study
Northside Subdivis: i Commercial Development
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Figure 4. Existing Peak Hour Traffic Volumes
C
Q
tU
NORTH °
Not to Scab o
LO
co
Site ...........
Driveway
Site
Driveway
[db00] a
- 359 —0
229 _- Oak Street ' a private
Driveway
82 -
(l- r
1 - 010,
146
0
1.0
LeWd: C
Existing Iodway ?
s r--r r r--r RopoSed DrNeway
(123) PM Peck
(1234) ADT O
Z
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Northside Subdivis. _i Commercial Development
Bozeman, Montana
TRIP GENERATION
Project trip generation is based on trip generation rates as reported in the Institute of
Transportation Engineers (ITE) most recent publication of the Trip Generation, 7rh Edition and
the Trip Generation Handbook, An ITE Recommended Practice (March 2001). Trips were
generated for each of the expected development types and sizes within the proposed
subdivision and corresponding to the PM peak hour of the adjacent street network, as available.
If unavailable, the PM peak hour of the generator was used, assuming that the peak hour of the
generator would closely correspond to the peak hour of the adjacent street.
Within the subdivision, a coffee retailer (coffee shop) is expected to occupy a portion of Building
3 located in the southeast corner of the development. Currently, ITE has very little
documentation regarding the generation of trips for a retail use of this type, with only a few
observations noted under the heading Fast Food Restaurant without Drive-Thru Window (ITE
Code 933).
A recent traffic study submitted by The Transportation Group to the City of Billings for a coffee
retailer attempted to expand upon the data provided within the ITE publication. Specifically, the
report includes total hourly and weekly sales (transactions) for similar establishments in
Kalispell and Whitefish, MT. Between the hours of 4 to 6 PM, these establishments report an
average of 248 weekly transactions (Kalispell location) and 140 average weekly transactions
(Whitefish location), or an average hourly transaction rate of 124 and 70 transactions per week
in a single PM peak hour, respectively (the 4-6 PM peak divided by 2). Assuming that an
average peak hour transaction rate can be extrapolated from average peak week transactions
by taking the peak week and dividing it by a 5 day work week (ignoring the weekend to develop
a more conservative mid-week estimate), the estimated average PM peak hour rate could be
estimated at 25 and 14 transactions per hour, respectively. Using the greater of the two rates
only, and assuming one vehicle per transaction (again, considered conservative assuming
several vehicles could contain more than one customer), the PM generation could be assumed
to be 25 vehicles per hour in the PM peak.
ITE trip generation estimates assume a rate of 28.79 vehicles per 1000 LSF for a Fast Food
Restaurant without Drive-Thru Window - Coffee Shop (ITE Code 933). At an anticipated 1700
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Northside Subdivis. .i Commercial Development
Bozeman, Montana
SF, the proposed coffee retailer could be expected to generate 49 vehicles in the peak hour, 24
more vehicles per hour than was extrapolated from the transaction data discussed above.
Regardless, the ITE rate appears to provide a good conservative estimate of trip generation as
compared with transaction data for similar coffee shops in Montana. As such, the rates provided
by ITE are used to estimate the expected trip generation for a coffee retailer.
Occupying all of Building 3 will be a gymnastics center with a private swimming pool. Based on
the anticipated type and use of the facility, this generator is expected to parallel ITE trip
generator Recreational Community Center (ITE Code 495) as the use will include gymnastic
equipment and a pool, and is expected to require a fee for participation. The facility is not
expected to be private or require the purchase of a membership, similar to that of a Health Club
(ITE Code 492).
Estimated trip generations for the various uses anticipated for the proposed development are
presented in Table 1.
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Table 1. Northside Subdivision Expected Trip Generation
PM Peak Hour
ITE Weekday Trips Trips
Commercial Center Code Quantity Trip Ends Rate Trips %In %Out In Out
Building 1
Single Tenant Office Building 715 10.0 KSF 116 (2) 1.73 17 15% 85% 3 14
Building 2
Single Tenant Office Building 715 7.0 KSF 81 (2) 1.73 12 15% 85% 2 10
Building 3
Coffee Retailer 933 1.7 KSF 1217 28.79 49 52% 48% 25 24
Specialty Retail Center 814 5.6 KSF 250 2.71 15 44% 56% 7 8
General Office(3) 710 4.0 KSF 44 (2) 1.49 6 17% 83% 1 5
Building 4
Gymnastics Studio(4) 495 11.4 KSF 261 1.64 19 29% 71% 6 13
Private Pool(4) 495 5.6 KSF 128 1 64 9 29% 71% 3 6
TOTAL 2097 1 j 127 j j :4:71j]
Institute of Transportation Engineers Trip Generation Handbook, 7th Edition, 2003
2 Weekday Trip Ends based on GLA as provided by project Architect.Represents greater trip generation than by#of employees.
3 Trip Generation based on GLA as provided by project Architect- Represents greater trip generation than by#of employees.
4 Trip Generation assumed based on GLA for a Recreational Community Center
INTERNAL TRIP CAPTURE
Within multi-use commercial developments, such as the one proposed for this site, there is a
general likelihood of internal interaction between the various uses contained within the
development. In other words, some trips generated by the retail or commercial uses can be
reasonably expected to originate from other retail or commercial uses within the same
development, and vice versa. Specifically, it can be reasonably assumed that some internal
interaction between the proposed retail (coffee shop, other) and the adjacent office complexes
will occur, thus reducing the amount of generated traffic occurring from outside the
development. Although ITE provides guidance on methods of estimating this level of internal trip
capture, based on the size of the development proposed and to provide a more conservative
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Traffic Impact Study
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Bozeman, Montana
estimate of trip generation due to the limited level of trip generation data for a coffee retailer and
gymnastics center, credit for internal trip capture has not been estimated for this development.
TRIP CLASSIFICATIONS
Trips to and from the proposed development have been classified as either pass-by or non-
pass-by trips. As discussed in the ITE Trip Generation Handbook, pass-by trips are those trips
that are attracted from the existing traffic stream passing the site on an adjacent street with
direct access to the site. Consequently, these types of trips do not add new traffic to the
adjacent street system.
Using ITE observed values, pass-by trips have been estimated for the coffee retail and the
specialty retail for Building 3. Estimates for the coffee retailer are based on Land Use 834 Fast
Food Restaurant with Drive-Thru Window using the average rate of 68% for similarly sized
establishments between 1,000 SF and 2,000 SF, as ITE does not provide specific guidance for
a Fast Food Restaurant without Drive Thru Window. This estimate of pass-by trips is consistent
with estimates reported for a similar coffee establishment in Billings, MT based on data
collected in Kalispell and Whitefish, MT. Estimates for the specialty retail are based on Land
Use 820 Shopping Center using the total average rate of 34%.
Non-pass-by trips are all trips that are not classified as pass-by. Non-pass-by trips can be
broken down into two categories: primary trips and diverted trips. Diverted trips, as defined by
ITE, are "trips that are attracted from the traffic volume on roadways within the vicinity of the
generator, but that require a diversion from that roadway to another roadway to gain access to
the site". In other words, diverted trips usually are attracted from an adjacent major roadway
(principal arterial, highway, or freeway) within the area to the site, and then return to the major
roadway after visiting the site. Diverted trips do not generate new trips to the overall system, but
do add new trips to the street network adjacent to the proposed development. Diverted trips are
different than pass-by trips in that they add trips to the adjacent system.
Within the vicinity of the proposed development is Interstate 90, a major interstate freeway, and
North 7th Avenue, a principal arterial in the Bozeman street network system. In regards to
Interstate 90, there is no direct access point to or from the freeway within the immediate vicinity
of this site that would provide simple access to the development. Furthermore, North 7th
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Traffic Impact Study
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Avenue has several retail centers along its length that would preclude diversion from North 7tn
Avenue to the proposed development. Lastly, North Rouse Avenue is itself a principal arterial
and offers direct access to the site without the need for diversion to the site. As such, diverted
trips can not be reasonably expected to and from this site, and are being consolidated into
primary trips, as recommended by ITE.
Commercial uses generally contribute only primary trips, as trips generated by these uses
largely start at an origin, travel to the destination, and return to the origin. As such, all trips for
the offices and gymnastics center are estimated to be primary trips.
Assumed non-pass-by and pass-by trip proportions are presented in Table 2. Primary trip
assignments are reflected in Figure 6, and Pass-by trip assignments are reflected in Figure 7.
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Traffic Impact Study
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Bozeman, Montana
Table 2. Trip Type Classifications
PM Peak Hour
Land Use
Percent In Out
Primary Trips
General Office 100% 6 29
Coffee Retailer 32% 8 8
Specialty Retail 2 66% 5 5
Recreational Community Center 100% 9 1 19
Subtotal 28 61
Diverted Trips
General Office 0% 0 0
Coffee Retailer 0% 0 0
Specialty Retail 2 0% 0 0
Recreational Community Center 0% 0 0
Subtotal 0 0
Pass-By Trips
General Office 0% 0 0
Coffee Retailer 68% 17 16
Specialty Retail 2 34% 2 3
Recreational Community Center 0% 0 0
Subtotal 19 19
Total 47 80
Based on ITE values for similarly sized Fast Food Restaurant w/Drive Thru Window
and assuming all diverted linked trips are primary trips
2 Based on ITE value for an average Shopping Center and assuming all diverted
linked trips are primary trips
TRIP DISTRIBUTION AND ASSIGNMENTS
Trip distribution percentages for the project site have been based on existing traffic patterns as
reflected in the PM peak hour turning movement counts collected at the study intersection of
North Rouse Avenue and Oak Street, as well as reviewing development patterns within and
around the City of Bozeman. Distribution percentages are presented in Figure 5.
Based on the level of traffic currently using both North Rouse Avenue and Oak Street, pass-by
and primary trip percentages are assumed to come from both streets, and will utilize the same
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Traffic Impact Study
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Bozeman, Montana
trip distribution pattern. As previously noted, no diverted trips are anticipated for this site. Trips
will leave the area either using North Rouse Avenue or Oak Street.
Trips entering or exiting the site have been estimated on a 50%/50% split between the North
Rouse Avenue driveway and the Oak Street driveway regardless of ingress or egress patterns
to/from the site.
The various non-pass-by and pass-by trip components have been summed to produce a total
site trip demand. These site trips have been added to the background traffic to yield anticipated
buildout traffic demands. Average daily traffic (ADT) estimates were calculated based on
collected data and daily estimates, as available, or calculated from the PM peak hour turning
demands assuming that the peak demand is typically equivalent to approximately 9% to 10% of
the ADT as noted in the Highway Capacity Manual 2000. The buildout demand and ADT are
presented in Figure 8.
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Traffic Impact Study
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Figure 5.Trip Distribution Percentages
40%
35%
NORTH
Not to Scale
60
20%
ak Street O%
c
Legend: Q
% Inbound Ems
mom
% Outbound
Note: Based on distributions of existing `40%
Inbound and outbound peak hour traffic. 40%
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Traffic Impact Study
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Bozeman, Montana
Figure 6. Northside Subdivision Primary Trip Assignments
NORTH
Not to Soule Z
Cs
Site ...........
Driveway M,
LO
25 ,
Site
Driveway
� a
■
• b �._Q
Lo
s .� —0 Ok Street a �' !�. ro Private
0 — Driveway
0
Legend:
E*ing Roadway
.. -_--- Proposed I)Neway QD
123 PM Peak
[1234] ADT 0
Z
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Northside Subdivis. j Commercial Development
Bozeman, Montana
Figure 7. Northside Subdivision Pass-By Trip Assignments
7
C
Legend:
U*V Roadway
._..---.--- Proposed Driveway
123 PM Peak 4
112341 ADT NORTH
Site .. ....... .
Driveway
-,
Site
Driveway
CA
+2
+3* Oak Street Private
'3 Driveway
* Pass-by trips assumed to exit
development on N. Rouse Ave. to
proceed towards final destination. CC
d
O
O
a:
Z
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Traffic Impact Study
Northside Subdivis._:i Commercial Development
Bozeman, Montana
Figure 8. Background Plus Site Traffic
N
C
Q
tit
4#4%h6,
FORTH
Not to Scala Z Q
Co
-'
Site ..........
Driveway ,
30 of
34 � 0
Site
Driveway
[6800] _ .
t_
- 0
A,
—357 -0 = 0
9 - Oak Street �) I `� �� Private
226 — Driveway
82 -
- I CD 0
146-,, ,
o^
0
c�
04
Legend: C `r
Eds"Road" Q
.___.._____ Roposed M,A,y
(123) PM Peak
[1234) Am 0
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IV. Operational Analysis
INTERSECTION CAPACITY AND LOS
Intersection capacity analyses have been conducted using the procedures outlined in Part III,
Chapters 16 "Signalized Intersections" and Chapter 17 "Unsignalized Intersections" of the
Highway Capacity Manual 2000 (HCM) and through the use of SYNCHRO 6 traffic signal timing
and analysis software and based on HCM delay, capacity, and level-of-service calculations.
Calculation forms for the analyses are contained in Section Two of the Appendices. In
accordance with the HCM procedures, Level-of-Service (LOS) has been determined by
estimating the average vehicular delay of the intersections and the intersection movements. The
range of traffic delays associated with each LOS is presented in Table 3 for both signalized and
unsignalized intersections. It should be noted that delay thresholds for a given LOS for
unsignalized intersections are lower than those given for signalized intersections. This
difference, as explained in Chapter 17 of the 2000 HCM, is to account for the greater variability
in delay associated with unsignalized movements in addition to different driver exceptions
associated with each type of intersection control, with the expectation that signalized
intersections are designed to carry higher traffic volumes and therefore will experience greater
delay than an unsignalized intersection.
Table 3. Level-of-Service Criteria
Signalized Intersection Unsignalized Intersection
LOS Average Delay (sec/veh) Average Delay (sec/veh)
A 5 10 <_ 10
B > 10 to 20 > 10 to 15
C > 20 to 35 > 15 to 25
D > 35 to 55 > 25 to 35
E > 55 to 80 > 35 to 50
tF > 80 > 50
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An additional but separate measure of effectiveness (MOE) for intersection analysis has been
included in this study; the intersection capacity utilization level-of-service (ICU LOS) calculation.
This measure of effectiveness is based on procedures outlined in Intersection Capacity
Utilization: Evaluation Procedures for Intersections and Interchanges, 2003 ED developed for
use with the Synchro Traffic Signal and Intersection Analysis software. The ICU factor is
characterized as a means to measure an intersections capacity through the review of saturation
(similar to reviewing critical volumes to saturation flow rates) to determine the expected or
potential reserve capacity at an intersection, independent of delay, allowing for a slightly
different picture of the intersection's operations. It should be cautioned, however, that this
method of analysis is not yet nationally recognized as a viable method of intersection analysis.
As such, the values reported by this method are presented for information only, and are not
intended to replace or supersede the LOS values as developed by the HCM. The range of
reserve capacity associated with each ICU LOS is presented in Table 4 for both signalized and
unsignalized intersections.
Table 4. Level of Service Criteria, Intersection Capacity Utilization Factor
LOS ICU (Estimate of Reserve Capacity)
A <_ 55.0%
B > 55%to 64.0%
C > 64%to 73.0%
D > 73%to 82.0%
E > 82%to 91.0%
F > 91%to 100.0%
G > 100% to 109.0%
H > 109%
The analysis of the unsignalized intersection of North Rouse Avenue and Oak Street is
summarized in Table 5, and indicates that the intersection currently operates at LOS F on the
Oak Street leg of the intersection in its current condition and configuration regardless of
development of the proposed subdivision. This leg of the intersection also experiences capacity
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Bozeman, Montana
problems with or without site trips for the eastbound left turning movement. Additional trips
generated by the development will add to the delay experience on the Oak Street leg under two-
way stop control. The two site driveways are expected to operate at satisfactory LOS's under a
standard driveway configuration.
Table 5. Level of Service Summary, Oak at Rouse
Worse Case Approach
Node Intersection Condition PM Peak
Delay HCM LOS' ICU 2 ICU LOS 3
Background(2005) 73.4 sec F 70A% C
100 Oak Street&N.Rouse Avenue'
Background Plus Site 87.7 sec F 71.7% C
Background(2005) NA NA NA NA
101 Oak Street Driveway
Background Plus Site 10.6 sec B 29.3% A
Background(2005) NA NA NA NA
102 N.Rouse Avenue Driveway
Background Plus Site 19.7 sec C 45.6% A
Highway Capacity Manual level-of-service
2 Intersection Capacity Utilization factor,provided for information only
3 Intersection Capacity Utilization level-of-service,provided for Information only
4 Intersection operation fails under current intersection control regardless of expected generation from proposed development.Further analysis of this intersection
assumes signalized intersection control will be installed as part of the N.Rouse Reconstruction Project by MDT
The intersection of North Rouse Avenue and Oak Street currently operates as a two-way stop
controlled intersection. As noted earlier, a project to reconstruct North Rouse Avenue between
Main Street and Story Mill Road (MDT Project Number STPP86-1(27)0 CN 4805) is currently
under development by the Montana Department of Transportation. This project is expected to
review several intersections, including the intersection of North Rouse Avenue and Oak Street,
for capacity and level-of-service, and will perform signal warrant analyses at these intersections
to determine where signalization is necessary. Those intersections that met the requirement for
signalization will be improved from unsignalized to signalized through this project. Based on this
understanding, a review of the North Rouse Avenue and Oak Street intersection under
signalized control was performed, and is summarized in Table 6. This analysis indicates that the
intersection can be expected to operate at a satisfactory LOS A with and without site traffic.
September 2005
Page 26
Traffic Impact Study
Northside Subdivis. .i Commercial Development
Bozeman, Montana
Table 6. Level of Service Summary, Signalized Intersection
Intersection
Node Intersection Condition PM Peak
X, Delay HCM LOS ICU 2 ICU LOS 3
Background(2005) 0.46 7.9 sec A 70.1% C
100 Oak Street&N.Rouse Avenue t
Background Plus Site 0.48 8.0 sec A 71.7% C
t Assumes semi-actuated uncoordinated 60 second cycle length and no modification to the geometrics of the intersection-
2 Intersection Capacity utilization factor,provided for information only
3 Intersection Capacity utilization level-of-service,provided for information only
WARRANT ANALYSIS
A peak hour warrant analysis for the unsignalized intersection of North Rouse Avenue and Oak
Street was performed under the guidelines and procedures as outlined in the most recent
Manual of Uniform Traffic Control Devices (MUTCD). The warrant analysis, which is contained
in Section Two of the appendices, indicates that the intersection under current conditions meets
the minimum signal warrant criteria based on Warrant 3A - Peak Hour Volumes as defined by
the MUTCD.
V. Conclusions and Recommendations
The analyses presented herein indicate that the Northside Subdivision site-generated traffic can
generally be adequately accommodated by the proposed driveways and the existing roadway
system adjacent to the site at the buildout of the development. The exception is the intersection
of North Rouse Avenue and Oak Street which currently operates at a poor level of service, and
will continue to operate at a poor level of service regardless of site generated traffic.
Each of the proposed driveways can be expected to operate at satisfactory levels of service and
under the proposed configurations. Since more outbound traffic is assumed to use the North
Rouse Avenue driveway due to the right-out only movement at the Oak Street driveway, an
analysis of that driveway configured with an exclusive right-turn lane and an exclusive left-turn
lane indicates no significantly improvement to capacity or reduction to approach delay.
The two-way stop controlled intersection of North Rouse Avenue and Oak Street currently
operates at LOS F based on intersection delay calculations for the eastbound left turning
September 2005
Page 27
Traffic Impact Study
Northside Subdivis. ,► Commercial Development
Bozeman, Montana
movement and will continue to degrade through time regardless of site generated traffic.
Furthermore, this movement currently experiences left turning volumes that equal the capacity
of the movement's ability to handle left turning vehicles during the PM peak hour. As noted
within this report, this intersection is slated for review and reconstruction though a MDT
sponsored roadway project, and can be expected to be improved with signalization through the
MDT project based on the cursory warrant analysis performed on the intersection by this traffic
study. Signalization of this intersection can be expected to improve the expected PM peak hour
level of service to LOS A with no eastbound left-turn lane capacity problems for an assumed 60-
second cycle length. Additional improvements to North Rouse Avenue by the MDT project,
including a possible southbound left turn lane or a continuous two-way left turn lane, will further
improve the operations of this intersection. As such, no action or mitigation by the development
is recommended for this intersection at this time.
Recommendations based on this study are as follows:
❖ No mitigation to the existing roadway system beyond possible improvements due to the
construction of site driveways is necessary based on the expected generation of traffic
by the proposed development.
❖ Site driveways and approaches should be developed according to local standards,
should incorporate appropriate throat depths, and provide for the safe passage of
pedestrians across the drive access. Site visibility zones at each driveway should be
maintained and kept clear of any obstacles or obstructions, including the use of low-level
landscaping treatments.
❖ An MUTCD R3-2 regulatory sign identifying "no left turns" should be installed at the Oak
Street driveway (Montana Avenue) approach along Montana Avenue to identify the
driveway as restricting outbound left-turning movements.
❖ Stop signs (R1-1) should be installed at each of the site driveways.
❖ Egress left turn bays at site driveways are not considered necessary based on the
anticipated peak hour demands of the driveways.
September 2005
Page 28
Traffic Impact Study
Northside Subdivis. a Commercial Development
Bozeman, Montana
❖ Improvements including driveways, approaches, and interior streets should be
constructed to City of Bozeman approved standards.
❖ Sidewalk ramps should be installed to current ADA standards and requirements.
September 2005
Page 29
Appendix
Appendix
Section One
HKM Engineering, Inc. Page 1
McChesney Professional Bldg 601 Nikles Dr Suite 2 Site Code: 000000011372
Oak Street-West Leg Bozeman MT 59715 Station ID: Oak West Leg
Phone: (406) 586-8834 Fax: (406) 586-1730
_ Date Printed: 19-Aug-05
Start 08-Aug-05 Tue Wed Thu Fri Sat Sun Average Day
Time A.M. P.,M. A.M. P.M. A.M._ P.M. A.M. P.M. -
A.M. P.%1 A.M. P.M. A.M. P. A.M. P.M.
12:00 " 148 8 136 10 144 13 137 16 82 9 70 11 120
12:15 139 12 138 7 121 6 144 16 95 11 82 10 120
12:30 138 6 127 5 158 11 150 9 94 10 70 8 123
12:45 140 7 153 5 154 8 163 6 110 7 83 7 134
01:00 143 2 184 6 174 7 158 8 112 6 100 6 145
01:15 138 10 121 8 154 8 141 4 96 3 86 7 123
01:30 160i 2 136 5 128 6 114 10 84 8 84 6 118
01:45 140 7 120 4 109 5 160 6 80 5 89 5 116
02:00 151 4 128 7 138 5 126 7 108 11 94 7 124
02:15 118 3 124 2 116 3 115 8 86 5 104 4 110
02:30 110 4 120 3 118 1 126 1 92 7 93 3 110
02:45 123 , 0 119 4 140 3 152 6 96 3 106 3 123
03:00 134 4 134 10 122 3 138 3 98 2 100 4 121
03:15 116 6 142 4 138 1 120 3 73 3 100 3 115
03:30 169 5 138 4 146 5 136 6 76 2 96 4 127
03:45 140 9 144 8 141 9 144 5 77 0 108 6 126
04:00 143 1 130 5 124 2 146 2 88 2 84 2 119
04:15 130 2 130 3 129 1 132 2 77 2 64 2 110
04:30 128 6 126 4 140 4 124 4 66 7 58 5 107
04:45 121 4 148 8 142 9 137 6 85 2 76 6 118
05:00 176 11 172 6 176 8 134 8 90 6 82 8 138
05:15 136 8 164 10 154 11 148 18 72 3 75 10 125
05:30 148 19 144 26 140 19 139 9 69 3 64 15 117
05:45 148 42 131 32 122 37 100 14 79 8 87 27 111
06:00 134 42 133 42 114 20 112 19 74 7 68 26 106
06:15 102 50 94 50 114 36 79 24 54 8 65 34 85
06:30 106 64 102 54 102 56 62 18 54 9 44 40 78
06:45 92 114 79 97 82 92 68 28 66 16 52 69 73
07:00 72 86 78 87 92 74 70 18 50 8 54 55 69
07:15 94 77 101 83 102 84 95 64 12 43 14 55 70 68
07:30 129 58 129 76 108 55 121 50 36 38 22 53 91 55
07:45 166 59 174 58 173 76 144 62 53 32 26 51 123 56
08:00 137 54 139 52 143 65 130 53 44 36 29 62 104 54
08:15 125 54 112 57 120 60 98 56 35 25 26 58 86 52
08:30 124 40 118 58 110 63 102 51 54 40 19 64 88 53
08:45 125 40 136 50 104 40 119 38 59 36 33 40 96 41
09:00 98 47 93 44 107 49 104 30 55 18 29 28 81 36
09:15 94 41 95 62 90 57 92 44 61 34 32 36 77 46
09:30 112 38 106 481 98 54 96 26 67 39 30 40 85 41
09:45 114 42 117 40 118 32 123 33 92 21 42 31 101 33
10:00 130 36 104 25 109 33 99 25 78 20 50 20 95 26
10:15 106 25 101 40 88 26 98 28 72 31 54 20 86 28
10:30 103 7 102 17 112 30 101 26 74 16 62 12 92 18
10:45 108 20 119 25 123 20 116 17 93 14 68 20 104 19
11:00 106 18 110 16I, 111 13 122 11 84 26 66 13 100 16
11:15 134 6 118 13 114 5 124 16 90 21 64 11 107 12
11:30 112 11 129 12 138 11 135 7 86 21 82 9 114 12
11:45 119 9 122 7 167 8 136_ 10 98 16 79 7_ 120 10
Total 0 0 2236 4525 2763 4578 2751 4613 2618 4322 1527 2910 1000 2968 2213 3987
Day 0 6761 7341 7364 6940 4437 3968 6200
Total
Splits
0.0% 0.0% 33.1% 66.9% 37.6% 62.4% 37.4% 62.6% 37.7% 62.3% 34.4% 65.6% 25.2% 74.8% 35.7% 64.3%
Peak 07:30 05:00 07:30 04:45 07:45 00:30 11:00 00:15 11:00 00:30 11:00 03:00 11:00 00:30
Vol. 557 608 554 628 546 640 517 615 358 412 291 404 441 525
P.H.F. 0.839 0.864 0.796 0.853 0.789 0.909 0.898 0.943 0.913 0.920 0.887 0.935 0.896 0.905
HKM Engineering, Inc. Page 2
McChesney Professional Bldg 601 Nikles Dr Suite 2 Site Code: 000000011372
Oak Street-West Leg Bozeman MT 59715 Station ID: Oak West Leg
Phone: (406) 586-8834 Fax: (406)586-1730
Date Printed:_19-Aug-05
Start 15-Aug-05 Tue Wed Thu Fri Sat Sun Average Day
Time A.M. P.M. A.M. P.M AM^_Q.M._ A.M. P.M� A.M. P.M. _A.UII P,M.t_._A�M. P.M. A.M. P.M.
12:00 14 160 7 152 12 " * 11 156
12:15 8 144 10 158 10 ' ' ' 9 151
12:30 6 131 10 148 10 " ` ' ' 9 140
12:45 5 154 9 154 6 ' 7 154
01:00 4 151 7 140 10 " " * 7 146
01:15 6 156 4 138 3 " ' " 4 147
01:30 3 146 5 132 5 ` " ' " ' 4 139
01:45 5 108 4 120 7 ' 5 114
02:00 7 150 2 124 8 * 6 137
02:15 5 122 9 139 6 ' 7 130
02:30 5 124 8 113 3 * * 5 118
02:45 1 143 1 132 7 3 138
03:00 3 125 1 108 1 ' 2 116
03:15 0 142 1 158 2 1 150
03:30 5 120 1 132 0 2 126
03:45 5 162 10 128 3 6 145
04:00 2 116 6 131 4 ' 4 124
04:15 0 146 8 150 3 ' 4 148
04:30 8 138 4 154 3 ' 5 146
04:45 7 130 11 146 10 ' " 9 138
05:00 8 158 6 184 5 * * ' * 6 171
05:15 12 181 13 166 14 13 174
05:30 21 142 22 118 24 * * 22 130
05:45 30 154 42 127 43 ' ' " 38 140
06:00 29 118 31 128 29 " * 30 123
06:15 46 104 46 88 45 ' " 46 96
06:30 74 100 66 93 70 " * 70 96
06:45 118 110 124 86 128 ' ' 123 98
07:00 83 81 102 88 94 ' * ' * 93 84
07:15 97 90 92 80 91 " ' ' 93 85
07:30 134 70 122 88 132 * * 129 79
07:45 168 60 188 78 176 " " 177 69
08:00 152 64 138 58 135 ' 142 61
08:15 123 45 102 71 128 " 118 58
08:30 136 55 96 54 112 ' * 115 54
08:45 118 51 122 58 121 ' 120 54
09:00 79 54 120 52 110 * 103 53
09:15 94 40 94 39 94 ' ' 94 40
09:30 142 39 94 36 75 " ' * * 104 38
09:45 117 40 109 27 118 ' ' 115 34
10:00 118 29 118 36 119 ` * 118 32
10:15 118 26 96 32 88 ' 101 29
10:30 102 23 110 20 98 * 103 22
10:45 124 15 141 21 102 " 122 18
11:00 105 9 107 13 * ' 106 11
11:15 116 11 126 14 " ' " 121 12
11:30 128 10 141 17 * * * * 134 14
11:45 140 11 140 6 ' " ' ' 140 8
Total 2831 4658 2826 4635 2264 0 0 0 0 0 0 0 0 0 2806 4646
Day 7489 7461 2264 0 0 0 0 7452
Total
37.8% 62.2% 37.9% 62.1% 100.0 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 37.7% 62.3%
Splits %
Peak 07:45 05:00 07:30 04:30 07:30 07:30 04:30
Vol. 579 635 550 650 571 566 629
P.H.F. 0.862 0.877 0.731 0.883 0.811 0.799_ 0.904
ADT ADT 6,620 AADT 6,620
HKM Engineering, Inc. Page 1
McChesney Professional Bldg 601 Nikles Dr Suite 2 Site Code: 000000011371
Rouse Avenue- North Leg Bozeman MT 59715 Station ID: Rouse North Leg
Phone: (406) 586-8834 Fax: (406)586-1730
Date Printed: 19-Aug-05
Start 08-Aug-05 Tue Wed Thu Fri Sat Sun Average Day
Time A.M. P.M. A.M. P.M. A.M. P.M. A.M. P.M.-
A.M. P M. A.M. P.M. A.M. P.M. A.M. P.M.
12:00 * 234 16 240 9 258 22 236 11 66 9 66 13 183
12:15 ' 198 12 224 8 226 17 230 6 91 10 52 11 170
12:30 212 5 222 6 188 10 206 8 96 8 57 7 164
12:45 * 222 7 216 7 238 6 233 2 76 5 53 5 173
01:00 * 212 3 272 8 276 4 241 4 85 9 64 6 192
01:15 ' 216 10 231 8 253 6 218 8 70 7 70 8 176
01:30 214 1 216 5 197 8 121 10 69 4 55 6 145
01:45 ' 202 10 206 4 194 6 106 6 72 6 73 6 142
02:00 * 193 11 202 3 198 10 117 7 63 8 74 8 141
02:15 194 3 196 3 196 4 94 9 68 9 60 6 135
02:30 * 196 3 196 4 218 1 104 2 85 6 80 3 146
02:45 ' 230 2 194 6 210 1 106 3 72 2 62 3 146
03:00 * 196 3 214 10 184 5 101 4 80 4 83 5 143
03:15 ' 190 4 218 8 210 2 111 2 63 2 63 4 142
03:30 240 6 237 0 229 7 118 2 52 1 48 3 154
03:45 220 6 214 5 232 6 108 2 82 1 58 4 152
04:00 * 222 3 218 2 204 3 110 4 62 2 62 3 146
04:15 219 4 196 6 202 3 114 1 51 3 48 3 138
04:30 220 4 222 2 202 3 102 7 50 4 64 4 143
04:45 ' 222 1 226 8 237 8 106 12 48 3 64 6 150
05:00 276 7 306 11 300 5 138 34 60 1 40 12 187
05:15 * 288 5 260 7 278 13 110 38 55 2 52 13 174
05:30 ' 228 17 222 16 231 12 102 21 58 1 47 13 148
05:45 192 40 206 38 206 24 75 10 56 4 52 23 131
06:00 180 33 212 40 187 22 78 9 31 8 42 22 122
06:15 * 138 66 167 58 122 38 78 11 43 7 44 36 99
06:30 ' 175 72 161 62 118 61 49 13 38 5 42 43 97
06:45 148 155 129 122 142 101 36 10 46 5 45 79 91
07:00 98 103 110 94 114 116 100 35 10 32 8 33 73 69
07:15 127 108 138 114 134 108 121 36 13 32 14 36 91 72
07:30 164 84 149 104 182 88 138 39 35 31 16 38 114 64
07:45 256 83 246 98 236 102 240 48 25 20 25 40 171 65
08:00 252 60 258 65 236 95 242 31 34 26 21 39 174 53
08:15 172 86 186 76 211 86 198 33 36 27 12 34 136 57
08:30 189 65 176 74 200 86 177 26 41 22 27 29 135 50
08:45 202 55 192 66 184 70 190 33 50 32 20 32 140 48
09:00 180 66 205 62 204 85 175 27 45 25 27 21 139 48
09:15 174 56 186 88 164 81 166 30 58 29 32 23 130 51
09:30 172 56 188 50 178 74 199 17 68 24 33 29 140 42
09:45 214 40 152 48 168 49 198 24 73 22 50 19 142 34
10:00 163 39 168 46 212 45 191 26 62 10 44 16 140 30
10:15 170 30 150 39 163 44 180 33 64 26 32 15 126 31
10:30 190 29 184 32 189 38 209 25 64 20 44 9 147 26
10:45 168 18 184 22 190 23 182 14 72 14 48 12 141 17
11:00 157 22 208 18 212 27 208 14 80 22 51 11 153 19
11:15 186 9 192 17 221 17 218 8 74 12 60 9 158 12
11:30 193 14 206 17 226 24 226 12 73 10 70 9 166 14
11:45 200 11.1 227 16 248 12 254 12 98 15 66 6 182 12
Total 0 0 3627 6911 4214 7169 4338 7206 4220 4071 1331 2239 836 2080 3153 4944
Day 0 10538 11383 11544 8291 3570 2916 8097
Total
Splits
0.0% 0.0% 34.4% 65.6% 37.0% 63.0% 37.6% 62.4% 50.9% 49.1% 37.3% 62.7% 28.7% 71.3% 38.9% 61.1%
Peak 07:45 04:45 07:45 04:30 11:00 04:45 11:00 00:15 11:00 00:15 11:00 02:30 11:00 00:30
Vol. 869 1014 866 1014 907 1046 906 910 325 348 247 288 659 705
P.H.F. 0.849 0.880 0.839 0.828 0.914 0.872 0.892 0.944 0.829 0.906 0.882 0.867 0.905 0.918
HKM Engineering, Inc. Page 2
McChesney Professional Bldg 601 Nikles Dr Suite 2 Site Code: 000000011371
Rouse Avenue- North Leg Bozeman MT 59715 Station ID: Rouse North Leg
Phone: (406) 586-8834 Fax: (406)586-1730
Date Printed: 19-Aua-05
Start 15-Aug-05 Tue Wed Thu Fri Sat Sun Average Day
Time A_ .M. P.M. A.M. _P.M. A.M. P.M. A.M. P.M. A.M. P.M XM. P.M. _A.M. P.M. A.M. P_M.
12:00 11 91 7 107 8 " ' * * 9 99
12:15 4 105 7 104 7 * * * 6 104
12:30 5 118 5 112 4 ' ' * * 5 115
12:45 5 120 6 118 4 * * 5 119
01:00 4 132 1 122 6 * 4 127
01:15 3 108 2 124 1 2 116
01:30 0 102 4 103 3 ' " ' ' " 2 102
01:45 4 109 6 91 1 4 100
02:00 4 134 6 125 8 * 6 130
02:15 1 112 2 96 2 * * 2 104
02:30 4 1321 5 104 I 3 * * * * 4 118
02:45 1 110 4 96 7 * * 4 103
03:00 1 102 1 112 0 * * * * 1 107
03:15 1 101 2 104 1 * ' * * 1 102
03:30 0 104 1 92 2 * * * 1 98
03:45 1 109 2 94 2 " * 2 102
04:00 2 80 2 104 2 * * * " 2 92
04:15 1 98 6 118 2 * * 3 108
04:30 4 114 1 126 6 * * * 4 120
04:45 4 118 3 129 4 * 4 124
05:00 3 132 2 122 4 3 127
05:15 4 164 1 148 4 * 3 156
05:30 0 120 11 140 8 * * 6 130
05:45 18 122 22 88 20 * 20 105
06:00 14 93 22 78 18 * * * 18 86
06:15 21 62 26 80 28 * ` 25 71
06:30 44 74 40 68 38 41 71
06:45 73 75 74 64 78 " 75 70
07:00 51 59 67 64 62 60 62
07:15 53 44 49 68 56 " 53 56
07:30 80 51 77 52 79 * 79 52
07:45 128 49 128 48 118 * 125 48
08:00 122 44 112 45 106 " 113 44
08:15 80 45 70 32 94 * 81 38
08:30 92 42 75 46 95 " * 87 44
08:45 109 35 96 36 104 « * 103 36
09:00 76 28 108 39 100 * * * 95 34
09:15 80 16 86 23 90 " * 85 20
09:30 84 29 78 32 74 " * * * 79 30
09:45 82 26 91 25 72 * ` 82 26
10:00 88 14 83 22 96 ' * * ' 89 18
10:15 109 25 82 15 90 ' * " 94 20
10:30 72 13 92 17 52 " * 72 15
10:45 107 9 91 12 " * * 99 10
11:00 104 10 98 10 * * * ' 101 10
11:15 102 11 95 10 * « 98 10
11:30 91 6 106 11 * " * 98 8
11:45 94 4 78 10 * * 86 7
Total 2041 3601 2033 3586 1559 0 0 0 0 0 0 0 0 0 2041 3594
Day 5642 5619 1559 0 0 0 0 5635
Total
Splits 36.2% 63.8% 36.2% 63.8% 100.00 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 36.2% 63.8%
Peak 07:45 05:00 10:45 04:45 07:45 07:45 04:45
Vol. 422 538 390 539 413 406 537
P.H.F. 0.824 0.820 0.762 0.910 0,875 0.812 0.861
ADT ADT 7,490 AADT 7,490
HKM Engineering, Inc. Page 1
McChesney Professional Bldg 601 Nikles Dr Suite 2 Site Code: 000000012601
Rouse Avenue-South Leg Bozeman MT 59715 Station ID: Rouse South Leg
Phone: (406) 586-8834 Fax: (406)586-1730
Date Printed: 27-Sep-05
Start 08-Aug-05 Tue Wed Thu Fri Sat Sun Average Day
Time A.M. P.M. A.M. P,.M .M._ P.M. A.M. P.M._ A.M P.M. A.M. P.M. A.M. P.M,__ A.M. P.M.
12:00 * 265 16 264 13 263 19 251 22 148 22 137 18 221
12:15 " 224 14 239 6 232 8 251 15 171 30 149 15 211
12:30 * 246 4 247 9 241 18 224 17 192 19 120 13 212
12:45 230 7 238 12 266 10 258 10 184 19 150 12 221
01:00 239 4 282 10 298 8 269 12 199 19 136 11 237
01:15 245 10 255 5 266 11 264 11 168 10 143 9 224
01:30 * 252 6 237 6 216 7 241 11 148 10 168 8 210
01:45 ` 226 7 239 8 238 5 233 19 173 17 164 11 212
02:00 * 239 10 242 4 211 I 9 255 19 155 21 168 13 212
02:15 228 3 226 5 220 3 232 14 156 18 151 9 202
02:30 * 232 5 238 6 2171 1 227 4 178 13 161 6 209
02:45 243 2 251 7 231 4 263 6 165 10 159 6 219
03:00 224 3 248 10 226 4 243 4 164 5 194 5 216
03:15 " 228 8 249 4 249 3 242 3 150 4 165 4 214
03:30 259 7 258 3 260 9 278 6 122 4 147 6 221
03:45 * 245 10 255 6 255 6 257 5 141 3 170 6 220
04:00 248 5 258 5 248 4 257 4 151 6 130 5 215
04:15 237 3 237 5 260 I 4 246 2 138 5 120 4 206
04:30 252 8 253 5 240 6 231 13 114 9 133 8 204
04:45 ` 247 5 261 6 265 11 245 14 130 9 139 9 214
05:00 271 11 330 5 319 8 323 36 138 8 132 14 252
05:15 280 10 290 16 300 14 244 35 126 2 122 15 227
05:30 255 23 244 23 241 17 244 21 114 4 94 18 199
05:45 * 239 55 227 50 243 40 178 26 114 3 140 35 190
06:00 200 55 235 42 195 36 181 19 111 7 104 32 171
06:15 172 71 174 65 171 40 150 23 90 15 107 43 144
06:30 * 200 94 179 87 159 77 105 28 81 11 98 59 137
07:00 102 13 1 02 1
4 110 132 130 I 131 112 I 35 86 21 96 911 106
07:15 160 125 177 122 169 119 l 146 91 37 69 28 99 120 104
07:30 212 95 208 120 208 103 186 77 68 67 27 73 152 89
07:45 285 108 253 103 252 118 280 95 90 53 37 86 200 94
08:00 250 84 233 75 233 104 254 61 88 77 50 89 185 82
08:15 209 98 192 63 243 107 208 65 83 48 46 85 164 78
08:30 219 63 206 85 224 108 215 75 95 52 57 82 169 78
08:45 216 71 226 91 206 85 229 59 125 53 74 83 179 74
09:00 228 86 222 69 195 87 I 177 64 118 58 54 65 166 72
09:15 179 60 201 103 177 93 185 76 119 57 69 69 155 76
09:30 175 55 187 61 196 89 208 57 148 57 78 57 165 63
106 38 187 52
110:00 202 64 196 5331 225 56I 189 39I 156 43 96 33 177 48
10:15 198 41 182 46 189 56 196 55 156 55 93 33 169 48
10:30 187 30 222 291 202 44 220 49 144 34 96 19 178 34
10:45 204 20 210 35 193 38 214 40 166 34 107 31 182 33
11:00 203 29 212 22 217 32 236 33 167 41 127 21 194 30
11:15 222 11 211 23 231 17 224 29 159 38 I 121 21 195 23
11:30 218 22 240 20 241 25 257 16 174 34 161 19 215 23
11:45 233 19 228 18 267 18 284 20 171 35 115 15 216 21
Total 0 0 4026 7829 4756 8093 4785 8179 4777 7665 2917 5054 1889 5017 3959 6974
Day 0 11855 12849 12964 12442 7971 6906 10933
Total
Splits
0.0% 0.0% 34.0% 66.0% 37.0% 63.0% 36.9% 63.1% 38.4% 61.6% 36.6% 63.4% 27.4% 72.6% 36.2% 63.8%
Peak 07:45 04:45 11:00 04:30 11:00 04:45 11:00 04:45 11:00 00:15 11:00 02:30 11:00 04:30
Vol. 963 1053 891 1134 956 1125 1001 1056 671 746 524 679 820 897
P.H.F. 0.845 0.940 0.880 0.859 0.895 0.882 0.881 0.817 0.917 0.937 0.814 0.875 0.949 0.890
HKM Engineering, Inc. Page 2
McChesney Professional Bldg 601 Nikles Dr Suite 2 Site Code: 000000012601
Rouse Avenue- South Leg Bozeman MT 59715 Station ID: Rouse South Leg
Phone: (406) 586-8834 Fax: (406) 586-1730
Date Printed: 27-Sep-05
Start 15-Aug-05 Tue Wed Thu Fri Sat Sun Average Day
Time A.M. P.M. A.M. P..M. A.M.—P.M. A.M._P M. A.M. P.M. A.M. P.M. _A.M. P.M. A.M. P.M
12:00 24 277 14 247 15 * * * ` « ` 18 262
12:15 8 247 14 266 18 ` ' ' 13 256
12:30 6 234 9 254 11 " * * " " 9 244
12:45 10 266 11 254 6 ' 9 260
01:00 9 272 7 253 12 * * * ` ' 9 262
01:15 4 256 5 251 6 * * 5 254
01:30 3 231 8 222 9 * " " « 7 226
01:45 6 206 8 225 7 ` ' * * 7 216
02:00 7 271 6 234 9 « " * 7 252
02:15 7 257 11 199 5 " * 8 228
02:30 5 215 6 212 5 ` * * " 5 214
02:45 2 241 8 236 13 ` 8 238
03:00 4 211 3 231 1 ' * * * 3 221
03:15 3 233 3 258 3 ` 3 246
03:30 6 236 5 249 3 ` " * 5 242
03:45 5 238 8 253 4 * 6 246
04:00 2 225 5 223 4 " ` * 4 224
04:15 1 225 5 272 5 * ` 4 248
04:30 8 233 2 257 9 * * 6 245
04:45 14 271 13 276 13 * ` ` 13 274
05:00 4 317 4 335 4 * " 4 326
05:15 9 332 13 310 13 ` * 12 321
05:30 26 273 28 267 29 " * 28 270
05:45 38 240 52 236 51 ' ` 47 238
06:00 35 197 45 181 41 " 40 189
06:15 57 157 70 177 65 64 167
06:30 93 145 96 158 101 " 97 152
06:45 168 176 165 156 169 ' ` 167 166
07:00 125 161 135 131 125 * * 128 146
07:15 165 124 168 119 169 167 122
07:30 207 106 218 127 199 " " 208 116
07:45 256 113 255 110 240 250 112
08:00 227 95 213 97 236 225 96
08:15 230 91 208 91 228 222 91
08:30 227 101 199 88 207 " " 211 94
08:45 247 97 I 243 85 229 " ` * I ` I 240 91
09:00 185 70 217 81 216 " 206 76
09:15 180 64 191 55 191 x I I * * I 187 60
09:30 196 48 175 68 174 182 58
09:45 216 60 228 48 194 I I ' I ` I 213 54
10:00 208 39 203 55 222 * 211 47
10:15 219 27 192 39 194 I * I 202 33
10:30 195 39 195 34 201 * * 197 36
10:45 236 30 236 31 ` I * 236 30
11:00 223 23 203 23 * 213 23
11:15 231 181 222 28 I 226 23
11:30 228 17 237 21 ` 232 19
11:45 249 131 259 161 254 14
Total 4814 8018 4821 8039 3656 0 0 0 0 0 0 0 0 0 4818 8028
Day 12832 12860 3656 0 0 0 0 12846
Tota I
37.5% 62.5% 37.5% 62.5% 100.0 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 37.5% 62.5%
Splits %
Peak 07:45 04:45 11:00 04:45 07:45 11:00 04:45
Vol. 940 1193 921 1188 911 925 1191
P.H.F. 0.918 0.898 0.889 0.887 0.949 0.910 0.913
ADT ADT 11,581 AADT 11,581
REN G I N E E R I N G
McChesney Professional Building
601 Nikles Drive, Suite 2
Bozeman, MT 59715
Phone: (406) 586-8834 Fax: (406) 586-1730 File Name : OAK-RO-1
Site Code : 00000000
Start Date : 8/11/2005
Page No 1
Groups Printed-Unshifted
ROUSE OAK ROUSE OAK
From North From East From South From West
Start-Time Left Thru Right App.rota� Left Thru Right app^Total Left . Thru Right Aoo-Totai Left Thru Right Aw.jo,� Int.Total
04:00 PM 0 76 23 99 2 0 0 2 32 81 2 115 18 3 48 69 285
04:15 PM 1 67 19 87 1 0 0 1 37 92 1 130 20 1 42 63 281
04:30 PM 0 74 21 95 0 1 0 1 44 72 0 116 31 1 39 71 283
04:45 PM 0 90 33 123 0 0 0 0 41 84 1 126 25 0 37 62 311
Total 1 307 96 404 3 1 0 4 154 329 4 487 94 5 166 265 1160
05:00 PM 0 124 48 172 0 0 0 0 60 105 0 165 18 0 36 54 391
05:15 PM 0 96 42 138 0 0 0 0 55 123 0 178 17 1 42 60 376
05:30 PM 0 76 39 115 0 0 0 0 41 83 0 124 22 0 31 53 292
05:45 PM 0 97 28 125 0 0 1 1 46 75 2 123 19 1 28 48 297
Total 0 393 157 550 0 0 1 1 i 202 386 2 590 76 2 137 2151 1356
Grand Total 1 700 253 954 3 1 1 5 356 715 6 1077 170 7 303 480 2516
Apprch% 0.1 73.4 26.5 60 20 20 33.1 66.4 0.6 35.4 1.5 63.1
Total% 0 27.8 10.1 37.9 0.1 0 0 0.2 14.1 28.4 0.2 42.8 6.8 0.3 12 19.1
0
C
ff'*�
REN G I N E E R 1 N C.,-
McChesney Professional Building
601 Nikles Drive, Suite 2
Bozeman, MT 59715
Phone: (406) 586-8834 Fax: (406) 586-1730 File Name : OAK-RO-1
Site Code . 00000000
Start Date : 8/11/2005
Page No : 2
ROUSE
Out 1 _ Total
88I �1840
L�31-M.1—t I
fight Thru Left
0
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Out In Total
U
E N G I N E E R I N G ,-
McChesney Professional Building
601 Nikles Drive, Suite 2
Bozeman, MT 59715
Phone: (406) 586-8834 Fax: (406) 586-1730 File Name : OAK-RO-1
Site Code 00000000
Start Date 8/11/2005
Page No 3
1 �
1 \
1
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E N G I IN, E E R I N N.(--
McChesney Professional Building
601 Nikles Drive, Suite 2
Bozeman, MT 59715
Phone: (406) 586-8834 Fax: (406)586-1730 File Name : OAK-RO-1
Site Code : 00000000
Start Date : 8/11/2005
Page No 4
ROUSE OAK ROUSE OAK
From North From East From South From West
Start Time Left Thru Right aav To171 Left Thru Right,, raat Left Thru Right qpp Total Left Thru I Right I AM.Taal int.Total I
Peak Hour Analysis From 04:00 PM to 05:45 PM-Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:45 PM
04:45 PM 0 90 33 123 0 0 0 0 41 84 1 126 25 0 37 62 311
05:00 PM 0 124 48 172 0 0 0 0 gp 105 0 165 18 0 36 54 391
05:15 PM 0 96 42 138 0 0 0 0 55 123 0 178 17 1 42 60 376
05:30 PM 0 76 39 115 0 0 0 0 41 83 0 124 22 0 31 53 292
Total Volume 0 386 162 548 0 0 0 0 197 395 1 593 82 1 146 229 1370
App.Total 0 70.4 29.6 0 0 0 33.2 66.6 0.2 35.8 0.4 63.8
PHF .000 .778 .844 .797 .000 .000 .000 .000 821 .803 .250 .833 .820 .250 .869 .923 .876
1 �
1
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H
E N G 1 N E E R I N G
McChesney Professional Building
601 Nikles Drive, Suite 2
Bozeman, MT 59715
Phone: (406) 586-8834 Fax: (406) 586-1730 File Name : OAK-RO-1
Site Code : 00000000
Start Date 8/11/2005
Page No : 5
ROUSE OAK ROUSE OAK
From North From East From South From West
S Thrutart Time Left l Right A,.Toiai Left Thru Right jam,To1a1 Left Thru Right App,T.I Leftj hru I Right A TaWLtT.t.11
Peak Hour Analysis From 04:00 PM to 05:45 PM-Peak 1 of 1
Peak Hour for Each Approach Begins at:
05:00 PM 04:00 PM 04:45 PM 04:00 PM
+0 mins. 0 124 48 172 2 0 0 2 41 84 1 126 18 3 48 69
+15 mins. 0 96 42 138 1 0 0 1 60 105 0 165 20 1 42 63
+30 mins. 0 76 39 115 0 1 0 1 55 123 0 178 31 1 39 71
+45 mins. 0 97 28 125 0 0 0 0 41 83 0 124 25 0 37 62
Total Volume 0 393 157 550 3 1 0 4 197 395 1 593 94 5 166 265
%_App.Total 0 71.5 28.5 75 25 0 33.2 66.6 0.2 35.5 1.9 62.6 _
PHF .000 .792 .818 .799 t .375 .250 .000 .500 .821 .803 .250 .833 .758 .417 .865 .933
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Appendix
Section Two
HCM Unsignalized Intersection Capacity Analysis Background
100: Oak & Rouse 2-Way Stop Control
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations Vi T +T- T +44
Sign Control Stop Stop Free Free
Grade 0% 0% 0% 0%
Volume(veh/h) 82 1 146 0 0 0 197 395 1 0 386 162
Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Hourly flow rate(vph) 93 1 166 0 0 0 224 449 1 0 439 184
Pedestrians
Lane Width(ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal(ft)
pX, platoon unblocked
vC, conflicting volume 1427 1428 531 1594 1520 449 623 450
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 1427 1428 531 1594 1520 449 623 450
tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1
tC, 2 stage (s)
tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2
p0 queue free % 0 99 70 100 100 100 77 100
cM capacity (veh/h) 92 103 548 49 91 610 958 1110
Direction, Lane # EB 1 EB 2 WB 1 NB 1 NB 2 SB 1
Volume Total 93: 167 0 224 450 623
Volume Left 93 0 0 224 0 0
Volume Right 0 166 0 0 1 184
cSH 92 533 1700 958 1700 1110
Volume to Capacity 1.01, 0.31 0.00 0.23 0.26 0.00
Queue Length 95th (ft) 149 33 0 23 0 0
Control Delay(s) 178.5 14.8 0.0 9.9 0.0 0.0
Lane LOS F B A A
Approach Delay(s) 73.4 0.0 3.3 0.0
Approach LOS F A
Intersection Summary
Average Delay 13.7
Intersection Capacity Utilization 70.1% ICU Level of Service C
Analysis Period (min) 15
Oak& Rouse Comm. Sub. 2005 Background Traffic
HKM Engineering Inc.
HCM Unsignalized Intersection Capacity Analysis Background
101: Oak & Driveway 2-Way Stop Control
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations 4 1� Y
Sign Control Free Free Stop
Grade 0% 0% 0%
Volume(veh/h) 0 229 359 0 0 0
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(vph) 0 249 390 0 0 0
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 390 639 390
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 390 639 390
tC, single (s) 4.1 6.4 6.2
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 100 100 100
cM capacity (veh/h) 1168 440 658
Direction, Lane# EB 1 WB 1 SB 1
Volume Total 249 390 0
Volume Left 0 0 0
Volume Right 0 0 0
cSH 1168 1700 1700
Volume to Capacity 0.00 0.23 0.00
Queue Length 95th (ft) 0 0 0
Control Delay (s) 0.0 0.0 0.0
Lane LOS A
Approach Delay(s) 0.0 0.0 0.0
Approach LOS A
Intersection Summary
Average Delay 0.0
Intersection Capacity Utilization 22.2% ICU Level of Service A
Analysis Period (min) 15
Oak & Rouse Comm. Sub 2005 Background Traffic
HKM Engineering Inc.
HCM Unsignalized Intersection Capacity Analysis Background
102: Driveway & Rouse 2-Way Stop Control
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations Y 4 1�
Sign Control Stop Free Free
Grade 0% 0% 0%
Volume (veh/h) 0 0 0 477 548 0
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 0 0 0 518 596 0
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 1114 596 596
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 1114 596 596
tC, single (s) 6.4 6.2 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 100 100 100
cM capacity (veh/h) 230 504 981
Direction. Lane # EB 1 NB 1 SB 1
Volume Total 0 518 596
Volume Left 0 0 0
Volume Right 0 0 0
cSH 1700 981 1700
Volume to Capacity 0.00 0.00 0.35
Queue Length 95th (ft) 0 0 0
Control Delay (s) 0.0 0.0 0.0
Lane LOS A
Approach Delay (s) 0.0 0.0 0.0
Approach LOS A
Intersection Summary
Average Delay 0.0
Intersection Capacity Utilization 32.2% ICU Level of Service A
Analysis Period (min) 15
Oak& Rouse Comm. Sub. 2005 Background Traffic
HKM Engineering Inc.
HCM Unsignalized Intersection Capacity Analysis Background Plus Site
100: Oak & Rouse 2-Way Stop Control
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations 11r *T# T. 4.
Sign Control Stop Stop Free Free
Grade 0% 0% 0% 0%
Volume(veh/h) 82 1 146 0 0 0 203 400 1 0 411 162
Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Hourly flow rate (vph) 93 1 166 0 0 0 231 455 1 0 467 184
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 1475 1476 559 1642 1568 455 651 456
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 1475 1476 559 1642 1568 455 651 456
tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1
tC, 2 stage (s)
tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2
p0 queue free % 0 99 69 100 100 100 75 100
cM capacity (veh/h) 85 95 528 44 84 605 935 1105
Direction, Lane# EB 1 EB 2 WB 1 NB 1 NB 2 SB 1
Volume Total 93 167 0 231 456 651
Volume Left 93 0 0 231 0 0
Volume Right 0 166 0 0 1 184
cSH 85 513 1700 935 1700 1105
Volume to Capacity 1.10 0.33 0.00 0.25 0.27 0.00
Queue Length 95th (ft) 162 35 0 24 0 0
Control Delay (s) 217.3 15.4 0.0 10.1 0.0 0.0
Lane LOS F C A B
Approach Delay (s) 87.7 0.0 3.4 0.0
Approach LOS F A
Intersection Summary
Average Delay 15.7
Intersection Capacity Utilization 71.7% ICU Level of Service C
Analysis Period (min) 15
Oak& Rouse Comm. Sub. 2005 Back Plus Site
HKM Engineering Inc.
HCM Unsignalized Intersection Capacity Analysis Background Plus Site
101: Oak & Driveway 2-Way Stop Control
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations *' T r
Sign Control Free Free Stop
Grade 0% 0% 0%
Volume(veh/h) 9 226 357 8 0 17
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(vph) 10 246 388 9 0 18
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC,conflicting volume 397 658 392
vC 1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 397 658 392
tC, single (s) 4.1 6.4 6.2
tC, 2 stage (s)
tF (s) 2.2 3.5 3.3
p0 queue free % 99 100 97
cM capacity(veh/h) 1162 426 656
Direction, Lane# EB 1 WB 1 SIB 1
Volume Total 255 397 18
Volume Left 10 0 0
Volume Right 0 9 18
cSH 1162 1700 656
Volume to Capacity 0.01 0.23 0.03
Queue Length 95th (ft) 1 0 2
Control Delay(s) 0.4 0.0 10.6
Lane LOS A B
Approach Delay(s) 0.4 0.0 10.6
Approach LOS B
Intersection Summary
Average Delay 0.4
Intersection Capacity Utilization 29.3% ICU Level of Service A
Analysis Period (min) 15
Oak& Rouse Comm. Sub. 2005 Back Plus Site
HKM Engineering Inc.
HCM Unsignalized Intersection Capacity Analysis Background Plus Site
102: Driveway & Rouse 2-Way Stop Control
--I' ---* 4\ t l
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations Y 4 T
Sign Control Stop Free Free
Grade 0% 0% 0%
Volume (veh/h) 30 34 13 469 541 18
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 33 37 14 510 588 20
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 1136 598 608
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 1136 598 608
tC, single (s) 6.4 6.2 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 85 93 99
cM capacity (veh/h) 220 502 971
Direction, Lane# EB 1 NB 1 SB 1
Volume Total 70 524 608
Volume Left 33 14 0
Volume Right 37 0 20
cSH 314 971 1700
Volume to Capacity 0.22 0.01 0.36
Queue Length 95th (ft) 21 1 0
Control Delay (s) 19.7 0.4 0.0
Lane LOS C A
Approach Delay (s) 19.7 0.4 0.0
Approach LOS C
Intersection Summary
Average Delay 1.3
Intersection Capacity Utilization 45.6% ICU Level of Service A
Analysis Period (min) 15
Oak & Rouse Comm. Sub 2005 Back Plus Site
HKM Engineering Inc.
HCM Signalized Intersection Capacity Analysis
3: Oak & Rouse Background - Signal l
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations '* 4 1� 14.)
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 1.00 0.96
Fit Protected 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1770 1585 1770 1862 1788
Fit Permitted 0.76 1.00 0.38 1.00 1.00
Satd. Flow(perm) 1410 1585 713 1862 1788
Volume(vph) 82 1 146 0 0 0 197 395 1 0 386 162
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow(vph) 93 1 166 0 0 0 224 449 1 0 439 184
RTOR Reduction (vph) 0 143 0 0 0 0 0 0 0 0 17 0
Lane Group Flow(vph) 93 24 0 0 0 0 224 450 0 0 606 0
Turn Type Perm Perm Perm Perm
Protected Phases 4 8 2 6
Permitted Phases 4 8 2 6
Actuated Green, G(s) 9.0 9.0 46.6 46.6 46.6
Effective Green, g (s) 9.0 9.0 46.6 46.6 46.6
Actuated g/C Ratio 0.14 0.14 0.73 0.73 0.73
Clearance Time (s) 4.0 4.0 4.0 4.0 4.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 200 224 522 1364 1310
v/s Ratio Prot 0.02 0.24 c0.34
v/s Ratio Perm c0.07 0.31
v/c Ratio 0.46 0.11 0.43 0.33 0.46
Uniform Delay, d1 25.1 23.8 3.3 3.0 3.4
Progression Factor 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 1.7 0.2 2.6 0.6 1.2
Delay(s) 26.8 24.0 5.9 3.6 4.6
Level of Service C C A A A
Approach Delay(s) 25.0 0.0 4.4 4.6
Approach LOS C A A A
Intersection Summary
HCM Average Control Delay 7.9 HCM Level of Service A
HCM Volume to Capacity ratio 0.46
Actuated Cycle Length (s) 63.6 Sum of lost time (s) 8.0
Intersection Capacity Utilization 70.1% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
North Side Subdivision 2005 Existing
HKM Engineering Inc.
HCM Signalized Intersection Capacity Analysis Background Plus Site
100: Oak & Rouse * Silgnalization
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations '4 + 1� T.
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.85 1.00 1.00 0.96
Fit Protected 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1770 1585 1770 1862 1792
Fit Permitted 0.76 1.00 0.37 1.00 1.00
Satd. Flow(perm) 1410 1585 684 1862 1792
Volume (vph) 82 1 146 0 0 0 203 400 1 0 411 162
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow(vph) 93 1 166 0 0 0 231 455 1 0 467 184
RTOR Reduction (vph) 0 143 0 0 0 0 0 0 0 0 16 0
Lane Group Flow (vph) 93 24 0 0 0 0 231 456 0 0 635 0
Turn Type Perm Perm Perm Perm
Protected Phases 4 8 2 6
Permitted Phases 4 8 2 6
Actuated Green, G (s) 9.0 9.0 46.6 46.6 46.6
Effective Green, g (s) 9.0 9.0 46.6 46.6 46.6
Actuated g/C Ratio 0.14 0.14 0.73 0.73 0.73
Clearance Time (s) 4.0 4.0 4.0 4.0 4.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 200 224 501 1364 1313
v/s Ratio Prot 0.02 0.24 c0.35
v/s Ratio Perm c0.07 0.34
v/c Ratio 0.46 0.11 0.46 0.33 0.48
Uniform Delay, d1 25.1 23.8 3.4 3.0 3.5
Progression Factor 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 1.7 0.2 3.0 0.7 1.3
Delay (s) 26.8 24.0 6.5 3.7 4.8
Level of Service C C A A A
Approach Delay(s) 25.0 0.0 4.6 4.8
Approach LOS C A A A
Intersection Summary
HCM Average Control Delay 8.0 HCM Level of Service A
HCM Volume to Capacity ratio 0.48
Actuated Cycle Length (s) 63.6 Sum of lost time (s) 8.0
Intersection Capacity Utilization 71.7% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
North Side Subdivision 2005 Back Plus Site
HKM Engineering Inc.
HKM Engineering, Inc
Northside Subdivision Commercial Development
North Rouse Avenue at Oak Street(2005- Background Volume)
Study Name: PCwarrants
Study Date :08/29/05
Signal Warrants - Summary Page No. : 1
Major Street Approaches Minor Street Approaches
Northbound: N ROUSE AVE Eastbound: OAK ST
Number of Lanes:1 Number of Lanes:1
Approach Speed:0
Total Approach Volume:1,077 Total Approach Volume:480
Southbound: N ROUSE AVE Westbound: OAK ST
Number of Lanes:1 Number of Lanes:1
Approach Speed:0
Total Approach Volume:954 Total Approach Volume:5
Warrant Summary (Urban values apply.)
Warrant 1 -Eight Hour Vehicular Volumes ........................................................................................................................... Not Evaluated
Warrant 1A-Minimum Vehicular Volume ........................................................................................Not Evaluated
Warrant 1 B-Interruption of Continuous Traffic ..............................................................................Not Evaluated
Warrant 1 A&B-Combination of Warrants .....................................................................................Not Evaluated
Warrant 2-Four Hour Volumes ............................................................................................................................................. Not Evaluated
Warrant3-Peak Hour ............................................................................................................................................................. Satisfied
Warrant 3A-Peak Hour Delay ..........................................................................................................Not Satisfied
Total approach volumes and delays on minor street do not exceed minimums for any hour.
Warrant3113-Peak Hour Volumes ......................................................................................................Satisfied
Volumes exceed minimums for at least one hour.
Warrant4-Pedestrian Volumes ............................................................................................................................................ Not Evaluated
Warrant5-School Crossing .................................................................................................................................................. Not Evaluated
Warrant 6-Coordinated Signal System ................................................................................................................................ Not Evaluated
Warrant7-Crash Experience ................................................................................................................................................ Not Evaluated
Warrant8-Roadway Network ............................................................................................................................................... Not Evaluated
HKM Engineering, Inc
Northside Subdivision Commercial Development
North Rouse Avenue at Oak Street(2005-Background Volume)
Study Name: PCwarrants
Study 0
Signal Warrants - Summary Page Note :281291O5
700
Warrant Curves
600 — Peak Hour Warrant
Four Hour Warrant
[Urban, 1 major lane and 1 minor lane curves used]
0 500
a
n
Q
a�
E 400
0
a�
o, 300 1
1�
200
c _
100
0
200 400 600 800 1000 1200 1400 1600 1800
Major Street-Total of Both Directions(VPH)
Analysis of 8-Hour Volume Warrants:
Hour Major Higher Minor War-1A War-1B War-1A&B
Begin Total Vol Dir Major Crit Minor Crit Meets? Major Crit Minor Crit Meets? Major Crit Minor Crit Meets?
00:00 0 0 EB 500-No 150-No -- 750-No 75-No --- 600-No 120-No —
01:00 0 0 EB 500-No 150-No - 750-No 75-No --- 600-No 120-No ---
02:00 0 0 EB I 500-No 150-No --- 750-No 75-No --- 600-No 120-No --
03:00 I 0 0 EB I 500-No 150-No --- I 750-No 75-No --- 600-No 120-No
04:00 I 0 0 EB I 500-No 150-No I 750-No 75-No --- 600-No 120-No ---
05:00 I 0 0 EB I 500-No 150-No --- I 750-No 75-No --- 600-No 120-No ---
06:00 I 0 0 EB I 500-No 150-No --- I 750-No 75-No --- I 600-No 120-No ---
07:00 I 0 0 EB I 500-No 150-No I 750-No 75-No -- 600-No 120-No ---
08:00 I 0 0 EB ( 500-No 150-No I 750-No 75-No --- 600-No 120-No --
09:00 I 0 0 EB I 500-No 150-No I 750-No 75-No --- 600-No 120-No -
10:00 I 0 I 0 EB I 500-No 150-No --- I 750-No 75-No --- I 600-No 120-No ---
11:00 I 0 I 0 EB I 500-No 150-No --- I 750-No 75-No -- I 600-No 120-No ---
12:00 I 0 I 0 EB I 500-No 150-No --- I 750-No 75-No --- I 600-No 120-No ---
13:00 ( 0 I 0 EB I 500-No 150-No --- I 750-No 75-No --- I 600-No 120-No --
14:00 I 0 I 0 EB I 500-No 150-No --- I 750-No 75-No --- I 600-No 120-No
15:00 I 0 I 0 EB I 500-No 150-No --- I 750-No 75-No -- I 600-No 120-No
16:00 I 891 I 265 EB 1500-Yes 150-Yes Both 1750-Yes 75-Yes Both 1600-Yes 120-Yes Both
17:00 11,140 I 215 EB 1500-Yes 150-Yes Both 1750-Yes 75-Yes Both 1600-Yes 120-Yes Both
18:00 I 0 I 0 EB I 500-No 150-No --- I 750-No 75-No --- I 600-No 120-No ---
19:00 I 0 I 0 EB 500-No 150-No --- I 750-No 75-No --- I 600-No 120-No ---
20:00 I 0 I 0 EB I 500-No 150-No --- I 750-No 75-No --- I 600-No 120-No
21:00 I 0 I 0 EB I 500-No 150-No --- I 750-No 75-No --- I 600-No 120-No
22:00 I 0 I 0 EB I 500-No 150-No --- I 750-No 75-No --- I 600-No 120-No
23:00 0 0 EB 500-No 150-No --- 750-No 75-No -- 600-No 120-No