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Home My WebLink About85 - Traffic Impact Study - Valley Unit Ph IIA TRAFFIC ACCESSIBILITY STUDY FOR VALLEY UNIT SUBDIVISION PHASE IIA prepared for VALLEY UNIT CORPORATION prepared by MARVIN & ASSOCIATES Suite 304 Transwestern I Billings , MT 59107 `�` �irnrrrrrr�� ZA TA �`• •••''••.'9 August , 1985 P,GG�Rj R. _ • JOJi C. .- �. • • r � c�•:kf G:�i'_Rc l r IA@LE QE COMES P�sg INTRODUCTION 1 EXISTING TRANSPORTATION FACILITIES 2 TRIP GENERATION 10 TRIP DISTRIBUTION 12 TRAFFIC ASSIGNMENT 13 SITE PLAN ACCESS AND CIRCULATION 15 TRAFFIC IMPACTS 18 CONCLUSIONS 21 APPENDIX `A' TURNING MOVEMENT VOLUMES APPENDIX `B' CAPACITY CALCULATIONS APPENDIX `C' SIGNAL WARRANTS LISI QE EIQQBES eAsg Figure 1 . Location Map 3 Figure 2. 1985 Average Daily Traffic Volumes 8 (Existing System) Figure 3. Trip Distribution 14 Figure 4. Phase IIA Average Daily Traffic Assignments 16 Figure 5. Phase IIA Peak Hour Traffic Assignments 17 INIBQQUCIIQN Valley Unit Corporation , in years past , had proposed the development of a large subdivision within the Urban Area of Bozeman , Montana. Through its initial efforts , Phase I of the four phase Valley Unit Subdivision development was platted . Municipal improvements were made and lots were sold . At the present time there have been approximately 80 single family houses and 40 apartment units erected within Phase I of the concept development . Within the recent past , Valley Unit Corporation had attempted to plat Phase II of the concept master plan . The plat for Phase II was not approved earlier this year because of a basic disagreement in the extent of off site street improvements required of the developer . The City of Bozeman felt that there was inadequate documentation regarding the impacts on the existing street system for this phase of the subdivision . They also felt that alternative access to the subdivision was necessary to alleviate potential problems with the adjacent street capacities . In an effort to appease some of the concerns expressed , Valley Unit Corporation is resubmitting a Preliminary Plat for Phase IIA, which is a smaller portion of the original development plans . This Phase includes 60 single family dwelling units and 4 multi family (Townhouse with 4 Apartments each) lots . In addition , the developer has retained Marvin & Associates to complete a formal Traffic Accessibility Study for the proposed subdivision . This report contains a summary of the estimated trip generation , distribution , traffic assignments and street system impacts . In -I - addition , recommendations are made based on an analysis of the proposed improvements with regard to the existing street system conditions . Through this study , the developer would like to identify his responsibility for system impacts and provide a basis for cost sharing of system improvements . Because of the many and varied land use proposals being considered in the immediate area of this subdivision , a complete evaluation of future developments could not be considered within the framework of this study . Other developments , which may or may not become a reality , are only considered within the bounds of the Bozeman Urban Transportation Plan . That plan should have amply defined the level of future street system improvements . If additional information regarding development and growth scenarios are felt necessary , an area wide master plan or an update to the transportation plan should be considered . EXISIINQ I13MMEMIM E6CILIIIE5 Because of the location of the proposed subdivision development , the most defineable potential impacts to the street system are confined to the major site access streets . Figure 1 . indicates the location of the subdivision on a vicinity map which outlines the major street system within the west end of Bozeman . The Phase I portion of Valley Unit Subdivision lies west of and adjacent to Phase IIA. While Phase IIA extends between Durston Road and West Babcock , Phase I extends between Durston Road and Highway. 191 . Most of the local roadways north of Highway 191 were constructed as a part of —2— 4J VALLEY UNIT I PHASE IIA DURsrom eAecarK ^YAW FALLDA/ 0 - w CALLEGiE //WY /9/ > h J kAGY I BOM AN} M-T. FIGURE 1. SITE LOCATION MAP the Phase I Valley Unit Subdivision improvements . The following narratives describe existing conditions on streets that have potential impact from the proposed development . Durston Road — is an east—west collector street which extends from Ferguson Road on the west to 19th Avenue on the east . It actually has -continuity beyond these termini further to the east . From 19th Avenue to Rouse Avenue it is classified as a Minor Arterial and curiously enough it changes its designation to Peach Street east of 7th Avenue . Between Ferguson and 20th Avenue it is a two way , 24 foot wide gravel surfaced road with rural roadside characteristics . East of 20th Avenue , it varies in width between 26 feet and 39 feet and has a paved surface in poor to fair condition . Very little in the way of traffic control devices exist along its length . Speed limit signs (25mph) and side street stop signs are in place . Pavement markings are minimum except at major intersections . A traffic signal at its intersection with N. 7th Avenue offers two phase actuated control with a 110 second max cycle time . Significant delay for all approach legs of this intersection was noted . Based on area cordon counts completed in the course of this study it was determined that Durston Road is a minor access route to the existing Valley Unit Subdivision Development . The counts (Appendix `A' ) indicate that 16 to 17 percent of Valley Unit traffic utilizes this route during peak hour periods . West Babcock — is an east—west collector street which extends —4— from Ferguson Avenue on the west to Wallace Avenue on the east . Its continuity is interrupted at its intersection with West Main Street , approximately one mile east of the subdivision site . Modifications to this intersection within the recent past has forced a small radius curve into the West Babcock alignment just prior to the intersection which allows a right angle approach . A shopping complex on the east side of Main was built with a frontage road which has two access points straddling either side of the West Babcock intersection . This design has effectively terminated the section of West Babcock that is subject to potential impacts from subdivisions west of Main Street . West Babcock is a paved street which varies in width between 20 and 24 feet from a point just east of Yellowstone Avenue to its intersection with Main Street . The pavement widens enough to allow a shared turning lane just prior to its intersection with Main . The pavement surface in this section is in fair to poor condition . Numerous drive approaches to adjacent residential areas exist along this portion of West Babcock . No curb and gutter exists . West of Yellowstone Avenue the Valley Unit Subdivision has provided a 44 foot wide paved street section with curb and gutter . This newer portion of West Babcock extends west to Ferguson Avenue . West Babcock is the major access to the existing Valley Unit Subdivision at present . From peak hour cordon traffic counts (Appendix `A' ) it appears that it may accommodate upwards of 60 % of the existing subdivision related traffic . Highway 191 - is a Federal Aid Primary Route which is also known as Huffine Lane on the western edge of the Bozeman Urban boundaries . It is classified as a principal arterial link connecting rural -5- routes . It begins in West Yellowstone , Montana and extends through the Bozeman Urban area to its eastern terminus at the Bozeman East Interchange with Interstate 90. The highway passes south of of the subdivision site and serves as a minor access to the existing Valley Unit Subdivision via Ferguson Avenue . East of its intersection with Ferguson the tangent alignment of Highway 191 becomes West College Street and a 45 degree northeast alignment deflection becomes West Main Street . The paved width of Highway 191 east of the site varies between 28 and 32 feet , providing two way travel lanes . Within the recent past the development of a shopping mall (Main Mall ) required widening within the area of the mall near the intersection of West College and West Main Street . The widening extends from this point east along Main Street and provides for auxiliary turn lanes . At the intersection of West Main and - West Babcock four thru lanes and a an auxiliary left turn lane is provided . Ferguson Avenue - is a recently built north south street which provides a paved surface width of 44 feet . No curb and gutter exists at this time . It extends from its intersection with Highway 191 on the south to a point approximately one mile north to Durston Road . According to the functional classification map in the Urban Transportation Plan it carries no designation . It is paved between Highway 191 and West Babcock and has a gravel surface between West Babcock and Durston . At present it only serves a minor portion of the Valley Unit Subdivision Phase I development . -6- Exi�fin9 Ic�ffis Ynls�mgs Appendix `A' contains peak hour turning movement volume counts and cordon type counts (peak hour) taken at various intersections within the area of influence of the site . The peak hour traffic counts not only indicate volumes and turning movements but also serve to estimate Average Daily Traffic (ADT) . By applying monthly , daily and hourly adjustment factors to these counts, an estimate of Average Daily Traffic (ADT) can be made . Also within Appendix `A' is a graphic presentation of hourly traffic variations expressed as a percentage of ADT for Durston . These hourly volumes were provide by the Gallitan County Road Office . While not entirely representative of all streets in Bozeman , the trend is sufficiently close to that of other urban streets in Montana that the hourly factor can be used without introducing significant error into ADT estimates . Figure 2. illustrates the Average Daily Traffic volumes on the surrounding street system. These ADT' s were derived from several different sources . Table 1 . is a summary of ADT' s , the source and approximate annual traffic growth over the source period . As can be seen there appears to be some unrealistic conditions with regard to reported volumes at different time periods . The analysis of impacts within this report relies on 1985 counts since they are verifiable within realistic tolerance levels ( 10%) while there is no way to physically verify conditions which existed years before . -7- W� VALLEY UNIT 14 PHASE IIA Q� 3 � � MRSMA/ J 7000 9eo AwAI-Sr SABCXXIF ^YAW i5,�1o0 fA&W 400 7�-F NwY igi /JDDD 03 KAGY I BOMMAN� MT. FIGURE 2. 1985 AVERAGE DAILY TRAFFIC V6LUMES IA@LE 1 EXIEIINQ I86EEIE VQLQdES Average Daily Traffic ------------------------------------- Annual MDOH Planning SS&G Marvin Percent Street Location ( 1983) ( 1977) ( 1985) (1985) Growth N N N NNN N N N N N N N N NN NNN N N N N--N NNN-N N N N N N N N N N N N N N N N N N MN N N N N N NNNN N N N N NN N N N Durston ,E. Yellows . 320 180 — 20 % Durston ,E. 19th 2,000 5,600 + 9 % Durston a 7th 6,700 7,800 11 ,000 + 5 % Babcock a Yellows . 590 900 + 6 % Babcock a Main 2,000 11900 — 2 % HWY 191 a Ferguson 10,300 11 ,000 + 3 % Main a Babcock 13,400 13,600 15,400 + 7 % Ferguson a HWY 191 400 ? N NN NNNM N N N N NN N N N NNN N N N N NN N N N N N N N N N N N--N N N N N N N NNNN N N N N-NN N N N N N NM N N N N N MDOH=Mt . Dept . of Hwys . , SS&G=Sanderson ,Stewart & Gaston Marvin=Marvin & Associates Eldelinian During traffic counting periods and observational periods it was noted that pedestrian traffic is very light within the area of the subdivision . This would be expected since it is in a fringe area of the city . It is significant to note that joggers make use of local streets and streets with lesser vehicular traffic . Bicycles were —9— noted on all sections of streets within a vicinity of the site and throughout the Bozeman street system. Because of study observations and community desires as expressed in the Transportation Plan , it appears that bike and pedestrian modes of transportation must be considered in the design of new streets and in the reconstruction of existing streets . Existing streets such as Durston and Babcock do riot have sufficient cross section to accommodate these modes under heavy vehicular traffic conditions . Irannii Currently there is no local bus service within the Bozeman Urban Area. Based on past events , it appears that the transit mode will not play a factor in the reduction of vehicular travel within the - foreseeable future . Therefore , this mode was not considered in the analysis of traffic impacts . IRIS QENE86IIQN During past planning phases of the Valley Unit Subdivision vehicular trip generation figures were submitted for various phases . The reported trips were found to have slight deviations from currently accepted rates because outdated information was used and because of interpretive errors in land use types . The trip generation numbers corresponding to each land use type is extracted from the widely accepted reference "Trip Generation — An Informational Report " , Institute of Transportation Engineers (Third Edition) , 1982. —10— Table 2. is a summary of average weekday trips estimated for the Valley Unit Subdivision , Phases I and IIA. Phase I is included within the table because at the present time it is approximately 25 % occupied and it is expected that it will continue to experience growth within the same time frame as Phase IIA. Twenty five percent of the estimated full development trips attributable to Phase I are already on the surrounding street system as part of the existing traffic volumes . TABLE 2. TRIP GENERATION ESTIMATES - AVERAGE WEEKDAY TRIPS VALLEY UNIT SUB. PHASE I 8 IIA FULL DEVELOPMENT __________________________________________________________________ ITE NUMBER AVE. AVERAGE LANDUSE RATE OF ITE WEEKDAY LAND USE TYPE CODE UNIT UNITS RATE TRIPS ------------------------------------------------------------------ PHASE I : SINGLE FAMILY 210 DU 290 10.0 2,900 APARTMENTS 221 DU 204 6.6 1 ,346 TOWNHOUSES 230 DU 24 5.2 125 TECH. REA. DIST. 760 ACRE 21.84 57.2 1,249 ------------------------------------------------------------------ PHASE I TOTAL = 5,620 PHASE IIA : SINGLE FAMILY 210 DU 60 10.0 600 TOWNHOUSES 230 DU 16 5.2 84 ------------------------------------------------------------------ PHASE IIA TOTAL = 684 TOTAL DEVELOPMENT 6,304 _______________________________________________ -11- Table 3. is a summary of trip projection during the peak AM and PM hours of •adjacent street traffic . The ITE report was used to predict the peak hour trip projections . TABLE 3. TRIP GENERATION ESTIMATES - PEAK HOURS VALLEY UNIT SUB. PHASE I 8 IIA FULL DEVELOPMENT ------------------------------------------------------------------- AM PEAK HOUR PM PEAK HOUR ------------------------ ------------------------ LAND USE TYPE ENTER EXIT TOTAL ENTER EXIT TOTAL ---------------------------------------------------------------------------- PHASE I : SINGLE FAMILY 61 160 221 184 106 290 APARTMENTS 20 82 102 82 40 122 TOWNHOUSES 2 10 12 9 4 13 TECH. REA. DIST. 590 47 637 24 212 236 ---------------------------------------------------------------------------- PHASE I TOTAL = 673 299 972 299 362 661 PHASE IIA : SINGLE FAMILY 13 33 46 38 22 60 TOWNHOUSES 1 6 7 6 3 9 -------------------------------------------------- -------------------------- PHASE IIA TOTAL = 14 39 53 44 25 69 TOTAL = 687 338 1025 343 387 730 ____________________________________________________________________________ IRIP D15IRI@UI10 Several ways of distributing trips to the transportation system can be used . When a community such as Bozeman has prepared a Transportation Plan under the FHWA 3 C' s program a data base has been established and the most accurate and efficient method of determining trip distribution is to utilize the MDOH computer generated trip tables . The multi purpose trip tables indicate trip exchanges between defined areas of the urban planning boundaries known as Origin— Destination Zones . —12— A survey of travel times to and from the subdivision and separate points within the urban area was completed . From this information "Superzones" or large sectors were delineated . Major link access to the subdivision can be directly related to the areas contained within the superzones . By summing trip productions and attractions between the subdivision (0-0 zone 102) and 0—D zones within the superzones , percentages of total trips can be calculated by direction . Figure 3. presents the traffic analysis map of the urban planning area with the superzones used for this study delineated thereon . It also indicates the directional distribution of traffic based on the analysis of trip tables . The distribution represents year 2000 demand projections . Since full development of Phase I or IIA is not expected prior to the year 1990, this distribution should be sufficiently accurate to reflect directional distribution for the purpose of impact analysis . IBAEEIf, 65E1MUEUI While the distribution of trips reflects travel demand , it doesn' t necessarily correspond to existing street traffic assignments . The reason for this is because of the condition of the system. A higher volume of traffic uses Babcock than Durston because of lesser delay and driver comfort . If Durston had a paved surface and reduced delay at the intersection of 7th Avenue , a correspondingly higher percentage of traffic would use that street . During past discussions with the City they had indicated that —13— Vf Vf _ �M1 Q F Q N V W i 4 I V N n F- 1i F N `Z—� -.�_ LA. C Z i Cie F� e 4 0 4 N Z m m _ A b 4 L • 4 G7 3 + 0 oe s i t FIGURE 3. TRIP DISTRIBUTION alternative access to Highway 191 would be desirable to reduce stress on Babcock . The alternative connection would be via Fowler Avenue a new north—south street to be constructed as a part of Phase IIA construction . This alternative was analyzed for traffic assignments within this study . Figure 4. indicates the ADT assignments for Phase IIA with and without the Fowler Avenue link . As can be seen , more than 50 : of the traffic that would use Babcock without the alternative link could be assigned to Fowler . Figure 5. is a summary of peak AM and PM traffic volumes assignments at pertinent intersection on the street system. The very small volumes reflect only traffic which could be attributed to Phase IIA development . 51IE ELM 6C.CE55 6NO CIROLKIM Phase IIA fits within the proposed master plan previously submitted for the Valley Unit Subdivision . Since the layout is primarily a block arrangement with - equal access in all directions , no areas of heavy traffic concentrations on local streets can be predicted . It was requested that access to Fowler from the subdivision be provided via Ravalli Street while the developers would prefer to make that connection via Fallon (further south) . From the standpoint of travel time , there is no significant difference in traffic loadings for whichever street is constructed . —15— W� 1 VALLEY UNIT PHASE ILA Q .ram 3 W Q (34 ly 224 )• 33� �:� ArAl srBABCdUC ^YAW FAUDAI O is ♦ 16 CogW. CAuEGE Nwr i 9i A'AGY I I f� PHASE ILA TRAFFIC w10 191 Acass BozF-MAN� MT. (XvJ P4ASE ILA TRAFFIC. W/ 191 AClESS FIGURE 4. PNASE IrA ADT ASSIGNMENTS - ALTEQNATIVE ACCESS yA"EY UNIT PHASE IIA Q l� h � Q ST. BAaC'LIUC AVAU1 FAL10M W. CALLEGf Nwr 191 0 4 P o-- t AA6Y AM fL4 K AM PEAK .� 4z :j c p-j L4 PM �� PEAK I O 7 3 t L3 p it BozEMAN� MT. 17IGURE a PRASE 1IA PEAK H6UR TRAFFIC �15SIGN ME,VTS IBAEEIC IMAM The actual volume of traffic related to phase IIA development as indicated in the peak hour traffic projection is minimal . Thus , the calculation of capacity impacts would involve numbers too small to make a difference in the level of service . Since the existing phase I development is only 25 : occupied and more construction is expected to occur within the same time frame , impacts for full development of phase I and phase IIA were evaluated . Table 4. is a summary of existing traffic , additional traffic caused by full development of phase I & IIA, and the percentage increase in Average Daily Traffic (ADT) projected to occur on the surrounding area street system. In addition , the year 2000 projections for those street segment reported in the transportation plan are shown . TABLE 4. FULL DEVELOPMENT IMPACTS - STREET SYSTEM ADT' s --------------------------------------------------------------------- TRANS. EXIST *ADDED PERCENT PLAN STREET LOCATION ADT ADT TOTAL INCREASE Y-2000 --------------------------------------------------------------------- DURSTON, W OF YELLOWS. 100 295 395 295% 400 DURSTON, E OF YELLOWS. 300 1 ,965 2,265 655% 2,200 DURSTON a 19TH 5,600 1,965 7,565 35% 4,900 BABCOCK a YELLOWSTONE 900 1,375 2,275 153% 5,000 BABCOCK a W MAIN 11900 1,375 3,275 72% 5,800 FOWLER a HWY 191 0 1,550 11550 NA NA FERGUSON a HWY 191 400 766 1, 166 192% 1,600 --------------------------------------------------------- ----------- * ADDITIONAL TRAFFIC FROM THE REMAINING DEVELOPMENT OF PHASE I PLUS PHASE IIA -Z8- It appears in most instances that the addition of these two phases of the Valley Unit Subdivision fall well within the projected growth outlined in the transportation plan . Durston from 19th to 7th Avenue would be well beyond the planning figures. In the case of Durston at 7th Avenue , the planning projections fall significantly short of existing volumes. Since the planning data assumes full implementation of the planned street system by the year 2000, the proposed extension of 19th Avenue probably accounts for that disparity . Calculations involving capacity of principal intersections within the area of impact were completed for both existing and future traffic volumes related to the development of the first two phases of Valley Unit Subdivision . Those computer generated calculations are detailed in Appendix `B' of this report . As would be expected by observation during peak evening hours , the West Babcock approach to West Main operates at a level of service `F' ( long delays and queues) during the peak evening hour . The remainder of the intersections operate above an acceptable design level of service at present . When additional traffic is added to the existing peak PM hour volumes , the level of service at the Babcock and Main Street intersection becomes slightly worse . All other principal intersections remain at an acceptable level of service except the proposed Fowler and Highway 191 intersection . The Fowler approach traffic would be composed almost entirely of left turn movements onto Highway 191 and thus some delay would be experienced . Since the location of this approach would accommodate access for numerous future subdivisions north of Highway 191 , eventual development in —19— that area would add to traffic volumes on Fowler . When combined with historical traffic growth on Highway 191 , a traffic signal would probably become warranted . Appendix `C' contains traffic signal warrant summaries for the principal intersections that would have potential impacts from full development . While none of these intersections currently warrant signalized control , additional future traffic will warrant signals at West Babcock and West Main as well as Durston and North 19th Avenue . The 19th Avenue signal warrants were previously identified in a traffic study prepared for Annie Subdivision by SS&G Engineers . The West Babcock —West Main signal is currently approaching signal warrants because of traffic increases on both streets . In regard to roadway sufficiency , Durston Road would require future upgrading to accommodate traffic volumes projected by the Transportation Plan . Existing traffic volumes on Durston at N. 19th Avenue already exceed year 2000 planning projections . Therefore , certain sections of Durston are already in need of reconstruction . The addition of traffic from proposed subdivision developments west of N. 19th Avenue will apparently exceed the Transportation Plan projections . Design standards for -Durston should account for all of the adjacent land along Durston that may be developed in the future . West Babcock , by way of historical traffic growth , would appear to be destined for Arterial status . Unless the existing terminus at West Main is redesigned as a four way intersection to provide continuous routing across town , the traffic volumes would never exceed a level of 3,000 to 4,000 ADT because the proximity of the frontage road accesses east of West Main would limit the ultimate —20— capacity of the West Babcock intersection even if signalized . Excessive delay at the West Main intersection would force west end subdivision traffic to seek alternative routing . The alternative routing would be provided via the Fowler Avenue connection to Highway 191 . Therefore , year 2000 traffic projections based on the transportation plan would probably never be realized . The existing two lane street section has adequate reserve capacity to handle the addition of Phase I and IIA Valley Unit traffic volume projections . Since the capacity of West Babcock is controlled by its intersection with West Main , any future reconstruction on West Babcock should incorporate two lane , collector street standards . CONCLUSIONS Based on the analysis of subdivision site generated traffic and existing street system conditions , several conclusions can be drawn . This accessibility study was prepared for Phase IIA of the Valley Unit Subdivision . Traffic generated by Phase IIA by itself , even fully developed , would not create noticeable impacts on the street system. None of the affected streets would experience debilitating capacity restrictions and safety would not deteriorate significantly . The addition of 200 + vehicles on the gravel section of Durston would start to approach tolerable limits of dust pollution levels which , however , could be controlled by regular applications of dust palliative . The total traffic on Durston would not be greater than —21— other gravel roads serving similar types of traffic . Phase I of Valley Unit Subdivision is not completely occupied at present and only the single family and multi family lots have been offered for sale . It would appear that the full development of Phase I , based on present projections , would not occur for 5 to 7 years . The R-4 , R-5 and T—R section of that phase , which are on the southern end of the subdivision , will have a proportionately higher traffic distribution to Highway 191 than the remainder of the subdivision . Considering Phase I and IIA trip distribution , it is suggested that alternative access to Highway 191 via Fowler Avenue be provided to balance traffic flows and to accommodate future transportation system improvements . The construction of this link would provide traffic access benefits to future west end development beyond the limits of Valley Unit Subdivision . Future loadings on Fowler are not dependant upon which east—west street initially accesses Fowler (Ravalli or Fallon) . The section of West Babcock , which was constructed for Phase I , would provide an adequate typical section for projected future traffic volumes . Any future reconstruction within the limits of Phase IIA and Phases III and IV, should incorporate that section as a standard . With respect to the West Main Street signal , the Department of Highways does not design signal systems until the signals are actually warranted . The signals are usually installed through one of many funding programs in which the mechanism for prepayment of cost sharing does not exist . —22— APPENDIX "A" TURNING MOVEMENT VOLUMES h 0 3 19 (zo)� (2+) DIJRSTMI ot sM c�)i - VALLF-Y uaI r sug h PAASE I BRY�►DWATE� 147 W. BABCdeK .2,-0) 59 FA[LON /6 (47-) NW Y /9/ 7 2 (tee) JULY 29, �30 1985 CORDad eo[/�YTS x& = -rju-S.,30 AM I I r N W Ln Is.OD y � 7 r fn '� m � � L O N N � w � w o rm d � N � J � 3 a 0 N SUMMARY OF TURNING MOVEMENT VOLUMES - BOZEMAN, MONTANA INTERSECTION OF : WEST MAIN STREET and WEST BABCOCK STREET ---------------------------- ---------------------------- DATE : JULY 231 1985 DAY OF WEEK : TUESDAY TIME PERIOD : 4:00 - 5:00 PM -------------- --------------------- --------------------- ADT FACTORS MO.= 1.05 DAY= 0.98 HOUR= 0.1 COMPOSITE= 10.29 • NNNNNYNN NNNr.nn...:n:.r:..wnn.�..wnnrtr:wvnn..wn nrtn Nriwn.rn Nrtnwnxrt nrt Nw./sf..Nnnn NnnNnn.funwr..Y/:w..w....r.n.:r...:.n rf♦.:..v.I r.r.N rr ADT= i,832 118 --1 MAIN 5TREET 73 ri1 7 28 0 77 r-- 2! r- 845 824 901 �--� 0 11494 1,574 649 621 673 0 ' ADT= 15,373 1p 0 0 0 ADT= 16,196 L i 0 L_ 0 _1 ADT= 0 BABC0CK TOTAL ENTERING TRAFFIC ------------------------- HOUR ADT NORTH/SOUTH = 73 751 EAST/WEST = 1,550 151950 ------- ------- TOTAL = i,623 16,701 ..,.....wr......w....r...r.....rr..rr....n..nnw.....�,r.r,wnnww..,..r,...n.....rn.Yr.rrN.....,,.r....r.r.,n..NNN....n.r..nN..nN�,,.r..nNnNn,...nn,.n,:.. SUMMARY OF TURNING MOVEMENT VOLUMES INTERSECTION OF : DURSTON ROAD and N. 19TH AVENUE ---------------------------- ---------------------------- DATE : APRIL 21 1985 DAY OF WEEK : TUESDAY TIME PERIOD : 4:30-5:30 PM -------------- --------------------- --------------------- ADT FACTORS MO.= 0.99 DAY= 0.97 HOUR= 0.095 COMPOSITE= 10.108 wrynnrywurymwwnwyywwnywwnmwrymnwwnx//wnnwmnwwynnwn/.nmrw..wrymn/.ynmm�mnyryrynwrw.+r/y//nnrywrmn///rmwmm�r:ywynnwww COUNTS BY SANDERSON, STEWART 6 GASTON ADT= 0 r ° � DURSTON ROAD 0 0 --� ----------------- 0 0 0 r— 0 r 113 —' 106 to 7 502 464 0 --' L 389 129 49 ADT= 51074 220 260 � � ADT= 4,690 269 i L. 496 ADT= 5,014 N. 19TH AVENUE TOTAL ENTERING TRAFFIC ------------------------- HOUR ADT ------- ------- NORTHISOUTH = 227 21295 EAST/WEST = 504 51095 ------- ------- TOTAL = 731 71389 ywmnr/wnryu Nn//,////n ww,.nwwyuu ww nwwmuww/uHwNyww ur/y mwnmum Nw//n,I.•/yww uwwnr,t.♦/.rywryNrymmwwwwnnwyrr rr r rr r:vr,r;:;n/:r:u•r APPENDIX `B' CAPACITY CALCULATIONS UNSIGNALIIED INTERS( 7N CAPACITY ANALYSIS rrx rrr.urr r.rrx Nuh+.•n...NNHH.NNNNHNHN.NNM..HNNHNNNNN//NN HNNN NNN/JNNH NN HH/rNlJNlJy Nrt N//NHNMHNN NHNHI...NHNHNNr.NHHNNNNrtIINNNNHN FOUR APPROACH LEG INTERSECTION ifm LOCATION:WEST BABCOCK & WEST MAIN, BOZEMAN Nq NNNNNHHur:.vxrr r.r,N+r r rshrr x.rNrr u.Jr•ry NANNNrtxrvr.r:rr rrarJx rrx nrr.r.xrr..uxxuu..u.r,Jr..r.+.rr/h..r. .r.n,.lrxri ,rr..r...._. .rr.NN,rrr r.rr.rr.r,rr...,u.r rr r.u,rh D 21 0 52 L► 77 WEST MAIN A 621-- 4 824 B � r r 0 0 0 EXISTI NG c WEST BABCOCK NN4NNNNNHNNHYNNNNHHNHHNNNNNatNNHNNNNNH.fJNNNNNNNHHJeNNNNNNNa)NNYMYN111NNNNNBYNINNNSHNNHHO.YNNNHONNNNNH.0 NYYHNHHIN MAJOR ROAD : APP; A : SPEED = 35 CRITICAL GAP GRADE = 11 APP. B : SPEED = 35 LEFT TURN BOTH: 5.5 SECONDS GRADE = 11.1 ------------------------------------------------------------------------------------------------------------ MINOR ROAD : APP. C : SPEED = 0 CRITICAL GAP : GRADE = OI RIGHT TRN STOP = 6.0 SECONDS APP. 0 : SPEED = 25 YEILD = SECONDS GRADE = id LEFT TURN STOP = 8.0 SECONDS YEILD = SECONDS CROSSING STOP = 7.5 SECONDS YEILD = SECONDS MOVEMENT: AL AT AR BL BT BR CL CT CR DL DT DR VOLUME: 28 621 0 0 824 77 0 0 0 52 0 lij 2i PCH: 28 xxx xxx 0 xxx xxx 0 0 0 52 0 21 --------------------------------------------------------------------------------------------------------------------- STEP i RIGHT TURN FROM CID CR DR ------------------------------------------------------------------------------------------------------------ 11 CONFLICTING FLOWS ( 112AR+AT1 = 0 vph 39 vDh CRITICAL GAP (MINOR) = 6.0 sec 6.0 sec CAPACITY = Mi = 1000 vvh 1000 vuh DEMAND { CR 1 = 0 vph 21 vph CAPACITY USED (100z CRIMl) = 0% 2% IMPEDANCE FACTOR (CHART ) = 1.00 0.98 SHARED LANE — Y=O, STEP 3 N=1 0 0 NO SHAPED LANE — AVAILABLE RESERVE (Mi—CR) = 0 vph 0 vph LEVEL OF SERVICE :::::::::::::::::::::::::::: :::::: --------------------------------------------------------------------------------------------------------------------- STEP 2 LEFT TURN FROM BIA BL AL ------------------------------------------------------------------------------------------------------------ CONFLICTING FLOWS = Mh = 621 vph 901 vph CRITICAL GAP Tg = 5.5 sec 5.5 sec CAPACITY = 550 vph 550 vph DEMAND = 0 vph 28 vph CAPACITY USED = 0S 51 IMPEDANCE FACTOR = i.00 i1.95 AVAILABLE RESERVE _ `50 voh 522 vph DELAY 6 LEVEL ii1 SERVICE = F ----------------------------------------------------------------------------- -------------------------------------- STEP 3 THRU MOVEMENTS FROM CID CT DOES NOT APPLY DT ---------------------------- ------------------------------------------- ------------------------------- CONFLICTING FLOWS = Mh = 1550 vph 1511.5 �h CRITICAL GAP = 7.5 sec 7.5 sec CAPACITY = 60 vph 60 vph ADJUST FOR IMPEDANCE : 57 vph 57 vph DEMAND = 0 vph 0 vph CAPACITY USED = OI OZ IMPEDANCE FACTOR = 1.00 1.00 NO SHARED LANE,N=O STEP 4,Y=i i i IF Y AVAILABLE RESERVE = 57 vph 57 vph LEVEL OF SERVICE ::::::::::::::: NA NA SHARED LANE WITH LEFT TURN — STEP 4 (Y=O,N=1) i i SHARED LANE WITH R16HT TURN : SHARED LANE DEMAND = 0 vph 21 vph CAPACITY OF SHARED LANE = ERR vph 1000 vph AVAILABLE RESERVE = ERR vph 979 vph LEVEL OF SERVICE :::::::: ::::::: D D --------------------------------------------------------------------------------------------------------------------- STEP 4 LEFT TURN FROM CID CL DL ------------------------------------------------------------------------------------------------------------ CONFLICTING FLOWS = Mh = 1571 vph 1511.5 vph CRITICAL GAP = 8.0 set 8.0 sec CAPACITY = 40 vph 40 vph ADJUST FOR IMPEDANCE 37 vph 38 vph NO SHARED LANE (Y=i,N=O) 0 0 IF Y DEMAND = 0 vph 0 vph AVAILABLE RESERVE = 0 vph 0 vph LEVEL OF SERVICE ::::::::::::::::: NA FF SHARED LANE WITH THRU : Y=i,N=O 0 0 SHARED LANE DEMAND = 0 vph 0 vph CAPACITY OF SHARED LANE = ERR vph 0 vph AVAILBLE RESERVE = ERR vph 0 vph LEVEL OF SERVICE SHARED LANE WITH THRU 3 RIGHT :Y=i,N=O 0 1 SHARED LANE DEMAND = 0 vph 73 vph CAPACITY OF SHARED LANE = ERR vph 52 vph AVAILABLE RESERVE = ERR vph —21 vph LEVEL OF SERVICE --------------------------------------------------------------------------------------------------------------------- --------------------------------------------------------------------------------------------------------------------- UNSIGNALIZED INTERSEr"7N CAPACITY ANALYSIS nr...uxrrr.r.nxnwnn..nnxrr..r.nrrn,r...NN..NNN... .NNNN......NNN..NNNNN..NNNNNNNNNNNNNNNNNNf• .fff.NN.NN..NNNNNNNff FOUR APPROACH LEG INTERSECTION fffff LOCATION:WEST BABCOCK 6 WEST MAIN, BOZEMAN rr.r r.vfr.ru xrrnr.r.r.nxn n.r.rw.rx..r.rrnr.r.nr•r.nn Nyx NNNNNNNNNYNIINNNnN•IIINNNI•NIIwNN NNNNNNNNNNNN.................................. D FULL DEV. PHASE I b IIA 21 0 1 I34 �S 28 � t-112 WEST MAIN A 640 � 4--840 B 0 0 0 0 0 C WEST BABCOCK f NNNNN.NNNNN..NNff.fff.Nffff.NNO.NNfNNNNNNfNNNRfNNNNffNNYfNNNNNNffffff••vv+n!•+vvr.r.xvvnvnvvn•rvnn.v rr rr rr rrvvxvxns.yn MAJOR ROAD : APP. A : SPEED = 35 CRITICAL SAP GRADE = 11 APP. B : SPEED = 35 LEFT TURN BOTH: 5.5 SECONDS GRADE = 11 ------------------------------------------------------------------------------------------------------------ MINOR ROAD : APP. C : SPEED = 0 CRITICAL GAP : GRADE = 0X RIGHT TRN STOP = 6.0 SECONDS APP. D : SPEED = 25 YEILD = SECONDS GRADE = 11 LEFT TURN STOP = 8.0 SECONDS YEILD = SECONDS CROSSING STOP = 7.5 SECONDS YEILD = SECONDS #NNN.NNNNNN..NNNNffNNNNNffffffNNNNNffNNN.'.nnt.yNwvn.+x.Yost rrnnx y+.rr r.n n n I.—n-N—• vrrnrc!rnrrnnurrnf.vnrrnxrrn nr:%: 1 tr rr.•vwxxrr n r,nnn.v r.r•x MOVEMENT: AL AT AR BL BT BR CL CT CR DL OT DR VOLUME: 28 640 0 0 840 112 0 0 0 139 0 21 PCH: 28 XXz Xz% 0 XXX Xxx 0 0 0 139 0 --------------------------------------------------------------------------------------------------------------------- STEP 1 RIGHT TURN FROM CID CR DR ------------------------------------------------------------------------------------------------------------ CONFLICTING FLOWS ( i/2AR+AT) = 0 vph 56 vph CRITICAL GAP (MINOR) = 6.0 sec 6.0 iec .t,' TY = Mi = 1000 vph 950 vph DEMAND ( CR ? = 0 vph 21 vph CAPACITY USED (100z CR/MS) = OZ 2X IMPEDANCE FACTOR (CHART ) = 1.00 0.98 SHARED LANE - Y=O, STEP 3 N=1 0 0 NO SHARED LANE - AVAILABLE RESERVE (Mi-CR) = 0 vph 0 vph LEVEL OF SERVICE ""' " "':: ' . "':" --------------------------------------------------------------------------------------------------------------------- STEP 2 LEFT TURN FROM B/A BL AL ------------------------------------------------------------------------------------------------------------ CONFLICTING FLOWS = Mh = 640 vph 952 vph CRITICAL GAP Tv = 5.5 sec 5.5 sec CAPACITY = 550 vph 460 vph DEMAND = 0 vph 28 vph CAPACITY USED = 0Z 61 IMPEDANCE FACTOR = 1.00 0.94 AVAILABLE RESERVE = 550 vph 432 vph DELAY & LEVEL OF SERVICE = A n ----------------------------------------------------------------------- -------------------------------------- STEP 3 THRU MOVEMENTS FROM C/O CT DOES NOT APPLY DT ---------------------------- -------------------------------------------• ------------------------------- CONFLICTING FLOWS = Mh = 1620 vph 1564 0 CRITICAL GAP = 7.5 sec 7.5 see CAPACITY = 60 vph 60 vph ADJUST FOR IMPEDANCE : 56 vph 56 vph DEMAND = 0 vph 0 vph CAPACITY USED = OI OI IMPEDANCE FACTOR = 1.00 1.00 NO SHAPED LANE,N=O STEP 4,Y=1 1 i IF Y AVAILABLE RESERVE = 56 vph 56 vph LEVEL OF SERVICE ::::::::::::::: NA NA SHARED LANE WITH LEFT TURN — STEP 4 (Y=O,N=1) 1 1 SHARED LANE WITH RIGHT TURN : SHARED LANE DEMAND = 0 vph 21 vph CAPACITY OF SHARED LANE = ERR vph 950 vph AVAILABLE RESERVE = ERR vph 929 vph LEVEL OF SERVICE --------------------------------------------------------------------------------------------------------------------- STEP 4 LEFT TURN FROM C/O CL DL ------------------------------------------------------------------------------------------------------------ CONFLICTING FLOWS = Mh = 1641 vph 1564 vph CRITICAL GAP = 8.0 sec 8.0 see CAPACITY = 40 vph 40 vph ADJUST FOR IMPEDANCE 37 vph 38 vph NO SHARED LANE (Y=i,N=O) 0 0 IF Y DEMAND = 0 vph 0 vph AVAILABLE RESERVE = 0 vph 0 vph LEVEL OF SERVICE ::::::::::::::::: NA F� SHARED LANE WITH THRU : Y=1,N=0 0 0 SHARED LANE DEMAND = 0 vph 0 vph CAPACITY OF SHARED LANE = ERR vph 0 vph AVAILBLE RESERVE = ERR vph 0 vph LEVEL OF SERVICE SHARED LANE WITH THRU 6 RIGHT :Y=1,N=0 0 1 SHARED LANE DEMAND = 0 vph 160 vph CAPACITY OF SHARED LANE = ERR vph 43 vph AVAILABLE RESERVE = ERR vph —117 vph LEVEL OF SERVICE ...... .. ..:.. UNSIGNALIZED INTERF' -TON CAPACITY ANALYSIS FOUR APPROACH LEG INTERSECTION fffff LOCATION:DURSTON & 19TH AVENUE NN.Naa.NNNNNNNNNNN..NNNNNNNNN.NNNNNNNNNNNaNNNNNNNNNNNN"NNNNNNNNNNNNNNNNNNNNNNNnn':rrnr+rrr+xr+r+e+nr+r:r:x r:r+nr+nnnnn-+.n n n D EXISTING VOLUMES 0 0 0 0 0 DURSTON A 129—. 4--106 B 260 �— 9 � r 7 0 220 C 19TH AVENUE NNNNNaNNaNNNNNNNaNNNNNNNNNNNNNNNNNaNNNNNNNaNaNNNNNNNNNNNNNNNNNNNNNNI.NNNNNN..NNNNNNaaNNNNNNNNNNaNNq.NNNNNNNNN MAJOR ROAD : APP. A : SPEED = 25 CRITICAL GAP GRADE = 11.1 APP. B : SPEED = 25 LEFT TURN BOTH: 5.0 SECONDS GRADE = 11 ------------------------------------------------------------------------------------------------------------ MINOR ROAD : APP. C : SPEED = 25 CRITICAL GAP : GRADE = OI RIGHT TRN STOP = 6.0 SECONDS APP. D : SPEED = 0 YEILD = SECONDS GRADE = 11 LEFT TURN STOP = 7.5 SECONDS YEILD = SECONDS CROSSING STOP = 0.0 SECONDS YEILD = SECONDS NN.NNNNN.NNNNaN..NNNNaaNNNaNaNNNNNNI.l.I.NNNNNa..aNNNr.xrrr/n NNunnnN nw'nnnn n.n:r.rnn w////nnxrrn r+n nrr r/r:n':'/r/rrNn r.-n ra.�-n-: ::::+/.-trr r.n/r Nrr ra.rnn MOVEMENT: AL AT AR BL BT BR CL CT CR DL DT DR VOLUME: 0 129 260 9 106 0 7 0 220 0 0 0 PCH: 0 XXX XXX 9 XXX XXX 7 0 220 0 0 0 --------------------------------------------------------------------------------------------------------------------- STEP i RIGHT TURN FROM C/D CR DR ------------------------------------------------------------------------------------------------------------ CONFLICTING FLOWS ( 1/2AR+AT) = 130 vph 0 vph CRITICAL GAP (MINOR,) = 6.0 sec 6.0 sec CAPACITY = Mi = 850 vph 1000 vph DEMAND ( CR ? = 220 vph 0 vph CAPACITY USED (100x CR/MI) = 261 Oi IMPEDANCE FACTOR (CHART ) = 0.74 1.00 SHARED LANE - Y=OI STEP 3 N=i 0 0 NO SHARED LANE - AVAILABLE RESERVE (MI-CR) = 0 vph 0 vph LEVEL OF SERVICE :::::::::::::::::::::::::: ";::: -------------------------------------------------------------------------------------------------------------------- STEP 2 LEFT TURN FROM B/A BL AL ------------------------------------------------------------------------------------------------------------ CONFLICTING FLOWS = Mh = 389 vph 106 vph CRITICAL GAP Tg = 5.0 sec 5.0 sec CAPACITY = 800 vph 1000 vph DEMAND = 9 vph 0 vph CAPACITY USED = 11 OZ IMPEDANCE FACTOR = 0.99 1.00 AVAILABLE RESERVE _ 74! vph 1000 vph DELAY & LEVEL OF SERVICE fl, NA --------------------------------------------------------------------------------------------------------------------- STEP 3 THRU MOVEMENTS FROM CID CT DOES NOT APPLY DT ----------------------------- ------------------------------------------- ------------------------------ CONFLICTING FLOWS = Mh = 374 vph 504 vrn CRITICAL GAP = 0.0 sec 0.0 sec CAPACITY = 60 vph 60 vph ADJUST FOR IMPEDANCE : 59 vph 59 vph DEMAND = 0 vph 0 vph CAPACITY USED = 011.1 OX IMPEDANCE FACTOR = 1.00 1.00 NO SHARED LANE,N=O STEP 4,Y=1 1 1 IF Y AVAILABLE RESERVE = 59 vph 59 vph LEVEL OF SERVICE ::::::::::::::: NA NA SHARED LANE WITH LEFT TURN — STEP 4 (Y=O,N=1) i t SHARED LANE WITH RIGHT TURN : SHARED LANE DEMAND = 220 vph 0 vph CAPACITY OF SHARED LANE = 650 vph ERR vph AVAILABLE RESERVE = 630 vph ERR vph LEVEL OF SERVICE :::::::::::::::: NA NA --------------------------------------------------------------------------------------------------------------------- STEP 4 LEFT TURN FROM CID CL OL ------------------------------------------------------------------------------------------------------------ CONFLICTING FLOWS = Mh = 374 vph 724 vph CRITICAL GAP = 7.5 sec 7.5 sec CAPACITY = 480 vph 280 vph ADJUST FOR IMPEDANCE 475 vph 205 vph NO SHARED LANE (Y=i,N=O) 1 0 IF Y DEMAND = 7 vph 0 vph AVAILABLE RESERVE = 8 vph 0 vph LEVEL OF SERVICE ::::::::::::::::: A NA SHARED LANE WITH THRU : Y=SIN=O 0 0 SHARED LANE DEMAND = 0 vph 0 vph CAPACITY OF SHARED LANE = 0 vph ERR vph AVAIL BLE RESERVE = 0 vph ERR vph LEVEL OF SERVICE ::::::::::::::: NA NA SHAPED LANE WITH THRU & RIGHT :Y=1,N=0 0 0 SHARED LANE DEMAND = 0 vph 0 vph CAPACITY OF SHARED LANE = 0 vph ERR vph AVAILABLE RESERVE = 0 vph ERR vph LEVEL OF SERVICE NA NA --------------------------------------------------------------------------------------------------------------------- --------------------------------------------------------------- ------------------------------------------------------ UNSIGNALIIED INTERS '.ON CAPACITY ANALYSIS NNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNMNNNNNYNNNNNNNNNNNNNNNNbNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNN..'.NNNNNN FOUR APPROACH LEG INTERSECTION ff#f LOCATION:DURSTON d 19TH AVENUE NNNNI...... NNMNNNNNNNNNNNNN.NNNNNNNNpNNNNNNb NNN NNNHb NNNNNNNb NNNN//nr.r.r:r;r:rv•.r,;;rvvrrur.nrr♦r.NNr.M wurrtinr.ur.nHr.Nr.r.Mr+u NNUM D FULL DEVELOPMENT PHASE I d IIA 0 0 0 0 0 DURSTON A 190—► —362 B 270—Z i--- 10 � r i5 0 220 C 19TH AVENUE NNNbNNNNNNNNNNNNNNNNNNNNNNNINNNNNNNNNNNN.NNNNNNINNININNNN.NNNR NNNNNNNNNNNN NNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNNN. MAJOR ROAD : APP. A : SPEED = 25 CRITICAL GAP : GRADE = iS APP. B : SPEED = 25 LEFT TURN BOTH: 5.0 SECONDS GRADE = it ------------------------------------------------------------------------------------------------------------ MINOR ROAD : APP. C : SPEED = 25 CRITICAL GAP : GRADE = OZ RIGHT TRN STOP = 6.0 SECONDS APP. D : SPEED = 0 YEILD = SECONDS GRADE = it LEFT TURN STOP = 7,5 SECONDS YEILD = SECONDS CROSSING STOP = 0.0 SECONDS YEILD = SECONDS MOVEMENT: AL AT AR BL BT BR CL CT CR DL DT OR VOLUME: 0 190 270 i0 362 0 5 0 220 0 0 0 PCH: 0 XXx XXX i0 IX1 XXx 15 0 220 0 0 0 --------------------------------------------------------------------------------------------------------------------- STEP i RIGHT TURN FROM C/O CR OR ------------------------------------------------------------------------------------------------------------ CONFLICTING FLOWS ( 1/2AR+AT) = 135 vph 0 vph CRITICAL GAP (MINOR) = 6.0 sec 6." Sfc CAPACITY = MI = 850 vph 1000 vph DEMAND ( CR ) = 220 vph 0 vph CAPACITY USED !i00z CRfMi) = 26% 0I IMPEDANCE FACTOR (CHART ) = 0.74 1.00 SHARED LANE - Y=O, STEP 3 N=1 0 0 NO SHARED LANE - AVAILABLE RESERVE (MI-CH) = 0 vph 0 vph LEVEL OF SERVICE :::::::::::::::::::::::::::: :::::: --------------------------------------------------------------------------------------------------------------------- STEP 2 LEFT TURN FROM B/A BL AL ------------------------------------------------------------------------------------------------------------ CONFLICTING FLOWS = Mh = 460 vph 362 vph CRITICAL GAP Tg = 5.0 Sec 5.0 sec CAPACITY = 750 vph 900 vph DEMAND = 10 vph 0 vph CAPACITY USED = 11 OX IMPEDANCE FACTOR = 0.99 1.00 AVAILABLE RESERVE = 740 vph 900 vph DELAY d LE`,'EL OF SERVICE _ ____________� NA - ----------------------------------- ------------------------------------------------------------------- STEP 3 THRU MOVEMENTS FROM CID CT DOES NOT APPLY DT ---------------------------- ------------------------------------------- ------------------------------- CONFLICTING FLOWS = Mh = 697 vph 832 vph CRITICAL GAP = 0.0 sec 0.0 sec CAPACITY = 60 vph 60 vph ADJUST FOR IMPEDANCE : 59 vph 59 vph DEMAND = 0 vph 0 vph CAPACITY USED = 4Z OX IMPEDANCE FACTOR = 1.00 1.00 NO SHARED LANE,N=O STEP 4,Y=1 I 1 IF Y AVAILABLE RESERVE = 59 vph 59 vph LEVEL OF SERVICE ::::::::::::::: NA NA SHARED LANE WITH LEFT TURN — STEP 4 (Y=O,N=1) I i SHARED LANE WITH RIGHT TURN : SHARED LANE DEMAND = 220 vph 0 vph CAPACITY OF SHARED LANE = 850 vph ERR vph AVAILABLE RESERVE = 630 vph ERR vph LEVEL OF SERVICE :::::::::::::::: NA NA --------------------------------------------------------------------------------------------------------------------- STEP 4 LEFT TURN FROM CID CL DL ------------------------------------------------------------------------------------------------------------ CONFLICTING FLOWS = Mh = 697 vph 1052 vph CRITICAL GAP = 7.5 sec 7.5 sec CAPACITY = 1. vph 160 vph ADJUST FOR IMPEDANCE 276 vph 117 vph NO SHARED LANE (Y=I,N=O) 1 0 IF Y DEMAND = 15 vph 0 vph AVAILABLE RESERVE _ ' I vph 0 vph LEVEL OF SERVICE ::::::::::::::::: C NA SHARED LANE WITH THRU : Y=I,N=O 0 0 SHARED LANE DEMAND = 0 vph 0 vph CAPACITY OF SHARED LANE = 0 vph ERR vph AVAILBLE RESERVE = 0 vph ERR vph LEVEL OF SERVICE ::::::::::::::: NA NA SHARED LANE WITH THRU d RIGHT :Y=1,N=O 0 0 SHARED LANE DEMAND = 0 vph 0 vph CAPACITY OF SHAPED LANE = 0 vph ERR vph AVAILABLE RESERVE = 0 vph ERR vph LEVEL OF SERVICE ::::::::::::::::: NA NA --------------------------------------------------------------------------------------------------------------------- --------------------------------------------------------------------------------------------------------------------- UNSIGNALIZED INTER..` ION CAPACITY ANALYSIS 4w4Nnmn4NNmnwnwNnwwwwwwwwn4nnmww4wN4N.NN.NYwnwmwn4NNNNNN.YNnww NNwNnwHNwNYnnnnNwwNNNYnNN.NNw.Nw4N4n.Nmwmwmwww FOUR APPROACH LEG INTERSECTION fffff LOCATION:HIGHWAY 191 d FERGUSON NYNNnwnNr/NNNNNN44NwNNnwnNYNl.wwn.N44NNNN4.NNNNNNNNw...NNNNnNNNNNNNNNNwNNr/NN.////YN./NNnN/I1/nM4NNNNNNNNN YNn....... D FULL DEV. PHASE I 8 IIA 30 0 21 ..� 4 34 t-34 HIGHWAY 191 A 260—► 630 B 0 0 0 0 0 C FERGUSON nY44w4wwmwNN4N4m4N.INYwNNmmmYNYwm4mnNYNNNwNnmwwmmYm4YNINNI4wYwfmNNNwNwwwnn44m4.NNNww.NN.NN/N.YY..NNNN.NNNY... MAJOR ROAD : APP. A : SPEED = 45 CRITICAL GAP GRADE = ii APP. B : SPEED = 45 LEFT TURN BOTH: 5.5 SECONDS GRADE = iZ ----------------------------------------------------------------------------------------------------------- MINOR ROAD : APP. C : SPEED = 0 CRITICAL GAP : GRADE = OZ RIGHT TRN STOP = 6.5 SECONDS APP. 0 : SPEED = 35 YEILD = SECONDS GRADE = 11 LEFT TURN SIOP = 8.5 SECONDS YEILD = SECONDS CROSSING STOP = 0.0 SECONDS YEILD = SECONDS ....nn,.F,..,..rr..,... ,nnnn..rrnn nnn mwnNwsnnm4wnwrrw Nw nmwmwwww4N44nnnm,.r:„nnnnnr,nnnrruunnr::.•,..r,.:nrnr.,.:.n,.r,ur,,:r:.,..r.r.—,rr.-.-.uv..:...., MOVEMENT: AL AT AR BL BT BR CL CT CR DL OT DR VOLUME: 34 260 0 0 630 34 0 0 0 21 0 30 PCH: 34 KII XIX 0 XXX zxI 0 0 0 21 0 30 --------------------------------------------------------------------------------------------------------------------- STEP i RIGHT TURN FROM CID CR DR ------------------------------------------------------------------------------------------------------------ CONFLICTING FLOWS ( i/2AR+AT) = 0 vph i7 vph CRITICAL GAP (MINOR) = 6.5 Sec 6.5 sec CAPACITY = Mi vph 1000 vph DEMAND ( CR ) = 0 vph 30 vph CAPACITY USED (100z CR/Ml) = OZ 3% IMPEDANCE FACTOR (CHART ) _ t.00 0.97 SHARED LANE — Y=O, STEP 3 N=1 0 1 NO SHARED LANE — AVAILABLE RESERVE (MI—CR) = 0 vph 0 vph LEVEL OF SERVICE :::::::::::::::::::::::::::: :::::: A --------------------------------------------------------------------------------------------------------------------- STEP 2 LEFT TURN FROM B/A BL AL ------------------------------------------------------------------------------------------------------------ CONFLICTING FLOWS = Mh = 260 vph 664 vph CRITICAL GAP Tg = 5.5 sec 5.5 sec CAPACITY = 820 vph 500 vph DEMAND = 0 .vph 34 vph CAPACITY USED = OX 71 IMPEDANCE FACTOR = 1.00 0.93 AVAILABLE RESERVE = 820 vph 't5 vph DELAY & LEVEL OF SERVICE— _ ------- h----- L, --------------- ------------------------ ---------------------'----------------------------------------- STEP 3 THRU MOVEMENTS FROM C/O CT DOES NOT APPLY DT --------------------------- ------------------------------------------- •------------------------------- CONFLICTING FLOWS = Mh = 958 vph 941 vph CRITICAL GAP = 0.0 sec 0.0 sec CAPACITY = 60 vph 60 vph ADJUST FOR IMPEDANCE : 56 vph 56 vph DEMAND = 0 vph 0 vph CAPACITY USED = 6% Oi IMPEDANCE FACTOR = 1.00 1.00 NO SHARED LANE,N=O STEP 44Y=1 t t IF Y AVAILABLE RESERVE = 56 vph 56 vph LEVEL OF SERVICE NA NA SHARED LANE WITH LEFT TURN — STEP 4 (Y=O,N=I) t t SHARED LANE WITH RIGHT TURN : SHARED LANE DEMAND = 0 vph 30 vph CAPACITY OF SHARED LANE = ERR vph 1000 vph AVAILABLE RESERVE = ERR vph 970 vph LEVEL OF SERVICE :::::::::::::::: NA NA --------------------------------------------------------------------------------------------------------------------- STEP 4 LEFT TURN FROM C/O CL DL ------------------------------------------------------------------------------------------------------------ CONFLICTING FLOWS = Mh = 988 vph 941 vph CRITICAL GAP = 8.5 sec 8.5 sec CAPACITY = 150 vph 150 vph ADJUST FOR IMPEDANCE 136 vph t40 vph NO SHARED LANE (Y=t,N=O) 0 1 IF Y DEMAND = 0 vph Zt vph AVAILABLE RESERVE = 0 vph 9 vph LEVEL OF SERVICE NA ID SHARED LANE WITH THRU,:,Y=t,N=O... 0 0 SHARED LANE DEMAND = 0 vph 0 vph CAPACITY OF SHARED LANE = ERR vph 0 vph AVAILBLE RESERVE = ERR vph 0 vph LEVEL OF SERVICE ::::::::::::::: NA NA SHARED LANE WITH THRU & RIGHT :Y=t,N=O 0 0 SHARED LANE DEMAND = 0 vph 0 vph CAPACITY OF SHARED LANE = ERR vph 0 vph AVAILABLE RESERVE = ERR vph 0 vph LEVEL OF SERVICE :::::::::::::::: NA NA --------------------------------------------------------------------------------------------------------------------- --------------------------------------------------------------------------------------------------------------------- UNSIGNALIIED INTER ION CAPACITY ANALYSIS gNnFNNnNr.NnNwNNFNFFFnFNNFFNnFrynnnFNFwnnqNNFNF.FNFNNFFN......FNNuun/,F/.n Nxnw/,unnnNx vNNxnxr,xFr+rinNnNwnr.w Fr+Nnu NUF FOUR APPROACH LEG INTERSECTION LOCATION:HIGHWAY 191 & FOWLER qNnNNN.NNNN.NqqNNqNqqNNNNqNNg NqqNNnNnnNNgNgNqNqNNxFqqqNFNYNNqNNN N F N N N q..N n N N N N N M N N g N q N q NNNr�NNN D FULL BEY. PHASE I d IIA 0 0 49 0— f L-96 HIGHWAY 191 A 280 '6--690 B 0 0 0 0 0 C FOWLER MAJOR ROAD : APP. A : SPEED = 45 CRITICAL GAP GRADE = 11 APP. B : SPEED = 45 LEFT TURN BOTH: 5.5 SECONDS GRADE = 11 ------------------------------------------------------------------------------------------------------------ MINOR ROAD : APP. C : SPEED = 0 CRITICAL GAP : GRADE = 0t RIGHT TRN STOP = 6.5 SECONDS APP. D : SPEED = 35 YEILD = SECONDS GRADE = it LEFT TURN STOP = 8.5 SECONDS YEILD = SECONDS CROSSING STOP = 0.0 SECONDS YEILD = SECONDS r,ry nnx Nxwq ryn..nqn-,.+.vnxb.,.,/,Nxnwnr,wnnr.r,L.,...,nr,.,nn.,r+_r.xNNr.Fr.wnr.wn,.wxnnr.wa...we..xw„nu,.•,,,n.,xr,.,uLN/,w N.,u...+u/,,:,.r.r,r,v,:r,ur,I,,,n..b r,/...r:nn MOVEMENT: AL AT AR BL BT BR CL CT CR DL DT DR VOLUME: 0 280 0 0 690 96 0 0 0 49 0 0 PCH: 0 XXX XXX 0 XXX IXX 0 0 0 49 0 0 --------------------------------------------------------------------------------------------------------------------- STEP 1 RIGHT TURN FROM CID CR DR ------------------------------------------------------------------------------------------------------------ CONFLICTING FLOWS ( 112AR+AT► = 0 vph 48 vph CRITICAL GAP (MINOR) = 6.5 sec 6.5 sec CAPACITY = Mi = 1000 vph 900 vph DEMAND ( CR ) = 0 vph 0 vph CAPACITY USED (100z CR/M1) = 0% 0% IMPEDANCE FACTOR (CHART ) = 1.00 11.00 SHARED LANE - Y=O, STEP 3 N=i 0 1 NO SHARED LANE - AVAILABLE RESERVE (MI-CR) = 0 vph 900 vph LEVEL OF SERVICE :::::::::::::::::::::::::::: :::::: 1 - -------------------------------------------------------------------------- ------------------------------------- STEP 2 LEFT TURN FROM B/A BL AL ------------------------------------------------------------------------------------------------------------ CONFLICTING FLOWS = Mh = 280 vph 786 vph CRITICAL GAP Tg = 5.5 sec 5.5 sec CAPACITY = 820 vph 450 vph DEMAND = 0 vph 0 vph CAPACITY USED = OI 0% IMPEDANCE FACTOR, = 1.00 1.00 AVAILABLE RESERVE = 820 vph 450 vph DELAY & LEVEL OF SERVICE = NA El --------------------------------------------------------------------------------------------------------------------- STEP 3 THRU MOVEMENTS FROM CID CT DOES NOT APPLY DT --------------------------------------------------------------------------- --------------------------------- CONFLICTING FLOWS = Mh = 1066 vph 1018 vph CRITICAL GAP = 0.0 sec 0.0 Sec CAPACITY = 60 vph 60 vph ADJUST FOR IMPEDANCE : 60 vph 60 vph DEMAND = 0 vph 0 vph CAPACITY USED = 01 OX IMPEDANCE FACTOR = 1.00 1.04 NO SHARED LANE,N=0 STET 4,Y=1 i ! IF Y AVAILABLE RESERVE = 60 vph 60 vph LEVEL OF SERVICE ::::::::::::::: NA NA SHARED LANE WITH LEFT TURN — STEP 4 (Y=O,N=1) 1 i SHARED LANE WITH RIGHT TURN : SHARED LANE DEMAND = 0 vph 0 vph CAPACITY OF SHARED LANE = ERR vph ERR vph AVAILABLE RESERVE = ERR vph ERR vph LEVEL OF SERVICE :::::::::::::::: NA NA --------------------------------------------------------------------------------------------------------------------- STEP 4 LEFT TURN FROM C1D CL DL --------------------------------------------------------------------------=-------------------------------- CONFLICTING FLOWS = Mh = 1066 vph 1018 vph CRITICAL GAP = 8.5 sec 8.5 Sec CAPACITY = 120 vph 120 vph ADJUST FOR IMPEDANCE 120 vph 120 vph NO SHARED LANE (Y=i,N=O) 0 1 IF Y DEMAND = 0 vph 49 vph AVAILABLE RESERVE = 0 vph i vph LEVEL OF 5ERVICE ................. NA E SHARED LANE WITH THRU : Y=i,N=O 0 0 SHARED LANE DEMAND = 0 vph 0 vph CAPACITY OF SHARED LANE = ERR vph 0 vph AVAILBLE RESERVE = ERR vph 0 vph LEVEL OF SERVICE ::::::::::::::: NA NA SHARED LANE WITH THRU 8 RIGHT :Y=1,N=0 0 0 SHARED LANE DEMAND = 0 vph 0 vph CAPACITY OF SHARED LANE = ERR vph 0 vph AVAILABLE RESERVE = ERR vph 0 vph LEVEL OF SERVICE ::::::::::::::::: NA NA APPENDIX "Cl SIGNAL WARRANT SUMMARIES TRAFFIC SIGNAL WARRANT SUMMARY EXISTING VOLUMES NNNNNN/V-----~----NNNNNNNNNNNNNNNNNNNNNNNN------------N-------NN MAJOR STREET: MINOR STREET: WARRANT WARRANT NUMBER DURSTON ROAD N. 19TH AVE. MET ? N N NNN N N N N N N N N N N N-----N N N N N N----- --------N-----------N NNN N NNN N N ( 1 ) 8TH NIGH: 400 8TH HIGH: 180 MINIMUM WARRANT: 500 WARRANT: 200 VEHICULAR % OF % OF VOLUME WARRANT: 80%WARRANT: 90% NO --------------------------------------------------------------- (2) 8TH HIGH: 400 8TH HIGH: 180 INTERRUPTION WARRANT: 750 WARRANT: 100 OF CONTINOUS % OF : OF TRAFFIC WARRANT: 53:WARRANT: 180% NO --------------------------------------------------------------- (3) 8TH HIGH: 8TH HIGH: MINIMUM WARRANT: WARRANT: NA PEDESTRIAN : OF % OF TRAFFIC WARRANT: WARRANT: --------------------------------------------------------------- (4) PERIOD GAP (sec) SCHOOL IN NA CROSSING MINUTES: GAP # --------------------------------------------------------------- (5) PROGRESSIVE NA MOVEMENT --------------------------------------------------------------- (6) NO. ACC. 80 % OF 1 ACCIDENT PER YEAR: WARRANT: 2 EXPERIENCE #CORRECT: 3 NO --------------------------------------------------------------- (7) SYSTEMS NA --------------------------------------------------------------- (8) 80 % #1 80 : #2 80 % #3 COMBINATION -------- -------- -------- OF NO YES NO NO WARRANTS N N N N N N N N NNNNN N N N NNN NNNNNNN NNNN NNN NNNNN NNN N N N N--N N N N N N N N N N N N N N N N TRAFFIC SIGNAL WARRANT SUMMARY FULL DEVELOPMENT N N N N NNNN N N N N N N NNNNNNN N NNN N NNN N N N N---------- MAJOR STREET: MINOR STREET: WARRANT WARRANT NUMBER DURSTON ROAD N. 19TH AVE. MET ? N N N N N N N N N N NNN N N N N N N N N N NNNNN N N N N N N N N N N N NNNNN N NNN N N---- v--------- ( 1 ) 8TH HIGH: 550 8TH HIGH: 200 MINIMUM WARRANT: 500 WARRANT: 200 VEHICULAR % OF % OF VOLUME WARRANT: 110%WARRANT: 100: YES --------------------------------------------------------------- (2) 8TH HIGH: 550 8TH HIGH: 200 INTERRUPTION WARRANT: 750 WARRANT: 100 OF CONTINOUS % OF : OF TRAFFIC WARRANT: 73%WARRANT: 200% NO --------------------------------------------------------------- (3) 8TH HIGH: 8TH HIGH: MINIMUM WARRANT: WARRANT: NA PEDESTRIAN : OF % OF TRAFFIC WARRANT: WARRANT: --------------------------------------------------------------- (4) PERIOD GAP (sec) SCHOOL IN NA CROSSING MINUTES: GAP # --------------------------------------------------------------- (5) PROGRESSIVE NA MOVEMENT --------------------------------------------------------------- (6) NO. ACC. 80 % OF 1 ACCIDENT PER YEAR: WARRANT: 2 EXPERIENCE #CORRECT: 3 NO --------------------------------------------------------------- (7) SYSTEMS NA --------------------------------------------------------------- (8) 80 % #1 80 % #2 80 % #3 COMBINATION -------- -------- -------- OF YES YES NO YES WARRANTS N NNN NNN N N N N N N N N N NNNN-N N N N N N N N N N N N N N N N NNNNN N N N NNNNNN N N N-N NNNNNN N TRAFFIC SIGNAL WARRANT SUMMARY EXISTING VOLUMES N N NNN NNN N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N MAJOR STREET: MINOR STREET: WARRANT WARRANT NUMBER WEST MAIN W. BABCOCK MET ? N N N N N N NNNN NNN NNN N N N N N N-N N N NNN N-------- 8TH HIGH: 1040 8TH HIGH: 50 MINIMUM WARRANT: 600 WARRANT: 150 VEHICULAR % OF , OF VOLUME WARRANT: 173%WARRANT: 33% NO -----------------------------7--------------------------------- (2) 8TH HIGH: 1040 8TH HIGH: 50 INTERRUPTION WARRANT: 600 WARRANT: 75 OF CONTINOUS % OF % OF TRAFFIC WARRANT: 173%WARRANT: 67: NO --------------------------------------------------------------- (3) 8TH HIGH: 8TH HIGH: MINIMUM WARRANT: WARRANT: NA PEDESTRIAN % OF : OF - TRAFFIC WARRANT: WARRANT: ---------------------------------------------------------------- (4) PERIOD GAP (sec) SCHOOL IN NA CROSSING MINUTES: GAP # --------------------------------------------------------------- (5) PROGRESSIVE NA MOVEMENT --------------------------------------------------------------- (6) NO. ACC. 80 % OF 1 ACCIDENT PER YEAR: WARRANT: 2 EXPERIENCE #CORRECT: 3 NO --------------------------------------------------------------- (7) SYSTEMS NA --------------------------------------------------------------- (8) 80 : #1 80 : #2 80 : #3 COMBINATION -------- -------- -------- OF NO NO NO NO WARRANTS N N N N-N N N N NNN N N N N N N-N N NNN-N N N N N N N N N N N NNN N NNNNNN NNNN-N N N N N N NNNNN N TRAFFIC SIGNAL WARRANT SUMMARY FULL DEVELOPMENT ------------- ---—H— ------- MAJOR STREET: MINOR STREET: WARRANT WARRANT NUMBER WEST MAIN W. BABCOCK MET ? ---------------~--------~------- --------�� ( 1 ) 8TH HIGH: 1100 8TH HIGH: 60 MINIMUM WARRANT: 600 WARRANT: 150 VEHICULAR % OF % OF VOLUME WARRANT: 183%WARRANT: 40% NO --------------------------------------------------------------- (2) 8TH HIGH: 1100 8TH HIGH: 60 INTERRUPTION WARRANT: 600 WARRANT: 75 OF CONTINOUS % OF % OF TRAFFIC WARRANT: 183%WARRANT: 80% NO --------------------------------------------------------------- (3) 8TH HIGH: 8TH HIGH: MINIMUM WARRANT: WARRANT: NA PEDESTRIAN % OF % OF TRAFFIC WARRANT: WARRANT: --------------------------------------------------------------- (4) PERIOD GAP (sec) SCHOOL IN NA CROSSING MINUTES: GAP # --------------------------------------------------------------- (5) PROGRESSIVE NA MOVEMENT --------------------------------------------------------------- (6) NO. ACC. 80 % OF 1 ACCIDENT PER YEAR: WARRANT: 2 EXPERIENCE #CORRECT: 3 NO --------------------------------------------------------------- (7) SYSTEMS NA --------------------------------------------------------------- (8) 80 % #1 80 % #2 80 % #3 COMBINATION -------- -------- -------- OF NO YES NO NO WARRANTS -----------"— ----------- -------