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Home My WebLink About05 - Traffic Impact Study - Valley West PUD TRAFFIC IMPACT STUDY UPDATE Valley West Planned Unit Development Subdivision BOZEMAN, MONTANA Prepared for: Aspen Enterprises, L.L.C. MORRISON LIL-1--i M dE-RLE, INC. Prepared by: Morrison-Maierle, Inc. 901 Technology Blvd. Bozeman, MT 59715 TRAFFIC IMPACT STUDY UPDATE Valley West Planned Unit Development Subdivision BOZEMAN, MONTANA Prepared for: Aspen Enterprises, L.L.C. Prepared by: Morrison-Maierle, Inc. 901 Technology Blvd. Bozeman, MT 59715 February 2005 0�pN t'vllq1�� T • I IP J. • • ES o. 1 2P ; Luz 0 N AL��`` HA3384\022\D0CS\TIS UPDATEWalleyWest trafficstudy_2005.doc INTRODUCTION The Valley West Planned Unit Development (PUD) Subdivision is a primarily residential subdivision within the Valley West Annexation, generally located between Durston Road and West Babcock Street, west of Ferguson Road extending beyond Cottonwood Road. The PUD subdivision is creating a traditional neighborhood development for mixed density housing, including single-family, single-family with apartment, and multi-family dwellings. The original Valley West PUD Concept Plan consisted of ten residential phases to create as many as 1,436 dwelling units, and three neighborhood commercial phases, along with parks and open space areas, on approximately 310 acres. Bronken Park, a developed public park, is located along the south side of Durston Road, west of Cottonwood Road. This update of the Traffic Impact Study(TIS) initially prepared forthe Valley West Planned Unit Development in November 2001 has been completed in support of the Phase 3 Preliminary Plat Application. Specifically, it has been prepared to fulfill the requirements of Section 18.78.060 of the City of Bozeman's Unified Development Ordinance. The reader is encouraged to review the 2001 TIS for additional discussion of the traffic-related features of the Valley West PUD. HISTORY As planning of the overall PUD has continued, the number of phases has been reduced from the original ten phases to seven, and the maximum number of dwelling units at full build out has been reduced from 1,436 to the current estimate of 1,028. For this update, the date of platting all phases of the PUD is assumed to be the year 2009, with full build out of the dwelling units extended to the year 2015. Infrastructure for the first two phases of the PUD has been installed, and construction of the housing intended therein is on-going. For purposes of this study, only Phase 1 is assumed to be complete, i.e. the traffic counts gathered recently are considered to include Phase 1 traffic. While the Phase 2 Subdivision has been fully approved, traffic generated by Phase 2 uses is not yet evident. The updated trip generation table included in the Appendix begins with the addition of said Phase 2, and continues through the balance of the phases. Subsequent to the completion of the initial TIS, the intersection of Cottonwood and Huffine was signalized by others. No geometric improvements were made to the intersection at that time, therefore both the north and south approaches remain two-way,two-lane streets. Recently, the City of Bozeman created the West Babcock Street Special Improvement District (SID) to fund improvements to Babcock from Main Street to Ferguson Avenue. Award of both the bond and construction bids is imminent, with construction of the improvements anticipated to begin in April 2005. Page 2 EXISTING CONDITIONS Using coverage traffic counts gathered by City of Bozeman personnel in early December 2004 at four locations on Durston Road, and manual peak-hour counts gathered by Morrison-Maierle, Inc. at three other key intersections near the project, an evaluation of the existing levels of service on various components of the area's transportation system was completed. Because of the pending improvement of West Babcock Street to a full collector standard, no additional evaluation of the Babcock corridor was engaged for this Update. As stated in the original TIS, methodologies presented in the Transportation Research Board Special Report 209 Highway Capacity Manual Third Edition, updated in 1994, and the more recent Highway Capacity Manual 2000 were used in evaluating the level of service on Durston Road. The two basic methodologies applicable to the task at hand are those for "Urban Streets" and "Two-Lane Highways" as defined in the 2000 Manual. The urban streets methodology can be used to assess the mobility function of the urban street,with the average travel speed for through vehicles being the determinant of the level of service (LOS). However, the travel speed is dependent on the running speed between signalized intersections and the amount of delay experienced at said intersections. The roadway segment being studied is at the outer edges of the urbanized boundary, not bounded by signalized intersections. The two-lane highways methodology is normally applied to through highways, as one would expect. On Class I highways, motorists expect to travel at relatively high speeds on facilities that serve long-distance trips. Class II highways are those routes that sere as access routes to Class I highways, are scenic or recreational routes, or pass through rugged terrain. Class II highways serve relatively shorter trips. In evaluating the methodology guidance included in the Manual, Class II highways are considered the best fit for the roadway segment of interest. The posted speed on Durston Road is well below the normal limits of uninterrupted flow for two-lane highways, for which the methodology is best suited. However, traffic counts obtained by tube counters in 2001 on Durston indicate the 85th percentile speed was nearly 45mph. While the 85th percentile speed has probably dropped some as the volumes have increased,the speed on Durston is judged near enough to the lower end free flow speed of 45mph to use the two-lane methodology in determining levels of service for this update. Durston Road Two of the four coverage counts noted earlier were used for this Update. The counts taken immediately east of Hunter's Way are closest to the location of the counts used for the initial TIS. The original location was based on the requirements of the City Code at the time of the study. It should be noted that the current counts are east of the original, and are expected to be higher than originally predicted as a direct result of being"downstream" of a significant residential development known as Harvest Creek Subdivision on the north side of the corridor. The second set of current counts evaluated were taken immediately east of Ferguson Road, basically at the eastern edge of the Valley West PUD. Page 3 Durston Road was evaluated using two-lane highway methodology. As can be seen in the worksheets contained in the Appendix,the HCS2000 methodology yields existing levels of service of C in the morning peak, and D in the evening peak east of Hunter's Way. It is notable that the volume/capacity ratio ranges between 0.25 and 0.32. Closer to the project, immediately east of Ferguson Road, the same methodology yields a level of service of C, both morning and evening, with volume/capacity ratios less than 0.20. Signalized Huffine Lane Intersections The approach taken to the capacity analysis of existing conditions was two-fold. First,the time parameters in the existing signal equipment was considered for the maximum capacity potential of the existing intersection control interval settings. Second, the intersection interval settings were decreased to balance with the existing traffic volumes to identify the levels of service on the side streets (Cottonwood and Ferguson) and on Huffine Lane. An assumption fundamental to this analysis is that the relative proportional interval time distribution between Huffine and the side streets will remain fixed through the duration of the study period. The present ratio is essentially a 60/40 distribution of time, with 60 percent of the signal cycle time devoted to the through traffic on Huffine and 40 percent of the cycle time available to the movements from the side street. This recognizes the fact that Huffine is the principal arterial on the State's system and is guaranteed priority. The two side streets, though also major components of the local transportation system, are significantly lower in functional class and travel demand. Cottonwood Road and Huffine Lane Intersection The analysis of the existing conditions at Cottonwood Road and Huffine indicates that the intersection is presently operating in the range of LOS B. The side street's control is traffic- actuated and operating well below saturation levels. Assessment of the approach capacities indicates that with the present approach geometry Cottonwood Road is capable of absorbing a 120 percent growth before saturation begins to set in. The major movements on Huffine are presently capable of absorbing approximately a 40 percent growth in volume before saturation begins. Ferguson Avenue and Huffine Lane Intersection The analysis of the existing conditions at Ferguson Avenue and Huffine indicates that the intersection is presently operating in the range of LOS B. The side street's control is traffic- actuated and operating well below saturation levels. With substantially higher existing volumes on Ferguson than at Cottonwood, Ferguson Road is only capable of absorbing around an 85 percent growth in volumes. Due to the existence of a westbound right turn lane on Huffine, the through lanes on Huffine are presently capable of absorbing a 75 percent growth in traffic before reaching saturation. Unsignalized Intersection Manual traffic counts at the intersection of Ferguson Avenue and West Babcock Street were gathered and used to evaluate the existing level of service of the intersection. Northbound and southbound through movements make up 60% of the total traffic entering the intersection. Ferguson appears to be functioning in accordance with its classification Page 4 as a collector roadway, connecting Durston Road and Huffine Lane. Left turns off Ferguson onto Babcock Street constitute only 5% of the movements at the intersection. As indicated in the Two-Way Stop Control Summary in the Appendix, the intersection is operating in the range of LOS C. TRAFFIC.GENERATION Traffic generation calculations for each of the remaining phases of the development have been included in the Appendix as Table 1, Trip Generation Worksheet. Descriptions of land use, plots, and equations from the Institute of Transportation Engineers Trip Generation, 6th Edition, informational report was again used to predict the volumes of traffic to be generated by the project. Calculations of both average daily trips, as well as peak hour trips for morning and evening were performed for this Update. In addition, the distribution between exiting and entering traffic during those peak hours was also garnered from the ITE Report. The trips are distributed on the existing arterial and collector roadway system for each phase of development, based on the relative position of the cumulative project phases within the framework of said arterials and collectors. The percentage of traffic on each of the selected roadways is shown on Exhibits 2, Trip Distribution & Assignment. For purposes of analysis, all traffic from the development has been distributed only onto the adjoining arterials and collectors. There are additional streets, e.g. Resort Drive to access Huffine, and Monroe, Cascade, & Toole Streets to access Ferguson, that will further distribute the traffic. This conservative approach to the analysis is therefore given due consideration in interpreting results. The trips were assigned to the collector and arterial roadways for both morning and afternoon peak hours. When combined with the existing traffic conditions plus the assumed 3.6% growth rate in the base traffic level,the total trips on each of the key streets in this area was evaluated in the same manner as for their current operational characteristics. The traffic volumes on Durston have increased since 2001 more than was predicted by the original TIS, in spite of the assumed 3.6% per year growth in background traffic. It appears that a large proportion of the overall growth of the City has occurred in the Durston Road area. The City of Bozeman has recently contracted for a separate corridor study on Durston Road, west of North 19th Avenue. The intent of the separate study is to better quantify the cumulative effects of the various development projects along the corridor. At this time, the data collection process is underway, and no results are yet available. Page 5 FUTURE CONDITIONS Durston Road Because of the referenced corridor study, future conditions assessment for this Update was limited to consideration of development of the Valley West PUD through Phase 3. Again, Durston Road was evaluated using two-lane highway methodology. As can be seen in the worksheets contained in the Appendix,the HCS2000 methodology yields 2007 levels of service of C in the morning peak, and D_in the evening peak east of Hunter's Way. The volume/capacity ratio ranges between 0.29 in the morning and 0.55 in the evening. Closer to the project, immediately east of Ferguson Road,the same methodology yields a level of service of C, both morning and evening, with volume/capacity ratios equal to 0.20 and 0.21, respectively. Signalized Huffine Lane Intersections Incorporating background growth at 3.6% per year and trip generation from the development, travel demand on Huffine is expected to increase by approximately 50 percent by 2015. This growth in background volumes correlates well with projections of traffic on Huffine using MDT data from 1980 to present (see Huffine ADT graph in Appendix), but exceeds modeled 2020 volumes indicated in the Greater Bozeman Area Transportation Plan, 2001 Update. The operational potential at year 2015 indicates approximately 90 percent of the available capacity on the critical movements is being used. As demand grows on Huffine Lane, a larger proportion of the signal cycle time will need to be taken from the side streets to serve east-west demand. It is critical that a clear understanding of the access function at the two subject intersections is obtained and any designs for future improvements accommodate said access. If Huffine is the dominant destination for traffic on these two roadways, i.e.there is a significant interchange of traffic between the two roadways, then the lane use configuration on the approaches will be critical. This is likely to be an issue at all major intersections with Huffine in the Bozeman area in the near future. The more detailed discussion below is based on full build out traffic projections for the year 2015. By inspection of the results, and review of travel demands indicated through build out of Phases 1 through 3 of the Valley West PUD, it is evident that there are no capacity restrictions at the signalized intersections of Huffine Lane with Cottonwood Road and Ferguson Avenue for the Phase 3 Subdivision. Cottonwood Road and Huffine Lane Intersection Year 2015 travel demands predicted by combining both normal background growth on Huffine and the trips generated with full development significantly out-paces the reserve capacity at Cottonwood Road given its existing geometry. Over-saturation of the north approach of Cottonwood and of the eastbound and westbound left turns desiring access to Cottonwood can be expected. Without significant development to the south of Huffine,the south approach will still be in the range of LOS C. Page 6 The signal cycle and interval times can be expected to be adjusted to expand capacity on Huffine, with less time available proportionally for Cottonwood than is presently provided. The intersection geometry associated with widening the north approach to a City of Bozeman principal arterial standard will increase the capacity of the intersection. This geometric modification will improve the capacity potential of the intersection to LOS D. The primary movements on both Huffine and Cottonwood can then be expected to be at approximately 80 to 85 percent of capacity. However, the left turn from Huffine to Cottonwood movements in the intersection are expected to over-saturate under current signal phasing conditions. To accommodate the movements will require adding a left turn signal phase on Huffine. As indicated earlier, new signal phases must share cycle time with the other existing signal phases and will negatively impact the capacity of and level of service, as measured by delay, of the other movements. As a result, the signal phase change will require placing an additional phase to separate the movements on the two Cottonwood approaches. That will bring operation of all movements in the intersection back below saturated levels. However, delay will increase, dropping the level of service on Cottonwood from E to F. Addition of double left turn lanes on Huffine at Cottonwood, with an additional right turn lane for southbound Cottonwood, a configuration similar to the recently completed intersection of N. 19th Avenue and Main Street, improves the overall intersection to LOS C, with no individual movement less than D. Because traffic volumes and patterns are quite subject to change from what is indicated in this study, evaluation of the intersection as the PUD builds out is recommended. Certainly a more detailed evaluation of the intersection should be undertaken immediately prior to design of improvements. A less costly improvement of the level of service on the north leg of the intersection can be realized by converting the southbound through only lane into a shared through and left lane, greatly expanding the left turn movement potential. This lane configuration works well with the split phase signal operation proposed. Ferguson Avenue and Huffine Lane Intersection Combining both normal background growth on Huffine and the trip generation associated with the development, the conditions at Ferguson will not have reached saturation with the exception of the eastbound to northbound left turn movement. The capacity analysis indicates that, in general, the existing "T" intersection will function within the range of LOS C. Analyzing this intersection under a cycle length consistent with that needed at Cottonwood indicates the delay on the Ferguson approach will place it at LOS E. The left turn from eastbound Huffine to northbound Ferguson moves to an over- saturated condition. Growth in demand for that movement out paces the intersection's reserve capacity. However, there is enough time in the background signal cycle to add a protected left turn phase and remove the over-saturation. The left turn signal phase is not expected to be necessary to accommodate left turns off Huffine Lane until 2015. Page 7 Unsianalized Intersection Year 2015 traffic demand projections for the intersection of West Babcock Street and Ferguson Avenue indicate the overall intersection level of service will drop into the range of LOS E, with slightly less than 50 seconds of delay on the east and west approaches. The greatest delay is expected to be for the westbound left movement,which is not considered a project-related impact. The plans for the West Babcock SID include a left turn lane to better accommodate storage for this movement. The level of service on Ferguson itself is expected to remain in the range of LOS A, with single lane approaches for both northbound and southbound vehicles. CONCLUSIONS All affected intersections within one mile of the site will continue to operate at acceptable levels of service with the development of Phases 1 through 3 of the Valley West PUD Subdivision. The intersection of Cottonwood Road with Huffine Lane is projected to eventually drop to an unacceptable level of service prior to full build out of all phases of the PUD, unless geometric and signal phasing changes are made. Even with the signal timing and geometric changes recommended in the discussion above,delays will become longer, thus indicating a lower level of service on certain legs and/or individual movements. The high volume of through traffic on Huffine makes left turns off Huffine the controlling element for this intersection's overall level of service. As a State-maintained route, it is not considered likely at this time that double lefts will be approved based on level of service as measured by delay. A better measure of a signalized intersection's operations under high-volume circumstances is actually the capacity of the movements. As traffic volumes in the Huffine/Main Street and 19th Avenue corridors, for examples, increase in the future, traffic signal cycle times will need to be lengthened to keep traffic on the corridors moving at peak periods of the day. These increases will add delay to the side streets and, based on current methods of measurement, automatically lower the levels of service on said side streets. However, at levels less than saturation, access to the corridor is assured with each cycle of the signal. Making improvements as needed to avoid over-saturation is considered a more practical design criterium in these high-volume situations. Ferguson Road, and its intersection with Huffine Lane, will have capacity to handle the anticipated traffic volumes at full build out of the Valley West PUD. Ferguson's functional purposes will continue to be served. No operational problems are actually anticipated at its intersection with Babcock, given the likely further distribution of traffic to the PUD's local roadways that also intersect with Ferguson. The current evaluation of the intersection does not support the need for re-striping Ferguson to create left turn bays, contrary to a recommendation in the original TIS. The City will soon fund improvements to West Babcock Street generally between Main Street and Fowler Road, in part through the creation of a special improvement district. Impact Fees are also a major component of the funding package. It is anticipated that the Page 8 West Babcock improvements will be complete, and the new section open to traffic prior to or coincident with completion of Phase 3 infrastructure for the subject subdivision. Also, the City has recently given Morrison-Maierle, Inc. notice to proceed with preparation of design drawings for improvements to Durston Road, from North 19th Avenue west to Fowler Road (extended). This work will allow for full right-of-way acquisition needed prior to creation of a special improvement district to partially fund the improvements. It is anticipated that this process will move steadily forward, with construction most likely to occur in 2006. The two analyzed segments of Durston Road will not drop below level of service D prior to completion of Phase 3 of Valley West PUD Subdivision. RECOMMENDATIONS The following recommendations are made in an effort to assure adequate mitigation of impacts on the area's roadways as a result of the development of Valley West PUD Subdivision. 1. Traffic calming measures as indicated on the Traffic-Calming Layout plan should be incorporated into all new construction within the subdivision. 2. Alternative modes of travel, specifically pedestrians and bicyclists, should be accommodated by all new construction within the subdivision. 3. A signal operations evaluation should be prepared for the intersections of Cottonwood Road and Huffine Lane, and Ferguson Road and Huffine Lane as part of future phase applications. If necessary, construction of the appropriate intersection geometrics and signal phasing modifications should be completed as indicated by the evaluation and approved by the Montana Department of Transportation. 4. The south half of the planned Durston Road improvements, and a 12' lane plus 5' paved shoulder on the north half, immediately adjacent to each phase of the Valley West PUD Subdivision should be completed with the subject phase. 5. The referenced Durston Road SID improvements between N. 19th and Fowler Road should be completed prior to approval of Phase 4. 6. The east set of lanes on Cottonwood Road between Durston Road and West Babcock Street should be completed with Phase 5. cr Page 9 APPENDIX Traffic-Calming Layout Table 1 - Trip Generation Worksheet Trip Distribution Exhibits 2 Durston Coverage Counts Peak Hour Traffic Count Summaries Highway Capacity Manual HCS2000 Worksheets Major Streets AM & PM Peak Hour Graphs Durston Road & Huffine Lane Projected ADT Graphs DURSTON RD Heritage Christian School SOCCER FIELDS .1O rr Qu4wnwunuuuwmmu n 1 S lb J PARK -'r PARK S� 3 PNP 60, R/W /( 60' 3' *, PARK I l z6' 2Q' I I - I I ------ -I-- R/W - --- - -- - — R/W l I I I I I I I DETAIL 'A' INTERSECTION DETAIL fBf INTERSECTION _ NO SCALE NO SCALE w Es m ~ w a �mo 0 U W O 60' Or, W X 0 - 6.-. C O 60, _ W m m 3 O- O — U C + U R� X O � In F o 3� Q C� Q m 35'R PHASE 3 PARK/ NORTH I I I l OPEN SPACE 0 100 200 400 R/W 3'--2'-- -------- R - 0 - - 3' --1--- - ---- R, -3 ' -- 2 ----- I I 1"=200' l IN/ASSOCIATION WITH: Scale: I I (This Drawing Has Been Reduced) VALLEY WEST SUBDIVISION aspen� � enterprises,l,l.c. I TRAFFIC-CIRCULATION f nw:n OriNSHin RANGE DETAIL f F ,�nMORRISON t4 S£C SECTION T �� / f f fE f I P R U G x �JMAIERLE,INC. DETAIL C INTERSECTION DETAIL D INTERSECTION DETAIL INTERSECTION "' " L E WO N ��-�� ..n��w� u++�o��.a..(m avyn rw rr�un PRINCIPAL MERIDIAN, MONTANA NO SCALE NO SCALE NO SCALE NO SCALE o-IE"r GALLAT'" COUNTY, MONTANA FIELD WORK' DATE:12/10/04 PLOTTED DATE: Mar/09/2005 if EaA Main Sfneet ■oneman,MT 597,5 SMR DRAWING NAME: DRAWN BY: SCALE: ��\sto+\owUcu[\"a[ov.�\�awrc-uccw[n o.� C•ircKED eY:4x0__ I PROJ/._411514.019 SHEET I O£ —�` @ § _ § @ § . , ® Q § 0)w co CD N to z CL CL z § n ( \ n t \ k \ z OR@ U) B§ § \ ( ¢ \ ( t \ ( k CL @ � 2 k 7 a / z § w � z © , ® _ _ \ § „_ , , � _ ` § ( b % co Z 0 W) m , \ ( j § G G § m ° 5 ) k 2 @ m » n m � a ; ^ a W \0 $w , r e a 00 = Cl) § 2 ! # 2 § e� z z<a. n § )§b - - - - - - - - 2 ƒtom e W\ § @§ � ( § § §0 _ ` N � _ tea. &)§ § § § ( / § ( ) ) 04 / ©/ % j _ c _ , ; - a = = 3 3 = ! a a § § § § § § ! § § = fi/ a) k ID e2J} k k k k k \ § w 2 e § CD I - � f . d 2 $ ® : ] a ■ ! a ƒ � | 2 § a § | � a ` Cl) z E a § _ Z E © « 2 = Z E ! 7 { Q $ § 2 ) IL f § § 2 ) ƒ § § 2 ) k 2 § f § I / $ W U) } _ § 0 J * a w F w t w Lo § r - , § § a) - « § _ W cl)m 2 to q § , © , ) z § cn n n k k \ , m % \ } � / � ) L % ( / , - % coo to ( % & F ® �§ )( - a . � , ® m z § § § 2 m ` S § w @ LU § ° � 2 7 ■ & , � , ' Lu§ w & § cl)z I-. 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UPDATE EXHIBITS 2 TRIP DISTRIBUTION &ASSIGNMENT-PEAK HOURS 4% PHASES: 1 -2 = 1 (3) i (2) 4 (14) Purstnn Road 18% 0 13 (2) (7) SITE 7 (26) m PHASES I-2 ~ SITE TOTALS Bat--a F Street 34% 10 r ENTERING EXITING o AM 20 74 25 c7 (PM) (76) (41) m (14) o0 c 7 c 6 14) o m (23) U` t5t 30% 10% 2 111 (2) 22 0 1 (8) (12) 2% .lWM0FMS0N MMERLE,(Nc TRIP DISTRIBUTION&ASSIGNMENT-PEAK HOURS 4% PHASES: 1 -3 = 5 2 (5) (3) 8 1 ' (31) LL Dur=ton Road 25% It 1 29 (3) (17) SITE 10 (38) m PHASES 1.3 �— � SITE TOTALS Baocmk,Street 30% L ENTERING EXITING o AM 33 118 35 U0 (PM) 1126) (67) 2 (20) o � o c 12 9 (7) m (34) 4 U LL 'F L15141 27% 10% 10 3 (1) (3) 32 2 1 (13) (18) 2% , MORRISON .9.�efl k MMERLE. H:\3384\022\Does\TIS UPDATE\PUD trip generation_2005 VALLEY WEST P.U.D. UPDATE EXHIBITS 2 TRIP DISTRIBUTION&ASSIGNMENT-PEAK HOURS 4% PHASES: 1 -4 2 w 7 4 (8) W (4) 11 LL 2", Durston Road 22% 1 39 (4) (22) SITE 15 (57) m PHASES I-4 .4 SITE TOTALS Ba'c k$tFoet 30% L ENTERING EXITING -10 o AM 49 179 a 54 0 cc (PM) (190) (101) 0 U (30) 8 `o 18 c ' 15 (10) (57) USt l? 30% 4 5 (2) (4) 54 (19) j 1 (30) 2% MORRISON MAIERLE,x TRIP DISTRIBUTION&ASSIGNMENT-PEAK HOURS 6% PHASES: 1 -5 13 y 23 15 (21) (15) 44 (10) (71) Dwstn!!Road 20% -► 0 9 75 (94) (51) SITE 62 (99) m PHASES I-5 4 SITE TOTALS Baocxk Street 28% ENTERING EXITING AM 221 377 105 (PM) (353) (255) (71) a b 0 c � 62 o (99) t° LL JSf91 28% 15 9 22 (10) (14) 105 (35) (71) 4% 10+ 1 MORRISON ..4fab MERLE,Inc H:\3384\022\Does\TIS UPDATE\PUD trip generation_2005 VALLEY WEST P.U.D. UPDATE EXHIBITS 2 TRIP DISTRIBUTION&ASSIGNMENT-PEAK HOURS 6% PHASES: 1 -6 -_ 15 26 17 (25) (18) 81 (12) (105) 4ib Durstcn Ro:3d 25% 10 109 (17) (73) SITE 61 (105) ro PHASES I-6 �- a SITE TOTALS Samock Strvo 25% 10. _z ENTERING EXITING AM 244 435 v 109 (PM) (419) (292) 0 a (73) 0 o a 0 0 44 c 61 (29) o G (105) Us 19 25% 10% 22 12 24 ' (15) t (21) 109 (42) 1 I (73) 5% MORRISON AA MAIERLE,me TRIP DISTRIBUTION&ASSIGNMENT-PEAK HOURS 6% PHASES: 1 -7 16 30 20 (29) (20) 67 (14) (120) 41,1 DUrston Roast 25% 0 11 123 (19) (84) SITE 67 (120) m PHASES I-7 4 K SITE TOTALS Street 25% ENTERING EXITING AM 269 493 v 123 u (PM) (482) (338) 0 a (84) o 0 3 67 (34) (120) �— 0 LL f— U5191 25% 10% � 25 13 —0 27 (17) (24) 123 (48) (04) 5% �Id1�MORRISON MAIERLE,ING HA3384\022\DocMTIS UPDATE\PUD trip generation_2005 VALLEY WEST P.U.D. UPDATE EXISTING VOLUMES EXISTING TRAFFIC VOLUMES YEAR: 2004 PEAK HOURS (INCLUDES PHASE 1 TRAFFIC) a� 289 c (538) LL 423 (379) 92 (268) CBgbcoGk C l L 179 (209) 115 136 (174) (152) 361 *I 294 (366) I (375) LL 1 1 MORRISON MAIERLE.I\c HA3384\022\Docs\TIS UPDATE\PUD trip generation_2005 VALLEY WEST P.U.D. UPDATE FUTURE VOLUMES PROJECTED PEAK HOUR VOLUMES YEAR: 2006 PHASES 1-2+BACKGROUND GROWTH 314 (591) Durston LL �- R all 467 (414) SfTc_ 106 (314) K 0 217 (238) 134 o I 149 B (192) I (174) 408 321 (404) LL (424) uslol ,&MORRISON mkA MAIERLE,)N, PROJECTED PEAK HOUR VOLUMES YEAR: 2007 PHASES 1-3+BACKGROUND GROWTH ({ — f m 329 c (630) 4 500 (438) SITE 112 (336) o m ~ 2 � 234 (252) 150 157 (206) (193) c 425 333 0 (420) (442) i 1 [ MORRISON I MAIERLE,(NI HA3384\022\Dots\TIS UPDATE\PUD tnp generation_2005 VALLEY WEST P.U.D. UPDATE FUTURE VOLUMES PROJECTED PEAK HOUR VOLUMES YEAR: 2009 PHASES 1-4+BACKGROUND GROWTH 356 (664) 544 (475) SITE 124 (377) 000 267 U o (280) 184 I 1 175 g (234) 1 n I (231) c G 459 I 1 (359 47 (453) 1 I (478) 101 MORMSON -A.4i MAIERLE,w- PROJECTED PEAK HOUR VOLUMES YEAR: 2010 PHASES 1-5+BACKGROUND GROWTH ® _ a� 401 c (736) LL 598 (520) 176 (430) mo �- L o a 327 (330) 270 a 243 (302) o (308) c 476 I ' t (381 49 o (473) 1 I 492) U LL U511 MORRISON !!MMERLE,we H:\3384\022\Docs\TIS UPDATE\PUD trip generalion_2005 VALLEY WEST P.U.D. UPDATE FUTURE VOLUMES PROJECTED PEAK HOUR VOLUMES YEAR: 2012 PHASES 1-6+BACKGROUND GROWTH — g 445 i� (819) Du<rnn f1r'1 670 (576) SITE 183 (460) {_ ♦► 346 B 9 (350) 291 � 256 g (324) (335) at 515 410 (510) (532) LL usiol ,. MORRISON .aAd MAIERLE,tnc PROJECTED PEAK HOUR VOLUMES YEAR: 2015 PHASES 1-7+BACKGROUND GROWTH — 494 �(914) D us!nn fLr.rl 747 (644) -i1E 203 (516) 20. a 387 B a (393) 332 290 (368) (383) ,¢5 1 B (5 4) 1 LL I 87) —� IGIr)t�Ii�S(m HA3384\022\Docs\TIS UPDATE\PUD trip generation_2005 H 1 In H In I rl O IQ 1 dl M to I dl N ro t ID d' r I m dl 13 1 m m N 1 w m 11 1 m r w N ID O 1 N -0 N i d' 0 1 r-I W N I m dl E 1 H I I O ( dI N 1 ID dA M 1 I o dP O O ( ko ID N r-I lD p I m N 1 m ri dI M I O I M W N I M 1 N j I O , N N I d1 dP N M N O 1 r ID 1 dI N r N 1 H H I N r-1 N I 1 H N I I N 1 1 O 1 m M I N dP r-1 1 I O dP O O 1 Wm I ID dl m H 0 1 m I d' M N r-I 1 rI r-I M Hr-I 0 1 H N I N rI N I I r1 1 H N I 1 1 0 l M r O In N r-I LO O l r 1 N dP ID O I N O I M Ifl 1 m M W O 1 N N N ' � N 0 1 ri ri I N N I 1 1 N 1 0 1 dl l0 1 Vl Ln N 0 I 0 0 I O dP O O 1 N N 1 N O I m 0 I m Id, m m t N NZP ON 1 r1 N M r H I I ri I 1 1 1 d• dP r 1 o I N dP l0 O 1 dI M 1 r r M 0 1 m I m w m m M 1 MID I M O I CO I In NH 1 I m I M N I 1 rl 1 0 l r 0 I r d m 1 1 m dP m o t M dl 1 r ri M 0 1 m o I In m r r 1 N In 1 o ff In O 1 to m I r M H 1 1 rl r I M M I 1 H 1 0 1 In O 1 In u`P N 1 I m dP m O I M M 1 W m M m O 1 m cn ID 1 r r M 'o1 dI -0 1 m dI O 1 M 1 M H 1 I Ip 1 M M 11 1 I 1 1 0 1 dI I dP m O I M m 1 r-1 o'P In O 1 NH rl I m M m rl O I fV N 1 In r N In ( -0 zV I m W In 1 rn rn 1 10 M r1 1 1 1 1 1 / O 1 ri m 1 m dP dl O 1 H 0 1 rl dP In O 1 O dl 1 d' r N O I N M I In w r * * x dl 1 M M 1 1D M r1 x dl dl % x x W I In N i In N * x * r-I 1 I % 0 0 I O x * * x 1 x x * o l m r n r I dP o aP * D m * * x o l o m I m m m M dP o aP * * % 0 1 v I r- H ri o •-+ k o 0 * k % 0 1 O m 1 m m to * x * rn / M N ID m M N In N * x % r-I 1 m * * r� 1 r-I 0 0 0 m * * k I O r dP m m dl % * O 1 O lD I ID dP m d' N * * * O 1 M N I lfl r N N 10 r♦ % % % O 1 M N i 0 r o N k * x 0 x x * N I M M % 0 0 * % * N 1 M M 1 ID M m * k x H 1 1 * .k k 1 .. .. % 000 % * * I x W * x o l d M4, 1 rdPm .. . x 0 0 D % U * % O I m w I dI dP N % % x O 1 r 1 r n n F C H * .. .. m k ri k k 0 t Co m ID N •rl F 47 F � * 1 N N 1 N N �] �] x In VI * x x ri 1 N N q q9 x ( x k r I 1 Cif W W a % r-I H O * * * I--I ' w FC W a % * * ' 1 r dP M 1 I x I n dP r x * * o i o 0 1 o d o C 11 k N i`I % 'd % % 0 1 N N 1 vl N 0 cd x 'd % % O 1 N N I d• N ro �✓ k U1 1 x W * % r-I 1 k 11 0 * N % * ri 1 * N % % I % 1.1 N 11 k Dl x x I 1 r-I dP O * 'I] x * O I ri 0 I 0) dP In * * d g L) * ] * o i a INn x x * 0 1 m o I m w m I O Ln N * 0 * k m 1 I--I N I M r'I x % m W w x ?1 * * m I N N I fl N * O x x O 1 O 1 I % N * I * ro ro * mx I * Cx i10 1 0) co I aDaPm A N % 11 11•n% C'i * 11 O 1 dl N I ID dP M % Ol * J o 1 m m 1 r lD m A O x ro ro 'd % dl dl I m m dl 11 O O O dP * m * 1�-1 0 1 N N ; 111 N ro 0 0 0 O �1 0 1 I ro O % x a Xk % m x I a) �. % % K a I * % 0 1 N M 1 m oW d' A C % * x O 1 m m I r dP M x * 11 O 1 m N . 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Highway Durston Road Agency or Company Morrison-Maierle,Inc. From/To Cottonwood-Hunters Way Date Performed 02/25/05 Jurisdiction City of Bozeman Analysis Time Period AM Peak Hour Analysis Year 2005 nput Data Class I highway r Class II highway Shoulder width O.O ft _` Terrain r Level r Rolling �— Lane width tt \ Two-way hourly volume 712 veh/h Directional split 59/41 Lane width _�it Peak-hour factor,PHF 0.89 _Shoulder width _ _ D.O tt No-passing zone 100 Shmv tlorlh Auvw %Trucks and Buses,PT 1 % Segment Length, Lt mi %Recreational vehicles,PR 0% Access points/mi 20 Average Travel Speed Grade adjustment factor,fG(Exhibit 20-7) 1.00 Passenger-car equivalents for trucks,ET(Exhibit 20-9) 1.2 Passenger-car equivalents for RVs,ER(Exhibit 20-9) 1.0 Heavy-vehicle adjustment factor, fHv fHv 1/(1+PT(ET 1)+PR(ER 1)) 0.998 Two-way flow rate,v (pc/h) v =V/(PHF*fG*fHV) 802 *highest directional split proportion2(pc/h) 473 Free-Flow Speed from Field Measurement Estimated Free-Flow Speed Base free-flow speed,BFFS 45.0 FM mi/h Field Measured speed,SFM mi/h Adj.for lane width and shoulder width3,fLS(Exhibit 20-5) mi/h ,Observed volume,Vf veh/h Adj.for access points,fA(Exhibit 20-6) mi�h Free-flow speed,FFS FFS=SFM+0.00776(Vf/fHv) 35.8 mi/h 35.8 Free-flow speed,FFS (FSS=BFFS-fLS-fA) mi/h no-passing zones,fop(mi/h)(Exhibit 20-11) 3.0 Average travel speed,ATS(mi/h)ATS=FFS-0.00776v -fn 26.6 Percent Time-Spent-Following Grade Adjustment factor,fG(Exhibit 20-8) 1.00 Passenger-car equivalents for trucks,ET(Exhibit 20-10) 1.1 Passenger-car equivalents for RVs,ER(Exhibit 20-10) 1.0 Heavy-vehicle adjustment factor,fHv fHv 1/0+PT(ET 1)+PR(ER 1)) 0.999 wo-way flow rate,v (pc/h) v =V/(PHF*fG*fHv) 801 vp*highest directional split proportion2(pc/h) 473 Base percent time-spent-following,BPTSF(%) BPTSF=100(1-e 0.000e79vP) 50.5 Adj.for directional distribution and no-passing zone,fd/h (%)(Exh.20-12) 14.5 Percent time-spent-following,PTSF(%)PTSF=BPTSF+f d/np 65.0 Level of Service and Other Performance Measures Level of service,LOS Exhibit 20-3 for Class I or 20-4 for Class II C Volume to capacity ratio v/c v/c=Vp/3,200 0.25 Peak 15-min veh-miles of travel,VMT15(veh-mi) VMT15=0.25Lt(V/PHF) 200 Peak-hour vehicle-miles of travel,VMT60 (veh-mi) VMT60=V*Lt 712 Peak 15-min total travel time,TT15(veh-h) T715=VMT15/ATS 7.5 Notes 1.If v >=3,200 pc/h,terminate analysis-the LOS is F. 2.If highest directional split v >=1,700 pc/h,terminated anlysis-the LOS is F. Hf OTM Copyright©2000 University of Florida,All Rights Reserved Version 4.1 d TWO-WAY TWO-LANE HIGHWAY SEGMENT WORKSHEET General Information Site Information Analyst Phillip J.t as,P.E. Highway Durston Road Agency or Company Morrison-Maierle,Inc. From/To Cottonwood-Hunters Way Date Performed 02/25/2005 Jurisdiction City of Bozeman Analysis Time Period PM Peak Hour Analysis Year 2005 Input Data F Class I highway F Class II highway Shoulder width O.O If Terrain F Level r Rolling �— Lane width j)Z It Two-way hourly volume 918 veh/h Directional split 59/41 Lane width 12 It Peak-hour factor,PHF 0.89 _ _ _ ___ _ _ _ _ _ _ _Shoulder width Q.O_ h f No-passing zone 100 Shur;llorlh Arravi, %Trucks and Buses,PT 1 % Segment length, Li mi %Recreational vehicles,PR 0% Access points/mi 20 Average Travel Speed Grade adjustment factor,fG(Exhibit 20-7) 1.00 Passenger-car equivalents for trucks,ET(Exhibit 20-9) 1.2 Passenger-car equivalents for RVs,ER(Exhibit 20-9) 1.0 Heavy-vehicle adjustment factor, fHV fHv 1/(1+PT(ET-1)+PR(ER-1)) 0.998 Two-way flow rate,v (pc/h) v =V/(PHF*fG*fHV) 1034 vo*highest directional split proportion2(pc/h) 610 Free-Flow Speed from Field Measurement Estimated Free-Flow Speed Base free-flow speed,BFFS 45.0 FM mi/h Field Measured speed,SFM mi/h Adj.for lane width and shoulder width3,fLS(Exhibit 20-5) rn✓h Observed volume,Vf veh/h Adj.for access points,fA(Exhibit 20-6) mi�h0 Free-flow speed,FFS FFS=SFM+0.00776(Vf/fHV) 35.8 mi/h 35.8 I=ree-flow speed,FFS (FSS=BFFS-fLs fA) mi/h no-passing zones,fn (mi/h)(Exhibit 20-11) 12.5 Average travel speed,ATS(mi/h)ATS=FFS-0.00776v -fn 25.3 Percent Time-Spent—Following Grade Adjustment factor,fG(Exhibit 20-8) 1.00 Passenger-car equivalents for trucks,ET(Exhibit 20-10) 1.1 Passenger-car equivalents for RVs,ER(Exhibit 20-10) 1.0 Heavy-vehicle adjustment factor,fHV fHv l/0+PT(ET 1)+PR(ER-1)) 0.999 Two-way flow rate,vp(pc/h) v,)V/(PHF*fG*fHV) 1032 v *highest directional split proportion2(pc/h) 609 Base percent time-spent-following,BPTSF(%) BPTSF=100(1-e o.000679vp) 59.6 Adj.for directional distribution and no-passing zone,fd/h (%)(Exh.20-12) 12.0 Percent time-spent-following,PTSF(%)PTSF=BPTSF+f d/np 71.6 Level of Service and Other Performance Measures Level of service.LOS Exhibit 20-3 for Class I or 20-4 for Class II D Volume to capacity ratio v/c v/c=V /3,200 0.32 Peak 15-min veh-miles of travel,VMT15(veh-mi) VMT15 0.25Lt(V/PHF) 258 Peak-hour vehicle-miles of travel,VMT60 (veh-mi) VMT60=V*Lt 918 Peak 15-min total travel time,TT15(veh-h) TT15=VMT15/ATS 10.2 Notes 1.If v >=3,200 pc/h,terminate analysis-the LOS is F. 2.If highest directional split v >=1,700 pc/h,terminated anlysis-the LOS is F. Hr )OTM Copyright©2000 University of Florida,All Rights Reserved Version 4.1d TWO-WAY TWO-LANE HIGHWAY SEGMENT WORKSHEET General Information Site Information Analyst Phillip J.h es,P.E. Highway Durston Road Agency or Company Morrison-Maierle,Inc. FromrTo Cottonwood-Hunters Way Date Performed 02/25/05 Jurisdiction City of Bozeman Analysis Time Period AM Peak Hour Analysis Year 2007 n ut Data Class I highway r Class II highway Shoulder width DSO ft Terrain r Level F Rolling width 12-- ft Two-way hourly volume 829 veh/h Directional split 60/40 Lane width L2s_ft Peak-hour factor,PHF 0.89 -- — — — — — — — — — -- - Shoulder width Q,O ft No-passing zone 100 — - - -- --- - - - Show North Arrow %Trucks and Buses,PT 1 % Segment langth, Lt mi %Recreational vehicles,PR 0% Access points/mi 20 Average Travel Speed Grade adjustment factor,fG(Exhibit 20-7) 1.00 Passenger-car equivalents for trucks,ET(Exhibit 20-9) 1.2 Passenger-car equivalents for RVs,ER(Exhibit 20-9) 1.0 Heavy-vehicle adjustment factor, fHV fHV 1/(1+PT(ET-1)+PR(ER 1)) 0.998 Two-way flow rate,v (pc/h) vp V/(PHF-fG"fHV) 933 vr,"highest directional split proportion2(pc/h) 560 Free-Flow Speed from Field Measurement Estimated Free-Flow Speed Base free-flow speed,BFFS 45.0 FM mi/h Field Measured speed,SFM mi/h Adj.for lane width and shoulder width3,fLS(Exhibit 20-5) m,�h Observed volume,Vf veh/h Adj.for access points,fA(Exhibit 20-6) m,�h Free-flow speed,FFS FFS=SFM+0.00776(Vf/fHV) 35.8 mi/h 35.8 Free-flow speed,FFS (FSS=BFFS-fLS-fA) mi/h no-passing zones,fnp(mi/h)(Exhibit 20-11) 2.7 Average travel speed,ATS(mi/h)ATS=FFS-0.00776v -fn 25.8 Percent Time-Spent-Following Grade Adjustment factor,fG(Exhibit 20-8) 1.00 Passenger-car equivalents for trucks,ET(Exhibit 20-10) 1.1 Passenger-car equivalents for RVs,ER(Exhibit 20-10) 1.0 Heavy-vehicle adjustment factor,fHV fHV=1/(1+PT(ET-1)+PR(ER 1)) O.999 rwo-way flow rate,v (pc/h) v =V/(PHF-fG-fHV) 932 i `highest directional split proportion2(pc/h) 559 Base percent time-spent-following,BPTSF(%) BPTSF=100(1-e-0.000e79vp) 55.9 Adj.for directional distribution and no-passing zone,fd/hp(%)(EXh.20-12) 13.0 Percent time-spent-following,PTSF(%)PTSF=BPTSF+f d/no 68.9 Level of Service and Other Performance Measures Level of service.LOS(Exhibit 20-3 for Class I or 204 for Class II) C Volume to capacity ratio v/c v/c=V /3,200 0.29 Peak 15-min veh-miles of travel,VMT15(veh-mi) VMT15 0.25Lt(V/PHF) 233 Peak-hour vehicle-miles of travel,VMT60 (veh-mi) VMT60=V"Lt 829 Peak 15-min total travel time,TT75(veh-h) TT75=VMT15/ATS 9•0 Notes 1.If v >=3,200 pc/h,terminate analysis-the LOS is F. 2.If highest directional split v >=1,700 pc/h,terminated anlysis-the LOS is F. H( 'OTM Copyright©2000 University of Florida,All Rights Reserved Version 4.1 d TWO-WAY TWO-LANE HIGHWAY SEGMENT WORKSHEET General Information Site Information Analyst Phillip J.K as,P.E. Highway Durston Road Agency or Company Morrison-Maierle,Inc. From/To Cottonwood-Hunters Way Date Performed 02/25/2005 Jurisdiction City of Bozeman Analysis Time Period PM Peak Hour Analysis Year 2007 n ut Data Class I highway r Class II highway Shoulder width O.O tt Terrain r Level r Rolling �--- Lane width _12 ft Two-way hourly volume veh/h Directional split 59/41 Lane width _ J ZL ft Peak-hour factor,PHF 0.89 Shoulder width Q10_tl No-passing zone 100 - - — — — — — — — — — --- --- - - - - - - -- ShowilorthArrovr %Trucks and Buses,PT 1 % Segment length, Li mi %Recreational vehicles,PR 0% Access points/mi 20 Average Travel Speed Grade adjustment factor,fG(Exhibit 20-7) 1.00 Passenger-car equivalents for trucks,ET(Exhibit 20-9) 1.1 Passenger-car equivalents for RVs,ER(Exhibit 20-9) 1.0 Heavy-vehicle adjustment factor, fHV fHv 1/(1+PT(ET-1)+PR(ER-1)) 0.999 two-way flow rate,v (pc/h) v =V/(PHF"fG*fHV) 1752 VP*highest directional split proportion2(pc/h) 1034 Free-Flow Speed from Field Measurement Estimated Free-Flow Speed Base free-flow speed,BFFS 45.0 FM mi/h Field Measured speed,SFM mi/h d'.for lane width and shoulder width3,fLS(Exhibit 20-5) mi/h Observed volume,Vt veh/h Adj.for access points,fA(Exhibit 20-6) mi�h Free-flow speed,FFS FFS=SFM+0.00776(Vta fHV) 35.8 mi/h 35.8 Free-flow speed,FFS (FSS=BFFS-fLS-fA) mi/h no-passing zones,fn (mi/h)(Exhibit 20-11) 1.3 Average travel speed,ATS(mi/h)ATS=FFS-0.00776v -fn 20.9 Percent Time-Spent-Following Grade Adjustment factor,fG(Exhibit 20-8) 1.00 Passenger-car equivalents for trucks,ET(Exhibit 20-10) 1.0 Passenger-car equivalents for RVs,ER(Exhibit 20-10) 1.0 (Heavy-vehicle adjustment factor,fHV fHV=1/(1+PT(ET 1)+PR(ER 1)) 1.000 Two-way flow rate,v (pc/h) v =V/(PHF*fG*fHV) 1751 vp*highest directional split proportion2(pc/h) 1033 Base percent time-spent-following,BPTSF(%) BPTSF=100(1-e 0.00067svP) 78.5 Adj.for directional distribution and no-passing zone,fd/h (%)(Exh.20-12) 5.9 Percent time-spent-following,PTSF(%)PTSF=BPTSF+f d/np 84.4 Level of Service and Other Performance Measures Level of service,LOS(Exhibit 20-3 for Class I or 20-4 for Class II) D Volume to capacity ratio v/c v/c=V /3,200 0.55 Peak 15-min veh-miles of travel,VMT15(veh-mi) VMT15=0.25Lt(V/PHF) 438 Peak-hour vehicle-miles of travel,VMT60 (veh-mi) VMT60=V*Lt 1558 Peak 15-min total travel time,TT15(veh-h) TT15 VMT15/ATS 21.0 Notes 1.If v >=3,200 pc/h,terminate analysis-the LOS is F. 2.If highest directional split v >=1,700 pc/h,terminated anlysis-the LOS is F. HC 9TM Copyright 0 2000 University of Florida,All Rights Reserved Version 4.1 d TWO-WAY TWO-LANE HIGHWAY SEGMENT WORKSHEET General Information Site Information Analyst Phillip J.t-,,)es,P.E. Highway Durston Road Agency or Company Morrison-Maierle,Inc. From/To Cottonwood-Ferguson Date Performed 02/25/05 Jurisdiction City of Bozeman Analysis Time Period AM Peak Hour Analysis Year 2005 Input Data Class I highway r Class II highway Shoulder width /.O tt Terrain F Level F Rolling Lane-width _[ — 11 Two-way hourly volume 447 veh/h Directional split 72/28 Lane-width L� tt Peak-hour factor,PHF 0.85 t—ShOUlder width 1.0 tt No-passing zone 100 Show Ilonh Arrow %Trucks and Buses,PT 1 % Segment length, Lt mi %Recreational vehicles,PR 0% Access points/mi 10 Average Travel Speed Grade adjustment factor,fG(Exhibit 20-7) 1.00 Passenger-car equivalents for trucks,ET(Exhibit 20-9) 1.7 Passenger-car equivalents for RVs,ER(Exhibit 20-9) 1.0 Heavy-vehicle adjustment factor, fHV fHV 1/(1+PT(ET-1)+PR(ER 1)) 0.993 Two-way flow rater,v (pc/h) vp=V/(PHF"fG*fHV) 530 v 'highest directional split proportion2(pc/h) 382 Free-Flow Speed from Field Measurement Estimated Free-Flow Speed Base free-flow speed,BFFS 45.0 FM mi/h Field Measured speed,SFM mi/h Adj.for lane width and shoulder width3,fLS(Exhibit 20-5) rni/h Observed volume,Vf vehlh Adj.for access points,fA(Exhibit 20-6) mi�h Free-flow speed,FFS FFS=SFM+0.00776(Vf/fHV) 38.3 mi/h 38.3 Free-flow speed,FFS (FSS=BFFS-fLS-fA) mi/h no-passing zones,fop(mi/h)(Exhibit 20-11) 4.1 Average travel speed,ATS(mi/h)ATS=FFS-0.00776v -fn 30.1 Percent Time-Spent-Following Grade Adjustment factor,fG(Exhibit 20-8) 1.00 Passenger-car equivalents for trucks,ET(Exhibit 20-10) 1.1 Passenger-car equivalents for RVs,ER(Exhibit 20-10) 1.0 Heavy-vehicle adjustment factor,fHV fHV=1/0+PT(ET 1)+PR(ER 1)) 0.999 Two-way flow rate,v (pc/h) v =V/(PHF"fG'fHV) 526 v "highest directional split proportion2(pc/h) 379 Base percent time-spent-following, BPTSF(%) BPTSF=100(1-e-0.000679vP) 37.0 Adj.for directional distribution and no-passing zone,fd/hp(%)(Exh.20-12) 22.6 Percent time-spent-following,PTSF(%)PTSF=BPTSF+f dtnp 59.6 Level of Service and Other Performance Measures Level of service,LOS(Exhibit 20-3 for Class I or 20-4 for Class II) C Volume to capacity ratio v/c v/c=V /3,200 0.17 Peak 15-min veh-miles of travel,VMT16(veh-mi) VMT15=0.25Lt(V/PHF) 66 Peak-hour vehicle-miles of travel,VMT60 (veh-mi) VMT60=V*Lt 224 Peak 15-min total travel time,TT15(veh-h) TT15 VMT16/ATS 2.2 Notes 1.If v >=3,200 pc/h,terminate analysis-the LOS is F. 2. If highest directional split v >=1,700 pc/h,terminated anlysis-the LOS is F. HC ATM Copyright©2000 University of Florida,All Rights Reserved Version 4.1 d TWO-WAY TWO-LANE HIGHWAY SEGMENT WORKSHEET General Information Site Information Analyst Phillip J.r oes,P.E. Highway Durston Road Agency or Company Morrison-Maierle,Inc. From/To Cottonwood-Ferguson Date Performed 02/25/2005 Jurisdiction City of Bozeman Analysis Time Period PM Peak Hour Analysis Year 2005 Input Data Class I highway F Class II highway Sh0Ulder width ft Terrain F Level Rolling Lane nidlh __LZ Il Two-way hourly volume 478 veh/h Directional split 66/34 Lane.width 1 Z It Peak-hour factor,PHF 0.85 - - — — — — — — — — — - -Shoulder width 1.0 tt No-passing zone 100 - - - - - ---- =-- - - Show North hrrow %Trucks and Buses,PT 1 % Segment Length, Li Q,(P mi %Recreational vehicles,PR 0% Access points/mi 10 Average Travel Speed Grade adjustment factor,fG(Exhibit 20-7) 1.00 Passenger-car equivalents for trucks, ET(Exhibit 20-9) 1.7 Passenger-car equivalents for RVs,ER(Exhibit 20-9) 1.0 (Heavy-vehicle adjustment factor, fHV fHv 1/(1+PT(ET 1)+PR(ER-1)) 0.993 Two-way flow rate,v (pc/h) v =V/(PHF*fG*fHV) 566 vp*highest directional split proportion2(pc/h) 374 Free-Flow Speed from Field Measurement Estimated Free-Flow Speed Base free-flow speed,BFFS 45.0 FM mi/h Field Measured speed,SFM mi/h qdj.for lane width and shoulder width3,fLS(Exhibit 20-5) mi/h bserved volume,Vf veh/h qdj.for access points,fA(Exhibit 20-6) mi�h Free-flow speed,FFS FFS=SFM+0.00776(Vf1 fHV) 38.3 mi/h 38.3 Free-flow speed,FFS (FSS=BFFS-fLS-fA) mi/h no-passing zones,fn (mi/h)(Exhibit 20-11) 4.0 Average travel speed,ATS(mi/h)ATS=FFS-0.00776vp fn 29.9 Percent Time-Spent-Following Grade Adjustment factor,fG(Exhibit 20-8) 1.00 Passenger-car equivalents for trucks,ET(Exhibit 20-10) 1.1 Passenger-car equivalents for RVs,ER(Exhibit 20-10) 1.0 Heavy-vehicle adjustment factor,fHV fHV=1/0+PT(ET-1)+PR(ER-1)) 0.999 Two-way flow rater,vp(pc/h) vo=V/(PHF*fG*fHV) 563 vp*highest directional split proportion2(pc/h) 372 Base percent time-spent-following,BPTSF(%) BPTSF=100(1-e o.000879vP) 39.0 Adj.for directional distribution and no-passing zone,fd/hp(%)(Exh.20-12) 21.2 Percent time-spent-following,PTSF(%)PTSF=BPTSF+f d/np 60.2 Level of Service and Other Performance Measures Level of service,LOS(Exhibit 20-3 for Class I or 20-4 for Class II) C Volume to capacity ratio v/c v/c=V/3,200 0.18 Peak 15-min veh-miles of travel,VMT75(veh-mi) VMT15=0.25Lt(V/PHF) 70 Peak-hour vehicle-miles of travel,VMT60 (veh-mi) VMT60=V*Lt 239 Peak 15-min total travel time,TT15(veh-h) TT15 VMT15/ATS 2.3 Motes 1.If v >=3,200 pc/h,terminate analysis-the LOS is F. 2.If highest directional split vp>=1,700 pc/h,terminated anlysis-the LOS is F. HC ioTM Copyright©2000 University of Florida,All Rights Reserved Version 4.1 d TWO-WAY TWO-LANE HIGHWAY SEGMENT WORKSHEET General Information Site Information Analyst Phillip J.lr_oes,P.E. Highway Dursion Road Agency or Company Morrison-Maierle,Inc. From/To Cottonwood-Ferguson Date Performed 02/25/05 Jurisdiction City of Bozeman Analysis Time Period AM Peak Hour Analysis Year 2007 Input Data F Class I highway r Class II highway Shoulder width / O ft Terrain r Level Rolling �— Lane width 12 it Two-way hourly volume 535 veh/h Directional split 58/42 Lane width _—lam#t Peak-hour factor,PHF 0.85 -- — — — — — — —— — ——Shoulder width /.D ft No-passing zone 100 - - - - --- - - --- ShowflorlhArrcw %Trucks and Buses,PT 1 % Segment length,Li O.(o mi %Recreational vehicles,PR 0% Access points/mi 10 Average Travel Speed Grade adjustment factor,fG(Exhibit 20-7) 1.00 Passenger-car equivalents for trucks,ET(Exhibit 20-9) 1.2 Passenger-car equivalents for RVs,ER(Exhibit 20-9) 1.0 Heavy-vehicle adjustment factor, fHV fHV 1/(1+PT(ET1)+PR(ER1)) 0.998 Two-way flow rater,vo(pc/h) v =V/(PHF-fG"fHV) 631 `highest directional split proportionz(pc/h) 366 Free-Flow Speed from Field Measurement Estimated Free-Flow Speed Base free-flow speed,BFFS 45.0 FM milh 4.2 Field Measured speed,SFM milh dj.for lane width and shoulder width3,fLS(Exhibit 20-5) milh Observed volume,Vt veh/h Adj.for access points,fA(Exhibit 20-6) mi�h Free-flow speed,FFS FFS=SFM+0.00776(Vtl fHV) 38.3 mi/h 38.3 Free-flow speed,FFS (FSS=BFFS-fLS-fA) milh no-passing zones,fop(mi/h)(Exhibit 20-11) 3.8 Average travel speed,ATS(mi/h)ATS=FFS-0.00776v -fn 29.6 Percent Time-Spent-Following Grade Adjustment factor,fG(Exhibit 20-8) 1.00 Passenger-car equivalents for trucks,ET(Exhibit 20-10) 1.1 (Passenger-car equivalents for RVs,ER(Exhibit 20-10) 1.0 (Heavy-vehicle adjustment factor,fHV fHv 1/(1+PT(ET 1)+PR(ER 1)) 0.999 Two-way flow rate,v (pc/h) v =V/(PHF"fG"fHV) 630 vp"highest directional split proportionz(pc/h) 365 Base percent time-spent-following,BPTSF(%) BPTSF=100(1-e-0.000879vP) 42.5 Adj.for directional distribution and no-passing zone,fdlh (%)(Exh.20-12) 19.8 Percent time-spent-following,PTSF(%)PTSF=BPTSF+f d/np 62.3 Level of Service and Other Performance Measures Level of service,LOS(Exhibit 20-3 for Class I or 20-4 for Class II) C Volume to capacity ratio v/c v/c=Vp/3,200 0.20 Peak 15-min veh-miles of travel,VMT15(veh-mi) VMT15=0.25Lt(V/PHF) 79 Peak-hour vehicle-miles of travel,VMT60 (veh-mi) VMT60=V"Lt 268 Peak 15-min total travel time,TT15(veh-h) TT75=VMT15/ATS 2.7 Notes 1.If v >=3,200 pc/h,terminate analysis-the LOS is F. 2.If highest directional split v >=1,700 pc/h,terminated anlysis-the LOS is F. hl( 9TM Copyright©2000 University of Florida,All Rights Reserved Version 4.1 d TWO-WAY TWO-LANE HIGHWAY SEGMENT WORKSHEET General Information Site Information Analyst Phillip J.f_:.,es,P.E. Highway Durston Road Agency or Company Morrison-Maierle,Inc. FromlTo Cottonwood-Ferguson Date Performed 02/25/2005 Jurisdiction City of Bozeman Analysis Time Period PM Peak Hour Analysis Year 2007 Input Data F Class I highway r Class II highway Shoulder width /.D tt Terrain v Level F Rolling �— Lane width I Z— tt Two-way hourly volume 580 veh/h Directional split 63/37 Lane width _ it Peak-hour factor,PHF 0.85 Shoulder width 1.D it No-passing zone 100 - - - - -- -- - - - - - - -- - -- - -- -- - Show North Arrow %Trucks and Buses,PT 1 % Segment kength,L+—Q ��m+ %Recreational vehicles,PR 0% Access points/mi 10 Average Travel Speed Grade adjustment factor,fG(Exhibit 20-7) 1.00 Passenger-car equivalents for trucks,ET(Exhibit 20-9) 1.2 Passenger-car equivalents for RVs,ER(Exhibit 20-9) 1.0 Heavy-vehicle adjustment factor, fHV fHv 1/(1+PT(ET 1)+PR(ER 1)) 0.998 Two-way flow rater,v (pc/h) v =V/(PHF*fG*fHV) 684 "highest directional split proportion2(pc/h) 431 Free=Flow Speed from Field Measurement Estimated Free-Flow Speed Base free-flow speed,BFFS 45.0 FM mi/h Field Measured speed,SFM mi/h Adj.for lane width and shoulder width3,fps(Exhibit 205) mt Observed volume,Vf veh/h Adj.for access points,fA(Exhibit 20-6) mi�h Free-flow speed,FFS FFS=SFM+0.00776(Vf/fHV) 38.3 mi/h 38.3 Free-flow speed,FFS (FSS=BFFS-fLS-fA) mi/h no-passing zones,fn (mi/h)(Exhibit 20-11) 3.5 Average travel speed,ATS(mi/h)ATS=FFS-0.00776v -fn 29.5 Percent Time-Spent-Following Grade Adjustment factor,fG(Exhibit 20-8) 1.00 Passenger-car equivalents for trucks,ET(Exhibit 20-10) 1.1 Passenger-car equivalents for RVs,ER(Exhibit 20-10) 1.0 Heavy-vehicle adjustment factor,fHV fHV=1/(1+pT(ET 1)+PR(ER 1)) 0.999 Two-way flow rate,v (pc/h) v =V/(PHF*fG*fHV) 683 vp*highest directional split proportion2(pc/h) 430 Base percent time-spent-following,BPTSF(%) BPTSF=100(1-e o.oco879vp) 45.1 Adj.for directional distribution and no-passing zone,fd/h (%)(Exh.20-12) 18.1 Percent time-spent-following,PTSF(%)PTSF=BPTSF+f d/np 63.3 Level of Service and Other Performance Measures Level of service,LOS(Exhibit 20-3 for Class I or 20-4 for Class II) C Volume to capacity ratio v/c v/c=Vo/3,200 0.21 Peak 15-min veh-miles of travel,VMT15(veh-mi) VMT15 0.25Lt(V/PHF) 85 (Peak-hour vehicle-miles of travel,VMT60 (veh-mi) VMT60=V*Lt 290 Peak 15-min total travel time,TT15(veh-h) TT15=VMT15/ATS 2.9 Notes 1. If v >=3,200 pc/h,terminate analysis-the LOS is F. 2.If highest directional split v >=1,700 pc/h,terminated anlysis-the LOS is F. HC 10TM Copyright©2000 University of Florida,All Rights Reserved Version 4.1 d HCS2000'" DETAILED REPORT General Information Site Information Analyst DPD Intersection Cottonwood and Huffine Agency or Co. MMI Area Type All other areas Date Performed 211412005 Jurisdiction MDT Period AM Peak 7.30-8:30 AM Analysis Year 112012005 Project ID Max Recall Volume and Timing Input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of lanes, N, 1 2 0 1 2 0 0 1 0 0 1 0 Lane group L TR L TR LTR LTR Volume, V(vph) 82 962 67 42 510 26 38 1 28 69 1 10 30 1 75 % Heavy vehicles, %HV 3 3 3 3 3 3 3 3 3 3 3 3 Peak-hour factor, PHF 0.76 0.83 0.58 0.70 0.84 0.59 0.63 0.70 0.86 0.63 0.58 0.85 Pretimed (P)or actuated (A) P P P P P P P P P P P P Start-up lost time, I, 2.0 2.0 2.0 2.0 2.0 2.0 Extension of effective green, e 2.0 2.0 2.0 1 2.0 2.0 2.0 Arrival type, AT 3 3 3 3 3 3 Unit extension, UE 3.0 3.0 3.0 3.0 3.0 3.0 Filtering/metering, 1 1.000 1.000 1.000 1.000 1.000 1.000 Initial unmet demand, Qb 0.0 0.0 0.0 0.0 0.0 0.0 Ped/ Bike/ RTOR volumes 0 0 0 0 0 0 0 0 width 12.0 12.0 12.0 12.0 12.0 12.0 Parking/Grade/Parking N 0 N N 0 N N 0 N N 0 N Parking maneuvers, NM Buses stopping, NB 0 0 0 0 0 0 Min. time for pedestrians, Gp 3.2 3.2 3.2 3.2 Phasing EW Perm 02 03 04 NS Perm 06 07 08 G = 45.0 G = G = I G = G = 30.0 G = G = G = Timing Y= 8 Y= Y= I Y= IY = 6 Y= Y= Y= Duration of Analysis, T = 0.25 Cycle Length, C = 89.0 Lane Group Capacity, Control Delay, and LOS Determination EB WB NB SB LT TH RT LT I TH RT LT TH RT LT TH RT Adjusted flow rate, v 108 1275 60 651 180 156 Lane group capacity, c 357 1748 121 1754 497 553 v/c ratio, X 0.30 0.73 0.50 0.37 0.36 0.28 Total green ratio, g/C 0.51 0.51 0.51 0.51 0.34 0.34 Uniform delay, di 12.8 17.2 14.5 13.4 22.3 21.6 Progression factor, PF 1.000 1.000 1.000 1.000 1.000 1.000 F calibration, k 0.50 0.50 0.50 0.50 0.50 0.50 Incremental delay, d2 2.2 2.7 13.8 0.6 2.0 1.3 Initial queue delay, d3 15.0 19.9 28.3 14.0 24.3 22.9 Control delay Lane group LOS B I B C B I C I C Approach delay 19.6 15.2 24.3 22.9 A^nroach LOS B B C C . ,rsection delay 18.9 X� = 0.58 Intersection LOS B HCS2000"4 Copyright©2000 University of Florida,All Rights Reserved Version 4.Id HCS2000TM DETAILED REPORT General Information Site Information Analyst DPD Intersection Cottonwood and Huffine Agency or Co. MMI Area Type All other areas Date Performed 211412005 Jurisdiction MDT Period PM Peak 4:45- 5:45 PM Analysis Year 112012005 Project ID Max Recall Volume and Timing Input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of lanes, N, 1 2 0 1 2 0 0 1 0 0 1 0 Lane group L TR' L TR LTR LTR Volume, V (vph) 84 818 30 58 969 21 65 47 39 28 33 113 % Heavy vehicles, %HV 3 3 3 3 3 3 3 3 3 3 3 3 Peak-hour factor, PHF 0.84 0.99 0.47 0.73 0.98 0.75 0.81 0.90 0.75 0.64 0.83 0.78 Pretimed (P)or actuated (A) P P P P P P P P P P P P Start-up lost time, I, 2.0 2.0 2.0 2.0 2.0 2.0 Extension of effective green, a 2.0 2.0 2.0 2.0 2.0 2.0 Arrival type, AT 3 3 3 3 3 3 Unit extension, UE 3.0 3.0 3.0 3.0 3.0 3.0 Filtering/metering, 1 1.000 1.000 1.000 1.000 1.000 1.000 Initial unmet demand, Qb 0.0 0.0 0.0 0.0 0.0 0.0 Ped/ Bike/ RTOR volumes 0 0 0 0 0 0 0 0 width 12.0 12.0 12.0 12.0 112.0 12.0 Parking / Grade / Parking N 0 N N 0 N N 0 N N 0 N Parking maneuvers, NM Buses stopping, NB 0 0 0 0 0 0 Min. time for pedestrians, Gp 3.2 3.2 3.2 3.2 Phasing EW Perm 02 03 04 NS Perm 06 07 08 G = 45.0 G = G = G = G = 30.0 G = G = G = Timing Y= 8 Y= Y = Y = Y= 6 Y= Y= Y= Duration of Analysis, T = 0.25 Cycle Length, C = 89.0 Lane Group Capacity, Control Delay, and LOS Determination EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Adjusted flow rate, v 100 890 79 1017 184 229 Lane group capacity, c 201 1753 249 1765 460 517 v/c ratio, X 0.50 0.51 0.32 0.58 0.40 0.44 Total green ratio, g/C 0.51 0.51 0.51 0.51 0.34 0.34 Uniform delay, di 14.5 14.6 13.0 15.3 22.6 23.0 Progression factor, PF 1.000 1.000 1.000 1.000 1.000 1.000 P calibration, k 0.50 0.50 1 0.50 0.50 0.50 0.50 Incremental delay, d2 8.5 1.1 3.3 1.4 2.6 2.7 Initial queue delay, d3 23.1 15.7 16.3 16.7 25.2 25.7 Control delay Lane group LOS C 1 8 B B I C I C Approach delay 16.4 16.7 25.2 25.7 Approach LOS B B C C section delay 18.0 X� = 0.52 Intersection LOS B HCS2000TM Copyright©2000 University of Florida,All Rights Reserved Version 4.1d HC52000T. DETAILED REPORT General Information Site Information Analyst DPD Intersection Cottonwood and Huffine Agency or Co. MMI Area Type All other areas r",+e Performed 2/18/2005 Jurisdiction MDT Period AM Peak Analysis Year 2015 Project ID Proposed geometry- modified signal phasing Volume and Timing Input EB WB NB SB LT TH RT LT TH RT LT I TH RT LT TH RT Number of lanes, N1 1 2 0 1 2 0 1 1 0 1 1 1 Lane group L TR L TR L TR L T R Volume, V (vph) 143 1419 99 62 753 92 56 55 102 113 69 150 % Heavy vehicles, %HV 3 3 3 3 3 3 3 3 3 3 3 3 Peak-hour factor, PHF 0.76 0.83 0.58 0.70 0.84 0.59 0.63 0.70 0.86 0.63 0.58 0.85 Pretimed (P)or actuated (A) P P P P P P P P P P P P Start-up lost time, I, 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 12.0 Extension of effective green, e 2.0 2.0 2.0 1 2.0 2.0 2.0 2.0 2.0 2.0 Arrival type,AT 3 3 3 3 3 3 3 3 3 Unit extension, UE 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Filtering/metering, I 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Initial unmet demand, Qb 0.0 0.0 0.0 0.0 1 0.0 10.0 10.0 0.0 10.0 P-H / Bike/ RTOR volumes 0 0 0 0 0 0 0 0 L width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking /Grade/Parking N 0 N N 0 N N 0 N N 0 N Parking maneuvers, NM Buses stopping, NB 0 0 0 0 0 0 0 0 0 Min. time for pedestrians, GO 3.2 3.2 3.2 3.2 Phasing EB Only EW Perm WB Only 04 SB Only NB Only 07 08 G = 8.0 G = 73.0 G = 6.0 G = G = 16.0 G = 18.0 G = G = Timing Y = 5 Y= 8 Y= 5 Y= Y= 5 Y = 6 Y= Y = Duration of Analysis, T = 0.25 Cycle Length, C = 150.0 Lane Group Capacity, Control Delay, and LOS Determination EB WB NB SB LT TH RT LT I TH RT LT TH RT LT TH I RT Adjusted flow rate, v 188 1881 89 1052 89 198 179 119 176 Lane group capacity, c 260 1982 213 1988 210 201 187 197 251 v/c ratio, X 0.72 0.95 0.42 0.53 0.42 0.99 0.96 0.60 0.70 Total green ratio, g/C 0.57 0.57 0.58 0.58 0.12 0.12 0.11 0.11 0.16 Uniform delay, di 19.5 29.9 58.6 19.1 61.2 65.9 66.7 64.0 59.6 Progression factor, PF 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 L calibration, k 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 Incremental delay, d2 16.0 11.3 5.9 1.0 6.2 59.7 55.5 13.0 15.1 Initial queue delay, d3 Control delay 35.5 "'.3 64.6 20.1 67.4 '125.6 122.1 77.0 74.7 Lane group LOS D D E C E I F F I E E Approach delay 40.7 23.6 107.5 93.2 "-,)roach LOS D C F F ��rsection delay 46.9 X� = 0.00 Intersection LOS D HCS2000TM Copyright m 2000 University of Florida,All Rights Reserved Version 4.1d HCS2000" DETAILED REPORT General Information Site Information Analyst DPD Intersection Cottonwood and Huffine Agency or Co. MMI Area Type All other areas P-te Performed 211412005 Jurisdiction MDT Period PM Peak Analysis Year 2015 Project ID Proposed Geometry and Modified Signal Phasing Volume and Timing Input EB WB NB SB LT TH RT LT TH RT LT I TH RT LT TH RT Number of lanes, Ni 1 2 0 1 2 0 1 1 0 1 1 1 Lane group L TR L TR L TR L T R Volume, V(vph) 162 1207 44 86 1430 1127 96 93 58 1109 66 194 % Heavy vehicles, %HV 3 3 3 3 3 3 3 3 3 3 3 3 Peak-hour factor, PHF 0.84 0.99 0.47 0.73 0.98 0.75 0.81 0.90 0.75 0.64 0.83 0.78 Pretimed (P)or actuated (A) P P P P P P P P P P P P Start-up lost time, 11 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of effective green, e 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival type, AT 3 3 3 3 3 3 3 3 3 Unit extension, UE 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Filtering/metering, 1 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Initial unmet demand, Qb 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Ppri /Bike/ RTOR volumes 0 0 0 0 0 0 0 0 L :width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/ Grade / Parking N 0 N N 0 N N 0 N N 0 N Parking maneuvers, NM Buses stopping, NB 0 0 0 0 0 0 0 0 0 Min. time for pedestrians, Gp 3.2 3.2 3.2 3.2 Phasing EB Only Thru & RT WB Only 04 SB Only NB Only 07 08 G = 20.0 G = 54.0 G = 15.0 G = G = 16.0 G = 17.0 G = G = Timing Y= 5 IY = 8 Y= 5 Y = Y= 5 Y= 5 Y= Y= Duration of Analysis, T = 0.25 1 1 Cycle Length, C = 150.0 Lane Group Capacity, Control Delay, and LOS Determination EB WB NB SB LT I TH RT LT TH RT LT TH RT LT TH I RT Adjusted flow rate, v 193 1313 118 1628 119 180 170 80 249 Lane group capacity, c 234 1826 175 1771 199 196 187 197 376 v/c ratio, X 0.82 0.72 0.67 0.92 0.60 10.92 10.91 0.41 0.66 Total green ratio, g/C 0.13 0.53 0.10 0.51 0.11 0.11 0.11 0.11 0.24 Uniform delay, di 63.3 27.0 65.1 33.6 63.2 65.8 66.3 62.6 51.5 Progression factor, PF 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 C calibration, k 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 Incremental delay, d2 27.0 2.5 18.9 9.2 12.6 45.9 45.5 6.1 8.9 Initial queue delay, d3 Control delay 90.3 5 84.0 42.9 75.8 . 1_111.7 111.8 68.7 60.4 Lane group LOS F F D E F F E E Approach delay 37.3 45.6 97.4 79.2 A—roach LOS D D F E l,._-rsection delay 50.5 xC = 0.90 Intersection LOS D HCS2000M Copyright C 2000 University of Florida,All Rights Reserved Version 4.1d HCS2000'" DETAILED REPORT General Information Site Information Analyst DPD Intersection Cottonwood and Huffine Agency or Co. MMI Area Type All other areas Date Performed 211412005 Jurisdiction MDT ne Period PM Peak Analysis Year 2015 Project ID Proposed Geometry and Modified Signal Phasing Volume and Timing Input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of lanes, N� 2 2 0 2 2 1 1 2 1 1 2 1 Lane group L TR L T R L T R L T R Volume, V(vph) 162 1207 44 86 11430 127 1 96 93 58 109 1 66 194 % Heavy vehicles, %HV 3 3 3 3 3 3 3 3 3 3 3 3 Peak-hour factor, PHF 0.84 0.99 0.47 0.73 0.98 0.75 0.81 0.90 0.75 0.64 0.83 0.78 Pretimed (P)or actuated (A) P P P P P P P P P P P P Start-up lost time, I, 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of effective green, a 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival type,AT 3 3 3 3 3 3 3 3 3 3 3 Unit extension, UE 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Filtering/metering, 1 1.000 1.000 11.000 1.000 11.000 1.000 1.000 1.000 1.000 1.000 1.000 Initial unmet demand, Qb 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Ped / Bike/RTOR volumes 0 0 0 0 0 0 0 0 !e width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/Grade/Parking N 0 N N 0 N N 0 N N 0 N Parking maneuvers, NM Buses stopping, NB 0 0 0 0 0 0 0 0 0 0 1 0 Min. time for pedestrians, Gp 3.2 3.2 3.2 3.2 Phasing EB Only Thru & RT WB Only 04 Excl. Left NS Perm 07 08 G = 15.0 G = 40.0 G = 12.0 G = G = 17.0 G = 12.0 G = G = Timing Y= 4 Y= 6 Y= 4 Y= Y = 4.5 Y = 5.5 Y = Y= Duration of Analysis, T= 0.25 Cycle Length, C = 120.0 Lane Group Capacity, Control Delay, and LOS Determination EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Adjusted flow rate, v 193 1313 118 1459 169 119 103 77 170 80 249 Lane group capacity, c 425 1705 340 1694 1032 367 351 314 364 351 425 v/c ratio, X 0.45 0.77 0.35 0.86 0.16 0.32 0.29 0.25 0.47 0.23 0.59 Total green ratio, g/C 0.13 0.49 0.10 0.48 0.66 0.28 0.10 0.20 0.28 0.10 0.27 Uniform delay, di 48.7 25.0 50.3 27.4 7.9 33.6 50.1 40.4 34.7 49.7 37.9 Progression factor, PF 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 ay calibration, k 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 Incremental delay, d. 3.5 3.4 2.8 6.0 0.3 2.3 2.1 1.9 4.3 1.5 5.8 Initial queue delay, d3 Control delay 52.2 ?8.4 53.1 33.5 8.2 35. 52.2 42.2 38.9 51.2 43.7 Lane group LOS D C D C A D D D D D D Approach delay 31.4 32.3 43.1 43.3 ,,proach LOS C C D D intersection delay 34.1 X� = 0.76 Intersection LOS C HCS2000rm Copyright©2000 University of Florida,All Rights Reserved Version 4.1d HCS20001. DETAILED REPORT General Information Site Information Analyst DPD Intersection Ferguson and Huffine Agency or Co. MMI Area Type All other areas Date Performed 211412005 Jurisdiction MDT Period AM Peak 7.30-8:30 AM Analysis Year 112012005 Project ID Max. Recall Volume and Timing Input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of lanes, N� 1 2 0 0 2 1 0 0 0 1 0 1 Lane group L T T R L R Volume, V(vph) 140 924 1449 154 225 136 % Heavy vehicles, %HV 3 2 3 1 3 1 Peak-hour factor, PHF 0.73 0.88 0.84 0.80 0.70 0.72 Pretimed (P) or actuated (A) P P P P P P Start-up lost time, I, 2.0 2.0 2.0 2.0 2.0 2.0 Extension of effective green, e 2.0 2.0 2.0 2.0 2.0 2.0 Arrival type, AT 3 3 3 3 3 3 Unit extension, UE 3.0 3.0 3.0 3.0 3.0 3.0 Filtering/metering, I 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Initial unmet demand, Qb 0.0 0.0 0.0 0.0 0.0 0.0 Ped /Bike/ RTOR volumes 0 0 0 0 0 ' width 12.0 12.0 1 12.0 12.0 12.0 1 12.0 Parking /Grade/ Parking N 0 N N 0 N N N N 0 N Parking maneuvers, NM Buses stopping, NB 0 0 0 1 0 0 0 Min. time for pedestrians, Gp 3.2 3.2 13.2 Phasing EW Perm 02 03 04 SB Only 06 07 08 G = 45.0 G = G = G = G = 30.0 G = G = G = Timing Y= 7 Y= Y= Y= Y = 5 Y= Y = Y= Duration of Analysis, T= 0.25 Cycle Length, C = 87.0 Lane Group Capacity, Control Delay, and LOS Determination EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Adjusted flow rate, v 192 1050 535 192 321 189 Lane group capacity, c 425 1831 1813 1599 604 551 v/c ratio, X 0.45 0.57 0.30 0.12 0.53 0.34 Total green ratio, g/C 0.52 0.52 0.52 1.00 0.34 0.34 Uniform delay, di 13.2 14.4 12.0 0.0 22.9 21.2 Progression factor, PF 1.000 1.000 1.000 10.950 1.000 1.000 L' calibration, k 0.50 0.50 0.50 0.50 0.50 0.50 Inuiemental delay, d2 3.4 1.3 0.4 0.2 3.3 1.7 Initial queue delay, d3 16.7 15.7 12.4 0.2 26.2 22.9 Control delay I Lane group LOS B d B A C I I C Approach delay 15.9 9.2 25.0 Anoroach LOS B A C .section delay 15.8 X = 0.56 Intersection LOS B HCS2000TM Copyright©2000 University of Florida,All Rights Reserved Version 4.1d HCS2000'" DETAILED REPORT General Information Site Information Analyst DPD Intersection Ferguson and Huffine Agency or Co. MMI Area Type All other areas Date Performed 211412005 Jurisdiction MDT Period PM Peak 5:00- 6:00 PM Analysis Year 112012005 Project ID Max. Recall Volume and Timing Input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of lanes, Ni 1 2 0 0 2 1 0 0 0 1 0 1 Lane group L T T R L R Volume, V (vph) 120 794 1886 255 191 175 % Heavy vehicles, %HV 3 2 3 1 3 1 Peak-hour factor, PHF 0.86 0.92 0.88 0.87 0.84 0.86 Pretimed (P)or actuated (A) P P P P P P Start-up lost time, I, 2.0 2.0 2.0 2.0 2.0 2.0 Extension of effective green, a 2.0 2.0 2.0 2.0 2.0 2.0 Arrival type, AT 3 3 3 3 3 3 Unit extension, UE 3.0 3.0 3.0 3.0 3.0 3.0 Filtering/metering, 1 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Initial unmet demand, Qb 0.0 0.0 0.0 0.0 0.0 0.0 Ped/Bike/ RTOR volumes 0 0 0 0 0 width 12.0 12.0 12.0 12.0 12.0 12.0 Parking/ Grade/Parking N 0 N N 0 N N N N 0 N Parking maneuvers, NM Buses stopping, NB 0 0 0 0 10 0 Min. time for pedestrians, G. 3.2 3.2 3.2 Phasing EW Perm 02 03 04 SB Only 06 07 08 G = 45.0 G = G = G = G = 30.0 G = G = G = Timing Y= 7 Y= Y= Y = Y= 5 Y = Y = Y = Duration of Analysis, T= 0.25 Cycle Length, C = 87.0 Lane Group Capacity, Control Delay,and LOS Determination EB WB NB SB LT TH I RT LT TH RT LT TH RT LT TH I RT Adjusted flow rate, v 140 863 1007 293 227 203 Lane group capacity, c 208 1831 1813 1599 604 551 v/c ratio,X 0.67 0.47 0.56 0.18 10.38 0.37 Total green ratio, g/C 0.52 0.52 0.52 1.00 0.34 0.34 Uniform delay, di 15.6 13.4 14.2 0.0 21.5 21.4 Progression factor, PF 1.000 1.000 1.000 0.950 1.000 1.000 I- Ni calibration, k 0.50 0.50 0.50 0.50 0.50 0.50 Incremental delay, d2 16.1 10.9 1.2 0.3 1.8 1.9 Initial queue delay, d3 31.6 14.3 15.5 0.3 23.2 23.3 Control delay Lane group LOS C 1 6 8 A C I I C Approach delay 16.7 12.0 23.3 A^roach LOS g g C �. ,\section delay 15.5 X = 0.55 Intersection LOS 8 HCS2000TM Copyright©2000 University of Florida,All Rights Reserved Version 4.1d HCS2000" DETAILED REPORT General Information Site Information Analyst DPD Intersection Ferguson and Huffine Agency or Co. MMI Area Type All other areas Date Performed 211412005 Jurisdiction MDT Period AM Peak Analysis Year 2015 Project ID Traffic Adjusted Interval Times Volume and Timing Input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of lanes, Ni 1 2 0 0 2 1 0 0 0 1 0 1 Lane group L T T R L R Volume, V(vph) 212 1363 1663 241 357 211 % Heavy vehicles, %HV 3 2 3 1 3 1 Peak-hour factor, PHF 0.73 0.88 0.84 0.80 0.70 0.72 Pretimed (P)or actuated (A) P P P P P P Start-up lost time, 11 2.0 2.0 12.0 2.0 2.0 2.0 Extension of effective green, e 2.0 2.0 2.0 2.0 2.0 2.0 Arrival type, AT 3 3 3 3 3 3 Unit extension, UE 3.0 3.0 3.0 3.0 3.0 3.0 Filtering/metering, 1 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Initial unmet demand, Qb 0.0 0.0 0.0 0.0 0.0 0.0 Ped/ Bike/ RTOR volumes 0 0 0 0 0 L width 12.0 12.0 12.0 12.0 12.0 12.0 Parking /Grade/Parking N 0 N N 0 N N N N 0 N Parking maneuvers, NM Buses stopping, NB 0 0 0 0 0 0 Min. time for pedestrians, Gp 3.2 3.2 3.2 Phasing EW Perm 02 03 04 SB Only 06 07 08 G = 70.0 G = G = G = G = 38.0 G = G = G = Timing Y= 7 Y= Y= Y = Y = 5 Y = Y = Y = Duration of Analysis, T= 0.25 Cycle Length, C = 120.0 Lane Group Capacity, Control Delay, and LOS Determination EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Adjusted flow rate, v 290 1549 789 301 510 293 Lane group capacity, c 337 2064 2045 1599 555 506 v/c ratio, X 0.86 0.75 0.39 0.19 0.92 0.58 Total green ratio, g/C 0.58 0.58 0.58 1.00 0.32 0.32 Uniform delay, di 20.9 18.5 13.4 0.0 39.5 34.3 Progression factor, PF 1.000 1.000 1.000 0.950 1 1.000 1.000 I calibration, k 0.50 0.50 0.50 0.50 0.50 0.50 Incremental delay, d2 23.9 2.6 0.6 0.3 122.7 4.8 Initial queue delay, d3 Control delay 44.8 14.0 0.3 62.2 1 39.1 Lane group LOS D I c; B A E I I D Approach delay 24.8 10.2 53.8 Anoroach LOS C B D section delay 26.8 XC = 0.88 Intersection LOS C HCS2000TM Copyright©2000 University of Florida,All Rights Reserved Version 4.1d HCS2000" DETAILED REPORT General Information Site Information Analyst DPD Intersection Ferguson and Huffine Agency or Co. MMI Area Type All other areas Dote Performed 211412005 Jurisdiction MDT Period PM Peak Analysis Year 2015 Project ID Traffic Adjusted Interval Timings Volume and Timing Input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of lanes, N� 1 2 0 0 2 1 0 0 0 1 0 1 Lane group L T T R L R Volume, V (vph) 187 1172 1307 400 299 265 % Heavy vehicles, %HV 3 2 3 1 3 1 Peak-hour factor, PHF 0.86 0.92 0.88 0.87 0.84 0.86 Pretimed (P) or actuated (A) P P P P P P Start-up lost time, 11 2.0 2.0 12.0 2.0 2.0 2.0 Extension of effective green, a 2.0 2.0 2.0 2.0 2.0 2.0 Arrival type, AT 3 3 3 3 3 3 Unit extension, UE 3.0 3.0 3.0 3.0 3.0 3.0 Filtering/metering, 1 1.000 1.000 1.000 1.000 1.000 1.000 1,000 Initial unmet demand, Qb 0.0 0.0 0.0 0.0 0.0 0.0 PPd/ Bike/RTOR volumes 0 0 0 0 0 L width 12.0 12.0 12.0 12.0 12.0 12.0 Parking / Grade/Parking N 0 N N 0 N N N N 0 N Parking maneuvers, NM Buses stopping, NB 0 0 0 0 0 0 Min. time for pedestrians, Gp 3.2 3.2 3.2 Phasing EB Only EW Perm 03 04 SB Only 06 07 08 G = 15.0 G = 58.0 G = G = G = 30.0 G = G = G = Timing Y = 5 Y= 7 Y= Y = Y= 5 Y = Y= Y= Duration of Analysis, T = 0.25 Cycle Length, C = 120.0 Lane Group Capacity, Control Delay, and LOS Determination EB WB NB SB LT TH RT LT I TH RT LT TH RT LT TH RT Adjusted flow rate, v 217 1274 1485 460 356 308 Lane group capacity, c 280 2300 1694 1266 438 400 v/c ratio, X 0.77 0.55 0.88 0.36 0.81 0.77 Total green ratio, g/C 0.65 0.65 0.48 0.79 0.25 0.25 Uniform delay, di 34.8 11.5 27.8 3.7 42.4 41.8 Progression factor, PF 1.000 1.000 1.000 1.000 1.000 1.000 C calibration, k 0.50 0.50 0.50 0.50 0.50 0.50 Incremental delay, d2 18.7 1.0 6.7 0.8 15.1 13.3 Initial queue delay, d3 Control delay 53.5 1'S 34.5 4.5 57.5 55.1 Lane group LOS D csEj C A E E Approach delay 18.4 27.4 56.4 Anoroach LOS 8 C E section delay 28.8 X� = 0.89 Intersection LOS C HC32000TM Copyright©2000 University of Florida,All Rights Reserved Version 4.1 d T"'O-WAY STOP CONTROL SUMMP General Information Site Information Analyst P FORBES Intersection Babcock/Ferguson Agency/Co. Morrison-Maierle, Inc. Jurisdiction City of Bozeman C��te Performed 212312005 Analysis Year 2005 sis Time Period PM Peak Hour Pro ect Description Valley West PUD East/West Street: Babcock St. North/South Street: Ferguson Ave. Intersection Orientation: North-South IStudy Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R 'Volume 17 218 65 19 186 10 Peak-Hour Factor, PHF 0.61 0.96 0.77 0.68 0.80 0.63 Hourly Flow Rate, HFR 27 1 227 84 27 232 1 15 Percent Heavy Vehicles 1 -- -- 1 L -- Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Upstream Signal _ 0 0 Minor Street Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 48 28 19 13 32 16 (Peak-Hour Factor, PHF 0.80 0.64 0.59 0.81 0.80 0.57 (Hourly Flow Rate, HFR 59 43 1 32 16 1 39 28 I ,nt Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 (Flared Approach N N Storage 0 0 IRT Channelized 0 0 Lanes 0 1 0 0 1 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LTR LTR LTR LTR v(vph) 27 27 134 83 C (m) (vph) 1321 1247 397 430 vlc 0.02 0.02 0.34 0.19 95% queue length 0.06 0.07 1.46 0.71 Control Delay 7.8 8.0 18.6 15.4 ILOS A A C C Approach Delay -- -- 18.6 15.4 4pproach LOS -- - C C Rights Reserved HC"--gOTM Copyright©2003 University offlorida,All Rights Reserved Version 4.1d Version 4.1d TV" O-WAY STOP CONTROL SUMMAry General Information Site Information Analyst P FORBES Intersection Babcock/Ferguson Agency/Co. Morrison-Maierle, Inc. Jurisdiction City of Bozeman P-te Performed 2/23/2005 Analysis Year 2015 sis Time Period PM Peak Hour Pi u ect Description Valley West PUD East/West Street: Babcock St. North/South Street: Ferguson Ave. Intersection Orientation: North-South IStudy Period hrs : 0.25 'Vehicle Volumes and Adjustments Major Street Northbound Southbound (Movement 1 2 3 4 5 6 L T R L T R 'Volume 34 338 130 38 288 20 (Peak-Hour Factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 (Hourly Flow Rate, HFR 39 397 1 152 44 1 338 23 Percent Heavy Vehicles 1 -- 1 -- (Median Type Undivided IRT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR U stream Signal 0 0 Minor Street Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 74 56 29 20 64 25 Peak-Hour Factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 Hourly Flow Rate, HFR 87 1 65 34 23 1 75 29 nt Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 1 1 0 0 1 0 Configuration L TR LTR Delay, Queue Length, and Level of Service ,Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LTR LTR L TR LTR v(vph) 39 44 87 99 127 C (m)(vph) 1199 1019 131 278 219 vlc 0.03 0.04 0.66 0.36 0.58 95% queue length 0.10 0.14 3.59 1.55 3.23 Control Delay 8.1 8.7 74.9 24.9 41.9 LOS A A F C E Approach Delay -- 48.3 41.9 Approach LOS -- -- E E HCS2000T M Copyright 0 2003 University of Florida,All Rights Reserved Version 4.1d VALLEY WEST P.U.D. Durston Road-AM Peak Durston Road-PM Peak 1600 -- - 1600 - -- - o � t 1200 t 1200 a 800 a 800 - _d y=746,02e005' d y=964.44e"" 400 2 400 C L y N 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 YEAR YEAR '-Ez n(Exponential Trendline). Expon (Exponential Trendline) West Babcock-AM Peak West Babcock-PM Peak 1600 1600 — p y=309.12e"" 0 o C y=532,12e"" t 1200 - - t 1200 (n 600 (n 600 a, v t 400 t 400 w v > 0 > 0 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2006 2007 2008 2009 2010 2019 2012 2013 2014 2015 YEAR YEAR -Expon.(Exponential Trendllne) -Expon.(Exponen0al Trendline) Ferguson Road-AM Peak Ferguson Road-PM Peak 1600 - 1600 - - 'o 'o t 1200 r 1200 CL`w w` 800 y=704.79eo "' d 800 — y=801.69e�' 400 400 y w 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 YEAR YEAR —Expon.(Exponentlal Trendline) Expon (Exponen9al Trendline) Cottonwood Road-AM Peak Cottonwood Road-PM Peak 1600 1600 — Cy=26805eo 091' G y=348 0600°d3i r 1200 c 1200- -- - - - m 800 N 800 w is w 400 400 > m > 0 > 0 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 YEAR YEAR -Exwl (ExwwnWlrw Nne) -Expon.(Exponen0alTrendline) MORMON MAIERUE,ING H:\3384\022\Docs\Traffic\PUD trip generation_2005.xls SRLn O t L c� o a' °c' cy) `°c' II >1 I C� i OC, 0 C i I - OC, � I o a� r °O 00 °l9c� c90 I Oc� 00 L OOOOOOOOOOo c' O O o 0 C 0 0 0 0 0 O O O o 0 0 0 0 0 0 O 00 (6 Ici N O 00 (6 lczi N Aea .aad s8131.48n l i � L �0 > Ic - Oc' Li sO o � II O � - c' w I L - 00 c�a cn c O' E a � o > o s'O .a) = 00 o 00 00 � O � 0 6'0 i Z3 (_ S� > L CO M f- D 0 00 0 00 �6' O O O 0 O O .0 0 O O 0 O O U) 0 LO co N 0 LO O 0 CN o U N Aea aad s8130 uan co co M_ �O 8 6Jo0 r : an I j ry, IIIIIIIIIIIIIIIIIIIIIIlljllllllllI 24.so0 It1�ao, �` ':tJ �. _ /',�, t r } ' - 4,700 LEGEND m 0 to 2,000 Iv 2,000 to 5,000 0 0 5,000 to 10,000 pp tV m 10,000 to 15,000 o o T 15,000 to 20,000 cNo ��' N n 20,000 to 25,000 �• .9 o 25,000 to 30,000 m Co ° 30,000 to 35,000 a ra I a 0 C° o' m y 7700 Volume Number ;o c NIA Volume Number Not C• Available at This Time m � o' a j "Based on actual traffic counts conducted Map Not to Scale by the City,County,and MDT. 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