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HomeMy WebLinkAbout18 - Traffic Impact Study - One 11 ApartmentsTRAFFIC IMPACT STUDY for ONE 11 APARTMENTS Bozeman, Montana DRAFT REPORT Prepared for HomeBase Montana Prepared by MARVIN & ASSOCIATES 1300 North Transtech Way Billings, MT 59102     November 15, 2017  TRAFFIC IMPACT STUDY for ONE 11 APARTMENTS Bozeman, Montana Prepared for HomeBase Montana Prepared by MARVIN & ASSOCIATES 1300 North Transtech Way Billings, MT 59102             November 15, 2017  i TABLE OF CONTENTS P A G E INTRODUCTION 1 SITE LOCATION & DESCRIPTION 1 EXISTING CONDITIONS 3 Streets & Intersections 3 T r a f f i c V o l u m e s 5 Capacity 8 T R I P G E N E R A T I O N 1 1 T R I P D I S T R I B U T I O N 1 4 TRAFFIC ASSIGNMENT 17 I M P A C T S 1 9 E x i s t i n g T r a f f i c V o l u m e s 1 9 Capacity 22 S a f e t y 2 5 F u t u r e T r a f f i c V o l u m e s 2 5 Future Capacity 26 SITE ACCESS TRAFFIC OOPERATIONS 28 CONCLUSIONS AND RECOMMENDATIONS 29 APPENDIX A – TRAFFIC VOLUMES APPENDIX B – SPEED STATISTICS APPENDIX C – CAPACITY CALCULATIONS ii LIST OF TABLES P A G E Table 1. Existing Peak Noon Hour Capacity Analysis Summary 9 Table 2. Existing Peak PM Hour Capacity Analysis Summary 10 Table 3. One 11 Apartments Development Trip Generation 11 Table 4. Existing Plus Peak Noon Hour Site Traffic Capacity Analysis Summary 23 Table 5. Existing Plus Peak PM Hour Site Traffic Capacity Analysis Summary 24 Table 6. Future Year 2032 Peak PM Hour Capacity Analysis Summary 27 LIST OF FIGURES P A G E Figure 1. Site Location Map 2 Figure 2. Peak Noon Hour Traffic Counts September 2017 6 Figure 3. Peak PM Hour Traffic Counts September 2017 7 Figure 4. Primary Trip Distribution Percentages 16 Figure 5. AWT & Peak Hour Site Traffic Assignment 18 Figure 6. Noon Hour Existing Plus Site Generated Traffic Volumes 20 Figure 7. Peak PM Hour Existing Plus Site Generated Traffic Volumes 21 Figure 8. Parking Garage Access Traffic on Willson Avenue 28 One 11 Apartments   Traffic Impact Study     One 11 Apartments TIS page 1 TRAFFIC IMPACT STUDY INTRODUCTION This report summarizes a traffic impact study (TIS) conducted for the proposed One 11 Apartments development project in downtown Bozeman. Marvin & Associates was retained by the developers, HomeBase Montana, to provide the TIS as required by the Bozeman Municipal Code (BMC). The primary purpose of this study was to address specific impacts of the new subdivision development on the existing street system within a defined area of influence and at the proposed site access. The TIS also provides recommendations regarding the mitigation of any identified impacts. Having reviewed the proposed One 11 Apartments site plan, Marvin & Associates completed an extensive analysis of existing conditions, addressed trip generation, trip distribution and traffic assignment, and evaluated resulting intersection capacity and safety impacts, prior to making recommendations regarding impact mitigation. Methodologies and analysis procedures within this study employ the latest technology and nationally accepted standards for site development and transportation impact assessment. Because of the unique nature of this development and the CBD area in which it would be located, a number of assumptions and qualifications were required in trip generation estimates and traffic assignment analysis. Extensive research into the current literature provided a basis for many of the assumptions utilized within this study. Recommendations made within this report are based on accepted standards and the professional judgment of the author, with consideration of the traveling public’s interests as a primary objective. SITE LOCATION & DESCRIPTION The proposed site is located within downtown Bozeman in the northwest corner of the Willson Avenue and Lamme Street intersection. The site is currently occupied by a parking lot. The 72 space parking lot serves adjacent medical offices buildings. The building footprint will occupy approximately 48 of the parking spaces. Land uses within the block bordered by Lamme Street, Beall Street, Willson Avenue, and Grand Avenue includes an office building on the west side of the proposed apartment building, which is accessed from Grand Avenue. Directly east of the site on Willson Avenue is the old Bozeman Hospital which is now the Mountain View Care Center. South of Lamme Street, across from the site are two small office buildings with adjacent parking. North of Beall Street is additional parking for the Bozeman Medical Arts center located in the northeast corner of Willson Avenue and Beall Street. One 11 Apartments TIS page 2 TRAFFIC IMPACT STUDY One 11 Apartments TIS page 3 TRAFFIC IMPACT STUDY The One 11 Apartments, as proposed, would be a five story building providing 51 living units on the top four stories with an enclosed 51 car parking garage on the ground level. A fitness center and other internal amenities will also be located within the structure. The fitness center would be used exclusively by the building residents. In addition to parking on the ground level of the building, there would be 4,600 square feet of leasable commercial or office space. Vehicular access to the building’s garage would be provided from Willson Avenue at an existing driveway approach that accesses the existing surface parking lot, approximately 100 feet north of the northern curb line on Lamme Street. Additional parking for the building would be accommodated by on-street parking along Lamme Street and Willson Avenue adjacent to the development property. Additional information pertinent to the development’s operation can be found within the Trip Generation section of this report. EXISTING CONDITIONS Streets & Intersections Development of One 11 Apartments could possibly impact several area intersections within the immediate area of the development. In addition, the BMC requires that all intersections between collector and arterial street within a one-half mile radius of the development be evaluated for impacts. Therefore, the following intersections were evaluated within the scope of this TIS: Durston Road and N 7th Avenue N 7th Avenue & Mendenhall Street N7th Avenue & Main Street Main Street & N 8th Avenue N 8th Avenue & Babcock Street Willson Avenue & Main Street Willson Avenue & Babcock Street Peach Street & Rouse Avenue Rouse Avenue & Mendenhall Street Rouse Avenue & Main Street One 11 Apartments TIS page 4 TRAFFIC IMPACT STUDY Rouse Avenue & Babcock Street Church Avenue & Main Street In addition to the above noted external intersections, intersections of Beall Street, Lamme Street, and Mendenhall Street with WiIllson Avenue could be directly impacted by the development and were included in the impact analysis. Of the fifteen study intersections, only five are currently controlled by stop signs on the minor streets. The remaining ten intersections are all controlled by traffic signals. All of the traffic signals appear to operate with a background signal cycle of approximately 120 seconds. Main Street is approximately 63’ wide through the study area and carries four traffic lanes with parking on both sides. The intersection of Main Street and Rouse is the only intersection with more than two signal phases, which includes a southbound left-turn interval to accommodate the high left- turn traffic volumes. The street width on Babcock varies substantially throughout the study corridor and ranges from 39’ to 62’ from back of curb to back of curb. Babcock carries two eastbound traffic lanes with parking on both sides. Street and curb offsets at intersections, and parking conditions, create sight distance limitations at some stop controlled intersections. Mendenhall Street, which is approximately 41’ wide at its intersection with Rouse, carries two westbound lanes of traffic with parking on both sides of the street. North-south streets within the study area range in width from 31’ to 38’. Parking is limited to one side of the street, in most cases, due to the narrow street sections. Within the core study area, sidewalks are approximately 10’ to 12’ wide and abut building walls, as is typical of most downtown environments. The mixture of vehicles, pedestrians, bicycles, delivery truck loading and unloading operations, and high parking utilization uniquely identifies the area as the CBD. In this area, the balance between mobility and access is greatly skewed toward access and slower operating speeds are not only expected, but encouraged. One 11 Apartments TIS page 5 TRAFFIC IMPACT STUDY Traffic Volumes Existing traffic volumes were determined by performing manual intersection counts at some of study area intersections during the noon and peak pm hour periods. The noon hour peak was used instead of the am hour period because electronic counters on numerous streets within the CBD area indicated that there is no definitive am peak hour, but there is a substantial peak during the noon hour which is typical of most urban CBD areas. Mio-vision traffic recorder cameras were used for all of the intersections on Main Street and at the intersection of Rouse Avenue and Mendenhall Street and N 7th Avenue and Mendenhall Street. Manual Counts were taken at all of the other study intersections. Due to some variation in count starting and ending periods, at some of the intersections, mathematical adjustments were made using electronic count data collected during the same time period. Figure 2 summarizes the existing noon peak hour turning volumes and Figure 3 summaries the peak pm hour turning movement counts. High pedestrian crossing numbers can be seen at most study intersections within the core area of the Central Business District (CBD). In addition to the peak hour intersection turning movement counts, electronic traffic counters were set on Willson Avenue, south of Lamme Street, and on Lamme Street, west of Willson Avenue. Hourly traffic volume summaries for these counters can be found in Appendix A of this report. It was found that the peak hour for traffic on the street system usually occurs between 4:30 and 5:30 averaging approximately 9% of the average weekday traffic (AWT). The noon hour is the beginning of the afternoon peak with the average being approximately the same as the peak pm hour 9% of AWT. The noon hour also has the highest combined pedestrian and bicycle volumes at most intersections during the day. Previous traffic counts taken on arterial and collector streets within the CBD indicate that the noon hour volumes are approximately 8.4% of AWT while the peak pm hour is approximately 9.6% of AWT. Intersection turning movement counts were not taken at the intersection of Peach Street and Rouse Avenue because Peach Street was closed for construction east of Rouse Avenue. Construction of Rouse Avenue was also underway at the time of data collection. Because it was determined that the volume of site traffic would not substantially impact that intersection, it was excluded from the analysis. One 11 Apartments TIS page 6 TRAFFIC IMPACT STUDY One 11 Apartments TIS page 7 TRAFFIC IMPACT STUDY One 11 Apartments TIS page 8 TRAFFIC IMPACT STUDY Capacity Capacity calculations were conducted for the peak noon and pm hours at all of the study intersections (see Appendix B). Tables 1 and 2, on the following pages, summarize the results of capacity calculations for both the noon and pm peak hour periods respectively. Measures in the table include control delay (seconds/vehicle), level of service (LOS), volume-to-capacity (v/c) ratio, and 95% queue length. The calculation results showed that all approach movements at these intersections, with exception of three street approaches, currently operate at or above an acceptable LOS “C” during both peak hour study periods. The intersection of Durston Road and N 7th Avenue operates at LOS “D” in both the noon and pm hours, with the westbound leg of the intersection on Peach Street operating at LOS “E” during the peak noon hour. The eastbound approach to the intersection of Babcock and N 8th Avenue currently operates at LOS “D” during the peak pm hour with 26.7 seconds per vehicle average delay. At the intersection of Babcock and Rouse Avenue the southbound approach operates at LOS “D” in the noon hour and LOS “F” in the peak pm hour with 78.3 seconds per vehicle average delay and a vehicle queue of 6 vehicles. The northbound approach operates at LOS “D in the peak pm hour. The observed operations at all of the study intersections appear to support the theoretical levels of service and calculated vehicle queues shown in Tables 1 and 2, with exception of the Rouse Avenue and Babcock Street intersection. The longest queue observed was three vehicles and the average delay was much less than 78 seconds. The reason for this disparity appears to be the pedestrian crossings on Babcock Street. There were 21 pedestrian crossings during the peak pm hour and the percentage of vehicles on Babcock stopping for pedestrians was near 100%. When vehicles stop on Babcock Street, northbound and southbound vehicles use the interruption in traffic flow to either go straight or make left and right turns. In this case, it is believed that the HCM algorithms understate the actual capacity. One 11 Apartments TIS page 9 TRAFFIC IMPACT STUDY L LTR LTR L TR L T R Control Delay (s/veh)37.4 41.0 61.1 25.9 35.3 26.3 33.7 29.6 LOS DD E C DCCC V/C Ratio 0.37 0.59 0.85 0.36 0.58 0.33 0.51 0.21 Queue Length (95%)5 8 1 051 0 6 9 3 LTR LT TR Control Delay (s/veh)27.0 7.3 7.5 LOS CAA V/C Ratio 0.50 0.23 0.27 Queue Length (95%)744 L LTR LTR LTR L R Control Delay (s/veh)9.9 10.1 27.2 21.2 30.8 8.8 LOS AB C C C A V/C Ratio 0.36 0.48 0.64 0.01 0.69 0.30 Queue Length (95%)4 5 7 097 TR L R L T R Control Delay (s/veh)14.2 32.3 5.0 29.3 16.5 LOS BCA CB V/C Ratio 0.49 0.52 0.32 0.36 0.14 Queue Length (95%)765 42 LTR L L Control Delay (s/veh)20.5 8.5 8.1 LOS CA A V/C Ratio 0.47 0.03 0.06 Queue Length (95%)31 1 LTR LTR L L Control Delay (s/veh)10.0 10.5 7.5 7.5 LOS BB AA V/C Ratio 0.04 0.03 0.00 0.00 Queue Length (95%)11 00 LTR LTR L L Control Delay (s/veh)10.6 10.7 7.5 7.4 LOS BB AA V/C Ratio 0.10 0.05 0.01 0.00 Queue Length (95%)11 00 Control Delay (s/veh) LOS V/C Ratio Queue Length (95%) LTR LTR L TR LTR Control Delay (s/veh)13.3 13.3 30.4 31.5 31.8 LOS BB C CC V/C Ratio 0.32 0.32 0.22 0.32 0.34 Queue Length (95%)76 3 54 LTR T R L T Control Delay (s/veh)24.2 17.6 16.7 16.5 17.6 LOS CB B B B V/C Ratio 0.32 0.23 0.15 0.13 0.24 Queue Length (95%)66 2 4 6 LTR L TR L TR Control Delay (s/veh)30.2 12.5 13.3 11.6 14.2 LOS CB BB B V/C Ratio 0.34 0.19 0.30 0.12 0.37 Queue Length (95%)52 71 7 LTR LTR LTR L TR Control Delay (s/veh)27.6 27.8 30.0 16.2 14.9 LOS CCC B B V/C Ratio 0.44 0.47 0.43 0.28 0.12 Queue Length (95%)796 3 4 LT R T L Control Delay (s/veh)7.7 20.0 29.1 LOS AC D V/C Ratio 0.15 0.10 0.44 Queue Length (95%)11 3 LTR LTR LTR LTR Control Delay (s/veh)12.9 13.5 30.7 27.5 LOS BBCC V/C Ratio 0.29 0.35 0.28 0.07 Queue Length (95%)6941 Church Avenue & Main Street 0.36 OVERALL 26.1C 0.49 Movement Group Movement Group Rouse Avenue & Main Street Movement Group NA Rouse Avenue & Babcock Street OVERALL 15.5B 0.32 Movement Group LTR LT RT Movement Group N 8th Avenue & Babcock Street OVERALL Willson Avenue & Main Street 18.2B 0.33 Movement Group OVERALL Willson Avenue & Babcock Street 20.2C 0.27 OVERALL 16.8 Table 1. Existing Peak Noon Hour Capacity Analysis Summary Movement Group N 7th Avenue & Mendenhall Street Movement Group N 7th Avenue & Durston Road Main Street & N 8th Avenue Intersection MOE EB WB NB Movement Group Rouse Avenue & Mendenhall Street Movement Group SB Movement Group Intersection OVERALL 17.9B 0.73 OVERALL 12.7B OVERALL 38.3D 0.68 OVERALL 13.2 Willson Avenue & Lamme Street B 0.34 0.47 NA NAMovement Group Movement Group Willson Avenue & Beall Street N 7th Avenue & Main Street Movement Group Willson Avenue & Mendenhall Street 17.0 16.6 15.7 16.7 BBBB 0.35 0.26 0.19 0.30 633 OVERALL NA B One 11 Apartments TIS page 10 TRAFFIC IMPACT STUDY L LTR LTR L TR L T R Control Delay (s/veh)37.6 43.5 53.5 26.8 39.0 32.3 33.2 29.3 LOS D D DCD C C C V/C Ratio 0.39 0.67 0.77 0.41 0.72 0.47 0.49 0.19 Queue Length (95%)79 8 3 1 2 4 1 0 3 LTR LT TR Control Delay (s/veh)28.9 7.5 7.4 LOS CAA V/C Ratio 0.62 0.27 0.25 Queue Length (95%)854 LL T R L T R L T R L R Control Delay (s/veh)11.0 10.0 27.3 21.7 26.1 10.5 LOS BB C C C B V/C Ratio 0.44 0.47 0.71 0.02 0.52 0.34 Queue Length (95%)65 1 0 1 4 5 TR L R L T R Control Delay (s/veh)17.3 31.3 5.5 32.3 16.1 LOS BCA CB V/C Ratio 0.54 0.50 0.39 0.51 0.21 Queue Length (95%)775 43 LTR L L Control Delay (s/veh)26.7 8.3 8.1 LOS DA A V/C Ratio 0.54 0.03 0.07 Queue Length (95%)41 1 LTR LTR L L Control Delay (s/veh)10.6 11.3 7.5 7.7 LOS BB AA V/C Ratio 0.04 0.03 0.00 0.00 Queue Length (95%)11 00 LTR LTR L L Control Delay (s/veh)11.4 11.3 7.5 7.6 LOS BB AA V/C Ratio 0.12 0.05 0.01 0.00 Queue Length (95%)11 00 Control Delay (s/veh) LOS V/C Ratio Queue Length (95%) LTR LTR L TR LTR Control Delay (s/veh)16.4 17.1 31.0 28.7 30.1 LOS BB C CC V/C Ratio 0.37 0.42 0.40 0.36 0.42 Queue Length (95%)68 8 55 LTR T R L T Control Delay (s/veh)23.8 19.0 17.2 17.5 18.1 LOS C BBBB V/C Ratio 0.30 0.34 0.20 0.20 0.27 Queue Length (95%)5 7336 LTR L TR L TR Control Delay (s/veh)34.7 13.5 14.6 12.8 15.3 LOS CB BB B V/C Ratio 0.61 0.25 0.40 0.21 0.44 Queue Length (95%)1 0 39 39 LTR LTR LTR L TR Control Delay (s/veh)28.5 29.4 33.2 17.6 15.6 LOS CCC B B V/C Ratio 0.49 0.55 0.60 0.39 0.20 Queue Length (95%)81 19 5 4 LT R T L Control Delay (s/veh)7.8 31.1 78.3 LOS ADF V/C Ratio 0.19 0.29 0.81 Queue Length (95%)12 6 LTR LTR LTR LTR Control Delay (s/veh)13.6 14.6 33.0 28.3 LOS BBCC V/C Ratio 0.35 0.42 0.40 0.13 Queue Length (95%)5752 17.1B 0.41 Rouse Avenue & Babcock Street Movement Group OVERALL 19.6B 0.50 OVERALL 27.5C 0.61 NA 17.4B 0.38 Movement Group OVERALL Movement Group OVERALL OVERALL Willson Avenue & Babcock Street 20.2C 0.32 Willson Avenue & Main Street 21.1C 0.42 LTR LT RTMovement Group OVERALL Willson Avenue & Lamme Street Movement Group N 7th Avenue & Mendenhall Street Movement Group N 7th Avenue & Main Street B 0.37 0.61 Movement Group N 7th Avenue & Durston Road Table 2. Existing Peak PM Hour Capacity Analysis Summary Intersection MOE EB WB NB SB Intersection Movement Group NA Movement Group NA Willson Avenue & Beall Street N 8th Avenue & Babcock Street Movement Group NA Movement Group OVERALL Main Street & N 8th Avenue 14.3B 0.53 OVERALL 38.6D 0.74 OVERALL 14.5 OVERALL 17.9B 17.8 15.8 BBB 0.41 0.35 0.20 64 17.7 3 Movement Group Willson Avenue & Mendenhall Street Rouse Avenue & Mendenhall Street Movement Group Rouse Avenue & Main Street Movement Group Church Avenue & Main Street One 11 Apartments TIS page 11 TRAFFIC IMPACT STUDY TRIP GENERATION Table 3 is a trip generation summary for the One 11 Apartments development. Trip generation rates from ITE’s Trip Generation Report, 9th Edition were evaluated to determine the land use rates that would be most representative of the proposed development land uses. Within Table 3, trip generation rates and resulting trip projections for the average weekday and the am and pm peak hours for the development are noted. The proposed development, consisting of 51 apartment units and 4,600 square feet of leasable space, herein assumed to be ITE Land Use Code 826 “Specialty Retail”, would generate approximately 374 average weekday trips (AWT) with 57 in the am peak hour of the generator and 44 trips in the peak pm hour of adjacent street traffic. It should be noted that the ITE report does not provide a rate for the noon hour, but the peak am hour of the generator was used in the analysis of noon hour impacts. Thus, there is a possibility that noon hour impacts could be over-estimated within the study analysis. Table 3. One 11 Apartments Development Trip Generation No. of Rate Total Total Total Units Units Rate Trips Rate Trips Enter Exit Rate Trips Enter Exit New Development Land Uses Code 220 Apartment 51 Apt. Unit 1 339 2 26 5 21 3 32 21 11 Code 826 Specialty Retail 4.60 1000 sf 4 204 5 31 15 16 6 12 5 7 5 4 3 5 72 03 7 4 42 61 8 Trip Mode & Class Adjustments Pedestrian & Bike Modes Apartments 68 7 1 6 5 3 2 Retail 41 8 4 4 2 1 1 Internal Capture Within Structure 34 3 1 2 3 2 1 Passerby Traffic - Retail 26 4 2 2 1 0 1 169 22 8 14 11 6 5 3 7 4 3 51 22 3 3 32 01 3 1 - T = 6.65(X) 2 - T = 0.51 (20% enter) 3 - T = 0.62(X) (65% enter) 4 - T = 44.32(X) 5 - T = 6.84(X) (48% enter) 6 - T = 2.71(X) (44% enter) Total Development Net Vehicular Trips = Peak AM HourAve. Weekday Peak PM Hour Total Potential Trips = Total Trip Mode and Class Reductions = One 11 Apartments TIS page 12 TRAFFIC IMPACT STUDY Since the proposed development will be replacing approximately 48 parking spaces, existing trips on the street system would not necessarily be removed from the surrounding street system. From observations at various periods of the day, it appears that the existing 72 space lot has a utilization rate of 40% with approximately 29 vehicles parked at any one time. Since the new development would remove 48 parking spaces, the remaining 24 spaces would be fully utilized and the parking lot north of Beall Street would easily accommodate the 5 additional vehicles that would have normally parked within the building site. Land use developments typically produce multi-modal trips that include pedestrian, bicycle, and transit trips, in addition to other vehicular trips. When evaluating vehicular impacts, these non- vehicular and transit-related types of trips can often be considered negligible in terms of their potential impacts on site access points. The proposed development, being located within the CBD, which has numerous commercial, retail, entertainment, employment, and dining opportunities within a socially vibrant downtown area, would have enormous potential for alternate trip modes. That potential is magnified further by the relative proximity of the development to the CBD core. Estimates of alternate trip modes can be based on existing transportation modes in the immediate area and/or by examining trip distribution relative to pedestrian and bicycle attractions and mode travel times. Mode split traffic data for a study at the Black Olive Apartment development site in 2016 determined that approximately 23% of AWT are pedestrians and bicycles with 30% in the am hour and 16% in the pm hour. Since the area of influence for attractions within the CBD area are relatively the same for both developments, the mode choice should be relatively equal. For this development it was assumed that 20% of the trips would be bike and pedestrian trips on the average weekday, with 25% in the noon hour and 15% in the pm hour. This would result in approximately 109 AWT (pedestrian and bike trips) with 15 in the am hour and 7 in the pm hour, as shown in Table 3. Trip generation potential can be further refined by determining the number of “new” external trips that would appear, as vehicular traffic, at development access points. It is common for developments containing multiple land uses and/or complementary facilities to have trip origins and destinations within the development site boundaries. These trips are part of the total trip generation number, but do not have origins or destinations external to the development site, and as such, do not have an One 11 Apartments TIS page 13 TRAFFIC IMPACT STUDY impact on the traffic network external to the development. These types of trips are known as “Internal Capture Trips” (ICT). Because there would be a mix of residential developments and also employees at the specialty retail space along with amenities within the building such as the fitness center there is a definite possibility that ICT trips could occur within the confines of the building. The ITE Trip Generation Report provides data and methods to estimate ICT that were used for this study. The ICT methodology resulted in approximately 10% of the residential trips being ICT trips or approximately 34 AWT trips with 3 in the am hour and 3 in the pm hour. Once the number of external vehicle trips is determined, they can be further categorized as primary purpose, diverted link, or passerby purpose trips. Primary purpose trips are trips for which the development is a primary destination from any particular origin. Diverted link trips are trips made to a development as a secondary destination that must be diverted from a path between the origin and primary destination. Passerby trips are also trips made to a development as a secondary destination, but without a diversion from the primary trip path (i.e., a stop on the way home from work). Passerby trips do not represent “new” trips added to the adjacent street system. Thus, site generated passerby trips must be considered as new external trips (movements) at the site approach or approaches, but do not appear as new trips on the adjacent street system. The ITE report was used to determine the level of passerby trips. It was determined that a reasonable estimate of passerby trips for specialty commercial would be approximately 20%. This would result in approximately 26 passerby AWT, with 4 trips in the am hour and 1 trip in the pm hour as shown in Table 3. Table 3 presents the final net number of vehicular trips that would be added to the street system within the CBD area of Bozeman. Subtracting the pedestrian and bicycle mode trips, the internal capture trips, and the passerby trips from the potential trip increase at this site results in 374 AWT, with 35 trips in the am (noon) hour and 33 in the pm hour. It should also be noted that because of parking conditions in the CBD area, the passerby trips would actually become pedestrian trips as persons accessing the retail portion of the building make their way from adjacent parking lots and on-street parking areas. This, would result in vehicle trips to the development site being less than shown in Table 3. One 11 Apartments TIS page 14 TRAFFIC IMPACT STUDY One aspect of the site development that has not been quantified is the reduction in vehicular trips that could result from the Car Sharing feature being employed at this site. Five shared vehicle spaces will be made available to the residents of the building. The shared vehicles have the potential to reduce vehicular trips even further. Car sharing is a relatively new phenomenon that has manifested itself by the emergence of a number of new on-line companies that have a vast number of subscribers in the United States, Canada, and Europe. A literature research revealed a number of non-technical studies touting the benefits of Car Sharing. One technical study for Car Sharing within major west coast cities, in particular Vancouver, BC indicated that the approximate reduction in vehicular trips associated with each shared car ranged from 3 to 11 trips. Since data for the development concept being proposed is not available, no reduction in vehicular trips could be applied, but the potential for far fewer vehicular trips than estimated in this study is a very real possibility. TRIP DISTRIBUTION There are various methods available for determining the directional distribution of trips to and from site developments. For developments within a large urbanized area, the TIS is best accomplished through the creation of a computerized transportation model of the urban street system, which includes the proposed development changes. When the creation of a model is not feasible, realistic estimates can be made by determining the distribution of existing traffic volumes on the surrounding street system. The existing distribution can then be applied to newly generated trips, with adjustments made based upon the likely trip origins and destinations associated with the particular development land use or uses. For the One 11 Apartments development, a basic area of influence model was used. With potential for trip origins and destinations to be made throughout Bozeman and the entire regional area. Large polygon areas were plotted on aerial photos of the Bozeman urban area. The polygon boundaries were defined by direction of access on the entire street system. One of the polygons encompassed an area surrounding the development that represented prime trip attraction for bicycle and pedestrian travel modes. The boundaries of that polygon were based on a 1,400-foot radius, which is the maximum distance that pedestrians will walk, instead of using a motorized vehicle. One 11 Apartments TIS page 15 TRAFFIC IMPACT STUDY Approximate population and commercial densities were estimated within each of the polygon areas. The percentage densities of each polygon were calculated based on the entire study area and applied to street links accessing the site. A Gravity Equation using the inverse square of the travel time to the center of each polygon was applied to the densities and the relative percentage attraction was calculated. Figure 4 on the following page presents the results of the trip distribution model. Primary trips were distributed along each arterial and collector street that have potential impacted intersection within a one-half mile radius of the development site. One 11 Apartments TIS page 16 TRAFFIC IMPACT STUDY One 11 Apartments TIS page 17 TRAFFIC IMPACT STUDY TRAFFIC ASSIGNMENT The assignment of site traffic to the street system and site access points is dependent upon several factors. Two such factors are external directional distribution and localized operational site conditions such as one-way streets and intersection delays. Directional distribution proportions were determined in the trip distribution analysis to provide access traffic demand estimates. The distribution/assignment estimates represent traffic movements to and from the site that would occur depending on the directions of arrival or departure relative to the chosen access point. The combined calculation of demand and least time accessibility were used to estimate likely movement volumes at each individual intersection. Turning movements at each access point were then calculated through the application of trip distribution to development vehicular trip generation estimates. Figure 5 presents results of the vehicular traffic volume assignment analysis for average weekday traffic (AWT) and peak noon and pm hour subdivision development conditions. AWT volumes shown in Figure 5 indicate that Willson Avenue would have the highest site generated traffic volumes with approximately 221 AWT south of the site and 101 AWT south of the site. Site pedestrian traffic would be mostly concentrated at the intersections of Mendenhall Street and Willson with dispersion of pedestrian traffic in all directions from that location. One 11 Apartments TIS page 18 TRAFFIC IMPACT STUDY One 11 Apartments TIS page 19 TRAFFIC IMPACT STUDY IMPACTS Existing Traffic Volumes Traffic volume impacts for site developments can often be quantified by determining the change in traffic volumes expected at various points within the surrounding network of roads and streets. Site traffic assignments give an indication of what volume of traffic could potentially be added to the street system during the average weekday (AWT). Yet in almost all cases, it is very difficult to determine AWT on any section of street to within 10% accuracy. Thus, impact analyses on streets with relative percentage increases less than 10% are not normally considered to be significant. In this case, the highest AWT impact on any street would be on Willson Avenue north of Lamme Street where site generated traffic would be approximately 6% of existing traffic. While the percent change in AWT can be used to identify general locations where impacts could be significant, it is the volume changes during peak traffic flow periods that provide specific information on the type and location of impacts that could potentially occur. Figures 6 and 7 present the calculated existing plus site traffic volumes that would be associated with development of One 11 Apartments. The intersection volumes shown in Figures 6 and 7 are used in capacity calculations to determine whether the additional traffic would have noticeable impacts on each intersection’s efficiency. One 11 Apartments TIS page 20 TRAFFIC IMPACT STUDY One 11 Apartments TIS page 21 TRAFFIC IMPACT STUDY One 11 Apartments TIS page 22 TRAFFIC IMPACT STUDY Capacity Tables 4 and 5 present capacity analysis results for potentially impacted intersections using existing plus development generated peak noon and pm hour traffic volumes. All of the potentially impacted intersections would remain at or above an acceptable LOS “C” except for the three intersections that have movements that operate at LOS “D” and LOS “F”. In comparing Tables 4 and 5 to Tables 1 and 2, it can be seen that very minor changes in delay and v/c ratios would occur. Some of the vehicle queues would change with single vehicles increases in some lanes and single vehicle decreases in others. None of the intersections would have any change in the overall LOS or individual movement LOS. This indicates that if the development existed at the present time, there would be no measurable difference in current operations at any of the intersections. One 11 Apartments TIS page 23 TRAFFIC IMPACT STUDY L LTR LTR L TR L T R Control Delay (s/veh)36.2 45.1 62.5 25.9 35.4 26.5 33.7 29.6 LOS DD E C DCCC V/C Ratio 0.26 0.70 0.86 0.36 0.59 0.34 0.51 0.21 Queue Length (95%)6 9 1 061 0 5 9 4 LTR LT TR Control Delay (s/veh)27.0 7.3 7.5 LOS CAA V/C Ratio 0.50 0.23 0.27 Queue Length (95%)744 LL T R L T R L T R L R Control Delay (s/veh)9.9 10.2 27.3 21.2 30.8 8.8 LOS AB C C C A V/C Ratio 0.36 0.48 0.65 0.01 0.69 0.30 Queue Length (95%)46 8 0 9 6 TR L R L T R Control Delay (s/veh)14.2 32.3 5.0 29.3 16.5 LOS BCA CB V/C Ratio 0.49 0.52 0.32 0.36 0.14 Queue Length (95%)765 42 LTR L L Control Delay (s/veh)20.5 8.5 8.1 LOS CA A V/C Ratio 0.47 0.03 0.06 Queue Length (95%)31 1 LTR LTR L L Control Delay (s/veh)10.1 10.6 7.5 7.5 LOS BB AA V/C Ratio 0.04 0.03 0.00 0.00 Queue Length (95%)11 00 LTR LTR L L Control Delay (s/veh)11.7 11.8 7.5 7.4 LOS BB AA V/C Ratio 0.12 0.06 0.01 0.03 Queue Length (95%)11 11 Control Delay (s/veh) LOS V/C Ratio Queue Length (95%) LTR LTR L TR LTR Control Delay (s/veh)13.3 13.4 30.5 31.6 32.4LOSBB C CC V/C Ratio 0.32 0.32 0.23 0.33 0.36 Queue Length (95%)75 3 75 LTR T R L T Control Delay (s/veh)24.2 17.6 16.7 16.5 17.7 LOS C BBBB V/C Ratio 0.32 0.24 0.15 0.13 0.24 Queue Length (95%)6 6135 LTR L TR L TR Control Delay (s/veh)30.2 12.5 13.3 11.6 14.2 LOS CB BB B V/C Ratio 0.34 0.19 0.30 0.12 0.37 Queue Length (95%)52 71 7 LTR LTR LTR L TR Control Delay (s/veh)27.7 27.9 30.0 16.2 14.9 LOS CCC B B V/C Ratio 0.44 0.47 0.43 0.28 0.12 Queue Length (95%)996 4 4 LT R T L Control Delay (s/veh)7.7 20.0 29.1 LOS AC D V/C Ratio 0.15 0.10 0.44 Queue Length (95%)11 3 LTR LTR LTR LTR Control Delay (s/veh)12.9 13.5 30.7 27.5 LOS BBCC V/C Ratio 0.29 0.35 0.28 0.07 Queue Length (95%)6941 Movement Group OVERALL Church Avenue & Main Street 15.5B 0.32 Rouse Avenue & Babcock Street Movement Group OVERALL Rouse Avenue & Main Street 26.1C 0.49 Movement Group NA Movement Group OVERALL Rouse Avenue & Mendenhall Street 16.8B 0.36 Willson Avenue & Babcock Street 20.2C 0.28 Movement Group OVERALL Willson Avenue & Main Street 18.5B 0.34 Movement Group OVERALL Willson Avenue & Mendenhall Street 17.0 16.7 15.9 16.7 BBBB 0.36 0.27 0.21 0.31 531 Willson Avenue & Lamme Street Movement Group LTR LT RT OVERALL Movement Group NA Willson Avenue & Beall Street Movement Group NA Movement Group NA N 8th Avenue & Babcock Street Main Street & N 8th Avenue 12.7B 0.47 Movement Group OVERALL N 7th Avenue & Main Street 17.9B 0.74 Movement Group OVERALL N 7th Avenue & Durston Road 39.1D 0.71 Movement Group OVERALL N 7th Avenue & Mendenhall Street 13.2B 0.34 Table 4. Existing Plus Site Traffic Peak Noon Hour Capacity Analysis Summary Intersection MOE EB WB NB SB Intersection Movement Group OVERALL One 11 Apartments TIS page 24 TRAFFIC IMPACT STUDY L LTR LTR L TR L T R Control Delay (s/veh)36.6 48.9 53.7 26.9 39.0 32.9 33.3 29.3 LOS D D DCD C C C V/C Ratio 0.30 0.77 0.77 0.42 0.72 0.48 0.49 0.19 Queue Length (95%)78 9 3 1 2 493 LTR LT TR Control Delay (s/veh)28.9 7.5 7.4 LOS CAA V/C Ratio 0.62 0.27 0.25 Queue Length (95%)854 LL T R L T R L T R L R Control Delay (s/veh)11.1 10.2 28.0 21.3 25.5 10.0 LOS BB C C C B V/C Ratio 0.44 0.48 0.73 0.02 0.52 0.34 Queue Length (95%)66 9 0 6 5 TR L R L T R Control Delay (s/veh)17.3 31.3 5.5 32.3 16.1 LOS BCA CB V/C Ratio 0.54 0.50 0.39 0.51 0.21 Queue Length (95%)775 43 LTR L L Control Delay (s/veh)26.7 8.3 8.1 LOS DA A V/C Ratio 0.54 0.03 0.07 Queue Length (95%)41 1 LTR LTR L L Control Delay (s/veh)10.7 11.4 7.5 7.7 LOS BB AA V/C Ratio 0.04 0.03 0.00 0.00 Queue Length (95%)11 00 LTR LTR L L Control Delay (s/veh)11.6 11.5 7.5 7.6 LOS BB AA V/C Ratio 0.12 0.06 0.01 0.00 Queue Length (95%)11 00 Control Delay (s/veh) LOS V/C Ratio Queue Length (95%) LTR LTR L TR LTR Control Delay (s/veh)16.4 17.1 31.2 28.9 30.4 LOS BB C CC V/C Ratio 0.37 0.42 0.41 0.37 0.44 Queue Length (95%)67 6 66 LTR T R L T Control Delay (s/veh)23.8 19.1 17.2 17.5 18.1 LOS C BBBB V/C Ratio 0.30 0.34 0.20 0.20 0.28 Queue Length (95%)6 8267 LTR L TR L TR Control Delay (s/veh)34.7 13.5 14.6 12.8 15.3 LOS CB BB B V/C Ratio 0.61 0.25 0.40 0.21 0.44 Queue Length (95%)1 0 39 39 LTR LTR LTR L TR Control Delay (s/veh)28.6 29.5 33.3 17.6 15.6 LOS CCC B B V/C Ratio 0.49 0.56 0.60 0.39 0.20 Queue Length (95%)91 29 5 4 LT R T L Control Delay (s/veh)7.8 31.1 78.3 LOS ADF V/C Ratio 0.19 0.29 0.81 Queue Length (95%)12 6 LTR LTR LTR LTR Control Delay (s/veh)13.6 14.6 33.0 28.3 LOS BBCC V/C Ratio 0.35 0.42 0.40 0.13 Queue Length (95%)5752 Movement Group OVERALL Church Avenue & Main Street 17.1B 0.41 Rouse Avenue & Babcock Street Movement Group OVERALL Rouse Avenue & Main Street 27.5C 0.62 Movement Group NA Movement Group OVERALL Rouse Avenue & Mendenhall Street 19.6B 0.50 Willson Avenue & Babcock Street 20.2C 0.32 Movement Group OVERALL Willson Avenue & Main Street 21.2C 0.43 Movement Group OVERALL Willson Avenue & Mendenhall Street 17.8 18.0 15.9 17.5 BBBB 0.41 0.36 0.21 0.38 743 Willson Avenue & Lamme Street Movement Group LTR LT RT OVERALL Movement Group NA Willson Avenue & Beall Street Movement Group NA Movement Group NA N 8th Avenue & Babcock Street Main Street & N 8th Avenue 14.3B 0.53 Movement Group OVERALL N 7th Avenue & Main Street 18.1B 0.61 Movement Group OVERALL N 7th Avenue & Mendenhall Street 14.5B 0.37 Movement Group OVERALL N 7th Avenue & Durston Road 39.5D 0.77 Movement Group OVERALL Table 5. Existing Plus Site Traffic Peak PM Hour Capacity Analysis Summary Intersection MOE EB WB NB SB Intersection One 11 Apartments TIS page 25 TRAFFIC IMPACT STUDY Safety In terms of accident potential at the study accesses and intersections, any increase in traffic would result in a commensurate increase in exposure, which has the potential to result in a higher number of total accidents at area intersections. However, it is unlikely that accident and/or severity rates would increase as a result of the additional demand created by the minimal volume of site-generated traffic. Future Traffic Volumes Because the development site is located near the center of the CBD which has fully occupied for many decades, the only significant changes in traffic would occur due to redevelopment of existing properties, increased densities, and land use changes. In 2003 and 2004, Marvin & Associates prepared a TIS for the Arts at City Center project in Downtown Bozeman. That study included extensive traffic counts at almost all downtown intersections as well and electronic counts on key streets. Eight of the fifteen intersections counts taken in 2017 were compared to year 2003 counts at the same intersections and it was determined that the net traffic growth over the past 14 years was approximately 1%, which is incredible considering all of the changes that have occurred in the CBD in the past 14 years. It appears that some of the growth has been absorbed by increases in pedestrian and bicycle traffic. Given these facts, it appears that future traffic projections based on historic records would be minimal. An assumption was made that an increase of 5% over the next 15-year period would not be unreasonable considering the past trends. Therefore, a 5% increase was applied to the peak pm hour traffic conditions for analysis of future (year 2032) conditions. Figure 7 presents the peak pm hour year 2031 traffic projections at the nine study intersections and at the development’s garage access on Olive Street. Future projections for the year 2031 peak noon hour were not completed since the peak pm hour existing plus site traffic conditions were the most significant time period for the majority of intersections that operate at less than LOS “C”. One 11 Apartments TIS page 26 TRAFFIC IMPACT STUDY Future Capacity Table 6 presents a summary of capacity calculations for future (year 2032) peak pm hour conditions based on existing traffic increases of 5% plus site traffic at each of the intersections. Future capacity calculations for the year 2032 peak noon hour were not completed since the peak pm hour existing traffic capacity conditions had the highest average vehicle delay at most of the intersections. In comparing Table 6 results to Table 5, it can be seen that two of the three intersections that currently have approaches operating below LOS “C” would be measurably worse. The intersection of Durston Road and N 7th Avenue would have both eastbound and westbound through movements operating at LOS “E” and a reduction in LOS from “C” to “D” would occur for the southbound left turn movement on N 7th Avenue. This indicates that the intersection of Durston and N 7th Avenue is currently unstable and future improvements will undoubtedly be required. The intersection of Babcock Street and Rouse Avenue would have a reduction in the northbound LOS from LOS “D” to LOS “E”. This also indicates that future improvements would be required at that intersection. One 11 Apartments TIS page 27 TRAFFIC IMPACT STUDY L LTR LTR L TR L T R Control Delay (s/veh)36.5 56.2 58.2 28.0 40.4 36.4 33.7 29.6 LOS DE E C DDCC V/C Ratio 0.29 0.85 0.82 0.45 0.76 0.54 0.51 0.21 Queue Length (95%)7 1 0 1 151 2 5 9 5 LTR LT TR Control Delay (s/veh)29.6 7.5 7.5 LOS CAA V/C Ratio 0.66 0.28 0.26 Queue Length (95%)944 LL T R L T R L T R L R Control Delay (s/veh)11.8 10.4 29.6 21.3 26.0 10.3 LOS BB C C C B V/C Ratio 0.48 0.50 0.78 0.02 0.54 0.37 Queue Length (95%)66 1 0 0 6 5 TR L R L T R Control Delay (s/veh)17.8 31.7 5.7 32.9 16.3 LOS BCA CB V/C Ratio 0.57 0.52 0.41 0.54 0.22 Queue Length (95%)966 62 LTR L L Control Delay (s/veh)31.6 8.3 8.2 LOS DA A V/C Ratio 0.61 0.03 0.07 Queue Length (95%)41 1 LTR LTR L L Control Delay (s/veh)10.8 11.6 7.5 7.8 LOS BB AA V/C Ratio 0.04 0.03 0.00 0.00 Queue Length (95%)11 00 LTR LTR L L Control Delay (s/veh)11.8 11.8 7.5 7.6 LOS BB AA V/C Ratio 0.13 0.06 0.01 0.00 Queue Length (95%)11 00 Control Delay (s/veh) LOS V/C Ratio Queue Length (95%) LTR LTR L TR LTR Control Delay (s/veh)16.8 17.6 32.3 29.2 31.2 LOS BB C CC V/C Ratio 0.39 0.45 0.44 0.38 0.47 Queue Length (95%)68 7 77 LTR T R L T Control Delay (s/veh)24.0 19.4 17.4 17.9 189.3 LOS C BBBB V/C Ratio 0.31 0.36 0.21 0.21 0.29 Queue Length (95%)7 9457 LTR L TR L TR Control Delay (s/veh)30.6 17.4 18.1 16.1 19.0 LOS CB BB B V/C Ratio 0.57 0.32 0.45 0.25 0.50 Queue Length (95%)10 3 9 6 11 LTR LTR LTR L TR Control Delay (s/veh)29.7 30.2 34.3 17.9 15.7 LOS CCC B B V/C Ratio 0.54 0.59 0.64 0.42 0.20 Queue Length (95%)12 12 10 8 5 LT R T L Control Delay (s/veh)7.8 35.7 81.3 LOS AEF V/C Ratio 0.20 0.34 0.79 Queue Length (95%)12 6 LTR LTR LTR LTR Control Delay (s/veh)13.9 14.9 33.6 28.4 LOS BBCC V/C Ratio 0.37 0.45 0.42 0.13 Queue Length (95%)6952 Table 6. Future Year 2032 Peak PM Hour Traffic Capacity Analysis Summary Intersection MOE EB WB NB SB Intersection Movement Group OVERALL N 7th Avenue & Durston Road 41.9D 0.82 Movement Group OVERALL N 7th Avenue & Mendenhall Street 14.8B 0.39 Movement Group OVERALL N 7th Avenue & Main Street 19.0B 0.65 Movement Group OVERALL Main Street & N 8th Avenue 14.6B 0.55 Movement Group NA N 8th Avenue & Babcock Street Movement Group NA Willson Avenue & Beall Street Movement Group NA Willson Avenue & Lamme Street Movement Group LTR LT RT OVERALL Willson Avenue & Mendenhall Street 18.0 18.3 16.1 17.8 BBBB 0.43 0.38 0.22 0.41 753 Movement Group OVERALL Willson Avenue & Main Street 21.7C 0.46 Movement Group OVERALL Willson Avenue & Babcock Street 20.4C 0.34 Movement Group OVERALL Rouse Avenue & Mendenhall Street 21.3C 0.53 Movement Group OVERALL Rouse Avenue & Main Street 28.3C 0.65 Movement Group NA Movement Group OVERALL Church Avenue & Main Street 17.4B 0.44 Rouse Avenue & Babcock Street One 11 Apartments TIS page 28 TRAFFIC IMPACT STUDY SITE ACCESS TRAFFIC OPERATIONS Figure 8 illustrates the location of the parking garage access on Willson Avenue along with year 2032 traffic volumes during the peak noon hour and peak pm hours. Capacity calculation were completed for the garage access assuming a stop condition entering Willson Avenue from the garage (see Appendix C—4). It was determined that all movements would operate ay LOS “A” in the year 2032. Safety operations related to the garage access would focus primarily on line of sight from the access to approach traffic on Willson Avenue. The spot speed statistics indicate that the 85th % speeds on Willson Avenue are nearly 25mph in both directions, Thus, the minimum stopping sight distance required in both directions would be 155 feet. Since the block length between Lamme Street and Beall Street is shorter than average (approximately 220’ between north and south curb lines) it was determined that the only viable parking on the west side of Willson Avenue would be a single 20’ space located 30’ north of the Lamme Street curb radius. At the present time that space serves as an access to the parking lot. There are approximately 3 spaces north of the proposed garage access that are clearly within the vision triangle for the existing access that will serve as the garage access. One 11 Apartments TIS page 29 TRAFFIC IMPACT STUDY CONCLUSIONS AND RECOMMENDATIONS Analysis of trip generation estimates, traffic assignments, and capacity calculations show that the development of One 11 Apartments would not have any appreciable impacts on traffic operations on the surrounding street system. Capacity calculations indicate that the only external area intersection that operates at an overall LOS less than “C” is the intersection of Durston Road and N 7th Avenue which currently operates at LOS “D” during the peak noon and pm hours. The Bozeman Transportation Plan does not have any projects recommended at this intersection and does not indicate future operational problems. Apparently there is a wide fluctuation in traffic demand at this intersection and the year 2017 counts taken for this study happened on a peak day. Since the anticipated site traffic volume impact at that intersection is less than 1% of the total volume entering the intersection, the impact could be considered insignificant in terms of overall operational demands. Analysis of key downtown intersections for year 2032 conditions indicate that none of the intersections would operate at less than an overall LOS “C”. From our analysis it appears that the development will provide an environment for traffic reduction commensurate with the current trends in the downtown area. The commercial facilities with the residential building and the Car Sharing concept would provide the atmosphere which would contribute appreciably to future reductions in motorized vehicular traffic in the downtown environment. It is recommended that garage access be designed to allow sufficient sight distance on Willson Street to avoid conflicts with pedestrians on the adjacent sidewalk and approaching traffic on Willson Street. Elimination of parking on the west side on Willson Street between Beall Street and Lamme Street would provide appreciable safety benefits in that regard. If deemed necessary, one short-term parking space could be feasible near the northwest corner of the Willson Avenue and Lamme Street intersection. That space would need to comply with the state motor vehicle codes, which requires a 30’ setback from the curb radius on the approach side of an intersection. APPENDIX A Traffic Count Volumes Hour 9/27/17 9/28/17 9/29/17 9/30/17 10/1/17 10/2/17 10/3/17 Average Average % of Begin Wed Thu Fri Sat Sun Mon Tue Daily Weekday AWT 0 6 6 17 7 2 2 7 4 0.3% 1 569514 5 40 . 3 % 2 142311 2 20 . 1 % 3 322110 2 20 . 1 % 4 113333 2 20 . 1 % 5 348383 5 50 . 3 % 6 24 17 10 3 21 20 16 21 1.5% 7 54 65 18 6 48 61 42 57 4.1% 8 87 97 31 25 67 82 65 83 6.0% 9 100 100 66 49 77 68 77 86 6.3% 10 92 94 87 68 65 112 86 91 6.6% 11 90 129 83 79 98 132 102 112 8.1% 12 114 138 84 74 103 119 105 119 8.6% 13 100 111 71 76 117 95 109 7.9% 14 99 108 57 62 116 88 108 7.8% 15 143 138 97 70 53 112 102 123 8.9% 16 129 130 68 89 64 133 102 115 8.3% 17 145 161 62 114 60 92 106 115 8.3% 18 85 90 52 57 38 78 67 76 5.5% 19 57 72 51 36 36 37 48 54 3.9% 20 33 37 38 24 31 20 31 32 2.3% 21 34 25 40 43 28 20 32 30 2.2% 22 12 20 30 23 11 10 18 18 1.3% 23 17 13 16 15 7 6 12 13 0.9% Total 655 1465 1336 1019 792 1236 607 1216 1379 100.0% Willson Avenue North of Lamme Street - Northbound 0.0% 1.0% 2.0% 3.0% 4.0% 5.0% 6.0% 7.0% 8.0% 9.0% 10.0% 0123456789 1 0 1 1 1 2 1 3 1 4 1 5 1 6 1 7 1 8 1 9 2 0 2 1 2 2 2 3 Pe r c e n t o f A v e r a g e D a y V o l u m e Hour of Day (Beginning) Eastbound Volume Distribution Hourly % of Volume Hour 9/27/17 9/28/17 9/29/17 9/30/17 10/1/17 10/2/17 10/3/17 Average Average % of Begin Wed Thu Fri Sat Sun Mon Tue Daily Weekday AWT 0 4 1 0 96416 5 0 . 4 % 1 3439044 3 0 . 2 % 2 1514002 2 0 . 1 % 3 3221112 2 0 . 1 % 4 2042012 1 0 . 1 % 5 5544876 6 0 . 5 % 6 24 11 7 5 15 19 14 17 1.4% 7 75 77 17 12 63 73 53 72 6.0% 8 94 76 56 27 81 103 73 89 7.4% 9 77 85 72 39 100 76 75 85 7.1% 10 82 81 73 54 79 81 75 81 6.7% 11 84 123 82 44 90 116 90 103 8.6% 12 82 105 69 57 96 89 83 93 7.8% 13 79 86 50 40 100 71 88 7.4% 14 82 80 45 46 93 69 85 7.1% 15 100 80 104 56 47 100 81 96 8.0% 16 86 107 91 55 56 103 83 97 8.1% 17 108 121 97 46 33 83 81 102 8.5% 18 71 67 43 49 39 67 56 62 5.2% 19 52 44 47 40 18 30 39 43 3.6% 20 33 32 36 17 14 11 24 28 2.3% 21 11 14 29 21 17 14 18 17 1.4% 22 12 14 19 16 10 11 14 14 1.2% 23 1 081 4 1 19 3 9 9 0 . 7 % Total 483 1184 1230 805 593 1152 571 1026 1198 100.0% Willson Avenue North of Lamme Street - Southbound 0.0% 1.0% 2.0% 3.0% 4.0% 5.0% 6.0% 7.0% 8.0% 9.0% 10.0% 0 1 2 3 4 5 6 7 8 9 1 01 11 21 31 41 51 61 71 81 92 02 12 22 3 Pe r c e n t o f A v e r a g e D a y V o l u m e Hour of Day (Beginning) Westbound Volume Distribution Hourly % of Volume Hour 9/27/17 9/28/17 9/29/17 9/30/17 10/1/17 10/2/17 10/3/17 Average Average % of Begin Wed Thu Fri Sat Sun Mon Tue Daily Weekday AWT 0 10 16 26 13 6 3 12 9 0.3% 1 8 1 01 21 4 1 8 9 70 . 3 % 2 2937114 3 0 . 1 % 3 6442213 3 0 . 1 % 4 3175344 3 0 . 1 % 5 8 91 271 6 1 01 01 1 0 . 4 % 6 48 28 17 8 36 39 29 38 1.5% 7 129 142 35 18 111 134 95 129 5.0% 8 181 173 87 52 148 185 138 172 6.7% 9 177 185 138 88 177 144 152 171 6.6% 10 174 175 160 122 144 193 161 172 6.7% 11 174 252 165 123 188 248 192 216 8.4% 12 196 243 153 131 199 208 188 212 8.2% 13 179 197 121 116 217 166 198 7.7% 14 181 188 102 108 209 158 193 7.5% 15 243 218 201 126 100 212 183 219 8.5% 16 215 237 159 144 120 236 185 212 8.2% 17 253 282 159 160 93 175 187 217 8.4% 18 156 157 95 106 77 145 123 138 5.4% 19 1 0 9 1 1 6 9 87 65 46 7 8 7 9 8 3 . 8 % 20 66 69 74 41 45 31 54 60 2.3% 21 45 39 69 64 45 34 49 47 1.8% 22 24 34 49 39 21 21 31 32 1.2% 23 27 21 30 26 16 9 22 22 0.8% Total 1138 2649 2566 1824 1385 2388 1178 2242 2577 100.0% Willson Avenue North of Lamme Street - NB & SB 0.0% 1.0% 2.0% 3.0% 4.0% 5.0% 6.0% 7.0% 8.0% 9.0% 0123456789 1 0 1 1 1 2 1 3 1 4 1 5 1 6 1 7 1 8 1 9 2 0 2 1 2 2 2 3 Pe r c e n t o f A v e r a g e D a y V o l u m e Hour of Day (Beginning) EB & WB Volume Distribution Hourly % of Volume Hour 9/27/17 9/28/17 9/29/17 9/30/17 10/1/17 10/2/17 10/3/17 Average Average % of Begin Wed Thu Fri Sat Sun Mon Tue Daily Weekday AWT 0 042702 3 20 . 2 % 1 154401 3 20 . 2 % 2 000100 0 00 . 0 % 3 101000 0 00 . 0 % 4 111002 1 10 . 1 % 5 520044 3 40 . 5 % 6 1 0 9427 1 07 91 . 3 % 7 29 29 22 7 47 33 28 35 4.9% 8 56 59 84 10 44 50 51 52 7.5% 9 41 45 199 24 49 42 67 44 6.3% 10 25 28 133 25 28 37 46 30 4.2% 11 53 56 53 38 52 69 54 58 8.2% 12 61 69 29 35 60 67 54 64 9.2% 13 45 54 40 26 49 43 49 7.0% 14 64 54 34 43 63 52 60 8.6% 15 49 65 47 25 51 47 55 7.8% 16 52 60 62 35 38 63 52 59 8.5% 17 68 55 70 41 25 57 53 63 8.9% 18 48 47 51 28 27 30 39 44 6.3% 19 28 25 29 17 20 16 23 25 3.5% 20 10 25 28 11 16 15 18 20 2.8% 21 12 6 26 23 12 6 14 13 1.8% 22 9 9 16 11 5 2 9 9 1.3% 23 567724 5 60 . 8 % Total 232 674 769 826 392 647 317 666 701 100.0% Lamme Street West of Willson Avenue - Eastbound 0.0% 1.0% 2.0% 3.0% 4.0% 5.0% 6.0% 7.0% 8.0% 9.0% 10.0% 0123456789 1 0 1 1 1 2 1 3 1 4 1 5 1 6 1 7 1 8 1 9 2 0 2 1 2 2 2 3 Pe r c e n t o f A v e r a g e D a y V o l u m e Hour of Day (Beginning) Eastbound Volume Distribution Hourly % of Volume Hour 9/27/17 9/28/17 9/29/17 9/30/17 10/1/17 10/2/17 10/3/17 Average Average % of Begin Wed Thu Fri Sat Sun Mon Tue Daily Weekday AWT 0 0 3 5 11 5 3 5 3 0.6% 1 2384113 2 0 . 4 % 2 0253112 1 0 . 2 % 3 0001000 0 0 . 0 % 4 2010201 1 0 . 2 % 5 5220212 3 0 . 6 % 6 5350213 3 0 . 6 % 7 91 02 21 6 1 59 1 3 2 . 9 % 8 11 64 4 3 12 11 18 25 5.7% 9 26 62 41 11 16 17 29 30 7.1% 10 41 63 52 19 24 19 36 37 8.6% 11 63 70 28 15 26 42 41 50 11.8% 12 28 26 17 12 21 24 21 25 5.8% 13 32 36 18 15 19 24 29 6.8% 14 39 44 15 14 26 28 36 8.5% 15 25 27 10 15 23 20 25 5.9% 16 30 32 35 18 21 35 29 33 7.7% 17 27 35 59 22 17 25 31 37 8.5% 18 19 27 33 15 15 14 21 23 5.4% 19 16 27 24 11 11 10 17 19 4.5% 20 8 7 19 21 6 9 12 11 2.5% 21 6 7 13 10 2 12 8 10 2.2% 22 3 11 15 6 4 5 7 9 2.0% 23 41 1 1 715 5 5 1 . 2 % Total 113 435 624 323 202 311 135 369 427 100.0% Lamme Street West of Willson Avenue - Westbound 0.0% 2.0% 4.0% 6.0% 8.0% 10.0% 12.0% 14.0% 0 1 2 3 4 5 6 7 8 9 1 01 11 21 31 41 51 61 71 81 92 02 12 22 3 Pe r c e n t o f A v e r a g e D a y V o l u m e Hour of Day (Beginning) Westbound Volume Distribution Hourly % of Volume Hour 9/27/17 9/28/17 9/29/17 9/30/17 10/1/17 10/2/17 10/3/17 Average Average % of Begin Wed Thu Fri Sat Sun Mon Tue Daily Weekday AWT 0 077 1 8 557 4 0 . 4 % 1 38 1 2 8126 4 0 . 3 % 2 0254112 1 0 . 1 % 3 1011001 0 0 . 0 % 4 3120222 2 0 . 2 % 5 1 0 420655 6 0 . 6 % 6 15 12 9 2 9 11 10 12 1.0% 7 38 39 24 9 63 48 37 47 4.2% 8 6 7 1 2 3 8 81 35 66 16 8 7 7 6 . 8 % 9 67 107 240 35 65 59 96 75 6.6% 10 66 91 185 44 52 56 82 66 5.9% 11 116 126 81 53 78 111 94 108 9.6% 12 89 95 46 47 81 91 75 89 7.9% 13 77 90 58 41 68 67 78 6.9% 14 1 0 3 9 84 95 78 9 7 9 9 7 8 . 6 % 15 74 92 57 40 74 67 80 7.1% 16 82 92 97 53 59 98 80 92 8.2% 17 95 90 129 63 42 82 84 99 8.8% 18 67 74 84 43 42 44 59 67 6.0% 19 44 52 53 28 31 26 39 44 3.9% 20 18 32 47 32 22 24 29 30 2.7% 21 18 13 39 33 14 18 23 22 2.0% 22 12 20 31 17 9 7 16 18 1.6% 23 9 7 18 14 3 9 10 11 1.0% Total 345 1109 1393 1149 594 958 452 1036 1128 100.0% Lamme Street West of Willson Avenue - EB & WB 0.0% 2.0% 4.0% 6.0% 8.0% 10.0% 12.0% 0123456789 1 0 1 1 1 2 1 3 1 4 1 5 1 6 1 7 1 8 1 9 2 0 2 1 2 2 2 3 Pe r c e n t o f A v e r a g e D a y V o l u m e Hour of Day (Beginning) EB & WB Volume Distribution Hourly % of Volume APPENDIX B Willson Avenue Speed Statistics SPOT SPEED STUDY ANALYSIS (Counter) SITE :WILLSON AVENUE North of LAMME ST DIRECTION:Northbound DATE:9/27/17 to 10/3/17 TIME:142 Hours SPEED SPEED CUMULATIVE RELATIVE CUMULATIVE VALUE FREQUENCY FREQUENCY FREQ (%) FREQ (%) 1 to 15 15 986 986 14.01% 14.01% 16 to 20 20 2637 3623 37.48% 51.49% 21 to 25 25 2966 6589 42.15% 93.65% 26 to 30 30 408 6997 5.80% 99.45% 31 to 35 35 19 7016 0.27% 99.72% 36 to 40 40 5 7021 0.07% 99.79% 41 to 45 45 8 7029 0.11% 99.90% 46 to 50 50 7 7036 0.10% 100.00% 51 to 55 55 0 7036 0.00% 100.00% 56 to 60 60 0 7036 0.00% 100.00% 61 to 65 65 0 7036 0.00% 100.00% 66 to 70 70 0 7036 0.00% 100.00% TOTAL VEHICLES =7036 MEAN SPEED =22.10 mph 85TH PERCENTILE =23.97 mph PACE SPEED =16 mph TO 25 mph Number of Vehicles in Pace =5603 % of Total Vehicles in Pace =79.6% RANGE SPEED 0.00% 20.00% 40.00% 60.00% 80.00% 100.00% 120.00% 15 20 25 30 35 40 45 50 55 60 65 PE R C E N T A G E O F V E H I C L E S SPEED (MILES/HOUR) SIGMOID CURVE SPOT SPEED STUDY ANALYSIS (Counter) SITE :WILLSON AVENUE North of LAMME ST DIRECTION:Southbound DATE:9/27/17 to 10/3/17 TIME:142 Hours SPEED SPEED CUMULATIVE RELATIVE CUMULATIVE VALUE FREQUENCY FREQUENCY FREQ (%) FREQ (%) 1 to 15 15 560 560 9.37% 9.37% 16 to 20 20 1775 2335 29.71% 39.08% 21 to 25 25 2640 4975 44.18% 83.26% 26 to 30 30 876 5851 14.66% 97.92% 31 to 35 35 99 5950 1.66% 99.58% 36 to 40 40 12 5962 0.20% 99.78% 41 to 45 45 11 5973 0.18% 99.97% 46 to 50 50 2 5975 0.03% 100.00% 51 to 55 55 0 5975 0.00% 100.00% 56 to 60 60 0 5975 0.00% 100.00% 61 to 65 65 0 5975 0.00% 100.00% 66 to 70 80 0 5975 0.00% 100.00% 0.00% TOTAL VEHICLES =5975 MEAN SPEED =23.55 mph 85TH PERCENTILE =25.59 mph PACE SPEED =16 mph TO 25 mph Number of Vehicles in Pace =4415 % of Total Vehicles in Pace =73.9% RANGE SPEED 0.00% 20.00% 40.00% 60.00% 80.00% 100.00% 120.00% 15 20 25 30 35 40 45 50 55 60 65 PE R C E N T A G E O F V E H I C L E S SPEED (MILES/HOUR) SIGMOID CURVE SPOT SPEED STUDY ANALYSIS (Counter) SITE :WILLSON AVENUE North of LAMME ST DIRECTION:Both Directions DATE:9/27/17 to 10/3/17 TIME:142 Hours SPEED SPEED CUMULATIVE RELATIVE CUMULATIVE VALUE FREQUENCY FREQUENCY FREQ (%) FREQ (%) 1 to 15 15 1546 1546 11.88% 11.88% 16 to 20 20 4412 5958 33.91% 45.79% 21 to 25 25 5606 11564 43.09% 88.88% 26 to 30 30 1284 12848 9.87% 98.75% 31 to 35 35 118 12966 0.91% 99.65% 36 to 40 40 17 12983 0.13% 99.78% 41 to 45 45 19 13002 0.15% 99.93% 46 to 50 50 9 13011 0.07% 100.00% 51 to 55 55 0 13011 0.00% 100.00% 56 to 60 60 0 13011 0.00% 100.00% 61 to 65 65 0 13011 0.00% 100.00% 66 to 70 70 0 13011 0.00% 100.00% TOTAL VEHICLES =13011 750 MEAN SPEED =22.77 mph 85TH PERCENTILE =24.55 mph PACE SPEED =16 mph TO 25 mph Number of Vehicles in Pace =10018 % of Total Vehicles in Pace =77.0% RANGE SPEED 0.00% 20.00% 40.00% 60.00% 80.00% 100.00% 120.00% 15 20 25 30 35 40 45 50 55 60 65 PE R C E N T A G E O F V E H I C L E S SPEED (MILES/HOUR) SIGMOID CURVE APPENDIX C-1 Existing Capacity Calculations HCM Analysis Summary Existing Conditions R Marvin Peak Noon Hour Analysis Duration: 15 mins. Durston Road/N 7th Avenue 10/11/2017 Case: N 7th & Durston Noon Exist Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 1 1 1 3 2 4 2 L 12.0 LTR 12.0 L 12.0 L 12.0 LTR 12.0 T 12.0 T 12.0 TR 12.0 T 12.0 R 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) L 3 LTR 3 LTR 3 L 3 TR 3 L 3 T 3 R 3 175 0.90 1 184 0.90 1 53 0.90 1 23 0.90 1 204 0.90 1 91 0.90 1 89 0.90 1 614 0.90 3 3 0.90 1 72 0.90 1 534 0.90 3 146 0.90 1 20 10 0 0 --- --- 30 4 0 0 --- --- 0 6 0 0 --- --- 45 10 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP L L LTP LTP 0 30.0 3.5 1.5 25.0 3.5 1.5 6.0 4.0 0.0 40.0 3.5 1.5 Actuated 120.0 Sec 19.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB L 447 0.092 0.250 L 0.369 37.4 D 39.6 D * LTR 458 0.148 0.250 LTR 0.590 41.0 D WB * LTR 379 0.177 0.208 LTR 0.847 61.1 E 61.1 E NB Lper 189 0.020 0.375 34.1 C * Lpro 89 0.050 0.050 L 0.356 25.9 C * TR 1167 0.196 0.333 TR 0.587 35.3 D SB Lper 153 0.000 0.375 32.3 C Lpro 89 0.045 0.050 L 0.331 26.3 C T 1168 0.169 0.333 T 0.508 33.7 C R 525 0.071 0.333 R 0.213 29.6 C Intersection: Delay = 38.3sec/veh Int. LOS=D Xc= 0.68 * Critical Lane Group (v/s)Crit= 0.57 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Conditions R Marvin Peak Noon Hour Durston Road/N 7th Avenue 10/11/2017 Case: N 7th & Durston Noon Exist App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB L 5 / 5 6.0 0.0 LTR 7 / 8 9.3 0.0 All 8.0 0.0 WB LTR 9 / 10 7.5 0.0 All 7.5 0.0 NB L 4 / 5 3.4 0.0 TR 8 / 10 8.7 0.0 All 7.8 0.0 SB L 2 / 6 6.8 0.0 T 7 / 9 9.4 0.0 R 2 / 3 15.0 0.0 All 9.6 0.0 Intersect. 8.3 SIG/Cinema v3.08 Marvin & Associates Page 2 175 184 53 23 204 91 89 614 3 72 534 146 1 29 24 2 24 24 3 6 04 3 6 04 4 39 24 4 39 24 HCM Analysis Summary Existing Conditions R Marvin Peak PM Hour Analysis Duration: 15 mins. Durston Road/N 7th Avenue 10/11/2017 Case: N 7th & Durston PM Exist Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 1 1 1 3 2 4 2 L 12.0 LTR 12.0 L 12.0 L 12.0 LTR 12.0 T 12.0 T 12.0 TR 12.0 T 12.0 R 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) L 3 LTR 3 LTR 3 L 3 TR 3 L 3 T 3 R 3 198 0.90 1 205 0.90 1 51 0.90 1 22 0.90 1 185 0.90 1 87 0.90 1 108 0.90 1 758 0.90 3 2 0.90 1 79 0.90 1 509 0.90 3 142 0.90 1 20 10 0 0 --- --- 30 4 0 0 --- --- 0 6 0 0 --- --- 50 10 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP L L LTP LTP 0 30.0 3.5 1.5 25.0 3.5 1.5 6.0 4.0 0.0 40.0 3.5 1.5 Actuated 120.0 Sec 19.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB L 447 0.098 0.250 L 0.394 37.6 D 41.3 D * LTR 459 0.167 0.250 LTR 0.667 43.5 D WB * LTR 379 0.161 0.208 LTR 0.773 53.5 D 53.5 D NB Lper 201 0.058 0.375 37.5 D * Lpro 89 0.050 0.050 L 0.414 26.8 C * TR 1168 0.241 0.333 TR 0.723 39.0 D SB Lper 99 0.000 0.375 32.6 C Lpro 89 0.049 0.050 L 0.468 32.3 C T 1168 0.161 0.333 T 0.485 33.2 C R 525 0.065 0.333 R 0.194 29.3 C Intersection: Delay = 38.6sec/veh Int. LOS=D Xc= 0.74 * Critical Lane Group (v/s)Crit= 0.62 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Conditions R Marvin Peak PM Hour Durston Road/N 7th Avenue 10/11/2017 Case: N 7th & Durston PM Exist App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB L 6 / 7 6.0 0.0 LTR 8 / 9 9.1 0.0 All 7.9 0.0 WB LTR 7 / 8 8.2 0.0 All 8.2 0.0 NB L 2 / 3 7.1 0.0 TR 11 / 12 8.3 0.0 All 8.2 0.0 SB L 2 / 4 4.9 0.0 T 6 / 10 9.7 0.0 R 1 / 3 15.6 0.0 All 9.4 0.0 Intersect. 8.5 SIG/Cinema v3.08 Marvin & Associates Page 2 198 205 51 22 185 87 108 758 2 79 509 142 1 29 24 2 24 24 3 6 04 3 6 04 4 39 24 4 39 24 HCM Analysis Summary Existing Conditions R Marvin Peak Noon Hour Analysis Duration: 15 mins. /N7th Avenue 10/26/2017 Case: N 7th & Mendenhall Noon Exist Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 0 0 2 2 2 2 2 2 LT 12.0 LT 12.0 T 12.0 TR 12.0 T 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LT 3 TR 3 0 0.90 2 0 0.90 2 0 0.90 2 94 0.96 2 221 0.96 2 226 0.96 2 16 0.96 2 434 0.96 2 0 0.90 2 0 0.90 2 530 0.96 2 40 0.96 2 0 5 0 0 --- --- 120 5 0 0 --- --- 0 5 0 0 --- --- 5 5 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LT TP 0 22.0 3.5 1.5 53.0 3.5 1.5 Actuated 85.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOS WB * LTR 869 0.130 0.259 LTR 0.504 27.0 C 27.0 C NB LT 2049 0.143 0.624 LT 0.229 7.3 A 7.3 A SB * TR 2186 0.168 0.624 TR 0.269 7.5 A 7.5 A Intersection: Delay = 13.2sec/veh Int. LOS=B Xc= 0.34 * Critical Lane Group (v/s)Crit= 0.30 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Conditions R Marvin Peak Noon Hour /N7th Avenue 10/26/2017 Case: N 7th & Mendenhall Noon Exist App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in WB LTR 5 / 7 11.5 0.0 All 11.5 0.0 NB LT 2 / 4 19.1 0.0 All 19.1 0.0 SB TR 3 / 4 19.6 0.0 All 19.6 0.0 Intersect. 15.6 SIG/Cinema v3.08 Marvin & Associates Page 2 94 221 226 16 434 530 40 1 21 24 2 52 24 2 52 24 HCM Analysis Summary Existing Conditions R Marvin Peak PM Hour Analysis Duration: 15 mins. /N7th Avenue 10/26/2017 Case: N 7th & Mendenhall PM Exist Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 0 0 2 2 2 2 2 2 LT 12.0 LT 12.0 T 12.0 TR 12.0 T 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LT 3 TR 3 0 0.90 2 0 0.90 2 0 0.90 2 96 0.99 2 273 0.99 2 262 0.99 2 7 0.99 2 549 0.99 2 0 0.90 2 0 0.90 2 492 0.99 2 49 0.99 2 0 5 0 0 --- --- 100 5 0 0 --- --- 0 5 0 0 --- --- 5 5 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LT TP 0 22.0 3.5 1.5 53.0 3.5 1.5 Actuated 85.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOS WB * LTR 864 0.161 0.259 LTR 0.622 28.9 C 28.9 C NB * LT 2095 0.167 0.624 LT 0.268 7.5 A 7.5 A SB TR 2179 0.155 0.624 TR 0.248 7.4 A 7.4 A Intersection: Delay = 14.5sec/veh Int. LOS=B Xc= 0.37 * Critical Lane Group (v/s)Crit= 0.33 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Conditions R Marvin Peak PM Hour /N7th Avenue 10/26/2017 Case: N 7th & Mendenhall PM Exist App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in WB LTR 6 / 8 11.1 0.0 All 11.1 0.0 NB LT 3 / 5 18.1 0.0 All 18.1 0.0 SB TR 2 / 4 18.9 0.0 All 18.9 0.0 Intersect. 14.9 SIG/Cinema v3.08 Marvin & Associates Page 2 96 273 262 7 549 492 49 1 21 24 2 52 24 2 52 24 HCM Analysis Summary Existing Conditions R Marvin Peak Noon Hour Analysis Duration: 15 mins. Main Street/Business Access 10/26/2017 Case: N 7th & Main Noon Exist Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 3 2 2 2 1 2 2 1 L 12.0 LT 12.0 LTR 12.0 LT 12.0 LT 12.0 TR 12.0 R 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) L 3 LTR 3 LTR 3 LTR 3 LT 3 R 3 315 0.95 2 567 0.95 2 11 0.95 0 0 0.95 0 534 0.95 2 119 0.95 2 0 0.95 0 0 0.95 0 5 0.95 0 271 0.95 2 2 0.95 0 348 0.95 2 2 10 0 0 --- --- 30 4 0 0 --- --- 0 5 0 0 --- --- 80 2 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP R LTP LTP LTP LTP 0 20.0 3.5 1.5 25.0 3.5 1.5 25.0 3.5 1.5 Pretimed 85.0 Sec 15.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB Lper 139 0.000 0.353 10.1 B Lpro 416 0.112 0.235 L 0.359 9.9 A LTRper 711 0.000 0.353 * LTRpro 824 0.211 0.235 LTR 0.481 10.1 B WB * LTR 1018 0.190 0.294 LTR 0.644 27.2 C 27.2 C NB LTR 481 0.003 0.294 LTR 0.010 21.2 C 21.2 C SB * L 411 0.204 0.294 L 0.693 30.8 C 19.9 B R 931 0.178 0.588 R 0.303 8.8 A Intersection: Delay = 17.9sec/veh Int. LOS=B Xc= 0.73 * Critical Lane Group (v/s)Crit= 0.60 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Conditions R Marvin Peak Noon Hour Main Street/Business Access 10/26/2017 Case: N 7th & Main Noon Exist App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB L 3 / 4 9.0 0.0 LTR 4 / 5 18.0 0.0 All 15.9 0.0 WB LTR 6 / 7 10.0 0.0 All 10.0 0.0 NB LTR 0 / 0 25.6 0.0 All 25.6 0.0 SB L 4 / 9 11.0 0.0 R 3 / 7 19.1 0.0 All 15.0 0.0 Intersect. 13.4 SIG/Cinema v3.08 Marvin & Associates Page 2 315 567 11 0 534 119 0 0 5 271 2 348 1 19 24 1 19 24 2 24 24 2 24 24 3 24 24 3 24 24 HCM Analysis Summary Existing Conditions R Marvin Peak PM Hour Analysis Duration: 15 mins. Main Street/Business Access 10/26/2017 Case: N 7th & Main PM Exist Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 3 2 2 2 1 2 2 1 L 12.0 LT 12.0 LTR 12.0 LT 12.0 LT 12.0 TR 12.0 R 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) L 3 LTR 3 LTR 3 LTR 3 LT 3 R 3 407 0.99 2 508 0.99 2 10 0.99 0 0 0.99 0 684 0.99 2 142 0.99 2 0 0.99 0 3 0.99 0 5 0.99 0 210 0.99 2 0 0.99 0 380 0.99 2 2 7 0 0 --- --- 30 2 0 0 --- --- 0 2 0 0 --- --- 80 0 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP R LTP LTP LTP LTP 0 18.0 3.5 1.5 28.0 3.5 1.5 25.0 3.5 1.5 Pretimed 86.0 Sec 15.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB Lper 222 0.000 0.384 10.4 B * Lpro 719 0.120 0.209 L 0.437 11.0 B TR 1102 0.280 0.593 TR 0.473 10.0 B WB * LTR 1128 0.232 0.326 LTR 0.713 27.3 C 27.3 C NB LTR 505 0.005 0.291 LTR 0.016 21.7 C 21.7 C SB * LT 407 0.152 0.291 LT 0.521 26.1 C 16.9 B R 884 0.191 0.558 R 0.343 10.5 B Intersection: Delay = 17.9sec/veh Int. LOS=B Xc= 0.61 * Critical Lane Group (v/s)Crit= 0.50 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Conditions R Marvin Peak PM Hour Main Street/Business Access 10/26/2017 Case: N 7th & Main PM Exist App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB L 4 / 6 14.0 0.0 TR 5 / 5 15.7 0.0 All 14.5 0.0 WB LTR 7 / 10 9.9 0.0 All 9.9 0.0 NB LTR 0 / 1 21.5 0.0 All 21.5 0.0 SB LT 3 / 4 10.5 0.0 R 3 / 5 17.5 0.0 All 14.6 0.0 Intersect. 12.5 SIG/Cinema v3.08 Marvin & Associates Page 2 407 508 10 0 684 142 0 3 5 210 0 380 1 17 24 1 17 24 2 27 24 2 27 24 3 24 24 3 24 24 HCM Analysis Summary Existing Conditions R Marvin Peak Noon Hour Analysis Duration: 15 mins. Main Street/N 8th Avenue 10/26/2017 Case: Main & S 8th Noon Exist Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 3 2 2 0 0 1 T 12.0 L 12.0 L 12.0 TR 12.0 T 12.0 R 12.0 T 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) TR 3 L 3 T 3 L 3 R 3 0 0.90 2 753 0.96 2 81 0.96 2 133 0.96 2 763 0.96 2 0 0.90 2 106 0.96 2 0 0.90 2 121 0.96 2 0 0.90 2 0 0.90 2 0 0.90 2 15 10 0 0 --- --- 0 5 0 0 --- --- 40 10 0 0 --- --- 0 5 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LT R TP T L P 0 12.0 4.0 0.0 40.0 3.5 1.5 14.0 3.5 1.5 Actuated 80.0 Sec 14.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB * TR 1747 0.244 0.500 TR 0.488 14.2 B 14.2 B WB * L 266 0.079 0.150 L 0.523 32.3 C 9.0 A T 2477 0.225 0.700 T 0.321 5.0 A NB * L 308 0.063 0.175 L 0.357 29.3 C 23.8 C R 589 0.053 0.375 R 0.143 16.5 B Intersection: Delay = 12.7sec/veh Int. LOS=B Xc= 0.47 * Critical Lane Group (v/s)Crit= 0.39 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Conditions R Marvin Peak Noon Hour Main Street/N 8th Avenue 10/26/2017 Case: Main & S 8th Noon Exist App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB TR 5 / 7 15.8 0.0 All 15.8 0.0 WB L 3 / 6 5.0 0.0 T 3 / 5 21.2 0.0 All 17.2 0.0 NB L 2 / 4 8.6 0.0 R 1 / 2 18.8 0.0 All 12.2 0.0 Intersect. 15.8 SIG/Cinema v3.08 Marvin & Associates Page 2 753 81 133 763 106 121 1 12 04 1 12 04 2 39 24 2 39 24 3 13 24 HCM Analysis Summary Existing Conditions R Marvin Peak PM Hour Analysis Duration: 15 mins. Main Street/S 8th Avenue 10/26/2017 Case: Main & S 8th PM Exist Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 3 2 2 0 0 1 T 12.0 L 12.0 L 12.0 TR 12.0 T 12.0 R 12.0 T 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) TR 3 L 3 T 3 L 3 R 3 0 0.90 2 756 0.93 2 88 0.93 2 153 0.93 2 901 0.93 2 0 0.90 2 148 0.93 2 0 0.90 2 165 0.93 2 0 0.90 2 0 0.90 2 0 0.90 2 15 10 0 0 --- --- 0 5 0 0 --- --- 40 10 0 0 --- --- 0 5 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LT R TP T L P 0 16.0 4.0 0.0 40.0 3.5 1.5 15.0 3.5 1.5 Actuated 85.0 Sec 14.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB * TR 1642 0.255 0.471 TR 0.543 17.3 B 17.3 B WB * L 333 0.093 0.188 L 0.495 31.3 C 9.3 A T 2498 0.274 0.706 T 0.388 5.5 A NB * L 310 0.090 0.176 L 0.513 32.3 C 24.9 C R 647 0.085 0.412 R 0.207 16.1 B Intersection: Delay = 14.3sec/veh Int. LOS=B Xc= 0.53 * Critical Lane Group (v/s)Crit= 0.44 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Conditions R Marvin Peak PM Hour Main Street/S 8th Avenue 10/26/2017 Case: Main & S 8th PM Exist App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB TR 6 / 7 13.3 0.0 All 13.3 0.0 WB L 4 / 7 5.5 0.0 T 4 / 5 20.4 0.0 All 17.0 0.0 NB L 3 / 4 9.0 0.0 R 2 / 3 16.9 0.0 All 11.9 0.0 Intersect. 14.6 SIG/Cinema v3.08 Marvin & Associates Page 2 756 88 153 901 148 165 1 16 04 1 16 04 2 39 24 2 39 24 3 14 24 HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Babcock & 8th Avenue Agency/Co.Marvin Associates Jurisdiction Ciyt of Bozeman Date Performed 10/9/2017 East/West Street Babcock Street Analysis Year 2017 North/South Street S 8th Avenue Time Analyzed Peak Noon Hour Exist Peak Hour Factor 0.91 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description One 11 Apartments Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 1 1 0 0 1 1 0 Configuration LTR L TR L TR Volume, V (veh/h)14 150 18 27 222 46 66 130 6 Percent Heavy Vehicles (%)1 1 1 1 1 Proportion Time Blocked 0.350 0.300 0.250 0.350 0.250 Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)6.41 6.51 6.21 4.11 4.11 Base Follow-Up Headway (sec)3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.51 4.01 3.31 2.21 2.21 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)200 30 73 Capacity, c (veh/h)429 1056 1222 v/c Ratio 0.47 0.03 0.06 95% Queue Length, Q₉₅ (veh)2.4 0.1 0.2 Control Delay (s/veh)20.5 8.5 8.1 Level of Service, LOS C A A Approach Delay (s/veh)20.5 0.8 2.7 Approach LOS C Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.3 Generated: 10/9/2017 5:18:29 PMBabcock & 8th Noon Exist.xtw Pedestrian Level of Service Flow (ped/hr)9 8 Two-Stage Crossing No No Pedestrian Platooning Yes Yes Conflicting Vehicular Flow (veh/h)468 467 Average Delay (s)2.3 2.3 Level of Service, LOS A A Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.3 Generated: 10/9/2017 5:18:29 PM Babcock & 8th Noon Exist.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Babcock & 8th Avenue Agency/Co.Marvin Associates Jurisdiction Ciyt of Bozeman Date Performed 10/9/2017 East/West Street Babcock Street Analysis Year 2017 North/South Street S 8th Avenue Time Analyzed Peak PM Hour Exist Peak Hour Factor 0.94 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description One 11 Apartments Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 1 1 0 0 1 1 0 Configuration LTR L TR L TR Volume, V (veh/h)14 136 29 31 270 70 75 174 8 Percent Heavy Vehicles (%)1 1 1 1 1 Proportion Time Blocked 0.300 0.250 0.200 0.300 0.200 Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)6.41 6.51 6.21 4.11 4.11 Base Follow-Up Headway (sec)3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.51 4.01 3.31 2.21 2.21 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)191 33 80 Capacity, c (veh/h)352 1136 1223 v/c Ratio 0.54 0.03 0.07 95% Queue Length, Q₉₅ (veh)3.1 0.1 0.2 Control Delay (s/veh)26.7 8.3 8.1 Level of Service, LOS D A A Approach Delay (s/veh)26.7 0.7 2.4 Approach LOS D Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.3 Generated: 10/9/2017 5:23:48 PMBabcock & 8th PM Exist.xtw Pedestrian Level of Service Flow (ped/hr)5 6 Two-Stage Crossing Yes Yes Pedestrian Platooning No No Conflicting Vehicular Flow (veh/h)579 561 Average Delay (s)1.7 1.5 Level of Service, LOS A A Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.3 Generated: 10/9/2017 5:23:48 PM Babcock & 8th PM Exist.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Willson & Beal Street Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 10/11/2017 East/West Street Beall Street Analysis Year 2017 North/South Street Willson Avenue Time Analyzed Existing Noon Hour Peak Hour Factor 0.90 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description One 11 Apartments Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)4 10 10 4 12 3 8 71 5 3 96 2 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.10 6.50 6.20 7.10 6.50 6.20 4.10 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.50 4.00 3.30 2.20 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)26 20 9 3 Capacity, c (veh/h)739 670 1470 1463 v/c Ratio 0.04 0.03 0.01 0.00 95% Queue Length, Q₉₅ (veh)0.1 0.1 0.0 0.0 Control Delay (s/veh)10.0 10.5 7.5 7.5 Level of Service, LOS B B A A Approach Delay (s/veh)10.0 10.5 0.8 0.2 Approach LOS B B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.3 Generated: 11/7/2017 4:25:29 PMWillson & Beall Noon Exist.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Willson & Beal Street Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 10/11/2017 East/West Street Beall Street Analysis Year 2017 North/South Street Willson Avenue Time Analyzed Existing PM Hour Peak Hour Factor 0.91 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description One 11 Apartments Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)2 11 12 2 9 3 4 152 19 2 100 2 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.10 6.50 6.20 7.10 6.50 6.20 4.10 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.50 4.00 3.30 2.20 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)27 15 4 2 Capacity, c (veh/h)670 584 1440 1320 v/c Ratio 0.04 0.03 0.00 0.00 95% Queue Length, Q₉₅ (veh)0.1 0.1 0.0 0.0 Control Delay (s/veh)10.6 11.3 7.5 7.7 Level of Service, LOS B B A A Approach Delay (s/veh)10.6 11.3 0.2 0.1 Approach LOS B B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.3 Generated: 11/7/2017 4:32:40 PMWillson & Beall PM Exist.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Willson & Lamme Street Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 10/11/2017 East/West Street Lamme Street Analysis Year 2017 North/South Street Willson Avenue Time Analyzed Existing Noon Hour Peak Hour Factor 0.90 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description One 11 Apartments Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)5 36 20 9 14 4 10 75 8 4 108 2 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.10 6.50 6.20 7.10 6.50 6.20 4.10 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.50 4.00 3.30 2.20 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)68 30 11 4 Capacity, c (veh/h)708 659 1462 1497 v/c Ratio 0.10 0.05 0.01 0.00 95% Queue Length, Q₉₅ (veh)0.3 0.1 0.0 0.0 Control Delay (s/veh)10.6 10.7 7.5 7.4 Level of Service, LOS B B A A Approach Delay (s/veh)10.6 10.7 0.9 0.3 Approach LOS B B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.3 Generated: 10/11/2017 4:20:41 PMWillson & Lamme Noon Exist.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Willson & Lamme Street Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 10/11/2017 East/West Street Lamme Street Analysis Year 2017 North/South Street Willson Avenue Time Analyzed Existing PM Hour Peak Hour Factor 0.91 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description One 11 Apartments Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)8 38 22 8 15 6 10 150 9 4 121 2 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.10 6.50 6.20 7.10 6.50 6.20 4.10 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.50 4.00 3.30 2.20 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)75 32 11 4 Capacity, c (veh/h)641 599 1444 1401 v/c Ratio 0.12 0.05 0.01 0.00 95% Queue Length, Q₉₅ (veh)0.4 0.2 0.0 0.0 Control Delay (s/veh)11.4 11.3 7.5 7.6 Level of Service, LOS B B A A Approach Delay (s/veh)11.4 11.3 0.5 0.2 Approach LOS B B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.3 Generated: 10/11/2017 4:22:59 PMWillson & Lamme PM Exist.xtw HCM Analysis Summary Existing Conditions R Marvin Peak Noon Hour Analysis Duration: 15 mins. Mendenhall St/Willson Ave 10/26/2017 Case: Mendenhall & Willson Noon Exist Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 0 0 2 2 1 1 1 1 LT 12.0 LT 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LT 3 TR 3 0 0.90 2 0 0.90 2 0 0.90 2 102 0.90 2 363 0.90 2 17 0.90 2 59 0.90 2 101 0.90 2 0 0.90 2 0 0.90 2 117 0.90 2 33 0.90 2 0 40 0 0 --- --- 5 16 0 0 --- --- 0 5 0 0 --- --- 10 28 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LT TP 0 40.0 3.5 1.5 40.0 3.5 1.5 Actuated 90.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOS WB * LTR 1535 0.153 0.444 LTR 0.345 17.0 B 17.0 B NB * LT 697 0.113 0.444 LT 0.255 16.6 B 16.6 B SB TR 807 0.086 0.444 TR 0.193 15.7 B 15.7 B Intersection: Delay = 16.7sec/veh Int. LOS=B Xc= 0.30 * Critical Lane Group (v/s)Crit= 0.27 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Conditions R Marvin Peak Noon Hour Mendenhall St/Willson Ave 10/26/2017 Case: Mendenhall & Willson Noon Exist App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in WB LTR 4 / 6 13.3 0.0 All 13.3 0.0 NB LT 2 / 3 14.2 0.0 All 14.2 0.0 SB TR 2 / 3 15.9 0.0 All 15.9 0.0 Intersect. 13.9 SIG/Cinema v3.08 Marvin & Associates Page 2 102 363 17 59 101 117 33 1 39 24 2 39 24 2 39 24 HCM Analysis Summary Existing Conditions R Marvin Peak PM Hour Analysis Duration: 15 mins. Mendenhall St/Willson Ave 10/26/2017 Case: Mendenhall & Willson PM Exist Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 0 0 2 2 1 1 1 1 LT 12.0 LT 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LT 3 TR 3 0 0.90 2 0 0.90 2 0 0.90 2 124 0.90 2 420 0.90 2 24 0.90 2 73 0.90 2 146 0.90 2 0 0.90 2 0 0.90 2 123 0.90 2 29 0.90 2 0 9 0 0 --- --- 5 9 0 0 --- --- 0 5 0 0 --- --- 5 23 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LT TP 0 40.0 3.5 1.5 40.0 3.5 1.5 Actuated 90.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOS WB * LTR 1544 0.180 0.444 LTR 0.405 17.7 B 17.7 B NB * LT 700 0.154 0.444 LT 0.347 17.8 B 17.8 B SB TR 808 0.090 0.444 TR 0.203 15.8 B 15.8 B Intersection: Delay = 17.4sec/veh Int. LOS=B Xc= 0.38 * Critical Lane Group (v/s)Crit= 0.33 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Conditions R Marvin Peak PM Hour Mendenhall St/Willson Ave 10/26/2017 Case: Mendenhall & Willson PM Exist App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in WB LTR 5 / 6 13.7 0.0 All 13.7 0.0 NB LT 3 / 4 13.5 0.0 All 13.5 0.0 SB TR 2 / 3 14.7 0.0 All 14.7 0.0 Intersect. 13.8 SIG/Cinema v3.08 Marvin & Associates Page 2 124 420 24 73 146 123 29 1 39 24 2 39 24 2 39 24 HCM Analysis Summary Existing R Marvin Noon Analysis Duration: 15 mins. Main Street/Willson Ave 10/26/17 Case: Willson Main Noon Exist Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 2 2 2 1 1 1 LT 12.0 LT 12.0 L 12.0 LTR 12.0 TR 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LTR 3 L 3 TR 3 LTR 3 27 0.97 0 446 0.97 1 79 0.97 0 38 0.97 0 478 0.97 1 21 0.97 0 72 0.97 0 126 0.97 0 42 0.97 0 21 0.97 0 121 0.97 0 25 0.97 0 20 73 0 0 --- 5 5 71 0 0 --- 5 5 110 0 0 --- 5 5 186 0 0 --- 5 Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP LTP 0 70.0 3.5 1.5 40.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB LTR 1721 0.186 0.583 LTR 0.319 13.3 B 13.3 B WB * LTR 1699 0.188 0.583 LTR 0.323 13.3 B 13.3 B NB L 332 0.074 0.333 L 0.223 30.4 C 31.1 C TR 522 0.107 0.333 TR 0.322 31.5 C SB * LTR 502 0.112 0.333 LTR 0.335 31.8 C 31.8 C Intersection: Delay = 18.2sec/veh Int. LOS=B Xc= 0.33 * Critical Lane Group (v/s)Crit= 0.30 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing R Marvin Noon Main Street/Willson Ave 10/26/17 Case: Willson Main Noon Exist App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 5 / 7 15.4 0.0 All 15.4 0.0 WB LTR 4 / 6 15.1 0.0 All 15.1 0.0 NB L 2 / 3 2.9 0.0 TR 3 / 5 11.2 0.0 All 9.1 0.0 SB LTR 3 / 4 10.6 0.0 All 10.6 0.0 Intersect. 13.2 SIG/Cinema v3.08 Marvin & Associates Page 2 27 446 79 38 478 21 72 126 42 21 121 25 1 69 24 1 69 24 2 39 24 2 39 24 HCM Analysis Summary Existing R Marvin Peak PM Analysis Duration: 15 mins. Main Street/Willson Ave 10/26/17 Case: Willson Main PM Exist Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 2 2 2 1 1 1 LT 12.0 LT 12.0 L 12.0 LTR 12.0 TR 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LTR 3 L 3 TR 3 LTR 3 20 0.95 0 461 0.95 1 101 0.95 0 49 0.95 0 539 0.95 1 22 0.95 0 137 0.95 0 168 0.95 0 40 0.95 0 26 0.95 0 189 0.95 0 23 0.95 0 20 60 0 0 --- 5 5 25 0 0 --- 5 5 86 0 0 --- 5 5 109 0 0 --- 5 Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP LTP 0 65.0 3.5 1.5 45.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB LTR 1613 0.199 0.542 LTR 0.366 16.4 B 16.4 B WB * LTR 1529 0.226 0.542 LTR 0.417 17.1 B 17.1 B NB L 356 0.152 0.375 L 0.404 31.0 C 29.6 C TR 599 0.134 0.375 TR 0.357 28.7 C SB * LTR 579 0.159 0.375 LTR 0.423 30.1 C 30.1 C Intersection: Delay = 21.1sec/veh Int. LOS=C Xc= 0.42 * Critical Lane Group (v/s)Crit= 0.38 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing R Marvin Peak PM Main Street/Willson Ave 10/26/17 Case: Willson Main PM Exist App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 5 / 6 14.1 0.0 All 14.1 0.0 WB LTR 6 / 8 12.8 0.0 All 12.8 0.0 NB L 4 / 8 2.6 0.0 TR 3 / 5 15.1 0.0 All 9.5 0.0 SB LTR 5 / 5 9.6 0.0 All 9.6 0.0 Intersect. 11.8 SIG/Cinema v3.08 Marvin & Associates Page 2 20 461 101 49 539 22 137 168 40 26 189 23 1 64 24 1 64 24 2 44 24 2 44 24 HCM Analysis Summary Existing R Marvin Noon Analysis Duration: 15 mins. Babcock St/Willson Ave 10/26/17 Case: Willson Babcock Noon Existing Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 0 0 2 1 2 1 LT 12.0 T 12.0 L 12.0 TR 12.0 R 12.0 T 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 T 3 R 3 L 3 T 3 23 0.96 1 383 0.96 1 54 0.96 1 0 0.90 2 0 0.90 2 0 0.90 2 0 0.90 2 211 0.96 1 190 0.96 0 66 0.96 0 212 0.96 1 0 0.90 2 10 6 0 0 --- --- 0 33 0 0 --- --- 75 30 0 0 --- --- 0 5 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP TP LT 0 50.0 3.5 1.5 60.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB * LTR 1457 0.134 0.417 LTR 0.322 24.2 C 24.2 C NB T 941 0.117 0.500 T 0.234 17.6 B 17.2 B R 783 0.077 0.500 R 0.153 16.7 B SB L 550 0.063 0.500 L 0.125 16.5 B 17.3 B * T 941 0.117 0.500 T 0.235 17.6 B Intersection: Delay = 20.2sec/veh Int. LOS=C Xc= 0.27 * Critical Lane Group (v/s)Crit= 0.25 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing R Marvin Noon Babcock St/Willson Ave 10/26/17 Case: Willson Babcock Noon Existing App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 6 / 6 11.4 0.0 All 11.4 0.0 NB T 4 / 6 14.2 0.0 R 1 / 2 16.4 0.0 All 14.5 0.0 SB L 1 / 4 6.3 0.0 T 4 / 6 13.2 0.0 All 12.2 0.0 Intersect. 12.6 SIG/Cinema v3.08 Marvin & Associates Page 2 23 383 54 211 190 66 212 1 49 24 2 59 24 2 59 24 HCM Analysis Summary Existing R Marvin Peak PM Analysis Duration: 15 mins. Babcock St/Willson Ave 10/26/17 Case: Willson Babcock PM Existing Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 0 0 2 1 2 1 LT 12.0 T 12.0 L 12.0 TR 12.0 R 12.0 T 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 T 3 R 3 L 3 T 3 32 0.95 1 348 0.95 1 51 0.95 1 0 0.90 2 0 0.90 2 0 0.90 2 0 0.90 2 302 0.95 1 220 0.95 0 85 0.95 0 244 0.95 1 0 0.90 2 20 8 0 0 --- --- 0 24 0 0 --- --- 75 32 0 0 --- --- 0 5 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP TP LT 0 50.0 3.5 1.5 60.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB * LTR 1459 0.124 0.417 LTR 0.297 23.8 C 23.8 C NB * T 941 0.169 0.500 T 0.338 19.0 B 18.4 B R 782 0.098 0.500 R 0.196 17.2 B SB L 463 0.096 0.500 L 0.192 17.5 B 17.9 B T 941 0.137 0.500 T 0.273 18.1 B Intersection: Delay = 20.2sec/veh Int. LOS=C Xc= 0.32 * Critical Lane Group (v/s)Crit= 0.29 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing R Marvin Peak PM Babcock St/Willson Ave 10/26/17 Case: Willson Babcock PM Existing App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 5 / 5 11.6 0.0 All 11.6 0.0 NB T 5 / 7 14.8 0.0 R 1 / 2 15.1 0.0 All 14.8 0.0 SB L 2 / 3 4.8 0.0 T 4 / 6 14.3 0.0 All 12.6 0.0 Intersect. 13.0 SIG/Cinema v3.08 Marvin & Associates Page 2 32 348 51 302 220 85 244 1 49 24 2 59 24 2 59 24 HCM Analysis Summary Existing R Marvin Noon Analysis Duration: 15 mins. Mendenhall St/Rouse Ave 10/26/17 Case: Mendenhall Rouse Noon Existing Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 0 1 1 2 2 1 2 1 LTR 12.0 L 12.0 L 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 L 3 TR 3 L 3 TR 3 0 0.90 2 0 0.90 2 0 0.90 2 5 0.96 1 196 0.96 1 5 0.96 1 92 0.96 1 303 0.96 1 10 0.96 1 64 0.96 1 267 0.96 1 136 0.96 1 0 11 0 0 --- --- 2 8 0 0 --- --- 0 10 0 0 --- --- 35 6 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP 0 40.0 3.5 1.5 70.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOS WB * LTR 625 0.113 0.333 LTR 0.339 30.2 C 30.2 C NB L 514 0.109 0.583 L 0.187 12.5 B 13.1 B TR 1091 0.174 0.583 TR 0.299 13.3 B SB L 562 0.070 0.583 L 0.119 11.6 B 13.8 B * TR 1048 0.213 0.583 TR 0.365 14.2 B Intersection: Delay = 16.8sec/veh Int. LOS=B Xc= 0.36 * Critical Lane Group (v/s)Crit= 0.33 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing R Marvin Noon Mendenhall St/Rouse Ave 10/26/17 Case: Mendenhall Rouse Noon Existing App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in WB LTR 5 / 5 9.2 0.0 All 9.2 0.0 NB L 1 / 2 6.2 0.0 TR 5 / 7 14.9 0.0 All 13.9 0.0 SB L 1 / 1 7.0 0.0 TR 5 / 7 16.4 0.0 All 15.3 0.0 Intersect. 13.1 SIG/Cinema v3.08 Marvin & Associates Page 2 5 196 5 92 303 10 64 267 136 1 39 24 2 69 24 2 69 24 HCM Analysis Summary Existing R Marvin Peak PM Analysis Duration: 15 mins. Mendenhall St/Rouse Ave 10/26/17 Case: Mendenhall Rouse PM Existing Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 0 1 1 2 2 1 2 1 LTR 12.0 L 12.0 L 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 L 3 TR 3 L 3 TR 3 0 0.90 2 0 0.90 2 0 0.90 2 12 0.89 1 212 0.89 1 126 0.89 1 99 0.89 1 369 0.89 1 14 0.89 1 86 0.89 1 333 0.89 1 124 0.89 1 0 22 0 0 --- --- 30 17 0 0 --- --- 0 5 0 0 --- --- 45 19 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP 0 40.0 3.5 1.5 70.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOS WB * LTR 591 0.202 0.333 LTR 0.607 34.7 C 34.7 C NB L 447 0.145 0.583 L 0.248 13.5 B 14.4 B TR 1090 0.231 0.583 TR 0.395 14.6 B SB L 474 0.119 0.583 L 0.205 12.8 B 14.9 B * TR 1061 0.255 0.583 TR 0.436 15.3 B Intersection: Delay = 19.6sec/veh Int. LOS=B Xc= 0.50 * Critical Lane Group (v/s)Crit= 0.46 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing R Marvin Peak PM Mendenhall St/Rouse Ave 10/26/17 Case: Mendenhall Rouse PM Existing App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in WB LTR 9 / 10 9.0 0.0 All 9.0 0.0 NB L 1 / 3 6.3 0.0 TR 6 / 9 14.6 0.0 All 13.7 0.0 SB L 1 / 3 6.5 0.0 TR 7 / 9 14.8 0.0 All 13.8 0.0 Intersect. 12.1 SIG/Cinema v3.08 Marvin & Associates Page 2 12 212 126 99 369 14 86 333 124 1 39 24 2 69 24 2 69 24 HCM Analysis Summary Existing R Marvin Noon Analysis Duration: 15 mins. Main Street/Rouse Ave 10/26/17 Case: Rouse Main Noon Existing Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 2 2 1 1 2 1 LT 12.0 LT 12.0 LTR 12.0 L 12.0 TR 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LTR 3 LTR 3 L 3 TR 3 66 0.94 1 330 0.94 1 28 0.94 0 10 0.94 0 449 0.94 1 155 0.94 1 39 0.94 0 181 0.94 1 28 0.94 1 150 0.94 1 53 0.94 0 57 0.94 1 5 80 0 0 --- --- 40 35 0 0 --- --- 5 155 0 0 --- --- 15 88 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP LTP LTP 0 48.0 3.5 1.5 16.0 4.0 0.0 42.0 3.5 1.5 Pretimed 120.0 Sec 14.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB LTR 1010 0.176 0.400 LTR 0.441 27.6 C 27.6 C WB * LTR 1297 0.188 0.400 LTR 0.471 27.8 C 27.8 C NB * LTR 599 0.151 0.350 LTR 0.431 30.0 C 30.0 C SB Lper 332 0.000 0.392 15.7 B * Lpro 238 0.090 0.133 L 0.281 16.2 B TR 881 0.059 0.517 TR 0.115 14.9 B Intersection: Delay = 26.1sec/veh Int. LOS=C Xc= 0.49 * Critical Lane Group (v/s)Crit= 0.43 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing R Marvin Noon Main Street/Rouse Ave 10/26/17 Case: Rouse Main Noon Existing App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 6 / 7 7.8 0.0 All 7.8 0.0 WB LTR 8 / 9 8.4 0.0 All 8.4 0.0 NB LTR 5 / 6 10.3 0.0 All 10.3 0.0 SB L 2 / 3 6.8 0.0 TR 2 / 4 18.0 0.0 All 14.3 0.0 Intersect. 9.1 SIG/Cinema v3.08 Marvin & Associates Page 2 66 330 28 10 449 155 39 181 28 150 53 57 1 47 24 1 47 24 2 16 04 3 41 24 3 41 24 HCM Analysis Summary Existing R Marvin Peak PM Analysis Duration: 15 mins. Main Street/Rouse Ave 10/26/17 Case: Rouse Main PM Existing Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 2 2 1 1 2 1 LT 12.0 LT 12.0 LTR 12.0 L 12.0 TR 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LTR 3 LTR 3 L 3 TR 3 49 0.87 1 374 0.87 1 27 0.87 0 8 0.87 0 490 0.87 1 171 0.87 1 37 0.87 0 258 0.87 1 27 0.87 1 173 0.87 1 105 0.87 0 65 0.87 1 5 75 0 0 --- --- 40 19 0 0 --- --- 5 100 0 0 --- --- 15 72 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP LTP LTP 0 48.0 3.5 1.5 16.0 4.0 0.0 42.0 3.5 1.5 Pretimed 120.0 Sec 14.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB LTR 1043 0.196 0.400 LTR 0.490 28.5 C 28.5 C WB * LTR 1305 0.222 0.400 LTR 0.554 29.4 C 29.4 C NB * LTR 609 0.210 0.350 LTR 0.599 33.2 C 33.2 C SB Lper 271 0.000 0.392 16.7 B * Lpro 238 0.111 0.133 L 0.391 17.6 B TR 919 0.100 0.517 TR 0.194 15.6 B Intersection: Delay = 27.5sec/veh Int. LOS=C Xc= 0.61 * Critical Lane Group (v/s)Crit= 0.54 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing R Marvin Peak PM Main Street/Rouse Ave 10/26/17 Case: Rouse Main PM Existing App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 7 / 8 8.0 0.0 All 8.0 0.0 WB LTR 9 / 11 8.1 0.0 All 8.1 0.0 NB LTR 8 / 9 8.7 0.0 All 8.7 0.0 SB L 3 / 5 6.2 0.0 TR 3 / 4 17.0 0.0 All 13.5 0.0 Intersect. 8.9 SIG/Cinema v3.08 Marvin & Associates Page 2 49 374 27 8 490 171 37 258 27 173 105 65 1 47 24 1 47 24 2 16 04 3 41 24 3 41 24 HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Babcock & Rouse Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 10/11/2017 East/West Street Babcock Street Analysis Year 2017 North/South Street Rouse Avenue Time Analyzed Existing Noon Hour Peak Hour Factor 0.90 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description One 11 Apartments Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 2 0 0 0 0 0 0 1 0 0 1 0 Configuration LT TR TR LT Volume, V (veh/h)214 284 17 20 4 55 49 Percent Heavy Vehicles (%)2 2 2 2 2 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 6.5 6.9 7.5 6.5 Critical Headway (sec)4.14 6.54 6.94 7.54 6.54 Base Follow-Up Headway (sec)2.2 4.0 3.3 3.5 4.0 Follow-Up Headway (sec)2.22 4.02 3.32 3.52 4.02 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)238 26 115 Capacity, c (veh/h)1581 267 262 v/c Ratio 0.15 0.10 0.44 95% Queue Length, Q₉₅ (veh)0.5 0.3 2.1 Control Delay (s/veh)7.7 20.0 29.1 Level of Service, LOS A C D Approach Delay (s/veh)3.3 20.0 29.1 Approach LOS C D Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.3 Generated: 10/11/2017 4:35:23 PMBabcock & Rouse Noon Exist.xtw Pedestrian Level of Service Flow (ped/hr)12 Two-Stage Crossing No Pedestrian Platooning No Conflicting Vehicular Flow (veh/h)573 Average Delay (s)3.0 Level of Service, LOS A Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.3 Generated: 10/11/2017 4:35:23 PM Babcock & Rouse Noon Exist.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Babcock & Rouse Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 10/11/2017 East/West Street Babcock Street Analysis Year 2017 North/South Street Rouse Avenue Time Analyzed Existing PM Hour Peak Hour Factor 0.90 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description One 11 Apartments Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 2 0 0 0 0 0 0 1 0 0 1 0 Configuration LT TR TR LT Volume, V (veh/h)275 387 16 42 8 40 89 Percent Heavy Vehicles (%)2 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 6.5 6.9 7.5 6.5 Critical Headway (sec)4.14 6.50 6.90 7.50 6.50 Base Follow-Up Headway (sec)2.2 4.0 3.3 3.5 4.0 Follow-Up Headway (sec)2.22 4.00 3.30 3.50 4.00 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)306 56 143 Capacity, c (veh/h)1613 193 177 v/c Ratio 0.19 0.29 0.81 95% Queue Length, Q₉₅ (veh)0.7 1.2 5.5 Control Delay (s/veh)7.8 31.1 78.3 Level of Service, LOS A D F Approach Delay (s/veh)3.4 31.1 78.3 Approach LOS D F Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.3 Generated: 10/11/2017 4:38:22 PMBabcock & Rouse PM Exist.xtw Pedestrian Level of Service Flow (ped/hr)35 Two-Stage Crossing No Pedestrian Platooning No Conflicting Vehicular Flow (veh/h)754 Average Delay (s)4.4 Level of Service, LOS A Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.3 Generated: 10/11/2017 4:38:22 PM Babcock & Rouse PM Exist.xtw HCM Analysis Summary Existing R Marvin Noon Analysis Duration: 15 mins. Main Street/Church Ave 10/26/17 Case: Church Main Noon Existing Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 2 2 1 1 1 1 LT 12.0 LT 12.0 LTR 12.0 LTR 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LTR 3 LTR 3 LTR 3 21 0.93 0 449 0.93 1 39 0.93 0 28 0.93 0 545 0.93 1 29 0.93 0 48 0.93 0 55 0.93 0 38 0.93 0 6 0.93 0 12 0.93 0 17 0.93 0 5 24 0 0 --- --- 0 16 0 0 --- --- 5 72 0 0 --- --- 0 59 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP LTP 0 70.0 3.5 1.5 40.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB LTR 1874 0.169 0.583 LTR 0.290 12.9 B 12.9 B WB * LTR 1876 0.201 0.583 LTR 0.345 13.5 B 13.5 B NB * LTR 527 0.092 0.333 LTR 0.277 30.7 C 30.7 C SB LTR 552 0.022 0.333 LTR 0.067 27.5 C 27.5 C Intersection: Delay = 15.5sec/veh Int. LOS=B Xc= 0.32 * Critical Lane Group (v/s)Crit= 0.29 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing R Marvin Noon Main Street/Church Ave 10/26/17 Case: Church Main Noon Existing App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 5 / 6 12.5 0.0 All 12.5 0.0 WB LTR 7 / 9 10.6 0.0 All 10.6 0.0 NB LTR 3 / 4 12.3 0.0 All 12.3 0.0 SB LTR 1 / 1 10.9 0.0 All 10.9 0.0 Intersect. 11.5 SIG/Cinema v3.08 Marvin & Associates Page 2 21 449 39 28 545 29 48 55 38 6 12 17 1 69 24 1 69 24 2 39 24 2 39 24 HCM Analysis Summary Existing R Marvin Peak PM Analysis Duration: 15 mins. Main Street/Church Ave 10/26/17 Case: Church Main PM Existing Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 2 2 1 1 1 1 LT 12.0 LT 12.0 LTR 12.0 LTR 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LTR 3 LTR 3 LTR 3 29 0.90 0 490 0.90 1 56 0.90 0 46 0.90 0 602 0.90 1 34 0.90 0 67 0.90 0 75 0.90 0 55 0.90 0 18 0.90 0 28 0.90 0 15 0.90 0 5 26 0 0 --- --- 5 11 0 0 --- --- 10 46 0 0 --- --- 0 42 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP LTP 0 70.0 3.5 1.5 40.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB LTR 1811 0.204 0.583 LTR 0.350 13.6 B 13.6 B WB * LTR 1775 0.247 0.583 LTR 0.424 14.6 B 14.6 B NB * LTR 520 0.133 0.333 LTR 0.398 33.0 C 33.0 C SB LTR 538 0.042 0.333 LTR 0.126 28.3 C 28.3 C Intersection: Delay = 17.1sec/veh Int. LOS=B Xc= 0.41 * Critical Lane Group (v/s)Crit= 0.38 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing R Marvin Peak PM Main Street/Church Ave 10/26/17 Case: Church Main PM Existing App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 5 / 5 15.3 0.0 All 15.3 0.0 WB LTR 6 / 7 14.4 0.0 All 14.4 0.0 NB LTR 4 / 5 10.9 0.0 All 10.9 0.0 SB LTR 2 / 2 8.9 0.0 All 8.9 0.0 Intersect. 13.8 SIG/Cinema v3.08 Marvin & Associates Page 2 29 490 56 46 602 34 67 75 55 18 28 15 1 69 24 1 69 24 2 39 24 2 39 24 APPENDIX C – 2 Existing Plus Site Capacity Calculations HCM Analysis Summary Existing Conditions R Marvin Noon Hour Existing Plus Analysis Duration: 15 mins. Durston Road/N 7th Avenue 10/11/2017 Case: N 7th & Durston Noon Exist Plus Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 1 1 1 3 2 4 2 L 12.0 LTR 12.0 L 12.0 L 12.0 LTR 12.0 T 12.0 T 12.0 TR 12.0 T 12.0 R 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) L 3 LTR 3 LTR 3 L 3 TR 3 L 3 T 3 R 3 175 0.90 1 185 0.90 1 53 0.90 1 23 0.90 1 206 0.90 1 93 0.90 1 89 0.90 1 616 0.90 3 3 0.90 1 74 0.90 1 534 0.90 3 146 0.90 1 20 10 0 0 --- --- 30 4 0 0 --- --- 0 6 0 0 --- --- 45 10 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP L L LTP LTP 0 30.0 3.5 1.5 25.0 3.5 1.5 6.0 4.0 0.0 40.0 3.5 1.5 Actuated 120.0 Sec 19.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB L 447 0.065 0.250 L 0.260 36.2 D 42.7 D * LTR 456 0.176 0.250 LTR 0.704 45.1 D WB * LTR 379 0.179 0.208 LTR 0.858 62.5 E 62.5 E NB Lper 189 0.020 0.375 34.2 C * Lpro 89 0.050 0.050 L 0.356 25.9 C * TR 1167 0.196 0.333 TR 0.589 35.4 D SB Lper 152 0.000 0.375 32.4 C Lpro 89 0.046 0.050 L 0.340 26.5 C T 1168 0.169 0.333 T 0.508 33.7 C R 525 0.071 0.333 R 0.213 29.6 C Intersection: Delay = 39.1sec/veh Int. LOS=D Xc= 0.71 * Critical Lane Group (v/s)Crit= 0.60 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Conditions R Marvin Noon Hour Existing Plus Durston Road/N 7th Avenue 10/11/2017 Case: N 7th & Durston Noon Exist Plus App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB L 5 / 6 5.9 0.0 LTR 7 / 9 9.7 0.0 All 8.2 0.0 WB LTR 9 / 10 7.4 0.0 All 7.4 0.0 NB L 4 / 6 3.3 0.0 TR 8 / 10 8.4 0.0 All 7.5 0.0 SB L 2 / 5 7.1 0.0 T 7 / 9 9.2 0.0 R 2 / 4 13.8 0.0 All 9.4 0.0 Intersect. 8.2 SIG/Cinema v3.08 Marvin & Associates Page 2 175 185 53 23 206 93 89 616 3 74 534 146 1 29 24 2 24 24 3 6 04 3 6 04 4 39 24 4 39 24 HCM Analysis Summary Existing Plus Site R Marvin Peak PM Hour Analysis Duration: 15 mins. Durston Road/N 7th Avenue 10/11/2017 Case: N 7th & Durston PM Exist Plua Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 1 1 1 3 2 4 2 L 12.0 LTR 12.0 L 12.0 L 12.0 LTR 12.0 T 12.0 T 12.0 TR 12.0 T 12.0 R 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) L 3 LTR 3 LTR 3 L 3 TR 3 L 3 T 3 R 3 198 0.90 1 207 0.90 1 51 0.90 1 22 0.90 1 186 0.90 1 87 0.90 1 108 0.90 1 759 0.90 3 2 0.90 1 81 0.90 1 511 0.90 3 142 0.90 1 20 10 0 0 --- --- 30 4 0 0 --- --- 0 6 0 0 --- --- 50 10 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP L L LTP LTP 0 30.0 3.5 1.5 25.0 3.5 1.5 6.0 4.0 0.0 40.0 3.5 1.5 Actuated 120.0 Sec 19.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB L 447 0.074 0.250 L 0.295 36.6 D 45.6 D * LTR 457 0.192 0.250 LTR 0.770 48.9 D WB * LTR 379 0.162 0.208 LTR 0.776 53.7 D 53.7 D NB Lper 200 0.058 0.375 37.5 D * Lpro 89 0.050 0.050 L 0.415 26.9 C * TR 1168 0.241 0.333 TR 0.723 39.0 D SB Lper 98 0.004 0.375 32.7 C Lpro 89 0.050 0.050 L 0.481 32.9 C T 1168 0.162 0.333 T 0.486 33.3 C R 525 0.065 0.333 R 0.194 29.3 C Intersection: Delay = 39.5sec/veh Int. LOS=D Xc= 0.77 * Critical Lane Group (v/s)Crit= 0.65 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus Site R Marvin Peak PM Hour Durston Road/N 7th Avenue 10/11/2017 Case: N 7th & Durston PM Exist Plua App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB L 6 / 7 6.2 0.0 LTR 7 / 8 9.5 0.0 All 8.3 0.0 WB LTR 8 / 9 8.0 0.0 All 8.0 0.0 NB L 2 / 3 6.8 0.0 TR 11 / 12 8.2 0.0 All 8.1 0.0 SB L 2 / 4 4.7 0.0 T 7 / 9 9.6 0.0 R 2 / 3 15.2 0.0 All 9.3 0.0 Intersect. 8.4 SIG/Cinema v3.08 Marvin & Associates Page 2 198 207 51 22 186 87 108 759 2 81 511 142 1 29 24 2 24 24 3 6 04 3 6 04 4 39 24 4 39 24 HCM Analysis Summary Existing Plus Site R Marvin Peak Noon Hour Analysis Duration: 15 mins. Main Street/Business Access 10/26/2017 Case: N 7th & Main Noon Exist Plus Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 3 2 2 2 1 2 2 1 L 12.0 LT 12.0 LTR 12.0 LT 12.0 LT 12.0 TR 12.0 R 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) L 3 LTR 3 LTR 3 LTR 3 LT 3 R 3 315 0.95 2 569 0.95 2 11 0.95 0 0 0.95 0 538 0.95 2 119 0.95 2 0 0.95 0 0 0.95 0 5 0.95 0 271 0.95 2 2 0.95 0 348 0.95 2 2 10 0 0 --- --- 30 4 0 0 --- --- 0 5 0 0 --- --- 80 2 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP R LTP LTP LTP LTP 0 20.0 3.5 1.5 25.0 3.5 1.5 25.0 3.5 1.5 Pretimed 85.0 Sec 15.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB Lper 137 0.000 0.353 10.1 B Lpro 416 0.112 0.235 L 0.360 9.9 A LTRper 709 0.000 0.353 * LTRpro 824 0.212 0.235 LTR 0.483 10.2 B WB * LTR 1018 0.191 0.294 LTR 0.648 27.3 C 27.3 C NB LTR 481 0.003 0.294 LTR 0.010 21.2 C 21.2 C SB * L 411 0.204 0.294 L 0.693 30.8 C 19.9 B R 931 0.178 0.588 R 0.303 8.8 A Intersection: Delay = 17.9sec/veh Int. LOS=B Xc= 0.74 * Critical Lane Group (v/s)Crit= 0.61 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus Site R Marvin Peak Noon Hour Main Street/Business Access 10/26/2017 Case: N 7th & Main Noon Exist Plus App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB L 3 / 4 9.5 0.0 LTR 4 / 6 17.5 0.0 All 15.8 0.0 WB LTR 6 / 8 9.5 0.0 All 9.5 0.0 NB LTR 0 / 0 25.6 0.0 All 25.6 0.0 SB L 4 / 9 10.9 0.0 R 3 / 6 20.5 0.0 All 15.4 0.0 Intersect. 13.1 SIG/Cinema v3.08 Marvin & Associates Page 2 315 569 11 0 538 119 0 0 5 271 2 348 1 19 24 1 19 24 2 24 24 2 24 24 3 24 24 3 24 24 HCM Analysis Summary Existing Plus Site R Marvin Peak PM Hour Analysis Duration: 15 mins. Main Street/Business Access 10/26/2017 Case: N 7th & Main PM Exist Plus Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 3 2 2 2 1 2 2 1 L 12.0 LT 12.0 LTR 12.0 LT 12.0 LT 12.0 TR 12.0 R 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) L 3 LTR 3 LTR 3 LTR 3 LT 3 R 3 407 0.99 2 511 0.99 2 10 0.99 0 0 0.99 0 686 0.99 2 142 0.99 2 0 0.99 0 3 0.99 0 5 0.99 0 210 0.99 2 0 0.99 0 380 0.99 2 2 7 0 0 --- --- 30 2 0 0 --- --- 0 2 0 0 --- --- 80 0 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP R LTP LTP LTP LTP 0 18.0 3.5 1.5 27.0 3.5 1.5 25.0 3.5 1.5 Pretimed 85.0 Sec 15.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB Lper 209 0.000 0.376 10.6 B * Lpro 727 0.120 0.212 L 0.439 11.1 B TR 1093 0.282 0.588 TR 0.479 10.2 B WB * LTR 1100 0.233 0.318 LTR 0.733 28.0 C 28.0 C NB LTR 511 0.005 0.294 LTR 0.016 21.3 C 21.3 C SB * LT 411 0.152 0.294 LT 0.516 25.5 C 16.4 B R 894 0.191 0.565 R 0.339 10.0 B Intersection: Delay = 18.1sec/veh Int. LOS=B Xc= 0.61 * Critical Lane Group (v/s)Crit= 0.50 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus Site R Marvin Peak PM Hour Main Street/Business Access 10/26/2017 Case: N 7th & Main PM Exist Plus App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB L 5 / 6 13.7 0.0 TR 5 / 6 15.0 0.0 All 14.1 0.0 WB LTR 7 / 9 9.7 0.0 All 9.7 0.0 NB LTR 0 / 0 24.1 0.0 All 24.1 0.0 SB LT 3 / 6 10.2 0.0 R 3 / 5 19.1 0.0 All 15.1 0.0 Intersect. 12.3 SIG/Cinema v3.08 Marvin & Associates Page 2 407 511 10 0 686 142 0 3 5 210 0 380 1 17 24 1 17 24 2 26 24 2 26 24 3 24 24 3 24 24 HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Willson & Beal Street Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 10/11/2017 East/West Street Beall Street Analysis Year 2017 North/South Street Willson Avenue Time Analyzed Noon Hour Existing Plus Peak Hour Factor 0.90 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description One 11 Apartments Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)4 10 10 4 12 3 8 77 5 3 99 2 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.10 6.50 6.20 7.10 6.50 6.20 4.10 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.50 4.00 3.30 2.20 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)26 20 9 3 Capacity, c (veh/h)731 662 1467 1454 v/c Ratio 0.04 0.03 0.01 0.00 95% Queue Length, Q₉₅ (veh)0.1 0.1 0.0 0.0 Control Delay (s/veh)10.1 10.6 7.5 7.5 Level of Service, LOS B B A A Approach Delay (s/veh)10.1 10.6 0.7 0.2 Approach LOS B B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.3 Generated: 11/7/2017 4:28:56 PMWillson & Beall Noon Exist Plus.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Willson & Beal Street Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 10/11/2017 East/West Street Beall Street Analysis Year 2017 North/South Street Willson Avenue Time Analyzed PM Hour Exist PLus Peak Hour Factor 0.91 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description One 11 Apartments Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)2 11 12 2 9 3 4 156 19 2 105 2 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.10 6.50 6.20 7.10 6.50 6.20 4.10 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.50 4.00 3.30 2.20 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)27 15 4 2 Capacity, c (veh/h)663 577 1434 1315 v/c Ratio 0.04 0.03 0.00 0.00 95% Queue Length, Q₉₅ (veh)0.1 0.1 0.0 0.0 Control Delay (s/veh)10.7 11.4 7.5 7.7 Level of Service, LOS B B A A Approach Delay (s/veh)10.7 11.4 0.2 0.1 Approach LOS B B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.3 Generated: 11/7/2017 4:34:53 PMWillson & Beall PM Exist Plus.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Willson & Lamme Street Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 10/11/2017 East/West Street Lamme Street Analysis Year 2017 North/South Street Willson Avenue Time Analyzed Noon Hour Existing Plus Peak Hour Factor 0.90 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description One 11 Apartments Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)7 36 20 9 14 5 10 82 8 45 122 4 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.10 6.50 6.20 7.10 6.50 6.20 4.10 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.50 4.00 3.30 2.20 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)70 32 11 50 Capacity, c (veh/h)608 564 1440 1487 v/c Ratio 0.12 0.06 0.01 0.03 95% Queue Length, Q₉₅ (veh)0.4 0.2 0.0 0.1 Control Delay (s/veh)11.7 11.8 7.5 7.5 Level of Service, LOS B B A A Approach Delay (s/veh)11.7 11.8 0.8 2.2 Approach LOS B B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.3 Generated: 11/7/2017 4:38:34 PMWillson & Lamme Noon Exist Plus.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Willson & Lamme Street Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 10/11/2017 East/West Street Lamme Street Analysis Year 2017 North/South Street Willson Avenue Time Analyzed PM Hour Existing Plus Peak Hour Factor 0.91 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description One 11 Apartments Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)10 38 22 8 15 7 10 162 9 4 128 3 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.10 6.50 6.20 7.10 6.50 6.20 4.10 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.50 4.00 3.30 2.20 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)77 33 11 4 Capacity, c (veh/h)624 588 1433 1386 v/c Ratio 0.12 0.06 0.01 0.00 95% Queue Length, Q₉₅ (veh)0.4 0.2 0.0 0.0 Control Delay (s/veh)11.6 11.5 7.5 7.6 Level of Service, LOS B B A A Approach Delay (s/veh)11.6 11.5 0.5 0.2 Approach LOS B B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.3 Generated: 11/7/2017 4:41:00 PMWillson & Lamme PM Exist Plus.xtw HCM Analysis Summary Existing Plus Site R Marvin Peak Noon Hour Analysis Duration: 15 mins. Mendenhall St/Willson Ave 10/26/2017 Case: Mendenhall & Willson Noon Exist Plus Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 0 0 2 2 1 1 1 1 LT 12.0 LT 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LT 3 TR 3 0 0.90 2 0 0.90 2 0 0.90 2 102 0.90 2 363 0.90 2 18 0.90 2 59 0.90 2 107 0.90 2 0 0.90 2 0 0.90 2 129 0.90 2 35 0.90 2 0 40 0 0 --- --- 5 16 0 0 --- --- 0 5 0 0 --- --- 10 28 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LT TP 0 40.0 3.5 1.5 40.0 3.5 1.5 Actuated 90.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOS WB * LTR 1535 0.153 0.444 LTR 0.345 17.0 B 17.0 B NB * LT 697 0.118 0.444 LT 0.265 16.7 B 16.7 B SB TR 807 0.094 0.444 TR 0.212 15.9 B 15.9 B Intersection: Delay = 16.7sec/veh Int. LOS=B Xc= 0.31 * Critical Lane Group (v/s)Crit= 0.27 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus Site R Marvin Peak Noon Hour Mendenhall St/Willson Ave 10/26/2017 Case: Mendenhall & Willson Noon Exist Plus App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in WB LTR 4 / 5 13.4 0.0 All 13.4 0.0 NB LT 3 / 3 14.5 0.0 All 14.5 0.0 SB TR 2 / 3 15.8 0.0 All 15.8 0.0 Intersect. 14.0 SIG/Cinema v3.08 Marvin & Associates Page 2 102 363 18 59 107 129 35 1 39 24 2 39 24 2 39 24 HCM Analysis Summary Existing Plus Site R Marvin Peak PM Hour Analysis Duration: 15 mins. Mendenhall St/Willson Ave 10/26/2017 Case: Mendenhall & Willson PM Exist Plus Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 0 0 2 2 1 1 1 1 LT 12.0 LT 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LT 3 TR 3 0 0.90 2 0 0.90 2 0 0.90 2 124 0.90 2 420 0.90 2 26 0.90 2 73 0.90 2 156 0.90 2 0 0.90 2 0 0.90 2 130 0.90 2 29 0.90 2 0 9 0 0 --- --- 5 9 0 0 --- --- 0 5 0 0 --- --- 5 23 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LT TP 0 40.0 3.5 1.5 40.0 3.5 1.5 Actuated 90.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOS WB * LTR 1543 0.181 0.444 LTR 0.407 17.8 B 17.8 B NB * LT 703 0.161 0.444 LT 0.361 18.0 B 18.0 B SB TR 808 0.094 0.444 TR 0.212 15.9 B 15.9 B Intersection: Delay = 17.5sec/veh Int. LOS=B Xc= 0.38 * Critical Lane Group (v/s)Crit= 0.34 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus Site R Marvin Peak PM Hour Mendenhall St/Willson Ave 10/26/2017 Case: Mendenhall & Willson PM Exist Plus App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in WB LTR 5 / 7 13.1 0.0 All 13.1 0.0 NB LT 3 / 4 14.5 0.0 All 14.5 0.0 SB TR 2 / 3 14.9 0.0 All 14.9 0.0 Intersect. 13.7 SIG/Cinema v3.08 Marvin & Associates Page 2 124 420 26 73 156 130 29 1 39 24 2 39 24 2 39 24 HCM Analysis Summary Existing Plus Site R Marvin Noon Analysis Duration: 15 mins. Main Street/Willson Ave 10/26/17 Case: Willson Main Noon Exist Plus Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 2 2 2 1 1 1 LT 12.0 LT 12.0 L 12.0 LTR 12.0 TR 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LTR 3 L 3 TR 3 LTR 3 29 0.97 0 446 0.97 1 79 0.97 0 38 0.97 0 478 0.97 1 22 0.97 0 72 0.97 0 129 0.97 0 42 0.97 0 23 0.97 0 127 0.97 0 29 0.97 0 20 73 0 0 --- 5 5 71 0 0 --- 5 5 110 0 0 --- 5 5 186 0 0 --- 5 Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP LTP 0 70.0 3.5 1.5 40.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB LTR 1711 0.188 0.583 LTR 0.322 13.3 B 13.3 B WB * LTR 1697 0.189 0.583 LTR 0.324 13.4 B 13.4 B NB L 325 0.076 0.333 L 0.228 30.5 C 31.3 C TR 523 0.109 0.333 TR 0.327 31.6 C SB * LTR 498 0.120 0.333 LTR 0.361 32.4 C 32.4 C Intersection: Delay = 18.5sec/veh Int. LOS=B Xc= 0.34 * Critical Lane Group (v/s)Crit= 0.31 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus Site R Marvin Noon Main Street/Willson Ave 10/26/17 Case: Willson Main Noon Exist Plus App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 5 / 7 15.0 0.0 All 15.0 0.0 WB LTR 4 / 5 14.7 0.0 All 14.7 0.0 NB L 2 / 3 3.3 0.0 TR 4 / 7 10.4 0.0 All 8.9 0.0 SB LTR 4 / 5 8.9 0.0 All 8.9 0.0 Intersect. 12.5 SIG/Cinema v3.08 Marvin & Associates Page 2 29 446 79 38 478 22 72 129 42 23 127 29 1 69 24 1 69 24 2 39 24 2 39 24 HCM Analysis Summary Existing Plus R Marvin Peak PM Analysis Duration: 15 mins. Main Street/Willson Ave 10/26/17 Case: Willson Main PM Exist Plus Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 2 2 2 1 1 1 LT 12.0 LT 12.0 L 12.0 LTR 12.0 TR 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LTR 3 L 3 TR 3 LTR 3 23 0.95 0 461 0.95 1 101 0.95 0 49 0.95 0 539 0.95 1 24 0.95 0 137 0.95 0 173 0.95 0 40 0.95 0 27 0.95 0 193 0.95 0 25 0.95 0 20 60 0 0 --- 5 5 25 0 0 --- 5 5 86 0 0 --- 5 5 109 0 0 --- 5 Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP LTP 0 65.0 3.5 1.5 45.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB LTR 1600 0.201 0.542 LTR 0.371 16.4 B 16.4 B WB * LTR 1528 0.227 0.542 LTR 0.418 17.1 B 17.1 B NB L 352 0.154 0.375 L 0.409 31.2 C 29.8 C TR 599 0.137 0.375 TR 0.366 28.9 C SB * LTR 578 0.164 0.375 LTR 0.436 30.4 C 30.4 C Intersection: Delay = 21.2sec/veh Int. LOS=C Xc= 0.43 * Critical Lane Group (v/s)Crit= 0.39 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus R Marvin Peak PM Main Street/Willson Ave 10/26/17 Case: Willson Main PM Exist Plus App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 5 / 6 14.4 0.0 All 14.4 0.0 WB LTR 6 / 7 12.6 0.0 All 12.6 0.0 NB L 3 / 6 3.2 0.0 TR 4 / 6 13.2 0.0 All 9.7 0.0 SB LTR 5 / 6 9.5 0.0 All 9.5 0.0 Intersect. 11.9 SIG/Cinema v3.08 Marvin & Associates Page 2 23 461 101 49 539 24 137 173 40 27 193 25 1 64 24 1 64 24 2 44 24 2 44 24 HCM Analysis Summary Existing Plus R Marvin Noon Analysis Duration: 15 mins. Babcock St/Willson Ave 10/26/17 Case: Willson Babcock Noon Existing Plus Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 0 0 2 1 2 1 LT 12.0 T 12.0 L 12.0 TR 12.0 R 12.0 T 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 T 3 R 3 L 3 T 3 23 0.96 1 383 0.96 1 54 0.96 1 0 0.90 2 0 0.90 2 0 0.90 2 0 0.90 2 214 0.96 1 190 0.96 0 66 0.96 0 218 0.96 1 0 0.90 2 10 6 0 0 --- --- 0 33 0 0 --- --- 75 30 0 0 --- --- 0 5 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP TP LT 0 50.0 3.5 1.5 60.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB * LTR 1457 0.134 0.417 LTR 0.322 24.2 C 24.2 C NB T 941 0.119 0.500 T 0.237 17.6 B 17.3 B R 783 0.077 0.500 R 0.153 16.7 B SB L 547 0.063 0.500 L 0.126 16.5 B 17.4 B * T 941 0.121 0.500 T 0.241 17.7 B Intersection: Delay = 20.2sec/veh Int. LOS=C Xc= 0.28 * Critical Lane Group (v/s)Crit= 0.25 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus R Marvin Noon Babcock St/Willson Ave 10/26/17 Case: Willson Babcock Noon Existing Plus App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 5 / 6 11.5 0.0 All 11.5 0.0 NB T 4 / 6 15.1 0.0 R 1 / 1 16.3 0.0 All 15.3 0.0 SB L 1 / 3 5.6 0.0 T 4 / 5 12.9 0.0 All 11.7 0.0 Intersect. 12.6 SIG/Cinema v3.08 Marvin & Associates Page 2 23 383 54 214 190 66 218 1 49 24 2 59 24 2 59 24 HCM Analysis Summary Existing Plus R Marvin Peak PM Analysis Duration: 15 mins. Babcock St/Willson Ave 10/26/17 Case: Willson Babcock PM Existing Plus Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 0 0 2 1 2 1 LT 12.0 T 12.0 L 12.0 TR 12.0 R 12.0 T 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 T 3 R 3 L 3 T 3 33 0.95 1 348 0.95 1 51 0.95 1 0 0.90 2 0 0.90 2 0 0.90 2 0 0.90 2 306 0.95 1 220 0.95 0 85 0.95 0 248 0.95 1 0 0.90 2 20 8 0 0 --- --- 0 24 0 0 --- --- 75 32 0 0 --- --- 0 5 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP TP LT 0 50.0 3.5 1.5 60.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB * LTR 1459 0.124 0.417 LTR 0.297 23.8 C 23.8 C NB * T 941 0.171 0.500 T 0.342 19.1 B 18.5 B R 782 0.098 0.500 R 0.196 17.2 B SB L 460 0.097 0.500 L 0.193 17.5 B 18.0 B T 941 0.139 0.500 T 0.277 18.1 B Intersection: Delay = 20.2sec/veh Int. LOS=C Xc= 0.32 * Critical Lane Group (v/s)Crit= 0.30 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus R Marvin Peak PM Babcock St/Willson Ave 10/26/17 Case: Willson Babcock PM Existing Plus App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 5 / 6 12.0 0.0 All 12.0 0.0 NB T 6 / 8 14.4 0.0 R 1 / 2 15.6 0.0 All 14.5 0.0 SB L 3 / 6 2.2 0.0 T 4 / 7 13.4 0.0 All 9.9 0.0 Intersect. 12.2 SIG/Cinema v3.08 Marvin & Associates Page 2 33 348 51 306 220 85 248 1 49 24 2 59 24 2 59 24 HCM Analysis Summary Existing Plus R Marvin Noon Analysis Duration: 15 mins. Main Street/Rouse Ave 10/26/17 Case: Rouse Main Noon Existing Plus Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 2 2 1 1 2 1 LT 12.0 LT 12.0 LTR 12.0 L 12.0 TR 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LTR 3 LTR 3 L 3 TR 3 66 0.94 1 332 0.94 1 28 0.94 0 10 0.94 0 450 0.94 1 155 0.94 1 39 0.94 0 181 0.94 1 28 0.94 1 150 0.94 1 54 0.94 0 57 0.94 1 5 80 0 0 --- --- 40 35 0 0 --- --- 5 155 0 0 --- --- 15 88 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP LTP LTP 0 48.0 3.5 1.5 16.0 4.0 0.0 42.0 3.5 1.5 Pretimed 120.0 Sec 14.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB LTR 1010 0.177 0.400 LTR 0.443 27.7 C 27.7 C WB * LTR 1297 0.189 0.400 LTR 0.472 27.9 C 27.9 C NB * LTR 599 0.151 0.350 LTR 0.431 30.0 C 30.0 C SB Lper 332 0.000 0.392 15.7 B * Lpro 238 0.090 0.133 L 0.281 16.2 B TR 882 0.060 0.517 TR 0.116 14.9 B Intersection: Delay = 26.1sec/veh Int. LOS=C Xc= 0.49 * Critical Lane Group (v/s)Crit= 0.43 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus R Marvin Noon Main Street/Rouse Ave 10/26/17 Case: Rouse Main Noon Existing Plus App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 6 / 9 7.6 0.0 All 7.6 0.0 WB LTR 8 / 9 8.1 0.0 All 8.1 0.0 NB LTR 5 / 6 10.4 0.0 All 10.4 0.0 SB L 2 / 4 6.1 0.0 TR 2 / 4 17.3 0.0 All 13.6 0.0 Intersect. 8.8 SIG/Cinema v3.08 Marvin & Associates Page 2 66 332 28 10 450 155 39 181 28 150 54 57 1 47 24 1 47 24 2 16 04 3 41 24 3 41 24 HCM Analysis Summary Existing Plus R Marvin Peak PM Analysis Duration: 15 mins. Main Street/Rouse Ave 10/26/17 Case: Rouse Main PM Existing Plus Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 2 2 1 1 2 1 LT 12.0 LT 12.0 LTR 12.0 L 12.0 TR 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LTR 3 LTR 3 L 3 TR 3 49 0.87 1 377 0.87 1 27 0.87 0 8 0.87 0 492 0.87 1 171 0.87 1 37 0.87 0 259 0.87 1 27 0.87 1 173 0.87 1 105 0.87 0 65 0.87 1 5 75 0 0 --- --- 40 19 0 0 --- --- 5 100 0 0 --- --- 15 72 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP LTP LTP 0 48.0 3.5 1.5 16.0 4.0 0.0 42.0 3.5 1.5 Pretimed 120.0 Sec 14.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB LTR 1042 0.197 0.400 LTR 0.493 28.6 C 28.6 C WB * LTR 1305 0.222 0.400 LTR 0.556 29.5 C 29.5 C NB * LTR 609 0.210 0.350 LTR 0.601 33.3 C 33.3 C SB Lper 270 0.000 0.392 16.7 B * Lpro 238 0.111 0.133 L 0.392 17.6 B TR 919 0.100 0.517 TR 0.194 15.6 B Intersection: Delay = 27.5sec/veh Int. LOS=C Xc= 0.62 * Critical Lane Group (v/s)Crit= 0.54 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus R Marvin Peak PM Main Street/Rouse Ave 10/26/17 Case: Rouse Main PM Existing Plus App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 7 / 9 7.9 0.0 All 7.9 0.0 WB LTR 10 / 12 7.7 0.0 All 7.7 0.0 NB LTR 8 / 9 8.7 0.0 All 8.7 0.0 SB L 3 / 5 6.1 0.0 TR 3 / 4 17.0 0.0 All 13.5 0.0 Intersect. 8.7 SIG/Cinema v3.08 Marvin & Associates Page 2 49 377 27 8 492 171 37 259 27 173 105 65 1 47 24 1 47 24 2 16 04 3 41 24 3 41 24 APPENDIX C-3 Future Capacity Calculations HCM Analysis Summary Future R Marvin Peak PM Hour Analysis Duration: 15 mins. Durston Road/N 7th Avenue 10/11/2017 Case: N 7th & Durston PM Future Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 1 1 1 3 2 4 2 L 12.0 LTR 12.0 L 12.0 L 12.0 LTR 12.0 T 12.0 T 12.0 TR 12.0 T 12.0 R 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) L 3 LTR 3 LTR 3 L 3 TR 3 L 3 T 3 R 3 210 0.90 1 220 0.90 1 55 0.90 1 23 0.90 1 195 0.90 1 91 0.90 1 113 0.90 1 798 0.90 3 2 0.90 1 85 0.90 1 535 0.90 3 150 0.90 1 20 10 0 0 --- --- 30 4 0 0 --- --- 0 6 0 0 --- --- 50 10 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP L L LTP LTP 0 30.0 3.5 1.5 25.0 3.5 1.5 6.0 4.0 0.0 40.0 3.5 1.5 Actuated 120.0 Sec 19.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB L 447 0.072 0.250 L 0.286 36.5 D 51.3 D * LTR 457 0.212 0.250 LTR 0.849 56.2 E WB * LTR 378 0.171 0.208 LTR 0.823 58.2 E 58.2 E NB Lper 189 0.074 0.375 38.9 D * Lpro 89 0.050 0.050 L 0.453 28.0 C * TR 1168 0.254 0.333 TR 0.761 40.4 D SB Lper 85 0.022 0.375 33.4 C Lpro 89 0.050 0.050 L 0.540 36.4 D T 1168 0.169 0.333 T 0.509 33.7 C R 525 0.070 0.333 R 0.211 29.6 C Intersection: Delay = 41.9sec/veh Int. LOS=D Xc= 0.82 * Critical Lane Group (v/s)Crit= 0.69 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Future R Marvin Peak PM Hour Durston Road/N 7th Avenue 10/11/2017 Case: N 7th & Durston PM Future App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB L 7 / 7 5.8 0.0 LTR 8 / 10 9.3 0.0 All 8.0 0.0 WB LTR 9 / 11 6.5 0.0 All 6.5 0.0 NB L 3 / 5 4.5 0.0 TR 10 / 12 8.5 0.0 All 8.0 0.0 SB L 3 / 5 5.5 0.0 T 6 / 9 10.5 0.0 R 2 / 5 14.7 0.0 All 10.1 0.0 Intersect. 8.3 SIG/Cinema v3.08 Marvin & Associates Page 2 210 220 55 23 195 91 113 798 2 85 535 150 1 29 24 2 24 24 3 6 04 3 6 04 4 39 24 4 39 24 HCM Analysis Summary Future R Marvin Peak PM Hour Analysis Duration: 15 mins. /N7th Avenue 10/26/2017 Case: N 7th & Mendenhall PM Future Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 0 0 2 2 2 2 2 2 LT 12.0 LT 12.0 T 12.0 TR 12.0 T 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LT 3 TR 3 0 0.90 2 0 0.90 2 0 0.90 2 101 0.99 2 287 0.99 2 275 0.99 2 7 0.99 2 576 0.99 2 0 0.90 2 0 0.90 2 517 0.99 2 52 0.99 2 0 5 0 0 --- --- 100 5 0 0 --- --- 0 5 0 0 --- --- 5 5 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LT TP 0 22.0 3.5 1.5 53.0 3.5 1.5 Actuated 85.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOS WB * LTR 863 0.171 0.259 LTR 0.659 29.6 C 29.6 C NB * LT 2094 0.175 0.624 LT 0.281 7.6 A 7.6 A SB TR 2179 0.163 0.624 TR 0.261 7.5 A 7.5 A Intersection: Delay = 14.8sec/veh Int. LOS=B Xc= 0.39 * Critical Lane Group (v/s)Crit= 0.35 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Future R Marvin Peak PM Hour /N7th Avenue 10/26/2017 Case: N 7th & Mendenhall PM Future App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in WB LTR 6 / 9 10.1 0.0 All 10.1 0.0 NB LT 3 / 4 18.6 0.0 All 18.6 0.0 SB TR 3 / 4 19.1 0.0 All 19.1 0.0 Intersect. 14.3 SIG/Cinema v3.08 Marvin & Associates Page 2 101 287 275 7 576 517 52 1 21 24 2 52 24 2 52 24 HCM Analysis Summary Future R Marvin Peak PM Hour Analysis Duration: 15 mins. Main Street/Business Access 10/26/2017 Case: N 7th & Main PM Future Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 3 2 2 2 1 2 2 1 L 12.0 LT 12.0 LTR 12.0 LT 12.0 LT 12.0 TR 12.0 R 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) L 3 LTR 3 LTR 3 LTR 3 LT 3 R 3 427 0.99 2 536 0.99 2 11 0.99 0 0 0.99 0 728 0.99 2 150 0.99 2 0 0.99 0 3 0.99 0 5 0.99 0 221 0.99 2 0 0.99 0 409 0.99 2 2 7 0 0 --- --- 30 2 0 0 --- --- 0 2 0 0 --- --- 80 0 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP R LTP LTP LTP LTP 0 18.0 3.5 1.5 27.0 3.5 1.5 25.0 3.5 1.5 Pretimed 85.0 Sec 15.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB Lper 178 0.000 0.376 11.0 B * Lpro 727 0.126 0.212 L 0.476 11.8 B TR 1093 0.296 0.588 TR 0.503 10.4 B WB * LTR 1100 0.247 0.318 LTR 0.778 29.6 C 29.6 C NB LTR 511 0.005 0.294 LTR 0.016 21.3 C 21.3 C SB * LT 411 0.159 0.294 LT 0.543 26.0 C 16.6 B R 894 0.210 0.565 R 0.371 10.3 B Intersection: Delay = 19.0sec/veh Int. LOS=B Xc= 0.65 * Critical Lane Group (v/s)Crit= 0.53 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Future R Marvin Peak PM Hour Main Street/Business Access 10/26/2017 Case: N 7th & Main PM Future App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB L 4 / 6 14.6 0.0 TR 4 / 6 16.0 0.0 All 15.0 0.0 WB LTR 8 / 10 9.5 0.0 All 9.5 0.0 NB LTR 0 / 0 26.4 0.0 All 26.4 0.0 SB LT 3 / 6 11.1 0.0 R 3 / 5 18.4 0.0 All 15.4 0.0 Intersect. 12.5 SIG/Cinema v3.08 Marvin & Associates Page 2 427 536 11 0 728 150 0 3 5 221 0 409 1 17 24 1 17 24 2 26 24 2 26 24 3 24 24 3 24 24 HCM Analysis Summary Future R Marvin Peak PM Hour Analysis Duration: 15 mins. Main Street/S 8th Avenue 10/26/2017 Case: Main & S 8th PM Future Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 3 2 2 0 0 1 T 12.0 L 12.0 L 12.0 TR 12.0 T 12.0 R 12.0 T 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) TR 3 L 3 T 3 L 3 R 3 0 0.90 2 797 0.93 2 93 0.93 2 160 0.93 2 948 0.93 2 0 0.90 2 155 0.93 2 0 0.90 2 174 0.93 2 0 0.90 2 0 0.90 2 0 0.90 2 15 10 0 0 --- --- 0 5 0 0 --- --- 40 10 0 0 --- --- 0 5 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LT R TP T L P 0 16.0 4.0 0.0 40.0 3.5 1.5 15.0 3.5 1.5 Actuated 85.0 Sec 14.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB * TR 1642 0.270 0.471 TR 0.573 17.8 B 17.8 B WB * L 333 0.097 0.188 L 0.517 31.7 C 9.4 A T 2498 0.288 0.706 T 0.408 5.7 A NB * L 310 0.095 0.176 L 0.539 32.9 C 25.2 C R 647 0.092 0.412 R 0.223 16.3 B Intersection: Delay = 14.6sec/veh Int. LOS=B Xc= 0.55 * Critical Lane Group (v/s)Crit= 0.46 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Future R Marvin Peak PM Hour Main Street/S 8th Avenue 10/26/2017 Case: Main & S 8th PM Future App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB TR 7 / 9 13.1 0.0 All 13.1 0.0 WB L 4 / 6 4.9 0.0 T 4 / 6 19.8 0.0 All 16.2 0.0 NB L 3 / 6 8.5 0.0 R 1 / 2 20.4 0.0 All 12.3 0.0 Intersect. 14.3 SIG/Cinema v3.08 Marvin & Associates Page 2 797 93 160 948 155 174 1 16 04 1 16 04 2 39 24 2 39 24 3 14 24 HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Babcock & 8th Avenue Agency/Co.Marvin Associates Jurisdiction Ciyt of Bozeman Date Performed 10/9/2017 East/West Street Babcock Street Analysis Year 2032 North/South Street S 8th Avenue Time Analyzed Peak PM Hour Future Peak Hour Factor 0.94 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description One 11 Apartments Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 1 1 0 0 1 1 0 Configuration LTR L TR L TR Volume, V (veh/h)15 143 31 33 284 74 79 180 9 Percent Heavy Vehicles (%)1 1 1 1 1 Proportion Time Blocked 0.300 0.250 0.200 0.300 0.200 Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)6.41 6.51 6.21 4.11 4.11 Base Follow-Up Headway (sec)3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.51 4.01 3.31 2.21 2.21 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)201 35 84 Capacity, c (veh/h)330 1136 1198 v/c Ratio 0.61 0.03 0.07 95% Queue Length, Q₉₅ (veh)3.8 0.1 0.2 Control Delay (s/veh)31.6 8.3 8.2 Level of Service, LOS D A A Approach Delay (s/veh)31.6 0.7 2.4 Approach LOS D Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.3 Generated: 11/8/2017 5:44:16 PMBabcock & 8th PM Future.xtw Pedestrian Level of Service Flow (ped/hr)5 6 Two-Stage Crossing Yes Yes Pedestrian Platooning No No Conflicting Vehicular Flow (veh/h)607 587 Average Delay (s)1.8 1.6 Level of Service, LOS A A Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.3 Generated: 11/8/2017 5:44:16 PM Babcock & 8th PM Future.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Willson & Beal Street Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 10/11/2017 East/West Street Beall Street Analysis Year 2032 North/South Street Willson Avenue Time Analyzed Future PM Hour Peak Hour Factor 0.91 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description One 11 Apartments Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)2 12 13 2 10 3 4 164 20 2 110 2 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.10 6.50 6.20 7.10 6.50 6.20 4.10 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.50 4.00 3.30 2.20 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)29 16 4 2 Capacity, c (veh/h)653 563 1427 1304 v/c Ratio 0.04 0.03 0.00 0.00 95% Queue Length, Q₉₅ (veh)0.1 0.1 0.0 0.0 Control Delay (s/veh)10.8 11.6 7.5 7.8 Level of Service, LOS B B A A Approach Delay (s/veh)10.8 11.6 0.2 0.1 Approach LOS B B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.3 Generated: 11/8/2017 5:37:34 PMWillson & Beall PM Future.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Willson & Lamme Street Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 10/11/2017 East/West Street Lamme Street Analysis Year 2032 North/South Street Willson Avenue Time Analyzed Future PM Hour Peak Hour Factor 0.91 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description One 11 Apartments Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)11 40 24 9 17 6 11 170 10 4 135 2 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)82 36 12 4 Capacity, c (veh/h)611 562 1426 1374 v/c Ratio 0.13 0.06 0.01 0.00 95% Queue Length, Q₉₅ (veh)0.5 0.2 0.0 0.0 Control Delay (s/veh)11.8 11.8 7.5 7.6 Level of Service, LOS B B A A Approach Delay (s/veh)11.8 11.8 0.5 0.2 Approach LOS B B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.3 Generated: 11/8/2017 5:48:26 PMWillson & Lamme PM Future.xtw HCM Analysis Summary Future R Marvin Peak PM Hour Analysis Duration: 15 mins. Mendenhall St/Willson Ave 10/26/2017 Case: Mendenhall & Willson PM Future Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 0 0 2 2 1 1 1 1 LT 12.0 LT 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LT 3 TR 3 0 0.90 2 0 0.90 2 0 0.90 2 130 0.90 2 441 0.90 2 28 0.90 2 77 0.90 2 164 0.90 2 0 0.90 2 0 0.90 2 136 0.90 2 31 0.90 2 0 9 0 0 --- --- 5 9 0 0 --- --- 0 5 0 0 --- --- 5 23 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LT TP 0 40.0 3.5 1.5 40.0 3.5 1.5 Actuated 90.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOS WB * LTR 1543 0.190 0.444 LTR 0.428 18.0 B 18.0 B NB * LT 698 0.171 0.444 LT 0.384 18.3 B 18.3 B SB TR 808 0.099 0.444 TR 0.223 16.1 B 16.1 B Intersection: Delay = 17.8sec/veh Int. LOS=B Xc= 0.41 * Critical Lane Group (v/s)Crit= 0.36 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Future R Marvin Peak PM Hour Mendenhall St/Willson Ave 10/26/2017 Case: Mendenhall & Willson PM Future App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in WB LTR 5 / 7 13.3 0.0 All 13.3 0.0 NB LT 4 / 5 12.9 0.0 All 12.9 0.0 SB TR 2 / 3 14.2 0.0 All 14.2 0.0 Intersect. 13.3 SIG/Cinema v3.08 Marvin & Associates Page 2 130 441 28 77 164 136 31 1 39 24 2 39 24 2 39 24 HCM Analysis Summary Future R Marvin Peak PM Analysis Duration: 15 mins. Main Street/Willson Ave 10/26/17 Case: Willson Main PM Future Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 2 2 2 1 1 1 LT 12.0 LT 12.0 L 12.0 LTR 12.0 TR 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LTR 3 L 3 TR 3 LTR 3 25 0.95 0 484 0.95 1 106 0.95 0 53 0.95 0 566 0.95 1 26 0.95 0 144 0.95 0 181 0.95 0 42 0.95 0 30 0.95 0 203 0.95 0 27 0.95 0 20 60 0 0 --- 5 5 25 0 0 --- 5 5 86 0 0 --- 5 5 109 0 0 --- 5 Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP LTP 0 65.0 3.5 1.5 45.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB LTR 1589 0.213 0.542 LTR 0.394 16.8 B 16.8 B WB * LTR 1509 0.242 0.542 LTR 0.447 17.6 B 17.6 B NB L 342 0.167 0.375 L 0.444 32.3 C 30.4 C TR 599 0.144 0.375 TR 0.384 29.2 C SB * LTR 573 0.176 0.375 LTR 0.469 31.2 C 31.2 C Intersection: Delay = 21.7sec/veh Int. LOS=C Xc= 0.46 * Critical Lane Group (v/s)Crit= 0.42 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Future R Marvin Peak PM Main Street/Willson Ave 10/26/17 Case: Willson Main PM Future App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 5 / 6 14.5 0.0 All 14.5 0.0 WB LTR 6 / 8 13.0 0.0 All 13.0 0.0 NB L 3 / 7 3.0 0.0 TR 4 / 7 13.3 0.0 All 9.6 0.0 SB LTR 5 / 7 10.1 0.0 All 10.1 0.0 Intersect. 12.1 SIG/Cinema v3.08 Marvin & Associates Page 2 25 484 106 53 566 26 144 181 42 30 203 27 1 64 24 1 64 24 2 44 24 2 44 24 HCM Analysis Summary Future R Marvin Peak PM Analysis Duration: 15 mins. Babcock St/Willson Ave 10/26/17 Case: Willson Babcock PM Future Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 0 0 2 1 2 1 LT 12.0 T 12.0 L 12.0 TR 12.0 R 12.0 T 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 T 3 R 3 L 3 T 3 35 0.95 1 365 0.95 1 54 0.95 1 0 0.90 2 0 0.90 2 0 0.90 2 0 0.90 2 322 0.95 1 231 0.95 0 90 0.95 0 260 0.95 1 0 0.90 2 20 8 0 0 --- --- 0 24 0 0 --- --- 75 32 0 0 --- --- 0 5 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP TP LT 0 50.0 3.5 1.5 60.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB * LTR 1458 0.131 0.417 LTR 0.313 24.0 C 24.0 C NB * T 941 0.180 0.500 T 0.360 19.4 B 18.7 B R 782 0.105 0.500 R 0.210 17.4 B SB L 446 0.107 0.500 L 0.213 17.9 B 18.2 B T 941 0.146 0.500 T 0.291 18.3 B Intersection: Delay = 20.4sec/veh Int. LOS=C Xc= 0.34 * Critical Lane Group (v/s)Crit= 0.31 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Future R Marvin Peak PM Babcock St/Willson Ave 10/26/17 Case: Willson Babcock PM Future App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 6 / 7 10.4 0.0 All 10.4 0.0 NB T 6 / 9 14.1 0.0 R 2 / 4 13.3 0.0 All 14.0 0.0 SB L 2 / 5 3.9 0.0 T 5 / 7 14.0 0.0 All 11.9 0.0 Intersect. 12.0 SIG/Cinema v3.08 Marvin & Associates Page 2 35 365 54 322 231 90 260 1 49 24 2 59 24 2 59 24 HCM Analysis Summary Future R Marvin Peak PM Analysis Duration: 15 mins. Mendenhall St/Rouse Ave 10/26/17 Case: Mendenhall Rouse PM Future Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 0 1 1 2 2 1 2 1 LTR 12.0 L 12.0 L 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 L 3 TR 3 L 3 TR 3 0 0.90 2 0 0.90 2 0 0.90 2 13 0.89 1 223 0.89 1 133 0.89 1 105 0.89 1 388 0.89 1 15 0.89 1 91 0.89 1 349 0.89 1 130 0.89 1 0 22 0 0 --- --- 30 17 0 0 --- --- 0 5 0 0 --- --- 45 19 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP 0 45.0 3.5 1.5 65.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOS WB * LTR 666 0.215 0.375 LTR 0.574 30.6 C 30.6 C NB L 375 0.170 0.542 L 0.315 17.4 B 17.9 B TR 1012 0.242 0.542 TR 0.448 18.1 B SB L 404 0.137 0.542 L 0.252 16.1 B 18.5 B * TR 984 0.269 0.542 TR 0.496 19.0 B Intersection: Delay = 21.3sec/veh Int. LOS=C Xc= 0.53 * Critical Lane Group (v/s)Crit= 0.48 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Future R Marvin Peak PM Mendenhall St/Rouse Ave 10/26/17 Case: Mendenhall Rouse PM Future App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in WB LTR 8 / 10 10.1 0.0 All 10.1 0.0 NB L 2 / 3 4.5 0.0 TR 8 / 9 12.2 0.0 All 11.3 0.0 SB L 3 / 6 3.3 0.0 TR 8 / 11 13.0 0.0 All 11.2 0.0 Intersect. 10.9 SIG/Cinema v3.08 Marvin & Associates Page 2 13 223 133 105 388 15 91 349 130 1 44 24 2 64 24 2 64 24 HCM Analysis Summary Future R Marvin Peak PM Analysis Duration: 15 mins. Main Street/Rouse Ave 10/26/17 Case: Rouse Main PM Future Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 2 2 1 1 2 1 LT 12.0 LT 12.0 LTR 12.0 L 12.0 TR 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LTR 3 LTR 3 L 3 TR 3 52 0.87 1 396 0.87 1 30 0.87 0 9 0.87 0 517 0.87 1 179 0.87 1 39 0.87 0 272 0.87 1 29 0.87 1 181 0.87 1 110 0.87 0 68 0.87 1 5 75 0 0 --- --- 40 19 0 0 --- --- 5 100 0 0 --- --- 15 72 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP LTP LTP 0 48.0 3.5 1.5 16.0 4.0 0.0 42.0 3.5 1.5 Pretimed 120.0 Sec 14.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB LTR 1003 0.217 0.400 LTR 0.542 29.7 C 29.7 C WB * LTR 1303 0.234 0.400 LTR 0.586 30.2 C 30.2 C NB * LTR 608 0.222 0.350 LTR 0.635 34.3 C 34.3 C SB Lper 260 0.000 0.392 16.9 B * Lpro 238 0.116 0.133 L 0.418 17.9 B TR 917 0.105 0.517 TR 0.204 15.7 B Intersection: Delay = 28.3sec/veh Int. LOS=C Xc= 0.65 * Critical Lane Group (v/s)Crit= 0.57 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Future R Marvin Peak PM Main Street/Rouse Ave 10/26/17 Case: Rouse Main PM Future App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 8 / 12 6.6 0.0 All 6.6 0.0 WB LTR 10 / 12 8.2 0.0 All 8.2 0.0 NB LTR 8 / 10 9.3 0.0 All 9.3 0.0 SB L 4 / 8 4.0 0.3 TR 3 / 5 20.7 0.0 All 13.0 0.3 Intersect. 8.4 SIG/Cinema v3.08 Marvin & Associates Page 2 52 396 30 9 517 179 39 272 29 181 110 68 1 47 24 1 47 24 2 16 04 3 41 24 3 41 24 HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Babcock & Rouse Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 10/11/2017 East/West Street Babcock Street Analysis Year 2032 North/South Street Rouse Avenue Time Analyzed Future PM Hour Peak Hour Factor 0.90 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description One 11 Apartments Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 2 0 0 0 0 0 0 1 0 0 1 0 Configuration LT TR TR LT Volume, V (veh/h)290 413 17 44 9 42 73 Percent Heavy Vehicles (%)2 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 6.5 6.9 7.5 6.5 Critical Headway (sec)4.14 6.50 6.90 7.50 6.50 Base Follow-Up Headway (sec)2.2 4.0 3.3 3.5 4.0 Follow-Up Headway (sec)2.22 4.00 3.30 3.50 4.00 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)322 59 128 Capacity, c (veh/h)1613 175 161 v/c Ratio 0.20 0.34 0.79 95% Queue Length, Q₉₅ (veh)0.7 1.4 5.1 Control Delay (s/veh)7.8 35.7 81.3 Level of Service, LOS A E F Approach Delay (s/veh)3.4 35.7 81.3 Approach LOS E F Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.3 Generated: 11/8/2017 5:47:15 PMBabcock & Rouse PM Future.xtw Pedestrian Level of Service Flow (ped/hr)35 Two-Stage Crossing No Pedestrian Platooning No Conflicting Vehicular Flow (veh/h)800 Average Delay (s)4.8 Level of Service, LOS A Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.3 Generated: 11/8/2017 5:47:15 PM Babcock & Rouse PM Future.xtw HCM Analysis Summary Future R Marvin Peak PM Analysis Duration: 15 mins. Main Street/Church Ave 10/26/17 Case: Church Main PM Future Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 2 2 1 1 1 1 LT 12.0 LT 12.0 LTR 12.0 LTR 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LTR 3 LTR 3 LTR 3 31 0.90 0 516 0.90 1 59 0.90 0 48 0.90 0 634 0.90 1 34 0.90 0 70 0.90 0 79 0.90 0 58 0.90 0 19 0.90 0 30 0.90 0 16 0.90 0 5 26 0 0 --- --- 5 11 0 0 --- --- 10 46 0 0 --- --- 0 42 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP LTP 0 70.0 3.5 1.5 40.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB LTR 1797 0.217 0.583 LTR 0.371 13.9 B 13.9 B WB * LTR 1763 0.261 0.583 LTR 0.448 14.9 B 14.9 B NB * LTR 518 0.141 0.333 LTR 0.423 33.6 C 33.6 C SB LTR 536 0.045 0.333 LTR 0.134 28.4 C 28.4 C Intersection: Delay = 17.4sec/veh Int. LOS=B Xc= 0.44 * Critical Lane Group (v/s)Crit= 0.40 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Future R Marvin Peak PM Main Street/Church Ave 10/26/17 Case: Church Main PM Future App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 6 / 6 13.6 0.0 All 13.6 0.0 WB LTR 7 / 9 12.0 0.0 All 12.0 0.0 NB LTR 5 / 5 10.0 0.0 All 10.0 0.0 SB LTR 1 / 2 11.5 0.0 All 11.5 0.0 Intersect. 12.2 SIG/Cinema v3.08 Marvin & Associates Page 2 31 516 59 48 634 34 70 79 58 19 30 16 1 69 24 1 69 24 2 39 24 2 39 24 APPENDIX C-4 Willson Avenue Garage Access Existing Plus Site & Future Capacity HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Garage Access & Willson Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 11/8/2017 East/West Street Garage Access Analysis Year 2017 North/South Street Willson Avenue Time Analyzed Noon Hour Exist Plus Site Peak Hour Factor 0.90 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description One 11 Apartments Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 0 1 0 0 0 1 0 Configuration LR LT TR Volume, V (veh/h)6 17 9 85 107 3 Percent Heavy Vehicles (%)0 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.40 6.20 4.10 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.50 3.30 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)26 10 Capacity, c (veh/h)873 1478 v/c Ratio 0.03 0.01 95% Queue Length, Q₉₅ (veh)0.1 0.0 Control Delay (s/veh)9.2 7.5 Level of Service, LOS A A Approach Delay (s/veh)9.2 0.8 Approach LOS A Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.3 Generated: 11/8/2017 3:10:02 PMGrage Access Noon Exist Plus.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Garage Access & Willson Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 11/8/2017 East/West Street Garage Access Analysis Year 2017 North/South Street Willson Avenue Time Analyzed PM Hour Exist Plus Site Peak Hour Factor 0.90 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description One 11 Apartments Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 0 1 0 0 0 1 0 Configuration LR LT TR Volume, V (veh/h)4 9 14 165 113 6 Percent Heavy Vehicles (%)0 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.40 6.20 4.10 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.50 3.30 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)14 16 Capacity, c (veh/h)818 1464 v/c Ratio 0.02 0.01 95% Queue Length, Q₉₅ (veh)0.1 0.0 Control Delay (s/veh)9.5 7.5 Level of Service, LOS A A Approach Delay (s/veh)9.5 0.7 Approach LOS A Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.3 Generated: 11/8/2017 3:13:10 PMGarage Access PM Exist Plus.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Garage Access & Willson Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 11/8/2017 East/West Street Garage Access Analysis Year 2032 North/South Street Willson Avenue Time Analyzed Noon Hour Future Peak Hour Factor 0.90 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description One 11 Apartments Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 0 1 0 0 0 1 0 Configuration LR LT TR Volume, V (veh/h)6 17 9 90 112 3 Percent Heavy Vehicles (%)0 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.40 6.20 4.10 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.50 3.30 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)26 10 Capacity, c (veh/h)864 1472 v/c Ratio 0.03 0.01 95% Queue Length, Q₉₅ (veh)0.1 0.0 Control Delay (s/veh)9.3 7.5 Level of Service, LOS A A Approach Delay (s/veh)9.3 0.7 Approach LOS A Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.3 Generated: 11/8/2017 3:18:49 PMGrage Access Noon Future.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Garage Access & Willson Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 11/8/2017 East/West Street Garage Access Analysis Year 2032 North/South Street Willson Avenue Time Analyzed PM Hour Future Peak Hour Factor 0.90 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description One 11 Apartments Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 0 1 0 0 0 1 0 Configuration LR LT TR Volume, V (veh/h)4 9 14 175 120 6 Percent Heavy Vehicles (%)0 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.40 6.20 4.10 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.50 3.30 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)14 16 Capacity, c (veh/h)807 1456 v/c Ratio 0.02 0.01 95% Queue Length, Q₉₅ (veh)0.1 0.0 Control Delay (s/veh)9.5 7.5 Level of Service, LOS A A Approach Delay (s/veh)9.5 0.7 Approach LOS A Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.3 Generated: 11/8/2017 3:17:00 PMGarage Access PM Future.xtw MARVIN & ASSOCIATES 1300 N. Transtech Way Billings, MT 59102 Mailing Address: P.O. Box 80785 Billings, MT 59108-0785 Phone: 406-655-4550 FAX: 406-655-4991 Page 1 Home Base Montana Attn: Andy Holliran 20 north Tracy Avenue Bozeman, MT 59715 A p r i l 1 3 , 2 0 1 8 Re: One 11 Apartments Traffic Impact Study Update Subsequent to submittal of a Traffic Impact Study (TIS) dated November 11, 2017 for the proposed One 11 Apartments Development, the City of Bozeman Engineering Division reviewed the study and provided comments related to traffic in a memo dated March 1, 2018. Item number 6 in that letter stated that there were three intersections that currently operate below level of service (LOS “C”.  Durston Road and North 7th Avenue  Babcock & South 8th Street  Babcock Street and South Rouse Avenue Since the time when the original TIS was submitted, changes have been made to the nature of the commercial lease area within the proposed building. Because of that decision and the need to address mitigation of substandard intersections, it was necessary to prepare an updated TIS. This letter and attachments serve as the TIS update. City staff has indicated that waivers from the Bozeman Municipal Code would be applied to the two Babcock Street intersections. Thus, the TIS update focuses on proposed development changes and potential mitigation of existing deficiencies at the intersection of Durston Road and N 7th Avenue. Trip Generation Update The commercial portion of the development originally contained 4,600 square feet of leasable commercial area. It was assumed that area would be leased to a retailer and the ITE Code 826 “Specialty Retail” was applied. It has been decided that only 2,500 square feet of space of the ground floor would be available and that space would be used for Home Base Montana staff service offices and meeting rooms. It is envisioned that 3 or 4 staff would occupy that area. This change would result in significant changes to the trip generation analysis as can be seen in Table 3 Update (page 2). There would be a 42% reduction in average weekday trips (AWT) with a 56% reduction in AM hour trips and a 31% reduction in the PM hour trips. MARVIN & ASSOCIATES 1300 N. Transtech Way Billings, MT 59102 Mailing Address: P.O. Box 80785 Billings, MT 59108-0785 Phone: 406-655-4550 FAX: 406-655-4991 Page 2 Traffic Assignment Update Attached Figure 5 Update was created to illustrate traffic assignment changes resulting from a reduction in vehicular trips and changes in the directional trip characteristics related to the land use change. It can be seen that the highest AWT would occur on Willson Avenue between Lamme Street and Mendenhall, with approximately 128 vehicles on the average weekday. The highest peak hour volume movement at any intersection would be 7 northbound vehicles on Willson Avenue at Mendenhall Street during the peak pm hour. It should also be noted that the traffic assignment was based on trip distribution percentages applied to vehicular trip generation potential. In all cases numbers are rounded to the nearest whole number. In some cases, there are no peak hour vehicles assigned to movements at intersections where AWT trips would exist. The intersection of Rouse Avenue and Babcock Street has 6 average weekday trips on both Babcock and on Rouse, but no site traffic during the peak Noon or PM hours. From a statistically perspective, only one site-generated vehicle would enter that intersection during a peak hour on every third weekday. Traffic Volume Impacts Update Attached are updated Figures 6, 7, and 8, which illustrate the existing plus site generated traffic impacts. Figure 7 notes the percentage increase in vehicular traffic that would occur on the average weekday. The highest percentage would be 3.5% on Willson Avenue north of Lamme Street. The majority of streets would Table 3 Update. One 11 Apartments Development Trip Generation No. of Rate Total Total Total Units Units Rate Trips Rate Trips Enter Exit Rate Trips Enter Exit New Development Land Uses Code 220 Apartment 51 Apt. Unit 1 339 2 26 5 21 3 32 21 11 Code 710 General Office Building 2.50 1000 S.F.4 28 5 4406 413 367 30 9 21 36 22 14 Trip Mode & Class Adjustments Pedestrian & Bike Modes Apartments 68 7 1 6 5 3 2 Offices 61 0 1 1 0 1 Internal Capture Within Structure 34 3 1 2 3 2 1 108 11 2 9 9 5 4 259 19 7 12 27 17 10 1 - T = 6.65(X) 2 - T = 0.51 (20% enter) 3 - T = 0.62(X) (65% enter) 4 - T = 11.03(X) 5 - T = 1.58(X) (88% enter) 6 - T = 1.49(X) (17% enter) Total Development Net Vehicular Trips = Peak AM HourAve. Weekday Peak PM Hour Total Potential Trips = Total Trip Mode and Class Reductions = MARVIN & ASSOCIATES 1300 N. Transtech Way Billings, MT 59102 Mailing Address: P.O. Box 80785 Billings, MT 59108-0785 Phone: 406-655-4550 FAX: 406-655-4991 Page 3 have impacts between 0.0% and 0.2%. Any impacts less than 10% could be considered statistically insignificant. Capacity Impacts Capacity calculations based on the revised traffic assignment were not completed. The original study determined that no impacts were associated with site generated traffic and since the updated trip generation numbers were substantially less than the original TIS, it can safely be assumed that any differences between the original analysis and an updated analysis would be insignificant. Durston Road & N 7th Avenue Capacity Mitigation City of Bozeman Engineering Staff indicated that future improvements involving an additional lane for westbound traffic on Peach Street (east leg of the intersection) has been anticipated due to recent right-of-way dedications on Peach Street. Capacity analysis of the lane addition was completed to determine capacity implications relative to the additional lane. It was determined that the additional lane would have the most benefit if it were used as an exclusive right turn lane. Capacity calculations for the improved intersection indicated that the westbound right turn lane along with some signal timing modifications would result in an overall intersection LOS of “C” in both the Noon and PM peak hours. The table below shows the previous existing plus site traffic calculations along with the improved intersection operations. It can be seen that the overall intersection delay would be reduced by approximately 15%, with shorter vehicle queues in many of the intersection lanes. L LTR LTR L TR L T R Control Delay (s/veh)36.2 45.1 62.5 25.9 35.4 26.5 33.7 29.6 LOS DD E C DCCC V/C Ratio 0.26 0.70 0.86 0.36 0.59 0.34 0.51 0.21 Queue Length (95%)69 1 0 6 1 0 594 L LTR LTR L TR L T R Control Delay (s/veh)36.6 48.9 53.7 26.9 39.0 32.9 33.3 29.3 LOS DD D C DCCC V/C Ratio 0.30 0.77 0.77 0.42 0.72 0.48 0.49 0.19 Queue Length (95%)78 9 3 1 2 493 L LTR LT R L TR L T R Control Delay (s/veh)34.1 36.6 44.8 28.6 24.7 34.4 25.1 32.6 28.6 LOS CD DCC CCCC V/C Ratio 0.39 0.56 0.68 0.11 0.36 0.62 0.34 0.53 0.22 Queue Length (95%)68 924 9595 L LTR LT R L TR L T R Control Delay (s/veh)34.5 37.3 45.5 30.0 23.1 35.0 27.0 30.0 26.8 LOS CD DCC CCCC V/C Ratio 0.42 0.59 0.66 0.11 0.37 0.69 0.41 0.47 0.20 Queue Length (95%)68 735 1 0 482 OVERALL N 7th Avenue & Durston Road Peak PM Hour Existing Conditions 39.5D 0.77 Movement Group N 7th Avenue & Durston Road Peak Noon Hour With WB Right Turn Lane and Signal Mods Noon Hour N 7th Avenue & Durston Road Peak PM Hour With WB Right Turn Lane and Signal Mods Noon Hour Intersection Movement Group OVERALL N 7th Avenue & Durston Road Peak Noon Hour Existing Conditions 39.1D 0.71 North 7th Avenue & Durston Mitagation Capacity Analysis Summary Intersection MOE EB WB NB SB C 0.67 OVERALL 34.1 C 0.64 OVERALL 33.8 MARVIN & ASSOCIATES 1300 N. Transtech Way Billings, MT 59102 Mailing Address: P.O. Box 80785 Billings, MT 59108-0785 Phone: 406-655-4550 FAX: 406-655-4991 Page 4 Conclusions & Recommendations This updated TIS has determined that the development would not create impacts on the existing street system in Bozeman. The analysis also found that there would be no peak hour site traffic assigned to the intersection of Babcock Street and Rouse Avenue and therefore a waiver would be justified. A waiver for improvements at the intersection of Babcock Street and S 8th Avenue would also be justified since that intersection it completely built-out. The only intersection that would need improvements to meet the BMC provisions would be the intersection of Durston Road and N 7th Avenue. The addition of a westbound right-turn lane on Peach Street along with signal modifications to accommodate the new lane would improve the overall operations to a LOS “C”. Design of the westbound right- turn lane would need to be based on the expected vehicular queues expected within the adjacent through/left westbound lane, so that the queued vehicles don’t block access to the right-turn lane. Capacity calculations indicate that the maximum queue storage in the through/left lane would be approximately 9 vehicles. Assuming that one of the 9 vehicles could be a 70’ long truck, the right- turn bay should be approximately 270’ in length. If the bay taper design is 10:1, the total length of improvements would be approximately 380’. Design dimensions would be dependent upon the alignment of the street widening and other geometric conditions that may affect the total project length. If additional information concerning the TIS update is required, feel free to contact me. Robert R. Marvin, P.E., P.T.O.E. HCM Analysis Summary Mitgation WB Right Lane R Marvin Noon Hour Existing Plus Analysis Duration: 15 mins. Durston Road/N 7th Avenue 4/12/18 Case: N 7TH & DURSTON NOON EXIST PLUS WB RT Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 1 2 1 3 2 4 2 L 12.0 LT 12.0 L 12.0 L 12.0 LTR 12.0 R 12.0 T 12.0 T 12.0 TR 12.0 T 12.0 R 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) L 3 LTR 3 LT 3 R 3 L 3 TR 3 L 3 T 3 R 3 175 0.90 1 185 0.90 1 53 0.90 1 23 0.90 1 205 0.90 1 92 0.90 1 89 0.90 1 615 0.90 3 3 0.90 1 72 0.90 1 535 0.90 3 146 0.90 1 20 10 0 0 --- --- 45 4 0 0 --- --- 0 6 0 0 --- --- 45 10 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP R L L LTP LTP 0 28.0 3.5 1.5 22.0 3.5 1.5 6.0 4.0 0.0 35.0 3.5 1.5 Actuated 110.0 Sec 19.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB L 455 0.098 0.255 L 0.385 34.1 C 35.6 D * LTR 466 0.143 0.255 LTR 0.562 36.6 D WB * LT 374 0.136 0.200 LT 0.679 44.8 D 42.0 D R 463 0.033 0.291 R 0.112 28.6 C NB Lper 177 0.004 0.364 33.1 C * Lpro 97 0.054 0.055 L 0.361 24.7 C * TR 1114 0.196 0.318 TR 0.616 34.4 C SB Lper 141 0.000 0.364 31.3 C Lpro 97 0.045 0.055 L 0.336 25.1 C T 1115 0.169 0.318 T 0.533 32.6 C R 501 0.071 0.318 R 0.224 28.6 C Intersection: Delay = 34.1sec/veh Int. LOS=C Xc= 0.64 * Critical Lane Group (v/s)Crit= 0.53 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Mitgation WB Right Lane R Marvin Noon Hour Existing Plus Durston Road/N 7th Avenue 4/12/18 Case: N 7TH & DURSTON NOON EXIST PLUS WB RT App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB L 5 / 6 7.1 0.0 LTR 7 / 8 9.0 0.0 All 8.4 0.0 WB LT 6 / 9 7.3 0.0 R 1 / 2 19.9 0.0 All 9.1 0.0 NB L 3 / 4 5.7 0.0 TR 8 / 9 9.8 0.0 All 9.4 0.0 SB L 2 / 5 5.1 0.0 T 6 / 9 10.6 0.0 R 2 / 5 14.5 0.0 All 10.2 0.0 Intersect. 9.4 SIG/Cinema v3.08 Marvin & Associates Page 2 175 185 53 23 205 92 89 615 3 72 535 146 1 27 24 2 21 24 3 6 04 3 6 04 3 6 04 4 34 24 4 34 24 HCM Analysis Summary Mitgation WB Right Lane R Marvin PM Hour Existing Plus Analysis Duration: 15 mins. Durston Road/N 7th Avenue 4/12/18 Case: N 7TH & DURSTON PM EXIST PLUS WB RT Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 1 2 1 3 2 4 2 L 12.0 LT 12.0 L 12.0 L 12.0 LTR 12.0 R 12.0 T 12.0 T 12.0 TR 12.0 T 12.0 R 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) L 3 LTR 3 LT 3 R 3 L 3 TR 3 L 3 T 3 R 3 198 0.93 1 206 0.93 1 51 0.93 1 22 0.93 1 186 0.93 1 88 0.93 1 108 0.93 1 759 0.93 3 2 0.93 1 80 0.93 1 510 0.93 3 142 0.93 1 20 10 0 0 --- --- 45 4 0 0 --- --- 0 6 0 0 --- --- 45 10 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP R L L LTP LTP 0 28.0 3.5 1.5 20.0 3.5 1.5 6.0 4.0 0.0 37.0 3.5 1.5 Actuated 110.0 Sec 19.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB L 455 0.107 0.255 L 0.422 34.5 C 36.1 D * LTR 468 0.150 0.255 LTR 0.590 37.3 D WB * LT 340 0.120 0.182 LT 0.659 45.5 D 42.9 D R 434 0.029 0.273 R 0.106 30.0 C NB Lper 214 0.034 0.382 33.5 C * Lpro 97 0.054 0.055 L 0.373 23.1 C * TR 1178 0.234 0.336 TR 0.694 35.0 C SB Lper 112 0.000 0.382 29.2 C Lpro 97 0.048 0.055 L 0.411 27.0 C T 1179 0.156 0.336 T 0.465 30.0 C R 530 0.066 0.336 R 0.196 26.8 C Intersection: Delay = 33.8sec/veh Int. LOS=C Xc= 0.67 * Critical Lane Group (v/s)Crit= 0.56 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Mitgation WB Right Lane R Marvin PM Hour Existing Plus Durston Road/N 7th Avenue 4/12/18 Case: N 7TH & DURSTON PM EXIST PLUS WB RT App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB L 5 / 6 5.9 0.0 LTR 7 / 8 10.0 0.0 All 8.5 0.0 WB LT 6 / 7 7.3 0.0 R 1 / 3 20.2 0.0 All 8.9 0.0 NB L 3 / 5 7.5 0.0 TR 9 / 10 9.4 0.0 All 9.2 0.0 SB L 2 / 4 4.6 0.0 T 6 / 8 10.7 0.0 R 1 / 2 17.8 0.0 All 10.3 0.0 Intersect. 9.3 SIG/Cinema v3.08 Marvin & Associates Page 2 198 206 51 22 186 88 108 759 2 80 510 142 1 27 24 2 19 24 3 6 04 3 6 04 3 6 04 4 36 24 4 36 24