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Home My WebLink About15 - Traffic Impact Study - Yellowstone Theological Institute TRAFFIC IMPACT STUDY for i YELLOWSTONE f� THEOLOGICAL INSTITUTE I f 1 A. - Bozeman, Montana Prepared for MADI=ON ENGINEERING Prepared by Marvin & Associates September 30, 2015 TRAFFIC IMPACT 5TUDV for VELLOWSTONE THEOLOGICAL INSTITUTE Bozeman, Montana Prepared for MADISON ENGINEERING Prepared by Marvin & Associates September 30, 2015 TABLE OF CONTENTS PAGE INTRODUCTION 1 SITE LOCATION & DESCRIPTION 1 EXISTING CONDITIONS 5 Streets & Intersections 5 Traffic Volumes 6 Speeds g Capacity g TRIP GENERATION g TRIP DISTRIBUTION 12 SITE TRAFFIC ASSIGNMENT 13 IMPACTS 15 Traffic Volumes 15 Capacity 17 Future Access Operations 18 Future Access Capacity 21 RECOMMENDATIONS 22 APPENDIX A—24 Hour Traffic Count Summaries APPENDIX B - Speed Statistics APPENDIX C — Capacity Calculations i LIST OF TABLES PAGE Table 1. Existing Peak Hour Capacity Analysis Summary 9 Table 2. YTI Development Initial Trip Generation 9 Table 3. YTI Future Full Development Trip Generation 10 Table 4. Year 2017 Plus Initial Site Development Traffic Capacity Analysis Summary 17 Table 5. Year 2027 Full Site Development Traffic Capacity Calculation Summary 21 LIST OF FIGURES PAGE Figure 1. Site Location Map 2 Figure 2. Site Layout & Access 4 Figure 3. Existing 2015 Traffic Volumes 7 Figure 4. Initial Development Traffic Volume Assignment 14 Figure 5. Initial Development Plus 2017 Background Traffic Volumes 16 Figure 6. Future Full Subdivision Development Traffic Volume Assignment 19 Figure 7. Year 2027 Full Development Traffic at Graf Street Intersections 20 1 I Marvin &Associates Yellowstone Theological Institute Traffic Impact Study INTRODUCTION This report summarizes the findings of a traffic impact study (TIS) for the Yellowstone Theological Institute development property, hereinafter known as the YTI, which is located on the south side of Bozeman, Montana. Marvin & Associates was retained by Madison Engineering to prepare the TIS in accordance with City of Bozeman subdivision development ordinances. The primary purposes of this study were to address specific traffic impacts related to the YTI development and to provide recommendations regarding the mitigation of any identified impacts. Having reviewed the proposed land use development plan, Marvin & Associates completed an analysis of existing conditions, addressed trip generation, trip distribution and traffic assignment, and evaluated the resulting arterial and intersection capacity impacts, before making recommendations regarding mitigation of impacts. The study methodology and analysis procedures used in this study employed the most contemporary of analysis techniques, using nationally accepted standards in the areas of site development and transportation impact assessment. Recommendations made within this report are based upon those standards and the professional judgment of the author. SITE LOCATION & DESCRIPTION The YTI development property is bounded by South 19th Avenue on the west and agricultural land on the remaining boundaries. (See Figure 1). In 2007 a traffic impact study was prepared by Stahly Engineering for this property which was then known as the Mandeville Creek Subdivision. In the previous study the property consisted of 227 single family lots and 15 garage apartment which would have generated approximately 2,234 trips on the average weekday. This TIS was prepared to evaluate the newly proposed development's impacts on the roadway system as it currently exists. a` ''' Yellowstone Theological Institute Development Page 1 ImpactTraffic --5#u .food Yellowstone �...., I Figure 1. Site Location Theological Proposed s ` ..- Development v; iA _ lr E i i r '}�' '� lackwood".Road. -•�. . . Traffic Impact Study The proposed YTI development would initially build structures and associated facilities on Lots 2, 3, and 4 within half of the property north of Graf Street (see Figure 2). The buildings would include the main Theological Institute building, a Chapel building and several smaller buildings in support of student and Chapel activities, among them would be: an outdoor amphitheater, tennis courts, and community gardens. Future construction, as indicated in Figure 2, would provide new buildings and building additions to increase student capacity and support Chapel activities. Lot 1, in the northwest corner of the property would remain vacant and serve as a storm water detention area. The exact type of future development in Lot 5, south of Graf Street, is not known at the present time but it will most likely be a mix of single family housing and apartments, similar to those proposed in the Mandeville Creek Subdivision. The combination of mixed residential development would be equivalent to approximately 124 single family dwelling units, in terms of total trip generation potential. Access to the YTI property would be provided by an extension of Graf Street, to the east of South 19th Avenue. A roundabout intersection would access properties north and south of Graff Street (see Figure 2 concept plan). The City of Bozeman's transportation plan indicates that at some future date, Graf Street will be extended farther to the east and connect to South 3`d Avenue. However, potential traffic impacts associated with the initial development of YTI property would be confined to intersections on South 19th Avenue. Z Yellowstone Theological Institute Development Page 3 Traffic Impact Study Fill _ f.'!� +Y��kM•��rpI1�111YlY,MM11 �YI+kM r t Graf Street 4 , 4r f 1 y It kv, . Z=� Yellowstone Theological Institute Development Page 4 Traffic Impact Study EXISTING CONDITIONS Streets & Intersections Adjacent and potentially impacted public streets within a one half mile distance of the development include South 19th Avenue and the intersections of Graf Street and Stucky Road with South 19th Avenue. South 19th Avenue is a Principal Arterial north-south oriented roadway that begins at an intersection with Cottonwood Road, approximately 6 miles south of Graf Street, and continues north approximately 4.5 miles to an interchange with Interstate 90. South 19th Avenue has variable pavement widths and varying speed zones along its length. At its intersection with Graf Street, it is approximately 62' wide and has two southbound through lanes; one northbound through lane; and an auxiliary northbound left-turn lane. It also has an 10' parking lane with curb and gutter on the west side of the road and a 4' shoulder on the east side of the road. A traffic signal was constructed at this intersection approximately eight years ago as part of a subdivision development agreement for properties on the west side of South 19th Avenue. Since that subdivision did not fully develop as planned, the signal currently operates in a flashing mode and the Graf Street eastbound approach is stop controlled. North of Graf Street, South 19th Avenue transitions to a two lane road section and then transitions back to a wider section at the intersection with Stucky Road, approximately 0.5 miles south of Graf Street. The intersection of Stucky Road and South 19th Avenue is similar to the Graf Street intersection except that there is only one southbound through lane on the departure side of the intersection and there is no curb and gutter on South 19th Avenue. The traffic signal at Stucky Road and South 19th Avenue is fully operational and provides two signal phases for the "T" type intersection. Yellowstone Theological Institute Development Page 5 Traffic Impact Study Graf Street and Stucky Road are both classified as Collector streets within the Urban Transportation Plan. They both provide access to residential and institutional developments west of South 19th Avenue. Both of the intersections have two approach lanes at their intersections with South 19th Avenue. Graf Street is approximately 50' wide and accommodates a single lane of traffic in each direction with bike lanes and parking on both sides of the street. Stucky Road is approximately 40' wide at its intersection with South 19th Avenue and tapers back to a width of approximately 28' west of the intersection. Traffic Volumes Hourly electronic traffic counts were taken between August 27, 2015 and September 1, 2015 on South 19th Avenue and on Graf Street. The counts provided hourly variations, which were used to determine peak hour conditions and provide base volumes for average weekday projections on intersecting roadways. Summaries of the counts can be found be Appendix A of this report. The weekday peak hour traffic volumes were found to occur between 4.30 and 5:30 pm and between 7:30 and 8:30 am. Turning movement counts were taken at both the Graf Street and Stucky Road intersections with South 19th Avenue. Average weekday traffic (AWT) volumes were calculated on street links using proportional turning movement volumes in relation to the two AWT volume electronic counts. Figure 3 presents existing (2015) am & pm peak hour turning movement volumes at the potentially impacted intersections. Street segment average weekday traffic volumes are also depicted in this figure. Since the turning movement counts were also taken in August and September 2015, comparisons between the electronic counts were made to ensure that the peak hour counts adequately represent existing design hour counts, which would be slightly higher than volumes during the winter months. Yellowstone Theological Institute Development Page 6 Traffic Impact Study MIX IX L 0OUATu 13,400 6,200 Stucky Road °—' 63 182 �� 287 547 235 7:30 0:30 AM 10 83015 265 4:30-5:30 PM (� 29c= SWIS 59 367 C 39 237 Q 18,550 s Average Weekday Traffic (Typ) Graf Street 1 D 42 137 36 57 421 7:30-8:30 AM 12 � 82675 17,800 40 27AS:30 PM 5 13 � �7n5 12 362 1� 0 17 276 Figure 3. Existing 2015 Traffic Volumes Yellowstone Theological Institute Development Page 7 Traffic Impact Study No pedestrian activity was noted during the counting periods, but bike traffic was relatively substantial at the intersection of Stucky Road and South 19th Avenue. There were 11 bikes turning left onto South 19th Avenue and 4 bikes turning right onto Stucky Road from South 19th Avenue during the peak pm hour period. Speeds Speed data was also collected with the electronic counters, specifically on South 19th Avenue north of Graf Street. Appendix B contains the statistical analysis of speed data for that location. It was determined from the speed statistics that the southbound traffic had an 85th percentile speed of approximately 54 miles per hour (mph) which was identical to the 85th percentile speed of 54 mph in the northbound direction. The posted speed limit of 50 mph appears to be in an acceptable range of 85th percentile speeds. Capacity Peak am and pm hour existing condition capacity calculations were completed for the potentially impacted intersections using the HCS 2010 and SigClnema software packages (see Appendix C). Table 1 summarizes the results of the capacity calculations. 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 approaches at each of the potentially impacted intersections currently operate at or above a LOS "C". Only one movement, the eastbound left-turn lane on Graf Street, operates at LOS "D" during the peak pm hour. Yellowstone Theological Institute Development Page 8 Traffic Impact Study Table 1. Existing Peak Hour Capacity Analysis Summary Intersection I MOE NB SB EB WB Movement Group L L R Control Delay(s/veh) 7.6 14.3 8.9 Graf Street&South 19th LOS A B A Avenue AM VIC Ratio 0.01 0.09 0.01 Queue Length 95% 0 0 0 Movement Group L L R Control Delay(s/veh) 9.0 27.3 10.5 Graf Sheet&South 19th LOS A D B Avenue PM VIC Ratio 0.03 0.26 0.03 Queue Len th 95% 0 1 0 Movement Group L T T R L R Control Delay(s(veh) 11.4 15.1 12.2 10.9 17.9 15.2 Stucky Road &South LOS B B B B B B 191h Avenue AA1 VIC Ratio 0.12 0.48 0.24 0.08 0.43 0.02 Queue Length(95%) 3 7 4 1 4 0 Movement Group L T T R L R Control Delay(s(veh) 11.4 11.3 18.4 11.3 24.3 18.7 Stucky Road &South LOS B B B B C B 19th Avenue PM VIC Ratio 0.19 0.31 0.72 0.30 0.63 0.07 Queue Len th 9551. 2 4 9 2 7 1 TRIP GENERATION Table 2 presents a summary of trip generation for initial YTI development plans. Within this table, trip generation rates and resulting trip projections for the average weekday, am, and pm peak hour are illustrated. Trip generation calculations for the development were based upon the specific land use information provided by the developer. Trip generation rates were taken from ITE's Trip Generation Report, 9th Edition. Table 2. Yellowstone Theological Institute Development Initial Trip Generation Base on ITE Trip Generation Report, 9th Edition Average Weekday Peak AM Hour Peak PM Hour No.of Rate Total Total Total Land Use Units Units Rate Trips Rate Trips Enter Exit Rate Trips Enter Exit ITE Code 540-Community College 200 Students 1 345 2 86 72 14 3 111 70 41 ITE Code 560-Church 12.5 1000 sf 4 114 5 7 4 3 6 9 4 5 Weekday Trip Totals= 459 93 76 17 120 74 46 ITE Code 560-Church Sunday Only 12.5 1000 sf 1 7 458 8 201 98 103 1-Ln(T)=0.92 Ln(Q+.97 4-T=9.11()Q 8-T=36.63()p 2-Ln(T)=0.70 Ln(g+0.74(64%enter) 5-T=0.56()Q(62%enter) 9-T=9.46()g+82.08(49%enter) 3-Ln(T)=0.64 Ln(X)+1.32(63%enter) 6-T=0.34()p+5.24(46%enter) M-,\ �-�- Yellowstone Theological Institute Development Page 9 Traffic Impact Study Data for ITE land use types were selected from ITE Land Use Code descriptions that would most closely associated with those proposed. Trip generation rates were selected based on the number of comparative studies for each land use, the correlation factors, and relevance of the plotted curves with respect to the size of the proposed developments. Table 2 indicates that initial development of YTI property would generate approximately 459 average weekday trips (AWT) with 93 trips in the am hour and 120 trips during the peak pm hour. In addition to peak am and pm hours, it is assumed that the Chapel's peak hour would be on a Sunday, when the the Chapel hour would generated approximately 201 trips. Future trip generation was also calculated to ensure that the proposed access conditions would not impact future street system operations. Table 3 presents trip generation for assumed full development conditions. It was assumed from the square footage of future buildings that the YTI student population would double, adding another 200 students. When combined with an estimated 124 single family homes that could be constructed in Lot 5, future trip generation would add 1625 AWT to the initial development trips. The full development potential, as proposed, would result in 2,084 AWT with 275 trips in the am hour and 359 trips in the pm hour. Table 3. Yellowstone Theological Institute Future Full Development Trip Generation Base on ITE Trip Generation Report, 9th Edition Average Weekday Peak AM Hour Peak PM Hour No.of Rate Total Total Total Land Use Units Units Rate Trips Rate Trips Enter Exit Rate Trips Enter Exit ITE Code 540-Community College 200 Students 1 345 2 86 72 14 3 111 70 41 ITE Code 210-Single Family(Lot 5) 124 Dwellings 4 1280 5 96 24 72 6 128 81 47 Weekday Trip Totals= 1625 1 182 96 86 1 239 151 88 Total Initial&Future Trip Generation 2084 275 172 103 359 225 134 1-Ln(T)=0.92 Ln(g+.97 4-Ln(T)=0.92 Lno g+2.72 2-Ln(T)=0.70 Ln(O+0.74(84%enter) 5-(T)=0.70()Q+9.74(25%enter) 3-Ln(T)=0.64 Lnpp+1.32(63%enter) 6-Ln(T)=0.90 Ln(g+0.51(63%enter) LYellowstone Theological Institute Development Page 10 Traffic Impact Study 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. Since the YTI development is on the fringe of Bozeman and there are currently no definitive sidewalks or path networks in the area bicycle and pedestrian trip modes would probably not initially account for a significant number of trips. As future development in the surrounding area becomes more dense, use of alternative modes will increase. However, it was assumed that none of the trips would be associated with pedestrian and bike modes. 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 that, for developments which contain multiple land uses and/or complementary facilities, a portion of trips that would have origins or destinations at such facilities are captured internally. 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 impact of the traffic network external to the development. These types of trips are known as "Internal Capture Trips" (ICT). In the case of YTI Development, there are diverse land uses that could potentially create ICTs in the future. However, the overall numbers would be minimal and not significant in terms of external trip reduction. Trips 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 `74 N Yellowstone Theological Institute Development Page 11 Traffic Impact Study 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 proposed development would not be conducive to attraction of passerby traffic and it was assumed that none of the trips could be classified as passerby trips. 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 task 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 this development, an existing condition distribution was developed based upon area traffic patterns. Results of the distribution analysis indicated that 85% of the trips would be distributed to and from the north, 13% would be directed to and from the south, and the remaining 2% would be to and from the west. Future distribution of trips to and from the east would occur when Graf Street is extended to an eastern connection with South 3`d Avenue. At that time, approximately 15% of the trips would be to and from the east and only 70% of the trips would be to and from the north. '`� ''G`� Yellowstone Theological Institute Development Page 12 Traffic Impact Study SITE TRAFFIC ASSIGNMENT The assignment of site traffic to the surrounding street system and site access points is dependent upon several factors. Two such factors are external directional distribution and localized operational site conditions (i.e., the subdivision layout of streets). The combined calculation of demand and least time accessibility are then used to estimate likely movement volumes at each individual access point. Turning movements at each access point were then calculated through the application of the distribution to full development vehicular trip generation totals. For the YTI Development, the aforementioned access points consist of a single access to a new street extension which simplifies the assignment of site generated traffic. Thus, the aforementioned directional distributions can be applied directly to the trip generation numbers. Average weekday and peak hour site generated traffic was routed onto the street system. Resulting traffic volume assignments are illustrated in Figure 4 with volumes that are only associated with the initial construction of proposed facilities within the YTI development property. The highest site traffic volumes would occur on south 19th Avenue north of Graf Street. „x' � Yellowstone Theological Institute Development Page 13 Traffic Impact Study 362 28 Stucky Road 0 62 0 60 � � ° 4 � o AM7r- 3 3 PM a 2 sr 2 13 Q 5 34 S ---•— T--------I•---I I j L,,, Lt4 j I (' Average Weekday Site Traffic (Typ) 390 I 10 I ilk Graf Street 0 0 83 0 0 65 � �� 2-•� Sunday-*—3 I 0 � 15 I n t3 I 1 -1::;- AM 0 j 0013 j 0 '6�7 2 0 0 63 I 59 L------ 0 0 10 0 39 1 PM 4 1 0 cz�, �b 0 0 10 Figure 4. Initial Development Traffic Volume Assignment CL Yellowstone Theological Institute Development Page 14 Traffic Impact Study IMPACTS Traffic Volumes Traffic volume impacts for site developments can be quantified by determining the change in traffic volumes expected at various points within the surrounding network of 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 critical. In any case, the percent change in daily traffic can only be used to identify general locations where impacts could be significant. It is the determination of volume changes during peak traffic flow periods that provides specific information on the type and location of impacts that could potentially occur. Figure 5 illustrates the relative traffic volume impacts related to development site traffic. Figure 5 also illustrates year 2017 background traffic volume (assumed year of initial operation) plus initial site traffic at each of the potential impacted intersections. Year 2017 background traffic was calculated based on an assumed growth rate of 2.5% per year. Peak hour background traffic on Sunday was calculated based upon electronic counter data on South 19th Avenue and on Graf Street. Turning movements at the intersection were calculated using the Sunday peak hour counts and current turning movement traffic distribution. Traffic volumes would increase on all of the potentially impacted streets, yet none of the increases would exceed the level of significance associated with a 10% increase. The highest percent increase attributable to initial development would be approximately 4% on South 19th Avenue north of Graf Street. E'� Yellowstone Theological Institute Development Page 15 Traffic Impact Study 14,400 [3%1 6,550 [<1%] Stucky Road 300 634 65 253 245 AM 278 PM 14— 33� d C d 46 282 64 398 Q j ---•—•-r--------i.—._1 L.3 I I w4 j 2017 Background Plus Site 9,350 I % Sfie Traffic [4%] �� I I W2 1375 j Graf Street 27 371 83 (,4Jn4 143 6n`5y, j V Y Y 21 38 � 15 2—Id Sunday Q—2 1 1 —t> AM -4—0 13 2 7 220 13 j 60 442 63 1 13 380 10 fJ I_._._._. 42 39 8,250 1 C=r> PM 1 [<19c] 14 6 18 290 10 Figure 5. Initial Development Plus 2017 Background Traffic Volumes �� = Yellowstone Theological Institute Development Page 16 Traffic Impact Study Capacity Table 4 presents capacity analysis results for year 2017 background traffic plus site generated traffic at the potentially impacted intersections. The addition of site development traffic to background traffic would not in itself substantially impact any of the existing intersections. However, the addition of a fourth leg to the Graf Street intersection with South 19th Avenue would increase the number of conflict points which would thereby increase delay for the minor street movements. The increased delay can be seen in Table 4 where a LOS "F" would result for the eastbound left-turn movement on Graf Street. In addition, that same movement would be at LOS "D" during the Sunday peak hour. Table 4. Year 2017 Plus Initial Site Development Traffic Capacity Analysis Summary Intersection MOE NB SB EB WB Movement Group L L L TR L TR Control Delay(s/veh) 7.7 8.4 21.7 9.5 16.5 10.9 Graf Street&South 191h LOS A A C A C B Avenue AM VIC Ratio 0.01 0.06 0.16 0.02 0.01 0.03 Queue Length(95% 0 0 1 1 0 0 0 Movement Group L L L TR L TR Control Delay(s/veh) 8.9 8.2 53.1 11.3 20.9 11.1 Graf Sheet&South 19th LOS A A B C B Avenue PM VIC Ratio 0.02 0.07 0.42 0.03 0.03 0.08 Queue Length 9591. 0 0 2 0 0 0 Movement Group L L L TR L TR Control Delay(s/veh) 8.4 8.1 33.7 11.9 18.2 10.8 Graf Street&South 19117 LOS A A D B C B SUNDA}'Peak VIC Ratio 0.00 0.08 0.17 0.02 0.06 0.15 Queue Length 95% 0 0 1 0 0 1 Movement Group L T T R L R Control Delay(s(veh) 11.6 15.8 13.2 10.9 18.1 15.3 Stucky Road &South LOS B B B B B B 19117 Avenue AM VIC Ratio 0.14 0.52 0.33 0.08 0.45 0.03 Queue Length 95% 2 7 4 1 5 1 Movement Group L T T R L R Control Delay(siveh) 12.5 10.6 19.8 10.2 29.3 20.2 Stucky Road &South LOS B B B B C C 19th Avenue PM VIC Ratio 0.28 0.35 0.79 0.30 0.73 0.09 Queue Length 95% 1 5 12 3 7 2 Yellowstone Theological Institute Development Page 17 Traffic Impact Study Future Access Operations Future traffic volumes were calculated using an annual growth rate of 2.5% per year and applied to the year 2017 background traffic numbers. In addition, trip generation estimated for full development of the YTI property were assigned to the street system with the assumption that the initial trip distribution would still be valid in the year 2027. Figure 6 presents the full subdivision development traffic assignment for the YTI development. It can be seen that the site generated traffic would add 2,084 AWT to the Graf Street intersection and South 19th Avenue. Figure 7 presents the combined background traffic and full development traffic volumes at the intersection of Graf Street and South 19th Avenue. Since there is no guarantee that Graf Street will be extended to S 3`d Avenue by the time YTI is fully developed, this study evaluated the development's potential impact at the intersection of Graf and South 19th Avenue without any additional traffic created by the South 3rd Avenue connection. However, a rudimentary traffic redistribution estimate was completed to determine whether the proposed Graf Street roundabout for the YTI access would be sufficient for year 2027 traffic demand. It was estimated that the South 3rd Avenue connection would add approximately 3,600 AWT to projected traffic on Graf Street at the YTI roundabout access. Figure 7 indicates the relative turning movements that would exist at the roundabout in the year 2027 if the South 3rd Avenue connection was constructed. Yellowstone Theological Institute Development Page 18 Traffic Impact Study AL4�e1k &13.AC�TfS 1,547 120 Stucky Road -----D 0 131 0 172 -t-j\� 4 AM 7 � ; 8 C 15 92 11 71 Q I --;--T--------1._. i LM] Average Weekday Site Traffic(Typ) 1 67 I I I a 105 D I 2,084 1t Graf Street 0 0 131 4I 0 0 138 0 1�0 1 - 13o I �� 3-D• Sunday Q•-3 I 0 82 0 C-Z,� �e-20 18 AM 6 0 0 20 j °� �15 0 0 180 7 ................... 0 0 26 0 107 11 PM -:1-- 7 312 0 CkN, 20 0 0 34 Figure 6. Future Full Subdivision Development Traffic Volume Assignment �'�u Yellowstone Theological Institute Development Page 19 Traffic Impact Study =EG KUM €kSSO;71S d P C Q S --------- ---•-•-• --•-•- 55170138 Y n ^ I Lot 1 j j i Lot 3 ! I 4 � � 82 5 I - - - - -! ! I Lot 4 i 18 ==t> AM -::Z= 6 ! -J ! ! f 20 (`A1�1� (/,I�� ((may^) 12,100 ll U U I ONow p l I I • 20 445 26 I Lot z1,700 7,000* I Graf Street - - - -r '•- 3,600• i i I 70 515 180 ! 87 5 5 50 107 I 144 5 I 11 � PM � 7 ; 210• PM 1100 20 = �20 i 81 � nn � 5 i 25 340 34 I 47 5 5 i I L--------------------------i *Connection to S 3rd Ave Assumed For Evaluation of YTI Roundabout an Graf St. 9,600 2027 AWT (Typ) Figure 7. Year 2027 Full Development Traffic at Graf Street Intersections LZ�- Yellowstone Theological Institute Development Page 20 Traffic Impact Study Future Access Capacity Table 5 presents a summary of calculations for year 2027 traffic conditions. Capacity calculations for the Graf Street and South 19th Avenue intersection were based on future development traffic assignment for full development of the YTI properties plus anticipated background traffic increases without the Graf Street connection to South 3rd Avenue. The calculations were made based on the assumption that the traffic signal would be modified to add the eastern leg of Graf Street and be fully operational. It can be seen that the intersection would then result in all approaches and individual movements operating at LOS "C" or better, even if no additional traffic lanes were constructed on South 19th Avenue. Capacity calculations for the roundabout access to Graf Street were based on anticipated traffic demand on Graf Street created by a connection to South 3rd Avenue and full development of the YTI properties. It can be seen that all approach legs of a single lane roundabout would operate at LOS "A" for that particular future scenario. Table 5. Year 2027 Full Site Development Traffic Capacity Calculation Summary Intersection MOE NB SB EB WB Movement Group L TR L TR L TR L TR Control Delay(stveh) 4.4 17.8 8.2 12.2 20.9 20.6 20.3 21.0 Graf Street&South 191h LOS A B A B C C C C Avenue AM VIC Ratio 0.03 0.64 0.32 0.28 0.18 0.11 0.06 0.20 Queue Length(95%) 1 7 2 5 2 1 2 2 Movement Group L TR L TR L TR L TR Control Delay(siveh) 7.1 15.4 6.8 21.7 23.6 22.9 22.8 24.1 Graf Street&South 19th LOS A B A C C C C C Avenue PM VIC Ratio 0.06 0.50 0.33 0.75 0.22 0.10 0.08 0.31 Queue Length(95%) 1 6 6 12 2 1 1 2 Movement Group LTR LTR LTR LTR Control Delay(siveh) 5.8 5.1 8.3 5.5 Graf Street& YTI Access LOS A A A A PM VIC Ratio 0.08 0.13 0.44 0.15 Queue Length(95%) 0 0 0 0 Yellowstone Theological Institute Development Page 21 Traffic Impact Study RECOMMENDATIONS Development of YTI Development property, as detailed in this report, would only add 459 vehicle trips to the surrounding street system on the average weekday for the initial development scenario. The TIS has determined that this development will have minimal impacts to traffic operations on South 19th Avenue and at the intersection of Stucky Road and South 19th Avenue. The addition of a fourth leg at the Graf Street and South 19th avenue intersection would create a situation where the eastbound approach would operate at LOS "F" during the peak pm hour. Mitigation of the LOS "F" condition can be made by modifying the signal and activating full operation of the signal. The proposed single lane roundabout proposed for the Graff Street and YTI access would provide more than adequate operations for full development traffic conditions along with additional thru traffic volumes resulting from a future extension of Graf Street to South 3rd Avenue. The proposed roundabout access would have sufficient reserve capacity to provide safe and efficient operations well beyond the year 2027. Design of improvements to the South 19th Avenue and Graf Street intersection will need to incorporate future roadway and signal operation features that have been planned along the corridor. The improvements should be similar to improvements that were implemented by the subdivision on the west side of South 19th Avenue. Those arterial improvements include a five lane street section with curb& gutter, sidewalk, street lighting, and traffic signal modifications according to the latest traffic standards to accommodate future design hour traffic volumes. Yellowstone Theological Institute Development Page 22 Appendix A 24 Hour Traffic Count Summaries S. 19th Avenue North of Graf Street - Northbound Volume Distribution Hour 8/27115 8/28/15 8/29/15 8/30/16 8/31/15 9/1/15 Average %of Begin Thur Fri Sat Sun Mon Tue Weekday Day 1 7 39 26 6 8 7 0.2% 2 9 27 11 2 7 6 0.1% 3 4 21 5 8 0 4 0.1% 4 13 18 12 21 19 18 0.4% 5 41 20 17 59 60 53 1.2% 6 126 84 44 159 155 147 3.2% 7 366 170 102 465 482 438 9.6% 8 364 350 199 433 426 408 8.9% 9 355 411 290 260 272 296 6.5% 10 291 404 322 242 239 257 5.6% 11 319 352 283 234 280 278 6.1% 12 330 367 230 262 249 280 6.1% 13 327 237 268 211 261 266 5.8% 14 255 281 287 228 236 240 5.3% 15 285 271 243 303 263 273 6.0% 16 299 270 265 351 265 278 6.1% 17 259 318 252 301 278 285 6.2% 18 264 254 198 229 229 249 5.5% 19 313 306 156 192 163 261 5.7% 20 291 258 155 173 143 231 5.1% 21 188 139 121 56 54 127 2.8% 22 107 142 77 26 19 89 1.9% 23 38 82 40 15 18 46 1.0% 24 38 44 37 8 10 31 0.7% Total 2082 4891 4325 3750 4032 2694 4668 100.0% Northbound Volume Distribution w 12.0% ------------- - -- 10.0% y. 8.0% - - - d 9 4.0% - - - - w W. Q 2.0% O 0.0% U 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 oG w p- HOUR OF DAY (BEGINNING) ®HOURLY%OF VOLUME S. 19th Avenue North of Graf Street - Southbound Volume Distribution Hour 8/27/15 8/28/15 8/29/15 8/30/15 8/31/15 9/1115 Average %of Begin Thur Fri Sat Sun Mon Tue Weekday Day 1 7 32 13 5 7 6 0.2% 2 11 34 9 3 2 5 0.1% 3 2 12 8 3 2 2 0.1% 4 0 2 8 2 0 1 0.0% 5 12 5 11 12 7 10 0.3% 6 50 43 22 64 65 60 1.5% 7 127 60 74 182 157 155 3.9% 8 153 145 93 198 200 184 4.6% 9 137 150 166 161 208 169 4.2% 10 199 280 211 204 250 218 5.5% 11 284 240 275 279 249 271 6.8% 12 331 262 380 194 285 270 6.8% 13 315 333 381 277 286 293 7.4% 14 356 302 364 303 282 314 7.9% 15 391 359 332 323 383 378 9.5% 16 356 404 296 310 395 385 9.7% 17 472 458 264 336 514 481 12.1% 18 351 316 261 265 348 338 8.5% 19 118 99 244 174 290 169 4.2% 20 19 119 169 112 161 100 2.5% 21 46 129 145 82 122 99 2.5% 22 14 40 108 43 39 31 0.8% 23 31 23 51 18 31 28 0.7% 24 5 24 32 14 15 15 0.4% Total 1803 3955 3802 3692 4185 2000 3982 100.0% Southbound Volume Distribution w 14.0% ---- 12.0% - 10.0% - --- ------ ------- --- A 8.0% U 6.0% --- - - W 4.0% ---- - - - - - Q u, 2.0% - - - - - - - F 0.0% 11 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 9 a HOUR OF DAY BEGINNING) ■HOURLY%OF VOLUME S. 19th Avenue North of Graf Street - NB & SB Volume Distribution Hour 8/27/15 8/28/15 8/29/15 8/30/15 8/31/15 9/1115 Average %of Begin Thur Fri Sat Sun Mon Tue Weekday Day 1 14 71 39 11 15 13 0.2% 2 20 61 20 5 9 11 0.1% 3 6 33 13 11 2 6 0.1% 4 13 20 20 23 19 18 0.2% 5 53 25 28 71 67 64 0.7% 6 176 127 66 223 220 206 2.4% 7 493 230 176 647 639 593 6.9% 8 517 495 292 631 626 591 6.9% 9 492 561 456 421 480 464 5.4% 10 490 684 533 446 489 475 5.6% 11 603 592 558 513 529 548 6.4% 12 661 629 610 456 534 550 6.4% 13 642 570 649 488 547 559 6.5% 14 611 583 651 531 518 553 6.5% 15 676 630 575 626 646 651 7.6% 16 655 674 561 661 660 663 7.8% 17 731 776 516 637 792 766 9.0% 18 615 570 459 494 577 587 6.9% 19 431 405 400 366 453 430 5.0% 20 310 377 324 285 304 330 3.9% 21 234 268 266 138 176 226 2.6% 22 121 182 185 69 58 120 1.4% 23 69 105 91 33 49 74 0.9% 24 43 68 69 22 25 45 0.5% Total 3885 8846 8127 7442 8217 4694 8543 100.0% Both Directions Volume Distribution w 10.0% 9.0% O8.0% --- - Q 6.0% - -- - - - - Q5.0% - - 4.0% -_ w 3.0% - - 2.0% -- - - - - - 1.0% �y 1 2 3 1 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 U a HOUR OF DAY BEGINNING) ■HOURLY%OF VOLUME Graf Street West of S 19th Ave - Eastbound Volume Distribution Hour 8/27/15 8128115 8/29/15 8/30/15 8/31/15 9/1/15 Average %of Begin Thur Fri Sat Sun Mon Tue Weekday Day 1 1 2 0 2 0 1 0.2% 2 2 3 0 0 1 1 0.2% 3 0 0 1 0 0 0 0.0% 4 1 2 4 4 1 2 0.3% 5 6 3 1 8 10 8 1.3% 6 15 4 7 15 21 17 2.7% 7 53 12 14 65 65 61 9.5% 8 51 24 16 56 60 56 8.8% 9 54 35 84 43 33 43 6.7% 10 41 29 53 32 30 34 5.3% 11 60 32 71 34 53 49 7.7% 12 63 37 27 45 36 48 7.5% 13 63 36 40 26 39 43 6.7% 14 46 24 29 28 31 35 5.5% 15 39 26 34 40 40 6.3% 16 49 41 36 34 44 45 7.0% 17 50 57 27 30 50 52 8.1% 18 48 39 25 42 32 40 6.3% 19 21 17 8 50 26 21 3.3% 20 21 10 11 8 21 17 2.7% 21 22 12 7 4 7 14 2.2% 22 5 10 3 4 4 6 0.9% 23 4 6 5 3 3 4 0.6% 24 0 6 2 1 0 2 0.3% Total 220 693 393 557 585 380 639 100.0% Southbound Volume Distribution w 12.0% -- - - - - --- a 10.0% - ---- ---- O } 8.0% - ----- - - W ---- Q A 6.0% - C7 Q 4.0% W > Q 2.0% W. 0.0% U1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 a wj a., HOUR OF DAY (BEGINNING) ■HOURLY%OF VOLUME Graf Street West of S 19th Ave - Westbound Volume Distribution Hour 8/27/15 8/28115 8/29/15 8/30/15 8/31/15 9/1/15 Average %of Begin Thur Fri Sat Sun Mon Tue Weekday Day 1 1 2 3 2 3 2 0.3% 2 0 4 1 1 0 0 0.0% 3 1 2 1 0 0 0 0.0% 4 0 1 4 0 1 0 0.0% 5 2 3 1 3 2 2 0.3% 6 10 0 1 9 11 10 1.6% 7 37 7 26 39 27 34 5.3% 8 48 16 58 55 49 51 8.0% 9 41 17 52 26 40 36 5.6% 10 33 24 34 24 25 27 4.2% 11 60 25 33 41 42 48 7.5% 12 71 36 34 32 30 44 6.9% 13 52 32 37 45 49 49 7.6% 14 50 33 40 38 35 41 6.4% 15 36 25 42 37 37 5.8% 16 53 47 30 48 50 50 7.8% 17 65 56 34 63 79 67 10.5% 18 55 31 19 36 54 47 7.3% 19 37 20 21 28 35 31 4.8% 20 23 29 25 16 20 24 3.7% 21 24 23 17 12 14 20 3.1% 22 11 13 7 7 6 10 1.6% 23 6 9 8 2 3 6 0.9% 24 6 7 4 3 3 5 0.8% Total 280 677 392 582 616 314 641 100.0% Northbound Volume Distribution w 12.0% ----------------- - 10.0% 0 > y, 8.0% - - A 6.0% - ---- - U 9 4.0% - - - - w ¢W. 2.0% O 0.0% U1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 9 w p• HOUR OF DAY (BEGINNING) ■HOURLY%OF VOLUME Graf Street West of S 19th Ave - EB & WB Volume Distribution Hour 8/27115 8/28/15 8/29/15 8/30/15 8/31/15 911/15 Average %of Begin Thur Fri Sat Sun Mon Tue Weekday Day 1 2 4 3 4 3 3 0.2% 2 2 7 1 1 1 1 0.1% 3 1 2 2 0 0 0 0.0% 4 1 3 8 4 2 2 0.2% 5 8 6 2 11 12 10 0.8% 6 25 4 8 24 32 27 2.1% 7 90 19 40 104 92 95 7.4% 8 99 40 74 111 109 106 8.3% 9 95 52 136 69 73 79 6.2% 10 74 53 87 56 55 62 4.9% 11 120 57 104 75 95 97 7.6% 12 134 73 61 77 66 92 7.2% 13 115 68 77 71 88 91 7.1% 14 96 57 69 66 66 76 6.0% 15 0 75 51 76 77 76 6.0% 16 102 88 66 82 94 95 7.4% 17 115 113 61 93 129 119 9.3% 18 103 70 44 78 86 86 6.7% 19 58 37 29 78 61 52 4.1% 20 44 39 36 24 41 41 3.2% 21 46 35 24 16 21 34 2.7% 22 16 23 10 11 10 16 1.3% 23 10 15 13 5 6 10 0.8% 24 6 13 6 4 3 7 0.5% Total 500 1370 785 1139 1201 694 1277 100.0% Both Directions Volume Distribution w 9.0% - 0 8.0% 7.0% - - A 5.0% _ 4.0% - - - - - - --- w 3.0% Q 2.0% ----- - -- - - - - - _- - 1.0% 0.0% w 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 U a pw HOUR OF DAY(BEGINNING) ■HOURLY%OF VOLUME Appendix B Speed Statistics SPOT SPEED STUDY ANALYSIS (Counter) Mary in&Associates SITE : South 19th Avenue N of Graf DIRECTION: Northbound DATE: 8127/15 TIME: 120 Hours SPEED SPEED SPEED CUMULATIVE RELATIVE CUMULATIVE RANGE VALUE FREQUENCY FREQUENCY FREQ(%) FREQ(%) 0 to 35 35 4217 4217 19.61% 19.61% 36 to 40 40 1245 5462 5.79% 25.40% 41 to 45 45 2631 8093 12.23% 37.63% 46 to 50 50 5819 13912 27.06% 64.69% 51 to 55 55 5204 19116 24.20% 88.88% 56 to 60 60 1967 21083 9.15% 98.03% 61 to 65 65 271 21354 1.26% 99.29% 66 to 70 70 59 21413 0.27% 99.56% 71 to 75 75 43 21456 0.20% 99.76% 76 to 80 80 28 21484 0.13% 99.89% 81 to 85 85 16 21500 0.07% 99.97% 86 to 90 80 7 21507 0.03% 100.00% 0.00% TOTAL VEHICLES= 21507 MEAN SPEED= 48.34 mph 85TH PERCENTILE = 54.20 mph PACE SPEED= 46 mph TO 55 mph Number of Vehicles in Pace= 11023 % of Total Vehicles in Pace= 51.3% SIGM0ID CURVE 120.00% � I 100,00% 'T W U 80.00 x w LL O 60.00 00, w 40.00% w a 20.00% - 0.00% 35 40 45 50 55 60 65 70 75 80 85 SPEED(MILESIHOUR) SPOT SPEED STUDY ANALYSIS (Counter) Marvin&Associates SITE : South 19th Avenue N of Graf DIRECTION: Southbound DATE: 8/27/15 TIME: 120 Hours SPEED SPEED SPEED CUMULATIVE RELATIVE ;UMULATIVE RANGE VALUE FREQUENCY FREQUENCY FREQ(%) FREQ(%) 0 to 35 35 659 659 3.56% 3.56% 36 to 40 40 2148 2807 11.61% 15.17% 41 to 45 45 5039 7846 27.23% 42.40% 46 to 50 50 5581 13427 30.16% 72.57% 51 to 55 55 3205 16632 17.32% 89.89% 56 to 60 60 1514 18146 8.18% 98.07% 61 to 65 65 259 18405 1.40% 99.47% 66 to 70 70 52 18457 0.28% 99.75% 71 to 75 75 25 18482 0.14% 99.89% 76 to 80 80 12 18494 0.06% 99.95% 81 to 85 85 7 18501 0.04% 99.99% 86 to 90 90 2 18503 0.01% 100.00% TOTAL VEHICLES = 18503 MEAN SPEED= 48.95 mph 85TH PERCENTILE = 53.59 mph PACE SPEED= 41 mph TO 50 mph Number of Vehicles in Pace= 10620 % of Total Vehicles in Pace= 57.4% SIGMOID CURVE 120.00% I 100.00 i I w U LL O 60.00% - w O H Z w 40.00% U a 20.00/ -- - 0.00 35 40 45 50 55 60 65 70 75 80 85 SPEED(MILESIHOUR) SPOT SPEED STUDY ANALYSIS (Counter) f. Marvin&Associates SITE : South 19th Avenue N of Graf DIRECTION: Southbound & Northbound DATE: 8/27/15 TIME: 120 Hours SPEED SPEED SPEED CUMULATIVE RELATIVE CUMULATIVE RANGE VALUE FREQUENCY FREQUENCY FREQ(%) FREQ(%) 0 to 15 15 4876 4876 12.19% 12.19% 16 to 20 20 3393 8269 8.48% 20.67% 21 to 25 25 7670 15939 19.17% 39.84% 26 to 30 30 11400 27339 28.49% 68.33% 31 to 35 35 8409 35748 21.02% 89.35% 36 to 40 40 3481 39229 8.70% 98.05% 41 to 45 45 530 39759 1.32% 99.37% 46 to 50 50 111 39870 0.28% 99.65% 51 to 55 55 68 39938 0.17% 99.82% 56 to 60 60 40 39978 0.10% 99.92% 61 to 65 65 23 40001 0.06% 99.98% 66 to 70 70 9 40010 0.02% 100.00% TOTAL VEHICLES= 40010 750 MEAN SPEED= 28.63 mph 85TH PERCENTILE = 33.97 mph PACE SPEED= 26 mph TO 35 mph Number of Vehicles in Pace= 19809 % of Total Vehicles in Pace= 49.5% SIGMOID CURVE 120.00 100.001/6 w v 60.00% --- — w 0 60.00% -- --- 0 a z z u 40.00% — w a 0.00% 15 20 25 30 35 40 45 50 55 60 65 SPEED(MILES/HOUR) Appendix C Existing Condition Capacity eneral Information Site Information Analyst R Marvin Intersection Graf Street&S 19th Ave Agency/Co. Marvin&Associates Jurisdiction City of Bozeman Date Performed 9/25/2015 East/West Street Graf Street Analysis Year 2015 North/South Street S 19th Avenue Time Analyzed Peak AM Hour Existing Peak Hour Factor 0.90 Intersection Orientation North-South Analysis Time Period(hrs) 0.25 Project Description Yellowstone Theological Institute Lanes 4 Majo,Street North-S.wth 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 1 0 1 0 0 0 0 1 1 0 0 0 2 0 Configuration L R L T T TR Volume(veh/h) 36 12 12 362 137 42 Percent Heavy Vehicles 1 1 1 Proportion Time Blocked Right Turn Channelized No No No No Median Type Undivided Median Storage Delay,Queue Length,and Level of Service Flow Rate(veh/h) 40 13 13 Capacity 428 939 1378 v/c Ratio 0.09 0.01 0.01 95%Queue Length 0.3 0.0 0.0 Control Delay(s/veh) 14.3 8.9 7.6 Level of Service(LOS) B A A Approach Delay(s/veh) 13.0 0.2 Approach LOS B A Copyright©2015 University of Florida.All Rights Reserved. HCS 2010T"TWSC Version 6.70 Generated:9/25/2015 3:38:41 PM TWSC1.xtw r rS'?-^ �. z� tier;�-;� e: w- 'c�"� "s�,'�a� "�r � �'e^'°'>'�.„ f ' ;; ". '�`'"^. •�"� � �"^" ti i general Information Site Information Analyst R Marvin Intersection Graf Street&S 19th Ave Agency/Co Marvin&Associates Jurisdiction City of Bozeman Date Performed 9/25/2015 East/West Street Graf Street Analysis Year 2015 North/South Street S 19th Avenue Time Analyzed Peak PM Hour Existing Peak Hour Factor 0.72 Intersection Orientation North-South Analysis Time Period(hrs) 0.25 Project Description Yellowstone Theological Institute Lanes ~ rAijor Sireeo 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 I T R Priority 10 11 12 7 8 9 lU 1 2 3 4U 4 5 6 Number of Lanes 1 0 1 0 0 0 0 1 1 0 0 0 2 0 Configuration L R L T T TR Volume(veh/h) 40 13 17 276 421 57 Percent Heavy Vehicles 1 1 1 Proportion Time Blocked Right Turn Channelized No No No No Median Type Undivided Median Storage Delay,Queue Length,and Level of Service Flow Rate(veh/h) 56 18 24 Capacity 217 667 928 v/c Ratio 0.26 0.03 0.03 95%Queue Length 1.0 0.1 0.1 Control Delay(s/veh) 27.3 10.5 9.0 Level of Service(LOS) D B A Approach Delay(s/veh) 23.2 0.5 Approach LOS C A Copyright O 2015 University of Florida.All Rights Reserved. HCS 201011 TWSC Version 6.70 Generated:9/25/2015 3:42:27 PM Graf&19th Exist PM.xtw HCM Analysis Summary Existing Conditions- Studky Road/S. 19th Avenue Area Type:Non CBD R Marvin 09/25/2015 Analysis Duration: 15 mins. Peak AM Hour Case: Stucky S 19th AM Exist 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 2 0 L 12.0 R 12.0 WB 0 1 NB 2 1 L 12.0__-- T 12.0 SB 2 1 T 12.0 R 12.0 East West North South Data L T R L T R L T R L T R Movement Volume(vph) 235 0 10 0 0 0 59 367 0 0 182 63 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0 90 0.90 0.90 0.90 _ _. - %Heavy Vehicles 2 2 2 2 2 2 2 2 2 2 2 2 _ - _ Lane Groups L R L T T R Arrival Type 3 3 3 3 3 3 RTOR Vol(vph) 0 0 0 15 Peds/Hour 0 0 5 0 Grade 0 0 0 0 Buses/Hour 0 0 0 0 Parkers/Hour(LeftIRight) --- i --- Signal Settings:Actuated Operational Analysis Cycle Length: 70.0 Sec Lost Time Per Cycle:14.0 Sec Phase: 1 2 3 4 5 6 7 8 Ped Only EB LP WB NB LT SB TP - - - Green 24.0 32.0 0 Yellow All Red 3.5 1.5 4.0 5.0 _ Capacity Analysis Results Approach: Lane Cap v/s g/C Lane v/c Delay Delay App Group _ (vph) _ Ratio Ratio . Group Ratio (sec/veh)__ LOS (sec/veh) LO5_. EB * L 607 0.147 0.343 L 0.430 17.9 B 17.8 B R 526 0.007 0.343 R 0.021 15.2 B NB L _537 0.056 0.457 L_ _ 0.123_ 11.4 . B 14.6 B.._.__ T _ 852 0.219- 0.457 T, 0.479 15.1 . B___ SB T 852 _ 0.108 0.457 T_ 0.237- - _12.2 B 11.9 B R 707 0.034 0.457 _-. R_ 0.075 -10.9 _ B___ . Intersection:Delay= 14.8sec/veh Int.LOS=B Xc 0.46 *Critical Lane Group (v/s)Crit=0.37 SIG/Cinema v3.08 Marvin&Associates Page I NETSIM Summary Results Existing Conditions Studky Road/S. 19th Avenue R Marvin 09/25/2015 Peak AM Hour Case: Stucky S 19th AM Exist Queues Spillback in _-- Per Lane Average Worst Lane 182 Lane Avg/Max Speed (% of Peak 63 App Group (veh) (mph) Period) EB L 4/ 4 12.8 0.0 R 0/ 0 27.3 0.0 All -- 13.1 0.0 i 235 All 14 2 0.0 10 NB L 0/ 3 12.2 0.0 T 51 7 14.4 0.0 59 A --- -- -- _ 367 All 18.2 0.0 1 2 SB T 2/ 4 17.6 0.0 - R 1 / 1 21.8 0.0 23 4 2I 32 4 5� Intersect. 14.8 SIG/Cinema v3.08 Page 2 Marvin&Associates HCM Analysis Summary Existing Conditions Studky Road/S. 19th Avenue Area Type:Non CBD R Marvin 09/25/2015 Analysis Duration: 15 rains. Peak PM Hour Case: Stucky S 19th PM Exist ---_.............-.-..... . 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 2 0 L 12.0 R 12.0 - WB 0 1 NB 2 1 L 12.0 T 12.0 SB 2 1 T 12.0 R East West North South __ -_ -- Data L T R L T R L T R L T R Movement Volume(vph) 265 0 29 0 0 0 39 237 0 0 547 287 PHF 0.80 0.90 0.80 0.90 0.90 0.90 0.80 0.80 0.90 0.90 0.80 0.80 %Heavy Vehicles 2 2 2 2 2 2 2 2 2 2 2 2 _ Lane Groups L R L T T R _.... - Arrival Type 3 3 3 3 3 3 - . RTOR Vol(vph) 5 0 0 100 Peds/Hour 0 0 5 0 %Grade 0 0 :` 0 0 Buses/Hour 0 0 0 0 Parkers/Hour(LeftIRight) --- --- --- ___ ___ _-_ --- Signal Settings:Actuated Operational Analysis Cycle Length: 74.0 Sec Lost Time Per Cycle:14.0 Sec Phase: 1 2 3 4 5 6 7 8 Ped Only EB. - LP - _ -- WB N13 LT SB TP Green 22.0 38.0 p 3 - Yellow All Red 3.5 L5 4.0 1 5.0 Capacity Analysis Results Approach: Lane Cap v/s g/C Lane v/c Delay Delay App Group _ (vph) Ratio _Ratio Group Ratio (sec/veh)_ LOS_ (sec/veh) LpS._ EB L 526 0.187 0.297 L._ _ 0.629 243 C 23.8 C R 455 0.020 0.297 R 0.066 18.7 B NB L 254 0.099_ 0.514 L- 0.193_ 11.4 B _. 11.31 B T 957 0.159_ 0.514 T_ 0.309- 11.3 B_ S13 * T 957 0.367 0.514 _ T 0.715_ 18.4 _ B _ 16.6 B R 794 0.151_ 0.514 R 0.295_ 11.3 B _ Intersection:Delay= 17.1 sec/veh Int.LOS=B Xc 0.68 *Critical Lane Group (v/s)Crit=0.55 SIG/Cinema v3.08 Marvin&Associates Page 1 NETSIM Summary Results Existing Conditions Studky Road/S. 19th Avenue R Marvin 09/25/2015 Peak PM Hour Case: Stucky S 19th PM Exist - Queues Spillback in ' Per Lane Average Worst Lane 547 Lane ! Avg/Max Speed (% of Peak 287 App Group (veh) (mph) Period) EB L 6/ 7 10.4 0.0 � R 0/ 1 20.2 0.0 All 10.9 0.0 265 All 16.4 0.0 29 NB L 1 / 2 6.4 0.0 _._ T 3 / 4 17.8 0.0 39 - 237 All 16.9 0.0 -- — — 1 '2 SB T 7/ 9 16.2 0.0 R 1 / 2 21.1 0.0 21 4 2'' 38 4 s! Intersect. 15.0 SIG/Cinema 0.08 Page 2 Marvin&Associates Appendix C Year 2017 Background Plus Site Traffic Capacity Calculations TFFI "'r ;�general InformationAnalyst Intersection Graf Street&S 19th Ave Agency/Co. Marvin&Associates Jurisdiction City of Bozemen Date Performed 9/25/2015 East/West Street Graf Street Analysis Year 2015 North/South Street S 19th Avenue Time Analyzed Inital Development AM Peak Hour Factor 0.90 Intersection Orientation North-South Analysis Time Period(hrs) 0.25 Project Description Yellowstone Teological Institute Lanes J 4` i ?l3 I, tAajo'ST"O North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Souhbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 lU 1 2 3 4U 4 5 6 Number of Lanes 1 1 0 1 1 0 0 1 1 0 0 1 2 0 Configuration L TR L TR L TR L T TR Volume(veh/h) 38 1 13 2 0 15 13 380 10 65 143 44 Percent Heavy Vehicles 2 0 2 0 0 0 2 0 Proportion Time Blocked Right Turn Channelized No No No No Median Type Undivided Median Storage Delay,Queue Length,and Level of Service Flow Rate(veh/h) 42 15 2 17 14 72 Capacity 257 817 316 631 1360 1138 v/c Ratio 0.16 0.02 0.01 0.03 0.01 0.06 95%Queue Length 0.6 0.1 0.0 0.1 0.0 0.2 Control Delay(s/veh) 21.7 9.5 16.5 10.9 7.7 8.4 Level of Service(LOS) C A C B A A Approach Delay(s/veh) 18.5 11.4 0.2 2.2 Approach LOS C B A A Copyright 0 2015 University of Florida.All Rights Reserved. HCS 2010T"TWSC Version 6.70 Generated:9/25/2015 4:52:46 PM Graf&19th 2017 Plus Inital Dev AM.xtw �T:z�,�,� w�^a�� •�r§'�.,�>�•� �.� .aar r .:�•zp=��,' *:"? r`�" �-� :;»z'"� , ' �'k'�r � ny.•." �'`�� •s� 3 �r•� .d 4r`'`.Yx-" "r"' '>' >,,^,,��».'�'�`"� s�:. ��-^. �sr�. yC 7�fir' 'n-�-��.�� s- �as.� a,'w�•+�,`a,'� ,`:&.' ';`" "°,., f-,�„";�M._r• .„ate '.s�•��.`-�~iZ �' �, y.�"��... 1�:,-»„r�` ��,ri. a �.a";s< � a€ �:. . -..v, � ....�.. ..t; �" �..*,.. ,` x, n. x*w s�k�..p�'k, w d.� �' �` ,.'�`�„� 9..w.. .: ��. �'£u '.• eneral Information Site Information Analyst R Marvin Intersection Graf Street&S 19th Ave Agency/Co. Marvin&Associates Jurisdiction City of Bozemen Date Performed 9/25/2015 East/West Street Graf Street Analysis Year 2017 North/South Street S 19th Avenue Time Analyzed Inital Development PM Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period(hrs) 0.25 Project Description Yellowstone Teological Institute Lanes IV 1 „y r r/,ajar Street North-Soegt 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 lU 1 2 3 4U 4 5 6 Number of Lanes 1 1 0 1 1 0 0 1 1 0 0 1 2 0 Configuration L TR L TR L TR L T TR Volume(veh/h) 42 1 14 6 1 39 18 290 10 63 442 60 Percent Heavy Vehicles 2 0 2 0 0 0 2 0 Proportion Time Blocked Right Turn Channelized No No No No Median Type Undivided Median Storage Delay,Queue Length,and Level of Service Flow Rate(veh/h) 52 19 8 50 22 79 Capacity 125 594 234 644 951 119b We Ratio 0.42 0.03 0.03 0.08 0.02 0.07 95%Queue Length 1.8 0.1 0.1 0.3 0.1 0.2 Control Delay(s/veh) 53.1 11.3 20.9 11.1 gO. 8.2 Level of Service(LOS) F B C B A :::J-- Approach Delay(s/veh) 41.9 12.4 0.9 >'Approach LOS E B A A Copyright©2015 University of Florida.All Rights Reserved. HCS 2010'"TWSC Version 6.70 Generated:9/25/2015 4:53:31 PM Graf&19th 2017 Plus Inital Dev PM.xtw �;.��,...� �.� '�•..,P fl'"Y'r::�:�% "' .� .w��:� 5,"rm �`,'",�` �,�,, �`�Sm.:' �� d"s�s- �,� r -�- ' �. � �` ma's. f'. e"s, +eneral Information Site Information Analyst R Marvin Intersection Graf Street&S 19th Ave Agency/Co. Marvin&Associates Jurisdiction City of Bozemen Date Performed 9/25/2015 East/West Street Graf Street Analysis Year 2017 North/South Street S 19th Avenue Time Analyzed Inital Dev Sunday Peak Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period(hrs) 0.25 Project Description Yellowstone Teologica)Institute Lanes -- Ddajor 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 lU 1 2 3 4U 4 5 6 Number of Lanes 1 1 0 1 1 0 0 1 1 0 0 1 2 0 Configuration L TR L TR L TR L T TR Volume(veh/h) 21 2 7 13 2 88 2 220 13 83 371 27 Percent Heavy Vehicles 0 0 0 0 0 0 0 0 Proportion Time Blocked Right Turn Channelized No No No No Median Type Undivided Median Storage Delay,Queue Length,and Level of Service Flow Rate(veh/h) 26 11 16 112 2 104 Capacity 151 534 290 730 1077 1282 v/c Ratio 0.17 0.02 0.06 0.15 0.00 0.08 95%Queue Length 0.6 0.1 0.2 0.5 0.0 0.3 Control Delay(s/veh) 33.7 11.9 18.2 10.8 8.4 8.1 Level of Service(LOS) D B C B A A Approach Delay(s/veh) 27.2 11.7 0.1 1.4 Approach LOS D B A A Copyright©2015 University of Florida.All Rights Reserved. HCS 2010'"TWSC Version 6.70 Generated:9/25/2015 4A7:58 PM Graf&19th 2017 Plus Inital Dev Sunday.xtw HCM Analysis Summary W1110- - 2017 Plus Initial Dev Studky Road/S. 19th Avenue Area Type:Non CBD R Marvin 09/25/2015 Analysis Duration: 15 mins. Peak AM Hour Case: Stucky S 19th AM 2017 Inital Dev 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 2 0 L 12.0 R 12.0 WB 0 1 - NB 2 1 L 12.0 T 12.0 SB 2 1 T 12.0 ! R 12.0 East Wes_t North South - -.. Data L T R L T R L T R L T ! R Movement Volume(vph) 245 0 14 0 0 0 64 398 0 0 253 65 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 ! 0.90 0.90 0.90 %Heavy Vehicles 2 2 2 2 2 2 2 2 2 2 2 2 -- Lane Groups L R L - T T R _ - Arrival Type 3 3 3 3 3 3 RTOR Vol(vph) 0 0 0 15 Peds/Hour 0 0 5 0 %Grade 0 0 0 0 Buses/Hour 0 0 0 0 - Parkers/Hour(LeftIRight) --- --- --- ___ ___ ___ Signal Settings.Actuated Operational Analysis Cycle Length: 70.0 Sec Lost Time Per Cycle:14.0 Sec Phase: l 2 3 4 5 6 7 8 Ped Only EB L P WB NB LT SB TP Green 24.0 32.0 0 Yellow All Red 3.5 1.5 4.0 5.0 Capacity Analysis Results Approach: _ _- Lane Cap v/s g/C Lane v/c Delay Delay App Group (vph) Ratio. Ratio _ Group Ratio (sec/veh) , LOS_ (sec/veh) ! LOS EB * L 607 0.154 0.343 L 0.448 18.1 B 17.9 B - - ____-- R 526 0.010 0,343 R 0.030 15.3 B NB L 500 0.065- 0A57 L_ 0.142 11.6 . B..._ 1.5.2 B r 852 0.237 0.457 T_ 0.51.9. 15.8 . B -. . SB - _ T 852 0.151 0.457 T _ 0.330 13.2 B _ 12.8 B R _ , 707 0.036_ 0.457 , R. 0.079 _10.9 B Intersection:Delay= 15.2see/veh Int.LOS=B Xc 0.49 *Critical Lane Group 1---(v/s)Crit=0.39 SIG/Cinema v3.08 Marvin&Associates Page 1 NETSIM Summary Results 2017 Plus Initial Dev Stucky Road/S. 19th Avenue R Marvin 09/25/2015 Peak AM Hour Case: Stucky S 19th AM 2017 Inital Dev Queues Spillback in Per Lane Average Worst Lane 253 ' Lane Avg/Max Speed (%of Peak 65 App Group (veh) (mph) Period) EB L 4/ 5 12.6 0.0 R 0/ 1-- - 14.6 0.0 --- All 12.7 0.0 I - - -- 245 • All 13.7 0.0 14 NB L 0/ 2 10.4 0.0 T 51 7 14.0 0.0 64 398 All 16.4 0.0 G : 1 2 SB T 3 / 4 15.7 -0.0 -� R 1 / 1 23.2 0.0 23 4 2:32 4 5 Intersect. 14.2 SIG/Cinema v3.08 Page 2 Marvin&Associates HCM Analysis Summary 2017 Plus Initial Dev Stucky Road/S. 19th Avenue Area Type:Non CBD R Marvin 09/25/2015 Analysis Duration: 15 mins. Peak PM Hour Case: Stucky S 19th PM 2017 Inital Dev 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 2 0 L 12.0 R 12.0 WB 0 I NB 2 1 L 12.0 T 12.0 SB 2 1 T 12.0 R 12.0 East West North South Data L T R L T R L T R L T R Movement Volume(vph) 278 0 33 0 0 0 46 282 0 0 634 300 PHP 0.80 0.90 0.80 0.90 0.90 0.90 0.80 0.80 0.90 0.90 0.80 0.80 %Heavy Vehicles 2 2 2 2 2 2 2 2 2 2 2 2 Lane Groups L R L T T R Arrival Type 3 3 3 3 3 3 RTOR Vol(vph) 5 0 0 100 __._ Peds/Hour 0 0 5 0 %Grade 0 0 0 0 - - _. --- Buses/Hour 0 0 0 _ 0 Parkers/Hour(LeftIRight) Signal Settings:Actuated Operational Analysis Cycle Length: 74.0 Sec Lost Time Per Cycle:14.0 Sec Phase: 1 2 3 4 5 6 7 8 Ped Only EB L p WB NB LT SB TP Green 20.0 40.0 0 Yellow All Red 3.5 1.5 4.0 5.0 Capacity Analysis Results Approach: Lane Cap v/s g/C Lane v/c Delay Delay App,_L Group .___ (v_ph) Ratio _Ratio --. Group Ratio (sec/veh) LOS_ _ (seG/veh) T_ LOS EB * L 478 0.196 0.270 L 0.726 29.3 C 28.4 C R 413 0.023 0.270 R 0.085 20.2 C NB L 205 0.150 0.541 . L_ 0.27-8- 12.5 __ B _10.9 B T 1007 0.189_ 0.541 T 0.350 10.6 B SB T 1007 _- 0.425 0.541 ._._ T_ 0.786 19.8 _ B 17.5 B R 837 0.161 0.541 _ R 0,299 10.2 -_ . B Intersection:Delay= 18.3 sec/veh Int.LOS=B X =0.77 *Critical Lane Group (v/s)Crit=0.62 SIG/Cinema v3.08 c Marvin&Associates Page I NETSIM Summary Results 2017 Plus Initial Dev Stucky Road/S. 19th Avenue R Marvin 09/25/2015 Peak PM Hour Case: Stucky S 19th PM 2017 Inital Dev Queues Spillback in Per Lane Average Worst Lane 634 Lane Avg/Max Speed (% of Peak 300 App Group (veh) (mph) Period) EB L 6/ 7 10.6 0.0 R 1 / 2 11.2 0.0 All 10.7 0.0 278 All 15.7 0.0 ._._ 33 NB L 0/ 1 10.1 0.0 T ._ 4/ 5 � �16.1 �� 0.0 � ' �� A _ 46 282 All 15.2 0.0 1 2 SB T 9/ 12 14.3 0.0 R 1 / 3 21.0 0.0 19 4 2 40 4 5: Intersect. 14.1 SIG/Cinema v3.08 Page 2 Marvin&Associates Appendix C Year 2027 PM Capacity Calculations HCM Analysis Summary 2027 Future Full Development Graf SUS 19th Ave Area Type:Non CBD R Marvin 09/25/2015 Analysis Duration: 15 rnins. Peak AM Hour Case: Graf& S 19th Future AM 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 2 1 L 12.0 TR 12.0 W B 2 1 L 12.0 TR 12.0 NB 2 1 L 12.0 TR 12.0 SB ! 2 1 L 12.0 ! TR 12.0 East West_ North South Data L T R L T R L T R L T R Movement Volume(vph) 45 18 j 20 15 6 82 20 445 26 138 170 55 PHF 0,90 0.90 ! 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 %Heavy Vehicles 2 1 2 1 1 1 2 3 1 1 3 2 Lane Groups L TR L TR L TR L TR Arrival Type 3 3 3 3 3 3 3 3 RTOR Vol(vph) 0 25 0 25 Peds/Hour 5 5 5 5 - - %Grade 0 0_ 0 0 Buses/Hour 0 0 0 0 Parkers/Hour(LeftIRight) --- --- --- --- ___ ___ Signal Settings:Actuated Operational Analysis Cycle Length: 65.0 Sec Lost Time Per Cycle:14.0 Sec Phase: 1 2 3 4 5 6 7 8 Ped Only - - EB LTP WB LTP _ NB L LTP SB L LTP Green 14.0 8.0 29.0 0 Yellow All Red 3.5 1.5 3.0 1.0 3.5 1.5 Capacity Analysis Results Approach: _. Lane Cap v/s g/C Lane v/c Delay Delay App Group , (vph) Ratio_- Ratio .._- . Group Ratio. (sec/veh) _, LOS. (sec/veh) LOS EB L 282 0.038 0.215 L 0.177 20.9 C 20.8 = C TR 367 0.025 0.215 TR 0.114 20.6 C WB L 292 0,013 0.215 L 0,058 20.3 C 20.9 C * TR 347 0.043 0.215 TR 0.202 21.0 C NB Lper 513 0.000 0.523 17.3 B Lpro 218 0,012 0.123 L 0.030 4.4 A * TR 816 0.286 0.446 TR 0.641 17.8 13 SB Lper 262 0.000 0,523 10.6 B * Lpro 220 0.086 0.123 L 0.317 8.2 A TR 804 0.123 0.446 TR 0.276 12.2 B Intersection:Delay= 15.6sec/veh Int.LOS=B X =0.53 *Critical Lane Group (v/s)Crit=0.42 SIG/Cinema v3.08 c Marvin&Associates Page 1 NETSIM Summary Results 2027 Future Full Development Graf SYS 19th Ave R Marvin 09/25/2015 Peak AM Hour Case: Graf& S 19th Future AM Queues Spillback in Per Lane Average Worst Lane 170 Lane Avg/Max Speed (%of Peak 55 138 App Group (veh) (mph) Period) EB L 1 / 2 9.9 0.0 ► TR l / 1 12.7 0.0 _. _ - 82 6 All 10.8 0.0 �� ►' 15 WB L 0/ 2 6.7 0.0 TR 1 / 2 16.9 0.0 45 �. 18 All 15.5 0.0 20 I NB L 0/ l 20.7 0.0 TR ! 6/ 7 13.7 0.0 20 26 445 All 13.9 0.0 SB L 1 / 2 19.6 0.0 1 2 3 TR 3 / 5 14.9 0.0 13 4 2i 8 3 1 28 4 2', All 16.3 0.0 Intersect. 14.5 SIG/Cinema v3.08 Page 2 Marvin&Associates HCM Analysis Summary 2027 Future Full Development Graf SUS 19th Ave Area Type:Non CBD R Marvin 09/25/2015 Analysis Duration: 15 mins. Peak PM Hour Case: Graf& S 19th Future PAM 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 2 1 L 12.0 TR 12.0 WB 2 1 L 12.0 TR 12.0 NB 2 1 L 12.0 "' TR 12.0 SB 2 I L 12.0 TR 12.0 East West North South Data 1 T R L T R L T R L T R Movement Volume(vph) 50 11 20 20_ 7 107 25 340 34 180 515 70 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 090 0.90 0.90 0.90 %Heavy Vehicles 2 1 1 2 1 1 1 2 3 1 1 3 2 Lane Groups L TR L TR L TR L TR_ - Arrival Type 3 3 3 3 3 3 3 3 RTOR Vol(vph) 0 25 5 25 Peds/Hour 5 5 5 5 %Grade 0 0 0 0 --- Buses/Hour 0 0 0 0 Parkers/Hour(LeftjRight) --- --- --- Signal Settings:Actuated Operational Analysis Cycle Length. 70.0 Sec Lost Time Per Cycle:14.0 Sec Phase: 1 2 3 4 5 6 7 8 Ped Only EB LTP WB LTP NB L LTP SB L LTP Green _ 14.0 10.0 32.0 _ 0 Yellow All Red 3.5 1.5 3.0 1.0 3.5 1.5 Capacity Analysis"Results Approach: Lane Cap v/s g/C Lane v/c Delay Delay App Group _. (vph) Ratio_ _Ratio Group _ Ratio__ LOS (sec/veh) EB LOS_.. _ L 255 0.044 0.200 L 0,220 23.6 C 23.3 C - _. - TR 334 0.020 0.200 TR 0.102 22.9 C WB L 273 0.016 0.200 L 0.081 22.8 C 23.8 C * TR 321 0.062 0.200 TR 0.308 24.1 C NB Lper 193 0,000 0.529 14.9 B _ - _ Lpro 253 0.016 0.143 L 0.063 7.1 A TR 833 0.225 0.457 TR 0.492 15.4 B SB Lper 361 O 000 0.529 18.1 B MEMMM Lpro 255 0.112 0.143 L 0.325 __. 6 8 A * TR 833 0.341 0.457 TR 0.747 21.7 C Intersection:Delay= 17.9see/veh Int.LOS=B XC 0.64 *Critical Lane Group (v/s)Crit=0.52 SIG/Cinema v3.08 Marvin&Associates Page 1 NETSIM Summary Results 2027 Future Full Development Graf SUS 19th Ave R Marvin 09/25/2015 Peak PM I-Iour Case: Graf&S 19th Future PAM Queues Spillback in Per Lane Average Worst Lane 515 Lane Avg/Max Speed (% of Peak 70 180 App Group (veh) (mph) Period) i EB L 1 / 2 12.3 0.0 ► TR 1 / l 8.7 0.0 107 7 All 10.9 0.0 4� ►! 20 WB! L 0/ 1 21.5 0.0 TR 1 / 2 18.5 0.0 50 �: ► 11 All 18.6 0.0 20 NB L 0/ 1 22.4 0.0 TR 4/ 6 15.1 0.0 . ► _ 25 , 3. _ 4 340 All 15.5 0.0 SB L 2/ 6 16.5 0.0 TR 8 / 12 12.5 0.0 13 4 2 10 3 1; 31 4 2 All 13.3 0.0 Intersect. 14.1 SIG/Cinema v3.08 Page 2 Marvin&Associates MOVEMENT SUMMARY V Site: YTI & Graf Street Future Operations YTI Access to Graf Street Roundabout Movement Performance-Vehicles Prop. Effectivei- Average A.109y Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed- South:Lot 5 Access 3 L2 51 3.0 0.084 5.8 LOS A 0.3 7.3 0.44 0.37 21.6 8 T1 5 3.0 0.084 5.8 LOS A 0.3 7.3 0.44 0.37 21.5 18 R2 5 3.0 0.084 5.8 LOS A __0.3 7.3 0.44 0.37 24.1 Approach 62 3.0 0.084 5.8 LOS A 0.3 7.3 0.44 0.37 22.0 East:Graf Street 1 L2 5 3.0 0.148 5.5 LOS A 0.5 13.8 0.35 0.25 28.7 6 T1 120 3.0 0.148 5.5 LOS A 0.5 13.8 0.35 0.25 28.8 16 R2 _5 3.0 0.148 5.5 LOS A 0.5 13.8 0.35 0.25 27.9 Approach 130 3.0 0.148 5.5 LOS A 0.5 13.8 0.35 0.25 28.7 North:YTI Access 7 L2 5 3.0 0.127 5.1 LOS A 0.5 11.7 0.31 0.20 28.8 4 T1 16 3.0 0.127 5.1 LOS A 0.5 11.7 0.31 0.20 23.6 14 R2 95 3.0 0.127 5.1 LOS A 0.5 11.7 0.31 0.20 23.4 Approach 116 3.0 0.127 5.1 LOS A 0.5 11.7 0.31 0.20 23.8 West:Graf Street 5 L2 157 3.0 0.444 8.3 LOS A 2.5 63.7 0.16 0.06 22.2 2 T1 228 3.0 0.444 8.3 LOS A 2.5 63.7 0.16 0.06 26.8 12 R2 88 3.0 0.444 8.3 LOS A 2.5 63.7 0.16 0.06 20.1 Approach 473 3.0 0.444 8.3 LOS A 2.5 63.7 0.16 0.06 24.6 All Vehicles 782 3.0 0,444 7.1 LOS A 2.5 63.7 0.24 0.14 25.1 Level of Service(LOS)Method: Delay&We(HCM 2010). Roundabout LOS Method:Same as Sign Control. Vehicle movement LOS values are based on average delay and We ratio(degree of saturation)per movement LOS F will result if We>1 irrespective of movement delay value(does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements(v/c not used as specified in HCM 2010). Roundabout Capacity Model:US HCM 2010. HCM Delay Formula option is used.Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies. Gap-Acceptance Capacity:Traditional M1. HV(%)values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 6.1 Copyright©2000-2015 Akcelik and Associates Pty Ltd I sidrasolutions.com Organisation:MARVIN&ASSOCIATES I Processed:Tuesday,September29,2015 12:26:58 PM Project: C:\Users\Bob\Documents\A PROJECT FOLDERS\15-818 Yellowstone Theological Institute TIS\Capacity\Future\YTI Access&Graf Future.sip6