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HomeMy WebLinkAbout06a N19th Ave Town Pump TIS Letter Report 5-05-2020 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 Chris Budeski, P.E. Madison Engineering 895 Technology Blvd, Suite 203 Bozeman, MT 59718 May 17, 2016 Re: Bozeman 6 Town Pump Subdivision Traffic Impact Study Marvin & Associates was retained to perform a Traffic Impact Study (TIS) to address potential traffic impacts that could be associated with the proposed Bozeman 6 Town Pump Subdivision, hereinafter known as the “Town Pump Development”. The subdivision is located on the west side of North 19th Avenue north of Rawhide Ridge in Bozeman, Montana. The City of Bozeman subdivision standards require a traffic impact study be completed for new subdivision developments to ensure that additional subdivision traffic does not impact the City street system and that the subdivision accesses are designed to operate safely and efficiently. The TIS for the Town Pump Development concentrates on impacts associated with N 19th Avenue intersections and connections to Cattail Street, west of North 19th Avenue. While there are two other key intersections on North 19th Avenue located less than 0.5 miles from the proposed subdivision (Valley Center Drive and Baxter Lane), it was determined that traffic generated by the proposed developments would not add significant site generated traffic volume to those intersections. In addition, the development property was included in an assessment for major improvements to N 19th Avenue a number of years earlier. The nature of the proposed development is consistent with the N 19th Avenue corridor traffic study that was used to assess improvement costs. For those reasons, this study concentrates on the subdivision site accesses and existing key intersections surrounding the development site. This letter and attachments constitute a summary report of the TIS analysis for Bozeman 6 Town Pump Subdivision. The Town Pump Development property will include six new lots. Only lots 1 through 4 will be developed, while Lot 5 will remain as a wetlands area and Lot 6 will be used for storm water retention. The new lots would all be located on the west side of North 19th Avenue and on the north side of Rawhide Ridge. Access to N 19th Avenue would utilize the existing Rawhide Ridge street approach on the west side of the intersection and a new right-in and right-out street access (Road A) is proposed to be located between lots 2 and 4 (see Attached Figure 1). All other accesses to the property would be from streets west of N 19th Avenue. Proposed improvements associated with this development include: an extension of Max Avenue from Cattail Street to Rawhide Ridge on the west boundary of the development property; an extension of Rawhide Ridge to Max Avenue along the southern development boundary; construction of a new roadway (Road A) between N 19th Avenue and Max Avenue; and construction of a short access road to Max Avenue along the northern boundary of the property. Existing Traffic Volumes Electronic traffic counters were used to collect directional traffic volumes on Cattail Street and on Max Avenue for a 24-hour period on May 3 & 4 2016. A summary of hourly traffic volume counts can be found in Appendix A (attached). The count summaries indicate that the peak pm hour period was between 4:00 and 5:00 pm with approximately 8.9% of the average weekday traffic occurring in that hour. There was really no definitive peak am hour on either street. The peak am hour in Bozeman typically occurs between 8:00 and 9:00 am. However, count data on Cattail Street and 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 Max Avenue indicated that only 4.3% of the average weekday traffic occurs on Max Avenue and Cattail Street during that am period, or approximately half of the peak pm hour traffic. Traffic counts on N 19th Avenue south of Baxter Lane were taken in the fall of 2015 and data from that count was examined for hourly variations. It was determined that a similar condition exists on N 19th Avenue where the peak hour occurs between 4:45 and 5:45 pm with approximately 8.5% of AWT during that hour. The peak am hour period on N 19th Avenue is between 8:00 and 9:00 with approximately 5.6% AWT, or about 70% of the peak pm hour period. Peak am and pm turning movement counts were taken at the intersections of Rawhide Ridge and Cattail Street with North 19th Avenue and the intersection of Cattail Street and Max Avenue. Figure 2 (attached) illustrates the peak hour counts. Also shown in Figure 2 are average weekday traffic (AWT) volumes on the potentially impacted street segments. The AWT volumes were calculated using traffic counter data and by using the peak hour counts to calculate relative volume proportions on intersecting roadways. From traffic counter data and turning movement counts it was determined that peak pm hour traffic volumes are substantially higher than the am volumes. Since the highest conflicting traffic flows associated with the Town Pump Development would also occur in the peak pm hour, the highest potential for impacts would be in the pm time period. Existing Capacity Capacity calculations were completed for the potentially impacted intersections (see Appendix B). The calculated measures of efficiency are summarized in Table 1. It can be seen that all intersection approach legs currently operate above level of service (LOS) “C”. However, individual movements for some individual eastbound and westbound lanes operate at LOS “D” in the am and pm peak hours. Observation of operations at the intersection of Cattail Street and N 19th Avenue indicate that LT R LT R LT R L T R Control Delay (s/veh)24.7 36.5 24.5 34.9 22.2 23.6 11.6 31.7 11.3 LOS CD CC CC B C B V/C Ratio 0.05 0.28 0.01 0.10 0.39 0.48 0.02 0.80 0.01 Queue Length (95%)34 01 48 1 1 2 0 LT R LT R LT R L T R Control Delay (s/veh)29.1 42.6 28.8 39.8 26.6 16.1 22.7 32.5 15.1 LOS CD CD CB C C B V/C Ratio 0.10 0.45 0.03 0.16 0.70 0.64 0.05 0.72 0.01 Queue Length (95%)35 12 7 1 2 2 1 2 1 Control Delay (s/veh)LOS V/C Ratio Queue Length (95%) Control Delay (s/veh) LOS V/C Ratio Queue Length (95%) Control Delay (s/veh) LOS V/C Ratio Queue Length (95%) Control Delay (s/veh)LOS V/C Ratio Queue Length (95%) SB A 7.4 Movement Group North 19th Avenue & Rawhide Ridge AM Movement Group 0.10 0 Movement Group Cattail Street & Max Avenue AM 0 Movement Group L Cattail Street & Max Avenue PM 7.9 A 0.09 L Table 1. Existing Peak Hour Capacity Analysis Summary L 9.4 a 0.02 1 L 11.0 B Movement Group North 19th Avenue & Cattail Street PM Movement Group North 19th Avenue & Cattail Street AM North 19th Avenue & Rawhide Ridge PM Intersection MOE EB WB NB 0.02 1 LR 10.0 A 0.04 1 LR 13.9 B 0.38 2 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 the actual level of service on the east and west legs may even be less due to delays associated with the corridor signal timing, which utilizes a 140 second cycle during the peak pm hour period. Corridor operations require long cycle times to keep traffic moving along N 19th Avenue in a coordinated manner. The long cycle times then create delay on the side streets. None of the movements at the Cattail Street intersection would operate below LOS “C” if the cycle time was reduced, but reductions in the background cycle time could impact other intersections along N 19th Avenue. Capacity calculations for the intersection of Rawhide Ridge and N 19th Street were completed using the HSC capacity software which involves the influence of adjacent signals in terms of traffic gaps. Thus, a gap study was completed in the peak pm hour for southbound traffic on N 19th Avenue. A summary of that study is contained in Appendix C. The gap study indicated that during the peak pm hour period gaps for northbound left-turn movements and eastbound right-turn movements would be blocked 49% of the time period with adequate gaps for access movements being available 51% of the time. Development Site Trip Generation The ITE Trip Generation Report, Ninth Edition was used to predict the number of trips that could be generated by the proposed developments within the site boundaries. Lot 1 would be the Town Pump convenience store with gas pumps, which is listed as Code 853 in the ITE Trip Generation Report. Because of previous Town Pump studies in the Bozeman area, including an extensive study by Morrison and Maierle at Four Corners, it was decided to use the localized data instead of the national data base. Lot 2 would be the Gaming Center which would equate to ITE code 473 “Casinos”. Lots 3 and 4 would best be represented by ITE Code 826 Specialty Retail. Table 2 presents a summary of trip generation for the proposed developments. The initial development of the property would involve construction of the convenience store and the gaming center on lots 1 and 2. The combined trip generation of those lots would result in 4,014 trips on the average weekday with 256 trips in the am hour and 325 in the peak pm hour. Trips associated with development of Lots 3 & 4 would be 5,603 average weekday trips with 241 am hour trips and 261 pm hour trips. Total development trips would be 9,617 on the average weekday with 497 am and 586 pm trips. Table 2. CS 331 Town Pump Bozeman Trip Generation Estimates ITE No. of Rate Total Total Total Land Use Code Units Units Rate Trips Rate Trips Enter Exit Rate Trips Enter Exit Lot 1 - Convenience Store with Fuel 853 16 Fuel 1 3612 2 250 133 117 3 285 143 142 Lot 2 - Casino 473 3 1000 sf 4 402 5 6426 40 22 18 Lot 3 - Specialty Retail 826 25.8 1000 sf 7 2815 8 68 42 26 9 83 37 46 Lot 4 - Specialty Retail 826 65.3 1000 sf 7 2788 8 173 107 66 9 178 78 100 4014 256 137 119 325 165 160 5603 241 149 92 261 115 146 9617 497 286 211 586 280 306 1 - T = 225.75(X) 4 - T = 134(X)* 7 - T = 42.78(X)+37.66 2 - T = 15.63(X) (53% enter) 5 - T = 2.0(X)* (67% enter) 8 - (T) = 2.65(X)* (62% enter) 3 - T = 17.81(X) (50% enter) 6 - T = 13.43(X) (56% enter) 9 - T = 2.40 (X)+21.48 (44% enter) * Rate Not Available - Estimated Peak AM HourAverage Weekday Peak PM Hour Initital Development Lots 1&2 TOTAL DEVELOPMENT Future Development Lots 3&4 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 In addition to total trip generation numbers, it is sometimes important to know the type of trips to properly evaluate traffic impacts. Some percentage of total trips could be assigned to the bike/pedestrian mode. Since there is an appreciable amount of complimentary trip producers west of the site within a relatively dense residential area, alternative trip modes would probably occur and it was estimated that approximately 1% of the trips would be pedestrian and bike trips. Internal capture trips (ICT) are of significant importance for certain developments. In this case, it appears that there could be an appreciable number of number of ICT trips that could be made between the all of the commercial developments. The ITE Trip Generation Report indicates that approximately 30% of the trips could be ICT trips on the average weekday and 20% could occur in the peak am and pm hours. There are also three classifications of trip types related to use of the street system: 1) Primary purpose trips are trips for which the development is a primary destination from any particular origin. 2) Diverted linked trips are trips made to the development as a secondary destination and are diverted from a path between an origin and a primary destination. 3) Passerby trips are also trips made to a development as a secondary destination, but the primary trip path is on the adjacent street system, i.e. stop on the way home from work. For this development, it was assumed that passerby trips would be appropriate for the initial development of the convenience store and gaming center while passerby traffic associated with the other commercial developments is unknown and was assumed to be zero. Initial development of the site would result in 65% passerby trips while full development of the site would dilute the number of passerby trips to approximately 40% of the total external trips. Table 2 summarizes the trip mode and classification for development of the Town Pump Development property. With approximately 2,885 ICT trips and 2,654 passerby trips, only 3,982 new trips would be on the surrounding street system. During the peak am and pm hours there would be 236 and 278 trips respectively. Table 3. Trip Mode & Classification Summary Total Ped/Bike Net Veh. ICT Net Ext. Passerby Net New Trips Trips Trips Trips Trips Trips Trips Initial Development Average Weekday 4014 40 3974 0 3974 2583 1391 Peak AM Hour 256 3 253 0 253 164 89 Peak PM Hour 325 3 322 0 322 186 136 Total Development Average Weekday 9617 96 9521 2885 6636 2654 3982 Peak AM Hour 497 5 492 99 393 157 236 Peak PM Hour 586 6 580 117 463 185 278 Time Period 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 5 Table 3 presents a summary of peak am and pm hour primary (new external) and passerby trips used within the impact analysis. All of the primary and passerby trips are assigned to the sites accesses, while only the new external trips were added to existing traffic on the adjacent streets. Trip Distribution The directional distribution of new trips to and from the site was based largely on an area of influence model that used existing residential development densities within the area of influence to determine origins and destinations of primary trips to and from the site. Passerby distribution is dependent upon the proportion of traffic on the adjacent streets. Figure 3 (attached) presents the relative distribution of both primary and passerby trips for peak pm hour conditions. Approximately 60% of the primary trips would be to and from the south on N 19th Avenue and 30% would be to and from the north. Only 10% of the trips would be to and from residential and commercial areas west of the site. Traffic Assignment AWT and peak pm hour site traffic assignments on the existing street system were completed using the trip generation numbers applied to the trip distribution percentages. These assignments are considered traffic demand assignments that represent least travel time access conditions based on the location of individual buildings within the site as well as access restrictions that limit or prohibit certain directional ingress or egress movements. The peak pm hour site traffic assignment is used for evaluation of impacts at site accesses and at adjacent intersections. AWT site generated traffic volume estimates associated with the site are shown in Figure 4 and represent additional AWT volumes on each street system link. Peak hour traffic at the site accesses include passerby traffic which sometimes results in the negative numbers shown in Figure 4. Traffic Volume Impacts Figure 5 (attached) presents a summary of peak pm hour volumes at the access points and on the surrounding street system. The turning movement volumes are calculated by adding the site traffic assignment to existing traffic volumes. Also shown in Figure 5, are the relative percentage increases that site traffic would add to existing AWT volumes. The largest percentage increases would occur on streets within the immediate area surrounding the proposed development. The percentage increase in traffic on Cattail Street would have the highest increase at 20% while the remainder of all existing streets would be at 8% or less. Since the standard deviation of traffic counts is 10% or greater, any increase less than 10% would be considered insignificant. Table 4. External Trip Summary AM & PM Hours Enter Exit Total Enter Exit Total Initial New External 48 41 89 69 67 136 Passerby 88 76 164 93 93 186 Total:New External 136 100 236 133 145 278 Passerby 90 67 157 93 92 185 Peak AM Hour 7:00-8:00 Peak PM Hour 4:30-5:30 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 6 Existing Plus Site Traffic Capacity Table 5 presents capacity calculation results (Appendix B) based on the peak pm hour traffic volumes indicated in Figure 5. In comparing these MOEs to those in Table 1, it can be seen that there would be no change in the LOS for any of the traffic movements at the intersection of Cattail Street & N 19th Avenue. Only minor increases in delay and v/c ratios were found. There would be some variations in queue lengths with the highest increase being in the westbound left-turn lane at the Cattail and N 19th Avenue intersection, going from 3 vehicles to 6 vehicles. None of the queues would impede access nor inhibit sight distance. With respect to LOS impacts the intersection of Max Avenue and Cattail Street would experience the greatest impact with the southbound LOS decreasing from LOS “B” to LOS “C”. The majority of impacts at that intersection would be attributable to the addition of a fourth intersection leg. The new eastbound approach at Rawhide Ridge and N 19th Avenue would operate at LOS “C” and would have a volume to capacity ratio of 0.19 with an anticipated queue of 1 vehicle. The northbound and southbound left turn lanes on N 19th Avenue would operate at LOS “B” with ample reserve capacity and vehicle queues of 1 vehicle. The new site access at Road A would operate as a right-in and right-out access and the right turn egress movement would operate at LOS “B”. Vehicle queues would be approximately 1 vehicle. Safety Considerations The primary safety consideration associated with the intersections would involve sight distance to oncoming traffic from both the east and west. There is no apparent line of sight restrictions at any of the intersections. LT R LT R LT R L T R Control Delay (s/veh)30.8 42.6 28.8 39.8 32.0 15.6 22.6 33.8 15.1 LOS CD CD CB C C B V/C Ratio 0.32 0.45 0.03 0.16 0.72 0.62 0.04 0.75 0.01 Queue Length (95%)66 12 8 1 2 2 1 2 1 Control Delay (s/veh) LOS V/C Ratio Queue Length (95%) Control Delay (s/veh)LOS V/C Ratio Queue Length (95%) Control Delay (s/veh) LOS V/C Ratio Queue Length (95%) WB NB SBEBIntersection MOE B 0.09 0.16 001 R 7.4 10.5 A A B 0.01 0.00 North 19th Avenue & Rawhide Ridge PM LTR CB N 19th Avenue and Road A - PM 12.1 1 Movement Group North 19th Avenue & Cattail Street PM Movement Group Movement Group L L RRLL 15.2 11.7 10.3 10.6 Table 5. Existing Plus Peak PM Hour Site Capacity Analysis Summary LTR 19.5 C 0.51 3 BB 0.19 0.03 0.17 0.02 1111 Cattail Street & Max Avenue PM 7.9 Movement Group 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 7 Conclusions & Recommendations From our analysis it appears that the addition of the Town Pump Development, as proposed, would not substantially impact the surrounding streets or intersection operations. It also appears that the proposed site accesses will operate safely and efficiently. The only known improvements besides construction of the subdivision streets is activation of the left-turn bay for northbound traffic on N 19th Avenue at Rawhide Ridge. The existing northbound left turn bay currently has pin-down curb and is filled with gravel. The pin-down curb and gravel fill would need to be removed, pavement markings reconfigured, and appropriate signing installed to activate operation of the turn bay that was planned during the North 19th Avenue reconstruction project. Robert R. Marvin, P.E., P.T.O.E. Report Figures APPENDIX A Traffic Volumes Ho u r 5/ 3 / 2 0 1 6 5 / 4 / 2 0 1 6 A v e r a g e % o f 5/ 3 / 2 0 1 6 5 / 4 / 2 0 1 6 A v e r a g e % o f 5/ 3 / 2 0 1 6 5 / 4 / 2 0 1 6 A v e r a g e % o f Be g i n Tu e s d a y W e d n e s d a y W e e k d a y W e e k d a y Tu e s d a y W e d n e s d a y W e e k d a y W e e k d a y Tu e s d a y W e d n e s d a y W e e k d a y W e e k d a y 0 13 1 3 0 . 4 % 7 7 0 . 2 % 0 2 0 2 0 0 . 3 % 1 9 9 0 . 3 % 7 7 0 . 2 % 0 1 6 1 6 0 . 3 % 2 4 4 0 . 1 % 1 1 0 . 0 % 0 5 5 0 . 1 % 3 1 1 0 . 0 % 0 0 0 . 0 % 0 1 1 0 . 0 % 4 5 5 0 . 2 % 7 7 0 . 2 % 0 1 2 1 2 0 . 2 % 5 7 7 0 . 2 % 1 9 1 9 0 . 6 % 0 2 6 2 6 0 . 4 % 6 24 2 4 0 . 8 % 7 5 7 5 2 . 3 % 0 9 9 9 9 1 . 6 % 7 67 6 7 2 . 3 % 1 6 2 1 6 2 5 . 1 % 0 2 2 9 2 2 9 3 . 7 % 8 97 9 7 3 . 3 % 1 6 5 1 6 5 5 . 2 % 0 2 6 2 2 6 2 4 . 3 % 9 13 1 1 3 1 4 . 4 % 1 5 3 1 5 3 4 . 8 % 0 2 8 4 2 8 4 4 . 6 % 10 14 1 1 4 1 4 . 8 % 2 2 4 2 2 4 7 . 0 % 0 3 6 5 3 6 5 5 . 9 % 11 22 6 2 2 6 7 . 7 % 2 3 3 2 3 3 7 . 3 % 0 4 5 9 4 5 9 7 . 5 % 12 24 4 2 4 4 8 . 3 % 2 3 5 2 3 5 7 . 3 % 0 4 7 9 4 7 9 7 . 8 % 13 22 6 2 2 6 7 . 7 % 2 7 4 2 7 4 8 . 6 % 0 5 0 0 5 0 0 8 . 1 % 14 27 3 2 7 3 9 . 2 % 2 3 3 2 3 3 7 . 3 % 0 5 0 6 5 0 6 8 . 2 % 15 18 9 1 8 9 6 . 4 % 2 2 2 2 2 2 6 . 9 % 0 4 1 1 4 1 1 6 . 7 % 16 27 3 2 7 3 9 . 2 % 2 7 3 2 7 3 8 . 5 % 5 4 6 0 5 4 6 8 . 9 % 17 26 9 2 6 9 9 . 1 % 2 5 6 2 5 6 8 . 0 % 5 2 5 0 5 2 5 8 . 5 % 18 25 4 2 5 4 8 . 6 % 2 2 5 2 2 5 7 . 0 % 4 7 9 0 4 7 9 7 . 8 % 19 19 5 1 9 5 6 . 6 % 1 6 8 1 6 8 5 . 2 % 3 6 3 0 3 6 3 5 . 9 % 20 13 2 1 3 2 4 . 5 % 1 5 1 1 5 1 4 . 7 % 2 8 3 0 2 8 3 4 . 6 % 21 98 9 8 3 . 3 % 7 0 7 0 2 . 2 % 1 6 8 0 1 6 8 2 . 7 % 22 49 4 9 1 . 7 % 2 7 2 7 0 . 8 % 7 6 0 7 6 1 . 2 % 23 25 2 5 0 . 8 % 1 5 1 5 0 . 5 % 4 0 0 4 0 0 . 6 % 0 0 0 0 0 To t a l 12 9 5 1 6 5 7 2 9 5 2 1 0 0 . 0 % 1 1 8 5 2 0 1 7 3 2 0 2 1 0 0 . 0 % 2 4 8 0 3 6 7 4 6 1 5 4 1 0 0 . 0 % WE S T B O U N D E A S T B O U N D B O T H D I R E C T I O N S CA T T A I L S T R E E T W E S T O F N O R T H 1 9 t h A V E N U E 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 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 % A W T Begin Hour Ho u r l y V a r i a t i o n s 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 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 % A W T Be g i n H o u r Ho u r l y V a r i a t i o n s 0. 0 % 1. 0 % 2. 0 % 3. 0 % 4. 0 % 5. 0 % 6. 0 % 7. 0 % 8. 0 % 9. 0 % 01 2 3 4 5 6 7 8 9 10 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 % A W T Be g i n H o u r Ho u r l y V a r i a t i o n s Ho u r 5/ 3 / 2 0 1 6 5 / 4 / 2 0 1 6 A v e r a g e % o f 5/ 3 / 2 0 1 6 5 / 4 / 2 0 1 6 A v e r a g e % o f 5/ 3 / 2 0 1 6 5 / 4 / 2 0 1 6 A v e r a g e % o f Be g i n Tu e s d a y W e d n e s d a y W e e k d a y W e e k d a y Tu e s d a y W e d n e s d a y W e e k d a y W e e k d a y Tu e s d a y W e d n e s d a y W e e k d a y W e e k d a y 0 0 0 0 . 0 % 0 0 0 . 0 % 0 0 0 0 . 0 % 1 1 1 0 . 1 % 1 1 0 . 1 % 0 2 2 0 . 1 % 2 0 0 0 . 0 % 1 1 0 . 1 % 0 1 1 0 . 0 % 3 0 0 0 . 0 % 1 1 0 . 1 % 0 1 1 0 . 0 % 4 0 0 0 . 0 % 3 3 0 . 3 % 0 3 3 0 . 1 % 5 1 1 0 . 1 % 1 1 0 . 1 % 0 2 2 0 . 1 % 6 4 4 0 . 3 % 3 3 0 . 3 % 0 7 7 0 . 3 % 7 8 8 0 . 5 % 1 6 1 6 1 . 4 % 0 2 4 2 4 0 . 9 % 8 30 3 0 1 . 9 % 3 0 3 0 2 . 7 % 0 6 0 6 0 2 . 2 % 9 57 5 7 3 . 6 % 7 3 7 3 6 . 6 % 0 1 3 0 1 3 0 4 . 8 % 10 11 6 1 1 6 7 . 3 % 6 9 6 9 6 . 2 % 0 1 8 5 1 8 5 6 . 9 % 11 17 0 1 7 0 1 0 . 7 % 1 0 6 1 0 6 9 . 5 % 0 2 7 6 2 7 6 1 0 . 2 % 12 15 1 1 5 1 9 . 5 % 1 0 9 1 0 9 9 . 8 % 0 2 6 0 2 6 0 9 . 7 % 13 14 9 1 4 9 9 . 4 % 1 1 3 1 1 3 1 0 . 2 % 0 2 6 2 2 6 2 9 . 7 % 14 16 0 1 6 0 1 0 . 1 % 1 2 7 1 2 7 1 1 . 4 % 0 2 8 7 2 8 7 1 0 . 7 % 15 11 7 1 1 7 7 . 4 % 7 6 7 6 6 . 8 % 0 1 9 3 1 9 3 7 . 2 % 16 15 4 1 5 4 9 . 7 % 1 0 4 1 0 4 9 . 4 % 2 5 8 0 2 5 8 9 . 6 % 17 13 3 1 3 3 8 . 4 % 8 9 8 9 8 . 0 % 2 2 2 0 2 2 2 8 . 2 % 18 13 5 1 3 5 8 . 5 % 8 7 8 7 7 . 8 % 2 2 2 0 2 2 2 8 . 2 % 19 92 9 2 5 . 8 % 5 7 5 7 5 . 1 % 1 4 9 0 1 4 9 5 . 5 % 20 69 6 9 4 . 4 % 3 3 3 3 3 . 0 % 1 0 2 0 1 0 2 3 . 8 % 21 32 3 2 2 . 0 % 9 9 0 . 8 % 4 1 0 4 1 1 . 5 % 22 4 4 0 . 3 % 2 2 0 . 2 % 6 0 6 0 . 2 % 23 0 0 0 . 0 % 0 0 0 . 0 % 0 0 0 0 . 0 % 0 0 0 0 0 To t a l 61 9 9 6 4 1 5 8 3 1 0 0 . 0 % 3 8 1 7 2 9 1 1 1 0 1 0 0 . 0 % 1 0 0 0 1 6 9 3 2 6 9 3 1 0 0 . 0 % SO U T H B O U N D N O R T H B O U N D B O T H D I R E C T I O N S MA X A V E N U E O F N O R T H o f C A T T A I L S T R E E T 0. 0 % 2. 0 % 4. 0 % 6. 0 % 8. 0 % 10 . 0 % 12 . 0 % 0 1 2 3 4 5 6 7 8 9 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 % A W T Begin Hour Ho u r l y V a r i a t i o n s 0. 0 % 2. 0 % 4. 0 % 6. 0 % 8. 0 % 10 . 0 % 12 . 0 % 0 1 2 3 4 5 6 7 8 9 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 % A W T Be g i n H o u r Ho u r l y V a r i a t i o n s 0. 0 % 2. 0 % 4. 0 % 6. 0 % 8. 0 % 10 . 0 % 12 . 0 % 14 . 0 % 01 2 3 4 5 6 7 8 9 10 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 % A W T Be g i n H o u r Ho u r l y V a r i a t i o n s APPENDIX B - 1 Existing Capacity Calculations HCM Analysis Summary Existing Conditions R Marvin Peak AM Analysis Duration: 15 mins. Cattail St/N 19th Ave 05/15/2016 Case: Cattail 19th AM 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 2 1 3 2 4 2 L 12.0 L 12.0 L 12.0 L 12.0 TR 12.0 TR 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 TR 3 L 3 TR 3 L 3 TR 3 L 3 T 3 R 3 20 0.87 1 5 0.87 1 140 0.87 1 3 0.80 1 6 0.80 1 37 0.80 1 86 0.93 1 668 0.93 3 4 0.93 1 9 0.95 1 1146 0.95 3 5 0.95 1 60 5 0 0 --- --- 15 5 0 0 --- --- 0 5 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 L L R LTP LTP L L LTP LTP 0 8.0 4.0 1.0 24.0 4.0 1.5 10.0 4.0 1.0 48.0 4.0 1.5 Actuated 111.0 Sec 21.0 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 345 0.000 0.266 34.2 C * Lpro 129 0.013 0.072 L 0.049 24.7 C * TR 347 0.061 0.216 TR 0.282 36.5 D WB Lper 287 0.000 0.266 33.8 C Lpro 129 0.002 0.072 L 0.010 24.5 C TR 356 0.021 0.216 TR 0.096 34.9 C NB Lper 76 0.000 0.482 23.4 C * Lpro 161 0.051 0.090 L 0.388 22.2 C TR 1514 0.206 0.432 TR 0.477 23.6 C SB Lper 234 0.000 0.482 31.4 C Lpro 161 0.005 0.090 L 0.023 11.6 B * T 1516 0.344 0.432 T 0.796 31.7 C R 875 0.003 0.550 R 0.006 11.3 B Intersection: Delay = 28.7sec/veh Int. LOS=C Xc= 0.58 * Critical Lane Group (v/s)Crit= 0.47 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Conditions R Marvin Peak AM Cattail St/N 19th Ave 05/15/2016 Case: Cattail 19th AM Exist App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB L 2 / 3 4.1 0.0 TR 3 / 4 7.9 0.0 All 6.8 0.0 WB L 0 / 0 0.0 0.0 TR 1 / 1 10.4 0.0 All 10.4 0.0 NB L 3 / 4 9.2 0.0 TR 6 / 8 12.0 0.0 All 11.6 0.0 SB L 1 / 1 13.9 0.0 T 11 / 12 10.8 0.0 R 0 / 0 0.0 0.0 All 10.9 0.0 Intersect. 10.8 SIG/Cinema v3.08 Marvin & Associates Page 2 20 5 140 3 6 37 86 668 4 9 1146 5 1 8 14 1 8 14 1 8 14 2 24 24 2 24 24 3 10 14 3 10 14 4 47 24 4 47 24 HCM Analysis Summary Existing Conditions R Marvin Peak PM Analysis Duration: 15 mins. Cattail St/N 19th Ave 05/15/2016 Case: Cattail 19th 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 2 1 3 2 4 2 L 12.0 L 12.0 L 12.0 L 12.0 TR 12.0 TR 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 TR 3 L 3 TR 3 L 3 TR 3 L 3 T 3 R 3 36 0.87 1 1 0.87 1 244 0.87 1 9 0.80 1 16 0.80 1 53 0.80 1 260 0.93 1 1248 0.93 3 7 0.93 1 6 0.95 1 939 0.95 3 13 0.95 1 120 5 0 0 --- --- 25 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 L L R LTP LTP LTR LTP LTP 0 8.0 4.0 1.0 24.0 4.0 1.5 20.0 4.0 1.0 47.0 4.0 1.5 Actuated 120.0 Sec 21.0 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 298 0.000 0.246 39.6 D * Lpro 119 0.023 0.067 L 0.098 29.1 C * TR 318 0.091 0.200 TR 0.453 42.6 D WB Lper 220 0.000 0.246 37.9 D Lpro 119 0.006 0.067 L 0.032 28.8 C TR 339 0.032 0.200 TR 0.162 39.8 D NB Lper 104 0.000 0.438 17.9 B * Lpro 298 0.157 0.167 L 0.697 26.6 C TR 2101 0.385 0.600 TR 0.643 16.1 B SB L 128 0.018 0.392 L 0.047 22.7 C 32.3 C * T 1373 0.282 0.392 T 0.720 32.5 C R 796 0.005 0.500 R 0.010 15.1 B Intersection: Delay = 24.8sec/veh Int. LOS=C Xc= 0.67 * Critical Lane Group (v/s)Crit= 0.55 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Conditions R Marvin Peak PM Cattail St/N 19th Ave 05/15/2016 Case: Cattail 19th PM Exist App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB L 2 / 3 5.0 0.0 TR 4 / 5 9.4 0.0 All 8.2 0.0 WB L 0 / 1 2.0 0.0 TR 2 / 2 6.7 0.0 All 6.1 0.0 NB L 6 / 7 9.1 0.0 TR 10 / 12 13.6 0.0 All 12.7 0.0 SB L 1 / 2 7.7 0.0 T 10 / 12 9.3 0.0 R 0 / 1 21.7 0.0 All 9.3 0.0 Intersect. 10.8 SIG/Cinema v3.08 Marvin & Associates Page 2 36 1 244 9 16 53 260 1248 7 6 939 13 1 8 14 1 8 14 1 8 14 2 24 24 2 24 24 3 20 14 4 46 24 4 46 24 HCS 2010 Two-Way Stop Control Summary Report General Information Site Information Analyst R Marvin Intersection N19th & Rawhide Ridge Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 5/16/2016 East/West Street Rawhide Ridge Analysis Year 2016 North/South Street N 19th Avenue Time Analyzed Peak AM Existing Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Town Pump N 19th 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 0 0 0 0 1 0 0 2 0 0 1 2 0 Configuration R T TR L T Volume (veh/h)9 746 6 15 1275 Percent Heavy Vehicles 1 1 Proportion Time Blocked 0.500 0.490 Right Turn Channelized No No No No Median Type Undivided Median Storage Delay, Queue Length, and Level of Service Flow Rate (veh/h)10 16 Capacity 831 v/c Ratio 0.02 95% Queue Length 0.1 Control Delay (s/veh)9.4 Level of Service (LOS)A Approach Delay (s/veh)0.1 Approach LOS Copyright © 2016 University of Florida. All Rights Reserved. HCS 2010™ TWSC Version 6.80 Generated: 5/16/2016 2:45:01 PM N 19th & Rawhide Exist AM.xtw HCS 2010 Two-Way Stop Control Summary Report General Information Site Information Analyst R Marvin Intersection N19th & Rawhide Ridge Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 5/16/2016 East/West Street Rawhide Ridge Analysis Year 2016 North/South Street N 19th Avenue Time Analyzed Peak PM Existing Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Town Pump N 19th 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 0 0 0 0 1 0 0 2 0 0 1 2 0 Configuration R T TR L T Volume (veh/h)13 1516 10 10 1183 Percent Heavy Vehicles 1 1 Proportion Time Blocked 0.600 0.490 Right Turn Channelized No No No No Median Type Undivided Median Storage Delay, Queue Length, and Level of Service Flow Rate (veh/h)14 11 Capacity 608 v/c Ratio 0.02 95% Queue Length 0.1 Control Delay (s/veh)11.0 Level of Service (LOS)B Approach Delay (s/veh)0.1 Approach LOS Copyright © 2016 University of Florida. All Rights Reserved. HCS 2010™ TWSC Version 6.80 Generated: 5/16/2016 2:47:40 PM N 19th & Rawhide Exist PM.xtw HCS 2010 Two-Way Stop Control Summary Report General Information Site Information Analyst R Marvin Intersection Cattail & Max Ave Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 5/16/2016 East/West Street Cattail Analysis Year 2016 North/South Street Max Avenue Time Analyzed Peak AM Existing Peak Hour Factor 0.95 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Town Pump N 19th 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 1 0 0 0 1 0 0 0 0 0 0 0 Configuration LT TR LR Volume (veh/h)2 136 69 28 29 1 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)145 32 Capacity 1493 757 v/c Ratio 0.10 0.04 95% Queue Length 0.0 0.1 Control Delay (s/veh)7.4 10.0 Level of Service (LOS)A A Approach Delay (s/veh)0.1 10.0 Approach LOS A Copyright © 2016 University of Florida. All Rights Reserved. HCS 2010™ TWSC Version 6.80 Generated: 5/16/2016 3:03:46 PM Cattail & Max AM Exist.xtw HCS 2010 Two-Way Stop Control Summary Report General Information Site Information Analyst R Marvin Intersection Cattail & Max Ave Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 5/16/2016 East/West Street Cattail Analysis Year 2016 North/South Street Max Avenue Time Analyzed Peak PM Existing Peak Hour Factor 0.95 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Town Pump N 19th 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 1 0 0 0 1 0 0 0 0 0 0 0 Configuration LT TR LR Volume (veh/h)11 94 144 152 217 13 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)111 242 Capacity 1251 644 v/c Ratio 0.09 0.38 95% Queue Length 0.0 1.7 Control Delay (s/veh)7.9 13.9 Level of Service (LOS)A B Approach Delay (s/veh)0.9 13.9 Approach LOS B Copyright © 2016 University of Florida. All Rights Reserved. HCS 2010™ TWSC Version 6.80 Generated: 5/16/2016 3:05:18 PM Cattail & Max PM Exist.xtw APPENDIX B – 2 Existing Plus Site Capacity Calculations HCM Analysis Summary Existing Plus Site R Marvin Peak PM Analysis Duration: 15 mins. Cattail St/N 19th Ave 05/15/2016 Case: Cattail 19th 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 1 2 1 3 2 4 2 L 12.0 L 12.0 L 12.0 L 12.0 TR 12.0 TR 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 TR 3 L 3 TR 3 L 3 TR 3 L 3 T 3 R 3 116 0.87 1 1 0.87 1 244 0.87 1 9 0.80 1 16 0.80 1 53 0.80 1 260 0.93 1 1197 0.93 3 7 0.93 1 6 0.95 1 988 0.95 3 13 0.95 1 120 5 0 0 --- --- 25 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 L L R LTP LTP LTR LTP LTP 0 8.0 4.0 1.0 24.0 4.0 1.5 20.0 4.0 1.0 47.0 4.0 1.5 Actuated 120.0 Sec 21.0 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 298 0.012 0.246 37.0 D * Lpro 119 0.067 0.067 L 0.319 30.8 C * TR 318 0.091 0.200 TR 0.453 42.6 D WB Lper 220 0.000 0.246 37.9 D Lpro 119 0.006 0.067 L 0.032 28.8 C TR 339 0.032 0.200 TR 0.162 39.8 D NB Lper 89 0.000 0.438 18.6 B * Lpro 298 0.157 0.167 L 0.724 32.0 C TR 2101 0.370 0.600 TR 0.616 15.6 B SB L 143 0.016 0.392 L 0.042 22.6 C 33.6 C * T 1373 0.297 0.392 T 0.757 33.8 C R 796 0.005 0.500 R 0.010 15.1 B Intersection: Delay = 26.0sec/veh Int. LOS=C 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 PM Cattail St/N 19th Ave 05/15/2016 Case: Cattail 19th PM Exist Plus App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB L 4 / 6 5.8 0.0 TR 4 / 6 9.0 0.0 All 7.3 0.0 WB L 0 / 1 2.1 0.0 TR 2 / 2 6.8 0.0 All 6.2 0.0 NB L 6 / 8 9.2 0.0 TR 9 / 12 14.0 0.0 All 12.9 0.0 SB L 1 / 2 6.3 0.0 T 11 / 12 9.1 0.0 R 0 / 1 17.4 0.0 All 9.1 0.0 Intersect. 10.5 SIG/Cinema v3.08 Marvin & Associates Page 2 116 1 244 9 16 53 260 1197 7 6 988 13 1 8 14 1 8 14 1 8 14 2 24 24 2 24 24 3 20 14 4 46 24 4 46 24 HCS 2010 Two-Way Stop Control Summary Report General Information Site Information Analyst R Marvin Intersection N 19th Avenue & Rawhide Agency/Co.Marvin& Associates Jurisdiction City of Bozeman Date Performed 5/16/2016 East/West Street Rawhide Ridge Analysis Year 2016 North/South Street N 19th Avenue Time Analyzed Peak PM Exist Plus Site Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Town Pump N 19th Avenue 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 0 1 0 0 1 0 1 2 0 0 1 2 0 Configuration R R L T TR L T TR Volume (veh/h)74 13 132 1465 10 10 1204 59 Percent Heavy Vehicles 3 1 3 1 Proportion Time Blocked 0.600 0.490 0.490 0.600 Right Turn Channelized Yes Yes No No Median Type Undivided Median Storage Delay, Queue Length, and Level of Service Flow Rate (veh/h)80 14 143 11 Capacity 432 555 823 652 v/c Ratio 0.19 0.03 0.17 0.02 95% Queue Length 0.7 0.1 0.6 0.1 Control Delay (s/veh)15.2 11.7 10.3 10.6 Level of Service (LOS)C B B B Approach Delay (s/veh)15.2 11.7 0.8 0.1 Approach LOS C B Copyright © 2016 University of Florida. All Rights Reserved. HCS 2010™ TWSC Version 6.80 Generated: 5/16/2016 2:58:02 PM N 19th & Rawhide Exist Plus PM.xtw HCS 2010 Two-Way Stop Control Summary Report General Information Site Information Analyst R Marvin Intersection Cattail & Max Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 5/16/2016 East/West Street Cattail Street Analysis Year 2016 North/South Street Max Avenue Time Analyzed Peak PM Exist Plus Site Peak Hour Factor 0.95 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Town Pump N 19th 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 1 0 0 0 1 0 0 1 0 0 1 0 Configuration LTR LTR LTR LTR Volume (veh/h)11 90 11 0 140 148 12 20 88 213 11 13 Percent Heavy Vehicles 1 1 1 1 1 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)12 127 250 Capacity 1261 1487 787 495 v/c Ratio 0.01 0.16 0.51 95% Queue Length 0.0 0.6 2.8 Control Delay (s/veh)7.9 7.4 10.5 19.5 Level of Service (LOS)A A B C Approach Delay (s/veh)0.9 10.5 19.5 Approach LOS B C Copyright © 2016 University of Florida. All Rights Reserved. HCS 2010™ TWSC Version 6.80 Generated: 5/16/2016 3:12:17 PM Cattail & Max PM Exist Plus.xtw HCS 2010 Two-Way Stop Control Summary Report General Information Site Information Analyst R Marvin Intersection N 19th & Road A Agency/Co.Marvin& Associates Jurisdiction City of Bozeman Date Performed 5/16/2016 East/West Street Road A Analysis Year 2016 North/South Street N 19th Avenue Time Analyzed Peak PM Exist Plus Site Peak Hour Factor 0.95 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Town Pump N 19t 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 0 1 0 0 0 0 0 0 0 0 0 2 0 Configuration R T TR Volume (veh/h)45 1218 23 Percent Heavy Vehicles 3 Proportion Time Blocked 0.490 Right Turn Channelized Yes No No No Median Type Undivided Median Storage Delay, Queue Length, and Level of Service Flow Rate (veh/h)47 Capacity 551 v/c Ratio 0.09 95% Queue Length 0.3 Control Delay (s/veh)12.1 Level of Service (LOS)B Approach Delay (s/veh)12.1 Approach LOS B Copyright © 2016 University of Florida. All Rights Reserved. HCS 2010™ TWSC Version 6.80 Generated: 5/16/2016 3:18:52 PM N 19th & Road A Exist Plus PM.xtw APPENDIX C Gap Study GAP SURVEY SUMMARY - N 19th at Rawhide PM Hour 4:45 to 5:45 PM 5/4/2016 No. GAP No. Gaps % Gaps # per Hour Left Turn Gaps Avg (sec) > GAP > GAP > GAP From NB Main 1t o 5 795 3 795 67.2% 795 0 6t o 7 223 6.5 223 18.9% 223 0 8t o 9 91 8.5 91 7.7% 91 46.5 9t o 1 0 31 10.5 31 2.6% 31 51 11 to 12 14 12.5 14 1.2% 14 35 13 to 14 7 14.5 7 0.6% 7 23 15 to 16 7 16.5 7 0.6% 7 29 17 to 18 5 18.5 5 0.4% 5 25 19 to 20 3 20.5 3 0.3% 3 18 21 to 22 2 22.5 2 0.2% 2 14 23 to 24 2 24.5 2 0.2% 2 15 25 to 26 1 26.5 1 0.1% 1 9 27 to 28 0 28.5 0 0.0% 0 0 29 to 30 1 30.5 1 0.1% 1 11 31 to 32 1 32.5 1 0.1% 1 11 33 to 34 0 34.5 0 0.0% 0 0 35 to 36 0 36.5 0 0.0% 0 0 38.5 0 0.0% 0 0 Total Gaps = 1183 287.5 Ultimate Duration of Study Minutes = 60 Capacity gph = 1183 % Time Not Blocked = 51% Gaps in Seconds Southbound Traffic Gaps Critcal Gap = 6.5 sec 0.0% 10.0% 20.0% 30.0% 40.0% 50.0% 60.0% 70.0% 80.0% % Gaps > Gap Time Gap Time (sec) Gap Frequency SB Main Street Traffic