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HomeMy WebLinkAbout10a Transportation Plan Study (Appendices) 8-2019APPENDIX A TRIP GENERATION ANALYSES Percent (%) of Dwelling Units /Square Feet Northwest Crossing Units Acre Gross Floor Area C/D/E1 Multifamily Housing (Low-Rise)387,684 SF 8.9 Acres 7.1%110 9 F Multifamily Housing (Low-Rise)431,244 SF 9.9 Acres 7.9%100 10 G1 Multifamily Housing (Low-Rise)405,108 SF 9.3 Acres 7.4%94 10 H Multifamily Housing (Low-Rise)304,920 SF 7.0 Acres 5.6%70 10 I1 Single-Family Detached Housing 217,800 SF 5.0 Acres 4.0%26 5 I2 Multifamily Housing (Low-Rise)217,800 SF 5.0 Acres 4.0%50 10 J Single-Family Detached Housing 257,004 SF 5.9 Acres 4.7%48 8 K Multifamily Housing (Low-Rise)100,188 SF 2.3 Acres 1.8%24 10 L Multifamily Housing (Low-Rise)56,628 SF 1.3 Acres 1.0%14 10 M Multifamily Housing (Low-Rise)74,052 SF 1.7 Acres 1.4%18 10 N Single-Family Detached Housing 287,496 SF 6.6 Acres 5.3%54 8 O Single-Family Detached Housing 374,616 SF 8.6 Acres 6.9%70 8 P Single-Family Detached Housing 784,080 SF 18.0 Acres 14.4%144 8 Total Residential =3,898,620 SF 89.5 Acres 55.7%822 9.2 Percent (%) of Dwelling Units /Square Feet Northwest Crossing Units Acre Gross Floor Area A Business Park 439,956 SF 10.1 Acres 8.1%0 92,000 B Business Park 531,432 SF 12.2 Acres 9.8%0 110,000 C/D/E2 Business Park 304,920 SF 7.0 Acres 5.6%9 64,000 G2 Business Park 270,072 SF 6.2 Acres 5.0%9 56,000 Total Commercial =1,546,380 SF 35.5 Acres 22.1%9,070 322,000 Total Residential / Commercial =5,445,000 SF 125.0 Acres Total Open Space =400,752 SF 9.2 Acres Total Wetlands =1,149,984 SF 26.4 Acres Total Development =6,995,736 SF 160.6 Acres NORTHWEST CROSSING MASTER PLAN | PRELIMINARY LAND USE ANALYSIS SCHEDULE Parcel Land Use Type Land Use Area CO M M E R C I A L A R E A S Parcel Land Use Type Land Use Area N:\5659\004 NW Crossing Master Site Plan\Traffic Data\Prelim-Land-Use-Analysis-Schedule.xlsx C / D / E 1 5 . 9 A C A 1 0 . 1 A C B 1 2 . 2 A C O S 1 1 . 8 A C O S 2 1 . 0 A C F 9 . 9 A C G 1 5 . 5 A C H 7 . 0 A C I 1 0 . 0 A C O S 3 0 . 3 A C J 5 . 9 A C K 2 . 3 A C L 1 . 3 A C M 1 . 7 A C O S 4 1 . 7 A C N 6 . 6 A C O 8 . 6 A C O S 5 0 . 5 A C O S 6 1 . 0 A C P 1 8 . 0 A C OS 72.9 AC O A K S T R E E T B A X T E R L A N E S H E R W O O D W A Y O A K S T R E E T HARPER PUCKET R O A D O A K S T R E E T B A X T E R L A N E COTTONWOOD ROAD LAUREL PARKWAY LAUREL PARKWAY M A Y N A R D B O R D E R D I T C H MAYNARD BORDER DITCH F I G U R E N U M B E R © P R O J E C T N O . D R A W N B Y : D S G N . B Y : A P P R . B Y : D A T E : C O P Y R I G H T M O R R I S O N - M A I E R L E , I N C . , 2 0 1 9 N : \ 5 6 5 9 \ 0 0 3 _ A n d e r s o n \ A C A D \ C o n c e p t \ E X H I B I T S \ T R A N S P O R T A T I O N C O N C E P T . d w g P l o t t e d b y c o d y f a r l e y o n M a r / 2 7 / 2 0 1 9 e n g i n e e r s s u r v e y o r s p l a n n e r s s c i e n t i s t s M o r r i s o n M a i e r l e 2 8 8 0 T e c h n o l o g y B l v d W e s t B o z e m a n , M T 5 9 7 1 8 4 0 6 . 5 8 7 . 0 7 2 1 w w w . m - m . n e t 5 6 5 9 . 0 0 3 N O R T H W E S T C R O S S I N G B O Z E M A N M O N T A N A T R A N S P O R T A T I O N C O N C E P T P L A N C J F - - - M E E 0 3 / 2 0 1 9 Area Parcel (Acres)Enter Exit Total Enter Exit Total Enter Exit Total A 10.1 572 572 1,144 23 14 37 18 21 39 B 12.2 684 684 1,368 27 17 44 21 25 46 C/D/E 15.9 884 884 1,768 30 59 89 61 43 104 F 9.9 358 358 716 11 37 48 37 22 59 G 15.5 683 683 1,366 23 44 67 46 34 80 H 7.0 244 244 488 8 26 34 27 16 43 I 10.0 462 462 924 18 25 43 28 21 49 J 5.9 265 265 530 10 29 39 32 18 50 K 2.3 149 149 298 6 4 10 5 5 10 L 1.3 87 87 174 4 2 6 3 3 6 M 1.7 112 112 224 4 3 7 4 4 8 N 6.6 295 295 590 11 32 43 35 21 56 O 8.6 374 374 748 14 41 55 45 27 72 P 18.0 727 727 1,454 27 80 107 91 53 144 Total Acres =125.0 5,896 5,896 11,792 216 413 629 453 313 766 NORTHWEST CROSSING MASTER PLAN ESTIMATED TOTAL TRIP GENERATION SUMMARY Weekday, AM Peak Hour Trips Weekday, PM Peak Hour TripsAverage Weekday Trips N:\5659\004 NW Crossing Master Site Plan\Traffic Data\Trip Generation Analyses\NW-Xing_Trip-Generation-Summary.xlsx Area Independent Proposed Density Projected Parcel (Acres)Description of Proposed Land Use Variable (Units / Acre)Units Enter Exit Total Enter Exit Total Enter Exit Total A 10.1 1Business Park 1,000 Square Feetof Gross Floor Area 9 92 572 572 1,144 23 14 37 18 21 39 1Business Park - ITE Land Use Code 770 | Independent Variable: 1000 Square Feet Gross Floor Area (GFA) | Setting Location: General Urban / Suburban 1Source: Trip Generation Manual, 10th Edition - Volume 2: Data - Part 2, Institute of Transportation Engineers (Washington, DC), September 2017 Weekday,T = 0.42(X)46% Entering 54% Exiting R2 = ****Peak Hour of Adjacent Street Traffic,T = Average Vehicle Trip Ends One Hour Between 4 and 6 p.m.X = Independent Variable Units Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday T = 12.44(X) T = Average Vehicle Trip Ends X = Independent Variable Units NORTHWEST CROSSING MASTER PLAN - PARCEL A | ESTIMATED TOTAL TRIP GENERATION Average Vehicle Trip Ends On a:Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday,T = 0.40(X)61% Entering39% Exiting R2 = ****Peak Hour of Adjacent Street Traffic,T = Average Vehicle Trip Ends One Hour Between 7 and 9 a.m.X = Independent Variable Units 50% Entering 50% Exiting R2 = **** Average Vehicle Trip Ends On a: Average Weekday Trips Weekday, AM Peak Hour Trips Weekday, PM Peak Hour Trips Average Trip Generation Rate Equation:Average Vehicle Trip Ends On a:Directional Distribution:Coefficient of Determination: N:\5659\004 NW Crossing Master Site Plan\Traffic Data\Trip Generation Analyses\NW-Xing_Trip-Generation_Parcel-A.xlsx Area Independent Proposed Density Projected Parcel (Acres)Description of Proposed Land Use Variable (Units / Acre)Units Enter Exit Total Enter Exit Total Enter Exit Total B 12.2 1Business Park 1,000 Square Feetof Gross Floor Area 9 110 684 684 1,368 27 17 44 21 25 46 1Business Park - ITE Land Use Code 770 | Independent Variable: 1000 Square Feet Gross Floor Area (GFA) | Setting Location: General Urban / Suburban 1Source: Trip Generation Manual, 10th Edition - Volume 2: Data - Part 2, Institute of Transportation Engineers (Washington, DC), September 2017 Average Weekday Trips Weekday, AM Peak Hour Trips Weekday, PM Peak Hour Trips Average Trip Generation Rate Equation:Average Vehicle Trip Ends On a:Directional Distribution:Coefficient of Determination: NORTHWEST CROSSING MASTER PLAN - PARCEL B | ESTIMATED TOTAL TRIP GENERATION Average Vehicle Trip Ends On a:Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday,T = 0.40(X)61% Entering39% Exiting R2 = ****Peak Hour of Adjacent Street Traffic,T = Average Vehicle Trip Ends One Hour Between 7 and 9 a.m.X = Independent Variable Units 50% Entering 50% Exiting R2 = **** Average Vehicle Trip Ends On a:Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday T = 12.44(X) T = Average Vehicle Trip Ends X = Independent Variable Units Weekday,T = 0.42(X)46% Entering 54% Exiting R2 = ****Peak Hour of Adjacent Street Traffic,T = Average Vehicle Trip Ends One Hour Between 4 and 6 p.m.X = Independent Variable Units N:\5659\004 NW Crossing Master Site Plan\Traffic Data\Trip Generation Analyses\NW-Xing_Trip-Generation_Parcel-B.xlsx Area Independent Proposed Density Projected Parcel (Acres)Description of Proposed Land Use Variable (Units / Acre)Units Enter Exit Total Enter Exit Total Enter Exit Total C/D/E1 8.9 1Multifamily Housing (Low-Rise)Dwelling Units 15 134 486 486 972 14 49 63 49 28 77 C/D/E2 7.0 2Business Park 1,000 Square Feet of Gross Floor Area 9 64 398 398 796 16 10 26 12 15 27 Total Acres =15.9 884 884 1,768 30 59 89 61 43 104 1Multifamily Housing (Low-Rise) - ITE Land Use Code 220 | Independent Variable: Dwelling Units | Setting Location: General Urban / Suburban 2Business Park - ITE Land Use Code 770 | Independent Variable: 1000 Square Feet Gross Floor Area (GFA) | Setting Location: General Urban / Suburban 1Source: Trip Generation Manual, 10th Edition - Volume 2: Data - Part 1, Institute of Transportation Engineers (Washington, DC), September 2017 2Source: Trip Generation Manual, 10th Edition - Volume 2: Data - Part 2, Institute of Transportation Engineers (Washington, DC), September 2017 R2 = 0.96 One Hour Between 7 and 9 a.m.X = Independent Variable Units Average Vehicle Trip Ends On a:Fitted Curve Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: T = Average Vehicle Trip Ends T = Average Vehicle Trip Ends X = Independent Variable Units Average Vehicle Trip Ends On a:Fitted Curve Trip Generation Rate Equation:Directional Distribution: Weekday,Ln(T) = 0.89 Ln(X) - 0.02 63% Entering37% Exiting R2 = 0.86Peak Hour of Adjacent Street Traffic,T = Average Vehicle Trip Ends One Hour Between 4 and 6 p.m.X = Independent Variable Units Weekday,T = 0.42(X)46% Entering 54% Exiting R2 = ****Peak Hour of Adjacent Street Traffic,T = Average Vehicle Trip Ends One Hour Between 4 and 6 p.m.X = Independent Variable Units X = Independent Variable Units 50% Entering50% Exiting R2 = **** Average Vehicle Trip Ends On a:Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday T = 12.44(X) T = Average Vehicle Trip Ends X = Independent Variable Units NORTHWEST CROSSING MASTER PLAN - PARCEL C/D/E | ESTIMATED TOTAL TRIP GENERATION Average Vehicle Trip Ends On a:Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday,T = 0.40(X)61% Entering 39% Exiting R2 = ****Peak Hour of Adjacent Street Traffic,T = Average Vehicle Trip Ends Coefficient of Determination: Weekday,Ln(T) = 0.95 Ln(X) - 0.51 23% Entering 77% Exiting One Hour Between 7 and 9 a.m. Average Weekday Trips Weekday, AM Peak Hour Trips Weekday, PM Peak Hour Trips Average Trip Generation Rate Equation:Average Vehicle Trip Ends On a:Directional Distribution:Coefficient of Determination: Average Vehicle Trip Ends On a: R2 = 0.90Peak Hour of Adjacent Street Traffic, Fitted Curve Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday T = 7.56(X) - 40.86 50% Entering 50% Exiting N:\5659\004 NW Crossing Master Site Plan\Traffic Data\Trip Generation Analyses\NW-Xing_Trip-Generation_Parcel-C-D-E.xlsx Area Independent Proposed Density Projected Parcel (Acres)Description of Proposed Land Use Variable (Units / Acre)Units Enter Exit Total Enter Exit Total Enter Exit Total F 9.9 1Multifamily Housing (Low-Rise)Dwelling Units 10 100 358 358 716 11 37 48 37 22 59 1Multifamily Housing (Low-Rise) - ITE Land Use Code 220 | Independent Variable: Dwelling Units | Setting Location: General Urban / Suburban 1Source: Trip Generation Manual, 10th Edition - Volume 2: Data - Part 1, Institute of Transportation Engineers (Washington, DC), September 2017 Coefficient of Determination: Weekday T = 7.56(X) - 40.86 50% Entering 50% Exiting NORTHWEST CROSSING MASTER PLAN - PARCEL F | ESTIMATED TOTAL TRIP GENERATION Coefficient of Determination: Weekday,Ln(T) = 0.95 Ln(X) - 0.51 23% Entering77% Exiting R2 = 0.96 One Hour Between 7 and 9 a.m.X = Independent Variable Units Average Weekday Trips Weekday, AM Peak Hour Trips Weekday, PM Peak Hour Trips Average Vehicle Trip Ends On a: R2 = 0.90Peak Hour of Adjacent Street Traffic, Fitted Curve Trip Generation Rate Equation:Directional Distribution: Weekday,Ln(T) = 0.89 Ln(X) - 0.02 63% Entering 37% Exiting R2 = 0.86Peak Hour of Adjacent Street Traffic,T = Average Vehicle Trip Ends One Hour Between 4 and 6 p.m.X = Independent Variable Units Average Vehicle Trip Ends On a:Fitted Curve Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: T = Average Vehicle Trip Ends T = Average Vehicle Trip Ends X = Independent Variable Units Average Vehicle Trip Ends On a:Fitted Curve Trip Generation Rate Equation:Directional Distribution: N:\5659\004 NW Crossing Master Site Plan\Traffic Data\Trip Generation Analyses\NW-Xing_Trip-Generation_Parcel-F.xlsx Area Independent Proposed Density Projected Parcel (Acres)Description of Proposed Land Use Variable (Units / Acre)Units Enter Exit Total Enter Exit Total Enter Exit Total G1 9.3 1Multifamily Housing (Low-Rise)Dwelling Units 10 94 335 335 670 10 35 45 35 21 56 G2 6.2 2Business Park 1,000 Square Feet of Gross Floor Area 9 56 348 348 696 13 9 22 11 13 24 Total Acres =15.5 683 683 1,366 23 44 67 46 34 80 1Multifamily Housing (Low-Rise) - ITE Land Use Code 220 | Independent Variable: Dwelling Units | Setting Location: General Urban / Suburban 2Business Park - ITE Land Use Code 770 | Independent Variable: 1000 Square Feet Gross Floor Area (GFA) | Setting Location: General Urban / Suburban 1Source: Trip Generation Manual, 10th Edition - Volume 2: Data - Part 1, Institute of Transportation Engineers (Washington, DC), September 2017 2Source: Trip Generation Manual, 10th Edition - Volume 2: Data - Part 2, Institute of Transportation Engineers (Washington, DC), September 2017 Average Weekday Trips Weekday, AM Peak Hour Trips Weekday, PM Peak Hour Trips Average Trip Generation Rate Equation:Average Vehicle Trip Ends On a:Directional Distribution:Coefficient of Determination: Average Vehicle Trip Ends On a: R2 = 0.90Peak Hour of Adjacent Street Traffic, Fitted Curve Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday T = 7.56(X) - 40.86 50% Entering 50% Exiting NORTHWEST CROSSING MASTER PLAN - PARCEL G | ESTIMATED TOTAL TRIP GENERATION Average Vehicle Trip Ends On a:Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday,T = 0.40(X)61% Entering 39% Exiting R2 = ****Peak Hour of Adjacent Street Traffic,T = Average Vehicle Trip Ends Coefficient of Determination: Weekday,Ln(T) = 0.95 Ln(X) - 0.51 23% Entering 77% Exiting One Hour Between 7 and 9 a.m.X = Independent Variable Units 50% Entering50% Exiting R2 = **** Average Vehicle Trip Ends On a:Average Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday T = 12.44(X) T = Average Vehicle Trip Ends X = Independent Variable Units Weekday,T = 0.42(X)46% Entering 54% Exiting R2 = ****Peak Hour of Adjacent Street Traffic,T = Average Vehicle Trip Ends One Hour Between 4 and 6 p.m.X = Independent Variable Units Weekday,Ln(T) = 0.89 Ln(X) - 0.02 63% Entering37% Exiting R2 = 0.86Peak Hour of Adjacent Street Traffic,T = Average Vehicle Trip Ends One Hour Between 4 and 6 p.m.X = Independent Variable Units R2 = 0.96 One Hour Between 7 and 9 a.m.X = Independent Variable Units Average Vehicle Trip Ends On a:Fitted Curve Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: T = Average Vehicle Trip Ends T = Average Vehicle Trip Ends X = Independent Variable Units Average Vehicle Trip Ends On a:Fitted Curve Trip Generation Rate Equation:Directional Distribution: N:\5659\004 NW Crossing Master Site Plan\Traffic Data\Trip Generation Analyses\NW-Xing_Trip-Generation_Parcel-G.xlsx Area Independent Proposed Density Projected Parcel (Acres)Description of Proposed Land Use Variable (Units / Acre)Units Enter Exit Total Enter Exit Total Enter Exit Total H 7.0 1Multifamily Housing (Low-Rise)Dwelling Units 10 70 244 244 488 8 26 34 27 16 43 1Multifamily Housing (Low-Rise) - ITE Land Use Code 220 | Independent Variable: Dwelling Units | Setting Location: General Urban / Suburban 1Source: Trip Generation Manual, 10th Edition - Volume 2: Data - Part 1, Institute of Transportation Engineers (Washington, DC), September 2017 Coefficient of Determination: Weekday T = 7.56(X) - 40.86 50% Entering 50% Exiting NORTHWEST CROSSING MASTER PLAN - PARCEL H | ESTIMATED TOTAL TRIP GENERATION Coefficient of Determination: Weekday,Ln(T) = 0.95 Ln(X) - 0.51 23% Entering77% Exiting R2 = 0.96 One Hour Between 7 and 9 a.m.X = Independent Variable Units Average Weekday Trips Weekday, AM Peak Hour Trips Weekday, PM Peak Hour Trips Average Vehicle Trip Ends On a: R2 = 0.90Peak Hour of Adjacent Street Traffic, Fitted Curve Trip Generation Rate Equation:Directional Distribution: Weekday,Ln(T) = 0.89 Ln(X) - 0.02 63% Entering 37% Exiting R2 = 0.86Peak Hour of Adjacent Street Traffic,T = Average Vehicle Trip Ends One Hour Between 4 and 6 p.m.X = Independent Variable Units Average Vehicle Trip Ends On a:Fitted Curve Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: T = Average Vehicle Trip Ends T = Average Vehicle Trip Ends X = Independent Variable Units Average Vehicle Trip Ends On a:Fitted Curve Trip Generation Rate Equation:Directional Distribution: N:\5659\004 NW Crossing Master Site Plan\Traffic Data\Trip Generation Analyses\NW-Xing_Trip-Generation_Parcel-H.xlsx Area Independent Proposed Density Projected Parcel (Acres)Description of Proposed Land Use Variable (Units / Acre)Units Enter Exit Total Enter Exit Total Enter Exit Total I1 5.0 1Single-Family Detached Housing Dwelling Units 5 26 151 151 302 6 17 23 18 10 28 I2 5.0 2Multifamily Housing (Low-Rise)Dwelling Units 10 50 311 311 622 12 8 20 10 11 21 Total Acres =10.0 462 462 924 18 25 43 28 21 49 1Single-Family Detached Housing - ITE Land Use Code 210 | Independent Variable: Dwelling Units | Setting Location: General Urban / Suburban 2Multifamily Housing (Low-Rise) - ITE Land Use Code 220 | Independent Variable: Dwelling Units | Setting Location: General Urban / Suburban 1 & 2Source: Trip Generation Manual, 10th Edition - Volume 2: Data - Part 1, Institute of Transportation Engineers (Washington, DC), September 2017 Average Weekday Trips Weekday, AM Peak Hour Trips Weekday, PM Peak Hour Trips Fitted Curve Trip Generation Rate Equation:Average Vehicle Trip Ends On a:Directional Distribution:Coefficient of Determination: Average Vehicle Trip Ends On a: R2 = 0.89Peak Hour of Adjacent Street Traffic, Fitted Curve Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday Ln(T) = 0.92 Ln(X) + 2.71 50% Entering 50% Exiting NORTHWEST CROSSING MASTER PLAN - PARCEL I | ESTIMATED TOTAL TRIP GENERATION Average Vehicle Trip Ends On a:Fitted Curve Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday,Ln(T) = 0.95 Ln(X) - 0.51 23% Entering 77% Exiting R2 = 0.90Peak Hour of Adjacent Street Traffic,T = Average Vehicle Trip Ends Coefficient of Determination: Weekday,T = 0.71(X) + 4.80 25% Entering 75% Exiting One Hour Between 7 and 9 a.m.X = Independent Variable Units 50% Entering50% Exiting R2 = 0.96 Average Vehicle Trip Ends On a:Fitted Curve Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday T = 7.56(X) - 40.86 T = Average Vehicle Trip Ends X = Independent Variable Units Weekday,Ln(T) = 0.89 Ln(X) - 0.02 63% Entering 37% Exiting R2 = 0.86Peak Hour of Adjacent Street Traffic,T = Average Vehicle Trip Ends One Hour Between 4 and 6 p.m.X = Independent Variable Units Weekday,Ln(T) = 0.96 Ln(X) + 0.20 63% Entering37% Exiting R2 = 0.92Peak Hour of Adjacent Street Traffic,T = Average Vehicle Trip Ends One Hour Between 4 and 6 p.m.X = Independent Variable Units R2 = 0.95 One Hour Between 7 and 9 a.m.X = Independent Variable Units Average Vehicle Trip Ends On a:Fitted Curve Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: T = Average Vehicle Trip Ends T = Average Vehicle Trip Ends X = Independent Variable Units Average Vehicle Trip Ends On a:Fitted Curve Trip Generation Rate Equation:Directional Distribution: N:\5659\004 NW Crossing Master Site Plan\Traffic Data\Trip Generation Analyses\NW-Xing_Trip-Generation_Parcel-I.xlsx Area Independent Proposed Density Projected Parcel (Acres)Description of Proposed Land Use Variable (Units / Acre)Units Enter Exit Total Enter Exit Total Enter Exit Total J 5.9 1Single-Family Detached Housing Dwelling Units 8 48 265 265 530 10 29 39 32 18 50 1Single-Family Detached Housing - ITE Land Use Code 210 | Independent Variable: Dwelling Units | Setting Location: General Urban / Suburban 1Source: Trip Generation Manual, 10th Edition - Volume 2: Data - Part 1, Institute of Transportation Engineers (Washington, DC), September 2017 Coefficient of Determination: Weekday,Ln(T) = 0.96 Ln(X) + 0.20 63% Entering 37% Exiting R2 = 0.92Peak Hour of Adjacent Street Traffic,T = Average Vehicle Trip Ends One Hour Between 4 and 6 p.m.X = Independent Variable Units Average Vehicle Trip Ends On a:Fitted Curve Trip Generation Rate Equation:Directional Distribution: NORTHWEST CROSSING MASTER PLAN - PARCEL J | ESTIMATED TOTAL TRIP GENERATION Coefficient of Determination: Weekday,T = 0.71(X) + 4.80 25% Entering75% Exiting Directional Distribution: T = Average Vehicle Trip Ends T = Average Vehicle Trip Ends X = Independent Variable Units Average Vehicle Trip Ends On a:Fitted Curve Trip Generation Rate Equation: One Hour Between 7 and 9 a.m.X = Independent Variable Units R2 = 0.95 Average Weekday Trips Weekday, AM Peak Hour Trips Weekday, PM Peak Hour Trips Average Vehicle Trip Ends On a: R2 = 0.89Peak Hour of Adjacent Street Traffic, Fitted Curve Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday Ln(T) = 0.92 Ln(X) + 2.71 50% Entering 50% Exiting N:\5659\004 NW Crossing Master Site Plan\Traffic Data\Trip Generation Analyses\NW-Xing_Trip-Generation_Parcel-J.xlsx Area Independent Proposed Density Projected Parcel (Acres)Description of Proposed Land Use Variable (Units / Acre)Units Enter Exit Total Enter Exit Total Enter Exit Total K 2.3 1Multifamily Housing (Low-Rise)Dwelling Units 10 24 149 149 298 6 4 10 5 5 10 1Multifamily Housing (Low-Rise) - ITE Land Use Code 220 | Independent Variable: Dwelling Units | Setting Location: General Urban / Suburban 1Source: Trip Generation Manual, 10th Edition - Volume 2: Data - Part 1, Institute of Transportation Engineers (Washington, DC), September 2017 Average Weekday Trips Weekday, AM Peak Hour Trips Weekday, PM Peak Hour Trips Average Vehicle Trip Ends On a: R2 = 0.90Peak Hour of Adjacent Street Traffic, Fitted Curve Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday T = 7.56(X) - 40.86 50% Entering 50% Exiting NORTHWEST CROSSING MASTER PLAN - PARCEL K | ESTIMATED TOTAL TRIP GENERATION Coefficient of Determination: Weekday,Ln(T) = 0.95 Ln(X) - 0.51 23% Entering77% Exiting Directional Distribution: T = Average Vehicle Trip Ends T = Average Vehicle Trip Ends X = Independent Variable Units Average Vehicle Trip Ends On a:Fitted Curve Trip Generation Rate Equation: One Hour Between 7 and 9 a.m.X = Independent Variable Units R2 = 0.96 Coefficient of Determination: Weekday,Ln(T) = 0.89 Ln(X) - 0.02 63% Entering 37% Exiting R2 = 0.86Peak Hour of Adjacent Street Traffic,T = Average Vehicle Trip Ends One Hour Between 4 and 6 p.m.X = Independent Variable Units Average Vehicle Trip Ends On a:Fitted Curve Trip Generation Rate Equation:Directional Distribution: N:\5659\004 NW Crossing Master Site Plan\Traffic Data\Trip Generation Analyses\NW-Xing_Trip-Generation_Parcel-K.xlsx Area Independent Proposed Density Projected Parcel (Acres)Description of Proposed Land Use Variable (Units / Acre)Units Enter Exit Total Enter Exit Total Enter Exit Total L 1.3 1Multifamily Housing (Low-Rise)Dwelling Units 10 14 87 87 174 4 2 6 3 3 6 1Multifamily Housing (Low-Rise) - ITE Land Use Code 220 | Independent Variable: Dwelling Units | Setting Location: General Urban / Suburban 1Source: Trip Generation Manual, 10th Edition - Volume 2: Data - Part 1, Institute of Transportation Engineers (Washington, DC), September 2017 Average Weekday Trips Weekday, AM Peak Hour Trips Weekday, PM Peak Hour Trips Average Vehicle Trip Ends On a: R2 = 0.90Peak Hour of Adjacent Street Traffic, Fitted Curve Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday T = 7.56(X) - 40.86 50% Entering 50% Exiting NORTHWEST CROSSING MASTER PLAN - PARCEL L | ESTIMATED TOTAL TRIP GENERATION Coefficient of Determination: Weekday,Ln(T) = 0.95 Ln(X) - 0.51 23% Entering77% Exiting Directional Distribution: T = Average Vehicle Trip Ends T = Average Vehicle Trip Ends X = Independent Variable Units Average Vehicle Trip Ends On a:Fitted Curve Trip Generation Rate Equation: One Hour Between 7 and 9 a.m.X = Independent Variable Units R2 = 0.96 Coefficient of Determination: Weekday,Ln(T) = 0.89 Ln(X) - 0.02 63% Entering 37% Exiting R2 = 0.86Peak Hour of Adjacent Street Traffic,T = Average Vehicle Trip Ends One Hour Between 4 and 6 p.m.X = Independent Variable Units Average Vehicle Trip Ends On a:Fitted Curve Trip Generation Rate Equation:Directional Distribution: N:\5659\004 NW Crossing Master Site Plan\Traffic Data\Trip Generation Analyses\NW-Xing_Trip-Generation_Parcel-L.xlsx Area Independent Proposed Density Projected Parcel (Acres)Description of Proposed Land Use Variable (Units / Acre)Units Enter Exit Total Enter Exit Total Enter Exit Total M 1.7 1Multifamily Housing (Low-Rise)Dwelling Units 10 18 112 112 224 4 3 7 4 4 8 1Multifamily Housing (Low-Rise) - ITE Land Use Code 220 | Independent Variable: Dwelling Units | Setting Location: General Urban / Suburban 1Source: Trip Generation Manual, 10th Edition - Volume 2: Data - Part 1, Institute of Transportation Engineers (Washington, DC), September 2017 Average Weekday Trips Weekday, AM Peak Hour Trips Weekday, PM Peak Hour Trips Average Vehicle Trip Ends On a: R2 = 0.90Peak Hour of Adjacent Street Traffic, Fitted Curve Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday T = 7.56(X) - 40.86 50% Entering 50% Exiting NORTHWEST CROSSING MASTER PLAN - PARCEL M | ESTIMATED TOTAL TRIP GENERATION Coefficient of Determination: Weekday,Ln(T) = 0.95 Ln(X) - 0.51 23% Entering77% Exiting Directional Distribution: T = Average Vehicle Trip Ends T = Average Vehicle Trip Ends X = Independent Variable Units Average Vehicle Trip Ends On a:Fitted Curve Trip Generation Rate Equation: One Hour Between 7 and 9 a.m.X = Independent Variable Units R2 = 0.96 Coefficient of Determination: Weekday,Ln(T) = 0.89 Ln(X) - 0.02 63% Entering 37% Exiting R2 = 0.86Peak Hour of Adjacent Street Traffic,T = Average Vehicle Trip Ends One Hour Between 4 and 6 p.m.X = Independent Variable Units Average Vehicle Trip Ends On a:Fitted Curve Trip Generation Rate Equation:Directional Distribution: N:\5659\004 NW Crossing Master Site Plan\Traffic Data\Trip Generation Analyses\NW-Xing_Trip-Generation_Parcel-M.xlsx Area Independent Proposed Density Projected Parcel (Acres)Description of Proposed Land Use Variable (Units / Acre)Units Enter Exit Total Enter Exit Total Enter Exit Total N 6.6 1Single-Family Detached Housing Dwelling Units 8 54 295 295 590 11 32 43 35 21 56 1Single-Family Detached Housing - ITE Land Use Code 210 | Independent Variable: Dwelling Units | Setting Location: General Urban / Suburban 1Source: Trip Generation Manual, 10th Edition - Volume 2: Data - Part 1, Institute of Transportation Engineers (Washington, DC), September 2017 Coefficient of Determination: Weekday,Ln(T) = 0.96 Ln(X) + 0.20 63% Entering 37% Exiting R2 = 0.92Peak Hour of Adjacent Street Traffic,T = Average Vehicle Trip Ends One Hour Between 4 and 6 p.m.X = Independent Variable Units Average Vehicle Trip Ends On a:Fitted Curve Trip Generation Rate Equation:Directional Distribution: NORTHWEST CROSSING MASTER PLAN - PARCEL N | ESTIMATED TOTAL TRIP GENERATION Coefficient of Determination: Weekday,T = 0.71(X) + 4.80 25% Entering75% Exiting Directional Distribution: T = Average Vehicle Trip Ends T = Average Vehicle Trip Ends X = Independent Variable Units Average Vehicle Trip Ends On a:Fitted Curve Trip Generation Rate Equation: One Hour Between 7 and 9 a.m.X = Independent Variable Units R2 = 0.95 Average Weekday Trips Weekday, AM Peak Hour Trips Weekday, PM Peak Hour Trips Average Vehicle Trip Ends On a: R2 = 0.89Peak Hour of Adjacent Street Traffic, Fitted Curve Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday Ln(T) = 0.92 Ln(X) + 2.71 50% Entering 50% Exiting N:\5659\004 NW Crossing Master Site Plan\Traffic Data\Trip Generation Analyses\NW-Xing_Trip-Generation_Parcel-N.xlsx Area Independent Proposed Density Projected Parcel (Acres)Description of Proposed Land Use Variable (Units / Acre)Units Enter Exit Total Enter Exit Total Enter Exit Total O 8.6 1Single-Family Detached Housing Dwelling Units 8 70 374 374 748 14 41 55 45 27 72 1Single-Family Detached Housing - ITE Land Use Code 210 | Independent Variable: Dwelling Units | Setting Location: General Urban / Suburban 1Source: Trip Generation Manual, 10th Edition - Volume 2: Data - Part 1, Institute of Transportation Engineers (Washington, DC), September 2017 Coefficient of Determination: Weekday,Ln(T) = 0.96 Ln(X) + 0.20 63% Entering 37% Exiting R2 = 0.92Peak Hour of Adjacent Street Traffic,T = Average Vehicle Trip Ends One Hour Between 4 and 6 p.m.X = Independent Variable Units Average Vehicle Trip Ends On a:Fitted Curve Trip Generation Rate Equation:Directional Distribution: NORTHWEST CROSSING MASTER PLAN - PARCEL O | ESTIMATED TOTAL TRIP GENERATION Coefficient of Determination: Weekday,T = 0.71(X) + 4.80 25% Entering75% Exiting Directional Distribution: T = Average Vehicle Trip Ends T = Average Vehicle Trip Ends X = Independent Variable Units Average Vehicle Trip Ends On a:Fitted Curve Trip Generation Rate Equation: One Hour Between 7 and 9 a.m.X = Independent Variable Units R2 = 0.95 Average Weekday Trips Weekday, AM Peak Hour Trips Weekday, PM Peak Hour Trips Average Vehicle Trip Ends On a: R2 = 0.89Peak Hour of Adjacent Street Traffic, Fitted Curve Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday Ln(T) = 0.92 Ln(X) + 2.71 50% Entering 50% Exiting N:\5659\004 NW Crossing Master Site Plan\Traffic Data\Trip Generation Analyses\NW-Xing_Trip-Generation_Parcel-O.xlsx Area Independent Proposed Density Projected Parcel (Acres)Description of Proposed Land Use Variable (Units / Acre)Units Enter Exit Total Enter Exit Total Enter Exit Total P 18.0 1Single-Family Detached Housing Dwelling Units 8 144 727 727 1,454 27 80 107 91 53 144 1Single-Family Detached Housing - ITE Land Use Code 210 | Independent Variable: Dwelling Units | Setting Location: General Urban / Suburban 1Source: Trip Generation Manual, 10th Edition - Volume 2: Data - Part 1, Institute of Transportation Engineers (Washington, DC), September 2017 Coefficient of Determination: Weekday,Ln(T) = 0.96 Ln(X) + 0.20 63% Entering 37% Exiting R2 = 0.92Peak Hour of Adjacent Street Traffic,T = Average Vehicle Trip Ends One Hour Between 4 and 6 p.m.X = Independent Variable Units Average Vehicle Trip Ends On a:Fitted Curve Trip Generation Rate Equation:Directional Distribution: NORTHWEST CROSSING MASTER PLAN - PARCEL P | ESTIMATED TOTAL TRIP GENERATION Coefficient of Determination: Weekday,T = 0.71(X) + 4.80 25% Entering75% Exiting Directional Distribution: T = Average Vehicle Trip Ends T = Average Vehicle Trip Ends X = Independent Variable Units Average Vehicle Trip Ends On a:Fitted Curve Trip Generation Rate Equation: One Hour Between 7 and 9 a.m.X = Independent Variable Units R2 = 0.95 Average Weekday Trips Weekday, AM Peak Hour Trips Weekday, PM Peak Hour Trips Average Vehicle Trip Ends On a: R2 = 0.89Peak Hour of Adjacent Street Traffic, Fitted Curve Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Weekday Ln(T) = 0.92 Ln(X) + 2.71 50% Entering 50% Exiting N:\5659\004 NW Crossing Master Site Plan\Traffic Data\Trip Generation Analyses\NW-Xing_Trip-Generation_Parcel-P.xlsx APPENDIX B CAPACITY & LEVEL OF SERVICE ANALYSES APPENDIX B-1 INTERSECTION OPERATIONS SUMMARIES Intersection Operations Summary for Baxter Lane and Laurel Parkway Weekday, AM Peak Hour EB L EB TR WB L WB TR NB L NB TR SB L SB TR LOS B A A A A D B F B Delay (sec/veh)11.0 7.9 5.0 8.9 5.0 27.3 12.5 60.0 10.8 Entry Volume (veh/hr)1,007 55 473 64 218 3 51 88 55 Volume to Capacity Ratio (v/c)0.25 0.05 0.32 0.07 0.15 0.02 0.11 0.64 0.09 HCM 95% Max Queue Length (veh)-0.2 0.0 0.2 0.0 0.1 0.4 3.6 0.3 HCM 95% Max Queue Length (ft)-25 0 25 0 25 25 100 25 LOS B A A A A E B F B Delay (sec/veh)14.4 8.1 5.0 9.0 5.0 38.0 14.0 93.3 11.7 Entry Volume (veh/hr)1,123 55 505 65 264 29 55 94 56 Volume to Capacity Ratio (v/c)0.29 0.05 0.34 0.08 0.18 0.24 0.14 0.80 0.11 HCM 95% Max Queue Length (veh)-0.2 0.0 0.3 0.0 0.9 0.5 5.0 0.4 HCM 95% Max Queue Length (ft)-25 0 25 0 25 25 125 25 LOS A Delay (sec/veh)8.1 Entry Volume (veh/hr)1,007 Volume to Capacity Ratio (v/c)0.40 HCM 95% Max Queue Length (veh)- HCM 95% Max Queue Length (ft)- LOS A Delay (sec/veh)8.9 Entry Volume (veh/hr)1,123 Volume to Capacity Ratio (v/c)0.44 HCM 95% Max Queue Length (veh)- HCM 95% Max Queue Length (ft)- EB = Eastbound; WB = Westbound; NB = Northbound; and SB = Southbound L = Left; TR = Through-Right; and LTR = Left-Through-Right Two-Way Stop-Controlled Intersection Analyses Assumptions & Additional Clarifications Baxter Lane eastbound and westbound through-right lane group has an assumed delay of 5.0 seconds, accounting for deceleration and time to complete right-turn movements. Volume-to-capacity ratio for eastbound and westbound through-right lane group is based on an assumed lane capacity of 1500 vehicles per hour (vph). Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. A minimum design vehicle length of 25 feet is used in the queue length calculation. Performance Measure Estimated 2040 Background Traffic Conditions Two-Way Stop-Controlled Intersection Estimated 2040 Total Traffic Conditions Two-Way Stop-Controlled Intersection MITIGATION Estimated 2040 Total Traffic Conditions Roundabout Controlled Intersection MITIGATION Estimated 2040 Background Traffic Conditions Roundabout Controlled Intersection Analysis Scenario Baxter Lane Baxter Lane Laurel Parkway Laurel Parkway Analysis Scenario Performance Measure Intersection Baxter Lane Baxter Lane Laurel Parkway Laurel Parkway EB LTR WB LTR NB LTR SB LTR Intersection 10.5 5.4 6.4 5.3 B A A A 528 282 54 143 0.57 0.27 0.10 0.17 3.8 1.1 0.3 0.6 100 50 25 25 B A A A 11.5 6.1 7.3 5.9 560 329 84 150 0.61 0.33 0.15 0.20 4.4 1.4 0.5 0.7 125 50 25 25 Intersection Operations Summary for Baxter Lane and Laurel Parkway Weekday, PM Peak Hour EB L EB TR WB L WB TR NB L NB TR SB L SB TR LOS A A A A A E B E B Delay (sec/veh)9.4 8.7 5.0 8.2 5.0 43.2 11.0 47.4 12.1 Entry Volume (veh/hr)1,068 72 290 66 437 41 68 45 49 Volume to Capacity Ratio (v/c)0.22 0.08 0.19 0.06 0.29 0.34 0.12 0.39 0.10 HCM 95% Max Queue Length (veh)-0.3 0.0 0.2 0.0 1.4 0.4 1.7 0.3 HCM 95% Max Queue Length (ft)-25 0 25 0 50 25 50 25 LOS B A A A A F B F B Delay (sec/veh)13.0 8.9 5.0 8.4 5.0 75.5 12.4 75.7 14.4 Entry Volume (veh/hr)1,209 72 358 67 473 59 71 56 53 Volume to Capacity Ratio (v/c)0.27 0.08 0.24 0.07 0.32 0.60 0.15 0.59 0.14 HCM 95% Max Queue Length (veh)-0.3 0.0 0.2 0.0 3.0 0.5 2.9 0.5 HCM 95% Max Queue Length (ft)-25 0 25 0 75 25 75 25 LOS A Delay (sec/veh)7.7 Entry Volume (veh/hr)1,068 Volume to Capacity Ratio (v/c)0.40 HCM 95% Max Queue Length (veh)- HCM 95% Max Queue Length (ft)- LOS A Delay (sec/veh)7.3 Entry Volume (veh/hr)1,209 Volume to Capacity Ratio (v/c)0.34 HCM 95% Max Queue Length (veh)- HCM 95% Max Queue Length (ft)- EB = Eastbound; WB = Westbound; NB = Northbound; and SB = Southbound L = Left; TR = Through-Right; and LTR = Left-Through-Right Two-Way Stop-Controlled Intersection Analyses Assumptions & Additional Clarifications Baxter Lane eastbound and westbound through-right lane group has an assumed delay of 5.0 seconds, accounting for deceleration and time to complete right-turn movements. Volume-to-capacity ratio for eastbound and westbound through-right lane group is based on an assumed lane capacity of 1500 vehicles per hour (vph). Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. A minimum design vehicle length of 25 feet is used in the queue length calculation. Laurel Parkway Estimated 2040 Background Traffic Conditions Two-Way Stop-Controlled Intersection Estimated 2040 Total Traffic Conditions Two-Way Stop-Controlled Intersection MITIGATION Estimated 2040 Background Traffic Conditions Roundabout Controlled Intersection MITIGATION Estimated 2040 Total Traffic Conditions Roundabout Controlled Intersection Analysis Scenario Performance Measure Intersection Baxter Lane Baxter Lane Analysis Scenario Performance Measure Intersection Baxter Lane Baxter Lane Laurel Parkway Laurel Parkway Laurel Parkway EB LTR WB LTR NB LTR SB LTR 6.8 9.0 5.9 6.4 A A A A 362 503 108 95 0.37 0.52 0.15 0.15 1.7 3.1 0.5 0.5 50 100 25 25 A B A A 4.6 10.2 4.5 7.1 430 540 130 109 0.16 0.57 0.14 0.18 0.6 3.7 0.5 0.7 25 100 25 25 Intersection Operations Summary for Baxter Lane and Parcels K+L Approach Weekday, AM & PM Peak Hours Baxter Lane Parcels K&L Approach EB TR WB L WB T NB LR LOS A A A A B Delay (sec/veh)5.3 5.0 9.1 5.0 14.6 Entry Volume (veh/hr)948 595 11 314 28 Volume to Capacity Ratio (v/c)0.32 0.40 0.01 0.21 0.08 HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 0.3 HCM 95% Max Queue Length (ft)-0 0 0 25 LOS A A A A B Delay (sec/veh)5.3 5.0 8.6 5.0 13.4 Entry Volume (veh/hr)1,023 445 21 536 22 Volume to Capacity Ratio (v/c)0.32 0.30 0.02 0.36 0.05 HCM 95% Max Queue Length (veh)-0.0 0.1 0.0 0.2 HCM 95% Max Queue Length (ft)-0 25 0 25 EB = Eastbound; WB = Westbound; and NB = Northbound TR = Through-Right; L = Left; T = Through; and LR = Left-Right Two-Way Stop-Controlled Intersection Analyses Assumptions & Additional Clarifications Baxter Lane eastbound and westbound through-right lane group has an assumed delay of 5.0 seconds, accounting for deceleration and time to complete right-turn movements. Volume-to-capacity ratio for eastbound and westbound through-right lane group is based on an assumed lane capacity of 1500 vehicles per hour (vph). Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. A minimum design vehicle length of 25 feet is used in the queue length calculation. Performance Measure Estimated 2040 Total Traffic Conditions Weekday, AM Peak Hour Two-Way Stop-Controlled Intersection Estimated 2040 Total Traffic Conditions Weekday, PM Peak Hour Two-Way Stop-Controlled Intersection Analysis Scenario Baxter Lane Intersection Intersection Operations Summary for Baxter Lane and Parcel I Approach Weekday, AM & PM Peak Hours Baxter Lane Parcel I Approach EB TR WB L WB T NB LR LOS A A A A C Delay (sec/veh)5.3 5.0 9.2 5.0 15.5 Entry Volume (veh/hr)973 633 5 307 28 Volume to Capacity Ratio (v/c)0.34 0.42 0.01 0.20 0.09 HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 0.3 HCM 95% Max Queue Length (ft)-0 0 0 25 LOS A A A A B Delay (sec/veh)5.2 5.0 8.6 5.0 14.6 Entry Volume (veh/hr)1,035 457 12 546 19 Volume to Capacity Ratio (v/c)0.33 0.30 0.01 0.36 0.06 HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 0.2 HCM 95% Max Queue Length (ft)-0 0 0 25 EB = Eastbound; WB = Westbound; and NB = Northbound TR = Through-Right; L = Left; T = Through; and LR = Left-Right Two-Way Stop-Controlled Intersection Analyses Assumptions & Additional Clarifications Baxter Lane eastbound and westbound through-right lane group has an assumed delay of 5.0 seconds, accounting for deceleration and time to complete right-turn movements. Volume-to-capacity ratio for eastbound and westbound through-right lane group is based on an assumed lane capacity of 1500 vehicles per hour (vph). Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. A minimum design vehicle length of 25 feet is used in the queue length calculation. Performance Measure Estimated 2040 Total Traffic Conditions Weekday, AM Peak Hour Two-Way Stop-Controlled Intersection Estimated 2040 Total Traffic Conditions Weekday, PM Peak Hour Two-Way Stop-Controlled Intersection Analysis Scenario Baxter Lane Intersection Intersection Operations Summary for Baxter Lane and Parcels G+I Approach Weekday, AM & PM Peak Hours Baxter Lane Parcels G&I Approach EB TR WB L WB T NB LR LOS A A A A C Delay (sec/veh)5.4 5.0 9.4 5.0 15.9 Entry Volume (veh/hr)999 664 11 290 34 Volume to Capacity Ratio (v/c)0.35 0.44 0.02 0.19 0.11 HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 0.4 HCM 95% Max Queue Length (ft)-0 0 0 25 LOS A A A A B Delay (sec/veh)5.3 5.0 8.7 5.0 14.4 Entry Volume (veh/hr)1,073 471 21 554 28 Volume to Capacity Ratio (v/c)0.33 0.31 0.02 0.37 0.08 HCM 95% Max Queue Length (veh)-0.0 0.1 0.0 0.2 HCM 95% Max Queue Length (ft)-0 25 0 25 EB = Eastbound; WB = Westbound; and NB = Northbound TR = Through-Right; L = Left; T = Through; and LR = Left-Right Two-Way Stop-Controlled Intersection Analyses Assumptions & Additional Clarifications Baxter Lane eastbound and westbound through-right lane group has an assumed delay of 5.0 seconds, accounting for deceleration and time to complete right-turn movements. Volume-to-capacity ratio for eastbound and westbound through-right lane group is based on an assumed lane capacity of 1500 vehicles per hour (vph). Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. A minimum design vehicle length of 25 feet is used in the queue length calculation. Performance Measure Estimated 2040 Total Traffic Conditions Weekday, AM Peak Hour Two-Way Stop-Controlled Intersection Estimated 2040 Total Traffic Conditions Weekday, PM Peak Hour Two-Way Stop-Controlled Intersection Analysis Scenario Baxter Lane Intersection Intersection Operations Summary for Cottonwood Road / Harper Puckett Road and Baxter Lane Weekday, AM Peak Hour NB L NB TR SB L SB TR LOS B A A A A Delay (sec/veh)11.9 5.7 6.6 5.2 5.1 Entry Volume (veh/hr)1,449 113 228 49 47 Volume to Capacity Ratio (v/c)0.50 0.18 0.26 0.07 0.07 HCM 95% Max Queue Length (veh)-0.7 1.0 0.2 0.2 HCM 95% Max Queue Length (ft)-25 25 25 25 LOS C A A A A Delay (sec/veh)15.4 6.3 7.7 5.5 5.6 Entry Volume (veh/hr)1,601 126 269 49 51 Volume to Capacity Ratio (v/c)0.56 0.21 0.32 0.07 0.08 HCM 95% Max Queue Length (veh)-0.8 1.4 0.2 0.3 HCM 95% Max Queue Length (ft)-25 50 25 25 EB LT EB R NB L NB TR SB L SB TR LOS A A A A A A A Delay (sec/veh)7.3 8.5 8.2 5.7 6.6 5.2 5.1 Entry Volume (veh/hr)1,449 304 337 113 228 49 47 Volume to Capacity Ratio (v/c)0.34 0.40 0.41 0.18 0.26 0.07 0.07 HCM 95% Max Queue Length (veh)-1.9 2.0 0.7 1.0 0.2 0.2 HCM 95% Max Queue Length (ft)-50 50 25 25 25 25 LOS A A A A A A A Delay (sec/veh)8.1 9.8 8.8 6.3 7.7 5.5 5.6 Entry Volume (veh/hr)1,601 345 351 126 269 49 51 Volume to Capacity Ratio (v/c)0.38 0.46 0.43 0.21 0.32 0.07 0.08 HCM 95% Max Queue Length (veh)-2.5 2.2 0.8 1.4 0.2 0.3 HCM 95% Max Queue Length (ft)-75 75 25 50 25 25 EB = Eastbound; WB = Westbound; NB = Northbound; and SB = Southbound LTR = Left-Through-Right; L = Left; TR = Through-Right; LT = Left-Through; and R = Right A minimum design vehicle length of 25 feet is used in the queue length calculation. 275 75 WB LTR 696 410 0.86 0.43 11.0 2.2 1.8 50 D A 26.0 7.6 Cottonwood Road Harper Puckett Road Estimated 2040 Background Traffic Conditions Roundabout Controlled Intersection Estimated 2040 Total Traffic Conditions Roundabout Controlled Intersection EB LTR WB LTR C 18.8 641 0.77 7.9 200 A 6.9 371 0.38 Analysis Scenario Performance Measure Intersection Baxter Lane Baxter Lane 2.2 75 410 0.43 A 7.6 1.8 50 371 0.38 6.9 A Baxter Lane Baxter Lane Cottonwood Road Harper Puckett Road IntersectionPerformance Measure Estimated 2040 Background Traffic Conditions Roundabout Controlled Intersection Estimated 2040 Total Traffic Conditions Roundabout Controlled Intersection Analysis Scenario Intersection Operations Summary for Cottonwood Road / Harper Puckett Road and Baxter Lane Weekday, PM Peak Hour NB L NB TR SB L SB TR LOS A A A A A Delay (sec/veh)9.8 6.2 6.6 6.6 6.7 Entry Volume (veh/hr)1,538 248 269 25 26 Volume to Capacity Ratio (v/c)0.47 0.28 0.31 0.05 0.05 HCM 95% Max Queue Length (veh)-1.1 1.3 0.2 0.2 HCM 95% Max Queue Length (ft)-50 50 25 25 LOS B A A A A Delay (sec/veh)12.4 6.8 7.3 7.5 7.6 Entry Volume (veh/hr)1,721 264 301 25 35 Volume to Capacity Ratio (v/c)0.54 0.31 0.35 0.06 0.07 HCM 95% Max Queue Length (veh)-1.3 1.6 0.2 0.2 HCM 95% Max Queue Length (ft)-50 50 25 25 EB LT EB R NB L NB TR SB L SB TR LOS A A A A A A A Delay (sec/veh)8.8 6.6 6.2 6.2 6.6 6.6 6.7 Entry Volume (veh/hr)1,538 215 225 248 269 25 26 Volume to Capacity Ratio (v/c)0.40 0.27 0.26 0.28 0.31 0.05 0.05 HCM 95% Max Queue Length (veh)-1.1 1.1 1.1 1.3 0.2 0.2 HCM 95% Max Queue Length (ft)-50 50 50 50 25 25 LOS B A A A A A A Delay (sec/veh)11.0 7.6 6.8 6.8 7.3 7.5 7.6 Entry Volume (veh/hr)1,721 245 240 264 301 25 35 Volume to Capacity Ratio (v/c)0.46 0.33 0.29 0.31 0.35 0.06 0.07 HCM 95% Max Queue Length (veh)-1.4 1.2 1.3 1.6 0.2 0.2 HCM 95% Max Queue Length (ft)-50 50 50 50 25 25 EB = Eastbound; WB = Westbound; NB = Northbound; and SB = Southbound LTR = Left-Through-Right; L = Left; TR = Through-Right; LT = Left-Through; and R = Right A minimum design vehicle length of 25 feet is used in the queue length calculation. 0.59 0.75 4.1 7.3 125 200 B C 12.1 18.0 485 611 Estimated 2040 Background Traffic Conditions Roundabout Controlled Intersection Estimated 2040 Total Traffic Conditions Roundabout Controlled Intersection EB LTR WB LTR A 9.9 440 0.52 3.0 75 B 13.2 529 0.64 4.8 125 Analysis Scenario Performance Measure Intersection Baxter Lane Baxter Lane 7.3 200 611 0.75 C 18.0 4.8 125 529 0.64 13.2 B Cottonwood Road Harper Puckett Road WB LTR Harper Puckett Road Estimated 2040 Background Traffic Conditions Roundabout Controlled Intersection Estimated 2040 Total Traffic Conditions Roundabout Controlled Intersection Analysis Scenario Performance Measure Intersection Baxter Lane Baxter Lane Cottonwood Road Intersection Operations Summary for Intersection of Parcels H+I+J Weekday, AM & PM Peak Hours EB LTR WB LTR NB LTR SB LTR LOS A A A A A Delay (sec/veh)7.6 8.7 8.7 7.3 7.3 Entry Volume (veh/hr)54 8 6 21 20 Volume to Capacity Ratio (v/c)0.00 0.01 0.01 0.00 0.00 HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 0.0 HCM 95% Max Queue Length (ft)-0 0 0 0 LOS A A A A A Delay (sec/veh)7.6 8.7 8.9 7.3 7.3 Entry Volume (veh/hr)67 5 9 29 24 Volume to Capacity Ratio (v/c)0.00 0.00 0.01 0.00 0.00 HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 0.0 HCM 95% Max Queue Length (ft)-0 0 0 0 EB = Eastbound; WB = Westbound; NB = Northbound; and SB = Southbound LTR = Left-Through-Right Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. A minimum design vehicle length of 25 feet is used in the queue length calculation. Intersection of Parcels H, I, & J Performance Measure Estimated 2040 Site Traffic Conditions Weekday, AM Peak Hour Two-Way Yield-Controlled Intersection Analyzed as Stop-Controlled Estimated 2040 Site Traffic Conditions Weekday, PM Peak Hour Two-Way Yield-Controlled Intersection Analyzed as Stop-Controlled Analysis Scenario Intersection Intersection Operations Summary for Intersection of Parcels F+G+H+I Weekday, AM & PM Peak Hours EB LTR WB LTR NB LTR SB LTR LOS A A A A A Delay (sec/veh)8.4 7.3 7.3 9.2 9.1 Entry Volume (veh/hr)72 15 15 17 24 Volume to Capacity Ratio (v/c)0.01 0.00 0.00 0.02 0.03 HCM 95% Max Queue Length (veh)-0.0 0.0 0.1 0.1 HCM 95% Max Queue Length (ft)-0 0 25 25 LOS A A A A A Delay (sec/veh)8.3 7.3 7.3 9.2 9.2 Entry Volume (veh/hr)85 11 27 18 28 Volume to Capacity Ratio (v/c)0.02 0.00 0.00 0.02 0.04 HCM 95% Max Queue Length (veh)-0.0 0.0 0.1 0.1 HCM 95% Max Queue Length (ft)-0 0 25 25 EB = Eastbound; WB = Westbound; NB = Northbound; and SB = Southbound LTR = Left-Through-Right Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. A minimum design vehicle length of 25 feet is used in the queue length calculation. Intersection of Parcels F, G, H, & I Performance Measure Estimated 2040 Site Traffic Conditions Weekday, AM Peak Hour Two-Way Yield-Controlled Intersection Analyzed as Stop-Controlled Estimated 2040 Site Traffic Conditions Weekday, PM Peak Hour Two-Way Yield-Controlled Intersection Analyzed as Stop-Controlled Analysis Scenario Intersection Intersection Operations Summary for Cottonwood Road and Parcels F+G Approach Weekday, AM & PM Peak Hours Parcles F&G Approach Cottonwood Road EB LR NB L NB T SB TR LOS A B A A A Delay (sec/veh)3.8 12.6 9.2 0.0 5.0 Entry Volume (veh/hr)1,034 56 20 357 601 Volume to Capacity Ratio (v/c)0.18 0.12 0.03 0.20 0.18 HCM 95% Max Queue Length (veh)-0.4 0.1 0.0 0.0 HCM 95% Max Queue Length (ft)-25 25 0 0 LOS A B A A A Delay (sec/veh)3.0 11.8 8.9 0.0 5.0 Entry Volume (veh/hr)1,121 40 45 542 494 Volume to Capacity Ratio (v/c)0.22 0.08 0.05 0.30 0.15 HCM 95% Max Queue Length (veh)-0.3 0.2 0.0 0.0 HCM 95% Max Queue Length (ft)-25 25 0 0 EB = Eastbound; NB = Northbound; and SB = Southbound LR = Left-Right; L = Left; T = Through; and TR = Through-Right Stop-Controlled Intersection Analyses Assumptions & Additional Clarifications Cottonwood Road southbound through-right lane group has an assumed delay of 5.0 seconds, accounting for deceleration and time to complete right-turn movements. Volume-to-capacity ratio for northbound through lane group is based on an assumed lane capacity of 1800 vehicles per hour (vph). Volume-to-capacity ratio for southbound through-right lane group is based on an assumed, weighted average lane capacity of 1800 vph for the through lane group and 1500 vph for the through-right lane group. Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. A minimum design vehicle length of 25 feet is used in the queue length calculation. Performance Measure Estimated 2040 Total Traffic Conditions Weekday, AM Peak Hour Stop-Controlled Intersection Estimated 2040 Total Traffic Conditions Weekday, PM Peak Hour Stop-Controlled Intersection Analysis Scenario Cottonwood Road Intersection Intersection Operations Summary for Laurel Parkway and Parcels OS 6 + OS 7 Approach Weekday, AM & PM Peak Hours Parcles OS 6 & OS 7 Approach Laurel Parkway WB LR NB TR SB L SB T LOS A A A A A Delay (sec/veh)3.1 9.3 5.0 9.2 0.0 Entry Volume (veh/hr)264 31 88 9 136 Volume to Capacity Ratio (v/c)0.06 0.04 0.06 0.03 0.08 HCM 95% Max Queue Length (veh)-0.1 0.0 0.0 0.0 HCM 95% Max Queue Length (ft)-25 0 0 0 LOS A A A A A Delay (sec/veh)3.9 9.5 5.0 7.6 0.0 Entry Volume (veh/hr)273 21 138 25 89 Volume to Capacity Ratio (v/c)0.07 0.03 0.09 0.02 0.05 HCM 95% Max Queue Length (veh)-0.1 0.0 0.1 0.0 HCM 95% Max Queue Length (ft)-25 0 25 0 EB = Eastbound; NB = Northbound; and SB = Southbound LR = Left-Right; L = Left; T = Through; and TR = Through-Right Stop-Controlled Intersection Analyses Assumptions & Additional Clarifications Laurel Parkway northbound through-right lane group has an assumed delay of 5.0 seconds, accounting for deceleration and time to complete right-turn movements. Volume-to-capacity ratio for northbound through-right lane group is based on an assumed lane capacity of 1500 vehicles per hour (vph). Volume-to-capacity ratio for southbound through lane group is based on an assumed, weighted average lane capacity of 1800 vph. Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. A minimum design vehicle length of 25 feet is used in the queue length calculation. Laurel Parkway Performance Measure Estimated 2040 Total Traffic Conditions Weekday, AM Peak Hour Stop-Controlled Intersection Estimated 2040 Total Traffic Conditions Weekday, PM Peak Hour Stop-Controlled Intersection Analysis Scenario Intersection Intersection Operations Summary for Intersection of Parcels N+O+P Weekday, AM & PM Peak Hours EB LTR WB LTR NB LTR SB LTR LOS A A A A A Delay (sec/veh)8.3 7.3 7.3 9.1 9.3 Entry Volume (veh/hr)104 27 25 17 36 Volume to Capacity Ratio (v/c)0.02 0.00 0.00 0.02 0.05 HCM 95% Max Queue Length (veh)-0.0 0.0 0.1 0.2 HCM 95% Max Queue Length (ft)-0 0 25 25 LOS A A A A A Delay (sec/veh)8.2 7.3 7.3 9.5 9.4 Entry Volume (veh/hr)134 30 48 28 28 Volume to Capacity Ratio (v/c)0.02 0.00 0.00 0.04 0.04 HCM 95% Max Queue Length (veh)-0.0 0.0 0.1 0.1 HCM 95% Max Queue Length (ft)-0 0 25 25 EB = Eastbound; WB = Westbound; NB = Northbound; and SB = Southbound LTR = Left-Through-Right Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. A minimum design vehicle length of 25 feet is used in the queue length calculation. Intersection of Parcels N, O, & P Performance Measure Estimated 2040 Site Traffic Conditions Weekday, AM Peak Hour Two-Way Yield-Controlled Intersection Analyzed as Stop-Controlled Estimated 2040 Site Traffic Conditions Weekday, PM Peak Hour Two-Way Yield-Controlled Intersection Analyzed as Stop-Controlled Analysis Scenario Intersection Intersection Operations Summary for Intersection of Parcels C/D/E + H Weekday, AM & PM Peak Hours EB LTR WB LTR NB LTR SB LTR LOS A A A A A Delay (sec/veh)8.2 7.3 7.3 9.4 9.5 Entry Volume (veh/hr)109 43 19 20 26 Volume to Capacity Ratio (v/c)0.02 0.00 0.00 0.03 0.04 HCM 95% Max Queue Length (veh)-0.0 0.0 0.1 0.1 HCM 95% Max Queue Length (ft)-0 0 25 25 LOS A A A A A Delay (sec/veh)8.4 7.3 7.3 9.6 9.5 Entry Volume (veh/hr)137 36 32 45 23 Volume to Capacity Ratio (v/c)0.02 0.00 0.00 0.06 0.03 HCM 95% Max Queue Length (veh)-0.0 0.0 0.2 0.1 HCM 95% Max Queue Length (ft)-0 0 25 25 EB LTR WB LTR NB LTR SB LTR LOS A A A A A Delay (sec/veh)3.0 3.1 2.9 2.9 2.9 Entry Volume (veh/hr)109 43 19 20 26 Volume to Capacity Ratio (v/c)0.03 0.04 0.02 0.02 0.02 HCM 95% Max Queue Length (veh)-0.1 0.1 0.1 0.1 HCM 95% Max Queue Length (ft)-25 25 25 25 LOS A A A A A Delay (sec/veh)3.1 3.0 3.1 3.1 3.0 Entry Volume (veh/hr)137 36 32 45 23 Volume to Capacity Ratio (v/c)0.03 0.03 0.03 0.04 0.02 HCM 95% Max Queue Length (veh)-0.1 0.1 0.1 0.1 HCM 95% Max Queue Length (ft)-25 25 25 25 EB = Eastbound; WB = Westbound; NB = Northbound; and SB = Southbound LTR = Left-Through-Right Average intersection delay is a weighted average that is for reference purposes only The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. A minimum design vehicle length of 25 feet is used in the queue length calculation. ALTERNATIVE Estimated 2040 Site Traffic Conditions Weekday, PM Peak Hour Roundabout Controlled Intersection Analysis Scenario Performance Measure Intersection Intersection of Parcels C/D/E, H, OS 1, & OS 2 ALTERNATIVE Estimated 2040 Site Traffic Conditions Weekday, AM Peak Hour Roundabout Controlled Intersection Intersection of Parcels C/D/E, H, OS 1, & OS 2 Performance Measure Estimated 2040 Site Traffic Conditions Weekday, AM Peak Hour Two-Way Yield-Controlled Intersection Analyzed as Stop-Controlled Estimated 2040 Site Traffic Conditions Weekday, PM Peak Hour Two-Way Yield-Controlled Intersection Analyzed as Stop-Controlled Analysis Scenario Intersection Intersection Operations Summary for Intersection of Parcels B, C/D/E, F, + H Weekday, AM & PM Peak Hours EB LTR WB LTR NB LTR SB LTR LOS A A A A A Delay (sec/veh)8.1 7.3 7.3 9.2 9.3 Entry Volume (veh/hr)95 38 20 14 23 Volume to Capacity Ratio (v/c)0.01 0.00 0.00 0.02 0.03 HCM 95% Max Queue Length (veh)-0.0 0.0 0.1 0.1 HCM 95% Max Queue Length (ft)-0 0 25 25 LOS A A A A A Delay (sec/veh)8.0 7.3 7.3 9.4 9.4 Entry Volume (veh/hr)116 29 48 19 19 Volume to Capacity Ratio (v/c)0.01 0.00 0.00 0.03 0.03 HCM 95% Max Queue Length (veh)-0.0 0.0 0.1 0.1 HCM 95% Max Queue Length (ft)-0 0 25 25 EB = Eastbound; WB = Westbound; NB = Northbound; and SB = Southbound LTR = Left-Through-Right Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. A minimum design vehicle length of 25 feet is used in the queue length calculation. Intersection of Parcels B, C/D/E, F, & H Performance Measure Estimated 2040 Site Traffic Conditions Weekday, AM Peak Hour Two-Way Yield-Controlled Intersection Analyzed as Stop-Controlled Estimated 2040 Site Traffic Conditions Weekday, PM Peak Hour Two-Way Yield-Controlled Intersection Analyzed as Stop-Controlled Analysis Scenario Intersection Intersection Operations Summary for Cottonwood Road and Parcels B+F Approach Weekday, AM & PM Peak Hours Parcles B & F Approach Cottonwood Road EB LR NB L NB T SB TR LOS A B A A A Delay (sec/veh)3.9 13.1 9.2 0.0 5.0 Entry Volume (veh/hr)961 57 16 323 566 Volume to Capacity Ratio (v/c)0.17 0.13 0.02 0.18 0.17 HCM 95% Max Queue Length (veh)-0.4 0.1 0.0 0.0 HCM 95% Max Queue Length (ft)-25 25 0 0 LOS A B A A A Delay (sec/veh)3.0 13.1 9.0 0.0 5.0 Entry Volume (veh/hr)1,041 41 36 520 443 Volume to Capacity Ratio (v/c)0.21 0.08 0.05 0.29 0.14 HCM 95% Max Queue Length (veh)-0.4 0.1 0.0 0.0 HCM 95% Max Queue Length (ft)-25 25 0 0 EB = Eastbound; NB = Northbound; and SB = Southbound LR = Left-Right; L = Left; T = Through; and TR = Through-Right Stop-Controlled Intersection Analyses Assumptions & Additional Clarifications Cottonwood Road southbound through-right lane group has an assumed delay of 5.0 seconds, accounting for deceleration and time to complete right-turn movements. Volume-to-capacity ratio for northbound through lane group is based on an assumed lane capacity of 1800 vehicles per hour (vph). Volume-to-capacity ratio for southbound through-right lane group is based on an assumed, weighted average lane capacity of 1800 vph for the through lane group and 1500 vph for the through-right lane group. Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. A minimum design vehicle length of 25 feet is used in the queue length calculation. Performance Measure Estimated 2040 Total Traffic Conditions Weekday, AM Peak Hour Stop-Controlled Intersection Estimated 2040 Total Traffic Conditions Weekday, PM Peak Hour Stop-Controlled Intersection Analysis Scenario Cottonwood Road Intersection Intersection Operations Summary for Intersection of Parcels C/D/E + OS 1 Weekday, AM & PM Peak Hours WB LR NB TR SB LT LOS A A A A Delay (sec/veh)6.8 8.9 5.0 7.3 Entry Volume (veh/hr)77 9 23 46 Volume to Capacity Ratio (v/c)0.01 0.01 0.02 0.00 HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 HCM 95% Max Queue Length (ft)-0 0 0 LOS A A A A Delay (sec/veh)6.1 9.0 5.0 7.4 Entry Volume (veh/hr)95 6 56 33 Volume to Capacity Ratio (v/c)0.02 0.01 0.04 0.00 HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 HCM 95% Max Queue Length (ft)-0 0 0 WB = Westbound; NB = Northbound; and SB = Southbound LR = Left-Right; TR = Through-Right; and LT = Left-Through Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. A minimum design vehicle length of 25 feet is used in the queue length calculation. Intersection of Parcels C/D/E & OS 1 Performance Measure Estimated 2040 Site Traffic Conditions Weekday, AM Peak Hour Yield-Controlled Intersection Analyzed as Stop-Controlled Estimated 2040 Site Traffic Conditions Weekday, PM Peak Hour Yield-Controlled Intersection Analyzed as Stop-Controlled Analysis Scenario Intersection Intersection Operations Summary for Intersection of Parcels A, B, + C/D/E Weekday, AM & PM Peak Hours EB LTR WB LTR NB LTR SB LTR LOS A A A A A Delay (sec/veh)8.5 7.2 7.3 9.0 9.2 Entry Volume (veh/hr)65 11 9 21 23 Volume to Capacity Ratio (v/c)0.02 0.00 0.00 0.03 0.03 HCM 95% Max Queue Length (veh)-0.0 0.0 0.1 0.1 HCM 95% Max Queue Length (ft)-0 0 25 25 LOS A A A A A Delay (sec/veh)8.6 7.3 7.3 9.2 9.2 Entry Volume (veh/hr)74 8 13 31 21 Volume to Capacity Ratio (v/c)0.03 0.00 0.00 0.04 0.03 HCM 95% Max Queue Length (veh)-0.0 0.0 0.1 0.1 HCM 95% Max Queue Length (ft)-0 0 25 25 EB = Eastbound; WB = Westbound; NB = Northbound; and SB = Southbound LTR = Left-Through-Right Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. A minimum design vehicle length of 25 feet is used in the queue length calculation. Intersection of Parcels A, B, & C/D/E Performance Measure Estimated 2040 Site Traffic Conditions Weekday, AM Peak Hour Two-Way Yield-Controlled Intersection Analyzed as Stop-Controlled Estimated 2040 Site Traffic Conditions Weekday, PM Peak Hour Two-Way Yield-Controlled Intersection Analyzed as Stop-Controlled Analysis Scenario Intersection Intersection Operations Summary for Cottonwood Road and Parcels A + B Approach Weekday, AM & PM Peak Hours Parcles A & B Approach Cottonwood Road EB LR NB L NB T SB TR LOS A B A A A Delay (sec/veh)3.5 11.9 8.9 0.0 5.0 Entry Volume (veh/hr)880 20 16 313 531 Volume to Capacity Ratio (v/c)0.16 0.04 0.02 0.17 0.16 HCM 95% Max Queue Length (veh)-0.1 0.1 0.0 0.0 HCM 95% Max Queue Length (ft)-25 25 0 0 LOS A B A A A Delay (sec/veh)2.5 11.3 8.4 0.0 5.0 Entry Volume (veh/hr)946 24 15 514 392 Volume to Capacity Ratio (v/c)0.21 0.05 0.02 0.29 0.12 HCM 95% Max Queue Length (veh)-0.2 0.0 0.0 0.0 HCM 95% Max Queue Length (ft)-25 0 0 0 EB = Eastbound; NB = Northbound; and SB = Southbound LR = Left-Right; L = Left; T = Through; and TR = Through-Right Stop-Controlled Intersection Analyses Assumptions & Additional Clarifications Cottonwood Road southbound through-right lane group has an assumed delay of 5.0 seconds, accounting for deceleration and time to complete right-turn movements. Volume-to-capacity ratio for northbound through lane group is based on an assumed lane capacity of 1800 vehicles per hour (vph). Volume-to-capacity ratio for southbound through-right lane group is based on an assumed, weighted average lane capacity of 1800 vph for the through lane group and 1500 vph for the through-right lane group. Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. A minimum design vehicle length of 25 feet is used in the queue length calculation. Performance Measure Estimated 2040 Total Traffic Conditions Weekday, AM Peak Hour Stop-Controlled Intersection Estimated 2040 Total Traffic Conditions Weekday, PM Peak Hour Stop-Controlled Intersection Analysis Scenario Cottonwood Road Intersection Intersection Operations Summary for West Oak Street and Laurel Parkway Weekday, AM Peak Hour EB L EB TR WB L WB TR NB L NB TR SB L SB TR LOS A A A A A B A B B Delay (sec/veh)9.4 7.3 5.0 7.3 5.0 10.3 9.9 12.1 10.7 Entry Volume (veh/hr)346 5 11 55 34 1 112 76 52 Volume to Capacity Ratio (v/c)0.10 0.00 0.01 0.04 0.02 0.00 0.15 0.15 0.09 HCM 95% Max Queue Length (veh)-0.0 0.0 0.1 0.0 0.0 0.5 0.5 0.3 HCM 95% Max Queue Length (ft)-0 0 25 0 0 25 25 25 LOS A A A A A B B B B Delay (sec/veh)9.6 7.3 5.0 7.4 5.0 10.6 10.1 12.6 10.9 Entry Volume (veh/hr)380 5 12 60 43 1 118 83 58 Volume to Capacity Ratio (v/c)0.11 0.00 0.01 0.04 0.03 0.00 0.16 0.17 0.10 HCM 95% Max Queue Length (veh)-0.0 0.0 0.1 0.0 0.0 0.6 0.6 0.3 HCM 95% Max Queue Length (ft)-0 0 25 0 0 25 25 25 EB = Eastbound; WB = Westbound; NB = Northbound; and SB = Southbound L = Left and TR = Through-Right Two-Way Stop-Controlled Intersection Analyses Assumptions & Additional Clarifications West Oak Street eastbound and westbound through-right lane group has an assumed delay of 5.0 seconds, accounting for deceleration and time to complete right-turn movements. Volume-to-capacity ratio for eastbound and westbound through-right lane group is based on an assumed lane capacity of 1500 vehicles per hour (vph). Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. A minimum design vehicle length of 25 feet is used in the queue length calculation. Performance Measure Estimated 2040 Background Traffic Conditions Two-Way Stop-Controlled Intersection Estimated 2040 Total Traffic Conditions Two-Way Stop-Controlled Intersection Analysis Scenario West Oak Street West Oak Street Laurel Parkway Laurel Parkway Intersection Intersection Operations Summary for West Oak Street and Laurel Parkway Weekday, PM Peak Hour EB L EB TR WB L WB TR NB L NB TR SB L SB TR LOS A A A A A B B B B Delay (sec/veh)8.3 7.5 5.0 7.3 5.0 10.5 10.0 11.5 10.7 Entry Volume (veh/hr)331 5 5 55 93 4 79 48 42 Volume to Capacity Ratio (v/c)0.07 0.00 0.00 0.04 0.06 0.01 0.11 0.09 0.07 HCM 95% Max Queue Length (veh)-0.0 0.0 0.1 0.0 0.0 0.4 0.3 0.2 HCM 95% Max Queue Length (ft)-0 0 25 0 0 25 25 25 LOS A A A A A B B B B Delay (sec/veh)8.6 7.5 5.0 7.4 5.0 10.8 10.3 12.2 11.0 Entry Volume (veh/hr)379 6 9 59 106 4 91 58 46 Volume to Capacity Ratio (v/c)0.09 0.00 0.01 0.04 0.07 0.01 0.14 0.12 0.08 HCM 95% Max Queue Length (veh)-0.0 0.0 0.1 0.0 0.0 0.5 0.4 0.3 HCM 95% Max Queue Length (ft)-0 0 25 0 0 25 25 25 EB = Eastbound; WB = Westbound; NB = Northbound; and SB = Southbound L = Left and TR = Through-Right Stop-Controlled Intersection Analyses Assumptions & Additional Clarifications West Oak Street eastbound and westbound through-right lane group has an assumed delay of 5.0 seconds, accounting for deceleration and time to complete right-turn movements. Volume-to-capacity ratio for eastbound and westbound through-right lane group is based on an assumed lane capacity of 1500 vehicles per hour (vph). Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. A minimum design vehicle length of 25 feet is used in the queue length calculation. Laurel Parkway Estimated 2040 Background Traffic Conditions Two-Way Stop-Controlled Intersection Estimated 2040 Total Traffic Conditions Two-Way Stop-Controlled Intersection Analysis Scenario Performance Measure Intersection West Oak Street West Oak Street Laurel Parkway Intersection Operations Summary for West Oak Street and Parcel P Approach Weekday, AM & PM Peak Hours West Oak Street Parcel P Approach EB L EB T WB TR SB LR LOS A A A A B Delay (sec/veh)3.2 7.6 0.0 5.0 11.3 Entry Volume (veh/hr)433 1 229 145 59 Volume to Capacity Ratio (v/c)0.11 0.00 0.13 0.10 0.11 HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 0.4 HCM 95% Max Queue Length (ft)-0 0 0 25 LOS A A A A B Delay (sec/veh)3.8 7.9 0.0 5.0 11.4 Entry Volume (veh/hr)484 3 166 276 39 Volume to Capacity Ratio (v/c)0.14 0.00 0.09 0.18 0.08 HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 0.3 HCM 95% Max Queue Length (ft)-0 0 0 25 EB = Eastbound; WB = Westbound; and SB = Southbound L = Left; T = Through; TR = Through-Right; and LR = Left-Right Stop-Controlled Intersection Analyses Assumptions & Additional Clarifications West Oak Street eastbound through lane group has an assumed delay of 0.0 seconds, and the westbound through-right lane group has an assumed delay of 5.0 seconds, accounting for deceleration and time to complete right-turn movements. Volume-to-capacity ratio for eastbound through lane group is based on an assumed lane capacity of 1800 vehicles per hour (vph). Volume-to-capacity ratio for westbound through-right lane group is based on an assumed lane capacity of 1500 vph. Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. A minimum design vehicle length of 25 feet is used in the queue length calculation. Performance Measure Estimated 2040 Total Traffic Conditions Weekday, AM Peak Hour Stop-Controlled Intersection Estimated 2040 Total Traffic Conditions Weekday, PM Peak Hour Stop-Controlled Intersection Analysis Scenario West Oak Street Intersection Intersection Operations Summary for West Oak Street and Parcels C/D/E + OS1 Approach Weekday, AM & PM Peak Hours Rosa Way Parcels C/D/E & OS 1 Approach EB L EB TR WB L WB TR NB LTR SB LTR LOS A A A A A B B Delay (sec/veh)5.9 7.6 5.0 8.0 5.0 11.0 12.6 Entry Volume (veh/hr)528 2 298 1 167 7 53 Volume to Capacity Ratio (v/c)0.05 0.00 0.00 0.00 0.11 0.01 0.11 HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 0.0 0.0 0.4 HCM 95% Max Queue Length (ft)-0 0 0 0 0 25 LOS A A A A A B B Delay (sec/veh)5.6 8.1 5.0 7.8 5.0 11.2 12.9 Entry Volume (veh/hr)584 4 219 6 313 5 37 Volume to Capacity Ratio (v/c)0.17 0.00 0.15 0.01 0.21 0.01 0.09 HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 0.0 0.0 0.3 HCM 95% Max Queue Length (ft)-0 0 0 0 0 25 EB = Eastbound; WB = Westbound; NB = Northbound; and SB = Southbound L = Left; TR = Through-Right; and LTR = Left-Through-Right Two-Way Stop-Controlled Intersection Analyses Assumptions & Additional Clarifications West Oak Street eastbound and westbound through-right lane group has an assumed delay of 5.0 seconds, accounting for deceleration and time to complete right-turn movements. Volume-to-capacity ratio for eastbound and westbound through-right lane group is based on an assumed lane capacity of 1500 vph. Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. A minimum design vehicle length of 25 feet is used in the queue length calculation. West Oak Street Performance Measure Estimated 2040 Total Traffic Conditions Weekday, AM Peak Hour Two-Way Stop-Controlled Intersection Estimated 2040 Total Traffic Conditions Weekday, PM Peak Hour Two-Way Stop-Controlled Intersection Analysis Scenario West Oak Street Intersection Intersection Operations Summary for West Oak Street and Parcels A + C/D/E Approach Weekday, AM & PM Peak Hours Twin Lakes Avenue Parcels A & C/D/E Approach EB L EB TR WB L WB TR NB LTR SB LTR LOS A A A A A B B Delay (sec/veh)5.7 7.7 5.0 8.2 5.0 11.8 13.4 Entry Volume (veh/hr)620 3 367 4 192 21 33 Volume to Capacity Ratio (v/c)0.15 0.00 0.24 0.00 0.00 0.04 0.08 HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 0.0 0.1 0.3 HCM 95% Max Queue Length (ft)-0 0 0 0 25 25 LOS A A A A A B B Delay (sec/veh)5.6 8.1 5.0 8.0 5.0 11.6 14.1 Entry Volume (veh/hr)677 3 274 15 339 13 32 Volume to Capacity Ratio (v/c)0.19 0.00 0.18 0.01 0.23 0.03 0.09 HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 0.0 0.1 0.3 HCM 95% Max Queue Length (ft)-0 0 0 0 25 25 EB = Eastbound; WB = Westbound; NB = Northbound; and SB = Southbound L = Left; TR = Through-Right; and LTR = Left-Through-Right Two-Way Stop-Controlled Intersection Analyses Assumptions & Additional Clarifications West Oak Street eastbound and westbound through lane group has an assumed delay of 5.0 seconds, accounting for deceleration and time to complete right-turn movements. Volume-to-capacity ratio for eastbound and westbound through-right lane group is based on an assumed lane capacity of 1500 vph. Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. A minimum design vehicle length of 25 feet is used in the queue length calculation. West Oak Street Performance Measure Estimated 2040 Total Traffic Conditions Weekday, AM Peak Hour Two-Way Stop-Controlled Intersection Estimated 2040 Total Traffic Conditions Weekday, PM Peak Hour Two-Way Stop-Controlled Intersection Analysis Scenario West Oak Street Intersection Intersection Operations Summary for Cottonwood Road and West Oak Street Weekday, AM Peak Hour EB LT EB TR WB LT WB TR NB LT NB TR SB LT SB TR LOS A A A A A A A A A Delay (sec/veh)6.1 7.6 7.1 5.3 4.3 5.5 6.5 6.3 5.4 Entry Volume (veh/hr)1,246 149 142 216 115 40 192 267 125 Volume to Capacity Ratio (v/c)0.22 0.23 0.23 0.21 0.14 0.10 0.23 0.26 0.21 HCM 95% Max Queue Length (veh)-0.9 0.9 0.8 0.5 0.3 0.9 1.0 0.8 HCM 95% Max Queue Length (ft)-25 25 25 25 25 25 25 25 LOS A B B A A A A A A Delay (sec/veh)7.8 11.0 10.2 5.9 5.4 7.8 7.5 7.3 7.1 Entry Volume (veh/hr)1,625 188 253 233 153 94 211 335 161 Volume to Capacity Ratio (v/c)0.30 0.38 0.39 0.23 0.21 0.23 0.25 0.31 0.32 HCM 95% Max Queue Length (veh)-1.8 1.8 0.9 0.8 0.9 1.0 1.3 1.4 HCM 95% Max Queue Length (ft)-50 50 25 25 25 25 50 50 EB = Eastbound; WB = Westbound; NB = Northbound; and SB = Southbound LT = Left-Through and TR = Through-Right A minimum design vehicle length of 25 feet is used in the queue length calculation. West Oak StreetWest Oak Street Cottonwood Road Cottonwood Road IntersectionPerformance Measure Estimated 2040 Background Traffic Conditions Roundabout Controlled Intersection Estimated 2040 Total Traffic Conditions Roundabout Controlled Intersection Analysis Scenario Intersection Operations Summary for Cottonwood Road and West Oak Street Weekday, PM Peak Hour EB LT EB TR WB LT WB TR NB LT NB TR SB LT SB TR LOS A A A A A A A A A Delay (sec/veh)5.9 5.8 5.5 6.4 6.2 5.5 5.8 5.6 5.3 Entry Volume (veh/hr)1,289 141 81 254 237 80 241 146 110 Volume to Capacity Ratio (v/c)0.22 0.15 0.15 0.28 0.29 0.17 0.23 0.16 0.17 HCM 95% Max Queue Length (veh)-0.5 0.5 1.1 1.2 0.6 0.9 0.6 0.6 HCM 95% Max Queue Length (ft)-25 25 50 50 25 25 25 25 LOS A A A A A A A A A Delay (sec/veh)8.1 7.5 7.0 9.4 9.0 7.8 7.4 7.8 7.3 Entry Volume (veh/hr)1,750 170 162 292 313 200 276 200 141 Volume to Capacity Ratio (v/c)0.33 0.24 0.25 0.41 0.42 0.31 0.32 0.26 0.26 HCM 95% Max Queue Length (veh)-0.9 1.0 2.0 2.1 1.3 1.4 1.0 1.1 HCM 95% Max Queue Length (ft)-25 25 50 75 50 50 25 50 EB = Eastbound; WB = Westbound; NB = Northbound; and SB = Southbound LT = Left-Through and TR = Through-Right A minimum design vehicle length of 25 feet is used in the queue length calculation. Cottonwood RoadWest Oak Street West Oak Street Cottonwood Road Estimated 2040 Background Traffic Conditions Roundabout Controlled Intersection Estimated 2040 Total Traffic Conditions Roundabout Controlled Intersection Analysis Scenario Performance Measure Intersection APPENDIX B-2 ESTIMATED 2040 BACKGROUND TRAFFIC HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Baxter & Laurel Parkway Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street Baxter Lane Analysis Year 2040 North/South Street Laurel Parkway Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Background Traffic 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 1 1 0 0 1 1 0 1 1 0 1 1 0 Configuration L TR L TR L TR L TR Volume, V (veh/h)55 404 69 64 183 35 3 1 50 88 3 52 Percent Heavy Vehicles (%)3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)65 75 4 60 104 65 Capacity, c (veh/h)1302 1009 165 538 162 683 v/c Ratio 0.05 0.07 0.02 0.11 0.64 0.09 95% Queue Length, Q₉₅ (veh)0.2 0.2 0.1 0.4 3.6 0.3 Control Delay (s/veh)7.9 8.9 27.3 12.5 60.0 10.8 Level of Service, LOS A A D B F B Approach Delay (s/veh)0.8 2.0 13.4 41.1 Approach LOS B E Copyright © 2019 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.4 Generated: 8/20/2019 3:23:15 PMInt-01_Baxter-Ln+Laurel-Parkway_AM_2040-Bkgnd.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Baxter & Laurel Parkway Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street Baxter Lane Analysis Year 2040 North/South Street Laurel Parkway Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Background Traffic 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 1 1 0 0 1 1 0 1 1 0 1 1 0 Configuration L TR L TR L TR L TR Volume, V (veh/h)72 266 24 66 355 82 41 1 67 45 1 48 Percent Heavy Vehicles (%)3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)85 78 48 80 53 58 Capacity, c (veh/h)1045 1211 141 679 136 566 v/c Ratio 0.08 0.06 0.34 0.12 0.39 0.10 95% Queue Length, Q₉₅ (veh)0.3 0.2 1.4 0.4 1.7 0.3 Control Delay (s/veh)8.7 8.2 43.2 11.0 47.4 12.1 Level of Service, LOS A A E B E B Approach Delay (s/veh)1.7 1.1 23.1 29.0 Approach LOS C D Copyright © 2019 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.4 Generated: 8/20/2019 3:26:16 PMInt-01_Baxter-Ln+Laurel-Parkway_PM_2040-Bkgnd.xtw HCS7 Roundabouts Report General Information Site Information Analyst T. Eastwood Intersection Cottonwood & Baxter Agency or Co.Morrison-Maierle E/W Street Name Baxter Lane Date Performed 8/15/2019 N/S Street Name Cottonwood Road / Harper Puckett Road Analysis Year 2040 Analysis Time Period (hrs)0.25 Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.85 Project Description Northwest X-ing: Estimated 2040 Background Traffic Jurisdiction City of Bozeman Volume Adjustments and Site Characteristics Approach EB WB NB SB Movement U L T R U L T R U L T R U L T R Number of Lanes (N)0 0 1 0 0 0 1 0 0 0 2 0 0 0 2 0 Lane Assignment LTR LTR LT TR LT TR Volume (V), veh/h 0 7 297 337 0 242 122 7 0 113 28 199 0 49 21 26 Percent Heavy Vehicles, %0 3 5 5 0 5 5 3 3 5 3 5 3 3 3 3 Flow Rate (vPCE), pc/h 0 8 367 416 0 299 151 8 0 140 34 246 0 59 25 32 Right-Turn Bypass None None None None Conflicting Lanes 2 2 1 1 Pedestrians Crossing, p/h 0 0 0 0 Critical and Follow-Up Headway Adjustment Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Critical Headway (s)4.3276 4.3276 4.5436 4.5436 4.5436 4.5436 Follow-Up Headway (s)2.5352 2.5352 2.5352 2.5352 2.5352 2.5352 Flow Computations, Capacity and v/c Ratios Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Entry Flow (ve), pc/h 791 458 174 246 59 57 Entry Volume veh/h 753 436 166 235 57 55 Circulating Flow (vc), pc/h 383 182 434 590 Exiting Flow (vex), pc/h 672 323 50 740 Capacity (cpce), pc/h 1025 1216 957 957 830 830 Capacity (c), veh/h 977 1159 913 913 806 806 v/c Ratio (x)0.77 0.38 0.18 0.26 0.07 0.07 Delay and Level of Service Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Lane Control Delay (d), s/veh 18.8 6.9 5.7 6.6 5.2 5.1 Lane LOS C A A A A A 95% Queue, veh 7.9 1.8 0.7 1.0 0.2 0.2 Approach Delay, s/veh 18.8 6.9 6.2 5.2 Approach LOS C A A A Intersection Delay, s/veh | LOS 11.9 B Copyright © 2019 University of Florida. All Rights Reserved.HCS7™Roundabouts Version 7.4 Generated: 8/20/2019 5:46:08 PM Int-05_Cottonwood-Rd+Baxter-Ln_AM_2040-Bkgnd.xro HCS7 Roundabouts Report General Information Site Information Analyst T. Eastwood Intersection Cottonwood & Baxter Agency or Co.Morrison-Maierle E/W Street Name Baxter Lane Date Performed 8/15/2019 N/S Street Name Cottonwood Road / Harper Puckett Road Analysis Year 2040 Analysis Time Period (hrs)0.25 Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.85 Project Description Northwest X-ing: Estimated 2040 Background Traffic Jurisdiction City of Bozeman Volume Adjustments and Site Characteristics Approach EB WB NB SB Movement U L T R U L T R U L T R U L T R Number of Lanes (N)0 0 1 0 0 0 1 0 0 0 2 0 0 0 2 0 Lane Assignment LTR LTR LT TR LT TR Volume (V), veh/h 0 22 193 225 0 255 245 30 0 248 43 225 0 25 5 22 Percent Heavy Vehicles, %0 3 5 5 0 5 5 3 3 5 3 5 3 3 3 3 Flow Rate (vPCE), pc/h 0 27 238 278 0 315 303 36 0 306 52 278 0 30 6 27 Right-Turn Bypass None None None None Conflicting Lanes 2 2 1 1 Pedestrians Crossing, p/h 0 0 0 0 Critical and Follow-Up Headway Adjustment Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Critical Headway (s)4.3276 4.3276 4.5436 4.5436 4.5436 4.5436 Follow-Up Headway (s)2.5352 2.5352 2.5352 2.5352 2.5352 2.5352 Flow Computations, Capacity and v/c Ratios Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Entry Flow (ve), pc/h 543 654 299 337 30 33 Entry Volume veh/h 518 624 285 322 29 32 Circulating Flow (vc), pc/h 351 385 295 924 Exiting Flow (vex), pc/h 546 636 115 599 Capacity (cpce), pc/h 1054 1024 1086 1086 613 613 Capacity (c), veh/h 1004 976 1036 1036 595 595 v/c Ratio (x)0.52 0.64 0.28 0.31 0.05 0.05 Delay and Level of Service Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Lane Control Delay (d), s/veh 9.9 13.2 6.2 6.6 6.6 6.7 Lane LOS A B A A A A 95% Queue, veh 3.0 4.8 1.1 1.3 0.2 0.2 Approach Delay, s/veh 9.9 13.2 6.4 6.6 Approach LOS A B A A Intersection Delay, s/veh | LOS 9.7 A Copyright © 2019 University of Florida. All Rights Reserved.HCS7™Roundabouts Version 7.4 Generated: 8/20/2019 5:49:00 PM Int-05_Cottonwood-Rd+Baxter-Ln_PM_2040-Bkgnd.xro HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Oak & Laurel Parkway Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street West Oak Street Analysis Year 2040 North/South Street Laurel Parkway Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Background Traffic 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 1 1 0 0 1 1 0 1 1 0 1 1 0 Configuration L TR L TR L TR L TR Volume, V (veh/h)5 6 5 55 3 31 1 45 67 76 51 1 Percent Heavy Vehicles (%)3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)6 65 1 132 89 61 Capacity, c (veh/h)1561 1597 677 863 600 688 v/c Ratio 0.00 0.04 0.00 0.15 0.15 0.09 95% Queue Length, Q₉₅ (veh)0.0 0.1 0.0 0.5 0.5 0.3 Control Delay (s/veh)7.3 7.3 10.3 9.9 12.1 10.7 Level of Service, LOS A A B A B B Approach Delay (s/veh)2.3 4.5 9.9 11.5 Approach LOS A B Copyright © 2019 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.4 Generated: 8/22/2019 1:35:28 PMInt-17_W-Oak-St+Laurel-Parkway_AM_2040-Bkgnd.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Oak & Laurel Parkway Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street West Oak Street Analysis Year 2040 North/South Street Laurel Parkway Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Background Traffic 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 1 1 0 0 1 1 0 1 1 0 1 1 0 Configuration L TR L TR L TR L TR Volume, V (veh/h)5 5 3 55 6 90 4 34 45 48 38 4 Percent Heavy Vehicles (%)3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)6 65 5 93 56 49 Capacity, c (veh/h)1468 1602 655 810 607 676 v/c Ratio 0.00 0.04 0.01 0.11 0.09 0.07 95% Queue Length, Q₉₅ (veh)0.0 0.1 0.0 0.4 0.3 0.2 Control Delay (s/veh)7.5 7.3 10.5 10.0 11.5 10.7 Level of Service, LOS A A B B B B Approach Delay (s/veh)2.9 2.7 10.0 11.2 Approach LOS B B Copyright © 2019 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.4 Generated: 8/22/2019 1:37:18 PMInt-17_W-Oak-St+Laurel-Parkway_PM_2040-Bkgnd.xtw HCS7 Roundabouts Report General Information Site Information Analyst T. Eastwood Intersection Oak & Cottonwood Agency or Co.Morrison-Maierle E/W Street Name West Oak Street Date Performed 8/15/2019 N/S Street Name Cottonwood Road Analysis Year 2040 Analysis Time Period (hrs)0.25 Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.85 Project Description Northwest X-ing: Estimated 2040 Background Traffic Jurisdiction City of Bozeman Volume Adjustments and Site Characteristics Approach EB WB NB SB Movement U L T R U L T R U L T R U L T R Number of Lanes (N)0 0 2 0 0 0 2 0 0 0 2 0 0 0 2 0 Lane Assignment LT TR LT TR LT TR LT TR Volume (V), veh/h 0 88 123 80 0 194 45 92 0 15 50 167 0 212 111 70 Percent Heavy Vehicles, %0 5 5 5 0 5 5 5 0 5 5 5 0 5 5 5 Flow Rate (vPCE), pc/h 0 109 152 99 0 240 56 114 0 19 62 206 0 262 137 86 Right-Turn Bypass None None None None Conflicting Lanes 2 2 2 2 Pedestrians Crossing, p/h 0 0 0 0 Critical and Follow-Up Headway Adjustment Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Critical Headway (s)4.6453 4.3276 4.6453 4.3276 4.6453 4.3276 4.6453 4.3276 Follow-Up Headway (s)2.6667 2.5352 2.6667 2.5352 2.6667 2.5352 2.6667 2.5352 Flow Computations, Capacity and v/c Ratios Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Entry Flow (ve), pc/h 169 191 240 170 81 206 262 223 Entry Volume veh/h 161 182 229 162 77 196 250 212 Circulating Flow (vc), pc/h 639 190 523 315 Exiting Flow (vex), pc/h 620 161 285 476 Capacity (cpce), pc/h 750 825 1133 1208 834 910 1010 1086 Capacity (c), veh/h 714 786 1080 1151 795 867 962 1035 v/c Ratio (x)0.23 0.23 0.21 0.14 0.10 0.23 0.26 0.21 Delay and Level of Service Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Lane Control Delay (d), s/veh 7.6 7.1 5.3 4.3 5.5 6.5 6.3 5.4 Lane LOS A A A A A A A A 95% Queue, veh 0.9 0.9 0.8 0.5 0.3 0.9 1.0 0.8 Approach Delay, s/veh 7.4 4.9 6.2 5.9 Approach LOS A A A A Intersection Delay, s/veh | LOS 6.0 A Copyright © 2019 University of Florida. All Rights Reserved.HCS7™Roundabouts Version 7.4 Generated: 8/22/2019 2:38:50 PM Int-21_W-Oak-St+Cottonwood-Rd_AM_2040-Bkgnd.xro HCS7 Roundabouts Report General Information Site Information Analyst T. Eastwood Intersection Oak & Cottonwood Agency or Co.Morrison-Maierle E/W Street Name West Oak Street Date Performed 8/15/2019 N/S Street Name Cottonwood Road Analysis Year 2040 Analysis Time Period (hrs)0.25 Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.85 Project Description Northwest X-ing: Estimated 2040 Background Traffic Jurisdiction City of Bozeman Volume Adjustments and Site Characteristics Approach EB WB NB SB Movement U L T R U L T R U L T R U L T R Number of Lanes (N)0 0 2 0 0 0 2 0 0 0 2 0 0 0 2 0 Lane Assignment LT TR LT TR LT TR LT TR Volume (V), veh/h 0 105 71 45 0 211 86 194 0 30 100 191 0 114 62 79 Percent Heavy Vehicles, %0 5 5 5 0 5 5 5 0 5 5 5 0 5 5 5 Flow Rate (vPCE), pc/h 0 130 88 56 0 261 106 240 0 37 124 236 0 141 77 98 Right-Turn Bypass None None None None Conflicting Lanes 2 2 2 2 Pedestrians Crossing, p/h 0 0 0 0 Critical and Follow-Up Headway Adjustment Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Critical Headway (s)4.6453 4.3276 4.6453 4.3276 4.6453 4.3276 4.6453 4.3276 Follow-Up Headway (s)2.6667 2.5352 2.6667 2.5352 2.6667 2.5352 2.6667 2.5352 Flow Computations, Capacity and v/c Ratios Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Entry Flow (ve), pc/h 129 145 285 322 161 236 149 167 Entry Volume veh/h 123 138 272 306 153 225 141 160 Circulating Flow (vc), pc/h 479 291 359 404 Exiting Flow (vex), pc/h 465 241 494 394 Capacity (cpce), pc/h 869 945 1033 1109 970 1047 931 1007 Capacity (c), veh/h 827 900 984 1056 924 997 887 959 v/c Ratio (x)0.15 0.15 0.28 0.29 0.17 0.23 0.16 0.17 Delay and Level of Service Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Lane Control Delay (d), s/veh 5.8 5.5 6.4 6.2 5.5 5.8 5.6 5.3 Lane LOS A A A A A A A A 95% Queue, veh 0.5 0.5 1.1 1.2 0.6 0.9 0.6 0.6 Approach Delay, s/veh 5.7 6.3 5.7 5.5 Approach LOS A A A A Intersection Delay, s/veh | LOS 5.9 A Copyright © 2019 University of Florida. All Rights Reserved.HCS7™Roundabouts Version 7.4 Generated: 8/22/2019 2:51:25 PM Int-21_W-Oak-St+Cottonwood-Rd_PM_2040-Bkgnd.xro APPENDIX B-3 ESTIMATED 2040 TOTAL TRAFFIC HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Baxter & Laurel Parkway Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street Baxter Lane Analysis Year 2040 North/South Street Laurel Parkway Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Total Traffic 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 1 1 0 0 1 1 0 1 1 0 1 1 0 Configuration L TR L TR L TR L TR Volume, V (veh/h)55 425 80 65 219 45 29 4 51 94 4 52 Percent Heavy Vehicles (%)3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)65 76 34 65 111 66 Capacity, c (veh/h)1242 976 143 465 138 604 v/c Ratio 0.05 0.08 0.24 0.14 0.80 0.11 95% Queue Length, Q₉₅ (veh)0.2 0.3 0.9 0.5 5.0 0.4 Control Delay (s/veh)8.1 9.0 38.0 14.0 93.3 11.7 Level of Service, LOS A A E B F B Approach Delay (s/veh)0.8 1.8 22.3 62.9 Approach LOS C F Copyright © 2019 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.4 Generated: 8/20/2019 3:29:42 PMInt-01_Baxter-Ln+Laurel-Parkway_AM_2040-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Baxter & Laurel Parkway Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street Baxter Lane Analysis Year 2040 North/South Street Laurel Parkway Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Total Traffic 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 1 1 0 0 1 1 0 1 1 0 1 1 0 Configuration L TR L TR L TR L TR Volume, V (veh/h)72 305 53 67 383 90 59 3 68 56 5 48 Percent Heavy Vehicles (%)3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)85 79 69 84 66 62 Capacity, c (veh/h)1009 1132 115 569 112 445 v/c Ratio 0.08 0.07 0.60 0.15 0.59 0.14 95% Queue Length, Q₉₅ (veh)0.3 0.2 3.0 0.5 2.9 0.5 Control Delay (s/veh)8.9 8.4 75.5 12.4 75.7 14.4 Level of Service, LOS A A F B F B Approach Delay (s/veh)1.5 1.0 41.1 45.9 Approach LOS E E Copyright © 2019 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.4 Generated: 8/20/2019 3:32:30 PMInt-01_Baxter-Ln+Laurel-Parkway_PM_2040-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Baxter & Parcels K+L Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street Baxter Lane Analysis Year 2040 North/South Street Parcels K&L Approach Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Total Traffic 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 1 1 0 0 1 0 0 0 0 Configuration TR L T LR Volume, V (veh/h)590 5 11 314 10 18 Percent Heavy Vehicles (%)3 3 3 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)13 33 Capacity, c (veh/h)891 408 v/c Ratio 0.01 0.08 95% Queue Length, Q₉₅ (veh)0.0 0.3 Control Delay (s/veh)9.1 14.6 Level of Service, LOS A B Approach Delay (s/veh)0.3 14.6 Approach LOS B Copyright © 2019 University of Florida. All Rights Reserved.HCS7™TWSC Version 7.4 Generated: 8/20/2019 3:55:23 PMInt-02_Baxter-Ln_Parcels-K+L_AM_2040-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Baxter & Parcels K+L Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street Baxter Lane Analysis Year 2040 North/South Street Parcels K&L Approach Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Total Traffic 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 1 1 0 0 1 0 0 0 0 Configuration TR L T LR Volume, V (veh/h)434 11 21 536 7 14 Percent Heavy Vehicles (%)3 3 3 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)25 25 Capacity, c (veh/h)1036 456 v/c Ratio 0.02 0.05 95% Queue Length, Q₉₅ (veh)0.1 0.2 Control Delay (s/veh)8.6 13.4 Level of Service, LOS A B Approach Delay (s/veh)0.3 13.4 Approach LOS B Copyright © 2019 University of Florida. All Rights Reserved.HCS7™TWSC Version 7.4 Generated: 8/20/2019 3:58:05 PMInt-02_Baxter-Ln_Parcels-K+L_PM_2040-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Baxter & Parcel I Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street Baxter Lane Analysis Year 2040 North/South Street Parcel I Approach Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Total Traffic 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 1 1 0 0 1 0 0 0 0 Configuration TR L T LR Volume, V (veh/h)625 8 5 307 17 11 Percent Heavy Vehicles (%)3 3 3 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)6 33 Capacity, c (veh/h)858 375 v/c Ratio 0.01 0.09 95% Queue Length, Q₉₅ (veh)0.0 0.3 Control Delay (s/veh)9.2 15.5 Level of Service, LOS A C Approach Delay (s/veh)0.1 15.5 Approach LOS C Copyright © 2019 University of Florida. All Rights Reserved.HCS7™TWSC Version 7.4 Generated: 8/20/2019 4:36:07 PMInt-03_Baxter-Ln_Parcel-I_AM_2040-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Baxter & Parcels K+L Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street Baxter Lane Analysis Year 2040 North/South Street Parcels K&L Approach Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Total Traffic 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 1 1 0 0 1 0 0 0 0 Configuration TR L T LR Volume, V (veh/h)439 18 12 546 12 8 Percent Heavy Vehicles (%)3 3 3 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)14 24 Capacity, c (veh/h)1024 399 v/c Ratio 0.01 0.06 95% Queue Length, Q₉₅ (veh)0.0 0.2 Control Delay (s/veh)8.6 14.6 Level of Service, LOS A B Approach Delay (s/veh)0.2 14.6 Approach LOS B Copyright © 2019 University of Florida. All Rights Reserved.HCS7™TWSC Version 7.4 Generated: 8/20/2019 4:39:51 PMInt-03_Baxter-Ln_Parcel-I_PM_2040-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Baxter & Parcels G+I Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street Baxter Lane Analysis Year 2040 North/South Street Parcels G&I Approach Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Total Traffic 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 1 1 0 0 1 0 0 0 0 Configuration TR L T LR Volume, V (veh/h)654 10 11 290 14 20 Percent Heavy Vehicles (%)3 3 3 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)13 40 Capacity, c (veh/h)831 372 v/c Ratio 0.02 0.11 95% Queue Length, Q₉₅ (veh)0.0 0.4 Control Delay (s/veh)9.4 15.9 Level of Service, LOS A C Approach Delay (s/veh)0.3 15.9 Approach LOS C Copyright © 2019 University of Florida. All Rights Reserved.HCS7™TWSC Version 7.4 Generated: 8/20/2019 5:03:35 PMInt-04_Baxter-Ln_Parcels-G+I_AM_2040-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Baxter & Parcels G+I Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street Baxter Lane Analysis Year 2040 North/South Street Parcels G&I Approach Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Total Traffic 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 1 1 0 0 1 0 0 0 0 Configuration TR L T LR Volume, V (veh/h)456 15 21 554 12 15 Percent Heavy Vehicles (%)3 3 3 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)25 32 Capacity, c (veh/h)1010 414 v/c Ratio 0.02 0.08 95% Queue Length, Q₉₅ (veh)0.1 0.2 Control Delay (s/veh)8.7 14.4 Level of Service, LOS A B Approach Delay (s/veh)0.3 14.4 Approach LOS B Copyright © 2019 University of Florida. All Rights Reserved.HCS7™TWSC Version 7.4 Generated: 8/20/2019 5:08:06 PMInt-04_Baxter-Ln_Parcels-G+I_PM_2040-Total.xtw HCS7 Roundabouts Report General Information Site Information Analyst T. Eastwood Intersection Cottonwood & Baxter Agency or Co.Morrison-Maierle E/W Street Name Baxter Lane Date Performed 8/15/2019 N/S Street Name Cottonwood Road / Harper Puckett Road Analysis Year 2040 Analysis Time Period (hrs)0.25 Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.85 Project Description Northwest X-ing: Estimated 2040 Total Traffic Jurisdiction City of Bozeman Volume Adjustments and Site Characteristics Approach EB WB NB SB Movement U L T R U L T R U L T R U L T R Number of Lanes (N)0 0 1 0 0 0 1 0 0 0 2 0 0 0 2 0 Lane Assignment LTR LTR LT TR LT TR Volume (V), veh/h 0 10 335 351 0 262 141 7 0 126 33 236 0 49 23 28 Percent Heavy Vehicles, %0 3 5 5 0 5 5 3 3 5 3 5 3 3 3 3 Flow Rate (vPCE), pc/h 0 12 414 434 0 324 174 8 0 156 40 292 0 59 28 34 Right-Turn Bypass None None None None Conflicting Lanes 2 2 1 1 Pedestrians Crossing, p/h 0 0 0 0 Critical and Follow-Up Headway Adjustment Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Critical Headway (s)4.3276 4.3276 4.5436 4.5436 4.5436 4.5436 Follow-Up Headway (s)2.5352 2.5352 2.5352 2.5352 2.5352 2.5352 Flow Computations, Capacity and v/c Ratios Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Entry Flow (ve), pc/h 860 506 196 292 57 64 Entry Volume veh/h 819 482 187 279 55 62 Circulating Flow (vc), pc/h 411 208 485 654 Exiting Flow (vex), pc/h 765 364 60 786 Capacity (cpce), pc/h 1001 1190 913 913 783 783 Capacity (c), veh/h 954 1134 871 871 760 760 v/c Ratio (x)0.86 0.43 0.21 0.32 0.07 0.08 Delay and Level of Service Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Lane Control Delay (d), s/veh 26.0 7.6 6.3 7.7 5.5 5.6 Lane LOS D A A A A A 95% Queue, veh 11.0 2.2 0.8 1.4 0.2 0.3 Approach Delay, s/veh 26.0 7.6 7.1 5.5 Approach LOS D A A A Intersection Delay, s/veh | LOS 15.4 C Copyright © 2019 University of Florida. All Rights Reserved.HCS7™Roundabouts Version 7.4 Generated: 8/20/2019 5:52:40 PM Int-05_Cottonwood-Rd+Baxter-Ln_AM_2040-Total.xro HCS7 Roundabouts Report General Information Site Information Analyst T. Eastwood Intersection Cottonwood & Baxter Agency or Co.Morrison-Maierle E/W Street Name Baxter Lane Date Performed 8/15/2019 N/S Street Name Cottonwood Road / Harper Puckett Road Analysis Year 2040 Analysis Time Period (hrs)0.25 Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.85 Project Description Northwest X-ing: Estimated 2040 Total Traffic Jurisdiction City of Bozeman Volume Adjustments and Site Characteristics Approach EB WB NB SB Movement U L T R U L T R U L T R U L T R Number of Lanes (N)0 0 1 0 0 0 1 0 0 0 2 0 0 0 2 0 Lane Assignment LTR LTR LT TR LT TR Volume (V), veh/h 0 24 221 240 0 295 286 30 0 264 47 254 0 25 10 25 Percent Heavy Vehicles, %0 3 5 5 0 5 5 3 3 5 3 5 3 3 3 3 Flow Rate (vPCE), pc/h 0 29 273 296 0 364 353 36 0 326 57 314 0 30 12 30 Right-Turn Bypass None None None None Conflicting Lanes 2 2 1 1 Pedestrians Crossing, p/h 0 0 0 0 Critical and Follow-Up Headway Adjustment Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Critical Headway (s)4.3276 4.3276 4.5436 4.5436 4.5436 4.5436 Follow-Up Headway (s)2.5352 2.5352 2.5352 2.5352 2.5352 2.5352 Flow Computations, Capacity and v/c Ratios Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Entry Flow (ve), pc/h 598 753 328 369 34 38 Entry Volume veh/h 570 718 312 352 33 37 Circulating Flow (vc), pc/h 406 412 332 1043 Exiting Flow (vex), pc/h 617 709 122 672 Capacity (cpce), pc/h 1006 1000 1050 1050 550 550 Capacity (c), veh/h 959 954 1001 1001 534 534 v/c Ratio (x)0.59 0.75 0.31 0.35 0.06 0.07 Delay and Level of Service Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Lane Control Delay (d), s/veh 12.1 18.0 6.8 7.3 7.5 7.6 Lane LOS B C A A A A 95% Queue, veh 4.1 7.3 1.3 1.6 0.2 0.2 Approach Delay, s/veh 12.1 18.0 7.1 7.5 Approach LOS B C A A Intersection Delay, s/veh | LOS 12.4 B Copyright © 2019 University of Florida. All Rights Reserved.HCS7™Roundabouts Version 7.4 Generated: 8/20/2019 5:56:08 PM Int-05_Cottonwood-Rd+Baxter-Ln_PM_2040-Total.xro HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Parcels H, I, & J Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street Nodes 6 to 8 Analysis Year 2040 North/South Street Nodes 3 to 19 Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.85 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Site Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)0 2 5 2 1 3 2 16 3 3 16 0 Percent Heavy Vehicles (%)3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)8 7 2 4 Capacity, c (veh/h)981 968 1589 1585 v/c Ratio 0.01 0.01 0.00 0.00 95% Queue Length, Q₉₅ (veh)0.0 0.0 0.0 0.0 Control Delay (s/veh)8.7 8.7 7.3 7.3 Level of Service, LOS A A A A Approach Delay (s/veh)8.7 8.7 0.7 1.2 Approach LOS A A Copyright © 2019 University of Florida. All Rights Reserved.HCS7™TWSC Version 7.4 Generated: 8/21/2019 11:52:42 AMInt-06_Parcels-H+I+J_AM_2040-Site.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Parcels H, I, & J Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street Nodes 6 to 8 Analysis Year 2040 North/South Street Nodes 3 to 19 Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.85 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Site Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)0 1 3 3 2 4 6 20 3 4 19 1 Percent Heavy Vehicles (%)3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)5 11 7 5 Capacity, c (veh/h)977 937 1582 1578 v/c Ratio 0.00 0.01 0.00 0.00 95% Queue Length, Q₉₅ (veh)0.0 0.0 0.0 0.0 Control Delay (s/veh)8.7 8.9 7.3 7.3 Level of Service, LOS A A A A Approach Delay (s/veh)8.7 8.9 1.5 1.2 Approach LOS A A Copyright © 2019 University of Florida. All Rights Reserved.HCS7™TWSC Version 7.4 Generated: 8/21/2019 12:05:20 PMInt-06_Parcels-H+I+J_PM_2040-Site.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Parcels F+G+H+I Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street Nodes 6 to 8 Analysis Year 2040 North/South Street Nodes 4 to 20 Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Site Traffic 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, V (veh/h)1 10 3 1 4 10 2 13 2 12 11 1 Percent Heavy Vehicles (%)3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)1 1 20 28 Capacity, c (veh/h)1593 1594 885 908 v/c Ratio 0.00 0.00 0.02 0.03 95% Queue Length, Q₉₅ (veh)0.0 0.0 0.1 0.1 Control Delay (s/veh)7.3 7.3 9.2 9.1 Level of Service, LOS A A A A Approach Delay (s/veh)0.5 0.5 9.2 9.1 Approach LOS A A Copyright © 2019 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.4 Generated: 8/21/2019 12:14:00 PMInt-07_Parcels-F+G+H+I_AM_2040-Site.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Parcels F+G+H+I Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street Nodes 6 to 8 Analysis Year 2040 North/South Street Nodes 4 to 20 Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Site Traffic 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, V (veh/h)1 7 3 2 11 14 4 13 1 13 14 2 Percent Heavy Vehicles (%)3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)1 2 21 34 Capacity, c (veh/h)1576 1598 870 898 v/c Ratio 0.00 0.00 0.02 0.04 95% Queue Length, Q₉₅ (veh)0.0 0.0 0.1 0.1 Control Delay (s/veh)7.3 7.3 9.2 9.2 Level of Service, LOS A A A A Approach Delay (s/veh)0.7 0.5 9.2 9.2 Approach LOS A A Copyright © 2019 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.4 Generated: 8/21/2019 12:18:21 PMInt-07_Parcels-F+G+H+I_PM_2040-Site.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Cottonwood & Parcels F+G Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street Parcels F & G Approach Analysis Year 2040 North/South Street Cottonwood Road Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.85 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Total Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 1 2 0 0 0 2 0 Configuration LR L T T TR Volume, V (veh/h)13 43 20 357 596 5 Percent Heavy Vehicles (%)3 3 3 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)66 24 Capacity, c (veh/h)540 881 v/c Ratio 0.12 0.03 95% Queue Length, Q₉₅ (veh)0.4 0.1 Control Delay (s/veh)12.6 9.2 Level of Service, LOS B A Approach Delay (s/veh)12.6 0.5 Approach LOS B Copyright © 2019 University of Florida. All Rights Reserved.HCS7™TWSC Version 7.4 Generated: 8/21/2019 12:52:43 PMInt-08_Cottonwood-Rd_Parcels-F+G_AM_2040-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Cottonwood & Parcels F+G Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street Parcels F & G Approach Analysis Year 2040 North/South Street Cottonwood Road Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.85 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Total Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 1 2 0 0 0 2 0 Configuration LR L T T TR Volume, V (veh/h)9 31 45 542 481 13 Percent Heavy Vehicles (%)3 3 3 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)47 53 Capacity, c (veh/h)576 982 v/c Ratio 0.08 0.05 95% Queue Length, Q₉₅ (veh)0.3 0.2 Control Delay (s/veh)11.8 8.9 Level of Service, LOS B A Approach Delay (s/veh)11.8 0.7 Approach LOS B Copyright © 2019 University of Florida. All Rights Reserved.HCS7™TWSC Version 7.4 Generated: 8/21/2019 1:19:30 PMInt-08_Cottonwood-Rd_Parcels-F+G_PM_2040-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Laurel Pkwy & OS6 + OS7 Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street Parcels OS 6 & OS 7 Analysis Year 2040 North/South Street Laurel Parkway Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.85 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Total Traffic 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 1 0 0 0 1 0 0 1 1 0 Configuration LR TR L T Volume, V (veh/h)8 23 85 3 9 136 Percent Heavy Vehicles (%)3 3 3 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)36 11 Capacity, c (veh/h)876 1480 v/c Ratio 0.04 0.01 95% Queue Length, Q₉₅ (veh)0.1 0.0 Control Delay (s/veh)9.3 7.5 Level of Service, LOS A A Approach Delay (s/veh)9.3 0.5 Approach LOS A Copyright © 2019 University of Florida. All Rights Reserved.HCS7™TWSC Version 7.4 Generated: 8/21/2019 2:15:47 PMInt-09_Laurel-Pkwy_Parcels-OS6+OS7_AM_2040-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Laurel Pkwy & OS6 + OS7 Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street Parcels OS 6 & OS 7 Analysis Year 2040 North/South Street Laurel Parkway Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.85 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Total Traffic 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 1 0 0 0 1 0 0 1 1 0 Configuration LR TR L T Volume, V (veh/h)6 15 129 9 25 89 Percent Heavy Vehicles (%)3 3 3 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)25 29 Capacity, c (veh/h)819 1409 v/c Ratio 0.03 0.02 95% Queue Length, Q₉₅ (veh)0.1 0.1 Control Delay (s/veh)9.5 7.6 Level of Service, LOS A A Approach Delay (s/veh)9.5 1.7 Approach LOS A Copyright © 2019 University of Florida. All Rights Reserved.HCS7™TWSC Version 7.4 Generated: 8/21/2019 2:26:14 PMInt-09_Laurel-Pkwy_Parcels-OS6+OS7_PM_2040-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Parcels N+O+P Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street Nodes 9 to 13 Analysis Year 2040 North/South Street Nodes 2 to 18 Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Site Traffic 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, V (veh/h)3 18 6 3 15 7 5 7 5 19 14 3 Percent Heavy Vehicles (%)3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)4 4 20 42 Capacity, c (veh/h)1580 1577 900 881 v/c Ratio 0.00 0.00 0.02 0.05 95% Queue Length, Q₉₅ (veh)0.0 0.0 0.1 0.2 Control Delay (s/veh)7.3 7.3 9.1 9.3 Level of Service, LOS A A A A Approach Delay (s/veh)0.8 0.9 9.1 9.3 Approach LOS A A Copyright © 2019 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.4 Generated: 8/21/2019 2:50:16 PMInt-10_Parcels-N+O+P_AM_2040-Site.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Parcels N+O+P Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street Nodes 9 to 13 Analysis Year 2040 North/South Street Nodes 2 to 18 Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Site Traffic 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, V (veh/h)4 19 7 6 22 20 8 16 4 13 11 4 Percent Heavy Vehicles (%)3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)5 7 33 33 Capacity, c (veh/h)1550 1573 835 848 v/c Ratio 0.00 0.00 0.04 0.04 95% Queue Length, Q₉₅ (veh)0.0 0.0 0.1 0.1 Control Delay (s/veh)7.3 7.3 9.5 9.4 Level of Service, LOS A A A A Approach Delay (s/veh)1.0 0.9 9.5 9.4 Approach LOS A A Copyright © 2019 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.4 Generated: 8/21/2019 2:52:37 PMInt-10_Parcels-N+O+P_PM_2040-Site.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Parcels C/D/E & H Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street Nodes 9 to 13 Analysis Year 2040 North/South Street Nodes 3 to 19 Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Site Traffic 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, V (veh/h)1 25 17 1 15 3 7 13 0 2 22 2 Percent Heavy Vehicles (%)3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)1 1 24 31 Capacity, c (veh/h)1586 1550 842 834 v/c Ratio 0.00 0.00 0.03 0.04 95% Queue Length, Q₉₅ (veh)0.0 0.0 0.1 0.1 Control Delay (s/veh)7.3 7.3 9.4 9.5 Level of Service, LOS A A A A Approach Delay (s/veh)0.2 0.4 9.4 9.5 Approach LOS A A Copyright © 2019 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.4 Generated: 8/21/2019 3:07:38 PMInt-11_Parcels-C+D+E+H_AM_2040-Site.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Parcels C/D/E & H Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street Nodes 9 to 13 Analysis Year 2040 North/South Street Nodes 3 to 19 Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Site Traffic 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, V (veh/h)2 22 12 1 29 2 19 25 1 4 18 1 Percent Heavy Vehicles (%)3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)2 1 53 27 Capacity, c (veh/h)1567 1561 841 822 v/c Ratio 0.00 0.00 0.06 0.03 95% Queue Length, Q₉₅ (veh)0.0 0.0 0.2 0.1 Control Delay (s/veh)7.3 7.3 9.6 9.5 Level of Service, LOS A A A A Approach Delay (s/veh)0.4 0.2 9.6 9.5 Approach LOS A A Copyright © 2019 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.4 Generated: 8/21/2019 3:14:10 PMInt-11_Parcels-C+D+E+H_PM_2040-Site.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Parcels B, C/D/E, F, & H Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street Nodes 9 to 13 Analysis Year 2040 North/South Street Nodes 4 to 20 Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Site Traffic 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, V (veh/h)2 31 5 2 13 4 3 8 4 10 11 3 Percent Heavy Vehicles (%)3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)2 2 18 28 Capacity, c (veh/h)1588 1559 881 875 v/c Ratio 0.00 0.00 0.02 0.03 95% Queue Length, Q₉₅ (veh)0.0 0.0 0.1 0.1 Control Delay (s/veh)7.3 7.3 9.2 9.3 Level of Service, LOS A A A A Approach Delay (s/veh)0.4 0.8 9.2 9.3 Approach LOS A A Copyright © 2019 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.4 Generated: 8/21/2019 3:27:31 PMInt-12_Parcels-B+C+D+E+F+H_AM_2040-Site.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Parcels B, C/D/E, F, & H Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street Nodes 9 to 13 Analysis Year 2040 North/South Street Nodes 4 to 20 Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Site Traffic 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, V (veh/h)3 22 4 4 34 10 5 11 3 7 9 3 Percent Heavy Vehicles (%)3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)4 5 22 22 Capacity, c (veh/h)1546 1573 840 846 v/c Ratio 0.00 0.00 0.03 0.03 95% Queue Length, Q₉₅ (veh)0.0 0.0 0.1 0.1 Control Delay (s/veh)7.3 7.3 9.4 9.4 Level of Service, LOS A A A A Approach Delay (s/veh)0.8 0.6 9.4 9.4 Approach LOS A A Copyright © 2019 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.4 Generated: 8/21/2019 3:31:50 PMInt-12_Parcels-B+C+D+E+F+H_PM_2040-Site.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Cottonwood & Parcels B+F Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street Parcels B & F Approach Analysis Year 2040 North/South Street Cottonwood Road Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.85 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Total Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 1 2 0 0 0 2 0 Configuration LR L T T TR Volume, V (veh/h)22 34 16 323 555 11 Percent Heavy Vehicles (%)3 3 3 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)66 19 Capacity, c (veh/h)512 913 v/c Ratio 0.13 0.02 95% Queue Length, Q₉₅ (veh)0.4 0.1 Control Delay (s/veh)13.1 9.0 Level of Service, LOS B A Approach Delay (s/veh)13.1 0.4 Approach LOS B Copyright © 2019 University of Florida. All Rights Reserved.HCS7™TWSC Version 7.4 Generated: 8/21/2019 3:51:54 PMInt-13_Cottonwood-Rd_Parcels-B+F_AM_2040-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Cottonwood & Parcels B+F Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street Parcels B & F Approach Analysis Year 2040 North/South Street Cottonwood Road Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.85 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Total Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 1 2 0 0 0 2 0 Configuration LR L T T TR Volume, V (veh/h)22 34 16 323 555 11 Percent Heavy Vehicles (%)3 3 3 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)66 19 Capacity, c (veh/h)512 913 v/c Ratio 0.13 0.02 95% Queue Length, Q₉₅ (veh)0.4 0.1 Control Delay (s/veh)13.1 9.0 Level of Service, LOS B A Approach Delay (s/veh)13.1 0.4 Approach LOS B Copyright © 2019 University of Florida. All Rights Reserved.HCS7™TWSC Version 7.4 Generated: 8/21/2019 4:21:24 PMInt-13_Cottonwood-Rd_Parcels-B+F_AM_2040-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Parcels C/D/E & OS 1 Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street Nodes 14 to 16 Analysis Year 2040 North/South Street Nodes 3 to 19 Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.85 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Site Traffic 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 1 0 0 0 1 0 0 0 1 0 Configuration LR TR LT Volume, V (veh/h)7 2 19 3 1 45 Percent Heavy Vehicles (%)3 3 3 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)11 1 Capacity, c (veh/h)946 1580 v/c Ratio 0.01 0.00 95% Queue Length, Q₉₅ (veh)0.0 0.0 Control Delay (s/veh)8.9 7.3 Level of Service, LOS A A Approach Delay (s/veh)8.9 0.2 Approach LOS A Copyright © 2019 University of Florida. All Rights Reserved.HCS7™TWSC Version 7.4 Generated: 8/21/2019 4:40:45 PMInt-14_Parcels-C+D+E+OS1_AM_2040-Site.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Parcels C/D/E & OS 1 Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street Nodes 14 to 16 Analysis Year 2040 North/South Street Nodes 3 to 19 Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.85 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Site Traffic 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 1 0 0 0 1 0 0 0 1 0 Configuration LR TR LT Volume, V (veh/h)5 1 49 7 2 31 Percent Heavy Vehicles (%)3 3 3 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)7 2 Capacity, c (veh/h)907 1528 v/c Ratio 0.01 0.00 95% Queue Length, Q₉₅ (veh)0.0 0.0 Control Delay (s/veh)9.0 7.4 Level of Service, LOS A A Approach Delay (s/veh)9.0 0.5 Approach LOS A Copyright © 2019 University of Florida. All Rights Reserved.HCS7™TWSC Version 7.4 Generated: 8/21/2019 4:46:36 PMInt-14_Parcels-C+D+E+OS1_PM_2040-Site.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Parcels A, B, & C/D/E Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street Nodes 14 to 16 Analysis Year 2040 North/South Street Nodes 4 to 20 Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Site Traffic 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, V (veh/h)0 4 7 3 2 4 3 13 5 4 19 0 Percent Heavy Vehicles (%)3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)0 4 25 27 Capacity, c (veh/h)1605 1597 919 878 v/c Ratio 0.00 0.00 0.03 0.03 95% Queue Length, Q₉₅ (veh)0.0 0.0 0.1 0.1 Control Delay (s/veh)7.2 7.3 9.0 9.2 Level of Service, LOS A A A A Approach Delay (s/veh)0.0 2.4 9.0 9.2 Approach LOS A A Copyright © 2019 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.4 Generated: 8/21/2019 5:21:55 PMInt-15_Parcels-A+B+C+D+E_AM_2040-Site.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Parcels A, B, & C/D/E Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street Nodes 14 to 16 Analysis Year 2040 North/South Street Nodes 4 to 20 Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Site Traffic 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, V (veh/h)0 3 5 5 4 5 7 20 4 4 16 1 Percent Heavy Vehicles (%)3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)0 6 36 25 Capacity, c (veh/h)1600 1602 901 880 v/c Ratio 0.00 0.00 0.04 0.03 95% Queue Length, Q₉₅ (veh)0.0 0.0 0.1 0.1 Control Delay (s/veh)7.3 7.3 9.2 9.2 Level of Service, LOS A A A A Approach Delay (s/veh)0.0 2.6 9.2 9.2 Approach LOS A A Copyright © 2019 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.4 Generated: 8/21/2019 5:26:00 PMInt-15_Parcels-A+B+C+D+E_PM_2040-Site.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Cottonwood & Parcels A+B Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street Parcels A & B Approach Analysis Year 2040 North/South Street Cottonwood Road Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.85 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Total Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 1 2 0 0 0 2 0 Configuration LR L T T TR Volume, V (veh/h)7 13 16 313 522 9 Percent Heavy Vehicles (%)3 3 3 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)24 19 Capacity, c (veh/h)546 946 v/c Ratio 0.04 0.02 95% Queue Length, Q₉₅ (veh)0.1 0.1 Control Delay (s/veh)11.9 8.9 Level of Service, LOS B A Approach Delay (s/veh)11.9 0.4 Approach LOS B Copyright © 2019 University of Florida. All Rights Reserved.HCS7™TWSC Version 7.4 Generated: 8/21/2019 5:35:26 PMInt-16_Cottonwood-Rd_Parcels-A+B_AM_2040-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Cottonwood & Parcels A+B Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street Parcels A & B Approach Analysis Year 2040 North/South Street Cottonwood Road Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.85 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Total Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 1 2 0 0 0 2 0 Configuration LR L T T TR Volume, V (veh/h)9 16 15 514 383 9 Percent Heavy Vehicles (%)3 3 3 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)29 18 Capacity, c (veh/h)603 1090 v/c Ratio 0.05 0.02 95% Queue Length, Q₉₅ (veh)0.2 0.0 Control Delay (s/veh)11.3 8.4 Level of Service, LOS B A Approach Delay (s/veh)11.3 0.2 Approach LOS B Copyright © 2019 University of Florida. All Rights Reserved.HCS7™TWSC Version 7.4 Generated: 8/21/2019 5:40:24 PMInt-16_Cottonwood-Rd_Parcels-A+B_PM_2040-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Oak & Laurel Parkway Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street West Oak Street Analysis Year 2040 North/South Street Laurel Parkway Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Total Traffic 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 1 1 0 0 1 1 0 1 1 0 1 1 0 Configuration L TR L TR L TR L TR Volume, V (veh/h)5 7 5 60 4 39 1 48 70 83 56 2 Percent Heavy Vehicles (%)3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)6 71 1 139 98 68 Capacity, c (veh/h)1547 1596 646 845 572 673 v/c Ratio 0.00 0.04 0.00 0.16 0.17 0.10 95% Queue Length, Q₉₅ (veh)0.0 0.1 0.0 0.6 0.6 0.3 Control Delay (s/veh)7.3 7.4 10.6 10.1 12.6 10.9 Level of Service, LOS A A B B B B Approach Delay (s/veh)2.2 4.3 10.1 11.9 Approach LOS B B Copyright © 2019 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.4 Generated: 8/22/2019 1:26:37 PMInt-17_W-Oak-St+Laurel-Parkway_AM_2040-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Oak & Laurel Parkway Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street West Oak Street Analysis Year 2040 North/South Street Laurel Parkway Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Total Traffic 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 1 1 0 0 1 1 0 1 1 0 1 1 0 Configuration L TR L TR L TR L TR Volume, V (veh/h)6 6 3 59 7 99 4 40 51 58 42 4 Percent Heavy Vehicles (%)3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)7 69 5 107 68 54 Capacity, c (veh/h)1454 1600 628 789 571 656 v/c Ratio 0.00 0.04 0.01 0.14 0.12 0.08 95% Queue Length, Q₉₅ (veh)0.0 0.1 0.0 0.5 0.4 0.3 Control Delay (s/veh)7.5 7.4 10.8 10.3 12.2 11.0 Level of Service, LOS A A B B B B Approach Delay (s/veh)3.0 2.6 10.3 11.6 Approach LOS B B Copyright © 2019 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.4 Generated: 8/22/2019 1:32:25 PMInt-17_W-Oak-St+Laurel-Parkway_PM_2040-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection W Oak St & Parcel P Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street West Oak Street Analysis Year 2040 North/South Street Parcel P Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Total Traffic 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 1 1 0 0 0 1 0 0 0 0 0 1 0 Configuration L T TR LR Volume, V (veh/h)1 229 124 20 56 3 Percent Heavy Vehicles (%)3 3 3 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)1 69 Capacity, c (veh/h)1401 643 v/c Ratio 0.00 0.11 95% Queue Length, Q₉₅ (veh)0.0 0.4 Control Delay (s/veh)7.6 11.3 Level of Service, LOS A B Approach Delay (s/veh)0.0 11.3 Approach LOS B Copyright © 2019 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.4 Generated: 8/22/2019 1:12:55 PMInt-18_W-Oak-St_Parcel-P_AM_2040-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection W Oak St & Parcel P Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street West Oak Street Analysis Year 2040 North/South Street Parcel P Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Total Traffic 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 1 1 0 0 0 1 0 0 0 0 0 1 0 Configuration L T TR LR Volume, V (veh/h)3 166 212 64 38 2 Percent Heavy Vehicles (%)3 3 3 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)4 47 Capacity, c (veh/h)1228 610 v/c Ratio 0.00 0.08 95% Queue Length, Q₉₅ (veh)0.0 0.3 Control Delay (s/veh)7.9 11.4 Level of Service, LOS A B Approach Delay (s/veh)0.1 11.4 Approach LOS B Copyright © 2019 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.4 Generated: 8/22/2019 1:19:31 PMInt-18_W-Oak-St_Parcel-P_PM_2040-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Oak & Parcels C/D/E + OS1 Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street West Oak Street Analysis Year 2040 North/South Street Parcels C/D/E & OS1 Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Total Traffic 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 1 1 0 0 1 1 0 0 1 0 0 1 0 Configuration L TR L TR LTR LTR Volume, V (veh/h)2 297 1 1 147 20 1 1 5 49 0 3 Percent Heavy Vehicles (%)3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)2 1 8 61 Capacity, c (veh/h)1369 1201 613 536 v/c Ratio 0.00 0.00 0.01 0.11 95% Queue Length, Q₉₅ (veh)0.0 0.0 0.0 0.4 Control Delay (s/veh)7.6 8.0 11.0 12.6 Level of Service, LOS A A B B Approach Delay (s/veh)0.1 0.0 11.0 12.6 Approach LOS B B Copyright © 2019 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.4 Generated: 8/26/2019 11:49:47 AMInt-19_W-Oak-St_Parcels-C+D+E+OS1_AM_2040-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Oak & Parcels C/D/E + OS1 Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street West Oak Street Analysis Year 2040 North/South Street Parcels C/D/E & OS1 Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Total Traffic 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 1 1 0 0 1 1 0 0 1 0 0 1 0 Configuration L TR L TR LTR LTR Volume, V (veh/h)4 218 1 6 260 53 1 1 3 33 1 2 Percent Heavy Vehicles (%)3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)5 7 6 42 Capacity, c (veh/h)1184 1299 589 498 v/c Ratio 0.00 0.01 0.01 0.09 95% Queue Length, Q₉₅ (veh)0.0 0.0 0.0 0.3 Control Delay (s/veh)8.1 7.8 11.2 12.9 Level of Service, LOS A A B B Approach Delay (s/veh)0.1 0.1 11.2 12.9 Approach LOS B B Copyright © 2019 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.4 Generated: 8/26/2019 12:00:31 PMInt-19_W-Oak-St_Parcels-C+D+E+OS1_PM_2040-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Oak & Parcels A + C/D/E Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street West Oak Street Analysis Year 2040 North/South Street Parcels A & C/D/E Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Total Traffic 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 1 1 0 0 1 1 0 0 1 0 0 1 0 Configuration L TR L TR LTR LTR Volume, V (veh/h)3 366 1 4 168 24 4 2 15 29 1 3 Percent Heavy Vehicles (%)3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)4 5 25 39 Capacity, c (veh/h)1335 1121 552 467 v/c Ratio 0.00 0.00 0.04 0.08 95% Queue Length, Q₉₅ (veh)0.0 0.0 0.1 0.3 Control Delay (s/veh)7.7 8.2 11.8 13.4 Level of Service, LOS A A B B Approach Delay (s/veh)0.1 0.2 11.8 13.4 Approach LOS B B Copyright © 2019 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.4 Generated: 8/26/2019 12:20:18 PMInt-20_W-Oak-St_Parcels-A+C+D+E_AM_2040-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Oak & Parcels A + C/D/E Agency/Co.Morrison-Maierle Jurisdiction City of Bozeman Date Performed 8/15/2019 East/West Street West Oak Street Analysis Year 2040 North/South Street Parcels A & C/D/E Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest X-ing: Estimated 2040 Total Traffic 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 1 1 0 0 1 1 0 0 1 0 0 1 0 Configuration L TR L TR LTR LTR Volume, V (veh/h)3 270 4 15 307 32 2 2 9 27 2 3 Percent Heavy Vehicles (%)3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)4 18 15 38 Capacity, c (veh/h)1153 1231 559 435 v/c Ratio 0.00 0.01 0.03 0.09 95% Queue Length, Q₉₅ (veh)0.0 0.0 0.1 0.3 Control Delay (s/veh)8.1 8.0 11.6 14.1 Level of Service, LOS A A B B Approach Delay (s/veh)0.1 0.3 11.6 14.1 Approach LOS B B Copyright © 2019 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.4 Generated: 8/26/2019 12:29:00 PMInt-20_W-Oak-St_Parcels-A+C+D+E_PM_2040-Total.xtw HCS7 Roundabouts Report General Information Site Information Analyst T. Eastwood Intersection Oak & Cottonwood Agency or Co.Morrison-Maierle E/W Street Name West Oak Street Date Performed 8/15/2019 N/S Street Name Cottonwood Road Analysis Year 2040 Analysis Time Period (hrs)0.25 Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.85 Project Description Northwest X-ing: Estimated 2040 Total Traffic Jurisdiction City of Bozeman Volume Adjustments and Site Characteristics Approach EB WB NB SB Movement U L T R U L T R U L T R U L T R Number of Lanes (N)0 0 2 0 0 0 2 0 0 0 2 0 0 0 2 0 Lane Assignment LT TR LT TR LT TR LT TR Volume (V), veh/h 0 92 191 157 0 194 77 114 0 50 88 167 0 247 175 73 Percent Heavy Vehicles, %0 5 5 5 0 5 5 5 0 5 5 5 0 5 5 5 Flow Rate (vPCE), pc/h 0 114 236 194 0 240 95 141 0 62 109 206 0 305 216 90 Right-Turn Bypass None None None None Conflicting Lanes 2 2 2 2 Pedestrians Crossing, p/h 0 0 0 0 Critical and Follow-Up Headway Adjustment Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Critical Headway (s)4.6453 4.3276 4.6453 4.3276 4.6453 4.3276 4.6453 4.3276 Follow-Up Headway (s)2.6667 2.5352 2.6667 2.5352 2.6667 2.5352 2.6667 2.5352 Flow Computations, Capacity and v/c Ratios Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Entry Flow (ve), pc/h 256 288 240 236 171 206 287 324 Entry Volume veh/h 244 275 229 225 163 196 273 308 Circulating Flow (vc), pc/h 761 285 655 397 Exiting Flow (vex), pc/h 747 247 364 650 Capacity (cpce), pc/h 670 744 1039 1115 739 814 937 1013 Capacity (c), veh/h 638 708 989 1061 704 775 892 965 v/c Ratio (x)0.38 0.39 0.23 0.21 0.23 0.25 0.31 0.32 Delay and Level of Service Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Lane Control Delay (d), s/veh 11.0 10.2 5.9 5.4 7.8 7.5 7.3 7.1 Lane LOS B B A A A A A A 95% Queue, veh 1.8 1.8 0.9 0.8 0.9 1.0 1.3 1.4 Approach Delay, s/veh 10.6 5.6 7.6 7.2 Approach LOS B A A A Intersection Delay, s/veh | LOS 7.8 A Copyright © 2019 University of Florida. All Rights Reserved.HCS7™Roundabouts Version 7.4 Generated: 8/22/2019 2:55:28 PM Int-21_W-Oak-St+Cottonwood-Rd_AM_2040-Total.xro HCS7 Roundabouts Report General Information Site Information Analyst T. Eastwood Intersection Oak & Cottonwood Agency or Co.Morrison-Maierle E/W Street Name West Oak Street Date Performed 8/15/2019 N/S Street Name Cottonwood Road Analysis Year 2040 Analysis Time Period (hrs)0.25 Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.85 Project Description Northwest X-ing: Estimated 2040 Total Traffic Jurisdiction City of Bozeman Volume Adjustments and Site Characteristics Approach EB WB NB SB Movement U L T R U L T R U L T R U L T R Number of Lanes (N)0 0 2 0 0 0 2 0 0 0 2 0 0 0 2 0 Lane Assignment LT TR LT TR LT TR LT TR Volume (V), veh/h 0 109 121 101 0 211 161 232 0 115 169 191 0 143 113 84 Percent Heavy Vehicles, %0 5 5 5 0 5 5 5 0 5 5 5 0 5 5 5 Flow Rate (vPCE), pc/h 0 135 149 125 0 261 199 287 0 142 209 236 0 177 140 104 Right-Turn Bypass None None None None Conflicting Lanes 2 2 2 2 Pedestrians Crossing, p/h 0 0 0 0 Critical and Follow-Up Headway Adjustment Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Critical Headway (s)4.6453 4.3276 4.6453 4.3276 4.6453 4.3276 4.6453 4.3276 Follow-Up Headway (s)2.6667 2.5352 2.6667 2.5352 2.6667 2.5352 2.6667 2.5352 Flow Computations, Capacity and v/c Ratios Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Entry Flow (ve), pc/h 192 217 351 396 276 311 198 223 Entry Volume veh/h 183 206 334 377 263 296 188 213 Circulating Flow (vc), pc/h 578 486 461 602 Exiting Flow (vex), pc/h 562 445 631 526 Capacity (cpce), pc/h 793 869 863 939 883 960 776 851 Capacity (c), veh/h 755 827 822 895 841 914 739 811 v/c Ratio (x)0.24 0.25 0.41 0.42 0.31 0.32 0.26 0.26 Delay and Level of Service Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Lane Control Delay (d), s/veh 7.5 7.0 9.4 9.0 7.8 7.4 7.8 7.3 Lane LOS A A A A A A A A 95% Queue, veh 0.9 1.0 2.0 2.1 1.3 1.4 1.0 1.1 Approach Delay, s/veh 7.3 9.2 7.6 7.5 Approach LOS A A A A Intersection Delay, s/veh | LOS 8.1 A Copyright © 2019 University of Florida. All Rights Reserved.HCS7™Roundabouts Version 7.4 Generated: 8/22/2019 3:02:00 PM Int-21_W-Oak-St+Cottonwood-Rd_PM_2040-Total.xro APPENDIX C SIGNAL WARRANT ANALYSES Page S1/S4 Traffic Signal Warrant Evaluation Intersection #1: Baxter Lane & Laurel Parkway Estimated 2040 Background Traffic 5659.004 Analysis Case: MMI Project Number: Warrant Satisfied? Notes & Comments No No No Traffic Signal Warrant Warrant #1: Eight-Hour Vehicular Volume Warrant #2: Four-Hour Vehicular Volume Traffic Control Signal Warranted N:\5659\004 NW Crossing Master Site Plan\Traffic Data\Signal Warrant Analyses\Int-01_Baxter-Ln+Laurel-Parkway_Signal-Warrants_2040-Bkgnd.xlsx Page 2/4 Traffic Signal Warrant Evaluation Intersection #1: Baxter Lane & Laurel Parkway Background Intersection Information Major Roadway:Baxter Lane Posted or 85% Speed:40 mph (Future Posted) Approach Lanes:1 Distance to Nearest Traffic Signal: Minor Roadway:Laurel Parkway (Y or N)N Posted or 85% Speed:25 mph (Future Posted) Approach Lanes:1 Total Number of Approaches:4 Determination of Number of Right Turns to be Included in Analysis RT Lane RT RT Lane RT AM Capacity1 Included PM Capacity1 Included 69 1500 0 24 1500 0 35 1500 0 82 1500 0 50 538 0 67 679 0526830485660 1. Lane capacity is determined from unsignalized intersection capacity calculations and is given in units of vehicles per hour (vph). Included Right Turns =Right Turns - (Lane Capacity x 0.85) Estimated Average Daily Traffic Volumes 2. EADT is based on the assumption that the peak hour volume is 10% of the ADT. Therefore, the EADT shown above is the weighted average of the estimated ADT's from the AM and PM peak hours. Analysis Case:Estimated 2040 Background Traffic MMI Project Number:5659.004 Laurel Parkway SB 459 47 Baxter Lane EB Baxter Lane WB Laurel Parkway NB Laurel Parkway SB Major Street Totals Max Minor Approach Total Entering Volume 247 4 4,075 3,564 384 762 338 421 91 91 801 PM Peak Hour 41 7,639 762 8,785 758 47 706 847 Baxter Lane EB Laurel Parkway NB Baxter Lane WB Community with a population less than 10,000 or speeds above 40 mph on the major street? TBD Approach AM Peak Hour EADT2 Approach  PMAM PMAMEADT 2210 N:\5659\004 NW Crossing Master Site Plan\Traffic Data\Signal Warrant Analyses\Int-01_Baxter-Ln+Laurel-Parkway_Signal-Warrants_2040-Bkgnd.xlsx Page 3/4 Warrant #1 - Eight-Hour Vehicular Volumes (Using Eighth-Highest Hour) Condition A - Minimum Vehicular Volume Major Street Minor Street 1…………..1…………… 2 or more….1………….. 2 or more….2 or more…. 1…………..2 or more…. 6% of the above ADT volumes is equal to the MUTCD vehicles per hour (vph). Note: To be used only for NEW INTERSECTIONS or other locations where it is not reasonable to count actual traffic volumes. Is the criteria satisfied for Warrant #1 - Condition A?No Condition B - Interruption of Continuous Traffic Major Street Minor Street 1…………..1…………… 2 or more….1………….. 2 or more….2 or more…. 1…………..2 or more…. 6% (Eighth-Highest Hour) of the above ADT volumes is equal to the MUTCD vehicles per hour (vph). Note: To be used only for NEW INTERSECTIONS or other locations where it is not reasonable to count actual traffic volumes. Is the criteria satisfied for Warrant #1 - Condition B?No Minimum criteria satisfied for Warrant #1? (Total of Both Approaches) 8,350 5,850 3,350 (One Direction Only)Minor Street Approach Number of Lanes for Moving Traffic Vehicles Per Day (VPD) on Major Street on Each Approach 100% 12,500 8,750 1,700 1,200 12,500 8,750 15,000 10,500 7,000 2,500 8,350 1,250 15,000 1,200 2,350 Moving Traffic on Each Approach Vehicles Per Day (VPD) on Major Street (Total of Both Approaches) Number of Lanes for 100%70% 1,750 10,000 7,000 3,350 2,350 10,000 70% Minor Street Approach (One Direction Only) Vehicles Per Day (VPD) on Higher-Volume N/A Max Minor Approach = 762 1,250 N/A No Vehicles Per Day (VPD) on Higher-Volume 5,850 2,500 1,750 900 70% 900 100%100%70% Vehicular Volumes (VPD)100%70% Major Street = 7639 12,500 2,500 Warrant Minimum Volumes (VPD) 10,500 1,700 1,250 Major Street = 7639 N/AMax Minor Approach = 762 N/A Warrant Minimum Volumes (VPD) Vehicular Volumes (VPD)70%100% 8,350 N:\5659\004 NW Crossing Master Site Plan\Traffic Data\Signal Warrant Analyses\Int-01_Baxter-Ln+Laurel-Parkway_Signal-Warrants_2040-Bkgnd.xlsx Page 4/4 Warrant #2 - Four-Hour Vehicular Volume (Using Fourth-Highest Hour) 3. The 4th Highest Hourly Volumes is based on the assumption that it is approximately 8.25% of the EADT. 4-HHV=EADT x 8.25%(vph) Minimum criteria satisfied for Warrant #2? 63725Total Entering VolumeMax Minor Approach 7,639 762 Laurel Parkway NB 384 4th Highest Hourly Volume (VPH)3 336 Baxter Lane WB 3,564 Approach 8,785 630 No Major Street = 630 -- Max Minor Approach = 63 196 N/A 70% Laurel Parkway SB Baxter Lane EB EADT 4,075 Warrant Minimum Volumes (VPH) Vehicular Volumes (VPH)100% Major Street Totals 762 294 32 63 N:\5659\004 NW Crossing Master Site Plan\Traffic Data\Signal Warrant Analyses\Int-01_Baxter-Ln+Laurel-Parkway_Signal-Warrants_2040-Bkgnd.xlsx Page S1/S4 Traffic Signal Warrant Evaluation Intersection #1: Baxter Lane & Laurel Parkway Estimated 2040 Total Traffic 5659.004 Analysis Case: MMI Project Number: Warrant Satisfied? Notes & Comments No No No Traffic Signal Warrant Warrant #1: Eight-Hour Vehicular Volume Warrant #2: Four-Hour Vehicular Volume Traffic Control Signal Warranted N:\5659\004 NW Crossing Master Site Plan\Traffic Data\Signal Warrant Analyses\Int-01_Baxter-Ln+Laurel-Parkway_Signal-Warrants_2040-Total.xlsx Page 2/4 Traffic Signal Warrant Evaluation Intersection #1: Baxter Lane & Laurel Parkway Background Intersection Information Major Roadway:Baxter Lane Posted or 85% Speed:40 mph (Future Posted) Approach Lanes:1 Distance to Nearest Traffic Signal: Minor Roadway:Laurel Parkway (Y or N)N Posted or 85% Speed:25 mph (Future Posted) Approach Lanes:1 Total Number of Approaches:4 Determination of Number of Right Turns to be Included in Analysis RT Lane RT RT Lane RT AM Capacity1 Included PM Capacity1 Included 80 1500 0 53 1500 0 45 1500 0 90 1500 0 51 465 0 68 569 0526040484450 1. Lane capacity is determined from unsignalized intersection capacity calculations and is given in units of vehicles per hour (vph). Included Right Turns =Right Turns - (Lane Capacity x 0.85) Estimated Average Daily Traffic Volumes 2. EADT is based on the assumption that the peak hour volume is 10% of the ADT. Therefore, the EADT shown above is the weighted average of the estimated ADT's from the AM and PM peak hours. Analysis Case:Estimated 2040 Total Traffic MMI Project Number:5659.004 Laurel Parkway SB 480 61 Baxter Lane EB Baxter Lane WB Laurel Parkway NB Laurel Parkway SB Major Street Totals Max Minor Approach Total Entering Volume 284 34 4,347 3,858 521 838 377 450 98 98 896 PM Peak Hour 62 8,205 838 9,563 827 62 764 950 Baxter Lane EB Laurel Parkway NB Baxter Lane WB Community with a population less than 10,000 or speeds above 40 mph on the major street? TBD Approach AM Peak Hour EADT2 Approach  PMAM PMAMEADT 2210 N:\5659\004 NW Crossing Master Site Plan\Traffic Data\Signal Warrant Analyses\Int-01_Baxter-Ln+Laurel-Parkway_Signal-Warrants_2040-Total.xlsx Page 3/4 Warrant #1 - Eight-Hour Vehicular Volumes (Using Eighth-Highest Hour) Condition A - Minimum Vehicular Volume Major Street Minor Street 1…………..1…………… 2 or more….1………….. 2 or more….2 or more…. 1…………..2 or more…. 6% of the above ADT volumes is equal to the MUTCD vehicles per hour (vph). Note: To be used only for NEW INTERSECTIONS or other locations where it is not reasonable to count actual traffic volumes. Is the criteria satisfied for Warrant #1 - Condition A?No Condition B - Interruption of Continuous Traffic Major Street Minor Street 1…………..1…………… 2 or more….1………….. 2 or more….2 or more…. 1…………..2 or more…. 6% (Eighth-Highest Hour) of the above ADT volumes is equal to the MUTCD vehicles per hour (vph). Note: To be used only for NEW INTERSECTIONS or other locations where it is not reasonable to count actual traffic volumes. Is the criteria satisfied for Warrant #1 - Condition B?No Minimum criteria satisfied for Warrant #1? (Total of Both Approaches) 8,350 5,850 3,350 (One Direction Only)Minor Street Approach Number of Lanes for Moving Traffic Vehicles Per Day (VPD) on Major Street on Each Approach 100% 12,500 8,750 1,700 1,200 12,500 8,750 15,000 10,500 7,000 2,500 8,350 1,250 15,000 1,200 2,350 Moving Traffic on Each Approach Vehicles Per Day (VPD) on Major Street (Total of Both Approaches) Number of Lanes for 100%70% 1,750 10,000 7,000 3,350 2,350 10,000 70% Minor Street Approach (One Direction Only) Vehicles Per Day (VPD) on Higher-Volume N/A Max Minor Approach = 838 1,250 N/A No Vehicles Per Day (VPD) on Higher-Volume 5,850 2,500 1,750 900 70% 900 100%100%70% Vehicular Volumes (VPD)100%70% Major Street = 8205 12,500 2,500 Warrant Minimum Volumes (VPD) 10,500 1,700 1,250 Major Street = 8205 N/AMax Minor Approach = 838 N/A Warrant Minimum Volumes (VPD) Vehicular Volumes (VPD)70%100% 8,350 N:\5659\004 NW Crossing Master Site Plan\Traffic Data\Signal Warrant Analyses\Int-01_Baxter-Ln+Laurel-Parkway_Signal-Warrants_2040-Total.xlsx Page 4/4 Warrant #2 - Four-Hour Vehicular Volume (Using Fourth-Highest Hour) 3. The 4th Highest Hourly Volumes is based on the assumption that it is approximately 8.25% of the EADT. 4-HHV=EADT x 8.25%(vph) Minimum criteria satisfied for Warrant #2? 69789Total Entering VolumeMax Minor Approach 8,205 838 Laurel Parkway NB 521 4th Highest Hourly Volume (VPH)3 359 Baxter Lane WB 3,858 Approach 9,563 677 No Major Street = 677 -- Max Minor Approach = 69 177 N/A 70% Laurel Parkway SB Baxter Lane EB EADT 4,347 Warrant Minimum Volumes (VPH) Vehicular Volumes (VPH)100% Major Street Totals 838 318 43 69 N:\5659\004 NW Crossing Master Site Plan\Traffic Data\Signal Warrant Analyses\Int-01_Baxter-Ln+Laurel-Parkway_Signal-Warrants_2040-Total.xlsx APPENDIX D MITIGATION ANALYSES APPENDIX D-1 ESTIMATED 2040 BACKGROUND TRAFFIC HCS7 Roundabouts Report General Information Site Information Analyst T. Eastwood Intersection Baxter & Laurel Parkway Agency or Co.Morrison-Maierle E/W Street Name Baxter Lane Date Performed 8/15/2019 N/S Street Name Laurel Parkway Analysis Year 2040 Analysis Time Period (hrs)0.25 Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.85 Project Description Northwest X-ing: Estimated 2040 Background Traffic Mitigation Jurisdiction City of Bozeman Volume Adjustments and Site Characteristics Approach EB WB NB SB Movement U L T R U L T R U L T R U L T R Number of Lanes (N)0 0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 Lane Assignment LTR LTR LTR LTR Volume (V), veh/h 0 55 404 69 0 64 183 35 0 3 1 50 0 88 3 52 Percent Heavy Vehicles, %0 3 5 3 0 3 5 3 3 3 3 3 3 3 3 3 Flow Rate (vPCE), pc/h 0 67 499 84 0 78 226 42 0 4 1 61 0 107 4 63 Right-Turn Bypass None None None None Conflicting Lanes 1 1 1 1 Pedestrians Crossing, p/h 0 0 0 0 Critical and Follow-Up Headway Adjustment Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Critical Headway (s)4.9763 4.9763 4.9763 4.9763 Follow-Up Headway (s)2.6087 2.6087 2.6087 2.6087 Flow Computations, Capacity and v/c Ratios Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Entry Flow (ve), pc/h 650 346 66 174 Entry Volume veh/h 622 332 64 169 Circulating Flow (vc), pc/h 189 72 673 308 Exiting Flow (vex), pc/h 667 293 110 166 Capacity (cpce), pc/h 1138 1282 695 1008 Capacity (c), veh/h 1089 1229 674 979 v/c Ratio (x)0.57 0.27 0.10 0.17 Delay and Level of Service Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Lane Control Delay (d), s/veh 10.5 5.4 6.4 5.3 Lane LOS B A A A 95% Queue, veh 3.8 1.1 0.3 0.6 Approach Delay, s/veh 10.5 5.4 6.4 5.3 Approach LOS B A A A Intersection Delay, s/veh | LOS 8.1 A Copyright © 2019 University of Florida. All Rights Reserved.HCS7™Roundabouts Version 7.4 Generated: 8/20/2019 3:40:58 PM Int-01_Baxter-Ln+Laurel-Parkway_AM_2040-Bkgnd.xro HCS7 Roundabouts Report General Information Site Information Analyst T. Eastwood Intersection Baxter & Laurel Parkway Agency or Co.Morrison-Maierle E/W Street Name Baxter Lane Date Performed 8/15/2019 N/S Street Name Laurel Parkway Analysis Year 2040 Analysis Time Period (hrs)0.25 Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.85 Project Description Northwest X-ing: Estimated 2040 Background Traffic Mitigation Jurisdiction City of Bozeman Volume Adjustments and Site Characteristics Approach EB WB NB SB Movement U L T R U L T R U L T R U L T R Number of Lanes (N)0 0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 Lane Assignment LTR LTR LTR LTR Volume (V), veh/h 0 72 266 24 0 66 355 82 0 41 1 67 0 45 1 48 Percent Heavy Vehicles, %0 3 5 3 0 3 5 3 3 3 3 3 3 3 3 3 Flow Rate (vPCE), pc/h 0 87 329 29 0 80 439 99 0 50 1 81 0 55 1 58 Right-Turn Bypass None None None None Conflicting Lanes 1 1 1 1 Pedestrians Crossing, p/h 0 0 0 0 Critical and Follow-Up Headway Adjustment Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Critical Headway (s)4.9763 4.9763 4.9763 4.9763 Follow-Up Headway (s)2.6087 2.6087 2.6087 2.6087 Flow Computations, Capacity and v/c Ratios Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Entry Flow (ve), pc/h 445 618 132 114 Entry Volume veh/h 426 592 128 111 Circulating Flow (vc), pc/h 136 138 471 569 Exiting Flow (vex), pc/h 465 547 187 110 Capacity (cpce), pc/h 1201 1199 854 772 Capacity (c), veh/h 1150 1148 829 750 v/c Ratio (x)0.37 0.52 0.15 0.15 Delay and Level of Service Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Lane Control Delay (d), s/veh 6.8 9.0 5.9 6.4 Lane LOS A A A A 95% Queue, veh 1.7 3.1 0.5 0.5 Approach Delay, s/veh 6.8 9.0 5.9 6.4 Approach LOS A A A A Intersection Delay, s/veh | LOS 7.7 A Copyright © 2019 University of Florida. All Rights Reserved.HCS7™Roundabouts Version 7.4 Generated: 8/20/2019 3:43:16 PM Int-01_Baxter-Ln+Laurel-Parkway_PM_2040-Bkgnd.xro HCS7 Roundabouts Report General Information Site Information Analyst T. Eastwood Intersection Cottonwood & Baxter Agency or Co.Morrison-Maierle E/W Street Name Baxter Lane Date Performed 8/15/2019 N/S Street Name Cottonwood Road / Harper Puckett Road Analysis Year 2040 Analysis Time Period (hrs)0.25 Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.85 Project Description Northwest X-ing: Estimated 2040 Background Traffic Mitigation Jurisdiction City of Bozeman Volume Adjustments and Site Characteristics Approach EB WB NB SB Movement U L T R U L T R U L T R U L T R Number of Lanes (N)0 0 1 1 0 0 1 0 0 0 2 0 0 0 2 0 Lane Assignment LT R LTR LT TR LT TR Volume (V), veh/h 0 7 297 337 0 242 122 7 0 113 28 199 0 49 21 26 Percent Heavy Vehicles, %0 3 5 5 0 5 5 3 3 5 3 5 3 3 3 3 Flow Rate (vPCE), pc/h 0 8 367 416 0 299 151 8 0 140 34 246 0 59 25 32 Right-Turn Bypass None None None None Conflicting Lanes 2 2 1 1 Pedestrians Crossing, p/h 0 0 0 0 Critical and Follow-Up Headway Adjustment Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Critical Headway (s)4.6453 4.3276 4.3276 4.5436 4.5436 4.5436 4.5436 Follow-Up Headway (s)2.6667 2.5352 2.5352 2.5352 2.5352 2.5352 2.5352 Flow Computations, Capacity and v/c Ratios Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Entry Flow (ve), pc/h 375 416 458 174 246 59 57 Entry Volume veh/h 357 396 436 166 235 57 55 Circulating Flow (vc), pc/h 383 182 434 590 Exiting Flow (vex), pc/h 672 323 50 740 Capacity (cpce), pc/h 949 1025 1216 957 957 830 830 Capacity (c), veh/h 904 977 1159 913 913 806 806 v/c Ratio (x)0.40 0.41 0.38 0.18 0.26 0.07 0.07 Delay and Level of Service Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Lane Control Delay (d), s/veh 8.5 8.2 6.9 5.7 6.6 5.2 5.1 Lane LOS A A A A A A A 95% Queue, veh 1.9 2.0 1.8 0.7 1.0 0.2 0.2 Approach Delay, s/veh 8.4 6.9 6.2 5.2 Approach LOS A A A A Intersection Delay, s/veh | LOS 7.3 A Copyright © 2019 University of Florida. All Rights Reserved.HCS7™Roundabouts Version 7.4 Generated: 8/20/2019 6:00:31 PM Int-05_Cottonwood-Rd+Baxter-Ln_AM_2040-Bkgnd-Mitig.xro HCS7 Roundabouts Report General Information Site Information Analyst T. Eastwood Intersection Cottonwood & Baxter Agency or Co.Morrison-Maierle E/W Street Name Baxter Lane Date Performed 8/15/2019 N/S Street Name Cottonwood Road / Harper Puckett Road Analysis Year 2040 Analysis Time Period (hrs)0.25 Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.85 Project Description Northwest X-ing: Estimated 2040 Background Traffic Mitigation Jurisdiction City of Bozeman Volume Adjustments and Site Characteristics Approach EB WB NB SB Movement U L T R U L T R U L T R U L T R Number of Lanes (N)0 0 1 1 0 0 1 0 0 0 2 0 0 0 2 0 Lane Assignment LT R LTR LT TR LT TR Volume (V), veh/h 0 22 193 225 0 255 245 30 0 248 43 225 0 25 5 22 Percent Heavy Vehicles, %0 3 5 5 0 5 5 3 3 5 3 5 3 3 3 3 Flow Rate (vPCE), pc/h 0 27 238 278 0 315 303 36 0 306 52 278 0 30 6 27 Right-Turn Bypass None None None None Conflicting Lanes 2 2 1 1 Pedestrians Crossing, p/h 0 0 0 0 Critical and Follow-Up Headway Adjustment Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Critical Headway (s)4.6453 4.3276 4.3276 4.5436 4.5436 4.5436 4.5436 Follow-Up Headway (s)2.6667 2.5352 2.5352 2.5352 2.5352 2.5352 2.5352 Flow Computations, Capacity and v/c Ratios Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Entry Flow (ve), pc/h 265 278 654 299 337 30 33 Entry Volume veh/h 253 265 624 285 322 29 32 Circulating Flow (vc), pc/h 351 385 295 924 Exiting Flow (vex), pc/h 546 636 115 599 Capacity (cpce), pc/h 977 1054 1024 1086 1086 613 613 Capacity (c), veh/h 932 1004 976 1036 1036 595 595 v/c Ratio (x)0.27 0.26 0.64 0.28 0.31 0.05 0.05 Delay and Level of Service Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Lane Control Delay (d), s/veh 6.6 6.2 13.2 6.2 6.6 6.6 6.7 Lane LOS A A B A A A A 95% Queue, veh 1.1 1.1 4.8 1.1 1.3 0.2 0.2 Approach Delay, s/veh 6.4 13.2 6.4 6.6 Approach LOS A B A A Intersection Delay, s/veh | LOS 8.7 A Copyright © 2019 University of Florida. All Rights Reserved.HCS7™Roundabouts Version 7.4 Generated: 8/20/2019 6:08:20 PM Int-05_Cottonwood-Rd+Baxter-Ln_PM_2040-Bkgnd-Mitig.xro APPENDIX D-2 ESTIMATED 2040 TOTAL TRAFFIC HCS7 Roundabouts Report General Information Site Information Analyst T. Eastwood Intersection Baxter & Laurel Parkway Agency or Co.Morrison-Maierle E/W Street Name Baxter Lane Date Performed 8/15/2019 N/S Street Name Laurel Parkway Analysis Year 2040 Analysis Time Period (hrs)0.25 Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.85 Project Description Northwest X-ing: Estimated 2040 Total Traffic Mitigation Jurisdiction City of Bozeman Volume Adjustments and Site Characteristics Approach EB WB NB SB Movement U L T R U L T R U L T R U L T R Number of Lanes (N)0 0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 Lane Assignment LTR LTR LTR LTR Volume (V), veh/h 0 55 425 80 0 65 219 45 0 29 4 51 0 94 4 52 Percent Heavy Vehicles, %0 3 5 3 0 3 5 3 3 3 3 3 3 3 3 3 Flow Rate (vPCE), pc/h 0 67 525 97 0 79 271 55 0 35 5 62 0 114 5 63 Right-Turn Bypass None None None None Conflicting Lanes 1 1 1 1 Pedestrians Crossing, p/h 0 0 0 0 Critical and Follow-Up Headway Adjustment Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Critical Headway (s)4.9763 4.9763 4.9763 4.9763 Follow-Up Headway (s)2.6087 2.6087 2.6087 2.6087 Flow Computations, Capacity and v/c Ratios Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Entry Flow (ve), pc/h 689 405 102 182 Entry Volume veh/h 659 388 99 177 Circulating Flow (vc), pc/h 198 107 706 385 Exiting Flow (vex), pc/h 701 369 127 181 Capacity (cpce), pc/h 1128 1237 672 932 Capacity (c), veh/h 1079 1186 652 905 v/c Ratio (x)0.61 0.33 0.15 0.20 Delay and Level of Service Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Lane Control Delay (d), s/veh 11.5 6.1 7.3 5.9 Lane LOS B A A A 95% Queue, veh 4.4 1.4 0.5 0.7 Approach Delay, s/veh 11.5 6.1 7.3 5.9 Approach LOS B A A A Intersection Delay, s/veh | LOS 8.9 A Copyright © 2019 University of Florida. All Rights Reserved.HCS7™Roundabouts Version 7.4 Generated: 8/20/2019 3:45:11 PM Int-01_Baxter-Ln+Laurel-Parkway_AM_2040-Total.xro HCS7 Roundabouts Report General Information Site Information Analyst T. Eastwood Intersection Baxter & Laurel Parkway Agency or Co.Morrison-Maierle E/W Street Name Baxter Lane Date Performed 8/15/2019 N/S Street Name Laurel Parkway Analysis Year 2040 Analysis Time Period (hrs)0.25 Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.85 Project Description Northwest X-ing: Estimated 2040 Total Traffic Mitigation Jurisdiction City of Bozeman Volume Adjustments and Site Characteristics Approach EB WB NB SB Movement U L T R U L T R U L T R U L T R Number of Lanes (N)0 0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 Lane Assignment LTR LTR LTR LTR Volume (V), veh/h 0 72 35 53 0 67 383 90 0 59 3 68 0 56 5 48 Percent Heavy Vehicles, %0 3 5 3 0 3 5 3 3 3 3 3 3 3 3 3 Flow Rate (vPCE), pc/h 0 87 43 64 0 81 473 109 0 71 4 82 0 68 6 58 Right-Turn Bypass None None None None Conflicting Lanes 1 1 1 1 Pedestrians Crossing, p/h 0 0 0 0 Critical and Follow-Up Headway Adjustment Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Critical Headway (s)4.9763 4.9763 4.9763 4.9763 Follow-Up Headway (s)2.6087 2.6087 2.6087 2.6087 Flow Computations, Capacity and v/c Ratios Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Entry Flow (ve), pc/h 194 663 157 132 Entry Volume veh/h 188 635 152 128 Circulating Flow (vc), pc/h 155 162 198 625 Exiting Flow (vex), pc/h 193 602 200 151 Capacity (cpce), pc/h 1178 1170 1128 729 Capacity (c), veh/h 1139 1120 1095 708 v/c Ratio (x)0.16 0.57 0.14 0.18 Delay and Level of Service Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Lane Control Delay (d), s/veh 4.6 10.2 4.5 7.1 Lane LOS A B A A 95% Queue, veh 0.6 3.7 0.5 0.7 Approach Delay, s/veh 4.6 10.2 4.5 7.1 Approach LOS A B A A Intersection Delay, s/veh | LOS 8.1 A Copyright © 2019 University of Florida. All Rights Reserved.HCS7™Roundabouts Version 7.4 Generated: 8/20/2019 3:48:33 PM Int-01_Baxter-Ln+Laurel-Parkway_PM_2040-Total.xro HCS7 Roundabouts Report General Information Site Information Analyst T. Eastwood Intersection Cottonwood & Baxter Agency or Co.Morrison-Maierle E/W Street Name Baxter Lane Date Performed 8/15/2019 N/S Street Name Cottonwood Road / Harper Puckett Road Analysis Year 2040 Analysis Time Period (hrs)0.25 Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.85 Project Description Northwest X-ing: Estimated 2040 Total Traffic Mitigation Jurisdiction City of Bozeman Volume Adjustments and Site Characteristics Approach EB WB NB SB Movement U L T R U L T R U L T R U L T R Number of Lanes (N)0 0 1 1 0 0 1 0 0 0 2 0 0 0 2 0 Lane Assignment LT R LTR LT TR LT TR Volume (V), veh/h 0 10 335 351 0 262 141 7 0 126 33 236 0 49 23 28 Percent Heavy Vehicles, %0 3 5 5 0 5 5 3 3 5 3 5 3 3 3 3 Flow Rate (vPCE), pc/h 0 12 414 434 0 324 174 8 0 156 40 292 0 59 28 34 Right-Turn Bypass None None None None Conflicting Lanes 2 2 1 1 Pedestrians Crossing, p/h 0 0 0 0 Critical and Follow-Up Headway Adjustment Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Critical Headway (s)4.6453 4.3276 4.3276 4.5436 4.5436 4.5436 4.5436 Follow-Up Headway (s)2.6667 2.5352 2.5352 2.5352 2.5352 2.5352 2.5352 Flow Computations, Capacity and v/c Ratios Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Entry Flow (ve), pc/h 426 434 506 196 292 57 64 Entry Volume veh/h 406 413 482 187 279 55 62 Circulating Flow (vc), pc/h 411 208 485 654 Exiting Flow (vex), pc/h 765 364 60 786 Capacity (cpce), pc/h 925 1001 1190 913 913 783 783 Capacity (c), veh/h 881 954 1134 871 871 760 760 v/c Ratio (x)0.46 0.43 0.43 0.21 0.32 0.07 0.08 Delay and Level of Service Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Lane Control Delay (d), s/veh 9.8 8.8 7.6 6.3 7.7 5.5 5.6 Lane LOS A A A A A A A 95% Queue, veh 2.5 2.2 2.2 0.8 1.4 0.2 0.3 Approach Delay, s/veh 9.3 7.6 7.1 5.5 Approach LOS A A A A Intersection Delay, s/veh | LOS 8.1 A Copyright © 2019 University of Florida. All Rights Reserved.HCS7™Roundabouts Version 7.4 Generated: 8/20/2019 6:11:50 PM Int-05_Cottonwood-Rd+Baxter-Ln_AM_2040-Total-Mitig.xro HCS7 Roundabouts Report General Information Site Information Analyst T. Eastwood Intersection Cottonwood & Baxter Agency or Co.Morrison-Maierle E/W Street Name Baxter Lane Date Performed 8/15/2019 N/S Street Name Cottonwood Road / Harper Puckett Road Analysis Year 2040 Analysis Time Period (hrs)0.25 Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.85 Project Description Northwest X-ing: Estimated 2040 Total Traffic Mitigation Jurisdiction City of Bozeman Volume Adjustments and Site Characteristics Approach EB WB NB SB Movement U L T R U L T R U L T R U L T R Number of Lanes (N)0 0 1 1 0 0 1 0 0 0 2 0 0 0 2 0 Lane Assignment LT R LTR LT TR LT TR Volume (V), veh/h 0 24 221 240 0 295 286 30 0 264 47 254 0 25 10 25 Percent Heavy Vehicles, %0 3 5 5 0 5 5 3 3 5 3 5 3 3 3 3 Flow Rate (vPCE), pc/h 0 29 273 296 0 364 353 36 0 326 57 314 0 30 12 30 Right-Turn Bypass None None None None Conflicting Lanes 2 2 1 1 Pedestrians Crossing, p/h 0 0 0 0 Critical and Follow-Up Headway Adjustment Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Critical Headway (s)4.6453 4.3276 4.3276 4.5436 4.5436 4.5436 4.5436 Follow-Up Headway (s)2.6667 2.5352 2.5352 2.5352 2.5352 2.5352 2.5352 Flow Computations, Capacity and v/c Ratios Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Entry Flow (ve), pc/h 302 296 753 328 369 34 38 Entry Volume veh/h 288 282 718 312 352 33 37 Circulating Flow (vc), pc/h 406 412 332 1043 Exiting Flow (vex), pc/h 617 709 122 672 Capacity (cpce), pc/h 929 1006 1000 1050 1050 550 550 Capacity (c), veh/h 886 959 954 1001 1001 534 534 v/c Ratio (x)0.33 0.29 0.75 0.31 0.35 0.06 0.07 Delay and Level of Service Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Lane Control Delay (d), s/veh 7.6 6.8 18.0 6.8 7.3 7.5 7.6 Lane LOS A A C A A A A 95% Queue, veh 1.4 1.2 7.3 1.3 1.6 0.2 0.2 Approach Delay, s/veh 7.2 18.0 7.1 7.5 Approach LOS A C A A Intersection Delay, s/veh | LOS 11.0 B Copyright © 2019 University of Florida. All Rights Reserved.HCS7™Roundabouts Version 7.4 Generated: 8/20/2019 6:15:28 PM Int-05_Cottonwood-Rd+Baxter-Ln_PM_2040-Total-Mitig.xro HCS7 Roundabouts Report General Information Site Information Analyst T. Eastwood Intersection Parcels C+D+E+H Agency or Co.Morrison-Maierle E/W Street Name Nodes 9 to 13 Date Performed 8/15/2019 N/S Street Name Nodes 3 to 19 Analysis Year 2040 Analysis Time Period (hrs)0.25 Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.85 Project Description Northwest X-ing: Estimated 2040 Jurisdiction City of Bozeman Volume Adjustments and Site Characteristics Approach EB WB NB SB Movement U L T R U L T R U L T R U L T R Number of Lanes (N)0 0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 Lane Assignment LTR LTR LTR LTR Volume (V), veh/h 0 1 25 17 0 1 15 3 0 7 13 0 0 2 22 2 Percent Heavy Vehicles, %3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 Flow Rate (vPCE), pc/h 0 1 30 21 0 1 18 4 0 8 16 0 0 2 27 2 Right-Turn Bypass None None None None Conflicting Lanes 1 1 1 1 Pedestrians Crossing, p/h 0 0 0 0 Critical and Follow-Up Headway Adjustment Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Critical Headway (s)4.9763 4.9763 4.9763 4.9763 Follow-Up Headway (s)2.6087 2.6087 2.6087 2.6087 Flow Computations, Capacity and v/c Ratios Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Entry Flow (ve), pc/h 52 23 24 31 Entry Volume veh/h 50 22 23 30 Circulating Flow (vc), pc/h 30 25 33 27 Exiting Flow (vex), pc/h 32 28 21 49 Capacity (cpce), pc/h 1338 1345 1334 1343 Capacity (c), veh/h 1299 1306 1295 1303 v/c Ratio (x)0.04 0.02 0.02 0.02 Delay and Level of Service Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Lane Control Delay (d), s/veh 3.1 2.9 2.9 2.9 Lane LOS A A A A 95% Queue, veh 0.1 0.1 0.1 0.1 Approach Delay, s/veh 3.1 2.9 2.9 2.9 Approach LOS A A A A Intersection Delay, s/veh | LOS 3.0 A Copyright © 2019 University of Florida. All Rights Reserved.HCS7™Roundabouts Version 7.4 Generated: 8/22/2019 3:32:46 PM Int-11_Parcels-C+D+E+H+OS1+OS2_AM_2040-Total.xro HCS7 Roundabouts Report General Information Site Information Analyst T. Eastwood Intersection Parcels C+D+E+H Agency or Co.Morrison-Maierle E/W Street Name Nodes 9 to 13 Date Performed 8/15/2019 N/S Street Name Nodes 3 to 19 Analysis Year 2040 Analysis Time Period (hrs)0.25 Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.85 Project Description Northwest X-ing: Estimated 2040 Jurisdiction City of Bozeman Volume Adjustments and Site Characteristics Approach EB WB NB SB Movement U L T R U L T R U L T R U L T R Number of Lanes (N)0 0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 Lane Assignment LTR LTR LTR LTR Volume (V), veh/h 0 2 22 12 0 1 29 2 0 19 25 1 0 4 18 1 Percent Heavy Vehicles, %3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 Flow Rate (vPCE), pc/h 0 2 27 15 0 1 35 2 0 23 30 1 0 5 22 1 Right-Turn Bypass None None None None Conflicting Lanes 1 1 1 1 Pedestrians Crossing, p/h 0 0 0 0 Critical and Follow-Up Headway Adjustment Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Critical Headway (s)4.9763 4.9763 4.9763 4.9763 Follow-Up Headway (s)2.6087 2.6087 2.6087 2.6087 Flow Computations, Capacity and v/c Ratios Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Entry Flow (ve), pc/h 44 38 54 28 Entry Volume veh/h 43 37 52 27 Circulating Flow (vc), pc/h 28 55 34 59 Exiting Flow (vex), pc/h 33 59 34 38 Capacity (cpce), pc/h 1341 1305 1333 1299 Capacity (c), veh/h 1302 1267 1294 1262 v/c Ratio (x)0.03 0.03 0.04 0.02 Delay and Level of Service Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Lane Control Delay (d), s/veh 3.0 3.1 3.1 3.0 Lane LOS A A A A 95% Queue, veh 0.1 0.1 0.1 0.1 Approach Delay, s/veh 3.0 3.1 3.1 3.0 Approach LOS A A A A Intersection Delay, s/veh | LOS 3.1 A Copyright © 2019 University of Florida. All Rights Reserved.HCS7™Roundabouts Version 7.4 Generated: 8/22/2019 4:31:58 PM Int-11_Parcels-C+D+E+H+OS1+OS2_PM_2040-Total.xro APPENDIX E LEVEL OF SERVICE CONCEPTS, ANALYSIS METHODOLOGIES, & STANDARDS OF SIGNIFICANCE Transportation Planning Study Northwest Crossing | Bozeman, Gallatin County, Montana Appendix A: Level of Service Concepts, Analysis Methodologies, & Standards of Significance | A-1 Unsignalized Intersection Level of Service The method presented in the Highway Capacity Manual, 6th Edition | A Guide for Multimodal Mobility Analysis (HCM) published by the Transportation Research Board (TRB) for evaluating unsignalized, stop controlled intersections is based on the average total delay for each impeded movement. As used here, total delay is defined as the total elapsed time from when a vehicle stops at the end of a queue until the vehicle departs from the stop line. This time includes the time required for the vehicle to travel from the last-in-queue to the first-in-queue position. The average total delay for any particular minor movement is a function of the service rate or capacity of the approach and the degree of saturation. The resulting delay is used to determine the level of service as shown in Table A-1 below. Table A-1: Level of Service Criteria for Stop-Controlled Intersections Average Control Delay Level of Service (LOS) Characteristics ≤ 10 seconds LOS A – Little or no delay 10.1 – 15.0 seconds LOS B – Short traffic delay 15.1 – 25.0 seconds LOS C – Average traffic delay 25.1 – 35.0 seconds LOS D – Long traffic delays 35.1 – 50.0 seconds LOS E – Very long traffic delays > 50.1 seconds LOS F – When the demand exceeds the capacity of the lane, extreme delays will be encountered and queuing may cause severe congestion to the intersection. Source: Highway Capacity Manual, 6th Edition | A Guide for Multimodal Mobility Analysis (Transportation Research Board, 2016) Source: Exhibit 17-20. Highway Capacity Manual 2000, Pg. 17-24 (Transportation Research Board, 2000) Figure A-1: Control Delay and Flow Rate Transportation Planning Study Northwest Crossing | Bozeman, Gallatin County, Montana A-2 | Appendix A: Level of Service Concepts, Analysis Methodologies, & Standards of Significance Roundabout Intersection Level of Service The HCM analysis method for evaluating roundabout controlled intersections is also based on the average total delay for each impeded movement. Roundabout capacity and level-of-service is largely influenced by traffic flow patterns – the number of entering vehicles and on what approach legs; the volume of vehicles circulating within the roundabout; and the volume of vehicles exiting the roundabout and at what departure legs. The level-of-service criteria for a roundabout are summarized in Table A-2 below. Table A-2: Level of Service Criteria for Roundabout Controlled Intersections Average Control Delay Level of Service (LOS) Characteristics ≤ 10 seconds LOS A – Little or no delay 10.1 – 15.0 seconds LOS B – Short traffic delay 15.1 – 25.0 seconds LOS C – Average traffic delay 25.1 – 35.0 seconds LOS D – Long traffic delays 35.1 – 50.0 seconds LOS E – Very long traffic delays > 50.1 seconds LOS F – When the demand exceeds the capacity of the lane, extreme delays will be encountered and queuing may cause severe congestion to the intersection. Source: Highway Capacity Manual, 6th Edition | A Guide for Multimodal Mobility Analysis (Transportation Research Board, 2016) City of Bozeman Standards The City of Bozeman Unified Development Code (UDC) identifies specific standards for transportation facilities and access. The standards pertaining to this study are identified in the paragraphs that follow. Traffic Progression Section 38.400.060.B.3 of the UDC conveys specific requirements for the spacing of potential intersections with traffic signals. This Section states the following: “Traffic progression will be of paramount importance. Consequently, all potential intersections with signals will be placed on quarter-mile points unless otherwise approved by the review authority.” Transportation Planning Study Northwest Crossing | Bozeman, Gallatin County, Montana Appendix A: Level of Service Concepts, Analysis Methodologies, & Standards of Significance | A-3 Level of Service Standards Level of service standards for arterial and collector streets as well as intersections with arterial and collector streets are stated in Section 38.400.060.B.4 of the UDC. Those standards are as follows: All arterial and collector streets and intersections with arterial and collector streets shall operate at a minimum level of service "C" unless specifically exempted by this subsection. Level of service (LOS) values shall be determined by using the methods defined by the most recent edition of the Highway Capacity Manual. A development shall be approved only if the LOS requirements are met in the design year, which shall be a minimum of 15 years following the development application review or construction of mitigation measures if mitigation measures are required to maintain LOS. Intersections shall have a minimum acceptable LOS of "C" for the intersection as a whole. a. Exception: If an intersection within the area required to be studied by section 38.41.060.A.12 does not meet LOS "C" and the intersection has been fully constructed to its maximum lane and turning movement capacity, then an LOS of less than "C" is acceptable. b. Exception: The review authority may accept an LOS of less than "C" at a specific intersection if: (1) A variance to allow a lesser LOS was approved not more than two years prior to the date an application for development being reviewed is determined to be adequate for review; (2) The request was made in writing with the application; and (3) The circumstances are in the professional judgment of the review authority substantially the same as when the variance was granted. Spacing Standards for Drive Accesses The City of Bozeman also specifies spacing standards for drive accesses in Section 38.400.090.D.2 of the UDC. Those standards are as follows: Table 38.400.090-I: Minimum distance between public and/or private accesses and intersections and the minimum distance between public and/or private accesses and other public and/or private accesses. Access Located on Arterial Streets Access Located on Collector Streets Access Located on Local Streets Average Spacing In All Districts In All Districts In All Districts Partial Access1 315’ 150’ 40’3 Full Access2 660’ 330’ 40’3 Minimum Separation 315’ 150’ 40’3 1Partial access includes right turn in and out only. 2Full access allows all turn movements, in and out. 3Accesses on local streets must be at least 150 feet from an intersection with an arterial.