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HomeMy WebLinkAbout18 - Traffic Impact Study - 5 East Hotel (AC Hotel)TRAFFIC IMPACT STUDY for 5 EAST HOTEL DEVELOPMENT Bozeman, Montana Prepared for HomeBase Partners Prepared by MARVIN & ASSOCIATES 1300 North Transtech Way Billings, MT 59102           December 5, 2018  TRAFFIC IMPACT STUDY for 5 EAST HOTEL DEVELOPMENT Bozeman, Montana Prepared for HomeBase Partners Prepared by MARVIN & ASSOCIATES 1300 North Transtech Way Billings, MT 59102             December 5, 2018  i TABLE OF CONTENTS P A G E INTRODUCTION 1 SITE LOCATION & DESCRIPTION 1 EXISTING CONDITIONS 3 Streets & Intersections 3 T r a f f i c V o l u m e s 4 Capacity 7 T R I P G E N E R A T I O N 1 0 T R I P D I S T R I B U T I O N 1 3 TRAFFIC ASSIGNMENT 14 I M P A C T S 1 6 E x i s t i n g T r a f f i c V o l u m e s 1 6 Capacity 18 S a f e t y 2 2 F u t u r e T r a f f i c V o l u m e s 2 2 Future Capacity 22 SITE ACCESS TRAFFIC OOPERATIONS 24 CONCLUSIONS AND RECOMMENDATIONS 24 APPENDIX A – CAPACITY CALCULATIONS APPENDIX B – ITE TRI{ GENERATION RATES ii LIST OF TABLES P A G E Table 1. Existing Peak Noon Hour Capacity Analysis Summary 8 Table 2. Existing Peak PM Hour Capacity Analysis Summary 9 Table 3. 5 East Hotel Development Trip Generation 10 Table 4. Existing Plus Peak Noon Hour Site Traffic Capacity Analysis Summary 20 Table 5. Existing Plus Peak PM Hour Site Traffic Capacity Analysis Summary 21 Table 6. Future Conditions Peak PM Hour Capacity Analysis Summary 23 LIST OF FIGURES P A G E Figure 1. Site Location and Study Intersections 2 Figure 2. Peak Noon Hour Traffic Counts 2017 5 Figure 3. Peak PM Hour Traffic Counts 2017 6 Figure 4. Primary Trip Distribution Percentages 14 Figure 5. Site Traffic Assignment Noon & PM Hour Volumes 15 Figure 6. Existing Plus Site Traffic Peak Noon Hour 17 Figure 7. Existing Plus Site Traffic Peak PM Hour 18 5 East Hotel Development   Traffic Impact Study     5 East Hotel Development TIS page 1 TRAFFIC IMPACT STUDY INTRODUCTION This report summarizes a traffic impact study (TIS) conducted for the proposed 5 East Hotel development project in downtown Bozeman. Marvin & Associates was retained by the developers, HomeBase Montana, to provide the TIS as required by the Bozeman Municipal Code (BMC). The primary purpose of this study was to address specific impacts of the new subdivision development on the existing street system within a defined area of influence and at the proposed site accesses. The TIS also provides recommendations regarding the mitigation of any identified impacts. Having reviewed the proposed 5 East Hotel development site plan, Marvin & Associates completed an extensive analysis of existing conditions, addressed trip generation, trip distribution and traffic assignment, and evaluated resulting intersection capacity and safety impacts, prior to making recommendations regarding impact mitigation. Methodologies and analysis procedures within this study employ the latest technology and nationally accepted standards for site development and transportation impact assessment. Because of the unique nature of the CBD area in which it would be located, a number of assumptions and qualifications were required in trip generation estimates and traffic assignment analysis. Extensive research into the current literature provided a basis for many of the assumptions utilized within this study. Recommendations made within this report are based on accepted standards and the professional judgment of the author, with consideration of the traveling public’s interests as a primary objective. SITE LOCATION & DESCRIPTION The proposed site is located within downtown Bozeman in the northeast corner of the Mendenhall Street and Tracy Avenue intersection. The site is currently occupied by an old gas station building currently used as an office for used car sales, and two single family residences. The building footprint will occupy the majority of the property and existing buildings would be removed. Land uses surrounding the proposed development include a hotel immediately east, a hotel in the northwest corner of the intersection, an office building in the southwest corner, and the City of Bozeman Parking garage on the south side of Mendenhall street between Tracy and Black Avenues. The downtown bus transfer station is also located on the south side of Mendenhall, in front of the parking garage. Figure 1 illustrates the location of the development with respect to the study area and the ten intersections that were included within this TIS. 5 East Hotel Development TIS page 2 TRAFFIC IMPACT STUDY The 5 East Hotel development, as proposed, would be a five story building providing 150 hotel rooms. The hotel would be a full services hotel with a lounge and meeting rooms on the ground floor and on the roof top level there would be a public lounge and a fitness center for hotel guests. Parking for hotels guests and 6 full time employees would be accommodated by providing parking spaces within the City of Bozeman parking garage on the south side of Mendenhall Street. Vehicular access to the lobby entrance on Tracy Avenue would be provided by a curb-side pull-out area that would accommodate approximately two vehicles at a time. The City of Bozeman parking garage access is located on Black Avenue south of Mendenhall Street and a number of on -street parking spaces exist within a four block area that could be for short term parking trips. Additional information pertinent to the development’s operation can be found within the Trip Generation section of this report. 5 East Hotel Development TIS page 3 TRAFFIC IMPACT STUDY EXISTING CONDITIONS Streets & Intersections Construction of the 5 East Hotel development could possibly impact several intersections within the immediate area of the development. In addition, the Bozeman Municipal Code (BMC) requires that all intersections between collector and arterial street within a one-half mile radius of the development be evaluated for impacts. Therefore, the following intersections were evaluated within the scope of this TIS: N 7th Avenue & Mendenhall Street N7th Avenue & Main Street Willson Avenue & Main Street Willson Avenue & Babcock Street Peach Street & Rouse Avenue Rouse Avenue & Mendenhall Street Rouse Avenue & Main Street Rouse Avenue & Babcock Street Church Avenue & Main Street In addition to the above noted external intersections, intersections of Tracy Avenue and Mendenhall Street could be directly impacted by the development and was included in the impact analysis. As well as the garage access to Black Street. Of the ten study intersections, only three are currently controlled by stop signs on the minor streets. The remaining seven intersections are all controlled by traffic signals. Main Street is approximately 63’ wide through the study area and carries four traffic lanes with parking on both sides. The intersection of Main Street and Rouse is the only intersection with more than two signal phases, which includes a southbound left-turn interval to accommodate the high left- turn traffic volumes. 5 East Hotel Development TIS page 4 TRAFFIC IMPACT STUDY The street width on Babcock varies substantially throughout the study corridor and ranges from 39’ to 62’ from back of curb to back of curb. Babcock carries two eastbound traffic lanes with parking on both sides. Street and curb offsets at intersections, and parking conditions, create sight distance limitations at some stop controlled intersections. Mendenhall Street, which is approximately 41’ wide at its intersection with Rouse and carries two westbound lanes of traffic with parking on both sides of the street. North-south streets within the study area range in width from 28’ to 38’. Parking is allowed on both sides of the streets except where intersections and accesses limit sight distance and parking restrictions are applied. Because Tracy Avenue is only 28’ wide adjacent to the development, there is no parking on the east side of the street. Within the core study area, sidewalks are approximately 10’ to 12’ wide and abut building walls, as is typical of most downtown environments. The mixture of vehicles, pedestrians, bicycles, delivery truck loading and unloading operations, and high parking utilization uniquely identifies the area as the CBD. In this area, the balance between mobility and access is greatly skewed toward access and slower operating speeds are not only expected, but encouraged. Traffic Volumes Existing traffic volumes were determined by performing manual intersection counts at some of study area intersections during the noon and peak pm hour periods. The noon hour peak was used instead of the am hour period because electronic counters on numerous streets within the CBD area indicated that there is no definitive am peak hour, but there is a substantial peak during the noon hour which is typical of most urban CBD areas. Mio-vision traffic recorder cameras were used for all of the intersections on Main Street and at Rouse Avenue intersections with Peach Street and Rouse Avenue. Manual Counts were taken at all of the other study intersections. Due to some variation in count starting and ending periods, at some of the intersections, mathematical adjustments were made using electronic count data collected during the same time period. 5 East Hotel Development TIS page 5 TRAFFIC IMPACT STUDY Figure 2 summarizes the existing noon peak hour turning volumes and Figure 3 summaries the peak pm hour turning movement counts. High pedestrian crossing numbers can be seen at most study intersections within the core area of the Central Business District (CBD). In addition to the peak hour intersection turning movement counts, electronic traffic counters were set on local streets for a study completed in 2017. From hourly count summaries, it was found that the peak hour for traffic on the street system usually occurs between 4:30 and 5:30 averaging approximately 9% of the average weekday traffic (AWT). The noon hour is the beginning of the afternoon peak with the average being approximately the same as the peak pm hour 9% of AWT. The noon hour also has the highest combined pedestrian and bicycle volumes at most intersections during the day. Previous traffic counts taken on arterial and collector streets within the CBD indicate 5 East Hotel Development TIS page 6 TRAFFIC IMPACT STUDY that the noon hour volumes are approximately 8.4% of AWT while the peak pm hour is approximately 9.6% of AWT. 5 East Hotel Development TIS page 7 TRAFFIC IMPACT STUDY Capacity Capacity calculations were conducted for the peak noon and pm hours at all of the study intersections (see Appendix A-1). Tables 1 and 2, on the following pages, summarize the results of capacity calculations for both the noon and pm peak hour periods respectively. Measures in the table include control delay (seconds/vehicle), level of service (LOS), volume-to-capacity (v/c) ratio, and 95% queue length. The calculation results showed that all approach movements at these intersections, with exception of three street approaches, currently operate at or above an acceptable LOS “C” during both peak hour study periods. At the intersection of Babcock and Rouse Avenue the southbound approach operates at LOS “D” in the noon hour and LOS “F” in the peak pm hour with 78.3 seconds per vehicle average delay and a vehicle queue of 6 vehicles. The northbound approach operates at LOS “D in the peak pm hour. The observed operations at all of the study intersections appear to support the theoretical levels of service and calculated vehicle queues shown in Tables 1 and 2, with exception of the Rouse Avenue and Babcock Street intersection. The longest queue observed was three vehicles and the average delay was much less than 78 seconds. The reason for this disparity appears to be the pedestrian crossings on Babcock Street. There were 21 pedestrians crossing during the peak pm hour and the percentage of vehicles on Babcock stopping for pedestrians was near 100%. When vehicles stop on Babcock Street, northbound and southbound vehicles use the interruption in traffic flow to either go straight or make left and right turns. In this case, it is believed that the HCM algorithms understate the actual capacity. The intersection of Rouse Avenue and Peach Street operates with a LOS “D” on the eastbound approach during the noon hour and LOS “F” during the peak PM Hour. In addition, the westbound leg operates at LOS “E” during the peak PM hour. The intersection of Rouse Avenue and Peach Street has been redesigned by the Montana Department of Transportation (MDT) as a part of the Rouse Avenue reconstructions project and will include a traffic signal with 3 approach lanes on Peach Street and a two-way left-turn lane in the middle of Rouse Avenue. It is expected that construction on that project will occur within the next 2 years. 5 East Hotel Development TIS page 8 TRAFFIC IMPACT STUDY LTR LT TR Control Delay (s/veh)27.0 7.3 7.5 LOS C A A V/C Ratio 0.50 0.23 0.27 Queue Length (95%)744 LL T R L T R L T R L R Control Delay (s/veh)9.9 10.1 27.2 21.2 30.8 8.8 LOS A BCC CA V/C Ratio 0.36 0.48 0.64 0.01 0.69 0.30 Queue Length (95%)45 7 0 9 7 LT TR Control Delay (s/veh)16.6 17.7 LOS CC V/C Ratio 0.24 0.24 Queue Length (95%)11 LTR LTR L TR LTR Control Delay (s/veh)13.3 13.3 30.4 31.5 31.8 LOS BB C CC V/C Ratio 0.32 0.32 0.22 0.32 0.34 Queue Length (95%)76 3 54 LTR T R L T Control Delay (s/veh)24.2 17.6 16.7 16.5 17.6 LOS C BBBB V/C Ratio 0.32 0.23 0.15 0.13 0.24 Queue Length (95%)6 6246 LTR LTR LTR LTR Control Delay (s/veh)26.7 17.8 8.0 8.1 LOS DCA A V/C Ratio 0.49 0.30 0.02 0.06 Queue Length (95%)3211 LTR L TR L TR Control Delay (s/veh)30.2 12.5 13.3 11.6 14.2 LOS CB BB B V/C Ratio 0.34 0.19 0.30 0.12 0.37 Queue Length (95%)52 71 7 LTR LTR LTR L TR Control Delay (s/veh)27.6 27.8 30.0 16.2 14.9 LOS CCC B B V/C Ratio 0.44 0.47 0.43 0.28 0.12 Queue Length (95%)796 3 4 LT R T L Control Delay (s/veh)7.7 20.0 29.1 LOS A CD V/C Ratio 0.15 0.10 0.44 Queue Length (95%)11 3 LTR LTR LTR LTR Control Delay (s/veh)12.9 13.5 30.7 27.5 LOS BBCC V/C Ratio 0.29 0.35 0.28 0.07 Queue Length (95%)6941 LTR LTR LTR LTR Control Delay (s/veh)9.4 10.1 7.4 7.4 LOS A B A A V/C Ratio 0.02 0.04 0.03 0.01 Queue Length (95%)1110 Movement Group NA Parking Garage & Black Avenue Movement Group Rouse Avenue & Peach Street N 7th Avenue & Main Street Movement Group B 0.34 NA LTR Movement Group OVERALL Willson Avenue & Main Street 18.2 Intersection OVERALL 17.9B 0.73 NA Mendenhall & Tracy Avenue 7.6 A 0.03 1 OVERALL 13.2 Table 1. Existing Peak Noon Hour Capacity Analysis Summary Movement Group N 7th Avenue & Mendenhall Street Intersection MOE EB WB NB SB OVERALL 16.8 B 0.32 Rouse Avenue & Mendenhall Street Movement Group B B 0.33 Movement Group OVERALL Willson Avenue & Babcock Street 20.2C 0.27 Movement Group Church Avenue & Main Street 0.36 OVERALL 26.1C 0.49 Movement Group Movement Group Rouse Avenue & Main Street Movement Group NA Rouse Avenue & Babcock Street OVERALL 15.5 5 East Hotel Development TIS page 9 TRAFFIC IMPACT STUDY LTR LT TR Control Delay (s/veh)28.9 7.5 7.4 LOS C A A V/C Ratio 0.62 0.27 0.25 Queue Length (95%)854 L LTR LTR LTR L R Control Delay (s/veh)11.0 10.0 27.3 21.7 26.1 10.5 LOS BB C C C B V/C Ratio 0.36 0.48 0.64 0.01 0.69 0.30 Queue Length (95%)65 1 0 1 4 5 LT TR Control Delay (s/veh)18.9 17.5 LOS CC V/C Ratio 0.24 0.16 Queue Length (95%)11 LTR LTR L TR LTR Control Delay (s/veh)16.4 17.1 31.0 28.7 30.1 LOS BB C CC V/C Ratio 0.37 0.42 0.40 0.36 0.42 Queue Length (95%)68 8 55 LTR T R L T Control Delay (s/veh)23.8 19.0 17.2 17.5 18.1 LOS C BBBB V/C Ratio 0.30 0.34 0.20 0.20 0.27 Queue Length (95%)5 7336 LTR LTR LTR LTR Control Delay (s/veh)95.2 37.9 8.8 8.2 LOS FEA A V/C Ratio 0.90 0.64 0.09 0.05 Queue Length (95%)7511 LTR L TR L TR Control Delay (s/veh)34.7 13.5 14.6 12.8 15.3 LOS CB BB B V/C Ratio 0.61 0.25 0.40 0.21 0.44 Queue Length (95%)1 0 39 39 LTR LTR LTR L TR Control Delay (s/veh)28.5 29.4 33.2 17.6 15.6 LOS CCC B B V/C Ratio 0.49 0.55 0.60 0.39 0.20 Queue Length (95%)81 19 5 4 LT R T L Control Delay (s/veh)7.8 31.1 78.3 LOS A DF V/C Ratio 0.19 0.29 0.81 Queue Length (95%)12 6 LTR LTR LTR LTR Control Delay (s/veh)13.6 14.6 33.0 28.3 LOS BBCC V/C Ratio 0.35 0.42 0.40 0.13 Queue Length (95%)5752 LTR LTR LTR LTR Control Delay (s/veh)9.7 9.7 7.5 7.4 LOS A A A A V/C Ratio 0.04 0.02 0.03 0.01 Queue Length (95%)1110 Parking Garage & Black Avenue Movement Group NA Movement Group NA Rouse Avenue & Peach Street Willson Avenue & Babcock Street 20.2C 0.32 Movement Group N 7th Avenue & Mendenhall Street Table 2. Existing Peak PM Hour Capacity Analysis Summary Intersection MOE EB WB NB Movement Group OVERALL Movement Group OVERALL Willson Avenue & Main Street 21.1B NA 0.42 SB Intersection OVERALL 14.5B 0.61 Movement Group N 7th Avenue & Main Street Movement Group Mendenhall & Tracy Avenue 1 B 0.61 OVERALL 17.9 LTR 7.3 A 0.02 OVERALL Church Avenue & Main Street 17.1B 0.32 Rouse Avenue & Babcock Street Movement Group 27.5C 0.61 Movement Group NA Movement Group OVERALL Rouse Avenue & Mendenhall Street 19.6B 0.50 Movement Group OVERALL Rouse Avenue & Main Street 5 East Hotel Development TIS page 10 TRAFFIC IMPACT STUDY TRIP GENERATION Table 3 is a trip generation summary for the 5 East Hotel development. Trip generation rates from ITE’s Trip Generation Report, 10th Edition were evaluated to determine the land use rates that would be most representative of the proposed development land uses (see Appendix B). Within Table 3, trip generation rates and resulting trip projections for the average weekday and the am and pm peak hours for the development are noted. The proposed development consists of 150 hotel rooms and ITE Land Use Code 210 “Hotel” was used, with the variable “X” being “Number of Rooms”. Appendix B also includes trip rates per “Occupied Room” as a comparison. Calculations were completed for each of the rate variables and it was determined that the Occupied Room rates would produce approximately 1.14 more trips in the peak hour periods per room than the Room rate, if the same 150 rooms were used as the variable “X”. This indicates that the ITE “Occupied Room” rate is based on 86% occupancy. An internet search indicated that the average occupancy rate for full service hotels is approximately 80%. If 80% occupancy is used, the number of occupied rooms would be 120 rooms, which would produce approximately 5% fewer trips in the peak hour periods than if the “Room” rate is used. For that reason, the “Room” rates were used to estimate trip generation. No. of Rate Total Total Total Units Units Rate Trips Rate Trips Enter Exit Rate Trips Enter Exit New Development Land Uses Code 310 Hotel 150 Rooms 1 1254 2 71 39 32 3 90 46 44 1254 71 39 32 90 46 44 Trip Mode & Class Adjustments Pedestrian Mode (CBD Circulation)188 11 6 5 14 7 7 Internal Capture Within Structure 63 4 1 3 9 6 3 63 4 1 3 9 6 3 1191 67 38 29 81 40 41 1 - T = 8.36(X) 2 - T = 0.47 (55% enter) 3 - T = 0.60(X) (51% enter) Table 3. 5 East Hotel Trip Generation Total Development Net Vehicular Trips = Peak AM HourAve. Weekday Peak PM Hour Total Potential Trips = Total Trip Mode and Class Reductions = 5 East Hotel Development TIS page 11 TRAFFIC IMPACT STUDY The total development would generate approximately 1264 average weekday trips (AWT) with 71 in the am peak hour of the generator and 90 trips in the peak pm hour of adjacent street traffic. It should be noted that the ITE report does not provide a rate for the noon hour. Because of that, the peak am hour rate was used for analysis of noon hour impacts. Thus, there is a possibility that noon hour impacts could be over-estimated within the study analysis. Since the proposed development will be replacing a used car lot and two single family residences, existing trips on the street system could be removed from the surrounding street system. However, the reductions would not be substantial enough to factor into the analysis. Land use developments typically produce multi-modal trips that include pedestrian, bicycle, and transit trips, in addition to other vehicular trips. When evaluating vehicular impacts, these non- vehicular and transit-related types of trips can often be considered negligible in terms of their potential impacts on site access points. The proposed development, being located within the CBD, which has numerous commercial, retail, entertainment, employment, and dining opportunities within a socially vibrant downtown area, would have enormous potential for alternate trip modes. In addition, the bus transfer station is literally across the street and could attract a number of external CBD area trips that would otherwise be made by passenger vehicles. Alternate trip mode potential is magnified further by the relative proximity of the development to the CBD core. Estimates of alternate trip modes can be based on existing transportation modes in the immediate area and/or by examining trip distribution relative to pedestrian attractions and mode travel times. For this development it was assumed that 15% of the hotel guest trips would be pedestrian trips on the average weekday and in the noon and pm peak hours. This would result in approximately 188 AWT pedestrian trips with 11 in the am hour and 14 in the pm hour, as shown in Table 3. Trip generation potential can be further refined by determining the number of “new” external trips that would appear, as vehicular traffic, at development access points. It is common for developments containing multiple land uses and/or complementary facilities to have trip origins and destinations within the development site boundaries. These trips are part of the total trip generation number, but 5 East Hotel Development TIS page 12 TRAFFIC IMPACT STUDY do not have origins or destinations external to the development site, and as such, do not have an impact on the traffic network external to the development. These types of trips are known as “Internal Capture Trips” (ICT). Because this hotel would have dining and drinking facilities along with a fitness center and meeting space, there is a definite possibility that ICT trips could occur within the confines of the building. A modest estimate of 5% ICT trips was assumed for this development which would result in approximately 63 AWT trips with 4 in the am hour and 9 in the pm hour. Once the number of external vehicle trips is determined, they can be further categorized as primary purpose, diverted link, or passerby purpose trips. Primary purpose trips are trips for which the development is a primary destination from any particular origin. Diverted link trips are trips made to a development as a secondary destination that must be diverted from a path between the origin and primary destination. Passerby trips are also trips made to a development as a secondary destination, but without a diversion from the primary trip path (i.e., a stop on the way home from work). Passerby trips do not represent “new” trips added to the adjacent street system. Thus, site generated passerby trips must be considered as new external trips (movements) at the site approach or approaches, but do not appear as new trips on the adjacent street system. In this case, there is no passerby trip potential associated with the hotel development. Table 3 presents the final net number of vehicular trips that would be added to the street system within the CBD area of Bozeman. Subtracting the pedestrian mode trips and internal capture trips, the potential trip increase at this site results in 1,191 AWT, with 67 trips in the am (noon) hour and 81 in the pm hour 5 East Hotel Development TIS page 13 TRAFFIC IMPACT STUDY TRIP DISTRIBUTION There are various methods available for determining the directional distribution of trips to and from site developments. For developments within a large urbanized area, the TIS is best accomplished through the creation of a computerized transportation model of the urban street system, which includes the proposed development changes. When the creation of a model is not feasible, realistic estimates can be made by determining the distribution of existing traffic volumes on the surrounding street system. The existing distribution can then be applied to newly generated trips, with adjustments made based upon the likely trip origins and destinations associated with the particular development land use or uses. For the 5 East Hotel development, a basic area of influence model was used. Since guests at the hotel would not typically reside within the Bozeman area, a large proportion of trips in the noon and pm hours would be arriving and departing from areas external to Bozeman. Thus, transportation facilities such as the Bozeman Airport, I-90, US 191, and Secondary 86 become primary trip producers and attractors. In addition, the Hotel would attract trips to and from local attractions such as: shopping and services in the CBD and on the west end; skiing at Bridger Bowl and Big Sky; Yellowstone Park; along with educational and sporting events at Montana State University. A Gravity type model using the inverse square of the travel time to the center of each attractor was applied to calculate the relative potential of each attraction. Figure 4 on the following page presents the results of the trip distribution model. The overall distribution of trips resulted in approximately 50% of the trips to and from the northwest with 20% on Main Street and 30% on N 7th Avenue accessing I-90 West. Approximately 30% of the trips would be on Main Street, accessing I90 East, with 10% of the trips to the north on Rouse Avenue and 10% to the south on Willson Avenue. Primary trips within the CDB area were distributed along each arterial and collector street within a one-half mile radius of the development site. Because of the one-way street system on Babcock and Mendenhall and the fact that access to the hotel would be at two different locations needed to be considered. Therefore, directional distribution calculations reflected different inbound and outbound least travel time routing. Single direction distribution percentages were calculated and are shown in Figure 4. 5 East Hotel Development TIS page 14 TRAFFIC IMPACT STUDY TRAFFIC ASSIGNMENT The assignment of site traffic to the street system and site access points is dependent upon several factors. Two such factors are external directional distribution and localized operational site conditions such as one-way streets and intersection delays. Directional distribution proportions were determined in the trip distribution analysis to provide access traffic demand estimates. The distribution/assignment estimates represent traffic movements to and from the site that would occur depending on the directions of arrival or departure relative to the chosen access point. The combined calculation of demand and least time accessibility were used to estimate likely movement volumes 5 East Hotel Development TIS page 15 TRAFFIC IMPACT STUDY at each individual intersection. Turning movements at each access point were then calculated through the application of trip distribution to development vehicular trip generation estimates. Figure 5 presents results of the vehicular traffic volume assignment analysis for average weekday traffic (AWT) and peak noon and pm hour subdivision development conditions. AWT volumes shown in Figure 5 indicate that Black Avenue would have the highest site generated traffic volumes with approximately 715 AWT south of Mendenhall Avenue. That traffic would access both the hotel lobby pull-out on Tracy Avenue and the Bozeman Parking Garage access. Site pedestrian traffic would be mostly concentrated at the intersection of Mendenhall Street and Tracy Avenue with dispersion of pedestrian traffic in all directions from that location. 5 East Hotel Development TIS page 16 TRAFFIC IMPACT STUDY IMPACTS Existing Traffic Volumes Traffic volume impacts for site developments can often be quantified by determining the change in traffic volumes expected at various points within the surrounding network of roads and streets. Site traffic assignments give an indication of what volume of traffic could potentially be added to the street system during the average weekday (AWT). Yet in almost all cases, it is very difficult to determine AWT on any section of street to within 10% accuracy. Thus, impact analyses on streets with relative percentage increases less than 10% are not normally considered to be significant. In this case, the highest AWT impact on any street would be on Black Avenue north of Main Street, where site generated traffic would be approximately 23% of existing traffic. While the percent change in AWT can be used to identify general locations where impacts could be significant, it is the volume changes during peak traffic flow periods that provide specific information on the type and location of impacts that could potentially occur. Figures 6 and 7 present the calculated existing plus site traffic volumes that would be associated with development of 5 East Hotel development. It should be noted that traffic volumes for the intersection of Rouse and Babcock are not included in the figures since no site traffic could be assigned to that intersection. The intersection volumes shown in Figures 6 and 7 are used in capacity calculations to determine whether the additional traffic would have noticeable impacts on each intersection’s efficiency. Figures 6 and 7 also indicate the existing plus site traffic volumes at the development’s garage access on Tracy Avenue and the Bozeman Parking Garage access on Black Avenue. The existing Black Avenue garage access volumes were counted during the peak noon and pm hours on a Wednesday in November 2018. It is estimated that the additional site generated traffic could increase entering and exiting garage traffic by approximately 90% over existing conditions. 5 East Hotel Development TIS page 17 TRAFFIC IMPACT STUDY 5 East Hotel Development TIS page 18 TRAFFIC IMPACT STUDY 5 East Hotel Development TIS page 19 TRAFFIC IMPACT STUDY Capacity Tables 4 and 5 present capacity analysis results for potentially impacted intersections using existing plus development generated peak noon and pm hour traffic volumes. All of the potentially impacted intersections would remain at or above an acceptable LOS “C” except for the two intersections having movements that operate at LOS “D”, LOS “E”, and LOS “F”. In comparing Tables 4 and 5 to Tables 1 and 2, it can be seen that very minor changes in delay and v/c ratios would occur. Some of the vehicle queues would change with vehicle queues increasing in some lanes and vehicle queues decreasing in others. None of the intersections would have any change in the overall LOS or individual movement LOS. This indicates that if the development existed at the present time, there would be no measurable difference in current operations at any of the intersections. The Black Avenue access to the Bozeman Parking Garage would operate at acceptable levels of service during the peak noon and pm hours of operation. 5 East Hotel Development TIS page 20 TRAFFIC IMPACT STUDY LTR LT TR Control Delay (s/veh)27.2 7.3 7.6 LOS C A A V/C Ratio 0.52 0.23 0.27 Queue Length (95%)745 L LTR LTR LTR L R Control Delay (s/veh)12.4 8.8 27.3 21.2 32.2 8.8 LOS B A CC CA V/C Ratio 0.60 0.30 0.65 0.01 0.72 0.30 Queue Length (95%)5 6 7 074 LT TR Control Delay (s/veh)17.6 17.9 LOS CC V/C Ratio 0.27 0.24 Queue Length (95%)21 LTR LTR L TR LTR Control Delay (s/veh)13.4 13.4 30.4 31.5 31.9 LOS BB C CC V/C Ratio 0.33 0.33 0.23 0.32 0.34 Queue Length (95%)55 3 54 LTR T R L T Control Delay (s/veh)24.2 17.6 16.7 16.5 17.6 LOS C BBBB V/C Ratio 0.32 0.23 0.16 0.13 0.24 Queue Length (95%)6 6235 LTR LTR LTR LTR Control Delay (s/veh)26.9 17.8 8.0 8.1 LOS DCA A V/C Ratio 0.49 0.30 0.02 0.06 Queue Length (95%)3211 LTR L TR L TR Control Delay (s/veh)30.3 12.5 13.3 11.6 14.3 LOS CB BB B V/C Ratio 0.34 0.19 0.30 0.12 0.37 Queue Length (95%)52 72 8 LTR LTR LTR L TR Control Delay (s/veh)27.8 28.0 30.0 16.2 14.9 LOS CCC B B V/C Ratio 0.45 0.48 0.43 0.28 0.12 Queue Length (95%)81 06 4 4 LTR LTR LTR LTR Control Delay (s/veh)13.0 13.6 30.7 27.5 LOS BBCC V/C Ratio 0.30 0.35 0.28 0.07 Queue Length (95%)5461 LTR LTR LTR LTR Control Delay (s/veh)10.5 9.7 7.5 7.4 LOS B A A A V/C Ratio 0.07 0.02 0.05 0.01 Queue Length (95%)1111 Church Avenue & Main Street 15.5B 0.32 Parking Garage & Black Avenue Movement Group NA Movement Group OVERALL Rouse Avenue & Main Street 26.3C 0.49 Movement Group OVERALL Rouse Avenue & Mendenhall Street 16.8B 0.36 Movement Group NA Rouse Avenue & Peach Street Movement Group OVERALL Willson Avenue & Babcock Street 20.2C 0.28 Movement Group OVERALL Willson Avenue & Main Street 18.3B 0.33 Movement Group OVERALL Mendenhall & Tracy Avenue 7.6 A 0.031 Movement Group OVERALL N 7th Avenue & Main Street 18.1B 0.72 Movement Group LTR NA N 7th Avenue & Mendenhall Street 13.3B 0.35 Table 4. Existing Plus Site Traffic Peak Noon Hour Capacity Analysis Summary Intersection MOE EB WB NB SB Intersection Movement Group OVERALL 5 East Hotel Development TIS page 21 TRAFFIC IMPACT STUDY LTR LT TR Control Delay (s/veh)29.2 7.5 7.4 LOS C A A V/C Ratio 0.64 0.27 0.25 Queue Length (95%)754 LL T R L T R L T R L R Control Delay (s/veh)11.0 10.1 27.5 21.7 26.7 10.5 LOS BB C C C B V/C Ratio 0.44 0.48 0.72 0.02 0.55 0.34 Queue Length (95%)6 6 1 1 167 LT TR Control Delay (s/veh)20.2 17.2 LOS CC V/C Ratio 0.28 0.18 Queue Length (95%)21 LTR LTR L TR LTR Control Delay (s/veh)16.6 17.2 31.1 28.7 30.2 LOS BB C CC V/C Ratio 0.38 0.42 0.41 0.36 0.43 Queue Length (95%)77 9 56 LTR T R L T Control Delay (s/veh)23.8 19.0 17.3 17.5 18.1 LOS C BBBB V/C Ratio 0.30 0.34 0.20 0.19 0.28 Queue Length (95%)6 8267 LTR LTR LTR LTR Control Delay (s/veh)99.8 39.0 8.8 8.3 LOS FEA A V/C Ratio 0.91 0.65 0.09 0.05 Queue Length (95%)7511 LTR L TR L TR Control Delay (s/veh)34.7 13.5 14.6 12.8 15.3 LOS CB BB B V/C Ratio 0.61 0.25 0.40 0.21 0.44 Queue Length (95%)10 3 9 4 10 LTR LTR LTR L TR Control Delay (s/veh)28.8 29.7 33.2 17.6 15.6 LOS CCC B B V/C Ratio 0.51 0.56 0.60 0.39 0.19 Queue Length (95%)91 49 5 4 LTR LTR LTR LTR Control Delay (s/veh)13.7 14.7 33.0 28.3 LOS BBCC V/C Ratio 0.36 0.43 0.40 0.13 Queue Length (95%)7952 LTR LTR LTR LTR Control Delay (s/veh)10.8 10.1 7.5 7.4 LOS BBA A V/C Ratio 0.11 0.03 0.10 0.01 Queue Length (95%)1110 Church Avenue & Main Street 17.1B 0.42 Movement Group NA Parking Garage & Black Avenue Movement Group OVERALL Rouse Avenue & Main Street 27.7C 0.62 Movement Group OVERALL Rouse Avenue & Mendenhall Street 19.6B 0.50 Movement Group NA Rouse Avenue & Peach Street Movement Group OVERALL Willson Avenue & Babcock Street 20.3C 0.32 Movement Group OVERALL Willson Avenue & Main Street 21.2C 0.43 Movement Group OVERALL Mendenhall & Tracy Avenue 7.3 A 0.021 Movement Group OVERALL N 7th Avenue & Main Street 18.2B 0.62 Movement Group LTR NA Movement Group OVERALL N 7th Avenue & Mendenhall Street 14.6B 0.38 Table 5. Existing Plus Site Traffic Peak PM Hour Capacity Analysis Summary Intersection MOE EB WB NB SB Intersection 5 East Hotel Development TIS page 22 TRAFFIC IMPACT STUDY Safety In terms of accident potential at the study accesses and intersections, any increase in traffic would result in a commensurate increase in exposure, which has the potential to result in a higher number of total accidents at area intersections. However, it is unlikely that accident and/or severity rates would increase as a result of the additional demand created by the minimal volume of site-generated traffic. Auxiliary turn lane warrants were investigated for the Bozeman Parking Garage access and it was determined that none of the auxiliary lane warrants (left or right turn lanes) would be close to being met. Future Traffic Volumes Because the development site is located near the center of the CBD which has fully occupied for many decades, the only significant changes in traffic would occur due to redevelopment of existing properties, increased densities, and land use changes. In 2003 and 2004, Marvin & Associates prepared a TIS for the Arts at City Center project in Downtown Bozeman. That study included extensive traffic counts at almost all downtown intersections as well and electronic counts on key streets. Eight of the fifteen intersections counts taken in 2017 were compared to year 2003 counts at the same intersections and it was determined that the net traffic growth over the past 14 years was approximately 1%, which is incredible considering all of the changes that have occurred in the CBD in the past 14 years. It appears that some of the growth has been absorbed by increases in pedestrian and bicycle traffic. Given these facts, it appears that future traffic projections based on historic records would be minimal. An assumption was made that an increase of 5% over the next 15-year period would not be unreasonable considering the past trends. Therefore, a 5% increase was applied to the peak pm hour traffic conditions (Figure 7) for analysis of future (year 2033) conditions. Future Capacity Table 6 presents a summary of capacity calculations for future (year 2033) peak pm hour conditions based on existing traffic increases of 5% plus site traffic at each of the intersections. Future capacity 5 East Hotel Development TIS page 23 TRAFFIC IMPACT STUDY calculations for the year 2033 peak noon hour were not completed since the peak pm hour existing traffic capacity conditions had the highest average vehicle delay at most of the intersections. In comparing Table 6 results to Table 5, one substantial change can be noted. Future capacity calculations at the intersection of Rouse Avenue and Peach Street assumed that the reconstruction and signalization of that intersection would have completed in the year 2020 and the revised intersection control would operate at an overall LOS “B”. The Bozeman Parking Garage access on Black Avenue would operate at LOS “B” in the future. LTR LT TR Control Delay (s/veh)30.0 7.6 7.5 LOS C A A V/C Ratio 0.68 0.28 0.27 Queue Length (95%)854 L LTR LTR LTR L R Control Delay (s/veh)11.9 10.4 29.6 21.3 26.7 10.2 LOS BB C C C B V/C Ratio 0.48 0.51 0.78 0.02 0.57 0.36 Queue Length (95%)6 6 1 0 066 LT TR Control Delay (s/veh)22.9 18.3 LOS CC V/C Ratio 0.33 0.20 Queue Length (95%)21 LTR LTR L TR LTR Control Delay (s/veh)16.9 17.7 32.3 29.2 31.2 LOS BB C CC V/C Ratio 0.41 0.45 0.45 0.38 0.47 Queue Length (95%)87 6 77 LTR T R L T Control Delay (s/veh)24.0 19.3 17.4 17.9 18.3 LOS CB B B B V/C Ratio 0.31 0.36 0.22 0.21 0.29 Queue Length (95%)6 9457 LTRLTRL T R L T R Control Delay (s/veh)26.3 26.4 14.3 25.8 26.5 14.7 8.2 17.3 5.9 21.8 LOS CCBCCBA B A C V/C Ratio 0.12 0.13 0.08 0.04 0.16 0.14 0.19 0.51 0.10 0.70 Queue Length (95%)32102228 39 LTR L TR L TR Control Delay (s/veh)30.7 17.4 18.1 16.1 19.0 LOS CB BB B V/C Ratio 0.58 0.32 0.45 0.25 0.50 Queue Length (95%)93 96 1 1 LTR LTR LTR L TR Control Delay (s/veh)30.0 30.4 34.3 17.9 15.7 LOS CCC B B V/C Ratio 0.56 0.60 0.64 0.42 0.21 Queue Length (95%)13 13 10 6 5 LTR LTR LTR LTR Control Delay (s/veh)14.0 15.0 33.6 28.4 LOS BBCC V/C Ratio 0.38 0.46 0.42 0.13 Queue Length (95%)8952 LTR LTR LTR LTR Control Delay (s/veh)11.0 10.2 7.6 7.4 LOS BBA A V/C Ratio 0.12 0.03 0.04 0.01 Queue Length (95%)1110 Rouse Avenue & Main Street 18.7B 0.50 Movement Group OVERALL 28.5C 0.65 Rouse Avenue & Mendenhall Street 21.3C Movement Group NA Bozeman Parking Garage & Black Avenue Movement Group OVERALL Church Avenue & Main Street 17.5B 0.44 0.53 Movement Group OVERALL C 0.34 Willson Avenue & Babcock Street 20.4 Movement Group OVERALL Rouse Avenue & Peach Street Movement Group OVERALL Willson Avenue & Main Street 21.7C 0.46 Movement Group OVERALL Mendenhall & Tracy Avenue 7.4 A 0.03 1 Movement Group OVERALL N 7th Avenue & Main Street 19.1B 0.65 Movement Group LTR NA Movement Group OVERALL N 7th Avenue & Mendenhall Street 15.0B 0.40 Table 6. Future Conditions Peak PM Hour Capacity Analysis Summary Intersection MOE EB WB NB SB Intersection 5 East Hotel Development TIS page 24 TRAFFIC IMPACT STUDY SITE ACCESS TRAFFIC OPERATIONS Safety operations related to the Hotel Lobby pull-out garage access on Tracy Avenue would require a clear line of sight from the pull-out lane to on-coming northbound traffic. Tracy Avenue, as a local street, has a 25 mph speed limit. Thus, the minimum stopping sight distance required in both directions would be 155 feet. Since there is no parking on the east side of Tracy Avenue at the present time, there wouldn’t be any sight restrictions created by parked vehicles. CONCLUSIONS AND RECOMMENDATIONS Analysis of trip generation estimates, traffic assignments, and capacity calculations show that the development of the 5 East Hotel development would not have any appreciable impacts on traffic operations on the surrounding street system. Capacity calculations indicate that the only external area intersections that operates at an overall LOS less than “C” are the intersection of Peach Street and Rouse Avenue. The intersection of Peach Street and Rouse Avenue is scheduled for reconstruction within the next few years, which will alleviate any existing or future operational problems associated with safety and efficiency. There are no planned improvements to the intersection of Rouse Avenue and Babcock Street, which currently operates below an acceptable LOS. However, the TIS analysis indicates that none of the site generated traffic would enter that intersection in the noon or pm peak hours on a daily basis. Thus, there would be no measurable impacts to that intersection. All of the remaining intersections would operate at a LOS “C” or better, including the garage accesses associated with this development. APPENDIX A-1 Existing Capacity Calculations HCM Analysis Summary Existing Conditions R Marvin Peak Noon Hour Analysis Duration: 15 mins. /N7th Avenue 10/26/2017 Case: N 7th & Mendenhall Noon Exist Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 0 0 2 2 2 2 2 2 LT 12.0 LT 12.0 T 12.0 TR 12.0 T 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LT 3 TR 3 0 0.90 2 0 0.90 2 0 0.90 2 94 0.96 2 221 0.96 2 226 0.96 2 16 0.96 2 434 0.96 2 0 0.90 2 0 0.90 2 530 0.96 2 40 0.96 2 0 5 0 0 --- --- 120 5 0 0 --- --- 0 5 0 0 --- --- 5 5 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LT TP 0 22.0 3.5 1.5 53.0 3.5 1.5 Actuated 85.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOS WB * LTR 869 0.130 0.259 LTR 0.504 27.0 C 27.0 C NB LT 2049 0.143 0.624 LT 0.229 7.3 A 7.3 A SB * TR 2186 0.168 0.624 TR 0.269 7.5 A 7.5 A Intersection: Delay = 13.2sec/veh Int. LOS=B Xc= 0.34 * Critical Lane Group (v/s)Crit= 0.30 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Conditions R Marvin Peak Noon Hour /N7th Avenue 10/26/2017 Case: N 7th & Mendenhall Noon Exist App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in WB LTR 5 / 7 11.5 0.0 All 11.5 0.0 NB LT 2 / 4 19.1 0.0 All 19.1 0.0 SB TR 3 / 4 19.6 0.0 All 19.6 0.0 Intersect. 15.6 SIG/Cinema v3.08 Marvin & Associates Page 2 94 221 226 16 434 530 40 1 21 24 2 52 24 2 52 24 HCM Analysis Summary Existing Conditions R Marvin Peak PM Hour Analysis Duration: 15 mins. /N7th Avenue 10/26/2017 Case: N 7th & Mendenhall PM Exist Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 0 0 2 2 2 2 2 2 LT 12.0 LT 12.0 T 12.0 TR 12.0 T 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LT 3 TR 3 0 0.90 2 0 0.90 2 0 0.90 2 96 0.99 2 273 0.99 2 262 0.99 2 7 0.99 2 549 0.99 2 0 0.90 2 0 0.90 2 492 0.99 2 49 0.99 2 0 5 0 0 --- --- 100 5 0 0 --- --- 0 5 0 0 --- --- 5 5 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LT TP 0 22.0 3.5 1.5 53.0 3.5 1.5 Actuated 85.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOS WB * LTR 864 0.161 0.259 LTR 0.622 28.9 C 28.9 C NB * LT 2095 0.167 0.624 LT 0.268 7.5 A 7.5 A SB TR 2179 0.155 0.624 TR 0.248 7.4 A 7.4 A Intersection: Delay = 14.5sec/veh Int. LOS=B Xc= 0.37 * Critical Lane Group (v/s)Crit= 0.33 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Conditions R Marvin Peak PM Hour /N7th Avenue 10/26/2017 Case: N 7th & Mendenhall PM Exist App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in WB LTR 6 / 8 11.1 0.0 All 11.1 0.0 NB LT 3 / 5 18.1 0.0 All 18.1 0.0 SB TR 2 / 4 18.9 0.0 All 18.9 0.0 Intersect. 14.9 SIG/Cinema v3.08 Marvin & Associates Page 2 96 273 262 7 549 492 49 1 21 24 2 52 24 2 52 24 HCM Analysis Summary Existing Conditions R Marvin Peak Noon Hour Analysis Duration: 15 mins. Main Street/Business Access 10/26/2017 Case: N 7th & Main Noon Exist Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 3 2 2 2 1 2 2 1 L 12.0 LT 12.0 LTR 12.0 LT 12.0 LT 12.0 TR 12.0 R 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) L 3 LTR 3 LTR 3 LTR 3 LT 3 R 3 315 0.95 2 567 0.95 2 11 0.95 0 0 0.95 0 534 0.95 2 119 0.95 2 0 0.95 0 0 0.95 0 5 0.95 0 271 0.95 2 2 0.95 0 348 0.95 2 2 10 0 0 --- --- 30 4 0 0 --- --- 0 5 0 0 --- --- 80 2 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP R LTP LTP LTP LTP 0 20.0 3.5 1.5 25.0 3.5 1.5 25.0 3.5 1.5 Pretimed 85.0 Sec 15.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB Lper 139 0.000 0.353 10.1 B Lpro 416 0.112 0.235 L 0.359 9.9 A LTRper 711 0.000 0.353 * LTRpro 824 0.211 0.235 LTR 0.481 10.1 B WB * LTR 1018 0.190 0.294 LTR 0.644 27.2 C 27.2 C NB LTR 481 0.003 0.294 LTR 0.010 21.2 C 21.2 C SB * L 411 0.204 0.294 L 0.693 30.8 C 19.9 B R 931 0.178 0.588 R 0.303 8.8 A Intersection: Delay = 17.9sec/veh Int. LOS=B Xc= 0.73 * Critical Lane Group (v/s)Crit= 0.60 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Conditions R Marvin Peak Noon Hour Main Street/Business Access 10/26/2017 Case: N 7th & Main Noon Exist App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB L 3 / 4 9.0 0.0 LTR 4 / 5 18.0 0.0 All 15.9 0.0 WB LTR 6 / 7 10.0 0.0 All 10.0 0.0 NB LTR 0 / 0 25.6 0.0 All 25.6 0.0 SB L 4 / 9 11.0 0.0 R 3 / 7 19.1 0.0 All 15.0 0.0 Intersect. 13.4 SIG/Cinema v3.08 Marvin & Associates Page 2 315 567 11 0 534 119 0 0 5 271 2 348 1 19 24 1 19 24 2 24 24 2 24 24 3 24 24 3 24 24 HCM Analysis Summary Existing Conditions R Marvin Peak PM Hour Analysis Duration: 15 mins. Main Street/Business Access 10/26/2017 Case: N 7th & Main PM Exist Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 3 2 2 2 1 2 2 1 L 12.0 LT 12.0 LTR 12.0 LT 12.0 LT 12.0 TR 12.0 R 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) L 3 LTR 3 LTR 3 LTR 3 LT 3 R 3 407 0.99 2 508 0.99 2 10 0.99 0 0 0.99 0 684 0.99 2 142 0.99 2 0 0.99 0 3 0.99 0 5 0.99 0 210 0.99 2 0 0.99 0 380 0.99 2 2 7 0 0 --- --- 30 2 0 0 --- --- 0 2 0 0 --- --- 80 0 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP R LTP LTP LTP LTP 0 18.0 3.5 1.5 28.0 3.5 1.5 25.0 3.5 1.5 Pretimed 86.0 Sec 15.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB Lper 222 0.000 0.384 10.4 B * Lpro 719 0.120 0.209 L 0.437 11.0 B TR 1102 0.280 0.593 TR 0.473 10.0 B WB * LTR 1128 0.232 0.326 LTR 0.713 27.3 C 27.3 C NB LTR 505 0.005 0.291 LTR 0.016 21.7 C 21.7 C SB * LT 407 0.152 0.291 LT 0.521 26.1 C 16.9 B R 884 0.191 0.558 R 0.343 10.5 B Intersection: Delay = 17.9sec/veh Int. LOS=B Xc= 0.61 * Critical Lane Group (v/s)Crit= 0.50 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Conditions R Marvin Peak PM Hour Main Street/Business Access 10/26/2017 Case: N 7th & Main PM Exist App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB L 4 / 6 14.0 0.0 TR 5 / 5 15.7 0.0 All 14.5 0.0 WB LTR 7 / 10 9.9 0.0 All 9.9 0.0 NB LTR 0 / 1 21.5 0.0 All 21.5 0.0 SB LT 3 / 4 10.5 0.0 R 3 / 5 17.5 0.0 All 14.6 0.0 Intersect. 12.5 SIG/Cinema v3.08 Marvin & Associates Page 2 407 508 10 0 684 142 0 3 5 210 0 380 1 17 24 1 17 24 2 27 24 2 27 24 3 24 24 3 24 24 HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Mendenhall and Tracy Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 7/27/2018 East/West Street Mendenhall St Analysis Year 2018 North/South Street Tracy Avenue Time Analyzed Peak Noon Existing Peak Hour Factor 0.98 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description 5 East Development 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 0 0 0 0 2 0 0 1 0 0 1 0 Configuration LT TR LT TR Volume, V (veh/h)43 463 23 59 35 57 30 Percent Heavy Vehicles (%)1 1 1 1 1 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.5 6.5 6.5 6.9 Critical Headway (sec)4.12 6.82 6.52 6.52 6.92 Base Follow-Up Headway (sec)2.2 3.5 4.0 4.0 3.3 Follow-Up Headway (sec)2.21 3.51 4.01 4.01 3.31 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)44 96 89 Capacity, c (veh/h)1445 406 372 v/c Ratio 0.03 0.24 0.24 95% Queue Length, Q₉₅ (veh)0.1 0.9 0.9 Control Delay (s/veh)7.6 16.6 17.7 Level of Service, LOS A C C Approach Delay (s/veh)0.7 16.6 17.7 Approach LOS C C Copyright © 2018 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.4 Generated: 7/27/2018 2:42:00 PMMendenhall & Tracy Noon Exist.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Mendenhall and Tracy Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 7/27/2018 East/West Street Mendenhall St Analysis Year 2018 North/South Street Tracy Avenue Time Analyzed Peak PM Existing Peak Hour Factor 0.88 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description 5 East Development 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 0 0 0 0 2 0 0 1 0 0 1 0 Configuration LT TR LT TR Volume, V (veh/h)32 579 33 24 48 36 12 Percent Heavy Vehicles (%)1 1 1 1 1 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.5 6.5 6.5 6.9 Critical Headway (sec)4.12 6.82 6.52 6.52 6.92 Base Follow-Up Headway (sec)2.2 3.5 4.0 4.0 3.3 Follow-Up Headway (sec)2.21 3.51 4.01 4.01 3.31 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)36 82 55 Capacity, c (veh/h)1569 341 342 v/c Ratio 0.02 0.24 0.16 95% Queue Length, Q₉₅ (veh)0.1 0.9 0.6 Control Delay (s/veh)7.3 18.9 17.5 Level of Service, LOS A C C Approach Delay (s/veh)0.5 18.9 17.5 Approach LOS C C Copyright © 2018 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.4 Generated: 7/27/2018 12:58:07 PMMendenhall & Tracy PM Exist.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Rouse & Peach Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 7/27/2018 East/West Street Peach Street Analysis Year 2018 North/South Street Rouse Avenue Time Analyzed Peak Noon Existing Peak Hour Factor 0.93 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description 5 East Development 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)35 56 54 3 49 62 22 271 17 74 250 72 Percent Heavy Vehicles (%)1 1 1 1 1 1 1 1 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)156 123 24 80 Capacity, c (veh/h)318 404 1218 1256 v/c Ratio 0.49 0.30 0.02 0.06 95% Queue Length, Q₉₅ (veh)2.6 1.3 0.1 0.2 Control Delay (s/veh)26.7 17.8 8.0 8.1 Level of Service, LOS D C A A Approach Delay (s/veh)26.7 17.8 0.7 2.0 Approach LOS D C Copyright © 2018 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.4 Generated: 7/27/2018 12:51:52 PMRouse & Peach Noon Exist.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Rouse & Peach Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 7/27/2018 East/West Street Peach Street Analysis Year 2018 North/South Street Rouse Avenue Time Analyzed Peak PM Existing Peak Hour Factor 0.86 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description 5 East Development 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)27 42 68 5 51 102 78 326 14 48 409 52 Percent Heavy Vehicles (%)1 1 1 1 1 1 1 1 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.11 6.51 6.21 7.11 6.51 6.21 4.11 4.11 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.51 4.01 3.31 3.51 4.01 3.31 2.21 2.21 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)159 184 91 56 Capacity, c (veh/h)178 285 1035 1167 v/c Ratio 0.90 0.64 0.09 0.05 95% Queue Length, Q₉₅ (veh)6.7 4.1 0.3 0.2 Control Delay (s/veh)95.2 37.9 8.8 8.2 Level of Service, LOS F E A A Approach Delay (s/veh)95.2 37.9 2.5 1.3 Approach LOS F E Copyright © 2018 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.4 Generated: 7/27/2018 12:50:48 PMRouse & Peach PM Exist.xtw HCM Analysis Summary Existing R Marvin Noon Analysis Duration: 15 mins. Main Street/Willson Ave 10/26/17 Case: Willson Main Noon Exist Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 2 2 2 1 1 1 LT 12.0 LT 12.0 L 12.0 LTR 12.0 TR 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LTR 3 L 3 TR 3 LTR 3 27 0.97 0 446 0.97 1 79 0.97 0 38 0.97 0 478 0.97 1 21 0.97 0 72 0.97 0 126 0.97 0 42 0.97 0 21 0.97 0 121 0.97 0 25 0.97 0 20 73 0 0 --- 5 5 71 0 0 --- 5 5 110 0 0 --- 5 5 186 0 0 --- 5 Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP LTP 0 70.0 3.5 1.5 40.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB LTR 1721 0.186 0.583 LTR 0.319 13.3 B 13.3 B WB * LTR 1699 0.188 0.583 LTR 0.323 13.3 B 13.3 B NB L 332 0.074 0.333 L 0.223 30.4 C 31.1 C TR 522 0.107 0.333 TR 0.322 31.5 C SB * LTR 502 0.112 0.333 LTR 0.335 31.8 C 31.8 C Intersection: Delay = 18.2sec/veh Int. LOS=B Xc= 0.33 * Critical Lane Group (v/s)Crit= 0.30 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing R Marvin Noon Main Street/Willson Ave 10/26/17 Case: Willson Main Noon Exist App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 5 / 7 15.4 0.0 All 15.4 0.0 WB LTR 4 / 6 15.1 0.0 All 15.1 0.0 NB L 2 / 3 2.9 0.0 TR 3 / 5 11.2 0.0 All 9.1 0.0 SB LTR 3 / 4 10.6 0.0 All 10.6 0.0 Intersect. 13.2 SIG/Cinema v3.08 Marvin & Associates Page 2 27 446 79 38 478 21 72 126 42 21 121 25 1 69 24 1 69 24 2 39 24 2 39 24 HCM Analysis Summary Existing R Marvin Peak PM Analysis Duration: 15 mins. Main Street/Willson Ave 10/26/17 Case: Willson Main PM Exist Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 2 2 2 1 1 1 LT 12.0 LT 12.0 L 12.0 LTR 12.0 TR 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LTR 3 L 3 TR 3 LTR 3 20 0.95 0 461 0.95 1 101 0.95 0 49 0.95 0 539 0.95 1 22 0.95 0 137 0.95 0 168 0.95 0 40 0.95 0 26 0.95 0 189 0.95 0 23 0.95 0 20 60 0 0 --- 5 5 25 0 0 --- 5 5 86 0 0 --- 5 5 109 0 0 --- 5 Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP LTP 0 65.0 3.5 1.5 45.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB LTR 1613 0.199 0.542 LTR 0.366 16.4 B 16.4 B WB * LTR 1529 0.226 0.542 LTR 0.417 17.1 B 17.1 B NB L 356 0.152 0.375 L 0.404 31.0 C 29.6 C TR 599 0.134 0.375 TR 0.357 28.7 C SB * LTR 579 0.159 0.375 LTR 0.423 30.1 C 30.1 C Intersection: Delay = 21.1sec/veh Int. LOS=C Xc= 0.42 * Critical Lane Group (v/s)Crit= 0.38 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing R Marvin Peak PM Main Street/Willson Ave 10/26/17 Case: Willson Main PM Exist App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 5 / 6 14.1 0.0 All 14.1 0.0 WB LTR 6 / 8 12.8 0.0 All 12.8 0.0 NB L 4 / 8 2.6 0.0 TR 3 / 5 15.1 0.0 All 9.5 0.0 SB LTR 5 / 5 9.6 0.0 All 9.6 0.0 Intersect. 11.8 SIG/Cinema v3.08 Marvin & Associates Page 2 20 461 101 49 539 22 137 168 40 26 189 23 1 64 24 1 64 24 2 44 24 2 44 24 HCM Analysis Summary Existing R Marvin Noon Analysis Duration: 15 mins. Babcock St/Willson Ave 10/26/17 Case: Willson Babcock Noon Existing Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 0 0 2 1 2 1 LT 12.0 T 12.0 L 12.0 TR 12.0 R 12.0 T 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 T 3 R 3 L 3 T 3 23 0.96 1 383 0.96 1 54 0.96 1 0 0.90 2 0 0.90 2 0 0.90 2 0 0.90 2 211 0.96 1 190 0.96 0 66 0.96 0 212 0.96 1 0 0.90 2 10 6 0 0 --- --- 0 33 0 0 --- --- 75 30 0 0 --- --- 0 5 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP TP LT 0 50.0 3.5 1.5 60.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB * LTR 1457 0.134 0.417 LTR 0.322 24.2 C 24.2 C NB T 941 0.117 0.500 T 0.234 17.6 B 17.2 B R 783 0.077 0.500 R 0.153 16.7 B SB L 550 0.063 0.500 L 0.125 16.5 B 17.3 B * T 941 0.117 0.500 T 0.235 17.6 B Intersection: Delay = 20.2sec/veh Int. LOS=C Xc= 0.27 * Critical Lane Group (v/s)Crit= 0.25 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing R Marvin Noon Babcock St/Willson Ave 10/26/17 Case: Willson Babcock Noon Existing App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 6 / 6 11.4 0.0 All 11.4 0.0 NB T 4 / 6 14.2 0.0 R 1 / 2 16.4 0.0 All 14.5 0.0 SB L 1 / 4 6.3 0.0 T 4 / 6 13.2 0.0 All 12.2 0.0 Intersect. 12.6 SIG/Cinema v3.08 Marvin & Associates Page 2 23 383 54 211 190 66 212 1 49 24 2 59 24 2 59 24 HCM Analysis Summary Existing R Marvin Peak PM Analysis Duration: 15 mins. Babcock St/Willson Ave 10/26/17 Case: Willson Babcock PM Existing Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 0 0 2 1 2 1 LT 12.0 T 12.0 L 12.0 TR 12.0 R 12.0 T 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 T 3 R 3 L 3 T 3 32 0.95 1 348 0.95 1 51 0.95 1 0 0.90 2 0 0.90 2 0 0.90 2 0 0.90 2 302 0.95 1 220 0.95 0 85 0.95 0 244 0.95 1 0 0.90 2 20 8 0 0 --- --- 0 24 0 0 --- --- 75 32 0 0 --- --- 0 5 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP TP LT 0 50.0 3.5 1.5 60.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB * LTR 1459 0.124 0.417 LTR 0.297 23.8 C 23.8 C NB * T 941 0.169 0.500 T 0.338 19.0 B 18.4 B R 782 0.098 0.500 R 0.196 17.2 B SB L 463 0.096 0.500 L 0.192 17.5 B 17.9 B T 941 0.137 0.500 T 0.273 18.1 B Intersection: Delay = 20.2sec/veh Int. LOS=C Xc= 0.32 * Critical Lane Group (v/s)Crit= 0.29 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing R Marvin Peak PM Babcock St/Willson Ave 10/26/17 Case: Willson Babcock PM Existing App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 5 / 5 11.6 0.0 All 11.6 0.0 NB T 5 / 7 14.8 0.0 R 1 / 2 15.1 0.0 All 14.8 0.0 SB L 2 / 3 4.8 0.0 T 4 / 6 14.3 0.0 All 12.6 0.0 Intersect. 13.0 SIG/Cinema v3.08 Marvin & Associates Page 2 32 348 51 302 220 85 244 1 49 24 2 59 24 2 59 24 HCM Analysis Summary Existing R Marvin Noon Analysis Duration: 15 mins. Mendenhall St/Rouse Ave 10/26/17 Case: Mendenhall Rouse Noon Existing Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 0 1 1 2 2 1 2 1 LTR 12.0 L 12.0 L 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 L 3 TR 3 L 3 TR 3 0 0.90 2 0 0.90 2 0 0.90 2 5 0.96 1 196 0.96 1 5 0.96 1 92 0.96 1 303 0.96 1 10 0.96 1 64 0.96 1 267 0.96 1 136 0.96 1 0 11 0 0 --- --- 2 8 0 0 --- --- 0 10 0 0 --- --- 35 6 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP 0 40.0 3.5 1.5 70.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOS WB * LTR 625 0.113 0.333 LTR 0.339 30.2 C 30.2 C NB L 514 0.109 0.583 L 0.187 12.5 B 13.1 B TR 1091 0.174 0.583 TR 0.299 13.3 B SB L 562 0.070 0.583 L 0.119 11.6 B 13.8 B * TR 1048 0.213 0.583 TR 0.365 14.2 B Intersection: Delay = 16.8sec/veh Int. LOS=B Xc= 0.36 * Critical Lane Group (v/s)Crit= 0.33 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing R Marvin Noon Mendenhall St/Rouse Ave 10/26/17 Case: Mendenhall Rouse Noon Existing App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in WB LTR 5 / 5 9.2 0.0 All 9.2 0.0 NB L 1 / 2 6.2 0.0 TR 5 / 7 14.9 0.0 All 13.9 0.0 SB L 1 / 1 7.0 0.0 TR 5 / 7 16.4 0.0 All 15.3 0.0 Intersect. 13.1 SIG/Cinema v3.08 Marvin & Associates Page 2 5 196 5 92 303 10 64 267 136 1 39 24 2 69 24 2 69 24 HCM Analysis Summary Existing R Marvin Peak PM Analysis Duration: 15 mins. Mendenhall St/Rouse Ave 10/26/17 Case: Mendenhall Rouse PM Existing Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 0 1 1 2 2 1 2 1 LTR 12.0 L 12.0 L 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 L 3 TR 3 L 3 TR 3 0 0.90 2 0 0.90 2 0 0.90 2 12 0.89 1 212 0.89 1 126 0.89 1 99 0.89 1 369 0.89 1 14 0.89 1 86 0.89 1 333 0.89 1 124 0.89 1 0 22 0 0 --- --- 30 17 0 0 --- --- 0 5 0 0 --- --- 45 19 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP 0 40.0 3.5 1.5 70.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOS WB * LTR 591 0.202 0.333 LTR 0.607 34.7 C 34.7 C NB L 447 0.145 0.583 L 0.248 13.5 B 14.4 B TR 1090 0.231 0.583 TR 0.395 14.6 B SB L 474 0.119 0.583 L 0.205 12.8 B 14.9 B * TR 1061 0.255 0.583 TR 0.436 15.3 B Intersection: Delay = 19.6sec/veh Int. LOS=B Xc= 0.50 * Critical Lane Group (v/s)Crit= 0.46 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing R Marvin Peak PM Mendenhall St/Rouse Ave 10/26/17 Case: Mendenhall Rouse PM Existing App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in WB LTR 9 / 10 9.0 0.0 All 9.0 0.0 NB L 1 / 3 6.3 0.0 TR 6 / 9 14.6 0.0 All 13.7 0.0 SB L 1 / 3 6.5 0.0 TR 7 / 9 14.8 0.0 All 13.8 0.0 Intersect. 12.1 SIG/Cinema v3.08 Marvin & Associates Page 2 12 212 126 99 369 14 86 333 124 1 39 24 2 69 24 2 69 24 HCM Analysis Summary Existing R Marvin Noon Analysis Duration: 15 mins. Main Street/Rouse Ave 10/26/17 Case: Rouse Main Noon Existing Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 2 2 1 1 2 1 LT 12.0 LT 12.0 LTR 12.0 L 12.0 TR 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LTR 3 LTR 3 L 3 TR 3 66 0.94 1 330 0.94 1 28 0.94 0 10 0.94 0 449 0.94 1 155 0.94 1 39 0.94 0 181 0.94 1 28 0.94 1 150 0.94 1 53 0.94 0 57 0.94 1 5 80 0 0 --- --- 40 35 0 0 --- --- 5 155 0 0 --- --- 15 88 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP LTP LTP 0 48.0 3.5 1.5 16.0 4.0 0.0 42.0 3.5 1.5 Pretimed 120.0 Sec 14.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB LTR 1010 0.176 0.400 LTR 0.441 27.6 C 27.6 C WB * LTR 1297 0.188 0.400 LTR 0.471 27.8 C 27.8 C NB * LTR 599 0.151 0.350 LTR 0.431 30.0 C 30.0 C SB Lper 332 0.000 0.392 15.7 B * Lpro 238 0.090 0.133 L 0.281 16.2 B TR 881 0.059 0.517 TR 0.115 14.9 B Intersection: Delay = 26.1sec/veh Int. LOS=C Xc= 0.49 * Critical Lane Group (v/s)Crit= 0.43 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing R Marvin Noon Main Street/Rouse Ave 10/26/17 Case: Rouse Main Noon Existing App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 6 / 7 7.8 0.0 All 7.8 0.0 WB LTR 8 / 9 8.4 0.0 All 8.4 0.0 NB LTR 5 / 6 10.3 0.0 All 10.3 0.0 SB L 2 / 3 6.8 0.0 TR 2 / 4 18.0 0.0 All 14.3 0.0 Intersect. 9.1 SIG/Cinema v3.08 Marvin & Associates Page 2 66 330 28 10 449 155 39 181 28 150 53 57 1 47 24 1 47 24 2 16 04 3 41 24 3 41 24 HCM Analysis Summary Existing R Marvin Peak PM Analysis Duration: 15 mins. Main Street/Rouse Ave 10/26/17 Case: Rouse Main PM Existing Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 2 2 1 1 2 1 LT 12.0 LT 12.0 LTR 12.0 L 12.0 TR 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LTR 3 LTR 3 L 3 TR 3 49 0.87 1 374 0.87 1 27 0.87 0 8 0.87 0 490 0.87 1 171 0.87 1 37 0.87 0 258 0.87 1 27 0.87 1 173 0.87 1 105 0.87 0 65 0.87 1 5 75 0 0 --- --- 40 19 0 0 --- --- 5 100 0 0 --- --- 15 72 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP LTP LTP 0 48.0 3.5 1.5 16.0 4.0 0.0 42.0 3.5 1.5 Pretimed 120.0 Sec 14.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB LTR 1043 0.196 0.400 LTR 0.490 28.5 C 28.5 C WB * LTR 1305 0.222 0.400 LTR 0.554 29.4 C 29.4 C NB * LTR 609 0.210 0.350 LTR 0.599 33.2 C 33.2 C SB Lper 271 0.000 0.392 16.7 B * Lpro 238 0.111 0.133 L 0.391 17.6 B TR 919 0.100 0.517 TR 0.194 15.6 B Intersection: Delay = 27.5sec/veh Int. LOS=C Xc= 0.61 * Critical Lane Group (v/s)Crit= 0.54 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing R Marvin Peak PM Main Street/Rouse Ave 10/26/17 Case: Rouse Main PM Existing App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 7 / 8 8.0 0.0 All 8.0 0.0 WB LTR 9 / 11 8.1 0.0 All 8.1 0.0 NB LTR 8 / 9 8.7 0.0 All 8.7 0.0 SB L 3 / 5 6.2 0.0 TR 3 / 4 17.0 0.0 All 13.5 0.0 Intersect. 8.9 SIG/Cinema v3.08 Marvin & Associates Page 2 49 374 27 8 490 171 37 258 27 173 105 65 1 47 24 1 47 24 2 16 04 3 41 24 3 41 24 HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Rouse & Babcock Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 10/11/17 East/West Street Babcock Street Analysis Year 2016 North/South Street Rouse Avenue Time Analyzed Noon Existing Peak Hour Factor 0.87 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Black Olive Apartments Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 2 0 0 0 0 0 0 1 0 0 1 0 Configuration LT TR TR LT Volume, V (veh/h)214 284 17 20 4 55 49 Percent Heavy Vehicles (%)1 0 0 1 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 6.5 6.9 7.5 6.5 Critical Headway (sec)4.12 6.50 6.90 7.52 6.50 Base Follow-Up Headway (sec)2.2 4.0 3.3 3.5 4.0 Follow-Up Headway (sec)2.21 4.00 3.30 3.51 4.00 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)246 28 119 Capacity, c (veh/h)1594 265 255 v/c Ratio 0.15 0.11 0.47 95% Queue Length, Q₉₅ (veh)0.5 0.4 2.3 Control Delay (s/veh)7.7 20.2 30.9 Level of Service, LOS A C D Approach Delay (s/veh)3.3 20.2 30.9 Approach LOS C D Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.3 Generated: 11/14/2017 12:56:03 PMRouse Babcock Noon Exist.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Babcock & Rouse Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 10/11/2017 East/West Street Babcock Street Analysis Year 2017 North/South Street Rouse Avenue Time Analyzed Existing PM Hour Peak Hour Factor 0.90 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description One 11 Apartments Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 2 0 0 0 0 0 0 1 0 0 1 0 Configuration LT TR TR LT Volume, V (veh/h)275 387 16 42 8 40 89 Percent Heavy Vehicles (%)2 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 6.5 6.9 7.5 6.5 Critical Headway (sec)4.14 6.50 6.90 7.50 6.50 Base Follow-Up Headway (sec)2.2 4.0 3.3 3.5 4.0 Follow-Up Headway (sec)2.22 4.00 3.30 3.50 4.00 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)306 56 143 Capacity, c (veh/h)1613 193 177 v/c Ratio 0.19 0.29 0.81 95% Queue Length, Q₉₅ (veh)0.7 1.2 5.5 Control Delay (s/veh)7.8 31.1 78.3 Level of Service, LOS A D F Approach Delay (s/veh)3.4 31.1 78.3 Approach LOS D F Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.3 Generated: 10/11/2017 4:38:22 PMBabcock & Rouse PM Exist.xtw Pedestrian Level of Service Flow (ped/hr)35 Two-Stage Crossing No Pedestrian Platooning No Conflicting Vehicular Flow (veh/h)754 Average Delay (s)4.4 Level of Service, LOS A Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.3 Generated: 10/11/2017 4:38:22 PM Babcock & Rouse PM Exist.xtw HCM Analysis Summary Existing R Marvin Noon Analysis Duration: 15 mins. Main Street/Church Ave 10/26/17 Case: Church Main Noon Existing Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 2 2 1 1 1 1 LT 12.0 LT 12.0 LTR 12.0 LTR 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LTR 3 LTR 3 LTR 3 21 0.93 0 449 0.93 1 39 0.93 0 28 0.93 0 545 0.93 1 29 0.93 0 48 0.93 0 55 0.93 0 38 0.93 0 6 0.93 0 12 0.93 0 17 0.93 0 5 24 0 0 --- --- 0 16 0 0 --- --- 5 72 0 0 --- --- 0 59 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP LTP 0 70.0 3.5 1.5 40.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB LTR 1874 0.169 0.583 LTR 0.290 12.9 B 12.9 B WB * LTR 1876 0.201 0.583 LTR 0.345 13.5 B 13.5 B NB * LTR 527 0.092 0.333 LTR 0.277 30.7 C 30.7 C SB LTR 552 0.022 0.333 LTR 0.067 27.5 C 27.5 C Intersection: Delay = 15.5sec/veh Int. LOS=B Xc= 0.32 * Critical Lane Group (v/s)Crit= 0.29 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing R Marvin Noon Main Street/Church Ave 10/26/17 Case: Church Main Noon Existing App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 5 / 6 12.5 0.0 All 12.5 0.0 WB LTR 7 / 9 10.6 0.0 All 10.6 0.0 NB LTR 3 / 4 12.3 0.0 All 12.3 0.0 SB LTR 1 / 1 10.9 0.0 All 10.9 0.0 Intersect. 11.5 SIG/Cinema v3.08 Marvin & Associates Page 2 21 449 39 28 545 29 48 55 38 6 12 17 1 69 24 1 69 24 2 39 24 2 39 24 HCM Analysis Summary Existing R Marvin Peak PM Analysis Duration: 15 mins. Main Street/Church Ave 10/26/17 Case: Church Main PM Existing Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 2 2 1 1 1 1 LT 12.0 LT 12.0 LTR 12.0 LTR 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LTR 3 LTR 3 LTR 3 29 0.90 0 490 0.90 1 56 0.90 0 46 0.90 0 602 0.90 1 34 0.90 0 67 0.90 0 75 0.90 0 55 0.90 0 18 0.90 0 28 0.90 0 15 0.90 0 5 26 0 0 --- --- 5 11 0 0 --- --- 10 46 0 0 --- --- 0 42 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP LTP 0 70.0 3.5 1.5 40.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB LTR 1811 0.204 0.583 LTR 0.350 13.6 B 13.6 B WB * LTR 1775 0.247 0.583 LTR 0.424 14.6 B 14.6 B NB * LTR 520 0.133 0.333 LTR 0.398 33.0 C 33.0 C SB LTR 538 0.042 0.333 LTR 0.126 28.3 C 28.3 C Intersection: Delay = 17.1sec/veh Int. LOS=B Xc= 0.41 * Critical Lane Group (v/s)Crit= 0.38 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing R Marvin Peak PM Main Street/Church Ave 10/26/17 Case: Church Main PM Existing App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 5 / 5 15.3 0.0 All 15.3 0.0 WB LTR 6 / 7 14.4 0.0 All 14.4 0.0 NB LTR 4 / 5 10.9 0.0 All 10.9 0.0 SB LTR 2 / 2 8.9 0.0 All 8.9 0.0 Intersect. 13.8 SIG/Cinema v3.08 Marvin & Associates Page 2 29 490 56 46 602 34 67 75 55 18 28 15 1 69 24 1 69 24 2 39 24 2 39 24 HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Bozeman Garage & Black Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 12/3/18 East/West Street Bozeman Garage Analysis Year 2018 North/South Street Black Avenue Time Analyzed Noon Hour Existing Peak Hour Factor 0.98 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description 5 East Development Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)4 0 14 9 4 14 42 73 24 10 61 30 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.10 6.50 6.20 7.10 6.50 6.20 4.10 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.50 4.00 3.30 2.20 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)18 28 43 10 Capacity, c (veh/h)831 734 1514 1507 v/c Ratio 0.02 0.04 0.03 0.01 95% Queue Length, Q₉₅ (veh)0.1 0.1 0.1 0.0 Control Delay (s/veh)9.4 10.1 7.4 7.4 Level of Service, LOS A B A A Approach Delay (s/veh)9.4 10.1 2.4 0.8 Approach LOS A B Copyright © 2018 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.4 Generated: 12/3/2018 1:47:19 PMBozemman Garage Access Noon Exist.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Bozeman Garage & Black Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 12/3/18 East/West Street Bozeman Garage Analysis Year 2018 North/South Street Black Avenue Time Analyzed PM Hour Existing Peak Hour Factor 0.90 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description 5 East Development Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)8 0 23 4 1 12 24 82 24 8 83 14 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.10 6.50 6.20 7.10 6.50 6.20 4.10 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.50 4.00 3.30 2.20 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)34 19 27 9 Capacity, c (veh/h)804 781 1495 1483 v/c Ratio 0.04 0.02 0.02 0.01 95% Queue Length, Q₉₅ (veh)0.1 0.1 0.1 0.0 Control Delay (s/veh)9.7 9.7 7.5 7.4 Level of Service, LOS A A A A Approach Delay (s/veh)9.7 9.7 1.5 0.6 Approach LOS A A Copyright © 2018 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.4 Generated: 12/3/2018 1:44:09 PMBozemman Garage Access PM Exist.xtw APPENDIX A-2 Existing Plus Site Capacity Calculations HCM Analysis Summary Existing Plus Site R Marvin Peak Noon Hour Analysis Duration: 15 mins. /N7th Avenue 12/3/18 Case: N 7TH & MENDENHALL NOON EXIST PLUS Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 0 0 2 2 2 2 2 2 LT 12.0 LT 12.0 T 12.0 TR 12.0 T 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LT 3 TR 3 0 0.90 2 0 0.90 2 0 0.90 2 94 0.96 2 221 0.96 2 235 0.96 2 16 0.96 2 434 0.96 2 0 0.90 2 0 0.90 2 541 0.96 2 40 0.96 2 0 5 0 0 --- --- 120 5 0 0 --- --- 0 5 0 0 --- --- 5 5 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LT TP 0 22.0 3.5 1.5 53.0 3.5 1.5 Actuated 85.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOS WB * LTR 867 0.134 0.259 LTR 0.517 27.2 C 27.2 C NB LT 2048 0.143 0.624 LT 0.229 7.3 A 7.3 A SB * TR 2187 0.171 0.624 TR 0.274 7.6 A 7.6 A Intersection: Delay = 13.3sec/veh Int. LOS=B Xc= 0.35 * Critical Lane Group (v/s)Crit= 0.30 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus Site R Marvin Peak Noon Hour /N7th Avenue 12/3/18 Case: N 7TH & MENDENHALL NOON EXIST PLUS App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in WB LTR 5 / 7 10.1 0.0 All 10.1 0.0 NB LT 2 / 4 19.2 0.0 All 19.2 0.0 SB TR 3 / 5 18.5 0.0 All 18.5 0.0 Intersect. 14.5 SIG/Cinema v3.08 Marvin & Associates Page 2 94 221 235 16 434 541 40 1 21 24 2 52 24 2 52 24 HCM Analysis Summary Existing Plus Site R Marvin Peak PM Hour Analysis Duration: 15 mins. /N7th Avenue 12/3/18 Case: N 7TH & MENDENHALL PM EXIST PLUS Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 0 0 2 2 2 2 2 2 LT 12.0 LT 12.0 T 12.0 TR 12.0 T 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LT 3 TR 3 0 0.90 2 0 0.90 2 0 0.90 2 96 0.99 2 273 0.99 2 274 0.99 2 7 0.99 2 549 0.99 2 0 0.90 2 0 0.90 2 504 0.99 2 49 0.99 2 0 5 0 0 --- --- 100 5 0 0 --- --- 0 5 0 0 --- --- 5 5 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LT TP 0 22.0 3.5 1.5 53.0 3.5 1.5 Actuated 85.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOS WB * LTR 862 0.165 0.259 LTR 0.637 29.2 C 29.2 C NB * LT 2094 0.167 0.624 LT 0.268 7.5 A 7.5 A SB TR 2180 0.158 0.624 TR 0.254 7.4 A 7.4 A Intersection: Delay = 14.6sec/veh Int. LOS=B Xc= 0.38 * Critical Lane Group (v/s)Crit= 0.33 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus Site R Marvin Peak PM Hour /N7th Avenue 12/3/18 Case: N 7TH & MENDENHALL PM EXIST PLUS App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in WB LTR 6 / 7 10.2 0.0 All 10.2 0.0 NB LT 3 / 5 18.1 0.0 All 18.1 0.0 SB TR 3 / 4 19.1 0.0 All 19.1 0.0 Intersect. 14.3 SIG/Cinema v3.08 Marvin & Associates Page 2 96 273 274 7 549 504 49 1 21 24 2 52 24 2 52 24 HCM Analysis Summary Existing Plus Site R Marvin Peak Noon Hour Analysis Duration: 15 mins. Main Street/Business Access 12/3/18 Case: N 7th & Main Noon Exist Plus Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 3 2 2 2 1 2 2 1 L 12.0 LT 12.0 LTR 12.0 LT 12.0 LT 12.0 TR 12.0 R 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) L 3 LTR 3 LTR 3 LTR 3 LT 3 R 3 315 0.95 2 575 0.95 2 11 0.95 0 0 0.95 0 540 0.95 2 119 0.95 2 0 0.95 0 0 0.95 0 5 0.95 0 282 0.95 2 2 0.95 0 348 0.95 2 2 10 0 0 --- --- 30 4 0 0 --- --- 0 5 0 0 --- --- 80 2 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP R LTP LTP LTP LTP 0 20.0 3.5 1.5 25.0 3.5 1.5 25.0 3.5 1.5 Pretimed 85.0 Sec 15.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB Lper 137 0.000 0.353 10.0 B * Lpro 416 0.188 0.235 L 0.600 12.4 B LTRper 1246 0.000 0.353 LTRpro 831 0.174 0.235 LTR 0.296 8.8 A WB * LTR 1018 0.191 0.294 LTR 0.650 27.3 C 27.3 C NB LTR 481 0.003 0.294 LTR 0.010 21.2 C 21.2 C SB * L 411 0.212 0.294 L 0.723 32.2 C 20.8 C R 931 0.178 0.588 R 0.303 8.8 A Intersection: Delay = 18.1sec/veh Int. LOS=B Xc= 0.72 * Critical Lane Group (v/s)Crit= 0.59 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus Site R Marvin Peak Noon Hour Main Street/Business Access 12/3/18 Case: N 7th & Main Noon Exist Plus App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB L 4 / 5 9.7 0.0 LTR 4 / 6 18.1 0.0 All 16.2 0.0 WB LTR 6 / 7 9.8 0.0 All 9.8 0.0 NB LTR 0 / 0 25.6 0.0 All 25.6 0.0 SB L 4 / 7 11.1 0.0 R 3 / 4 21.2 0.0 All 15.6 0.0 Intersect. 13.4 SIG/Cinema v3.08 Marvin & Associates Page 2 315 575 11 0 540 119 0 0 5 282 2 348 1 19 24 1 19 24 2 24 24 2 24 24 3 24 24 3 24 24 HCM Analysis Summary Existing Plus R Marvin Peak PM Hour Analysis Duration: 15 mins. Main Street/Business Access 12/3/18 Case: N 7TH & MAIN PM EXIST PLUS Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 3 2 2 2 1 2 2 1 L 12.0 LT 12.0 LTR 12.0 LT 12.0 LT 12.0 TR 12.0 R 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) L 3 LTR 3 LTR 3 LTR 3 LT 3 R 3 407 0.99 2 516 0.99 2 10 0.99 0 0 0.99 0 692 0.99 2 142 0.99 2 0 0.99 0 3 0.99 0 5 0.99 0 222 0.99 2 0 0.99 0 380 0.99 2 2 7 0 0 --- --- 30 2 0 0 --- --- 0 2 0 0 --- --- 80 0 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP R LTP LTP LTP LTP 0 18.0 3.5 1.5 28.0 3.5 1.5 25.0 3.5 1.5 Pretimed 86.0 Sec 15.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB Lper 217 0.000 0.384 10.5 B * Lpro 719 0.120 0.209 L 0.439 11.0 B TR 1102 0.285 0.593 TR 0.480 10.1 B WB * LTR 1128 0.234 0.326 LTR 0.720 27.5 C 27.5 C NB LTR 505 0.005 0.291 LTR 0.016 21.7 C 21.7 C SB * LT 407 0.160 0.291 LT 0.550 26.7 C 17.4 B R 884 0.191 0.558 R 0.343 10.5 B Intersection: Delay = 18.2sec/veh Int. LOS=B Xc= 0.62 * Critical Lane Group (v/s)Crit= 0.51 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus R Marvin Peak PM Hour Main Street/Business Access 12/3/18 Case: N 7TH & MAIN PM EXIST PLUS App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB L 4 / 6 14.2 0.0 TR 4 / 6 16.0 0.0 All 14.7 0.0 WB LTR 7 / 11 10.0 0.0 All 10.0 0.0 NB LTR 0 / 1 21.0 0.0 All 21.0 0.0 SB LT 3 / 6 10.2 0.0 R 3 / 7 18.4 0.0 All 14.9 0.0 Intersect. 12.7 SIG/Cinema v3.08 Marvin & Associates Page 2 407 516 10 0 692 142 0 3 5 222 0 380 1 17 24 1 17 24 2 27 24 2 27 24 3 24 24 3 24 24 HCM Analysis Summary Existing Plus R Marvin Noon Analysis Duration: 15 mins. Main Street/Willson Ave 12/3/18 Case: WILLSON MAIN NOON EXIST PLUS Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 2 2 2 1 1 1 LT 12.0 LT 12.0 L 12.0 LTR 12.0 TR 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LTR 3 L 3 TR 3 LTR 3 27 0.97 0 465 0.97 1 79 0.97 0 38 0.97 0 484 0.97 1 21 0.97 0 72 0.97 0 126 0.97 0 42 0.97 0 21 0.97 0 124 0.97 0 25 0.97 0 20 73 0 0 --- 5 5 71 0 0 --- 5 5 110 0 0 --- 5 5 186 0 0 --- 5 Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP LTP 0 70.0 3.5 1.5 40.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB * LTR 1724 0.192 0.583 LTR 0.329 13.4 B 13.4 B WB LTR 1696 0.191 0.583 LTR 0.327 13.4 B 13.4 B NB L 330 0.075 0.333 L 0.224 30.4 C 31.2 C TR 522 0.107 0.333 TR 0.322 31.5 C SB * LTR 502 0.113 0.333 LTR 0.341 31.9 C 31.9 C Intersection: Delay = 18.3sec/veh Int. LOS=B Xc= 0.33 * Critical Lane Group (v/s)Crit= 0.31 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus R Marvin Noon Main Street/Willson Ave 12/3/18 Case: WILLSON MAIN NOON EXIST PLUS App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 4 / 5 15.7 0.0 All 15.7 0.0 WB LTR 5 / 5 14.9 0.0 All 14.9 0.0 NB L 2 / 3 3.0 0.0 TR 3 / 5 11.3 0.0 All 9.2 0.0 SB LTR 4 / 4 9.5 0.0 All 9.5 0.0 Intersect. 13.1 SIG/Cinema v3.08 Marvin & Associates Page 2 27 465 79 38 484 21 72 126 42 21 124 25 1 69 24 1 69 24 2 39 24 2 39 24 HCM Analysis Summary Existing Plus R Marvin Peak PM Analysis Duration: 15 mins. Main Street/Willson Ave 12/3/18 Case: WILLSON MAIN PM EXIST PLUS Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 2 2 2 1 1 1 LT 12.0 LT 12.0 L 12.0 LTR 12.0 TR 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LTR 3 L 3 TR 3 LTR 3 20 0.95 0 481 0.95 1 107 0.95 0 49 0.95 0 547 0.95 1 22 0.95 0 137 0.95 0 168 0.95 0 40 0.95 0 26 0.95 0 193 0.95 0 23 0.95 0 20 60 0 0 --- 5 5 25 0 0 --- 5 5 86 0 0 --- 5 5 109 0 0 --- 5 Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP LTP 0 65.0 3.5 1.5 45.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB LTR 1613 0.208 0.542 LTR 0.384 16.6 B 16.6 B WB * LTR 1523 0.230 0.542 LTR 0.424 17.2 B 17.2 B NB L 353 0.153 0.375 L 0.408 31.1 C 29.7 C TR 599 0.134 0.375 TR 0.357 28.7 C SB * LTR 580 0.161 0.375 LTR 0.429 30.2 C 30.2 C Intersection: Delay = 21.1sec/veh Int. LOS=C Xc= 0.43 * Critical Lane Group (v/s)Crit= 0.39 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus R Marvin Peak PM Main Street/Willson Ave 12/3/18 Case: WILLSON MAIN PM EXIST PLUS App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 6 / 7 13.4 0.0 All 13.4 0.0 WB LTR 6 / 7 12.7 0.0 All 12.7 0.0 NB L 5 / 9 2.0 0.4 TR 3 / 5 14.3 0.0 All 8.3 0.4 SB LTR 5 / 6 10.8 0.0 All 10.8 0.0 Intersect. 11.5 SIG/Cinema v3.08 Marvin & Associates Page 2 20 481 107 49 547 22 137 168 40 26 193 23 1 64 24 1 64 24 2 44 24 2 44 24 HCM Analysis Summary Existing Plus R Marvin Noon Analysis Duration: 15 mins. Babcock St/Willson Ave 12/3/18 Case: Willson Babcock Noon Existing Plus Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 0 0 2 1 2 1 LT 12.0 T 12.0 L 12.0 TR 12.0 R 12.0 T 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 T 3 R 3 L 3 T 3 23 0.96 1 383 0.96 1 54 0.96 1 0 0.90 2 0 0.90 2 0 0.90 2 0 0.90 2 211 0.96 1 194 0.96 0 66 0.96 0 215 0.96 1 0 0.90 2 10 6 0 0 --- --- 0 33 0 0 --- --- 75 30 0 0 --- --- 0 5 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP TP LT 0 50.0 3.5 1.5 60.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB * LTR 1457 0.134 0.417 LTR 0.322 24.2 C 24.2 C NB T 941 0.117 0.500 T 0.234 17.6 B 17.3 B R 783 0.079 0.500 R 0.158 16.7 B SB L 550 0.063 0.500 L 0.125 16.5 B 17.4 B * T 941 0.119 0.500 T 0.238 17.6 B Intersection: Delay = 20.2sec/veh Int. LOS=C Xc= 0.28 * Critical Lane Group (v/s)Crit= 0.25 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus R Marvin Noon Babcock St/Willson Ave 12/3/18 Case: Willson Babcock Noon Existing Plus App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 5 / 6 11.4 0.0 All 11.4 0.0 NB T 4 / 6 14.8 0.0 R 1 / 2 16.1 0.0 All 15.0 0.0 SB L 0 / 3 6.8 0.0 T 4 / 5 13.3 0.0 All 12.4 0.0 Intersect. 12.7 SIG/Cinema v3.08 Marvin & Associates Page 2 23 383 54 211 194 66 215 1 49 24 2 59 24 2 59 24 HCM Analysis Summary Existing Plus R Marvin Peak PM Analysis Duration: 15 mins. Babcock St/Willson Ave 12/3/18 Case: WILLSON BABCOCK PM EXISTING PLUS Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 0 0 2 1 2 1 LT 12.0 T 12.0 L 12.0 TR 12.0 R 12.0 T 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 T 3 R 3 L 3 T 3 32 0.95 1 348 0.95 1 51 0.95 1 0 0.90 2 0 0.90 2 0 0.90 2 0 0.90 2 302 0.95 1 224 0.95 0 85 0.95 0 248 0.95 1 0 0.90 2 20 8 0 0 --- --- 0 24 0 0 --- --- 75 32 0 0 --- --- 0 5 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP TP LT 0 50.0 3.5 1.5 60.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB * LTR 1459 0.124 0.417 LTR 0.297 23.8 C 23.8 C NB * T 941 0.169 0.500 T 0.338 19.0 B 18.4 B R 782 0.100 0.500 R 0.201 17.3 B SB L 463 0.096 0.500 L 0.192 17.5 B 18.0 B T 941 0.139 0.500 T 0.277 18.1 B Intersection: Delay = 20.2sec/veh Int. LOS=C Xc= 0.32 * Critical Lane Group (v/s)Crit= 0.29 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus R Marvin Peak PM Babcock St/Willson Ave 12/3/18 Case: WILLSON BABCOCK PM EXISTING PLUS App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 5 / 6 11.7 0.0 All 11.7 0.0 NB T 6 / 8 14.5 0.0 R 1 / 2 15.4 0.0 All 14.6 0.0 SB L 3 / 6 2.2 0.0 T 4 / 7 13.4 0.0 All 9.9 0.0 Intersect. 12.1 SIG/Cinema v3.08 Marvin & Associates Page 2 32 348 51 302 224 85 248 1 49 24 2 59 24 2 59 24 HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Mendenhall and Tracy Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 12/3/18 East/West Street Mendenhall St Analysis Year 2018 North/South Street Tracy Avenue Time Analyzed Peak Noon Existing Plus Peak Hour Factor 0.98 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description 5 East Development 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 0 0 0 0 2 0 0 1 0 0 1 0 Configuration LT TR LT TR Volume, V (veh/h)43 475 23 59 43 57 30 Percent Heavy Vehicles (%)1 1 1 1 1 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.5 6.5 6.5 6.9 Critical Headway (sec)4.12 6.82 6.52 6.52 6.92 Base Follow-Up Headway (sec)2.2 3.5 4.0 4.0 3.3 Follow-Up Headway (sec)2.21 3.51 4.01 4.01 3.31 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)44 104 89 Capacity, c (veh/h)1445 390 366 v/c Ratio 0.03 0.27 0.24 95% Queue Length, Q₉₅ (veh)0.1 1.1 0.9 Control Delay (s/veh)7.6 17.6 17.9 Level of Service, LOS A C C Approach Delay (s/veh)0.7 17.6 17.9 Approach LOS C C Copyright © 2018 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.4 Generated: 12/3/2018 1:55:49 PMMendenhall & Tracy Noon Exist Plus.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Mendenhall and Tracy Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 12/3/18 East/West Street Mendenhall St Analysis Year 2018 North/South Street Tracy Avenue Time Analyzed Peak PM Existing Plus Peak Hour Factor 0.88 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description 5 East Development 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 0 0 0 0 2 0 0 1 0 0 1 0 Configuration LT TR LT TR Volume, V (veh/h)32 595 33 24 56 36 21 Percent Heavy Vehicles (%)1 1 1 1 1 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.5 6.5 6.5 6.9 Critical Headway (sec)4.12 6.82 6.52 6.52 6.92 Base Follow-Up Headway (sec)2.2 3.5 4.0 4.0 3.3 Follow-Up Headway (sec)2.21 3.51 4.01 4.01 3.31 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)36 91 65 Capacity, c (veh/h)1569 328 360 v/c Ratio 0.02 0.28 0.18 95% Queue Length, Q₉₅ (veh)0.1 1.1 0.6 Control Delay (s/veh)7.3 20.2 17.2 Level of Service, LOS A C C Approach Delay (s/veh)0.5 20.2 17.2 Approach LOS C C Copyright © 2018 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.4 Generated: 12/3/2018 1:59:24 PMMendenhall & Tracy PM Exist Plus.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Rouse & Peach Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 12/3/18 East/West Street Peach Street Analysis Year 2018 North/South Street Rouse Avenue Time Analyzed Peak Noon Existing Plus Peak Hour Factor 0.93 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description 5 East Development 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)35 56 54 3 49 62 22 274 17 72 254 72 Percent Heavy Vehicles (%)1 1 1 1 1 1 1 1 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.11 6.51 6.21 7.11 6.51 6.21 4.11 4.11 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.51 4.01 3.31 3.51 4.01 3.31 2.21 2.21 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)156 123 24 77 Capacity, c (veh/h)317 402 1213 1253 v/c Ratio 0.49 0.30 0.02 0.06 95% Queue Length, Q₉₅ (veh)2.6 1.3 0.1 0.2 Control Delay (s/veh)26.9 17.8 8.0 8.1 Level of Service, LOS D C A A Approach Delay (s/veh)26.9 17.8 0.7 2.0 Approach LOS D C Copyright © 2018 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.4 Generated: 12/3/2018 2:01:59 PMRouse & Peach Noon Exist Plus.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Rouse & Peach Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 12/3/18 East/West Street Peach Street Analysis Year 2018 North/South Street Rouse Avenue Time Analyzed Peak PM Existing Plus Peak Hour Factor 0.86 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description 5 East Development 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)27 42 68 5 51 102 78 330 14 48 413 52 Percent Heavy Vehicles (%)1 1 1 1 1 1 1 1 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.11 6.51 6.21 7.11 6.51 6.21 4.11 4.11 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.51 4.01 3.31 3.51 4.01 3.31 2.21 2.21 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)159 184 91 56 Capacity, c (veh/h)175 281 1031 1162 v/c Ratio 0.91 0.65 0.09 0.05 95% Queue Length, Q₉₅ (veh)6.8 4.2 0.3 0.2 Control Delay (s/veh)99.8 39.0 8.8 8.3 Level of Service, LOS F E A A Approach Delay (s/veh)99.8 39.0 2.4 1.3 Approach LOS F E Copyright © 2018 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.4 Generated: 12/3/2018 2:04:04 PMRouse & Peach PM Exist plus.xtw HCM Analysis Summary Existing Plus R Marvin Noon Analysis Duration: 15 mins. Mendenhall St/Rouse Ave 12/3/18 Case: MENDENHALL ROUSE NOON EXISTING PLUS Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 0 1 1 2 2 1 2 1 LTR 12.0 L 12.0 L 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 L 3 TR 3 L 3 TR 3 0 0.90 2 0 0.90 2 0 0.90 2 5 0.96 1 196 0.96 1 5 0.96 1 92 0.96 1 303 0.96 1 10 0.96 1 64 0.96 1 267 0.96 1 140 0.96 1 0 11 0 0 --- --- 2 8 0 0 --- --- 0 10 0 0 --- --- 35 6 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP 0 40.0 3.5 1.5 70.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOS WB * LTR 625 0.113 0.333 LTR 0.339 30.2 C 30.2 C NB L 511 0.110 0.583 L 0.188 12.5 B 13.1 B TR 1091 0.174 0.583 TR 0.299 13.3 B SB L 562 0.070 0.583 L 0.119 11.6 B 13.9 B * TR 1046 0.216 0.583 TR 0.370 14.3 B Intersection: Delay = 16.8sec/veh Int. LOS=B Xc= 0.36 * Critical Lane Group (v/s)Crit= 0.33 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus R Marvin Noon Mendenhall St/Rouse Ave 12/3/18 Case: MENDENHALL ROUSE NOON EXISTING PLUS App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in WB LTR 5 / 5 9.2 0.0 All 9.2 0.0 NB L 1 / 2 6.3 0.0 TR 5 / 7 14.9 0.0 All 13.9 0.0 SB L 1 / 2 5.6 0.0 TR 5 / 8 15.4 0.0 All 14.1 0.0 Intersect. 12.7 SIG/Cinema v3.08 Marvin & Associates Page 2 5 196 5 92 303 10 64 267 140 1 39 24 2 69 24 2 69 24 HCM Analysis Summary Existing Plus R Marvin Peak PM Analysis Duration: 15 mins. Mendenhall St/Rouse Ave 12/3/18 Case: MENDENHALL ROUSE PM EXISTING PLUS Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 0 1 1 2 2 1 2 1 LTR 12.0 L 12.0 L 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 L 3 TR 3 L 3 TR 3 0 0.90 2 0 0.90 2 0 0.90 2 12 0.89 1 212 0.89 1 126 0.89 1 99 0.89 1 369 0.89 1 14 0.89 1 86 0.89 1 333 0.89 1 128 0.89 1 0 22 0 0 --- --- 30 17 0 0 --- --- 0 5 0 0 --- --- 45 19 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP 0 40.0 3.5 1.5 70.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOS WB * LTR 591 0.202 0.333 LTR 0.607 34.7 C 34.7 C NB L 444 0.146 0.583 L 0.250 13.5 B 14.4 B TR 1090 0.231 0.583 TR 0.395 14.6 B SB L 474 0.119 0.583 L 0.205 12.8 B 14.9 B * TR 1060 0.257 0.583 TR 0.441 15.3 B Intersection: Delay = 19.6sec/veh Int. LOS=B Xc= 0.50 * Critical Lane Group (v/s)Crit= 0.46 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus R Marvin Peak PM Mendenhall St/Rouse Ave 12/3/18 Case: MENDENHALL ROUSE PM EXISTING PLUS App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in WB LTR 9 / 10 9.0 0.0 All 9.0 0.0 NB L 2 / 3 5.5 0.0 TR 6 / 9 14.6 0.0 All 13.5 0.0 SB L 1 / 4 5.3 0.0 TR 7 / 10 14.9 0.0 All 13.5 0.0 Intersect. 12.0 SIG/Cinema v3.08 Marvin & Associates Page 2 12 212 126 99 369 14 86 333 128 1 39 24 2 69 24 2 69 24 HCM Analysis Summary Existing Plus R Marvin Noon Analysis Duration: 15 mins. Main Street/Rouse Ave 12/3/18 Case: ROUSE MAIN NOON EXISTING PLUS Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 2 2 1 1 2 1 LT 12.0 LT 12.0 LTR 12.0 L 12.0 TR 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LTR 3 LTR 3 L 3 TR 3 66 0.94 1 339 0.94 1 28 0.94 0 10 0.94 0 461 0.94 1 155 0.94 1 39 0.94 0 181 0.94 1 28 0.94 1 150 0.94 1 53 0.94 0 57 0.94 1 5 80 0 0 --- --- 40 35 0 0 --- --- 5 155 0 0 --- --- 15 88 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP LTP LTP 0 48.0 3.5 1.5 16.0 4.0 0.0 42.0 3.5 1.5 Pretimed 120.0 Sec 14.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB LTR 1006 0.181 0.400 LTR 0.452 27.8 C 27.8 C WB * LTR 1298 0.192 0.400 LTR 0.480 28.0 C 28.0 C NB * LTR 599 0.151 0.350 LTR 0.431 30.0 C 30.0 C SB Lper 332 0.000 0.392 15.7 B * Lpro 238 0.090 0.133 L 0.281 16.2 B TR 881 0.059 0.517 TR 0.115 14.9 B Intersection: Delay = 26.3sec/veh Int. LOS=C Xc= 0.49 * Critical Lane Group (v/s)Crit= 0.43 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus R Marvin Noon Main Street/Rouse Ave 12/3/18 Case: ROUSE MAIN NOON EXISTING PLUS App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 6 / 8 7.9 0.0 All 7.9 0.0 WB LTR 8 / 10 8.8 0.0 All 8.8 0.0 NB LTR 5 / 6 10.3 0.0 All 10.3 0.0 SB L 2 / 4 6.7 0.0 TR 2 / 4 18.3 0.0 All 14.4 0.0 Intersect. 9.3 SIG/Cinema v3.08 Marvin & Associates Page 2 66 339 28 10 461 155 39 181 28 150 53 57 1 47 24 1 47 24 2 16 04 3 41 24 3 41 24 HCM Analysis Summary Existing Plus R Marvin Peak PM Analysis Duration: 15 mins. Main Street/Rouse Ave 12/3/18 Case: ROUSE MAIN PM EXISTING PLUS Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 2 2 1 1 2 1 LT 12.0 LT 12.0 LTR 12.0 L 12.0 TR 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LTR 3 LTR 3 L 3 TR 3 49 0.87 1 387 0.87 1 27 0.87 0 8 0.87 0 502 0.87 1 171 0.87 1 37 0.87 0 258 0.87 1 27 0.87 1 173 0.87 1 105 0.87 0 65 0.87 1 5 75 0 0 --- --- 40 19 0 0 --- --- 5 100 0 0 --- --- 15 72 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP LTP LTP 0 48.0 3.5 1.5 16.0 4.0 0.0 42.0 3.5 1.5 Pretimed 120.0 Sec 14.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB LTR 1039 0.203 0.400 LTR 0.506 28.8 C 28.8 C WB * LTR 1306 0.226 0.400 LTR 0.564 29.7 C 29.7 C NB * LTR 609 0.210 0.350 LTR 0.599 33.2 C 33.2 C SB Lper 271 0.000 0.392 16.7 B * Lpro 238 0.111 0.133 L 0.391 17.6 B TR 919 0.100 0.517 TR 0.194 15.6 B Intersection: Delay = 27.7sec/veh Int. LOS=C Xc= 0.62 * Critical Lane Group (v/s)Crit= 0.55 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus R Marvin Peak PM Main Street/Rouse Ave 12/3/18 Case: ROUSE MAIN PM EXISTING PLUS App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 7 / 9 7.4 0.0 All 7.4 0.0 WB LTR 10 / 14 7.5 0.0 All 7.5 0.0 NB LTR 8 / 9 8.7 0.0 All 8.7 0.0 SB L 3 / 5 6.2 0.0 TR 3 / 4 16.8 0.0 All 13.4 0.0 Intersect. 8.4 SIG/Cinema v3.08 Marvin & Associates Page 2 49 387 27 8 502 171 37 258 27 173 105 65 1 47 24 1 47 24 2 16 04 3 41 24 3 41 24 HCM Analysis Summary Existing Plus R Marvin Noon Analysis Duration: 15 mins. Main Street/Church Ave 12/3/18 Case: CHURCH MAIN NOON EXISTING PLUS Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 2 2 1 1 1 1 LT 12.0 LT 12.0 LTR 12.0 LTR 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LTR 3 LTR 3 LTR 3 21 0.93 0 458 0.93 1 39 0.93 0 28 0.93 0 557 0.93 1 29 0.93 0 48 0.93 0 55 0.93 0 38 0.93 0 6 0.93 0 12 0.93 0 17 0.93 0 5 24 0 0 --- --- 0 16 0 0 --- --- 5 72 0 0 --- --- 0 59 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP LTP 0 70.0 3.5 1.5 40.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB LTR 1874 0.172 0.583 LTR 0.295 13.0 B 13.0 B WB * LTR 1877 0.205 0.583 LTR 0.352 13.6 B 13.6 B NB * LTR 527 0.092 0.333 LTR 0.277 30.7 C 30.7 C SB LTR 552 0.022 0.333 LTR 0.067 27.5 C 27.5 C Intersection: Delay = 15.5sec/veh Int. LOS=B Xc= 0.32 * Critical Lane Group (v/s)Crit= 0.30 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus R Marvin Noon Main Street/Church Ave 12/3/18 Case: CHURCH MAIN NOON EXISTING PLUS App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 5 / 5 15.0 0.0 All 15.0 0.0 WB LTR 5 / 6 14.0 0.0 All 14.0 0.0 NB LTR 3 / 4 12.6 0.0 All 12.6 0.0 SB LTR 1 / 1 10.9 0.0 All 10.9 0.0 Intersect. 14.1 SIG/Cinema v3.08 Marvin & Associates Page 2 21 458 39 28 557 29 48 55 38 6 12 17 1 69 24 1 69 24 2 39 24 2 39 24 HCM Analysis Summary Existing Plus R Marvin Peak PM Analysis Duration: 15 mins. Main Street/Church Ave 12/3/18 Case: CHURCH MAIN PM EXISTING PLUS Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 2 2 1 1 1 1 LT 12.0 LT 12.0 LTR 12.0 LTR 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LTR 3 LTR 3 LTR 3 29 0.90 0 503 0.90 1 56 0.90 0 46 0.90 0 614 0.90 1 34 0.90 0 67 0.90 0 75 0.90 0 55 0.90 0 18 0.90 0 28 0.90 0 15 0.90 0 5 26 0 0 --- --- 5 11 0 0 --- --- 10 46 0 0 --- --- 0 42 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP LTP 0 70.0 3.5 1.5 40.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB LTR 1811 0.209 0.583 LTR 0.358 13.7 B 13.7 B WB * LTR 1774 0.252 0.583 LTR 0.431 14.7 B 14.7 B NB * LTR 520 0.133 0.333 LTR 0.398 33.0 C 33.0 C SB LTR 538 0.042 0.333 LTR 0.126 28.3 C 28.3 C Intersection: Delay = 17.1sec/veh Int. LOS=B Xc= 0.42 * Critical Lane Group (v/s)Crit= 0.38 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus R Marvin Peak PM Main Street/Church Ave 12/3/18 Case: CHURCH MAIN PM EXISTING PLUS App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 5 / 7 14.6 0.0 All 14.6 0.0 WB LTR 7 / 9 12.7 0.0 All 12.7 0.0 NB LTR 4 / 5 10.9 0.0 All 10.9 0.0 SB LTR 2 / 2 8.9 0.0 All 8.9 0.0 Intersect. 12.9 SIG/Cinema v3.08 Marvin & Associates Page 2 29 503 56 46 614 34 67 75 55 18 28 15 1 69 24 1 69 24 2 39 24 2 39 24 HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Bozeman Garage & Black Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 12/3/18 East/West Street Bozeman Garage Analysis Year 2018 North/South Street Black Avenue Time Analyzed Noon Hour Exist Plus Site Peak Hour Factor 0.98 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description 5 East Development 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)19 0 29 0 4 14 69 73 24 10 61 42 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.10 6.50 6.20 7.10 6.50 6.20 4.10 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.50 4.00 3.30 2.20 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)49 18 70 10 Capacity, c (veh/h)709 785 1499 1507 v/c Ratio 0.07 0.02 0.05 0.01 95% Queue Length, Q₉₅ (veh)0.2 0.1 0.1 0.0 Control Delay (s/veh)10.5 9.7 7.5 7.4 Level of Service, LOS B A A A Approach Delay (s/veh)10.5 9.7 3.3 0.7 Approach LOS B A Copyright © 2018 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.4 Generated: 12/3/2018 1:28:16 PMBozemman Garage Access Noon Exist Plus.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Bozeman Garage & Black Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 12/3/18 East/West Street Bozeman Garage Analysis Year 2018 North/South Street Black Avenue Time Analyzed PM Hour Exist Plus Site Peak Hour Factor 0.90 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description 5 East Development 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)28 0 44 4 1 12 52 82 4 8 83 33 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.10 6.50 6.20 7.10 6.50 6.20 4.10 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.50 4.00 3.30 2.20 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)80 19 58 9 Capacity, c (veh/h)703 731 1469 1511 v/c Ratio 0.11 0.03 0.04 0.01 95% Queue Length, Q₉₅ (veh)0.4 0.1 0.1 0.0 Control Delay (s/veh)10.8 10.1 7.6 7.4 Level of Service, LOS B B A A Approach Delay (s/veh)10.8 10.1 3.0 0.5 Approach LOS B B Copyright © 2018 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.4 Generated: 12/3/2018 1:49:34 PMBozemman Garage Access PM Exist Plus.xtw APPENDIX A-3 Future Capacity Calculations HCM Analysis Summary Future R Marvin Peak PM Hour Analysis Duration: 15 mins. /N7th Avenue 12/3/18 Case: N 7th & Mendenhall PM Future Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 0 0 2 2 2 2 2 2 LT 12.0 LT 12.0 T 12.0 TR 12.0 T 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LT 3 TR 3 0 0.90 2 0 0.90 2 0 0.90 2 101 0.99 2 287 0.99 2 287 0.99 2 7 0.99 2 576 0.99 2 0 0.90 2 0 0.90 2 528 0.99 2 55 0.99 2 0 5 0 0 --- --- 100 5 0 0 --- --- 0 5 0 0 --- --- 5 5 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LT TP 0 22.0 3.5 1.5 53.0 3.5 1.5 Actuated 85.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOS WB * LTR 861 0.175 0.259 LTR 0.675 30.0 C 30.0 C NB * LT 2094 0.175 0.624 LT 0.281 7.6 A 7.6 A SB TR 2177 0.167 0.624 TR 0.268 7.5 A 7.5 A Intersection: Delay = 15.0sec/veh Int. LOS=B Xc= 0.40 * Critical Lane Group (v/s)Crit= 0.35 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Future R Marvin Peak PM Hour /N7th Avenue 12/3/18 Case: N 7th & Mendenhall PM Future App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in WB LTR 6 / 8 10.5 0.0 All 10.5 0.0 NB LT 3 / 5 18.6 0.0 All 18.6 0.0 SB TR 3 / 4 18.5 0.0 All 18.5 0.0 Intersect. 14.4 SIG/Cinema v3.08 Marvin & Associates Page 2 101 287 287 7 576 528 55 1 21 24 2 52 24 2 52 24 HCM Analysis Summary Future R Marvin Peak PM Hour Analysis Duration: 15 mins. Main Street/Business Access 12/3/18 Case: N 7th & Main PM Future Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 3 2 2 2 1 2 2 1 L 12.0 LT 12.0 LTR 12.0 LT 12.0 LT 12.0 TR 12.0 R 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) L 3 LTR 3 LTR 3 LTR 3 LT 3 R 3 427 0.99 2 541 0.99 2 11 0.99 0 0 0.99 0 730 0.99 2 150 0.99 2 0 0.99 0 3 0.99 0 5 0.99 0 233 0.99 2 0 0.99 0 400 0.99 2 2 7 0 0 --- --- 30 2 0 0 --- --- 0 2 0 0 --- --- 80 0 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP R LTP LTP LTP LTP 0 18.0 3.5 1.5 27.0 3.5 1.5 25.0 3.5 1.5 Pretimed 85.0 Sec 15.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB Lper 177 0.000 0.376 11.1 B * Lpro 727 0.126 0.212 L 0.477 11.9 B TR 1093 0.299 0.588 TR 0.508 10.4 B WB * LTR 1100 0.248 0.318 LTR 0.780 29.6 C 29.6 C NB LTR 511 0.005 0.294 LTR 0.016 21.3 C 21.3 C SB * LT 411 0.168 0.294 LT 0.572 26.7 C 17.1 B R 894 0.204 0.565 R 0.361 10.2 B Intersection: Delay = 19.1sec/veh Int. LOS=B Xc= 0.66 * Critical Lane Group (v/s)Crit= 0.54 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Future R Marvin Peak PM Hour Main Street/Business Access 12/3/18 Case: N 7th & Main PM Future App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB L 5 / 6 13.9 0.0 TR 4 / 6 15.5 0.0 All 14.3 0.0 WB LTR 8 / 10 9.1 0.0 All 9.1 0.0 NB LTR 0 / 0 24.1 0.0 All 24.1 0.0 SB LT 3 / 6 10.4 0.0 R 3 / 6 18.0 0.0 All 14.8 0.0 Intersect. 12.0 SIG/Cinema v3.08 Marvin & Associates Page 2 427 541 11 0 730 150 0 3 5 233 0 400 1 17 24 1 17 24 2 26 24 2 26 24 3 24 24 3 24 24 HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Mendenhall and Tracy Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 12/3/18 East/West Street Mendenhall St Analysis Year 2033 North/South Street Tracy Avenue Time Analyzed Peak PM Future Peak Hour Factor 0.88 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description 5 East Development 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 0 0 0 0 2 0 0 1 0 0 1 0 Configuration LT TR LT TR Volume (veh/h)35 625 35 25 60 38 22 Percent Heavy Vehicles (%)1 1 1 1 1 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.5 6.5 6.5 6.9 Critical Headway (sec)4.12 6.82 6.52 6.52 6.92 Base Follow-Up Headway (sec)2.2 3.5 4.0 4.0 3.3 Follow-Up Headway (sec)2.21 3.51 4.01 4.01 3.31 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)40 97 68 Capacity, c (veh/h)1563 297 338 v/c Ratio 0.03 0.33 0.20 95% Queue Length, Q₉₅ (veh)0.1 1.4 0.7 Control Delay (s/veh)7.4 22.9 18.3 Level of Service (LOS)A C C Approach Delay (s/veh)0.5 22.9 18.3 Approach LOS C C Copyright © 2018 University of Florida. All Rights Reserved. HCS™ TWSC Version 7.7 Generated: 12/4/2018 1:27:42 PM Mendenhall & Tracy PM Future.xtw HCM Analysis Summary Future R Marvin Peak PM Analysis Duration: 15 mins. Main Street/Willson Ave 10/3/18 Case: Willson Main PM Future Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 2 2 2 1 1 1 LT 12.0 LT 12.0 L 12.0 LTR 12.0 TR 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LTR 3 L 3 TR 3 LTR 3 22 0.95 0 504 0.95 1 112 0.95 0 53 0.95 0 574 0.95 1 25 0.95 0 144 0.95 0 181 0.95 0 42 0.95 0 30 0.95 0 203 0.95 0 27 0.95 0 20 60 0 0 --- 5 5 25 0 0 --- 5 5 86 0 0 --- 5 5 109 0 0 --- 5 Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP LTP 0 65.0 3.5 1.5 45.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB LTR 1603 0.220 0.542 LTR 0.406 16.9 B 16.9 B WB * LTR 1503 0.245 0.542 LTR 0.453 17.7 B 17.7 B NB L 342 0.167 0.375 L 0.444 32.3 C 30.4 C TR 599 0.144 0.375 TR 0.384 29.2 C SB * LTR 573 0.176 0.375 LTR 0.469 31.2 C 31.2 C Intersection: Delay = 21.7sec/veh Int. LOS=C Xc= 0.46 * Critical Lane Group (v/s)Crit= 0.42 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Future R Marvin Peak PM Main Street/Willson Ave 10/3/18 Case: Willson Main PM Future App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 6 / 8 13.2 0.0 All 13.2 0.0 WB LTR 6 / 7 12.7 0.0 All 12.7 0.0 NB L 3 / 6 3.4 0.0 TR 4 / 7 12.5 0.0 All 9.6 0.0 SB LTR 5 / 7 9.8 0.0 All 9.8 0.0 Intersect. 11.6 SIG/Cinema v3.08 Marvin & Associates Page 2 22 504 112 53 574 25 144 181 42 30 203 27 1 64 24 1 64 24 2 44 24 2 44 24 HCM Analysis Summary Future R Marvin Peak PM Analysis Duration: 15 mins. Babcock St/Willson Ave 12/3/18 Case: Willson Babcock PM Future Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 0 0 2 1 2 1 LT 12.0 T 12.0 L 12.0 TR 12.0 R 12.0 T 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 T 3 R 3 L 3 T 3 35 0.95 1 365 0.95 1 54 0.95 1 0 0.90 2 0 0.90 2 0 0.90 2 0 0.90 2 320 0.95 1 235 0.95 0 90 0.95 0 260 0.95 1 0 0.90 2 20 8 0 0 --- --- 0 24 0 0 --- --- 75 32 0 0 --- --- 0 5 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP TP LT 0 50.0 3.5 1.5 60.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB * LTR 1458 0.131 0.417 LTR 0.313 24.0 C 24.0 C NB * T 941 0.179 0.500 T 0.358 19.3 B 18.7 B R 782 0.107 0.500 R 0.215 17.4 B SB L 447 0.106 0.500 L 0.213 17.9 B 18.2 B T 941 0.146 0.500 T 0.291 18.3 B Intersection: Delay = 20.4sec/veh Int. LOS=C Xc= 0.34 * Critical Lane Group (v/s)Crit= 0.31 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Future R Marvin Peak PM Babcock St/Willson Ave 12/3/18 Case: Willson Babcock PM Future App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 5 / 6 10.9 0.0 All 10.9 0.0 NB T 7 / 9 13.2 0.0 R 3 / 4 11.2 0.0 All 12.9 0.0 SB L 2 / 5 3.4 0.0 T 4 / 7 12.7 0.0 All 10.8 0.0 Intersect. 11.6 SIG/Cinema v3.08 Marvin & Associates Page 2 35 365 54 320 235 90 260 1 49 24 2 59 24 2 59 24 HCM Analysis Summary Future R Marvin Peak PM Analysis Duration: 15 mins. Peach/Rouse 12/3/18 Case: Peach & Rouse Future PM Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 3 1 3 1 2 1 2 1 L 12.0 L 12.0 L 12.0 L 12.0 T 12.0 T 12.0 TR 12.0 TR 12.0 R 12.0 R 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) L 3 T 3 R 3 L 3 T 3 R 3 L 3 TR 3 L 3 TR 3 29 0.90 2 45 0.90 2 72 0.90 2 10 0.90 2 55 0.90 2 115 0.90 2 82 0.90 2 370 0.90 4 15 0.90 2 55 0.90 2 470 0.90 4 65 0.90 2 25 5 0 0 --- --- 35 5 0 0 --- --- 0 5 0 0 --- --- 15 5 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP R R L L LTP LTP 0 16.0 3.5 1.5 12.0 4.0 1.0 37.0 3.5 1.5 Actuated 80.0 Sec 15.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB L 265 0.024 0.200 L 0.121 26.3 C 21.7 C T 373 0.027 0.200 T 0.134 26.4 C R 649 0.033 0.412 R 0.080 14.3 B WB L 267 0.008 0.200 L 0.041 25.8 C 19.9 B * T 373 0.033 0.200 T 0.164 26.5 C R 649 0.057 0.412 R 0.137 14.7 B NB Lper 225 0.000 0.525 15.7 B * Lpro 266 0.051 0.150 L 0.185 8.2 A TR 840 0.236 0.463 TR 0.510 17.3 B SB Lper 341 0.000 0.525 20.3 C Lpro 266 0.034 0.150 L 0.100 5.9 A * TR 832 0.321 0.463 TR 0.695 21.8 C Intersection: Delay = 18.7sec/veh Int. LOS=B Xc= 0.50 * Critical Lane Group (v/s)Crit= 0.41 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Future R Marvin Peak PM Peach/Rouse 12/3/18 Case: Peach & Rouse Future PM App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB L 1 / 3 6.5 0.0 T 1 / 2 13.6 0.0 R 1 / 1 16.5 0.0 All 12.0 0.0 WB L 0 / 0 0.0 0.0 T 1 / 2 15.9 0.0 R 1 / 2 15.1 0.0 All 15.5 0.0 NB L 1 / 2 16.5 0.0 TR 5 / 8 13.0 0.0 All 13.6 0.0 SB L 1 / 3 16.0 0.0 TR 7 / 9 13.4 0.0 All 13.6 0.0 Intersect. 13.6 SIG/Cinema v3.08 Marvin & Associates Page 2 29 45 72 10 55 115 82 370 15 55 470 65 1 15 24 1 15 24 2 12 14 2 12 14 2 12 14 2 12 14 3 36 24 3 36 24 HCM Analysis Summary Future R Marvin Peak PM Analysis Duration: 15 mins. Mendenhall St/Rouse Ave 10/3/18 Case: Mendenhall Rouse PM Future Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 0 1 1 2 2 1 2 1 LTR 12.0 L 12.0 L 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 L 3 TR 3 L 3 TR 3 0 0.90 2 0 0.90 2 0 0.90 2 13 0.89 1 224 0.89 1 133 0.89 1 105 0.89 1 388 0.89 1 15 0.89 1 91 0.89 1 349 0.89 1 131 0.89 1 0 22 0 0 --- --- 30 17 0 0 --- --- 0 5 0 0 --- --- 45 19 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP 0 45.0 3.5 1.5 65.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOS WB * LTR 666 0.216 0.375 LTR 0.575 30.7 C 30.7 C NB L 374 0.171 0.542 L 0.316 17.4 B 17.9 B TR 1012 0.242 0.542 TR 0.448 18.1 B SB L 404 0.137 0.542 L 0.252 16.1 B 18.5 B * TR 984 0.269 0.542 TR 0.497 19.0 B Intersection: Delay = 21.3sec/veh Int. LOS=C Xc= 0.53 * Critical Lane Group (v/s)Crit= 0.48 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Future R Marvin Peak PM Mendenhall St/Rouse Ave 10/3/18 Case: Mendenhall Rouse PM Future App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in WB LTR 8 / 9 10.4 0.0 All 10.4 0.0 NB L 2 / 3 4.4 0.0 TR 8 / 9 12.3 0.0 All 11.3 0.0 SB L 3 / 6 3.0 0.0 TR 8 / 11 13.5 0.0 All 11.3 0.0 Intersect. 11.1 SIG/Cinema v3.08 Marvin & Associates Page 2 13 224 133 105 388 15 91 349 131 1 44 24 2 64 24 2 64 24 HCM Analysis Summary Future R Marvin Peak PM Analysis Duration: 15 mins. Main Street/Rouse Ave 12/3/18 Case: Rouse Main PM Future Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 2 2 1 1 2 1 LT 12.0 LT 12.0 LTR 12.0 L 12.0 TR 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LTR 3 LTR 3 L 3 TR 3 52 0.87 1 406 0.87 1 30 0.87 0 9 0.87 0 527 0.87 1 179 0.87 1 39 0.87 0 272 0.87 1 29 0.87 1 181 0.87 1 110 0.87 0 69 0.87 1 5 75 0 0 --- --- 40 19 0 0 --- --- 5 100 0 0 --- --- 15 72 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP LTP LTP 0 48.0 3.5 1.5 16.0 4.0 0.0 42.0 3.5 1.5 Pretimed 120.0 Sec 14.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB LTR 999 0.223 0.400 LTR 0.557 30.0 C 30.0 C WB * LTR 1304 0.238 0.400 LTR 0.595 30.4 C 30.4 C NB * LTR 608 0.222 0.350 LTR 0.635 34.3 C 34.3 C SB Lper 260 0.000 0.392 16.9 B * Lpro 238 0.116 0.133 L 0.418 17.9 B TR 917 0.106 0.517 TR 0.205 15.7 B Intersection: Delay = 28.5sec/veh Int. LOS=C Xc= 0.65 * Critical Lane Group (v/s)Crit= 0.58 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Future R Marvin Peak PM Main Street/Rouse Ave 12/3/18 Case: Rouse Main PM Future App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 8 / 13 6.7 0.0 All 6.7 0.0 WB LTR 10 / 13 7.6 0.0 All 7.6 0.0 NB LTR 8 / 10 9.4 0.0 All 9.4 0.0 SB L 4 / 6 4.7 0.0 TR 3 / 5 21.7 0.0 All 14.3 0.0 Intersect. 8.4 SIG/Cinema v3.08 Marvin & Associates Page 2 52 406 30 9 527 179 39 272 29 181 110 69 1 47 24 1 47 24 2 16 04 3 41 24 3 41 24 HCM Analysis Summary Future R Marvin Peak PM Analysis Duration: 15 mins. Main Street/Church Ave 12/3/18 Case: Church Main PM Future Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 2 2 1 1 1 1 LT 12.0 LT 12.0 LTR 12.0 LTR 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LTR 3 LTR 3 LTR 3 31 0.90 0 527 0.90 1 59 0.90 0 48 0.90 0 645 0.90 1 34 0.90 0 70 0.90 0 79 0.90 0 58 0.90 0 19 0.90 0 30 0.90 0 16 0.90 0 5 26 0 0 --- --- 5 11 0 0 --- --- 10 46 0 0 --- --- 0 42 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP LTP 0 70.0 3.5 1.5 40.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB LTR 1797 0.221 0.583 LTR 0.378 14.0 B 14.0 B WB * LTR 1762 0.265 0.583 LTR 0.455 15.0 B 15.0 B NB * LTR 518 0.141 0.333 LTR 0.423 33.6 C 33.6 C SB LTR 536 0.045 0.333 LTR 0.134 28.4 C 28.4 C Intersection: Delay = 17.5sec/veh Int. LOS=B Xc= 0.44 * Critical Lane Group (v/s)Crit= 0.41 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Future R Marvin Peak PM Main Street/Church Ave 12/3/18 Case: Church Main PM Future App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 6 / 8 13.2 0.0 All 13.2 0.0 WB LTR 7 / 9 11.9 0.0 All 11.9 0.0 NB LTR 5 / 5 10.0 0.0 All 10.0 0.0 SB LTR 1 / 2 11.4 0.0 All 11.4 0.0 Intersect. 12.1 SIG/Cinema v3.08 Marvin & Associates Page 2 31 527 59 48 645 34 70 79 58 19 30 16 1 69 24 1 69 24 2 39 24 2 39 24 HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Bozeman Garage & Black Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 12/3/18 East/West Street Bozeman Garage Analysis Year 2033 North/South Street Black Avenue Time Analyzed PM Hour Future Peak Hour Factor 0.90 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description 5 East Development 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 (veh/h)28 0 44 4 1 12 52 90 4 8 90 33 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.10 6.50 6.20 7.10 6.50 6.20 4.10 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.50 4.00 3.30 2.20 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)80 19 58 9 Capacity, c (veh/h)684 714 1460 1500 v/c Ratio 0.12 0.03 0.04 0.01 95% Queue Length, Q₉₅ (veh)0.4 0.1 0.1 0.0 Control Delay (s/veh)11.0 10.2 7.6 7.4 Level of Service (LOS)B B A A Approach Delay (s/veh)11.0 10.2 2.9 0.5 Approach LOS B B Copyright © 2018 University of Florida. All Rights Reserved. HCS™ TWSC Version 7.7 Generated: 12/4/2018 1:23:52 PM Bozeman Garage Access PM Future.xtw APPENDIX B ITE TRIP GENERATION RATES