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HomeMy WebLinkAboutTrafficImpactStudy_020920214 56MSP | NORTH CENTRAL APPENDIX TRAFFIC STUDY TRAFFIC IMPACT STUDY NORTH CENTRAL MASTER SITE PLAN Bozeman, Montana Prepared for HomeBase Partners Prepared by MARVIN & ASSOCIATES 1300 North Transtech Way Billings, MT 59102 February 3, 2021 i TABLE OF CONTENTS PAGE INTRODUCTION 1 SITE LOCATION & DESCRIPTION 1 EXISTING CONDITIONS 5 Streets & Intersections 5 Traffic Volumes 6 Capacity 10 TRIP GENERATION 12 Total Development Trips 12 Alternative Trip Modes 14 Internal Capture Trips 16 Passerby Trips 16 Car-Share & Car-Pool Trips 17 Net Vehicular Trip Productions 17 TRIP DISTRIBUTION 20 TRAFFIC ASSIGNMENT 21 IMPACTS 25 Existing Traffic Volumes 25 Capacity 28 Safety 30 Future Traffic Volumes 30 Future Capacity 32 SITE ACCESS TRAFFIC OOPERATIONS 33 CONCLUSIONS AND RECOMMENDATIONS 35 APPENDIX A – TRAFFIC VOLUMES APPENDIX B – CAPACITY CALCULATIONS APPENDIX C – TRIP GENERATION RATES APPENDIX D – INTERNAL CAPTURE TRIP WORKSHEETS APPENDIX E – TRIP DISTRIBUTION WORKSHEETS APPENDIX F – TRAFFIC ASSIGNMENT MODEL ii LIST OF TABLES PAGE Table 1. Existing Capacity Analysis Summary (Noon & PM Peak Hours) 11 Table 2. Maximum Trip Generation- Total Development 13 Table 3. Walk-Transit-Bicyclist Trip Generation 15 Table 4. Trips Less Alternate Mode Trip Generation 17 Table 5. Trips Less Alt. Mode & ICT Trip Generation 18 Table 6. Total Vehicular Trip Potential 18 Table 7. Net Vehicular Trip Generation 19 Table 8. Existing Plus Site Capacity Analysis Summary 29 Table 9. Capacity Calculation Summary Future PM Hour 33 LIST OF FIGURES PAGE Figure 1. Site Location & Study Intersections 2 Figure 2. Site Development Layout – Land Use & Parking 3 Figure 3. Peak Noon Hour Traffic Study Intersections 8 Figure 4. Peak PM Hour Traffic Study Intersections 9 Figure 5. Trip Distribution Percentages 21 Figure 6. Full Development Vehicular Site Traffic Assignment 23 Figure 7. Peak Hour Alternative Mode Trip Assignment 24 Figure 8. Peak Noon Hour Existing Plus Site Traffic at Study Intersections 26 Figure 9. Peak PM Hour Existing Plus Site Traffic at Study Intersections 27 Figure 10. Peak PM Future Traffic Projections at Key Intersections 31 Figure 11. Peak Hour Future Traffic at Garage Accesses 34 North Central Master Site Plan Traffic Impact Study North Central development TIS page 1 TRAFFIC IMPACT STUDY INTRODUCTION This report summarizes a Traffic Impact Study (TIS) conducted for the proposed North Central development project in downtown Bozeman. Marvin & Associates was retained by HomeBase Partners, 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 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 North Central 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. In addition, methodologies were developed to address site specific conditions associated with this development. Because of the unique nature of this development and the area in which it would be located, several assumptions and qualifications were required in trip generation estimates and traffic assignment analysis. Extensive research into the current transportation and site related literature which 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 and would occupy an area of approximately two city blocks (see Figure 1). The properties are adjacent to Willson Avenue, Tracy Avenue, Villard Street, and Beall Street. Access to the development properties would utilize four intersections of the adjacent streets. The development site is currently occupied by parking lots, medical office buildings and a medical care center that will either be removed or modified by renovation of existing buildings. Off-site parking will be provided at one of the proposed development structures and access to it will be provided in a structured parking garage on Block 4. One of the buildings in the development plan known as One 11 Apartments has already been constructed and is now in the process of being fully occupied. The One 11 building has a parking structure that utilizes an access on Willson Avenue, North Central development TIS page 2 TRAFFIC IMPACT STUDY south of Beall Street. A TIS was submitted for that building in 2018 and information contained in that study pertinent to the North Central development was included and used within this study. The North Central development, as proposed, would include the following structures and land uses, as detailed in Figure 2: Block 3 would consist of five separate structures that would be developed in phases. Block 3 improvements include an elaborate system of walkways, open spaces and amenities designed to enhance living, working, dining, shopping, and other activities within confines of the overall North Central development. As such, this development would be unique within the Bozeman Downtown area. North Central development TIS page 3 TRAFFIC IMPACT STUDY North Central development TIS page 4 TRAFFIC IMPACT STUDY Block 3 parcels 3-4 and 3-5 would consist of two separate buildings containing a total of 118 residential units and on-site parking for 109 vehicles total, located within the two structures. Block 3 parcels 3-2 & 3-3 on the north side of Beall St. would combine residential units, retail businesses, and parking within each of two buildings. Total combined residential units would be 96 residential units, 6,000 sf of retail space, and 68 parking spaces within the two buildings. Block 3 parcel 3-1 would be a building located in the northeast corner of Willson Avenue and Beall Street and would feature 30 residential units, a 6,000 sf quality restaurant, 3,000 sf of retail space, and 22 parking spaces. Block 4 would be a mixed-use building including a 201 space parking garage, 99 residential units and 5,710 square feet of retail space. It will be constructed in the first phase of development. Vehicular access to this structure would be from Villard Street west of Willson Avenue as well as the alley west of Block 4. A pedestrian crossing will be located on Willson Avenue mid-block between Villard Street and Beall Street to accommodate pedestrian access between Block 4 and the five buildings on Block 3. One 11 is composed of two structures. One 11-1.0 currently exists and is in the process of being occupied. It contains 55 apartment units and 1,800 sf of office space with an inside garage with 47 spaces. One 11-2.0 would be and add-on structure fronting on Beall Street. This addition would add 67 apartment units to the One 11 development, with 2,500 sf of retail space, and parking garage modifications would add 9 parking spaces and an exit-only access to west to Grand Avenue. Mountain View East & West would be two buildings located in the southwest corner of Tracy Avenue and Beall Street. Mountain View East would contain a 96,000 sf of office space, a 9,000 sf restaurant, 3,000 sf of retail space, and 20 parking spaces. Mountain View West would contain a 100-room boutique hotel. North Central development TIS page 5 TRAFFIC IMPACT STUDY EXISTING CONDITIONS Streets & Intersections Development of North Central could possibly impact several area intersections within the immediate area of the development. In addition, the BMC requires that all intersections between collector and arterial street within a one-half mile radius of the development be evaluated for impacts. The following intersections were required to be evaluated within the scope of this TIS: Durston Road and N 7th Avenue N 7th Avenue & Mendenhall Street N7th Avenue & Main Street Main Street & N 8th Avenue N 8th Avenue & Babcock Street Willson Avenue & Main Street Willson Avenue & Babcock Street Peach Street & Rouse Avenue Rouse Avenue & Mendenhall Street Rouse Avenue & Main Street Rouse Avenue & Babcock Street Church Avenue & Main Street In addition to the above noted external intersections, intersections of Villard Street, Beall Street, and Mendenhall Street with Willson Avenue and Villard Street & Beall Street with N Tracy Avenue could be directly impacted by the development and were included in the impact analysis. Of the seventeen study intersections, only six are currently controlled by stop signs on the minor streets. The remaining eleven intersections are controlled by traffic signals. All the traffic signals appear to operate with a background signal cycle of approximately 120 seconds. The intersection of Rouse Avenue & Peach Street has been inaccessible in the past and also during the study data collection North Central development TIS page 6 TRAFFIC IMPACT STUDY phase due to construction projects on Rouse Avenue and no reliable traffic data was available. Therefore, that intersection was not analyzed within this study. This omission is justifiable since the improvements being constructed at Rouse Avenue and Peach Street would undoubtedly mitigate any impacts associated with the development proposal. Main Street is approximately 63’ wide through the study area and carries four traffic lanes with parking on both sides. The intersection of Main Street and Rouse is the only intersection with more than two signal phases, which includes a southbound left-turn interval to accommodate the high left- turn traffic volumes. The street width on Babcock Street varies substantially throughout the study corridor and ranges from 39’ to 62’ from back of curb to back of curb. Babcock carries two eastbound traffic lanes with parking on both sides. Street and curb offsets at intersections, and parking conditions, create sight distance limitations at some stop controlled intersections. Mendenhall Street, which is approximately 41’ wide at its intersection with Rouse, carries two westbound lanes of traffic with parking on both sides of the street. North-south streets within the study area range in width from 31’ to 38’. Parking is limited to one side of the street, in most cases, due to the narrow street sections. Within the core study area, sidewalks are approximately 10’ to 12’ wide and abut building walls, as is typical of most downtown environments. The mixture of vehicles, pedestrians, bicycles, delivery truck loading and unloading operations, and high parking utilization uniquely identifies the area as the CBD. In this area, the balance between mobility and access is greatly skewed toward access and slower operating speeds are not only expected but encouraged. 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 North Central development TIS page 7 TRAFFIC IMPACT STUDY 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 data collector at three intersections on Willson Avenue in June of 2020. Manual Counts were taken at the intersections with Villard and Beall Streets in July of 2020. Due to restrictions implemented during the pandemic, some variations in traffic count data was expected. The 2020 Mio-vision counts on the three Willson Avenue intersections were used to determine what changes had occurred since 2017 counts were taken for the One 11 development TIS. Appendix A contains the 2020 counts and a comparison table detailing the differences between 2020 and 2017 counts. Overall, the 2020 counts were 2% lower than the 2017 counts in the noon hour and 22% lower in the peak PM hour. The most significant differences noted were directional traffic volumes and an overall increase in traffic on Main Street. It is believed that street construction on Rouse Avenue between Main Street and Lamme Street caused redirection of traffic patterns. After a several attempts to determine factors that could be applied to the 2017 counts it became clear that there were too many indeterminant variables to enable meaningful results. Thus, it was decided that the best solution would be to use the 2017 traffic volumes as the baseline for existing conditions. Because of the historic decline in traffic downtown, it was assumed that 2017 volumes would not necessarily understate existing 2020 volumes on the street system. In addition to the peak hour intersection turning movement counts, 2017 electronic traffic counts were documented on Willson Avenue and on Lamme Street, from which Average Weekday Traffic could be estimated. Hourly traffic volume summaries for these counters can be found in Appendix A of this report. It was found that the peak hour for traffic on the street system usually occurs between 4:30 and 5:30 averaging approximately 9% of the average weekday traffic (AWT). The noon hour is the beginning of the afternoon peak with the average being approximately the same as the peak pm hour 9% of AWT. The noon hour also has the highest combined pedestrian and bicycle volumes at most intersections during the day. Figures 3 and 4 illustrate the existing condition traffic volumes use in the TIS analysis. North Central development TIS page 8 TRAFFIC IMPACT STUDY North Central development TIS page 9 TRAFFIC IMPACT STUDY North Central development TIS page 10 TRAFFIC IMPACT STUDY Capacity Capacity calculations were conducted for the peak noon and pm hours at all study intersections (see Appendix B). Table 1, on the following page, summarizes the results of capacity calculations for both the noon and pm peak hour periods. Measures in the table include control delay (seconds/vehicle), level of service (LOS), and 95% queue length. The calculation results show that all approach movements at these intersections, with exception of three street approaches, currently operate at or above an acceptable LOS “C” during both peak hour study periods. The intersection of Durston Road and N 7th Avenue operates at LOS “D” in both the noon and pm hours, with the westbound leg of the intersection on Peach Street operates at LOS “E” during the peak noon hour. The eastbound approach to the intersection of Babcock and N 8th Avenue currently operates at LOS “D” during the peak pm hour with 26.7 seconds per vehicle average delay. At the intersection of Babcock and Rouse Avenue the southbound approach operates at LOS “D” in the noon hour and LOS “F” in the peak pm hour with 78.3 seconds per vehicle average delay and a vehicle queue of 6 vehicles. The northbound approach operates at LOS “D in the peak pm hour. The observed operations at all the study intersections appear to support the theoretical levels of service and calculated vehicle queues shown in Table 1, with exception of the Rouse Avenue and Babcock Street intersection. The longest queue observed was three vehicles and the average delay was much less than 78 seconds. The reason for this disparity appears to be the pedestrian crossings on Babcock Street. There were 21 pedestrian crossings during the peak pm hour and the percentage of vehicles on Babcock stopping for pedestrians was near 100%. When vehicles stop on Babcock Street, northbound and southbound vehicles use the interruption in traffic flow to either go straight or make left and right turns. In this case, it is believed that the HCM algorithms understate the actual capacity. The pedestrian crossing on Babcock Street creates a situation where operations are similar to an all-way stop intersection. North Central development TIS page 11 TRAFFIC IMPACT STUDY Intersection Int/App Delay LOS Max Q Int/App Delay LOS Max Q Overall 38.3 D 10 Overall 38.6 D 12 WB- Worst 61.1 E 10 WB- Worst 53.5 D 8 Overall 13.2 B 7 Overall 14.5 B 8 WB- Worst 27.0 C 7 WB- Worst 28.9 C 8 Overall 17.9 B 9 Overall 17.9 B 10 WB- Worst 27.2 C 7 WB- Worst 27.3 C 10 Overall 12.7 B 7 Overall 14.3 B 7 NB-Worst 23.8 B 4 NB-Worst 24.9 C 4 Overall na na na Overall na na na EB-Worst 20.5 C 3 EB-Worst 26.7 D 3 Overall 16.7 B 6 Overall 17.4 B 6 WB- Worst 17.0 B 6 NB-Worst 17.8 B 4 Overall 18.2 B 7 Overall 21.1 C 8 EB- Worst 31.8 C 7 SB- Worst 30.1 C 5 Overall 20.2 C 6 Overall 20.2 C 7 EB- Worst 24.2 C 6 EB- Worst 23.8 C 6 Overall 16.8 B 7 Overall 19.6 B 10 WB- Worst 30.2 C 5 WB- Worst 34.7 C 10 Overall 26.1 C 9 Overall 27.5 C 11 NB-Worst 30.0 C 6 NB-Worst 33.2 C 9 Overall na na na Overall na na na SB-Worst 30.9 D 3 SB-Worst 78.3 F 6 Overall 15.5 B 9 Overall 17.1 B 7 NB-Worst 30.7 C 6 NB-Worst 33.0 C 5 Overall na na na Overall na na na EB-Worst 9.8 A 0 EB-Worst 10.8 B 1 Overall na na na Overall na na na WB-Worst 10.5 B 1 WB-Worst 11.3 B 1 Overall na na na Overall na na na EB-Worst 9.9 A 1 EB-Worst 10.1 B 0 Overall na na na Overall na na na WB-Worst 9.7 A 1 WB-Worst 9.8 A 1 Table 1. Existing Capacity Calculation Summary (Noon & PM Peak Hours) Willson Avenue & Main Street S Willson Avenue & Babcock Street N Rouse Avenue & Mendenhall Street Rouse Avenue & Main Street N7th Avenue & Durston Road PEAK PM HOUR N 7th Avenue & Mendenhall Street N 7th Avenue & Main Street N 8th Avenue & Main Street S 8th Avenue & Babcock Street N Willson Avenue & Mendenhall Street PEAK NOON HOUR S Rouse Avenue & Babcock Street N Church Avenue & Main Street N Willson Avenue & Villard Street N Willson Avenue & Beall Street N Tracy Avenue & Villard Street N Tracy Avenue & Beall Street North Central development TIS page 12 TRAFFIC IMPACT STUDY TRIP GENERATION Total Development Trips Table 2 is a trip generation summary of the maximum trip generation based on land use and trip generation rates found in ITE’s Trip Generation Report,10th Edition. Proposed land uses were evaluated to determine the ITE land use rates (see Appendix C) that would be most representative of the proposed development. Within Table 2, trip generation rates and resulting trip projections for the average weekday and the noon and pm peak hours are shown. It should be noted that the ITE report does not provide rates for the noon hour, but ITE’s Peak AM Hour of Generator” rates, which are higher than ITE’s “Peak AM Hour Between 7:00 and 9:00 AM rate, were used in the analysis of noon hour impacts. Thus, there is a possibility that noon hour impacts could be over-estimated within the study analysis. Table 2 indicates that total development of the entire project would generate approximately 5,966 trips on the average weekday. In the peak noon hour, the development would generate 418 trips with 266 entering and 152 trips exiting the project site. In the peak PM hour, there would be 533 trips generated with 269 entering the site and 264 trips exiting the site. The noon hour’s substantial imbalance between entering and exiting trips reflects the number of office-generated trips that are associated with the AM peak hour reported in the ITE Trip Generation. It is likely that the noon hour ingress and egress office trips would actually be more balanced. North Central development TIS page 13 TRAFFIC IMPACT STUDY Table 2. Maximum Trip Generation - Total Development Using ITE 10th Edition Report No. of Rate Total Total TotalUnitsUnitsRateTripsRateTripsEnterExitRateTrips Enter Exit Block 4Code 221 Mid-rise Apartments 99 Units 1 539 2 22 6 16 3 44 27 17Code 820 Shopping Center 5.7 1000 SF 4 215 5 17 9 8 6 22 11 11Subtotal =754 39 15 24 66 38 28 Block 3-5Code 221 Mid-rise Apartments 70 Units 1 381 2 15 4 11 3 31 19 12Subtotal =381 15 4 11 3 31 19 12 Block 3-4Code 221 Mid-rise Apartments 48 Units 1 261 2 11 3 8 3 21 13 8Subtotal =261 11 3 8 21 13 8 Block 3-3 Code 820 Shopping Center 3.0 1000 SF 4 113 5 9 5 4 6 11 5 6Code 221 Mid-rise Apartments 46 Units 1 250 2 10 3 7 3 20 12 8Subtotal =363 19 8 11 31 17 14 Block 3-2 Code 820 Shopping Center 3.0 1000 SF 4 113 5 9 5 4 6 11 5 6Code 221 Mid-rise Apartments 40 Units 1 218 2 9 2 7 3 18 11 7Phase 5 Totals 331 18 7 11 29 16 13 Block 3-1 Code 221 Mid-rise Apartments 30 Units 1 163 2 7 2 5 3 13 8 5Code 820 Shopping Center 3.0 1000 SF 4 113 5 9 5 4 6 11 5 6Code 931 Quality Restaurant 6.0 1000 SF 7 503 8 27 22 5 9 47 31 16Subtotal =779 43 29 14 71 44 27 Subtotal Beall's Third Devlopment =2869 145 66 79 249 147 102 One 11 - 2.0 Trip Generation Code 221 Mid-rise Apartments 67 Units 1 364 2 15 4 11 3 29 18 11Code 820 Shopping Center 2.5 1000 SF 4 94 5 8 4 4 6 10 5 5Subtotal =458 23 8 15 39 23 16 Mountain View West Trip GenerationCode 310 Hotel 100.0 Rooms 13 836 14 60 31 29 15 54 29 25Subtotal =836 60 31 29 54 29 25 Mountain View East Trip Generation Code 710 General Office Building 96.0 1000 SF 10 935 11 141 124 17 12 110 18 92 Code 820 Shopping Center 3.0 1000 SF 4 113 5 9 5 4 6 11 5 6 Code 931 Quality Restaurant 9.0 1000 SF 7 755 8 40 32 8 9 70 47 23 Subtotal =1803 190 161 29 191 70 121 5966 418 266 152 533 269 264 Peak PM Hour Beall's Third Trip Generation Total North Central Development = Peak Noon HourAverage Weekday North Central development TIS page 14 TRAFFIC IMPACT STUDY Alternative Trip Modes Land use developments typically produce multi-modal trips that include pedestrian, bicycle, and transit trips, in addition to other vehicular trips. When evaluating vehicular impacts, these non- vehicular and transit-related types of trips can often be considered negligible in terms of their potential impacts on site access points. The proposed development, being located within the CBD, which has numerous commercial, retail, entertainment, employment, and dining opportunities within a socially vibrant downtown area, would have enormous potential for alternate trip modes. That potential is magnified further by the relative proximity of the development to the CBD core. ITE has recently issued a Trip Generation Supplement to the 10th Edition of their Trip Generation Report, which presents data for alternative trip modes (see Appendix C). Tables for various land uses are provided for Suburban, Urban, and Downtown (City Center Core) Areas in the 10th Edition Supplement. Data within the tables are presented as percentage of total trips attributed to alternative modes (pedestrian, bicycle, and transit). The data within this document was used to determine alternative trip mode projections associated with the North Central development. Table 3 presents estimates of alternate trip modes based on data for City Center Core areas. Table 3 details alternative mode trips for each of the development buildings on the average weekday and for peak Noon and PM hour periods. Alternative mode trips on the average weekday would be 2,346 with 161 alternative mode trips in the Noon hour and 229 in the PM hour. The variations between trips entering and trips exiting the development follow a similar pattern as those shown in Table 2. North Central development TIS page 15 TRAFFIC IMPACT STUDY Table 3. Walk-Transit- Bicycle Trips ITE Trip Generation 10th Edition Supplement No. of Rate Alternate.Alt Mode Alternate.Total Alternate.Total Units Units Mode %Trips Mode %Trips Enter Exit Mode %Trips Enter Exit Block 4 Code 221 Mid-rise Apartments 99 Units 52%280 43%9 2 7 61%27 16 11 Code 820 Shopping Center 5.7 1000 SF 35%75 32%5 3 2 37%8 4 4Subtotal =355 14 5 9 35 20 15 Block 3-5 Code 221 Mid-rise Apartments 70 Units 52%198 43%6 2 4 61%19 12 7 Subtotal =198 6 2 4 19 12 7 Block 3-4 Code 221 Mid-rise Apartments 48 Units 52%136 43%5 1 4 61%13 8 5 Subtotal =136 5 1 4 13 8 5 Block 3-3Code 820 Shopping Center 3.0 1000 SF 35%40 32%3 2 1 37%4 2 2 Code 221 Mid-rise Apartments 46 Units 52%130 43%4 1 3 61%12 7 5Subtotal =170 7 3 4 16 9 7 Block 3-2 Code 820 Shopping Center 3.0 1000 SF 35%40 32%3 2 1 37%4 2 2 Code 221 Mid-rise Apartments 40 Units 52%113 43%4 1 3 61%11 7 4 Phase 5 Totals 153 7 3 4 15 9 6 Block 3-1 Code 221 Mid-rise Apartments 30 Units 52%85 43%3 1 2 61%8 5 3Code 820 Shopping Center 3.0 1000 SF 35%40 32%3 2 1 37%4 2 2 Code 931 Quality Restaurant 6.0 1000 SF 1%5 1%0 0 0 1%0 0 0 Subtotal =130 6 3 3 12 7 5 Subtotal Beall's Third Devlopment =1142 45 17 28 110 65 45 One 11 - 2.0 Trip Generation Code 221 Mid-rise Apartments 67 Units 52%189 43%6 2 4 61%18 11 7 Code 820 Shopping Center 2.5 1000 SF 35%33 32%3 2 1 37%4 2 2 Subtotal =222 9 4 5 22 13 9 Mountain View West Trip Generation Code 310 Hotel 100.0 Rooms 49%410 41%25 13 12 54%29 16 13 Subtotal =410 25 13 12 29 16 13 Mountain View East Trip Generation Code 710 General Office Building 96.0 1000 SF 56%524 56%79 70 9 57%63 10 53 Code 820 Shopping Center 3.0 1000 SF 35%40 32%3 2 1 37%4 2 2 Code 931 Quality Restaurant 9.0 1000 SF 1%8 1%0 0 0 1%1 1 0 Subtotal =572 82 72 10 68 13 55 2346 161 106 55 229 107 122 Average Weekday Peak Noon Hour Peak PM Hour Beall's Third Trip Generation Total North Central Development = North Central development TIS page 16 TRAFFIC IMPACT STUDY Internal Capture Trips It is common for developments containing multiple land uses and/or complementary facilities to have trip origins and destinations within the development site boundaries. These trips are part of the total trip generation number, but do not have origins or destinations external to the development site, and as such, do not have an impact on the traffic network external to the development. These types of trips are known as “Internal Capture Trips” (ICT). Because there would be a mix of residential, office retail, and restaurants within the proposed development, there is a high probability that ICT trips could occur within the confines of the development site. The ITE Trip Generation Report provides data and methods to estimate ICT that were used for this study. The ICT methodology was used to develop an ICT worksheet that calculates ICT trips based on the vehicular trip data for land-uses within the site (see Appendix D). The ICT calculations resulted in approximately 1,289 AWT trips with 58 in the noon hour (31 entering and 27 exiting) and 136 in the pm hour (69 entering and 67 exiting). Passerby Trips 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. Because of the development’s location within the downtown area, there are no arterial or collector roadways that run through the project development. As such, the potential for passerby traffic is greatly reduced. There is some potential for passerby traffic being diverted to retail and restaurant land uses, but low traffic volumes on Willson Avenue would not support any significant numbers associated with passerby traffic. For this reason, it was assumed that passerby traffic would not reduce the external vehicle projections. North Central development TIS page 17 TRAFFIC IMPACT STUDY Car-Share & Car-Pool Trips A relatively recent development in personal transportation options associated with technological advances in communication along with the younger generation’s wide-spread acceptance of the technologies, car-sharing and car-pooling has had an ever increasing presence in personal transportation options. Research into reduced vehicle trips resulting from car-sharing reveals a wide range of data. The highest values vary by location and size of metropolitan areas where services are available, with some study estimates of 30% and higher. For the purposes of this study, an estimate of 5% vehicular trip reductions was used, based on the population of the service area and tempered by the average age and education of the population. Net Vehicular Trip Projections The above calculations and assumptions used to calculate alternative trip modes, internal capture trips, and car-sharing/car-pooling to determine the allocation of trips assigned to vehicles and will appear as traffic accessing the proposed development. Table 4 illustrates the number of vehicular trips that would be generated by the development when alternative transportation mode estimates (Table 3) are removed from the maximum trip estimates (Table 2). For this case, the total vehicular trips on the average weekday would be 3,620 with 257 in the noon hour and 304 in the peak pm hour. Table 4. Trips Less Alternative Mode Trip Generation Ave. Weekday Total Total Total Trips Trips Enter Exit Trips Enter Exit Beall's Third Development =1727 100 49 51 139 82 57 One 11 - 2.0 Trip Generation 236 14 4 10 17 10 7 Mountain View West Trip Generation 426 35 18 17 25 13 12 Mountain View East Trip Generation 1231 108 89 19 123 57 66 3620 257 160 97 304 162 142 Peak Noon Hour Peak PM Hour Total of Proposed Developments = North Central development TIS page 18 TRAFFIC IMPACT STUDY Table 5 presents the number of vehicular trips that would be associated with alternative mode trips along with internal capture trips being removed from the maximum number of development trips (Table 2). In this case there would be 2,286 vehicular trips in the average weekday with 196 in the noon hour and 161 in the peak PM hour. Table 6 illustrates the total vehicular trip potential with carshare/carpool trips removed and trips added with the One 11 -1.0 development, which was not occupied when traffic data collection was completed but would add traffic to the street system as a part of the North Central development when fully occupied. The fully developed site plan would then generate 2,546 vehicular trips on the average weekday with 220 vehicular trips in the Noon hour and 187 in the peak PM hour. Table 5. Trips Less Alt. Mode & ICT Trip Generation Ave. Weekday Total Total TotalTripsTripsEnterExitTrips Enter Exit Beall's Third Development =1070 75 38 37 60 41 19 One 11 - 2.0 Trip Generation 148 11 3 8 6 4 2 Mountain View West Trip Generation 381 32 18 14 18 9 9 Mountain View East Trip Generation 687 78 70 8 77 35 42 2286 196 129 67 161 89 72Total of Proposed Developments = Peak Noon Hour Peak PM Hour Table 6. Total Vehicular Trip Potential Ave. Weekday Total Total Total Trips Trips Enter Exit Trips Enter Exit Beall's Third Development =1017 71 36 35 57 39 18 One 11 - 2.0 Trip Generation 140 10 3 7 6 4 2 Mountain View West Trip Generation 362 30 17 13 18 9 9 Mountain View East Trip Generation 653 74 66 8 73 33 40 Occupied One 11 - 1.0 Trip Generation 374 35 12 23 33 20 13 2546 220 134 86 187 105 82 Peak Noon Hour Peak PM Hour Total of Proposed Developments = North Central development TIS page 19 TRAFFIC IMPACT STUDY Table 7 is a summary of all vehicular trips that would be associated with the North Central development and presents the final net number of vehicular trips that would be added to the street system. It is important to note that this table also subtracts trips that are associated with the existing Medical Arts Building removal from the project site. The Medical Arts Building has a net floor area of 49,346 sf and trips were estimated by applying ITE Trip Generation, 10th Edition and supplemental report trip data (Appendix C). The calculations resulted in 1,274 trips on the average weekday with 129 trips in the peak Noon hour and 127 trips in the peak PM hour. Subtracting the alternative mode trips (382 average weekday trips, 39 Noon hour trips, and 38 PM hour trips) results in a net total of 892 weekday, 90 Noon hour, and 89 PM hour vehicular trips currently generated by the Medical Arts building. Subtracting these trips from the North Central development vehicular trips results (Table 6) is 1,654 vehicular trips on the average weekday with 130 in the peak noon Hour and 98 in the peak PM hour. Table 7. Net Vehicular Trip Generation Ave. Weekday Total Total TotalTripsTripsEnterExitTrips Enter Exit 1274 129 80 49 127 35 91 382 39 34 5 38 6 32 892 90 46 44 89 29 59 1654 130 88 42 98 76 23 Existing Medical Arts Trips = Peak Noon Hour Peak PM Hour Net Vehicular Trips Full Development North Central = Existing Medical Arts Vehicular Trips = Medical Arts Existing Alternate Mode Trips = North Central development TIS page 20 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 North Central development, a basic area of influence model was used. With potential for trip origins and destinations to be made throughout Bozeman and the entire regional area. Large polygon areas were plotted on aerial photos of the Bozeman urban area. The polygon boundaries were defined by direction of access on the entire street system. One of the polygons encompassed an area surrounding the development that represented prime trip attraction for bicycle and pedestrian travel modes. The boundaries of that polygon were based on a 1,400- foot radius, which is the maximum distance that pedestrians will walk, instead of using a motorized vehicle. Approximate population and commercial densities were estimated within each of the polygon areas. The percentage densities of each polygon were calculated based on the entire study area and applied to street links accessing the site. A Gravity Equation using the inverse square of the travel time to the center of each polygon was applied to the densities and the relative percentage attraction was calculated. Because of the diverse land uses within this development three separate distribution routines were completed which Included: Residential, Office, Retail/Restaurants, and Hotel (see Appendix E) . Each distribution was multiplied by their respective proportion of total trips to arrive at a weighted average for the entire development. Figure 5 on the following page presents the results of the average trip distribution model. Primary trips were distributed along each arterial and collector street that have potential impacted intersection within a one-half mile radius of the development site. North Central development TIS page 21 TRAFFIC IMPACT STUDY Figure 5 does not indicate distribution percentages within the operation area of the development site. A separate model was developed to assign site traffic within the site area using the distribution percentage on each of the streets accessing the site area. 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. In this case, location of land uses and parking space availability and their locations within the site was a prime consideration in traffic assignment within the site area. Directional distribution proportions were determined in the trip North Central development TIS page 22 TRAFFIC IMPACT STUDY distribution analysis to provide access traffic demand estimates. The distribution/assignment estimates represent traffic movements to and from the site that would occur depending on the directions of arrival or departure relative to the chosen access point. The combined calculation of demand and least time accessibility were used to estimate likely movement volumes at each individual intersection. Turning movements at each access point were then calculated through the application of trip distribution to development vehicular trip generation estimates. Figure 6 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 6 indicate that Willson Avenue would have the highest site generated traffic volumes with approximately 845 AWT south of the site and 302 AWT north of the site. Site pedestrian traffic would be mostly concentrated at the intersections on Mendenhall Street, Main Street, Willson Avenue, and Tracy Avenue. Assignment of alternate mode traffic was based on densities of developments within the study area with consideration for likely attractions and productions amenable to each alternate mode. It was assumed that transit modes would all be assigned to the south, where a transit station exists on Mendenhall Street. Bicycle modes would be similar to vehicular assignments with more trips to and from the south. Pedestrian modes would be distributed to and from the south within the heart of the downtown area. Assignment of alternate mode trips to specific routes is more difficult than vehicular traffic, especially for the pedestrian mode. Short-cuts through parking lots and alleys are possible and diverted routing from the most likely routes can be made without causing delay in the trip. Figure 7 presents the most probable assignment of alternate mode trips within the downtown area surrounding the study area, where potential impacts could be possible. North Central development TIS page 23 TRAFFIC IMPACT STUDY North Central development TIS page 24 TRAFFIC IMPACT STUDY North Central development TIS page 25 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 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 arterial or collector street would be on Willson Avenue north of Beall Street where site generated traffic would be approximately 21% 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 8 and 9 present the calculated existing plus site traffic volumes that would be associated with development of North Central development. The intersection volumes shown in Figures 8 and 9 are used in capacity calculations to determine whether the additional traffic would have noticeable impacts on each intersection’s efficiency. North Central development TIS page 26 TRAFFIC IMPACT STUDY North Central development TIS page 27 TRAFFIC IMPACT STUDY North Central development TIS page 28 TRAFFIC IMPACT STUDY Capacity Table 8 presents capacity analysis results for potentially impacted intersections using existing plus development generated peak noon and pm hour traffic volumes. All the potentially impacted intersections would remain at or above an acceptable LOS “C” except for the three intersections that have movements that already operate at LOS “D” and LOS “F”. In comparing Table 8 to Table 1, very minor changes in delay would occur. Some of the vehicle queues would change with single vehicle increases in some lanes and single vehicle decreases in others. None of the intersections would have any change in the overall LOS or individual movement LOS except for the Willson & Tracy intersections with Villard Street, which would go from LOS “A” to LOS “B”. This indicates that if the development existed at the present time, there would be no appreciable difference in current operations at any of the study intersections. North Central development TIS page 29 TRAFFIC IMPACT STUDY Intersection Int/App Delay LOS Max Q Int/App Delay LOS Max Q Overall 39.0 D 10 Overall 38.6 D 13 WB- Worst 58.0 E 10 WB- Worst 542.0 D 9 Overall 18.0 B 8 Overall 14.3 B 8 WB- Worst 32.5 C 8 WB- Worst 28.9 C 8 Overall 17.9 B 9 Overall 21.4 C 10 WB- Worst 27.5 C 8 WB- Worst 27.5 C 10 Overall 12.8 B 8 Overall 14.4 B 8 WB-Worst 32.4 A 6 NB-Worst 31.3 C 7 Overall na na na Overall na na na EB-Worst 21.1 C 3 27.4 D 4 Overall 16.9 B 5 Overall 17.7 B 7 NB- Worst 17.3 B 4 NB-Worst 18.5 B 4 Overall 18.9 B 6 Overall 21.5 C 8 SB- Worst 33.2 C 5 SB- Worst 30.7 C 8 Overall 20.2 C 6 Overall 20.2 C 7 EB- Worst 24.2 C 5 EB- Worst 23.8 C 5 Overall 17.9 B 7 Overall 20.1 C 10 WB- Worst 31.7 C 6 WB- Worst 34.8 C 10 Overall 26.3 C 12 Overall 27.6 C 13 NB-Worst 30.1 C 6 NB-Worst 33.3 C 9 Overall na na na Overall na na na SB-Worst 30.1 D 3 SB-Worst 94.3 F 7 Overall 15.5 B 6 Overall 17.1 B 8 NB-Worst 30.7 C 1 NB-Worst 33.0 C 5 Overall na na na Overall na na na EB-Worst 10.9 B 1 EB-Worst 11.7 B 1 Overall na na na Overall na na na WB-Worst 11.1 B 1 WB-Worst 12.1 B 1 Overall na na na Overall na na na WB-Worst 10.0 B 1 WB-Worst 10.1 B 1 Overall na na na Overall na na na WB-Worst 9.8 A 1 WB-Worst 9.9 A 1 S Rouse Avenue & Babcock Street N Church Avenue & Main Street Table 8. Existing Plus Site Capacity Calculation Summary N7th Avenue & Durston Road PEAK PM HOUR N 7th Avenue & Mendenhall Street N 7th Avenue & Main Street N 8th Avenue & Main Street N Willson Avenue & Villard Street N Willson Avenue & Beall Street N Tracy Avenue & Villard Street N Tracy Avenue & Beall Street N Willson Avenue & Mendenhall Street Willson Avenue & Main Street PEAK NOON HOUR S Willson Avenue & Babcock Street N Rouse Avenue & Mendenhall Street Rouse Avenue & Main Street S 8th Avenue & Babcock Street North Central development TIS page 30 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 direct result of the additional demand created by the minimal volumes of site- generated traffic. Future Traffic Volumes Because the development site is located near the center of the CBD which has been fully occupied for many decades, the only significant changes in traffic would occur due to redevelopment of existing properties, increased densities, and land use changes. In 2003 and 2004, Marvin & Associates prepared a TIS for the Arts at City Center project in Downtown Bozeman. That study included extensive traffic counts at almost all downtown intersections as well and electronic counts on key streets. Eight of the fifteen intersections counts taken in 2017 were compared to year 2003 counts at the same intersections and it was determined that the net traffic growth over the past 14 years was approximately 1%, which is incredible considering all of the changes that have occurred in the CBD in the past 14 years. It appears that some of the growth has been absorbed by increases in pedestrian and bicycle traffic. Given these facts, it appears that future traffic projections based on historic records would be minimal. An assumption was made that an increase of 5% over the next 15-year period would not be unreasonable considering the past trends. Therefore, a 5% increase was applied to the peak pm hour traffic conditions for analysis of future (year 2035) conditions. In addition, traffic from known developments in the area were added to the key intersections. Figure 10 presents the peak hour year 2035 traffic projections at key study intersections in the peak PM hour. Figure 11 illustrates the peak Noon and PM future traffic projections at the garage accesses. Future projections for the year 2035 peak noon hour were not completed at the key intersections since the peak pm hour existing plus site traffic conditions were the most significant time period for most intersections. Peak noon hour volumes at the garage accesses were considered important, since the most entry traffic would occur at that hour. North Central development TIS page 31 TRAFFIC IMPACT STUDY North Central development TIS page 32 TRAFFIC IMPACT STUDY Future Capacity Table 9 presents a summary of capacity calculations for future (year 2035) peak pm hour conditions based on existing traffic increases of 5% plus site traffic at each of the intersections. Future capacity calculations for the year 2035 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 9 results to Table 8, only one of the key intersections would experience a future drop in LOS. The intersection of Tracy & Mendenhall would go from and existing LOS of “C” to LOS “D” on the northbound approach. Other intersections external to the key intersections within the study area that currently operate below LOS “C” includes: Durston Road & N 7th Avenue, Babcock Street & S 8th Avenue, and Babcock Street & Rouse Avenue. The intersection of N 7th Avenue & Durston Road is experiencing more robust growth on N 19th Avenue than that within the downtown area, which has resulted in diminished ability to serve side street traffic. At its intersection with Durston Road and Peach Street, the current LOS “D” will probably erode to a future LOS “E” with or without the North Central development’s site traffic. At the intersection of S 8th Avenue & Babcock Street HCM calculations indicates that the eastbound approach would operate at LOS “D” with delay being 2.6 seconds higher than the cut-off for LOS “C”. The overall LOS cannot be calculated at that intersection according to current HCM methodology. However, if the overall delay at that intersection was calculated and divided by the total volume of traffic entering, the overall LOS would be 12.4 seconds, which would be a LOS “B”. The southbound approach on Rouse Avenue at its intersection with Babcock Street would remain at LOS “F”. Even though the overall LOS cannot be calculated, dividing the overall delay by the number of vehicles entering would be above 30 second per vehicle, which would be LOS “D”. North Central development TIS page 33 TRAFFIC IMPACT STUDY SITE ACCESS TRAFFIC OPERATIONS Figure 11 illustrates the location of the parking garage accesses on surrounding area streets along with year 2035 projected traffic volumes during the peak noon hour and peak pm hours. Capacity calculation were completed for the garage accesses assuming stop conditions entering the streets from the garages (see Appendix B—4). It was determined that all movements at both accesses would operate at LOS “A” in the year 2035 except for the One 11-1 access to Willson Avenue in the peak PM hour, which would operate at LOS “B”. Intersection Int/App Delay LOS Max Q Overall 18.3 B 7 NB- Worst 19.3 B 5 Overall 22.7 C 9 SB- Worst 32.2 C 7 Overall 20.5 C 9 EB- Worst 24.1 C 6 Overall 18.3 B 9 WB- Worst 30.7 C 9 Overall 28.3 C 10 NB-Worst 34.2 C 10 Overall na na na NB- Worst 29.6 D 3 Overall na na na WB-Worst 10.8 B 1 Overall na na na WB-Worst 11.9 B 1 Overall na na na WB-Worst 10.2 B 1 Overall na na na WB-Worst 10.8 B 1 N Willson Avenue & Beall Street N Tracy Avenue & Villard Street N Tracy Avenue & Beall Street Table 9. Capacity Calculation Summary Future PM Hour Traffic S Willson Avenue & Babcock Street N Rouse Avenue & Mendenhall Street * Rouse Avenue & Main Street N Tracy Avenue & Mendenhall Street N Willson Avenue & Villard Street N Willson Avenue & Mendenhall Street Willson Avenue & Main Street North Central development TIS page 34 TRAFFIC IMPACT STUDY Safety operations related to the garage access would focus primarily on the line-of-sight from the access to approach traffic on Villard Avenue. The spot speed statistics previously taken on Willson Avenue indicate that the 85th % speeds approximately 25mph in both directions, Thus, the minimum stopping sight distance required in both directions would be 155 feet. Design of parking along the south side of Villard Street should provide adequate site distance for vehicles exiting the garage accesses based on a minimum safe stopping site distance. North Central development TIS page 35 TRAFFIC IMPACT STUDY CONCLUSIONS AND RECOMMENDATIONS Analysis of trip generation estimates, traffic assignments, and capacity calculations show that the North Central development would not have any appreciable impacts on traffic operations on the surrounding street system. Capacity calculations indicate that the only external area intersection that operates at an overall LOS less than “C” is the intersection of Durston Road and N 7th Avenue which currently operates at LOS “D” during the peak noon and pm hours. The City of Bozeman Engineering Staff indicated that at future project was forthcoming that would add a traffic lane to Peach Street. A mitigating measure proposed in the One 11 Apartments TIS Update was adding another approach lane (westbound) on Peach Street. North Central site traffic was added to the intersection analysis for the mitigating measure and peak PM hour capacity calculation were completed (see Appendix B-2) for the peak pm hour period. The results indicated that the intersection would operate at an overall LOS “C” with site added traffic along with the westbound lane addition on Peach Street. Analysis of key downtown intersections for year 2035 conditions indicate that none of the intersections would operate at less than an overall LOS “C”. From our analysis it appears that the development will provide an environment for traffic reduction commensurate with the current trends in the downtown area. The commercial facilities with the residential buildings and office buildings development concept would provide an atmosphere that would contribute appreciably to future reductions in motorized vehicular traffic in the downtown environment. The intersection of S Rouse Avenue and Babcock Street is located at an outlier location that is just within the 0.5 mile study limits. Whether any of the site traffic would utilize that intersection is dubious at best. The TIS model indicates that only 13 site generated vehicles would enter the intersection on an average day with only 1 vehicle entering during the peak PM hour period. However, it is likely that drivers would reroute trips to other parallel facilities rather than suffer extended delays at that intersection and there is ample capacity on Tracy and Willson Avenues to absorb that low volume of vehicles. APPENDIX A Traffic Volume Counts Vehicles Ped/Bike St a r t T i m e R i g h t T h r u L e f t P e d / B i k e R i g h t T h r u L e f t P e d / B i k e R i g h t T h r u L e f t P e d / B i k e R i g h t T h r u L e f t P e d / B i k e E n t e r i n g E n t e r i n g 11 : 3 0 A M 1 5 3 0 1 1 1 4 5 1 5 1 9 0 1 2 1 6 3 0 0 0 5 1 1 7 2 8 11 : 4 5 A M 1 0 1 9 0 1 1 1 6 1 8 2 2 0 2 3 3 1 6 0 0 0 5 1 6 3 3 4 12 : 0 0 P M 1 0 1 8 0 3 1 2 8 7 1 6 1 6 0 1 0 1 8 1 0 0 0 6 1 7 1 2 6 12 : 1 5 P M 1 3 1 6 0 4 7 5 3 1 5 7 0 2 0 1 9 2 0 0 0 1 1 1 4 3 2 4 12 : 3 0 P M 1 3 3 4 0 2 1 0 7 5 1 6 2 3 0 2 8 1 4 8 0 0 0 4 1 9 0 3 7 12 : 4 5 P M 9 1 9 0 9 6 6 6 6 1 8 0 3 2 1 9 0 0 0 0 3 1 5 7 3 0 1: 0 0 P M 9 1 2 0 4 1 1 7 3 1 5 1 0 0 1 6 1 9 3 0 0 0 3 1 5 5 2 0 1: 1 5 P M 7 2 3 0 5 4 6 7 9 2 8 0 2 4 2 1 1 1 0 0 0 6 1 5 5 5 0 Pe a k H o u r 4 6 8 7 0 1 0 4 0 2 7 6 5 5 6 8 0 8 1 8 2 1 7 0 0 0 2 6 6 6 7 1 2 1 PH F = 0 . 8 8 4: 0 0 P M 1 0 1 7 0 4 5 4 9 5 2 3 0 1 4 1 3 3 0 0 0 5 1 1 3 3 5 4: 1 5 P M 1 2 2 2 0 1 0 4 5 5 1 5 1 5 0 1 6 1 4 2 0 0 0 8 1 3 8 3 5 4: 3 0 P M 7 2 4 0 5 9 5 5 1 8 1 7 0 1 8 1 7 4 0 0 0 9 1 4 8 3 5 4: 4 5 P M 1 1 2 5 0 6 4 4 5 6 1 9 0 2 8 2 2 2 0 0 0 1 2 1 4 1 3 9 Pe a k H o u r 4 0 8 8 0 2 5 2 2 2 0 4 4 4 7 4 0 7 6 6 6 1 1 0 0 0 3 4 5 4 0 1 4 4 PH F = 0 . 9 1 So u t h b o u n d We s t b o u n d No r t h b o u n d Ea s t b o u n d Ty p e R o a d Cl a s s i f i c a t i o n T o t a l s Wi l s o n Me n d e n h a l l Wl s o n Me n d e n h a l l Si t e C o d e Pr o j e c t B e a l l s T h i r d St u d y N a m e W il s o n & M e n d e n h a l l St a r t D a t e 0 6 / 1 6 / 2 0 2 0 St a r t T i m e 1 1 : 3 0 A M Total Veh Total Ped St a r t T i m e R i g h t T h r u L e f t P e d s R i g h t T h r u L e f t P e d s R i g h t T h r u L e f t P e d s R i g h t T h r u L e f t P e d s E n t e r i n g E n t e r i n g 11 : 3 0 A M 3 8 6 3 9 1 2 1 4 0 4 1 8 9 8 2 6 4 3 2 7 1 2 9 1 0 1 6 3 8 2 1 1 6 11 : 4 5 A M 8 1 7 6 1 9 1 7 1 2 0 9 6 1 2 2 9 4 1 3 5 2 6 1 1 4 1 4 1 1 4 1 3 7 1 12 : 0 0 P M 1 0 1 9 7 2 3 8 1 2 9 1 1 9 8 1 7 2 3 1 1 2 2 1 5 5 4 1 1 4 1 3 5 4 12 : 1 5 P M 5 2 1 6 2 6 1 3 1 4 9 6 1 9 1 3 1 6 3 0 1 1 2 6 1 3 6 9 1 0 4 3 0 6 6 12 : 3 0 P M 8 2 8 1 3 3 9 1 2 1 4 9 1 0 1 1 9 2 4 2 3 1 1 3 1 1 3 3 7 2 4 4 4 7 8 5 12 : 4 5 P M 1 0 1 4 7 2 9 1 4 1 5 6 7 2 0 1 0 2 9 2 9 2 7 2 3 1 4 2 8 1 9 4 4 9 9 5 1: 0 0 P M 4 1 8 6 3 3 8 1 4 8 1 1 1 7 1 1 2 2 2 7 2 1 2 4 1 4 2 6 2 5 4 2 7 9 6 1: 1 5 P M 1 1 1 8 7 3 0 1 3 1 6 8 9 1 0 1 1 2 2 2 9 3 8 2 3 1 4 9 6 2 7 4 6 6 1 0 5 Pe a k H o u r = 3 3 7 8 3 3 1 3 1 4 7 6 2 1 3 7 5 8 4 1 9 7 1 0 8 9 7 1 0 1 5 6 6 2 7 9 5 1 7 8 9 3 8 1 PH F = 0 . 9 6 4: 0 0 P M 4 1 3 1 4 0 3 1 4 3 9 2 3 1 1 2 5 4 1 3 6 2 7 1 2 3 6 1 2 4 0 6 1 1 1 4: 1 5 P M 9 2 4 7 3 3 4 1 3 8 1 1 1 3 7 1 8 3 4 2 4 3 6 1 5 8 8 1 4 4 5 4 8 4 4: 3 0 P M 1 2 2 8 2 3 2 5 1 4 3 1 5 2 4 7 3 2 4 0 2 6 2 1 1 2 3 6 2 1 4 3 4 1 0 3 4: 4 5 P M 9 1 8 7 2 3 7 1 5 1 1 3 1 3 1 2 2 6 3 5 1 7 1 9 1 4 8 1 0 1 2 4 5 5 6 5 Pe a k H o u r = 3 4 8 3 1 7 1 2 8 1 9 5 7 5 4 8 7 3 3 7 1 0 1 1 5 0 1 0 3 1 0 3 5 5 2 3 0 5 9 1 7 4 9 3 6 3 PH F = 0 . 9 6 St u d y N a m e W il s o n & M a i n St a r t D a t e 0 6 / 1 6 / 2 0 2 0 St a r t T i m e 1 1 : 3 0 A M Si t e C o d e Pr o j e c t B e a l l s T h i r d T I S So u t h b o u n d W e s t b o u n d N o r t h b o u n d E a s t b o u n d Ty p e R o a d Cl a s s i f i c a t i o n T o t a l s Wi l s o n M a i n W i l s o n M a i n Vehicles Ped/Bike St a r t T i m e R i g h t T h r u L e f t P e d / B i k e R i g h t T h r u L e f t P e d / B i k e R i g h t T h r u L e f t P e d / B i k e R i g h t T h r u L e f t P e d / B i k e E n t e r i n g E n t e r i n g 11 : 3 0 A M 2 3 0 1 0 30 0 0 2 3 1 3 8 0 2 7 3 9 5 0 1 6 2 7 11 : 4 5 A M 0 3 3 1 8 10 0 0 2 4 2 6 8 0 1 9 4 1 8 1 2 1 9 5 12 : 0 0 P M 0 3 4 1 5 20 0 0 3 3 2 4 3 0 2 1 0 4 5 6 3 1 8 5 1 0 12 : 1 5 P M 0 4 1 1 1 40 0 0 5 2 5 5 0 0 1 1 4 4 8 6 3 1 9 5 1 3 12 : 3 0 P M 0 4 6 2 1 60 0 0 1 3 0 4 9 0 0 1 0 5 9 9 2 2 2 4 9 12 : 4 5 P M 0 3 6 63 0 0 0 2 2 6 5 7 0 0 1 9 7 0 5 0 2 1 9 5 1: 0 0 P M 0 4 6 80 0 0 0 0 4 1 5 5 0 0 1 5 5 5 4 0 2 2 4 0 1: 1 5 P M 0 3 7 60 0 0 0 0 4 5 5 7 0 0 1 7 5 7 7 0 2 2 6 0 Pe a k H o u r = 0 1 6 5 4 1 90 0 0 3 1 4 2 2 1 8 0 0 6 1 2 4 1 2 5 2 8 9 3 1 4 PH F = 0 . 9 9 4: 0 0 P M 0 4 0 1 0 60 0 0 8 1 7 6 3 0 5 1 3 2 9 7 3 1 7 9 2 2 4: 1 5 P M 0 5 0 1 6 30 0 0 6 3 0 5 3 0 2 7 4 1 6 5 2 0 3 1 6 4: 3 0 P M 0 6 0 93 0 0 0 3 3 0 6 5 0 0 1 3 3 2 1 0 2 2 1 9 8 4: 4 5 P M 0 4 2 77 0 0 0 8 4 2 6 8 0 3 2 5 5 4 4 2 2 4 2 2 0 Pe a k H o u r = 0 1 9 2 4 2 1 9 0 0 0 2 5 1 1 9 2 4 9 0 1 0 5 8 1 5 6 2 7 1 2 8 4 3 6 6 PH F = 0 . 8 7 So u t h b o u n d W e s t b o u n d N o r t h b o u n d E a s t b o u n d Ty p e R o a d Cl a s s i f i c a t i o n T o t a l s Wi l s o n Ba b c o c k Wil s o n Ba b c o c k Si t e C o d e Pr o j e c t B e a l l s T h i r d T I S St u d y N a m e W il s o n & B a b c o c k St a r t D a t e 0 6 / 1 6 / 2 0 2 0 St a r t T i m e 1 1 : 3 0 A M Comparison Between 2017 & 2020 Traffic On Willson Ave Intersections Traffic Entering Noon Hour Traffic Entering PM Hour Intersection With 2017 2020 % Change 2017 2020 % Change Mendenhall Street 792 667 -16% 932 540 -42% Main Street 1496 1789 20% 1781 1749 -2% Babcock Street 1139 893 -22% 1282 843 -34% Total of 3 Intersections 3427 3349 -2% 3995 3132 -22% Wi l l s o n A v e n u e N o r t h o f B a b c o c k S t r e e t Ho u r 9 / 3 0 / 2 0 1 3 1 0 / 1 / 2 0 1 3 A v e r a g e % o f 9 / 3 0 / 2 0 1 3 1 0 / 1 / 2 0 1 3 A v e r a g e % o f 9 / 3 0 / 2 0 1 3 1 0 / 1 / 2 0 1 3 A v e r a g e % o f Be g i n M o n T u e s W e e k d a y W e e k d a y M o n T u e s W e e k d a y W e e k d a y M o n T u e s W e e k d a y W e e k d a y 1 7 7 0. 2 % 4 4 0. 2 % 11 11 0.2% 2 2 2 0. 1 % 7 7 0. 3 % 9 9 0.2% 3 3 3 0. 1 % 2 2 0. 1 % 5 5 0.1% 4 9 9 0. 3 % 7 7 0. 3 % 16 16 0.3% 5 27 27 0. 8 % 15 15 0. 7 % 42 42 0.8% 6 58 58 1. 8 % 45 45 2. 1 % 103 103 1.9% 7 16 0 14 2 15 1 4. 7 % 92 94 93 4. 2 % 25 2 236 244 4.5% 8 23 6 24 8 24 2 7. 5 % 14 8 14 4 14 6 6. 7 % 38 4 392 388 7.2% 9 18 8 17 2 18 0 5. 6 % 14 1 16 1 15 1 6. 9 % 32 9 333 331 6.1% 10 17 9 17 5 17 7 5. 5 % 14 5 11 7 13 1 6. 0 % 32 4 292 308 5.7% 11 24 6 23 1 23 9 7. 4 % 13 9 12 2 13 1 6. 0 % 38 5 353 369 6.8% 12 22 4 23 9 23 2 7. 2 % 13 6 15 5 14 6 6. 6 % 36 0 394 377 7.0% 13 26 3 24 1 25 2 7. 8 % 15 0 14 3 14 7 6. 7 % 41 3 384 399 7.4% 14 21 9 22 4 22 2 6. 9 % 13 8 13 4 13 6 6. 2 % 35 7 358 358 6.6% 15 31 6 30 0 30 8 9. 6 % 15 6 13 7 14 7 6. 7 % 47 2 437 455 8.4% 16 28 0 28 7 28 4 8. 8 % 14 8 17 3 16 1 7. 3 % 42 8 460 444 8.2% 17 27 5 26 5 27 0 8. 4 % 17 6 16 3 17 0 7. 7 % 45 1 428 440 8.1% 18 21 0 21 5 21 3 6. 6 % 14 5 16 4 15 5 7. 1 % 35 5 379 367 6.8% 19 12 2 16 0 14 1 4. 4 % 11 3 12 8 12 1 5. 5 % 23 5 288 262 4.8% 20 94 84 89 2. 8 % 12 0 11 9 12 0 5. 5 % 21 4 203 209 3.9% 21 73 46 60 1. 8 % 51 88 70 3. 2 % 12 4 134 129 2.4% 22 34 32 33 1. 0 % 44 45 45 2. 0 % 78 77 78 1.4% 23 22 19 21 0. 6 % 29 27 28 1. 3 % 51 46 49 0.9% 24 9 4 7 0. 2 % 15 17 16 0. 7 % 24 21 23 0.4% 0 0 0 0 0 To t a l 31 9 0 3 2 2 3 1 0 0 . 0 % 2 0 8 6 2 2 1 1 2 1 8 9 1 0 0 . 0 % 52 3 6 5 4 0 1 5 4 1 2 1 0 0 . 0 % No r t h b o u n d So u t h b o u n d Both Directions 0. 0 % 1. 0 % 2. 0 % 3. 0 % 4. 0 % 5. 0 % 6. 0 % 7. 0 % 8. 0 % 9. 0 % 12 3 4 5 6 7 8 9 1 0 1 1 1 2 1 3 1 4 1 5 1 6 1 7 1 8 1 9 2 0 2 1 2 2 2 3 2 4 % A W T Begin HourHourly Variations 0. 0 % 2. 0 % 4. 0 % 6. 0 % 8. 0 % 10 . 0 % 12 . 0 % 12 3 4 5 6 7 8 9 1 0 1 1 1 2 1 3 1 4 1 5 1 6 1 7 1 8 1 9 2 0 2 1 2 2 2 3 2 4 % A W T Be g i n H o u r Ho u r l y V a r i a t i o n s 0. 0 % 1. 0 % 2. 0 % 3. 0 % 4. 0 % 5. 0 % 6. 0 % 7. 0 % 8. 0 % 9. 0 % 12 3 4 5 6 7 8 9 1 0 1 1 1 2 1 3 1 4 1 5 1 6 1 7 1 8 1 9 2 0 2 1 2 2 2 3 2 4 % A W T Be g i n H o u r Ho u r l y V a r i a t i o n s Hour 9/10/2018 9/11/2018 Average % of Begin Mon Tues Weekday Weekday 1 4 4 0.2% 2 7 7 0.3% 3 2 2 0.1% 4 9 9 0.4% 5 27 27 1.1% 6 58 58 2.3% 7 46 142 94 3.7% 8 129 248 189 7.5% 9 77 172 125 4.9% 10 80 175 128 5.1% 11 87 231 159 6.3% 12 127 239 183 7.2% 13 134 241 188 7.4% 14 112 224 168 6.7% 15 118 300 209 8.3% 16 148 287 218 8.6% 17 176 265 221 8.7% 18 145 215 180 7.1% 19 113 160 137 5.4% 20 120 84 102 4.0% 21 51 46 49 1.9% 22 44 32 38 1.5% 23 29 19 24 1.0% 24 15410 0.4%0 0 Total 3191 2525 100.0% Eastbound Babcock St East of Willson Ave 0.0%1.0%2.0%3.0%4.0%5.0%6.0%7.0%8.0%9.0%10.0% 1 2 3 4 5 6 7 8 9 1 01 11 21 31 41 51 61 71 81 92 02 12 22 32 4 % A W T Begin Hour Hourly Variations APPENDIX B-1 Existing Capacity Calculations HCM Analysis Summary Existing Conditions R Marvin Peak Noon Hour Analysis Duration: 15 mins. Durston Road/N 7th Avenue 10/11/2020 Case: N 7th & Durston Noon Exist Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 1 1 1 3 2 4 2 L 12.0 LTR 12.0 L 12.0 L 12.0 LTR 12.0 T 12.0 T 12.0 TR 12.0 T 12.0 R 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) L 3 LTR 3 LTR 3 L 3 TR 3 L 3 T 3 R 3 175 0.90 1 184 0.90 1 53 0.90 1 23 0.90 1 204 0.90 1 91 0.90 1 89 0.90 1 614 0.90 3 3 0.90 1 72 0.90 1 534 0.90 3 146 0.90 1 20 10 0 0 --- --- 30 4 0 0 --- --- 0 6 0 0 --- --- 45 10 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP L L LTP LTP 0 30.0 3.5 1.5 25.0 3.5 1.5 6.0 4.0 0.0 40.0 3.5 1.5 Actuated 120.0 Sec 19.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB L 447 0.092 0.250 L 0.369 37.4 D 39.6 D * LTR 458 0.148 0.250 LTR 0.590 41.0 D WB * LTR 379 0.177 0.208 LTR 0.847 61.1 E 61.1 E NB Lper 189 0.020 0.375 34.1 C * Lpro 89 0.050 0.050 L 0.356 25.9 C * TR 1167 0.196 0.333 TR 0.587 35.3 D SB Lper 153 0.000 0.375 32.3 C Lpro 89 0.045 0.050 L 0.331 26.3 C T 1168 0.169 0.333 T 0.508 33.7 C R 525 0.071 0.333 R 0.213 29.6 C Intersection: Delay = 38.3sec/veh Int. LOS=D Xc= 0.68 * Critical Lane Group (v/s)Crit= 0.57 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Conditions R Marvin Peak Noon Hour Durston Road/N 7th Avenue 10/11/2017 Case: N 7th & Durston Noon Exist App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB L 5 / 5 6.0 0.0 LTR 7 / 8 9.3 0.0 All 8.0 0.0 WB LTR 9 / 10 7.5 0.0 All 7.5 0.0 NB L 4 / 5 3.4 0.0 TR 8 / 10 8.7 0.0 All 7.8 0.0 SB L 2 / 6 6.8 0.0 T 7 / 9 9.4 0.0 R 2 / 3 15.0 0.0 All 9.6 0.0 Intersect. 8.3 SIG/Cinema v3.08 Marvin & Associates Page 2 175 184 53 23 204 91 89 614 3 72 534 146 1 29 24 2 24 24 3 6 04 3 6 04 4 39 24 4 39 24 HCM Analysis Summary Existing Conditions R Marvin Peak PM Hour Analysis Duration: 15 mins. Durston Road/N 7th Avenue 10/11/2020 Case: N 7th & Durston PM Exist Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 1 1 1 3 2 4 2 L 12.0 LTR 12.0 L 12.0 L 12.0 LTR 12.0 T 12.0 T 12.0 TR 12.0 T 12.0 R 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) L 3 LTR 3 LTR 3 L 3 TR 3 L 3 T 3 R 3 198 0.90 1 205 0.90 1 51 0.90 1 22 0.90 1 185 0.90 1 87 0.90 1 108 0.90 1 758 0.90 3 2 0.90 1 79 0.90 1 509 0.90 3 142 0.90 1 20 10 0 0 --- --- 30 4 0 0 --- --- 0 6 0 0 --- --- 50 10 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP L L LTP LTP 0 30.0 3.5 1.5 25.0 3.5 1.5 6.0 4.0 0.0 40.0 3.5 1.5 Actuated 120.0 Sec 19.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB L 447 0.098 0.250 L 0.394 37.6 D 41.3 D * LTR 459 0.167 0.250 LTR 0.667 43.5 D WB * LTR 379 0.161 0.208 LTR 0.773 53.5 D 53.5 D NB Lper 201 0.058 0.375 37.5 D * Lpro 89 0.050 0.050 L 0.414 26.8 C * TR 1168 0.241 0.333 TR 0.723 39.0 D SB Lper 99 0.000 0.375 32.6 C Lpro 89 0.049 0.050 L 0.468 32.3 C T 1168 0.161 0.333 T 0.485 33.2 C R 525 0.065 0.333 R 0.194 29.3 C Intersection: Delay = 38.6sec/veh Int. LOS=D Xc= 0.74 * Critical Lane Group (v/s)Crit= 0.62 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Conditions R Marvin Peak PM Hour Durston Road/N 7th Avenue 10/11/2017 Case: N 7th & Durston PM Exist App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB L 6 / 7 6.0 0.0 LTR 8 / 9 9.1 0.0 All 7.9 0.0 WB LTR 7 / 8 8.2 0.0 All 8.2 0.0 NB L 2 / 3 7.1 0.0 TR 11 / 12 8.3 0.0 All 8.2 0.0 SB L 2 / 4 4.9 0.0 T 6 / 10 9.7 0.0 R 1 / 3 15.6 0.0 All 9.4 0.0 Intersect. 8.5 SIG/Cinema v3.08 Marvin & Associates Page 2 198 205 51 22 185 87 108 758 2 79 509 142 1 29 24 2 24 24 3 6 04 3 6 04 4 39 24 4 39 24 HCM Analysis Summary Existing Conditions R Marvin Peak Noon Hour Analysis Duration: 15 mins. /N7th Avenue 10/14/2020 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 10/14/2020 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 10/14/2020 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 10/14/2020 Case: N 7th & Main PM Exist Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 3 2 2 2 1 2 2 1 L 12.0 LT 12.0 LTR 12.0 LT 12.0 LT 12.0 TR 12.0 R 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) L 3 LTR 3 LTR 3 LTR 3 LT 3 R 3 407 0.99 2 508 0.99 2 10 0.99 0 0 0.99 0 684 0.99 2 142 0.99 2 0 0.99 0 3 0.99 0 5 0.99 0 210 0.99 2 0 0.99 0 380 0.99 2 2 7 0 0 --- --- 30 2 0 0 --- --- 0 2 0 0 --- --- 80 0 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP R LTP LTP LTP LTP 0 18.0 3.5 1.5 28.0 3.5 1.5 25.0 3.5 1.5 Pretimed 86.0 Sec 15.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB Lper 222 0.000 0.384 10.4 B * Lpro 719 0.120 0.209 L 0.437 11.0 B TR 1102 0.280 0.593 TR 0.473 10.0 B WB * LTR 1128 0.232 0.326 LTR 0.713 27.3 C 27.3 C NB LTR 505 0.005 0.291 LTR 0.016 21.7 C 21.7 C SB * LT 407 0.152 0.291 LT 0.521 26.1 C 16.9 B R 884 0.191 0.558 R 0.343 10.5 B Intersection: Delay = 17.9sec/veh Int. LOS=B Xc= 0.61 * Critical Lane Group (v/s)Crit= 0.50 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Conditions R Marvin Peak PM Hour Main Street/Business Access 10/26/2017 Case: N 7th & Main PM Exist App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB L 4 / 6 14.0 0.0 TR 5 / 5 15.7 0.0 All 14.5 0.0 WB LTR 7 / 10 9.9 0.0 All 9.9 0.0 NB LTR 0 / 1 21.5 0.0 All 21.5 0.0 SB LT 3 / 4 10.5 0.0 R 3 / 5 17.5 0.0 All 14.6 0.0 Intersect. 12.5 SIG/Cinema v3.08 Marvin & Associates Page 2 407 508 10 0 684 142 0 3 5 210 0 380 1 17 24 1 17 24 2 27 24 2 27 24 3 24 24 3 24 24 HCM Analysis Summary Existing Conditions R Marvin Peak Noon Hour Analysis Duration: 15 mins. Main Street/N 8th Avenue 10/14/2020 Case: Main & S 8th Noon Exist Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 3 2 2 0 0 1 T 12.0 L 12.0 L 12.0 TR 12.0 T 12.0 R 12.0 T 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) TR 3 L 3 T 3 L 3 R 3 0 0.90 2 753 0.96 2 81 0.96 2 133 0.96 2 763 0.96 2 0 0.90 2 106 0.96 2 0 0.90 2 121 0.96 2 0 0.90 2 0 0.90 2 0 0.90 2 15 10 0 0 --- --- 0 5 0 0 --- --- 40 10 0 0 --- --- 0 5 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LT R TP T L P 0 12.0 4.0 0.0 40.0 3.5 1.5 14.0 3.5 1.5 Actuated 80.0 Sec 14.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB * TR 1747 0.244 0.500 TR 0.488 14.2 B 14.2 B WB * L 266 0.079 0.150 L 0.523 32.3 C 9.0 A T 2477 0.225 0.700 T 0.321 5.0 A NB * L 308 0.063 0.175 L 0.357 29.3 C 23.8 C R 589 0.053 0.375 R 0.143 16.5 B Intersection: Delay = 12.7sec/veh Int. LOS=B Xc= 0.47 * Critical Lane Group (v/s)Crit= 0.39 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Conditions R Marvin Peak Noon Hour Main Street/N 8th Avenue 10/26/2017 Case: Main & S 8th Noon Exist App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB TR 5 / 7 15.8 0.0 All 15.8 0.0 WB L 3 / 6 5.0 0.0 T 3 / 5 21.2 0.0 All 17.2 0.0 NB L 2 / 4 8.6 0.0 R 1 / 2 18.8 0.0 All 12.2 0.0 Intersect. 15.8 SIG/Cinema v3.08 Marvin & Associates Page 2 753 81 133 763 106 121 1 12 04 1 12 04 2 39 24 2 39 24 3 13 24 HCM Analysis Summary Existing Conditions R Marvin Peak PM Hour Analysis Duration: 15 mins. Main Street/S 8th Avenue 10/14/2020 Case: Main & S 8th PM Exist Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 2 3 2 2 0 0 1 T 12.0 L 12.0 L 12.0 TR 12.0 T 12.0 R 12.0 T 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) TR 3 L 3 T 3 L 3 R 3 0 0.90 2 756 0.93 2 88 0.93 2 153 0.93 2 901 0.93 2 0 0.90 2 148 0.93 2 0 0.90 2 165 0.93 2 0 0.90 2 0 0.90 2 0 0.90 2 15 10 0 0 --- --- 0 5 0 0 --- --- 40 10 0 0 --- --- 0 5 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LT R TP T L P 0 16.0 4.0 0.0 40.0 3.5 1.5 15.0 3.5 1.5 Actuated 85.0 Sec 14.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB * TR 1642 0.255 0.471 TR 0.543 17.3 B 17.3 B WB * L 333 0.093 0.188 L 0.495 31.3 C 9.3 A T 2498 0.274 0.706 T 0.388 5.5 A NB * L 310 0.090 0.176 L 0.513 32.3 C 24.9 C R 647 0.085 0.412 R 0.207 16.1 B Intersection: Delay = 14.3sec/veh Int. LOS=B Xc= 0.53 * Critical Lane Group (v/s)Crit= 0.44 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Conditions R Marvin Peak PM Hour Main Street/S 8th Avenue 10/26/2017 Case: Main & S 8th PM Exist App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB TR 6 / 7 13.3 0.0 All 13.3 0.0 WB L 4 / 7 5.5 0.0 T 4 / 5 20.4 0.0 All 17.0 0.0 NB L 3 / 4 9.0 0.0 R 2 / 3 16.9 0.0 All 11.9 0.0 Intersect. 14.6 SIG/Cinema v3.08 Marvin & Associates Page 2 756 88 153 901 148 165 1 16 04 1 16 04 2 39 24 2 39 24 3 14 24 HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Babcock & 8th Avenue Agency/Co.Marvin Associates Jurisdiction Ciyt of Bozeman Date Performed 10/9/2020 East/West Street Babcock Street Analysis Year 2017 North/South Street S 8th Avenue Time Analyzed Peak Noon Hour Exist Peak Hour Factor 0.91 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description North Central Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 1 1 0 0 1 1 0 Configuration LTR L TR L TR Volume, V (veh/h)14 150 18 27 222 46 66 130 6 Percent Heavy Vehicles (%)1 1 1 1 1 Proportion Time Blocked 0.350 0.300 0.250 0.350 0.250 Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)6.41 6.51 6.21 4.11 4.11 Base Follow-Up Headway (sec)3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.51 4.01 3.31 2.21 2.21 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)200 30 73 Capacity, c (veh/h)429 1056 1222 v/c Ratio 0.47 0.03 0.06 95% Queue Length, Q₉₅ (veh)2.4 0.1 0.2 Control Delay (s/veh)20.5 8.5 8.1 Level of Service, LOS C A A Approach Delay (s/veh)20.5 0.8 2.7 Approach LOS C Copyright © 2017 University of Florida. All Rights Reserved.HCS7™ TWSC Version 7.3 Generated: 10/9/2017 5:18:29 PMBabcock & 8th Noon Exist.xtw Pedestrian Level of Service Flow (ped/hr)9 8 Two-Stage Crossing No No Pedestrian Platooning Yes Yes Conflicting Vehicular Flow (veh/h)468 467 Average Delay (s)2.3 2.3 Level of Service, LOS A A Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.3 Generated: 10/9/2017 5:18:29 PM Babcock & 8th Noon Exist.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Babcock & 8th Avenue Agency/Co.Marvin Associates Jurisdiction Ciyt of Bozeman Date Performed 10/9/2020 East/West Street Babcock Street Analysis Year 2017 North/South Street S 8th Avenue Time Analyzed Peak PM Hour Exist Peak Hour Factor 0.94 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description North Central Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 1 1 0 0 1 1 0 Configuration LTR L TR L TR Volume, V (veh/h)14 136 29 31 270 70 75 174 8 Percent Heavy Vehicles (%)1 1 1 1 1 Proportion Time Blocked 0.300 0.250 0.200 0.300 0.200 Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)6.41 6.51 6.21 4.11 4.11 Base Follow-Up Headway (sec)3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.51 4.01 3.31 2.21 2.21 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)191 33 80 Capacity, c (veh/h)352 1136 1223 v/c Ratio 0.54 0.03 0.07 95% Queue Length, Q₉₅ (veh)3.1 0.1 0.2 Control Delay (s/veh)26.7 8.3 8.1 Level of Service, LOS D A A Approach Delay (s/veh)26.7 0.7 2.4 Approach LOS D Copyright © 2017 University of Florida. All Rights Reserved.HCS7™ TWSC Version 7.3 Generated: 10/9/2017 5:23:48 PMBabcock & 8th PM Exist.xtw Pedestrian Level of Service Flow (ped/hr)5 6 Two-Stage Crossing Yes Yes Pedestrian Platooning No No Conflicting Vehicular Flow (veh/h)579 561 Average Delay (s)1.7 1.5 Level of Service, LOS A A Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.3 Generated: 10/9/2017 5:23:48 PM Babcock & 8th PM Exist.xtw HCM Analysis Summary Existing Conditions R Marvin Peak Noon Hour Analysis Duration: 15 mins. Mendenhall St/Willson Ave 10/14/2020 Case: Mendenhall & Willson Noon Exist Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 0 0 2 2 1 1 1 1 LT 12.0 LT 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LT 3 TR 3 0 0.90 2 0 0.90 2 0 0.90 2 102 0.90 2 363 0.90 2 17 0.90 2 59 0.90 2 101 0.90 2 0 0.90 2 0 0.90 2 117 0.90 2 33 0.90 2 0 40 0 0 --- --- 5 16 0 0 --- --- 0 5 0 0 --- --- 10 28 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LT TP 0 40.0 3.5 1.5 40.0 3.5 1.5 Actuated 90.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOS WB * LTR 1535 0.153 0.444 LTR 0.345 17.0 B 17.0 B NB * LT 697 0.113 0.444 LT 0.255 16.6 B 16.6 B SB TR 807 0.086 0.444 TR 0.193 15.7 B 15.7 B Intersection: Delay = 16.7sec/veh Int. LOS=B Xc= 0.30 * Critical Lane Group (v/s)Crit= 0.27 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Conditions R Marvin Peak Noon Hour Mendenhall St/Willson Ave 10/26/2017 Case: Mendenhall & Willson Noon Exist App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in WB LTR 4 / 6 13.3 0.0 All 13.3 0.0 NB LT 2 / 3 14.2 0.0 All 14.2 0.0 SB TR 2 / 3 15.9 0.0 All 15.9 0.0 Intersect. 13.9 SIG/Cinema v3.08 Marvin & Associates Page 2 102 363 17 59 101 117 33 1 39 24 2 39 24 2 39 24 HCM Analysis Summary Existing Conditions R Marvin Peak PM Hour Analysis Duration: 15 mins. Mendenhall St/Willson Ave 10/14/2020 Case: Mendenhall & Willson PM Exist Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 0 0 2 2 1 1 1 1 LT 12.0 LT 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LT 3 TR 3 0 0.90 2 0 0.90 2 0 0.90 2 124 0.90 2 420 0.90 2 24 0.90 2 73 0.90 2 146 0.90 2 0 0.90 2 0 0.90 2 123 0.90 2 29 0.90 2 0 9 0 0 --- --- 5 9 0 0 --- --- 0 5 0 0 --- --- 5 23 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LT TP 0 40.0 3.5 1.5 40.0 3.5 1.5 Actuated 90.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOS WB * LTR 1544 0.180 0.444 LTR 0.405 17.7 B 17.7 B NB * LT 700 0.154 0.444 LT 0.347 17.8 B 17.8 B SB TR 808 0.090 0.444 TR 0.203 15.8 B 15.8 B Intersection: Delay = 17.4sec/veh Int. LOS=B Xc= 0.38 * Critical Lane Group (v/s)Crit= 0.33 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Conditions R Marvin Peak PM Hour Mendenhall St/Willson Ave 10/26/2017 Case: Mendenhall & Willson PM Exist App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in WB LTR 5 / 6 13.7 0.0 All 13.7 0.0 NB LT 3 / 4 13.5 0.0 All 13.5 0.0 SB TR 2 / 3 14.7 0.0 All 14.7 0.0 Intersect. 13.8 SIG/Cinema v3.08 Marvin & Associates Page 2 124 420 24 73 146 123 29 1 39 24 2 39 24 2 39 24 HCM Analysis Summary Existing R Marvin Noon Analysis Duration: 15 mins. Main Street/Willson Ave 10/14/20 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 10/14/20 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 10/14/20 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 10/14/20 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 10/14/20 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 10/14/20 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 10/14/20 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 10/14/20 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 10/11/20 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 Nortth Central 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 10/11/20 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 North Central 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 10/14/20 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 10/14/20 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 Willson & Villard Agency/Co.Marvin & Assoc Jurisdiction City of Bozeman Date Performed 11/11/2020 East/West Street Villard Street Analysis Year 2020 North/South Street Willson Avenue Time Analyzed Noon Existing Peak Hour Factor 0.90 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description North Central 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)1 5 4 6 3 9 3 67 8 4 91 2 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)11 20 3 4 Capacity, c (veh/h)760 814 1480 1510 v/c Ratio 0.01 0.02 0.00 0.00 95% Queue Length, Q₉₅ (veh)0.0 0.1 0.0 0.0 Control Delay (s/veh)9.8 9.5 7.4 7.4 Level of Service (LOS)A A A A Approach Delay (s/veh)9.8 9.5 0.3 0.3 Approach LOS A A Copyright © 2020 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 11/11/2020 3:35:57 PMWillson & Villard Noon Exist.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Willson & Villard Agency/Co.Marvin & Assoc Jurisdiction City of Bozeman Date Performed 11/11/2020 East/West Street Villard Street Analysis Year 2020 North/South Street Willson Avenue Time Analyzed PM Existing Peak Hour Factor 0.90 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description North Central 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)6 12 8 4 8 6 5 145 6 4 122 3 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)29 20 6 4 Capacity, c (veh/h)651 649 1444 1404 v/c Ratio 0.04 0.03 0.00 0.00 95% Queue Length, Q₉₅ (veh)0.1 0.1 0.0 0.0 Control Delay (s/veh)10.8 10.7 7.5 7.6 Level of Service (LOS)B B A A Approach Delay (s/veh)10.8 10.7 0.3 0.3 Approach LOS B B Copyright © 2020 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 11/18/2020 4:16:46 PMWillson & Villard PM Exist.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Tracy & Villard Agency/Co.Marvin & Assoc Jurisdiction City of Bozeman Date Performed 11/11/2020 East/West Street Villard Street Analysis Year 2020 North/South Street Tracy Avenue Time Analyzed Noon Existing Peak Hour Factor 0.90 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description North Central 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)2 12 1 1 12 1 4 54 4 1 59 2 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)17 16 4 1 Capacity, c (veh/h)757 758 1530 1551 v/c Ratio 0.02 0.02 0.00 0.00 95% Queue Length, Q₉₅ (veh)0.1 0.1 0.0 0.0 Control Delay (s/veh)9.9 9.8 7.4 7.3 Level of Service (LOS)A A A A Approach Delay (s/veh)9.9 9.8 0.5 0.1 Approach LOS A A Copyright © 2020 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 11/11/2020 4:15:44 PMTracy & Villard Noon Exist.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Tracy & Villard Agency/Co.Marvin & Assoc Jurisdiction City of Bozeman Date Performed 11/11/2020 East/West Street Villard Street Analysis Year 2020 North/South Street Tracy Avenue Time Analyzed PM Existing Peak Hour Factor 0.90 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description North Central 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)6 21 2 1 10 1 6 69 5 1 55 2 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)32 13 7 1 Capacity, c (veh/h)739 739 1530 1525 v/c Ratio 0.04 0.02 0.00 0.00 95% Queue Length, Q₉₅ (veh)0.1 0.1 0.0 0.0 Control Delay (s/veh)10.1 10.0 7.4 7.4 Level of Service (LOS)B A A A Approach Delay (s/veh)10.1 10.0 0.6 0.1 Approach LOS B A Copyright © 2020 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 11/11/2020 4:19:46 PMTracy & Villard PM Exist.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Willson & Beal Street Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 10/11/2020 East/West Street Beall Street Analysis Year 2017 North/South Street Willson Avenue Time Analyzed Existing Noon Hour Peak Hour Factor 0.90 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description North Central Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)4 10 10 4 12 3 8 71 5 3 96 2 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.10 6.50 6.20 7.10 6.50 6.20 4.10 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.50 4.00 3.30 2.20 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)26 20 9 3 Capacity, c (veh/h)739 670 1470 1463 v/c Ratio 0.04 0.03 0.01 0.00 95% Queue Length, Q₉₅ (veh)0.1 0.1 0.0 0.0 Control Delay (s/veh)10.0 10.5 7.5 7.5 Level of Service, LOS B B A A Approach Delay (s/veh)10.0 10.5 0.8 0.2 Approach LOS B B Copyright © 2017 University of Florida. All Rights Reserved.HCS7™ TWSC Version 7.3 Generated: 11/7/2017 4:25:29 PMWillson & Beall Noon Exist.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Willson & Beal Street Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 10/11/2020 East/West Street Beall Street Analysis Year 2017 North/South Street Willson Avenue Time Analyzed Existing PM Hour Peak Hour Factor 0.91 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description North Central Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)2 11 12 2 9 3 4 152 19 2 100 2 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.10 6.50 6.20 7.10 6.50 6.20 4.10 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.50 4.00 3.30 2.20 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)27 15 4 2 Capacity, c (veh/h)670 584 1440 1320 v/c Ratio 0.04 0.03 0.00 0.00 95% Queue Length, Q₉₅ (veh)0.1 0.1 0.0 0.0 Control Delay (s/veh)10.6 11.3 7.5 7.7 Level of Service, LOS B B A A Approach Delay (s/veh)10.6 11.3 0.2 0.1 Approach LOS B B Copyright © 2017 University of Florida. All Rights Reserved.HCS7™ TWSC Version 7.3 Generated: 11/7/2017 4:32:40 PMWillson & Beall PM Exist.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Tracy & Beal Street Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 11/11/20 East/West Street Beall Street Analysis Year 2017 North/South Street Tracy Avenue Time Analyzed Existing Noon Peak Hour Factor 0.90 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description North Central 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)2 5 11 3 10 4 6 56 4 3 53 7 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)20 19 7 3 Capacity, c (veh/h)880 784 1542 1534 v/c Ratio 0.02 0.02 0.00 0.00 95% Queue Length, Q₉₅ (veh)0.1 0.1 0.0 0.0 Control Delay (s/veh)9.2 9.7 7.3 7.4 Level of Service (LOS)A A A A Approach Delay (s/veh)9.2 9.7 0.7 0.4 Approach LOS A A Copyright © 2020 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 11/11/2020 4:28:41 PMTracy & Beall Noon Exist.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Tracy & Beal Street Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 11/11/20 East/West Street Beall Street Analysis Year 2017 North/South Street Tracy Avenue Time Analyzed Existing PM Peak Hour Factor 0.90 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description North Central 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)5 11 6 3 10 4 5 71 4 3 50 5 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)24 19 6 3 Capacity, c (veh/h)788 771 1544 1516 v/c Ratio 0.03 0.02 0.00 0.00 95% Queue Length, Q₉₅ (veh)0.1 0.1 0.0 0.0 Control Delay (s/veh)9.7 9.8 7.3 7.4 Level of Service (LOS)A A A A Approach Delay (s/veh)9.7 9.8 0.5 0.4 Approach LOS A A Copyright © 2020 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 11/11/2020 4:26:13 PMTracy & Beall PM Exist.xtw APPENDIX B – 2 Existing Plus Site Capacity Calculations HCM Analysis Summary Existing Plus Site Traffic R Marvin Peak Noon Hour Analysis Duration: 15 mins. Durston Road/N 7th Avenue 1/29/21 Case: N 7th & Durston Noon Exist PLUS Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 1 1 1 3 2 4 2 L 12.0 LTR 12.0 L 12.0 L 12.0 LTR 12.0 T 12.0 T 12.0 TR 12.0 T 12.0 R 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) L 3 LTR 3 LTR 3 L 3 TR 3 L 3 T 3 R 3 175 0.90 1 188 0.90 1 53 0.90 1 23 0.90 1 208 0.90 1 93 0.90 1 89 0.90 1 614 0.90 3 3 0.90 1 79 0.90 1 547 0.90 3 146 0.90 1 20 10 0 0 --- --- 30 4 0 0 --- --- 0 6 0 0 --- --- 45 10 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP L L LTP LTP 0 31.0 3.5 1.5 26.0 3.5 1.5 6.0 4.0 0.0 38.0 3.5 1.5 Actuated 120.0 Sec 19.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB L 462 0.109 0.258 L 0.420 37.2 D 38.0 D * LTR 474 0.134 0.258 LTR 0.519 38.6 D WB * LTR 394 0.180 0.217 LTR 0.830 58.0 E 58.0 E NB Lper 167 0.021 0.358 36.2 D * Lpro 89 0.050 0.050 L 0.387 28.1 C * TR 1109 0.196 0.317 TR 0.618 37.4 D SB Lper 138 0.000 0.358 34.5 C Lpro 89 0.049 0.050 L 0.388 29.0 C T 1110 0.173 0.317 T 0.548 35.8 D R 498 0.071 0.317 R 0.225 31.2 C Intersection: Delay = 39.0sec/veh Int. LOS=D Xc= 0.66 * Critical Lane Group (v/s)Crit= 0.56 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus Site Traffic R Marvin Peak Noon Hour Durston Road/N 7th Avenue 1/29/21 Case: N 7th & Durston Noon Exist PLUS App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB L 5 / 6 6.2 0.0 LTR 7 / 9 9.5 0.0 All 8.3 0.0 WB LTR 9 / 10 7.2 0.0 All 7.2 0.0 NB L 4 / 7 2.6 0.0 TR 8 / 9 8.5 0.0 All 7.2 0.0 SB L 2 / 5 5.6 0.0 T 7 / 9 9.8 0.0 R 2 / 4 13.5 0.0 All 9.6 0.0 Intersect. 8.1 SIG/Cinema v3.08 Marvin & Associates Page 2 175 188 53 23 208 93 89 614 3 79 547 146 1 30 24 2 25 24 3 6 04 3 6 04 4 37 24 4 37 24 HCM Analysis Summary Existing Plus Site Traffic R Marvin Peak PM Hour Analysis Duration: 15 mins. Durston Road/N 7th Avenue 1/29/21 Case: N 7th & Durston PM Exist PLUS Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 1 1 1 3 2 4 2 L 12.0 LTR 12.0 L 12.0 L 12.0 LTR 12.0 T 12.0 T 12.0 TR 12.0 T 12.0 R 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) L 3 LTR 3 LTR 3 L 3 TR 3 L 3 T 3 R 3 198 0.90 1 207 0.90 1 51 0.90 1 22 0.90 1 187 0.90 1 88 0.90 1 108 0.90 1 767 0.90 3 2 0.90 1 83 0.90 1 516 0.90 3 142 0.90 1 20 10 0 0 --- --- 30 4 0 0 --- --- 0 6 0 0 --- --- 50 10 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP L L LTP LTP 0 30.0 3.5 1.5 25.0 3.5 1.5 6.0 4.0 0.0 40.0 3.5 1.5 Actuated 120.0 Sec 19.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB L 447 0.123 0.250 L 0.492 38.8 D 39.7 D * LTR 461 0.143 0.250 LTR 0.573 40.5 D WB * LTR 379 0.163 0.208 LTR 0.781 54.2 D 54.2 D NB Lper 198 0.059 0.375 37.8 D * Lpro 89 0.050 0.050 L 0.418 27.0 C * TR 1168 0.244 0.333 TR 0.731 39.3 D SB Lper 95 0.012 0.375 32.9 C Lpro 89 0.050 0.050 L 0.500 33.8 C T 1168 0.163 0.333 T 0.491 33.4 C R 525 0.065 0.333 R 0.194 29.3 C Intersection: Delay = 38.6sec/veh Int. LOS=D Xc= 0.71 * Critical Lane Group (v/s)Crit= 0.60 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus Site Traffic R Marvin Peak PM Hour Durston Road/N 7th Avenue 1/29/21 Case: N 7th & Durston PM Exist PLUS App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB L 6 / 7 6.1 0.0 LTR 7 / 8 9.4 0.0 All 8.2 0.0 WB LTR 8 / 9 7.7 0.0 All 7.7 0.0 NB L 2 / 4 7.2 0.0 TR 11 / 13 8.1 0.0 All 8.1 0.0 SB L 3 / 4 4.0 0.0 T 7 / 9 10.2 0.0 R 2 / 3 14.1 0.0 All 9.4 0.0 Intersect. 8.4 SIG/Cinema v3.08 Marvin & Associates Page 2 198 207 51 22 187 88 108 767 2 83 516 142 1 29 24 2 24 24 3 6 04 3 6 04 4 39 24 4 39 24 HCM Analysis Summary Existing Plus Site Traffic R Marvin Peak Noon Hour Analysis Duration: 15 mins. /N 7th Avenue 1/29/21 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 0 223 0.96 0 226 0.96 2 16 0.96 0 434 0.96 2 0 0.90 2 0 0.90 2 530 0.96 2 80 0.96 0 0 5 0 0 --- --- 100 2 0 0 --- --- 0 5 0 0 --- --- 0 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 LT TP 0 38.0 3.5 1.5 72.0 3.5 1.5 Actuated 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 1071 0.136 0.317 LTR 0.430 32.5 C 32.5 C NB LT 1958 0.144 0.600 LT 0.240 11.5 B 11.5 B SB * TR 2082 0.183 0.600 TR 0.305 12.1 B 12.1 B Intersection: Delay = 18.0sec/veh Int. LOS=B Xc= 0.35 * Critical Lane Group (v/s)Crit= 0.32 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus Site Traffic R Marvin Peak Noon Hour /N 7th Avenue 1/29/21 Case: N 7th & Mendenhall Noon Exist PLUS App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in WB LTR 7 / 8 9.5 0.0 All 9.5 0.0 NB LT 3 / 4 15.6 0.0 All 15.6 0.0 SB TR 4 / 6 15.7 0.0 All 15.7 0.0 Intersect. 12.8 SIG/Cinema v3.08 Marvin & Associates Page 2 94 223 226 16 434 530 80 1 37 24 2 71 24 2 71 24 HCM Analysis Summary Existing Plus Site Traffic R Marvin Peak PM Hour Analysis Duration: 15 mins. /N7th Avenue 1/29/21 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 2 274 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 0.623 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 Plus Site Traffic R Marvin Peak PM Hour /N7th Avenue 1/29/21 Case: N 7th & Mendenhall PM Exist PLUS App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in WB LTR 6 / 8 11.0 0.0 All 11.0 0.0 NB LT 3 / 4 18.1 0.0 All 18.1 0.0 SB TR 2 / 4 18.9 0.0 All 18.9 0.0 Intersect. 14.8 SIG/Cinema v3.08 Marvin & Associates Page 2 96 274 262 7 549 492 49 1 21 24 2 52 24 2 52 24 HCM Analysis Summary Existing Plus Site Traffic R Marvin Peak Noon Hour Analysis Duration: 15 mins. Main Street/Business Access 1/29/21 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 2 585 0.95 2 11 0.95 0 0 0.95 0 545 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 134 0.000 0.353 10.1 B * Lpro 416 0.188 0.235 L 0.604 12.5 B LTRper 1246 0.000 0.353 LTRpro 831 0.177 0.235 LTR 0.301 8.8 A WB * LTR 1019 0.193 0.294 LTR 0.656 27.5 C 27.5 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= 0.71 * Critical Lane Group (v/s)Crit= 0.58 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus Site Traffic R Marvin Peak Noon Hour Main Street/Business Access 1/29/21 Case: N 7th & Main Noon Exist PLUS App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB L 3 / 5 9.3 0.0 LTR 4 / 6 17.4 0.0 All 15.7 0.0 WB LTR 6 / 8 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 / 9 10.9 0.0 R 2 / 4 21.2 0.0 All 15.7 0.0 Intersect. 13.3 SIG/Cinema v3.08 Marvin & Associates Page 2 315 585 11 0 545 119 0 0 5 271 2 348 1 19 24 1 19 24 2 24 24 2 24 24 3 24 24 3 24 24 HCM Analysis Summary Existing Plus Site Traffic R Marvin Peak PM Hour Analysis Duration: 15 mins. Main Street/Business Access 1/29/21 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 2 523 0.99 2 10 0.99 0 0 0.99 0 690 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 112 0.140 0.384 18.6 B * Lpro 370 0.209 0.209 L 0.853 31.9 C LTRper 1355 0.000 0.384 LTRpro 739 0.152 0.209 LTR 0.256 8.4 A WB * LTR 1128 0.234 0.326 LTR 0.718 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 0.152 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 = 21.4sec/veh Int. LOS=C 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 Traffic R Marvin Peak PM Hour Main Street/Business Access 1/29/21 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 7.8 0.0 LTR 4 / 5 16.9 0.0 All 14.3 0.0 WB LTR 7 / 10 10.1 0.0 All 10.1 0.0 NB LTR 0 / 1 21.0 0.0 All 21.0 0.0 SB LT 3 / 4 10.5 0.0 R 3 / 4 18.1 0.0 All 14.9 0.0 Intersect. 12.6 SIG/Cinema v3.08 Marvin & Associates Page 2 407 523 10 0 690 142 0 3 5 210 0 380 1 17 24 1 17 24 2 27 24 2 27 24 3 24 24 3 24 24 HCM Analysis Summary Existing Plus Site Traffic R Marvin Peak Noon Hour Analysis Duration: 15 mins. Main Street/N 8th Avenue 1/29/21 Case: N 8th & 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 3 2 2 0 0 1 T 12.0 L 12.0 L 12.0 TR 12.0 T 12.0 R 12.0 T 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) TR 3 L 3 T 3 L 3 R 3 0 0.90 2 767 0.96 2 81 0.96 2 135 0.96 2 772 0.96 2 0 0.90 2 106 0.96 2 0 0.90 2 125 0.96 2 0 0.90 2 0 0.90 2 0 0.90 2 15 10 0 0 --- --- 0 5 0 0 --- --- 40 10 0 0 --- --- 0 5 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LT R TP T L P 0 12.0 4.0 0.0 40.0 3.5 1.5 14.0 3.5 1.5 Actuated 80.0 Sec 14.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB * TR 1747 0.248 0.500 TR 0.497 14.3 B 14.3 B WB * L 266 0.080 0.150 L 0.530 32.4 C 9.1 A T 2477 0.227 0.700 T 0.325 5.0 A NB * L 308 0.063 0.175 L 0.357 29.3 C 23.6 C R 589 0.057 0.375 R 0.151 16.6 B Intersection: Delay = 12.8sec/veh Int. LOS=B Xc= 0.47 * Critical Lane Group (v/s)Crit= 0.39 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus Site Traffic R Marvin Peak Noon Hour Main Street/N 8th Avenue 1/29/21 Case: N 8th & Main Noon Exist PLUS App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB TR 5 / 8 14.3 0.0 All 14.3 0.0 WB L 3 / 6 4.3 0.0 T 3 / 5 20.8 0.0 All 16.3 0.0 NB L 2 / 4 8.4 0.0 R 1 / 2 19.2 0.0 All 12.5 0.0 Intersect. 14.9 SIG/Cinema v3.08 Marvin & Associates Page 2 767 81 135 772 106 125 1 12 04 1 12 04 2 39 24 2 39 24 3 13 24 HCM Analysis Summary Existing Plus Site Traffic R Marvin Peak PM Hour Analysis Duration: 15 mins. Main Street/S 8th Avenue 1/29/21 Case: N 8TH & 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 3 2 2 0 0 1 T 12.0 L 12.0 L 12.0 TR 12.0 T 12.0 R 12.0 T 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) TR 3 L 3 T 3 L 3 R 3 0 0.90 2 768 0.93 2 88 0.93 2 154 0.93 2 906 0.93 2 0 0.90 2 148 0.93 2 0 0.90 2 168 0.93 2 0 0.90 2 0 0.90 2 0 0.90 2 15 10 0 0 --- --- 0 5 0 0 --- --- 40 10 0 0 --- --- 0 5 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LT R TP T L P 0 16.0 4.0 0.0 40.0 3.5 1.5 15.0 3.5 1.5 Actuated 85.0 Sec 14.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB * TR 1642 0.259 0.471 TR 0.551 17.4 B 17.4 B WB * L 333 0.094 0.188 L 0.498 31.3 C 9.3 A T 2498 0.275 0.706 T 0.390 5.5 A NB * L 310 0.090 0.176 L 0.513 32.3 C 24.8 C R 647 0.088 0.412 R 0.213 16.2 B Intersection: Delay = 14.4sec/veh Int. LOS=B Xc= 0.53 * Critical Lane Group (v/s)Crit= 0.44 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus Site Traffic R Marvin Peak PM Hour Main Street/S 8th Avenue 1/29/21 Case: N 8TH & MAIN PM EXIST PLUS App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB TR 6 / 8 13.2 0.0 All 13.2 0.0 WB L 4 / 7 5.3 0.0 T 4 / 6 20.2 0.0 All 16.7 0.0 NB L 3 / 5 9.0 0.0 R 2 / 3 16.4 0.0 All 11.7 0.0 Intersect. 14.4 SIG/Cinema v3.08 Marvin & Associates Page 2 768 88 154 906 148 168 1 16 04 1 16 04 2 39 24 2 39 24 3 14 24 HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Babcock & 8th Avenue Agency/Co.Marvin Associates Jurisdiction Ciyt of Bozeman Date Performed 1/29/21 East/West Street Babcock Street Analysis Year 2020 North/South Street S 8th Avenue Time Analyzed Noon Existing Plus Site Peak Hour Factor 0.91 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description North Central Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 1 1 0 0 1 1 0 Configuration LTR L TR L TR Volume (veh/h)14 152 18 27 228 46 66 132 6 Percent Heavy Vehicles (%)1 1 1 1 1 Proportion Time Blocked 0.350 0.300 0.250 0.350 0.250 Percent Grade (%)0 Right Turn Channelized Median Type | Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)6.41 6.51 6.21 4.11 4.11 Base Follow-Up Headway (sec)3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.51 4.01 3.31 2.21 2.21 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)202 30 73 Capacity, c (veh/h)423 1056 1222 v/c Ratio 0.48 0.03 0.06 95% Queue Length, Q₉₅ (veh)2.5 0.1 0.2 Control Delay (s/veh)21.1 8.5 8.1 Level of Service (LOS)C A A Approach Delay (s/veh)21.1 0.8 2.6 Approach LOS C Copyright © 2021 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 1/29/2021 2:46:53 PMBabcock & 8th Noon Exist Plus.xtw Pedestrian Level of Service Flow (ped/hr)3 9 8 Two-Stage Crossing No No No Pedestrian Platooning No Yes Yes Conflicting Vehicular Flow (veh/h)476 475 Average Delay (s)0.9 2.4 2.4 Level of Service (LOS)A A A Copyright © 2021 University of Florida. All Rights Reserved. HCS™TWSC Version 7.8 Generated: 1/29/2021 2:46:53 PM Babcock & 8th Noon Exist Plus.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Babcock & 8th Avenue Agency/Co.Marvin Associates Jurisdiction Ciyt of Bozeman Date Performed 1/29/21 East/West Street Babcock Street Analysis Year 2017 North/South Street S 8th Avenue Time Analyzed PM Exist Plus Site Peak Hour Factor 0.94 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description North Central Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 1 1 0 0 1 1 0 Configuration LTR L TR L TR Volume (veh/h)14 138 29 31 273 70 75 175 8 Percent Heavy Vehicles (%)1 1 1 1 1 Proportion Time Blocked 0.300 0.250 0.200 0.300 0.200 Percent Grade (%)0 Right Turn Channelized Median Type | Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)6.41 6.51 6.21 4.11 4.11 Base Follow-Up Headway (sec)3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.51 4.01 3.31 2.21 2.21 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)193 33 80 Capacity, c (veh/h)348 1136 1218 v/c Ratio 0.55 0.03 0.07 95% Queue Length, Q₉₅ (veh)3.2 0.1 0.2 Control Delay (s/veh)27.4 8.3 8.2 Level of Service (LOS)D A A Approach Delay (s/veh)27.4 0.7 2.4 Approach LOS D Copyright © 2021 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 1/29/2021 2:49:58 PMBabcock & 8th PM Exist Plus.xtw Pedestrian Level of Service Flow (ped/hr)4 5 6 Two-Stage Crossing No Yes Yes Pedestrian Platooning No No No Conflicting Vehicular Flow (veh/h)584 565 Average Delay (s)0.8 1.6 1.5 Level of Service (LOS)A A A Copyright © 2021 University of Florida. All Rights Reserved. HCS™TWSC Version 7.8 Generated: 1/29/2021 2:49:58 PM Babcock & 8th PM Exist Plus.xtw HCM Analysis Summary Existing Plus Site Traffic R Marvin Peak Noon Hour Analysis Duration: 15 mins. Mendenhall St/Willson Ave 1/29/21 Case: Mendenhall & Willson Noon Exist PLUS Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 0 0 2 2 1 1 1 1 LT 12.0 LT 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LT 3 TR 3 0 0.90 2 0 0.90 2 0 0.90 2 102 0.90 2 363 0.90 2 22 0.90 2 59 0.90 2 143 0.90 2 0 0.90 2 0 0.90 2 137 0.90 2 33 0.90 2 0 45 0 0 --- --- 5 24 0 0 --- --- 0 5 0 0 --- --- 10 49 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LT TP 0 40.0 3.5 1.5 40.0 3.5 1.5 Actuated 90.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOS WB * LTR 1530 0.155 0.444 LTR 0.350 17.1 B 17.1 B NB * LT 713 0.140 0.444 LT 0.316 17.3 B 17.3 B SB TR 808 0.098 0.444 TR 0.220 16.0 B 16.0 B Intersection: Delay = 16.9sec/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 Plus Site Traffic R Marvin Peak Noon Hour Mendenhall St/Willson Ave 1/29/21 Case: Mendenhall & Willson Noon Exist PLUS App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in WB LTR 4 / 5 13.4 0.0 All 13.4 0.0 NB LT 3 / 4 14.5 0.0 All 14.5 0.0 SB TR 2 / 3 14.2 0.0 All 14.2 0.0 Intersect. 13.8 SIG/Cinema v3.08 Marvin & Associates Page 2 102 363 22 59 143 137 33 1 39 24 2 39 24 2 39 24 HCM Analysis Summary Existing Plus Site Traffic R Marvin Peak PM Hour Analysis Duration: 15 mins. Mendenhall St/Willson Ave 1/29/21 Case: Mendenhall & Willson PM Exist PLUS Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 0 0 2 2 1 1 1 1 LT 12.0 LT 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LT 3 TR 3 0 0.90 2 0 0.90 2 0 0.90 2 124 0.90 2 420 0.90 2 29 0.90 2 73 0.90 2 180 0.90 2 0 0.90 2 0 0.90 2 134 0.90 2 30 0.90 2 0 13 0 0 --- --- 5 25 0 0 --- --- 0 5 0 0 --- --- 5 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 LT TP 0 40.0 3.5 1.5 40.0 3.5 1.5 Actuated 90.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOS WB * LTR 1539 0.183 0.444 LTR 0.411 17.8 B 17.8 B NB * LT 709 0.176 0.444 LT 0.396 18.5 B 18.5 B SB TR 807 0.098 0.444 TR 0.219 16.0 B 16.0 B Intersection: Delay = 17.7sec/veh Int. LOS=B Xc= 0.40 * Critical Lane Group (v/s)Crit= 0.36 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus Site Traffic R Marvin Peak PM Hour Mendenhall St/Willson Ave 1/29/21 Case: Mendenhall & Willson PM Exist PLUS App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in WB LTR 5 / 7 12.9 0.0 All 12.9 0.0 NB LT 4 / 4 13.3 0.0 All 13.3 0.0 SB TR 2 / 3 15.9 0.0 All 15.9 0.0 Intersect. 13.5 SIG/Cinema v3.08 Marvin & Associates Page 2 124 420 29 73 180 134 30 1 39 24 2 39 24 2 39 24 HCM Analysis Summary Existing Plus Site Traffic R Marvin Noon Analysis Duration: 15 mins. Main Street/Willson Ave 1/29/21 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 0 446 0.97 1 79 0.97 0 38 0.97 0 478 0.97 1 21 0.97 0 72 0.97 0 143 0.97 0 42 0.97 0 29 0.97 0 129 0.97 0 35 0.97 0 20 85 0 0 --- 5 5 81 0 0 --- 5 5 126 0 0 --- 5 5 196 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 1718 0.186 0.583 LTR 0.320 13.3 B 13.3 B WB * LTR 1698 0.188 0.583 LTR 0.323 13.3 B 13.3 B NB L 316 0.078 0.333 L 0.234 30.7 C 31.7 C TR 523 0.118 0.333 TR 0.354 32.1 C SB * LTR 485 0.133 0.333 LTR 0.400 33.2 C 33.2 C Intersection: Delay = 18.9sec/veh Int. LOS=B Xc= 0.35 * Critical Lane Group (v/s)Crit= 0.32 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus Site Traffic R Marvin Noon Main Street/Willson Ave 1/29/21 Case: Willson & Main Noon Exist PLUS App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 5 / 6 15.1 0.0 All 15.1 0.0 WB LTR 4 / 5 15.1 0.0 All 15.1 0.0 NB L 1 / 2 3.6 0.0 TR 3 / 6 12.8 0.0 All 10.7 0.0 SB LTR 4 / 5 10.0 0.0 All 10.0 0.0 Intersect. 13.3 SIG/Cinema v3.08 Marvin & Associates Page 2 27 446 79 38 478 21 72 143 42 29 129 35 1 69 24 1 69 24 2 39 24 2 39 24 HCM Analysis Summary Existing Plus Site Traffic R Marvin Peak PM Analysis Duration: 15 mins. Main Street/Willson Ave 1/29/21 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 35 0.95 0 461 0.95 1 107 0.95 0 49 0.95 0 539 0.95 1 29 0.95 0 137 0.95 0 182 0.95 0 40 0.95 0 28 0.95 0 193 0.95 0 29 0.95 0 20 76 0 0 --- 5 5 39 0 0 --- 5 5 108 0 0 --- 5 5 128 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 1534 0.217 0.542 LTR 0.400 16.9 B 16.9 B WB * LTR 1519 0.230 0.542 LTR 0.424 17.2 B 17.2 B NB L 345 0.156 0.375 L 0.417 31.5 C 30.1 C TR 599 0.143 0.375 TR 0.382 29.2 C SB * LTR 572 0.168 0.375 LTR 0.449 30.7 C 30.7 C Intersection: Delay = 21.5sec/veh Int. LOS=C Xc= 0.43 * Critical Lane Group (v/s)Crit= 0.40 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus Site Traffic R Marvin Peak PM Main Street/Willson Ave 1/29/21 Case: Willson & Main PM Exist PLUS App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 6 / 7 13.9 0.0 All 13.9 0.0 WB LTR 6 / 8 12.3 0.0 All 12.3 0.0 NB L 3 / 6 3.4 0.0 TR 5 / 6 11.5 0.0 All 9.1 0.0 SB LTR 5 / 6 9.1 0.0 All 9.1 0.0 Intersect. 11.4 SIG/Cinema v3.08 Marvin & Associates Page 2 35 461 107 49 539 29 137 182 40 28 193 29 1 64 24 1 64 24 2 44 24 2 44 24 HCM Analysis Summary Existing Plus Site Traffic R Marvin Noon Analysis Duration: 15 mins. Babcock St/Willson Ave 1/29/21 Case: Willson & BabcockNoon 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 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 24 0.96 1 384 0.96 1 54 0.96 1 0 0.90 2 0 0.90 2 0 0.90 2 0 0.90 2 227 0.96 1 196 0.96 0 66 0.96 0 218 0.96 1 0 0.90 2 10 6 0 0 --- --- 0 33 0 0 --- --- 75 30 0 0 --- --- 0 5 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP TP LT 0 50.0 3.5 1.5 60.0 3.5 1.5 Pretimed 120.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB * LTR 1456 0.135 0.417 LTR 0.323 24.2 C 24.2 C NB * T 941 0.125 0.500 T 0.251 17.8 B 17.4 B R 783 0.080 0.500 R 0.161 16.8 B SB L 535 0.064 0.500 L 0.129 16.5 B 17.4 B T 941 0.121 0.500 T 0.241 17.7 B Intersection: Delay = 20.2sec/veh Int. LOS=C Xc= 0.28 * Critical Lane Group (v/s)Crit= 0.26 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus Site Traffic R Marvin Noon Babcock St/Willson Ave 1/29/21 Case: Willson & BabcockNoon Exist PLUS App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 5 / 5 12.0 0.0 All 12.0 0.0 NB T 4 / 6 16.8 0.0 R 1 / 2 14.6 0.0 All 16.5 0.0 SB L 1 / 3 5.7 0.0 T 4 / 5 12.9 0.0 All 11.8 0.0 Intersect. 13.2 SIG/Cinema v3.08 Marvin & Associates Page 2 24 384 54 227 196 66 218 1 49 24 2 59 24 2 59 24 HCM Analysis Summary Existing Plus Site Traffic R Marvin Peak PM Analysis Duration: 15 mins. Babcock St/Willson Ave 11/16/20 Case: Willson & Babcock 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 0 0 2 1 2 1 LT 12.0 T 12.0 L 12.0 TR 12.0 R 12.0 T 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 T 3 R 3 L 3 T 3 33 0.95 1 349 0.95 1 52 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 0 262 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 0.125 0.417 LTR 0.299 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 18.2 B T 941 0.147 0.500 T 0.293 18.4 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 Site Traffic R Marvin Peak PM Babcock St/Willson Ave 11/16/20 Case: Willson & Babcock PM Exist PLUS App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 4 / 5 12.7 0.0 All 12.7 0.0 NB T 5 / 7 14.8 0.0 R 2 / 2 14.2 0.0 All 14.7 0.0 SB L 2 / 4 3.5 0.0 T 4 / 7 13.7 0.0 All 11.4 0.0 Intersect. 13.0 SIG/Cinema v3.08 Marvin & Associates Page 2 33 349 52 302 220 85 262 1 49 24 2 59 24 2 59 24 HCM Analysis Summary Existing Plus Site Traffic R Marvin Noon Analysis Duration: 15 mins. Mendenhall St/Rouse Ave 1/29/21 Case: Mendenhall & Rouse 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 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 1 200 0.96 1 63 0.96 1 97 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 602 0.153 0.333 LTR 0.460 31.7 C 31.7 C NB L 514 0.115 0.583 L 0.196 12.6 B 13.2 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 = 17.9sec/veh Int. LOS=B Xc= 0.40 * Critical Lane Group (v/s)Crit= 0.37 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus Site Traffic R Marvin Noon Mendenhall St/Rouse Ave 1/29/21 Case: Mendenhall & Rouse Noon Exist PLUS App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in WB LTR 6 / 6 9.5 0.0 All 9.5 0.0 NB L 1 / 2 7.4 0.0 TR 5 / 7 14.6 0.0 All 13.9 0.0 SB L 1 / 1 11.2 0.0 TR 5 / 7 16.1 0.0 All 15.5 0.0 Intersect. 13.0 SIG/Cinema v3.08 Marvin & Associates Page 2 5 200 63 97 303 10 64 267 136 1 39 24 2 69 24 2 69 24 HCM Analysis Summary ExistingPlus Site Traffic R Marvin Peak PM Analysis Duration: 15 mins. Mendenhall St/Rouse Ave 1/29/21 Case: Mendenhall Rouse 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 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 1 214 0.89 1 126 0.89 1 1 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 592 0.203 0.333 LTR 0.610 34.8 C 34.8 C NB L 447 0.001 0.583 L 0.002 10.4 B 14.6 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 = 20.1sec/veh Int. LOS=C Xc= 0.50 * Critical Lane Group (v/s)Crit= 0.46 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results ExistingPlus Site Traffic R Marvin Peak PM Mendenhall St/Rouse Ave 1/29/21 Case: Mendenhall Rouse PM Exist PLUS App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in WB LTR 9 / 10 8.4 0.0 All 8.4 0.0 NB L 0 / 0 0.0 0.0 TR 6 / 7 14.0 0.0 All 14.0 0.0 SB L 1 / 3 5.8 0.0 TR 7 / 9 14.8 0.0 All 13.5 0.0 Intersect. 11.7 SIG/Cinema v3.08 Marvin & Associates Page 2 12 214 126 1 369 14 86 333 124 1 39 24 2 69 24 2 69 24 HCM Analysis Summary ExistingPlus Site Traffic R Marvin Noon Analysis Duration: 15 mins. Main Street/Rouse Ave 1/29/21 Case: Rouse & 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 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 0 462 0.94 1 158 0.94 1 39 0.94 0 182 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 1003 0.181 0.400 LTR 0.454 27.9 C 27.9 C WB * LTR 1297 0.194 0.400 LTR 0.484 28.1 C 28.1 C NB * LTR 599 0.151 0.350 LTR 0.432 30.1 C 30.1 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 ExistingPlus Site Traffic R Marvin Noon Main Street/Rouse Ave 1/29/21 Case: Rouse & Main Noon Exist PLUS App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 6 / 8 7.3 0.0 All 7.3 0.0 WB LTR 9 / 12 7.8 0.0 All 7.8 0.0 NB LTR 5 / 6 10.3 0.0 All 10.3 0.0 SB L 2 / 4 7.0 0.0 TR 2 / 4 18.1 0.0 All 14.5 0.0 Intersect. 8.6 SIG/Cinema v3.08 Marvin & Associates Page 2 66 339 28 10 462 158 39 182 28 150 53 57 1 47 24 1 47 24 2 16 04 3 41 24 3 41 24 HCM Analysis Summary Existing Plus Site Traffic R Marvin Peak PM Analysis Duration: 15 mins. Main Street/Rouse Ave 1/29/21 Case: Rouse & 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 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 1 379 0.87 1 27 0.87 0 8 0.87 0 501 0.87 1 173 0.87 1 37 0.87 0 259 0.87 1 27 0.87 1 173 0.87 1 105 0.87 0 65 0.87 1 5 75 0 0 --- --- 40 19 0 0 --- --- 5 100 0 0 --- --- 15 72 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP LTP LTP 0 48.0 3.5 1.5 16.0 4.0 0.0 42.0 3.5 1.5 Pretimed 120.0 Sec 14.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB LTR 1036 0.200 0.400 LTR 0.499 28.7 C 28.7 C WB * LTR 1306 0.226 0.400 LTR 0.565 29.7 C 29.7 C NB * LTR 609 0.210 0.350 LTR 0.601 33.3 C 33.3 C SB Lper 270 0.000 0.392 16.7 B * Lpro 238 0.111 0.133 L 0.392 17.6 B TR 919 0.100 0.517 TR 0.194 15.6 B Intersection: Delay = 27.6sec/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 Site Traffic R Marvin Peak PM Main Street/Rouse Ave 1/29/21 Case: Rouse & Main PM Exist PLUS App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 7 / 10 7.8 0.0 All 7.8 0.0 WB LTR 10 / 13 7.6 0.0 All 7.6 0.0 NB LTR 8 / 9 8.6 0.0 All 8.6 0.0 SB L 3 / 5 6.2 0.0 TR 3 / 4 16.8 0.0 All 13.5 0.0 Intersect. 8.6 SIG/Cinema v3.08 Marvin & Associates Page 2 49 379 27 8 501 173 37 259 27 173 105 65 1 47 24 1 47 24 2 16 04 3 41 24 3 41 24 HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Babcock & Rouse Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 1/29/21 East/West Street Babcock Street Analysis Year 2017 North/South Street Rouse Avenue Time Analyzed Noon Existing Plus Site Peak Hour Factor 0.90 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description North Central 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 (veh/h)214 284 17 21 4 55 49 Percent Heavy Vehicles (%)2 2 2 2 2 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 6.5 6.9 7.5 6.5 Critical Headway (sec)4.14 6.54 6.94 7.54 6.54 Base Follow-Up Headway (sec)2.2 4.0 3.3 3.5 4.0 Follow-Up Headway (sec)2.22 4.02 3.32 3.52 4.02 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)238 28 116 Capacity, c (veh/h)1581 268 256 v/c Ratio 0.15 0.10 0.45 95% Queue Length, Q₉₅ (veh)0.5 0.3 2.2 Control Delay (s/veh)7.7 20.0 30.1 Level of Service (LOS)A C D Approach Delay (s/veh)3.3 20.0 30.1 Approach LOS C D Copyright © 2021 University of Florida. All Rights Reserved. HCS™TWSC Version 7.8 Generated: 1/29/2021 2:51:29 PMBabcock & Rouse Noon Exist Plus.xtw Pedestrian Level of Service Flow (ped/hr)12 21 14 Two-Stage Crossing No No No Pedestrian Platooning No No No Conflicting Vehicular Flow (veh/h)572 Average Delay (s)3.0 0.3 0.6 Level of Service (LOS)A A A Copyright © 2021 University of Florida. All Rights Reserved. HCS™TWSC Version 7.8 Generated: 1/29/2021 2:51:29 PM Babcock & Rouse Noon Exist Plus.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 1/29/21 East/West Street Babcock Street Analysis Year 2017 North/South Street Rouse Avenue Time Analyzed PM Existing Plus Site Peak Hour Factor 0.90 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description North Central 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 (veh/h)275 387 16 43 8 40 89 Percent Heavy Vehicles (%)2 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)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 57 143 Capacity, c (veh/h)1613 192 165 v/c Ratio 0.19 0.29 0.87 95% Queue Length, Q₉₅ (veh)0.7 1.2 6.1 Control Delay (s/veh)7.8 31.3 94.3 Level of Service (LOS)A D F Approach Delay (s/veh)3.4 31.3 94.3 Approach LOS D F Copyright © 2021 University of Florida. All Rights Reserved. HCS™TWSC Version 7.8 Generated: 1/29/2021 2:52:50 PMBabcock & Rouse PM Exist Plus.xtw Pedestrian Level of Service Flow (ped/hr)35 3 3 Two-Stage Crossing No No No Pedestrian Platooning No No No Conflicting Vehicular Flow (veh/h)753 Average Delay (s)4.4 0.7 0.8 Level of Service (LOS)A A A Copyright © 2021 University of Florida. All Rights Reserved. HCS™TWSC Version 7.8 Generated: 1/29/2021 2:52:50 PM Babcock & Rouse PM Exist Plus.xtw HCM Analysis Summary Existing Plus Site Traffic R Marvin Noon Analysis Duration: 15 mins. Main Street/Church Ave 1/29/21 Case: Church & 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 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 22 0.93 0 457 0.93 1 39 0.93 0 28 0.93 0 561 0.93 1 28 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 1868 0.172 0.583 LTR 0.296 13.0 B 13.0 B WB * LTR 1878 0.206 0.583 LTR 0.353 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= 0.33 * Critical Lane Group (v/s)Crit= 0.30 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus Site Traffic R Marvin Noon Main Street/Church Ave 1/29/21 Case: Church & Main Noon Exist 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 13.8 0.0 All 13.8 0.0 NB LTR 3 / 4 12.5 0.0 All 12.5 0.0 SB LTR 1 / 1 10.9 0.0 All 10.9 0.0 Intersect. 14.0 SIG/Cinema v3.08 Marvin & Associates Page 2 22 457 39 28 561 28 48 55 38 6 12 17 1 69 24 1 69 24 2 39 24 2 39 24 HCM Analysis Summary Existing Plus Site Traffic R Marvin Peak PM Analysis Duration: 15 mins. Main Street/Church Ave 1/29/21 Case: Church & 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 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 30 0.90 0 494 0.90 1 56 0.90 0 46 0.90 0 616 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 1802 0.207 0.583 LTR 0.355 13.7 B 13.7 B WB * LTR 1777 0.252 0.583 LTR 0.432 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 Site Traffic R Marvin Peak PM Main Street/Church Ave 1/29/21 Case: Church & Main PM Exist PLUS App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 5 / 6 15.8 0.0 All 15.8 0.0 WB LTR 6 / 8 13.9 0.0 All 13.9 0.0 NB LTR 4 / 5 10.9 0.0 All 10.9 0.0 SB LTR 2 / 2 8.8 0.0 All 8.8 0.0 Intersect. 13.7 SIG/Cinema v3.08 Marvin & Associates Page 2 30 494 56 46 616 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 Willson & Villard Agency/Co.Marvin & Assoc Jurisdiction City of Bozeman Date Performed 1/29/21 East/West Street Villard Street Analysis Year 2020 North/South Street Willson Avenue Time Analyzed Noon Existing Plus Site Peak Hour Factor 0.90 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description North Central 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)5 9 5 6 5 14 25 68 27 12 124 9 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)21 28 28 13 Capacity, c (veh/h)617 735 1415 1485 v/c Ratio 0.03 0.04 0.02 0.01 95% Queue Length, Q₉₅ (veh)0.1 0.1 0.1 0.0 Control Delay (s/veh)11.0 10.1 7.6 7.4 Level of Service (LOS)B B A A Approach Delay (s/veh)11.0 10.1 1.7 0.7 Approach LOS B B Copyright © 2021 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 1/29/2021 3:15:46 PMWillson & Villard Noon Exist Plus.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Willson & Villard Agency/Co.Marvin & Assoc Jurisdiction City of Bozeman Date Performed 1/29/21 East/West Street Villard Street Analysis Year 2020 North/South Street Willson Avenue Time Analyzed PM Existing Plus Site Peak Hour Factor 0.90 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description North Central 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)8 15 9 4 9 8 23 146 23 11 124 10 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)36 23 26 12 Capacity, c (veh/h)570 597 1414 1384 v/c Ratio 0.06 0.04 0.02 0.01 95% Queue Length, Q₉₅ (veh)0.2 0.1 0.1 0.0 Control Delay (s/veh)11.7 11.3 7.6 7.6 Level of Service (LOS)B B A A Approach Delay (s/veh)11.7 11.3 1.0 0.6 Approach LOS B B Copyright © 2021 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 1/29/2021 3:18:23 PMWillson & Villard PM Exist Plus.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Willson & Beal Street Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 1/29/21 East/West Street Beall Street Analysis Year 2017 North/South Street Willson Avenue Time Analyzed Noon Existing Plus Peak Hour Factor 0.90 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description North Cenral 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)4 11 19 15 12 6 8 110 7 3 99 3 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)38 37 9 3 Capacity, c (veh/h)734 624 1462 1406 v/c Ratio 0.05 0.06 0.01 0.00 95% Queue Length, Q₉₅ (veh)0.2 0.2 0.0 0.0 Control Delay (s/veh)10.2 11.1 7.5 7.6 Level of Service (LOS)B B A A Approach Delay (s/veh)10.2 11.1 0.5 0.2 Approach LOS B B Copyright © 2021 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 1/29/2021 3:05:36 PMWillson & Beall Noon Exist Plus.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Willson & Beal Street Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 1/29/21 East/West Street Beall Street Analysis Year 2020 North/South Street Willson Avenue Time Analyzed PM Existing Plus Site Peak Hour Factor 0.91 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description North central 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)2 12 17 8 12 4 4 186 7 2 103 2 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)34 26 4 2 Capacity, c (veh/h)657 535 1431 1291 v/c Ratio 0.05 0.05 0.00 0.00 95% Queue Length, Q₉₅ (veh)0.2 0.2 0.0 0.0 Control Delay (s/veh)10.8 12.1 7.5 7.8 Level of Service (LOS)B B A A Approach Delay (s/veh)10.8 12.1 0.2 0.2 Approach LOS B B Copyright © 2021 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 1/29/2021 3:08:26 PMWillson & Beall PM Exist Plus.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Tracy & Villard Agency/Co.Marvin & Assoc Jurisdiction City of Bozeman Date Performed 1/29/21 East/West Street Villard Street Analysis Year 2020 North/South Street Tracy Avenue Time Analyzed Noon Existing Plus Site Peak Hour Factor 0.90 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description North Central 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)2 13 32 3 14 1 8 54 5 2 59 1 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)52 20 9 2 Capacity, c (veh/h)887 739 1529 1546 v/c Ratio 0.06 0.03 0.01 0.00 95% Queue Length, Q₉₅ (veh)0.2 0.1 0.0 0.0 Control Delay (s/veh)9.3 10.0 7.4 7.3 Level of Service (LOS)A B A A Approach Delay (s/veh)9.3 10.0 0.9 0.2 Approach LOS A B Copyright © 2021 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 1/29/2021 3:00:55 PMTracy & Villard Noon Exist Plus.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Tracy & Villard Agency/Co.Marvin & Assoc Jurisdiction City of Bozeman Date Performed 1/29/21 East/West Street Villard Street Analysis Year 2020 North/South Street Tracy Avenue Time Analyzed PM Existing Plus Site Peak Hour Factor 0.90 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description North Central 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)6 21 29 3 11 1 8 69 6 1 55 2 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)62 17 9 1 Capacity, c (veh/h)833 725 1525 1524 v/c Ratio 0.07 0.02 0.01 0.00 95% Queue Length, Q₉₅ (veh)0.2 0.1 0.0 0.0 Control Delay (s/veh)9.7 10.1 7.4 7.4 Level of Service (LOS)A B A A Approach Delay (s/veh)9.7 10.1 0.8 0.1 Approach LOS A B Copyright © 2021 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 1/29/2021 3:12:04 PMTracy & Villard PM Exist Plus.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Tracy & Beal Street Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 1/29/21 East/West Street Beall Street Analysis Year 2017 North/South Street Tracy Avenue Time Analyzed Noon Existing Plus Site Peak Hour Factor 0.90 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description North Central 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)2 5 11 4 10 5 9 59 4 4 55 18 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)20 21 10 4 Capacity, c (veh/h)861 768 1524 1530 v/c Ratio 0.02 0.03 0.01 0.00 95% Queue Length, Q₉₅ (veh)0.1 0.1 0.0 0.0 Control Delay (s/veh)9.3 9.8 7.4 7.4 Level of Service (LOS)A A A A Approach Delay (s/veh)9.3 9.8 1.0 0.4 Approach LOS A A Copyright © 2021 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 1/29/2021 2:55:59 PMTracy & Beall Noon Exist Plus.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Tracy & Beal Street Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 1/29/21 East/West Street Beall Street Analysis Year 2017 North/South Street Tracy Avenue Time Analyzed PM Exising Plus Site Peak Hour Factor 0.90 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description North Central 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)6 11 8 4 10 5 8 74 4 3 52 11 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)28 21 9 3 Capacity, c (veh/h)779 758 1533 1511 v/c Ratio 0.04 0.03 0.01 0.00 95% Queue Length, Q₉₅ (veh)0.1 0.1 0.0 0.0 Control Delay (s/veh)9.8 9.9 7.4 7.4 Level of Service (LOS)A A A A Approach Delay (s/veh)9.8 9.9 0.7 0.4 Approach LOS A A Copyright © 2021 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 1/29/2021 2:58:01 PMTracy & Beall PM Exist Plus.xtw HCM Analysis Summary Mitgation WB Right Lane R Marvin PM Hour Existing Plus Analysis Duration: 15 mins. Durston Road/N 7th Avenue 1/29/21 Case: N 7TH & DURSTON PM EXIST PLUS WB RT Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 1 2 1 3 2 4 2 L 12.0 LT 12.0 L 12.0 L 12.0 LTR 12.0 R 12.0 T 12.0 T 12.0 TR 12.0 T 12.0 R 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) L 3 LTR 3 LT 3 R 3 L 3 TR 3 L 3 T 3 R 3 198 0.93 1 207 0.93 1 51 0.93 1 22 0.93 1 187 0.93 1 88 0.93 1 108 0.93 1 761 0.93 3 2 0.93 1 83 0.93 1 517 0.93 3 142 0.93 1 20 10 0 0 --- --- 45 4 0 0 --- --- 0 6 0 0 --- --- 45 10 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP R L L LTP LTP 0 28.0 3.5 1.5 20.0 3.5 1.5 6.0 4.0 0.0 37.0 3.5 1.5 Actuated 110.0 Sec 19.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB L 455 0.119 0.255 L 0.468 35.0 C 35.7 D * LTR 469 0.139 0.255 LTR 0.546 36.3 D WB * LT 340 0.120 0.182 LT 0.662 45.7 D 43.0 D R 434 0.029 0.273 R 0.106 30.0 C NB Lper 211 0.034 0.382 33.6 C * Lpro 97 0.054 0.055 L 0.377 23.2 C * TR 1178 0.234 0.336 TR 0.696 35.0 D SB Lper 111 0.000 0.382 29.4 C Lpro 97 0.050 0.055 L 0.428 27.5 C T 1179 0.159 0.336 T 0.472 30.1 C R 530 0.066 0.336 R 0.196 26.8 C Intersection: Delay = 33.7sec/veh Int. LOS=C Xc= 0.66 * Critical Lane Group (v/s)Crit= 0.55 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Mitgation WB Right Lane R Marvin PM Hour Existing Plus Durston Road/N 7th Avenue 1/29/21 Case: N 7TH & DURSTON PM EXIST PLUS WB RT App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB L 5 / 6 5.8 0.0 LTR 7 / 8 9.9 0.0 All 8.4 0.0 WB LT 6 / 8 7.4 0.0 R 1 / 2 20.9 0.0 All 9.1 0.0 NB L 3 / 5 7.2 0.0 TR 9 / 10 9.7 0.0 All 9.5 0.0 SB L 2 / 4 3.8 0.0 T 6 / 9 10.2 0.0 R 1 / 2 16.6 0.0 All 9.5 0.0 Intersect. 9.2 SIG/Cinema v3.08 Marvin & Associates Page 2 198 207 51 22 187 88 108 761 2 83 517 142 1 27 24 2 19 24 3 6 04 3 6 04 3 6 04 4 36 24 4 36 24 APPENDIX B-3 Future Capacity Calculations HCM Analysis Summary Future Traffic R Marvin Peak PM Hour Analysis Duration: 15 mins. Mendenhall St/Willson Ave 1/29/21 Case: Mendenhall & Willson PM FUTURE Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 0 0 2 2 1 1 1 1 LT 12.0 LT 12.0 TR 12.0 TR 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LTR 3 LT 3 TR 3 0 0.90 2 0 0.90 2 0 0.90 2 136 0.90 2 461 0.90 2 35 0.90 2 81 0.90 2 196 0.90 2 0 0.90 2 0 0.90 2 153 0.90 2 43 0.90 2 0 15 0 0 --- --- 5 30 0 0 --- --- 0 5 0 0 --- --- 5 45 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LT TP 0 40.0 3.5 1.5 40.0 3.5 1.5 Actuated 90.0 Sec 10.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOS WB * LTR 1537 0.201 0.444 LTR 0.453 18.4 B 18.4 B NB * LT 696 0.197 0.444 LT 0.443 19.3 B 19.3 B SB TR 801 0.118 0.444 TR 0.265 16.5 B 16.5 B Intersection: Delay = 18.3sec/veh Int. LOS=B Xc= 0.45 * Critical Lane Group (v/s)Crit= 0.40 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Future Traffic R Marvin Peak PM Hour Mendenhall St/Willson Ave 1/29/21 Case: Mendenhall & Willson PM FUTURE App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in WB LTR 6 / 7 13.4 0.0 All 13.4 0.0 NB LT 4 / 5 12.9 0.0 All 12.9 0.0 SB TR 3 / 3 15.6 0.0 All 15.6 0.0 Intersect. 13.6 SIG/Cinema v3.08 Marvin & Associates Page 2 136 461 35 81 196 153 43 1 39 24 2 39 24 2 39 24 HCM Analysis Summary Future Traffic R Marvin Peak PM Analysis Duration: 15 mins. Main Street/Willson Ave 1/29/21 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 38 0.95 0 580 0.95 1 118 0.95 0 55 0.95 0 593 0.95 1 31 0.95 0 151 0.95 0 210 0.95 0 45 0.95 0 31 0.95 0 207 0.95 0 38 0.95 0 20 76 0 0 --- 5 5 39 0 0 --- 5 5 108 0 0 --- 5 5 128 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 1535 0.266 0.542 LTR 0.491 18.3 B 18.3 B WB LTR 1466 0.262 0.542 LTR 0.484 18.2 B 18.2 B NB L 329 0.181 0.375 L 0.483 33.6 C 31.6 C TR 599 0.165 0.375 TR 0.439 30.4 C SB * LTR 564 0.190 0.375 LTR 0.507 32.2 C 32.2 C Intersection: Delay = 22.7sec/veh Int. LOS=C Xc= 0.50 * Critical Lane Group (v/s)Crit= 0.46 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Future Traffic R Marvin Peak PM Main Street/Willson Ave 1/29/21 Case: Willson & Main PM FUTURE App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 8 / 10 11.2 0.0 All 11.2 0.0 WB LTR 6 / 9 12.1 0.0 All 12.1 0.0 NB L 4 / 9 2.4 1.1 TR 6 / 9 10.5 0.0 All 7.7 1.1 SB LTR 6 / 7 8.4 0.0 All 8.4 0.0 Intersect. 10.1 SIG/Cinema v3.08 Marvin & Associates Page 2 38 580 118 55 593 31 151 210 45 31 207 38 1 64 24 1 64 24 2 44 24 2 44 24 HCM Analysis Summary Future Traffic R Marvin Peak PM Analysis Duration: 15 mins. Babcock St/Willson Ave 1/29/21 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 1 366 0.95 1 55 0.95 1 0 0.90 2 0 0.90 2 0 0.90 2 0 0.90 2 331 0.95 1 231 0.95 0 90 0.95 0 261 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 0.315 24.1 C 24.1 C NB * T 941 0.185 0.500 T 0.370 19.5 B 18.8 B R 782 0.105 0.500 R 0.210 17.4 B SB L 438 0.108 0.500 L 0.217 18.0 B 18.3 B T 941 0.146 0.500 T 0.292 18.4 B Intersection: Delay = 20.5sec/veh Int. LOS=C Xc= 0.34 * Critical Lane Group (v/s)Crit= 0.32 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Future Traffic R Marvin Peak PM Babcock St/Willson Ave 1/29/21 Case: Willson & Babcock PM FUTURE App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 5 / 6 11.2 0.0 All 11.2 0.0 NB T 7 / 9 13.5 0.0 R 2 / 3 12.9 0.0 All 13.5 0.0 SB L 2 / 5 3.3 0.0 T 5 / 7 13.6 0.0 All 11.2 0.0 Intersect. 12.0 SIG/Cinema v3.08 Marvin & Associates Page 2 35 366 55 331 231 90 261 1 49 24 2 59 24 2 59 24 HCM Analysis Summary Future Traffic R Marvin Peak PM Analysis Duration: 15 mins. Mendenhall St/Rouse Ave 1/29/21 Case: Mendenhall Rouse PM FUTURE Area Type: 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 3 2 2 1 3 1 L 12.0 L 12.0 L 12.0 T 12.0 TR 12.0 T 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 TR 3 L 3 T 3 R 3 0 0.90 2 0 0.90 2 0 0.90 2 13 0.89 1 225 0.89 1 132 0.89 1 106 0.89 1 387 0.89 1 15 0.89 1 108 0.89 1 362 0.89 1 134 0.89 1 0 22 0 0 --- --- 80 17 0 0 --- --- 0 5 0 0 --- --- 55 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 L 518 0.010 0.333 L 0.029 26.9 C 30.7 C * T 564 0.149 0.333 T 0.449 31.6 C R 458 0.042 0.333 R 0.127 27.9 C NB L 443 0.157 0.583 L 0.269 13.8 B 15.4 B * TR 981 0.269 0.583 TR 0.461 15.8 B SB L 411 0.172 0.583 L 0.294 14.4 B 14.3 B T 988 0.240 0.583 T 0.412 15.0 B R 820 0.063 0.583 R 0.109 11.4 B Intersection: Delay = 18.3sec/veh Int. LOS=B Xc= 0.46 * Critical Lane Group (v/s)Crit= 0.42 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Future Traffic R Marvin Peak PM Mendenhall St/Rouse Ave 1/29/21 Case: Mendenhall Rouse PM FUTURE App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in WB L 0 / 1 9.5 0.0 T 6 / 9 11.2 0.0 R 2 / 3 10.7 0.0 All 11.1 0.0 NB L 1 / 3 7.3 0.0 TR 7 / 9 13.3 0.0 All 12.9 0.0 SB L 3 / 7 5.7 0.0 T 5 / 8 15.9 0.0 R 1 / 2 21.4 0.0 All 13.9 0.0 Intersect. 12.7 SIG/Cinema v3.08 Marvin & Associates Page 2 13 225 132 106 387 15 108 362 134 1 39 24 2 69 24 2 69 24 HCM Analysis Summary Future Traffic R Marvin Peak PM Analysis Duration: 15 mins. Main Street/Rouse Ave 1/29/21 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 1 397 0.87 1 28 0.87 0 8 0.87 0 528 0.87 1 181 0.87 1 39 0.87 0 272 0.87 1 28 0.87 1 193 0.87 1 110 0.87 0 68 0.87 1 5 75 0 0 --- --- 40 19 0 0 --- --- 5 100 0 0 --- --- 15 72 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP LTP LTP LTP 0 48.0 3.5 1.5 16.0 4.0 0.0 42.0 3.5 1.5 Pretimed 120.0 Sec 14.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB LTR 996 0.218 0.400 LTR 0.544 29.7 C 29.7 C WB * LTR 1305 0.238 0.400 LTR 0.596 30.4 C 30.4 C NB * LTR 608 0.221 0.350 LTR 0.632 34.2 C 34.2 C SB Lper 262 0.000 0.392 17.0 B * Lpro 238 0.124 0.133 L 0.444 18.1 B TR 917 0.105 0.517 TR 0.204 15.7 B Intersection: Delay = 28.3sec/veh Int. LOS=C Xc= 0.66 * Critical Lane Group (v/s)Crit= 0.58 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Future Traffic R Marvin Peak PM Main Street/Rouse Ave 1/29/21 Case: Rouse & Main PM FUTURE App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LTR 7 / 13 6.8 0.0 All 6.8 0.0 WB LTR 9 / 10 9.4 0.0 All 9.4 0.0 NB LTR 8 / 10 8.3 0.0 All 8.3 0.0 SB L 3 / 5 5.6 0.0 TR 3 / 5 17.3 0.0 All 13.1 0.0 Intersect. 8.8 SIG/Cinema v3.08 Marvin & Associates Page 2 52 397 28 8 528 181 39 272 28 193 110 68 1 47 24 1 47 24 2 16 04 3 41 24 3 41 24 HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Mendenhall and Tracy Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 1/29/21 East/West Street Mendenhall St Analysis Year 2035 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 VC Bozeman Hotel 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)33 605 84 25 75 36 60 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)38 114 109 Capacity, c (veh/h)1501 257 377 v/c Ratio 0.02 0.44 0.29 95% Queue Length, Q₉₅ (veh)0.1 2.1 1.2 Control Delay (s/veh)7.5 29.6 18.4 Level of Service (LOS)A D C Approach Delay (s/veh)0.5 29.6 18.4 Approach LOS D C Copyright © 2021 University of Florida. All Rights Reserved. HCS™TWSC Version 7.8 Generated: 1/29/2021 4:49:44 PMMendenhall & Tracy PM Future.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Willson & Villard Agency/Co.Marvin & Assoc Jurisdiction City of Bozeman Date Performed 1/29/21 East/West Street Villard Street Analysis Year 2036 North/South Street Willson Avenue Time Analyzed PM Future Peak Hour Factor 0.90 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description North Central 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)8 16 9 4 9 8 23 153 23 11 130 10 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)37 23 26 12 Capacity, c (veh/h)554 584 1399 1375 v/c Ratio 0.07 0.04 0.02 0.01 95% Queue Length, Q₉₅ (veh)0.2 0.1 0.1 0.0 Control Delay (s/veh)12.0 11.4 7.6 7.6 Level of Service (LOS)B B A A Approach Delay (s/veh)12.0 11.4 1.0 0.6 Approach LOS B B Copyright © 2021 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 1/30/2021 1:50:09 PMWillson & Villard PM Future.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Willson & Beal Street Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 1/29/21 East/West Street Beall Street Analysis Year 2036 North/South Street Willson Avenue Time Analyzed PM Future Peak Hour Factor 0.91 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description North central 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)2 13 18 8 12 40 4 194 7 30 108 2 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)36 66 4 33 Capacity, c (veh/h)593 584 1414 1277 v/c Ratio 0.06 0.11 0.00 0.03 95% Queue Length, Q₉₅ (veh)0.2 0.4 0.0 0.1 Control Delay (s/veh)11.5 11.9 7.6 7.9 Level of Service (LOS)B B A A Approach Delay (s/veh)11.5 11.9 0.2 1.9 Approach LOS B B Copyright © 2021 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 1/29/2021 5:02:53 PMWillson & Beall PM Future.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Tracy & Villard Agency/Co.Marvin & Assoc Jurisdiction City of Bozeman Date Performed 1/29/21 East/West Street Villard Street Analysis Year 2036 North/South Street Tracy Avenue Time Analyzed PM Future Peak Hour Factor 0.90 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description North Central 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)6 22 29 3 12 1 10 72 6 1 58 2 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)63 18 11 1 Capacity, c (veh/h)821 713 1520 1519 v/c Ratio 0.08 0.02 0.01 0.00 95% Queue Length, Q₉₅ (veh)0.3 0.1 0.0 0.0 Control Delay (s/veh)9.8 10.2 7.4 7.4 Level of Service (LOS)A B A A Approach Delay (s/veh)9.8 10.2 0.9 0.1 Approach LOS A B Copyright © 2021 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 1/29/2021 4:59:33 PMTracy & Villard PM Future.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Tracy & Beal Street Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 1/29/21 East/West Street Beall Street Analysis Year 2035 North/South Street Tracy Avenue Time Analyzed PM Exising Plus Site Peak Hour Factor 0.90 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description North Central 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)5 40 69 4 11 5 46 78 4 3 55 11 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)127 22 51 3 Capacity, c (veh/h)788 639 1528 1506 v/c Ratio 0.16 0.03 0.03 0.00 95% Queue Length, Q₉₅ (veh)0.6 0.1 0.1 0.0 Control Delay (s/veh)10.4 10.8 7.4 7.4 Level of Service (LOS)B B A A Approach Delay (s/veh)10.4 10.8 2.8 0.3 Approach LOS B B Copyright © 2021 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 1/29/2021 4:57:17 PMTracy & Beall PM Future.xtw APPENDIX B-4 Garage Accesses Future Capacity HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Villard & Access A Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 1/29/21 East/West Street Villard Street Analysis Year 2035 North/South Street Garage Access A Time Analyzed Peak Noon Hour Peak Hour Factor 0.92 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description North Central Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 0 1 0 0 0 0 Configuration TR LT LR Volume (veh/h)10 6 36 23 6 10 Percent Heavy Vehicles (%)0 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.10 6.40 6.20 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.20 3.50 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)39 17 Capacity, c (veh/h)1613 972 v/c Ratio 0.02 0.02 95% Queue Length, Q₉₅ (veh)0.1 0.1 Control Delay (s/veh)7.3 8.8 Level of Service (LOS)A A Approach Delay (s/veh)4.5 8.8 Approach LOS A Copyright © 2021 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 1/29/2021 5:11:50 PMVillard Access A Noon Future.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Villard & Access A Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 1/29/21 East/West Street Villard Street Analysis Year 2035 North/South Street Garage Access A Time Analyzed Peak PM Hour Peak Hour Factor 0.92 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description North Central Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 0 1 0 0 0 0 Configuration TR LT LR Volume (veh/h)26 3 36 16 6 10 Percent Heavy Vehicles (%)0 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.10 6.40 6.20 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.20 3.50 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)39 17 Capacity, c (veh/h)1594 957 v/c Ratio 0.02 0.02 95% Queue Length, Q₉₅ (veh)0.1 0.1 Control Delay (s/veh)7.3 8.8 Level of Service (LOS)A A Approach Delay (s/veh)5.1 8.8 Approach LOS A Copyright © 2021 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 1/29/2021 5:13:48 PMVillard Access A PM Future.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Access B1 & Tracy Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/3/21 East/West Street Access B1 Analysis Year 2021 North/South Street Tracy Avenue Time Analyzed Future Noon Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description North Central Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 0 1 0 0 0 1 0 Configuration LR LT TR Volume (veh/h)6 13 3 82 89 25 Percent Heavy Vehicles (%)3 3 3 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.43 6.23 4.13 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.53 3.33 2.23 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)21 3 Capacity, c (veh/h)869 1457 v/c Ratio 0.02 0.00 95% Queue Length, Q₉₅ (veh)0.1 0.0 Control Delay (s/veh)9.2 7.5 Level of Service (LOS)A A Approach Delay (s/veh)9.2 0.3 Approach LOS A Copyright © 2021 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 2/3/2021 4:34:30 PMAccess B1 Tracy Noon Future.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Access B1 & Tracy Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/3/21 East/West Street Access B1 Analysis Year 2021 North/South Street Tracy Avenue Time Analyzed Future PM Hour Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description North Central Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 0 1 0 0 0 1 0 Configuration LR LT TR Volume (veh/h)6 14 3 82 89 21 Percent Heavy Vehicles (%)3 3 3 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.43 6.23 4.13 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.53 3.33 2.23 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)22 3 Capacity, c (veh/h)874 1462 v/c Ratio 0.02 0.00 95% Queue Length, Q₉₅ (veh)0.1 0.0 Control Delay (s/veh)9.2 7.5 Level of Service (LOS)A A Approach Delay (s/veh)9.2 0.3 Approach LOS A Copyright © 2021 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 2/3/2021 4:50:23 PMAccess B1 Tracy PM Future.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Access B2 & Tracy Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/3/21 East/West Street Access B2 Analysis Year 2021 North/South Street Tracy Avenue Time Analyzed Future Noon Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description North Central Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 0 1 0 0 0 1 0 Configuration LR LT TR Volume (veh/h)4 11 3 85 81 21 Percent Heavy Vehicles (%)3 3 3 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.43 6.23 4.13 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.53 3.33 2.23 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)16 3 Capacity, c (veh/h)890 1473 v/c Ratio 0.02 0.00 95% Queue Length, Q₉₅ (veh)0.1 0.0 Control Delay (s/veh)9.1 7.4 Level of Service (LOS)A A Approach Delay (s/veh)9.1 0.3 Approach LOS A Copyright © 2021 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 2/3/2021 4:47:59 PMAccess B2 Tracy Noon Future.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Access B2 & Tracy Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/3/21 East/West Street Access B2 Analysis Year 2021 North/South Street Tracy Avenue Time Analyzed Future PM Hour Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description North Central Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 0 1 0 0 0 1 0 Configuration LR LT TR Volume (veh/h)5 11 3 86 71 18 Percent Heavy Vehicles (%)3 3 3 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.43 6.23 4.13 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.53 3.33 2.23 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)17 3 Capacity, c (veh/h)893 1490 v/c Ratio 0.02 0.00 95% Queue Length, Q₉₅ (veh)0.1 0.0 Control Delay (s/veh)9.1 7.4 Level of Service (LOS)A A Approach Delay (s/veh)9.1 0.3 Approach LOS A Copyright © 2021 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 2/3/2021 4:52:39 PMAccess B2 Tracy PM Future.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Access C & Beall Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 1/29/2021 East/West Street Access C Analysis Year 2021 North/South Street Beall Street Time Analyzed Future Noon Hour Peak Hour Factor 0.92 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description North Central 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 1 0 0 0 1 0 0 0 0 0 1 0 Configuration LT TR LR Volume (veh/h)2 25 24 1 18 2 Percent Heavy Vehicles (%)0 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.10 6.40 6.20 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.20 3.50 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)2 22 Capacity, c (veh/h)1600 952 v/c Ratio 0.00 0.02 95% Queue Length, Q₉₅ (veh)0.0 0.1 Control Delay (s/veh)7.3 8.9 Level of Service (LOS)A A Approach Delay (s/veh)0.5 8.9 Approach LOS A Copyright © 2021 University of Florida. All Rights Reserved. HCS™TWSC Version 7.8 Generated: 1/29/2021 5:38:00 PMAccess C Tracy Noon Future.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Access C & Beall Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 1/29/2021 East/West Street Access C Analysis Year 2021 North/South Street Beall Street Time Analyzed Future PM Hour Peak Hour Factor 0.92 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description North Central 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 1 0 0 0 1 0 0 0 0 0 1 0 Configuration LT TR LR Volume (veh/h)2 30 15 4 8 1 Percent Heavy Vehicles (%)0 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.10 6.40 6.20 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.20 3.50 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)2 10 Capacity, c (veh/h)1608 957 v/c Ratio 0.00 0.01 95% Queue Length, Q₉₅ (veh)0.0 0.0 Control Delay (s/veh)7.2 8.8 Level of Service (LOS)A A Approach Delay (s/veh)0.5 8.8 Approach LOS A Copyright © 2021 University of Florida. All Rights Reserved. HCS™TWSC Version 7.8 Generated: 1/29/2021 5:39:47 PMAccess C Tracy PM Future.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Access D & Willson Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 1/29/2021 East/West Street Access D Analysis Year 2021 North/South Street Willson Avenue Time Analyzed Future Noon Hour Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description North Central 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 0 0 0 0 1 0 0 0 1 0 Configuration LR LT TR Volume (veh/h)2 6 9 130 140 5 Percent Heavy Vehicles (%)3 3 3 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.43 6.23 4.13 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.53 3.33 2.23 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)9 10 Capacity, c (veh/h)812 1416 v/c Ratio 0.01 0.01 95% Queue Length, Q₉₅ (veh)0.0 0.0 Control Delay (s/veh)9.5 7.6 Level of Service (LOS)A A Approach Delay (s/veh)9.5 0.5 Approach LOS A Copyright © 2021 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 1/29/2021 5:25:13 PMAccess D Willson Noon Future.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Access D & Willson Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 1/29/2021 East/West Street Access D Analysis Year 2021 North/South Street Willson Avenue Time Analyzed Future PM Hour Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description North Central 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 0 0 0 0 1 0 0 0 1 0 Configuration LR LT TR Volume (veh/h)4 3 7 203 140 4 Percent Heavy Vehicles (%)0 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.40 6.20 4.10 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.50 3.30 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)8 8 Capacity, c (veh/h)666 1436 v/c Ratio 0.01 0.01 95% Queue Length, Q₉₅ (veh)0.0 0.0 Control Delay (s/veh)10.5 7.5 Level of Service (LOS)B A Approach Delay (s/veh)10.5 0.3 Approach LOS B Copyright © 2021 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 1/29/2021 5:34:09 PMAccess D Willson PM Future.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Access E & Tracy Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 1/29/2021 East/West Street Access E Analysis Year 2021 North/South Street Tracy Avenue Time Analyzed Future Noon Hour Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description North Central 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 0 0 0 0 1 0 0 0 1 0 Configuration LR LT TR Volume (veh/h)1 4 1 89 70 3 Percent Heavy Vehicles (%)0 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.40 6.20 4.10 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.50 3.30 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)5 1 Capacity, c (veh/h)942 1532 v/c Ratio 0.01 0.00 95% Queue Length, Q₉₅ (veh)0.0 0.0 Control Delay (s/veh)8.8 7.4 Level of Service (LOS)A A Approach Delay (s/veh)8.8 0.1 Approach LOS A Copyright © 2021 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 1/29/2021 5:31:01 PMAccess E Tracy Noon Future.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Access E & Tracy Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 1/29/2021 East/West Street Access E Analysis Year 2021 North/South Street Tracy Avenue Time Analyzed Future PM Hour Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description North Central 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 0 0 0 0 1 0 0 0 1 0 Configuration LR LT TR Volume (veh/h)1 3 1 89 69 4 Percent Heavy Vehicles (%)0 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.40 6.20 4.10 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.50 3.30 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)4 1 Capacity, c (veh/h)930 1532 v/c Ratio 0.00 0.00 95% Queue Length, Q₉₅ (veh)0.0 0.0 Control Delay (s/veh)8.9 7.4 Level of Service (LOS)A A Approach Delay (s/veh)8.9 0.1 Approach LOS A Copyright © 2021 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 1/29/2021 5:32:57 PMAccess E Tracy PM Future.xtw APPENDIX C Trip Generation Rates APPENDIX D Internal Capture Trips Worksheets Project: AWT North Central Development ICT Trips PM HOUR Total # TRIPS FROM of Trips Office Retail Restaurant Residential Office 407 98 138 8 Retail 530 85 111 106 Restaurant 244 41 68 27 Residential 575 17 127 121 PM HOUR Total # TRIPS TO of Trips Office Retail Restaurant Residential Office 407 77 90 122 Retail 530 106 154 74 Restaurant 244 32 98 41 Residential 575 12 138 121 PM HOUR Exiting Trips Office Retail Restaurant Residential Office 138 98 32 8 Retail 281 77 98 106 Restaurant 136 41 68 27 Residential 132 17 74 41 Total ICT Exit = 687 PM HOUR Entering Trips Office Retail Restaurant Residential Office 135 77 41 17 Retail 240 98 68 74 Restaurant 171 32 98 41 Residential 141 8 106 27 Total ICT Enter = 687 ICT TRIPS TO ICT TRIPS FROM BALANCED ICT DEMAND TRIPS FROM TRIPS FROM Project: AWT North Central Development ICT Trips AWT Total # TRIPS FROM of Trips Office Retail Restaurant Residential Hotel Office 206 49 70 4 0 Retail 263 42 55 53 5 Restaurant 623 106 174 69 31 Residential 523 16 115 110 5 Hotel 213 79 15 13 0 AWT Total # TRIPS TO of Trips Office Retail Restaurant Residential Hotel Office 206 39 45 62 2 Retail 263 53 76 37 8 Restaurant 623 81 249 106 31 Residential 523 10 126 110 0 Hotel 213 0 17 79 13 AWT Exiting Trips Office Retail Restaurant Residential Hotel Office 123 49 70 4 0 Retail 152 39 55 53 5 Restaurant 190 45 76 69 0 Residential 164 16 37 106 5 Hotel 23 8 15 0 0 Total ICT Exit = 629 AWT Entering Trips Office Retail Restaurant Residential Hotel Office 102 39 45 16 2 Retail 170 49 76 37 8 Restaurant 262 70 55 106 31 Residential 126 4 53 69 0 Hotel 22 0 17 5 0 Total ICT Enter = 660 ICT TRIPS FROM BALANCED ICT DEMAND TRIPS FROM TRIPS FROM ICT TRIPS TO Project: Noon Hour North Central Development ICT Trips Noon Total # TRIPS FROM of Trips Office Retail Restaurant Residential Hotel Office 72 4 0 0 Retail 20 6 3 3 0 Restaurant 13 4 2 1 0 Residential 38 1 0 8 0 Hotel 17 13 2 2 0 Noon Total # TRIPS TO of Trips Office Retail Restaurant Residential Hotel Office 55 2 8 2 2 Retail 24 8 2 4 1 Restaurant 54 12 27 11 3 Residential 14 0 0 1 0 Hotel 18 0 0 1 0 Noon Exiting Trips Office Retail Restaurant Residential Hotel Office 62 4 0 0 Retail 52 3 0 0 Restaurant 742 1 0 Residential 910 8 0 Noon 312 0 0 Total ICT Exit = 27 Noon Entering Trips Office Retail Restaurant Residential Hotel Office 92 4 1 2 Retail 52 2 0 1 Restaurant 16 4 3 8 1 Residential 100 1 0 Hotel 000 0 0 Total ICT Enter = 31 ICT TRIPS TO ICT TRIPS FROM BALANCED ICT DEMAND TRIPS FROM TRIPS FROM APPENDIX E Trip Distribution Work Sheets 23 N 7 t h Wi l l s o n Tr a c y Ro u s e Church 4. 8 2. 3 1. 6 P e a c h 4 . 4 4 . 4 P e a c h 1 . 8 1. 8 0 2. 1 6. 2 0. 5 2. 1 6. 2 0 0. 5 Vi l l a r d 1 . 8 1 . 8 x x 0 . 5 0 . 5 0. 2 x 0 0. 2 x x 0. 5 Be a l l 0 . 2 0 . 2 x x 0 . 7 0 . 7 0 . 2 0 x x 0. 5 0 12 . 9 0. 7 0. 5 0. 5 M e n d e n 0 . 5 0 . 5 1 . 4 1 . 4 1 . 6 1 . 6 0 . 7 0 11 . 5 0. 5 1. 4 0 11 . 5 0. 5 1. 4 0 4. 1 M a i n 4 . 6 M a i n 4 . 6 4 . 6 2 . 3 2 . 5 2 . 5 2 . 5 3 . 2 3 . 2 3 . 2 0. 5 4. 4 0. 5 0. 5 0 0. 5 4. 4 0. 5 0. 5 0. 5 B a b c o c k 0 . 5 0. 5 0 . 5 0 . 5 0 0 0 0. 5 4. 4 0 0. 5 RE S I D E N T I A L D I S T R I B U T I O N W E I G H T E D D I S T R I B U T I O N 12 N 7 t h Wi l l s o n Tr a c y Ro u s e Church 3. 4 1. 8 0 P e a c h 1 . 7 1 . 7 P e a c h 1 . 2 1. 8 0 1. 7 2. 9 0 1. 7 2. 9 0 0 Vi l l a r d 1 . 2 1 . 2 x x 0 0 0. 5 x 0 0. 5 x x 0 Be a l l 0 . 5 0 . 5 x x 0 0 0 0x x 0 0 5 2. 4 0 0 M e n d e n 0 0 0 00 0 0 0 5 2. 4 0 0 5 2. 4 0 0 2. 6 M a i n 2 . 6 M a i n 2 . 6 2 . 6 1 . 2 1 . 2 3 . 6 3 . 6 3 . 6 3 . 6 3 . 6 0 1. 2 0 0 0 0 1. 2 0 0 0 B a b c o c k 0 0 0 00 0 0 0 1. 2 0 0 HO T E L D I S T R I B U T I O N W E I G H T E D D I S T R I B U T I O N 42 N 7 t h Wi l l s o n Tr a c y Ro u s e Church 55 4. 2 P e a c h 5 5 P e a c h 3 . 4 3. 4 0 4. 2 8. 4 1. 7 4. 2 8. 4 0 1. 7 Vi l l a r d 3 . 4 3 . 4 x x 1 . 7 1 . 7 0. 8 x 0 0. 8 x x 0 Be a l l 0 . 8 0 . 8 x x 1 . 3 1 . 3 0 . 4 0x x 0 0 23 . 5 2. 9 0 0. 8 M e n d e n 0 . 8 0 . 8 3 . 8 3 . 8 3 . 8 3 . 8 1 . 7 0 19 . 8 2. 5 2. 5 0 19 . 3 2. 5 2. 5 0 5 M a i n 7 . 1 M a i n 7 . 1 7 . 1 3 . 4 3 . 4 5 . 5 5 . 5 7 . 6 7 . 6 7 . 6 2. 1 8. 8 0. 4 0. 4 0 2. 1 8. 8 0. 4 0. 4 0. 8 B a b c o c k 0 . 8 0. 8 0 . 4 0 . 4 0 0 0 2. 1 4. 6 0 0. 4 RE T A I L / R E S T U A R A N T D I S T R I B U T I O N W E I G H T E D D I S T R I B U T I O N 23 N 7 t h Wi l l s o n Tr a c y Ro u s e Church 2. 1 2. 3 3. 5 P e a c h 2 . 8 2 . 8 P e a c h 0 . 5 0. 5 0 2. 8 3. 2 1. 8 2. 8 3. 2 0 1. 5 Vi l l a r d 2 . 3 2 . 3 x x 1 . 8 1 . 8 0. 5 x 0 0. 5 x x 0 Be a l l 0 . 5 0 . 5 x x 0 . 2 0 . 2 0 . 2 0x x 0 0 12 . 7 2. 3 0 0. 2 M e n d e n 0 . 2 0 . 2 0 . 5 0 . 5 1 . 6 1 . 6 0 . 9 0 12 1. 2 0. 7 0 12 1. 2 0. 7 0 4. 6 M a i n 5 . 5 M a i n 5 . 5 5 . 5 2 . 3 2 . 3 3 . 2 3 . 2 3 . 7 3 . 7 3 . 7 0. 9 4. 1 0. 2 0. 2 0 0. 9 4. 1 0. 2 0. 2 0. 5 B a b c o c k 0 . 5 0. 5 0 . 2 0 . 2 0 0 0 0. 9 3. 9 0 0. 2 OF F I C E D I S T R I B U T I O N W E I G H T E D D I S T R I B U T I O N 10 0 N 7 t h Wi l l s o n Tr a c y Ro u s e Church 15 . 3 11 . 4 9. 3 P e a c h 1 3 . 9 1 3 . 9 P e a c h 6 . 9 7. 5 0 10 . 8 20 . 7 0 4 10 . 8 20 . 7 0 3. 7 Vi l l a r d 8 . 7 8 . 7 x 4 4 0 2x 0 0. 5 x x 0 Be a l l 2 2 x 2 . 2 2 . 2 0 . 8 0. 5 0 54 . 1 8. 3 0. 5 1. 5 M e n d e n 1 . 5 1 . 5 5 . 7 5 . 7 7 7 3 . 3 0 48 . 3 6. 6 4. 6 0 47 . 8 6. 6 4. 6 0 16 . 3 M a i n 1 9 . 8 M a i n 1 9 . 8 1 9 . 8 9 . 2 9 . 4 1 4 . 8 1 4 . 8 1 8 . 1 1 8 . 1 1 8 . 1 3. 5 18 . 5 1. 1 1. 1 0 3. 5 18 . 5 1. 1 1. 1 1. 8 B a b c o c k 1 . 8 1. 8 1 . 1 1 . 1 0 3. 5 14 . 1 0 1. 1 TO T A L W E I G H T E D D I S T R I B U T I O N P E R C E N T A G E S APPENDIX F Traffic Assignment Model NO R T H C E N T R A L F U L L D E V E L O P M E N T - N O O N H O U R T R A F F I C A S S I G N M E N T NO R T H 7 T H A V E RO U S E A V E 16 % 26 5 11 % 182 21 13 14 7 10 3 NO R T H 10 4 64 42 6 63 0 9% 12 8 4 18 14 % 7% 90 14 9 81 2 23 2 11 6 30 5 10 5 WI L L S O N A V E TR A C Y A V E 40 61 0 1 4 7 0 6 21 % 34 7 0% 0 4 28 0 4% 11 % 18 10 0 0 0 SIT E T R I P G E N E R A T I O N 18 2 73 8 00 0 3 1 45 76 00 4 AW T = 9% 40 4 2 38 38 1 2 6 4% 14 9 91 0 3 1 3 2 3 1 22 66 No o n H o u r 2 2 1 1 9 5 40 1 5 44 2 3 35 EN T E R = 46 38 9% 14 9 EX I T = 46 11 4 1 8 8 2 44 2 1 44 03 1 1 1 2 1 00 3 1 4 1 4 0 12 2% 10 1 0 18 17 0 0 3 2% 33 1 0 9 1 1 4 33 11 33 0 3 9 2 33 0 23 41 6 6 64 12 69 8% 19 23 46 13 2 23 00 0% 00 0% 0 00 0 0 46 0 23 46 69 8% 13 2 54 % 89 3 06 9 1 00 0 0 21 48 5 5 0 0 12 0 5 22 1 5 5 5 1 6 5 3 2% 22 2 2% 15 6% 55 6 7% 53 3 3% 33 00 33 00 99 00 11 6 00 50 42 4 3 0 0 20 42 5 4 0 3 CHURCH AVE 06 29 3 NO R T H 8 T H A V E 48 % 79 4 5% 83 5% 83 0%25 0 0 64 12 4 1 00 0 0 2 2 4 2 56 04 01 10 8 4 0 5 9 11 11 11 11 1 8 8 8 8 5 1 3 13 3 16 16 1 16 16 % 23 14 9 28 20 % 28 18 11 28 20 % 28 0 12 9% 12 4 8 22 15 % 22 9 13 25 18%25 8 16 23 18% 26 5 14 2 1 8 33 1 18 18 33 1 18 4 14 9 49 24 8 90 9 298 98 298 4 17 1 1 2 40 08 1 7 0 10 10 0 50 2 5 1 1 0 4% 66 19 % 31 4 1% 17 1% 17 0%0 5 24 1 1 24 81 7 0 1 0 1 2 8 0 00 01 0 01 0 0 0 2% 22 2 2% 21 1 1% 10 0% 00 0% 33 22 33 21 17 10 0 00 0 4 16 1 24 81 6 0 0 0 1 5 23 0 1 4% 66 18 % 29 8 1% 17 NO R T H 8 T H A V E NO R T H 7 T H A V E WI L L S O N A V E TR A C Y A V E RO U S E A V E Ba b c o c k S t 16 5 4 88 42 Ma i n S t r e e t Vil l a r d S t r e e t Be a l l S t r e e t B e a l l S t r e e t Me n d e n h a l l Ma i n S t r e e t Me n d e n h a l l Main Street Ma i n S t r e e t Ba b c o c k S t Ba b c o c k S t Pe a c h Ba b c o c k S t Du r s t o n Ma i n S t r e e t Me n d e n h a l l M e n d e n h a l l La m m e S t r e e t Vil l a r d S t r e e t Ma i n S t r e e t NO R T H C E N T R A L F U L L D E V E L O P M E N T - PE A K P M H O U R T R A F F I C A S S I G N M E N T NO R T H 7 T H A V E ROUSE AVE 16 % 26 5 11%182 16 10 12 4 82 NO R T H 84 53 21 3 52 0 9% 97 2 1 4 14 % 7% 70 14 9 71 1 23 2 11 6 20 3 83 WI L L S O N A V E TR A C Y A V E 30 61 0 1 1 7 0 6 21 % 34 7 0% 0 3 21 0 4% 11 % 16 5 0 0 66 SI T E T R I P G E N E R A T I O N 18 2 72 7 00 0 2 2 6 2 23 30 03 AW T = 9% 7 3 23 13 0 3 00 14 4% 14 9 61 0 2 7 2 7 2 7 21 66 No o n H o u r 1 8 1 1 7 5 0 20 1 5 33 6 2 93 EN T E R = 39 32 EX I T = 38 11 4 1 3 8 2 33 5 8 5 03 0 62 0 30 1 1 0 1 0 1 12 2% 91 3 1 3 1 3 0 12 2% 33 65 63 32 00 33 0 3 4 2 33 0 14 36 4 6 50 10 53 8% 12 41 13 2 12 00 0% 00 0% 0 00 0 0 41 0 12 41 53 8% 13 2 54 % 89 3 05 37 0 0 0 12 41 3 5 0 0 01 1 3 11 0 5 5 5 1 5 5 2 2% 11 1 2% 05 6% 55 5 7% 52 2 3% 33 00 33 00 99 00 11 6 00 50 36 4 2 0 0 11 36 3 4 0 2 CHURCH AVE 04 87 2 NO R T H 8 T H A V E 48 % 79 4 5% 83 5%83 0%24.81 00 4 8 8 3 1 00 00 1 2 3 6 35 03 0 1 64 2 0 3 56 66 6 1 5 7 7 7 5 1 1 1 1 2 1 4 1 4 1 1 4 16 % 17 12 5 21 20 % 21 15 6 21 20 % 21 0 9 9% 92 7 1 6 15 % 16 5 11 19 18%19 4 14 18 18% 26 5 12 1 1 5 33 1 15 15 33 1 15 2 14 9 25 24 8 50 5 298 54 297.7 3 14 1 1 13 00 4 1 4 01 01 0 0 40 1 9 1 1 0 4% 66 19 % 31 4 1% 17 1%17 0%0 4 19 1 1 13 4 1 40 10 1 1 4 0 00 01 0 01 0 0 0 2% 22 2 2% 21 1 1% 10 0% 00 0% 33 22 33 21 17 10 0 00 0 3 14 1 13 4 1 40 00 1 4 18 0 1 4% 66 18 % 29 8 1%17 NO R T H 8 T H A V E NO R T H 7 T H A V E WI L L S O N A V E TR A C Y A V E ROUSE AVEMain Street Ba b c o c k S t Ba b c o c k S t B a b c o c k S t B a b c o c k S t Ma i n S t r e e t M a i n S t r e e t M a i n S t r e e t M a i n S t r e e t M a i n S t r e e t La m m e S t r e e t Me n d e n h a l l M e n d e n h a l l M e n d e n h a l l M e n d e n h a l l 23 Be a l l S t r e e t Peach 16 5 4 Vil l a r d S t r e e t 76 Du r s t o n Vil l a r d S t r e e t Be a l l S t r e e t