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HomeMy WebLinkAbout017_Park-Place-Industrial-Park_TIS_2018-06_Complete 2880 Technology Boulevard West • Bozeman, MT 59718 (406) 587-0721 • www.m-m.net Traffic Impact Study Park Place Industrial Park Bozeman, Gallatin County, Montana June 2018 Prepared For: Barnard Investments, LLC 701 Gold Avenue Bozeman, MT 59715 MMI Project No. 2286.007 Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana Table of Contents | i Table of Contents Purpose of Report and Study Objectives ................................... 1 Proposed Development ........................ 1 Location .......................................................... 1 Development Description ................................ 1 Development Horizon ...................................... 4 Existing Area Conditions ...................... 4 Study Area ...................................................... 4 Area of Influence ............................................... 4 Study Area Land Use ........................................ 4 Transportation Network ................................... 5 Study Area Roadways ...................................... 5 I-90 Frontage Road .................................... 5 Nelson Road .............................................. 5 Study Area Intersections................................... 6 East Valley Center Road & East Valley Center Spur Road ................... 6 I-90 Frontage Road & East Valley Center Spur Road .................................................. 7 I-90 Frontage Road & Nelson Road .......... 7 Nelson Road & MDT South Access ........... 8 Nelson Road & MDT North Access ........... 8 Nelson Road & Bozeman Water Reclamation Facility Secondary Access / Farm Field Access ..................................... 8 Existing Study Area Transportation System ..... 9 Traffic Volumes ............................................... 10 Transit Service ................................................ 10 Pedestrians & Bicyclists.................................. 10 Future Intersection Improvements .................. 10 Crash Experience ........................................... 12 Projected Traffic .................................. 13 Site Traffic ..................................................... 13 Development Trip Distribution ........................ 13 Trip Assignment .............................................. 14 Transit Service .............................................. 16 Pedestrians & Bicyclists ................................ 16 Non-Site Traffic............................................. 16 Method of Projection ...................................... 16 Estimated Volumes ........................................ 16 Total Traffic .................................................. 17 Transportation Analyses .................... 17 Methodologies .............................................. 17 Study Scenarios ............................................. 17 Analysis Methodologies ................................. 21 Signalized Intersection Analyses ............ 21 Two-Way Stop-Controlled (TWSC) Intersections .............................. 21 Traffic Operations ......................................... 22 Capacity & Level of Service Analyses ........... 22 Auxiliary Turn Lane Evaluations .................... 22 Queuing Analyses .......................................... 26 Findings ............................................... 27 Need for Any Improvements ......................... 27 2018 Existing Conditions ................................ 27 2030 Estimated Background Traffic ............... 27 2030 Estimated Total Traffic .......................... 27 I-90 Frontage Road & Nelson Road Signal Warrant Analyses ......................... 27 I-90 Frontage Road & Nelson Road Mitigation Analyses ................................. 29 Site Accessibility ........................................... 29 Pedestrians & Bicyclists ................................ 33 Transit Service.............................................. 33 Compliance with Applicable Local Codes ..... 33 Conclusions & Recommendations ... 33 I-90 Frontage Road & Nelson Road .............. 33 Subdivision Accessibility ............................... 34 General Considerations ................................. 34 Shared Lot Accesses to Nelson Road ........... 34 Loop Road Approaches to Nelson Road ....... 34 Pedestrian & Bicyclist Connectivity ............... 34 References ........................................... 35 Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana ii | Appendices Appendices Appendix A Level of Service Concepts, Analysis Methodologies, & Standards of Significance Appendix B Traffic Count Data Appendix C Trip Generation Data Appendix D Capacity & Level of Service Analyses D-1: D-2: D-3: D-4: Intersection Operations Summaries 2018 Current Daily Traffic Estimated 2030 Background Traffic Estimated 2030 Total Traffic Appendix E Auxiliary Turn Lane Analyses Appendix F Queuing Analyses Appendix G Signal Warrant Analyses Appendix H Mitigation Analyses Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana List of Figures & Tables | iii List of Figures Figure 1: Subdivision Location ........................................................................................................... 2 Figure 2: Preliminary Subdivision Layout .......................................................................................... 3 Figure 3: Existing Transportation System ......................................................................................... 9 Figure 4: Current Daily Traffic .......................................................................................................... 11 Figure 5: Primary Trip Distribution ................................................................................................... 14 Figure 6: Subdivision Traffic Assignment ....................................................................................... 15 Figure 7: Estimated 2018 – 2030 Non-Subdivision Traffic Growth ................................................. 18 Figure 8: Estimated 2030 Background Traffic ................................................................................. 19 Figure 9: Estimated 2030 Total Traffic.............................................................................................. 20 Figure 10: Traffic Operations Summary for 2018 Existing Conditions .......................................... 23 Figure 11: Traffic Operations Summary for 2030 Estimated Background Traffic ......................... 24 Figure 12: Traffic Operations Summary for 2030 Estimated Total Traffic ..................................... 25 List of Tables Table 1: Crash Statistics for the Intersection Area of the I-90 Frontage Road & Nelson Road (2013 – 2017) ........................................................................... 12 Table 2: Estimated Park Place Industrial Park Subdivision Trip Generation Summary................ 13 Table 3: Estimated Queue Analyses Summary ................................................................................ 26 Table 4: Warrant #1 | Eight-Hour Vehicular Volume (EADT) Evaluation Summary ....................... 28 Table 5: Warrant #2 | Four-Hour Vehicular Volume (EADT) Evaluation Summary ........................ 28 Table 6: Intersection Operations Summary for the I-90 Frontage Road & Nelson Road with the Addition of Separate, Dedicated Left- and Right-Turn Lanes ........................................... 30 Table 7: Estimated 2030 Total Traffic Conditions Intersection Operations Summary for the I-90 Frontage Road & Nelson Road Under Signalized Control ....................................................... 31 Table 8: Estimated 2045 Total Traffic Conditions Intersection Operations Summary for the I-90 Frontage Road & Nelson Road Under Signalized Control ....................................................... 32 Traffic Impact Study for Park Place Industrial Park Bozeman, Gallatin County, Montana Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana 1 Purpose of Report and Study Objectives This traffic impact study summarizes the potential impacts from the proposed Park Place Industrial Park Subdivision proposed to be located on Nelson Road in Bozeman, Gallatin County, Montana. The information presented in this report is intended to evaluate the safety and operational aspects of the transportation system in the area of the proposed development under existing conditions as well as with estimated impacts. Study recommendations and conclusions are intended to provide guidance with respect to the function of the proposed site accesses and the area transportation system. Proposed Development Location The proposed Park Place Industrial Park Subdivision project is located in Bozeman, Gallatin County, Montana on Tracts 1C and 1D of Certificate of Survey No. 1372B located in the southeast quarter of Section 22 and a portion of the northeast quarter of the northeast quarter of Section 27 less railroad right-of-way and highway right-of-way located in the northeast quarter of Section 27, Township 1 South, Range 5 East, Principal Meridian of Montana. Generally, the property is bordered by Nelson Road (within County Road No. 259 Easement) to the east, the Interstate 90 Frontage Road to the south / southwest, the Sunset Memorial Park cemetery to the west, and an existing storage facility use to the north. The site location is depicted in Figure 1 on the following page. Development Description The Park Place Industrial Park Subdivision is proposed to include 29 lots ranging in size from 0.71 to 10.38 acres. The development may include a highly diversified range of land uses including manufacturing, service, warehouse facilities, laboratories, offices, or small businesses. Based on a total estimated building gross floor area of 504,000 square feet (ft2), the development is estimated to generate a total of 1,926 average weekday trips as well as 287 weekday AM and 267 PM peak hour trips. There are four subdivision accesses proposed to Nelson Road included with the development. These include two shared lot accesses for proposed Lots 9 and 10 as well as Lots 22 and 23 plus two roadway connections. The preliminarily proposed subdivision layout is shown in Figure 2 on page 3. Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana 2 Figure 1: Subdivision Location Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana 3 Figure 2: Preliminary Subdivision Layout Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana 4 Zoning The existing site is currently zoned M-1 (Light Manufacturing District) under the City of Bozeman’s zoning designation. As provided in the City of Bozeman Unified Development Code, “The intent of the M-1 light manufacturing district is to provide for the community’s needs for wholesale trade, storage and warehousing, trucking and transportation terminals, light manufacturing and similar activities. The district should be oriented to major transportation facilities yet arranged to minimize adverse effects on residential development.” Development Horizon It is anticipated that the proposed Park Place Industrial Park Subdivision will be full built-out within a ten to twelve year timeframe. Therefore, this study will assess any impacts this development may have on the area transportation system through the year 2030. Existing Area Conditions Study Area Area of Influence The transportation impacts from a development are largely dependent on its location and size as well as the characteristics of the surrounding transportation system. The significant impacts to the adjacent transportation system will generally be within a limited area from the site. The proposed Park Place Industrial Park Subdivision is considered a small development from a traffic generation standpoint, having fewer than 500 estimated trips during either of the weekday AM or PM peak hours. Therefore, it is not anticipated that the development would have significant impacts beyond the proposed site accesses and key intersections within proximity to the proposed project. Study Area Land Use Presently, the proposed development site is vacant. As stated previously, the site is bordered by Nelson Road (within County Road No. 259 Easement) to the east, the Interstate 90 Frontage Road to the south / southwest, the Sunset Memorial Park cemetery to the west, and an existing storage facility land use on the property to the north. The Montana Department of Transportation (MDT) Bozeman maintenance site office is located across Nelson Road to the east of the proposed subdivision. Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana 5 Transportation Network The study area for the Park Place Industrial Park Subdivision will focus on key intersections within proximity to the proposed site. The roadways and intersections included within this study are noted in the following sections: Study Area Roadways  Interstate 90 (I-90) Frontage Road  Nelson Road I-90 Frontage Road The Park Place Industrial Park Subdivision is not currently proposed to have direct access to the I-90 Frontage Road; however, traffic contributions from the proposed development may have an impact on observed traffic volumes on the roadway. Within the study area, the I-90 Frontage Road is classified as a minor arterial under the City of Bozeman’s functional classification system as provided in the Bozeman Transportation Master Plan (TMP) (Robert Peccia & Associates, April 2017). It is also classified as a minor arterial under the MDT classification system and is also a primary system route (P-205, C000205) and state secondary highway (S-205). The I-90 Frontage Road begins in the community of Three Forks approximately 26 miles to the west of the proposed subdivision and generally travels in a southeasterly direction to where it ends at its intersection with Springhill Road approximately one mile east of the proposed subdivision. The roadway serves as a primary route linking the communities of Three Forks, Logan, Manhattan, Belgrade, and Bozeman as an alternative to I-90. Adjacent to the proposed subdivision, it has a surface width of approximate 50 feet and a posted speed limit of 50 miles per hour (mph). Nelson Road The proposed Park Place Industrial Park Subdivision would access Nelson Road, which is a collector roadway as shown in the TMP. Recently annexed into the City of Bozeman, this roadway was previously under the jurisdiction of Gallatin County (County Road No. 259). Following a winding route with a number of ninety degree turns, Nelson Road provides a link between the I-90 Frontage Road and to where it intersects Airport Road approximately three miles northwest of the proposed subdivision. It serves to provide access to a number of residences, farms, and a handful of businesses along its length. Adjacent to the proposed subdivision, it has a present traveled width (PTW) of approximately 24 feet accommodating one travel lane in each direction with limited shoulders on either side of the roadway and a posted speed limit of 45 mph. Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana 6 Study Area Intersections  East Valley Center Road & East Valley Center Spur Road | Existing Intersection  I-90 Frontage Road & East Valley Center Spur Road | Existing Intersection  I-90 Frontage Road & Nelson Road | Existing Intersection  Nelson Road & Montana Department of Transportation (MDT) South Access | Existing Intersection  Nelson Road & MDT North Access / Lots 22 & 23 Shared Access | Existing & Proposed Intersection  Nelson Road & Bozeman Water Reclamation Facility Secondary Access / Loop Road – South Existing & Proposed Intersection  Nelson Road & Lots 9 & 10 Shared Access | Proposed Intersection  Nelson Road & Loop Road – North | Proposed Intersection East Valley Center Road & East Valley Center Spur Road The intersection of East Valley Center Road (U-1211, C000235) and East Valley Center Spur Road (L-16-2074, C082534) has the characteristics described in the following:  Stop-Controlled, T-Intersection  Stop Control on the Southbound, East Valley Center Spur Road Approach  Eastbound Approach (From the West) – (1) Left Turn and (1) Through Lane  Existing Left Turn Lane Bay Length = ±700 ft (Measured to Stubbs Lane)  Posted Speed Limit Eastbound = 45 mph (Transitions to 60 mph East of the Intersection)  Westbound Approach (From the East) – (1) Through / Right Turn Lane  Posted Speed Limit Westbound = 60 mph (Transitions to 45 mph West of the Intersection)  Southbound Approach (From the North) – (1) Left Turn and (1) Right Turn Lane  Existing Left Turn Lane Available Queue Storage = ±450 ft (Measured to Railroad Crossing)  Existing Right Turn Lane Available Queue Storage = ±125 ft (Measured to End of Lane Pavement Markings) Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana 7 I-90 Frontage Road & East Valley Center Spur Road The existing intersection of the I-90 Frontage Road (P-205, C000205) and East Valley Center Spur Road (L-16-2074, C082534) has the following characteristics:  Two-Way Stop-Controlled Intersection  Stop Control on the Northbound, East Valley Center Spur Road and the Southbound, Private Access Approaches  Railroad Crossing Centered ±75 ft South of the Edge of the Traveled Way on the I-90 Frontage Road  Eastbound Approach (From the West) – (1) Left Turn, (1) Through, and (1) Right Turn Lane  Existing Left Turn Lane Bay Length = ±50 ft (Measured to End of Lane Transition Taper)  Existing Right Turn Lane Bay Length = ±620 ft (Measured to the End of the Lane Pavement Markings)  Westbound Approach (From the East) – (1) Left Turn and (1) Through / Right Turn Lane  Northbound Approach (From the South) – (1) Left / Through / Right Turn Lane  Existing Available Queue Storage = ±480 ft (Measured to East Valley Center Road, Excluding Railroad Crossing)  Southbound Approach (From the North) – (1) Left / Through / Right Turn Lane  Existing Available Queue Storage = ±1,000 ft (Measured to End of Roadway)  Intersection Includes an Overhead Flashing Beacon  Flashing Yellow Indication for Eastbound and Westbound Traffic  Flashing Red Indication for Northbound and Southbound Traffic I-90 Frontage Road & Nelson Road The existing intersection of the I-90 Frontage Road (P-205, C000205) and Nelson Road (L-16-53, C016053) includes the features below:  Stop-Controlled, T-Intersection  Stop Control on the Southbound, Nelson Road Approach  Eastbound Approach (From the West) – (1) Left Turn and (1) Through Lane  Existing Left Turn Lane Bay Length = ±600 ft (Measured to End of Pavement Markings)  Westbound Approach (From the East) – (1) Through and (1) Right Turn Lane  Existing Right Turn Lane Bay Length = ±600 ft (Measured to End of Pavement Markings)  Southbound Approach (From the South) – (1) Left Turn / Through / Right Turn Lane  Existing Available Queue Storage = ±275 ft (Measured to MDT Access on East Side of Roadway)  Intersection Includes an Overhead Flashing Beacon  Flashing Yellow Indication for Eastbound and Westbound Traffic  Flashing Red Indication for Southbound Traffic Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana 8 Nelson Road & MDT South Access The existing intersection of Nelson Road with MDT Bozeman Maintenance site accesses has the following characteristics:  Stop-Controlled, T-Intersection  Westbound, MDT Access Not Posted but Functions as Stop-Controlled  Northbound Approach (From the South) – (1) Through / Right Turn Lane  Southbound Approach (From the North) – (1) Left Turn / Through Lane  Westbound Approach (From the East) – (1) Left Turn / Right Turn Lane  Existing Available Queue Storage = ±65 ft (Measured to North-South Drive Aisle)  Nelson Road Posted Speed Limit = 45 mph Nelson Road & MDT North Access The existing intersection of Nelson Road with MDT Bozeman Maintenance site accesses has the following characteristics:  Stop-Controlled, T-Intersection  Westbound, MDT Access Not Posted but Functions as Stop-Controlled  Northbound Approach (From the South) – (1) Through / Right Turn Lane  Southbound Approach (From the North) – (1) Left Turn / Through Lane  Westbound Approach (From the East) – (1) Left Turn / Right Turn Lane  Existing Available Queue Storage = ±65 ft (Measured to North-South Drive Aisle)  Nelson Road Posted Speed Limit = 45 mph Nelson Road & Bozeman Water Reclamation Facility Secondary Access / Farm Field Access The existing intersection of Nelson Road with the City of Bozeman Water Reclamation Facility secondary access / farm field access has the following characteristics:  Two-Way Stop-Controlled Intersection  Eastbound and Westbound Approaches Not Posted but Function as Stop-Controlled  Eastbound Approach (From the West) – (1) Left Turn / Through / Right Turn Lane  Existing Available Queue Storage = ±1,125 ft (Measured to I-90 Frontage Road Right-of-Way)  Westbound Approach (From the East) – (1) Left Turn / Through / Right Turn Lane  Existing Available Queue Storage = ±2,120 ft (Measured to Pond Access)  Northbound Approach (From the South) – (1) Left / Through / Right Turn Lane  Southbound Approach (From the North) – (1) Left / Through / Right Turn Lane  Nelson Road Posted Speed Limit = 45 mph Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana 9 Existing Study Area Transportation System The existing study area roadways and intersections described above are shown in Figure 3 below. Included within the figure is the existing traffic control at each of the study area intersections as well as the traffic lane configurations. Figure 3: Existing Transportation System Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana 10 Traffic Volumes Traffic data for the study area intersections were developed through turning movement counts conducted by Morrison-Maierle. Counts were conducted during the weekday, AM (one hour between 7:00 and 9:00 a.m.), and PM (one hour between 4:00 and 6:00 p.m.) peak periods on Wednesday, February 28, 2018 and are provided in Appendix B. Counts were conducted at a time of year to also include snow plow activity from MDT’s maintenance facility in Bozeman. Turning movement count data were adjusted for seasonal and daily variations based on the most recently available adjustment factors developed by MDT. The intersection turning movement count data were also balanced for continuity of vehicular movements. The data are summarized in Figure 4 on the following page. Transit Service Streamline currently provides transit service to Belgrade, Bozeman, Four Corners, and MSU. This service is currently free for all passengers, which creates an incentive for transit ridership. Streamline does not currently offer a route in the area of the proposed Park Place Industrial Park Subdivision. Pedestrians & Bicyclists Within the study area, there are not currently any facilities available for pedestrians and bicyclists. Future Intersection Improvements MDT currently has an intersection improvement project proposed for the East Valley Center Spur road to address safety and traffic operations concerns. As stated through MDT’s website1, “A number of traffic studies have been completed for the Valley Spur Road’s intersection with the Frontage Road and East Valley Center Road in Bozeman. Several options were reviewed to improve the intersections including closure of Spur Road, roundabouts, and traffic signals. Both intersections currently meet a number of signal warrants and control of vehicle queuing is a necessity considering the Montana Rail Link crossing south of the Frontage Road intersection. The objective of this project is to provide safe, coordinated signalization at the identified intersections to improve congestion and clear queuing during rail crossing events.” Currently, the proposed schedule for completion of signalization of the East Valley Center Spur Road and its intersections with East Valley Center Road and the I-90 Frontage Road includes completing design of the improvements by February 2019 and construction tentatively by the end of 2019. As such, analyses of traffic operations through the estimated 2030 development horizon for the Park Place Industrial Park Subdivision will assume that the two intersections will be signalized by that time. 1 "Valley Spur Intersection Improvement." MDT, 14 June 2018, www.mdt.mt.gov/pubinvolve/valleyspur/. Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana 11 Figure 4: Current Daily Traffic Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana 12 Crash Experience Crash data for the intersection of the I-90 Frontage Road (P-205, C000205) and Nelson Road (L-16-53, C016053) were obtained from MDT for the five-year period from January 1, 2013 to December 31, 2017. During this period, there were a total of seven (7) crashes within the area of the intersection, which are summarized in Table 1 below. Table 1: Crash Statistics for the Intersection Area of the I-90 Frontage Road & Nelson Road (2013 – 2017) Incident Location Crashes Weather Conditions Crashes II In Intersection 1 14.29% Clear 4 57.14% IR Intersection Related 2 28.57% Cloudy 2 28.57% NJ Non-Junction Related 4 57.14% Snow 1 14.29% Collision Type Crashes Road Surface Conditions Crash Totals Fixed Object 2 28.57% Dry 5 71.43% Right Angle 1 14.29% Slush 1 14.29% Sideswipe – Opposite Direction 1 14.29% Snow 1 14.28% Wild Animal 3 42.85% Relation to Traffic-Way Crash Totals Crash Severity Crashes On Roadway 5 71.43% Property Damage Only 7 100.00% Roadside – Left 1 14.29% Total Crashes with Injuries 0 0.00% Shoulder 1 14.28% Possible Injuries 0 0.00% Non-Incapacitating Injuries 0 0.00% Day of the Week Crash Totals Incapacitating Injuries 0 0.00% Tuesday 1 14.29% Fatal 0 0.00% Wednesday 1 14.29% Unknown 0 0.00% Thursday 2 28.57% Saturday 2 28.57% Number of Vehicles Involved Crashes Sunday 1 14.28% 1 5 71.43% 2 2 28.57% Time of Day Crash Totals Weekday, AM Peak (7 – 9 AM) 1 14.29% Light Conditions Crash Totals Weekday, Mid Peak (10 AM – 2 PM) 1 14.29% Dark – Lighted 1 14.29% Weekday, PM Peak (4 – 6 PM) 2 28.57% Dark – Not Lighted 2 28.57% Weekend, Off-Peak 3 13.79% Daylight 3 42.85% Dusk 1 1.72% Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana 13 Projected Traffic Site Traffic Trip generation is a measure or forecast of the number of trips that begin or end at the development site. The traffic generated is a function of the extent and type of proposed development. This study utilized trip generation rates found in Trip Generation, 10th Edition published by the Institute of Transportation Engineers (ITE) for estimating average vehicle trip ends based on Land Use Code 130 – Industrial Park. Trip ends are defined as a single or one-directional travel movement with either the origin or the destination of the trip inside the study site. The estimated primary purpose trip generation for the proposed Park Place Industrial Park Subdivision is provided in Table 1 below. Primary purpose trips are those where the site is the primary origin or destination, which result in new trips on the roadway system. Analyses are summarized in Appendix C. Table 2: Estimated Park Place Industrial Park Subdivision Trip Generation Summary Land Use Units Average Weekday Trips Average Weekday, AM Peak Hour Trips Average Weekday, PM Peak Hour Trips Enter Exit Total Enter Exit Total Enter Exit Total Industrial Park (Units = 1,000 ft2 of Gross Floor Area) 504 963 963 1,926 232 55 287 56 211 267 As shown in Table 1 above, a total of 504,000 ft2 of building gross floor area has been estimated for the proposed subdivision that includes a total of 29 lots. The proposed lots range in size from 0.71 to 10.38 acres, with an average size of approximately 2.06 acres. In estimating the building gross floor area, it was assumed that each lot would have approximately ninety-three percent (93%) of buildable area. For lots less than one acre in size, roughly thirty percent (30%) of the buildable area was estimated to be used for a potential building. Any lots greater than one acre in size were assumed to have building coverage of approximately twenty percent (20%) of the buildable area. Development Trip Distribution Trip distribution is the process of identifying the probable destinations, directions, and traffic routes that development related traffic will likely affect. Various methods are available for estimating trip distribution, including the analogy, trip distribution model, area of influence, origin-destination (O-D), and surrogate data methods. This study utilizes a combination of the analogy method, which bases the trip distribution on existing travel patterns in the area, and the O-D methods. The primary trip distribution for the proposed Park Place Industrial Park Subdivision is shown in Figure 5 on the following page. Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana 14 Figure 5: Primary Trip Distribution Trip Assignment The assignment of development related traffic provides the information necessary to determine the level of subdivision related impacts to the area roadway system and intersections. It involves determining the volume of traffic and its movements within the transportation system. At a minimum, trip assignment must also consider route choice, how the existing transportation system functions, and travel times to and from the development. The resulting traffic assignment at the study area intersections for the proposed Park Place Industrial Park Subdivision is shown in Figure 6 on the following page. Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana 15 Figure 6: Subdivision Traffic Assignment Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana 16 Transit Service Transit service is not anticipated to be available to the proposed Park Place Industrial Park Subdivision. Pedestrians & Bicyclists A trail network is included as part of the proposed Park Place Industrial Park Subdivision. From the southeast corner of the subdivision at the intersection of the I-90 Frontage Road and Nelson Road, a trail is proposed along its southern and western boundaries. Additionally, the proposed trail is planned to be installed along the northern boundary of Lots 1-3 to the west side of the ditch that flows through the central portion of the subdivision. The north-south link of the trail network traverses along the west side of the ditch, linking the trail segments on the northern and southern boundaries of the subdivision. Non-Site Traffic Method of Projection In order to more accurately reflect the potential impacts from development generated traffic it is necessary to develop an estimate of non-site related traffic growth during the analysis period. Three primary means are typically used to estimate growth of non-site generated traffic, including the build-up method, the use of transportation plans or models, as well as the trends or growth rate method. The build-up method takes into account traffic growth due to approved or anticipated to be approved developments in the study area. Transportation plans or models typically provide estimates for traffic volumes for approximately 20 years into the future. The model volumes are usually provided for average weekday traffic, but can be converted to peak hour volumes including turning movements. However, the conversions can produce results that do not accurately reflect real-world conditions. The trends or growth rate method involves evaluating the historic traffic growth rates within a study area. The underlying assumption with this method is that historic growth trends will remain approximately the same and continue in the future. Estimated Volumes Estimated background traffic volumes for the 2030 development horizon were established by applying growth projections on the adjacent transportation network evaluated as a part of this study. In determining average annual growth rates (AAGR) in traffic volumes for the transportation network, data was evaluated for forecast growth trends included within the Bozeman TMP between the years 2014 and 2040. The estimated AAGR rates determined from the transportation plan are listed on the following page and were applied to current daily traffic within the project study area. Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana 17  East Valley Center Road AAGR = ±2.88%  I-90 Frontage Road AAGR = ±1.93%  Nelson Road AAGR = ±0.50% The total estimated non-site traffic growth volumes between 2018 and 2030 are shown in Figure 7 on the following page. The proposed Park Place Industrial Park Subdivision accounts for a portion of the traffic growth in the area. The total 2030 background traffic volumes are shown in Figure 8 on page 19. The volumes shown in Figure 8 are only reflective of additional traffic growth excluding the contributions from the proposed subdivision. Total Traffic Traffic generated from the proposed Park Place Industrial Park Subdivision for full build-out conditions was combined with the estimated 2030 background traffic volumes to establish the estimated 2030 total traffic volumes that were used in the impact analyses. Those volumes are shown in Figure 9 on page 20. Transportation Analyses Methodologies This section documents the methodologies and assumptions used to conduct the traffic impact analyses for the proposed subdivision. Study methodology and analyses are based on ITE’s Recommended Practices for Transportation Impact Analyses for Site Development. These analyses are used to determine the project’s conformance with City of Bozeman and MDT policies and evaluate whether the proposed development’s impacts are perceptible to the average driver. Study Scenarios This study presents analyses of the following scenarios:  Existing Conditions  Estimated 2030 Background Traffic  Estimated 2030 Total Traffic Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana 18 Figure 7: Estimated 2018 – 2030 Non-Subdivision Traffic Growth Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana 19 Figure 8: Estimated 2030 Background Traffic Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana 20 Figure 9: Estimated 2030 Total Traffic Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana 21 Analysis Methodologies Transportation system operating conditions are typically described in terms of “level of service”. Level of service (LOS) is the performance measure used to evaluate the cumulative effects of such things as travel speed, traffic volumes, roadway and intersection capacity, travel delay, and traffic interruptions. Operating conditions are designated as LOS A through LOS F, which represents the most favorable to the least favorable operating conditions. Level of service for intersections is determined by control delay. Control delay is defined as the total elapsed time from when a vehicle stops at the end of a queue to the time the vehicle departs from the stop line. The total elapsed time includes the time required for the vehicle to travel from the last-in-queue position to the first-in-queue position, including deceleration of vehicles from the free flow speed to the speed of vehicles in the queue. Appendix A lists the delay/LOS criteria listed in the Highway Capacity Manual, 6th Edition | A Guide for Multimodal Mobility Analysis (HCM) published by the Transportation Research Board (TRB) for unsignalized and signalized intersections. Signalized Intersection Analyses Signalized intersection capacity and level of service analyses were performed using TEAPAC Complete 2016, Ver 9.01 08SEP16 Build 01 (TEAPAC) developed and maintained by Strong Concepts. These analyses are based on Chapter 19 of the HCM. The HCM methodology for evaluating signalized intersections, which is based on the “operational analysis” procedure, utilizes 1,900 passenger cars per hour of green per lane (pcphgpl) as the maximum saturation flow of a single lane at an intersection. This saturation flow rate is adjusted to account for lane width, on-street parking, conflicting pedestrians, traffic composition, and shared lane movements. Average delay is calculated by taking a volume-weighted average of all the delays for all vehicles entering the intersection. Two-Way Stop-Controlled (TWSC) Intersections Two-way stop-controlled (TWSC) intersection capacity and level of service analyses were performed using HCS TWSC Version 7.4 developed and maintained by the McTrans Center at the University of Florida. Unsignalized intersection analyses are based on Chapter 20 of the HCM. The HCM methodology for evaluating TWSC intersections is based on gap acceptance and conflicting traffic for vehicles stopped on the minor street approaches. The critical gap (or minimum acceptable gap) is defined as the minimum time interval in the major street traffic stream that allows entry for one minor street vehicle. Average control delay and LOS for the “worst approach” are reported. Level of service is not defined for the intersection as a whole. Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana 22 Traffic Operations Capacity & Level of Service Analyses Capacity and level of service analyses were performed for the study area intersections for 2018 current daily traffic volumes (shown in Figure 4 on page 11), estimated 2030 background traffic volumes (shown in Figure 8 on page 19), and estimated 2030 total traffic volumes (shown in Figure 9 on page 20). Evaluations were performed using the existing geometry and traffic control at each of the study area intersections to determine estimated capacity and level of service with the exception of the East Valley Center Spur Road intersections with East Valley Center Road and the I-90 Frontage Road. MDT’s proposed project for signalization of those two intersections were incorporated with the analyses for estimated 2030 background and total traffic volumes. The analyses are summarized in the following figures and detailed results are included in Appendix D.  Figure 10: Traffic Operations Summary for 2018 Existing Conditions – Page 23  Figure 11: Traffic Operations Summary for 2030 Estimated Background Traffic – Page 24  Figure 12: Traffic Operations Summary for 2030 Estimated Total Traffic – Page 25 Auxiliary Turn Lane Evaluations Auxiliary turn lane evaluations were performed using criteria found in MDT’s Traffic Engineering Manual (November 2007) for estimated 2030 total traffic conditions for the following intersections on Nelson Road:  Nelson Road & MDT North Access / Lots 22 & 23 Shared Access  Nelson Road & Bozeman Water Reclamation Facility Secondary Access / Loop Road – South  Nelson Road & Lots 9 & 10 Shared Access  Nelson Road & Loop Road – North The analyses did not find that northbound left turn lanes would be justified at any of the intersections based on estimated 2030 total traffic volumes for the weekday, AM or PM peak periods. The analyses for estimated 2030 total traffic conditions are provided in Appendix E. Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana 23 Figure 10: Traffic Operations Summary for 2018 Existing Conditions Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana 24 Figure 11: Traffic Operations Summary for 2030 Estimated Background Traffic Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana 25 Figure 12: Traffic Operations Summary for 2030 Estimated Total Traffic Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana 26 Queuing Analyses Analyses of queue storage requirements were performed for the Park Place Industrial Park Subdivision proposed accesses onto Nelson Road based on estimated 2030 total traffic volumes in accordance with the HCM. Minimum queue storage requirements were evaluated based on a truck for design. The queuing analyses are provided in Appendix F and summarized in Table 3 below. Table 3: Estimated Queue Analyses Summary Intersection Roadway & Approach Analysis Time Period Minimum Calculated Queue Length (ft) [veh] Minimum Design Queue Storage (ft) [veh] Ideal Design Queue Storage (ft) [veh] Nelson Road & the Lots 22 & 23 Shared Access Lots 22 & 23 Shared Access EB Weekday, AM Peak 9.06 [0.20] 45.00 [1.00] 78.50 [1.00] Weekday, PM Peak 39.32 [0.87] 45.00 [1.00] 78.50 [1.00] Recommended Minimum Queue Storage = 75.00 [1.00] Nelson Road & Loop Road – South Loop Road South EB Weekday, AM Peak 20.36 [0.45] 45.00 [1.00] 78.50 [1.00] Weekday, PM Peak 89.08 [1.98] 90.00 [2.00] 157.00 [2.00] Recommended Minimum Queue Storage = 125.00 [2.00] Nelson Road & the Lots 9 & 10 Shared Access Lots 9 & 10 Shared Access EB Weekday, AM Peak 0.00 [0.00] 0.00 [0.00] 0.00 [0.00] Weekday, PM Peak 35.36 [0.79] 45.00 [1.00] 78.50 [1.00] Recommended Minimum Queue Storage = 75.00 [1.00] Nelson Road & Loop Road – North Loop Road North EB Weekday, AM Peak 11.47 [0.25] 45.00 [1.00] 78.50 [1.00] Weekday, PM Peak 50.50 [1.12] 90.00 [2.00] 157.00 [2.00] Recommended Minimum Queue Storage = 125.00 [2.00] Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana 27 Findings Need for Any Improvements 2018 Existing Conditions Capacity and level of service analyses based on current daily traffic conditions show that the northbound approach at the intersection of the I-90 Frontage Road and East Valley Center Spur Road is currently operating at LOS D during the weekday, PM peak hour. The currently proposed signalization of the intersection by MDT with their Valley Spur Intersection Improvement project (SF-169 Valley Spur Intx Imprv, HSIP 1299(42), UPN 9190000M) will mitigate the substandard level of service on the northbound approach as indicated through the estimated 2030 background and total traffic analyses. Therefore, no additional mitigation is necessary. Each of the remaining study area intersections are currently operating within acceptable levels of service and there were not any specific safety concerns identified that warranted further evaluation. Therefore, no additional mitigation is necessary at any of the other study area intersections for current daily traffic conditions evaluated as a part of this study. 2030 Estimated Background Traffic No traffic operational issues were identified for estimated 2030 background traffic conditions at any of the study area intersections that would require mitigation. 2030 Estimated Total Traffic With the addition of traffic from the proposed Park Place Industrial Park Subdivision, the southbound approach at the intersection of the I-90 Frontage Road and Nelson Road is projected to degrade to LOS D during the weekday, AM peak hour and LOS E during the weekday, PM peak hour. Mitigation to address the substandard level of service would be necessary based on estimated 2030 total traffic conditions. No additional traffic operational issues were identified at any of the other intersections evaluated as a part of this study. I-90 Frontage Road & Nelson Road Signal Warrant Analyses Because the 2030 total traffic volumes are based on projections through traffic growth in the area in combination with contributions from the proposed Park Place Industrial Park Subdivision, actual 24-hour traffic volumes, pedestrian / bicyclist crossings, and crash experience data (for the year 2030) are not available to perform a full traffic signal warrant analysis for the intersection of the I-90 Frontage Road and Nelson Road. The Oregon Department of Transportation has developed a procedure for preparing a preliminary signal warrant analysis based on estimated average daily traffic volumes to evaluate Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana 28 “Warrant #1: Eight-Hour Vehicular Volume” and “Warrant #2: Four-Hour Vehicular Volume” similarly to criteria outlined in the Manual on Uniform Traffic Control Devices published by the Federal Highway Administration (June 13, 2012). Criteria are not evaluated for “Warrant #3: Peak Hour” based on estimated average daily traffic volumes. The analyses for the intersection of the I-90 Frontage Road and Nelson Road are summarized in Table 4: Warrant #1 | Eight-Hour Vehicular Volume (EADT) Evaluation Summary and Table 5: Warrant #2 | Four-Hour Vehicular Volume (EADT) Evaluation Summary below and are included in Appendix G. Table 4: Warrant #1 | Eight-Hour Vehicular Volume (EADT) Evaluation Summary Warrant Conditions Warrant #1 Condition A Warrant #1 Condition B Warrant Minimum 2030 EADT Warrant Minimum 2030 EADT Eighth Highest Vehicular Volume (vph) – Major Street 5,850 9,729 8,750 9,729 Eighth Highest Vehicular Volume (vph) – Minor Street 1,750 786 900 786 Warrant #1 Satisfied? No No Table 5: Warrant #2 | Four-Hour Vehicular Volume (EADT) Evaluation Summary Warrant Conditions Warrant Minimum 2030 EADT Fourth Highest Vehicular Volume (vph) – Major Street - 802 Fourth Highest Vehicular Volume (vph) – Minor Street 60 65 Warrant #2 Satisfied? Yes As shown in Table 5 above, the intersection of the I-90 Frontage Road and Nelson Road is projected to satisfy minimum criteria for installation of a traffic signal based on full buildout of the proposed Park Place Industrial Park Subdivision under Warrant #2: Four-Hour Vehicular Volume. As such, signalization of the intersection may be considered for mitigation of substandard traffic operations for estimated 2030 total traffic at the intersection. It is noted that approximately eight-five percent (85%) of the Park Place Industrial Park Subdivision could be developed before satisfying minimum criteria for installation of a traffic signal at the intersection of the I-90 Frontage Road and Nelson Road. Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana 29 I-90 Frontage Road & Nelson Road Mitigation Analyses The intersection of the I-90 Frontage Road and Nelson Road was first evaluated with the addition of separate, dedicated left- and right-turn lanes on the southbound, Nelson Road approach. With that modification, level of service for southbound right turns was improved to LOS A and C during the weekday, AM and PM peak hours, respectively. However, southbound left turns are projected to operate at LOS E during the weekday, AM peak hour and LOS D in the PM. Thereby, additional mitigation of the intersection should be considered. The I-90 Frontage Road and Nelson Road intersection was then evaluated under signalized traffic control using a 95 second cycle length similar to the signalized analyses for the East Valley Center Spur Road and its intersections with East Valley Center Road and the I-90 Frontage Road. Under signalized control, the intersection of the I-90 Frontage Road and Nelson Road is estimated to operate at LOS A during both the weekday, AM and PM peak hours. Additionally, the City of Bozeman requires that any proposed mitigation measures have a minimum design life of fifteen years from the time of their installation. Analyses of estimated 2045 traffic volumes at the intersection of the I-90 Frontage Road and Nelson Road were also completed per the City of Bozeman’s requirement. The results of the capacity and level of service analyses are summarized in Appendix H and the following tables:  Table 6: Intersection Operations Summary for the I-90 Frontage Road & Nelson Road with the Addition of Separate, Dedicated Left- and Right-Turn Lanes – Page 30  Table 7: Estimated 2030 Total Traffic Conditions Intersection Operations Summary for the I-90 Frontage Road & Nelson Road under Signalized Control – Page 31  Table 8: Estimated 2045 Total Traffic Conditions Intersection Operations Summary for the I-90 Frontage Road & Nelson Road under Signalized Control – Page 32 Site Accessibility As shown in the traffic operations analyses for the study area intersections, the proposed accesses to Nelson Road serving the Park Place Industrial Park Subdivision will function with acceptable capacity and within reasonable levels of service as full access approaches. Adequate queue storage should be provided at each of the proposed accesses to Nelson Road as well as for each lot accessing the internal Loop Road within the development. Auxiliary turn lane analyses found that northbound left turn lanes at the proposed accesses to Nelson Road would not be required based on the estimated traffic volumes at each approach per MDT’s analysis procedures for auxiliary left turn lanes on two-lane highways with a Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana 30 posted speed limit of 45 mph. Improving Nelson Road to a City of Bozeman collector roadway standard may allow for the inclusion of a two-way left turn lane for the long-term functionality of Nelson Road. Table 6: Intersection Operations Summary for the I-90 Frontage Road & Nelson Road with the Addition of Separate, Dedicated Left- and Right-Turn Lanes Analysis Scenario Vehicular Movement LOS Delay (sec/veh) Entry Volume (veh) Volume to Capacity Ratio (v/c) HCS 95% Max Queue Length (veh) HCS 95% Max Queue Length (ft) Weekday, AM Peak Hour Estimated 2030 Total Traffic Conditions Stop-Controlled Intersection with Added SB Turn Lanes EB L A 8.2 180 0.16 0.6 15 EB T A - 450 0.26 0.0 0 WB T A - 165 0.10 0.0 0 WB R A - 77 0.05 0.0 0 SB L E 39.9 71 0.45 2.1 53 SB R A 9.7 61 0.08 0.3 8 Weekday, PM Peak Hour Estimated 2030 Total Traffic Conditions Stop-Controlled Intersection with Added SB Turn Lanes EB L A 9.0 63 0.07 0.2 5 EB T A - 278 0.16 0.0 0 WB T A - 532 0.31 0.0 0 WB R A - 76 0.05 0.0 0 SB L D 28.8 85 0.38 1.7 43 SB R C 15.8 163 0.35 1.5 38 EB = Eastbound; WB = Westbound; and SB = Southbound L = Left; T = Through; and R = Right = Substandard Level-of-Service Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana 31 Table 7: Estimated 2030 Total Traffic Conditions Intersection Operations Summary for the I-90 Frontage Road & Nelson Road under Signalized Control Analysis Scenario Vehicular Movement LOS Delay (sec/veh) Entry Volume (veh) Volume to Capacity Ratio (v/c) HCS 95% Max Queue Length (veh) HCS 95% Max Queue Length (ft) Weekday, AM Peak Hour Estimated 2030 Total Traffic Conditions Signalized Intersection Intersection A 6.4 1,004 0.40 - - EB L A 7.4 180 0.33 1.2 29 EB T A 6.8 450 0.60 2.5 62 WB T A 5.3 165 0.22 0.7 18 WB R A 2.6 77 0.09 0.1 2 SB L B 12.7 71 0.31 0.8 20 SB R A 0.0 61 0.00 0.0 0 Weekday, PM Peak Hour Estimated 2030 Total Traffic Conditions Signalized Intersection Intersection A 6.2 1,197 0.42 - - EB L B 10.7 63 0.17 0.6 14 EB T A 5.7 278 0.34 1.2 30 WB T A 7.0 532 0.65 2.8 70 WB R A 2.5 76 0.08 0.0 1 SB L B 12.8 85 0.34 0.9 22 SB R A 0.0 163 0.00 0.0 0 EB = Eastbound; WB = Westbound; and SB = Southbound L = Left; T = Through; and R = Right Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana 32 Table 8: Estimated 2045 Total Traffic Conditions Intersection Operations Summary for the I-90 Frontage Road & Nelson Road under Signalized Control Analysis Scenario Vehicular Movement LOS Delay (sec/veh) Entry Volume (veh) Volume to Capacity Ratio (v/c) HCS 95% Max Queue Length (veh) HCS 95% Max Queue Length (ft) Weekday, AM Peak Hour Estimated 2045 Total Traffic Conditions Signalized Intersection Intersection A 7.1 1,217 0.52 - - EB L A 8.0 181 0.35 1.3 33 EB T A 7.9 600 0.78 3.9 97 WB T A 5.4 219 0.29 1.0 25 WB R A 2.5 78 0.09 0.0 1 SB L B 13.1 76 0.33 0.9 22 SB R A 0.0 63 0.00 0.0 0 Weekday, PM Peak Hour Estimated 2045 Total Traffic Conditions Signalized Intersection Intersection A 6.7 1,476 0.52 - - EB L B 13.3 65 0.22 0.8 19 EB T A 5.4 370 0.40 1.7 42 WB T A 7.5 709 0.77 4.4 110 WB R A 2.3 82 0.08 0.0 1 SB L B 15.2 87 0.39 1.2 29 SB R A 0.0 163 0.00 0.0 0 EB = Eastbound; WB = Westbound; and SB = Southbound L = Left; T = Through; and R = Right Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana 33 Pedestrians & Bicyclists As noted previously, a trail network is included as part of the proposed Park Place Industrial Park Subdivision along its southern and western boundaries. Additionally, the proposed trail is planned to be installed along the west side of the ditch that flows through the central portion of the subdivision as well as the northern boundary of Lots 1-3. Improvements to Nelson Road, as required by the City of Bozeman, may also include sidewalks along the roadway. Transit Service Streamline transit service is not anticipated to be available to the Park Place Industrial Park Subdivision. No additional specific improvements are included with the proposed development. Compliance with Applicable Local Codes The proposed Park Place Industrial Park Subdivision accesses should be installed in accordance with the City of Bozeman UDC requirements as well as the most current City Engineering Division Design Standards and Specifications Policy, at a minimum. Improvements to Nelson Road, as required by the City of Bozeman, should be installed in accordance with the recommendations of the Bozeman TMP. Conclusions & Recommendations Analysis of trip generation estimates and traffic operations reveal that the proposed Park Place Industrial Park Subdivision will have minimal impact on the area transportation system. If the below improvements are implemented as recommended, any impacts resulting from the proposed development should operate safely and efficiently. All traffic control improvements should be installed in accordance with City of Bozeman, MDT, and the Manual on Uniform Traffic Control Devices standards. I-90 Frontage Road & Nelson Road Depending on the rate and nature of development within the Park Place Industrial Park Subdivision, the intersection of the I-90 Frontage Road and Nelson Road may require signalization in the future. The following are recommended to address future mitigation:  Design and partial installation (as determined by the Montana Department of Transportation) of the signal infrastructure be completed with the initial development of the Park Place Industrial Park Subdivision.  Improvements to Nelson Road at the intersection with the development of the Park Place Industrial Park Subdivision include separate, dedicated left- and right-turn lanes each with a minimum queue storage of 150 feet. Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana 34 Subdivision Accessibility General Considerations  Subdivision accesses and roadways should be installed in accordance with the City of Bozeman’s design standards.  Subdivision accesses and roadways should be designed for the appropriate vehicles that may access the facility, including emergency and solid waste vehicles. Due to the potential for truck activity, a minimum design vehicle of a WB-62 per the American Association of State Highway and Transportation Officials (AASHTO) A Policy on Geometric Design of Highways and Streets, 2011 6th Edition is recommended to accommodate potential future land uses.  Adequate sight distance must be preserved at driveways, intersections, and crosswalks for driver, pedestrian, and bicyclist safety in accordance with City of Bozeman and AASHTO standards.  Full access approaches are currently proposed for the subdivision and are recommended in consideration of the following:  Proposed accesses must meet the City of Bozeman access spacing standards.  If it is not possible for a proposed access to meet the City of Bozeman access spacing standards, A Modification of Property Access Standards request must be approved by the City Engineer. Shared Lot Accesses to Nelson Road  Stop control is recommended for the eastbound approach for the shared access to Lots 9 & 10 as well as the shared access to Lots 22 & 23.  A minimum queue storage length of 75.00 feet to accommodate a queued truck is recommended for the shared access to Lots 9 & 10 as well as the shared access to Lots 22 & 23. Loop Road Approaches to Nelson Road  Stop control is recommended for each of the eastbound Loop Road (North and South) approaches to Nelson Road.  Single lanes are recommended for each of the eastbound Loop Road (North and South) approaches to Nelson Road.  A minimum queue storage length of 125.00 feet from the stop bar on the proposed eastbound Loop Road (North and South) approaches to Nelson Road is recommended. Pedestrian & Bicyclist Connectivity  Trail / shared-use path crossings of interior roadways are recommended to be installed perpendicular to the roadway in order to reduce the crossing distance and allow for easier detection by vision impaired pedestrians.  Trail / shared-use path and sidewalks should be installed in accordance with the City of Bozeman, Montana Department of Transportation, Gallatin County, and/or Americans with Disabilities Act (ADA) standards as appropriate. Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana 35 References 1. American Association of State Highway and Transportation Officials. (August 2012). A Policy on Geometric Design of Highways and Streets, 2011 6th Edition. Washington, DC: Author. 2. Bechtle Architects. (May 2, 2018). Park Place – Barnard Investments. Bozeman, MT: Author. 3. Bolan, Danielle C. (April 7, 2017). “Signal Warrants Study.” Memorandum: P-205 & Nelson Rd - Bozeman. Helena, MT: Montana Department of Transportation. 4. City of Bozeman. (February 26, 2018). Bozeman Unified Development Code. Bozeman, MT: Author. 5. City of Bozeman – Engineering Division. (May 1, 2017). Design Standards and Specifications Policy. Bozeman, MT: Author. 6. Institute of Transportation Engineers. (2005). Transportation Impact Analyses for Site Development: An ITE Proposed Recommended Practice. Washington, DC: Author. 7. Institute of Transportation Engineers. (September 2017). Trip Generation, 10th Edition. Washington, DC: Author. 8. Institute of Transportation Engineers. (September 2017). Trip Generation Handbook, 3rd Edition. Washington, DC: Author. 9. Miller, Bryan. (January 4, 2018). “Please Approve the Alignment and Grade Review for this project.” Memorandum: HSIP 1299(42) Valley Spur Intx Imprv (UPN 9190000, Work Type 410 – Traffic Signals & Lighting). Helena, MT: Montana Department of Transportation. 10. Montana Department of Transportation. (November 2007). Montana Traffic Engineering Manual. Helena, MT: Author. 11. Oregon Department of Transportation. (February 2009). Analysis Procedures Manual: Preliminary Traffic Signal Warrant Analysis. Salem, OR: Author. 12. Robert Peccia & Associates and Alta Planning & Design. (April 25, 2017). Bozeman Transportation Master Plan. Bozeman, MT: City of Bozeman. 13. Stover, Vergil G. and Frank K. Koepke. (2002). Transportation and Land Development, 2nd Edition. Washington, DC: Institute of Transportation Engineers. 14. Transportation Research Board. (2016). Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis. Washington, DC: Author. 15. United States Department of Transportation – Federal Highway Administration. (May 2012). Manual on Uniform Traffic Control Devices for Streets and Highways, 2009 Edition with Revision Numbers 1 and 2. Washington DC: Author. APPENDIX A LEVEL OF SERVICE CONCEPTS, ANALYSIS METHODOLOGIES, & STANDARDS OF SIGNIFICANCE Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana Appendix A: Level of Service Concepts, Analysis Methodologies, & Standards of Significance | A-1 Unsignalized Intersection Level of Service The method presented in the Highway Capacity Manual, 6th Edition | A Guide for Multimodal Mobility Analysis (HCM) published by the Transportation Research Board (TRB) for evaluating unsignalized, stop controlled intersections is based on the average total delay for each impeded movement. As used here, total delay is defined as the total elapsed time from when a vehicle stops at the end of a queue until the vehicle departs from the stop line. This time includes the time required for the vehicle to travel from the last-in-queue to the first-in-queue position. The average total delay for any particular minor movement is a function of the service rate or capacity of the approach and the degree of saturation. The resulting delay is used to determine the level of service as shown in Table A-1 below. Table A-1: Level of Service Criteria for Stop-Controlled Intersections Average Control Delay Level of Service (LOS) Characteristics ≤ 10 seconds LOS A – Little or no delay 10.1 – 15.0 seconds LOS B – Short traffic delay 15.1 – 25.0 seconds LOS C – Average traffic delay 25.1 – 35.0 seconds LOS D – Long traffic delays 35.1 – 50.0 seconds LOS E – Very long traffic delays > 50.1 seconds LOS F – When the demand exceeds the capacity of the lane, extreme delays will be encountered and queuing may cause severe congestion to the intersection. Source: Highway Capacity Manual, 6th Edition | A Guide for Multimodal Mobility Analysis (Transportation Research Board, 2016) Source: Exhibit 17-20. Highway Capacity Manual 2000, Pg. 17-24 (Transportation Research Board, 2000) Figure A-1: Control Delay and Flow Rate Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana A-2 | Appendix A: Level of Service Concepts, Analysis Methodologies, & Standards of Significance Signalized Intersection Level of Service The operational analysis method for evaluation of signalized intersections presented in the HCM defines level of service in terms of delay, or more specifically, control stopped delay per vehicle. Delay is a measure of driver and/or passenger discomfort, frustration, fuel consumption, and lost travel time. The level of service criteria for signalized intersections is presented in Table A-2 below. Table A-2: Level of Service Criteria for Signalized Intersections Control Stopped Delay Per Vehicle Level of Service (LOS) Characteristics ≤ 10 seconds LOS A – Operations with very low delay. This occurs when progression is extremely favorable, and most vehicles do not stop at all. Short cycle lengths may also contribute to low delay. 10.1 – 20.0 seconds LOS B – Operations with generally good progression and/or short cycle lengths. More vehicles stop than for LOS A, causing higher levels of average delay. 20.1 – 35.0 seconds LOS C – Operations with higher delays, which may result from fair progression and/or longer cycle lengths. Individual cycle failures may begin to appear at this level. The number of vehicles stopping is significant at this level, although many still pass through the intersection without stopping. 35.1 – 55.0 seconds LOS D – Operations with high delay, resulting from some combination of unfavorable progression, long cycle lengths, or high volumes. The influence of congestion becomes more noticeable, and individual cycle failures are noticeable. 55.1 – 80.0 seconds LOS E – Considered being the limit of acceptable delay. Individual cycle failures are frequent occurrences. > 80.1 seconds LOS F – A condition of excessively high delay, considered unacceptable to most drivers. This condition often occurs when arrival flow rates exceed the capacity of the intersection. Poor progression and long cycle lengths may also be major contributing causes to such delay. Source: Highway Capacity Manual, 6th Edition | A Guide for Multimodal Mobility Analysis (Transportation Research Board, 2016) City of Bozeman Standards The City of Bozeman Unified Development Code (UDC) identifies specific standards for transportation facilities and access. The standards pertaining to this study are identified in the paragraphs that follow. Traffic Progression Section 38.400.060.B.3 of the UDC conveys specific requirements for the spacing of potential intersections with traffic signals. This Section states the following: “Traffic progression will be of paramount importance. Consequently, all potential intersections with signals will be placed on quarter-mile points unless otherwise approved by the review authority.” Traffic Impact Study Park Place Industrial Park | Bozeman, Gallatin County, Montana Appendix A: Level of Service Concepts, Analysis Methodologies, & Standards of Significance | A-3 Level of Service Standards Level of service standards for arterial and collector streets as well as intersections with arterial and collector streets are stated in Section 38.400.060.B.4 of the UDC. Those standards are as follows: All arterial and collector streets and intersections with arterial and collector streets shall operate at a minimum level of service "C" unless specifically exempted by this subsection. Level of service (LOS) values shall be determined by using the methods defined by the most recent edition of the Highway Capacity Manual. A development shall be approved only if the LOS requirements are met in the design year, which shall be a minimum of 15 years following the development application review or construction of mitigation measures if mitigation measures are required to maintain LOS. Intersections shall have a minimum acceptable LOS of "C" for the intersection as a whole. a. Exception: If an intersection within the area required to be studied by section 38.41.060.A.12 does not meet LOS "C" and the intersection has been fully constructed to its maximum lane and turning movement capacity, then an LOS of less than "C" is acceptable. b. Exception: The review authority may accept an LOS of less than "C" at a specific intersection if: (1) A variance to allow a lesser LOS was approved not more than two years prior to the date an application for development being reviewed is determined to be adequate for review; (2) The request was made in writing with the application; and (3) The circumstances are in the professional judgment of the review authority substantially the same as when the variance was granted. Spacing Standards for Drive Accesses The City of Bozeman also specifies spacing standards for drive accesses in Section 38.400.090.D.2 of the UDC. Those standards are as follows: Table 38.400.090-I: Minimum distance between public and/or private accesses and intersections and the minimum distance between public and/or private accesses and other public and/or private accesses. Access Located on Arterial Streets Access Located on Collector Streets Access Located on Local Streets Average Spacing In All Districts In All Districts In All Districts Partial Access1 315’ 150’ 40’3 Full Access2 660’ 330’ 40’3 Minimum Separation 315’ 150’ 40’3 1Partial access includes right turn in and out only. 2Full access allows all turn movements, in and out. 3Accesses on local streets must be at least 150 feet from an intersection with an arterial. APPENDIX B TRAFFIC COUNT DATA Page 1/1 Intersection: Location: Date Count Performed: Count Time Period: Seasonal Adjustment Factors:1.047 1.047 Street/Approach Total Peak Hour %% Buses % Heavy Road Movement 7:00 7:15 7:30 7:45 8:00 8:15 8:30 8:45 Total %%Volume PHF Trucks & RV's Vehicles L 21 22 37 41 35 32 16 24 228 32.16%17.25%145 0.88 1.75%0.00%1.75% T 52 57 80 81 54 61 48 48 481 67.84%36.38%276 0.85 1.87%0.62%2.49% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 T 19 16 22 22 15 10 19 18 141 51.27%10.67%69 0.78 2.84%4.96%7.80% R 12 14 28 24 8 9 23 16 134 48.73%10.14%69 0.62 0.75%0.00%0.75% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 17 27 30 34 28 32 24 20 212 62.72%16.04%124 0.91 2.36%0.00%2.36% R 12 15 15 29 13 15 12 15 126 37.28%9.53%72 0.62 0.79%0.00%0.79% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 133 151 212 231 153 159 142 141 1322 100.00%755 0.82 1.82%0.76%2.57% 727 747 755 685 595 Weekday, AM Peak Period E Valley Center Rd =Valley Center Spur Rd = Intersection Turning Movement Count Summary Hourly VolumeSouth Side ofEast Valley Center RoadValley Center UnderpassSpur RoadFrom the North (SB)Start Time East Valley Center RoadFrom the West (EB)East Valley Center RoadFrom the East (WB)Intersection Totals East Valley Center Road & the Valley Center Underpass Spur Road Bozeman, Gallatin County, Montana Wednesday, February 28, 2018 | By: Morrison-Maierle N:\2286\007\Traffic Data\Traffic Count Data\E-Valley-Center-Rd+Valley-Center-Underpass-Spur-Rd_Weekday-AM_2018-02-28.xlsx Printed On: 5/22/2018 Page 1/1 Intersection: Location: Date Count Performed: Count Time Period: Seasonal Adjustment Factors:1.047 1.047 Street/Approach Total Peak Hour %% Buses % Heavy Road Movement 4:00 4:15 4:30 4:45 5:00 5:15 5:30 5:45 Total %%Volume PHF Trucks & RV's Vehicles L 17 13 13 24 26 28 21 18 160 24.69%10.46%91 0.81 1.88%0.00%1.88% T 53 57 82 82 55 63 48 48 488 75.31%31.90%282 0.86 1.84%2.05%3.89% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 T 19 15 22 23 16 12 18 18 143 38.65%9.35%73 0.79 5.59%2.80%8.39% R 29 20 27 32 27 32 36 24 227 61.35%14.84%118 0.92 0.44%0.00%0.44% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 38 28 24 19 35 35 27 24 230 44.92%15.03%113 0.81 0.87%0.87%1.74% R 27 21 35 30 45 50 39 35 282 55.08%18.43%160 0.80 2.48%0.00%2.48% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 183 154 203 210 204 220 189 167 1530 100.00%837 0.95 1.96%1.05%3.01% 750 771 837 823 780 Weekday, PM Peak Period E Valley Center Rd =Valley Center Spur Rd = Intersection Turning Movement Count Summary Hourly VolumeSouth Side ofEast Valley Center RoadValley Center UnderpassSpur RoadFrom the North (SB)Start Time East Valley Center RoadFrom the West (EB)East Valley Center RoadFrom the East (WB)Intersection Totals East Valley Center Road & the Valley Center Underpass Spur Road Bozeman, Gallatin County, Montana Wednesday, February 28, 2018 | By: Morrison-Maierle N:\2286\007\Traffic Data\Traffic Count Data\E-Valley-Center-Rd+Valley-Center-Underpass-Spur-Rd_Weekday-PM_2018-02-28.xlsx Printed On: 5/22/2018 Page 1/1 Intersection: Location: Date Count Performed: Count Time Period: Seasonal Adjustment Factors:1.047 1.047 Street/Approach Total Peak Hour %% Buses % Heavy Road Movement 7:00 7:15 7:30 7:45 8:00 8:15 8:30 8:45 Total %%Volume PHF Trucks & RV's Vehicles T 38 54 69 73 46 47 44 40 411 65.76%32.29%235 0.80 3.16%0.00%3.16% R 18 28 31 40 23 32 21 21 214 34.24%16.81%126 0.79 2.80%0.00%2.80% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 10 14 14 23 18 15 15 14 123 42.41%9.66%70 0.76 0.00%0.00%0.00% T 10 15 16 28 19 21 36 22 167 57.59%13.12%84 0.75 4.79%0.60%5.39% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 14 16 32 26 9 9 15 16 137 38.27%10.76%76 0.59 0.00%0.00%0.00% R 19 19 31 38 32 35 23 24 221 61.73%17.36%136 0.89 1.81%0.00%1.81% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 109 146 193 228 147 159 154 137 1273 100.00%727 0.80 2.44%0.08%2.51% 676 714 727 688 597 Weekday, AM Peak Period I-90 Frontage Road =Valley Center Spur Rd = Intersection Turning Movement Count Summary Hourly VolumeValley Center UnderpassSpur RoadFrom the South (NB)North Side of theI-90 Frontage RoadStart Time I-90 Frontage RoadFrom the West (EB)I-90 Frontage RoadFrom the East (WB)Intersection Totals I-90 Frontage Road & the Valley Center Underpass Spur Road Bozeman, Gallatin County, Montana Wednesday, February 28, 2018 | By: Morrison-Maierle N:\2286\007\Traffic Data\Traffic Count Data\I-90-Frontage-Rd+Valley-Center-Underpass-Spur-Rd_Weekday-AM_2018-02-28.xlsx Printed On: 5/22/2018 Page 1/1 Intersection: Location: Date Count Performed: Count Time Period: Seasonal Adjustment Factors:1.047 1.047 Street/Approach Total Peak Hour %% Buses % Heavy Road Movement 4:00 4:15 4:30 4:45 5:00 5:15 5:30 5:45 Total %%Volume PHF Trucks & RV's Vehicles T 29 31 35 29 44 31 35 25 259 52.43%15.72%139 0.79 3.86%0.00%3.86% R 34 29 22 21 35 42 28 24 235 47.57%14.26%126 0.75 1.28%0.85%2.13% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 31 20 37 28 45 43 38 35 277 36.30%16.81%154 0.86 2.17%0.00%2.17% T 47 48 68 49 74 87 65 48 486 63.70%29.49%275 0.79 2.06%0.00%2.06% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 34 20 20 34 29 29 32 27 225 57.54%13.65%124 0.91 0.89%0.00%0.89% R 13 13 21 23 24 31 26 15 166 42.46%10.07%104 0.84 1.81%0.00%1.81% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 188 161 203 184 251 263 224 174 1648 100.00%922 0.88 2.06%0.12%2.18% 736 799 901 922 912 Weekday, PM Peak Period I-90 Frontage Road =Valley Center Spur Rd = Intersection Turning Movement Count Summary Hourly VolumeValley Center UnderpassSpur RoadFrom the South (NB)North Side of theI-90 Frontage RoadStart Time I-90 Frontage RoadFrom the West (EB)I-90 Frontage RoadFrom the East (WB)Intersection Totals I-90 Frontage Road & the Valley Center Underpass Spur Road Bozeman, Gallatin County, Montana Wednesday, February 28, 2018 | By: Morrison-Maierle N:\2286\007\Traffic Data\Traffic Count Data\I-90-Frontage-Rd+Valley-Center-Underpass-Spur-Rd_Weekday-PM_2018-02-28.xlsx Printed On: 5/22/2018 Page 1/1 Intersection: Location: Date Count Performed: Count Time Period: Seasonal Adjustment Factors:1.047 1.082 Street/Approach Total Peak Hour %% Buses % Heavy Road Movement 7:00 7:15 7:30 7:45 8:00 8:15 8:30 8:45 Total %%Volume PHF Trucks & RV's Vehicles L 6 5 1 3 4 5 1 2 27 4.28%2.62%13 0.65 14.81%0.00%14.81% T 50 68 99 108 74 77 66 62 604 95.72%58.70%358 0.83 2.15%0.17%2.32% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 T 20 23 22 46 32 31 45 32 251 90.94%24.39%131 0.71 3.19%0.00%3.19% R 4 3 0 2 1 3 7 5 25 9.06%2.43%6 0.50 16.00%0.00%16.00% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 6 10 22 17 10 3 11 8 87 71.31%8.45%52 0.59 4.60%0.00%4.60% R 1 5 8 5 4 4 5 3 35 28.69%3.40%21 0.66 0.00%2.86%2.86% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 87 114 152 181 125 123 135 112 1029 100.00%581 0.80 3.21%0.19%3.40% 534 572 581 564 495 Weekday, AM Peak Period I-90 Frontage Road =Nelson Road = Intersection Turning Movement Count Summary Hourly VolumeSouth Side of theI-90 Frontage RoadNelson RoadFrom the North (SB)Start Time I-90 Frontage RoadFrom the West (EB)I-90 Frontage RoadFrom the East (WB)Intersection Totals I-90 Frontage Road & Nelson Road Bozeman, Gallatin County, Montana Wednesday, February 28, 2018 | By: Morrison-Maierle N:\2286\007\Traffic Data\Traffic Count Data\I-90-Frontage-Rd+Nelson-Rd_Weekday-AM_2018-02-28.xlsx Printed On: 5/30/2018 Page 1/1 Intersection: Location: Date Count Performed: Count Time Period: Seasonal Adjustment Factors:1.047 1.082 Street/Approach Total Peak Hour %% Buses % Heavy Road Movement 4:00 4:15 4:30 4:45 5:00 5:15 5:30 5:45 Total %%Volume PHF Trucks & RV's Vehicles L 2 3 5 10 4 9 2 3 38 8.96%2.87%18 0.50 7.89%0.00%7.89% T 40 41 50 42 64 53 59 37 386 91.04%29.18%213 0.83 2.59%0.00%2.59% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 T 74 67 98 76 116 125 103 79 738 89.02%55.78%423 0.85 1.90%0.00%1.90% R 8 8 7 9 10 7 19 23 91 10.98%6.88%59 0.64 2.20%0.00%2.20% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 6 8 6 1 4 5 8 8 46 65.71%3.48%25 0.78 10.87%0.00%10.87% R 4 1 6 1 3 5 0 4 24 34.29%1.81%12 0.60 8.33%0.00%8.33% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 134 128 172 139 201 204 191 154 1323 100.00%750 0.92 2.72%0.00%2.72% 573 640 716 735 750 Weekday, PM Peak Period I-90 Frontage Road =Nelson Road = Intersection Turning Movement Count Summary Hourly VolumeSouth Side of theI-90 Frontage RoadNelson RoadFrom the North (SB)Start Time I-90 Frontage RoadFrom the West (EB)I-90 Frontage RoadFrom the East (WB)Intersection Totals I-90 Frontage Road & Nelson Road Bozeman, Gallatin County, Montana Wednesday, February 28, 2018 | By: Morrison-Maierle N:\2286\007\Traffic Data\Traffic Count Data\I-90-Frontage-Rd+Nelson-Rd_Weekday-PM_2018-02-28.xlsx Printed On: 5/30/2018 Page 1/1 Intersection: Location: Date Count Performed: Count Time Period: Seasonal Adjustment Factors:1.082 1.000 Street/Approach Total Peak Hour %% Buses % Heavy Road Movement 7:00 7:15 7:30 7:45 8:00 8:15 8:30 8:45 Total %%Volume PHF Trucks & RV's Vehicles T 9 9 1 3 2 5 9 6 44 80.00%24.72%22 0.61 9.09%0.00%9.09% R 2 0 0 2 3 3 0 1 11 20.00%6.18%4 0.50 36.36%0.00%36.36% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% T 8 14 29 23 14 4 15 10 117 100.00%65.73%74 0.64 1.71%0.85%2.56% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 0 1 0 0 0 3 1 1 6 5.13%3.37%1 0.25 33.33%0.00%33.33% R 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 19 24 30 28 19 15 25 18 178 100.00%101 0.84 6.74%0.56%7.30% 101 101 92 87 77 Weekday, AM Peak Period Nelson Road =MDT South Access = Intersection Turning Movement Count Summary Hourly VolumeWest Side ofNelson RoadMDT North AccessFrom the East (WB)Start Time Nelson RoadFrom the South (NB)Nelson RoadFrom the North (SB)Intersection Totals Nelson Road & MDT South Access Bozeman, Gallatin County, Montana Wednesday, February 28, 2018 | By: Morrison-Maierle N:\2286\007\Traffic Data\Traffic Count Data\Nelson-Rd+MDT-S-Access_Weekday-AM_2018-02-28.xlsx Printed On: 5/30/2018 Page 1/1 Intersection: Location: Date Count Performed: Count Time Period: Seasonal Adjustment Factors:1.082 1.000 Street/Approach Total Peak Hour %% Buses % Heavy Road Movement 4:00 4:15 4:30 4:45 5:00 5:15 5:30 5:45 Total %%Volume PHF Trucks & RV's Vehicles T 11 10 10 19 14 15 21 27 127 92.70%60.77%77 0.71 1.57%0.00%1.57% R 0 2 3 1 1 2 1 0 10 7.30%4.78%4 0.50 30.00%0.00%30.00% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% T 9 6 12 2 5 10 8 11 63 100.00%30.14%34 0.77 9.52%0.00%9.52% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 2 2 1 0 2 1 0 1 9 14.29%4.31%4 0.50 11.11%0.00%11.11% R 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 22 20 26 22 22 28 30 39 209 100.00%119 0.76 5.74%0.00%5.74% 90 90 98 102 119 Weekday, PM Peak Period Nelson Road =MDT South Access = Intersection Turning Movement Count Summary Hourly VolumeWest Side ofNelson RoadMDT North AccessFrom the East (WB)Start Time Nelson RoadFrom the South (NB)Nelson RoadFrom the North (SB)Intersection Totals Nelson Road & MDT South Access Bozeman, Gallatin County, Montana Wednesday, February 28, 2018 | By: Morrison-Maierle N:\2286\007\Traffic Data\Traffic Count Data\Nelson-Rd+MDT-S-Access_Weekday-PM_2018-02-28.xlsx Printed On: 5/30/2018 Page 1/1 Intersection: Location: Date Count Performed: Count Time Period: Seasonal Adjustment Factors:1.082 1.000 Street/Approach Total Peak Hour %% Buses % Heavy Road Movement 7:00 7:15 7:30 7:45 8:00 8:15 8:30 8:45 Total %%Volume PHF Trucks & RV's Vehicles T 9 8 1 1 1 5 9 6 40 93.02%25.48%19 0.53 5.00%0.00%5.00% R 0 1 0 2 0 0 0 0 3 6.98%1.91%3 0.38 66.67%0.00%66.67% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% T 8 13 28 22 13 3 14 10 111 100.00%70.70%71 0.63 0.00%0.90%0.90% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 0 1 0 0 1 0 1 0 3 2.70%1.91%1 0.25 33.33%0.00%33.33% R 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 17 23 29 25 15 8 24 16 157 100.00%94 0.81 3.18%0.64%3.82% 94 92 77 72 63 Weekday, AM Peak Period Nelson Road =MDT North Access = Intersection Turning Movement Count Summary Hourly VolumeWest Side ofNelson RoadMDT North AccessFrom the East (WB)Start Time Nelson RoadFrom the South (NB)Nelson RoadFrom the North (SB)Intersection Totals Nelson Road & MDT North Access Bozeman, Gallatin County, Montana Wednesday, February 28, 2018 | By: Morrison-Maierle N:\2286\007\Traffic Data\Traffic Count Data\Nelson-Rd+MDT-N-Access_Weekday-AM_2018-02-28.xlsx Printed On: 5/30/2018 Page 1/1 Intersection: Location: Date Count Performed: Count Time Period: Seasonal Adjustment Factors:1.082 1.000 Street/Approach Total Peak Hour %% Buses % Heavy Road Movement 4:00 4:15 4:30 4:45 5:00 5:15 5:30 5:45 Total %%Volume PHF Trucks & RV's Vehicles T 11 10 10 19 14 14 19 26 123 97.62%65.78%73 0.70 0.00%0.00%0.00% R 0 0 0 0 0 1 1 1 3 2.38%1.60%3 0.75 66.67%0.00%66.67% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% T 9 6 8 2 5 10 8 6 54 100.00%28.88%29 0.73 0.00%0.00%0.00% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 L 0 0 3 0 0 0 0 4 7 12.96%3.74%4 0.25 71.43%0.00%71.43% R 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% U-Turn 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 0.00%0.00%0.00% Ped 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 Bike 0 0 0 0 0 0 0 0 0 0.00%0.00%0 0.00 20 16 21 21 19 25 28 37 187 100.00%109 0.74 3.74%0.00%3.74% 78 77 86 93 109 Weekday, PM Peak Period Nelson Road =MDT North Access = Intersection Turning Movement Count Summary Hourly VolumeWest Side ofNelson RoadMDT North AccessFrom the East (WB)Start Time Nelson RoadFrom the South (NB)Nelson RoadFrom the North (SB)Intersection Totals Nelson Road & MDT North Access Bozeman, Gallatin County, Montana Wednesday, February 28, 2018 | By: Morrison-Maierle N:\2286\007\Traffic Data\Traffic Count Data\Nelson-Rd+MDT-N-Access_Weekday-PM_2018-02-28.xlsx Printed On: 5/30/2018 APPENDIX C TRIP GENERATION DATA Independent Variable Units Enter Exit Total Enter Exit Total Enter Exit Total 1,000 SF Gross Floor Area 504.00 963 963 1,926 232 55 287 56 211 267 963 963 1,926 232 55 287 56 211 267 1Industrial Park - ITE Land Use Code 130 | Independent Variable: 1,000 Square Feet (SF) Gross Floor Area (GFA) | Setting / Location: General Urban / Suburban Average Vehicle Trip Ends On a: Weekday Average Vehicle Trip Ends On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. Average Vehicle Trip Ends On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. 1 Source: Trip Generation Manual, 10th Edition - Volume 2: Data , Institute of Transportation Engineers (Washington, DC), September 2017 Weekday, PM Peak Hour Trips T = Average Vehicle Trip Ends X = Independent Variable Units 50% Entering 50% Exiting R2 = **** Estimated Trip Generation Rate Equation:Directional Distribution: Total Estimated Trips Land Use Description Industrial Park1 T = 0.53(X)21% Entering 79% Exiting R2 = ****T = Average Vehicle Trip Ends X = Independent Variable Units ESTIMATED TOTAL TRIP GENERATION Estimated Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: Estimated Trip Generation Rate Equation:Directional Distribution:Coefficient of Determination: T = 0.57(X)81% Entering 19% Exiting R2 = **** Coefficient of Determination: T = 3.85(X) T = Average Vehicle Trip Ends X = Independent Variable Units Average Weekday Trips Weekday, AM Peak Hour Trips N:\2286\007\Traffic Data\Trip Generation Analyses\ITE-Trip-Generation_Barnard-Development_2018-02-08.xlsx - Total Trip Generation Printed On: 6/15/2018 - 2:35 PM APPENDIX D CAPACITY & LEVEL OF SERVICE ANALYSES APPENDIX D-1 INTERSECTION OPERATIONS SUMMARIES Intersection Operations Summary for East Valley Center Road andEast Valley Center Spur Road Weekday, AM Peak Hour EB L EB T EB TR WB L WB T WB R WB TR NB L NB TR SB L SB R SB TR LOS A A A A D A Delay (sec/veh)7.1 7.9 0.0 0.0 28.3 9.3 Entry Volume (veh/hr)755 145 276 138 124 72 Volume to Capacity Ratio (v/c)0.2 0.13 0.16 0.09 0.50 0.09 HCM 95% Max Queue Length (veh)-0.4 0.0 0.0 2.6 0.3 HCM 95% Max Queue Length (ft)-10 0 0 65 8 LOS B B B C B B B A B B Delay (sec/veh)15.1 17.3 17.0 21.6 13.2 13.1 11.2 9.9 12.4 10.9 Entry Volume (veh/hr)1,027 182 389 1 97 86 1 2 175 94 Volume to Capacity Ratio (v/c)0.41 0.41 0.65 0.00 0.16 0.15 0.00 0.00 0.27 0.13 HCM 95% Max Queue Length (veh)-4.2 7.8 0.0 1.8 1.4 0.0 0.0 3.3 1.3 HCM 95% Max Queue Length (ft)-104 195 1 44 34 0 1 82 33 LOS B B B C B B B A B B Delay (sec/veh)15.5 18.7 17.0 21.6 13.2 13.4 11.4 9.9 12.6 11.1 Entry Volume (veh/hr)1,120 231 389 1 97 112 1 2 181 106 Volume to Capacity Ratio (v/c)0.44 0.53 0.65 0.00 0.16 0.19 0.00 0.00 0.28 0.15 HCM 95% Max Queue Length (veh)-5.4 7.8 0.0 1.8 1.8 0.0 0.0 3.4 1.5 HCM 95% Max Queue Length (ft)-136 195 1 44 45 0 1 86 38 EB = Eastbound; WB = Westbound; NB = Northbound; and SB = Southbound =Substandard Level of Service L = Left; T = Through; R = Right; and TR = Through-Right A design vehicle length of 25 feet is used in the queue length calculation. Estimated 2030 Total Traffic Signalized Intersection Analysis Scenario Performance Measure Intersection 2018 Current Daily Traffic Conditions Two-Way Stop-Controlled Intersection Estimated 2030 Background Traffic Signalized Intersection Future Access East Valley Center Spur RoadEast Valley Center Road East Valley Center Road Intersection Operations Summary for East Valley Center Road andEast Valley Center Spur Road Weekday, PM Peak Hour EB L EB T EB TR WB L WB T WB R WB TR NB L NB TR SB L SB R SB TR LOS A A A A C A Delay (sec/veh)5.2 7.9 0.0 0.0 17.7 10.0 Entry Volume (veh/hr)867 94 282 207 118 166 Volume to Capacity Ratio (v/c)0.2 0.07 0.17 0.14 0.31 0.19 HCM 95% Max Queue Length (veh)-0.2 0.0 0.0 1.3 0.7 HCM 95% Max Queue Length (ft)-5 0 0 33 18 LOS B B B C B B B A B B Delay (sec/veh)14.3 15.6 16.5 20.5 13.1 13.8 12.8 9.9 11.9 12.2 Entry Volume (veh/hr)1,164 112 397 1 103 172 1 2 162 214 Volume to Capacity Ratio (v/c)0.36 0.23 0.60 0.00 0.16 0.26 0.00 0.00 0.22 0.27 HCM 95% Max Queue Length (veh)-2.1 7.1 0.0 1.7 2.6 0.0 0.0 2.6 3.0 HCM 95% Max Queue Length (ft)-52 178 1 42 64 0 1 66 74 LOS B B B C B B B A B B Delay (sec/veh)14.5 15.9 16.5 20.5 13.1 13.9 13.6 9.9 12.3 12.8 Entry Volume (veh/hr)1,249 124 397 1 103 178 1 2 185 258 Volume to Capacity Ratio (v/c)0.38 0.26 0.60 0.00 0.16 0.27 0.00 0.00 0.26 0.33 HCM 95% Max Queue Length (veh)-2.4 7.1 0.0 1.7 2.6 0.0 0.0 3.1 3.7 HCM 95% Max Queue Length (ft)-59 178 1 42 66 0 1 77 92 EB = Eastbound; WB = Westbound; NB = Northbound; and SB = Southbound L = Left; T = Through; R = Right; and TR = Through-Right A design vehicle length of 25 feet is used in the queue length calculation. Estimated 2030 Total Traffic Signalized Intersection Analysis Scenario Performance Measure Intersection 2018 Current Daily Traffic Conditions Two-Way Stop-Controlled Intersection Estimated 2030 Background Traffic Signalized Intersection Future Access East Valley Center Spur RoadEast Valley Center Road East Valley Center Road Intersection Operations Summary forI-90 Frontage Road and East Valley Center Spur Road Weekday, AM Peak Hour EB L EB T EB R WB L WB TR NB LTR NB L NB TR SB LTR SB L SB TR LOS A A A A A A C A Delay (sec/veh)4.2 7.4 0.0 0.0 8.5 0.0 16.7 5.0 Entry Volume (veh/hr)1,249 145 276 276 138 138 138 138 Volume to Capacity Ratio (v/c)0.1 0.00 0.16 0.18 0.08 0.08 0.47 0.00 HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 0.3 0.0 2.5 0.0 HCM 95% Max Queue Length (ft)-0 0 0 8 0 63 0 LOS B B B B B B B B B A Delay (sec/veh)13.2 12.5 13.9 12.7 19.2 11.8 10.7 11.1 12.3 9.8 Entry Volume (veh/hr)933 1 295 177 91 97 98 171 1 2 Volume to Capacity Ratio (v/c)0.33 0.00 0.49 0.30 0.31 0.16 0.16 0.25 0.00 0.00 HCM 95% Max Queue Length (veh)-0.0 5.2 2.6 2.0 1.5 1.4 2.2 0.0 0.0 HCM 95% Max Queue Length (ft)-0 131 65 51 38 36 54 0 1 LOS B B B B C B B B B B Delay (sec/veh)14.3 12.6 14.9 12.3 23.1 11.7 11.6 12.8 14.8 10.6 Entry Volume (veh/hr)1,137 1 385 177 109 118 98 246 1 2 Volume to Capacity Ratio (v/c)0.42 0.00 0.62 0.29 0.44 0.19 0.16 0.38 0.00 0.00 HCM 95% Max Queue Length (veh)-0.0 7.0 2.6 2.9 1.9 1.6 3.6 0.0 0.0 HCM 95% Max Queue Length (ft)-0 174 65 72 48 39 90 0 1 EB = Eastbound; WB = Westbound; NB = Northbound; and SB = Southbound L = Left; T = Through; R = Right; LTR = Left-Through-Right; and TR = Through-Right A design vehicle length of 25 feet is used in the queue length calculation. East Valley Center Spur Road Future AccessI-90 Frontage Road I-90 Frontage Road Estimated 2030 Total Traffic Signalized Intersection Analysis Scenario Performance Measure Intersection 2018 Current Daily Traffic Conditions Two-Way Stop-Controlled Intersection Estimated 2030 Background Traffic Signalized Intersection Intersection Operations Summary forI-90 Frontage Road and East Valley Center Spur Road Weekday, PM Peak Hour EB L EB T EB R WB L WB TR NB LTR NB L NB TR SB LTR SB L SB TR LOS A A A A A A D A Delay (sec/veh)6.9 7.9 0.0 0.0 8.4 0.0 32.4 5.0 Entry Volume (veh/hr)1,486 94 282 282 207 207 207 207 Volume to Capacity Ratio (v/c)0.2 0.00 0.17 0.19 0.14 0.12 0.68 0.00 HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 0.5 0.0 4.8 0.0 HCM 95% Max Queue Length (ft)-0 0 0 13 0 120 0 LOS B B B B B B B B B A Delay (sec/veh)14.0 18.2 12.6 12.7 18.8 14.7 11.3 10.7 11.6 9.8 Entry Volume (veh/hr)1,186 1 173 177 198 349 156 129 1 2 Volume to Capacity Ratio (v/c)0.41 0.00 0.29 0.30 0.53 0.58 0.25 0.19 0.00 0.00 HCM 95% Max Queue Length (veh)-0.0 2.9 2.6 4.5 6.2 2.4 1.6 0.0 0.0 HCM 95% Max Queue Length (ft)-0 73 65 113 155 60 40 0 1 LOS B B B B B B B B B B Delay (sec/veh)14.6 18.5 11.3 11.2 19.5 14.0 15.1 14.5 15.8 13.1 Entry Volume (veh/hr)1,375 1 195 177 265 431 156 147 1 2 Volume to Capacity Ratio (v/c)0.45 0.00 0.27 0.25 0.64 0.60 0.28 0.25 0.00 0.00 HCM 95% Max Queue Length (veh)-0.0 3.3 2.6 6.5 7.8 3.2 2.5 0.0 0.0 HCM 95% Max Queue Length (ft)-0 83 65 162 195 81 62 0 1 EB = Eastbound; WB = Westbound; NB = Northbound; and SB = Southbound =Substandard Level of Service L = Left; T = Through; R = Right; LTR = Left-Through-Right; and TR = Through-Right A design vehicle length of 25 feet is used in the queue length calculation. East Valley Center Spur Road Future AccessI-90 Frontage Road I-90 Frontage Road Estimated 2030 Total Traffic Signalized Intersection Analysis Scenario Performance Measure Intersection 2018 Current Daily Traffic Conditions Two-Way Stop-Controlled Intersection Estimated 2030 Background Traffic Signalized Intersection Intersection Operations Summary for Interstate 90 Frontage Road and Nelson Road Weekday, AM Peak Hour Nelson Road EB L EB T WB T WB R SB LR LOS A A A A A B Delay (sec/veh)1.9 7.7 0.0 0.0 0.0 13.9 Entry Volume (veh/hr)590 14 358 131 12 75 Volume to Capacity Ratio (v/c)0.17 0.01 0.21 0.08 0.01 0.19 HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 0.0 0.7 HCM 95% Max Queue Length (ft)-0 0 0 0 18 LOS A A A A A C Delay (sec/veh)2.0 7.8 0.0 0.0 0.0 16.6 Entry Volume (veh/hr)721 15 450 165 12 79 Volume to Capacity Ratio (v/c)0.21 0.01 0.26 0.10 0.01 0.24 HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 0.0 0.9 HCM 95% Max Queue Length (ft)-0 0 0 0 23 LOS A A A A A D Delay (sec/veh)5.7 8.1 0.0 0.0 0.0 31.8 Entry Volume (veh/hr)1,005 180 450 165 77 133 Volume to Capacity Ratio (v/c)0.24 0.16 0.26 0.10 0.05 0.55 HCM 95% Max Queue Length (veh)-0.6 0.0 0.0 0.0 3.1 HCM 95% Max Queue Length (ft)-15 0 0 0 78 EB = Eastbound; WB = Westbound; and SB = Southbound =Substandard Level of Service Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. The volume to capacity ratio for the Interstate 90 Frontage Road westbound (WB) approach is defined as being the volume divided by a maximum capacity of 1,700 passenger cars per hour, which is the base capacity of a two-lane highway as defined in the Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis (Volume 2: Uninterrupted Flow, Chapter 15 - Two-Lane Highways, Pg. 15-6). A design vehicle length of 25 feet is used in the queue length calculation. I-90 Frontage Road I-90 Frontage Road Estimated 2030 Total Traffic Conditions Stop-Controlled Intersection Analysis Scenario Performance Measure Intersection 2018 Current Daily Traffic Conditions Stop-Controlled Intersection Estimated 2030 Background Traffic Conditions Stop-Controlled Intersection Intersection Operations Summary for Interstate 90 Frontage Road and Nelson Road Weekday, PM Peak Hour Nelson Road EB L EB T WB T WB R SB LR LOS A A A A A B Delay (sec/veh)1.0 8.4 0.0 0.0 0.0 14.7 Entry Volume (veh/hr)763 22 221 423 59 38 Volume to Capacity Ratio (v/c)0.18 0.02 0.13 0.25 0.04 0.10 HCM 95% Max Queue Length (veh)-0.1 0.0 0.0 0.0 0.3 HCM 95% Max Queue Length (ft)-3 0 0 0 8 LOS A A A A A C Delay (sec/veh)1.0 8.8 0.0 0.0 0.0 17.6 Entry Volume (veh/hr)935 23 278 532 62 40 Volume to Capacity Ratio (v/c)0.24 0.03 0.16 0.31 0.04 0.13 HCM 95% Max Queue Length (veh)-0.1 0.0 0.0 0.0 0.4 HCM 95% Max Queue Length (ft)-3 0 0 0 10 LOS A A A A A E Delay (sec/veh)8.2 9.0 0.0 0.0 0.0 37.5 Entry Volume (veh/hr)1,199 63 278 532 78 248 Volume to Capacity Ratio (v/c)0.33 0.07 0.16 0.31 0.05 0.73 HCM 95% Max Queue Length (veh)-0.2 0.0 0.0 0.0 5.7 HCM 95% Max Queue Length (ft)-5 0 0 0 143 EB = Eastbound; WB = Westbound; and SB = Southbound =Substandard Level of Service Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. The volume to capacity ratio for the Interstate 90 Frontage Road westbound (WB) approach is defined as being the volume divided by a maximum capacity of 1,700 passenger cars per hour, which is the base capacity of a two-lane highway as defined in the Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis (Volume 2: Uninterrupted Flow, Chapter 15 - Two-Lane Highways, Pg. 15-6). A design vehicle length of 25 feet is used in the queue length calculation. I-90 Frontage Road I-90 Frontage Road Estimated 2030 Total Traffic Conditions Stop-Controlled Intersection Analysis Scenario Performance Measure Intersection 2018 Current Daily Traffic Conditions Stop-Controlled Intersection Estimated 2030 Background Traffic Conditions Stop-Controlled Intersection Intersection Operations Summary for Nelson Road and the MDT South Access Weekday, AM Peak Hour Nelson Road Nelson Road MDT South Access NB TR SB LT WB LR LOS A A A A Delay (sec/veh)5.4 0.0 7.3 9.5 Entry Volume (veh/hr)101 26 74 1 Volume to Capacity Ratio (v/c)0.00 0.02 0.00 0.00 HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 HCM 95% Max Queue Length (ft)-0 0 0 LOS A A A A Delay (sec/veh)5.5 0.0 7.3 9.5 Entry Volume (veh/hr)106 27 78 1 Volume to Capacity Ratio (v/c)0.00 0.02 0.00 0.00 HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 HCM 95% Max Queue Length (ft)-0 0 0 LOS A A A B Delay (sec/veh)2.7 0.0 7.8 12.2 Entry Volume (veh/hr)390 257 132 1 Volume to Capacity Ratio (v/c)0.11 0.17 0.00 0.00 HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 HCM 95% Max Queue Length (ft)-0 0 0 NB = Northbound; SB = Southbound; and WB = Westbound Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. The volume to capacity ratio for the Nelson Road northbound (NB) approach is defined as being the volume divided by a maximum capacity of 1,500 passenger cars per hour. A design vehicle length of 25 feet is used in the queue length calculation. Estimated 2030 Total Traffic Conditions Stop-Controlled Intersection Analysis Scenario Performance Measure Intersection 2018 Current Daily Traffic Conditions Stop-Controlled Intersection Estimated 2030 Background Traffic Conditions Stop-Controlled Intersection Intersection Operations Summary for Nelson Road and the MDT South Access Weekday, PM Peak Hour Nelson Road Nelson Road MDT South Access NB TR SB LT WB LR LOS A A A A Delay (sec/veh)2.4 0.0 7.4 9.4 Entry Volume (veh/hr)119 81 34 4 Volume to Capacity Ratio (v/c)0.04 0.05 0.00 0.01 HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 HCM 95% Max Queue Length (ft)-0 0 0 LOS A A A A Delay (sec/veh)2.4 0.0 7.4 9.5 Entry Volume (veh/hr)125 85 36 4 Volume to Capacity Ratio (v/c)0.04 0.06 0.00 0.01 HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 HCM 95% Max Queue Length (ft)-0 0 0 LOS A A A B Delay (sec/veh)4.9 0.0 7.6 12.1 Entry Volume (veh/hr)389 141 244 4 Volume to Capacity Ratio (v/c)0.03 0.09 0.00 0.01 HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 HCM 95% Max Queue Length (ft)-0 0 0 NB = Northbound; SB = Southbound; and WB = Westbound Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. The volume to capacity ratio for the Nelson Road northbound (NB) approach is defined as being the volume divided by a maximum capacity of 1,500 passenger cars per hour. A design vehicle length of 25 feet is used in the queue length calculation. Estimated 2030 Total Traffic Conditions Stop-Controlled Intersection Analysis Scenario Performance Measure Intersection 2018 Current Daily Traffic Conditions Stop-Controlled Intersection Estimated 2030 Background Traffic Conditions Stop-Controlled Intersection Intersection Operations Summary for Nelson Road and the MDT North Access /Lots 22 and 23 Access Weekday, AM Peak Hour Lots 22 & 23 Access NB LTR NB TR SB LTR SB LT EB LTR WB LTR WB LR LOS A A A A Delay (sec/veh)5.6 0.0 7.2 9.5 Entry Volume (veh/hr)96 22 73 1 Volume to Capacity Ratio (v/c)0.00 0.01 0.00 0.00 HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 HCM 95% Max Queue Length (ft)-0 0 0 LOS A A A A Delay (sec/veh)5.7 0.0 7.3 9.5 Entry Volume (veh/hr)101 23 77 1 Volume to Capacity Ratio (v/c)0.00 0.02 0.00 0.00 HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 HCM 95% Max Queue Length (ft)-0 0 0 LOS A A A A B Delay (sec/veh)7.7 7.6 7.8 9.1 13.4 Entry Volume (veh/hr)385 253 127 4 1 Volume to Capacity Ratio (v/c)0.01 0.01 0.00 0.01 0.00 HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 0.0 HCM 95% Max Queue Length (ft)-0 0 0 0 NB = Northbound; SB = Southbound; EB = Eastbound; and WB = Westbound LTR = Left-Through-Right; TR = Through-Right; LT = Left-Through; and LR = Left-Right Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. The volume to capacity ratio for the Nelson Road northbound (NB) approach is defined as being the volume divided by a maximum capacity of 1,500 passenger cars per hour. A design vehicle length of 25 feet is used in the queue length calculation. Nelson Road Nelson Road MDT North Access Estimated 2030 Total Traffic Conditions Two-Way Stop-Controlled Intersection Analysis Scenario Performance Measure Intersection 2018 Current Daily Traffic Conditions Stop-Controlled Intersection Estimated 2030 Background Traffic Conditions Stop-Controlled Intersection Intersection Operations Summary for Nelson Road and the MDT North Access /Lots 22 and 23 Access Weekday, PM Peak Hour Lots 22 & 23 Access NB LTR NB TR SB LTR SB LT EB LTR WB LTR WB LR LOS A A A B Delay (sec/veh)2.4 0.0 7.4 10.1 Entry Volume (veh/hr)111 77 30 4 Volume to Capacity Ratio (v/c)0.04 0.05 0.00 0.01 HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 HCM 95% Max Queue Length (ft)-0 0 0 LOS A A A B Delay (sec/veh)2.4 0.0 7.4 10.2 Entry Volume (veh/hr)117 81 32 4 Volume to Capacity Ratio (v/c)0.04 0.05 0.00 0.01 HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 HCM 95% Max Queue Length (ft)-0 0 0 LOS A A A B B Delay (sec/veh)7.9 7.9 7.6 10.1 14.8 Entry Volume (veh/hr)381 137 225 15 4 Volume to Capacity Ratio (v/c)0.00 0.00 0.00 0.03 0.01 HCM 95% Max Queue Length (veh)-0.0 0.0 0.1 0.0 HCM 95% Max Queue Length (ft)-0 0 3 0 NB = Northbound; SB = Southbound; EB = Eastbound; and WB = Westbound LTR = Left-Through-Right; TR = Through-Right; LT = Left-Through; and LR = Left-Right Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. The volume to capacity ratio for the Nelson Road northbound (NB) approach is defined as being the volume divided by a maximum capacity of 1,500 passenger cars per hour. A design vehicle length of 25 feet is used in the queue length calculation. Nelson Road Nelson Road MDT North Access Estimated 2030 Total Traffic Conditions Two-Way Stop-Controlled Intersection Analysis Scenario Performance Measure Intersection 2018 Current Daily Traffic Conditions Stop-Controlled Intersection Estimated 2030 Background Traffic Conditions Stop-Controlled Intersection Intersection Operations Summary forNelson Road and Loop Road - South / Water Reclamation Facility Secondary Access Weekday, AM Peak Hour Nelson Nelson Loop Road Water Reclamation Road Road South Facility Access NB LTR SB LTR EB LTR WB LTR LOS A A A A A Delay (sec/veh)7.8 7.8 7.5 9.1 5.0 Entry Volume (veh/hr)362 234 101 27 0 Volume to Capacity Ratio (v/c)0.07 0.10 0.00 0.04 0.00 HCM 95% Max Queue Length (veh)-0.3 0.0 0.1 0.0 HCM 95% Max Queue Length (ft)-8 0 3 0 NB = Northbound; SB = Southbound; EB = Eastbound; and WB = Westbound LTR = Left-Through-Right Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. The volume to capacity ratio for the Nelson Road northbound (NB) approach is defined as being the volume divided by a maximum capacity of 1,500 passenger cars per hour. A design vehicle length of 25 feet is used in the queue length calculation. Estimated 2030 Total Traffic Conditions Two-Way Stop-Controlled Intersection Analysis Scenario Performance Measure Intersection Intersection Operations Summary forNelson Road and Loop Road - South / Water Reclamation Facility Secondary Access Weekday, PM Peak Hour Nelson Nelson Loop Road Water Reclamation Road Road South Facility Access NB LTR SB LTR EB LTR WB LTR LOS A A A A A Delay (sec/veh)8.2 7.6 7.5 9.8 5.0 Entry Volume (veh/hr)356 130 119 107 0 Volume to Capacity Ratio (v/c)0.05 0.02 0.00 0.15 0.00 HCM 95% Max Queue Length (veh)-0.1 0.0 0.5 0.0 HCM 95% Max Queue Length (ft)-3 0 13 0 NB = Northbound; SB = Southbound; EB = Eastbound; and WB = Westbound LTR = Left-Through-Right Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. The volume to capacity ratio for the Nelson Road northbound (NB) approach is defined as being the volume divided by a maximum capacity of 1,500 passenger cars per hour. A design vehicle length of 25 feet is used in the queue length calculation. Estimated 2030 Total Traffic Conditions Two-Way Stop-Controlled Intersection Analysis Scenario Performance Measure Intersection Intersection Operations Summary for Nelson Road and the Lots 9 and 10 Shared Access Weekday, AM Peak Hour Nelson Road Nelson Road Lots 9 & 10 Shared Access NB LT SB TR EB LR LOS A A A A Delay (sec/veh)4.1 7.5 0.0 8.9 Entry Volume (veh/hr)218 117 98 3 Volume to Capacity Ratio (v/c)0.03 0.01 0.07 0.00 HCM 95% Max Queue Length (veh)-0.0 0.0 0.0 HCM 95% Max Queue Length (ft)-0 0 0 NB = Northbound; SB = Southbound; and EB = Eastbound LT = Left-Through; TR = Through-Right; and LR = Left-Right Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. The volume to capacity ratio for the Nelson Road southbound (SB) approach is defined as being the volume divided by a maximum capacity of 1,500 passenger cars per hour. A design vehicle length of 25 feet is used in the queue length calculation. Estimated 2030 Total Traffic Conditions Stop-Controlled Intersection Analysis Scenario Performance Measure Intersection Intersection Operations Summary for Nelson Road and the Lots 9 and 10 Shared Access Weekday, PM Peak Hour Nelson Road Nelson Road Lots 9 & 10 Shared Access NB LT SB TR EB LR LOS A A A A Delay (sec/veh)4.0 7.5 0.0 9.0 Entry Volume (veh/hr)222 103 106 13 Volume to Capacity Ratio (v/c)0.03 0.00 0.07 0.02 HCM 95% Max Queue Length (veh)-0.0 0.0 0.1 HCM 95% Max Queue Length (ft)-0 0 3 NB = Northbound; SB = Southbound; and EB = Eastbound LT = Left-Through; TR = Through-Right; and LR = Left-Right Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. The volume to capacity ratio for the Nelson Road southbound (SB) approach is defined as being the volume divided by a maximum capacity of 1,500 passenger cars per hour. A design vehicle length of 25 feet is used in the queue length calculation. Estimated 2030 Total Traffic Conditions Stop-Controlled Intersection Analysis Scenario Performance Measure Intersection Intersection Operations Summary for Nelson Road and Loop Road - North Weekday, AM Peak Hour Nelson Road Nelson Road Loop Road - North NB LT SB TR EB LR LOS A A A A Delay (sec/veh)4.8 7.6 0.0 9.0 Entry Volume (veh/hr)202 102 79 21 Volume to Capacity Ratio (v/c)0.06 0.07 0.05 0.03 HCM 95% Max Queue Length (veh)-0.2 0.0 0.1 HCM 95% Max Queue Length (ft)-5 0 3 NB = Northbound; SB = Southbound; and EB = Eastbound LT = Left-Through; TR = Through-Right; and LR = Left-Right Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. The volume to capacity ratio for the Nelson Road southbound (SB) approach is defined as being the volume divided by a maximum capacity of 1,500 passenger cars per hour. A design vehicle length of 25 feet is used in the queue length calculation. Estimated 2030 Total Traffic Conditions Stop-Controlled Intersection Analysis Scenario Performance Measure Intersection Intersection Operations Summary for Nelson Road and Loop Road - North Weekday, PM Peak Hour Nelson Road Nelson Road Loop Road - North NB LT SB TR EB LR LOS A A A A Delay (sec/veh)6.8 7.4 0.0 8.9 Entry Volume (veh/hr)207 99 32 76 Volume to Capacity Ratio (v/c)0.05 0.02 0.02 0.09 HCM 95% Max Queue Length (veh)-0.0 0.0 0.3 HCM 95% Max Queue Length (ft)-0 0 8 NB = Northbound; SB = Southbound; and EB = Eastbound LT = Left-Through; TR = Through-Right; and LR = Left-Right Average intersection delay is a weighted average that is for reference purposes only. The Highway Capacity Manual, 6th Edition: A Guide for Multimodal Mobility Analysis does not define overall average delay for the intersection as a whole for two-way stop controlled intersections. The volume to capacity ratio for the Nelson Road southbound (SB) approach is defined as being the volume divided by a maximum capacity of 1,500 passenger cars per hour. A design vehicle length of 25 feet is used in the queue length calculation. Estimated 2030 Total Traffic Conditions Stop-Controlled Intersection Analysis Scenario Performance Measure Intersection APPENDIX D-2 2018 CURRENT DAILY TRAFFIC HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Valley Center / Spur Rd Agency/Co.Morrison-Maierle Jurisdiction MDT Date Performed 5/10/18 East/West Street East Valley Center Road Analysis Year 2018 North/South Street Valley Spur Road Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.82 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Park Place Industrial Park Sub - Ex. Conditions Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 1 1 0 0 0 1 0 0 0 0 1 0 1 Configuration L T TR L R Volume, V (veh/h)145 276 69 69 124 72 Percent Heavy Vehicles (%)2 3 1 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.12 6.43 6.21 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.22 3.53 3.31 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)177 151 88 Capacity, c (veh/h)1409 302 927 v/c Ratio 0.13 0.50 0.09 95% Queue Length, Q₉₅ (veh)0.4 2.6 0.3 Control Delay (s/veh)7.9 28.3 9.3 Level of Service, LOS A D A Approach Delay (s/veh)2.7 21.3 Approach LOS C Copyright © 2018 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.4 Generated: 6/11/2018 11:25:58 AME-Valley-Center-Rd+Valley-Spur-Rd_Weedkay-AM_2018-Ex.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Valley Center / Spur Rd Agency/Co.Morrison-Maierle Jurisdiction MDT Date Performed 5/10/18 East/West Street East Valley Center Road Analysis Year 2018 North/South Street Valley Spur Road Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.95 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Park Place Industrial Park Sub - Ex. Conditions Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 1 1 0 0 0 1 0 0 0 0 1 0 1 Configuration L T TR L R Volume, V (veh/h)94 282 73 134 118 166 Percent Heavy Vehicles (%)2 2 3 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.12 6.42 6.23 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.22 3.52 3.33 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)99 124 175 Capacity, c (veh/h)1351 406 897 v/c Ratio 0.07 0.31 0.19 95% Queue Length, Q₉₅ (veh)0.2 1.3 0.7 Control Delay (s/veh)7.9 17.7 10.0 Level of Service, LOS A C A Approach Delay (s/veh)2.0 13.2 Approach LOS B Copyright © 2018 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.4 Generated: 6/11/2018 11:29:06 AME-Valley-Center-Rd+Valley-Spur-Rd_Weedkay-PM_2018-Ex.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection I-90 Frontage/Valley Spur Agency/Co.Morrison-Maierle Jurisdiction MDT Date Performed 5/10/18 East/West Street I-90 Frontage Road Analysis Year 2018 North/South Street Valley Spur Road Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.80 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Park Place Industrial Park Sub - Ex. Conditions Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 1 1 1 0 1 1 0 0 1 0 0 1 0 Configuration L T R L TR LTR LTR Volume, V (veh/h)0 236 126 70 84 0 78 0 136 0 0 0 Percent Heavy Vehicles (%)0 0 0 0 2 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 4.1 7.1 6.5 6.2 7.1 6.5 6.2 Critical Headway (sec)4.10 4.10 7.10 6.50 6.22 7.10 6.50 6.20 Base Follow-Up Headway (sec)2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway (sec)2.20 2.20 3.50 4.00 3.32 3.50 4.00 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)0 88 268 0 Capacity, c (veh/h)1499 1119 571 0 v/c Ratio 0.00 0.08 0.47 95% Queue Length, Q₉₅ (veh)0.0 0.3 2.5 Control Delay (s/veh)7.4 8.5 16.7 5.0 Level of Service, LOS A A C A Approach Delay (s/veh)0.0 3.9 16.7 5.0 Approach LOS C A Copyright © 2018 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.4 Generated: 6/11/2018 11:36:09 AMI-90-Frontage-Rd+Valley-Spur-Rd_Weekday-AM_2018-Ex.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection I-90 Frontage/Valley Spur Agency/Co.Morrison-Maierle Jurisdiction MDT Date Performed 5/10/18 East/West Street I-90 Frontage Road Analysis Year 2018 North/South Street Valley Spur Road Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.88 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Park Place Industrial Park Sub - Ex. Conditions Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 1 1 1 0 1 1 0 0 1 0 0 1 0 Configuration L T R L TR LTR LTR Volume, V (veh/h)0 139 126 158 278 0 124 0 104 0 0 0 Percent Heavy Vehicles (%)0 3 1 0 2 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 4.1 7.1 6.5 6.2 7.1 6.5 6.2 Critical Headway (sec)4.10 4.13 7.11 6.50 6.22 7.10 6.50 6.20 Base Follow-Up Headway (sec)2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway (sec)2.20 2.23 3.51 4.00 3.32 3.50 4.00 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)0 180 259 0 Capacity, c (veh/h)1256 1253 381 0 v/c Ratio 0.00 0.14 0.68 95% Queue Length, Q₉₅ (veh)0.0 0.5 4.8 Control Delay (s/veh)7.9 8.4 32.4 5.0 Level of Service, LOS A A D A Approach Delay (s/veh)0.0 3.0 32.4 5.0 Approach LOS D A Copyright © 2018 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.4 Generated: 6/11/2018 11:39:24 AMI-90-Frontage-Rd+Valley-Spur-Rd_Weekday-PM_2018-Ex.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Frontage Rd & Nelson Road Agency/Co.Morrison-Maierle Jurisdiction MDT Date Performed 5/10/18 East/West Street I-90 Frontage Road Analysis Year 2018 North/South Street Nelson Road Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.80 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Park Place Industrial Park Sub - Ex. Conditions Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 1 1 0 0 0 1 1 0 0 0 0 1 0 Configuration L T T R LR Volume, V (veh/h)14 358 131 12 54 21 Percent Heavy Vehicles (%)15 5 3 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No Yes No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.25 6.45 6.23 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.34 3.54 3.33 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)18 94 Capacity, c (veh/h)1337 498 v/c Ratio 0.01 0.19 95% Queue Length, Q₉₅ (veh)0.0 0.7 Control Delay (s/veh)7.7 13.9 Level of Service, LOS A B Approach Delay (s/veh)0.3 13.9 Approach LOS B Copyright © 2018 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.4 Generated: 6/11/2018 11:45:34 AMI-90-Frontage-Rd+Nelson-Rd_Weekday-AM_2018-Ex.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Frontage Rd & Nelson Road Agency/Co.Morrison-Maierle Jurisdiction MDT Date Performed 5/10/18 East/West Street I-90 Frontage Road Analysis Year 2018 North/South Street Nelson Road Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.92 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Park Place Industrial Park Sub - Ex. Conditions Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 1 1 0 0 0 1 1 0 0 0 0 1 0 Configuration L T T R LR Volume, V (veh/h)22 221 423 59 25 13 Percent Heavy Vehicles (%)8 11 9 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No Yes No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.18 6.51 6.29 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.27 3.60 3.38 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)24 41 Capacity, c (veh/h)1071 414 v/c Ratio 0.02 0.10 95% Queue Length, Q₉₅ (veh)0.1 0.3 Control Delay (s/veh)8.4 14.7 Level of Service, LOS A B Approach Delay (s/veh)0.8 14.7 Approach LOS B Copyright © 2018 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.4 Generated: 6/11/2018 11:49:37 AMI-90-Frontage-Rd+Nelson-Rd_Weekday-PM_2018-Ex.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Nelson Rd / MDT Access Agency/Co.Morrison-Maierle Jurisdiction Gallatin County / Bozeman Date Performed 5/10/18 East/West Street MDT South Access Analysis Year 2018 North/South Street Nelson Road Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.84 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Park Place Industrial Park Sub - Ex. Conditions Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 0 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LR TR LT Volume, V (veh/h)1 0 22 4 0 74 Percent Heavy Vehicles (%)34 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.74 6.20 4.10 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.81 3.30 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)1 0 Capacity, c (veh/h)807 1595 v/c Ratio 0.00 0.00 95% Queue Length, Q₉₅ (veh)0.0 0.0 Control Delay (s/veh)9.5 7.3 Level of Service, LOS A A Approach Delay (s/veh)9.5 0.0 Approach LOS A Copyright © 2018 University of Florida. All Rights Reserved.HCS7™TWSC Version 7.4 Generated: 6/11/2018 12:48:39 PMNelson-Rd+MDT-S-Access_Weekday-AM_2018-Ex.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Nelson Rd / MDT Access Agency/Co.Morrison-Maierle Jurisdiction Gallatin County / Bozeman Date Performed 5/10/18 East/West Street MDT South Access Analysis Year 2018 North/South Street Nelson Road Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.76 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Park Place Industrial Park Sub - Ex. Conditions Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 0 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LR TR LT Volume, V (veh/h)4 0 77 4 0 34 Percent Heavy Vehicles (%)12 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.52 6.20 4.10 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.61 3.30 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)5 0 Capacity, c (veh/h)820 1497 v/c Ratio 0.01 0.00 95% Queue Length, Q₉₅ (veh)0.0 0.0 Control Delay (s/veh)9.4 7.4 Level of Service, LOS A A Approach Delay (s/veh)9.4 0.0 Approach LOS A Copyright © 2018 University of Florida. All Rights Reserved.HCS7™TWSC Version 7.4 Generated: 6/11/2018 12:51:04 PMNelson-Rd+MDT-S-Access_Weekday-PM_2018-Ex.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Nelson Rd / MDT Access Agency/Co.Morrison-Maierle Jurisdiction Gallatin County / Bozeman Date Performed 5/10/18 East/West Street MDT North Access Analysis Year 2018 North/South Street Nelson Road Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.81 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Park Place Industrial Park Sub - Ex. Conditions Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 0 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LR TR LT Volume, V (veh/h)1 0 19 3 0 73 Percent Heavy Vehicles (%)34 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.74 6.20 4.10 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.81 3.30 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)1 0 Capacity, c (veh/h)809 1600 v/c Ratio 0.00 0.00 95% Queue Length, Q₉₅ (veh)0.0 0.0 Control Delay (s/veh)9.5 7.2 Level of Service, LOS A A Approach Delay (s/veh)9.5 0.0 Approach LOS A Copyright © 2018 University of Florida. All Rights Reserved.HCS7™TWSC Version 7.4 Generated: 6/11/2018 12:53:10 PMNelson-Rd+MDT-N-Access_Weekday-AM_2018-Ex.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Nelson Rd / MDT Access Agency/Co.Morrison-Maierle Jurisdiction Gallatin County / Bozeman Date Performed 5/10/18 East/West Street MDT North Access Analysis Year 2018 North/South Street Nelson Road Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.74 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Park Place Industrial Park Sub - Ex. Conditions Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 0 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LR TR LT Volume, V (veh/h)4 0 74 3 0 30 Percent Heavy Vehicles (%)72 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)7.12 6.20 4.10 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)4.15 3.30 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)5 0 Capacity, c (veh/h)709 1500 v/c Ratio 0.01 0.00 95% Queue Length, Q₉₅ (veh)0.0 0.0 Control Delay (s/veh)10.1 7.4 Level of Service, LOS B A Approach Delay (s/veh)10.1 0.0 Approach LOS B Copyright © 2018 University of Florida. All Rights Reserved.HCS7™TWSC Version 7.4 Generated: 6/11/2018 12:55:46 PMNelson-Rd+MDT-N-Access_Weekday-PM_2018-Ex.xtw APPENDIX D-3 ESTIMATED 2030 BACKGROUND TRAFFIC Park Place Industrial Park Subdivision TIS 06/12/18 2030 - Estimated Background Traffic 12:43:44 Weekday, AM Peak Hour TEAPAC[Ver 9.01.01] - Capacity Analysis Summary (HCM 2016) Intersection Averages for Int # 1 - Valley Center & Spur Rd V/C 0.410 (Critical V/C 0.470)Control Delay 15.1 Level of Service B Sq 11 Phase 1 Phase 2 **/** North Cmax=Gmax= 28.0"Gmax= 55.5" 95"Gavg= 28.0"Gavg= 24.0" Cavg=Y+Rc= 5.7"Y+Rc= 5.8" 64" Gmax= 28.0"Gmax= 55.5" Gavg= 28.0"Gavg= 24.0" Y+Rc= 5.7"Y+Rc= 5.8" Lane Width/g/C Adj HCM L Queue Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1 SB Approach 12.0 B+ R+ T 12/1 0.295 0.438 1602 706 93 0.132 10.9 B+33 ft 28.0"24.0" 28.0"24.0" L 14/1 0.295 0.438 1468 760 206 0.271 12.4 *B+82 ft NB Approach 10.4 B+ R+ T 12/1 0.295 0.438 1746 770 2 0.003 9.9 A 1ft L 14/1 0.295 0.438 1377 673 1 0.001 11.2 B+0ft WB Approach 13.2 B+ R 12/1 1610 609 89 0.146 13.1 B+34 ft T 12/1 0.584 0.375 1841 696 114 0.164 13.2 B+44 ft L 14/1 0.584 0.375 987 287 1 0.003 21.6 C+1ft EB Approach 17.1 B R+ T 12/1 0.584 0.375 1864 704 457 0.649 17.0 *B 195 ft L 14/1 0.584 0.375 1230 528 214 0.406 17.3 B 104 ft Park Place Industrial Park Subdivision TIS 06/12/18 2030 - Estimated Background Traffic 13:12:55 Weekday, PM Peak Hour TEAPAC[Ver 9.01.01] - Capacity Analysis Summary (HCM 2016) Intersection Averages for Int # 1 - Valley Center & Spur Rd V/C 0.364 (Critical V/C 0.419)Control Delay 14.3 Level of Service B+ Sq 11 Phase 1 Phase 2 **/** North Cmax=Gmax= 28.0"Gmax= 55.5" 95"Gavg= 28.0"Gavg= 24.0" Cavg=Y+Rc= 5.7"Y+Rc= 5.8" 64" Gmax= 28.0"Gmax= 55.5" Gavg= 28.0"Gavg= 24.0" Y+Rc= 5.7"Y+Rc= 5.8" Lane Width/g/C Adj HCM L Queue Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1 SB Approach 12.1 B+ R+ T 12/1 0.295 0.438 1589 701 188 0.268 12.2 *B+74 ft 28.0"24.0" 28.0"24.0" L 14/1 0.295 0.438 1473 762 171 0.224 11.9 B+66 ft NB Approach 10.9 B+ R+ T 12/1 0.295 0.438 1746 770 2 0.003 9.9 A 1ft L 14/1 0.295 0.438 1263 576 1 0.002 12.8 B+0ft WB Approach 13.6 B+ R 12/1 1602 606 159 0.263 13.8 B+64 ft T 12/1 0.584 0.375 1822 689 108 0.157 13.1 B+42 ft L 14/1 0.584 0.375 1023 315 1 0.003 20.5 C+1ft EB Approach 16.3 B R+ T 12/1 0.584 0.375 1853 700 418 0.597 16.5 *B 178 ft L 14/1 0.584 0.375 1160 506 118 0.233 15.6 B 52 ft Park Place Industrial Park Subdivision TIS 06/12/18 2030 - Estimated Background Traffic 13:02:19 Weekday, AM Peak Hour TEAPAC[Ver 9.01.01] - Capacity Analysis Summary (HCM 2016) Intersection Averages for Int # 2 - Frontage Rd & Spur Rd V/C 0.326 (Critical V/C 0.368)Control Delay 13.2 Level of Service B+ Sq 11 Phase 1 Phase 2 **/** North Cmax=Gmax= 28.7"Gmax= 54.5" 95"Gavg= 23.7"Gavg= 21.7" Cavg=Y+Rc= 5.9"Y+Rc= 5.9" 57" Gmax= 28.7"Gmax= 54.5" Gavg= 23.7"Gavg= 21.7" Y+Rc= 5.9"Y+Rc= 5.9" Lane Width/g/C Adj HCM L Queue Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1 SB Approach 10.6 B+ R+ T 12/1 0.302 0.416 1746 724 2 0.003 9.8 *A 1ft 23.7"21.7" 23.7"21.7" L 14/1 0.302 0.416 1286 570 1 0.002 12.3 B+0ft NB Approach 11.0 B+ R+ T 12/1 0.302 0.416 1594 661 168 0.254 11.1 B+54 ft L 14/1 0.302 0.416 1486 741 115 0.155 10.7 B+36 ft WB Approach 15.4 B R+ T 12/1 0.574 0.381 1844 699 114 0.163 11.8 B+38 ft L 14/1 0.574 0.381 917 343 107 0.312 19.2 B 51 ft EB Approach 13.5 B+ R 12/1 1583 600 182 0.303 12.7 B+65 ft T 12/1 0.574 0.381 1863 706 347 0.491 13.9 *B+131 ft L 14/1 0.574 0.381 1351 583 1 0.002 12.5 B+0ft Park Place Industrial Park Subdivision TIS 06/12/18 2030 - Estimated Background Traffic 13:01:29 Weekday, PM Peak Hour TEAPAC[Ver 9.01.01] - Capacity Analysis Summary (HCM 2016) Intersection Averages for Int # 2 - Frontage Rd & Spur Rd V/C 0.406 (Critical V/C 0.440)Control Delay 14.0 Level of Service B+ Sq 11 Phase 1 Phase 2 **/** North Cmax=Gmax= 28.7"Gmax= 54.5" 95"Gavg= 23.8"Gavg= 21.7" Cavg=Y+Rc= 5.9"Y+Rc= 5.9" 57" Gmax= 28.7"Gmax= 54.5" Gavg= 23.8"Gavg= 21.7" Y+Rc= 5.9"Y+Rc= 5.9" Lane Width/g/C Adj HCM L Queue Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1 SB Approach 10.4 B+ R+ T 12/1 0.302 0.418 1746 726 2 0.003 9.8 *A 1ft 23.8"21.7" 23.8"21.7" L 14/1 0.302 0.418 1335 613 1 0.002 11.6 B+0ft NB Approach 11.1 B+ R+ T 12/1 0.302 0.418 1596 664 127 0.191 10.7 B+40 ft L 14/1 0.302 0.418 1480 740 184 0.249 11.3 B+60 ft WB Approach 16.2 B R+ T 12/1 0.574 0.381 1871 708 410 0.579 14.7 B+155 ft L 14/1 0.574 0.381 1038 439 233 0.531 18.8 B 113 ft EB Approach 12.7 B+ R 12/1 1588 601 182 0.303 12.7 B+65 ft T 12/1 0.574 0.381 1857 703 204 0.290 12.6 *B+73 ft L 14/1 0.574 0.381 1031 336 1 0.003 18.2 B 0ft HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Frontage Rd & Nelson Road Agency/Co.Morrison-Maierle Jurisdiction MDT Date Performed 5/10/18 East/West Street I-90 Frontage Road Analysis Year 2030 North/South Street Nelson Road Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.80 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Park Place Industrial Park Sub - Background Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 1 1 0 0 0 1 1 0 0 0 0 1 0 Configuration L T T R LR Volume, V (veh/h)15 450 165 12 57 22 Percent Heavy Vehicles (%)14 5 3 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No Yes No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.24 6.45 6.23 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.33 3.54 3.33 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)19 99 Capacity, c (veh/h)1295 410 v/c Ratio 0.01 0.24 95% Queue Length, Q₉₅ (veh)0.0 0.9 Control Delay (s/veh)7.8 16.6 Level of Service, LOS A C Approach Delay (s/veh)0.3 16.6 Approach LOS C Copyright © 2018 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.4 Generated: 6/12/2018 5:10:03 PMI-90-Frontage-Rd+Nelson-Rd_Weekday-AM_2030-Bkgnd.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Frontage Rd & Nelson Road Agency/Co.Morrison-Maierle Jurisdiction MDT Date Performed 5/10/18 East/West Street I-90 Frontage Road Analysis Year 2030 North/South Street Nelson Road Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.92 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Park Place Industrial Park Sub - Background Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 1 1 0 0 0 1 1 0 0 0 0 1 0 Configuration L T T R LR Volume, V (veh/h)23 278 532 62 26 14 Percent Heavy Vehicles (%)8 11 9 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No Yes No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.18 6.51 6.29 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.27 3.60 3.38 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)25 43 Capacity, c (veh/h)967 330 v/c Ratio 0.03 0.13 95% Queue Length, Q₉₅ (veh)0.1 0.4 Control Delay (s/veh)8.8 17.6 Level of Service, LOS A C Approach Delay (s/veh)0.7 17.6 Approach LOS C Copyright © 2018 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.4 Generated: 6/12/2018 5:14:18 PMI-90-Frontage-Rd+Nelson-Rd_Weekday-PM_2030-Bkgnd.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Nelson Rd / MDT Access Agency/Co.Morrison-Maierle Jurisdiction Gallatin County / Bozeman Date Performed 5/10/18 East/West Street MDT South Access Analysis Year 2030 North/South Street Nelson Road Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.84 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Park Place Industrial Park Sub - Background Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 0 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LR TR LT Volume, V (veh/h)1 0 23 4 0 78 Percent Heavy Vehicles (%)34 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.74 6.20 4.10 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.81 3.30 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)1 0 Capacity, c (veh/h)801 1593 v/c Ratio 0.00 0.00 95% Queue Length, Q₉₅ (veh)0.0 0.0 Control Delay (s/veh)9.5 7.3 Level of Service, LOS A A Approach Delay (s/veh)9.5 0.0 Approach LOS A Copyright © 2018 University of Florida. All Rights Reserved.HCS7™TWSC Version 7.4 Generated: 6/12/2018 5:27:07 PMNelson-Rd+MDT-S-Access_Weekday-AM_2030-Bkgnd.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Nelson Rd / MDT Access Agency/Co.Morrison-Maierle Jurisdiction Gallatin County / Bozeman Date Performed 5/10/18 East/West Street MDT South Access Analysis Year 2030 North/South Street Nelson Road Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.76 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Park Place Industrial Park Sub - Background Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 0 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LR TR LT Volume, V (veh/h)4 0 81 4 0 36 Percent Heavy Vehicles (%)12 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.52 6.20 4.10 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.61 3.30 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)5 0 Capacity, c (veh/h)811 1490 v/c Ratio 0.01 0.00 95% Queue Length, Q₉₅ (veh)0.0 0.0 Control Delay (s/veh)9.5 7.4 Level of Service, LOS A A Approach Delay (s/veh)9.5 0.0 Approach LOS A Copyright © 2018 University of Florida. All Rights Reserved.HCS7™TWSC Version 7.4 Generated: 6/12/2018 5:30:34 PMNelson-Rd+MDT-S-Access_Weekday-PM_2030-Bkgnd.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Nelson Rd / MDT Access Agency/Co.Morrison-Maierle Jurisdiction Gallatin County / Bozeman Date Performed 5/10/18 East/West Street MDT North Access Analysis Year 2030 North/South Street Nelson Road Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.81 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Park Place Industrial Park Sub - Background Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 0 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LR TR LT Volume, V (veh/h)1 0 20 3 0 77 Percent Heavy Vehicles (%)34 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.74 6.20 4.10 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.81 3.30 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)1 0 Capacity, c (veh/h)802 1599 v/c Ratio 0.00 0.00 95% Queue Length, Q₉₅ (veh)0.0 0.0 Control Delay (s/veh)9.5 7.3 Level of Service, LOS A A Approach Delay (s/veh)9.5 0.0 Approach LOS A Copyright © 2018 University of Florida. All Rights Reserved.HCS7™TWSC Version 7.4 Generated: 6/12/2018 5:33:54 PMNelson-Rd+MDT-N-Access_Weekday-AM_2030-Bkgnd.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Nelson Rd / MDT Access Agency/Co.Morrison-Maierle Jurisdiction Gallatin County / Bozeman Date Performed 5/10/18 East/West Street MDT North Access Analysis Year 2030 North/South Street Nelson Road Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.74 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Park Place Industrial Park Sub - Background Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 0 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LR TR LT Volume, V (veh/h)4 0 78 3 0 32 Percent Heavy Vehicles (%)72 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)7.12 6.20 4.10 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)4.15 3.30 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)5 0 Capacity, c (veh/h)701 1494 v/c Ratio 0.01 0.00 95% Queue Length, Q₉₅ (veh)0.0 0.0 Control Delay (s/veh)10.2 7.4 Level of Service, LOS B A Approach Delay (s/veh)10.2 0.0 Approach LOS B Copyright © 2018 University of Florida. All Rights Reserved.HCS7™TWSC Version 7.4 Generated: 6/12/2018 5:36:27 PMNelson-Rd+MDT-N-Access_Weekday-PM_2030-Bkgnd.xtw APPENDIX D-4 ESTIMATED 2030 TOTAL TRAFFIC Park Place Industrial Park Subdivision TIS 06/12/18 2030 - Estimated Total Traffic 13:08:59 Weekday, AM Peak Hour TEAPAC[Ver 9.01.01] - Capacity Analysis Summary (HCM 2016) Intersection Averages for Int # 1 - Valley Center & Spur Rd V/C 0.435 (Critical V/C 0.476)Control Delay 15.5 Level of Service B Sq 11 Phase 1 Phase 2 **/** North Cmax=Gmax= 28.0"Gmax= 55.5" 95"Gavg= 28.0"Gavg= 24.0" Cavg=Y+Rc= 5.7"Y+Rc= 5.8" 64" Gmax= 28.0"Gmax= 55.5" Gavg= 28.0"Gavg= 24.0" Y+Rc= 5.7"Y+Rc= 5.8" Lane Width/g/C Adj HCM L Queue Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1 SB Approach 12.1 B+ R+ T 12/1 0.295 0.438 1595 703 105 0.149 11.1 B+38 ft 28.0"24.0" 28.0"24.0" L 14/1 0.295 0.438 1467 759 213 0.281 12.6 *B+86 ft NB Approach 10.4 B+ R+ T 12/1 0.295 0.438 1746 770 2 0.003 9.9 A 1ft L 14/1 0.295 0.438 1362 660 1 0.002 11.4 B+0ft WB Approach 13.3 B+ R 12/1 1593 602 115 0.191 13.4 B+45 ft T 12/1 0.584 0.375 1841 696 114 0.164 13.2 B+44 ft L 14/1 0.584 0.375 987 287 1 0.003 21.6 C+1ft EB Approach 17.7 B R+ T 12/1 0.584 0.375 1864 704 457 0.649 17.0 *B 195 ft L 14/1 0.584 0.375 1192 515 272 0.528 18.7 B 136 ft Park Place Industrial Park Subdivision TIS 06/12/18 2030 - Estimated Total Traffic 13:12:01 Weekday, PM Peak Hour TEAPAC[Ver 9.01.01] - Capacity Analysis Summary (HCM 2016) Intersection Averages for Int # 1 - Valley Center & Spur Rd V/C 0.376 (Critical V/C 0.450)Control Delay 14.5 Level of Service B+ Sq 11 Phase 1 Phase 2 **/** North Cmax=Gmax= 28.0"Gmax= 55.5" 95"Gavg= 28.0"Gavg= 24.0" Cavg=Y+Rc= 5.7"Y+Rc= 5.8" 64" Gmax= 28.0"Gmax= 55.5" Gavg= 28.0"Gavg= 24.0" Y+Rc= 5.7"Y+Rc= 5.8" Lane Width/g/C Adj HCM L Queue Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1 SB Approach 12.6 B+ R+ T 12/1 0.295 0.438 1580 697 227 0.326 12.8 *B+92 ft 28.0"24.0" 28.0"24.0" L 14/1 0.295 0.438 1466 759 195 0.257 12.3 B+77 ft NB Approach 11.1 B+ R+ T 12/1 0.295 0.438 1746 770 2 0.003 9.9 A 1ft L 14/1 0.295 0.438 1219 536 1 0.002 13.6 B+0ft WB Approach 13.6 B+ R 12/1 1599 604 164 0.271 13.9 B+66 ft T 12/1 0.584 0.375 1822 689 108 0.157 13.1 B+42 ft L 14/1 0.584 0.375 1023 315 1 0.003 20.5 C+1ft EB Approach 16.3 B R+ T 12/1 0.584 0.375 1853 700 418 0.597 16.5 *B 178 ft L 14/1 0.584 0.375 1150 503 131 0.260 15.9 B 59 ft Park Place Industrial Park Subdivision TIS 06/12/18 2030 - Estimated Total Traffic 13:14:58 Weekday, AM Peak Hour TEAPAC[Ver 9.01.01] - Capacity Analysis Summary (HCM 2016) Intersection Averages for Int # 2 - Frontage Rd & Spur Rd V/C 0.415 (Critical V/C 0.498)Control Delay 14.3 Level of Service B+ Sq 11 Phase 1 Phase 2 **/** North Cmax=Gmax= 28.7"Gmax= 54.5" 95"Gavg= 23.9"Gavg= 23.7" Cavg=Y+Rc= 5.9"Y+Rc= 5.9" 59" Gmax= 28.7"Gmax= 54.5" Gavg= 23.9"Gavg= 23.7" Y+Rc= 5.9"Y+Rc= 5.9" Lane Width/g/C Adj HCM L Queue Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1 SB Approach 12.0 B+ R+ T 12/1 0.302 0.406 1746 704 2 0.003 10.6 *B+1ft 23.9"23.7" 23.9"23.7" L 14/1 0.302 0.406 1202 476 1 0.002 14.8 B+0ft NB Approach 12.4 B+ R+ T 12/1 0.302 0.406 1577 635 242 0.381 12.8 B+90 ft L 14/1 0.302 0.406 1486 719 115 0.160 11.6 B+39 ft WB Approach 17.2 B R+ T 12/1 0.574 0.401 1839 733 139 0.190 11.7 B+48 ft L 14/1 0.574 0.401 826 289 128 0.443 23.1 C+72 ft EB Approach 14.1 B+ R 12/1 1583 631 182 0.289 12.3 B+65 ft T 12/1 0.574 0.401 1850 737 453 0.615 14.9 *B+174 ft L 14/1 0.574 0.401 1320 582 1 0.002 12.6 B+0ft Park Place Industrial Park Subdivision TIS 06/12/18 2030 - Estimated Total Traffic 13:17:18 Weekday, PM Peak Hour TEAPAC[Ver 9.01.01] - Capacity Analysis Summary (HCM 2016) Intersection Averages for Int # 2 - Frontage Rd & Spur Rd V/C 0.450 (Critical V/C 0.531)Control Delay 14.6 Level of Service B+ Sq 11 Phase 1 Phase 2 **/** North Cmax=Gmax= 28.7"Gmax= 54.5" 95"Gavg= 23.9"Gavg= 29.5" Cavg=Y+Rc= 5.9"Y+Rc= 5.9" 65" Gmax= 28.7"Gmax= 54.5" Gavg= 23.9"Gavg= 29.5" Y+Rc= 5.9"Y+Rc= 5.9" Lane Width/g/C Adj HCM L Queue Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1 SB Approach 14.0 B+ R+ T 12/1 0.302 0.368 1746 641 2 0.003 13.1 *B+1ft 23.9"29.5" 23.9"29.5" L 14/1 0.302 0.368 1313 509 1 0.002 15.8 B 0ft NB Approach 14.9 B+ R+ T 12/1 0.302 0.368 1588 583 145 0.249 14.5 B+62 ft L 14/1 0.302 0.368 1480 653 184 0.282 15.1 B 81 ft WB Approach 16.1 B R+ T 12/1 0.574 0.453 1859 840 507 0.604 14.0 B+195 ft L 14/1 0.574 0.453 1006 487 312 0.641 19.5 B 162 ft EB Approach 11.3 B+ R 12/1 1588 718 182 0.254 11.2 B+65 ft T 12/1 0.574 0.453 1852 837 229 0.274 11.3 *B+83 ft L 14/1 0.574 0.453 943 343 1 0.003 18.5 B 0ft HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Frontage Rd & Nelson Road Agency/Co.Morrison-Maierle Jurisdiction MDT Date Performed 5/10/18 East/West Street I-90 Frontage Road Analysis Year 2030 North/South Street Nelson Road Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Park Place Industrial Park Sub - Total Traffic Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 1 1 0 0 0 1 1 0 0 0 0 1 0 Configuration L T T R LR Volume, V (veh/h)180 450 165 77 72 61 Percent Heavy Vehicles (%)6 5 5 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No Yes No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.16 6.45 6.25 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.25 3.54 3.34 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)212 156 Capacity, c (veh/h)1358 286 v/c Ratio 0.16 0.55 95% Queue Length, Q₉₅ (veh)0.6 3.1 Control Delay (s/veh)8.1 31.8 Level of Service, LOS A D Approach Delay (s/veh)2.3 31.8 Approach LOS D Copyright © 2018 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.4 Generated: 6/12/2018 5:18:45 PMI-90-Frontage-Rd+Nelson-Rd_Weekday-AM_2030-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Frontage Rd & Nelson Road Agency/Co.Morrison-Maierle Jurisdiction MDT Date Performed 5/10/18 East/West Street I-90 Frontage Road Analysis Year 2030 North/South Street Nelson Road Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.92 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Park Place Industrial Park Sub - Total Traffic Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 1 1 0 0 0 1 1 0 0 0 0 1 0 Configuration L T T R LR Volume, V (veh/h)63 278 532 78 85 163 Percent Heavy Vehicles (%)6 7 6 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No Yes No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.16 6.47 6.26 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.25 3.56 3.35 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)68 270 Capacity, c (veh/h)978 367 v/c Ratio 0.07 0.73 95% Queue Length, Q₉₅ (veh)0.2 5.7 Control Delay (s/veh)9.0 37.5 Level of Service, LOS A E Approach Delay (s/veh)1.7 37.5 Approach LOS E Copyright © 2018 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.4 Generated: 6/12/2018 5:21:48 PMI-90-Frontage-Rd+Nelson-Rd_Weekday-PM_2030-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Nelson Rd / MDT Access Agency/Co.Morrison-Maierle Jurisdiction Gallatin County / Bozeman Date Performed 5/10/18 East/West Street MDT South Access Analysis Year 2030 North/South Street Nelson Road Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.84 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Park Place Industrial Park Sub - Total Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 0 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LR TR LT Volume, V (veh/h)1 0 253 4 0 132 Percent Heavy Vehicles (%)34 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)1 0 Capacity, c (veh/h)504 1266 v/c Ratio 0.00 0.00 95% Queue Length, Q₉₅ (veh)0.0 0.0 Control Delay (s/veh)12.2 7.8 Level of Service, LOS B A Approach Delay (s/veh)12.2 0.0 Approach LOS B Copyright © 2018 University of Florida. All Rights Reserved.HCS7™TWSC Version 7.4 Generated: 6/13/2018 10:00:23 AMNelson-Rd+MDT-S-Access_Weekday-AM_2030-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Nelson Rd / MDT Access Agency/Co.Morrison-Maierle Jurisdiction Gallatin County / Bozeman Date Performed 5/10/18 East/West Street MDT South Access Analysis Year 2030 North/South Street Nelson Road Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.76 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Park Place Industrial Park Sub - Total Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 0 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LR TR LT Volume, V (veh/h)4 0 137 4 0 244 Percent Heavy Vehicles (%)12 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.52 6.20 4.10 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.61 3.30 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)5 0 Capacity, c (veh/h)510 1401 v/c Ratio 0.01 0.00 95% Queue Length, Q₉₅ (veh)0.0 0.0 Control Delay (s/veh)12.1 7.6 Level of Service, LOS B A Approach Delay (s/veh)12.1 0.0 Approach LOS B Copyright © 2018 University of Florida. All Rights Reserved.HCS7™TWSC Version 7.4 Generated: 6/13/2018 10:03:07 AMNelson-Rd+MDT-S-Access_Weekday-PM_2030-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Nelson Rd / MDT Access Agency/Co.Morrison-Maierle Jurisdiction Gallatin County / Bozeman Date Performed 5/10/18 East/West Street MDT North Access Analysis Year 2030 North/South Street Nelson Road Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.81 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Park Place Industrial Park Sub - Total Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)0 0 4 1 0 0 16 234 3 0 127 0 Percent Heavy Vehicles (%)5 5 5 34 5 0 5 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)7.15 6.55 6.25 7.44 6.55 6.20 4.15 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)3.54 4.04 3.34 3.81 4.04 3.30 2.24 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)5 1 20 0 Capacity, c (veh/h)882 432 1408 1280 v/c Ratio 0.01 0.00 0.01 0.00 95% Queue Length, Q₉₅ (veh)0.0 0.0 0.0 0.0 Control Delay (s/veh)9.1 13.4 7.6 7.8 Level of Service, LOS A B A A Approach Delay (s/veh)9.1 13.4 0.6 0.0 Approach LOS A B Copyright © 2018 University of Florida. All Rights Reserved.HCS7™TWSC Version 7.4 Generated: 6/13/2018 10:05:34 AMNelson-Rd+MDT-N-Access_Weekday-AM_2030-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Nelson Rd / MDT Access Agency/Co.Morrison-Maierle Jurisdiction Gallatin County / Bozeman Date Performed 5/10/18 East/West Street MDT North Access Analysis Year 2030 North/South Street Nelson Road Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.74 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Park Place Industrial Park Sub - Total Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)0 0 15 4 0 0 4 130 3 0 225 0 Percent Heavy Vehicles (%)5 5 5 72 5 0 5 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)7.15 6.55 6.25 7.82 6.55 6.20 4.15 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)3.54 4.04 3.34 4.15 4.04 3.30 2.24 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)20 5 5 0 Capacity, c (veh/h)730 371 1243 1408 v/c Ratio 0.03 0.01 0.00 0.00 95% Queue Length, Q₉₅ (veh)0.1 0.0 0.0 0.0 Control Delay (s/veh)10.1 14.8 7.9 7.6 Level of Service, LOS B B A A Approach Delay (s/veh)10.1 14.8 0.3 0.0 Approach LOS B B Copyright © 2018 University of Florida. All Rights Reserved.HCS7™TWSC Version 7.4 Generated: 6/13/2018 10:08:09 AMNelson-Rd+MDT-N-Access_Weekday-PM_2030-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Nelson Rd / Loop Rd S Agency/Co.Morrison-Maierle Jurisdiction Bozeman / Gallatin County Date Performed 5/10/18 East/West Street Loop Road - South Analysis Year 2030 North/South Street Nelson Road Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Park Place Industrial Park Sub - Total Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)0 0 27 0 0 0 117 117 0 0 100 1 Percent Heavy Vehicles (%)5 3 5 3 3 3 5 3 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.15 6.53 6.25 7.13 6.53 6.23 4.15 4.13 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)3.54 4.03 3.34 3.53 4.03 3.33 2.24 2.23 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)34 0 146 0 Capacity, c (veh/h)918 0 1445 1428 v/c Ratio 0.04 0.10 0.00 95% Queue Length, Q₉₅ (veh)0.1 0.3 0.0 Control Delay (s/veh)9.1 5.0 7.8 7.5 Level of Service, LOS A A A A Approach Delay (s/veh)9.1 5.0 4.3 0.0 Approach LOS A A Copyright © 2018 University of Florida. All Rights Reserved.HCS7™TWSC Version 7.4 Generated: 6/18/2018 9:27:49 AMNelson-Rd+Loop-Rd-S_Weekday-AM_2030-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Nelson Rd / Loop Rd S Agency/Co.Morrison-Maierle Jurisdiction Bozeman / Gallatin County Date Performed 5/10/18 East/West Street Loop Road - South Analysis Year 2030 North/South Street Nelson Road Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Park Place Industrial Park Sub - Total Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)1 0 106 0 0 0 28 102 0 0 119 0 Percent Heavy Vehicles (%)5 3 5 3 3 3 5 3 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)134 0 35 0 Capacity, c (veh/h)887 0 1417 1450 v/c Ratio 0.15 0.02 0.00 95% Queue Length, Q₉₅ (veh)0.5 0.1 0.0 Control Delay (s/veh)9.8 5.0 7.6 7.5 Level of Service, LOS A A A A Approach Delay (s/veh)9.8 5.0 1.8 0.0 Approach LOS A A Copyright © 2018 University of Florida. All Rights Reserved.HCS7™TWSC Version 7.4 Generated: 6/18/2018 9:28:51 AMNelson-Rd+Loop-Rd-S_Weekday-PM_2030-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Nelson Rd / Lots 9 & 10 Agency/Co.Morrison-Maierle Jurisdiction Bozeman / Gallatin County Date Performed 5/10/18 East/West Street Lots 9 & 10 Shared Access Analysis Year 2030 North/South Street Nelson Road Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Park Place Industrial Park Sub - Total Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 0 1 0 0 0 1 0 Configuration LR LT TR Volume, V (veh/h)0 3 15 102 98 0 Percent Heavy Vehicles (%)5 5 5 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.45 6.25 4.15 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.54 3.34 2.24 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)4 19 Capacity, c (veh/h)923 1450 v/c Ratio 0.00 0.01 95% Queue Length, Q₉₅ (veh)0.0 0.0 Control Delay (s/veh)8.9 7.5 Level of Service, LOS A A Approach Delay (s/veh)8.9 1.1 Approach LOS A Copyright © 2018 University of Florida. All Rights Reserved.HCS7™TWSC Version 7.4 Generated: 6/13/2018 10:18:19 AMNelson-Rd+Lots-9-10-Access_Weekday-AM_2030-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Nelson Rd / Lots 9 & 10 Agency/Co.Morrison-Maierle Jurisdiction Bozeman / Gallatin County Date Performed 5/10/18 East/West Street Lots 9 & 10 Shared Access Analysis Year 2030 North/South Street Nelson Road Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Park Place Industrial Park Sub - Total Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 0 1 0 0 0 1 0 Configuration LR LT TR Volume, V (veh/h)0 13 4 99 106 0 Percent Heavy Vehicles (%)5 5 5 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.45 6.25 4.15 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.54 3.34 2.24 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)16 5 Capacity, c (veh/h)911 1438 v/c Ratio 0.02 0.00 95% Queue Length, Q₉₅ (veh)0.1 0.0 Control Delay (s/veh)9.0 7.5 Level of Service, LOS A A Approach Delay (s/veh)9.0 0.3 Approach LOS A Copyright © 2018 University of Florida. All Rights Reserved.HCS7™TWSC Version 7.4 Generated: 6/13/2018 10:19:38 AMNelson-Rd+Lots-9-10-Access_Weekday-PM_2030-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Nelson Rd / Loop Rd N Agency/Co.Morrison-Maierle Jurisdiction Bozeman / Gallatin County Date Performed 5/10/18 East/West Street Loop Road - North Analysis Year 2030 North/South Street Nelson Road Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Park Place Industrial Park Sub - Total Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 0 1 0 0 0 1 0 Configuration LR LT TR Volume, V (veh/h)1 20 82 20 78 1 Percent Heavy Vehicles (%)5 5 5 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.45 6.25 4.15 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.54 3.34 2.24 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)26 103 Capacity, c (veh/h)927 1479 v/c Ratio 0.03 0.07 95% Queue Length, Q₉₅ (veh)0.1 0.2 Control Delay (s/veh)9.0 7.6 Level of Service, LOS A A Approach Delay (s/veh)9.0 6.2 Approach LOS A Copyright © 2018 University of Florida. All Rights Reserved.HCS7™TWSC Version 7.4 Generated: 6/13/2018 10:15:12 AMNelson-Rd+Loop-Rd-N_Weekday-AM_2030-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Nelson Rd / Loop Rd N Agency/Co.Morrison-Maierle Jurisdiction Bozeman / Gallatin County Date Performed 5/10/18 East/West Street Loop Road - North Analysis Year 2030 North/South Street Nelson Road Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Park Place Industrial Park Sub - Total Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 0 1 0 0 0 1 0 Configuration LR LT TR Volume, V (veh/h)2 74 20 79 32 0 Percent Heavy Vehicles (%)5 5 5 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.45 6.25 4.15 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.54 3.34 2.24 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)95 25 Capacity, c (veh/h)1016 1554 v/c Ratio 0.09 0.02 95% Queue Length, Q₉₅ (veh)0.3 0.0 Control Delay (s/veh)8.9 7.4 Level of Service, LOS A A Approach Delay (s/veh)8.9 1.6 Approach LOS A Copyright © 2018 University of Florida. All Rights Reserved.HCS7™TWSC Version 7.4 Generated: 6/13/2018 10:16:32 AMNelson-Rd+Loop-Rd-N_Weekday-PM_2030-Total.xtw APPENDIX E AUXILIARY TURN LANE ANALYSES N:\2286\007\Traffic Data\Auxiliary Turn Lane Evaluations\NB_LT-Lanes_Nelson-Rd+MDT-N-Access_2030-Total.xlsx Printed On: 6/13/2018 - 10:42 AM 253 , 127 137 , 225 0 100 200 300 400 500 600 700 800 0 100 200 300 400 500 600 700 800VO-Opposing Volume (VPH) During Design HourVA -Advancing Volume (VPH) During Design Hour Volume Guidelines for Left-Turn Lanes at Unsignalized Intersections on 2-Lane Highways (45 MPH) Nelson Road & MDT North Access / Lots 22 & 23 Shared Access 2030 AM NB Left-Turns 2030 PM NB Left-Turns 2030 AM LT = 6.32% 2030 PM LT = 2.92% 40% 30% 20%10%5% Left-Turn Treatment Should be Considered Left-Turn Treatment Not Necessary N:\2286\007\Traffic Data\Auxiliary Turn Lane Evaluations\NB_LT-Lanes_Nelson-Rd+Loop-Rd-S_2030-Total.xlsx Printed On: 6/13/2018 - 10:49 AM 234 , 101 130 , 119 0 100 200 300 400 500 600 700 800 0 100 200 300 400 500 600 700 800VO-Opposing Volume (VPH) During Design HourVA -Advancing Volume (VPH) During Design Hour Volume Guidelines for Left-Turn Lanes at Unsignalized Intersections on 2-Lane Highways (45 MPH) Nelson Road & Loop Road -South 2030 AM NB Left-Turns 2030 PM NB Left-Turns 2030 AM LT = 50.00% 2030 PM LT = 21.54% 40% 30% 20%10%5% Left-Turn Treatment Should be Considered Left-Turn Treatment Not Necessary N:\2286\007\Traffic Data\Auxiliary Turn Lane Evaluations\NB_LT-Lanes_Nelson-Rd+Lots-9-10-Access_2030-Total.xlsx Printed On: 6/13/2018 - 10:55 AM 117 , 98 103 , 106 0 100 200 300 400 500 600 700 800 0 100 200 300 400 500 600 700 800VO-Opposing Volume (VPH) During Design HourVA -Advancing Volume (VPH) During Design Hour Volume Guidelines for Left-Turn Lanes at Unsignalized Intersections on 2-Lane Highways (45 MPH) Nelson Road and Lots 9 & 10 Shared Access 2030 AM NB Left-Turns 2030 PM NB Left-Turns 2030 AM LT = 12.82% 2030 PM LT = 3.88% 40% 30% 20%10%5% Left-Turn Treatment Should be Considered Left-Turn Treatment Not Necessary N:\2286\007\Traffic Data\Auxiliary Turn Lane Evaluations\NB_LT-Lanes_Nelson-Rd+Loop-Rd-N_2030-Total.xlsx Printed On: 6/13/2018 - 10:59 AM 102 , 79 99 , 32 0 100 200 300 400 500 600 700 800 0 100 200 300 400 500 600 700 800VO-Opposing Volume (VPH) During Design HourVA -Advancing Volume (VPH) During Design Hour Volume Guidelines for Left-Turn Lanes at Unsignalized Intersections on 2-Lane Highways (45 MPH) Nelson Road & Loop Road -North 2030 AM NB Left-Turns 2030 PM NB Left-Turns 2030 AM LT = 80.39% 2030 PM LT = 20.20% 40% 30% 20%10%5% Left-Turn Treatment Should be Considered Left-Turn Treatment Not Necessary APPENDIX F QUEUING ANALYSES Analyst: Agency / Company: Date Performed: Time Period: Project Description:Park Place Industrial Park Subdivision Morrison-Maierle, Inc. Project No. 2286.007 EB Approach EB Approach AM Peak Hour PM Peak Hour 4 15 0.81 0.74 9.1 10.1 45.0 45.0 78.5 78.5 Unknown Unknown EB Approach EB Approach AM Peak Hour PM Peak Hour 5 20 0.08 0.34 6.59 5.94 0.01 0.06 0.99 0.94 0.00 0.00 0.15 0.17 0.00 0.01 0.20 0.87 9.06 39.32 Min. Design Queue Storage, SD' (ft) =45.00 45.00 Ideal Design Queue Storage, SD (ft) =78.50 78.50 Avg. Time Spent in System, tsys (min) = Avg. Waiting Time in Queue, twait (min) = Max Queue (99% Confidence), Q99 (veh) = Minimum Queue Storage, Smin (ft) = Adjusted Flow Rate, VA (veh/h) = Vehicle Arrival Rate, l (veh/min) = Vehicle Service Rate, m (veh/min) = Traffic Intensity Term, r (l/m) = Probability of No Vehicles, P0 = Average Length of Queue, Qavg (veh) = LOCATION ANALYSIS CASE INPUT DATA FOR QUEUE ANALYSES LOCATION ANALYSIS CASE Volume for Movement, V (veh/h) = Peak Hour Factor, PHF = Average Service Time, tdts (sec/veh) = Minimum Queue Spacing, QS-M (ft) = Ideal Design Queue Spacing, QS-D (ft) = Available Queue Storage, SA (ft) = CALCULATED QUEUE ANALYSES RESULTS PROPOSED LOTS 22 & 23 SHARED ACCESS T. Eastwood Morrison-Maierle, Inc. Thursday, May 10, 2018 Weekday, AM & PM Peaks Site: Jurisdiction: Analysis Scenario: Park Place Industrial Park Sub City of Bozeman / Gallatin County 2030 - Total Traffic M/D/1 QUEUING ANALYSIS N:\2286\007\Traffic Data\Queuing Analyses\Lots-22+23-Shared-Access_Queue-Analyses.xlsx Printed On: 6/13/2018 Analyst: Agency / Company: Date Performed: Time Period: Project Description:Park Place Industrial Park Subdivision Morrison-Maierle, Inc. Project No. 2286.007 P(X=n)P(X≤n)P(X=n)P(X≤n)P(X=n)P(X≤n)P(X=n)P(X≤n) 98.75%98.75%94.31%94.31% 1.23%99.98%5.36%99.68% 0.02%100.00%0.31%99.98% 0.00%100.00%0.02%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% Maximum Vehicle Queue Lower Value (99% Confidence), Q99-L = Maximum Vehicle Queue Upper Value (99% Confidence), Q99-U = Scenario: PROBABILITY TABLES 1 5 18 19 17 8 9 10 11 12 13 2 3 4 6 7 20 0 LOCATION ANALYSIS CASE AM Peak Hour 0 14 15 16 1 1 0 EB Approach PM Peak Hour EB Approach PROPOSED LOTS 22 & 23 SHARED ACCESS M/D/1 QUEUING ANALYSIS Site:Park Place Industrial Park Sub Jurisdiction:City of Bozeman / Gallatin County Number of Vehicles in System Analysis 2030 - Total Traffic T. Eastwood Morrison-Maierle, Inc. Thursday, May 10, 2018 Weekday, AM & PM Peaks N:\2286\007\Traffic Data\Queuing Analyses\Lots-22+23-Shared-Access_Queue-Analyses.xlsx Printed On: 6/13/2018 Analyst: Agency / Company: Date Performed: Time Period: Project Description:Park Place Industrial Park Subdivision Morrison-Maierle, Inc. Project No. 2286.007 EB Approach EB Approach AM Peak Hour PM Peak Hour 27 107 0.80 0.80 9.1 9.8 45.0 45.0 78.5 78.5 Unknown Unknown EB Approach EB Approach AM Peak Hour PM Peak Hour 34 134 0.56 2.23 6.59 6.12 0.09 0.36 0.91 0.64 0.00 0.10 0.16 0.21 0.01 0.05 0.45 1.98 20.36 89.08 Min. Design Queue Storage, SD' (ft) =45.00 90.00 Ideal Design Queue Storage, SD (ft) =78.50 157.00 Avg. Time Spent in System, tsys (min) = Avg. Waiting Time in Queue, twait (min) = Max Queue (95% Confidence), Q95 (veh) = Minimum Queue Storage, Smin (ft) = Adjusted Flow Rate, VA (veh/h) = Vehicle Arrival Rate, l (veh/min) = Vehicle Service Rate, m (veh/min) = Traffic Intensity Term, r (l/m) = Probability of No Vehicles, P0 = Average Length of Queue, Qavg (veh) = LOCATION ANALYSIS CASE INPUT DATA FOR QUEUE ANALYSES LOCATION ANALYSIS CASE Volume for Movement, V (veh/h) = Peak Hour Factor, PHF = Average Service Time, tdts (sec/veh) = Minimum Queue Spacing, QS-M (ft) = Ideal Design Queue Spacing, QS-D (ft) = Available Queue Storage, SA (ft) = CALCULATED QUEUE ANALYSES RESULTS PROPOSED LOOP ROAD - SOUTH T. Eastwood Morrison-Maierle, Inc. Thursday, May 10, 2018 Weekday, AM & PM Peaks Site: Jurisdiction: Analysis Scenario: Park Place Industrial Park Sub City of Bozeman / Gallatin County 2030 - Total Traffic M/D/1 QUEUING ANALYSIS N:\2286\007\Traffic Data\Queuing Analyses\Loop-Rd-S_Queue-Analyses.xlsx Printed On: 6/13/2018 Analyst: Agency / Company: Date Performed: Time Period: Project Description:Park Place Industrial Park Subdivision Morrison-Maierle, Inc. Project No. 2286.007 P(X=n)P(X≤n)P(X=n)P(X≤n)P(X=n)P(X≤n)P(X=n)P(X≤n) 91.47%91.47%63.59%63.59% 7.80%99.27%23.15%86.74% 0.67%99.94%8.43%95.17% 0.06%99.99%3.07%98.24% 0.00%100.00%1.12%99.36% 0.00%100.00%0.41%99.77% 0.00%100.00%0.15%99.92% 0.00%100.00%0.05%99.97% 0.00%100.00%0.02%99.99% 0.00%100.00%0.01%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% Maximum Vehicle Queue Lower Value (95% Confidence), Q95-L = Maximum Vehicle Queue Upper Value (95% Confidence), Q95-U = Scenario: PROBABILITY TABLES 1 5 18 19 17 8 9 10 11 12 13 2 3 4 6 7 20 1 LOCATION ANALYSIS CASE AM Peak Hour 0 14 15 16 1 2 0 EB Approach PM Peak Hour EB Approach PROPOSED LOOP ROAD - SOUTH M/D/1 QUEUING ANALYSIS Site:Park Place Industrial Park Sub Jurisdiction:City of Bozeman / Gallatin County Number of Vehicles in System Analysis 2030 - Total Traffic T. Eastwood Morrison-Maierle, Inc. Thursday, May 10, 2018 Weekday, AM & PM Peaks N:\2286\007\Traffic Data\Queuing Analyses\Loop-Rd-S_Queue-Analyses.xlsx Printed On: 6/13/2018 Analyst: Agency / Company: Date Performed: Time Period: Project Description:Park Place Industrial Park Subdivision Morrison-Maierle, Inc. Project No. 2286.007 EB Approach EB Approach AM Peak Hour PM Peak Hour 3 13 0.80 0.80 8.9 9.0 45.0 45.0 78.5 78.5 Unknown Unknown EB Approach EB Approach AM Peak Hour PM Peak Hour 4 16 0.06 0.27 6.74 6.67 0.01 0.04 0.99 0.96 0.00 0.00 0.15 0.15 0.00 0.00 0.00 0.79 0.00 35.36 Min. Design Queue Storage, SD' (ft) =0.00 45.00 Ideal Design Queue Storage, SD (ft) =0.00 78.50 PROPOSED LOTS 9 & 10 SHARED ACCESS T. Eastwood Morrison-Maierle, Inc. Thursday, May 10, 2018 Weekday, AM & PM Peaks Site: Jurisdiction: Analysis Scenario: Park Place Industrial Park Sub City of Bozeman / Gallatin County 2030 - Total Traffic M/D/1 QUEUING ANALYSIS LOCATION ANALYSIS CASE INPUT DATA FOR QUEUE ANALYSES LOCATION ANALYSIS CASE Volume for Movement, V (veh/h) = Peak Hour Factor, PHF = Average Service Time, tdts (sec/veh) = Minimum Queue Spacing, QS-M (ft) = Ideal Design Queue Spacing, QS-D (ft) = Available Queue Storage, SA (ft) = CALCULATED QUEUE ANALYSES RESULTS Avg. Time Spent in System, tsys (min) = Avg. Waiting Time in Queue, twait (min) = Max Queue (99% Confidence), Q99 (veh) = Minimum Queue Storage, Smin (ft) = Adjusted Flow Rate, VA (veh/h) = Vehicle Arrival Rate, l (veh/min) = Vehicle Service Rate, m (veh/min) = Traffic Intensity Term, r (l/m) = Probability of No Vehicles, P0 = Average Length of Queue, Qavg (veh) = N:\2286\007\Traffic Data\Queuing Analyses\Lots-9+10-Shared-Access_Queue-Analyses.xlsx Printed On: 6/13/2018 Analyst: Agency / Company: Date Performed: Time Period: Project Description:Park Place Industrial Park Subdivision Morrison-Maierle, Inc. Project No. 2286.007 P(X=n)P(X≤n)P(X=n)P(X≤n)P(X=n)P(X≤n)P(X=n)P(X≤n) 99.07%99.07%95.94%95.94% 0.92%99.99%3.90%99.83% 0.01%100.00%0.16%99.99% 0.00%100.00%0.01%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% Maximum Vehicle Queue Lower Value (99% Confidence), Q99-L = Maximum Vehicle Queue Upper Value (99% Confidence), Q99-U = Number of Vehicles in System Analysis 2030 - Total Traffic T. Eastwood Morrison-Maierle, Inc. Thursday, May 10, 2018 Weekday, AM & PM Peaks PROPOSED LOTS 9 & 10 SHARED ACCESS M/D/1 QUEUING ANALYSIS Site:Park Place Industrial Park Sub Jurisdiction:City of Bozeman / Gallatin County 1 1 0 EB Approach PM Peak Hour EB Approach 20 0 LOCATION ANALYSIS CASE AM Peak Hour 0 14 15 16 1 5 18 19 17 8 9 10 11 12 13 2 3 4 6 7 Scenario: PROBABILITY TABLES N:\2286\007\Traffic Data\Queuing Analyses\Lots-9+10-Shared-Access_Queue-Analyses.xlsx Printed On: 6/13/2018 Analyst: Agency / Company: Date Performed: Time Period: Project Description:Park Place Industrial Park Subdivision Morrison-Maierle, Inc. Project No. 2286.007 EB Approach EB Approach AM Peak Hour PM Peak Hour 21 76 0.80 0.80 9.0 8.9 45.0 45.0 78.5 78.5 Unknown Unknown EB Approach EB Approach AM Peak Hour PM Peak Hour 26 95 0.44 1.58 6.67 6.74 0.07 0.23 0.93 0.77 0.00 0.04 0.16 0.17 0.01 0.02 0.25 1.12 11.47 50.50 Min. Design Queue Storage, SD' (ft) =45.00 90.00 Ideal Design Queue Storage, SD (ft) =78.50 157.00 Avg. Time Spent in System, tsys (min) = Avg. Waiting Time in Queue, twait (min) = Max Queue (95% Confidence), Q95 (veh) = Minimum Queue Storage, Smin (ft) = Adjusted Flow Rate, VA (veh/h) = Vehicle Arrival Rate, l (veh/min) = Vehicle Service Rate, m (veh/min) = Traffic Intensity Term, r (l/m) = Probability of No Vehicles, P0 = Average Length of Queue, Qavg (veh) = LOCATION ANALYSIS CASE INPUT DATA FOR QUEUE ANALYSES LOCATION ANALYSIS CASE Volume for Movement, V (veh/h) = Peak Hour Factor, PHF = Average Service Time, tdts (sec/veh) = Minimum Queue Spacing, QS-M (ft) = Ideal Design Queue Spacing, QS-D (ft) = Available Queue Storage, SA (ft) = CALCULATED QUEUE ANALYSES RESULTS PROPOSED LOOP ROAD - NORTH T. Eastwood Morrison-Maierle, Inc. Thursday, May 10, 2018 Weekday, AM & PM Peaks Site: Jurisdiction: Analysis Scenario: Park Place Industrial Park Sub City of Bozeman / Gallatin County 2030 - Total Traffic M/D/1 QUEUING ANALYSIS N:\2286\007\Traffic Data\Queuing Analyses\Loop-Rd-N_Queue-Analyses.xlsx Printed On: 6/13/2018 Analyst: Agency / Company: Date Performed: Time Period: Project Description:Park Place Industrial Park Subdivision Morrison-Maierle, Inc. Project No. 2286.007 P(X=n)P(X≤n)P(X=n)P(X≤n)P(X=n)P(X≤n)P(X=n)P(X≤n) 93.44%93.44%76.51%76.51% 6.13%99.57%17.97%94.48% 0.40%99.97%4.22%98.70% 0.03%100.00%0.99%99.70% 0.00%100.00%0.23%99.93% 0.00%100.00%0.05%99.98% 0.00%100.00%0.01%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% 0.00%100.00%0.00%100.00% Maximum Vehicle Queue Lower Value (95% Confidence), Q95-L = Maximum Vehicle Queue Upper Value (95% Confidence), Q95-U = Scenario: PROBABILITY TABLES 1 5 18 19 17 8 9 10 11 12 13 2 3 4 6 7 20 1 LOCATION ANALYSIS CASE AM Peak Hour 0 14 15 16 1 2 0 EB Approach PM Peak Hour EB Approach PROPOSED LOOP ROAD - NORTH M/D/1 QUEUING ANALYSIS Site:Park Place Industrial Park Sub Jurisdiction:City of Bozeman / Gallatin County Number of Vehicles in System Analysis 2030 - Total Traffic T. Eastwood Morrison-Maierle, Inc. Thursday, May 10, 2018 Weekday, AM & PM Peaks N:\2286\007\Traffic Data\Queuing Analyses\Loop-Rd-N_Queue-Analyses.xlsx Printed On: 6/13/2018 APPENDIX G SIGNAL WARRANT ANALYSES Page S1/S4 Traffic Signal Warrant Evaluation Intersection of I-90 Frontage Road & Nelson Road Notes & Comments No Yes Yes Traffic Signal Warrant Warrant #1: Eight-Hour Vehicular Volume Warrant #2: Four-Hour Vehicular Volume Traffic Control Signal Warranted Estimated 2030 Total Traffic 2286.007.010.000314 Analysis Case: MMI Project Number: Warrant Satisfied? N:\2286\007\Traffic Data\Signal Warrant Analyses\Signal-Warrants_I-90-Frontage-Rd+Nelson-Rd_2030-Total-Traffic.xlsx Page 2/4 Traffic Signal Warrant Evaluation Intersection of I-90 Frontage Road & Nelson Road Background Intersection Information Major Roadway:I-90 Frontage Road Posted or 85% Speed:50 mph (Posted) Approach Lanes:1 Distance to Nearest Traffic Signal: Minor Roadway:Nelson Road (Y or N)Y Posted or 85% Speed:45 mph (Posted) Approach Lanes:1 Total Number of Approaches:3 Determination of Number of Right Turns to be Included in Analysis RT Lane RT RT Lane RT AM Capacity1 Included PM Capacity1 Included 0 0 76 1500 0 61 1500 0 0 06184401635110 1. Lane capacity is determined from unsignalized intersection capacity calculations and is given in units of vehicles per hour (vph). Included Right Turns =Right Turns - (Lane Capacity x 0.85) Estimated Average Daily Traffic Volumes 2. EADT is based on the assumption that the peak hour volume is 10% of the ADT. Therefore, the EADT shown above is the weighted average of the estimated ADT's from the AM and PM peak hours. Community with a population less than 10,000 or speeds above 40 mph on the major street? 2,280 ft (Valley Spur) Approach AM Peak Hour EADT2 Approach I-90 Frontage Road EB I-90 Frontage Road WB 71 71 865 PM Peak Hour 9,729 786 10,515 873 85 794 958 I-90 Frontage Road EB I-90 Frontage Road WB Nelson Road SB Major Street Totals Max Minor Approach Total Entering Volume 165 5,278 4,451 786 341 532 Nelson Road SB 629 85 Analysis Case:Estimated 2030 Total Traffic MMI Project Number:2286.007.010.000314  PMAM PMAMEADT 2210 N:\2286\007\Traffic Data\Signal Warrant Analyses\Signal-Warrants_I-90-Frontage-Rd+Nelson-Rd_2030-Total-Traffic.xlsx Page 3/4 Warrant #1 - Eight-Hour Vehicular Volumes (Using Eighth-Highest Hour) Condition A - Minimum Vehicular Volume Major Street Minor Street 1…………..1…………… 2 or more….1………….. 2 or more….2 or more…. 1…………..2 or more…. 6% of the above ADT volumes is equal to the MUTCD vehicles per hour (vph). Note: To be used only for NEW INTERSECTIONS or other locations where it is not reasonable to count actual traffic volumes. Is the criteria satisfied for Warrant #1 - Condition A?No Condition B - Interruption of Continuous Traffic Major Street Minor Street 1…………..1…………… 2 or more….1………….. 2 or more….2 or more…. 1…………..2 or more…. 6% (Eighth-Highest Hour) of the above ADT volumes is equal to the MUTCD vehicles per hour (vph). Note: To be used only for NEW INTERSECTIONS or other locations where it is not reasonable to count actual traffic volumes. Is the criteria satisfied for Warrant #1 - Condition B?No Minimum criteria satisfied for Warrant #1? N/A Warrant Minimum Volumes (VPH) 10,500 1,700 1,250 Major Street = 9729 5,850Max Minor Approach = 786 1,750 Warrant Minimum Volumes (VPH) Vehicular Volumes (VPH)70%100% N/A 900 70% 900 100%100%70% Vehicular Volumes (VPH)100%70% Major Street = 9729 N/A 8,750 Max Minor Approach = 786 N/A 900 No Vehicles Per Day on Higher-Volume 5,850 2,500 1,750 1,750 10,000 7,000 3,350 2,350 10,000 70% Minor Street Approach (One Direction Only) Vehicles Per Day on Higher-Volume 2,350 Moving Traffic on Each Approach Vehicles Per Day on Major Street (Total of Both Approaches) Number of Lanes for 100%70% 12,500 8,750 1,700 1,200 12,500 8,750 15,000 10,500 7,000 2,500 8,350 1,250 15,000 1,200 (Total of Both Approaches) 8,350 5,850 3,350 (One Direction Only)Minor Street Approach Number of Lanes for Moving Traffic Vehicles Per Day on Major Street on Each Approach 100% N:\2286\007\Traffic Data\Signal Warrant Analyses\Signal-Warrants_I-90-Frontage-Rd+Nelson-Rd_2030-Total-Traffic.xlsx Page 4/4 Warrant #2 - Four-Hour Vehicular Volume (Using Fourth-Highest Hour) 3. The 4th Highest Hourly Volumes is based on the assumption that it is approximately 8.25% of the EADT. 4-HHV=EADT x 8.25%(vph) Minimum criteria satisfied for Warrant #2? Warrant Minimum Volumes (VPH) Vehicular Volumes (VPH)100% Major Street Totals 786 367 65 Yes Major Street = 802 -- Max Minor Approach = 65 N/A 60 70% Nelson Road SB I-90 Frontage Road EB EADT 5,278 4th Highest Hourly Volume (VPH)3 435 I-90 Frontage Road WB 4,451 Approach 10,515 802 65867Total Entering VolumeMax Minor Approach 9,729 786 N:\2286\007\Traffic Data\Signal Warrant Analyses\Signal-Warrants_I-90-Frontage-Rd+Nelson-Rd_2030-Total-Traffic.xlsx APPENDIX H MITIGATION ANALYSES HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Frontage Rd & Nelson Road Agency/Co.Morrison-Maierle Jurisdiction MDT Date Performed 5/10/18 East/West Street I-90 Frontage Road Analysis Year 2030 North/South Street Nelson Road Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.85 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Park Place Industrial Park Sub - Total Mitigation Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 1 1 0 0 0 1 1 0 0 0 1 0 1 Configuration L T T R L R Volume, V (veh/h)179 450 165 77 71 61 Percent Heavy Vehicles (%)8 5 3 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No Yes No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)211 84 72 Capacity, c (veh/h)1345 184 844 v/c Ratio 0.16 0.45 0.08 95% Queue Length, Q₉₅ (veh)0.6 2.1 0.3 Control Delay (s/veh)8.2 39.9 9.7 Level of Service, LOS A E A Approach Delay (s/veh)2.3 25.9 Approach LOS D Copyright © 2018 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.4 Generated: 5/30/2018 5:20:44 PMI-90-Frontage-Rd+Nelson-Rd_Weekday-AM_2030-Mitig_TL-Addition.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Frontage Rd & Nelson Road Agency/Co.Morrison-Maierle Jurisdiction MDT Date Performed 5/10/18 East/West Street I-90 Frontage Road Analysis Year 2030 North/South Street Nelson Road Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.92 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Park Place Industrial Park Sub - Total Mitigation Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 1 1 0 0 0 1 1 0 0 0 1 0 1 Configuration L T T R L R Volume, V (veh/h)63 278 532 76 85 163 Percent Heavy Vehicles (%)8 5 5 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No Yes No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)68 92 177 Capacity, c (veh/h)967 242 511 v/c Ratio 0.07 0.38 0.35 95% Queue Length, Q₉₅ (veh)0.2 1.7 1.5 Control Delay (s/veh)9.0 28.8 15.8 Level of Service, LOS A D C Approach Delay (s/veh)1.7 20.2 Approach LOS C Copyright © 2018 University of Florida. All Rights Reserved. HCS7™TWSC Version 7.4 Generated: 5/30/2018 5:21:31 PMI-90-Frontage-Rd+Nelson-Rd_Weekday-PM_2030-Mitig_TL-Addition.xtw Park Place Industrial Park Subdivision TIS 06/18/18 2030 - Estimated Total Traffic Mitigation 13:02:10 Weekday, AM Peak Hour TEAPAC[Ver 9.01.01] - Capacity Analysis Summary (HCM 2016) Intersection Averages for Int # 3 - Frontage Rd & Nelson Rd V/C 0.398 (Critical V/C 0.000)Control Delay 6.4 Level of Service A Sq 21 Phase 1 Phase 2 Phase 3 **/** North Cmax= Gmax= 55.6" 95" Gavg= 15.0" Cavg= Y+Rc= 5.9" 32" Gmax= 27.0" Gmax= 55.6" Gavg= 5.0" Gavg= 15.0" Y+Rc= 6.6" Y+Rc= 5.9" Lane Width/g/C Adj HCM L Queue Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1 SB Approach 7.4 A R 12/1 0 0 60 0.000 0.0 A 0ft 15.0" 5.0"0.0"15.0" L 14/1 0.284 0.156 1797 277 85 0.307 12.7 *B+20 ft WB Approach 4.5 A R 12/1 0.043 0.468 1514 931 80 0.086 2.6 A 2ft T 13/1 0.585 0.468 1907 879 194 0.221 5.3 A 18 ft EB Approach 6.9 A T 13/1 0.585 0.468 1920 885 529 0.597 6.8 *A 62 ft L 12/1 0.585 0.468 1061 646 212 0.328 7.4 A 29 ft Park Place Industrial Park Subdivision TIS 06/18/18 2030 - Estimated Total Traffic Mitigation 13:06:15 Weekday, PM Peak Hour TEAPAC[Ver 9.01.01] - Capacity Analysis Summary (HCM 2016) Intersection Averages for Int # 3 - Frontage Rd & Nelson Rd V/C 0.418 (Critical V/C 0.000)Control Delay 6.2 Level of Service A Sq 21 Phase 1 Phase 2 Phase 3 **/** North Cmax= Gmax= 55.6" 95" Gavg= 15.0" Cavg= Y+Rc= 5.9" 32" Gmax= 27.0" Gmax= 55.6" Gavg= 5.0" Gavg= 15.0" Y+Rc= 6.6" Y+Rc= 5.9" Lane Width/g/C Adj HCM L Queue Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1 SB Approach 4.9 A R 12/1 0 0 148 0.000 0.0 A 0ft 15.0" 5.0"0.0"15.0" L 14/1 0.284 0.156 1764 272 92 0.339 12.8 *B+22 ft WB Approach 6.5 A R 12/1 0.043 0.467 1569 965 75 0.078 2.5 A 1ft T 13/1 0.585 0.467 1928 888 578 0.651 7.0 A 70 ft EB Approach 6.6 A T 13/1 0.585 0.467 1917 883 302 0.342 5.7 *A 30 ft L 12/1 0.585 0.467 747 393 68 0.173 10.7 B+14 ft Park Place Industrial Park Subdivision TIS 06/18/18 2045 - Estimated Total Traffic Mitigation 15:37:23 Weekday, AM Peak Hour TEAPAC[Ver 9.01.01] - Capacity Analysis Summary (HCM 2016) Intersection Averages for Int # 3 - Frontage Rd & Nelson Rd V/C 0.522 (Critical V/C 0.000)Control Delay 7.1 Level of Service A Sq 21 Phase 1 Phase 2 Phase 3 **/** North Cmax= Gmax= 55.6" 95" Gavg= 15.6" Cavg= Y+Rc= 5.9" 33" Gmax= 27.0" Gmax= 55.6" Gavg= 5.0" Gavg= 15.6" Y+Rc= 6.6" Y+Rc= 5.9" Lane Width/g/C Adj HCM L Queue Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1 SB Approach 7.7 A R 12/1 0 0 62 0.000 0.0 A 0ft 15.6" 5.0"0.0"15.6" L 14/1 0.284 0.152 1797 271 89 0.328 13.1 *B+22 ft WB Approach 4.7 A R 12/1 0.043 0.474 1514 942 81 0.086 2.5 A 1ft T 13/1 0.585 0.474 1907 900 258 0.287 5.4 A 25 ft EB Approach 7.9 A T 13/1 0.585 0.474 1920 906 706 0.779 7.9 *A 97 ft L 12/1 0.585 0.474 1000 606 213 0.351 8.0 A 33 ft Park Place Industrial Park Subdivision TIS 06/18/18 2045 - Estimated Total Traffic Mitigation 15:42:10 Weekday, PM Peak Hour TEAPAC[Ver 9.01.01] - Capacity Analysis Summary (HCM 2016) Intersection Averages for Int # 3 - Frontage Rd & Nelson Rd V/C 0.519 (Critical V/C 0.000)Control Delay 6.7 Level of Service A Sq 21 Phase 1 Phase 2 Phase 3 **/** North Cmax= Gmax= 55.6" 95" Gavg= 19.0" Cavg= Y+Rc= 5.9" 37" Gmax= 27.0" Gmax= 55.6" Gavg= 5.0" Gavg= 19.0" Y+Rc= 6.6" Y+Rc= 5.9" Lane Width/g/C Adj HCM L Queue Group Lanes Max Avg SatFlo Capcty Volume v/c Delay S Model 1 SB Approach 5.9 A R 12/1 0 0 148 0.000 0.0 A 0ft 19.0" 5.0"0.0"19.0" L 14/1 0.284 0.135 1764 241 95 0.394 15.2 *B 29 ft WB Approach 7.0 A R 12/1 0.043 0.514 1569 1032 79 0.077 2.3 A 1ft T 13/1 0.585 0.514 1928 1004 771 0.768 7.5 A 110 ft EB Approach 6.6 A T 13/1 0.585 0.514 1917 998 402 0.403 5.4 *A 42 ft L 12/1 0.585 0.514 622 322 71 0.220 13.3 B+19 ft 2880 TECHNOLOGY BOULEVARD WEST ● PO BOX 1113 ● BOZEMAN, MT 59771 PHONE: (406) 587-0721 ● FAX: (406) 922-6702 ● www.m-m.net