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HomeMy WebLinkAboutAPPENDIX A_TrafficImpactStudy_20211012 BUFFALO RUN TRAFFIC IMPACT STUDY UPDATE Prepared For Buffalo Run Bozeman, LLC JANUARY 2022 Bozeman, Gallatin County, Montana Traffic Impact Study Update BUFFALO RUN Bozeman, Gallatin County, Montana Prepared For Buffalo Run Bozeman, LLC January 2022 Project No. 21-0100 619 Milestone Drive ● Belgrade, Montana 59714 ● (406) 209-3960 ● E5EngineeringPLLC@gmail.com Table of Contents | i Traffic Impact Study Update – Buffalo Run October 2021 Table of Contents Executive Summary 1 Purpose of Report & Study Objectives .............. 1 Study Area ..................................................... 1 Alternate Modes of Transportation ................... 1 Pedestrians & Bicyclists .................................. 1 Transit ............................................................ 1 Proposed Development ................................... 2 Traffic Operations .......................................... 2 COVID-19 Effects on Availability of Count Data ................................ 2 Estimated Traffic Volumes ............................... 2 Existing Conditions ......................................... 2 Projected Traffic .............................................. 2 Proposed Study Area Development 3 Proposed Development Plan ............................ 3 Off-Site Roadway Improvements ...................... 5 Fowler Lane .................................................... 5 South 27th Avenue ......................................... 5 Development Horizon ...................................... 5 Transportation Elements of the Proposed Development ................................................. 7 Trip Generation ............................................... 7 Trip Distribution .............................................. 7 Traffic Assignment .......................................... 9 Pedestrians & Bicyclists ................................ 10 Transit Service .............................................. 10 Existing Conditions 10 Study Area Land Use .................................... 10 Transportation Network ................................ 10 Study Area Roadways .................................... 10 Fowler Lane ........................................ 10 Kurk Drive .......................................... 11 South 27th Avenue ............................ 11 Study Area Intersections ............................... 11 Alternative Modes of Transportation .............. 12 Traffic Volumes ............................................ 12 COVID-19 Effects on Availability of Count Data .............................. 12 Estimated Traffic Volumes ............................. 12 Fowler Lane & Blackwood Road ....... 12 South 27th Avenue & Kurk Drive ..... 12 Crash Experience ......................................... 13 Projected Traffic 13 Through Traffic Projections ........................... 13 Growth Rate Projections ................................ 13 Projected Through Traffic Volumes ................. 13 Total Traffic Projections ................................ 16 Transportation Analyses 16 Analysis Scenarios ....................................... 16 Analysis Methodologies ................................ 16 Operations .................................................... 16 ii | Table of Contents Traffic Impact Study Update – Buffalo Run October 2021 Assessment of Impacts 18 Traffic Operations ........................................ 18 Alternative Modes of Transportation .............. 18 Existing Conditions ....................................... 18 Proposed Development ................................. 18 Crash Experience ......................................... 22 Site Accessibility .......................................... 22 Compliance with Applicable Local Codes ........ 22 Conclusions & Recommendations 22 Study Area Roadways .................................... 22 Fowler Lane .................................................. 22 Kurk Drive ..................................................... 22 South 27th Avenue ....................................... 22 Study Area Intersections ............................... 23 Site Circulation ............................................ 23 Alternative Modes of Transportation .............. 23 Pedestrians & Bicyclists ................................ 23 Transit Service .............................................. 23 Improvements & Traffic Control Guidance ...... 23 References 24 Appendices Appendix A Level of Service Concepts, Analysis Methodologies, & Standards of Significance Appendix B Trip Generation Analyses Appendix C Capacity & Level of Service Analyses E-1: Estimated 2021 Existing Conditions E-2: 2026 Estimated Non-Site Traffic E-3: 2026 Estimated Total Traffic E-4: Intersection Operations Summaries List of Tables & Figures | iii Traffic Impact Study Update – Buffalo Run October 2021 List of Tables Table 1: Estimated Project Trip Generation ......................................................................................................................... 7 Table 2: Study Area Intersections Existing Characteristics .............................................................................................. 11 Table 3: Estimated Trip Generation for South 27th Avenue & Kurk Drive Intersection Volumes from Meadow Creek Subdivision ................................................................................................... 13 List of Figures Figure 1: Overall Site Plan ..................................................................................................................................................... 3 Figure 2: Site Location & Study Area .................................................................................................................................... 4 Figure 3: Currently Proposed Fowler Lane Typical Section Adjacent to Buffalo Run (Looking North Along Centerline) ................................................................................................. 5 Figure 4: Existing South 27th Avenue Corridor within Meadow Creek Subdivision ........................................................... 6 Figure 5: Primary Trip Distribution ........................................................................................................................................ 8 Figure 6: Site Traffic Assignment .......................................................................................................................................... 9 Figure 7: Estimated 2021 Existing Traffic Volumes.......................................................................................................... 14 Figure 8: Estimated 2026 Through Traffic Volumes ......................................................................................................... 15 Figure 9: Estimated 2026 Total Traffic Volumes .............................................................................................................. 17 Figure 11: Traffic Operations Summary for Estimated 2021 Existing Conditions .......................................................... 19 Figure 12: Traffic Operations Summary for Estimated 2026 Background Traffic Conditions ....................................... 20 Figure 13: Traffic Operations Summary for Estimated 2026 Total Traffic Conditions ................................................... 21 1 Traffic Impact Study Update – Buffalo Run October 2021 Executive Summary Purpose of Report & Study Objectives This report summarizes the results of a traffic impact study update conducted by E5 Engineering, PLLC for the proposed Buffalo Run development in Bozeman, Gallatin County, Montana. The objectives of the traffic study are as follows: ▪ Determine the existing vehicular, pedestrian, bicycle, and transit conditions in the study area to establish a base condition. ▪ Assess the impact that the proposed development will have on transportation conditions in the area. ▪ Determine any street, access, bicycle, and pedestrian modifications and/or improvements that will be necessary to effectively accommodate and mitigate future conditions. Study Area The proposed development is located on the site of an existing residence with an outbuilding that includes some limited agricultural use on the north half of the southwest quarter of the southwest quarter of Section 23, Township 2 South, Range 5 East, Principal Meridian of Montana (N ½ SW ¼ SW ¼ of Sec. 23, T2S, R5E, P.M.M.). The project is bounded by Fowler Lane to the west, Meadow Creek Subdivision park land to the east, agricultural land to the north, and mixed residential-agricultural land use to the south. The area offers a mixture of moderate density residential uses and agricultural lands. Vehicle volumes were estimated for the weekday morning and evening peak periods at two existing intersections in the vicinity of the site. The intersections evaluated included the following: ▪ Fowler Lane & Blackwood Road and ▪ South 27th Avenue & Kurk Drive. Alternate Modes of Transportation Pedestrians & Bicyclists Sidewalks are available for pedestrians within the study area on Kurk Drive to the east of the proposed Buffalo Run development as well as throughout the Meadow Creek Subdivision. Other than those included on the fully completed segment of South 27th Avenue between Blackwood Road and Kurk Drive, no dedicated bicycle facilities are currently included within the study area. No pedestrian or bicyclist facilities are currently provided on Fowler Lane. Transit Streamline transit service does not currently have any routes that provide direct service within the study area. 2 Traffic Impact Study Update – Buffalo Run October 2021 Proposed Development The proposed development of Buffalo Run evaluated as a part of this study is to include 180 multifamily units, 29 rowhouses, and 28 duplex units for a total of 237 proposed residential dwelling units. The development will also include a community center for use by the residents within Buffalo Run as well as their invited guests. Primary access to the development is proposed via Kurk Drive that would include an extension from the west boundary of Meadow Creek Subdivision (west of South 30th Avenue) westerly to Fowler Lane. The proposed project is estimated to generate 1,200 average weekday vehicular trips as well as 92 and 101 vehicular trips during the weekday, AM and PM peak hours at full build-out. Pedestrian and/or bicyclist related trips were also estimated at 13 and 15 trips during the weekday, AM and PM peak hours at full build-out, respectively. It is anticipated that the proposed Buffalo Run development will occur over the next five-year period with full build-out and occupancy projected by the fall of 2026. Traffic Operations COVID-19 Effects on Availability of Count Data Due to the coronavirus disease 2019 (COVID-19) pandemic, reliable counts of existing traffic volumes within the study area were not able to be obtained at the time of initial study preparation for the proposed Buffalo Run development. Estimated Traffic Volumes Traffic volume estimations for the study area intersections were developed through vehicle trip generation projections and evaluation of previous modeling. The total estimated traffic volumes for the existing intersection of Fowler Lane and Blackwood Road were developed from modeling completed as part of the Transportation Planning Study for South 27th Avenue & the Montana State University Innovation Campus prepared by Morrison-Maierle in June 2014 and the application of estimated average annual growth rate (AAGR) percentages of fourteen percent (14%) and five percent (5%) for Fowler Lane and Blackwood Road, respectively, to arrive at estimated 2021 traffic volumes. Traffic volume estimates were generated for the intersection of South 27th Avenue and Kurk Drive through trip generation projections and traffic assignment for existing and remaining residential development from Meadow Creek Subdivision within the vicinity of the intersection projected to pass through the intersection for average weekday as well as AM and PM peak hour vehicular trips. Existing Conditions Capacity and level of service (LOS) analyses were performed for existing traffic conditions based on existing traffic control and intersection geometry. The analyses of existing traffic operations found that each of the study area intersections are currently operating within acceptable levels of service (LOS C or better). No specific crash experience concerns were identified at any of the study area intersections. Projected Traffic No substandard traffic operations or other transportation related impacts were identified through the year 2026 analyses for estimated non-site or total traffic conditions with the inclusion of the proposed Buffalo Run development at any of the study area intersections. 3 Traffic Impact Study Update – Buffalo Run October 2021 Proposed Study Area Development Proposed Development Plan Buffalo Run Bozeman, LLC is proposing the Buffalo Run development that is to include 180 multifamily units, 29 rowhouses, and 28 duplex units for a total of 237 proposed residential dwelling units. The development will also include a community center for use by the residents within Buffalo Run as well as their invited guests. Primary access to the development is proposed via Kurk Drive that would include an extension from the west boundary of Meadow Creek Subdivision (west of South 30th Avenue) westerly to Fowler Lane. The proposed development is located on the site of an existing residence with an outbuilding that includes some limited agricultural use on the north half of the southwest quarter of the southwest quarter of Section 23, Township 2 South, Range 5 East, Principal Meridian of Montana (N ½ SW ¼ SW ¼ of Sec. 23, T2S, R5E, P.M.M.). The project is bounded by Fowler Lane to the west, Meadow Creek Subdivision park land to the east, agricultural land to the north, and mixed residential-agricultural land use to the south. The area offers a mixture of moderate density residential uses and agricultural lands. The proposed site plan is shown in Figure 1 below. The site location and study area are shown in Figure 2 on the following page. Figure 1: Overall Site Plan 4 Traffic Impact Study Update – Buffalo Run October 2021 Figure 2: Site Location & Study Area 5 Traffic Impact Study Update – Buffalo Run October 2021 Off-Site Roadway Improvements Fowler Lane With the development of Buffalo Run, Fowler Lane is proposed to be paved from Blackwood Road north to Stucky Road. Adjacent to the proposed development, Fowler Lane would be completed to a City of Bozeman minor arterial standard. The currently proposed street section for Fowler Lane is shown in Figure 3 below. Figure 3: Currently Proposed Fowler Lane Typical Section Adjacent to Buffalo Run (Looking North Along Centerline) South 27th Avenue The western half of South 27th Avenue between Kurk Drive and West Graf Street that is currently missing is proposed to be completed with the development of Buffalo Run. The proposed improvements would generally match a City of Bozeman collector roadway standard with consideration to the existing typical section between Kurk Drive and Blackwood Road installed with the Meadow Creek Subdivision development. The existing fully built section includes a single travel lane in each direction, northbound and southbound, separated by a raised median. Left turn lanes are included at primary intersections. The existing fully built section and the area where the western portion is proposed to be completed can be seen in Figure 4 on the following page. Development Horizon It is anticipated that the proposed Buffalo Run development will occur over the next five-year period with full build-out and occupancy projected by the fall of 2026. 6 Traffic Impact Study Update – Buffalo Run October 2021 Figure 4: Existing South 27th Avenue Corridor within Meadow Creek Subdivision 7 Traffic Impact Study Update – Buffalo Run October 2021 Transportation Elements of the Proposed Development Trip Generation Estimated trip generation for the proposed development was derived utilizing rates published by the Institute of Transportation Engineers (ITE) in the Trip Generation Manual, 11th Edition. The rates were based on multifamily housing (low- and mid-rise) land uses with a general urban/suburban setting or location and the proposed number of dwelling units as the independent variables. Based on the ITE trip generation rates, the proposed project is estimated to generate 1,200 average weekday vehicular trips as well as 92 and 101 vehicular trips during the weekday, AM and PM peak hours at full build-out. Pedestrian and/or bicyclist related trips were also estimated at 13 and 15 trips during the weekday, AM and PM peak hours at full build-out, respectively. The estimated project trip generation for the proposed development is presented in Table 1 below and is provided in Appendix B. Table 1: Estimated Project Trip Generation Average Weekday Trip Ends Weekday, AM Peak Hour Trip Ends Weekday, PM Peak Hour Trip Ends Land Use ITE Code Quantity Enter Exit Total Enter Exit Total Enter Exit Total Duplexes 220 28 DU Multifamily Housing (Low-Rise) Total Estimated Vehicle Trip Ends 95 95 190 3 9 12 9 6 15 Total Estimated Walk and/or Bike Trip Ends 0 1 1 1 0 1 Rowhouses 220 29 DU Multifamily Housing (Low-Rise) Total Estimated Vehicle Trip Ends 98 98 196 3 9 12 9 6 15 Total Estimated Walk and/or Bike Trip Ends 0 1 1 1 0 1 Apartments 221 180 DU Multifamily Housing (Mid-Rise) Total Estimated Vehicle Trip Ends 407 407 814 16 52 68 43 28 71 Total Estimated Walk and/or Bike Trip Ends 3 8 11 7 6 13 Total Units = 237 DU Total Estimated Vehicle Trip Ends = 600 600 1,200 22 70 92 61 40 101 Total Estimated Walk and/or Bike Trip Ends = 3 10 13 9 6 15 DU = Dwelling Units Trip Distribution Trip distribution is the process of identifying the probable traffic routes that development related traffic will utilize based on likely trip origins and destinations given the characteristics of the proposed development and the surrounding area. 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 that bases the trip distribution on existing travel patterns in the area, and the O-D method that considers likely trip origins and destinations. 8 Traffic Impact Study Update – Buffalo Run October 2021 The primary trip distribution was developed based on the proposed site layout in consideration of proposed buildings, accesses to the local street network, parking areas, and likely trip origins and destinations. Figure 5 below shows the estimated primary trip distribution with the development proposal for Buffalo Run. Each building was evaluated individually for proposed trip origins and destinations outside of the immediate study area (listed below), resulting in the indicated trip distribution. ▪ Stucky Road – West of Fowler Lane (To/From the West) | 17% ▪ South 19th Avenue – North of Stucky Road (To/From the North) | 70% ▪ South 19th Avenue – South of Goldenstein Lane (To/From the South) | 3% ▪ Fowler Lane – South of Buffalo Run (To/From the South) | 10% Utilization of Fowler Lane provides a more direct route with less friction points, fewer traffic signals and stop- controlled intersections, fewer required turning movements, and opportunity for increased travel speeds. It provides direct access to Stucky Road, which links to the other major collector and arterial roadways in the area without having to travel through Meadow Creek Subdivision. Utilization of Kurk Drive may be more direct for non-motorized users, but more restrictive for motorized users. Figure 5: Primary Trip Distribution 9 Traffic Impact Study Update – Buffalo Run October 2021 Traffic Assignment The assignment of development traffic provides the information necessary to determine the level of site 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 within the study area is shown in Figure 6 below. Figure 6: Site Traffic Assignment 10 Traffic Impact Study Update – Buffalo Run October 2021 Pedestrians & Bicyclists Sidewalk connections are proposed within the proposed Buffalo Run development and on the adjacent roadway network that would provide connectivity among the residential units as well as the community center. A shared-use pathway is proposed within the development as well along with an included segment on the east side of Fowler Lane adjacent to the site. Provisions for bicycle parking are included in accordance with City of Bozeman regulations. The incorporated pedestrian and bicyclist facilities would link to existing available features within the Meadow Creek Subdivision development to the east. The proposed pedestrian and bicyclist facilities can roughly be seen in Figure 1 on page 3. Transit Service As transit is not currently available nor is service to the immediate area proposed in the future within the development timeframe of Buffalo Run no specific improvements are proposed with the project. Existing Conditions Study Area Land Use Currently, the site of the proposed Buffalo Run development is the site of an existing residence with an outbuilding that includes some limited agricultural use on the north half of the southwest quarter of the southwest quarter of Section 23, Township 2 South, Range 5 East, Principal Meridian of Montana (N ½ SW ¼ SW ¼ of Sec. 23, T2S, R5E, P.M.M.). The project is bounded by Fowler Lane to the west, Meadow Creek Subdivision park land to the east, agricultural land to the north, and mixed residential-agricultural land use to the south. The area offers a mixture of moderate density residential uses and agricultural lands. Transportation Network Some of the key characteristics of the existing roadways and intersections within the study area are listed in the sections that follow and are provided in Table 2 on page 11. All roadways are under the jurisdiction of the City of Bozeman except Fowler Lane, which is jointly under City of Bozeman and Gallatin County jurisdiction. Study Area Roadways Fowler Lane Fowler Lane is functionally classified as a minor arterial by the Bozeman Transportation Master Plan (BTMP) prepared by Robert Peccia & Associates and Alta Planning + Design dated April 25, 2017. Within the vicinity of the proposed Buffalo Run development, the roadway provides a link between South 19th Avenue to the south where it intersects with Hyalite Canyon Road and Stucky Road to the north where it currently ends in a T-intersection. The BTMP does identify a future extension of Fowler Lane north to West Garfield Street. Within the study area, Fowler Lane is a currently a two-lane, gravel roadway with a surface width of approximately 24-feet. The posted speed limit on the roadway is thirty-five miles per hour (35 mph). 11 Traffic Impact Study Update – Buffalo Run October 2021 Kurk Drive Kurk Drive as an east-west local residential street within Meadow Creek Subdivision from its western terminus at Ainsworth Park (the western boundary of the subdivision) east to its intersection with Lance Drive. It has a top-back of curb to top-back of curb width of approximately 35-feet. This allows for single travel lanes in each direction with available space for on-street parallel parking on both sides of the roadway. A five-foot wide boulevard sidewalk is included on the south side of the roadway from the western end of the roadway to South 27th Avenue. Boulevard sidewalk is provided on both sides of the roadway east of South 27th Avenue for approximately 740-feet. The speed limit on Kurk Drive is 25 mph by statute. South 27th Avenue The BTMP classifies South 27th Avenue as a collector roadway, serving as a north-south primary route within the vicinity of the proposed Buffalo Run. It is presently constructed within Meadow Creek Subdivision from Blackwood Road to the south and northerly to West Graf Street. Recently, South 27th Avenue has also been extended north of West Graf Street to Cielo Way within the Gran Cielo Subdivision development. The full collector roadway section of South 27th Avenue was installed between Blackwood Road and Kurk Drive with a top-back of curb to top-back of curb width of approximately 62-feet. The roadway includes single travel lanes in each direction along with dedicated bike lanes in each direction separated by a raised median. The speed limit is 25 mph by statute. Turn lanes are provided at key primary intersections. Only the east half of the roadway was installed with the Meadow Creek Subdivision development from Kurk Drive north to West Graf Street. Boulevard sidewalks are installed on both sides of the roadway between Blackwood Road and Kurk Drive, and they are also included on the east half completed section from Kurk Drive to West Graf Street. Study Area Intersections The existing intersections evaluated as a part of this study and their current traffic control plus configurations are summarized in Table 2 below. Table 2: Study Area Intersections Existing Characteristics Intersection Traffic Control Approach Lane Configuration Bike Lane Pedestrian Accommodations ID Roadways Crossing Marked Crosswalk 1 Fowler Lane & Blackwood Road 1-Way (EB) EB NB SB 3 South 27th Avenue & Kurk Drive All Way EB ✓ WB ✓ NB SB 12 Traffic Impact Study Update – Buffalo Run October 2021 Alternative Modes of Transportation As noted in the descriptions of the study area roadways and intersections, sidewalks are available for pedestrians within the study area on Kurk Drive to the east of the proposed Buffalo Run as well as throughout the Meadow Creek Subdivision development. Other than those included on the fully completed segment of South 27th Avenue between Blackwood Road and Kurk Drive, no dedicated bicycle facilities are currently included within the study area. No pedestrian or bicyclist facilities are currently provided on Fowler Lane. Streamline transit service does not currently have any routes that provide direct service within the study area. Traffic Volumes COVID-19 Effects on Availability of Count Data Due to the coronavirus disease 2019 (COVID-19) pandemic, reliable counts of existing traffic volumes within the study area were not able to be obtained at the time of initial study preparation for the proposed Buffalo Run development. Estimated Traffic Volumes Traffic volume estimations for the study area intersections were developed through vehicle trip generation projections and evaluation of previous modeling. The total estimated traffic volumes for the existing study area intersections are summarized in Figure 7 on page 14. The two existing intersections included as a part of this traffic impact study update utilized the following methodology for estimating existing traffic volumes: Fowler Lane & Blackwood Road Estimated traffic volumes were developed from modeling completed as part of the Transportation Planning Study for South 27th Avenue & the Montana State University Innovation Campus prepared by Morrison-Maierle in June 2014. Modeled volumes were derived through historic data from previous transportation master plans and the application of estimated average annual growth rate (AAGR) percentages of fourteen percent (14%) and five percent (5%) for Fowler Lane and Blackwood Road, respectively, to arrive at estimated 2021 traffic volumes. South 27th Avenue & Kurk Drive Traffic volume estimates were generated for the intersection of South 27th Avenue and Kurk Drive through trip generation projections and traffic assignment for existing and remaining residential development from Meadow Creek Subdivision within the vicinity of the intersection projected to pass through the intersection for average weekday vehicular trips. Estimated trip generation for the existing and residential development was based on the following lots within the subdivision: ▪ Block 9 | Lots 13 and 22-33 ▪ Block 10 | Lots 1-6, 7B, 8B, 9B, 10B-1, 11A-1, and 12-26 ▪ Block 11 | Lots 1-16 ▪ Block 12 | Lots 1-14 ▪ Block 14 | Lots 1-22 The estimated trip generation for the above lots was developed using the ITE Trip Generation Manual, 11th Edition using Land Use Code 210 – Single-Family Detached Housing and Land Use Code 220 – Multifamily Housing (Low- Rise) with a general urban/suburban setting or location and the number of dwelling units as the independent variables. The total estimated trip generation for the above lots within Meadow Creek Subdivision is summarized in Table 3 on the following page and is included in Appendix B. 13 Traffic Impact Study Update – Buffalo Run October 2021 Table 3: Estimated Trip Generation for South 27th Avenue & Kurk Drive Intersection Volumes from Meadow Creek Subdivision Average Weekday Trip Ends Weekday, AM Peak Hour Trip Ends Weekday, PM Peak Hour Trip Ends Land Use ITE Code Quantity Enter Exit Total Enter Exit Total Enter Exit Total Single-Family Detached Housing 210 106 DU Total Estimated Vehicle Trip Ends 533 533 1,066 21 58 79 66 39 105 Total Estimated Walk and/or Bike Trip Ends 2 2 4 4 4 8 Residential Condominium / Townhouse 220 3 DU Multifamily Housing (Low-Rise) Total Estimated Vehicle Trip Ends 11 11 22 0 2 2 1 1 2 Total Estimated Walk and/or Bike Trip Ends 0 1 1 1 0 1 Total Units = 109 DU Total Estimated Vehicle Trip Ends = 544 544 1,088 21 60 81 67 40 107 Total Estimated Walk and/or Bike Trip Ends = 2 3 5 5 4 9 DU = Dwelling Units Crash Experience Traffic safety conditions in the study area were documented by reviewing the crash history of the study area intersections using data provided from the MDT crash database. Public crash information for the period 2015 through 2019, the latest five years available, were reviewed. MDT reported one crash within the study area occurring at or near intersections over the five-year period. This one crash was near the intersection of Fowler Lane and Blackwood Road at night in August 2018. Limited data is available through the public crash information provided by MDT. Additional crash information such as type; weather, roadway, and lighting conditions; number of vehicles, pedestrian, or bicyclist involvement; age and gender of drivers; and other potentially contributing conditions can be obtained through a review of the specific crash reports. Projected Traffic Through Traffic Projections Growth Rate Projections Estimated traffic volumes for the 2026 analysis year due to growth within the study area were forecast by applying AAGR percentages to estimated existing 2021 traffic volumes. An assumed AAGR value of 14.00% was applied to through movements on Fowler Lane at its intersection with Blackwood Road. Turning movements from and onto Blackwood Road at that intersection utilized an assumed AAGR of 5.00%. No growth is anticipated for the intersection of South 27th Avenue and Kurk Drive without additional development in the area. Projected Through Traffic Volumes Estimated 2026 through traffic (background) volumes from growth rate projections within the study area are shown in Figure 8 on page 15. 14 Traffic Impact Study Update – Buffalo Run October 2021 Figure 7: Estimated 2021 Existing Traffic Volumes 15 Traffic Impact Study Update – Buffalo Run October 2021 Figure 8: Estimated 2026 Through Traffic Volumes 16 Traffic Impact Study Update – Buffalo Run October 2021 Total Traffic Projections Estimated 2026 total traffic volumes include the combination of projected non-site traffic with forecast volumes for the proposed Buffalo Run development, which are provided in Figure 9 on the following page. Transportation Analyses Analysis Scenarios To identify significant project impacts, the following scenarios for study area intersections were evaluated: ▪ Estimated Existing Conditions (2021) Consists of an operational analysis of year 2021 counts estimated as part of this study. ▪ No Build Scenario – Estimated 2026 Through Traffic Volumes Consists of projected, non-site through traffic volumes resulting from growth outside as well as within the study area. ▪ Full Buildout Scenario – Estimated 2026 Total Traffic Volumes Consists of estimated 2026 through traffic volumes in combination with forecast traffic from the proposed Buffalo Run development. Analysis Methodologies Operations The intersection analyses employ methodologies based on empirical research conducted by the Transportation Research Board (TRB) and other authorities, utilizing level of service (LOS) as the performance measure 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, representing the most to least favorable. LOS for intersections is determined by control delay, which 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. LOS characteristics based on varying durations of average vehicle delay as listed in the Highway Capacity Manual, 6th Edition | A Guide for Multimodal Mobility Analysis (HCM) published by the TRB are summarized in Appendix A. The methodology used to determine the level of service for unsignalized intersections is based on Chapter 20 of the HCM for two-way stop controlled (TWSC) and Chapter 21 for all way stop controlled (AWSC) intersections. The LOS criteria are applicable for both two-way and all-way stop-controlled intersections. The TWSC analyses were performed using HCS TWSC Version 7.9 developed and maintained by the McTrans Center at the University of Florida. 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 minor street approach(es) is/are reported. LOS is not defined by the HCM for the intersection because major street traffic volumes and operations may skew the results of the LOS analyses. 17 Traffic Impact Study Update – Buffalo Run October 2021 Figure 9: Estimated 2026 Total Traffic Volumes 18 Traffic Impact Study Update – Buffalo Run October 2021 The AWSC analyses were performed using HCS AWSC Version 7.9 that is also developed and maintained by the McTrans Center. The HCM methodology for evaluating AWSC intersections is based on traffic conditions on each of the approaches to the intersection as well as driver perception and consensus. Average control delay and LOS for each approach and the whole intersection are reported. Study Scenario Analyses Intersection capacity and LOS analyses for the study scenarios were performed using the existing geometry and traffic control at each of the study area intersections except for Kurk Drive and its intersections with Fowler Lane and South 27th Avenue. Fowler Lane and its intersection with Kurk Drive would be a new intersection evaluated as a two-way stop- controlled intersection with single lane approaches, having stop control on the westbound Kurk Drive approach. The analyses for estimated 2026 total traffic conditions at the intersection of South 27th Avenue and Kurk Drive incorporate the improvements proposed with the Buffalo Run Development while maintaining all way stop control. The analyses are summarized in the following figures and detailed results are included in Appendix C. ▪ Figure 10: Traffic Operations Summary for Estimated 2021 Existing Conditions – Page 19 ▪ Figure 11: Traffic Operations Summary for Estimated 2026 Background Traffic Conditions – Page 20 ▪ Figure 12: Traffic Operations Summary for Estimated 2026 Total Traffic Conditions – Page 21 Assessment of Impacts Traffic Operations Each of the study area intersections are currently operating within acceptable levels of service and are projected to continue to do so. No additional mitigation measures at any of the included study area intersections are necessary to accommodate projected traffic contributions from the proposed Buffalo Run development based on the analyses performed as a part of this traffic impact study update. Alternative Modes of Transportation Existing Conditions Previous sections noted sidewalks are available for pedestrians within the study area on Kurk Drive to the east of the proposed Buffalo Run as well as throughout the Meadow Creek Subdivision development. Other than those included on the fully completed segment of South 27th Avenue between Blackwood Road and Kurk Drive, no dedicated bicycle facilities are currently included within the study area. No pedestrian or bicyclist facilities are currently provided on Fowler Lane. Streamline transit service does not currently have any routes that provide direct service within the study area. Proposed Development Sidewalk connections are proposed within the proposed Buffalo Run development. The sidewalks proposed with the project would provide connections to the adjacent roadways. As transit is not currently available nor is service to the immediate area proposed in the future within the development timeframe of Buffalo Run no specific improvements are proposed with the project. 19 Traffic Impact Study Update – Buffalo Run October 2021 Figure 10: Traffic Operations Summary for Estimated 2021 Existing Conditions 20 Traffic Impact Study Update – Buffalo Run October 2021 Figure 11: Traffic Operations Summary for Estimated 2026 Background Traffic Conditions 21 Traffic Impact Study Update – Buffalo Run October 2021 Figure 12: Traffic Operations Summary for Estimated 2026 Total Traffic Conditions 22 Traffic Impact Study Update – Buffalo Run October 2021 Crash Experience From data provided in the MDT crash database, no significant crash trends were identified at any of the study area intersections Further review of the data from the specific crash reports may provide insight for additional crash information such as type; weather, roadway, and lighting conditions; number of vehicles, pedestrian, or bicyclist involvement; age and gender of drivers; and other potentially contributing conditions. Site Accessibility As shown in the traffic operations analyses, the proposed extension of Kurk Drive to Fowler Lane included with the proposed Buffalo Run development is projected to function with acceptable capacity and within reasonable levels of service. Additionally, forecast average weekday traffic volumes on Kurk Drive are within City of Bozeman guidelines for local streets. Compliance with Applicable Local Codes The proposed Buffalo Run development improvements should be installed in accordance with City of Bozeman and Gallatin County requirements, as applicable. Conclusions & Recommendations Analysis of trip generation estimates, traffic operations, and considerations for alternative modes of transportation reveal that the proposed Buffalo Run development will have minimal impact on the area traffic operations. As with any development, there will be an increase in traffic volumes with the buildout of the proposed Buffalo Run. Residents in Meadow Creek Subdivision are likely to note an increase in traffic volumes on Kurk Drive that can be managed with existing intersection traffic control in-place along the corridor. Based on the analyses included herein, the following are recommended as appropriate: Study Area Roadways Fowler Lane With the development of Buffalo Run, Fowler Lane is proposed to be paved from Blackwood Road north to Stucky Road. Adjacent to the proposed development, Fowler Lane would be completed to a City of Bozeman minor arterial standard. The currently proposed street section for Fowler Lane is shown in Figure 3 on page 5. Kurk Drive Kurk Drive is proposed to be extended from its current western terminus adjacent to Ainsworth Park to Fowler Lane with the proposed Buffalo Run project. Within the proposed development, Kurk Drive would be completed to a City of Bozeman local street standard. South 27th Avenue The western half of South 27th Avenue between Kurk Drive and West Graf Street that is currently missing is proposed to be completed with the development of Buffalo Run. The proposed improvements would generally match a City of Bozeman collector roadway standard with consideration to the existing typical section between Kurk Drive and Blackwood Road installed with the Meadow Creek Subdivision development. 23 Traffic Impact Study Update – Buffalo Run October 2021 Study Area Intersections No substandard traffic operations or other transportation related impacts were identified through the year 2026 analyses for estimated non-site or total traffic conditions at any of the study area intersections. Site Circulation ▪ Internal roadways should be designed for the appropriate vehicles that may access the facility, including emergency and solid waste vehicles as well as buses, as necessary. ▪ Adequate sight distance must be preserved at driveways, internal intersections, and crosswalks for driver, pedestrian, and bicyclist safety in accordance with City of Bozeman and AASHTO standards. ▪ Stop control is recommended for site accesses to Kurk Drive as well as on the northbound approaches of the two north-south roadways within the proposed Buffalo Run development. Alternative Modes of Transportation Pedestrians & Bicyclists The proposed sidewalk and pathway connections within the proposed Buffalo Run development will allow for circulation within the development, ties to the existing network within Meadow Creek Subdivision, and provide initial improvements for future non-motorized use on Fowler Lane. Transit Service No specific additional improvements for transit service features are proposed within the Buffalo Run development. Improvements & Traffic Control Guidance Included recommendations for mitigation and the proposed Buffalo Run development improvements should be installed in accordance with City of Bozeman requirements, the most current editions of the Montana Public Works Standard Specifications, Gallatin County transportation standards, and the Manual on Uniform Traffic Control Devices. 24 Traffic Impact Study Update – Buffalo Run October 2021 References 1. American Association of State Highway and Transportation Officials. (2018). A Policy on Geometric Design of Highways and Streets, 2018 7th Edition – 2nd Printing. Washington, DC. 2. City of Bozeman. (September 20, 2021). Bozeman Unified Development Code. Bozeman, MT. 3. City of Bozeman. (March 13, 2020). Design Standards and Specifications Policy. Bozeman, MT. 4. City of Bozeman. (August 1, 2017). City of Bozeman Modifications to Montana Public Works Standard Specifications Sixth Edition. Bozeman, MT. 5. Institute of Transportation Engineers. (2005). Transportation Impact Analyses for Site Development: An ITE Proposed Recommended Practice. Washington, DC. 6. Institute of Transportation Engineers. (September 2017). Trip Generation Handbook, 3rd Edition. Washington, DC. 7. Institute of Transportation Engineers. (September 2021). Trip Generation Manual, 11th Edition. Washington, DC. 8. Morrison-Maierle. (July 2020). Traffic Impact Study: Buffalo Run. Bozeman, MT. 9. Morrison-Maierle. (June 2014). Transportation Planning Study: South 27th Avenue and the Montana State University Innovation Campus. Bozeman, MT. 10. Robert Peccia & Associates. (April 25, 2017). Bozeman Transportation Master Plan. Bozeman, MT. 11. Transportation Research Board. (2016). Highway Capacity Manual, 6th Edition | A Guide for Multimodal Mobility Analysis. Washington, DC: The National Academies of Sciences · Engineering · Medicine. 12. United States Department of Justice – Civil Rights Division. (September 15, 2010). 2010 ADA Standards for Accessible Design. Washington, DC. Appendix A Level of Service Concepts, Analysis Methodologies, & Standards of Significance Appendix A: Level of Service Concepts, Analysis Methodologies, & Standards of Significance | A-1 Traffic Impact Study Update – Buffalo Run October 2021 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 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 A Little or no delay 10.0 – 15.0 seconds B Short traffic delay 15.0 – 25.0 seconds C Average traffic delay 25.0 – 35.0 seconds D Long traffic delays 35.0 – 50.0 seconds E Very long traffic delays > 50.0 seconds 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) Figure A-1: Control Delay and Flow Rate Source: Highway Capacity Manual 2000, Page 17-24 (Transportation Research Board, 2000) Appendix B Trip Generation Analyses ITE Land Use Code Quantity 1Units Enter Exit Total Enter Exit Total Enter Exit Total Duplexes | Multifamily Housing (Low-Rise)220 28 DU Total Estimated Vehicle Trip Ends 95 95 190 3 9 12 9 6 15 Total Estimated Walk and/or Bike Trip Ends 0 1 1 1 0 1 Rowhouses | Multifamily Housing (Low-Rise)220 29 DU Total Estimated Vehicle Trip Ends 98 98 196 3 9 12 9 6 15 Total Estimated Walk and/or Bike Transit Trip Ends 0 1 1 1 0 1 Apartments | Multifamily Housing (Mid-Rise)221 180 DU Total Estimated Vehicle Trip Ends 407 407 814 16 52 68 43 28 71 Total Estimated Walk and/or Bike Trip Ends 3 8 11 7 6 13 Total Residential =237 DU Total Estimated Vehicle Trip Ends =600 600 1,200 22 70 92 61 40 101 Total Estimated Walk, Bike, & Transit Trip Ends =3 10 13 9 6 15 1Units: DU = Dwelling Units ITE Land Use Code 220: Multifamily Housing (Low-Rise)| Setting/Location = General Urban/Suburban Trip Ends Analysis Case Estimated Vehicle Trip Ends On a Weekday 50%Entering 50%Exiting Estimated Vehicle Trip Ends On a Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 7:00 and 9:00 a.m. 24%Entering 76%Exiting Estimated Vehicle Trip Ends On a Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4:00 and 6:00 p.m. 63%Entering 37%Exiting Estimated Walk, Bike, & Transit Trip Ends On a Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 7:00 and 9:00 a.m. 43%Entering 57%Exiting Estimated Walk, Bike, & Transit Trip Ends On a Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4:00 and 6:00 p.m. 50%Entering 50%Exiting ITE Land Use Code 221: Multifamily Housing (Mid-Rise)| Setting/Location = General Urban/Suburban Trip Ends Analysis Case Estimated Vehicle Trip Ends On a Weekday 50%Entering 50%Exiting Estimated Vehicle Trip Ends On a Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 7:00 and 9:00 a.m. 23%Entering 77%Exiting Estimated Vehicle Trip Ends On a Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4:00 and 6:00 p.m. 61%Entering 39%Exiting Estimated Walk, Bike, & Transit Trip Ends On a Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 7:00 and 9:00 a.m. 27%Entering 73%Exiting Estimated Walk, Bike, & Transit Trip Ends On a Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4:00 and 6:00 p.m. 55%Entering 45%Exiting Source: Institute of Transportation Engineers - Trip Generation Manual, 11th Edition (2021). Estimated Weekday Trip Ends Estimated Weekday, AM Peak Hour Trip Ends Estimated Weekday, PM Peak Hour Trip Ends Estimated Trip Generation Summary Buffalo Run Estimated Trip Ends Analysis Equation Directional Distribution R2 Value T = 6.74(X) T = Estimated Vehicle Trip Ends X = Dwelling Units N/A Average Rate Utilized T = 0.40(X) T = Estimated Vehicle Trip Ends X = Dwelling Units N/A Average Rate Utilized T = 0.51(X) T = Estimated Vehicle Trip Ends X = Dwelling Units N/A Average Rate Utilized T = 0.03(X) T = Estimated Walk, Bike, & Transit Trip Ends X = Dwelling Units N/A Average Rate Utilized T = 0.03(X) T = Estimated Walk, Bike, & Transit Trip Ends X = Dwelling Units N/A Average Rate Utilized Estimated Trip Ends Analysis Equation Directional Distribution R2 Value T = 0.06X T = Estimated Walk, Bike, & Transit Trip Ends X = Dwelling Units N/A Average Rate Utilized T = 0.07X T = Estimated Walk, Bike, & Transit Trip Ends X = Dwelling Units N/A Average Rate Utilized T = 4.77(X) - 46.46 T = Estimated Vehicle Trip Ends X = Dwelling Units 0.93 T = 0.44(X) - 11.61 T = Estimated Vehicle Trip Ends X = Dwelling Units 0.91 T = 0.39(X) + 0.34 T = Estimated Vehicle Trip Ends X = Dwelling Units 0.91 F:\E5 Engineering PLLC\Projects\21-0100 - Buffalo Run TIS\Traffic Forecasting\Estimated-Trip-Gen_Buffalo-Run Page 1 of 1 ITE Land Use Code Quantity 1Units Enter Exit Total Enter Exit Total Enter Exit Total Single-Family Detached Housing 210 106 DU Total Estimated Vehicle Trip Ends 533 533 1,066 21 58 79 66 39 105 Total Estimated Walk, Bike, & Transit Trip Ends 2 2 4 4 4 8 Residential Condominium / Townhouse Multifamily Housing (Low-Rise)220 3 DU Total Estimated Vehicle Trip Ends 11 11 22 0 2 2 1 1 2 Total Estimated Walk, Bike, & Transit Trip Ends 0 1 1 1 0 1 Total Residential =109 DU Total Estimated Vehicle Trip Ends =544 544 1,088 21 60 81 67 40 107 Total Estimated Walk, Bike, & Transit Trip Ends =2 3 5 5 4 9 1Units: DU = Dwelling Units ITE Land Use Code 210: Single-Family Detached Housing| Setting/Location = General Urban/Suburban Trip Ends Analysis Case Estimated Vehicle Trip Ends On a Weekday 50%Entering 50%Exiting Estimated Vehicle Trip Ends On a Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 7:00 and 9:00 a.m. 26%Entering 74%Exiting Estimated Vehicle Trip Ends On a Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4:00 and 6:00 p.m. 63%Entering 37%Exiting Estimated Walk, Bike, & Transit Trip Ends On a Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 7:00 and 9:00 a.m. 43%Entering 57%Exiting Estimated Walk, Bike, & Transit Trip Ends On a Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4:00 and 6:00 p.m. 50%Entering 50%Exiting ITE Land Use Code 220: Multifamily Housing (Low-Rise)| Setting/Location = General Urban/Suburban Trip Ends Analysis Case Estimated Vehicle Trip Ends On a Weekday 50%Entering 50%Exiting Estimated Vehicle Trip Ends On a Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 7:00 and 9:00 a.m. 24%Entering 76%Exiting Estimated Vehicle Trip Ends On a Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4:00 and 6:00 p.m. 63%Entering 37%Exiting Estimated Walk, Bike, & Transit Trip Ends On a Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 7:00 and 9:00 a.m. 43%Entering 57%Exiting Estimated Walk, Bike, & Transit Trip Ends On a Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4:00 and 6:00 p.m. 50%Entering 50%Exiting Source: Institute of Transportation Engineers - Trip Generation Manual, 11th Edition (2021). Estimated Weekday Trip Ends Estimated Weekday, AM Peak Hour Trip Ends Estimated Weekday, PM Peak Hour Trip Ends Estimated Trip Generation Summary Meadow Creek Subdivision | Kurk Drive & South 27th Avenue Intersection (Contributing Lots) Assumed Directional Distribution T = 0.03X T = Estimated Walk, Bike, & Transit Trip Ends X = Dwelling Units N/A Assumed Rate Utilized Assumed Directional Distribution Ln(T) = 0.91 Ln(X) + 0.12 T = Estimated Vehicle Trip Ends X = Dwelling Units 0.90 Ln(T) = 0.94 Ln(X) + 0.27 T = Estimated Vehicle Trip Ends X = Dwelling Units 0.92 T = 0.03X T = Estimated Walk, Bike, & Transit Trip Ends X = Dwelling Units N/A Assumed Rate Utilized Assumed Trip Generation Rate Formula Assumed Trip Generation Rate Formula Estimated Trip Ends Analysis Equation R2 ValueDirectional Distribution Ln(T) = 0.92 Ln(X) + 2.68 T = Estimated Vehicle Trip Ends X = Dwelling Units 0.95 Estimated Trip Ends Analysis Equation Directional Distribution R2 Value T = 6.74(X) T = Estimated Vehicle Trip Ends X = Dwelling Units N/A Average Rate Utilized T = 0.03X T = Estimated Walk, Bike, & Transit Trip Ends X = Dwelling Units N/A Average Rate Utilized T = 0.40(X) T = Estimated Vehicle Trip Ends X = Dwelling Units N/A Average Rate Utilized T = 0.51(X) T = Estimated Vehicle Trip Ends X = Dwelling Units N/A Average Rate Utilized T = 0.03X T = Estimated Walk, Bike, & Transit Trip Ends X = Dwelling Units N/A Average Rate Utilized F:\E5 Engineering PLLC\Projects\21-0100 - Buffalo Run TIS\Traffic Forecasting\Estimated-Trip-Gen_Meadow-Creek Page 1 of 1 Appendix C Capacity & Level-of-Service (LOS) Analyses Capacity & Level-of-Service (LOS) Analyses IN THIS SECTION: Estimated 2021 Existing Conditions Appendix E E-1 HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Fowler & Blackwood Agency/Co.E5 Engineering, PLLC Jurisdiction Gallatin County Date Performed 10/3/2021 East/West Street Blackwood Road Analysis Year 2021 North/South Street Fowler Lane Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Buffalo Run | Estimated Existing 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 1 0 0 0 0 0 0 1 0 0 0 1 0 Configuration LR LT TR Volume (veh/h)14 4 6 29 15 9 Percent Heavy Vehicles (%)5 5 5 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.45 6.25 4.15 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.55 3.35 2.25 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)23 8 Capacity, c (veh/h)941 1564 v/c Ratio 0.02 0.00 95% Queue Length, Q₉₅ (veh)0.1 0.0 Control Delay (s/veh)8.9 7.3 Level of Service (LOS)A A Approach Delay (s/veh)8.9 1.3 Approach LOS A Copyright © 2021 University of Florida. All Rights Reserved.HCS™TWSC Version 7.9.5 Generated: 10/3/2021 9:42:31 PMFowler-Ln+Blackwood-Rd_AM_2021-Ex.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Fowler & Blackwood Agency/Co.E5 Engineering, PLLC Jurisdiction Gallatin County Date Performed 10/3/2021 East/West Street Blackwood Road Analysis Year 2021 North/South Street Fowler Lane Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Buffalo Run | Estimated Existing 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 1 0 0 0 0 0 0 1 0 0 0 1 0 Configuration LR LT TR Volume (veh/h)11 6 4 15 22 11 Percent Heavy Vehicles (%)5 5 5 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.45 6.25 4.15 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.55 3.35 2.25 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)21 5 Capacity, c (veh/h)965 1549 v/c Ratio 0.02 0.00 95% Queue Length, Q₉₅ (veh)0.1 0.0 Control Delay (s/veh)8.8 7.3 Level of Service (LOS)A A Approach Delay (s/veh)8.8 1.6 Approach LOS A Copyright © 2021 University of Florida. All Rights Reserved.HCS™TWSC Version 7.9.5 Generated: 10/3/2021 9:45:19 PMFowler-Ln+Blackwood-Rd_PM_2021-Ex.xtw HCS7 All-Way Stop Control Report General Information Site Information Analyst T. Eastwood Intersection S 27th & Kurk Agency/Co.E5 Engineering, PLLC Jurisdiction City of Bozeman Date Performed 10/3/2021 East/West Street Kurk Drive Analysis Year 2021 North/South Street South 27th Avenue Analysis Time Period (hrs)0.25 Peak Hour Factor 0.80 Time Analyzed Weekday, AM Peak Hour Project Description Buffalo Run | Estimated Existing Conditions Lanes Vehicle Volume and Adjustments Approach Eastbound Westbound Northbound Southbound Movement L T R L T R L T R L T R Volume 29 7 0 2 2 2 0 16 3 1 7 8 % Thrus in Shared Lane Lane L1 L2 L3 L1 L2 L3 L1 L2 L3 L1 L2 L3 Configuration LTR LTR L TR LTR Flow Rate, v (veh/h)45 8 0 24 20 Percent Heavy Vehicles 3 3 0 3 3 Departure Headway and Service Time Initial Departure Headway, hd (s)3.20 3.20 3.20 3.20 3.20 Initial Degree of Utilization, x 0.040 0.007 0.000 0.021 0.018 Final Departure Headway, hd (s)4.22 3.96 5.13 4.57 3.91 Final Degree of Utilization, x 0.053 0.008 0.000 0.030 0.022 Move-Up Time, m (s)2.0 2.0 2.3 2.3 2.0 Service Time, ts (s)2.22 1.96 2.83 2.27 1.91 Capacity, Delay and Level of Service Flow Rate, v (veh/h)45 8 0 24 20 Capacity 853 909 0 788 922 95% Queue Length, Q₉₅ (veh)0.2 0.0 0.0 0.1 0.1 Control Delay (s/veh)7.5 7.0 7.8 7.4 7.0 Level of Service, LOS A A A A Approach Delay (s/veh)7.5 7.0 7.4 7.0 Approach LOS A A A A Intersection Delay, s/veh | LOS 7.3 A Copyright © 2021 University of Florida. All Rights Reserved.HCS™AWSC Version 7.9.5 Generated: 10/3/2021 11:35:46 PMS-27th-Ave+Kurk-Dr_AM_2021-Ex.xaw HCS7 All-Way Stop Control Report General Information Site Information Analyst T. Eastwood Intersection S 27th & Kurk Agency/Co.E5 Engineering, PLLC Jurisdiction City of Bozeman Date Performed 10/3/2021 East/West Street Kurk Drive Analysis Year 2021 North/South Street South 27th Avenue Analysis Time Period (hrs)0.25 Peak Hour Factor 0.80 Time Analyzed Weekday, PM Peak Hour Project Description Buffalo Run | Estimated Existing Conditions Lanes Vehicle Volume and Adjustments Approach Eastbound Westbound Northbound Southbound Movement L T R L T R L T R L T R Volume 19 5 0 5 7 1 0 11 2 2 24 27 % Thrus in Shared Lane Lane L1 L2 L3 L1 L2 L3 L1 L2 L3 L1 L2 L3 Configuration LTR LTR L TR LTR Flow Rate, v (veh/h)30 16 0 16 66 Percent Heavy Vehicles 3 3 0 3 3 Departure Headway and Service Time Initial Departure Headway, hd (s)3.20 3.20 3.20 3.20 3.20 Initial Degree of Utilization, x 0.027 0.014 0.000 0.014 0.059 Final Departure Headway, hd (s)4.30 4.19 5.15 4.59 3.87 Final Degree of Utilization, x 0.036 0.019 0.000 0.021 0.071 Move-Up Time, m (s)2.0 2.0 2.3 2.3 2.0 Service Time, ts (s)2.30 2.19 2.85 2.29 1.87 Capacity, Delay and Level of Service Flow Rate, v (veh/h)30 16 0 16 66 Capacity 837 859 0 785 929 95% Queue Length, Q₉₅ (veh)0.1 0.1 0.0 0.1 0.2 Control Delay (s/veh)7.5 7.3 7.8 7.4 7.2 Level of Service, LOS A A A A Approach Delay (s/veh)7.5 7.3 7.4 7.2 Approach LOS A A A A Intersection Delay, s/veh | LOS 7.3 A Copyright © 2021 University of Florida. All Rights Reserved.HCS™AWSC Version 7.9.5 Generated: 10/3/2021 11:37:00 PMS-27th-Ave+Kurk-Dr_PM_2021-Ex.xaw Capacity & Level-of-Service (LOS) Analyses IN THIS SECTION: 2026 Estimated Background Traffic Appendix E E-2 HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Fowler & Blackwood Agency/Co.E5 Engineering, PLLC Jurisdiction Gallatin County Date Performed 10/3/2021 East/West Street Blackwood Road Analysis Year 2026 North/South Street Fowler Lane Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Buffalo Run | Estimated Background 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 (veh/h)17 4 7 55 29 11 Percent Heavy Vehicles (%)5 5 5 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.45 6.25 4.15 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.55 3.35 2.25 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)26 9 Capacity, c (veh/h)880 1537 v/c Ratio 0.03 0.01 95% Queue Length, Q₉₅ (veh)0.1 0.0 Control Delay (s/veh)9.2 7.4 Level of Service (LOS)A A Approach Delay (s/veh)9.2 0.9 Approach LOS A Copyright © 2021 University of Florida. All Rights Reserved.HCS™TWSC Version 7.9.5 Generated: 10/3/2021 9:48:18 PMFowler-Ln+Blackwood-Rd_AM_2026-Bkgnd.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Fowler & Blackwood Agency/Co.E5 Engineering, PLLC Jurisdiction Gallatin County Date Performed 10/3/2021 East/West Street Blackwood Road Analysis Year 2026 North/South Street Fowler Lane Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Buffalo Run | Estimated Background 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 (veh/h)13 7 4 29 42 13 Percent Heavy Vehicles (%)5 5 5 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.45 6.25 4.15 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.55 3.35 2.25 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)25 5 Capacity, c (veh/h)918 1513 v/c Ratio 0.03 0.00 95% Queue Length, Q₉₅ (veh)0.1 0.0 Control Delay (s/veh)9.0 7.4 Level of Service (LOS)A A Approach Delay (s/veh)9.0 0.9 Approach LOS A Copyright © 2021 University of Florida. All Rights Reserved.HCS™TWSC Version 7.9.5 Generated: 10/3/2021 9:50:26 PMFowler-Ln+Blackwood-Rd_PM_2026-Bkgnd.xtw HCS7 All-Way Stop Control Report General Information Site Information Analyst T. Eastwood Intersection S 27th & Kurk Agency/Co.E5 Engineering, PLLC Jurisdiction City of Bozeman Date Performed 10/3/2021 East/West Street Kurk Drive Analysis Year 2026 North/South Street South 27th Avenue Analysis Time Period (hrs)0.25 Peak Hour Factor 0.80 Time Analyzed Weekday, AM Peak Hour Project Description Buffalo Run | Estimated Background Traffic Lanes Vehicle Volume and Adjustments Approach Eastbound Westbound Northbound Southbound Movement L T R L T R L T R L T R Volume 29 7 0 2 2 2 0 16 3 1 7 8 % Thrus in Shared Lane Lane L1 L2 L3 L1 L2 L3 L1 L2 L3 L1 L2 L3 Configuration LTR LTR L TR LTR Flow Rate, v (veh/h)45 8 0 24 20 Percent Heavy Vehicles 3 3 0 3 3 Departure Headway and Service Time Initial Departure Headway, hd (s)3.20 3.20 3.20 3.20 3.20 Initial Degree of Utilization, x 0.040 0.007 0.000 0.021 0.018 Final Departure Headway, hd (s)4.22 3.96 5.13 4.57 3.91 Final Degree of Utilization, x 0.053 0.008 0.000 0.030 0.022 Move-Up Time, m (s)2.0 2.0 2.3 2.3 2.0 Service Time, ts (s)2.22 1.96 2.83 2.27 1.91 Capacity, Delay and Level of Service Flow Rate, v (veh/h)45 8 0 24 20 Capacity 853 909 0 788 922 95% Queue Length, Q₉₅ (veh)0.2 0.0 0.0 0.1 0.1 Control Delay (s/veh)7.5 7.0 7.8 7.4 7.0 Level of Service, LOS A A A A Approach Delay (s/veh)7.5 7.0 7.4 7.0 Approach LOS A A A A Intersection Delay, s/veh | LOS 7.3 A Copyright © 2021 University of Florida. All Rights Reserved.HCS™AWSC Version 7.9.5 Generated: 10/3/2021 11:39:38 PMS-27th-Ave+Kurk-Dr_AM_2026-Bkgnd.xaw HCS7 All-Way Stop Control Report General Information Site Information Analyst T. Eastwood Intersection S 27th & Kurk Agency/Co.E5 Engineering, PLLC Jurisdiction City of Bozeman Date Performed 10/3/2021 East/West Street Kurk Drive Analysis Year 2026 North/South Street South 27th Avenue Analysis Time Period (hrs)0.25 Peak Hour Factor 0.80 Time Analyzed Weekday, PM Peak Hour Project Description Buffalo Run | Estimated Background Traffic Lanes Vehicle Volume and Adjustments Approach Eastbound Westbound Northbound Southbound Movement L T R L T R L T R L T R Volume 19 5 0 5 7 1 0 11 2 2 24 27 % Thrus in Shared Lane Lane L1 L2 L3 L1 L2 L3 L1 L2 L3 L1 L2 L3 Configuration LTR LTR L TR LTR Flow Rate, v (veh/h)30 16 0 16 66 Percent Heavy Vehicles 3 3 0 3 3 Departure Headway and Service Time Initial Departure Headway, hd (s)3.20 3.20 3.20 3.20 3.20 Initial Degree of Utilization, x 0.027 0.014 0.000 0.014 0.059 Final Departure Headway, hd (s)4.30 4.19 5.15 4.59 3.87 Final Degree of Utilization, x 0.036 0.019 0.000 0.021 0.071 Move-Up Time, m (s)2.0 2.0 2.3 2.3 2.0 Service Time, ts (s)2.30 2.19 2.85 2.29 1.87 Capacity, Delay and Level of Service Flow Rate, v (veh/h)30 16 0 16 66 Capacity 837 859 0 785 929 95% Queue Length, Q₉₅ (veh)0.1 0.1 0.0 0.1 0.2 Control Delay (s/veh)7.5 7.3 7.8 7.4 7.2 Level of Service, LOS A A A A Approach Delay (s/veh)7.5 7.3 7.4 7.2 Approach LOS A A A A Intersection Delay, s/veh | LOS 7.3 A Copyright © 2021 University of Florida. All Rights Reserved.HCS™AWSC Version 7.9.5 Generated: 10/3/2021 11:38:38 PMS-27th-Ave+Kurk-Dr_PM_2026-Bkgnd.xaw Capacity & Level-of-Service (LOS) Analyses IN THIS SECTION: 2026 Estimated Total Traffic Appendix E E-3 HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Fowler & Blackwood Agency/Co.E5 Engineering, PLLC Jurisdiction Gallatin County Date Performed 10/3/2021 East/West Street Blackwood Road Analysis Year 2026 North/South Street Fowler Lane Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Buffalo Run | Estimated 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 (veh/h)18 4 7 57 36 13 Percent Heavy Vehicles (%)5 5 5 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.45 6.25 4.15 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.55 3.35 2.25 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)28 9 Capacity, c (veh/h)865 1523 v/c Ratio 0.03 0.01 95% Queue Length, Q₉₅ (veh)0.1 0.0 Control Delay (s/veh)9.3 7.4 Level of Service (LOS)A A Approach Delay (s/veh)9.3 0.8 Approach LOS A Copyright © 2021 University of Florida. All Rights Reserved.HCS™TWSC Version 7.9.5 Generated: 10/3/2021 9:52:47 PMFowler-Ln+Blackwood-Rd_AM_2026-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Fowler & Blackwood Agency/Co.E5 Engineering, PLLC Jurisdiction Gallatin County Date Performed 10/3/2021 East/West Street Blackwood Road Analysis Year 2026 North/South Street Fowler Lane Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Buffalo Run | Estimated 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 (veh/h)15 7 4 35 46 14 Percent Heavy Vehicles (%)5 5 5 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.45 6.25 4.15 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.55 3.35 2.25 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)28 5 Capacity, c (veh/h)901 1505 v/c Ratio 0.03 0.00 95% Queue Length, Q₉₅ (veh)0.1 0.0 Control Delay (s/veh)9.1 7.4 Level of Service (LOS)A A Approach Delay (s/veh)9.1 0.8 Approach LOS A Copyright © 2021 University of Florida. All Rights Reserved.HCS™TWSC Version 7.9.5 Generated: 10/3/2021 9:55:36 PMFowler-Ln+Blackwood-Rd_PM_2026-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Fowler & Kurk Agency/Co.E5 Engineering, PLLC Jurisdiction Bozeman / Gallatin County Date Performed 10/3/2021 East/West Street Kurk Drive Analysis Year 2026 North/South Street Fowler Lane Time Analyzed Weekday, AM Peak Hour Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Buffalo Run | Estimated Total Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 0 0 0 1 0 0 0 1 0 0 1 1 0 Configuration LR TR L T Volume (veh/h)9 49 72 3 16 40 Percent Heavy Vehicles (%)3 3 3 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.43 6.23 4.13 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.53 3.33 2.23 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)73 20 Capacity, c (veh/h)932 1494 v/c Ratio 0.08 0.01 95% Queue Length, Q₉₅ (veh)0.3 0.0 Control Delay (s/veh)9.2 7.4 Level of Service (LOS)A A Approach Delay (s/veh)9.2 2.1 Approach LOS A Copyright © 2021 University of Florida. All Rights Reserved.HCS™TWSC Version 7.9.5 Generated: 10/3/2021 10:50:11 PMFowler-Ln+Kurk-Dr_AM_2026-Total.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst T. Eastwood Intersection Fowler & Kurk Agency/Co.E5 Engineering, PLLC Jurisdiction Bozeman / Gallatin County Date Performed 10/3/2021 East/West Street Kurk Drive Analysis Year 2026 North/South Street Fowler Lane Time Analyzed Weekday, PM Peak Hour Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Buffalo Run | Estimated Total Traffic Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 0 0 0 1 0 0 0 1 0 0 1 1 0 Configuration LR TR L T Volume (veh/h)5 28 42 8 43 55 Percent Heavy Vehicles (%)3 3 3 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.43 6.23 4.13 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.53 3.33 2.23 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)41 54 Capacity, c (veh/h)950 1534 v/c Ratio 0.04 0.04 95% Queue Length, Q₉₅ (veh)0.1 0.1 Control Delay (s/veh)9.0 7.4 Level of Service (LOS)A A Approach Delay (s/veh)9.0 3.3 Approach LOS A Copyright © 2021 University of Florida. All Rights Reserved.HCS™TWSC Version 7.9.5 Generated: 10/3/2021 10:52:38 PMFowler-Ln+Kurk-Dr_PM_2026-Total.xtw HCS7 All-Way Stop Control Report General Information Site Information Analyst T. Eastwood Intersection S 27th & Kurk Agency/Co.E5 Engineering, PLLC Jurisdiction City of Bozeman Date Performed 10/3/2021 East/West Street Kurk Drive Analysis Year 2026 North/South Street South 27th Avenue Analysis Time Period (hrs)0.25 Peak Hour Factor 0.80 Time Analyzed Weekday, AM Peak Hour Project Description Buffalo Run | Estimated Total Traffic Lanes Vehicle Volume and Adjustments Approach Eastbound Westbound Northbound Southbound Movement L T R L T R L T R L T R Volume 40 8 0 2 2 2 0 16 3 1 7 11 % Thrus in Shared Lane Lane L1 L2 L3 L1 L2 L3 L1 L2 L3 L1 L2 L3 Configuration LTR LTR L TR L TR Flow Rate, v (veh/h)60 8 0 24 1 23 Percent Heavy Vehicles 3 3 0 3 2 2 Departure Headway and Service Time Initial Departure Headway, hd (s)3.20 3.20 3.20 3.20 3.20 3.20 Initial Degree of Utilization, x 0.053 0.007 0.000 0.021 0.001 0.020 Final Departure Headway, hd (s)4.23 3.99 5.17 4.61 5.20 4.28 Final Degree of Utilization, x 0.071 0.008 0.000 0.030 0.002 0.027 Move-Up Time, m (s)2.0 2.0 2.3 2.3 2.3 2.3 Service Time, ts (s)2.23 1.99 2.87 2.31 2.90 1.98 Capacity, Delay and Level of Service Flow Rate, v (veh/h)60 8 0 24 1 23 Capacity 850 903 0 781 692 842 95% Queue Length, Q₉₅ (veh)0.2 0.0 0.0 0.1 0.0 0.1 Control Delay (s/veh)7.6 7.0 7.9 7.5 7.9 7.1 Level of Service, LOS A A A A A Approach Delay (s/veh)7.6 7.0 7.5 7.1 Approach LOS A A A A Intersection Delay, s/veh | LOS 7.4 A Copyright © 2021 University of Florida. All Rights Reserved.HCS™AWSC Version 7.9.5 Generated: 10/3/2021 11:42:34 PMS-27th-Ave+Kurk-Dr_AM_2026-Total.xaw HCS7 All-Way Stop Control Report General Information Site Information Analyst T. Eastwood Intersection S 27th & Kurk Agency/Co.E5 Engineering, PLLC Jurisdiction City of Bozeman Date Performed 10/3/2021 East/West Street Kurk Drive Analysis Year 2026 North/South Street South 27th Avenue Analysis Time Period (hrs)0.25 Peak Hour Factor 0.80 Time Analyzed Weekday, PM Peak Hour Project Description Buffalo Run | Estimated Total Traffic Lanes Vehicle Volume and Adjustments Approach Eastbound Westbound Northbound Southbound Movement L T R L T R L T R L T R Volume 25 5 0 5 8 1 0 11 2 2 24 36 % Thrus in Shared Lane Lane L1 L2 L3 L1 L2 L3 L1 L2 L3 L1 L2 L3 Configuration LTR LTR L TR L TR Flow Rate, v (veh/h)38 18 0 16 3 75 Percent Heavy Vehicles 3 3 0 3 2 2 Departure Headway and Service Time Initial Departure Headway, hd (s)3.20 3.20 3.20 3.20 3.20 3.20 Initial Degree of Utilization, x 0.033 0.016 0.000 0.014 0.002 0.067 Final Departure Headway, hd (s)4.34 4.23 5.18 4.62 5.17 4.25 Final Degree of Utilization, x 0.045 0.021 0.000 0.021 0.004 0.089 Move-Up Time, m (s)2.0 2.0 2.3 2.3 2.3 2.3 Service Time, ts (s)2.34 2.23 2.88 2.32 2.87 1.95 Capacity, Delay and Level of Service Flow Rate, v (veh/h)38 18 0 16 3 75 Capacity 829 852 0 779 696 847 95% Queue Length, Q₉₅ (veh)0.1 0.1 0.0 0.1 0.0 0.3 Control Delay (s/veh)7.6 7.3 7.9 7.4 7.9 7.4 Level of Service, LOS A A A A A Approach Delay (s/veh)7.6 7.3 7.4 7.4 Approach LOS A A A A Intersection Delay, s/veh | LOS 7.4 A Copyright © 2021 University of Florida. All Rights Reserved.HCS™AWSC Version 7.9.5 Generated: 10/3/2021 11:44:38 PMS-27th-Ave+Kurk-Dr_PM_2026-Total.xaw Capacity & Level-of-Service (LOS) Analyses IN THIS SECTION: Intersection Operations Summaries Appendix E E-4 Traffic Analysis Scenario Control Performance Measure EB LR NB LT SB TR Level of Service (LOS)A A A A A Delay (sec/veh)7.0 8.9 8.9 7.3 5.0 Entry Volume (veh/hr)77 18 18 35 24 Ped + Bike Volume (ped+bike/hr)0 Not Available Not Available Not Available Not Available Volume-to-Capacity Ratio (v/c)0.01 0.02 0.02 0.00 0.02 HCM 95% Max Queue Length (veh)0.1 0.0 0.0 HCM 95% Max Queue Length (ft)25 0 0 Available Queue Storage (ft)90 300 360 Level of Service (LOS)A A A A A Delay (sec/veh)6.9 9.2 9.2 7.4 5.0 Entry Volume (veh/hr)123 21 21 62 40 Ped + Bike Volume (ped+bike/hr)0 Not Available Not Available Not Available Not Available Volume-to-Capacity Ratio (v/c)0.02 0.03 0.03 0.01 0.03 HCM 95% Max Queue Length (veh)0.1 0.0 0.0 HCM 95% Max Queue Length (ft)25 0 0 Available Queue Storage (ft)90 300 360 Level of Service (LOS)A A A A A Delay (sec/veh)6.8 9.3 9.3 7.4 5.0 Entry Volume (veh/hr)135 22 22 64 49 Ped + Bike Volume (ped+bike/hr)0 Not Available Not Available Not Available Not Available Volume-to-Capacity Ratio (v/c)0.02 0.03 0.03 0.01 0.03 HCM 95% Max Queue Length (veh)0.1 0.0 0.0 HCM 95% Max Queue Length (ft)25 0 0 Available Queue Storage (ft)90 300 360 EB = Westbound; NB = Northbound; and SB = Southbound LR = Left-Right; LT = Left-Thru; & TR = Thru-Right Average intersection delay and volume-to-capacity ratio for minor approach(es) is a weighted average provided for reference purposes. 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 or single approach stop-controlled intersections. A design vehicle length of twenty-five feet (25 ft) is used in the queue length calculations. Fowler Lane & Blackwood Road Intersection Operations Summary Weekday, AM Peak Hour Fowler LaneIntersection Operations Total Minor Approach Blackwood Road Fowler Lane 2026 Estimated Non-Site Traffic EB Stop Controlled 2026 Estimated Total Traffic EB Stop Controlled Estimated 2021 Current Daily Traffic Conditions EB Stop Controlled Page 1 of 2 F:\E5 Engineering PLLC\Projects\21-0100 - Buffalo Run TIS\Capacity & LOS Analyses\Int-03_Ops-Summary_Fowler-Ln+Blackwood-Rd Traffic Analysis Scenario Control Performance Measure EB LR NB LT SB TR Level of Service (LOS)A A A A A Delay (sec/veh)6.6 8.8 8.8 7.3 5.0 Entry Volume (veh/hr)69 17 17 19 33 Ped + Bike Volume (ped+bike/hr)0 Not Available Not Available Not Available Not Available Volume-to-Capacity Ratio (v/c)0.02 0.02 0.02 0.00 0.02 HCM 95% Max Queue Length (veh)0.1 0.0 0.0 HCM 95% Max Queue Length (ft)25 0 0 Available Queue Storage (ft)90 300 360 Level of Service (LOS)A A A A A Delay (sec/veh)6.5 9.0 9.0 7.4 5.0 Entry Volume (veh/hr)108 20 20 33 55 Ped + Bike Volume (ped+bike/hr)0 Not Available Not Available Not Available Not Available Volume-to-Capacity Ratio (v/c)0.02 0.03 0.03 0.00 0.04 HCM 95% Max Queue Length (veh)0.1 0.0 0.0 HCM 95% Max Queue Length (ft)25 0 0 Available Queue Storage (ft)90 300 360 Level of Service (LOS)A A A A A Delay (sec/veh)6.5 9.1 9.1 7.4 5.0 Entry Volume (veh/hr)121 22 22 39 60 Ped + Bike Volume (ped+bike/hr)0 Not Available Not Available Not Available Not Available Volume-to-Capacity Ratio (v/c)0.03 0.03 0.03 0.00 0.04 HCM 95% Max Queue Length (veh)0.1 0.0 0.0 HCM 95% Max Queue Length (ft)25 0 0 Available Queue Storage (ft)90 300 360 EB = Westbound; NB = Northbound; and SB = Southbound LR = Left-Right; LT = Left-Thru; & TR = Thru-Right Average intersection delay and volume-to-capacity ratio for minor approach(es) is a weighted average provided for reference purposes. 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 or single approach stop-controlled intersections. A design vehicle length of twenty-five feet (25 ft) is used in the queue length calculations. Intersection Operations Summary Fowler Lane & Blackwood Road Weekday, PM Peak Hour Intersection Operations Blackwood Road Fowler Lane Fowler Lane Total Minor Approach Estimated 2021 Current Daily Traffic Conditions EB Stop Controlled 2026 Estimated Non-Site Traffic EB Stop Controlled 2026 Estimated Total Traffic EB Stop Controlled Page 2 of 2 F:\E5 Engineering PLLC\Projects\21-0100 - Buffalo Run TIS\Capacity & LOS Analyses\Int-03_Ops-Summary_Fowler-Ln+Blackwood-Rd Traffic Analysis Scenario Control Performance Measure WB LR NB TR SB L SB T Level of Service (LOS)A A A A A A Delay (sec/veh)5.4 9.2 9.2 5.0 7.4 0.0 Entry Volume (veh/hr)189 59 59 75 16 40 Ped + Bike Volume (ped+bike/hr)0 Not Available Not Available Not Available Volume-to-Capacity Ratio (v/c)0.05 0.08 0.08 0.05 0.01 0.02 HCM 95% Max Queue Length (veh)0.3 0.0 0.0 0.0 HCM 95% Max Queue Length (ft)25 0 0 0 Available Queue Storage (ft)125 665 150 880 WB = Westbound; NB = Northbound; and SB = Southbound LR = Left-Right; TR = Thru-Right; L = Left; & T = Thru Average intersection delay and volume-to-capacity ratio for minor approach(es) is a weighted average provided for reference purposes. 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 or single approach stop-controlled intersections. A design vehicle length of twenty-five feet (25 ft) is used in the queue length calculations. 2026 Estimated Total Traffic WB Stop Controlled Fowler Lane Not Available Fowler Lane & Kurk Drive Intersection Operations Summary Weekday, AM Peak Hour Intersection Operations Total Minor Approach Kurk Drive Fowler Lane Page 1 of 2 F:\E5 Engineering PLLC\Projects\21-0100 - Buffalo Run TIS\Capacity & LOS Analyses\Int-02_Ops-Summary_Fowler-Ln+Kurk-Dr Traffic Analysis Scenario Control Performance Measure WB LR NB TR SB L SB T Level of Service (LOS)A A A A A A Delay (sec/veh)4.8 9.0 9.0 5.0 7.4 0.0 Entry Volume (veh/hr)181 33 33 50 43 55 Ped + Bike Volume (ped+bike/hr)0 Not Available Not Available Not Available Volume-to-Capacity Ratio (v/c)0.04 0.04 0.04 0.03 0.04 0.03 HCM 95% Max Queue Length (veh)0.1 0.0 0.1 0.0 HCM 95% Max Queue Length (ft)25 0 25 0 Available Queue Storage (ft)125 665 150 880 WB = Westbound; NB = Northbound; and SB = Southbound LR = Left-Right; TR = Thru-Right; L = Left; & T = Thru Average intersection delay and volume-to-capacity ratio for minor approach(es) is a weighted average provided for reference purposes. 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 or single approach stop-controlled intersections. A design vehicle length of twenty-five feet (25 ft) is used in the queue length calculations. Not Available2026 Estimated Total Traffic WB Stop Controlled Intersection Operations Summary Fowler Lane & Kurk Drive Weekday, PM Peak Hour Intersection Operations Kurk Drive Fowler Lane Total Minor Approach Fowler Lane Page 2 of 2 F:\E5 Engineering PLLC\Projects\21-0100 - Buffalo Run TIS\Capacity & LOS Analyses\Int-02_Ops-Summary_Fowler-Ln+Kurk-Dr Traffic Analysis Scenario Control Performance Measure NB L NB TR EB LTR WB LTR Level of Service (LOS)A A A A A A Delay (sec/veh)7.3 7.4 7.8 7.4 7.5 7.0 Entry Volume (veh/hr)78 42 0 19 36 6 Ped + Bike Volume (ped+bike/hr)0 0 Not Available Not Available Volume-to-Capacity Ratio (v/c)0.03 0.04 0.00 0.02 0.04 0.01 HCM 95% Max Queue Length (veh)0.0 0.1 0.2 0.0 HCM 95% Max Queue Length (ft)0 25 25 0 Available Queue Storage (ft)100 455 140 90 Level of Service (LOS)A A A A A A Delay (sec/veh)7.3 7.4 7.8 7.4 7.5 7.0 Entry Volume (veh/hr)77 42 0 19 36 6 Ped + Bike Volume (ped+bike/hr)0 0 Not Available Not Available Volume-to-Capacity Ratio (v/c)0.03 0.04 0.00 0.02 0.04 0.01 HCM 95% Max Queue Length (veh)0.0 0.1 0.2 0.0 HCM 95% Max Queue Length (ft)0 25 25 0 Available Queue Storage (ft)100 455 140 90 Traffic Analysis Scenario Control Performance Measure NB L NB TR SB L SB TR EB LTR WB LTR Level of Service (LOS)A A A A A A A A Delay (sec/veh)7.4 7.5 7.9 7.5 7.9 7.1 7.6 7.0 Entry Volume (veh/hr)92 54 0 19 1 18 47 6 Ped + Bike Volume (ped+bike/hr)0 0 Not Available Not Available Volume-to-Capacity Ratio (v/c)0.04 0.05 0.00 0.02 0.00 0.02 0.06 0.01 HCM 95% Max Queue Length (veh)0.0 0.1 0.0 0.1 0.2 0.0 HCM 95% Max Queue Length (ft)0 25 0 25 25 0 Available Queue Storage (ft)100 455 860 0 140 90 EB = Eastbound; WB = Westbound; NB = Northbound; and SB = Southbound L = Left; TR = Thru-Right; & LTR = Left-Thru-Right Average intersection delay and volume-to-capacity ratio for minor approach(es) is a weighted average provided for reference purposes. 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 or single approach stop-controlled intersections. A design vehicle length of twenty-five feet (25 ft) is used in the queue length calculations. Not Available Not Available Not Available Kurk Drive Kurk Drive Total Minor Approach(es) SB LTR A 7.0 17 Not Available 0.02 0.1 25 860 A 7.0 16 Intersection Operations Summary Weekday, AM Peak Hour Kurk DriveIntersection Operations Total Minor Approach(es) Kurk DriveSouth 27th Avenue South 27th Avenue 2026 Estimated Total Traffic All Way Stop Controlled Estimated 2021 Current Daily Traffic Conditions All Way Stop Controlled South 27th Avenue & Kurk Drive 2026 Estimated Non-Site Traffic All Way Stop Controlled Intersection Operations South 27th Avenue South 27th Avenue Not Available 0.02 0.1 25 860 Not Available Page 1 of 2 F:\E5 Engineering PLLC\Projects\21-0100 - Buffalo Run TIS\Capacity & LOS Analyses\Int-17_Ops-Summary_S-27th-Ave+Kurk-Dr Traffic Analysis Scenario Control Performance Measure NB L NB TR EB LTR WB LTR Level of Service (LOS)A A A A A A Delay (sec/veh)7.3 7.4 7.8 7.4 7.5 7.3 Entry Volume (veh/hr)103 37 0 13 24 13 Ped + Bike Volume (ped+bike/hr)0 0 Not Available Not Available Volume-to-Capacity Ratio (v/c)0.04 0.02 0.00 0.02 0.03 0.02 HCM 95% Max Queue Length (veh)0.0 0.1 0.1 0.1 HCM 95% Max Queue Length (ft)0 25 25 25 Available Queue Storage (ft)100 455 140 90 Level of Service (LOS)A A A A A A Delay (sec/veh)7.3 7.4 7.8 7.4 7.5 7.3 Entry Volume (veh/hr)103 37 0 13 24 13 Ped + Bike Volume (ped+bike/hr)0 0 Not Available Not Available Volume-to-Capacity Ratio (v/c)0.04 0.02 0.00 0.02 0.03 0.02 HCM 95% Max Queue Length (veh)0.0 0.1 0.1 0.1 HCM 95% Max Queue Length (ft)0 25 25 25 Available Queue Storage (ft)100 455 140 90 Traffic Analysis Scenario Control Performance Measure NB L NB TR SB L SB TR EB LTR WB LTR Level of Service (LOS)A A A A A A A A Delay (sec/veh)7.4 7.5 7.9 7.4 7.9 7.4 7.6 7.3 Entry Volume (veh/hr)120 44 0 13 2 60 31 14 Ped + Bike Volume (ped+bike/hr)0 0 Not Available Not Available Volume-to-Capacity Ratio (v/c)0.05 0.03 0.00 0.02 0.00 0.07 0.04 0.02 HCM 95% Max Queue Length (veh)0.0 0.1 0.0 0.3 0.1 0.1 HCM 95% Max Queue Length (ft)0 25 0 25 25 25 Available Queue Storage (ft)100 455 860 0 140 90 EB = Eastbound; WB = Westbound; NB = Northbound; and SB = Southbound L = Left; TR = Thru-Right; & LTR = Left-Thru-Right Average intersection delay and volume-to-capacity ratio for minor approach(es) is a weighted average provided for reference purposes. 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 or single approach stop-controlled intersections. A design vehicle length of twenty-five feet (25 ft) is used in the queue length calculations. Not Available Not Available Kurk Drive Kurk Drive Total Minor Approach(es) SB LTR A 7.2 53 Not Available 0.06 0.2 25 860 A 7.2 53 South 27th Avenue South 27th Avenue Intersection Operations South 27th Avenue South 27th Avenue Not Available 0.06 0.2 25 860 Not Available Not Available2026 Estimated Non-Site Traffic All Way Stop Controlled 2026 Estimated Total Traffic All Way Stop Controlled Intersection Operations Summary South 27th Avenue & Kurk Drive Weekday, PM Peak Hour Intersection Operations Kurk Drive Kurk Drive Total Minor Approach(es) Estimated 2021 Current Daily Traffic Conditions All Way Stop Controlled Page 2 of 2 F:\E5 Engineering PLLC\Projects\21-0100 - Buffalo Run TIS\Capacity & LOS Analyses\Int-17_Ops-Summary_S-27th-Ave+Kurk-Dr 619 Milestone Drive ● Belgrade, Montana 59714 ● (406) 209-3960 ● E5EngineeringPLLC@gmail.com