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HomeMy WebLinkAbout008 Site Access Modification RequestCivil ● Geotechnical ● Water Resources ● Land Surveying ● Construction Services Corporate Office 32 Discovery Dr. Bozeman, MT 59718 Ph: (406) 582-0221     www.alliedengineering.com  DUNS: 00‐769‐3724  CAGE: IGHU7      September 28, 2022    Griffin Nielson  20 East Olive Street  Bozeman, MT 59715  Phone: 406‐582‐2280    RE: Gallatin Regional Park Improvements   Site Access Modification Request (Site Plan Application No. 22017)    Dear Griffin:    The subject property is known as the Gallatin County Regional Park. In general, the proposed  improvements include the construction of a new parking lot for the Regional Park’s dog park area. The  purpose of this memo is to request a site access modification from the drive access spacing standards for  the Dog Park parking lot improvements. The required spacing from the proposed approach to the nearest  intersection is 330‐feet. The proposed spacing provides approximately 327‐feet to the nearest existing  approach to the north and 329‐feet to the nearest existing approach to the south. Please see below for  supporting information regarding the existing and proposed site conditions.    Existing Conditions:  The Dog Park is located along the east side of Ferguson Avenue, between Baxter Lane and Oak Street. A  small unmaintained gravel lot north of the fenced dog park previously served as parking for the dog park  users. This previous parking area was unimproved and when it became wet, off‐site tracking of sediment  onto Ferguson Ave. became an issue. Consequently, the County suspended use of this parking area.  Currently, users of the dog park mostly park on the east and west sides of Ferguson Ave. adjacent to the  dog park.    An existing curb cut for use as a drive approach is located south of the fenced dog park, along the east  side of Ferguson Avenue (collector street classification). The existing curb cut will be maintained for the  proposed Dog Park parking lot drive access. The Harvest Parkway and Ferguson Avenue intersection is  located 326.5‐feet north of the proposed drive access (as measured from the nearest inside edge of the  proposed drive access to the Harvest Parkway R.O.W. line). The Waterview Lane and Ferguson Avenue  intersection is located 329.2‐feet south of the proposed drive access (as measured from the nearest inside  edge of the proposed drive access to the Waterview Lane R.O.W. line). Both Harvest Parkway and  Waterview Lane are classified as local roads and provide access to Flanders Mill Subdivision, a medium  density residential development. The Harvest Parkway and Waterview Lane intersections allow all turn  movements, both in and out.     Proposed Improvements:  The proposed site improvements involve construction of a new asphalt parking area south of the existing  Dog Park, consisting of 43 parking stalls. The proposed parking lot drive access is located at an existing  curb cut along Ferguson Ave. and would allow for all turn movements, in and out. As presented, the  Gallatin Regional Park Improvements  Site Access Modification Request (Site Plan Application No.  22017)  Proj. #01‐241.40  Date: September 28, 2022    Bozeman Office:  32 Discovery Drive.  Bozeman, Montana 59718.  ●  Ph: (406) 582‐0221  ●  Fax: (406) 582‐5770   Page 2    proposed drive access does not meet the BMC 38.400.090(D)(2) spacing requirement of 330‐feet for  accesses located on collector streets. As stated previously, the proposed parking lot access is spaced  326.5‐feet south of the Harvest Pkwy. & Ferguson Ave. intersection and 329.2‐feet north of the Waterview  Ln. and Ferguson Ave. intersection. We are requesting a site access modification from the drive access  spacing standards to keep the proposed parking lot access at the existing Ferguson Ave. curb cut. The  proposed drive access is located approximately mid‐way between Harvest Pkwy. and Waterview Lane,  and nearly meets the access spacing requirements between both intersections (distance from Harvest  Pkwy. to proposed access is 4.5‐ft under the required spacing and distance from Waterview Ln. to  proposed access is less than 1‐ft under the required spacing). Therefore, the drive access cannot be shifted  further north or south to meet the spacing requirements, as the movement would only further encroach  on the access spacing of one side.     The left and right turn intersection sight distances were determined to be 386‐ft and 334‐ft, respectively.  Intersection sight distance calculations are provided below.     Required Intersection Site Distance (ISD)  For vehicles entering major roadway (AASHTO case B1 and B2)   MDT Road Design Manual Appendix F – Sight Distance  o Equation F.3‐1: ISD = 1.47(Vmajor)(tg)   ISD = length of sight triangle leg along major road, ft   Vmajor = design speed of major road, mph   tg = gap acceptance time for entering the major road, sec  o tg Design Parameters   2‐lane facility   No median   Level approach grade (‐3% to +3%)   Intersection angle: 90˚   Design vehicle: passenger car  o Use Exhibit F‐10 to determine tg   Left‐turn from stop: tg = 7.5 sec   Right‐turn from stop: tg = 6.5 sec  o Vmajor = 35 mph (based on actual speed limit. Design speed from COB Design Standards is  45‐mph for Collectors)     Left‐turn ISD = 386‐ft   Right‐turn ISD = 334‐ft    Available Site Distance: The clear sight triangles (determined by the required ISD lengths above) are  shown on the attached exhibit. There are no visible obstructions besides parked vehicles in the parking  lane along Ferguson Avenue. Additionally, the proposed parking lot is anticipated to reduce the volume  of on‐street parking currently observed along Ferguson Avenue. Parking restriction signs can be  provided if required. Ferguson Avenue has no horizontal changes and maintains a relatively constant  downhill grade to the north (no crest or sag curves) within the clear sight triangles. Existing road grades  along Ferguson Avenue range from ‐1.45% to ‐1.34% within the clear sight triangles. Therefore, clear  line of sight is maintained within the required intersection sight distance.     Gallatin Regional Park Improvements  Site Access Modification Request (Site Plan Application No.  22017)  Proj. #01‐241.40  Date: September 28, 2022    Bozeman Office:  32 Discovery Drive.  Bozeman, Montana 59718.  ●  Ph: (406) 582‐0221  ●  Fax: (406) 582‐5770   Page 3    The Traffic Impact Study (TIS) prepared for the Flanders Mill Subdivision in 2013 was used to estimate  traffic volumes along Ferguson Ave. within the vicinity of the proposed parking lot. The full TIS report is  included as an attachment to this request. The report provides an estimate of future traffic volumes in  the year 2023 (see Figure 10 of Flanders Mill TIS). According to the report, the future traffic volumes  were increased by 30% from the existing (2013) traffic data, which represents an annual growth rate in  excess of 2%. The future (2023) traffic volumes included in the TIS were used as an estimate for the  current traffic volumes. Table 1 below provides a summary of the P.M. peak hour traffic data:    Table 1. Flanders Mill TIS Future (2023) Peak PM Hour Traffic Data  Intersection Northbound Southbound Eastbound  Left Thru Right Left Thru Right Left Thru Right  Ferguson Ave. & Harvest  Pkwy. (Access #13) 26 165 N/A N/A 155 17 10 N/A 15  Ferguson Ave. & Waterview  Ln. (Access #12) 5 188 N/A N/A 166 4 3 N/A 3    Trip generation calculations for the Dog Park were previously submitted to the COB Engineering  Department to determine if a Traffic Impact Study would be required for the proposed parking lot project.  It was determined that no TIS would be required. The trip generation volumes for the parking lot were  estimated based on Trip Generation 9th Edition – Institute of Transportation Engineers (ITE). The land use  most closely related to the project is for a County Park. The gross area of the fenced Dog Park is 11.66  acres. Trip generation volumes for the Dog Park site, based on the park area, are shown in Table 2 below:    Table 2. Dog Park Trip Generation Based on Park Area  Description Method Average  Rate  Total  Trips  %  Entering  %  Exiting  Trips  Entering  Trips  Exiting  Average Weekday Acres (11.66) 2.28 27 50 50 13 13  Weekday, P.M. Peak  Hour of Generator Acres (11.66) 0.59 7 35 65 2 5    The directional distribution of trips entering and exiting the Dog Park site is assumed to follow the same  distribution as the trips entering/exiting Harvest Pkwy from/to Ferguson Ave. Therefore, the directional  distribution of trips generated by the dog park (for P.M. peak hour) is as follows:      Total Trips Entering: 2 trips  o Northbound from Ferguson Ave (60%): 1 trip  o Southbound from Ferguson Ave (40%): 1 trip   Total Trips Exiting: 5 trips  o Northbound onto Ferguson Ave (40%): 2 trips  o Southbound onto Ferguson Ave (60%): 3 trips    Table 3 below shows the estimated P.M. peak hour traffic data for both existing traffic and traffic  generated by the Dog Park.         TRAFFIC IMPACT STUDY for FLANDERS MILL SUBDIVISION Bozeman, Montana Prepared for WALTER WOLF Prepared by November 2013 TRAFFIC IMPACT STUDY for FLANDERS MILL SUBDIVISION Bozeman, Montana Prepared for WALTER WOLF Prepared by November 2013 i TABLE OF CONTENTS PAGE INTRODUCTION 1 SITE LOCATION & DESCRIPTION 1 EXISTING CONDITIONS 3 Streets & Intersections 3 Traffic Volumes 7 Capacity 9 TRIP GENERATION 11 TRIP DISTRIBUTION 13 TRAFFIC ASSIGNMENT 17 IMPACTS 20 Traffic Volumes 20 Capacity 22 IMPACT MITIGATION 27 Traffic Signal Warrants 28 RECOMMENDATIONS 29 APPENDIX A – 24 Hour Traffic Count Summaries APPENDIX B – Existing Condition Capacity Calculations APPENDIX C – Existing/Redistributed Plus Site Traffic Capacity Calculations APPENDIX D - Year 2023 Site Access Capacity Calculations APPENDIX E – Mitigating Measures Capacity Calculations APPENDIX F – Traffic Signal Warrant Summaries ii LIST OF TABLES PAGE Table 1. Existing (2013) PM Peak Hour Capacity Analysis Summary 10 Table 2. Flanders Mill Subdivision Trip Generation Summary 11 Table 3. Trip Mode & Classification Summary 12 Table 4. Existing (2013) Plus Site Traffic PM Hour Capacity Analysis Summary 24 Table 5. Year 2023 PM Hour Capacity Calculations at Key Site Accesses 25 LIST OF FIGURES PAGE Figure 1. Site Location Map 2 Figure 2. Study Intersection Geometry & Lane Control 6 Figure 3. Year 2013 Existing Traffic Volumes 8 Figure 4. Flanders Mill Subdivision Trip Distribution % of Total Trips 14 Figure 5. Year 2013 Traffic Redistribution Oak & Ferguson Extensions 16 Figure 6. Site Traffic Volume Assignments 18 Figure 7. Traffic Volume Assignments at Site Accesses 19 Figure 8. Existing & Redistribution Traffic Plus Site Volumes 21 Figure 9. Site & Redistribution Traffic at Site Accesses 22 Figure 10. Future (2023) Traffic at Site Accesses 26 Flanders Mill Subdivision TIS Flanders Mill Subdivision TIS Page 1 INTRODUCTION This report summarizes the findings of a traffic impact study (TIS) for the Flanders Mill Subdivision, which is located on the west end of Bozeman, Montana. Marvin & Associates was retained by Walter Wolf to prepare the TIS in accordance with City of Bozeman subdivision development ordinances. The primary purposes of this study were to address specific traffic impacts related to development of Flanders Mill Subdivision and to provide recommendations regarding the mitigation of any identified impacts. Having reviewed the proposed land use development plan, Marvin & Associates completed an extensive analysis of existing conditions, addressed trip generation, trip distribution and traffic assignment, and evaluated the resulting arterial and intersection capacity impacts, before making recommendations regarding the mitigation of impacts. The study methodology and analysis procedures used in this study employed the most contemporary of analysis techniques, using nationally accepted standards in the areas of site development and transportation impact assessment. Recommendations made within this report are based upon those standards and the professional judgment of the author. SITE LOCATION & DESCRIPTION The Flanders Mill Subdivision is bounded by Flanders Mills Road, on the west; Ferguson Avenue, on the east; Baxter Lane, on the north; and a parcel of property that fronts on Durston Road, on the south (see Figure 1). The preliminary plat for Flanders Mill Subdivision proposes the development of 284 single family residential lots and a cluster of lots with 112 multi-family residential units. Flanders Mill Subdivision TIS Page 2 Flanders Mill Subdivision TIS Page 3 Access to Flanders Mill would involve 15 local street intersections along the three arterial streets boarding the subdivision. The single access to Baxter lane would align with Riatta Street in the Baxter Meadows Subdivision. Four local streets intersecting Ferguson Avenue, south of Oak Street, would align with proposed subdivision streets. In addition to subdivision street accesses, the proposed subdivision improvements would extend two arterial streets through and alongside the subdivision. Oak Street would be extended from Ferguson Avenue west to a new intersection with Flanders Mill Road. Ferguson Avenue would be extended south from Baxter Lane to Oak Street. These two arterial roadway extensions would complete the arterial grid in this portion of Bozeman and would result in a significant redistribution of existing traffic flow. The redistribution of traffic is a key element in the TIS and is addressed within this report. EXISTING CONDITIONS Streets & Intersections Adjacent and potentially impacted public streets would include: Baxter Lane, Davis Lane, Ferguson Avenue, Flanders Mill Road, Harper Puckett Road, Oak Street, Durston Road, Cottonwood Road, and West Babcock Street. Various other area local streets within a one mile radius of the site could also potentially realize minor impacts. Eleven existing intersections would have the greatest potential for impacts. All of those intersections along with two new arterial road intersections have been analyzed within this study. Baxter Lane is an east-west oriented minor arterial that begins at Jackrabbit Lane, north of the Four Corners area and ends at N. 7th Avenue in Bozeman. Baxter lane has variable pavement widths and varying speed zones along its length. Between N. 19th Avenue and N. 7th Avenue, Baxter is classified by the State as Urban Route 1218. Flanders Mill Subdivision TIS Page 4 Davis Lane is a north-south oriented minor arterial that currently extends south from Valley Center Road to Oak Street. Davis Lane was extended one mile south of Baxter to connect Baxter Lane with Oak Street in the recent past. Ferguson Avenue is a north-south oriented collector street, which extends north from Huffine Lane to Oak Street and from Baxter Lane north through the Baxter Measows Subdivision. The existing intersection of Ferguson Avenue and oak Street operates as a 90 degree curve, with only northbound and westbound approaches. Ferguson will be extended south from Baxter as a part of Flanders Mill Subdivision Development. Flanders Mill Road is a paved county road that extends south from Baxter Lane to Durston Road and functions as a collector or minor arterial street due to the lack of north-south connector roadways. A substantial amount of traffic utilizes Flanders Mill Road as a shortcut connection between Baxter and Durston. Harper Puckett Road is a local county road that extends south from the eastern terminus of Cameron Bridge Road, near I-90, to intersect with Valley Center Road. It then continues south, winding some to the east and coming to a “T” intersection with Baxter Lane at the west edge of the Flanders Mill Property. Durston Road is a principal arterial road, which extends from Love Lane, west of Bozeman, through the center of Bozeman to North Rouse, a distance of approximately 5 miles. Durston Road varies in width along its length and at its numerous intersections within the urban area. Oak Street is a principal street that currently extends from Ferguson Avenue to North Rouse, a distance of approximately 3 miles. It has been constructed to principal arterial standards within the past 10 years and has various widths with multiple lanes and wide medians west of N 19th Avenue. Flanders Mill Subdivision TIS Page 5 West Babcock is an arterial street that extends from a point just west of Cottonwood Road to Main Street (Huffine Lane), a distance of approximately 2 miles. West Babcock is a current standard two-lane roadway with bike lanes along most of its length. Cottonwood Road is a north-south arterial roadway that extends from the foothills south of the Bozeman Valley to a point just north of Durston Road, a distance in excess of 8 miles. It currently defines the western boundary of dense urban development within Bozeman. It is a two lane roadway along most of its length and has curb and gutter sections north of Huffine Lane. At its intersection with West Babcock, the intersection has raised medians and auxiliary turn lanes. The majority of potentially impacted intersections are currently two-way stop-controlled. The intersections of Davis and Baxter and Durston and Ferguson are all-way stop controlled. The intersection of Ferguson and Baxter is controlled by a single lane roundabout. Figure 2, on the following page, illustrate the lane configurations and traffic control devices that exist at all of the potentially impacted intersections. The intersections created by the development’s roadway extensions would have lane configurations and controls subject to current standards and potential operational requirements evaluated within this study. Flanders Mill Subdivision TIS Page 6 Flanders Mill Subdivision TIS Page 7 Traffic Volumes Twenty-four hour automatic traffic counts were taken in October 2012 and August of 2013 at nine locations within the area surrounding the proposed project site. The counts provided hourly variations, which were used to determine peak hours and provide base volumes for turning movement projections. Summaries of the counts can be found be Appendix A of this report. The daily peak for area traffic was found to occur between 4:30 and 5:30 p.m. Figure 3 on the following page presents existing (2013) pm peak hour turning movement volumes at potentially impacted intersections. Street segment average daily traffic (ADT) volumes are also depicted in the figure. ADTs were calculated based upon both twenty-four hour and peak hour turning movement count data. Since the majority of pm turning movement counts were taken in August and September of 2013, it can be assumed that the peak hour counts replicate design hour counts, which would be slightly higher than volumes during the winter months. Pedestrian activity was found to be mostly insubstantial at all of the intersections and therefore was not indicated on the turning movement diagrams. Turning movement counts at the intersection of Flanders Mill Road and Durston were taken when the new Meadowlark Elementary School was having its open house and there were numerous pedestrian crossings (both children and adults) which would not be typical during the normal peak pm hour. Observations within the influence area of the project indicated that heavy truck and bicycle traffic, while present at all of the intersection, was not a significant determinant in the analysis of overall operations. Flanders Mill Subdivision TIS Page 8 Flanders Mill Subdivision TIS Page 9 Capacity Peak pm hour existing capacity calculations were completed for the eleven existing potentially impacted intersections using the HCS 2010 and SIDRA software packages. Table 1, on the following page, summarizes the results of the capacity calculations. Measures in the table include control delay (seconds/vehicle), level of service (LOS), volume-to-capacity (v/c) ratio, and 95% queue length. The calculation results showed that all approach movements for each of the potentially impacted intersections currently operate at or above a LOS “C”, with the exception of the Durston Road and Ferguson Avenue intersection. All of the approaches at that intersection operate at LOS “D” except for the northbound approach which operates at LOS “E”. The northbound approach has a volume to capacity ratio (v/c) of 0.85 and the maximum queue is approximately 6 vehicles. All of the other approaches have a v/c of about 0.75 and queues of approximately 4 vehicles. Observations at this intersection confirm that the calculated level of service and queue conditions exist in reality. Traffic signal warrants for existing operations at the Durston Road and Ferguson Avenue intersection were completed (see Appendix F). It was determined that with existing volumes and lane geometry, two of the nine MUTCD traffic signal warrants would be met. Warrant #1 “Minimum Traffic Volumes” would be met at 164% of the minimum values. Warrant # 2 “Four Hour Volumes” would be met at 358% of the minimum values. The intersection of Baxter Lane and Davis Lane was recently converted from two-way stop control to all-way stop control due to recommendations in a previous study. Observations at that intersection with the new control confirmed that measurable improvements in vehicle queue lengths on Davis Lane have been realized. Flanders Mill Subdivision TIS Page 10 NB SB EB WB Control Delay (s/veh)10.1 7.5 LOS BA V/C Ratio 0.06 0.00 Max Queue (95%)00 Control Delay (s/veh)10.9 7.7 LOS BA V/C Ratio 0.17 0.17 Max Queue (95%)1 0 Control Delay (s/veh)10.0 7.6 LOS BA V/C Ratio 0.01 0.00 Max Queue (95%)00 Control Delay (s/veh)4.5 5.1 5.1 LOS AAA V/C Ratio 0.07 0.18 0.21 Max Queue (95%)011 Control Delay (s/veh)12.9 14.2 13.4 14.9 LOS BBBB V/C Ratio 0.33 0.51 0.50 0.55 Max Queue (95%)3223 Control Delay (s/veh)14.5 8.4 LOS BA V/C Ratio 0.23 0.12 Max Queue (95%)10 Control Delay (s/veh)15.7 21.3 7.9 8.0 LOS CCAA V/C Ratio 0.33 0.13 0.00 0.11 Max Queue (95%)2000 Control Delay (s/veh)14.2 8.5 LOS BA V/C Ratio 0.23 0.06 Max Queue (95%)10 Control Delay (s/veh)36.3 28.4 26.8 28.4 LOS EDDD V/C Ratio 0.85 0.78 0.54 0.75 Max Queue (95%)6444 Control Delay (s/veh)7.6 7.9 11.1 10.6 LOS AABB V/C Ratio 0.01 0.00 0.04 0.05 Max Queue (95%)0000 Control Delay (s/veh)7.8 7.9 14.0 14.2 LOS AABB V/C Ratio 0.02 0.02 0.11 0.18 Max Queue (95%)0011 Table 1. Existing (2013) Design Hours Capacity Analysis Summary Intersection MOE Baxter Lane & Flanders Mill Road Baxter Lane & Harper Puckett Road Durston Road and Flanders Mill Road Durston Road and Ferguson Avenue West Babcock & Cottonwood Road West Babcock & Ferguson Avenue Intersection Approaches Baxter Lane & Riatta Baxter Lane & Ferguson Avenue Baxter Lane & Davis Lane Oak Street & Davis Lane Durston Road & Cottonwood Road Flanders Mill Subdivision TIS Page 11 TRIP GENERATION Table 2 presents a summary of trip generation for the Flanders Mill Subdivision. Within the table, trip generation rates and resulting trip projections for the average weekday, am, and pm peak hour are illustrated. Trip generation calculations for the development were based upon the specific land use information provided by the developer. Trip generation rates were taken from ITE’s Trip Generation Report, 9th Edition. Data for ITE land use codes 210 (Single Family Detached Housing) and Code 220 “Apartments”, which were used to predict generation trip totals for the proposed development. Trip generation calculations indicate that there would be 3,545 average weekday trips (AWT), with 269 and 348 occurring during the peak am and pm hours respectively. Table 2. Flanders Mill Subdivision Trip Generation Summary No. of Rate Total Total Total Development Area Units Units Rate Trips Rate Trips Enter Exit Rate Trips Enter Exit Code 210 Single Family 284 DUs 1 2744 2 211 55 156 3 269 169 100 Code 220 - Apartments 112 DUs 4 801 5 58 12 46 6 79 51 28 Totals Phase 3A & 3B = 396 3545 269 67 202 348 220 128 1 - Ln(T) = 0.92 Ln(X) + 2.72 2 - T = 0.70(X)+12.12 (26% enter) 3 - Ln(T) = 0.90 Ln(X) + 0.51 (63% enter) 4 - T = 6.05 (X) + 123.56 5 - T = 0.49(X)+3.73 (20% enter) 6 - T = 0.55(X)+17.65 (65% enter) Peak AM HourAverage Weekday Peak PM HourITE Trip Generation Report - 9th Edition Land use developments typically produce multi-modal trips that include pedestrian, bicycle, and transit trips, in addition to other vehicular trips. When evaluating vehicular impacts, these non-vehicular and transit-related types of trips can often be considered negligible in terms of their potential impacts on site access points. Since the Flanders Mill Subdivision encompasses a large land area and Bozeman has a large population of bicycle and walking enthusiasts, bicycle and pedestrian trip modes could be considered as a portion of total trip generation. The number of alternate mode trips would be approximately 2% for the purposes of this analysis. Trip generation potential can be further refined by determining the number of “new” external trips that would appear, as vehicular traffic, at development access points. It is common that, for developments which contain multiple land uses and/or complementary Flanders Mill Subdivision TIS Page 12 facilities, a portion of trips that would have origins or destinations at such facilities are captured internally. These trips are part of the total trip generation number, but do not have origins or destinations external to the development site, and as such, do not have an impact of the traffic network external to the development. These types of trips are known as “Internal Capture Trips” (ICT). The ITE Trip Generation Handbook contains information regarding procedures for estimating ICT. In the case of Flanders Mill Subdivision, none of the trips were assumed to be ICT trips. Trips can be further categorized as primary purpose, diverted link, or passerby purpose trips. Primary purpose trips are trips for which the development is a primary destination from any particular origin. Diverted link trips are trips made to a development as a secondary destination that must be diverted from a path between the origin and primary destination. Passerby trips are also trips made to a development as a secondary destination, but without a diversion from the primary trip path (i.e., a stop on the way home from work). Passerby trips do not represent “new” trips added to the adjacent street system. Thus, site generated passerby trips must be considered as new external trips (movements) at the site approach or approaches, but do not appear as new trips on the adjacent street system. The ITE Trip Generation Report provides methods for estimating passerby trips for a variety of facilities. In the case of Flanders Mill Subdivision, there are no land uses normally associated with passerby trip attraction. Table 3 presents a summary of net trip generation that could be associated with street system impacts. The net number of external trip would be 3,474 AWT with 264 in the am hour and 341 in the pm hour. Table 3. Trip Mode & Classification Summary Total Ped/Bike Net Veh. ICT Net Ext. Passerby Trips Trips Trips Trips Trips Trips Total Enter Exit Average Weekday 3545 71 3474 0 3474 0 3474 1737 1737 Peak AM Hour 269 5 264 0 264 0 264 66 198 Peak PM Hour 348 7 341 0 341 0 341 216 125 Time Period Net New Trips Flanders Mill Subdivision TIS Page 13 TRIP DISTRIBUTION There are various methods available for determining the directional distribution of trips to and from site developments. For developments within a large urbanized area, the task is best accomplished through the creation of a computerized transportation model of the urban street system, which includes the proposed development changes. When the creation of a model is not feasible, realistic estimates can be made by determining the distribution of existing traffic volumes on the surrounding street system. The existing distribution can then be applied to newly generated trips, with adjustments made based upon the likely trip origins and destinations associated with the particular development land use or uses. For Flanders Mill, an existing conditions distribution was developed based upon area traffic patterns and an area of influence method, which considers the least travel time routing to external trip producers/attractors beyond the boundaries of the development. In addition to existing conditions, the trip distribution analysis considered the effect that future arterial street extension could have on directional distribution to and from the development. Results of the distribution analysis are summarized in Figure 4, on the following page. Overall, approximately 21% of the trips would be to and from the north; 54% would be to and from the east; 20% would be to and from the south; and the remaining 5% would be to and from the west. The percentages shown in Figure 4 would branch out onto other streets at distances farther from the site and the percentage of total trips on the Figure 4 streets would be diluted substantially at intersections located more than a mile from the subdivision. The percentage trip distributions shown in Figure 4 were used to calculate site traffic assignments on the surrounding street system. Flanders Mill Subdivision TIS Page 14 Flanders Mill Subdivision TIS Page 15 TRAFFIC REDISTRIBUTION Prior to developing site traffic assignments on the existing street system, it was necessary to redistribute existing traffic onto the new arterial street extensions (Oak Street and Ferguson Avenue). Redistributed traffic was calculated by determining existing directional traffic flows that enter and exit the area bounded by Baxter Lane, Davis Lane, Oak Street, Ferguson Avenue, Durston Road, and Flanders Mill Road. Existing traffic flows to and from external origins and destinations in all directions were routed through the study area and traffic volumes for each route were calculated. Travel time comparisons were made for existing routes and the new routes created by the Oak Street and Ferguson Avenue extensions. Whenever travel times were lower for routes using the new street extensions, traffic volumes associated that route were reassigned to the new route. Traffic volumes were essentially subtracted from one street and added to another all along each route. All of the reassigned traffic for each route was totaled and the resultant reassignments were applied to existing traffic flows. Figure 5, on the following page, illustrates the peak pm hour traffic movements at each of the existing system intersections and the average daily traffic (ADT) volumes that would result from the extension of both Oak Street and Ferguson Avenue. It can be seen that there would be substantial changes on Oak Street, Ferguson Avenue, Durston Road and, and Flanders Mill Road. ADT volumes of the new Oaks Street extension would be approximately 2,300 and on the new Ferguson Avenue extension, the ADT would be approximately 1,800. When comparing the volume of traffic entering the intersection of Ferguson and Avenue and Durston Road in Figure 5 with existing traffic in Figure 3, it can be seen that construction of the arterial roadway segments would reduce traffic by approximately 216 vehicles or 17% of the 1269 vehicles that currently enter the intersection in the peak pm hour . Flanders Mill Subdivision TIS Page 16 Flanders Mill Subdivision TIS Page 17 SITE TRAFFIC ASSIGNMENT The assignment of site traffic to a development’s street system and site access points is dependent upon several factors. Two such factors are external directional distribution and localized operational site conditions (i.e., the subdivision layout of streets). The combined calculation of demand and least time accessibility are then used to estimate likely movement volumes at each individual access point. Turning movements at each access point were then calculated through the application of the distribution to full development vehicular trip generation totals. For the Flanders Mill Subdivision, the aforementioned access points consist of 15 new street accesses to Baxter Lane, Flanders Mill Road, and Oak Street. These accesses would serve to distribute newly generated trips from Flanders Mill Subdivision to and from external origins and destinations. The directional distributions illustrated in Figure 4 in combination with 13 internal subdivisions access zones served by the 15 site approaches. Trip tables from each zone to each of the external trip distribution routes were created to determine the directional traffic flow at each of the access points. Both average daily and peak pm hour traffic volumes represented by trips in the trip table were the routed onto the street system. Results of the traffic assignment analysis are illustrated in Figure 6, on the following page. The volumes shown in Figure 6 are site generated traffic volumes only. Thus, the turning movements with zero traffic volumes are intersection movements that would not be impacted by development of this subdivision. Figure 7 presents site generated traffic at the subdivision access points. Two of the access points on Ferguson were combined because of their proximity to other accesses and identical distribution characteristics, which resulted in a total of 13 access points. The highest traffic volume access would be the northern-most access on Ferguson Lane. Flanders Mill Subdivision TIS Page 18 Flanders Mill Subdivision TIS Page 19 Flanders Mill Subdivision TIS Page 20 IMPACTS Traffic Volumes Traffic volume impacts for site developments can be quantified by determining the change in traffic volumes expected at various points within the surrounding network of streets. Site traffic assignments give an indication of what volume of traffic could potentially be added to the street system during the average day (ADT). Yet in almost all cases, it is very difficult to determine ADT on any section of street to within 10% accuracy. Thus, impact analyses on streets with relative percentage increases less than 10% are not normally considered critical. In any case, the percent change in daily traffic can only be used to identify general locations where impacts could be significant. It is the determination of volume changes during peak traffic flow periods that provides specific information on the type and location of impacts that could potentially occur. Figure 8, on the following page, illustrates the relative traffic volume impacts related to development site traffic and the redistribution of existing traffic to the surrounding street system. Figure 9 illustrates existing/redistributed traffic plus site traffic at each of the site access intersections. These figures also show the relative intersection volumes that would result if Flanders Mill Subdivision existed today (2013 traffic volume base). The traffic volumes incorporate the redistributed existing volumes plus the site generated traffic volume assignments. The percentage of ADT attributable to the development along key area streets is calculated using redistributed traffic volumes. Thus, there are definitive percentage increases shown for street sections on Oak Street and Ferguson Avenue that do not currently exist. Substantial volume increases over existing traffic would be realized on Baxter Lane, Harper Puckett Road, Davis Lane, Flanders Mill Road, and Oak Street. The percent increase attributable to subdivision development on other streets would be very minor. Exceptions to increased traffic would be the segment of Davis Lane, south of Baxter Lane, which would likely realize a slight decrease in ADT as a result of the redistribution of traffic created by the extension of Oak Street to Flanders Mill Road and the intersection of Ferguson & Durston, which would have a 10% reduction in total entering traffic. Flanders Mill Subdivision TIS Page 21 Flanders Mill Subdivision TIS Page 22 Flanders Mill Subdivision TIS Page 23 Capacity Table 4, on the following page, presents capacity analysis results for existing/redistributed plus site generated traffic at potentially impacted intersections. The addition of site development traffic and redistribution of existing traffic to the new arterial street extensions to existing (2013 baseline) traffic would only impact two of the eleven existing intersections. The intersection of Baxter Lane and Davis Lane would have reduced LOS on three of the four approaches. The LOS would be reduced from “B” to “C”. However, the v/c ratio would still be in the 0.65 range and there would be ample reserve capacity for substantial future growth. The other impacted intersection would be Durston Road and Ferguson Avenue. In this case, the impacts appear to be positive instead of negative. Redistribution of traffic due to the arterial extension would alleviate traffic demands on the north, east, and west approaches to the extent where the southbound, eastbound, and westbound approaches would go from existing LOS “D” to LOS “C” and the northbound approach would go from existing LOS “E” to LOS “D”. Capacity calculations (see Appendix C) for the new intersection of Oak Street and Ferguson Avenue, based on added site and distribution traffic, indicate that the northbound and southbound approaches would operate at LOS “E” if only single approach lanes were to be constructed at that intersection. The other new extension intersection of Flanders Mill Road and Oak Street would have all approaches operating at LOS “B”, using single lane approaches. Some level of mitigation would appear to be required at the intersection of Durston Road and Ferguson Avenue to enable operations acceptable to City of Bozeman standards. However, it should be understood that the calculations in Table 4 are for 2013 volumes plus full development of the site, which is a theoretical condition that would not exist in reality. The actual conditions that will likely occur would be construction of the arterial street connections eliminating existing capacity problems at that intersection. Additional capacity calculations indicate that all approach would operate at LOS “C” using traffic volumes shown in Figure 5. Also, improvements other than single approach lanes at the intersection of Oak Street and Ferguson Avenue would be required. Flanders Mill Subdivision TIS Page 24 NB SB EB WB Control Delay (s/veh)10.3 7.5 LOS BA V/C Ratio 0.07 0.00 Max Queue (95%)00 Control Delay (s/veh)10.2 7.7 LOS BA V/C Ratio 0.12 0.07 Max Queue (95%)1 0 Control Delay (s/veh)9.5 11.1 7.7 7.6 LOS ABAA V/C Ratio 0.02 0.01 0.00 0.02 Max Queue (95%)0000 Control Delay (s/veh)5.3 5.7 6.2 7.0 LOS AAAA V/C Ratio 0.15 0.10 0.24 0.35 Max Queue (95%)1111 Control Delay (s/veh)12.8 16.6 18.8 20.0 LOS BCCC V/C Ratio 0.38 0.63 0.64 0.68 Max Queue (95%)3223 Control Delay (s/veh)14.8 8.4 LOS BA V/C Ratio 0.23 0.12 Max Queue (95%)10 Control Delay (s/veh)47.6 39.7 7.6 7.8 LOS EEAA V/C Ratio 0.87 0.62 0.01 0.15 Max Queue (95%)9401 Control Delay (s/veh)7.5 11.4 LOS AB V/C Ratio 0.01 0.25 Max Queue (95%)01 Control Delay (s/veh)16.0 22.3 7.9 8.1 LOS CCAA V/C Ratio 0.41 0.13 0.00 0.11 Max Queue (95%)2100 Control Delay (s/veh)13.2 7.9 LOS BA V/C Ratio 0.37 0.00 Max Queue (95%)20 Control Delay (s/veh)30.6 117.0 16.5 21.9 LOS DCCC V/C Ratio 0.82 0.54 0.56 0.82 Max Queue (95%)5233 Control Delay (s/veh)7.6 7.9 11.2 10.7 LOS AABB V/C Ratio 0.01 0.00 0.05 0.06 Max Queue (95%)0000 Control Delay (s/veh)7.9 8.0 14.6 14.9 LOS AABB V/C Ratio 0.02 0.02 0.20 0.31 Max Queue (95%)0011 Durston Road and Ferguson Avenue West Babcock & Cottonwood Road West Babcock & Ferguson Avenue Oak Street & Ferguson Avenue Oak Street & Flanders Mill Road Baxter Lane & Riatta Baxter Lane & Ferguson Avenue Baxter Lane & Davis Lane Oak Street & Davis Lane Durston Road & Cottonwood Road Durston Road and Flanders Mill Road Table 4. Existing (2013) Plus Site Traffic PM Hour Capacity Analysis Summary Intersection MOE Intersection Approaches Baxter Lane & Harper Puckett Road Baxter Lane & Flanders Mill Road Flanders Mill Subdivision TIS Page 25 Capacity calculations for the site accesses (see Appendix D) were completed for seven of the 15 street access intersections. These accesses were selected for analysis because they have the highest volumes of all accesses. Table 5 presents a summary of the capacity calculations. It can be seen that all access approaches would operate at LOS “B” or better. NB SB EB WB Control Delay (s/veh)9.9 12.8 7.8 7.8 LOS ABAA V/C Ratio 0.04 0.04 0.00 0.02 Max Queue (95%)0000 Control Delay (s/veh)7.4 9.5 LOS AA V/C Ratio 0.00 0.01 Max Queue (95%)00 Control Delay (s/veh)11.1 7.8 LOS BA V/C Ratio 0.05 0.01 Max Queue (95%)00 Control Delay (s/veh)9.0 11.9 7.8 7.5 LOS BBAA V/C Ratio 0.00 0.02 0.00 0.00 Max Queue (95%)0000 Control Delay (s/veh)7.6 11.1 LOS AB V/C Ratio 0.00 0.01 Max Queue (95%)00 Control Delay (s/veh)8.3 15.6 LOS AC V/C Ratio 0.01 0.07 Max Queue (95%)00 Control Delay (s/veh)7.6 10.3 LOS AB V/C Ratio 0.02 0.07 Max Queue (95%)00 ACCESS 3 & Flanders Mill Road ACCESS 4 & Oak Street ACCESS 5 & Oak Street ACCESS 6 & Flanders Mill Road ACCESS 11 & Ferguson Avenue ACCESS 13 & Ferguson Avenue Table 5. Year 2023 PM Hour Capacity Calculations at Key Site Accesses Intersection MOE Intersection Approaches ACCESS 1 at Riatta & Baxter Lane Traffic volumes used in Table 5 access capacity calculations were for future (year 2023) conditions. The through volumes on each street (see Figure 9) were increased by 30% which represents an annual growth rate in excess of 2%. Figure 10 illustrates the year 2023 traffic volumes at each of the subdivision access intersections. Flanders Mill Subdivision TIS Page 26 Flanders Mill Subdivision TIS Page 27 IMPACT MITIGATION As it is currently proposed, Flanders Mill Subdivision development is rather unique in the fact that the subdivision would complete key segments of the arterial street system in this portion of Bozeman and the Oak Street extension would actually bisect the subdivision. When the combined effect of redistributing existing traffic onto the new arterial extensions and adding site generated traffic is taken into account, there would be both negative and positive impacts. Most of the surrounding street system would not be negatively impacted in terms of efficient traffic operations. Impacts at the intersection of Durston Road and Ferguson Avenue would be positive, the reduction in traffic volumes created by the development’s construction of arterial street extensions would to increase the LOS to “C” or better on all approaches of the intersection. Traffic added to the intersection by construction of residences within the Flanders Mill Subdivision would occur over a long term period in concert with continued development of this portion of Bozeman. Thus, indirect impact mitigation at this intersection would be accomplished by construction of the key arterials streets by the developer. The proposed intersection of Oak Street and Ferguson Avenue would operate with the northbound and southbound approaches at LOS “E”, if single lane approach were to be constructed. Capacity calculations were completed to determine if additional lanes on all approaches would improve the anticipated LOS at this intersection. An intersection using 4 through lanes on Oak Street with auxiliary left-turn lanes and single thru lanes on Ferguson Avenue with auxiliary left-turn lanes was tested with stop control on Ferguson (see Appendix F). It was determined that the southbound approach would operate at LOS “D”. Another alternative would be all-way stop and two different concepts were tested: all-way stop with single approach lanes and all-way stop with single through lanes and auxiliary left-turn lanes on all approaches. Both of these concepts resulted in improved LOS. The single approach lane concept resulted in all approach operating at LOS “C” or better and the auxiliary left-turn lane concept resulted in all approaches operating at LOS “B”. Thus, it appears that all-way stop control Flanders Mill Subdivision TIS Page 28 would be required at the intersection of Oak Street and Ferguson Avenue. The number of approach lanes would be dependent upon the City of Bozeman’s arterial construction plan standards for both of these arterial streets. Traffic Signal Warrants Traffic signal warrant analysis was completed for both the Durston Road and Oak Street intersections with Ferguson Avenue (see Appendix F). It was determined that signal Warrant #1 “Minimum Vehicular Volumes” and Warrant #2 “Four Hour Volumes” would be met at both of these intersections. All signal warrant investigations also require an evaluation of alternative intersection controls to ensure that signals are justified in addition to being warranted. In this case both intersections can achieve acceptable levels of service using all-way stop control. In addition to all-way stop controls, roundabout intersections were evaluated and capacity calculations were completed (see Appendix E). Roundabout capacity analysis indicated that both the Oak Street and the Durston Road roundabouts would operate with all approaches at LOS “A” or better. The Oak Street roundabout could be designed for future expansion to accommodate dual circulation lanes, while right-of-way constrictions would make it difficult to expand operations at a Durston Road roundabout in the future. RECOMMENDATIONS Development of Flanders Mill Subdivision would add approximately 3,474 vehicle trips to the surrounding street system on the average weekday. While the level of daily trips can be considered substantial in comparison to existing ADT volumes on the surrounding streets, the impacts will be tempered somewhat by providing new arterial street segments that are needed to serve growing traffic demands in the area. This TIS has identified two existing intersections that would be impacted: Baxter Lane and Davis Lane, which would experience reduced levels of service, and the Durston Road and Ferguson Lane intersection would experience improved levels of services and provide much improved operations for a number years before LOS drops below acceptable Flanders Mill Subdivision TIS Page 29 values in the future. In addition to existing intersection impacts, construction of the Oak Street and Ferguson Road intersection as a part of subdivision development would require enhanced traffic control to achieve acceptable levels of service. All of the proposed subdivision street accesses would operate at acceptable levels of service when the subdivision is fully occupied and year 2023 traffic projections are present on the adjacent streets. Stop control at all of the subdivision access intersections on the surrounding street system would be required. Traffic volumes at those intersections are not significant enough to justify auxiliary turn lanes either on the through streets or on the minor street approaches. The following are recommendations related to traffic operations at the Oak Street and Durston Road intersections with Ferguson Avenue. 1. The typical sections on both the Ferguson Avenue and Oak Street extensions should conform to City of Bozeman standards established for both of these streets as may be detailed in the current transportation plan or required by City policy and practices. Ferguson Road, south of Durston Road provides two through lanes and bike lanes on both sides of the street. Oak Street, east of Davis Lane provides two through lanes in each direction and a wide median section and left-turn lanes at intersections. Anticipated traffic volumes on Oak Street between Ferguson Avenue and Flanders Mill Road within the next 10 to 20 years would not justify such a wide typical section and if not mandated by City of Bozeman standards, the Oak Street typical section could be reduced to two through lanes at a minimum. 2. The intersection of Oak Street and Ferguson Avenue could be constructed with single approach lanes and acceptable levels of service could be achieved using all- way stop control. Eventually this intersection would need to be signalized, however construction of a roundabout would have superior operational characteristics in terms of safety and efficiency and design of this intersection should incorporate a single lane roundabout with provisions for future conversion to a dual lane roundabout. Flanders Mill Subdivision TIS Page 30 3. Two concept improvements could be considered for the intersection of Durston Road and Ferguson Lane in the future. Installation of a traffic signal would improve operations to LOS “B”. Reconstruction of the intersection as a single lane roundabout would improve operations to LOS “A”. The roundabout would provide the best operating environment, but there would be no room for future expansion. A traffic signal would provide substantial operational improvements for vehicular and pedestrian traffic. With the v/c ratio being less than 0.5 its expected life would be in excess of 10 to 15 years before additional lanes would be required. Because of the relative benefits for the costs involved, the traffic signal improvements would appear to be the most favorable improvement of the three. Since this improvement would not be required for a number of years after the subdivision is developed, the City of Bozeman should consider assessing a proportionate share of construction costs to all developments contributing to traffic at that intersection. It should also be kept in mid that even with full development of the Flanders Mill Subdivision the net change in entering traffic volumes at that intersection is a negative 10% of exiting volumes or approximately 129 fewer vehicles in the peak pm hour. Appendix A 24 Hour Traffic Count Summaries West Babcock West of FergusonHour8/18/2013 8/19/2013 8/20/2013 8/21/2013 Average % of8/18/2013 8/19/2013 8/20/2013 8/21/2013Average % of8/18/2013 8/19/2013 8/20/2013 8/21/2013Average % ofBegin Sun Mon Tue Wed WeekdayWeekdaySun Mon Tue Wed WeekdayWeekdaySun Mon Tue Wed WeekdayWeekday102110.1% 24120.3% 26230.2%220010.1% 01000.0% 21010.1%310000.0% 10000.0% 20010.0%432330.3% 20210.2% 52540.2%553340.5% 45550.6% 98880.5%613 10 11 11 1.5% 26 19 31 25 3.0% 39 29 42 37 2.3%752 48 45 48 6.3% 44 59 54 52 6.3% 96 107 99 101 6.3%858 47 60 55 7.2% 51 49 33 44 5.3% 109 96 93 99 6.2%934 38 43 38 5.0% 39 28 38 35 4.2% 73 66 81 73 4.6%1037 29 39 35 4.6% 31 32 39 34 4.1% 68 61 78 69 4.3%1157 41 40 46 6.0% 48 47 52 49 5.9% 105 88 92 95 5.9%1254 63 56 58 7.5% 60 73 63 65 7.8% 114 136 119 123 7.7%1344 49 54 49 6.4% 51 64 58 58 6.9% 95 113 112 107 6.7%1434 48 51 50 6.4% 45 36 55 46 5.4% 79 84 106 95 5.9%1536 52 45 49 6.3% 51 67 57 62 7.4% 87 119 102 111 6.9%1633 48 48 48 6.3% 44 59 57 58 6.9% 77 107 105 106 6.6%1735 82 83 83 10.7% 41 85 95 90 10.8% 76 167 178 173 10.8%1835 64 51 58 7.5% 45 65 58 62 7.4% 80 129 109 119 7.4%1929 53 50 52 6.7% 38 49 41 45 5.4% 67 102 91 97 6.0%2034 45 25 35 4.6% 41 38 45 42 5.0% 75 83 70 77 4.8%2115 24 23 24 3.1% 22 35 31 33 3.9% 37 59 54 57 3.5%2214 13 11 12 1.6% 16 11 12 12 1.4% 30 24 23 24 1.5%233 6 6 6 0.8% 6 8 11 10 1.1% 9 14 17 16 1.0%24254 50.6%185 70.8%3139 110.7%Total 270 800 729 355 768 100.0% 350 820 848 376 836 100.0% 620 1620 1577 731 1604 100.0%Eastbound Westbound Both Directions0.0%2.0%4.0%6.0%8.0%10.0%12.0%1 2 3 4 5 6 7 8 9 101112131415161718192021222324% AWTBegin HourHourly Variations0.0%2.0%4.0%6.0%8.0%10.0%12.0%1 2 3 4 5 6 7 8 9 101112131415161718192021222324% AWTBegin HourHourly Variations0.0%2.0%4.0%6.0%8.0%10.0%12.0%123456789101112131415161718192021222324% AWTBegin HourHourly Variations Cottonwood Road South of DurstonHour8/18/2013 8/19/2013 8/20/2013 8/21/2013 Average % of8/18/2013 8/19/2013 8/20/2013 8/21/2013Average % of8/18/2013 8/19/2013 8/20/2013 8/21/2013Average % ofBegin Sun Mon Tue Wed WeekdayWeekdaySun Mon Tue Wed WeekdayWeekdaySun Mon Tue Wed WeekdayWeekday121840.2% 24540.2% 451370.2%214430.1% 10210.1% 24640.1%321320.1% 10000.0% 31320.1%475660.3% 83450.3% 15810110.3%58 1615130.6% 152522211.1% 234137340.8%642 37 38 39 1.8% 57 70 59 62 3.2% 99 107 97 101 2.5%786 85 88 86 4.0% 164 182 224 190 9.7% 250 267 312 276 6.7%8111 97 95 101 4.7% 175 171 144 163 8.3% 286 268 239 264 6.4%999 99 79 92 4.3% 102 112 109 108 5.5% 201 211 188 200 4.9%10111 116 115 114 5.3% 133 102 98 111 5.7% 244 218 213 225 5.5%11120 139 148 136 6.3% 103 98 115 105 5.4% 223 237 263 241 5.9%12152 148 139 146 6.8% 122 149 116 129 6.6% 274 297 255 275 6.7%13132 149 132 138 6.4% 120 118 145 128 6.5% 252 267 277 265 6.5%1480 140 148 144 6.7% 62 145 115 130 6.6% 142 285 263 274 6.7%15109 166 141 154 7.1% 93 116 113 115 5.8% 202 282 254 268 6.5%1691 175 209 192 8.9% 78 126 152 139 7.1% 169 301 361 331 8.1%17107 323 278 301 14.0% 75 162 183 173 8.8% 182 485 461 473 11.5%1870 205 154 180 8.3% 69 122 132 127 6.5% 139 327 286 307 7.5%1975 111 132 122 5.6% 55 126 112 119 6.1% 130 237 244 241 5.8%2063 69 70 70 3.2% 38 49 62 56 2.8% 101 118 132 125 3.0%2169 65 54 60 2.8% 28 35 35 35 1.8% 97 100 89 95 2.3%2225 20 36 28 1.3% 19 23 22 23 1.1% 44 43 58 51 1.2%2313 18 16 17 0.8% 10 8 6 7 0.4% 23 26 22 24 0.6%2410 12 4 8 0.4% 7 14 5 10 0.5% 17 26 9 18 0.4%Total 712 2177 2139 870 2153 100.0% 534 1929 1971 1043 1958 100.0% 1246 4106 4110 1913 4111 100.0%Northbound Southbound Both Directions0.0%2.0%4.0%6.0%8.0%10.0%12.0%14.0%1 2 3 4 5 6 7 8 9 101112131415161718192021222324% AWTBegin HourHourly Variations0.0%2.0%4.0%6.0%8.0%10.0%12.0%14.0%16.0%1 2 3 4 5 6 7 8 9 101112131415161718192021222324% AWTBegin HourHourly Variations0.0%2.0%4.0%6.0%8.0%10.0%12.0%123456789101112131415161718192021222324% AWTBegin HourHourly Variations Durston Road East of Flanders Mill RoadHour8/18/2013 8/19/2013 8/20/2013 8/21/2013 Average % of8/18/2013 8/19/2013 8/20/2013 8/21/2013Average % of8/18/2013 8/19/2013 8/20/2013 8/21/2013Average % ofBegin Sun Mon Tue Wed WeekdayWeekdaySun Mon Tue Wed WeekdayWeekdaySun Mon Tue Wed WeekdayWeekday154860.1% 161112130.3% 211520190.2%224740.1% 610780.2% 81414120.2%367560.2% 45440.1% 10129100.1%413 9 10 11 0.3% 14 6 11 10 0.3% 27 15 21 21 0.3%544 44 36 41 1.1% 44 47 44 45 1.1% 88 91 80 86 1.1%6110 104 101 105 2.7% 93 112 104 103 2.6% 203 216 205 208 2.6%7301 301 308 303 7.8% 205 217 236 219 5.5% 506 518 544 523 6.7%8308 288 272 289 7.5% 207 199 176 194 4.9% 515 487 448 483 6.2%9240 229 199 223 5.8% 205 204 178 196 4.9% 445 433 377 418 5.3%10224 210 214 216 5.6% 235 185 178 199 5.0% 459 395 392 415 5.3%11263 253 241 252 6.5% 218 223 226 222 5.6% 481 476 467 475 6.0%12242 277 216 245 6.3% 274 300 268 281 7.0% 516 577 484 526 6.7%13238 217 237 231 6.0% 243 249 305 266 6.7% 481 466 542 496 6.3%14163 242 252 247 6.4% 218 293 247 270 6.8% 381 535 499 517 6.6%15177 237 263 250 6.5% 229 269 291 280 7.0% 406 506 554 530 6.8%16182 271 292 282 7.3% 202 335 338 337 8.4% 384 606 630 618 7.9%17167 378 369 374 9.7% 186 387 440 414 10.4% 353 765 809 787 10.0%18155 296 286 291 7.5% 170 286 291 289 7.2% 325 582 577 580 7.4%19141 188 192 190 4.9% 178 185 238 212 5.3% 319 373 430 402 5.1%20134 121 123 122 3.2% 141 167 175 171 4.3% 275 288 298 293 3.7%2189 90 79 85 2.2% 104 116 112 114 2.9% 193 206 191 199 2.5%2243 56 47 52 1.3% 63 64 70 67 1.7% 106 120 117 119 1.5%2331 29 33 31 0.8% 36 52 39 46 1.1% 67 81 72 77 1.0%241414 9 120.3%242827 280.7% 384236 390.5%Total 1296 3918 3892 1854 3866 100.0% 1551 3946 4036 1749 3985 100.0% 2847 7864 7928 3603 7851 100.0%Eastbound Westbound Both Directions0.0%2.0%4.0%6.0%8.0%10.0%12.0%1 2 3 4 5 6 7 8 9 101112131415161718192021222324% AWTBegin HourHourly Variations0.0%2.0%4.0%6.0%8.0%10.0%12.0%1 2 3 4 5 6 7 8 9 101112131415161718192021222324% AWTBegin HourHourly Variations0.0%2.0%4.0%6.0%8.0%10.0%12.0%123456789101112131415161718192021222324% AWTBegin HourHourly Variations Ferguson Avenue North of Durston RoadHour8/18/2013 8/19/2013 8/20/2013 8/21/2013 Average % of8/18/2013 8/19/2013 8/20/2013 8/21/2013Average % of8/18/2013 8/19/2013 8/20/2013 8/21/2013Average % ofBegin Sun Mon Tue Wed WeekdayWeekdaySun Mon Tue Wed WeekdayWeekdaySun Mon Tue Wed WeekdayWeekday126130.1% 311560.2% 517690.2%225440.1% 39450.2% 514890.1%324640.1% 23220.1% 47860.1%410 6 6 7 0.3% 10 7 2 6 0.2% 20 13 8 14 0.2%523 35 32 30 1.0% 29 24 23 25 0.8% 52 59 55 55 0.9%681 92 93 89 3.0% 78 78 78 78 2.4% 159 170 171 167 2.7%7177 193 194 188 6.5% 182 178 174 178 5.5% 359 371 368 366 6.0%8157 190 170 172 5.9% 194 211 158 188 5.8% 351 401 328 360 5.9%9181 164 137 161 5.5% 155 194 155 168 5.2% 336 358 292 329 5.3%10183 188 162 178 6.1% 192 175 175 181 5.6% 375 363 337 358 5.8%11245 222 201 223 7.7% 231 213 234 226 7.0% 476 435 435 449 7.3%12221 225 201 216 7.4% 247 241 243 244 7.5% 468 466 444 459 7.5%13204 202 189 198 6.8% 237 246 262 248 7.7% 441 448 451 447 7.3%14194 201 198 6.8% 241 211 226 7.0% 435 412 424 6.9%15141 211 201 206 7.1% 195 160 247 204 6.3% 336 371 448 410 6.7%16153 254 225 240 8.2% 163 279 270 275 8.5% 316 533 495 514 8.4%17140 283 282 283 9.7% 167 317 303 310 9.6% 307 600 585 593 9.6%18102 218 183 201 6.9% 151 218 215 217 6.7% 253 436 398 417 6.8%1968 109 132 121 4.1% 104 139 171 155 4.8% 172 248 303 276 4.5%2069 85 60 73 2.5% 91 133 131 132 4.1% 160 218 191 205 3.3%2134 62 58 60 2.1% 45 75 86 81 2.5% 79 137 144 141 2.3%2230 27 43 35 1.2% 43 35 45 40 1.2% 73 62 88 75 1.2%2315 19 12 16 0.5% 22 21 20 21 0.6% 37 40 32 36 0.6%243 9 7 80.3%131722 200.6% 162629 280.4%Total 755 2959 2936 1396 2910 100.0% 994 3198 3311 1515 3234 100.0% 1749 6157 6247 2911 6144 100.0%Northbound Southbound Both Directions0.0%2.0%4.0%6.0%8.0%10.0%12.0%1 2 3 4 5 6 7 8 9 101112131415161718192021222324% AWTBegin HourHourly Variations0.0%2.0%4.0%6.0%8.0%10.0%12.0%1 2 3 4 5 6 7 8 9 101112131415161718192021222324% AWTBegin HourHourly Variations0.0%2.0%4.0%6.0%8.0%10.0%12.0%123456789101112131415161718192021222324% AWTBegin HourHourly Variations Ferguson Avenue North of West Babcock StreetHour8/18/2013 8/19/2013 8/20/2013 8/21/2013 Average % of8/18/2013 8/19/2013 8/20/2013 8/21/2013Average % of8/18/2013 8/19/2013 8/20/2013 8/21/2013Average % ofBegin Sun Mon Tue Wed WeekdayWeekdaySun Mon Tue Wed WeekdayWeekdaySun Mon Tue Wed WeekdayWeekday112 15 8 12 0.3% 6 9 12 9 0.2% 18 24 20 21 0.3%249970.2% 37650.1% 71615130.2%342540.1% 34330.1% 76870.1%497980.2% 11109100.3% 201718180.3%527 29 32 29 0.9% 68 51 46 55 1.5% 95 80 78 84 1.2%671 86 82 80 2.3% 120 149 129 133 3.6% 191 235 211 212 3.0%7127 172 123 141 4.1% 324 306 306 312 8.5% 451 478 429 453 6.4%8119 162 167 149 4.4% 274 304 250 276 7.6% 393 466 417 425 6.0%9203 168 131 167 4.9% 207 210 181 199 5.5% 410 378 312 367 5.2%10195 183 176 185 5.4% 197 192 185 191 5.2% 392 375 361 376 5.3%11227 258 220 235 6.9% 236 243 260 246 6.7% 463 501 480 481 6.8%12254 270 245 256 7.5% 256 274 277 269 7.4% 510 544 522 525 7.4%13245 208 236 230 6.7% 255 257 248 253 6.9% 500 465 484 483 6.8%14157 221 211 216 6.3% 170 258 211 235 6.4% 327 479 422 451 6.4%15164 267 251 259 7.6% 202 275 266 271 7.4% 366 542 517 530 7.5%16182 323 285 304 8.9% 150 287 265 276 7.6% 332 610 550 580 8.2%17155 364 337 351 10.2% 174 264 289 277 7.6% 329 628 626 627 8.9%18136 240 268 254 7.4% 142 221 186 204 5.6% 278 461 454 458 6.5%19117 153 184 169 4.9% 110 142 166 154 4.2% 227 295 350 323 4.6%2098 163 138 151 4.4% 86 131 123 127 3.5% 184 294 261 278 3.9%2168 119 120 120 3.5% 62 67 74 71 1.9% 130 186 194 190 2.7%2250 32 71 52 1.5% 35 50 39 45 1.2% 85 82 110 96 1.4%2330 37 23 30 0.9% 29 13 26 20 0.5% 59 50 49 50 0.7%2414 17 11 14 0.4% 15 16 12 14 0.4% 29 33 23 28 0.4%Total 1171 3433 3468 1443 3421 100.0% 1175 3684 3673 1912 3653 100.0% 2346 7117 7141 3355 7074 100.0%Northbound Southbound Both Directions0.0%1.0%2.0%3.0%4.0%5.0%6.0%7.0%8.0%9.0%10.0%1 2 3 4 5 6 7 8 9 101112131415161718192021222324% AWTBegin HourHourly Variations0.0%2.0%4.0%6.0%8.0%10.0%12.0%1 2 3 4 5 6 7 8 9 101112131415161718192021222324% AWTBegin HourHourly Variations0.0%1.0%2.0%3.0%4.0%5.0%6.0%7.0%8.0%9.0%123456789101112131415161718192021222324% AWTBegin HourHourly Variations Flanders Mill Road North of Durston RoadHour8/18/2013 8/19/2013 8/20/2013 8/21/2013 Average % of8/18/2013 8/19/2013 8/20/2013 8/21/2013Average % of8/18/2013 8/19/2013 8/20/2013 8/21/2013Average % ofBegin Sun Mon Tue Wed WeekdayWeekdaySun Mon Tue Wed WeekdayWeekdaySun Mon Tue Wed WeekdayWeekday113220.2% 14020.2% 27240.2%200000.0% 01210.1% 01210.1%312320.2% 00100.0% 12420.1%488880.8% 03220.2% 81110100.5%591116121.2% 89680.8% 172022201.0%628 28 32 29 3.0% 21 33 29 28 2.9% 49 61 61 57 3.0%752 54 55 54 5.6% 98 84 92 91 9.7% 150 138 147 145 7.6%844 56 46 49 5.0% 76 70 59 68 7.2% 120 126 105 117 6.1%948 55 32 45 4.7% 46 54 43 48 5.1% 94 109 75 93 4.9%1054 46 65 55 5.7% 44 38 47 43 4.6% 98 84 112 98 5.1%1173 57 55 62 6.4% 61 51 56 56 5.9% 134 108 111 118 6.2%1268 61 63 64 6.6% 60 65 67 64 6.8% 128 126 130 128 6.7%1352 58 57 56 5.8% 57 55 63 58 6.2% 109 113 120 114 6.0%1458 50 54 5.6% 57 66 62 6.5% 115 116 116 6.1%1546 81 73 77 8.0% 52 76 70 73 7.7% 98 157 143 150 7.9%1654 78 92 85 8.8% 44 88 80 84 8.9% 98 166 172 169 8.9%1745 123 105 114 11.8% 48 90 96 93 9.9% 93 213 201 207 10.9%1830 76 86 81 8.4% 45 52 55 54 5.7% 75 128 141 135 7.1%1936 48 42 45 4.7% 36 44 36 40 4.2% 72 92 78 85 4.5%2032 32 27 30 3.1% 25 31 15 23 2.4% 57 63 42 53 2.8%2125 28 12 20 2.1% 19 23 19 21 2.2% 44 51 31 41 2.1%2211 9 12 11 1.1% 8 10 16 13 1.4% 19 19 28 24 1.2%236 9 5 7 0.7% 7 10 7 9 0.9% 13 19 12 16 0.8%24744 40.4%236 50.5%9710 90.4%Total 292 984 947 434 964 100.0% 286 956 933 467 944 100.0% 578 1940 1880 901 1908 100.0%Northbound Southbound Both Directions0.0%2.0%4.0%6.0%8.0%10.0%12.0%1 2 3 4 5 6 7 8 9 101112131415161718192021222324% AWTBegin HourHourly Variations0.0%2.0%4.0%6.0%8.0%10.0%12.0%14.0%1 2 3 4 5 6 7 8 9 101112131415161718192021222324% AWTBegin HourHourly Variations0.0%2.0%4.0%6.0%8.0%10.0%12.0%123456789101112131415161718192021222324% AWTBegin HourHourly Variations Baxter Lane East of Davis LaneHour 10/30/2012 10/31/2012 11/1/2012 Average % of10/30/2012 10/31/2012 11/1/2012Average % of10/30/2012 10/31/2012 11/1/2012Average % ofBegin Tue Wed Thru WeekdayWeekdayTue Wed Thru WeekdayWeekdayTue Wed Thru WeekdayWeekday12 3 3 0.1% 6 10 8 0.3% 8 13 11 0.2%23 3 3 0.2% 5 7 6 0.3% 8 10 9 0.2%35 4 5 0.2% 2 7 5 0.2% 7 11 9 0.2%47 6 7 0.3% 3 4 4 0.1% 10 10 10 0.2%519 17 18 0.9% 8 11 10 0.4% 27 28 28 0.6%668 62 65 3.3% 34 37 36 1.5% 102 99 101 2.3%7182 181 182 9.2% 126 145 136 5.8% 308 326 317 7.3%8229 226 228 11.5% 216 214 215 9.1% 445 440 443 10.2%9137 112 125 6.3% 101 102 102 4.3% 238 214 226 5.2%10116 119 118 5.9% 107 106 107 4.5% 223 225 224 5.2%11122 121 122 6.1% 150 124 137 5.8% 272 245 259 6.0%12137 102 120 6.0% 169 151 160 6.8% 306 253 280 6.4%13121 115 110 115 5.8% 140 165 162 156 6.6% 261 280 272 271 6.3%14100 129 115 5.8% 160 140 150 6.4% 260 269 265 6.1%15166 163 165 8.3% 243 256 250 10.6% 409 419 414 9.5%16180 196 188 9.5% 212 208 210 8.9% 392 404 398 9.2%17153 157 155 7.8% 258 246 252 10.7% 411 403 407 9.4%18117 85 101 5.1% 191 123 157 6.7% 308 208 258 6.0%1959 47 53 2.7% 105 94 100 4.2% 164 141 153 3.5%2045 46 46 2.3% 79 34 57 2.4% 124 80 102 2.4%2125 30 28 1.4% 47 44 46 1.9% 72 74 73 1.7%2212 22 17 0.9% 23 34 29 1.2% 35 56 46 1.0%237 9 8 0.4% 12 20 16 0.7% 19 29 24 0.6%240 4 2 0.1% 8 13 11 0.4% 8 17 13 0.3%Total 985 2030 1066 1983 100.0% 1478 2304 1080 2353 100.0% 2463 4334 2146 4336 100.0%Eastbound Westbound Both Directions0.0%2.0%4.0%6.0%8.0%10.0%12.0%123456789101112131415161718192021222324% AWTBegin HourHourly Variations0.0%2.0%4.0%6.0%8.0%10.0%12.0%14.0%1 2 3 4 5 6 7 8 9 101112131415161718192021222324% AWTBegin HourHourly Variations0.0%2.0%4.0%6.0%8.0%10.0%12.0%1 2 3 4 5 6 7 8 9 101112131415161718192021222324% AWTBegin HourHourly Variations Davis Lane North of Baxter Lane Hour 10/30/2012 10/31/2012 11/1/2012 Average % of Begin Tues. Wed. Thurs. Weekday Weekday 1 812100.2% 2 3 6 5 0.1% 3 14 19 17 0.4% 4 15 15 15 0.3% 5 39 41 40 0.9% 6 87 91 89 2.1% 7 248 246 247 5.7% 8 238 287 263 6.1% 9 187 206 197 4.5% 10 225 247 236 5.4% 11 284 266 275 6.3% 12 275 284 280 6.4% 13 266 296 281 6.5% 14 295 273 284 6.6% 15 336 391 364 8.4% 16 421 422 422 9.7% 17 450 468 459 10.6% 18 326 285 306 7.0% 19 203 196 200 4.6% 20 146 150 148 3.4% 21 73 108 91 2.1% 22 50 68 59 1.4% 23 26 37 32 0.7% 24 14 25 20 0.4% Total 2340 4312 2016 4334 100.0% Both Directions 0.0% 2.0% 4.0% 6.0% 8.0% 10.0% 12.0% 123456789101112131415161718192021222324% AWTBegin Hour Hourly Variations Oak Street West of Davis Lane Hour 10/30/2012 10/31/2012 11/1/2012 Average % of Begin Tues. Wed. Thurs. Weekday Weekday 1 12 17 15 0.2% 2 41280.1% 3 811100.1% 4 23 27 25 0.4% 5 65 75 70 1.0% 6 181 164 173 2.5% 7 471 433 452 6.5% 8 429 471 450 6.4% 9 317 369 343 4.9% 10 359 374 367 5.3% 11 467 462 465 6.7% 12 497 492 495 7.1% 13 449 463 456 6.5% 14 489 479 484 6.9% 15 615 588 602 8.6% 16 675 636 656 9.4% 17 730 689 710 10.2% 18 470 419 445 6.4% 19 288 300 294 4.2% 20 209 222 216 3.1% 21 129 130 130 1.9% 22 53 70 62 0.9% 23 30 40 35 0.5% 24 24 19 22 0.3% Total 3712 6874 3370 6978 100.0% Both Directions 0.0% 2.0% 4.0% 6.0% 8.0% 10.0% 12.0% 123456789101112131415161718192021222324% AWTBegin Hour Hourly Variations Appendix B Existing Condition Capacity Calculations TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R Marvin Agency/Co.Marvin & Assoc Date Performed 9/13/2013 Analysis Time Period Peak PM Intersection Baxter & Harper Puckett Rd Jurisdiction City of Bozeman Analysis Year 2013 Existing Project Description Flanders Mill Subdivision East/West Street: Baxter Lane North/South Street: Harper Puckett Road Intersection Orientation: East-West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h)5 90 83 40 Peak-Hour Factor, PHF 0.85 0.85 1.00 1.00 0.85 0.85 Hourly Flow Rate, HFR (veh/h)5 105 0 0 97 47 Percent Heavy Vehicles 0 ----0 ---- Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LT TR Upstream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h)29 1 Peak-Hour Factor, PHF 1.00 1.00 1.00 0.60 1.00 0.60 Hourly Flow Rate, HFR (veh/h)0 0 0 48 0 1 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%)0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LT LR v (veh/h)5 49 C (m) (veh/h)1451 758 v/c 0.00 0.06 95% queue length 0.01 0.21 Control Delay (s/veh)7.5 10.1 LOS A B Approach Delay (s/veh)----10.1 Approach LOS ----B Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.6 Generated: 9/13/2013 4:31 PM Page 1 of 1Two-Way Stop Control 9/13/2013file:///C:/Users/Bob/AppData/Local/Temp/u2k97A7.tmp TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R Marvin Agency/Co.Marvin& Assoc Date Performed 09/13/13 Analysis Time Period Peak PM Intersection Baxter & Flanders Mill Jurisdiction Bozeman Analysis Year Existing 2013 Project Description East/West Street: Baxter Lane North/South Street: Flanders Mill Road Intersection Orientation: East-West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h)91 28 75 93 Peak-Hour Factor, PHF 1.00 0.80 0.80 0.81 0.81 1.00 Hourly Flow Rate, HFR (veh/h)0 113 34 92 114 0 Percent Heavy Vehicles 0 ----0 ---- Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration TR LT Upstream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h)38 60 Peak-Hour Factor, PHF 0.78 1.00 0.78 1.00 1.00 1.00 Hourly Flow Rate, HFR (veh/h)48 0 76 0 0 0 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%)0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LT LR v (veh/h)92 124 C (m) (veh/h)1447 733 v/c 0.06 0.17 95% queue length 0.20 0.61 Control Delay (s/veh)7.7 10.9 LOS A B Approach Delay (s/veh)----10.9 Approach LOS ----B Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.6 Generated: 9/13/2013 4:24 PM Page 1 of 1Two-Way Stop Control 9/13/2013file:///C:/Users/Bob/AppData/Local/Temp/u2kBE1B.tmp TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R Marvin Agency/Co.Marvin & Assoc Date Performed 9/13/2013 Analysis Time Period Peak PM Intersection Baxter & Riatta Jurisdiction City of Bozeman Analysis Year 2013 Existing Project Description Flanders Mill Subdivision East/West Street: Baxter Lane North/South Street: Riatta Intersection Orientation: East-West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h)3 149 149 5 Peak-Hour Factor, PHF 0.85 0.85 1.00 1.00 0.85 0.85 Hourly Flow Rate, HFR (veh/h)3 175 0 0 175 5 Percent Heavy Vehicles 0 ----0 ---- Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LT TR Upstream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h)3 2 Peak-Hour Factor, PHF 1.00 1.00 1.00 0.60 1.00 0.60 Hourly Flow Rate, HFR (veh/h)0 0 0 4 0 3 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%)0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LT LR v (veh/h)3 7 C (m) (veh/h)1408 724 v/c 0.00 0.01 95% queue length 0.01 0.03 Control Delay (s/veh)7.6 10.0 LOS A B Approach Delay (s/veh)----10.0 Approach LOS ----B Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.6 Generated: 9/13/2013 4:35 PM Page 1 of 1Two-Way Stop Control 9/13/2013file:///C:/Users/Bob/AppData/Local/Temp/u2k6E47.tmp MOVEMENT SUMMARY Site: Baxter & Ferguson Existing Baxter & Ferguson Roundabout Movement Performance - Vehicles 95% Back of QueueMov ID Turn Demand Flow HV Deg. Satn Average Delay Level of Service Prop. Queued Effective Stop Rate Average Speed Vehicles Distance veh/h % v/c sec veh ft per veh mph East: Baxter Lane 6 T 186 1.0 0.207 5.1 LOS A 0.9 21.8 0.05 0.19 25.8 16 R 44 0.0 0.207 5.1 LOS A 0.9 21.8 0.05 0.40 25.0 Approach 230 0.8 0.207 5.1 LOS A 0.9 21.8 0.05 0.23 25.6 North: Ferguson Ave 7 L 56 0.0 0.068 4.5 LOS A 0.2 6.0 0.30 0.65 23.4 14 R 8 0.0 0.068 4.5 LOS A 0.2 6.0 0.30 0.40 25.1 Approach 64 0.0 0.068 4.5 LOS A 0.2 6.0 0.30 0.62 23.6 West: Baxter Lane 5 L 8 1.0 0.183 5.1 LOS A 0.7 18.5 0.17 0.99 23.3 2 T 186 1.0 0.183 5.1 LOS A 0.7 18.5 0.17 0.24 25.8 Approach 194 1.0 0.183 5.1 LOS A 0.7 18.5 0.17 0.27 25.7 All Vehicles 488 0.8 0.207 5.0 LOS A 0.9 21.8 0.13 0.30 25.4 Level of Service (LOS) Method: Delay & v/c (HCM 2010). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 2010). Roundabout Capacity Model: US HCM 2010. HCM Delay Model used. Geometric Delay not included. Processed: Friday, September 13, 2013 4:59:49 PM SIDRA INTERSECTION 5.1.13.2093 Copyright © 2000-2011 Akcelik and Associates Pty Ltd www.sidrasolutions.comProject: C:\Users\Bob\Documents\A PROJECT FOLDERS\13-757 Flanders Mill Subdivision TIS\Capacity\Baxter & Ferguson Existing.sip 8001325, MARVIN & ASSOCIATES, SINGLE ALL-WAY STOP CONTROL ANALYSIS General Information Site Information Analyst R Marvin Agency/Co.Marvin & Assoc Date Performed 9/12/13 Analysis Time Period Peak PM Intersection Baxter & Davis Jurisdiction Bozeman Analysis Year 2012 Exist Project ID Flanders Mill Subdivision East/West Street: Baxter Lane North/South Street: Davis Lane Volume Adjustments and Site Characteristics Approach Eastbound Westbound Movement L T R L T R Volume (veh/h) 47 111 25 40 148 62 %Thrus Left Lane Approach Northbound Southbound Movement L T R L T R Volume (veh/h) 15 145 35 25 140 45 %Thrus Left Lane Eastbound Westbound Northbound Southbound L1 L2 L1 L2 L1 L2 L1 L2 Configuration LTR LTR LT R LTR PHF 0.75 0.80 0.78 0.78 0.79 Flow Rate (veh/h)243 310 204 44 264 % Heavy Vehicles 0 0 0 0 0 No. Lanes 1 1 2 1 Geometry Group 2 2 5 4a Duration, T 0.25 Saturation Headway Adjustment Worksheet Prop. Left-Turns 0.3 0.2 0.1 0.0 0.1 Prop. Right-Turns 0.1 0.2 0.0 1.0 0.2 Prop. Heavy Vehicle 0.0 0.0 0.0 0.0 0.0 hLT-adj 0.2 0.2 0.2 0.2 0.5 0.5 0.2 0.2 hRT-adj -0.6 -0.6 -0.6 -0.6 -0.7 -0.7 -0.6 -0.6 hHV-adj 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 hadj, computed -0.0 -0.1 0.0 -0.7 -0.1 Departure Headway and Service Time hd, initial value (s)3.20 3.20 3.20 3.20 3.20 x, initial 0.22 0.28 0.18 0.04 0.23 hd, final value (s)6.14 5.91 6.78 6.01 6.17 x, final value 0.41 0.51 0.38 0.07 0.45 Move-up time, m (s)2.0 2.0 2.3 2.0 Service Time, ts (s)4.1 3.9 4.5 3.7 4.2 Capacity and Level of Service Eastbound Westbound Northbound Southbound L1 L2 L1 L2 L1 L2 L1 L2 Capacity (veh/h)493 560 454 294 514 Delay (s/veh)13.41 14.89 13.64 9.19 14.18 LOS B B B A B Approach: Delay (s/veh) 13.41 14.89 12.85 14.18 LOS B B B B Intersection Delay (s/veh)13.90 Intersection LOS B Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.6 Generated: 9/12/2013 5:21 PM Page 1 of 1All-Way Stop Control 9/12/2013file:///C:/Users/Bob/AppData/Local/Temp/u2kA10F.tmp TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R Marvin Agency/Co.Marvin & Associates Date Performed 9/13/13 Analysis Time Period Peak PM Intersection Oak and Davis Jurisdiction Bozeman Analysis Year 2013 Existing Project Description Flanders Mill Subdivision East/West Street: Oak Street North/South Street: Davis Lane Intersection Orientation: East-West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h)130 190 255 80 Peak-Hour Factor, PHF 0.92 0.92 1.00 1.00 0.92 0.92 Hourly Flow Rate, HFR (veh/h)141 206 0 0 277 86 Percent Heavy Vehicles 0 ----0 ---- Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LT TR Upstream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h)75 135 Peak-Hour Factor, PHF 1.00 1.00 1.00 0.92 1.00 0.92 Hourly Flow Rate, HFR (veh/h)0 0 0 81 0 146 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%)0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 1 0 1 Configuration L R Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LT L R v (veh/h)141 81 146 C (m) (veh/h)1207 312 725 v/c 0.12 0.26 0.20 95% queue length 0.40 1.02 0.75 Control Delay (s/veh)8.4 20.5 11.2 LOS A C B Approach Delay (s/veh)----14.5 Approach LOS ----B Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.6 Generated: 9/13/2013 4:26 PM Page 1 of 1Two-Way Stop Control 9/13/2013file:///C:/Users/Bob/AppData/Local/Temp/u2k3DC5.tmp TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R Marvin Agency/Co.Marvin Assoc Date Performed 9/14/2013 Analysis Time Period Peak PM Intersection Durston & Cottonwood Jurisdiction City of Bozeman Analysis Year 2013 Existing Project Description Flanders Mill Subdivision East/West Street: Durston Road North/South Street: Cottonwood Road Intersection Orientation: East-West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h)2 178 43 130 288 15 Peak-Hour Factor, PHF 0.88 0.88 0.88 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h)2 202 48 144 320 16 Percent Heavy Vehicles 0 ----0 ---- Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Upstream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h)90 21 185 9 6 1 Peak-Hour Factor, PHF 0.88 0.88 0.88 0.50 0.50 0.50 Hourly Flow Rate, HFR (veh/h)102 23 210 18 12 2 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%)0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 1 0 1 0 Configuration LT R LTR Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LTR LTR LT R LTR v (veh/h)2 144 125 210 32 C (m) (veh/h)1235 1327 314 818 253 v/c 0.00 0.11 0.40 0.26 0.13 95% queue length 0.00 0.36 1.84 1.02 0.43 Control Delay (s/veh)7.9 8.0 23.8 10.9 21.3 LOS A A C B C Approach Delay (s/veh)----15.7 21.3 Approach LOS ----C C Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.6 Generated: 9/14/2013 4:55 PM Page 1 of 1Two-Way Stop Control 9/14/2013file:///C:/Users/Bob/AppData/Local/Temp/u2kE536.tmp TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R Marvin Agency/Co.Marvin & Assoc Date Performed 9/13/2013 Analysis Time Period Peak PM Intersection Durston & Flanders Mill Jurisdiction City of Bozeman Analysis Year 2013 Existing Project Description Flanders Mill Subdivision East/West Street: Durston Road North/South Street: Flanders Mill Road Intersection Orientation: East-West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h)58 314 381 50 Peak-Hour Factor, PHF 0.92 0.92 1.00 1.00 0.92 0.92 Hourly Flow Rate, HFR (veh/h)63 341 0 0 414 54 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes 1 1 0 0 1 0 Configuration L T TR Upstream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 38 61 Peak-Hour Factor, PHF 1.00 1.00 1.00 0.85 1.00 0.85 Hourly Flow Rate, HFR (veh/h)0 0 0 44 0 71 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L LR v (veh/h)63 115 C (m) (veh/h)1086 505 v/c 0.06 0.23 95% queue length 0.18 0.87 Control Delay (s/veh)8.5 14.2 LOS A B Approach Delay (s/veh)---- 14.2 Approach LOS ---- B Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.6 Generated: 9/15/2013 1:54 PM Page 1 of 1Two-Way Stop Control 9/15/2013file://C:\Documents and Settings\Bob\Local Settings\Temp\u2k277.tmp ALL-WAY STOP CONTROL ANALYSIS General Information Site Information Analyst R Marvin Agency/Co.Marvin & Assoc Date Performed 9/12/13 Analysis Time Period Peak PM Intersection Durston & Ferguson Jurisdiction Bozeman Analysis Year 2012 Exist Project ID Flanders Mill Subdivision East/West Street: Durston Road North/South Street: Ferguson Avenue Volume Adjustments and Site Characteristics Approach Eastbound Westbound Movement L T R L T R Volume (veh/h) 92 181 81 63 196 14 %Thrus Left Lane Approach Northbound Southbound Movement L T R L T R Volume (veh/h) 82 182 75 7 134 162 %Thrus Left Lane Eastbound Westbound Northbound Southbound L1 L2 L1 L2 L1 L2 L1 L2 Configuration LT R LTR LTR LTR PHF 0.88 0.88 0.89 0.90 0.89 Flow Rate (veh/h)309 92 305 376 339 % Heavy Vehicles 0 0 0 0 0 No. Lanes 2 1 1 1 Geometry Group 5 4a 2 2 Duration, T 0.25 Saturation Headway Adjustment Worksheet Prop. Left-Turns 0.3 0.0 0.2 0.2 0.0 Prop. Right-Turns 0.0 1.0 0.0 0.2 0.5 Prop. Heavy Vehicle 0.0 0.0 0.0 0.0 0.0 hLT-adj 0.5 0.5 0.2 0.2 0.2 0.2 0.2 0.2 hRT-adj -0.7 -0.7 -0.6 -0.6 -0.6 -0.6 -0.6 -0.6 hHV-adj 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 hadj, computed 0.2 -0.7 0.0 -0.1 -0.3 Departure Headway and Service Time hd, initial value (s)3.20 3.20 3.20 3.20 3.20 x, initial 0.27 0.08 0.27 0.33 0.30 hd, final value (s)8.53 7.62 8.26 7.76 7.69 x, final value 0.73 0.19 0.70 0.81 0.72 Move-up time, m (s)2.3 2.0 2.0 2.0 Service Time, ts (s)6.2 5.3 6.3 5.8 5.7 Capacity and Level of Service Eastbound Westbound Northbound Southbound L1 L2 L1 L2 L1 L2 L1 L2 Capacity (veh/h)398 342 400 442 433 Delay (s/veh)31.18 12.16 28.35 36.29 28.38 LOS D B D E D Approach: Delay (s/veh) 26.82 28.35 36.29 28.38 LOS D D E D Intersection Delay (s/veh)30.02 Intersection LOS D Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.6 Generated: 9/15/2013 1:55 PM Page 1 of 1All-Way Stop Control 9/15/2013file://C:\Documents and Settings\Bob\Local Settings\Temp\u2k27A.tmp TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R Marvin Agency/Co.Marvin Assoc Date Performed 9/14/2013 Analysis Time Period Peak PM Intersection W Babcock & Cottonwood Jurisdiction City of Bozeman Analysis Year 2013 Existing Project Description Flanders Mill Subdivision East/West Street: West Babcock North/South Street: Cottonwood Road Intersection Orientation: North-South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h)11 263 21 6 168 1 Peak-Hour Factor, PHF 0.91 0.91 0.91 0.88 0.88 0.88 Hourly Flow Rate, HFR (veh/h)12 289 23 6 190 1 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 1 1 1 1 2 0 Configuration L T R L T TR Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h)17 1 14 16 1 31 Peak-Hour Factor, PHF 0.65 0.65 0.65 0.75 0.75 0.75 Hourly Flow Rate, HFR (veh/h)26 1 21 21 1 41 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 1 1 0 1 1 0 Configuration L TR L TR Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L L TR L TR v (veh/h)12 6 21 42 26 22 C (m) (veh/h)1395 1260 564 747 484 928 v/c 0.01 0.00 0.04 0.06 0.05 0.02 95% queue length 0.03 0.01 0.12 0.18 0.17 0.07 Control Delay (s/veh)7.6 7.9 11.6 10.1 12.9 9.0 LOS A A B B B A Approach Delay (s/veh)----10.6 11.1 Approach LOS ----B B Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.6 Generated: 9/15/2013 1:56 PM Page 1 of 1Two-Way Stop Control 9/15/2013file://C:\Documents and Settings\Bob\Local Settings\Temp\u2k27D.tmp TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R Marvin Agency/Co.Marvin Assoc Date Performed 9/14/2013 Analysis Time Period Peak PM Intersection W Babcock & Ferguson Jurisdiction City of Bozeman Analysis Year 2013 Existing Project Description Flanders Mill Subdivision East/West Street: West Babcock North/South Street: Ferguson Avenue Intersection Orientation: North-South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h)28 270 27 21 247 5 Peak-Hour Factor, PHF 0.91 0.91 0.91 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h)30 296 29 23 274 5 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h)7 49 25 20 58 65 Peak-Hour Factor, PHF 0.75 0.75 0.75 0.78 0.78 0.78 Hourly Flow Rate, HFR (veh/h)9 65 33 25 74 83 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 1 1 0 1 1 0 Configuration L TR L TR Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LTR LTR L TR L TR v (veh/h)30 23 25 157 9 98 C (m) (veh/h)1295 1246 382 556 338 507 v/c 0.02 0.02 0.07 0.28 0.03 0.19 95% queue length 0.07 0.06 0.21 1.15 0.08 0.71 Control Delay (s/veh)7.8 7.9 15.1 14.0 15.9 13.8 LOS A A C B C B Approach Delay (s/veh)----14.2 14.0 Approach LOS ----B B Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.6 Generated: 9/15/2013 1:56 PM Page 1 of 1Two-Way Stop Control 9/15/2013file://C:\Documents and Settings\Bob\Local Settings\Temp\u2k280.tmp Appendix C Existing/Redistributed Plus Site Traffic Capacity Calculations TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R Marvin Agency/Co.Marvin & Assoc Date Performed 9/13/2013 Analysis Time Period Peak PM Intersection Baxter & Harper Puckett Rd Jurisdiction City of Bozeman Analysis Year 2013 Existing Plus SIte/Redist Project Description Flanders Mill Subdivision East/West Street: Baxter Lane North/South Street: Harper Puckett Road Intersection Orientation: East-West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h)5 97 92 46 Peak-Hour Factor, PHF 0.85 0.85 1.00 1.00 0.85 0.85 Hourly Flow Rate, HFR(veh/h)5 114 0 0 108 54 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LT TR Upstream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 29 1 Peak-Hour Factor, PHF 1.00 1.00 1.00 0.60 1.00 0.60 Hourly Flow Rate, HFR (veh/h)0 0 0 48 0 1 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LT LR v (veh/h)5 49 C (m) (veh/h)1429 734 v/c 0.00 0.07 95% queue length 0.01 0.21 Control Delay (s/veh)7.5 10.3 LOS A B Approach Delay (s/veh)---- 10.3 Approach LOS ---- B Copyright ©2010 University of Florida, All Rights Reserved HCS+TM Version 5.6 Generated: 10/2/2013 11:20 PM Page 1 of 1Two-Way Stop Control 10/2/2013file://C:\Documents and Settings\Bob\Local Settings\Temp\u2k1978.tmp TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R Marvin Agency/Co.Marvin& Assoc Date Performed 09/13/13 Analysis Time Period Peak PM Intersection Baxter & Flanders Mill Jurisdiction Bozeman Analysis Year 2013 Existing Plus Site/Redist Project Description East/West Street: Baxter Lane North/South Street: Flanders Mill Road Intersection Orientation: East-West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 106 24 80 133 Peak-Hour Factor, PHF 1.00 0.80 0.80 0.81 0.81 1.00 Hourly Flow Rate, HFR(veh/h)0 132 29 98 164 0 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration TR LT Upstream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h)14 59 Peak-Hour Factor, PHF 0.78 1.00 0.78 1.00 1.00 1.00 Hourly Flow Rate, HFR (veh/h)17 0 75 0 0 0 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LT LR v (veh/h) 98 92 C (m) (veh/h) 1430 785 v/c 0.07 0.12 95% queue length 0.22 0.40 Control Delay (s/veh) 7.7 10.2 LOS A B Approach Delay (s/veh)----10.2 Approach LOS ----B Copyright ©2010 University of Florida, All Rights Reserved HCS+TM Version 5.6 Generated: 10/2/2013 11:36 PM Page 1 of 1Two-Way Stop Control 10/2/2013file://C:\Documents and Settings\Bob\Local Settings\Temp\u2k1984.tmp TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R Marvin Agency/Co.Marvin & Assoc Date Performed 9/13/2013 Analysis Time Period Peak PM Intersection Baxter & Riatta Jurisdiction City of Bozeman Analysis Year 2013 Existing PLus SIte/Redist Project Description Flanders Mill Subdivision East/West Street: Baxter Lane North/South Street: Riatta Intersection Orientation: East-West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h)3 165 2 18 184 5 Peak-Hour Factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 Hourly Flow Rate, HFR (veh/h)3 194 2 21 216 5 Percent Heavy Vehicles 0 ----0 ---- Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Upstream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h)1 0 11 3 0 2 Peak-Hour Factor, PHF 0.70 0.70 0.70 0.60 1.00 0.60 Hourly Flow Rate, HFR (veh/h)1 0 15 4 0 3 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%)0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LTR LTR LTR LTR v (veh/h)3 21 16 7 C (m) (veh/h)1360 1389 816 595 v/c 0.00 0.02 0.02 0.01 95% queue length 0.01 0.05 0.06 0.04 Control Delay (s/veh)7.7 7.6 9.5 11.1 LOS A A A B Approach Delay (s/veh)----9.5 11.1 Approach LOS ----A B Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.6 Generated: 10/3/2013 4:39 PM Page 1 of 1Two-Way Stop Control 10/3/2013file:///C:/Users/Bob/AppData/Local/Temp/u2k32C4.tmp MOVEMENT SUMMARY Site: Baxter & Ferguson Existing Plus Baxter & Ferguson Existing Plus Roundabout Movement Performance - Vehicles 95% Back of QueueMov ID Turn Demand Flow HV Deg. Satn Average Delay Level of Service Prop. Queued Effective Stop Rate Average Speed Vehicles Distance veh/h % v/c sec veh ft per veh mph South: RoadName 3 L 48 1.0 0.153 5.3 LOS A 0.4 10.5 0.28 0.79 23.2 8 T 17 1.0 0.153 5.3 LOS A 0.4 10.5 0.28 0.34 25.4 18 R 78 1.0 0.153 5.3 LOS A 0.4 10.5 0.28 0.44 25.0 Approach 143 1.0 0.153 5.3 LOS A 0.4 10.5 0.28 0.54 24.4 East: Baxter Lane 1 L 110 1.0 0.349 7.0 LOS A 1.7 43.1 0.24 0.81 22.6 6 T 216 1.0 0.349 7.0 LOS A 1.7 43.1 0.24 0.26 24.7 16 R 38 1.0 0.349 7.0 LOS A 1.7 43.1 0.24 0.40 24.1 Approach 364 1.0 0.349 7.0 LOS A 1.7 43.1 0.24 0.44 23.9 North: Ferguson Ave 7 L 48 1.0 0.101 5.7 LOS A 0.4 8.9 0.43 0.78 23.1 4 T 20 1.0 0.101 5.7 LOS A 0.4 8.9 0.43 0.45 25.0 14 R 10 1.0 0.101 5.7 LOS A 0.4 8.9 0.43 0.55 24.6 Approach 78 1.0 0.101 5.7 LOS A 0.4 8.9 0.43 0.67 23.7 West: Baxter Lane 5 L 5 1.0 0.235 6.2 LOS A 1.0 24.3 0.34 0.93 23.1 2 T 198 1.0 0.235 6.2 LOS A 1.0 24.3 0.34 0.37 25.1 12 R 17 1.0 0.235 6.2 LOS A 1.0 24.3 0.34 0.50 24.7 Approach 220 1.0 0.235 6.2 LOS A 1.0 24.3 0.34 0.40 25.0 All Vehicles 804 1.0 0.349 6.4 LOS A 1.7 43.1 0.29 0.47 24.3 Level of Service (LOS) Method: Delay & v/c (HCM 2010). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 2010). Roundabout Capacity Model: US HCM 2010. HCM Delay Model used. Geometric Delay not included. Processed: Thursday, October 03, 2013 1:33:42 PM SIDRA INTERSECTION 5.1.13.2093 Copyright © 2000-2011 Akcelik and Associates Pty Ltd www.sidrasolutions.com Project: C:\Users\Bob\Documents\A PROJECT FOLDERS\13-757 Flanders Mill Subdivision TIS\Capacity\Exist Plus Cap\Baxter & Ferguson Existing Plus.sip 8001325, MARVIN & ASSOCIATES, SINGLE ALL-WAY STOP CONTROL ANALYSIS General Information Site Information Analyst R Marvin Agency/Co.Marvin & Assoc Date Performed 9/12/13 Analysis Time Period Peak PM Intersection Baxter & Davis Jurisdiction Bozeman Analysis Year 2013 Exist Plus Site & Redist. Project ID Flanders Mill Subdivision East/West Street: Baxter Lane North/South Street: Davis Lane Volume Adjustments and Site Characteristics Approach Eastbound Westbound Movement L T R L T R Volume (veh/h) 102 150 29 207 62 %Thrus Left Lane Approach Northbound Southbound Movement L T R L T R Volume (veh/h) 16 105 45 15 109 104 %Thrus Left Lane Eastbound Westbound Northbound Southbound L1 L2 L1 L2 L1 L2 L1 L2 Configuration LTR LTR LT R LTR PHF 0.80 0.80 0.78 0.78 0.79 Flow Rate (veh/h)333 371 154 57 286 % Heavy Vehicles 0 0 0 0 0 No. Lanes 1 1 2 1 Geometry Group 2 2 5 4a Duration, T 0.25 Saturation Headway Adjustment Worksheet Prop. Left-Turns 0.4 0.1 0.1 0.0 0.1 Prop. Right-Turns 0.1 0.2 0.0 1.0 0.5 Prop. Heavy Vehicle 0.0 0.0 0.0 0.0 0.0 hLT-adj 0.2 0.2 0.2 0.2 0.5 0.5 0.2 0.2 hRT-adj -0.6 -0.6 -0.6 -0.6 -0.7 -0.7 -0.6 -0.6 hHV-adj 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 hadj, computed 0.0 -0.1 0.1 -0.7 -0.3 Departure Headway and Service Time hd, initial value (s)3.20 3.20 3.20 3.20 3.20 x, initial 0.30 0.33 0.14 0.05 0.25 hd, final value (s)6.49 6.27 7.54 6.76 6.60 x, final value 0.60 0.65 0.32 0.11 0.52 Move-up time, m (s)2.0 2.0 2.3 2.0 Service Time, ts (s)4.5 4.3 5.2 4.5 4.6 Capacity and Level of Service Eastbound Westbound Northbound Southbound L1 L2 L1 L2 L1 L2 L1 L2 Capacity (veh/h)519 542 404 307 494 Delay (s/veh)18.75 20.00 13.79 10.26 16.64 LOS C C B B C Approach: Delay (s/veh) 18.75 20.00 12.84 16.64 LOS C C B C Intersection Delay (s/veh)17.60 Intersection LOS C Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.6 Generated: 10/2/2013 11:15 PM Page 1 of 1All-Way Stop Control 10/2/2013file://C:\Documents and Settings\Bob\Local Settings\Temp\u2k1974.tmp TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R Marvin Agency/Co.Marvin & Associates Date Performed 9/13/13 Analysis Time Period Peak PM Intersection Oak and Davis Jurisdiction Bozeman Analysis Year 2013 Existing Plus Site/Redist Project Description Flanders Mill Subdivision East/West Street: Oak Street North/South Street: Davis Lane Intersection Orientation: East-West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h)95 221 303 81 Peak-Hour Factor, PHF 0.92 0.92 1.00 1.00 0.92 0.92 Hourly Flow Rate, HFR(veh/h)103 240 0 0 329 88 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LT TR Upstream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 67 88 Peak-Hour Factor, PHF 1.00 1.00 1.00 0.92 1.00 0.92 Hourly Flow Rate, HFR (veh/h)0 0 0 72 0 95 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 1 0 1 Configuration L R Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LT L R v (veh/h)103 72 95 C (m) (veh/h)1153 317 678 v/c 0.09 0.23 0.14 95% queue length 0.29 0.86 0.49 Control Delay (s/veh)8.4 19.7 11.2 LOS A C B Approach Delay (s/veh)---- 14.8 Approach LOS ---- B Copyright ©2010 University of Florida, All Rights Reserved HCS+TM Version 5.6 Generated: 10/2/2013 11:46 PM Page 1 of 1Two-Way Stop Control 10/2/2013file://C:\Documents and Settings\Bob\Local Settings\Temp\u2k1994.tmp TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R Marvin Agency/Co.Marvin Associates Date Performed 10/2/2013 Analysis Time Period Peak PM Intersection Oak & Ferguson Jurisdiction Bozeman Analysis Year 2013 Exist Plus Site/Redist Project Description Flanders Mill Subdivision East/West Street: Oak Street North/South Street: Ferguson Avenue Intersection Orientation: East-West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h)15 69 16 203 161 20 Peak-Hour Factor, PHF 0.80 0.80 0.80 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h)18 86 19 225 178 22 Percent Heavy Vehicles 0 ----0 ---- Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Upstream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h)24 115 200 14 100 22 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.85 0.85 0.85 Hourly Flow Rate, HFR (veh/h)26 127 222 16 117 25 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%)0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LTR LTR LTR LTR v (veh/h)18 225 375 158 C (m) (veh/h)1384 1499 433 255 v/c 0.01 0.15 0.87 0.62 95% queue length 0.04 0.53 8.78 3.74 Control Delay (s/veh)7.6 7.8 47.6 39.7 LOS A A E E Approach Delay (s/veh)----47.6 39.7 Approach LOS ----E E Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.6 Generated: 10/3/2013 1:16 PM Page 1 of 1Two-Way Stop Control 10/3/2013file:///C:/Users/Bob/AppData/Local/Temp/u2kE913.tmp TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R Marvin Agency/Co.Marvin & Associates Date Performed 10/2/2013 Analysis Time Period Peak PM Intersection Oak & Flanders Mill Jurisdiction Bozeman Analysis Year 2013 Existing Plus Site/Redist Project Description Flanders Mill Subdivision East/West Street: Oak Street North/South Street: Flanders Mill Road Intersection Orientation: North-South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h)70 66 9 93 Peak-Hour Factor, PHF 1.00 0.85 0.85 0.85 0.85 1.00 Hourly Flow Rate, HFR (veh/h)0 82 77 10 109 0 Percent Heavy Vehicles 0 ----0 ---- Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration TR LT Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h)149 7 Peak-Hour Factor, PHF 1.00 1.00 1.00 0.85 1.00 0.85 Hourly Flow Rate, HFR (veh/h)0 0 0 175 0 8 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%)0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LT LR v (veh/h)10 183 C (m) (veh/h)1433 746 v/c 0.01 0.25 95% queue length 0.02 0.96 Control Delay (s/veh)7.5 11.4 LOS A B Approach Delay (s/veh)----11.4 Approach LOS ----B Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.6 Generated: 10/3/2013 1:19 PM Page 1 of 1Two-Way Stop Control 10/3/2013file:///C:/Users/Bob/AppData/Local/Temp/u2k87D2.tmp TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R Marvin Agency/Co.Marvin Assoc Date Performed 9/14/2013 Analysis Time Period Peak PM Intersection Durston & Cottonwood Jurisdiction City of Bozeman Analysis Year 2013 Existing Plus Site/Redist Project Description Flanders Mill Subdivision East/West Street: Durston Road North/South Street: Cottonwood Road Intersection Orientation: East-West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h)2 182 43 136 291 15 Peak-Hour Factor, PHF 0.88 0.88 0.88 0.90 0.90 0.90 Hourly Flow Rate, HFR(veh/h)2 206 48 151 323 16 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Upstream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h)90 21 197 9 6 1 Peak-Hour Factor, PHF 0.88 0.88 0.88 0.50 0.50 0.50 Hourly Flow Rate, HFR (veh/h)102 23 223 18 12 2 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 1 0 1 0 Configuration LT R LTR Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LTR LTR LT R LTR v (veh/h)2 151 125 223 32 C (m) (veh/h)1231 1323 305 814 240 v/c 0.00 0.11 0.41 0.27 0.13 95% queue length 0.00 0.39 1.92 1.12 0.45 Control Delay (s/veh)7.9 8.1 24.8 11.1 22.3 LOS A A C B C Approach Delay (s/veh)----16.0 22.3 Approach LOS ----C C Copyright ©2010 University of Florida, All Rights Reserved HCS+TM Version 5.6 Generated: 10/2/2013 11:38 PM Page 1 of 1Two-Way Stop Control 10/2/2013file://C:\Documents and Settings\Bob\Local Settings\Temp\u2k1988.tmp TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R Marvin Agency/Co.Marvin & Assoc Date Performed 9/13/2013 Analysis Time Period Peak PM Intersection Durston & Flanders Mill Jurisdiction City of Bozeman Analysis Year 2013 Existing Plus Site/Redist Project Description Flanders Mill Subdivision East/West Street: Durston Road North/South Street: Flanders Mill Road Intersection Orientation: East-West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h)5 273 256 31 Peak-Hour Factor, PHF 0.92 0.92 1.00 1.00 0.92 0.92 Hourly Flow Rate, HFR (veh/h)5 296 0 0 278 33 Percent Heavy Vehicles 0 ----0 ---- Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes 1 1 0 0 1 0 Configuration L T TR Upstream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h)24 211 Peak-Hour Factor, PHF 1.00 1.00 1.00 0.90 1.00 0.90 Hourly Flow Rate, HFR (veh/h)0 0 0 26 0 234 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%)0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L LR v (veh/h)5 260 C (m) (veh/h)1240 696 v/c 0.00 0.37 95% queue length 0.01 1.73 Control Delay (s/veh)7.9 13.2 LOS A B Approach Delay (s/veh)----13.2 Approach LOS ----B Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.6 Generated: 10/3/2013 1:12 PM Page 1 of 1Two-Way Stop Control 10/3/2013file:///C:/Users/Bob/AppData/Local/Temp/u2kA080.tmp ALL-WAY STOP CONTROL ANALYSIS General Information Site Information Analyst R Marvin Agency/Co.Marvin & Assoc Date Performed 9/12/13 Analysis Time Period Peak PM Intersection Durston & Ferguson Jurisdiction Bozeman Analysis Year 2013 Exist Plus Site/Redist Project ID Flanders Mill Subdivision East/West Street: Durston Road North/South Street: Ferguson Avenue Volume Adjustments and Site Characteristics Approach Eastbound Westbound Movement L T R L T R Volume (veh/h) 39 170 79 63 176 43 %Thrus Left Lane Approach Northbound Southbound Movement L T R L T R Volume (veh/h) 74 231 75 31 159 21 %Thrus Left Lane Eastbound Westbound Northbound Southbound L1 L2 L1 L2 L1 L2 L1 L2 Configuration LT R LTR LTR LTR PHF 0.88 0.88 0.89 0.90 0.89 Flow Rate (veh/h)237 89 315 421 235 % Heavy Vehicles 0 0 0 0 0 No. Lanes 2 1 1 1 Geometry Group 5 4a 2 2 Duration, T 0.25 Saturation Headway Adjustment Worksheet Prop. Left-Turns 0.2 0.0 0.2 0.2 0.1 Prop. Right-Turns 0.0 1.0 0.2 0.2 0.1 Prop. Heavy Vehicle 0.0 0.0 0.0 0.0 0.0 hLT-adj 0.5 0.5 0.2 0.2 0.2 0.2 0.2 0.2 hRT-adj -0.7 -0.7 -0.6 -0.6 -0.6 -0.6 -0.6 -0.6 hHV-adj 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 hadj, computed 0.1 -0.7 -0.0 -0.1 -0.0 Departure Headway and Service Time hd, initial value (s)3.20 3.20 3.20 3.20 3.20 x, initial 0.21 0.08 0.28 0.37 0.21 hd, final value (s)7.80 6.98 7.23 6.75 7.35 x, final value 0.51 0.17 0.63 0.79 0.48 Move-up time, m (s)2.3 2.0 2.0 2.0 Service Time, ts (s)5.5 4.7 5.2 4.8 5.4 Capacity and Level of Service Eastbound Westbound Northbound Southbound L1 L2 L1 L2 L1 L2 L1 L2 Capacity (veh/h)422 339 460 513 430 Delay (s/veh)18.44 11.13 21.87 30.56 16.95 LOS C B C D C Approach: Delay (s/veh) 16.45 21.87 30.56 16.95 LOS C C D C Intersection Delay (s/veh)22.44 Intersection LOS C Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.6 Generated: 10/3/2013 1:21 PM Page 1 of 1All-Way Stop Control 10/3/2013file:///C:/Users/Bob/AppData/Local/Temp/u2k8F50.tmp TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R Marvin Agency/Co.Marvin Assoc Date Performed 9/14/2013 Analysis Time Period Peak PM Intersection W Babcock & Cottonwood Jurisdiction City of Bozeman Analysis Year 2013 Existing Plus Site/Redist Project Description Flanders Mill Subdivision East/West Street: West Babcock North/South Street: Cottonwood Road Intersection Orientation: North-South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h)11 275 21 6 174 1 Peak-Hour Factor, PHF 0.91 0.91 0.91 0.88 0.88 0.88 Hourly Flow Rate, HFR(veh/h)12 302 23 6 197 1 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 1 1 1 1 2 0 Configuration L T R L T TR Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h)17 1 14 16 1 31 Peak-Hour Factor, PHF 0.65 0.65 0.65 0.75 0.75 0.75 Hourly Flow Rate, HFR (veh/h)26 1 21 21 1 41 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 1 1 0 1 1 0 Configuration L TR L TR Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L L TR L TR v (veh/h)12 6 21 42 26 22 C (m) (veh/h)1387 1246 554 734 474 924 v/c 0.01 0.00 0.04 0.06 0.05 0.02 95% queue length 0.03 0.01 0.12 0.18 0.17 0.07 Control Delay (s/veh)7.6 7.9 11.8 10.2 13.0 9.0 LOS A A B B B A Approach Delay (s/veh)----10.7 11.2 Approach LOS ----B B Copyright ©2010 University of Florida, All Rights Reserved HCS+TM Version 5.6 Generated: 10/2/2013 11:48 PM Page 1 of 1Two-Way Stop Control 10/2/2013file://C:\Documents and Settings\Bob\Local Settings\Temp\u2k1998.tmp TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R Marvin Agency/Co.Marvin Assoc Date Performed 9/14/2013 Analysis Time Period Peak PM Intersection W Babcock & Ferguson Jurisdiction City of Bozeman Analysis Year 2013 Existing Plus Site/Redist Project Description Flanders Mill Subdivision East/West Street: West Babcock North/South Street: Ferguson Avenue Intersection Orientation: North-South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h)28 302 27 26 265 5 Peak-Hour Factor, PHF 0.91 0.91 0.91 0.90 0.90 0.90 Hourly Flow Rate, HFR(veh/h)30 331 29 28 294 5 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h)7 49 25 20 58 74 Peak-Hour Factor, PHF 0.75 0.75 0.75 0.78 0.78 0.78 Hourly Flow Rate, HFR (veh/h)9 65 33 25 74 94 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 1 1 0 1 1 0 Configuration L TR L TR Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LTR LTR L TR L TR v (veh/h)30 28 25 168 9 98 C (m) (veh/h)1274 1210 357 536 305 481 v/c 0.02 0.02 0.07 0.31 0.03 0.20 95% queue length 0.07 0.07 0.22 1.33 0.09 0.76 Control Delay (s/veh)7.9 8.0 15.8 14.8 17.2 14.4 LOS A A C B C B Approach Delay (s/veh)----14.9 14.6 Approach LOS ----B B Copyright ©2010 University of Florida, All Rights Reserved HCS+TM Version 5.6 Generated: 10/2/2013 11:50 PM Page 1 of 1Two-Way Stop Control 10/2/2013file://C:\Documents and Settings\Bob\Local Settings\Temp\u2k199C.tmp Appendix D Year 2023 Site Access Capacity Calculations TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R Marvin Agency/Co.Marvin & Assoc Date Performed 9/13/2013 Analysis Time Period Peak PM Intersection Access 1 Baxter & Riatta Jurisdiction City of Bozeman Analysis Year 2023 Projection Project Description Flanders Mill Subdivision East/West Street: Baxter Lane North/South Street: Riatta/Access 1 Intersection Orientation: East-West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h)3 215 2 18 240 5 Peak-Hour Factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 Hourly Flow Rate, HFR (veh/h)3 252 2 21 282 5 Percent Heavy Vehicles 0 ----0 ---- Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Upstream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h)1 0 11 10 0 5 Peak-Hour Factor, PHF 0.70 0.70 0.70 0.70 0.70 0.70 Hourly Flow Rate, HFR (veh/h)1 0 15 14 0 7 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%)0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LTR LTR LTR LTR v (veh/h)3 21 16 21 C (m) (veh/h)1287 1323 748 481 v/c 0.00 0.02 0.02 0.04 95% queue length 0.01 0.05 0.07 0.14 Control Delay (s/veh)7.8 7.8 9.9 12.8 LOS A A A B Approach Delay (s/veh)----9.9 12.8 Approach LOS ----A B Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.6 Generated: 10/3/2013 4:36 PM Page 1 of 1Two-Way Stop Control 10/3/2013file:///C:/Users/Bob/AppData/Local/Temp/u2kC1AB.tmp TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R Marvin Agency/Co.Marvin Associates Date Performed 10/3/2013 Analysis Time Period Paek PM Intersection Access 3 & Flanders Mill Road Jurisdiction Bozeman Analysis Year 2023 Projection Project Description Flanders Mill Subdivision East/West Street: Access 3 North/South Street: Flanders Mill Road Intersection Orientation: North-South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h)97 4 5 132 Peak-Hour Factor, PHF 1.00 0.85 0.85 0.85 0.85 1.00 Hourly Flow Rate, HFR (veh/h)0 114 4 5 155 0 Percent Heavy Vehicles 0 ----0 ---- Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration TR LT Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h)2 3 Peak-Hour Factor, PHF 0.50 1.00 0.50 1.00 1.00 1.00 Hourly Flow Rate, HFR (veh/h)4 0 6 0 0 0 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%)0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LT LR v (veh/h)5 10 C (m) (veh/h)1483 812 v/c 0.00 0.01 95% queue length 0.01 0.04 Control Delay (s/veh)7.4 9.5 LOS A A Approach Delay (s/veh)----9.5 Approach LOS ----A Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.6 Generated: 10/3/2013 4:53 PM Page 1 of 1Two-Way Stop Control 10/3/2013file:///C:/Users/Bob/AppData/Local/Temp/u2k1BDB.tmp TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R Marvin Agency/Co.Marvin Associates Date Performed 10/3/2013 Analysis Time Period Peak PM Intersection Access 4 & Oak Street Jurisdiction Bozeman Analysis Year 2023 Project Description Flanders Mill Subdivision East/West Street: Oak Street North/South Street: Access 4 Intersection Orientation: East-West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h)6 104 219 41 Peak-Hour Factor, PHF 0.85 0.85 1.00 1.00 0.90 0.90 Hourly Flow Rate, HFR (veh/h)7 122 0 0 243 45 Percent Heavy Vehicles 0 ----0 ---- Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LT TR Upstream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h)22 3 Peak-Hour Factor, PHF 1.00 1.00 1.00 0.80 1.00 0.80 Hourly Flow Rate, HFR (veh/h)0 0 0 27 0 3 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%)0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LT LR v (veh/h)7 30 C (m) (veh/h)1286 619 v/c 0.01 0.05 95% queue length 0.02 0.15 Control Delay (s/veh)7.8 11.1 LOS A B Approach Delay (s/veh)----11.1 Approach LOS ----B Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.6 Generated: 10/3/2013 4:57 PM Page 1 of 1Two-Way Stop Control 10/3/2013file:///C:/Users/Bob/AppData/Local/Temp/u2kA748.tmp TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R Marvin Agency/Co.Marvin Associates Date Performed 10/3/2013 Analysis Time Period Peak PM Intersection Access 5 & Oak Street Jurisdiction Bozeman Analysis Year 2023 Project Description Flanders Mill Subdivision East/West Street: Oak Street North/South Street: Access 5 Intersection Orientation: East-West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h)1 125 0 1 260 7 Peak-Hour Factor, PHF 0.85 0.85 0.85 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h)1 147 0 1 288 7 Percent Heavy Vehicles 0 ----0 ---- Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Upstream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h)0 0 1 4 0 0 Peak-Hour Factor, PHF 0.50 0.50 0.50 0.50 0.50 0.50 Hourly Flow Rate, HFR (veh/h)0 0 2 8 0 0 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%)0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LTR LTR LTR LTR v (veh/h)1 1 2 8 C (m) (veh/h)1278 1447 905 526 v/c 0.00 0.00 0.00 0.02 95% queue length 0.00 0.00 0.01 0.05 Control Delay (s/veh)7.8 7.5 9.0 11.9 LOS A A A B Approach Delay (s/veh)----9.0 11.9 Approach LOS ----A B Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.6 Generated: 10/3/2013 5:00 PM Page 1 of 1Two-Way Stop Control 10/3/2013file:///C:/Users/Bob/AppData/Local/Temp/u2kA748.tmp TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R Marvin Agency/Co.Marvin Associates Date Performed 10/3/2013 Analysis Time Period Paek PM Intersection Access 6 & Flanders Mill Road Jurisdiction Bozeman Analysis Year 2023 Projection Project Description Flanders Mill Subdivision East/West Street: Access 3 North/South Street: Flanders Mill Road Intersection Orientation: North-South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h)175 1 2 310 Peak-Hour Factor, PHF 1.00 0.85 0.85 0.85 0.85 1.00 Hourly Flow Rate, HFR (veh/h)0 205 1 2 364 0 Percent Heavy Vehicles 0 ----0 ---- Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration TR LT Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h)1 2 Peak-Hour Factor, PHF 0.50 1.00 0.50 1.00 1.00 1.00 Hourly Flow Rate, HFR (veh/h)2 0 4 0 0 0 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%)0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LT LR v (veh/h)2 6 C (m) (veh/h)1377 601 v/c 0.00 0.01 95% queue length 0.00 0.03 Control Delay (s/veh)7.6 11.1 LOS A B Approach Delay (s/veh)----11.1 Approach LOS ----B Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.6 Generated: 10/3/2013 4:51 PM Page 1 of 1Two-Way Stop Control 10/3/2013file:///C:/Users/Bob/AppData/Local/Temp/u2kD3C4.tmp TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R Marvin Agency/Co.Marvin Associates Date Performed 10/3/2013 Analysis Time Period Peak PM Intersection Access 11 & Ferguson Avenue Jurisdiction Bozeman Analysis Year 2023 Project Description Flanders Mill Subdivision East/West Street: Access 11 North/South Street: Ferguson Avenue Intersection Orientation: North-South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h)8 430 400 13 Peak-Hour Factor, PHF 0.90 0.90 1.00 1.00 0.90 0.90 Hourly Flow Rate, HFR (veh/h)8 477 0 0 444 14 Percent Heavy Vehicles 0 ----0 ---- Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LT TR Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h)8 5 Peak-Hour Factor, PHF 0.50 1.00 0.50 1.00 1.00 1.00 Hourly Flow Rate, HFR (veh/h)16 0 10 0 0 0 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%)0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LT LR v (veh/h)8 26 C (m) (veh/h)1114 365 v/c 0.01 0.07 95% queue length 0.02 0.23 Control Delay (s/veh)8.3 15.6 LOS A C Approach Delay (s/veh)----15.6 Approach LOS ----C Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.6 Generated: 10/3/2013 5:05 PM Page 1 of 1Two-Way Stop Control 10/3/2013file:///C:/Users/Bob/AppData/Local/Temp/u2k44CF.tmp TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R Marvin Agency/Co.Marvin Associates Date Performed 10/3/2013 Analysis Time Period Peak PM Intersection Access 13 & Ferguson Avenue Jurisdiction Bozeman Analysis Year 2023 Project Description Flanders Mill Subdivision East/West Street: Access 13 North/South Street: Ferguson Avenue Intersection Orientation: North-South Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h)26 165 155 13 Peak-Hour Factor, PHF 0.90 0.90 1.00 1.00 0.90 0.90 Hourly Flow Rate, HFR (veh/h)28 183 0 0 172 14 Percent Heavy Vehicles 0 ----0 ---- Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LT TR Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h)10 15 Peak-Hour Factor, PHF 0.50 1.00 0.50 1.00 1.00 1.00 Hourly Flow Rate, HFR (veh/h)20 0 30 0 0 0 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%)0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LT LR v (veh/h)28 50 C (m) (veh/h)1401 726 v/c 0.02 0.07 95% queue length 0.06 0.22 Control Delay (s/veh)7.6 10.3 LOS A B Approach Delay (s/veh)----10.3 Approach LOS ----B Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.6 Generated: 10/3/2013 5:06 PM Page 1 of 1Two-Way Stop Control 10/3/2013file:///C:/Users/Bob/AppData/Local/Temp/u2k44CF.tmp Appendix E Mitigating Measure Concept Capacity Calculations ALL-WAY STOP CONTROL ANALYSIS General Information Site Information Analyst R Marvin Agency/Co.Marvin & Assoc Date Performed 9/12/13 Analysis Time Period Peak PM Intersection Durston & Ferguson Mitigation Jurisdiction Bozeman Analysis Year 2013 Exist Plus Site/Redist Project ID Flanders Mill Subdivision East/West Street: Durston Road North/South Street: Ferguson Avenue Volume Adjustments and Site Characteristics Approach Eastbound Westbound Movement L T R L T R Volume (veh/h) 39 170 79 63 176 43 %Thrus Left Lane Approach Northbound Southbound Movement L T R L T R Volume (veh/h) 74 231 75 31 159 21 %Thrus Left Lane Eastbound Westbound Northbound Southbound L1 L2 L1 L2 L1 L2 L1 L2 Configuration LT R LTR L TR LTR PHF 0.88 0.88 0.89 0.90 1.00 0.89 Flow Rate (veh/h)237 89 315 82 306 235 % Heavy Vehicles 0 0 0 0 0 0 No. Lanes 2 1 2 1 Geometry Group 5 4b 5 4b Duration, T 0.25 Saturation Headway Adjustment Worksheet Prop. Left-Turns 0.2 0.0 0.2 1.0 0.0 0.1 Prop. Right-Turns 0.0 1.0 0.2 0.0 0.2 0.1 Prop. Heavy Vehicle 0.0 0.0 0.0 0.0 0.0 0.0 hLT-adj 0.5 0.5 0.2 0.2 0.5 0.5 0.2 0.2 hRT-adj -0.7 -0.7 -0.6 -0.6 -0.7 -0.7 -0.6 -0.6 hHV-adj 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 hadj, computed 0.1 -0.7 -0.0 0.5 -0.2 -0.0 Departure Headway and Service Time hd, initial value (s)3.20 3.20 3.20 3.20 3.20 3.20 x, initial 0.21 0.08 0.28 0.07 0.27 0.21 hd, final value (s)7.65 6.83 7.46 7.93 7.24 7.75 x, final value 0.50 0.17 0.65 0.18 0.62 0.51 Move-up time, m (s)2.3 2.3 2.3 2.3 Service Time, ts (s)5.3 4.5 5.2 5.6 4.9 5.5 Capacity and Level of Service Eastbound Westbound Northbound Southbound L1 L2 L1 L2 L1 L2 L1 L2 Capacity (veh/h)440 339 459 332 473 427 Delay (s/veh)17.85 10.92 23.14 12.37 20.85 18.14 LOS C B C B C C Approach: Delay (s/veh) 15.96 23.14 19.06 18.14 LOS C C C C Intersection Delay (s/veh)19.11 Intersection LOS C Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.6 Generated: 10/4/2013 4:22 PM Page 1 of 1All-Way Stop Control 10/4/2013file:///C:/Users/Bob/AppData/Local/Temp/u2k271C.tmp HCM Analysis Summary Durston & Ferguson Existing Plus R Marvin Peak PM Analysis Duration: 15 mins. Durston/Ferguson 10/08/2013 Case: Durston & Ferguson Exist Plus Signal Area Type: Non CBD Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB WB NB SB 2 1 1 1 1 1 1 1 LT 12.0 LTR 12.0 LTR 12.0 LTR 12.0 R 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LT 3 R 3 LTR 3 LTR 3 LTR 3 39 0.90 1 170 0.90 1 79 0.90 1 63 0.90 1 176 0.90 1 43 0.90 1 74 0.90 1 231 0.90 1 75 0.90 1 31 0.90 1 159 0.90 1 21 0.90 1 30 5 0 0 --- --- 15 5 0 0 --- --- 20 5 0 0 --- --- 5 5 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678Ped Only LTP LTP LTP LTP 0 32.0 3.0 1.5 39.0 3.0 1.5 Actuated 80.0 Sec 9.0 Sec Capacity Analysis Results Approach: App Group Lane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB LT 677 0.137 0.400 LT 0.343 16.8 B 16.4 B R 636 0.034 0.400 R 0.085 14.9 B WB * LTR 649 0.183 0.400 LTR 0.458 17.8 B 17.8 B NB * LTR 798 0.244 0.488 LTR 0.501 14.1 B 14.1 B SB LTR 828 0.135 0.488 LTR 0.277 12.2 B 12.2 B Intersection: Delay = 15.2sec/veh Int. LOS=B Xc= 0.48 * Critical Lane Group (v/s)Crit= 0.43 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Durston & Ferguson Existing Plus R Marvin Peak PM Durston/Ferguson 10/08/2013 Case: Durston & Ferguson Exist Plus Signal App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LT 3 / 5 14.8 0.0 R 1 / 2 14.0 0.0 All 14.7 0.0 WB LTR 4 / 4 13.2 0.0 All 13.2 0.0 NB LTR 5 / 6 13.4 0.0 All 13.4 0.0 SB LTR 3 / 3 15.3 0.0 All 15.3 0.0 Intersect. 14.0 SIG/Cinema v3.08 Marvin & Associates Page 2 39 170 79 63 176 43 74 231 75 31 159 21 1 32 23 1 32 23 2 38 23 2 38 23 MOVEMENT SUMMARY Site: Durston & Ferguson Exist Plus Durston & Ferguson Existing Plus Roundabout Movement Performance - Vehicles 95% Back of QueueMov ID Turn Demand Flow HV Deg. Satn Average Delay Level of Service Prop. Queued Effective Stop Rate Average Speed Vehicles Distance veh/h % v/c sec veh ft per veh mph South: RoadName 3 L 80 1.0 0.464 9.8 LOS A 1.8 46.1 0.44 0.93 21.7 8 T 251 1.0 0.464 9.8 LOS A 1.8 46.1 0.44 0.52 23.3 18 R 82 1.0 0.464 9.8 LOS A 1.8 46.1 0.44 0.61 23.0 Approach 413 1.0 0.464 9.8 LOS A 1.8 46.1 0.44 0.62 22.9 East: Baxter Lane 1 L 68 1.0 0.449 10.8 LOS B 2.2 56.3 0.59 0.98 21.5 6 T 220 1.0 0.449 10.8 LOS B 2.2 56.3 0.59 0.66 22.9 16 R 54 1.0 0.449 10.8 LOS B 2.2 56.3 0.59 0.75 22.6 Approach 342 1.0 0.449 10.8 LOS B 2.2 56.3 0.59 0.74 22.5 North: Ferguson Ave 7 L 62 1.0 0.359 9.1 LOS A 1.5 38.9 0.53 0.93 22.1 4 T 173 1.0 0.359 9.1 LOS A 1.5 38.9 0.53 0.58 23.6 14 R 42 1.0 0.359 9.1 LOS A 1.5 38.9 0.53 0.68 23.3 Approach 277 1.0 0.359 9.1 LOS A 1.5 38.9 0.53 0.68 23.2 West: Baxter Lane 5 L 49 1.0 0.421 9.6 LOS A 2.0 50.0 0.53 0.91 21.9 2 T 213 1.0 0.421 9.6 LOS A 2.0 50.0 0.53 0.56 23.4 12 R 86 1.0 0.421 9.6 LOS A 2.0 50.0 0.53 0.65 23.1 Approach 347 1.0 0.421 9.6 LOS A 2.0 50.0 0.53 0.63 23.1 All Vehicles 1379 1.0 0.464 9.9 LOS A 2.2 56.3 0.52 0.66 22.9 Level of Service (LOS) Method: Delay & v/c (HCM 2010). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 2010). Roundabout Capacity Model: US HCM 2010. HCM Delay Model used. Geometric Delay not included. Processed: Tuesday, October 08, 2013 12:00:55 PM SIDRA INTERSECTION 5.1.13.2093 Copyright © 2000-2011 Akcelik and Associates Pty Ltd www.sidrasolutions.com Project: C:\Users\Bob\Documents\A PROJECT FOLDERS\13-757 Flanders Mill Subdivision TIS\Capacity\Mitigate Capacity\Durston & Ferguson Existing Plus.sip 8001325, MARVIN & ASSOCIATES, SINGLE TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R Marvin Agency/Co.Marvin Associates Date Performed 10/2/2013 Analysis Time Period Peak PM Intersection Oak & Ferguson Multiple Lanes Jurisdiction Bozeman Analysis Year 2013 Exist Plus Site/Redist Project Description Flanders Mill Subdivision East/West Street: Oak Street North/South Street: Ferguson Avenue Intersection Orientation: East-West Study Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h)15 69 16 203 161 20 Peak-Hour Factor, PHF 0.80 0.80 0.80 0.90 0.90 0.90 Hourly Flow Rate, HFR (veh/h)18 86 19 225 178 22 Percent Heavy Vehicles 0 ----0 ---- Median Type Undivided RT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR Upstream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h)24 115 200 14 100 22 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.85 0.85 0.85 Hourly Flow Rate, HFR (veh/h)26 127 222 16 117 25 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%)0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 1 1 1 1 1 0 Configuration L T R L TR Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L L T R L TR v (veh/h)18 225 26 127 222 16 142 C (m) (veh/h)1384 1499 181 275 1021 128 316 v/c 0.01 0.15 0.14 0.46 0.22 0.13 0.45 95% queue length 0.04 0.53 0.49 2.29 0.83 0.42 2.22 Control Delay (s/veh)7.6 7.8 28.2 28.8 9.5 37.1 25.4 LOS A A D D A E D Approach Delay (s/veh)----17.4 26.6 Approach LOS ----C D Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.6 Generated: 10/7/2013 4:48 PM Page 1 of 1Two-Way Stop Control 10/7/2013file:///C:/Users/Bob/AppData/Local/Temp/u2k2163.tmp ALL-WAY STOP CONTROL ANALYSIS General Information Site Information Analyst R Marvin Agency/Co.Marvin Associates Date Performed 10/3/2013 Analysis Time Period Peak PM Intersection Oaks & Ferguson Single Lanes Jurisdiction Bozeman Analysis Year 2013 Existing Plus Site/Redist Project ID Flanders Mill Subdivision East/West Street: Oak Street North/South Street: Ferguson Avenue Volume Adjustments and Site Characteristics Approach Eastbound Westbound Movement L T R L T R Volume (veh/h) 15 69 16 203 161 20 %Thrus Left Lane Approach Northbound Southbound Movement L T R L T R Volume (veh/h) 24 115 200 14 100 22 %Thrus Left Lane Eastbound Westbound Northbound Southbound L1 L2 L1 L2 L1 L2 L1 L2 Configuration LTR LTR LTR LTR PHF 0.80 0.90 0.90 0.85 Flow Rate (veh/h)123 425 375 158 % Heavy Vehicles 0 0 0 0 No. Lanes 1 1 1 1 Geometry Group 1 1 1 1 Duration, T 0.25 Saturation Headway Adjustment Worksheet Prop. Left-Turns 0.1 0.5 0.1 0.1 Prop. Right-Turns 0.2 0.1 0.6 0.2 Prop. Heavy Vehicle 0.0 0.0 0.0 0.0 hLT-adj 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 hRT-adj -0.6 -0.6 -0.6 -0.6 -0.6 -0.6 -0.6 -0.6 hHV-adj 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 hadj, computed -0.1 0.1 -0.3 -0.1 Departure Headway and Service Time hd, initial value (s)3.20 3.20 3.20 3.20 x, initial 0.11 0.38 0.33 0.14 hd, final value (s)6.33 5.83 5.59 6.28 x, final value 0.22 0.69 0.58 0.28 Move-up time, m (s)2.0 2.0 2.0 2.0 Service Time, ts (s)4.3 3.8 3.6 4.3 Capacity and Level of Service Eastbound Westbound Northbound Southbound L1 L2 L1 L2 L1 L2 L1 L2 Capacity (veh/h)373 594 606 408 Delay (s/veh)11.07 20.67 16.06 11.65 LOS B C C B Approach: Delay (s/veh) 11.07 20.67 16.06 11.65 LOS B C C B Intersection Delay (s/veh)16.66 Intersection LOS C Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.6 Generated: 10/3/2013 10:51 PM Page 1 of 1All-Way Stop Control 10/3/2013file://C:\Documents and Settings\Bob\Local Settings\Temp\u2k19C0.tmp ALL-WAY STOP CONTROL ANALYSIS General Information Site Information Analyst R Marvin Agency/Co.Marvin Associates Date Performed 10/3/2013 Analysis Time Period Peak PM Intersection Oaks & Ferguson Jurisdiction Bozeman Analysis Year 2013 Existing Plus Site/Redist Project ID Flanders Mill Subdivision East/West Street: Oak Street North/South Street: Ferguson Avenue Volume Adjustments and Site Characteristics Approach Eastbound Westbound Movement L T R L T R Volume (veh/h) 15 69 16 203 161 20 %Thrus Left Lane Approach Northbound Southbound Movement L T R L T R Volume (veh/h) 24 115 200 14 100 22 %Thrus Left Lane Eastbound Westbound Northbound Southbound L1 L2 L1 L2 L1 L2 L1 L2 Configuration L TR L TR LT R LTR PHF 0.80 0.80 0.90 0.90 0.90 0.90 0.85 Flow Rate (veh/h)18 105 225 200 153 222 158 % Heavy Vehicles 0 0 0 0 0 0 No. Lanes 2 2 2 1 Geometry Group 5 5 5 4b Duration, T 0.25 Saturation Headway Adjustment Worksheet Prop. Left-Turns 1.0 0.0 1.0 0.0 0.2 0.0 0.1 Prop. Right-Turns 0.0 0.2 0.0 0.1 0.0 1.0 0.2 Prop. Heavy Vehicle 0.0 0.0 0.0 0.0 0.0 0.0 0.0 hLT-adj 0.5 0.5 0.5 0.5 0.5 0.5 0.2 0.2 hRT-adj -0.7 -0.7 -0.7 -0.7 -0.7 -0.7 -0.6 -0.6 hHV-adj 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 hadj, computed 0.5 -0.1 0.5 -0.1 0.1 -0.7 -0.1 Departure Headway and Service Time hd, initial value (s)3.20 3.20 3.20 3.20 3.20 3.20 3.20 x, initial 0.02 0.09 0.20 0.18 0.14 0.20 0.14 hd, final value (s)7.27 6.63 6.76 6.17 6.45 5.66 6.50 x, final value 0.04 0.19 0.42 0.34 0.27 0.35 0.29 Move-up time, m (s)2.3 2.3 2.3 2.3 Service Time, ts (s)5.0 4.3 4.5 3.9 4.1 3.4 4.2 Capacity and Level of Service Eastbound Westbound Northbound Southbound L1 L2 L1 L2 L1 L2 L1 L2 Capacity (veh/h)268 355 475 450 403 472 408 Delay (s/veh)10.24 10.91 14.31 12.06 11.56 11.37 11.77 LOS B B B B B B B Approach: Delay (s/veh) 10.82 13.25 11.45 11.77 LOS B B B B Intersection Delay (s/veh)12.13 Intersection LOS B Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.6 Generated: 10/3/2013 10:48 PM Page 1 of 1All-Way Stop Control 10/3/2013file://C:\Documents and Settings\Bob\Local Settings\Temp\u2k19C0.tmp MOVEMENT SUMMARY Site: Oak & Ferguson Exist Plus Oak & Ferguson Existing Plus Roundabout Movement Performance - Vehicles 95% Back of QueueMov ID Turn Demand Flow HV Deg. Satn Average Delay Level of Service Prop. Queued Effective Stop Rate Average Speed Vehicles Distance veh/h % v/c sec veh ft per veh mph South: RoadName 3 L 26 1.0 0.362 7.3 LOS A 1.3 32.0 0.25 0.85 22.5 8 T 125 1.0 0.362 7.3 LOS A 1.3 32.0 0.25 0.31 24.5 18 R 217 1.0 0.362 7.3 LOS A 1.3 32.0 0.25 0.42 24.1 Approach 368 1.0 0.362 7.3 LOS A 1.3 32.0 0.25 0.41 24.1 East: Baxter Lane 1 L 221 1.0 0.474 9.6 LOS A 2.6 65.2 0.45 0.78 21.7 6 T 201 1.0 0.474 9.6 LOS A 2.6 65.2 0.45 0.42 23.3 16 R 25 1.0 0.474 9.6 LOS A 2.6 65.2 0.45 0.52 22.9 Approach 447 1.0 0.474 9.6 LOS A 2.6 65.2 0.45 0.60 22.4 North: Ferguson Ave 7 L 28 1.0 0.254 8.0 LOS A 1.0 24.5 0.52 0.96 22.5 4 T 109 1.0 0.254 8.0 LOS A 1.0 24.5 0.52 0.59 24.1 14 R 44 1.0 0.254 8.0 LOS A 1.0 24.5 0.52 0.69 23.8 Approach 181 1.0 0.254 8.0 LOS A 1.0 24.5 0.52 0.67 23.7 West: Baxter Lane 5 L 19 1.0 0.157 6.3 LOS A 0.6 14.4 0.44 0.91 23.1 2 T 86 1.0 0.157 6.3 LOS A 0.6 14.4 0.44 0.49 25.0 12 R 17 1.0 0.157 6.3 LOS A 0.6 14.4 0.44 0.59 24.6 Approach 122 1.0 0.157 6.3 LOS A 0.6 14.4 0.44 0.57 24.6 All Vehicles 1118 1.0 0.474 8.2 LOS A 2.6 65.2 0.39 0.55 23.4 Level of Service (LOS) Method: Delay & v/c (HCM 2010). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 2010). Roundabout Capacity Model: US HCM 2010. HCM Delay Model used. Geometric Delay not included. Processed: Tuesday, October 08, 2013 11:55:18 AM SIDRA INTERSECTION 5.1.13.2093 Copyright © 2000-2011 Akcelik and Associates Pty Ltd www.sidrasolutions.comProject: C:\Users\Bob\Documents\A PROJECT FOLDERS\13-757 Flanders Mill Subdivision TIS\Capacity\Exist Plus Cap\Calculations\Baxter & Ferguson Existing Plus.sip 8001325, MARVIN & ASSOCIATES, SINGLE Appendix F Traffic Signal Warrant Summaries and E_W N-S N-S WB EB 35 mph 35 mph 4 7 am 8am 9am 10am 11am 12pm 1pm 2pm 3pm 4pm 5pm 6pm EB 303 289 223 216 252 245 231 247 250 282 374 291 WB 136 120 122 123 138 174 165 167 174 209 257 179 NB 141 149 167 185 235 258 230 215 259 304 351 254 SB 312 276 199 191 246 269 253 235 271 276 277 204 439 409 345 339 390 419 396 414 424 491 631 470 312 276 199 191 246 269 253 235 271 304 351 254 892 834 711 715 871 946 879 864 954 1071 1259 928 610 1211 8 4 793215 Minor Minor Major Minor Major Minor 246 150 871 246 500 75 269 75 351 100 631 351 631 353 246 120 871 246 600 75 195 120 289 195 600 60 Warrant # 1 - Eight-hour Vehicular Volume Warrant # 2 - Four-hour Vehicular Volume YES 164.0% YES 358.7% YES 328.0% Warrant # 3 - Peak Hour Warrant # 4 - Pedestrian Volumes NO 88.3% N/A N/A YES 351.0% N/A N/A YES 157.3% NO 99.4% Warrant # 5 - School Crossing Warrant # 6 - Coordinated Signal System NA NA NO N/A Warrant # 7 - Crash Experience Warrant # 8 - Roadway Network NO N/A 125.9% N/A NO N/A NO N/A Warrant # 9 - Intersection Near Grade Crossing NO N/A Met YES YES NO N/A N/A N/A N/A N/A N/A Roadway Network Warrant 1259 1000 Peak Hour Vehicular Volume Warrant 1259 800 Crash Experience Warrant 871 400 Ferguson AvenueMajor Street:Durston Road 4th Hour Vehicular Volume Warrant 946 750 871 5008th Hour Vehicular Volume Warrant Durston Road Durston Road Ferguson Avenue August 2013 Traffic Counts Intersection: Traffic Signal Warrant Analysis Worksheet Date:October 4, 2013 Hour Beginning Approach Dir. (NB or SB) Case: Minor Street 2: Minor Street 2 Dir. (N-S or E-W): Total Intersection Approaches:Major Street Speed Limit: Approach Dir. (NB or SB) Major Street 85th % Speed: Ferguson AvenueMinor Street 1: Major Street Dir. (N-S or E-W): Minor Street 1 Dir. (N-S or E-W): Total Entering Volume Max Minor Approach Vol. Ferguson Avenue Major Approach Totals Durston Road Ferguson Avenue Warrant 3 Condtion B Met Warrant 1 Condition A Met Warrant 2 Conditions Met Warrant 1 Condition B Met Warrant 3 Condtion A.1 Met Warrant 4 Condtion A Met Warrant 3 Condtion A.3 Met Warrant 3 Condtion A.2 Met Warrant 4 Condition B Met Warrant 7 Condtion B Met Warrant 7 Condtion C Met Warrant Number and Title Percent Met Warrant 5 Condtions Met Warrant 6 Condtions Met Warrant 7 Condtion A Met Warrant 8 Condtions Met 1 Eight-hour Vehicular Volume 164.0% 2 Four-hour Vehicular Volume 358.7% 3Peak Hour 99.4% 4 Pedestrian Volumes N/A 8Roadway Network N/A 5 School Crossing N/A 6 Coordinated Signal System N/A Condition A Condition B Values Minimums Minimums Total Number of Warrants Met 2 7 Crash Experience N/A Entering Hour Ranks Warrant 9 Condtions Met 9 Intersection Near Grade Crossing N/A Major (Total Entering) Major (Total Entering) ValuesVolume Warrants and E_W N-S N-S WB EB 35 mph 35 mph 4 7 am 8am 9am 10am 11am 12pm 1pm 2pm 3pm 4pm 5pm 6pm EB 245 234 181 175 204 198 187 200 203 228 303 236 WB 140 124 125 127 142 179 170 172 179 215 264 185 NB 158 167 187 207 263 289 258 241 290 340 393 284 SB 218 193 139 134 172 188 177 165 190 193 194 143 385 358 306 302 346 377 357 372 382 443 567 421 218 193 187 207 263 289 258 241 290 340 393 284 784 718 632 643 781 854 792 778 862 976 1154 848 710 1211 8 4 693215 Minor Minor Major Minor Major Minor 263 150 781 263 500 75 289 75 393 100 567 393 567 353 263 120 781 263 600 75 195 120 289 195 600 60 Warrant # 1 - Eight-hour Vehicular Volume Warrant # 2 - Four-hour Vehicular Volume YES 175.3% YES 385.3% YES 350.7% Warrant # 3 - Peak Hour Warrant # 4 - Pedestrian Volumes NO 85.0% N/A N/A YES 393.0% N/A N/A YES 144.3% NO 111.3% Warrant # 5 - School Crossing Warrant # 6 - Coordinated Signal System NA NA NO N/A Warrant # 7 - Crash Experience Warrant # 8 - Roadway Network NO N/A 115.4% N/A NO N/A NO N/A Warrant # 9 - Intersection Near Grade Crossing NO N/A Met YES YES NO N/A N/A N/A N/A N/A N/A Roadway Network Warrant 1154 1000 Peak Hour Vehicular Volume Warrant 1154 800 Crash Experience Warrant 781 400 Ferguson AvenueMajor Street:Durston Road 4th Hour Vehicular Volume Warrant 854 750 781 5008th Hour Vehicular Volume Warrant Durston Road Durston Road Ferguson Avenue Site Development with Traffic Redistribution Intersection: Traffic Signal Warrant Analysis Worksheet Date:October 4, 2013 Hour Beginning Approach Dir. (NB or SB) Case: Minor Street 2: Minor Street 2 Dir. (N-S or E-W): Total Intersection Approaches:Major Street Speed Limit: Approach Dir. (NB or SB) Major Street 85th % Speed: Ferguson AvenueMinor Street 1: Major Street Dir. (N-S or E-W): Minor Street 1 Dir. (N-S or E-W): Total Entering Volume Max Minor Approach Vol. Ferguson Avenue Major Approach Totals Durston Road Ferguson Avenue Warrant 3 Condtion B Met Warrant 1 Condition A Met Warrant 2 Conditions Met Warrant 1 Condition B Met Warrant 3 Condtion A.1 Met Warrant 4 Condtion A Met Warrant 3 Condtion A.3 Met Warrant 3 Condtion A.2 Met Warrant 4 Condition B Met Warrant 7 Condtion B Met Warrant 7 Condtion C Met Warrant Number and Title Percent Met Warrant 5 Condtions Met Warrant 6 Condtions Met Warrant 7 Condtion A Met Warrant 8 Condtions Met 1 Eight-hour Vehicular Volume 175.3% 2 Four-hour Vehicular Volume 385.3% 3Peak Hour 111.3% 4 Pedestrian Volumes N/A 8Roadway Network N/A 5 School Crossing N/A 6 Coordinated Signal System N/A Condition A Condition B Values Minimums Minimums Total Number of Warrants Met 2 7 Crash Experience N/A Entering Hour Ranks Warrant 9 Condtions Met 9 Intersection Near Grade Crossing N/A Major (Total Entering) Major (Total Entering) ValuesVolume Warrants and E_W N-S N-S WB EB 35 mph 35 mph 4 7 am 8am 9am 10am 11am 12pm 1pm 2pm 3pm 4pm 5pm 6pm EB 113 142 78 73 75 75 71 71 103 117 96 63 WB 197 309 146 153 197 231 225 217 357 303 364 228 NB 198 180 168 186 235 226 202 207 216 250 296 211 SB 58 61 55 59 74 79 81 74 67 90 101 71 310 451 224 226 272 306 296 288 460 420 460 291 198 180 168 186 235 226 202 207 216 250 296 211 784 692 447 471 581 611 579 569 743 760 857 573 710 1211 8 4 693215 Minor Minor Major Minor Major Minor 235 150 581 235 500 75 226 75 296 100 460 296 460 353 235 120 581 235 600 75 195 120 289 195 600 60 Warrant # 1 - Eight-hour Vehicular Volume Warrant # 2 - Four-hour Vehicular Volume YES 156.7% YES 301.3% YES 313.3% Warrant # 3 - Peak Hour Warrant # 4 - Pedestrian Volumes YES 110.0% N/A N/A YES 296.0% N/A N/A YES 107.1% NO 83.9% Warrant # 5 - School Crossing Warrant # 6 - Coordinated Signal System NA NA NO N/A Warrant # 7 - Crash Experience Warrant # 8 - Roadway Network NO N/A 85.7% N/A NO N/A NO N/A Warrant # 9 - Intersection Near Grade Crossing NO N/A Met YES YES NO N/A N/A N/A N/A N/A N/A Entering Hour Ranks Warrant 9 Condtions Met 9 Intersection Near Grade Crossing N/A Major (Total Entering) Major (Total Entering) ValuesVolume Warrants Condition A Condition B Values Minimums Minimums Total Number of Warrants Met 2 7 Crash Experience N/A 8Roadway Network N/A 5 School Crossing N/A 6 Coordinated Signal System N/A 3Peak Hour 83.9% 4 Pedestrian Volumes N/A 1 Eight-hour Vehicular Volume 156.7% 2 Four-hour Vehicular Volume 301.3% Warrant 7 Condtion B Met Warrant 7 Condtion C Met Warrant Number and Title Percent Met Warrant 5 Condtions Met Warrant 6 Condtions Met Warrant 7 Condtion A Met Warrant 8 Condtions Met Warrant 3 Condtion B Met Warrant 1 Condition A Met Warrant 2 Conditions Met Warrant 1 Condition B Met Warrant 3 Condtion A.1 Met Warrant 4 Condtion A Met Warrant 3 Condtion A.3 Met Warrant 3 Condtion A.2 Met Warrant 4 Condition B Met Minor Street 1: Major Street Dir. (N-S or E-W): Minor Street 1 Dir. (N-S or E-W): Total Entering Volume Max Minor Approach Vol. Ferguson Avenue Major Approach Totals Oak Street Ferguson Avenue Hour Beginning Approach Dir. (NB or SB) Case: Minor Street 2: Minor Street 2 Dir. (N-S or E-W): Total Intersection Approaches:Major Street Speed Limit: Approach Dir. (NB or SB) Major Street 85th % Speed: Ferguson Avenue Oak Street Ferguson Avenue Site Development with Traffic Redistribution Intersection: Traffic Signal Warrant Analysis Worksheet Date:October 4, 2013 Ferguson AvenueMajor Street:Oak Street 4th Hour Vehicular Volume Warrant 611 750 581 5008th Hour Vehicular Volume Warrant Oak Street Roadway Network Warrant 857 1000 Peak Hour Vehicular Volume Warrant 857 800 Crash Experience Warrant 581 400